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2. Pedals — Adjust as required.
3. Cyclic — Adjust as required.
d. The term EMER ENG SHUTDOWN is defined as
engine shutdown without delay. Engine shutdown in
flight is usually not an immediate action unless a fire
exists. Before executing an engine shutdown, identify the
affected engine by checking indications of torque,
RRPM. N1, PTIT, engine oil pressure and 714A ENG
FAIL Caution.
CAUTION
When in-flight shutdown of a malfunctioning
engine is anticipated positive identification
of the malfunctioning engine must be accomplished
to avoid shutting down the
wrong engine.
1. ENG COND lever — STOP.
2. FIRE PULL handle — PULL (engine fire
only).
3. AGENT DISCH switch — As required. (engine
fire only).
e. The term ABORT START is defined as engine
shutdown to prevent PTIT from exceding limits orwhenever
abnormal operation is indicated. If high PTIT was
indicated, the engine must be monitered to decrease
PTIT below 260
C.
1. ENG COND lever — STOP.
2. ENG START switch — MTR (if high PTIT is
indicated).
NOTE
If a second engine start is to be attempted,
wait at least 15 seconds after the N1 tacometer
indicates zero before attempting start.
This will allow sufficient time for fuel to drain
from the combustion chamber.
9-1-4. Emergency Warning Signals and Exits.
The helicopter is equipped with an emergency troop
alarm and jump light system. The following standard sigTM
1-1520-240-10
9-1-2
nals will be used to notify occupants of an emergency
situation:
1. Prepare for ditching, or crash landing — 3
short rings.
2. Water contact — Sustained ring.
Safety equipment, emergency exits, and entrance routes
are shown in Figures 9-1-1 and 9-1-2. Emergency exit
door handles are yellow and black striped. Safety equipment
consists of seven first aid kits, three hand fire extinguishers,
one emergency escape axe, and three emergency
exit lights.
9-1-5. After-Emergency Action.
After a malfunction of equipment has occurred, appropriate
emergency actions have been taken, and the helicopter is
on the ground, an entry must be made in the Remarks
Section of DA Form 2408-13-1.
9-1-6. Engine.
9-1-7. Flight Characteristics.
a. If an engine failure occurs, no control problems
exist unless power from the remaining engine is not sufficient
to maintain the selected RRPM. If sufficient power
is not available to maintain altitude, descend to an altitude
where single-engine (S/E) flight can be accomplished
(fig. 9-1-3 and 9-1-4 for S/E performance data).
The best indications of engine failure are decreased
torque on the failed engine and a compensating increase
in torque on the remaining engine, accompanied by a
droop in RRPM, and a continuing decrease in N1 speed
below 60 percent. An engine failure will have no effect on
any of the helicopter systems as long as the RRPM is
maintained above the minimum speed. On the 714A a
1% to 3% RRPM momentary transient can be anticipated.
Then RRPM will automatically recover to the selected
RRPM. 714A Single engine failure is characterized
by an engine fail caution light, change in engine
noise, split in torque, momentary drop in the RRPM with
the DECU recovering RRPM to 100% within maximum
single engine torque limits.
b. 712 When one engine fails, rotor speed can be
expected to drop to as low as 93 percent. Safe RRPM
can usually be regained by using engine beep trim and
power available of the operating engine.
c. If sufficient power is not available, normal RRPM
is regained by lowering the thrust control. Procedure to
be followed after engine failure will be governed by the
altitude and airspeed available for helicopter control and
for maintaining sufficient RRPM for continued flight and
landing. The height-velocity diagram (fig. 9-1-4 and
9-1-6) present the airspeeds and wheel heights from
which a safe landing can be made at various GW and
temperatures following a S/E failure.
d. Decrease in thrust after engine failure will vary with
altitude and airspeed at the time of occurence. For
example, thrust must not be decreased when an engine or
engines fail at a hover in-ground effect (HIGE): whereas,
during cruiseflight conditions, altitude and airspeed are
sufficient for a significant reduction in thrust, thereby
allowing rotor speed to be maintained in the safe operating
range. Following an engine failure, cyclic control isadjusted
as necessary to remain in hover over the desired point or
to control airspeed and flight path in forward flight. Pedal
　
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