Flight Manual S-76C++ Part 1

SA 4047-76C-15
FAA APPROVED
ROTORCRAFT
FLIGHT MANUAL
REVISION NO. 6
SIKORSKY
MODEL
S-76C
PART 1
AIRCRAFT SERIAL NO. 760607 AND SUBSEQUENT
Applicable to all helicopters equipped with TURBOMECA

ARRIEL 2S2 engines installed. (Commonly known as S-76C++)
Sikorsky
A United Technologies Company
© SIKORSKY AIRCRAFT CORPORATION 2005
Approved by: Date of Approval:

December 22, 2005
Date of Revision:
August 10, 2009
Manager, Boston Aircraft
Certification Office, ANE-150
SA 4047-76C-15 Part 1
List of Effective Pages
LIST OF EFFECTIVE PAGES

PAGE DATE REV. NO.
A 8/10/09 6
B 8/10/09 6
C 8/10/09 6
D 8/10/09 6
E 8/10/09 6
F 4/2/07 3
G/H 8/10/09 6
i 6/22/06 1
ii 6/22/06 1
iii 11/25/08 5
iv 6/22/06 1
v 6/22/06 1
vi 11/25/08 5
vii/viii 6/22/06 1
ix 12/22/05 Basic
x 4/2/07 3
1-1 4/2/07 3
1-2 4/2/07 3
1-3 12/22/05 Basic
1-4 4/2/07 3
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1-16 1/31/08 4
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1-19 12/22/05 Basic
1-20 6/22/06 1
1-21 12/22/05 Basic
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FAA APPROVED DECEMBER 22, 2005

Revised August 10, 2009 A
Part 1 SA 4047-76C-15

PAGE DATE REV. NO.
1-24 8/10/09 6
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B Revised August 10, 2009
SA 4047-76C-15 Part 1
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Revised August 10, 2009 C
Part 1 SA 4047-76C-15
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D Revised August 10, 2009
SA 4047-76C-15 Part 1

PAGE DATE REV. NO.
4-5 12/22/05 Basic

4-6 12/22/05 Basic
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4-11 1/31/08 4
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4-31 4/2/07 3
4-32 4/2/07 3
4-33 4/2/07 3
SUPPLEMENT INDEX
1 8/10/09 6
2 8/10/09 6
3 8/10/09 6
4 8/10/09 6
5/6 8/10/09 6
FAA APPROVED
Revised August 10, 2009 E
Part 1 SA 4047-76C-15
Log of Revisions
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page. A vertical bar
next to the page number indicates the page has been retyped with no significant
changes.
REVISION PAGES FAA

NO. REVISED REMARKS DATE APPROVED
1 1-2, 1-4, 1-5, 1-9, Revised ambient 6/22/06
1-10, 1-13, 1-16, temperature limits;
1-20, 1-24, 1-25, corrected N2 limits,
1-27, 1-29, 1-30, revised electrical
2-16, 2-17, 2-18, systems checks Manager, Boston Aircraft
2-19, 2-22, 2-23, and emergency Certification Office, ANE-150
2-30, 3-8, 3-23, procedures, clari-
3-41, 3-42, 3-43, fied nomenclature.
3-45, 3-46, 4-8,
4-12, 4-13, 4-14,
4-15, 4-18, 4-19,
4-23, 4-29, 4-32,
4-33
2 1-15, 2-18, 2-19, Revised dual static 12/13/06
2-23, 2-40, 3-43, inverter check, in-
4-19 cluded new
altimeter equip-
ment, revised Manager, Boston Aircraft
emergency load
shed switch de-
scription, revised
OEI Power Assur-
ance Chart, other
administrative
changes
3 x, 1-1, 1-2, 1-4, Removed Snow 4/2/07
1-5, 1-10, 1-13, Limitation,
1-15, 2-13, 2-14, HIP/SARM refer-
2-14A/2-14B, ences, revised load
2-16, 2-22, 2-23, shed equipment Manager, Boston Aircraft
2-25, 2-26, 2-27, list, and added TU-
3-43, 4-1, 4-14, 120 bleed valve
4-19, 4-28A/4- upgrade.
28B, 4-29, 4-31,
4-32, 4-33

F Revised April 2, 2007
SA 4047-76C-15 Part 1
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page. A vertical bar
next to the page number indicates the page has been retyped with no significant
changes.
REVISION PAGES FAA

NO. REVISED REMARKS DATE APPROVED
4 1-11, 1-12, Clarified anti-ice 1/31/08

1-16, requirements and
1-16A/1-16B, Barrier Filter limits.
1-17, 2-8, Revised Standby
2-8A/2-8B, 2-16, Attitude Indicator
2-21, 2-22, 2-23, System test.
2-28, 2-29, 3-23, Added Note on Manager, Boston Aircraft
3-24, battery only opera- Certification Office, ANE-150
3-24A/3-24B, tion.
3-36, 3-37, 3-39,
Reissued graphic
3-42, 4-11, 4-16,
pages. Updated
4-25, 4-28
Supplement Index.
Supplement
Index 1, 2, 3, 4
5 2-38, 3-2, 3-59 Added LCR-100 11/25/08
AHRS information.
Administrator
ODA-800001-NE
6 1-24, 3-31, 3-42, Corrected figure 8/10/09
3-43, 3-44, 3-45 reference, revised
Dual DC Generator
Supplement
Failure procedure
Index 1, 2, 3, 4,
and added Note in
5/6 Administrator
Emergency
Procedures ODA-800001-NE
Section.
Administrative
changes.
Updated
Supplement Index.
FAA APPROVED
Revised August 10, 2009 G/H
SA 4047-76C-15 Part 1
Table of Contents
TABLE OF CONTENTS
SECTION TITLE PAGE
I Operating Limitations ........................................................... 1-1

Weight Limits........................................................................ 1-1
Category “A” Operations................................................. 1-1
Category “B” Operations................................................. 1-1
OEI Training Operations ................................................. 1-1
C.G. (Center of Gravity) Limits ....................................... 1-1
Loading Limits ...................................................................... 1-1
Types of Operation .............................................................. 1-8
Category “A” and “B” Operations.................................... 1-8
Category “B” Rotorcraft – External Load Combina-
tions ................................................................................ 1-8
Class “B” External Loads ................................................ 1-8
Minimum Flight Crew ........................................................... 1-8
Single Pilot (VFR) ........................................................... 1-8
Two Pilots (IFR) .............................................................. 1-8
Single Pilot (IFR)............................................................. 1-9
Airspeed Limits..................................................................... 1-9
Altitude Limits....................................................................... 1-10
Ambient Temperature Limits................................................ 1-10
Flight Limits..................................................................... 1-10
Electronic Flight Instrument System (EFIS) Limits .............. 1-11
Sliding Cabin Door Limits..................................................... 1-12
Flotation System Limits........................................................ 1-12
Engine Limits........................................................................ 1-13
Engine or Drive System Operating Limits....................... 1-13
Engine Torque Limits...................................................... 1-15
N1 (Gas Producer) Speed Limits.................................... 1-15
N2 (Power Turbine) Speed Limits .................................. 1-15
T5 (Power Turbine) Inlet Temperature Limits................. 1-16
Steady State Limits.................................................... 1-16
Starting and Shutdown .............................................. 1-16
Digital Engine Control Unit (DECU) Limits ..................... 1-16
Engine Barrier Filter Limits ............................................. 1-16
Fuel ...................................................................................... 1-17
Normal Fuels................................................................... 1-17
Authorized Fuel Additives ............................................... 1-17
Fuel Flow Range............................................................. 1-18
Engine Oil............................................................................. 1-19

Revised June 22, 2006 i
Part 1 SA 4047-76C-15
Table of Contents
TABLE OF CONTENTS
SECTION TITLE PAGE
Engine Oil Temperature Limits ....................................... 1-19

Engine Oil Pressure Limits ............................................. 1-19
Transmission Limits ............................................................. 1-20
Torque Limits .................................................................. 1-20
Dual-Engine Operation .............................................. 1-20
OEI Operation............................................................ 1-20
Transmission Oil ............................................................. 1-20
Transmission Oil Temperature Limits............................. 1-20
Transmission Oil Pressure Limits ................................... 1-21
Rotor Limits .......................................................................... 1-21
Power Off ........................................................................ 1-21
Power On ........................................................................ 1-21
Rotor Brake Limits ............................................................... 1-21
Rotor Turning .................................................................. 1-21
Rotor Stopped................................................................. 1-22
Engine Cowling Limits.......................................................... 1-22
Engine Cowling Open ..................................................... 1-22
Engine Cowling Removed .............................................. 1-22
Retractable Boarding Step Limits ........................................ 1-22
Emergency Locator Transmitter (ELT) ................................ 1-22
Bendix/King CAS-66A TCAS I Traffic Collision Avoidance
System ................................................................................. 1-22
Primus 440 Digital Weather Radar System ......................... 1-23
Instrument Markings ............................................................ 1-23
Placards ............................................................................... 1-23
II Normal Procedures .............................................................. 2-1

Exterior Check...................................................................... 2-1
Interior Check....................................................................... 2-7
Night Flights ......................................................................... 2-7
Before Starting Engines ....................................................... 2-7
Starting Engines (Battery or External Power) ...................... 2-12
Special Checks .................................................................... 2-20
Taxiing.................................................................................. 2-21
Pre-Takeoff .......................................................................... 2-21
Taxi and Takeoff .................................................................. 2-25
Category “A” Takeoff ...................................................... 2-26
Category “B” Takeoff ...................................................... 2-26

ii Revised June 22, 2006
SA 4047-76C-15 Part 1
Table of Contents
Category “B” Takeoff .......................................................... 2-26

Climb........................................................................................ 2-27
Cruise ...................................................................................... 2-27
In-Flight Power Assurance Check ........................................... 2-27
Pre-Landing ............................................................................. 2-29
Approach and Landing ............................................................ 2-30
Glideslope .......................................................................... 2-30
Go-Around.......................................................................... 2-31
Pre-Shutdown.......................................................................... 2-31
Shutdown................................................................................. 2-31
Post Shutdown ........................................................................ 2-32
Optional Procedures................................................................ 2-32
Engine Fire Extinguisher System Test .................................... 2-32
Flotation System Test.............................................................. 2-33
Fuel Priming Procedures – During Normal Start..................... 2-33
Nav Test Switch Function........................................................ 2-34
Functional Check – Retractable Boarding Step(s).................. 2-36
Functional Check – Emergency Locator Transmitter (ELT).... 2-36
Operation............................................................................ 2-36
Airdata Accessory Unit ............................................................ 2-36
Operation............................................................................ 2-36
Litef LCR-92S/LCR-100 AHRS ............................................... 2-38
Operation............................................................................ 2-38
Pulselite System ...................................................................... 2-39
Operation............................................................................ 2-39
Recognition Lights ................................................................... 2-39
Operation............................................................................ 2-39
Cabin Lighting Control System................................................ 2-39
Operation............................................................................ 2-39
Logo Light System................................................................... 2-40
Operation............................................................................ 2-40
Fixed Landing Lights(s) ........................................................... 2-40
Operation............................................................................ 2-40
Collins Alt-50, Alt-55B, OR ALT-1000 Radio Altimeter Sys-
tem Ground Test...................................................................... 2-40
Bendix/King CAS-66A TCAS I Functional Test 2-41
III EMERGENCY PROCEDURES............................................... 3-1

TABLE OF CONTENTS .......................................................... 3-1
Introduction.............................................................................. 3-4
Engine System Malfunctions ................................................... 3-4

Revised November 25, 2008 iii
Part 1 SA 4047-76C-15
Table of Contents
Single-Engine Power Failure.............................................. 3-5

Single-Engine Power Failure With Anti-Ice Operating ....... 3-5
Single-Engine Failure - Hover (5 To 10 Feet) .................... 3-5
Single-Engine Failure On Takeoff - Category "A" .............. 3-5
Single-Engine Failure On Takeoff - Category "B" .............. 3-7
Single-Engine Failure During Cruise.................................. 3-7
Single-Engine Failure During Approach - Category "A"..... 3-10
Single-Engine Landing - Category "A" Or "B" .................... 3-11
Single-Engine Failure During Approach - Alternate 3-11
Category "A" Profile............................................................
Prior to or at LDP - Balked Landing (Go Around) .............. 3-11
Single-Engine Landing - Alternate Category "A" Profile 3-12
Dual-Engine Failure................................................................. 3-12
General............................................................................... 3-12
Dual-Engine Failure While Hovering Or On Takeoff At 3-13
10 Feet Or Below ...............................................................
Dual-Engine Failure During Takeoff And Initial Climb ....... 3-13
Dual-Engine Failure During Cruise .................................... 3-13
Autorotative Landings.............................................................. 3-14
Engine Control Malfunctions ................................................... 3-15
DECU Total Fault On One Engine (TOTAL) ...................... 3-15
DECU Total Faults On Both Engines ................................. 3-18
DECU Degraded Fault ....................................................... 3-18
DECU Minor Fault .............................................................. 3-19
Engine Control Oscillations (Without Detected Fault
Category)............................................................................ 3-20
Engine Overspeed Caution Light On
(In Powered Flight) ............................................................. 3-20
Engine Auxiliary Systems Failure............................................ 3-21
Engine Oil System Failure.................................................. 3-21
Fuel Pressure Warning Light On........................................ 3-21
Fuel Filter Caution Light On ............................................... 3-22
Fuel Flowmeter Beyond Normal Range............................. 3-22
Anti-Ice Caution Light On ................................................... 3-22
CHECK BAR FILT Caution Light On................................. 3-23

iv Revised June 22, 2006
SA 4047-76C-15 Part 1
Table of Contents
TABLE OF CONTENTS
SECTION TITLE PAGE
Electronic Flight Instrument System (EFIS) Malfunctions ... 3-23

Engine Instrument Malfunctions ..........................................3-24
N1 Indicator Or Torque Indicator Malfunction ................ 3-24
T5 Indicator Malfunction .................................................
3-24
Engine Chip Detector Caution Light On ......................... 3-24
Main Gear Box System Failures .......................................... 3-25
Main Gear Box Oil System Failures ............................... 3-25
Main Gear Box Oil Pump Failure .................................... 3-25
Intermediate Or Tail Gear Box Chip/High Oil Tempera-
ture Detected........................................................................ 3-27
Rotor Brake Caution Light On – Rotor Turning ................... 3-27
Flight Control Hydraulic Servo System Failure .................... 3-28
Pump Failure Or Loss Of Pressure In Basic Hydraulic
System ............................................................................ 3-28
Loss Of Hydraulic Pressure To The Tail Rotor Servo .... 3-28
Servo Unit Jam Or Malfunctioning Servo Shutoff 3-30
Valve ...............................................................................
Flight Control Damper Jam .................................................. 3-31
Tail Rotor Malfunctions ........................................................ 3-31
Tail Rotor Drive System Failure In Forward Flight ......... 3-31
Tail Rotor Drive System Failure In A Hover.................... 3-32
Tail Rotor Control System Failure .................................. 3-32
Fire ....................................................................................... 3-34
Engine Compartment Fire............................................... 3-34
Internal Engine Fire After Shutdown............................... 3-35
Cabin Or Cockpit Fire ..................................................... 3-35
Baggage Compartment Smoke Detected....................... 3-36
Smoke And Fume Elimination.............................................. 3-36
Electrical Fire ....................................................................... 3-36
Landing Gear Malfunctions .................................................. 3-37
Landing Gear Will Not Extend ........................................ 3-39
Unsafe Indication - Gear Extension................................ 3-39
Unsafe Indication - Gear Retraction ............................... 3-40
Electrical System Failures.................................................... 3-40
Battery Overtemperature ................................................ 3-40
Feeder Fault (For Aircraft with Nose Battery
Installation)...................................................................... 3-41
Single DC Generator Failure .......................................... 3-41
Dual DC Generator Failure ............................................. 3-41

Revised June 22, 2006 v
Part 1 SA 4047-76C-15
Table of Contents
Dc Essential Bus Feed Failure........................................... 3-44

Inverter Failure ................................................................... 3-45
AC Generator Failure (If Installed) ..................................... 3-45
AC Generator Bearing Failure............................................ 3-46
Miscellaneous System Failures or Incidents ........................... 3-46
DAFCS Malfunctions ............................................................... 3-46
Autopilot ............................................................................. 3-46
Flight Director ..................................................................... 3-48
Air Data Failure .................................................................. 3-49
Collective............................................................................ 3-49
Pitot Heat Caution Light On..................................................... 3-51
Windshield Hot Caution Light .................................................. 3-51
Emergency Entrances and Exits ............................................. 3-52
Hinged Doors ..................................................................... 3-52
Sliding Door(s) (Optional)................................................... 3-52
Sliding Door(s) (Optional)................................................... 3-52
Sliding Door Open In Flight ................................................ 3-52
Door Jettison Procedure .................................................... 3-52
Window Jettison Procedure ............................................... 3-52
Ditching (Flotation System) ..................................................... 3-53
Ditching Procedures........................................................... 3-57
Single-Engine Landing In The Water (Flotation Gear In-
flated).................................................................................. 3-58
Autorotative Landing To The Water ................................... 3-58
LITEF LCR-92S/LCR-100 AHRS ............................................ 3-59
Loss Of 26 Vac References ............................................... 3-59
Loss Of 26 Vac Att Reference............................................ 3-60
Loss Of 26 Vac Hdg Reference ......................................... 3-60
Ditching (Without Flotation System) ........................................ 3-60
IIDS Display Failure................................................................. 3-60
Radio Master System .............................................................. 3-61
Loss of Primary Attitude Indicator in Instrument Meterologi-
cal Conditions .......................................................................... 3-61
IV Performance Information......................................................... 4-1

Noise Level Certification.......................................................... 4-6

vi Revised November 25, 2008
SA 4047-76C-15 Part 1
Table of Contents
TABLE OF CONTENTS
SECTION TITLE PAGE
Engine Health .......................................................................... 4-6

Anti-Ice Effect on Performance ............................................... 4-7
Category “A” Takeoff ............................................................... 4-7
Description ......................................................................... 4-7
Technique........................................................................... 4-9
Associated Conditions........................................................ 4-9
Category “A” Landing .............................................................. 4-20
Landing Distance................................................................ 4-20
Alternate Category “A” Landing Technique............................. 4-20
Category “B” Takeoff ............................................................... 4-24
Technique........................................................................... 4-24
Takeoff Distance ................................................................ 4-24
Category “B” Landing .............................................................. 4-24
Technique........................................................................... 4-24

Revised June 22, 2006 vii/viii
SA 4047-76C-15 Part 1
List of Illustrations
LIST OF ILLUSTRATIONS
FIGURE
NUMBER TITLE PAGE
1-1 Category "A" Maximum Takeoff and Landing Gross

Weight (Sheet 1 of 2) ..................................................... 1-2
Weight (Sheet 2 of 2) ..................................................... 1-3
1-2 Operating Envelope........................................................ 1-4
1-3 Category “B” Maximum Takeoff and Landing Gross
Weight (Sheet 1 of 2) ..................................................... 1-5
1-3 Category "B" Maximum Takeoff and Landing Gross
Weight (Sheet 2 of 2) ..................................................... 1-6
1-4 Center of Gravity Limits at Various Gross Weights........ 1-7
1-5 Engine or Drive Shaft System Operating Limits............. 1-13
1-6 Height/Velocity Diagram................................................. 1-14
1-7 Instrument Markings (Sheet 1 of 4)................................ 1-25
1-8 Vne Placards (Sheet 1 of 2) ............................................ 1-29
1-8 Vne Placards (Sheet 2 of 2) ............................................ 1-30
3-1 Electrical Fire Procedures, IMC ..................................... 3-38
3-2 DAFCS Caution Panel.................................................... 3-46
3-3 Emergency Entrances and Exits (Sheet 1 of 2) ............. 3-55
3-3 Emergency Entrances and Exits (Sheet 2 of 2) ............. 3-56
4-1 Density Altitude Chart..................................................... 4-2
4-2 Temperature Conversion Chart...................................... 4-3
4-3 Airspeed Calibration - Pilot's System ............................. 4-4
4-4 Airspeed Calibration - Copilot's System......................... 4-5
4-5 Category "A" Takeoff Profile........................................... 4-10
4-6 Wind Components.......................................................... 4-11
4-7 Category “A” Rejected and Continued Takeoff Dis-
tances ............................................................................. 4-12
Weight ............................................................................ 4-13
4-9 Forward Climb Performance – Single Engine, 2-
Minute Power.................................................................. 4-14
4-10 Category “A” Takeoff Flight Path (Sheet 1 of 4)............. 4-15
4-10 Category "A" Takeoff Flight Path (Sheet 3 of 4)............. 4-17

ix
Part 1 SA 4047-76C-15
List of Illustrations
FIGURE
NUMBER TITLE PAGE
4-11 Forward Climb Performance – Single Engine, Maxi-

mum Continuous Power ................................................. 4-19
4-12 Category “A” Landing Profile .......................................... 4-21
4-13 Category "A" Alternate Landing Profile .......................... 4-22
4-14 Category "A" Landing Distance ...................................... 4-23
4-15 Category “B” Takeoff Profile........................................... 4-25
4-16 Category “B” Takeoff Distance (Sheet 1 of 2) ............... 4-26
4-16 Category “B” Takeoff Distance (Sheet 2 of 2) ............... 4-27
4-17 Category “B” Takeoff Headwind Influence ..................... 4-28
4-18 Forward Climb Performance – Dual Engine, Maxi- 4-28A/
mum Continuous Power ................................................. 4-28B
4-18A Forward Climb Performance – Dual Engine, Normal
Cruise Power .................................................................. 4-29
4-19 Category "B" Landing Profile.......................................... 4-30
4-20 Category “B” Landing Distance ...................................... 4-31
4-21 Hover Out of Ground Effect at Takeoff Power
(Sheet 1 of 2).................................................................. 4-32
4-21 Hover Out of Ground Effect at Takeoff Power
(Sheet 2 of 2).................................................................. 4-33

x Revised April 2, 2007
SA 4047-76C-15 Part 1, Section I
Operating Limitations
FLIGHT MANUAL
SECTION I
OPERATING LIMITATIONS
NOTE
Compliance with the limitations in this section is required by law.
WEIGHT LIMITS
Maximum takeoff and landing weight is 11,700 pounds (5,307 kilograms). This
helicopter is to be operated using the approved loading schedule. Refer to
Loading Information, Section II, in Part 2.
For minimum operating weight, refer to Figure 1-4.
CATEGORY "A" OPERATIONS
See Figure 1-1 for variation of allowable takeoff gross weight with altitude and
temperature.
CATEGORY "B" OPERATIONS
See Figure 1-3 for variation of allowable takeoff gross weight with altitude and
temperature.
OEI TRAINING OPERATIONS
See Figure 5-41 of Part 2, Section V for variation of allowable takeoff gross
weight with altitude.
C.G. (CENTER OF GRAVITY) LIMITS
See Figure 1-4 for forward and aft center of gravity limits at various gross
weights.
Lateral C.G. Limits: Left or right 3-1/2 inches (89 mm) except as restricted to
left or right 2-1/2 inches (63.5 mm) at gross weights above
11,400 pounds (5,171 kg) for taxi, takeoff, and landing.
LOADING LIMITS
Maximum allowable cabin floor and baggage floor loading is 75 pounds per
square foot (366 kg per square meter).

Revised April 2, 2007 1-1
1-2
CATEGORY "A" MAXIMUM TAKEOFF AND LANDING GROSS WEIGHT
ANTI-ICE OFF BLEED AIR OFF
GENERATOR LOAD ~ UP TO 200 AMPS
REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING
TABLE AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE WEIGHT REDUCTIONS ARE CUMULATIVE.
CONFIGURATION WEIGHT REDUCTION
Part 1, Section I
UTILITY HOIST INSTALLED 90 POUNDS

EXTERNAL SLIDING DOOR(S) OPEN 100 POUNDS
EXTERNAL SLIDING DOOR(S) CLOSED 50 POUNDS
MAIN TRANSMISSION
TORQUE LIMIT V2 (CDP) ~ KTS
0 -10 40 (30)
10 -20
-30
P
-34.4 TEMPERATURE ~ °C
CD
20 45 (35)
UM
IM
BASELINE
IN
M
50 (40)
OT
30
KN
30
1 2 55 (45)
of 2)
40
V2
ED
50 I TT
Revised April 2, 2007

5000 FT RM
FLIGHT MANUAL
DENSITY PE MAXIMUM GROSS

UM
HIGH AMBIENT ALTITUDE IM WEIGHT ~ 11,700 LB
X
TEMP LIMIT MA

-1 0 1 2 3 4 5 6 7 8 9 0 2 4 6 8 9 10 11 12
PRESSURE ALTITUDE ~ 1000 FT POWER GROSS WEIGHT ~ 1000 LB

MARGIN ~ % 3.5 4.0 4.5 5.0 5.5
GROSS WEIGHT ~ 1000 KG
IN SHADED AREA, DO NOT TAKE CREDIT FOR POWER MARGIN ABOVE 0%. CC3654_1A
SAF
Figure 1-1. Category "A" Maximum Takeoff and Landing Gross Weight (Sheet 1
SA 4047-76C-15
ANTI-ICE ON BLEED AIR OFF
SA 4047-76C-15

MAIN TRANSMISSION
40 (30)
P
CD
45 (35)
UM
IM
BASELINE
IN
M
T
50 (40)
K NO
30
1 2 55 (45)
V2
of 2)
TED
IT
FLIGHT MANUAL
0 -10 RM
-20 PE
5000 FT -30 -34.4 UM MAXIMUM
DENSITY XIM GROSS
TEMPERATURE ~ °C MA WEIGHT
ALTITUDE
~ 11,700 LB

-1 0 1 2 3 4 5 6 7 8 9 0 2 4 6 8 9 10 11 12

MARGIN ~ % 3.5 4.0 4.5 5.0 5.5
EXAMPLE GROSS WEIGHT ~ 1000 KG
IN SHADED AREA, DO NOT TAKE CREDIT FOR POWER MARGIN ABOVE 0%. CC3654_2
SAF
Figure 1-1. Category "A" Maximum Takeoff and Landing Gross Weight (Sheet 2
Part 1, Section I
1-3
1-4
APPROVED OPERATING ENVELOPE
Part 1, Section I
18
15000 FT DENSITY ALTITUDE LIMIT FLIGHT NOT ALLOWED

16
14
12
10
HIGH AMBIENT
8 TEMPERATURE LIMIT

6
FLIGHT MANUAL
PRESSURE ALTITUDE ~ 1000 FT
Figure 1-2. Operating Envelope

4

2
0
-40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50 55
TEMPERATURE ~ °C
CC3748A
SAF
SA 4047-76C-15
CATEGORY "B"
MAXIMUM TAKEOFF AND LANDING GROSS WEIGHT
GENERATOR LOAD UP TO 200 AMPS
17
16
15
TAKEOFF
14 AND LANDING
DENSITY
ALTITUDE LIMIT TEMPERATURE ~ °C
~ 15,000 FT
13
-34.4
-30
12 -20 MAXIMUM
GROSS WEIGHT
-10 ~ 11,700 LB
11 0
10
10
20
9
30
8
40
DASHED LINES ARE FOR
INTERPOLATION ONLY
7
50
4
HIGH AMBIENT
SA 4047-76C-15
TEMPERATURE LIMIT
1
Figure 1-3. Category "B" Maximum Takeoff and Landing Gross Weight (Sheet 1 of 2)
MAXIMUM
0 GROSS WEIGHT
11,700 LB
2
FLIGHT MANUAL
ENGINE
4
POWER MARGIN ~ %
6
6 7 8 9 10 11 12
GROSS WEIGHT ~ 1000 LB
3.5 4.0 4.5 5.0 5.5

CC3659_1B
SAF
Part 1, Section I
1-5
SA 4047-76C-15
CATEGORY "B"
MAXIMUM TAKEOFF AND LANDING GROSS WEIGHT
17
16
15
TAKEOFF
FLIGHT MANUAL
AND LANDING
DENSITY
14 ALTITUDE LIMIT
~ 15,000 FT
TEMPERATURE ~ °C
13
-34.4
-30
-20
12
-10
0
Figure 1-3. Category "B" Maximum Takeoff and Landing Gross Weight (Sheet 2 of 2)
11
MAXIMUM
GROSS WEIGHT
~ 11,700 LB
10
9
Part 1, Section I
8
7
1-6
6
5
4
3
2
1
0
MAXIMUM
0 GROSS WEIGHT
11,700 LB
POWER MARGIN ~ %
2
ENGINE
4
6
6 7 8 9 10 11 12
3.5 4.0 4.5 5.0 5.5
CC3659_2
SAF
FLIGHT MANUAL
Figure 1-4. Center of Gravity Limits at Various Gross Weights

1-7
Part 1, Section I SA 4047-76C-15
FLIGHT MANUAL
The maximum allowable floor loading for the baggage compartment is 75 pounds
per square foot (366 kg per square meter) for weights up to the maximum
capacity of 600 pounds (272 kg).
CAUTION
Caution must be taken to be sure that passenger, fuel, and/or

baggage/cargo compartment loading does not cause aircraft
maximum gross weight and/or C.G. limits to be exceeded.
TYPES OF OPERATION
CATEGORY "A" AND "B" OPERATIONS
Transport
Day, Night, IFR, VFR
IFR operations not approved with any doors open.
Not approved for ditching unless the emergency flotation gear, P/N 76076-02002,
and suitable lifesaving equipment (life jackets, rafts, etc.) as required by the
operating rules are installed and compliance with FAR 29.1411, 29.1415, and
29.1561 is shown.
CATEGORY "B" ROTORCRAFT - EXTERNAL LOAD COMBINATIONS
Class "B" External Loads
Note
A class "B" external load is an external load that can be jettisoned and is lifted
free of land or water during rotorcraft operation.
MINIMUM FLIGHT CREW
SINGLE PILOT (VFR) – Right seat only
NOTE
Autopilot operation not mandatory for VFR operations.
TWO PILOTS (IFR)
To be eligible for operations under IFR, the following equipment must be installed
and operating, in addition to any other instrument or equipment which may be
required by Federal Aviation Regulations.
One autopilot system operating in the ATT Mode.

1-8
FLIGHT MANUAL
Two inverters, with inverter switching operational.
Two DC generators.
Standby attitude indicator with emergency battery.
Copilot’s instrument and controls must be installed and operable.
Cyclic stick force trim.
A navigation and communication system that has demonstrated

compliance with the pertinent FAA requirements.
SINGLE PILOT (IFR)
All Two Pilot (IFR) items apply plus the following:
Two autopilot systems must be operating in the ATT mode.
Standby CDI (or RMI) located on the pilot’s side of the instrument panel.
Emergency ICS panel and spare headset.
Copilot’s instrument and controls not required.
AIRSPEED LIMITS
Vmini (IFR) - 50 KIAS.
Vnei (IFR) - 155 KIAS.
Vne power on (Maximum Airspeed) is 155 KIAS.
See Vne placard, Figure 1-8, for variation of Vne with temperature, pressure
altitude, and gross weight.
Vne above 10,000 feet density altitude at actual gross weights greater than
11,000 pounds is Best Rate-Of-Climb (BROC) airspeed (see appropriate Vne
placard, Figure 1-8).
Vne power off is 136 KIAS. See Vne placard, Figure 1-8, for variation of Vne with
temperature and pressure altitude.
Maximum airspeed for main landing gear down or in transit is 130 KIAS.
Maximum airspeed for windshield wiper operation is 141 KIAS.
Maximum groundspeed for landing, takeoff, or taxi is 54 knots.

Revised June 22, 2006 1-9
FLIGHT MANUAL
Maximum groundspeed for brake application is 34 knots.
ALTITUDE LIMITS
Takeoff and landing, Category A: 5,000 feet density altitude.
Takeoff and landing, Category B: 15,000 feet density altitude.
Enroute: 15,000 feet density altitude.
Operating Envelope: Refer to Figure 1-2.
AMBIENT TEMPERATURE LIMITS
-34°C (-30°F) to ISA plus 37°C not to exceed 49°C (120°F).
FLIGHT LIMITS
See Figure 1-6 for altitude and airspeeds to be avoided at low altitude in case of
engine failure.
No aerobatic maneuvers allowed.
360° hovering turn in less than 12 seconds prohibited.
Flight in known icing conditions prohibited.
Deleted.
Maximum airspeed for sideward flight or crosswind hover is 35 knots.
Maximum airspeed for rearward flight or tailwind hover is 35 knots.
With usable fuel per tank indicating 80 lbs or less, avoid sustained nose-down
pitch attitudes in excess of 5° nose low.
Cockpit ventilation must be provided by any of the following:
Door vents
Pilot's window
Heater blower
Heater bleed-air
ECU
Fuel cross-feed operations limited to:

1-10 Revised April 2, 2007
FLIGHT MANUAL
Category A - emergency operation only
Category B - cruising flight only
Both engine control levers must remain in FLY during OEI (single engine) training
operations.
CAUTION
Movement of opposite engine lever out of FLY will not cause
engine to immediately exit OEI (single engine) TRAINING
operations. Nr will droop to approximately 90% before exiting
OEI TRAINING.
Both engine control levers must remain in FLY during simulated ENGINE
CONTROL operations.
Engine ANTI-ICE ON at or below 2°C (36°F) with visible moisture.
External door locks must be unlocked before flight.
Maximum approved precision approach angle is 6.5° (uncoupled).
Operation vs. allowable wind limited to 35 knots sideward and rearward flight.
Maximum density altitude is 15,000 feet (enroute).
IFR lateral CG limits are 3.5 inches left or right.
Preflight Test (level 1 minimum) of the DAFCS must be accomplished prior to the
first flight of the day or before planned flight in IMC conditions.
Flight director shall not be coupled below 60 KIAS.
The Pulselite System should not be operated in the clouds at night or on the
ground while in close proximity to other aircraft.
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) LIMITS
Separate, functional, calibrated, and pitot statically powered altimeter, and

airspeed indicator must be installed for use in conjunction with the 5x6 EFIS for
all flight operations.
The composite mode is to be used for operational flights only after a failure of the
EADI and EHSI. This does not preclude the conduct of flight training in the use of
the composite mode.
The helicopter must be equipped with a functioning third attitude indicator for IFR
flight.

