SH-60B HELICOPTER. FLIGHT MANUAL (2008)

A1-H60BB-NFM-000

20.6.2 Safety Considerations During Evaluation Flights

Due to the broad significance of safety, it is impractical to list all contingencies that may fall under the general

category of safety grading criteria. Generally, mission success is subject to compromise when there are any safety

infractions,omissions,ordeviations,beginningwithmission planningand endingwith thepostflight debriefing.The

following provide additional guidance in these areas:

1. Violationsofpertinentdirectivesorproceduresthathaveadirectbearingonthesafecompletionofthemission,

or negligence in following any procedure or directive that jeopardizes the safety of the crew or aircraft, will

constitute an overall grade of UNQUALIFIED. The degree of jeopardy involved, in the absence of specific

directives, must be determined by the instructor/evaluator based on good judgment and experience.

2. The latitude given the examiner in grading safety items must be exercised with care. The examiner must

observe a discrepancy that directly contributes to an unsafe condition to justify an overall grade of

UNQUALIFIED for safety reasons.

3. When an in--flight safety discrepancy is imminent, and the pilot/crewman appears unaware of the condition

orhas not taken theappropriateaction, theexaminerwill correct thesituation by directing that action betaken.

Safety of flight cannot and shall not be compromised due to the reluctance on the part of the examiner to correct

any discrepancy.

4. If a grade of UNQUALIFIED is given for safety reasons, the examiner will include a written statement

describing the deficiency on the NATOPS Evaluation Report. The statement shall be clearly entitled SAFETY

DISCREPANCY.

20.6.3 Flight Evaluation Grading Criteria

The grading criteria establish the standard for grading flightcrew performance, but do not relieve the

evaluator/instructor from using good judgment based on experience. In those items where a flightcrewmember fails

to meet the minimums set forth in the grading criteria, but the examiner (through past experience and judgment)

knows that the discrepancy could have been caused by other factors such as weather, turbulence, or partial

malfunction of aircraft or weapons systems, the examiner may assign a grade of QUALIFIED. A note to this effect

will be included on the NATOPS Evaluation Report. Critical areas/subareas are denoted with an asterisk (*). Only

those subareas observed or required will be graded. The grades assigned for the subareas shall be determined by

comparing the degree of adherence to standard procedures with ratings as listed. Momentary deviations from standard

procedures should not be considered as unqualified, provided such deviations do not jeopardize flight safety or

mission performance and the evaluee applies prompt corrective action.

QUALIFIED. An individual shall be considered QUALIFIED in each subarea if standard procedures were executed

in accordance with the provisions of this manual and its subsets (i.e., checklists).

CONDITIONALLY QUALIFIED. An individual shall be considered CONDITIONALLY QUALIFIED in each

subarea if minimal omissions, errors, or deviations are made, none of which would affect successful completion of

mission or safety of flight/crew.

UNQUALIFIED. An individual shall be considered UNQUALIFIED for a subarea where any omissions, errors, or

deviations are made, which would affect the successful completion of the mission or safety of the flight/crew. Failure

to utilizechecklists or completerequired systems checks shall result in a gradeof UNQUALIFIED for theapplicable

subarea.

20.7

PILOT GRADING CRITERIA

20.7.1 Oral Examination and OFT/WST Procedures Evaluation Grading Criteria

The NATOPS Pilot Evaluation Worksheet (Figure 20-1) is to be used to enter the status assigned as a result of the

oral examination and the OFT/WST procedures evaluation. Final examination grades are to be determined by the

evaluator/instructor.

ORIGINAL

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20.7.1.1 Oral Examination

1. HELICOPTER SYSTEMS.

QUALIFIED. Exhibits a thorough knowledge of helicopter systems and their operations. Answers all

questions on the systems satisfactorily.

CONDITIONALLY QUALIFIED. Shows a slight lack of familiarity with helicopter systems and their

operation. Could have applied corrective action in case of emergency or malfunction of any system.

UNQUALIFIED. Shows a definite lack of familiarity with helicopter systems and their operation. Could not

have applied proper corrective action in case of emergency or malfunction of a system due to this lack of

knowledge.

20.7.1.2 OFT/WST Evaluation

EMERGENCIES/MALFUNCTION ANALYSIS.

QUALIFIED. Exhibits thorough knowledge of, and familiarity with, all cockpit switches and controls in the

application of corrective action necessary in combating system malfunctions. Demonstrated thorough

knowledge of emergency procedures with no deviations.

CONDITIONALLY QUALIFIED. Exhibits satisfactory knowledge of, and familiarity with, all cockpit

switches and controls in the application of corrective action necessary in combating system malfunctions.

Identification of emergency procedures was slower than normal, but still considered safe. Demonstrated

satisfactory knowledge of emergency procedures with minor deviations.

UNQUALIFIED. Shows lack of familiarity with cockpit switches and controls. Unable to apply corrective

action necessary to cope with helicopter system malfunctions. Slow and hesitant in the recognition of

malfunctions. Misses one or more emergency procedures or sequential steps in corrective action that

compounded the situation.

PROCEDURES.

QUALIFIED. NATOPS procedures and checklists followed without deviation, omission, or errors. Displayed

complete knowledge and familiarity with the cockpit. Properly utilized copilot. Complied with all safety

precautions.

CONDITIONALLY QUALIFIED. NATOPS procedures and checklists followed with minor deviation,

omission, or errors. Displayed satisfactory knowledge and familiarity with the cockpit. Did not fully utilize

copilot. Safety of flight was not jeopardized by discrepancies in checklists.

UNQUALIFIED. Did not utilize checklists. Demonstrated a complete lack of familiarity with cockpit. Did

not utilize copilot. Disregarded safety precautions.

20.7.2 Flight Evaluation

The NATOPS Evaluation Worksheet (Figure 20-1) shall be used to enter the status assigned as a result of the flight

evaluation.

*1. AREA 1 — BRIEF.

a. PILOT EQUIPMENT.

QUALIFIED. Possessed all personal flight gear in accordance with applicable directives. All gear subject

to periodic inspections was up to date and current. Knew location of all equipment.

CONDITIONALLY QUALIFIED. Unsure of location of some equipment.

UNQUALIFIED. Nonstandard, missing, or out--of--date equipment noted. Did not know the location of

most equipment.

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b. NAVIGATION PUBLICATIONS.

QUALIFIED. Ensured all navigation publications necessary for flight were present and up to date.

CONDITIONALLY QUALIFIED. Ensured all publications necessary for flight were present. Minor

omissions related to currency of publications not affecting safety of flight.

UNQUALIFIED. Publications not carried in aircraft or out of date.

*c. WEATHER.

QUALIFIED. Obtained and interpreted all the available weather and sea information affecting the flight

and the planned mission. Obtained a forecast for all intended operating and landing areas.

CONDITIONALLY QUALIFIED. Obtained and interpreted weather and sea information with only minor

errors. The errors did not adversely affect the safety of the flight or violate civilian or military flight rules.

UNQUALIFIED. Unable to properly interpret weather sequences, weather forecast information, or sea

environment to safely and effectively complete the mission.

*d. NATOPS FLIGHT MANUAL/POCKET CHECKLIST(S)/SOP.

QUALIFIED. Both publications current with respect to incorporated changes.

CONDITIONALLY QUALIFIED. Publications current with respect to incorporated changes.

UNQUALIFIED. Current changes not incorporated in either publication.

*e. BRIEF/DEBRIEF.

QUALIFIED. The briefing was conducted in an orderly, well--organized manner in accordance with the

NATOPS briefing guide. Debriefing was conducted in a professional manner and contained constructive

criticism of the entire flight.

CONDITIONALLY QUALIFIED. The briefing was conducted in an orderly manner with errors and/or

omissions not affecting the safe and orderly completion of the mission. The debriefing was not complete.

UNQUALIFIED. Did not brief for the mission in accordance with this manual. No debriefing guide was

used and/or the debriefing was omitted.

PERFORMANCE CALCULATIONS

QUALIFIED. Ensured all applicable performance calculations were compiled before flight, with no errors

or omissions.

CONDITIONALLY QUALIFIED. Completed applicable performance calculations before flight with

minor deviation.

UNQUALIFIED. Did not complete performance calculations in accordance with this manual. Calculations

incomplete or incorrect.

ORIGINAL

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g. MISSION PLANNING SYSTEM (MPS)

QUALIFIED. Properly utilized MPS. Successfully entered all data needed for flight operations and

compared results to performance calculations. The downloaded MPS files would have greatly enhanced

aircrew situational awareness and reduced aircrew workload.

CONDITIONALLY QUALIFIED. Completed MPS process, but unable to enter all data required without

guidance. Flight could be safely conducted with cards completed, but numerous areas such as

communications, navigation, and performance calculations were not utilized. MPS cards used would

slightly enhance situational awareness and provide a minor reduction in aircrew workload.

UNQUALIFIED. Could not successfully complete the MPS process. Data was consistently entered

incorrectly or neglected entirely. Use of downloaded MPS cards could create confusion in the aircraft and

result in increased aircrew workload and decreased situational awareness.

*2. AREA 2--GROUND OPERATIONS.

*a. LOGS AND RECORDS.

