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

NAVAIR 01-230HLH-1

When placed to NORMAL, the windshield is heated

reel will automatically lock if an impact force of 2 or 3g's

and is capable of keeping the windshield ice-free in

in the fore-and-aft direction is encountered. When this

conditions as severe as ambient temperature of -18 ^oC.

occurs, the inertia reel will remain locked until the lever is

moved to the locked position and then returned to the

The windshield anti-icing systems operate on ac

unlocked position. When the lever is placed in the locked

power. Single-phase ac powe r provides power to the anti-

(forward) position, the shoulder harness cable is locked so

icing switch. Dc power is used to operate the temperature

that the occupant is prevented from leaning forward. The

controller and is protected by a circuit breaker on the

locked position is used to provide an added safety

center circuit breaker panel.

precaution over that of the automatic lock on the inertia

reel during takeoff and landing, or when a ditching is

2.20 CREWMEMBER SEATS. The pilot, copilot,

anticipated.

and crewmen have crash resistant seats that are similar in

design. The pilot and copilot seats are side by side in the

2.20.4 Variable-Load Energy Absorber Control

pilot compartment and the crewmen’s seats are in the

Dial. The VLEA control dial is mounted on the right side

cabin. Each seat consists of a graphite-fiber bucket with

of each seat. The weight of the crewmember

(crew-

metal structural members, a five-point restraint system,

member plus equipment) is set into the dial to adjust each

and foam-padded seat cushions, headrest, and adjustable

energy absorber and provide maximum protection for the

lumbar support. The five-point restraint system consists

crewmember.

of shoulder harness, lap belt, and lap tiedown strap. The

lap tiedown strap has a rotary buckle to which the

shoulder harness and lap belt fasten. The lumbar support

WARNING

pad is attached by Velcro fastener strips to the seatback

cushion, and is adjustable for maximum crewmember

comfort. Each seat has a vertical adjustment control lever,

Adjustments either higher or lower than

horizontal adjustment control lever, and restraint system

actual crewmember weight will increase the

control lever. In addition, a VLEA control dial is provided

probability of injury in a crash.

that adjusts the VLEA system limits for the individual

crewmember. The VLEA system limits sudden vertical

2.21 TROOP-CARRYING EQUIPMENT

deceleration to acceptable limits.

2.21.1 Troop Seats. A three-man nylon webbed troop

2.20.1 Vertical Adjustment Control Lever. The

seat with safety belts is installed in the cabin opposite the

cabin door. Some models are capable of utility

vertical adjustment control lever is at the right, front

configuration in which five three-man troop seats (Figure

underside of each seat. The lever is pulled forward to

release locking pins, allowing the seat to be adjusted up or

2-54) are installed. The seats may be removed or folded

down at various heights at increments of

0.625 inch.

up against the bulkhead to provide cargo space.

Weight will move the seat downward. When weight on

the seat is reduced, the spring-loaded adjusting mecha-

nism will move the seat to the highest position. Releasing

the lever will set the locking pins and hold the seat at the

desired position.

2.20.2 Horizontal Adjustment Control Lever. The

horizontal control lever is at the left, front underside of

each seat. The lever is pulled forward to release locking

pins, allowing the seat to be moved fore and aft on tracks.

Figure 2-54. Utility Troop Seats

The pilot seats can lock in position at increments of 0..50

2.21.2 Crewmen Safety Belts. The crewmen safety

inch, and the sensor operator seats can lock in position at

belt shall be worn at all times when crewmembers unstrap

increments of 1.00 inch. Releasing the lever will set the

and leave their seats. Attachment points for the safety belt

track locking pins and hold the seat at the desired

are the single hardpoint located on the port bulkhead

position.

under the aft troopseat, troopseat seatbelt rings and the

2.20.3 Restraint System Control Lever. A two-

cargo deck tiedown fittings. It shall not be worn in

position restraint system inertia reel control lever is at the

conjunction with the lap belt/shoulder harnesses. No two

crewmen safety belts shall occupy the same hookup point.

left side of each seat. When the lever is in the unlocked

(aft) position, the shoulder harness cable will extend to

Nor shall they be attached to the shoulder harness straps

allow the occupant to lean forward; however, the inertia

or lap belts on the crewmember seats.

2 - 85

ORIGINAL

NAVAIR 01-230HLH-1

2.21.3.2

(ET) Executive Seat. Three executive seats

are installed in the forward passenger compartment; one

on the right side, and two on the left side. The executive

WARNING

seats are crashworthy seats consisting of a graphite-fiber

bucket with metal structural members, four-point restraint

system, foam-padded seat cushions and headrest, and

Crewman shall inspect all cargo deck tie-

swiveling base. The seat base is secured to tracks,

down fittings for excessive corrosion and

mounted on a seat pallet. The guided-stroke seat design

proper installation before attaching their

provides maximum retention of the seat to the floor

crewman safety belt to them. Do not use

structure when subjected to loads that are created during

corroded or improperly installed tiedown

crash conditions. A Variable-Load Energy Absorber

fittings.

(VLEA) system limits vertical deceleration in a hard

landing situation to acceptable limits. When the total

weight of the passenger

(weight of passenger plus

2.21.3

(ET) PASSENGER ACCOMMODATIONS

equipment) is dialed into the system by means of the

VLEA control dial mounted on the backside of the seat,

2.21.3.1 (ET) General. Accommodations for the crew

the limit load of each energy absorber is adjusted to

include the pilot’s and copilot’s seats, which are identical

provide maximum protection for the passenger.

to those installed on UH-3H helicopters, a crew chief’s

seat, and a forward-facing crew member’s seat installed at

station

425. Accommodations for passengers include

three executive chairs and inward-facing passenger

(troop) seats mounted along the sides of the cabin.

WARNING

Adjustment either higher or lower

than actual passenger weight will

increase crash hazards.

CRASHWORTHY

AFT

EXECUTIVE

HATCH

ESCAPE

SEAT

AFT CREWMAN’S

ICS PANEL

HATCH

STOWAGE

COMPARTMENT

CREW CHIEF’S

SEAT

CRASHWORTHY

PASSENGER

PRIVACY

(TROOP) SEATS

CURTAIN

PRIVACY

CURTAIN

CREW CHIEF’S

ICS STATION

01771215

Figure 2-54.1 (ET) Passenger Accommodations

2 - 86

ORIGINAL

NAVAIR 01-230HLH-1

2.21.3.3 (ET) Crew Chief’s Seat. The folding crew

back panel is done with pivoting fasteners that connect the

chief’s seat consists of a seat, panel, strut, and seat

back of the seat pan to the bottom of the back panel, and

cushion. The seat panel is constructed of aluminum

nylon webbing connecting the middle sides of the seat pan.

honeycomb sandwiched between aluminum sheets. Hinge

This allows the seat to be folded up into a stowed position.

fittings are bolted to the top surface of the panel, and

channel for the strut wheels is secured to the bottom

2.21.3.5

(ET) Soundproofing. Soundproofing consists

surface. The supporting strut is an aluminum alloy tube

of self-adhesive acoustic material and a thermal barrier.

with fitting at each end. The lower end of the strut is

The acoustic material panels are thin, self-adhesive sheets

secured to an angle fitting secured in the corner formed by

of aluminum that are applied to the inside surfaces of the

the floor and the ASE controls compartment bulkhead.

skin of the helicopter in the cockpit, cabin, and aft

The fitting is a hinged point that allows the strut and seat

compartment. The material is cut to fit between stringers

to fold against the bulkhead. Wheels on the upper end of

and frames. The thermal barrier is installed between the

the strut ride in the channel under the seat when the seat is

cabin and the aft fuselage to muffle sounds from the pylon.

being folded up against the bulkhead. A strap under the

Access to the aft fuselage is through a zippered opening in

seat is used to store the seat against the bulkhead when not

the thermal barrier.

in use. Seat cushions cover the top and bottom surfaces of

the seat panel to provide comfort when the seat is in use

2.21.3.6

(ET) Removable Bulkheads.

The

and protection against personal injury when the seat is

remo vable bulkheads consist of sound-absorbing panels

folded against the ASE controls compartment bulkhead.

that divide the cabin interior into compartments. The

The top cushion of polyurethane foam is held in place by

bulkhead panels are constructed of two face sheets of

the cover. The bottom cushion of Spongex is bonded to

fiberglass cloth-reinforced phenolic laminate over

the seat panel and protected by the cover. The cover is

phenolic-coated, polyamide paper base honeycomb core.

secured with Velcro tape. Seat belt attachment fittings are

The panels match or complement the cabin furnishings. A

secured to the hinge fittings on the ASE controls

wood laminate applied over a formed composite material

compartment bulkhead.

provides a divider between the carpeting on the lower

surface and the upper surface of each interior side panel.

The wood strip is secured to the side panels with hook and

loop tape. The left forward bulkhead of the forward

WARNING

entrance compartment contains passenger instruction lights

and the forward ICS station. A curtain between the

removable bulkheads at station 198 separates the forward

The crew chief’s seat is not a crashworthy

entrance compartment from the forward passenger

seat. Do not occupy this seat during takeoff

compartment providing privacy for the passengers

or landing.

occupying the executive seats. Removable bulkheads and

a curtain at station 293 provide additional privacy for the

2.21.3.4(ET) Passenger MATA (Troop) Seat. There

passengers in the forward passenger comp artment. Arch

are twelve passenger seats installed in the cabin area. Six

assemblies are installed at stations 356 and 390 to support

seats are installed on the left side between stations 295 and

the passenger support unit, and the removable aft bulkhead

414; five seats are installed on the right side, one between

installed at station

425 divides the aft passenger

stations 178 and 197, one between stations 224 and 243,

compartment from the stowage compartment. Instruction

and three between stations

295 and 354; one seat is

lights and fittings for the installation of a passenger seat

installed on the aft bulkhead at station 425. The passenger

are installed on the aft bulkhead and a hinged door on the

seat is a side-facing, energy-attenuating, crashworthy type

aft bulkhead provides for entrance to the stowage

seat mounted to T-fitting and held in place by locking pins.

compartment.

This allows rapid removal of the seat when necessary for

maintenance. The T-fittings are mounted on supports on

2.21.3.7(ET) Overhead Panels. Overhead panels are

the left and right sides of the cabin. The seat consists of a

installed throughout the cabin area. They are hinged

back panel and a seat pan. The back panel contains the

panels that are secured by quick release fasteners. The

structural attachment of the seat to the aircraft, the energy

overhead panels are constructed of two face sheets of

absorption system, the attachments of the restraint system,

fiberglass cloth-reinforced phenolic laminate over

and a nylon duck fabric backrest, which can be adjusted to

phenolic-coated, polyamide paper base honeycomb core.

accommodate each occupant individually. The restraint

system is a three-point, single release system with the

1.21.3.8 (ET) Carpet. The cabin floor is covered with

shoulder strap across the aircraft-forward shoulder. The

carpet that is installed in two sections. One section covers

seat consists of a tubular frame with nylon duck fabric

the floor in the forward entrance compartment, and

attached to the frame to support the occupant. Attachment

another, larger section covers the cabin floor from station

of the seat pan to the

201 through 425. The carpet is made of flame resistant

nylon secured around its edges with hook and pile tape. If

2 - 87

ORIGINAL

NAVAIR 01-230HLH-1

necessary to replace the carpet, remove the rubber backing

2.22.1

(NON ET) Rescue Hoist Master Switch. A

from the carpet in those areas where the self-adhesive

switch marked HOIST with marked positions CREW -

Velcro tape

(hook) will be installed. Install the self-

OFF-PILOT is on the overhead switch panel (Figure 2-9)

adhesive Velcro tape (pile) in a corresponding location on

in the pilot compartment. When the switch is placed to

the aircraft floor.

CREW, the rescue hoist is operated by the hoist operator,

using the switches near the cabin door. When the switch is

2.22 (NON ET) RESCUE HOIST

placed to PILOT, the rescue hoist is operated by the pilot,

using the switch on the pilot collective pitch lever grip.

A 600-pound lifting and 300-pound lowering capacity

When placed OFF, both the pilot and cabin rescue hoist

hydraulic hoist winch, enclosed by a fairing with about

switches are inoperative. A switch marked HOIST-UP-

100 feet of usable cable, is suspended on a fixed truss over

DN on the bottom of the pilot collective pitch lever grip

the cabin door. The winch motor is powered by the utility

(Figure

2-30) controls the rescue hoist. The switch is

pump mounted on and driven by the accessory section of

depressed in the direction indicated by the arrows and UP

the main gearbox. Hydraulic fluid for the rescue hoist

or DN to raise or lower the hoist. When released, the

(Figure 2-55) is supplied from the utility hydraulic system

switch is turned off and the hoist winch stops and locks.

at 1,250 psi. The hoist winch incorporates a load-holding

The switch is inoperative for hoist operations unless the

brake that locks automatically whenever the winch stops,

rescue hoist master switch is placed to PILOT.

and a level wind mechanism that prevents snarling if the

cable is wound rapidly with no load attached to it.

2.22.2 (NON ET) Rescue Hoist Switch Panel. This

Microswitches turn off the hoist winch either when the

cable is reeled completely in or when it is completely

panel is on the panel marked HOIST on the cabin wall

unwound. An electrically operated cartridge-type

above the cabin door

(Figure

2-56). The two-position

guillotine, controlled by switches in the pilot compartment

switch is of the momentary-contact type with marked

and the cabin, will cut the cable at the hoist winch if the

positions UP and DOWN. The switch is pushed in the

hook becomes entangled in an obstruction on the ground

direction indicated, UP or DOWN, to raise or lower the

and cannot be released. A double-throat hook is

hoist. When released, the switch returns to the center

incorporated that may be used for cargo and/or rescue

position and the hoist stops and locks automatically. The

operations. Both throats have a positive locking feature

switch is operative only if the hoist master switch on the

that may be opened manually. The hook incorporates a

overhead switch panel in the pilot compartment is placed

ring-type handhold as an aid to rescued personnel and is

to CREW.

self-stowing when the cable is reeled completely in. The

rescue hoist winch may be controlled from either the pilot

compartment or from the cabin by switches that use dc

power to operate solenoid valves in the hydraulic lines.

The rescue hoist control circuit and cable guillotine circuit

are protected by two circuit breakers on the center circuit

breaker panel (Figures 2-23 and 2-23.1.1) marked HOIST

CABLE and HOIST CONT.

Figure 2-56. Hoist Switches and Override Valve

2.22.3

(NON ET) Crew-Portable Hoist and

Microphone Switch. The pistol-grip or bracket-

mounted type hoist/ICS assembly is connected to the hoist

operator's station to enhance the capability of that station.

The portable hoist switch is OFF when in the center

Figure 2-55. Rescue Hoist

position.

2 - 88

ORIGINAL

NAVAIR 01-230HLH-1

To operate the hydraulic hoist, move the switch to

bumper compression requirements, the hook should be

either of the extreme momentary positions marked UP and

seated to ensure perpendicularity of the cable with respect

DOWN. When released, the switch returns to the OFF

to the cable drum axle. This should be done by positioning

center position. The portable hoist control can be operated

the hook ring in a horizontal plane.

only when the hoist master switch on the pilot main switch

panel is placed to CREW.

WARNING

2.22.4

(NON ET) Normal Operation. To prevent

exceeding the thermal limits of the utility hydraulic

system, rescue hoist operations should be made by using

between 25 and 50 feet of cable, and limiting the number

Completely compressing the hook bumper

of duty cycles as outlined in Figure 2-57.

may damage the hoist cable and cause an

inadvertent hook separation when hoisting

Note

passengers or cargo.