Revised January 31, 2008 1-11
FLIGHT MANUAL
For IFR operation, the following equipment must be operational for takeoff:
1. Aircraft equipped with the single pilot IFR option - pilot’s symbol generator,
EADI, EHSI, and CRT fan.
2. Aircraft not equipped with the single pilot IFR option - pilot and copilot
symbol generators, EADI, EHSI, and CRT fan.
Takeoff with an engine DC generator inoperative is not authorized during night or

IFR conditions.
SLIDING CABIN DOOR LIMITS
Restrictions for either/or the right hand or the left hands are:
Maximum airspeed for opening and closing cabin sliding doors is 125 KIAS. This
includes up to 125 knots Maximum Continuous Power (MCP) climb and up to
125K autorotation. See Figure 1-8 for variation of maximum airspeed with
temperature and pressure altitude.
Maximum airspeed with either sliding door open, or both open is 125 KIAS. This
includes up to 125 knots MCP climb and up to 125K autorotation. See Figure 1-8
for variation of maximum airspeed with temperature, and pressure altitude.
IMC flight with either or both sliding doors open is prohibited.
For Category “A” operations, reduce the maximum takeoff gross weight
determined from Figure 1-1 by 100 lbs if flight is to be conducted with one or both
external sliding doors open.
FLOTATION SYSTEM LIMITS
Maximum airspeed for inflation of the emergency flotation gear is 75 KIAS.
Maximum airspeed with emergency flotation gear inflated is 75 KIAS.
Maximum water contact speed with emergency flotation system inflated is 33

knots.
Landing gear must be down before float inflation.
Maximum demonstrated airspeed for sideward flight or crosswind hover is 20

knots.
Maximum pressure altitude with emergency flotation gear inflated is 5,000 feet.

1-12 Revised January 31, 2008
FLIGHT MANUAL
ENGINE LIMITS
NOTE
Engine power usage at N1 greater than 99.6% will be
cumulatively counted. Other than operations using the OEI
training provision, display of either the 2-Minute or 30-Second
Usage light during high power operation is indicative that usage
counting is proceeding. Consult the engine maintenance manual
for any consequences regarding usage counting.
ENGINE OR DRIVE SYSTEM OPERATING LIMITS

THIS TABLE IS A SUMMARY OF LIMITATIONS OBSERVE THE FIRST LIMIT
ENCOUNTERED FOR ANY GIVEN OPERATING CONDITIONS
OPERATING TRANSMISSION ENGINE
CONDITION TIME TORQUE LIMIT TORQUE T5°C %N1 %N2
(%) LIMIT (%)
TAKEOFF 5 MIN 100 104 930 100.0 (1)
Deleted
MAXIMUM -- 100 104 893 97.8 (1)
CONTINUOUS
(5)
30 SEC SINGLE 30 136 135 996 103.9 (1)
ENG SEC
2 MIN SINGLE 2 MIN 136 127 944 100.5 (1)
ENG
MAXIMUM -- 128 115 (3) 926 99.4 (1)
CONTINUOUS
SINGLE ENG
TRANSIENT 5 SEC 150 (9) -- -- --
SINGLE ENG
TRANSIENT 20 -- 160 -- 100.5 109/115
SEC (4)
TRANSIENT 10 115 (8) -- -- -- --
SEC
STARTING 10 -- -- 840 (6) -- --
SEC
NOTES:
(1) 108.5% N2 - maximum.
(2) Deleted.
(3) The DECU will limit single engine torque to 110% at 106 - 108% N2 varying linearly to 115%
torque at 100% Nr.
(4) 109% N2 transient maximum, power on. 115% N2 transient maximum, power off.
(5) See paragraph titled Engine Ratings and Recommended Usage in Part 2, Section 1.
(6) Time between 750 and 840°C is limited to 10 seconds. When T5 reaches 840°C. the start will
automatically be aborted.
(7) Shaded box with bold number denotes a DECU controlled limiter value.
(8) Dual engine transient limit 230% total torque.
(9) Typically associated with abnormal Nr droop at DECU controlled OEI limit.
Figure 1-5. Engine or Drive System Operating Limits

FLIGHT MANUAL
Figure 1-6. Height/Velocity Diagram

1-14
FLIGHT MANUAL
ENGINE TORQUE LIMITS
NOTE
Refer to Transmission Limits in this section for additional torque

limits.
104% Torque - 5-Minute takeoff and maximum continuous limit, dual-engine

(Refer to Engine Ratings and Recommended Usage, Section I,
Part 2 for recommended usage of maximum continuous torque.)
135% Torque - 30-Second limit, single engine
127% Torque - 2-Minute limit, single engine
115% Torque - Maximum Continuous, single engine
160% Torque - Maximum transient 20 seconds
NOTE
Operation above 104% torque, 100.5% N1, or 930°C T5 is

reserved for actual emergencies, inadvertent transient
excursions, or, as artificially biased indications, with the OEI
training provision.
N1 (GAS PRODUCER) SPEED LIMITS
TWO ENGINE OPERATION:

100.0% N1 – 5-Minute takeoff power limit, dual engine
Deleted
97.8% N1 - Maximum continuous power, dual engine
OEI OPERATION:
103.9% N1 - 30-Second power, single engine
100.5% N1 - 2-Minute power, single engine
99.4% N1 - Maximum continuous power, single engine
TRANSITIONAL OPERATION, GROUND TO FLIGHT IDLE:

53-62% N1 - Avoid prolonged operation in this range.
TRANSITIONAL OPERATION, ROTOR RUNUP OR SHUTDOWN:

87.0-90.5% N2 - Avoid prolonged operation in this range.
N2 (POWER TURBINE) SPEED LIMITS
Maximum, power-on or off: 108.5% N2

FLIGHT MANUAL
Minimum, power off: 90.5% N2
Transient Maximum, power-on: 109% N2 for 20 seconds

Transient Maximum, power-off: 115% N2 for 20 seconds
Transient Minimum: 68% N2 for 20 seconds while executing an OEI landing
T5 (POWER TURBINE) INLET TEMPERATURE LIMITS
Steady State Limits
TWO ENGINE OPERATION:
930°C - 5-Minute takeoff power limit, dual engine
893°C - Maximum continuous power, dual engine
OEI OPERATION:
996°C - 30-Second power, single engine
944°C - 2-Minute power, single engine
926°C - Maximum continuous power, single engine
Starting and Shutdown
750°C - no time limitation
750°C to 840°C - limited to 10 seconds
DIGITAL ENGINE CONTROL UNIT (DECU) LIMITS
Before takeoff, the following DECU conditions must be met:
1. Both engine DECUs must be free of all faults, Total, Degraded, and Minor,
as read on the IIDS display.
2. Both throttles must be in the FLY position with pilot’s and copilot’s blue
ENG CONTROL lights out.
ENGINE BARRIER FILTER LIMITS
CAUTION
Engine operations with the barrier filters not installed
is prohibited.
NOTE
The BARRIER FILTER panel provides an indication
of filter blockage and is not a direct indication of
available engine power. A power assurance check is
the only means by which to ensure the availability of
engine power necessary to meet the performance
data in this Rotorcraft Flight Manual.
1. With PWR ASSURANCE advisory light on the IIDS and the CHECK
condition light on the BARRIER FILTER panel latched prior to or during
flight (between 3 and 5 segment lights): Normal operations are permitted if
a ground or in-flight Power Assurance check is performed and the power
and T5 margin results for both engines are at least zero. Maintenance shall
be performed prior to the next day's flight.

FLIGHT MANUAL
2. With CHECK BAR FILT caution light on the IIDS and the MAINT condition
light on the BARRIER FILTER panel latched prior to flight (between 6 and 8
segment lights): Maintenance shall be performed prior to flight.
3. With CHECK BAR FILT caution light on the IIDS and CAUT condition light
on the BARRIER FILTER panel latched prior to flight (9 or 10 segment
lights): Maintenance shall be performed prior to flight.
4. A power assurance check must be performed when a new, cleaned, or
used filter element is installed.

Revised January 31, 2008 1-16A/1-16B
FLIGHT MANUAL
FUEL
NORMAL FUELS
SPECIFICATION FUEL
TYPE OF NATO ANTI-ICE
TEMP
FUEL SYMBOL U.S.A. U.K. FRANCE ADDITIVE
MIN. °C
Kerosene-
50 F-34 JP-8, D.ENG. AIR 3405 -50°C WITH
(AVTUR- MIL-T-83133 RD 2453 F-34
FS II) JP8
Kerosene-
50 F-35 Jet A1, D.ENG. AIR 3405 -50°C WITHOUT
1
(AVTUR) ASTM-D-1655 RD 2494 F-35

JET A1
Kerosene -- ASTM-D-1655 -- -- -40°C WITHOUT

1
High flash
point F-43 -- D.ENG. AIR 3404 -46°C WITHOUT
1
Kerosene RD 2498 F-43

JP-5
(AVCAT)
High flash
point F-44 JP-5, D.ENG. AIR 3404 -46° C WITH
Kerosene MIL-T-5624 RD 2452 F-44
JP-5
(AVCAT
FS II)
Kerosene
2
TS-1, RT GOST 10227 -46°C WITH
Jet fuel
PRC CHINA WITHOUT
1
National
Standard GB 6537-94
3
NOTE:
1. Anti-icing additive must be used below 4°C (40°F) for
fuels supplied without anti-icing additive as listed above.
2. Maximum fuel temperature: +43°C.
AUTHORIZED FUEL ADDITIVES:
Anti-icing additive:
NATO symbol S 748, MIL-I-27686, D.ENG.RD 2451(AL-31), AIR 3652B, or
NATO symbol S 1745, MIL-I-85470A, D.ENG.RD 2451(AL-41), AIR 3652B, or
Type T1301 (standard SH0369) equivalent to NATO S748 (only for PRC3 fuel) in
concentration by volume between 0.10% and 0.15%.

FLIGHT MANUAL
Fluid 1 (GOST 8313), fluid 1-M (TU6-10-1458), TGF (GOST 17477), TGF-M
(TU6-10-1457):
in concentration by volume between 0.10% and 0.30%.
Jet fuel thermal stability improver:
Type +100 – NATO symbol S1749, MIL-DTL 83133E, SPEC AID 8Q462, APA
101 in concentration by volume of 256 mg/l.
NOTE
• Additive for F34 and F35. F34 with +100 additive = F37.
• The water-separating filter is inoperative when this

additive is used.
Anti-static additive:
SHELL ASA-3, maximum concentration by volume 0.0001%.
DUPONT STADIS 450, maximum concentration by volume 0.0003%.
SIGBOL (TU 38-101741), maximum concentration by weight 0.0005%.
Anti-oxidation, metal de-activation, anti-corrosion additive, according to current

approved specifications in force (including anti-oxidation IONOL and anti-
corrosion ANK).
Fungicide additive (Biobor) restricted to a treatment every 500 operating hours or

every 3 months.
FUEL FLOW RANGE
Minimum: 75 pounds per hour
Maximum: 700 pounds per hour
NOTE
Fuel flow may go beyond these ranges during transient

operations including start and at idle.

1-18
FLIGHT MANUAL
ENGINE OIL
OIL TYPE NATO SPECIFICATION APPROVED OIL

SYMBOL BRANDS
FRANCE USA U.K.
Recommended EXXON Turbo Oil 2197
use 0-156 - MIL-L- DERD MOBIL Jet Oil 254
Average 23699 2499 MOBIL Jet Oil 291
synthetic
5 cSt at 98.9°C
Normal use CASTROL 5000
Average 0-156 - MIL-L- DERD AeroShell Turbine Oil 500
synthetics 23699 2499 EXXON Turbo Oil 2380
5 cSt 98.9°C MOBIL Jet Oil 2
TURBO NYCOIL 600
TOTAL Aéro Turbine 535
Other oil types CASTROL 325
Synthetic fluid 0-148 - MIL-L- CASTROL 3C
3 to 3.5 cSt at 7808 EXXON Turbo Oil 2389
98.9°C MOBIL AVREX 256
TURBO NYCOIL 160
0-150 AIR - - ELF Jet Synthetic Oil 15
3514 TURBO NYCOIL 13B
Synthetic fluid AeroShell Turbine Oil 390
3.9 cSt at - - - -
98.9°C
NOTE: The oil types mentioned under the heading “Other oil types” shall not be
used at high ambient temperature (T0 ≥ 30°C) (84°F). The oil type to be
used for normal use is the synthetic fluid 5 cSt NATO symbol 0-156
between -30°C and +50°C (-22°F to +122°F). If the engine is used at low
temperature, the oil type to be used for normal use is the 3 cSt oil. The
use of an oil type with a trademark and/or specification different from
those indicated must be approved by Sikorsky Aircraft.
ENGINE OIL TEMPERATURE LIMITS
Maximum: 115°C (239°F)
ENGINE OIL PRESSURE LIMITS
In Flight: Precautionary 87 to 142 PSI with Oil Temp < 4ºC

Normal 29 to 87 PSI
Precautionary 24 to 29 PSI
Minimum 24 PSI, only at N1 less than 85%
Ground Idle: Minimum 10 PSI

1-19
FLIGHT MANUAL
TRANSMISSION LIMITS
NOTE
Operation above 104% torque on one engine (200% total

torque), 100.0% N1, or 930°C T5 is reserved for actual
emergencies, inadvertent transient excursions, or, as artificially
biased indications, with the OEI training provision.
TORQUE LIMITS
Dual-Engine Operation
100% Torque per engine – 5-Minute takeoff and maximum continuous limit
NOTE
Takeoff torque may exceed 100% on one engine to a maximum

of 104% provided that the torque on the other engine is less than
96% and the sum of the individual torque values does not
exceed 200%.
115% Torque per engine – 10-Second transient
OEI Operation
136% Torque - 2 1/2-Minute limit
128% Torque - Maximum Continuous
150% - 5-Second transient
TRANSMISSION OIL
Dexron II or III ATF - Low temperature limit -34°C (-30°F)
MIL-L-21260 Type I, Grade 30 - Low temperature limit -9°C (15°F)
MIL-L-23699 or DOD-L-85734 - Low temperature limit -34°C (-30°F)
TRANSMISSION OIL TEMPERATURE LIMITS
Maximum: 135°C
Minimum: -20°C

1-20 Revised June 22, 2006
FLIGHT MANUAL
TRANSMISSION OIL PRESSURE LIMITS
Maximum: 120 PSI
Minimum: 20 PSI
ROTOR LIMITS
POWER OFF
Maximum: 115% Nr
Minimum: 91% Nr
Transient (Minimum): 74% Nr
Transient (Minimum): 68% Nr at touchdown while executing an autorotative

landing
Transient (Maximum): 121% Nr
POWER ON
Maximum: 108% Nr; except 109% transient operation for 20 seconds
Minimum: 106% Nr (dual-engine operation)
Minimum: 100% Nr (one engine inoperative)
Transient: 91% Nr
Transient 68% at touchdown while executing an OEI landing
One engine operation up to best rate of climb speed, 100% to 108% Nr
One engine operation above best rate of climb speed, 106% Nr to 108% Nr
ROTOR BRAKE LIMITS
ROTOR TURNING
Rotor brake application limited to one (or two) engine(s) operating at idle or both
engines shut down.
Maximum rotor speed for normal rotor brake application is 65% Nr.
Maximum rotor speed for emergency rotor brake application with both engines
shut down is 107% Nr.

1-21
FLIGHT MANUAL
A rotor shutdown using the rotor brake shall not be performed more than one
time in any 10-Minute period.
ROTOR STOPPED
Engine operation limited to one or both engines at idle.
Main rotor blades must be positioned at approximately 45° to the longitudinal axis
of the helicopter with one or both engines operating.
ENGINE COWLING LIMITS
ENGINE COWLING OPEN
Engine operation with cowling open or unlatched is prohibited.
ENGINE COWLING REMOVED
Single-engine operations permitted only with operational rotor brake applied with
main rotor blades positioned at 45° to the longitudinal axis of the helicopter and
nose of the helicopter positioned into the wind. Do not exceed N1 52%.
RETRACTABLE BOARDING STEP LIMITS
If the BD STEP caution is annunciated:
Maximum speed with step(s) extended is 141 knots.
Maximum speed for step(s) transition (extend/retract) is 70 knots.
EMERGENCY LOCATOR TRANSMITTER (ELT)
The ELT should only be activated when an emergency landing is imminent. It

may be actuated for test under the following conditions only:
1. While on the ground.
2. During the first five minutes of each hour.
3. For a maximum duration of three sweeps of the warble tone (about one
second).
4. The control tower has been notified prior to the test.
BENDIX/KING CAS-66A TCAS I TRAFFIC COLLISION AVOIDANCE SYSTEM
1. The pilot should not maneuver the aircraft based on the traffic display only.
The traffic display is intended to assist in visually locating the traffic. The

1-22
FLIGHT MANUAL
traffic display lacks the resolution necessary for use in evasive
maneuvering.
2. This RFM is applicable to installations interfaced with the TA/VSI displays

and radio altimeter.
3. This installation is not approved for Air Carrier operation under FAA Part
127.
PRIMUS 440 DIGITAL WEATHER RADAR SYSTEM
WARNING
The protection inherent in the Forced Standby Mode should not

be relied upon to prevent radiation of personnel in the vicinity of
the aircraft. Do not select a radiation mode when personnel are
close to the front of the aircraft. Before overriding the Forced
Standby Mode, insure that personnel are at least fifty feet from
the 270-degree segment centered on the nose of the aircraft.
NOTE
The Forced Standby Mode prevents microwave radiation on the

ground, which, under some circumstances, could hazard
personnel in the vicinity of the aircraft. (See related Advisory
Circular in Appendix A of P-440 Pilot’s Manual.) Depression of
the S-76C Weight-On-Wheels switch upon landing terminates
radiation of the P-440, even if a radiation mode has been
selected. The Forced Standby feature inhibits selection of a
radiation mode on the ground. When ground radiation is
necessary for system checks or weather observation, the Forced
Standby Mode can be overridden by pressing the STAB button
four times in three seconds.
INSTRUMENT MARKINGS
See Figure 1-7.

PLACARDS
"THIS HELICOPTER MUST BE OPERATED IN ACCORDANCE WITH THE

OPERATING LIMITS SPECIFIED IN THE FAA APPROVED ROTORCRAFT FLT
MAN. THE AIRWORTHINESS LIMITATIONS SECT OF THE ROTORCRAFT
MAINTENANCE MANUAL MUST BE COMPLIED WITH." (On instrument panel.)
"CAUTION - TURN OFF STROBE LIGHT WHEN TAXIING NEAR OTHER

AIRCRAFT OR WHEN FLYING IN FOG OR CLOUDS. STANDARD POSITION
LIGHTS MUST BE USED FOR ALL NIGHT OPERATIONS." (On instrument
panel.)

1-23
FLIGHT MANUAL
CAUTION
"WITH USABLE FUEL PER TANK INDICATING 80 LBS OR LESS, AVOID

SUSTAINED NOSE DOWN PITCH ATTITUDES IN EXCESS OF 5°." (On
instrument panel.)
"THE MAXIMUM ALLOWABLE FLOOR LOADING FOR THE BAGGAGE

COMPT. IS 75 LB. PER SQ FT. FOR WEIGHTS UP TO THE MAXIMUM
COMPARTMENT CAPACITY OF 600 LB." (On baggage compartment doors.)
"CAUTION - NORMAL ROTOR BRAKE STOPS ARE AUTHORIZED ONLY

AT 65% Nr OR LESS WITH BOTH ENGINES SHUT OFF, OR ONE OR BOTH
ENGINES AT IDLE." (On rotor brake handle.)
Caution
"ENGINE OPERATION WITH ROTOR STOPPED LIMITED TO: BLADES 45° TO

LONG AXIS." (On instrument panel).
Vne PLACARDS: See Figure 1-8. (On instrument panel.)
Deleted.

1-24 Revised August 10, 2009
FLIGHT MANUAL
T5
625
0 20
180
10
160
40 9
140
8
120 KNOTS 60 7
100 80 6
4
S TA N D B Y AIRSP EED INDICATOR

2
0 TO 30 KIAS - PRECAUTIONARY 0
RANGE - INDICATIONS
INCONSISTENT
START LIMITS
30 T0 155 KIAS - NORMAL RANGE
840°C - 10-SECOND STARTING LIMIT
155 KIAS - MAXIMUM
751°C TO 840°C - STARTING
PRECAUTIONARY RANGE
0°C TO 751°C - NORMAL

STARTING RANGE
T5
330 932
10
DUAL-ENGINE LIMITS SINGLE-ENGINE LIMITS
930°C - TAKEOFF LIMIT 9 996°C - 30-SECOND LIMIT
894°C TO 930°C - 944°C - 2-MINUTE LIMIT

PRECAUTIONARY RANGE
926°C TO 996°C -
0°C TO 893°C - NORMAL 8 PRECAUTIONARY RANGE
OPERATION
0°C TO 926°C - NORMAL
OPERATION
7
6
4
2
0
CC3759_1
SA
Figure 1-7. Instrument Markings (Sheet 1 of 4)

FLIGHT MANUAL
N1
9.9 103.4
DUAL-ENGINE LIMITS SINGLE-ENGINE LIMITS

100% - TAKEOFF LIMIT 10 103.9% - 30-SECOND
LIMIT
97.8% TO 100% -
PRECAUTIONARY RANGE 100.5% - 2-MINUTE
LIMIT
0% TO 97.8%- NORMAL
RANGE 99.4%TO 103.9% -
9 PRECAUTIONARY RANGE
53% TO 62% -
N1 AVOID RANGE 99.4%- MAXIMUM
8 CONTINUOUS LIMIT
7 0% TO 99.4%- NORMAL
RANGE
5
3
1
TQ
0 120
14
DUAL-ENGINE LIMITS 12 SINGLE-ENGINE LIMITS

100% - TAKEOFF AND 135% - 30-SECOND LIMIT
MAXIMUM CONTINUOUS
LIMITS 10 127% - 2-MINUTE LIMIT
0% TO 100% - NORMAL 115% TO 135% -
OPERATION PRECAUTIONARY RANGE
8
115% - MAXIMUM
CONTINUOUS POWER
6 0% TO 115% - NORMAL
OPERATION
4
2
0
CC3620_2
SA

1-26
FLIGHT MANUAL
O/S 107
N2 N2
NR
N2 TACHOMETER 110 NR TACHOMETER

115.5% - MAXIMUM 115% - MAXIMUM POWER
OFF
108% TO 115.5% - 100
PRECAUTIONARY RANGE 108% TO 115% -
PRECAUTIONARY RANGE
90.5% TO 108% - NORMAL
OPERATION 106% TO 108% - NORMAL
90 OPERATION
87.0% TO 90.5% -
N2 AVOID RANGE 91% TO 106% -
70 PRECAUTIONARY RANGE
50 91% - MINIMUM
30
10
0
1 DC GEN AC GEN
1 FUEL PRESS
1 OIL PRESS
ENG 1 OIL MGB OIL ENG 2 OIL

°C PSI °C PSI °C PSI
100 0 100 50 100 50
8 8
6 6
3 4 4
5 3
0 1
HYD 1 0 HYD 2
2 2
1450 LBS
CC3620_3B
SA

FLIGHT MANUAL
TRANSMISSION OIL MGB OIL TRANSMISSION OIL

°C PSI
TEMPERATURE PRESSURE
135°C - MAXIMUM 100 50 120 PSI - MAXIMUM
120°C TO 135°C - 90 TO 120 PSI -
PRECAUTIONARY RANGE PRECAUTIONARY RANGE
15°C TO 120°C - NORMAL 50 TO 90 PSI - NORMAL
OPERATION OPERATION
-20°C TO 15°C - 20 TO 50 PSI -
-20°C - MINIMUM 20 PSI - MINIMUM
ENG 1 OIL
ENGINE OIL °C PSI ENGINE OIL
TEMPERATURE 100 50 PRESSURE
87 TO 142 PSI PRECAUTIONARY
115°C - MAXIMUM OIL TEMP LESS THEN 4° C
0°C TO 115°C - NORMAL 29 TO 87 PSI - NORMAL
OPERATION OPERATION
-10°C TO 0°C - 24 TO 29 PSI -
-10°C - MINIMUM 24 PSI - MINIMUM
10 PSI - MINIMUM - FOR
IDLE ONLY
HYDRAULIC PRESSURE
HYD 2 3300 PSI - MAXIMUM
2700 TO 3200 PSI -
NORMAL OPERATION
2700 PSI - MINIMUM
CC3620_4
SA

1-28
FLIGHT MANUAL
Figure 1-8. Vne Placards (Sheet 1 of 2)

FLIGHT MANUAL
-35 -30 -20 -10 0 10 20 30 40 50
-1 134 OAT ~ O C
0 131
1 129 134
VNE (IAS)
2 126 132 136 KTS POWER OFF
115% NR
3 124 129 131 MAX
PRESS ALT X 1000
4 122 127 130 124 WHITE AREA

5 120 125 134 135 129 123 118 ABOVE
10,000 FT
6 118 123 132 135 128 122 116 110 HD
8 113 118 127 134 127 121 115 108 102 96
10 109 114 121 120 113 106 100 93 87 79
12 101 101 101 105 98 91 85 76
14 82 94 94 90 83 75
D
16 75 75 75 75 WE Vne POWER OFF
LO
18 48 48 FLIGHT NOT AL
ALL WEIGHTS
VNE (IAS) ALL GROSS WEIGHTS

POWER ON / OFF
SLIDING DOOR OPEN / OR NIGHTSUN EXTENDED
WHITE AREA ABOVE 10,000 FT HD
-35 -30 -20 -10 0 10 20 30 40 50

-1 OAT ~ O C
0 11,700 LB 121
1 125 KTS 120 116
2 120 114 110
3 124 119 114 109 104
PRESS ALT X 1000
4 122 118 113 108 104 100

5 120 124 118 113 108 103 98 94
6 118 123 118 113 108 102 98 93 88
8 113 118 113 107 102 96 92 86 81 76
10 109 108 102 96 91 85 80 74 67 61
12 99 96 90 84 78 72 65 59
14 82 84 78 71 63 57 11000 LB
16 74 70 62 54
18 48 48 FLIGHT NOT ALLOWED
POWER ON / OFF VNE ABOVE 10,000 FT DENSITY

ALTITUDE AT GROSS WEIGHTS GREATER THAN
11,000 LB IS BEST RATE OF CLIMB AIRSPEED
CC1961_2A
SA
Figure 1-8. Vne Placards (Sheet 2 of 2)

SA 4047-76C-15 Part 1, Section II
Normal Procedures
FLIGHT MANUAL
SECTION II
NORMAL PROCEDURES
EXTERIOR CHECK
The pilot will determine that the following exterior preflight check has been done
before the first flight of the day or before the next flight after extended
maintenance. Those items marked with an asterisk (*) should be checked just
prior to each flight. Following removal and proper stowage of protective plugs, tie
downs, and other associated supplementary equipment, the following check is
performed beginning at the pilot's door and proceeding clockwise around the
helicopter.
EXTERIOR CHECK
CHECK FOR
*Pilot and Right Cabin Doors Proper operation, fit, condition,
window clean and unscratched,
condition of hinges and latches,
security of jettison handles. Ensure
keylocks unlocked (if installed) by
physically opening each door from the
outside.
Cyclic Base Covers (Boots) Check clear of interference with
controls
Rotor Brake Off
Nose Flotation Gear Bottle Proper pressure
Retractable Boarding Step Condition and security
Right Cabin Sliding Door Proper operation, condition of window
and rails, security of window jettison
handle.
Main Gear Box (right side) Proper oil level
Oil Filter Bypass Unpopped
Hydraulic Module - Second Stage Proper fluid level, filter button, no
leakage
Main Rotor Servo (If aircraft has been Attempt to manually move input link to
non-operational for more than 2 hours forward main rotor servo. Input link
in freezing temperatures) should move freely with no
restrictions approximately ¼-inch.
Main Rotor Head General condition

2-1
Part 1, Section II SA 4047-76C-15
Normal Procedures
FLIGHT MANUAL
EXTERIOR CHECK
CHECK FOR
Main Rotor Blades General condition: tip cap for
condition and security; blade upper
and lower surfaces for raised skin
indicative of disbond. Rotate the rotor
system as required to view all blade
surfaces and tip caps.
CAUTION
Normal engines use a minimal amount of oil. Any sudden

increase in oil consumption is indicative of oil system
problems that must be corrected.
Engine Oil Reservoirs Proper fluid level; if low and engine

has been stopped more than 15
minutes, motor engine 30 seconds
and recheck. Ensure filler cap secure.
Engine Area General condition of engine. Check all
accessible areas for obvious loose
bolts, broken or loose connections,
security of mounting accessories,
broken or missing safeties, and
evidence of fuel and/or oil leakage.
*Inlet/Barrier Filter Damage and security. Must be free of
accumulated debris, snow, ice, slush,
etc.
*Fuel Filler Cap Fuel level, cap secure
*Baggage Compartment Contents, fuel leakage, door secure
*Electrical Compartment Access Panel secure
Main Landing Gear Compartment Tire condition and inflation, strut
extension, door and gear actuator
rods properly attached and
undamaged, condition of flotation bag
sharp edge protection, fluid leakage,
elastomeric bearing condition.
*Tiedown ring Tiedown ring stowed in a position
from flat against shock strut to end of
ring no more than 0.25 inches from
strut.

2-2
Normal Procedures
FLIGHT MANUAL
EXTERIOR CHECK
CHECK FOR
CAUTION
Tiedown rings that are not stowed flat may lead to failure of
the landing gear to retract or extend.
*Downlock pin Downlock pin removed.
Flotation Gear Bags for proper storage, covers for

condition and security, bottles for
proper pressure.
Fluid Drains and Vents Leakage
Oil Cooler Blower Duct Obstructions
Engine Fire Bottle Proper pressure
Antennas Damage, corrosion, security
Tail Cone Static Ports Clear of soot and obstructions
Pylon Skin and Fairings General condition
Horizontal Stabilizer General condition. Check that the
attachment is tight and that there is
no movement (play) in any direction
Side Position Light Cracked or broken lens
Lower Surface of Intermediate Gear Scrapes and condition
Box Fairing
*Intermediate Gear Box Proper oil level, cooling inlet clear
Tail Rotor Head General condition
Tail Rotor Blades General condition
*Tail Rotor Gear Box Proper oil level
Anti-collision and Position Light Cracked or broken lenses
Pylon Skin and Fairings (Left Side) General condition
Horizontal Stabilizer General condition, IGB cooling inlet
clear
Side Position Light Cracked or broken lens
Antennas Damage, corrosion, security
Tail Cone Static Ports Clear of soot and obstructions
Tail Cone Access Panel Security, condition
Engine Fire Bottle Proper pressure
Oil Cooler Blower Duct Obstructions

2-3
Normal Procedures
FLIGHT MANUAL
EXTERIOR CHECK
CHECK FOR
Main Landing Gear Compartment Tire condition and inflation, strut
extension door and gear actuator rods
properly attached and undamaged,
condition of flotation bag sharp edge
protection, fluid leakage, elastomeric
bearing condition.
*Tiedown ring Tiedown ring stowed in a position
from flat against shock strut to end of
ring no more than 0.25 inches from
strut.
CAUTION
Tiedown rings that are not stowed flat may lead to failure of
the landing gear to retract or extend.
*Downlock pin Downlock pin removed.

