2. UH-60 SLIDE SHOW CW3 Nick Nickles B/2-25 Aviation Updated 17 March 98

3. EMERGENCY SHUTDOWN  ENG POWER CONT lever(s) - OFF  ENG FUEL SYS selector - OFF  FUEL BOOST PUMP CONTROL switch(es) - OFF

4. EMERGENCY APU START  FUEL PUMP switch - APU BOOST  APU CONT switch - ON

5. SINGLE ENGINE FAILURE  Collective - Adjust to maintain RPM R  External cargo/stores - Jettison (if required)  IF CONT FLT IS NOT POSS: LAND AS SOON AS POSSIBLE  IF CONT FLT IS POSS: – Establish single engine airspeed – LAND AS SOON AS PRACTICABLE

6. DUAL ENGINE FAILURE  AUTOROTATE s WARNING: DO NOT RESPOND TO ENGINE OUT AUDIO AND WARNING LIGHTS UNTIL AFTER CHECKING TGT AND RPM R

7. INCREASING % RPM R  ENG PWR CONT lever -Retard high power/TGT engine, maintain TRQ approximately 10% below other engine.  LAND AS SOON AS PRACTICABLE  If the affected engine does not respond to ENG POWER CONT lever movement in the range between FLY and IDLE, the HMU may be malfunctioning internally  If this occurs: – Establish single engine airspeed – Perform EMER ENG SHUTDOWN (affected engine).

8. DECREASING %RPM R  Collective - Adjust to control RPM R  ENG PWR CONT LEVER - LOCKOUT low power/TGT engine. Maintain TRQ approximately 10% below other engine.  LAND AS SOON AS PRACTICABLE s CAUTION: When engine is controlled with engine power control lever in lockout, engine response is much faster and the TGT limiting system is inoperative. Care must be taken not to exceed TGT limits and keeping % RPM R and % RPM 1 and 2 in operating range

9. ENG COMPRESSOR STALL  Collective - Reduce  If condition persists  ENG PWR CONT lever (affected engine) - RETARD  ENG PWR CONT lever (affected engine) - FLY  If stall condition recurs  EMER ENG SHUTDOWN (affected engine)  Refer to single engine failure emergency procedure

10. ENG HIGH SPEED SHAFT FAILURE  Collective - Adjust  EMER ENG SHUTDOWN (affected engine) Do not attempt to restart  Refer to single engine failure emergency procedure

11. LIGHTNING STRIKE  ENG PWR CONT levers - Adjust as required to control RPM  LAND AS SOON AS POSSIBLE s WARNING: LIGHTNING STRIKES MAY RESULT IN LOSS OF AUTOMATIC FLIGHT CONTROL FUNCTIONS, ENGINE CONTROLS, AND/OR ELECTRIC POWER.

12. LOSS OF TAIL ROTOR THRUST  AUTOROTATE  ENG PWR CONT levers - OFF (when intended point of landing is assured).  It is important to note that the EP describes placing the ENG POWER CONT levers - OFF during deceleration !

13. LOSS OF TAIL ROTOR THRUST AT LOW AIRSPEED/HOVER  Collective - Reduce  ENG POWER CONT levers - OFF (5 to 10 feet above touchdown)

14. TAIL ROTOR QUADRANT CAUTION LIGHT ON WITH LOSS OF T/R CONTROL  Collective - Adjust  LAND AS SOON AS PRACTICABLE s 10.5 DEG, T/R PRESET. GIVES CONTINUAL T/R THRUST. s 25 AND 145 KTS ACFT IN TRIM. s SHALLOW APPROACH/ROLL ON LANDING.

15. PEDAL BIND/RESTRICTION OR DRIVE WITH NO ACCOMPANYING CAUTION LIGHT  Apply pedal force to oppose the drive  TRIM switch - Off  If normal control forces are not restored:  BOOST switch - OFF  If control forces normal for boost off flight are not restored:  BOOST switch - ON  TAIL SERVO switch -BACKUP, if tail rotor is not restored...

