Fam 1

=Discuss=

ORM Checklist
Be prepared to discuss this brief. There are laminated copies in the squadron briefing spaces and some studs print out a copy and put it in their kneeboards. The guide below is current as of Aug 2006 with HT-8 additions. TW-5 TH-57 ORM BRIEFING GUIDE I. Crew Rest - Has everyone been afforded sufficient crew rest? II. Human Factors III. Weather - Will weather impact the safe completion of flight? IV. Flight Phase: The following have been determined to be high risk areas and should be given special consideration:
 * 1. IPs/Aircrewmen/Observers- 12 hours debrief to arrival at squadron
 * 2. SNAs: 12 hrs debrief to brief.
 * 3. When did you enter the squadron for official duties?
 * 1. Personal/family/relationship issues
 * 2. Work distractions
 * 3. Health issues/medications
 * 4. Crew composition vs controllability.
 * 1. Forecast/ SIGMETs (direction of movement)
 * 2. Heat/humidity (as cause of dehydration/fatigue, Aircraft Performance)

V. Currency/Cumulative Flight Time
 * 1. SNA-When did you last fly?
 * Warm-up Criteria:
 * Less than 7 calendar days - None
 * 7-13 days - 1 Optional
 * 14 days 1 Mandatory; 1 Optional
 * 2. IP-Flown in last 21 calendar days?
 * a.IP Night currency? Has IP flown at night in last 90 days?
 * b.IP Model Aircraft Currency:
 * If in TH-57B, has IP flown in TH-57B in last 90 days?
 * Has IP flown a Contact 'B' event in the last 21 days?
 * 3. Flight Equipment Currency
 * 4. Read and Initial Board Currency
 * 5. IP Cumulative Flight Time: Will IP exceed max night time prescribed by CTW5INST 3710.8?

VI. SNA Double-Scheduled?
 * 1. If SNA is currently on SMS or previous flight in block was unsatisfactory, SNA's second event is cancelled. Notify Flight Leader ASAP to prevent further double-scheduling.

VII. Should flight be flown with onwing/Standardization/IPC or FPC Instructor?

VIII. Was previous flight in stage incomplete? Determine necessary items to grade

IX. Was previous flight unsatisfactory? Determine if SNA should progress to next event.

X. Is flight EOB? Determine necessary maneuvers to perform.

XI. Training Time Out Brief (applies to all flights in TH-57)

XII. Off-duty ORM: Briefly discuss risk management with regard to off-duty activities, especially if the flight is at the end of the work week. Log ORM counseling as required per CNATRA.

DEBREIF GUIDE I. Unsatisfactory Overall Sortie Grade: If scheduled for second flight, notify FDO for cancellation. SNA should nott be double-scheduled. II. Unsatisfactory grade: III. Incomplete event: Annotate items graded on additional ATF for SNA to present at next brief IV. Crew Rest/Crew Day: Notify ODO if changes to schedule are necessary. V. Off-duty ORM: Restate the importance of applying ORM to off-duty activities. Ensure ORM counseling has been logged as required.
 * a. If events remain in block, student shall progress to next event, until third consecutive unsatisfactory.
 * b. If no syllabus evens remain, repeat last event in the block until the student meets MIF, or third consecutive unsatisfactory.
 * c. Check ride or third consecutive unsatisfactory event shall be documentd on a pink ATF and delivered to student training immediatly after all of IP's flights are complete. SNA will report to student training following debrief. Notify FDO.

Flight line operations (to include taxi signals)
The flight lines are labeled Alpha through Hotel. The engine shall not be started without a fire guard standing by and manning the proper fire fighting equipment. Initial takeoff and air taxi shall be under the direction of a plane captain until the helicopter is established on the taxiway.

Takeoff / Landing Pads

Note:
 * 1. During night operations all takeoffs and landings shall be made on the duty runway.
 * 2. Section / division approaches shall be made to the duty runway.

South Field Departures
 * i) When utilizing Spot 1 or 2, switch to Tower (4) and request takeoff at hold short line.
 * ii) When taxiing through Spot 1 for takeoff at spot 4 turn right on runway 3, remaining at least 200 feet right of landing Spot 1, hold short of runway 32 and contact tower for departure.

(1) Coordination will be effected between the Ground Controller and Tower Controller when aircraft will taxi right of Spot 1 for departure from Spot 4.

Full taxi clearance is:
 * “(call sign), taxi to Spot 4 via runway two three, remain two hundred feet right of Spot 1, hold short of runway three two.”

Full taxi clearance will be issued by Ground control in short form as follows:
 * “(Call sign), taxi to Spot 4, wind ____ at ____, time ____”

Pilot’s acknowledgment of the sort form clearance shall be acceptance of the full taxi clearance as written above.



SOUTH FIELD DEPARTURE ROUTES
A. During VFR operations, there are two VFR departure points from South Whiting Field - POINT ABLE and POINT BAKER. (See figure 3-3.)


 * 1. 	POINT ABLE is the water tower located approximately 3/4 mile southeast of NAS South Whiting. All aircraft proceeding to POINT ABLE after takeoff shall climb to 900 feet MSL, accelerate to 100 KIAS and proceed to POINT ABLE. At the intersection of Coldwater Creek and Blackwater River (POINT FISH), switch to desired frequency and proceed to the site or operating area.

NOTE.-	POINT ABLE Is In close proximity to GCA traffic for run way 32.


 * 2. 	POINT BAKER is located at the water tower bearing the inscription "POINT BAKER" west of the intersection of Highways 89 and 87. All aircraft proceeding to POINT BAKER after takeoff shall climb to 900 feet MSL, accelerate to 100 KIAS and follow the channel outbound. Remain on Tower frequency until reaching Pond Creek Bridge.

B. Turns after takeoff shall be made at the upwind end of the runway in order to avoid maintenance patterns and must remain within the field boundaries. Unless otherwise directed by Tower, takeoff and turns shall be made as follows: [[image:Outboundwest21.jpg|right|frame|NOTE:	All turns across the extended centerline of the approach end of rwy 32 shall be between the approach numbers and field boundary due to GCA traffic 2 mile turnout. Avoid overflying Langley Road on a runway 32 departure.

NOTE: 	Proceeding southeast, use caution to avoid GCA traffic.

NOTE:	Simulated emergencies/engine failures may be practiced within the South Whiting Class C airspace but never inside of POINT ABLE or BAKER. All aircraft shall avoid overflight of houses during descent and climbout.]]

OUTBOUND CHANNELS
A. West


 * 1. 	Upon reaching POINT BAKER at 900 feet MSL and 100 knots, join the out-bound channel which follows a track of approximately 26510 directly to Pond Creek bridge on Highway 191 north of NOLF Spencer as shown in figure 3-4. Ali channel traffic shall monitor South Whiting Tower until reaching Pond Creek Bridge.


 * 2. 	Aircraft westbound from Pond Creek Bridge (except those inbound to NOLF Pace) climb to 1100 feet MSL and remain clear of NOLF Pace and J22 airstrip. Utilize the north side of Hwy 184 to cross the Escambia River.

B. East


 * 1. Upon reaching POINT ABLE at 900 feet MSL and 100 KIAS proceed on course 110 degrees to the intersection of Coldwater Creek and Blackwater River (POINT FISH). Upon reaching Blackwater River, switch to desired frequency. (Refer to figure 3-5.)

INBOUND CHANNELS
Aircraft in the main channel have the right-of-way over traffic joining the channel. The main channel is defined as course rules from Site 8 to Highway 90 continuing along Highway 89 to POINT IGOR Additionally, aircraft entering the eastern channel from Harold have the right-of-way at POINT JUNIPER over traffic from the eastern training area. Prior to entering the channel, switch to South Whiting Tower and report at the channel entry point with call sign, entry point, and the letter designator of the current ATIS information.
 * A. Right-of-way / Channel Entries

Example: "South Whiting Tower, Eightball 156, WHISKEY with information Foxtrot."

If traffic in the channel precludes your entry, turn to parallel the channel in the opposite direction and turn behind the aircraft when clearance permits. Channel entries shall be made at channel airspeed (100 KIAS) and altitude.


 * B. Channel Entry Points
 * 1. 	During VFR operations, there are five entry points to join the inbound channels. (See figure 3-6.) Aircraft returning from Site 8, Spencer, Pace and the western operating area shall utilize POINT WHISKEY or POINT SNAKE. Aircraft returning from Santa Rosa shall utilize POINT ECHO or POINT VERTOL. Aircraft returning from Harold and the eastern operating area shall utilize POINT JUNIPER, POINT VERTOL. or POINT ECHO. Aircraft returning from East Bay area shall utilize POINT VERTOL or POINT ECHO. Aircraft returning from the western operating area may return by entering the inbound channel at the triangle factory. Channel altitude is 900 feet MSL and 100 knots. From the triangle factory follow the south side of Hwy 184 and switch to South Whiting Tower frequency prior to intersecting Hwy 90 (approximately one mile west of Spencer). After joining Hwy 90 proceed in accordance with the channel route returning from Site 8 to POINT WHISKEY.
 * 2. 	The entry points and their respective channels are defined as follows:
 * a.	POINT WHISKEY is the intersection of Highway 90 and Avalon Boulevard. After receiving clearance, continue along Highway 90 to Highway 89 (POINT HUGHES), turn north and follow Highway 89 to the intersection with Highway 87 and the power lines (POINT IGOR).
 * b.	POINT ECHO is the intersection of Interstate 10 and Highway 89, the first overpass east of the Blackwater River. After receiving clearance, turn to a course of approximately 300° and- proceed to POINT IGOR via POINT HUGHES. Be alert for conflicting traffic from Peter Prince and POINT WHISKEY. POINT WHISKEY traffic has the right-of-way at POINT HUGHES.
 * c.	POINT VERTOL is the intersection of Highways 90 and 87, approximately 2 NM northwest of Santa Rosa. After receiving clearance, descend to 700 feet MSL and proceed north to POINT BELL, while following the east side of the power lines. Be alert for Peter Prince traffic on the left and POINT ABLE departures on the right.
 * d.	POINT JUNIPER is the bridge oriented east-west, which crosses Juniper Creek, located approximately 085R/6 DME from the NSE TACAN. Aircraft returning from the eastern operating area will enter the channel on a course of 2700 after receiving clearance. Turn to a course of approximately 2450 at 100 KIAS and 700 feet MSL, and proceed to POINT CYPRESS.
 * e. POINT SNAKE is the intersection of the power lines and Highways 197 and 197A. After receiving clearance proceed east along the power lines at 700 feet MSL and 100 kts to POINT FOG (intersection of the power lines and Hwy 191). Continue along the power lines to the intersection of Hwy 87 (and the power lines (POINT IGOR).

NOTE: Power line entries to South Whiting should be alert for aircraft entering from NOLF Spencer at the junction of the power lines and Pond Creek. Aircraft established on the Power line prior to POINT SNAKE have the right-of-way.

