Just a couple of observations.....I flew AH-1's off and on from 1969 - 1992 as a pilot, instructor pilot, and test pilot.
A dual hydraulic failure in this case is not impossible but highly unlikely. I can only remember one that was not due to combat damage. The AH-1G thru S Models will fly acceptably on one system, the emergency procedures are really based on a single system failure becoming a dual system failure over time, so they call for a run-on landing. With the addition of the K747 (Kaman) blades there was a problem discovered with a single system not being able to overcome the aerodynamic forces for collective settings above approximately 42 lbs (75%) torque, but there were no cyclic limitations associated with these blades. There are some single system characteristics that could influence aircraft control in a steep bank that close to the ground however.
1. For a #1 SYS failure, the pedals become very stiff as the #1 SYS is the only boost on the T/R servo. Additionally you will lose YAW SCAS.
2. #2 SYS failure, you will lose PITCH & ROLL SCAS.
3. If the power applied/required was above approximately 75%, you would be faced with an involuntary collective reduction as the "down force" on the K747 blades is quite high.
4. If this aircraft was a TH-1 variant another factor is in play with a #2 SYS failure. The front seat controls in the AH-1 have a "side arm" cyclic on the right side (much like the F-16, but mechanically linked). It made it difficult for an IP to overpower a student control inputs due to a mechanical disadvantage. A fix was developed for a limited number of airframes by adding two small servos on the right side between the front and rear seat cyclics. This equalized the mechanical advantage between the crew stations, however it added an additional characteristic in the event of a #2 SYS failure. The additional servos were connected to the #2 system only, so if the #2 SYS failed, the cyclic in both crew stations became noticeably stiff as you were having to move to small "failed" servos. This might be a factor in a low level steep turn, if the aircraft involved was a "TH-1" variant, as the cyclic would become fairly stiff at the same time that PITCH/ROLL SCAS failed.
It's been a while, but I think I got all of that stuff right
