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407 EPs Flashcards

1
Q

Land As Soon As Possible

A

Land without delay at the nearest suitable area (i.e. open field) at which a safe approach and landing is reasonably assured.

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2
Q

Land As Soon As Practicle

A

The landing site and duration of flight are at the discretion of the pilot. Extended flight beyond the nearest approved landing area is not recommended.

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3
Q

Engine Failure Hovering

A

INDICATIONS:

  1. Left yaw.
  2. ENGINE OUT and RPM warning lights illuminated.
  3. Engine instruments indicate power loss.
  4. Engine out audio activated when NG below 55%.
  5. NR decreasing with RPM warning light and audio on when NR drops below 95%.

Procedure:

  1. Maintain heading and attitude control.
  2. Collective — Adjust to control NR and rate of descent. Increase prior to ground contact to cushion landing.

NOTE

Amplitude of collective movement is a function of height above ground. Any forward airspeed will aid in ability to cushion landing.

  1. Deleted (old FM - Land)
  2. Complete shutdown
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4
Q

Engine Failure In Flight

A

Indications:

  1. Left yaw.
  2. ENGINE OUT and RPM warning lights illuminated.
  3. Engine instruments indicate power loss.
  4. Engine out audio activated when NG drops below 55%.
  5. NR decreasing with RPM warning light and audio on when NR drops below 95%.

Procedure:

  1. Maintain heading and attitude control.
  2. Collective — Adjust to maintain 85 to 107% NR.

NOTE

Maintaining NR at high end of operating range will provide max energy to accomplish landing, but will cause an increased rate of descent.

  1. Cyclic — Adjust to obtain desired autorotative A/S.

NOTE

Maximum A/S for autorotation - 100 KIAS.

Min rate of descent - 55 KIAS.

Max glide - 80 KIAS.

  1. Attempt engine restart if time and altitude permit.

Caution

IF CAUSE OF FAILURE IS OBVIOUSLY MECHANICAL, AS EVIDENCED BY ABNORMAL METALLIC OR GRINDING SOUNDS, DO NOT ATTEMPT A RESTART.

  1. FUEL VALVE switch — OFF.
  2. At low altitude:
  • Throttle — Closed.
  • Flare to lose airspeed.
  1. Apply collective as flare effect decreases to further reduce forward speed and cushion landing. Upon ground contact, collective shall be reduced smoothly while maintaining cyclic in neutral or centered position.
  2. Complete helicopter shutdown.
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5
Q

Restart Automatic Mode

A

No restart fault or FADEC manual lights illuminated.

Procedure:

  1. Collective — Adjust to maintain 85 to 107% NR.
  2. AIRSPEED — Adjust as desired.

NOTE

Minimum rate of descent airspeed of 55 KIAS and minimum NR will allow pilot more time for air restart.

  1. FUEL VALVE switch — ON.
  2. Throttle — Cutoff.
  3. START switch — Hold to start position (start will latch after throttle is placed to idle).
  4. NG — Between 12 and 50%.
  5. Throttle — Idle.
  6. MGT — Monitor.
  7. Engine oil pressure — Check.
  8. Throttle — Advance smoothly to FLY detent position.

If restart is unsuccessful, abort start and secure engine as follows:

  1. Throttle - Cutoff
  2. FUEL VALVE switch — OFF.
  3. Accomplish autorotative descent and landing.
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6
Q

Restart Manual Mode

A

No restart fault or FADEC manual lights illuminated.

Procedure:

  1. Collective — Adjust to maintain 85 to 107% NR.
  2. AIRSPEED — Adjust as desired.

NOTE

Minimum rate of descent airspeed of 55 KIAS and minimum NR will allow pilot more time for air restart.

  1. Throttle — Closed.
  2. FADEC MODE switch — MAN.
  3. FUEL VALVE switch — ON.
  4. START switch — Hold to start position (starter will not latch).
  5. NG — 12%.
  6. Throttle — Slowly advance out of cutoff and stop advancing throttle at light off.
  7. MGT — Allow to peak.
  8. Throttle — Increase fuel flow by modulating throttle to maintain MGT within limits.
  9. START switch — Release at 50% NG.
  10. Engine oil pressure — Check.
  11. Throttle — Advance smoothly and modulate to 100% NP.

If restart is unsuccessful, abort start and secure engine as follows:

  1. Throttle — Closed.
  2. FUEL VALVE switch — OFF.
  3. Accomplish autorotative and landing.
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7
Q

Engine Underspeed

A

No caution/warning/advisory lights illuminated.