Flotation Gear Bags for proper storage, covers for
condition and security, bottles for
proper pressure.
Fluid Drains and Vents Leakage
Fuel Sump Drain Drain - Check for water and visible
contaminants. Adequate water
drainage is provided only with the
helicopter approximately level (less
than 3° nose up or down).
*Baggage Compartment Contents, fuel leakage, door secure
*Fuel Filler Cap Fuel level, cap secure
Thermal Relief Indicator Button Unpopped
Engine Area General condition of engine. Check all
accessible areas for obvious loose
bolts, broken or loose connections,
security of mounting accessories,
broken or missing safeties, and
evidence of fuel and/or oil leakage.
Oil and Fuel Filter Bypasses Engine 1 Unpopped
Oil and Fuel Filter Bypasses Engine 2 Unpopped

2-4
Normal Procedures
FLIGHT MANUAL
EXTERIOR CHECK
CHECK FOR
NOTE
It is possible for the impending oil filter bypass indicator to
extend during a start of a cold soaked engine, giving an
erroneous indication of a dirty oil filter. If the impending filter
bypass indicator is extended, run the engine until the oil is at
operating temperature and push the indicator button in. If the
button remains in throughout the normal speed range of the
engine, the filter does not require cleaning.
*Inlet/Barrier Filter Damage and security. Must be free of

accumulated debris, snow, ice, slush,
etc.
Main Rotor Head General condition
Hydraulic Module - First Stage Proper fluid level, filter button, no
leakage.
Main Rotor Servo (If aircraft has been Attempt to manually move input link to
non-operational for more than 2 hours Lateral and Aft Main Rotor Servos.
in freezing temperatures) Input link should move freely with no
restrictions approximately ¼ inch.
Rotor Brake Accumulator Proper fluid level, leakage
WARNING
Specifically check the security of the aft engine cowl latches
and straps just prior to each flight.
*All Engine and Transmission Doors Condition, security including hinges,

and Cowls latches, camlocs, and straps.
Left Cabin Sliding Door Proper operation, condition of window
and sliding rails, security of window
jettison handle.
Retractable Boarding Step Condition and security
*Copilot and Left Cabin Doors Proper operation, fit, condition,
window clean and unscratched,
condition of hinges and latches,
security of jettison handles. Ensure
keylocks unlocked (if installed) by
physically opening each door from the
outside.
*Nose Gear Lockpin (copilot's side of Removed
console)

2-5
Normal Procedures
FLIGHT MANUAL
EXTERIOR CHECK
CHECK FOR
OEI Training Switch OFF
*Copilot Seat Belt Security, if seat is to be unoccupied.
Nose Flotation Gear Bottle Proper pressure
Electrical Compartment Panels closed
Windscreen Washer Fluid level
Windscreen Glass clean and unscratched
Windshield Wipers Clean, wear, condition
T0 Sensor Clean, free of obstructions
Nose Gear Compartment Tire inflation, strut extension, doors
and gear actuator rods properly
attached.
Battery Vents (if equipped) Free of obstructions
Nose Flotation Gear Panels Condition
Pitot Tubes Covers removed, free of obstructions
Searchlight or Landing Light Lens damage, proper stowage
Emergency Blow Down Bottle Proper pressure
OAT Source Free of obstructions
Main Rotor Free to turn; walk rotor through 90° to
next 45° position, as necessary.

2-6
Normal Procedures
FLIGHT MANUAL
INTERIOR CHECK
The weight and balance for takeoff and anticipated landing gross weight should
be determined before takeoff and checked against the Loading Information
contained in Part 2, and Part 1, Operating Limitations.
NOTE
Throughout the remainder of Section II, checks marked with a

plus symbol (+) are required only before the first flight of each
day. All other checks should be done before each flight.
1. Passenger briefing - Performed.
2. Cabin exits - Secure, locked, and accessible.
3. Cargo - Secure.
+4. Fire extinguishers - Charged and secure.
+5. First aid kit - Sealed and secure.
+6. Emergency locator transmitter - Secure, antennas connected, switch to

ARM.
7. Required aircraft documents checked.
NIGHT FLIGHTS
1. All interior lights - Check.
2. All exterior lights - Check.
BEFORE STARTING ENGINES
1. Aft doors - Secure. Check lockpins.
2. Seat(s) - Adjust to achieve pilot eye reference point.
3. Tail rotor pedals - Adjust reach.
4. Wheel brakes - Set.
5. Safety belt and shoulder harness - Check and fasten.
6. Landing gear handle - DN.

2-7
Normal Procedures
FLIGHT MANUAL
7. Landing gear emergency T-handle – In.
8. RADIO and EFIS master switches – OFF.
9. Power on Vne placard – Select.
10. Flight control servo switches – Centered.
11. Generator switches – ON.
12. INVERTER switches – OFF.
13. Master start switch – ON.
14. Stick trim switches – ON.
15. Arming switches – OFF.
16. Remaining center console switches – As desired.
17. Test Standby Attitude Indicator System (if installed):
a. With all power off, press SBY ATT switch. SBY ATT and ON on the
SBY ATT switch and BATT TEST ALRM OFF on the BATT TEST
switch will illuminate, the alarm will sound, the attitude gyro will start to
spin up, and its flag will disappear.
b. BATT TEST switch - Press and hold for five seconds. The alarm will
stop. All legends on the SBY ATT switch will extinguish. GOOD on
the battery test switch will illuminate.
c. BATT TEST switch – Release after five seconds. GOOD on the BATT
TEST switch will extinguish and SBY ATT and ON on the SBY ATT
switch will illuminate.
d. Turn on aircraft power (battery or external). SBY ATT switch should

continue to annunciate ON.
e. Cage/uncage attitude indicator as necessary. Check PULL TO CAGE

knob – In.
f. Attitude indicator OFF flag – Retracted.
g. Vary the pilot’s instrument dimmer and verify the standby attitude
indicator lighting varies accordingly and tracks with the other pilot

Normal Procedures
FLIGHT MANUAL
instruments. Turn the pilot’s instrument dimmer all the way down.
Verify the standby attitude indicator lighting is off.
18. Battery switch – ON. Check power up and PASS status of each IIDS. Set
brightness as desired.

Normal Procedures
FLIGHT MANUAL
NOTE
● If cold soaked to ambient temperatures below -20°C,

visible display illumination may be delayed as much as
30 seconds.
● If engine control levers are not in the STOP position

when power is applied to the aircraft, a DECU Total fault
will be displayed until the engine control levers are
placed in STOP.
19. DAFCS Switches – OFF.
20. IIDS:
a. Check cumulative counters page.
b. Check for present Total, Degraded, or Minor faults.
NOTE
Any DECU faults shown as previous flight faults (shown in white

versus magenta) will be erased during engine start.
c. IIDS reversion - Actuate the pilot reversion switch and check that the
displays move one position counter-clockwise for each command.
Check the copilot reversion switch if two pilot operation. Return
displays to normal location.
d. IIDS - Press to test all three displays. Observe parameter slewing, test
results, and illumination of these auxiliary warning lights:
Master Warning panels
Engine control lights, press to dim
Landing gear unlock
Fire extinguisher test
Float panel test (if installed)
OEI TRNG light

2-9
Normal Procedures
FLIGHT MANUAL
NOTE
Newly displayed fault information resulting from press to test

should be noted and referred for maintenance action, but system
performance will not be affected.
If using battery power, depressing the copilots display test button

will not illuminate the auxiliary warning lights.
21. Rotor brake handle - Off, handle in detent. Check ROTOR BRAKE caution
light off.
22. Rotor brake handle - On (two strokes required). Check ROTOR BRAKE
caution light on and pressure gage for at least 200 PSI.
23. Rotor brake off starts - If desired. Release brake, handle in detent, and
check caution light off within 3 seconds.
24. External power switch (If desired and external power available) - ON.
25. Landing gear down and locked lights (3 green) - On.
26. Fuel quantity - Check.
+27. Engine failure warning system - Check.
a. #1 and #2 ENGINE OUT warning lights - On.
b. Engine out ground test switch (side of console) - Hold in TEST.

Alternating tone will be heard. Press ENGINE OUT warning light
capsules to reset tone. Warning lights will remain on.
c. Engine out ground test switch - OFF.
28. Essential bus recovery switch - OFF.
29. Check for the presence of the following annunciators lights:
• Engine overspeed system caution lights - On

Bleed valve warning lights - On
OEI Usage lights – Off
• Crew Advisory System: Check warning and caution lights:

ENG CHIP detector caution lights - Off
Engine FUEL FILTER caution lights – Off
FUEL PRESS caution lights - On

2-10
Normal Procedures
FLIGHT MANUAL
Engine OIL PRESS warning lights - On

Main MGB PRESS warning light - On
SERVO SYS caution lights - On
30. Circuit breaker panels - Check.
31. ENGINE CONTROL switch - AUTO
32. NO. 1 and NO.2 ENG PRIME switches - OFF.
+33. Fire detector system - Check.
a. Fire detector test switch - FWD. FIRE warning lights and T-handle lights
should illuminate and continuous tone should be heard.
b. Press FIRE warning light capsules to reset tone.
c. Fire detector test switch - NORM. All FIRE warning lights off.
d. Fire detector test switch - AFT/BAG. FIRE warning lights and T-handle
lights should illuminate and continuous tone should be heard.
NOTE
If external power is in use, the AFT BAG SMOK warning light will
go on.
e. Press FIRE warning light capsules to reset tone.
f. Fire detector test switch - NORM. All FIRE warning lights off.
34. Fire extinguisher test switch - NORM.
35. Heater and air conditioning control switches - OFF.
36. Fire extinguisher switch - OFF.
37. Engine levers – STOP.
38. Fuel levers - XFEED.
39. Engine T-handles - Forward.
40. Retractable Boarding Step(s) – AUTO.

2-11
Normal Procedures
FLIGHT MANUAL
STARTING ENGINES (BATTERY OR EXTERNAL POWER)
NOTE
Maximum wind speed for which rotor engagements have been

demonstrated on an aircraft with rotor brake fitted is 40 knots
with gusts to 50 knots. No difficulties were encountered at these
conditions and operators may agree to higher values with their
local authorities. Sikorsky Aircraft should be kept advised of
these higher values.
1. Rotor area - Clear.
WARNING
Passengers and crewmembers should not be allowed to

approach or depart the helicopter directly from the front because
of rotor clearance, especially at low rpm and with gusty wind
conditions.
2. Passengers and crew - Alerted.
3. No. 1 engine - Start.
NOTE
• When power is applied to the aircraft the DECUs

perform a self-test sequence, which requires about 15
seconds to complete. Do not attempt to start the
engine(s) before this test is completed since doing so
will abort the test and might create a DECU fault
condition or allow degraded operation.
• Either engine may be started first.
• Engine starts from external power may result in the

DECU entering initial power-up self-test. Symptoms
include DECU faults, loss of T5 and/or N1 indications
and hung or hot starts. If a start from external power is
attempted and any of the above irregularities are seen,
abort the start immediately. Remove all electrical power
from the aircraft and perform a start using battery power
for the first engine and cross-side generator power for
the second engine.

2-12
Normal Procedures
FLIGHT MANUAL
• During external power starts with the battery switch

inadvertently off, some external power supplies might
cause a sharp fluctuation of cockpit indicators. Turn
battery on to eliminate.
• Select air conditioner (if equipped) OFF prior to engine

starter engagement.
• Continuous low fuel pressure (fuel pressure warning

light on) or no fuel flow rise accompanied by the failure
to attain light off (with functioning ignition) during a start
attempt are indications of possible loss of fuel prime.
This condition is most likely to occur following fuel
system maintenance or storage of the aircraft. See Fuel
Priming Procedures – During Normal Start in the
Optional Procedures at the end of Section II for details.
• The start is aborted by depressing the trigger and

retarding the engine lever to STOP. Consider motoring
the engine if T5 fails to decrease normally. If an abort is
performed at ambient temperatures below –10°C, motor
the engine to achieve a T5 of 130°C or colder before
attempting a subsequent start.
• Starter use limits vary depending on whether or not fuel

ignition (light-off) occurs in the engine. With fuel ignition,
the starter limits are: a 60-Second start attempt, a 60-
Second interval, and then a 60-Second start attempt
followed by a 15-minute interval. Repeat cycle. Without
fuel ignition the limits are a 30-Second engagement, a
30-Second interval, a 30-Second engagement, followed
by a 15-minute interval. Repeat cycle.
• If the aircraft has been previously operated in heavy

snow conditions and then shut down for an extended
period in freezing conditions, the potential exists for the
filters to freeze. This condition would be indicated on the
filter panel by abnormally high filter pressures following
engine start. Should this occur, thaw the filters before
flight.

Normal Procedures
FLIGHT MANUAL
CAUTION
• Rotor brake limits are as follows: With blades positioned

45° to the longitudinal axis and rotor brake applied in
accordance with procedures, one or two engines may
be started and run at idle without time limitation.
• Engine operation with cowling open or unlatched is

prohibited.
• If rotor should begin to turn during start with the rotor

brake on, shut down the engine(s) or release the rotor
brake. See Section III, Emergency Procedures for
details.
a. Normal start.
(1) No. 1 engine lever – Select IDLE position.
(2) Starter button – Press and release. Reranged T5 and N1 indicator

repeaters will appear on the IIDS engine display inboard of the
respective engine oil temperature/pressure indicator. The
repeaters will be erased in one of four ways; N1 greater than 65%,
a start commanded on the other engine, touch MENU key, or after
60 seconds has elapsed, whichever occurs first.
(3) Observe increasing N1, light-off, and check that the DECU controls
T5 within starting limits. Remain prepared to initiate an abort in the
event of a hot start.
(4) Oil pressure above 24 PSI. Low oil pressure warning light off.
NOTE
Oil pressure warning light may be on at idle. Check oil pressure

at or above 10 PSI.
(5) At idle, 48 to 52% N1, check No. 1 DC GEN caution light off
(confirmation of starter dropout).
(6) The duration of a normal start is 15 to 30 seconds.
(7) When starting with rotor brake off, check that overspeed caution
light goes off with N2 greater than 25%. Overspeed system
warning light will remain on with rotor brake on.

Normal Procedures
FLIGHT MANUAL
4. Engine Oil Temperature.
Above 0°C (32°F) with 5 cSt oil
Above –10°C (14°F) with 3 or 3.9 cSt oil
CAUTION
In cold weather (OAT below –20°C (-4°F)), stabilize N1 at idle or 63 to 70% N1

until the oil temperature listed above is reached before accelerating engine to
flight condition.

Revised April 2, 2007 2-14A/2-14B
Normal Procedures
FLIGHT MANUAL
5. For rotor brake off starts, check transmission oil pressure, servo pressure,
and tip path response to cyclic inputs.
6. Rotor brake – Release brake, handle in detent, and check caution light off
within 3 seconds.
7. Transmission oil and servo hydraulic system pressures – Check IIDS for
normal range, MGB PRESS warning light and SERVO SYS caution lights –
Off.
8. Check that overspeed warning light goes off when N2 exceeds 25%.
9. No. 1 engine lever – Move forward towards FLY while positioning cyclic to
minimize droop stop interference.
10. Flight controls and servos systems – Check at 65% to 70% Nr with droop
stops out.
CAUTION
• If flight controls do not respond correctly or a restriction

in control motion is evident during operation on either
isolated hydraulic system, move servo switch to center
(both ON) and proceed with shutdown.
• Do not move flight control servo switch from ON during

flight, except in case of emergency where it is
necessary to turn off a malfunctioning servo stage.
a. Move all flight controls through a displacement of 1 inch from trimmed

position, checking for binding or roughness. Observe tip-path plane for
proper response.
b. Pilot's flight control servo switch – NO. 1 OFF. Note that No. 1 SERVO
SYS caution light goes on immediately. There should be no jump in
controls. Check flight controls as above.
c. Pilot's flight control servo switch – Move rapidly to NO. 2 OFF. 1

SERVO SYS caution light goes off and. 2 SERVO SYS caution light
goes on immediately. There should be no jump in controls. Check
flight controls as above.
d. Pilot's flight control servo switch – ON. Both servo pressures normal
and both caution lights off.

2-15
Normal Procedures
FLIGHT MANUAL
11. No. 2 engine – Start. Follow same procedure as for No. 1 engine and check
overspeed light out when N2 exceeds 25%.
12. Inverter switch – ON.
13. Advance both engine levers to FLY.
14. AC generator (if installed) – Check ON. AC GEN caution light off.
15. Engine ANTI-ICE – ON at or below 2°C (36°F) with visible moisture.
16. Heater/air conditioner – As desired.
17. Fire detector test switch – AFT/BAG. The AFT BAG SMOK warning light on
the IIDS should illuminate. Also, fire warning lights and T-handle lights
should illuminate and continuous tone should be heard. Return fire detector
test switch to NORM. All fire lights will go off.
NOTE
If a fire should occur in the baggage compartment, only the AFT

BAG SMOK warning light will go on. (The continuous tone will
not be heard.)
18. Fuel levers – DIRECT.
19. External power – OFF and disconnected.
+20. BARRIER FILTER – Check.
a. Check for presence of previously latched BARRIER FILTER condition

lights.
NOTE
If CHECK, MAINT, or CAUT condition lights are present, ensure

proper filter maintenance has been performed prior to flight.
b. TEST button – Press and hold. All BARRIER FILTER segment lights,
CHECK, MAINT, and CAUT condition lights, IIDS CHECK BAR FILT
cautions, PWR ASSURANCE advisory and both MASTER CAUTION
lights are on.

Normal Procedures
FLIGHT MANUAL
c. TEST button – Release. LED segments only are off.
d. RESET button – Press and hold for 5 seconds. Check MAINT, CAUT
condition lights and CHECK BAR FILT cautions, PWR ASSURANCE
advisory on the IIDS and both MASTER CAUTION lights are off.
NOTE
If either of the pressure sensors becomes inoperative, the Barrier

Filter panel MAINT condition light will illuminate and cannot be
reset by pilot action. Consult the appropriate maintenance
manuals for corrective actions.
+21. Deleted
+22. Deleted

Normal Procedures
FLIGHT MANUAL
+23. Deleted.
NOTE
The AC generator, when installed, acts as a backup power

source on helicopters S/N 760641 and subsequent, or on
helicopters prior to S/N 760641 when modification kit 76070-
55066-011 is installed.
+24. A. Dual Static Inverter – Check (without AC generator backup).
a. No. 1 and No. 2 inverter – OFF. 1 and 2 INV FAIL caution light – ON. 1
and 2 AHRS caution light – ON.
b. No. 1 inverter – ON. 1 INV FAIL caution light – OFF. 1 and 2 AHRS
caution light – OFF.
c. No. 2 inverter – ON. 2 INV FAIL caution light – OFF.
d. No. 1 inverter – OFF. 1 INV FAIL caution light – ON. 1 and 2 AHRS
caution light – Remain OFF.
e. No. 1 inverter – ON. 1 INV FAIL caution light – OFF.

NOTE
When both AHRS are operational with one inverter turned OFF,
inverter switching is operational.
B. Dual Static Inverter - Check (with AC generator backup).

NOTE
During steps b. and d., a 1 INV FAIL or 2 INV FAIL will appear on the
IIDS. During step f., a 1 INV FAIL and 2 INV FAIL will appear on the
IIDS.
a. AC generator – Off.
b. No. 2 inverter ON and No. 1 inverter - OFF, Observe that when rotating
the Course #1 and Course #2 knobs on the Remote Instrument
Controller, the Pilot and Co-pilot’s course pointers on each EHSI will
move in the direction of knob movement.
c. No. 1 inverter – ON.
d. No. 2 inverter - OFF, check as in step b. above.

2-18 Revised December 13, 2006
Normal Procedures
FLIGHT MANUAL
e. AC generator - ON.
f. Both inverters - OFF, check as in step b. above.
g. AC generator, No. 1 inverter, and No. 2 inverter - ON.

NOTE
When both course pointers are inoperative during steps b or d,
an inverter is inoperative. When one course pointer is inoperative
during steps b or d, inverter switching is inoperative.
25. RADIO master switch and EFIS MASTER 1 and EFIS MASTER 2 switches
– ON.
26. Electronic Flight Instrument System (EFIS).
The Airspeed Bug Select Switch is used to select either the single
airspeed or the dual airspeed bug system. The single airspeed bug is
provided for optional use as desired by the pilot. The dual bug system is
used in conjunction with Category A takeoff procedures. In the dual
system the white bug is CDP, and the yellow bug is V2. The bugs move
together, and CDP is always 10 knots less than V2.
NOTE
There are two optional methods to display airspeed with the
EDZ-756 EFIS system that is dependent upon the aircraft
installation. The airspeed tape may either be phased so that
increases in airspeed cause the tape to move upward towards
higher airspeed indications or, in the alternative display format,
downward towards higher airspeeds. The pilot should become
familiar with the method of airspeed display installed prior to
flight.
27. Avionics – As desired.
28. CVR – Check.
a. Test button – Press for 1 second and release.

Revised December 13, 2006 2-19
Normal Procedures
FLIGHT MANUAL
b. Pass fail lights - Illuminate alternately.
c. Signal level indicator - Modulates with ambient noise.
d. Pass light - after 35 seconds, illuminates with successful test then

extinguishes.
SPECIAL CHECKS
Testing the DAFCS and Checks before IFR Takeoff:
1. IVSI - Needle near zero
2. Altimeters - Set and check
3. Radar Altimeter
a. Altitude - Zero
b. OFF flag - Retracted
c. DH - Set as desired
CAUTION
During these tests, the tip path plane is actually being deflected
outside the aircraft. Use caution not to endanger persons or
objects near the helicopter rotor disk.
NOTE
Autopilot should not be engaged until successfully passing Level

1 Preflight Test. Refer to Tests and Continuous Monitoring
section for definition of error codes.
4. Perform Level 1 and 2 preflight test of DAFCS - Display shows END

flashing.
5. A preflight test of retraction fault annunciation of the retractable boarding

step(s) may be performed if desired. Hold the switch to TEST for
approximately 10 seconds and check for presence of BD STEP caution
light.

2-20
Normal Procedures
FLIGHT MANUAL
TAXIING
CAUTION
During prolonged operation on the ground, keep pilot’s feet
positioned on the pedals, disengage yaw trim switch, or
disengage autopilots.
NOTE
• Taxiing is permitted with the Autopilots engaged and the
Flight Director in SBY. When taxiing over rough, inclined
or uneven surfaces, it may be preferable to disengage
the autopilots or switch to the SAS mode.
• Use tip path plane to control taxi speed. Use wheel

brakes only as needed to slow down, turn, stop, or
maintain a ground position.
1. Pilot door(s) – Secured. Check lockpins. DOOR OPEN caution light off.
2. Chocks – Removed.
3. Parking brake – Guide handle to OFF position.
CAUTION
To prevent damage to the optional parking brake light system,
guide handle down to off position when releasing parking brake.
4. Wheel brakes – Checked.
PRE-TAKEOFF
1. Engine and transmission instruments – Normal range, both engines in FLY.
+2. OEI limits selection – Check as follows:
a. No. 1 engine lever – Retard slightly out of fly.
b. No. 2 engine N1 indicator – Check 2-Minute Armed light on.
c. Collective OEI limits select switch – OEI MCP (depress), check neither
Armed light on.
d. Collective OEI limits select switch – 30 Seconds, check N1 indicator

30-Second Armed light on.

Normal Procedures
FLIGHT MANUAL
e. Collective OEI limits select switch – 2 Minutes, check N1 indicator 2-

Minute Armed light on.
f. No. 1 engine lever – FLY.
g. Repeat steps a. through f. using the opposite engine combination. Use

the copilot's collective switch if appropriate.
+3. N1 check. At a stable condition, engine not accelerating or decelerating,

compare the DECU supplied primary N1 indication with the corrected
backup indication as follows:
a. Select MENU and press IIDS N1 TEST soft key.
b. Check that the digital N1 TEST values are within 0.2% N1 of the normal
digital display at the top.
c. N1 TEST times out in 8 seconds. Repeat as necessary.
4. Press the DECU FAIL switch and check that both engines are free of Total,
Degraded, and Minor faults.
5. BARRIER FILTER panel – Check.
NOTE
Illumination of the PWR ASSURANCE advisory light on the IIDS
and CHECK condition light on the Barrier Filter Panel indicates
an increase in blockage of one or both of the barrier filters. A
Power Assurance check shall be performed prior to flight.
Failure of a Power Assurance check means that published flight
manual performance will not be available until maintenance is
performed.
6. Check pilot's and copilot's blue ENG CONTROL lights are off.
7. Master warning lights – Check.
8. Engine control levers – FLY.
9. BLEED AIR heater switch – OFF.
10. Heater blower on, pilot window open or door vents open for ventilation as
desired.
11. STICK TRIM and DAFCS – As desired (CYCLIC trim – ON for IMC flight).

Normal Procedures
FLIGHT MANUAL
12. Engine anti-ice switches – As required.
CAUTION
At high ambient temperatures (greater than 40°C) monitor the T5
indications closely to ensure limitations are not exceeded.
Aircraft with high DC AMP loads (>140 AMPS on either
generator) and low power margins (<6%) may exceed limits prior
to encountering N1 or TQ limits.
NOTE
Engine anti-ice must be on at or below 2°C (36°F) with visible
moisture.
13. Engine Power Assurance (perform either a ground or in-flight check at least
once every 20 flight hours if the power margin on both engines was 2% or
greater on the previous Power Assurance check, perform once per flight
day if the power margin of either engine was less than 2% on the previous
Power Assurance check, or perform after engine barrier filter maintenance)
– Check each engine separately at 107% Nr.
NOTE
• The engine power assurance check should be used to
ensure the availability of engine power necessary to
meet the performance data contained in this Rotorcraft
Flight Manual. If the acceptance criteria of engine power
assurance procedure are not met, engine maintenance
action must be done in accordance with the applicable
maintenance manuals prior to flight.
• The power assurance check should be done only when
engine and transmission oil temperatures are in the
normal range (green arc).
a. Power assurance check; automatic target look-up, data acquisition,
and result determination.
(1) Position the helicopter nose into wind and select heater bleed-air –
OFF.
CAUTION
With aircraft anti-ice ON or OFF, as appropriate for takeoff,
depress PWR ASSUR soft key on the performance display to
command a power check with anti-ice OFF.

Normal Procedures
FLIGHT MANUAL
NOTE
An exit from power assurance can be commanded at any time by

depressing the MENU key.
(2) Retard one engine to ground idle. Collective OEI limit select
switch – OEI MCP (depress).
(3) Turn the DC generator of the engine being checked OFF,

configure anti-ice as set in step (1) above, and increase collective
to set the 5% increment torque value indicated on the display.
Although possibly light on wheels, the check must be
accomplished on the ground. Hover using the power of one engine
only is prohibited.
(4) Check that the countdown timer proceeds from 2:45 to 0 seconds
and that sampling is then initiated. If the countdown timer stops
during the final 60 seconds, check indicated torque and adjust to
the target value as required.
(5) Observe the power assurance result normally displayed 15

seconds after the start of sampling.
NOTE
If the DECU reports an INVALID check or if NO RESPONSE is

received within 30 seconds, the REPEAT soft key may be
commanded to REPEAT or CONTINUE selected if a check of
the other engine is desired.
(6) Evaluate the power margin and T5 margin results. Also cross-
check with cockpit indicators the pressure altitude and OAT values
(± 250 ft, ± 2°C) that are displayed. Select REPEAT if another
check of that engine is desired.
(7) Restore DC generator, depress the CONTINUE soft key, and

advance the other engine to FLY.
(8) Repeat steps (3) through (8) to check the other engine.
(9) Both engines – FLY, 107% Nr, N1 matched.
(10)Assess power assurance results:
(a) If the power and T5 margins are at least zero, published

performance is assured.

2-24
Normal Procedures
FLIGHT MANUAL
(b) If either the power margin or T5 margin is negative, there is no
margin and engine maintenance must be accomplished in
accordance with the maintenance manual before flight.
(11)To take performance credit for a positive power margin, refer to

Section IV, Performance Information.
b. Log results of power assurance check. Record past performance data

using table similar to the following example.
EXAMPLE
DATE Pass/ Fail Power Margin T5 Margin Ground/Flight
14. Flight instruments – Check and set.
15. Navigation and communication equipment – Check and set.
16. Windshield heat – As required.
17. Pitot heat – As required.
TAXI AND TAKEOFF
CAUTION
The nosewheel will not self-center after lift-off if it has swiveled

about 180° just before lift-off. If retracted in this position, the
nosewheel will jam in the up position and normal extension will
not be possible. If nosewheel is swiveled more than 90°, slight
forward taxi is recommended before lift-off.
NOTE
• Conducting ground or IGE hover operations in heavy

recirculating snow (white out) conditions should be
minimized or avoided. Operation in these heavy snow
conditions should only be a transient condition with the
aircraft transitioning out of the snow cloud as soon as
possible. While operating in recirculating snow
conditions, the crew should monitor the Barrier Filter
panel for any indications of increased filter blockage.

Normal Procedures
FLIGHT MANUAL
• After a period of prolonged wheel brake use, leave
landing gear extended for a minimum of 5 minutes
before gear retraction.
• For night takeoff with controllable searchlight, adjust

light in hover so that spot appears in front, just above
glare shield. Leave light in this position throughout the
takeoff.
• When taking off over water, the floats switch should be

in the ARMED position until airspeed approaches 75
KIAS.
AP1 – As required
AP2 – As required
FD1 – SBY
FD2 – SBY
CATEGORY “A” TAKEOFF
1. Refer to Section IV, Figures 4-7 and 4-8 for CDP and V2 (CDP + 10 knots)
determination.
2. Set the white airspeed bug at the CDP speed and the amber bug at the V2
speed.
3. Hover at 5-foot wheel height. Note the average of stabilized hover torque
required. Recommend using the mid-scale average of the two linear
bar/pointer indicators.
4. Increase collective to achieve 10% torque greater than hover, and lower the
nose as necessary to result in a 5- to 10-foot wheel height, level
acceleration to the CDP (CDP airspeed at 5- to 10-foot wheel height).
5. Upon passing the CDP, adjust pitch attitude to initiate a climb at V2.
6. With V2 established in a positive climb and clear of obstacles, gradually

accelerate to best rate of climb speed (Vbroc) and retract the landing gear.
CATEGORY “B” TAKEOFF
1. Hover at 5-foot wheel height. Note average of stabilized hover torque

required. Recommend using the mid-scale average of the two linear
bar/pointer indications.
2. Accelerate forward while maintaining 5- to 10-foot wheel height.
3. Increase collective to achieve up to 10% torque over hover, if available, and

continue level acceleration. Do not exceed takeoff limits.

Normal Procedures
FLIGHT MANUAL
4. As 50 KIAS is achieved, raise nose to maintain 55 KIAS and climb until all
obstructions are cleared. During takeoff and climb, observe height-velocity
limits (Figure 1-4).
5. After obstructions are cleared, raise landing gear and accelerate to best
rate of climb speed.
CLIMB
1. Landing gear lever – UP before reaching 130 KIAS.
2. Heater – As desired.
CRUISE
NOTE
• During single system Autopilot operation at airspeeds

above 60 knots, the Autopilot roll axis will normally hold
heading. However, if excessive roll activity is
experienced in turbulence, it may be desirable to fly with
feet on the pedal switches. This action will cause the
autopilot roll axis to hold “wings level”.
• In 3 cue coupled climb or altitude hold, the FZ-706

Flight Control Computer will allow commanded airspeed
to decrease to preserve commanded climb rate and
altitude hold as a collective limit is approached.
IN-FLIGHT POWER ASSURANCE CHECK
1. Select MENU, then PA key. Observe the last selected PA configuration is

displayed.
2. Select CONTINUE, or press and hold PA key for 3 seconds to change

configurations. If configuration is changed, CONTINUE must be selected to
initiate power assurance.
3. Establish airspeed and power conditions as indicated. Ensure bleed valve

has closed.
NOTE
To ensure bleed valve closure, increase power at least 1 - 3% N1

above the value the BV light extinguished. The higher the N1
increase, the more likely the bleed valve will be completely
closed. Allow airspeed and altitude to increase if necessary.

Normal Procedures
FLIGHT MANUAL
4. Press respective DO ENG key when conditions are established.
5. Observe IIDS display:
SAMPLING for approximately 15 seconds.
PA configuration
ENG1 or ENG2
If valid, IIDS shall display:
a. Selected PA configuration
ENG1 or ENG2
PASS or FAIL
Power Margin %
T5 margin in C°
Average parameters used for calculation (N1, Raw N1, HP, OAT, Torque)
If test not valid, IIDS shall display:
a. NO RESPONSE – if no DECU response within 30 seconds.
INVALID – DECU has sent invalid bit.
6. CONTINUE or EXIT- Press, as required.
NOTE
• Press MENU key at any time to abort power assurance,

and return to normal display.
• If either the power margin or T5 margin is negative, there

is no margin. Normal flight operations may be
continued, however, published flight manual
performance may not be available. If possible, avoid
maneuvers that require high power applications. A
ground power assurance shall be performed prior to the
next flight to assure availability of published RFM
engine performance.

Normal Procedures
FLIGHT MANUAL
7. To take performance credit for a positive power margin, refer to Section IV,
Performance Information.
8. Log results of power assurance check. Record performance data.
PRE-LANDING
1. Crew and passengers – Alerted.
2. Landing gear lever – DN below 130 KIAS, three green lights – On.
3. BLEED AIR heater switch – OFF.
4. Press DECU FAIL switch and check for presence of detected DECU faults.
Proceed in accordance with the Emergency Procedure for all detected
faults, if any, and refer to any appropriate recommendations listed in Part 2,
Section I.
5. BARRIER FILTER panel – Check.
NOTE
• Illumination of the PWR ASSURANCE advisory light on
the IIDS indicates an increase in blockage on one or
both of the barrier filters. Monitor the primary engine
instruments and Barrier Filter Panel for abnormal
indications. Perform an in-flight Power Assurance
check to determine engine power available. Failure of a
Power Assurance check means that published flight
manual performance will not be available until
maintenance is performed. Avoid maneuvers that
require high power applications.
• Illumination of the PWR ASSURANCE advisory light on

the IIDS and the MAINT light on the barrier filter panel
will cause a CHECK BAR FTLR caution light on the
IIDS to illuminate upon landing.
6. Heater blower on, pilot’s window open, or door vents open for ventilation.
7. Engine anti-ice switches – As required.
NOTE
Engine anti-ice must be on at or below 2°C (36°F) with visible
moisture.