SOUTH FIELD PATTERN ENTRY POINTS

 * A. During VFR operations, there are three pattern entry points into the local pattern: POINT IGOR, POINT BELL, and POINT CYPRESS.


 * B. The homefield traffic pattern entry points are defined as follows:
 * 1. POINT IGOR, which is fed by POINTS WHISKEY, ECHO and SNAKE, is the intersection of Highways 87 and 89 (at the power lines) located southwest of South Whiting Field. (See figure 3-7.) When the southern channel (POINT WHISKEY) is unusable, aircraft returning from the west may utilize the Power line entry. Intercepting the power lines, descend to 700 feet MSL and report POINT SNAKE.
 * 2. 	POINT BELL, which is fed by POINT VERTOL, is the intersection of the power lines and the Blackwater River between Peter Prince and Tower 438. POINT BELL entries require prior permission from the tower prior to departing POINT VERTOL. POINT BELL entries will not be approved if GCA operations are in progress at South Whiting Field. (See figure 3-8.)
 * 3. 	POINT CYPRESS, which is fed by POINT JUNIPER, is the intersection of the Big Coldwater River and a dirt road which runs approximately 2600 from the bend in the paved road. (See figure 3-8.)

NOTE: All terminal area maneuvering is to be accomplished inside Pt. Able to avoid conflict with outbound traffic and GCA's.


 * C. 	Upon reaching the entry point, contact South Whiting Tower and report position and intended point of landing (i.e., "South Whiting Tower, Factoryhand 242, IGOR for SPOT 1 "). Descend to 700 feet MSL, turn to an appropriate heading to enter the traffic pattern, and perform the landing checklist. Maintain 100 KIAS until nearing the field boundary.
 * D. 	Turns for entry into the traffic patterns from the three entry points are as follows:
 * 1 . From POINT IGOR:
 * 2.	From POINT BELL:


 * 3. From POINT CYPRESS:

NOLF SPENCER (Field elevation 151 feet)

 * A. 	Field Entry. After crossing the entry point (Pond Creek Bridge) all Spencer traffic shall fly south to enter the field on the assigned course as shown in figure 4-1, switch to Spencer NOLF frequency, and make the radio call "Spencer (call sign), Pond Creek Bridge, inbound." Spencer crash shall respond with the course in use. Descend to 700' MSL and perform landing checklist after crossing the power lines. Decelerate to pattern airspeed prior to crossing the field boundary. To avoid the departure point, the entry track for a course of 360 circles to the west. Use caution to avoid overflying Pace High School.


 * B. 	Point Snake Entry. Aircraft arriving from the west shall proceed via normal course rules to POINT SNAKE and shall report "POINT SNAKE inbound." Descend to 700 feet MSL, perform landing checklist, and slow to pattern airspeed prior to splitting field.


 * C. Pattern Entry. The courses at NOLF Spencer are aligned on cardinal headings. The course in use will be oriented to land traffic into the wind and will be changed as the wind shifts. Entry into the traffic pattern is accomplished by overflying the centerline of the field on the course in use at 700 feet MSL as shown in figure 4-2. Immediately prior to crossing the downwind field boundary, each aircraft shall transmit its call sign and "splitting Spencer for the left/right" or if splitting Spencer for the apex," and type of flight ("FAM-2") to alert other aircraft at the site. The downwind leg should be flown outside the field boundary, transitioning to pattern altitude. Regardless of the assigned course, the field shall be divided into a left and a right pattern by the centerline. A maximum of six aircraft are allowed to operate in the left pattern. A maximum of five aircraft are authorized to operate in the right pattern. Two aircraft may operate in the low work area of each pattern.

Site Operations



 * 1. 	Infield Area. The infield is the grass area surrounded by the asphalt runways depicted in figure 4-3. The crash crew and student staging area (the "Alamo") are located in its center,. Low Work operations are allowed but not encouraged in this area due to obstacles and numerous taxiing aircraft.


 * 2. 	Low Work Area. Low work area is defined as the upwind half of the field. When the wind is not aligned with the course line, cutguns in an air taxi may be performed into the wind when inboard of the upwind normal approach spots and upwind of all runways. Simulated engine failures and simulated emergencies may terminate in the low work area. Aircraft must back taxi to the normal landing area for transition to forward flight.


 * 3. Normal Landing Area (NLA) Defined as the downwind half of the field, the normal landing area is divided into three lanes for each pattern (left or right), as shown in figure 4-4. There is no priority given to left or right landing spots in the normal approach lane of either pattern, but when aligned with the course line on final to the landing spots, all normal and precision approaches shall terminate at the most upwind available spot. The spots are numbered from left to right, upwind to downwind for each course and side (figure 4-4). Prior to transition to forward flight, clearing turns must be performed to ensure safe separation from other aircraft. Transition to forward flight must commence from the normal landing area.


 * 4. 	No Man's Land. An apex at Spencer is defined as the protruding section of pavement created by the junction of non-cardinal runways. No-man's land is defined by two sets of lines: 1) the edge of the infield and the downwind field boundary, and 2) the imaginary lines parallel to the course line tangent to the outboard edges of the downwind apex. The only maneuvers performed in it are initial approaches to the infield ("splitting Spencer for the apex") and in the taxi phase of course changes when no man's land restrictions do not apply. No other maneuvers are permitted in no man's land.


 * 5. 	Air Taxi. Aircraft may taxi in any direction over the infield and only on cardinal headings (N, S, E, W) outside of the infield, except that taxi is allowed over the yellow taxi lines (and through any squares) along the entire length of ,diagonal runways 4/22 and 13/31.


 * 6. 	Crosswind Turns. Crosswind turns shall be commenced as soon as possible after passing 200 feet AGL of altitude and the upwind runway numbers and ensuring clear of traffic in the direction of the turn. The crosswind leg shall be flown perpendicular to the course line until crossing the field boundary to maximize visibility and collision avoidance, as depicted in figure 4-2.


 * 7. 	Boost-off Approaches. SNA boost-off approaches should be completed to an air taxi over a paved runway, if available. Practice boost-off approaches to the deck shall not be conducted with students on board.

E. Pattern Departures Aircraft departing NOLF Spencer shall normally depart at the southeast corner of the field boundary and shall enter perpendicular to the inbound channel. Dual flights may depart Spencer to the north (northeast corner for courses 360, 180, and 090; northwest corner for course 270). To return to homefield, depart from the appropriate northern corner, turn to 360 once clear of all patterns, climb to 700'MSL, and report "power lines inbound' to South Whiting Tower. Dual flights departing to the north to proceed to the north or west shall take off on the course in use, depart from the appropriate northern corner, proceed on course 360 once clear of all patterns, and climb to and maintain 1100'MSL until clear of Pond Creek Bridge. A departing call is mandatory. Example: "Eightball 143 departing Spencer" or "Eightball 143 departing Spencer to the north." FAM solo flights may depart to the north only if deteriorating weather precludes a departure from the southeast corner.

F. 	To Transit from Spencer to Pace. Aircraft should make standard departure to the north, return to Pond Creek Bridge maintaining 1100 feet MSL. Then turn to a westerly heading, descend to 900 feet MSL and use normal Pace entry procedures.

NOTE:	No simulated engine fallures / emergencles shall be initiated prior to Pond Creek Bridge.

NOTE:
 * 1.	Utilize extreme caution when departing to the north and avoid traffic inbound to Spencer.
 * 2.	Aircraft departing Spencer for FAM flight	airwork In the vicinity of NOLF Pace, remain clear of .122 airstrip (located north	of Pace on Route 19 1) by one mile north / south and 314 mile west.

G. Fueling Operations

One cold and one hot fueling spots are available at NOLF Spencer (see figure 4-6). Aircraft must be under direction of a plane captain in order to taxi into any spot. The north pad shall be used for hot refueling, and the south pad shall be used for cold refueling. Figure 4-6 shows the procedures for entering the hot pits. Aircraft waiting to refuel shall ensure that adequate space is available to allow aircraft to taxi safely into and out of the fuel pits and crew change area. Crew swaps are not allowed on the north side of Alamo. Alert the crash crew via the radio of your intentions when taxiing Into the Infield, Le, refueling or crew change. FAM students shall not taxi the aircraft into or out of the fuel pits. Aircraft utilizing the refueling/crew change area are not included in the 15 aircraft limitation set for the site.

NATOPS Manual / NATOP S Charts/Aircraft Discrepancy Book
The NATOPS Manual is set up into 12 Parts with several chapters in each part.

The Pocket Checklist has several charts that can be readily utilized by the pilot:
 * Airspeed Calibration Chart
 * Density ALT / Temp conversion chart
 * OC – OF Conversion Chart
 * SHP vs Torque
 * Torque Available (cont Operation)
 * Fuel Flow Vs Torque
 * Idle Fuel Flow ChartHover – Torque Required Charts
 * Climb Descent Chart
 * Loading Tables
 * Longitudinal CG Limits
 * Fluid Specification Tables
 * System Capacity Table
 * Engine TOT vs %Nf
 * Cruise Charts
 * Hover Endurance Chart
 * Airspeed Operating Limits Chart
 * Wing limitation Chart

Prior to Preflight or hot-seating, the SNA and PIC shall review the Aircraft Discrepancy Book for, ensure its certification safe for flight, and note any discrepancies. The PIC will sign for its acceptance. No pilot shall accept an aircraft which is not mission capable or appropriately configured for the flight to be flown.

