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

NAVAIR 01-230HLH-1

CHAPTER 18

Flightcrew Coordination

18.1 Introduction

1. Mission Analysis.

Proper crew coordination occurs only when all crew-

members know and execute their duties on any aircraft

2. Decision Making.

mission. It requires a clear division of tasks between

crewmembers to prevent cockpit indecision and

3. Assertiveness.

confusion. Although there is only one pilot in

command, the copilot or air crewman should not allow

4. Communication.

an unsafe situation to exist without taking action. The

PIC shall address the division of responsibilities among

5. Leadership.

the pilot at the controls, the pilot not at the controls, and

the crewchief in the permission brief.

6. Adaptability/Flexibility.

The PAC's primary function is to fly the aircraft. The

7. Situational Awareness.

pilot shall maintain flight parameters that will safely

accomplish the mission. Any cockpit duties that may

Practicing ACT/CRM skills will improve mission

detract from the PAC's ability to maintain flight within

effectiveness and reduce mishaps that result from poor crew

established operational parameters shall be the PNAC's.

coordination.

The PNAC's primary function is to back up the PAC

1. Mission Analysis - Effective mission analysis refers

in the safe and orderly conduct of the flight. Additional

to the ability to make long-term and contingency plans

tasks may be designated by the PIC during the crew

to coordinate, allocate, and monitor crew and aircraft

briefing. The PNAC shall be prepared to assume any

resources.

duties performed by the PAC, including physical

control at any time.

a. Long-term planning deals with preparation for

anticipated problems. Examples of long-term planning

The crewchiefs/aircrewmen perform essential func-

include NATOPS, NAVBAGS, TACAIDs, mission

tions as integral members of the helicopter crew. On all

briefings, and crew briefings. All of these things are an

missions they will act as an observer, always being on

attempt to present a solution to problems that may

the alert for other aircraft or obstacles in flight. They

develop and could impact the mission.

will supervise internal loading under the direction of the

PIC and orally direct the PAC in external cargo pickups

b. Contingency planning is often the response to

and drops. They will supervise the embarkation and

unanticipated problems. The success or failure of a

debarkation of PAX during PAX transports. The

crew to respond to an unanticipated problem requires

crewchiefs/aircrewmen can often detect system failures

experience, skill, and teamwork.

before either pilot and inform them of potential

malfunctions.

2. Decision Making - Effective decision making refers to

the ability to use logical and sound judgment based on

18.2. Crew Coordination Concepts

the information available. Aircraft Commanders should

encourage all crewmembers to participate in the decision

Definition. Flightcrew coordination is the flightcrew

making process. Group decision-making, while preferred,

use and integration of all available skills and resources

may not always be possible. The decision making

to collectively achieve and maintain crew efficiency,

process may be driven by the time available to decide.

situational awareness, safety, and mission effectiveness.

3. Assertiveness

- Effective assertiveness refers to the

18.2.1 Key

Components of Flightcrew

willingness to actively participate and the ability to state

Coordination

and maintain your position until convinced by the facts

that your position is wrong. Each crewmember has an

The seven critical skills of Aircrew Coordination

Training/Crew Resource Management are:

18-1

ORIGINAL

NAVAIR 01-230HLH-1

important role in ensuring the safe completion of a

18.2.2 Loss of Flightcrew Coordination. Loss of

mission and must have the courage to speak up if

flightcrew coordination is identified by the following factors:

they are in doubt of the safe completion of the

mission.

1. Fixation on one task

Communication

- Effective communication

2. Confusion.

refers the ability to (1) clearly and accurately send

and acknowledge information, instructions, or

3. Violation of NATOPS/flight minimums .

commands and

(2) provide useful feedback. The

major barriers that impact crew communications are:

4. Violations of SOP.

a. Sociological - Rank, experience, authority.

5. No one in charge.

b. Psychological - Prejudices, assumptions,

6. No lookout doctrine.

overconfidence.

7. Failure to meet mission/planning milestones.

c. Environment - Workload, noise, climate, comfort

level.

8. Absence of communication.

d. Methodology - Nonstandard terminology,

18.3 DESCRIPTION OF AIRCREW POSITIONS

over/under communication, speech pattern.

1. Helicopter aircraft commander (HAC).

- The pilot

Leadership - Effective leadership refers to the

designated as the mission commander on his particular

ability to direct and coordinate the activities of other

aircraft or the pilot in command.

crewmembers and to stimulate the crew to work

together as a team. If aircrew coordination

2. Copilot (CP).- The pilot not at the controls. During

effectiveness is to be maximized, all crewmembers

start, engagement and taxi implies the pilot in the left

must develop their leadership potential and authority.

seat.

The ultimate responsibility for safety of flight rests

with the pilot in command, but each crew-member

3. Mission commander/flight leader (MC).- Pilot re-

has a responsibility towards safety of flight and

sponsible for safe and effective execution of the

compliance with applicable directives. The two types

mission or formation flight.

of leadership are:

4. Right-seat pilot (RS). - Self-explanatory.

a. Designated

- Position based on rank and

experience that is usually in writing

(i.e.,

5. Left-seat pilot (LS). - Self-explanatory.

designation as HAC, crewchief, etc.).

6. Pilot at controls (PAC). - Self-explanatory.

b. Functional

- Temporary and based on

knowledge or experience with a particular task.

7. Aircrew (AC). - Implies assigned aircrewmen.

Adaptability/Flexibility

- Effective adaptability/

18.4 SPECIFIC RESPONSIBILITIES

flexibility refers to the ability to alter a course of

action to meet situational demands, to maintain

18.4.1 Mission/Flight Planning

constructive behavior under pressure, and to interact

constructively with other crewmembers.

MC: Promulgate all information necessary for effective

completion of assigned mission.

Situational Awareness

- Effective situational

awareness refers to awareness of what is happening in

HAC: When a specific MC is assigned, the HAC assists

the aircraft and in the mission and knowledge of how

as required.

Ensure completion of all required

that compares with what is supposed to be happening.

performance

charts,

flight

logs,

navigation

The entire crew must be kept aware of the situation at

computations, and crew brief for assigned aircraft/crew.

all times. A crew's ability to respond to routine or

emergency situations is dependent upon teamwork

18.4.2 Brief

and accurate information. False assumptions by any

crewmember during any evolution from preflight to

HAC: Ensure that all crewmembers attend proper

postflight can be hazardous.

NATOPS brief. Conduct brief according to Part 3,

including weather, NOTAM information, and ap-

18-2

ORIGINAL

NAVAIR 01-230HLH-1

propriate Parts 5 and 11 chart computations; and

ensure that aircrew conducts appropriate passenger

CP: Back up PAC on performance and flight instruments.

brief.

AC: Back up pilots by scanning those instruments within

18.4.3 Preflight

view. Ensure that crew and passengers remain strapped

in.

HAC: Ensure that crew has properly reviewed ADB

and is familiar with all performance parameters

18.4.7 Departure

calculated for the briefed mission. Ensure that crew

are equipped with all necessary survival gear. Ensure

PAC: Ensure that aircraft achieves and maintains proper

that each pilot understands individual areas of

altitude, airspeed, and heading. Call for appropriate

responsibility during preflight.

checklists.

RS: Should inspect the cockpit, No.2 engine, and

CP: Back up PAC with power calls and confirm

starboard transmission areas.

appropriate rate of climb. Read and ensure completion

of checklists called for by PAC. Monitor compliance

LS: Should inspect the cabin area, No. 1 engine, and

with departure procedures.

port transmission areas.

AC: Execute applicable portions of checklists and report

AC: Shall conduct preflight in accordance with the

completion to pilots. Ensure security of passengers,

NATOPS Crewman's Pocket Checklist.

internal stores, and cargo.

These specific preflight recommendations do not

18.4.8 En Route

override HAC prerogative to reassign individual crew

responsibilities.

PAC: Execute safe control and navigation of aircraft.

Monitor flight performance and fuel usage.

18.4.4 Start and Engagement

CP: Assist PAC in navigation/communications and

RS: Call for checklist and ensure completion of all

monitoring of flight performance and fuel usage.

items. Respond and complete all items in the order

read by the LS.

AC: Maintain lookout for hazards and scan cabin for leaks,

fumes, etc. Ensure that mission-required equipment

LS: Read all appropriate checklist items according

properly tested prior to arriving on station. Assist pilots

to NATOPS Pilot's Pocket Checklist. Assist the RS

as required.

in completion of checklist items as necessary.

18.4.9 Instrument Procedures

AC: Complete all items in NATOPS Aircrew's

Pocket Checklist including hoist checks.

PAC: Maintain control of the aircraft within briefed

parameters. Report when "on gauges." Notify CP if any

18.4.5 Taxi

disorientation is encountered.

RS: Exercise control of the aircraft and call for

CP: Assist PAC in navigation and monitoring of flight

appropriate checklists.

performance and fuel usage. Maintain internal and external

scan. Advise PAC when aircraft is approaching or has

LS: Complete checklists called for by the RS.

exceeded a briefed parameter. In the event PAC

Maintain appropriate lookout.

encounters disorientation or vertigo, verbally assist PAC

or monitor/assume flight controls as briefed.

AC: Ensure that all crew and passengers in cabin

are properly strapped in. Maintain appropriate

AC: Assist pilots as required.

lookout.

18.4.10 Arrival/Return

18.4.6 Takeoff

PAC: Comply with course rules or assigned navigation

PAC: Ensure completion of all pretakeoff and

route.

takeoff checklists. Verify acceptable engine

performance following takeoff.

Comply with

CP: Back up PAC as required with navigation, approach

appropriate departure instructions, course rules, and

procedures, and scan of flight performance instruments

external communications.

and fuel usage.

18-3

ORIGINAL

NAVAIR 01-230HLH-1

18.4.11 Descent /Approach

CP: Assist HAC as required.

PAC: Call for landing and other required check lists.

AC: Assist HAC as required.

Ensure that ATIS or equivalent weather and airport

information is obtained. Comply with approach

18.5 MISSION/SPECIAL CONSIDERATIONS

procedures.

18.5.1 Functional Checkflight Procedures. The

CP: Complete checklists called for by PAC. Brief

HAC shall ensure that the crew is familiar with the specific

PAC on anticipated instrument approach. Monitor

requirements for each flight to be conducted and conduct a

compliance with approach procedures. Copy all

brief that thoroughly covers items discussed in Part

information provided by controlling agency and ad-

including anticipated functional checkflight procedures.

vise PAC that all information copied.

AC: Complete and respond to all appropriate

18.5.2 Formation. The MC shall ensure that all planned

checklist items. Ensure that all passengers and cargo

maneuvers are thoroughly briefed and complied with

are secure for landing. Ensure security of all internal

according to Part 3.

stores. Advise pilots to check gear and power on

final.

18.6 TRAINING

18.4.12 Landing

HAC: Ensure that each crewmember is aware of the

parameters within which all training shall be con-

PAC: Execute appropriate landing procedures.

ducted. Brief all crewmembers on required actions

should an emergency occur during a training scenario.

CP: Ensure that all checklist items are complied

with. Monitor flight performance instruments.

18.7 NIGHT / INSTRUMENT FLIGHT RULES

AC: Respond to checklist items as required.

ALTERNATE / AUTOMATIC APPROACHES AND

DEPARTURES

18.4.13 Post-landing/Taxi/Shutdown

PAC: Call for appropriate checklists. Monitor D mode

RS: Call for required checklists. Control aircraft

on the hover indicator. Call for coupler engagement and

during taxi. Comply with and respond to checklist

ensure safe control of the aircraft during descent to a

items called for by LS. Ensure that aircraft is

hover. Stabilize aircraft according to procedures in this

properly chocked and chained (as required) prior to

chapter. Ensure that crew is aware of who has control of

rotor disengagement.

aircraft

(i.e., hover trim, verbal control, etc.). Advise

crew if conducting simulated/hooded instrument flight.

LS: Read and comply with checklists as required.

Assist RS as required.

CP: Complete checklists called for by PAC. Provide

instrument scan backup for PAC. Provide calls to PAC

AC: Comply with and respond to checklist items as

when aircraft approaches or exceeds briefed parameters.

required. Ensure that all passengers remain strapped

Monitor A mode on hover indicator. During hover

in or are clear of rotors prior to disengagement.

departure, back up PAC with call confirming positive

rate of climb on VSI, barometric altimeter, and radar

18.4.14 Postflight

altimeter.

HAC: Comply with postflight requirements according

AC: Report rigged for rescue, as required, during

to Chapter 7.

approach. Confirm acceptance of verbal/hover trim

control from PAC. Keep pilots advised of hoist

CP: Assist HAC as required.

position. Relinquish control when called for by PAC and

report aircraft ready for forward flight.

AC: Shall conduct postflight in accordance with the

Crewman's Pocket Checklist.

18.8 SEARCH AND RESCUE

18.4.15 Debrief

HAC: Collect data concerning assigned SAR mission

and brief CP and aircrew on specific responsibilities per

HAC: Ensure that NAVFLIRS/CANDE and re-

SAR section, paragraph

18.12, NWP

3-22.5-SAR-

quired maintenance action forms are completed.

TAC, and NWP 3-50.1. Continue to update data and

Debrief CP and aircrew on conduct of flight.

inform CP and aircrew of changing requirement

18-4

ORIGINAL

NAVAIR 01-230HLH-1

PAC: Comply with briefed procedures for search

programming, engage the coupler within the shaded area of

and rescue. Monitor flight performance and fuel

Figure 18-1. The recommended start position is about 150

usage.

Comply with requests from on-scene

feet and 40 to 80 knots groundspeed.

commander, as able. Call for appropriate checklists.

CP: Maintain lookout. Back up PAC on flight

performance and fuel usage. Assist PAC with

WARNING

navigation and communication during the search and

rescue phase.

Comply with all checklist

requirements.

The pilot at controls shall call all uncoupled

AC: Assist pilots, as required. Maintain lookout.

descents below

500-foot AGL during

Ready aircraft for rescue according to paragraph

night/IFR conditions. Both pilots shall then

18.12.

monitor flight instruments until level at the

new altitude.

18.9 EMERGENCIES

18.10.1.1 Automatic Approach

PAC: Perform NATOPS immediate action

items.

Call for CP to back up procedure

Note

completion with NATOPS Pilot's Pocket

Checklist.

Ensure that aircrew is aware of

The helicopter will require about 75 +/- 20

emergency and that crew completes all necessary

seconds to achieve a hover commencing

procedures.

from 150 feet and 60 knots groundspeed.

