47D CH 9

defined as Executing a landing to the nearest suitable landing area (e.g., open field) without delay. (The primary consideration is to assure the survival of the occupants.)

defined as executing a landing at the nearest suitable airfield/heliport.

Defined as adjusting the flight controls as necessary to establish an autorotational descent and landing.

• 1. Thrust Control - Adjust as required to maintain RRPM (NR)
• 2. Pedals - Adjust as required
• 3. Cyclic - Adjust as required

defined as engine shutdown without delay. Engine shutdown in flight is usually not an immediate action unless a fire exists. Before executing an engine shutdown, identify the affected engine by checking indications of torque, RRPM (NR), N1 (NG), PTIT, engine oil pressure, and ENG FAIL caution.

• 1. ENG COND lever - STOP
• 2. FIRE PULL handle - Pull (engine fire only).
• 3. AGENT DISCH switch - As required (engine fire only)
• 4. Perform single-engine failure procedure.

CAUTION: When in-flight shutdown of a malfunctioning engine is anticipated, positive identification of the malfunctioning engine must be accomplished to avoid shutting down the wrong engine.

defined as engine shutdown to prevent PTIT from exceeding limist or whenever abnormal operation is indicated. If high PTIT was indicated, the engine must be motored to decrease PTIT below 260oC.

• 1. ENG COND lever - STOP
• 2. ENG START switch - 1 or 2 as appropriate (if high PTIT is indicated)

NOTE: If a second engine start is to be attempted, wait at least 15 seconds after the N1 (NG) tachometer indicates zero before attempting start. This will allow sufficient time for fuel to drain from the combustion chamber.

• 1. Decreased torque on the failed engine and a compensating increase in torque on remaining engine
• 2. Droop in RRPM (NR)
• 3. Illumination of No. 1 or No. 2 ENG FAIL light
• 4. N1 (NG) dropping below 48%

the power off minimum R/D is attained at an indicated airspeed of approximately 70 KIAS and 100% RRPM (NR)

the maximum glide distance is attained at an indicated airspeed of 100 KIAS or Vne, whichever is slower, and 100% RRPM (NR)

CAUTION: Jettison external cargo as soon as possible after engine failure. This will help to prevent damage to the helicopter during touchdown and will reduce weight and drag, thereby improving autorotational performance.

CAUTION: The helicopter must be maneuvered into the autorotation approach corridor prior to landing to assure a safe outcome of the maneuver.

• 1. AUTOROTATE.
• 2. External Cargo - Jettison.
• 3. ALT Switch - Disengage.

• 1. Power Turbine shaft failure. N2 (NP) is greater than RRPM (NR) by more than 3%
• 2. N1 (NG) underspeed
• 3. Engine flameout
• 4. Over temperature start abort (Primary mode only)
• 5. FADEC Primary and Reversionary Failure
• 6. N1 decreases below 48%

NOTE: During normal shutdown as the N1 (NG) RPM goes below 48% the ENG 1 FAIL or ENG 2 FAIL caution is illuminated and then turned off 12 seconds after the N1 (NG) RPM drops below 40% as the DECU shutdown BIT check is performed.

NOTE: If the ENG FAIL and FADEC and/or REV lights are illuminated (which signifies a fuel flow fixed condition), toggling the PRI/REV switch reboots the microprocessor in the DECU.

• 1. Thurst control - Adjust as necessary to maintain RRPM
• 2. External Cargo - Jettison (if required)
• 3. ALT switch - Disengage

• Continued flight is not possible:
• 4. Land as soon as possible
• 5. EMER ENG SHUTDOWN (when conditions permit)

• Continued flight is possible:
• 6. Land as soon as practicable
• 7. EMER ENG SHUTDOWN (when conditions permit)

NOTE: If S/E flight can be maintained, an attempt to restart the inoperative engine may be made if there is no evidence of fire or obvious mechanical damage.

WARNING: Fire detector and extinguishing systems are not provided for the APU. Crewman must monitor APU area for fire.

