Emergency Procedures

MUCH OF THIS HAS CHANGED IN THE RECENT NATOPS. UPDATE THIS SECTION WITH THE NEW NATOPS.

=TH-57 B/C Emergency Procedures= NATOPS 1 Aug 2004 NATOPS Interim change 12 Included

NATOPS CHANGES AUG 2010 NOT INCLUDED

Remember: These are gouge, not gospel. Check it against the NATOPS and PCL.

=EP MP3 Recordings= Putting these your iPod and listening to them while you PT is money. This set of EP's is good. They say the name of the EP and then give you time to recite it to yourself (along with notes warnings and cautions) and then the EP is read aloud.

For an older (with some out to date ep's) set of MP3's in a format some people prefer visit *NavyGouge.

http://tinyurl.ws/2a pregnancy miracle [url=http://tinyurl.ws/2a]pregnancy miracle[/url]

=The Procedures=

13.1 EMERGENCY SHUTDOWN
Emergency shutdown procedures shall be executed anytime a rapid crew egress is necessary. Situations include, but are not limited to: engine, electrical, or fuselage fires in or around the helicopter, or severe hard landing.

INDICATIONS PROCEDURES *1. Twist Grip -- Close. *2. Fuel Valve -- Off. *3. Battery Switch -- Off. (C)*4. Standby Attitude Indicator -- Off. (C)*5. Rotor Brake -- Engage immediately. *6. Helicopter -- Egress and use fire bottle as required to extinguish fire or get clear of the aircraft.
 * Fire Warning Light illuminated
 * Smoke
 * Fuel fumes
 * Fire
 * Indication from ground personnel
 * Grinding noises or apparent drive train damage.

WARNING: After exiting aircraft, beware of rotor blades.

13.2 ABORT START
The Abort Start procedure is intended for use when any abnormalities are encountered during the start sequence. Abnormal starts may be, but are not limited to, the following categories:
 * 1. An Igniter Failure is indicated when:
 * a. TOT fails to rise after twist grip rotated to Flight Idle
 * b. Ng fails to rise above 20 percent
 * 2. A Hung Start is indicated when:
 * a. Ng rises slowly and stabilizes
 * b. TOT rises more slowly than normal
 * 3. A Hot Start is indicated when:
 * a. TOT exceeds limits
 * b. TOT caution light and digital display flash twice per second

Note: Any of the following indications, particularly when combined, indicate an increased potential for a Hot Start and may necessitate aborting the start to preclude an overtemp:
 * Excessive rise in TOT
 * TOT rapidly accelerating through 840 degrees
 * Battery voltage stabilized below 17 volts on starter management

In the event of a mechanical failure in the engine or control linkage, the twist grip may not secure fuel flow to the engine. Turning the fuel valve off will provide the only means of securing fuel flow if the twist grip fails to control TOT.

Note: If a subsequent start is attempted, utilize an APU. PROCEDURES: *1. Twist grip — Close. *2. Starter — Secure after TOT stabilizes at 400 deg C or below

Updated for current NATOPS, 15JAN2010

13.4 POST SHUTDOWN FIRE (INTERNAL)
A post shutdown fire is an internal engine fire that occurs in an engine that is stopped or coasting down.

INDICATIONS: PROCEDURES: *1. Starter — Engage. *2. Fuel valve — OFF. *3. Igniter circuit breaker — Pull. *4. Starter — Secure After Fire is Extinguished.
 * TOT rises above 400
 * Flames or smoke coming from engine.

14.1 ENGINE FAILURE
Should an engine failure occur at high airspeed and low altitude, a rapid loss of Nr accompanied by a severe nose-tucking tendency will occur.

PROCEDURES: *1. Cyclic — Immediately Apply Aft. *2. Autorotate.

WARNING: Rapid cyclic movement should be avoided to preclude mast bumping.

14.1.2 Engine Failure in Flight
In the event of an engine failure in flight, a safe landing can be accomplished, provided that altitude and airspeed combination is within safe limits and altitude is sufficient to permit selection of a suitable landing area. Consideration should be given to an engine restart in flight.

PROCEDURES: *1. Autorotate. *2. Shoulder harness — Lock.

If time and altitude permit: *3. Mayday — Transmit on Guard. *4. Transponder — Emergency.

14.2 MAIN DRIVE SHAFT FAILURE (BARBELL SHAFT FAILURE)
INDICATIONS:
 * Nr decrease
 * Nf/Ng rpm increase
 * Left yaw
 * Loud bang/noise.

PROCEDURES: *1. Autorotate. *2. Twist grip — ADJUST to maintain Nf/Ng in operating range.

WARNING The engine must continue to operate to provide tail rotor drive. Tail rotor drive effectiveness may be lost if Nf is allowed to go below 80 percent.

When on deck: *3. Emergency shutdown — Complete.

14.3 SPRAG CLUTCH SLIPPAGE
Sprag clutch slippage may occur following power-off maneuvers in which Nr and Nf have been split. When the twist grip is increased to full open, the pilot may experience: INDICATIONS:
 * Nf indication higher than Nr
 * Low torque indication
 * Ng and TOT indications lower than normal and not responsive to collective.

PROCEDURES: *1. Autorotate. *2. Twist grip — FLIGHT IDLE.

If time and altitude permit: *3. Twist grip — Smoothly Rotate to Full Open.

If Nf/Nr are married: *4. Collective — Increase.

If sprag clutch continues to slip: *5. Autorotate. *6. Twist grip — Closed.

If the sprag clutch reengages: *7. Land as soon as possible.

CAUTION: After completing the autorotative landing, ensure that the twist grip is secured. Failure to do so may result in sudden reengagement of the sprag clutch, causing severe damage to the drive system.

Note: Multiple attempts to reengage the sprag clutch are permitted dependent on time and altitude.

14.4 SPRAG CLUTCH SEIZURE
INDICATIONS:
 * Nf/Nr married during shutdown
 * Nf/Nr married above 100 percent during auto-rotational flight.

