Docket No: FAA-20 15-5806 Directorate ID: 20 15-SW-083-AD O ri g inating Office Trac kin g No.: Dispo s ition Co mm ents

Next Ste p: OFRAN 0 S NPRM 

## 0 Th ese comments are in re s ponse to an SN PRM



### D No Comments/ OnJ y S upp o rtive Comments R eceived -lj lh is box i s c hecked, no signatures are required. 

### Ha s the referenced serv ice information be en revised si nc e th e N PRM 

### was issued? If 

### yes, li s t latest revision and atta ch a copy. No te that c hanges beyond !he scope of the pr ev iously published NP RM will 

### re quir e a n ew no ti ce. Con t act the Directorate focal point for guidance . 

### l.ak -;L

**,·i~ion.** In str uctions: Summarize a ll comme nts by iss ue (not by co mm en ter) and provid e yo ur recommended re so lution of each issue. All co mm ents relating to t he same issue s ho uld be di sc ussed together . Do not li st all of the iss u es from one commenter t ogether. If c hanges to the AD are required based on the comments r ece ived , exp lain why and describ e in detail what change(s) yo u recommend. Refer ence FAA-IR-M-8040.1C Chapter 9. ISSUE 1: 

### Se lect one of the following: other 

## lf

ot

h er , exp lain: compliance te rm s Com menter(s): Stephen Staffo rd What c hange to the AD act io n i s reque ste d ? The c urrent AD read s as fo ll ows: 

### (f) Requjred Actions Befo re further fli g ht , in sert a co py o f t h is AD into the roto rc raft flight manual , Sectio n 4 Normal Operating Proce dures, o r make pe n and ink changes to

**t~e** preflight and post-fli g ht procedures as f o llow s : (I) Stop performin g th e yaw load co mpen s ator c hec k (ACCU T ST s witch) during pr e fli g ht procedures , and in s tead pe rf o rm th e yaw l oad compensator check during po st-flight procedures after roto r s hu t-dow n . (2) The yaw servo hydrauli c sw itch (co ll ective switch) mu st b e in the "ON" (forward) po s iti o n b efo re takeoff Th e AD SHOULD reads as follows: (1) Required Acti o n s Stop performin g th e yaw load co mp e n s ator c heck (ACC U T S T sw itch ) during pr e fli g ht proce dure s, and in stead perfonn the yaw load compen sato r c he ck during En g ine and Rotor Shut D OWl 1 Proced u re s, with the throttle twist g rip in t he I dle p osition. Why is rhe change reque ste d o r how is itju s ti fie d ? To pro perl y co ndu ct t he T / R Accumu lator check. the hydrau li c syste m must be pre ss uri zed and the tai l ro tor s pinnin g t o at le ast idle RPM. T he te st is u se l ess w he n performed "after rotor s hutd own. Per Air Bus in sh· u ctio n s . when c heck in g t he accu mul ator. the co ll ecti ve yaw se rvo c ut off s witch s hould be in the OFF p osi ti on, ther eby "removing" hydrauli c pr ess ure 

### Page I of8from the tail rotor se rvo. Once the yaw servo switch is OFF , the pedals should "stiffen," but s hould still be moveable by the pilot (at this point yo u are actually checking to see that the accumulator pressure i s suffic ient to overcome the centrifugal load s of the spi nning tail rotor and boss weights). Next you depress the ACUM TEST button , which bypasses the accumulator and the pedals then become so "stiff', they cannot be moved by foot pressure (no hydraulic boost; no accumulator pressure). The ACUM TEST button then is released and the collective yaw servo cut off switch is moved back into the ON position , at which point the pedals shou ld feel normal (hydrau li ca lly bo osted) again. If this test is perfonned after rotor shut down , yo u would only be confirming that the te st button works and accumulator pressw·e is s uffic ient to change tail rotor pitch , with no centrifugal loads present on the tail rotor, which effectively defeats the purpose ofthe system check. The ACUM TEST button is normally only used after the rotor is sh ut down to take the pitch out of the tail rotor blades to reduce prolonged twi sting moments of the tail r oto r spar while at rest. UnfOJtunately , I have found there are a number of Astar pilots out in the field who do not fully understand how the T/R accumulator works and how it is tested. Thi s comes from those pilots who fly 

