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

NAVAIR 01-230HLH-1

of the indicator. The SET knob is used to set a course in

adjusts receiver audio level when the function switch is in

the course window at the top of the indicator. The sensing

COMP, and adjusts receiver RF sensitivity when the

window will indicate TO or FROM, depending on whether

function switch is in ANT or LOOP. With the function

the selected course is to or from the tacan station. The

switch in COMP, the set operates as an automatic

vertical bar indicates whether the helicopter has deviated

direction-finder using both the sense and loop antennas.

to the left or right of the course to the station. The relative

The tuning control may be adjusted to give maximum

heading pointer indicates the number of degrees the

indication on the tuning meter for any given station, and

helicopter is heading from the course set in the three-digit

the relative bearing is automatically indicated by the No. 1

course window. Two warning flags marked OFF are on the

single-barred pointer on the RMI. With the function switch

face of the instrument and will appear when tacan signals

at ANT, the set operates as a communications receiver

are weak, unreliable, or nonexistent. The horizontal bar

using the sense antenna only. With the function switch at

marked GLIDE SLOPE and the press-to-test light marked

LOOP, the set operates as a receiver using the loop

MARKER are deactivated on the top course indicator

antenna. The LOOP switch positions the loop antenna

which is used with the tacan. On the bottom indicator,

when the function switch is at either COMP or LOOP. The

which is used with the VOR/ILS, the horizontal bar

BFO switch is used as an aid in the determination of aural

marked GLIDESLOPE and the press-to-test light marked

nulls on either unmodulated or voice-modulated signals.

MARKER are activated.

With the BFO switch ON, place the function switch to

LOOP and press the LOOP switch in the desired direction

15.13 LF AUTOMATIC DIRECTION FINDER

to determine the aural null when the tone drops to

(AN/ARN-59)

minimum. Read the relative bearing of the transmitting

station on the No. 1 single-barred pointer on the RMI. The

LF/ADF (AN/ARN-59) is an airborne radio comp ass

tuning crank tunes the receiver to the desired frequency

system designed to automatically provide a visual

within the selected band.

indication from which an incoming radio RF signal is

received. It provides for the aural reception of AM signals

15.13.2 LF

Automatic

Direction

Finder

from 190 to 1750 kHz in three bands: 190 to 400 kHz, 400

Operation. To turn the set on for use as a conventional

to 840 kHz, and 840 to 1750 kHz. The equipment includes

radio receiver:

a receiver, a loop antenna, a sense antenna, a control panel,

and a dynamotor and utilizes the radio magnetic indicators

1. Volume control - ROTATE CLOCKWISE.

for bearing indications. The dynamotor furnishes 13-volt

100-Hz ac and 125-vdc power to the radio set. The set is

2. Function switch - ANT.

dc powered and is protected by a circuit breaker marked

ADF.

3. Band switch

- SET TO DESIRED OPERATING

BAND.

4. Tuning

control

TUNE TO DESIRED

FREQUENCY.

5. Volume control - ADJUST AS NECESSARY.

To turn the set on for use as an automatic direction finder:

1. Volume control - ROTATE CLOCKWISE.

2. Function switch - COMP.

3. Band switch

- SET TO DESIRED OPERATING

BAND.

Figure 15-16. LF/ADF Control Panel

4. Tuning

control

TUNE TO DESIRED

FREQUENCY.

15.13.1 LF/ADF Control Panel. The automatic

direction-finder set is controlled from a panel (Figure 15-

5. Volume control - ADJUST AS NECESSARY.

16) marked ADF REC on the cockpit console. Controls

include a band switch; a volume control marked VOL-

6. Function switch - COMP.

OFF; a function switch marked COMP, ANT, and LOOP;

a tuning meter; a loop switch marked LOOP; a tuning

control; and a beat frequency oscillator switch marked

BFO-ON. The volume control turns the set on or off,

15-15

ORIGINAL

NAVAIR 01-230HLH-1

Note

15.14 RADIO MAGNETIC INDICATOR

To find whether the relative bearing on the

The ID-250/ARN RMI indicator (Figure 15-17) located

RMI is accurate when the function switch is

on the instrument panel marked RADIO MAGNETIC

at COMP, throw the LOOP switch to the

INDICATOR, consists of an azimuth scale numerically

right and observe that the pointer rotates

marked in 30° units and linear markings in 20° units, a

clockwise. After approximately

20° of

fixed index at the top of the indicator, a single-barred No.

pointer travel, release the LOOP switch and

1 pointer, and a double-barred No. 2 pointer. The azimuth

note the action of the indicator pointer. If the

scale, coupled to the compass system, turns the compass

signal is normal and reliable, the pointer will

card of the indicator and indicates the magnetic heading of

immediately return to the original reading.

the helicopter on the scale beneath the fixed index at the

top of the indicator. The No. 1 pointer provides bearing

To turn the set on for use as a manual direction finder,

readout for the LF/ADF, UHF-DF sets, and the OTPI

using the LOOP position and with the BFO switch ON,

system. The No.

2 double-barred pointer indicates the

proceed as follows:

magnetic bearing of a station as determined by the tacan

set.

1. Volume control - ROTATE CLOCKWISE.

15.15

AIRBORNE IDENTIFICATION MOBILE

2. Function switch - LOOP.

TRANSPONDER SYSTEM

3. BFO switch - ON.

The AIMS (ATCRBS IFF Mark XII system) transponder

system is capable of automatically reporting coded

4. Band switch

- SET TO DESIRED OPERATING

identification and altitude signals in response to

BAND.

interrogations from surface (or airborne) stations so that

the stations can establish and/or maintain identification

5. Tuning control

TUNE TO DESIRED

and/or control of air traffic. The system has five operating

FREQUENCY.

modes (1, 2, 3/A, C, and 4). Modes 1 and 2 are IFF modes,

mode 3 (Civil mode A) and mode C (automatic altitude

6. LOOP switch - PRESS IN DESIRED DIRECTION.

reporting) are primarily air traffic control modes, and

mode 4 is the secure (encrypted) IFF mode. (Mode 4 is not

Rotate the loop until the tone drops to minimum and read

operational unless the system includes a KIT-1A/TSEC

the relative bearing of the transmitting station on the

transponder computer).

indicator.

15.15.1 AIMS Transponder System Components.

To secure the set:

The basic AIMS transponder components are as follows:

1. Volume control - OFF.

1. AIMS transponder set control panel, C-6280A/APX.

2. Transponder, APX-72.

3. Transponder test set, TS-1843/APX.

The AIMS altimetry consists of:

4. AAU-21/A barometric altitude encoder.

The following components provide the secure IFF (mode

4) function:

5. Transponder computer, KIT- 1A/TSEC.

6. IFF caution light.

7. Right main landing gear scissor switch.

Figure 15-17. Radio Magnetic Indicator

15-16

ORIGINAL

NAVAIR 01-230HLH-1

15.15.2 Transponder Test Set. The integral TS-1843

15.15.3.3 Mode 1, 2, and 3/A CODE Selectors. The

transponder test set provides the self-test and monitor

two MODE

1 thumbwheel selector switches allow

functions for modes

3/A, and C. The TS-1843

selection of mode 1 codes from 00 through 73, and the

accomplishes the self-test functions, when actuated, by

four MODE 3/A thumbwheel selectors allow selection of

interrogating the transponder and monitoring the replies.

mode 3/A codes from 0000 to 7777. The mode 2 selector

The monitor function is accomplished, when selected, by

switches are on the transponder

(in the Doppler

monitoring the replies to external interrogations. The

compartment). The mode 2 code is selected prior to flight

controls for the TS-l843 are included in the IFF control

by ground maintenance personnel.

panel.

15.15.3.4 Mode Switches. The four mode switches (M-

15.15.3 IFF Control Panel. All of the pilots controls

1, M-2, M-3/A, and M-C) each have OUT, ON, and

for the AIMS transponder system are included on the IFF

spring-loaded TEST positions. The center ON position of

control panel

(Figure

15-18). The reply light and the

each switch enables that mode providing the master switch

controls on the left side of the control panel are associated

is in LOW or NORM. To test the transponder, press and

with mode

4 operation. The test light and remaining

hold the mode switch of each mode to the TEST position.

controls are associated with modes, 1,2, 3/A, and C, except

Continuous illumination of the TEST light while the mode

that the MASTER switch controls all modes of operation.

switch is held to the TEST position indicates proper

operation of that mode. Intermittent illumination of the

15.15.3.1 MASTER Switch. The MASTER switch

TEST light indicates improper operation of the respective

applies power to all of the AIMS transponder components

mode. No TEST light indicates failure of the TEST

except the altimetry component. It is a five-position rotary

equipment. The MASTER switch must be set to NORM

switch placarded OFF-STBY-LOW-NORM-EMER. The

for the test function to operate. The mode switches of the

switch must be lifted over a detent to switch to EMER or

modes not being tested should be at OUT when testing on

to OFF, and STBY should be selected for 2 minutes before

the ground to prevent unnecessary interference with nearby

switching to LOW or NORM to allow the transponder to

ground stations.

warm up. At NORM, the system is operational at normal

receiver sensitivity. In the LOW position, the system is

Note

operational but the transponder transmits replies at reduced

intensity to mode 1, 2, and 3/A interrogations. The mode

The TEST light may flash once as each mode

3/A emergency reply includes code 7700. When EMER is

switch is released from the test position, and

selected, modes 1, 2, 3/A, and C are enabled, regardless of

as the RAD TEST-OUT-MON switch is

the position of the selector switches.

moved. This is a characteristic of the TS-1843

transponder test set and is meaningless.

15.15.3.2 IDEN-OUT-MIC Switch. The IDEN-OUT-

MIC switch is a three-position toggle switch. The spring-

15.15.3.5 RAD TEST-OUT-MON Switch. The MON

loaded IDEN position adds an identification of position

position of the RAD TEST-OUT-MON switch is used to

pulse to modes 1, 2, and 3/A replies for a period of 15 to

monitor the operation of modes 1, 2, 3/A, and C. When

30 seconds (nominal 20 seconds). In the MIC position, the

MON is selected, the TEST light will come on for

identification of position function is activated for 15 to 30

seconds each time an acceptable response is made to an

seconds each time the UHF microphone button is pressed.

interrogation on a selected mode.

The spring-loaded RAD TEST position is used for

testing. It enables a mode 3/A code reply to a test mode

interrogation from a ramp test set. It also enables a mode 4

reply to a verify 1 interrogation from a surface station of a

ramp test set. A verify 1 interrogation is a modified mode

4 interrogation used for testing.

15.15.3.6 Mode 4 Operation. Mode 4 operation is

selected by placing the Mode

4 toggle switch ON,

provided the master switch is at LOW or NORM. Placing

the mode 4 switch to OUT disables mode 4.

The mode 4 code switch is placarded ZERO, B, A, and

HOLD. The switch must be lifted over a detent to switch

to ZERO. It is spring loaded to return from HOLD to the A

position. Position A selects the mode 4 code for the present

Figure 15-18. IFF Control Panel and Functions

code period, and position B selects the mode 4 code for the

(Sheet 1 of 4)

succeeding period. Both codes are mechanically inserted

15-17

ORIGINAL

NAVAIR 01-230HLH-1

by a code changing key. The codes are mechanically held

If the IFF caution light goes on, switch the MASTER

in the transponder computer, regardless of the position of

switch to NORM (if in STBY) and make sure that the

the MASTER switch or the status of helicopter power,

mode 4 toggle switch is ON. If illumination continues,

until the first time it becomes airborne. Thereafter, the

employ operationally directed flight procedures for an

mode

4 codes will automatically zeroize anytime the

inoperative mode 4 condition.

MASTER switch or helicopter power is turned off. In

order to prevent the mode 4 codes from automatically

The AIMS transponder system uses ac and dc power

zeroizing anytime the master switch or helicopter power is

and is protected by circuit breakers.

turned off, HOLD must be selected after weight on wheels,

at least

15 seconds prior to shutdown. With AFC 446

15.16 BEARING DISTANCE HEADING

incorporated, codes will be retained regardless of flight or

INDICATORS

power conditions and must be manually zeroized to drop

the code. The mode 4 codes can be zeroized anytime the

Note

helicopter power is on and the MASTER switch is not in

OFF by turning the code switch to ZERO.

The RMI always displays tacan azimuth

information whenever a tacan station is selected

An audio signal, the reply light, and the IFF caution

and being received regardless of the selection

light are used to monitor mode 4 operation. The AUDIO-

made on the BDHI selector.

OUT-LIGHT switch controls the audio signal and the

REPLY light, but not the IFF caution light. In the LIGHT

15.16.1 Bearing Distance Heading Indicators.

position, the REPLY light comes on as mode 4 replies are

Two BDHIs are on the instrument panel. The indicator

transmitted. In the AUDIO position, an audio tone in both

(Figure 15-19) has a rotating compass card, driven by the

pilot headsets indicates that valid mode 4 interrogations

compass system, that displays helicopter heading under a

are being received and the REPLY light comes on if mode

lubber index. A double-barred No. 2 pointer and a single-

4 replies are being transmitted. In the OUT position, the

barred No.

1 pointer display bearing information from

audio indications and the REPLY light are inoperative, and

TACNAV or tacan and Doppler respectively. In addition,

the REPLY light does not incorporate a press-to-test

nautical mile distance to a tacan station or TACNAV

function.

destination is furnished by a three-digit counter. A warning

flag will appear over the counter if tacan signals are

Note

erroneous or too weak.

· The audio tone may only be adjusted at

15.16.1.1 BDHI Selectors. Two selector switches

the IFF transponder

(in the Doppler

(Figure 15-21) are on the instrument panel. Either pilot can

compartment). Report any audio tone

independently select TACAN or TACNAV to be displayed

level discrepancies to maintenance per-

on his BDHI. When TACAN is selected, the associated

sonnel.

BDHI No. 2 pointer and digital counter display bearing

and slant range distance to the selected tacan station. When

· The microswitch attached to the scissors

COMPUTER is selected, the associated BDHI No.

of the right main landing gear is the

pointer and digital counter display bearing and distance to

airborne/on deck sensor for mode

a selected or predicted destination with TACNAV. The

No. 1 pointer on each BDHI automatically displays the

operations.

drift angle when the Doppler is turned on.

15.15.3.7 IFF Caution Light. The IFF caution light

goes on to indicate that mode 4 is inoperative. The light is

operative whenever helicopter power is on and the

MASTER switch is not at OFF. However, the light will not

operate if the KIT-lA/TSEC computer is not physically

installed in the helicopter. Illumination of the IFF caution

light indicates that the mode 4 codes have zeroized, the

self-test function of the KIT-1A/TSEC computer has

detected a faulty computer, or the transponder is not

replying to proper mode 4 interrogations.

