T4001

There is often some confusion regarding what you will be doing when on this flight. You can expect to do the two maneuvers below on this flight. You will probably go to Harold but you could go to Site 8. For weight and balance purposes assume it will just be you and the instructor in the aircraft, you will not need any crewman for these two maneuvers. The other tactics maneuvers not usually done on 4001 are Confined Area Landings and Takeoffs, Pinnacles (very similar to CALs but land on a flat topped pyramid structure), and External Load Ops
 * High Speed Approach
 * Quick Stop

360 Overheads are no longer a part of the Bravo Tactics block. You will not be doing them in the T40 block.

=Dynamic Rollover=

During slope or crosswind landing and takeoff maneuvers exceeding the critical rollover angle (15°) or exceeding 10° per second will cause the helo to roll over onto its side regardless of cyclic corrections introduced by the pilot. For dynamic rollover to occur 3 essential elements must exist:


 * 1. Ground pivot point
 * 2. A side force
 * 3. Lift approximately equal to weight

Note
 * Side force is always present due to right tail rotor thrust, which is offset with left cyclic. Left cyclic tilts the lift vector to the side creating a sideward force to balance the thrust from the tail rotor.  Critical rollover angle is reduced for a right skid down condition, crosswind, lateral CG offset, and left rudder pedal inputs.

When landing or taking off, keep aircraft trimmed and do not allow aircraft roll rates to build. If roll rates begin to build recover by smoothly lowering the collective.

Note:
 * Lowering the collective will eliminate the lift vector and hence the sideward force
 * The static roll-over angle for the TH-57 is approximately 31°.

Critical rollover angle is reduced (made worse) for a right skid down condition, cross winds, lateral center-of-gravity offset, and left rudder pedal inputs.





=Mast Bumping= From NATOPS 11.5: Mast bumping occurs when the rotor exceeds its critical flapping angle and the underside of the rotor hub contacts (bumps) the rotor mast. If contact is severe, mast deformation can occur and cause mast structural failure. Excessive rotor flapping can also cause rotor blade contact with the tailboom or cockpit. Mast bumping generally occurs at, but is not restricted to, the extremes of the operating envelope. The most influential causes are (in order of importance):
 * 1. Low g maneuvers (below plus 0.5g)
 * 2. Rapid large cyclic motion (especially forward cyclic)
 * 3. Flight near longitudinal/lateral cg limits
 * 4. High-slope landings.
 * Less significant causes are maximum sideward/ rearward flight, sideslip, and blade stall conditions.

Warning: Should mast bumping occur in flight, catastrophic results are highly probable. Since conditions causing rotor flapping are cumulative, improper pilot response/recovery techniques to flight situations approaching or favorable to mast bumping can aggravate the situation and lead to in-flight mast bumping and mast separation.

From NATOPS Fig 11-1 Mast Bumping Recovery Procedures:

NATOPS max slope landing in the TH-57 is 7.5 degrees.

=Use of Radar Altimeter= The RAD ALT provides an above the ground level altitude indication by transmitting a radio signal and measuring the time required for the signal to bounce back from the surface. The needle indicates altitude in varying scales from –10 to 2000 ft. A red flag indicates altitude information is unreliable. The DH cursor is selected at any altitude and descent below it will cause the DH lamp to light and a audible tone to sound in the headset.

RAD ALT altitude information at any AOB does not represent an accurate AGL reading; however, it represents the slant distance directly to the ground perpendicular to the bottom of the helicopter. Therefore, in a 45° AOB turn at 100’ AGL the RAD ALT will read something more than 100’ such as 141’ even though the helo is actually at 100’ AGL.

Radar Altimeter Indexer Settings (RWOP 3-8) The radar altimeter indexer shall be set no lower than: a. 300 ft AGL during enroute portions of all VFR night flights b. 150 ft AGL during day low-level navigation routes

NATOPS (pg 2-39)

The radar altimeter system consists of the KRA-405 reciever/transmitter, one or two KNI-416 radar altimeter indicators, and two KA-54 radar altimeter antennas. The system is protected by the RAD ALT circuit breaker.

The purpose of the radar altimeter is to provide accurate above-ground-level information from 2000 feet to touchdown (-10 feet). It provides continuous selection of the radar altitude and annunciation of the selected radar altitude (audible warning and annunciator light).

The KNI-416 altimeter gives altitude indications from -10 to 2000 feet. From -10 to 200 each mark represents 5 feet. From 200 to 500 feet, each mark represents 20 feet. From 500 to 2000 feet each mark represents 100 feet.

CONTROLS AND FUNCTIONS 1) DH Select- used to select desired radar altitude. Rotating knob moves DH cursor on the altitude scale to the desired radar altitude.

