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b. A shallow approach to a roll-on landing technique is recommended. During the approach, a yaw to the left will occur. As the touchdown point is approached, a mild decel-eration should be executed to reduce airspeed. As collective is increased to cushion touchdown, the nose of the helicop-ter will yaw right. Careful adjustment of collective and de-celeration should allow a tail-low touchdown with approxi-mate runway alignment. Upon touchdown, lower collective carefully. Use brakes to control heading.
1.
Collective -Adjust.

2.
LAND AS SOON AS PRACTICABLE.

 

9.22.5 Pedal Bind/Restriction or Drive With No Ac-companying Caution Legend. If pedal binding, restriction, or driving occurs with no caution light the cause may not be apparent. A Stability Augmentation System/ Flight Path Stabilization (SAS/FPS) computer induced yaw trim malfunction can produce about 30 pounds at the pedal. An internally jammed yaw trim actuator can produce up to 80 pounds until clutch slippage relieves this force. The pilot can override any yaw trim force by applying opposite pedal .rmly and then turning off trim. A malfunction within the yaw boost servo or tail rotor servo can produce much higher force at the pedals and the affected servo must be turned off. Hardover failure of the yaw boost servo will increase control forces as much as 250 pounds on the pedals.
1. Apply pedal force to oppose the drive.

TRIM switch -Off. If normal control forces are not restored:

BOOST switch -Off.

If control forces, normal for boost off .ight are not re-stored:

BOOST switch -ON.

TAIL SERVO switch -BACKUP, if tail rotor is not restored.
a.  If the tail rotor quadrant becomes jammed, collective control is available, except that

9-13

 

TM 1-1520-253-10

low collective with right pedal or high col-lective with a left pedal will be restricted. With a quadrant jam, complete collective travel is available for most control combi-nations, provided the pedals are allowed to move as the collective is displaced.
b.
If tail rotor pitch becomes .xed during de-creased power situations (right pedal ap-plied), the nose of the helicopter will turn to the right when power is applied, possi-bly even greater than complete loss of tail rotor thrust. Some conditions may require entry into autorotation to control yaw rate. If continued .ight is possible, a shallow approach at about 80 KIAS to a roll-on landing should be made. As the touchdown point is approached, a mild deceleration should be executed at about 15 to 25 feet to reduce airspeed to about 40 KIAS. As collective is increased to cushion touch-down, the nose of the helicopter will turn to the right. Careful adjustment of collec-tive and deceleration should allow a tail-low touchdown with approximate runway alignment. Upon touchdown, lower collec-tive carefully and use brakes to control heading.

c.  
If tail rotor pitch becomes .xed during in-creased power situations (left pedal ap-plied), the nose of the helicopter will turn left when collective is decreased. Under these conditions, powered .ight to a pre-pared landing site and a powered landing is possible since the sideslip angle will prob-ably be corrected when power is applied for touchdown. Adjust approach speed and rate of descent to maintain a sideslip angle of less than 20°. Sideslip angle may be re-duced by either increasing airspeed or col-lective. Execute a decelerated touchdown tailwheel .rst, and cushion landing with collective. Upon touchdown, lower collec-tive carefully and use brakes to control heading.

6. LAND AS SOON AS PRACTICABLE.

9.22.6 #1 TAIL RTR SERVO Caution Legend On and BACK-UP PUMP ON Advisory Legend Off or #2 TAIL RTR SERVO ON Advisory Legend Off. Au-tomatic switch-over did not take place.

1. TAIL SERVO switch -BACKUP.
9-14 Change 4

2. BACKUP HYD PUMP switch -ON.

3.
LAND AS SOON AS PRACTICABLE.
　
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