QUALIFIED. Consulted the Aircraft Discrepancy Book (ADB) for completeness, accuracy, and the status

of the helicopter. Reviewed the Maintenance Action Forms (MAFs) from the previous ten flights for

discrepancies and corrective action. Filled out the applicable sections of the NAVFLIRS without errors or

omissions. Reviewed weight and balance for currency and within limits.

CONDITIONALLY QUALIFIED. Consulted the ADB for status of the helicopter, but failed to properly

avail themselves of all the information contained therein, and/or neglected to review the previous ten

flights.

UNQUALIFIED. Failed to ascertain that all grounding discrepancies had been corrected. Accepted a

helicopter that was not ready for flight. Failed to review weight and balance limitations.

*b. PREFLIGHT CHECK.

QUALIFIED. Accomplished the preflight inspection as outlined in this manual. Ensured proper servicing

of the helicopter in accordance with the planned mission.

CONDITIONALLY QUALIFIED. Accomplished the preflight inspection as outlined in this manual with

minor omissions or errors, none of which could affect safety of flight.

UNQUALIFIED. Performed the required preflight inspection with errors and/or omissions that could affect

safety of flight. Failed to verify that the helicopter was serviced and ready for flight.

c. PRESTART CHECKS.

QUALIFIED. NATOPS procedures and checklist followed without deviation, omission, or errors.

Displayed complete knowledge and familiarity with the cockpit. Properly utilized copilot. Complied with

all visual signals and safety precautions.

CONDITIONALLY QUALIFIED. Deviations and omissions of the prescribed procedures caused undue

delay. Hesitation in the manipulation of cockpit switches and circuit breakers. Marginal use of the copilot.

UNQUALIFIED. Did not utilize checklist. Demonstrated a complete lack of familiarity with cockpit. Did

not utilize copilot. Disregarded visual signals and/or safety precautions.

*d. SYSTEMS CHECKS.

QUALIFIED. Performed all checks in accordance with this manual. Ensured proper operation of all

equipment.

CONDITIONALLY QUALIFIED. Minor deviations and/or omissions in the use of checklists not

involving safety of flight. Incomplete systems checks.

UNQUALIFIED. Failed to follow checklist. Did not perform required checks in accordance with this

manual.

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*e. ENGINE START.

QUALIFIED. NATOPS procedures and checklist followed without deviation, omission, or errors.

Displayed complete knowledge and familiarity with the cockpit. Properly utilized copilot.

CONDITIONALLY QUALIFIED. Deviations and omissions of the prescribed procedures caused delayed

and erratic starting. Poor timing in the manipulation of the controls. Demonstrated lack of knowledge of

starting procedures. Marginally effective use of copilot.

UNQUALIFIED. Could not start the engine and/or demonstrated a complete lack of proper procedure or

limitations.

*f. ROTOR ENGAGMENT AND ENGINE RUNUP.

QUALIFIED. NATOPS procedures followed without error and/or omission. Proper procedures used to

effect smooth, safe operation. Desired directional control maintained without abrupt changes.

CONDITIONALLY QUALIFIED. Improper or incomplete use of checklist resulting in nonstandard

procedures. Rough or erratic engagement. Misinterpretation of visual signals. No errors that affected

mission capability or flight safety.

UNQUALIFIED. Did not utilize checklists. Disregarded visual signals. Significant errors that could affect

safety of aircrew and/or ground personnel.

g. TAXI.

QUALIFIED. NATOPS procedures followed without error and/or omission. Proper procedures used to

effect smooth safe operation. Desired directional control maintained without abrupt changes.

CONDITIONALLY QUALIFIED. Minor deviations from standard procedures, none of which jeopardized

safe operation. Directional control slightly erratic.

UNQUALIFIED. NATOPS procedures were not followed. Errors or omissions that jeopardized or could

jeopardize safe operation.

h. SHUTDOWN/POSTFLIGHT.

QUALIFIED. The securing of rotors, engines, and all equipment was done in accordance with this manual.

Ensured that a complete postflight inspection was performed. Completed NAVFLIRS and VIDS/MAFS

forms completely and correctly.

CONDITIONALLY QUALIFIED. The securing of the rotors, engines, and all equipment was performed, but

not in the order prescribed in this manual. Minor deviations or omissions are allowed unless deviations or

omissions are injurious to the equipment or personnel. Minor omissions on postflight and/or flight

documentation.

UNQUALIFIED. Did not shut down the rotors, engines, or equipment in accordance with standard

procedures. Deviations or omissions in the procedures that if allowed to continue would be injurious to

equipment or personnel. Did not ensure a postflight was conducted. Did not fill out NAVFLIRS and/or

VIDS/MAFS.

*i. CREW COORDINATION.

QUALIFIED. Demonstrated effective crew utilization throughout all areas. Crew never placed in jeopardy.

CONDITIONALLY QUALIFIED. Did not fully or properly utilize crew.

UNQUALIFIED. Failed to utilize crew, resulting in safety implications.

ORIGINAL

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*3. AREA 3--NORMAL FLIGHT OPERATIONS.

*a. PROCEDURES.

QUALIFIED. NATOPS procedures followed with no deviation. Checklists used. Site selected for landing

was adequate. Pattern for selected site showed proper planning. Demonstrated complete knowledge and

utilization of AFCS functions.

CONDITIONALLY QUALIFIED. Minor deviations from NATOPS procedures that did not jeopardize

safety of flight.

UNQUALIFIED. NATOPS procedures not followed. Failed to use checklists.

b. VERTICAL TAKEOFF/HOVER.

QUALIFIED. NATOPS procedures followed without error or deviation. Power was applied smoothly and

positively. Heading remained constant.

CONDITIONALLY QUALIFIED. Minor deviations in procedures not affecting safety of flight. Aircraft

and/or power not handled smoothly, but still effectively.

UNQUALIFIED. NATOPS procedures not followed. Power control was not smooth or applied in

accordance with standard procedure.

c. NORMAL TAKEOFF/TRANSITION.

QUALIFIED. Transition to climb airspeed made with a smooth addition of collective pitch to prevent

settling. All control applications smooth.

CONDITIONALLY QUALIFIED. Transition to climb airspeed was made, but with slight settling. Power

control applied abruptly. Heading control somewhat erratic.

UNQUALIFIED. Allowed aircraft to settle. Heading and power control abrupt.

d. MAXIMUM GROSS WEIGHT TAKEOFF.

QUALIFIED. NATOPS procedures followed without error or deviation. Hover check completed. Power

was applied smoothly and positively. Heading remained constant.

CONDITIONALLY QUALIFIED. Minor deviations in procedures not affecting safety of flight. Aircraft

and/or power not handled smoothly, but still effectively.

UNQUALIFIED. NATOPS procedures not followed. Power control was not smooth or applied in

accordance with standard procedure. Hover check not performed. Touched surface after takeoff.

e. OBSTACLE CLEARANCE TAKEOFF.

QUALIFIED. NATOPS procedures followed without error or deviation. Power was applied smoothly and

positively. Heading remained constant.

CONDITIONALLY QUALIFIED. Minor deviations in procedures not affecting safety of flight. Aircraft

and/or power not handled smoothly, but still effectively.

UNQUALIFIED. NATOPS procedures not followed. Power control was not smooth or applied in

accordance with standard procedure. Did not clear obstacle.

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ORIGINAL

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NORMAL APPROACH/VERTICAL LANDING.

QUALIFIED. NATOPS procedures followed to place helicopter in a position for a proper approach. Power

was handled in a smooth manner so as to effect proper approach speed, altitude, and descent rate. Aircraft

controlled so as to arrive at normal hover with zero groundspeed, proper attitude, and power. Smooth

descent and no drift on touchdown.

CONDITIONALLY QUALIFIED. Aircraft altitude and power control rough. Slight over-- or undershoot.

Slight drift on touchdown.

UNQUALIFIED. Power applications erratic and rough. Erratic altitude and heading control. Excessive

descent rate and/or drift on touchdown.

g. STEEP APPROACH/NO HOVER LANDING.

QUALIFIED. NATOPS procedures followed to place helicopter in a position for a proper approach. Power

was handled in a smooth manner so as to effect proper approach speed and descent rate. Aircraft controlled

so as to arrive at touchdown point with little or no forward roll.

CONDITIONALLY QUALIFIED. Aircraft attitude and power control rough. Slight groundspeed on

touchdown.

UNQUALIFIED. Excessive sink rate. Power applications erratic and rough. Erratic attitude and heading

control. Missed intended point of touchdown. Excessive groundspeed on touchdown.

h. RUNNING LANDING.

QUALIFIED. NATOPS procedures followed to place aircraft on proper approach path with proper airspeed,

descent rate, and attitude. Transition from approach to landing smooth with no abrupt power or heading

changes.

CONDITIONALLY QUALIFIED. Minor deviations in procedures which did not jeopardize safety of

flight. Aircraft attitude, airspeed, power, and heading control rough.

UNQUALIFIED. Proper procedures not followed. Touchdown in skid. Over--rotated just prior to

touchdown. Landing speed exceeded helicopter limitations. Poor heading control on rollout.

RUNNING TAKEOFF.

QUALIFIED. NATOPS procedures followed without error or deviation. Power was applied smoothly and

positively. Heading remained constant.

CONDITIONALLY QUALIFIED. Minor deviations in procedures not affecting safety of flight. Aircraft

and/or power not handled smoothly, but still effectively.

