DOCUMENT RESUME

ED 272 731 CE 044 843

TITLE SAR Aircrew--HH-3F Avionics and HH-3F FlightPreparation. ACH3AV-0442. Second Edition, Revised.

INSTITUTION Coast Guard Inst., Oklahoma City, Okla.PUB DATE 85 ,

NOTE 272p.; Some photographs may not reproduce clearly.PUB TYPE Guides Classroom Use Materials (For Learner)

(051)

EDRS PRICE MF01/PC11 Plus Postage.DESCRIPTORS *Aircraft Pilots; *Aviation Mechanics; Aviation

Technology; Aviation Vocabulary; BehavioralObjectives; Course Content; *Flight Training;Independent Study; *Job Training; Military Personnel;*Military Training; Navigation; PostsecondaryEducation

IDENTIFIERS *Avionics; Coast Guard; *Helicopters

ABSTRACTThis document contains two U.S. Coast Guard

self-study pamphlets that provide training in helicopter flightpreparation and avionics duties. Each pamphlet consists of a numberof lessons that include objectives, information illustrated with linedrawings and/or photographs, and self-quizzes with answers. Theavionics course covers the following topics: helicopter systems,engine and rotor systems, helicopter transmission and varioussystems, flight systems, other systems, communication systems,navigation systems, Loran C navigator, flight director systems,electronic flight aids, and avionics crew members' duties. The flightpreparation course covers flight preparation, emergencies and extremeenvironmental condition operations, rescue procedures, and thehigh-intensity searchlight system. (KC)

***********************************************************************Reproductions supplied by EDRS are the best that can be made

from the original document.***********************************************************************

SAR AIRCREW-HH3F AVIONICS

ACH3AV-0442

UNITED STATES COAST GUARD INSTITUTEU.S. DEPARTMENT OF TRANSPORTATION

DESCRIPTION:

Provides trainin-, in flight preparationand avionics dities.

CONTENTS:

HH-3F AvionicsPamphlet No. A3AVO1 (02/84)

HH-3F Flight PrepartfonPamphlet No. A3AF01 (04/86)

U.S. DEPARTMENT OF EDW. 5,TIONOffi of Educational Research and Improvement

E CATIONAL RESOURCES INFORMATIONCENTER (ERIC)

This document has been reproduced asreceived from the person or organizationonginating it

I.- Minor Changes have been made to improvereproduchon guafity

Points of view of opnons stared,a this document do not necessarily represent officialOERI posaion or policy

HH-3AVIONICS

U. S. DEPARTMENT OF TRANSPORTATIONU S. Coast Guard (02/84)

U. S. Coast Guard InstitutePAMPHLET NO. A3AVOI

HH-3F AVIONICS

Second Edition: August 1980Revised: February 1984

U.S. Coast Guard InstituteAviation BranchP.O. Substation 18Oklahoma City, OK 7:3169

FTS: 749-21.38

Questions about this text should be addressed to the SubjectMatter Specialist for the Aviation Electronics Technician Rating.

ACKNOWLEDGEMENT

This pamphict contains original material developed at the Coast Guard Institnte and also exceipts from:

USCG Conmmnications Nlanual C G-233

HH-3F Maintenance Instructions Nlaimal T.0.11-I-3(H)F-1

HH-3F Flight Manual T.0.1 II-3(H)F-1

The Coast Guard Institute appreciates permission of these sources to use this material which contributesgreatly to the effectiveness of this course. No copies or reproduction of the material is authorized without per-mission of the appropriate source.

ii5

NOTICE TO STUDENT

The primary puipose of this self-paced, nonresident training pamphlet is to help you become qualified as anavionicsman on the HH-3F helicopter.

This pamphlet lwieflv covers the aircraft and aircraft systems; the communications and navigation systems arecovered in detail.

IMPORTANT NOTE: This text has been compiled for TRAINING ONLY. It should NOT be used in place ofofficial directives or publications. The text information is current according to the references listed. Youshould, however, remember that it is your responsibility to keep up with the latest professional informationavailable for your rating. Current information is available in the Coast Guard Enlisted Qualifications Manual(CG-311).

The objectives for each assignment should lead you in the right direction for study purposes. The self-quizzestest Your mastery of the objectives. When you complete all the assignments Aor the course and master eachobjective, you should have a thorough understanding of the material and should be ready to pass your End-of-Course Test.

REMEMBER You must receive a score of 80% or better to pass the End-of-Course Test. You should useYou r spare time to REVIFW the material before you take the EOCT.

SWE STUDY SUGGESTION: Servicewide exam questions for your rate and pay grade are based on the Pro-fessional and Military Requirements sections of the Enlisted Qualifications Manual (CG-311). If you use thereferences from this text and consult the Enlisted Qualifications Manual, you should have good information forreview when you prepare for your servicewide exam. However, thL course covers only a few of the qualifica-tions tested on the SWE.

This course is only one part of the total Coast Guard training program. By its very nature, it can take you onlypart of the way to a training goal. Practical experience, schools, selected reading, and the desire for accom-plishment are also necessary to round out a successful training program.

CONTENTS

TITLE PAGE

NOTICE TO STUDENT iii

Sttidy Tips vii

HH-3F HELICOPTER SYSTEMS 1-1

HH-:3F ENGINE AND ROTOR SYSTEMS 2-1

HH-:3F HELICOPTER TRANSMISSION AND VARIOUS SYSTEMS :3-1

.-ot. FLIGHT SYSTEMS 4-1

HH-:3F SYSTEMS 5-1

COMMUNICATION SYSTEMS 6-1

COMMUNICATION SYSTEMS (wilt) 7-1

NAVIGATION SYSTEMS 8-1

HH-:3F LORAN C NAVIGATOR 9-1

HH-3F LORAN C NAVIGATOR (cont) 10-1

FLIGHT DIRECTOR SYSTEMS I 1-1

ELECTRONIC FLIGHT AIDS I 1

VIONICSMAN'S DUTIES I:3-I

HOW TO STUDY THIS COURSE

You can remember more of what you read if you

"Look over" the reading assignment first. Read the objectives andsection headings, and look at the pictures. This gives you an idea ofwhat to expect in the reading assignment and helps you understandthe objectives.

2 Question the reaoing material. Ask yourself questions about aheading or a picture to help you remember what you read.

Note points to review later. Don't just run your eyes over a page.Underline important facts and make notes in the margin.

Close your pamphlet and repeat important points out loud. Discussthe reading assignment with someone if possible. This helps yourecall information for a quiz or end-of-course test.

g Review your underlined material, notes, quizzes, and objectives.This also helps you remember what you read.

If you just read and do NOTunderline, question, or review,this is how much you are likelyto remember.

This is how u,--h,

HH-3F HELICOPTER SYSTEMS

heading Assignment:Pages 1-1 through 1-11.

