I3004

You will fly (most of) the Copter 004 approach for KNDZ, which is in your hand-dandy Vol 19 plates. Make sure you've looked at it once or twice before your sim, and properly tune, identify, and twist in the correct settings (it's easy). While the instructors don't expect much from your approach, 90kts and a 700fpm decent are pretty solid glide-slope numbers. Make the calls you know you should (IAF, FAF inbound, Missed Approach), even though they're not really graded, and expect to fly the first part of the missed approach before your instructor zaps you elsewhere.

=Full Panel Unusual Attitude Recovery= Maneuver Description and Application   [(References: NIFM Chapter 19 (UNUSUAL ATTITUDES)).]


 * 1. Spatial disorientation/vertigo recovery techniques are practiced in order to enable the pilot  to recover from unintentional, undesirable, or unsafe aircraft attitudes that might be encountered  in instrument conditions due to a failure of the VGI or internal or external factors leading to a  disorienting physiological condition.  It is not likely the PAC will immediately determine  whether the problem is physiologically or mechanically induced.  Recovery procedures are  designed to accomplish, from habit, to get the aircraft under control.  As in any emergency, CRM  is essential; therefore, the pilot executing the recovery will recite the corrective actions aloud and  facilitate teamwork during the recovery.
 * 2. After assigning the SNA a base recovery heading and altitude, the instructor will either  place the aircraft in an unusual attitude while the SNA looks away from the gauges or let the  SNA fly into an unusual attitude by directing the SNA's control movements while the SNA's  eyes are closed.  When the desired attitude has been reached, the instructor will relinquish  control of the aircraft to the SNA who will recover from the unusual attitude.

Crew Resource Management
 * 1. PAC alerts PNAC if vertigo or disorientation is encountered.  (Situational Awareness)
 * 2. PNAC verbally notifies PAC of deviations from established parameters.  (Assertiveness)
 * 3. PNAC provides heading, attitude, altitude, VSI, navigational position and other points of  reference to PAC.  (Situational Awareness)
 * 4. PNAC provides PAC (when experiencing vertigo) verbal corrective control movements.   (Assertiveness)
 * 5. PNAC assumes the controls in a timely manner following exceedance of briefed safety of  flight parameters and procedures.  (Assertiveness)

Procedures Full Panel Recovery (Expedite procedures through step 4.) *1. Level the wings. *2. Level the nose. *3. Center the ball. *4. Set power for 80 KIAS. Stop any climb or descent, and achieve 80 KIAS. *5. Recheck the wings, nose, and ball. *6. Execute a standard rate climb or descent to base recovery altitude. *7. Execute a level standard rate turn to base heading.

Amplification and Technique
 * 1. Most aircraft are equipped with independently operating attitude gyros.  When attitude  reference information is suspect, a crosscheck of the other gyro will likely reveal whether the  aircraft is full or partial panel.  In reality, the controls would normally be transferred to the pilot  with the reliable instruments; however, for the purposes of this exercise, you will fly the  recovery.
 * 2. Make corrections smoothly and moderately to avoid over-correcting and achieving an  opposite unusual attitude, particularly in the case of partial panel recoveries.  For instance, overcorrecting from a descending left turn could result in a climbing right turn if corrections were  made too abruptly or were too great a magnitude.  At the discretion of the IP, once the a/c is in a  level flight attitude, recovery altitude and heading can be established simultaneously (i.e., turn to  360 while climbing to 2000 ft).

Common Errors and Safety Notes
 * 1. The two dangerous aspects of unusual attitudes are vertigo and rapid loss/gain of altitude.
 * 2. Avoid rapid, random control inputs as they cause over-controlling and severely complicate  the recovery.
 * 3. Making corrections for several errors at once may lead to incorrect instrument  interpretation.
 * 4. Low "G" situations and large, rapid cyclic movements can lead to mast bumping.
 * 5. At no time shall airspeed be allowed to decrease below 40 KIAS.