Visual signals between pilot, crewmen and

2.22.5

(NON ET) Rescue Hoist Cable Shear

ground or deck personnel shall be as

Switches. If the hoist becomes entangled in an

outlined in NAVAIR 00-80T-113 and used

obstruction on the ground, a guillotine may be used to cut

as advisory signals only, as when cargo

the cable at the winch. The guillotine is actuated by an

personnel are ready to be winched up.

electrically fired cartridge that may be fired from the pilot

compartment or the cabin. The circuit breakers on the

Rescue hoist master switch - CREW OR PILOT.

center circuit breaker panel must be set or the hoist cable

cannot be guillotined. The cable is guillotined from the

Pilot rescue hoist switch (collective pitch lever

pilot compartment by use of switches on the jettison

grip) or either of the cabin rescue hoist switches DN, UP.

control panel on the cockpit console (Figure

2-5). To

guillotine the cable from the pilot compartment place the

At completion of hoist operations, hold either

jettison selector knob to HOIST and depress the individual

rescue hoist switch at UP until only a few inches of cable

RELEASE button. The cable may be guillotined from the

remain, and then beep the hook into the stowed position.

pilot compartment regardless of the position of the hoist

master switch. The hoist may be guillotined from the cabin

Crewman should check for about 1/8- to 1/2-inch

only when the hoist master switch is placed to CREW.

hook bumper compression. In conjunction with the hook

NO. OF CONTINUOUS

CYCLES WITH

PERIOD FOR ADDITIONAL

CYCLES WITH

LOAD AMBIENT TEMPERA-

CYCLES WITHOUT

AMBIENT TEMPERA-

HEIGHT DOWN

TURE 40 ^oC

EXCEEDING 121.1 ^oC

TURE 18 ^oC

25 ft

200 lb

0.4 min.

UNLIMITED

25 ft

600lb

6 (est.)

UNLIMITED

35ft

300 lb

600lb

UNLIMITED

50ft

200lb

1.65 min.

50ft

600 lb

2 (est.)

6 (est.)

50ft

300 lb

600lb

l0.0min.

· Lowering loads shall not exceed 300 pounds due to brake limitations.

· The utility hydraulic system is a variable displacement system; therefore, more work reduces fluid temperature and subsequently

more cycles are permitted with greater loads.

· Cycling the landing gear will help prevent overheating during prolonged hoist operations.

System Thermal Limits of 121.1 ^oC

Figure 2-57. Rescue Hoist Duty Cycles Without Exceeding Utility Hydraulic

2 - 89

ORIGINAL

NAVAIR 01-230HLH-1

2.22.6 (NON ET) Rescue Hoist Shear Circuit Test

Panel. A hoist shear circuit test panel

(Figure

2-58)

marked HOIST SHEAR CIRCUIT is mounted on the

cabin wall above the cargo door. A light marked TEST is

on the top center of the panel and a guarded switch with

marked positions TEST and FIRE is on the bottom center

of the panel. A decal is on the side of the panel. Testing of

the rescue hoist shear circuit should be accomplished by

qualified maintenance personnel in accordance with the

appropriate maintenance instruction.

2.22.7

(NON ET) Rescue Hoist Manual Override

Valve. A rescue hoist manual override valve (Figure 2-56)

will lower or raise the hoist in case of electrical failures

and should be used for emergency situations only. The

valve operates from the utility hydraulic system.

2.22.7.1

(NON ET) Rescue Hoist Manual

Override Valve Buttons

Figure 2-58. Hoist Shear Circuit Test Panel

2.22.8

(NON ET) Rescue Hoist Assist Handles.

These handles

(Figure

2-56) marked HANDHOLD are

above the cabin door to aid the crewmen during rescue

WARNING

hoist operations.

Whenever using HOIST DN button during

2.23

EMERGENCY EQUIPMENT

manual operation, do not pay out the last 10

feet of cable, as 10 feet of cable is needed on

2.23.1 Fire Extinguishing System. A liquid bro-

the hoist drum to support the design load of

motrifluoromethane

(CF₃B_r ) fire extinguisher system is

the hoist. During manual operation, there is

installed to enable the pilot to put out an engine fire in

no down-limit protection. As an aid in

either engine compartment during flight. The liquid is

preventing too much payout, the last 10 feet

stored under pressure in two fire extinguisher liquid

of cable is painted red.

spherical containers mounted in the aft section of the

transmission compartment. Each spherical container has

two valves that contain a disc that, when broken by an

explosive cartridge actuated by the engine fire extinguisher

switch, empties its contents into the preselected engine

compartment. Choice of engine compartments is made by

pulling one of the engine fire emergency selector handles.

Do not operate the HOIST UP button

Tubing extends from one valve on each container to the

continuously to its full-up position, because

No. 1 engine compartment and from the other valve on

during manual operation there is no up-limit

each container to the No. 2 engine compartment. Within

protection and severe damage to the hoist

each engine compartment, the tubing divides into four

may result. When nearing the full-up

nozzles that extend along the inboard side of the engine.

position, stop hook assembly about 2 feet

The extinguishing liquid, when released through the

short of the up-limit switch and attach large

nozzles, turns into a vapor that smothers the fire. The

hook to aft upper hoist assembly stanchion.

spherical containers have a pressure gauge and a thermal

discharge valve that will discharge overboard outside of

Two rescue hoist manual override valve buttons are used

the helicopter if the temperature of the sphere reaches 96

to actuate the rescue hoist if electrical failure occurs. The

to 104^o C. The engine fire extinguishing system operates

buttons are spring loaded and marked to indicate direction

on dc power through the circuit breakers marked 1 ENG 2

of hoist.

The left button is marked HOIST DN and the

under the general heading FIRE EXTINGUISHER on the

right button is marked HOIST UP.

center circuit breaker panel. Although designed primarily

2 - 90

ORIGINAL

NAVAIR 01-230HLH-1

for combating an engine fire during flight, the fire

fire extinguisher switch is held in MAIN, after the fire

extinguishing system may be used on the ground if other

emergency shutoff selector handle has been pulled, the

firefighting equipment is ineffectual or not available. Be

contents of the fire extinguisher sphere are discharged into

sure all ground personnel are clear before using the

the corresponding engine compartment. When the engine

system.

fire extinguisher switch is held in at RESERVE, after the

fire emergency shutoff selector handle has been pulled and

2.23.1.1 Thermal Discharge Indicator. A safety

the switch has returned from MAIN, the contents of the

outlet in each engine fire extinguisher container is

opposite fire extinguisher sphere are also discharged into

connected to a red THERMAL DISCHARGE

the selected engine compartment. Pulling both engine fire

INDICATOR on the outside of the fuselage to the rear of

emergency shutoff selector handles and placing the fire

the left cabin window. If pressure becomes excessive

extinguisher switch to MAIN discharges the contents of

within the container, a safety outlet opens, the THERMAL

each fire extinguisher sphere into the corresponding engine

DISCHARGE INDICATOR seal is ejected, and the

compartments. When this occurs, there is no reserve of

container’s contents are discharged overboard. The

fire extinguishing fluid. The switch will return t o OFF

thermal discharge indicator is common to both fire

when released.

extinguisher containers.

2.23.2 Portable Fire Extinguisher. A portable fire

On preflight, check the pressure of the container in

extinguisher (Figure 2-1) is on the bulkhead at the entrance

relation to the pressure/temperature chart on the inside of

to the pilot compartment. The CF₃B_r fog-type extinguisher

the inspection plate.

is held in place by a bracket with a tight-fitting, quick-

release, spring steel clamp. When using the extinguisher,

the nozzle must be held close to the source of the fire, as

the charge has a short duration of about 30 seconds.

WARNING

2.23.3

(NON-ET) Helicopter Emergency Egress

Lighting System. This emergency lighting system is

CF₃B_r is very volatile but is not easily

installed in UH-3H helicopters modified by AFC 417. The

detected by odor. It is nontoxic and can be

HEEL system automatically provides emergency lighting

of the cabin exits to enable location by personnel inside the

considered to be about the same as other

helicopter during an emergency (Figure 2-24). The system

freons and carbon dioxide, causing danger

primarily by reduction of oxygen. The

(Figure

2-59) consists of six light tube assemblies, five

liquid should not be allowed to contact the

control unit assemblies, a PMG control box, and an arming

skin, as it may cause frostbite or low

switch. A light tube assembly is installed around the upper

temperature burns because of its low boiling

portion of the cabin hatch (left personnel door), right cargo

door, and the three separate windows. Each light has a

point.

control unit containing a battery pack, function/disable

2.23.1.2 Engine Fire Emergency Shutoff Selector

switch, press-to-test switch, and indicator light. The

Handles (Engine T-Handles). Two T-shaped handles

battery pack provides power to the light tube during

marked FIRE EMER SHUTOFF SELECTOR are on the

emergency operation.

overhead switch panel (Figure

2-9). The handle marked

NO. 1 ENGINE is for the No. 1 engine compartment and

the handle marked NO. 2 ENGINE is for the No. 2 engine

compartment. When either handle is pulled down, 28-vdc

power actuated the fuel shutoff valve. This closes the fuel

HEELS is intended for emergency operation

lines to the respective engine and selects the engine

only and should not be used for non-emergency

compartment to which the fire extinguisher fluid is to be

lighting.

directed.

It also energizes the circuit to the fire

extinguisher switch. The ends of the handles house fire

The function/disable switch inside the control unit

detector warning lights.

marked FUNCTION-DISABLE must be at FUNCTION

for the light to operate.

2.23.1.3 Engine Fire Extinguisher Switch. This

switch marked FIRE EXT on the overheard switch panel

(Figure

2-9) in the pilot compartment has three marked

positions: RESERVE, OFF, and MAIN. The guarded

switch is operative only after one of the fire emergency

shutoff selector handles has been pulled. When the engine

2 - 91

ORIGINAL

NAVAIR 01-230HLH-1

Note

cylinders mounted horizontally inside each sponson.

These cylinders are reached through the inspection ports

A single light tube may be deactivated

on the top of the sponson. The cylinders are electrically

(switch placed to DISABLE) prior to

dis charged through solenoid -operated valves . A pressure

flight should a hatch be unavailable for

gauge is also mounted on each valve. The gauge is

emergency use because of equipment or

marked from 0 to 3,500 psi in 100 psi units. The gauge

cargo obstruction.

is green-lined for 2,650 to 3,000 psi. If the pressure is

not within the minimum and maximum limits, service

The press-to-test switch tests the charge of the bat-

the air cylinders.

tery pack. The indicator light will light green when the

press-to-test switch is pressed to indicate the battery

2.23.4.3 Auxiliary Flotation Control Panel. This

pack has sufficient charge to operate for a minimum of

panel

(Figure

2-60) marked AUXILIARY FLOTA-

10 minutes and that the FUNCTION/DISABLE switch

TION is on the lower right side of the cockpit console.

is at FUNCTION.

The panel consists of a rotary selector test switch, indi-

cating light, a two-position lever-lock-type switch, and a

The arming switch on the overhead switch panel

guarded pushbutton. The rotary selector test switch with

(Figure

2-9) is marked HEEL SYSTEM and has posi-

marked positions OFF

-L1

-L2

-R1

-R2 checks the

tions OFF-ARM. The PMG control box on the left cabin

respective circuit continuity to the air cylinders. When

wall senses via signal from the ac generators when the

the switch is placed to either L1, L2, R1, or R2, the

generators are turning, provides dc power to the control

green light will go on if the circuit is functioning

unit assemblies when the arming switch is at ARM, and

properly. The lever-lock switch has marked positions

creates a light inhibit signal. If the PMG senses that the

OFF and ARMED. When the switch is placed to

generators have stopped, the light inhibit signal is

ARMED, dc electrical power is supplied to the system.

removed. The control unit battery packs activate, and the

When the switch is placed OFF, all electrical power to

light tube assemblies illuminate. The PMG control box

the inflation portion of the system s removed. The

has two switches marked GEN 1 and GEN 2 for test

pushbutton-type switch is marked INFLATE. When the

functions of HEELS when ac generators are turning.

switch is pressed, all four air cylinders simultaneously

With the arming switch at OFF, HEEL is disabled.

discharge air into the float chambers if the OFF-

Power for the system is provided through a primary dc

ARMED switch is ARMED. Normally, the bags will

circuit breaker marked HEEL on the pilot circuit breaker

take about 6 to 7 seconds to inflate. After the system has

panel.

been activated, the bags can be deflated only by

maintenance personnel on the ground.

2.23.4 Flotation Gear System. The emergency

flotation gear system provides the helicopter with

2.23.5 Liferaft. Liferafts of sufficient number and

stability on the water with the rotor stopped. The system

capacity to accommodate all occupants of the helicopter

consists of two inflatable bags, four air cylinders, and a

shall be carried on overwater flights. Rafts shall be

control panel. The system operates on 28-vdc current

securely stowed or worn as squadron policy dictates.

and is protected by a circuit breaker marked AUX

FLOAT on the center circuit breaker panel.

2.23.6 Aldis Lamp. An Aldis lamp is provided

primarily for signaling but may be used for emergency

2.23.4.1 Emergency Flotation Gear Bags. The

lighting. The lamp is powered by the

28-vdc utility

emergency flotation gear bags (Figure

2-1) are on the

receptacle in the cockpit or after cabin.

outboard chine of each sponson stowed in a bungee cord

laced canvas enclosure. Each bag is subdivided into two

2.23.7 First-Aid Kits. One kit is mounted in the pilot

chambers having a combined displacement of 35 cubic

compartment on the control enclosure (broom closet). A

feet. The chambers are inflated by individual air

second first-aid kit is in the cabin behind the pilot seat.

cylinders. Although each chamber is inflated by a single

air cylinder, all chambers will inflate simultaneously

2.24 MISCELLANEOUS

upon actuation of the INFLATE switch. The floats are

made of neoprene-coated nylon and are scuff-resistant

2.24.1 Canteen. Provisions for two 1-quart canteens

for durability during adverse conditions. The two

are on the cabin wall.

chamber airbags provide a fail-safe function in that one

chamber per side inflated will provide considerably

improved stability.

2.23.4.2 Emergency Flotation Air Cylinders.

There are two emergency flotation compressed air

2 - 93

ORIGINAL

NAVAIR 01-230HLH-1

Figure 2-61. Engine Trim Checker Receptical Panel

Figure 2-60. Auxiliary Floatation Control Panel

2.24.2 Engine Trim Checker

(H219). The engine

trim checker assists in more efficiently adjusting the

engines by providing remote readings for the gas

generator rpm and the power turbine inlet temperature

and rpm. The checker is a portable hand-carried unit,

equipped with connecting cables to connect the unit to

the engine trim checker panel, that simultaneously dis-

plays T₅ and either N_f or N_g readings on digital displays

for individual engines.

