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must be pressed until NG reaches 50%.
Releasing the switch at any time will
disengage the starter.
8. START switch – Press and hold.
9. BATT V START V – Check.
10. Throttle – Advance slowly at 10 to 12% NG
and modulate throttle to maintain TGT within
limits.
11. ENG oil pressure – Check.
12. Rotor blades – Turning by 25% NG.
13. START switch – Release at 50% NG.
14. XMSN OIL pressure and ENG OIL pressure
- Within limits.
9-23. HIGH OIL TEMP ENG CAUTION
MESSAGE.
LAND AS SOON AS POSSIBLE.
9-24. ROTORS, TRANSMISSION AND DRIVE
SYSTEM MALFUNCTIONS.
9-25. TAIL ROTOR FAILURE AND
DIRECTIONAL CONTROL MALAFUNCTIONS.
Because of the many malfunctions that can occur, it is
not possible to provide a solution for every emergency.
The success in coping with a given malfunction
depends upon quick analysis and the selection of the
proper emergency procedure. The following discussion
of malfunctions includes probable effects and corrective
actions to be taken.
9-26. COMPLETE LOSS OF TAIL ROTOR
THRUST.
This situation involves a break in the drive system,
Such as a severed driveshaft, causing the tail rotor to
Lose power.
a. Powered flight.
(1) Indications:
(a)
(b)
(c)
sideslip).
(d)
axis.
Abnormal vibrations.
Pedal input has no effect on helicopter trim.
Nose of the helicopter turns to the right (left
Left roll of fuselage along the longitudinal
WARNING
H e l i c o p t e r sideslip m a y b e c o m e
uncontrollable and will begin to spin on
its vertical axis at airspeeds below 40
knots. Degree of roll and sideslip may be
varied by varying throttle and/or
collective. Autorotation may be the only
option.
(2) Procedures:
(a) If a safe landing area is not immediately
available, continue powered flight to suitable landing
a r e a a t o r a b o v e m i n i m u m r a t e o f d e s c e n t
autorotational airspeed.
(b) When landing area is reached, make a
power on run-on landing.
(c) Use airspeed above minimum rate of
descent airspeed.
(d) If landing area is suitable for run-on
landing, accomplish touchdown with airspeed as
required for directional control.
b. Power off (Autorotation).
(1) Indication: Pedal input has no effect on trim.
(2) Procedures:
(a) Maintain airspeed above minimum rate of
descent alrspeed.
(b) If run-on landing is possible, complete
autorotation with a touchdown airspeed as required for
directional control.
(c) If run-on landing is not possible, start to
decelerate from 100 feet altitude so that forward
groundspeed is at a minimum when the helicopter
reaches 10 to 20 feet; execute the termination with a
rapid collective pull just prior to touchdown in a level
attitude with minimum groundspeed.
9-27. FIXED TAIL ROTOR PITCH SETTINGS.
This is a malfunction involving a loss of control
resulting in a fixed tail rotor pitch setting. Whether the
nose of the helicopter yaws left or right is dependent
upon the amount of pedal applied at the time of the
malfunction. Regardless of pedal input applied by the
TM 1-1520-248-10
pilot, a constant amount of tail rotor thrust will be
delivered at all times during flight.
a. Reduced power (low torque).
(1) Indication: The nose of the helicopter will turn
right when power is applied.
(2) Procedure: If helicopter control can be
maintained in powered flight, the best solution is to
maintain control with power and accomplish a run-on
landing as soon as practicable.
b. Increased power (high torque).
(1) indication: The nose ot the helicopter will turn
left when power is reduced.
(2) Procedures: .
(a) Maintain control with power and airspeed
between 40 and 70 knots.
(b) If needed, reduce engine rpm manually to
98% NP.
(c) Continue powered flight to a suitable
landing area where a run-on landing can be
accomplished.
c. Hover.
(1) Indication: Helicopter heading cannot he
controlled with pedals.
(2) Procedures:
(a) If the tail rotor pitch is fixed in a left pedal
applied position, gradually decrease collective pitch
and land helicopter.
(b) If total loss of tail rotor thrust or fixed right
pedal applied is experienced, close the throttle
immediately and accomplished an autorotational
l a n d i n g .
9-28. LOSS OF TAIL ROTOR COMPONENTS.
The severity of this situation is dependent upon the
amount of weight lost. Any loss of this nature will result
in a forward center of gravity shift, requiring aft cyclic.
　
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