FAA APPROVED BHT-412-FM-4

Section 3
EMERGENCY AND MALFUNCTION PROCEDURES
3
TABLE OF CONTENTS

Paragraph Page
Subject Number Number

Introduction ............................................................................................ 3-1 ........... 3-3

Definitions .............................................................................................. 3-2 ........... 3-3
Engine ..................................................................................................... 3-3 ........... 3-3
Single Engine Failure ........................................................................ 3-3-A ....... 3-3
Engine Restart in Flight..................................................................... 3-3-B ....... 3-4
Dual Engine Failure ........................................................................... 3-3-C ....... 3-6
Engine Underspeed ........................................................................... 3-3-D ....... 3-6
Engine Overspeed — Fuel Control/Governor Failure..................... 3-3-E ....... 3-7
Engine Overspeed — Driveshaft Failure ......................................... 3-3-F........ 3-9
Engine Compressor Stall .................................................................. 3-3-G ....... 3-9
Engine Hot Start/Shutdown .............................................................. 3-3-H ....... 3-9
Engine Oil Hot .................................................................................... 3-3-I......... 3-10
Fire .......................................................................................................... 3-4 ........... 3-10
Engine Fire ......................................................................................... 3-4-A ....... 3-10
Cabin Smoke or Fumes ..................................................................... 3-4-B ....... 3-11
Baggage Compartment Fire.............................................................. 3-4-C ....... 3-11
Tail Rotor ................................................................................................ 3-5 ........... 3-11
Complete Loss of Tail Rotor Thrust................................................. 3-5-A ....... 3-12
Tail Rotor Fixed Pitch Failures ......................................................... 3-5-B ....... 3-13
Loss of Pitch Change Control Linkage............................................ 3-5-C ....... 3-15
Hydraulic System................................................................................... 3-6 ........... 3-15
Electrical System ................................................................................... 3-7 ........... 3-16
DC Power Failure ............................................................................... 3-7-A ....... 3-16
AC Power Failure ............................................................................... 3-7-B ....... 3-17
Fuel System............................................................................................ 3-8 ........... 3-17
Fuel Boost Pump Failure................................................................... 3-8-A ....... 3-17
Fuel Filter Partially Blocked.............................................................. 3-8-B ....... 3-17
Fuel Quantity Indications Malfunction............................................. 3-8-C ....... 3-17
Automatic Flight Controls System ....................................................... 3-9 ........... 3-18
AFCS Fails to Engage or Disengages.............................................. 3-9-A ....... 3-18
AFCS Fails to Hold Attitude .............................................................. 3-9-B ....... 3-19
AFCS Hardover or Abnormal Control Disturbance ........................ 3-9-C ....... 3-19
Autotrim Failure ................................................................................. 3-9-D ....... 3-19
Pitch or Roll Trim Failure .................................................................. 3-9-E ....... 3-20
Autotrim Runaway ............................................................................. 3-9-F........ 3-20
AHRS — Alignment (S/N 36248 and Subsequent) .......................... 3-9-G ....... 3-20

Export Classification C, ECCN EAR99 16 JUL 2013—Rev. 32———3-1

BHT-412-FM-4 FAA APPROVED

TABLE OF CONTENTS (CONT)

Paragraph Page
Subject Number Number

Communication System........................................................................ 3-10......... 3-21

Intercom Failure................................................................................. 3-10-A ..... 3-21
Communication Radio Failure.......................................................... 3-10-B ..... 3-21
Cabin Heater........................................................................................... 3-11......... 3-22
Landing Gear.......................................................................................... 3-12......... 3-22
Static Port Obstruction ......................................................................... 3-13......... 3-22
Stick Centering Indicator Failure ......................................................... 3-14......... 3-22

LIST OF TABLES

Table Page
Subject Number Number
Warning (Red) Lights ............................................................................ 3-1........... 3-23
Caution (Amber) Lights......................................................................... 3-2........... 3-25
Advisory (White) Lights ........................................................................ 3-3........... 3-32
Digital AFCS Error Codes (Reference Only) ....................................... 3-4........... 3-33

3-2———Rev. 29—16 OCT 2009 ECCN EAR99

FAA APPROVED BHT-412-FM-4

Section 3
EMERGENCY AND MALFUNCTION PROCEDURES
3
3-1. INTRODUCTION LAND AS SOON AS The duration of the
PRACTICAL flight and landing site
T h e f o l l o w i n g p r o c e d u r e s c o n ta i n t h e are at the discretion of
indications of equipment or system failure or the pilot. Extended
flight beyond the
malfunction, the use of emergency features of
nearest approved
primary and backup systems, and appropriate landing area is not
warnings, cautions, advisories, and recommended.
explanatory notes. Table 3-1 lists fault
conditions and corrective actions required for The following terms are used to describe the
illumination of red warning lights. Table 3-2 operating condition of a system, subsystem,
addresses malfunction procedures assembly, or component.
a s s o c i a t e d w i t h a m b e r c a u t i o n l i g h ts .
Table 3-3 addresses malfunction procedures Affected Fails to operate in the
a s s o c i a t e d w i t h w h i t e a d v i s o r y l i g h ts . intended or usual
Table 3-4 lists the Digital AFCS error codes. manner.
Normal Operates in the
All corrective action procedures listed herein intended or usual
assume the pilot gives first priority to manner.
helicopter control and a safe flight path.
3-3. ENGINE
The helicopter should not be operated
following any emergency landing or
3-3-A. SINGLE ENGINE FAILURE
shutdown until the cause of the malfunction
has been determined and corrective
The NII RPM of the normally operating engine
maintenance action taken.
is allowed to droop to 97% during transition
from twin engine operation to single engine
3-2. DEFINITIONS operation. The NII RPM should be increased to
100% if possible.
The following terms indicate the degree of
urgency in landing the helicopter. Flight can be continued on remaining engine
until a desirable landing site is available.
LAND AS SOON AS Land without delay at There are certain combinations of gross
POSSIBLE the nearest suitable weight, altitude, and cold ambient
area (i.e, open field) at tempe ratures at which a single engine
which a safe approach approach will result in the OEI torque limit
and landing is being exceeded. A run-on landing at 20 to 30
reasonably assured. knots is recommended.

Export Classification C, ECCN EAR99 16 JUL 2013—Rev. 32———3-3

BHT-412-FM-4 FAA APPROVED

CAUTION CAUTION

RUN ON LANDINGS MAY RESULT IN DURING COLD WEATHER

ROLL OSCILLATIONS WHILE ON OPERATIONS, CAREFULLY
THE GROUND. IF THIS OCCURS, MONITOR TORQUE OF THE
DISENGAGING AP 1 AND AP 2 WILL NORMAL ENGINE WHEN ONE
STOP THE OSCILLATIONS. ENGINE FAILS OR IS SHUT DOWN IN
FLIGHT.
Loss of an engine while hovering at high
gross weight and extremely cold conditions Collective — Reduce as required to
will most likely result in exceeding the OEI maintain rotor RPM and power within OEI
torque limit. If an overtorque is observed or limits.
suspected, an appropriate logbook entry shall Airspeed — 70 KIAS or as required to
be made. Refer to performance charts in maintain flight within OEI limits.
Section 4.
RPM switch — INCR; set NII RPM at 100%
if possible.
NOTE
IDLE STOP RELEASE switch — Select to
If an engine restart is to be
affected engine.
attempted, refer to paragraph 3-3-B,
Engine Restart in Flight. Throttle (affected engine) — Closed.
BOOST PUMP switch (affected engine) —
• INDICATIONS:
OFF.
ENG 1 OUT or ENG 2 OUT warning light FUEL switch (affected engine) — OFF.
illuminated.
FUEL XFEED switch — OVRD CLOSE.
NI RPM below 53% and decreasing. Fuel INTCON switch — OPEN.

NII RPM below 85% and decreasing. GEN switch (affected engine) — OFF.

ITT below 400°C and decreasing. NON-ESNTL BUS — As desired.

BATTERY BUS 2 switch — ON.
NO. 1 or 2 OIL PRESSURE, DC
GENERATOR, and PART SEP OFF BATTERY BUS 1 switch — ON.
caution lights illuminated.
MASTER CAUTION light — Reset.
Normal engine NII RPM droops to 97%. Altitude — Descend below 5000 feet HP
(if practical) to prevent possible fuel
• PROCEDURE: starvation if remaining boost pump fails.
Land as soon as practical.
WARNING
3-3-B. ENGINE RESTART IN FLIGHT

IF CORRECTIVE ACTION IS NOT The conditions which would warrant an

INITIATED IMMEDIATELY, ROTOR attempt to restart the engine would probably
RPM COULD DECAY EXCESSIVELY. be a flameout, caused by a malfunction of the

3-4———Rev. 29—16 OCT 2009 ECCN EAR99

FAA APPROVED BHT-412-FM-4

automatic mode of the fuel control unit. The

decision to attempt an engine restart during CAUTION
flight is the pilot’s responsibility.
WHEN RESTARTING ENGINE IN
• PROCEDURE: MANUAL FUEL CONTROL MODE,
CAREFULLY MONITOR ITT.

CAUTION Throttle — Open slowly at 12% NI RPM

until ITT begins to rise. Do not open
IF THE CAUSE OF ENGINE FAILURE throttle further until ITT and NI RPM
IS OBVIOUSLY MECHANICAL, AS stabilize.
EVIDENCED BY ABNORMAL START switch — Centered at 55% NI
SOUNDS, DO NOT ATTEMPT A RPM.
RESTART.

Throttle (affected engine) — Closed. CAUTION

BOOST PUMP switch (affected engine) — W HE N O PE RA TING IN M A NU AL

ON. FUEL CONTROL MODE, MAKE
SLOW, SMOOTH THROTTLE
FUEL switch (affected engine) — ON. MOVEMENTS TO AVOID
COMPRESSOR STALL, OVERTEMP,
FUEL XFEED switch — NORM.
OVERSPEED, AND POSSIBLE
DRIVETRAIN DAMAGE.
GOV switch (affected engine) —
COORDINATE THROTTLE AND
MANUAL.
COLLECTIVE PITCH CHANGES TO
AVOID OVERLOADING THE
GEN switch (affected engine) — OFF.
NORMAL ENGINE.