The engine trim checker receptacle panel (Figure 2-

61) is mounted overhead in the area of the pilot

Figure 2-62. Engine Trim Checker Control Panel

compartment entrance. The receptacles marked NO. 1

and NO. 2 under the general heading ENGINE TRIM

The panel has a POWER light that will go on

CHECK are associated with respectively numbered

henever operating power is delivered to the engine

engines. These receptacles are each equipped with a

m checker. A FUSE is incorporated in the control

jumper plug that is removed and stowed in the adjacent

nel to protect the circuit. The panel has a T₅ digital

dummy receptacle where the signal input connecting

display marked T.I.T-^oC that displays turbine inlet

cable to the engine trim checker is connected. The power

temperature. A three-position rotary switch marked

input cable is connected to the ac utility receptacle on

TEMP is associated with the T.I.T ^oC digital display. In

the right side of the cabin. The engine trim checker

the OFF position, the digital display is not usable. In the

operates on 115 vac from the helicopter electrical system

COCKPIT position, the digital display is not usable and

through connecting power input cable and is protected

the instrument panel T₅

indicator is usable; however, a

by a fuse on the engine trim checker control panel.

slight calibration shift will be noted because of the

incorporation of the engine trim checker in the circuit. In

2.24.2.1 ENGINE TRIM CHECKER Control Panel.

the T.I.T position, the digital display will display the

This panel

(Figure

2-62) contains the receptacles,

applicable engine T₅ and the instrument panel power

controls, and digital displays necessary for system

turbine inlet temperature indicator is disabled. An

operation. The SIGNAL INPUT and POWER INPUT

N_f/ N_g digital display marked % RPM displays N_f or

receptacles will accommodate only the correct cable for

N_g as selected. The panel has a four-position rotary

the function required

switch marked RPM that is associated with the % RPM

digital display. In the OFF position, the digital display is

not usable. The GAS GENERATOR position displays

the N_g of the applicable engine on the digital display.

2 - 94

ORIGINAL

NAVAIR 01-230HLH-1

The POWER TURB A position has no function. The

Note

POWER TURB B position will display N_f of the

applicable engine on the digital display.

Until step

11 is completed, the No.

engine power turbine inlet temperature

2.24.2.2 Engine Trim Checker Operating

indicator on the instrument panel will be

Procedures.

disabled.

To turn equipment on:

11. Remove jumper plug from dummy receptacle

TEMP and RPM switches - OFF.

on ENGINE TRIM CHECKER panel and plug into

NO. 1 ENGINE TRIM CHECK receptacle.

Connect the signal input and power input cables

the SIGNAL INPUT and POWER INPUT

12. No. 2 engine is checked as No. 1 is with signal

receptacles on the ENGINE TRIM CHECKER

input cable connected to NO.

2 ENGINE TRIM

control panel.

CHECK receptacle.

Connect the power input cable to the utility

receptacle and check that the POWER light on the

To turn equipment off:

ENGINE TRIM CHECKER control panel goes on.

Disconnect signal input cable from NO. 2 EN-

Remove jumper plug from NO.

1 ENGINE

GINE TRIM CHECK receptacle on ENGINE TRIM

TRIM CHECK receptacle on ENGINE TRIM

CHECKER receptacle panel.

CHECKER receptacle panel and stow on dummy

receptacle.

Note

Until step 2 is completed, No. 2 engine

Until step

5 is completed, the No.

power turbine inlet temperature indicator

engine power turbine inlet temperature

on the instrument panel will be disabled.

indicator on the instrument panel will be

disabled.

Remove jumper plug from dummy receptacle

and plug into NO.

2 ENGINE TRIM CHECK

Connect the signal input cable to NO. 1 EN-

receptacle

on ENGINE TRIM CHECKER

GINE TRIM CHECK receptacle.

receptacle panel.

Turn RPM switch on ENGINE TRIM

Disconnect power input cable from utility

CHECKER panel to GAS GENERATOR. N_g for

receptacle.

No. 1 engine is indicated on % RPM digital display.

TEMP and RPM switches - OFF.

Turn RPM switch on ENGINE TRIM

CHECKER control panel to POWER TURB B. N_f

Disconnect signal input and power input cables

for No. 1 engine is now indicated on % RPM digital

from SIGNAL INPUT and POWER INPUT

display.

receptacles on ENGINE TRIM CHECKER control

panel and stow.

Turn TEMP switch on ENGINE TRIM

CHECKER control panel to COCKPIT. A slight

2.24.3 Map Case and Chart Board. A map case

calibration shift will be noted on the instrument

(Figure 2-1) is on the side of the controls enclosure at

panel No. 1 engine T₅gauge. The T.I.T ^oC digital

the entrance to the pilot compartment. A chart board can

display is not usable.

be stowed behind the map case.

Turn TEMP switch on ENGINE TRIM

2.24.4 Mooring Rings. Nine mooring rings are on the

CHECKER control panel to. T.I.T ^oC digital display

helicopter. Each main landing gear trunnion assembly

will read No. 1 engine T₅, and instrument panel No.

has a mooring

(Figure 2-2) on the inboard and outboard

1 engine T₅ gauge will be disabled.

sides. A mooring ring is at the tailwheel housing; four

fuselage tiedown rings are below the transmission

10. Disconnect signal input cable from NO. 1 EN-

service platform.

GINE TRIM CHECK receptacle.

2 - 95

ORIGINAL

NAVAIR 01-230HLH-1

wiper blades. The windshield washer motor is controlled

2.24.4.1

(ET) Mooring. Five mooring rings are

by a switch with marked positions OFF-ON on the

installed on the helicopter. Each main landing gear

overhead switch panel (Figure 2-9). Placing the switch

trunnion assembly has a mooring ring on the inboard and

to ON causes the windshield washer motor to pump fluid

outboard sides. Another mooring ring is located on the

through the wiper spray bars to the windshield. The

tail wheel housing. There are two fuselage mooring ring

windshield washer system is powered from the dc

fittings installed on the aft cabin, below the transmission

primary bus through a circuit breaker marked WSHLD

service platform. If required, rings may be installed on

WASHER on the center circuit breaker panel.

the aft cabin mooring ring fittings.

2.25

(NON ET) CARGO SLING

2.24.5 Relief Tube. A relief tube (Figure 2-1) is on the

side of the controls enclosure at the entrance to the pilot

compartment.

WARNING

2.24.6 Mirrors Rearview. Manually adjustable ex-

ternal rearview mirrors are installed on the pilot and

copilot sides of the cockpit canopy. The dual rearview

Any static electricity that may have been

mirrors provide the pilots with a means of viewing the

generated by the helicopter should be

engine and transmission areas during flight or ground

dissipated prior to attempting a hookup by

operations. The mirrors are mounted so that mirror

ground personnel.

viewing will require the viewer to lean his head slightly

toward the mirror side. This is considered desirable as it

A cargo sling with a 6,000-pound capacity (Figure 2-

prevents mirror reflections from the rotary lights on the

63) is attached below the fuselage at four points. Four cables

helicopter from distracting the pilots while seated in the

extend from the fuselage attaching points to the cargo hook.

normal flight position during night operations.

The cargo hook is designed so that external loads may

normally be released electrically by depressing buttons on

2.24.7 Windshield Wiper System

the pilot and copilot cyclic stick grips. Loads can be

released manually by the manual release foot pedal, on the

pilot right side of the pilot compartment, or automatically

when loads less than 100 pounds are sensed at the hook.

Direct current from the primary bus supplies operating and

control power to the cargo release circuit that is protected by

To prevent scratching windshields, do not

a circuit breaker marked CARGO SLING on the overhead

operate wipers on dry glass.

dc circuit breaker panel. Ground personnel may open the

hook by actuating the manual release lever on the side of the

The electrically operated system consists of a two-

cargo hook. The load beam of the cargo hook will

speed motor, two converters, and a rotary control switch.

automatically return to the closed position after the load is

The windshield wipers are on the pilot and copilot

released. A light, marked HOOK UNLOCKED, on the

windshields. The system is controlled by a rotary-type

CARGO SLING control panel will illuminate anytime the

switch with marked positions PARK-OFF-LOW-HIGH

cargo hook is open. On UH-3H helicopters an additional

on the overhead switch panel

(Figure

2-9) marked

light marked CARGO SLING HOOK UNLOCKED is

WINDSHIELD WIPERS. When the switch is placed to

mounted on the copilot side of the instrument panel. This

LOW or HIGH, the system is actuated and the desired

light will illuminate anytime the cargo hook is open. The

speed range is selected. When the switch is turned to

lights receive electrical power from the primary bus through

PARK, the wipers automatically position to the inboard

a circuit breaker marked PWR under the general heading

edge of the windshields. The wiper arms have high

WARN LTS on the overhead dc circuit breaker panel. For a

tension springs installed to increase visibility by

pickup, the load may be attached to the hook from outside

reducing wiper blade buffeting and lifting at high

the helicopter while in a hover, or the pilot may attach the

speeds. The windshield wiper system receives electrical

load by flying the hook through a ring attached to the load.

power from the No. 1 ac primary bus through a circuit

When the cargo sling is attached, but not in use, it is stowed

breaker marked WSHLD WIPER MOTOR on the

under the fuselage by means of a nylon stowage line.

copilot circuit breaker panel.

2.24.8 Windshield Washer. The system consists of

a reservoir, windshield washer motor/pump, and a

control switch. The reservoir behind the pilot seat holds

4.8 quarts. The windshield washer motor pumps the

fluid through tubing to the spray bars in the windshield

2 - 96

ORIGINAL

NAVAIR 01-230HLH-1

2.25.1 Cargo Sling Control Panel. The CARGO

foot pedal on the right side of the pilot compartment is

SLING control panel is located on the pilot's control

connected mechanically by cable to the manual release

console. The panel contains a HOOK UNLOCKED

lever on the cargo hook. The pedal may be depressed to

advisory light and a three-position CARGO SLING

mechanically open the cargo sling hook when the

MASTER SWITCH for the following functions:

electrical release circuit is inoperative. The load will be

released in the air or on the ground regardless of the

1. SLING - for normal operation, energizes the

position of the cargo sling master switch.

CARGO thumb switches on the pilot and copilot

cyclic grips that enable the pilot to electrically

2.25.4 Cargo Hook Stowage Line. The cargo hook

release the load.

stowage line runs from the cargo hook into the fuselage

on the left-hand compartment side panel. The cargo

2. SAFE - disables the system and should be used

hook is stowed by pulling up on the nylon line, from

when loading or during flight to prevent inadvertent

inside the compartment and securing. To release the

discharge of the cargo.

cargo hook from the stowed position, untie the nylon

line and slowly lower the cargo hook. A bungee cord,

3. AUTO

- this position energizes the cyclic

attached from the cargo hook cables to the fuselage,

CARGO switches and the touchdown switch on the

removes the slack from the cables when the hook is

cargo hook. In this mode loads will automatically

stowed.

release when a force of

100 pounds or less is

sensed.

2.25.5 Cargo Hook Manual Release Arm. The

cargo hook may be manually released by ground

personnel by operating the manual release arm on the

cargo hook. A force of 15 to 22 pounds is required to

move the release arm in any upward direction to release

a load beam of 8,000 pounds. With no load, 10 pounds

is maximum required to open load beam.

When carrying loads of less than

200

pounds, the cargo sling master switch

should never be in the AUTO position.

The cargo sling hook would open

immediately if a gust of air momentarily

lightens the load.

The switch should always be returned to the SAFE

The cargo hook should be stowed before

position and the sling stowed after the load has been

landing to prevent the hook from striking the

released.

ground, which can cause damage and

subsequent failure of the hook. Landing on

On UH-3H helicopters the CARGO SLING control

water with an unstowed hook can cause

contains an additional switch labeled RELEASE MODE.

damage by denting or puncturing the hull.

This switch has two marked positions, CARGO SLING

and WEAPONS SYSTEM. This switch must be in the

2.25.6 Cargo Deck (UH-3H). In this configuration the

CARGO SLING position before the EX STORES

helicopter is used as a logistical support vehicle for the

buttons on the pilot cyclic grips will open the cargo sling

transportation of personnel and light cargo. For load

hook when depressed.

planning, cargo size and weight limitations, weight and

balance factors and formulas, formula for determining

2.25.2 Cargo Hook Release Buttons. A cargo

center of gravity of a load, shoring requirements, and

hook release button marked EX STORES is on the pilot

restraint criteria, and the Cargo Aircraft Loading and

and copilot cyclic stick grips. Either release button may

Offloading Technical Manual

(NAVAIR 01-20HLC-9)

be depressed to open the cargo sling hook when the

shall be used.

CARGO SLING MASTER SWITCH is in either the

AUTO or SLING position. The RELEASE MODE

The cargo deck

(Figure

2-65) is constructed of

switch must be in the CARGO SLING position as well

honeycomb floor panels supported by traverse bulkheads

as having the CARGO SLING MASTER SWITCH in

and beams and is divided into eight compartments. The

either the AUTO or SLING position before EX

cargo deck strength limits for the various compartments

STORES buttons will open the cargo sling hook when

are as follows:

depressed.

2.25.3 Cargo Release Foot Pedal. A cargo release

2 - 99

ORIGINAL

NAVAIR 01-230HLH-1

CHAPTER 3

Servicing

3.1

EXTERNAL POWER REQUIREMENTS

EXT PWR switch located on the overhead control panel.

To apply power to the ac and dc buses, position the EXT

The external power requirements are direct current 28

PWR switch ON. The

#1 GENERATOR and

vdc,

300 amps continuous, and

750 amps intermittent

GENERATOR warning lights on the CAUTION PANEL

(current limited). The alternating current requirements are

go on, indicating neither generator is in the circuit. When

115/200 VAC, and a three-phase rotation 400 Hz, utilizing

28-vdc power is applied to the EXT POWER 28 VOLTS

a standard square six pin lug (wye connection) with a

DC receptacle, all dc buses, certain necessary ac

minimum capacity of 20 kVA.

instruments, and the fire detector system are automatically

energized. The

#1 RECTIFIER and

#2 RECTIFIER

3.1.1 External Electrical Power Connections (See

warning lights on the CAUTION PANEL remain on.

Figure 3-1).

Note

· If dc starts are expected and maintenance

WARNING

has been done on the fuel system, use AC

external power to operate the boost pumps

to prime air-locked fuel lines.

To avoid possible injury to personnel,

damage to helicopter, excessive hydrogen

· Either AC or DC power may be used for

gas, and damage to battery through

engine starts; however, ac power is better

overcharging, turn battery switch OFF when

because of its load-carrying capability.

using external power.

3.1.2 USAF Ground Power Units. When using USAF

Note

ground power units, always place the ac control selector

switch, if incorporated as in the MD-3 and MD-3A

On the UH-3H Executive Transport

generator sets, to the AIRCRAFT position before engaging

helicopters, the BRIGHT/DIM switch on

the cable plug to Navy aircraft ac external power

the CABIN LIGHTS panel should remain

receptacle. If there is no ac control selector switch, request

in the DIM position while operating on

the operator to observe the warning below and then

external power.

temporarily modify the cable wiring of the ground power

unit as in the procedures below or a connector adapter may

In the H-3, the AC external electrical power receptacle

be used, if available. The cable adapter, in effect, removes

is on the left side of the helicopter in the aft cabin at station

E and F cable wires from the terminal block of the ground

359 (approximate), and the dc external electrical power

power unit and ties them together to complete the control

receptacle is on the right side under the pilot sliding

circuit. A Navy cable may be used, if available, negating

window at station 124 (approximate). When 115-/200-volt,

the need to modify the USAF cable.

three-phase,

400-cycle, ac power is applied at the EXT

POWER

115-VOLTS AC receptacle on Group E

To modify the cable wiring proceed as follows:

helicopters, power is automatically applied to all ac and dc

buses. When

115-/200-volt, three-phase,

400-HZ, AC

1 Disconnect the cable terminals E and F from the

power is applied at the EXT POWER 115 VOLTS AC

terminal block of the external power source.

receptacle on Group F and subsequent helicopters, power

is supplied to the EXTERNAL POWER MONITOR

2. Connect cable terminals E and F together and cover

PANEL located in the electrical compartment, and to the

the connection with insulation to prevent grounding the

circuit.

