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

NAVAIR 01-230HLH-1

(5) APU ON light æ ON.

10. Anti-ice switch - AS REQUIRED.

b. APU generator switch æ RESET THEN ON

Note

(after APU engine comes to operating speed).

No. 1 engine anti-ice switch on (below 10

°C OAT if visible moisture is present).

(1) GEN FAIL light æ OFF.

11. Ignition switches - NORMAL.

(2) GEN ON light æ ON.

a. Cabin heater/air-conditioner (ET) - On as

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

Desired.

13. Accessory drive switch

- FORWARD, LIGHT

Note

ON.

If the No.

1 or No.

2 engine/inlet anti-ice

14. Manual throttles and speed selectors

FREE

switches are in the ON position, the air-

AND OFF.

conditioner will not operate.

15. Emergency start switches. - OFF.

a. HEATER/AIR COND SELECTOR æ AS

REQUIRED.

16. Rotor brake - CHECKED (320 psi minimum).

b. CABIN AIR TEMPERATURE æ AS

REQUIRED.

WARNING

External power switch - RESET, THEN ON.

Landing gear - CHECK.

The rotor brake will not prevent rotor

movement with the No. 1 engine in flight

a. Indicators - DOWN.

position above ground idle or with the No. 2

engine above ground idle. Personnel injury

b. Landing gear actuating lever - DOWN.

and/or helicopter damage may occur as a

result of inadvertent rotor engagement.

c. Landing gear warning light - PRESS TO TEST.

d. Emergency landing gear extension handle

DOWN, FORE, AND AFT; AND SHEAR-

WIRED.

If low rotor brake pressure requires

e. Emergency landing gear release lever

- AFT

recycling manual rotor brake with blades

AND SHEARWIRED.

folded, personnel should be placed on either

side of the helicopter, holding the blades in

Start mode switch - AS REQUIRED.

order to prevent shifting of head while the

manual rotor brake is off.

Blade panel, hoist, beeper trim, and crew ICS

CHECK.

17. Fire warning, caution, and advisory panels

CHECK.

Note

18. No. 1 firewall valve - OPEN.

The normal light indications on the blade

fold panel when the blades are folded are

19. Fuel quantity - TEST.

safety valve warning light, control lockpins

advance light, and blades folded light. When

Depress fuel gauge test button. Verify all fuel gauges

the blades are spread, normal light

drop to zero and then return to original position when the

indications are blade spread light and flight

button is released.

position light on. Abnormal indications must

be noted or corrected, as appropriate.

7-9

ORIGINAL

NAVAIR 01-230HLH-1

20. Battery switch - ON.

starter should be capable of motoring the

engine to

19-percent N_g. Failure to do so

may result in hot starts. If power turbine

inlet temperature

(T₅) rises abnormally or

reaches 840 °C, immediately shut down the

engine. If T₅ continues to rise above 840 °C,

note time above

840

°C and indicated

Failure to have battery switch on with No. 1

maximum temperature. If engine fire

engine running and blades folded may result

follows, as may be indicated by a

in damage to the swashplate and rotary wing

continuous temperature in excess of 300 °C,

head with inadvertent loss of external

engage the starter without ignition and

power.

motor it until the temperature drops to

acceptable limits. Refer to Part V,

21. Lights - AS REQUIRED.

POSTSHUTDOWN ENGINE FIRE.

22. No. 1 engine - START.

23.

All gauges - CHECKED.

To start the No.

1 engine, hold the speed selector

SHUTOFF position and momentarily depress the starter

button. As the engine accelerates to 19-percent N_g, T₅ is

below 100 °C, and positive indication of oil pressure is

noted, turn boost pumps ON and advance the speed

selector to GRD IDLE. When the engine lights off and

Upon initial indication of a lack of accessory

accelerates to about 45-percent N_g and the normal start

drive when operating in accessory, the

mode is being used, the current sensitive holding coil in

engine should be shut down immediately

the automatic dropout relay automatically cuts off

and not restarted. Continued operation could

electrical power to the starter, the ignition systems, and the

cause severe damage to the main

auxiliary start fuel shutoff valve switch. Do not pull down

transmission. Lack of accessory drive is

on the speed selector since this will cut out the starter. If

indicated by the loss of hydraulic (primary,

start is aborted inadvertently, return speed selector to

auxiliary, and utility) pressure, and

SHUTOFF. Normal starts are characterized by 700 to 750

transmission oil pressure.

°C T₅ in 3 seconds. (Use of ENG ST switch will aid in

limiting excessive T₅.) Abort start if T₅ reaches 840 °C.

24.

Boost pumps - OFF.

Power turbine overtemperature during start is T₅

excess of 950 °C.

Note

Boost pumps should be off to check for

engine flameout because of possible air leak

in a fuel line. If airframe fuel filters have

been changed just before the flight, the

boost pumps should be left on for about 1

Power turbine inlet temperature (T₅) should

minute after starting engine to purge air

be less than 100 °C before advancing the

from fuel lines, to preclude engine flameout.

engine speed selector to GRD IDLE. If

engine light-off does not occur within 10

25. Speed selector - 104-percent N_f.

seconds after the engine speed selector has

been advanced to GRD IDLE, abort the start

26. Generators - ON.

by pulling the speed selector down and

returning it to SHUTOFF. Move the boost

27. APU -. SECURE (UH-3H Executive Transport).

pump switches to OFF. Do not operate

a. APU generator switch - OFF.

starter continuously for more than

b. APU ON switch - OFF.

seconds except in an emergency. Do not

c. If APU used, omit step 29.

attempt more than three starts in any 30-

minute period. In the event of starter

hangup, comply with procedures in Part V.

Before attempting another start, allow the

engine to stop rotating and wait 3 minutes

for fuel to drain from the manifolds,

combustion chambers, and exhaust hood

before repeating starting procedures. The

7-10

ORIGINAL

NAVAIR 01-230HLH-1

28.

No 1. Overspeed System - CHECK

7.5 SYSTEMS CHECKLIST

a. On aircraft modified by AFC 399, an overspeed

Area clear - CHECKED.

may be simulated with the No.

1 engine in

accessory drive by advancing the No.

1 speed

Blades - SPREAD.

selector to achieve approximately 108-percent Nf.

The Nf will then begin to cycle about ±2-percent

Nf.

29.

External power - DISCONNECTED.

The primary servo is not normally

(Initiate checklist here for crew change with rotor

pressurized when the blades are folded but

disengaged, No. 1 engine in accessory drive.)

will pressurize if all electrical power to the

helicopter is lost or secured, or if an open

30.

Compass system. Console switches

- AS RE-

circuit develops in the safety valve switch.

QUIRED. (On aircraft with the A/A24G-39 AHRS, set the

Pressurization of the primary servo when the

latitude and hemisphere switches to the local latitude.)

blades are folded will put undue stress on

control linkages and may damage the

31.

RAD ALT, BAR ALT, RAWS - SET AND TEST.

control lockpins.

32.

Servo sensor - CHECK (only required the first flight

Note

of the day).

Spread/fold power will not be available

Blades spread.

if the No. 2 engine fuel firewall valve

switch is open.

(1)

Safety switch - OPEN.

The ASE should be off during blade

(2)

Blade fold MASTER switch - ON.

spreading to prevent inadvertent control

inputs.

(3)

Servo switch - AUX OFF, ON.

If servo pressure drops, the primary servo sensor

SAFETY VALVE switch - OPEN.

malfunctioning.

Blade fold MASTER switch - ON.

(4)

Safety Switch - CLOSED.

(1) Fold power indicator light - ON.

(5)

Blade fold MASTER switch - OFF.

(2) No. 1 blade position light - ON.

b. Blades folded.

BLADES FOLD-SPREAD switch - SPREAD.

(1)

Servo switch - AUX OFF, ON.

(1) BLADES FOLDED light - OFF.

If servo pressure drops, the primary servo sensor

malfunctioning.

When first blade moves.

(2) Control lockpins advance light - OFF.

When pins are disengaged.

(3) BLADES spread light - ON.

Operating time in accessory drive should not

exceed 30 minutes. With rotors disengaged,

SAFETY VALVE switch - CLOSED.

the oil cooler blower does not operate and a

rapid rise in main gearbox oil temperature to

(1) SAFETY VALVE warning light - OFF.

above the red line is possible.

(2) Fold power indicator light - OFF.

(3) Primary servo hydraulic pressure

- 1,500

PSI.

7-11

ORIGINAL

NAVAIR 01-230HLH-1

e. Rotor brake - 320 PSI MINIMUM.

Collective pitch lever - ACTUATE FULL UP.

Blade fold MASTER switch - OFF.

d. Actuate cyclic stick from one extreme to the

other in lateral, then fore-and-aft directions. Repeat

(1)

No. 1 blade position light - OFF.

cyclic stick movements with collective down.

(2) Flight position light - ON.

e. Flight control servo switch - ON.

g. BLADES FOLD-SPREAD switch - OFF.

Flight control servo switch - AUX OFF.

h. Lights and servo pressure - CHECKED.

Auxiliary servo hydraulic pressure indicator should

indicate a drop to zero and caution light should go

on.

Note

When turning auxiliary servo off, note that

Check with ground crewman to be sure that

stick jump does not exceed one-eighth of an

blades are in proper spread position and that

inch in cyclic and one-sixteenth of an inch

the blade lockpins are securing the blades in

in rudder and collective to be sure of proper

place.

rigging of auxiliary servo pilot valve.

Collective should be at midposition

3. Hoist, hoist ICS, HEELS, and IBIS

(NON-ET)

(approximately

4 inches off bottom stop)

CHECKED.

and rotary rudder pedals positioned right

pedal slightly forward of left when making

Flotation gear - CHECKED.

this check. If excessive reactions are

encountered, repeat the check when

a. Arming switch - OFF.

hydraulic temperatures are normal (about 12

to 15 minutes).

b. Rotary selector test switch - L1, L2, R1, and

R2.

g. Trim release button (on cyclic stick) - PRESS.

c. Indicating light - ON, IN EACH POSITION.

Collective pitch lever - ACTUATE FULL UP.

d. Rotary selector test switch - OFF.

Actuate cyclic stick from one extreme to the other

Head check - AS REQUIRED.

in lateral, then fore-and-aft directions. Repeat

cyclic stick movements with collective down.

h. Press left rudder pedal and lift collective to full-

WARNING

up position. Note left rudder pedal rearward

movement of about 2 inches because of collective

to yaw coupling. Press right rudder pedal and lower

Personnel injury may occur if controls are

collective to full-down position. Note right rudder

moved without knowledge of the man on the

pedal rearward movement of about

2 inches

rotor head.

because of collective to yaw coupling.

Servos - CHECKED.

Note

a. Auxiliary and primary servo hydraulic pressure

· Full actuation of flight controls can

indicators - NORMAL RANGE.

be made in any one direction in 1

second with no evidence of binding.

b. Flight control servo switch - PRI OFF.

Should binding in the controls be

Primary servo pressure indicator should indicate a

encountered, maintain that control

drop to zero and caution light should go on.

position where the binding occurred

until the system can be checked by

c. Trim release button

(on cyclic stick)

maintenance personnel.

DEPRESS.

7-12

ORIGINAL

NAVAIR 01-230HLH-1

· If cyclic drives excessively during

collective/pedal checks, primary

servos could be incorrectly timed.

WARNING

Flight control servo switch - ON.

Use of the hardover switches on the ASE

Auxiliary servo hydraulic pressure indicator should

channel monitor panel shall not be made

indicate normal pressure, and caution light should

with the blades folded to preclude damage to

go off.

the rotary wing and control linkages. In

addition, ASE hardovers shall not be in-

Basic ASE - CHECKED.

duced in flight. Repeated use of the

hardover switches may cause ASE valve

a. Initial warmup time is 3 minutes ±30 seconds.

failure. If an induced hardover should cause

an ASE valve failure, a hydraulic hardover

b. ASE - ENGAGE.

may occur and can be eliminated only by

securing of the auxiliary servo hydraulic

c. Hover indicator

- A MODE(NON-ET) or flight

system.

director (ET) A MODE.

(1) ASE, BAR ALT, CPLR, and HOVER

d. CG TRIM - Move CG TRIM knob and note

TRIM engage buttons (CYC CPLR switch must

that the pitch bar on the hover indicator (NON-ET)

or flight director (ET) can be moved full travel in

be in DOPP to engage hover trim) - PRESS.

each extreme and follows movement of trim knob.

(2) Pilot CPLR, BAR ALT, and ASE release

Reposition pitch bar to center, cyclic stick centered.

buttons

(collective, cyclic stick)

- PRESS

INDIVDUALLY AND IN ORDER. Check that

e. Pitch and roll valve check

- Move cyclic stick

all release buttons function and all engage

to forward left quadrant. Recenter the cyclic and

note that the pitch bar precedes the roll bar to the

button lights go off.

center. Repeat step to aft right quadrant. Normal

(3) ASE, BAR ALT, CPLR, and HOVER

deflection of the pitch bar with cg bar centered

TRIM engage buttons - PRESS.

should be

2-1/2

±l/2 divisions. In each case,

observe that the pitch bar precedes the roll bar to

(4) Copilot CPLR, BAR ALT, and ASE

the center of the hover indicator (NON ET) or flight

director (ET). This assures proper operation of the

release buttons

(collective, cyclic stick

)

PRESS INDIVIDUALLY AND IN ORDER.

dual-channel lag amplifier.

Check that all release buttons function and all

engage button lights go off.

Yaw trim - CHECK PROPORTIONAL BAND.

Raise collective to midposition and position pedals

8. Coupler/Doppler checks (if desired) (NON-ET).

left pedal slightly forward of right. Slowly turn yaw

trim knob. At initial movement of pedals, note

a. Altitude channel test.

point on hover indicator (UH-3H) or flight director

(UH-3H Executive Transport) at which pedals start

(1) Radar altimeters - ON AND RELIABLE.

to move. This should be between 3/4 and 1-1/2

divisions from center. Press either pedal switch and

(2) Collective friction - OFF.

observe that the yaw piper returns to center. Repeat

for opposite rudder and note that the breakout

(3) ALTITUDE set knob - 100 FEET.

should be approximately equal in both directions.

(4) Altitude coupler switch - RAD ALT.

Note

(5) ASE and CPLR buttons

- DEPRESS; CHECK

If the above check is unsatisfactory,

repeat the check when hydraulic

FOR COLLECTIVE RISE.

temperatures are normal (about 12 to 15

minutes).

g. ASE engage/disengage check.

7-13

ORIGINAL

NAVAIR 01-230HLH-1

(6) Altitude coupler switch - WHEN COLLECTIVE

Note

STARTS TO RISE, SWITCH TO VA.

COLLECTIVE SHOULD CONTINUE TO RISE IN

The accelerometer nulls cannot be checked

EACH POSITION. (On helicopters with AFC 396,

adequately aboard ship because of the

disregard mention of CABLE ALT position.)

accelerations generated by ship movement.

When setting nulls aboard ship, center

(7) Collective pitch lever - UP.

DRIFT and SPEED knobs as approximate

settings during first hover. Speed and drift

(8) CPLR REL and BAR REL buttons -DEPRESS;

settings can be effectively nulled during a

CHECK VERT POINTER NULL ±3/4 DIVISIONS.

cyclic coupled hover. With the meter

selector switch in coupler, monitor A mode

(9) ALTITUDE set knob - ZERO.

to center both bars with the speed and drift

pots while the copilot monitors aircraft

(10) SPEED set knob - 100 KNOTS.

hover stability.

(11) CPLR button

- DEPRESS; CHECK FOR

COLLECTIVE DROP.

Hover trim check - IF DESIRED.

(12) Altitude

coupler

switch

- WHEN

(1) ASE, BAR ALT, coupler - ENGAGE.

COLLECTIVE STARTS TO DROP, SWITCH TO

VA, THEN RAD ALT. COLLECTIVE SHOULD

(2) CYC CPLR switch - DOPP.

CONTINUE TO DROP IN EACH POSITION.

(3) HOVER TRIM - ENGAGE.

(13) Collective pitch lever - DOWN.

(4) Crewman at the aft station

- REPORT RED

(14) CPLR REL and BAR REL buttons

LIGHT ON.

DEPRESS; CHECK VERTICAL POINTER NULL

±3/4 DIVISION.

(5) Pilot

RELAY INFORMATION TO

CREWMAN TO ALLOW HIM TO CENTER

(15) BAR OFF button - DEPRESS.

BARS ON HOVER INDICATOR WITH HIS

PITCH AND ROLL BIAS KNOBS.

VA/Doppler V_h, V_d, and V_z nulls.

(6) Crewman

MOVE CONTROL STICK

(1) Doppler - STBY.

FORWARD.

(2) METER SELECTOR knob - CPLR.

(7) Pilot

- CHECK THAT HORIZONTAL BAR

MOVES UP AND THAT CYCLIC STICK BEEPS

(3) Hover indicator - A MODE.

FORWARD.

(4) CYC CPLR switch - OFF.

(8) Repeat steps (6) and (7) for back, right, and

left.

(5) ASE - ENGAGED.

(9) CYC CPLR switch

- OFF, CHECK THAT

(6) SPEED set knob

- CENTER HORIZONTAL

HOVER TRIM LIGHT ON ASE PANEL GOES

BAR (±2 knots on knob).

OFF.

(7) DRIFT set knob

- CENTER VERTICAL BAR

Cyclic channel tests.

(between D and T on knob).

(1) Pilot hover indicator - D MODE.

(8) Hover indicator vertical pointer

±l/4

divisions up.

(2) Copilot hover indicator - A MODE.

(9) Altitude coupler switch - RAD ALT.

(3) Doppler selector switch - TEST.

(10) CPLR - ENGAGED.

(4) CYC CPLR switch - DOPP.

(11) Hover indicator pointer - 0 ±l/4 division.

(5) Pilot hover indicator

1 TO 1-1/2 DIVISIONS

UP AND RIGHT, VERTICAL POINTER 1-1/2 TO

2-1/2 DIVISIONS UP.

7-14

ORIGINAL

NAVAIR 01-230HLH-1

(6) Copilot hover indicator

2-1/2 TO

3-1/2

5. No. 2 engine - START.

DIVISIONS UP AND RIGHT, VERTICAL

POINTER

3 TO

3-1/2 DIVISIONS DOWN

Note

FROM V_Z NULL.

Engine start limitations are the same as No.

Step 11 of accelerometer nulls.

1 engine.

(7) Groundspeed indicator - 17 ±2 KNOTS

6. All gauges - CHECKED.

and 225° ±5°.

7. Boost pumps - OFF.

(8) Cyclic stick

- CHECK BEEPING FORWARD

AND RIGHT.

8 ASE - OFF.

(9) Doppler selector switch - RESET TO STBY.

9. Shoulder harness (all stations) - LOCKED.

(10) Hover indicators - RESET.

10. Collective - MINIMUM.

(11) METER SELECTOR knob - ASE.

Copilot monitor until taxi.

(12) ASE - OFF.

11. Area clear, engage signal - CHECK.

TACNAV equipment check (if desired).

WARNING

10. Cargo hook releases - CHECKED (as desired) (NON-

ET).

a. Crewman should check for activation of cargo hook

Before rotor engagement, be sure personnel

release for both pilot and copilot electrical release

are clear of the rotary wing and the rotary

button.

rudder blades. For ground clearances, see

Figure 3-10.

b. Check for activation of cargo hook release for pilot

manual release foot plunger.

12. Rotor - ENGAGE.

Advance No. 2 speed selector for a 2-percent N_g in-

crease, place rotor brake in detent, checks rotor brake

pressure zero, caution light off, and ensure that N_f and

Nr are advancing together. Maintain torque values

between 40 and 60 percent. Antiflapping restrainers

If foot plunger does not return to the full up

should release at about 25- to 30-percent N_r. Droop

position after manual activation, subsequent

stops should release at about 65- to 75-percent N_r.

inadvertent release of an external load is

possible.

7.6 STARTING NO.

2 ENGINE AND ROTOR

ENGAGEMENT

1. Start mode switch - NORMAL.

The rotors should not be engaged in winds

above 45 knots because of excessive rotary

2. Fuel panel - No. 2 FIREWALL VALVE OPEN.

wing blade flapping. When engaging the

rotor in high or gusty winds, the rotor should

3. Rotor brake - ON.

be accelerated as rapidly as possible without

exceeding torque limits of 60 percent. Refer

4. Anti-ice switch - AS REQUIRED.

to FIG. 8-1 for Engagement Wind Limits

Note

13. Cyclic stick

- CHECK RESPONSE AT

100

PERCENT.