Normal Procedures
FLIGHT MANUAL
APPROACH AND LANDING
CAUTION
• During landing and operations near the ground, avoid

attitudes greater than 10° nose-up, to reduce possibility of
tail to ground contact, especially during operations at aft CG.
• During high speed running landings, allow 2 minutes of

intervening forward flight time above 50 KIAS or 10 minutes
of intervening ground time between maximum performance
wheel-brake applications to permit brake disc cooldown.
IFR Approach – Maximum recommended IFR approach speed range is 60 to 130

KIAS. Recommended entry airspeed when using ILS DECEL is 130 KIAS.
Maximum altitude to engage decel is 2,047 feet RAD ALT. Maximum
demonstrated precision approach gradient is 6.5°.
NOTE
• When making an approach over water, the floats switch

should be placed to ARMED when airspeed is less than 75
KIAS.
• DECEL at entry speeds greater than 130 KIAS may result in

greater than 70 KIAS at 200 feet radar altitude.
• Irregular terrain may affect DECEL capture and Auto-Level

performance.
• The FZ-706 Flight Control Computer does not recognize

engine failure. Following engine failure, the DECU will
initially limit total single engine output to the 30-second limit.
The DAFCS computer, however, will attempt to limit the
collective position to cruise power. Pilot must disengage
coupling or manually override collective limiting.
GLIDESLOPE
WARNING
If for any reason the computer does not receive a radar altitude
signal, the Auto Level will not occur and the aircraft will continue
to follow the glideslope signal.

Normal Procedures
FLIGHT MANUAL
GO-AROUND
Go-Around (GA) engagement, when coupled to the Autopilot, will produce pitch
up to achieve approximately a 750 FPM climb rate. If coupled 3 cue, collective
will move as necessary to ensure that airspeed does not fall below Vy (75 KIAS)
and the roll axis will hold heading present at GA engagement.
PRE-SHUTDOWN
CAUTION
During prolonged operation on the ground, keep pilot’s feet

positioned on the pedals, disengage yaw trim switch, or
disengage autopilots.
1. DAFCS switches - OFF.
2. Parking brakes - Set.
3. Flight controls - Centered, collective down.
4. Avionics - OFF.
5. RADIO and master switches - OFF.
6. Standby Attitude Indicator EMER PWR switch - OFF.
SHUTDOWN
CAUTION
• Maximum manual rotor brake application is not

recommended when commenced below 30% Nr. Brake
applications begun at less than 30% Nr should be light
enough to produce a smooth, gentle stop.
• Engine operation at IDLE with rotor stopped limited to

blades 45° to the longitudinal axis.
NOTE
• Before shutdown, engines must have been running for

at least 30 seconds with N1 lower than 85%. For
instance, taxiing with both engines operating and
minimum collective pitch is suitable for this cooling
down.

2-31
Normal Procedures
FLIGHT MANUAL
• Droop stops should be in at about 45% Nr. Tip path

plane clearance is reduced if droop stops are not in.
• Normal Nr for rotor brake application with one or both

engines at idle or with both engines shut down is 40% to
60% Nr. Maximum for shutdown is 65%. For
emergencies with both engines shut off, rotor brake may
be applied up to 107% Nr.
1. Engine control lever(s) - IDLE.
2. Engine control lever(s) - STOP with cooling requirement satisfied.
3. Rotor brake handle - As desired. If on (two strokes required), check

ROTOR BRAKE caution light on.
4. Remaining engine lever - STOP.
POST SHUTDOWN
1. Fuel levers - OFF.
2. Center console switches - As desired.
3. Engine instruments - Normal.
4. Master start switch - OFF.
5. IIDS - Check cumulative counters page.
6. Depress DECU FAIL switch and check for faults.
7. Battery switch - OFF after rotor stops.
8. Standby Attitude – OFF
OPTIONAL PROCEDURES
ENGINE FIRE EXTINGUISHER SYSTEM TEST
The fire extinguisher test panel provides a method of performing a full functional
check of the fire extinguisher system from the cockpit. This test may be
performed whenever desired by the pilot or as required by maintenance.
Make this check before starting engines:

2-32
Normal Procedures
FLIGHT MANUAL
1. Fire extinguisher test switch - OPEN. Check red WARN light on.
2. Pull both T-handles back 1 inch.
3. Fire extinguisher - MAIN, then RESERVE. Check that green TEST light
goes on in each position. Release switch.
4. Fire extinguisher test switch - SHORT. Check red WARN light and green
test light - On.
5. Fire extinguisher switch - MAIN, then RESERVE. Check that green TEST
light stays on in each position.
6. Both T-handles - Full forward.
7. Fire extinguisher test switch - NORM.
8. Check red WARN light and green TEST light - Off.
FLOTATION SYSTEM TEST
Make this check for electrical continuity daily before all anticipated overwater
flights. DC external power must be available or the helicopters DC generators
must be operating to make this test.
1. Flotation test switch - TEST. Check red WARN indicator light - On.
2. Floats arming switch - ARMED. Check FLOTATION ARMED advisory light

- On.
3. Floats inflation switch (pilot's cyclic) - Press. Check TEST 1 and TEST 2
green indicator lights - On. Release switch, lights out.
4. Floats inflation switch (copilot's cyclic) - Press. Check TEST 1 and TEST 2
green indicator lights - On. Release switch, lights out.
5. Floats arming switch - OFF. Check FLOATS ARM advisory light - Off.
6. Flotation test switch - NORM. Check red WARN indicator light - Off.
FUEL PRIMING PROCEDURES – DURING NORMAL START
Loss of fuel prime can be indicated by continued illumination of the low fuel
pressure light, absence of indicated fuel flow, and the failure to attain light-off
(with functioning ignition) during the start attempt. This condition is more likely to
occur following engine or fuel system maintenance or prolonged storage of the

2-33
Normal Procedures
FLIGHT MANUAL
helicopter. The following prime procedure should be used to attain light off. If loss
of prime is noted after relatively short intervals, suspect a malfunctioning fuel line
check valve.
1. Starter motoring: In a sea level environment, two start attempts with the fuel
lever in DIRECT (30-Second start, 30-Second off, 30-Second start) will
usually result in a successful light-off by the end of the second start
attempt. With fuel ignition (light-off), the 60-Second start attempt and 60-
Second interval sequence may be used.
2. Engine cross prime: With one engine running with fuel lever in DIRECT, the
other engine can be primed as follows:
a. Fuel lever of engine to be primed - PRIME.
b. Engine prime switch of engine to be primed - PRIME.
c. Prime for two minutes.
d. Engine - Start.
e. Engine prime switch - OFF.
f. Fuel lever - XFEED until engine operates steadily.
g. Fuel lever - DIRECT.
NOTE
Extended running of an engine in DIRECT with the opposite

engine's prime switch at ON and fuel lever at PRIME or XFEED
can result in vent overflow if tanks are full.
3. Manual priming: The engine can be primed after maintenance using the
fuel prime port in the engine fuel system. Consult the Maintenance Manual
for details.
NAV TEST SWITCH FUNCTION
(When used in conjunction with King Radio Navigation System)
When NAV TEST switch is at PILOT or COPILOT, all the corresponding pilot's or
copilot's Marker Lamps should go on. If the appropriate Marker audio selector
switch on the ICS control is selected, a tone should be heard.
(When used in conjunction with the Collins Radio Navigation System)

2-34
Normal Procedures
FLIGHT MANUAL
1. Turn on VOR receiver(s) and select a VOR frequency on the appropriate

navigation control panel.
Set pilot's HSI display switch to PLT NAV; copilot's HSI display switch to
CPLT NAV; HSI OBS switch to NORM; PLT/CPLT bearing switches to
VOR.
2. Set and hold NAV TEST switch at PLT (to test pilot's system), or CPLT (to
test copilot's system).
3. Select the corresponding HSI Course Select Knob to center CDI.
4. The following should occur on the appropriate indicator:
a. The NAV and both GS warning flags should remain out of view.
b. The deviation bar should center at a course of 000°+5° and GS

deviation bar should deflect approximately 1 1/2 dots down.
c. The To/From indicator will indicate TO.
d. The bearing pointer will indicate 000°+5°.
e. All of the pilot's (or copilot's if CPLT position is selected) MKR BCN
lights should illuminate.
5. Release the NAV TEST switch.
6. Select a Localizer frequency on the appropriate navigation control panel,

and rotate Course Set Knob to select the helicopter indicated heading.
7. Set and hold the NAV TEST switch in PLT position (to test pilot's system)
or CPLT position (to test copilot's system).
8. The following should occur on the appropriate indicator:
a. The LOC and both GS warning flags should remain out of view.
b. The Localizer deviation bar should deflect approximately 1 1/2 dots to

the right.
c. The GS deviation bar should deflect approximately 1 1/2 dots down.
d. All of the pilot's (or copilot's if CPLT position is selected) Marker

Lamps should illuminate.

2-35
Normal Procedures
FLIGHT MANUAL
9. Select MKR audio on the appropriate ICS control. A tone should be heard.
10. Release the NAV TEST switch.
FUNCTIONAL CHECK – RETRACTABLE BOARDING STEP(S)
A preflight test of retraction fault annunciation may be performed if desired. Hold

the switch to TEST for approximately 10 seconds and check for presence of BD
STEP caution light.
FUNCTIONAL CHECK – EMERGENCY LOCATOR TRANSMITTER (ELT)
The ELT may be tested in the following manner:
1. Tune and monitor a VHF communications radio to 121.5 MHz.
2. Place the cockpit ELT switch from ARM to ON for approximately 1 second
while monitoring the communication radio and viewing the activate
annunciator located on the cockpit switch panel.
NOTE
The ELT should be tested periodically (every 100 hours or every

3 months).
OPERATION
1. The ELT may be activated manually by placing the cockpit switch in the ON
position. After activation, the unit may be turned off by returning the cockpit
switch to the ARM position.
2. The ELT has an automatic mode wherein the positions of the cockpit and
unit switch priority are overridden by the internal G switch in a crash
situation. This function applies only when the ELT unit is securely fastened
in its mount, a situation that precludes activation by dropping the unit.
AIRDATA ACCESSORY UNIT
OPERATION
The altitude code output is active whenever the Accessory Unit is receiving 28
vdc from its circuit breaker and valid Arinc 429 data from the associated Digital
Airdata Unit.

2-36
Normal Procedures
FLIGHT MANUAL
The landing gear warning circuit monitors weight-on-wheels logic, radio altimeter
250 feet trip, radio altimeter DH, airspeed (from the pilot’s airdata computer), and
self-test/reset logic.
At lift off, weight-on-wheels logic is removed; this arms the initial warning mode. If
the landing gear is retracted prior to attaining 60 knots airspeed or climbing
above 250 feet radio altitude, the LDG GEAR UP annunciators will illuminate
steady and no tone will be heard.
After reaching 60 knots airspeed or 250 feet radio altitude, the second warning
mode will be armed.
If the airspeed decreases below 60 knots or the rotorcraft descends below the
radio altimeter decision height (with the landing gear retracted), the LDG GEAR
UP annunciators will illuminate steady and the warning tone will sound. Pressing
either annunciator will cancel the tone; the annunciators will stay illuminated.
If a second warning condition occurs before the first condition is cleared (i.e., the
airspeed falls below 60 knots while still below DH), the annunciators will flash at
a 90 ppm rate; no additional tone will sound. Pressing either annunciator will
cause both annunciators to illuminate steady until the warning condition has been
cleared.
To clear the warning condition, the landing gear may be lowered, or the rotorcraft
may increase airspeed to above 60 knots and climb above DH (or reset DH tone
altitude below indicated radio altitude).
When the rotorcraft is not being operated within the warning envelope, pressing
either LDG GEAR UP annunciator will put the system into self test. During self
test, if the system is operative, the warning tone will be generated as long as the
annunciator is depressed. Both annunciators will flash during this same time and
will continue to flash for up to two seconds after the annunciator is released.
If the pilot’s airdata information to the system fails, landing gear up warning will
be triggered by the radio altimeter 250 feet trip and/or DH (decision height).
If no warnings are active, self test of the unit will indicate failure of the airdata
information by a steady lamp, and no tone when the LDG GEAR UP annunciator
is pressed.
CAUTION
When the Shadin ADC Accessory Unit is installed, no aural

landing gear up warning is provided until 250 feet radio altitude
or 60 knots airspeed is achieved. If a takeoff is rejected below

2-37
Normal Procedures
FLIGHT MANUAL
250 feet and 60 knots after the gear has been raised, no
additional gear up warning light is provided.
NOTE
System self-test should be performed during preflight, and may

be performed at any other time.
LITEF LCR-92S/LCR-100 AHRS
OPERATION
1. The heading function is provided by the dual LITEF AHRS, and is operated
via the compass controller.
2. After takeoff (sensed by weight off wheels), the AHRS will initiate a heading
realignment at a slaving rate of one-degree per second, or less, dependent
upon flight maneuvering.
NOTE
Except when following the recommendation in step 4. below

intended for unusual circumstances, realignment in SLAVE is
recommended after each takeoff to cancel any heading errors
caused by distorted magnetic fields at the takeoff site. This
action should only be performed once established in straight and
level flight. The pilot’s feet should be positioned on the pedal
switches to avoid sudden aircraft heading changes as a result of
heading realignment.
3. Immediate heading realignment is provided in the SLAVE mode by

momentarily selecting the slew function right or left while in unaccelerated,
wings level flight or level on the ground. If realignment is inadvertently
commanded in other than wings level flight, slaving will be immediate and
convergence will proceed at one degree per second or less once wings
level.
4. Prior to takeoff with AHRS selected normally in the SLAVE mode,

significant heading error can occur when operating from areas with known
or suspected adverse magnetic influence (metal structures such as oil rigs,
steel reinforced subsurface construction, metal fencing, etc.). In such
situations, consider using the slew function to realign indicated heading to a
known visual reference (e.g. runway heading or equivalent) in the FREE
mode. Then, after takeoff, when established in straight and level flight,
switch to the SLAVE mode with pilot’s feet on pedal switches.

2-38 Revised November 25, 2008
Normal Procedures
FLIGHT MANUAL
5. An AHRS test mode can be commanded by either the pilot’s or copilot’s

AHRS TEST switch. When selected, the AHRS will present 015° heading,
5° pitch up, 45° roll right and right turn rate data. The test data will remain
displayed for 1 second after the switch is released. The test mode is
inhibited in flight.
NOTE
An interlock is incorporated to inhibit the AHRS test function

whenever Nr is greater than approximately 5%. This is
incorporated to prevent adverse stick movement with SAS
engaged during AHRS tests.
PULSELITE SYSTEM
OPERATION
To pulse the landing/recognition lights, move the corresponding switch to the

PULSE position.
RECOGNITION LIGHTS
OPERATION
The RCGN LTS control switch is located on one of the overhead switch panels or
on the master switch panel. It has two positions labeled ON and OFF.
The RCGN LTS control system will have a third position labeled PULSE. When
the switch is moved to this position, the recognition lights will pulse on and off.
CABIN LIGHTING CONTROL SYSTEM
OPERATION
To turn the cabin lights to full bright from the cockpit, put the CABIN LTS switch
to the BRT position.
To turn the cabin lights off from the cockpit, put the CABIN LTS switch to the
OFF position.
To operate the cabin lights from the cabin, put the CABIN LTS switch to the
CONT position (VIP interior). Any of the cabin’s light control panels will control
the brightness of the lights. Pushing the arrow pointing up will increase the
brightness and pushing the arrow pointing down will dim the cabin lights, or if
knob is installed, clockwise rotation to increase brightness and counterclockwise
rotation to decrease brightness.

2-39
Normal Procedures
FLIGHT MANUAL
The reading lights have individual controls. Pushing the READ switch will
alternately turn the reading light on or off (if installed).
The entry lights are activated from the cabin ENTRY switch (if installed). When
the switch is momentarily depressed, the entry lights will be illuminated for
approximately 100 seconds.
LOGO LIGHT SYSTEM

OPERATION
The LOGO LTS control switch is located on one of the overhead switch panels or
on the master switch panel. It has two positions labeled ON and OFF.
If a Pulselite system is installed, the LOGO LTS control switch will have a third
position labeled PULSE. When the switch is moved to this position, the logo
lights will pulse on and off.
FIXED LANDING LIGHT(S)

OPERATION
The LDG LT master switches are on the collective sticks and have two positions
marked ON and OFF. Either pilot can turn the landing light(s) on. However, both
pilots must set their switches to OFF in order to extinguish the light(s). When the
light(s) is/are on, the LANDING LIGHT annunciator, if provided, will illuminate.
The landing light(s) and annunciator will automatically extinguish when the main
gear is raised.
The LDG LT master switch(es) is/are located on the overhead switch panel and
has two positions marked ON and OFF.
COLLINS ALT-50, ALT-55B, OR ALT-1000 RADIO ALTIMETER SYSTEM GROUND

TEST
NOTE
The radio altimeter test functions are inhibited during modes in

which the DAFCS is using radio altimeter data.
The pilot’s and copilot’s radio altimeter indicator test switches and the pilot’s and
copilot’s EFIS control panel test switches will each test the single radio altimeter
system that affects all four displays.
Depressing the pilot’s radio altimeter indicator test switch will cause the pilot’s
and copilot’s EADIs to display ---RA, the left bottom RA annunciator will flash,
and the rising runway will disappear, while the pilot’s radio altimeter indicator flag

2-40 Revised December 13, 2006
Normal Procedures
FLIGHT MANUAL
will drop into view and the pointer will indicate 50 ± 5 feet. The copilot’s radio
altimeter indicator flag will be out of view and the pointer will indicate 50 ± 5 feet.
Depressing the copilot’s radio altimeter indicator test switch will have the same
results as above except the copilot’s radio altimeter indicator flag will be in view
while the pilot’s radio altimeter indicator flag is not.
Depressing the pilot’s EFIS control panel test switch will cause the pilot’s and
copilot’s radio altimeter indicator pointers to indicate 50 ± 5 feet, and will cause
the pilot’s EADI to display a radio altitude of 50 ± 5 feet, the left bottom DH
setting will be ---DH, the DH annunciator should not be visible, the left bottom RA
annunciator should flash, and the rising runway should indicate 50 feet. The
copilot’s EADI will display ---RA, the left bottom RA annunciator will flash, and the
rising runway will disappear.
Depressing the copilot’s EFIS control panel test switch will have the same results
as above except the copilot’s EADI will display a radio altitude of 50 ± 5 feet, the
left bottom DH setting will be ---DH, the DH annunciator should not be visible, the
left bottom RA annunciator should flash, and the rising runway should indicate 50
feet, while the pilot’s EADI will display ---RA, the left bottom RA annunciator will
flash, and the rising runway will disappear.
BENDIX/KING CAS–66A TCAS I FUNCTIONAL TEST
1. Pilot-initiated TCAS Self Test:
The TCAS should be tested using the pilot-initiated self-test feature during
flight preparation.
Use of the self-test function in flight will inhibit TCAS operation for up to 12
seconds depending upon the number of targets being tracked.
2. TCAS Traffic Advisory Annunciations (TA):
AURAL
“Traffic Traffic”
VISUAL
A filled yellow circle on the traffic display.
CREW RESPONSE
Conduct visual search for the intruder. If successful, maintain visual

acquisition to ensure safe operation.

2-41
Normal Procedures
FLIGHT MANUAL
NOTE
A traffic advisory in which the bearing information is not available

will be displayed as a yellow message. Example: 2.0 NM/-06°.
a. Aural alerting is enabled at 600 feet AGL climbing.
b. Aural alerting is inhibited at 400 feet AGL descending.
3. Response to a Traffic Advisory:
NOTE
In most situations, no maneuvering will be necessary to maintain

safe separation. Maneuver only if it becomes apparent that safe
separation will not be maintained.
a. Attempt to visually acquire the intruder aircraft and maintain/attain safe

separation in accordance with regulatory requirements and good
operating practice.
b. If the intruder aircraft is not visually acquired, air traffic control should
be contacted to obtain any information that may assist concerning the
intruder aircraft.
c. Minor adjustments to the vertical flight path consistent with air traffic
requirements are not considered evasive maneuvers.
WARNING
There is some likelihood that maneuvering based upon traffic

display information only will actually result in reduced separation
from an intruder aircraft.
4. Pushing the FL button will display own aircraft and altitude reporting targets
as altitudes corrected to 29.92 inches Hg.
NOTE
• Traffic advisories can be expected to occur during

normal flight operation. Generally, traffic advisories will
occur more frequently in terminal areas during arrival,
and less frequently during departure and enroute
operations. In the vast majority of these cases, the
aircraft displayed will be safely separated and there will

2-42
Normal Procedures
FLIGHT MANUAL
be no need for pilots to initiate any avoidance

maneuvers.
• Evasive maneuvers (rapid change in pitch, roll, normal

acceleration, or speed) should only be conducted after
visual acquisition of the intruder and then only when
necessary to achieve or assure safe separation.
• Minor adjustments to the vertical flight path that are

consistent with an existing ATC clearance, instruction,
or restriction are not considered evasive maneuvers.
• An amber RA FAIL annunciation displayed on a TA/VSI

is to be ignored. This annunciator is for TCAS II
systems only.
5. If a traffic display amber TCAS annunciation and/or a red FAIL

annunciation occurs on the control, it is recommended to place the TCAS
into the Standby or OFF mode until the fail condition is resolved.
6. Abnormal traffic display - If distracting target display anomalies occur,

select TCAS Standby or OFF until the situation improves.
CAUTION
Traffic advisories located directly behind the aircraft may be
momentarily lost due to airframe shading of the antenna system.

2-43
SA 4047-76C-15 Part 1, Section III
Emergency Procedures
FLIGHT MANUAL
SECTION III
EMERGENCY PROCEDURES
TABLE OF CONTENTS
EMERGENCY PROCEDURES ......................................................................... 3-1

TABLE OF CONTENTS ..................................................................................... 3-1
Introduction ..................................................................................................... 3-4
Engine System Malfunctions........................................................................... 3-4
Single-Engine Power Failure .......................................................................... 3-5
Single-Engine Power Failure With Anti-Ice Operating ................................ 3-5
Single-Engine Failure - Hover (5 To 10 Feet) ............................................. 3-5
Single-Engine Failure On Takeoff - Category "A" ....................................... 3-5
Single-Engine Failure On Takeoff - Category "B" ....................................... 3-7
Single-Engine Failure During Cruise........................................................... 3-7
Single-Engine Failure During Approach - Category "A" ............................ 3-10
Single-Engine Landing - Category "A" Or "B" ........................................... 3-11
Single-Engine Failure During Approach - Alternate Category "A" Profile . 3-11
Prior to or at LDP - Balked Landing (Go Around) ..................................... 3-11
Single-Engine Landing - Alternate Category "A" Profile ........................... 3-12
Dual-Engine Failure ...................................................................................... 3-12
General...................................................................................................... 3-12
Dual-Engine Failure While Hovering Or On Takeoff At 10 Feet Or Below 3-13
Dual-Engine Failure During Takeoff And Initial Climb............................... 3-13
Dual-Engine Failure During Cruise ........................................................... 3-13
Autorotative Landings ................................................................................... 3-14
Engine Control Malfunctions ......................................................................... 3-15
DECU Total Fault On One Engine (TOTAL) ............................................. 3-15
DECU Total Faults On Both Engines ........................................................ 3-18
DECU Degraded Fault .............................................................................. 3-18
DECU Minor Fault ..................................................................................... 3-19
Engine Control Oscillations (Without Detected Fault Category) ............... 3-20
Engine Auxiliary Systems Failure ................................................................. 3-21
Engine Oil System Failure......................................................................... 3-21
Fuel Pressure Warning Light On............................................................... 3-21
Fuel Filter Caution Light On ...................................................................... 3-22
Fuel Flowmeter Beyond Normal Range .................................................... 3-22
Anti-Ice Caution Light On .......................................................................... 3-22
CHECK BAR FILT Caution Light On........................................................ 3-23
Electronic Flight Instrument System (EFIS) Malfunctions ............................ 3-23
Engine Instruments Malfunctions.................................................................. 3-24
N1 Indicator Or Torque Indicator Malfunction ........................................... 3-24
T5 Indicator Malfunction............................................................................. 3-24
Engine Chip Detector Caution Light On .................................................... 3-24
Main Gear Box System Failures ................................................................... 3-25
Main Gear Box Oil System Failures .......................................................... 3-25
Intermediate Or Tail Gear Box Chip/High Oil Temperature Detected .......... 3-27

3-1
Part 1, Section III SA 4047-76C-15
FLIGHT MANUAL
Rotor Brake Caution Light On – Rotor Turning............................................. 3-27

Flight Control Hydraulic Servo System Failure ............................................. 3-28
Pump Failure or Loss of Pressure in Basic Hydraulic System.................. 3-28
Loss of Hydraulic Pressure to the Tail Rotor Servo .................................. 3-28
Servo Unit Jam or Malfunctioning Servo Shutoff Valve ............................ 3-30
Flight Control Damper Jam ........................................................................... 3-31
Tail Rotor Malfunctions ................................................................................. 3-31
Tail Rotor Drive System Failure in Forward Flight .................................... 3-31
Tail Rotor Drive System Failure in a Hover............................................... 3-32
Tail Rotor Control System Failure ............................................................. 3-32
Fire ................................................................................................................ 3-34
Engine Compartment Fire ......................................................................... 3-34
Internal Engine Fire After Shutdown ......................................................... 3-35
Cabin or Cockpit Fire................................................................................. 3-35
Baggage Compartment Smoke Detected ................................................. 3-36
Smoke And Fume Elimination....................................................................... 3-36
Electrical Fire ................................................................................................ 3-36
Landing Gear Malfunctions ........................................................................... 3-37
Landing Gear Will Not Extend ................................................................... 3-39
Unsafe Indication - Gear Extension .......................................................... 3-39
Unsafe Indication - Gear Retraction.......................................................... 3-40
Electrical System Failures............................................................................. 3-40
Battery Overtemperature........................................................................... 3-40
Feeder Fault (For Aircraft with Nose Battery Installation) ......................... 3-41
Single dc Generator Failure ...................................................................... 3-41
Dual dc Generator Failure ......................................................................... 3-41
Dc Generator Overtemperature (Optional Configuration) ......................... 3-43
Bus Tie Open ............................................................................................ 3-44
Dc Essential Bus Feed Failure.................................................................. 3-44
Inverter Failure .......................................................................................... 3-45
Ac Generator Failure (If installed) ............................................................. 3-45
Miscellaneous System Failures or Incidents................................................. 3-46
DAFCS Malfunctions..................................................................................... 3-46
Autopilot..................................................................................................... 3-46
Flight Director ............................................................................................ 3-48
Air Data Failure ......................................................................................... 3-49
Collective ................................................................................................... 3-49
Pitot Heat Caution Light On .......................................................................... 3-51
Windshield Hot Caution Light ....................................................................... 3-51
Emergency Entrances and Exits................................................................... 3-52
Hinged Doors ............................................................................................ 3-52
Sliding Door (s) (Optional)......................................................................... 3-52
Retractable Boarding Step(s) ....................................................................... 3-53
Ditching (Flotation System)........................................................................... 3-53
Ditching Procedures .................................................................................. 3-57
Single-Engine Landing in the Water (Flotation Gear Inflated) .................. 3-58
Autorotative Landing to the Water............................................................. 3-58
LITEF LCR-92S/LCR-100 AHRS.................................................................. 3-59

3-2 Revised November 25, 2008
FLIGHT MANUAL
Loss Of 26 Vac References ...................................................................... 3-59

Loss Of 26 Vac Att Reference................................................................... 3-60
Loss Of 26 Vac Hdg Reference ................................................................ 3-60
Ditching (Without Flotation System) ............................................................. 3-60
IIDS Display Failure ...................................................................................... 3-60
Radio Master System.................................................................................... 3-61
Loss of Primary Attitude Indicator in Instrument Meterological Conditions .. 3-61
Figure 3-1. Electrical Fire Procedures, IMC ..................................................... 3-38

Figure 3-2. DAFCS Caution Panel ................................................................... 3-46
Figure 3-3. Emergency Entrances and Exits (Sheet 1 of 2)............................. 3-55
Figure 3-3. Emergency Entrances and Exits (Sheet 2 of 2)............................. 3-56

3-3
FLIGHT MANUAL
INTRODUCTION
The procedures outlined in this section deal with the common types of emergen-
cies; however, the actions taken in each actual emergency must relate to the
complete situation. Extraordinary circumstances such as compound emergencies
may require departures from the normal corrective procedures used for any spe-
cific emergency.
Throughout this section, the terms "land immediately", "land as soon as possible"
and "land as soon as practicable" are used to reflect the degree of urgency with
which a landing must be made.
Land immediately - Self-explanatory.
Land as soon as possible - Land at the nearest site at which a safe landing can
be made.
Land as soon as practicable - Extended flight is not recommended. The landing

site and duration of the flight are at the discretion of the pilot.
Many of the malfunctions described in this section will be indicated by the lighting
of warning or caution lights, the master caution light, and in some cases, a tone
in the headsets. Whenever a caution light goes on, the master caution light cap-
sule should be pressed in to put the master caution light off, and reset it for an-
other condition. An audio tone can be eliminated and reset for another condition
by pressing the appropriate warning light capsule.
NOTE
• Several of the following procedures require pulling and

resetting circuit breakers. The circuit breakers refer-
enced in these procedures are marked in white for ease
of identification.
• When locating circuit breakers at night, it is recom-

mended that the glare shield lights be set to BRIGHT.
In the event of multiple or compound emergencies where more than five cautions
and warnings have been accumulated in one of the three available columns, the
IIDS remote scrolling function may be used to retrieve them for review. Warnings
and cautions are stored chronologically with the latest one shown at the top of its
assigned column.
ENGINE SYSTEM MALFUNCTIONS
Engine system malfunctions generally are of three types: (1) partial or total failure
of the engine to provide power as demanded, (2) failure of an engine control sys-

3-4
FLIGHT MANUAL
tem, (3) failure of engine auxiliary systems, (lubricating system, torque system,
N1 indication, etc.).
As is the case with any malfunction, the first duty of the crew is to make sure of
continued safe flight until the malfunction can be diagnosed. Particular care must
be taken to confirm which engine has the malfunction and to reconfirm before
initiating any subsequent actions such as restart, crossfeed, or in-flight shutdown.
SINGLE-ENGINE POWER FAILURE
Symptoms: Initial:
Large torque split
NO. 1 or NO. 2 ENG OUT warning light and alternating tone
IIDS single eng page
Confirming: Nr remains at 107% or droops depending upon collective posi-

tion
Torque decreases to zero
N1 decreasing below ground idle
N2 decreasing
T5 decreasing
NOTE
The AC generator is automatically dropped off line when either

engine out is sensed.
SINGLE-ENGINE POWER FAILURE WITH ANTI-ICE OPERATING
Anti-ice will continue to operate for the remaining engine. The ANTI-ICE caution
light for the inoperative engine will go on and the ANTI-ICE advisory light for the
inoperative engine will go off.
SINGLE-ENGINE FAILURE - HOVER (5 TO 10 FEET)
1. Maintain collective pitch setting or lower collective slightly if required to es-

tablish descent.
2. Increase collective to cushion landing as touchdown becomes imminent.
3. After touchdown, neutralize cyclic and simultaneously reduce collective to

minimum.
SINGLE-ENGINE FAILURE ON TAKEOFF - CATEGORY "A"
Engine failure during Category "A" takeoff can be detected by the occurrence of
an unusual torque split and possible rotor droop, as well as illumination of the
engine out light and sounding of the engine out tone. The procedure to be fol-
lowed depends upon the point in the takeoff sequence where the failure occurs. If

3-5
FLIGHT MANUAL
an engine fails before or at the Critical Decision Point (CDP), the takeoff is re-
jected, while the takeoff is continued if the failure occurs after the CDP.
During Category A climbouts, 100% Nr is used to maximize climb rates for

speeds from CDP airspeed to best rate-of-climb speed. For single-engine flight
above best rate-of-climb speed, use 107% Nr.
Prior to Reaching 30 KIAS:
1. Initiate a reject by rotating nose-up to 5° - 10° pitch attitude.
2. Apply collective to cushion ground contact.
3. After touchdown, neutralize cyclic and reduce collective to minimum.
4. Apply wheel brakes as necessary to stop within the available reject dis-
tance.
At or After Passing 30 KIAS Up To and Including the CDP at 5-10 Foot

Wheel Height:
1. Initiate a reject by rotating nose-up to 10° pitch attitude, and when sufficient
ground clearance is gained, continue rotation as necessary, up to a maxi-
mum of 25° pitch attitude.
2. Positively reduce collective to maintain rotor RPM in the resultant level de-
celeration.
3. With adequate reduction in apparent ground speed, reduce flare to 5° - 10°

nose-up pitch attitude.
4. Apply collective to cushion ground contact.
5. After touchdown, neutralize cyclic and reduce collective to minimum.
6. Apply wheel brakes as necessary to stop within the available reject dis-
tance.
After CDP (CDP Airspeed at 5-10 Foot Wheel Height):
1. Gently adjust pitch attitude to accelerate to and establish a climb at V2 air-

speed.
2. Adjust collective as required to droop the rotor to 100% Nr against the OEI
limiter and check N1 indicator 30-Second Usage light on. Confirm N1, T5,
and torque indications within limits.