3-1

ORIGINAL

NAVAIR 01-230HLH-1

3. Service helicopter using normal procedures.

should be maintained from any operating radar set. Radio

switches and electrical equipment should be turned off and

a check made to be sure that no electrical apparatus,

supplied by outside power (electrical cords, droplights,

WARNING

floodlights, etc.) is in or near the helicopter. Explosive-safe

flashlights shall be used in place of helicopter

landing/floodlights for night-fueling operations. During all

fueling operations, fire extinguishing equipment will be

To prevent personnel shocks and fire

readily available. Electrical power

(battery or external

hazards proceed as follows:

power) will have to be applied to the helicopter to obtain

the fuel quantity gauge readings.

a. External power unit must be off before

3.2.1.1 Grounding. Before removing the tank filler

connecting or disconnecting the cable from

caps, the hose nozzle grounding attachment must be

the helicopter.

connected to a metal part of the helicopter at a safe

distance from the filter openings and tank vents. Ground

b. The external power unit must be off

devices on hoses, helicopter, and fuel truck or station shall

before installing or removing the connector

be inspected by fueling personnel for proper ground.

adapter, if used, or before modifying the

power unit cable.

3.2.1.2 Fire Extinguishers and Attendant. During

fueling, a secondary operator or assistant plane captain

3.1.3 Acceptable Ground Power Units.

shall man an extinguisher with a second extinguisher

readily available.

3.2.2 Gravity Refueling Procedures (See Figure 3-

2).

1. Ground helicopter to static ground.

2. Ground truck to static ground.

3. Ground helicopter to truck.

4. Remove fuel tank filler cap. The filler cap of one

fuel tank at a time should be removed. It must be

replaced immediately after that tank is filled and before

removing the cap from another tank.

5. Plug hose nozzle ground into grounding jack near

each refueling receptacle.

3.2

SERVICING DATA

6. Service helicopter.

Servicing information is given by systems

components. Points used in frequent servicing and

7. Remove nozzle; close fuel tank filler cap.

replenishment of fuel, oil, and hydraulic fluid are shown in

Figure 3-1. Fuel and lubricant specifications and capacities

Note

are shown in Figures 3-6 and 3-7. A listing of acceptable

commercial and foreign fuel is shown in Figure

3-8.

Changing grade of fuel for an extended

Acceptable commercial oils are shown in Figure 3-9.

period requires an adjustment of the engine

fuel control and flow divider. If necessary to

3.2.1 Fuel System Servicing. Fueling equipment shall

adjust the fuel control and flow divider, refer

be operated only by qualified and authorized personnel.

to Figures 3-4 and 3-5.

Using loose pyrotechnics, smoking, striking matches,

working on aircraft, or using any device producing flame

3.2.2.1 Fuel Capacity. For total fuel capacity, refer to

within 50 feet of the helicopter is strictly prohibited. The

Figure 2-22.

helicopter should not be parked in the vicinity of possible

sources of ignition. A minimum of

50 feet should be

maintained from other aircraft or structures, and 75 feet

3-4

ORIGINAL

NAVAIR 01-230HLH-1

Figure 3-2. Fuel System - Gravity Refueling

3.2.3 Pressure-Refueling Procedures (See Figure

3-3).

Note

During pressure fueling, gravity filler caps

To prevent damage to fuel tanks, cease

may be loosened to prevent damage to tanks

fueling operations immediately if neither

in case of failure of the high-level shutoff

PRI TEST or SEC TEST switch shuts off

valves. As fuel flow commences, test the

fuel flow. If only one switch is operative,

primary and secondary high-level shutoff

pressure fueling may continue with caution.

switches to be sure they will secure the fuel

flow within 30 seconds.

8. Turn on fueling pump. Press and hold PRI TEST

switch. Fuel should stop within 30 seconds. Release

1. Ground helicopter to static ground.

switch.

2. Ground truck to static ground.

9. Press and hold SEC TEST switch. Fuel should stop

within 30 seconds. Release switch.

3. Ground helicopter to truck.

4. Turn on battery and note fuel quantity.

WARNING

5. Loosen gravity-fuel filler caps.

6. Plug hose nozzle ground into grounding jack above

Do not let fuel pressure go over 55 psi or

receptacle.

flow go over 140 gpm because of fuel cell

rupture and possible injury to personnel.

7. Remove dust cover from fueling adapter and

connect nozzle.

3-5

ORIGINAL

NAVAIR 01-230HLH-1

Figure 3-3. Fuel System - Pressure Refueling

10. Service helicopter to desired level or until fuel shuts

fuel shutoff valve can be used to control starting

off automatically.

temperature. If prolonged operations are anticipated with

fuel other than which is set on the flow divider and fuel

11. Turn off fuel pump.

control, adjustments should be reset to the type fuel being

used as shown in Figures 3-4 and 3-5.

12. Remove electrical power from helicopter.

3.2.4.1 Fuel Effect on Engine Start. Fuel in the

13. Tighten gravity-filler caps.

engine system will not change after refueling with a

different density fuel and a normal start can be expected

14. Remove nozzle and replace dust cover.

for the first start after refueling unless the engine fuel

system has been drained. Subsequent starts may have the

Note

following characteristics indicated:

Changing grade of fuel for an extended

period requires an adjustment of the engine

fuel control and flow divider. If necessary to

adjust the fuel control and flow divider, refer

to Figures 3-4 and 3-5.

3.2.3.1 Fuel Capacity. For total fuel capacity, refer to

Figure 2-22.

3.2.4 Adjustment of Fuel System for Different

Fuels. During off-base helicopter operations, it may be

necessary to refuel with different fuel types than were used

during the prior flight. Operation with a fuel or a fuel

mixture that differs from the fuel type set on the flow

divider or fuel control can affect starting and performance

characteristics and should be monitored closely for

possible overtemperature indications. The auxiliary start

3-6

ORIGINAL

NAVAIR 01-230HLH-1

3.2.5 Engine Oil Servicing (See Figure 3-1).

3.2.9 Sleeve-Spindle Oil Tanks, Self-Lubricated

Rotary Wing Head Servicing (See Figure 3-1).

1. Open and remove oil filler caps.

1. If servicing unit has a flexible neck, it is not

2. Oil tank is filled to capacity when oil covering

necessary to remove rotary wing head fairing;

bottom of filler screen is about 5/8-inch diameter (size

otherwise, unbolt and remove rotary wing head

of dime). Service oil tanks.

fairing.

3. Install oil filler caps.

2. Lift spring-loaded filler cap and insert filler hose.

3. Service tanks (5) as necessary to FULL line on

tank.

4. Remove filler hose and ensure that spring-loaded

filler caps close.

To prevent scoring of oil filler cap, causing

metal chips to drop into oil tank, manually

5. Install rotary wing head fairing.

position hook attaching chain to tab when

closing oil filler cap.

3.2.10 Intermediate Gearbox Servicing

(See

Figure 3-1).

3.2.6 Hydraulic System Fluid Servicing

(See

Figure 3-1).

1. Remove intermediate gearbox oil filler plug.

1. Remove hydraulic tank refill cap.

2. Intermediate gearbox is full when oil level reaches

FULL mark on sight gauge on lower left side of

2. Service primary and auxiliary tanks until FULL on

gearbox center housing. Service intermediate gearbox

sight gauge. Service utility tank until FULL on upper

to FULL mark.

sight gauge if blades are spread and to FULL on lower

sight gauge if blades are folded.

3. Install intermediate gearbox oil filler plug.

3. Install fluid refill caps.

4. Safety wire oil filler plug.

3.2.7 Main Gearbox Oil Servicing (See Figure 3-

3.2.11 Tail Gearbox Servicing (See Figure 3-1).

1).

1. Remove tail gearbox oil filler plug.

1. Lift spring-loaded filler cap and insert filler hose.

2. Tail gearbox is full when oil level reaches FULL

2. Main gearbox is full when oil level is anywhere

mark on sight gauge on lower left side of gearbox

within yellow circle. Refill when oil is at bottom of

center housing. Service tail gearbox to FULL mark.

outer red circle. Service main gearbox to FULL mark

on sight gauge on lower left side of gearbox lower

3. Install tail gearbox oil filler plug.

housing.

4. Safety wire oil filler plug.

3. Remove filler hose, ensure that spring-loaded filler

cap closes.

3.2.12 Windshield Washer Reservoir Servicing

(See Figure 3-1).

3.2.8 Damper Fluid Tank Servicing (See Figure

3-1).

If OAT is less than 0 ºC (32 ºF), mix 50-percent

isopropyl alcohol and 50-percent water. If OAT is above

1. Lift spring-loaded filler cap and insert filler hose.

0 ºC (32 ºF), use unmixed water.

2. Damper tank is full when oil level is within the

Remove filler cap and fill as necessary.

FULL circle. Service damper tank to FULL mark.

Replace filler cap.

3. Remove filler hose and ensure that spring-loaded

filler cap closes.

3-9

ORIGINAL

NAVAIR 01-230HLH-1

3.2.13 Tire Servicing.

5. Install valve stem cap.

1. Remove valve stem cap from tire.

3.2.14 (ET) APU Servicing (See applicable MIMS).

Hinge up APU access door.

WARNING

· To prevent injury, do not use high-

pressure air source or an unregulated

Do not exceed full line on oil fill

air pressure source.

cap dipstick. Overfilling will create

an overheat condition resulting in

damage to the APU.

· Never stand beside tire being serviced.

Stand forward or aft of tire.

Connect source of pressure.

Remove fill-to-spill plug.

3. Service tires to proper pressure with nitrogen.

Remove oil fill cap and dipstick and fill gearbox

until oil comes out fill-to-spill plug opening.

Note

Check dipstick to ensure normal oil level.

· Clean dry compressed air may be

substituted if nitrogen is not available,

Lubricate packing on fill-to-spill plug and install

but reservice with nitrogen as soon as

plug in gearbox. Torque plug 80 to 90 inch-pounds.

practical.

Lockwire plug with lockwire (MS20995NC20).

· Pressure ranges are adequate for all

Close APU access door.

helicopter loadings and for all

anticipated climatic conditions.

4. Remove source of pressure.

3-10

ORIGINAL

NAVAIR 01-230HLH-1

3.3 OILS, GREASES, HYDRAULIC FLUIDS LISTING (See Figure 3-7).

Item

Primary

Acceptable

Emergency

Product

Substitute

MIL SPEC

NATO

MIL SPEC

NATO

Note

MIL SPEC

NATO

NOTE

Main Gearbox

DOD-L-85734

MILPRF 23699F

0-156

0-149

MIL-L-7808G

0-148

1,2

Intermediate

DOD-L-85734

MILPRF 23699F

0-156

0-149

MIL-L-7808G

0-148

1,2

Tail Gearbox

DOD-L-85734

MILPRF 23699F

0-156

0-149

MIL-L-7808G

0-148

Engines

MILPRF 23699F

0-156

MIL-L-7808G

0-148

0-149

Self-

MIL-L-21260

C-642

IL-L-2104

Lubricating

Grade 50

Grade 30

Reservoir

Hydraulic Fluid

MILPRF 83282

*MIL-H-5606

H-515

System

Rotor Head

MIL-G-25537

G -366

MIL-G-81322

G -395

Rudder Head

MIL-G-25537

G -366

Damper

MILPRF 83282

Damper

MIL-G-25537

G -366

MIL-G-81322

G -395

G -366

Trunnion

AFC 262 INC.

0-190

MIL-L-7870A

0-142

0-134

Sleeve and

hinge Mating

Lug Surface

Sector Gears,

MIL-G-81827

MIL-G-21164

Blade Lock and

Control Lock

pins

Bifilar

Lubricated

630AA

Disconnect Jaws

MIL-G-81827

MIL-G-21164

Rescue Hoist

VV-L-800

0-190

MIL-L-7870A

0-142

0-134

0-135

Notes

Primary Product MILPRF 23699F for non 24,000 series MGB.

To be used in extreme low temperature (-40⁰C).

Up to 50% of 0-149 may be used with 0-148.

Does not have corrosive -prevention characteristics of C-642.

Any SAE 30 weight non-detergent lubricating oil.

Preferred in damp areas or helicopter is idle for long periods.

Any fuild of the same viscosity.

MIL-G-81827 shall not be mixed. Surfaces to be lubricated must be thoroughly cleaned prior to substitution.

* Degrades the fire resistant properties of MILPRF 83282.

Figure 3-7. Acceptable Fluids

3-12

ORIGINAL

NAVAIR 01-230HLH-1

3.6

HELICOPTER TOWING (SEE FIGURE 3-11)

3.6.1.1 Safety Checks Prior to Towing.

3.6.1 Safety Precautions

1. Check main landing gear lockpins installed.

2. Check operation of brakes. Do not release parking

brake or remove chocks until tow bar is installed and

attached to tow vehicle.

3. Disconnect grounding wire.

Towing speeds shall not be over 5 mph, and

sudden starts and stops shall be avoided.

4. Station personnel.

3.6.2 Towing Procedures

Because of the top-heavy configuration of the

helicopter, precautions must be observed during all

1. Install tow bar and tighten chain.

helicopter movements to prevent possible damage and

dangerous conditions.

2. Release tailwheel locking handle and move

tailwheel back and forth with bar to remove any side

Towing equipment

(Figure

3-11) shall be operated

load on lockpin and to make sure lockpin is released.

only by qualified personnel who will be responsible for

checking the approved towing coupling before towing.

3. Connect tow bar to tow vehicle.

Towing shall not begin until a qualified individual is in the

cockpit and ready to operate the brakes. When towing a

4. Release parking brake by depressing left toe pedal.

helicopter, three wing walkers shall be used. A wingwalker

shall be stationed on each side of the helicopter, and one

5. Pull chocks.

will be located near the front of the helicopter to assure

adequate clearance. In addition, towing shall be supervised

6. Tow helicopter.

by a director, equipped with a whistle. During night towing

operations, wing walkers shall carry a flashlight or a

7. Lock tailwheel, lock brakes, insert chocks, remove

luminous wand and the helicopter position lights shall be

tow bar from helicopter, and install grounding wire.

turned on. All stop signals shall be given by a whistle or

hand signals. Whistle signals should be supplemented by

hand signals whenever possible. Wheelbrakes shall be

applied as soon as a stop signal is received from the

director.

Figure 3-11. Towing Equipment

3-16

ORIGINAL

NAVAIR 01-230HLH-1

3.7

PARKING

3.8.1 Tiedown Procedures (Shore Based)

3.7.1 Short-Term Parking. During short-term parking,

helicopter should be attended or monitored at all times.

1. When possible, head helicopter into wind. Fold

main rotor blades if wind is expected to reach 45 knots

1. Locate helicopter more than one rotor blade's

or above.

distance from other helicopters or objects, and face

helicopter into the wind if possible.

2. Chock both main landing gear wheels.

2. Lock tailwheel, lock brakes, insert chocks, and

3. Fasten chains to tiedown fittings as shown in

install grounding wire.

Figures 3-12 and 3-13 and extend outward to ground

mooring points at 45º angles.

3. Install protective covers. Secure windows and

doors.

4. Install main rotor blade tiedowns and tail rotor

gustlock.

3.7.2 Long-Term Parking. During long-term parking,

helicopter will not be attended or monitored.

3.8.2 Main Rotor Blade Tiedown. Tiedown of the

main rotor blades should be done anytime the helicopter

1. Park helicopter and secure as in short-term parking.

will be parked for a period of time or when actual or

projected wind conditions warrant.

2. Tie down main rotor blades.

1. Rotate rotor head to position the forward blades to

3. If winds of 45 knots are expected, fold and secure

about a 45° angle to centerline of helicopter and engage

main rotor blades. Attach tail rotor gustlock.

rotor brake.

