1. RETURN TO INDEX RETURN TO INDEX

2. RETURN TO INDEX RETURN TO INDEX LOW FUEL

3. RETURN TO INDEX RETURN TO INDEX LOW LEVEL SENSORS LOCATED IN EACH FUEL CELL AT LOWER END OF FUEL QUANTITY PROBES. LIGHTS AND SWITCH POWERED BY NO 1 DC PRIMARY BUS AND PROTECTED BY ONE ‘FUEL LOW WARN’ CIRCUIT BREAKER. LAND AS SOON AS PRACTICABLELAND AS SOON AS PRACTICABLE ACTIVATED WHEN THERMISTER SWITCH IN EACH SENSOR IS UNCOVERED. THIS WILL NORMALLY OCCUR AT APPROX 172 LBS IN THE APPLICABLE CELL. BOTH MASTER CAUTION LIGHTS AND FUEL LOW LIGHTS WILL PULSATE. ONCE MASTER CAUTION IS RESET LOW FUEL LIGHTS WILL CONTINUE TO PULSATE #1 FUEL LOW #2 FUEL LOW #2 FUEL LOW

4. RETURN TO INDEX RETURN TO INDEX FUEL FILTER BYPASS

5. RETURN TO INDEX RETURN TO INDEX #1 FUEL FLTR BYPASS #2 FUEL FLTR BYPASS PRESSURE SWITCH LOCATED ON OUTPUT SIDE OF EACH FUEL FILTER. FILTER SCREEN IS 30 MICRON AND BYPASS INDICATOR PLUG WILL POP AT 8-10 PSID. FILTER WILL ACTUALLY GO INTO BYPASS MODE AT 18-22 PSID. LIGHTS AND SWITCH POWERED BY 28 VDC PRIMARY BUS. PROTECTED BY ‘ENG WARN LTS’ circuit breakers. ACTIVATED WHEN PRESSURE SWITCH DETECTS FILTER IS IN BYPASS MODE IF NO 1 OR NO 2 FUEL FLTR BYPASS LIGHT ILLUMINATES: ENG FUEL SYSTEM SELECTOR ON AFFECTED ENGINE - XFDENG FUEL SYSTEM SELECTOR ON AFFECTED ENGINE - XFD LAND AS SOON AS PRACTICABLELAND AS SOON AS PRACTICABLE IF BOTH NO 1 AND NO 2 FUEL FLTR BYPASS LIGHT ILLUMINATE: LAND AS SOON AS POSSIBLELAND AS SOON AS POSSIBLE

6. RETURN TO INDEX RETURN TO INDEXFUELPRESSURE

7. RETURN TO INDEX RETURN TO INDEX PRESSURE SWITCH LOCATED ON OUTPUT SIDE OF EACH ENGINE DRIVEN FUEL PUMP LIGHTS AND SWITCH POWERED BY 28 VDC PRIMARY BUS. PROTECTED BY ‘ENG WARN LTS’ circuit breakers IF SITUATION IS NOT CRITICAL FUEL BOOST PUMP CONTROL SWITCHES NO 1 AND NO 2 PUMPS – ONFUEL BOOST PUMP CONTROL SWITCHES NO 1 AND NO 2 PUMPS – ON LAND AS SOON AS PRACTICABLELAND AS SOON AS PRACTICABLE IF SITUATION IS CRITICAL ENG FUEL SYS SELECTOR ON AFFECTED ENGINE – XFDENG FUEL SYS SELECTOR ON AFFECTED ENGINE – XFD IF LIGHT STAYS ON FUEL BOOST PUMP CONTROL SWITCHES NO 1 AND NO 2 - ONFUEL BOOST PUMP CONTROL SWITCHES NO 1 AND NO 2 - ON IF LIGHT STAYS ON FUEL BOOST PUMP CONTROL SWITCHES NO 1 AND NO 2 - OFFFUEL BOOST PUMP CONTROL SWITCHES NO 1 AND NO 2 - OFF LAND AS SOON AS PRACTICABLELAND AS SOON AS PRACTICABLE ACTIVATED WHEN PRESSURE DECREASES BELOW 8.5 +/-.5 PSI (APPROX 9 PSI) INDICATES PRESSURE BETWEEN LOW AND HIGH PRESSURE PUMPS IS BELOW APPROX 9 PSI. IF LIGHT ILLUMINATES WITH FUEL BOOST AND ENGINE DRIVEN PUMPS OPERATING NORMALLY MOST LIKELY CAUSE OF LIGHT IS A LEAK. #1 FUEL PRESS #2 FUEL PRESS

8. RETURN TO INDEX RETURN TO INDEX ENGINE OIL PRESSURE

9. RETURN TO INDEX RETURN TO INDEX PRESSURE SENSOR LOCATED ON FORWARD RIGHT SIDE OF AGB. PROVIDES SIGNAL FOR OIL PRESSURE GAUGE AND CAUTION LIGHT VIA SDC. LIGHTS AND SWITCH POWERED BY 28 VDC PRIMARY BUS. PROTECTED BY ‘ENG WARN LTS’ circuit breakers ON ENGINES WITH MODIFIED FACEPLATE SWITCH WILL ACTIVATE LIGHTS WHEN PRESSURE FALLS BELOW 20 PSI (25 PSI FOR ENGINES WITHOUT FACEPLATE). ENG PCL – RETARD TO REDUCE TQ ON AFFECTED ENGINE. ENG PCL – RETARD TO REDUCE TQ ON AFFECTED ENGINE. IF OIL PRESSURE IS BELOW MINIMUM LIMITS OR OIL TEMP IS ABOVE MAXIMUM LIMITS EMERG ENGINE SHUTDOWN EMERG ENGINE SHUTDOWN REFER TO SINGLE ENG FAILURE EMERG PROCEDURES. REFER TO SINGLE ENG FAILURE EMERG PROCEDURES. #1 ENGINE OIL PRESSURE #2 ENGINE OIL PRESSURE

10. RETURN TO INDEX RETURN TO INDEX ENGINE OIL TEMPERATURE

11. RETURN TO INDEX RETURN TO INDEX OIL TEMP SENSOR LOCATED ON FORWARD RIGHT SIDE OF AGB TO THE RIGHT OF THE OIL PRESSURE SENSOR. SDC DETECTS TEMP RISE ABOVE 150 deg C C AND ILLUMINATES LIGHTS. LIGHTS AND SWITCH POWERED BY 28 VDC PRIMARY BUS. PROTECTED BY ‘ENG WARN LTS’ circuit breakers ENG PCL – RETARD TO REDUCE TQ ON AFFECTED ENGINE. ENG PCL – RETARD TO REDUCE TQ ON AFFECTED ENGINE. IF OIL TEMP IS ABOVE MAXIMUM LIMITS OR OIL PRESSURE IS BELOW MINIMUM LIMITS EMERG ENGINE SHUTDOWN EMERG ENGINE SHUTDOWN REFER TO SINGLE ENG FAILURE EMERG PROCEDURES. REFER TO SINGLE ENG FAILURE EMERG PROCEDURES. #1 ENGINE OIL TEMP #2 ENGINE OIL TEMP

12. RETURN TO INDEX RETURN TO INDEX ENGINE CHIP DETECTOR

13. RETURN TO INDEX RETURN TO INDEX CHIP DETECTOR LOCATED ON FRONT OF AGB NEXT TO OIL FILTER (LEFT HAND SIDE). MONITORS SCAVENGE OIL STREAM FOR METALLIC PARTICLES. HAS NO FUZZ BURN CAPABILITY TO REDUCE LIKELIHOOD OF EXPLOSION IF LIQUID TO LIQUID COOLER MALFUNCTIONS AND ALLOWS FUEL TO CONTAMINATE OIL. POWERED BY NO 1 AND NO 2 DC PRIMARY BUS AND PROTECTED BY ‘WARN LTS’ circuit BREAKER UNDER THE GENERAL HEADING OF ‘NO 1 ENG’ AND ‘NO 2 ENG’. IN CONTRAST TO POWER TRAIN CHIP DETECTORS, THE ENGINE CHIP DETECTORS WILL NOT ILLUMINATE WITH BATTERY POWER ONLY. ENG PCL – RETARD TO REDUCE TQ ON AFFECTED ENGINE. ENG PCL – RETARD TO REDUCE TQ ON AFFECTED ENGINE. IF OIL TEMP IS ABOVE MAXIMUM LIMITS OR OIL PRESSURE IS BELOW MINIMUM LIMITS EMERG ENGINE SHUTDOWN EMERG ENGINE SHUTDOWN REFER TO SINGLE ENG FAILURE EMERG PROCEDURES. REFER TO SINGLE ENG FAILURE EMERG PROCEDURES. CHIP #1 ENGINE CHIP #2 ENGINE