Throttle — Increase slowly; adjust as

CAUTION required to control torque, ITT, and NI
RPM.
OEI PERFORMANCE CAN BE
AFFECTED DURING GENERATOR- NOTE
A S S I S T E D S T A R T (W IT H B O T H
BATTERY SWITCHES ON). If torque of affected engine is
controlled slightly (approximately
For battery start (non-assisted): 4%) below torque of normal engine,
rotor RPM will be governed within
BATTERY BUS switch (normal engine) — l im i ts a u t o m a ti c a l l y b y n o r m a l
OFF. engine.

BATTERY BUS switch (affected engine) GEN switches (both) — ON.

— ON.
BATTERY BUS 2 switch — ON.
START switch — Engage; observe starter FUEL TRANS switch (affected engine) —
limitations. ON.

Engine oil pressure — Indicating a rise. FUEL INTCON switch — NORM.

ECCN EAR99 16 OCT 2009—Rev. 29———3-5

BHT-412-FM-4 FAA APPROVED

Land as soon as practical. If time permits before landing and a restart

will not be attempted, proceed as follows:
If restart was unsuccessful, secure affected
engine as prescribed in paragraph 3-3-A IDLE STOP RELEASE switch — Select to
Single Engine Failure. affected engine.
3-3-C. DUAL ENGINE FAILURE Throttles (both) — Closed.
• INDICATIONS: BOOST PUMP switches (both) — OFF.
ENG 1 OUT and ENG 2 OUT warning FUEL switches (both) — OFF.
lights illuminated.
FUEL TRANS switches (both) — OFF.
RPM warning light illuminated.
After landing, complete shutdown.
Rotor RPM audio on.
NI RPM below 53% and decreasing (both 3-3-D. ENGINE UNDERSPEED
engines).
NII RPM below 85% and decreasing (both NOTE
engines). Normal deviations of ROTOR RPM
ITT below 400°C and decreasing (both from the governed setting may occur
engines). when large collective changes are
made, but should not be confused
No. 1 and 2 OIL PRESSURE, DC with fuel control failure unless a
GENERATOR, and PART SEP OFF large steady-state TORQUE split
caution lights illuminated. occurs.
• PROCEDURE: If there is a low power demand (less than
single engine power available) at the time of
WARNING low side failure, ROTOR RPM and ENG RPM
(NII) of the affected engine will decrease and
stabilize at or slightly below the governed
IF CORRECTIVE ACTION IS NOT value. Torque, ITT, and GAS PROD RPM (NI) of
INITIATED IMMEDIATELY, ROTOR the affected engine will also decrease. As
RPM COULD DECAY EXCESSIVELY. ROTOR RPM decreases, the normal engine
will increase TORQUE output to assume the
Collective pitch — Reduce. Establish load. If power demand is near zero, there may
autorotative glide at 65 to 90 KIAS. not be a significant torque split.
NOTE If there is a high power demand (greater than
AIRSPEED for best angle of glide in single engine power available) at the time of
autorotation is 90 KIAS, and low side failure, ROTOR RPM will decrease
AIRSP EED for minimum rate of along with ENG RPM (NII), TORQUE, ITT, and
descent is 65 KIAS. Autorotational GAS PROD RPM (N I) of the affected engine.
rate of descent is a function of As ROTOR RPM decreases, the normal engine
AIRSPEED and ROTOR RPM and is will increase to maximum power to assume
virtually unaffected by gross weight the load, causing significant increase in
and density altitude. TORQUE, ITT, and GAS PROD RPM (NI), while
ENG RPM (NII) will remain below the governed
Accomplish autorotative landing. value.

3-6———Rev. 29—16 OCT 2009 ECCN EAR99

FAA APPROVED BHT-412-FM-4

• INDICATIONS: Throttle (affected engine) — Increase

slowly. Adjust throttle and collective as
Low ENG RPM (NII) and ROTOR RPM required to maintain TORQUE of affected
(possibly with RPM warning light and engine slightly below TORQUE of normal
audio if power demand is in excess of engine.
single engine power available).
MASTER CAUTION light — Reset.
TORQUE split (proportional to power
demand). Land as soon as practical.

Low GAS PROD RPM (NI), ITT, and 3-3-E. ENGINE OVERSPEED — FUEL
TORQUE on affected engine. CONTROL/GOVERNOR FAILURE
• PROCEDURE:
NOTE
Normal deviations of ROTOR RPM
WARNING
from the governed setting may occur
when large collective changes are
IF CORRECTIVE ACTION IS NOT made, but should not be confused
INITIATED IMMEDIATELY, ROTOR with fuel control failure unless a
RPM COULD DECAY EXCESSIVELY. large steady-state TORQUE split
occurs.
Collective — Adjust as necessary to
maintain ROTOR RPM. If there is a low power demand (less than
Airspeed — 70 KIAS or as required to single engine power available) at the time of
maintain flight within OEI limits. high side failure, ROTOR RPM and ENG RPM
(N II ) of the affected engine will increase
Affected engine — Identify. considerably above the governed value.
TORQUE, ITT, and GAS PRODUCER RPM (NI)
Throttle frictions — Tighten on normal of the affected engine will also increase. As
engine; reduce on affected engine. ENG RPM (N I ) and ROTOR RPM increase
Throttle (affected engine) — Reduce to above the governed value, the normal engine
idle stop. w i l l r e d u c e p o w e r t o k e e p i ts e l f f r o m
overspeeding, and will indicate significantly
GOV switch (affected engine) — lower TORQUE, ITT, and GAS PROD RPM (NI)
MANUAL. than the affected engine.

If there is a high power demand (greater than

CAUTION single engine power available) at the time of
high side failure, ROTOR RPM and ENG RPM
W HEN O PE RA TING IN M AN UA L (NII) of the affected engine will surge initially,
FUEL CONTROL MODE, MAKE along with TORQUE, ITT, and GAS PROD RPM
SLOW, SMOOTH THROTTLE (N I ). As ENG RPM (N II ) and ROTOR RPM
MOVEMENTS TO AVOID increase, the normal engine will reduce power
COMPRESSOR STALL, OVERTEMP, to keep itself from overspeeding. The affected
OVERSPEED, AND POSSIBLE engine then tries to assume all the load,
DRIVETRAIN DAMAGE. which is beyond its capability due to the high
COORDINATE THROTTLE AND power demand. ENG RPM (NII) of the affected
COLLECTIVE PITCH CHANGES TO engine (and ROTOR RPM) will then decrease
AVOID OVERLOADING THE and rejoin the ENG RPM (N II ) of the normal
NORMAL ENGINE. engine, stabilizing at or slightly above the

ECCN EAR99 16 OCT 2009—Rev. 29———3-7

BHT-412-FM-4 FAA APPROVED

governed value as the normal engine adjusts SLOW, SMOOTH, COORDINATED

power output to share the load. THROTTLE AND COLLECTIVE
MOVEMENTS TO AVOID
• INDICATIONS: COMPRESSOR STALL, OVERTEMP,
UNDERSPEED/OVERSPEED, AND
High ENG RPM (NII) and ROTOR RPM, POSSIBLE DRIVETRAIN DAMAGE.
possibly with RPM warning light.
Definite TORQUE split (proportional to Throttle (affected engine) — Increase
power demand). slowly. Adjust throttle and collective as
required to maintain TORQUE of affected
High GAS PROD RPM (NI), ITT, and engine slightly below TORQUE of normal
TORQUE on affected engine. engine.
Return of ENG RPM (NII) and ROTOR
RPM to governed value (if power demand MASTER CAUTION — Reset.
is high).
• PROCEDURE: CAUTION

IF NR OR MAST TORQUE EXCEEDS

CAUTION 110% OR OVERSPEED VALUES ARE
UNKNOWN, LAND AS SOON AS
IF CORRECTIVE ACTION IS NOT POSSIBLE.
INITIATED IMMEDIATELY, ROTOR
RPM CAN OVERSPEED Land as soon as practical.
EXCESSIVELY.
3-3-E-1. GOVERNOR ACTUATOR FAILURE
Collective — Adjust as necessary to (FULL INCREASE)
maintain ROTOR RPM.
Affected engine — Identify. • INDICATIONS:

Throttle (affected engine) — Reduce to

NII and rotor RPM increase to
maintain TORQUE at or slightly below
approximately 101%.
TORQUE of normal engine.
If affected engine does not respond to RPM INCR-DECR switch inoperative.
throttle inputs:
• PROCEDURE:
Throttle frictions — Tighten on normal
engine; reduce on affected engine. If this failure occurs during takeoff or
Throttle (affected engine) — Reduce to landing, no immediate corrective action
idle stop. is necessary to complete either
maneuver.
GOV switch (affected engine) —
MANUAL. As soon as practical, roll back both
throttles to maintain 97 to 100% NII RPM.
Further adjustment of collective and
CAUTION throttles simultaneously will allow full
power at pilot’s discretion.
W HEN O PE RA TING IN M AN UA L
FUEL CONTROL MODE, MAKE Land as soon as practical.

3-8———Rev. 29—16 OCT 2009 ECCN EAR99

FAA APPROVED BHT-412-FM-4

3-3-E-2. GOVERNOR ACTUATOR FAILURE 65 KIAS. Autorotational rate of

(FULL DECREASE) descent is a function of airspeed and
rotor RPM and is virtually unaffected
Published Flight Manual performance may not by gross weight and density altitude.
be attainable.
• PROCEDURE:
3-3-F. ENGINE OVERSPEED —
DRIVESHAFT FAILURE Collective — Reduce and establish
autorotative glide at 65 to 90 KIAS.