UNQUALIFIED. NATOPS procedures not followed. Power control was not smooth or applied in

accordance with standard procedure. Poor heading control on ground roll. Over--rotated helicopter just after

lift--off.

*j. COMM/NAV/KEYSETS.

Note

The COMM/NAV/KEYSETS evaluation shall be limited to the areas

listed. The pilot NATOPS evaluation is not intended to be an evaluation of

NATIP publication (NTRP 3--22.2--SH60B) related material, although

Mission Systems related emergencies may be evaluated. Tactics shall not

be evaluated.

ORIGINAL

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QUALIFIED. Demonstrates a thorough ability to recall system operations, functions, and capabilities. Able

to accomplish operation ofcommunication,navigation andkeyset systemswithout hesitationorerror.Able

to accurately navigate aircraft using system navigation tools and symbols without hesitation or error. Able

to operate keys and display functions without hesitation or error.

CONDITIONALLY QUALIFIED. Demonstrates the ability to recall system operational functions, and

capabilities sufficient to operate the communication, navigation, and keysets with minor procedural errors

or omissions not affecting the continuation of the mission.

UNQUALIFIED. Lacks the ability to recall system operations, functions, and capabilities and/or makes

procedural errors affecting mission accomplishment.

*k. CREW COORDINATION.

QUALIFIED. Demonstrated effective crew utilization throughout all areas. Crew never placed in jeopardy.

CONDITIONALLY QUALIFIED. Did not fully or properly utilize crew.

UNQUALIFIED. Failed to utilize crew, resulting in safety implications.

*4. AREA 4--EMERGENCY PROCEDURES.

*a. AUTOROTATIONS.

QUALIFIED. All procedures carried out in accordance with this manual. Minor non--recurring

discrepancies not affecting flight safety.

CONDITIONALLY QUALIFIED. Airspeed, N_r, and heading control erratic. Slight drift at recovery.

UNQUALIFIED. Airspeed, N_r, and heading control beyond safe limits. Implemented techniques that

would have jeopardized the successful completion and recovery of the autorotation.

*b. ENGINE MALFUNCTIONS.

QUALIFIED. Properly analyzed the emergency situation and took appropriate action. Utilized PNAC and

crew as needed.

CONDITIONALLY QUALIFIED. Properly analyzed the emergency situation and accomplished the

required action, but with minor errors or omissions that did not preclude the successful completion of the

appropriate action.

UNQUALIFIED. Made errors or omissions that if allowed to continue would jeopardize safety of flight.

*c. SINGLE ENGINE TO A SPOT/RUNWAY.

QUALIFIED. All procedures carried out in accordance with NATOPS. Power was handled in a smooth

manner so as to effect proper approach speed and descent rate. Aircraft controlled so as to arrive at

touchdown with proper attitude and power.

CONDITIONALLY QUALIFIED. Followed procedures with only minor deviations that did not affect

safety of flight. Did not prebrief approach to PNAC.

UNQUALIFIED. Did not follow proper procedures. Handling of aircraft jeopardized safety of flight.

Touched down with excessive descent rate or unsafe groundspeed.

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ORIGINAL

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*d. SINGLE ENGINE FAILURE HIGE/HOGE.

QUALIFIED. All procedures carried out in accordance with NATOPS. Power was handled in a smooth

manner so as to effect a safe recovery. Descent rate, Nr, and nose attitude were controlled. Landed with no

drift. Minor N_r droop is allowable.

CONDITIONALLY QUALIFIED. Followed procedures with only minor deviations that did not affect

safety of flight. Landed with slight drift. Moderate Nr droop.

UNQUALIFIED. Did not follow proper procedures. Handling of aircraft jeopardized safety of flight.

Touched down with excessive sink rate, N_r control was erratic. Landed with excessive drift or severe Nr

droop.

*e. AFCS/SAS OFF.

QUALIFIED. Aircraft control smooth and positive. Heading, altitude, and attitude properly maintained.

CONDITIONALLY QUALIFIED. Aircraft control occasionally rough but without jeopardizing safety of

flight.

UNQUALIFIED. Aircraft control rough and abrupt. Jeopardized safety of flight.

*f. BOOST OFF.

QUALIFIED. Aircraft control smooth and positive. Heading, altitude, and attitude properly maintained.

CONDITIONALLY QUALIFIED. Aircraft control occasionally rough but without jeopardizing safety of

flight.

UNQUALIFIED. Aircraft control rough and abrupt. Jeopardized safety of flight.

*g. STABILATOR MALFUNCTION.

QUALIFIED. All procedures carried out in accordance with this manual.

CONDITIONALLY QUALIFIED. Slight deviations from procedures. Did not jeopardize safety of flight.

UNQUALIFIED. Did not follow procedures. Jeopardized safety of flight.

*h. FIRE.

QUALIFIED. All procedures carried out in accordance with this manual.

CONDITIONALLY QUALIFIED. Slight deviations from procedures. Did not jeopardize safety of flight.

UNQUALIFIED. Did not follow procedures. Jeopardized safety of flight.

*i. COUPLER EMERGENCIES.

QUALIFIED. All procedures carried out in accordance with this manual.

CONDITIONALLY QUALIFIED. Slight deviations from procedures. Did not jeopardize safety of flight.

Delay in analysis of malfunction.

UNQUALIFIED. Did not follow procedures. Jeopardized safety of flight. Failure to analyze malfunction.

*j. DITCHING/EGRESS.

QUALIFIED. All procedures carried out in accordance with this manual.

CONDITIONALLY QUALIFIED. Slight deviations from procedures. Did not jeopardize safety of flight.

Delay in analysis of malfunction.

UNQUALIFIED. Did not follow procedures. Jeopardized safety of flight. Failure to analyze malfunction.

ORIGINAL

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*k. CREW COORDINATION.

QUALIFIED. Demonstrated effective crew utilization throughout all areas. Crew never placed in jeopardy.

CONDITIONALLY QUALIFIED. Did not fully or properly utilize crew.

UNQUALIFIED. Failed to utilize crew, resulting in safety implications.

*5. AREA 5 — SPECIAL PROCEDURES.

*a. RESCUE PROCEDURES.

(1) AUTOMATIC APPROACH CHECKLIST.

QUALIFIED. NATOPS procedures and checklist followed without deviation, omissions, or errors.

Displayed complete understanding and familiarity with the cockpit switches and procedures.

CONDITIONALLY QUALIFIED. Deviations and omissions of the prescribed procedures caused undue

delay. Hesitation in the manipulation of cockpit switches. Marginally effective use of copilot.

UNQUALIFIED. Did not utilize checklist. Demonstrated a complete lack of familiarity with cockpit. Did

not utilize copilot.

(2) ICS PROCEDURES.

QUALIFIED. Utilized standard ICS terminology in accordance with NATOPS.

CONDITIONALLY QUALIFIED. Used nonstandard or slight deviations from standard ICS terminology.

Did not jeopardize safety of flight.

UNQUALIFIED. Did not follow procedures. Jeopardized safety of flight or safety of swimmer or survivor.

(3) VERBAL CONTROL PROCEDURES.

QUALIFIED. NATOPS procedures and terminology utilized in order to expeditiously fly aircraft to proper

location.

CONDITIONALLY QUALIFIED. Deviations and omissions of the prescribed procedures caused undue

delay. Did not jeopardize safety of flight.

UNQUALIFIED. Did not follow procedures. Positioned aircraft improperly for rescue completion. Safety

of flight jeopardized.

(4) CREW HOVER PROCEDURES.

QUALIFIED. NATOPS ICS, flight, crew hover, and control transfer procedures followed without

deviation, omissions, or errors. Procedures briefed were followed during conduct of flight.

CONDITIONALLY QUALIFIED. Deviations or omissions of the prescribed procedures caused undue

delay. Did not jeopardize safety of flight.

UNQUALIFIED. Did not follow procedures. Significant deviations from crew NATOPS brief. Jeopardized

safety of flight.

(5) DAY VMC PROCEDURES.

QUALIFIED. NATOPS day, VMC rescue, and manual approach procedures followed without deviation,

omissions, or errors. Safely manipulated aircraft into appropriate swimmer deployment regime.

CONDITIONALLY QUALIFIED. Deviations from, or omissions of, the prescribed ICS communications

and NATOPS procedures caused undue delay. Did not jeopardize safety of flight.

UNQUALIFIED. Did not follow procedures. Jeopardized safety of flight.

(6) NIGHT/IMC PROCEDURES.

QUALIFIED. NATOPS Night/IMC rescue procedures followed without deviation, omissions, or errors.

Demonstrated effective use and understanding of windline rescue pattern.

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ORIGINAL

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CONDITIONALLY QUALIFIED. Deviations and/or omissions of the prescribed procedures caused undue

delay. Misunderstanding of windline rescue pattern and automatic approach procedures. Did not jeopardize

safety of flight.

UNQUALIFIED. Did not follow procedures. Jeopardized safety of flight.

(7) CREW COORDINATION.

QUALIFIED. Demonstrated effective copilot and aircrew utilization throughout rescue procedures.

Included entire crew in decision--making processes during conduct of rescue.

CONDITIONALLY QUALIFIED. Did not fully or properly utilize aircrew or copilot for mission

accomplishment. Slow to respond to aircrew recommendations regarding positioning or conduct of rescue.

No impact overall on safety of flight.