=Pitot-Static Instrument Failure=

Pitot Static System
Two electrically heated pitot tubes are mounted on the forward part of the cabin nose on either side of helicopter centerline. The right side pitot tube supplies impact air to the pilot airspeed indicator, while the left side pitot tube supplies impact air to the copilot airspeed indicator. Static air pressure for pilot instrument operation is obtained from two lower static vents. One vent is located on each side of the helicopter aft of the chin bubble. The vents supply static pressure to the encoding altimeter, pilot airspeed indicator, altimeter, and instantaneous vertical speed indicator. The pilot system contains an alternate static vent located beneath the copilot seat. The alternate static vent can be selected by pulling the alternate static source knob located on the lower left of the pilot instrument panel. Static air pressure for the copilot instrument operation is obtained from two upper static vents. One vent is located on each side of the helicopter above the pilot static vent. The vents supply static pressure to the air data computer, copilot airspeed indicator, altimeter, and instantaneous vertical speed indicator.

Altimeters
A pressure altimeter is located on the right side of the instrument panel. The altimeter senses static pressure from the two static ports on the sides of the fuselage. A duplicate pressure altimeter is located on the left side of the instrument panel for the copilot in the TH-57C.
 * Note Altimeter error with current barometric pressure set should not exceed 75 feet from known field elevation.
 * The two bar-alts should not differ by more than 125' from each other.

Airspeed Indicator
The two-scale indicator is calibrated in knots and provides indicated airspeed of the helicopter during flight. The instrument measures the difference between impact air pressure from the pitot tube and static air pressure from the static vents.
 * Note Airspeed indicators are unreliable below 40 KIAS.

Instantaneous Vertical Speed Indicator (C)
Separate IVSIs are provided for the pilot and copilot on their respective instrument panels. In addition to the design and function of a basic vertical speed indicator, the IVSI incorporates an accelerometer to provide an instantaneous vertical speed indication.

Pitot-static instrument failure
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(s) - 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.

=ECS malfunctions= ENVIRONMENTAL CONTROL SYSTEM MALFUNCTIONS 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 practical.

=Heater Malfunction= The environmental control system consists of a vapor cycle air-conditioner for cabin cooling, and cabin heating provided by engine bleed air, The environmental control system incorporates an environmental control panel and a cabin heat valve.

The air-conditioner system consists of an engine-driven compressor, a condenser, and an evaporator, both using electric motor-driven blowers. AIR COND or FAN may be selected. In the AIR COND mode, the evaporator blower is automatically activated, distributing cold air. The FAN mode permits cabin air circulation only, either in a HI or LO blower speed as selected by the second switch. Temperature control is accomplished through a rheostat to set desired cooling air temperature.

The cabin heat valve is a single (INC/DECR) rheostat knob that allows warm air to flow from the cabin heater to the cockpit. When the cabin heat valve is on, the environmental control panel should be set to FAN/HI for maximum effectiveness.

Cabin Cooling

 * 1. Cabin heat valve - OFF.
 * 2. AIR COND/FAN switch - AIR COND.
 * 3. HI/FAN/LO switch - HI or LO (as desired).
 * 4. Cabin cooling min/max knob - As Desired.
 * 5. Duct outlets Open.
 * 6. Cabin vents Closed.

Cabin Heating

 * 1. Cabin heat valve - As Desired.
 * 2. AIR COND/FAN switch - FAN.
 * 3. HI/FAN/LO switch - HI or LO (as desired).
 * 4. Duct outlets - Open.
 * 5. Cabin vents - Closed.

Cabin Defogging.
Defogging is best accomplished by simultaneous operation of the air-conditioning or heater in conjunction with the defog blower.
 * Note TOT increases with the bleed air heater operating. Observe turbine outlet temperature limitations.


 * 1. AIR COND/FAN switch - As Desired.
 * 2. Cabin heat valve - As Desired.
 * 3. HI/FAN/LO switch - HI or LO (as desired).
 * 4. Cabin cooling min/max knob - As Desired.
 * 5. DEFOG blower - ON.
 * 6. Duct outlets - Open.
 * 7. Cabin vents - Closed.

Heater Malfunction
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 practical.