CP:

Back up PAC in the diagnosis of the

The accelerometer nulls cannot be checked adequately

malfunction and in the performance of immediate

aboard ship because of the accelerations generated by ship

action items. Read applicable portions of NATOPS

movement. When setting nulls aboard ship, center DRIFT

Pilot's Pocket Checklist in order to ensure

and SPEED knobs as approximate settings during first

completion of all required actions. Switch IFF to

hover. Speed and drift settings can be effectively nulled

emergency position and make mayday as required.

during a cyclic coupled hover. With the meter selector

Lower landing gear handle in the event of an

switch in coupler, monitor A mode to center both bars with

overland ditching scenario.

the speed and drift pots, while the copilot monitors

helicopter hover stability.

HAC: Ensure that both pilots are aware of who has

positive control of the aircraft following the com-

The helicopter should be headed into the wind at the

pletion of all immediate action items. Ensure that all

proper gate altitude and groundspeed before engaging the

NATOPS Pilot's Pocket Checklist items are properly

coupler. Upon engagement of the coupler, the helicopter

complied with. Ensure that crew is aware of specific

will assume a slightly nose-high attitude. Should either the

responsibilities/required

actions

during

the

existing groundspeed or altitude at gate be other than that

emergency scenario.

previously prescribed but within the limitations delineated

in the approach profile limitations, the coupler will

AC: Comply with all required NATOPS

commence correction to establish the helicopter in the

immediate action items. Assist pilots as required.

proper approach envelope. These corrections normally will

Ensure security of all passengers/cargo. Report

be completed at about 80 feet. A slight delay in descent may

condition of aft station to HAC. Advise pilots to

be experienced at that altitude because of this correction.

check landing gear in the event of an overland

Normally, the helicopter will pass through 80 feet at 30

ditching scenario.

knots ground speed and thereafter follow the programmed

pattern. The tolerances in altitude and attitude that

18.10 APPROACH TO A HOVER

determine if a waveoff is justified during an automatic

approach are a 10-foot undershoot, 4 degrees right roll, 6

18.10.1 GENERAL. Operation of the Doppler system

degrees left roll, and 5 degrees nosedown or 10 degrees

is dependent upon the radar return from the reflecting

noseup.

surfaces beneath the helicopter. When operating over a

smooth sea state, the radar return may not be enough for

18.10.1.2 AUTOMATIC APPROACH

an automatic approach, and an alternate approach must

be made. The automatic approach to a hover can be

1. The automatic approach is a means of transitioning the

done at various combinations of speed and altitude.

helicopter from flight at 150 ft AGL and 40-80 kts ground

To obtain proper

speed to a hover using the coupler/doppler system:

18-5

ORIGINAL

NAVAIR 01-230HLH-1

a. Complete the automatic approach checklist.

Note

b. Establish the aircraft at the “gate” position (150 ft

If the No.

1 generator fails while hovering

AGL, 40-80 kts ground speed, and D-mode vertical

with coupler engaged, transient down signal

bar centered/150 ft AGL, 60 KIAS, and best estimate

may be introduced into the coupler causing a

of windline).

momentary loss of 10 to 12 feet of altitude. If

this condition occurs, do not shut off ASE as

c. When the helicopter is wings level and headed

the No. 2 generator will take over the load and

inbound to the survivor, the copilot reports, “Standby

return the helicopter to the original altitude.

for coupler,” engages coupler, and then reports,

The transient signal will disappear about

“Coupler engaged.” The PAC monitors the controls

seconds after the No. 2 generator takes over.

(feet off the pedals), without inhibiting coupler inputs

to the cyclic and collective channels as the coupler

18.10.1.3 Automatic Approach Checklist

system decreases collective, raises the nose, and rolls

the aircraft to fly a programmed approach to a hover

Collective friction - FREE.

d. As the helicopter passes through approx. 60 ft

BAR ALT - ENGAGED.

AGL and 20 kts ground speed, the coupler raises the

collective (to increase power) and coordinates nose

Doppler selector knob - SEA.

and wing positions to continue decelerating on

glidepath to the selected hover height with no lateral

Cyclic coupler switch - DOPPLER.

drift.

ALTITUDE coupler switch - RDR ALT/VA.

e. The tolerances in attitude/altitude which determine

if a wave-off is justified during an automatic

SPEED and DRIFT knobs - SET.

approach are 10 feet of undershoot, 4 degrees right

roll, 6 degrees left, 5 degrees nose down pitch, or 10

Altitude knob -40 FEET.

degrees nose-up. The non-flying pilot should monitor

A-mode for ASE pitch and roll saturation.

CG TRIM

- SET

(PITCH BAR CENTERED

LOWER HALF OF CIRCLE).

f. As the helicopter flies the approach to a hover,

direct the pilot not flying the aircraft to use the drift

Radar altimeter limit - 30 FEET.

pot to correct for lateral drift as registered on the D-

mode indicator.

10.

Vertical gyro indicators -SET AND

CROSSCHECKED.

g. As the helicopter arrives in a hover, the coupler

system increases power to stop the descent, rolls the

11.

Pilot hover indicator - D MODE.

wings, and positions the nose to obtain a hover.

Direct the PNAC to adjust the drift/ speed pots to

12.

Copilot hover indicator - A MODE.

correct for any lateral/fore-and-aft drift as noted on

the D-mode presentation.

13.

Speed selectors - CHECKED.

14.

Aft station report - RIGGED FOR RESCUE.

WARNING

15.

Establish condition

- 150 FEET RADAR ALTITUDE,

40 TO 80 KNOTS GROUNDSPEED.

16.

Altimeters

- MATCHED (READJUST CG WHEN

Do not recycle a failed generator in a

INTO THE WIND IF NECESSARY).

hover at night. Depart the hover and

recycle the generator at a safe altitude to

lessen adverse coupler inputs and preclude

the chance of pilot disorientation.

18-6

ORIGINAL

NAVAIR 01-230HLH-1

Figure 18-1. Approach Profile for Automatic Approach to a Hover

Note

18.10.1.4 Alternate Approach

The CG TRIM is set initially (step 8) without

Note

regard to helicopter attitude, groundspeed, or

position relative to the wind. With the hover

Several trim adjustments may be required to

indicator in A mode, move the CG TRIM knob

compensate for the normal stick gradient.

on the ASE control panel in either direction as

Collective to cyclic coupling is apparent at

necessary until the horizontal bar on the hover

low speeds. If the nose of the helicopter is

indicator is approximately centered to lower half

allowed to drop below 5 degrees nose-high

of circle, beeping the cyclic as necessary to

attitude, the collective to cyclic coupling

maintain a constant groundspeed. When

will tend to flatten the attitude, resulting in

established at 150 feet radar altitude and 60 knots

helicopter acceleration. This condition

groundspeed into the wind, readjust the cg as

should be carefully observed during

necessary to approximately center the horizontal

daylight conditions for familiarization

bar on the hover indicator (A mode). Beep the

before night flying.

cyclic as necessary to maintain the

60 knots

ground-speed. Once in a stable Doppler hover,

If flown properly, the approach profile should be similar

consideration should be given to centering the cg

to an automatic approach. The exceptions are a high rate of

to allow maximum ASE range of authority.

descent (500 to 600 fpm) and the loss of about 70 feet of

altitude during the first

10 seconds of the approach.

Alternate approach procedures are necessary if the water

18-7

ORIGINAL

NAVAIR 01-230HLH-1

surface is too smooth for reliable Doppler operation.

copilot airspeed reads high (left drift), beep right. At 10

Indications of insufficient Doppler signal return are the

knots indicated on D mode indicator, check Doppler to

intermittent or sustained memory operation and

ensure out of memory and check the pilot hover indicator to

unreasonable Doppler velocity indications.

ensure that the drift bar is not hardover, then place the CYC

CPLR switch to DOPP. It is important to satisfy the

It is recommended that pilots take advantage of VFR

conditions mentioned previously: pilot hover indicator (D

during poor Doppler conditions to practice alternate

mode) shows no off flag

(out of memory) and hover

approaches. The procedures differ in that the pilot must

indicator (D mode) indicates drift/groundspeed less than 10

manually control the attitude of the helicopter using beeper

knots. If these conditions are not met, uncomfortable

trim to achieve a hover. The automatic altitude and power

attitude changes may occur when the cyclic coupler is

control will be available. In order to preclude conflicting

engaged.

inputs, the CYC CPLR switch is left at OFF until such time

as Doppler return may be obtained from the rotor

Altitude and power are controlled automatically by the

downwash disturbance. During periods that alternate

coupler collective channel.

In these helicopters, the

approach procedures will be required, normal airspeed

Doppler vertical velocity is not used for the approach

indications will be approximate groundspeeds and must be

portion of the maneuver. A substitute vertical velocity

used in lieu thereof.

signal is derived from the vertical accelerometer and is fed

to the coupler collective channel. This is done by selecting

The forward velocity (groundspeed) is controlled by

VERT ACCEL on the ASE control panel. Since the

pitch attitude. Upon initiation of the approach, power will

accelerometer signal is not affected by smooth water,

be reduced automatically by the collective coupler. After

successful alternate approaches can be expected in these

the collective moves down, utilizing beeper trim, beep the

helicopters, regardless of how poor the Doppler return

nose back to approximately a

5 to 10 degree noseup

might be. Just before reaching hover, the Doppler velocities

attitude. The pilot will control the nose attitude by beeping

will become reliable and are then fed to the coupler cyclic

in the required direction to maintain the desired attitude

channel by selecting DOPP with the CYC CPLR switch.

until a stable hover is achieved and CYC CPLR switch is

placed to DOPP. It is difficult to establish an airspeed

18.10.1.5 ALTERNATE APPROACH

versus trim direction for maintaining the 5 degree noseup

attitude. The pilot must simply beep in the required

1. The alternate approach is a maneuver that requires

direction to maintain hover attitude until the CYC

the pilot to manually position the cyclic to control drift

COUPLER switch is placed to DOPP. If the nose is

and rate of deceleration throughout the approach to the

allowed to drop below 5 degrees noseup at about 10 knots,

hover. Altitude and power are controlled automatically

the airspeed immediately increases and it becomes

by the coupler’s collective channel. This approach is

increasingly difficult to maintain the desired attitude. If the

normally used for all Night/IFR scenarios.

pilot and copilot airspeed indications differ, the helicopter

may be drifting and the indicated forward speed on both

a. Complete the alternate approach checklist.

indicators will be incorrect. During the approach, the

copilot hover indicator is in the A mode to monitor ASE. If

b. Establish the aircraft at the

“gate” position (150 ft

ASE saturates, the pilot should be prepared to abort. If the

AGL, 40-80 kts ground speed, and D-mode vertical bar

approach is aborted because of pitch channel saturation,

centered/150 ft AGL,

60 KIAS, and best estimate of

return to 150 feet and 60 KIAS. Note the position of the

windline).

pitch bar and adjust it

(cyclic and CG TRIM) one

additional division opposite to the direction of saturation.

c. When the helicopter is wings level and headed

inbound to the survivor, the PNAC reports, "Standby for

The pilot’s D mode is the primary instrument for

Coupler" engages coupler and reports "Coupler

determining lateral drift during approach. In the event of an

engaged". The PAC places feet on deck (clear of rudder

unreliable Doppler signal, the VGI

(roll attitude with

pedal microswitches) and then beeps the cyclic to

indices centered) and both airspeed indicators are used to

maintain approximately

10 degrees nose-up while

determine lateral drift. If the helicopter is headed directly

maintaining wings level. As the nose comes up, the

into the wind, the drift experienced during the approach

coupler cyclic channel will decrease power and the

will be slight. If the approach is started out of the wind,

helicopter will commence to descend and decelerate. If

the pilot must beep laterally to eliminate drift. In either

the D-mode presentation is reliable, beep the cyclic to

case, the pilot must beep the cyclic laterally to wings level

eliminate lateral drift

(1-3 degrees wing-down should

and maintain this attitude until the Doppler operates

suffice). Beep the cyclic to maintain the nose attitude

reliably. As the helicopter continues to slow and power

and wings level/vertical D-mode bar centered

increases to hover torque, beep the cyclic to assume the

throughout the approach.

hover attitude

(approximately 2 to

3 degrees noseup, 3

degrees left wing low) and keep airspeed matched. If the

d. Use the airspeed presentation to approximate ground

pilot airspeed reads high

(right drift), beep left. If the

speed when the doppler presentation is unreliable.

18-8

ORIGINAL

NAVAIR 01-230HLH-1

At approximately

60 ft AGL, the collective

off-flag). Use other available cues (rotor downwash,

coupler increases collective (power) to slow the rate of

drift, indicated airspeed) to determine doppler reliability

descent preparatory to obtaining a hover. As power

during the approach.

increases, the nose must be beeped down to maintain a

5-8 degrees nose-up attitude.

18.10.1.6 Alternate Approach Checklist

Continue making cyclic adjustments until hover

1. Collective friction - FREE.

indicator D-mode indicates drift and ground speed less

than 10 kts. Ensure:

2. BAR ALT - ENGAGED.

(1) No off-flags in hover indicator D-mode.

3. Doppler selector knob - LAND ALT.

(2) No ASE hardovers in hover indicator A-mode.

4. Cyclic coupler switch - OFF.

g. As these conditions are met, beep the nose and

5. ALTITUDE coupler switch - RDR ALT/VA.

wings to the hover attitude (approximately 2-3 degrees

nose-up and 3 degrees left wing down). When this

Note

attitude is set, call for the non-flying pilot to switch the

cyclic coupler switch to doppler by commanding “On

RAD ALT mode should not be used unless

doppler.”

a proper Doppler return is received.

h. Direct the non-flying pilot to adjust drift and speed

6 SPEED and DRIFT knobs - SET.

pots as necessary to obtain a steady hover (no lateral or

fore-and-aft drift).

Altitude knob - 40 FEET.

The correct response for a subsequent alternate

CG TRIM - SET (PITCH BAR CENTERED TO

approach is,

“Cyclic coupler

- Off, on VA

(or

LOWER HALF OF CIRCLE).

RAD/ALT), pots set, in SEA/LAND ALT”.

Radar altimeter limit - 30 FEET.

If the alternate approach is conducted because of

poor or unreliable doppler return, the doppler must be

10. VGIs - SET AND CROSSCHECKED.

in the

“LAND ALT” position as it will permit

acquisition of the doppler signal created by rotor

11. Pilot hover indicator - D MODE.

downwash as the aircraft approaches the hover. If the

doppler is in the “SEA” position, it will not reacquire a

12. Copilot hover indicator - A MODE.

signal if the aircraft’s ground speed is below 35 kts.

