CPT 4

Cockpit Procedures Trainer FOUR

=Discuss=

Main Drive shaft failure
If the main drive shaft fails it will be accompanied with a loud bang, Nf / Ng increase, Nr decrease, and a left yaw. The engine will still continue to drive the tail rotor driveshaft and therefore should be kept running until after the autorotation is completed, however you will have to control Nf / Ng with the twist grip.

MAIN DRIVE SHAFT FAILURE (Barbell Shaft Failure)
Indications: Procedures: 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%.
 * Nr decrease
 * Nf / Ng rpm increase
 * Left yaw
 * Loud bang / noise
 * 1. Autorotate
 * 2. Twist grip	Adjust (maintain Nf/Ng in operating range.)

When on deck:
 * 3. Emergency Shutdown	Complete

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. Ng - Check.

If Ng is below 12%:


 * 3. Twist Grip - Close, perform normal start

If Ng is 12% or above:
 * 4. Starter	Engage, perform normal start

Note
 * Ng will not decrease below minimum starting speed within 10 seconds because of rotational inertia plus possible ram air 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:
 * 5. Land as soon as possible

Vibration identification
NATOPS 11.13

Mast bumping
NATOPS 11.5

Mast bumping is a result of excess blade flapping and is the violent contact between the static stop and the mast which causes mast damage and separation. Cockpit indications are a sharp two per rev knocking.

Major Causes (Most Common)
 * Low “G” maneuvers
 * Large rapid cyclic movements (Especially forward cyclic)
 * Flight Near CG Limits
 * Steep slope landings

Minor Causes (Less Common)
 * Max sideward or Rearward Flight
 * Blade stall conditions
 * Side-slip

MAST BUMPING
Indications: Procedures:
 * Sharp 2-rev knocking

If mast bumping is suspected:
 * 1. Establish positive G load.
 * 2. Land Immediately.

During low g maneuvers (below +0.5g)(other than nose high):
 * 1. Cyclic aft, then center laterally to regain positive g (thrust)on the rotor and maintain Nr.
 * 2. Land Immediately.

During nose high, low airspeed:
 * 1. Collective	Judiciously increase, if possible.
 * 2. Pedals	As Required.
 * 3. Cyclic	Move to neutral position.
 * 4. Land Immediately.

During other flight conditions:
 * 1. If mast bumping is suspected - Land Immediately.

-The highest slope we can land on in the TH-57 is 7.5 degrees(NATOPS 11.8.2).

DITCHING—POWER ON
Procedures:
 * 1. Passengers and crew	Alert
 * 2. Shoulder harness	Locked
 * 3. Mayday - Transmit
 * 4. Transponder - Emergency
 * 5. Perform normal approach to hover 3 to 5 feet above water
 * 6. Doors	Jettison
 * 7. Nonessential personnel	Execute Emergency Egress
 * 8. Helicopter	Move, Safe Distance Away
 * 9. Vertical landing	Perform
 * 10. Twist grip close
 * 11. Collective	Increase slowly to Max. Pitch
 * 12. Cyclic	Maintain Helicopter upright as long as possible
 * 13. Emergency egress	Execute
 * 14. Life vest	Inflate (when clear of helicopter)

DITCHING—POWER OFF
Procedures: If time and altitude permit:
 * 1. Autorotate
 * 2. Shoulder harness	Lock
 * 3. Mayday - Transmit on guard
 * 4. Transponder - EMER
 * 5. Doors - Jettison
 * 6. Underwater egress - Execute

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

=Introduce=

1. ENGINE OVERSPEED (Nf) ROTOR RPM (Nr)
Indications: Procedures: Note The Nf overspeed must be continually controlled by coordinating collective and twist grip.
 * Nr increase
 * Nf increase
 * Ng increase
 * TOT increase
 * Right Yaw
 * Engine noise increase
 * 1. Collective	Adjust as required to maintain Nr in operating range
 * 2. Twist grip	Reduce (to maintain Nf in operating range)


 * 3. Collective / twist grip 	Readjust
 * 4. Land as soon as possible

3. COMPRESSOR STALL

 * Natops Changed in 2007.

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

NOTE: Slight power (collective) reduction will often eliminate compressor stalls.


 * 2. ENG anti-ice switch - OFF


 * 3. Cabin Heat Valve - OFF


 * 4. Land as soon as possible.

CAUTION: When accelerating the rotor system during the initial rotor engagement or after power off maneuvers, exceeding 40% torque may induce engine chugging which may induce a compressor stall.

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

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: If Ng is below 12%: If Ng is 12% or above:
 * 1. Autorotate
 * 2. Ng - Check
 * 3. Twist grip - Close, perform normal start.
 * 4. Starter - Engage, perform normal start.

NOTE: Ng will not decrease below minimum starting speed within 10 seconds because of rotational inertia plus possible ram air 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:
 * 5. Land as soon as possible

6. ELECTRICAL FIRE
Indications: Procedures:
 * Loadmeter shows excessive load
 * DC voltmeter shows excessive load
 * Smoke
 * Fumes
 * Sparks
 * 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.)

Electrical Fire Unknown Origin

 * 1. Bat switch	Off
 * 2. © STANDBY GEN switch	Off
 * 3. © STBY ATT IND switch	Off in VFR Conditions
 * 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	Pull
 * 8. © Check BAT RELAY circ. bkr	In
 * 9. BAT Switch	On
 * 10. MAIN GEN FIELD and MAIN GEN RESET circuit breakers - In.
 * 11. MAIN GEN switch - Reset, then ON.
 * 12. © STBY GEN RElay circuit breaker - In.
 * 13. © STBY GEN switch - On
 * 14. © STBY ATT IND switch - On.
 * 15. Circ. Brkrs. for ess. 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. NOTE: Voltmeter will not indicate battery voltage until batter bus supply and voltmeter circuit breakers are in.

NOTE: Flight operation can be maintained without battery and generator. Instruments powered by 28 VDC power system however, will be inoperable.

Electrical Fire Known Origin

 * 1. Affected Equipment	Secure
 * 2. Affected C/Bs	Pull

If fire persists:
 * 3. Elec. fire of unknown origin	Execute

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

=Practice=


 * 1. All FAM stage checklists and voice reports


 * 2. Normal starting / shutdown procedures


 * 3. Abnormal starts


 * 4. Generator / electrical malfunctions


 * 5. Hydraulic system failure


 * 6. Chip lights


 * 7. Post shutdown fire / internal