WARNING Throttles — Close, if time permits.

Accomplish autorotative landing.
FAILURE OF THE MAIN
DRIVESHAFT TO THE 3-3-G. ENGINE COMPRESSOR STALL
TRANSMISSION WILL RESULT IN
COMPLETE LOSS OF POWER TO • INDICATIONS:
THE MAIN ROTOR. ALTHOUGH THE
Engine ‘pops’.
COCKPIT INDICATIONS FOR A
DRIVESHAFT FAILURE ARE High or erratic ITT.
SOMEWHAT COMPARABLE TO A
DUAL ENGINE FAILURE, IT IS Decreasing or erratic NI and NII RPM.
IMPERATIVE THAT AUTOROTATIVE Torque oscillations.
FLIGHT PROCEDURES BE
ESTABLISHED IMMEDIATELY. • PROCEDURE:
FAILURE TO REACT IMMEDIATELY
TO THE LOW ROTOR RPM AUDIO Hover
SIGNAL, CAUTION LIGHT, AND
TACHOMETER INDICATION WILL Land as soon as possible.
RESULT IN LOSS OF CONTROL. In-flight
• INDICATIONS:
Collective — Reduce, maintain slow
Left yaw. flight. Avoid large, rapid increases in
collective pitch.
Rapid decrease in NR.
Heater switch — Select ON.
Rapid increase in NII.
ITT and NI — Check for normal
Illumination of rotor RPM warning light indications.
with audio.
Land as soon as practical; refer to
Possible increase in noise due to: Maintenance Manual to determine cause.
Overspeeding engine turbines. 3-3-H. ENGINE HOT START/SHUTDOWN
Overspeeding combining gearbox. • INDICATIONS:
Driveshaft breakage.
A hot start is caused by a combination of
NOTE excessive fuel in the combustion chamber
and delayed fuel ignition. Internal and
Airspeed for best angle of glide in external damage can result.
autorotation is 90 KIAS, and airspeed
for minimum rate of descent is Flames emitting from the exhaust.

Export Classification C, ECCN EAR99 16 JUL 2013—Rev. 32———3-9

BHT-412-FM-4 FAA APPROVED

Excessive ITT indication. • PROCEDURE:

• PROCEDURE: Abort start of affected engine as follows:
Abort start of affected engine as follows: Throttle — Closed.
Throttle — Closed; keep starter engaged. FUEL XFEED switch — OVRD CLOSE.
BOOST PUMP switch — OFF. BOOST PUMP switch — OFF.
FUEL switch — OFF. FUEL switch — OFF.
Starter — Continue to energize until ITT Appropriate FIRE handle — Pull.
decreases.
FIRE EXT switch — MAIN.
Complete shutdown.
If FIRE warning light remains on more than 10
Exit helicopter and check for damage. seconds:

If ITT limits for starting were exceeded, refer • PROCEDURE:

to Engine Maintenance Manual for inspection
requirements. FIRE EXT switch — RESERVE.

3-3-I. ENGINE OIL HOT Complete engine shutdown.

Exit helicopter.
• INDICATIONS:
3-4-A-2. DURING TAKEOFF OR
Engine oil temperature above limit of 120°C. APPROACH
• PROCEDURE: If a landing site is available, begin approach;
if not available, continue takeoff.
Collective, airspeed — As required.
Throttle (affected engine) — Idle. • INDICATIONS:

ENG switch — INCR; set ENG RPM (NII) at FIRE 1 PULL or FIRE 2 PULL handle
100% if possible. illuminated.

If condition persists: • PROCEDURE:

Throttle (affected engine) — Close. Airspeed — 45 KIAS minimum.

Complete engine shutdown. Collective — Reduce (altitude
permitting).
Land as soon as practical.
Appropriate FIRE PULL handle — Pull.
3-4. FIRE
FIRE EXT switch — MAIN.
3-4-A. ENGINE FIRE
If FIRE warning light remains on more
3-4-A-1. DURING START than 10 seconds:
• PROCEDURE:
• INDICATIONS:
FIRE EXT switch — RESERVE.
FIRE 1 PULL or FIRE 2 PULL handle
illuminated. NII RPM — Set at 100%.

3-10———Rev. 32—16 JUL 2013 Export Classification C, ECCN EAR99

 TEMPORARY REVISION
THIS PAGE HAS
FAA APPROVED AN ASSOCIATED BHT-412-FM-4
TEMPORARY REVISION.

Land as soon as possible. NON ESNTL BUS switch — MANUAL,

as desired.
Complete engine shutdown.
After landing, proceed as follows:
Exit helicopter.
Complete engine shutdown.
3-4-A-3. IN FLIGHT
Exit helicopter.
• PROCEDURE:
3-4-B. CABIN SMOKE OR FUMES
Initiate emergency descent immediately
if possible. • INDICATIONS:

Shut down affected engine as follows: Smoke, toxic fumes, etc., in cabin.

Appropriate FIRE PULL handle — • PROCEDURE:

Pull.
VENT BLOWER switch — ON.
Throttle (affected engine) — Closed.
Vents and windows — Open.
FIRE EXT switch — MAIN.
If additional ventilation is required:
FUEL XFEED switch — OVRD
Airspeed — Reduce to 60 KIAS or
CLOSE.
less.
BOOST PUMP switch (affected Passenger doors — Open.
engine) — OFF.
If time and altitude permit and the source
FUEL switch (affected engine) — is suspected to be electrical, attempt to
OFF. identify and isolate the affected system.
Fuel INTCON switch — OPEN. Land as soon as possible.
If FIRE warning light remains on: 3-4-C. BAGGAGE COMPARTMENT FIRE
FIRE EXT switch — RESERVE.
• INDICATIONS:
NII RPM (normal engine) — Set at
100%. BAGGAGE FIRE warning light
illuminates.
Land as soon as possible.
• PROCEDURE:
If a landing site is not readily available,
proceed as follows: Reduce power to minimum required.
Land as soon as possible.
NOTE
Inspect tailboom area for damage.
If reserve bottle has not been
d i s c h a r g e d , F IR E P U L L h a n d l e 3-5. TAIL ROTOR
(affected engine) — In (to provide fire
protection for normal engine). The key to successful handling of a tail rotor
emergency lies in pilot ability to quickly
GEN switch (affected engine) — OFF. recognize the type of malfunction and to
BATTERY BUS 2 switch — ON. select the proper emergency procedure.
Following is a discussion of some types of tail
BATTERY BUS 1 switch — ON. rotor malfunctions and their probable effects.

ECCN EAR99 16 OCT 2009—Rev. 29———3-11

BHT-412-FM-4 FAA APPROVED

3-5-A. COMPLETE LOSS OF TAIL the mast thrust bearings, creating a left
ROTOR THRUST moment. The greater the input of the pulse,
the more the response will be.
• INDICATIONS:

This is a situation involving a break in the WARNING

drive system, such as a severed driveshaft,
wherein the tail rotor stops turning and
DO NOT ALLOW ROTOR RPM TO
delivers no thrust. A failure of this type in
DECAY BELOW MINIMUM LIMITS.
powered flight will result in the nose of the
helicopter swinging to the right (left side slip)
and usually a roll of the fuselage. Nose down M o v i n g th e c o l le c t iv e u p w a rd a b r u p t ly
tucking will also be present. The severity of increases rotor loading. Do not hold collective
the initial reaction will be affected by up, as rotor RPM will decrease lower than
airspeed, density altitude, gross weight desirable. It is essential that the collective be
center of gravity, and power being used. returned to the down position for
autorotation. This cycle is one pulse. The
3-5-A-1. LOSS OF T/R THRUST AT HOVER pulse should be rapid (up and down), but
should not be used at low altitudes.
• PROCEDURE:
LEFT YAW
Close throttles immediately and make a
hovering autorotation landing. A slight
If the nose yaws left with power off, a slight
rotation can be expected on touchdown.
addition of power should arrest it. Further
increase in power results in more right yaw
3-5-A-2. LOSS OF T/R THRUST IN CLIMB
response.
The degree of right yaw upon failure will be
greater than that experienced in level flight LANDING
due to the higher power and anti-torque
settings.
CAUTION
• PROCEDURE:
RUN-ON LANDINGS MAY RESULT IN
Close throttles and lower collective pitch
ROLL OSCILLATIONS WHILE ON
immediately. Establish a glide speed slightly
THE GROUND. IF THIS OCCURS,
above normal autorotation approach speed.
LOWERING COLLECTIVE FULLY
If a turn is required to reach a more desirable DOWN OR DISENGAGING AP 1
place to land or to align into the wind, make it AND AP 2 WILL STOP THE
to the right. A turn to the right can be more OSCILLATIONS.
nearly streamlined by the use of a little power.
During the final stages of the approach, a mild
Once aligned for landing, yaw can be flare should be executed and all power to the
controlled in the following manner: rotor should be off. Maintain helicopter in a
slight flare and use collective smoothly to
RIGHT YAW execute a soft, slightly nose-high landing.
Landing on the aft portion of the skids will
If the nose yaws right with power off, a pulse tend to correct side drift. This technique will,
of up collective will produce more friction in in most cases, result in a run-on type landing.