CAUTION: If abnormal indications are present during the restart, shut down the engine immediately

• 1. APU - Start
• 2. ENG Cond Lever (inoperative engine) - STOP, then GND
• 3. FIRE PULL handle - In
• 4. All FUEL PUMP switches - ON
• 5. XFEED Switch - As required
• 6. Staring engine - Perform
• 7. APU - OFF

• 1. FADEC INC-DEC beep switch (affected engine) - Adjust as required.
• 2. Reduce the rate of THRUST CONT lever changes.

• 1. FADEC ENG 1 and ENG 2 INC-DEC beep switches - Beep to 100%, match TQs.
• 2. Reduce rate of THRUST CONT lelver changes
• 3. Land as soon a practicable

This will be indicated by power fluctuations (TQ, N1, (NG)), Fuel Flow, Rotor RPM, and PTIT indications with a set thrust position.

Load share switch - Select PTIT

• If engine power fluctuations are not corrected.
• 1. Load share switch - Select TQ.
• 2. No. 1 engine FADEC switch - REV.

• If engine power fluctuations are not corrected.
• 3. No. 1 engine FADEC switch - PRI.
• 4. No. 2 engine FADEC switch - REV.

• If engine power fluctuations are not corrected.
• 5. No. 2 engine FADEC switch - PRI.
• 6. Land as soon as practicable.

CAUTION: Do not manually select reversionary mode on affected engine as uncommanded power changes may occur.

• If Enging power is required for Flight:
• 1. Land as soon as possible

• After landing:
• 2. EMER ENG SHUTDOWN - (AFFECTED ENGINE)

• If engine power is not required for flight:
• 1. EMER ENG SHUTDOWN - (AFFECTED ENGINE)
• 2. FIRE PULL HANDLE - (AFFECTD ENGINE) - Pull
• 3. REFER TO SINGLE-ENGINE FAILURE EMERGENCY PROCEDURES

with both FACED and REV lights illuminated, no engine or RRPM (NR) control will be provided by the FADEC

• 1. Land as soon as possible
• 2. EMER ENG SHUTDOWN - As required

Most likely to occur when the ECL is advanced from BNG to FLT or during engine start.

Indications: loss of torque indication or erratic torque indications or failure of the n1 (NG) of an engine to acceralerate past 70% N1 (NG) when advancing the ECL to flt.

WARNING: Do not sutdown both enginges simultaneously. Maintain RRPM (NR) with the engaged engine until affected engine N1 (NG) reaches zero (0).

1. EMER ENG shutdown - (affected engine).

• When N1 (NG) reaches (0):
• 2. EMER ENG shutdown - (engaged engine).

CAUTION: Do not push FIRE PULL handle back in immediately after shutdown. This may cause a residual fire during shutdown.

• 1. FIRE PULL handle (affected engine) - Pull.
• 2. Normal Shutdown - Perform.

CAUTION: When the rotors stop turning, no hydraulic pressure is available to motor the engines. In the event of internal engine fire when engine motoring cannot be accomplished, use fire extinguishing equipment as necessary to extinguish the fire.

Apply external electrical and hydraulic power (if available) and continue with a normal shutdown. If not available:

• 1. No. 2 Engine - Perform a normal shutdown.
• 2. All unnecessary electrical switches (except BATT Switch) - OFF
• 3. GEN 1 and 2 switches - OFF
• 4. ENG COND 1 Lever - GND. Wait until PTIT decreases and then begins to increase; then move the ENG COND 1 Lever to STOP.
• 5. ENG 1 START switch - MTR if PTIT is above 350^oC until PTIT is below 260^oC.
• 6. Normal shutdown - Perform.

If one or both of the caution lights come on, check oil temperature and oil pressure indicators (affected engine) for abnormal indications. If indications on the oil temperature indicator is high or the indication on the oil pressure indicator exceeds limits, high or low, per form the following:

• If Engine power is required for flight:
• 1. Land as soon as Possible.

• If Engine power is not required for flight:
• 1. EMER ENGING SHUTDOWN - (affected engine).
• 2. Refer to single-engine faiulre emergency procedures.