UNQUALIFIED. Failed to utilize copilot and/or aircrew, caused alienation of crew during flight, actions

resulted in jeopardizing safety of flight.

b. SONAR PROCEDURES (F/R).

QUALIFIED. Demonstrated thorough knowledge of NATOPS procedures in manipulation of the controls

to set the equipment into full operation.

CONDITIONALLY QUALIFIED. Demonstrated a fair knowledge of the equipment but deviated from the

NATOPS procedures. Was able to complete assigned mission.

UNQUALIFIED. Demonstrated lack of knowledge of the equipment and did not use NATOPS procedures.

Made major deviations or omissions that prolonged the mission or caused the mission to fail.

20.8

AIRCREW GRADING CRITERIA

20.8.1 Oral Examination Grading Criteria

The NATOPS Aircrew Evaluation Worksheet (Figure 20-2) is to be used to enter the status assigned as a result of

oral examinations.

QUALIFIED. Demonstrated a thorough knowledge of location, operation and/or procedures of discussed item.

Answers all questions satisfactorily.

CONDITIONALLY QUALIFIED. Shows a slight lack of familiarity with or knowledge/understanding of the

procedures and operation of discussed item. Answered all questions with minor deviations not detrimental to aircrew

duties.

UNQUALIFIED. Definite lack of knowledge and/or understanding of discussed item. Unable to answer questions

considered essential for safe and proper execution of aircrew duties.

20.8.2 Flight Evaluation Grading Criteria

The NATOPS Aircrew Evaluation Worksheet (Figure 20-2) should be used to enter the status assigned as a result

of the flight evaluation. General crewmen (Aerial Door Gunners, SAR Medical Technicians, Special Mission

Crewmen, and Lookout Non--Aircrewmen) require ORAL, GROUND, and GENERAL areas only.

1. GROUND OPERATIONS.

*a. NATOPS FLIGHT MANUAL/POCKET CHECKLIST/SOP.

QUALIFIED. Publications current with respect to all incorporated changes.

CONDITIONALLY QUALIFIED. Publications are current with minor deviations.

UNQUALIFIED. Current changes not incorporated in either publication.

ORIGINAL

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*b. FLIGHT EQUIPMENT.

QUALIFIED. Demonstrated thorough knowledge of location, operation and proper wearing of all safety

and survival equipment.

CONDITIONALLY QUALIFIED. Demonstrated satisfactory knowledge of location, operation and proper

wearing of all safety and survival equipment with minor deviations.

UNQUALIFIED. Non standard, missing on or properly worn. Did not know the location of all safety and

survival equipment.

c. AIRCRAFT DISCREPANCY BOOK.

QUALIFIED. Reviewed the ADB for completeness, accuracy, and the status of the aircraft.

CONDITIONALLY QUALIFIED. Consulted the ADB for status of the aircraft, but failed to properly avail

them self of all the information contained therein.

UNQUALIFIED. Failed to review the ADB for completeness, accuracy, and the status of the aircraft.

d. BRIEF/DEBRIEF/MISSION PLANNING.

QUALIFIED. Arrived to the brief having obtained/given all information pertinent to the successful

completion of the mission.

CONDITIONALLY QUALIFIED. Met the criteria for QUALIFIED except for minor omissions, not

affecting the successful completion of the mission.

UNQUALIFIED. Major omissions which could affect the successful completion of the mission or failed

to attend.

*e. PREFLIGHT.

QUALIFIED. Accomplished the preflight inspection as outlined in this manual.

CONDITIONALLY QUALIFIED. Accomplished the preflight inspection as outlined in this manual with

minor deviations/omissions not affecting safety of flight.

UNQUALIFIED. Performed required preflight inspection with deviations/omissions which affected safety

of flight

*f. AIRCRAFT SERVICING/HANDLING.

QUALIFIED. Ensured proper servicing and handling procedures as outlined in this manual.

CONDITIONALLY QUALIFIED. Completed servicing and handling procedures as outlined in this

manual with minor deviations/omissions not affecting safety of flight.

UNQUALIFIED. Performed servicing and handling with deviations/omissions which affected safety of

flight.

*g. SAFETY.

QUALIFIED. Observed all safety precautions and displayed no conduct that could jeopardize safety of

flight.

CONDITIONALLY QUALIFIED. Observed safety precautions with minor deviations not affecting safety

of flight.

UNQUALIFIED. Flagrant disregard of safety precautions which affected safety of flight.

20-15

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A1-H60BB-NFM-000

2. GENERAL OPERATIONS.

*a. CHECKLIST UTILIZATION.

QUALIFIED. Procedures completed in the proper sequence as outlined in this manual.

CONDITIONALLY QUALIFIED. Procedures completed with minor deviations/omissions not affecting

safety of flight.

UNQUALIFIED. Major omissions/deviations which affected safety of flight.

*b. EMERGENCY PROCEDURES.

QUALIFIED. Recognized emergencies and followed procedures stated in this manual.

CONDITIONALLY QUALIFIED. Recognized emergencies with minor deviations not affecting safety of

flight.

UNQUALIFIED. Failed to recognize emergencies and/or follow procedures stated in this manual which

affected safety of flight.

c. LOOKOUT PROCEDURES.

QUALIFIED. Observed all safety precautions and displayed sound judgment.

CONDITIONALLY QUALIFIED. Observed safety precautions and displayed sound judgment with minor

errors not affecting safety of flight.

UNQUALIFIED. Flagrant disregard of safety precautions which affected safety of flight.

d. OPERATIONAL CHECKS.

QUALIFIED. Procedures completed in the proper sequence as outlined in this manual.

CONDITIONALLY QUALIFIED. Procedures completed with minor deviations/omissions not affecting

safety of flight.

UNQUALIFIED. Major omissions/deviations which affected safety of flight.

*e. AIRCRAFT LIMITATIONS.

QUALIFIED. Familiar with all aircraft limitations. Operated within the limitations outlined in this manual.

CONDITIONALLY QUALIFIED. Familiar with aircraft limitations. Operated within limitations with

minor deviations/omissions not affecting safety of flight.

UNQUALIFIED. Unfamiliar with aircraft limitations. Operated outside of limitations which affected

safety of flight.

RADIO PROCEDURES.

QUALIFIED. Provided a constant status, using standard terminology that was clear and concise.

CONDITIONALLY QUALIFIED. Provided a constant status with minor deviations/omissions not

affecting safety of flight.

UNQUALIFIED. Major deviations/omissions which affected safety of flight.

ORIGINAL

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A1-H60BB-NFM-000

*g. SAFETY.

QUALIFIED. Observed all safety precautions and displayed no conduct that could jeopardize safety of

flight.

CONDITIONALLY QUALIFIED. Observed safety precautions with minor deviations/omissions not

affecting safety of flight.

UNQUALIFIED. Flagrant disregard of safety precautions which affect safety of flight.

3. SAR OPERATIONS.

*a. CHECKLIST UTILIZATION.

QUALIFIED. Procedures completed in the proper sequence as outlined in this manual.

CONDITIONALLY QUALIFIED. Procedures completed with minor deviations/omissions not affecting

safety of flight.

UNQUALIFIED. Major deviations/omissions which affected safety of flight.

*b. HOIST OPERATIONS/LIMITATIONS.

QUALIFIED. Followed approved procedures and limitations outlined in this manual.

CONDITIONALLY QUALIFIED. Followed approved procedures and limitations with minor deviations/

omissions not affecting safety of flight.

UNQUALIFIED. Major deviations/omissions which affected safety of flight.

c. ICS PROCEDURES.

QUALIFIED. Provided a constant status, using standard terminology that was clear and concise.

CONDITIONALLY QUALIFIED. Provided a constant status with minor deviations/omissions not

affecting safety of flight.

UNQUALIFIED. Major deviations/omissions which affected safety of flight.

d. SAR EQUIPMENT OPERATIONS.

QUALIFIED. Demonstrated thorough knowledge and operation of equipment.

CONDITIONALLY QUALIFIED. Demonstrated adequate knowledge and operation of equipment with

minor deviations/omissions not affecting the safe completion of the mission.

UNQUALIFIED. Demonstrated a lack of knowledge and operation of equipment.

*e. HOIST EMERGENCIES.

QUALIFIED. Recognized emergencies and followed procedures stated in this manual.

CONDITIONALLY QUALIFIED. Recognized emergencies with minor deviations not affecting safety of

flight.

UNQUALIFIED. Failed to recognize emergencies and/or follow procedures stated in this manual which

affect safety of flight.

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A1-H60BB-NFM-000

f. DAY/NIGHT SAR OPERATIONS.

QUALIFIED. Followed procedures outlined in this manual.

CONDITIONALLY QUALIFIED. Followed procedures with minor deviations/omissions not affecting

safety of flight.

UNQUALIFIED. Major deviations/omissions which affected safety of flight.

*g. SAFETY.

QUALIFIED. Observed all safety precautions and displayed no conduct that could jeopardize safety of

flight.

CONDITIONALLY QUALIFIED. Observed safety precautions with minor deviations not affecting safety

of flight.

UNQUALIFIED. Flagrant disregard of safety precautions which affected safety of flight.

4. UTILITY OPERATIONS.

*a. CHECKLIST UTILIZATION.

QUALIFIED. Procedures completed in the proper sequence as outlined in this manual.

