SH-60B HELICOPTER. FLIGHT MANUAL (2008)

A1-H60BB-NFM-000

INDEX

NUMBER

CONTROL LABELS

FUNCTIONAL DESCRIPTION

(Backup UHF radio

Provides controls and displays necessary to operate a UHF radio in the

control panel)

backup mode.

VOL

Continuously variable potentiometer used to adjust the audio volume to

compensate for varying levels of cockpit noise.

SQ/OFF

The SQUELCH control is a two-position toggle switch that enables squelch

circuitry in the ON position. In effect, it eliminates the background noise

level when there are no incoming transmissions being received.

FREQ/(CHAN)

Six-digit frequency readout. Also displays two-digit channel when PRESET

knob (NO. 11) is used.

READ

Momentary switch that causes the frequency of the selected preset

channel to be displayed at the frequency/channel readout (NO. 3). When

toggled, the frequency will be displayed for about 10 seconds.

BRT/TEST

Rotary knob to control display intensity. Full clockwise causes display to

read all 8s.

(Frequency Setting)

Four spring-loaded ON-OFF-ON toggles used to enter the six-digit UHF

frequency. Observed in the readout (NO. 3) immediately above the

switches.

LOAD

Non-illuminated pushbutton used to permanently store frequencies in

preset channels.

CHAN SEL

The channel control is used to select any one of 20 preset frequencies

when the frequency selector mode switch (NO. 11) is in the PRESET

position. The selected channel is displayed by the frequency/channel

readout (NO. 3).

(Mode selector)

The mode selector is a four-position rotary switch for selection of the

following UHF-1 modes of operation:

ADF

Not functional in the SH-60B.

BOTH

Same as for MAIN with auxiliary guard receiver energized.

MAIN

Transmitter and main receiver are energized and tuned to frequency

selected by frequency selector mode control and applicable controls.

OFF

Not functional in the SH-60B.

(Tableau)

Tableau for manually recording frequency of preset channels.

(Frequency mode

The frequency mode selector is a three-position rotary switch used to

selector)

select the following modes:

GUARD

Tunes main receiver/transmitter to the guard frequency. The guard

frequency is displayed at the frequency readout (NO. 3).

MANUAL

Allows selection of any of 7,000 possible operating frequencies using the

four frequency selector switches (NO. 6).

PRESET

Allows selection of any one of 20 preset channels. The selected channel

number is displayed at the frequency/channel readout (NO. 3).

TONE

The TONE transmit control is a momentary pushbutton switch which

commands a 1-KHz tone to be transmitted for the duration of the switch

depression.

Figure 15-5. Backup UHF Radio Control Panel (BuNo through 162990) (Sheet 2)

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ORIGINAL

A1-H60BB-NFM-000

Figure 15-6. ARC--182 Frequency Ranges

Power for UHF--1 receiver/transmitter is supplied from the DC essential bus through a circuit breaker on the cockpit

overhead circuit breaker panel marked RADIO NO. 1 R/T UHF. Power for UHF--2 receiver/transmitter is supplied

from the NO. 2 DC primary bus through a circuit breaker marked RADIO NO. 2 R/T UHF on the SO circuit breaker

panel.

In the event of COMM CONTR failure, the ARC--182 performs the same as the ARC--159. CSCG/ACP failure modes

are covered in Figure 15-4. Either UHF/VHF radio may be selected for use with the KY--58 speech security set to

provide for enciphered and encoded message reception and transmission. This is done by placing the SECURE switch

on the COMM CONTR Panel in the ON position corresponding to the selected radio.

Note

The KY--58 will not pass guard relay or transmission.

The two UHF/VHF radios can be used to relay UHF/VHF communication the same as the ARC--159. For optimum

relay operation of the ARC--182, observe the following:

1. Avoid UHF to UHF frequency separations of less than 10 MHz.

2. Avoid frequency separations of multiples of 29 MHz (29, 58, 87, 116, 145 MHz, etc.).

3. Avoid UHF to UHF relays to frequencies below 265 MHz.

4. Avoid VHF to VHF relays where possible.

Note

In the RELAY mode, certain UHF to UHF frequency combinations (and

most VHF to VHF frequency combinations) will result in squeals,

interference, motorboating or distortion.

ORIGINAL

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A1-H60BB-NFM-000

The two UHF/VHF antennas on the helicopter operate similarly to the ARC--159 antennas.

CAUTION

Unsecured folded main rotor blades can flap enough in high winds or high

sea states to strike the upper UHF antenna. To prevent damage to the rotor

blades and antenna, blade crutches shall be applied when the blades are

folded and the ambient conditions are conducive to blade flapping.

Note

D In the event of a partial antenna failure, VHF frequencies may be inoperable

but degraded operation of UHF communications may still be possible.

D Garbled or distorted side tones during radio transmissions may be

experienced for certain VHF frequency combinations (within 10 MHz)

when the mixer switch on the alternate radio is selected. The distortion is

caused by feedback into the alternate radio receiver and does not affect the

quality oftheoutgoingtransmission. Sidetonedistortioncan beeliminated

by deselecting the nontransmitting radio receiver mixer switch.

D In the UHF frequency band, FM signals may be received when AM is

selected, and vice versa. The received signals will be weak and highly

distorted, however, if the proper modulation (AM or FM) is not selected.

D When G REC is selected, the guard frequency monitored will be the guard

frequency of the frequency band in operation.

15.1.5.2.1

UHF/VHF Backup

In the event of COMM CONTR panel failure, the UHF/VHF radio can be operated directly from the backup

UHF/VHF radio control panel (Figure 15-7). Place XMTR SEL switch on the pilot radio control panel to the UHF

BKUP position. In the event of ACP and/or backup radio control failure, the tone pushbutton for UHF--1 is hardwired

to the radio to allow operation.

Note

D The backup UHF/VHF radio control panel may display a dot when

switching to BKUP position. To activate the display, rotate the CHAN SEL

knob oneposition and back, ortoggleafrequency slew switch up and back.

D In BKUP, if 243 is selected and the pilot radio control panel is returned to

normal operation, 243.000 will remain in the backup UHF/VHF radio

control panel display, but the actual frequency will be selected and

displayed by theCOMM CONTR control panel.To clearthedisplay,rotate

the frequency mode selector to PRESET.

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ORIGINAL

A1-H60BB-NFM-000

CONTROL/

ITEM NO.

INDICATOR

FUNCTION

VOL

Potentiometer. Adjust audio output level.

SQL/OFF

Toggle switch. Enables main receiver squelch in SQL position.

Frequency/

Incandescent lamps. Display frequency selected, channel selected, or built-in

channel display

test (BIT) results. Displays hundreds, tens, and units. Decimal point (is off in

PRESET), tenths, hundredths, and thousandths MHz frequency.

UHF AM/FM

Toggle switch. Selects either AM or FM operating modes when tuned to a

selector

frequency in the UHF band.

BRT

Potentiometer. Varies light intensity of FREQ/(CHAN) display.

Operational

Rotary switch.

mode selector

T/R

Enables main receiver/transmitter of radio.

T/R & G

Enables guard receiver in addition to functions described for T/R. Guard receiver

is automatically tuned to proper frequency for selected operating band of main

receiver.

Not functional in the SH-60B.

TEST

Initiates built-in test sequence of receiver/transmitter. Results of test are displayed

on FREQ/(CHAN) display.

Frequency slew

Momentary contact on-off-on toggle switches. The first switch increases hundreds

switches

and tens MHz frequency in up position and decreases frequency in down position.

The second switch increases units MHz frequency in up position and decreases

frequency in down position. The third switch increases tenths MHz frequency in up

position and decreases frequency in down position, and the fourth switch increases

hundredths and thousandths MHz frequency in up position and decreases

frequency in down position.

CHAN SEL

Rotary switch. Permits selection of 1 of 30 preset frequencies (channels) when

operational mode is set to PRESET.

Frequency

Rotary switch.

mode selector

243

Turns on radio and causes main receiver/transmitter to tune to 243.000 MHz

(UHF AM) guard frequency. All front panel controls except VOL, SQL, and BRT

are disabled.

MAN

Permits manual change in operating frequency by using frequency control

switches. CHAN SEL control has no effect. Transmitter and receivers are

disabled during frequency change.

G (Guard)

Tunes receiver/transmitter to guard frequency to the band to which the radio was

last tuned (Note ).

PRESET

Permits selection of any 1 of 30 preset operating frequencies. Selected channel

number is displayed on front panel tenths MHz readout for channels under 10,

and units and tenths MHz readout for channels greater than 10.

READ

Permits display of frequency of preset operating channel instead of channel

number. Displayed frequency may be altered by use of frequency control

switches, but stored frequency will not change.

LOAD

Loads frequency selected in READ mode into memory to alter preset channel

frequency. No change in stored preset frequency unless frequency has been

changed while frequency mode selector has been set to READ.

Note

the frequency mode selector is set to PRESET or READ and then back to G (guard), the guard frequency

displayed will be the one appropriate for the frequency band of the preset channel. If the frequency mode

selector is then set to MAN and back to G, the guard frequency displayed will be the one appropriate for the

frequency band of the manually selected frequency.

Figure 15-7. Backup UHF/VHF Radio Control Panel (BuNo 162991 and Subsequent) (Sheet 2)

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A1-H60BB-NFM-000

15.1.5.2.2 UHF/VHF Test

The backup UHF/VHF radio control panel three test functions are receiver/transmitter monitoring (on--line), control

monitoring (continuously), and receiver/transmitter testing (off--line).

1. Receiver/transmitter monitoring BIT (on--line). The backup UHF/VHF radio control sends a transmit

command every 1 to 3 seconds that asks for receiver/transmitter BIT results. The receiver/transmitter replies

with a receive command followed by BIT results. BIT results contain three constant monitor faults:

voltage--to--standing wave ratio (VSWR), forward power (RF output), and loss of lock (synthesizer failure).

2. Control monitoring BIT (on--line). Continuous on--line BIT monitors the control microcomputer. Should the

microcomputerfailinternally,orbecauseofafaultypowersupply,thebackupcontroldisplaywillblankexcept

for the decimal point. Receiver/transmitter testing BIT (off--line).

3. Selecting TEST on the backup control panel commands the receiver/transmitter into a BIT algorithm. During

test, the backup control display is blank except for the decimal point. Upon completion of test (approximately

5 seconds), the receiver/transmitter sends BIT results which are then displayed by the backup control panel.

Sample test readouts are shown in Figure 15-8.

MODE

DISPLAY

FAULT

INTERPRETATION

RCV

AT LOL OR RMT CONTINUE

SELECT TEST MODE

(NOTE)

XMT

REDUCED PWR HIGH VSWR

SELECT TEST MODE

TEST

8 8 8.8 8

NONE

SELECT TEST MODE

TEST

VSWR

RT AND ANTENNA SYSTEM

TEST

FWD POWER

REPLACE RT

TEST

LOL

REPLACE RT

TEST

REPLACE RT

TEST

REPLACE RT

TEST

REPLACE RT

TEST

REPLACE RT

TEST

INTERFACE OR RT

REPLACE RT

TEST

RMT CONT

REPLACE RMT CONTROL

Note

LOL designates loss of lock.

Figure 15-8. AN/ARC--182 BIT Test

15.1.5.3 HF Radio

The AN/ARC--174A(V)2 HF radio operates in the frequency range of 2 to

29.9999 MHz. Provisions exist for

narrowband secure--voice USB and LSB. Power is supplied from the NO. 2 DC primary bus through a circuit breaker

marked HF RAD R/T MT--AMPL CPLR in the ATO circuit breaker panel.

15.1.5.3.1 HF Radio Operation

Steps foroperation oftheHF radio referto theHF radio control panel (Figure 15-9). To transmit, position theXMTR

SEL switch on the radio control panel to HF (Figure 15-3). Key transmitter to tune selected frequency. Once the tune

cycle has been completed, the radio is tuned.

ORIGINAL

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A1-H60BB-NFM-000

Do not operate HF transmitter on deck when personnel are within 50 feet

of the antennas. Radiation hazard exists.

Note

D Unlike older HF radios, it is not necessary to tune a particular frequency

prior to shutting down the radio.

D USN communication personnel generally specify HF radio frequencies as

the frequency of the center of the sideband emission rather than the carrier

(window) frequency. Most other communications activities such as

commercial, USAF, and foreign military specify the window frequency

which must be set on the radio control. Therefore, it may be necessary to

set a frequency 1.5 to 2.0 KHz (0.0015 to 0.0020 MHz) off of the frequency

specified in USN communications plans. Shift down for USB and up for

LSB.

15.1.5.3.2 HF Test

1. Select RF TEST. Lamp may blink for up to one minute but must eventually come on steady.

2. Key the radio momentarily. The tune tone should be audible for 4 to 8 seconds and the RF TEST light should

go out. (This step will energize the antenna. For most reliable results, it should be conducted while airborne.)

3. After the tone stops, the RF TEST light may blink for up to one minute but must eventually come on steady.

4. If these indications are not received, the HF radio may not be fully operational and the results of the test should

be passed to maintenance personnel.

15.1.6 Intercommunication System

The ICS permits communications between aircrewmembers. Each crewmember RSC panel includes controls for ICS

operation (Figure 15-10). Additional inputs to the ICS network through IBs allow voice communications from the

hoist operator station or from outside the helicopter while on the ground.

The pilot, ATO, SO, and instructor stations internal voice microphones may be voice actuated or push--to--talk (PTT). At

the pilot and ATO station, the intercommunication PTT switch is the first detent of a trigger switch on the cyclicgrip

(the second detent actuates a selected radio transmitter). In addition, the pilot, ATO, and SO stations have two

footpedal communication switches. The ICS switch for the instructor station is a pushbutton located below the

instructor RSC panel. The ICS switches for the rescue hoist station are located on the hover trim control grip and the

crewman rescue hoist pendant.

The ICS CALL switch on the cyclic grip or RSC overrides all transmissions or receptions. This allows

communication with the other crewmen, regardless of the configuration RSC switches.

15-27

ORIGINAL

A1-H60BB-NFM-000

INDEX

NUMBER

CONTROL LABELS

FUNCTIONAL DESCRIPTION

The HF radio panel contains the switch functions and indications needed

to operate the HF radio transmitter/receiver.

The HF SECURE ON/OFF lever-lock toggle switch on the COMM

CONTR panel is used to transmit secure-voice.

1,2

MHz (rotary switches)

The frequency readout and frequency selector controls are drum

displays and rotary switches used to select one of 280,000 usable HF

frequencies in the range from 2.0000 to 29.9999 MHz in increments of

100 Hz.

(Mode select)

The Mode select switch is an eight-position rotary switch. It provides the

following mode selections.

USB, LSB, AM

These positions allow the user to select one of three possible clear voice

modes of radio transmission and reception — USB, LSB, or AM. USB

and LSB can be used to transmit/receive secure voice.

Not implemented in the SH-60B.