OBJECTIVES

To successfully complete this assignment, you most study the text and master the following ol)jectives:

1. Describe the 1111-3F helicopter's general characteristics, and dimensions.

HELIQQPTER FAMILIARIZATION

The helicopter manufactured by Sikorsky Air-craft, Division of United Aircraft Corporation, Strat-ford, Connecticut, is equipped with a single mainrotor, twin engines rated at 1,500 shp each, a fullyretractable tricycle landing gear, amphibious capa-bilities, and hydraulically operated aft ramp thatmay be opened in flight, on the ground, or on water.The helicopter may De used as a general purposevehicle to locate, recover, and render assistance topersons in distress. In addition, it may be used forlogistic support, reconnaissance, and general utility.The maximum span with the main rotor bladesrotating is 62 feet. The maximum length of the heli-copter with yhe rotor blades extended is 73 feet, 11/2inches. The height of the highest point of the heli-copter (tail rotor) is 18 feet, 21/2 inchu. You i.vivcome famili,o- witl, rati.ter bN n- an. I general

!- .11n3o....,ons. (Figures 1-1 and 1-2.) The(AA.. maximum gross weight is 22,050

pounds.

The fuselage is composed of the cockpit, theupper fuselage, the aft fuselage, the pylon, and thelower fuselage. The upper fuselage section containsthe cargo compartment, the engine, !-ransmission,and APU compartments. The aft fuselage extendsfrom the cabin to the pylon. The lower fuselage con-tains four fuel tanks and an electronics rack in theforward section. Sponsons are mounted on each sideof the lower fuselage. The pylon is attached to therear of the aft fuselage. A horizontal stabilizer ismounted on the upper right side of the pylon. Theintermediate gear box is installed in the lower por-fion of the pylon with a shaft extending upward to

1-1

the tail rotor gear box at the top of the pylon. Mefive-bladed tail rotor is splined to the tail rotor gt2arbox.

The cockpit provides side-by-side seating for thepilot and copilot, with the pilot on the right side. Tothe rear of the cockpit is the cabin. Access betweenthe cockpit and the cabin may be used in flight. Afolding jump seat is provided in the cockpit entry. Asliding cargo door is located on the right side of theforward end of the cabin. An 8-foot ramp is locatedat the rear of the cabin. The cabin accommodatestwo crewmen and six passengers. Two large win-dows, located in the forward cabin, will be used assearch stations. Swivel-type crewnEui',; '.cats lo-cated adjacent to the search st:4 :?ctro-nies racks are locatek' Ln the ca', , immediatelyaft ot the copilot and one in tht. portion of thecabin. A folding-type figator's tuole is mountedon the electronics rad- .t of the copilot and forwardof the left crewman's Structural provisions aremade for 14 additional passenger seats and 15 USAFpole-type litters. The cabin is 6.6 feet wide, 6 feethigh, and 26 feet 2.5 inches long. Eight feet of thelength is ramp area. The cabin is equipped with tie-down rings for transportation of cargo. A 600-poundcapacity hydraulic rescue hoist with approximately240 feet of usable cable is suspended on a fixed trussover the cargo door.

Two gas turbine engines are mounted side byside in the engine compartment. ' -ated above theforward portion of the cabin engine driveshafts extend aft into the main gear box, located inthe transmission compartment. The main rotor as-sembly, to which the five rotor blades are attached,is splined to the main gear box drive shaft. The APU,

located aft of the main gear box, is capable of driv-ing ti.e main gear box accessory section and is usedtor engine starting and checkout of systems. Aremovable deflector is installed to reduce the possi-bility of foreign object damage to the engines.

The IIH-3F has three separate hydraulic systems.

DIMENSIONSLengthNIaximum niain and tail rotor

blades extended 73 feet 11/2 inches

Minimum main and tail rotorblade, removed 57 feet :3.5:3 inches

HeightNlayimuin to top of tail rotor

blade - vertical static 18 feet 21/2 inches

20 feet 31/2 inches

10 feet 7 inches

Kneeled

Tail rotor diameter

Nlinimum tail rotor bladesrenioyed

WidthNlinimum main rotor blades

removed

Nlain rotor diameter

16 fr.et 1 inch

17 feet 4 inches

62 feet 0 inches

Minimum Main Rotor Ground Clearance (Tipclearance - forward section)Static

Kneeled

Tail Rotor Ground ClearanceStatic

Kneeled

Tail Pylon Ground ClearanceStatic

Kneeled

Main landing gear tread

10 feet 1 inch

7 feet 4 inches

7 feet 71/2 inches

9 feet 91/2 inches

6 feet 5 inches

8 feet 0 inches

13 feet 4 inches

1-2

CABIN EQUIPMEN

The cabin (figure 1-3) located from station 1:37.0 tostation 379.5, is capable of canying cargo, personnel,litters, and wheeled vehicles. Tbe impact and wear-re-sistant cabin floor has a positive non-skid surface forpersonnel footing, and skid strips to facilitate themovement of cargo and provide floor protection. Thecabin floor is divided into six sections and is capableof sustaining static loads of 2(X) pounds per squarefoot. Tiedown fittings, rated at 2,5(X) pounds, are in-stalled on the cabin floor to facilitate cargo tiedown,and are provided with fittings that serve as troop-seatand litter attachment points. The cabin contains aPersonnel door and a ramp, both of which may beused for loading personnel and cargo. When loadingthe helicopter, refer to T.O. 1-1B-40, Handbook ofWeight and Balance Data.

CARGO LOADING STATIONSThe cabin is divided into marked cg stations be-

tween fuselage stations 150 and 375. Cargo loadingscales, corresponding to these marked stations, areprovided on the load adjuster. The cg loading sta-tions are marked at eye level for easy reference.

CABIN FLOORThe cabin floor, made of aluminum foil honey-

comb cores sandwiched between alloy ckins of variousgauges, is supported by transverse bulkheads andbeams. The cabin floor is approximately 310.5 1.

long and 76 inches wide. The forward ramp forms thelast 68 inches of horizontal floor. The floor has a posi-tive non-skid surface. Three rows of iow friction longi-tudinal skid strips are installed on top of the cabinfloor to provide floor protection and facilitate cargohandling. The cabin floor area is designed to support amaximum load of 200 pounds per square foot; how-ever, higher weights may be carried if shoring is usedto distribute the weight over a larger area.

TIEDOWN FITTINGSThe type of tiedown fitting (figure 1-4) used is

the combination cargo restraint and lug for troopseat and litter floor attachments. The recesse(.down fittings have a 2,500-pound restraint capabil-ity,. The 2,500-pound tiedown fittings are used to se-cure cargo, litter support straps, troop seat legs, andthe cr nan's safety harness.

TIEDOWN DEVICESVarious types of tiedown devices may be used for

securing cargo. One type is a turnbuckle arrange-ment for tightening the tiedown chains, another is awebbed type strap with hooks for attaching to tie-down fittings.

ANCHOR LIGHTFLOOD LIGHTS

TIE DWN.

POSITION ,.---LIGHTN

FLOODLIGHT

LOWERFUSE L AGE

LIGHT

(17.-4")

SHIP

'

TIE OWN.

JACKINGPTS.

JACKINGPTS.

