C3101 Discuss Items Flashcards
Land as soon as possible
Land at the first site at which a safe landing can be made
Land as soon as practicable
Extended flight is not recommended. The landing site and duration of flight is at the discretion of the pilot in command.
MAYDAY/PAN Report
A Mayday radio call should be reserved for life threatening situations. These may include, but are not limited to:
Loss, or imminent loss of aircraft control for any number of different reasons
aircraft upset by turbulence;
pilot incapacitation;
spatial disorientation;
control surface or structural failure;
engine failure that will lead to a forced landing/ditching/ejection/bailout.
Or, an onboard fire.
Pan-Pan-Pan
A Pan-Pan call should be used for urgent situations that are not immediately life threatening, but require assistance from someone on the ground. These include, but are not limited to:
Becoming lost;
A serious aircraft system failure, that requires an immediate route or altitude change;
Other emergencies that require immediate attention and assistance from the ground.
This is what the Aeronautical Information Manual has to say about using Mayday and Pan-Pan on the radio.
6-3-1
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.
FIH:
- DISTRESS - Call MAYDAY \voice) or SOS (CW): When you are threatened by serious and or
imminent danger and require immediate assistance (e.g., ditching, crash landing or abandoning
aircraft).
** URGENCY - Call PAN PAN (voice) or XXX (CW): When a condition concerning the safety of
an aircraft or other vehicle, or of some person on board or within sight but does not require
immediate assistance (e.g., lost, fuel shortage, partial engine failure, etc)
AIM:
MAYDAY−The international radiotelephony distress
signal. When repeated three times, it indicates
imminent and grave danger and that immediate
assistance is requested.
PAN-PAN− The international radio-telephony urgen-
cy signal. When repeated three times, indicates
uncertainty or alert followed by the nature of the
urgency.
Landing Site Selection
Major considerations in evaluating the landing site are summed up by the acronym SWEEP. S-Size, Slope, Surface,
Suitability; W-Winds, Possible loss of Wind Effect; E-Elevation (AGL, PA, DA); E-Egress Route (including waveoff
direction); P-Power (required vs. available). The transition period is the most difficult part of any approach. The
period becomes more critical with increased density altitude and/or gross weight; therefore, approaches must be
shallower and transition more gradual. As the height of the obstacles increases, larger landing areas will be required.
As wind velocity increases, so does helicopter performance. When the helicopter drops below an obstacle, a loss
of wind generally occurs as a result of the airflow being unable to negotiate immediately the change prevalent at
the upwind side of the landing zone where a virtual null area exists. This null area extends toward the downwind
side of the clearing and will become larger as the height of the obstacle and wind velocity increase; therefore, it is
increasingly important in the landing phase that this null area be avoided if marginal performance capabilities are
anticipated. The null area is of particular concern in making a takeoff from a confined area. Under heavy load or
limited power conditions, it is desirable to have sufficient airspeed and translational lift prior to transitioning to a
climb so that the overall climb performance of the helicopter will be improved. If the takeoff cycle is not commenced
from the part of the area most downwind and translational velocity is not achieved prior to arrival in the null area, a
significant loss in height may occur at the most critical portion of the takeoff. It must also be noted that in the region
of the null area, a nearly vertical downdraft of air may be encountered, which will further reduce the actual climb rate
of the helicopter. It is feasible that under certain combinations of limited area, high obstacles upwind, and limited
power available, the best takeoff route would be either crosswind or downwind, terrain permitting. The effects of
a detrimental windflow and the requirement to climb may thus be minimized or circumvented. Even though this is
a departure from the cardinal rule of takeoff into the wind, it may well be the proper solution when all factors are
weighted in their true perspective. Never plan an approach to a confined area where there is no reasonable route of
departure. The terrain within a site is considered from an evaluation of vegetation, surface characteristics, and slope.
Care must be taken to avoid placing the rotor in low brush or branches. Obstacles covered by grass may be located by flattening the grass with rotorwash prior to landing. Power should be maintained so that an immediate takeoff
may be accomplished should the helicopter start tipping from soft earth or a skid being placed in a hidden hole.
Single Instruments Indications
If a DC powered instrument fails, check for a popped circuit breaker. If operation is restored, by resetting the circuit breaker, flight may be continued.
Beginning early in the Contact phase of your training, you will be exposed to numerous
simulated emergency situations that will require appropriate action on your part. You will be
required to cope with one or more simulated emergency conditions on every flight. Specifically,
simulated irregular single instrument indications will be presented to the Student Military
Aviator to challenge his/her knowledge of the system and evaluate headwork and procedures
involved in correctly responding to the situation presented.
Single instrument indications involve the engine performance instruments and caution and
warning lights. For example, in one case the instructor may ask, “What would you do if the
torque meter suddenly fell to zero,” or perhaps, “assume the Nf needle on the dual tachometer
falls to zero.” Additionally, simulated over-temps, loss of pressure, and abnormal indications on
the various flight instruments will challenge the student to analyze the fault and indicate to the
instructor the proper procedure to adequately cope with the particular emergency. Basically, in
preparing for single instrument simulated emergencies, you should consider each flight
instrument and ask yourself the question, what would I do if this instrument fell to zero, or
exceeds maximum or normal operating limits? Then, and only then, will you be adequately
prepared to meet any contingency and fly the aircraft safely.
Inflight Emergencies When VMC
IAW NATOPS.
Crew Coordination During Emergencies
Crew Resource Management
1. Ground Emergencies
a. Any crewmember recognizes and identifies emergency situation. (Situational
Awareness)
b. Any crewmember announces emergency to all crewmembers. (Communication)
c. PAC initiates emergency response by verbalizing memory items/procedures per
NATOPS Checklist to the entire crew, while simultaneously completing appropriate
procedures. (Leadership)
d. PNAC backs up PAC on emergency procedures/checklists and completes assigned
procedures. (Adaptability/Flexibility)
e. PAC/PNAC notifies Ground/Tower when problems exist that could require
emergency response/assistance. (Communication)
- Airborne Emergencies
a. Any crewmember recognizes and identifies emergency situation. (Situational
Awareness)
b. Any crewmember announces emergency to all crewmembers. (Communication)
c. PAC flies aircraft - aviates. (Situational Awareness)
d. PAC initiates emergency response by verbalizing memory items/procedures per
NATOPS Checklist to the entire crew while simultaneously completing appropriate
procedures. (Leadership)
e. PNAC backs up PAC on emergency procedures and checklists and completes
assigned procedures. (Adaptability/Flexibility)
f. PNAC breaks out NATOPS Pocket Checklist, verbalizing emergency procedures.
(Communication)
g. PNAC obtains dual concurrence from PAC on system switches. (Communication)
h. PAC navigates aircraft to safe landing site. (Adaptability/Flexibility)
i. PNAC transmits PAN/MAYDAY on guard (over ICS if simulated).
(Communication)
j. PNAC squawks emergency (if applicable). (Communication)