3-12———Rev. 27—31 OCT 2007

FAA APPROVED BHT-412-FM-4

ZERO GROUND SPEED LANDING 3-5-A-4. LOSS OF T/R THRUST DURING

DESCENT (LOW POWER OR
If it is essential that the landing be made at POWER OFF)
zero ground speed, the only change in the
technique described previously is that the • PROCEDURE:
flare should be executed closer to the ground
and more steeply. This will require a more If both throttles are not closed at the time of
rapid forward cyclic input to land as near level the failure, close them. Proceed as prescribed
as possible. A more positive and abrupt use in the previous condition of level flight.
of collective will also be necessary.
3-5-A-5. LOSS OF T/R COMPONENTS

The loss of any tail rotor components will

CAUTION result in a forward center of gravity shift.
Other than additional nose down pitching,
THE FLARE AND THE ABRUPT USE th is situation would be quite similar to
OF COLLECTIVE WILL CAUSE THE c o m p l e t e l o s s o f ta i l r o t o r t h r u s t , a s
NOSE TO ROTATE LEFT, BUT DO discussed in paragraph 3-5-A.
NOT CORRECT WITH THROTTLE.
ALTHOUGH APPLICATION OF 3-5-B. TAIL ROTOR FIXED PITCH
THROTTLE WILL RESULT IN FAILURES
ROTATION TO THE RIGHT,
ADDITION OF POWER IS A VERY • INDICATIONS:
STRO NG RES PONSE M EASU RE
AND IS TOO SENSITIVE FOR THE Tail rotor pitch change control failures are
PILOT TO MANAGE PROPERLY AT characterized either by a lack of directional
THIS TIME. DO NOT ADD POWER AT response when a pedal is pushed or by
THIS TIME. SLIGHT ROTATION locked pedals. If pedals cannot be moved with
UPON TOUCHDOWN AT ZERO a moderate amount of force, do not attempt to
GROUND SPEED SHOULD NOT apply a maximum effort, since a more serious
CAUSE ANY REAL PROBLEM. malfunction could result.

3-5-A-3. LOSS OF T/R THRUST IN LEVEL 3-5-B-1. FIXED PITCH FAILURE AT HOVER
FLIGHT OR POWER DIVE
• PROCEDURE:
• PROCEDURE:
Do not close throttles unless a severe right
yaw occurs. If pedals lock in any position at a
Close throttles and reduce collective pitch h o v e r, l a n d i n g f r o m a h o v e r c a n b e
immediately. Attain an airspeed slightly above accomplished with greater safety under
the normal autorotative glide speed. power controlled flight rather than by closing
throttles and entering autorotation.
If altitude permits with airspeed above 60
knots, throttle and pitch may be gently 3-5-B-2. FIXED PITCH FAILURE IN FLIGHT
applied to see if some degree of powered
flight can be resumed. If any adverse yawing If tail rotor fixed pitch failure occurs during
is experienced, re-enter autorotation and c l i m b ( l e ft p e d a l a p p l i e d ) , c r u i s e
continue descent to a landing. (approximately neutral pedals), and descent
(right pedal applied), a descent and landing
The landing technique is the same as can be effected safely by use of power and
prescribed for the climb condition above. throttle changes.

31 OCT 2007—Rev. 27———3-13

BHT-412-FM-4 FAA APPROVED

• PROCEDURE: speed. If helicopter starts to turn, move cyclic

as necessary to follow the turn until
If the helicopter is in a trimmed condition helicopter comes to a complete stop.
when the malfunction is discovered, engine
power and airspeed should be noted and the L E F T P E D A L L O C K E D F O R WA R D O F
helicopter should be flown to a suitable NEUTRAL
landing area.
Reduce power and maintain engine RPM
Combinations of engine torque, rotor RPM, within the green arc. Normal turns can be
and airspeed will correct or aggravate yaw safely made under these conditions, although
attitude and these should be adjusted as t h e n o s e m a y b e d i s p l a c e d t o t h e l e ft
required to control yaw during landing. (depending on how far the pedal is forward).
Maintain about 60 knots during the initial part
R I G H T P E D A L L O C K E D F O R WA R D O F of the approach.
NEUTRAL
On final approach, reduce throttles to
Power should be reduced and engine RPM m in im u m o p e r a t in g R P M ( 9 7 % N R ) a n d
maintained within the green arc. This will help simultaneously begin a slow deceleration so
streamline the helicopter in flight. Right turns as to arrive at a point about 2 feet above the
are easier than left turns. Airspeed should be intended touchdown area as effective
maintained at or above 60 knots. translational lift is lost.
Execute a shallow to normal approach, Apply collective pitch (maintaining minimum
maintaining engine RPM and an airspeed of operating RPM) to stop the rate of descent
about 60 knots during the initial part of the and forward speed, and to align the helicopter
approach. with the intended landing path. If not aligned
after pitch application, increase throttle to
At 60 to 75 feet AGL and when the landing
further help with alignment. Allow helicopter
area can be made, start a slow deceleration to
to touch down at near-zero ground speed,
arrive a the intended landing point with about
maintaining alignment with throttle.
25 knots indicated airspeed.
PEDALS LOCKED IN NEUTRAL
At 2 to 5 feet AGL, slowly reduce throttle to
overcome yaw effect and allow helicopter to Reduce power and maintain engine RPM
settle. When aligned with the landing area, within the green arc. Normal turns can be
allow helicopter to touch down. safely made under these conditions.

Execute a shallow approach, holding 60 knots

CAUTION a i r s p e e d d u r i n g t h e i n i t i a l pa r t o f t h e
approach.
RUN-ON LANDINGS MAY RESULT IN
ROLL OSCILLATIONS WHILE ON At 50 to 75 feet AGL and when the landing
THE GROUND. IF THIS OCCURS, area can be made, start a slow deceleration to
LOWERING COLLECTIVE FULLY arrive at the intended landing point with 25
DOWN OR DISENGAGING AP 1 knots indicated airspeed.
AND AP 2 WILL STOP THE
OSCILLATIONS. At 2 to 5 feet AGL, use throttle slowly as
necessary to maintain alignment with the
After ground contact, use collective and landing area and to control yaw; do not allow
throttle as necessary to maintain alignment helicopter to settle until alignment is assured,
with landing strip, and to minimize forward then touch down.

3-14———Rev. 30—29 MAY 2012 ECCN EAR99

FAA APPROVED BHT-412-FM-4

resistance can be overcome by increased

CAUTION pilot effort.

• INDICATIONS:
RUN-ON LANDINGS MAY RESULT IN
ROLL OSCILLATIONS WHILE ON NO. 1 or NO. 2 HYDRAULIC caution light
THE GROUND. IF THIS OCCURS, illuminates.
LOWERING COLLECTIVE FULLY
DOWN OR DISENGAGING AP 1 Abnormal (low, high, or fluctuating)
AND AP 2 WILL STOP THE hydraulic pressure in affected system.
OSCILLATIONS.
Possible high temperature in affected
After ground contact, use collective and system.
throttle as necessary to minimize forward Increased pedal forces (if system 1
speed and to maintain alignment. Move cyclic failed).
as necessary to follow the turn until
helicopter has come to a complete stop. Increased cyclic forces near control
extremes (cold weather only).
3-5-C. LOSS OF PITCH CHANGE
• PROCEDURE:
CONTROL LINKAGE
If either hydraulic system fails, or if system
• INDICATIONS: temperature or pressure exceeds limits,
proceed as follows:
In this type of failure, the pitch-change
mechanism is broken at some point and the
ta i l r o t o r w i l l a s s u m e a b l a d e a n g l e WARNING
determined by the aerodynamic and
counterbalance forces.
D O N OT E X TE N D FL IG HT W IT H
• PROCEDURE: FAILED HYDRAULIC SYSTEM.
THE HELICOPTER IS NOT
The corrective action procedures are CONTROLLABLE WITH BOTH OF
described in paragraph 3-5-B Tail Rotor Fixed THE HYDRAULIC SYSTEMS
Pitch Failures. The specific procedure to be INOPERATIVE.
used depends on the yaw change
experienced. DURING COLD WEATHER
OPERATION AVOID HIGH RATES OF
CLIMB. MAKE APPROACHES AND
3-6. HYDRAULIC SYSTEM
LANDINGS INTO THE WIND. AVOID
EXTENDED HOVERING AND DO NOT
This helicopter has two independent
HOVER WITH THE WIND COMING
hydraulic boost systems, both of which
FROM THE AFT LEFT QUADRANT.
supply power to the flight control system for
the main rotor. The tail rotor control system is
Affected system — Identify positively.
powered by system 1 only.
HYDR SYS switch (affected system) —
If a hydraulic system failure occurs shortly OFF.
after the helicopter has been cold soaked at
or below -25°C (-13°F) and the center of NII RPM — Set to 100%.
gravity of the helicopter is near the forward or MASTER CAUTION light — Reset.
aft limit, some resistance may occur when the
cyclic is near control position extremes. This Land as soon as possible.

31 OCT 2007—Rev. 27———3-15

BHT-412-FM-4 FAA APPROVED

3-7. ELECTRICAL SYSTEM Switch off unnecessary equipment as

required.
3-7-A. DC POWER FAILURE
DC AMPS — Monitor and maintain below
maximum continuous limit.
• INDICATIONS:

DC GENERATOR caution light

illuminates.
If both generators fail and neither will reset,
All lighting and avionics on non-essential proceed as follows:
buses inoperative.

• PROCEDURE:
CAUTION
Switch off all unnecessary equipment.
DO NOT SELECT EMERG LOAD AT
GEN FIELD and GEN RESET circuit PR ES SU RE A LTITU D ES AB OV E
breakers — Check in. 5000 FEET (1524 M). BOTH FUEL
BOOST PUMPS WILL BECOME
GEN switch (affected generator) —
INOPERATIVE, RESULTING IN
RESET, then ON.
POSSIBLE FUEL STARVATION.
If generator remains inoperative, proceed as
follows: Emergency load switch — As desired.