No. 2 engine anti-ice switch on (below 10

°C OAT if visible moisture is present).

7-15

ORIGINAL

NAVAIR 01-230HLH-1

Actuate cyclic stick a slight amount in all directions

16.

Accessory drive switch

- AFT, ACCESSORY

and cheek for proper response by observing tip-path

DRIVE AND BLADE PANEL LIGHTS OFF.

plane of rotary wing blades.

14. No. 2 engine flat pitch - CHECKED.

Normally power turbine speed

(N_f) is

108 to 112.5

· After placing the accessory drive switch to

percent for single engine with maximum travel on the

the aft position, if the accessory drive light

speed selector. Normal deterioration of engine

remains on or there is any other indication

performance may result in flat pitch readings below

that the transmission did not actually shift to

108-percent N_f. If this flat pitch is the result of normal

the flight mode, return the accessory drive

deterioration of engine performance, the engine may be

switch to the forward position before moving

accepted for flight provided the reading is not below

the No.

1 engine speed selector from the

105-percent N_f. If the pilot is unable to determine that

GRD IDLE position.

a reading between 105 and 108 percent is the result of

normal deterioration of engine performance, the engine

shall be checked for serious fuel control malfunction

· If the input freewheeling unit fails to engage

despite positive indications of a successful

before flight.

shift from accessory drive to flight position,

Note

the accessory drive switch should be returned

to the accessory drive position, and a normal

shutdown performed.

With AFC 399 and Nr above 104 percent,

No.

1 engine will sense an overspeed

condition and drop to 60- to 70-percent N_f.

· Lack of electrical overspeed protection may

result in destructive overspeed in the event of

15. No. 1 speed selector - GRD IDLE.

a flex drive shaft failure while on the deck

with the main gearbox accessory drive switch

in the flight position.

· Rapid movement of No. 1 Speed selector to

the maximum position can cause premature

Failure/damage to the main gearbox No. 1

If the generator caution lights and/or tail

freewheeling unit. Gradually bring the No. 1

takeoff caution light go on when the No. 1

engine N_f up to approximately

90 to

engine is retarded to ground idle, do not

percent, pause momentarily, then smoothly

switch from ACCESS DR to FLIGHT.

marry No. 1 N_f to N_r without any "clunking"

Immediately return the No. 1 speed selector

of the input freewheeling unit or N_f

to 104-percent N_f and go through a normal

overshoot. If "clunking" or overshoot does

shutdown. This condition indicates a

occur during normal engagement of the No. 1

possible failure of the tail takeoff

engine, it may indicate a worn freewheeling

freewheeling unit. Under these conditions,

unit that should be further investigated.

loss of No. 1 engine will result in loss of all

accessories.

· On helicopters modified by AFC 401, if the

speed selectors are in the proper position (No.

1 - GRD IDLE, No. 2

- 102-percent Nf or

above) but the linear actuator will not transfer

from accessory drive to flight, you can

bypass the speed selector microswitches by

placing the accessory drive override switch to

Before switching accessory drive switch to

OVRD. Selecting OVRD when No. 1 engine

FLIGHT, a verbal challenge and reply

N_f is greater than No.

2 engine N_f can

exchange shall be made between the pilots

damage main gearbox because of suddenly

to be sure the No. 1 engine is at GRD IDLE

applied loading. A verbal challenge and reply

and No. 2 engine is at 102-percent Nf/Nr or

exchange shall be made between the pilots to

above. Selecting FLIGHT when No.

be sure the No. 1 engine is at GRD IDLE and

engine N_f is greater than No. 2 engine N_f can

No. 2 engine is at 102-percent N_f prior to

damage main gearbox because of suddenly

selecting OVRD. The accessory drive light

applied loading.

will remain on 6 to 7 seconds after selecting

OVRD.

7-16

ORIGINAL

NAVAIR 01-230HLH-1

17. No. 1 engine flat pitch - CHECKED.

3. Chocks/tiedowns - REMOVED.

a. No. 1 speed selector - MAXIMUM.

4. Tailwheel locking handle - UNLOCKED.

b. No. 2 speed selector

100-percent N_f, ZERO

5. Shoulder harness (all stations) - LOCKED.

TORQUE.

18. N_f and N_r - 104 PERCENT.

WARNING

(Initiate checklist here for crew change with rotor

engaged).

The crew chief’s seat is not a crashworthy

19. NAVAIDs - CHECKED.

seat. Do not occupy this seat during takeoff

or landing.

20. Landing gear lockpins/safety pins - SIGHTED.

Parking brake - OFF.

21. HEEDS bottle - ON.

Brakes - CHECKED.

22. VLEA control dial (helicopters modified by AFC

407) - SET.

WARNING

7.7 TAXIING

If the wheelbrakes bind or lock up, or

WARNING

helicopter is inadvertently taxied into a hole

or obstruction, the nose will pitch down and

an immediate lift-off may be required to

The tip-path height forward of the helicopter

prevent damage to the helicopter. During all

must be monitored to prevent endangering

phases of ground taxi, pilots must be

taxi directors and line personnel.

constantly alert for the necessity of lift-off

and all occupants must remain securely

7.7.1 Taxiing Procedure. Taxiing is a coordinated

strapped in until cleared to leave their seats

maneuver utilizing collective to control taxi speed and

by the pilot.

rotary rudder thrust to control heading. In addition, the toe

brakes are utilized for slowing/stopping the aircraft. The

Tailwheel - CHECKED.

toe brakes shall only be applied with collective in the full-

down position. Cyclic is normally displaced slightly

forward and into the wind.

All ground taxiing in congested areas shall be done

under positive control of a qualified taxi director. Use his

Do not place tailwheel lock handle to

signals as an aid; however, remember that the pilot and not

LOCKED during ground turns. Helicopter

the lineman is responsible for the safety of the helicopter.

must be rolling in a relatively straight line

when tailwheel is LOCKED to prevent

The copilot shall give the lineman the pull-chocks

shearing of lockpin.

sign. The pilot and copilot shall then check their respective

sides of the helicopter for removal of chocks, tiedowns,

Note

obstructions, and loose gear. The copilot shall report his

side clear, and the pilot shall acknowledge and report his

To allow the tailwheel lockpin to release, do

side clear. All stations should report shoulder harness

this:

locked. The copilot shall monitor the collective while the

pilot unlocks the tailwheel.

a. Allow helicopter to taxi forward a few

feet to relieve possible binding of the

7.7.1.1 Taxi CheckIist.

lockpin because of tailwheel tire side

1. Area - CLEAR.

2. Lights - AS REQUIRED.

7-17

ORIGINAL

NAVAIR 01-230HLH-1

b. Exert rotary rudder pedal pressure

4. Boost pumps - AS REQUIRED.

(normally left) in varying amounts to

balance inherent torque that may prohibit

5. Rotor brake - CHECKED.

disengagement of tail-wheel lockpin during

step 4.

Rotor brake handle is in detent, the rotor brake caution

light is off, and that rotor brake pressure is 0 psi.

Use rotary rudder pedals cautiously to prevent

swerving. Maintain 104-percent N_r so that an immediate

6. Instruments/warning lights - NORMAL/ CHECK.

takeoff can be accomplished if a crosswind should tilt

helicopter. When taxiing crosswind, hold cyclic stick

7. Lights - AS REQUIRED.

slightly into wind.

7.9

TAKEOFF CHECKLIST

Taxi speed is controlled with coordinated

use of cyclic, collective, and toe brakes.

The crew of the helicopter must maintain

Rapid application of excessive aft cyclic

constant vigilance outside of the cockpit to

without enough load on the rotor system

avoid the possibility of striking another

may cause the retreating blade to strike the

aircraft or other obstacles.

tail cone.

1. Chock/tiedowns - REMOVED.

9. RMI/BDHIs/wet compass - CHECK.

2. Shoulder harness - LOCKED.

10. Turn-slip-Indicator - CHECK.

3. Doppler/tacan/TACNAV

- AS REQUIRED (NON-

7.7.2 Air Taxiing. Air taxiing should not be used in the

ET).

vicinity of parked aircraft or debris that will be displaced

by rotor wash. Extreme care shall be taken when air

4. ASE/BAR ALT - ENGAGE/AS REQUIRED.

taxiing. The pilot, copilot, and crewman shall act as

vigilant lookouts. Taxiing altitude shall be high enough to

5. Lights - AS REQUIRED.

clear all obstructions and to prevent dust, dirt, and debris

from blowing into the helicopter.

6. Emergency start - ON.

7.8 PRETAKEOFF

7. Tailwheel - LOCKED.

1. Radar and barometric altimeters, VGI

- TEST, SET,

8. Brakes - AS REQUIRED.

AND CHECKED.

9. Crew - READY FOR TAKEOFF.

2. N_r - 104 PERCENT AS REQUIRED.

a. Heed bottles - ON.

3. OAT - CHECKED.

b. VLEA control dials - SET.

Check OAT and turn on pitot heat if required. Engine

anti-ice switches on at 10 °C OAT or below if visible

7.9.1 Takeoff Procedures. Because of the versatility

moisture is present.

of the helicopter and its ability to takeoff from small areas,

the governing factors in the type of takeoff to be used are

gross weight, density altitude, wind velocity and direction,

and size and condition of the takeoff area. The following

WARNING

paragraphs describe the types of takeoff to be made under

various conditions. The normal vertical takeoff is the most

common type of takeoff and should be used whenever

If windshield anti-ice is to be used, the

possible. Normal vertical takeoffs can be made at moderate

LOW position should be selected before

altitudes and with normal gross weight, as shown in

selecting NORMAL. Personnel in the

Chapter 21. This type of takeoff provides a high safety

vicinity of the helicopter should be warned

factor, as the helicopter is lifted vertically to a height of 15

of a possible missile hazard in case of

feet where flight and engine instruments and controls may

damaged or arcing heating elements.

7-18

ORIGINAL

NAVAIR 01-230HLH-1

be checked for normal operation before continuing flight.

contact with the ground. As groundspeed increases,

At high altitudes, when a vertical takeoff can be made but

sufficient lift will be developed to accomplish a takeoff.

hovering out of ground effect is not possible, the helicopter

Do not attempt to rush the forward movement, as settling

may be accelerated forward in level flight with the wheels

into the ground will result. Utilize rotary rudder and wing-

clear of the ground until climbing airspeed is obtained.

down methods of control as necessary to maintain a

Conditions requiring an accelerating run in level flight are

straight track over the ground with no drift. As the

shown in Chapter

21. Maximum performance takeoffs

helicopter becomes airborne, establish a shallow climb and

permit the helicopter to take off from restricted areas under

gradually displace the cyclic control forward to increase

high gross weight and high-altitude conditions. Maximum

airspeed to 70 knots while maintaining necessary torque to

performance takeoffs are used to accelerate the helicopter

obtain normal acceleration. Do not exceed maximum dual-

from a standing position on the ground without hovering

engine torque. When comfortably airborne, adjust

into forward flight with a concurrent climb. Running

collective as necessary for climbing. Throughout the

takeoffs are used under certain conditions of high gross

maneuver, the required torque will be less than that

weight and high-density altitude where there may not be

required to hover.

enough power developed by the engines and lift developed

by the rotary wing blades for a vertical takeoff. Conditions

7.9.1.3 Crosswind Takeoffs. Crosswind takeoff

requiring a running takeoff are shown in Chapter 21.

procedures are the same as into-the-wind-vertical or

running-takeoff procedures with the exception of the

required cyclic displacement into the wind. These takeoffs

are prohibited in winds exceeding 30 knots.

WARNING

7.9.1.4 Maximum

Performance

Takeoff

(Restricted Area). The maximum performance takeoff is

(ET) The APU is intended for ground

required when operating from restricted areas where

operations only

(minimal lighting,

obstructions surround the site. This type of takeoff can

instrumentation, and air conditioner

usually be accomplished when there is sufficient power to

operation).

It does not have a fire

hover out of ground effect. It may be necessary to climb

warning or suppression system and

vertically or nearly vertical, as dictated by surrounding

therefore should not be used in flight.

obstacles. Set speed selectors full forward. Maximum

performance takeoffs are used to take off from restricted

7.9.1.1 Normal Vertical Takeoff. After the helicopter

areas and to accelerate the helicopter from a standing

has been taxied to the takeoff spot and headed into the

position on the ground into a climb and forward flight

wind, the takeoff checklist shall be completed including a

without hovering. Check wind direction and area clear.

request for takeoff clearance.

Increase collective pitch smoothly to maximum power,

being careful not to exceed gearbox limitations, and

Set pilot hover indicator (NON-ET) or flight director

simultaneously increase airspeed to the extent consistent

(ET) to A mode (D mode in instrument conditions), check

with safely clearing the obstacles until best climb speed

collective pitch lever at minimum pitch setting, set engine

can be attained and climbout continued. Every effort

speed selectors, and increase collective pitch steadily as

should be made to minimize operating time in the avoid

helicopter leaves the ground.

sections of the height velocity charts found in Chapter 25.

Rise vertically to about 15 feet as indicated by the

radar altimeter, maintaining hover altitude and steady

position with cyclic stick. Check all engine and flight

instruments and check for clear area before transition to

forward flight.

At high gross weights, it may not be

possible to make a safe landing in the event

7.9.1.2 Running Takeoffs. Running takeoffs should

of engine failure. Consequently, this

never be attempted over rough terrain. Under conditions

maneuver should only be practiced at low

requiring a running takeoff, it is necessary to increase lift

gross weights.

through forward motion before becoming airborne. With

the helicopter lined up on desired takeoff heading,

7.9.2 Hovering. Hovering this helicopter is basically

smoothly increase collective pitch and at the same time

the same as hovering any other single rotor helicopter.

move the cyclic control forward to commence forward

Proficiency in hovering the helicopter is most important,

motion over the ground. As the helicopter becomes light

since this is the maneuver whereby the helicopter has most

on the landing gear, the combinations of the nosedown

of its designed missions. Hovering should be done at 100-

attitude to roll forward and the collective to cyclic

percent N_r. Height above the deck should be about 15 feet

coupling may tend to pitch the helicopter forward and

over a paved surface and 40 feet over water or unpaved

possibly bring the ARA-25 antenna and rotating beacon in

7-19

ORIGINAL

NAVAIR 01-230HLH-1

surfaces. When hovering crosswind, the cyclic control

Note

should be displaced into the wind to avoid drifting.

Hovering crosswind in winds of over 30 knots shall not be

While operating at or above 104-percent

attempted. Downwind hovers are seldom used

Nr, the tail takeoff freewheel unit warning

operationally and should be attempted only under

system will not function because of high

controlled conditions of wind and terrain. This maneuver

generator frequency output.

should only be practiced over terrain suitable for landing.

During extended downwind hovering, close cabin and

7.12 CRUISE CHECKS/FUEL MANAGEMENT

cockpit hatches and turn on the ventilating fan to prevent

too much exhaust gas concentrations in the cockpit and

1. For cruise power settings, refer to Part XI.

cabin. Hovering downwind in winds of over 20 knots is a

prohibited maneuver.

Note

7.10 TRANSITION TO CLIMB

The automatic navigation system accuracy

and the electronics equipment reliability is

When transitioning to forward flight, lower nose

dependent upon operation at 100-percent

approximately 5° to 8° below hover attitude and increase

Nr. The vibration absorber also is adjusted

torque approximately 15 percent above hover torque. If

for best operation at 100-percent N_r. For

engine power, rotary wing rpm, and collective pitch

optimum electronic and automatic

remain constant, a momentary settling will be noted when

navigation system performance and lowest

the cyclic stick is moved forward, tilting the tip-path plane

vibration levels, the helicopter should be

to obtain forward speed. As the helicopter accelerates

flown at 100-percent N_r.

forward through translational lift, less power is required

because of the increased airmass contacted by the rotary

2. Engine anti-ice switches

- ON (at 10 °C OAT or

wing. At this time, the cyclic stick should be repositioned

below if visible moisture is present).

to maintain the nosedown attitude.

3. Fuel boost pumps - AS DESIRED.

As forward speed is attained, the aircraft will begin to

climb; torque values established by the original collective

The four submerged-type, fuel boost pumps installed

position will decrease with the increase of translational lift

will not provide enough fuel pressure to operate the

but should be maintained above

65 percent. Normally,

engines in case of failure of the engine-driven fuel

transition should be programmed to attain

70 knots

pump. They will, however, assure a head of fuel is

airspeed between

150 and

200 feet. A normal climb

delivered to the centrifugal fuel purifier and counteract

airspeed should be maintained at 70 knots and will result

any vapor lock that might otherwise form in the

in a near level attitude. For recommended speeds, climb

helicopter fuel system.

rates, and fuel consumption for climbs refer to Chapter 22.

a. During normal operations, at least one boost

7.11 POSTTAKEOFF

pump shall be on in the forward and aft tanks.

After a normal vertical takeoff check all engine and

flight controls and complete the following:

1. Landing gear - UP.

Use of boost pumps for engine feed is

2. Lights - AS REQUIRED.

required whenever the center tank is

empty. A malfunctioning transfer check

3. IFF/NAVAIDs - CHECK.

valve can result in air being drawn into

the fuel system from the empty center

4. Compass - CHECK.

tank. The above condition can result in

flameout of the engine serviced by the

5. Security check - COMPLETE.

fuel tank, in which case both boost

pumps are either inoperative or off.

6. N_r -AS REQUIRED.

7. Adjust CG Trim - As Required.

7-20

ORIGINAL

NAVAIR 01-230HLH-1

b. Use of all fuel boost pumps is mandatory

3. Fuel dump switch - AS REQUIRED.

during the following conditions:

4. Fuel dump switch - OFF.

(1) When flying at pressure altitudes of 4,000

feet and above.

5. Boost pumps - AS REQUIRED.

(2) During operations in temperatures of 43 °C,

Note

OAT, and above.

Under certain extreme conditions, other

(3) When fuel level indicates less than 600

equipment should be removed in conjunction

pounds in either the forward or aft tank.

with the fuel.

4. BAR ALT engage button - DEPRESS if automatic

7.12.4 Turns Using Automatic Stabilization

altitude control is desired after leveling off and

Equipment. By using the yaw trim knob for turns while

stabilizing airspeed.

hovering, turn the knob left or right slowly and smoothly

to produce the turn desired. With forward speed, this

7.12.1 Fuel Crossfeed. Fuel crossfeed may be

control will be very convenient for small turns of from 1°

utilized during normal operations to assist in fuel

5°. Large turns can be made but will cause the

management. To accomplish fuel crossfeed, do the

helicopter to skid unless they are made very slowly or the

following:

pilot banks the helicopter while the knob is turned.

1. Crossfeeding tank - BOTH BOOST PUMPS ON.

7.13 BEFORE LANDING CHECK

2. Noncrossfeeding tank - ONE PUMP ON.

1. Landing gear - DOWN AND LOCKED.

3. Crossfeed switch - OPEN.

Check landing gear position indicators. Warning light

in lever knob should go on and then go out when

Note

landing gear is down and locked. Landing gear should

extend in about 5 seconds.

It is possible that differential fuel pressure

may prevent the system from crossfeeding.

2. Speed selectors - CHECKED.

If no evidence of crossfeeding is noted,

change pump usage in the noncrossfeeding

Note

tank.

When established in a landing pattern, only

7.12.2 To Secure Crossfeed

item 1 needs to be checked for subsequent

touch and go landings. The landing gear

1. Crossfeed switch - CLOSED.

shall not be retracted when another landing

is intended.

2. Boost pumps - AS DESIRED.

3. Cabin heat/air conditioning (ET)- OFF.

7.12.3 Fuel Dumping in Flight. If fuel dumping is

necessary to reduce gross weight for hovering or landing,

Five minutes before landing to allow heater fan to

perform the following procedures:

continue to operate and lower duct air temperature

before landing.

1. All fuel boost pumps - ON.

4. Jettison, HF (if installed) - SAFE.

2. Crossfeed switch - CLOSED.

5. Lights - SET.

6. Stores load panel switches (NON-ET)- OFF/SAFE.

WARNING

To preclude possible flameout, do not open

the crossfeed valve. Fuel dumping should be

done utilizing the failed engine's fuel dump

system. Cg trim should not be affected

seriously from fuel imbalance.

7-21

ORIGINAL

NAVAIR 01-230HLH-1

7. Shoulder harness - LOCKED.

tion. To prevent this, avoid abrupt

movements of the collective and cyclic

controls while the wheels are in contact with

the ground.

