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5. LAND AS SOON AS PRACTICABLE.
9.7 ENGINE RESTART DURING FLIGHT.
After an engine failure in flight, an engine restart may
be attempted. A failed engine should not be restarted
unless it can be determined that it is reasonably safe to
do so.
9.8 ENGINE EMERGENCY START (DECU
INSTALLED ONLY
Engine overspeed and overtemperature
protection are not provided
when the ENG 1 or ENG 2 (as appropriate)
circuit breaker is out.
The T700-GE-701C engine exhibits
inconsistent starting capability
above 6000 feet density altitude.
Starts above this density altitude
may be unsuccessful and require
“over temperature” abort by the pilot.
The following emergency start may be attempted if the
hot start preventer will not permit a normal engine
start and starting is necessary because of a tactical
emergency situation.
1. ENG 1 or ENG 2 (engine to be started) circuit
breaker - OUT.
2. Start engine using normal starting procedure.
TM 1-1520-238-10
3. ENG 1 or ENG 2 circuit breaker - IN,
prior to advancing PWR lever - FLY.
9.9 ROTORS, TRANSMISSIONS, AND DRIVE
SYSTEM FAILURES AND MALFUNCTIONS.
9.9.1 Tail Rotor Malfunctions.
Pilot situational awareness and correct
analysis of the helicopters condition
and operational environment
are critical in the successful accomplishment
of these procedures. The
low inertia rotor system, coupled
with high rates of descent during vertical
autorotations, may not provide
the pilot with adequate reaction time
and cushioning pitch. Activation of
the CHOP collar or retarding the
PWR levers prior to reduction of the
collective will result in rapid decay of
rotor RPM. Successful completion of
an out-of-ground-effect hovering autorotation
is doubtful.
These procedures represent a best estimate of helicopter
reactions and crewmember procedures. The most
critical consideration in responding to any tail rotor
malfunction is that the crewmember correctly interprets
the nature and extent of the problem.
9.9.2
NOTE
Tail wheel should be locked
landings.
during all
Loss of Tail Rotor Thrust.
If engine chop is used to minimize
main rotor torque, increasing collective
pitch without first retarding
PWR levers to IDLE may cause an uncommanded
yaw.
Loss of tail rotor thrust occurs when there is a break in
the drive system; for example, a severed drive shaft.
The nose of the helicopter will turn to the right. If the
helicopter is in forward flight, there will be a right roll
of the fuselage along the longitudinal axis, and the nose
of the helicopter may pitch downward. Normal pilot input
to compensate for the right roll will produce a left
side-slip. This downward pitch will be more pronounced
if a tail rotor component has separated from
Change 4 9-9
TM 1-1520-238-10
the helicopter. In some cases, depending on the severity
of the right rotation, powered flight to a suitable landing
area can be accomplished by maintaining or increasing
airspeed. The degree of side-slip and the
amount of roll may be varied by changing airspeed and
by varying collective pitch. Neither, however, can be
completely eliminated.
9.9.3 Loss of Tail Rotor Thrust in Cruise Flight.
If the airspeed is allowed to approach
effective translational lift, the sideslip
angle may become quite severe
and helicopter control may be lost.
a. Continued Flight Possible. At cruise airspeeds,
it may be possible that level flight at some stabilized
yaw angle can be maintained. The degree of
sideslip will depend on the airspeed and power required
to maintain flight. Some left cyclic should be used to
stop the slow right turn induced by loss of thrust. Care
should be taken to avoid slowing the helicopter. The
airspeed indicator may not provide useful information
once the sideslip is established, but true airspeed, yaw
angle, engine torque, and rate of climb or descent
should provide the cues necessary to maintain flight. If
yaw angle becomes excessive, reduce power and lower
the nose to regain adequate airspeed. A minimum of 80
knots during a shallow approach to a roll-on landing
should be maintained until approximately 10 to 20 feet
above the touchdown point. Begin a gradual deceleration
to arrive at approximately 5 to 10 feet above touchdown
as the yaw angle begins to increase (to the right).
At this point, retard the PWR levers as necessary to
align the helicopter fuselage with the landing direction.
Care should be taken to use minimum collective pitch
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