16. MAIN XMSN OIL PRESS, XMSN OIL PRESS LOW/XMSN OIL TEMP HIGH OR XMSN OIL TEMP Caution Light On  LAND AS SOON AS POSSIBLE  If time permits:  Slow to 80 KIAS  EMER APU START  GENERATORS NO.1 and NO.2 switches - OFF

17. CHIP INPUT MDL LH OR RH LIGHT  ENG PWR CONT lever on affected engine - IDLE  LAND AS SOON AS POSSIBLE

18. CHIP MAIN MDL SUMP, CHIP ACCESS MDL LH OR RH, CHIP TAIL XMSN OR CHIP INT XMSN/TAIL XMSN OIL TEMP OR INT XMSN OIL TEMP s LAND AS SOON AS POSSIBLE

19. ENG/FUSELAGE FIRE ON GROUND  ENG PWR CONT levers - OFF  ENG EMER OFF handle - Pull if applicable  FIRE EXTGH switch -MAIN/RESERVE as required

20. APU COMPARTMENT FIRE s APU fire T-handle - Pull s FIRE EXTGH switch -MAIN/RESERVE as required

21. ENG FIRE IN FLT  ENG PWR CONT lever (affected engine) - OFF  ENG EMER OFF handle - Pull  FIRE EXT switch MAIN/RESERVE as required  LAND AS SOON AS POSSIBLE s WARNING: ATTEMPT TO VISUALLY CONFIRM FIRE BEFORE ENG SHUTDOWN OR DISCHARGING EXTINGQUISHING AGENT

22. ELECTRICAL FIRE IN FLT  BATT and GENERATORS switches -OFF  LAND AS SOON AS POSSIBLE

23. #1 AND #2 FUEL FLTR BYPASS LIGHT ON  LAND AS SOON AS POSSIBLE

24. 1 OR 2 FUEL PRESS LIGHT  If the light illuminates and the situation is critical:  FUEL BOOST PUMP CONTROL switches NO.1 PUMP AND NO.2 PUMP _ ON  LAND AS SOON AS PRACTICABLE

25. 1 AND 2 HYD PUMP LIGHT  LAND AS SOON AS POSSIBLE. Restrict control movements to moderate rates

26. 1 or 2 HYD PUMP LIGHT AND BACK UP PUMP ON ADVISORY LIGHT OFF  Airspeed - Adjust to a comfortable airspeed  BACKUP HYD PUMP switch -ON  If BACKUP PUMP ON advisory light remains off:  FPS and BOOST switches -OFF (for #2 HYD PUMP caution light)  LAND AS SOON AS POSSIBLE s A ROLL ON LANDING 40 KIAS OR ABOVE IS REQUIRED. s LOSS OF BOTH THE NO.2 HYD PUMP AND THE BACKUP PUMP RESULTS IN THE LOSS OF PILOT- ASSIST SERVOS.

27. 1 or 2 PRI SERVO PRESS CAUTION LIGHT ON  LAND AS SOON AS POSSIBLE s BEFORE INITIATING EP ACTION, THE PILOTS SHOULD CHECK THAT BOTH SVO OFF SWITCHES ARE CENTERED.

28. COLLECTIVE BOOST SERVO HARDOVER/POWER PISTON FAILURE  BOOST SWITCH OFF  LAND AS SOON AS PRACTICABLE s COLLECTIVE BOOST SERVO FORCES WILL INCREASE AS MUCH AS 150 LBS.

29. EMER LANDING IN WOODED AREAS POWER OFF  AUTOROTATE Decelerate helicopter to stop all forward speed at treetop level  COLLECTIVE ADJUST to maximum before main rotor contacts tree branches

30. DITCHING PWR OFF  AUTOROTATE  Cockpit doors jettison and cabin doors open prior to entering water  Cyclic Position in direction of roll  Exit when main rotor has stopped s MAINTAIN A LEVEL ATTITUDE AS THE HELICOPTER SINKS AND UNTIL IT BEGINS TO ROLL; THEN APPLY CYCLIC IN THE DIRECTION OF THE ROLL. EXIT WHEN THE MAIN ROTOR IS STOPPED.