• If Engine power is required for flight:
• 1. Land as soon as Possible.

• If Engine power is not required for flight:
• 1. EMER ENGING SHUTDOWN - (affected engine).
• 2. Refer to single-engine faiulre emergency procedures.

If an interposer block or rotor blade droop stop is not in place, the flight engineer will notify the pilot in command. All non-crew members will evacuate the aircraft to a safe position. If possible, crew will contact maintenance and attempt to engage interposer block with a high pressure water stream or prepare aircraft for shutdown in such a way as to minimize damage to the aircraft and components and prevent injury to personnel. If interposer blocks appears to be in place, the flight engineer will clear the pilot to shutdown the first engine. After the first eingine is shutdown, the flight engineer will observe the rotor blade tip path of the forward and aft rotor heads. A rotor blade drooping significantly lower than the other blades indicates a missing droop stop. In this case the remaining running engine condition lever (ECL) should be advanced until sufficient rotor RPM is achieved to lift rotor blades off of drop stops to ensure no blade contact with airframe and maintenance contacted to prepare aircraft for an emergency shutdown that will minimize damage to aircraft and injury to personnel.

• 1. EMER ENG SHUTDOWN.
• F 2. Affected engine transmission - Check
• 3. Land as soon as possible.

Trouble developing in the transmissions may be indicated by a tripped latch indicator. Information will be on the MAINTENANCE PANEL only. If a latch indicators trips, it may be reset once during the flight. If an indicators trips:

• FWD, COMB, or AFT ENGINE DEBRIS SCREEN indicator:
• F RESET / GND / TEST switch - Reset.

• If indicator does not reset or trips again:
• Land as soon as possible

• LEFT or RIGHT DEBRIS SCREEN indicator:
• F RESET / GND / TEST swtich - Reset

• If indicator does not reset and engine power is required then:
• Land as soon as possible.

• If indicator does not reset or trips again and engine power is not required then:
• 1. EMER ENGINE SHUTDOWN - (affected engine).
• 2. Refer to single-engine failure emergency procedures.

Developing trouble in the transmissions can be identified by high oil temperature or low oil pressure, as indicated by transmission temperature and pressure indicators and cautions. If an abnormal temperature or pressure indication develops, closely monitor the caution capsules. The XMSN OIL PRESS (main or aux) and XMSN OIL HOT caution capsules operate independently of the pressure and temperature indicating system and come on when a low pressure or high temperature condition occurs. Additional information may be obtained by the flight engineer checking the MAINTENANCE PANEL. The transmission temperature and pressure selector switches shall be used to assist in determining the defective transmission.

• AFT or AFT SHAFT (confirm AFT SHAFT with flight engineer):
• Land as soon as possible.

• FWD or COMB (MIX):
• 1. Altitude — Descend to minimum safealtitude.
• 2. Airspeed — 100 KIAS or Vne, whichever is slower.
• 3. Land as soon as practicable.

• LEFT or RIGHT
• Engine power is required:
• Land as soon as possible.

• Engine power is not required:
• 1. EMER ENGINE SHUTDOWN — (affected engine).
• 2. Refer to single-engine failure emergency procedures.

Land as soon as possible

• MAIN XMSN, (FWD, COMB (MIX) or AFT)
• Main transmission oil pressure and temperature are abnormal:
• Land as soon as possible.

• Main transmission oil pressure and temperature are normal:
• Land as soon as practicable

• FWD or COMB (MIX):
• Land as soon as possible.

• AFT transmission is indicated:
• 1. Land as soon as possible.
• 2. Electrical load — Reduce as much as possible.

• LEFT or RIGHT
• Engine power is required:
• Land as soon as possible.

• Engine power is not required:
• 1. EMER ENG SHUTDOWN.
• 2. Refer to single-engine failure emergency procedures.

Malfunctions in the torque measuring system can appear on the torquemeter as fluctuations, zero torque indication, sluggish movement, indications that are out of phase, or a stationary indication. If this occurs, proceed as follows:

• N1 (NG) and PTIT indicators — Check.
• N1 (NG)s and PTITs are not matched.
• 1. Load share switch — PTIT.
• 2. PTIT indicators — Check.

