I3101

Remember you must have CRM-2 (aka I 0201 MIL) completed before this sim.

=Land as soon as possible= (NATOPS 12.2.1) Landing at the first site at which a safe landing can be made.

=Land as soon as practicable= (NATOPS 12.2.1) Extended flight is not recommended. The landing site and duration of flight is at the discretion of the pilot in command.

=MAYDAY/PAN report= DISTRESS AND URGENCY COMMUNICATIONS (AIM 6-3-1.)


 * a.	A pilot who encounters a distress or urgency condition can obtain assistance simply by contacting the air traffic facility or other agency in whose area of responsibility the aircraft is operating, stating the nature of the difficulty, pilot's intentions and assistance desires. Distress and urgency communications procedures are prescribed by the International Civil Aviation Organization (ICAO), however, and have decided advantages over the informal procedure described above.
 * b.	Distress and urgency communications procedures discussed in the following paragraphs relate to the use of air ground voice communications.
 * c.	The initial communication, and if considered necessary, any subsequent transmissions by an aircraft in distress should begin with the signal MAYDAY, preferably repeated three times. The signal PAN-PAN should be used in the same manner for an urgency condition.
 * d.	Distress communications have absolute priority over all other communications, and the word MAYDAY commands radio silence on the frequency in use. Urgency communications have priority over all other communications except distress, and the word PAN-PAN warns other stations not to interfere with urgency transmissions.
 * e.	Normally, the station addressed will be the air traffic facility or other agency providing air traffic services, on the frequency in use at the time. If the pilot is not communicating and receiving services, the station to be called will normally be the air traffic facility or other agency in whose area of responsibility the aircraft is operating, on the appropriate assigned frequency. If the station addressed does not respond, or if time or the situation dictates, the distress or urgency message may be broadcast, or a collect call may be used, addressing "Any Station (Tower) (Radio)(Radar)."
 * f.	The station addressed should immediately acknowledge a distress or urgency message, provide assistance, coordinate and direct the activities of assisting facilities, and alert the appropriate search and rescue coordinator if warranted. Responsibility will be transferred to another station only if better handling will result.
 * g.	All other stations, aircraft and ground, will continue to listen until it is evident that assistance is being provided. If any station becomes aware that the station being called either has not received a distress or urgency message, or cannot communicate with the aircraft in difficulty, it will attempt to contact the aircraft and provide assistance.
 * h.	Although the frequency in use or other frequencies assigned by ATC are preferable, the following emergency frequencies can be used for distress or urgency communications, if necessary or desirable:
 * 1.	121.5 MHz and 243.0 MHz - Both have a range generally limited to line of sight. 121.5 MHz is guarded by direction finding stations and some military and civil aircraft. 243.0 MHz is guarded by military aircraft. Both 121.5 MHz and 243.0 MHz are guarded by military towers, most civil towers, FSS's, and radar facilities. Normally ARTCC emergency frequency capability does not extend to radar coverage limits. If an ARTCC does not respond when called on 121.5 MHz or 243.0 MHz, call the nearest tower or FSS.
 * 2.	2182 kHz - The range is generally less than 300 miles for the average aircraft installation. It can be used to request assistance from stations in the maritime service. 2182 kHz is guarded by major radio stations serving Coast Guard Rescue Coordination Centers, and Coast Guard units along the sea coasts of the U.S. and shores of the Great Lakes. The call "Coast Guard" will alert all Coast Guard Radio Stations within range. 2182 kHz is also guarded by most commercial coast stations and some ships and boats.

