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pressure is applied as necessary to control aircraft
heading.
e. Airspeed should be maintained at the optimum
for existing conditions for continued flight (S/E
failure) or for autorotational descent (dual-engine
failure). As airspeed increases above 70 KIAS in
autorotation, there is a corresponding increase in rate
of descent (R/D). Airspeed up to 100 KIAS or Vne,
whichever is slower, will increase glide distance but
should be avoided at low altitude because the time
available to decelerate is critical. At airspeeds below
70 KIAS. R/D in autorotation increases and glide
distance decreases. Gliding the helicopter in autorotation
out-of-trim will also increase R/D and decrease
glide distance.
9-1-8. Minimum Rate of Descent — Power Off.
The power off minimum R/D is attained at an indicated
airspeed of approximately 70 knots and 100% RRPM
(fig. 9-1-7).
9-1-9. Maximum Glide Distance — Power Off.
The maximum glide distance is attained at an indicated
airspeed of 100 knots or Vne, whichever is slower, and
100% RRPM (fig. 9-1-7).
TM 1-1520-240-10
9-1-3
Figure 9-1-1. Emergency Equipment
TM 1-1520-240-10
9-1-4
EMERGENCY EXIT
PULL STRAP OUT
PUSH WINDOW OUT
Figure 9-1-2. Emergency Entrance and Escape Routes (Sheet 1 of 2)
TM 1-1520-240-10
9-1-5
CUT HERE
FOR
EMERGENCY
RESCUE
Figure 9-1-2. Emergency Entrance and Escape Routes (Sheet 2 of 2)
TM 1-1520-240-10
9-1-6
9-1-10. Dual Engine Failure.
CAUTION
Jettison external cargo as soon as possible
after engine failure. This will help to prevent
damage to the helicopter during touchdown
and will reduce weight and drag, thereby
improving autorotational performance.
a. Low Altitude / Low Airspeed. When both engines
fail at low altitude and low airspeed, sufficient altitude is
not available to increase RRPM. Establish the best
autorotational airspeed, jettison external cargo (if
applicable), and decelerate effectively prior to
touchdown. Initial thrust reduction will vary from no
reduction at zero airspeed below 20 feet to full reduction
at higher airspeeds and altitudes. Attempt to maintain at
least 96 percent.
b. Cruise. c. In cruise flights up to Vne, reduce
thrust immediately to full down position to regain RRPM.
Adjust cyclic pressure as necessary to maintain the required
airspeed. The Autorotation Approach Corridor,
figure 9-1-8, presents those combinations of airspeeds
and wheel heights from which a safe autorotatiive landing
may be made following a second engine failure. Autorotative
approaches are recommended in the caution area. At high
gross weights, the rotor may tend to overspeed and may
require thrust application to maintain RPM below the upper
limit. Thrust should never be applied to reduce RPM for
extending glide distance because this reduces RPM available
for use during touchdown. When both engines fail at
cruise, proceed as follows:
CAUTION
The helicopter must be maneuvered into
the autorotation approach corridor prior
to landing to assure a safe outcome of the
maneuver.
1. AUTOROTATE.
2. External cargo — Jettison.
3. ALT switch — Disengage.
9-1-11. Single Engine Failure.
The action taken after one engine fails will depend on
altitude, airspeed, phase of flight, areas available for
landing, and S/E capability of the helicopter. Immediately
after any engine malfunction, the flight engineer should
check the engine for the possibility of fire. If required,
external cargo should be jettisoned as soon as possible
after engine failure. This will help to prevent damage to
the helicopter during touchdown and will reduce weight
and drag, thereby improving S/E performance.
Thrust control adjustments will depend on altitude at the
time of engine failure. For example, at (HIGE) below 20
feet, maintain thrust control position as the operative
engine beep trim is increased. At a hover above 20 feet,
thrust should be lowered slightly to maintain at least 96
percent RRPM. If altitude permits, thrust may be lowered
sufficiently to maintain normal RRPM.
Cyclic inputs will depend on altitude and airspeed. At a
(HIGE), the helicopter should be maintained in a hovering
attitude. in forward flight, at low altitude (below 50
feet), when S/E flight is not possible a decelerating attitude
should be assumed to dissipate airspeed and aid in
cushioning the helicopter. If airspeed is slow and altitude
permits, the helicopter should be placed in an accelerating
attitude of up to 30
nose-low to gain airspeed as the
　
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