a. Caution system
b. Hydraulic system
c. PAN/Mayday reports
d. Autorotation into trees
INTRODUCE
a. Generator/electrical malfunctions
b. Hydraulic system malfunctions
c. Chip lights
d. Fuel system malfunctions
e. Engine fire in flight
f. Battery system malfunctions
PRACTICE
a. All FAM stage checklists and voice reports
b. Normal starting/shutdown procedures
c. Abnormal Starts
d. Engine oil system malfunctions
e. Transmission oil system malfunction
f. Tach/Gen malfunction
g. TOT malfunction
h. Overtoque/overtemp/overspeed
i. Torque malfunction
DISCUSS:
BRIGHT-DIM Switch - Located on instrument panel, permits selection of bright or dim for all amber colored caution lights, AFCS controller panel, GPS panel, and CLEAR CHIP indicator. Up is bright, down is dim, spring-load to neutral.
Test Switch - Press-to-test switch will cause illumination of all worded segments on caution panel.
Chip Detector Warning Lights - Chip detectors are installed on the drain plugs of the transmission sump, engine sump, and tail rotor gearbox to detect metal particles in the oil. The freewheeling unit also has a similar pug, but it is not electrically connected to the cockpit. Filings in the oil bridge the gap across the detector and complete a circuit. Three caution chip lights are ENG CHIP (+CLEAR CHIP), TRANS CHIP, and T/R CHIP. A continuity check occurs for 5 sec, whenever electrical power is interrupted or test switch is pressed in excess of 2 sec.
Fire Detection System -Consists of ENG FIRE warning light, FIRE DET TEST switch, detection control box, and a heat-sensitive fire detection element in the upper portion of the engine cowling. Excessive heat causes increased pressure in the element, triggering a pressure switch in the control box and illuminating caution light.
TOT Overtemperature Light - Attached to TOT gauge and illuminates when 810-927C for 10 sec, or 927C is exceeded.
Engine Failure Warning System - An engine-out switch is splined to the Ng tach-gen and activates a beeping signal and ENG OUT light when Ng drop below 55 +/- 3%. On start it goes out at 52 +/-3%.
Rotor RPM Warning System - A low-rotor rpm switch is splined to the Nr tach-gen and activates an audible tone and ROTOR LOW RPM when Nr drops below 90 +/- 3%.
Audio-Mute Switch - Located left of the
caution panel, the switch controls the volume of the engine out and low
rotor horns to the pilot and co-pilots headsets. Normal mode is audio,
while mute deactivates the headset audio.
Note - The ENG OUT and ROTOR LOW RPM warning
circuits are deactivated by pulling the CAUTION LT
C/B.
Warning - During daylight operations with the
BRIGHT-DIM switch in DIM and the instrument lights
set on low setting, the amber colored caution lights
will be extremely difficult to distinguish.
Caution - The CLEAR CHIP button will illuminate
during the chip detector continuity test along with all
the caution panel chip lights. Depression of the CLEAR
CHIP button while illuminated may cause
damage to the continuity sensor.
Note - A collective cutoff switch disables the
low rotor rpm audio unit when the collective is within
approximately 1 inch of the full down position.
Caution - The audio-mute switch should be left
in the audio position during flight.
Caution Lights
(Top to bottom, Left to Right)
HYDRAULIC PRESSURE Hydraulic Pressure <= 300 psi Refer
to HYDRAULIC SYSTEM MALFUNCTION proc.
DUCT HIGH TEMP Excessive heat in ducting Turn cabin heat off
. Turn AIR COND/FAN switch to FAN. Turn HI/LO switch to HI. If the DUCT
HIGH TEMP caution light does not extinguish, LAND AS SOON AS PRACTICAL
ENG FIRE Excessive heat in engine compartment Refer to ENGINE FIRE procedures
MAIN GEN/GEN FAIL Main generator has failed Refer to GENERATOR FAILURE procedures
FUEL LOW Less than 20 gallons of fuel remaining Monitor fuel quantity, land with minimum of 10 GALLONS INDICATED. If fuel pump light is on, LAND AS SOON AS POSSIBLE
TOT TOT light flashes once per second within Adjust collective as req. to remain within limits transient range TOT light flashes twice per second when LAND AS SOON AS POSSIBLE limit is exceeded
A/F FUEL FILTER Impending Bypass of the A/F Fuel Filter LAND AS SOON AS POSSIBLE
FUEL PUMP One or both fuel boost pumps inoperative Refer to FUEL BOOST PUMP procedures. WARNING - With one or both fuel boost pumps inoperative, fuel quantity below 20 gallons shall be considered unusable
TRQ TRQ light flashes once per second within Adjust collective
as req. to remain within limits transient range. TRQ flashes twice per
second when limit LAND AS SOON AS POSSIBLE.
