UH-3H and UH-3H EXECUTIVE TRANSPORT. FLIGHT MANUAL (2000)

NAVAIR-01-230HLH-1

UH-3H, UH-3H ET

NATOPS Flight Manual

CONTENTS

Page No

PART I

The Aircraft

CHAPTER 1

General Description

1.1

THE HELICOPTER

1-1

1.1.1

Performance

1-1

1.1.2

Engine Ratings

1-2

1.1.3

Dimensions

1-2

CHAPTER 2

Systems

2.1

POWER PLANT SYSTEMS

2-1

2.1.1

Gas Generator Compressor Speed (Ng)

2-1

2.1.2

Free Turbine Speed (Nf)

2-1

2.1.3

Engine Fuel System

2-1

2.1.4

Engine Control System

2-12

2.1.5

Engine Controls

2-14

2.1.6

Engine Instruments

2-15

2.1.7

Starter System

2-18

2.1.8

Ignition System

2-19

2.1.9

Torque Sensing System

2-19

2.1.10

Overspeed Protection System

2-20

2.1.11

AUXILIARY POWER UNIT (APU) SYSTEM (UH-3H Executive Transport)

2-21

2.2

ENGINE OIL SYSTEM

2-21

2.3

ROTOR SYSTEMS

2-22

2.3.1

Rotary Wing System

2-22

2.3.2

Bifilar Absorber

2-23

2.3.3

Rotary Rudder System

2-23

2.4

TRANSMISSION SYSTEM

2-24

2.4.1

Main Gearbox

2-24

2.4.2

Intermediate Gearbox

2-28

2.4.3

Tail Gearbox

2-28

2.4.4

Intermediate and Tail Gearbox Oil Systems

2-28

2.4.5

Chip Detector Caution Lights

2-28

2.4.6

Transmission Oil Systems

2-28

2.4.7

Rotor Brake

2-29

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2.5

FUEL SYSTEM

2-30

2.5.1

Internal Fuel System

2-30

2.5.2

Helicopter In-Flight Refueling System

2-33

2.5.3

Fuel System Management

2-33

2.5.4

Fuel Dump System

2-33

2.6

ELECTRICAL POWER SUPPLY SYSTEM

2-34

2.6.1

Alternating Current Power Supply System

2-34

2.6.2

Direct Current Power Supply System

2-37

2.7

LIGHTING EQUIPMENT

2-45

2.7.1

Interior Lights

2-45

2.7.2

Exterior Lights

2-47

2.8

FLIGHT CONTROL SERVO HYDRAULIC SYSTEMS

2-48

2.8.1

Primary Flight Control Servo System

2-48

2.8.2

Auxiliary Flight Control Servo System

2-48

2.8.3

Flight Control Servo Switch

2-49

2.8.4

Servo Hydraulic Pressure Indicators

2-49

2.9

FLIGHT CONTROL SYSTEM

2-49

2.9.1

Rotary Wing Flight Control System

2-49

2.9.2

Rotary Rudder Flight Control System

2-52

2.10

AUTOMATIC STABILIZATION EQUIPMENT COUPLER SYSTEM

2-53

2.10.1

Automatic Stabilization Equipment

2-53

2.10.2

Coupler System

2-54

2.10.3

Hover Indicators

2-55

2.10.4

HOVER TRIM Control Panel

2-57

2.10.5

CHANNEL MONITOR Panel

2-58

2.10.6

Channel Monitor Test Switch

2-58

2.10.7

Vertical Gyros

2-58

2.11

UTILITY HYDRAULIC SYSTEM

2-58

2.11.1

Utility Hydraulic Pressure Indicator

2-58

2.12

LANDING GEAR SYSTEM

2-58

2.12.1

Landing Gear Actuating Lever

2-59

2.12.2

Down-Limit Release (Scissors) Switch

2-59

2.12.3

Landing Gear Warning Light

2-59

2.12.4

Landing Gear Position Indicators

2-59

2.12.5

Landing Gear Emergency System

2-60

2.12.6

Tailwheel Lock Handle

2-60

2.12.7

Wheelbrake System

2-61

2.12.8

Brake Pedals

2-61

2.12.9

Parking Brake Handle

2-61

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2.13

AUTOMATIC BLADE FOLD SYSTEM

2-61

2.13.1

Rotary Wing Blade Folding

2-61

2.13.2

Blade Fold Control Panel

2-62

2.14

PYLON FOLDING

2-62

2.15

FLIGHT INSTRUMENTS

2-63

2.15.1

Standby Compass

2-63

2.15.2

Free-Air Temperature Gauge

2-63

2.15.3

Clocks

2-63

2.15.4

Pitot-Static System

2-63

2.15.5

Attitude and Heading Reference System (A/A24G-39 AHRS

2-63

2.15.6

Compass System Control Panel

2-65

2.15.7

Attitude Indicators

2-65

2.15.8

Turn Rate Switches

2-65

2.15.9

Altitude Encoder

2-66

2.15.10

Radar Altimeter

2-67

2.15.11

Radar Altitude Warning System

2-67

2.16

WARNING, CAUTION, AND ADVISORY LIGHTS

2-68

2.16.1

Advisory Panel

2-68

2.16.2

Caution Panel

2-68

2.17

FIRE DETECTOR SYSTEM

2-73

2.17.1

Fire Warning Lights and Test Switch

2-73

2.18

HEATING SYSTEM

2-73

2.18.1

Cabin Heater Switch

2-74

2.18.2

Cabin Heater Fan Switch

2-74

2.18.3

Heating and Ventilating Diffusers

2-74

2.18.4

Normal Operation

2-74

2.18.5

Pitot Heaters

2-74

2.18.6

(ET) Environmental Air System

2-76

2.19

ANTI-ICING SYSTEM

2-83

2.19.1

Engine Air Inlet Anti-Icing System

2-83

2.19.2

Engine Anti-Icing System

2-84

2.19.3

Engine Anti-Ice Switches

2-84

2.19.4

Windshield Anti-Ice System

2-84

2.20

CREWMEMBER SEATS

2-85

2.20.1

Vertical Adjustment Control Lever

2-85

2.20.2

Horizontal Adjustment Control Lever

2-85

2.20.3

Restraint System Control Lever

2-85

2.20.4

Variable-Load Energy Absorber Control Dial

2-85

2.21

TROOP-CARRYING EQUIPMENT

2-85

2.21.1

Troop Seats

2-85

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Page No

2.21.2

Crewmen Safety Belts

2-85

2.21.3.

(ET) Passenger Accommodations

2-86

2.21.3.1

(ET) General

2-86

2.21.3.2

(ET) Executive Seat

2-86

2.21.3.3

(ET) Crew Chief’s Seat

2-87

2.21.3.4

(ET) Passenger (Troop) Seat

2-87

2.21.3.5

(ET) Soundproofing

2-87

2.21.3.6

(ET) Removable Bulkhead

2-87

2.21.3.7

(ET) Overhead Panels

2-87

2.21.3.8

(ET) Carpet

2-87

2.22

RESCUE HOIST

2-88

2.22.1

Rescue Hoist Master Switch

2-88

2.22.2

Rescue Hoist Switch Panel

2-88

2.22.3

Crew-Portable Hoist and Microphone Switch

2-88

2.22.4

Normal Operation

2-89

2.22.5

Rescue Hoist Cable Shear Switches

2-89

2.22.6

Rescue Hoist Shear Circuit Test Panel

2-90

2.22.7

Rescue Hoist Manual Override Valve

2-90

2.22.8

Rescue Hoist Assist Handles

2-90

2.23

EMERGENCY EQUIPMENT

2-90

2.23.1

Fire Extinguishing System

2-90

2.23.2

Portable Fire Extinguisher

2-91

2.23.3

Helicopter Emergency Egress Lighting System

2-91

2.23.4

Flotation Gear System

2-93

2.23.5

Liferaft

2-93

2.23.6

Aldis Lamp

2-93

2.23.7

First-Aid Kits

2-93

2.24

MISCELLANEOUS

2-93

2.24.1

Canteen

2-94

2.24.2

Engine Trim Checker (H219)

2-94

2.24.3

Map Case and Chart Board

2-95

2.24.4

Mooring Rings

2-95

2.24.5

Relief Tube

2-96

2.24.6

Mirrors Rearview

2-96

2.24.7

Windshield Wiper System

2-96

2.24.8

Windshield Washer

2-96

2.25

CARGO SLING

2-96

2.25.1

Cargo Sling Control Panel

2-99

2.25.2

Cargo Hook Release Buttons

2-99

2.25.3

Cargo Release Foot Pedal

2-99

2.25.4

Cargo Hook Stowage Line

2-99

2.25.5

Cargo Hook Manual Release Arm

2-99

2.25.6

Cargo Deck (UH-3H)

2-99

ORIGINAL

NAVAIR-01-230HLH-1

Page No

CHAPTER 3

Servicing

3.1

EXTERNAL POWER REQUIREMENTS

3-1

3.1.1

External Electrical Power Connections

3-1

3.1.2

USAF Ground Power Units

3-1

3.1.3

Acceptable Ground Power Units

3-4

3.2

SERVICING DATA

3-4

3.2.1

Fuel System Servicing

3-4

3.2.2

Gravity Refueling Procedures

3-4

3.2.3

Pressure-Refueling Procedures

3-5

3.2.4

Adjustment of Fuel System for Different Fuels

3-6

3.2.5

Engine Oil Servicing

3-9

3.2.6

Hydraulic System Fluid Servicing

3-9

3.2.7

Main Gearbox Oil Servicing

3-9

3.2.8

Damper Fluid Tank Servicing

3-9

3.2.9

Sleeve-Spindle Oil Tanks, Self-Lubricated Rotary Wing Head Servicing

3-9

3.2.10

Intermediate Gearbox Servicing

3-9

3.2.11

Tail Gearbox Servicing

3-9

3.2.12

Windshield Washer Reservoir Servicing

3-9

3.2.13

Tire Servicing

3-10

3.2.14

(ET) APU Servicing

3-10

3.2.15

Fluid Servicing and Capacities

3-11

3.3

OILS, GREASES, HYDRAULIC FLUIDS LISTINGS

3-12

3.4

FUEL CROSS-REFERENCE

3-13

3.5

OIL CROSS-REFERENCE

3-14

3.6

HELICOPTER TOWING

3-16

3.6.1

Safety Precautions

3-16

3.6.2

Towing Procedures

3-16

3.7

PARKING

3-17

3.7.1

Short-Term Parking

3-17

3.7.2

Long-Term Parking

3-17

3.8

HELICOPTER TIEDOWN AND SECURING

3-17

3.8.1

Tiedown Procedures

3-17

3.8.2

Main Rotor Blade Tiedown

3-17

3.8.3

Helicopter Tiedown and Securing Diagram

3-18

3.9

DANGER AREAS

3-20

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NAVAIR-01-230HLH-1

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CHAPTER 4

Operating Limits

4.1

LIMITATIONS

4-1

4.1.1

Minimum Crew Requirements

4-1

4.1.2

Engine Limitations (T58-GE-402)

4-1

4.1.3

Fuel System Limitations

4-1

4.1.4

Starter Limitations

4-1

4.1.5

Transmission Limitations

4-1

4.1.6

Gearbox Allowable Oil Leakage

4-5

4.1.7

Maximum Continuous Operating Time

4-5

4.1.8

Main Gearbox Torque Limitations

4-5

4.1.9

Airspeed Limitations

4-5

4.1.10

Additional Speed Limits

4-6

4.1.11

Maneuvers

4-6

4.1.12

Hovering Limitations

4-6

4.1.13

Altitude Limitations

4-6

4.1.14

Acceleration Limitations

4-6

4.1.15

Center of Gravity Limitations

4-6

4.1.16

Weight Limitations

4-6

4.1.17

Rescue Hoist Limitations

4-6

4.1.18

Flotation Bag Limitations

4-6

4.1.19

Flood/Hover Lights

4-6

4.1.20

Cargo Door

4-6

4.1.21

Stores

4-6

4.1.22

Shipboard Wind Limits

4-6

4.1.23

Taxi Limitations

4-6

4.1.24

Cargo Sling Limitations

4-6

4.1.25

Tipover Limitations

4-7

4.1.26

Marine Markers Deployment Limitations

4-7

4.1.27

Weapon Recovery Limitations

4-7

PART II

Introduction

CHAPTER 5

Introduction

5.1

GROUND TRAINING REQUIREMENTS

5-1

5.1.1

Pilot Ground Training

5-1

5.1.2

Crewman Minimum Ground Training Before Flight

5-1

5.2

FLIGHTCREW QUALIFICATIONS

5-1

5.2.1

Pilot Qualifications

5-1

5.2.2

Crewman Qualification

5-2

5.3

NATOPS FLIGHT EVALUATION

5-4

5.3.1

Pilot Evaluation

5-4

5.3.2

Crewman Evaluation

5-4

ORIGINAL

NAVAIR-01-230HLH-1

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5.4

PERSONAL FLYING EQUIPMENT

5-4

5.5

CREW REST REQUIREMENTS

5-4

5.6

FLIGHT TIME SUMMARY

5-5

5.7

Weapon Recovery Indoctrination

5-5

5.7.1

Flight Crew Qualifications

5-5

PART III

Normal Procedures

CHAPTER 6

Flight Preparation

6.1

MISSION PLANNING

6-1

6.1.1

Factors Affecting Range and Endurance

6-1

6.2

NAVIGATION

6-1

6.2.1

Tactical Navigation System

6-1

6.3

WEIGHT AND BALANCE

6-1

6.4

BRIEFING/DEBRIEFING RESPONSIBILITIES

6-2

6.4.1

Formation Leader

6-2

6.4.2

Pilot in Command

6-2

6.4.3

Command Responsibility

6-2

6.4.4

Non-operational Briefing

6-2

6.4.5

Briefing Format

6-2

6.4.6

Debriefing Format

6-3

CHAPTER 7

Shore-Based Procedures

7.1

GENERAL

7-1

7.2

LINE OPERATIONS

7-1

7.2.1

Line Safety

7-1

7.2.2

Ground Operation of Helicopter Engines and Rotors

7-1

7.2.3

Taxiing

7-1

7.2.4

Towing

7-2

7.2.5

Helicopter Acceptance

7-2

7.2.6

Aircraft Discrepancy Book

7-2

7.2.7

Preflight Inspection

7-2

7.3

BATTERY/DC EXTERNAL POWER START NO. 1 ENGINE

7-7

7.4

NORMAL STARTING PROCEDURES

7-8

7.5

SYSTEMS CHECKLIST

7-11

ORIGINAL

NAVAIR-01-230HLH-1

Page No

7.6

STARTING NO. 2 ENGINE AND ROTOR ENGAGEMENT

7-15

7.7

TAXIING

7-17

7.7.1

Taxiing Procedure

7-17

7.7.2

Air Taxiing

7-18

7.8

PRETAKEOFF

7-18

7.9

TAKEOFF CHECKLIST

7-18

7.9.1

Takeoff Procedures

7-18

7.9.2

Hovering

7-19

7.10

TRANSITION TO CLIMB

7-20

7.11

POSTTAKEOFF

7-20

7.12

CRUISE CHECKS/FUEL MANAGEMENT

7-20

7.12.1

Fuel Crossfeed

7-21

7.12.2

To Secure Crossfeed

7-21

7.12.3

Fuel Dumping in Flight

7-21

7.12.4

Turns Using Automatic Stabilization Equipment

7-21

7.13

BEFORE LANDING CHECK

7-21

7.14

LANDING

7-22

7.14.1

Dual-Engine Landing Approach and Transition to a Hover

7-22

7.14.2

Landing After Attaining a Hover

7-22

7.14.3

Run-On Landings

7-22

7.14.4

Crosswind Landings

7-23

7.14.5

Practice Single-Engine Approach

7-23

7.15

AUTOROTATIONS

7-23

7.15.1

Practice Autorotation

7-23

7.16

NIGHT FLYING

7-25

7.16.1

Familiarization

7-25

7.16.2

Approaches

7-26

7.17

HELICOPTER LIGHTING

7-26

7.17.1

Land-Based (Day)