### I have flown single AS350 Hydraulic systems. W h en they test the three main rotor single servo accumulators, they are actually testing the accumulators with a series of fore and aft and lateral movements that eventual bleed down the accumulators to a point where no boo st is felt. When they re st o re the system, the accumulators recharge and are ready to assist during a real , in flig h t, single hydraulics failure. This is NOT how the T/R accumu lator works , as it is closed loop accumulator and only bypasses when the test button is actuated, not when it is used in tlight after a T/R malfunction. The reason this AD was issued in t he first place , was to put the test at the end of the fight, during engine cool down at idle speed , so if a di stracted or d i m w i tted pilot failed to place the collective yaw se rvo cut off switch back in the ON po sition after the test procedure , he would most li kely not attempt take off while at idle and during the engine cool d own phase (fl ight over). Note that t he Air Bu s AD " before start" checklist now asks the pilot to confirm the collective yaw servo cut off switch is the "ON" po si tion , just in case some distracted o r dim witted pilot left 

### it off du rin g the la st cool down accumulator check. l don't often worry about losin g my tail rotor hydraulics after the rotors have shut down. I do however worry about l osing T / R h ydraul ics in flight at 

### I00% rotor RPM. The fact that there were a few distracted or dim witted pilots who did not follow a simple check list ste p and failed to move the collective yaw servo cut offswitch (o n the back to th e "ON" position after the T /R accumulator test and then took off and crashed , shou ld not rob all pilots fi·om conduct in g an T / R Servo Accumulator test during engine cool down at " Idle rotor" RPM. 

### 1believe a c han ge to this AD is critical to flight safety. \ p t·o p os<.•d Ch('<.'li Lil't li stin g t h <. • pro per s equ e nc( • o ftlu.• t es t is attached . Do we agree? No If 

### YES, we agree because ln-;:;.' 11**jt.'"li l'i** **~.:.tti~~n** Make the following changes to the AD: 

### I i-.. 1**~~~~~** ! / 1 • - '· ' 'll \f) If 

### PARTIALLY AGREE , we agree with**l·l'-~rl** •c .\t because ln:-.t:rl 

### j .-.tiJkalhHl We di sagree with 

### r .. ' because**ln ·,** **~.·J** 

### l**)ll'-.titi~,;tiiHn** Make the following changes to the AD:**Li l**  

### ;.my l hll!!L.. t• 1 · '\ I> l fN O , we don ' t agree because:

Page 

### 2 of8

### The efficiency of the yaw load compensato r i s linked to a sufficient accumulator pressure which is c h ecked during reg ular maintenance action. Th e test of th e yaw load compensator, w h e ther pe rfo rmed before flight with 

### the rot or turning or after fligh t with the rotor s topped , checks the correct function of the ACCU TS T sys tem whic h can depressuri ze the yaw load compensa tor. It 

### also checks whether a pressme b uild s up in the yaw lo ad com pen sato r when th e h ydra ulic syste m is in nominal configuratio n (absence of s ignificant leaks and presence of a ni trogen pre ssure in the accumu lato r) . This test canno t assure that the nitro ge n pressure in the accumul ator i s at its n ominal level w hi c h 

### is a maintenance task that cannot be r ep laced by a pre-flight test with the rotor turning as suc h a test wo ul d require nearly full application of the right p e d al w i th the helicopter on the ground. ISSUE 2: 