NOTE- TOT light will extinguish once out of transient
and exceedence ranges. Digital readout will continue to flash twice per
second if limit is exceeded.
T/R CHIP Metal part. on tail rotor gearbox chip det. LAND AS SOON AS POSSIBLE
ENG CHIP/CLEAR CHIP Metal part. on engine chip detector ENGINE
INSTRUMENTS - Check eng. instruments for secondary indications of impending
failure. If these exist LAND AS SOON AS POSSIBLE. If no secondary indications
exist:
First Chip - Press CLEAR CHIP; if eng chip light goes
out, note the time and continue flight. If eng chip light remains illuminated,
LAND AS SOON AS POSSIBLE
Second Chip - If sustained within 30 min of
the first, LAND AS SOON AS POSSIBLE. If more than 30 min have elapsed since
the first light, press the clear chip and proceed as
with the first flight. {out-note & continue/on-land
ASAP}
Any subsequent Chip - If within 50 flight hours
of the first, LAND AS SOON AS POSSIBLE and make no attempt to clear chip.
All chip lights shall be documented on VID/MAF. Chip
lights signed off as PASTE do not count toward the total number of lights
in a 50 hour period
TRANS OIL CHIP Metal part. on Xmissn chip detector LAND AS SOON
AS POSSIBLE
BATTERY HOT Battery case temp 60 +/- 3C
or higher Bat - OFF. LAND AS SOON AS POSSIBLE
BATTERY TEMP Battery case temp 54 +/- 3C
or higher Bat - OFF. Flight may be continued.
TRANS OIL PRESS Xmissn oil press at or below 30 +/-
2 psi LAND AS SOON AS POSSIBLE.
Note - Check the transmission oil press w/ 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.
TRANS OIL TEMP Xmissn oil temp at or above 110 C LAND AS SOON
AS POSSIBLE
ENG OUT Engine power failure Ng at 55 +/-
3% Engine power failure accompanied by an aural signal. Monitor Nr and
engine instruments and enter AUTOROTATION if the
power failure is confirmed. If the actuation of the warning system
is the result of Ng tach/gen or speed sensor switch failure, LAND AS SOON
AS PRACTICAL
ROTOR LOW RPM Nr less than 90% Collective - LOWER to preserve
Nr. Check twist grip full open. If power is not regained, follow ENG FAILURE
proc. If the activation of the
warning system is the result of an Nr tach/gen failure, monitor eng
instruments and LAND AS SOON AS PRACTICAL
SPARE Light incorrectly wired Check for other indications and
LAND AS SOON AS POSSIBLE
©BATTERY RELAY Illumination during starting is normal If
BAT HOT light is not illuminated, continue flight in VMC and At other times
with BAT switch ON, LAND AS SOON AS PRACTICAL. If BAT HOT light is continued
illumination indicates fault in illuminated, BAT-OFF, LAND AS SOON AS POSSIBLE
battery relay or protection circuits Note - Under certain conditions, total
or partial electrical failure may follow illumination of the BATTERY RELAY
light. With BUS TIE RELAY CB popped, the main battery is being discharged.
©FCS Fail. of the AFCS fault protective circuits If lights
continues to illuminate push STAB button off, pull FCS CB
©STBY BATT ON Stdby attitude indicator switch left ON Turn
off stdby attitude indicator prior to leaving helicopter to after other
power turned off avoid depleting standby battery.
©STBY GEN FAIL Stdby generator failure Refer to GENERATOR
FAILURE proc.
Power pack - Fwd side of xmssn and driven by the xmssn accessory gearbox. Has a reservoir area that holds one pint of fluid. Gravity fed to pump which pressurizes up to 600 +/- 50 psi. Cooled by finned radiator and engine oil cooler blower air, and regulated by pressure valve.