SVU, SVL

These modes are for narrowband operation and are only usable when a

compatible HF secure-voice encoder, such as the KYV-5, is integrated with

the HF radio. SVU and SVL can be used for both transmit and receive

(transmit toggle switch on the CSCG must be on). The difference between

SVU and SVL, and USB and LSB is a 10 db decrease in volume for SVU

and SVL.

RF TEST

Placing the mode selector switch in this position allows the user to

isolate an HF radio fault to an individual unit. This is accomplished by

selecting an HF frequency and keying the system. The status of the RF

TEST lamp (NO. 4) will indicate which unit is faulty.

RF TEST

The yellow RF TEST lamp indicates which unit is faulty when the RF

TEST position of the mode selector switch is used. Indications and their

meaning are as follows:

OFF — Fault is in the receiver/transmitter unit.

ILLUMINATED STEADY AFTER BLINKING — Normal operation and no

fault.

BLINKING — Fault is in amplifier-power supply or antenna coupler. A

BLINKING indication can be further interpreted by aural monitoring.

After the tune cycle has been completed, the normal tune tone should

disappear from the headset. A continuing tone indicates a fault in the

Power Amplifier or Power Supply. An interrupted tone (beeping)

occurring about 10 seconds after the tune cycle is initiated indicates a

fault in the Antenna Coupler.

SQL

The SQUELCH control provides a selection of eight squelch

threshold-level settings which reduces the background noise between

transmissions.

Figure 15-9 HF Radio Control Panel (Sheet 2)

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ORIGINAL

A1-H60BB-NFM-000

Figure 15-10. Intercommunications System (ICS) Controls

Note

D To avoid the possibility of communications interference, DO NOT utilize

ICS while simultaneously transmitting on UHF/VHF or HF.

D To prevent hot mike of other selected transmitters and loss of VOX ICS,

ensure the ANDVT (USC--43/KYV--5) HF SECURE toggle switches are

OFF when not in use. The toggle switches are mounted on the side of the

center console, one on the pilot side and one on the ATO side.

D ICS operation requires AC power. ICS will not be available when the

battery is the only source of electrical power.

15.1.7 Speech Security System

15.1.7.1 Speech Security Equipment, TSEC/KY-58

The half--duplex, wideband KY--58 and interface adapter (Z--AHQ) (Figure 15-11) provide secure operation for the

UHF radios. The KY--58 and ZAHQ replaced the older KY--28 speech security equipment. When UHF secure

operation is selected on the COMM CONTR panel, the selected UHF Receiver/Transmitter (R/T) operates in

conjunction with the KY--58. The other UHF R/T is allowed simultaneous transmissions in the clear. Audio signals

from the crewmember headsets are routed to the KY--58 by the CSCG ACP. The KY--58, located in the Mission

Avionics Rack (MAR), encrypts the audio signals, which are then sent to the selected UHF R/T via the CSCG ACP.

Secure UHF audio received by the UHF R/T is routed to the KY--58 by the CSCG ACP. The KY--58 decrypts the

signals using the operational code and sends the clear audio to the CSCG ACP for distribution. Primary mission

power is required for secure communications.

The KY--58 incorporates several advantages over the KY--28 it replaced. It allows up to six codes to be electrically

loaded at one time into its memory, providing greater tactical communications flexibility. In addition, keying of the

KY--58 is done using the same loading devices as the KYV--5 and KG--45.

ORIGINAL

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A1-H60BB-NFM-000

INDEX

CONTROL

NUMBER

LABELS

FUNCTIONAL DESCRIPTION

FILL Select

Zeroizes memory locations 1 through 5 simultaneously.

1-5

Addresses memory location 1.

Addresses memory location 2.

Addresses memory location 3.

Addresses memory location 4.

Addresses memory location 5.

Addresses memory location 6.

Zeroizes memory locations 1 through 6 simultaneously.

ALL

Power Switch

Removes power from the KY-58. Clear voice is still available.

Selects a time delay for use when transmitting through a COMM relay station.

Applies power to the KY-58 (normal mode).

OFF

Removes power from the KY-58. Clear voice is still available.

VOLUME Control

Adjusts output volume of received signal when in cipher mode.

PTT

Push-to-talk.

LOC/REM

Selects local or remote operation (remote normal operation).

FILTER

Baseband premodulation filtering.

Selects filtering.

OUT

Deselects filtering (normal mode).

Figure

15-11. TSEC/KY--58 and Z--AHQ Interface Adapter Controls and Indicators (Sheet 1 of 2)

15-31

ORIGINAL

A1-H60BB-NFM-000

INDEX

CONTROL

NUMBER

LABELS

FUNCTIONAL DESCRIPTION

Function switch

BBN or BBV

Selects baseband (FM) mode. (Note)

DPN or DPV

Selects diphase (AM) mode. (Note)

MODE Control

Switch

Permits transmission of plain voice.

Permits transmission of cipher voice.

Permits loading of variables into the KY-58.

Permits reception of a remotely keyed variable.

Note

BBN and BBV are interchangeable. DPN and DPV are interchangeable.

Figure 15-11. TSEC/KY--58 and Z--AHQ Interface Adapter Controls and Indicators (Sheet 2)

These codes are retained by the internal battery or aircraft power until zeroized. Refer to the current operational

communication plan for proper mode and code selection. Refer to Figure 15-12 for troubleshooting procedures.

Note

D The ability to receive but not be heard indicates a diphase/baseband

mismatch. (Diphase can receive baseband, but baseband cannot receive

diphase).

D Inability to hold a key may be the result of a weak or dead battery.

D A good key with the apparent inability to transmit or receive secure voice

(noise following the beep) may indicate a code mismatch.

D When in secure voice mode, radio volume is controlled on the KY--58. The

CSCG control panel radio volume is disabled.

D Clearguard transmissions do not pass through theKY--58; guard should be

monitored on the radio not in secure mode.

The KY--58/Z--AHQ assembly memory can be zeroized by the following methods:

1. Depressing the zeroize button on the CSCG control panel.

2. Selecting Z 1--5 or Z ALL on the KY--58.

15.1.7.1.1 Z-AHQ Adapter

The KY--58 is mechanically mounted to the Z--AHQ adapter as shown in Figure 15-11.

15.1.7.2 Tactical Speech Security Equipment, TSEC/KYV-5

The half--duplex, narrowband KYV--5 (Figure 15-13) consists of:

1. Processor.

2. Remote Control Unit.

ORIGINAL

15-32

A1-H60BB-NFM-000

TONE

OCCURS

INDICATES

PROCEDURE

Continuous beeping

At turn-on.

Clear by pushing and releasing

(cryptoalarm) with

push-to-talk (PTT) button.

background noise

Continuous beeping

At any time other than

Equipment or battery

Repeat TURN-ON procedures. If the

(cryptoalarm alarm)

turn-on.

failure.

alarm does not clear, change the

prime battery. If it still does not clear,

turn the equipment in for

maintenance.

Continuous tone

Any time an empty

1. An empty storage

Follow LOAD procedure to enter a

(parity alarm)

new cryptovariable. If the alarm

and PTT is depressed

2. An invalid

does not clear, change the prime

and held.

cryptovariable is

battery. If it still does not clear, turn

present.

the equipment in for maintenance.

3. Equipment fails to

receive a valid

cryptovariable sent by a

remote keying

operation.

4. Equipment failure.

A single beep

1. Each time PTT is

1.Begin speaking.

initiated with the

2. A valid

equipment in cipher

cryptovariable.

and a filled storage

3. The cryptovariable

has passed the parity

2. When a

check.

cryptovariable has

been successfully

received.

3. At the beginning of

a receive message.

A single beep in time

After the preamble is

Begin speaking.

delay (TD)

sent.

Background noise

At turn-on.

The KY-58 is working

If no background noise is heard at

properly.

turn-on, turn equipment in for

maintenance. (Note)

A single beep followed

At any time in cipher

Receiving station on a

1. Turn fill select switch to the

by a burst of noise

text mode.

different variable than

common variable.

transmitting station.

2. As a last resort, contact

transmitting station in plain and

agree to meet on a particular

variable.

Note

This is important because the absence of noise indicates a malfunction which cannot be otherwise detected.

It does not affect the communications capability. It does, however, affect the security provided by the KY-58.

Figure 15-12. KY--58 Aural Tones

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ORIGINAL

A1-H60BB-NFM-000

The KYV--5 provides secure--voice operation capability for the HF radio. When HF secure operation is selected on

the COMM CONTR panel, the HF radio operates in conjunction with the KYV--5. Audio signals received by the HF

radio are routed to the KYV--5, via the CSCG ACP, for decryption. Clear audio is then returned to the ACP for

distribution to crewmember headsets. Audio signals from crewmember headsets are routed to the KYV--5 by the

CSCG ACP. The KYV--5 encrypts the audio signals and sends them to the HF radio, via the CSCG ACP, for

transmission. Power is supplied from the NO. 2 DC primary bus through a circuit breaker located in the mission

avionics circuit breaker panel, marked HF SECURE.

Note

The ARC--182 VHF radio, installed in ESP--modified aircraft as an

aftermarket kit, is inoperable with the HF SECURE switch in the ON

position.

Figure 15-13. Tactical Speech Security Equipment

ORIGINAL

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A1-H60BB-NFM-000

15.1.7.2.1 Processor

The KYV--5 processor contains the circuits required for encryption/decryption of HF audio signals. The processor

contains the electrically inserted operational code. Principles of operation for the KYV--5 processor are contained

in classified publications.

15.1.7.2.2 Remote Control Unit

The remote control unit provides an interface for controlling the KYV--5 and is located on the MAR. The operational

code is electrically inserted into the remote control unit, which sends it to the KYV--5 processor. The code can be

zeroized by activation of the ZERO CODE switch on the COMM CONTR panel. The zeroize signal is sent to the

remote control unit, which forwards it to the processor. Electrical reinsertion of the code is required when the code

has been zeroized. The code is zeroized in the following two situations:

1. Activation of the zero code switch on the COMM CONTR panel.

2. PWR/FILL dial switch is rotated to OFF/ZEROIZE position.

15.1.7.3 Radio Terminal Set, AN/ARQ-44 (Data Link)

The Radio Terminal Set (Data Link) is a full--duplex, secure RF link between the helicopter and the ship. Operating

in the super high frequency (SHF) spectrum, it provides two--way secure data and secure voice communications

between the ship and the helicopter. The data link has three modes of operation which are selectable on the CSCG.

In ASW mode, the R/T transmits acoustic sensor data on RF channel NO. 1. In ASST mode, it transmits radar/IFF

sensor data on RF channel NO. 1. ASW/ASST modes are normally used only for maintenance. In AUTO mode, the

Data Link receives antenna pointing, antenna selection, RF channel selection, and mode commands from SAC--1.

In HELO CONTROL, all information except ship commands are transmitted and received. The data link consists

of the following components: communication security equipment, receiver/transmitter

(R/T), multiplexer--

demultiplexer (mux--demux), and the data link antennas.

15.1.7.3.1 Communication Security Equipment, TSEC/KG-45

The KG--45 (Figure 15-14) is a high--speed, full--duplex key generator that provides cryptographic security for both

uplink and downlink data between the tactical avionics and the ship electronics systems. The KG--45 encrypts and

decrypts the data link signal for the radio terminal set. The KG--45 is zeroized by loss of power for approximately

two minutes. The data link cannot be operated without a properly keyed KG--45. The KG--45 must be keyed with

MSN PWR on. Once keyed, the KG--45 will continue to operate in the voice mode with SAC power secured (e.g.,

performing engine overspeed checks on hardwire). Power is supplied from the NO. 2 DC primary bus through a

circuit breaker marked DATA LINK SECURE located on the mission avionics circuit breaker panel.

15.1.7.3.2 Receiver/Transmitter, RT-1275/ARQ-44

The radio R/T provides for continuous wave transmission and reception of mission data between own ship and the

helicopter. During uplink, the R/T receives transmission from one of the antennas and sends it to the mux--demux.

Data for downlink is received from the mux--demux and routed for transmission. When the data link switch is in

RADIATE, RF output is available to either antenna or the hardwire port. In STBY, the transmitter will not radiate.

The Weight--On--Wheels switch causes the RF output to shift to the dummy load, while low--level RF power is still

present at the hardwire port. Each of the 16 available data link channels contains two discrete SHF frequencies, one

for uplink and one for downlink.

15.1.7.3.3 Multiplexer-Demultiplexer, TD-1254/ARQ-44

The mux--demux functions as two basic units, a multiplexer and a demultiplexer. Both units operate simultaneously.

The demultiplexer receives uplink data from the R/T and sends it through the KG--45 for decryption. Upon return

ofthedecrypted data, the demultiplexerseparates and routes thedata to various onboard equipment. Themultiplexer

gathers downlink data, arranges it into the proper format, sends it through the KG--45 for encryption, and then to the

R/T for transmission to the ship.

15-35

ORIGINAL

A1-H60BB-NFM-000

Figure 15-14. Communications Security Equipment TSEC/KG--45

15.1.7.3.4 Data-Link Antennas, AS-3273/ARQ-44

The two data--link antennas are independently steered to continuously point at the ship; however, only one antenna

will radiate at any given time. The AOP computes the relative bearing of the ship from the helicopter and sends the

antenna select commands to the mux--demux. The mux--demux passes the commands to the R/T to control selection

oftheRF powerto theappropriateantenna. Theforward antennaoperates from 285° to 075° relative. The aft antenna

covers the area from 071° to 289° relative. This gives a 4° overlap to prevent loss of synchronization.

15.1.8 Identification System

The IFF subsystem is comprised of two components: the IFF transponder and associated KIT--1/TSEC series

transponder computer, which responds to interrogation from other friendly units; and the IFF interrogator and

associated KIT--1/TSEC series interrogator computer, which interrogates other units for identification.

15.1.8.1 IFF Transponder

The transponder is made up of the APX--100 receiver/transmitter and KIT--1/TSEC series transponder computer. It

is controlled from the IFF transponder control panel on the lower console (Figure 15-15).The transponder cannot be

controlled by mission computer commands. The IFF subsystem can operate in four modes. Mode 1 provides 32 code

combinations, any one of which may be selected in flight. Mode 2 and Mode 3/A each provide 4,096 codes. Mode

4 provides military secure IFF. Mode C provides altitude encoding. Power is supplied by the NO. 1 DC primary bus

through a circuit breaker marked APX--100 CONTR XPONDR located in the ATO circuit breaker panel.

ORIGINAL

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A1-H60BB-NFM-000

INDEX

NUMBER

CONTROL LABELS

FUNCTIONAL DESCRIPTION

IFF

The IFF Transponder Control Panel provides the controls for the IFF

Transponder Set. The Transponder cannot be controlled as a result of

control commands received from the computer.

TEST

The green TEST GO and the red TEST/MON NO-GO PRESS TO

TEST, turn to dim, annunciators indicate satisfactory operation of the

MON, NO-GO

transponder for selftest of Modes 1, 2, 3/A, 4, and C.