OBTAINING EMERGENCY ASSISTANCE (AIM 6-3-2.)

a.	A pilot in any distress or urgency condition should immediately take the following action, not necessarily in the order listed, to obtain assistance:
 * 1.	Climb, if possible, for improved communications, and better radar and direction finding detection. However, it must be understood that unauthorized climb or descent under IFR conditions within controlled airspace is prohibited, except as permitted by FAR Part 91.3 (b).
 * 2.	If equipped with a radar beacon transponder (civil) or IFF/SIF (military):
 * (a)	Continue squawking assigned MODE A/3 discrete code/VFR code and MODE C altitude encoding when in radio contact with an air traffic facility or other agency providing air traffic services, unless instructed to do so otherwise.
 * (b)	If unable to immediately establish communications with an air traffic facility/agency, squawk MODE A/3, Code 7700/Emergency and MODE C.
 * 3.	Transmit a distress or urgency message consisting of as many as necessary of the following elements, preferably in the order listed:
 * (a)	If distress, MAYDAY, MAYDAY, MAYDAY; if urgency, PAN-PAN, PAN-PAN, PAN-PAN.
 * (b)	Name of station addressed.
 * (c)	Aircraft identification and type.
 * (d)	Nature of distress or urgency.
 * (e)	Weather.
 * (f)	Pilot's intentions and request.
 * (g)	Present position, and heading, or if lost, last known position, time, and heading since that position.
 * (h)	Altitude or flight level.
 * (i)	Fuel remaining in minutes.
 * (j)	Number of people on board.
 * (k)	Any other useful information. (Reference - Pilot/Controller Glossary, Fuel Remaining)

b.	After establishing radio contact, comply with advice and instructions received. Cooperate. Do not hesitate to ask questions or clarify instructions when you do not understand or if you cannot comply with clearance. Assist the ground station to control communications on the frequency in use. Silence interfering radio stations. Do not change frequency or change to another ground station unless absolutely necessary. If you do, advise the ground station of the new frequency and station name prior to the change, transmitting in the blind if necessary. If two-way communications cannot be established on the new frequency, return immediately to the frequency or station where two-way communications last existed.

c.	When in a distress condition with bail out, crash landing or ditching imminent, take the following additional actions to assist search and rescue units:


 * 1.	Time and circumstances permitting, transmit as many as necessary of the message elements in subparagraph a.(3) and any of the following that you think might be helpful:
 * (a)	ELT status.
 * (b)	Visible landmarks.
 * (c)	Aircraft color.
 * (d)	Number of persons on board.
 * (e)	Emergency equipment on board.
 * 2.	Actuate your ELT if the installation permits.
 * 3.	For bail out, and for crash landing or ditching if risk of fire is not a consideration, set your radio for continuous transmission.
 * 4.	If it becomes necessary to ditch, make every effort to ditch near a surface vessel. If time permits, an FAA facility should be able to get the position of the nearest commercial or Coast Guard vessel from a Coast Guard Rescue Coordination Center.
 * 5.	After a crash landing, unless you have good reason to believe that you will not be located by search aircraft or ground teams, it is best to remain with your aircraft and prepare means for signaling search aircraft.

=Single instrument Indications= The most likely cause of a single instrument indication is a instrument malfunction. If the aircraft is still flying, fly it and then discuss with your copilot.
 * "Hey the torquemeter has gone to zero, with a corresponding digital readout, I think that means there is an oil leak and land as soon as possible." or
 * "Hey, the Nf needle is wiggling right after an autorotation, I think that is sprag clutch slippage, what do you think?" "You think that's just a bad tach generator?" "Do we have any secondary indications? No? Well then let's just fly home and keep an eye on it."

These include engine and flight performance instruments, caution, and warning lights. When redundant or related systems exist be sure to check to see if they agree and if not determine which is in error.

Ng tach / TOT – If either falls to “0” or does not rise and fall with power changes while other gauges appear normal:
 * 1. Monitor other engine instruments
 * 2. Avoid high Power settings
 * 3. Land as soon as Practical

Note: Failure of the Ng tach generator is usually accompanied by the engine out horn and caution light

Torque meter – If it falls to “0” both on the needle and on the digital readout, the wet line has most likely ruptured:


 * 1. Monitor ENG OIL PRESS
 * 2. Land as soon as possible

Note: Minor Fluctuations are normal

If it falls to "0" but the digital readout is extinguished, the cause is a loss of electrical power to the indicator:


 * 1. Monitor engine instruments.
 * 2. Check TRQ circuit breaker in.
 * 3. Land as soon as practical.

Note: Some minor torque fluctuation is normal and should not be cause for concern.