Filter - Removes foreign matter, and has NO bypass system. Has red indicator that pops if clogged.
Pressure Switch - Monitors hydraulic fluid
pressure. Lights Hydraulic Pressure if pressure falls below 300
and extinguishes if above 400 psi.
Solenoid Valve - Valve spring-loaded to
the OPEN position and requires electricity to bypass system.
With the Hydraulic switch ON, there is NO power and the hydraulic fluid
flows to servos. In the OFF
position, electricity activates the solenoid and fluid does not enter
the servos. Valve is designed to be
fail/safe, so in case of electric failure hydraulic boost is still
active. {It is important to understand
exactly how this valve works for the Hydraulic EP's. Pulling the C/B
should allow fluid to flow and
system to work. Turning OFF switch uses power, and deactivates system}
Servo Actuators - Converts pilot control
movements to blade movements through hydraulic fluid pressure. Uses a pilot
valve which is mechanically connected to flight controls to adjust the
amount of fluid entering the servo to move the actuators which move the
blade through linkages. [NATOPS 2.10,
Systems Ch. 6]
An autorotation into a heavily wooded area should be accomplished by executing a normal autorotation and full flare. The flare should be executed so as to reach a zero rate of descent and zero groundspeed as close to the top of the trees as possible. As the helicopter settles, increase collective to maximum. If time permits during autorotation:
PROCEDURES:
*1. Autorotate
*2. Shoulder harness Lock
If time and altitude
permit:
3. Crew/passengers Alert
4. Mayday TRANSMIT on Guard
5. Transponder Emergency
6. Twist grip Close
7. Generator OFF
8. Battery OFF
AUTOROTATION [Adapted NATOPS 15.1]
A safe approach is dependent upon many variables. Heading is maintained
through right pedal to decrease tail rotor thrust. High gross weights,
increased g loads, and higher altitudes and temperatures will cause increased
rpm, which can be controlled through the collective. Do not exceed 100
KIAS in sustained autorotation. At 75 to 100 feet, a cyclic flare should
be established to reduce airspeed, rate of descent, and increase rotor
rpm. Sites for landings should be hard, flat, smooth surfaces clear of
approach and rollout obstructions. During landing, hold skid level attitude.
After touchdown, decrease collective to full down.
Note - Avoid abrupt control movement during high speed
autorotation to prevent overcontrolling.
Note - The best glide speed is 72 KIAS. The minimum
rate of descent is 50 KIAS.
PROCEDURES:
*1. AUTOROTATE {Down, Ball, Speed, Rotor, Head}
*a. Autorotation Establish
*(1) Collective Full Down Immediately
*(2) Pedals Center Ball
*(3) Airspeed 50 KIAS minimum rate of descent, 72 KIAS maximum glide range
*(4) Nr Maintain between 90 to 107% (94-95% optimum)
*(5) Heading Turn Into Wind or Toward Best Landing Site
*b. Autorotative landing Execute
*(1) Cyclic Flare as Req. (to reduce rate for descent and groundspeed)
*(2) Collective Increase as Req. (to cushion landing)
*(3) Cyclic Level Skids Prior to Touchdown
INTRODUCE:
Warning - With one or both boost pumps inoperative,
fuel quantity below 20 gallons shall be
considered unusable.
Note - Prior to shutting off all electrical power,
the pilot must determine the equipment that is
essential to the particular flight environment that will
be encountered (e.g., flight instruments and
fuel boost pumps).
Note - In the TH-57C, time operation of ESS No.
2 bus on battery power is approx. 40 min with the
pitot heat OFF and an 80% charged battery (approx. 35
min with pitot heat ON). To conserve
battery power as needed for extended flights or for use
of landing lights at destination, tun BAT
switch OFF during flight.
Note - With the NORMAL/RECOVER switch in NORMAL,
failure of the main generator will result in
illumination of the Fuel Pump caution light because of
loss of power to the nonessential bus.
Note - Resetting the bus/tie relay circuit breaker
will cause the main battery to power the
nonessential bus, accelerating main battery depletion.