3-6
FLIGHT MANUAL
3. When or before the 30-Second Usage light starts to flash, command 2-

Minute using the collective OEI limits select switch and adjust collective as
needed to maintain 100% Nr. Check 2-Minute Usage light on and confirm
N1, T5, and torque indications within limits.
4. With a positive climb rate established, retract the landing gear.
5. When obstacles are cleared, continue climb and gradually accelerate to

Vbroc (best of rate of climb airspeed).
6. When or before the 2-Minute Usage light starts to flash, command OEI
MCP using the limits select and adjust collective as needed to maintain
100% Nr. Check indications within limits.
7. Land as soon as practicable.
8. For single-engine climb or cruise at airspeeds above Vbroc, lower collective

as required to achieve 107% Nr.
SINGLE-ENGINE FAILURE ON TAKEOFF - CATEGORY "B"
If gross weight and flight path permit, takeoff and climbout may be continued. For
a rejected takeoff, do this:
1. Collective pitch - Reduce as necessary to maintain rotor rpm if altitude

permits.
2. Make a partial flare at about 50 feet to reduce ground speed. Limit flare to
10° when close to the ground.
3. Collective - Apply to cushion ground contact.

minimum.
5. Apply wheel brakes to minimize ground roll.
SINGLE-ENGINE FAILURE DURING CRUISE
1. Adjust collective as necessary to maintain desired rotor rpm while transi-

tioning to appropriate single-engine airspeed. Altitude loss will be mini-
mized at best rate of climb airspeed.
2. Maintain 107% Nr above best rate of climb speed.
3. Observe the N1 indicator usage lights and select 2-minute limit when or
before the usage light starts to flash. Confirm N1, T5, and torque indica-
tions within limits.

3-7
FLIGHT MANUAL
4. Select OEI MCP for cruise. Check indications within limits.
NOTE
Use care when operating in cruise flight and confirm the limiter
selected following power reductions whether the result of inten-
tional collective adjustments, airspeed deceleration, or gust tur-
bulence. The 30-Second limit will be automatically rearmed at N1
values less than 94.4%.
5. Consider air restart. Follow procedures in paragraph titled Engine Restart in

Flight. Restart should be attempted only if the cause of the initial failure has
been determined and corrected.
6. If restart fails or no attempt to restart is made because of conditions caus-

ing engine failure, follow procedures in paragraph titled Engine Shutdown in
Flight.
Engine Restart in Flight
An engine restart may be attempted after a flameout subject to the pilot's evalua-
tion of the cause of flameout. The following procedure assumes that the affected
engine was operating with its fuel lever in DIRECT. If a flameout occurs with the
fuel lever in XFEED, attempt restart with the fuel lever in DIRECT (no prime will
be available). Confirm prior to initiating the engine restart procedure. Anticipate a
significant increase in T5.
CAUTION
Increased generator load during an air restart could cause a sig-

nificant increase in T5 on the operating engine. The power set-
ting on the operating engine should be adjusted to allow this in-
crease without exceeding engine limits.
1. T-handle (affected engine) - Forward.
2. Engine lever (affected engine) - STOP.
3. Fuel level (affected engine) - XFEED.
4. Engine prime switch (affected engine) - ON.
5. Master start switch - ON.
6. Operating engine - With the OEI limiter set to 2-Minute or OEI MCP as ap-
propriate, adjust collective pitch to achieve sufficient T5 margin (20° - 30°)
to accommodate an anticipated T5 rise during the start.

FLIGHT MANUAL
7. Engine - Start; use the normal start procedure.
8. Engine lever to FLY.
9. Nr and torque - Reestablish 107% Nr and set desired torque.
10. Engine prime switch - OFF.
NOTE
If the restart attempt fails and/or no further attempts are to be

made, shut the engine down.
Fuel Crossfeed after Engine Failure
CAUTION
• Fuel crossfeed after an engine failure should only be

considered if necessary to permit flight to a suitable
landing area. There is some possibility that fuel con-
tamination or a fuel system malfunction was the cause
of the first engine failure, and that crossfeeding might
expose the remaining engine to a similar problem. The
following procedure will minimize the chance of inter-
rupting fuel flow to the remaining engine. If unsteady
operation of the operating engine is noted at any time
during the procedure, rapidly discontinue attempts to
crossfeed. Confirm prior to proceeding with the fuel
crossfeed procedure.
• Confirm failed engine/remaining engine positions prior

to proceeding with the fuel crossfeed procedure.
1. Failed engine - Shut down for at least 5 minutes to minimize possible igni-
tion source for fuel leaks.
2. Failed engine fuel lever - PRIME.
3. Failed engine prime switch - PRIME for at least 1 minute, monitor operating
engine fuel pressure (absence of warning light), fuel flow, N1 and T5. If
signs of unsteady operation are noted, quickly move the fuel lever of the
failed engine to OFF and discontinue attempts to crossfeed.
4. Failed engine fuel lever - OFF.
5. Failed engine prime switch - OFF.

3-9
FLIGHT MANUAL
6. Operating engine fuel lever - XFEED. Monitor operating engine fuel pres-
sure, fuel flow, N1, and T5. If signs of unsteady operation are noted, quickly
switch fuel lever back to DIR and discontinue attempts to crossfeed.
Engine Shutdown in Flight - Confirm failed engine/remaining engine posi-

tions prior to proceeding.
1. Engine lever - STOP.
2. Fuel lever - OFF.
SINGLE-ENGINE FAILURE DURING APPROACH - CATEGORY "A"
The Category "A" Landing Decision Point (LDP) is 200 feet above the touchdown
elevation at 45 KIAS and a descent rate of not more than 600 FPM. If an engine
failure occurs before or at the LDP, the pilot may elect to perform a balked land-
ing or continue the approach to complete a single engine landing. The approach
must be continued to touchdown if the failure occurs after the LDP.
Prior to or at LDP - Balked Landing (Go Around)
1. Increase collective to droop Nr to 100%, check N1 or torque indication at

the 30-second limit, and confirm Usage light on. Confirm T5 indications
within limits.
2. Adjust pitch attitude to achieve a gradual acceleration to 60 KIAS.
3. When or before the 30-Second Usage light starts to flash, select 2-Minute
limiting using the collective limit select switch. Adjust collective to maintain
100% Nr. Confirm operation within limits.

6. When or before the 2-Minute Usage light starts to flash, select OEI MCP
limiting and adjust collective to maintain 100% Nr. Confirm operation within
limits.
7. Lan d as soon as practicable.
8. For single-engine climb or cruise at airspeeds above Vbroc, reduce collec-

tive as required to achieve 107% Nr.

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FLIGHT MANUAL
After LDP - See SINGLE-ENGINE LANDING - CATEGORY "A" OR "B" below.
SINGLE-ENGINE LANDING - CATEGORY "A" OR "B"
1. Establish normal approach so as to arrive at a point 200 feet above the

touchdown elevation at 45 KIAS and a descent rate of no more than 600
fpm.
2. Confirm 30-Second Armed (green) or Usage (amber) light is on. Select the
30-Second OEI limiter if neither light is on.
3. Initiate a deceleration passing 50 feet at 45 KIAS.
4. Continue deceleration to running touchdown at or above translational lift.

Use collective pitch to cushion touchdown.

minimum.
6. Apply brakes as necessary to stop within heliport confines.
SINGLE-ENGINE FAILURE DURING APPROACH - ALTERNATE CATEGORY "A" PROFILE
The Alternate Category "A" Landing Decision Point (LDP) is 75 feet above the
touchdown elevation at 60 KIAS and a descent rate of not more than 300 FPM. If
an engine failure occurs before or at the LDP, the pilot may elect to perform a
balked landing or continue the approach to complete a single engine landing.
The approach must be continued to touchdown if the failure occurs after the LDP.
PRIOR TO OR AT LDP - BALKED LANDING (GO AROUND)
1. Apply collective to droop Nr to 100%, check N1 or torque indication at the

30-second limit, and confirm Usage light on. Confirm N1, T5, and torque in-
dications within limits.
2. Maintain 60 KIAS.
3. When or before the 30-Second Usage light starts to flash, select 2-Minute
limiting using the collective limit select switch. Adjust collective to maintain
100% Nr. Confirm operation within limits.


3-11
FLIGHT MANUAL
6. When or before the 2-Minute Usage light starts to flash, select OEI MCP
limiting and adjust collective to maintain 100% Nr. Confirm operation within
limits.
8. For single-engine climb or cruise at airspeeds above Vbroc, lower collective

as required enabling Nr to increase to 107%.
After LDP - See SINGLE-ENGINE LANDING - ALTERNATE CATEGORY "A"

PROFILE below.
SINGLE-ENGINE LANDING - ALTERNATE CATEGORY "A" PROFILE
1. Establish an approach to arrive at the LDP, a point 75 feet above the

touchdown elevation, at 60 KIAS and a descent rate of no more than 300
FPM.
2. Confirm 30-Second Armed (green) or Usage (amber) light is on. Select the
30-Second OEI limiter if neither light is on.
3. Upon passing the LDP, initiate a smooth deceleration while reducing collec-
tive to continue the descent through 50 feet with up to 20° - 25° flare atti-
tude.
4. Apply collective to reduce descent rate and decrease flare attitude to pass
20 feet at approximately 30 KIAS.
5. Continue deceleration to running touchdown at or above translational lift.

Use collective pitch to cushion touchdown.
6. After touchdown, neutralize cyclic while simultaneously reducing collective

to minimum.
7. Apply brakes as necessary to stop within heliport confines.
DUAL-ENGINE FAILURE
WARNING
Rotor RPM will decrease to an unrecoverable state with resultant

loss of control unless autorotation is entered immediately.
GENERAL
Dual-engine failure requires immediate action for a power-off landing. The varied
conditions under which engine failure may occur prevent dictating a standard
procedure. However, a thorough knowledge of the helicopter's characteristics will

3-12
FLIGHT MANUAL
enable a pilot to respond correctly to the emergency. The altitude and airspeed at
which engine failure occurs will dictate the action to be taken to effect a safe
landing. Should dual-engine failure occur, a safe autorotative landing can usually
be made. Upon dual-engine failure, the helicopter will swing to the left, due to the
reduction in torque as engine power decreases. An immediate collective pitch
reduction will be required to maintain Nr within safe limits. Minimum collective
(full down) should be selected until Nr builds to within normal operating range;
then a subsequent collective increase adjustment will likely be required to main-
tain desired Nr within limits. Apply tail rotor pedal as necessary to maintain head-
ing.
DUAL-ENGINE FAILURE WHILE HOVERING OR ON TAKEOFF AT 10 FEET OR BELOW
Settling will be very rapid; however, the landing can be cushioned by rapidly in-
creasing collective pitch prior to ground contact as the helicopter settles to the
ground. Decreasing collective could cause an excessive sink rate. The helicopter
should be held in a level attitude until contact is made with the ground, then the
cyclic control stick should be moved slightly forward of neutral. After ground con-
tact is made, reduce collective pitch to minimum and apply wheel brakes.
WARNING
Excessive displacement of the cyclic control stick aft of neutral

will decrease the main rotor blade-tail cone clearance and in-
crease the possibility of striking the tail cone with a main rotor
blade.
DUAL-ENGINE FAILURE DURING TAKEOFF AND INITIAL CLIMB
After climb has been started, do this:
1. Immediately decrease collective pitch to minimum and establish a glide at

75 KIAS, when altitude permits. Regulate collective pitch to maintain rotor
speed within limits. 100% to 105% Nr should be the optimum for glide to
touchdown.
2. Cabin occupants - Alerted.
3. Landing gear - DOWN. UP over water if flotation system is not installed.
4. Make an autorotative landing following procedure in paragraph titled Auto-

rotative Landings in this section.
DUAL-ENGINE FAILURE DURING CRUISE
A safe autorotative landing can be made if the helicopter is being flown at a safe
altitude-airspeed combination and there is enough terrain clearance to reach a
suitable landing area. When altitude and conditions permit, an air restart should

3-13
FLIGHT MANUAL
be attempted. If neither engine will start, a normal power-off landing should be

made as described in the paragraph titled Autorotative Landings in this section.
1. Reduce collective pitch immediately and establish an autorotative glide at

75 KIAS. Regulate collective pitch to keep rotor speed within limits. A com-
fortable rate of descent will be reached if Nr is adjusted to approximately
100% to 105%.
3. Fuel levers - OFF.
4. Engine levers - STOP.
5. Cabin occupants - Alerted.
6. If time and altitude permit, try to restart one or both engines.
NOTE
It will be left to the pilot’s judgment, whether to attempt a start or

to make an autorotative landing. If an attempt to start is to be
made, check Master Start switch is on and perform a normal
automatic start with engine lever in the IDLE or FLY position.
AUTOROTATIVE LANDINGS
NOTE
Autorotative landings for training purposes are not recom-

mended.
Power-off autorotative landing may be safely made except when operating at low
altitude and at a low airspeed. These procedures apply after autorotative entry
has been completed:
1. Establish a glide at a minimum 75 KIAS with approximately 100% to 105%

Nr.
3. At about 50 to 75 feet, execute a flare to about 20° nose up by moving cy-

clic stick back with no change in collective pitch. Avoid excessive flare rate
that can result in ballooning. When performed properly, the flare will check
the rate of descent and reduce airspeed while causing an increase in rotor
RPM.

3-14
FLIGHT MANUAL
4. As the flare loses effectiveness and the helicopter begins to settle,

smoothly reduce the flare attitude to about 10° nose up.
5. Just prior to ground contact, increase collective to cushion the landing.
6. Maximum desired ground contact speed is 40 knots. Desired nose attitude

is +10° or less.
7. Immediately after ground contact, decrease collective pitch smoothly and

slowly and neutralize cyclic.
8. Apply wheel brakes.
ENGINE CONTROL MALFUNCTIONS
NOTE
• If desired, refer to specific fault information listed by

category and fault in Part 2, Section I.
• Most DECU faults are latched and cannot be corrected

in flight by pilot action.
DECU TOTAL FAULT ON ONE ENGINE (TOTAL)
Symptom: Engine remains at fixed power or transitions to a high or low

fixed power and does not respond to increasing or decreasing
collective inputs
An apparent loss of load sharing because the affected engine

remains at or transitions to fixed power and does not respond to
collective inputs
30 second power is armed on other engine
NOTE
• A DECU total fault causes the engine fuel metering

valve to fail fixed (fixed fuel flow) at the position it is at
the time of failure. If the total fault occurred during an
engine power change (acceleration or deceleration due
to collective movement) the fuel flow may be frozen at a
high or low transitional fuel flow level. This can cause
the affected engine to settle at high or low fixed power
corresponding to the frozen fuel flow level. The other
engine will have 30 second power enabled (takeoff lim-
iter removed) and will continue to govern at 107% Nr

3-15
FLIGHT MANUAL
unless it is unable to offset the fixed power of the af-

fected engine. The pilot must manage collective and
collective ENG TRIM switch as necessary to avoid OEI
power rating usage or rotor overspeed conditions.
• A DECU total fault may cause engine out detec-

tion/annunciation to be controlled by backup cockpit de-
tection function based on N1 less than 48%.
• After a DECU TOTAL fault has been latched, no other

faults for that engine can be viewed on the IIDS until af-
ter landing.
Confirming: Blue ENG CONTROL capsule is on.
Magenta down facing arrow appears in advisory area of per-

formance display.
The affected engine is in manual control, and therefore N1,

torque, and T5 are constant and unchanged in response to in-
creasing or decreasing collective inputs.
NOTE
• The blue ENG CONTROL capsules include a press to

dim feature that is intended for night operations only. If
pressed during daylight operations, the light is difficult to
see.
• A DECU Total fault as announced in the DECU fault

area of the IIDS may not be accompanied by the illumi-
nation of the respective blue ENG CONTROL light. The
engine is in manual control and will not respond to in-
creasing or decreasing collective inputs. In this condi-
tion, T5 and N1 indications will be the backup values, and
torque will be absent.
Action: During Takeoff
If fault occurs in hover prior to initial power application for takeoff,

land and investigate.
If fault occurs after initial power application, continue takeoff and

climb. When power is changed to alter climb rate or establish
cruise flight, confirm that affected engine does not respond to the
collective input. If necessary to maintain 107% Nr or to ensure
that both engines remain within limits, adjust ENG TRIM switch.

3-16
FLIGHT MANUAL
See recommendations paragraph below. Land as soon as prac-

ticable.
Depressing the DECU FAULT ACCESS switch may access the

specific fault and status or recommendation. Depress the DECU
FAULT ACCESS switch again to view advisories if desired.
During Cruise If necessary to maintain 107% Nr or to ensure both engines re-

main within limits, adjust the collective ENG TRIM switch. See
recommendations paragraph below. Land as soon as practica-
ble.
During Approach or Landing with DECU TOTAL Fault
NOTE
Landing with an engine in manual control is approved without re-

striction.
A slow descent rate, 40-knot steep approach is recommended to

minimize ENG TRIM switch adjustment upon transitioning to
hover. At 40 knots in level flight, confirm and adjust the ENG
TRIM switch to set as much as 30% torque. Remain prepared to
readjust as required to maintain 107% Nr when initiating the de-
scent, but in most cases the 30% value can be sustained until
late in the approach.
Anticipate the power required to terminate the approach, and

passing 50 to 100 ft, begin increasing the contribution of the
manual engine to as much as 70% torque while maintaining
107% Nr. Ensure that both engines are maintained within limits.
Reduce the ENG TRIM switch at ground contact before lowering

collective. See recommendations paragraph below.
Recommendations:
Remain aware of the power contribution of the unaffected normal

engine. It can provide total rotor governing at 107% Nr if it is not
constrained at the high end by a maximum power limit or at the
low end by the inability to reduce total power once it has reached
zero torque. As much as possible, use smaller and slower, care-
ful collective inputs to bracket the power level of the normal en-
gine between a minimum and maximum level; a range of 5%
torque to takeoff power is recommended. With no increase in pi-
lot workload, normal rotor governing at 107% with no risk of limit
exceedance may be expected if the guideline is followed.

3-17
FLIGHT MANUAL
When transitioning to a descent that would result in a power level

less than the recommended 5% value, decrease the ENG TRIM
switch as required to rerange the normal engines power level
upward, and similarly, when transitioning to a higher power con-
dition where the nominal engine would exceed takeoff power, in-
crease the ENG TRIM switch to rerange the normal engine
downward.
Other than transitioning to approach and then to hover or run-on,

it is expected that most flight tasks can be accomplished without
adjustment of the ENG TRIM switch.
DECU TOTAL FAULTS ON BOTH ENGINES
Symptoms: As described for DECU TOTAL faults on one engine.
Confirming: As described for DECU TOTAL faults on one engine except that
both engines remain at fixed power. Neither engine will govern.
Actions: All collective inputs must be small and deliberate. If increased

power is desired, increase collective first and follow with ENG
TRIM switch to reestablish 106-108% Nr. If decreased power is
desired, decrease ENG TRIM switch first and follow with collec-
tive. Attempt to maintain rotor rpm at or to the low side of the ref-
erence.
Select a landing area offering at least 2,000 ft of usable surface.

The approach and landing profile must be a steep, slow rate of
descent, constant angle profile that will minimize power changes
during the approach. A roll-on landing is recommended.
DECU DEGRADED FAULT
Symptoms: Degraded engine control performance or an abnormal engine

indication is observed; i.e., one engine lagging behind the other
during power increase or decrease, small transient Nr over-
shoots or undershoots of the 107% reference, steady state
trimmed Nr is outside the 106% to 108% normal operating range,
degraded N1 matching, N1 indicator OEI light(s) displayed with
both engines operating in FLY within limits, or an abnormal shift
in torque or T5 relationship between engines.
A magenta arrow is displayed in the advisory area of the IIDS

performance display.
Confirming: A DECU DEGRADED fault is displayed on the IIDS for the ef-
fected engine after depressing the DECU FAULT ACCESS
switch on the BARRIER FILTER panel. Scroll DOWN for multiple

3-18
FLIGHT MANUAL
faults when shown by the presence of a magenta arrow. All

faults have been acknowledged when no magenta direction is
present. Acknowledged faults can be reviewed by following the
cyan direction.
Actions: If engine control abnormality is observed prior to initiating take-

off, land and investigate.
As much as possible, reduce the magnitude and rate of collec-

tive inputs to minimize any observed undesirable effect without
compromising normal flight tasks. If N1 indicator OEI light(s) dis-
played, consider selecting the OEI MCP limit. In the event of a
large torque split with an N1 indicator OEI light displayed, con-
sider selecting OEI MCP to enable power contribution of the low
engine when the high engine reaches the limit. Avoid aggressive
maneuvering flight.
NOTE
Some faults will inhibit the default to 30-Second power in the

event of an engine failure.
Use caution when proceeding with OEI MCP selected and select
the desired limit, 30 seconds or 2 minutes, if required.
If an abnormal parameter indication or shift in relationship be-

tween engines is observed, carefully monitor and use the indica-
tions of the other engine as a guide when operating near limits.
Depress the DECU FAULT ACCESS switch to display advisories

if desired.
Land as soon as practicable. If desired, refer to the degraded

fault information listed in Part 2, Section I for any specific rec-
ommendations.
DECU MINOR FAULT
NOTE
Minor faults are, for the most part, not detectable in flight. Some
are single sensor faults where the redundant backup is used,
others are faults where the same component from the other en-
gine serves as backup, and the remainder include faults that
may affect engine shutdown or start-up for the next flight but do
not affect the present flight.

3-19
FLIGHT MANUAL
Symptoms: A minor fault is displayed on the IIDS after depressing the DECU
FAULT ACCESS switch. Scroll DOWN for multiple faults when
shown by the presence of a magenta arrow. All faults have been
acknowledged when no magenta direction is present. Acknowl-
edged faults can be reviewed by following the cyan direction.
Actions: Reduce the magnitude and rate of collective inputs to minimize

any observed transient degradation in N1 matching that may ac-
company faults that use cross channel information.
If desired, refer to the minor faults information listed in Part 2,

Section I for any specific recommendations.
Depress the DECU FAULT ACCESS switch to display advisories

if desired.
Continue flight.
Engine Control Oscillations (WITHOUT DETECTED FAULT CATEGORY)
Symptoms: Unsteady engine operation, random or periodic uncommanded

oscillations, significantly degraded N1 governing, or large torque
swings.
Confirming: No faults displayed on the IIDS after depressing the DECU

FAULT ACCESS switch, or the emergency procedures de-
scribed above for total, degraded, and minor faults have not
been effective.
Actions: While observing N1, make several collective inputs up or down

and attempt to judge which engine's N1 follows the collective in-
put. Select manual control on the engine that did not follow the
collective input. Decrease power using the ENG TRIM switch un-
til the oscillatory response is reduced. If the oscillations continue,
return the engine manual control to AUTO and repeat the proc-
ess using the other opposite engine in manual mode.
Also review the DECU DEGRADED FAULT procedure above to

determine whether an unannounced fault has been latched.
Land as soon as possible.
ENGINE OVERSPEED CAUTION LIGHT ON (In Powered Flight)
Symptom: No. 1 or No. 2 overspeed caution light on - There is a system

malfunction resulting in a loss of overspeed protection.

3-20
FLIGHT MANUAL
Action: Proceed with the flight. Perform corrective maintenance before

the next flight.
ENGINE AUXILIARY SYSTEMS FAILURE
ENGINE OIL SYSTEM FAILURE
NOTE
If engine oil pressure is observed to be above the normal operat-

ing range, continue the flight. Upon landing, make an appropriate
notation in the aircraft maintenance log.
Symptoms: 1 or 2 OIL PRESS warning light on and engine oil pressure be-
low 24 PSI, or engine oil temperature above 115°C.
Action: Transition into single-engine flight if possible. Shut down affected

engine and land as soon as practicable.
lf single-engine flight is not possible, select MANUAL CONTROL

on the affected engine, and reduce its power contribution to the
minimum required to reach a landing site. Land as soon as pos-
sible following specific landing procedures described under
DECU TOTAL FAULT ON ONE ENGINE.
NOTE
A single indication of low oil pressure, indicator or warning light,

should not be treated as an oil system failure unless it can be
verified that the other indicating system has failed or there is
some other failure indication.
FUEL PRESSURE WARNING LIGHT ON
Illumination of the 1 or 2 FUEL PRESS warning light indicates that the engine
fuel pressure at the high-pressure pump inlet has fallen below 7.25 PSI.
Blockage or Failure of the engine low-pressure ejector pump could cause loss of
fuel pressure. The engine should operate normally with an ejector pump failure,
but the condition must be corrected prior to the next flight.
Low fuel pressure fluctuation might be caused by air in the engine fuel line, which
could be caused by a leak in a fuel line or impending fuel starvation. Such
causes will usually result in unsteady engine operation, including fluctuation in
output torque, N1, T5, and possibly unsteady rumbling noises.
Symptoms: Initial: 1 or 2 FUEL PRESS warning light on.

3-21
FLIGHT MANUAL
Confirming: Possibly none or if a fuel line leak or impending starvation, er-

ratic fuel flow indication, and fluctuating N1, T5, or torque.
Action: Note discrepancy. Correct prior to next flight. Consider crossfeed

if judged to be a fuel quantity condition.
If other engine parameters indicate a possible engine problem,

adjust flight conditions to minimize impact of possible engine
failure. Land as soon as practicable.
FUEL FILTER CAUTION LIGHT ON
Symptom: 1 or 2 FUEL FILTER caution light illuminates.
Action: Continue flight. Perform corrective maintenance before next

flight.
FUEL FLOWMETER BEYOND NORMAL RANGE
If a fuel flowmeter indicates erratically or goes beyond normal range (will display
dashes, =, above 800 pph), cross check the other engine indicators (N1, T5,
torque, fuel pressure caution light). If all other indications are normal, continue
the flight and monitor the other engine instruments closely.
ANTI-ICE CAUTION LIGHT ON
The anti-ice caution light for each engine is on in the following cases:
(A) Anti-ice switch ON but

Engine anti-ice bleed air failed.
(B) Anti-ice switch OFF but

Engine anti-ice bleed air on.
Symptoms: Either engine anti-ice caution light on –

That engine anti-ice switch ON and
That engine anti-ice advisory light is off.
Action: Assume anti-ice failure on that engine –

Land as soon as practicable
Symptoms: Either engine anti-ice caution on

That engine anti-ice advisory light on
That engine anti-ice switch OFF.
Action: Assume anti-ice bleed air is flowing on affected engine. Check Al

CONT circuit breaker in and cycle anti-ice switch to attempt to

3-22
FLIGHT MANUAL
reset anti-ice valve. If reset is unsuccessful, plan on slightly re-

duced power available on affected engine.
CHECK BAR FILT CAUTION LIGHT ON
On the ground:
Symptom: CHECK BAR FILT caution light on the IIDS and the MAINT con-
dition light on the BARRIER FILTER panel is illuminated with six
or more segment lights.
Action: Flight is prohibited. Filter maintenance must be performed prior

to flight.
In the air:
Symptom: CHECK BAR FILT caution light on the IIDS and CAUT condition
light on the BARRIER FILTER panel is illuminated with nine or
more segment lights.
Action: Monitor engine parameters for secondary indications. An in-flight

power assurance check shall be performed. Land as soon as
practicable. Filter maintenance must be performed prior to next
flight.
CAUTION
Illumination of the CHECK BAR FILT caution light on the IIDS
and the CAUT condition light on the barrier filter panel indicates
significant blockage of one or both of the barrier filters has oc-
curred. Monitor the primary engine instruments and Barrier Filter
Panel for abnormal indications. If this occurs in-flight, perform an
in-flight Power Assurance check to determine engine power
available. Failure of a Power Assurance check means that pub-
lished flight manual performance will not be available until main-
tenance is performed. Avoid maneuvers that require high power
applications. If possible, perform a running or no hover landing.
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) MALFUNCTIONS
In the event of a failure of any component in the EFIS master switch system, a
Radio/EFIS master bypass panel is provided to supply power directly to each
EFIS 28 vdc bus. If a failure is detected by the absence of power on either EFIS,
the appropriate switch on the Radio/EFIS master bypass panel may be activated
to the BYPASS position.
A CRT FAN FAIL annunciator is provided to annunciate a fan failure. If a CRT

fan fails in flight, continue to destination. Correct the malfunction, if required, be-
fore the next flight.

FLIGHT MANUAL
When dual pilot and CRT failure requires use of composite mode, use the re-
maining full pilot display for an approach. If single pilot and composite mode is
required, use radar vectors for precision approach positioning, since ADF infor-
mation is not available on the composite display.
In the event of a failure of the 5x6 altimeter or airspeed display during flight, the
pilot should use the corresponding pitot statically powered instrument displays for
altitude or airspeed, and land as soon as practicable.
Failures of SG, ATT, HDG, and ADC can be handled by reversion to alternate
sources. Refer to the EDZ-756 EFIS Pilot’s Manual for specific procedures.
ENGINE INSTRUMENT MALFUNCTIONS
N1 INDICATOR OR TORQUE INDICATOR MALFUNCTION
Action: Revert performance display to different position and reassess.
Use the torque indicator and N1 of the unaffected engine to man-

age power.
The N1 indication source is redundant. The indicator will display a

corrected backup signal if the primary source fails.
T5 INDICATOR MALFUNCTION
Symptom: T5 indicator inoperative.
Sudden shift in T5 relationship with respect to other engine

parameter or T5 of the other engine.
Actions: If T5 indication is abnormal, alter required power, when able, to

remain within limits and compare indications to N1, T5, fuel flow,
and torque of other engine to determine validity.
ENGINE CHIP DETECTOR CAUTION LIGHT ON
Symptoms: 1 ENG CHIP or 2 ENG CHIP caution light on.
Action: Pull and reset CHIP DET circuit breaker of affected engine.
If light remains off, continue flight.
If light comes back on, transition to flight conditions suitable for

single-engine operation, retard the affected engine to IDLE, and
land as soon as practicable. During the approach to landing, it is
permissible to readvance the engine to FLY and complete a
normal dual engine landing. Check the engine instruments for

FLIGHT MANUAL
secondary malfunction indications before advancing the engine

lever. If secondary indications are evident, refer to the applicable
procedure. After touchdown, initiate the 30-Second cooldown
and secure the engine as soon as possible. Refer to the Mainte-
nance Manual actions required prior to subsequent flight.

FLIGHT MANUAL
If single-engine flight is not possible, select MANUAL CONTROL

on the affected engine and reduce its power contribution to the
minimum required to reach a landing site. Land as soon as pos-
sible. Upon transitioning to the approach, exit MANUAL CON-
TROL and complete a normal dual-engine landing. After touch-
down, initiate the 30-Second cooldown and secure the engine as
soon as possible. Refer to the Maintenance Manual for actions
required prior to subsequent flight.
MAIN GEAR BOX SYSTEM FAILURES
The most common main gear box system malfunctions are of three general
types: (1) lubrication system failure, (2) transmission component failure, and (3)
transmission accessory failure. The pilot has a cockpit gage indicating oil tem-
perature and pressure and three caution lights monitoring low oil pressure, high
oil temperature and chip detected, which inform him of the operating condition of
the system. A thorough knowledge of the main transmission and accessory sys-
tems will enable the pilot to evaluate the indications available to him, diagnose
problems, and act accordingly. In general, a single failure indication dictates that
the helicopter be landed as soon as practicable. If multiple failure indications,
including abnormal noise and/or vibration, are noted, land immediately.
MAIN GEAR BOX OIL SYSTEM FAILURES
Main Gear Box Oil Pump Failure
Symptom: Oil pressure falls to 40 to 45 PSI and remains steady.
Action: Land as soon as practicable. Monitor main transmission gages

and caution light for further failure indications.
NOTE
The remaining pump will normally provide adequate lubrication

for the main gear box.
Low Oil Pressure
Symptom: MGB PRESS warning light on.
Confirming: Main transmission oil pressure less than 20 PSI.
Action: Over Land
Land as soon as possible.

3-25
FLIGHT MANUAL
Descend to a minimum safe altitude and reduce airspeed to 80

knots if required to reach a landing site.
If loud or unusual noises or high vibration levels occur, land im-

mediately.
Over Water
Descend to a minimum safe altitude, proceed to the nearest

landing site, and reduce airspeed to 80 knots. Land as soon as
possible.
If loud or unusual noises or high vibration levels occur, land im-

mediately.
Most likely cause of low oil pressure is an excessive loss of

transmission oil. Other indications such as high temperature or
chips detected may or may not occur. Do not attempt further
flight until cause of low-pressure indications has been corrected.
High Oil Temperature
Symptom: MAIN XMSN OIL HOT warning light on.
Confirming: Main transmission oil temperature above 120°C.
Action: Reduce power, and land as soon as practicable. If oil tempera-

ture rises above 135°C or if oil pressure drops, land as soon as
possible.
NOTE
If the indicated oil temperature remains above 120°C, a trans-

mission oil cooler malfunction is indicated. Transmission oil tem-
perature should be controlled by avoiding high power settings
and/or prolonged hovering.
Main Gear Box Chip Detector
The main transmission is equipped with Fuzz Burn type chip detectors.
Symptom: MAIN XMSN CHIP caution light on.
Action: Pull and reset MGB CHIP DET circuit breaker.