4. Moor helicopter

(Figures

3-12 and

3-13) as

2. Attach blade boots to each blade tip and secure to

necessary.

the closest tiedown fitting

(main landing gear or

tailwheel strut), but not to the ground mooring point.

3.8

HELICOPTER TIEDOWN AND SECURING

3. Place tension in the tiedown lines, but do not pull

Tiedown fittings are installed at points on the

the blade tips more than 4 feet from original position.

helicopter shown in Figure 3-12 and 3-13. There are four

fittings located on the fuselage, two on each main landing

gear strut and one on the tailwheel strut. These fittings are

used to tie down the helicopter when parked and when

wind conditions require it. The lower tiedown fittings

located on the landing gear struts are also used for securing

the main rotor blades. On the ET the two forward fuselage

tiedown fittings/rings, and the two aft tiedown rings have

been removed.

3-17

ORIGINAL

NAVAIR 01-230HLH-1

CHAPTER 4

Operating Limits

4.1 LIMITATIONS

Minimum planned fuel on final landing shall not be

less than 450 pounds total.

These limitations ensure your safety and help to obtain

maximum utilization from the helicopter and its

Maximum for pressure refueling is 55 psi.

equipment. The instruments are marked as shown in Figure

4-2 to serve as a constant reminder of airspeed and engine

During HIFR operations while using the Wiggins

limitations; however, additional limitations on operational

Fitting, a slow pumping rate of less than 100 pounds per

procedures, maneuvers, and loading are given in the

minute may indicate a clogged filter in the receiving

following paragraphs.

system. All five filters shall be replaced when this

indication occurs.

4.1.1 Minimum Crew Requirements. The minimum

crew required to operate the helicopter under normal

4.1.4 Starter Limitations

nontactical conditions is a pilot, copilot, and a crewman.

Additional crewmembers, as required, may be added at the

30 seconds operating per start.

discretion of the commanding officer. For specific crew

3 minutes between starts.

requirements, refer to Chapter 5.

3 starts during any 30-minute period.

4.1.2 Engine Limitations (T58-GE-402). All normal

4.1.5 Transmission Limitations. Operating limitations

engine limitations are shown for T58-GE-402 engines in

of the transmission system are governed by the main

Figure 4-1. Record all speeds above 106- percent Ng and

gearbox oil pressure and temperature.

duration on a VIDS/MAF.

4.1.5.1 Temperature

The maximum oil consumption rate during engine

operation is 12 ounces per hour.

Main gearboxes may operate between 135 to 145

ºC for up to 60 minutes.

Engine operation from

691º to

727º is limited to

minutes (military power) in duration and 727º to 750º for

Operation above 145 ºC is an overtemperature.

10 minutes

(topping power) for unscheduled use and

maintenance verification of engine performance.

4.1.3 Fuel System Limitations. One boost pump on

each tank during all flights. All boost pumps shall be

operating:

The transmission oil cooler was designed for

Above 4,000 feet PA.

maximum cooling efficiency during sea

level operations. Higher than normal main

Over 43 ºC OAT.

gearbox oil temperatures can be anticipated

when operating at altitudes above sea level

Less than 600 pounds fuel per tank.

and when combined with high ambient

temperatures and high power settings. The

With the fuel low level caution lights illuminated, do

reduced pressure/density of air passing

not exceed 6º noseup attitude.

through the radiator causes a loss in cooling

efficiency of the main gearbox oil cooler.

4-1

ORIGINAL

NAVAIR 01-230HLH-1

Nine hours shall be considered the maximum

continuous operating time between rotor system

lubrications.

4.1.8 Main Gearbox Torque Limitations. Main

If emergency rotor engagement is made

gearbox torque limitations for maximum service life

when the ambient temperature is

-29ºC or

under steady-state conditions are indicated by the range

less, a VIDS/MAF shall be submitted. The

markings on the torquemeter. However, transient

gearbox may be damaged from lack of

conditions in excess of the red line may occur during

lubrication at these low temperatures.

normal operations. Main gearboxes operated in excess of

limits must be inspected by an overhaul facility. The

following items define allowable operating conditions:

4.1.6 Gearbox Allowable Oil Leakage. Leakage of

main, intermediate, and tail gearboxes may be caused by

During single-engine operation, transient torque-

faulty seals, gaskets, packings, or shims. Total leakage

meter readings between

123 and

150 percent are

from all sources during a period of 10 flight hours should

permissible for periods of no more than 5 seconds.

not be over half the distance from the full to the refill line

for each gearbox.

During single-engine operation, transient

torquemeter readings above

150 percent are not

4.1.7 Maximum Continuous Operating Time

permissible.

4.1.7.1 Servicing. Maximum safe continuous operating

During single-engine operation, the main

time with hot refuelings can vary considerably with

gearbox has a 30-minute rating at 1,500 shp (123-

individual aircraft, crew fatigue, and specific operations.

percent torque) at 100-percent N_f.

Medium frequency vibrations can be expected after 8 to

10 hours of continuous operation. Ten hours should be

During dual-engine operation, transient torque-

considered as the maximum continuous operating time

meter readings between

103 and

120 percent are

with hot refueling until the helicopter is shut down and a

permissible for periods of no more than 5 seconds.

maintenance daily/turnaround conducted.

During dual-engine

operation,

transient

4.1.7.2 Rotor System Limitation. Maximum

torquemeter readings above

120 percent are not

allowable rotor speed is 117-percent N_r.

permissible.

During dual-engine operation, the main gearbox

WARNING

has a

30-minute rating at

2,500 shp

(103-percent

torque) at 100-percent N_f.

4.1.9 Airspeed Limitations. The combination of

If a blade spar pressure indicator shows

airspeed and rotor speed at which blade stall is

black at any time, further flight shall not be

encountered as shown in the blade stall chart in Part XI

attempted until qualified personnel check

should be avoided. The maximum permissible indicated

the integrity of the blade in accordance with

airspeeds are as follows:

applicable maintenance manuals.

Forward flight

120 knots

(For aircraft without IBIS installed.) For early

Sideward flight

30 knots

detection of rotor blade cracks and to preclude crack

Rearward flight

20 knots

propagation to hazardous levels, the operation intervals

between BIM inspections shall not be over 4.5 hours. If

Note

more than 1.0 hour is spent between 20 to 40 KIAS, the

operating limit between BIM inspections shall not be over

For altitude operation, decrease maximum

3.0 hours. If during flight the maximum airspeed is

permissible airspeed

(120 KIAS) by

between 101 to 110 KIAS, the operating interval between

KIAS for each additional 1,000 feet above

BIM inspections shall not be over 3.0 hours. If during

4,000-foot MSL.

flight the maximum airspeed is over

110 KIAS, the

operating interval between BIM inspections shall not be

over 2.0 hours. For these restrictions, operating interval is

defined as the elapsed time from lift-off to landing.

4-5

ORIGINAL

NAVAIR 01-230HLH-1

4.1.10 Additional Speed Limits

4.1.16 Weight Limitations. The maximum operating

Condition

Maximum

gross weight is 21,000 pounds.

Run-on landings

40 knots groundspeed

4.1.17

(NON-ET) Rescue Hoist Limitations. The

Flotation bags inflated

60 knots

hoist has a lifting capacity of 600 pounds and a lowering

Rescue hoist below stowed

capacity of 300 pounds.

position uncontrolled

60 knots

Maximum water entry/taxi

15 knots groundspeed

Note

Opening cargo doors

90 knots

Shorthauling Personnel

40 knots

Refer to rescue hoist duty cycles without

External Cargo

exceeding utility hydraulic system thermal

Forward

100 knots

limits of 121.1 ºC (Figure 2-57).

Sideward and Rearward

20 knots

4.1.18 Flotation Bag Limitations

4.1.11 Maneuvers. The following maneuvers are

permitted:

Air bottle serviced 2,650 to 3,000 psi.

Airspeed (deployed) 60 knots.

Angles of bank up to but not exceeding 45º.

Altitude (deployed) 3,000 feet PA.

Hovering turns not beyond a rate of 360º in 15

4.1.19 Flood/Hover Lights. Maximum time for

seconds.

flood/hover lights is

15 minutes. Allow

10 minutes

cooling cycle after 15 minutes of use.

4.1.12 Hovering Limitations. Refer to the hover

charts in Part XI. The helicopter shall not be hovered

4.1.20 (NON-ET) Cargo Door. Opening the cargo door

crosswind when wind velocity is over

30 knots nor

at speeds in excess of 90 knots may result in inadvertent

downwind when wind velocity is over 20 knots.

loss of escape window.

4.1.13 Altitude Limitations

4.1.21 Stores. Unless authorized by the Naval Air

Systems Command (NAVAIR), only the stores shown in

Practice live hoisting

Figure

4-3 may be carried and released singly or in

over hard surface

combination. Basic helicopter operating limitations

unless using safety

without such stores apply unless otherwise noted.

belay line procedures

Authorized variations in stores loading shall not exceed

listed in NWP 3-50. 1.

10 feet max. AGL

established launching rack capabilities.

Normal hover altitude

15 feet AGL

Flotation bags inflated

3,000 feet PA

4.1.22 Shipboard Wind Limits. See Chapter 8 for

shipboard wind limits.

4.1.14 Acceleration Limitations. The maximum

4.1.23 Taxi Limitations. Aircraft shall not be taxied

permissible acceleration shall not be over 1.5g's positive

within 25 feet of an obstruction unless taxi lines/spots or

and 0.5g negative.

other clearance guides are available for adequate

separation.

4.1.15 Center of Gravity Limitations

4.1.24 Cargo Sling Limitations. Maximum allowable

Fuselage station 258.0

Most forward cg

external load is 6,000 pounds. Maximum gross weight is

Fuselage station 276.0

Most aft cg

not to be exceeded

(see weight limitations above).

Maximum angle of bank is 30º.

Note

With ASE off and with cg aft of station

272, reduce the airspeed limits as

determined from the blade stall chart in Part

Flight above

60 knots with the cargo hook

XI by 25 knots.

lowered without an external load may result in

damage to the underside of the fuselage

The center of gravity moves aft about one-half inch

when landing gear is raised. Proper loading shall be

determined by use of the Handbook of Weight and

Balance, NAVAIR 01-1B-40.

4-6

ORIGINAL

NAVAIR 01-230HLH-1

4.1.27.2 MK 4 MOD 0 HELICOPTER DEPLOYED

4.1.25 Tipover Limitations

LIGHTWEIGHT TORPEDO RECOVERY SYSTEM

Dynamic tipover angle is 15º.

1. Carriage

Static tipover angle is 37º.

a. Airspeed -100 KIAS maximum with Mk 46/50

- 90 KIAS maximum empty.

WARNING

b. Angle of bank - 30°.

c. ASE - ON.

If lateral cyclic control becomes sluggish or

d. VMC-ONLY.

ineffectual or contacts the lateral stop, or if

bank angle becomes excessive (8º to 10º)

e. Climb/descent rate - LBA.

with one wheel on the ground and thrust

about equal to the weight, the helicopter will

f. To ensure adequate tail rotor to cage clearance,

roll over on its side. Use full cyclic control

avoid full collective reduction in less than

and reduce collective to stop the roll and

seconds. A modified lare technique should be

then correct the bank angle to wings level.

used to decelerate by simultaneously reducing

collective and bringing cyclic aft.

4.1.26 Marine Markers Deployment Limitations

2. Jettison

a. Emergency only - level flight if time/emergency

WARNING

permits.

4.1.27.3 MK 2 MOD 0/1 HELICOPTER WEAPON

25 marine markers should not be

RECOVERY SYSTEM

launched in a hover because of the possibility

of upward ejection of initial plug.

1. Bank angle-30⁰maximum.

4.1.27 WEAPON RECOVERY LIMITATIONS

2. Acceleration - LBA (without stores).

4.1.27.1 MK 146 MOD 0 TARGET LAUNCH

3. Climb/descent-LBA.

SYSTEM

4. ASE-ON.

NAVAIR flight clearance limitations for the target

launcher are as follows:

5. Maximum airspeed - see Figure 4-3.

1. Maximum airspeed loaded - 90 KIAS.

4.1.27.3.1 Weight and Balance Information. See

Maximum airspeed empty -80 KIAS.

Figure 4-4.

2. Maximum angle of bank - 30°.

4.1.27.4 MQM-74C/BQM-74C/E/E(ERT)/BQM-34

RECOVERY AND FLIGHT LIMITATIONS

3. Maximum acceleration - LBA.

4.1.27.4.1 Maximum Sea States Authorized for

Recovery by Pole Devices

LENGTH (Feet)

SEA STATE

(Beaufort Scale)

At high airspeed with the empty launcher, full

3 (3-5 foot waves)

collective lowering rates of 3 seconds or less

will cause the launcher to approach and

possibly contact the aircraft near the

4 (6 foot waves)

tailwheel.

4. ASE - ON.

4-7

ORIGINAL

NAVAIR 01.230HLH-1

CHAPTER 5

Indoctrination

5.1 GROUND TRAINING REQUIREMENTS

b. Qualification in SS does confer qualification in

The following minimum requirements are established

MS. Initial qualification in one category does not

for qualification in a nontactical category.

confer qualification in the other category.

5.1.1 Pilot Ground Training

c. A requalification shall be required when cur-

rency has elapsed.

1. Complete initial or refresher aircrew coordination

training in accordance with OPNAVINST 3710.7 and

d. Commanding officers may waive qualification

1542.7.

requirements in the case of experienced

pilots

where continuing operation is not planned.

FT/WST (if available) - 6 hours.

e. Qualifications

- SS require at least

PQM

H-3 flight operation lectures - 6 hours.

qualification.

Helicopter safety and survival equipment - 2 hours.

(1) Initial Qualification.

5.1.2 Crewman Minimum Ground Training Before

Flight

(a) Day - Six landings.

H-3 familiarization lectures - 2 hours.

(b) Night.

Complete initial or refresher aircrew coordination

1) Day qualified within 10 days.

training in accordance with OPNAVINST 3710.7 and

1542.7.

2) Six night landings.

Helicopter safety and survival equipment

(2) Currency.

hours.

(a) Day- Two day landings within:

5.2

FLIGHTCREW QUALIFICATIONS

5.2.1 Pilot Qualifications. The HAC, H2P, PQM,

6 months

and pilot in command shall be designated in accordance

with OPNAVINST 3710.7, type commander instructions,

(b) Night.

and pertinent sections of this manual.

1) Day Current.

Shipboard qualification and proficiency require-

ments.

2) Three night landings within:

a. Definitions.

4 months

2 months

(1) Single Spot (SS)

(2) Multi-spot (MS)

5-1

ORIGINAL

NAVAIR 01.230HLH-1

(3)

Requalifications.

2. Current in Basic first-aid and CPR qualifications.

(a) Day - Two day landings.

3. NATOPS qualified.

(b) Night.

4. Designated by unit commanding officer.

1) Day qualified and 1 day landing within

5.2.2.2 Helicopter Crew Chief. The designation granted

10 days.

by the commanding officer to those utility air-crewmen who

have demonstrated a superior level of knowledge and

2) Four night landings.

performance in the operation and required missions of the H-3.

The following minimum requirements are established for

2. Instrument qualification.

designation as helicopter crew chief.

a. In accordance with current OPNAVINST

1. Designated helicopter utility aircrewman by unit

3710.7.

commanding officer.

