CPT 2

DISCUSS  

INTRODUCE

PRACTICE DISCUSS

a. Limitations - LIMITATIONS SHEET
b. Cold Weather Limitations - [NATOPS 17.4] Cold weather presents no serious problems for flight if pilot uses necessary precautions, especially in preflight.

Warning - Takeoff is prohibited with snow or ice on the helicopter. Accumulations of snow and ice will be removed prior to flight. Failure to do so can result in hazardous flight because of aerodynamic and center-of-gravity disturbances as well as the introduction of snow, water, and ice into internal moving parts and electrical systems. The pilot should be particularly attentive to the main and tail rotor systems and their exposed control linkages.
Note - When moving the helicopter into or out of a heated hangar where there is an extreme difference in outside temperature, a canopy door should be open slightly to equalize the temperature inside the cockpit. Extremely unequal temperatures on opposite sides of Plexiglas can cause differential contraction and breakage.
Caution - Whenever possible, avoid starting engines on glare ice to avoid the effect of torque reaction when increasing rpm.
Note -Battery starts below minus 15 0C (-5 0F) are marginal.
Caution - Should the engine fail to accelerate to proper idle speed (cold hang-up) or the time from lightoff to idle is excessive, abort start.
Warning - Intentional flight in any known icing condition (less than 40C in visible moisture) is prohibited. If icing conditions are encountered during flight, effort should be made to vacate the icing environment immediately.
Warning - Because of the possibility of engine flameout, flight in falling or blowing snow is prohibited.
Warning - Control activity cannot be depended upon to remove ice from the main rotor system. Vigorous control movements should not be made in an attempt to reduce low-frequency vibrations caused by asymmetrical shedding of ice from the main rotor blades. These movements may induce a more asymmetri-cal shedding of ice, further aggravating helicopter vibration levels.
Note- If the windshield defogger fails to keep the windshield clear of ice, the side windows may be used for visual reference during landing.
Warning - Ice shed from the rotor blades and/or other rotating components presents a hazard to personnel during landing and shutdown. Ground personnel should remain well clear of the helicopter during landing and shutdown and passengers/crewmembers should not exit the aircraft until the rotor has stopped turning.
Warning - If visual reference is lost, accomplish a waveoff.
Caution - Whenever possible when landing on glare ice, reduce sink rate as much as practical in order to reduce bending loads on the crosstubes.
Caution - Radio and radar waves can penetrate the surface of snow and ice fields (such as the polar region); therefore, when radio and radar equipment are used for measuring terrain clearance, they may indicate greater terrain clearance than actually exists.
Caution - Exercise extreme caution when starting and/or stopping rotors on ice- and snow -covered surfaces to prevent the helicopter from sliding.
 
LIMITATIONS: c. Power Source for all cockpit gauges  d. In-flight malfunctions - Emergencies fall into two categories, those that require immediate pilot attention and those that do not. Any loss of power, control, or structural integrity requires immediate action; most others are non-critical. NATOPS EP generally divided into three categories 1) maintaining/regaining power available, 2) maintaining/regaining Nr, cyclic control, rotor control, 3) minimizing damage and getting on deck. If the situation is not critical, it may become so requiring action soon, or be a "system failure", which may be noted and acted on as required. [FTI 6-2]
 
PROCEDURES: [ADAPTED FTI 6-3]
                1. Identify the emergency condition, report the degree of urgency in landing

LAND AS SOON AS POSSIBLE
                2. Begin approach to nearest safe landing site
                3. Recite proper procedural steps for emergency
                4. Remind co-pilot to transmit Pan/Mayday call and complete landing checklist

LAND AS SOON AS PRACTICAL
                5. Recite critical procedural steps for emergency and ask co-pilot to break out PCL for backup of non-critical items
                6. Advise co-pilot of appropriate landing site choice