The green GO light indicates a good self-test. The red NO-GO light

indicates a bad self-test on the KIT-1/TSEC Series Computer code is

connected and Mode 4 is not coded or the Master selector is in STBY.

The monitor function of the red light causes the light to illuminate

momentarily when the transponder replies to an interrogation with

MASTER in NORM.

ANT

The Antenna Control is a three-position toggle switch used to select the

IFF antenna.

TOP

Top position selects the upper IFF antenna.

DIV

Diversity position selects automatic switching between the upper and

lower IFF antennas.

BOT

Bottom position selects the lower IFF antenna.

MASTER

The MASTER selector is a four-position rotary switch with the following

functions:

OFF

OFF turns transponder off. Switch must be pulled outward to rotate to

this position.

STBY

Standby places transponder in warmup condition.

NORM

Normal causes the transponder to operate normally.

EMER

Emergency conditions the transponder to transmit emergency reply

signals to Mode 1, 2, and 3/A interrogations, regardless of mode-control

settings. The switch must be pulled outward to rotate to this position.

When normal mode selected (center position), respective mode is on

and will respond to challenges.

M-1 TEST

Mode 1 momentary self-test.

OUT

Out (off) position for Mode 1.

M-2

Mode 2 momentary self-test.

OUT

Out (off) position for Mode 2.

M-3/A

Mode 3/A momentary self-test.

OUT

Out (off) position for Mode 3/A.

M-C

Mode C (Altitude Encoding) momentary self-test.

OUT

Out (off) position for Mode C.

STATUS

Three red LED annunciators which isolate the fault status of the external

units that provide data to the IFF system.

ALT

Fault in altimeter, encoding barometric altimeter at pilot position.

KIT

KIT-1 series Encryption unit fault.

ANT

Fault in selected IFF antenna.

RAD TEST/OUT

The RAD TEST/OUT control is a two-position toggle switch for control

of the transponder test circuitry, as follows:

RAD TEST

Causes the transponder to reply to test mode interrogations and to

verify BIT #1 for Mode 4.

Figure

15-15. IFF Transponder Control Panel (Sheet 2)

ORIGINAL

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A1-H60BB-NFM-000

INDEX

NUMBER

CONTROL LABELS

FUNCTIONAL DESCRIPTION

OUT

Monitor — The red TEST/MON light will illuminate when the

transponder replies to interrogation.

MODE 4 CODE Selector

CODE

The MODE 4 CODE selector is a four-position rotary switch with the

following selections:

ZERO

Causes code in both the KIT-1/TSEC series and the KIR-1/TSEC series

computers to be erased. A mechanical latch must be released to turn

the switch to zero. There is no guard when going from ZERO to B or A.

Selects Mode 4, Code B.

Selects Mode 4, Code A.

HOLD

Causes the KIT-1/TSEC series and the KIR-1/TSEC series computers

to hold their codes before securing power. The switch is spring loaded

out of this position so that it will return to the A position when released

by the operator.

MODE 4 TEST/ON/OUT

The MODE 4 TEST/ON/OUT is a three-position toggle switch used to

enable or test Mode 4. The up position (TEST) is spring loaded to return

to the middle position (ON) when the switch is released. The bottom

position (OUT) has a mechanical interlock to prevent inadvertently

switching to Mode 4 off.

MODE 4

The AUDIO/LIGHT/OUT Control is a three-position toggle switch used

AUDIO/LIGHT/OUT

to select the methods by which invalid Mode 4 interrogations are

indicated.

AUDIO selects both audio tone and the IFF caution light on the

Caution/Advisory Panel.

LIGHT, only the IFF caution light on Caution/Advisory Panel.

OUT, no indications of invalid Mode 4 interrogation. A mechanical

interlock is provided to prevent inadvertent movement of the switch to

OUT.

MODE 4 REPLY

The green MODE 4 REPLY PRESS TO TEST, turn-to-dim, annunciator

indicates the transmission of valid Mode 4 replies.

IDENT/OUT/MIC

The IDENT/OUT/MIC selector is a three-position toggle switch. The

IDENT position is spring loaded. When momentarily selected, it initiates

the Identification of Position (I/P) reply for approximately 20 seconds.

Selection of OUT prevents triggering of the I/P function. Selection of the

MIC position enables the I/P replies to be transmitted when the pilot

presses either of his PTT switches.

MODE 1, MODE 3/A

The MODE 1 and MODE 3/A code selectors are six unidirectional

(Code Selectors)

thumbwheel switches used to select Mode 1 and Mode 3/A reply codes.

The first two switches are for Mode 1 codes (octal numbers in range 00

to 73). The last four switches are for Mode 3/A codes (octal numbers in

the range 0000 to 7777).

MODE 2 (Code

The two cover-retaining screws are loosened and the cover enclosing

Selectors)

MODE 1 and MODE 3/A is raised to reveal MODE 2 code settings. The

MODE 2 four-digit octal code is inserted via the pushbutton switches

and observed on the MODE 2 code display. MODE 2 codes are

assigned by operational commanders. After insertion of MODE 2, the

cover is lowered and the cover retaining screws tightened.

Figure

15-15. IFF Transponder Control Panel (Sheet 3)

15-39

ORIGINAL

A1-H60BB-NFM-000

15.1.8.2 Transponder Computer, KIT-1 TSEC Series

The transponder computer (Figure 15-16) processes mode 4 IFF challenges and generates properly coded responses.

The transponder computer uses a manually inserted operational code to decode the interrogation and produce the

response. The response is then sent back to the IFF transponder for transmission. Power is supplied from the NO. 2

AC primary bus through a circuit breaker marked COMPTR XPONDR located in the corner circuit breaker panel.

The IFF subsystem can operate in four modes. Mode 1 provides 32 code combinations, any one of which may be

selected in flight. Mode 2 and mode 3/A provide 4,096 codes each, any one of which may be selected in flight. Mode

4 provides military secure IFF.

Note

The HOLD position should be utilized priorto shutdown if anothertakeoff

is anticipated during the code period.

The IFF subsystem can operate in four modes. Mode 1 provides 32 code combinations, any one of which may be

selected in flight. Mode 2 and mode 3/A provide 4,096 codes each, any one of which may be selected in flight. Mode

4 provides military secure IFF.

The transponder computer generates coded replies in response to valid interrogations from an interrogator

cryptographic computer. Two Mode 4 codes are set in the transponder computer prior to flight, one for the present

code period and one for the succeeding code period. From this time on, whenever the IFF is turned off or electrical

poweris disconnectedforapproximately15 to20 seconds,thecodeswill becleared. Thiscan beprevented byturning

the CODE switch to HOLD position at least 15 seconds prior to power interruption. The KIR--1/TSEC functions in

the same manner. Power is supplied by the NO. 1 DC primary bus through a circuit breaker, located in the overhead

circuit breaker panel, marked APX--100 CONTR XPONDR.

The Mode 4 codes for both the KIT--1/TSEC and KIR--1/TSEC may be cleared manually by turning the CODE switch

to ZERO position. This is a guarded position and requires pulling out and turning to reach the ZERO position.

Likewise, the HOLD function transfers both KIT and KIR codes to hold.

The transponder will give a green reply light to indicate that it has responded to an interrogation. The transponder

will also give an audio and/or IFF caution light indication if it is unable to respond to a valid mode 4 interrogation.

These may be selected or inhibited using the MODE 4 AUDIO/LIGHT/OUT switch (Figure 15-15).

All audible and visual indications are inhibited in the OUT position. The

IFF caution indicators warn the operator of potential life--threatening

conditions relating to the ability to respond to Mode 4 interrogations.

The IFF caution indicator warns of conditions in which Mode 4 interrogations are not being responded to, possibly

resulting from the transponder being in standby or having Mode 4 disabled (e. g., Mode 4 select switch in OUT

position). The IFF caution indications further serves to warn of a zeroized or malfunctioning IFF crypto computer.

The ANT toggle switch offers three selections: TOP, BOT (Bottom), and DIV (Diversity). When TOP is selected,

the transponder will only respond to interrogations from the top antenna. When BOT is selected, responses are only

allowed from the bottom antenna. When DIV is selected, the transponder will respond automatically through the

antenna receiving the strongest signal. The selection of TOP or BOT will not inhibit the transponder from processing

signalsfromaspecificantenna.Thetransponderattemptstomakediversityselectiononreceivedsignalsandattempts

to respond through the antenna having the strongest received signal. If the antenna favored by transponder diversity

selection process is disabled by the ANT toggle switch, no response will be transmitted.

ORIGINAL

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A1-H60BB-NFM-000

Use of the TOP or BOT vice the DIV selection may cause the transponder

not to reply to valid Mode 4 interrogations. Failure to respond to a valid

Mode 4 interrogation may identify you as a potential foe. Take immediate

corrective action in accordance with local directives.

CAUTION

An IFF antenna fault will be indicated on the ANT status annunciator on

the IFF panel (Figure 15-15). This could indicate a failure to transmit. If

using an individual antenna, switch to the other one in an effort to correct

the problem by using the ANT toggle switch (Figure 15-15) on the IFF

panel.

Note

ARC--182 transmissions in the VHF band may cause the test GO (green

light) or NO--GO (red light) on the IFF transponder control panel to

illuminate momentarily.

15.1.8.3 IFF Interrogator

The interrogator is made up of the AN/APX--76B IFF interrogator, the KIR--1/TSEC series interrogator computer,

and the AN/APS--124 Radar Set. In SHIP Control--ASST mode, it can be remotely controlled by the ship via the data

link. A challenge may be issued from the COMM CONTR panel at any time, provided the CSCG control switch is

placed in the manual position. The mode and code of interrogation are also entered from the COMM CONTR panel.

The ATO may then elect to have all responses in the selected mode displayed or only those involving both mode and

code. Interrogation then may be made by activating the Challenge (CHAL) button to accept a correct MODE or

MODE and CODE reply. Challenge correct code (CHAL CC) may be used to accept only a correct MODE and CODE

reply.

While operating IFF in auto sweep or single sweep mode and the mode was

activated by the SO keyset, the SO will receive no indication when the IFF

code is being interrogated, even if AUTO IFF is activated.

Note

Radar power--on causes a resetting of the Interrogator amplifier. At least

one manual challenge must be issued from the COMM CONTR panel

before an uplinked challenge will be accepted and processed.

ORIGINAL

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A1-H60BB-NFM-000

15.1.8.4 Interrogator Computer, KIR-1/TSEC

The Interrogator Computer (Figure 15-17) generates Mode 4 IFF interrogation pulses. The Mode 4 challenge is

activated via the IFF Electrical Synchronizer, which sends a pretrigger to the Interrogator Computer. The Interrogator

Computer uses a manually inserted operational code to generate the required pulse train for the Mode 4 interrogation.

The interrogation pulses are then returned to the IFF Interrogator for transmission. The Mode 4 reply received from

the interrogated station is sent to the Interrogator Computer by the IFF Interrogator. The computer uses the

operational codeto check thereply for propercoded response. The KIR--1/TSEC code is electrically held in thesame

manner as the KIT--1/TSEC. Use of the HOLD feature on the Transponder Control Panel will shift the code back to

hold. There are three methods of zeroizing the code:

1. Mode 4 code switch on IFF Transponder Control Panel (zeroize position).

2. Loss of electrical power for 15 to 20 seconds.

3. Loading door is opened.

Note

D Override of the M4 ALARM may compromise the Mode 4 code.

D ARC--182 transmissions in the VHF band may cause erroneous IFF

contacts. Selection of another COMM frequency may eliminate the

problem.

Certain failures of the interrogator computer will disallow interrogations (indicated by a red CHAL Flag). If the M4

alarm switch on the COMM CONTR panel is placed to ORIDE, it may be possible to force a challenge. If the ORIDE

is successful, a challenge will be issued. At the present time, there are no aural or visual indications of M4 ALARM

activation except for the failure to challenge.

Power is supplied from the NO. 2 DC primary bus through a circuit breaker in the mission avionics circuit breaker

panel marked IFF INTERG.

Figure 15-17. Interrogator Computer, KIR--1/TSEC Series

15-43

ORIGINAL

A1-H60BB-NFM-000

15.1.9 Interference Blanker

The interference blanker prevents interference due to simultaneous transmissions on the following transmitters:

1. IFF interrogator.

2. IFF transponder.

3. TACAN set.

Whenever these units transmit, a suppression input pulse is sent to the interference blanker by the transmitter. The

interference blanker then sends suppression pulses to the other two transmitters. The interference blanker also sends

suppression pulses to the electronic support measures (ESM) system to prevent spurious inputs to the ESM from the

aircraft transmitters. Power is supplied from the NO. 1 AC primary bus through a circuit breaker marked INTRF

BLANKER in the center circuit breaker panel. The interference blanker is located in the pilot seatwell.

15.1.10 Radio Terminal Set, AN/ARQ-44 or AN/ARQ-44A

The radio terminal set (data link) provides a directional RF link between the aircraft and the ship. See NTRP

3--22.4--SH60B for system description.

ORIGINAL

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A1-H60BB-NFM-000

CHAPTER 16

Navigation

16.1

INTRODUCTION

The navigation subsystem determines flight data, such as air and groundspeed, heading, altitude, and attitude of the

helicopter. It provides this data for visual display on cockpit indicators and it relays navigational data to the data

handling subsystem.

16.2

NAVIGATION OPERATIONS

The navigation function processing requirements are partitioned into five subfunctions:

1. Navigation synchronization, used to synchronize ship and helicopter navigation systems.

2. Position keeping, utilizes Doppler radar navigation.

3. Position correction, used to determine and correct errors which arise due to helicopter navigation drift and

sonobuoy drift.

4. Fly--to--point (FTP), provides processing for FTP positions and generated flight path direction commands and

display information.

5. Provides navigational inputs for sensor processing and display.

These subfunctions are performed using various combinations of the navigation equipment described in the

following sections. Figure 16-1 shows the functional flow of navigation data in the system.

16.3

COMPONENTS OF THE NAVIGATION SUBSYSTEM

In this subsection, the various components and units that make up the navigation subsystem are described, along with

their function, location, and operation. The functional interface of the navigation system is the navigation switching

interface unit (NSIU).

16.3.1 Navigation Switching Interface Unit

The NSIU is located in the nose avionics bay and serves as an interface between navigation source equipment and

the associated displays and data processors (Figure 16-2). The NSIU receives data from navigational sensing devices

and distributes this data to navigation displays and subsystem elements. Operator selection of source data is done

usingthefollowing:modeselectcontrol panellocated onthepilot/ATOinstrument panel,COMP panel,and theTCN

panel. In the event of a loss of AC power to the NSIU, or if the NSIU fails, power--off latching relays will establish

the following conditions:

1. Pilot AI will be driven from the pilot AGCA.

2. ATO AI will be driven from the copilot AGCA.

3. Both stations turn--rate needles will be driven from their respective sources.

4. Both BDHIs will only display:

a. Magnetic heading.

b. NO. 2 needle pointing to the currently selected TACAN station.