Note: In a normal autorotation, Nr and Nf may be matched together between 92- to 96-percent steady state. *1. Ensure twist grip is full open. *2. Land as soon as possible.

WARNING: If suspected during a practice autorotation, execute a waveoff.

14.5 ENGINE RESTART IN FLIGHT
An engine flameout in flight would most likely result from a malfunction of the fuel control unit or fuel system. The decision to attempt an engine restart during flight is the pilot’s responsibility and is dependent upon the pilot’s experience and the operating altitude. Consideration must be given to the cause of the failure prior to attempting restart. If attempting an engine restart, proceed as follows: PROCEDURES: *1. Autorotate. *2. Fuel valve — Check On. *3. Starter — Engage.

CAUTION: If Ng is allowed to fall below a minimum of 15-percent Ng, then close the twist grip and perform a normal start.

Note: Ng will not decrease below minimum starting speed within 10 seconds because of rotational inertia plus possible ramair effect. The twist grip can be left in the full open position since fuel flow during the start will be on the normal acceleration schedule. If light-off occurs: *4. Land as soon as possible.

14.6 ENGINE OVERSPEED (Nf) ROTOR RPM (Nr)
INDICATIONS: PROCEDURES: *1. Collective — Increase (to maintain Nr in operating range). *2. Twist grip—Reduce (to maintain Nf in operating range). Note: The Nf overspeed must be continually controlled by coordinating collective and twist grip. *3. Collective/twist grip — Readjust. *4. Land as soon as possible.
 * Nr increase
 * Nf increase
 * Ng increase
 * TOT increase
 * Right yaw
 * Engine noise increase.

14.7 UNDERSPEEDING Nf/Nr
If Nr can be maintained at 90 percent or higher in level flight, it is safe to proceed to a suitable landing site. Terrain permitting, a sliding landing offers the lowest power required. Do not decelerate below the minimum power airspeed of 50 KIAS while executing the power check. If some usable power exists but level flight cannot be maintained, that power, if sufficient, may be utilized to effect a landing or minimize rate of descent en route to a more suitable site for autorotation.

INDICATIONS:
 * Low Nr
 * Low Nf.

PROCEDURES: *1. Collective — Adjust to maintain Nr in limits. *2. Twist Grip — Full Open. *3. GOV RPM — Full Increase. *4. Check power available with Nr in limits.

If power is not sufficient: *5. Autorotate.

If sufficient power is available: *6. Land as soon as possible.

14.8 FUEL CONTROL FAILURE
INDICATIONS: PROCEDURES: *1. Collective—Adjust (to maintain Nr in operating range). *2. Twist grip — Adjust (to maintain Nf/Ng in operating range). *3. Land as soon as possible.
 * Erratic Nf
 * Fluctuating Ng and/or TOT.

WARNING: Be prepared for complete power loss.

14.9 COMPRESSOR STALL
INDICATIONS:
 * Popping or rumbling noise
 * Vibrations
 * Rapid rise in TOT
 * Ng fluctuation
 * Loss of power.

WARNING: Be prepared for complete power loss. PROCEDURES: *1. Collective—Reduce (maintain Nr within limits). Note: Slight power (collective) reduction will often eliminate compressor stalls. *2. ENG anti-ice - OFF *3. Cabin Heat Valve - OFF *4. Land as soon as possible.

WARNING: When accelerating the rotor system during the initial rotor engagement or after a full autorotation, exceeding 40-percent torque may induce compressor stall or engine chugging.

Note: Mild compressor stalls may occur that will allow powered flight if TOT is within operating limits.

14.10 SUSPECTED FUEL LEAKAGE
INDICATIONS:
 * Unusual fuel usage
 * Fuel fumes in cockpit.

PROCEDURES: *1. Land as soon as possible. If time and altitude permit: *2. Transmit position and intentions. *3. Unnecessary electrical equipment — Secure. WARNING: If an air leak exists in the fuel lines between the boost pumps and engine, turning off all electrical power could cause an engine flameout due to a total loss of boost pump pressure. When on deck: 4. Shutdown — Completed. 5. Helicopter — Exit.

INDICATIONS: Sharp two-rev knocking.

PROCEDURES: During high-speed sideward or rearward flight: Center. Align the Nose With the Direction of Travel.
 * 1. Cyclic — Immediately Apply Smoothly Toward
 * 2. Pedals — Immediately Apply as Required to
 * 3. Land immediately.

During other flight conditions: Positive G Load on Rotor, Then Center Laterally. Flight.
 * 1. Cyclic — Immediately Apply Aft to Establish
 * 2. Controls — As Required to Regain Balanced
 * 3. Land immediately.

14.11 MAST BUMPING INDICATIONS: Uncommanded right roll Reduced cyclic effectiveness.

PROCEDURES: Positive G Load on Rotor, then Center Laterally.
 * 1. Cyclic — Immediately Apply AFT to Establish

WARNING Lateral cyclic is decreasingly effective below 1g and increases main rotor flapping, which can result in mast bumping.

When main rotor returns to a positive thrust condition: Flight.
 * 2. Controls — As Required to Regain Balanced

If mast bumping has occurred:
 * 3. Land immediately.

14.12 UNCOMMANDED RIGHT ROLL DURING FLIGHT BELOW 1G Operation of the engine during icing conditions could result in ice formations on the compressor front support. If ice were allowed to build up, airflow to the engine would be affected and engine performance decreased. Every effort must be made to remain clear of known icing conditions. The anti-ice system in this helicopter is to be used as a preventative measure only. Once ice has accumulated, the anti-ice system cannot be used as a corrective measure (will not deice). Intentional flight in any known icing condition (<4° in Visible moisture) is prohibited. For inadvertent flight in icing conditions, proceed as follows:

PROCEDURES: (C)3. Alternate static port — As Required.
 * 1. ENG ANTI-ICING — ON.
 * 2. Pitot heat switches — Heat.

