DOOR HANDLE KEY SLOT
FWD
FWD
CABIN DOOR WINDOW JETTISON LEVER
CABIN DOOR VIEW LOOKING OUTBOARD
EXTERIOR RELEASE HANDLE LEFT SIDE (RIGHT SIDE PULL
VIEW LOOKING INBOARD LEFT SIDE (SAME FOR RIGHT SIDE) AB1092_2
FWD)
SA
Figure 9-1. Emergency Exits and Emergency Equipment Diagram (Sheet 2 of 3)
DOOR
LATCH LEVER
9-5
TM 1-1520-253-10
KEY SLOT
EXTERIOR
RELEASE
HANDLE
CABIN DOOR
INTERIOR JETTISON LEVER
VIEW LOOKING INBOARD
LEFT SIDE
(SAME FOR RIGHT SIDE)
KEY SLOT
EXTERIOR RELEASE HANDLE
INTERIOR COCKPIT DOOR RELEASE HANDLE
VIEW LOOKING OUTBOARD LEFT SIDE (SAME FOR RIGHT SIDE) AB1092_3
SA
Figure 9-1. Emergency Exits and Emergency Equipment Diagram (Sheet 3 of 3)
9-6
necessary to maintain % RPM R within normal range. Figure 5-1 shows the rotor limitations. % RPM R should be maintained at or slightly above 100 percent to allow ample rpm before touchdown.
b. Main rotor rpm will increase momentarily when the cyclic is moved aft with no change in collective pitch set-ting. An autorotative rpm of approximately 100 percent provides for a good rate of descent. % RPM R above 100 percent will result in a higher rate of descent. At 50 to 75 feet AGL, use aft cyclic to decelerate. This reduces air-speed and rate of descent and causes an increase in % RPM R. The degree of increase depends upon the amount and rate of deceleration. An increase in % RPM R can be desirable in that more inertial energy in the rotor system will be available to cushion the landing. Ground contact should be made with some forward speed. Pitch attitudes up to 25° at the point of touchdown normally result in an adequate deceleration and safe landing. If a rough area is selected, a steeper deceleration and a touchdown speed as close to zero as possible should be used. With pitch attitude beyond 25° there is the possibility of ground contact with the stabilator trailing edge. It is possible that during the autorotative approach, the situation may require additional deceleration. In that case, it is necessary to assume a land-ing attitude at a higher altitude than normal. Should both engines fail at low airspeed, initial collective reduction may vary widely. The objective is to reduce collective as neces-sary to maintain % RPM R within normal range. In some instances at low altitude or low airspeed, settling may be so rapid that little can be done to avoid a hard-impact landing. In that case, it is critical to maintain a level landing attitude. Cushion the landing with remaining collective as helicopter settles to the ground. At slow airspeeds, where altitude per-mits, apply forward cyclic as necessary to increase airspeed to about 80 KIAS. Jettison external cargo and stores as soon as possible to reduce weight and drag, improve au-torotational performance, and reduce the chance of damage to the helicopter on landing.
9.13 DUAL-ENGINE FAILURE.
Do not respond to ENG OUT warning lights and audio until checking TGT TEMP and % RPM R.
AUTOROTATE.
9.14 DECREASING % RPM R.
If an engine control unit fails to the low side and the other engine is unable to provide sufficient torque, % RPM R will decrease.
When engine is controlled with engine power-control lever in lockout, engine re-sponse is much faster and the TGT limit-ing system is inoperative. Care must be taken not to exceed TGT limits and keep-ing % RPMR and%RPM 1and 2 in operating range.
NOTE
If %RPM R reduces from 100% to 95-96% during steady .ight, check %TRQ 1 and 2. If %TRQ 1 and 2 are equal, attempt to in-crease %RPM R with RPM trim switch.
1.
Collective -Adjust to control % RPM R.
2. ENG POWER CONT lever -LOCKOUT low % TRQ/TGT TEMP engine. Maintain % TRQ approximately 10% below other engine.
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