NOTE:

In cases where the engine starter must be used to lower TGT below 80C, engine oil pressure may not be indicated within 30 seconds of starter activation due to oil pressure gauge limitations. In this case, abort the start if no engine oil pressure is indicated within 30 seconds after moving the ENG POWER CONT LEVER to idle.

NOTE:

If APU shutdown is required ondeck with main generators not energized, all AC power will be lost upon APU shutdwon with a corresponding loss of PFD and EICAS indications

NOTE:

Both main generators will go offline when both ENG POWER CONT levers are placed in IDLE. Consideration should be given to starting the APU and placing the APU generator online as the situation allows.

WARNING:

When the power available during single-engine operation is marginal (within 10% of max PWR avail) or less, consideration whould be given to jettisoning the external stores. The engine anti-ice, and ECS switches should be turned off as necessary to ensure maximum power is available on the remaining engine.

CAUTION:

CAUTION:

To prevent excessive rotor decay at certain combination of gross weight and altitudes, it will be necessary to initiate a descent by lowering the collective slightly.

WARNING:

Rotor RPM decay is extremely rapid following a dual-engine failure or loss of the second engine after a single-engine failure. Delay in lowering the collective will result in loss of rotor RPM and may cause catastrophic failure of the rotor system due to rotor system dynamic instability at low RPM.

WARNING:

Prior to movement of either ENG POWER CONT lever, it is imperative that the malfunction engine and the correspnding ENG POWER CONT lever be indentified. If the decision is made to shut down an engine, take at least 5 full seconds while retarding the ENG POWER CONT lever from FLY to IDLE, monitoring TW, NG, TGT, NP and ENG OUT warning light on. various conditions, under which engine failure may occur, prevent a standard procedure. A thorough knowledge of emergency procedure and flight characteristics will enable the pilot to respond correctly and automatically in an emergency. The engine instruments often provide ample warning of a malfunction before actual engine failure. The indications of engine malfunction, either partial or complete power loss, may be as follows: Changes in affected engine NP, TGT, NG, TQ, P, Nr, LOW ROTOR RPM, and/or ENg OUT warning lights and audio, and change in engine noise.

NOTE:

When operating at or near 96% Nr, Nr may droop occasionally below 96% which will result in a flashing low rotor RPM light and Nr/Np in the yellow range. A low rotor warning tone will also be audible over the ICS.

Using the ENG SPEED TRIM switch to reset the Nr/Np at 100% and immediately pulling the ENG SPEED TRIM circuit breaker while Nr/Np is at 100% may result in Nr/Np remaining at 100%.

Note:

Consider securing anti-ice if on and not required. As much as 18% of maximum power available torque may be lost with anti-ice on.

CAUTION:

Following a high-speed shaft failure in EDECU equipped aircraft, the engine will overspeed, the Np overspeed system will flame-out the engine, and the auto-ignition system will activate the relight feature. The engine Np governor will eventually bring Np down towards 100%. A yaw may be experienced each time the engine relights. The engine must be manually shut down to prevent further damage.

CAUTION:

When engine is controlled with ENg POWER CONT lever in LOCKOUT, engine response is much faster and the TGT limiting system is inoperative. Care must be taken not to exceed TGT limits and keeping Nr, Np1 and Np2 in operating range.

NOTE:

If Nr reduces from 100% to 95-96% during steady flight, check TQ1 and TQ2. If TQ1 and TQ2 are equal attempt to increase Nr with ENG SPD TRIM switch

WARNING:

Retarding the nonmalfunctioning engine PCL may result in engine failure if oscillations are allowed to increase so that Ng drops below governing range or Np increases above 120%

NOTE:

Consider securing anti-ice if on and not required. As much as 18%  maximum power available torque may be lost with anti ice on.

ENGINE LUBRICATION SYSTEM MALFUNCTIONS

NOTE:

Consider securing anti-ice if on and not required. As much as 18% of maximum power available torque may be lost with anti-ice on.

NOTE:

Consideration may be given to using the engine, if available, for landing.

NOTE:

Consider securing anti-ice if on and not required. As much as 18% of maximum power available torque may be lost with anti-ice on.

MAIN TRANSMISSION OIL PRESSURE MALFUNCTION:

NOTE:

Loss of cooling oil supply will lead to failure of the No.1 and No.2 generators

Momentary fluctuation in oil pressure may occure during transient maneuvers or steady nose up hover. Fluctuations causing momentary drops into the yellow range are acceptable

WARNING:

Operation of the main gearbox with no oil pressure may result in failure of the tail rotor drive takeoff pinion gear and subsequent loss of tail rotor drive

MAIN TRANSMISSION FAILURE IMMINENT:

WARNING:

Catastrophic transmission failure will result in loss of helicopter control. Consideration should be given to transiting at minimum power airspeed and a low altitude flight profile (Approximately 80 feet and 80 KIAS) to permit a quick flare followed by an immediate landing/ditching.

WARNING:

If Nr decreases from 100% to 96% with an increase in TQ during steady flight with no engine malfunction, the main transmission planetary carrier may have failed. During a main transmission planetary carrier failure, it may be impossible to maintain Nr at 100%.

WARNING

Operation of the main gearbox with no oil pressure may result in failure of the tail rotor drive takeoff pinion gear and subsequent loss of tail rotor drive.

WARNING

If tail rotor control is lost, maintain an airspeed that provides balanced flight and perform a running landing. After touchdown, rapid reduction of collective or PCL may cause excessive and uncontrollable yaw rates.

WARNING

NOTE

Balanced flight may be achieved at about 45 and 120 KIAS depending on aircraft gross weight.

Note

If the tail rotor quadrant becomes jammed, collective control is available, except that low collective with right pedal or high collective with left pedal will be restricted. With a quadrant jam, complete collective travel is available for most control combinations, provided the pedals are allowed to move as the collective is displaced.

Note

If tail rotor pitch becomes fixed during decreased power situations (right pedal applied), the nose of the helicopter will turn to the right when power is applied, possibly even greater than complete loss of tail rotor thrust. Some conditions may require entry into autorotation to control yaw rate. If continued flight is possible, a shallow approach at about 80KIAS to a roll-on landing should be made. As the touchdown point is approached, a mild deceleration should be executed at about 15 to 25 feet to reduce airspeed to about 40KIAS. As collective is increased to cushion touchdown, the nose of the helicopter will turn right. Careful adjustment of collective and decelration should allow a tail-low touchdown with approximate runway alignment. Upon touchdown, lower collective carefully and use brakes to control heading.

NOTE

CAUTION

Attempt to use a light control grip to reduce the possibility of pilot induced oscillations

CAUTION

Perform a shallow approach to a running landing if possible. If conditions do not permit, perform landing with minimum time spent in a hover

CAUTION

Ensure nonflying pilot's hand is physically on PCL levers to ensure rapid retardation upon touchdown