7-26

7.17.2

Land-Based (Night)

7-26

7.17.3

Carrier-Based

7-26

7.18

AFTER FINAL LANDING

7-26

7.19

PRESSURE REFUELING WITH ROTORS ENGAGED ASHORE

7-27

7.19.1

General Safety Precautions

7-27

7.19.2

Duties of Personnel

7-27

ORIGINAL

NAVAIR-01-230HLH-1

Page No

7.20

SHUTDOWN

7-28

7.20.1

Rotor Disengagement

7-29

7.20.2

Manual Blade Folding Procedures

7-30

7.20.3

No. 1 Engine Secure

7-31

7.21

POSTFLIGHT

7-31

CHAPTER 8

Ship-Based Procedures

8.1

CV OPERATIONS

8-1

8.1.1

General

8-1

8.2

FLIGHT/HANGAR DECK PROCEDURES

8-1

8.2.1

Hangar Deck

8-1

8.2.2

Hangar Flight Deck

8-1

8.2.3

Flight Deck

8-1

8.2.4

Pressure Refueling Aboard Ship With the Rotors Engaged

8-2

8.3

LAUNCHING AND RECOVERY PROCEDURES

8-4

8.3.1

Shipboard Wind Limits

8-10

8.3.2

Traffic Patterns

8-10

8.3.3

Night and IFR Operations

8-11

8.3.4

Mirror/Optical Landing System Approach

8-12

8.3.5

Recovery Signals

8-12

8.3.6

Waveoff Procedures

8-12

8.3.7

Landing Considerations

8-12

8.3.8

Shutdown

8-12

8.3.9

Hand Signals

8-12

8.4

AIR-CAPABLE SHIP OPERATIONS

8-12

8.4.1

Flight/Hangar Deck Procedures

8-12

8.4.2

Launch and Recovery Procedures

8-13

8.4.3

Approach/Landing Procedures

8-14

8.4.4

ASE/AUX OFF

8-15

CHAPTER 9

Special Procedures

9.1

FORMATION/TACTICS

9-1

9.1.1

Formation Composition

9-1

9.1.2

Rendezvous

9-5

9.1.3

Conduct of Flight

9-5

9.1.4

Responsibility

9-5

9.1.5

Briefing

9-5

9.1.6

Signals

9-5

9.1.7

Night Formation

9-6

9.2

INSTRUMENT FLIGHT CONDITIONS IN FORMATION

9-6

9.2.1

Lost Sight During IFR Flight Procedures

9-6

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9.3

ADVANCED INSTRUMENT FLYING

9-6

9.3.1

Instrument Check

9-6

9.3.2

Straight-and-Level

9-6

9.3.3

Turns

9-8

9.3.4

Constant Airspeed Climbs

9-8

9.3.5

Unusual Attitudes

9-8

9.4

HELICOPTER IN-FLIGHT REFUELING PROCEDURES (HIFR)

9-8

9.4.1

General

9-8

9.4.2

HIFR Systems

9-9

9.4.3

Normal Operation

9-9

9.4.4

Communications

9-10

9.4.5

HIFR Procedures

9-10

9.4.6

Night/Low Visibility HIFR Approach

9-12

9.5

ENGINE GASPATH PROCEDURES

9-12

9.5.1

Freshwater Wash

9-13

9.5.2

No. 1 Engine. Burnout

9-13

9.5.3

Blade Spread

9-13

9.5.4

No. 2 Engine Burnout

9-14

9.5.5

Automatic Blade Fold

9-14

9.5.6

No.1 Engine Secure

9-14

9.5.7

Engine Gaspath Procedures

9-15

9.5.8

Gaspath Engine Rinse

9-15

9.5.9

Gaspath Engine Burnout

9-15

9.6

ADDITIONAL MISSIONS/STATIC DISPLAYS

9-16

9.6.1

Static Displays

9-16

9.7

SPECIAL CHECKLISTS (UH-3H EXECUTIVE TRANSPORT)

9-17

9.7.1

Mission Checklist

9-17

9.7.2

Alert Checklist

9-18

CHAPTER 10

Functional Checkflight Procedures

10.1

FUNCTIONAL CHECKFLIGHT PROCEDURES

10-1

10.1.1

Designation of Pilots

10-1

10.1.2

Functional Checkflight Pilot Qualification

10-1

10.1.3

Designation of Functional Checkflight Aircrewman

10-1

10.1.4

Qualifications for Functional Checkflight Aircrewman

10-1

10.1.5

Conditions Requiring Functional Checkflight

10-1

10.1.6

Blade Tracking

10-2

10.1.7

Vibration Troubleshooting

10-2

10.1.8

Definitions

10-5

10.2

PREFLIGHT CHECKS

10-6

10.2.1

Exterior

10-6

10.2.2

Interior

10-6

ORIGINAL

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Page No

10.2.3

Prestart Checks

10-6

10.2.4

No. 1 Engine Checks

10-10

10.2.5

Systems Checks

10-14

10.2.6

No. 2 Engine Checks

10-20

10.2.7

Taxi

10-24

10.2.8

Pretakeoff Checks

10-24

10.3

FLIGHT CHECKS

10-27

10.3.1

Hover Checks

10-27

10.3.2

Forward Flight Checks

10-38

10.4

SHUTDOWN CHECKS

10-49

10.4.1

Shutdown

10-49

10.4.2

No.1 Engine Secure

10-50

10.4.3

Post flight Inspection

10-50

PART IV

Flight Characteristics

CHAPTER 11

Flight Characteristics

11.1

GENERAL

11-1

11.2

FLIGHT CHARACTERISTICS

11-1

11.2.1

Level Flight Characteristics Under Various Speed Conditions

11-1

11.2.2

Ground Resonance

11-1

11.2.3

Settling With Power

11-1

11.2.4

Vortex Ring State

11-2

11.2.5

Blade Stall

11-3

11.2.6

Rollover Characteristics

11-3

11.3

MOUNTAIN AND ROUGH TERRAIN FLYING

11-5

11.3.1

Wind Direction and Velocity

11-5

11.3.2

Landing Site Evaluation

11-5

11.3.3

Effects of High Altitude

11-6

11.3.4

Turbulent-Air Flight Techniques

11-6

11.3.5

Adverse Weather Conditions

11-7

11.3.6

Summary

11-7

11.4

TERRAIN FLYING

11-9

11.4.1

General

11-9

11.4.2

Crew Coordination

11-10

11.4.3

Summary

11-11

ORIGINAL

NAVAIR-01-230HLH-1

Page No

PART V

Emergency Procedures

CHAPTER 12

Emergency Procedures

12.1

GENERAL

12-1

12.2

CRITICAL PROCEDURES

12-1

12.2.1

Recommended Dual Concurrence Items

12-1

12.3

EMERGENCY ROTOR ENGAGEMENT

12-1

12.4

FIRE

12-1

12.4.1

Engine Fire on the Ground

12-1

12.4.2

Engine Fire In Flight

12-2

12.4.3

Fuselage or Electrical Fire

12-2

12.4.4

Heater Fire

12-3

12.4.5

Smoke/Fume/Noxious Gas Elimination

12-3

12.4.6

Postshutdown Engine Fire

12-3

12.5

FUEL SYSTEM FAILURE

12-3

12.5.1

Fuel Boost Pump Failure

12-3

12.5.2

Fuel Crossfeed Malfunctions

12-4

12.5.3

Fuel Filter Bypass

12-4

12.5.4

Inadvertent Fuel Dumping in Flight

12-4

12.6

STARTER HANGUP

12-4

12.7

ENGINE MALFUNCTIONS

12-4

12.8

RAIN INGESTION

12-5

12.9

SINGLE INSTRUMENT INDICATIONS

12-5

12.9.1

Ng Tachometer System Malfunctions

12-5

12.9.2

Ng Tachometer Fluctuations

12-5

12.9.3

Nf Tachometer System Malfunction

12-5

12.9.4

Nf Tachometer Fluctuations

12-6

12.9.5

T₅ System Malfunction

12-6

12.9.6

Engine Oil Pressure Fluctuations

12-6

12.9.7

Oil Pressure Failure

12-6

12.9.8

Oil Temperature System Malfunction

12-6

12.9.9

Nr Tachometer System Malfunction

12-7

12.10

FLIGHT CHARACTERISTICS

12-7

12.10.1

Vortex Ring State

12-7

12.10.2

Settling With Power

12-7

12.10.3

Blade Stall

12-7

ORIGINAL

NAVAIR-01-230HLH-1

Page No

12.11

ENGINE FAILURE

12-7

12.11.1

Immediate Emergency Procedures

12-7

12.11.2

Single-Engine Failure on Takeoff

12-8

12.11.3

Single-Engine Failure or Loss of Power While Hovering

12-8

12.11.4

Single-Engine Failure in Flight

12-8

12.11.5

Jettison

12-9

12.11.6

Engine Shutdown in Flight

12-9

12.11.7

Single-Engine Restart During Flight

12-9

12.11.8

COMPRESSOR STALL

12-9

12.11.9

LUBE PUMP OR SHAFT FAILURE

12-10

12.11.10

HIGH SPEED SHAFT (POWER TURBINE SHAFT)

12-10

12.11.11

AXIAL DRIVE SHAFT FAILURE

12-11

12.11.12

LOSS OF Ng SIGNAL TO FUEL CONTROL

12-12

12.11.13

LOSS OF P3 SIGNAL TO FUEL CONTROL

12-12

12.11.14

FLEXIBLE DRIVE SHAFT FAILURE

12-13

12.11.15

FUEL CONTROL CONTAMINATION

12-14

12.12

MAXIMUM RANGE

12-14

12.13

SINGLE-ENGINE LANDING (LAND OR SHIP)

12-16

12.13.1

Single-Engine Waveoff

12-16

12.14

DUAL-ENGINE FAILURE

12-16

12.14.1

Dual-Engine Failure While Hovering at Low Altitude

12-18

12.14.2

Dual-Engine Failure During Flight (Autorotative Landing)

12-18

12.15

MAXIMUM GLIDE

12-18

12.16

LANDING IN TREES

12-18

12.17

EMERGENCY DESCENT

12-18

12.18

MAIN GEARBOX SYSTEM FAILURE

12-18

12.18.1

Tail Takeoff Freewheel Unit Caution Light

12-20

12.18.2

Torque Sensing System Failure

12-21

12.19

MAIN ROTOR OVERSPEED

12-21

12.19.1

Blade Pressure Caution Light

12-21

12.20

ROTARY RUDDER SYSTEM FAILURES

12-21

12.20.1

Rotary Rudder Drive System Failure

12-22

12.20.2

Rotary Rudder Drive System Failure While Hovering

12-23

12.20.3

Rotary Rudder Control System Failure

12-23

12.20.4

Impending Rotary Rudder System Failure

12-27

12.20.5

Tail Pylon Unlock Light

12-27

12.21

ELECTRICAL MALFUNCTION

12-27

12.21.1

Alternating Current System Failure

12-27

ORIGINAL

NAVAIR-01-230HLH-1

Page No

12.21.2

Direct Current System Failure

12-30

12.22

FLIGHT CONTROL HYDRAULIC SERVO SYSTEM

12-30

12.22.1

Flight Control Malfunction

12-30

12.22.2

Servo Hydraulic Pressure Failure

12-31

12.22.3

Illumination of Servo System Caution Light

12-31

12.23

FLIGHT CONTROLS JAMMED OR RESTRICTED

12-31

12.23.1

On Ground

12-31

12.23.2

In Flight

12-31

12.24

FLIGHT CONTROL SERVO UNIT MALFUNCTION

12-31

12.24.1

Coupled Indications

12-32

12.24.2

Uncoupled Indications

12-32

12.24.3

Hardover in the Fore-and-Aft Primary Servo or Blocked Common Return in

12-32

One Auxiliary Servo

12.24.4

Vibratory Forces

12-32

12.25

AUTOMATIC STABILIZATION EQUIPMENT SYSTEM FAILURE

12-32

12.25.1

Power Supply Failure

12-32

12.25.2

Malfunction

12-33

12.25.3

Beeper Trim Malfunction

12-33

12.26

UTILITY HYDRAULIC SYSTEM FAILURE

12-33

12.27

RESCUE HOIST MALFUNCTION

12-33

12.28

LANDING GEAR FAILURE

12-35

12.28.1

Landing With Wheels Retracted or Improperly Lowered

12-35

12.28.2

Landing Gear Falls to Retract

12-36

12.29

HUNG DROOP STOPS

12-36

12.30

ROTOR BRAKE CAUTION LIGHT

12-36

12.31

ROTOR BRAKE FAILURE

12-36

12.32

COUPLER MALFUNCTIONS

12-37

12.32.1

Loss of Doppler Receiver

12-37

12.32.2

Loss of Doppler Transmitter

12-38

12.32.3

Sidelobe Lock-On

12-38

12.32.4

Loss of Radar Altimeter

12-38

12.32.5

Malfunction of Stick Trim

12-39

12.32.6

Loss of ASE

12-39

12.32.7

Loss of Attitude Indicator

12-39

12.32.8

SAR Freestream Recovery

12-39

12.32.9

Loss of Generator

12-40

12.32.11

Cg Not Within Prescribed Limits

12-40

ORIGINAL

NAVAIR-01-230HLH-1

Page No

12.33

EMERGENCY WATER OPERATIONS

12-40

12.33.1

General Information

12-40

12.33.2

Water Taxiing

12-41

12.33.3

Fuel Dumping Afloat

12-41

12.33.4

Flotation Bags

12-41

12.33.5

Dual-Engine Vertical Landing

12-42

12.33.6

Single-Engine Water Landing

12-42

12.33.7

Single-Engine Failure or Loss of Power in an Overwater Hover

12-42

12.34

DITCHING PROCEDURES

12-43

12.34.1

Water Landing (Uncontrolled)

