Th-57 Eps

Front 1

"Land Immediately"

Back 1

Execute a landing without delay. The primary consideration is to assure the survival of the occupants.

Front 2

"Land As Soon As Possible"

Back 2

Land at the first site at which a safe landing can be made.

Front 3

"Land As Soon As Practical"

Back 3

Extended flight is not recommended. The landing site and duration of flight is at the discretion of the PIC.

Front 4

EMERGENCY SHUTDOWN

Back 4

*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 required to extinguish the fire or get clear of the aircraft

WARNING: After exiting aircraft, beware of rotor blades

Front 5

ABORT START

Back 5

*1. Twist grip — Close.
*2. Starter — Secure after TOT stabilizes at 400 _C or below

The Abort Start procedure is intended for use when any abnormalities are encountered during the start sequence.

NOTE: An excessive rise in TOT, TOT rapidly accelerating through 840 _C, and/or
the battery voltage stabilized below 17 volts on starter engagement,
particularly when combined, indicates an increased potential for a hot start
and may necessitate aborting the start to preclude an overtemp.

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:

Front 6

POST SHUTDOWN FIRE (INTERNAL)

Back 6

A post shutdown fire is an internal engine fire that occurs in an engine that is stopped or coasting down.
Indications:
TOT rises above 400 _C.
Flames or smoke coming from engine.
Procedures:
*1. Starter — Engage.
*2. Fuel valve — OFF.
*3. Igniter circuit breaker — Pull.
*4. Starter — Secure after fire is extinguished.

Front 7

Engine Failure in Flight

Back 7

In the event of an engine failure in flight, a safe landing can be accomplished, provided that altitude and airspeed
combination is within safe limits and altitude is sufficient to permit selection of a suitable landing area. Consideration
should be given to an engine restart in flight.
Procedures:
*1. Autorotate.
*2. Shoulder harness — Lock.
If time and altitude permit:
*3. Mayday — Transmit on guard.
*4. Transponder — Emergency

Front 8

Engine Failure at High Airspeed and Low Altitude

Back 8

Should an engine failure occur at high airspeed and low altitude, a rapid loss of Nr accompanied by a severe
nose-tucking tendency will occur.
Procedures:
*1. Cyclic — Immediately apply aft.
*2. Autorotate.

WARNING: Rapid cyclic movement should be avoided to preclude mast bumping

Front 9

COMPRESSOR STALL

Back 9

Indications:
Popping or rumbling noise.
Vibrations.
Rapid rise in TOT.
Ng fluctuation.
Loss of power.

WARNING: Be prepared for complete power loss.
Procedures:
*1. Collective — Reduce

NOTE: Slight power (collective) reduction will often eliminate compressor stalls.

*2. ENG Anti-ice switch-OFF
*3. Cabin Heat Valve-OFF
*4. Land as soon as possible

CAUTION: When accelerating the rotor system during the initial rotor engagement or after power off maneuvers, exceeding 40% torque may induce engine chugging which may induce a compressor stall
NOTE: Mild compressor stalls may occur that will allow powered flight if TOT is within operating limits

Front 10

Abnormal Start: Igniter Failure

Back 10

(a) TOT fails to rise after twist grip rotated to flight idle
(b) Ng fails to rise above 20%

Front 11

Abnormal Start: Hung Start

Back 11

(a) Ng rises slowly and stabilizes
(b) TOT rises more slowly than normal

Front 12

Abnormal Start: Hot Start

Back 12

(a) TOT exceeds limits
(b) TOT caution light and digital display flash twice per second

Front 13

Overtorque/Overtemp/Overspeed

Back 13

If any overtorque exceeding 110%, overspeed, or overtemp is observed, land as soon as possible.

Front 14

UNDERSPEEDING Nf/Nr

Back 14

Indications:
Low Nr.
Low Nf.
Procedures:
*1. Collective — Adjust as required to maintain Nr in operating range.
*2. Twist grip — Full open.
*3. GOV RPM — Full increase.
*4. Check power available with Nr in limits.
NOTE: Power available is considered to be sufficient if level flight can be
maintained with Nr at 90 percent or higher. Do not decelerate below 50
KIAS (minimum power airspeed) while executing a power check.
If power is not sufficient:
*5. Autorotate.
NOTE: If some usable power exists but level flight cannot be maintained, that
power, if sufficient, may be utilized to effect a landing or minimize rate of
descent en route to a more suitable site for autorotation. Terrain permitting,
a sliding landing provides the lowest power available.
If sufficient power is available:
*6. Land as soon as possible.

Front 15

POWER REQUIRED EXCEEDS POWER AVAILABLE

Back 15

Indications: Uncommanded descent with torque at max allowable. Rotor droop. Loss of tail rotor effectiveness.

Procedures:
*1. Collective-Reduce
*2. Twist grip-full open
*3. Airspeed-Increase/decrease to 50 kias (min pwr req'd)
*4. AOB-level wings
*5. Jettison-as req'd
if impact is imminent:
*6. Level the aircraft to conform to terrain
*7. Cushion the landing

Front 16

ENGINE OVERSPEED (Nf) ROTOR RPM (Nr)

Back 16

Indications:
Nr increase.
Nf increase.
Ng increase.
TOT increase.
Right yaw.
Engine noise increase.

Procedures:
*1. Collective — Adjust as required to maintain Nr in operating range.
*2. Twist grip — Reduce (to maintain Nf in operating range).
NOTE: The Nf overspeed must be controlled by continually coordinating collective
and twist grip.
*3. Collective/twist grip — Readjust.
*4. Land as soon as possible.

Front 17

FUEL CONTROL FAILURE

Back 17

Indications:
Erratic Nf.
Fluctuating Ng and/or TOT.

Procedures:
*1. Collective — Adjust as required 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.

Front 18

ENGINE RESTART IN FLIGHT

Back 18

An engine flameout in flight would most likely result from a malfunction of the fuel control unit or fuel system. The
decision to attempt an engine restart during flight is the pilot’s responsibility and is dependent upon the pilot’s
experience and the operating altitude. Consideration must be given to the cause of the failure prior to attempting
restart. If attempting an engine restart, proceed as follows:
Procedures:
*1. Autorotate
*2. Ng-check
if Ng is below 12%:
*3. Twist grip-close, perform normal start.
if Ng is 12% or above:
*4. Starter-engage, perform normal start
NOTE: Ng will not decrease below minimum starting speed within 10 seconds
because of rotational inertia plus possible ram air effect. The twist grip can
be left in the full open position since fuel flow during the start will be on
the normal acceleration schedule.
If light-off occurs:
*5. Land as soon as possible

Front 19

MAIN DRIVE SHAFT FAILURE

Back 19

Indications:
Nr decrease.
Nf/Ng rpm increase.
Left yaw.
Loud bang/noise.
Procedures:
*1. Autorotate.
*2. Twist grip — Adjust to maintain Nf/Ng in operating range.
WARNING:The engine must continue to operate to provide tail rotor drive. Tail rotor
drive effectiveness may be lost if Nf is allowed to go below 80 percent.

When on deck:
*3. Emergency shutdown-complete