### Select one ofthefo llowing: other 

## If

other, explain: compliance terms Com menter( s) : C hri sto ph er Hart , NTSB , on behalf ofLaSean R McCray What change to the A D acti o n is req ueste d ? Th e NTSB su pports the AD but i s concerned that, beyond c han ges to the RFM , these c 1 1 itical c han ges may not be in cor po rated into o pe rat o r s ' re leva nt c heckl ists. While ope rator s s h o uld upd ate their c heckl ists to reflect the mod ifi ed procedures found w i t hin t he RFM , the FAA is n ot ob li gated to confirm that the new procedu t 'es have b ee n jn corpo rated into the appropriate c heckli s t s . G iv e n the importance of th ese checklists to ensu rin g pilot compliance w ith the AD action , we e n courage the FAA to work with operato rs w ho fly th ese helicopters to e n s ure that t he A D is n ot on l y incorporated into the RFM bt.lt also in the relevan t c hecklists . Why i s the change re qu es ted o r how is it ju sti fi ed? ( 

### hd: 

### hen:: h1**~o:nkr** II.:.'\ I. D o we agree? Yes If YES, we agree b ecause w hile havin g c h ecklists is at t h e ope rat o r ' s discretion- they are no t mandato ry an d su b se qu e n t l

y , cannot be mandated in a n A D . We agree with enco uraging t hese c hanges bein g in co rp o rate d into relevant check li sts. ( 

### ltcJ.. hue 111 ctll<:r**t~A.t..** Make the fo ll ow ing c han ges to th e AD: I 

### i:\t**an~** chungc!l 

### h• 01.: . \f) I f 

### PARTIALLY AGRE E, we agree with 

### l n!->t"lt 1L '\l because lnseT11U-,ltlicuL1nt We disagree w i th**ln~ert** 

### text because**lnsu1juslifi.;~nion** Make the fo ll owi ng c hanges to t he AD: l.t->1 

### ,m) 

### changes Ln 

### t he AD If NO , we d o n ' t agree because ISSUE 

### 3: Select one of thefollowing: Other 

### lj

other, explain: co mplian ce tenn s Com me nter(s) : Christ op her Hart, N T S B , on behalf of LaSean R McCray What c han ge to the AD action i s requ est ed? The NTS B h as co nc erns regarding the op ti o n s of in serti ng a copy ofthe A D into the 

### RFM o r making p en and ink c han ges as methods 

### of comp li ance . In the fi r st case , the NTS B i s c o n ce rn ed that a pilot may not read through the AD each time the preflight pro ce dure s are performed**an~** cou ld p e rform the yaw load co mp e n sator check at that t im e. In the seco nd case, we are concerned t ha t transcribing th e changes to th e 

### RF M co uld p ote nti a ll y lead to Page 

### 3 of8errors . As a way to avoid eith er possibility, the NTSB beli eves the AD should provid e for replacement in t he RFM a copy of t he relevant pages that contain the required c han ges. Why is the c han ge requested or how is itju stifi ed? Click 

### here to**~nte r**  t e x t. Do we agree? No If 

### YES , we agree because lns\.'rt. 

### j u.... 

### li l"icLtl i on Make the following c han ges to the AD: List**an~ ~** **t,llll!~" l~-** **th~:** 

### AD If 

### PARTIALLY AGREE , we agree with lnsL"rt**t~xl** because 

### lnsert 

### Justification We disagree with 

### •**-..~.:rr ~-xt**  because**ln ~ertjuslifi~.;atinn** **Make** the following c han ges to the A D : List 

### an y changes**luth ~**  

### \1) If NO , we don't agree because The FAA has evaluat ed the co ntents ofthe cun·ent A D and found the steps and procedures contained w i thin are suffic ient to minimize the risk of performing a takeoff with no pressure to the tail rotor hydraulic actuator 

### ISSUE 4: 

### Select one ofthefollowing: Other 

## If

other , explain : comp li ance t erms Commenter(s): C hristop her Hart , NTSB, on behalfofLaSean R McCray What change to the AD action is requested? The NTSB notes that the AD does not address the lack of any aural o r v isual warning panel indi cations for when the yaw servo hydraulic switc h i s placed in the ' ' OFF " (aft) position or when there is reduced or no hydrau li c pressure to t he tail rotor hydraulic system. Following the in cident involving the loss of tail rotor contro l during takeoff (NTSB case number CEN 