14. RETURN TO INDEX RETURN TO INDEX ENGINE OIL FILTER BYPASS

15. RETURN TO INDEX RETURN TO INDEX #1 OIL FLTR BYPASS #2 OIL FLTR BYPASS BYPASS SWITCH ON AGB ON RIGHT SIDE OF OIL FILTER. AT 44-60 PSID IMPENDING BYPASS INDICATOR ON BOTTOM OF OIL FILTER WILL POP. THIS FUNCTION IS DISABLED BELOW AN OIL TEMP OF 38 deg C. AT 60-80 PSID CAUTION LIGHT WILL ILLUMINATE. ABOVE 80 PSID FILTER WILL ACTUALLY BYPASS. ENG PCL – RETARD TO REDUCE TQ ON AFFECTED ENGINE. ENG PCL – RETARD TO REDUCE TQ ON AFFECTED ENGINE. IF OIL TEMP IS ABOVE MAXIMUM LIMITS OR OIL PRESSURE IS BELOW MINIMUM LIMITS EMERG ENGINE SHUTDOWN EMERG ENGINE SHUTDOWN REFER TO SINGLE ENG FAILURE EMERG PROCEDURES. REFER TO SINGLE ENG FAILURE EMERG PROCEDURES. POWERED BY NO 1 AND NO 2 DC PRIMARY BUS AND PROTECTED BY ‘WARN LTS’ circuit BREAKER UNDER THE GENERAL HEADING OF ‘NO 1 ENG’ AND ‘NO 2 ENG’

16. RETURN TO INDEX RETURN TO INDEX ENGINE STARTER LIGHT AND START SEQUENCE

17. RETURN TO INDEX RETURN TO INDEX #1 ENGINE STARTER #2 ENGINE STARTER SWITCH ON EACH ENGINE START VALVE WHICH ARE LOCATED IN THE TRANSMISSION OIL COOLER COMPARTMENT ABEAM EACH ENGINE. SWITCH ACTIVATES LIGHT WHEN ENGINE START CIRCUIT IS ENERGISED AND START VALVE IS OPEN. POWERED BY NO 1 AND NO 2 DC PRIMARY BUS AND PROTECTED BY ‘WARN LTS’ circuit BREAKER UNDER THE GENERAL HEADING OF ‘NO 1 ENG’ AND ‘NO 2 ENG’ NOTE If an engine starter caution light goes off when the starter button is released and the engine PCL is off, the start attempt may be continued by pressing and holding the starter button until 52-65% Ng speed is reached; then release button If engine starter light goes out after eng PCL is moved to idle and Ng is less then 52% an EMERG ENG SHUTDOWN must be carried out If engine starter light remains on after 65% Ng: Eng PCL – Pull Out Eng PCL – Pull Out If caution light remains on: APU – off or engine air source remove as required (ie remove external pneumatic source or turn off eng air source/heat start switch if other engine is being used as the air source for start) APU – off or engine air source remove as required (ie remove external pneumatic source or turn off eng air source/heat start switch if other engine is being used as the air source for start)

18. RETURN TO INDEX RETURN TO INDEX Engine Starter utilizes an automatic start system that is activated by the Starter Button on the PCL. The PCL contains a Start Switch, an Over-ride Switch and an Abort Switch. The Start Switch is activated by the Starter Button which in turn activates the automatic start system via a Start Relay. The Start Relay controls or activates the following functions: Allows Start Valve to open. Valve needs both air and electrical power to open. Activates ignition and Auto Prime. Deactivates Cockpit Heater and Engine Inlet Anti-Ice. Deactivates APU Start Bypass Valve on Turbo Mach APU Only Arms Over-ride Switch in PCL. A Speed Sensor on the Starter itself feeds Ng Speed to Speed Switch within the Starter Relay which in turn commands all of the functions above open or active until 52 – 65% Ng. The Abort Switch is activated by pulling down and holding the Engine PCL. The Over-ride Switch is activated by pushing and holding the Engine Starter Button. #1 ENGINE STARTER #2 ENGINE STARTER

19. RETURN TO INDEX RETURN TO INDEX AN EMERGENCY ENGINE SHUTDOWN MUST BE CONDUCTED IN THE FOLLOWING CIRCUMSTANCES: #1 ENGINE STARTER #2 ENGINE STARTER 1. NO TGT RISE WITHIN 45 SECONDS 2. NO ENGINE OIL PRESSURE RISE WITHIN 45 SECONDS 3. NO N P RISE WITHIN 45 SECONDS 4. TGT REACHES 850 DEG Cº PRIOR TO ENGINE IDLE (N G 63%) 5. ENGINE STARTER LIGHT EXTINGUISHES PRIOR TO 52% N G EMERGENCY ENGINE SHUTDOWN EMERGENCY ENGINE SHUTDOWN ENGINE PCL(s) – OFF ENGINE FUEL SYSTEMS SELECTOR – OFF FUEL BOOST PUMP CONTROL SWITCHES - OFF

20. RETURN TO INDEX RETURN TO INDEX MAIN TRANSMISSION MODULE LOW OIL PRESSURE

21. RETURN TO INDEX RETURN TO INDEX Oil Pressure Switch located on Left Accessory Module. This is the furthest point from the pump. At 14 +/- 2 PSI, oil pressure will not be sufficient to keep pressure switch contacts open and an electrical circuit to the caution light will be completed resulting in illumination of that light. Electrical Power for the warning system is from the No 2 DC Primary Bus via the ‘MAIN XMSN’ circuit Breaker. Note: All warning system components except for Chip Detection are powered in this manner. LAND AS SOON AS POSSIBLE LAND AS SOON AS POSSIBLE IF TIME PERMITS Slow to 80 KIAS EMER APU START EMER APU START Generators NO 1 and NO 2 - Off Generators NO 1 and NO 2 - Off Note1 : Loss of cooling oil supply will result in either electrical or mechanical failure of the Main Generators. If Oil Pressure Decay is slow, the Main Generators may fail before the Caution Light Illuminates. Note1 : Loss of cooling oil supply will result in either electrical or mechanical failure of the Main Generators. If Oil Pressure Decay is slow, the Main Generators may fail before the Caution Light Illuminates. Note 2 : On some acft, Stab Amplifiers utilize filters which will result in the Amp sensing 0 airspeed for 1.5 to 2 seconds following restoration of acft electrical power. During this time the Stab will drive trailing edge down. If AC Power is lost ensure acft is slowed to 80 KIAS before attempting restoration of AC Power. Note 2 : On some acft, Stab Amplifiers utilize filters which will result in the Amp sensing 0 airspeed for 1.5 to 2 seconds following restoration of acft electrical power. During this time the Stab will drive trailing edge down. If AC Power is lost ensure acft is slowed to 80 KIAS before attempting restoration of AC Power. Main Module can operate for 30 minutes without oil pressure Main Module can operate for 30 minutes without oil pressure MAIN XMSN OIL PRESS

22. RETURN TO INDEX RETURN TO INDEX MAIN TRANSMISSION MODULE OIL TEMPERATURE HIGH

23. RETURN TO INDEX RETURN TO INDEX Oil Temperature Switch is located on the rear, right side of the transmission. (pressure manifold) Switch will activate ‘MAIN XMSN OIL TEMP’ Light when temperature of oil exceeds 120 deg. The switch is a thermal wet bulb which means that the bulb contains gases which expand and contract with temperature change. If the temp increases the gas expands and sends an increase in electrical impulses to the Signal Data Converter which in turn increases the temp reading on the CDU. LAND AS SOON AS POSSIBLE LAND AS SOON AS POSSIBLE IF TIME PERMITS Slow to 80 KIAS EMER APU START EMER APU START Generators NO 1 and NO 2 - Off Generators NO 1 and NO 2 - Off Electrical Power for the warning system is from the No 2 DC Primary Bus via the ‘MAIN XMSN’ circuit Breaker. Note: All warning system components except for Chip Detection are powered in this manner. If oil low over the sensor is lost completely then the sensor will become inoperative. Fuzz Burn Off feature will be deactivated whenever the oil temp exceeds 140 deg. See also notes on ‘MAIN XMSN OIL PRESS’ MAIN XMSN OIL TEMP

24. RETURN TO INDEX RETURN TO INDEX MAIN AND ACCESSORY MODULE CHIP DETECTORS ACCESSORY MODULE CHIP DETECTORS MAIN MODULE CHIP DETECTOR

25. RETURN TO INDEX RETURN TO INDEX Chip Detector Switches are located on all of the Main Transmission modules in the following locations: Main Module : Combined with Main Transmission Oil Temp Sensor(CDU) on bottom fwd side of the oil sump. Each of the 2 Input Modules : Lower fwd half. Each of the 2 Accessory Modules : 6 O’clock position. Total Chip Detectors on Main Transmission = 5 Each Chip Detector has Fuzz Burn that will eliminate minute particles thus preventing unnecessary illumination of the Chip Detectors. LAND AS SOON AS POSSIBLE LAND AS SOON AS POSSIBLE Electrical Power for the warning system is from the DC Essential bus via the ‘CHIP DET’ circuit breaker. At 140 deg, Fuzz Burn on Main Transmission Chip Detectors is deactivated. Only the Main Module has a 30 second time delay relay to allow small chips and fuzz to burn off or wash away. CHIP ACCESS MDL-LH CHIP MAIN MDL SUMP CHIP ACCESS MDL-RH

26. RETURN TO INDEX RETURN TO INDEX INPUT MODULE CHIP(S)

27. RETURN TO INDEX RETURN TO INDEX Chip Detector Switches are located on the lower forward section of the Input Module. Operate the same way as all other power train chip detectors. (see previous slide) ENGINE PCL ON AFFECTED ENGINE - IDLE ENGINE PCL ON AFFECTED ENGINE - IDLE LAND AS SOON AS POSSIBLELAND AS SOON AS POSSIBLE CHIP INPUT MDL-LH MDL-RH