• N1 (NG)s and PTITs are not matched.
• Land as soon as practicable.

• N1 (NG)s and PTITs are matched.
• AC and DC Torque and Engine circuit breakers — IN.
• Fuel flow indicator — Monitor for matched fuel flow.

The safety of helicopter occupants is the primary consideration when fire occurs: therefore, it is imperative that every effort be made by the flight crew to put out the fire. On the ground, it is essential that engines be shut down, crew and passengers be evacuated, and fire fighting begun immediately. If the helicopter is airborne when the fire occurs, the most important single action that can be taken by the pilot is to land as soon as possible. Whether on the ground or in-flight, it is mandatory that the cockpit windows, air control handles and cockpit air knobs be closed to prevent smoke and fumes from entering the cockpit, unless the Smoke and Fume Elimination procedure has been executed. In flight, the pilot should execute the smoke and fume elimination procedure as necessary to prevent smoke and fumes from entering the cockpit. Fire extinguishers should be used to control or extinguish the fire.

WARNING Use fire extinguisher only in well-ventilated areas because toxic fumes of the extinguisher agent can cause injury.

A hot start will be detected by a rapid and abnormal rise in PTIT and/or by observing flames and black smoke coming from the engine tail cone. Complete the following on the affected engine.

ABORT START

• A residual engine fire may occur during shutdown. It is caused by residual fuel igniting in the combustion chamber.
• 1. ABORT START.
• 2. FIRE PULL handle (affected engine) — Pull.

• Normally an over temperature condition will cause the over temperature switch to stop APU operation: however, should a fire other than normal combustion occur at the APU, complete the following:
• 1. APU switch — OFF.
• 2. ABORT START.

NOTE Immediately motor engines alternately, until rotors are stopped, to reduce the possibility of engine residual fire.

Visible flames, smoke coming from the engine or the lighting of the respective FIRE PULL handle:

• 1. Land as soon as possible.
• F 2. Confirm Fire.
• 3. EMER ENG SHUTDOWN (affected engine).

• After landing:
• EMERG ENG SHUTDOWN

• 1. EMER ENG SHUTDOWN.
• 2. APU switch — OFF (if operating).
• 3. BATT switch — OFF.

Before shutting off all electrical power, the pilot must consider the equipment that is essential to the current flight regime; e.g. flight instruments, flight control systems, etc. If a landing as soon as possible cannot be made, defective circuits may be isolated by selectively turning off electrical equipment and/or pulling circuit breakers.

WARNING A dual engine flameout may occur if both generator switches are turned off above 6,000 feet PA. All fuel boost pumps will be inoperative

NOTE LCT and DASH actuators will remain programmed at the airspeed at which the generators were turned off. Normal engine trim is disabled when generators are turned off

• 1. Land as soon as possible.
• 2. GEN 1 and 2 switches — OFF.

• After landing:
• 1. EMER ENG SHUTDOWN.
• 2. BATT switch — OFF.

• 1. Airspeed — Above 60 KIAS.
• 2. Pilot’s sliding window — Open.
• 3. Helicopter attitude — Yaw left, one half to one ball width on turn and slip indicator.
• 4. Upper half of main cabin door — Open.
• 5. RAMP EMER switch — As required.

NOTE The combination of steps 2, 3, and 4 effectively evacuates the cockpit and forward cabin of smoke and fumes at airspeeds above 60 KIAS. Opening the cargo loading ramp evacuates the main cabin. With items in steps 2, 4,and 5 opened, intensification of a smoldering fire may occur. If the source of the fire cannot be determined, close the cargo loading ramp but keep the pilot’s windows and the upper half of the main cabin door open. This will allow the pilots to see the instrument panels and outside references for landing.

• 6. Cargo loading ramp — As required.
• 7. Copilot’s sliding window — Closed.
• 8. NVG curtain — Open (if applicable).