12-43

12.34.2

Water Landing (Controlled)

12-43

12.34.3

After Water Entry

12-43

12.34.4

Dual-Engine Vertical Water Takeoff

12-43

12.34.5

Single-Engine Water Takeoff

12-43

12.34.6

Water Shutdown Procedures

12-46

12.34.7

Abandoning Helicopter

12-46

12.34.8

Emergency Water Towing With Emergency Floats Inflated

12-46

12.35

EMERGENCY ENTRANCES AND EXITS

12-47

12.35.1

Pilot Compartment Jettisonable Window Assembly

12-47

12.35.2

Personnel Door

12-49

12.35.3

Cabin Door

12-49

12.35.4

Cabin Windows

12-49

12.36

INADVERTENT OPENING AND/OR LOSS OF ACCESS PANELS/DOORS

12-50

12.37

UNDERWATER EGRESS

12-50

12.38

AUXILIARY FLOTATION COLLAR

12-50

12 38.1

Application Checklist

12-50

12.39

(NON-ET) WEAPON RECOVERY EMERGENCIES

12-51

12.39.1

Helicopter External Load Jettison

12-51

12.39.2

Emergency Jettison Procedures

12-51

12.39.3

Load Oscillation Techniques

12-52

12.39.4

Mk 2 Mod 0/1 Entanglement Procedures

12-52

12.40

UH-3H EXECUTIVE TRANSPORT EMERGENCY PROCEDURES

12-53

12.40.1

Smoke and Fume Elimination (UH-3H Executive Transport)

12-53

12.40.2

Heater/Air Conditioner Fire (UH-3H Executive Transport)

12-53

12.40.3

APU Fire on the Ground (UH-3H Executive Transport)

12-53

12.40.4

Interior Release Handle

12-53

12.40.5

Exterior Release Handle

12-53

12.41

(ET) Cabin Emergency Exit Hatches

12-54

12.41.1

(ET) Interior

12-54

12.41.2

(ET) Exterior

12-54

ORIGINAL

NAVAIR-01-230HLH-1

Page No

PART VI

All-Weather Operations

CHAPTER 13

Instrument Procedures

13.1

GENERAL

13-1

13.2

SIMULATED INSTRUMENT PROCEDURES

13-1

13.2.1

Safety Precautions

13-1

13.3

INSTRUMENT FLIGHT PROCEDURES

13-1

13.3.1

On Entering Helicopter

13-1

13.3.2

Instrument Takeoff

13-2

13.3.3

Instrument Climb

13-2

13.3.4

Instrument Cruising Flight

13-2

13.3.5

Holding

13-3

13.3.6

Instrument Descent

13-3

13.3.7

Instrument Approaches

13-3

CHAPTER 14

Extreme Weather Operation

14.1

ICE, RAIN, AND SNOW

14-1

14.1.1

Flight With Ice Shield

14-1

14.1.2

Before Entering the Helicopter

14-2

14.1.3

On Entering Helicopter

14-2

14.1.4

Warmup and Ground Check

14-2

14.1.5

Taxiing

14-2

14.1.6

Before Takeoff

14-2

14.1.7

After Takeoff

14-3

14.1.8

During Flight

14-3

14.1.9

Before Leaving Helicopter

14-3

PART VII

Communications-Navigation-Identification Systems

CHAPTER 15 Communications-Navigation-Identification Systems

15.1

INTRODUCTION

15-1

15.2

COMMUNICATION AND ASSOCIATED ELECTRONIC EQUIPMENT

15-1

15.2.1

Radio Operating Controls

15-1

15.3

INTERPHONE-RADIO CONTROL SYSTEM (ICS)

15-4

15.3.1

Interphone Control Panels

15-4

15.3.2

Interphone Operation

15-5

15.4

UHF/COMM SET (AN/ARC-159)

15-8

15.4.1

UHF/COMM (AN/ARC-159)

15-8

ORIGINAL

NAVAIR-01-230HLH-1

Page No

15.4.2

UHF Antenna Selector Switch

15-9

15.5

UHF/VHF/COMM SET (AN/ARC-182 (UH-3H))

15-9

15.5.1

UHF/VHF/COMM (AN/ARC-182)

15-9

15.6

KY-58 SPEECH SECURITY SYSTEM

15-10

15.6.1

First Start (KY-58)

15-10

15.7

UHF/ADF GROUP

15-10

15.8

UHF/ADF GROUP OPERATION

15-11

15.9

VHF/COMM SET (AN/ARC-186(V))

15-11

15.9.1

VHF/COMM SET (AN/ARC-186(V))

15-11

15.9.2

VHF/COMM Operation

15-12

15.10

VHF Radio Receiver

15-12

15.11

TACAN SET (AN/ARN-118(V))

15-12

15.11.1

TACAN Control Panel

15-13

15.11.2

Tacan Navigation Set (AN/ARN-118(V)) Operation

15-14

15.11.3

VHF/NAV SET (AN/ARN-126)

15-14

15.11.4

VHF/NAV SET (AN/ARN-126) Control Panel

15-14

15.11.5

Normal Operation of the VHF Navigation Receiver

15-14

15.12

COURSE INDICATOR (ID-387/ARN)

15-14

15.13

LF AUTOMATIC DIRECTION FINDER (AN/ARN-59)

15-15

15.13.1

LF/ADF Control Panel

15-15

15.13.2

LF Automatic Direction Finder Operation

15-15

15.14

RADIO MAGNETIC INDICATOR

15-16

15.15

AIRBORNE IDENTIFICATION MOBILE TRANSPONDER SYSTEM

15-16

15.15.1

AIMS Transponder System Components

15-16

15.15.2

Transponder Test Set

15-17

15.15.3

IFF Control Panel

15-17

15.16

BEARING DISTANCE HEADING INDICATORS

15-18

15.16.1

Bearing Distance Heading Indicators

15-18

15.17

DOPPLER

15-22

15.17.1

Doppler Control/Indicator Panel

15-22

15.17.2

Doppler System Operation

15-22

15.18

GROUNDSPEED AND DRIFT ANGLE INDICATOR

15-23

15.19

TRUE AIRSPEED TRANSDUCER

15-23

ORIGINAL

NAVAIR-01-230HLH-1

Page No

15.20

ASN-123C TACTICAL NAVIGATION SYSTEM

15-22

15.20.1

Inputs

15-24

15.20.2

Navigation Processing

15-24

15.20.3

System Tests

15-24

15.20.4

TACNAV Processor Unit

15-27

15.20.5

TACCO Panel

15-27

15.20.6

DIM Control

15-28

15.20.7

TACNAV Display

15-29

15.20.8

TACNAV Operating Procedures

15-29

15.20.9

Trimble Pack

15-30

15.20.10

Miniature Airborne GPS Receiver

15-30

15.21

VISUAL COMMUNICATION - IN FLIGHT

15-31

PART VIII

Weapons Systems

CHAPTER 16 Armament Systems

16.1

Smoke Lights

16-1

16.1.1

MK25 Marine Locator Marker

16-1

16.1.2

MK58 Marine Locator Marker

16-1

16.1.3

Safety Precautions

16-2

16.2

M-60-D MACHINEGUN SYSTEM

16-2

16.2.1

Weapon Description

16-2

16.2.2

Weapon Operating Procedures

16-5

16.2.3

Emergency Aircrew Procedures

16-8

CHAPTER 17 Weapon Recovery

17.1

GENERAL DESCRIPTION

17-1

17.1.1

Purpose

17-1

17.1.2

Background

17-1

17.2

SYSTEMS

17-1

17.2.1

MK 146 MOD 0 LAUNCH SYSTEM (USED WITH MK 30 TARGETS)

17-1

17.2.2

MK 4 MOD 0 HELICOPTER DEPLOYED LIGHTWEIGHT RECOVERY SYSTEM

17-6

17.2.3

MK 2 MOD 0 HELICOPTER WEAPON RECOVERY SYSTEM

17-8

17.2.4

TARGET TORPEDO DRONE RECOVERY

17-9

17.3

Servicing

17-18

17.4

Operating Limits

17-18

17.5

Flight Crew Qualification

17-18

17.6

Emergency Procedures

17-18

ORIGINAL

NAVAIR-01-230HLH-1

Page No

17.7

Flight Preparation

17-18

17.7.1

AIRCRAFT PREPARATION

17-18

17.7.2

CREW BRIEFING

17-19

17.7.3

PREFLIGHT

17-20

17.7.4

HELICOPTER WEAPONS RECOVERY SYSTEM PREFLIGHT PROCEDURES

17-20

17.7.5

SPECIAL EQUIPMENT REQUIRED

17-21

17.8

Shore-Based Procedures

17-21

17.8.1

MK 146 MOD 0 HELICOPTER LAUNCH SYSTEM PROCEDURES

17-21

17.8.2

MK 4 MOD 0 HELICOPTER-DEPLOYED LIGHTWEIGHT TORPEDO

17-25

RECOVERY SYSTEM PROCEDURES

17.8.3

MK 2 MOD 0/1 HELICOPTER WEAPON RECOVERY PROCEDURES

17-32

17.8.4

TARGET DRONE RECOVERY SYSTEM OPERATING PROCEDURES

17-36

PART IX

Flightcrew Coordination

CHAPTER 18 Flightcrew Coordination

18.1

INTRODUCTION

18-1

18.2

CREW COORDINATION CONCEPTS

18-1

18.2.1

Key Components of Flightcrew Coordination

18-1

18.2.2

Loss of Flightcrew Coordination

18-2

18.3

DESCRIPTION OF AIRCREW POSITIONS

18-2

18.4

SPECIFIC RESPONSIBILITIES

18-2

18.4.1

Missi on/Flight Planning

18-2

18.4.2

Brief

18-2

18.4.3

Preflight

18-3

18.4.4

Start and Engagement

18-3

18.4.5

Taxi

18-3

18.4.6

Takeoff

18-3

18.4.7

Departure

18-3

18.4.8

En Route

18-3

18.4.9

Instrument Procedures

18-3

18.4.10

Arrival/Return

18-3

18.4.11

Descent /Approach

18-4

18.4.12

Landing

18-4

18.4.13

Post-landing/Taxi/Shutdown

18-4

18.4.14

Postflight

18-4

18.4.15

Debrief

18-4

18.5

MISSION/SPECIAL CONSIDERATIONS

18-4

18.5.1

Functional Checkfllght Procedures

18-4

18.5.2

Formation

18-4

18.6

TRAINING

18-4

ORIGINAL

NAVAIR-01-230HLH-1

Page No

18.7

NIGHT/INSTRUMENT FLIGHT RULES ALTERNATE/AUTOMATIC

18-4

APPROACHES AND DEPARTURES

18.8

SEARCH AND RESCUE

18-4

18.9

EMERGENCIES

18-5

18.10

APPROACH TO A HOVER

18-5

18.10.1

GENERAL

18-5

18.10.2

Erroneous Doppler Indicators.

18-10

18.10.3

Departure From a Coupled Hover

18-10

18.10.4

SAR FREESTREAM RECOVERY

18-11

18.11

SAR LOST ICS PROCEDURES

18-11

18.12

SEARCH AND RESCUE

18-12

18.12.1

Lookout Doctrine

18-12

18.12.2

Safety Precautions

18-12

18.12.3

Procedures

18-12

18.12.4

Assisting Survivor

18-13

18.12.5

Manual Approach Procedures

18-13

18.12.6

Day VFR

18-13

18.12.7

Standard Terms

18-14

18.12.8

Swimmer Rescue Hand Signals

18-15

18.12.9

Inform Pilot

18-16

18.12.10

Use of Hot Mike

18-16

18.12.11

Jammed Rescue Hoist

18-16

18.12.12

Guillotine

18-16

18.12.13

Rescue Situation

18-16

18.12.14

Night/IFR Search and Rescue Procedures

18-17

18.13

CARGO SLING OPERATIONS

18-21

18.13.1

Cargo Pickup

18-21

18.13.2

Cargo Delivery

18-22

18.13.3

Pilot Procedure for External Cargo Sling Operation

18-22

18.14

BAMBI BUCKET OPERATIONS

18-24

18.14.1

Attaching Bucket

18-24

18.14.2

Approach

18-24

18.14.3

Pickup

18-24

18.14.4

Water Drops

18-24

PART X

NATOPS Evaluation

CHAPTER 19 NATOPS Evaluation

19.1

GENERAL

19-1

19.1.1

Implementation

19-1

ORIGINAL

NAVAIR-01-230HLH-1

Page No

19.1.2

Definitions

19-1

19.2

GROUND EVALUATION

19-2

19.2.1

Open-Book Examination

19-2

19.2.2

Closed-Book Examination

19-2

19.2.3

Oral Examination

19-2

19.2.4

Operational Flight Trainer/Weapon Systems Trainer Procedures Evaluation 19-2

19.2.5

Grading Instructions

19-2

19.3

FLIGHT EVALUATION

19-2

19.3.1

Flight Evaluation Grading Criteria

19-2

19.3.2

Pilot Evaluation

19-2

19.3.3

Pilot Oral Emergency Worksheet

19-3

19.3.4

Pilot Evaluation Worksheet

19-4

19.3.5

Crewman Evaluation

19-5

19.3.6

Crewman Oral Examination

19-6

19.3.7

Crewman Evaluation Worksheet

19-7

19.3.8

Flight Evaluation Grade Determination

19-9

19.4

FINAL GRADE DETERMINATION

19-9

19.5

RECORDS AND REPORTS

19-9

19.5.1

Forms and Records

19-9

PART XI

Performance Data

CHAPTER 20

Standard Data

20.1

INTRODUCTION

20-1

20.1.1

Sample Problem

20-1

20.1.2

Ice Shield Installation

20-1

20.2

AIRSPEED CALIBRATION CHART

20-1

20.2.1

Sample Problem for Use of Airspeed Calibration Chart

20-2

20.3

TEMPERATURE CONVERSION CHART

20-2

20.3.1

Sample Problem for Use of Temperature Conversion Chart

20-2

20.4

DENSITY ALTITUDE CHART

20-2

20.4.1

Sample Problem for Use of Density Altitude Chart

20-2

20.5

TORQUE VERSUS ENGINE HORSEPOWER CHART

20-2

20.5.1

Sample Problem for Use of Torque Versus Engine Horsepower Chart

20-2

20.6

BLADE STALL CHART

20-3

20.6.1

Sample Problem for Use of Blade Stall Chart

20-3

ORIGINAL

NAVAIR-01-230HLH-1

Page No

20.7

MINIMUM ACCEPTABLE INDICATED TORQUE AND ENGINE

20-3

PERFORMANCE CHARTS

20.7.1

Engine Performance - 727 °C T₅ Chart

20-3

20.7.2

Engine Performance - 691 °C T₅ Chart

20-3

CHAPTER 21

Takeoff

21.1

HOVER CHARTS

21-1

21.1.1

Indicated Torque Required to Hover In Ground Effect - 10-Foot Chart

21-1

21.1.2

Indicated Torque Required to Hover Out of Ground Effect Chart

21-1

21.1.3

Ability to Hover Out of Ground Effect at Various Rotor Speeds Chart

21-1

CHAPTER 22

Climb

22.1

CLIMB CHARTS

22-1

22.1.1

Climb - Normal Power Chart (Cold Day)