Squadron SOP

 * 1.	General. Refer to instructions written under higher authority for other operating procedures. Refer to the Squadron Flight Instructor Standardization and Training (FIST) Program instruction for procedures governing flight instructor standardization and training.
 * 2.	Crew Day/Crew Rest.
 * a.	Crew day for students will be 12 hours; ten hours for solo students. Crew day for instructors is defined by official duties and will not exceed 12 hours. Instructors are expected to use good judgment in balancing flight instruction and other responsibilities. Instructors shall have 12 hours from debrief to brief.
 * b.	Crew rest for students will be 12 hours and 30 minutes from debrief to brief. Thirty minutes is allotted to give students time to do the weight and balance. These terms only apply to scheduled graded events for Student Naval Aviators. Example: Debrief ended at 1900, SNA can brief no earlier than 0730 the next day.
 * c.	The minimum crew rest between a syllabus safe-for-solo check flight and the solo event is one hour. The rest period commences at the end of the check ride debrief and ends when ready to brief the solo flight. The rest period can include time spent post-flight at the crash crew building of OLF Spencer or in transit to NAS Whiting as a passenger.
 * 3.	Instructor Warm-up Criteria. Instructor warm-up criteria is described in the Squadron FIST.
 * 4.	SNA/Winger Warm-up Criteria. Wingers and completers used as solo observers must have flown as a pilot at the controls within 14 days prior to the date of the event to be observed. SNA warm-up criteria is described in the Master Curriculum Guide.
 * 5.	Weight and Balance. All SNAs shall have a weight and balance form introduced on FAM-0 and completed for every flight thereafter. The forecast maximum density altitude shall be used on all forms.
 * 6.	Boost-off Approaches. SNA practice boost-off approaches should be completed to an air taxi over a paved runway, if available. Practice boost- off approaches to the deck shall not be conducted with students on board. IP boost-off approaches to the deck shall be performed on a paved runway.
 * 7.	Simulated Engine Failures. When practicing simulated engine failures or autos at OLFs, if the aircraft is not aligned into the courseline or wings level with a headwind component by 1501 AGL, a waveoff shall be executed. If landing aligned with a headwind vice the courseline, the IP will ensure the landing area is clear.
 * 8.	Waveoffs. Waveoffs, away from the site and in the channel, shall be initiated by the instructor no lower than 300' AGL to recover no lower than 200' AGL and no slower than 50 kts. All other waveoffs shall be initiated and completed no lower than 500' AGL. Either pilot can be at the controls during the waveoff.
 * 9. 	Radar Altimeter. An intermittent or inoperative radar altimeter will terminate low level BI flights over water. With an inoperative radar altimeter, low level BI flights may be continued no lower than 700' MSL over land using the barometric altimeter. Refer to RWOP for night Radar Altimeter Procedures.
 * 10. Force Trim. Force trim must be operational for all student instructional flights
 * 11. Ground Handling Wheels. While installing ground handling wheels, HT-8 personnel shall wear a helmet with the visor down. Personnel not assigned to HT-8 or the civilian contractor shall not assist in the installation or removal of ground handling wheels, except at military bases when transit line personnel have been appropriately briefed on ground handling wheel procedures.
 * 12. Normal/Recover Switch. The normal/recover switch in the TH-57C should be in the "recover" position between official sunset and sunrise.
 * 13. Carbon Lock
 * a.	If the blades will not turn backwards on preflight or fail to turn by 25% Ng on start, carbon lock should be suspected. Carbon lock procedures shall be IAW TW-5 Carbon Lock checklist.
 * b.	During cold weather operations, locked blades may be an indication of a frozen turbine. No start will be attempted. The aircraft is down.
 * 14. Passenger Manifesting Requirements. Passengers shall be manifested by aircraft side number at the site if not on the acceptance sheet for that aircraft. Instructors shall give their onwings a passenger brief on FAM-1. No more than two passengers are permitted.
 * 15. Aviation Training Forms. SNAs shall ensure ATFs are routed to the IP immediately upon completion of the event with required information completed. Required information includes SNA and IP's names, ranks, SSN's and flight to which assigned. IPs shall ensure that ATFs are completed and forwarded within 24 hours to the flight leaders. Special attention must be given to the timely submission of end-of-stage ATFs. ATFs for incomplete and UNSAT events shall be completed immediately upon the instructor's return and given to the flight leaders.
 * 16. Approved Destination for Solo ONAV and AIRNAV Flight.
 * a.	ONAV solos must have 1500/3 minimum weather for departure, enroute, and at the destination (+/- 1 hr of ETA). One of the pilots must have been to the destination before and international students must have a co-pilot who has previously been to the destination. Instructors shall use these destinations for ONAV 1 or 2, cross countries excepted. Approved destinations for ONAV 3 and 4 (out and in) solos are:
 * Keesler AFB (BIX)
 * Maxwell AFB (MXF)
 * Tyndall AFB (PAM)
 * b. 	AIRNAV solos must have 1500/3 for departure and at the destination 1 hr of ETA). AIRNAV solos shall not execute any practice approaches enroute or practice approaches at the destination. Approved destinations for AIRNAV 6 and 7 (out and in) solos include:
 * Keesler AFB (BIX)
 * Maxwell AFB (MXF)
 * Tyndall AFB (PAM)
 * Dothan, AL (DHN)
 * Tallahassee Regional (TLH)
 * Panama City (PAM)
 * Gulfport (GPT)
 * Montgomery (MGM)
 * Andalusia (79J)
 * c.	AIRNAV 6 and 7 RON solos are not normally permitted due to daily and turnaround requirements unless going to the same location as an instructor or an instructor will be available to complete the daily/turnaround. However, cross country requests for AN6-7 RON solos may be submitted to Operations not later than 10 days prior to proposed departure date for approval on case by case basis. Proposed flight plan, jet logs and fuel plan will be submitted with the request. A certification of qualification to perform daily/turnaround inspections must be completed and submitted prior to approval of the cross country request. The destination must be a military field or civil airfield with a military tenant and military ramp.
 * d.	Deviations from planned routes shall be relayed to the HT-8 Flight Duty Officer and FSS.
 * e. 	"Temporary", "Becoming", "From", "Probability", and "Scattered/ Variable Broken" conditions below 1500/3 at the destination constitute a ceiling.
 * f.	ONAV and AIRNAV solos shall plan to be on deck at their destination at least 30 minutes prior to official sunset. Solos shall not depart from an airfield if their next destination cannot be reached at least 30 minutes prior to sunset. If circumstances enroute preclude landing at destination prior to sunset, solos shall land at a suitable alternate airfield enroute.
 * 17. Fuel Valve Pin. The fuel valve pin shall not be pulled during start.
 * 18. Hotseating.
 * a.	Hotseats to or from FAM solos shall be conducted on the flight line. Students shall turn on the search light to get preferred parking. Hotseat to or from upper stage solos (AIR NAV, HTAC-11) may occur in the crew change.
 * b. 	Solo aircraft are not permitted to taxi into the fuel pits. However, AIR NAV or HTAC-11 solos may taxi through the fuel pit area to hotseat in the crew change.
 * 19.	Helmets. Helmets shall be worn while preflighting on top of the aircraft. Hearing/eye protection shall be worn when within 100' of turning aircraft.
 * 20.	Minimum Crew/Instrument Flight. The minimum crew requirements for the conduct of simulated instrument flight are, in addition to the pilot at the controls, a pilot qualified in model occupying the other pilot seat and a qualified observer occupying the seat immediately behind the pilot using a vision restricting device. The observer shall be in ICS contact with the pilots at all times.

VFR scan (integrated)
The pilot must perform flight maneuvers in the FAM stage primarily by outside visual references with secondary reference to flight instruments. Control changes required to produce a given attitude by reference to the horizon in VR flight are identical to those used in instrument flight, and the pilot’s thought processes are the same. Attitude control is stressed in terms of pitch, bank, power and trim control. Instruments are grouped as they relate to control function and aircraft performance as follows:

Pitch Instruments: Attitude Indicator, Altimeter, Airspeed Indicator, VSI, Radar Altimeter

Bank Instruments: Attitude Indicator, RMI Turn Needle and Ball

Power Instruments: Torque Gauge, Airspeed Indicator.

During VFR flight, the majority of the pilot’s attention is directed outside the cockpit, as the pilot scans for attitude in relation to the horizon in addition to traffic lookout and avoidance. If flying straight and level, the horizon is maintained at a given level across the wind screen with constant power, airspeed, altitude, and a zero rate on the VSI. If the pilot inadvertently pulled on the cyclic, the aircraft would deviate from straight and level ad would be recognized immediately by the wrong attitude in comparison to the horizon. With the integrated scan, the pilot recognizes these changes early and eases the cyclic forward to return the nose attitude to its proper relationship to the horizon and all instrument indications back to the proper parameters.

Trim techniques
Every pilot will have a slightly different technique for using the force trim.

However, they will all follow the same basic guidelines. The TH-57 incorporates a cyclic force trim system which helps the pilot relieve control pressures that may be felt through the cyclic control. A trim button is located on the cyclic. The trim system utilizes magnetic brakes on the cyclic. Generally, in a hover or any flight profile in which the cyclic is trimmed and steady, small corrections should be made around the trimmed cyclic position using it as a reference. If a new attitude is desired, or a large correction is required, the cyclic position should be changed by depressing the force trim button. The proper way to use the force trim is to depress the force trim, set the new attitude, then release the force trim and make small corrections around the new trim point. Do not move the cyclic and then depress the button a “kick” will be felt a the pressure is released.

The following trim techniques should be avoided:
 * 1. Not trimming
 * 2. Holding the trim button in continuously (the equivalent of turning off the trim system)
 * 3. “Machine Gunning” (rapid continued depressing of the force trim button even in the position where it is not desired)


 * Note:	Maintain Positive control of the cyclic while the rotors are turning.
 * Note:	The TH-57 does not have a trim system on the Collective control.

Crew coordination (DAMCLAS)

 * DECISION MAKING: the ability to use logical and sound judgement based on the information available.
 * ASSERTIVENESS: the willingness to actively participate and the ability to state and maintain your position.
 * MISSION ANALYSIS- the ability to coordinate, allocate, and monitor crew and aircraft resources.
 * COMMUNICATION : the ability to clearly and accurately send and acknowledge information, instructions, or commands; and provide useful feedback.
 * LEADERSHIP: the ability to direct and coordinate the activities of other crew members, and to stimulate the crew to work together as a team.
 * ADAPTABILITY / FLEXIBILITY: the ability to alter a course of action to meet situational demands.
 * SITUATIONAL AWARENESS: the ability to maintain awareness of what is happening in the cockpit and in the mission.

Ground effect (demonstrated)
While the helicopter is in a hover and in other flight conditions close to the ground, it encounters ground effect (figure 3-13), a favorable aerodynamic phenomenon which requires less power. Less power is required because there is less induced drag to overcome while "in ground effect." Since all of the induced velocities are reduced in ground effect and the velocity of air which flows through the rotor system and reaches the ground goes to zero, induced drag is reduced and less engine power is required (figure 3-14). As the helicopter moves vertically from the ground to a distance out of ground effect (approximately one rotor diameter), the blades "see" a greater induced velocity because the flow of air in the wake below the rotors is unimpeded. Combined with rotational velocity, the resultant velocity is pointed slightly more downward, tilting the lift vector aft, increasing the induced drag and power required to hover. The power savings can amount to as much as 20 %.

