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to cushion the landing during touchdown.
After touchdown, the wheel brakes should be used to
maintain heading and the collective should be lowered
to minimize torque.
Airspeed - 80 KIAS minimum (until 10 to 20
feet above toucdown
PWR levers - Reduce as necessary (5 to 10
feet above touchdown).
Change 3
b. Continued Flight Not Possible. If powered
flight at an airspeed sufficient to maintain helicopter
control is not possible, enter autorotation, and shutdown
both engines using the CHOP collar (altitude
and airspeed permitting). In autorotation, the sideslip
and roll angles may be significantly reduced by maintaining
a sufficiently high airspeed to allow the fuselage
to streamline. A roll-on landing during touchdown
will minimize the required pitch application and should
be used if terrain permits.
Before touchdown, time permitting, the engine PWR
levers should be retarded to OFF.
1. AUTOROTATE.
2. CHOP collar - CHOP,
3. PWR levers - OFF (time permitting).
9.9.4 Loss of Tail Rotor Thrust At Low Airspeed/Hov
er.
Continuous right rotation during descent
and touchdown can be expected.
Loss of tail rotor thrust at low speed may result in extreme
yaw angles and uncontrolled rotation to the
right. Immediate collective pitch reduction should be
initiated to reduce the yaw and begin a controlled rate
of descent. If the helicopter is high enough above the
ground, an attempt should be made to increase airspeed
to streamline the helicopter. This may permit
continued flight with a stabilized and manageable yaw
angle. If this increase in airspeed does reduce yaw
angle, proceed as outlined in LOSS of TAIL ROTOR
THRUST in CRUISE FLIGHT (Continued Flight Possible)
paragraph 9.9.3. If the aircraft cannot be accelerated
into forward flight, initiate a power-on descent.
Collective should be adjusted so that an acceptable
compromise between rate of turn and rate of descent is
maintained. At approximately 5 to 10 feet above touchdown,
perform a hovering autorotation by CHOP collar
- CHOP or PWR levers - OFF.
1.
2.
Collective - Reduce.
PWR levers or chop collar - OFF or CHOP (5
to 10 feet above touchdown).
9-10
TM 1-1520-238-10
Change 6 9-11
9.9.5 Tail Rotor Fixed Pitch Malfunction. A fixed
pitch failuremay be evident by slow, intermittent, or no
response to pedal input or no pedal movement. A left or
right yaw may be apparent.
a. In Ground Effect. If a failure occurs during inground-
effect hover, reaction may vary from adjusting
collective and PWR levers during a left rotation to activating
the CHOP collar to stop a right rotation. In any
case, the primary concern should be to land the aircraft
with as little yaw rate as possible.
1. If the aircraft has an uncontrolled turn to the
left, a reduction in the PWR levers coordinated
with an increase in collective may slow
or stop the rotation so that a controlled power
on descent to landing can be accomplished.
2. If the aircraft is not turning, a slight reduction
in collective pitch will begin a descent. During
the descent, a slight rotation to the left may be
present; increasing collective just prior to
touchdown should stop the rotation.
3. If the aircraft has an uncontrolled turn to the
right, reduce collective to begin descent. At
approximately 5 to 10 feet AGL performa hovering
autorotation by CHOP Collar -- CHOP
or PWR Levers -- OFF.
b. Out-Of-Ground Effect.
1. If little or no right rotation or if left rotation is
experienced and control can be maintained,
the aircraft should be accelerated into forward
flight and perform approach and landing appropriate
to power setting and condition of
flight at time of failure.
2. If the aircraft cannot be accelerated into forward
flight, initiate a power-on descent. Collective
should be adjusted so that an acceptable
compromise between rate of turn and
rate of descent is maintained. At approximately
5 to 10 feet above touchdown, perform
a hovering autorotation by CHOP Collar --
CHOP or PWR Levers -- OFF.
9.9.6 Main Transmission Input Drive Clutch Failure.
An input drive clutch malfunction is most likely
to occur during engine start or when an engine power
lever is advanced. Indications may include: erratic
torque indication on the affected engine, or a complete
loss of torque indication on the affected engine, and/or
Np of the affected engine exceeding Nr. If the failure is
a sudden disengagement, the torque of the opposite engine
will double as it attempts to carry the load. A sudden
　
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