22-1

22.1.2

Climb - Normal Power (Warm Day)

22-1

CHAPTER 23

Range

23.1

RANGE CHARTS

23-1

23.1.1

Maximum Range (-10) - Two-Engine Chart

23-1

23.1.2

Optimum Cross-Country Chart

23-1

23.1.3

Unit Range and Fuel Flow Conversion Chart

23-1

23.1.4

Maximum Range (-402) - Two-Engine Chart

23-1

23.1.5

Maximum Range (-402) - Normal Power Two-Engine Chart

23-2

23.1.6

Unit Range and Fuel Flow Conversion Chart (-402)

23-2

23.1.7

Sample Problem for Use of Unit Range and Fuel Flow Conversion Chart

23-2

CHAPTER 24 Endurance

24.1

ENDURANCE CHARTS

24-1

24.1.1

Maximum Endurance - Two-Engine Chart

24-1

24.1.2

Hover Endurance - Two-Engine Chart

24-1

CHAPTER 25 Emergency Operation

25.1

HEIGHT VELOCITY DIAGRAMS

25-1

25.1.1

Height Velocity Diagram - Two-Engine Failure Chart

25-1

25.1.2

Height Velocity Diagram - One-Engine Failure Chart

25-1

25.2

CLIMB CHARTS

25-1

ORIGINAL

NAVAIR-01-230HLH-1

UH-3H, UH-3H ET

NATOPS Flight Manual

LIST OF ILLUSTRATIONS

Page No

CHAPTER 1

GENERAL DESCRIPTION

Figure 1-1

Dimension Diagram

1-3

CHAPTER 2

SYSTEMS

Figure

2-1

General Arrangement - Interior

2-2

Figure

2-1.1

(ET) General Arrangement - Interior

2-3

Figure

2-2

General Arrangement - Exterior (Sheet 1 of 2)

2-4

Figure

2-2

General Arrangement - Exterior (Sheet 2 or 2)

2-5

Figure

2-2.2

(ET) General Arrangement - Exterior

2-6

Figure

2-3

Pilot Compartment (Typical) (Sheet 1 of 2)

2-7

Figure

2-3

Pilot Compartment (Typical) (Sheet 2 of 2)

2-8

Figure

2-4

Pilot Console

2-9

Figure

2-5

Cockpit Console

2-10

Figure

2-5.1

(ET) Cockpit Console

2-11

Figure

2-6

Overhead Engine Controls

2-15

Figure

2-7

Instrument Panel (Sheet 1 of 2)

2-16

Figure

2-7

Instrument Panel (Sheet 2 of 2)

2-17

Figure

2-8

Engine Emergency Starting Switches

2-19

Figure

2-9

Overhead Switch Panel

2-20

Figure

2-10

Torquemeter

2-19

Figure

2-11

BIM Indicator

2-24

Figure

2-12

Transmission System

2-25

Figure

2-13

Main Gearbox Accessory Section

2-26

Figure

2-14

Main Gearbox Accessory Section

2-25

Figure

2-15

Accessory Drive Switch Panel

2-27

Figure

2-16

Rotor Brake Lever

2-30

Figure

2-17

Fuel Management and Fuel Quantity Panel

2-31

Figure

2-18

Single-Point Servicing Panel

2-32

Figure

2-19

Fuel System Management

2-33

Figure

2-20

Fuel Dump Panel

2-34

Figure

2-21

Generator Frequency at Various Rotor and Power Turbine Speeds

2-35

Figure

2-22

Fuel Quantity Data

2-36

Figure

2-23

Circuit Breaker Panels (Sheet 1 of 2)

2-39

Figure

2-23

Circuit Breaker Panels (Sheet 2 of 2)

2-40

Figure

2-23.1

(ET) Circuit Breaker Panels (Sheet 1 of 3)

2-41

Figure

2-23.1

(ET) Circuit Breaker Panels (Sheet 2 of 3)

2-42

Figure

2-23.1

(ET) Circuit Breaker Panels (Sheet 3 of 3)

2-43

Figure

2-24

Lighting System

2-44

ORIGINAL

NAVAIR-01-230HLH-1

Page No

Figure

2-24.1

(ET) Lighting System

2-44

Figure

2-25

Pilot Compartment Dome Light Panel

2-45

Figure

2-26

Cabin Dome Light Panel

2-46

Figure

2-27

Flood, Hover, and Spotlight Control Switches

2-47

Figure

2-28

Pilot Collective Pitch Lever Grip

2-49

Figure

2-29

Copilot Collective Pitch Lever Grip

2-49

Figure

2-30

Collective Pitch Lever

2-50

Figure

2-31

Pilot and Copilot Cyclic Stick Grip

2-51

Figure

2-32

ASE Control Panel

2-53

Figure

2-33

Channel Monitor Panel

2-55

Figure

2-34

Hover Indicator

2-56

Figure

2-34.1

(ET) Flight Director

2-58

Figure

2-35

Hover Trim Stick

2-58

Figure

2-36

Landing Gear Control Panel

2-59

Figure

2-37

Emergency Landing Gear Extension Handle

2-60

Figure

2-38

Emergency Landing Gear Release Lever

2-60

Figure

2-39

Blade Fold Control Panel

2-61

Figure

2-40

Pylon Folded

2-63

Figure

2-43

Attitude Indicator

2-66

Figure

2-44

Compass System Control Panel

2-65

Figure

2-45

Altitude Encoder

2-66

Figure

2-46

Radar Altimeter

2-67

Figure

2-47

RAWS Warning - All Conditions

2-68

Figure

2-48

Advisory Light Panel

2-69

Figure

2-48.1

(ET) Advisory Light Panel

2-70

Figure

2-49

Caution Light (Typical) (Sheet 1 of 2)

2-71

Figure

2-49

Caution Light (Typical) (Sheet 2 of 2)

2-72

Figure

2-49.1

(ET) Caution Light Panel

2-73

Figure

2-50

Heating System

2-75

Figure

2-50.1

(ET) Environmental Air Control

2-78

Figure

2-50.2

Air Conditioning Control and Cabin Air Temperature Controls

2-80

Figure

2-51

Anti-Icing System

2-83

Figure

2-52

Engine Anti-Ice Switches

2-84

Figure

2-53

Ice Protection Switches

2-84

Figure

2-54

Utility Troop Seats

2-85

Figure

2-54.1

Passenger Accommodations

2-86

Figure

2-55

Rescue Hoist

2-88

Figure

2-56

Hoist Switches and Override Valve

2-88

Figure

2-57

Rescue Hoist Duty Cycles

2-89

Figure

2-58

Hoist Shear Circuit Test Panel

2-90

Figure

2-59

(NON ET) Helicopter Emergency Egress Lighting System

2-92

Figure

2-60

Auxiliary Floatation Control Panel

2-94

Figure

2-61

Engine Trim Checker Receptical Panel

2-94

Figure

2-62

Engine Trim Checker Control Panel

2-94

Figure

2-63

(NON ET) Cargo Sling

2-97

Figure

2-64

Low Response Cargo Sling

2-98

Figure

2-65

Cargo Deck

2-100

ORIGINAL

NAVAIR-01-230HLH-1

Page No

CHAPTER 3

SERVICING

Figure 3-1

Helicopter Servicing Points (Sheet 1 of 2)

3-2

Figure 3-1

Helicopter Servicing Points (Sheet 2 of 2)

3-3

Figure 3-2

Fuel System - Gravity Refueling

3-5

Figure 3-3

Fuel System - Pressure Refueling

3-6

Figure 3-4

Fuel Flow Dividers, 37D400259 and 37D400386

3-7

Figure 3-5

Fuel Control

3-8

Figure 3-6

Fluid Capacities

3-11

Figure 3-7

Acceptable Fluids

3-12

Figure 3-8

Fuel Cross-Reference Chart

3-13

Figure 3-9

Oil Cross-Reference Chart

3-14

Figure 3-10

Minimum Turning Radius and Ground Clearance

3-15

Figure 3-11

Towing Equipment

3-16

Figure 3-12

Mooring - Blades Spread

3-18

Figure 3-13

Mooring - Blades Folded

3-19

Figure 3-14

Danger Areas - Helicopter Exhaust

3-20

Figure 3-15

Danger Areas - Rotor Stand Off

3-20

CHAPTER 4

OPERATING LIMITS

Figure 4-1

Power Limitations

4-2

Figure 4-2

Instrument Markings (Sheet 1 of 2)

4-3

Figure 4-2

Instrument Markings (Sheet 2 of 2)

4-4

Figure 4-3

Mk 2 Mod 0/1 HWRS Airspeed Limitations

4-8

Figure 4-4

Weight and Balance

4-9

CHAPTER 5

INDOCTRINATION

CHAPTER 6

FLIGHT PREPARATION

Figure 6-1

Passenger Briefing Card

6-4

Figure 6-1.1

(ET) Passenger Briefing Card

6-5

CHAPTER 7

SHORE-BASED PROCEDURES

Figure 7-7

Power-On Vertical Landing (Typical)

7-24

CHAPTER 8

SHIP-BASED PROCEDURES

Figure 8-1

Maximum Wind Velocities

8-2

CV/CVN Class Ships Launch and Recovery Wind Limits (Sheet 1 of

Figure 8-2

8-5

CV/CVN Class Ships Launch and Recovery Wind Limits (Sheet 2 of

Figure 8-2

8-6

CV/CVN Class Ships Launch and Recovery Wind Limits (Sheet 3 of

Figure 8-2

8-7

CV/CVN Class Ships Launch and Recovery Wind Limits (Sheet 4 of

Figure 8-2

8-8

CV/CVN Class Ships Launch and Recovery Wind Limits (Sheet 5 of

8-9

Figure 8-3

SS/MS Communications Brief

8-16

ORIGINAL

NAVAIR-01-230HLH-1

Page No

CHAPTER 9 SPECIAL PROCEDURES

Figure 9-1

Free Cruise - Straight and Level

9-2

Figure 9-2

Free Cruise Turn

9-3

Figure 9-3

Parade

9-4

Figure 9-4

Four Plane Echelon IFR Dispersal

9-7

Figure 9-5

HIFR Communications

9-11

CHAPTER 10 FUNCTIONAL CHECKFLIGHT PROCEDURES

Figure 10-1

Vibration Analysis Matrix

10-3

Figure 10-2

Light-Off Time - Ground Idle

10-12

Figure 10-3

Sea Level Ambient Temperature vs Minimum Altitude for Maximum

10-32

Gas Generator Speed Check

Figure 10-4

Engine Performance - Maximum Power (10 Minutes) (751 C T5)

10-35

Figure 10-5

Ng/T5 Relationship Check

10-39

Figure 10-6

Low Pitch Autorotative RPM Chart

10-40

CHAPTER 11

FLIGHT CHARACTERISTICS

Figure 11-1

Slope Landing/Takeoff Force Diagram

11-4

Figure 11-2

Dynamic Tipover Force Diagram

11-4

Figure 11-3

Wind Flow Over and Around Peaks

11-7

Figure 11-4

Wind Effect on Ridgeline Approach

11-8

Figure 11-5

Windflow Over Gorge or Canyon

11-8

Figure 11-6

Windflow in Valley or Canyon

11-9

Figure 11-7

Wind Effect in a Confined Area

11-10

CHAPTER 12

EMERGENCY PROCEDURES

Figure 12-1

Rotor Speed Decay Following Single-Engine Failure

12-8

Figure 12-3

Engine Shaft Diagram

12-15

Figure 12-4

Single Engine Landing (Typical)

12-17

Figure 12-5

Electrical System Malfunction Data

12-29

Figure 12-6

Rotor Brake Accumulator

12-37

Figure 12-7

Single Engine Water Takeoff Chart

12-45

Figure 12-8

Emergency Routes of Escape and Exits

12-47

Figure 12-8.1

(ET) Emergency Routes of Escape and Exits

12-48

CHAPTER 13

INSTRUMENT PROCEDURES

Figure 13-1

Ground Control Approach (Typical)

13-3

Figure 13-2

ADF Approach (Typical)

13-4

CHAPTER 14

EXTREME WEATHER OPERATION

CHAPTER 15

COMMUNICATION-NAVIGATION-IDENTIFICATION SYSTEMS

Figure 15-1

Communication and Associated Electronic Equipment

15-3

Figure 15-2

Antennas

15-4

Figure 15-2.1

(ET) Antennas

15-2

Figure 15-3

Intercommunications System

15-6

ORIGINAL

NAVAIR-01-230HLH-1

Page No

Figure 15-3.1

(ET) Intercommunication System

15-7

Figure 15-4

ICS Master Control Panel

15-5

Figure 15-5

Transmitter Selector Control Panel

15-5

Figure 15.5.1

(ET) Transmitter Selector Control Panel

15-8

Figure 15-6

Receiver Selector Control Panels

15-8

Figure 15-7

Receiver Selector Control Panel Function

15-8

Figure 15-8

ICS Mixer Control Panel

15-8

Figure 15-9

UHF/COMM Control Panel (AN/ARC-159)