31. FLT CONTROL/MAIN ROTOR SYSTEM MALFUNCTION  LAND AS SOON AS POSSIBLE  EMER ENG(S) SHUTDOWN after landing s WARNING: DANGER EXIST THAT THE MAIN ROTOR SYSTEM COULD COLLAPSE OR SEPARATE FROM THE AIRCRAFT AFTER LANDING. EXIT WHEN MAIN ROTOR HAS STOPPED

32. STABILATOR MALFUNCTION - AUTO MODE FAILURE  CYCLIC SLEW switch - Adjust if necessary to arrest nose down pitch rate  AUTO CONTROL switch - press ON once  WARNING: IF ACCEL IS CONT OR COLLECTIVE IS DEC WITH THE STAB IN A TRAILING EDGE DOWN POS, LONG. CONTROL WILL BE LOST. THE STAB SHALL BE SLEWED TO 0 DEG ABOVE 40 AND FULL DOWN A/S LESS THAN 40. s IF STAB AUTO MODE REPEATEDLY DISENGAGES DURING FLT. FLT ABOVE 70 IS PROH WITH STAB IN AUTO s WARNING: PRESSING THE AUTO CONTROL RESET AFTER A FAILURE OCCURS RESULTS IN THE AUTO MODE COMING ON FOR ONE SEC. IF A HARDOVER SIGNAL TO ONE ACT IS PRESENT, THE STAB COULD MOVE 4 TO 5 DEG IN THAT SEC. SUBSEQUENT RESET COULD RESULT IN STAB TO AN UNSAFE POS.

33. UNCOMMANDED NOSE DOWN PITCH ATT CHANGE  Cyclic - Adjust as required  Collective - Maintain or increase  Cyclic slew up switch - Adjust as required to arrest nose down pitch rate  MAN SLEW switch - Adjust 0 degrees above 40KIAS, full down below 40 KIAS s THE PILOT SHOULD INITIALLY ATTEMPT TO STOP THE RATE WITH AFT CYCLIC. MAINTAINING OR INCREASING COLLECTIVE POSITION MAY ASSIST IN CORRECTING FOR A NOSE DOWN PITCH ATTITUDE.

34. UNCOMMANDED NOSE UP PITCH ATTITUDE s Cyclic - Adjust as required s Collective - Reduce as required s MAN SLEW switch - Adjust to 0 degrees above 40 KIAS and full down below 40 KIAS. s LAND AS SOON AS PRACTICABLE s THE PILOT SHOULD INITIALLY ATTEMPT TO STOP THE RATE WITH FORWARD CYCLIC. AT AIRSPEEDS ABOVE 140 KIAS, A COLLECTIVE REDUCTION OF APPROX 3 INCHES, SIMULTANEOUSLY WITH FORWARD CYCLIC WILL ARREST THE NOSE UP PITCH RATE.

35. MAX WIND FOR ROTOR START FROM ANY DIR:  45 KTS

36. MAIN TRAN MODULE LIMIT  Oil Pressure 45-60 Range For Most Conditions. 45-55 (A)  Fluctuation In Steady State Below 45 Psi, Make -13 Entry  Pitch Attitude >6 Deg Will Cause Press Fluctuation (30 psi, normal)

37. MAIN ROTOR OVERSPEED  127%  137%  142%

38. MAIN ROTOR RPM POWER ON  Min Except For Idle And Trans 91%  Continuous 95 - 101%  Transient 101 - 107%

39. MAIN ROTOR RPM POWER OFF  NORMAL 90 - 105%  TRANSIENT 105 - 110%  MAXIMUM 110%

40. ENGINE RPM  Min91 Except Idle And Trans  Continuous95-101  Trans101-105  12 Sec Trans 105-107  Avoid 20-40 And 60-90 Except During Start And Shutdown

