9.16 % RPM INCREASING/DECREASING (OSCIL-LATION).
It is possible for a malfunction to occur that can cause the affected engine to oscillate. The other engine will re-spond to the change in power by also oscillating, usually with smaller amplitudes. The engine oscillations will cause torque oscillations. The suggested pilot corrective action is to pull back the ENG POWER CONT lever of the sus-pected engine until oscillation stops. If the oscillation con-tinues, the ENG POWER CONT lever should be returned to FLY position and the other ENG POWER CONT lever pulled back until the oscillation ceases. Once the malfunc-tioning engine has been identi.ed, it should be placed in LOCKOUT and controlled manually.
1. Slowly retard the ENG POWER CONT lever on the suspected engine.
If the oscillation stops:
2. Place that engine in LOCKOUT and manually control the power.
3.
LAND AS SOON AS PRACTICABLE.
If the oscillation continues:
4. Place the ENG POWER CONT lever back to FLY and retard the ENG POWER CONT le-ver of the other engine.
When the oscillation stops:
5. Place the engine in LOCKOUT, manually con-trol the power.
6.
LAND AS SOON AS PRACTICABLE.
TM 1-1520-253-10
9.17 % TRQ SPLIT BETWEEN ENGINES 1 AND 2.
It is possible for a malfunction to occur that can cause a % TRQ split between engines without a signi.cant change in % RPM R. The % TRQ split can be corrected by manual control of the ENG POWER CONT lever on the affected engine.
1. If TGT TEMP of one engine exceeds the lim-iter 849°C, retard ENG POWER CONT lever on that engine to reduce TGT TEMP. Retard the ENG POWER CONT lever to maintain torque of the manually controlled engine at ap-proximately 10% below the other engine.
2. If TGT TEMP limit on either engine is not exceeded, slowly retard ENG POWER CONT lever on high % TRQ engine and observe % TRQ of low power engine.
3. If % TRQ of low power engine increases, ENG POWER CONT lever on high power en-gine -Retard to maintain % TRQ approxi-mately 10% below other engine (The high power engine has been identi.ed as a high side failure).
4. If % TRQ of low power engine does not in-crease, or % RPM R decreases, ENG POWER CONT lever -Return high power en-gine to FLY (The low power engine has been identi.ed as a low side failure).
additional power is required, low power ENG POWER CONT lever, momentarily move to LOCKOUT and adjust to set % TRQ approximately 10% below the other engine.
6. LAND AS SOON AS PRACTICABLE.
9.18 ENGINE COMPRESSOR STALL.
An engine compressor stall is normally recognized by a noticeable bang or popping noise and possible aircraft yaw. These responses are normally accompanied by the rapid increase in TGT TEMP and .uctuations in Ng SPEED, % TRQ, and % RPM reading for the affected engine. In the event of a compressor stall:
Change 4 9-11 TM 1-1520-253-10
1. Collective -Reduce.
If condition persists:
2. ENG POWER CONT lever (affected engine) -Retard (TGT TEMP should decrease.)
3. ENG POWER CONT lever (affected engine) -FLY.
If stall condition recurs:
4. EMER ENG SHUTDOWN (affected engine).
5. Refer to single-engine failure emergency proce-dure.
9.19 ENGINE OIL FILTER BYPASS CAUTION LEG-END ON, ENGINE CHIP CAUTION LEGEND ON, ENG OIL PRESS HIGH/LOW, ENGINE OIL TEMP HIGH, ENGINE OIL TEMP CAUTION LEGEND ON, ENGINE OIL PRESS CAUTION LEGEND ON.
1. ENG POWER CONT lever -Retard to reduce torque on affected engine.
If oil pressure is below minimum limits or if oil tem-perature remains above maximum limits:
2. EMER ENG SHUTDOWN (affected engine).
3. Refer to single-engine failure emergency proce-dure.
9.20 ENGINE HIGH-SPEED SHAFT FAILURE.
Failure of the shaft may be complete or partial. A partial failure may be characterized at .rst by nothing more than a loud high-speed rattle and vibration coming from the en-gine area. A complete failure will be accompanied by a loud bang that will result in a sudden % TRQ decrease to zero on the affected engine. % RPM of affected engine will increase until overspeed system is activated. 中国航空网 www.aero.cn 航空翻译 www.aviation.cn 本文链接地址：UH-60Q 直升机技术手册 直升机操作手册 2(63)
