C4601

=TH-57C Electrical System= You've had the class. Review the systems book. Know volts and amps/amp hours for all the power sources:
 * Main gen: 30V / 150A regulated to 28V / 105A
 * Sby gen: 28V / 7.5A
 * Main batt: 24V / 17A-hour Sealed Lead Acid Battery
 * Sby batt: 22.5V / 1.8A-hour NiCd Battery
 * APU: 28V / minimum 400A

Be able to talk intelligently about the remote control circuit breaker, what supplies power to each bus, what the backups are for each bus, how the bus tie circuit breaker works, where each bus is located. Remember, breaker panels = buses (for the most part). ESS1 is the lower panel, ESS2 and NONESS are on the upper panel. When you check the SBY BATT voltage after engine start, it's 24-26 volts because it's being charged by the MAIN GEN. Recall that the starter switch is connected to two circuits: the igniter and the starter motor. Throwing the switch energizes both.

=Flight Maneuvers in the TH-57C= The TH-57C is IFR certified and its primary purpose is training in both basic and advanced instrument (simulated or actual) conditions as well as introducing basic VFR tactical maneuvering (to include shipboard operations).

Certain emergency procedures have additional steps pertaining particularly to the “C” model. These steps must be performed or stated during simulated emergencies. Full autorotations shall not be performed in the TH-57C unless it is an actual power-loss emergency.

With the addition of the MINISTAB Flight Control System the TH-57C has additional cyclic stability, pitch and roll stability, and altitude hold capabilities. In conjunction with the Force Trim system, the STAB system allows the TH-57C to be a much more stable platform compared to the Bravo model.

Since the TH-57C has more COMM/NAV equipment, AFCS, and other additional equipment compared to the “B” model, it is considerably heavier. Special attention should be given to weight limitations, torque limits, and altitude/airspeed restrictions while flight maneuvers are being performed.

=Weather Brief Requirements= Weather Requirements For FAM Maneuvers During Transition Flights It is important to note that while the TH-57 is a IFR certified aircraft it is often flown (especially in TransFams) under a VFR flight plan. This fact changes your NATOP's brief. You are flying under the "see and avoid principle." If you encounter clouds you must attempt to remain VMC, unless you can get an IFR flight plan while IFR. Otherwise, landing in a field is preferable to going inadvertent IMC and declaring an emergency.
 * 1.	Minimum ceiling-visibility for takeoff from South Whiting and local pattern (SVFR Required:	500-1)
 * 2.	Minimum ceiling-visibility for Dual Piloted, en route operations:	500-1
 * 3.	Minimum ceiling-visibility for Dual Piloted, OLF site operations:	600-1
 * 4.	HTAC route flights / dual Form en route and at site:	600-1
 * 5.	Night ceiling-visibility for South Whiting home field bounce (SVFR):	600-1
 * 6.	Night ceiling-visibility for Santa Rosa HTAC’s (SVFR):	700-2
 * 7.	Wind limitations for dual-piloted flights:	Gust peaks >35 kts

Weather Requirements For Basic Instrument Maneuvers
 * 1.	Minimum ceiling-visibility for BI flights in the working area	1,000-3
 * 2.	Minimum ceiling-visibility for NDZ Departure (airwork / on-top):	500-1
 * 3.	Max Cloud tops for NDZ-on-top Departure:	3500’
 * 4.	Minimum Ceiling for Instrument Autorotation:	2000’ (no longer authorized for TW-5)
 * 5.	If planning an NDZ-on-top flight, a VFR-on-top WX brief (DD-175-1) must be on board the aircraft and a copy must be left with the ODO before departing. Sufficient fuel must be on board to complete the flight, proceed to an alternate, if required, and an additional 10-gal plus 10%/20 gal min fuel reserve must also be on board.