If unable to remain clear of icing conditions:
 * 4. Land as soon as possible.

WARNING Monitor engine instruments and be prepared for partial or complete power loss.

14.13 ICING INDICATIONS: FIRE light Smoke Flames.

PROCEDURES:

WARNING Be prepared for complete power loss.


 * 1. Confirm existence of fire.

If fire exists:
 * 2. Land immediately.
 * 3. Emergency shutdown — Complete After Landing.

If fire not confirmed:
 * 4. Land as soon as possible.

14.14 ENGINE FIRE IN FLIGHT PROCEDURES:
 * 1. Land immediately.
 * 2. Emergency shutdown — Complete.

WARNING Fire extinguisher fluid vapors are dangerous and their use should be limited to a well ventilated area. A moving TH-57 with the cabin vents and windows open is considered to be a well-ventilated area.

Note A sideslip may be desirable to keep the flame from spreading.

14.15 FUSELAGE FIRE INDICATIONS: Loadmeter shows excessive load DC voltmeter shows excessive load Smoke Fumes Sparks.

PROCEDURES: Prior to shutting off all electrical power, the pilot must consider the equipment that is essential to the particular flight environment that will be encountered (e.g., flight instruments and fuel boost pumps).

14.16 ELECTRICAL FIRE PROCEDURES: (C)*2. STANDBY GEN switch — OFF. (C)*3. STBY ATT IND switch — OFF in VMC.
 * 1. BAT switch — OFF.
 * 4. MAIN GEN switch — OFF.

If fire persists:
 * 5. Land immediately.

If fire extinguishes:
 * 6. Land as soon as possible.

If electrical power is required to restore minimum equipment for continued flight, proceed as follows: 7. All circuit breakers — Out. (C)8. Check BAT RELAY circuit breaker — In. 9. BAT switch — ON. 10. MAIN GEN FIELD and MAIN GEN CBs — In. 11. MAIN GEN switch — Reset, then ON. (C)12. STBY GEN RELAY circuit breaker = In. (C)13. STBY GEN switch — ON. (C)14. STBY ATT IND switch — ON. 15. CBs for essential equip—In one at a time in order of importance.

Note - Ensure corresponding bus supply circuit breakers are in to provide power to desired electrical equipment. - Voltmeter will not indicate battery voltage until battery bus supply and voltmeter circuit breakers are in. - Flight operation can be maintained without battery and generator. Instruments powered by the 28-Vdc power system, however, will be inoperable.

14.16.1 Electrical Fire — Unknown Origin.

INDICATIONS: Loadmeter shows excessive load DC voltmeter shows excessive load Smoke Fumes Sparks.

PROCEDURES: Prior to shutting off all electrical power, the pilot must consider the equipment that is essential to the particular flight environment that will be encountered (e.g., flight instruments and fuel boost pumps). PROCEDURES:
 * 1. Affected Equipment — Secure.
 * 2. Affected C/Bs — Pull.

If fire persists:
 * 3. Electrical Fire Unknown Origin Proc — Exec

If fire extinguishes: 4. Land as soon as practicable.

14.16.2 Electrical Fire — Known Origin. INDICATIONS: Fumes in cockpit Smoke in cockpit Equipment failure.

PROCEDURES:
 * 1. ECS and DEFOG blower — OFF.
 * 2. Vents/windows — Open.
 * 3. Slip or skid A/C to eliminate smoke and fumes.
 * 4. Land as soon as possible.

14.17 SMOKE AND FUME ELIMINATION WARNING - With the battery switch OFF or battery exhaustion, both fuel boost pumps are inoperative. Descend below 6,000 feet pressure altitude and land as soon as possible. - With one or both boost pumps inoperative, fuel quantity below 20 gallons shall be considered unusable. Note - Prior to shutting off all electrical power, the pilot must determine the equipment that is essential to the particular flight environment that will be encountered (e.g., flight instruments and fuel boost pumps). (C)- In the TH-57C, time of operation of ESS No. 2 bus on battery power is approximately 40 minutes with pitot heat OFF and an 80-percent charged battery (approximately 35 minutes with pitot heat ON). To conserve battery power as needed for extended flights or for use of landing lights at destination, turn BAT switch OFF during flight. (C)- With the NORMAL/RECOVER switch in NORMAL, failure of the main generator will result in illumination of the FUEL PUMP caution light because of loss of power to nonessential bus. (C)- Resetting the bus/tie relay circuit breaker will cause the main battery to power the nonessential bus, accelerating main battery depletion. PROCEDURES: 1. GEN FIELD and GEN RESET CBs — Check In. 2. MAIN GEN switch — Reset, then ON. If generator power is not restored: 3. MAIN GEN switch — OFF. 4. Unnecessary electrical equipment — OFF. (C)5. NORMAL/RECOVER switch — Recover as Desired. 6. Descend below 6,000 feet. 7. Land as soon as practicable. If power is restored: 8. Continue flight. Note (C)- In the TH-57C, with the loss of the main battery after a main generator failure, the HSI and both RMIs will be inoperative for TACAN, LOC AND VOR approaches. However, the RMIs will still provide relative ADF bearing. VMC should be attained as soon as possible. - Be prepared for a possible electrical and/ or engine compartment fire because of excessive wiring load or generator meltdown.

14.18 MAIN GENERATOR FAILURE

INDICATIONS: Loadmeter to zero MAIN GEN or GEN FAIL caution light — ON (B) DC voltmeter indicates battery voltage (C) Voltmeter indicates 0. INDICATIONS: STBY GEN FAIL caution light.

PROCEDURES: 1. STBY GEN circuit breaker — In. Check voltmeter for indication. 2. STBY GEN switch — OFF, then ON.

If power not restored: 3. Land as soon as practicable.

If power restored: 4. Continue flight.