CONDITIONALLY QUALIFIED. Procedures completed with minor deviations/omissions not affecting

safety of flight.

UNQUALIFIED. Major omissions/deviations which affected safety of flight.

b. CARGO/VERTREP OPERATIONS.

QUALIFIED. Followed procedures outlined in this manual.

CONDITIONALLY QUALIFIED. Followed procedures with minor deviations/omissions not affecting

safety of flight.

UNQUALIFIED. Major deviations/omissions which affected safety of flight.

c. HIFR OPERATIONS.

QUALIFIED. Followed procedures outlined in this manual.

CONDITIONALLY QUALIFIED. Followed procedures with minor deviations/omissions not affecting

safety of flight.

UNQUALIFIED. Major deviations/omissions which affected safety of flight.

d. SHIPBOARD OPERATIONS.

QUALIFIED. Followed procedures outlined in this manual.

CONDITIONALLY QUALIFIED. Followed procedures with minor deviations/omissions not affecting

safety of flight.

UNQUALIFIED. Major deviations/omissions which affected safety of flight.

ORIGINAL

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A1-H60BB-NFM-000

e. ICS PROCEDURES.

QUALIFIED. Provided a constant status, using standard terminology that was clear and concise.

CONDITIONALLY QUALIFIED. Provided a constant status with minor deviations/omissions not

affecting safety of flight.

UNQUALIFIED. Major deviations/omissions which affected safety of flight.

*f. LIMITATIONS.

QUALIFIED. Within limitations outlined in this manual.

CONDITIONALLY QUALIFIED. Within limitations with minor deviations/omissions not affecting safety

of flight.

UNQUALIFIED. Outside of limitations which affected safety of flight.

*g. SAFETY.

QUALIFIED. Observed all safety precautions and displayed no conduct that could jeopardize safety of

flight.

CONDITIONALLY QUALIFIED. Observed safety precautions with minor deviations not affecting safety

of flight.

UNQUALIFIED. Flagrant disregard of safety precautions which affected safety of flight.

NON--ACOUSTIC OPERATIONS.

a. RADAR/IFF.

QUALIFIED. Demonstrated a thorough knowledge of equipment, control functions, troubleshooting and

procedures.

CONDITIONALLY QUALIFIED. Demonstrated a fair knowledge of equipment, control functions,

troubleshooting and procedures with minor errors not affecting the mission.

UNQUALIFIED. Demonstrated a complete lack of knowledge with errors that affected the mission.

b. ELECTRONIC SUPPORT MEASURES.

QUALIFIED. Demonstrated a thorough knowledge of equipment, control functions, troubleshooting and

procedures.

CONDITIONALLY QUALIFIED. Demonstrated a fair knowledge of equipment, control functions,

troubleshooting and procedures with minor errors not affecting the mission.

UNQUALIFIED. Demonstrated a complete lack of knowledge with errors that affected the mission.

c. ISD/ASE.

QUALIFIED. Demonstrated a thorough knowledge of equipment, control functions, troubleshooting and

procedures.

CONDITIONALLY QUALIFIED. Demonstrated a fair knowledge of equipment, control functions,

troubleshooting and procedures with minor errors not affecting the mission.

UNQUALIFIED. Demonstrated a complete lack of knowledge with errors that affected the mission.

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A1-H60BB-NFM-000

d. NAVIGATION.

QUALIFIED. Demonstrated a thorough knowledge of equipment, control functions, troubleshooting and

procedures.

CONDITIONALLY QUALIFIED. Demonstrated a fair knowledge of equipment, control functions,

troubleshooting and procedures with minor errors not affecting the mission.

UNQUALIFIED. Demonstrated a complete lack of knowledge with errors that affected the mission.

e. COMMUNICATION.

QUALIFIED. Demonstrated a thorough knowledge of equipment, control functions, troubleshooting and

procedures.

CONDITIONALLY QUALIFIED. Demonstrated a fair knowledge of equipment, control functions,

troubleshooting and procedures with minor errors not affecting the mission.

UNQUALIFIED. Demonstrated a complete lack of knowledge with errors that affected the mission.

FLIR.

QUALIFIED. Demonstrated a thorough knowledge of equipment, control functions, troubleshooting and

procedures.

CONDITIONALLY QUALIFIED. Demonstrated a fair knowledge of equipment, control functions,

troubleshooting and procedures with minor errors not affecting the mission.

UNQUALIFIED. Demonstrated a complete lack of knowledge with errors that affected the mission.

*g. SAFETY.

QUALIFIED. Observed all safety precautions and displayed no conduct that could jeopardize safety of

flight.

CONDITIONALLY QUALIFIED. Observed safety precautions with minor deviations not affecting safety

of flight.

UNQUALIFIED. Flagrant disregard of safety precautions which affected safety of flight.

6. ACOUSTIC OPERATIONS.

a. DIPPING/MAD OPERATIONS.

QUALIFIED. Demonstrated a thorough knowledge of equipment, control functions and procedures.

CONDITIONALLY QUALIFIED. Demonstrated a fair knowledge of equipment, control functions and

procedures with minor errors not affecting the mission.

UNQUALIFIED. Demonstrated a complete lack of knowledge with errors that affected the mission.

*b. EMERGENCY PROCEDURES.

QUALIFIED. Recognized emergencies and followed procedures stated in this manual.

CONDITIONALLY QUALIFIED. Recognized emergencies with minor deviations not affecting safety of

flight.

UNQUALIFIED. Failed to recognize emergencies and/or follow procedures stated in this manual which

affected safety of flight.

ORIGINAL

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A1-H60BB-NFM-000

c. ICS PROCEDURES.

QUALIFIED. Provided a constant status, using standard terminology that was clear and concise.

CONDITIONALLY QUALIFIED. Provided a constant status with minor deviations/omissions not

affecting safety of flight.

UNQUALIFIED. Major deviations/omissions which affected safety of flight.

d. TROUBLESHOOTING.

QUALIFIED. Followed approved troubleshooting procedures outlined in this manual.

CONDITIONALLY QUALIFIED. Followed approved troubleshooting procedures with minor errors not

affecting the mission.

UNQUALIFIED. Major errors which affected safety of flight.

e. SONOBUOY OPERATIONS.

QUALIFIED. Demonstrated a thorough knowledge of equipment, control functions and procedures.

CONDITIONALLY QUALIFIED. Demonstrated a fair knowledge of equipment, control functions and

procedures with minor errors not affecting the mission.

UNQUALIFIED. Demonstrated a complete lack of knowledge with errors that affected the mission.

*f. LIMITATIONS.

QUALIFIED. Within limitations outlined in this manual.

CONDITIONALLY QUALIFIED. Within limitations with minor deviations/omissions not affecting safety

of flight.

UNQUALIFIED. Outside of limitations which affected safety of flight.

*g. SAFETY.

QUALIFIED. Observed all safety precautions and displayed no conduct that could jeopardize safety of

flight.

CONDITIONALLY QUALIFIED. Observed safety precautions with minor deviations not affecting safety

of flight.

UNQUALIFIED. Flagrant disregard of safety precautions which affected safety of flight.

20.9

FLIGHT EVALUATION GRADE DETERMINATION

The following procedures shall be used in determining the oral, OFT/WST, and flight evaluation grade. A grade of

UNQUALIFIED in any critical area or critical subarea will result in an overall grade of UNQUALIFIED for the flight.

Otherwise, flight evaluation (or area) grades shall be determined by assigning the following numerical equivalents

to the adjective grade for each subarea:

UNQUALIFIED

0.0

CONDITIONALLY QUALIFIED

2.0

QUALIFIED

4.0

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A1-H60BB-NFM-000

Note

Only the numerals 0, 2, or 4 will be assigned in subareas. No interpolation

is allowed. To determine the numerical grade for each area and the overall

grade for the flight, add all the points assigned to the subareas and divide

this sum by the number of subareas graded. The adjective grade shall then

be determined on the basis of the following scale:

FLIGHT:

0.0 to 2.19 UNQUALIFIED.

2.2 to 2.99 CONDITIONALLY QUALIFIED.

3.0 to 4.00 QUALIFIED.

ORAL or OFT/WST:

0.0 to 2.99 UNQUALIFIED.

3.0 to 4.00 QUALIFIED.

EXAMPLE: (Add subarea numerical equivalents)

(4 + 2 + 4 + 2 + 4)/5 = 16/5 = 3.20 QUALIFIED.

20.10 FINAL GRADE DETERMINATION

The final NATOPS evaluation grade shall be based on the results of the oral, OFT/WST, and flight evaluation. An

evaluee who receives an UNQUALIFIED on any ground examination or the flight evaluation shall be placed in an

UNQUALIFIED status until achieving a grade of CONDITIONALLY QUALIFIED or QUALIFIED on a

reevaluation.

20.11 RECORDS AND REPORTS

A NATOPS Evaluation Report (OPNAV Form 3710/7) shall be completed for each evaluation and forwarded to the

evaluee’s commanding officer. This report shall be filed in the individual’s flight training record and retained therein

in accordance with OPNAVINST 3710.7 (series). In addition, an entry shall be made in the Flight Log Book

(OPNAV 3760/10) under QUALIFICATION AND ACHIEVEMENTS.