15-9

Figure 15-10

UHF 2 Selector Switch

15-9

Figure 15-11

AN/ARC-182 UHF/VHF AM-FM Control Panel

15-10

Figure 15-12

ARC-186 Radio Set Control Panel

15-11

Figure 15-13

OTPI Control Panel and Transfer Switch

15-11

Figure 15-14

TACAN Navigation Set AN/ARN-118(V)

15-12

Figure 15-15

Course Indicator

15-12

Figure 15-16

LF/ADF Control Panel

15-15

Figure 15-17

Radio Magnetic Indicator

15-16

Figure 15-18

IFF Control Panel and Functions (Sheet 1 of 4)

15-17

Figure 15-18

IFF Control Panel and Functions (Sheet 2 of 4)

15-19

Figure 15-18

IFF Control Panel and Functions (Sheet 3 of 4)

15-20

Figure 15-18

IFF Control Panel and Functions (Sheet 4 of 4)

15-21

Figure 15-19

BDHI

15-22

Figure 15-20

BDHI Selector Panel

15-22

Figure 15-21

BDHI Selectors

15-22

Figure 15-22

(NON ET) Doppler Control/Indicator Panel

15-22

Figure 15-23

Groundspeed and Drift Angle Indicator

15-24

Figure 15-24

TACNAV System Components

15-25

Figure 15-25

AN/ASN Navigation Set, Tactical, Block Diagrams

15-26

Figure 15-26

TACNAV Time Totalizing Meter

15-27

Figure 15-27

TACCO Panel Controls

15-28

Figure 15-28

TACNAV Display

15-30

CHAPTER 16

ARMAMENT SYSTEMS

Figure 16-1

M-60-D Machinegun, 7.62 Millimeter (Sheet 1 of 2)

16-3

Figure 16-1

M-60-D Machinegun, 7.62 Millimeter (Sheet 2 of 2)

16-4

Figure 16-2

Fields of Fire

16-6

Figure 16-3

M-60 Operator Inspection

16-7

Figure 16-4

M-60 Operator Troubleshooting

16-9

CHAPTER 17

WEAPON RECOVERY

Figure 17-1

Mk 146 Mod 0 Launch Rack and Rigging

17-2

Figure 17-2

Control Cable Connection

17-3

Figure 17-3

Mk 30 Launch Control Box Controls and Indicators (Sheet 1 of 3)

17-4

Figure 17-3

Mk 30 Launch Control Box Controls and Indicators (Sheet 2 of 3)

17-5

Figure 17-3

Mk 30 Launch Control Box Controls and Indicators (Sheet 3 of 3)

17-6

Figure 17-4

Launcher Floatation Components and Assembly

17-7

Figure 17-5

Mk 4 Mod 0 Recovery Cage Sideview

17-8

ORIGINAL

NAVAIR-01-230HLH-1

Page No

Figure 17-6

Mk 4 Mod 0 Recovery Cage Rigging

17-10

Figure 17-7

Helicopter Weapon Recovery System Mk 2 Mod 0

17-11

Figure 17-8

Helicopter Weapon Recovery System Mk 2 Mod 1

17-12

Figure 17-9

Safety Release System

17-13

Figure 17-10

Recovery Cage Rigging (Sheet 1 of 2)

17-14

Figure 17-10

Recovery Cage Rigging (Sheet 2 of 2)

17-15

Figure 17-11

BQM Hook/Pole

17-17

Figure 17-12

MQM Snare/Pole

17-17

Figure 17-13

Loadline

17-18

Figure 17-14

Snare Pole Assembly for Mk 30 Target

17-19

Figure 17-15

BQM-34 Missile Target

17-21

Figure 17-16

MQM-74C Missile Target

17-22

Figure 17-17

BQM-74C Missile Target

17-23

Figure 17-18

Ground Hookup and Liftoff

17-26

Figure 17-19

Recovery Sequence for Drag Method

17-28

Figure 17-20

Drag Attitude

17-29

Figure 17-21

Recovery Sequence for Scoop Method

17-30

Figure 17-22

Towed Array Tieoff

17-35

CHAPTER 18

FLIGHTCREW COORDINATION

Figure 18-1

Approach Profile for Automatic Approach to a Hover

18-7

Figure 18-2

Windline Rescue Procedure Pattern (Sheet 1 of 2)

18-19

Figure 18-2

Windline Rescue Procedure Pattern (Sheet 2 of 2)

18-20

Figure 18-5

Cargo Sling Pick Procedures

18-22

Figure 18-6

Cargo Sling Lighting Pattern

18-22

CHAPTER 19

NATOPS EVALUATION

Figure 19-1

NATOPS Evaluation Report

19-10

CHAPTER 20

STANDARD DATA

Figure 20-1

Airspeed Calibration

20-4

Figure 20-2

Temperature Conversion

20-5

Figure 20-3

Density Altitude

20-6

Figure 20-4

Torque Versus Engine Horsepower

20-7

Figure 20-5

Blade Stall

20-8

Figure 20-6

Engine Performance - Military Power (727 C T5)

20-9

Figure 20-7

Engine Performance - Normal Power (691 C T5)

20-10

Figure 20-7

Engine Performance - Military Power (696 C T5) (Ice Shield Removed)

20-11

Figure 20-8

Engine Performance - Normal Power (660 C T5) (Ice Shield Removed)

20-12

Figure 20-9

Engine Performance - Maximum Continuous Power (660 C T5) (Ice Shield 20-13

Removed

Figure 20-10

Engine Performance - Military Power (727 C T5)

20-14

Figure 20-11

Engine Performance - Normal Power (691 C T5)

20-15

ORIGINAL

NAVAIR-01-230HLH-1

Page No

CHAPTER 21

TAKEOFF

Figure 21-1

Indicated Torque Required To Hover in Ground Effect - 10-Foot Chart

21-2

Figure 21-2

Indicated Torque Required To Hover out of Ground Effect

21-3

Figure 21-3

Ability To Hover out of Ground Effect at Various Rotor Speeds (Nr)

21-4

CHAPTER 22

CLIMB

Figure 22-1

Climb - Normal Power Chart (Cold Day)

22-3

Figure 22-2

Climb - Normal Power Chart (Warm Day)

22-4

CHAPTER 23

RANGE

Figure 23-1

Maximum Range - Two Engines

23-3

Figure 23-2

Optimum Cross-Country

23-4

Figure 23-4

Maximum Range - Two Engines (-402)

23-5

Figure 23-5

Maximum Range - Normal Power - Two Engines

23-6

Figure 23-6

Unit Range and Fuel Flow Conversion

23-7

CHAPTER 24

ENDURANCE

Figure 24-1

Maximum Endurance - Two Engines

24-2

Figure 24-2

Hovering Endurance - Two Engines

24-3

CHAPTER 25

EMERGENCY OPERATION

Figure 25-1

Height Velocity Diagram - Two-Engine Failure

25-3

Figure 25-2

Height Velocity Diagram - One-Engine Failure

25-4

Figure 25-3

Climb - Military Power - One Engine (Cold Day)

25-5

Figure 25-4

Climb - Military Power - One Engine (Warm Day) (Sheet 1 of 2)

25-6

Figure 25-4

Climb - Military Power - One Engine (Warm Day) (Sheet 2 of 2)

25-7

Figure 25-5

Ability To Maintain Level Flight - One Engine

25-8

Figure 25-6

Ability To Maintain 70 Knots at Various Rotor Speeds (Nr) - One Engine

25-9

Figure 25-7

Maximum Range - One Engine

25-10

Figure 25-8

Maximum Endurance - One Engine

25-11

Figure 25-9

Landing Distance Ground Roll - Power-Off

25-12

FOLDOUTS

Engine Cut-Away View

FO-1

Engine Fuel System

FO-2

Starting System Diagram

FO-3

Engine Oil System

FO-4

Main Gearbox Oil System

FO-5

Helicopter Fuel System

FO-7

Electrical Power System

FO-8

Flight Control Servo Hydraulic System

FO-10

Utility Hydraulic System

FO-11

Landing Gear Hydraulic System

FO-12

ORIGINAL

RAAUZYUW RUENAAA0053 2961343-UUUU--RUENCGU.

ZNR UUUUU

R 231343Z OCT 02 ZYB

FM CNO WASHINGTON DC//N789J3//

TO ALL SEAKING HELICOPTER ACTIVITIES

INFO RUCTPOH/NAVOPMEDINST PENSACOLA FL//06//

RHMFIUU/NAVOPMEDINST PENSACOLA FL//06//

RHFJJBF/NAVAIRDEPOT JACKSONVILLE FL//3.3.3//

RHMFIUU/NAVAIRDEPOT JACKSONVILLE FL//3.3.3//

UNCLAS //03711//

MSGID/GENADMIN/CNO WASHINGTON DC/-/OCT//

SUBJ/INTERIM CHANGES TO UH-3H - UH-3H ET AND VH-3A AIRCRAFT NATOPS

/FLIGHT PUBLICATIONS -- SAFETY OF FLIGHT//

REF/A/DOC/NAVAIR 01-230HLH-1/YMD:20000609//

REF/B/DOC/NAVAIR 01-230HLY-1/YMD:19930601//

REF/C/DOC/NAVAIR 01-230HLH-1B/YMD:20000609//

REF/D/DOC/NAVAIR 01-230HLY-1B/YMD:19930601//

REF/E/DOC/NAVAIR 01-230HLH-1F/YMD:20000609//

REF/F/DOC/NAVAIR 01-230HLY-1F/YMD:19930601//

NARR/REF A IS UH-3H AND UH-3H EXECUTIVE TRANSPORT (ET) NATOPS FLIGHT

MANUAL (NFM). REF B IS VH-3A NFM. REF C IS UH-3H/UH-3H ET PILOT'S

POCKET CHECKLIST (PPCL). REF D IS VH-3A PILOT'S/CREWMAN'S POCKET

CHECKLIST (PCPCL). REF E IS UH-3H/UH-3H ET FUNCTIONAL CHECKFLIGHT

CHECKLIST (FCFCL). REF F IS VH-3A FCFCL.//

RMKS/1. THIS IS INTERIM CHANGE (IC) NUMBER 42 TO REF A (UH-3H/UH-3H

ET NFM), IC NUMBER 14 TO REF B (VH-3A NFM), IC NUMBER 14 TO REF C

(UH-3H/UH-3H ET PPCL), IC NUMBER 1 TO REF D (VH-3A PCPCL), IC

NUMBER 2 TO REF E (UH-3H/UH-3H ET FCFCL), AND IC NUMBER 3 TO REF F

(VH-3A FCFCL).

2. SUMMARY. ADDS CHECKS TO ENSURE THAT BRAKES AND TAILWHEEL ARE SET

AND LOCKED AS PART OF NORMAL AND FUNCTIONAL CHECKFLIGHT STARTING

ENGINE AND ROTOR ENGAGEMENT PROCEDURES IN REFS A THROUGH F.

3. CHANGE REF A (UH-3H/UH-3H ET NFM), AND REF B (VH-3A NFM) AS

FOLLOWS:

A. UH-3H/UH-3H ET NFM ONLY: PAGE 39 INTERIM CHANGE SUMMARY, IN TOP

SECTION OF PAGE MARKED "THE FOLLOWING INTERIM CHANGES HAVE BEEN

CANCELED OR PREVIOUSLY INCORPORATED IN THIS MANUAL:", IN INTERIM

CHANGE NUMBER(S) COLUMN:

(1) DELETE: NA

(2) ADD:

1 THRU 41

B. UH-3H/UH-3H ET NFM PAGES 7-15 THROUGH 7-17, PARAGRAPH 7.6

STARTING NO.2 ENGINE AND ROTOR ENGAGEMENT (VH-3A NFM PAGES 7-11

THROUGH 7-13, PARAGRAPH 7.7):

(1) DELETE: NA

(2) ADD (INSERT) NEW STEP 1:

1. BRAKES AND TAILWHEEL -- SET AND LOCKPIN VISUALLY CHECKED.

WARNING

FAILURE TO ENSURE THAT BRAKES AND TAILWHEEL ARE

LOCKED PRIOR TO NO.2 ENGINE START COULD RESULT IN

UNCOMMANDED YAW DURING ROTOR ENGAGEMENT.

(3) RENUMBER OLD STEPS 1 THROUGH 22 AS NEW STEPS 2 THROUGH 23,

RESPECTIVELY.

________________________________________________________________________

CNO 231343Z OCT02

Page 1 of 3

NA 01-230HLH-1

IC 42

NA 01-230HLH-1B

IC 14

NA 01-230HLH-1F

NA 01-230HLY-1

IC 14

NA 01-230HLY-1B

NA 01-230HLY-1F

C. UH-3H/UH-3H ET NFM PAGES 10-20 THROUGH 10-24, PARAGRAPH 10.2.6

NO.2 ENGINE CHECKS (VH-3A NFM PAGES 10-17 THROUGH 10-20):

(1) DELETE: NA

(2) ADD (INSERT) NEW STEP 2:

(DAGGER)2. BRAKES AND TAILWHEEL -- SET AND LOCKPIN VISUALLY

CHECKED.

WARNING

FAILURE TO ENSURE THAT BRAKES AND TAILWHEEL

ARE LOCKED PRIOR TO NO.2 ENGINE START COULD

RESULT IN UNCOMMANDED YAW DURING ROTOR

ENGAGEMENT.

(3) UH-3H/UH-3H ET ONLY: RENUMBER OLD STEPS 2 THROUGH 29 AS NEW

STEPS 3 THROUGH 30, RESPECTIVELY.

(4) VH-3A ONLY: RENUMBER OLD VH-3A STEPS 2 THROUGH 28 AS NEW

STEPS 3 THROUGH 29, RESPECTIVELY.

(5) NOTE - "(DAGGER)" BESIDE THE STEP NUMBER IN SUBPARA 3.C(2)

ABOVE INDICATES A NORMAL PROCEDURE CHECKLIST ITEM.