14.19 STANDBY GENERATOR FAILURE (C)

INDICATIONS: FCS light flashes Loss of pitch/roll servos Loss of FCS.

Note FORCE TRIM will function.

PROCEDURES: If FCS inverter voltage is less than 111 volts: 1. FCS circuit breaker (ESS-1, lower panel) — Pull. 2. Establish VMC.

14.20 INVERTER FAILURE (C)

14.20.1 FCS Inverter Failure (C) INDICATIONS: AC voltage drop RMI — needles failing in the VOR position YAW servo failure.

PROCEDURES: 1. AVIONICS INVERTER CB (ESS-2, upper avionics panel) — Pull

Note Further flight in IMC is possible, but must be accomplished without RMIs and yaw servo.

14.20 INVERTER FAILURE (C)

14.20.2 Avionics Inverter Failure (C) If the loadmeter or voltmeter fluctuates erratically, pegs or goes to zero: 1. Generator — Cycle.

If the problem is corrected: 2. Continue the flight.

If the problem is not corrected: 3. Use generator failure procedures.

CAUTION Sustained loadmeter indications greater than 70 percent may be caused by an electrical fire.

14.21 DC LOADMETER AND VOLTMETER The emergency procedure for hydraulic failure, when AFCS is being used, is the same as the procedure without AFCS. With force trim and AFCS ON, however, the workload necessary to maintain required control is greatly reduced. The aircraft can best be flown when attitude and power adjustments are made smoothly, gradually, and in small increments. IFR speeds of 70 to 90 knots can easily be managed with no hydraulics if force trim and AFCS are ON. For landing with a hydraulic malfunction, the ALT mode of the AFCS shall be disengaged.

Note Odd or unusual stick forces will be felt in a boost-off situation. Because of excessive forces required for control manipulation, a shallow approach with a sliding landing is recommended.

14.22 HYDRAULIC SYSTEM MALFUNCTIONS INDICATIONS: HYDRAULIC PRESSURE light Increased force required for control movement Feedback in control.

PROCEDURES:
 * 1. Airspeed — Adjust (to obtain most comfortable control movement level).
 * 2. HYDRAULIC BOOST switch — Check ON.
 * 3. HYD BOOST circuit breaker — Out.

If system is restored: 4. Land as soon as practicable.

If system is not restored: 5. HYD BOOST circuit breaker — In. 6. HYDRAULIC BOOST switch — OFF. (C)7. FORCE TRIM (FT) — ON. (C)8. AFCS STAB — ON. (C)9. AFCS ALT — OFF. 10. Land as soon as practicable.

14.22 HYDRAULIC SYSTEM MALFUNCTIONS

14.22.1 Hydraulic System Failure

INDICATIONS: Cyclic/collective ctrl displaces to abnormal posn Pilot ctrl of cyclic/collective difficult or imposs

PROCEDURES:
 * 1. HYDRAULIC BOOST switch — OFF.

WARNING Hydraulic system will not secure if HYD BOOST circuit breaker is out.


 * 2. Helicopter — Regain Control.

Adjust airspeed as desired to obtain most comfortable control movement level.


 * 3. Land as soon as possible.

WARNING In the event of a complete power failure in the TH-57B or a failure of the ESS No. 2 bus in the TH-57C, the hydraulic system will reenergize in the malfunction mode. The pilot will be unable to override the hydraulic boost solenoid.

14.22 HYDRAULIC SYSTEM MALFUNCTIONS

14.22.2 Hydraulic Power Cylinder Malfunction Aircraft experiencing a control malfunction during ground operations will be immediately inspected by qualified technicians prior to further flight operations or continued turnup/maintenance action. If jammed or restricted flight controls are experienced on the ground by a pilot or maintenance personnel, no attempt shall be made to free the controls. Light pressure shall be held against the restriction or jam while a thorough inspection of the flight control system is being conducted.

Pilots of aircraft that have just returned from a flight during which a control malfunction was experienced will request an immediate flight control system inspection.

14.23 JAMMED FLIGHT CONTROLS AND OTHER FLIGHT CONTROL MALFUNCTIONS Helicopter pilots should guard against the tendency to place all tail rotor malfunctions and their corrective actions into a single category. The successful handling of a tail rotor emergency lies in the pilot’s ability to quickly analyze and determine the type of tail rotor malfunction that has occurred and then to execute the proper emergency procedures. It is as equally important   that the pilot understand how the helicopter will react as it is to know the procedure. This requires forethought and discussion so that the pilot can more ably discern the situation and take the proper corrective action.

There are four basic types of tail rotor malfunctions which are covered in the following paragraphs. Of the basic types, the pilot can make some generalizations: (1) in the case of right rotations, a low-powered approach or autorotation is the most likely course of action; and (2) in the case of left rotations, a powered approach will usually be possible. A controllability check at cruise flight should be performed, determining what torque is required for balanced flight. A high-torque setting (above hover power) will usually indicate a stuck left situation, and a low-torque setting (below hover power) will usually indicate a stuck right situation.

14.24 TAIL ROTOR MALFUNCTIONS PROBABLE CAUSES: Tail rotor driveshaft severed Loss of tail rotor blades.

HELICOPTER REACTION: In this situation, the nose of the helicopter will swing rapidly to the right in a hover with an accompanying sideslip in forward flight.

PROCEDURES: In a hover:
 * 1. Twist grip — Close.
 * 2. Cyclic — Eliminate Drift.
 * 3. Collective — Increase to Cushion Landing.

During transition to forward flight:
 * 1. Twist grip — Close.
 * 2. Cyclic — Eliminate Sideward Drift.
 * 3. Collective — Increase to Cushion Landing.

At altitude: If right rotation is controllable by reducing power and maintaining 50 to 72 knots, proceed as follows:
 * 1. Set up for autorotation to suitable landing area.
 * 2. Autorotate.
 * 3. Twist grip — Close.