15-18

ORIGINAL

NAVAIR 01-230HLH-1

15.17.1 Doppler Control/Indicator Panel. The

Doppler control/indicator panel

(Figure

15-22) marked

NAV on the cockpit console controls the operation of the

Doppler. Operational control and indicators consist of two

amber lights marked MEM and STBY respectively, and a

five-position mode selector switch marked OFF, STBY,

LAND/ALT, SEA, and TEST. Lighting of the MEM light

indicates the Doppler signal is inadequate and the system

is operating in the memory mode. When the hover

indicator in the D mode, the OFF flag will appear

whenever the MEM light is on. Lighting of the STBY light

indicates that the system is operating in the STBY mode.

The STBY position supplies all power to the system except

high voltage to the transmitter. The LAND/ALT position

energizes the system for operation over land or for

operation during an alternate approach. The SEA position

energizes the system for operation over water

(except

alternate approaches). The TEST position energizes the

Figure 15-19. BDHI

built-in test circuitry. The mode selector switch must be

pushed in and then turned to reach TEST.

15.17.2 Doppler System Operation. During normal

flight, the system operates automatically and requires no

operator control. The system provides accurate velocity

information over land and over sea state 1/2 or rougher.

Over glassy smooth sea states, intermittent or sustained

memory can be expected. During memory operation, the

velocity outputs are locked at their last computed values.

Figure 15-20. BDHI Selector Panel

The system should always be operated in the SEA mode

when over water except for the special case of alternate

approach. The selector switch is placed in the LAND/ALT

mode for this maneuver. During the initial phase of the

alternate approach (down to 10 knots), the system will

either be in memory or will be indicating obviously

incorrect velocities

(usually zero). In either case, these

velocity indications are to be ignored. During the

remainder of an alternate approach, the Doppler will come

out of memory and operate normally. See "Approach To

A Hover and Sonar Search," Chapter 18, for a detailed

explanation of the Doppler alternate approach procedure.

Figure 15-21. BDHI Selectors

15.17 (NON-ET) DOPPLER

The

(AN/ARN-182(V)) Doppler is a self-contained

ground velocity sensor that uses continuous-wave radar

energy to automatically measure the heading, drift, and

vertical components of the helicopters motion. These

signals are supplied to the ASE coupler, TACNAV or

navigation system, GSDA, and the hover indicator. The

Doppler consists of a receiver-transmitter, a signal data

Figure 15-22. Doppler Control/Indicator Panel

converter, a power supply, and a control indicator on the

cockpit console. The Doppler operates on ac power and is

Protective circuitry in the SEA mode inhibits the system

protected by a circuit breaker marked DPLR on the copilot

from acquiring Doppler signals below 35 knots. This is to

circuit breaker panel under the general heading RADIO.

prevent the incorrect velocity indications discussed

previously in connection with alternate approach. The

ability of the system to acquire Doppler signals is equal in

15-22

ORIGINAL

NAVAIR 01-230HLH-1

LAND/ALT and SEA modes above 35 knots. The system

unit. The long pointer indicates speed, and the short

will continue to operate (track) in SEA mode below 35

pointer indicates the drift angle. The GSDA receives its

knots following acquisition of signal at speeds above 35

input directly from the Doppler.

knots. Consequently, if memory should occur while below

35 knots in SEA mode, one of the following should be

15.19 TRUE AIRSPEED TRANSDUCER

accomplished to permit the system to reacquire the

Doppler signal:

The true airspeed transducer is an electromechanical

device forward of the pilot rudder pedals on the deck. It

1. Select LAND/ALT until memory ceases, then

receives pitot and static inputs from the pitot tube and free-

reselect SEA .

air temperature from a shrouded bulb mounted below the

pilot window. Its function is to mechanically compute true

2. Increase groundspeed to above 35 knots.

airspeed from indicated airspeed, pressure altitude, air

temperature, and send to the TACNAV or navigation

In either case, observe that velocity indications are

system an electrical signal proportional to true airspeed.

within reason. If obviously incorrect indications are

displayed, recycle the mode selector switch and allow the

15.20 ASN-123C

TACTICAL

NAVIGATION

system to release itself from the "false-lock" and reacquire

SYSTEM

the correct Doppler signal.

Note

Ascending and descending maneuvers and steady

hovers do not normally produce memory indications. The

For detailed description of TACNAV

Doppler indicates memory only with legitimate signal loss.

operation, consult the TACNAV Rev. F-l

When approaching water from land, care should be taken

Operators Guide

(June

1989), NADEP

to switch from LAND/ALT to SEA well before reaching

Software Support Activity, NAS North

the water. This will preclude any chance of incorrect

Island, CA 92135.

velocity indication that can occur when operating the

LAND/ALT mode over a glassy smooth sea state. If an

The AN/ASN-123 TACNAV system

(Figure

15-24)

incorrect solution should appear, normal operation is

performs navigation dead-reckoning computations to

restored by recycling the system as follows:

provide helicopter and the base ship within a

512-nm

square tactical plot area. The aircraft computations are

1. Set selection switch to STBY until memory occurs.

based on Doppler radar, magnetic heading, and TAS

transducer inputs. The base ship position computations are

2. Set switch to SEA. (Groundspeed must be above 35

provide helicopter and the base ship within a

512-nm

knots to acquire Doppler signal).

square tactical plot area. The aircraft computations are

based on Doppler radar, magnetic heading, and TAS

Note

transducer inputs. The base ship position computations are

based on manually entered values of ship course and

Should the No.

1 generator fail or be

speed. The system also records the positions of contacts to

otherwise secured while the helicopter is in

provide a display that aids in mission planning and

a hover, the Doppler will shift into memory

execution of SAR. Limited access to system memory via

when the generator load is switched. Should

the data extract function is provided to aid in mission

this occur, the Doppler selector switch must

debrief. The system consists of a TACNAV processor, a

be placed to LAND/ALT until the Doppler

TACCO panel, and a TACNAV display. Avionic

signal is regained. If the selector switch is at

equipment used in conjunction with the TACNAV system

LAND/ALT when the generator load is

is shown in Figure

15-25. The No. 1 primary ac bus

switched, the Doppler will go into memory

furnishes three-phase

115-vac and 26-vac power to the

for about

6 seconds before the Doppler

system through two circuit breaker panels. The primary dc

signal is automatically reacquired.

bus furnishes power to the system through two circuit

breakers marked TACNAV and TACNAV DISPLAY on

15.18 GROUNDSPEED AND DRIFT ANGLE

the pilot circuit breaker panel.

INDICATOR

The GSDA indicator (Figure 15-23) on the instrument

panel has an outer dial marked GROUND SPEED

numerically marked at each 10 knots from 0 to 180 knots

and linear marks at each 5 knots. An inner dial marked

DRIFT ANGLE is numerically marked at 0°, 90°, 180°,

270° with linear marks at each 15° unit, and dots at each 5°

15-23

ORIGINAL

NAVAIR 01-230HLH-1

When the Doppler out-of-memory signal indicates that

the Doppler velocity data is not valid and/or its value is

unreasonable, the TACNAV computer operates in the air

data mode. In the air data mode, the true airspeed signal

from the true airspeed transducer, the last calculated value

of wind velocity, and the true heading signal are processed

by the computer to provide aircraft present position. This

aircraft present position is processed in the same manner as

in the Doppler mode to provide navigation information to

the associated avionics and display.

Note

The TAS transducer is inaccurate at low

speeds; therefore, when there is no Doppler

return, TACNAV will assume a hover at

airspeeds of less than 38 knots.

Figure 15-23. Groundspeed and Drift Angle Indicator

Base ship position is calculated from the manually

15.20.1 Inputs. The UH-3H TACNAV system receives

inserted parameters for ship course and speed. When the

analog inputs from the AN/APN-182 Doppler radar, the

PIM of the ship is entered into the computer using the

A/A24G-39 AHRS, and the TAS transducer. Using

TACCO panel, ship course and speed information is

Doppler-derived ground velocity, magnetic heading, and

applied as entry data to the TACNAV computer. The

computer processes the entered data to produce latitude

true airspeed, the TACNAV processor unit continuously

computes aircraft present position and updates the display.

and longitude information that are supplied to the display

Steering outputs are provided to the pilot BDHIs. BIT and

as display data to update the ship's position. The

self-test functions are also included in the system.

positions of the ship, helicopter, and other symbols may

be changed by the pilot using the symbol position correct

Note

procedures.

On the UH-3H Executive Transport helicopter,

15.20.3 System Tests

the doppler and sonar functions are removed.

15.20.3.1 BIT Signal Processing. The BIT circuits of

the TACNAV set perform operational tests to ensure that

15.20.2 Navigation Processing. When the Doppler

the TACNAV computer is operational. Computer BIT

subprogram routines continuously perform memory

out of memory signal indicates that the Doppler velocity

data is valid and/or its value is reasonable, the TACNAV

checksum, register and instruction, and discrete input and

computer operates in the Doppler (normal) mode. In the

output tests. When one of the tests indicates a failure, the

Doppler mode, the magnetic heading signal from the

BIT circuit provides a signal that causes the computer BIT

A/A24G-39 AHRS compass system and the heading and

indicator to indicate white and the nature of the failure to

drift velocity signals from the Doppler are applied to the

be indicated in the equipment status tableau alert area. If

no failure is detected for one complete cycle of the BIT,

computer for processing. The magnetic heading signal and

the magnetic variation correction signal (inserted into the

the external BIT indicator will be reset by the program.

computer as the entry data from the TACCO panel) are

processed to provide a true heading signal. The true signal

15.20.3.2 Self-Test Signal Processing. When the

is processed with the heading velocity and drift velocity

TACCO panel mode select switch is set to TEST, the

signals to provide display data signal input as the aircraft

TACNAV computer applies test signals as display data to

the display, and TACCO panel. The display prints out the

present position on the display indicator. From the aircraft

present position, the computer derives range, bearing, and

name of each switch indicator of the TACCO panel as

time-to-go data to a specified fly-to point. When the

each switch is pressed. The SENSO panel MAD,

TACNAV computer range and bearing data is valid, the

RADAR, SONAR, and PASSIV indicator triangles, and

fly-to-range and fly-to-bearing signals from the computer

the NUMBER, RNG, BRG, YDS, MILES, RE, and TIME

are applied to the BDHIs. Helicopter present position,

indicator legends illuminate green and the numeric

display digits all indicate 8. The TACCO panel CORR,

range/bearing, and time-to-go information is provided to

the display indicator as display data.

MOT, FTP, COOPD, L/L, ATTACK, SENSO,

BEARING, CONT, BUOY, CIRCLE, VECTOR, MAG,

VERIFY and CLEAR indicator triangles illuminate green.

The MENU indicator triangle illuminates amber.

15-24

ORIGINAL

NAVAIR 01-230HLH-1

15.20.4 TACNAV Processor Unit. The TACNAV

switch indicators and the following switch indicators have

processor is in the electronics compartment. It processes

only red-illuminated legends: REDIS, ERASE, MARK,

and stores information furnished by the operator control

DATA, and RCNTR.

panels and sensors. The computer furnishes processed

information for display to the various display indicators

15.20.5.1 DIM Control. The DIM control controls

associated with the system as shown in (Figure 15-25).

intensity of triangular lighting on all switch indicators.

The front panel of the computer (Figure 15-26) contains a

meter that shows the elapsed running time of the computer.

15.20.5.2

Mode Selector Switch.

There is an electrically resettable BIT indicator that shows

white when the computer fails built-in test. The indicator is

15.20.5.2.1 OFF. Removes input power from

electrically reset to all black

(normal) by the program

TACNAV computer, and TACCO panel. All stored data is

when there is no failure. In addition, there is an

retained in core memory and reappears when switch is

OVERTEMP indicator that shows black and white when

returned to ON.

the computer is overheated. It is reset to all black (normal)

by manually rotating the indicator clockwise and releasing.

15.20.5.2.2 ON. Applies input power to computer, and

The computer converts the aircraft power (115/200 and

TACCO panel.

400 Hz, 3 phase) to stabilized dc voltages required to

power the computer. The processor unit performs all of the

15.20.5.2.3 TEST. Initiates self-test, generates system

digital computations required for the TACNAV operation.

test pattern on display, sequences indicators through

illumination

test, and performs digital/synchro and

In addition, the processor unit provides all memory

analog/digital converter BIT function.

functions required for the operation of the display unit.

15.20.5.2.4 RESET. Permanently erases all stored data

displayed data and symbols including the SLT tableau

data; or permanently erases all to the preceding entry data,

as selected by cue. After reset selection is completed,

INITIAL alert appears to advise the operator that the

system must be reinitialized.

15.20.5.3

CLEAR Switch Indicator. Used in

conjunction with DNT switch DECLUTTER positions to

temporarily clear display of selected symbol groups.

Indicator triangle lights when switch indicator is pressed

and remains lighted whenever there are cleared

(decluttered) symbols in the computer.

15.20.5.4 REDIS Switch Indicator. When pressed,

it is used in conjunction with DNT switch DECLUTTER

positions to redisplay cleared symbol groups.

Figure 15-26. TACNAV Time Totalizing Meter

15.20.5.5 Display Selector Switch

(DECLUT-

TER-NORM-TABLEAU (DNT))

15.20.5 TACCO Panel. The TACCO panel is the focal

15.20.5.5.1 DECLUTTER. The six positions are used

point for operating the TACNAV display. Located in the

for thinning out symbols on a cluttered display. Six types

aircraft between the pilot and copilot, it allows either

of symbols and associated data can be removed and kept in

operator to control the TACNAV set and displays.

memory for redisplay if desired: MAD marks, RADAR

Controls and indicators on the TACCO panel are

contacts, ESM contacts, sonobuoy

(BUOY) symbols,

illustrated in

(Figure

15-27). Legends on all switch

SONAR contacts, and circles and vectors

(CONICS).

indicators of the computer control are illuminated red

These positions are used in conjunction with the CLEAR

whenever input power is connected to the unit (system is

and REDIS switch indicators.

turned on). Some switch indicators have upper-half red and

lower-half green indicators. Whenever the switch function

15.20.5.5.2 NORM. This is the position for normal

of a switch indicator is selected (by depressing the switch

operation of the tactical display.

indicator), the green indicator lights to signify the switch

function is active. Lighting of the green indicator is under

the control of the navigational computer. The keyboard

15-27

ORIGINAL

NAVAIR 01-230HLH-1

Figure 15-27. TACCO Panel Controls

15.20.5.5.3 TABLEAU. These four positions allow

15.20.6

DIM Control. When turned, the DIM

display of either the initialization

(INT), navigation

control varies the intensity of the green lights in the cue

(NAV), sonobuoy launch tube (SLT), or equipment status

indicators, switch indicators, and numeric display.