13. Speed selectors - CHECKED.

k. When conducting an alternate approach with good

doppler return, use groundspeed to establish gate

14. Aft station report - RIGGED FOR RESCUE.

airspeed. During the approach, beep cyclic to correct

for drift indicated on the hover indicator in D-mode. If

15. Es tablish condition

150 FEET RADAR AL-

poor/unreliable doppler conditions exist, use indicated

TITUDE, 40 to 80 KNOTS GROUNDSPEED.

airspeed to establish gate and maintain wings level

during the approach. Correct for drift after a reliable

16. Altimeters

- MATCHED (READJUST CG WHEN

doppler signal is acquired.

INTO THE WIND IF NECESSARY).

In certain conditions of low winds, glassy sea state,

18.10.1.7 MANUAL APPROACH TO A COUPLED

or a poorly adjusted doppler, the doppler may go into

HOVER (Day VFR)

sidelobe lock-on. While the doppler will appear to be

functioning normally (no memory light, no off-flag on

The manual approach provides the fastest means of

hover indicator), the D-mode bars may be centered (or

positioning the helicopter in a stable hover prior to

pegged) when in reality the aircraft is still in forward

coupler engagement. It is used for Day VFR rescue

flight. These indications may persist throughout the

scenarios.

approach.

a. Complete alternate approach checklist.

m. If a sidelobe lock-on is suspected, cycling the

doppler selector to STANDBY, then back to LAND

b. Determine surface wind speed and direction.

ALT may break the lock or at least provide definite

indications of bad doppler return (memory light on and

18-9

ORIGINAL

NAVAIR 01-230HLH-1

c. Maneuver the helicopter to a point into the wind,

Note

150 ft AGL, 65-70 KIAS, and 200-250 yards downwind

of the intended hover position.

If a memory light illuminates while the

Doppler is in SEA mode, the copilot should

d. Decrease power by 25% torque while raising the

switch to LAND/ALT mode since airspeed

nose to approximately 8-10 degrees nose-up attitude.

will probably be less than 35 knots.

Allow the ASE to hold heading.

18.10.3 Departure From a Coupled Hover. Upon

e. Coordinate power so as to descend through 80 ft

release of the coupler, the pilot should monitor the

AGL at approximately 30 kts ground speed.

collective stick to prevent overtorqueing until the original

cruise altitude of 150 feet is attained. As the helicopter

f. At

60-70 ft AGL, commence increasing power to

reaches 55 to 60 knots, the nose must be beeped back to the

slow the rate of descent. Use visual references and the

60-knot attitude and the climb continued to 150 feet. The

D-mode presentation to determine drift correction and

BAR ALT will maintain

150 feet during subsequent

ground speed. Keep the nose at 8-10 degrees nose-up

acceleration to cruise airspeed without the necessity to reset

attitude.

by use of the momentary BAR ALT release. Small errors in

altitude may be eliminated by use of the momentary BAR

g. On final, at 30 ft altitude, pilot commands, “Standby

ALT release during cruising flight.

to deploy swimmer”.

Note

h. Approaching the smoke marker/survivor, pilot

establishes a

10-ft/10 kts creep or a 15 ft hover and

Should the barometric reference be lost, the

commands, “Jump, Jump, Jump ”.

pilot should be prepared to manually fly the

helicopter to cruising altitude.

i. Pilot shall maintain altitude until the crewman

reports, “Swimmer away, clear to come up.” After the

18.10.3.1 COUPLED HOVER DEPARTURE

rescue swimmer exits the helicopter and the crewman

reports “Swimmer away, clear to come up”, establish a

1. This maneuver is used to transition from a coupled

40 ft hover.

hover to 150 ft AGL and a minimum of 60 KIAS.

j. After crewman reports “swimmer OK”, position the

a. When ready to depart a coupled hover, report, “On D-

helicopter back and left under crewman’s verbal

mode, breaking hover”.

direction. Engage coupler if desired, and pass verbal

control to the crewman.

b. Beep the nose down to the horizon allowing airspeed

to build while the coupler is still engaged. As the

18.10.2 Erroneous Doppler Indicators.

aircraft reaches approximately 10 kts groundspeed (use

D-mode for groundspeed indication), the PAC

This phenomena is best described as erroneous ground-

disengages the coupler and beeps the nose further down

speed and drift indications displayed on the D mode and

to 5-8 degrees below the hover attitude while monitoring

GSDA. It may or may not be a result of "sidelobe lock-on"

the collective to prevent an overtorque condition.

or just inadequate Doppler return, but does pose a problem

that affects mission capabilities.

c. Ensure three positive rates of climb (RAD ALT, BAR

ALT, and VSI).

The problem usually occurs during weather conditions

having a smooth sea state and little or no wind. Sometime

d. Allow the ASE to maintain heading throughout this

during a coupled approach, the D mode and GSDA will

maneuver.

prematurely indicate hover indications. The aircraft,

however, will still be in an approach; noseup, minor drift,

e. Beep the cyclic to maintain wings level throughout

and descending. If night/IFR, the pilot will only have the

the maneuver.

VGIs, radar altimeters, and the airspeed indicators for

approximate aircraft conditions. The approach may be

f. Climb out and accelerate to original cruise altitude.

continued and usually the Doppler will reacquire

(150 ft and 60 KIAS).

approaching a hover. The flood/hover lights or controllable

spotlight may be used for visual reference to attain a hover

g. Primary scan is the VGI while the RAD ALT and

attitude.

torque indicators are secondary. As the collective raises

(power comes in), collective to cyclic coupling will

lower the nose further.

18-10

ORIGINAL

NAVAIR 01-230HLH-1

h. The proper nose and wing attitude must be

g. The freestream is complete when the hoist is

maintained throughout this maneuver.

stowed and the aircraft is at 60 KIAS and 100-150 ft

AGL.

i. When releasing the coupler, monitor the collective

to ensure power increases until approaching 150 ft.

18.11 SAR LOST ICS PROCEDURES

j. As the BAR ALT controller reduces collective to

Note

level off the aircraft at 150 ft AGL; the cyclic must be

beeped forward to maintain airspeed.

· Lost communication procedures require

intense aircrew coordination. Procedures

k. Be aware that the only signal that is causing the

may be tailored by individual pilots and

helicopter to transition to 150 ft AGL is the BAR ALT

aircrew; however, strict adherence to

signal, which was set prior to commencing either the

briefed procedures is critical.

automatic or alternate approach. If this signal is lost,

there will be no “up” signal. Prepare to manually apply

· The swimmer should not be jumped in

collective to reach 150 ft on climb -out.

a lost-ICS scenario. They should be

deployed from a stable

40-foot hover

18.10.4 SAR FREESTREAM RECOVERY

down the rescue hoist.

1. This maneuver is used to safely respond to situations

· Wave-Off is always an option;

where the helicopter must be flown out of a night/IFR

however, consideration should be given to

coupled hover with a person on the rescue hoist.

the phase of the approach in order to

prevent the swimmer from being deployed

a. Situations that require a freestream:

from an unsafe altitude.

(1) Loss of RAD ALT.

· During the SAR portion of the brief,

lost comms should be discussed for the

(2) Loss of ASE.

four different phases of flight to include

Day (Before and After) and Night (Before

(3) Disorientation/unstable hover.

and After) swimmer deployment.

b. Pilot at the controls announces,

“Executing

Recommendations to aid in Lost Communication

freestream recovery”.

Set and maintain hover

scenarios are:

attitude on the VGI. Scan D-mode to control drift.

The AI is the primary scan instrument. The

Troubleshoot: Check switches, cords, ALT 1,2;

crewchief continues to raise the hoist.

UHF radio and ICS Emergency mode.

c. For ASE on freestreams, the pilot at the controls

Continue the approach and establish a 40 foot

disengages coupler, beeps cyclic to maintain hover

coupled hover. Use either hand signals or hover trim to

attitude on the AI, and allows collective to raise,

deploy the swimmer.

thereby increasing power 5% above hover power to

initiate a vertical rate of climb not to exceed 500 fpm.

Wave-off and trouble shoot at altitude before

making the decision to descend to a coupled hover lost

d. During the vertical climb, scan the VGI, RAD

comm. Conducting an aircrew coordination brief prior

ALT, D-mode, BDHI, and torque indicators to

to swimmer deployment is critical for the safety of the

maintain a constant heading vertical climb-out.

swimmer.

e. When the Aft Station reports, “Survivor/swimmer

If ICS is lost in the hover, or if hover was

clear of water”. maintain heading and adjust

established after ICS failure at altitude; establish a

collective to continue climbing to an altitude of 100-

stable coupled hover with cyclic coupler/ doppler

150 ft AGL. If forward airspeed becomes necessary

engaged and proceed as follows:

to maintain controlled flight, do not exceed 40 KIAS

with a survivor/swimmer on the hoist in the trail

a. PNAC engages hover trim and monitors SAR

position.

evolution. When swimmer/survivor are clear of

water, PNAC disengages hover trim.

f. When the Aft Station reports , “Swimmer/survivor

in the door”. beep the nose 5 degrees below the hover

b. If hover trim does not engage, or if unreliable,

attitude and transition to forward flight to attain 60

directional signals from the crewman will be used to

KIAS.

18-11

ORIGINAL

NAVAIR 01-230HLH-1

perform the rescue. Signals should be given inside

18.12.2 Safety Precautions. Helicopters are susceptible

the aircraft; the right seat pilot should take the

to storing up static electricity. Therefore, it is of the utmost

controls. The left seat pilot will observe the hand

importance that before the pickup is commenced the

signals of the crewman through the cabin and relay

crewman shall cause the rescue cable to contact the surface,

these signals to the right seat pilot by

thus discharging static electricity. It may be assumed that

pushing/pulling the right seat pilot’s shoulder. The

the surface in the immediate vicinity of the crash area shall

push/pull will be in the direction the crewman wants

be covered with aviation fuel. Therefore, caution must be

the pilot to fly. No pressure means hold position

taken to discharge static electricity in an area not

(steady).

contaminated with fuel/fumes. The pilot shall keep the

crash scene on his right side to enable the crewman to use

c. Do not depart a hover with lost communications

the hover-trim control capability.

until a crewman indicates that the Aft Station is

ready for forward flight.

18.12 SEARCHES AND RESCUE

WARNING

Note

· Heavy-duty gloves shall be worn during

· For SAR mission and equipment

all rescue hoist operations. Keeping the

information, refer to NWP

3-50.1, Search

swimmer on the hoist cable during a SAR

and Rescue.

mission is extremely hazardous and is not

recommended.

· Wet suit shall be worn by rescue air

crewmen if water temperature is 60

⁰F or

· Deploying the rescue swimmer among

below and OAT is 32 ⁰F (wind chill factor

pieces of floating composite material

corrected) or below. Wet suit top shall be

wreckage may result in injury to the

worn by rescue aircrewmen on all

swimmer. Deploy the swimmer only as

overwater rescues.

necessary to effect the rescue of personnel.

· Where SAR/plane guard is briefed as a

Note

primary mission or when it becomes pri-

mary mission, the rescue aircrewmen shall

Naval aircraft with composite components

be prepared for immediate water entry.

include the AV-8B, F/A-18, A-6, H-53, H-

60, F-14, S-3, H-46, and V-22.

When an emergency or emergencies occur, the lives and

safety of personnel are often jeopardized unless immediate

18.12.3 Procedures. When ordered to "rig for rescue",

assistance is available. In the event the designated SAR

report, "Unstrapping to rig for rescue". Before opening the

helicopter is unavailable and/or additional assistance is

cargo door, plug into the hoist station ICS and put on the

required, a helicopter equipped with a rescue hoist or

crewman safety belt and heavy-duty glove.

having the capability of emergency water landing may be

directed to perform SAR duties.

1. Open cabin door; maintaining physical control of

the hoist hook, lower the hoist hook into the helicopter

18.12.1 Lookout Doctrine. Good lookout doctrine is

and affix the rescue sling to the hook. When ready,

mandatory for successful search and rescue operations.

report to the pilot, "After station rigged for rescue”.

Because the pilots must involve themselves with the actual

operation of the helicopter, especially at night when actual

instrument flight is required, the efficiency of pilot lookout

doctrine is degraded and the importance of the aircrewman

as lookout becomes paramount. The crewmen should be

assigned specific lookout stations, one at the aft station and

the other at the personnel door or aft port window. Both

crewmen shall use crewman safety belts because an

Opening of the sliding cabin door in excess

inadvertent opening of the personnel door is an ever-

of 90 knots may result in loss of the escape

present possibility. Crewmen must be specifically briefed

window. Once the door is open, observe

as to the nature of the objects for which the search is being

normal airspeed limitations.

conducted.

18-12

ORIGINAL

NAVAIR 01-230HLH-1

Note

WARNING

Rescue hook may be lowered from the

stowed position with the helicopter

traveling in excess of 60 knots as long as

physical control is maintained with the

Practice live hoisting shall be done over the

hoist hook.

water or at no more than 10 feet above a hard

surface, unless safety belay line procedures

When the survivor/signaling device is in sight,

listed in NWP

3-50.1 are utilized. Practice

report to the pilot, "I have the man/signaling device in

live hoists shall not be done using rescue

sight".

hoist manual override valve.

Make manual or hover trim approach.

Note

When the survivor is clear of the water, report,

Rescue swimmer may enter the water during

"Survivor is clear, pilot you have Control".

daylight/VFR simulated rescue operations at

sea with a secondary rescue vehicle

18.12.4 Assisting Survivor. Conditions at the scene of

specifically assigned to the area of

the rescue (i.e., water temperature, sea state, condition of

operations. Consideration must be given to

the survivor, proximity of other units, etc.) will dictate

sea state, water/air temperature, predatory

procedures to be followed and the final decision shall rest

marine life, and other environmental factors.

with the pilot in command.

If the decision is made to perform a water landing,

Where immediate assistance must be provided to the

consideration should be given to having the crewman in the

survivor, the most expeditious procedure may require a

personnel door utilizing a crewman safety belt. The

water landing. If the decision is made to have the crewman

crewman opens the personnel door and utilizes it as a

jump into the water, the following procedures should be

support for recovering the survivor. The crewman will need

used.

the use of the ICS and/or hand signals to effect a rescue

from the personnel door safely. The left seat pilot should

have the controls so that the right pilot can relay hand

signals as needed.

