CAL-141

CAL-141 •	CRM: Decision making, Assertiveness, Mission analysis, Communication, Leadership, Adaptability/flexibility, Situation awareness.  

Aircraft Clearance:
Either a clearing pass or competent land zone control personnel are required for landing in a zone. The crewchief shall give a verbal report clearing the a/c to the L,R, underneath and behind. CC will also give a verbal report that the a/c is clear of obstacles on the ground before touchdown is made. A no-hover landing is preferred when a brownout is possible; however the primary concern is maintaining clearance from obstacles. Sufficient power shall be momentarily maintained on the aircraft to keep it light on its wheels to correct for unforeseen ground hazards prior to a complete power reduction.  Rotor to Ground Clearances: Forward 11'8" Aft 16'8"  Nosewheel to Mainmounts: 24'10"  Fuselage Length:45' 8" Rotor Disk Length:84'4" Stubwing to Stubwing: 14'9" Rotor Dimension: Blade 25'6" Disk Diameter 51' 

Zone Brief:
o	Height of obstacles that determine the approach angle o	Size and topography of the zone o	Wind direction and velocity o	Possible loss of wind effect o	Power available o	Departure/Waveoff route<BR> <BR>

Confined Area Landing:
The GS will fall between a steep approach and a normal approach. When heavy and steep, power settling and uncontrollable rates of descent are possible. With a sloped LZ, it is advisable to set the parking brake prior to landing. Up slope landings may be accomplished by switching the cyclic trim to TAXI. This allows for a more nose high attitude to conform to the slope. Cross slope landings shall be made by placing the up-slope main mount on the ground first. Coordinate gradual power reduction with lateral cyclic into the slope until the down slope main mount is firmly on the ground. Do not allow a rolling moment to develop. If the cyclic contacts the control stops or rotor clearance is marginal, reestablish the hover and land somewhere else. After landing and determining that the aircraft will maintain position, neutralize the cyclic and collective to 3* detent. Note cyclic trim setting prior to take off. <BR> <BR>

Obstacle Approach:
HOGE power must be available for an obstacle approach.<BR> o	Approach LZ to a hover 10’ above the obstacles.<BR> o	Once CC clears the aircraft, reduce power to land.<BR> o	All drift must be eliminated during the descent<BR> o	Do NOT attempt to land if visual contact with the ground is lost, execute an instrument T/O.<BR> <BR> •	Mainmount Landing: (AKA pinnacle landing)<BR> o	Set parking brake<BR> o	Terminate approach in a 10’ hover over the IPOL.<BR> o	CC directs aircraft into position for mainmounts on deck.<BR> o	Over the desired area, lower collective and minimize drift.<BR> o	Once on deck, reduce power and apply slight aft cyclic to maintain weight on the mainmounts. When taking off, reestablish the hover before transition. <BR>

Waveoff:
It may be necessary to climb to reacquire forward visibility prior to lower the nose to accelerate. Arrest rate of descent, level the wings, cyclic for manpower required, acknowledge the waveoff call, obtain 200’ AGL and 70 KIAS. <BR>

Obstacle Takeoff:
Takeoff to a hover, stabilize and check torque. Climb vertically until the tip path plane is above any obstacles before applying forward cyclic. If in a zone with dust and debris, do not hover before climbing. <BR>

Landing in Trees:
A power-off landing into a heavily wooded area can be accomplished by executing a normal autorotative approach and flare. The flare should be executed so as to reach zero groundspeed as close to the top of trees as possible. As the helicopter settles, increase collective pitch to maximum.