=Demonstrate=

NATOPS brief
NATOPS BRIEF FOR FAM's Conduct of Flight "We have helicopter 123. We will Eightball 123. We are on spot Hotel 1." "Our mission will be the completion Of (two) FAM (#'s)." "LTJG Humptysquat will fly first, and I will fly second. “We will be departing from South Whiting Field and flying CR’s to Spencer, where we will operate until we have completed the assigned flights or have had to abort due to weather, maintenance, or an unforeseen other. Then we will depart and fly course rules back to South Whiting Field." On the UHF, we will be Operating on presets 1 for ATIS, 3 for Ground, 4 for Tower, 5 for Base, (8 For Spencer) The VHF will be manually set with 121.95 for Instructor Common with the standby set at 121.4 for S. Whiting Tower. Ground references but we will have 112.3 (N. Whiting) and 115.9 (Crestview) set in the VOR for backup." The FAM (#) will be approx - 2+00 and the FM (#) will be	a 2+00. We will call outbound 1 and 2, 4+00 and extend with ground, If necessary. "We will burn 25-30 gal. an hour. It will take up 50-60 gal. per flight. At 20 gal., we should get the Low fuel light and should start thinking about refueling. We will be on deck with ≥10 gal. With a Boost Pump failure, we'll be on deck with ≥20 gal. Refueling is available at Spencer and Homefield." "Completed -Is computed to be within limits- A Copy will be left with the ODO before we depart."
 * 1.	Helicopter assignment and location.
 * 2.	Mission
 * 3.	Sequence Of Events
 * 4.	Operating and Landing Area
 * 5.	Applicable Preset Freq's / Manual Freq's-
 * 6.	Primary NAVAIDS
 * 7.	Flight Duration
 * 8.	Fuel Planning
 * 9.	Weight and Balance
 * 10. 	Flight Publications Required
 * On board we should have a:
 * NATOPS PCL
 * Pensacola Area Training Chart
 * On Scene Commander Checklist
 * VFR Sectional
 * Vol. 12 Approach Plates
 * Low Altitude Chart (17/18)

Passing Controls
The contact FTI only mentions "passing controls" once and it is on page 1-6 where it says "Instructor Pilot, Instructor Under Training, or Student Naval Aviator briefs passing flight controls (three way) per NATOPS. (Communication)."

Despite what it says above the TH-57 NATOPS never mentions "passing flight controls." So what to brief? How about this:

1.One of us will be on the controls any time the rotors are turning.

2.Controls will taken using the three way method. i.e. Controls will not be released by the pilot having the controls taken until the entire sequence is complete
 * I have the controls.
 * You have the controls.
 * I have the controls.

3. Controls will also be given using the same three way method i. e. As above, the pilot initiating the pass will not release the controls until the entire sequence is complete. When passing or taking the controls emphasize the word controls.
 * You have the controls.
 * I have the controls.
 * You have the controls.

4.In the event that a pilot is unsure who has the controls that pilot will control the aircraft and initiate the three way exchange: "I have the controls..."

5. In the event controls must be taken to initiate a waveoff or evasive action the pilot not at the controls will make the appropriate control inputs and as soon as circumstances permit initiate the three way exchange.

6. The pilot not at the controls will take controls and simultaneously announce, "I have the controls," if safety parameters are exceeded. (FTI 1-7)

7.Hot seating: a positive three way exchange of controls will occur before the student exits the aircraft. Ensure the twist grip has been retarded to flight idle before allowing any personnel to enter or leave the rotor arc.

8.One of us will be on the controls any time the rotors are turning.

Entering/Exiting Rotor arc
From NATOPS page 5-4: 5. Embarking and disembarking of the helicopter. Never approach the helicopter rotor. Never walk under the rotor system of an engaging or shutting-down helicopter (characterized by slow rotor rpm). Enter and exit helicopter rotor arc from the front of the aircraft under positive control of the pilot (thumbs-up indication).

That means after you get out and close your door you must stay at the front window until you have the thums up to exit.

HT-8 SOP adds: Helmets with visors down shall be worn at all times when within 100' of turning aircraft.

Engine starting procedures
START CHECKLIST 1. Twist Grip........ Twist grip to full open, back to flight idle, Then push idle release button and turn until fully closed CLOSED 2. Fuel Valve........ON, FUEL PRESSURE IN THE GREEN 3. Rotors........... CLEAR ON THE RIGHT, NO TIEDOWNS, "Clear on the Left, No Tiedowns" 4. Fireguard......... Give engine start signal... SET {Look for thumbs-up from plane captain} 5. Engine Start........ SIR, GET THE FUEL VALVE IN CASE OF A HOT START; TELL ME IF THE ROTORS AREN'T TURNING BY 25% (Abort Start if not)Ng; STARTING ON THE ____ {Time: 3,6,9,or12} ( © Battery Start, don’t open twist grip if battery relay light not illuminated                         indicates override circuitry failed, may result in battery damage) Starter on ... STARTER ON, ____ VOLTS {17 volts min}(less means immenent HOT START  start with APU) ENGINE OIL PRESSURE RISING {Watch for Starter Failure} TOT LESS THAN 150 Ng 15%(if below 7C open at 13%), INTRODUCING FUEL, THUMB ON BUTTON {Watch for Eng Fire light} Twist grip to flight idle ... LIGHT OFF, MONITORING TOT {Watch for Igniter Failure} TOT STABLE{Watch for Hot/Hung Start}(abort if going through 840C) TRANSMISSION OIL PRESSURE RISING {In helo on cool days oils may take longer to heat up} (abort if not positive by 30% Nr) Ng 58%, STARTER OFF Starter off ... START TOOK ____ SECONDS {max 60sec if light-off in 20 sec} 6. Engine/Xmissn Oil Pressure... ENGINE OIL PRESSURE IN THE GREEN {min 50psi@Ng<79, 90@79-94%, 115@>94%} (COLD MAX – Eng Oil – 150psi / Xmssn Oil – 70psi) (fluctuate 3-5psi w/in normal range) TRANSMISSION OIL PRESSURE NORMAL FOR THIS PHASE {RISING to 30-50} 7. Position Lts.......... OFF or ON, FLASHING (night) 8. APU.............. NOT USED or REMOVE 9. Battery Switch ........ ON or APU REMOVED, BATTERY ON 11. Audio/Mute........ AUD 12. Instruments........ CHECKED NORMAL {Looking for gauges in green} 13. Caution Panel ....... CHECKED TWO NORMAL {Gen Fail, Low Rotor RPM, possibly third, Xmsn Oil Pressure}

Operation of engine anti-ice
Operation of the engine during icing conditions could result in ice formation on the compressor front support. If ice were allowed to build up, air flow to the engine would be restricted and engine performance decreased. The engine has an anti-icing system to prevent ice formation on the compressor front support. The anti-icing system includes an anti-icing valve mounted at the 12 o'clock position on the front face of the diffuser scroll, two stainless steel lines between the anti-icing valve and the compressor front support, and passages within the compressor front support. The pilot must turn on the anti-icing system when encountering icing conditions. When this system is on, hot compressor discharge air is directed to two ports on the compressor front support. Hot air flows between the walls of the outer skin into the hollow radial struts through the struts, and between the walls of the hub. Anti-icing air is exhausted out of slots on the trailing edges of the struts and out of holes in the hub. The flow of the hot anti-icing air keeps the temperature of the compressor front support above the freezing point of water.

Note: Engine anti-icing will remain in the last energized position in the event of an electrical failure.

Vertical takeoff and landing
A.	Maneuver Description. A vertical landing enables the pilot to land from a hover. B.	Application. The helicopter is landed by maintaining the hover attitude and smoothly lowering the collective until the skids come into contact with the ground and the weight is smoothly transferred from the rotor to the skids.

C.	Procedures
 * 1.	SMOOTHLY LOWER THE COLLECTIVE TO BEGIN A SLOW RATE OF DESCENT.
 * 2.	USE PEDALS TO MAINTAIN HEADING AND CYCLIC TO ELIMINATE DRIFT.
 * 3.	THE RATE OF DESCENT MAY SLOW OR STOP AS THE HELICOPTER NEARS THE GROUND. CONTINUE THE DESCENT WITH SLIGHT COLLECTIVE PRESSURE.
 * 4.	WHEN ON THE GROUND, SMOOTHLY LOWER THE COLLECTIVE TO THE FULL DOWN POSITION.

NOTE:	In a no-wind condition, it will be necessary to displace the cyclic to the left to overcome the anti-torque thrust from the tail rotor and prevent the aircraft from drifting right. Because of this the helo will take off right skid first and land left skid first.

D.	Amplification and Technique
 * 1.	The pilot should stay as relaxed as possible. Make smooth and timely corrections.
 * 2.	With the helicopter stabilized in a five foot hover and heading into the wind, begin a slow rate of descent by applying slight downward pressure on the collective. As the aircraft descends, adjust antitorque pedals as necessary to maintain heading and adjust the cyclic to eliminate any drift. If you have the correct attitude, the helicopter will not drift, so constantly correct to the proper level attitude.
 * a.	The rate of descent will tend to slow or stop as the helicopter approaches-the ground. This tendency is due to the increased influence of ground effect with the decrease in distance between the rotor system and the ground.
 * b.	Do not over control the cyclic at this point; maintain the "out" portion of your scan. Continue the descent with slight downward collective pressure, and the helicopter will move through this ground effect until ground contact is made.
 * c.	When the skids touch the ground, lower the collective smoothly to the full down position, and adjust cyclic as necessary to prevent any tendency to drift as the skid gear conforms to the ground plane. Apply antitorque pedal as necessary to maintain heading.
 * d.	Constantly cross check all visual reference points. Hover the helicopter by maintaining a constant attitude. Fly PRESSURES on the controls and not a movement of the controls. A series of small corrections are better than one large correction. Do not attempt to lower the collective rapidly after the skids are on the ground. The landing is not complete until the collective is fully down.

E.	Common Errors and Safety Notes
 * 1.	Overcontrolling collective pitch control.
 * 2.	Improper use of cyclic control, allowing aircraft to slide over the ground after contact.
 * 3.	Improper use of antitorque pedals, allowing the nose of the aircraft to yaw.
 * 4.	Avoid landing the helicopter with any drift. Lateral drift on touchdown can lead to dynamic rollover. Rearward drift can result in tail rotor strike. Forward drift is not desired.
 * 5.	Failure to maintain the hover scan; i.e., allowing scan to come in too close to the aircraft and staring through the chin bubble.
 * 6.	"Feeling" for the ground with collective. Remember, every landing should be a surprise.
 * 7.	Anticipating ground contact and lowering collective too quickly, resulting in a firm landing. Remember, if you have done it right, you will barely feel it.

Air taxi procedures and signals
A.	Maneuver Description. The air taxi enables the pilot to move the helicopter from one position to another.

B.	Application. Air taxiing is utilized extensively to maneuver the aircraft from one position to another.

C.	Procedures D.	Amplification and Technique
 * 1.	FROM A HOVER, DISPLACE THE CYCLIC IN THE DESIRED DIRECTION OF MOVEMENT.
 * 2.	UTILIZE PEDALS TO MAINTAIN HEADING, COLLECTIVE TO MAINTAIN ALTITUDE, AND THE CYCLIC TO MAINTAIN THE DESIRED RATE OF MOVEMENT.
 * 3.	AIR TAXIING SHALL BE CONDUCTED AT A REASONABLE RATE OF SPEED SUCH THAT A SAFE LANDING CAN BE ACCOMPLISHED IN THE EVENT OF A LOSS OF POWER.
 * 1.	From a hover, apply sufficient cyclic to establish a slow rate of movement over the ground in the desired direction of movement. Use antitorque pedals to maintain heading, collective to maintain altitude, and cyclic to maintain the desired direction of movement.
 * 2.	If you have a crosswind, apply lateral cyclic into the wind to maintain ground track.
 * 3.	A combination of collective pitch and cyclic governs starting, stopping, and rate of speed while taxiing.
 * 4.	Standard taxi signals are depicted below.
 * 5.	Taxi signals are advisory only, except for "HOLD" which is mandatory. The pilot is responsible for the safe operation of the helicopter.
 * 6.	Air taxi speeds within the line environment should be no faster than a man can walk.