4. CHANGE REF C (UH-3H/UH-3H ET PPCL) AND REF D (VH-3A PCPCL), AS

FOLLOWS:

A. UH-3H/UH-3H ET PPCL ONLY:

(1) DELETE: NA

(2) ADD INSERT A NEW IC SUMMARY AS PAGE 3A, SHOWING IC'S 1

THROUGH 13 AS HAVING BEEN PREVIOUSLY INCORPORATED. NEW PAGE B

HAS BEEN PREPARED FOR DOWNLOADING AND INSERTION INTO REF C

AND IS INCLUDED IN THE IC PACKAGE PLACED ON THE NATEC

WEBSITE (SEE PARA 7 BELOW).

B. UH-3H/UH-3H ET PPCL PAGES 44 AND 45, AND VH-3A PCPCL PAGES 69

AND 71, STARTING NUMBER TWO ENGINE AND ROTOR ENGAGEMENT

PROCEDURE, AS FOLLOWS:

(1) DELETE: NA

(2) ADD NEW STEP 1:

1. BRAKES AND TAILWHEEL -- SET AND LOCKPIN VISUALLY CHECKED.

(3) RENUMBER OLD STEPS 1 THROUGH 22 AS NEW STEPS 2 THROUGH 23,

RESPECTIVELY.

5. CHANGE REF E (UH-3H/UH-3H ET FCFCL) AND REF F (VH-3A FCFCL), AS

FOLLOWS:

A. UH-3H/UH-3H ET FCFCL ONLY: PAGE A INTERIM CHANGE SUMMARY, IN TOP

SECTION OF PAGE MARKED "THE FOLLOWING INTERIM CHANGES HAVE BEEN

CANCELED OR PREVIOUSLY INCORPORATED IN THIS MANUAL:", IN INTERIM

CHANGE NUMBER(S) COLUMN:

(1) DELETE: NA

(2) ADD:

B. UH-3H/UH-3H ET FCFCL PAGES 10 THROUGH 12, AND VH-3A FCFCL PAGES

11 THROUGH 13, NUMBER TWO ENGINE CHECKS PROCEDURE:

(1) DELETE: NA

(2) ADD (INSERT) NEW STEP 2:

(DAGGER)2. BRAKES AND TAILWHEEL -- SET AND LOCKPIN VISUALLY

CHECKED.

(3) UH-3H/UH-3H ET ONLY: RENUMBER OLD STEPS 2 THROUGH 29 AS NEW

STEPS 3 THROUGH 30, RESPECTIVELY.

(4) VH-3A ONLY: RENUMBER OLD VH-3A STEPS 2 THROUGH 28 AS NEW

STEPS 3 THROUGH 29, RESPECTIVELY.

(5) NOTE - "(DAGGER)" BESIDE THE STEP NUMBER IN SUBPARA 5.B(2)

________________________________________________________________________

CNO 231343Z OCT02

Page 2 of 3

NA 01-230HLH-1

IC 42

NA 01-230HLH-1B

IC 14

NA 01-230HLH-1F

NA 01-230HLY-1

IC 14

NA 01-230HLY-1B

NA 01-230HLY-1F

NAVAIR 01-230HLH-1

AIRFRAME CHANGE SUMMARY

The following Airframe Changes are those not incorporated on all aircraft. When all aircraft are modified,

the Airframe Change will be deleted from this list.

CHANGE

ISSUE

NUMBER

SUBJECT

DATE

ISSUE

398

AN/ARC-186 VHF Radio Installation

3 Mar 86

Routine

399

Service Life Extension Program (SLEP)

2 Oct 1989

Routine

401

Main Trans Shaft

29 Jan 1992

Routine

402

Rotor Head Compatibility

12 May 1988

Routine

403

Rotor Head Compatibility Changes

12 May 1988

Routine

405

AN/APN-182(V) Doppler Radar System; mod

3 Mar 1986

Routine

419

AN/APN-182(V) TACAN Navigation Set, Installation of

15 Dec 1987

Routine

420

Installation of Improved AN/ASN-123C

1 Nov 1986

Routine

Tactical Navigation (TACNAV) System

424

AN/ASN-123C Tactical Navigation Set

1 Mar 1987

Routine

Interface Wiring

431

AN/ARN-126 VHF Radio Nav Sys

30 Nov 1993

Routine

433

C7821/A Torpedo Presetter and Jumper

8 May 1992

Routine

448

AN/APN-171(V) Radar Altimeter

20 Mar 1992

Routine

450

T58-GE-402 Engine Install Provisions

21 Aug 1989

Routine

453

Vertical Speed Indicator (VSI), Relocation

01 May 89

Routine

455

AQS-13 Wiring Change in SH-3H

13 Nov 1989

Routine

459

Inst Panel Map Case Relocation

11 Nov 1990

Routine

463

AN/APN-182(V) RF Absorbent Material, Removal of

28 Nov 1990

Routine

464

Pri, Aux and Util Panel Package Filter

30 Nov 1990

Routine

465

SH-3H Three Man Troops Seat Install

30 Aug 1991

Routine

466*

Ics Relocation

Prelim

Routine

467*

Floorboard Mods and Structure Upgrade

30 Nov 1993

Routine

468

AN/ARS-6 Downed Aircrew Locator Sys

10 Jan 1991

Urgent

469

Aviators Night Vision Imaging Systems

11 Dec 1991

Urgent

(ANVIS) Compatible Lighting Install

ORIGINAL

NAVAIR01-230HLH-1

LIST OF ABBREVIATIONS/ACRONYMS

FLIP

Flight Information Publication.

Aircrew, Armament Control.

FOD

Foreign Object Damage.

ADF

Automatic Direction Finder.

FPM

Feet Per Minute.

AGC

Automatic Gain Control.

FRD

Fleet Readiness Department.

AGL

Above Ground Level.

FPS

Feet Per Second.

AHRS

Altitude Heading Reference System.

FTP

Fly To-Point.

AIMS

Airborne Identification Mobile System.

AMPS

Amperes.

GPM

Gallons Per Minute.

ASE

Automatic Stabilization Equipment.

GSDA

Groundspeed Drift Angle.

ASMD

Anti-Ship Missile Defense.

GSI

Glideslope Indicator.

BDHI

Bearing Distance Heading Indicators.

H2P

Helicopter Second Pilot.

BIM

Blade Inspection Method.

HAC

Helicopter Aircraft Commander.

BITE

Built-In-Test Equipment

HEED

Helicopter Emergency Escape Device.

HEEL

Helicopter Emergency Egress Lighting.

CAD

Cartridge Activated Device.

High Frequency.

CATCC

Carrier Air Traffic Control Center.

HIFR

Helicopter In-Flight Refueling.

CF3BR

Bromotrifluoromethane.

HIGE

Hover In Ground Effect.

Center Of Gravity.

Horsepower.

Copilot.

CPR

Cardiopulmonary Resuscitation.

ICS

Intercommunication System

Carrier Qualification.

IFF

Identification Friend Or Foe.

CRT

Cathode Ray Tube.

IFR

Instrument Flight Rule(S).

IMC

Instrument Meteorological Conditions.

Direct Current.

IVC

Inertial Velocity Computer.

Directional Gyro.

IVD

Inertial Velocity Detector.

DLQ

Deck Landing Qualification

IVSC

Inertial Velocity Systems Computer.

DME

Distance Measuring Equipment

KIAS

Knots Indicated Airspeed.

ELS

Emergency Lubrication System

KVA

Kilovolt Amperes.

EMCON Emission Control.

KYD

Kiloyard.

ESM

Electronic Warfare Support Measures.

UH-3H Executive Transport

Low Frequency.

Left-Seat Pilot.

FAM

Familiarization.

LSE

Landing Signalman Enlisted.

ORIGINAL

NAVAIR01-230HLH-1

Mission Commander.

RADALT

Radar Altimeter.

MGB

Main Gearbox.

RLAWS

Radar Altitude Warning System

MIM

Maintenance Instruction Manual.

Radio Frequency.

Multi Spot Ship

RMI

Radio Magnetic Indicator.

MSL

Mean Sea Level.

Range Only.

MTI

Moving Target Indicator.

RPM

Revolutions Per Minute.

Right-Seat Pilot

NAMTD

Naval Air Maintenance Training

Detachment.

SAR

Search And Rescue.

NAMTG

Naval Air Maintenance Training Group.

SHP

Shaft Horsepower.

NAVAIDS

Navigation Aids.

SLQ

Ship Landing Qualification.

NEC

Naval Enlisted Classification Code.

SPR

Single-Point Refueling.

Free Turbine Speed.

Single Spot Ship

Gas Generator Compressor Speed.

NHC

Nato Compatible High Capacity.

T₂

Ambient Air Temperature.

NOE

Nap Of The Earth.

T₅

Power Turbine Inlet Temperature.

NON-ET

UH-3H not modified as Executive Transport

TACNAV

Tactical Navigation.

NOTAMS

Notices To Airmen.

TAS

True Airspeed.

Rotary Wing Speed.

NVD

Night Vision Devices.

UHF

Ultrahigh Frequency.

OAT

Outside Air Temperature.

VAC

Volts Alternating Current.

OCE

Officer Conducting The Exercise.

VDC

Volts Direct Current.

OFT

Operational Flight Trainer.

VERT ACCEL Vertical Accelerometer.

OOD

Officer Of The Deck.

VFR

Visual Flight Rules.

OTC

Officer In Tactical Command.

VGI

Vertical Gyro Indicator.

OTPI

On Top Position Indicator.

VHF

Very High Frequency.

VIDS/MAF Video Information Display

P₃

Compressor Discharge Pressure.

System/Maintenance Action Form

PAC

Pilot At Controls.

VLEA

Variable Load Energy Absorber.

PIM

Planned Intended Movement.

VMC

Visual Meteorological Conditions.

PMG

Permanent Magnetic Generator.

VSI

Vertical Speed Indicator.

PPH

Pounds Per Hour.

PQM.

Pilot Qualified In Model.

Wf.

Fuel Flow.

PQS

Personnel Qualification Standards.

WOD Wind Over Deck.

PSI

Pounds Per Square Inch.

WST

Weapon System Trainer.

QRA

Quick Replaceable Assembly.

ORIGINAL

NAVAIR01-230HLH-1

PREFACE

SCOPE

Commanding Officer

NATEC,

The NATOPS flight manual is issued by the

Attn: Code 3.3A83

authority of the Chief of Naval Operations and under

P. O. Box 357031

the direction of Commander, Naval Air Systems

San Diego, CA 92135-7031

Command in conjunction with the Naval Air

Training and Operating Procedures Standardization

requesting assignment of a distribution account

(NATOPS) Program. This manual contains

number (if necessary) and automatic mailing of

information on all aircraft systems, performance

future issues of the publications needed.

data, and operating procedures required for safe and

effective operations. However, it is not a substitute

Note

for sound judgment. Compound emergencies,

available facilities, adverse weather or terrain, or

The ADRL floppy disk can be used only to

considerations affecting the lives and property of

place an activity on the mailing list for

others may require modification of the procedures

automatic distribution of future issues of the

contained herein. Read this manual from cover to

publications. It cannot be used to make one

cover. It is your responsibility to have a complete

time orders of publications from current stock.

knowledge of its contents.

To get publications from stock, see One Time

Orders above.

APPLICABLE PUBLICATIONS

Once established on automatic distribution for

The

following

applicable

publications

this or any other NAVAIR technical publication, an

complement this manual:

activity must submit an ADRL report on floppy disk

at least once every 12 months to update or confirm

NAVAIR 01-230HLH-1B - UH-3H (NATOPS

their automatic distribution requirements.

Pilot's Pocket Checklist)

NAVAIR 0l-230HLH-l.2B (NATOPS

Note

UH-3H Crewman's Pocket Checklist)

Activities not submitting an ADRL report on

NAVAIR 0l-230HLH-lF (NATOPS

Functional Checkflight Checklist)

floppy disk for more than 12 months may be

dropped from distribution of all NAVAIR

HOW TO GET COPIES

technical publications.

One Time Orders

UPDATING THE MANUAL

If this publication is needed on a one time basis

To ensure that the manual contains the latest

(without future updates), order it from stock by send-

procedures and information, NATOPS review

ing an electronic DD 1348 requisition in accordance

conferences are held in accordance with the current

with NPFC Publication 2002D.

OPNAVINST 3710.7.

Automatic Distribution (With Updates)

CHANGE RECOMMENDATIONS

This publication and changes to it are

Recommended changes to this manual or other

automatically sent to activities that are established on

NATOPS publications may be submitted by anyone

the Automatic Distribution Requirements List

in accordance with the current OPNAVINST 3710.7.

(ADRL) maintained by Naval Air Technical Data

and Engineering Service Commad, NATEC), San

Routine change recommendations are submitted

Diego, CA. If there is a continuing need for this

directly to the model manager on OPNAV 3710/6 (4-

publication, each activity's Central Technical

90) shown herein. The address of the model manager

Publication Librarian must send a revised ADRL

of this aircraft is:

report on floppy disk to NATEC. If an activity does

not have a library, then send a letter to:

ORIGINAL

NAVAIR01-230HLH-1

Commanding Officer

WARNING

Helicopter Combat Support Squadron Two

564 A Street

Norfolk, VA 23511-4010

Explanatory information about an operating

(COMM: (757) 445-4820

procedure practice, or condition, etc., that

DSN:

565-4820)

may result in injury or death if not carefully

observed or followed.

Change recommendations of an URGENT nature

(safety of flight, etc.) should be submitted directly to

the NATOPS Advisory Group Member in the chain of

command by priority message.

YOUR RESPONSIBILITY

Explanatory information about an operating

NATOPS flight manuals are kept current through

procedure, practice, or condition, etc., that

an active manual change program. Any corrections,

may result in damage to equipment if not

additions, or constructive suggestions for improve-

carefully observed or followed.

ment of its content should be submitted by routine or

urgent change recommendation, as appropriate, at

Note

once.

Explanatory information about an operating

NATOPS FLIGHT MANUAL INTERIM CHANGES

procedure, practice, or condition, etc., that

is essential to emphasize.

Flight manual interim changes are changes or cor-

rections to the NATOPS flight manuals promulgated

WORDING

by CNO or NAVAIRSYSCOM. Interim changes are

listed either as printed pages or as a naval message.

The concept of word usage and intended meaning

The Interim Change Summary Page is provided as a

that has been adhered to in preparing this manual is as

record of all interim changes. Upon receipt of a

follows:

change or revision, the custodian of the manual should

check the updated Interim Change Summary to ascer-

"Shall" has been used only when application

tain that all outstanding interim changes have been

of a procedure is mandatory.

either incorporated or canceled; those not incorporated

shall be recorded as outstanding in the section

"Should" has been used only when

provided.

application of a procedure is recommended.

