e. Stop all drift and perform the initial touchdown on the
upwind aft landing gear. In a strong wind it may be neces-
sary to hold the helicopter in what is , in effect, a slip by cross
f. After touchdown, allow the helicopter to settle on the
other landing gear. Perform the ground roll in the same
manner as a landing made into the wind.
9-1-67. Emergency Entrance.
a. Access to the cockpit is through the pilot and copilot
jettisonable doors. (Figure 9-1-2).
b. Entry to the cargo compartment can be accomplished
by opening the cabin door, upper cabin door escape hatch,
cabin escape hatch, ramp escape hatch, and cutout panels.
All escape hatches can be opened by pulling out the yellow
tab and pushing out the panels.
c. Entry to the aft cargo compartment can be made by
manually positioning the ramp control (exterior access) to
the open position.
There is sufficient buoyancy and lateral righting moment
to remain afloat and upright for a sufficient length of time
to permit the passengers and crew safe egress. Refer to
figure 9-1-9 for desired ditching exits for clearing of pas-
sengers and crew.
9-1-69. Ditching Power ON.
If ditching is to accomplished while power is still avail-
able, 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 helicop-
ter is in the water and the rototrs have stopped turning.
If ditching becomes necessary, proceed as follows:
1. Land away from personnel in water.
2. EMER ENG SHUTDOWN.
9-1-70. Ditching Power OFF.
a. Maintain the desired airspeed at or above the mini-
mum R/D airspeed and RRPM in the normal operating
range by adjusting the thrust as necessary. At approximately
100 feet above the water, perform a gradual longitudinal
flare. Allow the RRPM to increase to the upper limit so that
maximum benefit can be gained from the inertia to cushion
b. At approximately 30 feet above the water, the final
attitude should be adjusted, not to exceed 20_ nose-up. An
excessive nose-up attitude will reduce the clearance be-
tween the water and the aft rotor baldes and concentrate
impact forces on the aft fuselage.
c. R/D should be the minimum attainable at water entry
and must be considered regardless of water entry speed.
The water entry speed should be as slow as possible with-
out sacrificing helicopter control.
d. Helicopter attitude at water entry is very important and
relates directly to water-entry speed. At zero and up to 30
knots, the pitch attitude at water entry is dictated primarily by
the clearance between the water and the aft rotor blades
and should not exceed 20_ nose-up. Entry speeds up to
approximately 40 knots require a pitch attitude of approxi-
mately 15_ to prevent high concentrated impact loads on the
extreme aft bottom of the fuselage. However, it is also impor-
tant not to allow the pitch attitude to become less than
approximately 5º at the highest water entry speeds since
there is a possibility of breaking the lower nose enclosure
e. The actual touchdown on the water will probably be
governed by one of the following conditions:
1. High wind and rough water. Use thrust as
necessary to minimize R/D at water entry. Do
not hesitate to use the remaining thrust at
water entry if the R/D is judged to be
2. Low wind and calm water. Follow the pro
cedure above to the point of the deceleration.
Reduce speed to approximately 40 knots and
approximately 5_ to 10_. Just prior to water
entry, increase thrust to cushion the aft landing
gear contact with water. Attempt to havr the
R/D as low as possible when using this
technique. As the helicopter decelerates,
attempt to hold the nose out of water. As the
speed diminishes to 10 knots or less, lower the
thrust control smoothly and return the controls
to neutral. The helicopter does not display any
tendency to pitch down upon water entry. Also,
the aft landing gear acts to create a
decelerating force on the water. If ditching
9-1-71. Landing With One Engine Inoperative.
When committed to a S/E landing, it is sometimes possible
to terminate the approach at a hover; however it is recom-
mended that a running landing or an approach which termi-
nates on the ground be used if terrain conditions allow.
9-1-72. Landing in Trees.
External cargo must be jettisoned as soon as possible. If a
landing in trees is imminent, it is important to stop the for-
ward motion of the helicopter before entry into the trees.
1. Approach to a hover 5 to 10 feet.
2. EMER ENG SHUTDOWN.