(EQP) tableaus. Tableaus replace the tactical plot on the

display.

15.20.6.1 NUMBER Cue Indicator. When legend is

illuminated green under control of computer, the number

15.20.5.6

SCALE Switch. The SCALE switch is a

cue indicator informs operator that the computer-assigned

spring-loaded momentary toggle switch. Each UP or

contact number is being displayed in the numeric display.

DOWN switch activation changes the scale by a factor of

two. The TACNAV Set initializes to the 04 nm/inch scale.

15.20.6.2 RNG Indicator. Legend illuminates green

Scales are as follows:

on computer command, cuing operator to enter range of

radar or sonar contact.

0.5 nm/inch

0l nm/inch

15.20.6.3 BRG Indicator. Legend illuminates green

02 nm/inch

on computer command, cuing operator to enter bearing of

04 nm/inch

radar or sonar contact.

08 nm/inch

16 nm/inch

32 nm/inch

15.20.6.4

RADAR Switch Indicator. When pressed,

64 nm/inch

green indicator triangle lights and switch function enables

128 nm/inch

entry of radar range and bearing via keyboard and cue

indicators.

15-28

ORIGINAL

NAVAIR 01-230HLH-1

15.20.6.5

Keyboard

0 Through

9 Switches.

15.20.8 TACNAV Operating Procedures

Pushbutton switches are used to enter numeric data into the

computer.

TACNAV display - ON.

15.20.6.5.1 CNCL (Cancel) Switch. Switch function

TACCO panel mode selector switch

- RESET (if

causes a complete line of entered numbers (up to four

desired).

digits in the numeric display) to be canceled if pressed

before ENTER switch.

TACCO panel mode selector switch - ON.

15.20.6.5.2 BKSP

(Backspace) Switch. Switch

Display selector switch - INT.

function causes the last single data unit to be canceled if

pressed before ENTER switch.

Enter appropriate data in the initialization tableau.

15.20.6.5.3 ENTER Switch. When pressed, the

Display selector switch - NAV.

ENTER switch permits keyed-in SENSO panel data to be

displayed on the TACNAV display for acceptance by the

Enter appropriate data in the navigation tableau.

pilot.

15.20.7 TACNAV Display. The display indicator is

Note

the viewing focal point of system operation, visually

integrating all inputs to display the plot of tactical and

Both the initialization and navigation

navigation data from the TACNAV computer. The display

tableau must be completely filled before

(Figure 15-28) is on the cockpit console and displays the

TACNAV can begin navigation. Data in the

tactical plot from which the mission is controlled. Operator

sonobuoy launch and equipment status

and system inputs are presented on the display to create a

tableau do not affect basic navigation and

tactical plot depicting information required for the mission.

may be entered at any time during a mission.

Control of the display is provided by the TACCO panel.

Display selector switch - NORM.

15.20.7.1

Mode Selector Switch

MOT button - DEPRESS. This will cue TACNAV

15.20.7.1.1 TEST. Applies input power to unit,

to begin navigation.

generates test pattern, and intitates built-in-test. There is a

30-second delay before high voltage is applied to the

TACNAV display.

WARNING

15.20.7.1.2 ON. Applies input power to unit. There is

a 30-second delay before high voltage is applied to the

TACNAV display.

Pilot at controls should guard against

15.20.7.1.3 OFF. Removes input power from the unit.

diverting his attention to the TACNAV

display or TACCO panel.

15.20.7.2 OVER TEMP Indicator. Momentary reset-

15.20.8.1

Global Positioning System.

(GPS)

type failure indicator appears black/white when a display

GPS was installed on H-3 aircraft to meet the requirement to

overtemperature condition has occurred, causing automatic

have GPS positioning systems on all Naval aircraft by 2005.

power shutdown. Power is restored when temperature has

been reduced to normal limits. To regain black (normal)

GPS measures the transmission delay of radio signals from

a constellation of satellites in orbit around the earth. Rough

indication, the indicator must be manually reset by rotating

acquisition is accomplished by an internal clock, however,

clockwise and releasing.

reception of multiple GPS signals allows the system to

determine actual time delay with great accuracy. Once in

15.20.7.3 BITE Indicator. Momentary reset-type

synchronization, GPS provides an accurate time source.

failure indicator appears black/white when the display fails

built-in test. Indicator must be manually reset to the black

Two types of GPS position accuracy are available. Standard

Positioning Service

(SPS) is available to military and

(normal) indication by rotating clockwise and releasing.

selected users.

Precise Positioning Service

(PPS) is

available to military and selected Government users through

15.20.7.4 INTENSITY Control. When turned, the

the use of special receivers that utilize both GPS

intensity control varies display brightness from beam

frequencies, and are which keyed with a GPS code to enable

cutoff to full intensity.

15-29

ORIGINAL

NAVAIR 01-230HLH-1

Figure 15-28. TACNAV Display

it to utilize the precise PPS signals.

PPS receivers

15.20.10 Miniature Airborne GPS Receiver.

initially acquire the SPS signals, and use the SPS to

To provide integrated GPS information, an R-2512

obtain a course position, which is used to acquire and

MAGR was installed in H-3 aircraft as part of Airframe

track the PPS signal.

Change AFC 495. The MAGR provides GPS data to the

ASN-123 TACNAV system via a Mil-Std 1553B data

Note

bus. The 1553 data bus also connects a Mission Data

Loader (MDL) to load GPS Precision Positioning System

GPS will not be used as the primary

(PPS) data. Without the PPS code loaded, the GPS is

means of navigation, but as a back-up

unable to utilize the PPS accuracy.

to other existing sources of navigation

information.

The MAGR provides GPS positioning data directly to

the ASN-123. All other ASN-123 functions continue to

15.20.9 Trimble Pack. To comply with mandates to

operate normally. GPS operation is initialized using the

expedite GPS installation on aircraft, particularly

normal TACNAV system initialization and crew-inserted

transport and utility aircraft, a Trimble Model GPS set

data. Data entry is accomplished using the TACCO panel

was temporarily installed as a stop-gap measure. The

controls, and positional data is displayed via the

Trimble Pack, which provides SPS, is temporarily

TACNAV display. The SLT Tableau on the display

attached to the copilot’s glare shield, and the antenna is

provides information on the status of the GPS receiver,

affixed to the windscreen. Waypoint data is entered

and the number and quality of the GPS signals being

directly into, and navigation data is read directly from the

received.

Trimble Pack GPS.

Information on the operation of the Trimble Packs is

available from the commercial operating manuals

provided with each Trimble unit. The Trimble Packs are

being replaced by permanent MAGR installations as part

of Airframe Change AFC 495.

15-30

ORIGINAL

NAVAIR 01-230HLH-1

Note

· Proper operation of the GPS requires the

reception of four or more GPS satellites located at

diverse angular displacement to provide good

GPS accuracy.

During ground operations,

buildings and terrain can block GPS signals,

therefore, to expedite GPS acquisition and

optimum GPS accuracy, Ensure that the aircraft is

in a clear location During GPS start-up.

· The GPS satellite provides ephemeris data on

satellite locations, which the GPS receiver uses to

determine a GPS position solution. This data is

stored in the receiver, and is used to provide a

rapid response solution. If the GPS system has

not been powered up for an extended period, or if

the GPS internal battery is weak, the ephemeris

data is lost or not valid, and the GPS receiver

must reacquire and store the data before it can

provide a GPS solution. This process takes

approximately

12 minutes for the satellites to

transmit the ephemeris data. A planned ground

warm-up time of 12-24 minutes is recommended

to ensure that GPS is able to acquire or update the

ephemeris data.

15.21 VISUAL COMMUNICATION - IN FLIGHT

This helicopter has the capability of signal light

communications by the addition of the portable standard-

type Aldis lamp with detachable colored lens covers. This

lamp is attached by a length of electrical cord to the

receptacle. The Aldis lamp will be used during conditions

of EMCON that prohibit the use of radio

communications. Its use includes plane-to-plane and

plane-to-ship communications.

15-31

ORIGINAL

NAVAIR 01-230HLH-1

CHAPTER 16

Armament Systems

16.1 Smoke Lights. The point of datum is usually a

The following precautions must be observed when using

fixed point on the ocean surface. To assist the crew in

the Mk 25 marker:

identification, datum must be marked. Smoke lights offer

the best means available for marking the point of datum.

1. The markers are seawater-activated pyrotechnic

The types in common use are the Mk 58 and Mk 25.

devices that do not contain a safety feature after the

base plugs are pushed in and therefore can be

There are several uses for the smoke light other than

hazardous to inexperienced personnel.

marking datum. These include wind direction de-

termination to assist the pilot in maneuvering his

2. Markers that show signs of damage, leakage, or are

helicopter while conducting searches, pinpoint location to

otherwise unserviceable shall be disposed of in

assist a downed pilot by marking his exact location, and

accordance with current regulations for disposal of

marker purposes to indicate the location of practice

pyrotechnic materials.

ordnance so that it can be retrieved.

3. Markers without the adapter installed shall be set on

SAFE until ready for use. This prevents the base plugs

from being pushed in.

WARNING

4. Under no circumstances shall markers with the base

plugs pushed in and the adapter not installed be placed

Anytime there is a chance of igniting

in a position where they can contact water.

aviation fuel that may be in the immediate

area, smoke lights shall not be used to mark

5. Markers with base plugs pushed in must be used or

survivor positions.

disposed of if not stored with the adapter kit assembled

on the marker. Activation is still possible if exposed to

16.1.1 Mk 25 Marine Locator Marker. The marker is

seawater.

an aluminum tube about 18-1/2 inches long and

3-3/4

inches in diameter. It weighs about

4 pounds. When

properly dropped, it will produce a display of white smoke

and yellow flame within

15 seconds after striking the

WARNING

water. The marker will burn for at least 15 minutes. The

marker may be carried in two configurations. The base

cover can be set on safe and the base plugs intact, or it may

Mk 25 markers should not be launched with

be carried with the base cover in the ARMED position, the

helicopter in a hover because of possibility

base plug pushed in and an adapter kit, Marine Marker Mk

of upward ejection of initial plug.

34 Mod 0, attached.

16.1.2 Mk 58 Marine Locator Marker. The marker is

To hand launch the Mk 25 without the Mk 34 adapter

in a tin or tern plate cylindrical can, about 21-1/2 inches

attached, arm the marker by turning the cover clockwise

long and 4-7/8 inches in diameter. This marker is designed

from the SAFE position to the extreme ARMED position.

for day and night use in any condition calling for long

Push the two base plugs into the marker by applying

burning, smoke and flame reference point marking on the

pressure on the base plugs with the thumb and finger. The

ocean surface. It produces yellow flame and white smoke

marker is now ready to be launched upon command. To

for at least 45 minutes and up to 55 minutes that is visible

launch the marker with the Mk

34 adapter installed,

for at least 3 miles under normal conditions.

remove the U-pin that Secures the adapter to the marker.

This permits the spring-loaded adapter to pop off the

marker. The marker has already been ARMED and the

base plugs pushed in. It is now ready to launch.

16-1

ORIGINAL

NAVAIR 01-230HLH-1

This device contains two phosphorus pyrotechnic

candles supported within the marker body by foamed-in-

WARNING

place polyurethane. The first candle is ignited by an

electric squib initiated by a seawater-activated battery.

seawater to the battery. The tape that covers the

When the aluminum-backed tape pull tab is removed and

battery cavity must not be removed except as a

the marker is launched, the battery cavity is exposed to

part of launching procedures. Once the

seawater that serves as an electrolyte to activate the

reinforced adhesive foil over the battery cavity

battery. Current from the battery initiates the electric squib

hole is removed, the marker shall not be

that ignites the starter mix. When the candle is nearly

returned to any type of storage. The marker

burned out, its head ignites the second candle time transfer

must be used or disposed of properly.

fuse that ignites the starter mix. Each candle burns for at

least 20 minutes.

16.2

(NON-ET) M-60-D MACHINEGUN SYSTEM

To launch the marker, pull the marker pull ring

and

The M-60-D is the only authorized machinegun

hand launch the marker from the rear of the helicopter.

for use with the M-93 pintle machinegun mount.

Use of the M-60-A or M-60-B may cause

damage to the trigger guard assembly an/or

injury to firing personnel.

WARNING

16.2.1 Weapon Description. The M-60-D machinegun

is an air-cooled, link-belt fed, gas-operated,

7.62

A pull on the marker pull ring exposes the

millimeter automatic weapon (Figure 16-1).

battery cavity. Entrance of seawater in this

cavity will immediately activate the marker.

The M-60-D has a front sight permanently affixed to

This ring must not be pulled until launching is

the barrel and a rear ring sight attached to the receiver

to be accomplished.

assembly. The machinegun can be easily installed and

removed from the mount by use of the quick release pins.

Firing stops are incorporated into the design of the mount

to determine the azimuth and elevation limits of the

machinegun. Figure 16-2 shows machinegun fields of fire.

16.2.1.1 Inventory.

The sea battery cavity must be opened by a

proper pull on the marker pull ring to assure

1. Machinegun with attached barrel, sling, and bipod.

removal of the aluminum-backed tape from the

top of the battery cavity. Failure to open this

2. Equipment kit, including cleaning kit, spare barrel,

battery cavity will result in failure of the

and hot glove.

marker.

The primary weapon controls are the latch lever, barrel

16.1.3 Safety Precautions.

lock lever, cocking handle, safety lever, and trigger.

16.2.1.2 Latch Lever. The latch lever actuates the

cover latch that is spring-loaded and is located at the right

WARNING

rear end of the feed cover. The function of the latch is to

secure the cover in the closed position. When the lever is

vertical, the cover is locked closed. Turning the lever to

· The red phosphorus composition in this

the horizontal position unlocks the cover.

marker produces smoke that is highly caustic to

the moist tissues of the nose and throat. Do not

breathe this smoke.

· The tear strip must not be removed except as a

part of actual preparations for launching.

Removal of this strip destroys the sealed

Do not turn the latch lever more than required to

character of the marker and contributes to its

unlock the cover as damage to the latch spring

possible deterioration and to the possibility of

will result.

accidental ignition through introduction of

16-2

ORIGINAL

NAVAIR 01-230HLH-1

16.2.1.3 Barrel Lock Lever. The barrel lock lever is

16.2.2 Weapon Operating Procedures

located on the right front end of the receiver. The lever is

secured to the barrel-locking shaft and rotates the shaft to

16.2.2.1 Preflight.

lock and unlock the barrel. When the lever is vertical, the

barrel is unlocked. When the lever is horizontal, the barrel

is locked in place.