3-26
FLIGHT MANUAL
If light comes back on, land as soon as practicable.
In case of secondary failure indications such as an oil pressure

loss or temperature rise, land as soon as possible. Operate at
best rate of climb speed (minimum power required) and at a safe
minimum altitude.
If loud noises or high vibration levels occur, land immediately.
INTERMEDIATE OR TAIL GEAR BOX CHIP/HIGH OIL TEMPERATURE DETECTED
Symptom: INT GB CHIP/HOT or TAIL GB CHIP/HOT caution light on.
Action: Pull and reset the DET I/TGB circuit breaker.
If light comes on, land as soon as possible.
If loud noises, smoke or high vibration levels occur, land imme-

diately. Anticipate tail rotor loss of thrust. (See TAIL ROTOR
MALFUNCTIONS.)
Intermediate and tail gear boxes have combination high-

temperature and fuzz burn chip detectors.
ROTOR BRAKE CAUTION LIGHT ON – ROTOR TURNING
Symptom: ROTOR BRAKE caution light on.
Action: During start or shutdown on ground:
Shut down and investigate.
During Flight:
Rotor brake handle - Check in detent.
If ROTOR BRAKE caution light remains on, investigate for rotor brake fire
(smoke, unusual noises or vibrations, etc.). If rotor brake fire is suspected,
land immediately.
The ROTOR BRAKE caution light indicates that pressure has been applied to
the rotor brake system. If this pressure results in a rotor brake puck dragging
against brake disk, an overheated brake disk and possible rotor brake fire
might occur.

3-27
FLIGHT MANUAL
FLIGHT CONTROL HYDRAULIC SERVO SYSTEM FAILURE
Complete control of the helicopter can be maintained through either stage of the
flight control system; however, prolonged operation with only one servo system
operating is not recommended. This is an emergency condition, since control is
not possible with both servo systems inoperative. Flight conditions and route
should be chosen which would allow a safe immediate landing.
PUMP FAILURE OR LOSS OF PRESSURE IN BASIC HYDRAULIC SYSTEM
Symptom: #1 or #2 SERVO SYSTEM caution light on (below 1,600 PSI).
Confirming: Decrease in corresponding gage pressure.
Action:
1. Servo switch - Failed system OFF if no usable pressure remains or if erratic

pressure is observed.
2. Reduce airspeed to 125 KIAS or lower.
3. Land as soon as possible.
4. If controls bind or are restricted, land immediately.
NOTE
If the second stage has malfunctioned and flight range consid-

erations permit, immediately lower the landing gear. If gage
pressure has decreased to below about 2,000 PSI, it may be
necessary to use the emergency landing gear system to lower
the landing gear.
LOSS OF HYDRAULIC PRESSURE TO THE TAIL ROTOR SERVO
Symptom: #1 and #2 SERVO SYSTEM caution lights on. Extremely high

pedal forces required to control heading. Collective drives down
with left pedal and up with right pedal.
Confirming: No. 1 system pressure normal.

No. 2 system pressure decreasing or zero.
Control of the helicopter can be maintained in the unlikely event that pressure is
lost in both hydraulic lines to the tail rotor servo. Transient response and the de-
gree of uncoordinated trimmed flight will depend upon the initial flight condition,
whether level cruise, climbing, descending, high speed, slow speed, or hover.

3-28
FLIGHT MANUAL
Due to the mechanical interaction of pedals and collective within the mixing unit
not normally seen when the tail servo is functioning, the collective will drive when
a force is applied to move pedals, and the pedals will similarly move if not re-
strained when a collective input is made. Pedal motion is indicative of mixer unit
interaction and not tail rotor pitch control. Attempting to react pedal and collective
forces within normal capability will result in some contribution to yaw control al-
though priority should be given to collective input at the expense of heading con-
trol when necessary to control altitude or prevent unplanned ground impact.
While the following procedures are intended to provide optimum control of the
helicopter, some uncoordinated flight is to be expected in transitioning from the
initial flight condition, through the approach, and up to the landing. Make all con-
trol inputs smoothly and gradually to soften any transient response.
Action:
Cruise Flight:
1. 1. Reduce airspeed to 125 knots and proceed to a location where a run-on

landing can be made.
2. Lower the landing gear using the landing gear emergency T-handle.
3. Initiate a long shallow approach, gradually reducing airspeed to 45 knots.

During the transition to 45 knots, the helicopter will yaw left and it may be
desirable to accept some left yaw instead of trying to overcome the collec-
tive load. As the 45-knot airspeed range is approached, less pedal and col-
lective force will be required to maintain heading.
4. When over the landing surface, level the helicopter at 45 knots. The heli-
copter should be in nearly coordinated flight.
5. Perform a run-on landing.
6. After touchdown use differential braking to maintain heading.
CAUTION
Do not allow airspeed to go below 45 knots during the approach.

If below 45 knots DO NOT attempt a go around.
Below 45 Knots: Varying amounts of right yaw will be experienced depending

on airspeed and gross weight. It will require the pilot's judg-
ment as to whether the pedal and collective loads are man-
ageable enough to gradually continue to 45 knots. If the de-
termination is made to continue, follow the approach proce-
dure in the section under cruise flight. If the yawing is unman-
ageable, level the aircraft and land immediately.

3-29
FLIGHT MANUAL
Hover: The aircraft will immediately yaw right. Left pedal force re-
quired to arrest this yaw would be so great that the resultant
down collective load will be very difficult to override. As much
as 200 pounds left pedal force resulting in 50 to 70 pounds
down collective load may be expected. Therefore, level the
aircraft and land immediately.
SERVO UNIT JAM OR MALFUNCTIONING SERVO SHUTOFF VALVE
Symptom: #1 or #2 SERVO SYSTEM caution light on and corresponding

hydraulic gage pressure normal.
Confirming: Both system gage pressures - Normal.
Both flight control servo switches - ON.
Action:
1. Reduce airspeed to 125 KIAS or lower.
2. If binding or restrictions in the controls are felt, shut off failed system and
land as soon as possible.
3. If binding or restriction in the controls does not disappear after failed sys-
tem is shut off, land immediately.
4. If no binding or restriction in controls is felt, recycle appropriate SVO JAM

circuit breaker on DC ESNTL bus panel. If appropriate SERVO SYSTEM
light goes off, a momentary jam is indicated. Continue for a landing as soon
as practicable.
5. If SERVO SYSTEM light remains on after step 4., either a jam or malfunc-
tioning servo shutoff valve is indicated or, additionally, a tail rotor servo sys-
tem hydraulic leak may have been isolated if the #1 SERVO SYSTEM has
been the problem system. Land as soon as possible.
NOTE
• When a SERVO SYSTEM caution light goes on in flight,

a holding relay will keep the light on even if the cause
was momentary. Since the holding relay operates
through the landing gear interlock that functions only
when the helicopter is airborne, the caution light will go
off upon landing if caused by a momentary jam condi-
tion. The caution light may be cleared in flight by recy-
cling the appropriate SVO JAM circuit breaker on the
DC ESNTL bus panel.

3-30
FLIGHT MANUAL
• Troubleshooting a malfunctioning servo shutoff valve;

specifically, pulling the NO. 1 SVO SHUTOFF circuit
breaker, will defeat the tail servo isolation protection re-
sulting in possible system depletion if an actual leak had
been isolated.
FLIGHT CONTROL DAMPER JAM
Symptom: Cyclic or collective control of pitch, roll, or collective will not move
with normal hand-control pressure.
Confirming: Typically, only one axis is involved, and remaining axes are nor-
mal.
Action: If on the ground, shut down and investigate. In flight, check that
securing the affected trim system does not alleviate jam and a
foreign object does not impede that cockpit controls travel.
Applying increased hand-control pressure will relieve a shear

device within the jammed flight control damper. Typical amount
of force required is:
Collective 55 - 62 pounds
Pitch 17 - 20 pounds
Roll 35 - 40 pounds
TAIL ROTOR MALFUNCTIONS
Tail rotor malfunctions can be classified generally as drive system or control sys-
tem failures. The helicopter's reactions and consequences of tail rotor failures will
vary widely, depending upon the type of failure and the flight condition of the
helicopter at the time of the failure. In general, however, control system failure is
less critical than drive system failure.
TAIL ROTOR DRIVE SYSTEM FAILURE IN FORWARD FLIGHT
Since tail rotor drive system failures may produce a large response from the
helicopter it is very important to recognize impending failure. Excessive noise or
vibration in the tail section will usually precede the failure. When this occurs at
high speed, immediately slow to 100 to 110 KIAS. Tail rotor drive system failure
is always accompanied by a sharp yaw to the right. Reduce collective as
necessary to control the yaw. Autorotate if necessary to control yawing rate.
When a landing is to be made:
1. Autorotate.

Revised August 10, 2009 3-31
FLIGHT MANUAL
2. Maintain airspeed of 75 KIAS.
4. Engines - Shutdown before touchdown.
5. Execute autorotative landing.
NOTE
Ground contact speed must be held to a minimum to reduce the

tendency to roll over due to yaw.
TAIL ROTOR DRIVE SYSTEM FAILURE IN A HOVER
1. Maintain helicopter attitude and attempt to achieve zero groundspeed and

drift.
2. Engine levers - STOP at about 10 feet if possible.
3. Increase collective to cushion landing.
TAIL ROTOR CONTROL SYSTEM FAILURE
The most probable tail rotor control failures are jammed or binding controls, be-
fore or after the mixing unit. An interruption of the control system such as a sev-
ered control cable is also possible. The helicopter's reaction and the cues avail-
able to the pilot will vary widely with flight regime.
Depending upon the origin of the interference, the pedals may not be movable
(control bind or interference between the pedals and the collective to yaw control
mixer), or movable through a restricted range (blocked pedal damper orifice). Full
collective control is available under these conditions and normal collective to yaw
inputs to tail rotor pitch will be available. Minimal yaw control loss will result from
this condition.
Fixed Pitch Setting - General
A control bind or interference aft of the mixer output will result in a fixed tail rotor
pitch situation. Full collective control is available when this occurs only if the pilot
allows the pedals to move simultaneously with collective. No tail rotor pitch con-
trol is available, and adverse yaw proportional to the amount of collective change
should be expected. Therefore, in this fixed tail rotor pitch condition, disregard
pedal motion as an indicator of potential tail rotor control.
The technique for landing the helicopter will vary greatly, depending upon the
resulting tail rotor thrust. A practice approach at altitude may be useful in predict-
ing yaw response as a function of airspeed, but care should be taken to avoid

3-32
FLIGHT MANUAL
slowing beyond safe limits. Yaw SAS will continue to provide short-term damping
reducing gust-related disturbances and both channels should be selected on, if
available. In general, touchdown will be made with some yaw. Attempt to land
with a minimum rate-of-descent. Touchdown should occur first on the most for-
ward main landing gear. Counter roll tendency with cyclic while allowing nose of
helicopter to pivot toward direction of landing. After touchdown, slowly lower col-
lective to minimum and use differential braking to control helicopter on ground.
Fixed Pitch Setting - Reduced Power
The helicopter will swing right as power is applied, with the amount and rate of
yaw proportional to the amount and rate of power applied. Decrease power as
necessary to control the heading of the helicopter. Make a roll-on landing at the
speed, up to 40 knots, which results in minimum yaw on touchdown.
Fixed Pitch at High Power Settings
The helicopter will swing left as collective pitch is reduced, at a rate and amount
proportional to the rate and amount of collective reduction. Make an approach
and landing, accepting some left yaw on approach. Touch down at a speed slow
enough to permit an increase of collective at touchdown to minimize yaw. Con-
sideration might be given to selecting a runway with a right crosswind, which will
reduce some of the adverse yaw on touchdown.
Fixed Pitch Setting at Cruise Power
The helicopter will swing left or right as power is reduced or added, although in
general the reaction should be milder than in the previous cases described. Plan
approach and landing to touch down at the airspeed below 50 knots that corre-
sponds to the cruise power setting.
Tail Rotor Cable Failure - Centering Spring Active
Normally passive, the centering spring(s) will become active upon the failure of
the respective control cable(s). Upon recognizing a tail rotor cable failure, pro-
ceed to a landing area offering at least 2,000 feet of surface. Crosswind landings
with winds greater than 10 knots are not recommended. Yaw SAS continues to
provide short-term damping that reduces gust related disturbances and both
channels should be selected on.
If insufficient yaw control remains to enable trimmed flight, accept the sideslip
and fly the helicopter along a desired track using lateral cyclic. A single cable
failure will affect tail rotor control from the centering spring position (-2°) in failed
direction only, leaving full control in the opposite direction by means of the re-
maining cable. Although the helicopter may continue to fly normally enroute and
during descents, it is recommended that the following dual cable failure landing
procedure be followed to complete a roll-on landing as soon as the helicopter
heading is satisfactorily aligned with the runway.

3-33
FLIGHT MANUAL
Landing Procedure - Tail Rotor Control Cable Failure, Centering Spring Ac-
tive
Initiate a long shallow approach, commencing descent at about 80 KIAS. Plan

approach to be established low, on short final, with 60 KIAS. Expect heading to
remain left of track but responsive to collective change, yawing further left with
collective reduction and right with collective increase.
When over the landing surface, arrest remaining rate of descent with a gradual
cyclic flare that results in a level flight deceleration to 40 KIAS. Use small collec-
tive inputs as necessary and continue a level flight deceleration at 10 feet wheel
height or lower. Left yaw will decrease, as airspeed decreases and power re-
quired increases. Plan touchdown point to occur as helicopter heading becomes
aligned with runway. Do not attempt to slow beyond where an acceptable yaw
attitude is realized. After touchdown, gradually reduce collective while maintain-
ing runway heading with differential braking.
A balked landing is executed during the approach by adding sufficient collective

to initiate a gradual acceleration while establishing a shallow climb. As airspeed
increases, additional collective may be used if a steeper climb is desired. A
balked landing should not be attempted once the nose swings right of center.
Collective application beyond this point can result in a continuing flat rotation to
the right.
CAUTION
Large control inputs at moderate to rapid rates are to be avoided.

Collective applications, especially, should be slow and deliber-
ate, not exceeding that required to gradually transition from one
flight regime to the next (approach to balked landing, descent to
level off, and touchdown to rollout are examples).
Tail Rotor Damage
Damage to the tail rotor can be noted by a sharp increase in tail rotor vibration.
Slow to about 90 KIAS and land as soon as possible.
FIRE
ENGINE COMPARTMENT FIRE
Symptom: #1 or #2 FIRE warning light and respective T-handle light on with

continuous tone heard.
Confirming: Smoke, burning odor, or erratic engine indications.
Action: Reset tone by pressing a FIRE warning light.

3-34
FLIGHT MANUAL
With fire confirmed, establish safe single-engine flight while fully

retarding the illuminated T-handle of affected engine.
Place fire extinguisher switch to MAIN. An extinguishing of the

appropriate fire warning light and T-handle is supportive informa-
tion the fire has been arrested. If fire persists, place fire extin-
guisher switch to RESERVE.
If any sign of fire still persists, land immediately, otherwise land

as soon as possible.
Shut down and leave helicopter immediately.
INTERNAL ENGINE FIRE AFTER SHUTDOWN
Symptom: Smoke, flames and/or a rapid increase in T5.
Confirming: No FIRE warning light or tone.
Action: With engine lever at STOP and trigger released, press and hold
starter button to motor engine.
If smoke or flames persist, fully retard T-handle and continue to

motor engine while fire guard discharges an extinguisher into
engine air intake.
If fire persists, shut off all switches and leave helicopter.
NOTE
If fire-warning lights should go on at any time during this proce-

dure, follow procedure in the paragraph titled ENGINE COM-
PARTMENT FIRE.
CABIN OR COCKPIT FIRE
1. Begin a descent, if able.
CAUTION
If smoke accumulation becomes a problem, execute SMOKE

AND FUME ELIMINATION procedure below and continue to
fight fire.
2. Close all cabin ventilation.
3. Heater control BLEED AIR switch - OFF.

3-35
FLIGHT MANUAL
4. Determine location and extent of fire. Use portable fire extinguisher.
5. Land as soon as possible and shut down.
6. If fire is not out, land immediately and leave helicopter.
BAGGAGE COMPARTMENT SMOKE DETECTED
Symptom: SMOKE DET BAG warning light illuminated.
Confirming: Unusual smell or smoke.
Action: Land as soon as possible. Inspect baggage compartment and

fight fire with fire extinguisher if required.
NOTE
The baggage compartment is sealed so that harmful quantities of

smoke will not enter the cockpit and cabin. Large quantities of
smoke in the baggage compartment will probably be smelled in
the cockpit/cabin area.
SMOKE AND FUME ELIMINATION
The following procedures will eliminate smoke and fumes from the cockpit and
cabin.
1. Pilot's clear view window - OPEN.
2. Heater BLOWER switch - ON. Turn OFF if smoke or fumes are noted com-
ing from cabin or cockpit air outlets.
3. Door vents and cabin exhaust ducts, if equipped - OPEN.
ELECTRICAL FIRE
Electrical fires are generally indicated by a smell of burning insulation and/or ac-
rid smoke. As in any fire, the most important consideration is to maintain safe
flight while dealing with the fire. When detecting an electrical fire, the pilot must
shut down any unnecessary electrical equipment.
If in VMC, perform the following:
Turn off both dc generators, the ac generator, and the inverter(s), and pull DC
bus-tie circuit breakers (2) on the DC primary circuit breaker panel. Choose the
appropriate action.
Action:

FLIGHT MANUAL
– If fire persists, turn on all generators and inverter(s), and turn off battery.
The fire should go out. Land as soon as possible. The emergency blow-
down system will be required for landing gear extension.
or
– If fire goes out, restore the following equipment in sequence. Allow a

brief interval between actions to assess response. Disengage the com-
ponent if signs of fire return. Land as soon as possible.
– Ac generator
– No. 1 dc generator, and if fire remains out, reset the bus-tie circuit
breakers (2).
– If in IMC, transition immediately to VMC flight if possible. If it is not pos-

sible to achieve VMC flight and the source of the fire is not evident, see
Figure 3-1.
LANDING GEAR MALFUNCTIONS
The lighting of all three green gear down indicator lights and the red UNLKD gear
warning light going off indicate normal gear extension. Complete retraction will
result in all four lights going off. Any other indications must be assumed unsafe
and require the following emergency action.
NOTE
• Once a safe down indication is obtained, the landing

gear should not be cycled. Land gently, have the gear
pinned, and shut down. Taxi operations with unpinned
gear should be avoided. Also avoid the use of the rotor
brake with unpinned gear.
• If gear cannot be made to extend completely or cannot

be pinned, a landing on a cradle or similar fixture should
be made (mattresses, sandbags, etc.). An asymmetrical
gear extension could increase roll tendency. Landing
with all wheels up would probably not lead to roll over.
Consider evacuation of passengers and unrequired
crew while at a hover; avoid rapid deceleration of rotor.

FLIGHT MANUAL
Figure 3-1. Electrical Fire Procedures, IMC

3-38
FLIGHT MANUAL
LANDING GEAR WILL NOT EXTEND
NOTE
Absence of normal No. 2 hydraulic pressure or dc essential bus

power requires the use of the emergency landing gear blowdown
system.
Symptom: On lowering the gear handle, none of the three green indicator
lights illuminate within the normal extension period.
Action: Press any IIDS test button and check landing gear lights.
Slow to about 80 KIAS.
Check that LDG GR CONT and LDG GR POS LTS circuit break-
ers are set.
Attempt to cycle the gear handle several times and leave down.
On final approach before reaching a hover, check that the nor-

mal gear handle is selected DN, and then turn and pull the
emergency landing gear T-handle to discharge the blowdown
bottle.
A three green safe indication is to be expected following use of

blowdown.
NOTE
Once blowdown bottle has been discharged, do not attempt to

raise landing gear. Maintenance is required prior to next flight.
Complete the landing by touching down lightly. Have a crewman

pin the gear prior to taxi or shutdown.
UNSAFE INDICATION - GEAR EXTENSION
Symptom: On lowering gear handle, one or two of the three green indicator
lights do not light, and/or red UNLKD light remains on.
Action: If a green light is off, press test button on caution-advisory panel.

If light does not test, switch light bulb with one of other lights and
check for a safe indication.
Slow to about 80 KIAS.
Check that LDG GR CONT circuit breaker is set.

FLIGHT MANUAL
Cycle landing gear several times.
CAUTION
If any indications of a jammed gear are present, leave gear han-

dle DN.
If landing gear still does not extend, hover and have someone outside examine
landing gear. Consider having ground crew make a careful attempt to pull gear
into place. Use of the emergency blowdown system is not recommended for
cases with mixed safe and unsafe indications.
If at this point the gear appears to be extended and/or a safe gear indication is
obtained, touch down lightly and have crew pin gear. Do not put weight on or taxi
on unpinned gear.
UNSAFE INDICATION - GEAR RETRACTION
Flight above 130 KIAS is not authorized with the landing gear extended or par-
tially extended.
Symptom: With gear handle UP, one or more green indicator lights or the
red UNLKD light remain on.
Action: Slow helicopter to 80 KIAS.
Lower gear handle. If a safe down indication is obtained and

destination can be reached with gear down, continue flight at air-
speeds up to 130 KIAS. Do not consider raising gear again
unless no safe landing area is within reach with gear extended.
If gear will not extend, continue as in the section titled Unsafe

Indication – Gear Extension.
ELECTRICAL SYSTEM FAILURES
BATTERY OVERTEMPERATURE
Symptom: BATT HOT warning light on.
Action: Check BATT OFF caution light on. If caution light is not on, place
battery switch OFF.
Land as soon as practicable.
If any smoke or odor is noted, land as soon as possible.

3-40
FLIGHT MANUAL
FEEDER Fault (FOR AIRCRAFT WITH NOSE BATTERY INSTALLATION)
Symptom: BATT FEED light on, and BATT OFF light on.
Action: Cycle the battery OFF, then ON. If light extinguishes, continue. If
light remains on, turn battery switch OFF. Land as soon as prac-
ticable.
NOTE
With battery power only, the BATT FEED light will not be accom-
panied by a BATT OFF light. With external power, the battery is
automatically disconnected and BATT FEED light cannot illumi-
nate.
SINGLE DC GENERATOR FAILURE
Symptom: #1 or #2 DC GEN caution light on.
Action: Move affected generator switch to OFF, wait 5 seconds and

move to RESET, then ON. Repeat as necessary.
If unable to restore generator output, place failed generator

switch OFF. If in IMC, transition to VMC as soon as practicable
and continue flight.
If single generator fails, the remaining generator will normally

provide required power for all other installed equipment. Con-
sider shutting off unnecessary equipment, however, as a conser-
vative measure. The radio master switches, if installed, may be
used to turn off non-essential avionics equipment.
DUAL DC GENERATOR FAILURE
CAUTION
Failure to regain the essential bus leaves only 30 minutes oper-

ating time for the standby attitude indicator.
Failure of both dc Generators and Battery:

FLIGHT MANUAL
NOTE
An emergency battery is provided to power the standby attitude

indicator and its internal light in the event of a total dc power
loss.
Symptoms: #1 and #2 DC GEN caution lights on.
BUS TIE OPEN caution light on - indicating that both dc primary

buses are inoperative.
NOTE
With loss of both dc generators, the only dc power source avail-

able is the battery, which powers the dc essential bus. The in-
stalled battery capacity is sufficient to maintain the functionality
of those items required for continued safe night flight and opera-
tion in IMC for a minimum of 30 minutes. All non-flight instru-
ments will be retained.
Action:
1. Check inverter(s) and ac generator, if installed – ON.
2. Attempt to reset both dc generators by selecting dc generator switches to

OFF, wait 5 seconds, select RESET, and then ON.
3. If dc generator(s) reset – Land as soon as practicable.
4. If dc generators do not reset:
a. If in IMC, transition to VMC as soon as possible.
b. If operating at night, turn on glareshield lights.
c. If installed, EMER LOAD SHED switch – SHED.
NOTE
If equipped with the emergency load shed switch, approximately

one hour of night flight in IMC is possible using the following
procedures (assuming a fully charged battery).
With the load shed switch in the SHED position, the inverter
continues to operate at reduced loads to maintain ac power for
the pilot's navigation system (pilot's EHSI, VOR and AHRS).
Loads that are shed include:

FLIGHT MANUAL
• Anti-collision lights
• Non-flight instrument lights
• ATC transponder
• Weather radar
• Copilot clock
• DATA NAVIGATION (if installed)
• DAFCS (Channel 1)
d. Reduce electrical load by shutting off unnecessary equipment.
NOTE
The ac generator, when installed, acts as a backup ac power

source on helicopters S/N 760641 and subsequent, or on
helicopters prior to S/N 760641 when modification kit 76070-
55066-011 is installed.
e. No. 2 Inverter – OFF if ac generator is available as a backup power

source.
f. Pilot's PITOT HEAT switch – OFF.
NOTE
The pilot's pitot heat may be selected on for an additional period

of up to 5 minutes without reducing the specified battery endur-
ance.
g. SEARCH LT switch – OFF (search light should be used for a maxi-

mum of 1 minute during landing only).
NOTE
Steps c., f., and g. are to be initiated within 5 minutes after

annunciation of the second dc generator failure to attain the
approximately one hour flight duration.
h. Land as soon as practicable.
DC GENERATOR OVERTEMPERATURE (OPTIONAL CONFIGURATION)
Symptom: No. 1 of No. 2 DC GEN HOT caution light illuminated.

FLIGHT MANUAL
Action: Move affected dc generator switch to OFF.
If DC GEN HOT light remains on, land as soon as practicable.
If light remains on and indications of a fire are evident, such as

burning odor or smoke, shut down the affected engine.
BUS TIE OPEN
Symptoms: BUS TIE OPEN caution light is illuminated.
No other dc electrical system caution lights are illuminated.
Action: Transition to or remain in VMC.
If unable to maintain VMC, land as soon as possible.
NOTE
When the Bus Tie is open the dc essential bus is powered by the
battery only. Continued flight will eventually result in draining the
battery and loss of power to the dc essential bus.
Consider placing the Essential Bus Recovery Switch – ON

and/or reducing dc essential bus loads as practicable.
If abnormal behavior is observed in equipment powered by the

dc essential bus or the ESS BUS VOLTS LOW caution light illu-
minates, place the Essential Bus Recovery Switch – ON and
proceed as instructed in the section titled DC ESSENTIAL BUS
FEED FAILURE.
DC ESSENTIAL BUS FEED FAILURE
Symptoms: ESS VOLTS LOW caution light is illuminated.
Some abnormalities may be apparent in systems powered by dc

essential bus (VHF COMM, VOR NAV, etc.).
Action: Essential bus recovery switch - ON. (Switch location is facilitated

by illuminated amber identification light.)
Check that BUS TIE OPEN and No. 1 DC GEN caution lights
illuminate.
Check that dc essential bus powered systems are normal.

FLIGHT MANUAL
If in IMC, transition to VMC as soon as practicable, and continue flight.
NOTE
Because the #1 and #2 dc primary and dc essential buses are

powered by the #2 dc generator with the essential bus recovery
system activated, consider shutting off unnecessary equipment.
INVERTER FAILURE
Symptom: INVERTER caution light(s) on.
Action: If in IMC, consider transition to VMC as soon as practicable, and

continue flight.
If both inverters fail, transition to or remain in VMC.
If installed, AC generator — ON.
NOTE
• The AC generator, when installed, acts as a backup

power source on helicopters S/N 760641 and
subsequent, or on helicopters prior to S/N 760641 when
modification kit 76070-55066-011 is installed.
For helicopters prior to S/N 760641 not modified by kit P/N 76070-55066-011:
• Subsequent failure of the second inverter will result in

loss of power to all ac systems except engine DECUs.
• Subsequent failure of the second inverter will result in

both autopilots (or SAS) becoming disengaged. Neither
autopilot will reengage.
AC GENERATOR FAILURE (IF INSTALLED)
Symptom: AC GEN caution light on.
Action: Turn ac generator switch OFF, then ON.
If generator is not regained, turn switch OFF.

FLIGHT MANUAL
Ac Generator Bearing Failure
Symptom: AC GEN BRNG caution light on.
Action: Continue flight. Limit flight to 5 hours.
MISCELLANEOUS SYSTEM FAILURES OR INCIDENTS
DAFCS malfunctions are annunciated on a four segment DAFCS Caution Panel,

Figure 3-2, located on the instrument panel. The illumination of any one (except
DCPL) of the segments will also trigger the Master Caution annunciator and IIDS
DAFCS annunciator.
Figure 3-2. DAFCS Caution Panel

The following procedures should be used after illumination of any segment of the
DAFCS caution panel.
DAFCS MALFUNCTIONS
AUTOPILOT
AP1 or AP2 fail light ON:

FLIGHT MANUAL
1. Attempt to reset by pressing the RESET switch for the affected system
only; then reengage the affected system.
2. If affected system cannot be reengaged, continue flight on the remaining

system.
NOTE
When operating with both Autopilots engaged and with flight di-
rector modes coupled, a failure of either AP will automatically
decouple the FD modes. The pilot may reengage the FD modes
but coupling to the single AP is inhibited. The pilot must manually
steer the aircraft to follow the command cues.
AP1 and AP2 fail lights both ON:
1. Reduce airspeed to 120 KIAS while flying in IMC conditions.
2. Attempt to reset by pressing the RESET switch for each system separately;
then try to reengage each system.
3. If neither system is restored, advise Air Traffic Control (if flying under IFR)
and land as soon as practicable or establish VMC, if possible, and con-
tinue.
Sudden Disturbances (Hardovers)
A sudden disturbance (hardover) is an abrupt movement in pitch, roll, or yaw

caused by a fully extended or retracted series actuator. The pilot should take
manual control of the helicopter and return to level flight.
NOTE
Maximum demonstrated altitude loss with a pitch down autopilot

malfunction during a coupled ILS approach is 25 feet with a 2.9°
glideslope.
Oscillatory Malfunctions
CAUTION
Landings should not be attempted with faulty autopilot engaged

while oscillatory malfunctions exist.
An oscillatory malfunction is a slow to medium oscillation of the helicopter occur-

ring in pitch, roll, or yaw that is not associated with turbulence.
1. Disengage FD (i.e., SBY)

3-47
FLIGHT MANUAL
2. If oscillation continues, each autopilot should be turned off individually to

verify that the DAFCS is the source of the oscillation. If an oscillatory mal-
function is verified, DO NOT reengage the faulty autopilot.
FLIGHT DIRECTOR
A flight director failure will be annunciated by an FD FAIL warning on the appro-

priate EADI. Attempt to reset the flight director/autopilot by pressing the appro-
priate RESET switch and reengaging the autopilot. A successful reset will return
the Flight Director in SBY mode. Flight Director modes may then be reengaged
and flight continued.
Sensor Failures
The autopilot relies on various sensors to provide reference signals for automatic
flight path control. Since the vertical gyros are the primary sensors for all modes
of operation, an invalid gyro will cause the corresponding autopilot (AP1 or AP2)
to disengage. The pitch and roll flight director command bars will bias from view,
however, the flight director mode annunciator will remain on. If the gyro stays
valid, continue flight on the remaining system.
Failures of other sensors that are used by the flight director system will result in
the affected command bar being biased from view which causes the autopilot
system to switch to reversionary modes (i.e., pitch attitude hold, roll heading
hold, collective holds fixed position). The flight director modes will remain en-
gaged during the invalid condition, and if the sensor data becomes valid, the
command bars will come back into view and the system will reacquire the se-
lected flight path.
1. For invalid NAV systems, the pilot may switch to a valid NAV source and
continue coupled flight.
2. For invalid sensors that are redundant but are connected directly to the
flight director system, the pilot may choose to select (FD 1/2) the other flight
director.
3. For simplex sensors that are connected to both autopilots, an invalid sensor
will cause a loss of the use of that function. The pilot may continue flight
within the limitations of the reversionary modes.
Momentary invalid conditions are normal for some of the NAV sensors. The
autopilot is designed to work though these anomalies whereby temporary invalids
are transparent to autopilot operation and require no special pilot action.
Upon engagement of modes for coupled operation, the pilot should verify that the
modes remain engaged and the flight director command bars are in view and
centered. In all cases, the pilot must make frequent cross checks of the primary

3-48
FLIGHT MANUAL
flight instrument (attitude, heading, airspeed, and altitude) to verify proper autopi-
lot operation.
AIR DATA FAILURE
All flight director pitch modes including go-around will be inoperative and the
autopilots will assume a fixed value of 110 knots. The VEL HOLD mode and low
speed heading hold with yaw will be inoperative.
COLLECTIVE
CLTV light ON (DAFCS Caution Panel):
- If STICK TRIM, CLTV switch is OFF, switch should be placed in the ON posi-
tion.
Collective command limit (N1, engine torque or temperature [T5] limit) ex-
ceeded:
1. Check engine instruments.
2. Manually reduce collective position.
3. If collective is coupled, reduce collective command by reducing IAS or VS

reference number.
4. Attempt to reset CLTV fail light by turning either autopilot off and then back
on.
5. If fault is not cleared, turn off collective trim switch and manually fly collec-
tive.
NOTE
• Pilot should manually adjust collective to satisfy CLTV

command bar on EADI.
• If the helicopter is modified with the Vertical Procedure

Collective Detent System, pulling the collective trim
switch to the second detent enables the Vertical Proce-
dure Detent. Pulling the switch to the second detent
also causes the Torque and N1 limiting functions of the
DAFCS to be deactivated for one minute. If collective
coupled, any time the second collective trim detent is
engaged, the CLTV warning, DAFCS caution and MAS-
TER CAUTION lights will illuminate. During this condi-
tion, the AL-300 may also display failure codes.

