Fam 2 MPTS version

=Flight Control System= The flight control system (Figure 2-17) is a positive mechanical type, actuated by conventional helicopter controls which, when moved, direct the helicopter in various modes of flight. The system includes the cyclic controls, used for fore-and-aft and lateral control; the collective pitch (main rotor) control levers, used for vertical movement; and directional control (tail rotor) anti-torque pedals, used for heading control. The control system forces are reduced to near zero by hydraulic servo cylinders which are connected to the control system mechanical linkages. A force trim system connected to the cyclic and main rotor controls contains electrically operated mechanical units. There is no force trim connected to the TH-57B tail rotor controls.

The flight control system consists of push-pull control tubes and bellcranks, actuated by conventional helicopter cyclic, collective, and rudder controls. The controls are routed beneath the pilot seats aft to the center of the helicopter and then up to the cabin roof through the control column, which also serves as a primary cabin structure. Access doors are located on the aft side of the control column, and removable seats are provided for control inspection and maintenance accessibility. Cyclic and collective controls are routed to the main rotor blades through the swashplate. The swashplate and support assembly encircle the mast directly above the transmission. The swashplate is mounted on the universal support (pivot sleeve and uniball), which permits it to be tilted in any direction. Movement of the cyclic control stick results in a corresponding tilt of the swashplate about the uniball, which tilts the rotor tippath plane. Movement of the collective pitch lever actuates the sleeve assembly, which raises or lowers the swashplate and transmits collective pitch changes to the main rotor blades. The cyclic controls are properly coordinated with the collective control by action in the mixing lever at the base of the control column. The directional control (anti-torque pedals) linkages are routed through the tailboom to the tail rotor. Fixed-length control tubes and a minimum of adjustable tubes simplify rigging. All self-aligning bearings and rod ends are spherical Teflon bearings requiring no lubrication.

Collective Pitch Control Lever
Acting independently of the cyclic is the collective system (figure 5-16). The collective stick through mechanical linkage transmits pilot inputs to the main rotor blades increasing or decreasing blade pitch angle equally and in the same direction. The collective stick located to the left of the pilot is mounted to a jackshaft. Also located at the jackshaft mounting point is a friction adjuster. The friction adjuster allows the pilot to adjust the amount of force required to move the collective. Control inputs are transmitted through a lever assembly and control tube up through the control column to the hydraulic servo. From the servo, control tubes connect with the collective lever. Moving the collective stick upward will cause the collective lever to be pulled downward. A downward movement of the collective lever will raise the pivot sleeve and uniball assembly and thus raise the swashplate assembly as shown in figure 5-17.

As the swashplate rises, the pitch angle of both rotor blades is increased equally. Raising the collective will increase the torque effect and the TH-57, like all helicopters, must have a system to counter torque.

Directional Control Pedals
The TH-57 uses a two-bladed semirigid flapping type tail rotor as an anti-torque device. As shown in figure 5-18, control of the tail rotor is accomplished by control pedals, push-pull tubes, bellcranks, and a pitch change mechanism.

The control pedals, located on the cockpit deck, transmit control inputs by push-pull tubes to the tail rotor. Located with the control pedals is a starwheel adjuster. Rotation of the starwheel adjuster will move the pedals equally closer or farther from the pilot's station. The control linkage, consisting of pushpull tubes, runs from the control pedals rearward up the control column through the tail boom to the pitch change mechanism. The pitch change mechanism mounted to the tail rotor gearbox consists of a lever, control tube, crosshead and pitch change links. The lever extends and retracts the control tube that runs through the tail rotor gearbox and drive shaft.

As the crosshead is attached to the control tube, the crosshead moves in and out. As shown in figure 5-18, the crosshead moving in and out will change the pitch angle of the tail rotor blades via the pitch change link and pitch horns. When left pedal is applied, control tubes are moved and the lever assembly retracts the control tube. As the control tube retracts, the crosshead moves closer to the yoke assembly; tail rotor blade pitch is increased.