WARNING

16.2.1.4 Cocking Handle. The cocking handle is

located on the right side of the receiver between the cover

and trigger mechanism. Cocking handle function is to

Weapon shall be treated as loaded at all

charge the weapon manually. When the handle is pulled to

times.

the rear, the bolt is cocked. It shall be returned manually to

its forward position each time the bolt is manually pulled

1. Cargo door - OPEN.

to the rear.

2. Gun - MOUNT AND CHECK.

Check gun for security in proper firing positions and

WARNING

freedom of movement throughout full travel. Refer to

Figure 16-3 for system malfunctions discovered.

Before firing, the handle must be returned to

the forward position.

16.2.1.5 Safety Lever. The safety lever is located on

the gear and safety housing assembly. Safety lever

function is to prevent the weapon from being fired

accidentally. The safety lever has two marked positions: F

Ensure that no portion of the aircraft is in

(firing) and S (safety). In the safe position the bolt cannot

the gun field of fire.

be pulled to the rear or released to go forward.

3. Gun - STOW.

16.2.1.6 Trigger. The trigger is in the spade grip back

4. Ammunition

- CHECK

(TYPE, GRADE, AND

plate assembly, which is located at the end of the receiver

assembly. Trigger function is to control firing of the

QUANTITY).

weapon.

5. Personnel harnesses

- CHECK

(INSTALLED,

The machinegun can be easily installed and removed

FOR SECURITY AND SERVICEABILITY).

from the mount by use of the quick-release pins. Firing

6. Accessories

CHECK

(ALL REQUIRED

stops are incorporated into the design of the mount to

determine the azimuth and elevation limits of the

EQUIPMENT, INCLUDING GLOVES, BARRELS,

machinegun. Figure 16-2 shows machinegun fields of fire.

SPRINGS, TOOLS AND BOLTS ARE ABOARD).

16.2.1.7 Weapon Parameters.

16.2.2.2 Arming.

1. Gun - POSITION.

Length

44.88 inches

Weight

23.75 pounds

Place gun on mount, insert lock pin, step on release

bar, and position mount forward until mount locks.

Maximum Range

3,725 meters

Maximum Effective Range

1,100 meters

Ammunition

7.62 millimeter,

ball, tracer, armor-

WARNING

piercing incendiary

and dummy

RATES OF FIRE

Gunner shall visually check chamber empty

Sustained

100 rounds per minute

before dry firing.

Rapid

200 rounds per minute

Cyclic

550 rounds per minute

16-5

ORIGINAL

NAVAIR 01-230HLH-1

Figure 16-3. M-60 Operator Inspection

2. Gun and operating controls - CHECK (controls for

Note

proper operation and dry fire).

Trigger must be completely released to fire

3. Gunner

- REQUEST PERMISSION TO "LOCK

single rounds or to interrupt firing at any

AND LOAD" WEAPON (arm weapon).

time.

a. Open cover assembly.

16.2.2.4 De-arming.

b. Safety lever - F (fire).

1. Gun - DEARM.

c. Cocking lever

- PULL COCKING LEVER

a. Latch and cover assembly - OPEN.

FULL AFT THEN PUSH FORWARD.

b. Feed tray - RAISE.

d. Safety lever - S (safe).

c. Link belt - REMOVE.

e. Ammunition - POSITION ON FEED TRAY.

d. Gun - CLEAR.

Close cover assembly.

4. Gunner

- REPORT TO PILOT "LOCKED AND

LOADED" (weapon armed).

WARNING

16.2.2.3 Firing.

Gunner shall visually check chamber empty.

1. Gunner

- REQUEST PERMISSION FROM PILOT

TO FIRE.

e. Gun - EASE BOLT ASSEMBLY FORWARD.

2. Safety lever - F (firing).

Gun - S (safe).

3. Gun - FIRE AS NECESSARY.

2. Gun and mount - STOW.

16-7

ORIGINAL

NAVAIR 01-230HLH-1

Step on mount lock release, pull mount back, and

· If the barrel is hot and a misfire stops au-

remove gun from mount.

tomatic operation of the gun, wait 5 seconds

with the round locked in chamber to ensure

16.2.2.5 Postflight.

against hangfire dangers; then extract

immediately by retracting cocking handle to

1. Check aircraft for unfired rounds, brass, and links.

prevent a cookoff.

16.2.2.6 Barrel Changing Procedures.

· If the round cannot be extracted within 10

seconds, it must remain locked in the

1. Ensure that breach is clear. Follow normal dearming

chamber for at least 5 minutes because of

procedures.

the possibility of a cookoff.

2. Lift barrel - LOCKING LEVER.

16.2.3.2 Hangfire. A hangfire is a delay in the function

of the propelling charge. The amount of delay is

unpredictable, but in most cases will fall within the range

of a split second to several seconds. Hangfire cannot be

WARNING

distinguished immediately from a misfire.

16.2.3.3 Cookoff. A cookoff is the firing of the

Because of extreme temperatures involved,

explosive components of a round because of the over-

heavy-duty gloves shall be worn and proper

heated chamber of the weapon and not the actuating of the

handling procedures must be observed in

firing mechanism.

order to prevent burns and fires.

16.2.3.4

Procedures in Case of Failure to Fire.

After failure to fire, the following precautions, as

3. Pull out barrel, place barrel in proper area.

applicable, shall be observed:

4. Insert new barrel.

1. Gun - ON TARGET.

5. Push locking lever to locked position.

Keep gun trained on target, refer to Figure 16-4 for

troubleshooting.

6. Rearm as necessary.

2. Cocking handle - AFT.

16.2.2.7 Spent Cartridge Disposition. Aircrew shall

ensure that spent cartridges are collected and disposed of

Pull cocking handle aft to attempt to eject round,

properly because of FOD hazard and accumulation in the

ensuring that operating rod remains to rear. Weapon

bilges.

must be cleared and inspected along with ammunition

to determine cause of stoppage.

16.2.3 Emergency Aircrew Procedures

16.2.3.1 Misfire. A misfire is the complete failure of

the weapon to fire. This is not dangerous but must be

WARNING

treated as a malfunction in the firing mechanism or a faulty

round. A misfire should not be confused with a hangfire.

If the round does not eject, do not attempt to

fire the gun.

WARNING

If round is ejected - RESUME FIRING.

Return cocking handle to forward position, train, and

· Keep the round locked in chamber for 5

attempt to fire.

seconds from the time a misfire occurs to

ensure against an explosion outside of the

4. If round is not ejected

- RAISE COVER AND

gun if a hangfire develops.

REMOVE BELT; SAFETY TO S (SAFE) POSITION.

Remove ammunition and links and inspect the receiver,

chamber, and extractor.

16-8

ORIGINAL

NAVAIR 01-230HLH-1

Figure 16-4. M-60 Operator Troubleshooting

If a round is present in the chamber:

16.2.3.6 Ruptured Cartridge Case. In some cases of

complete rupture of a cartridge case, the forward portion of

5. Close cover

- SAFETY TO F (FIRE), ATTEMPT

the case remains in the chamber and extraction is

TO FIRE.

accomplished only on the rear portion. When a rupture of

this type occurs, a new round will be fed into the chamber.

If weapon fires and ejects, reload, train on target, and

Incomplete chambering may result since the round being

continue to fire. If round fails to fire, inform pilot; if barrel

fed into the chamber cannot be fully seated.

is considered hot enough to cause cookoff (200 rounds

fired within 2 minutes), wait 5 minutes with bolt in the

forward position for possible cookoff before bolt is

WARNING

retracted.

16.2.3.5 Runaway Gun.

· The round may be compressed sufficiently to

cause detonation with possible damage to the

weapon, injury to personnel, or both.

WARNING

· A round may be driven into the ruptured case

without detonation. In this situation crewmen

Do not attempt to put gun on S (safe). Hold

shall follow failure to fire procedures.

the fire on the target until feeding is stopped

or the ammunition is expended.

16.2.3.7 Double Feed. A double feed, with subsequent

possibility of damage to the gun and injury to personnel,

Train the gun on safe area; twist and break the am-

will occur whenever a round is fed into a chambered spent

munition belt.

case or live round.

16-9

ORIGINAL

NAVAIR 01-230HLH-1

16.2.3.8 Double Feed Into Spent Case. When the

16.2.3.11

Lost ICS Hand Signal. Hand signals

gun fails to extract the spent case, the bolt will

may be exchanged either outside or inside the aircraft

automatically recoil, strip the next round from the belt, and

depending on interior configuration.

feed it into the chambered case. The force may compress

the round sufficiently to cause detonation, damage to the

Pilot to Gunner

gun, and injury to personnel.

Signal:

16.2.3.9 Double Feed Into Live Round. When a

Thumb extended upward, index finger extended (toy

round fails to fire, the bolt remains in the forward or closed

pistol) repetitive upward motions of the hand signal.

position. This causes a stoppage, which must be treated as

a hangfire.

Meaning:

OPEN FIRE

Signal:

Inverted Toy pistol gesture with thumb pointed downward,

WARNING

repetitive downward motions of the hand signal.

· If the gun is manually charged and the

Meaning:

CEASE FIRE

trigger is pulled, the next round will be fed into

the primer of the first round causing it to fire.

16.2.3.12 Weapon Control Status.

· At no time will the bolt be retracted and

Note

allowed to go forward if the belted ammunition

is on the feed tray and a live round remains in

The HAC shall ensure that the crew is aware

the chamber of the gun.

of the weapon control status at all times

when the M-60-D is aboard the aircraft.

· Pilots shall notify controlling agencies

(tower, ship) when returning with unexpended

1. Weapons free - Gunners may engage any target not

or jammed rounds in the chamber.

positively identified as friendly. This is the least

restrictive control status. Clearance to fire will be

granted by the HAC at a predetermined phase of flight

16.2.3.10 ICS Voice Procedures.

based on available intelligence on the position of

friendly troops.

2. Weapons tight

- Fire only at targets positively

identified as hostile. Clearance to fire shall be

requested from the HAC for each target engaged.

3. Weapons hold - Do not fire except in self-defense.

This is the most restrictive weapon control status.

Clearance to fire shall be requested from the HAC for

each engagement.

16-10

ORIGINAL

NAVAIR 01-230HLH-1

CHAPTER 17

Weapon Recovery

17.1 GENERAL DESCRIPTION

Swivel casters are fitted to the bottom of each leg for

ease of ground handling and to allow the launcher to

17.1.1 Purpose This chapter is intended as a

center itself without tipping during lift-off. Pair of 2 foot

reference for operators of the UH-3H helicopter with

by 1-foot trim tabs is attached to the rear legs to improve

special mission requirements such as target launching and

flight characteristics when the launcher is unloaded

weapon and target recovery.

(Figure 17-1).

17.1.2 Background

Prior to the development of

17.2.1.2 Rigging. The system's rigging consists of

helicopter recovery systems, range recovery work was

two 20-foot lengths of double braid nylon. The lines are

normally accomplished by small surface craft. This

attached to the launcher at the middle of the front and rear

method was successful; however, it had many

end beams . The lines are attached at the other end to a

disadvantages such as limited sighting ability and

strongback that fits the helicopter cargo hook.

restricted operations caused by sea state conditions. In

addition, the recoverable equipment was subject to

17.2.1.3 Control Cables. The lower launch control

damage during recovery/transport, and possible injury to

cable (Figure 17-1) runs down the rear lifting line to the

personnel was a constant hazard.

launcher connector. A Mk 6 A-cable connects the mobile

target to the launcher connector. A pullaway lanyard is

Helicopter recovery systems were introduced to the

attached to the launch frame at one end and to the A-cable

ranges to overcome the disadvantages encountered

finger at the other end. This lanyard disconnects the A-

during surface craft recovery. The helicopter could locate

cable from the mobile target during launch, preventing

the weapons and targets, recover them, and return them to

damage to the A-cable.

the turnaround facility in a relatively short period of time.

Helicopter weapons/target recovery has demonstrated

The lower launch control cable passes up into the

higher reliability and greater safety than surface craft in

helicopter and mates with the upper launch control cable

open ocean recovery.

(Figure 17-2). For helicopters with no sonarwell, control

cables are routed from the strongback to cargo door

17.2

SYSTEMS

opening. The upper launch control cable connects to the

launch control box. An O-ring provides strain relief to the

17.2.1 MK 146 MOD 0 LAUNCH SYSTEM (USED

lower launch control cable to prevent inadvertent

WITH MK

30 TARGETS) The Mk

146 Mod

separation of the quick-disconnect junction. In the event

helicopter launch system for Mk 30 targets consists of

of a jettison, the O-ring will break, the disconnect lanyard

four principal parts (Figure 17-1).

will take up the strain, and the connectors will separate.

1. Launch rack.

The two remote control cables are mounted to the

bomb shackle and routed up the rear lifting line into the

2. Rigging.

helicopter, where the safe/launch handle is connected to a

deck ring via a breakway O-ring. One cable controls the

3. Control cables.

bomb shackle safety pin, and the other cable controls the

bomb shackle release trigger. The control knobs are

4. Launch control box.

coupled together for simultaneous activation.

17.2.1.1 Launch Rack. The launch rack is 8 feet

17.2.1.4 Launch Control Box. A launch control box

long, 3 feet wide, 3 feet high, and weighs 280 pounds. It

is required for launch control of Mk 30 targets. (Refer to

consists of two main I-beams bolted to two end I-beams

Figure 17-3).

that rest on and are bolted to four legs, reinforced by

longitudinal and corner braces.

Target warmup, control, and monitor signals are sent to

the mobile target and returned through the A-cable. The

The two main cables sling tightly underneath the

mobile target gyro systems are erected, the pinger is

vehicle and connect to the two suspension lugs of the

activated, and circuit warmup power is applied. Resulting

bomb shackle. A

1/4-inch diameter nylon rope slings

conditions are displayed on the launch control box.

underneath the vehicle at the aft end of the launcher.

17-1

ORIGINAL

NAVAIR 01-230HLH-1

Figure 17-2. Control Cable Connection

When the READY LIGHT or the READY

Note

OPERATE and REFERENCE ESTABLISHED lights are

When the balloon is deployed, the unit is

illuminated, the mobile target is ready for launch. The

not recoverable with Mk 2 Mod 0 cage.

mobile target is first fired electrically by operating the

FIRE button on the launch control box, then the

17.2.1.7 Emergency Shutdown Pinger. The ESP is

SAFE/LAUNCH handle is pulled. The bomb shackle

a portable, self-contained unit that, when submerged in

releases the two main sling cables, and the nylon rope

seawater, generates an acoustic signal that terminates

restrains the rear of the mobile target until it breaks (about

operation of the Mk 30 Mod 1 mobile target vehicle. A

one-fourth second), causing the mobile targets to pitch

tether is provided to facilitate raising and lowering the

down for proper water entry.