WARNING

· When landing with an extreme aft cg

setting and maintaining level attitude with

The crew chief’s seat is not a

cyclic, the helicopter will move forward on

crashworthy seat. Do not occupy this

landing. The cyclic should not be moved aft

seat during takeoff or landing.

to stop the forward motion, as the rotor

blades may strike the tail pylon.

Check all helicopter stations.

After attaining a hover over the spot of intended

8. Tailwheel - LOCKED.

landing, decrease the collective pitch to a vertical descent,

maintaining position over the ground with cyclic stick and

9. Brakes - CHECKED.

directional control with the rotary rudder pedals. Smooth

reduction of collective pitch will limit directional control

Check for pressure and set as desired.

problems. Under normal wind conditions, the helicopter

will touch down tailwheel first, followed in a nearly level

10. Crew

- Crew landing checklist complete/Hook

attitude by both main landing gears. Upon firm contact

stowed.

with the surface, decrease collective pitch slowly and

smoothly, simultaneously applying forward cyclic; stop

7.14 LANDING

any forward rolling motion with wheelbrakes, not aft

cyclic. A bias in the collective to cyclic pitch (fore and aft)

7.14.1 Dual-Engine Landing Approach and

coupling is incorporated in the mixing unit to apply

Transition to a Hover

(Figure

7-7). The proper

automatic noseup pitching correction when the collective

position to begin a normal approach is abeam the landing

is lowered. The pilot must counteract this automatic aft tilt

spot, heading downwind at a recommended

500-foot

of the rotor path when the collective is lowered by

altitude and 70-knot airspeed. Complete the landing check

application of forward cyclic. The technique is imperative

list before reaching the 180° position. When turning base,

to prevent the rotary wing blades from operating in

check wheels down and locked and notify the tower. Begin

proximity to or flexing downward upon landing impact

approach by reducing collective to about 25-percent torque

and possibly striking the tail cone. To aid smooth landings

and establish a rate of descent of 500 to 1,000 fpm while

and avoid undue stresses on the landing gear, all sideward

turning toward the landing area. Vary the power as

or rearward drift should be eliminated before touchdown.

necessary to maintain the desired rate of descent at 70

When conditions will allow, a smoother landing is

knots. Increased right rotary rudder pressure will be

sometimes accomplished by moving forward over the deck

required to maintain balanced flight. At about

150-foot

1 or

2 knots on touchdown. Stop the rolling with

altitude, apply back cyclic to decelerate. Plan the approach

wheelbrakes, not aft cyclic. If a soft surface is

and apply power as necessary so that the helicopter

unintentionally encountered and the wheels begin to settle,

simultaneously arrives at zero groundspeed and zero rate

add collective pitch immediately and become airborne.

of descent over the landing site in a near level attitude at

This helicopter does not have a history of susceptibility to

15 feet. If excessive groundspeed is present at the end of

ground resonance; however, if any unusual vibration or

an approach, come to a hover beyond the spot or take a

unbalanced condition is experienced during landing,

waveoff. Any tendency to correct this condition by placing

execute an immediate takeoff. Normal vertical landings on

the helicopter in an abrupt tail-low attitude near the ground

land should be made with tailwheel locked. Changes in the

should be avoided.

rotary wing torque may cause a slight swerve if the

tailwheel is unlocked.

7.14.2 Landing After Attaining a Hover.

7.14.3 Run-On Landings. Run-on landings should be

practiced to simulate the method of landing a helicopter

that cannot be hovered because of a high gross weight or

high altitude. Under those conditions, it is necessary to

maintain the added lift provided by forward motion until

the wheels are on the ground. Practice run-on landings

· During landings and ground operations, it

should be made with feet on the rotary rudder pedals,

is possible by abrupt movement of the col-

tailwheel locked, wheelbrakes off, and on approved

lective pitch lever to the down position and

landing sites. The helicopter is flown in a normal approach

the cyclic stick to the aft position to cause

down to the straightaway position. In the straightaway,

the rotary wing blades to strike the tail sec-

cyclic control is used to control descent while maintaining

7-22

ORIGINAL

NAVAIR 01-230HLH-1

a torque value less than hover power to simulate heavy

7.15

AUTOROTATIONS

load conditions; utilize wing-down, top rotary rudder

methods of control as necessary to maintain a straight track

7.15.1 Practice Autorotation.

over the ground with no drift. A normal rolling touchdown

will be made in a level attitude (maximum pitch 1° to 2°

Note

nose high) at a ground-speed not over 40 knots. Attitude

and rate of descent shall be controlled with cyclic and

During practice autorotations, BAR ALT

collective pitch, not to exceed preestablished torque

shall be disengaged.

values. Following touchdown collective will be gently

lowered in conjunction with forward movement of cyclic.

Autorotations should be practiced only at designated

Wheelbrakes should be used to slow groundspeed. Run-on

areas where there are no obstructions and where crash and

landings should not be made with the tailwheel unlocked.

firefighting facilities are available. At least one normal

approach shall be made before attempting a practice

7.14.4 Crosswind Landings. Crosswind landing

autorotation to determine the required torque, N_g, gross

procedures are the same as into-the-wind vertical landing

weight, and density altitude conditions. Autorotations may

procedures with the exception of the required cyclic

be practiced only with an HAC or an H2P aboard. Pilots

displacement into the wind. This cyclic displacement

should be particularly alert to observe and report any

should not be released upon touchdown, as this will reduce

engine or rotor overspeeds and torque values that exceed

the force holding the helicopter in a vertical position and

the limits. Any unusual phenomena encountered during an

under extreme conditions could result in the helicopter

execution and recovery from an autorotation shall be

being overturned. It is most important to have no sideward

recorded on a VIDS/MAF.

drift when making crosswind landings. These landings are

prohibited in winds above 30 knots.

Practice basic autorotations shall be made using a

minimum of 70 knots from a starting point of 500 feet or

7.14.5 Practice Single-Engine Approach. This

above for every 90° of turn. Recovery will simulate ground

practice maneuver should be initiated by retarding one

level at about 15 feet with a touchdown groundspeed of

speed selector to no less than

96-percent N_f. Perform

about 15 knots. After mastering the basic autorotation,

critical memory item steps related to engine loss to keep

pilots are encouraged to perform various altitude, airspeed,

the aircraft in a safe flight envelope. Upon determination

and flare and recovery techniques

(i.e.,

100 knots

that flight can be maintained, check all gauges to

maximum glide, confined area, etc).

determine which engine has malfunctioned and what

action to take. Once it has been determined that the engine

The sequence of procedures for an autorotation is:

has failed, perform a topping check of the good engine to

determine single-engine capabilities. Perform topping

1. Adjust N_f/ N_r to 98 percent.

checks by drooping N_r to 100 percent and noting available

torque. Call for checklist as backup. A single-engine

2. Enter autorotation by smoothly lowering collective

approach to a pad or single-engine run-on landing should

to full-down position. N_f and N_r should separate and

be made depending on the available landing platform.

torque will indicate zero percent, both indications of

During a single-engine run-on landing, a normal

autorotative flight.

touchdown should be made in a level attitude (maximum

pitch 1° to 2° nose high) at a groundspeed not over 40

3. Establish glide of 70 knots.

knots, ensuring that 1,000-fpm rate of descent during the

pattern and

500-fpm rate of descent on final is not

4. Adjust collective to maintain

104-percent N_r.

exceeded. During a single-engine approach to a pad, fly a

Forward cyclic, negative g, up collective, or left rudder

normal approach profile ensuring that rate of descent does

application will cause a decrease in N_r,and conversely,

not exceed 500 fpm on final. At 30 feet and below, avoid

aft cyclic, positive g, down collective, or right rudder

nose attitudes in excess of 10° up. At 10-foot AGL, nose

will cause an increase in N_r.

attitude should not exceed 5° noseup. Touchdown should

be level.

5. Begin flare based on visual reference, meteoro-

logical conditions, aircraft instrumentation, and pilot

experience (normally 150 to 200 feet). The purpose of

the flare is to reduce the rate of descent and increase N_r

while slowing groundspeed to

15 knots or below.

Improper choice of initial flare altitude may be

compensated for by increasing or decreasing cyclic

If at any time during the approach unusual engine

flare rate. Ensure that N_r does not exceed 117 percent.

performance is noted, advance both speed

selectors to the full forward position, perform

normal landing, and analyze malfunction.

7-23

ORIGINAL

NAVAIR 01-230HLH-1

For successful completion of a safe autorotation, it is

imperative that the helicopter be flown on a straight

heading with no sideward drift. In case of a crosswind, the

wing-down method to control helicopter heading and drift

should be used. Autorotations may be practiced over water

Rapid application of aft cyclic will result in

as authorized by the squadron commanding officer for test

a premature or excessive decrease in rate of

and standardization flights under the following conditions:

descent resulting in a high recovery or a

vertical descent that could result in major

1. VFR with a recovery reference other than water,

damage in the case of actual autorotative

such as a ship, reef, island, or prominent channel buoy.

landing.

Recovery must be completed above 50 feet.

6. Speed selectors full forward

- As the flare is

commenced, the speed selectors shall be advanced to

Note

full forward

(maximum 112.5-percent N_f) in response

to the command, "FULL POWER."

Practice full autorotation to a landing shall

not be executed in this helicopter. In

This step shall be completed prior to simulated

addition, practice autorotations shall not be

touchdown. If speed selectors are advanced too rapidly

executed at night.

during the flare, torque will increase and the helicopter

will enter the powered flight regime that is of little value in

7.16

NIGHT FLYING

autorotative technique practice.

7. Simulate touchdown at 15 feet/less than 15 knots

groundspeed. In approaching the simulated touchdown

point, the nose-high attitude shall be reduced so as to

WARNING

arrive at a level to slightly nose-high attitude as the

collective is smoothly increased to simulate cushioning

the landing.

For flight safety, the barometric altitude

controller should be kept ON while in the

Note

night landing pattern ashore or while em-

barked and should not be shut off until in

It is not necessary or desirable to lower the

visual contact with the desired landing spot;

nose attitude to the horizon before collective

however, intermittent operation may be

application, as the normal collective to pitch

obtained by pressing the momentary BAR

coupling will tend to bring the nose to the

REL button on the collective stick during

level position as the collective is raised.

pattern descents.

Level nose attitude will cause the aircraft to

accelerate.

7.16.1 Familiarization.

Simulated touchdown in excess of 5° noseup should

7.16.1.1 General. A night flying briefing folder or its

not be made. For successful completion of a safe

equivalent shall be used before all night operations. In

autorotation, there should be no sideward drift. To

congested areas, all ground taxiing shall be under the

comp ensate for crosswind, the wing-down method is

supervision of a qualified taxi director equipped with

recommended.

lighted wands. Practice autorotation approaches shall not

be executed.

7.16.1.2

Helicopter

Operating

Equipment

WARNING

Minimums.

1. Flight instruments (pilot and copilot): Attitude and

If at any point it is considered necessary, the

turn-and-slip indicator, airspeed indicator, altimeters

autorotation shall be waved off by smoothly

(radar and barometric), compass system, standby

adding collective while advancing speed

compass, vertical speed indicator, and clock.

selectors and adjusting nose/wing attitude to

commence level off and return to powered

2. All engine and systems instruments.

flight. The aircraft shall not be allowed to

descend below 30 feet with a noseup attitude

in excess of 10° and N_f/ N_r not married.

7-25

ORIGINAL

NAVAIR 01-230HLH-1

3. All instrument, navigation, landing, cockpit, and

a. Ready to start engines - Aft anticollision light

cabin lights.

on, signal with red flashlight.

4. Radio equipment: UHF, ICS, and appropriate

b. Ready to engage

- Exterior position lights

navigation equipment.

flashing dim, rotor head light on.

5. ASE.

c. Ready for taxi - Exterior position lights steady

dim.

6. Low altitude overwater operations, the RAWS and

BAR ALT controller shall be operating.

d. After takeoff

- Exterior position lights, anti-

collision light, and beacon as desired.

7.16.2 Approaches. The copilot shall go over the

landing checklist and report completion to the pilot. Before

e. Recovery - Exterior position lights steady dim.

each approach, the pilot and copilot shall visually check

the landing gear as being down. The same type of

Disengage - Exterior position lights flashing dim,

approach that was used for day operations should be used

rotor head light on.

at night. A recheck of the landing gear between the pilots

and aircrewmen shall be made before each touchdown.

g. Rotor stopped - Exterior position lights off.

7.17 HELICOPTER LIGHTING

7.17.3

Carrier-Based. Light signals and helicopter

lighting shall be as promulgated in NWP 3-04.1 and the

7.17.1 Land-Based (Day). For turn-up, launch, and

CV NATOPS Manual.

recovery:

7.18

AFTER FINAL LANDING

1. Ready to start engines - Aft anticollision light on.

2. Ready to engage - Exterior position lights flashing

WARNING

bright.

3. Ready for taxi

- Exterior position lights steady

bright.

All crewmembers must remain strapped in

their seats until the helicopter has been

4. After takeoff - Exterior position lights, anticollis ion

chocked and the rotor systems stopped. If

light, and beacon as desired.

they are required to assist in parking the

helicopter or the disengagement of the rotor

5. Recovery - Exterior position lights steady bright.

system, they should unstrap and exit the

helicopter only upon command of the pilot.

6. Disengage - Exterior position lights flashing bright.

If crewman reenters the helicopter, he shall

be strapped in before rotor disengagement.

7. Rotor stopped - Exterior position lights off.

ASE-OFF.

7.17.2 Land-Based (Night).

Emergency Start Switches - OFF.

1. After preflight and upon entering the helicopter,

have crewman check operation of internal cabin lights.

Lights - AS REQUIRED.

2. Before starting No.

1 engine

(external power

IFF-STANDBY.

required), check the illumination of all lighting. The

pilot shall receive an affirmative signal from the plane

Doppler - STANDBY.

director indicating that all lights are operative.

Crossfeed - Closed.

3. Pre-position the landing light about 45° below the

horizontal and about 5° to the right of the nose of the

Boost pumps - OFF.

helicopter, which will provide best lighting in case of

an emergency.

Tailwheel - AS REQUIRED.

4. Turnup, launch, and recovery.

7-26

ORIGINAL

NAVAIR 01-230HLH-1

7.19 PRESSURE REFUELING WITH ROTORS

ENGAGED ASHORE

WARNING

During shore-based operations, tactical situations may

require the helicopter to be refueled with both engines

running and the rotors engaged. When performing the

evolution, the following procedures will be used.

Only pressure refueling is authorized with

engine(s) running. Engines shall be secured

7.19.1 General Safety Precautions.

for gravity refueling.

1. All fueling personnel must know the contents of

7.19.2 Duties of Personnel

NAVAIR 00-80T-109, Ashore Refueling Manual.

7.19.2.1 Fueling Station Operator.

2. The helicopter shall be securely chocked.

1. Energize and deenergize the fueling station upon

3. All movement from one side of the helicopter to the

signal of the LSE.

other shall be at the nose. No personnel will work in

close to the tail rotor.

2. Continuously watch the LSE for signals.

4. All personnel working within the rotor arc shall

7.19.2.2 Helicopter Director.

exercise extreme caution.

1. In charge of the refueling party.

5. Refueling shall be secured when any fuel spillage is

noted and shall not be continued until spillage is wiped

2. Position himself outside of rotor diameter where he

up.

can see the pilots, fueling station operator, and the

nozzle connect/disconnect man.

6. The fueling hose shall be evacuated before

connecting it to or disconnecting it from the helicopter.

3. Make sure that the pressure-refueling nozzle is

connected and that all personnel are ready for pressure

Before entering the hot refueling area:

refueling. He must get a thumbs up from the pilot,

nozzleman, and fire extinguisher operator before

a. Secure all unnecessary electrical and avionics

signaling the fueling station operator to energize the

equipment. Radio transmissions should be made

fueling station.

only in an emergency.

4. Closely monitor the refueling operation and secure

b. All ordnance shall be safed.

refueling upon the first indication that an unsafe

condition exists. Refueling will normally be secured

c. Helicopter and fueling system checks shall be

when the high-level shutoff valve is actuated or when

completed, including a fuel sample if required by

the prebriefed amount of fuel has been added.

the aircraft commander or air crewman. Fuel

samples shall not be taken while the helicopter is in

5. Signal the fuelin g station operator to evacuate the

the refueling station.

hose and deenergize the fueling station.

d. The area shall be cleared of loose objects.

6. Upon completion of step 4, signal the nozzleman to

unplug the pressure-refueling nozzle.

e. Ground crews shall wear proper eye and ear

protection.

7. Be sure all refueling personnel, equipment, and

chocks are clear before giving the taxi, signal to the

When taxiing into the refueling station, the

pilot.

helicopter shall be under the guidance of a taxi

director.

7.19.2.3 Nozzle Connect/Disconnect Man.

1. Stand by the fueling station to assist the hoseman in

pulling the refueling hose to the helicopter.

2. Attach the nozzle to the pressure -refueling

connection.

7-27

ORIGINAL

NAVAIR 01-230HLH-1

3. When he is ready in all respects to commence the

b. Monitor engine instruments for any unusual

pressure refueling, he will signal the helicopter

indications. If anything is noticed that would

director.

jeopardize the safety of the refueling operation, he

will notify the pilot in the right seat.

4. As the hose is pressurized, he activates the flow

control handle. As fuel flow commences, he will test

Pilot in the right seat:

the primary and secondary high-level shutoff switches

to be sure they will secure the fuel flow. If neither

a. When ready for refueling to commence, the

switch will secure the fuel flow, then pressure refueling

pilot shall ensure the window is closed and signal

must be discontinued at once. If one of the switches

the helicopter director.

will secure the fuel flow, then pressure refueling may

be continued with caution being exercised.

b. Watch the helicopter director for an emergency

cut signal.

5. When the refueling is completed, he will close the

flow control handle upon signal from the plane

c. Signal the helicopter director if the prebriefed

director. Secure the helicopter pressure-refueling

amount of fuel has been added.

connection cover and lay the nozzle under the fuselage.

d. If he receives an emergency cut signal, he will

6. He will help the hoseman retrieve the hose and

secure both speed selectors, apply the rotor brake,

secure it at the fueling station.

instruct the crew to abandon the helicopter, and

secure all electrical power in the helicopter.

7.19.2.4 Fire Extinguisher Operator.

Crewmembers:

1. Stand by with appropriate firefighting equipment.

a. After chocks are in place and upon order of the

2. Attach the grounding wire to the helicopter.

helicopter commander, the crewman shall ensure

the cabin door is closed and open the personnel

3. When the refueling hose is brought to the aircraft,

door.

he will take his station near the pressure refueling

panel.

b. When not involved elsewhere in the helicopter

(monitoring the refueling evolution, checking

4. Signal to the helicopter director when he is ready

equipment, etc.), remain strapped in and ready to

for the pressure refueling to commence.

abandon the helicopter upon direction.

5. At the first sign of a fire, he will activate the fire

c. When refueling is completed, crewman shall

extinguisher and direct it on the fire.

check that pressure-refueling cap is secured.

6. Remain at his station until the hose is disconnected

7.20

SHUTDOWN

and removed from the vicinity of the helicopter;

disconnect the grounding wire from the helicopter and

Collective (copilot monitor) - MINIMUM

remove the fire extinguisher bottle.

PITCH.

7.19.2.5 Hoseman.

Brakes and tailwheel - LOCKED.

1. Stand by the refueling station to take the hose to the

Landing gear lockpins and chocks - IN.

helicopter.

a. Safety pins - AS REQUIRED.

2. Remain at his station until the refueling is

completed and, then with the help of the nozzleman, he

b. Tiedowns - AS REQUIRED.

will remove the hose to the fueling station.

No. 1 speed selector - GRD IDLE.

7.19.2.6 Helicopter Crewmembers.

1. Pilot in the left seat:

a. Monitor the collective and the cyclic.

7-28

ORIGINAL

NAVAIR 01-230HLH-1

7.20.1

Rotor Disengagement.

1. Area clear/disengage signal - CHECK.

2. No. 2 speed selector - GRD IDLE.

Before switching the accessory drive switch

to ACCESS DR, a verbal challenge and

3. Droop stops

- IN (approximately 50- to 60-percent

reply exchange shall be made between the

Nr).

pilots to be sure the No. 2 engine is driving

the rotors between 102- to 104-percent N_r,

the No. 1 speed selector is at GRD IDLE,

and No. 1 N_f is less than 70 percent.