28. RETURN TO INDEX RETURN TO INDEX INTERMEDIATE AND TAIL TRANSMISSION HIGH OIL TEMPERATURE

29. RETURN TO INDEX RETURN TO INDEX Oil Temperature Switches are co-located with the Intermediate and Tail Transmission Chip Detectors. These combined switches are located on the lower right side of the Intermediate and Tail gearboxes respectively. Switches will activate either the ‘INT XMSN OIL TEMP’ or the ‘TAIL XMSN OIL TEMP’ caution lights whenever a temperature of 140 deg Cº is exceeded. LAND AS SOON AS POSSIBLE LAND AS SOON AS POSSIBLE The switches comprise of a bi-metal strip. This bi-metal strip has two dissimilar metals that react to temperature changes by producing electrical current. Electrical Power for the warning system is from the No 2 DC Primary Bus via the ‘MAIN XMSN’ circuit Breaker. Note: All warning system components for the Power Train, except Chip Detection, are powered in this manner. INT XMSN OIL TEMP TAIL XMSN OIL TEMP

30. RETURN TO INDEX RETURN TO INDEX TAIL AND INTERMEDIATE TRANSMISSION CHIPS

31. RETURN TO INDEX RETURN TO INDEX Chip Detector Switches are co-located with the Intermediate and Tail Transmission Temperature Sensors. These combined switches are located on the lower right side of the Intermediate and Tail gearboxes respectively. Switches will activate either the ‘CHIP INT XMSN’ or the ‘CHIP TAIL XMSN’ caution lights whenever metallic particles complete the circuit via the Chip Detector. LAND AS SOON AS POSSIBLE LAND AS SOON AS POSSIBLE Each Chip Detector has Fuzz Burn that will eliminate minute particles thus preventing unnecessary illumination of the Chip Detectors. Electrical Power for the warning system is from the DC Essential bus via the ‘CHIP DET’ circuit breaker. CHIP INT XMSN CHIP TAIL XMSN

32. RETURN TO INDEX RETURN TO INDEX GUST LOCK

33. RETURN TO INDEX RETURN TO INDEX Micro Switch is located in Gust Lock control handle linkage. When handle is fully in, light will illuminate. When the gust lock is disengaged, the Micro Switch plunger is depressed which opens the switch and extinguishes the light. The Gust Lock Caution Light requires AC Power to operate. Gust Lock Limitations: Dual eng ops with Gust Lock prohibited. Dual eng ops with Gust Lock prohibited. Single Eng ops only allowed at idle with specially authorized pilot in control. Single Eng ops only allowed at idle with specially authorized pilot in control. Gust Lock shall not be engaged when engine is operating. Gust Lock shall not be engaged when engine is operating. GUSTLOCK

34. RETURN TO INDEX RETURN TO INDEX SINGLE GENERATOR FAILURE (NO 1 OR NO 2 GENERATOR CAUTION LIGHT ON)

35. RETURN TO INDEX RETURN TO INDEX Indicates Generator is off or has failed. Illumination of light will normally be controlled by the Generator Control Unit (GCU). The No 1 GCU is overhead the left Gunners Seat in the ceiling, the No 2 GCU is in the right Crew Chiefs seat with the APU GCU forward of the No 1 GCU. Caution Lights themselves require AC Power to work, therefore they will not illuminate in a Dual Generator Failure until AC Power is restored by the APU Generator. AFFECTED GENERATORS SWITCH - RESET THEN ONAFFECTED GENERATORS SWITCH - RESET THEN ON IF CAUTION LIGHT REMAINS ON AFFECTED GENERATORS SWITCH - OFF AFFECTED GENERATORS SWITCH - OFF # 1 GEN # 2 GEN CAUTION When the No 1 AC Gen is failed and the Back Up Pump circuit breakers is out, turn off all AC electrical power before reseting the circuit breakers to avoid damaging the current limiters

36. RETURN TO INDEX RETURN TO INDEX DUAL GENERATOR FAILURE (NO 1, NO 2 CONVERTER, AC ESS BUS OFF AND STABILATOR CAUTION LIGHTS ON)

37. RETURN TO INDEX RETURN TO INDEX Indicates that there is currently no AC Power Source. ie both generators are off line. The No 1 and No 2 GEN Caution Lights require AC Power to work, therefore they will not illuminate in a Dual Generator Failure until AC Power is restored by the APU Generator. In a Dual Gen Failure the No 1 and No 2 CONVERTER Lights will be illuminated because they are no longer being powered by the AC Primary Buses. The AC ESS BUS OFF Light will be illuminated because it is no longer being powered by either the No 1 or No 2 AC Primary Bus. The STABILATOR Caution Light will be illuminated because the No 2 Actuator and the Stabilator amplifiers require AC Power to work. SAS 1 SWITCH – OFF SAS 1 SWITCH – OFF AIRSPEED – ADJUST (80 KTS OR LESS) AIRSPEED – ADJUST (80 KTS OR LESS) GEN NO 1 AND NO 2 SWITCHES – RESET THEN ON GEN NO 1 AND NO 2 SWITCHES – RESET THEN ON IF CAUTION LIGHTS REMAIN ON GEN NO 1 AND NO 2 SWITCHES – OFF GEN NO 1 AND NO 2 SWITCHES – OFF EMERG APU START EMERG APU START SAS 1 SWITCH – ON SAS 1 SWITCH – ON LAND AS SOON AS PRACTICABLE. LAND AS SOON AS PRACTICABLE. # 1 CONV # 2 CONV AC ESS BUS OFF STABILATOR The Stabliator Amplifiers will sense the loss of power and turn Auto Mode off. The Stabilator can still be controlled via the No 1 Actuator as long as the DC ESS BUS is still being powered. The STAB POSN INDICATOR will be inoperative because it is powered by AC.

38. RETURN TO INDEX RETURN TO INDEX Operative Aircraft Components with Battery Power Only: (Nicad Battery above 35% Charge) All Pressure Instruments. (Barometric Altitude Encoder on No 2 Altimeter inop) No 1 Stab Actuator (STAB Position Indicator inop) Cargo Hook Emergency Release Pilot Turn Rate Indicator Search Light Pilots Utility Lights Cockpit Flood Light ICS No 1 VHF FM (+ Secure) UHF AM (+Secure) VOR / ILS (Receive Only) ESSS Jettison Fire Fighting Capability with Reserve Bottle Only to No 1 Engine and APU Compartment Analogue ClockNote With the NICAD Battery, DC Ess Bus will be disconnected at approx 35% charge. Electrical Power will then be lost to all but the cockpit lights and fire fighting system. The SLAB will continue to power the DC Ess Bus until it’s power is completely drained STABILATOR #1 CONV #2 CONV AC ESS BUS OFF

39. RETURN TO INDEX RETURN TO INDEX GENERATOR BEARING LIGHT

40. RETURN TO INDEX RETURN TO INDEX #1 GEN BRG Indicates that either the No 1 or No 2 Generator bearings have failed or are excessively worn. Each Generator has an auxiliary bearing that will allow an additional 10 hours of Generator operation after the caution light illuminates therefore no immediate action (EP) is required. Power to operate the caution lights is provided by the No 1 and No 2 DC PRIMARY BUS through the circuit breakers marked No 1 and No 2 GEN WARN respectively. A catastrophic failure of this bearing may introduce debris ie chips into the main transmission module because the main generators are cooled by main transmission oil. NOTE When the GEN BEARING light remains on for more then 1 minute make an entry in the DA FORM 2408-13-1. #2 GEN BRG

41. RETURN TO INDEX RETURN TO INDEXCONVERTERLIGHTS

42. RETURN TO INDEX RETURN TO INDEX Converter output is applied to the No 1 and No 2 DC PRIMARY Buses whenever AC Power is supplied to the AC PRIMARY Buses. If the output from one converter is lost the converter load will be transferred to the remaining converter and the applicable CONV light will illuminate. Both converters being off line at the same time will result in a loss of power to the DC Primary Buses and a loss of power for charging the Battery. Power to light the Caution lights is provided by the Battery Bus through a circuit breakers marked AC CONV WARN. NO 1 AND NO 2 CONV LIGHTS : Unnecessary DC electrical Equipment – Off Unnecessary DC electrical Equipment – Off Land as soon as practicable Land as soon as practicable NOTE When only battery power is available (ie both CONV Lights on) the Nicad battery life is about 22 minutes by day and 14 minutes night for a battery about 80% Charged. SLAB life is about 38 minutes day and 24 minutes night. #1 CONV #2 CONV

43. RETURN TO INDEX RETURN TO INDEX AC ESSENTIAL BUS CAUTION LIGHT

44. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘AC ESS BUS OFF’ light indicates a loss of AC Power to the AC ESS BUS. The AC ESS BUS is normally powered by the NO 1 AC Primary Bus with redundant power provided by the NO 2 AC Primary Bus. If the Caution light is on then neither AC Primary Bus is providing power to the AC ESS BUS. Power for the AC ESS BUS light is provided by the battery Bus via a circuit breakers marked AC and CONV WARN. The STABILATOR caution light will also be illuminated because components within the Amplifiers require power from the AC ESS BUS. INOPERATIVE EQUIP WHEN ‘AC ESS BUS’ ILLUMINATED: BOTH HSI’s. BOTH HSI’s. BOTH VSI’s BOTH VSI’s CIS CIS SAS 1 SAS 1 STABILATOR CONTR AND POSN INDICATOR STABILATOR CONTR AND POSN INDICATOR DOPPLER DOPPLER AC ESS BUS OFF STABILATOR Since the Stabilator is no longer in the Auto Mode the EP for ‘Stabilator Auto Mode Failure’ should be carried out. There is no EP for illumination of the AC ESS BUS Light