ESP into the seawater from the helicopter. The ESP is a

cylindrical unit 6 inches in diameter and 18 inches long,

In an emergency, the mobile target may be jettisoned

weighing approximately 28 pounds (in air weight). When

from the launcher by operating the SAFE/LAUNCH

activated, the ESP repeatedly transmits a paired-tone

handle.

pulse that, when received by the target over its command

link, terminates all target operations and the target floats

17.2.1.5 Flotation. To prevent sinking of the launcher

to the surface for recovery.

(loaded or empty) in the event of a low-altitude jettison,

rigid foam flotation is mounted to the launcher. Figure 17-

17.2.1.7.1 Emergency Shutdown Pinger Operation.

4 depicts the launcher with flotation. For clarity, all other

Prior to use, inspect condition of the tether and

figures in this manual do not show the flotation.

ensure that the lifting ring is secure and the tether is

securely connected to the lifting ring of the ESP and the

17.2.1.6 Mk

30 Target Description. The Mk 30

aircraft. Once immersed, the ESP will be automatically

mobile ASW target is 21 inches in diameter and weighs

activated causing transmission of the acoustic shutdown

2,700 pounds. The underwater vehicle used to simulate

pulse. The ESP should be removed from the water after

submarines and operates on a programmed pattern. The

the mobile target vehicle floats to the surface.

Mk 30 target responds to both active and passive acoustic

signals and provides signature characteristics for

classification purposes. With speeds of 7 to 30 knots,

maximum endurance ranges from 30 minutes to 6 hours

automatically. The target can be shut down at any time

Ensure ESP is securely connected to a tether

during a run by its acoustic command link using either

prior to lowering.

range UQC or the portable Mk 30 ESP at the end of a run,

a balloon deploys either immediately or after a delay of

90 minutes if EOR select was chosen prior to launch. The

target floats vertically prior to balloon deployment and

horizontally after the balloon deploys.

17-3

ORIGINAL

NAVAIR 01-230HLH-1

Figure 17-3. Mk 30 Launch Control Box Controls and Indicators (Sheet 3 of 3)

17.2.2 MK

4 MOD 0 HELICOPTER DEPLOYED

17.2.2.1 Rigging. The rigging for this system consists

LIGHTWEIGHT RECOVERY SYSTEM

of two 40-foot lines and one 30-foot main lifting line (see

Figure 17-6). The 40-foot lines are attached at one end to

The helicopter deployed lightweight torpedo recovery

the shackle retainers on the forward end of the cage with

system Mk 4 Mod 0 (Figure 17-5) is used to recover Mk

1/2-inch shackles. The lines are passed through line

46 and Mk 50 torpedoes. This system is capable of safe

guides at the aft end of the cage and connect to a 3/4-inch

and efficient recoveries in seas through sea state 5. An

web shackle. The 30-foot main lifting line is connected to

alternate method for Mk 46/50 torpedo recovery utilizes a

the web shackle and attaches to the helicopter cargo hook.

snare pole and is described later in this section. The

recovery cage is a rigid cone-shaped framework

17.2.2.2 Vehicle Descriptions

constructed of aluminum rods and tubing. The cage is 10

feet long, 2 feet in diameter at the forward end, 10 feet in

17.2.2.3 MK 46 Torpedo. The Mk 46 torpedo (Mods

diameter at the aft end, and weighs 600 pounds. It is made

2 and 5) is

102 inches long and

12.75 inches in

of a nose plate and four sections that are bolted together

diameter. End-of-run weight and float attitude depend on

and can be disassembled for ease of shipping or stowage.

the run time. A non runner floats vertically. A full-runner

The top and bottom sections are landing frames. The port

floats horizontally. Partial runners will fall somewhere

and starboard sections contain line guides.

between these parameters.

17-6

ORIGINAL

NAVAIR 01-230HLH-1

Figure 17-5. Mk 4 Mod 0 Recovery Cage Side view

17.2.2.4 MK 50 Torpedo. The Mk 50 torpedo is 113

EHCTV. The HWRS Mk 2 Mod 1 (Figure 17-8) is used

inches long and 12.75 inches in diameter. It weighs 750

to recover the TOTEM. The HWRS is capable of safe and

pounds and has a flotation collar that deploys at end-of-

efficient recoveries in seas through sea state

5. The

run to return the torpedo to the surface causing it to float

system is currently certified for use by H-3 helicopters

vertically.

with an external load carrying capability. Detailed

description of equipment, maintenance, and rigging

17.2.3 MK

2 MOD O/1 HELICOPTER WEAPON

requirements are found in NAVSEA manual SW59 1

RECOVERY SYSTEM

BOMMO-0 1 0/WPN RECOV SYS/NAVAIR

11-90-2

HWRS Mk 2 Mod 0/1 technical manual.

17.2.3.1 Systems Description. The HWRS Mk 2

Mod 0 (Figure 17-8) is used to recover exercise torpedoes

The recovery cage dimensions and weights for each of

Mk 48 and Mk 48 ADCAP, Mk 30 mobile targets, and the

the three basic configurations are shown in Figures 17-7

and 17-8.

17-8

ORIGINAL

NAVAIR 01-230HLH-1

17.2.3.2 Safety Release System. The SRS consists

cargo hook and the load line is brought into the cargo

of a weak link, a 60-pound anti-flyback weight, and a 25-

door. When established in a hover near the drone

foot pendant. The purpose of the SRS is to prevent rescue

("perched"), the crewmen will start to slide the pole/ snare

hoist cable overload, failure, and resultant recoil into the

out the cargo door and attach it to the clevis end of the

helicopter rotor system in the event of a jettison or

load line. With a BQM-34 on the pole in this

inadvertent cargo hook release. This system is shown in

configuration, the helicopter will require

40 to 45 feet

Figure 17-9.

AGL to lift the drone off the deck. Using the load line

increases flexibility for recovering different targets be-

Lifting line length is

40 feet; refer to tech manual for

cause the right hook/pole snare can be attached or

rigging requirements. Figure

17-10 provides a general

changed after takeoff.

picture of the rigging.

17.2.3.3 Vehicle Description. A detailed description

of procedures is provided below. For simplicity, the

WARNING

vehicle to be recovered is referred to as a torpedo,

although application to other vehicles is the same, unless

otherwise indicated. Refer to the appropriate vehicle

Personnel should remain clear of extra tagline

technical manual for a detailed description.

(rope) to avoid the possibility of entanglement

during emergency or inadvertent jettison.

17.2.4 TARGET TORPEDO DRONE RECOVERY

17.2.4.2 Mk

30 Snare Pole (Figure 17-14). The

17.2.4.1 Equipment Descriptions. The pole hook/

Mk-30 snare pole is a 20-foot hollow pole with a 40-foot

snare drone recovery systems provide a means of

cable. There is a "noose" or loop of rubber-coated cable at

recovering BQM-34 and MQM-74 drones and training

the bridle end. Prior to use, arrange cable in a double

shapes. Additionally these systems may be used in the

wrapped loop up against the inner diameter of the hoop,

recovery of Mk 46 torpedoes. This system is capable of

with only one line crossover point at 12 o'clock position.

safe and efficient recoveries through sea state 4.

Using 1 - inch wide tape, apply two wraps of the tape

around the hoop and the lines at four places: 3, 6, 8:30,

17.2.4.1.1 BQM Hook/Pole

(Figure

17-11). The

and 10:30 clock positions. Make a 3/8-inch deep cut in

BQM 34 hook/pole is a 15- or 20-foot hollow pole with a

both sides of the tape. The tape must be broken by the

24-foot,

3/8-inch cable running through the pole and a

crew later. The noose is slipped over the nose of the

hook permanently attached to the pole. The cable is

recovery object and then pulled tight, breaking the tape.

attached directly to the hook so that the pole itself does

Tension is kept on the snare while weight comes on the

not support the target's weight. The hook is used to snag

cable. In flight, the target's weight keeps the noose tight.

the recovery harness of the BQM-34S or recovery ring of

the BQM-74C (preferred method). The hook features a

With the bridle near the bottom of the pole, connect

spring-loaded gate that prevents the hook from

the bridle to two door edge deck rings at any convenient

unhooking. For training purposes, the gate may be taped

time prior to pole deployment. Pass ONE weak link

to the open position to allow multiple hookups.

through each deck ring far enough to slide the bridle

retainer pin through the weak link, then pull on the bridle

17.2.4.1.2 MQM Snare Pole (Figure 17-12). The

to help secure the pin.

MQM/BQM 74 snare is a T-shaped, 15- or 19-foot hollow

pole with a 24-foot cable. There is a "noose" or loop of

rubber coated cable at the T-end. Prior to use, the noose is

either taped or banded along the crossbar to help keep it

open. Only enough tape is used to ensure the noose stays

WARNING

open. The tape must be broken by the crew later. The

noose is slipped over the nose of the recovery object and

then pulled tight, breaking the tape. Tension is kept on the

Keep hands and fingers 6 to 12 inches clear of

snare with the tagline while weight comes on the cable. In

the bellmouth when feeding out line.

flight, the drone's weight keeps the noose tight.

To deploy the pole, one crewman grabs the top of the

17.2.4.1.3 Shackle/Swivel Assembly (Load line)

pole and line, while the other crewman controls the hoop.

(Figure 17-13). The load line is a 17-foot, 3/8-inch cable

Feed the hoop out the door, continue to feed the entire

with shackle/swivel at one end and a clevis at the other

pole out the door and down through the bridle until the

end. A tagline (rope) with a minimum length of 20 feet or

stop reaches the bridle. Feed the line down the pole to

longer is attached to the clevis end to help maintain

extend the pole to its full length. (Reverse this step if pole

tension on the load line after drone "capture" or hookup.

needs to be brought back abroad for tape repair).

Before takeoff; the swivel end is connected to the external

17-9

ORIGINAL

NAVAIR 01-230HLH-1

17.2.4.2.1 Recovery. Perform the following steps to

17.2.4.2.2 Recovery/Flight Limitations.

recover a horizontally floating target Mk 30.

Sea State:

4 (8-foot seas maximum).

1. The talker directs the helicopter pilot while the pole

Airspeed:

90 knots indicated airspeed maximum.

operator controls the pole to pass the hoop over the

Angle of Bank:

30 degrees maximum.

nose of the target. It is recommended that the hoop be

Autorotation Entry:

2 seconds minimum collective

kept just above the water, using line control, until

lowering.

close to the target's nose.

17.2.4.2.3 Delivery. Deliver the target to the soft pad

2. When the hoop is positioned within 3 feet of the

unless directed by range control to deliver it to the TWR.

EOR balloon, the pole operator pulls hard on the line

Set the target down, then slide over and down so the pole

to break the tape and thereby sets the noose. It is

falls harmlessly when the cargo hook is released. For soft

important to confirm that the noose is between the

pad delivery, lower the bagged towed array with the

stoppers. The stoppers are mounted on the forward and

grapnel.

aft target joint bands to prevent the noose from

slipping off the target during transit.

17.2.4.3 Target/Drone Descriptions

17.2.4.3.1 BQM-34 Target Drone (Figure 17-15).

The BQM-34 is a remotely controlled missile target

drone capable of high subsonic speed up to 550 knots and

altitudes of from 50 to 50,000 feet. Recovery sequence is

initiated by means of a parachute system deployed by the

Pull the bridle retainer pins free before the

controller or automatically by failure of the engine or the

helicopter ascends to allow the pole to

remote control system. The drag parachute is

collapse down.

automatically deployed upon initiation of recovery

sequence to decelerate the target. Following deployment,

3. Pull the bridle retainer pins free and then ascend the

the main parachute lowers the target in a horizontal

helicopter slowly to lift the target from the water.

attitude to the surface. The main parachute is released

Ensure that the helicopter hovers directly over or

upon contact with the ground or water by means of an

abeam the target during the ascent to avoid pulling the

impact or saltwater switch. Upon water impact, a dye

noose out of position. After the target is clear of the

marker releases a fluorescent dye to assist in target

water, confirm that a secure grip exists on the target

location.

between stoppers. If the noose is not positioned

The BQM-34 uses a locator beacon with a frequency

between the stoppers, or if the first wrap of the noose

preset by ground personnel prior to launch. The BQM-34,

is seen to come against the stopper any time, return the

MSR configuration only, has a strobe light mounted on

target to the water and release the cargo hook so that

the vertical stabilizer to aid in target location during

the pole falls clear of the target. Return to base for a

periods of low visibility. For further information on

new snare pole and continue with the recovery. If the

BQM-34, refer to NAVAIR 01-1 00TBA-2 manuals.

second snare pole's noose is wrapped over the first

snare pole's line or hoop, the grip is acceptable; if it is

17.2.4.3.2 BQM/MQM-74 Target

(Figures

17-16

wrapped over the pole, it is unacceptable. If the

and 17-17). The BQM/MQM-74 is capable of high-

helicopter crew determines for any reason that the grip

subsonic speed at altitudes from 50 to 30,000 feet and of

is unacceptable, the target should be returned to the

carrying augmentation systems to simulate medium

water. If the crew determines that the target is badly

performance aircraft. The recovery sequence is initiated

fouled and a safe recovery is impossible under the

either by radio command or automatically if the command

present conditions, snare pole recovery attempts should

signal is lost. Upon recovery initiation, a small pilot

be discontinued and the target should be left for TWR

parachute is deployed followed by the larger main

recovery when conditions permit.

parachute. The main parachute lowers the target drone to

the surface and is released upon impact with ground or

4. For delivery to the soft pad, the towed array should

water.

be recovered if possible. It is recommended that this be

Flotation is provided by the nosecone, fuel tank, oil smoke

accomplished in a sheltered area near the delivery site

tank, and an aft flotation bag. Recovery is facilitated if the

to make the recovery easier and to avoid stresses on

target floats horizontally and this is generally achieved by

the towed array because of load oscillations during

means of an aft flotation bag that inflates upon water

transit. Recover the towed array using standard

immersion.

procedures for a HWRS Mk 2 recovery. For delivery

to the TWR, towed array recovery is not required.

17-16

ORIGINAL

NAVAIR 01-230HLH-1

Figure 17-13. Loadline

A locator beacon in the target emits a radio frequency

17.3 SERVICING

homing signal that can be detected by the AN/ARA-SO

Refer to appropriate technical publications for

automatic direction finder or similar system. The signal is

specific servicing requirements.

transmitted at 235.0 MHz and is activated 1 minute after

17.4 OPERATING LIMITS

recovery is initiated. The beacon will operate up to 10

hours and may be detected at ranges up to 8 nm by a boat

Refer to Chapter 4.

or 40 nm by an aircraft, provided the antenna is not under

17.5 FLIGHTCREW QUALIFICATIONS

water. In addition to the beacon, a dye marker is released

Refer to Chapter 5.

upon the target drone's entry into the water.