3. Waivers - In accordance with OPNAVINST 3710.7,

2. Complete parent unit's aircrew training syllabus and

unit commanders are authorized to waive in writing

be fully qualified in the following:

minimum flight hours or training requirements.

a. Current

Basic first-aid

and CPR

5.2.2 Crewman Qualification. Helicopter aircrewman

qualifications.

shall be designated in accordance with OPNAVINST

3710.7,

NAVMILPERS instructions,

type/wing

b. Can demonstrate extensive knowledge and

commander instructions, and pertinent sections of this

usage of SAR equipment and procedures.

manual. The qualifications utility aircrewman and crew

chief, as appropriate, will be assigned by squadron

3. Log a minimum of the following:

commanding officers. These designations are a one-time

occurrence (per command tour) and remain in effect until

a. Fifty hours flight time in model.

removed for cause. Annual NATOPS evaluations should

not be confused with or combined with these designations.

b. Twenty successful practice rescues, five of

NATOPS evaluation flights and crew designation flights

which must be simulated rescues using the litter

should be conducted on separate flights. Crew designation

with trail line, and six of which must be live hoists.

flights evaluate material that is beyond the scope of

NATOPS (i.e., information from NWP

3-50.1, survival

4. Helicopter rescue swimmers shall be currently

and first-aid techniques, unit mission and tactics,

qualified in accordance with OPNAVINST 3710.7 and

applicable FXPs/ATPs, PQS, and various maintenance

3130.6.

publications). Qualification and entitlement to wear

aircrew wings for all H-3 air crewmen shall be in

5. Be a qualified plane captain.

accordance with applicable NAVMILPERS and OPNAV

instructions. In accordance with OPNAVINST 3710.7, unit

6. Designated by unit commanding officer.

commanders are authorized to waive in writing minimum

flight hours, training and/or plane captain requirements.

5.2.2.3 SAR Medical Technician. The designation granted

by the commanding officer of SAR units that have hospital

5.2.2.1 Helicopter Utility Aircrewman. The designation

corpsman assigned under aircrew orders. These personnel

granted by the commanding officer to those aircrewmen

perform emergency medical care functions in flight and act as

who have demonstrated an excellent level of knowledge

the medical attendant when transporting patients in the

and performance in the appropriate operations sufficient

MEDEVAC role. These personnel also assist other members of

to meet the unit's requirements. The following minimum

the crew in search and rescue procedures and are trained in

requirements are established for designation as helicopter

aircraft operating and emergency procedures. The following

utility aircrewman:

minimum requirements are established for designation as a

SAR medical technician:

1. Completed H-3 FRS aircrew training syllabus and/or

parent unit syllabus.

1. Successful completion of the H-3 FRS aircrew

training syllabus and/or parent unit syllabus.

5-2

ORIGINAL

NAVAIR 01.230HLH-1

2. Designated helicopter utility aircrewman by unit

c. One designated crewman (cross-country).

commanding officer.

3. Functional checkflights.

3. Fifty hours of flight time in model.

a. Two helicopter pilots, one of whom is a functional

4. NATOPS qualified.

check flight pilot designated by the unit commanding

officer.

5. Qualified in accordance with OPNAVINST 3130.6

and BUMEDINST 1510.17.

b. One crewman designated as a functional

checkflight aircrewman by the commanding officer.

6. Designated SAR medical technician by unit

commanding officer.

5.2.2.5 Minimum Requirements for Combat

NOTE

Search and Rescue

SAR Medical Technicians are required to

apply for Naval Aviation Observer IAW

1. Combat search and rescue shall be designated in

MILPERS Manual.

writing and attend the appropriate CNO-approved

strike rescue school prior to assuming a crew position

5.2.2.3.1

Waiver of Requirements. In accordance

on strike rescue missions.

with OPNAVINST

3710.7, commanding officers are

authorized to grant waivers in writing or flight hours,

a. Day qualifications - Ten hours of flight training

specific training, and crew minimums when the situation

emphasizing crewman responsibilities during low

or crewman's experience warrants such action.

level terrain navigation and obstacle avoidance and

verbal positioning techniques during confined area

5.2.2.4 Minimum Crew Requirements for Specific

landings to unprepared sites.

Operations. Only those personnel considered necessary

to perform the specific mission shall be carried on flights

b. Currency

- Day currency will be maintained

that are determined to be hazardous. Such other personnel

with

1-day terrain flight

(including CALS)

as can be accommodated with approved seats and securing

within 45 days.

devices may be carried during normal operating conditions

when authorized by competent authority. To qualify for

5.2.2.6 Flight Attendant/Crew Chief. The designation

specific operations and flight categories listed below,

granted by the commanding officer to those aircrew

pilots/crewmen must meet listed qualifications. Additional

candidates who have demonstrated a superior level of

or more stringent requirements may be set forth by the

knowledge and performance in the operation and

reporting custodian officer.

employment of all required missions of the UH-3H

Executive

Transport.

The following

minimum

1. Search and rescue, support, utility missions, and

requirements are established for designation as flight

passenger transport.

attendant/Crew Chief.

a. Two helicopter pilots, one of whom is

Complete FRS aircrew training syllabus and/or

designated HAC.

parent unit aircrew training syllabus in accordance

with OPNAVINST 3710.7.

b. One designated helicopter crew chief.

Log a minimum of 50 hours flight time as an

c. One qualified rescue wet swimmer

(SAR

aircrew candidate.

missions).

Current in Basic first-aid and CPR

2. Familiarization flights and cross-country flights.

qualifications.

a. Two helicopter pilots.

Be a qualified plane captain.

Note

Demonstrate an expert knowledge of all survival

equipment in assigned aircraft.

The requirement may be waived by the

commanding officer for indoctrination

Designated by unit commanding officer.

flights provided the pilot in command holds

at least an H2P designation.

NATOPS qualified.

b. One designated aircrewman (FAM flights).

5-3

ORIGINAL

NAVAIR 01.230HLH-1

5.3 NATOPS FLIGHT EVALUATION

3. Waiver of requirements

- In accordance with

OPNAVINST

3710.7, commanding officers are

5.3.1 Pilot Evaluation. All pilots meeting the below

authorized to grant waivers in writing for rescue hoist

listed minimum qualifications shall be liable for a

operation requirements when the crewman experience

NATOPS evaluation check. The ground evaluation will be

warrants such action.

successfully completed in accordance with Chapter

before the flight evaluation. Training requirements,

5.4 PERSONAL FLYING EQUIPMENT

checkout procedures, evaluation procedures, and weather

minimums for ferry squadrons are governed by the

The pilot in command shall ensure that the following

provisions contained in OPNAVINST 371076.

equipment is worn by all crewmembers of the helicopter in

accordance with OPNAVINST

3710.7. Consult this

1. Initial flight evaluation criteria. Successfully

instruction for information on passenger flight equipment.

complete the FRS syllabus, or its equivalent. Flight

Items marked with an asterisk (*) are waived for executive

hour minimum previous 6 months):

transport missions not over water.

a. Total in model

- 35 hours or 25 hours using

Protective helmet.

CNO approved 2F64C trainer syllabus.

Flight safety boots.

b. Night time in model - 6 hours or 5 hours using

Flight gloves.

CNO approved 2F64C trainer syllabus.

Fire-resistant flight suit.

c. Instrument time in model - 4 hours.

Identification tags.

2. Minimum requirements for annual NATOPS

evaluation.

*6. Survival knife.

a. Flight hours in model previous 12 months

-60

*7. Personal survival kit.

hours (30 of which were in the previous 6 months).

*8. Signal devices.

b. NAMTD if available or refresher at squadron

9. Flashlight - required for night flights.

level.

*10. Anti-exposure suit as required by

3. Waiver of requirements

- In accordance with

OPNAVTNST 3710.7

OPNAVINST

3710.7, commanding officers are

authorized to grant waivers in writing for flight hours

*11. Personal survival radio (if available).

and NAMTG training when the situation/pilot

experience warrants such action.

*12. Flotation gear (as required).

5.3.2 Crewman Evaluation

*13. HEEDS bottle or HABD (as required).

1. Initial flight evaluation criteria

- Initial NATOPS

14. Pocket checklist.

evaluations will be satisfactorily completed prior to

5.5 CREW REST REQUIREMENTS

designation as a naval aircrewman.

2. Minimum requirements for annual NATOPS

The following crewmember rest requirements

are

evaluation

- Crewmembers meeting the following

considered to be the minimum criteria that will provide an

requirements will be considered current in all respects

optimum level of physical and mental performance during

and shall be given NATOPS evaluations annually.

flight operations:

1. Crews should not be scheduled for more than

a. Comp lete a minimum of six live hoists and six

hours of operational flying time per day. This is

simulated rescue operations within last year

(if

normally interpreted to be two operational sorties per

applicable).

day. This limit is raised to 12 hours per day per 24-

hour period for non-operational missions such as cross-

b. Complete the squadron approved training syl-

country flights.

labus in the preceding year.

A minimum of 8 hours of uninterrupted crew rest

c. Current

Basic first-aid

and CPR

should be provided per 24-hour period.

qualifications.

5-4

ORIGINAL

NAVAIR 01.230HLH-1

3. Crews should not be scheduled for continuous alert

(1) Equipment:

and/or flight duty (required awake) beyond 18 hours.

(a) Torpedo/drone familiarization.

For waiver to the above requirements commanding

officers shall refer to OPNAVINST

3710.7 for specific

(b) Recovery system familiarization.

guidance.

5.6 FLIGHT TIME SUMMARY

(2) Recovery procedures

An annual flight time summary shall be compiled for

naval aircrewmen at the end of each fiscal year and entered

(3) Load oscillation recovery

into the appropriate section of the NATOPS flight training

jacket

(OPNAV 3760/32). An Enlisted Service Record

(4) Emergency procedures

(page 13) entry shall then be made indicating this total.

(5) Safety considerations

5.7 WEAPON RECOVERY INDOCTRINATION

(6) Flight clearances

5.7.1 Flight Crew Qualifications

5.7.1.4.1 Flight Training

5.7.1.1 Pilot Qualifications. HAC shall be designated

in accordance with the current OPNAVINST 3710.7, type

1. Pilots

commander instructions, and pertinent sections of this

manual prior to being designated in writing as mission

a. Observation of aircrew duties for each tar-

commander for launch/recovery of tar-gets/torpedoes.

get/torpedo (optional)

5.7.1.2 Aircrew Qualifications. Helicopter air

b. Recovery from load oscillation in flight/ hover

crewman shall be designated in accordance with current

OPNAVINST

3710.7, BUPERS/NAVPERS instructions,

c. Launch/recovery

type/wing commander instructions and pertinent sections

of this manual prior to being designated in writing as crew

(1) System hookup

chief for launch/recovery of targets/torpedoes.

(2) Transit

5.7.1.3 Crew Requirements

(3) Launch/recovery:

1. Two helicopter pilots, one of whom is a mission

designated HAC.

(a) Launch

- flight as copilot prior to

performing maneuvers pilot at controls.

2. One crewman who is a mission designated crew chief.

(b) Recovery

- initial qualification; six

3. Two crewmen as mission requires.

recoveries (using certified dummy shapes if

available).

5.7.1.3.1 Qualification. The incorporation of these

procedures into this manual does not constitute

(4) Transit/drop off

authorization for commands to qualify and train aircrews

in them nor to perform them operationally. Specific

2. Aircrewmen

authorization will come from the appropriate type

commander, through the operational chain of command.

a. For each type of torpedo/target:

5.7.1.4 Initial Mission Qualification

(1) Observation of two launches and two

recoveries.

1. Ground training shall include:

(2) Conduct six recoveries. (Using certified dummy

a. Training lectures and hands-on equipment

shapes if available).

training conducted by personnel from cognizant

torpedo/drone custodian for all ground personnel.

5.7.1.5 Proficiency Qualification

b. Ground training conducted by mission qualified

personnel for all flightcrews. This training shall

1. Ground training to be incorporated into the unit's

annual training plan.

include:

5-5

ORIGINAL

NAVAIR 01-230HLH-1

CHAPTER 6

Flight Preparation

6.1 Mission Planning

of the air decreases, the mass flow of air through a gas

turbine decreases and the efficiency drops off. However,

Helicopter Combat Support mission planning

the gas turbine operates more efficiently at lower

involves consideration of an ever changing variety of

temperatures encountered at high altitudes with the result

situations. Missions of other types must be similarly

that the thrust delivered per pound of air consumed is

coordinated based on the requirements of original mission

higher at high altitudes. Since power output decreases and

authorization. Ultimate success of mission planning is

efficiency increases, specific fuel consumption decreases

dependent upon liaison between controlling authority and

with increased altitude. Thus, a definite advantage is

proper scheduling at squadron level.

gained with gas turbines when operated at high altitudes

since with reduced air density, higher true airspeed will

The rules applicable to range for the helicopter are

result from a given power output. The helicopter,

the same as those rules applicable to multiengine aircraft.

however; is limited in using the gas turbines for fullest

Variables affecting helicopter range are onboard fuel,

efficiency at altitude. This is not because of the engines

wind direction, and velocity. No restrictions should be

but due to the lift capability of the rotor system at high

imposed on the helicopter that would limit its range other

altitudes. For flight planning purposes, consult

than those factors that apply to multiengine aircraft (i.e.,

appropriate charts in Part XI.

NAVAIDs, fuel, wind, etc.).

6.1.1.5 Maximum Range. If there is not enough fuel

6.1.1 Factors Affecting Range and Endurance

remaining aboard to reach a practicable landing site on

two engines, best range may be gained by flying single

6.1.1.1 Weight. As the weight decreases, the power

engine at maximum speed for the single-engine configu-

required to maintain constant airspeed decreases. Heavily

ration

(100 percent N_r). This situation constitutes an

loaded helicopters must fly at a greater power setting than

emergency.

similar helicopters lightly loaded and flying at the same

speed.

6.1.1.6 Minimum Requirements. In no case shall the

planned fuel reserve after final landing at destination, or

6.1.1.2 Temperature. High inlet air temperature (T₂)

alternate airport if one is required, be less than the

has a serious adverse effect on gas turbine engines.

minimu m fuel requirement of 450 pounds total.

Temperature at 38°C reduces the available output power

of a gas turbine engine about

20 percent from that

6.2 NAVIGATION

obtained under standard conditions of

15°C. High

ambient air temperature will also increase density altitude

6.2.1 Tactical Navigation System. The TACNAV

that will increase power required to accomplish the

system is used to perform navigation computations and

mission.

furnish helicopter steering information.

6.1.1.3 Humidity. High humidity increases the density

6.3 WEIGHT AND BALANCE

altitude and effectively reduces the efficiency of the rotor

system. For every

10 percent increase in relative

Weight and balance control is necessary for cg lo-

humidity, the density altitude increases approximately 100

cation and weight distribution. For safe and efficient

feet. Thus, a high relative humidity, close to 100 percent,

flight operations, the following weight and balance re-

can effectively increase the density altitude by as much as

quirements are established:

1,000 feet.

Proper loading shall be determined by the use of

6.1.1.4 Altitude. Altitude has a marked effect on the

the Cargo Aircraft Loading and Unloading Technical

performance of all airflow engines. Air density and

Manual (NAVAIR 0l-230HLC-9) and Handbook of

temperature decrease as altitude increases. As the density

Weight and Balance (NAVAIR 01-lB-40).