Cyclic Pitch Control Stick
A cyclic control input will result in the rotor disc tilting and the aircraft moving in the direction of the control input. The cyclic stick, as depicted in figure 5-12, is mounted on the pivot support which allows the cyclic stick to move in a 360-degree direction (figure 5-12, items 1 & 5). Also located at the base of the cyclic and part of the pivot support assembly is the friction adjuster. The friction adjuster allows the pilot to adjust the force required to move the cyclic stick. The pilot and copilot pivot supports are connected by a torque tube. The single yoke assembly transmits control inputs from the cyclic to the mixing lever. The mixing lever is located at the base of the control column. Fore-and-aft and lateral control inputs are intermixed by the mixing lever and transmitted up the control column to the hydraulic servos. Manual input is hydraulically boosted by the hydraulic servos and transmitted to the stationary swashplate by control tubes and bellcranks. The stationary swashplate takes control inputs from the cyclic and transmits them to the rotating controls. The rotating controls consist of the rotating swashplate, pitch change tubes and pitch change horns.

Swash Plate Assembly


The swashplate assembly consists of a stationary swashplate, rotating swashplate, pivot sleeve (item 5), swashplate support, and a drive link (figure 5-13). The swashplate support is mounted to the top of the transmission and provides the mounting point for the pivot sleeve. The base of the pivot sleeve is the mounting point for the collective lever. The top of the pivot sleeve is of a uniball construction (figure 5-14).

Uni-ball
The uni-ball assembly is the mounting point for the stationary swashplate. The uni-ball is what allows the stationary swashplate to tilt in any direction. The rotating swashplate is mounted to the stationary swashplate by a set of bearings and bearing cap. Tilting the stationary swashplate will cause the rotating swashplate to tilt in the same direction. A drive link is spline mounted to the mast at one end and to the rotating swashplate at the other end. The drive link lever and collar set will cause the rotating swashplate to rotate at the same speed as the rotor system. The rotating swashplate is connected to the rotor blade pitch horns by two pitch control tubes. Input from the cyclic stick will be transmitted to the pitch horns and cause a pitch angle change. Moving the cyclic stick forward will cause the stationary swashplate to tilt forward. The rotating swashplate will also tilt forward since it is mounted to the stationary swashplate as shown in figure 5-15.

A low point front and a high point rear is created when the swashplate is tilted forward. As the swashplate rotates, the pitch change tubes move up on the high side and down on the low side. As a pitch change tube moves upward, blade pitch angle increases, and as it moves downward, blade pitch angle decreases. The retreating blade climbs and the advancing blade descends.

Force Trim System
The system incorporates a magnetic brake and force gradient spring in the cyclic to provide artificial feel in the systems. Depressing the cyclic grip FORCE TRIM button will cause the trim damper units (NATOPS Figure 2-17) to position the force gradient spring in a position corresponding to the position of the cyclic sticks. FORCE TRIM buttons are mounted on the pilot and copilot cyclic grip (NATOPS Figure 2-18). A force trim on/off switch is located on the AFCS control panel (TH-57C) or on the pedestal (TH-57B).

=Jammed Flight Controls= FROM NATOPS 14-17: Aircraft experiencing a control malfunction during ground operations will be immediately inspected by qualified technicians prior to further flight operations or continued turnup / maintenance action. If jammed or restricted flight controls are experienced on the ground by a pilot or maintenance personnel, no attempt shall be made to free the controls. Light pressure shall be held against the restriction or jam while a thorough inspection of the flight control system is being conducted.

Pilots of aircraft that have just returned from a flight during which a control malfunction was experienced will request an immediate flight control system inspection.

=Abnormal Starts (Abort Start Procedures)= 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: Any of the following indications, particularly when combined, indicate an increased potential for a Hot Start and may necessitate aborting the start to preclude an overtemp:
 * Excessive rise in TOT
 * TOT rapidly accelerating through 840 degrees
 * Battery voltage stabilized below 17 volts on starter management

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 APU. PROCEDURES: *1. Twist grip — Close. *2. Starter—Secure after TOT stabilizes at 400degrees C or below.

Igniter Failure
You're watching TOT and it never rises. You scan down to Ng and it the starter is turning it but there hasn't been light off so its low. Remember the note on starter management. Since you haven't had light off you have to secure the starter within 40 seconds (Battery Start) and 25 seconds (APU start).