41. FUEL QUANTITY (UH-60L)  PRECAUTIONARY 0 - 200 LBS  NORMAL 200 - 1500 LBS

42. AIRSPEED  Maximum193 Kts  Section V For Additional Limits  One Engine Inop130 Kts  Max For Auto 16825>150 Kts  Max For Auto 16825<130 Kts  One Sas Inop 170 Kts  Two Sas Inop 150 Kts  Two Sas Inop, Imc 140 Kts

43. FLIGHT LIMIT  Sideward/rearward >45 Knots, > 35 Efrs Prohibited  Conbined Flt And Windspeed > 45kts, >35 Efrs Prohibited

44. AIRSPEED ADDITIONAL  1 Hyd Sys Inop170 Kts  2 Hyd Sys Inop150 Kts  2 Hyd Sys Inop, Imc140 Kts  Max Airspeed For Extending And Extended:  Landing Light130 KIAS180 KIAS  Search Light100 KIAS180 KIAS

45. STABILATOR POSITION INDICATOR s 0 DEG 150 KIAS s 10 DEG 100 KIAS s 20 DEG 80 KIAS s 30 DEG 60 KIAS s 40 DEG 45 KIAS

46. ENGINE NG  Continuous0 - 99%  30 Min Limit99 - 102%  10 Sec Transient102 - 105%

47. ENGINE OIL PRESSURE  Minimum22 PSI 20@35psi  Idle22 - 26 PSI  Continuous26 - 100 PSI 20-100  5 Minute Lim100-120 PSI  Maximum120 PSI 100

48. ENGINE % TORQUE s 10 Second Transient s Dual Engine 100-125 – Above 80 Kias100-144 % – 80 Kias Or Below120-144% s Single Engine135-144% 110-135 s Max Continuous s Dual Engine 0-100 – Above 80 Kias0-100% – At Or Below 80 Kias0-120% s Single Engine0-135% 0-110

49. TGT s Normal0-810 Deg 0-775 s Start Abort851 Deg 850 s 30 Min Limit810-851 Deg 775-850 s 10 Min Limit851-878 Deg s 2.5 Minutes Transient878-903 Deg s 10 Sec Transient903-949 Deg 850-886

50. ENGINE OIL TEMPERTURE s Continuous-50-135 Deg s 30 Minute Limit135-150 Deg s Maximum150 Deg

51. MAIN TRANSMISSION OIL TEMERATURE s Continuous -50-105 Deg s Precautionary105-140 Deg 105-120 s Maximum 140 Deg 120

52. MAIN TRANSMISSION OIL PRESSURE s Minimum20 Psi s Idle And Transient20-30 Psi s Continuous30-65 Psi s Precautionary65-130 Psi s Maximum130 Psi

53. ENGINE STARTER LIMITS  15 Deg and below - 2 Cycles, Followed By 3 Min. Rest, 2 Additional Cycles, Then 30 Min. Rest.  15 Deg to +52 Deg - 2 Cycles, 30 Min. Rest.

54. PNEUMATIC SOURCE INLET LIMITS  SourceTempPsigPpm  Min Ground Air1494030  Max Ground Air24950-

55. ENG START LIMITS  No Crossbleed Starts Unless Ant-ice Is Off, > 90 % Ng, 100 Rotor Rpm R.  >14,000, Press Start Sw, Pwr Lever Off, Max Motoring 24%, Before Going To Idle.

56. ENG OVERSPD CHECK LIMIT  Eng Overspeed Check In Flight Is Prohibited  Eng Overspeed On The Ground Are Authorized By Maint Personnel

57. FUEL LIMITATIONS  When using all fuels both fuel boost pumps shall be on and operational. Otherwise, engine flame out may result

58. WEIGHT LIMITATION  Max gross weight 22,000 lbs. Max with provisions 22,000, external cargo hook load operations in excess of 8000 lbs is 23,500 lbs (l).  Cargo floor maximum capacity of 300 lbs per sq. ft.  Stowage, cabin ceiling and cargo hook limit – Storage compartment 125 lbs – 4 cabin ceiling tiedown 4000 lbs – Cargo hook 8000 lbs 9000 lbs

59. CABIN DOOR/WINDOWS OPEN  Cabin Door Fully Open 100 Kias With Sound Proofing Aft Of 379  Cabin Door Fully Open 145 Kias With Soundproofing Rem Or Secured Properly Aft Of Station 379  Cockpit Sliding Windows Will Not Be Opened, Except Hover  Gunner Door Open -170 Kias  Flight With Cockpit Door(s) Removed Is Prohibited.

