2. EMER ENG SHUTDOWN (affected engine). Do not attempt to restart.
9-12 Change 4
3. Refer to single-engine failure emergency proce-dure.
9.21 LIGHTNING STRIKE.
Lightning strikes may result in loss of au-tomatic .ight control functions, engine controls, and/or electric power.
Lightning strike may cause one or both engines to im-mediately produce maximum power with no TGT TEMP limiting or overspeed protection. Systems instruments may also be inoperative. If this occurs, the .ight crew would have to adjust to the malfunctioning engine(s) power-control lever(s) as required to control % RPM by sound and feel. If practical, the pilot should reduce speed to 80 KIAS. This will reduce the criticality of having exactly correct rotor speed 100%.
1. ENG POWER CONT levers -Adjust as re-quired to control % RPM.
2.
LAND AS SOON AS POSSIBLE.
9.22 ROTORS, TRANSMISSIONS AND DRIVE SYS-TEMS.
9.22.1 Loss of Tail Rotor Thrust. Failure of the tail rotor gearbox, intermediate gearbox or tail rotor drive shaft will result in a loss of tail rotor thrust. The nose of the helicopter will yaw right regardless of the airspeed at which the failure occurs. Continued level .ight may not be pos-sible following this type failure. Loss of tail rotor thrust at low speed will result in rapid right yaw. At higher airspeed, right yaw may develop more slowly but will continue to increase. Autorotation should be entered promptly. ENG POWER CONT levers retard to OFF position during de-celeration. Every effort should be made to establish and maintain an autorotative glide at or above 80 KIAS. This will maximize the effectiveness of the deceleration during the landing sequence. If autorotation entry is delayed, large sideslip angles can develop causing low indicated airspeed with the stabilator programming down. This can make it more difficult to establish or maintain adequate autorotative airspeed.
1. AUTOROTATE.
ENG POWER CONT levers -OFF (when in-tended point of landing is assured).
9.22.2 Loss of Tail Rotor Thrust at Low Airspeed/ Hover.
Loss of tail rotor thrust at slow 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, 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, initiate a hovering autorotation by moving the ENG POWER CONT levers -OFF.
1. Collective -Reduce.
ENG POWER CONT levers -OFF (5to 10 feet above touchdown).
9.22.3 TAIL ROTOR QUADRANT Caution Legend On With No Loss of Tail Rotor Control.
If the helicopter is shut down and/or hy-draulic power is removed with one tail rotor cable failure, disconnection of the other tail rotor cable will occur when force from the boost servo cannot react against control cable quadrant spring ten-sion. The quadrant spring will displace the cable and boost servo piston enough to unlatch the quadrant cable.
Loss of one tail rotor cable will be indicated by illumi-
nation of TAIL ROTOR QUADRANT caution legend.
No change in handling characteristics should occur.
LAND AS SOON AS PRACTICABLE.
9.22.4 TAIL ROTOR QUADRANT Caution Legend On With Loss of Tail Rotor Control.
a. If both tail rotor control cables fail, a centering spring will position the tail rotor servo linkage to provide 10-1/2
TM 1-1520-253-10
degrees of pitch. This will allow trimmed .ight at about 25 KIAS and 145 KIAS (these speeds will vary with gross weight). At airspeed below 25 and above 145 KIAS, right yaw can be controlled by reducing collective. Between 25 and 145 KIAS, left yaw can be controlled by increasing collective.
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