Torque Measuring System Malfunc-
Malfunctions in the torque measuring system can appear
on the torquemeter as fluctuations, zero torque indica-
tion, sluggish movement, indications that are out of
phase, or a stationary indication. If this occurs, proceed
N1 and PTIT indicators Check.
N1s and PTITs not matched.
1. LOAD SHARE switch PTIT.
2. PTIT indicators Check.
PTITs not matched.
Land as soon as practicable.
N1s and PTITs are matched.
AC and DC Torque and Engine circuit
The safety of helicopter occupants is the primary consid-
eration when fire occurs: therefore, it is imperative that
every effort be made by the flight crew to put out the fire.
On the ground, it is essential that engines be shut down,
crew and passengers be evacuated, and fire fighting
begun immediately. If the helicopter is airborne when the
fire occurs, the most important single action that can be
taken by the pilot is to land as soon as possible. Whether
on the ground or inflight, it is mandatory that the cockpit
windows , air control handles and cockpit air knobs be
closed to prevent smoke and fumes from entering the
cockpit, unless the smoke and fume elimination proce-
dure has been executed. In flight, the pilot should exe-
cute the smoke and fume elimination procedure as nec-
essary to prevent smoke and fumes from entering the
cockpit. Fire extinguishers should be used to control or
extinguish the fire.
Use fire extinguisher only in well-ventilated
areas because toxic fumes of the extinguish-
er agent can cause injury
9-1-42. ENGINE HOT START.
A hot start will be detected by a rapid and abnormal rise
in PTIT and/or by observing flames and black smoke
coming from the engine tail cone. Complete the following
on the affected engine.
9-1-43. Residual Fire During Shutdown.
A residual engine fire may occur during shutdown. It is
caused by residual fuel igniting in the combustion cham-
1. ABORT START.
2. FIRE PULL handle (affected engine)
9-1-44. Auxilliary Power Unit (APU) Fire.
Normally an overtemperature condition condition will
cause the overtemperature switch to stop APU opera-
tion: however, should a fire other than normal combus-
tion occur at the APU, complete the following:
1. APU switch OFF.
2. ABORT START.
Immediately motor engines alternately, until
rotors are stopped, to reduce the possibility of
engine residual fire.
9-1-45. Engine or Fuselage Fire Flight.
Visible flames, smoke coming from the engine or the
lighting of the respective FIRE PULL handle:
1. Land as soon as possible.
F 2. Confirm Fire.
3. EMER ENG SHUTDOWN (affected en-
EMER ENG SHUTDOWN.
9-1-46. Engine Compartment, Fuselage, or Electri-
cal Fire Ground.
1. EMER ENG SHUTDOWN.
2. APU switch OFF (if operating).
3. BATT switch OFF.
9-1-47. Electrical Fire Flight.
Before shutting off all electrical power, the pilot must consid-
er the equipment that is essential to the current flight regime;
e.g. flight instruments, flight control systems, etc. If a landing
as soon as possible cannot be made, defective circuits may
be isolated by selectively turning off electrical equipment
and/or pulling circuit breakers.
A dual engine flameout may occur if both
generator switches are turned off above
6,000 feet PA. All fuel boost pumps will be
1. Airspeed 100 KIAS or Vne whichever is