INDICATIONS:

  1. Decrease in NG.
  2. Subsequent decrease in NP.
  3. Possible decrease in NR.
  4. Decrease in TRQ.

PROCEDURE:

  1. Collective — Adjust to maintain 85 to 107% NR.
  2. Throttle — Confirm in FLY detent position.
  3. Throttle — Position throttle to the approximate bezel position that coincides with the gauge indicated NG.
  4. FADEC MODE switch — MAN.
  5. NR — Maintain 95 to 100% with throttle and collective.
  6. Land ASAPr.
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8
Q

Engine Overspeed

A

No caution/warning/advisory lights illuminated.

Indications:

  1. Increase in NR, NP, NG, and TRQ

Procedure:

  1. Throttle — Retard.
  2. NG or NP — Attempt to stabilize with throttle and collective.
  3. FADEC MODE switch — MAN.
  4. NR — Maintain 95 to 100% with throttle and collective.

Caution

IF UNABLE TO MAINTAIN NR, NP, NG, OR MGT, PREPARE FOR A POWER OFF LANDING BY LOWERING COLLECTIVE AND SHUTTING DOWN ENGINE

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9
Q

Compressor Stall

A

INDICATIONS:

  1. Engine pops.
  2. High or erratic MGT.
  3. Decreasing or erratic NG or NP.
  4. TRQ oscillations.

• PROCEDURE

  1. Collective — Reduce power, maintain slow cruise flight.
  2. MGT and NG — Check for normal indications.
  3. ENG ANTI ICE switch — ON.
  4. PART SEP switch (if installed) — ON.
  5. HEATER switch (if installed) — ON.

NOTE

Severity of stalls will dictate if engine should be shut down and treated as an engine failure. Violent stalls can cause damage to engine and drive system components, and must be handled as an emergency condition. Stalls of a less severe nature (one or two low intensity pops) may permit continued operation of engine at a reduced power level, avoiding condition that resulted in compressor stall.

If pilot elects to continue flight:

  1. Collective — Increase slowly to achieve desired power level.
  2. MGT and NG — Monitor for normal response.
  3. Land ASAPr.

If pilot elects to shutdown engine:

  1. Enter Auto
  2. Throttle — Closed.
  3. FUEL VALVE switch — OFF.
  4. Collective — Adjust to maintain 85 to 107% NR.
  5. Cyclic — Adjust to maintain desired airspeed.
  6. Prepare for power-off landing
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10
Q

Engine Hot-start Shutdown

A

Indications:

  1. Excessive MGT.
  2. Visible smoke or fire.

PROCEDURE:

  1. Throttle — Closed.
  2. FUEL VALVE switch — OFF.

NOTE

Starter will remain engaged until MGT decreases to 150°C and then automatically disengage. Starter may be manually engaged by holding STARTER switch forward.

  1. STARTER switch — Ensure starter is motoring engine until MGT stabilizes at normal temperature.
  2. Shut down helicopter.
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11
Q

Engine Oil Pressure Low, High, or Fluctuating

A

Below minimum

Monitor pressure and temp - Land ASAPo

Above maximum or fluctuating abnormally

Monitor pressure and temp - Land ASAPr

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12
Q

Engine Oil Temp High

A

Land ASAPr

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13
Q

MR Driveshaft Failure

A

Warning

FAILURE OF MAIN DRIVESHAFT TO TRANSMISSION WILL RESULT IN COMPLETE LOSS OF POWER TO MAIN ROTOR. ALTHOUGH COCKPIT INDICATIONS FOR A DRIVESHAFT FAILURE ARE SIMILAR TO AN ENGINE OVERSPEED, IT IS IMPERATIVE THAT AUTOROTATIVE FLIGHT PROCEDURES BE ESTABLISHED IMMEDIATELY. FAILURE TO REACT IMMEDIATELY TO LOW RPM AUDIO, RPM LIGHT AND NP/NR TACHOMETER CAN RESULT IN LOSS OF CONTROL.

INDICATIONS:

  1. Left yaw.
  2. Rapid decrease in NR.
  3. Rapid increase in NP.
  4. LOW RPM audio horn.
  5. Illumination of RPM light.
  6. Possible increase in noise level to overspeeding engine and driveshaft breakage.

NOTE

Engine overspeed trip system will activate at 118.5% NP causing fuel flow to go to minimum. After initial overspeed, FADEC will adjust fuel flow to maintain engine at 100% NP.