If right rotation is uncontrollable at reduced power settings and airspeed of 50 to 72 knots:
 * 4. Autorotate.
 * 5. Twist grip — Close.

14.24 TAIL ROTOR MALFUNCTIONS

14.24.1 Complete Loss of Tail Rotor Thrust PROCEDURES: In a hover: If rate of rotation is not excessive and landing surface is smooth and firm:
 * 1. Collective — Dec to Effect a Pwr-On Landing

If rate of rotation is excessive or landing surface is unsuitable for a power-on landing:
 * 2. Twist grip — Reduce as Nose App Windline.
 * 3. Cyclic — Eliminate Drift.
 * 4. Collective — Increase to Cushion Landing.

At altitude: 1. Maintain airspeed and engine rpm to streamline the aircraft. 2. Plan an approach to a smooth level surface into the wind or with a slight left crosswind if possible. 3. Establish a shallow approach, maintaining 60 KIAS until on final.

Note In such an approach profile, it is not unusual for the nose to be yawed slightly to the left. 4. At 50 to 75 feet AGL and when the landing area can be made, start a slow deceleration to arrive over the intended landing point with min forward speed required for directional control. 5. At approximately 2 to 3 feet skid height, increase collective to slow the rate of descent and coordinate twist grip to maintain nose alignment. WARNING If necessary, a waveoff should be made early in the approach, using cyclic to increase forward airspeed. If it becomes necessary to use large collective inputs to wave off near the deck, the nose will yaw right and possibly enter uncontrolled flight. Note If nose swings right after touchdown, follow the turn with cyclic to prevent the aircraft from rolling over.

14.24 TAIL ROTOR MALFUNCTIONS

14.24.2 Fixed Pitch Right Pedal Applied

PROBABLE CAUSES: Pedals locked in fixed position because of FOD Control linkage failure during a right-pedal applied situation.

HELICOPTER REACTION: The pilot will be unable to control right yaw with pedal input. If power is increased, it will tend to aggravate the degree of yaw or sideslip.

PROCEDURES: In a hover: If rate of rotation is not excessive and landing surface is smooth and firm:
 * 1. Collective — Dec to Effect a Power-On Landing

If rate of rotation is excessive or landing surface is unsuitable for a power-on landing:
 * 2. Twist grip — Slowly Reduce While Inc Collective to Stop Rotation.
 * 3. Collective — Coordinate with Twist Grip to Maintain Heading and Allow A/C to Settle

At altitude: 1. Maintain airspeed and engine rpm to streamline the aircraft. 2. Plan an approach to a smooth, level surface into the wind or with a slight left crosswind if possible. 3. Establish a normal approach and maintain 60 KIAS during the initial part of the approach. 4. On final approach, maintain engine rpm within limits and begin a slow deceleration in order to arrive at a point about 2 feet above the intended touchdown area as effective translational lift is lost. 5. Apply collective pitch to slow the rate of descent and align the helicopter with the intended landing path. If the aircraft is not aligned after pitch application, adjust the twist grip to further help with the alignment. Allow the aircraft to touch down at near zero groundspeed maintaining alignment with the twist grip.

Note In a fixed-pitch left-pedal situation, it is possible for the pilot to slow the aircraft to a hover and effect such a recovery.

14.24 TAIL ROTOR MALFUNCTIONS

14.24.3 Fixed Pitch Left Pedal Applied

PROBABLE CAUSES: Pedals locked in a fixed position because of FOD Control linkage failure during a left-pedal applied situation. HELICOPTER REACTION: The pilot will be unable to control left yaw with pedal input. If power is decreased, it will tend to aggravate the degree of yaw or sideslip. PROBABLE CAUSES: See Part IV. HELICOPTER REACTION: See Part IV.

PROCEDURES:
 * 1. Pedals — Maintain Full Left Pedal.
 * 2. Collective — Reduce (as altitude permits).
 * 3. Cyclic — Forward to Increase Airspeed.

If spin cannot be stopped:
 * 4. Autorotative landing — Execute.

14.24 TAIL ROTOR MALFUNCTIONS

14.24.4 Loss of Tail Rotor Effectiveness PROCEDURES: AFCS On).
 * 1. Collective — Reduce (to minimum pitch).
 * 2. Airspeed — 130 KIAS (122 KIAS Max with

Note During recovery, Nr may tend to overspeed.

14.25 EMERGENCY DESCENT The primary requirements when lost are as follows: 1. Confess. 2. Climb. 3. Conserve. 4. Communicate. 5. Conform. 6. Consult local area maps for landmarks. 7. Land if necessary and ask available persons for information.

14.26 LOST PLANE PROCEDURES If inadvertent IMC flight should occur while in a formation flight and the lead aircraft is lost from sight or upon command of the lead, immediately take the following action (Figure 14-1):

1. Aircraft numbers two and four will commence a standard rate turn away from the flight. They will call passing through 90 degrees of turn and will turn 170 degrees.

2. Aircraft number three will climb 500 feet on the present heading. After completing the climb, the aircraft will reverse heading 170 degrees away from the flight leader. When number four aircraft reports passing through the 90 degrees, upon completing the reversal turn, descend to the initial altitude.

3. The flight leader, upon receiving the radio call of aircraft number two passing through 90 degrees of turn, will reverse course 180 degrees on the same side as aircraft number two.

4. It is essential that all aircraft maintain the airspeed of the flight when the dispersal was commenced. The flight will regroup when in a clear area.

14.27 INADVERTENT ENTRY INTO INSTRUMENT METEOROLOGICAL CONDITIONS 1. Either aircraft can transmit inadvertent IMC. 2. Lead shall transmit the flight’s base altitude and heading. 3. Wingman shall turn away from the flight, terrain permitting, transmitting direction of turn while passing through the 90 degrees position relative to the base heading. 4. After receiving wingman’s 90 degrees call, lead shall turn in the opposite direction, terrain permitting. 5. Both aircraft will roll out 170 degrees off base heading. 6. The flight will regroup in a clear area.