An auxiliary fuel pump failure will be indicated by an AUX PRESS indicating light, on the FUEL CONTROL panel, illuminating and/or the fuel quantity in the affected tank remaining at the same level. Should this occur, proceed as follows:

• 1. FUEL QUANTITY selector switch —Check.
• If one or both auxiliary fuel tanks have fuel remaining:

• 2. AC-DC FUEL PUMP circuit breakers — Check in.
• 3. FWD and AFT AUX FUEL switches (affected side) — OFF.
• 4. AUX FUEL PUMP switch — ON (each AUX tank with fuel remaining).

• If AUX PRESS indicating light remains on:
• 5. AUX FUEL PUMP switch(es) (inoperative pump(s)) — OFF. Monitor FUELQUANTITY indicator for the affected tank.
• 6. AUX FUEL PUMP switch(es) (operative pump(s)) — ON

Fuel venting from either main tank vent indicates a possibility of fuel cell over pressurization. Should venting occur:

• 1. AUX FUEL PUMP switches (affected side) or ERFS II pump switches if installed — OFF.
• 2. Main tank (affected side) — Monitor.

• When 1,000 pounds of fuel remain:
• 3. AUX FUEL PUMP switches (affected side or ERFS II (if installed) — ON (monitor fuel quantity).

• When tanks quantity reaches 1,600 pounds:
• 4. AUX FUEL PUMP switches (affected side) or ERFS II pump switches if installed — OFF.
• 5. Repeat steps 2 through 4 until auxiliary tanks are empty.

If both main tank fuel pumps fail, fuel will be drawn from the main tanks as long as the helicopter is operated below 6,000 feet pressure altitude. If the L or R FUEL PRESS caution comes on:

• 1. XFEED switch — OPEN (above 6,000 feet PA).
• 2. FUEL PUMP(S) circuit breakers — Check in.

Pump(s) are operational — Proceed with step 3.

• Pumps(s) are not operational — Proceed with step 4.
• 3. XFEED switch — CLOSED.
• 4. FUEL PUMP switches — OFF (inoperative pump(s)).

WARNING Failure of main tank fuel boost pumps with the crossfeed open and a fuel low condition may result in a dual engine flameout. Nose low attitude should be avoided. Nose low attitude inexcess of five degrees may cause fuel starvation prior to the fuel low caution light illuminating.

• 1. Fuel quantity — Check individual tanks.
• 2. XFEED switch — As required.
• 3. Land as soon as practicable.

If the L FUEL LOWand R FUEL LOWcaution come on (both caution lights on either L or R side) perform the following:

WARNING Failure of main tank fuel boost pumps with the crossfeed open and a fuel low condition may result in a dual engine flameout. Nose low attitude should be avoided. Nose low attitude inexcess of five degrees may cause fuel starvation prior to the fuel low caution light illuminating.

• 1. XFEED — CLOSED.
• 2. Land as soon as possible.

NOTE If either an AC or DC system fails with no bus tie, the hydraulic oil cooler fans will not function.

The primary caution segment lights to look for when determining whether a bus tie exists are: L or R FUEL PRESS, NO. 1 or NO. 2 RECT OFF, and NO. 1 or NO. 2 AFCS OFF (all on the failed GEN side). If any of these lights illuminate along with their associated GEN OFFcaution, a bus tie does not exist.

• If no bus tie exists:
• 1. GEN switch — OFF RESET, then ON.

• If the power is not restored:
• 2. Land as soon as possible.

• If a bus tie exists:
• 1. GEN switch — OFF RESET, then on.

• If power is not restored:
• 2. GEN switch — OFF.
• 3. Land as soon as practicable

Should both generators fail, both transformer-rectifiers will also be disabled. This condition will be indicated by loss of both AFCS (which can result in abrupt attitude changes) the lighting of both AFCS, OFF, GEN OFF, and RECT OFF caution. Since there will be a loss all primary attitude, instrument, navigation and stabilization systems, the primary concern is to land as soon as possible and the secondary concern is to restore electrical power. The only electrical power available will be 24 VDC from the battery.

