TM  1-1520-240-10 9-1-22            9-1-40. 714A Torque  Measuring  System  Malfunc- tions. 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 as follows: 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 breakers — IN. 9-1-41.  FIRE. 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. WARNING 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. ABORT START. 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- ber. 1.   ABORT START. 2.   FIRE PULL handle (affected engine) — Pull. 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. NOTE 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- gine). After landing: 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. WARNING A dual engine flameout may occur if both generator switches are turned off above 6,000 feet PA. All fuel boost pumps will be inoperative. 1.   Airspeed — 100 KIAS or Vne whichever is slower.