WARNING

18.12.6 Day VFR

1. Pilot in command commands, "Rig for rescue".

The effects of hydrostatic squeeze

(pressure exerted on the body when

2. Copilot completes alternate approach checklist and

submerged in water) allows blood to pool

pilot begins approach into windline to survivor.

in the lower extremities intensifying the

effects of shock and possibly resulting in

3. Rescue swimmer sits in cargo door, crewman safety

death when vertical hoisting

(D-ring,

harness on, while first crewman grasps back of swimmer

rescue strop) is used. The effects and

harness.

potential for death are increased in

hypothermic survivors.

Every effort

4. Crewman reports, "After station rigged for rescue".

should be made to recover the hypothermic

survivor in a horizontal position via the

5. When established on final approach course to the

rescue litter.

survivor at 30 feet, pilot commands, "Stand by to deploy

swimmer".

18.12.5 Manual Approach Procedures. When the

survivor/spot is in sight, report to the pilot, "I have the

survivor/spot in sight." The pilot may continue his

approach without assistance from the crewman until he

WARNING

loses sight of the survivor/spot, at which time pilot will

give crewman verbal control to direct helicopter over

The crewman shall maintain a hold on the

survivor by use of the standard terms listed in paragraph

rescue swimmer harness with one hand as

18.12.7. These directions must be given in a calm, clear

the other hand is used to tap on the swim-

voice, keeping the pilot informed of the situation at all

mer's chest. This is to avoid inadvertent

times. Combinations of terms may be used when making

rescue swimmer deployment.

diagonal approaches, (i.e., forward and right).

18-13

ORIGINAL

NAVAIR 01-230HLH-1

Crewman taps the rescue swimmer on the chest to

Note

signal swimmer that the crewman safety harness will

be removed. Swimmer removes the crewman safety

Do not lose sight of swimmer and survivor.

harness.

13. Attach the desired rescue device to double rescue

7. Crewman reports, "Swimmer ready”.

hook and lower rescue hoist down

(discharge static

electricity).

8. Pilot establishes a l0-foot/l0-knot creep or a 15-foot

hover and commands, "Jump, jump, jump".

14. "Stop left, stop back, steady”.

Note

Keep pilot informed of swimmer progress,

WARNING

cable position, debris, etc.

15. When pilot or hoist operator observes ready for

· It is extremely difficult to accurately

pickup, he reports, "I have a pickup signal".

judge height above the water; the crewman

therefore shall not give the signal to the

16.

Hoist operator directs aircraft, "Forward and right".

swimmer to jump into the water until the

pilot commands, "Jump, jump , jump" over

17.

"Stop forward, stop right, steady".

the ICS. Pilot shall maintain altitude until

the crewman reports, "Swimmer away,

18.

"Swimmer approaching rescue hook".

Clear to come up”!

19.

"Survivor hooked up/swimmer hooked up".

· A weak or fatigued survivor or survivor

without flotation gear may have difficulty

Note

breathing or remaining afloat in rotor

wash.

If second survivor is not in the immediate

vicinity, hoist swimmer and fly or air taxi to

· When a parachute is in the rescue area,

the next pickup point. Swimmer will be

hoisted with last survivor in case of

it shall be approached to keep the para-

multiple rescue situations.

chute outside the rotor wash area. Inflating

the parachute can cause damage to or loss

of aircraft should it blow into the rotor

20.

"Clear of water".

system. Sinking the parachute could result

in the entangled survivor being towed

21.

"Survivor and swimmer halfway up”.

under.

22.

"Approaching aircraft".

On the third jump, crewman simultaneously checks

area clear of debris ; taps the rescue swimmer three times

23.

"Survivor and swimmer aboard".

on the shoulder, releases handhold on rescue harness,

and the rescue swimmer jumps.

24.

"After station secured, ready for forward flight".

25.

Report survivor injuries to pilot and treat for

10.

Pilot shall maintain altitude until the crewman

reports,

“Swimmer away, clear to come up”. After the

shock, bleeding, etc.

rescue swimmer exits the helicopter and the crewman

reports “Swimmer away, clear to come up”. establish a

18.12.7 Standard Terms. The following is a list of

40 ft hover.

standard terms and their meanings. Terms are in relation to

the helicopter axis.

11.

After water entry swimmer signals, "I am all

right".

1. Forward

Direction of movement

-Straight ahead.

12.

Crewman observes "I am all right" signal from the

rescue swimmer and reports, "Swimmer O.K." The

2. Back

Direction of movement

-Straight back.

crewman then directs left and back until rotor wash does

not interfere with the swimmer and survivor.

18-14

ORIGINAL

NAVAIR 01-230HLH-1

3. Right

Direction of movement

18.12.8.1.1 Day

-Slip to the right,

maintain present heading.

Signal

Meaning

4.Left

Direction of movement

1. Raised arm.

I am all right.

- Slip to the left,

maintain present heading.

2. Raised arm,

Move in for

thumb up.

pickup.

5.Up

Direction of movement

- Gain altitude,

3. Vigorous waving

In trouble,

maintain relative position.

of one arm.

need assistance.

6. Down

Direction of movement

4. Clenched fists,

Deploy raft.

Lose altitude,

arms crossed overhead.

maintain relative position.

5. Hand held to ear.

Deploy radio.

7. Steady

Hold present position.

6. Clenched fist, arm

Deploy pneumatic

8. Easy

An indication of rate

pumping motion.

webbing cutter.

of movement - Precedes

the basic command.

7. One arm raised with

Deploy

open palm, fingers extended

rescue litter.

9. Stop

Self-explanatory

other arm raised over swimmer's

-precedes direction of movement.

head and touching first arm at elbow.

Note

8. Both arms raised,

Deploy

palms open, fingers extended

rescue net.

The following terms are used during con-

extended at a 45° angle

fined area, slope, and unprepared terrain

to side of swimmer's head.

landings

AFTER SWIMMER AND SURVIVOR ATTACHED TO

10. Main and tail, clear right:

Rotary wing

HOIST

and rudder tip paths and

A/C, clear on the

9. Arm raised, thumb up.

Ready to be

right side from the

hoisted.

12- to 6-o'clock

position of all

10. Arm raised,

Stop hoisting.

terrain/obstacles.

clenched fist.

11. Main and tail, clear left:

Rotary wing and

11. Arm raised,

Lower cable.

rudder tip paths and

thumb down.

A/C. Clear on the left

side from the 12- to 6-

12. Clenched fist

Failed hoist.

o'clock position of all

over clenched fist,

terrain/obstacles.

thumbs down.

12. Clear to land :

Area below the A/C, rotary

18.12.8.1.2 Night/Low Visibility

wing, and rudder tip paths are

clear of all terrain/obstacles.

SIGNAL

MEANING

1. Swimmer's lighting device

I am all right.

18.12.8 Swimmer Rescue Hand Signals

on, arm raised

18.12.8.1 Rescue Crewman Hand Signals

2. Wave signal device.

Ready for pickup.

3. Blue strobe on .

In trouble, need assistance.

18-15

ORIGINAL

NAVAIR 01-230HLH-1

4. Normal day hand signals are utilized after the

swimmer and survivor are attached to the hoist.

WARNING

18.12.8.1.3 Loss of ICS

Note

Do not ignite flare if fuel is present.

Recommended hand signals are used for

18.12.9 Inform Pilot.

Always try to keep the pilot

relaying interior or exterior signals. The

informed of the pickup position and of any possible danger

right arm is used for exterior signals, left

to the helicopter, using the above terminology and any other

arm for interior. A chemlight is used at

words that are concise and clearly understandable.

night. The HAC shall brief which hand

signals are to be used based on the model

aircraft and/or personal preference.

WARNING

SIGNAL

MEANING

Arm extended, bent

Forward

upward 90 degrees at elbow,

All occupants of the aft station shall be

palm forward, fingers extended,

strapped in a troop seat unless assigned du-

held steady

ties that require freedom of movement.

When not strapped in a troop seat, the

Arm extended, bent

Back

crewman shall utilize the crewman safety

downward 90 degrees at elbow,

belt.

The crewman safety belt must be

palm backward, fingers extended,

thoroughly checked for security of

held steady

attachment to the airframe.

Exterior - Right arm extended

Right

18.12.10 Use of Hot Mike. If hot mike is used, be sure to

straight out, palm forward,

turn the hot mike switch off after the pickup is aboard.

fingers extended, held steady

18.12.11 Jammed Rescue Hoist. For emergency

Interior - Left arm extended

procedures, refer to RESCUE HOIST MALFUNCTION,

bent upward 90 degrees at elbow,

paragraph 12.27.

palm forward, fingers extended,

waving from side to side

18.12.12 Guillotine. The rescue hoist is equipped with a

cartridge-actuated guillotine for emergency use. Cartridge

Exterior - Right arm

Left

information and safety procedures are prescribed in

extended, bent upward 90

NAVAIR OP-2606, the governing directive for such

degrees at elbow, palm forward,

devices.

fingers extended, waving

from side to side

18.12.13 Rescue Situation. The following is a rescue

situation with the reports and action required to make the

Interior - Left arm extended straight

pickup, with or without the use of the hover trim control.

out, palm forward, fingers extended,

held steady

THE SITUATION

THE REPORT

Arm extended, bent upward 90

Steady

Shift Control

“Roger I have control”.

degrees at elbow, clenched fist

Helicopter is to the left

“Easy…Forward”.

and aft of the pickup

Hoist is halfway down

“Hoist is halfway down”.

Hoist is on deck

“Hoist is on deck”.

18-16

ORIGINAL

NAVAIR 01-230HLH-1

Hoist is even but to the

“Easy…Right”.

Copilot: Complete alternate approach checklist.

left of the pickup

“Stop…Right”.

“Steady”.

Pilot:

Hoist is in a good position

“Steady..Steady.

1. Descend to no lower than 150 feet on the RADALT.

Steady”.

Search patterns should be flown at

60 knots

groundspeed and desired ground tracks. Depending on

Survivor is in the sling

“Survivor is in

the search pattern, the first leg should be oriented into

the hoist”.

the wind. Timing must be adjusted on downwind legs

to ensure that aircraft does not drop below 60 KIAS.

Plane is ahead of the pickup

“Easy back…Stop

Altitude may be modified as ceiling and visibility

back, Steady”.

dictate.

Hoist is coming up

“Hoist is coming up”.

2. Commands, "Rig for rescue”.

Swimmer/survivor is clear

“Swimmer/survivor

Crewmen:

is clear”.

1. Comply with briefed lookout doctrine.

Shift control

“Pilot you have control”.

2. Crewmen at cargo door

- Rig after station for

Swimmer/survivor is

"Swimmer/survivor is

rescue and standby with smoke marker(s) or matrix

halfway up

halfway up”.

light(s) to mark survivor immediately upon sighting.

Crew report, “After station rigged for rescue”.

Swimmer/survivor is

“Swimmer/survivor is

safely aboard

safely aboard”.

3. Flood, hover, and controllable spotlights, as desired.

After station secured

“Ready for forward

Note

flight”.

Maximum time for hover/floodlights is 15

18.12.14

Night/IFR

Search and Rescue

minutes. Allow 10 minutes cooling cycle

Procedures. The night/IFR rescue pattern described

after 15 minutes use.

below permits the helicopter crew to effect a rescue in

minimal time and, in addition, provides proper margins for

Commence search in accordance with available reports on

flight safety. So as not to preclude sound judgment on the

location, number, and condition of survivors.

It is

part of the pilot in command and to compensate for varying

recommended that the orientation of the search pattern to the

degrees of adverse weather, the altitude and airspeed

windline be carefully considered before beginning the search

shown for the search phase, as well as entry into the rescue

phase. This will reduce the possibility of irregularities in the

pattern

(150 feet,

60 knots), should be considered a

pattern caused by drift encountered in strong winds. It should

recommended optimum, rather than mandatory.

be noted, however, that pattern entry and in relation to the

wind in the windline rescue procedure is not critical.

Note

18.12.14.2 Night/IFR Rescue Procedure.

Upon

One hundred and fifty feet provides a safe

positive sighting and passing over the survivor

(on-top

altitude from which objects on the surface

position), the following procedures should be followed.

of the sea can still be seen using helicopter

flood/hover lights. Sixty knots indicated

Note

airspeed is within the single-engine

capability of this helicopter yet slow enough

Marking the survivor position in the water

to permit an efficient search.

quickly and accurately is an extremely critical

phase in this or any rescue pattern conducted

Upon notification that a night/IFR search and res-

under night IFR conditions, and crew

cue mission must be performed, the following will be

coordination is of paramount importance. Since

accomplished.

the use of this particular procedure will be

performed under conditions of limited visibility,

18.12.14.1 Night/IFR Search Procedure

it is likely that the helicopter will be very close,

if not directly over the survivor when he is

Pilot: Assume control of helicopter and report on

sighted. The first person to see the survivor,

instruments.

either pilots or crewmen, should immediately

call, “On top, smokes away”.

18-17

ORIGINAL

NAVAIR 01-230HLH-1

Crewman at cargo door releases smoke marker(s)

pilot as to whether more or less turn is required, and

or matrix light(s) to mark the survivor’s position in the

indicates the survivor to marker orientation. The

water.

warning command "Stand by to roll out" shall be given

by the copilot before intercepting the windline. When

orientation and lineup are achieved, the copilot calls to

the pilot, "Roll out".

WARNING

When the helicopter is wings level and headed

inbound to the survivor, the copilot reports, "Stand by

for coupler," engages coupler, and simultaneously

· Anytime there is a chance of igniting

reports, "Coupler engaged." The pilot flies an alternate

aviation fuel that may be in the immediate

approach following the copilot directions. Crewman

area, smoke markers shall not be used to mark

reports, "Survivor in sight," and keeps survivor in sight

survivor position.

awaiting hover trim engagement. Hover altitude should

be attained at a point no less than 100 yards downwind

· Rescue swimmers shall not enter the water

of the survivor to preclude the possibility of

during night/lFR simulated rescue operations

overshooting

(Figure

18-4). Pilot establishes a creep

in an open ocean environment.

(approximately 10 knots groundspeed) following copilot

directions until copilot commands, "Establish steady

Pilot simultaneously turns downwind in the di-

hover." This point is approximately 50 yards downwind

rection requiring the least amount of turn to enter the

of the survivor. Pilot establishes a steady hover and

windline rescue procedure pattern. See example

commands, "On Doppler," the pilot ensures that a steady

diagrams. At the same time, in the on-top position, the

hover is being maintained and adjusts pilot pots to

copilot marks position on the TACNAV (if navigator

ensure the same. The pilot then commands "Engage

equipped, turn to RUN position). The elapsed time

hover trim" and the first crewman responds "I have a

clock is actuated either when the helicopter is

light". Pilot passes control to the first crewman by

established

45º to the downwind line or abeam the

stating "You have control". The first crewman responds,

survivor heading downwind, depending on the entry

"I have control," then adjusts their BIAS control knobs

angle.

as required and flies the helicopter to a position over the

survivor using standard recovery phraseology and

Note

procedures.