60. AIRSPEED LIMITS STABILATOR AUTO MODE FAILURE  Stab Full Down < 40 Kias  Zero > 40 Kias  Auto Shall Be Limited To 120 Kias All Weights  Manual Control Not Available. Placard Limit Will Be Observed  Auto Limit Will Not Exceed 120 Kias

61. MANUEVERING LIMIT  Hovering Turns > 30 Deg Per Sec, +- 30 Pitch, +- 60 Roll  Simultaneous Moving Of Both PCLs To Idle/Off In Flight  Rearward Ground Taxi is Prohibited

62. MANUEVER LIMIT CONT  Prolong rearward flight and downwind hover avoid to prevent accumulation of exhaust fumes in cockpit and heat damage to windows or open cabin doors  Flight resulting in severe blade stall and significant increase in 4 per rev vibration prohibited

63. MANEUVER LIMIT CONT  >80 kias, avoid abrupt full pedal inputs to prevent excess tail rotor sys load  Sling load limited to 30 deg angle of bank  Rearward flt with hoist load limited to 35 kts

64. MANEUVER LIMIT CONT  Side flt is limited by bank angle and is dec. As airspeed inc.  Bank angle shall be limited to 30 deg when pri servo press caution light is on.  80 kts recommend for auto, chart 9-4

65. LANDING GEAR LIMITATION s WEIGHTSLOPELEVEL s 16825 >360 FPM540 FPM s 16825<180 FPM300 FPM

66. LANDING SPEED LIMITATION s Maximum forward touchdown speed is limited to 60 knots ground speed on level terrain.

67. SLOPE LANDING LIMIT  15 degrees nose up (30 min. Limit with pressure fluctuations), right/left wheel upslope  Reduced 2 degrees for every 5 knots of wind  6 degree downslope, > 15 knots tailwind, not conducted  Low frequency oscillation may occur when landing down on a slope with the cyclic near aft stop

68. FLIGHT IN ICING  Helicopters not equipped with engine inlet anti-ice modulating valve, insulated ambient air sensing tube, blade de-ice kit prohibited.  Installed: forecast or known moderate icing  Blade erosion kit: prohibited

69. ENGINE INLET ANTI-ICE LIMITATION  Avoid ops under conditions of extreme low power requirement such as: high rate of descent 1900 fpm. Or ground ops below 100 % rpm, during icing condition  Temp +4 degree C, visible liquid, icing may occur

70. BACKUP HYD PUMP HOT WX LIMIT(ROTOR STATIC)  FATOperation TimeCooldown  -54 - +32Continuousnone  +33 - +3824 min72 min  +39 - +5216 min48 min

71. APU OPERATION LIMIT  >43 degree C with engine/rotor operating APU is limited to 30 minutes  Not operating, continuously up to +51 degrees C

72. WINDSHIELD ANTI-ICE CHK  FAT > 21 DEG C

73. TURBULENCE/THUNDER STORM  Severe turbulence is prohibited  Thunderstorm prohibited  Turbulence with slingload attached and inop collective friction is prohibited

74. ALTERNATOR PROVIDES  Ng Signal To Cockpit  Power Ignition  Power To The DEC

75. HMU  Fuel pumping  Fuel flow metering  Accel/decel limiting  Ng limiting/ng shutdown @110%.  Vg and anti-ice start bleed valve positioning  Torque motor (DEC input) to trim IAW Ng output (yellow wire) TGT limiting, load sharing, Ng governor  LDS (coll input) to match Ng output to main rotor load demands.  PAS (power control lever input) to set max power available and override to DEC (lockout in a malfunction)  Vapor vent for priming