Procedure:

  1. Maintain heading and attitude control.
  2. Collective — Adjust to maintain 85 to 107% NR.

Note

Minimum rate of descent - 55 KIAS

Max glide distance airspeed is 80 KIAS.

  1. Cyclic — Adjust to desired autorotative airspeed.

Note

To maintain tail rotor effectiveness do not shutdown engine.

  1. Complete autorotative landing.
  2. Complete helicopter shutdown
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14
Q

FADEC Failure

A

Note

Takeoff power may not be available in MAN mode. Max continuous power will be available for all ambient conditions.

INDICATIONS:

  1. FADEC fail audio activated.
  2. FADEC FAIL warning light illuminated.
  3. FADEC MANUAL caution light illuminated.
  4. Deleted.
  5. FADEC MODE switch MAN light illuminated.

PROCEDURE:

WARNING

DEPENDENT ON FLIGHT PROFILE (T/O, CLIMB, CRUISE, OR DESCENT) AND POWER SETTING AT TIME OF FAILURE, THE TRANSITION TO MANUAL MODE MAY RESULT IN AN NR/NP OVERSPEED OR UNDERSPEED WITHIN 2 TO 7 SECONDS AFTER THE FADEC FAIL WARNING, REQUIRING POSITIVE MOVEMENTS OF COLLECTIVE AND THROTTLE TO CONTROL NR.

  1. Throttle — If time permits, match throttle bezel position to NG indication.
  2. NR/NP — Maintain 95 to 100% with collective and throttle.
  3. FADEC MODE switch — Depress one time, muting FADEC fail audio. AUTO RELIGHT advisory light illuminates.

NOTE

Depressing FADEC MODE switch one time, will only mute FADEC fail audio and activate ignition. This step should not be accomplished until pilot is firmly established in MAN control.

  1. Land as soon as practical.
  2. Normal shutdown if possible.
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15
Q

Engine Fire on Ground

A

Indications:

  • Smoke, Fumes, Fire

Procedure:

  1. Throttle — Closed.
  2. FUEL VALVE switch — OFF.
  3. GEN switch — OFF.
  4. BATT switch — OFF.
  5. Rotor brake (if installed) — Engage.
  6. Exit helicopter.
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16
Q

Engine Fire During Flight

A

Indications:

  • Smoke, Fumes, Fire

Procedure:

  1. In-flight — Immediately enter autorotation.
  2. Throttle — Closed.
  3. FUEL VALVE switch — OFF.
  4. If time permits, FUEL BOOST/XFR circuit breaker switches — OFF.
  5. Execute autorotative descent and landing.
  6. BATT switch — OFF.
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17
Q

Cabin Smoke or Fumes

A
  1. In-flight — Start descent.
  2. AIR COND BLO switch (if installed) — OFF.
  3. HEATER switch (if installed) — OFF.
  4. All vents — Open.
  5. Side windows — Open

If time and altitude permits:

  1. Source — Attempt to identify and secure.
  2. If source is identified and smoke and/ or fumes still persist — Land ASAPo.
  3. If source is identified and smoke and/ or fumes are cleared — Land ASAPr.
18
Q

Electrical Fire

A

Indications:

  1. Smoke fumes or fire.
  2. Possible indication of abnormal amps.

Procedure:

  1. Vents/side windows — Open, as required; ventilate cabin.
  2. Begin descent.

NOTE

Maintain safe flight condition and land ASAPo.

If source of smoke or fire can be positively identified, remove electrical power from the affected equipment by switching it off via switch or circuit breaker.

If source of the smoke or fire cannot be positively identified:

  1. GEN switch — OFF.
  2. Land as soon as practical.

If smoke/fumes do not decrease:

  1. Airspeed — 60 knots or less.
  2. BATT switch — OFF.
  3. FUEL BOOST/XFR LEFT circuit breaker switch — LEFT (on).

If smoke/fumes do not decrease:

  1. Land as soon as possible

Warning

PRIOR TO BATTERY DEPLETION, ALTITUDE MUST BE REDUCED BELOW 8000 FEET HP (JET B). UNUSABLE FUEL MAY BE AS HIGH AS 151.0 POUNDS AFTER THE BATTERY IS DEPLETED DUE TO INABILITY TO TRANSFER FUEL FROM FORWARD CELLS.