Briefing Requirements. (See OPNAV 3710.7T 4.6.3) The PIC is responsible for receiving a weather brief from a weather forecaster for the entire route of flight prior to departure from point of origin. Naval oceanography Command (NOC) services shall be utilized from a local source on the route of flight. NOC services are also available from Norfolk, Commercial 757.***.****, Jacksonville (904)***.****, or Oceanography Command Detachment (NTMOD) by utilizing the Naval Flight weather Briefer at https://nfwb-jax.navo.navy.mil/nfwb50/default.aspx. Contact the squadron FDO/ODO for password. If NOC services are not available, any OPNAV 3710.7 series approved weather briefing may be substituted. Updates should be obtained en-route.

=Course Rules=

Site 8
NOLF Site 8 (Field elevation, 159 feet)

Field Entry
At POINT BAKER continue to POINT POND then proceed to POND CREEK BRIDGE (course 250 degrees). From Pond Creek Bridge fly course 260, climb to 1100 feet MSL, switch to NOLF Site 8 frequency (CH 13) and maintain 100 KIAS. Remain on the north side of Highway 184 until reaching the TRIANGLE FACTORY. Upon reaching the triangle factory descend to 700 MSL, fly course 205 direct to the BASEBALL COMPLEX. At the baseball complex turn to a heading of 190 direct to the Northwest corner of KINGS FIELD and switch to CH 13. Abeam Kings field report "Site 8, (call sign), Kings Field inbound," complete the landing checklist. Site 8 Crash shall respond with the course in use. Be alert for aircraft entering Site 8 from the west along Interstate 10. Aircraft entering Site 8 from the west may enter through the western entry point which is the Florida Welcome Station on Interstate 10. Aircraft shall be at 700 feet MSL and 100 KIAS at the Florida Welcome Station and report "Welcome station inbound."

Pattern Entry
Entry into Site 8 traffic pattern shall be made by overflying the centerline of the field on the course in use at 700 feet MSL. Immediately prior to crossing the downwind field boundary, each aircraft shall transmit its callsign, pattern, and type of flight. Upon crossing the downwind field boundary, commence a level speed change to 70 knots. At the upwind field boundary, turn left or right to join the desired pattern and conform to pattern altitude.

CAUTION Towers east and west of NOLF Site 8. Do not overfly POINT Red.

General

 * 1. 	The courses used at Site 8 are 09, 18, 27 and 36.
 * 2. 	The crash crew is located on the north side of the field. The course indicator is located adjacent to the crash crew and indicates the course in use.
 * 3. 	Aircraft approaching the site for entry must stay clear of the traffic patterns. Do not cross the departure point during entry. (See figure 4-12.)
 * 4. 	Simulated engine failures or simulated emergencies are permitted while splitting Site 8.
 * 5. 	A maximum of twelve (12) aircraft may operate at Site 8 at one time, with each side having a maximum of six (6) aircraft. When tactical operations (excluding section approaches) are taking place on a side, then that side's maximum is decreased to three (3) aircraft. Tactical operations have priority. Normal operations may be flown on a not-to-interfere basis.
 * 6. 	Low Work. Low work shall be performed only in the upwind quarter of the pattern being used for normal approaches. Aircraft utilizing the low work area are not excluded from the total number of aircraft allowed on each side.
 * 7. 	Aircraft operating at Site 8 must be particularly alert for civilian aircraft (gliders) operating from the Coastal Airport which is located to the southwest. Therefore, all aircraft shall remain east of Beulah Road which runs north and south on the west side of the field between Site 8 and Coastal Airport.

Confined Area/External Load Pattern

 * 1. 	The confined area/external load pattern shall be contained in the southern half of the site when on a course of 09 or 27. When the course is 09 or 36, the pattern will be contained in the western half of the site.
 * 2. 	Aircraft practicing external load operations must remain within The field boundary to prevent damage to civilian property. The external load shall not cross the centerline separating the left and right pattern, overfly other aircraft, or the crash crew. The external load blocks shall be stowed within the confines -Df the square pattern on the west side of the site immediately south of midfield.
 * 3. 	If only one aircraft is operating at Site 8, the CAL zones may not be utilized until the crash crew can be repositioned to the confined area section of the field.
 * 4. 	Only confined area landings may operate in the same pattern with external load operations.
 * 5. 	Takeoffs and landings may be conducted from/to any point on the field when conducting tactical/normal operations.