(13.-4")(15.-10.18 2")

ROTATINGLIGHT

OVERALL WIDTH WITHOUT FLOTATION GEAR-(16-6.18 2")

OVERALL WIDTH WITH FLOTATION GEAR

CONTROLLABLESEARCHLIGHT

BATTERYCOMPARTMENTDOOR

5.-3")

4"(TYP)BOTH SIDES

[Ilk (62'

'vi

v*----

r!!,

','N'''POER

i

AUX. FLOTATION

GEAR

SLIDING DOOR

JETTISONABLE

28"

'if STATIC DROOP

VISION ANGLE 18.3dON OF PIL()T

23°I5'

(6-0

4")

RADOME

ELECTRONICS CCMPARTMENT

ACCESS DOOR

SEA ANCHOR

EXTENSION CABLE

2 T.58-5E TURBO

SHAFT ENGINES

5ROTATION

OVERALL LENGTH (73' 11/2")

FUSELAGE LENGTH (5r-3.53)

TOP

FUSELAGE

LIGHT

'EMERGENCY EX"---1-T---71::11-14'6

--" -CABIN HOT

_

'4-48' ,o'i 300 3C

: %EL ,: FAL FUEL4mill

,

FUEL j'-

JACKING PT.

AND

TIE DWN.

12

FUE

: 'TIE DWN.

ANCHOR

LIGHT9 5'

I

ANTI-COLLISION LIGHT

TAIL POSITION LIGHT

IO'

FLAPPING

(71.34)

(6'-3")

LOADING

LIGHT

28 X30 PERSONNELJACKING PT, 0'DOOR WINDOW

RAMP OPEN

FULLY KNEELED STATIC POSITIONPOSITIONS

POSITION

STATIC POSITION

57"

ocy

DIA

(18.214

(7.71:1")

STATIC GROUND LINE TO HORT

ALTERNATELOADING GROUND

LINE2°-38' TO HORIZ.

Figure I-1. General arrangement and dimension diagram.

1-3

1 3

RESCUE HOIST

RESCUE HOIST SWICH SUPPORT\PROVISIONS FOR RECOVERY PLATFORM

" HOIST OPERATOR'S HOVER TRIM CONTROL

FLIGHT CONTROLS

!,LCTS CONSOLE

STOW LOAD ADJUSTER

UNDER Plias SEAT

FORWARD COCKPIT HEAT

AND VENT OUTLET

ANCHOR STOWAGE

INSTRUMENT PANEL

COCKPIT FIRE EXTINGUISHER

RELIEF TuBE

CENTER CONSOLE

RADOME

DIRECTIONAL CONTROLS

CREW CHIEFS SEAT AND SAFETY BELT

CO-PILOTS SEAT AND HARNESS

SIDE HEAT AND VENT OUTLET

FIRST AID KIT

DATA CASE

CO- PILOTS CONSOLE

UPPER HEAT AND VENT OUTLET

SInE POSITIONING BILGE ACCESS COVERS PARACHUTE

LIGHT ON SPONSOR' STOwAGE

TROOP

ATS

AN/APN.I75IN

DOPPLER

CURTAIN INSTALLATION

PROVISIONS FOR

RECOvERY PLATFORM )

JETTISNABLESLIDIN

CABIN DOOR

ON OPEN POSITION!

CADA HEAT

.AND VENT DULTS

aBARRER

!NSTALL Ala

HEATER

PLENUM

CHAMBER

HEATER EXHAUST

HEATER

HEATER IGNITION UNIT

HEATER ACCESS PANEL

BLOWER

(HEAR WEB

AIR INTAKE DUCTS AND SCREEN

FOLDING

TABLE

ELECTRONIC

EQUIPMENT

OBSERVERS

SEATS

FIREMAN'S '-AKE

FuEL CELL

ACCESS COVERS 0 (0

PITOT TUBE

SPARE LAMPS

FLIGHT CONTROLS MIXER UNIT

FIRST AID KIT INSTALLATION

INSPECTION LAMP

OVERHEAD CONTROL PANEL

CARD HOLDER

SPARE LAMPS

PILOTS ESCAPE WINDOW

ON MODIFIED HELICOPTERS

AN ADDITIONAL AUXILIARY

FLOTATION INFLATION

HANDLE

AT-256A,

NO I UHF ANTENNA

EMERGENCY

ESCAPE

HATCH

DROGUE

CHUTE

1

ACCESS COVER

AUXILIARY FLOTATION

GEAR AIR BOTTLES

JETTISONABLE SLIDING

CABIN DOOR

RECEPTACLE INSTALLATION

RESCLIE HOIST HYDRAULIC

CONTROL PANEL

mAIN TRANSMISSION

MAIN

ROTOR

HEAD

EMERGENCY

LIGHTS

SAFETY

STRAP

7

; WATER

CONTAINER

REL.EF TUBE

AUXILIARY FLOTATNN, GEAR

UPPER FuSELAGL LIGHT

UTILITY RESERVOIR

APU FIRE BOTTLE

FIRE BOTTLES FOR ENGINE COMPARTMENT

GENERATOR

BLOWER

TRANSMISSION OIL COOLER

AUXILIARY POWER UNIT

FIRST AID KIT

RAMP CONTROL FANEL

SOUNDPROOFING

\IN FLIGHT RAMP SAFETY CABLE

EMERGENCY HEATER ACCESS DOOR

HF LONG WIRE ANTENNA

IFE RAFTS

RAMP TREAD EXTENSIONS

RAMP ACTUATOR CYLINDER

FORWARD RAMP IIN CLOSED POSITIONI

LOOPILF/ADFI

AT 209/ARR-26 FM ANTENNA

ELECTRONIES SHELF

AND EQUIPMENTPYLON

S

HANGERSERVICE

LOADING LIGHT

STEPS

HEATER RELAY

pp SOCK STOWAGE

CABIN HEATER

37R.2 VHF/FN ANTENNA

PILOTS SEAT AND HARNESS,

ASH RECEIVER

ANCHOR LIGHT

GLIDE SLOPE

CONTROLLABLE SEARCHLIGHT

CYCLIC CONTROL STICK

BATTERY

COLLECTIVE PITCH CONTROLS

DIRECTIONAL CONTROL PEDAL

ELECTRONICS COMPARTMENT

ACCESS DOOR

COCKPIT HEATING DUET

ELECTRONICS COMPARTMENT

AND EOUIPMENT

TOW LINE

RADAR ALTIMETER

OECEIVING ANTENNA ON RIGHT

SIDE TRANSMITTING ANTENNA

ON LEFT SKI

14

Lif7

71777,.

FLux

VALVE TRANSMITTER

\ LOADING LIGHT

ANIARC94 HE ANTENNA

AFT RAMP UPPER LATCH

BILGE PUMP

AFT RAMP IN CLOSED POSITION

CABIN FIRE EXTINGUISHER

AFT RAmp ACTUATOR CYLINDER

N OPEN POSITIONS

PYLON,

!,P

_..FINLO STABILIZER

TAIL POSITION LIGHT

TAIL ROTOR GEAR N

TAR. ROTOR HEAD

ANTI-causioN UGH-

/ANCHOR LIGHT

TAIL ROTOR BLADE

PYLON FAIRING

\s, INTERMEDIATE GEAR BOX

TAIL ROTOR DRIVE SHAFT

MARKER BEACON

37x-2 ANTENNA INSTALLATION

AT 256A

NO2 UHF ANTENNA

, 1,111,1

JACKING POINT STOWAGE BAG NOSE LANDING

GEAR AND

RETRACTING MECHANISM

AFT AUXILIARY

FUEL CELL

FORWARD MAINLOWER

FUSELAGE

FUEL CELLS

OBSERVER'S SEAT IR H

(STOWED POSITION)RECEPTACLE

OFF)INSTALLATION

\ FORWARD AUXILIARY FUEL CELLAUKILARY FLOATATION

ELECTRONIC

EOURENT

INFLATION HANDLE

MUNI

AFT MAN FuEL CELLS

MAIN LANDING GEAR

LF/ADF SENSE

ANTENNA

FORWARD RAW

Figre 1-2, Interior cangement diagram,

1-5

S8554 IR/I

15

DUO RH 3I05

PERSONNEL DOOR

RH SIDE ONLY

,-171R500711L ODOR

R S'Ci 0771.1

EL EC IRONICS RACK

FORInql) PAO AFT RA

_J

DUO 111 SIDE

..

