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the approach and will be dependent upon the amount of
actuator extension at the time of the failure. Execute a
shallow approach to a hover or to the ground with a
normal touchdown, avoiding large cyclic changes. When
the aft gear areon the ground, apply brakes and lower the
nose. As the forward gear touch the ground, the aircraft
will tend to accelerate more than normal.Continue to apply
brakes as necessary to prevent forward movement.
If the helicopter is taxied with the actuators failed in the
extend position, use minimum control applications and
adjust the thrust control at ground detent or higher. There
is an increased susceptibility to droop-stop pounding
with this condition.
9-1-75. Single AFCS Failure — Both Selected.
A malfunction of the AFCS can usually be detected by an
abrubt attitude change (hardover) or unusual oscilations
in one or more of the flight control axes or by lighting of
the NO.1 or NO. 2 AFCS OFF caution. If flight is conducted
at low altitude such as contour or NOE, a climb to
higher altitude must be iniated before the pilot attempts
isolation of the defective system.
1. Airspeed — Reduce to 100 KIAS or Vne,
whichever is slower.
2. Altitude — Adjust as required.
NOTE
A hardover in the opposite direction may occur
when the malfunctioning AFCS is turned
off and the functioning AFCS reacts on the
flight controls.
3. AFCS SYSTEM SEL switch — Isolate
defective system. Turn NO. 1 ON, if not
isolated, turn NO. 2 ON.
If system is not isolated:
AFCS SYSTEM SEL switch — OFF.
TM 1-1520-240-10
9-1-29/(9-1-30 blank)
9-1-76. Dual AFCS Failure.
AFCS SYSTEM SEL switch — OFF.
If IMC;
Land as soon as practicable.
9-1-77. Vertical Gyro (VGI) Malfunction.
A vertical gyro malfunction will be indicated by an attitude
indicator failure, an AFCS OFF caution, and attitude
transients. If a vertical gyro failure occurs, proceed as
follows:
CAUTION
Failure of the No. 1 vertical gyro with altitude
hold engaged may result in an altitude
runaway. If this occurs, disengage ALT
HOLD.
NOTE
Failure of a vertical gyro results in loss of its
associated AFCS and should be treated as a
single AFCS failure.
1. Airspeed — 100 KIAS or Vne , whichever
is slower.
2. Affected VGI switch — EMER.
3. AFCS — Select remaining system.
9-1-78. Differential Airspeed Hold Failure (DASH).
Differential airspeed hold failure will be recognized by
pitch attitude deviations. If DASH failure occurs, avoid
nose high attitudes.
9-1-79. Cockpit-Control Driver Actuator (CCDA)
Failure.
1. THRUST CONT lever — Slip as required.
2. RADALT/BARO ALT switch—DISENGAGED.
TM 1-1520-240-10
9-2-1
SECTION II. MISSION EQUIPMENT
9-2-1. ARMAMENT
9-2-2. Armament Subsystems — M24 and M41.
WARNING
Do not retract the bolt assembly immediately
when a hangover or cook-off is suspected. A
hangover will normally occur within 5 seconds
from the time the primer is struck. A
cook-off will normally occur after 10 seconds
of contact with the chamber of a hot barrel.
If 150 cartridges are fired in a 2-minute
period, the barrel will be hot enough to
produce a cook-off.
Misfire:
F 1. Weapon — Point at safe area.
F 2. Bolt — Retract, ensure cartridge ejects.
F 3. If cartridge does not eject — Perform remedial
action IAW TM 9--1005-224-10.
NOTE
Keep cartridge separate from other ammunition
until it has been determined whether the
cartridge or the firing mechanism was at fault,
it will be retained separate from other cartridges
until disposed of. If examination reveals
that the firing mechanism was at fault,
the cartridge may be reloaded and fired.
Runaway Gun:
F Break the ammunition feed belt.
9-2-3. Cargo.
9-2-4. Jettisoning External Cargo.
WARNING
If a DUAL HOOK FAULT caution exists,
normal and emergency release capability
for the forward and aft hook may be lost.
Use the manual emergency release system
only.
Primary Method:
CARGO HOOK EMERG switch — REL ALL.
Alternate Method:
F Forward, center and aft hook release lever — Pull aft.
NOTE
If the forward and/or aft hooks did not open
because of sling slack, apply a slight amount
of thrust to load the hook(s) and force open.
9-2-5. Hoist.
WARNING
Personnel must remain aft of the rescue
hatch and face away from the cable cutter.
The hoist cable may whip forward when it
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