45. RETURN TO INDEX RETURN TO INDEX DC ESSENTIAL BUS CAUTION LIGHT

46. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘DC ESS BUS OFF’ light indicates a loss of DC Power to the DC ESS BUS. The DC ESS BUS is normally powered by the NO 1 DC Primary Bus with redundant power provided by the NO 2 DC Primary Bus. The battery itself also provides power to the DC ESS BUS if the DC Primary Buses are inop and the Battery is above 35% charge. If the Caution light is on then neither DC Primary Bus or the Battery is providing power to the DC ESS BUS. The STABILATOR caution light will also be illuminated because components within the Amplifiers require power from the DC ESS BUS. Additionally the No 1 Stab Actuator is powered by the DC ESS Bus. Power for the DC ESS BUS light is provided by the battery Bus via a circuit breakers marked BATT & ESNTL DC WARN EXT WPR CONT. INOPERATIVE EQUIP WHEN ‘DC ESS BUS’ ILLUMINATED WITH ALL OTHER ELECTRICAL SOURCES OPERATING NORMALLY: ICS (Will need to yell to communicate) ICS (Will need to yell to communicate) All radios (because of ICS) All radios (because of ICS) No 1 Stab Actuator No 1 Stab Actuator Pilot Turn Rate Indicator Pilot Turn Rate Indicator No 1 and 2 Fire Detectors No 1 and 2 Fire Detectors No 1 Eng Start Relay No 1 Eng Start Relay Tail Wheel Locking Pin Actuator Tail Wheel Locking Pin Actuator Battery Bus supply (nothing charging battery) Battery Bus supply (nothing charging battery) SAS BOOST caution lights SAS BOOST caution lights Prime and APU Boost Pump Prime and APU Boost Pump DC ESS BUS OFF STABILATOR Since the Stabilator is no longer in the Auto Mode the EP for ‘Stabilator Auto Mode Failure’ should be carried out. There is no EP for illumination of the DC ESS BUS Light

47. RETURN TO INDEX RETURN TO INDEX BATTERY LOW CHARGE LIGHT

48. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘BATTERY LOW CHARGE’ Light is controlled by the Charger Analyzer(NICAD only) which is located next to the Battery in the lower console. The Light indicates that the battery charge has lowered to a range of 35 to 45%(NICAD battery). For acft fitted with the Sealed Lead Acid Battery (indicated by the lack of a vent line below the left hand FM Homing Antenna) the light indicates that the Battery Voltage is now at 22.7V (+/- 2%) and decreasing. In the case of the SLAB, the light is controlled by the battery Low Sensing Relay – not the Charger Analyzer. At 35% capacity the battery can provide two APU starts. For the NICAD battery, the DC Ess Bus will be disconnected if the battery Charge lowers to a range of 30-40% (35%). This will be evidenced in the cockpit by a DC Ess Bus Off light and an ICS failure. The SLAB will continue to power the DC Ess Bus as long as the Battery Switch is on and charge remains within the Battery. Power to operate the Caution Light is from the battery BUS via a circuit breakers marked BATT & ESNTL DC WARN EXT PWR CONTR. IF LIGHT GOES ON AFTER APU START: BATTERY SWITCH – OFF; THEN ON to reset Charger Analyzer Logic. About 30 minutes may be required to recharge Battery. IF LIGHT GOES ON IN FLIGHT: BATTERY SWITCH – OFF, to conserve remaining battery Charge. BATTERY LOW CHARGE NOTE When only battery power is available, NICAD battery Life is about 22 minutes day and 14 minutes night for a battery about 80% charged. SLAB Life is about 38 minutes day and 24 minutes night for a battery 80% charged

49. RETURN TO INDEX RETURN TO INDEX BATTERY FAULT CAUTION LIGHT

50. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘BATTERY FAULT’ Light is controlled by the Charger Analyzer which is located next to the Battery in the lower console. The Light indicates that the Battery’s internal temperature has exceeded 70 deg C or that a Battery Cell dissimilarity exists. This light is not connected for aircraft fitted with the SLAB. If the light illuminates, the Charger Analyzer should disconnect the battery from the charging circuit to prevent a Thermal Runaway. Power to operate the Caution Light is from the battery BUS via a circuit breakers marked BATT & ESNTL DC WARN EXT PWR CONTR. BATTERY SWITCH – OFF; THEN ON. If battery Fault Caution Light goes on, cycle battery Switch no more than two times. IF LIGHT REMAINS ON: BATTERY SWITCH – OFF BATTERYFAULT NOTE A thermal runaway condition will be evidenced by a Fault Light and/or acid leaking or venting from the Battery and Battery Vent line.

51. RETURN TO INDEX RETURN TO INDEX PITOT HEAT CAUTION LIGHTS

52. RETURN TO INDEX RETURN TO INDEX Illumination of the Left or Right ‘PITOT HEAT’ Lights indicate that the heating circuit within the applicable Pitot Heat is no longer energized. Power to operate both Heating Elements is controlled by a single switch on the overhead console. Current sensors in the heating elements monitor the current flow. If the flow is interrupted the sensor will detect nil current and illuminate the applicable caution light. Power to operate the Pitot Heat Caution Lights is from the No 1 DC Primary Bus via the ‘NO 1 ENG ANTI ICE’ circuit breakers. Power for the Heating elements is from the AC Primary Buses.WARNING Pitot Heat and anti-ice shall be on during operations in visible moisture with ambient temperatures of 4 deg C or below. Failure to turn on the Pitot Heat in icing conditions can cause the Stabilator to program trailing edge down in flight without any caution lights or audio. If this occurs manually slew the Stabilator to zero degrees. LFT PTIOT HEAT RT PITOT HEAT

53. RETURN TO INDEX RETURN TO INDEX TAIL ROTOR QUADRANT LIGHT

54. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘TAIL ROTOR QUADRANT’ light indicates that one or both TR Control Cables are severed. The light is activated by micro-switches in the TR Quadrant. With one cable severed full TR control is still available due to the spring tension applied by the Redundant Springs within the TR Quadrant. With both TR Cables severed, TR control is no longer present. In this case the Pilot Valve Spring will drive the Pilot valve within the TR Servo to a position corresponding to 10.5 deg pitch. This will provide trimmed flight at 25 and 145 KIAS respectively at design weight of 16825 lbs. One of the two TR servo’s must be pressurized for this to occur Power for the Caution Light is provided by the No 1 DC PRIMARY Bus via the circuit breakers marked ‘T RTR SERVO WARN’ With No Loss of Control: Land as soon as practicable With Loss of Control: Collective – Adjust Land as soon as practicable TAIL ROTOR QUADRANT WARNING If the aircraft is shut down and/or hydraulic power is removed with one TR cable failure, disconnection of the other TR cable will occur when forces from the Boost Servo cannot react against quadrant spring tension. The quadrant spring will displace the cable and the Boost Servo Piston enough to unlatch the quadrant cable.

55. RETURN TO INDEX RETURN TO INDEX APU FAIL LIGHT

56. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘APU FAIL’ light indicates that the APU was automatically shut down by the Electronic Sequence Unit. If the light illuminated prior to the ‘APU ON’ advisory light illuminating then the failure is considered to be in the ‘Start’ Mode. If the failure light illuminated after the ‘APU ON’ light then the failure occurred in the ‘RUN’ mode. Analyze BITE (Built in Test Equip) indications accordingly from the cover of the ESU or from the Operators Manual. The ESU samples predetermined parameters of exhaust temperature, turbine speed and oil pressure. If one of the predetermined parameters is exceeded the ESU will shutdown the APU and illuminate the ‘APU FAIL’ Light. Power to operate the ESU and corresponding caution lights originates from the Battery Bus via a circuit breakers marked ‘APU CONTR INST’ APU FAIL NOTE If the APU does not start and the APU ACCUM LOW advisory light is not illuminated with the APU CONTR switch ON, the manual override lever on the accumulator manifold should be pulled to attempt another start and held until the APU has reached self sustaining speed. If the APU fails, note and analyze BITE indications before cycling BATT Switch or before attempting another start. Go To ‘APU ON’ Go To ‘APU ON’

57. RETURN TO INDEX RETURN TO INDEX If the APU Fails Bite Indications can be analyzed using the chart depicted here. This chart can be found on the ESU itself and within the Operators Manual APU FAIL

58. RETURN TO INDEX RETURN TO INDEX APU OIL TEMPERATURE HIGH LIGHT

59. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘APU OIL TEMP HI’ light indicates that the APU oil temperature is above normal parameters. This may occur due to a malfunction or because of extremely high ambient temperatures and prolonged operation of the APU. In temperatures 43 deg C and above with the engines running the APU run time is limited to 30 minutes. The light will illuminate at 149 deg C and remain on until the Oil Temp has fallen below 120 deg C. Power to operate the Caution Lights is from the ESU which in turn receives power from the Battery Bus via the circuit breakers marked ‘APU CONTR INST’ APU OIL TEMP HI If the APU Oil Temp High Light Illuminates; APU CONTR SWITCH – OFF. Do not attempt restart until Oil Level has been checked. Do not check Oil Level until APU has been given a cooling time of 30 minutes.