75 NI

1 1

070

290

51A 51A mA So STA

319 5 413 5 447 5 481 5 540

vs 555 125 252 075

'

i1

6 IN

I, I

I

174 1

I

'I

I

1, 1111 75 IN 6 IN 55 ; 43 IN

I I

I 1 I

(BIER OF IORRARD RAMP

E1,EC1R0NCS RACK

1111101111111

F7131 5 105I575 512 5 VI 5 2435 087 5 1115 151 5

34 5 17 IsTA

SIA

345 5

451 STASTA

015 0

t)

:far TIER CARGOFLOORT FOwN F IT TINGS2S00 POUNOS

B L 38 56

STA13? 06

GT)

SEAT LITTERDOwN F ITT NG

RAmr SAF :TYCABLE FIT TING5000 POUNDS

1

A A A

ArA A A A

STA113e. 84,

STA S' A STA STA ST a220 94 :43 44 289 94 323 0 346 44

TIE-DOWN AND STOWAGE LOCATION

FWD RAMP

STA379 44

STA447 5

AFT RAMP

LEGEND

A. SEAT, LITTER. CARGO, TIE-DOWN FITTINGS

(g) RAmP CABLE sAF E TY PITTING 5000 POUNDS

0 SEAT, LITTER FITTNGS

Figure 1-4. Tiedown fittiiigs, location.

FIRE DETECTION SYSTEMS

Three fire detection systems, one for each enginecompartment and one for the APU compartment,provide warning in the event of fire. A single switchis used to test the three systems.

ENGINE AND APU COMPARTMENT FIREDETECTION SYSTEMS

Four heat-sensitive fire detector elements, lo-cated in each engine compartment, are wired into aclosed series loop and connected to control units.The elements are mounted on the inside of the en-gine compartment doors and on both sides of thecenter firewall. The fire detector elements terminateat the aft firewall. The control units, located over-head in the cargo compartment, continuously moni-tor the output of the detector elements. In event offire in an engine compartment, the detector elementsenses excessive heat and the control unit will dosethe circuit to fire warning lights in the cockpit.

1-8

Power for the No. 1 engine fire detection system issupplied by the No. 1 AC primary bus through a cir-cuit breaker, marked (FIRE DET), on the copilot'soverhead circuit breaker panel. Power for the No. 2engine fire detection system is supplied by the No. 2AC primary bus through a circuit breaker, markedFIRE DET, on the pilot's overhead circuit breakerpanel.

The APU fire detection system uses five probe-type detector switches mounted at strategic loca-tions in the APU compartment. When any one ofthese switches senses excessive heat, it closes a cir-cuit to the APli fire warning lights. Current is sup-plied from the DC primary bus through a circuitbreaker, marked APU, FIRE DET, on the overheadcircuit breaker panel.

Fire Warning Lights and Test SwitchWhen fire is detected in an engine compartment,

two red master fire warning lights and red lights in-stalled in the ends of the T-shaped fire emergency

shutoff selector handle for that engine will illumi-nate. The master fire warning lights maiked FIREare mounted in (he instnanent panel hood. One lightis k 10. figure 1-5) located in front of the pilot and theother (36, figure 1-5) in front of the copilot. Firedetected in the APU compartment causes illumina-tion of a light marked FIRE located on the APUcontrol panel, and a light marked APU Fire on thecaution advisory panel. A fire warning test switch,marked FIRE WARN TEST, is located on the rightside of the instrument panel. The switch is spring-loaded to the center (off) position and has two testpositions marked NO. I ENG and NO. 2 ENG and

The engine fire detection system is tested byholding the test switch in either test position. Thetwo master fire warning lights and the respectivefire emergency shutoff selector handle lights shouldilluminate. The test switch should return to centerwhen released, and all fire warning lights should goout. The APU fire detection system is tested byholding the test switch in the NO. 2 ENG and APUposition, The fire warning lights will illuminate. Cur-rent for the engine fire warning test system is sup-plied by the AC and DC primary buses through ap-propriately marked circuit breakers. Current for theAPU fire warning test system is supplied by the DCprimary Ims through a circuit breaker marked APU,FIRE DET.

FIRE EXTINGUISHING SYSTEMS

There are two similar Bromotrifluoremethane(CF,BR) fire extinguishing systems. The enginecompartments system has two CFBR containerswith associated circuitry and plumbing. The APUcompartment system has only one container.

WARNING

CF.,BR is highly volatile and is not easily detectedby odor. It is not toxic and is considered to be aboutthe same as other freons and carbon dioxide, causingdanger primarily by reduction of oxygen. Do notallow liquid to contact the skin because the liquidmay cause frostbite or low temperatuni burnsbecause of its low boiling point.

ENGINE COMPARTMENT FIREEXTINGUISHING SYSTEMS

The CFBR containers, located aft of the maingear box, are charged with 2.5 pounds of CF,BR

1-9

plus a nitrf igen charge to propel the agent throughtubing to the engine compartments. The tubes foreach engine companment are mounted on the cen-ter firewall with discharge nozzles directed at thecombustion and power turbine sections of the en-gine. Each container is equipped with a pressuregage and a thermal discharge valve, which will allowdischarge of the containers through a common linewhen the temperature of the containers reaches 96'to 104°C. (208°F to 220°F.). Each container isequipped with two frangible discs and two explosivecartridges and slugs. The tubing from the disc ofeach container is tied together to form a single lineto each engine. Choice of engine compartment andexplosive cartridges is made by pullMg out the ap-propriate engine fire emergency selector handles.The explosive cartridge is fired and the extinguish-ing agent is discharged by use of the engine fire ex-tinguisher switch. Current for the engine compart-ment fire extinguishing systems is supplied by theDC primary bus through the circuit breaker markedENGINE FIRE EXT located on the overhead cir-cuit breaker panel.

Engine Fire Emergency ShutoffSelector HandlesTwo T-shaped handles, located on the overhead

switch panel, are marked FIRE EMER SHUTOFF'SELECTOR, NO. 1, ENGINE and NO. 2 ENGINE.When either handle is pulled down, power from theDC primary bus actuates the fuel shutoff valve,which closes the fuel for thit engine, selects that en-gine compartment to receive the fire extinguishingagent, and energizes the circuit to the fire extin-guisher switch. A fire warning light is located ineach end of each handle.