76. ODV  Sequence Main Fuel  Purge Start/main Fuel  Provides Np Overspeed Protection (Muscle), Needs The DEC.

77. AFCS IS MADE UP OF  SAS (1 And 2)  FPS  Trim  Stabilator

78. FPS  Below60 KiasAbove  Att HoldPitchAtt Hold/a/s  Att HoldRollAtt Hold  Hdg HoldYawHdg Hold/turn  Note: Fps Must Have SAS 1 Or 2, Yaw Boost And Trim System

79. FUEL SYS FLOW  Pump (Submerged)  Prime Boost Pump (#1 Eng/apu)  Pump (Eng. Driven)  Filter Bypass 18-22 Psid  HMU  Liquid To Liquid Cooler  ODV  Engine

80. THE FOUR ITEM ON REAR OF THE ENG (L TO R)  Particle Sep Blower  ODV Valve (Blue Wire-Np Solenoid)  HMU  Starter Drive  Note: Actuator Under The HMU Is For Vg Link

81. FRONT OF ACCY SECTION (L TO R)  Oil Temp Sensor (150)  Oil Press Sensor(<20 Degrees)  Alternator  Oil Filter  Fuel Boost Pump  Oil Cooler  Fuel Filter

82. STABILATOR  The angle of incidence is changed by two electric actuators

83. 5 FUNCTIONS OF THE STABILATOR: SCALP  Streamlines Stabilator <30 Kts  Collective Coupling:compensates For Aircraft Movement  Angle Of Incidence:level Fuselage As Aircraft Increases Speed  Lateral Excursions:input From Accelerometers: Right, Stab Down, Left Stab Edge Up  Pitch Rate Feedback:pitch Gyro

84. WOW SWITCH (ITABUSH)  IFF MODE 4  THERMAL SWITCH - B/U PUMP  AUDIO WARNING: LOW RPM  BACKUP PUMP-AUTO IS REMOVED  UNDERFREQENCY PROTECTION- GEN 95%RPM R  SAS/FPS DISABLED  HYD LEAK SYS ACTIVATED (HYD LEAK TEST SWITCH)

85. LOAD SHARING  Low engine increases power because of load sharing and the high engine will decrease power because of Np governing

86. PCL LOCKOUT  Engine response is much faster and TGT limiting is inoperative. Care must be taken not to exceed TGT limits and keep % RPM R and % RPM 1 and 2 within operating range

87. 4 MECHANICAL MIXES  Collective To Pitch: Downwash  Collective To Yaw: Torque  Collective To Roll: Translating Tendency  Yaw To Pitch: Vertical Thrust  Note: Minimizes Intercontrol Coupling.

88. BACKUP PUMP OP’S  Backup Pump With Reservoir (Micro Sw 60% Remain, Ac Motor, Depressurization Valve Operates At 700 Psi  Util Module, Backup Pump Adv Light,Slam Valve (Velocity Fuse) 1.5 Gpm.  2nd Stage T/r Servo And #2 T/r Light  Apu Accumulator: Hyd Fluid With A Return Line And Nitrogen To The Gauge With Accum Low Light For 2800 Psi And Below.

89. B/U PUMP ACTIVATION  #1 Res Low  #1 Hyd Pump  #1 T/r Servo  #2 Hyd Pump  Apu Accum Low

90. LEAK ISOLATION  LDI- Is Used In #1 T/r Servo And Pilot Assist Area  Trans Mod-in The Hyd Pumps  Pilot-primary Servo  Note: The Hyd Leak Test Switch Controls The LDIs Through The Logic Module For 1 And 2 Hyd Sys

91. #1 HYD SYS OP’S  1 Hyd Pump With Return And Press Filter Res Low Sw (60%)  Trans Module With Press Sw (2000 Psi) Trans Valve For B/u Sys And LDI For 1t/r Servo  1st Stage Servo L-r Is For,aft,lat With Prim Servo Press Sw Light  1 Stage T/r Servo(inside Gear Box) With 1 T/r Light