3-49
FLIGHT MANUAL
Trim Fail Light On:
- Attempt to reset TRIM FAIL light by turning either autopilot off and then back
on.
Miscellaneous Failures
Pilot’s Audio Station
In the event the pilot’s audio panel or cyclic transmit switch fails, the Emergency
ICS Panel is used. To use the Emergency ICS Panel:
1. Plug headset into EMER ICS panel jack.
2. Set switch to EMER position.
3. Operate pilot’s radio with pilot’s foot switch.
NOTE
If the communications are not restored, repeat above procedures

using emergency (spare) headset.
Magnetic Brake Failure (Cyclic)
In the event of a magnetic brake failure (i.e., cyclic trim will not hold stick):
1. Select SAS mode on autopilot controller and hand-fly the cyclic.
2. Continue flight.
Magnetic Brake Failure (Collective)
In the event of a magnetic brake failure (i.e., collective trim will not hold stick):
- When operating in 3 cue, the pilot must manually move the collective to sat-
isfy the collective command cue.
Emergency Battery Annunciator
In the event of a full dc power loss, the following applies:
“ON”: Emergency battery is supplying power to the standby attitude indicator,

including lighting, and the warning horn. Depressing the BATT TEST ALARM
OFF switch will suppress the warning horn.

3-50
FLIGHT MANUAL
“OFF”: Standby attitude indicator will not be powered.
PITOT HEAT CAUTION LIGHT ON
Symptom: PLT PITOT or CPLT PITOT caution light on with respective pitot
heat selected on.
Action:
1. Switch off the affected system and pull and reset the circuit breaker, DC
essential for pilot system or No. 1 DC primary for copilot system. Reenable
the system switch and if caution light reappears, continue flight using the
airspeed instrument of the unaffected pilot station or alter flight condition if
possible so that pitot heat is not required.
WINDSHIELD HOT CAUTION LIGHT
The W/S HEAT HOT caution light goes on when either the pilot or copilot's wind-
shield exceeds 58 °C (135 °F). The system should be turned off to prevent over-
heat damage to the windshield. If required, the individual overheated windshield
can be identified and left off to allow operation of the remaining windshield half. If
the caution light remains on after the windshield heater switches are turned off,
the electrical contactors may have welded. The windshield power circuit breakers
should be pulled in this case.
Symptom: W/S HEAT HOT caution light on.
Action: Pilot and copilot windshield heater switches - OFF.
Check: W/S HEAT HOT caution light - Off.
If the caution light does not go off, pull the PLT and CPLT
WSHLD HTR PWR circuit breakers on the AC MON BUS panel.
If the heated windshield is required and the power circuit break-

ers were not pulled, the functional windshield can be restored as
follows:
Action: Feel center of pilot and copilot's windshield with hand. If one
windshield feels distinctly cooler than the other, turn on the wind-
shield heater switch for the cooler windshield. If the W/S HEAT
HOT caution light returns, turn the switch off and do not attempt
to use either windshield heater.

3-51
FLIGHT MANUAL
EMERGENCY ENTRANCES AND EXITS
Emergency entrances and exits are through the four personnel doors.
HINGED DOORS
The hinged doors are opened from the outside by lifting the door latch or from
inside by lifting up the lockpin button on the lower aft window frame of each door
and pulling the door latch aft. The doors may also be jettisoned from inside using
the door lockpin and jettison handles, forward of the door latches. The jettison
levers are under a plastic protective panel. A finger grip in the plastic cover is
used to pop the cover loose from the door frame. The red jettison handle is
pulled up to release the hinges, and a sharp blow with the fist on the door below
the jettison handle will jettison the door. Decals as shown in Figure 3-3 provide
instructions for normal opening or jettisoning of doors.
If door does not open normally, attempt to jettison it.
Door Jettison Procedure
1. Lift door lockpin.
2. Remove jettison handle plastic cover.
3. Pull jettison handle up.
4. Strike door below the jettison handle sharply with the fist.
SLIDING DOOR(S) (OPTIONAL)
The sliding door is opened from the outside or inside by rotating the handle to the
UNLOCK position and pulling the door aft. If the door does not open normally
attempt to jettison window.
Window Jettison Procedure
NOTE
Do not jettison window in flight.
1. Remove plastic cover over the window jettison handle.
2. Pull window jettison handle.
3. Push window out from the bottom.

3-52
FLIGHT MANUAL
Sliding Door Open In Flight
If sliding door becomes unlocked or opens in flight, decrease airspeed to below

125 KIAS before closing. If not possible to close door, open fully and lock aft. Do
not exceed 125 KIAS for remainder of flight.
RETRACTABLE BOARDING STEP(S)
Symptom: BD STEP caution light on.
Action: Attempt to actuate RET at or below 70 knots. If step(s) remain

extended in flight, limit maximum airspeed to 141 knots.
DITCHING (FLOTATION SYSTEM)
The optional emergency flotation system is designed only for emergency landing
on water. The system may be expected to keep the helicopter upright long
enough to permit passengers and crew to exit to life rafts or rescue boats. A sub-
sequent takeoff or long term towing should not be attempted.
When it appears that ditching is likely, consideration must be given to such fac-
tors as wind direction and velocity, sea state conditions, and helicopter power
available for ditching. The maximum permissible water entry conditions are 33
knots water speed at 300 feet per minute rate of descent in a calm sea. Optimum
ditching conditions would occur in a calm sea state with the forward speed of the
helicopter reduced to as near zero as possible, and with little or no lateral drift
component. Minimum touchdown forces will be achieved when touchdown is
made on the crest or back of a wave with a minimum rate of descent. Greatly
increased touchdown forces will be experienced if the landing is made on the
front or rising face of a wave. Every effort should be made to land the helicopter
with as little sideward drift as possible as the roll rate after touchdown increases
sharply with any increase in lateral motion. Ditching with power available (such
as when fuel starvation is imminent or a loss of transmission oil pressure dictates
such action) will greatly increase controllability, reduce touchdown forces, and
assist in preventing the helicopter from rolling after impact. Power off ditching
(autorotation) should be avoided if possible. With sufficient power available to
fully control the helicopter descent rate, sideward drift and forward speed to near
zero values, successful ditchings may be accomplished in sea states up to and
including Sea State 4 (wave height 6.5 feet, wave length to height ratio - 10 to 1)
depending on wind conditions.
All possible control available from the rotor system should be used to prevent
rolling after impact. Consideration should be given to extended power on water
taxi, if wave conditions make rotor to water contact improbable. Power-on water
taxi will greatly increase the roll stability of the helicopter and will allow yaw and
heading control. The floats may be inflated at any time during the ditching proce-
dure (below 75 KIAS). Allow sufficient time for full inflation before water contact.
Float inflation time is within 10 seconds.

3-53
FLIGHT MANUAL
The following general ditching techniques are recommended as the best for a
successful controlled emergency water landing:
- Activate the inflation system in a hover if sufficient power is available to permit

a hover.
- Reduce forward speed to as near zero as possible.
- Reduce lateral drift component to a minimum.
- Avoid rising faces of large waves.
- Reduce rate of descent to minimum at touchdown.
- Fuselage angle at impact should be between 0° and 10° nose up.
- Use all control available from the rotor system to prevent the helicopter from
pitching or rolling after touchdown.
- The pilot should endeavor to touch down, heading into wind, as near the crest
of a wave as possible to minimize the impact vertical velocity.
- If the helicopter is towed, it should be towed at a slow rate of speed.

3-54
FLIGHT MANUAL
Figure 3-3. Emergency Entrances and Exits (Sheet 1 of 2)

3-55
FLIGHT MANUAL
Figure 3-3. Emergency Entrances and Exits (Sheet 2 of 2)

3-56
FLIGHT MANUAL
DITCHING PROCEDURES
1. Flotation system test switch - Check NORM.
2. Landing gear - DN.
NOTE
If the landing gear cannot be extended for any reason, the floats
can be deployed with the gear retracted.
CAUTION
Operation of the landing gear during or after float inflation may

result in damage to the floats and partial loss of flotation capabil-
ity.
3. Float arming switch - ARMED.
4. Press the cyclic stick float inflation switch. Allow sufficient time for full infla-
tion prior to water contact.
NOTE
Float inflation time is 10 seconds.
5. Notify all occupants to prepare for emergency water landing.
NOTE
• Cabin occupants should fasten their safety belts and

remain in their seats with their arms braced against their
knees until water contact is made.
• If time and conditions permit, consider opening and

locking sliding door(s).
6. Transmit distress message.
7. Check life vests for security and lock shoulder harness.
8. Hold the helicopter level as possible, contact the water with minimum for-
ward speed and rate of descent.
9. Water and aircraft conditions permitting - consider extended water taxi us-
ing collective pitch for increased stability.

3-57
FLIGHT MANUAL
10. If the helicopter is unstable or taking on water, shut down engines, notify
cabin occupants to evacuate through the cabin doors after the rotor blades
have stopped turning. The rotor brake may be used with a gentle applica-
tion to result in slow deceleration.
WARNING
Do not evacuate the helicopter until the rotor blades have

stopped turning. Do not inflate life vests until clear of the helicop-
ter.
SINGLE-ENGINE LANDING IN THE WATER (FLOTATION GEAR INFLATED)
NOTE
The following procedures are recommended if single engine

flight to a safe landing area is not possible.
1. Establish normal approach to arrive at approximately 100 feet above

touchdown point at 40 KIAS at a rate of descent of no more than 600 FPM.
2. Initiate a deceleration passing 50 feet at 40 KIAS and increase power to

reduce rate of descent to a maximum of 300 FPM.
3. Continue deceleration to running touchdown at or above translation lift.
4. Water and aircraft conditions permitting - consider extended water taxi us-
ing collective pitch for increased stability.

WARNING

ter.
AUTOROTATIVE LANDING TO THE WATER
1. Establish autorotative glide.
2. Inflate floats using Ditching Procedures above.

3-58
FLIGHT MANUAL
3. At about 50 to 75 feet, execute a partial flare to about 20° nose up by mov-

ing cyclic stick back with no change in collective pitch. This will reduce air-
speed and rate of descent and will cause an increase in rotor rpm.
4. Gradually increase collective pitch and apply forward cyclic as the helicop-
ter settles and until water contact is made.
5. Maximum desired water contact speed is 30 knots. Desired nose attitude is

+10° or less.
6. Immediately after water contact, decrease collective pitch smoothly and

slowly.
7. Water and helicopter conditions permitting, consider remaining in helicopter

until rescued.

LITEF LCR-92S/LCR-100 AHRS
AHRS failures and warnings are presented via standard heading, attitude and
turn rate flags, and by a 1 AHRS FAIL or 2 AHRS FAIL legend and will set the
master caution light. In the case of an AHRS cooling fan failure, the 1 AHRS
FAIL or 2 AHRS FAIL legend will illuminate 1 minute after landing (WOW).
NOTE
Operational AHRS cooling fans are desired but not a require-

ment.
• Power-up of the AHRS in flight during turbulent flight

conditions may result in prolonged invalid heading data
despite valid attitude data. Once the attitude data be-
comes valid, manually activate the heading data by se-
lecting “FREE” followed by “SLAVE”.
LOSS OF 26 VAC REFERENCES
A loss of 26 vac to the AHRS will be indicated by the AHRS 1 or AHRS 2 annun-
ciator. The attitude and heading displays will remain valid.

Revised November 25, 2008 3-59
FLIGHT MANUAL
LOSS OF 26 VAC ATT REFERENCE
Symptom: AHRS 1 or AHRS 2 annunciator accompanied by valid attitude

and heading displays. Complementary DAFCS AP1 or AP2 OFF.
Pilot Action: Continue flight on the remaining system. Flight Director modes
will be available but the DAFCS cannot be coupled with either
AP inoperative.
LOSS OF 26 VAC HDG REFERENCE
Symptom: AHRS 1 or AHRS 2 annunciator accompanied by valid attitude

and heading displays. DAFCS lateral guidance, if selected, is
lost. DAFCS error codes 27 and/or 38 may be present. In addi-
tion, roll or yaw disturbances may be present below 60 knots.
Above 60 knots, momentary roll disturbances of up to 20° may
be seen.
Pilot Action: Deselect the corresponding AP.
DITCHING (WITHOUT FLOTATION SYSTEM)
WARNING

ter.
The general procedures outlined under Ditching (Flotation System) should be

followed. Passengers and crew should be briefed to plan to exit the helicopter as
soon as the rotor blades have stopped turning.
IIDS DISPLAY FAILURE
Symptom: Performance or engine display becomes black or otherwise fails

to provide normally displayed information.
Action: If the pilot is flying aircraft, depress either IIDS REV button one
time. If engine display was the failed unit, it will appear at the co-
pilot position, or if the pilot performance display was the failed
unit, it will appear at the center location and the engine display
will move to the copilot position.
If the copilot is flying the aircraft, either IIDS REV button is de-
pressed two times to achieve the desired result.
Continue flight.

3-60
FLIGHT MANUAL
Symptom: Dual IIDS failure.
Action: Press and hold the pilot's MENU key for at least three seconds
to call up the composite page.
RADIO MASTER SYSTEM
A RADIO MASTER BYPASS panel is located in the lower console. In the event
that the RADIO MASTER switch or relay fails, indicated by a lack of power to
equipment tied to a particular bus, an alternate path is supplied to restore power
to the equipment.
Moving the BYPASS switches (EFIS MASTER 1 and EFIS MASTER 2) from the
NORM position to the BYPASS position for the effected bus is the only action
required.
LOSS OF PRIMARY ATTITUDE INDICATOR IN INSTRUMENT METEROLOGICAL CONDI-

TIONS
The ADI-335D standby attitude indicator will be available to the pilot under all
conditions of partial or total electrical failure that result in the loss of the primary
attitude indicator. However, if the standby indicator is caged and uncaged in the
air, it may take as long as two minutes for the instrument to display accurate
pitch information. Additional pitch errors develop with angle of bank. Therefore,
when relying on the standby attitude indicator during instrument meteorological
conditions, standard rate turns are advisable, with frequent cross checks of the
standby altimeter.
In a manner similar to that seen in the pitch axis, the roll attitude of the aircraft is
referenced to zero at the moment of uncaging.
WARNING
Do not cage and uncage the standby attitude indicator in instru-

ment meteorological conditions unless it is certain that the air-
craft is in straight and level flight. Otherwise, large roll attitude er-
rors will be developed in the standby attitude indicator.
Symptom: Primary attitude indicator flagged inoperative.
Action: Scan standby attitude indicator, cross checking standby altimeter

to maintain altitude, climb, or descent.

3-61
SA 4047-76C-15 Part 1, Section IV
Performance Information
FLIGHT MANUAL
SECTION IV
PERFORMANCE INFORMATION
Figure 4-1. Density Altitude Chart ..................................................................... 4-2

Figure 4-2. Temperature Conversion Chart ...................................................... 4-3
Figure 4-3. Airspeed Calibration - Pilot's System.............................................. 4-4
Figure 4-4. Airspeed Calibration - Copilot's System.......................................... 4-5
Figure 4-5. Category "A" Takeoff Profile ......................................................... 4-10
Figure 4-6. Wind Components......................................................................... 4-11
Figure 4-7. Category “A” Rejected and Continued Takeoff Distances ............ 4-12
Figure 4-8. Category "A" Maximum Takeoff and Landing Gross Weight ........ 4-13
Figure 4-9. Forward Climb Performance – Single Engine, 2-Minute Power ... 4-14
Figure 4-10. Category “A” Takeoff Flight Path (Sheet 1 of 4) .......................... 4-15
Figure 4-10. Category "A" Takeoff Flight Path (Sheet 3 of 4) .......................... 4-17
Figure 4-11. Forward Climb Performance – Single Engine,
Maximum Continuous Power ...................................................... 4-19
Figure 4-12. Category “A” Landing Profile........................................................ 4-21
Figure 4-13. Category "A" Alternate Landing Profile ........................................ 4-22
Figure 4-14. Category "A" Landing Distance.................................................... 4-23
Figure 4-15. Category “B” Takeoff Profile ........................................................ 4-25
Figure 4-16. Category “B” Takeoff Distance (Sheet 1 of 2)............................. 4-26
Figure 4-16. Category “B” Takeoff Distance (Sheet 2 of 2)............................. 4-27
Figure 4-17. Category “B” Takeoff Headwind Influence................................... 4-28
Figure 4-18. Forward Climb Performance – Dual Engine,
Maximum Continuous Power ......................................... 4-28A/4-28B
Figure 4-18A. Forward Climb Performance Dual Engine,
Normal Cruise Power .................................................................. 4-29
Figure 4-19. Category "B" Landing Profile ....................................................... 4-30
Figure 4-20. Category “B” Landing Distance.................................................... 4-31
Figure 4-21. Hover Out of Ground Effect at Takeoff Power (Sheet 1 of 2) ...... 4-32
Figure 4-21. Hover Out of Ground Effect at Takeoff Power (Sheet 2 of 2) ...... 4-33

Part 1, Section IV SA 4047-76C-15
FLIGHT MANUAL
Figure 4-1. Density Altitude Chart

4-2
FLIGHT MANUAL
Figure 4-2. Temperature Conversion Chart

4-3
FLIGHT MANUAL
Figure 4-3. Airspeed Calibration - Pilot's System

4-4
FLIGHT MANUAL
Figure 4-4. Airspeed Calibration - Copilot's System

4-5
FLIGHT MANUAL
NOISE LEVEL CERTIFICATION
The S-76C aircraft is certified at gross weights up to and including 11,700 lbs. in
accordance with the rules and procedures for a stage 2 aircraft of FAR Part 36,
Subpart H.
The following noise levels comply with FAR Part 36, Subpart H, and stage 2
requirements. They were obtained by analysis of approved data from noise tests
conducted under the provisions of FAR Part 36, Amendment 36-14. The test and
analysis procedures used to obtain these noise levels are essentially equivalent
to those required by the International Civil Aviation Organization (ICAO) in Annex
16, Volume I, Chapter 8.
ICAO Annex 16, Volume I, Chapter 8 approval is applicable only after

endorsement by the Civil Aviation Authority of the country of aircraft registration.
The certified noise levels are:
EPNL (EPNdB) Regime

93.9 Takeoff
96.1 Approach
91.6 Flyover
NOTE
No determination has been made by the Federal Aviation

Administration that the noise levels of this aircraft are or should
be acceptable or unacceptable for operation at, into, or out of,
any airport.
ENGINE HEALTH
The performance charts are formatted to permit performance credit to be taken

for engines that deliver above specification power (i.e., demonstrate positive
power margins) as determined from the power assurance check contained in
Part 1, Section II Normal Procedures.
The following guidelines apply when opting to claim performance credit for above
specification engines:
1. Power assurance checks must be performed once per flight day on both
engines. Performance credit is then assessed on the basis of the critical
engine (i.e., the engine with the lower power margin).

4-6
FLIGHT MANUAL
2. When engine power margins are established in accordance with the single-
point power assurance procedure, enter performance charts with the power
margin of the critical engine reduced to the nearest whole percent.
ANTI-ICE EFFECT ON PERFORMANCE
Unless otherwise noted, the performance data shown on the charts are for anti-
ice selected OFF. If anti-ice selected ON affects performance, the decrease in
performance is noted on the chart.
CATEGORY “A” TAKEOFF
DESCRIPTION
The S-76C Category "A" takeoff procedure shown diagrammatically in Figure 4-5
features variable Critical Decision Point (CDP) and takeoff safety speed (V2).
The CDP, expressed only in terms of airspeed, is selectable in 1-knot increments
between 30 and 49 knots while V2, defined as CDP+10 knots, varies in 1-knot
increments between 40 and 59 knots. This permits payload to be traded off
against available field length in such a manner that Category "A" One Engine
Inoperative (OEI) climb performance minima can be maintained over a wide
range of environmental conditions.
Figure 4-7 shows the Rejected Take-Off (RTO) and Continued Take-Off (CTO)
distances as a function of pressure altitude, temperature, headwind component,
CDP speed, and V2 speed. RTO and CTO distances are directly proportional to
CDP and V2 speeds respectively, therefore lower CDP and V2 speeds equate to
shorter field lengths. Figure 4-8 shows the maximum takeoff and landing gross
weight as a function of pressure altitude, temperature, and CDP/V2 speeds.
Maximum takeoff and landing gross weight is also directly proportional to
CDP/V2 speeds; therefore, higher CDP/V2 speeds can equate to higher
maximum takeoff gross weights.
The Category "A" takeoff procedure provides the flexibility to address specific
payload and/or field length requirements appropriate to either of the following
operational scenarios.
1. Determine the maximum takeoff gross weight, given the available field
length.
2. Determine the required field length, given the desired mission takeoff gross
weight.

4-7
FLIGHT MANUAL
Specific numerical examples follow which illustrate the use of the charts for each
of the above stated scenarios.
Example 1
Determine the maximum takeoff gross weight, given the available RTO field
length, pressure altitude, temperature, engine power margin, and headwind
component.
1. Enter Figure 4-7 with the RTO space available, and using the headwind
component, pressure altitude, and temperature, read the resultant CDP
speed. Note: If resultant CDP is greater than 49 knots, use 49 knots as
CDP.
2. Enter Figure 4-8 with pressure altitude, temperature, engine power margin,
and CDP speed from Step 1, and determine the maximum takeoff gross
weight. Notes: (1) If the horizontal line defined by pressure altitude and
temperature intersects 11,700 lbs at a CDP speed lower than the CDP from
Step 1, use the lower CDP speed, or (2) if the desired takeoff gross weight
is less than the maximum permitted takeoff gross weight, use the lower
CDP speed corresponding to the desired takeoff gross weight.
3. Using Figure 4-7, verify that the CTO distance for V2 (CDP+10 knots) is
suitable for the takeoff area.
Given:
Available RTO Field Length 650 ft

Pressure Altitude 3,000 ft
Temperature 10°C
Engine Power Margin 3%
Headwind Component 10 kts
Anti-Ice OFF
Determine:
CDP Speed 31 kts

Maximum Takeoff Gross Weight 10,400 lbs
V2 Speed 41 kts
CTO Distance 770 ft

FLIGHT MANUAL
Example 2
Determine the required field length, given the desired mission takeoff gross
weight, pressure altitude, temperature, engine power margin, and headwind
component.
1. Enter Figure 4-8 with the desired takeoff gross weight, and using the
pressure altitude, temperature, and engine power margin, read the
resultant CDP and V2 (CDP+10 knots) speeds.
2. Enter Figure 4-7 with pressure altitude, temperature, headwind component,

and CDP and V2 from Step 1, and determine the RTO and CTO field length
requirements.
Given:
Desired Takeoff Gross Weight 11,000 lbs

Pressure Altitude 3,000 ft
Temperature 10°C
Engine Power Margin 3%
Headwind Component 10 kts
Determine:
CDP Speed 37 kts

V2 Speed 47 kts
RTO Distance 820 ft
CTO Distance 910 ft
TECHNIQUE
After determining and setting bugs for CDP and V2 on airspeed indicator, hover
at 5-foot wheel height. Increase collective pitch to achieve 10% torque above
hover torque and accelerate forward maintaining 5- to 10-foot wheel height until
reaching CDP. After passing CDP rotate nose-up to initiate climb at V2. When
clear of obstacles gradually accelerate to best rate of climb speed (Vbroc) and
retract landing gear.
ASSOCIATED CONDITIONS
Bleed Air: OFF
Anti-Ice: OFF or ON

4-9
FLIGHT MANUAL
Figure 4-5. Category "A" Takeoff Profile

4-10
FLIGHT MANUAL
WIND COMPONENTS
ANGLE BETWEEN WIND DIRECTION

AND FLIGHT PATH
10 O 20 O 30 O 40 O 45 O
50
45
50 O
40
WIND DIRECTION FROM RUNWAY

TAILWIND OR HEADWIND ~ KTS
35
30
60 O
25
20
70 O
15
10
80 O
0
0 5 10 15 20 25 30 35 40 45 50
CROSSWIND ~ KTS
CONDITION:
WIND VELOCITY - 40 KTS
O
WIND DIRECTION - 130
FLIGHT PATH - 090 O
EXAMPLE:
O
ENTER CHART AT WIND DIRECTION FROM FLIGHT PATH - 40
MOVE DOWN TO WIND VELOCITY ART = 40 KTS
MOVE LEFT TO HEADWIND COMPONENT = 30.6 KTS
MOVE DOWN TO CROSSWIND COMPONENT = 25.7 KTS
CC2091
SA
Figure 4-6. Wind Components

FLIGHT MANUAL
Figure 4-7. Category “A” Rejected and Continued Takeoff Distances

MAIN TRANSMISSION
0 -10 40 (30)
10 -20
-30
P
-34.4 TEMPERATURE ~ °C
CD
20 45 (35)
UM
IM
BASELINE
IN
M
50 (40)
OT
30
KN
30
1 2 55 (45)
40
V2
T ED
50 I T
5000 FT RM
DENSITY PE MAXIMUM GROSS
U M
HIGH AMBIENT ALTITUDE WEIGHT ~ 11,700 LB
XIM
TEMP LIMIT MA
-1 0 1 2 3 4 5 6 7 8 9 0 2 4 6 8 9 10 11 12

MARGIN ~ % 3.5 4.0 4.5 5.0 5.5
IN SHADED AREA, DO NOT TAKE CREDIT FOR POWER MARGIN ABOVE 0%. CC3654_1A
SAF

SA 4047-76C-15
MAIN TRANSMISSION
40 (30)
P
CD
45 (35)
UM
IM
BASELINE
IN
M
50 (40)
OT
KN
30
1 2 55 (45)
V2
ED
I TT
0 -10 RM
-20 PE
M
FLIGHT MANUAL
5000 FT -30 -34.4 U MAXIMUM

DENSITY XIM GROSS
TEMPERATURE ~ °C MA WEIGHT
Revised June 22, 2006
ALTITUDE
~ 11,700 LB
-1 0 1 2 3 4 5 6 7 8 9 0 2 4 6 8 9 10 11 12
PRESSURE ALTITUDE ~ 1000 FT POWER

MARGIN ~ % 3.5 4.0 4.5 5.0 5.5
EXAMPLE GROSS WEIGHT ~ 1000 KG
Figure 4-8. Category "A" Maximum Takeoff and Landing Gross Weight
IN SHADED AREA, DO NOT TAKE CREDIT FOR POWER MARGIN ABOVE 0%. CC3654_2
SAF
Part 1, Section IV
4-13
FORWARD CLIMB PERFORMANCE
SINGLE ENGINE 2 MINUTE POWER
TAKEOFF SAFETY SPEED 100% Nr
ANTI-ICE OFF BLEED AIR OFF GEAR DOWN
REDUCE RATE OF CLIMB DETERMINED FROM CHART BY AMOUNT SHOWN IN TABLE:
GROSS ROC ROC ROC ROC

WEIGHT REDUCTION REDUCTION REDUCTION REDUCTION
~ LBS ANTI-ICE UTILITY EXTERNAL SLIDING EXTERNAL SLIDING
ON HOIST INST DOOR (S) CLOSED DOOR (S) OPEN
7000 120 20 5 10
8000 110 20 5 10
9000 95 20 5 5
10000 80 20 5 5
11000 70 20 5 5
11700 60 20 5 5
WITH COMPOUND CONFIGURATIONS, RATE OF CLIMB CORRECTIONS ARE CUMULATIVE.
GROSS WEIGHT ~ LB(KG) X 1000

ENGINE TORQUE LIMIT 11.7(5.307) 11(4.988) 10(4.535) 9(4.082) 8(3.628)
0
-10 5000 FT
10 -20 DENSITY
ALTITUDE 7(3.175)
20 -30
-34.4
BASELINE
30
TEMP ~ °C
40
50
HIGH
AMBIENT
TEMP
4-14
LIMIT
15,000 FT
DENSITY
ALTITUDE
Part 1, Section IV
0 2 4 6 8 10 12 14 16 0 2 4 6
PRESSURE ALTITUDE POWER

~ 1000 FT MARGIN ~ %
1600
Figure 4-9. Forward Climb Performance – Single Engine, 2-Minute Power
DASHED LINES ARE FOR 1400

INTERPOLATION ONLY
1200
1000
800
600
60
RATE OF CLIMB ~ FPM
400 55
200
FLIGHT MANUAL
0
50 45 40
TAKEOFF SAFETY SPEED ~ KIAS
CC3655A
SAF
SA 4047-76C-15
4-15
Part 1, Section IV
CATEGORY "A"
TAKEOFF FLIGHT PATH
MEAN HEIGHT GAINED IN 100 FT HORIZONTAL DISTANCE
APPLICABLE BETWEEN 35 AND 200 FT ABOVE STARTING POINT
ZERO WIND
Figure 4-10. Category “A” Takeoff Flight Path (Sheet 1 of 4)
SINGLE ENGINE 2 MINUTE POWER

TAKEOFF SAFETY SPEED 100% Nr
ANTI-ICE OFF BLEED AIR OFF GEAR DOWN
REDUCE MEAN HEIGHT GAINED DETERMINED FROM CHART BY AMOUNT SHOWN IN TABLE:
GROSS REDUCTION REDUCTION REDUCTION REDUCTION
WEIGHT ANTI-ICE UTILITY EXTERNAL SLIDING EXTERNAL SLIDING
FLIGHT MANUAL
~ LBS ON HOIST INST DOOR (S) CLOSED DOOR (S) OPEN

7000 2.0 0.4 0.1 0.6
8000 1.9 0.4 0.1 0.6
9000 1.8 0.4 0.1 0.6
10000 1.7 0.4 0.1 0.6
11000 1.6 0.4 0.1 0.5
11700 1.5 0.4 0.1 0.5
WITH COMPOUND CONFIGURATIONS, MEAN HEIGHT GAINED CORRECTIONS ARE CUMULATIVE.
GROSS
7)
)
30
WEIGHT
5)
8
2)
8)
98
53
5.
.08
.62
TEMPERATURE ~ °C ~ LB(KG)
( 4.
.7(
(4.
9( 4
8(3
X 1000
11
11
0 -10 -20
10
-30 -34.4
ENGINE TORQUE LIMIT
7(3.175)
BASELINE
10
SA 4047-76C-15
20
30
40
5000 FT
DENSITY
50 HIGH ALTITUDE
AMBIENT
TEMP
LIMIT
0 1 2 3 4 5 6 7 8 0 2 4 6
PRESSURE ALTITUDE POWER
~ 1000 FT MARGIN ~ %
40 TAKEOFF SAFETY
SPEED ~ KIAS 40
36 45
50
GAINED IN 100 FT HORIZONTAL
DASHED LINES ARE FOR

INTERPOLATION ONLY 32 55
ZERO WIND MEAN HEIGHT
60
28
DISTANCE ~ FT
24
20
16
12
60
8 55
4
40
0 45
50
TAKEOFF SAFETY SPEED ~ KIAS
CC3656
SAF
FLIGHT MANUAL

FLIGHT MANUAL
Figure 4-10. Category "A" Takeoff Flight Path (Sheet 3 of 4)

4-17
SA 4047-76C-15
CATEGORY "A"
TAKEOFF FLIGHT PATH
MEAN HEIGHT GAINED IN 100 FT HORIZONTAL DISTANCE APPLICABLE
BETWEEN 200 AND 1000 FT ABOVE STARTING POINT
ZERO WIND
SINGLE ENGINE MAX CONTINUOUS POWER

BEST RATE OF CLIMB SPEED 100% Nr
ANTI-ICE OFF BLEED AIR OFF GEAR UP
FLIGHT MANUAL
REDUCE MEAN HEIGHT GAINED DETERMINED FROM CHART BY AMOUNT SHOWN IN TABLE:
GROSS REDUCTION REDUCTION REDUCTION REDUCTION
WEIGHT ANTI-ICE UTILITY EXTERNAL SLIDING EXTERNAL SLIDING
~ LBS ON HOIST INST DOOR (S) CLOSED DOOR (S) OPEN
7000 1.8 0.4 0.1 0.6
8000 1.6 0.4 0.1 0.6
9000 1.4 0.4 0.1 0.5
10000 1.2 0.4 0.1 0.5
11000 1.0 0.4 0.1 0.5
11700 1.0 0.4 0.1 0.5
WITH COMPOUND CONFIGURATIONS, MEAN HEIGHT GAINED CORRECTIONS ARE CUMULATIVE.