60. RETURN TO INDEX RETURN TO INDEX STABILATOR CAUTION LIGHT

61. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘STABILATOR’ caution light indicates that the Stabilator is no longer in the Automatic Mode i.e. the Stabilator Amplifiers are no longer programming the Stabilator. Automatic Mode of the Stabliator allows the Stabliator to be programmed through its full range of 9 deg up to 39 deg down. If a malfunction occurs in the Auto Mode the ‘On’ light on the Auto Control Reset Button will go off and the Stabilator Caution Light and audio will be activated. Automatic control function sensors, airspeed sensors, collective position sensors, pitch rate gyro’s and lateral accelerometers all receive power from the AC Ess and No 2 AC Primary Bus via circuit breakers marked ‘STAB CONTR’. The No 1 Stab Actuator is powered by the DC Ess Bus with the No 2 being powered by the No 2 DC Primary Bus via circuit breakers marked ‘STAB PWR’STABILATOR Likely causes of an Auto Mode Failure; A Miscompare between the two actuators that is sensed by the two Stab Amplifiers. From 0 – 30 kts the two actuators must be no more then 10 deg apart. From 30 to 150 kts this decreases to 4 deg. If these conditions are not met the Stab Amplifiers will disengage Auto Mode. A Stabilator Actuator Hardover. A Stabilator Actuator Hardover. Dual Generator Failure. Dual Generator Failure. Dual Converter Failure. Dual Converter Failure. DC Essential Bus Malfunction DC Essential Bus Malfunction AC Essential Bus Malfunction AC Essential Bus Malfunction Activation of the Cyclic Mounted Slew Up or Manual Slew switch. Activation of the Cyclic Mounted Slew Up or Manual Slew switch.

62. RETURN TO INDEX RETURN TO INDEXSTABILATOR NOTE Use of the Cyclic Mounted Stabilator Slew Up Switch should be announced to the crew to minimize cockpit confusion WARNING If acceleration is continued or collective is decreased with the Stabilator in a trailing edge down position, longitudinal control will be lost. The Stabilator shall be slewed to 0 deg above 40 KIAS and full down below 40 KIAS. Pressing the AUTO CONTROL RESET button after a failure occurs results in the Automatic mode coming on for one second. If a hardover signal to one actuator is present, the stabilator could move approx 4 to 5 deg in that one second before another auto mode failure occurs. Subsequent reset attempts could result in the Stabilator moving to an unsafe position. If the Stabilator AUTO Mode repeatedly disengages during a flight, flight above 70 KIAS is prohibited with the Stabilator in the Auto Mode. If the airspeed fault advisory light is illuminated, continued flight above 70 KIAS with the Stabilator in the auto mode is unsafe since a loss of the remaining airspeed sensor would result in the Stabilator slewing full down. The position of the failure may vary from the ideal programmed position by 10 deg at 30 KIAS to 4 deg at 150 KIAS. If an approach is made with the Stabilator fixed at 0 deg, the pitch attitude may be 4-5 deg higher than normal in the 20- 40 KIAS range On certain acft, the Stabilator amplifiers utilize filters which will result in the Stab Amplifier sensing zero airspeed for 1.5 to 2 seconds following restoration of aircraft power. This may also occur during the brief power interruption experienced when switching from main to APU generator power. During the period of zero airspeed being sense the Stabilator will drive downwards.

63. RETURN TO INDEX RETURN TO INDEXSTABILATOR Auto Mode Failure: Cyclic Mounted Slew Up Switch – Adjust if necessary to arrest nose down pitch rate Cyclic Mounted Slew Up Switch – Adjust if necessary to arrest nose down pitch rate Auto Control Reset Button – Press ON once Auto Control Reset Button – Press ON once If Automatic Control is not regained: Manually Slew Stabilator – Adjust to 0 deg for flight above 40 KIAS or full down when airspeed is below 40 KIAS. The preferred method of manual slewing the Stabilator is using the Cyclic Mounted Slew Up Switch. Manually Slew Stabilator – Adjust to 0 deg for flight above 40 KIAS or full down when airspeed is below 40 KIAS. The preferred method of manual slewing the Stabilator is using the Cyclic Mounted Slew Up Switch. Land as soon as practicable. Land as soon as practicable. If Manual Control is not possible STAB POS Indicator – Check and fly at or below KIAS limits shown on placard STAB POS Indicator – Check and fly at or below KIAS limits shown on placard Land as soon as practicable Land as soon as practicable

64. RETURN TO INDEX RETURN TO INDEX NO 1 HYDRAULIC PUMP

65. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘No 1 HYD Pump’ light indicates that the pressure switch on the No 1 Transfer Module has detected a pressure drop below 2000 PSI. The No 1 HYD Component Caution lights are powered by the No 1 DC Primary Bus via the circuit breakers marked “No 1 Servo” and ‘T RTR Servo’ #1 HYD PUMP Activation of the No 1 HYD Pump Pressure switch will activate Hydraulic Logic which in turn will bring on the Back Up Pump and turn off the no 1 TR Servo whilst opening the No 2 TR Servo. The transfer valve will shuttle across allowing the Back Up Pump to pressurise the No 1 System. The No 1 Primary Servo Press Light may flick as the Back Up Pump pressurizes the No 1 System

66. RETURN TO INDEX RETURN TO INDEX #1 HYD PUMP #1 TAIL RTR SERVO BACK-UP PUMP ON #2 TAIL RTR SERVO ON Illumination of the ‘No 1 HYD Pump’ light indicates that the pressure switch on the No 1 Transfer Module has detected a pressure drop below 2000 PSI. The No 1 HYD Component Caution lights are powered by the No 1 DC Primary Bus via the circuit breakers marked “No 1 Servo” and ‘T RTR Servo’ Activation of the No 1 HYD Pump Pressure switch will activate Hydraulic Logic which in turn will bring on the Back Up Pump and turn off the no 1 TR Servo whilst opening the No 2 TR Servo. The transfer valve will shuttle across allowing the Back Up Pump to pressurise the No 1 System. The No 1 Primary Servo Press Light may flick as the Back Up Pump pressurizes the No 1 SystemNo 2 TR Servo

67. RETURN TO INDEX RETURN TO INDEX #1 HYD PUMP #1 TAIL RTR SERVO BACK-UP PUMP ON #2 TAIL RTR SERVO ON #1 HYDRAULIC PUMP LIGHT ON 1.Tail Servo Switch – BACKUP; then normal This restores redundancy in the No 1 TR Servo in case of a leak or mechanical malfunction in that servo. 2.Land as soon as practicable

68. RETURN TO INDEX RETURN TO INDEX #1 HYD PUMP BACK-UP PUMP ON #1 HYDRAULIC PUMP LIGHT ON 1.Tail Servo Switch – BACKUP; then normal This restores redundancy in the No 1 TR Servo in case of a leak or mechanical malfunction in that servo. 2.Land as soon as practicable

69. RETURN TO INDEX RETURN TO INDEX If the Back Up Pump is not operating correctly it is possible that activation of the No 1 HYD Pump pressure switch will not bring on the Back Up Pump. If the Back Up Pump does not activate on illumination of the No 1 HYD Pump Light, all No 1 Hydraulic Components will be inoperative and the following lights will be evident……. #1 HYD PUMP

70. RETURN TO INDEX RETURN TO INDEX If the Back Up Pump is not operating correctly it is possible that activation of the No 1 HYD Pump pressure switch will not bring on the Back Up Pump. If the Back Up Pump does not activate on illumination of the No 1 HYD Pump Light, all No 1 Hydraulic Components will be inoperative and the following lights will be evident……. #1 HYD PUMP #1 TAIL RTR SERVO #1 PRI SERVO PRESS

71. RETURN TO INDEX RETURN TO INDEX #1 HYD PUMP #1 TAIL RTR SERVO #1 PRI SERVO PRESS Note 2 : Regardless of Back Up Pump Switch position the Back Up Pump is always in the Auto Mode airborne thanks to the WOW Switch. Note 3 The 1 TR Servo Light is illuminated because the pressure to that servo is below 2000 PSI. The No 1 HYD Pump Light is illuminated because the pressure switch on the Transfer Module has sensed less than 2000 PSI pressure output from the pump and the No 1 PRI SERVO PRESS Light is illuminated because the pressure switches on the 1 st Stage Pri Servo’s have detected less than 2000 PSI. Note 1 : The Back Up Pump is the only pump that can pressurise the No 2 TR Servo. A loss of the Back Up Pump also means a loss of the No 2 TR servo. The aircraft will now have minimum TR control. The pedals will move easily because the Yaw Boost Servo is still pressurized but with very little corresponding movement in TR Pitch. A roll on landing above 40 kts should be accomplishedNo 2 TR servo

72. RETURN TO INDEX RETURN TO INDEX #1 HYD PUMP #1 TAIL RTR SERVO #1 PRI SERVO PRESS NO 1 OR NO 2 HYD PUMP CAUTION LIGHT WITH BACK UP PUMP ADVISORY LIGHT OFF 1.Airspeed – Adjust to a comfortable airspeed 2.Back Up HYD Pump Switch – ON If Back Up Pump Light does not illuminate: 3.FPS and BOOST Switches – Off (for No 2 HYD Pump Light only) 4.Land as soon as possible Note: The Back Up Pump circuit breakers on the AC Primary and DC Ess Bus could also be checked. Starting the APU and activating the APU ACC LOW Light may bring on the Pump…

73. RETURN TO INDEX RETURN TO INDEX NO 2 HYDRAULIC PUMP

74. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘No 2 HYD Pump’ light indicates that the pressure switch on the No 2 Transfer Module has detected a pressure drop below 2000 PSI. The No 2 HYD Component Caution lights are powered by the No 2 DC Primary Bus via the circuit breakers marked “No 2 Servo” #2 HYD PUMP Activation of the No 2 HYD Pump Pressure switch will activate Hydraulic Logic which in turn will bring on the Back Up Pump. The transfer valve in the No 2 transfer module will shuttle across allowing the Back Up Pump to pressurise the No 2 System. The No 2 Primary Servo Press Light may flick as the Back Up Pump comes on line. If FPS and Trim is active during this sequence FPS will detect a problem (albeit temporary) with Trim and turn itself and Trim Off.