Engine Fire Extinguisher SwitchAn engine fire extinguisher switch, marked FIRE

EXT, located on the overhead switch panel in thepilot's compartment, has marked positions RE-SERVE, OFF, and MAIN. The lock lever typeswitch is operative only after one of the fire emer-gency shutoff selector handles has been pulled.'Nhen the engine fire extinguisher switch is held inthe MAIN position, after a fire emergency shutoffselector handle has been pulled, the contents of themain fire extinguisher container are discharged intothe corresponding engine compartment. When theengine fire extinguisher switch is held in the RE-SERVE position, after a fire emergency shutoff se-lector handle has been pulled, the contents of the re-serve fire extinguisher container are discharged intothe last selected engine compartment.

41

40

31

38

31

36

35

34

33

32

31

30

29

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I-kta. ttfl eLefl4 -Aes.7,1777.17, nnnna

fLIVIIc..ne=t3c=,

ta.e.rt7 1 1. 7777 '7

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28 --

21

26

25

24

23

7

/G.75%

11

12

13

14

15

11

17

18

19

20

21

22

1 COPILOT'S CIRCUIT ERE AKER PANEL2 E7+GINE CONTROL QUADRANT3 OvE RHEAD SNITCH PANEL11 OVERHEAD DC CIRCUIT BREAKER PANELS PILOTS COupARTRENT DONE LIGHT

0 PILOT'S CIRCUIT BREAK ER PANEL

272 124/S2021

PILOT'S SMOULDER HARNESS LOCK LEVERCOPILOT'S SEAT HEIGHT ADJUSTRE NT LEVERCOPILOT'S SEAT FORWARD ANO AFT ADJUST...ENT LEvERCOPILOT'S CONSOLECOPILOT 'S SE ATALTERNATE LANDING GEAR HANDLE

ROTOR BRAKE LEVER 28 COPILOT'S COLLECTIVE PITCH LEvER13 PILOT'S RAP LIGHT 29 COPILOT'S TAIL ROTOR PEDALS9 STANDBY CC...WASS 30 COPILOT'S %IND°. ENERGENCY REL EASE HANDLE

10 FIRE WARNING LIGHT 31 COPILOT'S TAIL ROTOR PEDAL ADJUST...ENT KNOBII PILOT'S CYCLIC STICK 32 LOG L TS AND REROTE ICS CONTROL PANEL17 RASTER CAUTION LIGHT 31 COPILOT'S TOE BRAKES13 PARKING BRAKE HANCLE 34 COPILOT'S CYCLIC STICKIA NOSE WHEEL LOCK HANDLE 35. COCKPIT CONSOLEIS PILOT'S COLLECTIVE PITCH LEvrR16 PILOTI TAIL ROWR PEDAL ADJuSTIAENT KNOH

36 FIRE WARNING LIGHTuASTER CAUTION L IGHT

17 PILOT'S WINDOW DAERGENCy RELEASE HANOLE INSTRUAIENT PANEL

113 PIL01'S TOE BRAKES N SCROLL CHECK LIST19 PILOT'S TAIL ROTOR PEDALS O COPILOT NAV' LIGHT20 PILOT'S SEAT I FREE AIR TERPERATURE GAGE

71 PILOT'S CONSOLES 8577 ,CA,

Figure 1-5. Cockpit Arrangement.

1-10

Thermal Discharge IndicatorTwo red thermal discharge indicators are located

aft of the third window on the left side of the fuse-lage. The indicator marked ENG is connectedthrough a co111111011 line to both engine fire extin-guisher containers. The indicator marked APU isconneckd to the APU engine fire extinguisher con-tainer. When the temperature reaches 96°C. to104°C. (208°F. to 2200F.1 in any of the containers,the valve in that container will oPeu to relieve Pres-sure. The fire extinguisher agent will then he fwvedthrough the lines, eject the seal, and be dischargedovetboard,

APU FIRE EXTINGUISHER SYSTEMThe lire extinguisher system for the APU imit

consists of a clmrged container of CF,BR, located

adjacent to the APU compartInent, with lines, noz-zles, and controls similar to the engine compartmentextinguisl.er system. The container holds 2.5 poundsof CFBR.

APU Fire Detector and ExtinguisherControl PanelThe APU unit fire detector and extinguisher con-

trol panel is located on the APU control panel on thepilot's console. The APU fire extinguisher system isenergized by first placing the toggle switch markedFUEL SHUTOFF and NORM, in the FUELSHUTOFF position, then placing the tomrle switch,marked FIRE EXTING and OFF, in the FIREEXTING position. Power for this system is providedby the DC primary bus, through a circuit breakermarked APU, EXT.

SELF-QUIZ

Pi A.:ASE NOTE: Many students study ONLY the self-quizzes and pamphlet review quiz, thMking that thi.s:Yin be enough to pass the End-of-Course Test. THIS IS NOT TRUE. The End-of-Course Test is based on thestated conrse objecti.'es. To pass the EOCT. You must study all the course material.

I. Which of the following itre features of the 4. To sense excessive heat, t1e APU fire detec-' I I-3F helicoptei ? tion system uses

I. Retractable nose landing gear2. Five-blade tail rotor3. A utility hydraulic system used to

provide power for an automat;c flightcontrol system

4. An auxiliary power unit fo driving thegear box accessories

5. Three separate hydraulic systems

A. I, 2, and :3 onlyB. :3, 4, and 5 onlyC. 1, 2, 4, and 5D. 1, 2, 3, and 4

What is the MINIMUM tail rotor groundclearance when the blades are rotating?

A. only four fire detector elementsB. only four probe-type detector switchesC. five fire detector elementsD. five probe-type detector switches

5. The FIRE EXT switch is placed in the MAINposition y, ith neither of the FIRE EMERSHUTOFF SELECTOR handles pulled. What, ifanything, should you expect to happen?

A. The MAIN bottle will discharge into thelast selected engine

B. The circuit breaker will popC. The MAIN bottle w1II be discharged into

the thermal discharge tubeD. Nothing

A. 6 ft. 31/2 in. 6. The pm-pose of the thermal discharge indi-B. 6 ft. 61/2 in. cator in a fire extinguisher system is to indicateC. 7 ft. 41/2 in.D. 7 ft. 71/2 in.

A. that the container has discharged due to an:3. Tiedown fittings installed on the HH-3F cabin abnormally high container pressure

floor are rated at polinds. B. that the contai»er chemical has becomeoverage

A. 2(X) C. that the container pressure has droppedB. 5(X) too low to be effectiveC. 2,0(X) D. the temperature of the chemicals withinD. 25(X) the container

ANSWERS TO SI.:LE;21:Fl tt 1

Foll()wing inv the correct answers and references to the text pages which Cover each question altd colTectanswer. "l'o he sure von understand the answers to those questions you missed, von should restudy the refer-enced portions of the text.

(,t.TESTR)N ANSWER REF.

1 C 1-1..) D 1-''3 D 1-')4 D 1-85 D 1-96 A 1-11

1-14

HH-:3F HELICOPTER ENGINE AND ROTOR SYSTEMS

eac mg Assignment:Pages 2-1 through 2-9

OBJECTIVES

To successfully complete this assignment, you must study the text and master the following objectives:

1. Explain the basic operation of the T58-GE-5 engine.

2. Describe the following engines systems:

a. Fuelb. Oil

:3. Explain the operation of the following rotor systems:

a. Mainb. Tailc. Rotor brake

ENGINES

The helicopter is equipped with two GeneralElectric T58-GE-5 engines (figures 2-1 and 2-2),each rated at 1,500 shp. The engines are compactturboshaft engines with high power-to-weight ratioand use the free turbine principle. The power tur-bine is mechanically independent of the gas genera-tor and, within the power turbine governing range,power turbine speed is independent of outputpower. High torque is available at low outputspeeds, providing rapid acceleration characteristics.The engines are mounted side-by-side above thecargo compartment forward of the main gear box.Each engine consists of the following major compo-nents: an axial-flow compressor, combustion cham-ber, a two-stage gas generator turbine, and a single-stage free power turbine, which is independent ofthe gas generator turbine. The gas generator consistsof the compressor, annular combustor, and two-stage generator turbine.