5. Accessory drive switch - FORWARD, LIGHT

ON.

· If one or more droop stops fail to go in,

reengage the rotor, taking care not to over-

torque the main gearbox. Repeat the rotor

disengagement procedure, slightly displacing

the cyclic in an attempt to dislodge the

jammed droop stop. If the droop stop does

· On helicopters modified by AFC 401, the

not go in after repeated disengagement

accessory drive light may remain off 6 to 7

attempts, the area should be cleared of all

seconds.

unnecessary

personnel

and

coordination should be established between

· If accessory drive light does not go on,

the

LSE and the pilot. During

proceed as follows:

disengagement, the rotor system should be

allowed to coast down to that N_r at which

a. No. 2 engine - 104-PERCENT N_f/ N_r .

the rotor blade starts to droop. Maximum

rotor brake pressure must be applied when

b. No. 1 engine - GRD IDLE DETENT.

the low blade is seen passing over the tail

pylon. To prevent striking the tail pylon, the

c. Check ACCESS DRIVE circuit breaker,

rotor blades must be stopped immediately.

If out - RESET AND CONTINUE WITH NORMAL

· In an emergency, the engine may be shut

CHECKLIST.

down immediately, observing power turbine

inlet temperature

(T₅) for indication of

If in

- RETURN ACCESS DR SWITCH TO

postshutdown fire. However, indiscriminate

FLIGHT.

use of emergency shutdown procedure from

high-performance conditions will increase

d. No. 1 engine - SECURE.

the possibility of engine seizure and

decrease the useful life of the engine.

e. Rotor disengagement checklist - COMPLETE.

Note

No. 2 engine - SECURE.

To obtain the most efficient cooling of the

No. 1 speed selector - 104-PERCENT N_f.

No. 2 engine, maintain a constant T₅ for 1

minute at minimum collective pitch.

Note

4. No. 2 Speed Selector - Off.

On helicopters modified by AFC

401, if

after shifting to the accessory drive position

5. Rotor brake below 45-percent N_r - ON.

the No. 1 N_f does not respond to speed

selector advancement, return the No.

For normal shutdown, the rotor brake should be applied

speed selector to the GROUND IDLE

firmly and smoothly. As rotation nears complete

position and retard the No. 2 speed selector

deceleration, rotor brake pressure should be reduced in

back to 102- to 104-percent N_r . This will

order to ease rotor blades to a stop, precluding any

ensure that the No.

2 engine is in the

tendency of whip action.

governing range and allow the No. 1 engine

to advance normally.

7-29

ORIGINAL

NAVAIR 01-230HLH-1

Note

(1)

Dampers position all blades against their

autorotation stops.

If the rotor brake is weak, it is necessary to

place the handle in the full-up position and

Note

then reapply the rotor brake. This may have

to be repeated until enough pressure is built

Check visually that the two forward blades

up to slow the main rotor.

are positioned an equal distance from the

centerline of the helicopter. If the blades are

6. No. 2 fuel switch - CLOSE.

not in the correct position, refer to Manual

Folding Procedures, paragraph 7.20.2.

7. No. 2 engine instruments - CHECKED.

(2)

CONT LOCK PINS ADV indicator light

8. All electronic equipment - AS REQUIRED.

– ON. BLADE SPREAD indicator light - OFF

as soon as one flight control lockpin advances.

With the No. 2 engine shut down and the No. 1 engine in

accessory drive, proceed as follows:

After fold cycle is initiated and until blades

LSE shall visually check droop stops in

are spread, do not move the controls, as

prior to commencement of folding

damage to control lockpins will result.

sequences.

Note

9. Area - CLEAR.

It may be necessary to reposition the cyclic

10. Blades - FOLDED.

stick very slightly to seat all the lockpins.

a. Collective pitch lever - MINIMUM PITCH.

h. BLADES FOLDED indicator amber light

ON. When all blades are folded.

b. Cyclic stick - NEUTRAL . Depress trim release

to center.

(1)

If folding cycle should stall at any point,

proceed as follows:

c. SAFETY VALVE switch

- OPEN. SAFETY

VALVE OPEN red warning light

- ON and

(a) BLADES FOLD-SPREAD switch

FLIGHT POS green light - OFF.

OFF.

(1) Blade fold MASTER switch - ON. FOLD

(b) BLADES FOLD-SPREAD switch

PWR red light will go ON, primary servo

SPREAD.

pressure will drop to zero, and caution panel

PRI SERVO PRESS light - ON.

Until BLADES SPREAD amber light goes

ON.

d. Rotor brake lever - OFF.

e. BLADES FOLD-SPREAD switch - FOLD.

FOLD.

Observe this sequence:

SAFETY VALVE switch -CLOSED.

(1) ROTOR BRAKE caution light - OFF.

SAFETY VALVE red warning light remains ON,

blades fold MASTER switch - OFF, and BLADES

(2) No. 1 blade positions aft.

FOLD-SPREAD switch - OFF.

No. 1 BLADE POS indicator light - ON.

7.20.2 Manual Blade Folding Procedures.

(1) ROTOR BRAKE caution light - ON.

7.20.2.1 Improper Blade Positioning. If improper

blade positioning is experienced during automatic blade

g. Rotor brake lever - ON (320 PSI MINIMUM)

folding and it is necessary to complete blade folding,

proceed as follows:

7-30

ORIGINAL

NAVAIR 01-230HLH-1

1. Blade fold master switch - OFF.

3. Speed selector

- SHUT OFF, after Ng is less than

2. Rotor brake lever - OFF.

60 percent.

3. No. 1 blade - AFT (position manually).

4. Fuel switch CLOSE.

4. Blade fold master switch

- ON (proceed with

5. All engine instruments - CHECK.

automatic operations).

6. All switches - OFF.

7.20.2.2 Manual Folding. If necessary to fold the

blades manually, proceed as follows:

7. HEEDS bottles - OFF.

1. Rotor brake lever - OFF.

7.21 POSTFLIGHT

2. No.1 blade - DIRECTLY AFT.

1. Visually check for external hydraulic/oil leaks.

3. Rotor brake lever - ON.

2. Visually check main and tail rotor blades.

4. Servo switch - PRI OFF.

3. Check ground wire to be sure helicopter is properly

grounded.

5. Collective pitch lever - MINIMUM PITCH.

4. Check helicopter for any missing panels.

6. Cyclic stick

- NEUTRAL (HAVE GROUND-CREW

CHECK CONTROL LOCKPIN ALIGNMENT).

Tripping the fold manual override will cause

the blades to fold, regardless of the position

of the No. 1 blade and regardless of whether

the rotor brake is on or off. Close

coordination is required between personnel

in the cockpit, the line director, and the

person actuating the FOLD manual override

switch.

7. Safety valve switch

- OPEN (WARNING LIGHT

ON).

8. Trip fold manual override and observe this

sequence:

a. Dampers position.

b. Control locks engage.

c. Blade lockpins retract.

d. Blades fold.

9. Safety valve switch - CLOSED.

7.20.3 No. 1 Engine Secure

1. HEELS system switch (NON-ET) - OFF.

2. Speed selector - GRD IDLE.

7-31

ORIGINAL

NAVAIR 01-230HLH-1

CHAPTER 8

Ship-Based Procedures

8.1 CV OPERATIONS

director, indicating that the blade walkers

are in position and the area is clear. The

8.1.1 General. Shipboard procedures in general are

blade walkers should be equipped with red

explained in the CV NATOPS Manual, NWP 3-04.1M, and

flashlights.

NAVAIR 00-80T-113. This chapter deals only with those

areas where amplification of or deviation from those

8.2.3.2 Rotor Engagement. Rotors shall be engaged

procedures is necessary.

only on signal from an LSE and under the positive control

of primary flight control.

8.2 FLIGHT/HANGAR DECK PROCEDURES

Mandatory requirements for engagement of the rotor

Basic operating procedures outlined in Chapter 7, the

consist of the following items:

CV NATOPS Manual, and NWP 3-04.l M shall be adhered

to except as modified in this chapter.

1. Tail and mainmount tiedowns secured with 2 to 3

inches slack and chocks in place.

8.2.1 Hangar Deck. During periods of prolonged

storage, blade racks should be used.

2. Flight deck area clear of unnecessary personnel.

8.2.2 Hangar Flight Deck

3. Tailwheel locked, parking brake on.

8.2.2.1 Movement of Helicopters. Because of the

4.Winds for engagement/disengagement in accordance

top-heavy configuration of the helicopter precautions must

with Figure 8-1.

be observed in all movements to preclude possibility of

damage to the relatively light structural members and rotor

When gusty winds are involved, the velocities shown

blades. Helicopters shall not be respotted on the deck with

in Figure 8-1 should be reduced, depending on the gust

the rotors engaged.

magnitude. When directed by primary flight control

following an up status signal from the pilot, tiedowns will

8.2.3 Flight Deck

be removed. It is mandatory that the ship and the squadron

establish procedures that will permit the helicopter

8.2.3.1 Blade Folding/Spreading. Blade folding/

commander to determine that all tiedowns have been

spreading should be accomplished with the No. 1 engine

removed. The helicopter aircraft commander is responsible

operating at

104-percent N_f in accessory drive. The

to assure complete removal of tiedowns before takeoff.

maximum safe non-turbulent wind relative to the

Helicopters should be launched in order from forward to

helicopter for rotor folding/spreading is limited to 45 knots

aft. Helicopters shall not be launched over other aircraft.

except in an emergency situation.

With rotors engaged on the flight deck,

At any time blades are to be spread or folded

disengage the ASE. This is extremely

aboard ship, two persons shall act as blade

important, especially when the carrier is

walkers while the Nos. 3 and 4 blades are in

turning, as the turn will be resisted by the

motion to prevent excessive blade flapping

automatic stabilization directional channel

that could result in the blade tips striking the

and cause the helicopter to turn in relation to

deck. At night, blades should be spread or

the deck of the carrier.

folded upon signal from the flight deck

8-1

ORIGINAL

NAVAIR 01-230HLH-1

ROTOR ENGAGEMENT AND DISENGAGEMENT

All movements from one side to the other shall be

via the nose. Under no circumstances will any

personnel work in close proximity of the rotary

rudder.

All personnel working under the main rotors are

to use extreme caution.

Refueling shall be secured when any fuel spill-

age is noted and not commenced until the spillage is

wiped up.

The fueling hose shall be connected and discon-

nected from the helicopter with the hose in an

evacuated condition.

8.2.4.2 Duties of Personnel

1. Fueling station operator.

NOTES

a. Energize and deenergize the fueling station

LIMITING VELOCITIES OF THE SHADED AREA

upon signal of the LSE.

REPRESENT MAXIMUMS FOR STEADY STATE,

NONTURBULENT WINDS WHEN TURBULENCE OR

b. Continuously watch the LSE for signals.

PITCHING DECK CONDITIONS EXIST WHICH MAY IN

ANY WAY JEOPARDIZE THE SAFETY OF THE

HELICOPTER OR FLIGHT DECK PERSONNEL. THESE

2. LSE.

MAXIMUMS WILL BE REDUCED ACCORDINGLY

WITH GUSTS OF 10 KNOTS OR MORE. REDUCE THE

a. In charge of the refueling party.

MAXIMUM WINDS BY

10 KNOTS IN ALL

DIRECTIONS.

b. Position himself outside of rotor diameter

ROTOR ENGAGEMENT IN WIND VELOCITIES NEAR

where he can see the pilots, fueling station operator,

THE LIMITING VALUES SHOULD BE MADE AS

and the nozzle connect/disconnect man.

RAPIDLY AS POSSIBLE USING APPROXIMATELY 60%

TORQUE.

c. Make sure that the pressure -refueling nozzle is

ROTOR DISENGAGEMENT IN WIND VELOCITIES

connected and that all personnel are ready for

NEAR THE LIMITING VALUES SHOULD BE MADE AS

pressure refueling. He must get a thumbs up from

RAPIDLY AS POSSIBLE APPLY BRAKE FIRMLY AND

the pilot, nozzleman, and fire extinguisher operator

SMOOTHLY.

before signaling the fueling station operator to

Figure 8-1. Maximum Wind Velocities

energize the fueling station.

d. Closely monitor the refueling operation and

8.2.4 Pressure Refueling Aboard Ship With the

secure refueling upon the first indication that an

Rotors Engaged. During shipboard operations, tactical

unsafe condition exists. Refueling will normally be

situations may arise that will require the helicopter to be

secured when the high-level shutoff valve is

refueled with both engines running and the rotors engaged.

actuated or when the prebriefed amount of fuel has

The following procedures will be used to accomplish this

been added.

evolution. Hand signals shall be used in accordance with

CV NATOPS Manual and NAVAIR 00-80T-113.

e. Signal the fueling station operator to evacuate

the hose and deenergize the fueling station.

8.2.4.1 General Safety Precautions

Upon completion of step e above, signal the

Secure the helicopter with two chocks and initial

nozzleman to unplug the pressure-refueling nozzle.

four point tiedown. Fueling personnel shall not approach

the helicopter until it is properly chocked.

g. Be sure all refueling personnel, equipment,

chocks, and tiedowns are clear before giving the

All fueling personnel must be thoroughly

launch signal to the pilot.

indoctrinated in the contents of the following

procedures, pertinent type commander instructions,

and carrier refueling instructions.

8-2

ORIGINAL

NAVAIR 01-230HLH-1

Nozzle connect/disconnect man.

Hoseman.

a. Stand by the fueling station to assist the hose-

a. Stand by the refueling station to take the hose

man in pulling the refueling hose to the

to the helicopter.

helicopter.

b. Pass the hose under the fuselage to the noz-

b. Attach the nozzle to the pressure -refueling

zleman.

connection.

c. Remain at his station until the refueling is

c. When he is ready in all respects to commence

completed and then with the help of the nozzle-

the pressure refueling, he will signal the LSE.

man he will remove the hose to the fueling

station.

d. As the hose is pressurized, he activates the

flow control handle. As fuel flow commences, he

Plane crewmembers.

will test the primary and secondary high-level

shutoff switches to be sure they will secure the

Pilot in the left seat.

fuel flow. If neither switch will secure the fuel

flow, then pressure refueling must be discontin-

(1) Monitor the collective and the cyclic.

ued at once. If one of the switches will secure the

fuel flow, then pressure refueling may be contin-

(2) Monitor engine instruments for any

ued with caution being exercised.

unusual indications. If anything is noticed

that would jeopardize the safety of the

e. When the refueling is completed, he will

refueling operation, he will notify the pilot in

close the flow control handle upon signal from

the right seat.

the LSE, secure the helicopter pressure-refueling

connection cover, and lay the nozzle under the

Pilot in the right seat.

fuselage.

(1) When ready for refueling to commence,

He will help the hoseman retrieve the hose

the pilot shall ensure the window is closed

and secure it at the fueling station.

and signal the LSE.

Fire extinguisher operator.

(2) Watch the LSE for an emergency cut

signal.

a. Stand by with two

5-pound CO2 fire

extinguishers.

(3) Signal the LSE if the prebriefed amount

of fuel has been added.

b. Attach the grounding wire from the helicopter to

the flight deck.

(4) If he receives an emergency cut signal,

he will secure both speed selectors, apply the

c. When the refueling hose is brought to the air-

rotor brake, instruct the crew to abandon the

craft, he will take his station near the pressure-

helicopter, and secure all electrical power in

refueling panel.

the helicopter.

d. Signal to the LSE when he is ready for the

Crewmembers.

pressure refueling to commence.

(1) After tiedowns are a t t a c h e d and chocks

e. At the first sign of a fire, he will activate the

are in place and upon order of the helicopter

fire extinguisher and direct it on the fire.

commander, the crewman shall ensure the

cabin door is closed and open the personnel

Remain at his station until the hose is discon-

door.

nected and removed from the vicinity of the

helicopter, disconnect the grounding wire be-

(2) When not involved elsewhere in the

tween the helicopter and the flight deck, and

aircraft

(monitoring the refueling evolution,

remove the fire extinguisher bottles.

checking equipment, etc.), remain strapped in

and ready to abandon the helicopter upon

direction.

8-3

ORIGINAL

NAVAIR 01-230HLH-1

(3) When refueling is completed, crewman shall

WARNING

check that pressure-refueling cap is secured.

· In crosswind conditions, relative to the

WARNING

carrier fore and aft axis, the indicated

winds in primary flight often vary from

those winds actually experienced at the

After refueling has been completed and the

flight deck level. This variance will af-

fuel hose has been removed from the vicin-

fect velocity, turbulence, and direction,

ity of the helicopter and before signaling

all of which are critical for safe launches

ready for launch, the plane commander shall

and recoveries.

make sure that all hatches and the personnel

door are secure and the Takeoff Checklist

· To avoid the possibility of helicopter

has been completed.

damage or personnel injury, the ship

should not change course or speed

8.3

LAUNCHING AND RECOVERY

during launch/recovery or during

PROCEDURES

engagement/disengagement. Emergency

conditions may preclude adherence to

the above, in which case immediate

notification to the pilot is mandatory.

WARNING

Optimum wind and deck conditions should be

provided. The term takeoff is defined as the action of

Power required to hover both in and out of

lifting from the deck culminating in hovering,

ground effect (Figures 21-1 and 21-2) shall

forward, or sideward flight. The terms takeoff, liftoff,

be used to calculate performance for all

and launch are synonymous. The term landing is the

shipboard launches and landings.

maneuver of physically positioning the helicopter on

the deck following forward or hovering flight. The

terms landing and recovery are synonymous. The

helicopter shall be launched and recovered on all

daylight VFR flights within the relative wind limits as

prescribed in Figure

8-2 to derive the maximum

The plane commander shall make sure that

aerodynamic capability of the rotary wing and rotary

the Landing Checklist is completed (includ-

rudder and to lessen power required to maintain

ing lowering the landing gear) before

directional control.

commencing any approach (HIFR, transfers,

etc.) to any ship to preclude a gear-up

Night and IFR launches and recoveries shall be made

landing in case of an emergency or other

with the nose of the helicopter oriented forward and

unscheduled landing.

parallel to the centerline of the angle or axial deck. The

relative winds shall not exceed the parameters set forth in

Note

Figure

8-2. Except in unusual situations, the upwind

helicopter shall be launched first.

During shipboard operations after becoming

airborne, the compass system should be

When launching with Doppler in SEA mode, it is

reset when free of local magnetic distur-

normal for the system to be in memo ry until helicopter

bance. Resetting will provide more accurate

speed is above 35 knots. This can be avoided by first

readouts sooner than if the system were

selecting LAND/ALT for a few seconds until memory

allowed to slave by itself.

ceases and then selecting SEA before takeoff. During

shipboard operation, the compass system must be reset

Each helicopter shall be under the positive control

after becoming airborne when free of local magnetic

of a director or signalman for all flight deck evolutions.

disturbance. Resetting will provide more accurate

Standard helicopter signals shall be used and

readouts sooner than if the system were allowed to

acknowledged.

slave by itself free of local magnetic disturbance.

8-4

ORIGINAL

NAVAIR 01-230HLH-1

On launching, the helicopter may be moved

Figure 8-2 (sheets 1, 2, and 3 of 5) presents the normal

forward slightly to make sure chocks/tiedowns are

day/night launch and recovery wind limits for CV/CVN

removed. Lift into a hover about 15 feet above the

class ships. Winds are relative to ship heading. For first

deck and transition to forward flight. Helicopters

two bow spots, align helicopter with axial deck, nose

should clear the ship expeditiously to reduce the

toward bow. Do not use this figure for crossdeck

hazard to flight deck personnel. Helicopters shall not

operations. The proper takeoff technique for this envelope

cross the bow or stern within

1 mile unless

is as follows:

specifically directed to do so or in an emergency. VFR

departures should be conducted on the search course

a. Winds within envelope.

or departure vector.

b. Lift into 15-foot hover.

c. Transition to forward flight.

d. Maintain helicopter heading from lift-off through

transition to forward flight.

Sonic booms are capable of ejecting windows

and damaging cargo doors. When notified of an

Do not lift off outside the envelope and then turn on

impending sonic boom, all windows and doors

the spot to obtain winds inside the envelope. Do not lift off

shall be open to minimize potential damage.

inside of envelope and then turn out of the envelope. Ship

roll angles beyond 3^o were not tested.