75. RETURN TO INDEX RETURN TO INDEX # 2 HYD PUMP BACK-UP PUMP ON TRIM FAIL FLT PATH STAB

76. RETURN TO INDEX RETURN TO INDEX # 2 HYD PUMP BACK-UP PUMP ON TRIM FAIL FLT PATH STAB #2 HYDRAULIC PUMP LIGHT ON 1.Power On Reset Switches : Simultaneously press: and release This is to reboot the FPS computer. 2.Land as soon as practicable

77. RETURN TO INDEX RETURN TO INDEX # 2 HYD PUMP BACK-UP PUMP ON

78. RETURN TO INDEX RETURN TO INDEX #2 HYD PUMP If the Back Up Pump is not operating correctly it is possible that activation of the No 2 HYD Pump pressure switch will not bring on the Back Up Pump. If the Back Up Pump does not activate on illumination of the No 2 HYD Pump Light all No 2 Hydraulic Components will be inoperative and the following lights will be evident…….

79. RETURN TO INDEX RETURN TO INDEX # 2 HYD PUMP BOOST SERVO OFF SAS OFF TRIM FAIL FLT PATH STAB # 2 PRI SERVO PRESS Note 1 : The No 2 HYD Pump Light is illuminated due to a pressure drop below 2000 PSI as a result of a mechanical malfunction in the pump itself (not a leak). The No 2 Pri Servo Press Light is illuminated because pressure to the Pri Servo pressure switches is below 2000 PSI. The Yaw and Collective Boost Servo Lights are also illuminated because of this reason. FPS and Trim are illuminated because the fault monitoring card in the FPS computer has turned Trim and FPS off

80. RETURN TO INDEX RETURN TO INDEX # 2 HYD PUMP BOOST SERVO OFF SAS OFF TRIM FAIL FLT PATH STAB # 2 PRI SERVO PRESS NO 1 OR NO 2 HYD PUMP CAUTION LIGHT WITH BACK UP PUMP ADVISORY LIGHT OFF 1.Airspeed – Adjust to a comfortable airspeed 2.Back Up HYD Pump Switch – ON If Back Up Pump Light does not illuminate: 3.FPS and BOOST Switches – Off (for No 2 HYD Pump Light only) 4.Land as soon as possible Note: The Back Up Pump circuit breakers on the AC Primary and DC Ess Bus could also be checked. Starting the APU and activating the APU ACC LOW Light may bring on the Pump. Switching the TR Servo Switch to Back Up to illuminate the No 1 Tr Servo may also bring on the pump

81. RETURN TO INDEX RETURN TO INDEX NO 1 RESERVOIR LOW

82. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘No 1 RSVR LOW’ light indicates that the micro switch on the No 1 Hydraulic Pump Reservoir has detected a fluid drop to 60 Percent or below. The No 1 HYD Component Caution lights are powered by the No 1 DC Primary Bus via the circuit breakers marked “No 1 Servo” and ‘T RTR Servo’ #1 RSVR LOW Activation of the No 1 RSVR LOW Micro switch will activate Hydraulic Logic and Leak Detection Isolation (LDI) modules which in turn will bring on the Back Up Pump and turn off the no 1 TR Servo whilst opening the No 2 TR Servo. LDI will isolate the No 1 TR Servo first because this servo has the most lines and connections making it the most likely area for a leak to develop.

83. RETURN TO INDEX RETURN TO INDEX #1 TAIL RTR SERVO BACK-UP PUMP ON #2 TAIL RTR SERVO ON #1 RSVR LOW

84. RETURN TO INDEX RETURN TO INDEX #1 TAIL RTR SERVO BACK-UP PUMP ON #2 TAIL RTR SERVO ON #1 RSVR LOW Note 1: There is no Emergency Procedure detailed by the Operators Manual for this particular situation. Due cognisance should be given the possibility of the leak continuing and/or the lack of resultant redundancy in the TR Servo’s. Note 2: The APU Generator alone cannot power the Back Up Pump and the Windshield Anti-Ice. Windshield Anti-Ice will automatically drop off line if this situation develops when the APU Gen is the sole source of electrical power.

85. RETURN TO INDEX RETURN TO INDEX #1 TAIL RTR SERVO BACK-UP PUMP ON #2 TAIL RTR SERVO ON #1 RSVR LOW If the Leak continues the next light that will illuminate will be the No 1 HYD Pump light indicating that the pump has failed due to fluid loss. This should also indicate to the pilots that the Leak is up stream of the Transfer Module ie either the Pump or the Primary Servo’s. Hydraulic Logic will close the No 2 TR Servo Directional Valve and reopen the No 1 TR Servo Valve. At the same time the transfer valve will shuttle across inside the transfer module allowing the Back Up Pump to pressurise all No 1 HYD Components. The No 1 Pri Servo Press Light may flick momentarily in the Changeover. The residual lights will be as follows…..

86. RETURN TO INDEX RETURN TO INDEX #1 HYD PUMP BACK-UP PUMP ON #1 RSVR LOW The transfer valve has now isolated the HYD Pump and the Back Up Pump is providing hydraulic pressure to the No 1 HYD System components. Note: At this point, the pilot not on the controls should be ready to isolate the No 1 Primary Servo’s in case the Leak continues.

87. RETURN TO INDEX RETURN TO INDEX #1 HYD PUMP BACK-UP PUMP ON #1 RSVR LOW NO 1 RSVR LOW AND NO 1 HYD PUMP CAUTION LIGHTS ON 1.Land as soon as practicable If the Back Up RSVR LOW Caution Light also illuminates: 2.SVO OFF Switch – 1 st Stage 3.Land as soon as possible WARNING If the No 2 PRI SERVO PRESS Caution light goes on, establish a landing attitude, minimise control inputs and begin a descent. An airspeed limitation of 170 kts applies due to one pump being inoperative

88. RETURN TO INDEX RETURN TO INDEX #1 HYD PUMP BACK-UP PUMP ON #1 RSVR LOW If the Leak continues the next light that will illuminate will be the Back Up RSVR Low Light indicating that the fluid level in the Back Up Reservoir is now at 60 percent or less. Illumination of the Back Up Pump RSVR Low indicates that the leak is in the No 1 Primary Servo’s and should be the cue for the Non flying pilot to isolate the 1 st Stage of the Primary Servo’s. If the Servo’s are isolated before the Back Up Pump runs dry the residual lights will be as follows….

89. RETURN TO INDEX RETURN TO INDEX #1 HYD PUMP BACK-UP PUMP ON #1 RSVR LOW BACK-UP RSVR LOW #1 PRI SERVO PRESS The pilots have successfully isolated the leak in the No 1 Primary Servo’s thereby saving the Back Up Pump. The aircraft should now be landed as soon as possible. An airspeed limitation of 170 kts and a AOB limitation 0f 30 deg applies due to one pump and the 1 st Stage Pri Servos being inoperative. WARNING If the 2 nd stage PRI SERVO PRESS light illuminates, adopt a landing attitude and commence an immediate descent.

90. RETURN TO INDEX RETURN TO INDEX #1 HYD PUMP BACK-UP PUMP ON #1 RSVR LOW If the pilots do not isolate the leak in the primary servo’s the Back Up Pump will run dry resulting a pressure loss to all No 1 HYD System Components. The residual lights will be as follows…

91. RETURN TO INDEX RETURN TO INDEX #1 HYD PUMP #1 TAIL RTR SERVO #1 RSVR LOW BACK-UP RSVR LOW #1 PRI SERVO PRESS The entire No 1 HYD System has lost fluid rendering all No 1 Components inoperative. The last line in the EP for No 1 HYD Pump and No 1 RSVR Low is now applicable (i.e. Land as soon as possible). The landing should be a roll on above 40 KIAS since both TR servo’s are inoperative.