17.6 EMERGENCY PROCEDURES

For additional information on MQM-74, refer to

Refer to Chapter 12.

NAVAIR-0 1 -MQM74C-3.

17.7 FLIGHT PREPARATION

The BQM-74C is a modified MQM-740C that has an

air-launch capability and includes special features that

17.7.1 Aircraft Preparation

make the target drone a more realistic threat vehicle for

use by the fleet. These features include a digital avionics

All aircraft preparation should be completed prior to

processor control system and a low altitude radar

scheduled range times. During preflight, particular

altimeter control system.

attention should be paid to the cargo sling and hoist.

These systems must be without discrepancies.

17-18

ORIGINAL

NAVAIR 01-230HLH-1

Figure 17-14. Snare Pole Assembly for Mk 30 Target

17.7.2 Crew Briefing.

Note

In addition to the regular crew brief; the following areas

Shifting the Cargo Sling Master Switch from

are considered to be a minimum brief for external load

"SLING" to "SAFE" position after pickup has

operations:

been known to activate the electrical jettison

resulting in a released load in flight. It also

1. Aircraft performance.

deactivates the electrical releases leaving only

the manual foot release.

2. Weather/sea state limitations.

4. Saltwater encrustation.

Emergency load jettison.

5. Post takeoff weight considerations.

a. Decision to jettison load depends on the nature

of the emergency and is left to pilot discretion.

Helicopter fueling shall be calculated so that

maximum gross weight is not exceeded when the

b. During lift-off; aircrew should watch for

torpedo is recovered.

rigging

(lifting lines) entanglement. A ground

crewman should be on hand to correct any

The combined weight of the Mk 30 target,

problems that might arise.

launcher, and launch control box is 3,030 pounds.

c. Certain external load configurations are prone

6. Unique procedures.

to oscillations during flight. The launcher should

be kept under observation. If oscillations become

External load disentanglement procedures.

severe, immediate action to slow airspeed with a

slow turn to port or starboard should be made.

Damaged target.

The particular circumstances that caused the

oscillation should be noted.

Inverted drone/connected parachute/entangled

drone procedures.

d. The cargo sling master switch should be in

SLING position for pickup and delivery. The

d. Target/drone/cage drop off procedures.

AUTO mode shall not be used.

17-19

ORIGINAL

NAVAIR 01-230HLH-1

7. Specific launch parameters within the approved

1. Inspect barrel rings and visible

(not covered by

window of 10 to 30 foot launcher altitude above

plastic) portion of staves. Inspect all visible welds for

wave crests, and 0 to 25-knot groundspeed are set by

cracks.

the local target IMA.

2. Ensure the interior of cage is completely covered

with cushioning (plastic tubing and cork) such that no

bare metal is exposed. The plastic tubing shall be

attached to cage with ordnance tape. In addition, all

WARNING

gaps in tubing, including tubing ends, shall be covered

with ordnance tape. Ensure skirt tabs are big and are

The potential for the PNAC to inadvertently

covered with tape, and ensure skirt staves are built up

release the external cargo/ load exists if the

with tape where they join the flanged ring.

cargo system is flown in the

“SLING”

position. The PNAC should use extreme

3. Ensure that rubber nose pad is in place and there is

caution if transmitting over the radio with the

nothing protruding past surface.

cyclic switch.

4. Ensure that rubber bumpers are in place on landing

17.7.3 Preflight.

frame feet.

A standard NATOPS preflight inspection shall be

5. Ensure lifting line is attached to the desired/

conducted. Particular attention should be paid to the cargo

required lifting point. Ensure that lifting line shackles

hook assembly, hard points, and the rescue hoist systems.

are tight and safety wired and inspect line for damage.

The following shall be completed during pre-flight

If the urethane coating is damaged, the strength of the

inspection:

rope is not impaired unless the rope underneath is

damaged also.

1. Both manual and electrical release functions of the

cargo hook system shall be checked and fully

6. Check that all cage assembly bolts are in place and

operational prior to attempting recovery.

are securely tightened.

2. Functional check of the rescue hoist and

7. Inspect landing frame for cracks and distortion.

cargo sling.

Ensure cable brace running from nose of barrel to

landing frame is taut.

Standard safety gear shall be available as listed in

paragraph 17.3.5.

8. Inspect strongback for evidence of cracks or metal

fatigue.

A preflight inspection of all recovery equipment

shall be performed. This shall include but not be

9. Ensure that bungee cords are in place.

limited to the overall condition, integrity, and

operation of lines, cables, hooks, hardware, and

10. Inspect weak link and replace if damage is

attachment points. Any cables with broken strands

observed or suspected.

shall be rejected.

11. Inspect nose pendent for damage and corrosion

5. All nonessential troop seats should be folded during

and replace if damage/corrosion is severe. Remove all

snare pole and/or hook recovery operations. All loose

fishhooks. Ensure weak link shackles are tight. Safety

equipment should be secured.

wiring of weak shackles is optional.

6. The pilot shall place the release mode switch to the

cargo sling function prior to taxi or takeoff.

17.7.4 Helicopter Weapons Recovery System

Preflight Procedures.

During ground handling of recovery cage

The HWRS shall be inspected prior to each planned

avoid excessive dragging of cage, which wears

away feet. Also, ensure that the lifting line is

weapon recovery. Preflight inspection procedures for the

not dragged or otherwise abused.

HWRS are basically visual and shall be implemented as

follows:

17-20

ORIGINAL

NAVAIR 01-230HLH-1

Figure 17-15. BQM-34 Missile Target

17.7.5 SPECIAL EQUIPMENT REQUIRED

c. Cable protector (12-inch length of plastic

tubing).

The helicopter must be rigged, prior to takeoff; according

to the type of recovery that is to be done.

d. Lowering pole/line.

1. Mk 25/58 marine markers.

17.8 SHORE-BASED PROCEDURES

2. Safety gloves, heavy leather welder type.

17.8.1 Mk 146 Mod 0 Helicopter Launch System

Procedures

3. Launch/recovery system and related cables/ hardware.

17.8.1.1 Pre-hookup. The loaded launcher is

4. Cable cutter, insulated.

positioned beside the helicopter for a cold hookup. For a

hot hookup, the launcher is set down facing into the wind

5. Crewman's safety belts .

and the helicopter taxies beside the launcher. Either way,

the launcher should be positioned on the right side of the

6. Mk 30 specifics.

helicopter, 5 to 8 feet from the sponson, with its cg lined

up with the cargo hook position and launcher brakes

a. Grappling hook and line assembly.

locked.

b. Cable restrainer (O-ring with snap hook).

17.8.1.2 Hookup. After lowering the cargo hook, slip

the strongback onto the hook and verify that the hook is

locked and the retaining latch is down. Ensure that the

lifting lines/cables are not crossed or fouled on the

launcher.

17-21

ORIGINAL

NAVAIR 01-230HLH-1

Figure 17-16. MQM-74C Missile Target

Route the lower launch control cable and the remote

control cables between the two aft cargo hook support

WARNING

cables and up into the helicopter through the sonar well.

If the helicopter has no sonar well, route the cables to the

forward edge of the cargo door opening and into the

To avoid possible electric shock because of in-

helicopter. Connect the strain relief O-rings for the lower

flight static charge buildup on the launcher,

launch control cable and for the remote control cables to

the SAFE/LAUNCH handle assembly and the

deck rings nearest the sonar well (if no sonar well,

launch control box should have electrical

connect O-rings to the nearest deck ring at the forward

contact with the helicopter frame, either by

edge of the cargo door).

direct contact

(on deck) or via a grounding

strap.

Before connecting the Mk

30 launch control box to

helicopter power, ensure initial switch positions are as

follows:

1. PANEL POWER switch - OFF.

After hookup of launcher lifting lines/cables,

2. ESTABLISH REFERENCE switch - OFF.

the crewman shall check for the free

movement of all four-cargo sling swivel

3. CONTROL switch - LAUNCH PANEL.

fittings and that cables are hanging freely. This

will help to preclude the possible hang-up of

4. Pinger power switch - OFF.

cables and the shearing of fuselage hard points

that could result in damage to the aircraft

and/or loss of the target/launcher.

17-22

ORIGINAL

NAVAIR 01-230HLH-1

Figure 17-17. BQM-74C Missile Target

5. Press the pinger RELAY ENABLE switch to ON

17.8.1.3 Mk 30 Flight Procedures

while simultaneously

pressing

the

pinger

START/STOP switch upward to the PINGER START

17.8.1.3.1 Mk 30 Target Warmup Checks. As soon

position

(BURST indicator will flash on and off).

as helicopter power is available, perform the following

Release both switches (BURST indicator will go out).

checks.

6. Place one hand against the pinger transducer cavity

1. Set the launch control box PANEL POWER switch

located on the underside of the mobile target. Verify

400 Hz and verify that the PANEL POWER and

pinger is operating.

READY NON OPERATE indicators are illuminated.

7. If pinger is to remain operating during helicopter

2. Press and hold the LAMP TEST switch and verify

transit, set pinger POWER switch to OFF. Otherwise,

that all indicators on the panel are lit except for the

press the pinger relay ENABLE switch to ON while

pinger BURST indicator.

simultaneously pressing the PINGER START/STOP

switch downward to the PINGER STOP position.

3. Press and hold the START WARM switch on

Release both switches. Verify pinger is off by feeling

the launch control box until the IN WARM

pinger transducer on mobile target. Set pinger POWER

indicator comes on. READY NON OPERATE

switch to OFF.

indicator will go out.

Note

4. Turn pinger POWER switch to ON. Press pinger

TEST switch and ensure BURST light illuminates

Decision to have mobile target pinger

brightly.

operating during helicopter transit is a matter

of local target IMA policy.

17-23

ORIGINAL

NAVAIR 01-230HLH-1

8. After a warmup period of not less than

PINGER START/STOP switch upward to the PINGER

minute but no more than 7 minutes, if all systems

START position (BURST indicator will flash on and

are functioning satisfactorily press and hold

off). Release both switches

(BURST indicator will go

SHUTDOWN button until IN WARM indicator

out).

has gone off and READY NON OPERATE

indicator comes on. Remove prop lock and set

3. If helicopter recovery is planned, lift and release EOR

control surfaces to neutral. Release launcher

SELECT switch and verify that the VERTICAL EOR

brakes.

indicator comes on. The mobile target will now float with a

vertical attitude for approximately 90 minutes after end of

17.8.1.3.2 Lift-Off. The helicopter is directed up

run.

and to the right by the aircrewman until it is directly

over the launcher. The helicopter slowly ascends,

4. After a warmup period of 7 minutes or less, verify that

lifting the launcher off the ground. At the exact

the READY OPERATE indicator has come on.

moment that the launcher leaves the ground, the

crewman informs the pilot, and the pilot notes the

Note

altimeter reading

(it should be approximately

feet).

If the mobile target "Casualty" light illuminates

during IN WARM, press SHUTDOWN button.

Wait 3 minutes before starting IN WARM cycle

again.

5. Reduce speed to allow mobile target to align with the

Failure to ensure that the cargo hook is

helicopter and assume the required heading provided by

lowered prior to hookup can result in

range control for establishing reference.

cable fouling and/or inadvertent release of

external load.

Note

Target must be aligned with and steady on the

Note

helicopter axis prior to setting ESTABLISH

REFERENCE switch to ensure proper course

Careful observation of the lifting lines and

setting.

cables is required during lift-off to avoid

rigging hangups on the launcher or

6. When the mobile target is aligned with the helicopter on

excessive strain on the cable because of

the proper heading, set the ESTABLISH REFERENCE

hangups or inadequate slack.

switch to ON and verify that the REFERENCE

ESTABLISHED indicator illuminates and stays on.

The crewman makes a visual check of the launcher

suspended underneath the helicopter. The helicopter

Note

then makes a smooth transition to forward flight.

Maximum speed is 90 KIAS.

Between READY OPERATE and REFERENCE

ESTABLISHED, the mobile target is susceptible to

17.8.1.3.3 Target Warmup. Not less than 8 or

casualties. Changes in airspeed and heading should

more than 30 minutes from the launch point, prepare

be made smoothly.

the mobile target for launch as follows.

17.8.1.3.4 Launch. A smoke marker may be dropped to

1. Press and hold the START WARM switch on

mark the launch position and provide wind information.

the launch control box until the IN WARM

indicator comes on. READY NON OPERATE

After turning into the wind, the helicopter makes a slow,

indicator will go out.

smooth transition to a hover over the launch point.

2. If mobile target pinger is not already

Target launch altitude should be 10 to 30 feet, which

operating, turn on pinger as follows:

should equate to 38 to 58 feet on the radar altimeter.

a. Turn pinger POWER switch to ON. Press

Launch speed is 0 to 25 knots groundspeed.

pinger TEST switch and ensure BURST light

illuminates brightly.

Remove the SAFE/LAUNCH handle locking pin.

b. Press the pinger RELAY ENABLE switch

to ON while simultaneously pressing the

17-24

ORIGINAL

NAVAIR 01-230HLH-1

WARNING

RAD ALT frequently locks on target

instead of water surface when

approaching a hover, which results in

Avoid electric shock because of static discharge by

erroneous indications. Pilots should

allowing the launcher to contact the ground prior to

rely

aircrewman's

verbal

ground personnel touching the launcher.

instructions.

Note

Deposit the empty launcher in a suitable area (e.g.,

The mobile target need not be aligned

grass) so that it will not roll under the influence of

with the helicopter for a hover launch.

the departing helicopter's rotor wash. If this is not

possible, a ground crewman is required to apply

To launch, press the FIRE button, verify

launcher brakes after the launcher touches down.

LAUNCHER POWER indicator illuminates, and

immediately retract the SAFE/LAUNCH handle. If

17.8.1.4.2 Post flight Procedures.

the LAUNCHER POWER indicator does not

illuminate, do not launch mobile target.

1. Connect lowering line to strongback. For cargo door

routing of cables, connect lowering line to launch control

The target must be electrically fired prior to

cable.

mechanical release. Once the FIRE button is pressed,

a limited amount of time exists for launch before the

2. Disconnect the remote control cable strain relief 0-ring

target shuts down automatically. Target requires 20-

from the deck ring, and connect it to the lowering line.

foot depth within

30 seconds. Therefore, it is

desirable to mechanically release the target as soon as

3. Disconnect the lower launch control cable strain relief

possible after the LAUNCHER POWER indicator

0-ring from the deck ring and take the strain on the

illuminates.

lowering pole/line.

The crewman shall notify the pilot when the

The crewman directs the pilot to release the cargo hook

mobile target is launched.

and then gently lowers the strongback to the ground and

throws out the remaining line.