Normal and Autorotation Patterns

 * 1. 	The normal approach and autorotation patterns shall be on the side of the site not occupied by tactical operations. Both sides may be used if tactical operations are not in progress.
 * 2. 	Normal approaches shall be made to the second quarter (from the downwind end) and bordering on the centerline of the field. Normal approaches that would terminate in a hover/landing short of, or beyond the normal approach area must be waved off. The normal approach areas contain numbered "X's" for identification of landing spots. Running landings should use spots 4 and 5 (the two inboard spots closest to the midfield line). Normal approaches shall be flown to the most upwind spot available when utilizing the outboard spots in the normal approach area.
 * 3. 	When operating on a course of 180 or 360, quick stops and high speed approaches shall be made along the tactics lane that contains spots 4 and 5, the most inboard spots.
 * 4. 	When performing these maneuvers on a course of 090 or 270, aircraft shall use the 'Tactics lane" that centers over normal approach spots 1, 2, and 3; the most outboard spots. Additionally, high speed approaches shall be planned to terminate by the first landing spot beyond the midfield line. When any aircraft are using the "Tactics lane" on a course of 090 or 170, the other aircraft on that side shall use spots 4 or 5 for normal approaches, precision approaches, sliding landings, and max load takeoffs. Communication between aircraft is encouraged to coordinate use of the normal approach areas. Extreme caution shall be exercised to avoid over flight of other aircraft and local residents.
 * 5. 	The autorotation area is the outboard side of the field containing the normal approach pattern.
 * 6. 	Straight-in autorotations shall be planned so that a turn from the abeam position to the wind line will allow the aircraft to roll on final no deeper than the downwind field boundary.
 * 7. 	While practicing 90° autorotations, the distance abeam on the downwind leg shall be planned as close to the field boundary as practicable. When past midfield on the downwind leg, execute 900 turn and cross the field boundary "wings level", check the autorotation area clear and commence the maneuver. The aircraft position should be abeam the normal approach area after the completion of the turn and no deeper than the normal approach downwind boundary.
 * 8. 	180° autorotations shall be executed with the downwind distance abeam the field boundary the same as that used for the normal approach area.
 * 9. 	When possible, autorotations shall be planned to terminate in the upwind half of the autorotation area. High speed low level autorotations shall be executed in the Tactics lane.
 * 10. 	Simulated engine failures, while in the pat tern, shall be planned and initiated on a not-to-interfere basis with normal site operations.
 * 11. 	Aircraft shall exercise caution to avoid direct overflight of the fuel pits.
 * 12. 	Boost-off approaches shall be made to the running landing lanes.
 * Section normal and section high speed approaches shall be done to the Tactics lane.



Refueling at Site 8

 * 1. 	Four refueling pads are provided in the northeast corner of the field. Aircraft utilizing the refueling area are not included in the twelve aircraft limitation set for the site. To enter the refueling area follow normal entry procedures to land in the pattern containing the refueling area. Enter the fuel pits heading east via the back (northern) line and depart the pit area heading west via the front (southern) line. On departure from the pit area, a clearing turn shall be performed at the end of the front line prior to exiting the pit area.
 * 2. 	Aircraft requiring crew changes shall utilize Pad 4 or the grass area west of the fuel pits.