Note

Figure 8-2 (sheet 4 of 5) presents crossdeck launch

Pilots should be aware when operating in

and recovery wind limits for CV/CVN class ships and also

vicinity of island/bridge structures that

presents wind limits for nonaviation ships when no limits

airframe vibrations and rumbling noises may

are specified in NWP

3-04.1. Winds are relative to

be induced throughout the flight controls

helicopter. A lift-off and transition to forward flight in a

and airframe by ship foghorns.

direction other than forward along the axial or angle deck

may at times be required by operational necessity. Under

Downwind approaches shall not be made except

these unusual circumstances, this chart shall be used.

under emergency conditions.

Helicopter heading shall remain constant from lift-off

through out transition to forward flight. A lift-off out of the

Helicopters should not cross the deck edge on an

envelope with a turn on the spot is not authorized. A lift-

approach until cleared to do so by the LSE.

off within the envelope with a turn out of the envelope is

also not authorized. Operations with the helicopter aligned

Chocks and tiedowns shall not be installed upon

with the axial or angle deck are preferred over crossdeck

landing without pilot knowledge. Normally, this will

operations. Crossdeck operations should only be attempted

be done by an exchange of signals between the pilot

when axial/angle deck alignment is not feasible or because

and LSE.

of operational necessity.

8.3.1 Shipboard Wind Limits. Figure 8-2 presents

Figure 8-2 (sheet 5 of 5) presents the ASE OFF or

the maximum safe launch and recovery wind limits for

AUX OFF recovery wind limits for CV/CVN class ships.

CV/CVN class ships. The end points for the wind

All winds are relative to ship heading. Align the helicopter

azimuth/velocity envelopes define wind conditions where

with angle or axial deck. Do not use this figure for

less than 10-percent tail rotor authority remains or when

crossdeck operations. Wind limits for other emergency

the pilot workload is unacceptably high. As part of the

conditions

(single engine, chip lights, etc.) were not

limits, the figures also present the minimum safe WOD for

developed. Ship roll angles beyond 3^o were not tested.

a particular temperature and gross weight. Use of this

minimum WOD chart is mandatory and ensures that the

8.3.2 Traffic Patterns. Traffic patterns and IFR or night

helicopter will have a

10-percent torque margin. The

approaches shall be conducted in accordance with the CV

minimum WOD chart is derived entirely from the

NATOPS Manual. Marshall points, holding and approach

performance charts in Part XI and is based on HIGE

patterns, as well as distance and altitudes shall be as

conditions. Launching or recovering through jet exhaust

prescribed in the CV NATOPS Manual as modified by the

may degrade helicopter performance.

ship CATCC instruction. Holding should be flown at 80

knots.

8-10

ORIGINAL

NAVAIR 01-230HLH-1

8.3.2.1 Departures. Instrument flight rule departures

Radio equipment: UHF, ICS, and appropriate

shall be executed in accordance with the CV NATOPS

navigation equipment.

Manual as modified by the CATCC procedures. Departure

frequencies shall be set in while on deck and this setting

ASE and RAWS.

should be maintained until departing the carrier control

zone. Helicopters shall climb straight ahead to at least 300-

Coupler/Doppler for SAR.

foot altitude and 60 KIAS before beginning any turn.

8.3.3 Night and IFR Operations

8.3.3.3 Night Launches. The radar altimeter limit

should be set at 15 feet above the flight deck height to

8.3.3.1 Deck Conditions. Standard deck spotting

visually warn of low altitude after takeoff from the flight

(centerline only) shall be used. Such spacing shall provide

deck. The BAR ALT hold should be engaged on deck and

a minimum rotary wing to rotary rudder clearance of 20

the temporary release button held from takeoff until

feet. Minimum deck lighting should consist of red deck

reaching the desired altitude to provide the pilot with an

edge or flood lighting. Deck edge and centerline lights of

altitude hold preselected if disorientation occurs.

required spacing and brilliance for helicopter operations

Following the night takeoff, the pilot should hold cockpit

are required for CV/LHA/LPH class ships. Night and IFR

functions to a minimum until the helicopter is established

operations from these class ships shall have a minimum of

in level cruising flight. Helicopters shall climb straight

125 feet of visual reference to the flight deck forward of

ahead to at least

300-foot altitude and 60 KIAS before

the cockpit. Centerline and/or deck edge lighting shall be

beginning any turn.

used to assist in providing this required visual reference to

the flight deck. When 125 feet of visual reference to the

flight deck is not available forward of the cockpit, night

and IFR helicopter operations shall not be conducted with

WARNING

less than 175 feet of deck edge lighting forward of the

cockpit. Night operations are not authorized from the first

two bow spots.

· With the landing gear down, the RAWS

Note

will not provide an indication of an

unreliable radar altimeter. Therefore, the

Before applying external power or turning the

landing gear should be raised as soon as

battery switch on, pilots and/or maintenance

practicable after clearing the ship deck

personnel shall make sure that all helicopter

edge.

switches are OFF.

· Because of loss of RAWS aural and visual

8.3.3.2 Minimum Operating Equipment

for

warning of unreliable radar altimeter and

Night/IFR Shipboard Operations.

absence of 30-foot aural RAWS, night/IFR

overwater operations below 150 feet shall

Flight instruments (pilot and copilot).

not be conducted with landing gear down.

a. Attitude and turn -and-slip indicator.

8.3.3.4 Night and IFR Approaches. Night and IFR

approaches should be conducted under control of the ship

b. Airspeed indicator.

CATCC and by pilot reference to the mirror/optical

landing system, if installed. Marshal points, holding and

c. Altimeters (barometric and radar).

approach patters, as well as distances and altitudes shall be

flown as published in the ship CV NATOPS Manual. The

d. Compass system.

holding pattern, unless briefed otherwise, should be flown

80 knots. Relative wind for approaches and landings

e. Standby compass.

shall not go over the parameters set forth in Figure 8-2.

Vertical speed indicator.

g. Clock.

All engine and systems instruments.

All instrument, navigation, landing, cockpit, and

cabin lights.

8-11

ORIGINAL

NAVAIR 01-230HLH-1

8.3.4 Mirror/Optical Landing System Approach.

8.3.8 Shutdown. After chocks and tiedowns have been

The radar altimeter should be set at 15 feet above the flight

attached, the helicopter will be shut down upon signal

deck height to visually warn of low altitude prior to

from the flight deck director.

crossing the flight deck edge. The helicopter should enter

the glidepath about 2 miles astern of the carrier on the

8.3.9 Hand Signals. Considering the hazards of FOD

landing axis. The helicopter should be flown down the

ingestion into the T-58 jet engines, paddles, wands,

glideslope at 90 to 100 KIAS. At about three-quarters of a

flashlights, or plain hand signals may be substituted for the

mile distance astern of the carrier, a speed transition

hand flag signals prescribed in NAVAIR 00-80T-113.

should begin to arrive at the ramp in a stabilized flight

condition with about 15-foot altitude above the flight deck.

The helicopter may then be air-taxied to an assigned spot

at a safe closure rate, with pilot reference to visual signals

WARNING

from the LSE.

8.3.5 Recovery Signals. Helicopter recovery signals

Only two hand signals are mandatory:

are as follows:

waveoff and hold. All others are advisory in

nature.

1. Voice: Charlie (number), meaning length of time in

minutes before carrier will be able to take helicopters

8.4 AIR-CAPABLE SHIP OPERATIONS

aboard. Upon receipt of Charlie

(n u mb e r), all

helicopters in the holding pattern VFR will establish

8.4.1 Flight/Hangar Deck Procedures

proper interval for landing. This procedure will reduce

the time the carrier must remain into the wind and

8.4.1.1 Helicopter Movement

expedite the recovery.

OOD approval is required prior to helicopter

Flag: Hotel at the dip.

movement. Timely requests for permission to move

the helicopter are necessary so that the OOD can

2. Voice: Charlie, meaning land helicopters.

maneuver the ship to achieve the most stable deck.

Flag: Hotel closeup.

A minimum of 15 men for manual moves is

required as follows:

3. Hotel at the dip indicates the ship is preparing to

conduct helicopter operations. Hotel closeup indicates

a. Director (1).

the ship is conducting helicopter operations and

constitutes a Charlie signal during periods of radio

b. Brake rider (1), strapped in.

silence. The Charlie signal should also be passed by

flashing light to helicopters that are not in a position to

c. Tailwheel steering bar (1).

observe the flag hoist. Receipt of either signal

constitutes pilot authority to commence a landing

d. Mainmount chock/chain men (2).

approach.

e. Tailwheel chain men (2).

Primary flight control should designate numbered

deck spots to be used before Charlie. LSE thus will be

f. Pushers (8).

readily sighted and landing interval may be reduced.

Whenever the officer in charge of the helicopter

8.3.6

Waveoff Procedures. A waveoff signal is

detachment determines that because of weather and/or

mandatory at all times. Pilots must use extreme caution to

ship roll/pitch more personnel are required to move

avoid overflying other helicopters and fixed-wing aircraft

the helicopter, he shall request additional assistance

parked or turning up on deck while executing a waveoff.

from the ship force. However, additional personnel will

The landing gear should not be retracted. Re-entry into a

significantly increase the supervisory requirements.

landing pattern shall be prescribed by the controlling

authority.

During high sea states, safety nets may be raised

prior to helicopter movement.

8.3.7 Landing Considerations. Helicopters should

be landed within l0° of the relative wind. The pilot should

cross the deck edge at least 15 feet above the flight deck to

compensate for the pitch and/or roll of the deck and the

ever-present turbulence in this area.

8-12

ORIGINAL

NAVAIR 01-230HLH-1

The director should maneuver the aircraft into/out

d. Winds for engagement in accordance with

of the hangar at a slow and controllable rate of speed.

Figure 8-1.

When the ship is unstable, consideration should be

given to alternately attaching and removing the chains

e. Helicopter rotors shall not be engaged (or

during helicopter movement. A brake check shall be

disengaged), nor shall the helicopter be launched

performed immediately after initial helicopter

(or recovered) while the ship is tuning.

movement. When positioning the helicopter for

takeoff, the main landing gear should be in the center

of the landing circle and the tailwheel on the desired

lineup line.

When the helicopter is on the flight deck

The helicopter should always be properly secured

with the rotors engaged, the cyclic stick

unless it is being positioned for launch, at which time

should be held in the neutral position. At-

two tiedowns are to be attached to each main landing

tempting to maintain the tip-path plane

gear and one tiedown to each side of the tailwheel.

parallel to the horizon on a rolling, pitching

deck can be hazardous to flight deck per-

The movement is not complete until the director

sonnel and may cause unnecessary stresses

notifies the OOD of helicopter ultimate position and

on the droop stops.

security.

At night, all available lighting should be used

8.4.2 Launch and Recovery Procedures

during helicopter movements.

WARNING

The tail pylon should be folded/spread in the

Power required to hover both in and out of

lee of the hangar to reduce the chances of a

ground effect (Figures 21-1 and 21-2) shall

runaway tail rotor.

be used to calculate performance for all

shipboard launches and landings.

8.4.1.2 Starting the Helicopter

Note

Starting will normally be accomplished only upon

a signal from the LSE and clearance by the OOD. The

During shipboard operations, after becoming

helicopter normally uses ac external power for

airborne, the compass system should be reset

starting. The aircraft may be started with ac or dc

when free of local magnetic disturbance.

power.

Resetting will provide accurate readouts

sooner than if the system were allowed to

The rotor blades will be spread, after starting the

slave by itself.

No.1 engine only upon signal of the LSE. Blade

walkers shall be used to prevent the No. 3 or No. 4

8.4.2.1 Operating Conditions

blade from striking the flight deck, safety nets, or

other obstructions. The safety nets shall be lowered

Air-capable ship flight operations present problems

prior to spread/fold evolution.

not generally associated with other aviation ships. The

small deck area, pitch and roll, obstructions, and wind

8.4.1.3 Rotor Engagement

turbulence combine to make these operations

hazardous. Furthermore, ground handling poses an

Rotors shall be engaged only on signal from the

additional hazard to the aircraft and personnel.

LSE. Mandatory requirements for engagement of

rotors shall consist of the following items:

Launch and recovery operations, signals, and

procedures shall be in accordance with NWP 3-04.l M

a. Tail and mainmount tiedowns secured with 2

and NAVAIR 00-80T-l13.

to 3 inches of slack and with chocks in place.

b. Flight deck clear of unnecessary personnel.

c. Tailwheel locked and parking brakes on.

8-13

ORIGINAL

NAVAIR 01-230HLH-1

Wind limitations for launch and recovery

Note

operations are defined by ship class in NWP 3-04.1M.

The helicopter shall be launched and recovered within

During night/IMC operations, landing gear

the limits of the prescribed wind envelope to preclude

should be raised as soon as possible to

damage or loss. Launch and recovery shall not be

enable the RAWS aural warning system.

attempted while the ship is turning.

When safely airborne and established on the

In selecting optimum wind conditions, several

departure heading, an "OPS normal" report should be

factors must be considered: turbulence, pitch and roll,

given to helicopter control. Unless the urgency of the

pilot experience, minimum wind over deck for hover

situation dictates otherwise, the ship should not make

out of ground effect, and minimum safe single-engine

radio calls to the helicopter during the departure until

speed. A turbulent wind is more hazardous than a

this report is received. All other reports will be in

nonturbulent wind, even though the latter may be of

accordance with the tactical reference manuals and the

high velocity. Turbulence can result from an otherwise

prelaunch brief. The ship should remain at flight

smooth wind flowing over and around the ship

quarters until the "OPS normal” report has been

superstructure.

received.

8.4.2.2 Day/Night Launches

8.4.3 Approach/Landing Procedures

For takeoffs, the helicopter shall be spotted along

the lineup to assure maximum obstruction and landing

WARNING

gear clearance. The centerline of the helicopter must

be parallel to the lineup line to provide an adequate

tailwheel landing area. During takeoff, the pilot

nearest the hangar face should be at the controls and

Power required to hover both in and out of

the parking brakes shall be set. After the tiedowns

ground effect (Figures 21-1 and 21-2) shall

have been removed, the pilot should be prepared for

be used to calculate performance for all

an immediate takeoff in case the helicopter starts to

shipboard launches and landings.

slide on deck. Normally, the pilot should wait for a

level-ship attitude before lift-off.

8.4.3.1 General. Because of the reduced obstruction

On launching, the helicopter should be raised to

clearances and pilot restricted field of view, the pilot

approximately 15 feet above deck and flown laterally,

nearest the hangar face should be at the controls for

so that the pilot at the controls keeps the flight deck

landing.

environment in sight to a position at least one rotor

diameter clear of all obstacles. The pilot should

8.4.3.2 Day Visual Meteorological Condition.

transition to forward flight on a path parallel to the

Inbound to the ship, intercept the approach line at

painted lineup line, ensuring that the helicopter

approximately 200 feet and 0.5 nm to achieve a 3° slope.

remains well clear of the ship superstructure.

Maintain this approach line and glidepath using the lineup

line on the ship deck (and the GSI) as visual cues until in

During night and IMC, the pilot shall transition to

close, at which point the landing phase commences.

forward flight using instrument takeoff procedures.

The wings shall be maintained in a level attitude with

8.4.3.3 Landing Phase

reference to the attitude indicator and the nose should

be beeped to an attitude approximately 5^o nose low as

The pilot should begin to stabilize the helicopter

the collective is simultaneously being raised as

in an air taxi short of the flight deck. A slow and

necessary. Continue to lower the nose to

5^o to 8^o

controlled closure rate close to the flight deck is

below the hover attitude and increase collective within

essential to maintain obstruction clearance. The pilot

transmission torque limits. No turns will be

should not necessarily enter a stabilized hover short of

commenced until an altitude of at least 300 feet is

the flight deck. The crewman shall report, "deck in

reached. The D mode position of the hover indicator

sight." The pilot not at the controls shall back up the

should be monitored because at low airspeeds it will

pilot scan and monitor performance instruments. The

be the only cockpit indication of drift. The pilot not on

crewman should give advisory commands using

the controls raises the gear when directed; monitors

standard terms found in Chapter 18. The pilot shall

attitude, departure heading, rate of climb, and

monitor LSE signals and verbal advisories from the

airspeed; and maintains

(if conditions permit) an

crewman. The pilot shall receive signals to land from

outside lookout.

both the LSE and crewman prior to landing the

helicopter. Refer to Figure 8-3.

8-14

ORIGINAL

NAVAIR 01-230HLH-1

After landing, the pilot not at the controls signals

for chocks and tiedowns and completes the After

Landing Checklist if performing multiple landings, the

pilot not at the controls ensures completion of the

Takeoff Checklist.

8.4.3.4 Night or IMC.

At night or during IMC, the aircraft will marshal

as assigned. At the expected approach time or when

cleared, complete Landing Checklist and commence

the instrument approach. Descent to published minimums

should be completed prior to 1 nm in order to see the

GSI and deck landing environment.

The left-seat pilot should fly the helicopter during

the instrument procedure portion of the approach.

When the right-seat pilot has visually acquired the

lineup light and GSI and is capable of continuing the

approach visually, he should notify the left-seat pilot

and take control of the aircraft. The left-seat pilot

should secure the forward anti-collision light, switch

position lights to dim, and resume his instrument scan.

Note

If the ship is below instrument minimums

with no available divert field or ship, the

aircraft commander may deviate from these

procedures. The crew should consider the

following options:

a. Use the coupler to descend to VMC.

b. Establish an air taxi at a slow closure rate and

continue the approach from directly astern the ship.

c. Request the ship to drop smoke markers astern.

The right-seat pilot should utilize the GSI and

deck lineup lights as visual cues until in close, at

which point the landing phase

(see Day Visual

Meteorological Condition, paragraph 8.4.3.2) commences.

8.4.4 ASE/AUX OFF Approaches and Landings to

Restricted Decks. In the event of a flight control

malfunction, the pilot in command should determine if

extended flight is feasible that would permit a landing

ashore or aboard a larger ship (such as CV, LPH).

8-15

ORIGINAL

NAVAIR 01-230HLH-1

CHAPTER 9

Special Procedures

9.1 FORMATION/TACTICS

9.1.1 Formation Composition.

See Figures 9-1, 9-2, and 9-3.

Helicopter formation flight is conducted to provide

improved operational capability, mutual safety and

9.1.1.1 Section. The section will consist of two

accountability, and esprit de corps. When properly

helicopters and will constitute the basic unit of a

executed, the formation leader can expect complete

formation.

flexibility of operation within the limitations of helicopter

maneuverability without danger of creating unsafe

9.1.1.1.1 Parade. The wingman will fly at a 45^o bearing

conditions within his formation (free cruise) or delay while

abaft the beam on the appropriate side of the section

intentions are passed via signal or radio. The danger of

leader. The horizontal helicopter-to-helicopter separation

midair collision is greatly reduced when every flight

will be one rotor diameter minimum between rotor tips.

member knows where he is supposed to be and remains in

The vertical separation (step-up) will be 10 feet between

his designated space. The formation leader, by checking

closest components of helicopters. The wingman position

positions, can account at a glance for any missing aircraft.

in the parade section is fixed.

Few factors can create a greater pride in a unit than a

sharp, correctly executed formation doctrine. Few factors

9.1.1.1.2 Free Cruise. The wingman will fly within

can destroy unit pride more thoroughly than a poor

bearings about 60° abaft the beam of the section leader.

formation capability. Certain helicopter characteristics that

The horizontal helicopter-to-helicopter separation will be

should be considered in formation flight are the following:

about two to three rotor diameters. The vertical separation

(1) Formation flying is done in a step-up position to avoid

(step-up) will be 10 feet between closest components of

rotor wash and improve visibility and to provide a greater

helicopters. Normally, the free cruise wingman maintains a

safety margin between the rotary wing and the helicopter

position

30° off the axis of the lead helicopter during

ahead;

(2) there is no wing to observe to indicate

straight and level flight. During turns, he crosses over from

movement and changes of direction (at night it is difficult

one side of the section leader to the other to maintain

to ascertain when the lead helicopter changes direction and

position with minimum changes of power. Normally, when

altitude) (refer to Night Formation, paragraph 9.1.7); and

straight and level, a position on the outward extremity of

(3) loss of both helicopters in case of midair collision is

this segment is assumed in order that the leader may have

probable.

ready visual accountability and for avoidance of turbulence

or downwash problems.

Section and division leaders must endeavor to fly as

smoothly and as steadily as possible. It is imperative that

9.1.1.2 Division. A division will consist of two sections

their power settings remain as near constant as possible.

and be considered the main unit of a formation.