2) DH lamp- when helicopter descends to radar altitude set, DH lamp illuminates and an audible tone will sound in headset. Lamp/Tone may be extinguished by depressing DH lamp and may be turned on again when depressed a second time. In the 57C, the DH warning is independent for each pilot/copilot rad alt.

3) Test Button- activates internal test system. (50 + or - 5 feet with an OFF flag).

4) Flag- when in view, indicates invalid altitude information is being displayed and proper flag operation during test.

=Course Rules to Site 8 and Harold= Rules to Site 8 and Harold. Read the RWOP- But here is a quick summary based on the QUEBEC RWOP (Fall 2009).

SITE 8
Baker Departure Turn 250 to Pond Creek Bridge. Turn 260 & climb to 1100, squawk 1200, Switch to button 19(western common)-

{Many instructors find it better headwork to monitor Spencer(10) or Pace(9) until west of Hwy 197}

Staying north of hwy 184 to the triangle factory- Turn 205 to the baseball complex descend to 700 @ baseball complex- Turn 190 fly to NW Corner of Kings Field switch button 13, call inbound and perform landing checks- Warning - Do not cross SE departure corner- Warning - Stay East of Bealah road (glider activity)-

Field rules 159 MSL- 12 A/C - 6 Per side- Max 2 CALS at one time and only cals on that side- Low work A/C count for number of A/C but not for number per side CAL Zone = SW Corner CAL PTRN = West side of field for Courses 180 and 360 / South side for Course 270 and 090- Crash is located on North side- Pits are NE- Taxi in Pits on North lane then refuel pedal turn left and exit on south lane- Normal, sliding, Steep approaches = Normal lanes (4,5)- Boost off, High Speed, Low Alt / High Speed Autos = Tactics Ln- Tactical 360, 180 offset and 90 approach = auto lanes- Depart SE corner- Fly 900MSL / 100KTS- Turn 060 to White Geodesic Domes- Crossing Rt29: Turn 080, Contact Base, Get ATIS, Transponder to 0402, and Swtich to Tower (Local 4)- Intercept power lines for Snake arrival or Intercept Hwy 90 for Whiskey-

HAROLD
Able Dep- Fly 110 to PT Fish- Intercept power lines to Point Hotel- At Hotel Up Local Button 12, Report inbound, descend to 700, perform landing checks Warning - Do not cross NE departure Corner-

Field Rules- 159 MSL. 11 A/C Total: Combination of Individual and Sections Not to exceed 4 per side. 3 Sections at the field Max- 2 A/C per side for CALS, Pinnacles, and External Load- All of these ops have priority- Aircraft shall use the same lane to remain predictable- Crash shack = East side- For courses 360/180 divide the field via top of the T- For courses 090/270 divide the filed via the gravel centerline- For Courses 360/180 cals, pinnacles, external load use West side- Autos, sections, High Speed, quick stops use the East side- When tactical ops are using th NE or SE side Lane 1 is closed to others- For Courses 090/270 cals, pinnacles, external load on the North side- All other ops can use either side- There are 2 cal zones and pinnacle spots on the NW side of field- External Load has right of way over CALS- Tactical ops on NE, SE, SW corners of the field only- Depart from the NE- Fly to Deaton Bridge at 700 msl / 100kts- Fly 340 to Juniper Warning- East bound traffic will be flying at 900 msl and have right of way at Juniper Report to tower with ATIS- Fly 245 to PT Cypress.

=Low-Level Lookout Doctrine= Not a lot to brief here. Mention how when you have a crewman in the back he must be utilized and treated as the professional asset he is. Discuss the basics of a good VFR scan and how to call obstacles and traffic. Also mention how you will have the PNAC call out airspeeds and altitudes but still be actively scanning for obstacles. Make sure you verbalize what you plan on doing such as going around a tree to the left or right so the instructor doesn't assume you are going to do the opposite and fight you on the controls.

=Engine Failure at High-Speed/Low Level= Should an engine failure occur at high airspeed and low altitude, a rapid loss of Nr accompanied by a severe nose-tucking tendency will occur. PROCEDURES: *1. Cyclic - Immediately apply aft. *2. Autorotate. WARNING: Rapid cyclic movement should be avoided to preclude mast bumping.

=Introduce Items= Quick Stop

High Speed Approach

=Demo Items= Engine failure at low altitude high airspeed. The instructor will demo this by setting up for a high speed approach, announcing “simulated” and then rolling the twist grip to flight idle. Dropping the Collective and pulling the cyclic aft should allow him to climb to 150' from which he can begin the autorotation procedures with "150 feet collective full down"