ENG / XMSN Oil Pressure – If either indicates outside of normal range or fluctuates erratically:
 * 1. Land as soon as possible

Note: XMSN malfunctions require minimal PWR changes to minimize changes to xmsn torque.

ENG / XMSN Oil Temperature –

If either redlines: Land as soon as possible.

If either fluctuates or falls to “0”: Land as soon as practical.

=In-flight malfunctions when IMC= Are no different from malfunctions VMC except that you might need to ask for vectors for an approach. If, during the course of those vectors, you break out over a nice land as soon as possible field then that becomes the "nearest safe place to land" so advise approach of your location and intentions and then land there.

=Crew Coordination during emergencies=
 * System Failures are not immediate in nature. There will be no fast hands in the cockpit and we will have dual concurrence before securing any switches or pulling any circuit breakers. The only exception is a Hard Over in which case the first pilot to recognize the situation will call "Boost, Boost, Boost" and both pilots will race for the switch.  In all other cases the flying pilot will continue to fly the aircraft while the non-flying pilot breaks out his PCL and reads the procedure cookbook style including all Notes, Warnings and Cautions. The flying pilot will make a PAN PAN report and we will discuss landing alternatives including landing in a field.


 * Aircraft emergencies are immediate in nature. The flying pilot will execute the memory items requiring flight control inputs and the nonflying pilot will execute memory items not requiring flight control input. Both pilots will call for "lock talk and squawk" (lock harnesses, transmit  MADAY report, and squawk 7700 on the transponder) In addition, during a power loss on the descent, the non-flying-pilot will call out 1000’ increments down to 1000’ and 100’ increments from 500’ to the deck.

=RI syllabus= This item will probably be briefed by the instructor. =WHAT TO EXPECT=
 * Hot Starts


 * Main Rotor Blade Out Of Balance & Track - There's no remedial action for these, just know the difference. Sideways = balance, up/down = track.


 * Compressor Stall - While it's not in NATOPS anywhere, it makes sense to do a power check after to determine if you actually have enough usable power to land. Instructors like setting the stall threshold in the 30%TQ range, which is too low for even a sliding landing--you have to autorotate; even though your engine is still running, you're effectively now in a severe underspeed.


 * Over/Underspeed - If you overspeed, you'll need to back off the twist grip at first. Remember to slowly roll it back on in concert with your increase in collective at the bottom of your landing, or you'll just droop the blades and crash.


 * Sprag Clutch Slippage - In the sim this often presents as vibrating Nr/Nf--the split does not have to be large initially. Note that during your auto, if you have Nr above 100% (and you will if you go collective full down), Nf/Nr will NEVER marry back up.  You need to pull a little collective to get Nr under 100%, then twist full open.  Don't get so distracted by trying to re-engage that you over-shoot your intended landing site.


 * Hydraulic Failures (Both) - Remember that if you get a hard-over, the breaker needs to be IN in order to shut power to it off. They may give you a Hydraulic Power Failure that requires you to pull the breaker and then have that transition into a hard-over.  Know where the breaker is.  Similarly, if you had to pull the breaker and then get some kind of fire, DON'T kill the electrical power, or you'll put yourself back in a hard-over.


 * Torquemeter Malfunction


 * Ng/Nr Tachometer Failure - May also be a malfunction, eg., varying Nr with constant TQ/TOT.


 * Main Driveshaft Failure


 * Engine Failure - If you're 3,000' up, you've got time. Why not try a restart?


 * Loss of T/R Thrust


 * Fuel Control Failure - Same note as Overspeed. Also consider a restart if your engine fails.

You will "die" on this hop a lot. Don't get frustrated. Were you able to land those autos in the BI sims? No? Well you probably won't fare any better here, either, and the instructors know it. Your best bet for surviving the landings is to hit the deck with minimal VSI, reasonable airspeed, nose perfectly aligned with your path of travel, and 0-4deg nose up. Any more nose up and you die. Any noticeable misalignment with your path of travel and you die. More than 100-200 on the VSI and you die. Bonus: the computer actually has fairly accurate terrain models, but the 1980's tech doesn't show it on the displays. So that absolutely perfect auto you flew into the field and then died on? Maybe you hit a ditch that only the computer can see.