E.	Common Errors and Safety Notes
 * 1.	If the wind across the deck exceeds 15 knots, turns more than 90 degrees from the wind line should be avoided if possible. Maximum sideward airspeed is 25 knots and 15 knots is the maximum airspeed for rearward flight. However, the airspeed indicator is inaccurate in sideward and rearward flight and airspeed must, therefore, be estimated based on the combined effect of ground speed and winds.
 * 2.	The minimum distance between helicopters while air taxiing is 100 feet, unless under the direction of a taxi director or engaged information taxi on a pre-briefed formation hop.

Turn on the spot/clearing turn
A.	Maneuver Description. A turn on the spot is a maneuver in which the helicopter is rotated about its vertical axis while maintaining a position over a reference point.

B.	Application. Turns on the spot and clearing turns enable the pilot to clear the area prior to each takeoff, to change the direction of taxi, and to improve his control coordination.

C.	Procedures
 * 1.	FROM A HOVER, BEGIN A SLOW TURN BY DISPLACING THE APPROPRIATE PEDAL.
 * 2.	AS THE HELICOPTER TURNS, ADJUST THE CYCLIC AS NECESSARY TO REMAIN OVER THE REFERENCE POINT.
 * 3.	THE NOSE WILL TEND TO TUCK AND THE RATE OF TURN WILL INCREASE AS THE TAIL PASSES THROUGH THE WIND LINE. USE CYCLIC TO MAINTAIN A POSITION OVER THE REFERENCE POINT AND PEDALS AS NECESSARY TO CONTROL THE RATE OF TURN.

D.	Amplification and Technique
 * 1.	In a hover you are fully airborne, five feet above ground; therefore, completely under the influence of the wind, gusts, and turbulence associated with flight. For instance, if the wind velocity is fifteen knots on your nose and you wish to remain over a selected spot, you must tilt the rotor disc into the wind enough to equalize the drag on the helicopter; you are flying forward at 15 knots relative to the wind. If you turn the helicopter's tail into the wind, you must fly backwards at 15 knots relative to the wind to remain over your selected spot. The turn is accomplished with the pedals; however, the cyclic needs some explanation first. Simply stated, the problem is to keep the stick into the wind enough to balance the thrust of the rotor against the force of the wind. Figures 4-1 through 4-3 show that the cyclic stick roughly parallels the lift vector of the rotor; therefore, a rule-of-thumb is that the resultant lift of your main rotor could be considered an extension of the cyclic grip which you constantly hold in your right hand, so it is a good constant reference. Now, as the aircraft turns through an arc, you can see that the tilt of the stick must turn through an arc also, at the same rate that the aircraft turns, but opposite in direction. From above, it would look something like Figure 4-4.
 * 2.	It will take some practice to master this maneuver. The important thing to remember is that the helicopter's attitude must be kept constant and level. You will notice that to remain stationary over a point the attitude of the helicopter is nearly the same regardless of the wind's direction. The rotor disc is tilted into the wind but the fuselage is hanging nearly level. From your point of view, the horizon should cut through the windshield at approximately the same level all the way around in a hovering turn.
 * 3.	Pedal control in a hovering turn is relatively simple. Direction of turn and rate of turn are controlled directly by the pedals. A good technique is to clear the area visually for your turn, then look ahead toward the horizon before you start the turn. Accomplish the turn by applying pedal pressure in the direction desired, lightly and smoothly, with both feet on the pedals to prevent overcontrolling. Pressures are very light and the aircraft is responsive. Constant small changes in pressures are usually required to regulate the rate of turn, which is affected by the wind.
 * 4.	Remember to look ahead toward the horizon to control attitude and rate of turn, keeping the horizon traveling through the same level on the windshield. Make small corrections in the attitude, as necessary, to hold your position over the ground.
 * 5.	Do not rush the maneuver.

NOTE:	As the tail of the helicopter passes through the wind line, the rate of turn will increase and the nose will tend to tuck. Utilize pedals and cyclic as necessary to control the rate of turn and to prevent drift.

and planning you put into it, the better you will understand the forces at work on the helicopter, and the smoother and more controlled your performance will be.
 * 6.	When the wind exceeds 15 knots avoid turning more than 90 degrees from the wind line if possible.
 * 7.	This maneuver will take practice to master, but the more thinking
 * 8.	To make a 45 degree clearing turn, stabilize the helicopter completely after finishing either a 45 degree turn on the spot left and right of course line. Clear yourself of other traffic. A full 360 degree clearing turn is performed in the same manner as the 45 degree turn, with additional emphasis placed on maintaining a constant five foot hover and consistent rate of turn. Utilize the normal hover scan.

E.	Common Errors and Safety Notes


 * 1.	Allowing altitude to change.
 * 2.	Drifting.
 * 3.	Excessive rate of turn.
 * 4.	Maximum winds for 360 degree turns on the spot are 15 knots from any quadrant. However, high density altitude significantly influences demand on the tail rotor as a result of increased demand on the main rotor. Consult the NATOPS Manual for current wind limitations.
 * 5.	A common error is to rotate about the pilot's seat instead of rotating about the aircraft's vertical axis.

Transition to forward flight
A.	Maneuver Description. The transition to forward flight enables the pilot to gain airspeed and altitude from a hover.

B.	Application. This maneuver enables the pilot to perform a safe transition from a hover to forward flight while minimizing time spent in the caution area of the height velocity diagram. Refer to the TH-57 NATOPS Section 1, Part 4, Height Velocity Diagram.

C.	Procedures
 * 1.	FROM A STABLE HOVER, BEGIN FORWARD MOTION.
 * 2.	ADD COLLECTIVE IF NECESSARY TO PREVENT SETTLING AS THE HELICOPTER LEAVES ITS GROUND CUSHION. MAINTAIN HELICOPTER HEADING ALIGNED WITH THE DIRECTION OF TRAVEL.
 * 3.	CONTINUE TO ACCELERATE WHILE MAINTAINING THE WING DOWN, TOP RUDDER CROSSWIND CORRECTION. ARRIVE AT 201 AGL WITH 40 KIS.
 * 4.	PASSING THROUGH 50 FEET AND 65 KNOTS ADJUST THE NOSE TO THE 70 KNOT CLIMBING ATTITUDE, TRANSITION TO BALANCED FLIGHT, AND CLIMB AT 500-700 FEET PER MINUTE. MAINTAIN THE 70 KNOTS CLIMBING ATTITUDE IN BALANCED FLIGHT.
 * 5.	FIFTY FEET BELOW THE DESIRED ALTITUDE, ADJUST THE NOSE TO THE CRUISE ATTITUDE. MAINTAIN CLIMB POWER. APPROACHING THE DESIRED AIRSPEED, ADJUST THE COLLECTIVE TO LEVEL OFF AT THE DESIRED ALTITUDE. MAINTAIN BALANCED FLIGHT.

D.	Amplification and Techniques
 * 1.	In order to accomplish the maneuver, sufficient power to hover must be available, and no obstacles can be in the flight path to restrict a normal climb out.
 * 2.	A normal takeoff is executed from a five-foot hover. Make a clearing turn to ensure that there are no aircraft near enough to prevent a safe takeoff. Check and report the gauges green and caution lights out. Select two or more points along the intended takeoff path. These guide points will be used in maintaining the desired ground track. When taking off, proceed straight down the courseline. Do not angle or allow the helicopter to drift laterally. Be alert for other aircraft!
 * 3.	To start moving forward, apply forward pressure on the cyclic. Do not apply too much cyclic, as this will result in a nose-low attitude. With the nose too low, the helicopter will gain airspeed rapidly and tend to descend due to loss of vertical lift. When you move forward out of ground effect with calm or light wind conditions, you may have to increase collective pitch to maintain five feet until you reach effective translational lift. A slight settling of the helicopter occurs as you begin to move forward because a portion of the power that has been producing lift is now being used for thrust. To compensate, small up-pressure on the collective is necessary to hold your altitude.
 * 4.	As the helicopter passes through translational lift (10-15 knots), you will feel a considerable increase in lift and the helicopter will tend to yaw left as the main and tail rotors move into translational lift. The nose will tend to pitch up slightly due to dissymmetry of lift. Just before reaching this condition, you will be alerted to it by a moderate vibration or shudder throughout the helicopter caused by transverse flow effect. (These terms are explained in your aero text.)
 * 5.	At this point, apply additional forward cyclic to overcome the tendency of the nose to pitch up (blowback).
 * 6.	Establish a climb with the first transition checkpoint at 20 feet AGL and 40 KIAS. Do not become excessively nose low as this will reduce the chances for a successful autorotation should engine failure occur on takeoff.
 * 7.	For wind corrections, the "wing down, top rudder" correction still applies to keep the helicopter moving straight down the courseline and to prevent drift.
 * 8.	Passing through 65 knots and 50 feet AGL adjust the nose to the 70 knot climbing attitude and adjust collective to establish and maintain a 500-700 feet per minute climb. Transition from the wing down, top rudder crosswind correction to balanced flight. If necessary, utilize a crab angle to maintain a ground track straight down the courseline. Downwind turns shall normally be executed no earlier than 70 KIAS and 200 feet AGL.
 * 9.	Fifty feet prior to level off altitude, adjust the nose to either the 70 knot or 100 knot cruise attitude. If 100 knots is desired, maintain climb power. Approaching 100 knots, readjust collective to stabilize at altitude. If 70 knots is desired, then only a slight readjustment of collective is required.

E.	Common Errors and Safety Notes
 * 1.	The pilot shall ensure that there is sufficient distance to accomplish a safe, normal takeoff.
 * 2.	Rushing the initial takeoff.
 * 3.	Unnecessary increase of collective to start takeoff.
 * 4.	Poor heading control.
 * 5.	Excessive nose-low attitude on takeoff.
 * 6.	Forgetting to check the caution panel and gauges prior to transition to forward flight.
 * 7.	Starting the maneuver by increasing collective vice forward cyclic.

NOTE:	For instrument take off climb out parameters refer to the TH-57 Radio And Basic Instrument Flight Training Instruction.

