T4002

On this flight you will do a high speed approach and a quick stop. Then you will probably begin Power checks, and Confined area takeoffs and landings.

=Crew Coordination= General. Crew members other than the pilot and copilot are assigned to fly on almost all fleet aircraft, performing a variety of mission-unique tasks. As highly skilled individuals, they contribute to the successful completion of your mission. They assist in terrain recognition and observe for clearance of obstacles during hovering and landing. During external load operations and confined area landings, the crewman is the pilot's primary means of observing and relaying vital information external to the aircraft. He is your "eyes" in the back! The crewman is responsible to the pilot for preflight briefings and procedures specific to external load operations and confined area landings.

NATOPS 20.4.2.6 Confined Area Landings. Careful coordination is necessary to ensure safe confined area landings. A special confined area landing brief shall be given, normally by the aircrewman. Lookout doctrine, especially clearing the aircraft in close quarters, shall be stressed. Care must be taken to coordinate all voice and lost ICS commands.

An example of the crewman's brief for confined area landings is as follows for the TH-57:

CONFINED AREA LANDING BRIEF
 * 1.	Aircrew seating.
 * 2.	CAL zone brief:
 * a.	Height of obstacles which determine approach angle
 * b.	Size and topography of the landing zone
 * c.	Possible loss of wind effect
 * d.	Power available
 * e.	Departure route
 * 3.	Pilot reports "on final,,
 * 4.	Descent clearance (every five seconds)
 * 5.	Tail	rotor clearance
 * 6.	Pilot advises crew of intentions
 * 7.	Clearance requirements
 * a.	Aircrewman
 * b.	Non-flying pilot
 * c.	obstacle clearance (minimum 10 feet)
 * d.	Turns (90 degrees maximum)
 * e.	Landing (clearance)
 * f.	Lift to hover (clearance)
 * g.	Departure (radio call, clearance)

NOTES:
 * a. 	Always yield right-of-way to aircraft with external load.
 * b. 	waveoff and hold are mandatory voice and hand signals.

EMERGENCY PROCEDURES ICS failure If not committed to LZ - wave off
 * (1) Alert pilot (tap on shoulder)
 * (2) Waveoff or land:

If committed to LZ - land using push/pull method on pilot's shoulder
 * (3) Troubleshoot on deck
 * (4) Reposition for departure using LSE signals
 * (5) Departure clearance

=Power Checks= THE BOOK:
 * 1.	The expected power required to HIGE/HOGE shall be computed prior to flight using the tables in NATOPS. The major variables affecting power available are gross weight, density altitude -(P.A., humidity, OAT), and wind. Any changes in these from the values used in the HIGE/HOGE computations will cause a difference between the computed power to HIGE or HOGE and the power actually required at the site. For example, if the aircraft is heavier than planned, actual hover torque will be greater than computed; if there is more wind than planned, actual hover torque (power required) will be less than computed; if D.A. is higher than planned, then hover torque will be higher than planned.
 * 2.	Power available is the power that the engine can produce given a certain density altitude, and in some cases, wind or true airspeed. As with any aircraft, a helicopter will not continue flying in any state where power required exceeds power available. In virtually all cases involving HIGE/HOGE the power -available in the TH-57 is torque limited - that is, the transmission torque/time limits will be exceeded before any engine limitation is reached if the engine is operating correctly. Thus, once engine performance parameters (TOT, Ng) have been checked in limits, power available can be assumed to be 85% (unlimited) and 100% (5 minutes). The 100-110% torque is for transient conditions and should not be used for planning.
 * 3.	For preflight planning, a 10% safety margin between HOGE power required (computed) and power available (100% Q) should be ensured. A planned "burn down" of fuel may be necessary to achieve this. In any case, actual torque required to hover out of ground effect shall not be greater than 90% torque before beginning CAL operations, and shall not be greater than 95% torque before beginning external load operations. This will allow a margin between power available (100%) and power required (actual HOGE) to prevent settling with the external load or due to loss of wind effect in a confined area landing.

=HIGE/HOGE= GOUGE: Realize that the best way to check HIGE and HOGE power is to do it. Reality can be different than the math predicts. Establish the helicopter in a five foot hover into the wind note torque. Smoothly lift helicopter into a 50 foot hover, note torque. In a stiff wind above the trees HOGE may actually be lower than HIGE due to translational lift. HOGE is reached at 35 feet (33.4 feet actually) but 50 foot provides a safety margin.


 * 1.	Dial 29.92 into BAR ALT (gives you PA)
 * 2.	Check OAT
 * 3.	Compute DA (pg. 38 of PCL... or use the chart on pg. 59 and enter at the top, this is one less chart you'll have to flip to in the aircraft)
 * 4.	Compute aircraft Gross Wt
 * a.	Basic Weight
 * b.	Crew Weight
 * c.	12 lbs for oil
 * d.	Fuel Weight (pg. 32 of PCL)
 * e.	Final Projected HIGE and HOGE torque (pg. 59 of PCL).
 * 5.	Lift the aircraft into a 5’ hover. If power required is more than the value computed, the aircraft should be downed for suspected low power.
 * 6.	If Power required to hover the aircraft in ground effect is equal to or less than the value computed, raise the aircraft into an out-of-ground effect hover (35’). Cross check the power required to HOGE with the value computed.  If the power required to HOGE is equal to or less than the computed power, CAL operations may be conducted.
 * 7.	If the power required to HOGE is more than the normal or military power range, then CAL operations should not be conducted until the power required to HOGE falls within the normal 0 to 85% or military power range, 85-100% for 5 mins. This can be achieved by reducing gross weight.

=Vortex Ring State= NATOPS 11.6 Vortex ring state is an uncommanded rate of descent caused by the helicopter settling into its own downwash. In this state, the flow through the rotor system is upward near the center of the rotor disk and downward in the outer portion. This results in zero net thrust from the rotor and extremely high aircraft descent rates. Vortex ring state is not restricted to high gross weights or high density altitudes. It may not be recognized and a recovery effected until considerable altitude has been lost. Helicopter rotor theory indicates that it is most likely to occur when descent rates exceed 800 feet per minute during
 * (1) vertical descents initiated from a hover and
 * (2) steep approaches at less than 40 KIAS.

Indications to the pilot are: Recover by:
 * 1. Rapid descent rate increase
 * 2. Increase in overall vibration level
 * 3. Loss of control effectiveness.
 * 1. Collective - Decrease.
 * 2. Cyclic - Forward to gain airspeed.

WARNING: Increasing collective has no effect toward recovery and will aggravate vortex ring state. During approaches at less than 40kts, do not exceed 800fpm. If impact is imminent:
 * 3. Level skids to conform to terrain.

=Waveoff During CALs= Terminate an approach and transition to a climb
 * 1. Ensure the Twist Grip is Full Open.
 * 2. Increase the Collective to arrest the rate of descent
 * 3. Adjust the nose to the 70 knot climbing attitude. Use collective to establish a 500-700 FPM climb.

Note: If committed to LZ and crewmember calls waveoff, land in LZ.