QUALIFICATION

DATE

SIGNATURE

NATOPS EVAL. H-60 (Series)

(DATE)

(Authenticating Signature)

(Unit Administering Qualification)

PILOT/AIRCREWMAN

20.12 NATOPS EVALUATION FORMS

In addition to the NATOPS Evaluation Report, the Evaluator/Instructor provides a NATOPS flight evaluation

worksheet (Figure 20-1 and 20-2) for use during the flight. All of the flight areas and subareas are listed on the

worksheet with space.

ORIGINAL

20-22

A1-H60BB-NFM-000

CHAPTER 21

Performance Data Introduction

21.1

INTRODUCTION

The performance data covered in Chapters 22, 23, 24, 25, 26, 27, and 28 is arranged by type of chart, with each type

of chart discussed in a separate chapter. Each chapter, and the charts contained within, is arranged in the order that

reflects the sequence of operational use. Each chapter incorporates a page containing explanatory text which describes

the functions indicated for each chart, conditions assumed in chart preparation, and guidelines to permit adjustment

of the solution attained.

The sample problem, typical of the normal mission of the helicopter, includes the sample problem data shown on

each chart contained within that chapter. If conditions are less than the lowest value shown on a chart, use the lowest

value shown. Limitations that should not be exceeded are identified on appropriate charts.

Subsequent chapters contain the following: Chapter 22 contains information that is needed to enter charts found in

subsequent chapters; Chapter 23 provides the necessary information concerning takeoff performance; Chapter 24

provides the necessary climb performance; Chapter 25 presents range data; Chapter 26 presents hover endurance

data; Chapter 27 provides performance data associated with emergency or nonstandard conditions; and Chapter 28

provides information to select and determine level flight performance data at various conditions.

21.1.1 Sample Problem

A sample problem, typical of a normal mission, is included with each type chart in applicable chapters. For

consistency and continuity, the chart values shown on the charts are actual chart values used in the sample problem

explanatory text. The explanatory text for each type chart used in computing the sample problem contains a graphic

illustration explaining how that chart is used.

21.2

FACTORS AFFECTING RANGE AND ENDURANCE

As weight decreases, the power required to maintain constant airspeed decreases. Heavily loaded helicopters must

fly at a greater power setting than lightly loaded helicopters flying at the same speed. Altitude has a marked effect

on the performance of all gas turbine engines. Air density and temperature decrease as altitude increases. As the

density of the air decreases, the mass flow of air through the engine decreases and efficiency decreases. The gas

turbine operates more efficiently at lower temperatures encountered at high altitudes because thethrust delivered per

pound of air consumed is higher at high altitudes. Since power output decreases and efficiency increases, specific

fuel consumption decreases with increased altitude. A definite advantage is gained when operating at high altitudes

since higher true airspeed will result from a given power output. The helicopter is limited in using the gas turbines

for fullest efficiency at altitude. This is not due to the engines, but to the decreased lift capability of the rotor system

at high altitudes. For flight planning purposes, consult the appropriate charts in Part XI.

21.3

PLANNING FOR AND TRANSPORT OF CARGO

Detailed procedures for planning, loading, securing, and delivery of cargo loads are contained in the Cargo Loading

Manual, Navy Model H-46 Helicopters (NAVAIR 01-250-HDA-9), and Packaging and Handling of Dangerous

Materials for Transportation by Military Aircraft (NAVSUPPUB 505).

21-1/(21-2 blank)

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A1-H60BB-NFM-000

CHAPTER 22

Standard Data

22.1

TEMPERATURE CONVERSION CHART

The Temperature Conversion Chart (Figure 22-1) provides a conversion of temperature scale that will permit

conversion between Fahrenheit and Celsius temperatures.

22.1.1 Sample Problem for Use of Temperature Conversion Chart

Enter the left side of chart at 68 °F. Then, trace right to the Celsius scale and read 20 °C.

22.2

DENSITY ALTITUDE CHART

The Density Altitude Chart (Figure 22-2) provides a density altitude when ambient temperature is applied to pressure

altitude. The chart also contains an airspeed conversion factor that, when used to multiply a calibrated airspeed,

provides a true airspeed.

22.2.1 Sample Problem for Use of Density Altitude Chart

1. Enter bottom of chart at OAT (+20 °C) and trace up to pressure altitude line (4,000 ft).

2. Trace left to the density altitude scale and read density altitude (5,500 ft) or trace right to the airspeed

conversion scale and read conversion factor (1.085).

22.3

BLADE STALL CHART

The Airspeed for Onset of Blade Stall Chart (Figure 22-3) represents speeds at which stall begins to occur on the

retreating blade tip. At these speeds, reasonable maneuvers or mild turbulence can be tolerated. Increased airspeed,

severe turbulence, or abrupt control maneuvers at or near these speeds will increase the severity of the stall, and the

helicopter will become more difficult to control. If blade stall is allowed to fully develop, a complete loss of control

will be experienced and the helicopter will pitch up and to the left. The use of forward cyclic to correct this pitch up

may aggravate the stall as it increases the angle of attack of the retreating blade.

22.3.1 Sample Problem for Use of Blade Stall Chart

Given:

1. Gross weight: 22,000 pounds.

2. Angle of bank: 20°.

3. Pressure altitude: 5,000 feet.

4. OAT: 20°.

5. Rotor speed: 100 percent N_r.

Determine:

Maximum recommended speed.

Solution:

1. Enter chart at left at 5,000 foot pressure altitude.

2. Move horizontally to 20 °C OAT line.

3. Move down to known or estimated gross weight, 22,000 pounds.

4. Move left to 20° angle of bank influence line.

5. Move down to read the indicated airspeed (KTS).

6. The indicated airspeed for the above conditions would be 120 KIAS.

22-1

ORIGINAL

A1-H60BB-NFM-000

22.4

ENGINE PERFORMANCE

Performance planning is used to determine if the installed engines have enough power (torque) to accomplish the

assigned mission. Planning should also be used to determine single engine capability. The actual torque available

tothepilotundermissionconditionsiswhatiscritical, andit isimportant todeterminethispriortothemission.When

mission planning, use Aircraft Torque Factor (ATF), and for single engine capability, use the Engine Torque Factor

(ETF) for the weakest engine (lowest ETF). In all calculations in this section, ATF can be substituted for ETF.

22.4.1 Engine Performance Charts

TheEnginePerformanceCharts(Figures22-4,22-5,and22-6)providetorqueavailableat contingency,intermediate,

and maximum continuous power when ambient temperature factors are applied to pressure altitude.

22.4.1.1 Engine Performance, Contingency (2.5 Minute) Power Chart

The Engine Performance Contingency (2.5 Minute) Power Chart (Figure 22-4) provides a torque value at 903 °C TGT

when ambient temperature is applied to pressure altitude.

22.4.1.2 Engine Performance, Intermediate (30 Minute) Power Chart

The Engine Performance, Intermediate (30 Minute) Power Chart (Figure 22-5) uses like factors in the same manner

as Figure 22-4 to provide a torque at 851 °C TGT.

22.4.1.3 Engine Performance, Maximum Continuous Power Chart

The Engine Performance, Maximum Continuous Power Chart (Figure 22-6) uses like factors in the same manner as

Figure 22-4 to provide a torque at 810 °C TGT.

22.4.1.4 Sample Problem for Use of Engine Performance, Contingency (2.5 Minute) Power,

Intermediate (30 Minute) Power and Maximum Continuous Power Charts

Enter bottom of chart at Ambient Temperature 20 °C. Trace up to 8,000 feet Pressure Altitude line, then trace left

to the Specification Torque (Available) scale and read percent Torque.

22.4.1.5 Torque Factor Terms

1. Torque Ratio (TR): The ratio of torque available to specification torque at the desired ambient temperature.

2. Engine Torque Factor (ETF): The ratio of an individual--engine torque available to specification torque at a

reference temperature of 35 °C.

3. Aircraft Torque Factor (ATF): The ratio of an individual aircraft power available to specification power at a

reference temperature of 35 °C. The ATF is the average of the ETFs of both engines.

22.4.2 Engine Performance Procedures

22.4.2.1 Torque Factor Method

The torque factor method provides an accurate indication of actual torque available for a specific engine by

incorporating ambient temperature effects on degraded engine performance. To calculate actual torque available,

multiply the specification torque available (obtained from the Engine Performance Power Charts) by the TR for the

specific engine. To obtain the TR, use the Torque Power Chart (Figure 22-7) and enter the ETF and ambient

temperature. For ambient temperatures below --5 °C, TR always equals 1.0. For ambient temperatures above 35 °C,

TR equals ETF. The aircraft HIT log forms for each engine provide the ETF obtained from the maximum power check

torque factor method.

22.4.2.2 Maximum Power Check

The Maximum Power Chart (Figure 22-8) is used during engine power checks to determine target torque value

(TTV).

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A1-H60BB-NFM-000

22.4.2.3 Engine Bleed Air

With engine bleed air turned ON, the actual torque available is reduced as follows:

1. Engine Anti--Ice ON: Reduce torque determined from engine performance intermediate power chart by a

constant 18 percent TRQ (Example: 90 percent TRQ --18 percent TRQ = 72 percent TRQ).

2. ECS on HOT: Reduce torque available by 5 percent.

3. ECS on COLD (Low Flow): Reduce torque available by 4 percent.

4. ECS on COLD (High Flow): Reduce torque available by 7 percent.

22.4.3 Torque Factor Sample Problem

Ambient Temperature: 20 °C.