### 14lA329), the pilot recalled looking at the caution and warn in g panel fo r any indications. A lth ough the actio n s req uired by the AD are a positive step toward reducing the ri sk of taking off without hydraulic pressure in the tail rotor hydraulic system, a comp l ementary a ural or v isua l indication to alert pil ots about the actua l cond i tion oft h e tai l roto r hydrau li c syste m wo uld provide more r obust protection against a known hazardous cond ition. Why is the change requested o r how is it justified? Click here tu**~ntcr** lc>.;t . Do we ag ree? No 

### If YES. we agree because . Make the following changes to the AD : 

### I isl**11 11** **~ l·h~mgl!s**  to thl' 

### t\D I f 

### PARTIALLY AGREE , we agree with**ln~ctt** 

### text because**ln~~tt** lll!-.ltlicatinn We disagree w ith I , ,. ll" because I ,....**~,..•rt** Jlhl 

### i 11'-:..tll lll Make the following changes to the A D : l.tst**~ITl)** changt.:s ln I 

### Itt..• \T If NO , we don't agree because For the comme nt regardi ng the lack of any aura l or visual wru11ing panel indications for when the yaw servo hydraulic sw it ch is placed in the "OFF" (aft) p ositio n or when there is reduced or no hydraulic pressure to the tail rotor hydraulic system, th i s design c han ge is beyond the scope of the curre nt A D . . This topic has been forwarded to the helicopter manufacturer to incorporate t he se features in futu re designs. The FAA has eva lu ated t he conte nts of the current 

### AD and fo un d the steps and procedures contained within are sufficient to minimi ze the r isk ofperfonning a takeoff with no pressure to the tail rotor hydraulic actuator. 

### IS SUE 5: 

### Select one ofthefollowing: Other Page 

### 4 of8

## If other , e>.plain: various Commenter(s): Elodie Peneau What change to the AD action is requested? See changes presented below. Why is the change requested or how is 

### it justified? Airbus H elicopter s has made some comments here under. lf you agree with these comments , will you update the Emergency AD too? 

### Comment 5.1 Page I: Background: AD extract: This AD also requires the yaw servo hydraulic s witch to be in the "ON" position . .. AH comment: This sentence can be mi sunderstood: The request to check that the yaw servo hydraulic switch is in the "ON" position before engine strut i ng (so before taking oft) AND the displacement ofthe yaw lever system pre flight check in the post flight check procedure are both on the SB and on the EASA AD. The word "also" let think that there is something more in the FAA AD. Are we in line on the fact that AH SB , EASA AD and FAA AD require the same actions? 

### Comment 

### 5.2 AD extract:.. before taking off AH comment before engine s tart 

### Comment 

### 5.3 AD extract: This AD is prompted by two accidents and one incident of Airbu s Helicopters Model AS350B3 helicopters. AH comment: equipped with dual hydraulic AD extract: From preliminary investigations, loss oftail rotor (T / R) co ntrol during takeoff was evident in each event. AH comment: and was link to an unproper application of the FLM by the pilot (take off without hydraulic assistance) 

### Comme nt 5.4 Page 

### 2, Discussion AD extract: On October 28,2015 we issued Emergency 

### AD 2015-22-52 for Airbus Helicopters Model AS350B3 helicopters with a dual hydraulic system that prohibited performing the yaw load compensator check (co ll ective switch) durirtg preflight procedures and instead required petforming it during post-flight procedures AH comment: The yaw load compensator check is performed using 

### 2 buttons:

- hyd cut off on the collective grip and

- accu test on the control board

- > To be sure that there i s no mis und erstand in g: The who le run up yaw servo hydraulic check procedure is being removed (yaw servo collective switch AND ACCU TST switch) 

### Comment 

### 5.5 AD extract: Emergency AD 2015-22-52 also required the yaw servo hydraulic switch (collective sw itch) to be in the 1'0N" (forward) position before taking off. AH comment:- This se n tence can be misunderstood: The request to check that the yaw servo hydraulic switch is in the "ON" position before engine starting (so before taking off) AND the displacement of the yaw lever system pre flight check in the post flight check procedure are both on the SB and on the EASA AD. The word "a lso" let think that there is something more in the FAA AD. Are we in line on the fact t h at AH SB , EASA AD and FAA AD require the same actions?