5. Both mode select panels will be inoperative.

6. No DME data will be available.

Power is supplied from the AC essential bus through two circuit breakers, located on the center circuit breaker panel,

and marked NSIU POWER and NSIU NAV REF, respectively.

16-1

ORIGINAL

A1-H60BB-NFM-000

16.3.2 Compass System

16.3.2.1 Attitude Gyro Control Assembly (AGCA) (Pilot and ATO)

The AGCA consists of a displacement gyroscope, electronic control amplifier, and compass system controllers.

There are two displacement gyroscopes. They supply heading information depending on AGCA mode selected on

the COMP panel (Figure 16-2).

When power is applied to the AGCA, the displacement gyroscope (stable platform) must be erected. The information

required to align the platform is provided by the compass system controller and the remote compass transmitter

(ML--1). A rough alignment phase lasting 2 minutes orients the platform generally in the proper position. At that

point a fine alignment phase begins. During this phase the gyro precesses at a normal rate until the platform is

precisely aligned.

Each stable platform provides the stable reference from which changes in aircraft pitch, roll, and heading are

measured. It consists of a two--gyro, three--gimbal assembly. The gyro heading (directional) gyro is mounted on the

innermost gimbal and is erected parallel to the surface of the Earth with its spin axis oriented toward magnetic north

in the slaved mode. The pitch (vertical) gyro is mounted on the middle gimbal. For attitude stabilization, this gyro

is erected perpendicular to the surface of the Earth, with its spin axis parallel to the local vertical. The displacement

gyroscope provides heading, pitch, and roll information via pick--offs from the inner, middle, and outer gimbals,

respectively. The information is sent to the electronic control amplifier for processing and distribution.

The electronic control amplifier

(ECA) contains an azimuth servo amplifier, slaving amplifier, deviation

compensator, turn and acceleration control features, fast synchronization circuitry, malfunction monitoring circuitry,

and power supplies. The electronic control amplifiers route heading, pitch, and roll synchro signals to the NSIU and

to AFCS for distribution to the various equipments. Power is supplied from the AC essential bus (pilot) and NO. 1

AC primary bus (ATO) through two circuit breakers on the overhead circuit breaker panel, marked PILOT ECA and

ATO ECA, respectively.

The electronic control amplifier contains the circuits required to:

1. Erect the stable platform.

2. Process heading information.

3. Correct for anomalies in the ML--1s as they detect the magnetic field of the Earth.

4. Distribute pitch, roll, and heading information.

5. Slave heading gyro to magnetic heading.

6. Suspend erection or remove compass slaving during aircraft acceleration.

7. Perform system monitoring and fault detection.

8. Correct for effects of the rotation of the Earth.

The ECA receives magnetic heading from the remote compass transmitter ML--1 via the NSIU. Mode select

information, heading information, and latitude correction information (for Earth rotation) are received from the

compass system controller. This information is processed by the electronic control amplifier and signals are generated

for the pitch, roll, and heading torques in the stable platform to control erection of the gyros. When acceleration of

the aircraft either linearly or rotationally exceeds cutoff points, the electronic control amplifier reduces erection and

slaving voltages to prevent loss of the stable platform from overdriving the torques.

ORIGINAL

16-4

A1-H60BB-NFM-000

Pitch and roll information received from the stable platform drives follow--up servos in the electronic control

amplifier. The pitch and roll servos provide three--wire synchro signals to the NSIU and automatic flight control

system (AFCS). Heading information received from the stable platform is processed by the electronic control

amplifier, and four separate three--wire synchro heading signals are generated. The information represented by these

signals depends on the mode of operation selected on the compass system controller.

The electronic control amplifier monitors critical voltages and signals during operation to detect system

malfunctions. If a malfunction is detected, an AGCA FAIL signal is transmitted to the NSIU. This alerts the pilot

to allow switching navigation displays from one AGCA to the other so that valid information is provided.

The compass system controller (Figure 16-3) contains the controls and indicators required to operate the AGCA.

Functions of the compass system controller are:

1. Providing synchronization display.

2. Setting local latitude, north or south hemisphere.

3. Setting heading information.

4. Selecting AGCA mode.

5. Generating latitude correction signals.

6. Enabling fast SYNC and fast erect functions.

16.3.2.2 Remote Compass Transmitters (Pilot and ATO), ML-1(MOD)

There are two remote compass transmitters, both located in the tail cone section. One operates with the pilot AGCA

and the other operates with the ATO AGCA. The remote compass transmitters, commonly referred to as flux valves,

detect the direction of the Earth magnetic field and transmit this information electrically through a slaving circuit to

a torque motor in the AGCA Directional Gyroscopes. The AGCA torque motor maintains the directional gyroscope

heading reference in a fixed position relative to the Earth magnetic field.

16.3.2.3 Bearing-Distance-Heading Indicators

The BDHIs are primary navigation instruments. The BDHI uses navigation data from various sources to present the

pilotwithasymbolicdisplayofthehorizontalnavigationsituation.Inadditiontocoursesettings,bearinginformation

from the TACAN and DFG equipment is presented on the BDHI. Figure 16-4 shows the BDHI and describes its

individual indicators. Power for the pilot BDHI is supplied from the AC essential bus and DC essential bus through

two circuit breakers located in the center circuit breaker panel and the overhead circuit breaker panel, both marked

PILOT BDHI. Power for the ATO BDHI is supplied from the NO. 1 DC primary bus and NO. 1 AC primary bus

through two circuit breakers located in the ATO circuit breaker panel and center circuit breaker panel, respectively.

16-5

ORIGINAL

A1-H60BB-NFM-000

INDEX

NUMBER

CONTROL

FUNCTIONAL DESCRIPTION

SYNC IND

The Synchronization Indicator indicates the synchronization between the

directional gyro output and the remote compass when the SLAVED mode is

selected with the mode selector switch. If they are not synchronized, the

indicator shows in which direction a correction must be made to avoid

ambiguity.

N/S

The two-position (N/S) hemisphere selector toggle switch permits the selection

of either North or South latitude for use by the system.

HDG

The PUSH to SYNC is a push-and-turn switch (spring return to center) that

+/--

provides heading set. When the HDG button is pressed, the heading set

PUSH

control markings indicate the direction to turn the control to provide a

decreasing (--) or increasing (+) heading change. When synchronized, the

synchronization indicator is centered.

Mode selector

The mode selector is a three-position rotary switch used to select one of the

following modes of operation:

SLAVED

The SLAVED mode is the primary mode of operation (gyro stabilized magnetic

compass). The SLAVED mode synchronizes the directional gyro output to the

remote compass heading. When selected, fast synchronization occurs in the

same manner as when the system is first turned on.

EMERG

The compass mode is for emergency use only, when the directional gyro is

disabled. Only remote compass information is used for heading (unstabilized

magnetic heading).

The directional gyro mode is normally selected when local magnetic conditions

or operations in high latitudes make the magnetic compass information

unreliable. Because no magnetic correction is applied to the directional gyro,

manual insertion of latitude information is essential to compensate for

precession caused by the rotation of the Earth.

LAT

The latitude selector knob and readout window are used to set the latitude to

that of the helicopter during operations in the DG or SLAVED mode. The

readout window displays latitudes 0° to 90°, graduated in two-degree intervals

with major divisions and numerals every ten degrees.

ERECT

Pushbutton that provides fast compass synchronization and AI fast erect.

Figure 16-3. Compass System Controller (Sheet 2)

16-7

ORIGINAL

A1-H60BB-NFM-000

INDEX

NUMBER

CONTROL

FUNCTIONAL DESCRIPTION

Range counter

Displays digital range information in hundreds, tens, units, and tenths of a

mile (Doppler groundspeed in knots when BDHI is in Doppler mode). Range

is slant range to a TACAN station or horizontal range to an FTP.

Bearing needle

Indicates relative bearing to signal source being tracked by DFG.

NO. 1

Lubber line

Reference line indicating center line of aircraft.

Course arrow

Indicates selected course on compass case.

Bearing needle

Indicates relative bearing to selected TACAN station.

NO. 2

COURSE counter

Displays course to the nearest degree. Indicates same value as course

arrow.

Fail flag

Unit Fault Indicator indicates failure of one or more internal status

monitoring tests.

Course dots

Scale for deviation bar. 1 dot = 5° deviation.

CRS

The course select knob is used for manual course selection.

Positions course pointer (4) and sets course counter (6).

Deviation bar slot

Slot for control arm of deviation bar.

Deviation bar

Fly-to bar that indicates deviation from selected course.

Aircraft symbol

Miniature aircraft for orientation reference.

HDG

The heading select knob is used to manually set heading. Positions heading

select marker.

To/From indicator

When pointing to the head of the course pointer, arrow indicates aircraft

flying TO a TACAN station or FTP, when pointing to tail, it indicates flying

FROM a TACAN station or FTP.

Heading select

Indicates heading necessary to maintain selected or computer generated

marker (heading bug)

course.

OFF flag

Indicates absence of internal power or external ground.

NAV flag

When computer is in TACAN mode, indicates TACAN data is unreliable.

When computer is in CPTR mode, indicates the absence of a fly-to-point.

When computer is in DPLR mode, indicates Doppler groundspeed is below

8 knots.

Note

Selection of ALTR mode may bypass power failure.

Figure 16-4. Bearing--Distance--Heading Indicator

ORIGINAL

16-8

A1-H60BB-NFM-000

Both AC and DC power are required for proper BDHI operation. The AC power supply provides operating voltages

to rotating components. The DC power is used for various latching solenoids in the BDHI. The latching solenoids

provide for computer control of the HDG and CRS knobs, thus if DC power is lost or the DC circuit breaker is out,

FTP steering and Doppler steering will be lost.

Three modes are available: TCN (TACAN), CPTR (computer), and DPLR (Doppler) (Figure 16-5). Operating modes

of the two BDHIs can be independently selected by their respective mode--select panels (Figure 16-6).

MODES

DISPLAY

INDICATOR

TACAN

COMPUTER

DOPPLER

Needle 1

ADF/OTPI

Needle 2

TACAN radial

Compass card

Magnetic heading

True heading

Magnetic heading

Heading marker

Set by knob (manual)

Command heading to

Command heading to fly

FTP

selected course

Course Arrow

Set by knob (manual)

Course to FTP

Set by knob (manual)

Deviation bar

Course error

Command heading error

Course window

Selected course

Course to FTP

Selected course

Range window

TACAN DME

Range to FTP

Doppler groundspeed

Figure 16-5. BDHI Displayed Data as a Function of Selected Mode

16.3.3 Radar Navigation Set, AN/APN-217

The radar navigation set (RNS) is the Doppler groundspeed sensor, designed to operate reliably even in low seastate

conditions and over land. The SEA mode is the default mode whereas the LAND mode is selected through the AOP

and MPD controls. The RNS provides groundspeed information to the automatic flight control system (AFCS) for

coupled hover operations. This information is also displayed on the Attitude Indicators (AI) by the heading velocity

(VH) and drift velocity (VD) bars and by the vertical velocity (VZ) pointer. It provides three axis velocities that are

used to compute the groundspeed that may be displayed on the BDHI. The RNS transmits four narrow beams to the

surface of the Earth and measures the Doppler shift of the return signal due to aircraft motion. From these

measurements, the heading, drift, and vertical aircraft velocities are calculated. This data is sent to the NSIU in analog

form and then to the pilot and ATO AIs. When the BDHI mode is selected to Doppler, the NSIU displays Doppler

groundspeed and heading to fly which it calculates from the heading and drift velocities and the course selected.

Digital vector components are sent to the data handling subsystem, where they are used for Doppler navigation. The

Doppler radar will maintain a reliable track over sea state one at steady bank angles up to and beyond 45°. However,

Doppler tracking is severely degraded by vertical acceleration, roll acceleration, and pitch and roll rate, especially

in combination. Loss of Doppler track is indicated by short periods of Doppler in memory. In situations where this

could affect navigation (i.e., bias development), avoid abrupt maneuvers or turns combined with climbs or descents.

Power is applied to the RNS whenever AC and DC power are available and the DPLR switch on the MSN SYS panel

is ON. The DPLR button on the mode select panel (Figure 16-6) causes the Doppler groundspeed to be displayed

in the range readout window of the BDHI (Figure 16-4).

16-9

ORIGINAL

A1-H60BB-NFM-000

INDEX

FUNCTION

Mode select

This panel permits the pilots to select the source of heading and attitude reference and the

panel

gyro to be used for heading and turn-rate displays.

TURN RATE

Alternate-action pushbutton with two displays.

NORM

The turn-rate gyro normally associated with each AI is being used as the source of turn rate

(i.e., the pilot turn-rate gyro is feeding the pilot AI turn-rate needle and the ATO turn-rate gyro

feeds the ATO AI turn-rate needle).

ALTR

Selection of ALTR on the pilot turn-rate button switches the source of the pilot turn-rate

indication to the ATO turn-rate gyro. The ATO ALTR turn-rate selection switches his turn-rate

source to the pilot turn-rate gyro.

HARS

The heading attitude reference system pushbutton, alternate action with light display for each

condition.

NORM

The HARS normally associated with each AI and BDHI is being used as the source of attitude

and heading. The pilot HARS provides pitch and roll to the pilot AI and heading to the pilot

BDHI; the ATO HARS provides pitch and roll to the ATO AI and heading to the ATO BDHI.

ALTR

Selection of Alternate (ALTR) on the pilot HARS switches the source of the pilot attitude and

heading indications on the pilot AI and BDHI to the ATO HARS. The ATO ALTR selection

similarly switches the attitude and heading indication source to the pilot HARS. Only one HARS

switch can be in ALTR. Pilot selection of ALTR will override the ATO selection and return the

ATO to NORM.

HVR

The hover pushbutton is an alternate-action pushbutton switch/display. When illuminated

(green), VH, VD, and VZ signals from the Doppler are displayed on crossed bars and a pointer

on both AIs for use by the pilot and ATO during hovering flight.

Figure 16-6. Mode Select Control Panel (Sheet 1 of 2)

ORIGINAL

16-10

A1-H60BB-NFM-000

INDEX

FUNCTION

BDHI

TCN

The TACAN pushbutton, when pressed, illuminates green and causes the RANGE readout

window on the applicable BDHI to display TACAN range. In addition, the course select and

heading set knobs on the applicable BDHI are enabled.

CPTR

The computer pushbutton, when pressed, illuminates green and causes range to a computer

derived FTP to be displayed in the RANGE readout window. Bearing to the FTP is displayed on

the course pointer. In this mode, the course set and heading set knobs are disabled and the

heading bug is driven by the computer as command information to the pilot or ATO, as

applicable.

DPLR

The Doppler pushbutton, when pressed, illuminates green and causes groundspeed to be

displayed in the RANGE readout window of the BDHI. During this mode, the course set knob is

enabled, but the heading set knob is disabled, and the heading bug is driven by an NSIU as

command information to the pilot or ATO, as applicable.

Figure 16-6. Mode Select Control Panel (Sheet 2)

The NAV flag will appear on the BDHI in the DPLR mode whenever Doppler groundspeed is below 8 knots. If the

RNS shifts to the memory mode, the NAV window will remain blank and the VH, VD, and VZ pointers will freeze.

