Kazan Helicopters Mi-17-1V Flight Manual page 64

MI1-17·1B. Flight manual
Warning: If during the FT-EEC circuit serviceability test the FT1 TEST -
OPERAT - FT2 TEST selector switches being set to FT1 TEST or
FT2 TEST position and the Main Rotor RPM being 91,5±20/0, the
FREE TURB OVERSP L (R) ENG annunciator is not ON or is
flashing the operation of the engine with EEC is prohibited until
the trouble is shot. At main rotor overspeed 113±2% the EEC
switches the engine off and the yellow annunciator, located on the
LH
instrument panel, goes on.
(8) Test the dust protection device as follows:
(a) Set the engine ENG DUST PROT LEFT - RIGHT
(mY •
IlEB
nPAB) selector switch on the right panel of electric overhead panel
to ON (BKJl.) and observe the L DUST PROT ON (IlEB
my
BKJlI04EH), R DUST PROT ON (nPAB.
my
BKJlI04EH) annun-
ciators to come on and the turbine inlet gas temperature to rise by
10 to 15°C.
Note. The dust protection device is functionally checked with the
throttle control twist grip turned to the right.
(9) Check the main rotor speed vibration range as follows:
(a) Operate the collective pitch control lever to set a pitch of 3° as read
by the main rotor pitch indicator and rnake sure that the throttle con-
trol twist grip is set to the rightmost position, and the main gearbox
oil temperature is not less than 30°C.
(b) Deflect down the main rotor speed trim selector switch on the col-
lective pitch control lever and after the main rotor speed stops
changing check RPM value which should be 91±2%
(c) Deflect the speed trim selector switch up and make sure that the
main rotor speed is 97
~~
%.
If the upper limit of the main rotor speed of
97~i
% is not attained warm
up oil in the main gearbox up to a temperature of 40 to 60°C and repeat
the check. After completion of the main rotor speed variation range check
operate the speed trim selector switch to set the main rotor speed to 95%
and deflect the collective pitch control lever fully down.
(10) The following types of run up are established for ground tests of the en-
gines and their systems:
(a) Simultaneous run up of the engines at a power rating at which the
helicopter liftoff is excluded.
(b) Independent run up of the engines at the limited takeoff power. In
so doing, the engines not to be run up should be shut down.
(c) Engines testing at hovering.
(11) The firs!typ§!Qf run upisus§!<l f()L<:O§!cking thes§!rviceClPility
()ftheen- .
gines and their systems at the beginning of the day's (night's) flying.
The second type of run up is used after replacement or adjustment of the
power plant unit, main and tail rotors, after scheduled maintenance op-
erations, as well as after elimination of troubles detected in flight.
The third type of run up is used for the purpose of checking the joint op-
eration of the engines, as well as for functional check of the power plant
before each flight (Ref. 4.2).
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