- before engine start 

### Comment 

### 5.6 AD ext r act: From preliminary investigations , loss ofT / R control during takeoff was evident in each event. AH comment: and was link to an unproper application of the 

### FLM by the pilot (take off without hydraulic assistance) 

### PageS of8P age 3 , Discussion C omm e nt 

### 5.7 AD ext r act: events . The cond it i ons in the events are indicative of takeoffs witho ut hydraulic T / R assistance caused by a lack of pressure in the T/R h yd rauli c system . When taking off without T / R hydraulic assistance with the sw itch on the collective grip in the "OFF" (aft) position , the yaw lo ad compensator remains di sc harged and de grades the T / R h yd rauli c syste m , w hi c h significantly increases the pi lot T / R control load and prevents suffic ie nt T/R thru s t for takeoff. AH comme nt: To wrrte "taking off with the switch o n the co llecti ve grip in the "OFF" (aft) position , the yaw load compensator rema in s discharged" i s wrong. The yaw l oad compensator rem ains discharged if it h as been discharged by pushing the pu s h button ACCU TST" after having sw itched offt he collect i ve sw itch . Propo s al: When taking off w ith out T/ R hydraulic a s sistance with the switc h on the co ll ective gri p in tbe "OFF" (aft) position , the yaw load co mp ensato r remains discharged if the accu test has been engaged afte r h av ing pushed the switch on the collecti ve grip in the "OFF" (aft) po s ition . This can degrades .... Notice: You w ill have the same result if the accu test sw it ch i s d e pressed (a nd not desengaged) before switch in g the switch on the collec ti ve grip to the off position Comment 

### 5.8 AD extrac t : to corre ct an un safe co ndit io n AH comment: AH do no t agree with the Unsafe co nditi on. Comment 

### 5.9 AD extract: Activating th e collective switch after rotor shut-down wi ll h ave no effect due to the absence of h ydrau li c pressure in th e system. AH c o mment: a nd so is no more requ ested in the new F LM procedure

Do we agree? Pattially Agree 

### If YE S , we agree beca u se 

### I f PARTIALLY AGREE, we agree with**ln~ert** 

### te'<l because 

### Insert jlJ<;Uiicul i on We disagree with r • 1 r, I because**'l~d·t** 

## iu · tl11:attnn Make the following c h anges to the AD: None. The FAA agrees w ith Comments 5.1 and 5 . 5 , 5 . 2 , 5.7 , and 5.9 ; however t he se changes are not substantiv e e n o u g h to justify proceeding with additional rulemaking. Comments 

### 5.1 and 

### 5.5 : Th e 

### FAA agrees with t he following wo rdin g in th e Back g ro und information w ith the sentence ' ' The request to check that the yaw servo hydraul ic swi tc h is in the "ON" position before eng in e statting (before taking off) AND the displacement of t he yaw leve r system preflight check in the post flight check procedure. " Comment 

### 5.2: Th e FAA agr ees with the wo rdin g "before e n gi ne start" i n stead of " before taking off. " Comment 

### 5.7: The FAA agrees with the wording " When taking off without 

### T/R h yd raulic assistance with the s witch on the collect ive g rip in the "OFF" (aft) p osi tio n , the yaw load compe n sator remains discharged ifthe accu test h as been engaged after h aving pu shed the sw itc h o n the co ll ect ive g rip in the "OFF" ( aft) position. This can degrade. .. " Comment 

### 5.9: FAA co ncurs . 

### If NO , w e don't agree because**''"-~ 1"1**  n11t' l';tl**inn~)** 

### k Page 

### 6 of8

### Comments 5.3 and 5.6: The FAA 

### disagrees with modifying the text si nce the NTSB ha s not co ncluded th at the cau se of the acc id ents is due to i mproper use of RFM procedure s . It 