Departures

 * 1. 	Normal departures from the site shall be made from the southeast corner. Aircraft must be at 700 feet MSL in the pattern containing the departure point in order to depart. Upon departure climb to 900 feet MSL, accelerate to 100 knots, and turn to a course of 0600. Fly directly to the blue (white roof) factory. When east of the blue factory turn right to a course of 0800, switch to South Whiting Tower frequency. The ground track from the blue factory to Pace should remain north of the Gulf Power steam plant. Once established on the power lines or abeam NOLF Spencer, utilize existing course rules for return to NDZ.
 * 2. 	Departures to the instrument area may be made to the north. On a course of 360 depart straight ahead. On a course of 180, departures may be performed from the right or left hand pattern. On a course of 090/270 aircraft must be in the northern pattern and depart on a crosswind at the field boundary. A voice call shall be made stating intentions, e.g., "Site 8, Factoryhand 123, right side, departing to the north." If executing an instrument takeoff a voice call is required stating intentions, e.g., Site 8, Factoryhand 123, right side, ITO."
 * 3. 	Aircraft departing Site 8 for Spencer, shall follow normal course rules until past Gulf Power, then follow power lines until reaching the intersection of Highways 184 and 197A. Switch to NOLF Spencer frequency and report "POINT SNAKE inbound."

Santa Rosa
150' 8 aircraft normal side and 4 on Auto side

Script Version
Entry Departure
 * 900'/100kts to Able
 * 110° Cross Richard's Pond field to Pt Fish
 * Slight R turn to E side of 438 Field (no longer allowed to do EP's here)
 * Switch ch. 11 "Santa Rosa, ____, Tower 438 Inbound"
 * Cross 90, beware VFR traffic E/W, descend to 700', Ldg Checklist
 * N/W corner call "Santa Rosa, ___, Departing"
 * climb towards 900' 70kts 0402 get ATIS, switch to tower"
 * At I'10 onramp (87) request vertol, if approved head to point bell and land if not...
 * Follow I10 to river at onramp (Pt Echo) follow river to Pt Hughes return on main channel

Field Entry

 * 1.	After departing South Whiting Field via POINT ABLE at 900 feet MSL and 100 KIAS, turn southeast approximately I 10 0. Upon reaching the Coldwater Creek and Blackwater River intersection (POINT FISH), fly a heading to remain east of tower 438, switch up Santa Rosa's frequency, and make the radio call "Santa Rosa, (call sign), POINT FISH, inbound." Santa Rosa Crash shall respond with the course in use. Upon crossing Highway 90, descend to 700 feet MSL and complete the landing checklist.
 * 2.	For entry into the NOLF Santa Rosa pattern when returning from the east, when over the community of Harold, report "Santa Rosa (call sign), Harold, inbound." Maintain 700 feet MSL and complete landing checklist. Santa Rosa Crash shall respond with the course in use.

Pattern Entry.
Entry into the traffic pattern shall be made by splitting the field at 700 feet MSL and 100 knots on a heading parallel to the landing course directly over the Southeast NIGHT LZ. Crossing the field boundary, simultaneously decelerate to pattern airspeed (70 KIAS) and call splitting the field with intentions and type of flight. At the upwind field boundary, turn left or right to join the desired traffic pattern and descend to pattern altitude as shown.

General

 * 1. 	If the ceiling at Santa Rosa is below 1000 feet, NDZ recoveries might be in progress. Contact Operations Duty Officer to determine the status of NOLF Santa Rosa. If no NDZ recoveries are in progress, the field will remain open.
 * 2. 	Aircraft executing a VFR missed approach on the Copter Tacan 043 (21 DME/1000 feet MSL) requiring entry to NOLF Santa Rosa shall proceed southeast to the Yellow River Bridge (southern entry point for Santa Rosa), descending to 700 feet MSL and accelerating to 100 KIAS. At the entry point announce intentions on Santa Rosa frequency. Remain north of NOLF Choctaw Class D airspace. Aircraft operating in East Bay may also utilize the southern entry by proceeding up the Yellow River to the entry point. Caution: Ensure clearance from 043 traffic. When entering Santa Rosa from the southern entry point complete the landing checklist and announce intentions, "(Aircraft call sign) Yellow River Bridge inbound." The entry point is defined as the northern end of the Yellow River Bridge.
 * 3. 	Courses at Santa Rosa are 09, 27, 18, and 36.
 * 4. 	The crash crew is located on the west side of the field, adjacent to the course indicator.
 * 5. 	Aircraft approaching the site must remain clear of the traffic pattern. Do not cross the departure point during entry.

WARNING
 * Avoid flying into Restricted Area 2915-A located one mile east of the eastern boundary of NOLF Santa Rosa.


