T4003

=Power Checks=
 * 1.	The expected power required to HIGE/HOGE shall be computed prior to flight using the tables in NATOPS. The major variables affecting power available are gross weight, density altitude -(P.A., humidity, OAT), and wind. Any changes in these from the values used in the HIGE/HOGE computations will cause a difference between the computed power to HIGE or HOGE and the power actually required at the site. For example, if the aircraft is heavier than planned, actual hover torque will be greater than computed; if there is more wind than planned, actual hover torque (power required) will be less than computed; if D.A. is higher than planned, then hover torque will be higher than planned.
 * 2.	Power available is the power that the engine can produce given a certain density altitude, and in some cases, wind or true airspeed. As with any aircraft, a helicopter will not continue flying in any state where power required exceeds power available. In virtually all cases involving HIGE/HOGE the power -available in the TH-57 is torque limited - that is, the transmission torque/time limits will be exceeded before any engine limitation is reached if the engine is operating correctly. Thus, once engine performance parameters (TOT, Ng) have been checked in limits, power available can be assumed to be 85% (unlimited) and 100% (5 minutes). The 100-110% torque is for transient conditions and should not be used for planning.
 * 3.	For preflight planning, a 10% safety margin between HOGE power required (computed) and power available (100% Q) should be ensured. A planned "burn down" of fuel may be necessary to achieve this. In any case, actual torque required to hover out of ground effect shall not be greater than 90% torque before beginning CAL operations, and shall not be greater than 95% torque before beginning external load operations. This will allow a margin between power available (100%) and power required (actual HOGE) to prevent settling with the external load or due to loss of wind effect in a confined area landing.

Procedure
 * 1.	Dial 29.92 into BAR ALT
 * 2.	Check OAT
 * 3.	Compute DA (pg. 38 of PCL)
 * 4.	Compute aircraft Gross Wt
 * a.	Basic Weight
 * b.	Crew Weight
 * c.	12 lbs for oil
 * d.	Fuel Weight (pg. 32 of PCL)
 * e.	Final Projected HIGE and HOGE torque (pg. 59 of PCL).
 * f.	Lift the aircraft into a 5’ hover. If power required is more than the value computed, the aircraft should be downed for suspected low power.
 * g.	If Power required to hover the aircraft in ground effect is equal to or less than the value computed, raise the aircraft into an out-of-ground effect hover (50’ as per the new RWOP 3710.8Q). Cross check the power required to HOGE with the value computed.  If the power required to HOGE is equal to or less than the computed power, CAL operations may be conducted.
 * h. If the power required to HOGE is more than the normal or military power range, then CAL operations should not be conducted until the power required to HOGE falls within the normal 0 to 85% or military power range, 85-100% for 5 mins. This can be achieved by reducing gross weight.

=Crew Coordination= Crew members other than the pilot and copilot are assigned to fly on almost all fleet aircraft, performing a variety of mission-unique tasks. As highly skilled individuals, they contribute to the successful completion of your mission. They assist in terrain recognition and observe for clearance of obstacles during hovering and landing. During external load operations and confined area landings, the crewman is the pilot's primary means of observing and relaying vital information external to the aircraft. He is your "eyes" in the back! The crewman is responsible to the pilot for preflight briefings and procedures specific to external load operations and confined area landings.

=Aircrew Brief= 1.	General
 * a.	Site
 * b.	Doors
 * c.	Cargo hook inspection
 * d.	Aircrew seating
 * e.	External load (pendant length, weight)

2. Pick-up Procedures
 * a.	Pilot reports on final
 * b.	Start giving verbal commands approximately 100 feet from the load
 * c.	Start giving easy commands within approximately 30 feet from the load
 * d.	Any required positioning over the load will be done using easy commands indicating direction and distance
 * e.	When helicopter is in position over the load:
 * (1)	Advise pilot "Steady, over the load".
 * (2)	"Man under"
 * (3)	"Hooked up"
 * (4)	"Man is clear',
 * (5)	"Easy up"
 * (6)	"Tension coming on"
 * (7)	"Tension is on"
 * (8)	"Load is clear"
 * (9)	"Clear for forward flight on the right"