14.27 INADVERTENT ENTRY INTO INSTRUMENT METEOROLOGICAL CONDITIONS

14.27.1 Two Helicopters When inadvertently encountering IMC:

If Ng or TOT falls to zero or fails to rise and fall with corresponding power changes:

1. Monitor other engine instruments. 2. Avoid high power settings. 3. Land as soon as practicable.

Note Failure of the Ng tachometer generator is usually accompanied by actuation of the engine out warning horn and light.

14.28 SINGLE INSTRUMENT INDICATIONS

14.28.1 Ng Tachometer or Turbine Outlet Temperature System If the digital torquemeter indication is unusually low or falls to zero with a corresponding digital readout, it is probable that the torque line has ruptured. Loss of engine oil will be kept to a minimum by a restrictor fitting in the system.

PROCEDURES:
 * 1. Monitor engine instruments.
 * 2. Land as soon as possible.

The digital torquemeter incorporates a transducer between the wet line and the gauge. If the indicator falls to zero and the digital readout is extinguished, the cause is a loss of electrical power to the indicator.

PROCEDURES: 1. Monitor engine instruments. 2. Check TRQ circuit breaker — In. 3. Land as soon as practicable.

Note Some minor torque fluctuation is normal and should not be cause for concern.

14.28 SINGLE INSTRUMENT INDICATIONS

14.28.2 Torquemeter

ON GROUND — The engine shall be shut down if transmission oil pressure exceeds 70 psi or engine oil pressure exceeds 150 psi.

AIRBORNE — If either gauge fluctuates erratically, engine oil pressure does not indicate within normal range, or transmission oil pressure is not within 30-70 psi:
 * 1. Land as soon as possible.

WARNING With suspected transmission malfunctions, the pilot should make an approach with minimum power change to minimize changes to transmission torque.

Note - Check the transmission oil pressure with the twist grip full open. Illumination of the TRANS OIL PRESS caution light is common while the twist grip is at flight idle, after power off maneuvers. However, the gauge should indicate positive transmission oil pressure.

- There is no detrimental effect to the transmission system with oil pressure between 50 and 70 psi with transmission temperature within limits. Pressure indications between 50 and 70 psi shall be documented on a MAF upon completion of flight.

14.28 SINGLE INSTRUMENT INDICATIONS

14.28.3 Engine or Transmission Oil Pressures If either oil temperature gauge indicator exceeds red line limitations:
 * 1. Land as soon as possible.

If either oil temperature gauge fluctuates or falls to zero:
 * 2. Land as soon as practicable.

14.28 SINGLE INSTRUMENT INDICATIONS

14.28.4 Engine or Transmission Oil Temperatures If abnormal transmission temperature or pressure indications are accompanied by the illumination of the TRANS CHIP light or abnormal sound from the transmission area:
 * 1. Land immediately.

WARNING Do not autorotate, minimize power changes.


 * 2. Lock harness.

14.29 IMMINENT TRANSMISSION FAILURE If the tachometer indications fluctuate erratically or peg and all other instruments and lights are normal, land a soon as practicable, utilizing the remaining engine and performance instruments to monitor flight performance.

14.30 FLIGHT PERFORMANCE INSTRUMENTS

14.30.1 Nr and Nf Tachometer Malfunction. If the airspeed, vertical speed, or altimeter fluctuates erratically or gives apparently false indications while power and attitude instruments are normal, proceed as follows: 1. PITOT HEAT switch(es) — On.

Monitor cruise power settings and nose attitudes to maintain altitude and airspeed. If pitot heat does not remedy the situation, accomplish the following: (C)2. Alternate static source knob — Pull. 3. Land as soon as practicable.

14.30 FLIGHT PERFORMANCE INSTRUMENTS

14.30.2 Pitot-Static Instruments

If the directional or attitude gyro precesses or otherwise malfunctions, shift the scan to the standby compass (directional gyro malfunction) or to a partial panel scan utilizing other flight instruments to maintain heading, airspeed, and altitude (attitude gyro malfunction). If IFR, attempt to reestablish VMC conditions. Remain VFR and continue the flight. Report the discrepancy upon return to base.

WARNING TH-57B control/trim characteristics prohibit safe instrument flight. If inadvertently IMC, regain VMC as expeditiously as possible.

14.30 FLIGHT PERFORMANCE INSTRUMENTS

14.30.3 Gyro Instruments This failure will be manifested by loss of sidetone and ability to transmit or receive. To regain radio reception, proceed as follows:

(C)1. Audio NORM/EMER switch EMER. (C)2. Audio control panel—Depress Appropriate Top Row Mixer Switch to Regain Transmit-Receive Capability (there will be no sidetone in this model). 3. Land as soon as practicable.

Note No sidetone will be evident.

(C) In the TH-57C, an alternate method of regaining operation is available by swapping pilot and copilot audio plug and using the ICS/RADIO switch on the other cyclic. The person in the other seat may then monitor radio reception with the opposite audio NORM/EMER switch in EMER.

14.31 ICS/RADIO SELECTOR PANEL FAILURE If the fuel quantity indicator drops to zero or fluctuates, utilize elapsed time to judge available remaining fuel. Land as soon as practicable.

14.32 FUEL QUANTITY INDICATOR If any overtorque exceeding 110 percent, overspeed, or overtemp is observed, land as soon as possible.

14.33 OVERTORQUE/OVERSPEED/ OVERTEMP INDICATIONS: FUEL PUMP caution light Indicated fuel pressure of zero (dual-pump failure).

PROCEDURES: Flight Permits. WARNING With one or both boost pumps inoperative, minimum fuel is 20 gallons. 10 Gallons is considered unusable.
 * 1. Descent — Initiate if Above 6,000 Feet PA and
 * 2. Fuel pressure and quantity — Note.

If both fuel boost pumps have failed (fuel press at 0): WARNING Be prepared for complete power loss.