Power is supplied from the NO. 2 DC primary bus and the NO. 1 AC primary bus through two circuit breakers located

on the ATO and the center circuit breaker panels, both marked NAC RDR SET.

16.3.4 TACAN Navigation Set, AN/ARN-118(V)

The TACAN navigation set consists of a receiver/transmitter (R/T) and control and is a polar--coordinate navigation

system, with the aircraft at the origin. The TACAN Set receives a UHF signal from a TACAN surface station (ground

or shipboard) or aircraft and calculates the magnetic bearing and slant range to that station. Station identification

codes are conveyed by audio modulation of the returning signal. The range of the TACAN is limited to line--of--sight

and increases with aircraft altitude up to 123 nm at 10,000 feet. The TACAN set operates on a channel selected from

252 available channels, 126 “x” (FAA) and 126 “y” (tactical). Range information is determined by measurement of

the time for round--trip travel of the radio signal between the helicopter and TACAN station. Aircraft radial is

determined by phase measurements which are converted to azimuth indications. The TACAN range and bearing are

displayed on the pilot and ATO BDHI. The TACAN Set also provides high resolution digital outputs of range and

bearing to the CMUX for use in updating the helicopter position.

16.3.4.1 Receiver/Transmitter

The R/T contains all transmitting, receiving, and decoding circuits. The R/T decodes the control and switches to the

proper mode. The receiver and transmitter sections (in T/R or A/A T/R modes) are tuned to the frequencies that

correspond to the channel specified in the control word. Transmit and receive frequencies are always 63 MHz apart.

Power is supplied from the NO. 1 AC primary bus through a circuit breaker, marked TACAN R/T, located on the

center circuit breaker panel.

The R/T switches between the upper and lower antennas signal every 5 seconds until a usable beacon signal is

received on one of the antennas. The antenna with the usable signal is used as the receiver antenna. The bearing is

determined with an accuracy of ±1°.

Note

NAVAIDS listed in the FLIP publications correspond to the X channels

unless otherwise noted.

16-11

ORIGINAL

A1-H60BB-NFM-000

16.3.4.2 TACAN Control

The TACAN control contains all controls and indicators required for operation of the TACAN set (Figure 16-7). The

control relays the TACAN audio station identification signal to the audio converter--processor. Figure 16-4 is a list of the

controls and indicators on the BDHI. Refer to Figure 16-8 for a list of the BDHI indications for each operating mode

as selected on the TACAN control. Power is supplied from the NO. 1 DC primary bus through the circuit breaker marked

TACAN CONTR, located on the ATO circuit breaker panel, and the NO. 1 AC primary bus through the circuit breaker

marked TACAN R/T, located on the center circuit breaker panel.

16.3.4.3 TACAN Operation

For TACAN operation in all modes, use the following procedures:

1. Set TACAN mode switch as desired (REC, T/R, A/A REC, A/A T/R).

2. Set TACAN control CHANNEL selector controls to desired channel.

3. Wait approximately 5 seconds for signal acquisition and lock--on. If bearing signal lock--on does not occur,

the TACAN remains in the search mode with the NAV flag in view.

4. Check that TACAN control TEST indicator is not lit.

5. Check that correct station audio identification signal is received.

6. Read BDHI bearing pointer NO. 2 needle for relative bearing of the beacon. Read MILES window for distance

to the beacon in T/R mode.

If the surface beacon bearing signal is temporarily lost, the TACAN switches to bearing memory and retains the last

valid bearing information for 3 seconds. If the signal is reacquired within the 3 seconds, the TACAN locks on the

signal to provide continuous valid bearing information.

When the bearing signal is lost or becomes unreliable and after the memory time of 3 seconds elapses, the TACAN

switches to an automatic self--test to determine if TACAN operation is correct. During the automatic self--test the only

possible indication on the BDHI is a momentary NAV flag in view. If there is a detected malfunction in the TACAN

system, the TEST indicator on the TACAN control lights at the end of the test cycle and all BDHI bearing, course

deviation, and TO/FROM information may be erroneous. If the TEST indicator does not light at the end of the test

cycle but the TACAN has still not reacquired the bearing signal, the NAV flag remains in view, indicating that the

TACAN is in bearing search.

When a new TACAN channel is selected, the NO. 2 needle may slew to a bearing 90° greater than the relative bearing

of the TACAN station for a nominal 2 seconds, with NAV flag in view, before the NO. 2 needle slews to the correct

bearing and the flag is lifted.

16.3.4.4 Air-to-Air Receive Mode (A/A REC)

In the A/A REC mode, the TACAN calculates the relative bearing to an aircraft equipped with a bearing transmitter

and rotating antenna. The ARN--118(V) TACAN is not capable of transmitting TACAN bearing and few aircraft are

suitably equipped. Any number of aircraft can receive bearing information from one suitably equipped aircraft.

Note

In all TACAN systems there is the possibility of interference from IFF,

transponder, and DME signals when operating in the air--to--air modes. In

order to minimize the possibility of interference, it is recommended that

Y--channels be used and that channels 1 through 11, 50 through 74, and 121

through 126 be avoided.

Use either preassigned channel pairings or establish channel pairing with a 63 channel separation.

ORIGINAL

16-12

A1-H60BB-NFM-000

INDEX

NUMBER

CONTROL

FUNCTIONAL DESCRIPTION

CHANNEL

Displays selected TACAN channel.

VOL

Varies level of audio identification signal.

Mode selector

switch

OFF switch for TACAN system.

OFF

Receive mode. TACAN system receives and measures surface beacon

REC

fundamental bearing and calculates the relative bearing. No distance

information calculated.

Transmit/receive mode. TACAN system interrogates a surface beacon

and receives both bearing and distance information, which is used to

T/R

calculate slant-range distance and relative bearing to the surface

beacon.

Air-to-air receive mode. TACAN system receives bearing information

A/A REC

from a suitably equipped, cooperating aircraft and calculates the

relative bearing to the cooperating aircraft. No distance information

available.

A/A T/R

Air-to-air transmit/receive mode. TACAN system interrogates a suitably

equipped, cooperating aircraft and receives and calculates the

slant-range distance and relative bearing to the suitably equipped

cooperating aircraft. On cooperating aircraft (not equipped with bearing

producing equipment) only slant-range distance is calculated. In this

mode, the TACAN system provides distance replies to other aircraft

when interrogated.

4, 7

CHANNEL

Selects desired TACAN, which is displayed in the CHANNEL digital

display.

TEST (switch)

Initiates system self-test or confidence test.

TEST (indicator)

Lights when malfunction occurs during manual or automatic system

self-test. Flashes at start of self-test cycle to check indicator lamp.

Figure

16-7. TACAN Control Panel (TCN) (Sheet 2)

ORIGINAL

16-14

A1-H60BB-NFM-000

TACAN MODE

BDHI

INDICATION

REC

T/R

A/A REC

A/A T/R

COURSE

Selected TACAN

Selected TACAN radial to

WINDOW

radial to surface

radial to suitably

suitably equipped,

beacon.

equipped,

cooperating aircraft.

COURSE

Selected TACAN

Selected TACAN radial to

POINTER

radial to surface

radial to suitably

suitably equipped,

beacon on compass

equipped,

cooperating aircraft on

card.

cooperating aircraft

compass card.

on compass card.

COURSE

Aircraft deviation left

Aircraft deviation

Aircraft deviation left or right

DEVIATION

or right of selected

left or right of

of selected TACAN radial. If

BAR

TACAN radial.

selected TACAN

cooperating aircraft is not

radial. If

suitably equipped, course

cooperating aircraft

deviation information is invalid

is not suitably

and NAV flag is in view.

equipped, no

indications and NAV

flag is in view.

TO-FROM

Whether course is TO

Whether course is

Whether course is TO or

ARROW

or FROM surface

TO or FROM

FROM suitably equipped,

(NOTE 1)

beacon.

suitably equipped,

cooperating aircraft. If

cooperating aircraft.

cooperating aircraft is not

If cooperating

suitably equipped, TO-FROM

aircraft is not

information is unreliable and

suitably equipped,

NAV flag is in view.

indication is invalid

and NAV flag is in

view.

BEARING

Relative bearing of

Relative bearing of suitably

POINTER

surface beacon with

suitably equipped,

equipped, cooperating aircraft

(NOTE 2)

respect to aircraft

cooperating aircraft

with respect to aircraft

heading. Magnetic

with respect to

heading. Magnetic bearing

bearing indicated on

aircraft heading.

indicated on compass card. If

compass card.

Magnetic bearing

cooperating aircraft is not

indicated on

suitably equipped, NAV flag is

compass card.

in view.

MILES

Shuttered (distance

Slant-range distance

Shuttered (distance

Slant-range distance to

WINDOW

not calculated in

to surface beacon

not calculated in

cooperating aircraft (NOTE 3).

REC).

(NOTE 3).

A/A REC mode).

Notes:

1. TO/FROM arrow indicates whether flight on heading displayed in course window would fly aircraft to or from

selected TACAN beacon.

2. NAV flag is in view when bearing information is unreliable.

3. Distance shutter in view when distance is unreliable.

Figure 16-8. TACAN Operating Modes and BDHI Indications

16-15

ORIGINAL

A1-H60BB-NFM-000

16.3.4.5 Air-to-Air Transmit/Receive Mode (A/A T/R)

In the A/A T/R mode, the ARN--118(V) interrogates a suitably equipped, cooperating aircraft (bearing and distance

information) or a cooperating aircraft (distance only information). The suitably equipped, cooperating aircraft

supplies the interrogating aircraft with both bearing and distance information. The cooperating aircraft supplies the

interrogating aircraft with only distance information. At least five aircraft can receive distance information from an

interrogated aircraft. In this mode, the ARN--118(V) TACAN also supplies distance information to the other aircraft

when interrogated. When the ARN--118(V) is interrogated and supplying distance information to more than one

aircraft, the ratio of the distance between the ARN--118(V) and the furthermost aircraft and the distance between the

ARN--118(V) and the nearest aircraft must be no greater than 4:1.

Note

With interrogating aircraft flying in close proximity of each other, it is

possible that a negative distance may be displayed due to the calibration of

the TACAN system in either aircraft. Since the BDHI cannot display

negative distances, a TACAN output of negative .1 nm is displayed as

399.9 nm and an output of negative 0.5 nm is displayed as 399.5 nm.

16.3.4.6 In-Flight Confidence Test

The in--flight confidence test is initiated when the TEST switch on the TACAN control is momentarily pressed. A

manual self--test is activated and the system is checked providing a greater than 85 percent confidence level. The test

can be terminated at any point by switching either the CHANNEL selector controls or mode selector on the TACAN

control. Perform in--flight confidence test using the same procedures as in the Mission/Weapon System Checklist,

Chapter 7.

Note

It is not necessary to select an unused channel to perform the TACAN test.

16.3.5 Direction Finder Group (DFG), AN/ARA-50

The DFG, when in automatic direction finder (ADF) mode, provides relative bearing to another station transmitting

on a selected UHF frequency and, when in the OTPI mode, to a deployed sonobuoy transmitting on a selected

sonobuoy VHF channel. Selection of ADF or OTPI mode and frequency/channel is made on the COMM CONTR

panel. The ADF or OTPI bearing is displayed on the BDHI via the NSIU by the NO. 1 needle. The AN/ARA--50 is

used for the following:

1. Location of deployed sonobuoys (OTPI mode).

2. Backup navigation (UHF ADF mode).

Note

ADF is unavailable in secure voice mode. Power is supplied from the AC

essential bus and DC essential bus through circuit breakers located on the

center circuit breaker panel and the overhead circuit breaker panel. They are

labeled DF GP PWR and DIR FINDER GROUP, respectively.

16.3.6 On-Top Position Indicator Receiver

The on--top position indicator (OTPI) receiver, R--1651/ARA, is used in conjunction with the direction finder group

(DFG) to provide bearing information to a VHF signal from a sonobuoy. Effective on BuNo 164174 and subsequent,

the OTPI receiver R--1651/ARA is replaced by OTPI receiver R--2330/ARN--146 to provide for the 99--channel

sonobuoy tuning capability. In theOTPImodeofoperation used with sonobuoys, thereceiverrecovers theAMaudio

signal from the RF carrier. This provides a means for fixing the position of sonobuoys. Power is supplied from the

AC essential bus and DC essential bus through circuit breakers in the center circuit breaker panel, marked DF GP

PWR and DIR FINDER GROUP respectively.

ORIGINAL

16-16

A1-H60BB-NFM-000

Note

D RAST main probe must be in the up position in order to receive accurate

OTPI information.

D HF radio transmissions in the range of 5.83 to 28.85 MHz may result in

incorrect OTPI bearing information.

The tuning or channel selection of the OTPI Receiver is accomplished by the pressing of channel selection buttons

on the COMM CONTR panel. A threshold signal--strength indicator on the COMM CONTR panel, fed by the OTPI

Receiver, tells the operator whether or not the received signal is strong enough to track. The signal--strength indicator

will be green when the received signal is valid (Figure 15-1).

16.4

GLOBAL POSITIONING SYSTEM

GPS is a radio positioning navigation and time transfer system consisting of NAVSTAR satellites, ground based

control facilities, and receiving equipment capable of receiving the GPS satellite signals. The GPS system provides

worldwide, accurate, three--dimensional position and velocity information. The helicopter installed GPS system

components consist of:

1. GPS Receiver, AN/ARN--151, R--2332/AR.

2. GPS Control Indicator, AN/ARN--151, C--12100.

3. GPS Antenna, AS--3822/URN.

4. GPS Antenna Electronics Unit, AM--7324/URN.

5. Data Bus Coupler (2), AN/ARN--151, CV--2453.

GPS receives satellite data via a fixed reception pattern antenna and the Antenna Electronics Unit. The receiver

decodes the data and utilizes it to compute the helicopter position. Position is computed by comparing

time--of--arrival measurements from thesatellite signals. Velocity is computed by comparing Dopplermeasurements

of the carrier frequency of the satellite signal.

GPS receivers are capable of operating in seven states. Each receiver channel operates in only one state at a time. Five

of the seven states are displayed by the LAMPS MK III GPS system on the GPS data table (Figure 16-9). These five

states are: State1, Searching C/A Code; State2,Direct P--codeAcquisition; State3, CodeTracking/No CarrierLock;

State 5, Carrier Lock Achieved/Data Demodulation (also called Normal Acquisition); State 7, Reacquisition In

Process.

The GPS interface allows the GPS capability to come online when the helicopter mission systems are powered up.

Power is supplied to the GPS receiver from the NO. 1 AC primary bus on the SO circuit breaker panel.

16.4.1 Navigation Modes

The ATO may select the GPS as the primary navigation mode by depressing the GPS OPTN pushbutton switch on

the ATO keyset, then selecting GPS NAV, then On--top--Navigation modes are automatically selected by the AOP

in the following sequence. GPS will be used if available and turned ON. If GPS is not available or turned OFF, or

if the GPS Estimated Horizontal Error (EHE) exceeds 500 yards, navigation will revert to Doppler navigation mode.