92. RETURN TO INDEX RETURN TO INDEX #1 HYD PUMP #1 TAIL RTR SERVO #1 RSVR LOW BACK-UP RSVR LOW #1 PRI SERVO PRESS Land as soon as possible WARNING If the No 2 PRI SERVO PRESS Caution light goes on, establish a landing attitude, minimise control inputs and begin a descent. An airspeed limitation of 150 kts VMC/ 140 kts IMC and a AOB limitation 0f 30 deg applies due to two pumps and the 1 st Stage Pri Servos being inoperative. The 30 deg limit applies to prevent the aircraft from being subjected to more than 1g which may overload the remaining stage of the primary servo’s

93. RETURN TO INDEX RETURN TO INDEX NO 2 RESERVOIR LOW

94. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘No 2 RSVR LOW’ light indicates that the micro switch on the No 2 Hydraulic Pump Reservoir has detected a fluid drop to 60 Percent or below. The No 2 HYD Component Caution lights are powered by the No 2 DC Primary Bus via the circuit breakers marked “No 2 Servo” #2 RSVR LOW Activation of the No 2 RSVR LOW Micro switch will activate LDI which in turn will isolate the Pilot Assist Area. Pilot Assist includes SAS, Boost and the Pitch Trim Actuator. LDI will isolate the Pilot Assist Area first because this area has the most lines and connections making it the most likely area for a leak to develop. The residual lights will be as follows…

95. RETURN TO INDEX RETURN TO INDEX BOOST SERVO OFF SAS OFF TRIM FAIL FLT PATH STAB #2 RSVR LOW Note 1: The Back Up pump is NOT activated by the No 1 RSVR LOW Light because there are no back up or redundant pilot assist servos (there is no imperative to have them) Note 2: Trim and FPS lights will activate when FPS attempts to move trim and finds it malfunctioning due to the loss of Hydraulic Pressure in the Boost Servos and the Pitch Trim Actuator. The Fault Monitoring Card within FPS will turn of FPS and Trim. If Trim is not engaged at the time the malfunction occurs then the FPS and Trim Lights will not illuminate.

96. RETURN TO INDEX RETURN TO INDEX BOOST SERVO OFF SAS OFF TRIM FAIL FLT PATH STAB #2 RSVR LOW NO 2 RESERVOIR LOW LIGHT ILLUMINATED 1.Boost and FPS Switches off This is in case the leak continues and Boost pressure is restored at an inopportune time. 2.Land as soon as practicable An airspeed limitation of 150 KtsVMC/140KtsIMC applies due to both SAS being inoperative.

97. RETURN TO INDEX RETURN TO INDEX BOOST SERVO OFF SAS OFF TRIM FAIL FLT PATH STAB #2 RSVR LOW If the Leak continues the next light that will illuminate will be the No 2 HYD Pump light indicating that the pump has failed due to fluid loss. This should also indicate to the pilots that the Leak is up stream of the Transfer Module ie either the Pump or the Primary Servo’s. The transfer valve will shuttle across inside the transfer module allowing the Back Up Pump to pressurise all No 2 HYD Components. The No 2 Pri Servo Press Light may flick momentarily in the Changeover. Hydraulic Logic will reopen the Pilot Assist Area to allow fluid flow from the Back Up Pump to the Hydromechanical Pilot Assist Components. The residual lights will be as follows…..

98. RETURN TO INDEX RETURN TO INDEX Note 1 : The FPS and Trim Lights are still illuminated because the FPS Fault Monitoring Card Turned off Trim and FPS when it sensed a problem with the Pitch and Yaw Trim Actuators in the Pilot Assist Area. A ‘Power On reset’ will restore the FPS and Trim System. Note 2 : The Back Up Pump is on because the No 2 HYD Pump Light has illuminated. Note 3 : The APU Generator alone cannot power the Back Up Pump and the Windshield Anti-Ice. Windshield Anti-Ice will automatically drop off line if this situation develops when the APU Gen is the sole source of electrical power. TRIM FAIL FLT PATH STAB #2 RSVR LOW # 2 HYD PUMP BACK-UP PUMP ON

99. RETURN TO INDEX RETURN TO INDEX TRIM FAIL FLT PATH STAB #2 RSVR LOW # 2 HYD PUMP BACK-UP PUMP ON NO 2 RESERVOIR LOW and NO 2 HYD PUMP LIGHTS ILLUMINATED 1.Power On Reset Switches – Simultaneously press; then release. 2.Land as soon as practicable An airspeed limitation of 170 kts applies due to one HYD System being inoperative. Note: If Boost and FPS were turned off as part of the EP in the earlier stages of the leak they could be turned back on at this point.

100. RETURN TO INDEX RETURN TO INDEX #2 RSVR LOW # 2 HYD PUMP BACK-UP PUMP ON If the Leak continues the next light that will illuminate will be the Back Up RSVR LOW Light indicating that the fluid level in the Back Up Reservoir is now at 60% or less. Illumination of the Back Up Pump RSVR LOW indicates that the leak is in the No 2 Primary Servo’s and this is the cue for the Non flying pilot to isolate the 2 nd Stage of the Primary Servo’s using the Servo Off Switch. If the Servo’s are isolated before the Back Up Pump runs dry the residual lights will be as follows….

101. RETURN TO INDEX RETURN TO INDEX #2 RSVR LOW # 2 HYD PUMP BACK-UP PUMP ON # 2 PRI SERVO PRESS The pilots have successfully isolated the leak in the No 2 Primary Servo’s thereby saving the Back Up Pump. The aircraft should now be landed as soon as possible. An airspeed limitation of 170 kts and a AOB limitation 0f 30 deg applies due to one pump and the 1 st Stage Pri Servos being inoperative. WARNING If the 1 st stage Pri Servo light illuminates, adopt a landing attitude, minimize control inputs and commence an immediate descent. BACK-UP RSVR LOW

102. RETURN TO INDEX RETURN TO INDEX #2 RSVR LOW # 2 HYD PUMP BACK-UP PUMP ON # 2 PRI SERVO PRESS If the pilots do not isolate the leak in the primary servo’s the Back Up Pump will run dry resulting in a pressure loss to all No 2 HYD System Components. The residual lights will be as follows… BACK-UP RSVR LOW

103. RETURN TO INDEX RETURN TO INDEX TRIM FAIL FLT PATH STAB #2 RSVR LOW # 2 HYD PUMP BOOST SERVO OFF SAS OFF # 2 PRI SERVO PRESS BACK-UP RSVR LOW The entire No 2 HYD System has lost fluid rendering all No 2 Components inoperative. The last line in the EP for No 2 HYD Pump and No 1 RSVR LOW is now applicable ie Land as soon as possible. The landing will have to be accomplished AFCS Off.

104. RETURN TO INDEX RETURN TO INDEX TRIM FAIL FLT PATH STAB #2 RSVR LOW # 2 HYD PUMP BOOST SERVO OFF SAS OFF # 2 PRI SERVO PRESS BACK-UP RSVR LOW Land as soon as possible WARNING If the No 1 PRI SERVO PRESS Caution light goes on, establish a landing attitude, minimise control inputs and begin a descent. An airspeed limitation of 150 kts VMC/140 kts IMC and a AOB limitation 0f 30 deg applies due to two pumps, two SAS and the 2 nd Stage Pri Servos being inoperative

105. RETURN TO INDEX RETURN TO INDEX ENGINE ANTI-ICE

106. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘Engine Anti Ice’ light indicates that the Anti-Ice Start Bleed Valve for that particular engine is fully open. The Anti Ice Start Bleed Valve (AISBV) operates as both a bleed and anti ice valve. The valve is energized closed therefore in an electrical malfunction the valve will open. The AISBV can be controlled by the No 1 and No 2 Engine Anti Ice Switches on the overhead console with protection being provided by the circuit breakers marked ‘No 1 Eng Anti Ice, No 2 Eng Anti Ice and Anti Ice Warn” which are located on the No 1 and No 2 DC Primary Buses respectively. #1 ENG ANTI-ICE ON For Anti Ice purposes the Eng Anti Ice switch must be turned on. As soon as it is turned on the Eng Anti Ice Light will illuminate and remain illuminated regardless of Ng Speed. The Eng Anti Ice Light on indicates that air from the 5 th stage of the compressor is being routed to the outer casing, swirl vane splitter lip and Inlet Guide Vanes. Engine Oil flowing through the Scroll Vanes prevents ice accumulation on the Scroll Vanes themselves. #2 ENG ANTI-ICE ON

107. RETURN TO INDEX RETURN TO INDEX #1 ENG ANTI-ICE ON When acting in the capacity of a Bleed Valve, the AISBV will open as Ng decreases to 88-92% (dependent on OAT). This will normally coincide with a Tq setting of approx 30%. Opening of the Bleed Valve at Low Power settings allows a the engines Ng to remain outside the critical stall range which in turn allows rapid acceleration without fear of compressor stall. #2 ENG ANTI-ICE ON WARNING Engine Anti Ice and Start Valve Malfunction Can Cause Engine Flame out. Do not cycle Anti Ice and Start Valve more then once to determine proper operation. Valve can cause engine flameout at low power settings or during rapid collective movement.

