曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
then push to jettison canopy.
TM 1-1520-238-10
1 . EMERGENCY EXITS
2. INTERNAL CANOPY JETTISON HANDLES
3. MANUAL CANOPY OPENING HANDLES
4. FIRST AID KITS
5. PORTABLE FIRE EXTINGUISHER
6. EXTERNAL CANOPY JETTSON HANDLE LOCATION
Figure 9-1. Emergency Exits and Equipment
9-3
TM 1-1520-238-10
9.5 ENGINE FAILURE.
The various conditions under which an engine may fail
prevent a standard procedure for all cases. A thorough
knowledge of both emergency procedures and flight
characteristics will enable the pilot to respond correctly
and automatically in an emergency. The engine instruments
often provide ample warning of an impeding failure
by deviating from normal behavior. Engine failure
is normally indicated by a rapid drop in NG, Np, torque,
TGT, oil pressure and the engine and symbolic torque
value will flash for the affected engine. The ENGINE
OUT 1 or 2 warning lights will illuminate and an audio
signal will be heard through both headsets. Engines
may fail only partially, and the degree of failure
(amount of power loss) is another factor affecting crewmember
response.
When an engine fails completely, the engine PWR lever
and FUEL panel switch of the failed engine should be
turned OFF. The reduction required in collective after
engine failure will vary with altitude and airspeed at
the time of failure. For example, the collective should
not be reduced when an engine fails while the helicopter
is hovering below 15 feet. During cruise flight, when
altitude and airspeed permit a significant reduction in
collective pitch, Nr can be restored to 100% before landing.
During single-engine flight or during autorotation
airspeed should be kept at the optimum. Optimum autorotation
airspeeds are shown in figure 9-3. In autorotation,
as airspeed increases above 70 - 80 KIAS, the
rate of descent and glide distance increase significantly.
As airspeed decreases below 64 KIAS, the rate of descent
will increase and glide distance will decrease. Autorotation
during an out-of-trim condition will increase
the rate of decent and decrease the glide distance. Engine
failure accompanied by an explosion or loud noise
would indicate engine damage, and there is a possibility
that an attempt of restart the engine would result in
a fire.
9.51 Engine Failure Flight Characteristics. The
flight characteristics and the required crewmember
control response after a dual engine failure are similar
to those during a normal power-on descent. Full control
of the helicopter can be maintained during autorotational
descent. When one engine has failed, the helicopter
can often maintain altitude and airspeed until a
suitable landing site can be selected. Whether or not
this is possible becomes a function of such combined
variables as aircraft weight, density altitude, and altitude
and airspeed at the time of the engine failure.
9-4 Change 4
Crewmember response time and control technique may
be additional factors.
9.5.2 Single Engine Failure.
Prior to movement of either PWR lever,
it is imperative that the malfunctioning
engine and the corresponding
PWR lever be identified.
Proper response to an engine failure depends on various
factors: density altitude, airspeed, aircraft weight,
single engine performance, and environmental conditions.
The SAFE region in the height velocity diagram
(fig 9-2) defines the airspeed and wheel-height combinations
at various gross weight and density altitude
combinations that will permit a safe landing in event of
an engine failure. Crewmember recognition and subsequent
action are essential and should be based on the
following general guidelines: At low altitude and low
airspeed, it may be necessary to lower the collective
only enough to maintain Nr normal range. At higher
density altitude, however, the collective may be lowered
significantly to increase Nr to 100%. When hovering in
ground effect, the collective should be used only as required
to cushion the landing, and the primary consideration
is in maintaining a level attitude. In forward
flight at low altitude (as in takeoff), when a single-engine
capability to maintain altitude does not exist, a decelerating
attitude will initially be required to prepare
for landing. Conversely, if airspeed is low and altitude
sufficient, the helicopter should be placed in an accelerating
attitude to gain sufficient airspeed for single-engine
fly-away to a selected landing site. When the power
available during single-engine operation is marginal
or less; consideration should be given to jettisoning the
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