 * 6. 	A maximum of twelve (12) aircraft may operate at NOLF Santa Rosa with a maximum of eight (8) aircraft in the normal approach side and four (4) aircraft in the autorotation side.
 * 7. 	Low work shall be performed in the southeast quadrant only. Taxi shall be performed either parallel or perpendicular to course line or utilizing taxi/runways. Aircraft in the low work area are included in the maximum of seven aircraft in the normal approach pattern. FAM's have priority at NOLF Santa Rosa.
 * 8. 	Normal approaches should utilize the numbered white cement pads at the approach end of runway 27 when on course 18/36 and to the numbered white H's at the approach end of runway 36 on course 09/27. The spots are numbered from outboard to inboard from the field boundary. No more than five aircraft may work approaches at one time. Aircraft established in the normal approach area have priority to their spot until they leave.
 * 9. 	Autorotations should be planned to terminate in the upwind half of the field in the designated autorotation areas. Full autorotations terminating in the upwind half on a course of 36 are not authorized due to rolling terrain.
 * 10. 	Quick stops, high speed approaches and all section approaches shall be performed to the tactics lane. This lane is a component of the autorotation side of the field.. On courses 18 or 36 this area extends from the east side of runway 18/36 to the white north-south line running through the corner of the low work area. On courses 09 or 27 this area extends from the north side of the east-west taxiway to the intersection of runways 05 and 32. No more than three aircraft or sections may perform quick stops, high speed approaches or section approaches at a time.
 * 11. Tactical approaches may utilize either side of the field on a not-to-interfere basis.

Takeoffs
Turns downwind shall not be made prior to reaching 200 feet AGL and 70 KIAS. Patterns shall be flown as tightly as practicable and never so wide or deep as to force aircraft entering the site into Restricted Area R-2915-A.

Night Operations

 * 1. 	Entry into the Santa Rosa night pattern shall be made by splitting the field between the two lighted zones on the designated course along the light line-up line adjacent to the runway. Deceleration and voice reports are the same as in day operations.
 * 2. 	Two lighted landing zones are provided. One is located in the northwest corner of runway 18/36 and 09/27 just north of the intersection of 14/32 and 05/23 and one adjacent to 5/23 at the end of 09/27 taxiway.
 * 3. 	A maximum of three (3) aircraft may use each landing zone. Total allowable aircraft in the night pattern is six (6).
 * 4. 	Right hand or left hand patterns shall be utilized.
 * 5. 	To change patterns resplit the field making the appropriate radio calls.
 * 6. 	Santa Rosa's night patterns are primarily used for night HTAC's. Night FAM's (NFAM-1) shall not utilize Santa Rosa.

FCLP Operations
FCLP’s are conducted to the runways at NOLF Santa Rosa utilizing left-hand patterns. FCLP’s have priority over normal operations. The FCLP flight leader shall keep the HT-18 Operations Duty Officer advised of the field status. During FCLP's, spots 1 and 2 may be utilized. Additional spots and the autorotation lane may be utilized upon receiving authorization of the FCLP flight leader. Initial entry to the FCLP pattern shall be made by splitting the field for the autorotation side then entering the FCLP pattern.

Departures
Departures from NOLF Santa Rosa shall be made from the northwest corner. Traffic operating in the pattern opposite the departure point must join the pattern containing the departure point. Upon departure, climb to 900 feet MSL and accelerate to 100 KIAS. After departure, proceed northwest to Interstate 10, remaining clear of the campground located at 1-10 and Highway 87 to follow the inbound channel route. Aircraft departing to the northeast shall make a radio call of intentions and remain clear of inbound traffic from Tower 438 and the Eastern operating area.

Additional Maneuvers

 * 1. 	After completion of any maneuver in the. tactics lane, the field may be resplit upon reaching 200 feet AGL, 70 KIAS and making a voice call announcing intentions, i.e., "Factoryhand 123, resplitting Santa Rosa from the tactics lane for the right/left."
 * 2. 	Boost-off approaches, simulated stuck pedals, and high speed low-level autorotations shall be performed to the duty runway located in the auto pattern.