CHANGE SYMBOLS

"May" and "need not" have been used only

when application of a procedure is optional.

Revised text is indicated by a black vertical line in

either margin of the page, adjacent to the affected text,

"Will" has been used only to indicate futurity,

like the one printed next to this paragraph. The change

never to indicate any degree of requirement

symbol identifies the addition of either new informa-

for application of a procedure.

tion, a changed procedure, the correction of an error,

or a rephrasing of the previous material. A change

"Land Immediately" is self-explanatory.

symbol in the margin by the chapter number and title

indicates a new or completely revised chapter.

"Land as Soon as Possible" means land at the

first site at which a safe landing can be made.

WARNINGS, CAUTIONS, AND NOTES

"Land as Soon as Practicable" means ex-

The following definitions apply to "WARNING's,"

tended flight is not recommended, the landing

"CAUTION's," and "Note's" found throughout the

site and duration of flight is at the discretion

manual.

of the pilot in command.

Note

This manual shall be carried in the

aircraft at all times.

ORIGINAL

NAVAIR 01-230HLH-1

CHAPTER 1

General Description

1.1

THE HELICOPTER

to drive the tail rotor. Directly below the engine and

transmission compartments is the cabin.

The model UH-3H helicopter is manufactured by

Sikorsky Aircraft, Division of United Technologies,

The cabin is 19 feet 3 inches long, 6 feet 6 inches

Stratford, Connecticut

06615. The helicopter is a

wide, and 5 feet 10 inches high. The cabin may be

Class 1B aircraft, designed for both shore and ship-

entered either through the sliding cabin door on the

based operations to provide logistic support and a

right aft side of the cabin or through a hinged

search and rescue capability as required. The crew

personnel door on the left side of the cabin. Entrance

consists of a pilot, copilot, and two utility

to the pilot compartment is through the cabin. A well

aircrewmen.

in the cabin floor is empty. The tail cone section

extends aft from the rear cabin bulkhead. The tail

The UH-3H Executive Transport basic airframe

pylon is attached to the rear of the tail cone. A

is manufactured by Sikorsky Aircraft Corporation, a

horizontal stabilizer is installed on the upper right-

subsidiary of United Technologies Corporation,

hand side of the pylon. The intermediate gearbox is

Stratford, CT.,

06615. It is a Class

1B aircraft,

installed on the lower portion of the pylon with a

designed for shore and ship based operations to

shaft extending upward to the rotary rudder gearbox

provide executive transportation and logistic support.

at the top of the pylon. The five-blade rotary rudder

The crew consists of a pilot, copilot, and aircrew

is splined to the rotary rudder gearbox. To permit

member.

storing on an elevator 48 feet 6 inches (14.78 m) by

17 feet 8 inches (5.38 m), the five rotary wing blades

Configuration is a single rotary wing, twin turbine

are folded parallel to the fuselage and the pylon is

powered helicopter with emergency amphibious

folded forward along the right side of the tail cone.

capabilities. The emergency amphibious landing gear

is composed of a flying boat type hull and two

The UH-3H Executive Transport cabin is 19 feet

outrigger sponsons, into which the dual main landing

3 inches (5.87 m) long, 6 feet 6 inches (1.98 m) wide,

wheels can retract. A fixed tailwheel is on the aft end

and 5 feet

10 inches (1.78 m) high. The cabin may

of the hull. The fuselage is all-metal, semimonocoque

be entered either through the left forward or right aft

construction and consists of the forward fuselage

passenger doors. Entrance to the pilot compartment

section, the hull, the aft fuselage section, the tail cone

is through the cabin. The ET helicopter cabin area

section, and the pylon.

contains various seats, carpeting, soundproofing,

cabin lighting, windows, emergency escape hatches,

The forward fuselage section and hull consist of

and a storage compartment for executive

the pilot compartment, engine compartment,

transportation.

transmission compartment, cabin, and fuel tanks. The

electronics-radio compartment is in the forward

The UH-3H Executive Transport has an auxiliary

portion of the hull. Above the electronics-radio

power unit, mounted above the right sponson, used to

compartment and forward of the cabin, is the pilot

provide power for instrumentation, minimal lighting,

compartment that is entered from the cabin. The

and ground operation of the air conditioning system.

engine compartment is above the forward portion of

The air conditioner system is designed to maintain a

the cabin. Both turbine engines are mounted side by

constant temperature at all times.

side in the engine compartment with the engine shafts

pointed aft into the main gearbox. Directly aft of the

1.1.1 Performance. The helicopter is capable of

engine

compartment

the

transmission

airspeeds up to

120 KIAS. Endurance will vary

compartment, housing the main gearbox. The rotary

between

3-1/2 and

5-1/2 hours depending upon

wing assembly, to which the five rotary wing blades

model aircraft and amount of time spent hovering.

are attached, is splined to the main gearbox drive

Fuel consumption is approximately 1,200 pph in all

shaft. Shafting extends aft from the main gearbox

flight regimes. The maximum gross weight, that is

lower housing to the intermediate and tail gearboxes

the maximum allowable weight of the helicopter;

1-1

ORIGINAL

NAVAIR 01-230HLH-1

including all its contents is

21,000 lbs. For a most

forward cg loading of

258.0, the load upon the

tailgear is 11 percent of the gross weight while each

main gear supports 44.5 percent of the gross weight.

For a most aft cg of 276.0, the load upon the tailgear

18 percent of the gross weight while each main

gear supports 41 percent of the gross weight. These

wheel reaction loads are based on a static condition in

a level attitude.

1.1.2 Engine Ratings. The T58-GE-402 engine

has the following ratings: Military power: 1,500 shp,

30 minutes standard day at sea level. Maximum

continuous: 1,300 shp, standard day at sea level.

1.1.3 Dimensions (See Figure 1-1).

LENGTH:

Maximum, rotary wing

72 feet 10.67 inches

blades extended

Minimum, rotary wing

47 feet 3 inches

blades and pylon folded

HEIGHT:

Maximum to top of rotary

17 feet 2 inches

rudder, blade vertical

Minimum, pylon folded

16 feet 2 inches

Minimum rotary rudder

6 feet 6 inches

ground clearance

Main landing gear tread

13 feet

WIDTH:

Maximum, rotary wing

62 feet 0 inches

blades extended

Minimum, rotary wing

16 feet 4 inches

blades and pylon folded

Minimum rotary wing

12 feet 1 inch

ground clearance (tip

clearance-forward section)

Minimum rotary wing

18 inches

ground clearance when

folding (static)

1-2

ORIGINAL

NAVAIR 01-230HLH-1

CHAPTER 2

Systems

2.1 POWER PLANT SYSTEMS

The principal purpose of monitoring free turbine speed is

to regulate fuel flow to maintain an essentially constant

The helicopter is powered by two General Electric

turbine speed for a given control input shaft position.

T58-GE-402 axial flow gas turbine engines (Figure 2 - 1)

of the turboshaft type, side by side above the cabin,

2.1.3 Engine Fuel System. The engine fuel systems

forward of the main gearbox. A removable foreign object

(FO-2), one for each engine, consist of a filter screen,

deflector (ice shield) (Figure 2 - 2) is installed to prevent

dynamic filter, two-stage main fuel pump, fuel control

chunks of ice from breaking off the top of the fuselage and

unit, static filter, an oil cooler, flow divider, and

2 fuel

being ingested by the engines. The ice shield kit contains a

manifolds containing 16 nozzles. The fuel control unit is

sleeve for each pitot tube that shall be installed whenever

supplied fuel from the engine-driven fuel pump. Metered

the ice shield is mounted. This is to prevent erroneous

fuel from the engine fuel control unit is piped through an

inputs to the barometric altitude controller and incorrect

oil-fuel heat exchanger and then enters the flow divider

airspeed indications. Each engine (FO-1) consists of the

connected directly to the fuel manifolds on the engine. For

following major components: an axial flow compressor, a

normal flight, rotor speed is selected by positioning the

combustion chamber, a two-stage turbine that drives the

engine speed selectors, and the engine fuel controls will

compressor, and a free power turbine that is mechanically

meter fuel to maintain the selected rotor speed.

independent of the two-stage turbine. The compressor and

its two-stage turbine is referred to as the gas generator.

2.1.3.1 Fuel Pumps, Engine-Driven. A dual-stage

The main advantage is a constant free turbine speed output

engine-driven fuel pump is mounted on each engine,

that results in a constant rotor rpm. Variations in power

consisting of a positive displacement gear stage and a low-

requirements to maintain constant free turbine speed are

pressure centrifugal boost element. Power for these pumps

done by automatic increases or decreases in gas generator

is furnished from the engine accessory drive section. The

speed. The engine fuel control system delivers atomized

shaft driving these pumps also transmits compressor speed

fuel in controlled amounts to the combustion chamber. The

information to the engine fuel control units.

fuel flow must vary readily in volume

(with related

variation in pressure) in response to the range of power

2.1.3.2 Fuel Control Units. The engine fuel control

requirements encountered during flight. Flow of fuel and

air through the combustion chamber is continuous, and

units, one on each engine, are hydromechanical units that

once the mixture is ignited a continuous flame is sustained.

modulate engine fuel flow to maintain a constant, selected,

Changes in air pressure, air temperature, and helicopter

free power turbine speed and thus maintain a constant

velocity affect engine performance.

helicopter rotor speed. Fuel from the engine fuel pump

enters the fuel control unit through the inlet and passes

2.1.1 Gas Generator Compressor Speed (N_g). N_g

through the fuel filter. Major fuel control elements consist

is primarily dependent upon fuel flow and is monitored by

of a metering valve and a pressure-regulating valve. The

the engine fuel control unit. The principal purpose of

pressure regulating valve maintains a constant pressure

monitoring compressor speed is to control acceleration and

across the main metering valve bypassing excess fuel back

deceleration characteristics, prevent overspeed, and

to the engine fuel pump inlet. The metering valve is

establish a minimum idle setting. Compressor speed

positioned in response to speed selector position, T₂, N_g,

controls mass airflow pumped through the engine and

Nf, and P3, and meters fuel to the engine as a function of

consequently the power available to the power turbine.

these integrated signals.

2.1.2 Free Turbine Speed (N_f). The N_f is dependent

upon engine control input shaft position and rotor load.

2-1

ORIGINAL

NAVAIR 01-230HLH-1

*5 PLACES-ONE BIFILAR

OMITTED FOR CLARITY

1. ROTARY RUDDER

2. INTERMEDIATE GEAR BOX

COOLING AIR INLET

3. TRANSMISSION ACCESSORIES

COOLING AIR OUTLET

4. TRANSMISSION ACCESSORIES

ACCESS DOOR32

5. MAIN GEAR BOX COOLING

AIR INTAKE

6. TRANSMISSION ACCESS AND

SERVICE PLATFORM

7. BIFILAR ABSORBER

ASSEMBLY (AFC 403)

8. ROTARY WING

9. MAIN GEAR BOX COOLING

AIR INTAKE

10. NO.2 ENGINE ACCESS DOOR

11. ICE SHIELD

12. NO.1 ENGINE ACCESS DOOR

13. ENGINE STARTERS

14. PITOT TUBE (DUAL) (AIRSPEED

ADAPTER IF ICE SHIELD IS

INSTALLED)

15. FREE-AIR TEMPERATURE GAUGE

16. WINDSHIELD WIPER

17. AIR INTAKE DRAINS

18. ELECTRONIC COMPARTMENT VENTS

19. BATTERY ACCESS DOOR

20. ELECTRONICS COMPARTMENT

21. DC EXTERNAL POWER RECEPTACLE

22. PILOT’S SLIDING WINDOW

23. HEATER AIR INTAKE

24. ENGINE COMPARTMENT AIR INTAKE

25. MOORING RINGS

26. LANDING WHEELS

27. LANDING GEAR SPONSON

28. AUXILIARY POWER UNIT

29. AFT PASSENGER DOOR

30. TAIL WHEEL

31. MOORING RING

32. FUEL DUMP PORT

33. PYLON HINGE

34. STABILIZER

01771009

Figure 2-2.2 (ET) General Arrangement æ Exterior

2-6

ORIGINAL

NAVAIR 01-230HLH-1

INTENSITY

TEST

BITE

OVERTEMP

OFF

LANDING

GEAR

LANDING GEAR

POSITION

APU

INDICATOR PANEL

APUON

OFF

RESET

APU

GEN

APU CONTROL

TACNAV

DISPLAY

STARTERON

TEMP HI

OIL

APUON

APUFAIL

GENFAIL

ARC-182

DO NOT USE ABRASIVE

CAUTION

RADIO 2

MATERIALS TO CLEAN FACE PLATEUSE ONLY SOFT CLOTH AND WATER

RESET

VOL

TACNAV

VECTOR

CIRCLE

BUOY

BRG

CHANNEL

TEST

NORM

DIPHASE

DIM

MAP

INT

RDR

NAV

54 X

OFF

ESM

SLTL

REC

T/R

A/A REC

MARK

MAG

CONT

OFF

A/A T/R

TACAN

BUOY

EQP

R SONAR

BASE BAND

TEST

CONICS

SENSO

ATTACK

ARN-84

CLEAR

DATA

TACCO

REDIS

ARC 182

ANT

PANEL

VERIFY

L'L

COORD

CORR

SELECT

ERASE

UPR

CNCL

BKSP

SCALE

ARC-182

DOWN

FTP

MOT

ENTER

RCNTR

LWR

RADIO 1

HOOK

DOPP

ASE

CYCCPLR

ASE

BARALT

CPLR

VERT

OFF

ACCEL

CABLE

ALT

CABLE

ANGLE

SPEED

DRIFT

BAROFF

-10

-20

CGTRIM

150

ASE

140

130

CONTROL

120

110

100

LOAD

PANEL

8090

110

120

130

HOVERTRIM

140150

160

FILL

170

1-3

ALL

180

YAW TRIM

ENG

190

PULL

TSEC/KY-58

ALTITUDE

VOLUME

OFF

BAT

AUDIO

INSTL

FUELDUMP

CODE

TEST

MASTER

FWD

AFT

FUEL DUMP

TEST

RAD

AUDIO

M-1

M-2

M-3A

M-C

TEST

PANEL

CIRCUIT TEST

LIGHT

OUT

MON

OFF

MODE 4

AIMS

MODE 1

MODE 3 A

IDENT

APX-72

OUT

MIC

ARMED

UHF 2

.40-.84

.19-.40

.84-1.75

VOL

AUXILIARY

SELECTOR

BAND

FLOTATION

SWITCH

OFF

INFLATE

.52

.58

BFO

UHF RADIO

LOOP

AMPLIFIER SWITCH

HEAT

VENT

EVAP

MODE

AIR

SELECTOR

BLO

MAN

HEATER

OVRD

LF/ADF

OFF

AIRCOND

AUTO

ARN-49

AIR CONDITIONING

ERECT

LAT

CONTROL

SLAVED

HDG

COMPASS SYSTEM

PUSH

A/A 24G-39

01771106

Figure 2-5.1 (ET) Cockpit Console

2-11

ORIGINAL

NAVAIR 01-230HLH-1

During the start cycle, the auxiliary metering valve

input shaft signal, working to satisfy the speed setting

provides additional fuel through the flow divider. This fuel

called for regardless of load demand. The engine fuel

may be shut off by means of the auxiliary start shutoff

control shaft at the engine can be turned through a 120^o

valve to prevent T₅ overtemperature. The engine fuel

arc. In the 0_o position, the stopcock in the fuel control is

closed, preventing any fuel from entering the engine. At

control prevents compressor stall, turbine over

3o, the stopcock starts to open, and at 6o it is fully open.