NOTE

With battery and generator OFF, an 80% charged battery will operate left fuel boost pump and left fuel transfer pump for approximately 1.7 hours (2.8 hours with optional 28 amp-hour battery).

NOTE

Pedal stop disengages with loss of electrical power.

When throttle is repositioned to the idle stop (during engine shutdown), the PMA will go offline and the engine may flame out.

19
Q

Tail Rotor Failures

A

There is no single emergency procedure for all types of antitorque malfunctions. The key to successful handling of a tail rotor emergency lies in the pilot’s ability to quickly recognize the type of malfunction that has occurred.

20
Q

Complete Loss Of Tail Rotor Thrust

A

This is a situation involving a break in the drive system (e.g., severed driveshaft), wherein the tail rotor stops turning and delivers no thrust.

Indications:

  1. Uncontrollable yawing to the right (left side slip).
  2. Nose down tucking.
  3. Possible roll of the fuselage.

Note

The severity of the initial reaction will be affected by A/S, cabin loading, CG, power being used, and HD.

Procedure:

Hovering - Close throttle and perform a hovering autorotation. A slight rotation can be expected on touchdown.

In-flight - Reduce throttle to idle, immediately enter autorotation, and maintain a minimum A/S of 55 KIAS during descent.

Note

When a suitable landing site is not available, vertical fin may permit controlled flight at low power levels and sufficient A/S. During the final stages of the approach, a mild flare should be executed, making sure that all power to rotor is off. Maintain helicopter in a slight flare and smoothly use collective to execute a soft, slightly nose-high landing. Landing on aft portion of skids will tend to correct side drift. This technique will, in most cases, result in a run-on type landing.

Caution

IN A RUN-ON TYPE LANDING AFTER TOUCHING DOWN, DO NOT USE CYCLIC TO REDUCE FORWARD SPEED.

21
Q

Fixed Pitch Failures

A

This is a situation involving the inability to change the tail rotor thrust (blade angle) with the pedals due to a mechanical problem with the pedals.

Indications:

  1. Lack of directional response.
  2. Locked pedals.

NOTE

If pedals cannot be moved with a moderate amount of force, do not attempt to apply a maximum effort, since a more serious malfunction could result. If helicopter is in a trimmed condition when malfunction occurs, TRQ and A/S should be noted and helicopter flown to a suitable landing area. Certain combinations of TRQ, NR, and A/S will correct a yaw attitude, and these combinations should be used to land helicopter.

NOTE

Pull pedal stop emergency release to ensure pedal stop is retracted.

Procedure:

  • HOVERING

Do not close throttle unless a severe right yaw occurs. If pedals lock in any position at a hover, landing from a hover can be accomplished with greater safety under power-controlled flight rather than by closing throttle and entering autorotation.

  • IN-FLIGHT - LEFT PEDAL APPLIED

In a high power condition, helicopter will yaw to left when power is reduced. Power and A/S should be adjusted to a value where a comfortable yaw angle can be maintained. If A/S is increased, vertical fin will become more effective and an increased left yaw attitude will develop. To accomplish landing, establish a power-on approach with sufficiently low A/S (zero if necessary) to attain a rate of descent with a comfortable sideslip angle. (A decrease in NP decreases tail rotor thrust.) As collective is increased just before touchdown, left yaw will be reduced.

  • IN-FLIGHT - RIGHT PEDAL APPLIED

In cruise flight or reduced power situation, helicopter will yaw to right when power is increased. A low power, run-on type landing will be necessary by gradually reducing throttle to maintain heading while adding collective to cushion landing. If right yaw becomes excessive, close throttle completely.

22
Q

Loss of HYD Pressure

A

INDICATIONS:

  1. HYDRAULIC SYSTEM caution light illuminated.
  2. Grinding or howling noise from pump.
  3. Increase in force required to move flight controls.
  4. Feedback forces may be evident during flight control movement.

• PROCEDURE:

  1. Reduce A/S to 70 to 100 KIAS.
  2. HYD SYSTEM circuit breaker — Out. If hydraulic power is not restored, push breaker in.
  3. HYD SYS switch — HYD SYS; OFF if hydraulic power is not restored.
  4. For extended flight set comfortable A/S, up to 120 KIAS, to minimize control forces.
  5. Land as soon as practical.
  6. A run-on landing at ETL (approx 15 knots) is recommended
23
Q

Flight Control Actuator Malfunction

A

An actuator hardover can occur in any flight control axis, but a cyclic cam jam will only occur in the fore and aft axis. An actuator hardover is manifested by uncommanded movements of one or two flight controls. If two controls move, the pilot will find one of these controls will require a higher than normal control force to oppose the movement. This force cannot be “trimmed” to zero without turning the HYD SYS switch OFF.

