TM  1-1520-240-10            9-1-27 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 control. 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. 9-1-68.  Ditching. 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 the touchdown. 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 plastic panels. 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 excessive. 2.   Low  wind  and  calm  water.  Follow  the  pro– cedure above to the point of the deceleration. Reduce speed to approximately 40 knots and then establish a nose-up attitude of 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 becomes necessary: AUTOROTATE 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. Power on: 1.   Approach to a hover — 5 to 10 feet. 2.   EMER ENG SHUTDOWN. 3.   AUTOROTATE. Power off: AUTOROTATE.