Hot Start
You're watching TOT shoot up faster than normal. If it looks like its going to cruise through 840 with nothing to stop it, abort the start. This time you have light off so you can engage the starter for up to 60 seconds, allowing your TOT to stabilize back within limits (below 400C)

Hung Start
TOT stops rising, Ng is somewhere below 50%. You have light off so the starter can be engaged for up to 60 seconds, but if Ng is no longer rising, its not likely that the start will recover.

Engine Fire on Start
In all that focusing on TOT you noticed, like a good student, an engine fire light. NATOPS does not cover this scenario specifically. However, the guidance for abnormal starts leaves a lot of room for interpretation. "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: hot start, hung start, igniter failure." An engine fire on start is definately a start abnormality, however, it does not fall into one of the three main categories. Use your best judgement to determine whether ABORT START or EMERGENCY SHUTDOWN procedures are more appropriate. But, in either case, it is crucial to secure the twist grip to prevent excess fuel from being dumped into the combustion section. Remember, you're being paid the big officer dollars to make critical decisions.

Additional Info
The rate of false positives from the fire detection system is extremely low (i.e. if it lights off it is almost certainly a fire in the engine compartment - ex: if bleed air at 500 degrees starts to leak the system wont trigger [the flash point of our fuel is 400 degrees]). Even is a false positive the engine compartment has gotten extremely hot and it is very unlikely that the starter will be able to dissipate the heat/fire in the combustion chamber and the heat/fire in the engine compartment. Finally, if the fire light comes on (false positive or not) the aircraft is down anyway.

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

INDICATIONS 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 req. to extinguish the fire or get clear of the aircraft.
 * Fire Warning Light illuminated
 * Smoke
 * Fuel fumes
 * Fire
 * Indication from ground personnel
 * Grinding noises or apparent drive train damage.

WARNING: After exiting aircraft, beware of rotor blades.

=Post Shutdown Fire (internal)= A post shutdown fire is an internal engine fire that occurs in an engine that is stopped or coasting down.

INDICATIONS: PROCEDURES: *1. Starter — Engage. *2. Fuel valve — OFF. *3. Igniter circuit breaker — Pull. *4. Starter — Secure After Fire is Extinguished.
 * TOT rises above 400
 * Flames or smoke coming from engine.

=Dynamic Rollover=

DYNAMIC ROLLOVER CHARACTERISTICS
Dynamic rollover is a phenomenon peculiar to helicopters and primarily to skid-configured / rigid gear helicopters. It is an accelerated roll about a ground attached point (i.e., landing gear or skid). This roll requires ground contact and occurs extremely rapidly in proportion to both roll rate and angle, allowing little opportunity for recovery.

During normal takeoffs and landings, slope takeoffs and landings, or landings and takeoffs with some bank angle or side drift, the bank angle or side drift can cause the helicopter to get into a situation where it is pivoting about a skid. When this happens, lateral cyclic control response is more sluggish and less effective than for the free hovering helicopter. Consequently, if the bank angle (the angle between the aircraft and the horizon) is allowed to build up past 15 degrees, the helicopter will enter a rolling maneuver that cannot be corrected with full cyclic and the helicopter will roll over on its side. In addition, as the roll rate and acceleration of the rolling motion increases, the angle at which recovery is still possible is significantly reduced. The critical rollover angle is also reduced for a right skid-down condition, crosswinds, lateral center-of-gravity offset, and left rudder pedal inputs.

When performing maneuvers with one skid on the ground, care must be taken to keep the aircraft trimmed, especially laterally. For example, if a slow takeoff is attempted and the tail rotor thrust contribution to rolling moment is not trimmed out with cyclic, the critical recovery angle may be exceeded in less than 2 seconds. Control can be maintained if the pilot maintains trim, does not allow aircraft rates to become large, and keeps the bank angle from getting too large. The pilot must fly the aircraft into the air smoothly keeping executions in pitch, roll, and yaw low and not allowing any untrimmed moments.