 * 3. FUEL BOOST circuit breakers — Pull.
 * 4. Land as soon as possible.

If only one boost pump has failed (fuel press 4-30psi): WARNING Do not pull circuit breakers in an attempt to identify the failed boost pump until below 6,000 feet PA.
 * 5. Failed boost pump — Identify.

If unable to identify failed boost pump or fuel low caution light is illuminated:
 * 6. Ensure both Boost Pump circuit breakers are in.
 * 7. Land as soon as possible.

If able to identify failed boost pump: 8. Failed boost pump circuit breaker — Pull. 9. Land as soon as practicable. WARNING If an air leak exists in the fuel lines between the boost pumps and engine, a total loss of boost pump pressure could cause an engine flameout.

14.34 FUEL BOOST PUMP FAILURE

Failure of one or both fuel boost pumps will be evidenced by illumination of the FUEL PUMP caution light.

If one pump has failed, indicated fuel pressure will be normal (4 to 30 psi). The failed pump can be identified by alternately pulling the FUEL BOOST FWD and FUEL BOOST AFT circuit breakers and observing any resulting change in indicated fuel pressure.

If both pumps have failed, indicated fuel pressure will be zero.

The engine will operate with only one operable boost pump under all conditions of power and altitude. With a dual boost pump failure, however, the engine-driven fuel pump is only capable of supplying fuel to the engine at altitudes below 6,000 feet PA.

In the event of a single or dual Boost Pump failure, maintain a level-attitude and balanced flight to the maximum extent possible to prevent engine flameout that could be caused by the operating submersible pump being uncovered and allowing air to be drawn into the fuel lines or by both boost pumps being inoperative and allowing air to be drawn into the engine-driven fuel pump. An ECS malfunction is normally indicated by a medium-frequency vibration accompanied by a rumbling or grinding noise from the engine compartment. It is caused by a compressor malfunction or improper belt tension.

PROCEDURES: 1. AIR COND/FAN switch — OFF. 2. Land as soon as practicable.

14.35 ENVIRONMENTAL CONTROL SYSTEM MALFUNCTIONS INDICATIONS: DUCT TEMP HIGH caution light illuminated.

PROCEDURES: 1. CABIN HEAT valve — OFF. 2. AIR COND/FAN switch — FAN. 3. HI/FAN/LO switch — HI.

If light extinguishes: 4. Continue flight.

If light does not extinguish: 5. Land as soon as practicable.

14.35 ENVIRONMENTAL CONTROL SYSTEM MALFUNCTIONS

14.35.1 Heater Malfunction High frequency vibrations are too fast to count and may be manifested as a buzz in the pedals. These vibrations may come from the engine or accessory gearbox components, improper driveshaft alignment, malfunctioning couplings, dry or excessively worn bearings, an out--of--track or damaged tail rotor. If the vibration is associated with a malfunctioning tail rotor, the time from onset of vibration to complete loss of tail rotor thrust may be extremely limited. Recognition of suspected failure of the tail rotor drive system relies heavily on pilot judgment. Indications of suspected failure include, but are not limited to, sudden increase in amplitude of vibrations, unusual noises, and illumination of tail rotor chip light.

Procedures:
 * 1. LAND IMMEDIATELY.

If tail rotor drive system failure is suspected:
 * 2. Complete Loss of Tail Rotor Thrust Proc --Exec.

WARNING Increased power settings required to accomplish a normal approach may ultimately precipitate the complete failure of a malfunctioning tail rotor. Be prepared for uncommanded right yaw in the event of complete loss of tail rotor thrust during the approach. Consideration should be given to maintaining an autorotative profile or low--powered approach.

14.36 HIGH FREQUENCY VIBRATION

PROCEDURES:


 * 1. AUTOROTATE.


 * a. Autorotation — Establish.
 * (1) Collective — Full Down Immediately.
 * (2) Pedals — Center Ball.
 * (3) Airspeed — 50 KIAS minimum rate of descent, 72 KIAS maximum glide range.
 * (4) Nr — Maintain Between 90 to 107% (94 to 95 % optimum).
 * (5) Heading — Turn Into Wind or Toward Best Landing Area.


 * b. Autorotative landing — Execute.
 * (1) Cyclic — Flare as Required (to reduce rate of descent and groundspeed).
 * (2) Collective — Increase as Required (to cushion landing).
 * (3) Cyclic — Level Skids Prior to Touchdown.

15.1 AUTOROTATION

A safe autorotative approach and landing is dependent upon variables such as pilot capability, density altitude, airspeed, gross weight, proximity of suitable landing area, plus wind direction and velocity. This does not preclude operation in the restricted height velocity area during emergencies or pressing operational requirements. Heading is maintained by applying right pedal to decrease the tail rotor thrust. Autorotative rotor rpm will vary with ambient temperature, pressure altitude, g loading, and gross weight. High gross weights, increased g loads, and higher altitudes and temperature will cause increased rotor rpm that can be controlled by increasing collective. Do not exceed 100 KIAS in sustained autorotation.

Note Avoid abrupt control movement during high speed autorotation to prevent overcontrolling.

Any increase of rotor rpm, above that specified for maximum glide, will result in increased rate of descent. At an altitude of 75 to 100 feet, a flare should be established by moving the cyclic stick aft. This will decrease both airspeed and rate of descent and cause an increase in rotor rpm that is dependent upon the rate that the flare is executed. Increased rotor rpm is desirable because more energy will then be available to the main rotor when collective is applied. Sites for autorotative landings should be hard, flat, smooth surfaces clear of approach and rollout obstructions. During landing, the helicopter should be held in skid level attitude. After touchdown, decrease collective slowly to full down.

Note The best glide airspeed is 72 KIAS. The minimum rate of descent airspeed is 50 KIAS. An autorotation into a heavily wooded area should be accomplished by executing a normal autorotation and full flare. The flare should be executed so as to reach a zero rate of descent and zero groundspeed as close to the top of the trees as possible. As the helicopter settles, increase collective to maximum. If time permits during the autorotation:

PROCEDURES:
 * 1. Autorotate.
 * 2. Shoulder harness — Lock.