AirMassnavigationmodewillbeusedlastifneitherGPSnorDopplerisavailable.WhenusingGPSasthenavigation

mode, the Bearing--Distance--Heading Indicator (BDHI) displays are driven by navigation data sent from the GPS

Receiver to the SAC--1 via the 1553B Data Bus.

16-17

ORIGINAL

A1-H60BB-NFM-000

The GPS can first be used for navigation when AOP determines that the GPS position has met the initial availability

criteria. The initial availability criteria have been met when the receiver has no faults, holds four satellites in state

5, and the EHE is less than 150 yards. If the EHE grows larger than 500 yards while the receiver is tracking four

satellites in state 5, then Doppler navigation mode will become the active navigation mode and the last GPS position

will be used to initialize the Doppler equations. If Doppler navigation mode is not available, air mass mode equations

will be initialized with the last GPS position. The GPS navigation mode will be maintained as long as the EHE

remains less than 500 yards and the receiver holds four satellites in state 5. If the number of satellites in state 5 drops

below four, AOP will start a 3--minute time; if GPS does not hold four satellites in state 5 after 3 minutes, the

navigation mode will switch to Doppler or air mass. This helps prevent frequent navigation mode switching while

maneuvering and during satellite constellation changes.

Note

AOP may maintain GPS navigation mode for up to 3 minutes when less

than 4 satellites held in state 5. This can cause an increase in EHE of up to

005 (450 to 550 yards) before AOP reverts to Doppler navigation mode. If

acceptable GPS EHE cannot be maintained during critical mission phases,

consideration should be given to turning GPS off via GPS OPTIONS

pushbutton switch on ATO keyset.

The GPS is capable of providing two different levels of navigational accuracy. The Standard Positioning System

(SPS) provides a positional accuracy from 150 to 500 yards. The Precise Positioning System (PPS) is capable of

providing a positional accuracy of 16 yards. A precision code (P-- or Y--code) is transmitted over both the L1 and

L2 frequencies sent by each satellite. The L1 frequency also carries a coarse acquisition code (C/A code). When

Selective--Availability (SA) is on, the PPS will be degraded for all users tracking the P-- or C/A--codes. If

Antispoofing (A/S) is enabled (Y--code vice P--code), the P--code is denied to users who do not have special

cryptographic keys. The C/A--code will remain available to all users. The cryptographic keys are loaded into the GPS

receiver via the GPS Control--Indicator (Figure 16-10). After entering the cryptographic code, the KEY STATUS line

of the GPS DATA page via TABLE pushbutton switch must be checked to verify the proper key was entered (Figure

16-11). The AS key may be erased by depressing the guarded ZEROIZE pushbutton switch on the Control Indicator

or by selecting ZEROIZE from the SEL GPS OPTN cue by depressing the GPS OPTN pushbutton switch on the ATO

keyset.

GPS operation or availability is displayed to the ATO and SO via the Navigation mode field on the MPD. When GPS

is in use, the Navigation mode will be displayed as G XXX. The G indicates GPS, XXX indicates the GPS EHE in

hundreds of yards, rounded to the nearest hundred. GPS data is polled and updated at a 200 ms rate and transferred

to the navigation subsystem via the 1553B Data Bus. The EHE is continuously displayed and updated on the MPD.

If the EHE exceeds 500 yards, indicated by the XXX going to 005, the navigation mode will automatically be set

to Doppler. This will be indicated by a D followed by the GPS reported EHE in the NAV MODE area of the display.

GPS is considered for reselection as the navigation sensor by AOP when GPS data becomes valid and the EHE is

less than 333 yards. GPS will be selected automatically as the navigation mode if the difference between the AOP

calculated position and the GPS reported position is less than 100 yards. If the difference between the AOP calculated

position and the GPS reported position is greater than 100 yards, the SEL GPS NAV cue will be displayed with the

OFF option preselected. A GPS Correct Symbol appears on the display, representing the difference between the GPS

reported position and the AOP calculated position from the Doppler or Air Mass navigation modes. This gives the

ATO the option to use GPS as the active navigation mode by selecting GPS, or to continue using Doppler or Air Mass

navigation mode by selecting the OFF default option.

ORIGINAL

16-18

A1-H60BB-NFM-000

The GPS Correct Symbol (G TTTT) (G indicating GPS and TTTT as the most recent time of the last GPS data update)

displays at the point to which the helicopter position will be corrected if the GPS data is accepted by selection of the

ACCEPT option. If the GPS positional data is accepted by the depression of the ENT NO CHNG pushbutton switch,

the helicopter and all Doppler and air mass referenced sonobuoy positions, fixes, LAMPS Tracks, GPS Correct

Symbol, ATTs, and MAD Marks that are not designated as geographic points or are not currently updated to the

position, will have the GPS position correction applied. All radar targets are corrected by an amount corresponding

to their true radar range on the next full radar sweep.

If the AOP GPS navigation mode is OFF but the receiver is providing data which passes the availability criteria, the

MPD shows the current navigation mode with a slash through it. If the operator selects GPS via the GPS OPTN

pushbutton switch and the position difference between GPS and AOP is less than 100 yards, the navigation mode

changes to GPS and updates the helicopter position and helicopter entered tactical symbols. If the difference between

GPS and AOP position is greater than 100 yards, selection of GPS via the GPS OPTN pushbutton switch displays

the GPS CORRECT cue, with the difference in the GPS position and the active mode position shown in yards. The

ACCEPT option will be preselected and the GPS Correct Symbol will be displayed. Accepting the GPS position

correction will change the navigation mode to GPS and update the helicopter position and helicopter entered tactical

symbols.

GPS OFFSET is the vector difference between the ACFT position held by GPS and the ACFT position held by

DAME. Whenever a DAME update is performed, GPS offset is calculated and entered into the NAV Parameters

Table. All uplinked/downlinked symbols then have this GPS offset applied. This maintains identical relative tactical

plots on the aircraft and the ship but causes a mismatch in symbol latitude/longitudes when verbalized over the data

link. ATO/SO should verify offset value each time a DAME update is completed. If the data link is lost after DAME

update and cannot be regained using other techniques (or if data link cannot be gained when transitioning to another

LAMPS MK III ship), consideration should be given to performing an INIT HELO. This will clear the GPS OFFSET

value contained in NAV Parameters Table.

16.4.2 GPS Options

GPS has five selectable options. Depression of the GPS OPTN pushbutton switch on the ATO keyset displays the

SEL GPS OPTN cue with the five options. The five options and the functions performed are:

1. ZEROIZE — Erases the GPS key presently held in the GPS receiver memory.

2. GPS NAV — Displays SEL GPS NAV cue. Selection may be made to set the navigation function to GPS or

OFF. The BIAS CALC option will always remain OFF. The mode not in use is the default selection.

Figure 16-10. GPS Control Indicator

ORIGINAL

16-20

A1-H60BB-NFM-000

DISPLAY

(H1)(H2)(H3)(H4)

(Notes 1,2)

MEANING

NOTES

Key entered was accepted and verified by GPS satellite data (can take up

to 12 minute to verify).

GPS accepted the key but is waiting to verify the code.

GPS took the key from the key loader, but the code did not match with

satellite data.

Key Failed Parity.

No key received.

Group Unique Variable (GUV) code in use.

2 hour alert — 2 hours remain before expiration of last key.

Insufficient key for mission duration.

Zeroize error — Code not zeroized properly.

All keys entered properly, no errors or warnings.

Combination of 4, 2, and 1.

Combination of 4 and 2.

Combination of 4 and 1.

Combination of 2 and 1.

H3/H4

Mission duration — Indicates number of days the GPS can operate without

reloading keys (should be something non-zero).

Notes:

1. If the GPS control indicator will not load a key, it may be necessary to remove and reinstall the batteries

from the GPS unit. This will clear all GPS memory, including almanac data. (GPS will require 1 to 3

hours of tracking time to regain enough almanac data to provide sufficient accuracy for AOP use (<500

yards). The time requirement can be lessened by entering current lat/long and UTC time.)

2. All hexadecimal characters should display zero if crypto key is properly zeroized.

3. Upon initial load, H1 should indicate 4, and will indicate 8 once verified by a GPS satellite. If the key is no

longer valid after having been verified, a 2 will be displayed.

4. This digit will display an 8 when the GUV is loaded.

5. This was designed to be used primarily with Crypto Variable (CV) keymat. The GPS can accept up to 12

different monthly and weekly CV keys, but will keep only enough keys for 84 days.

Figure 16-11. Key Status Display Format

16-21

ORIGINAL

A1-H60BB-NFM-000

MAG VAR — Displays SEL MAG VAR cue. Selection may be made to set MAG VAR to GPS or OFF. The

mode not in use is the default selection.

Note

Coefficients for magnetic variation (MAG VAR) provided by present

software in GPS receiver units may not be accurate. If GPS provided MAG

VAR differs from actual local value (or value utilized by ship), GPS MAG

VAR input to AOP should be turned off via GPS OPTIONS pushbutton

switch and MAG VAR should be manually entered into NAV Parameters

Table.

GEO DES — Displays the SEL GEO DES cue. Selection of the DESIG or UNDESIG option allows the ATO

to designate or undesignate any symbol that can be hook verified and downlinked as a geographic point, with

the exception of an ATT. The mode not in use is the default selection.

GPS CORR — Displays the GPS CORRECT cue with the number of yards the helicopter position will be

corrected if the ACCEPT option is selected. Selection of ACCEPT will result in the helicopter and all Doppler

or air mass referenced sonobuoy positions, fixes, LAMPS Tracks, ATTs, and MAD Marks that are not

designated as geographic points being corrected to the GPS reported position. Selection of the REJECT option

will terminate GPS processing and remove the GPS Correct Symbol from the display.

Note

GPS option 5 (GPS CORRECT) will be accepted by AOP even if the

current GPS solution is invalid (including loss of power to GPS receiver).

Performing GPS correct with invalid solution will cause significant errors

in thenavigation plot. ATO/SO should utilizeGPS datatableto verify GPS

solution validity and GPS position prior to utilizing this function.

16.4.3 GPS Data Table

The GPS data table (Figure 16-12) is displayed by depressing theTABLE pushbutton switch and then selecting GPS

DATA. When the GPS is initialized it will attempt to acquire satellite signals to localize the position of the helicopter.

The GPS requires only one satellite to initiate the search. The satellite search and acquisition status is displayed on

the GPS data table in the Satellite Summary field. When one satellite signal is located and being processed in state

5, the GPS should be able to acquire additional satellite signals on its own.

The GPS receiver has a battery to maintain the volatile memory of the last available helicopter position and the AS

key in use at the time of system shutdown. It uses that data to commence the initial satellite search upon system

initialization. If the helicopter has been inactive for an extended period of time and its position significantly altered

since system shutdown, if the GPS antenna is shielded from signal reception, or if the battery is depleted, GPS may

notbeabletolocalizethehelicopterpositionwithoutoperatorassistance.TheGPSdatawillbedisplayedon theMPD

in the column under GPS. The TIME field will display the last time stored at system shutdown and will be updated

when the GPS acquires the first satellite signal. The operator may assist the localization by entering the current Zulu

time, date, latitude, longitude, and helicopter course and speed. After this data is entered, select SEND INIT DATA

to update the GPS. When the GPS data becomes valid, theGPS reported data will be moved to theOP ENTER fields

of the display.

A power interrupt (of greater than 7 seconds duration) to the GPS receiver causes the receiver to go into and remain

intheINITmodeasindicatedontheGPSdatatable.ToregainGPSNAV,ATO orSO mustgo totheEquipmentStatus

Table and select and initialize GPS. Attempts to utilize options from the GPS OPTIONS cue or GPS data table will

not cause the receiver to return to the NAV mode.

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SUMMARY FIELD

MEANING

CHAN

Indicates the GPS receiver channel number.

Indicates the Satellite Vehicle (SV) number. Each GPS satellite has a system assigned

ID number. This number is passed to the GPS receiver when the satellite signal is

acquired.

STATE

Indicates the GPS receiver channel tracking status.

1 — Searching C/A Code

2 — Direct P-code Acquisition

3 — Code Tracking/No Carrier

4 — Not Used

5 — Carrier Lock Achieved/Data Demodulation

6 — Not Used

7 — Reacquisition in Process

C/NO

Indicates carrier-to-noise ratio.

J/S

Indicates jamming-to-signal ratio.

Figure 16-12. GPS Data Display Satellite Summary Field Definitions

When the GPS receiver is in the NAV mode and the AOP is using GPS data, use of GET GPS PRESET function (line

1) ontheGPSdatatablewillcauseerroneousautomaticrepositioningofthehelicoptersymbol.Anerroneousposition

is a wraparound of 0.0N/0.0E relative to GRP and can be anywhere within a 512 X 512 nautical mile tactical grid.

Once valid the GPS NAV MODE solution is eventually achieved and helicopter symbol will again automatically

reposition to remove the error. If this function is used, ATO/SO should note aircraft latitude/longitude prior to

initiating GET GPS PRESET function so that, should GPS become unavailable, the aircraft symbol can be

repositioned to the proper latitude/longitude. Use of this function should be avoided, especially in flight.

Other fields on the display are GPS OPTIONS, ALMANAC REQ, and CONSTELL CHNG. The GPS OPTIONS

field will reflect the status of the NAV MODE and MAG VAR as either GPS or OFF, as selected by the operator from

the SEL GPS OPTN cue. The ALMANAC REQ and CONSTELL CHNG status will be reported as either ON or OFF.

BIAS CALC will be reported as OFF.

16.4.4 GPS Accuracy Considerations

The AN/ARN--151(V) R--2332/AR GPS may develop a navigation position runoff error as great as 20 to 40 nm with

an EHE indication of less than 150 yards. This runoff error is caused by a receiver software defect which occurs when

the crypto keys are loaded. Runoff error may occur shortly after the receiver is keyed or later in the flight during

satellite swap. AOP will use the invalid data to display the helicopter position inaccurately on the tactical display

and the Navigation Parameters Table.

16.4.4.1 Runoff Error Avoidance

To reduce the potential for invalid GPS data, adhere to the following procedures:

1. On deck:

a. After keying the GPS receiver and loading AOP, ensure the navigation mode field on the MPD indicates

GPS is available.

b. WhenGPSisavailable, performan INIT/TESTofGPSviatheEquipment StatusTablefromeithertheATO

or SO keyset.

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CHAPTER 19

Crew Resource Management

19.1

INTRODUCTION

The goal of Crew Resource Management (CRM) is to improve mission effectiveness, minimize crew--preventable

errors, maximize crew coordination, and optimize risk management. CRM principles are integrated into every aspect

of flight operations. They begin with mission planning and continue through the flight brief, mission execution, and

debrief. Proper CRM requires that all crewmembers actively participate in each phase of the flight.