=Torque Limitations=
 * Continuous Operation 	0-85%
 * Take-Off Power	85-100% (5 min)
 * Power Trans 100-110% (5 sec)
 * The engine is torque limited: 420SHP derated to 317

=Preflight differences between 'C' and 'B' Model= There are nine differences between the models. The first three are in the cockpit.

Cockpit
The first three differences check the following:
 * 1.	STBY GEN FAIL caution light
 * 2.	STBY BATT caution light
 * 3.	STBY BATT voltage

(Steps numbers in italics are NATOPS step numbers)

After checking ckt breakers in: continue cockpit checks as in 'B', adding 'STBY GEN FAIL' caution light
 * 4.	Voltmeter select switch	- MAIN BAT
 * 5.	BAT switch - ON. Check min. 24 Vdc
 * 6.	Torque & TOT gauges - check
 * 7.	STBY ATT IND switch - ON
 * 11.	Voltmeter select switch - STBY BAT
 * 12.	Battery switch - OFF after standby attitude indicator off flag disappears.
 * 13.	CHECK STBY BATT caution light is illuminated and STANDBY BATTERY voltage is a minimum of 20 Vdc.

-Note- If STBY BAT voltage is less than 20 Vdc, aircraft is down for flight in IMC.


 * 14. STBY/ATT IND switch - OFF

Upper Forward Cowling Access Door (Right Side)

 * 4.	Rotor brake master cylinder filler cap - Secured.

Engine Compartment (Right Side)

 * 5.	Rotor Brake - Condition and Security

Aft Fuselage (Left Side)

 * 6.	Standby battery circuit breaker - In.

Engine Compartment (Left Side)

 * 7.	Standby generator - Condition and Security

Upper Fuselage Area

 * 8.	GPS Antenna - Condition and Security

Forward Fuselage (Left Side)
DITTY (Looking Fore to Aft) Too - Transponder Many - Marker Beacon Antennas - ADF Under - UHF (Big, same as the Bravo) There - DME/Tacan
 * 9.	Antennas (5) (Transponder (C model only), UHF, ADF, DME/TACAN, marker beacon    Condition and Security

=Abnormal Starts= Straight from the NATOPS:

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: An excessive rise in TOT, TOT rapidly accelerating through 840 C, and/or the battery voltage stabilized below 17 volts on starter management, particularly when combined, indicates an increased potential for a hot start and may necessitate aborting the start to preclude an overtemp.

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 GPU.

Procedures: *1. Twist grip - close *2. Starter - secure after TOT stabilizes at 400 C or below.

=Fire on Start= Does not have its own procedure in the NATOPS. An external fire (i.e. a 'Fire' caution light) would necessitate an emergency shutdown. There's no such thing as an internal fire on start - that's the whole point of starting the engine. Unless you get a hot start, but that's another emergency as well.

Lineman signal for a fire is the "lazy eight".

=Emergency Shutdown=

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

Indications: Fire warning flight illuminated Smoke Fuel Fumes Fire Indication from ground personnel Grinding noises or apparent drive train damage.

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 the fire bottle as required to extinguish the fire or get clear of the aircraft.

WARNING: After exiting aircraft, beware of rotor blades.

=Engine Failure in Flight=

A bunch of text from Section 14.1 first...

NOTE: *The best glide airspeed is 72 KIAS. THe minimum rate of descent airspeed is 50 KIAS. Do not exceed 100 KIAS in sustained autorotation. *If time and altitude permit, engine restart may be attempeted. The decision to attempt a restart is the pilot's responsibility and is dependent upon the pilot's experience and operating altitude. *All autorotative landings should be made into the wind to a suitable landing site.

Indications: Nr decrease Rapid settling Left yaw ROTOR LOW RPM caution light and audio ENGINE OUT caution light and audio

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. Lock harness Time and altitude permiting: *3. Mayday - transmit on guard. *4. Transponder - emergency.