108. RETURN TO INDEX RETURN TO INDEX ENGINE INLET ANTI-ICE

109. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘Engine Inlet Anti Ice’ light will occur in conjunction with the Engine Anti Ice Light and indicates that the Engine Inlet Anti Ice Port for that particular engine is fully open and that the air at the engine inlet is 93 deg C or above. A temperature sensor at the eng inlet (behind the gill slits) is used for this function. Eng Inlet Anti Ice can be controlled by the No 1 and No 2 Engine Anti Ice Switches on the overhead console with protection being provided by the circuit breakers marked ‘No 1 Eng Anti Ice, No 2 Eng Anti Ice and Anti Ice Warn” which are located on the No 1 and No 2 DC Primary Buses respectively. #1 ENG ANTI-ICE ON #2 ENG ANTI-ICE ON #1 ENG INLET ANTI-ICE ON #2 ENG INLET ANTI-ICE ON An ambient sense port on the outboard side of each engine cowling is used to measure outside air temperature. A temp of 4 deg C or below will result in illumination of the Eng Inlet Anti Ice light. A temp of 4 – 13 deg C MAY result in illumination of Inlet Anti Ice whilst a temp above 13 deg C SHOULD NOT illuminate engine inlet anti-ice. In the event of a loss of DC Primary Power, the Engine Anti Ice and Inlet Anti Ice valves will open In summary, For Engine Inlet Anti Ice to activate three conditions must be fulfilled: Eng Anti Ice Switch Must be ON Eng Inlet Temp must be 93 deg C or above, and OAT must be 4 deg C or below (may activate between 4-13 deg C)

110. RETURN TO INDEX RETURN TO INDEX APU ON

111. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘APU ON’ light indicates that the APU is running normally in the ‘operation’ mode. If the ESU senses a discrepancy in predetermined values of turbine speed, engine oil temp/pressure, exhaust temp, and/or electrical power the ESU will initiate a protective shutdown and the ‘APU ON’ light will go out. A failure of the APU will normally be accompanied by an ‘APU FAIL LIGHT’.‘APU FAIL LIGHT’. The ‘APU ON’ Light is controlled by the ESU. Power to operate the ESU and the APU originates from the battery Bus and are protected by the ‘APU CONTR INST’ circuit breaker. APU ON Cycling the APU CONTR Switch, APU T Handle or Battery Switch will remove and reapply electrical power to the ESU. Doing so may cause a Start Sequence to initiate while residual combustible fuel and turbine rotation (Ng 44%) are present. An over temperature of over speed condition may result.

112. RETURN TO INDEX RETURN TO INDEX APU ACCUMULATOR LOW

113. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘APU ACCUM LOW’ light indicates that the pressure within the APU Accumulator is less than 2600 PSI. The ‘APU ACCUM LOW’ light will normally be accompanied by the ‘BACK UP PUMP ON’ Light. The Back Up Pump will normally recharge the APU Accumulator at a flow rate of 1 gallon per minute (gpm). If a leak occurs in the APU Accumulator and the flow rate exceeds 1.5 gpm, a velocity fuse within the utility module will cut off flow to the APU Accumulator. The ‘APU ACCUM LOW’ light receives power from the battery Bus and is protected by the ‘APU CONTR INST’ circuit breakers. APU ACCUM LOW BACK-UP PUMP ON

114. RETURN TO INDEX RETURN TO INDEX APU GEN ON

115. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘APU GEN ON’ light indicates that the APU Generator is the sole source of power for the AC Primary Buses. Power from the APU Generator is routed to the AC Primary Buses via the Auxiliary Junction Box to the No 2 AC Primary Bus. The ‘APU GEN ON’ Light receives power from the battery Bus and is protected by the ‘APU CONTR INST’ circuit breakers. APU GEN ON The APU Generator alone cannot power the Back Up Pump and the Windshield Anti-Ice. Windshield Anti- Ice will automatically drop off line if the Back Up pump activates automatically. At least two active generators are needed for Blade De-Ice. The APU Generator alone is insufficient.

116. RETURN TO INDEX RETURN TO INDEX PRIME BOOST PUMP ON

117. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘PRIME BOOST PUMP ON’ light indicates that the Fuel Pump is receiving DC voltage and is providing 5 PSI of pressure to either the APU or engines. (engine prime). The Prime Boost Pump is located on top of the No 1 Fuel Cell. The APU prime/boost shut off valve is a two position, open closed unit mounted on the APU compartment fire wall where it also functions as a firewall shutoff valve. The ‘PRIME BOOST PUMP ON’ Light receives power from the battery Bus and is protected by the ‘FUEL PRIME BOOST’ circuit breakers. In extremely cold weather or after engine maintenance, the engine may have to be manually primed. Proceed as follows: Fuel System Selector – Cross Feed PCL – ECU Lockout (hold in position) Prime Boost Pump – Prime (hold in position) Check under aircraft for fuel venting from HMU vapor vent drain line Fuel System Selector – Direct Allow fuel to run from HMU vent Prime Boost Pump – Off (release) PCL – Off Fuel System Selector – Off Repeat for other engine PRIME BOOST PUMP ON

118. RETURN TO INDEX RETURN TO INDEX BACK UP PUMP ON

119. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘BACK UP PUMP ON’ light indicates that the Back Up Pump is on and providing at least 2350 PSI of pressure. The pump is powered by 115 VAC from the No 1 AC Primary Bus. The pump is protected by a thermo switch which is only operative on the ground (WOW) and will turn the pump off if the electric motor exceeds a temp of 160 deg. The pressure switch which activates the ‘BACK UP PUMP ON’ light is located on the Utility Module and is powered by No 1 AC Primary power via the ‘BACK UP PUMP PWR’ circuit breaker. BACK UP PUMP ON BACK UP PUMP ENVIRONMENTAL LIMITATIONS: -54 to 32 deg C : No limitations 33 to 38 deg C : 24min run/72 min cool down 39 to 52 deg C : 16min run/48 min cool down

120. RETURN TO INDEX RETURN TO INDEX LDG or SEARCH LIGHT ON

121. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘LDG LIGHT ON’ or ‘SEARCH LIGHT ON’ advisory light indicates that electrical power is being supplied to either the Landing Light or Search Light. The LANDING LIGHT is powered by the No 1 DC Primary Bus via the circuit breakers marked “ LIGHTS, RETR LDG, CONT and PWR”. The SEARCHLIGHT is powered by by the DC Essential Bus via the circuit breakers marked “ LIGHTS, CONTR PWR and SCH CONTR” SEARCH LT ON ON LANDING AND SEARCHLIGHT LIMITATIONS Landing Light: Extended prior to reaching a forward airspeed of 130 KIAS. Once extended speed is limited to 180 KIAS. Search Light : Extended prior to reaching a forward airspeed of 100 KIAS. Once extended speed is limited to 180 KIAS. LDG LT ON

122. RETURN TO INDEX RETURN TO INDEX NO 2 TAIL ROTOR SERVO ON

123. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘NO 2 TAIL ROTOR SERVO ON’ advisory light indicates that hydraulic pressure in the No 2 Tail Rotor Servo is above 2350 psi. The No 2 TR Servo can only be pressurized by the Back Up Pump; therefore, the Back Up Pump Light will be illuminated in conjunction with the No 2 TR Servo Light. The No 2 TR Servo Light should only come on if there is either a leak in the No 1 HYD System or there is a mechanical malfunction of the No 1 Pump or No 1 TR Servo. Other Lights that may illuminate with the No 2 TR Servo Light are the No 1 HYD Pump, No 1 TR Servo and No 1 RSVR LOW Lights. # 2 TAIL RTR SERVO ON SERVO ON Go To Other Related Hydraulic Lights

124. RETURN TO INDEX RETURN TO INDEX CARGO HOOK OPEN

125. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘CARGO HOOK OPEN’ light indicates that the Load Beam on the Cargo Hook is not latched. When the sling is detached from the Load Beam, spring tension on the arm will cause it to close and re-latch thus extinguishing the ‘CARGO HOOK OPEN’ light. Power to operate the normal release system is supplied by the No 2 DC Primary Bus via the circuit breakers marked CARGO HOOK PWR and CONTR.CARGO HOOK OPEN CARGO HOOK LIMITATIONS Max Weight – 8000 lbs Max Airspeed with Ext Load – 140 KIAS

126. RETURN TO INDEX RETURN TO INDEX CARGO HOOK ARMED

127. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘HOOK ARMED’ light indicates that the electrical power is applied to Cargo Hook Control circuit and actuation of any of the release switches (Pilot, Co- pilot or Crewman) will release the load. Power to operate the normal release system is supplied by the No 2 DC Primary Bus via the circuit breakers marked CARGO HOOK PWR and CONTR. HOOK ARMED CARGO HOOK LIMITATIONS Max Weight – 8000 lbs Max Airspeed with Ext Load – 140 KIAS

128. RETURN TO INDEX RETURN TO INDEX PARKING BRAKE ON

129. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘PARKING BRAKE ON’ light indicates that the micro switch at the base of the Parking Brake T-Handle has been activated by the Handle being in the UP position. Power for the advisory light originates in the No 1 DC Primary Bus via the circuit breaker marked ‘LIGHTS ADVISORY’PARKING BRAKE ON

130. RETURN TO INDEX RETURN TO INDEX EXTERNAL POWER CONNECTED

131. RETURN TO INDEX RETURN TO INDEX Illumination of the ‘EXTERNAL POWER CONNECTED’ light indicates that external power is connected to the Aircraft’s External Power Receptacle. The ext power receptacle accepts a ground source of 115VAC, 3 phase, 400 HZ power. As long as no other AC generating source is operating and the Ext Power Switch is in the ON posn, external power will be supplied to the aircraft. Power for the advisory light originates in the No 1 DC Primary Bus via the circuit breaker marked ‘LIGHTS ADVISORY’ EXT POWER CONNECTED CAUTION Do not connect a source of DC Power to the external power receptacle. NOTE If external power is required for shutdown, it shall be connected and EXT PWR Switch placed to RESET; then ON.