A combination of wind velocity and time

Hoist operator positions helicopter over survivor

downwind totaling 25 usually suffices (i.e.,

and reports, "Permission to lower swimmer".

wind velocity 10 knots, time downwind 15

seconds, and wind velocity

25 knots or

Pilot establishes desired altitude and commands,

greater, maintain a standard rate turn until

"Lower swimmer".

headed into the wind).

Hoist operator taps the rescue swimmer on the chest

Rescue swimmer with a crewmember safety belt on puts

to signal to the swimmer that the safety belt should be

on the rescue strop, attaches it to the hoist hook, and

removed. Rescue swimmer removes the safety belt. The

assumes a sitting position in the doorway.

hoist operator then takes slack out of the cable and

performs final checks of the swimmer equipment and

Note

lights.

The rescue swimmer and the rescue hook

Hoist operator lowers swimmer and reports,

both shall be illuminated by a chemical

"Swimmer on the way down".

light before lowering.

Hoist operator observes swimmer clear of rescue

Crewman reports, “Swimmer ready.”

sling and swimmer lighting device "On," and reports,

"Swimmer OK".

After the proper time has elapsed, the pilot com-

mences a turn inbound to the survivor. Depending on

10. Hoist operator, using hover trim, positions the

the direction of turn, the copilot or crewman keeps sight

helicopter so the rotor wash does not interfere with

of the lights marking the survivor, establishes

swimmer and survivor.

orientation of the survivor to the lights, informs the

18-18

ORIGINAL

NAVAIR 01-230HLH-1

18. "Pilot, you have control" - "Roger, I have control".

Copilot cycles cyclic coupler switch off, then back to

WARNING

Doppler.

19. "Man halfway up”.

In the event of loss of visual contact

with swimmer and/or survivor, the

20. "Approaching aircraft".

helicopter aircraft commander shall

cycle the flood/hover lights. The

21. "Survivor and swimmer aboard".

swimmer and/or survivor

shall

illuminate the strobe light or ignite the

22. "Afterstation secure. Ready for forward flight".

Mk 13/Mk 124 Mode 0 flare to aid in

reestablishing visual contact.

23. Report survivor injuries to pilot and treat for

shock/bleeding, etc.

Note

· Keep pilot informed of swimmer

progress, cable position, debris, etc.

WARNING

· Rescue swimmer shall not enter the

water during night/IFR simulated rescue

operations

an open ocean

The rescue hoist shall not be operated

environment.

with the Chicago grip installed.

11. Swimmer raises one arm overhead when ready

for pickup for day and waves signal device at night.

18.13 CARGO SLING OPERATIONS

External load operations require either a crewman

aboard, and in verbal control of the aircraft, or a plane

director on the deck to direct the helicopter over the load.

WARNING

The crewman/plane director shall be in a position to

maintain a clear view of the load and operating zone

during the entire pick up/drop off evolution. Figure 18-5

Do not ignite Mk 13 flare when fuel is

shows a recommended position for the plane director on

present in the water; use chemlight.

deck. Forward flight will be conducted at an airspeed

commensurate with the aerodynamic stability of the load

12. Crewman operates hover trim forward and right.

and effort on flight characteristics.

Flying over

personnel, buildings, or equipment will be avoided when

13. "Stop forward, stop right. Steady".

practical. Lighting for night cargo operations is shown in

Figure 18-6.

14. Swimmer approaching hoist.

15. Swimmer attaches survivor by D-ring or places

survivor in rescue device.

Note

Particular care must be taken during cargo

pickup because of the increased rotor

If second rescue is not in the immediate

downwash and its effect on loose equipment

vicinity, hoist swimmer and fly or air

and debris near the helicopter. It is

taxi to the next pickup point. Swimmer

recommended that ground personnel wear

will be hoisted with the last rescue in

approved-typed goggles to protect the eyes

case of multiple rescue situations.

and ear protective devices.

16. Survivor hooked up/swimmer hooked up.

18.13.1 Cargo Pickup. Check windline, aircraft weight,

and power required curves. If necessary, a decrease in load

17. "Clear of the water".

or aircraft weight may be required for safe takeoff because

of power requirements. Approaches should be made to

18-21

ORIGINAL

NAVAIR 01-230HLH-1

arrive in an air taxi condition short of the pickup point

and into the windline. The heights and movement to

the pickup point will be accomplished by visual

reference to the load and plane director. On entering

the windline, the feet may be held lightly on the rotary

rudder pedals when ASE is engaged. The pilot can best

control the approach until the pickup point can no

longer be observed. When the pickup can no longer be

observed, the plane director will use proper hand

signals to relay the helicopter position, relative to the

pickup point, and direct the pilot to a position to

accomplish the hookup. As soon as the load is securely

attached to the cargo hook, all personnel on the ground

will clear the area directly beneath the helicopter and

the director will notify the pilot that the load is ready to

lift. Lift the aircraft vertically until the weight of the

load is felt, then lift the load vertically until the cargo is

clear of the deck and the aircraft is in a stable hover.

Check engine (N_G) percentage, T₅, torque, and rotor

(Nr) rpm. If N_F/N_R are drooping, do not attempt

forward flight. Hover altitude should be approximately

20 to 40 feet depending on load size and shape.

The director will then give the takeoff signal to

indicate to the pilot that the load is clear of the deck and

properly suspended. To transition from a hover to

forward flight, smoothly apply forward cyclic and up

collective and allow the aircraft to fly out of the hover.

Do not use excessive nosedown attitude because of

cargo suspension beneath the helicopter.

18.13.2 Cargo Delivery. The approach to the drop

point should be slightly high to prevent dragging the

load on the ground. The helicopter is hovered when the

cargo is approximately 6 to 8 feet above the ground. A

vertical descent is then made until the load is resting on

the surface; at which time, it is released electrically,

automatically, or in case of emergency, by use of the

mechanical release.

18.13.3 Pilot Procedure for External Cargo

Sling Operation. The following pilot procedures are

for flights involving cargo lifts.

18.13.3.1 Attaching Cargo

1. Release cargo hook from stowed position.

2. CARGO SLING MASTER switch - SLING.

3. Groundcrew attach load to hook or fly hook

through ring attached to load.

Figure 18-6. Cargo Sling Lighting Pattern

4. Fly the mission with the cargo sling master

switch in the SAFE or SLING position until

approaching intended release point.

18-22

ORIGINAL

NAVAIR 01-230HLH-1

18.13.3.5 ICS Voice Signals

TERM

MEANING

WARNING

External cargo operations

Right, left,

Move helicopter in

·External loads may have aerodynamic

forward, back

this direction.

characteristics that cause oscillations to

the extent that the load may oscillate

Easy down

Cargo hook too

into rotor blades and/or fuselage.

high for hookup crew.

·Should excessive load oscillations

Hooked up

Sling pendant

develop, an immediate reduction in

attached.

airspeed is mandatory to prevent loss of

control or imposing excessive loading

Easy up

Long pendant,

of the helicopter. ASE is capable of

keep coming up.

damping most oscillations. Applying

excessive manual control inputs when

Weight coming on

Tension coming

attempting to stabilize oscillations may

on aircraft.

increase their severity.

Load clear

Cargo clear of the

18.13.3.2 Automatic Release of Load

deck and obstructions.

CARGO SLING MASTER switch - AUTO

Down, down, down

Descend quickly (for

(prior to touchdown).

target/weapon recovery).

Descend slowly with no forward speed or drift.

Cleared for

Self -explanatory.

Cargo will release upon ground contact.

forward flight

At delivery point

Spot in sight

Delivery visualized.

When carrying loads of less than 200

Right, left,

Near delivery point,

pounds, the CARGO SLING MASTER

forward, back

move easy in

switch should never be in AUTO

this direction.

position. The cargo sling hook would

open immediately if a gust of air

Easy down

Self-explanatory.

momentarily lightens the load.

Load on deck

Cargo on deck.

18.13.3.3 Normal Release of Load

Release hook

Release pendant.

1. CARGO SLING MASTER switch - SLING.

No release, hold

Cargo not released,

2. CARGO hook release button - Depress (to release

try manual release.

load).

Net fouled

Net is hung up

18.13.3.4 Mechanical Release of Load

on counter-weights,

etc.

1. Cargo release foot pedal - DEPRESS.

Hook clear

Sling pendant and

If pilot releases load or if load is to be released by

cargo clear of hook,

ground personnel, open hook with release arm on hook.

clear to depart.

i. Hook stowed

Self-explanatory.

18-23

ORIGINAL

NAVAIR 01-230HLH-1

j. Cleared for forward

Self-explanatory.

Bucket touching the water with slight forward drift. As

flight

the bucket touches the water, continue to lower the

bucket into the water by descending and at the same time

j. Pickle, pickle, pickle

Immediate

starting a slow creep forward. This will tip the bucket

emergency jettison.

forward allowing the water to fill the bucket and will

expedite the process. This also reduces the twisting

18.14 BAMBI BUCKET OPERATIONS

effect of the bucket. Continue the slow creep forward

until the bucket is full. At that point, begin a very slow

The Bambi Bucket used to fight fires is a

324

climb until the bucket breaks away from the water. If

gallon,

2820 LB heli-borne bucket, when full. It is

this is the initial pickup, you should perform an

attached to the helicopter via the cargo hook utilizing a

operational check of the bucket.

standard shackle attached to the bucket dump valve

control head. Braided steel cables are attached to the

Note

control head, which lead down to the bucket. The

bucket hangs thirty feet below the helicopter. The

Ensure that adequate power is available

dump valve is actuated by a solenoid in the control head

when lifting the bucket out of the water. If

and dump valve support line. Power is provided for the

required, the bucket may be partially filled

solenoid via the aircraft DC electrical system and is

to reduce weight.

actuated with a pickle switch by the aircrewman. The

dump valve opens downward producing a concentrated

column of water. The bucket empties in 3 seconds

when fully loaded. Once the water has passed through

the dump valve, the valve automatically closes.

18.14.1 ATTACHING BUCKET

Continued use of the release switch

(machine gunning) can cause the solenoid to

Release cargo hook from stowed position.

burn out and malfunction.

CARGO SLING MASTER switch - SLING.

18.14.3.2 ZERO AIRSPEED TECHNIQUE

Bucket is attached to the cargo hook prior to

Perform an approach to a hover over the water source.

take off and extended to the right side of the aircraft.

Lower the collective until the bucket sinks and fills. Once

it is full, lift the bucket out of the water and depart.

18.14.2 APPROACH

Note

When performing approach over the ocean, little

consideration need be given to approach and departure

In some instances the spring reel that

obstacles as the pilot has great flexibility in selecting his

rewinds the trip line is not strong enough to

route. Pick-ups from a confined water source require

reseat the valve after a drop. Therefore, if

greater consideration and should be performed to ensure

the bucket is not filling on the pickup, the

that sufficient amount of space is left for the departure.

crewman should push the release button one

Due consideration should be given to the possibility of

time as the bucket is sinking into the water.

vortex ring state, settling with power, and aircraft

The water rushing into the bucket through

malfunctions. Additionally, wave-off capabilities and

the valve will allow the trip line to retract

obstacles must be taken into account just as if a

fully into the control head and reset.

confined area landing were being performed. The

approach should be performed into the wind and over

18.14.4 WATER DROPS

the lowest obstacles with consideration being given to

the size and shape of the lake for the best total

Fighting fires with the Bambi Bucket requires good

combination of all factors.

technique and control to be most effective and remain

safe. Three criteria dictate the method of water drop: type

18.14.3 PICKUP

of substance burning, amount of heat generated, and size

of the burning area.

18.14.3.1 CREEPING PICKUP

Consideration of the effects of rotor wash should be

The approach should terminate with the Bambi

taken into account when planning drop speeds and

18-24

ORIGINAL

NAVAIR 01-230HLH-1

altitudes. In some cases, a low speed drop will

actually spread the fire as the rotor wash scatters the

embers and redirects flames over a wide area. The

addition of fresh air only aggravates the fire. A low

altitude drop may have the same result with the

additional effect of causing a “black out” situation as

ash is blown up by the rotors.

Faster drop speeds will cause a narrow, long drop

pattern with high water dispersion and small droplets.

This is an effective technique for light fuels such as a

grass fire. However, higher altitudes will magnify

this effect and may actually make the drop worthless.

Additionally, wind effects on the water will distort the

pattern due to the decreased density.

The following procedures are recommended:

1. Long and Narrow Flame Front: Low Level, High

Speed: 60-70 ft AGL, 60-70 KIAS.

WARNING

Given the minimum safe ground

clearance, it is incumbent on the aircraft

commander to determine the best

altitude. Recommend no lower than 30

feet AGL

(bucket height).

(This is

about 60-70 feet AGL for the helo).

2. Long and Wide Flame Front: Normal Level,

Normal to High Speed:

100-130 ft AGL,

50-70

KIAS.

Note

The increase in altitude will create a

wider lateral spread of the water to

compensate for the increased width of

the fire line.

The speed, intensity, and fuel of the fire, in

addition to crew experience, will more specifically

dictate the best combination of altitude and airspeed.

Evaluate the effectiveness of each drop and adapt

accordingly. In all cases, the drop will decrease the

load on the helicopter and subsequently cause an

increase in altitude as the water drops. Maintain

altitude by reducing collective in order to ensure the

most effective drop.

18-25

ORIGINAL

NAVAIR 01-230HLH-1

CHAPTER 19

NATOPS Evaluation

19.1 GENERAL

evaluation was commenced and the date the flight

evaluation is satisfactorily completed.

The standard operating procedures prescribed in this

manual represent the optimum method of operating the

2. NATOPS reevaluation - A partial NATOPS evaluation

helicopter. The NATOPS evaluation is intended to

administered to a flight crew member who has been placed

evaluate compliance with NATOPS procedures by

in an unqualified status by receiving an Unqualified grade

observing and grading individuals and units. This

for any of his ground examinations or the flight evaluation.

evaluation is tailored for compatibility with various

Only those areas in which an unsatisfactory level was

operational commitments and missions of both Navy and

noted need be observed during a reevaluation.