GEN switch (affected generator) — OFF. NOTE

A fully charged battery will provide
sufficient electrical power for
CAUTION
a pp r ox i m a te ly 3 0 m in u te s w i th
e s s e n t ia l e q u i p m e n t o p e r a t i n g
IF ELECTRICAL LOAD DEMAND IS normally with respect to the
HIGH AFTER THE LOSS OF NO. 2 following limitations.
GENERATOR, THE SWITCHING OF
BATTERY BUS 2 TO OFF MAY VHF Comm #1 — Transmit 3 minutes,
CAUSE LOSS OF EMERGENCY DC receive 30 minutes.
BUS 2. IN THIS CASE, AVOID
OPERATING SEARCH LIGHT WITH Pitot Static Heaters — 7 1/2 minutes.
BOTH NO. 2 GENERATOR AND
BATTERY BUS 2 SELECTED OFF. IF Utility Light (overhead portable) — 3
EXTERNAL LIGHTING IS REQUIRED, minutes.
SELECT NON-ESNTL BUS TO
MANUAL AND UTILIZE LANDING Searchlight — 2 minutes.
LIGHT ONLY.
Windshield Wipers — 2 minutes.
If No. 2 generator failed:
With emergency load switch in
BATTERY BUS 2 switch — OFF. EMERG LOAD position, battery will
provide approximately 76 minutes of
BATTERY BUS 1 switch — ON. electrical power.

NON-ESNTL BUS switch — As desired. Land as soon as practical.

3-16———Rev. 29—16 OCT 2009 ECCN EAR99

 TEMPORARY REVISION
THIS PAGE HAS
FAA APPROVED AN ASSOCIATED BHT-412-FM-4
TEMPORARY REVISION.

3-7-B. AC POWER FAILURE APPROXIMATELY 60 POUNDS LESS

THAN INDICATED.
• INDICATIONS:
If practical, descend below 5000 feet HP
NO . 1 or NO . 2 IN VE RTE R ca ution light to prevent possible fuel starvation in the
illuminates. event remaining boost pump fails.
FUEL INTCON switch — OPEN.
P o s s i b l e l o s s o f p o w e r t o c e r ta i n A C
instruments (with no INVERTER caution light).
NOTE
• PROCEDURE: If FUEL XFEED switch is in NORM
position, crossfeed valve will be
If either INVERTER caution light illuminates, automatically opened allowing the
proceed as follows: remaining pump to supply fuel to
both engines.
AC voltmeters — Check to determine that
remaining inverter has assumed all AC Land as soon as practical.
loads.
3-8-B. FUEL FILTER PARTIALLY
INV PWR circuit breakers — Check in. BLOCKED
AP 1 or AP 2 button (affected system) — Land as soon as practical.
Depress to reengage autopilot.
3-8-C. FUEL QUANTITY INDICATIONS
If power is lost only to certain AC instruments,
but INVERTER caution lights remain out,
MALFUNCTION
proceed as follows:
• INDICATIONS:
AC FEEDERS circuit breakers (eight One fuel quantity indicator goes to zero
each) — Check in. from a previously normal condition.
During IFR flight, if both inverters fail, land as (Possible power failure to the respective
soon as practical; or continue flight under fuel signal conditioner. The digital
VFR, if desired. indicator will read half total quantity.)
Power loss to both signal conditioners
3-8. FUEL SYSTEM will give a zero quantity indication.

3-8-A. FUEL BOOST PUMP FAILURE NOTE

• INDICATIONS: A power failure to the signal

conditioner will disable the FUEL
NO. 1 or NO. 2 FUEL BOOST caution light LOW caution panel indication and
illuminates. alter the FUEL TRANS caution
indication for affected fuel system.
• PROCEDURE: Refer to Table 3-2.

• PROCEDURE:
CAUTION
FUEL QTY circuit breaker — Recycle
(affected side).
IF EITHER BOOST PUMP FAILS,
USABLE FUEL WILL BE FUEL INTCON switch — OPEN.

ECCN EAR99 16 OCT 2009—Rev. 29———3-17

BHT-412-FM-4 FAA APPROVED

NOTE Possible illumination of NO. 1 or NO. 2

INVERTER caution light.
Allow sufficient time for fuel levels to
equalize. Approximate fuel loads NOTE
may be obtained by doubling
remaining fuel quantity indicated. If inverter 1 or 2 fails, AP 1 or AP 2 will
disengage, but can be reengaged by
depressing respective button on
3-9. AUTOMATIC FLIGHT AFCS control panel.
CONTROLS SYSTEM
• PROCEDURE:
Automatic Flight Control System (AFCS) can
be affected by malfunctions of any vertical Airspeed — Reduce to 115 KIAS or less.
gyros, yaw rate gyros, (AHRS for S/N 36248
Maintain straight and level flight attitude
and subsequent), inverters, (accelerometers
to allow AHRS to realign. Verify AHRS
4-axis only), or by other electrical
alignment complete.
malfunctions. Failure of No. 1 hydraulic
system will render AFCS yaw axis inoperative, INV 1 and 2 switches — ON; check NO. 1
but will not affect pitch or roll SAS or ATT and NO. 2 INVERTER caution lights
mode functions. Failure of No. 2 hydraulic extinguished.
system will not affect AFCS.
Pilot and copilot ADIs — Check ATT FAIL
Digital AFCS fault codes will be displayed on flags retracted, indicators functioning
the AL-300 Air Data Display. Table 3-4 lists properly.
error codes and descriptions. Check the following circuit breakers in:

NOTE
CAUTION
If both autopilots are disengaged, the
following procedures do not apply.
DO NOT ATTEMPT TO RESET ANY
CIRCUIT BREAKER MORE THAN
3-9-A. AFCS FAILS TO ENGAGE OR ONCE.
DISENGAGES
INV 1 PWR and INV 2 PWR
• INDICATIONS:
AC FEEDERS (8)
NO. 1 AUTOPILOT/NO. 2 AUTOPILOT NO. 1 and NO. 2 ESNTL BUSS
caution light illuminated. FEEDERS (ON MAIN DC)
AP 1 or AP 2 off (light not illuminated). AFCS (No. 1 and No. 2)
Error code(s) displayed on AL-300. If AFCS 26V (No. 1 and No. 2)
more than one error exists, the AL-300
will continuously scroll through all error
codes. PILOT ATT SYS and CPLT ATT SYS
Possible erratic API indications on AP 1 PILOT AHRS and COPILOT AHRS
or AP 2. 28VDC (S/N 36248 and subsequent)
Possible ATT FAIL flag displayed on pilot No. 1/No. 2 ATTD — 26 VAC — Check/
or copilot ADI. Reset

3-18———Rev. 29—16 OCT 2009 ECCN EAR99

FAA APPROVED BHT-412-FM-4

AP 1 or AP 2 switch (affected system) • PROCEDURE:

— Press to reengage.
Cyclic FORCE TRIM release switch —
If either autopilot will not reengage, or if Press.
abnormal control disturbance occurs,
proceed as follows: Correct helicopter attitude with cyclic
and pedals, then release cyclic FORCE
Affected autopilot — Disengage. TRIM SWITCH.
Airspeed — Reduce to 115 KIAS or less.
Airspeed — Maintain at or below 115
KIAS. Actuator position indicators — Check
both systems. If any API shows
If IFR, land as soon as practical; or maximum displacement or erratic
continue flight under VFR, if desired. operation of any actuator, switch affected
autopilot OFF.
If fault condition cannot be cleared,
error codes displayed on AL-300 may If IFR, land as soon as practical, or
be used to determine failed axis. continue flight under VFR, if desired.
Refer to Table 3-4 for a list of error
codes. 3-9-D. AUTOTRIM FAILURE

If both autopilots fail to reengage, • INDICATIONS:

proceed as follows:
AUTOTRIM caution light illuminates.
If IFR, land as soon as practical; or Error code(s) displayed on AL-300 (ADD).
continue flight under VFR, if desired. If more than one error exists, the AL-300
will continuously scroll through all error
3-9-B. AFCS FAILS TO HOLD ATTITUDE codes.

• PROCEDURE: • PROCEDURE:

Ensure cyclic friction set at minimum.

FORCE TRIM switch — Check ON.
Attempt to reset AUTOTRIM light by
SAS/ATT button — Check ATT light cycling either AP 1 or AP 2 OFF, then ON.
illuminated.
If fault condition cannot be cleared, error
If AUTOTRIM caution light illuminated — codes displayed on AL-300 may be used
Follow procedure for AFCS Fails to to determine failed axis. Refer to
Engage or Disengage (paragraph 3-9-A). Table 3-4 for a list of error codes.

3-9-C. AFCS HARDOVER OR NOTE

ABNORMAL CONTROL
If AUTOTRIM caution light
DISTURBANCE illuminates and no error codes are
displayed on the AL-300 (ADD), then
either or both autopilot computers
WARNING may be in AOG mode. AOG mode
inhibits the autotrim and attitude
IF AP 1 OR AP 2 FAILS OR IS hold functions. This note does not
DISENGAGED, REDUCE AIRSPEED apply to Flight Director equipped
TO 115 KIAS OR LESS. helicopters.

ECCN EAR99 16 OCT 2009—Rev. 29———3-19

 TEMPORARY REVISION
THIS PAGE HAS
BHT-412-FM-4 AN ASSOCIATED
FAA APPROVED
TEMPORARY REVISION.

3-9-E. PITCH OR ROLL TRIM FAILURE heading OFF flag may not retract at
end of AHRS alignment phase.
Pilot may choose to remain in ATT mode,
using cyclic FORCE TRIM release switch and • INDICATIONS:
APIs to manually re-trim as required to keep
actuators working near center; or pilot may ADI ATT flag retracted and HSI heading
select SAS mode with FORCE TRIM switch OFF flag in view.
ON or OFF as desired.
• PROCEDURE:
3-9-F. AUTOTRIM RUNAWAY
Perform Manual AHRS Heading
An autotrim runaway can occur only when Synchronization procedure by selecting
both AP 1 and AP 2 are ON in ATT mode. MAG/DG switch from MAG to DG to MAG
position. Confirm HSI heading OFF flag
• INDICATIONS: retracted and heading display accurate.