17.8.1.3.5 Post launch.

17.8.1.4.3 Landing With Target in Launcher. For

1. Set the PANEL POWER and ESTABLISH

landing with the target in the launcher, the following

REFERENCE switches to off on the launch

procedures will prevent the target electronics from activating

control box.

at touchdown:

2. The helicopter is now free to return to base,

1. Ensure the SAFE/LAUNCH handle is grounded to the

with a maximum airspeed of

80 KIAS. The

helicopter by physical contact or grounding strap.

launcher should be kept under observation

throughout the flight to avoid severe oscillations

2. The helicopter makes a normal approach to a 40-foot

and/or close proximity to the tail of the aircraft.

hover. At this point, the rescue hoist is lowered to the

ground to dissipate the static charge built up in the

3. Disconnect the lower launch control cable

helicopter. A normal delivery can then be made. The rescue

from the upper launch control cable and install

hoist is raised once the launcher is on the ground.

protective cap on the lower launch control cable.

17.8.2 MK

4 MOD

0 HELICOPTER-DEPLOYED

17.8.1.4 Landing and Postflight Procedures

LIGHTWEIGHT TORPEDO RECOVERY SYSTEM

PROCEDURES

17.8.1.4.1

Landing. A normal external load

approach (approaching landing area into the wind,

17.8.2.1 Hookup. Hookup can be accomplished in one of

making a slow, smooth transition to a 60-foot hover)

two ways, ground hookup or low hover hookup.

is initiated under verbal instructions from the

crewman. With the touchdown point cleared, a slow

vertical descent is made, placing the launcher gently

on the ground.

17-25

ORIGINAL

NAVAIR 01-230HLH-1

2. Groundcrew attaches the free end of the main lifting line

17.8.2.1.1 Ground Hookup.

to the cargo hook and ensures cargo hook is locked.

1. Position the recovery cage at the side of the

3. The helicopter slowly ascends from this position until

landing pad with the forward end pointing into the

the cage is lifted clear of the ground.

wind. Allow room for the helicopter to taxi to the left

side of the cage (Figure 17-18).

4. The helicopter can proceed to the recovery site at speeds

up to 90 KIAS. The crewman shall keep the cage under

observation throughout the flight.

17.8.2.2 Recovery. There are two methods used for Mk 4

WARNING

Mod 0 cage recovery of Mk 46 and Mk 50 torpedoes. The

drag method is employed for the recovery of Mk 46 torpedoes.

The scoop method is employed when high sea states prevent

the establishment of an effective drag and is the only method

Skirt stands

10 feet high and may fall

used for the recovery of Mk 50 torpedoes.

within rotor tip-path for hookup. Do not

engage/disengage rotor head when cage is

Proceed as follows:

within rotor tip-path. Pilot shall visually

ensure adequate cage-to-rotor clearance

1. Range personnel direct helicopter to recovery site.

during approach and hookup.

2. Establish visual contact with the torpedo.

2. Extend main lifting line to cargo hook and slip

the free end of the line onto cargo hook. Ensure

3. At discretion of the pilot, a Mk 25 marine marker may

that the cargo hook is locked.

be dropped to establish wind direction and to assist in pilot

orientation during recovery.

3. The groundcrew/aircrew directs the helicopter

up and to the right until the helicopter is

17.8.2.2.1 Drag Method. The drag method (Figure 17-

positioned directly over the cage.

19) is the preferred method for recovery of torpedo Mk 46 to

minimize the chances of weapon damage. Proceed as

4. The helicopter slowly ascends from this

follows:

position until the cage is lifted clear of the ground.

1. The aircraft assumes a 90-foot hover about 100 yards

5. The helicopter can proceed to the recovery site

downwind of the torpedo.

at speeds up to 90 KIAS. The crewman shall keep

the cage under observation throughout the flight.

2. The cage is lowered into the water.

17.8.2.1.2 Low-Hover Hookup. Low-hover

3. The aircraft assumes a slow creep toward the torpedo at

hookup is recommended for shipboard operations

5 to 8 knots groundspeed and at an altitude of 30 feet. The

where space is limited. Use of a PVC pipe stiffener at

crewman at the back door provides altitude/groundspeed

the top of the 30-foot main lifting line enables greater

corrections to keep the cage trailing smoothly and in the

helicopter standoff from the deck during low-hover

proper attitude. Figure 17-20 shows proper drag attitude of

hookup. Proceed as follows:

cage.

4. The crewman provides heading corrections to keep the

cage lined up to the torpedo.

WARNING

Note

Because of the phase-lag between helicopter input

1. Direct the helicopter to hover immediately to the

and cage response, more radical corrections

left of the cage.Avoid electric shock because of

become necessary as the cage closes on the torpedo

static discharge by deploying the rescue hoist to

if the lineup is off.

ground the helicopter prior to hookup.

17-27

ORIGINAL

NAVAIR 01-230HLH-1

Figure 17-20. Drag Attitude

5. If the cage misses the torpedo, lift the cage out

17.8.2.2.2 Scoop Method. This method (Figure 17-21) is

of the water and repeat the approach and drag

used for the Mk 50. It should be used for the Mk 46 when in

sequence.

high sea state or when unit floats vertically.

6. After the torpedo has entered the cage and is

1. The aircraft is positioned in a hover at an altitude of 90

fully seated, the crewman directs the aircraft to

feet with the cage at a minimum of 10 feet lateral standoff

ascend slowly while maintaining forward speed to

from the weapon.

ensure that torpedo remains in the cage.

7. If the torpedo is not properly seated, a decision

as to whether the cage should be returned to the

If the Mk 50 flotation collar is damaged by the

water to wash the torpedo into one of the landing

cage, the weapon will sink. Therefore, the required

frame sections or returned as is must be made.

lateral standoff shall be maintained.

Considerations should be based upon the ease of

recovery because of sea state and pilot/crewman

2. Crewman directs the pilot to descend until the cage is

experience. To reseat the torpedo, the aircraft

approximately 10 feet under the surface of the water (use

comes to a hover and lowers cage into the water

markers on the 40-foot lines to determine depth).

until the torpedo is buoyed by the water. The

aircraft then ascends and lifts the cage from the

3. Using the lifting line as a guide for cage position, the

water.

crewman directs the pilot until the cage is directly under

the torpedo.

8. After the cage leaves the water, the crewman

verifies that the weapon is properly seated in the

4. The aircraft ascends to capture the torpedo. Ascent

cage.

should be slow to avoid torpedo hang-up/damage.

Note

5. The torpedo is checked for proper seating in the cage.

A properly seated torpedo is fully in the

cage and leaning against one of the two

6. Lifting lines and cage are checked for damage prior to

landing frame sections.

forward flight.

9. Inspect lifting lines and cage for damage prior

The helicopter can proceed to the reception site at speeds up to

to forward flight. If line or cage is damaged,

100 KIAS. The crewman shall keep the cage and torpedo

evaluate damage and determine if torpedo or

under observation throughout the flight.

emp ty cage can be safely returned to base.

17-29

ORIGINAL

NAVAIR 01-230HLH-1

17.8.2.3 Reception/Delivery.

may instruct the pilot to jerk the torpedo to set the

snare once it is out of the water. Snared around the

1. Torpedoes can be delivered to either water or land.

tail just forward of the fins is the desired result.

2. Initiate normal external load approach. Approach

d. The small torpedoes are normally aerodynamically

the landing area into the wind making a slow, smooth

stable. Oscillations of torpedoes can be brought

transition to a hover.

under control by slowing down and commencing a

balanced turn. Transit speeds between 60 and 80

3. With touchdown point cleared, begin slow vertical

knots will keep oscillations to a minimum.

descent until the recovery cage is gently placed on

deck, or into the water.

e. Return the torpedo to a soft landing pad for

dropoff. The pilot at the controls passes verbal

4. The cage should be lowered into the water until the

control to the talker on final approach. Once

torpedo is buoyed by the water and the cage is

established in an 80-foot hover, the talker will direct

completely below the water. The aircraft then moves to

the pilot to descend until the torpedo is on the pad.

the side as directed by the crewmen so that the cage is

The helicopter should then be moved to one side in

no longer below the floating torpedo. Once the cage

order to release the snare pole from the cargo hook

is clear of the torpedo, raise the cage from the water the

without damaging the torpedo or the snare pole.

transition to forward flight.

17.8.2.4 Disconnecting Cage. Once the cage is on

the ground, the helicopter moves off to the side and

releases the lifting line.

Water delivery of the Mk 46 torpedo with

17.8.2.5 Daily Postflight Inspection. At the

snare pole attached will cause torpedo to sink.

conclusion of the day's operations, inspect the cage in

accordance with postflight inspection procedures.

17.8.2.7 Mk 30 Target Recovery by Snare Pole

17.8.2.6 Mk 46 Torpedo Recovery by Snare Pole

17.8.2.7.1 Description. An alternate method of Mk

30 target recovery is by snare pole. The snare pole and

17.8.2.6.1 Description. An alternate method of Mk

rigging procedures are listed in paragraph 17.2.4.2.

46 torpedo recovery method is by snare pole. The snare

pole and rigging procedures are similar to that of the

MQM/BQM 74 listed in paragraph 2.4.2.2.

17.8.2.6.2 Procedures.

1. Rigging

- reference MQM/BQM

74 rigging

The target Mk 30 snare pole shall only be used

procedures.

to recover Mk

30 targets modified with

stoppers.

2. Recovery

- reference MQM/BQM

74 recovery

procedures.

17.8.2.7.2 Recovery. Perform the following steps for

targets modified with only the "aft stopper", the snare

a. The lightweight torpedoes are recovered from a

pole must secure the target between the stopper and the

10-foot hover using a 20-foot snare pole.

target cg line. If the target is snared forward of the target

cg line, the target and snare pole shall be returned to the

b. Once established in the 10-foot hover, the HAC

water. The Mk 30 target shall not be carried as an external

passes verbal control to the talker. The talker

load using the snare pole when snared forward of the

positions the helicopter over the torpedo in position

target cg line, and is modified with only the aft stopper. In

so that the crewman handling the pole can snare the

this configuration, should the snare slip, the target could

torpedo.

be lost.

c. When the torpedo is snared, the crewman takes

Mk 30 targets modified with both a forward and an aft

tension on the snare and drops the pole. The talker

stopper, may be carried as an external load when the snare

keeps the pilot over the torpedo and talks the

pole has secured the target between the stoppers. If the

helicopter up. Once the torpedo is clear of the water,

snare has secured the target outside the stoppers, the

the talker informs the pilot where the snare is set. If

target and snare pole shall be returned to the water. The

the snare is not set around the tail of the torpedo, he

Mk 30 shall not be carried as an external load using the

17-31

ORIGINAL

NAVAIR 01-230HLH-1

snare pole when the snare has secured the target outside

the pole falls harmlessly when the cargo hook is released.

the stoppers. In this configuration, should the snare slip,

For the soft pad, lower the bagged towed array with the

the target could be lost. Proceed as follows:

grapnel. For water delivery to the TWRV, release the

towed array into the water.

1. The talker directs the pilot while the pole operator

controls the pole to get the hoop over the nose of the

17.8.3 MK

2 MOD 0/1 HELICOPTER WEAPON

target. It is recommended that the hoop be kept just

RECOVERY PROCEDURES

above the water, using line control, until close to the

target's nose.

17.8.3.1 In-Flight Profile

2. When the hoop is positioned within two feet of the

17.8.3.1.1 Hookup.

E.O.R. balloon, the pole operator pulls hard on the line

to break the tape and set the noose. Confirm noose is

1. The HWRS cage will normally be positioned to the

between the stoppers (for targets modified with both

right side of the helicopter, with the barrel pointing into

forward and aft stoppers) or between stopper and

the wind. Taxi next to the cage so as to split the cage in

target cg line (for targets modified with only the aft

half with blade tip as the reference for lineup. Stop

stopper).

when the right sponson is parallel to the cage.

WARNING

Pull the bridle retainer pins free BEFORE the

helicopter ascends to allow the pole to

Taxiing with the HWRS skirt inside the rotor

collapse down.

arc reduces rotor tip clearance and creates the

possibility of a cage strike resulting in

3. Ascend the helicopter slowly to lift the target from

equipment/aircraft damage and/or personnel

the water. Ensure the helicopter stays directly over or

injury.

abeam the target during the ascent to avoid pulling the

noose out of position. After the target is clear of the

2. The HWRS may also be positioned on the right side

water, confirm a secure grip on the target. If the target

of the helicopter with the barrel pointing at the

is hanging tail down, the target should be delivered to

helicopter. Taxiing next to the cage to split the

the TWRV to avoid landing damage to the target and

strongback of the HWRS with the blade tips will

soft pad.

provide an additional 4 to 5 feet of rotor tip to HWRS

clearance.

4. Recover the towed array using the standard

procedure for Mk 2 HWRS recovery. If the array

3. The helicopter may also be positioned in a low hover

cannot be recovered, the target should be delivered to

above and to the left of the cage, with aircrewman

the TWRV. If TWRV support is not available, the

directing the pilot for proper positioning.

target should be flown to a more sheltered area for

further towed array recovery attempts.

4. The aircrewman will then pay out the hoist cable, and

the groundcrewman will connect the hoist cable to the

flyback weight.

5. After the hoist is connected to the cage the

groundcrewman will attach the lifting line from the

cage to the cargo sling. The aircrewman will then direct

If the towed array cannot be recovered,

the pilot to lift the helicopter vertically until the cage is

transition to forward flight and proceed to

clear of the ground.

reception area. Delivery shall be made using a

slow descent from

200 feet AGL. Lower

6. As the cage leaves the ground, the aircrewmen will

approach altitudes may cause cable to contact

pay out the rescue hoist cable just enough to place the

the ground resulting in damage to cable and

total weight of the cage on the lifting line and notify the

target.

pilot when the weight of the cage is coming on the

aircraft. When clear of the ground he will inform the

17.8.2.7.3 Delivery. Deliver the target as directed by

pilot "Ready for forward flight".

the target representative to the TWRV or to the soft pad.

Set the target down, and then slide over and down so that

17-32

ORIGINAL

NAVAIR 01-230HLH-1

7. The pilot will note the indicated altitude shown on

the radar altimeter when the cage becomes airborne and

5. When the pilot loses sight of the torpedo he will

will set the altimeter bug on this reading for future

inform the aircrewman, who then directs the pilot to

reference. As the cage is lifted, the air-crewman will

position the cage directly over the unit.

check all attachments visually for security and freedom

from entanglements.

6. When the cage is directly over the unit, the crewman

will command, "Down, down, down", and the pilot will

17.8.3.1.2 In Flight.

commence a no-drift descent to 20 to 25 feet on the

radar altimeter. This capture maneuver should be made

1. Smoothly transition to desired airspeed not to exceed

by a positive, though not necessarily rapid, reduction in

limits. Adjust rescue hoist to ensure total weight of cage

collective

pitch.