Pressure Altitude: 8,000 feet.

ETF #1 Engine: .96.

ETF #2 Engine: 1.0.

ECS and Anti--Ice OFF.

ATF (.98) is the average of ETF #1 (.96) and ETF #2 (1.0). For intermediate power available enter the Engine

Performance Intermediate (30--Minute) Power Chart (Figure 22-5) with OAT (20 °C) and pressure altitude of 8,000

feet to obtain a specification torque available of 90.5.

For Mission Planning:

Enter the Torque Power Chart (Figure 22-7) with ATF (.98) and OAT (20 °C) to obtain a TR of .987. Multiply the

specification torque available (90.5) by the TR (.987) to obtain the actual intermediate dual--engine torque available

of 89 percent.

For Single Engine Capability:

#1 Engine is the weakest engine (lowest ETF). For Engine #1, enter Figure 22-7 with ETF (.96) and OAT (20 °C)

to obtain a TR of .973. Multiply the specification torque available (90.5) by the TR (.973) to obtain the actual

intermediate single engine torque available of 88 percent for Engine #1.

22-11/(22-12 blank)

ORIGINAL

A1-H60BB-NFM-000

CHAPTER 23

Takeoff

23.1

HOVER CHARTS

The Indicated Torque Required to Hover Charts (Figures 23-1 and 23-2) provide the indicated torque required to

hoveratal0footwheel heightand out-of-groundeffect whendensity altitudeis appliedto grossweight andheadwind

factors.

Note

Although (Figures 23-1 and 23-2) are for standard temperature, the use of

density altitude results in only minor variations of hover performance from

that indicated by the charts.

23.1.1 Indicated Torque Required to Hover Out of Ground Effect

The Indicated Torque Required to Hover Out of Ground Effect Chart (Figures 23-1) provides the indicated torque

required to hover when density altitude is applied to gross weight and headwind factors. Hovering in crosswind

conditions may require up to 4 percent additional torque.

23.1.1.1 Sample Problem for Use of Indicated Torque Required to Hover Out of Ground Effect

1. Entertheleft sideofchart at 4,000 foot density altitude, then traceright to the 20,000 pound gross-weight line.

2. Trace down to the headwind baseline.

3. Follow the headwind influence line to the l0 knot headwind line, then trace to the torque scale and read

94 percent indicated torque per engine.

23.1.2 Indicated Torque Required to Hover 10 Feet In Ground Effect

The Indicated Torque Required To Hover 10 Feet In Ground Effect Chart (Figure 23-2) uses like factors in the same

manner as Figures 23-1 to provide the indicated torque required to hover in ground effect.

1. Entertheleft sideofchart at 4,000 foot density altitude, then traceright to the 20,000 pound gross-weight line.

2. Trace down the headwind baseline.

3. Follow the headwind influence line to the 25 knot headwind line, then trace to the torque scale and read

77 percent indicated torque per engine.

23.1.3 Maximum Gross Weight to Hover, Headwind or Ground Effect Influence

The ability to hover at various gross weights with headwinds or ground effect factors is provided in the Maximum

Gross Weight to Hover, with Headwind or Ground Effect Influence Chart (Figure 23-3).

23.1.3.1 Sample Problem for Use of Maximum Gross Weight to Hover, Headwind or Ground Effect

Influence

1. Enter bottom of chart at 20,000 pounds gross weight, zero wind, then trace up to headwind 10 knots. Trace

left to read gross weight of 20,600 pounds.

2. Enter bottom of chart at 20,000 pounds gross weight, then trace up to wheel height 40 feet. Trace left to read

20,400 pounds gross weight.

3. If both ground effect and headwinds are present, use the heavier gross weight.

23-1

ORIGINAL

A1-H60BB-NFM-000

CHAPTER 25

Range

25.1

RANGE CHARTS

25.1.1 Maximum Range, Standard Day Chart

The Maximum Range, Standard Day, Dual Engine Chart (Figure 25-1) provides the unit range, indicated airspeed,

and approximate torque when gross weight is applied to pressure altitude to produce maximum range for the

helicopter.

25.1.1.1 Sample Problem for Use of Maximum Range, Standard Day Chart

1. Enter thebottom ofthe chart at 18,000 pounds gross weight. Trace up to the10,000 foot pressure altitudeline,

then trace left to the unit range scale of approximate nautical miles per pound of fuel and read 0.127 nautical

miles per pound of fuel.

2. From the gross weight/pressure altitude intersection, continue to trace up to the next pressure altitude

intersection, 10,000 feet, then trace left to the airspeed scale and read 100 KIAS.

3. Return to the gross weight/pressure altitude intersection, continue to trace up to the next pressure altitude

intersection, 10,000 feet, then trace left and read approximate torque of 64 percent.

25.1.2 Bingo Profile, Maximum Range with Dual Engine

The Bingo Profile Maximum Range with Dual Engine Chart (Figure 25-2) contains the Bingo Profile for maximum

range with both engines operating.

25.1.3 Nautical Miles per Pound of Fuel Conversion Chart

The Nautical Miles Per Pound of Fuel Conversion Chart (Figure 25-3) provides the factors necessary to determine

nautical miles per pound of fuel from the combination of total fuel flow pound per hour (pph) and true airspeed.

25.1.3.1 Sample Problem for Nautical Miles per Pound of Fuel Conversion Chart

Enter bottom of chart at 1,000 pounds per hour fuel flow, trace up to the 120 true airspeed knots line, then trace left

and read 0.12 nautical miles per pound of fuel.

25.1.4 Single/Dual-Engine Fuel Flow

Engine fuel flow is presented in the Single/Dual Engine Fuel Flow Chart (Figure 25-4) for various torque and

pressure altitudes at a baseline OAT of 0 _C. When operating at other than 0 _C OAT, engine fuel flow is increased

1 percent for each 20 _C above the baseline temperature and decreased 1 percent for each 20 _C below the baseline

temperature, dual--engine fuel flow may be obtained from Figure 25-4 when each engine is indicating approximately

the same torque by averaging the indicated torques and reading fuel flow from the dual--engine fuel flow scale. To

determine single engine fuel flow during level flight, enter the fuel flow chart at double the torque required for

dual--engine level flight as determined from the level flight performance charts, and obtain fuel flow from the single

engine scale. The single engine torque may not exceed the transmission limit shown on the chart. With bleed air on,

dual--engine fuel flow increases as follows:

1. Anti--ice ON: +84 pounds per hour (single--engine: +42 pph).

2. Heater ON: +10 pounds per hour.

25-1

ORIGINAL

A1-H60BB-NFM-000

CHAPTER 27

Emergency Operation

27.1

ABILITY TO MAINTAIN LEVEL FLIGHT, SINGLE ENGINE CHART

The Ability To Maintain Level Flight, Single Engine Chart (Figure 27-1) provides the speed range wherein single

engine level flight may be maintained at various density altitudes and gross weights at a torque value the engine is

producing.

27.1.1 Sample Problem for Use of Ability to Maintain Level Flight, Single Engine Chart

1. Enter the upper chart on the left side at a 2,000 foot pressure altitude and trace right to 18,500 pounds gross

weight.

2. Trace down to OAT baseline, then follow influence line up to --10 °C.

3. Trace down to the indicated airspeed baseline.

4. Follow the influence line down to where it intersects the torque available line, 127 percent OEI torque

available. (Torque available is provided by Engine Performance, Military Power Charts, Chapter 22.)

5. At bottom of chart at 127 percent OEI torque available, trace left to read the V_min at 22 KIAS.

6. Return to the indicated airspeed baseline, follow the influence lineup to where it intersects 127 percent torque

available, then trace left to read V_max 118 KIAS.

27.2

CLIMB PERFORMANCE, SINGLE ENGINE, 30 MINUTE POWER

The Climb Performance, Single Engine, 30 Minute Power Chart (Figure 27-2) provides single engine climb data

(30 minute power) at various gross weights, pressure altitudes, and ambient temperatures.

27.2.1 Sample Problem for Climb Performance, Single Engine, 30 Minute Power Chart

Enter chart at left at known gross weight (18,000 pounds). Traceright to pressure altitudeinfluence line(5,000 feet).

Trace down through approximate standard day temperature (--2 °C), trace down to °C from standard day influence

line, then trace left to read: time to climb (11 minutes), fuel used (140 pounds), and distance traveled (14 nm).

27.3

RANGE CHART

The Maximum Range Single Engine, Standard Day Chart (Figure 27-3) is based on the power to provide maximum

range for the helicopter during a one--engine operation. The chart uses like factors in the same manner as the range

charts in Chapter 25; therefore, explanatory text and sample problem data are not included. The maximum range

single engine Bingo Profile is contained in the Bingo Profile, Maximum Range Single Engine Chart Figure 27-4.

27.4

MAXIMUM GROSS WEIGHT TO HOVER IN GROUND EFFECT, SINGLE ENGINE

The Maximum Gross Weight To Hover In Ground Effect Chart is depicted in Figure 27-5. This chart assumes a 5

foot wheel height at 100 percent N_r, one engine inoperative (OEI) 2.5 minute power, and zero wind conditions.