6-1

ORIGINAL

NAVAIR 01-230HLH-1

During flight, care should be taken to be sure of

and survival equipment. It is recommended that pre-cruise

equal burning of fuel from the forward and aft tanks

liaison between shipboard personnel and the air

to maintain an essentially constant cg throughout the

department/parent helicopter squadron be established and

flight. This is done by use of the crossfeed switch and

helicopter indoctrination and briefings be given before

fuel boost pumps.

actual deployment. Preflight briefings should be made by

the designated shipboard air transfer officer in accordance

Responsibility - Refer to OPNAVINST 3710.7.

with the CV NATOPS manual. Pre-takeoff briefings shall

be the responsibility of the pilot in command and shall be

6.4 BRIEFING/DEBRIEFING RESPONSIBILITIES

given by the helicopter air crewman prior to or upon entry

of the passenger(s) into the helicopter. The following

6.4.1 Formation Leader. The formation leader shall

items shall be included in the brief:

make sure that all members of his flight have received an

adequate and proper briefing. He shall supplement each

Check for fit and adequacy of safety and survival

briefing as necessary.

equipment. The minimum equipment for each

individual shall be according to OPNAVINST

6.4.2 Pilot in Command. The pilot in command shall

3710.7. Any passenger not equipped with the mini-

make sure that his flightcrew is equipped with proper

mum required survival equipment shall not be carried

flight clothing, navigational kits, flight packets, flight

aboard the helicopter. All passengers shall be

plans, and survival equipment, and shall know their

required to wear eye protection while embarking and

ditching procedures as necessary. He shall also make sure

disembarking the helicopter, with rotors turning.

that his crew is fully briefed and prepared for the

scheduled mission. It will be the responsibility of the pilot

in command to make sure that all passengers are

adequately briefed before any flight as to the proper

ditching and evacuation procedures on land or water as

WARNING

applicable, and that passengers are instructed on the use

of land and water survival equipment.

The UH-3H ET, crew chief’s seat

is not a crashworthy seat. Do not

6.4.3 Command Responsibility. The general

occupy this seat during takeoff or

responsibilities of pilots in command of naval aircraft are

landing.

contained in OPNAVINST

3710.7

(current edition).

These responsibilities shall be reviewed and understood

Each occupant of the executive seats will be

by all pilots and controlling authorities.

directed to swivel the seat to its normal forward or aft

facing position during takeoff, landing, or emergency

Note

conditions.

The instructor/evaluator on flights in which

Each passenger will be directed to take a seat,

contour or NOE terrain flying, unusual

and the proper operation of the seatbelt and shoulder

attitudes, or simulated emergencies are

release shall be demonstrated by the helicopter air

being conducted should be considered the

crewman. The crewman shall further make sure that

pilot in command

(HAC) and sign for

each passenger is correctly seated and that his

acceptance of the aircraft at the discretion

harness is locked before takeoff or hover departure.

of the commanding officer.

Each passenger shall be shown an information

6.4.4 Non-operational Briefing. The formation

placard

(see Figure

6-1) with normal, ditching, and

leader may brief training, familiarization, and other

emergency egress routes/exits illustrated. The

similar flights where only NOTAMs, weather, and

crewman shall make sure that each passenger knows

communications information

are

required.

Air

the location of his nearest emergency exit and the

intelligence, navigation, communication, and other

proper operation of the exit release handle.

cognizant officers will make sure that information for

each briefing is current and readily available to the

6.4.5 Briefing Format. Briefs should be conducted as

formation leader. Functional checkflights shall be briefed

assigned prior to launch and should cover the following

according to OPNAVINST 4790.2 series.

items, as applicable.

6.4.4.1 Passenger Briefing.

The transfer of

personnel aboard the helicopter requires careful and

complete passenger briefings on action to be taken during

emergency operations and operation of emergency exits

6-2

ORIGINAL

NAVAIR 01-230HLH-1

6.4.5.1 Mission

6.4.5.6 Datum

*1. Primary.

* 1. Bearing (magnetic).

*2. Secondary.

*2. Distance.

*3. Operating Area.

*3. Time.

*4. Control agency.

*4 Current situation.

6.4.5.2 Communications

6.4.5.7 Flight Planning

1. Channels, frequencies, call signs, and controlling

1. Formation.

authority.

2. Climb out.

2. Navigational aids.

3. Mission planning.

3. Lost Communications.

4. CATCC.

4. Authenticators, codes, and IFF/SIF.

5. Recovery.

5. EMCON conditions.

6.4.5.8 Passenger Briefing

6.4.5.3 Participating Units

1. Normal and emergency egress routes and exits .

1. Call signs and side numbers.

2. Operation of emergency exit releases.

2. Disposition.

3. Operation of flotation equipment and use of survival

3. Utilization.

gear.

6.4.5.4 Weather

4. Action to be taken during controlled and

1. Wind direction/velocity.

uncontrolled ditching.

6.4.5.9 Performance Data

2. Ceiling.

1. Weight and Balance, Form F, or substitute form as

3. Visibility.

required.

4. Sea state and direction.

2. Performance calculations. Use minimum acceptable

indicated torque chart (750 °C) located in Functional

5. Water temperature.

Flight Chapter 10.

6. Air temperature.

6.4.5.10 Emergencies. Standard lost plane, downed

aircraft, and lost communication procedures can be found

7. Density altitude.

in NWP

3-04.lM, NWP

3-50.1, and the FLIP Flight

Information Handbook.

6.4.5.5

(NON-ET) Ordnance

6.4.6 Debriefing Format. Each flight should be

*1. Loading.

thoroughly debriefed immediately upon its return,

normally by the formation leader or pilot in command,

*2. Restrictions on employment.

covering the following:

3. Safety.

1. The success of the mission, including contacts,

action taken, tactics employs, and results.

4. Arming/dearming.

5. Jettison/bomb safe line.

2. Recommendations for improvement of tactics,

procedures, and techniques, flight and radio discipline, etc.

3. Completion of syllabus flights, attainment of crew

qualifications, and results of competitive exercises.

6-3

ORIGINAL

1. KEEP YOUR SEAT BELT FASTENED TIGHTLY UNTIL READY

TO DEPART THE AIRCRAFT. STAY STRAPPED IN UNTIL

DIRECTED BY THE CREWMAN.

2. KEEP YOUR HEAD PROTECTION AND LIFE VEST ON AT ALL

TIMES.

3. ON THE REVERSE SIDE OF THIS CARD IS AN AIRCRAFT

DIAGRAM. ORIENT YOURSELF WITH RESPECT TO THE

EMERGENCY EXITS. EXITS WITH YELLOW HANDLES CAN BE

JETTISONED BY TURNING THE HANDLES. THE WINDOWS

CAN BE PUSHED OUT BY SHARPLY STRIKING THE

CORNERS.

NOTE

EMERGENCY EXIT LIGHTS ARE LOCATED

ABOVE THE EMERGENCY ESCAPE HATCHES

4. IN CASE OF DITCHING:

a. IF THE AIRCRAFT REMAINS UPRIGHT REMAIN STRAPPED

IN AND WAIT FOR INSTRUCTIONS FROM THE CREW

(LAND OR SEA).

b. IF AIRCRAFT ROLLS OVER IN THE WATER , WAIT FOR ALL

MOTION TO STOP AND INITIAL INRUSH OF WATER. THEN

UNSTRAP AN PROCEED TO PREDETERMINED EXITS,

USING HAND OVER HAND METHOD. DO NOT INFLATE

FLOTATION UNTIL CLEAR OF THE AIRCRAFT. MUSTER

WITH FLIGHT CREW MEMBERS.

CAUTION

DO NOT REENTER THE AIRCRAFT FOR ANY REASON.

c. IF THE AIRCRAFT CRASHES ON LAND, EXIT THE

AIRCRAFT IMMEDIATELY AFTER ALL MOTION HAS

STOPPED AND GET WELL CLEAR.

CRASH LANDING EXIT

1. PILOT’S JETTISONABLE WINDOW ASSEMBLY

2. CABIN EMERGENCY ESCAPE HATCH, STARBOARD SIDE

3. CABIN WINDOW, STARBOARD SIDE

4. AFT PASSENGER DOOR

5. AFT CABIN EMERGENCY ESCAPE HATCH, STARBOARD SIDE

6. CABIN WINDOW, PORT SIDE

7. CABIN EMERGENCY ESCAPE HATCH, PORT SIDE

8. CABIN WINDOW, PORT SIDE

9. FORWARD PASSENGER DOOR

10. COPILOT’S JETTISONABLE WINDOW ASSEMBLY

NAVAIR 01-230HLH-1

CHAPTER 7

Shore-Based Procedures

7.1

GENERAL

7.2.2.4 Rotor Engagement. A qualified helicopter

pilot shall be in the pilot seat at all times when the rotors

Shore-based operations may vary from indoctrination

are engaged. Goggles that provide adequate peripheral

of new pilots to full-scale around-the-clock operations.

vision shall be worn by ground personnel. Before rotor

Many of the procedures required in shore-based operations

engagement is effected, it shall be mandatory that the

are identical with those used in shipboard operations, while

surrounding area be clear of unnecessary personnel,

others vary in major aspects. In this connection, attention

equipment, and obstructions. The pilot must receive and

is directed to Flight Preparation, Chapter

6, and Flight

acknowledge all-clear signals from ground personnel.

Characteristics, Chapter

11. In this section, shore-based

Rotor engagement and disengagement shall not be at-

procedures are discussed to cover as many operational

tempted in wind velocities in excess of those shown in

situations

as possible.

Mission planning and

Figure 8-1 except in an emergency.

briefing/debriefing should be done in accordance with

Chapter 6.

7.2.3 Taxiing

7.2

LINE OPERATIONS

7.2.3.1 Taxi Signals. Only standard taxi signals will be

used.

7.2.1 Line Safety. In accordance with OPNAV Notice

5100 series.

7.2.3.2 Taxi Pilots. No one shall be permitted to taxi a

helicopter except those persons authorized to fly it.

7.2.2 Ground Operation of Helicopter Engines

and Rotors

7.2.3.3 Taxi Director. Enough ground control personnel

must be available for the safe taxiing of helicopters in the

7.2.2.1 Preflight Inspection. Before engaged turn or

vicinity of obstructions or other aircraft.

engine turn, the pilot or nonpilot maintenance personnel

shall conduct a complete visual check of the helicopter.

Note

7.2.2.2 Fireguard. Before starting a helicopter engine,

The taxi director shall position himself in

a qualified fireguard shall be stationed near the engine and

front of and to the right of the helicopter

remain in readiness with the fire bottle until the engine is

centerline. He shall maintain visual contact

operating.

with the pilot in the right seat at all times.

He shall further maintain this position

Note

relative to the helicopter whenever the

helicopter is in motion and under his

The standard fire bottle without the

8-foot

supervision.

extension must be elevated in order to reach

the engine fire access door.

7.2.3.4 Taxiing. All taxiing shall be done at a safe,

slow speed. Extreme caution during night operation must

7.2.2.3 Starting of Engine. A qualified pilot or person

be observed. Air taxiing may be authorized during high-

designated by the commanding officer shall be in the pilot

wind conditions.

seat whenever an engine is started. Starting personnel shall

receive and acknowledge plane captain and fireguard all-

clear signals before starting the engine. Helicopter engines

shall not be started until the helicopter is properly secured

with approved chocks, parking brakes on, and tailwheel

locked. Engines shall not be started in a hangar unless an

emergency situation exists. Chocks and tiedowns will be

removed with utmost caution when engines and/or rotors

are operating, and then only upon the proper signal.

7-1

ORIGINAL

NAVAIR 01-230HLH-1

4. If a crew change is required while the helicopter is

engaged or engine running, the requirement for a

preflight in accordance with Preflight Inspection,

paragraph 7.2.7, by the relieving crew is waived. The

relieving crew shall inspect the helicopter as

Helicopters shall not be ground taxied

thoroughly as possible under existing conditions.

within

25 feet

(rotor tip clearance) of

Additionally, the crew being relieved shall thoroughly

buildings, aircraft, or other obstacles unless

brief the oncoming crew on all aspects of the helicopter

taxi lines/spots or other clearance guides are

that could influence the conduct of the flight.

available for adequate separation.

5. Crew change with rotor disengaged, No. 1 engine in

7.2.4 Towing

accessory drive.

7.2.4.1 Operation of Equipment. Only qualified

a. Pilots shall pick up checklist under NORMAL

personnel shall operate towing equipment. Towing cou-

STARTING PROCEDURES, paragraph

7.4 with

plings shall be inspected before towing. Only approved

Compass system. Console switches

- AS

attachment devices shall be used. Towing shall not begin

REQUIRED.

until a qualified pilot or qualified brake rider is in the

cockpit and ready to operate the brakes.

b. Complete remainder of checklist.

7.2.4.2 Towing Speed. Towing speed shall not be

6. Crew change with rotor engaged, No. 1 engine in

over 5 miles per hour. Sudden stops and starts should be

avoided. Extreme caution should be taken when towing in

flight position.

a congested area.

a. Pilots shall pick up checklist under STARTING

7.2.4.3 Wingwalker. When towing a helicopter near

NO. 2 ENGINE AND ROTOR ENGAGEMENT,

hangars, obstructions, or other aircraft, a wingwalker

paragraph 7.6 with N_f/N_r -104 percent.

equipped with a whistle shall be stationed on each side of

the helicopter to be sure of adequate clearance. When

b. Complete remainder of checklist.

helicopters are being pushed backward, a man shall be

stationed at the tail to be sure of clearance at the rear of the

When a crew change is conducted with the rotors

helicopter. At night the wingwalker shall carry a flashlight

engaged, the landing gear lockpins shall not be installed

or luminous wand and the helicopter position lights shall

unless directed by the pilot. If pins are installed, remove

be turned on.

before flight.

7.2.4.4 Movement. Helicopters may be pushed from

7.2.6 Aircraft Discrepancy Book. The discrepancies

the tail, provided adequate clearance is available and the

of at least the last 10 flights shall be made available to the

helicopter is under positive control of a towing director. A

aircrew for

their

examination. Any additional

towing director equipped with a whistle should be

discrepancies should also be brought to their attention in

positioned to supervise towing.

the form of written notations on appropriate forms.

7.2.5 Helicopter Acceptance. The pilot in command

1. The pilot in command shall ensure that all

shall not accept the helicopter for flight until he is assured

applicable inspections have been completed and that

that the helicopter is satisfactory for safe flight and

the post-flight documentation is completed and in

accomplishment of the assigned mission. The major steps

accordance with OPNAVINST

3710.7 and

4790.2

to be taken before acceptance of the helicopter are the

series.

following:

2. The pilot in command, when satisfied with the

1. Careful examination of the helicopter's recent

Aircraft Discrepancy Book, shall sign applicable

discrepancies contained in the Aircraft Discrepancy

portions of the aircraft inspection and acceptance

Book.

record (OPNAV Form 4790/141) Part A before flight

and shall complete the necessary postflight sections

2. Careful examination of discrepancies listed on the

upon completion of the postflight inspection.

maintenance turnaround and daily cards.

7.2.7 Preflight inspection. The pilot in command shall

3. A thorough preflight inspection in accordance with

ensure that the preflight inspection is accomplished in

the items listed in Preflight Inspection, paragraph 7.2.7.

accordance with the following.

7-2

ORIGINAL

NAVAIR 01-230HLH-1

7.2.7.1 General Walk around Inspection.

2. Ice shield and pitot tube airspeed adapter (if installed).

1. Wheel chocks in place.

3. Starter for security; bellmouth area free of FOD

2. Number and proper adjustment of tiedowns, if

4. Oil tank for leakage, fluid level, and filler cap for

attached.

security.

3. Fuel, oil, and hydraulic fluid leakage.

5. Engine mounts for delamination and cracks.

4. Port stores and/or stores attachment points for

6. Stator vane actuator for alignment/security.

condition and security

(NON-ET); gravity fuel caps

secure.

7. Exhaust casing for cracks, dents, hot spots, and

security.