92. PILOT ASSIST AREA  Collective Boost Servo(power Steering) (Grunt Factor)  Pitch Boost Servo (Dampens SAS Feedback)  Pitch SAS Actuator (stability)  Pitch Trim Actuator (Long Axis And Attitude, Controlled By Fps And Trim Button) 1000 Psi  Roll SAS Actuator (Stability)  Yaw SAS Actuator (Stability)  Yaw Boost Assembly (power steering) (Grunt Factor)  Roll/yaw Trim Actuator (Elect)  Note: Coll/yaw Boost Have Press Sw For Seg Light

93. #2 HYD SYS OP’S  2 hyd pump with return and press filter reservoir low switch (60%)  Trans module with press switch (2000 psi) transfer valve for b/u sys and LDI for pilot assist module/area,primary servos  2nd stage servo l-r is for, aft, lateral with prim servo press switch light  Pilot assist module has shut off valves to boost servo, SAS and pitch/trim actuator and SAS off, boost servo, fps, trim fail press switch

94. GLIDE SLOPE DEV POINTER .25 DEG PER DOT

95. PROCESSED INFORMATION  Roll command bar  Pitch command bar (airspeed)  Collective position indicator  Note: all processed information has yellow indicators  Note: CIS mode select with hdg, nav and alt gives this!!

96. RULE OF 5 FOR CIS  #1 Pointer - Doppler  #2 Pointer-ADF and VOR  Course Deviation Bar (HSI) - Doppler, VOR and Localizer  Course Deviation Pointer (VSI) Doppler, VOR, Localizer, FM Home.  Roll Command Bar(VSI)- Doppler VOR, Localizer, FM Home, HDG

97. HDG AND NAV SEL  If your heading and NAV are selected you will be in HDG mode.  Note: NAV switch ops, commands 45 deg intercept of selected course (HSI course window. When HDG mode is not selected, within 10 degrees of VOR course, 2.5 degrees localizer center, causes heading mode to drop out automatically when within capture zone.

98. ENGINE STARTS  Air assisted (pneumatic)  Engine air inlet is open at 4 degrees and closed at 13 degrees  APU start - hydraulic assisted

99. MISCELLANOUS INFO  Torque q1 and q2 within 5%  Low rotor audio 95%  Ng engine out 55%  Min engine oil psi 22 psi  TGT limiting 866+/- 6 degrees, 896 +/- 5 degrees  Best cockpit indications RPM R and TGT  Engine correlation: TGT - Ng - TQ and % RPM R with eng 1 and 2 100%  Oil tank 1.7 gal, bypass cooler below 71 deg c.  1 quart per 6.5 flt hr

100. ENGINE SECTIONS  Cold section module  Accessory section  Hot section inserted in the center of the cold sect  Power turbine section

101. PNEUMATIC SYS  4% less max torq avail dual eng/ heater  18% max torq avail single eng/ anti ice

102. INTERCONNECTING HARNESSES  Yellow: supplies power from engine alternator (engine functions)  Blue: overspeed signal  Green: cockpit instrument signals  Black: ignition. 2 ignitors

103. MISCELLANOUS INFO  Design weight 16,825, max 22,000 modified  Deck load limit 300 lbs per sq ft  Transitions section 2 main tanks 180 gal each 1 on left 2 on right  Tail pylon mounting for intermediate gearbox 58 degrees and tail gearbox 105 degrees  Main rotor fully articulated  T/R canted 20 degrees, 400 lbs lift at 16,250, 2.5 percent of gross weight

104. MISCELLANOUS INFO  Stabilator 14.4 ft long one piece  Angle of incidence change by 2 electrical actuators  Landing gear 11.25 g  Airframe sect nose(crew), mid (pax), aft (transition)(fuel), tail cone, tail rotor pylon, horizontal stab, main rotor pylon