CAUTION: If both generators fail, the main tank boost pumps will be inoperative. If flight is conducted above 6,000 feet PA, descend below 6,000 feet PA as soon as possible to avoid a dual engine flameout. If applicable, reduce airspeed to 100 KIAS or Vne, whichever is slower. LCT and DASH actuators will remain programmed at the airspeed at which the generators failed.

Land as soon as possible.

• If unable to land proceed as follows:
• 1. Airspeed — Below 100 KIAS.
• 2. Altitude — Below 6,000 feet PA.
• 3. AFCS — OFF.
• 4. PDPs — Check circuit breakers and place gang bars down.
• 5. Each GEN switch — OFF RESET, then ON.

• Electrical power is restored (from either generator):
• Land as soon as possible.

• Electrical power is not restored (from either generator):
• 1. APU — Start.
• 2. APU GEN — ON.
• 3. Land as soon as possible.

NOTE: If a DC bus-tie does not occur (No. 2 Rect Off), power to open the cargo hooks in normal mode is not available and the associated hydraulic cooler fan will not function. The primary caution segments to look for when determining whether a bus tie exists are the L or R FUEL PRESS lights (if the crossfeed valves are closed) and the NO. 1 or NO.2 AFCS OFF. The FUEL PRESS and AFCS OFF caution lights will be illuminated on the failed RECT side. If any of these lights illuminate along with their associated RECT OFF caution, or any system is lost a bus tie does not exist.

• DC bus tie has not occurred:
• PDPs — Check.

• Electrical Power is not restored:
• Land as soon as possible.

• DC bus tie has occurred (only the RECT OFF caution will be on):
• 1. PDPs — Check.
• 2. Land as soon as practicable.

When both transformer-rectifiers (TR) fail, all equipment on the No. 1 and No. 2 DC buses will be disabled. Equipment which will be lost includes all fuel boost, both AFCS, accompanied by abrupt attitude change, and both torque indicators. The only source of DC power is the battery.

CAUTION: If both transformer rectifiers have failed, the main tank boost pumps will be inoperative. If flight is conducted above 6,000 feet PA, a descent below 6,000 feet PA must be initiated as soon as possible to avoid a dual engine flameout. If applicable, airspeed should be reduced to 100 KIAS or Vne, whichever is slower. LCT and DASH actuators will remain programmed at the airspeed at which the transformer rectifiers failed.

• If both transformer rectifiers fail, perform the following:
• Land as soon as possible.

• If unable to land, proceed as follows:
• 1. Airspeed — Below 100 KIAS.
• 2. Altitude — Below 6,000 feet PA.
• 3. AFCS — OFF.
• 4. PDPs — Check circuit breakers in.
• 5. DC Crosstie circuit breakers on both NO. 1 and NO. 2 PDPs — Pull out.
• 6. DC equipment — OFF or pull out circuit breakers on essential, switched battery, and hot battery buses.
• 7. Land as soon as possible

O 1. BATT CHGR circuit breaker — Out, then in.

• If the BATT SYS MAL caution remains on:
• 1. BATT switch — OFF.

WARNING: The power transfer pumps were designed for ground checkout of the flight control system and have the capacity to pressurize the system for gentle maneuvers only. Rapid control inputs must be avoided to preclude upper boost actuator stalling (binding) and/or jam button extensions. Use the power transfer pumps in flight is restricted to these emergency conditions only.

• Fluid loss is evident:
• Land as soon as possible.

• Fluid loss is not evident:
• 1. PWR XFER 1 or 2 switch (affected system) — ON.
• F 2. MAINTENANCE PANEL — Monitor.
• 3. Land as soon as possible.

• High fluid temperature is evident.
• Land as soon as possible

If both hydraulic systems fail, flight controls cannot be moved. In addition, the No. 1 and No. 2 AFCS-OFF caution will illuminate.

• 1. PWR XFER 1 and 2 switches — ON.
• 2. Land as soon as possible

The nature and location of the system failure may result in a loss of one or more subsystems. The affected subsystems may be isolated by using one or more isolation switches. These isolation switches may include the brake-steer, ramp, swivel switch, stater switches, winch-PTU-cargo hook switches. The FE/CE may need to add oil to the utility hydraulic system after a faulty subsystem has been isolated.