5. Intermediate gearbox/tail gearbox oil levels, tail

rotor area, pylon hinge, and disconnect jaw teeth for

8. Engine door secure; J-hooks/suitcase latch fastened

wear/excessive grease (if folded).

(if installed).

6. Tail drive shaft covers secured; pressure -fueling cap

7.2.7.4 Left Transmission, Rotary Wing Head.

secure; check cargo door/tracks

(NON-ET) or the

forward air stair passenger door (ET) for security.

1. Input shaft area for wear/leaks, freedom of

movement.

7. Fuel, oil, and hydraulic fluid leakage.

2. Rotary wing head fairing for condition and security.

8. Starboard stores and/or stores attachment points for

condition and security (NON-ET).

3. Damper reservoir for proper level.

7.2.7.2 Interior Inspection.

4. Rotary wing head self-lube oil reservoirs for proper

level.

1. Battery on.

5. Antiflapping and droop restrainers for broken

2. Landing gear handle down; indicators indicate gear

springs.

down.

6. Check Bifilar weights and mount for integrity and

3. Fuel quantity.

lubrication.

4. Tailwheel locking handle locked.

7. BIM indicators for normal indications.

5. Parking brake set and advisory light on.

8. Blades for cracks, dents, and bonding separations.

6. Rotor brake on, pressure up, and caution light on.

9. Servo cylinders for hydraulic leaks; boot strap

springs (left lateral servo) present.

7. Battery off.

10. Transmission mounts for cracks and corrosion.

8. Cockpit windows secure.

11. Main gearbox oil level.

9. ASE compartment for hydraulic leaks, security of

control rods, and auxiliary filter indicator.

12. Check lube pump filter and torque pump filter

PDIs for proper indication.

10. Condition of overhead fuel lines, wires, and tail

rotor cables.

13. Accessory section, links, and wiring for condi-

tion, leaks, and security.

11. Aft cabin/tail cone security; tail rotor cables.

14. Transmission oil cooler, fan, fan belts, and

12. Fuel dump valves closed.

brackets for condition, leaks, and security.

7.2.7.3 Left Engine.

15. Aux manifold hydraulic filter for proper

indication.

1. Pitot cover and intake cover removed.

7-3

ORIGINAL

NAVAIR 01-230HLH-1

15. Primary/auxiliary reservoir fluid levels.

6. Check bifilar weights and mount for integrity and

lubrication.

16. Fire bottle for proper pressure.

7. BIM indicators for normal indications.

17. Tail rotor drive shaft housing for condition and

security.

8. Blades for cracks, dents, and bonding separations.

18. Engine and transmission access doors secure.

9. Servo cylinders for hydraulic leaks, and bootstrap

springs (right lateral servo) present.

10. Transmission mounts for cracks and corrosion.

11. Utility Manifold/Primary Manifold Hydraulic filter

PDIs for proper indication. (3 inlines, 2 manifolds)

On main gearboxes modified by DCC 43, a

bypass indicator on the torquemeter pump

12. No. 2 transmission oil pump filter PDI button.

filter will pop out giving a visible indication

of impending system bypass (filter clogged).

13. Accessory section, lines, and wiring for condition,

If the red button pops out, the filter must be

leaks, and security.

changed. Do not reset the red button without

first changing the filter.

14. Transmission oil cooler, fan, fan belt, and brackets

for condition, leaks, and security.

7.2.7.5. Right Engine.

15. Utility reservoir fluid level.

1. Pitot cover and intake cover removed.

Note

2. Ice shield and pitot tube airspeed adapter for

security and proper installation.

An overfilled utility reservoir may indicate

internal leakage between the damper

3. Starter for security; bellmouth area for FOD.

reservoir and the utility system.

4. Oil tank for leakage, proper level, and security of

16. Fire bottle for proper pressure.

filler cap.

17. Rotary rudder drive shaft housing for condition and

5. Engine mounts for delamination and cracks.

security.

6. Stator vane actuators for alignment and security.

18. Rescue hoist mounts and housing for condition and

security (NON-ET).

7. Exhaust casing for cracks, dents, hot spots, and

security.

19. Engine and transmission access doors secure.

8. Engine door secure; 3-hooks/suitcase latch fastened.

7.2.7.7 Nose Section.

7.2.7.6 Right Transmission Rotary Wing Head.

1. Personnel door and towline for security.

1. Input shaft area for wear/leaks, freedom of

2. All protective covers removed.

movement.

3. Condition of windows, windshields, and windshield

2. Rotor head fairing for condition and security.

wipers.

3. Damper reservoir for proper level.

4. Battery connected and shearwired, door secured,

and vents clear.

4. Rotary wing head self-lube oil reservoirs for proper

levels .

5. Electronics compartment for security; circuit

breakers/switches (L.F. stores switch off for overland

5. Antiflapping and droop restrainers for broken

flights); leaks; door closed, locked, and water tight;

springs.

floodlights for condition.

7-4

ORIGINAL

NAVAIR 01-230HLH-1

6. Condition of UHF, OTPI/ADF.

4. Bottom skin for cracks, corrosion, distortion,

and damaged rivets or screws.

7. Bottom skin for cracks, corrosion, distortion,

and damaged rivets or screws.

5. Cargo door for condition and security of stop,

slide rail, and door (NON-ET).

8. Condition of radar-altimeter antennas.

6. Aft passenger door for security and damage (ET).

7.2.7.8 Right Front of Fuselage.

7. Blades for cracks, dents, and tears.

1. External power receptacle for cleanliness.

8. UHF/COMM antenna for condition and cleanliness.

2. Heater air intake and heater exhaust clear.

9. Pressure-refueling cap for security.

3. Condition and cleanliness of Doppler TACAN and

IFF antennas (NON-ET).

7.2.7.11 Right Side of Tail Cone and Pylon.

4. Condition and cleanliness of TACAN and IFF

1. Tail rotor drive shaft housing for condition and

antennas (ET).

security.

5. Fuel, oil, and hydraulic leakage.

2. Check cotter pin on rotary rudder pitch control rod

7.2.7.9 Right Sponson Area.

3. Pylon hinge for cracks and security.

1. Tires for cuts, blisters, uneven wear, and proper

4. Intermediate and tail rotor gearboxes, cooling air

inflation.

intakes and exhaust openings for condition, over-

heating, obstructions, and leakage.

2. Landing gear system for leaks and loose

connections.

5. LF/ADF loop and sense antennas for security.

3. Sponson attachment points for loose bolts/missing

6. Stabilizer and static wicks for condition and

hardware/cracks.

security.

4. Sponson panels for security; drain screws installed;

7. Skin for cracks, corrosion, distortions, and damaged

and flotation bags secure.

rivets/screws.

5. APU exhaust clear, free from obstruction (ET).

7.2.7.12 Aft Observation.

6. APU fuel lines for leaks and loose connectors (ET).

1. Helicopter attitude/condition, as observed from

behind.

7. Hover light bracket security.

2. Screened area aft of transmission for FOD.

8. Bottom skin for cracks, corrosion, distortion, and

damaged rivets and screws.

3. Anticollision light and clearance lights forcondition.

9. Stores and/or stores attachment points for condition

4. Screened area around the tail rotor gearbox.

and security (NON-ET).

5. Pylon folded

- Inspect tail rotor drive pylon

10. Cargo hook attachment for security and damage,

connector jaws for teeth wear/excessive grease.

condition of manual release cable (NON-ET).

7.2.7.13 Left Side of Tail Cone and Pylon.

7.2.7.10 Right Bottom Hull, Side of Aircraft.

1. Intermediate and tail rotor gearbox and openings for

1. Fuel tank sump drains for leakage.

leakage and obstructions.

2. Fuel tank filter drain for leakage.

2. Rotary rudder head components secure .

3. Access panels for security.

3. Rotary rudder blades for dents or cracks and

direction of rotation.

7-5

ORIGINAL

NAVAIR 01-230HLH-1

4. Gust lock removed.

3. Sponson attachment points for loose bolts, missing

hardware, cracks.

5. Skin for cracks, corrosion, distortions, and damaged

rivets/screws.

4. Sponson panels for security, drain screws installed,

flotation bags, and hover light.

6. Pylon spread, lockpins for positive locking and

ratchet stowed.

5. Cargo hook attachment for condition, damage, and

security of cable; gap on manual release cable one-

7.2.7.14 Left Rear of Fuselage.

eighth inch or greater in sight gate on hook body after

pilot completes foot plunger release, and condition of

1. External ac power receptacle for cleanliness (UH-

hook rubber bumper pad.

3H).

7.2.7.17 Left Front of Fuselage.

2. Bottom skin for cracks, corrosion, distortions, and

damaged rivets/screws.

1. Bottom skin for cracks, corrosion, distortion, and

damaged rivets or screws.

3. Condition of UHF/COMM and HF antennas

(removed by AFC 418).

2. Doppler, TACAN, IFF, and VHF antennas for

condition and cleanliness.

4. Top of tail oleo strut for damage; tailwheel bonding

wire for condition.

3. Fuel filler caps for security.

5. Tailwheel locking pin in place (locked) and cable

4. Fuel, oil, and hydraulic leakage.

for condition.

7.2.7.18 Cabin Interior.

6. Tailwheel oleo strut for leaks and proper extension.

1. NATOPS manual, fire extinguisher, and first aid

7. Tailwheel tire for cuts, blisters, and proper inflation;

kits installed/current.

ground wire for condition and security.

2. Gyro tilt table secure/bonding strap.

8. Fuselage for dents or tears in skin .

3. Emergency air bottle, charged (2,500 to 3,000 psi).

9. Blades for cracks, dents, and tears.

4. ASE compartment for hydraulic leaks, security of

10. Thermal discharge indicator for red seal.

control rods, and auxiliary filter indicator.

7.2.7.15 Left Bottom Hull.

5. Cabin escape hatches/windows secure .

1. Bottom skin for cracks, corrosion, distortions, a n d

6. HEELS

(AFC

417) secure, and press-to-test

damaged rivets or screws.

switches checked (NON-ET).

2. Access panels for security.

7. Transmission area for leaks.

3. Bilge drain plugs and flapper valves for security.

8. Aft cabin for security of SAR/survival gear,

electronic equipment, and gear stowage.

4. Fuel tank filter drains for leakage.

9. Condition of overhead fuel lines, wires, and tail

7.2.7.16 Left Sponson Area.

rotor cables.

1. Tires for cuts, blisters, uneven wear, and proper

10. Condition of ET seats, MATA troop seats,

inflation.

interior executive package. (ET)

2. Landing gear system for leaks and loose

11. Tail cone for rudder cables/bellcrank condition

connections.

and corrosion.

7-6

ORIGINAL

NAVAIR 01-230HLH-1

7.3 BATTERY/DC EXTERNAL POWER START

13. DC External Power Connected - As Required.

NO. 1 ENGINE

1. Circuit breakers and switches - CHECKED.

2. Fuel dump switches - OFF.

Maximum continuous/peak current, for 28-

3. Brakes and tailwheel - LOCKED.

vdc external power is 300/750 Amps. When

28-VDC power is applied to the EXT

4. Beeper trim switch - ON.

POWER 28 VOLTS DC receptacle, all dc

buses, certain necessary ac instruments, and

5. Ignition switches - NORMAL.

the fire detector system are automatically

energized. The EXT PWR switch does not

6. HEELS switch - ARMED (NON-ET).

control 28-vdc power.

7. Manual throttles and speed selectors - FREE AND

Note

OFF.

Momentarily cycling the battery switch

Emergency start switches - OFF.

will verify DC EXT Power is properly

applied to the aircraft.

Rotor brake - CHECKED (320 psi minimum).

14. Landing gear - CHECK.

15. Fire warning, caution, and advisory panels

CHECK.

WARNING

16. Accessory drive switch - FORWARD, LIGHT

The rotor brake will not prevent rotor

movement with the No. 1 engine in flight

ON.

position above ground idle or with the No. 2

17. No. 1 engine - START.

engine above ground idle. Personnel injury

and/or helicopter damage may occur as a

To start the engine, hold the speed selector at

result of inadvertent rotor engagement.

SHUTOFF and momentarily press the starter button.

When the engine has accelerated to 14-percent N_g (19

percent with external dc power), T₅ below 100 °C, and

positive indication of oil pressure is noted, advance the

speed selector to the idle detent.

If low rotor brake pressure requires

a. ENG ST switch

- DEPRESS AS NECESSARY

recycling manual rotor brake with blades

TO CONTROL T₅. When engine light-off is

folded, personnel should be placed on either

evident, press the ENG ST switch on the cyclic

side of the helicopter holding the blades in

stick grip. Hold the switch pressed as necessary

order to prevent shifting of head while the

until T₅ stabilizes.

manual rotor brake is off.

Note

10. No. 1 firewall valve - OPEN.

Compressor stalls may occur if N_gis allowed

11. Start mode switch

- MANUAL (Normal for 28

to decelerate.

VDC external power).

18. At

45-percent N_g, starter

- DISENGAGE AS

12. Battery switch - ON.

REQUIRED.

Disengage starter by pulling down on the speed

selector lever.

19. All gauges - CHECK.

7-7

ORIGINAL

NAVAIR 01-230HLH-1

20. Speed selector - 104-percent N_f.

7.4 NORMAL STARTING PROCEDURES

21. Generator switches - ON.

The No. 1 engine is started first to provide power for

accessory drive section. The No. 1 engine may be started

using either ac or dc external power, APU

(ET) or if

22. Lights - AS REQUIRED.

neither is available, by using the battery. After the No. 1

engine is started and run up above generator cut-in speed,

23. Blade panel, hoist, crew ICS - CHECK.

generator power can be used to start the No. 2 engine. A

fireguard shall be standing by when starting engines.

Note

1. Circuit breakers and switches - CHECK.

The normal light indications on the blade

fold panel when the blades are folded are

2. Fuel dump switches - OFF.

safety valve warning light, control lockpins

advance light, and blades folded light. When

3. Brakes and tailwheel - LOCKED.

the blades are spread, normal light

indications are blade spread light and flight

4. External power - CONNECTED.

position light on. Abnormal indications must

be noted or corrected, as appropriate.

24. No. 1 overspeed system - CHECK.

WARNING

a. An overspeed may be simulated with the No. 1

engine in accessory drive by advancing the No. 1

speed selector to achieve approximately

108-

(ET) The APU is intended for ground

percent N_f. The N_f will then begin to cycle about

operations

only

(minimal

lighting,

±2-percent N_f.

instrumentation, and air conditioner operation).

It does not have a fire warning or suppression

b. Retard the No. 1 speed selector to 104-percent

system and therefore should not be used in

N_f.

flight.

25. DC External Power - Disconnect As Required.

Note

26. Anti-ice - CHECK.

On the executive transport helicopters (ET),

the BRIGHT/DIM switch on the CABIN

27. Fuel quantity - CHECK.

LIGHTS panel should remain in the DIM

position while operating on external power.

28. Compass system, console switches

- AS

REQUIRED.

On executive transport helicopters, if the APU

is used instead of external power; omit steps 4

29. RAD ALT, BAR ALT, RAWS

- SET AND

and 6.

TEST.

APU æ START (ET).

30. Start mode switch - NORMAL.

31. Servo sensor

- CHECK (only required the first

a. APU ON switch æ ON.

flight of the day).

(1) FUEL PUMP ON light æ ON.

a. Servo switch - AUX OFF.

(2) STARTER ON light æ ON (OFF after

If auxiliary servo pressure drops, the primary servo

starter drops out).

sensor is malfunctioning.

(3) OIL TEMP HI light æ OFF.

Note

(4) APU FAIL light æ OFF.

Proceed with systems checklist.

7-8

ORIGINAL

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