Constancy of heading and altitude should be a rule of

flight insofar as considered practical and within the

9.1.1.2.1 Parade. The second section leader is the

mission requirements. Quick stops in any formation or

number three man in the division. His position is opposite

rendezvous are strictly forbidden. Illustrations of free

of the wingman of section one. Section two wingman

cruise and parade formations can be found in Figures 9-1

always views both his section leader and division leader in

and 9-3. In judging altitude separation between helicopters,

line from his position. Normally, the number two

the horizon is considered level with the eye.

helicopter flies on the leader's starboard side.

9-1

ORIGINAL

NAVAIR 01-230HLH-1

9.1.1.2.2 Free Cruise . The section leader will fly a

proficiency. Free cruise formation should be used for most

bearing about 60^o abaft the beam of the division leader

operations. Parade formation is normally used only for

when in straight-and-level flight. The horizontal and

flyover of ships or base. Unless otherwise specified, the

vertical clearance will be about two to three rotor

formation leader should fly the lead from number one

diameters and

10 feet between closest components of

position. A change of lead should be passed only when the

helicopters respectively, from the section one wingman.

flight is in echelon and when positive change of lead is

During turns, the second section leader is free to cross over

indicated by visual or radio communications.

his section from side to side of the division leader to

maintain horizontal clearance with minimum changes of

9.1.4 Responsibility. The formation leader is

power. The second section leader's wingman will conform

responsible for flight briefing, conduct, and discipline of

to the requirements in the preceding paragraph. When a

flight. He should normally handle radio transmissions for

flight consists of more than four helicopters, any amount

the flight, including takeoff and landing clearances.

over four will form subsequent divisions. The last division

Division and section leaders are, responsible for main-

may be comprised of less than four helicopters. The

taining position and should be prepared to assist the lead

general rules applying to individual helicopters in

when required. All pilots are responsible for maintaining

formation may be expanded to apply to divisions of

positions as outlined, bearing in mind the necessity for

helicopters within the limits of safety and capability. The

being in view of lead plane when not maneuvering in free

side of the division on which the section is placed will be

cruise formation. No deviation of position, such as change

known as the heavy side, and the side of the leader's

of lead, shall be made until appropriate signals have been

wingman the light side.

given and acknowledged. When changes of lead are made,

the lead helicopter shall drift slightly away from the

9.1.1.3 Scouting Line. The scouting line formation is

echelon until safely clear, and then assume position on the

normally used, day or night, for flights proceeding to and

new formation. Safety shall govern all actions. Wingmen

from datum and for VFR cross-country navigation. This

must avoid flying behind leaders in straight-and-level

formation provides the best means for all helicopters in the

flight.

flight to conduct visual search and navigation en route,

while still affording the formation leader the means to

9.1.5 Briefing. Briefing for a formation flight is the

control the flight. The formation leader must always be

responsibility of the formation leader. The briefing shall

aware that relative motion is difficult to immediately

include the following information:

discern at these distances and any course changes,

especially at night, must be preceded by a radio call or

1. Rendezvous (type, area, altitude, positions, speed,

other prearranged signal.

and other pertinent data).

9.1.1.4 Other. Variations from the standard two-plane

2. Position of each helicopter in the flight.

section and four-plane division are authorized.

3. Communications

(whether by radio or hand

9.1.2 Rendezvous. Normally, the running rendezvous

signals).

should be employed. The leader should fly on course at

slow cruise and the flight should take positions as briefed.

4. Review of signals .

When the flight is joined, the leader should proceed at

cruise speed. An orbiting rendezvous may be used. The

5. Conduct of flight

(what maneuvers will be

leader should fly a right or left circular pattern at normal

accomplished, whether there will be changes of lead

cruise speed around a designated point until the flight is

within the section or within the division, etc.).

joined. In an orbiting rendezvous, helicopters should join

in column formation using the free cruise principle until

9.1.6 Signals. The following signals shall be used in

the leader rolls out. On departure heading. All rendezvousing

formation flying:

helicopters should pass across the designated point, pickup

altitude separation, and join on the helicopter ahead. Any

overshoot tendency should be taken to the outside of the

turn. There after, the flight should continue to maintain

free cruise formation at cruise speed unless otherwise

directed by the formation leader. The flight positions are as

briefed. Extreme caution should be taken during night

rendezvous because of reduction of perception of relative

motion.

9.1.3 Conduct of Flight. Formation flight should be

practiced in accordance with this doctrine during all

normal multiple helicopter movements in order to improve

9-5

ORIGINAL

NAVAIR 01-230HLH-1

9.2.1 Lost Sight During IFR Flight Procedures.

The reversal base course will be the reciprocal of the

MANEUVER

SIGNAL

flight's present heading.

DAY

NIGHT

Upon signal, the helicopters will acknowledge and

Join up

Radio and/or zoom

Radio

take the following action:

(fore-and-aft

movement of

Right

cyclic)

Radio or R

Helicopters 1 and 4 will commence a standard

echelon

(.---.) on lights.

rate level turn away from the flight. They will call

(wingman)

Right arm up

passing 90^o of turn and turn 170^o.

Helicopter 2 will maintain heading and altitude;

Left echelon

Radio or K

(wingman)

(---,---) on

upon call from helicopter 1 passing through the 90^o

Left arm up

lights.

position, it will reverse course 170^o toward helicopter

Echelon

Radio

Helicopter

3 will maintain heading and im-

Pumping arm

mediately climb 500 feet; upon receiving the radio call

signal or radio

Break-up

Blink lights,

from helicopter 4 passing through the 90^o position, it

Vertical rotary

then switch

will reverse course 170^o toward helicopter 4.

motion on hand,

lights to bright

pass leads, and

to bright Radio.

It is essential that all helicopters maintain the airspeed

of the flight when the dispersal was commenced. The

kiss off. Radio.

flight will regroup when in a clear area.

9.1.7 Night Formation. Night formation should be

9.3 ADVANCED INSTRUMENT FLYING

flown in the same manner as day formation only when

complete visual reference between the helicopters can be

9.3.1 Instrument Check. Before leaving the ground or

maintained. Separation between helicopters may be

deck on an instrument flight, all instruments must be

adjusted as deemed prudent by members of the flight and

checked for proper operation. In addition, special emphasis

as directed by visibility conditions. Caution shall be taken

must be placed on checking for instrument calibration,

to avoid unnecessarily extending the formation to the

standby compass, gyro-stabilized compass, and all

extent of limiting its operational capability, mutual safety,

receivers and navigational equipment for proper operation.

or ability to maintain firm visual contact with other

Check proper settings for attitude indicators, altimeters,

formation members. At any time firm and complete visual

etc. The following airspeeds for the various conditions of

contact, cannot be maintained between helicopters, or

flight are designated as standard for the helicopter:

silhouette definition is lost, discontinue the formation

flight. Helicopters in formation at night should have

position lights on STEADY, DIM, or BRIGHT

(as

MANEUVER

SPEED

required) with the rotating Grimes light OFF, with the

Slow cruise

70 knots

exception of the last helicopter in each division turning

Normal cruise

100 knots

lights on STEADY BRIGHT and actuating its rotating

Fast cruise

120 knots

beacon.

9.3.2 Straight-and-Level Flight With Power

9.2 INSTRUMENT FLIGHT CONDITIONS IN

Changes. Straight-and-level flight is said to be the

FORMATION (Figure 9-4)

easiest to master for only one reason. It is a steady-state

maneuver and requires a minimum of cross-checking or

Normally formation flying will not be flown when the

scanning. However, in order to sustain this regime of

visibility is so low that helicopters are likely to lose sight

flight, a pilot must be quick to recognize any deviation of

of one another. When situations can be anticipated, the

his aircraft through the primary instruments, in this case,

leader will take such action as necessary to ensure

airspeed, altitude, and slaved compass. The attitude

formation integrity. Flight conditions permitting, the

indicator, if cross-checked properly, will greatly reduce the

formation should be maintained intact, return to a clear

normal scan time. When holding a steady airspeed with

area, and either land or file an IFR flight plan.

constant altitude and heading, the end result can only be

straight-and-level flight. At any given airspeed, the power

setting determines whether the helicopter is in level flight,

9-6

ORIGINAL

NAVAIR 01-230HLH-1

a climb, or descent. Airspeed shall be maintained during

conduct a good programmed descent with small power

climb and descent with very little movement of the cyclic

changes. The level off from a climb must be started before

control. Because of collective cyclic coupling, minor

reaching the desired altitude. Although the necessary

cyclic adjustments must be made to maintain constant

amount of lead varies with the helicopter and pilot

airspeed. When there is a reduction in power at low

technique, the most important factor is the vertical

airspeeds, the helicopter tends to pitch noseup; the

velocity. Normally, the lead for each 500 foot-per-minute

response is less noticeable at higher airspeeds. It will be

rate of climb will be 40 to 50 feet.

noted in single rotor configured helicopters that when

increasing power, the nose will yaw to the right Rudder

9.3.5 Unusual Attitudes. The importance of cross

changes are less necessary in this helicopter with power

checking the attitude indicator must be stressed. The

changes because of the collective yaw coupling.

attitude indicator is a nontumbling attitude indicator. If the

pilot uses the information presented by it correctly, he can

9.3.3 Turns. A turn made by reference to instruments

execute a recovery very easily. Airspeed should be

should be made at a definite rate. Except for practicing

checked simultaneously with the attitude indicator.

basic attitude maneuvers, a 3º per-second turn is usually

Checking the airspeed will also give an instant indication

used in programming precision instrument turns, as

of pitch attitude. As soon as the airspeed is adjusted, the

indicated by the turn-and-bank and attitude indicator.

altimeter becomes the primary pitch instrument. The angle

Airspeed determines the angle of bank necessary to

of bank and power should then be corrected. When a

maintain a standard rate turn. The standard rate turn is a

diving spiral is experienced, too much aft cyclic may

single needle width turn. Combining bank and pitch

aggravate the maneuver, will tighten the turn, and may

control requires a more rapid cross-check, and

result in a blade stall. It must be emphasized that when

interpretation must be accurate. This rapid cross-check

flying at mission altitude (150 feet and below) and at low

should be practiced until it has become second nature to

speeds, the attitude indicator will only give attitude and

the pilot, and as a result will allow him to direct more

rate of turn and will not present any information on rate of

attention to the other matters in the more advanced phase.

descent or accent. High sink rate can be experienced with

In entering a level turn, the attitude indicator is the primary

no change in attitude; therefore, radar altitude and rate

pitch attitude instrument, and the airspeed indicator is the

instruments should be given strong emphasis. While

primary power control instrument. During entry into the

reducing speed, the only possible way to expedite the

turn, increase power to compensate for loss of vertical lift

recovery is to level the wing attitude or at least decrease

caused by the banking of the helicopter. Remember not to

the angle of bank while simultaneously applying back

apply any corrective action until the flight instruments

cyclic. Do not chase the vertical speed indication on

indicate a deviation from the desired condition of flight.

recovery from any maneuver. This is a rate instrument and

Only experience in the helicopter can teach the pilot to

is fairly reliable in a steady-state but should be disregarded

anticipate certain conditions. Although there is no lag in

after a pitch change is made. Abrupt right and left inputs in

the slaved compass system, a lead should be established in

yaw will cause static instruments to indicate climb or dive,

rolling out of a turn. The amount of lead is determined by

respectively.

the individual pilot technique. A good rule of thumb is

one-third the degree of bank used in the turn; for example,

9.4

HELICOPTER

IN-FLIGHT

REFUELING

if you are using a

12º bank, then your rollout should

PROCEDURES (HIFR)

commence at a 4º lead. This lead will serve as an aid in

keeping the rollout smooth with less chance of an over-

9.4.1 General. HIFR is done to extend the on-station

shoot.

time and should be initiated with enough fuel remaining to

"bingo" to the nearest land base or carrier, if it is not

9.3.4 Constant Airspeed Climbs

- Descents and

possible to in-flight refuel.

Level-Offs. For any power setting and load condition,

there is only one airspeed that will give the most efficient

Daylight VFR refueling operations can be executed in the

rate of climb. In a climb at any predetermined constant

same manner as normal utility transfers of mail, cargo, or

airspeed and power setting, the pilot must accept whatever

personnel. Night in-flight refueling is an extremely

vertical velocity results. The entry to either is made by first

demanding operation and should be scheduled only as

adjusting the collective pitch and power to the desired

operational necessity requires. Hot refueling while rotors

power setting. The pitch attitude may be changed

are turning) is preferable to night in-flight refueling.

momentarily to hold the desired airspeed during the entry

or level-off; however, once the descent or climb has been

established and the airspeed stabilized, the pitch attitude

will remain constant. Use the vertical speed indicator only

after it is stabilized to maintain a standard rate of climb or

descent. By continuous cross-check, you will be able to

9-8

ORIGINAL

NAVAIR 01-230HLH-1

9.4.2 HIFR Systems. All HIFR-capable ships are

9.4.3 Normal Operation. For day and night HIFR

equipped with one of two different rigs for HIFR:

operations, the helicopter shall be positioned into the

relative wind over the HIFR deck marking. The wind

Wiggins/North Island HIFR Rig - This rig has a ship's

should be 330^o to 355^o relative to the ship heading at a

hose (> l00 feet in length and all HIFR assembly that is a

velocity of 15 to 20 knots. Density altitude and true wind

10-foot section of 1-1/2 inch hose outfitted with a saddle

velocity will dictate whether a higher relative wind

for hoisting the HIFR assembly and hose to the aircraft.

velocity will be required to hover. During high true wind

Both ends of the HIFR assembly are equipped with female

conditions, the most stable hover with the least amount of

CCR fittings

(also referred to as Wiggins fittings). A

turbulence is normally encountered when the ship is at a

manual emergency disconnect lanyard (emergency release

speed slightly above that required to maintain steerageway.

"T" handle) is located near the Wiggins fitting on the HIFR

The ship speed should be adjusted to minimize the pitching

assembly that connects to the male Wiggins fitting in the

and rolling of the transferring ship in high seas.

helicopter. The second Wiggins fitting connects the HIFR

Assembly to the ships hose.

Note

WARNING

The Wiggins rig incorporates a manual

breakaway that requires a helicopter crew

The plane commander should ensure that a

member to pull an emergency disconnect

fuel sample is taken and is visually in-

lanyard to effect breakaway.

spected by a crewmember before fueling is

commenced.

NATO Compatible High Capacity (HIFR

-This new

rig features a 100-foot long 2-inch lightweight hose, unisex

couplings, automatic emergency breakaway and facilitates

the use of either a CCR nozzle or a D-1 nozzle (SPR) for

HIFR operations. The NHC also has two major assemblies

The plane commander shall make sure that

- the 100-foot HIFR hose and the l0-foot HIFR assembly.

the Landing Checklist (including lowering

During routine HIFR operations, H-3 aircraft will receive

the landing gear) is completed before be-

the CCR nozzle attached to the HIFR assembly. This

ginning any approach (HIFR, transfer, etc.)

nozzle has a built-in

45-psi pressure regulator and an

to any ship to preclude a gear-up landing in

on/off flow control handle that allows the crewman to turn

case of an emergency or other unscheduled

on and off the fuel flow. Emergency breakaway is initiated

landing.

when 450 ±50 pounds of straight tensile pull is extended

on the automatic breakaway coupling. The mount for the

To request in-flight refueling, the pilots shall contact

hoist cable has been designed for self-alignment between

the refueling ship and request HI-DRINK, specifying type

the winch and deck tiedown to assure straight pull.

nozzle, and the amount of fuel in pounds required. Two

types of refueling nozzles are used:

Note

The Parker nozzle (also referred to as the Dl/SPR

· Emergency breakaway is accomplished

nozzle) that is attached to the normal pressure-

automatically as the pilot pulls the

refueling receptacle on the starboard side of the

helicopter away from the ship. No

helicopter.

action by an air crewman is necessary.

The Wiggins fitting (also referred to as the CCR

· Most U.S. helicopters are configured

nozzle) is attached to a receptacle in the aft cabin

with a CCR-type connection for HIFR

floor, or starboard side, aft of the cargo door, behind

refueling while all other NATO

the thermal barrier. When equipped with a Wiggins

countries with HIFR capability use an

fitting, any member of the crew may give the

SPR connection. Therefore, if a U.S.

command, "Break away." The crewman will

helicopter is HIFR’ed by another

immediately pull the emergency disconnect lanyard

member country's ship, it will be given

and report, "Hose clear."

an SPR nozzle and must carry an

adapter to convert it to a CCR-type

connection.

Further information on both HIFR rigs can found in

NWP 3-04.1.

9-9

ORIGINAL

NAVAIR 01-230HLH-1

Note

· If the Wiggins fitting is not properly

The NI rig incorporates a manual emergency

seated, it will unseal when the fueling

breakaway system. An aircrewman must

hose is pressurized. The fueling hose

pull the emergency release "T" handle to

must be depressurized and partially

effect safe breakaway.

sucked back before it can be properly

resealed.

Raise hoist to near seat position.

· When equipped with a Wiggins fitting, a

Note

slow pumping rate of less than

100

pounds per minute total for both tanks

The HIFR saddle must be raised as near as

may indicate a clogged fuel filter in the

possible to the hoist seat position to permit

helicopter receiving system. All five

proper and safe operation of the emergency

filters should be replaced with this

breakaway on either rig.

indication. Before attempting to replace

the filters, ensure that adjustments in the

Signal ship to pressurize hose.

aircraft altitude and sufficient fueling

hose pressure do not correct the problem.

Depress locking tab on the NHC rig's CCR nozzle

and slowly move the flow control handle into the on

or forward position.

· A light should be connected to the hoist

hook during night operations to give

Note

visual reference to hook position at all

times.

The Wiggins fitting (nozzle) on the NI rig

9.4.4 Communications. Signals to start and stop

does not have a flow control handle.

pumping shall be exchanged between the helicopter

crewman and the ship director with the radios as the

Monitor fueling. Signal ship to shut off fuel be-

fore exceeding maximum gross weight or internal

backup means of communication. In addition to the normal

weight limits (or when pilot commands).

hover positioning reports, refer to Figure 9-5 for Standard

Terms.

Note

9.4.5 HIFR Procedures

Crewman has ability to stop fueling with flow control

handle on the NHC rig's CCR nozzle. In addition, this

Lower the hoist and obtain fuel sample taken

CCR nozzle will automatically stop flow and the red

from nozzle of HIFR rig and confirm fuel is

acceptable.

pin behind the flow control handle will extend under

the following conditions: Pressure has exceeded 45

psi; tanks are full.

Lower hoist cable for pick up of refueling rig.

10. Move NHC CCR nozzle flow control handle into

Note

closed or off position.

Should waveoff be required before either

HIFR rig is connected, the hoist cable

11. Signal ship to turn off pump.

should be cut immediately.

12. Disconnect NHC CCR nozzle or NI Wiggins

fittings from aircraft fuel fitting.

Disconnect nozzle from hoist (or saddle).

Connect the grounding wire.

13. Remove grounding wire.

Connect CCR nozzle (NHC rig) or Wiggins fit-

14. Signal to move over flight deck and lower rig

ting (NI rig) to the receptacle in the aircraft. When

once over deck.

using the NI rig, crewman shall place one hand on the

emergency release "T" handle and keep it there until

15. Raise hoist after confirming HIFR disconnected

fueling is complete and the NI Wiggins nozzle has

and report to pilot, "Clear for forward flight."

been disconnected from the aircraft receptacle.

9-10

ORIGINAL

NAVAIR 01-230HLH-1

9.4.5.1 HIFR Emergency Procedures. During

Note

HIFR, when an emergency conditions is observed, or

when the command "Breakaway" is received the fol-

Be prepared for collective jumps when the

lowing emergency breakaway procedures should be

radar altimeter coupler acquires or loses the

followed depending on the type of HIFR rig being used:

height of the ship fantail.

NI HIFR Rig - The crewman, with his hand on

Once the HIFR hose has been picked up, the

the emergency release "T" handle, must pull the

aircraft should be positioned to receive fuel.

device, thus, releasing the HIFR hose and letting it fall

Recommended position for HIFR is rotors clear of the

back to the ship. The pilot then flies away from the

ship and a hover altitude of 40 feet. While hovering

ship.

alongside the ship, the coupler system should be used.