PROCEDURES:
1. GEN FIELD and GEN RESET C/B's Check In
2. MAIN GEN switch Reset, then ON
If generator power is not restored:
3. MAIN GEN switch OFF
4. Unnecessary electrical equipment OFF
©5. NORMAL/RECOVER switch Recover as desired
6. Descend below 6,000 ft {In case fuel pumps fail}
7. Land as soon as practicable {Because battery still works}
If power is restored:
8. Continue flight
Note - In the TH-57C, with the loss of the
main battery after a main generator failure, the HSI and both RMI's will
be
inoperative for TACAN, LOC and VOR approaches. However,
the RMI's will still be able to provide relative ADF bearing.
VMC should be obtained as soon as possible.
Note - Be prepared for a possible electrical and/or
engine compartment fire because of excessive
wiring load or generator meltdown.
DC LOADMETER AND VOLTMETER [NATOPS
14.21]
If the loadmeter or voltmeter fluctuates erratically,
pegs or goes to zero:
1. Generator Cycle
If the problem is corrected:
2. Continue the flight
If the problem is not corrected:
3. Use generator failure procedures
Caution - Sustained loadmeter indications greater
than 70% may be caused by an electrical fire.
*Standby Generator Failure ©, Inverter Failure ©, and Avionics
Inverter Failure © EP's have not been included
The emergency procedure for AFCS is the same without AFCS. However,
using force trim and AFCS ON greatly reduced pilot workload to maintain
control. Aircraft is best flown with small attitude and power adjustments
made smoothly and gradually. IFR speeds of 70-90 KIAS can be managed without
hydraulics if FT and AFCS are ON. For landings, the ALT mode of AFCS shall
be disengaged.
Note - Odd or unusual stick forces will be felt
in a boost-off situation. Because of excessive forces
required for control manipulation, a shallow approach
with a sliding landing is recommended.
HYDRAULIC SYSTEM FAILURE [NATOPS 14.22]
INDICATIONS:
HYDRAULIC PRESSURE light
Increased force required for control movement
Feedback in control
PROCEDURES:
*1. Airspeed Adjust (to obtain most comfortable control movement level)
{70-90 kts IFR}
*2. HYDRAULIC BOOST switch Check ON
*3. HYD BOOST circuit breaker Out {3rd Row, Far left}
If system is restored:
4. Land as soon as practicable
If system is not restored:
5. HYD BOOST circuit breaker In
6. HYDRAULIC BOOST switch OFF
©7. FORCE TRIM (FT) ON
©8. AFCS STAB ON
©9. AFCS ALT OFF
10. Land as soon as practicable
HYDRAULIC POWER CYLINDER MALFUNCTION [NATOPS
14.22.2]
INDICATIONS:
Cyclic/collective control displaces to abrupt position
Pilot control of cyclic/collective is difficult or impossible
PROCEDURES:
*1. HYDRAULIC BOOST switch OFF
Warning - Hydraulic system will not secure if HYD BOOST circuit
breaker is out.
*2. Helicopter Regain Control
Adjust airspeed as desired to obtain the most comfortable
control movement level.
*3. Land as soon as possible
Warning - In the event of a complete power failure
in the TH-57B or a failure of the ESS No. 2 bus in
the TH-57C, the hydraulic system will reenergize in the
malfunction mode. The pilot will be unable
to override the hydraulic boost solenoid.
SECOND CHIP:
If sustained within 30 minutes of first:
7. Land as soon as possible
If more than 30 minutes have elapsed since first:
8. CLEAR CHIP Press
9. Proceed as with first
THIRD CHIP: {if within 50 flight hours
of the first}
10. Land as soon as possible
11. Do NOT clear chip
Note - All chip lights shall be documented on VID/MAF.
Chip lights signed off as PASTE do not count toward the total
number of lights in a 50 hour period {Proper main. troubleshooting
requires documentation of which plug has metal}
TRANSMISSION OIL CHIP [NATOPS 12-12]
INDICATIONS:
TRANS OIL CHIP caution light
1. Land as soon as possible
{Fly Low (10-20 ft above highest obstacle) and slow (<20), be prepared for gearbox failure (should a gearbox failure occur, your rotors will stop turning and you will fall from the sky) Minimum pwr changes to minimize xmssn torque}
TAIL ROTOR CHIP [NATOPS 12-13]
INDICATIONS:
T/R CHIP caution light
1. Land as soon as possible
{Fly high (1000') and fast (80) for weathervaning, be
prepared for complete tail power loss}
If the fuel quantity indicator drop to zero or fluctuates,
utilize elapsed time to judge available remaining fuel. Land as soon as
practicable.