temperature, rich or lean flameouts, governs gas generator

From l5^o to 47^o, the gas generator operates on deadband

idle speed, and schedules inlet guide and stator vane

idle. From 47^o to 69^o, the control operates in a transition

positions to provide optimum compressor performance.

region. Power turbine speed is governed in the 70^o to 120^o

range. The normal operating range of the engine is above

2.1.4 Engine Control System. The power available

the 70^o position, and power turbine speed increases in an

from the engine is directly determined by and in proportion

essentially linear manner at a rate of 56 rpm per degree of

to the T₅. It is therefore desirable to operate the engine at

control shaft rotation.

the highest turbine inlet temperature consistent with the

physical limitations of the engine components. The engine

2.1.4.3 Fuel-Air Ratio Limits. Maintenance of a

control does this by maintaining operation within its own

continuous flame within the gas generator combustor

limits. The engine accelerates and decelerates according to

depends on proper mixture of fuel and air. As performance

preset schedules incorporated in the computing section of

factors change, the values of both will change. The

the engine control. These schedules are designed to

proportion between the two, however, must be controlled

prevent overspeed and overtemperature conditions.

within limits or the flame will be lost (flameout). During

Therefore, engine response to a new power or speed

deceleration, if fuel flow

(which is decreasing) drops

setting is not instantaneous; a few seconds must be allowed

below a given amount, a lean flameout may occur; during

for the engine to stabilize at the new condition.

acceleration, if fuel flow (which is increasing) rises above

Acceleration because of increased power requirements or

a given amount, a rich flameout may take place.

control lever movement is limited by the maximum ratio of

fuel flow to compressor discharge pressure (W_f/P3) or by

2.1.4.4 Stator Vane Actuating System. The purpose

topping.

Deceleration because of decreased power

of the stator vane actuating system is to control the

requirements or control lever movement is limited by the

direction and velocity of the air leaving the stator vanes so

minimum ratio of fuel flow to compressor-discharge

that the proper angle of attack is preserved with respect to

pressure, the negative feedback, or bottoming. Selected

the compressor rotor blades. The inlet guide vanes and the

steady-state conditions are stabilized at optimum

first, second, and third stage stator vanes are varied in

efficiency by a lead-lag servo system that dampens the

pitch by a hydraulic servo mechanism powered by engine

effect of power transients and maintains power turbine

fuel pressure and controlled by the gas generator governor

speed within the specified 8.5-percent droop at 120^o fuel

section of the fuel control. The variable vanes that are

control input shaft position.

closed during engine starting begin to open at about 60-

percent N_g, depending on outside air temperature.

2.1.4.1 Fuel

Flow Compressor Discharge

Pressure Ratio. The fuel control does not monitor

2.1.4.5 Temperature Limits. The amount of heat that

power turbine inlet temperature directly; it monitors

engine components

(particularly turbine buckets and

compressor-discharge pressure and adjusts fuel flow to

turbine nozzles) can withstand without structural damage

maintain engine temperatures within safe predetermined

limits the amount of heat energy that can be released by

limits. The ratio of fuel to be burned to the amount of air

burning fuel. Temperature is controlled by limiting the

available for both combustion and cooling directly

maximum fuel flow at any speed and inlet condition or, at

determines the temperature of the combustion gases (and

full power conditions, by limiting the maximum gas

power available) at any point in a turboshaft engine.

generator speed.

Therefore, the ratio of fuel flow to compressor-discharge

pressure has been selected as the most convenient absolute

2.1.4.6 Idle to Transition Range. A small advance of

value for determining engine potential for any given

the engine speed selector will cause the engine to

condition.

accelerate to the transition range. As the engine speed

selector is advanced, T₅ will advance fairly rapidly as the

2.1.4.2 Engine Control Input Shaft. The position of

fuel flow/comp ressor discharge pressure ratio increases

the engine fuel control input shaft determines the power

until it is limited by the lever position. At this point, the

turbine speed and hence the helicopter rotor speed. The

feedback function of fuel lever will decrease the W_f/P3

remaining parameters supplement the engine fuel control

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ORIGINAL

NAVAIR 01-230HLH-1

ratio, lowering T₅ until a new steady-state operation is

2.1.4.12 Shutdown. When the engine speed selector is

attained. During this time, N_g should show steady increase.

moved to the closed position, the stopcock shuts off all

Prolonged operation of the engine in the transition range is not

fuel flow to the engine. The speed selectors can be

recommended.

immediately shut down from any operating condition in an

emergency.

2.1.4.7 Idle to Normal Operating (N_f Governing)

Range. As the engine speed selector is advanced from the

2.1.4.13 Engine Power. In the power regime, the engine

GRD IDLE position into the normal operating range, T₅ and N_f

drives the helicopter rotary wing at the speed and power level

will advance rapidly as the W_f/P3 ratio increases until it

selected by the pilot. For normal operation, a power turbine

reaches the maximum acceleration schedule. Fuel flow will

speed within the range of 91 to 112.5 percent is selected. The

engine control system maintains this selected speed by varying

continue to increase in proportion to N_g according to the

gas generator speed to meet the different power requirements

maximum acceleration schedule until the engine tops out. At

this point, the W_f/P3 ratio and T₅ will decrease along the

produced by a change in the helicopter blade pitch angles,

topping schedule as N_g increases to a new steady-state

forward speeds, and atmospheric conditions. As blade pitch an-

condition.

gle is increased, the engine fuel control increases gas generator

speed until the maximum gas generator speed is reached. If the

blade pitch angle is increased when the maximum gas generator

2.1.4.8 Increasing Engine Load. Increasing engine load

speed is reached, a reduction in rotary wing speed will occur.

causes the gas generator to accelerate. During acceleration,

maximum fuel flow is delivered to the engine with the rate of

increase limited by the 3D cam contours to avoid compressor

2.1.4.14 Compressor Stall Limit. Stall designates reversals

stall, rich or lean flame-out, or turbine overtemperature. When

of flow within the compressor. The severity of stall depends

the gas generator speed required to match output power to the

upon the number of reversals that take place per second.

Compressor stall will result in most cases with the engine in a

new load is reached, fuel flow decreases to the level necessary

decelerating condition. The primary indication of a stall is a rise

to maintain the new steady-state speed.

in T₅ and other engine parameters decreasing. It may or may

2.1.4.9 Decreasing Engine Load. Decreasing engine load

not be accompanied by audible rumbling or other engine noise.

causes the gas generator to decelerate. During deceleration, the

Each compressor has a maximum pressure ratio for every speed

engine fuel control supplies the minimum fuel flow that will

at which it operates. The maximum pressure ratio sets a limit on

the compressor discharge that can result from rotating the

maintain combustion until the gas generator approaches the

compressor at a particular speed. As long as the pressure at the

speed that will match output power to the new load. The engine

fuel control then supplies the fuel flow necessary to maintain

compressor discharge equals or is below this limit, the

compressor will deliver air smoothly; however, if this limit is

this speed.

exceeded, flow will be reduced and there will be some reverse

2.1.4.10 Retarding Engine Speed Selector. Slightly

flow through the compressor. If it were not for the engine fuel

control system, stall could occur during an attempt to

retarding the engine speed selector under normal or military

accelerate the engine. A sudden and excessive increase in

load conditions so that N_g does not drop below 80-percent N_g

will yield a deceleration not affected by feedback. The W_f/P3

fuel flow might generate a volume of gas that would create an

excessive backpressure at the compressor discharge, and

ratio decreases to the limit set by the new engine speed selector

position and remains constant as the engine decelerates to the

compressor stall would result. Because each compressor speed

new steady-state condition.

has its own maximum compressor ratio, each must have its

own stall point (the point at which stall begins). Stall is avoided

by limiting fuel flow during engine acceleration as a function of

2.1.4.11 Deceleration to Idle. Retarding the engine speed

selector from the normal operating range to GRD IDLE

inlet air temperature, gas generator speed, and compressor dis-

charge pressure.

decreases fuel flow until the minimum W_f/P3 stop is reached.

The gas generator slows down on a minimum W_f /P3

schedule until it reaches about 80-percent speed. At this

2.1.4.15 Permanent Droop. Power turbine speed, minus

point, the negative feedback function of the engine fuel control

droop, is maintained within the governed range (91 - to 112.5

percent N_f) as selected by the speed selectors. Droop is a

starts increasing the W_f/P3 ratio until the bottoming schedule

is reached. The gas generator then decelerates with an

characteristic built into the engine control system that

increasing W_f/P3 ratio determined by the bottoming schedule

establishes a permanent decrease in power turbine governed

until idle speed is reached.

speed from that set at zero load as engine power increases to

maximum load. This droop is 5 to 8.5 percent from no load to

full load with proportional decreases at intermediate power

settings. This difference in droop schedules will result in torque

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ORIGINAL

NAVAIR 01-230HLH-1

splits. Thus, if N_f is set at 108.5 percent in an autorotation with

the No. 1 speed selector. This limit switch prevents switching

no load on the engine and speed selectors are not moved during

from accessory drive to flight without first retarding the

recovery, the engine and rotor speed would decrease to 100-

NUMBER 1 ENGINE speed selector lever to GRD IDLE.

percent N_f as engine reaches full power. On the ground and

MIN GOV on the speed selector is the point where the

at flat pitch, approximately 400 hp is absorbed by the rotor at

governing range of the power turbine is entered, and is about

100- to 108-percent N_r; thus the engine has already drooped

89-percent N_f. When the speed selector is at full forward, the

approximately

5-percent N_f from no load. This droop

engine is producing maximum power turbine speed. The starter

characteristic is incorporated to ensure N_f stability and provide

abort switches are in each speed selector.

load sharing in multiengine installations.

2.1.5.3 Engine Vernier Knobs. A vernier knob (see

2.1.4.16 Transient Droop. The engine accelerates and

Figure 2-6) above each engine speed selector pro vides vernier

decelerates in response to power demands on a preset schedule.

control of the engine speed selectors. An arrow on the face of

Therefore, if power is demanded at a rate exceeding engine

each knob is marked INC to indicate the direction of turning to

ability to accelerate, an additional momentary droop in N_f/N_r

increase rpm. Turning the knob in a clockwise direction

will be experienced, called transient droop. As the engine

mechanically moves its respective speed selector to increase

accelerates, transient droop is eliminated.

rpm. Turning the knob in a counterclockwise direction

decreases rpm.

2.1.4.17 Speed Limits. The gas generator and the power

turbine have maximum speeds that cannot be exceeded

2.1.5.4 Emergency Fuel Control Levers (Manual

without danger or damage. These limits are established in

Throttles)

Chapter 4. These are steady state speeds of 26,220 rpm 101.8

percent max continuous for the gas generator, and 21,275 rpm

112.5 percent for the power turbine.

2.1.5 Engine Controls

· At higher power settings, considerable dead band

2.1.5.1 Engine Fuel Control System Operation. The

travel will normally be encountered before the

engine fuel control system must schedule fuel flow and variable

emergency fuel control contacts the metering

vane position during four general operating conditions. These

valve lever. This will be felt as a slight restriction

conditions are starting, ground idle, minimum governing, and

in control movement. When this is felt, the

100-percent speed. The regimes of these conditions are related

control will be very sensitive and care should be

to the various engine speed selector settings.

taken not to exceed T

5 and Ng limits.

2.1.5.2 Engine Speed Selectors. Two engine speed

selectors marked NUMBER 1 ENGINE and NUMBER 2

· The fuel control will not operate on manual

ENGINE are on the overhead engine control quadrant (Figure

throttle if the speed selector is stopcocked.

2-6). Markings on the overhead quadrant are SHUT OFF,

GRD IDLE, MIN GOV and 100% SPEED. When the engine

· To prevent stall, movement of manual throttle

speed selectors are at SHUTOFF, fuel flow to the fuel nozzles

out of GRD IDLE should be slo wer than

is stopped by means of a stopcock. This prevents fuel from

movement in the governing range.

entering the combustion chambers during coastdown of the

engine gas generators or during operation of fuel boost pumps

Two emergency fuel control levers (hereafter referred to

with the engine shutdown. The stopcock is directly actuated by

as manual throttles) (see Figure 2-6), one for each engine,

the position of the engine speed selector. It is open whenever

marked EMERGENCY FUEL CONTROL with marked

the engine speed selector position is

6^o or more from

positions OPEN and CLOSE are on each side of the overhead

SHUTOFF and is closed when the selector is 3^o or less from

quadrant. The manual throttles operate independently and are

SHUTOFF. The GRD IDLE position schedules fuel flow to

used in case of fuel control unit failure. Each manual throttle

produce a gas generator speed of about 56 ±3-percent N_g. Gas

has positive open and closed stops and is connected directly to

generator idle speed will vary with inlet air temp erature. A

the main metering valve in each engine fuel control unit by a

limit stop at GRD IDLE prevents inadvertent retarding of the

flexible cable and linkage. The primary function of the manual

speed selectors below the idle speed of the engines. The speed

throttle is to manually override the automatic features of the

selectors may be retarded from the limit stop by pulling the

fuel control. This may become necessary under some starting

control out of the detent and exerting upward pressure. An

situations and during any fuel control malfunction that causes

accessory drive limit switch is incorporated at GRD IDLE on

erratic engine operation. The manual throttle must be used with

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ORIGINAL

UH-3H and UH-3H EXECUTIVE TRANSPORT. FLIGHT MANUAL (2000) - page 1