Use and effect of the controls, ground effect, and translational lift
A. Use and effect of the controls
 * How to Use the Cyclic: Rest the right forearm on your leg and grasp the cyclic grip lightly. It is  important your right forearm be supported.  Your arm and hand need to be relaxed so you feel  any pressure that may be exerted on the cyclic.  It is the light, smooth pressure you apply to the  cyclic that causes the aircraft to respond about the roll and pitch axis.    NOTE: Maintain positive control of the cyclic while the rotors are turning.
 * How to Use the Collective Pitch Control. Grasp the collective pitch control at the throttle grip  with a loose yet positive grip.  Every movement you make on the collective should be slow and  smooth so the pedals may be coordinated with it.  The collective has a friction adjustment knob  to adjust the breakaway friction required to move the collective. This should be set just firm enough to hold the collective at its desired position, but not so firm as to make it difficult to  move the collective. The helicopter can be held at a constant altitude in flight by adjusting the collective pitch to a  position where the aircraft is neither climbing nor descending.  This position will be determined  by the weight of the aircraft, the outside temperature, and many other factors, thus it will vary  from day to day and from aircraft to aircraft.  Raising the collective will cause the aircraft to  CLIMB, and lowering the collective will cause the aircraft to DESCEND.    NOTE    Your hand shall never be removed from the collective in a hover.
 * How to Use the Antitorque Pedals. To use the pedals, apply pressure smoothly and evenly by  pressing with the ball of one foot.  When one pedal is pushed forward, the other will come back  an equal distance.  Let your heels rest on the floor of the helicopter and allow them to slide along  the floor if it is necessary to make large pedal movements.    When power is applied, you must use LEFT pedal to keep the helicopter from turning to the  right.  When power is REDUCED, you must use RIGHT pedal to compensate for the loss of  torque.  This is how the pedals counteract the effects of torque.

B.Ground effect
 * Ground effect is a favorable aerodynamic phenomenon which requires less power when the helicopter is within one rotor diameter of the ground.
 * 1. Most important is the reduction of the velocity of the induced flow because the ground interrupts the air flow under the helo. As the induced flow decreases, induced drag decreases and tilts the lift vector more vertical. Therefore, you can reduce pitch (further reducing drag) and still generate the same amount of lift.
 * 2. Reduction in rotor TIP vortex formation.

C.TRANSLATIONAL LIFT

About the same time ground vortex is overrun, the helicopter encounters another beneficial aerodynamic effect called translational lift. This phenomenon occurs due to a decrease in induced velocity. How is induced velocity reduced? Recall that during a hover we have a nearly vertical mass airflow through the rotor disk and the continuous recirculation of our own wingtip vortices, both of which contribute to a high induced flow. When transitioning to forward flight the rotor outruns this continuous recirculation of old wingtip vortices and begins to work in relatively undisturbed air. Moreover, the mass airflow through the rotors becomes more horizontal as airspeed increases. Both effects combine to cause a sharp decrease in induced flow, induced drag and, therefore, power required. Depending on wind conditions, the onset of translational lift and ground vortex may or may not be noticed or encountered during transition to forward flight.

Trim Techniques
From the FTI page 2-2: Force Trim. Every pilot will have a slightly different technique for using the force trim. However, they will all follow the same basic guidelines. The TH-57 incorporates a cyclic force trim system, which incorporates a magnetic brake and a force gradient spring to provide stick  position trim and artificial feel. A trim button is located on the cyclic. Generally, in a hover or any flight profile in which the cyclic is trimmed and steady, small corrections should be made  around the trimmed cyclic position using it as a reference. If a new attitude is desired, or a large correction required, the cyclic position should be changed by depressing the force trim button. The proper way to use the force trim is to depress the force trim, set the new attitude, release the force trim, and make small corrections around the new trim point. Do not move the cyclic and then depress the button or a kick will be felt as the pressure is released. A simple mnemonic device to help reinforce a good trim technique is "press, hold, release".

The importance of developing a sound trim technique cannot be over emphasized. The procedures above are equally applicable to the "Charlie" model.

The following trim techniques should be avoided: NOTE   Maintain positive control of the cyclic while the rotors are turning.
 * 1. Not trimming.
 * 2. Holding the trim button in continuously (the equivalent of turning off the trim).
 * 3. "Machine gunning" (rapid and continued depressing of the force trim button even in  positions where it is not desired.)

Autorotation
A. Maneuver Description. An autorotation is a condition of non-powered flight in which the rotor speed and lift result from the reversed airflow through the rotor system. Autorotations enable the pilot to land safely in the event of a loss of power at altitude.

B. 	Application. An autorotation occurs when the rotor system is driven by aerodynamic forces rather than by the engine. Rotor speed and lift are sustained by energy that is derived from the air stream passing upward through the rotor system as the helicopter descends. Understanding the dynamics peculiar to autorotative flight forms the core for executing many emergency procedures (e.g., engine failure, fire in flight, etc.).

C. 	Procedures
 * 1. 	MAINTAIN 70 KNOTS, 600 FEET AGL, AND BALANCED FLIGHT IN THE TRAFFIC PATTERN.
 * 2. 	"DOWN, RIGHT, IDLE, TURN" ON ENTRY.
 * 3. 	TRANSITION TO THE 50-60 KNOT DESCENDING ATTITUDE, MAINTAIN BALANCED FLIGHT, MONITOR Nr AND CONTROL BETWEEN 90-107% WITH COLLECTIVE (OPTIMUM 94-95%).
 * 4. 	INTERCEPT THE COURSELINE AND ESTABLISH CROSSWIND CORRECTION AS NECESSARY. MAINTAIN THE 50-60 KNOT DESCENDING ATTITUDE.
 * 5. 	ENSURE THE COLLECTIVE IS FULL DOWN BY 150' AGL.
 * 6. 	AT 75-100' AGL, FLARE

POWER RECOVERY
 * PAC: SMOOTHLY ROTATE THE TWIST GRIP FULL OPEN.
 * PNAC: VERBALLY CONFIRM "TWIST GRIP FULL OPEN".

FULL
 * PAC: LEAVE THE TWIST GRIP AT FLIGHT IDLE AND STATE "TWIST GRIP AT FLIGHT IDLE".


 * 7. 	ADJUST THE NOSE TO ACHIEVE DESIRED GROUND SPEED AND RATE OF DESCENT.
 * 8. 	AT 10-15' AGL, COORDINATE UP COLLECTIVE AND FORWARD CYCLIC TO SLOW THE RATE OF DESCENT AND LOWER THE NOSE TO LEVEL ATTITUDE. MAINTAIN HEADING WITH THE PEDALS.
 * 9. 	POWER RECOVERY - RECOVER AT 5 FEET, 0-5 KNOTS GROUND SPEED. STABILIZE PRIOR TO TRANSITION TO FORWARD FLIGHT.


 * FULL - LEVEL THE AIRCRAFT PRIOR TO TOUCHDOWN. USE COLLECTIVE AS NECESSARY TO CUSHION THE LANDING AND TOUCH DOWN WITH 0-5 KNOTS GROUND SPEED.

D. 	Amplification and Techniques
 * 1. 	General
 * a. 	Autorotation entries will be practiced from the 90-degree and 180-degree positions. At the site, all practice autorotations shall be entered from 600 feet AGL, 70 knots and balanced flight in a "wings" level attitude.
 * b. 	When positioned in accordance with the course rules, visually clear the landing area and check wind direction.
 * c. 	Initiate all autorotations by smoothly lowering the collective to the FULL DOWN position. Simultaneously adjust anti-torque pedals to maintain balanced flight and adjust the cyclic to the appropriate descending attitude (50-55 knots for lower gross weight autos - TH-57B, or 60 knots for higher gross weight autos - TH-57C) while turning toward the courseline. The entry procedure will be paraphrased as "Down, right, idle, turn." Your instructor will demonstrate the procedure to you, emphasizing the proper entry attitudes. Ensure that the engine is still running by checking for Nr at or above flight idle. Check Nr at 94-95%.
 * d. 	Use sufficient angle of bank to turn the aircraft to arrive into the courseline with at least 200 feet. If the aircraft is not aligned with the courseline by 150 feet, a waveoff shall be initiated.
 * e. 	Upon reaching the courseline, set the appropriate crosswind correction.
 * f. 	From all entry positions, but particularly true of the 180 entry, a primary concern is getting the aircraft into the courseline with as much altitude as possible. Once the collective has been lowered and the throttle retarded to flight idle, the helicopter will begin to lose altitude. A delayed turn will mean a lower altitude when arriving into the courseline. Additionally, out of balanced flight condition and improper descending attitude will also result in an increased sink rate.
 * g. 	During the turn to the courseline, a scan pattern to see outside as well as inside the cockpit should be used. of primary importance outside is maintaining the appropriate descending attitude and a proper rate of turn. Essential items to scan inside are rotor RPM (Nr, the LITTLE needle) and the balance ball (summarized as "attitude, RPM, ball"). Rotor RPM will build anytime “G” forces are applied to the rotor system. Usually this occurs in the turn to the courseline and during the deceleration flare.
 * h. 	Nr should be maintained in the range from 90-107% throughout the maneuver. An RPM range of 94-95% is considered optimum for practicing autorotations in the TH-57, and every effort should be made to maintain 94-95% throughout the maneuver due to the resultant dramatic decrease in rate of descent. When the Nr exceeds the desired percentage as a result of the increased ''G" load in the turn, timely use of UP collective will increase the pitch in the blades and therefore slow the Nr to the desired RPM.
 * i. 	In an autorotation, rotor RPM is the most critical element. It provides the lift we need to stabilize an acceptable rate of descent and the inertia necessary to cushion the landing. With the rotor RPM too low, a helicopter glides like a beveled brick; in effect, you have no wing. In autorotations, the collective must be smoothly lowered to maintain rotor RPM between 90% and 107%. You must get the collective down in the event of a power loss to maintain your RPM. However, rapid or abrupt collective movement could lead to mast bumping and therefore must be avoided.
 * j.Inertia is a very important property of all rotating components. We use the residual inertia stored in the rotor system to cushion the landing. At the bottom of the autorotation we produce more lift by raising the collective which increases the angle of attack of the blades. This destroys the balance of forces on the rotor; drag increases sharply and the RPM begins to decay. We must develop a feel for the amount of residual inertia and use it like a miser so that we have enough left for a smooth landing. Once the rotor RPM drops below approximately 70% it will no longer generate any useful lift. The rotor RPM you have available to use for cushioning is like a bank account governed by the most rigid of banking laws. If you use it all before you get to the ground, you are at the mercy of gravity. It's a great feeling to find that you have made a good landing and find there is something left in your account. But it's a miserable feeling when the bottom falls out and you know there is nothing you can do.
 * k.Under most conditions, it is easy to make a smooth touchdown from an autorotation in the TH-57. The trouble is that there are still a few ways to foul it up; tension, inexperience, or ignorance are generally at the root of most difficulties. Learn all you can about this maneuver and develop a feel for the variables involved. With knowledge and proficiency comes confidence; confidence relieves tension. This can be the most enjoyable maneuver that you will do!
 * l.	Upon arriving into the courseline, prior to the flare, the scan should focus almost entirely outside. The scan should include:
 * (1)	OUT - to the horizon for attitude, ground track, and nose alignment.
 * (2)	DO - for altitude to set the flare and for closure (ground speed).
 * (3)	IN - to cross check airspeed in the descent.
 * 2. 	Power Recovery. Power recovery autos are practiced so that you will become comfortable with autorotative-procedures prior to being introduced to full autos.
 * a. 	At 75-100 feet above the ground (dependent upon gross weight), initiate a smooth flare to slow ground speed and rate of descent.
 * b. 	Smoothly advance the twist grip to the full open position. The amount of flare will be a function of the existing wind conditions, airspeed, density altitude, and the aircraft gross weight. Don't be mechanical! Scan ground speed and rate of descent and adjust the nose to make appropriate corrections.
 * c. 	After initiating the flare do not delay opening the twist grip; don't wrap it on either. There will be sufficient time for a positive, smooth rotation to full open.
 * d. 	At 10-15’, smoothly increase the collective to slow rate of descent and add forward cyclic to level the aircraft. Left pedal will be required to maintain heading due to the increase in torque.
 * e. 	Recover at 5 feet, 0-5 knots. Stabilize momentarily in an air taxi, check the gauges and then transition to forward flight.
 * f. 	Procedures used in the power recovery autorotation are the same for both the Bravo and Charlie model aircraft. However, interpretation of the procedures at 10-15' AGL will depend upon the gross weight of the aircraft, density altitude, and wind conditions.
 * g. 	Autorotations will be introduced to you in the familiarization stage of the syllabus in the TH-57 Bravo model aircraft. The Bravo Model is operated at lower gross weights than the Charlie Model. Because of the reduced weight, step 8 of the procedure is interpreted as a "pull, pause, level". At 10-151 increase the collective to slow the rate of descent. Pause momentarily and then smoothly lower the nose toward the level attitude by adding forward cyclic. This momentary pause will allow the increased thrust to slow your ground speed and rate of descent.
 * h. 	Later in the syllabus, you will be performing power recovery autos in the Charlie model aircraft. Because the Charlie operates at a higher gross weight, at 10-15’ the coordinated increase in collective and forward cyclic is performed almost simultaneously with little or no pause. When operating under conditions of high gross weight, high density altitude and little or no wind in either aircraft, you will find it necessary to decrease the length of the "pause." This will decrease the chance of a vertical recovery with a possible over torque.