The free turbine principle provides a constantfree turbine speed output which results in a constantrotor ipm. Power requirements to maintain constantfree turbine speed are varied by automatic increases

2-1

2 3

or decreases in gas generator speed. Ahydromechanical fuel metering unit provides maxi-mum engine performance without exceeding safeengine operating limits. In the normal operatingrange, engine speed is selected by positioning thespeed selector. The integrated fuel control systemdelivers atomized fuel in controlled amounts to thecombustion chamber. Flow of fuel and air throughthe combustion chamber is continuous, and once themixture is ignited, combustion is self-sustained.Changes in air pressure, air temperature, and rotoroperation all affect engine performance. With theFOD deflector installed, helicopter velocity haspractically no effect on engine performance. The en-gine fuel control system automatically maintains se-le-:ted power turbine speed by changing fuel flow toincrease or decrease gas generator speed as required,thus regulating output power to match the loadunder changing conditions. A start bleed valve,mounted on the compressor, automatically opensduring the starting cycle to bleed approximately6.7% of compressor discharge airflow overboard.This decreases compressor discharge pressure, whichlessens the possibility of compressor stall and allowsthe starter to accelerate the gas generator faster. Thevalve automatically opens when the starter is en-gaged and remains open until starter dropout. A

158.GES

GAS

GENERATOR

ENGINE TURBINE SECTION

FRONT FRAME

COMPRESSOR

COMBUSTION SECTION

POWER

TURBINE

SE,7T ION

EXHAUST CASING

19

24

18 11 16

15

14

11

:0

1, STARTER DOG

1 VARIABLE STATOR VANES

A.

2, INLET GUDE AMES

noN LINER

6. ESTS

comaus

AGE GAS GENERATOR TURBINE

1. POWER TURBINE

S. NTH AND 5TH POWER TURBINE BEARINGS

9. PORER TURBINE RADIAL DRIVE SHAFT

1 NI FLEX DRIVE SHAFT

II, NI TACK GENERATOR

IT, EMERGENCY WROTTLE

ID Ng TOPPING ADJUSTMENT

14, NORMAL 9EED SELECTOR

15, FUEL CONTROL DENSITY ADJUSTMENT

/b. FUEL CONTROL FUEL INLET FILTER

17, FRONT FRAME RADIAL DRIVE SHAFT

18, CENTRIFUGAL FUEL FILTER

19, AXIAL DRIVE &HAFT1.)

4 jS B5d8

NO. 2 INGINE

AIR DUC S

-INPUT DRIVE SIIAF

STARTER

OIL TANK NO. 1 ENGINE

TAIL PIPE

FIRE SEAL

APU

- ACCESSORYDRIVE SECTION

MAIN GEAR BOX

S 8549 (RI)

Figv.re 2-2. Engine, main gear box, and APU

start fuel valve is installed between the engine fuelcontrol and flow divider. This valve, when closed,shuts off auxiliary starting fuel flow. The pilot mayuse the valve during the starting cycle to reducestarting fuel flow, which decreases the possibility ofa hot start.

COMPRESSORThe ten-stage compressor consists of the com-

pressor rote.. and stator. The compressor rotor is sup-ported by the front frame section and the compres-sor rear frame section. The stator is bolted betweenthe front frame section and compressor rear framesection. The stator is bolted between the front framesection and compressor rear frame. The primarypmpose of the compressor is to compress air forcombustion. Ambient air enters through the frontframe and is directed to the compressor inlet, passesthrough ten stages of compression, and is directed tothe combustion chambers. The inlet guides vanes (2,figure 2-1) and the first three stages of the statorvanes (3, figure 2-1) are variable, and change theirangular position as a function of compressor inlettemperature and gas generator speed to prevent stallof the compressor.

COMBUSTION CHAMBERIn the combustion chamber, fuel is added to the

compressed air. This mixture is ignited, causing arapid expansion of gases toward the gas generatorturbine section. As the air enters the comlmstionsection. portion goes into the combustion chamberwhere it is mixed with the fuel and ignited, while thereinaming air forms a blanket between the outercombustion casing and the combustion liner (5, fig-ure 2-1) for cooling purposes. Once combustion isstarted by the two igniter plugs, it is self-sustaining.After the air has been expanded and increased in ve-locity by comlmstion, it is passed through the first-stage turbine wheel of the gas generator turbine (6,figure 2-1).

GAS GENERATOR TURBINEThe two-stage gas generator tinhine (6, figure

2-1) is the rotating component which is coupleddirectly to the compressor. The turbine extracts therequired power from the exhaust gases to drive thecompressor. The turbine nozzles that comprise thestator blades direct the exhaust gases to the turbinewheels.

9_3

2 u

POWER TURBINEThe power turbine (7, figure 2-1) is bolted to the

rear flange of the second-stage turbine casing. Theengine uses the free turbine principle wherein en-gine output power is provided by the power turbinerotor, which is mechanically independent of the gasgenerator rotor. This rotor derives its power fromthe gases which are directed to it by the gas genera-tor turbine nozzles. Within the normal operatingrange, power tnrbine speed may be maintained orregulated independent of output power. This prin-ciple also provides more rapid acceleration becauseof the availability of high engine torque at low out-put speeds.

GAS GENERATOR SPEED (Ng)Gas generator speed (Ng) is primarily dependent

upon fuel flow and is monitored by the engine fuelcontrol unit. The principal purpose of monitoring Ngis to control acceleration and deceleration character-istics, prevent overspeed, and establish a minimumidle setting. Gas generator speed controls mass air-flow pumped through the engine and consequentlythe power available to the power turbine.

FREE POWER TURBINE SPEED (N1)The free power turbine speed (NO is dependent

upon speed selector position and rotor load. The fuelcontrol monitors N,- to regulate fuel flow to maintainan essentially constant power turbine speed for agiven speed selector position.

ENGINE FUEL SYSTEMThe engine fuel systems (figure 2-3), one for each

engine, consists of an engine-driven pump, a dynamicfilter, a fuel control unit, a static filter, an oil cooler,a flow divider, a fuermanifold, and associated pip-ing. The fuel control unit is supplied fuel from theengine-driven fuel pump. Metered fuel from the en-gine fuel control unit is piped through an oil-fuelheat exchanger and then enters the flow divider con-nected directly to the fuel manifold on the engine.For normal flight, rotor speed is selected by position-ing the speed selectors, and the engine fuel controlswill meter fuel to maintain the selected rotor speed.