FUEL BOOST PUMP FAILURE [NATOPS
14.33]
Failure of one or both fuel boost pumps will be evidenced
by illumination of the Fuel Pump caution light
If one pump has failed, indicated fuel pressure
will be normal (4 to 30 psi). The failed pump can be identified by alternately
pulling the FUEL BOOST FWD and FUEL BOOST AFT CB's and observing any resulting
change in indicated fuel pressure.
If both pumps have failed, indicated fuel pressure
will be zero.
The engine will operate with only one operable boost
pump under all conditions of power and altitude. With a dual boost pump
failure, however, the engine-driven fuel pump is only capable of supplying
fuel to the engine at altitudes below 6000 ft PA
Note - With one or both
of the boost pumps inoperative, minimum fuel is 20 gallons. A level-flight
attitude should be maintained to
prevent engine flameout that could be caused by the operating
submersible pump being uncovered
and allowing air to be drawn into the fuel lines or by both
boost pumps being inoperative and
allowing air to be drawn into the engine-driven fuel pump
INDICATIONS:
Fuel Pump caution light
Indicated fuel pressure of zero (duel-pump failure)
PROCEDURES:
*1. Descent Initiate if above 6000 ft PA and Flight Permits
*2. Fuel pressure and quantity Note
If both boost pumps have
failed (fuel pressure at zero):
*3. FUEL BOOST circuit breakers pull
*4. Land as soon as possible
If only one boost pump has
failed (fuel pressure 4 -30 psi):
*5. Failed boost pump Identify
If unable to identify failed
boost pump or Fuel Low caution light is illuminated:
*6. Land as soon as possible
If able to identify failed
boost pump:
7. Failed boost pump circuit breaker Pull
8. Land as soon as practicable
Warning - With one or both boost pumps inoperative,
fuel quantity below 20 gallons shall be
considered unusable.
Warning - Be prepared for complete power loss.
Warning - Do not pull circuit breakers in an attempt
to identify the failed boost pump until below
6000 ft PA
Warning - If an air leak exists in the fuel lines
between the boost pumps and engine, a total loss of
boost pump pressure could cause an engine flameout.
FUEL CONTROL FAILURE [NATOPS 14.8]
INDICATIONS:
Erratic Nf
Fluctuating Ng and/or TOT
PROCEDURES:
*1. Collective Adjust (to maintain Nr in operating range)
*2. Twist grip Adjust (to maintain Nf/Ng in operating range)
*3. Land as soon as possible
Warning - Be prepared for complete power loss.
INDICATIONS:
FIRE light
Smoke
Flames
PROCEDURES:
Warning - Be prepared for complete power loss.
*1. Confirm the existence of fire
If
fire exists:
*2. Land immediately
*3. Emergency shutdown Complete after Landing
If
fire not confirmed:
*4. Land as soon as possible
INDICATIONS:
Battery case temp 60 +/- 3C or higher
BATT TEMP caution light
PROCEDURES:
1. Battery OFF
2. Land as soon as possible
BATTERY TEMP [NATOPS 12-12]
INDICATIONS
Battery case temp 54 +/- 3C or higher
BATT TEMP caution light
BATT HOT caution light
PROCEDURES:
1. Battery OFF
2. Flight may be continued.
*Batt Relay © and Stdby Batt On © caution light procedures
have not been included.
PRACTICE:
a. All FAM stage checklists and voice reports - PRESTART CHECKLISTS
b. Normal starting/shutdown procedures - PRESTART CHECKLISTS
c. Abnormal Starts - CPT1
d. Engine oil system malfunctions - CPT2
e. Transmission oil system malfunction - CPT2
f. Tach/Gen malfunction - CPT2
g. TOT malfunction - CPT2
h. Overtoque/overtemp/overspeed - CPT1
i. Torque malfunction - CPT2