11.7(5.307)
11(4.988)
10(4.535)
8(3.628)
9(4.082)
7(3.175)
Part 1, Section IV
ENGINE TORQUE LIMIT GROSS WEIGHT

~ LB(KG) X 1000
0 -10 -20 -30 -34.4
10
TEMPERATURE ~ °C
20
4-18
30
40
50 5000 FT
DENSITY
ALTITUDE
HIGH
AMBIENT
TEMPERATURE
LIMIT
BASELINE
0 1 2 3 4 5 6 7 8 9 0 2 4 6
BASELINE
0
PRESSURE ALTITUDE ~ 1000 FT POWER MARGIN
~%
5
BROC SPEED
20
10
PRESSURE ALTITUDE
UNFACTORED
16
HEADWIND
~ 1000 FT
15
~ KT
12
8 20
4
25
0 0 4 8 12 16 20 24
50 60 70 80
MEAN HEIGHT GAINED IN 100 FT
IAS ~ KTS HORIZONTAL DISTANCE ~ FT
DASHED LINES ARE FOR INTERPOLATION ONLY
CC3657
SAF
BROC SPEED FORWARD CLIMB PERFORMANCE
20
SINGLE ENGINE MAXIMUM CONTINUOUS POWER
16
12 REDUCE RATE OF CLIMB DETERMINED FROM CHART BY AMOUNT SHOWN IN TABLE:
SA 4047-76C-15
8 WEIGHT REDUCTION REDUCTION REDUCTION REDUCTION
~ 1000 FT
4 ON HOIST INST DOOR (S) CLOSED DOOR (S) OPEN
7000 125 35 15 40
0 8000 110 35 15 35
PRESSURE ALTITUDE
9000 100 35 10 30
50 60 70 80 10000 90 10 30
30
11000 80 30 10 30
IAS ~ KTS 11700 75 30 10 30
10 0 MAIN TRANSMISSION TORQUE LIMIT 11.7(5.307)
20 11(4.988)
-10 GROSS WEIGHT
-20 TEMPERATURE ~ °C ~ LBS (KG) x 1000 10(4.535)
30
-30
Power
9(4.082)
40 -34.4
8(3.628)
FLIGHT MANUAL
7(3.175)
50

15,000 FT
DENSITY
ALTITUDE

HIGH AMBIENT
TEMP LIMIT
BASELINE
0 2 4 6 8 10 12 14 16 0 2 4 6 -8 -6 -4 -2 0 2 4 6 8 10 12
PRESSURE ALTITUDE ~ 1000 FT POWER MARGIN RATE OF CLIMB ~ 100 FPM
~% CC3658B
DASHED LINES ARE FOR INTERPOLATION ONLY SAF
Figure 4-11. Forward Climb Performance – Single Engine, Maximum Continuous

Part 1, Section IV
4-19
FLIGHT MANUAL
CATEGORY “A” LANDING
The Category "A" Landing Procedure is shown diagrammatically in Figure 4-12.

Establish an approach to arrive at the LDP, a point 200 feet above the
touchdown elevation, with 45 KIAS, and a rate of descent of no more than 600
FPM. Initiate a deceleration passing 50 feet at 45 KIAS. Continue approach and
deceleration to a running touchdown or hover. Refer to emergency procedures
for single-engine landing.
Bleed air: OFF
Anti-ice: OFF or ON
LANDING DISTANCE
The landing distances shown in Figure 4-14 reflect one-engine inoperative

landings to a hard-surfaced runway.
ALTERNATE CATEGORY “A” LANDING TECHNIQUE
The Category "A" Alternate Landing Procedure is shown diagrammatically in

Figure 4-13.
Establish an approach to arrive at the LDP, a point 75 feet above the touchdown
elevation, with 60 KIAS and a rate of descent of no more than 300 FPM. Upon
passing the LDP, initiate a smooth deceleration while reducing collective to
continue descent through 50 feet with up to 20° to 25° flare attitude. Apply
collective to reduce descent rate and decrease flare attitude to pass 20 feet at
approximately 30 KIAS. Continue approach and deceleration to a running
touchdown or hover. Refer to emergency procedures for single-engine landing.
Bleed air: OFF
Anti-ice: OFF or ON
LANDING DISTANCE
The landing distance reflects one-engine inoperative landings to a hard-surfaced

runway. The landing distance is 1,000 feet for all weight, altitude, and
temperature combinations.

4-20
FLIGHT MANUAL
Figure 4-12. Category “A” Landing Profile

4-21
FLIGHT MANUAL
Figure 4-13. Category "A" Alternate Landing Profile

4-22
FLIGHT MANUAL
Figure 4-14. Category "A" Landing Distance

FLIGHT MANUAL
CATEGORY “B” TAKEOFF
TECHNIQUE
The Category "B" Takeoff Procedure is shown diagrammatically in Figure 4-15.
Rise vertically to 5-foot wheel height. Increase collective pitch to achieve up to

10% torque above hover torque (not to exceed takeoff power limits) and
accelerate forward maintaining 5- to 10-foot wheel height. Rotate nose-up at 50
KIAS, and climb at 55 KIAS until obstructions are cleared.
Bleed air: OFF
Anti-ice: OFF or ON
TAKEOFF DISTANCE
The takeoff distances from 5-foot hover to 50-foot height are shown in Figure 4-
16. Figure 4-17 shows the effect of headwind component.
CATEGORY “B” LANDING
TECHNIQUE
The Category "B" Landing Procedure is shown diagrammatically in Figure 4-19.
Establish approach to pass through a point 200 feet above the touchdown
elevation at 45 KIAS and 600-FPM rate of descent. Initiate a deceleration
passing through 50 feet at 45 KIAS. Continue approach and deceleration to a
running touchdown or hover. Refer to emergency procedures for single-engine
landing.
Bleed air: OFF
Anti-ice: OFF or ON
LANDING DISTANCE
The landing distances shown in Figure 4-20 reflect one-engine inoperative

landings to a hard-surfaced runway.

4-24
FLIGHT MANUAL
Figure 4-15. Category “B” Takeoff Profile

FLIGHT MANUAL
CATEGORY "B" TAKEOFF DISTANCE

BLEED AIR OFF WIND CALM
ANTI-ICE: OFF
PRESSURE GROSS WEIGHT LB PRESSURE GROSS WEIGHT LB

OAT ALTITUDE OAT ALTITUDE
~ °C 1000 FT 7000 8000 9000 10,000 11,000 11,700 ~ °C 1000 FT 7000 8000 9000 10,000 11,000 11,700
0 630 670 720 760 810 840 0 770 810 850 890 930 960
1 670 710 760 800 840 870 1 800 840 880 930 970 1000
2 700 750 790 830 880 910 2 840 880 920 960 1000 1030
3 740 780 830 870 910 940 3 870 910 950 990 1030 1070
4 780 820 860 900 950 970 4 910 950 980 1020 1060 1110
5 820 860 900 940 980 1010 5 950 980 1010 1050 1100 1150
6 850 890 930 970 1010 1040 6 980 1010 1040 1080 1140 1260
7 890 930 960 1000 1040 1080 7 1020 1040 1070 1110 1190 1530
8 0 8
930 960 1000 1030 1080 1120 1050 1070 1090 1150 1410 1860
34.4 9 960 1000 1030 1060 1120 1240 9 1080 1100 1120 1190 1720 2230+
10 1000 1030 1060 1090 1170 1540 10 1110 1120 1160 1380 2090 2660+
11 1040 1060 1080 1130 1410 1910 11 1140 1140 1200 1690 2500+ 3160+
12 1070 1090 1110 1170 1770 2330+ 12 1160 1170 1340 2060 2990+
13 1100 1110 1140 1390 2170+ 2820+ 13 1180 1210 1610 2480+
14 1130 1140 1180 1740 2650+ 14 1200+ 1290+ 1970+ 2980+
15 1150 1160 1350 2160+ 3210+ 15 1220+ 1500+ 2400+ 3580+
16 1170 1200 1680 2660+ 16 1260+ 1840+ 2910+
17 1190+ 1300+ 2110+ 3250+ 0 840 880 920 960 1000 1030
0 650 690 740 780 830 860 1 870 910 950 990 1030 1070
1 690 730 770 820 860 890 2 910 940 980 1020 1060 1100
2 720 770 810 850 890 920 3 940 980 1010 1050 1100 1140
3 760 800 840 890 930 960 4 980 1010 1040 1070 1140 1300
4 800 840 880 920 960 990 5 1010 1040 1070 1110 1220 1560
5 830 870 910 950 990 1020 6 1050 1070 1090 1140 1460 1890
6 870 910 950 990 1020 1060 20 7 1080 1100 1120 1220 1760 2240+
7 910 940 980 1020 1060 1100 8 1110 1120 1150 1440 2120+ 2660+
8 940 980 1010 1050 1100 1140 9 1130 1140 1210 1750 2510+ 3130+
30 9 980 1010 1040 1070 1140 1340 10 1150 1160 1400 2110+ 2970+
10 1020 1040 1070 1110 1250 1670 11 1170 1200 1690 2510+
11 1050 1070 1090 1150 1530 2050+ 12 1200+ 1350+ 2060+ 3000+
12 1080 1100 1120 1240 1900 13 1220+ 1600+ 2460+ 3540+
13 1110 1120 1160 1500 2320+ 14 1260+ 1940+ 2940+
14 1140 1150 1210 1870
15 1160 1170 1440 2310+ 0 900 940 970 1010 1050 1100
16 1180 1210 1810 2830+ 1 940 970 1010 1040 1090 1250
17 1200+ 1380+ 2260+ 3450+ 2 970 1000 1030 1070 1190 1490
3 1010 1030 1060 1100 1390 1760
0 690 730 780 820 860 900 4 1040 1060 1090 1190 1660 2070+
1 730 770 810 860 900 930 5 1070 1090 1110 1390 1960+ 2420+
2 760 800 850 890 930 960 40 6 1100 1110 1180 1660 2310+ 2820+
3 800 840 880 920 960 990 7 1120 1140 1370 1980+ 2700+
4 840 880 920 960 1000 1030 8 1150 1170 1640 2340+ 3160+
5 870 910 950 990 1030 1070 9 1170 1340 1970+ 2750+
6 910 950 980 1020 1060 1110 10 1190 1610 2350+ 3240+
7 950 980 1010 1050 1100 1150 11 1340+ 1950+ 2780+ 3810+
8 980 1010 1040 1080 1140 1300 12 1570+ 2340+ 3290+
9 1020 1040 1070 1110 1220 1600
10 1050 1070 1090 1150 1470 1960 0 930 960 1000 1030 1120 1380
20 1 960 1000 1030 1060 1300 1620
11 1090 1100 1120 1200 1810 2360+
12 1110 1120 1160 1440 2210+ 2840+ 2 1000 1030 1060 1120 1530 1900+
13 1140 1150 1200 1770 2260+ 49 3 1030 1060 1080 1290 1800+ 2200+
14 1160 1170 1370 2170 4 1070 1080 1120 1530 2100+ 2550+
15 1180 1210 1690 2650+ 5 1090 1110 1280 1810+ 2450+ 2940+
16 1200+ 1320+ 2100+ 3210+ 6 1120 1140 1530 2130+ 2840+
17 1230+ 1580+ 2580+ 7 1140+ 1280+ 1820+ 2490+ 3300+
IN SHADED AREAS, REDUCE TAKEOFF DISTANCE BY 25 FT FOR EVERY PERCENT OF + PRESENTED FOR INTERPOLATION ONLY. DATA ABOVE 15,000 FT DENSITY ALTITUDE
POWER MARGIN. LIMIT, OR HIGH AMBIENT TEMPERATURE LIMIT, OR EXCEEDS CAT "B" WAT LIMITS.
FLIGHT NOT ALLOWED. CC3660_1
SAF
Figure 4-16. Category “B” Takeoff Distance (Sheet 1 of 2)

FLIGHT MANUAL
CATEGORY "B" TAKEOFF DISTANCE

BLEED AIR OFF WIND CALM
ANTI-ICE: ON
PRESSURE GROSS WEIGHT LB PRESSURE GROSS WEIGHT LB

OAT ALTITUDE OAT ALTITUDE
~ °C 1000 FT 7000 8000 9000 10,000 11,000 11,700 ~ °C 1000 FT 7000 8000 9000 10,000 11,000 11,700
0 630 680 720 760 810 840 0 770 810 850 890 930 960
1 670 710 760 800 840 880 1 800 840 890 930 970 1000
2 700 750 790 830 880 910 2 840 880 920 960 1000 1030
3 740 780 830 870 910 940 3 870 910 950 990 1030 1070
4 780 820 860 900 950 970 4 910 950 980 1020 1060 1110
5 820 860 900 940 980 1010 5 950 980 1010 1050 1100 1150
6 850 890 930 970 1010 1040 6 980 1010 1040 1080 1140 1210
7 890 930 960 1000 1040 1080 7 1020 1050 1070 1110 1180 1450
8 0 8
930 960 1000 1030 1080 1120 1050 1070 1090 1150 1350 1780+
34.4 9 960 1000 1030 1060 1120 1310 9 1080 1100 1120 1190 1640 2150+
10 1000 1030 1060 1090 1230 1640 10 1110 1120 1160 1330 2010+ 2590+
11 1040 1060 1080 1130 1510 2010+ 11 1140 1150 1200 1620 2430+ 3090+
12 1070 1090 1110 1230 1880+ 2450+ 12 1160 1170 1300 1990+ 2920+
13 1100 1110 1140 1500 2300+ 2950+ 13 1180 1210 1540 2410+
14 1130 1140 1210 1870+ 2790+ 14 1200+ 1250+ 1900+ 2910+
15 1150 1160 1460 2310+ 3360+ 15 1220+ 1450+ 2330+ 3500+
16 1170 1200 1830 2820+ 16 1260+ 1770+ 2840+
17 1190+ 1410+ 2280+ 3430+
0 650 690 740 780 830 860 + PRESENTED FOR INTERPOLATION ONLY. DATA ABOVE 15,000 FT DENSITY ALTITUDE
1 690 730 770 820 860 890 LIMIT, OR HIGH AMBIENT TEMPERATURE LIMIT, OR EXCEEDS CAT "B" WAT LIMITS.
2 720 770 810 850 900 930
3 760 800 840 890 930 960
4 800 840 880 920 960 990
5 830 870 910 950 990 1020
6 870 910 950 990 1020 1060
7 910 940 980 1020 1060 1100
8 940 980 1010 1050 1100 1160
30 9 980 1010 1040 1070 1140 1390
10 1020 1040 1070 1110 1300 1740
11 1050 1070 1090 1150 1610 2130+
12 1080 1100 1120 1300 1990+
13 1110 1120 1160 1600 2420+
14 1140 1150 1270 1980+
15 1160 1170 1540 2430+
16 1180 1240 1940 2960+
17 1200+ 1480+ 2400+ 3590+
0 690 730 780 820 870 900
1 730 770 810 860 900 930
2 760 810 850 890 930 960
3 800 840 880 920 960 990
4 840 880 920 960 1000 1030
5 870 910 950 990 1030 1070
6 910 950 980 1020 1060 1110
7 950 980 1010 1050 1100 1150
8 980 1010 1040 1080 1140 1310
9 1020 1050 1070 1110 1230 1620
20 10 1050 1080 1100 1150 1500 1990+
11 1090 1100 1120 1220 1840 2400+
12 1110 1130 1160 1470 2250+ 2880+
13 1140 1150 1200 1820 2710+
14 1160 1170 1410 2230+
15 1180 1210 1740 2710+
16 1200+ 1350+ 2160+ 3280+
17 1230+ 1640+ 2660+
IN SHADED AREAS, REDUCE TAKEOFF DISTANCE BY 25 FT FOR EVERY PERCENT OF

POWER MARGIN.
FLIGHT NOT ALLOWED. CC3660_2
SAF
Figure 4-16. Category “B” Takeoff Distance (Sheet 2 of 2)

FLIGHT MANUAL
Figure 4-17. Category “B” Takeoff Headwind Influence

20
DUAL ENGINE MAXIMUM CONTINUOUS POWER
16
SA 4047-76C-15
8 WEIGHT REDUCTION REDUCTION REDUCTION REDUCTION
~ 1000 FT
7000 150 35 15 40
0 8000 150 35 15 35
PRESSURE ALTITUDE
9000 150 35 10 30
50 60 70 80 10000 150 30 10 30
11000 150 30 10 30
IAS ~ KTS 11700 150 30 10 30
10 0 -10 MAIN TRANSMISSION TORQUE LIMIT GROSS WEIGHT ~ LBS (KG) x 1000
20 -30
-34.4
30 TEMPERATURE ~ °C
-20 11.7(5.307)
40
FLIGHT MANUAL
-30 & -34.4 11(4.988)

50 15,000 FT
10(4.535)
DENSITY
ALTITUDE
9(4.082)

Dual Engine, Maximum Continuous Power
Figure 4-18. Forward Climb Performance –
8(3.628)
HIGH AMBIENT 7(3.175)

TEMPERATURE LIMIT
BASELINE
0 2 4 6 8 10 12 14 16 18 0 2 4 6 0 4 8 12 16 20 24 28 32 36 40

~% CC3661A
Part 1, Section IV
4-28A/4-28B
20
DUAL ENGINE MAXIMUM CONTINUOUS POWER
16
8
SA 4047-76C-15
WEIGHT REDUCTION REDUCTION REDUCTION REDUCTION
~ 1000 FT
7000 150 35 15 40
0
8000 150 35 15 35
PRESSURE ALTITUDE
9000 150 35 10 30
50 60 70 80 10000 150 30 10 30
11000 150 30 10 30
IAS ~ KTS 11700 150 30 10 30
10 0 -10 MAIN TRANSMISSION TORQUE LIMIT GROSS WEIGHT ~ LBS (KG) x 1000
20 -30
-34.4
-20 11.7(5.307)
40
FLIGHT MANUAL
-30 & -34.4 11(4.988)

50 15,000 FT

10(4.535)
DENSITY
ALTITUDE
9(4.082)

Dual Engine, Maximum Continuous Power
Figure 4-18. Forward Climb Performance –
8(3.628)
HIGH AMBIENT 7(3.175)

TEMPERATURE LIMIT BASELINE
0 2 4 6 8 10 12 14 16 18 0 2 4 6 0 4 8 12 16 20 24 28 32 36 40

~% CC3661
Part 1, Section IV
4-29
FLIGHT MANUAL
Figure 4-19. Category "B" Landing Profile

4-30
FLIGHT MANUAL
Figure 4-20. Category “B” Landing Distance

April 2, 2007 4-31
HOVER OUT OF GROUND EFFECT
17
NOTE: IF TRANSMISSION TORQUE
LIMITED ON UPPER SECTION
OF CHART, DO NOT TAKE
CREDIT FOR POWER 16
MARGINS GREATER THAN 0%
15 DASHED LINES ARE FOR

INTERPOLATION ONLY
DENSITY
ALTITUDE LIMIT
14 ~ 15,000 FT
13
11 -34.4
-30
-20
10
-10
0
9 MAXIMUM
10 GROSS WEIGHT
11,700 LB
EXAMPLE: 20
PRESS ALT: 8150 FT 8
OAT: -30 °C MAIN TRANSMISSION
30 TORQUE LIMIT
POWER MARGIN: 6%
GROSS WEIGHT: 11190 LB
7
NOTE: ONLY TAKE POWER 40
4-32
MARGIN CREDIT UP
TO THE APPROPRIATE 6
DASHED TEMPERATURE 50
LINE.
5
Part 1, Section IV
EXAMPLE: 4
PRESS ALT: 4000 FT
OAT: 30 °C
POWER MARGIN: 2%
GROSS WEIGHT: 10320 LB 3
HIGH AMBIENT
Figure 4-21. Hover Out of Ground Effect at Takeoff Power (Sheet 1 of 2)
TEMPERATURE LIMIT
2
0
TEMPERATURE ~ °C
0
0
10
-34.4
-30
-2
-10
0
2
FLIGHT MANUAL
ENGINE
4
MAXIMUM
GROSS WEIGHT
11,700 LB
POWER MARGIN ~ %
6
6 7 8 9 10 11 12
3.5 4.0 4.5 5.0 5.5
GROSS WEIGHT ~ 1000 KG CC3663_1B

SAF
SA 4047-76C-15
HOVER OUT OF GROUND EFFECT
17
NOTE: IF TRANSMISSION TORQUE
LIMITED ON UPPER SECTION
OF CHART, DO NOT TAKE
CREDIT FOR POWER 16
MARGINS GREATER THAN 0%
15
14 DENSITY
ALTITUDE LIMIT
~ 15,000 FT
13
12
TEMPERATURE ~ °C
11
-34.4
-30
10 MAXIMUM
-20 GROSS WEIGHT
11,700 LB
-10
9
0
8
MAIN TRANSMISSION
TORQUE LIMIT
7
EXAMPLE: 5
PRESS ALT: 4850 FT
OAT: 0 °C
POWER MARGIN: 6% 4
SA 4047-76C-15
GROSS WEIGHT: 11550 LB
NOTE: ONLY TAKE POWER

MARGIN CREDIT UP 3
TO THE APPROPRIATE
DASHED TEMPERATURE
LINE.
Figure 4-21. Hover Out of Ground Effect at Takeoff Power (Sheet 2 of 2)
TEMPERATURE ~ °C
0
April 2, 2007
0
FLIGHT MANUAL
-10
-20
2 -30
-34.4
ENGINE
4
MAXIMUM
GROSS WEIGHT
11,700 LB
POWER MARGIN ~ %
6
6 7 8 9 10 11 12
3.5 4.0 4.5 5.0 5.5
GROSS WEIGHT ~ 1000 KG CC3663_2A

SAF
Part 1, Section IV
4-33
SA 4047-76C-15 Part 1
Supplement Index
S-76C++ SUPPLEMENT INDEX
INTRODUCTION
The supplements listed below are not applicable to every serial number helicop-
ter. The operator is only required to have those supplements that pertain to the
equipment installed on their helicopter. If the operator installs the equipment de-
scribed in a supplement at a later date, the applicable supplement may be or-
dered from Sikorsky Aircraft.
NOTE
Only Part 1 of the supplements is FAA approved; Part 2 listings
are for reference purposes only.
Annotate with an “X” in the APPLICABLE column those supplements that apply to
your helicopter. Please update any revised Supplement Index, as required, when
received with future changes.
SUPP. PART 1 PART 1 PART 2 PART 2

NO. APPLICABLE SUBJECT REV. NO. REV. DATE REV. NO. REV. DATE
FAA SUPPLEMENTS – NORTHERN REGION
6 _____ Cyclic Position 2 10/12/06 N/A N/A

Warning System
8 _____ Category “A” Vertical 3 11/14/07 2 3/10/08
Operations from
Ground Level Heliports
16 _____ Engine/Inlet Cowl 1 10/12/06 1 10/12/06
Open Annunciation
System
18 _____ Lucas Variable Speed 1 1/31/07 2 1/31/07
Utility Hoist
19 _____ External Cargo Hook 1 9/27/06 1 9/27/06
and Optional Cargo
Hook Load Indicator
23 _____ KTA 870 Traffic 2 5/21/09 N/A N/A
Advisory System
Displayed on a
KMD 550 Multifunction
Display
24 _____ LSI’s Helicopter 1 6/20/06 N/A N/A
Emergency Egress
Lighting System
(HEELS)
25 _____ AirCell ST 3100 2 6/2/06 N/A N/A
Satellite Telephone
System
DECEMBER 22, 2005

Revised August 10, 2009 1
Part 1 SA 4047-76C-15
Supplement Index

26 _____ Universal Avionics 2 6/28/06 N/A N/A

Systems UNS-1F
Multi-mission
Management System
28 _____ Dual Rockwell Collins 1 10/12/06 N/A N/A
MDR-124F(V2)
Direction Finder
System
30 _____ Caledonian Airborne 1 6/30/06 N/A N/A
Systems Deployable
ELT
31 _____ TDR-94 Transponder 2 8/24/06 N/A N/A
System
33 _____ Baggage Access 1 10/12/06 N/A N/A
(Ground Use Only)
35 _____ Boarding Step 1 9/27/06 N/A N/A
36 _____ Copilot Controller 1 10/12/06 N/A N/A
Barrier
37 _____ Keystone Helicopter N/A N/A 2 9/1/06
Door Pin
38 _____ Goodrich I-Link 1 10/12/06 N/A N/A
Multifunction Display
39 _____ Sky Watch HP 2 12/15/06 N/A N/A
(Sky 899 System)
40 _____ UNS-1F Flight 3 10/27/08 N/A N/A
Management System
41 _____ Artex C406-1HM ELT 2 6/30/06 N/A N/A
42 _____ Honeywell WC-660 1 10/12/06 N/A N/A
Radar Controller
System for the Primus
440 Weather Radar
44 _____ Penny & Giles 1 6/20/06 N/A N/A
Multipurpose Flight
Recorder (MPFR)
45 _____ Rockwell Collins 1 1/18/08 N/A N/A
SAR-126 Direction
Finder System
47 _____ Deluxe VIP Interior N/A N/A 7 5/13/09
48 _____ Garmin GMX-200 2 6/22/07 N/A N/A
Multi-Function Display
49 _____ Honeywell 1 10/17/08 N/A N/A
Multifunctional Radar
Display
50 _____ Garmin GPS-500 Basic 5/18/07 N/A N/A
System
DECEMBER 22, 2005

2 Revised August 10, 2009
SA 4047-76C-15 Part 1
Supplement Index

51 _____ Replacement Battery: 1 2/5/08 N/A N/A

Concorde Lead Acid
Battery
52 _____ Foxtronics Battery Basic 8/16/07 N/A N/A
Temperature Monitor
System
53 _____ Honeywell Primus 660 Basic 10/31/07 N/A N/A
Weather Radar System
54 _____ High Intensity Strobe Basic 1/18/08 N/A N/A
Lights System
55 _____ Honeywell KHF-1050 2 6/4/09 N/A N/A
HF Communication
System
56 _____ Category “A” Vertical Basic 9/26/08 Basic 9/26/08
Operations from
Elevated Heliports
57 _____ Garmin GPS-500W Basic 11/19/08 N/A N/A
System
58 _____ UNS-1LW Flight Basic 5/11/09 N/A N/A
Management System
59 _____ Main Rotor Blade Basic 1/14/09 N/A N/A
Recognition Light
60 _____ Honeywell CVR/FDR Basic 5/26/09 N/A N/A
63 _____ Cockpit Digital Voice Basic 4/7/09 N/A N/A
Recorder System
65 _____ ICG SATCOM System Basic 3/24/09 N/A N/A
66 _____ Skytrac ISAT-100 Basic 5/20/09 N/A N/A
Flight Following
System
67 _____ Honeywell Chadwick N/A N/A Basic 5/6/09
EVXP
68 _____ Cyclic Control Stick Basic 5/7/09 N/A N/A
Guard
70 _____ Northern Airborne Basic 6/4/09 N/A N/A
Technology NPX138N
FM Transceiver
71 _____ ELTA ADT 406 AF Basic 6/4/09 N/A N/A
Emergency Locator
Transmitter
76 _____ Data NAV V Display 3 10/12/06 N/A N/A
System
77 _____ Argus 7000 or Argus 6 10/12/06 N/A N/A
7000/CE Moving Map
Dysplay System
DECEMBER 22, 2005

Revised August 10, 2009 3
Part 1 SA 4047-76C-15
Supplement Index

79 _____ Davtron 5 Function 1 5/18/07 1 5/18/07

Indicator
80 _____ Magnastar C-200 2 10/12/06 N/A N/A
Digital Airborne
Telephone
81 _____ Heads Up CMS-400 2 8/12/08 3 8/12/08
Checklist Management
System
83 _____ BF Goodrich Storm- 3 10/12/06 2 10/12/06
scope WX-950
Weather Mapping
System
88 _____ SPZ-7600 Digital 3 1/31/07 5 1/31/07
Automatic Flight
Control System
91 _____ Honeywell Primus 2 1/31/07 N/A N/A
P-700 /701 Radar
System
99 _____ METAIR Long Range 3 6/28/06 2 6/28/06
Fuel System
105 _____ Honeywell Single 3 11/30/06 3 11/30/06
AA-300 Radio Altimeter
System
107 _____ Cabin ECS System N/A N/A 3 5/27/08
113 _____ LSZ-860 Lightning 2 6/2/06 N/A N/A
Sensor
114 _____ P&G Solid-State 2 10/12/06 N/A N/A
Combined Voice and
Flight Data Recorder
118 _____ Single Collins 2 10/12/06 N/A N/A
MDF-124F(V2)
Directional Finder
System
119 _____ Hunting Aviation/Metair 4 10/12/06 2 10/12/06
Long Range Fuel
System
120 _____ Primus 880 Weather 2 7/5/06 N/A N/A
Radar
121 _____ BF Goodrich Skywatch 2 4/3/06 2 4/3/06
Traffic Advisory
System SKY497
122 _____ Automatic Cabin 4 9/16/08 3 9/16/08
Temperature System
123 _____ Collins RTU 4200 2 6/2/06 N/A N/A
Radio Control Unit
DECEMBER 22, 2005

4 Revised August 10, 2009
SA 4047-76C-15 Part 1
Supplement Index

126 _____ Spectrolab Nightsun 3 2/05/07 2 2/05/07

Searchlight
127 _____ Sikorsky Radio Altitude 2 4/21/08 2 4/21/08
Warning System
130 _____ AUX BUS 2 10/12/06 2 10/12/06
Supplemental Battery
Power Pack
136 _____ Trimble 2101 I/O 2 10/12/06 N/A N/A
Approach Plus GPS
Navigator System
139 _____ NAT 110/220 Watt 2 4/3/06 3 4/3/06
Loud Hailer System
140 _____ Two-Action, 2 4/3/06 N/A N/A
Hinged- Door Jettison
142 _____ Honeywell AV-850A 2 10/12/06 2 10/12/06
Cockpit/Cabin Audio
System
145 _____ DB Systems Audio 3 10/12/06 2 10/12/06
System
154 _____ Cabin Electrical N/A N/A 3 11/14/08
System
157 _____ Six-Place VIP Interior N/A N/A Basic 8/15/08
158 _____ Honeywell MK XXII 2 6/20/06 1 4/3/06
Enhanced Ground
Proximity Warning
System Series
PN 965-1590-XXX
159 _____ Honeywell MK XXII 1 12/13/06 Basic 6/20/06
Enhanced Ground
Proximity Warning
System Series
PN 965-1595-XXX
EASA SUPPLEMENTS
3 _____ Category “A” Vertical Basic 7/03/06 Basic 7/03/06

Operations from
Ground Level Heliports
4 _____ Category “A” Short Basic 7/03/06 Basic 7/03/06
Field Operations
5 _____ HELLA High Intensity Basic 12/12/06 Basic 12/12/06
Strobe Light (HISL)
System
DECEMBER 22, 2005

Revised August 10, 2009 5/6

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SA 4047-76C-15

AIRCRAFT SERIAL NO. 760607 AND SUBSEQUENT

Applicable to all helicopters equipped with TURBOMECA

© SIKORSKY AIRCRAFT CORPORATION 2005

Approved by: Date of Approval:

LIST OF EFFECTIVE PAGES

FAA APPROVED DECEMBER 22, 2005

LIST OF EFFECTIVE PAGES

FAA APPROVED DECEMBER 22, 2005

LIST OF EFFECTIVE PAGES

PAGE DATE REV. NO.

2-32 12/22/05 Basic

FAA APPROVED DECEMBER 22, 2005

LIST OF EFFECTIVE PAGES

PAGE DATE REV. NO.

3-27 12/22/05 Basic

FAA APPROVED DECEMBER 22, 2005

LIST OF EFFECTIVE PAGES

4-5 12/22/05 Basic

REVISION PAGES FAA

FAA APPROVED DECEMBER 22, 2005

REVISION PAGES FAA

4 1-11, 1-12, Clarified anti-ice 1/31/08

SECTION TITLE PAGE

I Operating Limitations ........................................................... 1-1

FAA APPROVED DECEMBER 22, 2005

SECTION TITLE PAGE

Engine Oil Temperature Limits ....................................... 1-19

II Normal Procedures .............................................................. 2-1

FAA APPROVED DECEMBER 22, 2005

Category “B” Takeoff .......................................................... 2-26

III EMERGENCY PROCEDURES............................................... 3-1

FAA APPROVED DECEMBER 22, 2005

Single-Engine Power Failure.............................................. 3-5

FAA APPROVED DECEMBER 22, 2005

SECTION TITLE PAGE

Electronic Flight Instrument System (EFIS) Malfunctions ... 3-23

FAA APPROVED DECEMBER 22, 2005

Dc Essential Bus Feed Failure........................................... 3-44

IV Performance Information......................................................... 4-1

FAA APPROVED DECEMBER 22, 2005

SECTION TITLE PAGE

Engine Health .......................................................................... 4-6

FAA APPROVED DECEMBER 22, 2005

1-1 Category "A" Maximum Takeoff and Landing Gross

FAA APPROVED DECEMBER 22, 2005

4-11 Forward Climb Performance – Single Engine, Maxi-

FAA APPROVED DECEMBER 22, 2005

Compliance with the limitations in this section is required by law.

For minimum operating weight, refer to Figure 1-4.

CATEGORY "A" OPERATIONS

CATEGORY "B" OPERATIONS

OEI TRAINING OPERATIONS

C.G. (CENTER OF GRAVITY) LIMITS

FAA APPROVED DECEMBER 22, 2005

UTILITY HOIST INSTALLED 90 POUNDS

Revised April 2, 2007

DENSITY PE MAXIMUM GROSS

FAA APPROVED DECEMBER 22, 2005

PRESSURE ALTITUDE ~ 1000 FT POWER GROSS WEIGHT ~ 1000 LB