Successful crews display good CRM by the effective use and integration of all available knowledge, skills, and

resources (people, equipment, weapon systems, and facilities) in the safe and efficient accomplishment of an assigned

mission.

19.1.1 Minimizing Errors

One of the key benefits of CRM is the increase in aircrew effectiveness by minimizing or reducing crew--preventable

errors. Error is an inevitable result of the natural limitation of human performance and the function of complex

systems. Some errors will occur despite the best intentions of the aircrew. Human error is a normal by--product of

human behavior. Experience alone cannot eliminate errors; however, research indicates that the effective transfer of

experience from senior crewmembers to less experienced crewmembers can have a positive effect in preventing

knowledge--based errors. Since errors cannot be completely prevented, it is important for aircrews to detect them as

early as possible and to minimize or manage their impact. CRM can be viewed as a method of error management.

Well--managed errors are an indicator of effective crew performance. CRM is not and never will be the only

mechanism to eliminate error and assure safety in a high--risk endeavor such as naval aviation. CRM is one of an array

of tools that aircrews can use to minimize or manage error.

19.2

CRM PROGRAM ADMINISTRATION

CRM academic and flight currency requirements shall be completed and documented in accordance with

OPNAVINST 1542.7 (series). All Assistant NATOPS Instructors shall be designated CRM Facilitators.

19.3

CRM SKILLS AND BEHAVIORS

Integrated CRM incorporates the use of specifically defined behavioral skills into all Navy/Marine Corps aviation

operations. Aircrew that use the following skills and behaviors will improve mission effectiveness and reduce the

potential for mishaps.

1. Situational Awareness (SA): The ability to maintain awareness of what is happening in the aircraft and in the

mission.

2. Assertiveness (AS): Thewillingness to actively participateand theability to stateand maintain one’s position.

3. Decision Making (DM): The ability to use logic and sound judgement based on the information available.

4. Communication (CM): The ability to clearly and accurately send and acknowledge information, instructions,

or commands, and provide useful feedback.

5. Leadership (LD): The ability to direct and coordinate the activities of other crewmembers or wingmen and to

encourage the crew to work together as a team.

6. Adaptability/Flexibility (AF): The ability to alter a course of action to meet situational demands.

7. Mission Analysis (MA): The ability to coordinate, allocate, and monitor crew and aircraft resources.

19.3.1 Situational Awareness (SA)

Effective situational awareness refers to the ability to identify the source and nature of problems, extract and interpret

essential information, maintain an accurate perception of the external environment, and detect a situation requiring

action.

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Situational awareness requires that the aircrew know who is responsible for specific activities, what is happening,

when events are supposed to occur, and where the aircraft is in three--dimensional space. Situational awareness is the

single most important factor in improving mission effectiveness and safety for aircrews. The lack of situational

awareness among crewmembers can lead to disastrous consequences.

To maintain and/or recover situational awareness, conduct a comprehensive brief, acknowledge potential problems,

communicate, use all information sources, and ensure all crewmembers are updated on any changes to the briefed

mission and sequence of events. Factors that reduce situational awareness are insufficient communication,

fatigue/stress, task overload/underload, group mindset, press on regardless philosophy, and degraded operating

conditions.

Combat the loss of situational awareness by actively questioning and evaluating mission progress, using assertive

behaviors when necessary, analyzing the situation, and updating and revising the image of the mission. Situational

awareness is a critical factor in the ability to respond effectively to a situation. Maintaining a high level of situational

awareness will better prepare crews to respond to unexpected situations.

19.3.2 Assertiveness (AS)

Assertiveness refers to the ability, willingness, and readiness to take action, including making decisions,

demonstrating initiative and the courage to act, and stating and maintaining your position until convinced otherwise

by the facts.

Assertive behaviors include providing relevant information without being asked, making suggestions, asking

questions as necessary, confronting ambiguities, maintaining a position when challenged, stating opinions on

decisions or procedures, and refusing an unreasonable request. Assertive statements typically use active verbs or

recommend an action. To create an assertive statement, get the attention of the receiver, state your concern, offer a

solution, and ask for feedback. Aircrew members must be willing to act assertively if they are going to fulfill their

responsibility toward mission success.

19.3.3 Decision Making (DM)

Effective decision making refers to the ability to use logic and sound judgment to make decisions based on available

information. The decision--making process involves assessing the problem, verifying information, identifying

solutions, anticipating consequences of decisions, informing others of decision and rationale, and evaluating

decisions.

Factors that promote good decision making include teamwork, time, alert crewmembers, decision strategies, and

experience. Barriers to good decision making include lack of time, inaccurate or ambiguous information, pressure

to perform, and rank difference. To overcome these barriers, use NATOPS/SOP to select the best decision,

cross--check information, evaluate the rationale for making the decision, and use assertive behaviors. Once a hazard

has been detected, evaluate it to determine its potential effect on the planned flight by considering its impact on the

aircraft, environment, situation, operations, and personnel. The analysis should consider the crew’s relative ability

to copewith thechanges. Allowing othercrewmembers to participate in the decision--making process is encouraged;

however, this does not mean that all decisions have to be made by committee.

19.3.4 Communication (CM)

Effective communication refers to the ability to clearly and accurately send and acknowledge timely information,

instructions, or commands, and provide useful feedback. It is important to make sure everyone involved fully

understands what is being communicated in order to conduct effective missions, avoid mishaps, pass information

from one person to another, and maintain group situational awareness.

Active communication between the sender and receiver is accomplished by the following:

1. Sender should provide information as required, provide information when asked, convey information

concisely, convey useful information, convey accurate information, verbalize plans, and use nonverbal

communication appropriately.

2. Receiver should acknowledge communication, repeat information, reply with questions or comments, ask for

clarification, and provide useful feedback.

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Barriers to communication are events or situations that distort or interfere with communication. Examples of

communication barriers are radio/ICS malfunctions, differences in rank/experience, task overload, gender, attitudes,

and culture. Overcoming barriers can be accomplished by using active listening techniques, feedback, appropriate

mode of communication and decibel level, and standard terminology. Effective communication is vital at all times,

both inside and outside the aircraft. The crew must be aware of any barriers to communication; the greatest enemy

of effective communication is the illusion of it.

19.3.5 Leadership (LD)

Leadership is the ability to direct and coordinate the activities of all crewmembers and to ensure the crew works

together as a team. Leadership is not solely the responsibility of the PIC; each crewmember has specialized duties

and qualifications.

Two types of leadership exist — designated leadership and functional leadership.

1. Designated leadership is leadership by authority, crew position, rank, or title. Designated leadership is the

normal mode of leadership.

2. Functional leadership is leadership by knowledge or expertise. Functional leadership is temporary and allows

the most qualified individual to take charge of the situation.

The leader is in control of the situation and has certain responsibilities. The leader must be able to direct and

coordinate the crew’s activities, delegate tasks, and ensure that the crew understands what is expected of them.

Leaders focus attention on the crucial aspects of the situation, keep crewmembers informed of mission--relevant

information, provide feedback to the crew on their performance, and create and maintain a professional atmosphere.

It is more effective to influence individuals than to dictate. This can be accomplished by making suggestions, making

the crew want to perform activities, and leading by inspiration. Feedback should be given to the crew on both good

and bad performance.

19.3.6 Adaptability/Flexibility (AF)

Adaptability and/or flexibility refer to the ability to alter one’s course of action contingent on, or as a function of,

another’s action and/or as the situation demands. Adaptable/flexible crewmembers should be able to alter their

behavior to meet situational demands, be open and receptive to others’ ideas, help others when necessary, maintain

constructive behavior under pressure, and adapt to internal and external environmental changes.

Unbriefed situations requiring adaptability include an emergency, transitions, an incapacitated crewmember, and

when crew interactions are strained. When faced with a critical decision, the crew should stop, analyze the situation,

recognize and acknowledge any change or abnormality, ask for assistance, and interact constructively with others.

The crew should then conduct an operational evaluation, determine if an SOP is appropriate, propose a course of

action, and gain support for the actions chosen. Once a decision has been made, it is not irrevocable. The crew should

keep an open mind and evaluate the decision against new data. A mission’s success depends on the crew’s ability to

alter behavior and dynamically manage resources to meet changing situational demands. To effectively respond to

situations, crews must remain flexible in their decision making and actions.

19.3.7 Mission Analysis (MA)

Missionanalysisreferstotheabilitytocoordinate,allocate,andmonitorcrewandaircraftresources.Missionanalysis

is a crew effort.

The three stages of mission analysis arepermission organizing and planning, in--flight monitoring and updating, and

postmission review. Each stage of mission analysis has an impact on the mission. Premission analysis establishes

mission requirements and constraints, organizes resources, specifies both long--term and short--term plans, and

advises the crew what to expect during the mission. A good preflight brief establishes crew expectations, is

interactive, comprehensive, and valued by all crewmembers. In--flight analysis involves monitoring the current

situation, critiquing previous decisions, and informing the crew of changes to flight concept. Postmission review

covers the entire mission, provides feedback, and determines areas for future improvement. A good debrief is

interactive,focused, timely,and valuableto allcrewmembers. Failureto developagoodplan, orto reviseaplanwhen

the situation changes, can result in a failed mission or a mishap.

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19.3.8 Factors Affecting CRM

TherearenumerousfactorsexternalandinternaltotheaircraftthatcanaffectgoodCRM.Theaircrewmustbevigilant

in recognizing these factors and develop plans to minimize their impact.

Factors internal to the aircraft that might impact CRM include time available, fatigue, distractions, stress, lack of

attention, or poor attitude. High crew workloads can impact crew coordination. Low workload situations may result

in complacency. The breakdown of CRM may be caused by the fixation on one task, confusion, violation of

NATOPS/SOP, no one in charge, no lookout doctrine, failure to meet mission objectives, and/or absence of

communication.

19.3.9 CRM Attitude

Aircrew performance can be improved through training, thereby increasing the aggregate level of knowledge, skills,

and attitudes required for the mission. Improving CRM skills will often require crewmembers to change their attitude

towardcrewinteraction.Improvedapplication ofCRM skillswill increasemission effectiveness,reduceorminimize

the impact of aircrew errors, and increase safety by reducing poor crew--coordination mishaps.

19.4

OPERATIONAL RISK MANAGEMENT (ORM)

The operating environment and multimission capability of the H--60 places every crew in a situation where risks may

have to be taken. The ability to properly assess risk depends on input from each crewmember as to the requirements

of the mission. If every crewmember is not aware of all the risks, a bad decision can result. Accident investigations

show that almost all pilot--error accidents are the result of a chain of bad decisions. One bad decision reduces the

alternatives for continued safe flight. Usually a crewmember needs only to bring attention to a bad decision to stop

the chain of events that could lead to an accident or dire situation.

ORM fits into the overall planning and implementation of CRM. The two share many of the same aspects with regard

to missionanalysis, decisionmaking, communication,leadership, adaptability/flexibility,and situationalawareness.

ORM is a closed--loop process that identifies and controls hazards.

19.4.1 Five-Step Sequence

The use of ORM assessment is normally done during the preflight mission analysis stage. It follows a five--step

sequence:

1. Identify hazards (e.g., route study, weather brief).

2. Assess hazards (e.g., LZ obstacles, loss of wind effect).

3. Make risk decisions (e.g., navigation around areas of known icing, selecting an altitude to avoid terrain).

4. Implement controls (e.g., SOP, briefs, and rehearsals).

5. Supervise and watch for change (CRM principle of leadership and the need to enforce standards).

19.4.2 Three Levels of Application

The three application levels of ORM utilize the CRM skills of adaptability/flexibility, situational awareness, and

mission analysis.

1. When applying time--critical ORM, very little time is available for assessment. Situational awareness and

adaptability/flexibility are required to perform the five--step sequence.

2. When applying deliberate ORM, time is not an issue. Normal planning time is available to perform mission

analysis.

3. When applying in--depth ORM, the integration of mission analysis is easily accomplished due to the advanced

planning time allocated.

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19.4.3 Four Principles of Application

The four principles of applying ORM share a commonality with decision making, mission analysis, and situational

awareness.

1. Accept risk when benefits outweigh the cost.

2. Accept no unnecessary risk.

3. Anticipate and manage risk by planning.

4. Make risk decisions at the right level.

During every mission, the decision must be made to either accept or decline the risks. If the returns on the risks are

not worthwhile, they must provide a justifiable return for the effort. During the mission analysis (planning) phase

of the flight, risks are addressed using control measures and proper briefing techniques. The aircrew, using good

situational awareness, must identify those risks and deal with in--flight challenges as they occur appropriately.

19.5

COCKPIT INTERRUPTIONS AND DISTRACTIONS

The skills of CRM are utilized and accepted by aircrew’s worldwide. Due to the fact that error is universal and in most

cases unavoidable, CRM has been defined as the management of human error.

Human factor errors have been attributed to a majority of all Navy/Marine aircraft mishaps. One of the largest

components of human factor errors is cockpit interruptions and distractions. Activities such as routine conversations

sometimes interfere with monitoring and controlling the aircraft. Research indicates that people are able to perform

two tasks concurrently only in limited circumstances, even if they are skillful in performing each task separately.

Humans have two cognitive systems that enable them to perform tasks: one involves conscious control, the other is

an automatic system that operates separately from conscious control. The conscious system is slow and effortful; it

performs one operation at a time, in sequence. Automated cognitive processes develop as we acquire skill; these

processes are specific to each task, operate rapidly and fluidly, and require little effort or attention.

Many real--world tasks require a mixture of automatic and conscious processing. A skilled pilot in a familiar aircraft

performing a familiar mission can perform the flight largely on the automatic system, leaving enough conscious

capacity to carry on a conversation. However, if the automatic (cognitive) system is allowed to operate without

conscious supervision, the pilot is vulnerable to a type of error called habit capture. For example, if the pilot intends

(and briefs) to take a different route than usual and is distracted by conversation, the pilot will be more prone to revert

to an automatic response and take the usual or often--used route of flight.

19.5.1 Reducing Human Factor Errors

The reduction of human factor errors will increase mission effectiveness and safety. There are several strategies for

reducing the vulnerability of aircrew to human factor errors caused by interruptions and distractions:

1. Recognize that conversation is a powerful distraction.

2. Recognize that head--down tasks greatly reduce one’s ability to monitor other crewmembers and the status of

the aircraft.

3. Schedule/reschedule activities to minimize conflicts, especially during critical in--flight operations.

4. When two tasks must be performed at the same time, set up a scan and avoid letting attention linger too long

on either task.

5. Treat interruptions as red flags.

6. Explicitly assign PAC, PNAC, and aircrewman responsibilities, especially in abnormal situations.

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19.6

AIRCREW DEFINITIONS

The following definitions apply to CRM discussions:

1. Formation Leader — Pilot responsible for safe and effective execution of formation flight.

2. Helicopter Aircraft Commander (HAC)/Pilot In Command (PIC) — The cockpit crewmember designated as

pilot in command of the aircraft. The HAC/PIC may occupy either cockpit seat.