If time and altitude permit: 5. Twist grip — Close. 6. Generator — OFF. 7. Battery — OFF.
 * 3. Mayday — TRANSMIT on guard.
 * 4. Transponder — Emergency.

15.1 AUTOROTATION

15.1.1 Landing in the Trees

WARNING During any emergency egress, particular care must be taken to avoid being struck by the rotor blades.

16.2 EMERGENCY EGRESS

16.2.1 Emergency Ground Egress

1. Abandon aircraft — Order. 2. Mayday — Transmit. 3. Doors — Open/Jettison. 4. Communications cord — Disconnect. 5. Lap/shoulder harness — Release. 6. Egress through appropriate exit.

16.2 EMERGENCY EGRESS

16.2.1 Emergency Ground Egress

16.2.1.1 Pilot/Copilot

1. Doors — Open/Jettison. 2. Seat harness — Release. 3. Egress through appropriate exit.

16.2 EMERGENCY EGRESS

16.2.1.2 Crew/Passengers Note Detailed crash/ditching brief shall be part of every prebrief, especially for passengers.

16.3 EMERGENCY LANDING

The risk of personal injury during an autorotative landing or ditching can be significantly reduced by properly positioning oneself for the landing. Aircrew should sit erect with head firmly against the headrest, elbows tucked in tightly, hands in lap, and feet flat on the deck.

16.3 EMERGENCY LANDING

16.3.1 Preparation For Emergency Landing

16.3.1.1 Crash Position

1. Crew and passengers — Alert. 2. Shoulder harness — Locked. 3. Mayday/IFF — Transmit/Emer (7700). 4. Emergency landing — Execute. 5. After landing: a. Secure and exit. b. Rotors — Avoid.

WARNING Conditions permitting, delay egress until rotors have stopped.

c. Muster at prebriefed point outside aircraft.

16.3 EMERGENCY LANDING

16.3.1 Preparation For Emergency Landing

16.3.2 Emergency Landing (Pilot/Copilot) 1. Shoulder harness — Locked All Stations. 2. Brace for impact. 3. After landing: a. Seat harness — Release. b. Egress through appropriate exit. c. Rotors — Avoid.

WARNING Conditions permitting, delay egress until rotors have stopped.

d. Muster at prebriefed point outside aircraft.

16.3 EMERGENCY LANDING

16.3.1 Preparation For Emergency Landing

16.3.3 Emergency Landing (Crew/Passengers) Once the decision has been made to ditch: 1. Passengers and crew — Alert. 2. Shoulder harness — Locked. 3. Mayday/IFF — Transmit/Emer. 4. Perform normal approach to hover/taxi 3 to 5 feet above the water. 5. Doors — Jettison. 6. Nonessential personnel — Execute Emergency Egress. 7. Helicopter — Move, Safe Distance Away. 8. Vertical landing — Perform. 9. Twist grip — Close. 10. Collective—Increase Slowly to Maximum Pitch. 11. Cyclic — Maintain Helicopter Upright As Long As Possible. 12. Emergency egress — Execute. 13. Lifevest—Inflate (whenwell clear of helicopter).

16.3 EMERGENCY LANDING

16.3.1 Preparation For Emergency Landing

16.3.4 Ditching

16.3.4.1 Ditching — Power On Time permitting.
 * 1. Autorotate.
 * 2. Shoulder harness — Lock.

If time and altitude permit:
 * 3. MAYDAY -- Transmit on Guard.
 * 4. Transponder — Emergency.
 * 5. Doors — Jettison.

WARNING Do not abandon helicopter until rotor blades have stopped. Do not inflate life vest until well clear of the helicopter.


 * 6. Underwater egress — Execute.

16.3 EMERGENCY LANDING

16.3.1 Preparation For Emergency Landing

16.3.4 Ditching

16.3.4.2 Ditching — Power Off WARNING Copilot must ensure that the collective lever does not block egress through door.

1. Brace for water impact. 2. Place one hand on known reference point. 3. Place other hand on seat harness release. 4. Remain strapped in 5 to 8 seconds after impact or until water is no longer rushing into cockpit. 5. Release seat harness.

WARNING Do not inflate LPU until outside helicopter.

6. To exit helicopter, grasp sides of door frame, pulling body through. Use feet, push off on any available surface. 7. After egress, inflate LPU and swim well away from helicopter.

16.3 EMERGENCY LANDING

16.3.1 Preparation For Emergency Landing

16.3.5 Underwater Egress The HABD provides approximately 2 minutes of compressed breathing air at moderate depths and exertion levels. Lower breathing rates extend useful time and higher rates will decrease useful time.

Note The HABD should be worn by all crewmembers and passengers for overwater flights.

1. Ensure HABD is full and not leaking; leave it on — PREFLIGHT. 2. Angle HABD regulator away from your head after placing it in the survival vest.

WARNING Orientation of the HABD is critical. It must angle away from the crewmember’s head. Otherwise, during a crash, the head may impact the HABD causing serious injury and/or incapacitation.

3. After impact:

Note If time does not permit placing HABD in your mouth before submerging, attempt emergency egress while holding your breath.

a. Reference point — Hold With One Hand. b. HABD—Place in Mouth, Clear, and Breathe Through the HABD While Submerging. 4. After violent motion ceases — Release Seat Harness. 5. Emergency egress — Execute. 6. Swim to surface breathing normally off the HABD.

WARNING As you are ascending to the surface after breathing off the HABD, you must breathe normally to vent the expanded air from your lungs to prevent injury. Inflating the LPU will cause a rapid ascent rate which will require continuous exhalation.

16.4 HELICOPTER AIRCREW BREATHING DEVICE

16.4.1 HABD Egress Procedures