Marine Corps units. The prime objective of the NATOPS

evaluation program is to assist the unit commanding

3. Qualified - That degree of standardization demonstrated

officer in improving unit readiness and safety through

by a very reliable flight crewmember who has good

constructive comment. Maximum benefit from the

knowledge of standard operating procedures and a through

NATOPS program is achieved only through the active

understanding of helicopter capabilities and limitations.

vigorous support of all pilots and flight crewmembers.

4. Conditionally Qualified - That degree of standardization

19.1.1 Implementation. The NATOPS evaluation

demonstrated by a flight crewmember who meets the

program shall be carried out in every unit operating naval

minimum acceptable standards. He is considered safe

helicopters. The various categories of flight crewmembers

enough to fly as a pilot in command or to perform normal

desiring to attain/retain qualification in the helicopter shall

duties without supervision but more practice is needed to

be evaluated in accordance with OPNAVINST

3710.7.

become qualified.

FRSs shall ensure that pilots and naval aircrewmen have

successfully completed a NATOPS evaluation prior to

5. Unqualified - That degree of standardization demonstrated

their completion of the course of instruction. All pilots and

by a flight crewmember who fails to meet minimum

naval aircrewmen must hold a current evaluation in the

acceptable criteria. He should receive supervised instruction

model aircraft. Renewal evaluations may be accomplished

until he achieves a grade of Qualified or Conditionally

within 60 days preceding expiration of a current evaluation

Qualified. Flight crewmembers who receive a grade of

and are valid for 12 months from the last day of the month

Unqualified on a ground or flight evaluation shall be

in which the current evaluation expires.

Otherwise,

allowed 30 days in which to complete a reevaluation.

NATOPS qualifications shall be valid for 12 months from

the last day of the month of the evaluation. Unit NATOPS

6. Area - A routine of ground operations, normal flight

evaluations will be conducted periodically; however,

operations, emergency operations, coupler operations, and

instructions in and observation of adherence to NATOPS

SAR operations.

procedures must be on a daily basis within each unit to

obtain maximum benefits from the program. The NATOPS

7. Subarea

- A performance subdivision within an area

coordinators, evaluators, and instructors shall administer

that is observed and evaluated during an evaluation flight.

the program as outlined in OPNAVINST 3710.7 series.

8. Critical area/subarea - Any area or subarea that covers

19.1.2 Definitions.

The following terms, used

items of significant importance to the overall mission

throughout this section, are defined as to their specific

requirements, the marginal performance of which would

meaning within the NATOPS program.

jeopardize safe conduct of the flight.

1. NATOPS evaluation

- A periodic evaluation of

9. Emergency - A helicopter component, system failure,

individual flight crewmember standardization consisting of

or condition that requires instantaneous recognition,

an open-book examination, a closed-book examination, an

analysis, and proper action.

oral examination, and a flight evaluation. A maximum of

60 days may elapse between the date the initial ground

19-1

ORIGINAL

NAVAIR 01-230HLH-1

10.

Malfunction - A helicopter component or system

evaluation should be kept to a minimum, normally one

failure or condition that requires recognition and analysis,

flight. Not more than one pilot or aircrewman shall be

but that permits more deliberate action than that required

scheduled on the same event for a NATOPS flight

for an emergency.

evaluation. However, combining a pilot and an air-

crewman evaluation on the same event is encouraged. The

19.2 GROUND EVALUATION

flight may be conducted on any operational or training

flight and only those areas observed will be graded. The

The purpose of the ground evaluation is to measure the

grade for the flight evaluation and overall NATOPS

pilot/crewmember knowledge of appropriate publications

evaluation shall be determined as outlined in this section.

and the helicopter. Before beginning the flight evaluation,

(Areas and subareas to be evaluated may be outlined here

an evaluee must achieve a minimum grade of qualified on

with the critical areas/subareas marked by an asterisk).

the open-book and closed-book examinations. The oral

examination is also part of the ground evaluation but may

Note

be conducted as part of the flight evaluation.

The NATOPS instructor/evaluator on flights

19.2.1 Open-Book Examination. The open-book

in which unusual attitudes or simulated

examination shall contain 40 questions.

emergencies are being conducted should be

considered the pilot in command (HAC) and

19.2.2 Closed-Book Examination. The closed-book

sign for acceptance of the aircraft at the

examination shall consist of 80 questions.

discretion of the commanding officer.

19.2.3 Oral Examination. The questions may be taken

19.3.1 Flight Evaluation Grading Criteria. Only

from this manual and drawn from the experience of the

those subareas provided or required will be graded. The

instructor/evaluator. Such questions should be direct and

grades assigned for a subarea shall be determined by

positive and should in no way be opinionated.

comparing the degree of adherence to standard operating

procedures with adjectival ratings listed below.

19.2.4 Operational

Flight

Trainer/Weapon

Momentary deviations from standard operating procedures

Systems Trainer Procedures Evaluation

(If

should not be considered as unqualifying provided such

Applicable). An OFT may be used to assist in measuring

deviations do not jeopardize flight safety and the evaluee

crewmember performance in the execution of prescribed

applies prompt corrective action. An individual shall be

operating procedures and his reaction to emergencies and

considered “qualified” in areas I through V if standard

malfunctions. In areas not served by these facilities, this

NATOPS procedures were executed in accordance with

may be done by placing the crewmember in a helicopter

the provisions of this manual. A grade of Conditionally

and administering appropriate questions.

Qualified or Unqualified shall be assigned utilizing the

guidelines provided for each area.

19.2.5 Grading Instructions. Examination grades

shall be computed on a 4.0 scale and converted to an

19.3.2 Pilot Evaluation

adjective grade of Qualified or Unqualified.

19.3.2.1 Area I - Ground Operations.

19.2.5.1 Open-Book Examination. To obtain a grade

of qualified, an evaluee must obtain a minimum score of

Conditionally Qualified

- Did not fully instruct or debrief

3.5.

the crew. Flight equipment improperly worn or in

marginal condition. Did not fully examine flight

19.2.5.2 Closed-Book Examination. To obtain a

records. Minor omissions or errors on preflight or

grade of qualified, an evaluee must obtain a minimum

postflight. Improper or incomplete use of checklists.

score of 3.3.

Nonstandard

procedures.

Inattention

misinterpretation of visual signal. Rough or erratic

19.2.5.3 Oral Examination and OFT Procedure

start, engagement, disengagement, or shutdown.

Check, If Conducted. A grade of Qualified,

Conditionally Qualified, or Unqualified shall be assigned

Unqualified

- Did not conduct brief or debrief. Flight

by the instructor/evaluator.

equipment missing, not worn, or in an unsafe

condition. Failed to sign for aircraft or accepted

19.3 FLIGHT EVALUATION

aircraft with grounding discrepancy. Failed to note or

record downing discrepancy after flight. Any omission

The NATOPS flight evaluation is intended to measure

or error on preflight or postflight that would affect

pilot and crewmember performance with regard to

safety of flight.

Exceeded published limitations

knowledge of and adherence to prescribed procedures. The

during start, engagement, disengagement, or

number of flights required to complete the flight

shutdown. Did not utilize checklist or perform

19-2

ORIGINAL

NAVAIR 01-230HLH-1

required systems checks. Marginal control of

and climb out. Erratic altitude control at 150 ±20 feet.

helicopter while taxiing. Ignored visual signal. Did not

Reacted slowly to emergencies. Unable to fully explain

use pretakeoff checklist.

systems or limitations.

19.3.2.2 Area II - Normal Flight Operations.

Unqualified

- Checklist not used or unsafe/improper

procedures utilized. Allowed aircraft to descend

Conditionally Qualified

- Incomplete use of takeoff; post

through

30 feet in hover without attempting to

takeoff; or landing checklists. Application of power

correct. Made omissions or errors in emergency

erratic but did not exceed limitations. Unable to

procedures that could jeopardize aircraft or crew.

maintain altitude within ±50 feet of assigned altitude.

Attempted to hover downwind without correcting.

Maintained airspeed within

±10 knots. Heading

Unsatisfactory knowledge of systems or procedures.

control varied

±5° between final approach and

Unable to consistently maintain 150 ±30 feet while

landing. Hover altitude 15 ±5 feet. Unable to fully

hooded.

explain aircraft systems or limitations.

19.3.2.5 Area V - Search And Rescue Operations

Unqualified

- Did not use checklist. Did not check

(Hooded).

instruments prior to leaving hover. Failed to use

sufficient power or exceeded aircraft or engine

Conditionally Qualified

- No coordination of visual

limitations. Safety precautions not observed. Leveled

lookout doctrine. Used nonstandard voice, approach,

off in excess of

50 feet from assigned altitude.

pattern, or hoist procedures but none that would

Airspeed tolerance

±10 knots exceeded. Hover in

seriously affect the mission. Did not fully or properly

excess of 15 ±5 feet, excessive nose attitude or lateral

utilize copilot/crew and systems in accomplishing

drift on touchdown. Running landings/takeoffs in

rescue.

excess of 40 knots, yaw in excess of 10° or lateral drift

on touchdown/takeoff. Unsatisfactory knowledge of

Unqualified - Could not follow windline rescue pattern.

aircraft systems or limitations.

Hovered downwind without correcting. Unable to

consistently maintain prebriefed altitude

±30 feet.

19.3.2.3 Area III - Emergency Operations.

Allowed aircraft to descend below

30 feet during

approach/hover without correcting. Exceeded aircraft

Conditionally Qualified

- Did not prebrief copilot on

limitations or procedures that would have jeopardized

autorotations. Airspeed, N_r, and heading control erratic.

aircraft or crew.

Groundspeed exceeded

15 knots or slight drift at

recovery. Did not establish and maintain minimum safe

19.3.3 Pilot Oral Emergency Worksheet.

single-engine speed on landings or wave offs. Minor

difficulty in controlling N_r during single engine. Power,

Note

heading, and altitude control erratic during AUX or ASE

off flight. Did not fully comply with emergency

*Asterisk indicates critical areas.

procedures but did not jeopardize aircraft or crew.

GRADE

Unqualified

- During autorotation did not call for full

power. Airspeed, N_r, and heading control beyond safe

1. Fires

____

limits. Implemented techniques that would have

jeopardized the successful completion and recovery of

the autorotation. Failed to call for full power during

a. Engine fire

* ____

single engine. Failed to note or correct low/unsafe N_r

conditions during single engine. Exceeded rate-of-

b. Fuselage/heater fires

____

descent limits during single-engine approach or engine

limits. ASE off and AUX off flight unsafe or excessive

c. Electrical fires

____

lateral drift/rate of descent on touchdown. Failed to

comply with established emergency procedures that

d. Post shutdown engine fire

____

resulted in jeopardizing aircraft/crew or exceeded

engine/airframe limitations.

2. Fuel systems malfunctions

____

19.3.2.4 Area IV - Coupler Operations (Hooded).

a. Fuel boost pumps

____

Conditionally Qualified

Minor deviations from

b. Fuel filter bypass

____

established checklist and voice procedures. Erratic

control of aircraft during automatic, alternate approach,

c. Fuel dump

____

19-3

ORIGINAL

NAVAIR 01-230HLH-1

Engine malfunctions

____

b. Utility pressure loss

____

a. Engine failure

* ____

c. Caution light

____

b. Engine shutdown in flight

____

8. Flight control malfunctions

____

c. Engine restart in flight

____

a. Servo hardover

* ____

d. Compressor stall

____

b. ASE malfunctions

____

e. Loss of N_g signal

____

9. Rotor brake malfunctions

____

Loss of P3 signal

____

a. Caution light

____

g. Lube pump shaft failure

____

b. Manual rotor brake failure

____

h. High speed shaft failure

____

10. Water operations

____

Flexible drive shaft failure

____

a. Ditching

* ____

Fuel control contamination

____

b. Fuel dumping

____

k. Single instrument indications

____

c. Takeoff

____

Main gearbox system malfunctions

____

d. Shutdown/abandon

____

a. Chip light

____

11. Discussion items

____

b. Pressure loss

* ____

a. Settling with power

* ____

c. Emergency lubrication system

____

b. Vortex ring state

* ____

d. Overheat

____

c. Blade stall

* ____

e. Tail takeoff

____

d. Dynamic tip over

* ____

Torque system

____

e. Vibrations

____

Rotary rudder malfunctions

____

Rescue hoist malfunctions

____

a. Tail rotor control loss

* ____

g. Limitations

____

b. Tail rotor drive loss

* ____

h. Systems knowledge

____

c. IGB/TGB chip light

* ____

Other items

____

Electrical malfunctions

____

Cargo sling (as appropriate)

____

a. Generator failure

____

19.3.4

Pilot Evaluation Worksheet

b. Transformer/rectifier failure

____

AREA 1: GROUND OPERATIONS

____

c. Battery overheat

____

1. Brief/debrief/flight gear

____

Hydraulic malfunctions

____

2. Records check

* ____

a. Auxiliary/primary pressure loss

____

3. Preflight/postflight

* ____

19-4

ORIGINAL

NAVAIR 01-230HLH-1

4. Checklist procedures/systems check

____

6. Systems knowledge/usage

____

5. Start/engagement

____

7. General

____

6. Taxi/lookout

* ____

AREA 5: SEARCH AND RESCUE

7. Disengagement/shutdown

____

OPERATIONS

* ____

8. General

____

1. Navigation

____

AREA 2: NORMAL FLIGHT

2. IFR procedures (hooded)

* ____

OPERATIONS

* ____

3. VFR procedures

* ____

1. Checklist procedures

* ____

4. Crew/cockpit coordination

____

2. Transition/climb

____

5. General

____

3. Cruise flight

* ____

19.3.5 Crewman Evaluation

4. Systems knowledge/usage

____

19.3.5.1 Area 1 - Briefing.

5. Normal landings/takeoffs

* ____

Qualified - Arrived at scheduled time for mission planning

and briefing. Obtained all information pertinent to the

6. Hover/low work

____

successful completion of the mission.

7. Shipboard operations (when embarked)

____

Conditionally Qualified

- Met the criteria for qualified

except for minor omissions not affecting successful

8. General

____

completion of the mission.

AREA 3: EMERGENCY OPERATIONS

* ____

Unqualified

- Present, but offered little assistance in

planning. Major omissions that could affect the

1. Autorotations

* ____

successful completion of the assigned mission. Failed to

attend.

2. Single-engine landings/waveoff

* ____

19.3.5.2 Area 2 - Personal Flight Equipment.

3. Auxiliary off landings

____

Qualified

- Crewmember equipped with flight equipment

4. ASE off landings/takeoffs

____

as set forth in OPNAVINST 3710.7. The equipment is

in proper condition and is worn as prescribed.