Excessively

rapid

collective

is on the lifting line.

movements or erratic control must be avoided to

eliminate the possibility of breaking the weak link.

2. The helicopter will normally be vectored to the

recovery area. Altitude flown should be no lower than

7. The crewman must guide the pilot to stop drift and

500 feet above the surface.

allow the unit to seat properly in the barrel section of

the cage.

3. The aircrewman shall continually observe the flight

of the cage to ensure that no dangerous oscillations

8. When the unit is fully seated, the crewman directs

occur, that rearward movement of the cage does not

the pilot to raise the helicopter vertically, during which

bring the cage too close to the tail section of the

time he pays out the rescue hoist cable so that the total

helicopter and that the total weight of the cage remains

weight of the loaded cage is taken up on the lifting line.

on the lifting line.

The cage is then able to rotate under the influence to its

own center of gravity, adopting a slightly nosedown

4. Once above approximately 300 feet AGL, the cargo

attitude.

sling master switch should be placed in the SAFE

position and the rescue master switch turned OFF once

9. When the cage is clear of the water, the crewman

the aircrewman has trimmed the cage for forward flight.

immediately takes up excessive slack in the rescue hoist

cable and when satisfied that the unit is fully seated in

17.8.3.2 Recovery.

the cage, reports to the pilot that he is ready for forward

flight, or, if recovering a Mk 30 target, ready for towed

1. When visual contact has been established with the

transducer recovery.

torpedo, an approach will be executed into the wind. A

smoke may be placed upwind and slightly to the right

10.

If the unit is not adequately seated, the cage

side of the unit to aid the pilot in orientation during the

should be lowered back into the water until fully

recovery operation and to define wind direction.

submerged and an attempt made to reseat the unit.

2. The approach should be made from a downwind

17.8.3.3 Towed Transducer Recovery.

position with a long, straight in final.

1. With the cage suspended approximately 5 feet above

3. When indicated airspeed is below 40 knots, the pilot

the water, the helicopter is transitioned into slow

instructs the aircrewman to rotate the cage into the

forward flight of approximately

5 to

10 knots

capture position by raising the rescue hoist, allowing

groundspeed while the crewman lowers the grappling

the hoist to share the weight of the empty cage with the

hook. This maneuver will stream the transducer and

lifting line (Figure 17-10, Sheet 2).

cable out behind the target and place the grappling hook

alongside the target.

4. Approach to the unit should be accomplished slowly

and with the nose of the helicopter directly into the

2. The crewman will then snag the transducer cable

wind. Altitude on the radar altimeter should be

with the grappling hook. Moving the helicopter in a left

approximately

3 to

5 feet above the bug reference

oblique direction, so that relative movement is forward

altitude as established during the initial lift-off of the

and slightly left, will drag the grappling hook across the

cage. Aircrewman will keep the pilot informed of

streamed out cable enabling the hook to snag the cable.

altitude so as to preclude dragging the cage in the

water. The cage, when properly in capture position,

3. Once the cable is snagged, the crewman hauls up the

should have the (back) lower edge of the cage skirt

grappling hook and the transducer cable, being careful

approximately 2 feet off the water (slightly dragging in

not to damage it by dragging it over the door edge.

the water for smooth sea states and slightly higher for

sea states above 3 to 4).

17-33

ORIGINAL

NAVAIR 01-230HLH-1

Lower approach altitudes may cause cable to

4. As the cable is being brought up, the helicopter

contact ground resulting in damage to cable

continues a slow forward movement. The cable and

and target.

transducer should be stowed in the appropriate

container. Place container near the cargo door so that it

17.8.3.4 Transport to Reception Area.

can exit clearly if jettisoned.

1. Once recovery is comp lete, the helicopter may

proceed to the reception site.

2. Because of the heavy weight of the loaded cage,

WARNING

load oscillation may occur. Load oscillations can be

brought under control by decreasing airspeed and/or

applying "G" loading by simultaneously making a

smooth, coordinated turn either direction.

When hauling in grapnel and towed array

cable, personnel should stay clear of recovered

3. Utilization of cyclic mounted beeper trim to make

portion of rope or cable to avoid possibility of

angle of bank and airspeed changes when carrying the

entanglement during emergency or inadvertent

loaded cage is recommended to reduce the possibility

jettison.

of pilot-induced oscillations.

4. The crewman shall observe the cage and unit during

flight to report oscillations, and tend the rescue hoist to

When transiting with the towed transducer

ensure that the total weight of the loaded cage remains

streaming, the aerodynamic drag on the cable

on the lifting line.

will be applied to the aft section of the target.

If the cage is at a level attitude in flight, this

5. The master cargo sling switch should be placed in

will increase the possibility of the target

the SAFE position following recovery The hoist

sliding aft and departing the cage.

control switch shall be placed in the OFF position

once the crewman is satisfied as to the position of the

5. If a Mk

30 target is being recovered, MAD wire

cage. The hoist control switch may he placed in the

trailing from the transducer should be cut at the

CREW position to adjust cage position in flight as

transducer and discarded.

necessary.

WARNING

Failure to place the hoist control switch to

the off position may allow inadvertent hoist

If target safeguards fail, touching the MAD

actuation and possible loss of the torpedo.

wire may cause electric shock.

17.8.3.5 Delivery at the Reception.

6. Leave some slack in towed array cable to allow for

cage movement.

1. Mk 48 Torpedoes can be delivered to either the

water or to land.

7. Loop cable restrainer onto cable, cinch tight, and

attach snare hook to suitable deck ring (Figure 17-22).

2. A standard external load approach will be

made to the reception area. As the touchdown

8. Install cable protector onto the cable at door’s edge

point is approached, crewman will direct the pilot

(Figure 17-22).

in order to establish a stable hover at

approximately

60 feet above the ground. Care

Note

must be taken during the final stages of the

approach to prevent load Oscillations. Over

If the towed array cannot be recovered,

controlling or rapid deceleration will induce large

transition to forward flight and proceed to

oscillations.

reception area. Delivery shall be made using a

slow descent from approximately

200 feet.

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ORIGINAL

NAVAIR 01-230HLH-1

3. When the touchdown point is reached, the pilot

1. Method 1

will begin a slow, vertical descent until the

recovery cage is placed gently on the ground, or

a. Remove cable from helicopter after landing.

into the water.

Note

4. The cage should be lowered into the water until

fully submerged. The cage should then be rotated

Ensure there is sufficient slack in towed array cable

to a fully vertical position. When the cage is

to allow helicopter to land at safe distance from

vertical the helicopter should increase its hover

cage.

altitude by

10 feet, leaving the torpedo in the

water. The cage should then be rotated to the

2. Method 2

forward flight position. The helicopter is then

ready for forward flight.

a. Crewman lowers coiled or bagged cable using

grappling hook that may be hauled back into helicopter or

17.8.3.6 Disconnecting Cage. Proceed using

left on deck.

one of following methods:

17.8.4 TARGET DRONE RECOVERY SYSTEM

1.Method 1:

OPERATING PROCEDURES

a. Pilot release lifting line and lauds aircraft

17.8.4.1 Recovery Procedures. Over water retrieval of

alongside cage.

target drones is accomplished by having the target hooked or

snared by helicopter aircrewman utilizing one of the approved

retrieval devices as the helicopter is hovered over the target.

Once the target/drone has been hooked or snared, it becomes

an external load, and the same procedures and precautions will

Lifting line must be slack and not

apply.

over unit before release. Ensure the

60-pound weight is lowered and

17.8.4.2 Recovery Methods. During recovery, one air

placed on ground to avoid hazards to

crewman (the hooker) will be lying on the deck at the cargo

ground crew and equipment.

door in order to hook or snare the target. The other crewman

(the talker) will direct the pilot over the target at the proper

b. Disconnect rescue hoist from weight.

altitude to hook/snare to the target.

c. Reel in rescue hoist, being careful not to

damage the cable and hook.

2. Method 2:

WARNING

a. Pilot releases lifting line.

The helicopter shall not be vectored into an area

Note

where powered aerial targets are being operated.

Helicopters may be vectored into a target recovery

Pay out rescue hoist cable to allow ample

area when targets are known to be in recovery and

clearance between cage and helicopter.

descending via parachute. In such cases, the

helicopter shall remain upwind of the target until

b. Option

1 - Groundcrew disconnects rescue

the target has contacted the surface. Pilots shall

hoist hook from weight, and crewman reels it in.

avoid flying under low clouds with targets in

recovery when the exact location of the chuteborne

c. Option

2 - Crewman directs helicopter into

target is not known. In areas with low cloud

low hover, reels in hoist cable, and disconnects

ceilings, the helicopter shall not proceed into the

weak link from weight. Use of the optional snap

recovery area until the target is known to have

shackle (see Figure

2-10) facilitates release in

contacted the surface.

this case.

Prior to establishing the initial

40-foot hover for target

17.8.3.7 Offloading Towed Array Cable.

retrieval, it may be desirable to make a low, slow pass over the

target to evaluate its condition, i.e., chute attached, inverted,

When recovered vehicle is a target, the towed array

nose low or high, damage, etc. In the event the target's

cable is offloaded as follows (depending on which

presentation in the water is not such that a normal recovery

delivery method was employed).

can be effected, consideration may be given to deploying a

17-36

ORIGINAL

NAVAIR 01-230HLH-1

qualified swimmer in an attempt to return the target

the immediate vicinity. A range safety boat shall

to the normal recovery attitude. An alternate method

detach and recover the parachute.

of returning the drone to the normal recovery attitude

is boat recovery.

Note

Fifteen- and twenty-foot poles or snares may be

used up to and including sea state three. Only 20-

foot poles and snares may be used in sea state four.

WARNING

Target recoveries in sea state five are prohibited.

The hooker will be lying on the deck at the cargo door in order

Deploying a swimmer from the helicopter

to manipulate the recovery device. The talker shall pass the

is neither a normal nor an alternate target

prepared recovery device out the door, hand it to the crewman

recovery procedure. It may be used,

lying down, and connect the pole to the clevis on the loadline.

however, when all other attempts have

The talker should retain control of the tagline. When the talker

failed t o return the target to the normal

reports properly rigged and unit in sight, the pilot at controls -

recovery attitude. The helicopter aircraft

passes verbal control to the talker who directs the pilot over

commander shall be responsible for

the unit for hookup recovery, salt encrustation of the engines

making the decision to deploy a swimmer.

is a possibility.

All other available means of target

preparation for recovery shall be

exhausted prior to deployment of a

swimmer.

WARNING

Because of low altitudes required for the recovery,

salt encrustation of the engines is a possibility.

Do not allow the aircraft to become too

low during the recovery evolution. A

wave could make the target/drone ride

upwards causing the pole to strike the

bottom, side, or hoist portion of the

The hook/snare method necessitates a low hover,

aircraft. It also could strike a crewman if

possibility as low as 5 feet. Care should be taken

he/she is still holding onto the pole.

not to get so low as to put the tailwheel in the water

or allow the drone to ride a wave and make contact

1. Prior to establishing a hover, a recovery checklist

with the helicopter.

shall be completed. It shall consist of but not be

limited to:

Pilot then commences a slow creep forward to close the target.

The hooker places the hook in target pickup loop or snares the

a. Shoulder harness - LOCKED.

target at a point approximately 1 foot forward of the leading

edge of the drone wings and then pulls on the cable to tighten

b. Cargo sling master switch - SLING.

the noose.

c. Speed selector - CHECKED.

When using the QD pole, the hooker then releases the hook

from the pole and brings the pole back inside the aircraft.

d. Cargo hook - LOWERED.

When using the fixed pole hook, the hooker releases the pole.

Once the target has been successfully snagged, the talker shall

place tension on the tagline. Once tension is established, the

hooker may release the pole.

WARNING

Recovery shall not be attempted if the

parachute is still attached or is located in

17-37

ORIGINAL

NAVAIR 01-230HLH-1

Note

An undamaged drone will generally present few problems

· The snare will come off the drone if

after initial oscillations have stopped. A drone that is

tension is not kept on the tagline while the

damaged, however, may never completely stabilize

and

weight of the drone comes on the

extreme caution must be exercised.

helicopter.

· The tagline is also used to retrieve the

pole assembly in case a rerig is needed.

The talker directs the helicopter up and over the

WARNING

target slowly to apply tension on the loadline. The

target is lifted clear of the water to allow for water

When recovering damaged drones or drones with

drainage (approximately 15 seconds).

non-faired flight control surfaces, safe flight

parameters may be significantly lower than normal.

Excessive oscillations may occur with high

airspeeds and bank angles. If oscillations do not

WARNING

decrease, consider jettisoning the drone.

Note

· Drone oscillations can be dampened by

· The helicopter must be centered directly

gradually reducing airspeed using beeper trim

over the drone prior to tension being

while maintaining balanced flight with ASE

applied to the loadline. This will eliminate

engaged and avoiding resistive inputs.

any sudden attitude change of the

helicopter because of an off-centered load

· If a drone cannot be stabilized in flight, either

pickup.

set it back in the water, or, if the drone recovery

boat is nearby, consideration should be given to

· Do not secure the tagline to the

dropping the drone next to the boat.

helicopter once the drone has been picked

up as it may be necessary to jettison the

Upon reaching cruise flight, consideration should be given to

drone during an emergency.

placing the cargo sling master switch to SAFE and adjusting

throttles as required. Unless otherwise required, 500 feet is a

· Do not attempt jettisoning the drone if

recommended cruise altitude.

it is flying too close to the rotor system.

Wait for the drone to come back

During transit an aircrewman shall continue to monitor the

downward and call for jettisoning when it

drone for stability. Prior to establishing a hover at

is below the aircraft. If jettison is done

homebase/ship to release drone, ensure cargo sling master

when drone is close to the rotor system, it

switch is in SLING.

can get entangled in the blades with

catastrophic consequences.

Using directional information from the crewman, initiate a

normal external load approach into the wind and make a slow,

smooth transition to a 60-foot hover. Once over the target

area, slowly and gently place the drone on the designated

surface. Release the cargo hook.

When the target is clear of the water, the

crewman shall visually inspect the overall

condition of the target. The pilot must be

aware of any unusual control surface

configuration or damage that may

When releasing the cargo hook, avoid dropping

adversely affect flight.

the target retrieval assembly on the drone.

When target is drained and ready for forward flight,

Stow cargo hook prior to landing/forward flight.

pilot commences a slow, smooth transition utilizing

beeper trim and climbs to

300 feet prior to

commencing a turn.

17-38

ORIGINAL

UH-3H and UH-3H EXECUTIVE TRANSPORT. FLIGHT MANUAL (2000) - page 7