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A1-H60BB-NFM-000

CHAPTER 28

Level Flight Performance Charts

28.1

SERVICE CEILING, DUAL-ENGINE, INTERMEDIATE (30 MINUTE) POWER OR TORQUE

PLACARD LIMIT

The Service Ceiling, Dual--Engine, Intermediate (30 Minute) Power Or Torque Placard Limit Chart (Figure 28-1)

depicts the service ceiling attainable at various gross weights and ambient temperatures. Intermediate (30 minute,

851 °C TGT limit) power or torque placard limit and 70 KIAS at 100 percent N_r is assumed.

28.1.1 Sample Problem for Service Ceiling, Dual-Engine, Intermediate (30 Minute) Power or

Torque Placard Limit

1. Enter bottom of chart at known gross weight (20,700 pounds), trace up to outside air temperature (OAT)

influence line (0 °C), then trace left to read pressure altitude (12,000 feet).

28.2

CRUISE CAPABILITY, TIME, AND RANGE

The Cruise Capability, Time, and Range Chart (Figure 28-2) provides time and range solutions to variable fuel flow,

true airspeed, and fuel quantity conditions in zero wind with no fuel reserve.

28.2.1 Sample Problem for Cruise Capability, Time, and Range Chart

1. Enter chart at left at known fuel quantity in pounds (1,500 pounds). Trace right to fuel flow 100 pounds per

hour line (1,100 pounds), trace down to true airspeed ~ KTS (100), then trace down and read 1.36 hours or

trace left from true airspeed ~ KTS (100) line and read 136 nm.

28.3

AIRSPEED SYSTEM CORRECTION FROM LEVEL FLIGHT CHARTS

All indicated airspeeds shown on the cruise charts are based on level flight. The Airspeed System Correction From

Level Flight Chart (Figure 28-3) provides the airspeed correction to be added to the level flight performance IAS

value to determine the related airspeed indicator reading for other than level flight mode. There are relatively large

variations in airspeed system errors associated with climbs and descents. These errors are significant and the Airspeed

System Correction From Level Flight Chart (Figure 28-3) is provided primarily to show the general magnitude and

direction of the errors associated with the various flight modes. If desired this figure may be used in the manner shown

to calculate specific airspeed corrections.

The following anomalies in the airspeed indicating system may be observed on the pilot and copilot airspeed

indicators:

1. During takeoffs, in the speed range of 40 to 80 KIAS, 5 to 10 KIAS airspeed fluctuation may be observed on

the pilot and copilot airspeed indicators.

2. Power changes in high power, low airspeed climbs may cause as much as 30 knot airspeed changes in indicated

airspeed. Increase in power causes an increase in indicated airspeed, and a decrease in power causes a decrease

in indicated airspeed.

3. The pilot and copilot airspeed indicators may be unreliable during high power climbs at low airspeeds (less

than 50 KIAS) with the copilot system reading as much as 30 knots lower than the pilot system.

28.3.1 Sample Problem for Airspeed System Correction from Level Flight Charts

Enterbottom ofchart at indicated airspeed from level flight performancechart (70 knots), trace up to climb influence

line, trace left to airspeed correction knots and read (7 knots).

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A1-H60BB-NFM-000

28.4

OPTIMUM ALTITUDE FOR MAXIMUM RANGE

The Optimum Altitude For Maximum Range Chart (Figure 28-4) provides the pressure altitude at which to cruise

to obtain the maximum possible range for any gross weight and OAT conditions. The altitude determined for

optimum range may also be used for optimum endurance. Use this chart at current or anticipated takeoff conditions

and move along the temperature guide lines to the estimated gross weight for cruise and obtain the optimum pressure

altitude. Turn to the level flight performance chart closest to the altitude/temperature combination predicted by the

optimum range chart for specific cruise information. This method optimizes cruise performance for long range

missions when the altitudes flown are not restricted by operational requirements.

28.4.1 Sample Problem for Optimum Altitude for Maximum Range

1. Enterleft at ambient temperatureof+22 °C and read right to takeoff pressurealtitude of2,000 feet, moveright

along temperature trend lines to known or estimated gross weight (16,800 pounds), move down to read

optimum pressure altitude (12,000 feet), move left to read OAT at optimum altitude (+3 °C).

2. To select the appropriate level flight performance chart, use the temperature/altitude combination predicted

by the optimum altitude for maximum range chart and apply these predicted values to the level flight

performance chart nearest these conditions. Use of the level flight performance chart for 12,000 feet and 0 °C

would be correct in determining cruise conditions for this example, but observe altitude limits in Chapter 4

and OPNAV 3710.7 (series).

28.5

LEVEL FLIGHT PERFORMANCE CHARTS

28.5.1 Description

The Level Flight Performance Charts (Figures 28-5, 28-6, 28-7, 28-8, 28-9, 28-10, 28-11, 28-12, 28-13, 28-14,

28-15, 28-16, 28-17, 28-18, 28-19, 28-20, 28-21, and 28-22) present torque required and total fuel flow as a function

of airspeed, altitude, temperature, and gross weight at 100 percent N_r. Scales for both true airspeed and indicated

airspeed are presented. Maximum level flight airspeed (V_h) is obtained at the intersection of the gross weight arc and

torque available 30 minutes or the transmission torque limit, whichever is lower. Airspeeds that will produce

maximum range, maximum endurance, and maximum rate of climb are also shown. Level flight performance charts

are provided from sea level to 10,000 feet pressure altitude in units of 2,000 feet. The charts provide level flight data

for free air temperatures from --20 °C to +40 °C in units of 10 or 20.

28.5.2 Use of Charts

To use the charts, it is usually necessary to know the planned pressure altitude, estimated outside air temperature,

planned cruise speed, TAS, and gross weight. First, select the proper chart on the basis of planned cruise pressure

altitude and temperature, or by using the optimum altitude for maximum range chart. Enter the chart at the cruise

airspeed, IAS, move up and read TAS, move up to the gross weight arc, move left and read torque required, and then

move right and read associated fuel flow. Maximum performance conditions are determined by entering the chart

where the maximum (LONG RANGE) range line or the maximum endurance and rate of climb (MAX END AND

R/C)intersects thegross weight line; then read airspeed, fuel flow and torque required. Normally, sufficient accuracy

can be obtained by selecting the chart nearest the planned cruising altitude and OAT or, more conservatively, by

selecting the chart with the next higher altitude and OAT. If greater accuracy is required, interpolation between

altitudes and/or temperatures is permissible. To be conservative, use the gross weight at the beginning of the cruise

flight. For greater accuracy on long flights, it is preferable to determine cruise information for several flight segments

to allow for the decreasing gross weight.

1. Airspeed. True and indicated airspeeds are presented at opposite sides of each chart. On any chart, indicated

airspeed can be directly converted to true airspeed by reading directly across the chart without regard to other

chart information.

2. Torque. Since pressure altitude and temperature are fixed for each chart, torque required varies according to

gross weight and airspeed. The torque and torque limits shown on these charts are for dual-- and single--engine

operation. The maximum torque available is presented on each chart as either the transmission torque limit,

torque available 30 minutes, or torque available continuously. The dual--engine torque limit placard is

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A1-H60BB-NFM-000

presented above the TAS scale of each chart where applicable. Single--engine torque, OEI continuous, and OEI

2.5 minute limits are also represented.

Fuel Flow. Fuel flow scales are provided opposite the torque scales. On any chart, torque may be converted

directly to fuel flow without regard to other chart information. Data shown is for two--engine operation. For

single--engine fuel flow, refer to the Single/Dual--Engine Fuel Flow Chart Figure 25-4.

Long Range. The long range lines (LONG RANGE) indicate the combinations of gross weight and airspeed

that will producethegreatest flight rangeperpoundoffuelunderzerowind conditions.When maximumrange

airspeed is above maximum torque available, the resulting maximum airspeed should be used for maximum

range.

Maximum Endurance and Rate of Climb. The maximum endurance and rate of climb lines (MAX END and

R/C) indicate the combinations of gross weight and airspeed that will produce the maximum endurance and

the maximum rate of climb. The torque required for level flight at this condition is a minimum, providing a

minimum fuel flow (maximum endurance) and a maximum torque changeavailable forclimb (maximum rate

of climb).

Single Engine. The minimum and maximum single--engine speeds can be determined by using acombination

of torque available (Chapter 22) and level flight performance charts. To calculate single--engine speeds, first

determine the torque available at the TGT limit desired and then divide by 2 (for example: 90 percent TQ/2

= 45 percent TQ). Select the appropriate level flight performance chart for the desired flight condition and enter

the torque scale with the torque value derived above. Move to the intersection of torque available and mission

gross weight arc and read down to determine minimum single--engine speed. Move further across to the second

intersection of torque and weight and read maximum single--engine speed. If no intersections occur, there are

no single--engine level flight capabilities for the conditions.

Additional Uses. Thelow speed end ofthelevel flight performancecharts (below 40 knots)is shownprimarily

to familiarize the pilot with the low speed power requirements of the helicopter. It shows the power margin

available for climb or acceleration during maneuvers, such as Nape of the Earth flight. At zero airspeed, the

torquerepresents thetorquerequired to hoverout ofground effect. In general, mission planning forlow--speed

flight should be based on hover performance out of ground effect. Refer to Chapter 23.

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SH-60B HELICOPTER. FLIGHT MANUAL (2008) - page 12