Once the hydraulic boost is OFF, the forces on the affected flight control will be similar to the “normal” hydraulic off forces.

• INDICATIONS:

  1. Uncommanded flight control movements.
  2. High flight control forces to oppose movement in one axis.
  3. Feedback forces only in affected flight control axis.
  4. Flight control forces normal in unaffected axis.

PROCEDURE:

  1. Attitude — Maintain.
  2. HYD SYS switch — OFF.
  3. AIRSPEED — Set to 70 to 100 KIAS.
  4. Land ASAPo using “Loss of HYD Pressure” procedure
24
Q

Generator Failure

A

INDICATIONS:

  1. GEN FAIL caution light illuminated.
  2. AMPS indicates 0.
  3. Voltmeter — Approximately 24 volts.

PROCEDURE:

  1. GENERATOR FIELD and GERATOR RESET circuit breakers — Check in.
  2. GEN switch — RESET; then GEN.
  3. If power is not restored, place GEN switch to OFF; land ASAPr.

NOTE

With generator OFF, a fully charged battery will provide approximately 21 minutes of power for basic helicopter and one VHF COMM radio (35 minutes with optional 28 ampere/ hour battery).

25
Q

Excessive Electric Load

A

INDICATIONS:

  1. AMPS indicates excessive load.
  2. Smoke or fumes.

PROCEDURE:

  1. GEN switch — OFF.
  2. BATT switch — OFF.
  3. FUEL BOOST/XFR LEFT circuit breaker switch — LEFT (on).

WARNING

PRIOR TO BATTERY DEPLETION, ALTITUDE MUST BE REDUCED BELOW 8000’ HP (JET A) OR 4000’ HP (JET B). UNUSABLE FUEL MAY BE AS HIGH AS 151.0 lbs AFTER THE BATTERY IS DEPLETED DUE TO INABILITY TO TRANSFER FUEL FROM FORWARD CELLS.

NOTE

With battery and generator OFF, an 80% charged battery will operate left fuel boost pump and left fuel transfer pump for approximately 1.7 hours (2.8 hours with optional 28 ampere/ hour battery).

  1. Airspeed — 60 KIAS or less.

NOTE

Pedal stop disengages with loss of electrical power.

  1. Land as soon as practical.

NOTE

When throttle is repositioned to the idle stop (during engine shutdown) the PMA will go offline and the engine may flame out.

26
Q

Dual Fuel Transfer Failure

A

INDICATIONS:

  1. L/FUEL XFR and R/FUEL XFR caution lights illuminate.
  2. Last 151.0 pounds of fuel in forward cell may not be usable.
  3. Fuel will stop transferring from forward to aft fuel cell at approximately 344.1 pounds total indicated fuel.

PROCEDURE:

  1. LEFT and RIGHT FUEL BOOST/XFR circuit breaker switches — Check ON.
  2. Determine FUEL QTY in forward cell.
  3. Subtract quantity of fuel trapped in forward cell from total to determine usable fuel remaining.
  4. Plan landing accordingly.
27
Q

Cyclic Cam Jam

A

A cyclic cam jam can only occur in the fore and aft axis, whereas, an actuator hardover can occur in any flight control axis. A cyclic cam jam is manifested when a commanded control movement requires a higher than normal fore and aft spring force. The force felt when moving the cyclic fore and aft with a cam jam is the result of overriding a spring capsule.

• INDICATIONS::

  1. High (approximately 15 pounds) fore and aft cyclic control forces.
  2. Normal pedal, collective and lateral cyclic control forces.

•PROCEDURE:

  1. Helicopter pitch attitude — Maintain normal pitch attitudes with forward or aft cyclic force.

CAUTION

DO NOT TURN HYDRAULIC BOOST OFF

  1. Land ASAPr
28
Q

Warning Red Light

BATTERY HOT

A

Turn BATT switch OFF and land ASAPr.

If BATTERY RLY light illuminates, turn GEN switch OFF if conditions permit. Land ASAPo.

29
Q

Warnin Red Light

ENGINE OUT

A

NG less than 55 ± 1% and/or FADEC senses ENGINE OUT.

Verify engine condition. Accomplish engine failure procedure.