### is specu lated that improper proced ures lead to the accidents. 

### Comment 5.4: T hi s com men t is accommodated in AD 

### 2015-22-53 with added discu ss ion on page 

### 2 un der Related Service ln fonnation "To mitigate this potential error, the yaw load compensator check has been moved from preflight to post-flight procedure s . " • '" 

# . .. Comment 5 . 8: The FAA 

### believes that an unsafe conelltion ex i sts if 

### the pilot doesn 't follow t h e applicab l e RFM procedme s, followed by th e lack of any visua l o r aura l ale1t to indicate lack o f hydraulic boost to the tai l rotor flight control.



### F or additional issues , doub le-click here

Pa ge 7 of8

### Signature Section Signatur e indicates concurre nce with th i s action. Ori g inatin g Offi c e Tracking No.:



### Date



### Page 8 of8N85KJ - AS350B3-2Bl**BmJB£~** DOORS , SEATS, HARNESSES ........... SECURE CYCLIC ..................... CENTERED , FRICTIONED COLLECTIVE ............... .. . LOW PITCH , LOCKED T HROTILE .................................. I D LE DETENT COL HYDR SWITCH .................. CONFRIM ON HEAT & DEMIST CONRTOLS ........ . .. .. ....... OFF AC SWITCH & FANS ..................................OFF ROTOR BRAK E.. .. ..................... OFF , PARKED EMERGENCY FUEL CUTOFF .......... GUARDED START SEL EC T.. ...... .. ....... OFF , GUARD OPEN MAST ER CUTOFF .................................. .. .. OF F EXT PWR BAT & OCT BAT SWITCHES ......ON VEMD .... TQ-7 . 0 , BLEED OPEN , GAUGES CHK BATI ERY VOLTAGE . ........................ CHECKED GEN SWITCH ................................. .. . .. .. ... ....ON FUEL BOOST PUMP ........... ON , MIN 30 SECS PED HYD TEST... ON , CENTER PEDS+l, OFF COL TO LIMI T LIGHT ( BFF) ..... . THEN LOCKED WARN PANEL T EST... ........ .OBSERVE PANEL SERVO TEST SWITC H .... LIGHT EXTINGUISES FU EL FILT ER TEST ......... LIGHT ILLUMINATES EN GI NE OIL TEMP .. .... .... .... . NORMAL RANGE FUEL GUAGE ..... MISSION FUEL CONFIRMED ANTI COLLISION LIGHT.. ..................... ...... .ON !!M1iJHE'lmRV!1:f!RI'S GOV ( RED & AMBER ) UGHTS .................. OF F MAIN & TAIL ROTORBLAD ES .. .. .... ... ... CLEAR DC VOLTS .. ....................... CONFIRM 24V MIN STARTS ELECT... ON , 15 +VLTS , MONITOR T4 FLI ON VEMD ............ START GUARD C L OSED FUEL BOOST PUMP .............................. OFF &R!fl!ffilf!UFP'J!l'Y AVIONICS MASTER ............................. . ......ON SERVO TEST.. ..... P U S H, LIGHT ILLUMINATES NAVS & RADIOS ................................ .. ......SET RECOG & NAV LIGHTS ............ AS REQUIRED AHARS ........................... UP AND STAB I LIZED T HROTILE ............... . . . ...... . . . ... FLIGHT DETENT LOW ROTOR HORN . .................. ON , AUDIBLE PITOT HEAT ( I F NO SPACECAM ) .... .. ......... ON FIRE TEST SW ITCH ....... ON , GONG SOUNDS WARN ING PANEl... .. .. . ................ . ....... CLEAR CONTRO L FR ICTI ONS ......... .... ... AS DESIRED PRESSURES & T EMPS ...... ...... .. .. .. ... NORMAL FUEL GUAGE.. ... MISSION FUE L CONFIRMED NR & NP GUAGE .. ..... ........ .......... GREEN ARC CO L HYOR SWITCH .. ................ CONFRIM ON me!fJW CRUISE POWER (A BOVE 40 KTS) .... MAX TQ ENG INE & INSTR UME NTS ............. NORMAL WARNING P/IN EL... ... ................. .. ....... CLEAR**BMBi'~** ENGINE & INSTRUMENTS .............. NORMAL WARNING PANEl.............. . ................. CLEAR EN!Ii!Ne"SfWfi!WW CYCLIC .. . ................ CENTEREO , FRICTIONED THROTILE .............................. IDLE DETENT LOW ROTOR HORN ......... RESPONDS , OFF COL HYO SWITC H .... OFF , PEDALS STIFFEN PEO I STAL HYD TEST ..... ON , PEDALS STIFF PE OISTAL H YD TEST ........ . ........ .............. OF F COL HYOR SW I TCH ...ON , PEDALS NORMAL PITOT HEAT... ................ .. ... .. ...... .. ...... . . .. .. OFF AVIO NI CS**M~TER** . ..... . .. . ..... .. ............ . .... OFF RECOG & NAV LIGHTS .............. .... .......... OFF AFTER 30 SECS .......... START SWITCH OFF GEN SWITC H ................ ...... .............. . ...... OF F ROTOR BRAKE.. ...... ........... BELOW 100 NR ROTOR STOPPE D ....... . ANTI COlLISION OFF HYD T EST... .......... ON . CENTER PEDALS . OFF V.E . M . O. FLI GHT R EPO RT... ............ RECORD EXT PW R BAT & O CT BAT SWITCHES .. . OF F ENGm'E'FJHEW!IJNG fltlGlW AUTOROTATIVE GUOE ... .. ................... ENTER EMERGENCY FUEL CUTO FF ............ .. .... PULL FUEL BOOST PUMP .................. . .............. OFF CRANK SWITCH (10 SEC) .. .. .... ................ .ON EXT PWR BAT & OCT BAT SW I TCHES ....OFF LANDED OR GR OUNO .................. EVACUATE