On pilot command "Coupler," the copilot engages the

NHC HIFR - This rig incorporates an automatic

coupler, reports, "Engaged," and makes adjustments as

emergency breakaway. No crewman action is

directed by the pilot.

necessary to disconnect system. Once the NHC rig has

been attached, the pilot can effect emergency

Once refueling is completed, the coupler should

breakaway at anytime by flying away from the ship.

be disengaged prior to recrossing the deck. Departure

from the HIFR ship shall be conducted using the

If either rig fails to disconnect when an emergency

procedures for night launches from air-capable ships.

breakaway is attempted, it will be necessary for the

crewman to quickly dis engage the nozzle and grounding

Upon completion of the refueling evolution, make

wire from the aircraft and cut the hoist cable.

a 20° turn to the left and after receiving a "ready for

forward flight" report from the crewman, slide clear of

the ship to port. Use standard automatic hover

departure procedures to climb to

150 feet. The

anticollision light and exterior position lights reset as

desired either before the departure or upon completion

If the hoist cable is cut with either HIFR rig

of the climbout.

connected to the aircraft fitting, the

possibility exits that the HIFR rig or aircraft

9.5

ENGINE GASPATH PROCEDURES

fitting could rupture, causing pressurized

fuel to leak into the cabin.

Engine gaspath is a procedure designed to reduce

corrosion of the engines because of the saltwater

9.4.6 Night/Low Visibility HIFR Approach

environment in which the helicopter is operated. This

procedure is normally carried out after flights over water

The Approach/Landing Procedures, paragraph

during which hovering was conducted, or as required.

8.4.3, described for night or IMC approaches to air-

capable ships shall be used for HIFR. Hose pickup

will be accomplished instead of landing.

Prior to commencing the approach, complete the

Alternate Approach Checklist. When a green deck

If conditions prevent spreading the rotor

signal is received from the ship and the helicopter is

blades for No. 2 engine start, ensure a mini-

ready to come over the stern, the copilot will secure

mum of 400 psi rotor brake pressure. If rotor

the forward rotating anticollision light about 100 yards

brake must be pumped up, make sure that

astern of the ship. The pilot takes control of the

ground personnel are available to hold the

aircraft and completes the approach visually. The pilot

blades.

in the left seat should adjust the ALTITUDE set pot as

directed by the pilot in the right seat to maintain

minimum safe altitude for desired obstruction clearance.

9-12

ORIGINAL

NAVAIR 01-230HLH-1

9.5.1 Freshwater Wash

water valve. As wash cycle continues, do not

allow N_gto decrease below 15 percent with water

Note

valve open. Secure water wash 5 seconds before

securing starter. Do not exceed 30-second starter

· Allow engine to cool for

limitation.

minutes after shutdown.

20.

No. 2 engine emergency start - ON.

· If ambient temperature is below 5

^oC

(40^oF), P3 line shall be

21.

No. 2 engine - ENGAGE STARTER.

disconnected from fuel control.

Motor until N_gpeaks (19-percent minimum), open

Preflight helicopter.

wash cart valve, and introduce water. When N_g

decreases to 15 percent, close valve. Wait until N_g

Circuit breakers and switches - CHECKED.

accelerates to 19 percent before reopening water

valve. As wash cycle continues, do not allow N_g

Brakes and tailwheel - CHECKED.

to decrease below 15 percent with water valve

open. Secure water wash

5 seconds before

FUEL DUMP switches - OFF.

securing starter. Do not exceed 30-second starter

limitation.

External power - CONNECTED.

22. No. 2 engine emergency start - OFF.

External power switch - RESET, THEN ON.

9.5.2 No. 1 Engine. Burnout. Operate engines

Landing gear - CHECKED.

for 3 to 5 minutes to dry out residual water.

Start mode switch - NORMAL.

Note

Blade panel, hoist, and trim, CREW

If engines cannot be started, go to

ICS - CHECKED/ON.

Engines Gaspath Procedures, paragraph

9.5.7.

10. Anti-ice - CHECKED AS REQUIRED.

1. Ignition switches - NORMAL.

11. Ignition switches - OFF.

Emergency start switches - OFF.

12. Accessory drive switch - FORWARD, LIGHT

ON.

Rotor brake - 320 PSI MINIMUM.

13. Manual throttles and speed selectors -FREE,

No. 1 firewall valve - OPEN.

OFF.

Battery - ON.

14. Emergency start switches - OFF

No. 1 engine - START.

15. Rotor brake

CHECKED

(320 PSI

MINIMUM).

All gauges - CHECKED.

16. Fire warning, caution, and advisory panels -

Speed selector - 104-percent N_f.

CHECKED.

Boost pumps - OFF.

17. Fuel panel/quantity - OFF/CHECKED.

10. Generators - ON.

18. Lights - AS REQUIRED.

11. External power - DISCONNECTED.

19. No.1 engine - ENGAGE STARTER.

9.5.3

Blade Spread. Only required ashore.

Motor until N_g peaks

(19-percent minimum),

open wash cart valve, and introduce water. When

Servo sensor - CHECKED.

Ng decreases to 15 percent, close valve. Wait until

Area clear - CHECKED.

Ng accelerates to 19 percent before reopening

9-13

ORIGINAL

NAVAIR 01-230HLH-1

SAFETY VALVE switch - OPEN.

9.5.5 Automatic Blade Fold

Blade fold MASTER switch - ON.

Droop and flap restrainers - IN PLACE.

BLADES FOLD-SPREAD switch - SPREAD.

No. 1 blade position - CHECKED.

BLADE SPREAD light - ON.

No. 1 engine speed selector - 104-percent N_f.

SAFETY VALVE switch - CLOSED.

Rotor brake lever - ON.

Rotor brake - 320 PSI MINIMUM.

No. 2 engine fuel firewall valve - CLOSE.

Blade fold MASTER switch - OFF.

Automatic stabilization equipment (ASE) -

10.

BLADES FOLD SPREAD switch - OFF.

OFF.

11.

Blade fold panel lights - CHECKED.

Area - CLEAR.

12.

Servo pressure - CHECKED.

Collective pitch lever - MINIMUM PITCH.

9.5.4

No. 2 Engine Burnout

Cyclic stick - NEUTRAL.

Start mode switch - NORMAL.

10. SAFETY VALVE switch - OPEN.

No. 2 firewall valve - OPEN.

11. Blade fold MASTER switch - ON.

Anti-ice - AS REQUIRED.

12. Rotor brake lever OFF.

Rotor brake

CHECKED

(400

psi

13. BLADES FOLD-SPREAD switch - FOLD.

minimum).

14. Rotor brake lever (No. 1 position light on) -

5. No. 2 engine - START.

ON.

All gauges - CHECKED.

15. BLADE FOLD light - ON.

Boost pumps - OFF.

16. SAFETY VALVE switch - CLOSED.

Allow both engines to operate for 3 to 5

17. Blade fold MASTER switch - OFF.

minutes (No. 1 at 104-percent N_f, No. 2 at GRD

IDLE).

18. BLADES FOLD-SPREAD switch - OFF.

9.5.6 No.1 Engine Secure

WARNING

1. Speed selector - GRD IDLE.

The rotor brake will not prevent rotor

2. Speed selector

(less than

60-percent N_g)

movement with the No. 1 engine in

SHUT OFF.

flight position above ground idle or

with the No. 2 engine above ground

3. Fuel switch - CLOSE.

idle. Personnel injury and/or helicopter

damage may occur as a result of

4. All engine instruments - CHECKED.

inadvertent rotor engagement.

5. All switches - OFF.

No. 2 speed selector - SHUTOFF.

10. No. 2 fuel switch - CLOSED.

11. No. 2 engine instruments - CHECKED.

9-14

ORIGINAL

NAVAIR 01-230HLH-1

9.5.7 Engine Gaspath Procedures

18. Lights - AS REQUIRED.

Note

19. No. 1 engine - ENGAGE STARTER.

· Allow engine to cool for

Motor engine until N_g peaks (19-percent mini-

minutes after shutdown.

mum). Introduce gaspath mixture while

continuing to motor starter until N_g drops to 15

· P3 line shall be disconnected at the

percent or 30-second starter limitation is reached,

2-o'clock

position

the

whichever comes first. Secure gaspath injection

compressor rear frame at all

and starter simultaneously.

temperatures whenever soap or

solvent is sprayed into the engine.

20. No. 2 engine emergency start - ON.

Whenever water is sprayed into the

engine, the P3 line shall, be

21. No. 2 engine - ENGAGE STARTER.

disconnected at the

2-o'clock

position on the compressor rear

Motor engine until N_g peaks

(19-percent

frame if ambient temperature is

minimum). Introduce gaspath mixture while

below 5 ⁰C (40 ⁰F).

continuing to motor starter until N_g drops to 15

percent or 30-second starter limitation is reached,

Preflight helicopter.

whichever comes first. Secure gaspath injection

and starter simultaneously.

Circuit breakers and switches - CHECKED.

22. No. 2 engine emergency start - OFF.

Brakes and tailwheel - CHECKED.

Note

FUEL DUMP switches - OFF.

Allow cleaner to soak for 15 to 20

External power - CONNECTED.

minutes. Rinse within 30 minutes.

External power switch - RESET, THEN ON.

9.5.8 Gaspath Engine Rinse

Landing gear - CHECKED.

Do steps

1 to

25 of Freshwater Wash

procedures checklist.

Start mode switch - NORMAL.

9.5.9 Gaspath Engine Burnout

Blade panel, hoist, trim, and crew ICS

CHECKED/ON.

Note

· Allow engine to air dry 5 minutes

10. Anti-ice - CHECKED AS REQUIRED.

before burnout.

11. Ignition switches - OFF.

· If engine cannot be started, motor

starter for 30 seconds.

12. Accessory drive switch - FORWARD, LIGHT

ON.

Do steps 1 to 12 of No. 1 Engine Burnout

Checklist and steps

1 to 10 of No. 2 Engine

13. Manual throttles and speed selectors -FREE,

Burn-out Checklist.

OFF.

Blades must be spread ashore.

14. Emergency start switches - OFF.

Note

15. Rotor brake

- CHECKED (320 PSI

MINIMUM).

Reconnect P3 line to fuel control if

necessary.

16. Fire warning, caution, and advisory panels -

CHECKED.

17. Fuel panel/quantity - OFF CHECKED.

9-15

ORIGINAL

NAVAIR 01-230HLH-1

9.6

ADDITIONAL MISSIONS/STATIC

a. Interior.

DISPLAYS

(1)

Switches/control positions.

The helicopter can be used for the following

utility missions: personnel and mail transfers, plane

(2)

Foreign objects.

guard for carrier air operations, SAR, torpedo/rocket

firing spotting and drop evaluation, and other support

(3)

Rudder control cable security.

operations.

(4)

Cleanliness.

9.6.1 Static Displays. The following safety

procedures shall be closely adhered to when

Exterior.

displaying UH-3 helicopters to the general public:

(1)

Antennas.

Helicopter shall be chocked and all safety

pins installed.

(2)

Panels .

2. Battery shall be disconnected and door

(3)

Foreign objects.

secured.

(4)

Refueling and defueling systems.

3. All marine smoke markers PDCs shall be

removed from interior of the helicopter.

(5)

Areas around helicopter

for

clearance and cleanliness.

CADs shall be removed from rescue hoist.

Thermal barrier will be secured.

Blades should be spread; however, if folded,

boots shall be attached.

A rope-type barrier should be used around

the helicopter to control entry and exit point.

Visitors will enter and depart from personnel

door unless an appropriate platform is available

for cargo door use.

No more than four visitors should be

allowed in the helicopter at one time.

10. All visitors shall be escorted while inside the

helicopter, and a watch shall be posted to

observe visitors around the exterior of the

helicopter.

11. No visitors shall be allowed on the engine or

transmission deck.

12. Upon completion of static display, the

helicopter shall receive a thorough inspection,

paying particular attention to the following areas:

9-16

ORIGINAL

NAVAIR 01-230HLH-1

12.

Accessory drive switch æ AFT, LIGHT OUT.

13.

Nr and torques æ 104 PERCENT MATCHED.

14.

Generators æ RESET.

15.

APU æ SECURE.

9.7.2 Alert Checklist. The Alert Checklist may be used when a mission requirement exists to expeditiously start,

engage, and prepare for takeoff. The Alert Checklist shall not be used on a routine basis to avoid system checks. The

Normal Checklist, through systems checks, shall be completed prior to using the Alert Checklist.

9.7.2.1

Cockpit Setup.

Anticollision light switch æ ON.

Other light switches æ AS DESIRED.

Radio masters æ ON.

Beeper trim æ ON.

Ignition switches æ ON.

Accessory drive switch æ ACCESS DR.

Engine speed selectors æ SHUT OFF.

Emergency start switches æ OFF.

Start mode switch æ NORMAL.

10.

Rotor brake lever æ CHECKED (320 psi minimum).

11.

Fuel shutoff valves æ CLOSED.

12.

Crossfeed æ OFF.

13.

Boost pumps æ OFF.

14.

UHF, VHF, ICS, RAD ALT, NAVAIDS æ AS DESIRED.

15.

All other switches æ OFF.

9.4.7.2.2

Start.

Battery æ ON.

APU æ START.

APU generator æ ON.

Fuel valves (both) æ OPEN.

No. 1 engine æ START.

9-18

ORIGINAL

NAVAIR 01-230HLH-1

CHAPTER 10

Functional Checkflight Procedures

10.1 FUNCTIONAL CHECKFLIGHT

PROCEDURES

10.1.3 Designation of Functional Checkflight

Aircrewman. The unit's aircrew training and

The functional checkflight procedures listed herein are

qualification instruction shall dictate the requirements as

for the purpose of promulgating standard criteria for

developed by the quality assurance officer and/or the

ground and flight functional checks for this helicopter. All

crewchief recommendation board.

functional checkflights shall be flown by qualified

functional checkpilots designated in writing by the unit

10.1.4 Qualifications for Functional Checkflight

commander. The pilot seat shall be occupied by a

Aircrewman. The following shall be considered the

functional check pilot designated by the squadron

minimum requirement for qualification as a functional

commander. The copilot seat shall be occupied by a

checkflight aircrewman:

qualified helicopter pilot. The flight shall be conducted

with the minimum crew necessary, and the crew shall be

1. Designated utility aircrewman or special mission

fully equipped for flight. Functional checkflights shall he

crewman.

in accordance with OPNAVINST 3710.7 and 4790.2.

2. Complete NAESU VATS training course.

10.1.1 Designation of Pilots. The helicopter

maintenance officer shall recommend designated

3. Complete local FCF training syllabus and FCF

helicopter commanders who have completed the

checkride.

indoctrination program to the commanding officer, via the

operations officer, for designation as functional checkflight

4. Be designated functional checkflight aircrewman by

pilots. The operations officer shall forward such

the unit commanding officer.

recommendations with appropriate comments to the

commanding officer.

10.1.5 Conditions Requiring Functional Checkflight.

Functional checkflights are required under the following

10.1.2 Functional Checkflight Pilot Qualification.

conditions, after the necessary ground check and before

The following shall be considered minimum for functional

release of the helicopter for operational or training flights:

checkflight pilot qualification:

A. Functional checkflights shall be accomplished at the

1. Functional checkflight pilot ground and flight

completion of helicopter rework before acceptance

checkout.

and/or transfer of helicopters. All checklist items

required are prefixed A.

2. Read and initial functional checkflight pilot folder.

B. Controllability checkflights shall be accomplished

3. Read pertinent sections of the Maintenance

whenever the helicopter has been rerigged. Minimum

Instruction Manuals.

checklist items required are prefixed B.

4. Read applicable general engine bulletins.

C. Engine change and/or fuel control adjustment

checkflights shall be done whenever an engine or fuel

5. Maintain familiarity with this flight manual

control has been replaced and/or a stator vane actuator

(particularly Chapter 10).

adjustment has been performed and are prefixed C.

6. Completion of a locally prepared ground training

D. Gearbox serviceability and/or overhaul check-

syllabus for prospective functional check-flight pilots.

flights shall be done as required in the Maintenance

Instruction Manuals. Minimum checklist items

required are prefixed D.

10-1

ORIGINAL

NAVAIR 01-230HLH-1

E. To be completed subsequent to the following

level is influenced by the many individual frequencies of

maintenance actions:

vibration and combinations thereof. Many multiples of a

basic frequency are felt, and often two or more different

1. Removal and installation/replacement or adjustment

superimposed frequencies create beats. The overall

of these items:

magnitude is the result of the amplitudes of all the

frequencies. It would be difficult for the pilot to completely

a. Rotary wing head.

separate all the types of vibrations encountered. Generally,

these are divided into low, medium, and high frequencies.

b. Swashplate.

Varying magnitudes of all three types of vibrations are

often present in an individual helicopter. Only through

c. Rotary rudder head.

experience will the pilot be able to judge what is normal to

the model and what is abnormal and correctable. Figure

d. Pitch change beam.

10-1 is a reference for post maintenance vibration analysis.

e. Any pitch change rod/link.

10.1.7.1

Low-Frequency Vibrations.

2. Removal and replacement of main rotary wing

10.1.7.1.1 One Times Main Rotor Speed (One Per

blade.

Revolution). This vibration emanates from the rotary

wing system and is generally caused by rotary wing head

3. Removal and replacement of rotary rudder blade

or blade imbalances. It produces a rotary excitation of the

(auto rpm check not required).

fuselage that feels like a lateral oscillatory roll or wallow

to the pilot on deck. In flight, it feels like a vertical bounce.

Vibration Analysis/Main Rotor Track Balance/Tail

If this vibration is present in all regimes of flight,

Rotor track and balance

(VMT). To be completed

troubleshoot rotary wing blades. The most probable causes

when vibration analysis is required in conjunction with

are the following:

another profile. (Figure 10-1)

1. Rotary wing blades out of track. A blade track ad-

10.1.5.1

General Functional Checkflights.

justment is not warranted even though the blades

General functional checkflights shall include such items as

appear to be slightly out of track if a one-per-revolution

blade change, tail rotor control cable replacement, dual-

vibration is not present. When using the electronic

gyro change, horizontal stabilizer replacement, and other

blade tracking equipment, if one or two blades are

circumstances as directed by the maintenance officer based

more than three-fourths inch out of track, as compared

on the scope of maintenance accomplished and the effect

to blade No. 1, or if any three blades are not within

of such maintenance on safety and reliability of operation.

one-half inch spread, troubleshoot in accordance with

Before such flight a determination shall be made by the

the tracking procedures. Out-of-track condition could

maintenance officer along with the quality assurance

be caused by damaged rotary wing blade trailing edges,

officer as to which items on the functional checkflight card

or rotary wing blade static balance beyond tolerances.

shall be done for the proper and safe functioning of the

helicopter.