3. Copilot (CP) — The cockpit crewmember not designated as the PIC.

4. Pilot at the Controls (PAC) — The cockpit crewmember exercising physical control of the aircraft regardless

of seat or position.

5. Pilot not at the Controls (PNAC) — The cockpit crewmember not exercising physical control of the aircraft,

regardless of seat or position.

6. Aircrewmen (AC) — All enlisted members of the aircrew.

7. Sensor Operator (SO) — The enlisted aircrewman operating mission and acoustic systems in the SO seat.

8. Aircrew — All personnel (pilots and aircrewmen) assigned to the crew.

19.7

CREW GENERAL RESPONSIBILITIES

The following general descriptions of responsibilities apply to CRM discussions:

Formation Leader — Ultimately responsible for the planning, organization, and integration of actions by the

flight. If a disagreement in the formation exists, the Formation Leader should take the most conservative action

untilmoreinformationisavailable.Duringsituationswithhighworkloads(e.g.,multiplemalfunctions,severe

weather, communication difficulties in airport traffic area), the Formation Leader should consider delegating

tasks to other elements in the formation.

PIC — Ultimately responsible for the planning, organization, and integration of actions by the crew. If a

disagreement in the aircraft exists, the PIC should take the most conservative action until more information

is available. During situations with high workloads

(e.g., multiple malfunctions, severe weather,

communication difficulties in airport traffic area), the PIC should consider delegating the flying to the CP in

order to apply maximum attention to the situation at hand.

CP — Assisting the PIC in the execution of the mission.

PAC.

a. Flying within established parameters, monitoring of flight instruments, and safely maneuvering the

helicopter.

b. Complying with all instructions from the controlling agency.

c. Directing the PNAC to read appropriate checklists and provide backup during high workload maneuvers.

Note

D Cockpit duties that may interfere with the PAC’s ability to maintain flight

within established operational parameters may be transferred to the PNAC.

D The PAC should not operate any mission system.

d. Verbalizing plans and ensuring the information is understood and acknowledged.

e. Notifying the PNAC if experiencing vertigo.

f. Announcing all altitude changes while below 500 ft AGL to include intended level--off altitude.

g. Acknowledge RADALT tones except when operating in a traffic pattern.

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PNAC.

a. Assisting the PAC as required (e.g., changing radio frequencies, copying controller instructions).

b. Reading and completing checklists.

c. Monitoring engine performance instruments, nonflight instruments, fuel usage, and navigation as

necessary.

d. Backing up the PAC on altitudes, airspeeds, and AOB.

e. Informing the PAC verbally of deviations from established limits.

f. The PNAC should intervene to prevent a hazardous situation if it appears the PAC has lost situational

awareness. In extreme situations, the PNAC should take the controls if the PAC:

(1) Does not respond to two challenges.

(2) Exceeds NATOPS operating limits.

(3) As required for safety of flight.

g. Acknowledge RADALT tones except when operating in a traffic pattern.

Sensor Operator/Aircrewmen.

a. Routinely inspecting the cabin for abnormalities.

b. Ensuring that mission--required equipment is properly tested prior to arriving on station.

c. Informing the HAC of any mission system degradations in a timely manner.

d. Operating mission systems to extract, analyze, interpret, and classify data obtained by sensors and provide

that information for general and tactical use.

Aircrew.

a. Monitoring the aircraft and communicating abnormal indications/conditions.

b. Maintaining a proper lookout and reporting obstacles, air traffic, hazards, or dangerous situations using

clock position, high/low altitude calls, or distance as appropriate.

c. Calling out hold/waveoff/evasive maneuver when appropriate to ensure safety of flight.

d. Communicating that their personal comfort level is being approached or exceeded.

e. Questioning and obtaining clarification on parts of the brief or in--flight directions that are not clear or are

incomplete.

f. Having a thorough knowledge of the equipment at their station, its operation, and tactical employment.

g. Knowing their individual duties and responsibilities and maintaining awareness of the duties and

responsibilities of the other crewmembers, including their strengths and weaknesses.

h. Monitoring other crewmembers for signs of stress, fatigue, overload, spatial disorientation, vertigo, or

tunnel vision and being assertive in voicing concerns when they see a situation that might affect safety of

flight.

19.7.1 Dual--Concurrence Items

In flight, the following items require concurrence from two members of the aircrew that the correct control is selected

before the control is moved.

1. PCLs.

2. Engine T--handles.

3. Fuel selectors.

4. Generators.

5. Fuel Dump.

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19.8

CREW BRIEF AND PREFLIGHT

The PIC shall ensure a proper NATOPS brief is conducted with all crewmembers. The brief shall be conducted in

accordance with Chapter 6. The PIC should ensure that the crew reviews the ADB and is familiar with all performance

parameters required for the mission. The PIC shall ensure that each crewmember and each passenger is equipped with

all necessary survival gear. The PIC shall also ensure each crewmember understands their individual area of

responsibility during preflight. PIC shall ensure all passengers are properly briefed. All other crewmembers shall

assist the PIC as directed.

19.9

CHECKLIST METHODS

The crew should use the challenge--reply--reply checklist method or the challenge--reply checklist method as

appropriate. When using the challenge--reply--reply checklist method, one crewmember reads the challenge and the

reply. The crewmember performing the action will respond with the reply indicating that the task is complete. When

using the challenge--reply checklist method, the crewmember will read the checklist aloud; challenge and reply to

each item in sequence, then report the checklist complete.

1. The challenge--reply--reply checklist method should be used for the following checklists: Prestart, Systems

Check, Starting Engines, Rescue Hoist Operational Check, and Cargo Hook Operational Check.

2. During the Rotor Engagement Checklist, the challenge--reply--reply method will be used until the beginning

of the Post Engagement Checklist. From the Post Engagement Checklist on the challenge--reply method

should be used with the PNAC affecting switches and the PAC monitoring all flight controls. This will allow

the PAC to monitor the rotor disc and the plane captain/LSE while the aircraft is in the chocks with the rotors

turning.

3. For all other checklists, the challenge--reply method should be used.

19.10 AIRCRAFT CONTROL CHANGES

Aircraft control changes will be three--way positive. This will ensure that one pilot maintains aircraft control at all

times. The following sequence should be used:

1. The PAC should initiate the change with the words, “YOU HAVE THE CONTROLS”.

2. The pilot assuming the controls takes physical control of the aircraft and will respond, “I HAVE THE

CONTROLS”.

3. The pilot who just relinquished the controls then responds, “YOU HAVE THE CONTROLS”.

19.11 SIMULATED EMERGENCIES

The PIC shall ensure that each simulated emergency that involves a descent has associated with it a waveoff altitude

and an absolute minimum altitude or hard deck. The term hard deck is defined as an absolute altitude that the aircraft

shall not descend below in a simulated emergency during approach or descent to the surface, airfield, or water.

Waveoff altitude or soft deck is defined as the minimum altitude at which appropriate control inputs shall be made

to arrest the rate of descent to ensure that the hard deck is not violated. The PAC shall initiate waveoff control inputs

at the waveoff altitude to achieve single--engine level--flight parameters above or at the established hard deck. The

cockpit configuration shall be normalized by the PNAC once the aircraft is either re--established at a safe altitude or

safely on deck.

The one exception to the soft deck/hard deck procedure is for simulated emergencies where the intent is to continue

the approach to a landing. An example of this exception includes a simulated single--engine failure over a landing

pad where the intent is to perform a practice landing on the pad.

ORIGINAL

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CHAPTER 20

NATOPS Evaluation

20.1

CONCEPT

The standard operating procedures prescribed in this manual represent the optimum method of operating this aircraft.

The NATOPS evaluation program is intended to evaluate compliance with NATOPS procedures by observing and

grading individuals and units. This evaluation is tailored for compatibility with the various operational commitments

and missions of Navy units. The prime objective of the NATOPS evaluation program is to assist the commanding

officer in improving unit readiness and safety. Maximum benefit from the NATOPS evaluation program is achieved

only through the vigorous support of the program by commanding officers as well as flightcrewmembers.

20.1.1 Applicability

The NATOPS evaluation will be administered to all aircrew maintaining a current flight status in the H--60 helicopter

within the time limitations prescribed in the current NATOPS General Flight and Operating Instructions

(OPNAVINST 3710.7 [series]).

20.2

IMPLEMENTATION

The NATOPS evaluation program shall be carried out in every unit operating naval aircraft. Aircrew desiring to

attain/retain qualification in the aircraft shall be evaluated initially in accordance with OPNAVINST 3710.7 (series).

The NATOPS evaluators and instructors shall administer the program as outlined in OPNAVINST 3710.7 (series).

Those who receive a grade of UNQUALIFIED on a ground or flight evaluation shall be allowed 30 days in which

to complete a reevaluation. A maximum of 60 days may elapse between the day the initial ground evaluation was

commenced and the date the flight evaluation is satisfactorily completed. The NATOPS evaluator and NATOPS

instructor will administer the program through discharge of the following responsibilities.

20.2.1 NATOPS Evaluator

1. AssiststheNATOPSinstructorinallphasesoftheprogram.On request,theevaluatorwill beavailabletoassist

the unit in any phase of the training cycle.

2. Administers NATOPS evaluations in accordance with OPNAVINST 3710.7 (series). They will fly training or

operational flights with a cross--section of theunit to observe adherenceto standard operating procedures. The

missions observed will be those scheduled for that phase of the unit’s training cycle.

20.2.2 NATOPS Instructor

1. Implements and coordinates an aggressive and continuing NATOPS education and evaluation program

pertaining to all aspects of standard operating procedures.

2. Enhances the educational benefits of the NATOPS program by flying with all squadron pilots/crewmembers

as often as possible.

3. Administers the NATOPS evaluation to each squadron pilot/crewmember at least once each year.

20.3

DEFINITIONS

The following terms, which are used throughout this section, are defined as to their specific meaning within the

NATOPS program:

1. NATOPS Evaluation. An annual evaluation of a crewmember’s standardization. The NATOPS evaluation

consists of an open-- and closed--book examination, an Operational Flight Trainer/Weapons System Trainer

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(OFT/WST) evaluation (if available), and a flight evaluation. Annual NATOPS currency may be maintained

by satisfactory completion of these examinations in conjunction with a flight evaluation or (at the unit

commanding officer’s discretion) an OFT/WST evaluation. An OFT/WST cannot be used in lieu of a flight

evaluation for initial qualification or requalification after lapse of currency.

NATOPS reevaluation. A partial NATOPS evaluation administered to a flightcrewmember who has been

placed in an unqualified status by receiving an UNQUALIFIED grade for any of the ground examinations or

the evaluation flight. Only those areas in which an unsatisfactory level was noted need to be observed during

a reevaluation.

QUALIFIED. The degree of standardization demonstrated by a very reliable flightcrewmember who has a

good knowledge of standard operating procedures and a thorough understanding of aircraft capabilities and

limitations.

CONDITIONALLY QUALIFIED. That degree of standardization demonstrated by a flightcrewmember who

meets the minimum acceptable standards. He is considered safe enough to fly as a PIC or to perform normal

duties without supervision, but more practice is needed to become QUALIFIED.

UNQUALIFIED. That degree of standardization demonstrated by a flightcrewmember who fails to meet

minimum acceptable criteria. They should receive supervised instruction until A GRADE OF QUALIFIED

or CONDITIONALLY QUALIFIED is achieved.

Area. A routine of preflight, flight, or postflight.

Subarea. A performance subdivision within an area that is observed and evaluated during an evaluation flight.

Critical Area. Any area or subarea that covers items of significant importance to the overall mission

requirements, the marginal performance that would jeopardize safe conduct of the flight.

Emergency. An aircraft component, system failure, or condition that requires instantaneous recognition,

analysis, and proper action.

10.

Malfunction. An aircraft component, system failure, or condition that requires recognition and analysis, but

permits more deliberate action than is required for an emergency.

20.4

MULTI--SERIES QUALIFIED AIRCREW

Conduct an open book examination for each qualified series NFM.

Conduct a closed book examination for each qualified series NFM.

Conduct an oral brief to include differences in series.

Simulator should be completed if available.

Flight evaluation conducted in H--60 model aircraft.

20.5

GROUND EVALUATION

Before commencing the flight evaluation, an evaluee must achieve a minimum grade of QUALIFIED on the

open--book and closed--book examinations and OFT/WST evaluation (ifavailable). Theoral examination is also part

of the ground evaluation, but may be conducted as part of the flight evaluation.

20.5.1 Open--Book Examination

Questions in this category may be based on tables, graphs, charts, figures, and other information not conducive to

memorization. The number of questions on the examination shall be between 40 and 80. The purpose of the

open--book portion of the written examination is to evaluate the knowledge of appropriate publications and the

aircraft. The maximum time for this examination shall not exceed 5 working days.

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20.5.2 Closed--Book Examination

The number of questions shall be between 40 and 80. The purpose of the closed--book portion of the written

examination is to evaluate the individual’s knowledge of the aircraft systems and procedures that would normally

be required to commit to memory to safely operate the aircraft. The maximum time limit for this examination shall

not exceed 3 hours.

20.5.3 Oral Evaluation

This examination is designed to evaluate the examinee’s overall knowledge of the aircraft systems and ability to

recognize malfunctions. Such questions should be direct and positive and shall not be opinionated.

20.5.4 OFT/WST Procedures Evaluation

The OFT/WST (if available) can be used to evaluate the crewmembers’ efficiency in the execution of normal

procedures and their reaction to simulated emergencies and malfunctions.

20.5.5 Grading Instructions

Examination grades shall be compared on a 4.0 scale and converted to an adjective grade of QUALIFIED or

UNQUALIFIED.

20.5.5.1 Open--Book Examination

To obtain a grade of QUALIFIED, an evaluee must obtain a minimum score of 3.5.

20.5.5.2 Closed--Book Examination

To obtain a grade of QUALIFIED, an evaluee must obtain a minimum score of 3.3. On retake examinations, an

evaluee must obtain a minimum score of 3.5 to obtain a grade of QUALIFIED.

20.5.5.3 Oral Examination and OFT/WST Procedures Evaluation (if conducted)

To obtain a grade of QUALIFIED an evaluee must obtain a 3.0.

20.6

FLIGHT EVALUATION

The NATOPS flight evaluation is intended to measure pilot and crewmemberperformance with regard to knowledge

of and adherence to prescribed procedures. The number of flights required to complete the flight evaluation should

be kept to a minimum, normally one. It may be conducted on any operational or training flight and only those areas

observed will be graded. The grade for the flight evaluation and overall NATOPS evaluation shall be determined as

outlined in this section. Areas and subareas to be evaluated are outlined here with the critical areas/subareas marked

by an asterisk.

20.6.1 Conduct of the Evaluation

An evaluation of emergency procedures should be conducted in an OFT/WST, if available, in addition to the actual

flight evaluation. This will allow for a more realistic training/evaluation scenario than can be accomplished in the

actual aircraft.

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SH-60B HELICOPTER. FLIGHT MANUAL (2008) - page 11