An autotrim runaway in flight will be IN FLIGHT

evidenced by the cyclic stick being driven in a
direction opposite to the actuator position NOTE
indications (AP 1 or AP 2). This condition
D u r in g in - fl i g h t r e a l ig n m e n t i n
occurs because the series actuators will be
turbulent conditions, prolonged
driven to limit authority to compensate for the
invalid heading data may result
autotrim runaway. When the actuators are
despite valid attitude data. Refer
saturated (on stops), the helicopter will
to Manual AHRS Heading
respond to the runaway trim command;
Synchronization procedure in this
however, with both AP 1 and AP 2 operative,
section.
the autotrim will be cut off automatically 2
seconds after actuator saturation.
A power loss of 0.5 second or more will
• PROCEDURE: require realignment of AHRS.

Cyclic FORCE TRIM release button — • INDICATIONS:

Depress to center actuators and retrim to
desire attitude. ATT, RT, or HDG fail flag displayed on
pilot or copilot ADI/HSI.
Airspeed — Reduce to 115 KIAS or less.
No. 1 or No. 2 AUTOPILOT —
AP 2 or AP 1 — OFF. Disengaged. Caution light illuminated.
APIs — Monitor for proper operation. Error code(s) displayed on AL-300. If
more than one error exists, the AL-300
If IFR, land as soon as practical; or
will continuously scroll through all error
continue flight under VFR, if desired.
codes.
3-9-G. AHRS — ALIGNMENT
Possible erratic API/HSI/ADI indication.
(S/N 36248 AND SUBSEQUENT)
AUTOMATIC AHRS REALIGNMENT
PRIOR TO FLIGHT
• PROCEDURE:
NOTE
Airspeed — Reduce to 115 KIAS or less.
Depending on procedures performed
during the start sequence, the HSI Affected autopilot — Verify disengaged.

3-20———Rev. 29—16 OCT 2009 ECCN EAR99

FAA APPROVED BHT-412-FM-4

Unaffected autopilot — Verify engaged. NOTE

Pilot/copilot AHRS 28 VDC circuit breaker If fault condition cannot be cleared,
— Check in/reset. use error code display on AL-300 to
determine failed axis. Refer to
No. 1/No. 2 ATTD 26 VAC circuit breaker Table 3-4 for a list of error codes.
— Check in/reset.

Maintain unaccelerated straight and level

3-10. COMMUNICATION SYSTEM
flight for a minimum of 30 seconds for
AHRS to realign. Verify AHRS alignment
3-10-A. INTERCOM FAILURE
complete.
• INDICATIONS:
MANUAL AHRS HEADING
Weak or no reception in headsets.
SYNCHRONIZATION
• PROCEDURE:
• PROCEDURE:
Check headset connection.
Pilot/copilot AHRS — 28 VDC circuit
breaker — Check in. Verify volume and ICS controls set
properly.
Pilot/copilot HSI — 115 VAC circuit
Cycle ICS circuit breaker out and in.
breaker — Check in.
S/N 36087 through 36637:
MAG/DG mode switch — While in straight
and level flight, switch to DG position, For single pilot operations only with
then return to MAG position. Verify AHRS Emergency Communications Panel
alignment complete by ensuring HSI installed:
heading OFF flag retracts and heading
display accurate. Plug headset into EMERGENCY
COMM jack (above and behind
AHRS FAILS TO REALIGN pilot position).
Select desired radio on copilot
• INDICATIONS:
ICS panel.
Failed systems do not realign. Key selected radio with
EMERGENCY COMM switch (on
HSI and ADI do not function properly. center pedestal).
Either autopilot will not reengage. S/N 36638 and subsequent:
Abnormal control disturbances. Select ICS EMERG function.

• PROCEDURE: 3-10-B. COMMUNICATION RADIO

FAILURE
Airspeed — At or below 115 KIAS.
• INDICATIONS:
Affected autopilot — Verify disengaged.
Weak or no reception in headset.
Unaffected autopilot — Verify engaged.
• PROCEDURE:
If IFR, land as soon as practical; or
continue under VFR. Verify proper radio selected.

Export Classification C, ECCN EAR99 16 JUL 2013—Rev. 32———3-21

BHT-412-FM-4 FAA APPROVED

Verify volume properly adjusted. 3-13. STATIC PORT OBSTRUCTION

Verify frequency properly set. • INDICATIONS:
Check headset connection. Erratic readings from the airspeed indicator,
vertical speed indicator, and altimeter when
Cycle appropriate circuit breaker out and
operating helicopter in rain with STATIC
back in.
SOURCE switch in PRI position.
3-11. CABIN HEATER • PROCEDURE:

A malfunction in the bleed air heater controls Windows and vents — Close.
may or may not cause heater to become
inoperative. HEATER switch — OFF.
STATIC SOURCE switch — ALTN.
• INDICATIONS:
NOTE
HEATER AIR LINE caution light
illuminates. This procedure selects an alternate
static source (cabin air) for pilot side
Heated airflow does not shut off when instruments only.
thermostat knob is turned to full cold
position. 3-14. STICK CENTERING
• PROCEDURE:
INDICATOR FAILURE
• INDICATIONS:
HEATER switch — OFF immediately.
CYC CTR caution lights fail to illuminate
CABIN HTR circuit breaker — Check; if when cyclic is displaced 1.5 inches or
out, do not reset. more from center position while RPM
Check prior to next flight. warning light is illuminated.
• PROCEDURE:
3-12. LANDING GEAR
Maintain rotor RPM between 97 and 100%
Not applicable to skid gear helicopter. NR for ground operation until shutdown.

3-22———Rev. 32—16 JUL 2013 Export Classification C, ECCN EAR99

FAA APPROVED BHT-412-FM-4

Table 3-1: Warning (Red) Lights

MESSAGE FAULT CONDITION CORRECTIVE ACTION
FIRE PULL (1 OR 2) Fire indication in No. 1 or Pull illuminated FIRE PULL handle.
No. 2 engine compartment.
Select MAIN fire extinguisher. Close
throttle of affected engine. Select
RESERVE fire extinguisher if
necessary. Land as soon as possible.
BAGGAGE FIRE Smoke in baggage Reduce power to minimum required.
compartment. Land as soon as possible. Inspect
tailboom area for damage.
ENG OUT (1 or 2) GAS PROD abnormally low Check ENG TORQUE, GAS PROD
(below 53 ± 2%) RPM (NI) on RPM (N I ), ENG RPM (N II ), and ITT.
No. 1 or No. 2 engine. Adjust power and airspeed (70 KIAS).
Reset remaining engine NII to normal
range. Close throttle of affected
engine. Refer to ENGINE FAILURES
and ENGINE RESTART IN FLIGHT
procedures. Land as soon as
practical.
XMSN OIL Transmission oil pressure R e d u ce p o w e r. L a n d a s s o o n a s
PRESSURE below limit. possible.
XMSN OIL TEMP Transmission oil temperature R edu ce p ow er. C hec k X MS N OIL
above limit. temperature. If not within limits, land
as soon as possible.
C BOX OIL Combining gearbox oil R e d u ce p o w e r. L a n d a s s o o n a s
PRESSURE pressure below normal. possible.
C BOX TEMP Combining gearbox oil Reduce power. Check temperature. If
temperature above normal. not within limits, land as soon as
possible.
BATTERY TEMP Battery temperature above BATTERY switch — OFF. Land as
limit. soon as practical.

WARNING

BATTERY SHALL NOT BE USED

FOR ENGINE START AFTER
ILLUMINATION OF BATTERY TEMP
LIGHT. BATTERY SHALL BE
REMOVED AND SERVICED
IN ACCORDANCE WITH
MANUFACTURER’S INSTRUCTIONS
PRIOR TO RETURN TO SERVICE.

ECCN EAR99 16 OCT 2009—Rev. 29———3-23

BHT-412-FM-4 FAA APPROVED

Table 3-1: Warning (Red) Lights (Cont)

MESSAGE FAULT CONDITION CORRECTIVE ACTION
ROTOR BRAKE Rotor brake linings not Check rotor brake handle fully up in
retracted. detent. If light remains on, land as
soon as possible.
RPM (with audio) Rotor RPM at or below 95%. Adjust collective pitch and/or RPM
INCR-DECR switch as required. Refer
or or to Engine Fuel Control Malfunction
procedures.
RPM (without audio) Rotor RPM at or above 103.5%.

3-24———Rev. 29—16 OCT 2009 ECCN EAR99

FAA APPROVED BHT-412-FM-4

Table 3-2: Caution (Amber) Lights

MESSAGE FAULT CONDITION CORRECTIVE ACTION
OIL PRESSURE Engine oil pressure below Shut down affected engine. FUEL
(ENG 1 or 2) limit. INTCON switch — OPEN.

Land as soon as practical.

DC GENERATOR Failure of DC generator. GEN FIELD and GEN RESET circuit
(ENG 1 or 2) breakers — Check in. GEN switch
(affected generator) — RESET, then
ON. If light remains on, turn GEN
switch OFF.
If No. 2 generator failed:
BATTERY BUS 2 switch — OFF.
BATTERY BUS 1 switch — ON.
If non-essential bus power is
required:
NON-ESNTL BUS switch — MANUAL.
DC AMPS — Monitor.
If both generators fail:

CAUTION

DO NOT SELECT EMERG LOAD AT

PRESSURE ALTITUDES ABOVE
5000 FEET. BOTH FUEL BOOST
PUMPS WILL BECOME
INO PE RA TIVE , RE SUL TING IN
POSSIBLE FUEL STARVATION.
Emergency load switch — As
required. Land as soon as practical.
PART SEP OFF Particle separator bypass Check ENG 1 (or 2) RPM and PART
(ENG 1 or 2) door closed or circuit breaker SEP circuit breakers in.
out. Ice and dust protection
system inoperative. Move PART SEP switch to OVRD ON.