• Fluid loss is evident:
• 1. Isolation switch — OFF (affected subsystem).
• 2. Land as soon as possible.

• Pressure is restored:
• 1. Land as soon as practicable.
• F 2. MAINTENANCE PANEL — Monitor.

• Fluid loss is not evident:
• 1. APU — Start.
• 2. Land as soon as practicable.
• F 3. Maintenance Panel — Monitor if temps or pressure are abnormal or abnormal vibration occurs.
• a. Land as soon as possible.

• High fluid temperature is evident:
• Land as soon as possible

The HYD PUMP FAULT indicating light for the No. 1 and No. 2 flight control hydraulic pumps, utility hydraulic pumps, and APU hydraulic pump can be identified on the maintenance panel. Should the indicator lamp illuminate, perform the following:

• 1. Land as soon as practicable.
• F 2. Maintenance panel — Monitor.

• If temperatures or pressure are abnormal or an abnormal vibration occurs, perform the following:
• 1. Land as soon as possible

AUTOROTATE

If ditching is to accomplished while power is still available, plan the approach so that the final descent is made at 90° to the primary wave pattern and terminates in a hover 5 to 10 feet above the water. When stabilized in hover, discharge the passengers or wait until the helicopter is in the water and the rotors have stopped turning. If ditching becomes necessary, proceed as follows:

• 1. Land in the water away from personnel.
• 2. EMER ENG SHUTDOWN

When committed to a S/E landing, it is sometimes possible to terminate the approach at a hover; however it is recommended that a roll-on landing or an approach which terminates on the ground be used if terrain conditions allow

External cargo must be jettisoned as soon as possible. If a landing in trees is imminent, it is important to stop the forward motion of the helicopter before entry into the trees.

• Power off:
• AUTOROTATE.

• Power on:
• 1. Approach to a hover — 5 to 10 feet above tree level.
• 2. EMER ENG SHUTDOWN.
• 3. AUTOROTATE.

Should the system fail during cruise, with the cyclic trim system programmed for maximum forward tilt of the rotors, an abnormal nose-up attitude will result with decreasing airspeed. Should one or both cyclic actuators fail in full retract position, airspeed must be limited according to Vne for retracted longitudinal yclic trim. With both LCTs partially or fully retracted, maintain below Vne and if failure occurs extended, maintain airspeed at or above 60 KIAS or until the approach to landing. Should the longitudinal cyclic trim system fail, perform the following:

• If in AUTO mode:
• 1. Airspeed — Adjust.
• 2. CYCLIC TRIM circuit breakers — Check in.

• If LCT operation is not indicated:
• 3. CYCLIC TRIM switch — MANUAL.
• 4. FWD and AFT CYCLIC TRIM switches — Adjust for airspeed.

• If LCT operation is still not indicated.
• 5. FWD and AFT CYCLIC TRIM switches — RET for 30 seconds, before landing.

• If in MANUAL mode:
• 1. Airspeed — Adjust.
• 2. CYCLIC TRIM circuit breakers — Check in.

• If LCT operation is not indicated:
• 3. CYCLIC TRIM switch — AUTO.

• If LCT operation is still not indicated:
• 4. CYCLIC TRIM switch — MANUAL.
• 5. FWD and AFT cyclic trim switches — RET for 30 seconds, before landing.

If both actuators are retracted, the landing will be normal. If one or both actuators fail in extended position, the pitch attitude of the helicopter will be higher than normal during 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 gears are on 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

A malfunction of the AFCS can usually be detected by an abrupt attitude change (hardover) or unusual oscillations 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 initiated 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 SEL switch — OFF.

1. AFCS SEL switch — OFF.

• If IMC:
• 2. Land as soon as practicable

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 asingle AFCS failure.
• 1. Airspeed — Adjust 100 KIAS or Vne, whichever is slower.
• 2. Affected VGI switch — EMER.
• 3. AFCS — Select remaining system.