(1)	once the aircraft is stabilized in an air taxi, check the gauges/caution lights and a transition to forward flight may be initiated. With minimum delay in the air taxi, no clearing turns are necessary.

(2)	Avoid the tendency to either scan too close to the aircraft or fixate on the landing area. Failure to scan out may result in a nose-high touchdown attitude.


 * 3. 	FULL AUTOROTATIONS
 * a. 	A full autorotation is performed in the same manner as the practice autorotation with power recovery except that the twist grip remains at flight idle throughout the maneuver. At 75-100 feet AGL, initiate a smooth flare to slow ground speed and rate of descent. The amount of flare will be a function of existing wind conditions, airspeed, density altitude, and the aircraft gross weight. Don't be mechanical. Scan ground speed and rate of descent and adjust the nose to make appropriate corrections.
 * b. 	Slow the rate of descent with the collective at 10-15 feet, and lower the nose toward the level attitude to avoid landing on the "heels" of the skids. Cushion the landing with additional collective as necessary.
 * c. 	Avoid the tendency to pull the collective early. Wait until 10-15 feet and then raise the collective sufficiently to slow the rate of descent but do not stop it. Remember to keep the scan moving; don't fixate on the landing area!
 * d. 	Full autorotations are performed in the Bravo aircraft only under controlled gross weight conditions. Therefore, review the "pull-pause-level" technique under the power recover amplification.
 * e. 	As you level the nose, the maneuver will look very similar to a cut gun in an air taxi. Review those procedures.
 * f. 	make every effort to control the rate of descent with collective when approaching the ground for touchdown. Cushion the landing; don't just raise the collective. Keep the level attitude and maintain heading with the pedals!
 * g. 	Touch down with 0-5 knots of ground speed.
 * h. 	Freeze the collective on touchdown. DO NOT use the collective to slow the aircraft rollout as this may result in the skids digging in and the aircraft rocking forward precipitously.
 * i. 	Avoid moving the cyclic on touchdown or rollout. This may induce mast bumping or pylon rock. Maintain aircraft heading with rudder pedals.
 * e. 	Common Errors and Safety Notes
 * 1. 	Entering the maneuver off altitude, airspeed, not "wings'' level, or out of balanced flight.
 * 2. 	Improper transition to descending attitude.
 * 3. 	Improper use of anti-torque pedals on entry (i.e., adding left rudder in a left turn).
 * 4. 	Failure to maintain balanced flight through the turn.
 * 5. 	Failure to maintain RPM between 90-107% (94-95% optimum).
 * 6. 	Improper flare (too much or-not enough).
 * 7. 	With power recovery autorotations - opening the twist grip too quickly or not at all.
 * 8. 	Failure to maintain heading while opening twist grip.
 * 9. 	Failure to establish the appropriate crosswind correction, allowing the aircraft to drift.
 * 10. 	Flaring too low or too high.
 * 11. 	Initial collective pull either too high or too low.
 * 12 .	Excessive yaw when increasing collective to slow rate of descent with power recovery autorotations.
 * 13.	Landing on heels - if hard, a severe pitch forward results, causing skid toes to dig in and flipping the helicopter over.
 * 14.	Excessive ground run.
 * 15.	Landing in a skid.
 * 16.	Insufficient cushioning on full autorotations.
 * 17.	Collective pull too high - results in RPM too low for control of ground contact and tail rotor control inadequate to hold heading.
 * 18.	Collective pull too late - results in a fast touchdown and a hard landing uncontrollable.
 * 19.	Leveling too soon or too fast, resulting in acceleration and excessive ground speed.
 * 20.	Abrupt control inputs on touchdown.
 * 21.	Not freezing the collective on rollout on full autorotations.
 * 22. 	NOT REALIZING WHERE THE WINDS ARE COMING FROM AND AT WHAT INTENSITY WHEN INITIATING MANEUVER.

Normal approach
A.	Maneuver Description. The normal approach enables the pilot to transition from cruise flight to a hover over a specific point.

B.	Application. The normal approach is a transition maneuver which allows the helicopter to arrive simultaneously at zero ground speed and hover altitude over a preselected spot with a maximum margin of safety. It is designed to minimize the amount of time spent in a flight envelope where the probability of a safe autorotation is questionable.

C.	Procedures
 * 1.	MAINTAIN 500 FEET AGL, 70 KNOTS ON DOWNWIND.
 * 2.	AT THE 1800 POSITION, LOWER THE COLLECTIVE AND BEGIN A DESCENDING, DECELERATING TURN TOWARDS THE COURSELINE. MAINTAIN BALANCED FLIGHT.
 * 3.	ARRIVE AT THE 900 POSITION WITH 300 FEET AGL AND 60 KNOTS.
 * 4.	INTERCEPT THE COURSELINE BY 150 FEET AGL, WITH 50 KNOTS, AND SUFFICIENT STRAIGHTAWAY TO INTERCEPT THE GLIDE SLOPE. ESTABLISH CROSSWIND CORRECTIONS AS NECESSARY.
 * 5.	AT 150 FEET, SET THE APPROPRIATE DECEL ATTITUDE AND ADJUST THE COLLECTIVE TO MAINTAIN A CONSTANT GLIDE SLOPE BETWEEN 100 and 200.
 * 6.	AS THE HELICOPTER TRANSITIONS TO A HOVER, SLIGHT FORWARD CYCLIC MAY BE NECESSARY TO COUNTERACT PENDULUM EFFECT.
 * 7.	ARRIVE OVER THE SPOT AT HOVER ALTITUDE, HOVER POWER, AND ZERO GROUND SPEED SIMULTANEOUSLY.

D.	Amplification and Technique
 * 1.	It is important that the helicopter be properly established at the 180o position directly abeam the intended point of landing at 70 knots and 500 feet AGL. Begin a descending decelerating turn and maintain balanced flight. Adjust the angle of bank and rate of descent to arrive at the 900 position with 3001 AGL and 60 knots. At the 900 position, the glide slope and rate of closure visual cues should be acquired. Upon intercepting the courseline, it may be necessary to establish the "wing down, top rudder" crosswind correction.
 * 2.	A normal approach intercepts the courseline between 150 and 200 feet AGL, 50 knots, and 600-800 feet of straightaway, depending upon the pilot's proficiency. At 150 feet AGL, set the appropriate decel attitude and adjust the collective to maintain a constant glide slope between 100 and 200.
 * 3.	During the last portion of the approach, the aircraft may tend to descend below the desired glide slope. This occurs because translational lift decreases due to the slower airspeed. If this occurs, an increase in collective is required to prevent landing short. As power is increased, you will need to begin applying left pedal against the increased torque.
 * 4.	As the helicopter transitions to a hover slight forward cyclic may be necessary to counteract pendulum effect (uncommanded nose-up tendency). Terminate the approach in a level attitude with no forward motion, five feet above the intended point of landing.
 * 5.	The amount of deceleration required to establish the helicopter on the glide slope will vary from day to day depending upon wind, temperature, and gross weight of the aircraft. The airspeed required to maintain the proper rate of closure will vary with wind velocity. However, for a given set of conditions, the deceleration attitude remains essentially constant. Do not over control the cyclic. The object is to always fly the "same" approach profile by compensating for changing conditions. The sight picture will be demonstrated by your instructor prior to your first approach. Take note of relative position of the horizon and the instrument panel. The best way to visual the proper sight picture is to compare outside reference points to fixed points on the wind screen of instrument panel. The actual sight picture will depend on your sitting height but you will quickly learn what the correct sight picture is for you. The sight picture will not be accurate if the helicopter is not in the proper attitude, and the result will be an improper approach profile.
 * 6.	The pilot must anticipate the glide slope, and simultaneously raise the nose smoothly, add right rudder, and reduce the collective. An excessively slow collective reduction will result in the helicopter getting steep on the glide slope. Once the helicopter is established on the glide slope, use power to control the glide slope.
 * 7.	On final, a crosswind correction may be necessary. The proper scan to maintain the glide slope on final should be out for attitude and line-up and down for closure rate and descent rate. The pilot must control the rate of descent and rate of closure in relation to the intended point of landing. Use limited cyclic inputs to control the rate of closure and collective to establish a rate of descent such that the helo will arrive at hover altitude over the intended point of landing. Abrupt, incorrect or uncoordinated cyclic and collective inputs may cause ballooning, sinking, or stair stepping on the approach glide slope. As the helicopter decelerates out of translational lift the nose has a tendency to pitch up due to dissymmetry of lift between the advancing blade (which is still in effective translational lift) and the retreating blade (which is no longer in translational lift). The dissymmetry of lift is generated at the 90/270 degree position, but due to phase lag this uneven production of lift is felt as a nose pitchup. The advancing blade produces more lift which causes it to flap up relative to the retreating which is blade flapping down. The exact same effect takes place as the helicopter transitions to forward flight and enters translational lift. This is commonly referred to as the "Pendulum effect" or rotor "blowback," and can be handled nicely with slight forward cyclic inputs to counter the pitchup tendency.
 * 8.	Termination of a normal approach is also an important aspect of the approach. The normal approach is not completed until the helicopter is established either in a hover or no-hover landing with the spot directly under the CENTER of the helicopter. DO NOT neglect the directional control pedals. Anticipate LEFT rudder correction as power is applied, or the helicopter will terminate with the nose rotating right of the courseline as torque is increased.