Engine-Driven Fuel PumpA dual operation engine-driven fuel pump is

mounted on each engine. The pump consists of a

F1RF EmERSHUT OFF FROM HELICOPTER FUELSELECTOR SUPPLY SYSTEM

HANDLE SHUTOFFVALVE

RELIEFVALVE

ENGINE DRIVENFUEL PUMPUNIT

FUELFILTE

PRESSUREREGULATINGVALVE

MAINMETERINGVALVE

STOPCOCKENGINCOvERSPEEDSHUT-OFFVALVE

FIL TERBYPASS

AUYmE TERINGVALVE

ENGINE FUELCONTROL UNIT

STATORVANE --CD

ACTUATOR

11111111111111111

EMERGENCY FUEL-1 CONTROL LEVEL

1

SPEEDSELECTOR

START FUELVALVE

ENGINE CONTROLQUADRANT

OIL.FUELHEATEXCHANGER

FUEL FLO,DIV,DER

FUEL FILTER

UM FUEL PRESSURE

EZZO RETURN

-ELECTRICAL ACTUATION--MECHANICAL ACTUATION

5 655C CV

Figure 2-:3. Engine fuel system.

2-4

2 't

positive displacement type gear puMp and a centrif-ugal boost pump and is built into a single housing.The engine accessory drive section furnishes powerfor each pump by means of a splined shaft. Thisshaft drives the fuel pump and simultaneously actsas a link to transmit gas generator speed informationto the engine fuel control unit. If the engine-drivenfuel pump or splined shaft fails, the engine willflame out due to fuel starvation.

Engine Fuel Control UnitThe engine fuel control units, one located on

each engine, are hydromechanical units that regulateengine fuel flow to maintain a selected constant freepower turbine speed and a constant rotor speed (Nr).Fuel from the engine fuel pump enters the fuel con-trol unit through the inlet and passes through thefuel filter. The fuel control has a fuel metering sec-tion and a computing section. The metering sectionselects the rate of flow to the combustion chambers,based on information received from the computingsections. The metering section has a metering valveand a pressure regulating valve. The pressure regu-lating valve maintains a constant pressure across themain metering valve by bypassing excess fuel backto the engine fuel pump inlet. The metering valve ispositioned in response to various internal operatingsignals, and meters fuel to the engine as a functionof these intergrated signals. The engine fuel controlunit prevents compressor stall, turbine overtempera-ture, rich or lean blowouts, governs gas generatoridle and maximum speeds, and schedules inlet guideand stator vane positions to provide optimum com-pressor performance.

SPEED SELECTORS (ENGINE SPEEDSELECTOR LEVERS)

Two speed selectors, marked NUMBER 1 EN-GINE and NUMBER 2 ENGINE, are located on theoverhead engine control quadrant. Marked positionson the overhead quadrant are SHUT-OFF, GRDIDLE, MIN GOV, and 100% SPEED. The speed se-lectors are connected &reedy to the fuel stopcockand indirectly to the fuel metering valve in the fuelcontrol unit. When the speed selectors are in theSHUTOFF position, fuel flow to the fuel nozzles isstopped by means of a stopcock that prevents fuelfrom entering the combustion chambers. The stop-cock is open whenever the speed selector is 6 deg-rees or more from the SHUTOFF position and isclosed when the speed selector is 3 degrees or lessfrom the SHUTOFF position. The GRD IDLE posi-tion schedules fuel floN to produce approximately56 percent Ng. Gas pinerator idle speed will varywith inlet air temperature. A limit stop at GRD.IDLE prevents inadvertent retarding of the speed

2-5

2

selectors below the idle speed of the engines. Thespeed selectors may be retarded from thelimit stopby exerting a downward and rearward pessu e onthe speed selectors. The MIN GOV position of thespeed selector is the point where thc go,7erningrange of the power turbine is entered and is approxi-mately 87% N1. NVhen the speed selector is at thefull forward position, the engine is producing maxi-mum power turbine speed. Engine speed trimswitches are installed on the collective stick grip t!,provide accurate speed changes and engine :,yticliro-nization. With the speed selectors in the governingrange, any force tending to slow the rotor system,such as increases in collective pitch, will be sensedby the fuel control unit, which will attempt to main-tain constant N1/N, by increasing power.

ENGINE SPEED TRIM SWITCHESThe engine speed trim switches, located on each

collective lever grip, are used to make adjustments topower turbine speed and for engine synchronization.The switches, marked ENG TRIM, 1 and 2, + (plus)-(minus), provide electrical power to actuators in thcoverhead control quadrant, which are connected tothe speed selectors. The pilot's engine speed trimswitches will override the copilot's. Moving theENG TRIM switches forward will cause increases inpower turbine speed, and moving the switches aftwill cause decreases in power turbine speed. Whenthe desired power turbine speed is attained, theswitches are released and will return to the spring-loaded center position. The switches are capable ofadvancing the speed selectors from shutoff to theground idle detent and, if manually removed fromthe detent, to the full forward position. The switchesare capable of retarding the speed selectors from fullforward to 93 + 1%N1. The ENG TRIM switchesreceive electrical power from the DC primary busthrough circuit breakers under the general headingENGINE (SPEED TRIM, I-ENG-2), located on thecenter overhead DC circuit breaker panel.

EMERGENCY FUEL CONTROL LEVERSTwo emergency fuel control levers, one for each

engine, marked EMER FUEL CONTROL, are lo-cated on each side of the engine control quadrant.The emergency fuel control levers operate indepen-dently and are used if the fuel control unit malfunc-tions. Each emergency fuel control lever has positivestops, marked OPEN and CLOSE, and is connecteddirectly by a flexible cable and linkage to the mainmetering valve in each engine fuel control unit. Theprimary function of the emergency fuel control leveris to manually override the automatic features of thefuel contrA and must be used with extreme caution.

ENCINE.OH, SYSTEMEach engine has an independent oil tank and dry

snmp hill scavenge oil system (figure 2-4). Oil isgravity fed from the tank to the engine-driven oilpump mounted on the forward right-hand side ofthe engine. The engine-driven pump distributes oil,under pressure, through a filter to accessory gearsand engine bearings. The oil serves both lubricatingand cooling purposes, and the system is completelyautomatic. The scavenge side of the pump returnsthe oil through an oil cooler to the oil tank. The oilcooler is an oil-to-fuel heat exchanger with an associ-ated oil bypass system. The oil flow through thecooler depends on oil temperature. At low oil tem-perature, most of the oil bypasses the cooler. Higheroil temperatures close the bypass valve and cause allof the oil to flow through the cooler. Each engine oilsystem has a useful capacity of 2.5 U.S. gallons of oilin a 3.0 U.S. gallon tank (0.5 gallon expansion space).The circular tanks are located around the forwardsection of each engine.

ROTOR SYSTEMS

The rotor systems consist of a single main rotoiand an anti-torque tail rotor. Both systems aredriven by the two engines through the transmissionsystem and are controlled lw the flight controls. (Seefigure 2-5.)

MAIN ROTOR SYSTEMThe main rotor system consists of the main rotor

head assembly and the rotor blades. The headassembly, mounted directly above the main gearbox, (..onsists of a hub assembly and a swashplateassembly. The hub assembly, consisting of fivesleeve-spindle assemblies and five hydraulic dam-pers clamped between two parallel plates, is splinedto the main rotor drive shaft. The root ends of thefive rotor blades are attached to the sleeve-spindleassemblies, which permit each blade to flap verti-cally, hunt horizontally, and rotate about their span-

r.\\\\\\\\\\NNN\\\\\\\\ .\\\\\\ .\\\\N\\\N\N .\\ .\\N\\\\\\\\\\N\\\*.