31 OCT 2007—Rev. 27———3-25

BHT-412-FM-4 FAA APPROVED

Table 3-2: Caution (Amber) Lights (Cont)

MESSAGE FAULT CONDITION CORRECTIVE ACTION
NO. 1 FUEL BOOST/ Fuel boost pump failure has If practical, descend below 5000 feet
NO. 2 FUEL BOOST occurred. HP to prevent possible fuel starvation
if other boost pump fails.
FUEL INTCON switch — OPEN.

CAUTION

IF EITHER BOOST PUMP FAILS,

USABLE FUEL WILL BE
AP PR O XIM AT EL Y 6 0 P OU ND S
LESS THAN INDICATED.

NOTE
If either fuel boost pump
fails, and the FUEL XFEED
switch is in NORM position,
the crossfeed valve is
opened automatically by a
pressure switch, allowing
either boost pump to
furnish fuel to both engines.
Land as soon as practical.
NO. 1 FUEL FILTER/ Fuel filter is partially blocked. Land as soon as practical.
NO. 2 FUEL FILTER

3-26———Rev. 27—31 OCT 2007

FAA APPROVED BHT-412-FM-4

Table 3-2: Caution (Amber) Lights (Cont)

MESSAGE FAULT CONDITION CORRECTIVE ACTION
FUEL LOW Fuel level in left or right cells Land as soon as practical.
(Less than 100 pounds at or below 190 pounds.
difference between
N o. 1 a n d N o . 2 fu e l
quantities)

NOTE NOTE
The FUEL LOW light will not Interconnect valve will open
illuminate for the affected automatically when fuel level in
side when fuel quantity opposite side decreases to 190
indication malfunction pounds (as indicated by
occurs. Refer to paragraph illumination of FUEL INTCON
3-8-C Fuel Quantity caution light). This will allow the
Indications Malfunction. fuel quantity in the lower cells to
equalize. In the event of a fuel boost
pump failure, all fuel in the lower
cells will be available to b oth
e n g i n e s t h r o u g h e it h e r b o o s t
pump.
FUEL INTCON caution light can be
extinguished by placing FUEL
INTCON switch to OPEN position.
FUEL LOW Possible fuel leak in cells with F U E L I N T C O N s w i t c h — O V R D
(100 pounds or more lower quantity. CLOSE.
difference between
N o. 1 a n d N o . 2 fu e l Land as soon as possible.
quantities)
GOV MANUAL Engine governor in manual To r q u e , I T T, a n d R P M m u s t b e
(ENG 1 or 2) mode. controlled with throttle.
ENGINE CHIP Metal particles in engine oil. Reduce power and shut down engine
(ENG 1 or 2) as soon as practical to minimize
engine damage. Land as soon as
practical.
FUEL VALVE Fuel valve not properly seated Check FUEL VALVE circuit breakers
(ENG 1 or 2) or circuit breaker out. in. Land as soon as practical. If on
ground, cycle FUEL switch.
NO. 1 GEN OVHT/ Generator overheating. GEN switch — OFF.
NO. 2 GEN OVHT
(if installed)
CAUTION PANEL Caution panel inoperative. Check MASTER CAUTION circuit
breaker in. Monitor helicopter
i n s t r u m e n ts . L a n d a s s o o n a s
practical.

31 OCT 2007—Rev. 27———3-27

 TEMPORARY REVISION
THIS PAGE HAS
BHT-412-FM-4 AN ASSOCIATED FAA APPROVED
TEMPORARY REVISION.

Table 3-2: Caution (Amber) Lights (Cont)

MESSAGE FAULT CONDITION CORRECTIVE ACTION
NO. 1 INVERTER/ Failure of AC power inverter; Check both AC voltmeters to
NO. 2 INVERTER determine that remaining inverter
automatically assumed load for failed
inverter.
Check INV PWR circuit breakers in.
Reengage AP 1 or AP 2. During IFR
flight, if both inverters fail, land as
soon as practical; or continue flight
under VFR, if desired.
or
NO. 2 INVERTER E me rge ncy loa d s witc h in P l ac e e m e rg e n c y l o ad s w it c h in
EMERG LOAD position. NORMAL position, if electrical load
shedding is not required.
EXTERNAL POWER External power receptacle Check external power disconnected.
door open. Check doors closed.
DOOR LOCK Passenger door(s) or baggage Check doors closed and locked.
compartment door not locked.
BATTERY B o t h B AT T E RY s w i t c h e s / Both battery switches ON for single
relays in the same position. engine operation.

For dual generator operation:

Turn one BATTERY switch ON, other
OFF.

If light remains illuminated:

Reverse BATTERY switch position.
C BOX CHIP Metal particle in combining Reduce power.
gearbox oil. Land as soon as practical.
XMSN CHIP Metal particles in transmission Reduce power.
oil (one or more remote XMSN Land as soon as practical.
CHIP indicators tripped).
42/90 BOX CHIP Metal particles in 42° or 90° Land as soon as practical.
gearbox oil.
NO. 1 HYDRAULIC/ Hydraulic pressure below limit Verify fault and affected system from
NO. 2 HYDRAULIC or temperature above limit. gauge readings. Turn off affected
system. Land as soon as possible.

3-28———Rev. 27—31 OCT 2007

FAA APPROVED BHT-412-FM-4

Table 3-2: Caution (Amber) Lights (Cont)

MESSAGE FAULT CONDITION CORRECTIVE ACTION
NO. 1 FUEL TRANS/ Fuel transfer pump or ejector Check FUEL TRANS circuit breaker —
NO. 2 FUEL TRANS pump malfunction (no fuel In.
transfer from lower forward Check FUEL TRANS switch — ON.
and middle cells to lower aft
cell;
or
Check valve malfunction
allowing fuel to leak from aft
to mid cell after normal
transfer is complete (total fuel
800 pounds or less).

NOTE
FUEL TRANS light will
remain illuminated after fuel
transfer with fuel quantity
i n di c a ti on m al fu n c t io n .
Refer to paragraph 3-8-C
Fuel Quantity Indications
Malfunction.

CAUTION

IF EITHER TRANSFER PUMP

FAILS, USABLE FUEL WILL BE 25
POUNDS LESS THAN INDICATED.
If light remains illuminated:
FUEL TRANS switch — OFF

CAUTION

FUEL TRAPPED IN MID CELL IS

UNUSABLE AND MUST BE
SUBTRACTED FROM TOTAL FUEL
QUANTITY INDICATION.
M o n i t o r M I D TA N K q u a n t i t y
p e r i o d i c a l l y. L a n d a s s o o n a s
practical.
FUEL INTCON Fuel interconnect valve not Check FUEL INTCON circuit breakers
(Switch in NORM fully closed. (Automatic valve (both) in. FUEL INTCON switch —
position) opening is normal if FUEL OPEN, then NORM.
LOW light is also illuminated.)

31 OCT 2007—Rev. 27———3-29

BHT-412-FM-4 FAA APPROVED

Table 3-2: Caution (Amber) Lights (Cont)

MESSAGE FAULT CONDITION CORRECTIVE ACTION
FUEL INTCON FUEL interconnect valve not Check FUEL INTCON circuit breakers
(Switch in OPEN fully open or FUEL INTCON in. FUEL INTCON switch — OVRD
position) circuit breakers out. CLOSE, then OPEN.
FUEL XFEED Fuel crossfeed valve not fully Check FUEL XFEED circuit breakers
open or closed, or FUEL (both) in. Cycle FUEL XFEED switch.
XFEED circuit breakers out.
HEATER AIR LINE Heater mixing valve Tu r n H E AT E R switch OFF
malfunction. immediately.
NO. 1 AUTOPILOT/ Autopilot 1 or 2 inoperative. Engage affected autopilot. If unable to
NO. 2 AUTOPILOT engage, continue flight on remaining
system.
Automatic flight control R e d u ce a i rs p e e d t o 11 5 K I A S or
system hardover; below. Check AFCS control panel. If
either autopilot is off, attempt to
or
switch ON. (Refer to AFCS
Loss of AC power to AP 1 or malfunction procedures.)
AP 2;
or During IFR flight, if both AP 1 and
AP 2 are failed and will not reset, land
Loss of attitude gyro input to as soon as practical; or continue
AP 1 or AP 2 (possible flight under VFR, if desired.
disengagement of either or
both autopilots.) R e d u ce a i rs p e e d t o 11 5 K I A S or
or below. Check actuator position panel.
IF APIs are centered, depress SYS 2
Auto trim malfunction. button to check AP 2 actuator
Displacement between AP 1 d i s p l a c e m e n t . Tu r n o f f a f f e c t e d
and AP 2 actuators at least system.
50% travel.
AUTOTRIM Pitch, roll, or yaw trim Cycle either AP 1 or AP 2 OFF, then
inoperative. ON. If light do es not extinguish,
follow AUTOTRIM FA I L U R E
procedures in this section.

3-30———Rev. 28—7 AUG 2008

FAA APPROVED BHT-412-FM-4

Table 3-2: Caution (Amber) Lights (Cont)

MESSAGE FAULT CONDITION CORRECTIVE ACTION
FT OFF Force trim inoperative. Check FORCE TRIM switch ON and
FORCE TRIM circuit breaker in.
During IFR flight, if system remains
inoperative, land as soon as practical;
or continue flight under VFR, if
desired. Pilot may increase cyclic
friction to provide additional cyclic
stabilization.
CYC CTR Cyclic not centered. Center cyclic.
OVER TORQ Mast torque exceeds 100.5%. Reduce power or severity of
maneuver. Land as soon as practical.
AHRS FAN AHRS fan inoperative. Av o i d p r o l o n g e d g r o u n d r u n
operations if OAT exceeds 40°C.