5. Emergency procedures

* ____

Conditionally Qualified

- All required equipment is worn

6. General

____

or carried but the manner of wearing it is in error or

the condition of equipment is marginal.

AREA 4: COUPLER OPERATIONS

Unqualified

- Crewmember not fully equipped or

(HOODED)

* ____

equipment is in an unsafe condition.

19.3.5.3 Area 3 - Flight Line Procedures.

1. Checklist/voice procedures

____

2. Automatic approach

* ____

Qualified

- Examined and completed NAVFLIRS.

Examined daily preflight inspection sheets. Briefed

utility crewman. Observed flight line safety.

3. Alternate approach

* ____

Conditionally Qualified - Did not fully examine all forms.

4. Climb out

____

Unqualified - Failed to complete Discrepancy portion of

5. Coupler emergencies

* ____

Aircraft Discrepancy Book.

Failed to notice

19-5

ORIGINAL

NAVAIR 01-230HLH-1

grounding discrepancy. Complete lack of concern for

Unqualified - Failed to complete rescue mission. Deviated

line safety.

from standard procedures to the point that safety of

the helicopter or personnel was endangered.

19.3.5.4 Area 4 - Preflight.

19.3.5.8 Area 8 - Prelanding Check.

Qualified - The required inspections accomplished in the

proper sequence as outlined in the NATOPS manual

Qualified

- Secured equipment, and locked shoulder

and pocket checklist without omissions or deviations

harness, all before reporting.

(exterior and interior).

Conditionally Qualified

- Made minor omissions or slow

Conditionally Qualified

- The required inspections

in completing.

accomplished with no more than three minor

omissions or deviations. A minor omission is one that

Unqualified - Made major omissions or failed to complete.

will not tend to jeopardize mission success or safety of

flight even if undiscovered by a later check.

19.3.5.9 Area 9 - Postflight.

Unqualified - The omission of any item or check that will

Qualified - The required inspections were accomplished in

jeopardize the mission success by increasing the

the proper manner as outlined in the NATOPS

possibility of an abort or affecting safety of flight.

manual. Made necessary reports.

More than three minor omissions.

Conditionally Qualified

- Made required inspections with

19.3.5.5 Area 5 - Rescue Hoist/HEELS Check.

minor errors and/or failed to report discrepancies.

Qualified - The required inspections accomplished in the

Unqualified - Failed to inspect equipment. Failed to report

proper sequence as outlined in the NATOPS manual

major discrepancy.

and pocket checklist without omissions or deviations

(exterior and interior.)

19.3.5.10 Area 10 - Safety.

Conditionally Qualified

- The required inspections

Qualified - Paid strict adherence to all prescribed safety

accomplished with no more than three minor

procedures during both ground and flight evolutions.

omissions or deviations. A minor omission is one that

will not tend to jeopardize mission success or safety of

Unqualified - Safety not observed in any one subarea.

flight even if undiscovered by a later check.

Unqualified - The omission of any item or check that will

19.3.5.11 Area 11 - Debrief.

jeopardize the mission success by increasing the

possibility of an abort or affecting safety of flight.

Qualified

- Attended the debrief at scheduled time and

More than three minor omissions.

offered material and data pertinent to the mission.

19.3.5.6 Area 6 - Post takeoff Security Check.

Conditionally Qualified - Attended the debrief but failed to

divulge information or material pertinent to the

Qualified

- Performance checks and inspections as

execution of the mission.

outlined in the NATOPS manual. Made proper

reports.

Unqualified - Failed to attend debrief.

Unqualified - Failure to do inspections. Failed to report.

19.3.6 Crewman Oral Examination

19.3.5.7 Area 7 - Rescue Operations.

Note

Qualified

- Used accepted techniques and procedures

Asterisk (*) indicates critical areas.

outlined in the NATOPS manual and pertinent

survival instructions.

1. General aircraft knowledge

____

Conditionally Qualified

- Completed rescue mission but

2. Aircraft limitations

____

deviated from NATOPS procedures. Excessive delay.

Failed to use the hover trim controls/verbal directions

3. Lookout procedures

____

effectively.

4. Passenger/cargo transfers

____

19-6

ORIGINAL

NAVAIR 01-230HLH-1

AREA 1: BRIEFING

5. Shipboard operations

____

1. Attended

____

6. Fueling/HIFR procedures

____

2. On time

____

7. Fuel dumping responsibilities

____

3. Nearest land

____

8. Rotor brake caution light

* ____

4. Weather/sea state

____

9. Functional checkflight/equipment/procedures

____

5. Units in exercise

____

10. Fires

____

6. Water conditions

____

a. Engine fire

____

7. Layer depth

____

b. Fuselage/heater fires

* ____

8. Predicted ranges

____

c. Electrical fires

* ____

REMARKS:

d. Smoke/fumes/noxious gasses elimination

____

11. Ditching/egress/survival techniques

____

AREA 2: PERSONAL FLIGHT EQUIPMENT

12. Rescue equipment

____

1. Helmet

____

13. Smokes/ordnance

____

2. Flight suit

____

14. Communication

____

3. Flight gloves

____

15. Rescue hoist malfunctions

____

4. Flight boots

____

REMARKS:

5. Exposure suit (as required)

____

19.3.7 Crewman Evaluation Worksheet

6. Flotation equipment/HEEDS bottle

____

Note

7. Identification tags

____

Asterisk (*) indicates critical areas.

8. Survival vest (fully equipped)

____

INSTRUCTION: A complete description of all

9. Flashlight

____

performance during the mission is required. All in-flight

notes to be used for critique and grading will be recorded

10. Pocket checklist

____

on worksheets. The remarks space provided is not to be

regarded as a limit to necessary comments, notes, or

11. Pistol (when required)

____

remarks. Discrepancies will be noted as they occur. Use

this worksheet both in flight and at debrief as a critique

REMARKS:

outline.

Only one aircrewman shall be evaluated per flight. The

AREA 3: FLIGHT LINE PROCEDURES

NATOPS evaluation flight is intended to measure

performance with regard to knowledge of and adherence to

1. Records check (NAVFLIRS)

____

prescribed procedures. Any tendency to extend the

evaluation into areas of aircrew proficiency, weapons

2. Daily preflight (conducted)

____

readiness, or technique must be avoided. Crew Chief or

Utility aircrewman designation flights shall not be

3. Brief (crewman to crewman)

____

confused with nor combined with annual NATOPS

evaluation flights.

REMARKS:

19-7

ORIGINAL

NAVAIR 01-230HLH-1

AREA 6: SECURITY CHECK

AREA 4: HELICOPTER PREFLIGHT

1. Request permission to make check

____

1. Wheel chocks, tiedowns,

and landing gear lockpins

____

2. Security of equipment

____

2. Nose section

____

3. Abnormal vibrations

____

3. Right front of fuselage

____

4. Doors closed and latched

____

4. Right engine

____

5. Hydraulic/oil leaks

____

5. Right transmission, rotor wing head

____

6. Reported condition

____

6. Right bottom hull

____

REMARKS:

7. Right rear of fuselage

____

AREA 7: RESCUE OPERATIONS

8. Right side of tail cone and pylon

____

1. Demonstrated knowledge and

9. Left side of tail cone and pylon

____

use of rescue equipment

____

10. Left rear of fuselage

____

2. Utilized prescribed ICS terminology

____

11. Left bottom hull

____

Demonstrated accepted tech-

niques for verbal approach

____

12. Right engine

____

4. Demonstrated accepted tech-

13. Right transmission, rotary wing head

____

niques for swimmer (day VFR)

deployment

____

14. Left front of fuselage

____

5. Demonstrated accepted tech-

15. Cockpit area

____

niques for hover trim approach

____

16. Cargo area

____

6. Demonstrated accepted tech-

niques for swimmer (night/IFR)

17. SAR checklist

____

deployment

____

18. Tail pylon, rotary rudder cables

____

7. Demonstrated control of situa-

tion with speed and accuracy

____

19. Used checklist

____

8. Observed safety rules

* ____

REMARKS:

9. Completed mission

____

AREA 5: RESCUE HOIST/HEELS CHECK

10. Hoist emergencies

* ____

1. Operation

____

REMARKS:

2. Condition

____

AREA 8: PRELANDING CHECK

3. Used heavy duty glove

* ____

1. Checked prescribed items on checklist

4. Reported completion

____

(a) Harness/lap belts

REMARKS:

(crewman and passengers)

* ____

(b) Landing gear rechecked

* ____

19-8

ORIGINAL

NAVAIR 01-230HLH-1

____

To determine the numerical grade for each area and the

overall grade for the flight, add all the points assigned to

REMARKS:

the subareas and divide this sum by the number of

subareas graded. The adjective grade shall then be

determined on the basis of the following scale.

AREA 9: POSTFLIGHT

0.0 to 2.19 - Unqualified

1. Equipment security

____

2.2 to 2.99 - Conditionally qualified

2. Equipment condition

____

3.0 to 4.0 - Qualified

3. Report of discrepancies found

during entire flight evolution

____

Example:

(Add subarea numerical equivalents)

REMARKS:

4+2+4+2+4

= 5 = 3.20 Qualified

AREA 10: SAFETY

Note

1. Observed flight line

safety precautions

____

In areas where numerous checklist items are

involved, the deviation from or omission of

2. Observed safety precautions

three minor checklist items will constitute a

in aircraft

____

conditionally qualified for that area item.

3. Observed personal safety

19.4 FINAL GRADE DETERMINATION

procedures

___

The final NATOPS evaluation grade shall be the same as

the adjective grade assigned to the flight evaluation. An

REMARKS:

evaluee who receives an Unqualified on any ground

examination or the flight evaluation shall be placed in an

AREA 11: Debrief

unqualified status until he achieves a grade of

Conditionally Qualified or Qualified on a reevaluation.

1. Attended

____

19.5 RECORDS AND REPORTS

2. On time

____

A NATOPS evaluation report, OPNAV Form

3710/7

3. Information for NAVFLIRS

___

(Figure 19-1), shall be completed for each evaluation and

forwarded to the evaluee's commanding officer.

4. Completed VIDS/MAFS

____

This report shall be filed in the individual flight training

REMARKS:

record and retained therein in accordance with

OPNAVINST 3710.7. In addition, an entry shall be made

19.3.8 Flight Evaluation Grade

Determination.

in the pilot/NFO flight log book under Qualifications and

The following procedure shall be used in determining the

Achievements as shown in Figure 19-2.

flight evaluation grade. A grade of Unqualified in any

critical subarea will result in an overall grade of

19.5.1 Forms and Records

Unqualified for the flight. Otherwise, flight evaluation (or

area) grades shall be determined by assigning the

19.5.1.1 Worksheets. A worksheet will be used by

following numerical equivalents to the adjective grade for

NATOPS instructors and evaluators to record results of

each subarea. Only the numerals 0, 2, or 4 will be assigned

observed procedures and techniques. Significant

in subareas. No interpolation is allowed.

discrepancies will be recorded on NATOPS evaluation

report form, OPNAV Form 3710/7. Worksheets may then

Unqualified - 0.0

be discarded upon completion of routing of evaluation

report form.

Conditionally qualified - 2.0

Qualified - 4.0

19-9

ORIGINAL

NAVAIR 01-230HLH-1

CHAPTER 20

Standard Data

20.1

INTRODUCTION

The following factors were

used for sample problem

computations:

The performance section is arranged by type of chart

with each type of chart comprising a separate part of the

TAKEOFF CONDITIONS:

section. Each part and the charts contained within each

part are arranged in the order that reflects the sequence of

Operating weight

16, 475 pounds

operational use. Each part is preceded by a page containing

explanatory text that describes for each chart the functions

Fuel

2,525 pounds

indicated, conditions assumed in chart preparation, and

guidelines to permit adjustments of the solution attained.

Cargo

The sample problem, typical of the normal mission of the

helicopter, includes the sample problem data shown on

Gross weight

19,000 pounds

each chart contained within the part. Each chart, except

those in Emergency Operations, contains a part title

Pressure altitude

Sea level

located under the section designation that identifies the

chart with a particular section. The charts under

OAT

28 °C

Emergency Operation contain a designation, in lieu of the

part title, that identifies the appropriate phase of flight

Headwind

10 knots

applicable to the chart. Each chart under Emergency

Operations is further identified by a broken black border.

EN ROUTE CONDITIONS:

If conditions are less than the lowest value shown on the

chart, use the lowest value shown. Limitations that should

Pressure altitude (cruise)

4,000 feet

not be exceeded are identified on appropriate charts. Part

XI is divided into seven chapters: Chapter 20 contains

OAT

20 °C

information that is needed to enter charts found in

subsequent parts; Chapter

21 provides the necessary

LANDING CONDTIONS:

information concerning takeoff performance; Chapter 22

provides the necessary climb performance; Chapter

Pressure altitude

Sea level

presents range data; Chapter 24 presents endurance data;

Chapter

25 provides performance data associated with

OAT

28 °C

emergency or nonstandard conditions; and Chapter 26 in

not applicable.

Headwind

10 knots

20.1.1 Sample Problem. A sample problem typical of

20.1.2 Ice Shield Installation.

Performance charts

normal mission is included with each type chart in

show available power with AFC 321 ice shield installed.

applicable chapters of Part XI. For consistency and

With AFC 247 ice shield installed and based on rated

continuity, the chart values shown on the charts are actual

power, reduce torque values by 2-percent indicated torque.

chart values that are used in the sample problem

explanatory text. The explanatory text for each type chart

20.2

AIRSPEED CALIBRATION CHART

used in computing the sample problem contains a graphic

illustration that explains how that chart is used.

The airspeed calibration chart (Figure 20-1) provides

KCAS when the KIAS is applied to a level flight, climb, or

a descent parameter.

20-1

ORIGINAL

NAVAIR 01-230HLH-1

20.2.1 Sample Problem for Use of Airspeed

20.4.1 Sample Problem for Use of Density

Calibration Chart (Figure 20-1).

Altitude Chart (Figure 20-3).

1. Enter bottom of chart at 109 KCAS (point A), trace

up to level flight time (point B), then trace left to the

indicated airspeed scale (point C) and read 107 KIAS.

1. Enter bottom of chart at 20 °C (point A) and trace

up to 4,000-foot pressure altitude line (point B).

20.3

TEMPERATURE CONVERSION CHART

2. From point B, trace left to the density altitude scale

The temperature conversion chart

(Figure

20-2)

(point C) and read 5,800 feet density altitude.

provides a conversion of temperature scales that will

permit conversion between Fahrenheit and Celsius

3. From point B, trace right to the airspeed conversion

scale and read 1.085.

temperatures.