Collective is much more effective in controlling the rolling motion than lateral cyclic because it reduces the main rotor thrust. A smooth, moderate collective reduction of less than approximately 40 percent (at a rate less than approximately full up to full down in 2 seconds) is adequate to stop the rolling motion with about 2 degree bank angle overshoot from where down collective is applied. Care must be taken to not dump collective at too high a rate as to cause fuselage-rotor blade contact. Additionally, if the helicopter is on a slope and the roll starts to the upslope side, reducing collective too fast creates a high rate in the opposite direction. When the low slope skid hits the ground, the dynamics of the motion can cause the aircraft to roll downslide and over on its side. Do not pull collective suddenly to get airborne as a large and abrupt rolling moment in the opposite direction will result. This moment may be uncontrollable.

WARNING
 * With one skid on the ground and thrust approximately equal to the weight, if the lateral control becomes sluggish or ineffectual, contacts the lateral stop, or if bank angle or roll rates become excessive (15 or 10 degrees / second respectively), the aircraft may roll over on its side. Reduce collective to stop the roll and correct the bank angle to level.
 * When landing or taking off, with thrust approximately equal to the weight and one skid on the ground, keep the aircraft trimmed and do not allow aircraft roll rates to build up. Fly the aircraft smoothly off (or onto) the ground, carefully maintaining trim.

Slope Landings and Takeoffs
Only three major forces must be considered for the trimmed helicopter: longitudinal drift, lateral drift and yaw (Figure 11-2). Slope landings should be made cross-slope by descending slowly, placing the upslope skid on the ground first. A coordinated reduction of collective pitch with lateral cyclic (into the slope) is applied until the downslope skid touches the ground. The lateral cyclic should always be positioned in order to maintain a level rotor tip-path plane. This prevents upslope or downslope drift. Collective pitch is reduced and cyclic applied into the slope until all the weight of the aircraft is resting firmly on the slope. If the lateral cyclic contacts the stop or if rotor-to-ground clearance becomes marginal before the downslope skid is resting firmly on the ground, the slope is too great and a landing should not be made. Hover is initiated by a coordinated raising of the collective and centering of the cyclic. Select a location where the degree of slope is not so great. After completion of a slope landing and determination that the aircraft will maintain its position on the slope, the cyclic stick is placed in the neutral position (with full-down collective) as desired for maximum ground clearance. Figure 11 -2 shows that in the slope landing, the collective becomes a method of roll control and the lateral cyclic is used to keep the tip-path plane level. Lateral cyclic is less effective for this condition than it is in a hover because the roll center has been transferred from the helicopter cg to the upslope skid and the roll inertia is increased. Slope landings or takeoffs should not be attempted on slopes greater than the lateral control capability of the helicopter since the tip-path plane cannot be kept level. This angle is 7.5 degrees for the TH-57. When performing slope takeoff and landing maneuvers, follow the published procedures, being careful to keep roll rates small. Slowly raise the downslope skid to bring the helicopter level and then lift off. (If landing, land on one skid and slowly lower the downslope skid.) If the helicopter rolls to the upslope side (5 to 8 degrees), reduce collective to correct the bank angle and return to wings level and then start the takeoff procedure again.

Dynamic Rollover
In the dynamic rollover (Figure 11 -2), the upsetting rolling moment is provided by a side force on the skid contacting the ground (analogous to the downslope skid in the slope landing paragraph) instead of a vertical force on the upslope skid. This side force can be extremely large depending on the degree of restraint of the skid. The pilot will correct the roll angle with lateral control, but helicopter response will be sluggish, as described in slope landing, until the lateral control contacts the stop. Figure 11-2 shows a full-lateral control position. As in the slope landing case, the collective is used as a method of roll control. Since the lateral control cannot be moved far enough to get the main rotor lift line outside of the skid, the rotor generates an upsetting moment (L X d) about the skid. The only restoring moment capability is the weight of the helicopter (W) times the offset distance (e). The latter term (e) decreases to a value of zero at the static rollover angle, approximately 31 degrees. At that point, the helicopter will roll over, regardless of control inputs. The pilot must realize that after the lateral control contacts the stop, roll angle can still be controlled with the collective. Down collective will level the helicopter and up collective will cause the helicopter to immediately roll over. The rate at which the collective should be lowered depends on the dynamics of the situation (roll rate at contact of the lateral stop). With full lateral control deflection, the TH-57 will encounter mast bumping when the roll rate reaches 10 degrees per second. If recovery is not effected immediately, the tip-path plane will be gyroscopically tilted forward or aft (for roll to the right or left, respectively) by the bumping forces. This effectively removes cyclic control from the pilot and tilts the rotor blades into the ground. The only remaining control capability at this point is the collective.