31 OCT 2007—Rev. 27———3-31

BHT-412-FM-4 FAA APPROVED

Table 3-3: Advisory (White) Lights

MESSAGE FAULT CONDITION CORRECTIVE ACTION
WOG LT (if installed) Weight on gear switch Check WOG OVERRIDE switch in
(Not illuminated on incorrect sensing. NORMAL position and confirm
ground) weather radar (if installed) is OFF or
Systems utilizing the WOG in standby mode.
signal are sensing in-air logic.
WOG LT (if installed) Weight on gear switch Select WOG OVERRIDE switch to AIR
(Illuminated in-flight) incorrect sensing. position in-flight and reposition to
NORM upon landing.
Systems utilizing the WOG
signal are sensing on-ground
logic.
FDR SYS FAIL Flight data recorder Refer to applicable regulations for
inoperative. operating with flight data recorder
inoperative.
FDR/ADC FAIL Flight data recorder and/or Refer to applicable regulations for
transponder altitude source operating with flight data recorder
failed (4 Axis). and/or transponder mode C failed.
Flight director ALT Preselect mode
will be disabled.
Flight data recorder and/or Refer to applicable regulations for
ADC failed (3 Axis). operating with flight data recorder
inoperative.

3-32———Rev. 29—16 OCT 2009 ECCN EAR99

FAA APPROVED BHT-412-FM-4

Table 3-4. Digital AFCS Error Codes (Reference Only)

PWR UP PRE FLT CONT TEST AL-300 ERROR CODE
DISPLAY DESCRIPTION
X X X E0 LOST PROCESSOR
X X X E1 RAM PARTITION FAIL
X E2 INSTRUCTION SET FAIL
X E3 REGISTER TEST FAIL
X X E4 RAM RD/WR FAIL
X X X E5 EPROM CHECKSUM FAIL
X X X E6 CPU FAIL
X X X E7 D/A-A/D FAIL
X E8 INTERRUPT REG FAIL
X E9 +15 V MONITOR FAIL
X E10 -15 V MONITOR FAIL
X E11 +5 V MONITOR FAIL
X E12 +10 V MONITOR FAIL
X E13 LVC MONITOR FAIL
X E14 SAWTOOTH MONITOR FAIL
X E15 ACTUATOR REFERENCE MONITOR FAIL
X E16 WATCHDOG MONITOR FAIL
X X X E17 TICKET FAILURE
X E18 LVC FAIL
X X E19 SAWTOOTH FAIL
X E20 ACTUATOR REFERENCE FAIL
X E21 WATCHDOG FAIL
X E25 TRIM END AROUND FAIL
X E26 TRIM ON CHECKSUM FAIL
X E27 NO YAW TRIM
X E28 NO ROLL TRIM
X E29 NO PITCH TRIM
X E30 YAW TRIM FAIL
X E31 ROLL TRIM FAIL
X E32 PITCH TRIM FAIL
X E33 YAW TRIM RUNAWAY

Export Classification C, ECCN EAR99 16 JUL 2013—Rev. 32———3-33

BHT-412-FM-4 FAA APPROVED

Table 3-4. Digital AFCS Error Codes (Reference Only) (Cont)

PWR UP PRE FLT CONT TEST AL-300 ERROR CODE
DISPLAY DESCRIPTION
X E34 ROLL TRIM RUNAWAY
X E35 PITCH TRIM RUNAWAY
X E36 TRMRUN CHECKSUM FAIL
X E37 COLLECTIVE SERVO FAIL
X E38 YAW SERIES SERVO FAIL
X E39 ROLL SERIES SERVO FAIL
X E40 PITCH SERIES SERVO FAIL
X E42 VG MISCOMPARE
X E44 MAST TORQUE (INPUT) OPEN
X E45 ENGINE 1 OR 2 TEMP (INPUT) OPEN
X E46 OVERTORQUE AND COLL ON
X E47 OVERTEMP AND COLL ON
X E51 RADALT COMPARISON FAIL
X E52 VRTACC FAIL
X E53 COLLECTIVE CMT FAIL
X E55 STORAGE MEMORY ALMOST FULL
X E56 STORAGE FULL
X E101 PITCH ARL TEST FAIL
X E102 ROLL ARL TEST FAIL
X E103 PITCH ACT MOVED DURING TEST
X E104 ROLL ACT MOVED DURING TEST
X E105 PITCH TRIM ACT MOVED
X E106 ROLL TRIM ACT MOVED
X E107 YAW TRIM ACT MOVED
X E109 NO YAW TRIM
X E110 NO ROLL TRIM
X E111 NO PITCH TRIM
X E112 YAW TRIM BACKWARDS
X E113 ROLL TRIM BACKWARDS
X E114 PITCH TRIM BACKWARDS
X E115 SERVO VALID DELAY (2 SEC) FAIL

3-34———Rev. 32—16 JUL 2013 Export Classification C, ECCN EAR99

FAA APPROVED BHT-412-FM-4

Table 3-4. Digital AFCS Error Codes (Reference Only) (Cont)

PWR UP PRE FLT CONT TEST AL-300 ERROR CODE
DISPLAY DESCRIPTION
X E116 WATCHDOG CANNOT DISENGAGE AP
X E117 YAW ACT/SERVO AMP FAIL
X E118 ROLL ACT/SERVO AMP FAIL
X E119 PITCH ACT/SERVO AMP FAIL
X E120 COLL ACT/SERVO AMP FAIL
X E121 FD ANN FAIL
X E122 COLL RELAY INOPERATIVE
X E123 COLL INHIBIT INOPERATIVE
X E124 FD ANN FAIL OTHER
X E125 POD DURING TEST
X E126 ROD DURING TEST
X E127 YOD OR YFTR DURING TEST
X E128 COD DURING TEST
X E129 FTR DURING TEST
X E130 CFTR DURING TEST
X E131 TRIM SWITCH OFF DURING TEST
X E132 CLTV/YAW TRIM SWITCH OFF
X E133 PITCH TRIM ACT MOVED
X E134 ROLL TRIM ACT MOVED
X E135 YAW TRIM ACT MOVED
X E136 PITCH TRIM ACT MOVED
X E137 ROLL TRIM ACT MOVED
X E138 YAW TRIM ACT MOVED
X E140 COLL ACT MOVED
X E141 PITCH TRIM (H) E/A ON
X E142 PITCH TRIM (L) E/A ON
X E143 ROLL TRIM (H) E/A ON
X E144 ROLL TRIM (L) E/A ON
X E145 YAW TRIM (H) E/A ON
X E146 YAW TRIM (L) E/A ON
X E147 TRIM ENABLE FAIL

Export Classification C, ECCN EAR99 16 JUL 2013—Rev. 32———3-35

BHT-412-FM-4 FAA APPROVED

Table 3-4. Digital AFCS Error Codes (Reference Only) (Cont)

PWR UP PRE FLT CONT TEST AL-300 ERROR CODE
DISPLAY DESCRIPTION
X E148 TRIM ONE-SHOT FAIL
X E149 PITCH TRIM (H) E/A OFF
X E150 PITCH TRIM (L) E/A OFF
X E151 ROLL TRIM (H) E/A OFF
X E152 ROLL TRIM (L) E/A OFF
X E153 YAW TRIM (H) E/A OFF
X E154 YAW TRIM (L) E/A OFF
X E155 SERVO VALID FAIL
X E156 TRIM END AROUND FAIL
X E157 APON OTHER INPUT FAIL
X E201 AL-300 KNOB MOTION
X E202 AIRSPEED MORE THAN 60 KTS
X E203 PRIMARY RADALT MORE THAN 20 FT
X E204 ANALOG GROUND FAIL
X E205 LAT ACCELEROMETER FAIL
X E206 LONG ACCELEROMETER FAIL
X E207 VERT ACCELEROMETER FAIL
X E208 ROLL ATT MORE THAN 10 DEGREES
X E209 PITCH ATT MORE THAN 10 DEGREES
X E210 YAW RATE GYRO > 10 DEGREES PER
SECOND
X E211 DIRECTIONAL GYRO FAIL
X E212 VERTICAL GYRO NOT VALID
X E213 DIRECTIONAL GYRO NOT VALID
X E214 PRMARY RADALT NOT VALID
X E215 AIR DATA SENSOR NOT VALID
X E216 SERIAL I/O NOT VALID
X E217 OTHER AUTOPILOT NOT IN TEST
X E218 MODE SEL BUTTON(S) PRESSED
X E219 AP CONT BUTTON(S) PRESSED
X E220 SAR CONT BUTTON(S) PRESSED
X E221 HARDWARE NOT VALID

3-36———Rev. 32—16 JUL 2013 Export Classification C, ECCN EAR99

FAA APPROVED BHT-412-FM-4

Table 3-4. Digital AFCS Error Codes (Reference Only) (Cont)

PWR UP PRE FLT CONT TEST AL-300 ERROR CODE
DISPLAY DESCRIPTION
X E222 FOUR-WAY BEEP SWITCH PRESSED
X E223 ENC ALT < -600 OR > 12K FEET
X E224 BAROMETRIC ALT < -600 OR > 12K
FEET
X E225 POD DURING TEST
X E226 ROD DURING TEST
X E227 YOD OR YFTR DURING TEST
X E228 COD DURING TEST
X E229 FTR DURING TEST
X E230 CFTR DURING TEST
X E231 FORCE TRIM OFF DURING TEST
X E232 CLTV/YAW TRIM SWITCH OFF
X E233 MAST TORQUE < 5 OR > 30%
X E234 ENGINE TEMP < 150 OR > 900 DEG.
X E236 AIRSPEED INPUT OPEN
X E237 HEADING NOT VALID
X E238 ENCODING ALTIMETER NOT VALID
X E239 DOPPLER 429 BUS NOT VALID
X E240 LNAV 429 BUS NOT VALID
X E241 C/A RESET BUTTON PRESSED
X E243 CYCLIC BEEP ACTIVE DURING TEST
X E244 ERASE EEPROM DURING TEST
X E245 READ EEPROM DURING TEST
X E246 VELHLD SYNC DURING TEST
X E247 SEC RADALT MORE THAN 20 FT
X E248 SEC RADALT NOT VALID

Export Classification C, ECCN EAR99 16 JUL 2013—Rev. 32———3-37/3-38