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2. Throttle - Adjust until normal operating rpm
sustain engine/rotor rpm below the maximum
operating limit.
is attained.
9-16
TM 1-1520-248-10
3. LAND AS SOON AS POSSIBLE - Perform a
power-on approach and landing by controlling
the rpm manually with the throttle.
If rpm cannot be controlled manually:
4. AUTOROTATE when over safe landing area.
- Accomplish during
descent if time permits.
9-16. ENGINE OVERSPEED.
Engine overspeed will be indicated by a right yaw,
rapid increase in rotor (NR), gas producer (NG), and
engine RPM (NP), and an increase in engine and rotor
noise. Additionally if the overspeed reaches the trip
point of 124% NP the overspeed solenoid in the HMU
will reduce the fuel flow to minimum flow until NP is
reduced to the lower threshold of 118% NP. Engine
speed (NP) will then oscillate between the lower
threshold and the overspeed trip point until pilot action
is taken to correct the cause of the overspeed. If an
engine overspeed is experienced:
1. Collective - Increase to load the rotor and
sustain engine/rotor RPM below the maximum
operating limit.
2. FADEC MANUAL operation - Perform.
If RPM can not be controlled manually:
3. AUTOROTATE when over a safe landing
area.
4. EMER SHUTDOWN - Accomplish during
descent if time permits.
9-17. ENGINE UNDERSPEED.
1. Collective - Adjust to establish rotor rpm
within limits.
2. Throttle - Check open.
3. RPM + trim switch - Increase (+).
NG to ensure that they remain within
normal operation limits.
4.
5.
6.
If engine rpm cannot be maintained within limits.
7.
LAND AS SOON AS PRACTICABLE.
LAND AS SOON AS POSSIBLE.
NORM-ANLG BACKUP switch ANLG
BACKUP position.
Throttle and collective - Adjust to maintain
rotor rpm within limits.
9-18. ENGINE UNDERSPEED.
1. Collective -- Adjust to establish rotor RPM
within limits.
2. Throttle - Check open.
3. RPM ± trim switch - Increase (+).
If underspeed condition still exists:
4. FADEC MANUAL OPERATION -- Perform.
5. EMER SHUTDOWN
-
CAUTION
If underspeed condition still exists:
Operation in the analog mode will not be
considered as normal operations. Flight
with a high gross weight/density altitude
can cause transients to the extent that
the LOW RPM ROTOR/HIGH RPM warning
messages may be activated; therefore,
maneuvers that require NOE flight and
OGE hover capability should not be
performed. Crews must monitor NR/NP/
9-19. ENGINE SURGES/FUEL CONT CAUTION
M E S S A G E / U N E X P L A I N E D E N G I N E
FLUCTUATIONS.
Fluctuations of NR, NP, and NG can occur due to a
complete or partial failure of the digital mode of the
Electronic Supervisory Control (ESC). Fluctuations may
present themselves as small variations in engine and
rotor indications while surges may be rapid increases/
decreases that result in large variations with noticeable
changes in engine noise and aircraft reactions. These
9-17
TM 1-1520-248-10
AUTOROTATIONAL GLIDE CHARACTERISTICS
I 7
NOTE: AUTOROTATIONAL DESCENT
PERFORMANCE IS A FUNCTION
OF AIRSPEED AND IS
ESSENTIALLY UNAFFECTED BY
DENSITY ALTITUDE AND
GROSS WEIGHT.
EXAMPLE
WANTED
GLIDE RATIO AND RATE OF DESCENT
K N O W N
AIRSPEED = 70 KIAS
ROTOR RPM = 395
POWER OFF
100% RPM
w 3 0 0 0
5 2 8 0 0
z
Ii
2800
t;li
L 2 4 0 0
8 2 0 0 0
r
d 1800
ENTER INDICATED AIRSPEED HERE -
MOVE UP TO GLIDE RATIO LINE
MOVE LEFT. READ GLIDE RATIO = 3.12
CONTINUE UP 70 KIAS TO RATE OF
DESCENT LINE ON UPPER GRAPH.
AUTOROTATIONAL
G L I D E
OH-58D
MOVE LEFT. READ RATE OF
DESCENT = 2200 RPM.
DATA BASIS: ESTIMATED DATA AND CALCULATED DATA, OCTOBER 1984
406961-1416-122
J1756
Figure 9-3. Autorotational Glide Characteristics Chart
9-18
TM 1-1520-248-10
failures may or may not be accompanied by a FUEL
CONTROL advisory/FULE CONT caution message.
BACKUP position.
2. LAND AS SOON AS PRACTICABLE
If engine surges continue, proceed as follows:
3. NORM-ANLG BACKUP switch - NORM
position.
4.
5.
6.
RPM ± trim switch - Increase (+) to obtain
maximum rpm.
Throttle - Reduce to 98% NP.
LAND AS SOON AS POSSIBLE.
If fluctuations/surges are not controlled:
7. AUTOROTATE.
8. EMER SHUTDOWN. Accomplish during
9-19
CAUTION
Maneuvers requiring OGE Hover Power
　
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