Fam 4

=Landing Criteria for Emergencies and Definitions= Definition of Landing Terms. The following terms indicate the degree of urgency in landing the helicopter.

Land immediately Land as soon as possible Land as soon as practicable Precautionary Landing (PEL) - A precautionary landing is defined as a landing when further flight is possible but inadvisable. Such landings will be governed by the following:
 * Execute a landing without delay. The primary consideration is to assure the survival of the occupants.
 * Landing at the first site at which a safe landing can be made.
 * Extended flight is not recommended. The landing site and duration of flight is at the discretion of the pilot in command.
 * When an indication is received by the warning lights or instruments that continued flight would jeopardize the safety of the helicopter or crew.
 * When control function is questionable or instruments that are essential for continued flight fail.
 * Any condition of uncertainty or distress.

All NATOPS page 40 and 41 (IC 13) definitions.

=Aircraft Limitations= See NATOPS Chapter 4

A technique for briefing this is to write up an outline of chapter 4 on the whiteboard. Just list every bold item (just the title not the limit) in the order that it's listed in NATOPS (i.e. Nf, rotor engagement, Ng, ENG oil, TOT, etc..). This way you can dump it in the order you read it rather than playing the point and shoot game with the little Bravo instrument panel on the wall. Again just a technique...

=Aircraft Caution System and Associated Responses= See NATOPS Chapter 12

=Single Instrument Indications=

14.28.1 Ng Tachometer or Turbine Outlet
Temperature System 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.

14.28.2 Torquemeter
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.

14.28.3 Engine or Transmission Oil Pressures
ON GROUND — The engine shall be shut down if transmission oil pressure exceeds 70 psi or engine oil pressure exceeds150 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: WARNING Note
 * 1. Land as soon as possible.
 * With suspected transmission malfunctions, the pilot should make an approach with minimum power change to minimize changes to transmission torque.
 * 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.

14.28.4 Engine or Transmission Oil Temperatures
If either oil temperature gauge indicator exceeds red line limitations: If either oil temperature gauge fluctuates or falls to zero:
 * 1. Land as soon as possible.
 * 2. Land as soon as practicable.

14.28.5 Nr and Nf Tachometer Malfunction
If the tachometer indications fluctuate erratically or peg and all other instruments and lights are normal, land as soon as practical, utilizing the remaining engine and performance instruments to monitor flight performance

14.28.6 Pitot-Static Instruments
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 practical.

14.28.7 Gyro 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.

14.28.8 Fuel Quantity Indicator
If the fuel quantity indicator drops to zero or fluctuates, utilize elapsed time to judge available remaining fuel. Land as soon as practical.

=Autorotation into the Trees= 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: *3. Mayday — TRANSMIT on guard. *4. Transponder — Emergency. *5. Twist grip — Close. *6. Battery — OFF.

=Blade Element Diagram= See image at right. Remember that the Velocities have two names
 * Resultant Velocity is Relative Wind
 * Rotational Velocity is Linear Flow
 * Induced Velocity is Induced Flow

=Autorotative Aerodynamics= NATOPS 28-1: The autorotational glide characteristic chart presents power-off performance. Rpm tradeoff versus indicated airspeed with rate of descent and glide ratio (horizontal distance/vertical distance) are shown. The glide ratio is 3.25 at 50 KIAS (the airspeed for maximum time to descend) and the minimum rate of descent is 1,558 fpm. The airspeed for maximum glide distance is 72 KIAS and the glide ratio is 4.08 with a rate of descent of 1,780 fpm. The above data is all for 90-percent rotor rpm...

The following are the ELO's from Aero Chapter Four



4.1	DEFINE AUTOROTATION. 4.2	DRAW AND LABEL A BLADE ELEMENT DIAGRAM FOR AUTOROTATION. 4.3	DEFINE PRO-AUTOROTATIVE FORCE. 4.4	DEFINE ANTI-AUTOROTATIVE FORCE. 4.5	STATE THE THREE PHASES REQUIRED TO TRANSITION FROM POWERED TO UNPOWERED FLIGHT.
 * Flight without engine power where the air approaching from below the rotor disc keeps the rotor turning at an operational speed (i.e., Self-induced rotation of the rotor system in unpowered flight). May be divided into 3 distinct phases: Entry, Steady State Descent, and Deceleration and touchdown.
 * See image at right.
 * The horizontal component of the Aerodynamic force vector which is tilted forward is the pro-autorotative force.
 * In-plane drag is the sum of all decelerating forces in the plane of rotation and is the anti-autorotative force.
 * The three phases of the ENTRY are: 1. Reduce In-Plane drag to stop RPM decay by lowering the collective. 2. Reversal in induced flow (As helo begins to descend induced flow reverses). 3. Control In-Plane Drag (Nr) by varying the pitch of main rotor blades with the collective.

4.6	STATE THE EFFECTS OF A FLARE IN AN AUTOROTATION.
 * The cyclic flare (initiated at 100-75 ft AGL) tilts the rotor disc aft and increases induced flow. This causes the relative wind to shift further down, increases AOA, and the lift vector is increased and tilted more forward (increasing pro-autorotative force) which causes:
 * 1. Sink Rate to Decrease
 * 2. Airspeed to Decrease
 * 3. Rotor RPM to Increase

4.7	STATE THE TWO VARIABLES THAT AFFECT AUTOROTATIVE DESCENT.
 * AIRSPEED & ROTOR RPM Minimum Rate of Descent airspeed is found at the lowest point on the power required vs. airspeed chart (50 kts). Nr other than optimum (94-95%) increases rate of descent.
 * HIGH GROSS WEIGHTS AND HIGH DENSITY ALTITUDES DO NOT AFFECT RATE OF DESCENT. HOWEVER, THEY DO AFFECT:
 * 1. MINIMUM RATE OF DESCENT ROTOR RPM (increases)
 * 2. ENERGY REQUIRED TO ARREST RATE OF DESCENT DURING FLARE

4.8	STATE THE PURPOSE OF THE HEIGHT-VELOCITY DIAGRAM.


 * To identify portions of the flight envelope from which a safe landing can be made in the event of an engine failure.