E.	Common Errors and Safety Notes
 * 1.	Maintain a constant track from the interception of the courseline through termination of the approach, and do not angle to the spot or drift off centerline.
 * 2.	Avoid the common error of withholding collective application until the helicopter is too close to the intended point of landing. When power is applied abruptly, torque increases rapidly, and yaw control is more difficult. AVOID ABRUPT POWER CHANGES!
 * 3.	Do not allow the helicopter to become excessively nose high at low altitude as the tail rotor may strike the ground.
 * 4.	Should the angle of descent become uncomfortable, initiate a waveoff.

Engine shutdown procedures
1. Twist Grip............. FLIGHT IDLE ON THE ______ {monitor TOT for 2 min} 2. Engine Anti-Icing......... OFF 3. Landing Lts/Searchlights...OFF 4. Pitot Heat............OFF 5. Defog Blower.......... OFF 6. Cabin Heat Valve.......... OFF 7. Avionics............. OFF, OFF, AND OFF {Continue after 2 min of flight idle and TOT stable for last 30sec} 8. ECS................ OFF 9. Aud/Mute Switch....... MUTE 10. Main Gen.............. OFF 11. Position Lts............. OFF 12. Twist Grip............. CLOSED, GOOD SPLIT Nf/Nr}, {Be prepared for POSTSHUTDOWN FIRE} (securing w/fuel valve may prevent engine light on next start) 13. Overhead Switches......... OFF {Strobes must stay on until rotor stops turning} 14. Battery................ TOT stabilized below 400 °C, Blades stopped(Ng = 0%)...OFF

=Introduce=

Preflight/postflight
You will need to know how to preflight the TH-57B.

Checklists
You will be required to know the cockpit checklists.

BAW to include: forward flight at altitude, straight and level flight, turns, climbs, descents, use and effect of force trim and controls
Crew Coordination (clearing aircraft/dual concurrence)

Level speed change
A.	Maneuver Description. A level speed change enables the pilot to transition from one airspeed to another while maintaining a constant altitude and heading.

B.	Application. Level speed changes are frequently utilized to set up for an approach or to transition to another airspeed.

C.	Procedures
 * 1.	ESTABLISH A 100-KNOT CRUISE FLIGHT AT A GIVEN ALTITUDE AT OR ABOVE 500 FEET.
 * 2.	COORDINATE A REDUCTION IN POWER WITH AFT CYCLIC TO SLOW THE AIRCRAFT TO 70 KNOTS, MAINTAINING ALTITUDE, HEADING AND BALANCED FLIGHT. STABILIZE MOMENTARILY AT 70 KNOTS.
 * 3.	COORDINATE AN INCREASE IN POWER WITH FORWARD CYCLIC TO ACCELERATE BACK TO 100 KNOTS, MAINTAINING ALTITUDE, HEADING, AND BALANCED FLIGHT.

D.	Amplification
 * 1.	This maneuver can be executed from any airspeed, but it typically is done from 100-knot cruise flight.
 * 2.	To slow to 70 knots, coordinate a reduction in collective power with aft cyclic to slow the aircraft. Simultaneously, add right pedal to counteract reduced torque and scan the VSI to maintain altitude.
 * 3.	Approaching 70 knots indicated airspeed, readjust the nose to the 70-knot level attitude. At the same time increase collective slightly to maintain altitude and add left pedal to compensate for increased torque and scan the VSI to maintain altitude.
 * 4.	To accelerate back to cruise flight, coordinate an increase in collective power with forward cyclic. Simultaneously add left pedal to counteract increased torque. maintain altitude, heading, and balanced flight.

E.	Common Errors
 * 1.	Improper antitorque pedal coordination.
 * 2.	Failure to maintain altitude.
 * 3.	Rushing the maneuver.
 * 4.	Failure to maintain balanced flight.
 * 5.	Failure to anticipate 70 knots and to adjust the nose to the 70-knot level attitude.
 * 6.	Slow scan; failure to scan necessary instruments.
 * 7. Using large attitude changes instead of small corrections.

Hovering
Maneuver Description. Hovering is a maneuver in which the helicopter is maintained in nearly motionless flight over a reference point with constant heading and altitude.

B.	Application. Hovering is the unique flight characteristic that gives the helicopter its versatility and capability, and is the maneuver 'used to perform the majority of helicopter missions.

C.	Procedures
 * 1. 	USE PEDALS TO MAINTAIN HEADING, COLLECTIVE TO MAINTAIN ALTITUDE (FIVE FEET), AND CYCLIC TO MAINTAIN A POSITION OVER A REFERENCE POINT.
 * 2.	SCAN "OUT" FOR HEADING AND ATTITUDE, "DOWN" FOR ALTITUDE AND DRIFT, AND "IN" FOR Nr AND ENGINE INSTRUMENTS.
 * 3.	THE HOVER ALTITUDE OF FIVE FEET IS MEASURED FROM THE SKIDS TO THE GROUND.

D.	Amplification and Technique
 * 1.	This maneuver requires a high degree of concentration and coordination. When hovering, keep the helicopter over a spot by using the cyclic control stick, and maintain altitude by the use of collective. A constant heading is kept by use of antitorque pedals. only by the proper coordination of all controls can you achieve successful hovering flight.
 * 2.	All control corrections should be small pressure changes rather than abrupt movements. This is necessary to prevent over controlling which is the most common fault of the new helicopter pilot when learning to hover. Abrupt and erratic cyclic movements will make a stable hover impossible. A relatively constant collective (power) setting will enable smoother yaw and cyclic corrections. A hover altitude of five feet (skid height above the ground) is utilized to provide approximately six feet of tail stinger to ground clearance and ample tail rotor clearance for maneuvering at hovering and taxiing altitude.
 * 3.	The hover and low-work scan is "out, down, and in." Scan "out" for attitude and heading, "down" for altitude and drift, and "in" for Nr and engine instruments (TOT, torque, Ng, and the engine instrument cluster). The scan should be as rapid as necessary to detect small deviations and to make corrections prior to excessive fore, aft, or lateral movement. Hover scan priority is "out, down, and in" respectively. The pilot should emphasize the "out" portion of the scan.

On your first flight your instructor will demonstrate the hover and describe the low-work scan. Check the visual references in the cockpit relative to the horizon; this attitude will keep the helicopter hovering over a spot. Direct your attention well out in front and do not stare directly at the ground. When you are looking too near the aircraft, you will tend to over control because of attempting to correct every little movement.


 * 4.	Collective inputs. Hovering altitude is five feet, measured from the skids of the helicopter to the ground. From the cockpit, five feet can be estimated as approximately the height of a man's shoulders. The amount of collective needed to maintain five feet will vary under changing conditions of wind, air density, and gross weight. When a steady wind is blowing, it is not necessary to manipulate the collective pitch a great deal to hold five feet of altitude. Notice how the ground looks while you are hovering at five feet. When the helicopter starts to descend, you will notice that objects on the ground become more level with your line of sight, and when starting to climb, your line of sight becomes steeper. When you notice the helicopter start to descend, increase collective pitch, and adjust antitorque pedals to counteract for increased torque effect. When the helicopter starts to climb, decrease collective pitch, and adjust the antitorque pedals as required to counteract the loss of torque.
 * 5.	Cyclic input. The cyclic is used to maintain your fixed position over the ground. The helicopter will not move if it is in a proper attitude for the load distribution and existing wind. Notice the relationship of the top of the console and other cockpit reference points to the horizon. This is accomplished with the "out" portion of the hover scan. As long as the reference points remain in this relation to the horizon, the helicopter will be in a level attitude and will not move over the ground unless there is a variation in the wind. In order to hover, you must hold this attitude with the cyclic.
 * a.	If the level attitude changes to a nose-low attitude, the helicopter will start to move forward. Notice the relation of the console to the horizon in the nose-low attitude. To stop the forward movement, bring the nose back to a level attitude by applying slight aft pressure on the cyclic. When the nose reaches the level attitude, the aft pressure on the cyclic is relaxed and the-helicopter will drift to a stop.
 * b.	If the level attitude changes to a right-side-low attitude, the helicopter will drift right. To stop the sideward movement, apply slight left pressure on the cyclic. When the helicopter returns to the level attitude, the left pressure is relaxed and the helicopter will drift to a stop.
 * c.	The same technique is used to stop the movement when left-side-low or nose-high.
 * d.	You will notice that there will be a lag between the time a nose-low attitude is established and the beginning of forward movement. In order to hover without forward movement, it is necessary to recognize a nose-low attitude and correct it before starting to move forward. When the helicopter starts into a nose-low attitude, raise the nose to the level attitude before it starts to move. In this way, by detecting changes from the level attitude, you can maintain your position. The same technique is used to prevent sideward or rearward movement.
 * e.	The coordination of all controls when hovering cannot be over-emphasized. Any change on one control almost always requires a coordinated correction on one or more of the other controls. Hovering can be accomplished with precision only when corrections are small, smooth, and coordinated.
 * f.	The antitorque pedals, during hover, control the aircraft's heading. Heels should remain on the deck with toes comfortably resting on the pedals. Coordination between torque, (collective inputs) and antitorque (pedal input) are greatly enhanced by small, smooth and only necessary collective inputs. Additional pedal inputs are required for the changing effects of wind.

E.	Common Errors and Safety Notes
 * 1.	Allowing excessive nose high attitudes at low altitude.
 * 2.	Over controlling, i.e., larger inputs than necessary.
 * 3.	Looking through the chin bubble or "staring" rather than the "out, down, and in" scan.
 * 4.	Failure to maintain altitude.
 * 5.	Failure to maintain position over a reference point; i.e., allowing the aircraft to drift excessively.
 * 6.	Failure to maintain heading
 * 7.	Inadvertently rolling twist grip partially off.
 * 8.	Too tense on controls.
 * 9.	Do not allow excessive nose high attitudes at low altitudes because the tail rotor may impact the ground.
 * 10.	When first learning to hover, stress the out and down scan, vice out, down and in.

Course rules
See above (section 1.2) and the page devoted to Course Rules.