=BlowBack= As the aircraft moves forward, the advancing blade "sees" a higher airspeed, and the resultant dissymmetry of lift causes the blades to flap to a maximum 90 degrees later due to phase lag. This extra lift generated over the nose causes the nose to pitch up. Conversely, the nose will tend to pitch down as the aircraft decelerates. The combined effect of dissymmetry of lift and reduced induced velocity defines this transition to a more efficient flight regime, called translational lift. The pitch-up tendency of the aircraft as it accelerates and the pitch-down tendency as the aircraft decelerates are known as rotor blowback (figure 3-20).

Forward cyclic input in proportion to degree of blowback must be used to maintain a constant rate of acceleration. Aft cyclic will be required during deceleration.

As the helicopter transitions to a hover from a decelerating glide slope as in a normal approach, it often experiences an uncommanded nose-up tendency - not nose-down as described above. This is referred to as Pendulum Effect, and it occurs in response to increased collective pitch. Although collective blade pitch is increased proportionally, forward flight dissymmetry of lift is augmented. This overrides the effects of decelerating rotor blowback and causes the nose of the aircraft to pitch up (figure 3-20).

=CRM=

Decision Making
DECISION MAKING: the ability to use logical and sound judgement based on the information available.

Factors which promote good decision making:
 * Teamwork.
 * Extra time to make a decision.
 * Alert crew members.
 * Decision strategies and experience.

=Special VFR Course Rules= Reference RWOP 3710.8Q for complete information.

SVFR Departures

 * TH-57B not allowed to operate SVFR outside local area, defined as 150NM of NASWF or airports included in the ON-TOP. (RWOP Chap 1.2 and 1.3)


 * Min weather for SVFR is 500-1 with SVFR Clearance (RWOP Chap 2)


 * Within in 5NM of Class C Airspace: Searchlight - ON and Posn Light - STEADY  (RWOP Chap 3.1.2)


 * ATC shall have positive control of all SVFR traffic within the Class C
 * A/C w/in Class C shall remain at or below 500'AGL, clear of clouds, and south of Langley Road. (RWOP 6.3.1)


 * All comms include "SVFR"
 * Simulated emergencies are prohibited on course rules when SVFR. (RWOP Chap 6.3.2)

SVFR Arrivals

 * Remain outside Class C until cleared SVFR
 * Holding - 80KIAS, 1 mile legs
 * ATC will clear Number 1 A/C to depart holding.
 * Number 1 A/C is the A/C approaching the holding point and not necessarily the one that arrived in holding first.


 * Declaring emergency for fuel: immediate handling
 * Declaring minimum fuel: sequenced ahead of other aircraft
 * Pilot may request to follow in trail if visual separation can be maintained.


 * Fog Arrival:
 * Non-standard (left) pattern if required


 * Whiskey Arrival:
 * Non-standard at Pt. Whiskey, if required
 * Echo Arrival:
 * Non-standard at Pt. Echo, if required


 * Holding at Hughes:
 * Non-standard parallel to Hwy 90, if required
 * Be alert for SVFR traffic holding at Pt. Whiskey


 * Holding at Igor:
 * Non-standard parallel to Hwy 89, if required
 * If Rwy 5 is in use tower may request Igor traffic to turn 1/2 mile south of Igor(water tower) to maintain a required 1 1/2 mile separation from rwy centerline at North Whiting Field


 * East or Harold Arrivals:
 * Hold east of Pt Juniper, STANDARD HOLDING- Used to avoid NOLF Harold pattern traffic.