30
Q

Warning Red Light

ENGINE OVSPD

A

NG greater than 110% or NP versus TORQUE is above maximum continuous limit (102.1% NP at 100% TORQUE to 108.6% NP at 0% TORQUE).

Adjust throttle and collective as necessary.

Determine if engine is controllable; if not, shut down.

Maintenance action required before next flight.

31
Q

Warning Red Light

FADEC Fail

(During Start)

A

Close throttle immediately.

Engage starter to reduce MGT.

Applicable maintenance action required prior to next flight.

FADEC has detected a serious malfunction.

32
Q

Warning Red Light

FADEC FAIL

(In Flight)

A

Accomplish FADEC FAILURE procedure (paragraph 3-3-K). Applicable maintenance action required prior to next flight.

3-3-K

Note

Takeoff power may not be available in MAN mode. Max continuous power will be available for all ambient conditions.

INDICATIONS:

  1. FADEC fail audio activated.
  2. FADEC FAIL warning light illuminated.
  3. FADEC MANUAL caution light illuminated.
  4. Deleted.
  5. FADEC MODE switch MAN light illuminated.

PROCEDURE:

WARNING

DEPENDENT ON FLIGHT PROFILE (T/O, CLIMB, CRUISE, OR DESCENT) AND POWER SETTING AT TIME OF FAILURE, THE TRANSITION TO MANUAL MODE MAY RESULT IN AN NR/NP OVERSPEED OR UNDERSPEED WITHIN 2 TO 7 SECONDS AFTER THE FADEC FAIL WARNING, REQUIRING POSITIVE MOVEMENTS OF COLLECTIVE AND THROTTLE TO CONTROL NR.

  1. Throttle — If time permits, match throttle bezel position to NG indication.
  2. NR/NP — Maintain 95 to 100% with collective and throttle.
  3. FADEC MODE switch — Depress one time, muting FADEC fail audio. AUTO RELIGHT advisory light illuminates.

NOTE

Depressing FADEC MODE switch one time, will only mute FADEC fail audio and activate ignition. This step should not be accomplished until pilot is firmly established in MAN control.

  1. Land as soon as practical.
  2. Normal shutdown if possible.

FADEC has detected a serious malfunction. Dependent on flight profile (takeoff, climb, cruise, or descent) and power setting at time of failure, the transition to manual mode may result in an NR/NP overspeed or underspeed within 2 to 7 seconds following activation of FADEC fail horn and illumination of FADEC FAIL warning light. Any other FADEC related lights may be illuminated.

33
Q

Warning Red Light

RPM

(With Low RPM Audio)

A

Reduce collective and ensure throttle is in FLY detent position. Light will extinguish and audio will cease when NR increases above 95%.

NR below 95%.

34
Q

Warning Red Light

RPM

(Without Audio)

A

Increase collective and/or reduce severity of maneuver. Light will extinguish when NR decreases below 107%.

NR above 107%.

35
Q

Warning Red Light

XMSN OIL PRESSURE

A

Reduce power

Verify fault with gauge

Land as soon as possible

Transmission oil pressure is below minimum.

36
Q

Warning Red Light

XMSN OIL TEMP

A

Reduce power

Verify fault with gauge

Land as soon as possible

Transmission oil temperature is at or above red line.

37
Q

Advisory White Light

AUTO RELIGHT

A

None.

NOTE

AUTO RELIGHT light will be illuminated when ignition system is activated.

Ignition system is activated:

1 - during start sequence

2 - in MANUAL mode with NG above 55%

3 - with FADEC detection of engine out condition with NG above 50%.

Fault Condition: Engine igniter is operating.

38
Q

Caution Amber Light

BAGGAGE DOOR

A

Close door securely before flight.

If light illuminates during flight, land ASAPr.

39
Q

Caution Amber Light

BATTERY RLY

A

If BATTERY HOT light is illuminated, turn GEN switch OFF if conditions permit.

Land as soon as possible.

Fault Condition: Battery relay has malfunctioned to closed (ON) position with BATT switch OFF. Battery is still connected to DC BUSS.

40
Q

Caution Amber LIght

CHECK INSTR

A

Reduce engine power if possible.

Press INSTR CHK button to display magnitude of exceedance.

Refer to BHT-407-MD-1.

Fault Condition:

TRQ, MGT, or NG is about to or has detected an exceedance. Flashing LCD trend arc and digital display indicates impending exceedance. Letter E in digital display indicates an exceedance has occurred.

Bell 407 (2 decks)

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