3. Drop-off Procedures
 * a.	Pilot reports on final
 * b.	start giving verbal commands approximately 100 feet from the drop point
 * c.	Start giving easy commands approximately 30 feet from the drop point
 * d.	Any required positioning over the drop point will be done using easy commands indicating direction and distance
 * e.	When the helicopter is in position over the spot:
 * (1)	Advise pilot "Steady, over the spot."
 * (2)	Advise pilot of progress:
 * (a)	"Easy down"
 * (b)	"Load on deck"
 * (c)	"Easy down two feet"
 * (d)	"Steady"
 * (e)	"Release load"
 * (f)	"Load is clear"
 * (g)	"Clear for forward flight on the right"

=Power Required Exceeds Power Available= When power required for a maneuver exceeds power available under the ambient conditions, an uncommanded rate of descent will result. Factors that can cause or aggravate this situation are:
 * 1. 	High g loading (i.e., level turns)
 * 2. 	High gross weight
 * 3. 	High density altitude
 * 4. 	Rapid maneuvering (i.e., quickstops)
 * 5. 	Spool up time from lower power settings to high power settings (i.e., power pull at the completion of a power recovery autorotation)
 * 6. 	Loss of wind effect (i.e., descending below a tree line during a confined area landing)
 * 7. 	Change of wind direction (i.e., during lower altitude/ low airspeed flight terrain following)
 * 8. 	Loss of ground effect (i.e., transmitting to forward from the deck of a ship with a heavy internal load).

Power required exceeding power available becomes dangerous to the crew and helicopter when operating in close proximity to obstructions where the pilot may not have enough altitude/maneuvering space to recover prior to impacting an obstacle. This condition will be aggravated by rotor droop and loss of tail rotor effectiveness associated with excessive power demands. Pilots can avoid power required exceeding power available by:
 * 1. 	Preflight planning to calculate expected aircraft performance
 * 2. 	Avoiding excessive maneuvering, particularly during high/hot and or high gross weight/marginal power available situations
 * 3. 	Avoiding high descent rates at low altitudes which will require large power inputs to arrest the helicopter's descent
 * 4. 	Avoiding downwind landings and takeoffs
 * 5. 	Maintaining awareness of windspeed and direction, especially during low altitude/low airspeed maneuvers
 * 6. 	Maintaining awareness of the factors leading to power required exceeding power available and the associated effects on aircraft and performance.

Indications to the pilot of settling with power are an uncommanded descent with torque at maximum allowable and/or rotor droop and possible loss of tail rotor effectiveness.

Recover by: If impact is imminent:
 * 1. 	Collective - Adjust as required to maintin Nr in operating range.
 * 2. 	Twist grip - Full open.
 * 3. 	Airspeed - Increase/Decrease to 50 KIAS (minimum power required airspeed).
 * 4. 	Angle of bank - Level Wings.
 * 5. 	Jettison - As Required.
 * 6. 	Level aircraft to conform to terrain.
 * 7. 	Cushion the landing.

=Engine Failure with External Load= Emergency Procedures
 * 1.	ICS failure:
 * a. 	Alert pilot
 * b. 	Use push/pull method on pilot's shoulder
 * c. 	Execute drop
 * d. 	Land and troubleshoot


 * 2.	Cargo hook failure
 * a. 	Advise pilot "Hold, no release."
 * b. 	Tension
 * c. 	Circuit breaker
 * d. 	Electrical release
 * e. 	Emergency "T", handle
 * f. 	In the event of total hook failure:
 * (1)	Advise pilot for landing; ensure skids straddle pendant
 * (2)	manually release pendent


 * 3.	Engine failure during pickup
 * a. 	Load, release
 * b.   Aircraft, forward and left (taxi cut gun)
 * c.   Hook-up man, right
 * 4.	Engine failure during transition
 * a. 	Load, release
 * b.   Execute Emergency Landing

=Weight and Balance=

=Waveoff During CAL's/Externals= Terminate an approach and transition to a climb
 * 1. Ensure the Twist Grip is Full Open.
 * 2. Increase the Collective to arrest the rate of descent
 * 3.	Adjust the nose to the 70 knot climbing attitude. Use collective to establish a 500-700 FPM climb.

Any crew member may declare 'committed' during a CAL. Once declared, the PAC shall not attempt to go around but will land minimizing damage to the crew, aircraft and surrounding area.

=Course Rules Harold OLF= Previously briefed.