2. Worn or loose control rod end bearings. If the

vibration is present in a hover only, the cause could be

10.1.6 Blade Tracking. Whenever a track is required

item 1 above as well as rotary wing blade dynamic

and there is no intent to fly, the cockpit shall be manned by

balance beyond tolerances.

a designated HAC. If there is intent to fly, then the cockpit

shall be manned by a designated functional checkflight

10.1.7.1.2 Ground Roll. This is a one-per-revolution

pilot

lateral roll of the helicopter that often occurs during rotor

engagement and is due to the in-plane misalignment of the

Note

rotary wing blades causing an out-of-balance condition in

the main rotor system. When the rotor attains flying speed,

All personnel in the helicopter shall be

centrifugal force normally aligns the blades and the

strapped

securely

during each

vibration disappears. If the vibration continues with the

engagement.

rotor up to speed at flat pitch, but disappears when the

helicopter is lifted into a hover, then the cause could be

10.1.7 Vibration Troubleshooting. The inherent

static balance of rotary wing blades or the landing gear

vibrations in any helicopter are those created by the

struts need servicing.

mechanical functions of the engines and transmission

systems, dynamic action of the main and tail rotors, and

aerodynamic effects on the fuselage. The overall vibration

10-2

ORIGINAL

NAVAIR 01-230HLH-1

VIBRATION ANALYSIS MATRIX

V-INDICATES VIBRATION ANALYSIS REQUIRED AS PER NOTES

M- INDICATES MAIN ROTOR TRACK/BALANCE

T-INDICATES TAIL ROTOR TRACK/BALANCE

ACCEPTANCE INSPECTION

M/T

AIRCRAFT NOT FLOWN IN EXCESS OF 30 DAYS

ENGINE REMOVAL / REPLACEMENT / REINSTALL

ENGINE H.S.S. REMOVAL / REPLACEMENT / REINSTALL

ENGINE H.S.S. DISCONNECT / ROTATION

ENGINE INBD MOUNT REMOVAL / REPLACEMENT / REINSTALL

ENGINE OUTBD MOUNT REMOVAL / REPLACEMENT / REINSTALL

MAIN GEAR BOX REMOVAL / REPLACEMENT / REINSTALL

1,7,8

TAIL GEAR BOX REMOVAL/ REPLACEMENT / REINSTALL

IGB REMOVAL / REPLACEMENT / REINSTALL

MAIN GEAR BOX INPUT SEAL REPLACEMENT

TAIL TAKEOFF DRIVE SEAL REPLACEMENT

IGB INPUT / OUTPUT SEAL REPLACEMENT

TGB INPUT SEAL REPLACEMENT

TGB PITCH CONTROL SHAFT SEAL REPLACEMENT

REPORTED AIRFRAME VIBRATION / SHUFFLE

M/T

PITCH LINK REPLACEMENT / ADJUSTMENT

PITCH CONTROL ROD REPLACEMENT / ADJUSTMENT

MAIN ROTOR BLADE REMOVAL / REPLACEMENT / REINSTALL

TAIL DRIVE SHAFT / THOMAS COUPLING REMOVAL /

REPLACEMENT REINSTALL / DISCONNECT / ADJUSTMENT

TAIL DRIVE SHAFT #2 BEARING DISCONNECT/ REMOVAL /

REPLACEMENT / REINSTALL

VISCOUS DAMPED BEARING REMOVAL / REPLACEMENT / INSTALL

MAIN ROTOR HEAD REMOVAL / REPLACEMENT / REINSTALL

TAIL ROTOR HEAD REMOVAL / REPLACEMENT / REINSTALL

TAIL ROTOR PITCH BEAM REPLACEMENT

TAIL ROTOR BLADE REMOVAL / REPLACEMENT

TAIL DISCONNECT JAW REMOVAL / REPLACEMENT / REINSTALL

MAIN ROTOR FLIGHT CONTROLS RIGGING

TAIL ROTOR FLIGHT CONTROLS RIGGING

PHASE A

M/T

3,7,8

PHASE B C D

3,7,8

NOTES:

1) HIGH SPEED SHAFT GROUND ONLY

2) STATION 391 GROUND ONLY

3) STATION 649 GROUND ONLY

4) STATIONS 290 AND 391 GROUND ONLY

5) STATIONS 391 AND 649 GROUND ONLY

6) STATIONS 290, 391, AND 649 GROUND ONLY

7) STATION 290 GROUND, HOVER, AND FORWARD FLIGHT

8) STATION 391 GROUND, HOVER, AND FORWARD FLIGHT

9) HIGH SPEED SHAFT, STATION 649 (GROUND ONLY), STATIONS 290 AND 391 GROUND,

HOVER AND FORWARD FLIGHT

10) AS APPROPRIATE FOR RELATED MAINTENANCE ACTION REQUIRED / PERFORMED

Figure 10-1. VIBRATION ANALYSIS MATRIX

10-3

ORIGINAL

NAVAIR 01-230HLH-1

10.1.7.1.3 Two-Thirds Times Main Rotor Speed

heavy vibratory loads on the rotor head as the spanwise

(Two-Third Per Revolution). In flight conditions that

center of lift of each blade moves in and out. It is felt as a

result in high rotary wing blade flapping angles, a

combination of vertical and lateral shake at the same

condition of negative pitch lag coupling can occur in

frequency with the vertical being the most noticeable. The

which the capability of rotor system damping is exceeded.

battery vibration absorber is designed to minimize the

This condition called pitch lag oscillation is felt as a heavy

vertical portion of this vibration. The battery absorber is

lateral rotary oscillation that can become increasingly

"tuned" to operate best at

100-percent N_r. If five-per-

violent if airspeed is allowed to build up or N_r is further

revolution vibration is excessive at high forward speeds,

decreased. It is not desirable to remain in this condition.

do this: check the battery mechanical vibration absorber.

Immediate corrective action is to lower the collective,

Check for improper torque on main gearbox tiedown bolts.

increase rotor speed, and reduce airspeed and/or the

severity of the maneuver.

10.1.7.2.2 One Times Tall Rotor Speed. This

vibration (1,243 cycles per minute at 100-percent N_r) is

Pitch lag oscillation may be encountered during flight

usually due to rotary rudder blade pattern dissymmetries

at forward cg helicopter loadings with high forward speeds

and is not easily identifiable by the pilot because of its

or right sideward flight or hovering in a right crosswind. It

proximity to five times rotary wing frequency. It is

can also be encountered at any cg loading at forward

evidenced by an increase in overall helicopter vibration.

speeds that exceed the allowable limit, high gross weight;

Since this frequency is close to five-per-revolution (1,015

low rotor speed; steep, level, or climbing turns; gusty wind

per minute), the two frequencies sometimes modulate

conditions; or during abrupt pullup from a dive. If two-

(beat) at a frequency of 228 cycles per minute that is felt as

thirds-per-revolution vibrations should be experienced

a shudder throughout the helicopter hard to distinguish

within the normal flight envelope, inspect the rotary wing

from one-per-revolution (203 cycles per minute). When

head dampers.

excessive vibration is suspected in all regimes of flight,

check the rotary rudder.

10.1.7.1.4 Tail Shake. Tail shake, sometimes

erroneously referred to as two-per-revolution vibration, is

10.1.7.3 High-Frequency Vibrations. These vi-

an aerodynamic effect of the rotary rudder passing through

brations may be felt as a tingling sensation in the soles of

the disturbed air of the rotary wing system in certain flight

the feet or a tickling in the nose, In extreme cases, the

regimes. This vibration will be felt in all helicopters to a

instrument needles will appear to be fuzzy. They will

certain extent as a random impulse around the yaw axis.

normally emanate from the engine, main gearbox input

The trailing position of the rotary rudder relative to the

section, or rotary rudder drive system and are often equally

rotary wing head resulting from flying the helicopter in a

apparent in a ground run as in flight. However, by far the

right slip can induce this vibration in the speed range of 50

most important cue to high-frequency vibration will be the

to 80 knots, especially with an aft cg loading. The rotary

associated sounds.

wing beanie-type fairing reduces this vibration

considerably. This aerodynamic tail shake should not be

10.1.7.3.1 Rotary Rudder Drive Shaft Vibrations.

confused with ASE yaw kicks that can be observed on the

Generally caused by an unbalanced drive shaft or bad

yaw indicator.

bearings, this vibration can be identified during ground run

by feeling the tail cone.

10.1.7.2 Medium-Frequency Vibrations.

10.1.7.3.2 Main Gearbox Vibrations. The main

10.1.7.2.1 Five Times Main Rotor Speed

(Five-

gearbox contains many possible sources of high-frequency

Per-Revolution). This most common inherent vibration

vibrations, such as the various gearbox-mounted

is caused by the dynamic response of the rotary wing

accessories, the accessory gear train, oil cooler blower and

blades to asymmetrical aerodynamic blade loading. Its

the input bevel gear and freewheeling units that are

intensity is greatest at high forward speeds and during

generally heard rather than felt in the airframe.

transition to a hover. It is felt in transition to a hover as a

Combinations of these high frequencies in extreme cases

steady vertical shake caused by the rotary wing blades

could result in the pilot sensing low or medium

traversing the downwash of preceding blades. This is

frequencies. These would be detected as vibrations that are

normal to the helicopter when felt at the point where the

affected only by variation in rotary wing speed and may be

collective pitch is increased to sustain the hover, or when

just as apparent in a ground run as in flight. There are also

hover taxiing the helicopter into and out of translational

numerous gear clash sounds that occur under various

lift. The effect can be reduced in transition to hover by

conditions, the acceptability of which can only be

leveling the helicopter just before applying collective pitch

determined by experience or measurement by

and by planning the approach so that final pitch application

instrumentation.

at a slow rate will be enough to attain the hover. At high

speeds, the difference in the lift distribution between the

advancing and retreating rotary wing blades results in

10-4

ORIGINAL

NAVAIR 01-230HLH-1

10.1.7.3.3 Engine Vibrations.

The engine gas

10.1.8.2 Functional

Checkflights.

Functional

generator or power turbine will normally beat together at

checkflights are flights performed to determine if the

various N_g and N_f combinations or with N_f split off from

airframe, powerplant, accessories, and items of equipage

Nr. To the pilot, the only obvious evidence of excess

are functioning in accordance with predetermined

vibrations will be greatly increased high pitch noise levels.

requirements while subjected to the intended operating

If the magnitude appears abnormal, it is well to check

environments. Such flights are conducted when it is not

alignment of the power turbine or high-speed main

feasible to determine safe and/or required functioning by

gearbox input shaft and condition of engine mounts. It is

means of a ground check or shop tests. The following

often possible to reduce this vibration by turning the

items provide a detailed description of the checks, se-

engine main drive shaft in relation to the main gearbox

quenced in the order in which they should be performed. In

input shaft in 90° units until in a ground run the vibration

order to complete the required checks in the most efficient

is diminished. If the noise level of one engine seems

and logical order, a flight profile has been established. A

excessive compared to the other engine at the same power

letter designation has been established for each checkflight

condition and if the excessive noise varies with N_g or N_f

condition and prefixes each applicable check item in the

changes and is perhaps accompanied by a tingling

following text and the functional checkflight checklist.

vibration in the engine control levers, then a bad engine

Items not prefixed by a letter designation are normal

bearing or rubbing compressor blades may be indicated.

procedure checks and will be accomplished on all flights.

Listen carefully to that engine during normal shutdown.

checkflight personnel will familiarize themselves with

Any unusual noises during coast-down after the speed

these requirements before the flight. NATOPS procedures

control has been shut off might require an engine change.

will apply during the entire checkflight unless specific

Normal engine coastdown time from idle to stop is 40 to

deviation is required by the checkflight to record data or be

65 seconds. Trouble shoot the engine.

sure of proper operation within the approved aircraft

envelope.

Functional checkflight requirements and

10.1.8 Definitions

applicable minimums are described herein. When a

conflict in the limits or procedures occurs between MIMs

10.1.8.1 Ground Checks. Ground checks are defined

and NATOPS, the values and procedures specified in

as checks accomplished on the ground to be sure that

MIMs shall apply. A daily inspection is required before

equipment so checked has been adjusted, reassembled,

the checkflight.

repaired, and inspected satisfactorily. These checks shall

be accomplished after the helicopter system or components

Note

have been inspected following routine maintenance or

repair operations.

· The functional checkflight pilot shall

approach preflight inspections differently

than an average pilot. Since he is

checking work that directly affects safety

of flight, much closer scrutiny must be

exercised during inspections.

· A (†) indicates normal checklist items.

10-5

ORIGINAL

NAVAIR 01-230HLH-1

PROFILE

10.2

PREFLIGHT CHECKS

ABCDE

10.2.1 Exterior Perform normal preflight exterior inspection, paying particular attention to

those components repaired, reworked, or replaced.

10.2.2 Interior

1. Personnel and cabin doors - CHECK FOR PROPER OPERATION.

2. Survival equipment

- PROPERLY LOCATED, SECURED, AND NOT OVERDUE FOR

INSPECTION.

3. HEEL system

(AFC

417)

- LIGHTS SECURE AND PRESS-TO-TEST SWITCHES

CHECKED. (UH-3H)

4. Ditching bills - INSTALLED AND LEGIBLE.

5. Cockpit windows - CHECK FOR PROPER OPERATION.

6. Seats, seatbelts, shoulder harnesses, and shoulder harness lock levers

- CHECK ALL

STATIONS FOR PROPER OPERATION.

7. Seat and pedal adjustments - CHECKED.

8. Instrument range markings

- CHECK ALL INSTRUMENT RANGE MARKINGS IN

ACCORDANCE WITH CHAPTER 4, OPERATING LIMITATIONS.

9. Compass and airspeed correction cards - CHECK.

10.2.3 Prestart Checks

†1. Circuit breakers and switches - CHECKED.

†2. FUEL DUMP switches - OFF.

†3. Brakes and tailwheel - CHECKED.

WARNING

(ET) The APU is intended for ground operations only (minimal

lighting, instrumentation, and air conditioner operation). It does

not have a fire warning or suppression system and therefore should

not be used in flight.

Note

On UH-3H Executive Transport aircraft, if the APU is used instead

of external power; omit steps 5 through 7.

10-6

ORIGINAL

NAVAIR 01-230HLH-1

PROFILE

†4.

(ET) APU - START.

Battery switch - ON.

APU ON switch - ON.

Observe the following:

(1) FUEL PUMP ON light - ON.

(2) STARTER ON light - ON (OFF after starter drops out).

(3) OIL TEMP HI light- OFF.

(4) APU FAIL light - OFF.

(5) APU ON light - ON.

c. APU generator switch - RESET THEN ON (after APU engine comes to operating

speed).

Observe the following:

(2) GEN FAIL light - OFF.

(3) GEN ON light - ON.

†5.

External power - CONNECTED.

External power advisory light - ON.

†7.

External power switch - RESET, THEN ON. (with ET APU power as well)

†8.

Landing gear - CHECKED.

Firewall valves - Place firewall valve switches to OPEN, then CLOSE, listening in each

case for a clicking sound indicating the valves are opening and closing. If the clicking

cannot be heard from the cockpit, have someone listen from a position just aft of the

auxiliary servo compartment.

10. Engine T-handles - Place firewall valve switches to OPEN, then pull T-handles down

and listen for clicking sound in the same manner as when checking firewall valves.

11. Crossfeed valve - Place crossfeed switch to OPEN and CLOSE and listen for clicking

sound in the same manner as when checking firewall valves.

12. Fuel boost pumps/check valves.

a. Speed selectors - SHUTOFF.

b. FIREWALL VALVE switches - OFF.

c. No. 1 fuel boost pump switch - ON. The pump failure light should go on, then go off.

If the failure light remains on, have crewman check for sound of boost pump running.

If pump is running with light on, it may indicate check valve failure.

10-7

ORIGINAL

NAVAIR 01-230HLH-1

PROFILE

d. No. 1 fuel boost pump switch - OFF.

e. Repeat steps c and d for remaining boost pumps.

†13. Start mode switch - NORMAL.

†14. Blade panel, hoist, trim, and crew ICS - CHECKED/ON.

15. Helicopter lighting.

a. Exterior - CHECK FOR PROPER OPERATION.

b. Cabin interior - CHECK FOR PROPER OPERATION.

c. Cockpit interior - CHECK FOR PROPER OPERATION.

16. Engine speed selector rigging.

A C

Make sure that the fuel firewall valves are closed. Move the speed selectors through their full

travel, checking for freedom of movement. At the full forward position, speed levers should be

approximately matched. Check for smooth operation with the vernier controls. At some position

above GRD IDLE, check for deadband play in each direction, with a light spring force tending to

return the lever to the center of play. Retard the selectors toward GRD IDLE. A high load region

that feels like a bind in the speed selector will be noticed just prior to reaching the ground idle

detent. Further retard the speed selector to GRD IDLE; it should freely latch in that position.

Return the selector to SHUTOFF.

A C

17. Starter and abort microswitches.

a. Be sure that the ignition switches and boost pumps are off and fuel firewall valves

closed. Hold the No. 1 speed selector about 3° forward of the SHUTOFF position and

depress the starter button; the starter should not energize. Hold the speed selector at

SHUTOFF, and momentarily depress the starter button; the starter should energize

and remain energized. Pull down on the speed selector; the starter should deenergize.

Listen for any unusual coastdown noises.

b. Repeat all of the above on the No. 2 engine with the emergency start switch on.

Return emergency start switch to OFF.

Do not motor the engine in the absence of fuel in the fuel

control for any prolonged periods.

18. Windshield anti-ice.

Check the windshield anti-ice system by placing the ice protection windshield switch to

LOW. Feel the windshield to determine that it becomes warm. Place the switch to NORMAL

and check the windshield for an increase in temperature. After check, turn off switch.

10-8

ORIGINAL

NAVAIR 01-230HLH-1

PROFILE

19. Pitot heat.

Turn on pitot heat and check that pitot tubes become hot. Turn off pitot heat after check.

20.

(NON-ET) Cabin heater.

Place the fan switch ON. Check for airflow through all diffusers. Turn the fan switch off.

Place cabin heater switch to LOW. Check all diffusers for warm airflow. Place heater

switch to HIGH and check that airflow temperature from diffusers increases. Turn the

heater switch off and note that the fan continues to operate until heater cools and then

shuts off automatically.

21. (ET) Environmental Air System.

a. Place the VENT AIR switch on the AIR COND CONTROL panel in the ON position

and check for airflow through the cockpit and cabin floor diffusers. Place the EVAP

BLO switch in the ON position and check for airflow through cockpit and cabin

gasper outlets. Place both switches in the OFF position.

b. Place the HEAT MODE selector switch to AUTO and t h e HEATER/AIR COND

SELECTOR switch to HEATER. Position the CABIN AIR TEMPERATURE

selector on the air crewman control panel to WARM. Check cockpit and cabin floor

diffusers for warm air. Place the HEATER/AIR COND SELECTOR switch to OFF.

Note

The heater fan will continue to run until the temperature in

the plenum chamber reaches a safe level.

c. Place the HEATER/AIR COND SELECTOR switch on the AIR COND CONTROL

panel to the AIR COND position. Rotate the CABIN AIR TEMPERATURE selector

on the air crewman control panel to COLD. Check for illumination of the COMPR

light on the air crewman receiver selector panel. Check cabin diffusers and cockpit

and cabin gasper outlets for cold airflow.

Note

If the No. 1 or No. 2 engine/inlet anti-ice switches are in the

ON position, the air-conditioner will not operate.

22.

Engine/inlet anti-ice system.

Place Nos. 1 and 2 engine anti-ice switches ON. The Nos. 1 and 2 engine anti-ice

advisory lights should go on. This indicates that the solenoid valve controls the 10th

stage anti-icing bleed air has been deenergized to the open position. In addition, the Nos.

1 and 2 inlet anti-ice cautions lights may go on. The caution lights will remain on until

the inlet has heated to 38 °C and the thermal switch opens.

10-9

ORIGINAL

NAVAIR 01-230HLH-1

PROFILE

Note

In extremely hot weather, there is a possibility the inlet

temperature will be above 38°C before turning on the anti-

ice system. In this case, the caution light will not go on and

the system will have to be checked when cooler ambient

conditions prevail.

†23.

Anti-ice - AS REQUIRED.

24.

AN/AIC-14 interphone (ICS) all stations.

a. Establish communications from the pilot station to all other stations with the AMPL

SEL knob in the NORM, ALT-1, and ALT-2 positions. Return the AMPL SEL knob

to NORM and place the MIC SEL switch to HOT. Communications should be

possible without keying the cyclic mike switch.

b. Turn the VOX knob clockwise and determine that the microphone is energized when

the operator talks in a normal tone and deenergized when the operator stops talking.

Continue rotating the VOX knob clockwise and note that the sound level necessary to

key the microphone decreases. Turn the VOX off.

c. Place the MIC SEL switch to CALL. All stations should be able to communicate

without keying their mike buttons. Check operation of ICS volume control knob.

Have one station select CALL on the MIC SEL switch and check that the ICS OFF is

overridden at all stations. Repeat the above checks at all stations.

d. Place the SONAR INTERCOM switch on the overhead switch panel OFF and have

the sonar operator select ICS. The pilot ICS should be isolated from the sonar operator

ICS with these conditions set. Check that communications between pilots and

crewmen may be established by depressing the SONAR CALL switch on the

collective simultaneously with the mike button. Check that the hoist operator can

select either pilot or sonar ICS.

10.2.4 No. 1 Engine Checks

A C

1. No. 1 engine start interlocks.

a. Place accessory drive switch to FLIGHT and No. 1 engine ignition switch to TEST;

no clicking should be heard. Place No. 1 engine emergency start switch ON and No. 1

engine ignition switch to TEST; clicking should be heard. Return emergency start

switch to OFF.

b. Place accessory drive switch to ACCESS DR and the SAFETY VALVE switch on the

blade fold panel to OPEN. Release the rotor brake and place No. 1 engine ignition

switch to TEST; no clicking should be heard. Reengage the rotor brake and place No.

1 engine ignition switch to TEST; clicking should be heard. Close the SAFETY

VALVE switch.

Do not do step b in high or gusty winds.

10-10

ORIGINAL

UH-3H and UH-3H EXECUTIVE TRANSPORT. FLIGHT MANUAL (2000) - page 4