### .W.~!WW'flmmm!NR§)' WARNING PANEL TEST .......... .... .. . OBSERV E NO "E NG p • LIGHT.. .. ..... SHUT DOWN , AUTO ON " ENG p · LI GH T .......... LAND !MEDIATELY**£!)~~** LOW SPEED OR HOVER FLIGHT... ....... LAND SHUT DOWN ........ .. .... .CHECK COOLING FAN IN FLIGHT ..... SO KTS MIN , REDU C E POWER NO REDUCT 1 1'4 TEMP ......LANO IMEDIATELY**£0WSftm$imE1i'J5W!aS~Itr~** HYDRO & SERVO . .. ......................LIGHTS ON PEDALS .... .. ..... . .... . ... . ...... ..... . ...... .. ... . ......STIF F QffERtO;;ysJEM'fi]W FJ(RtORF HYDRO , SERVO & LIMIT .............liGHTS ON PEOALS .. ...... ...... . ...... .. .. .... .. .. ...... . ... NORMA L**JUR0NRCiQRlm![~** SYMPTOMS ... PEDAL JAM & CONTROL LOSS ATIEMP T.. ...... . ........ .RIGHT QTR HEAD WIND CYC LI C & COLLECTIV E.. . ..AOJUST TO 70 KTS YAW HYDR SWITCH ............... .. .................. OFF HYDR TEST SWITCH ............. ON TO DEPRE SS SHALLOW APPROACH .................. .. .... 70 KTS I F YAWING LEFT ........... INCREASE AIRSPEED I F YAWED RIGHT.. ....... D ECREASE AIRSPE ED £(i.E f!liWEif- JIJUTL**!WWR.~** ROTATION ............................. TWIST GRIP O FF COL LE CTIVE . ............ .CUSHION TOUCHDOWN 0\G.E 80W!f-J.Ii&mmJR'E.(!SS COLLECTI VE ..... .... ...... .. ............ . ......... . REDUCE CYCLIC .. . ...... .FORWARD TO GAIN AIRSPEED AIRSPEED .. ....................... ADJUSTTO 55 K T S**~R!.tGt!Y** mt !WlMILCSS' CYC LI C .................. ...... ....... ADJUST TO 55 KTS COLLECTIVE ...... REOUCE TO AVOID SIDESLIP B EST LANDING SITE .... .. ...... .. ..............SELECT TWIST GR IP ........................................... . .. .IO LE AUTOROTATIV E LANO ING . .. .. .... .. ..COMPLETE**~~StZJD£'yXI!.OE'se!@)RE** HOVER RO TATI N G ...... .. .. ..... TWIST GRIP I DLE HOVER NO ROTATI ON ........ LAND NORMAL . LY CRUISE .... .... .... .. .... REDUCE TO 40 TO GO KTS YAW HYOR SWITCH .. . ...... ... ................ .... ....OFF**~** UN KO WN SOURCE .. .. .... HEAT & OEMIST OFF EMER SWI TCH ........ .... .......ON. AFT POSITION EXT PWR BAT & OCT BAT SWITCHES .. .. .. OFF GEN SWITCH ............ .. ... .... .... . ..................... OFF AVIONICS & RA DIOS ........ . ......................... OFF WHEN SMOKE CLEARS ......... ALL USERS OFF EMER SWITCH ................. ON , FWD POSITION EXT PWR BAT & OCT BAT SWI TC HES .......ON GEN SWITCH ......... .. ... .. .... ... .. ....... .............. . .ON DC ANOMOLY.......GEN SWITCH OFF & LAN D AVIONICS & RAOIOS ...... .. ON ONE AT A TIME CONSIDER. .. ....... ..... ........CONTINUED FLIGHT V.EM:t!Jl FMrQBE' 100 K T S.. ...................... NOHOVER LANDING**~!2.E:FJI"t®V** HYDR TEST SWITCH .. ... , ...... ON TO DEPRESS RT X· W IN O .... TAIL RTR VORTEX RNG STATE RT QTR WINO .... MAIN RTR VORTEX TO TAIL TAIL WIND.................. .. .WEATHER COCKING LT X· WINO .... LOSS OFT AI L RTR AUTHORITY STRONG WINO .. .. RIGHT PEDAL TIJRN FIRST**gMsa:0RJ'W~~** 4153 Aei TOWER Am Ami SBA 119.70 1.32 . 65 125.40 SMX 118. 30 121.15 11.9. 05 VGB 124. 95 121.15 11.9.05 CMA 12B.20 126.02 124. 70 OXR 1.34.95 118.05 124. 70 NlD 124.85 125.55 124 . 70 VNY 11.9. 00 127 . 55 134.20 BUR 118.70 118.75 134.20 WKT 135.00 135. 00 120 .40 SBA 11.9.70 132 . 65 .125 . 40 SMX 118. 30 121.15 11.9 .05 VGB 124.95 121.15 11.9 .05 SMO 120.10 11.9.15 134.90 LAX 11.9. 80 133.80 1.34.90 HHR 121.10 118AO 134.90 TOA 124.00 125.60 127.20 LGB 119.40 127 . 75 124.65 SNA 126.80 126 . 00 121.30 VNY 11.9.00 127 . 55 134.20 BUR 118.70 118.75 134.20 WKT :136.00 135.00 120. 40 FUL 11.9. 10 125.05 124.65 EMT 121.20 118. 75 125. 50 ONT 120. 60 124.25 127.25 

### rom mJ!IIYI'rW FULL FUEL .... .. .. .... .... .... ............ 143 GALLONS FULL FU H .............. .. .. .. ..................... 956 LBS EAC H BAR ............................... 14 . 2 GALLONS EACH BAR .................... .................. ..95 . 6 LBS EACH 8AR.......... ...... .. ...... .. .... .... . 15 MINUTES LOW LEVEL.. ........................... 15. 8 GALLONS LOW L EVEL.. ...... .. .. 15 MCP MIN REMAINING