Very few emergency situations require immediate action. Do not enter autorotation as an automatic response. [FTI 6-6]
{Always scan Nr first in any emergency}

e. Single instrument indications - Involve engine performance instruments and caution and warning lights. Pilot should consider each flight instrument and ask what would be the appropriate action if it fell to zero, or exceeds normal or maximum operating limits. [FTI 6-3] If redundant or related systems exist be sure to check to see if they agree and if not determine which is in error.
EP's below for:    Ng, Nf, Nr Tach           TOT             Torquemeter
                             Engine oil press and temp           Xmissn oil press and temp

INTRODUCE:
a. Blindfold cockpit check

Caution Light Panel: (Left to Right)
            AUD/MUT Switch, Fire DET Test Button, Caution Lights, Caution Lt Test button, Clear Chip Button

Gauges Instrument Panel: (6 Columns, Top to Bottom)
            Column 1 - Voltmeter
            Column 2 - Engine Oil Pressure and Temp, Xmissn Oil Press, Loadmeter/Fuel Press.
            Column 3 - Torquemeter, TOT, Ng Tach, Clock
            Column 4 - Airspeed Ind., Nf/Nr Tach, Radar Alt
            Column 5 - Attitude Gyro, HSI, RMI
            Column 6 - BAR Altimeter, VSI, Turn Needle/Ball

Avionics Instrument Panel: (Top to Bottom)
    Transponder, VHF Radio/NAV, UHF Radio

Lower Instrument Panel: (Forward to Back)
    Caution/Icing/Hydraulic Switch Panel, Avionics Selector Switch Panel (right seat), Avionics Selector Switch Panel (left seat) Environmental Control Panel, Lower Circuit Breaker, RMI Slaving Switches

Collective Switch Box: (From Left to Right)
    Starter Switch, Search Light Switch/Control Hat, Governor RPM Switch, (Idle Release Button below Switch Box above Twist Grip)

Overhead CS Panel and Switches: (Forward to Aft, Left to Right)
        1st Row - Landing Light Switch, Pitot Heat Switch, Defog Blower Switch, Battery Switch, Generator Switch
        2nd Row - Steady/Flash Switch, Dim/Bright Switch. Gen Field CB, Gen Reset CB, Attitude Ind CB.
        3rd Row -Position Light Switch, Inst Lt Rheostat, Anti Coll Lt Switch (seven rows of various CB's)

Miscellaneous:
            Wet Compass - Mounted directly fwd of right door at knee level
            Cabin Heat Valve - To the right of overhead CB panel
            Cyclic Friction Adjustment Knob - Base of cyclic
            Collective Friction Adjustment Knob - Base of collective
            OAT - Upper middle windscreen
            Fuel Valve - Directly below RMI gauge
            TOT Indicator Test - Below Voltmeter
            Force Trim Buttons - On cyclic, under normal thumb position
            Cargo Release Button - On cyclic, high thumb position
            Cockpit Lts - Mounted high on center column
            First Aid Kit - Mounted behind center column
            Aud Speaker - Overhead, behind CB's

b. Abnormal starts - CPT1

c. Emergency engine shutdown

EMERGENCY SHUTDOWN [NATOPS 13.1]
Following any emergency that necessitates rapid crew egress, execute a shutdown as follows:

PROCEDURE:
        *1. Twist grip OFF
        *2. Fuel valve OFF
        *3. BAT switch OFF
    ©*4. Rotor brake OFF
 
d. Engine oil system malfunctions
ENGINE or TRANSMISSION OIL PRESSURES [NATOPS 14.28.3]

ON GROUND:
    1. If transmission oil pressure is 50 to 70 psi or engine oil pressure is 130 to 150 psi, do not accelerate the engine above flight idle until the transmission and engine oil pressures are within normal limits.
    2. The engine shall be shutdown if he transmission oil pressure exceeds 70 psi or engine oil pressure exceeds 150 psi.
 
