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Decreasing % RPMR Warning
G t E L t o a p d n r M F F o N l.
%R R w d b n o r i M F F o N l a e.
- Going to ECU LOCKOUT to obtain additional power does not remove Maximum Fuel Flow or Ng limits.
- %RPM R will decrease below normal operating range if Maximum Fuel Flow or Ng limits are exceeded.
Decreasing % RPMR Caution
W e i c w E P C l i L, e r i m f a T l s i i.
C m b t n t e T l a k % R R a % R 1 a 2 i o r.
- When engine is controlled in LOCKOUT, engine response is much faster and TGT limiting system is inoperative.
- Take care not to exceed TGT limits and keeping % RPM R and % RPM 1 and 2 in operating range.
Decreasing % RPMR Note
I %R d f xx% t xx-xx% d s f, c t.
I t a e a b M T A, a t i % R R w E R t s.
- If % RPM R drops from 100% to 95-96% during steady flight, check torque 1/2.
- If torque are equal and below Maximum Torque Available, attempt to increase % RPM R with ENG RPM (INCR/DECR) trim switch.
Decreasing % RPM R.
I a e c u f t t l s a t o e i u t p s t, % R R w d.
C - A t c % R R.
E a s-e a. M % T a xx% b o e.
E P C l (l % T/T T e) - L.
L a s a p.
If an engine control unit fails to the low side and the other engine is unable to provide sufficient torque, % RPM R will decrease.
- Collective - Adjust to control % RPM R.
- Establish a sing-engine airspeed.
- ENG POWER CONT lever (low % TRQ/TGT TEMP engine) - LOCKOUT. Maintain % TRQ approximately 10% below other engine.
- Land as soon as practicable.
Increasing % RPM R.
% R R i w r f a e c s f t t h s.
% R 1 a 2 (N) w i w t r % R R.
1. E (h % T/ T e) - R, m % T ~xx% b o e.
I a e d n r t E m b/t f a i, H m b m i.
3. E s e a.
4. P E E S (?)
5. R t s e e.
% RPM R increasing will result from an engine control system failing to the high side. % RPM 1 and 2 (Np) will increase with the rotor % RPM R.
- 1. EPLC (high % TQ/ TGT engine) - Retard, maintain % TRQ ~10% below other engine.
- 2. Land as soon as practicable.
If affected engine does not respond to EPCL movement b/t fly and idle, HMU may be malfunctioning internally.
- 3. Establish single engine airspeed.
- 4. Perform Emergency Eng Shutdown (affected engine)
- 5. Refer to single engine ep.
%RPMR Increasing/Decreasing (Oscillation)
I i p f a m t o t c c t a e t o.
T o e w r t t c i p b a o, o w s a.
1. E s e a.
2. S r E o t s e.
I O s:
3. P t e i L a m c p.
4. L a s a p.
I o c:
5. P E b t F a r E o t o e.
6. P t e i L, m c t p.
7. L a s a p.
It is possible for a malfunction to occur that can cause the affected engine to oscillate. The other engine will respond to the changes in power by also oscillated, often with smaller amplitudes.
- 1. Estb single engine airspeed.
- 2. Slowly retard EPLC of the suspected engine.
- If Oscillation stops:
- 3. Place that engine in Lockout and manually control power.
- 4. Land as soon as practicable.
- If oscillation continues:
- 5. Place EPCL back to Fly and retard EPCL of the other engine.
- 6. Place the engine in Lockout, manually control the power.
- 7. Land as soon as practicable.
Trq split bt engines 1 & 2.
- 1. If TGT temp of one engine exceeds 850'c, retard EPCL on that engine to reduce TGT. Retard EPCL to maintain tq ~10% below other engine.
- 2. If TGT temp limit of either engine is not exceeded, retard EPCL on high %tq and observe tq of low power engine.
- 3. If %tq of low power engine increases, EPCL on high power engine - retard to tq~10%b.
- 4. If %tq of other engine does not increase, or RPMR decreases, EPCL - return to fly.
- 5. If add'l power is required, low power EPCL, momentarily move to lockout and tq~10%b.
- 6. Lasa prac.
- On ground:
- EPCL in Idle - Ng 3-4% higher than normal.
- EPCL in Fly - Tq split (single engine malfunction)
- In flight:
- Initial takeoff (during collective increase) - Increased tq split (single engine malfunction)
- Low power descent (lowering collective to minimum) - Rapid rise in engine %RPM and %RPMR
- On ground:
- Shut down and consult maint
- In flight:
- Lasa Prac.
- 1. Perform a normal approach, avoiding low 2. power autorotative descents.
Engine Compressor Stall
N r b a n b o p n a p a y.
N a b r i i T a f i N S, % T, a % R r f t a e.
1. C - R
I c p:
2. E (a e) - R, T S d.
3. E (a e) - F
I s c r:
4. E s e a.
5. E e s (a e)
6. R t s e f E.
- Normally recognized by a noticable bang or popping noise and possible acft yaw.
- Normally accompanied by rapid increase in TGT and fluctuations in Ng Speed, % TRQ, and % RPM remaining for the affected engine.
- 1. Collective - Reduce
- 2. EPCL (affected engine) - Retard, TGT Should decrease.
- 3. EPCL (affected engine) - Fly
- If stall condition recurs:
- 4. Estb single engine airspeed.
- 5. Emergency eng shutdown (affected engine)
- 6. Refer to single engine failure EP.
#1 Oil filter bypass or #2 Oil filter bypass caution appears.
- 1. EPCL - Retard
- 2. Lasa Prac
#1/#2 Engine Chip, #1/2 Engine Oil Press, #1/#2 Engine Oil Temp Cautions
1. E s e a.
2. E (?) -R, t r t.
I o p i b m l o i o t r a m l.
3. E e s (a e)
4. R t s e f E.
- 1. Establish single engine airspeed.
- 2. EPCL (affected engine) -Retard, to reduce torque.
- If oil pressure is below minimum limits or if oil temperature remains above max limits.
- 3. Emergency engine shutdown (affected engine)
- 4. Refer to single engine failure EP.
Engine high-speed shaft failure.
P f: l h-s r a v f e a.
C f: l b a s %T d t z o t a e.
%R o a e w i u o s i a.
1. C - a.
2. E s e a.
3. E e s (a e) d n a r.
4. R t s-e f e.
- Partial failure: loud high-speed rattle and vibration from engine area.
- Complete failure: loud bang and sudden %TRQ decrease to zero on the affected engine.
- %RPM of affected engine will increase until overspeed system is activated.
- 1. Collective - adjust.
- 2. Estb single engine airspeed.
- 3. Emergency engine shutdown (affected engine) do not attempt restart.
- 4. Refer to single-engine failure ep.
Lightning Strike Warning
L s m r i l o a f c f, e c, a/o e p.
Lightning strikes may result in loss of automatic flight control functions, engine controls, and/or electric power.
M c o o b e t i p m p w n T l o o p.
S i m a b i.
I t o, f c w h t a E a r t c %R b s a f.
I p, p s r s t xx k t r c o m xx% r s.
1. E(?) - a a r t c % R
2. L a s a p
- May cause one or both engines to immediately produce maximum power with no TGT limiting or overspeed protection.
- System instruments may also be inop.
- If this occurs, flight crew would have to adjust EPCLs as required to control %RPM by sound and feel.
- If pratical, pilot should reduce speed to 80 kts to reduce criticality of maintaining 100% rotor speed.
- 1. EPCLs - adjust as required to control % RPMR
- 2. Possible