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should return to the normal range within five minutes.
However, time required for warmup will depend
on temperature of the engine and lubrication system
before start.
During starts in extremely cold weather (near -54 °C,
-65 °F), the following engine oil pressure characteristics
are typical:
a. Oil pressure may remain at zero from 20 to 30 seconds
after initiating the start. Abort start if oil pressure
does not register within one minute of initiating
start.
b. Once oil pressure begins to indicate on the
gauge, it will increase rapidly and go over the 100 psig
limit. The pressure will decrease as oil temperature
rises and return to within the green band on the gauge.
This condition is considered normal. The time for oil
pressure to decrease to 100 psig or below will depend on
the severity of the ambient temperature, but it should
be inside the green band within five minutes of starting
the engine.
c. Oil pressure may increase above the maximum
pressure limit of 100 psig if the engine is accelerated
above idle while oil temperature is below normal operating
range. The pressure will decrease to within the
normal operating range as oil temperature increases.
d. The OIL BYP ENG 1 or 2 caution light normally
goes on when starting an engine with oil below normal
operating temperatures because of the relatively high
oil viscosity and the amount of contamination in the oil
filter. When oil temperature reaches about 38 °C (100
°F) during engine warmup, the light should go off.
e. At temperatures between -17 °C and -43 °C (1
°F and -45 °F), warmup engines during engine run-up
for three minutes.
To eliminate any possibility of main rotor droop stop
wear should the main rotor blades move through a
pitch change angle while resting on the droop stop, the
flight crew should observe the following:
At a temperature of -42 °C (-44 °F) or below, and with
a rotor speed of 100% Nr, maintain neutral cyclic position
for one minute. Then move the cyclic forward one
inch and hold for one minute. Move the cyclic forward
one additional inch and hold for one minute. The total
procedure requires three minutes after reaching normal
rotor RPM and can be accomplished simultaneously
with the engine warmup procedures.
8.40 DESERT AND HOT WEATHER OPERATIONS.
a. In sandy or dusty conditions, it is advisable to
perform the HIT check while airborne.
b. Refer to FM 1-202, Environmental Flight.
8.41 TURBULENCE AND THUNDERSTORM
OPERATION.
8.41.1 Turbulence Operation:
a. For moderate turbulence, airspeed should be less
than 150 knots.
b. For light turbulence, reduce airspeed, if desired,
to minimize vibration.
8-20
WARNING
CAUTION
TM 1-1520-238-10
8.41.2 Thunderstorm Operation:
a. Lightning strikes may result in the loss of the
digital automatic stabilization equipment (DASE), stabilator
control, engine electronic control units, and helicopter
electrical power. The high voltages passing
through the helicopter structure are expected to couple
into the helicopter wiring, producing secondary effects
which cause degradation to the mission equipment.
b. If a lightning strike occurs where all helicopter
electrical power and engine electrical control units are
lost, both engines will go immediately to maximum
power output, as if in LOCKOUT. The flight crew shall
have to react immediately to retard the PWR levers to
IDLE and enter autorotation. The pilot could then advance
the PWR levers, restoring power, relying solely
on rotor and engine sounds and general helicopter handling
because of the high probability that all engine
instruments would be inoperative.
8.42 ICE AND RAIN.
Prolonged operation of the anti-ice/
de-ice systems while on the ground
may result in damage.
8.42.1 Preflight/Runup. Prior to flight in icing conditions
(visible moisture and below freezing temperatures),
special care should be taken to ensure that all
necessary anti-ice/de-ice systems are operational. The
blade de-ice system may be checked by holding the
BLADE de-ice switch, on the pilots ANTI-ICE panel
(fig 2-17), to the TEST position. The BLADE ON advisory
light, on the same panel, will illuminate for
approximately 3 to 4 seconds. Additionally, the on-command
FD/LS may be used to ensure proper system operation.
The engine inlet and nose gearbox anti-ice system
may be checked by moving the ENG INLET
switch, on the pilots ANTI-ICE panel, to the ON position.
The ENG 1 and ENG 2 ANTI-ICE lights on the
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