AIRBORNE:
If either pressure gauge does not indicate within normal range or fluctuates erratically:
    *1. Land as soon as possible

Warning - With suspected transmission malfunctions, the pilot should make an approach with minimum power changes to transmission torque.
Note - Check the transmission oil pressure with the twist grip full open. Illumination of the TRANS OIL PRESS caution light is common, while the twist grip is at flight idle, after power off maneuvers. However, the gauge should indicate positive transmission oil pressure.
 
ENGINE or TRANSMISSION OIL TEMPERATURES [NATOPS 14.28.4]
If either oil temperature gauge indicator exceeds red line limitations:
    *1. Land as soon as possible
If either oil temperature gauge fluctuates or falls to zero:
    *2. Land as soon as practical

e. Transmission oil system malfunctions - See engine oil system malfunctions above.
 
f. Tach/Gen malfunctions - {Check other tach/gen. For Nr, check Xmssn oil press/Hydraulic Press -driven by same shaft}

Nr AND Nf TACHOMETER MALFUNCTION [NATOPS 14.29.1]
If the tachometer indications fluctuate or erratically peg and all other instrument and lights are normal, land as soon as practical, utilizing the remaining engine and performance instruments to monitor flight performance.
 
Also see TOT malfunction below

g. TOT malfunction - {No Ng - check other tach/gen. Look for loss of Eng oil press because pump is on same shaft}

Ng TACHOMETER or TURBINE OUTLET TEMPERATURE SYSTEM [NATOPS 14.28.1]
If Ng or TOT falls to zero or fails to rise and fall with corresponding power changes:
        1. Monitor other engine instruments
        2. Avoid high power settings
        3. Land as soon as practical

Note- Failure of the Ng tachometer generator is usually accompanied by actuation of the engine out warning horn and light.
 
h. Overtorque/overtemp/overspeed

OVERTORQUE/OVERTEMP/OVERSPEED [NATOPS 14.32]
If any overtorque/overtemp/overspeed is observed, land as soon as possible.
 
i. Torque malfunction

TORQUEMETER [NATOPS 14.28.2]
If the torquemeter falls to zero, it is probable that the torque line has ruptured. Loss of engine oil will be kept to a minimum by a restrictor fitting in the system.
        *1. Monitor engine instruments
        *2. Land as soon as possible {Wet line malfunctions are land as soon as possible}
 
If the digital torquemeter indication is unusually low or falls to zero with a corresponding digital readout, it is probable that the torque line has ruptures:
        *1. Monitor engine instruments
        *2. Land as soon as possible
 
The digital torquemeter incorporates a transducer between the wet line and the gauge. If the indicator falls to zero and 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 {Bottom panel, right}
        3. Land as soon as practicable {Electrical, not wet line, so it is practical}

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

j. Post shutdown fire/internal - CPT1

k. Smoke and fume elimination

SMOKE AND FUME ELIMINATION [NATOPS 14.17]
INDICATIONS:
        Fumes in cockpit
        Smoke in cockpit
        Equipment Failure
PROCEDURES:
        *1. ECS and DEFOG blower OFF
        *2. Vents/windows Open
        *3. Slip or skid aircraft to eliminate smoke and fumes
        *4. Land as soon as possible
 
l. Suspected fuel leakage

SUSPECTED FUEL LEAKAGE [NATOPS 14.10]
INDICATIONS:
        Unusual fuel usage
        Fuel fumes in cockpit
 
PROCEDURES:
        *1. Transmit position and intentions
        *2. Unnecessary electrical equipment Secure {In VFR, battery and gen OFF since call made.}
        *3. Land as soon as possible
 When on deck:
        4. Shutdown Completed
        5. Helicopter Exit
 
PRACTICE
a. All FAM stage checklists and voice reports - PRESTART CHECKLISTS
b. Normal starting/shutdown procedures - PRESTART CHECKLISTS
c. Anti-ice operation - CPT1