曝光台 注意防骗
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programmed at the airspeed at which the
transformer rectifiers failed. 712 All normal
engine beep trim functions will be inoperative.
The control of engine RPM will be
accomplished via the EMER ENG TRIM 1 and
2 switches.
If both transformer rectifiers fail, perform the following:
1. Land as soon as possible.
2. 712 EMER ENG Trim — ADJUST.
If unable to land, proceed as follows:
1. Airspeed — below 100 KIAS.
2. Altitude — below 6,000 feet PA.
3. AFCS — OFF.
4. PDPs — Check circuit breakers in.
5. DC Crosstie circuit breakers on both NO. 1
and NO. 2 PDPs — Pull out.
6. DC Equipment — OFF or pull out circuit
breakers on essential, switched battery and
hot battery buses.
7. Land as soon as possible.
9-1-60. BATT SYS MAL Caution.
1. BATT CHGR circuit breaker — Out, then in.
If the BATT SYS MAL caution remains on:
2. BATT switch — OFF.
9-1-61. Hydraulic System.
WARNING
The power transfer pumps were designed for
ground checkout of the flight control system
and have the capacity to pressurize the
system for gentle maneuvers only. Rapid
control inputs must be avoided to preclude
upper boost actuator stalling (binding) and/
or jam button extensions. Use the power
transfer pumps in flight is restricted to these
emergency conditions only.
9-1-62. NO. 1 or NO. 2 HYD FLT CONTR Caution.
Fluid loss is evident:
Land as soon as possible.
Fluid loss is not evident:
1. PWR XFER 1 or 2 switch (affected system)
— ON.
F 2. MAINTENANCE PANEL — Monitor.
3. Land as soon as possible.
High fluid temperature is evident.
Land as soon as possible.
9-1-63. NO. 1 and NO. 2 HYD FLT CONTR Caution.
If both hydraulic systems fail, flight controls cannot be
moved. In addition, the No. 1 and No. 2 AFCS-OFF caution
will illuminate.
1. PWR XFER 1 and 2 switches — ON.
2. Land as soon as possible.
9-1-64. UTIL HYD SYS Caution.
Depending upon the nature and location of the system
failure, it may not be possible to operate the following
items of equipment: APU, engine starters, ramp and cargo
door, wheel brakes, swivel locks, power steering, cargo
hook, PTUs and winch. Should a failure occur in any
of these subsystems:
APU — Start.
If pressure is restored:
1. Land as soon as practicable.
2. MAINTENANCE PANEL — Monitor.
If pressure is not restored:
1. APU — Off.
2. Land as soon as possible.
TM 1-1520-240-10
9-1-26
9-1-65. Emergency Descent.
CAUTION
In executing any emergency descent, regardless
of engine power available, it is
imperative that the helicopter be maneuvered
into a position from which a survivable
landing can be accomplished. Transition
from the following descent techniques into
an appropriate landing attitude/airspeed/R/D
should begin prior to descending below 600
feet AGL. The emergency descent procedures
below will result in R/D which exceed
the rates displayed on the VSI.
An emergency descent is a maximum performance maneuver
in which damage to the helicopter or power plants
must be considered secondary to getting the helicopter
on the ground. No one procedure can be considered the
best for all given situations. The pilot must consider his
flight profile in selecting the emergency descent procurement
that he will execute. RRPM greater than102 percent
significantly increase airframe vibration and should
serve as a good RRPM cure during the maneuver. The
following techniques will produce the greatest R/D from
higher altitude.
High Speed Straight Ahead Decent: This procedure produces
the highest (R/D), but also produces high airspeeds
which must be dissapated prior to landing. The
actual touchdown area may vary from the apparent
touchdown point due to the glide angle change during the
initial deceleration to reduce high airspeed.
1. Thrust control — Lower. Adjust RRPM to
maintain approximately 104 percent.
2. Airspeed — Adjust (approximately 130 to 150
KIAS).
3. Recovery — Initiate at or above 600 feet AGL
and decelerate to 70 - 80 KIAS to enter the
autorotative corridor.
NOTE
Allowing the RRPM to increase during deceleration
will reduce the floating effect which will
occur when the deceleration is initiated.
Out-of-Trim Descent: This procedure places the helicopter
in a high R/D and allows simultaneous execution of
smoke and fume elimination procedure. In addition, it
allows good landing area predictability.
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