20.3.1 Sample Problem for Use of Temperature

20.5

TORQUE VERSUS ENGINE

Conversion Chart (Figure 20-2)

HORSEPOWER CHART

The torque versus shaft horsepower chart (Figure 20-

4) provides conversion of indicated torque and shaft

horsepower at 100-percent N_r.

20.5.1 Sample Problem for Use of Torque Versus

Engine Horsepower Chart (Figure 20-4).

Enter left side of chart at 68 °F (point A), then

trace right to the Celsius scale (point B) and read

20 °C.

20.4

DENSITY ALTITUDE CHART

The density altitude chart

(Figure

20-3) provides a

1. Enter bottom of chart at 97-percent torque (point

density altitude when ambient temperature is applied to

A), trace up to 100-percent N_r line (point B), then trace

pressure altitude. The chart also contains an airspeed

left to the shaft horsepower scale and read 1,180 shp.

conversion factor that, when used to multiply a calibrated

airspeed, provides a true airspeed.

20-2

ORIGINAL

NAVAIR 01-230HLH-1

20.6 BLADE STALL CHART

1. Enter chart at 4,000 feet pressure altitude (point A).

The blade stall chart (Figure 20-5) represents speeds

of about 15 knots above blade tip stall. At these speeds,

2. From point A, move horizontally to

20 °C OAT

reasonable maneuvers or mild turbulence can be tolerated.

(point B).

Sever turbulence or abrupt control maneuvers at this point

will increase the severity of the stall and the helicopter will

3. From point B, move downward to datum line, 100-

become more difficult to control. If blade stall is allowed

percent N_r (point C).

to fully develop (about 40 knots beyond blade tip stall), a

complete loss of control will be experienced and the

4. From point C, move parallel to the rotor speed

helicopter will pitch up and to the left. The use of forward

influence lines to 97-percent N_r (point D).

cyclic to correct this pitch up may aggravate the stall as it

increases the angle of attack of the retreating blade.

5. From point D, proceed downward to point E on the

gross weight influence graph.

6. From point E, move parallel to the gross weight

influence lines to 18,000 pounds (point F).

7. From point F, proceed downward to 0° angle of

bank (point G).

8. From point G, move parallel to the angle of bank

influence curves to a 30° angle of bank, (point H).

9. From point H, move downward through calibrated

airspeed scale to indicated airspeed scale (point I).

10. The indicated airspeed for the above conditions

20.6.1 Sample Problem

for

Use

Blade Stall

would be 86 knots.

Chart.

20.7

MINIMUM ACCEPTABLE INDICATED

Given:

TORQUE AND ENGINE PERFORMANCE

CHARTS

Gross weight 18,000 pounds

The minimum acceptable indicated torque and the

Angle of bank 30°

engine performance charts (Figure 20-6 and 20-7) provide

a torque at specified T₅ temperatures when ambient

Pressure altitude 4,000 feet

temperature is applied to pressure altitude. Engine

limitations that should not be exceeded are appropriately

OAT 20 °C

identified on the charts.

Rotor speed 97 percent

20.7.1 Engine Performance - 727 °C T₅ Chart.

See Figure 20-6.

Determine: Maximum recommended indicated airspeed.

20.7.2 Engine Performance - 691 °C T₅ Chart.

Solution:

See Figure 20-7.

20-3

ORIGINAL

NAVAIR 01-230HLH-1

CHAPTER 21

Takeoff

21.1

HOVER CHARTS

3. From point C, follow the guideline to the 10-knot

headwind line (point D), then trace to the torque scale

The indicated torque required to hover charts (Figure

(point E), and read 77-percent torque.

21-1 and 21-2) provide the indicated torque required to

hover at a 10-foot wheel height and out of ground effect

21.1.2 Indicated Torque Required to Hover Out

when density altitude is applied to gross weight and

of Ground Effect Chart. The indicated torque required

headwind factors. The ability to hover out of ground effect

to hover out of ground effect chart (Figure 21-2) uses like

at various rotor speeds (N_r) chart (Figure 21-3) provides

factors in the same manner as Figure 21-1 to provide the

the gross weight that can be hovered out of ground effect

indicated torque required to hover out of ground effect.

when pressure altitude is applied to OAT and rotor speed

The height established for out of ground effect is about

factors.

100 feet between the wheels and the takeoff surfaces.

21.1.1 Indicated Torque Required to Hover In

21.1.3 Ability to Hover Out of Ground Effect at

Ground Effect - 10-Foot Chart. The indicated torque

Various Rotor Speeds Chart. The ability to hover out

required to hover in ground effect - 10-foot chart (Figure

of ground effect at various rotor speeds (N_r) chart (Figure

21-1) provides the indicated torque required to hover at a

21-3) provides the gross weight that the helicopter can

10-foot wheel height when density altitude is applied to

hover out of ground effect when pressure altitude is

gross weight and headwind factors.

applied to OAT and rotor speed factors.

21.1.1.1 Sample Problem for Use of Indicated

21.1.3.1 Sample Problem for Use of Ability To

Torque Required to Hover In Ground Effect - 10-

Hover Out of Ground Effect at Various Rotor

Foot Chart (Figure 21-1).

Speeds Chart.

1. Enter left side of chart at sea level pressure altitude

1. Enter left side of chart at 800 feet density altitude

(point A), then trace right to 28 °C OAT (point B).

(point A), then trace right to the 19,000-pound gross

weight line (point B).

2. From point B, trace down to the rotor speed

baseline (point C).

2. From point B, trace down to the headwind baseline

(point C).

3. From point C, follow the guideline up to the 103-

percent N_r line (point D), then trace down to the gross

weight scale

(point E), read

19,250 pounds gross

weight.

21-1

ORIGINAL

NAVAIR 01-230HLH-1

CHAPTER 22

Climb

22.1

CLIMB CHARTS

22.1.2.1 Sample Problem For Use of Climb

The climb charts

(Figure

22-1 and 22-2) provide a

Normal Power (Warm Day) Chart (Figure 22-2).

means of computing the time to climb, the horizontal

distance covered, the fuel consumed, and the rate of climb

for various gross weights. These values are computed by

applying the gross weights to various conditions of

pressure altitude and temperature. The fuel used includes

approximately 150 pounds used for warm up and takeoff

from sea level. For takeoffs above sea level, add

150

pounds for warm up, taxi, and climb. Also included is a

climb speed schedule to provide the climb speed for

various pressure altitudes. A temperature scale is also

provided to relate the OAT at various pressure altitudes.

The temperature scale is either based on a warm day (0 to

60 °C) or a cold day (-60 to 0°C).

22.1.1 Climb - Normal Power Chart (Cold Day).

1. Enter bottom of chart at 19,000 pounds gross weight

The climb - normal power (cold day) chart (Figure 22-1)

(point A), trace up to 4,000-foot pressure altitude in the

uses like factors in the same manner as Figure 22-2 to

time parameter block (point B), the trace left to the

provide climb data for the helicopter on a cold day.

temperature baseline (point C). From point C, follow

the influence line to the 20 °C line (point D), then trace

22.1.2 Climb - Normal Power (Warm Day). The

left and note that time to climb to 4,000-foot pressure

climb

- normal power

(warm day) chart

(Figure

22-2)

altitude is 2.7 minutes (point E).

provides the time to climb, horizontal distance covered,

fuel consumed, and rate of climb, at various gross weights

2. Enter bottom of chart at 19,000 pounds gross weight

for the helicopter on a warm day.

(point A), trace up to 4,000-foot pressure altitude in the

distance parameter block (point F), then trace left to the

Note

temperature baseline (point G). From point G, follow

the influence line to the 20 °C line (point H), then trace

When the takeoff is from above a sea-level

left and note that distance covered in a climb to 4,000-

pressure altitude, it will be necessary to

foot pressure altitude is 3nm, (point I).

determine climb data from sea-level

pressure altitude to the takeoff pressure

3. Enter bottom of chart at 19,000 pounds gross weight

altitude and from sea-level pressure altitude

(point A), trace up to 4,000-foot pressure altitude in the

to the cruise-level pressure altitude. The

fuel parameter block (point J), then trace left to the

difference between the data necessary to

temperature baseline (point K). From point K, follow

climb to both altitudes will then be the data

the influence line to the 20 °C line (point L), then trace

necessary to climb from takeoff pressure

left and note that fuel consumed in a climb to 4,000-

altitude to cruise-level pressure altitude.

foot pressure altitude is 220 pounds (point M).

22-1

ORIGINAL

NAVAIR 01-230HLH-1

4. Enter bottom of chart at 19,000 pounds gross weight

available under these conditions. If the value

(point A), trace up to sea-level in the rate-of-climb

is over

86 percent, the climb will be

parameter block

(point N), then trace left to the

transmission limited. On the same chart,

temperature baseline (point O). From point O, follow

locate the intersection of the relevant

the influence line to the 28 °C line (point P), then trace

pressure altitude and the 86-percent torque

left and note 1,450 fpm initial rate of climb (point Q).

lines, then proceed to the bottom and read

Follow the same procedure to determine that the final

the temperature at which the transmission

rate of climb at 4,000-foot pressure altitude and 20 °C

becomes torque limited. With this value,

is 1,125 fpm. The average rate of climb is 1,287 fpm.

return to the rate-of-climb section of the

climb chart and proceed from the

Note

temperature baseline. Parallel the solid

guideline until intersecting the temperature

The rate-of-climb sections of the climb

at which the transmission is limited, then

charts have both solid and dashed guidelines

trace parallel to the dashed line and, on the

with a note indicating the dashed line is to

left side, read the rate of climb.

be used when operating at a transmission

limit. To determine if performance will be

5. Enter the left side of climb speed schedule at 4,000-

limited

maximum

continuous

foot pressure altitude (point R), trace right to the best

transmission torque

(86 percent), refer to

climb speed curve (point S), then trace down and read

Figure 20-10, engine performance

- normal

best climb speed of 68 KIAS (point S). Follow the

power

(660° T₅). Apply the ambient

same procedures to determine that the best climb speed

temperature to the pressure altitude and

for sea-level pressure altitude is 70 KIAS.

proceed to the left side and read torque

22-2

ORIGINAL

NAVAIR 01-230HLH-1

CHAPTER 23

Range

23.1

RANGE CHARTS

23.1.3 Unit Range and Fuel Flow Conversion

Chart. The unit range and fuel flow conversion chart

The range charts (Figure 23-1 and 23-2) provide unit

(Figure 23-2) provides the factors necessary to convert unit

range, indicated and calibrated airspeed, and approximate

range to total range and fuel flow to endurance hours. The

torque when gross weight is applied to pressure altitude.

unit range conversion portion of the chart provides total

range, in nautical miles, when unit range is applied to the

23.1.1 Maximum Range

(-10)

- Two-Engine

amount of fuel. The fuel flow conversion portion of the

Chart. The maximum range - two engine chart (Figure

chart provides endurance hours when fuel flow is applied

23-1) provides the unit range, indicated and calibrated

to the amount of fuel.

airspeed, and approximate torque when gross weight is

applied to pressure altitude to produce maximum range for

23.1.3.1 Sample Problem for Use of Unit Range

the helicopter at slower airspeeds than Figure 23-2.

and Fuel Flow Conversion Chart (Figure 23-3).

23.1.1.1 Sample Problem for Use of Maximum

Range (-10) - Two Engine Chart (Figure 23-1).

1. For a range problem, enter bottom of chart at 0.109

nm per pound of fuel (point A), trace up to the 1,525-

pound fuel line (point B), the trace left to the total

range scale (point C) and 165 nm.

2. For an endurance problem, enter bottom of chart at

1. Enter bottom of chart at 18,000 pounds gross weight

870-pph fuel flow (point D), trace up to the

1,525-

(point A), trace up to 4,000 foot pressure altitude line

pound fuel line

(point E), then trace right to the

(point B), then trace left to the unit range scale (point

endurance hours scale (point F) and read 1 hour and 42

C) and read 0.109 nm per pound of fuel.

minutes.

2. From point B, continue to trace the gross weight

23.1.4 Sample Problem for Use of Maximum

line up to the 4,000-foot pressure altitude line in the

Range - (-402) Two-Engine Chart (Figure 23-4).

next block (point D), then trace left to the airspeed

scale (point E) and read 109 KCAS and 107 KIAS.

3. From point D, continue to trace the gross weight

line up to the 4,000-foot pressure altitude line in the

next block (point F), then trace left to the torque scale

(point G), and read 58-percent torque.

23.1.2 Optimum Cross-Country Chart. The

Optimum cross-country chart

(Figure

23-2) uses like

factors in the same manner as Figure

23-1 to produce

maximum range at normal power. This chart will give

higher airspeeds and torque values and less range than

Figure 23-1.

23-1

ORIGINAL

NAVAIR 01-230HLH-1

1. Enter bottom of chart at 18,000 pounds gross weight

for converting unit range, total range, and fuel flow to

(point A), trace up to 4,000 foot pressure altitude line

endurance hours. The unit range conversion portion of the

(point B), then trace left to the unit range scale (point

chart provides total range, in nautical miles, when unit

C) and read 0.116 nm per pound of fuel.

range is applied to the amount of fuel. The fuel conversion

portion of the chart shows endurance hours when fuel flow

2. From point B, continue to trace the gross weight

is applied to amount of fuel.

line up to the 4,000-foot pressure altitude line in the

next block (point D), then trace left to the airspeed

23.1.7 Sample Problem for Use of Unit Range

scale (point E) and read 116 KCAS and 114 KIAS.

and Fuel Flow Conversion Chart.

3. From point D, continue to trace the gross weight

1. For a range problem, enter bottom of chart at 0.109

line up to the 4,000-foot pressure altitude line in the

nm per pound of fuel (point A), trace up to the 1,525-

next block (point F); then trace left to the torque scale

pound fuel line (point B), then trace left to the total

(point G) and read 63-percent torque.

range scale (point C) and read 165 nm.

23.1.5 Maximum Range (-402) - Normal Power

2. For an endurance problem, enter bottom of chart at

Two-Engine Chart. This chart (Figure 23-5) is used like

870-pph fuel flow (point D), trace up to the

1,525-

Figure 23-4 to produce maximum range at normal power.

pound fuel line

(point E), then trace right to the

endurance hours scale (point F) and read 1 hour and 42

23.1.6 Unit Range and Fuel Flow Conversion

minutes.

Chart (-402). This chart (Figure 23-6) shows the factors

23-2

ORIGINAL

UH-3H and UH-3H EXECUTIVE TRANSPORT. FLIGHT MANUAL (2000) - page 8