\.%COOIUI

Al ENG OILQTY LOW 'NNW

01011111E OILIIIIIPERATUREIIMICATOR

BYVAMV

LEGEND

ELECTRICAL

MEM PRESSURE

MEM SUPPLYNNV RETURN

Figure 2-4. - Engine oil system.

9-6

ORME OILIIMMUMIEIMMICATOR

II Mat MIO

MAIN GEAR BOX ACCESSORY DRIVE SECTION

PYLON DRIVE SHAFT

GEAR BOX OIL COOLER

AUXILIARY POWER UNIT

TAIL GEAR BOX

-0--ROTOR BRAKE TAIL ROTOR DRIVE SHAFT-

INTERMEDIATEGEAR BOX

S 4560 IRII

Figure 2-5. Rotor systems.

wise axis. Anti-flapping restrainers limit the upwardmovement of the blades, and droop stops limit thedownward movement of the blades. Both are inoperation when the blades are stopped or turning atlow speed. When speed is increased to approxi-mately 25 percent (50 ipm) rotor speed, centrifugalforce automatically releases the anti-flappingrestrainers. The droop stops release at approximately75 percent (152 rpm) rotor speed. The hydraulicdampers minimize hunting movement of the bladesabout the vertical hinges as they rotate, preventshock to the blades when the rotor is started orstopped, and aid in the prevention of groundresonance.

The five all-metal main rotor blades are of thepressurized spar type, identified as BIM blades. Theblades are constructed of aluminum alloy, with theexception of forged steel cuffs which attach the rootends of the blades to the sleeve-spindle assemblieson the main rotor hub. Each blade consists of a hol-low extruded aluminum spar pressurized with nitro-gen, 25 aluminum blade pockets, a tip cap, an alu-minum root cap, a steel cuff, a pressure (BIM) indi-cator, an air valve, and an abrasion strip. Vent holeson the underside of each pocket prevent accumula-tion of moisture inside the blade. Each blade isbalanced statically and dynamically within toler-ances that permit individual replacement of theblades. In addition, a pretrack number is stenciledor each blade to eliminate the necessity for bladetracking. Balancing and the assignment of a pretracknulhber is done during manufacture or overhaul.

The swashplate assembly consists of an upper(rotating) swashplate, which is driven by the rotor

hub, and a lower (stationmy) swashplate, which issecured by a scissors assembly to the main gear boxto prevent rotation. Both swashplates are mountedon a ball-ring and socket assembly, which keepsthem parallel at all times, but allows them to betilted, raised, or lowered simultaneously by compo-nents of the main rotor flight control system, whichconnect to arms on the lower (stationary) swash-plate. Cyclic or collective pitch changes, introducedat the stationary swashplate, are transmitted to theblades by linkage on the rotating swashplate.

Bifilar AbsorberThe main rotor system is equipped with a bifilar

absorber assembly to reduce fatigue stress andimprove the overall vibration comfort level through-out the helicopter. The bifilar absorber assembly,secured to the main rotor tib, consists of afive-pointed, star-shaped, aluminum forging with a17-pound weight attached to each star point. Eachweight is enclosed by a fairing to reduce drag.

The HH-3F helicopter is equipped with an In-Flight Blade Inspection System (IBIS) that visiblyindicates in the cockpit that the pressure in one ormore main rotor blade spars has dropped below theallowable limit.

The IBIS indicator, located on the back wall ofthe spar of each main blade, contains a smallradioactive source (100 microcuries strontium 90)which is completely shielded and emits no radia-tion when the rotor blade spar is at normal pressure.When the pressure in the rotor blade spar dropsbelow 6.1 (± 0.4) psi, the indicator will activate,

2-7

3 0

CUFF

ROOT POCRIT

SPAR

ABRASION STRIP

PRESSURE INDICATOR

\PRESSUREINDICATOR

ROOT POCRITCAP

RESIT -- RESIT

MANUAl/ TESTBUTTON

SPAR

NORIAAI. PRESSURE(SAFE CONOITIONI

tow PRESSURE(UNSAFE CONINTIONI

Figure 2-6. - IBIS indicator.

causing the radioactive source to move to an un-shielded position, thereby emitting beta radiation. Thedetector assembly, located aft of the main rotor shaftunder the transmission cowling, detects the beta ra-diation and sends a signal to the blade processor. Thissignal processor causes the BLADE PRESS light onthe caution advisory panel to illuminate, indicating aloss of pressure in one or more of the blade spars. Lossof pressure in the blade spar is also indicated by theIBIS indicator located in the back wall of the spar ofeach main blade. The indicator, compensated for tern-perature changes, compares a reference pressure builtinto the indicator with the pressure in the blade spar.When the pressure in the blade spar is within the re-quired seivice limits, two yellow.strips show in the in-dicator. If the pressure in the blade spar drops belowthe minimum permissible service pressure, the indica-tor will be activated and will show two red stripes.Loss of 115 volt AC power, failure of the detector,and/or failure of the signal processor will cause theBLADE PRESS caution light to illuminate. The sys-tem receives electrical power from the No. 1 AC pri-mary bus and is protected by a circuit breaker on thecopilot's overhead circuit breaker panel marked IBIS,under the general heading NO 1 AC PRI. TheBLADE PRESS caution light is powered by the DCplimary bus, and is protected by a circuit breaker onthe copilot's overhead circuit breaker panel markedIBIS, wider the general heading DC PRI.

2-8

AAPILIAl.

11"LISITT ON

SAR

S BSS7 tol)

WARNING

When red is visible in the indicator, determine thecause of the red indication before accepting the beli-Later for flight.

TAIL ROTORThe tail rotor consists of the tail rotor assembly

and tail rotor blades. The tail rotor assembly,mounted at the upper end of the pylon, consists of atail rotor hub and pitch-changing mechanism. Thesplined hub is supported and driven by the horizon-tal output shaft of the tail gear box. The five tailrotor blades are attached to the tail rotor hub in sucha way that they are free to flap and rotate abouttheir spanwise axis for pitch variation. The bladepitch-changing mechanism transmits tail rotor con-trol pedal movements to the tail rotor blades throughthe pitch change beam of the tail gear box (See fig-ure 2-5).

ROTOR BRAKEA hyrdraulically actuated rotor brake (figure 2-7),

mounted on a brake shaft forward of the main gearbox, stops the rotation of the rotor system andprevents its rotation, when the helicopter is parked.The rotor brake system consists of a hydraulic actu-ating cylinder and lever, pressure gage, hydraulicbrake cylinders, rotor brake reservoir, and brake

ROTOR BRAKEPRESSURE GAGE ----.

ROTOR BRAKELEVER LOCK

ROTOR BRAKELEVER

TO ENGAGE ROTOR BRAKEPUSH LEVER FORWARD

7:ROTOR BRAKE LEVER

DECAL

ROTOR BRAKE PRESSUREACTUATING RANGE 350 500 P.S.I.ENGINE STALT 320 PS.l. MIN.PARKED POSITION RANGE . . 250-600 PSI.

ROTOR BRAKE PRESSURE

DECAL

Figure 2-7. Rotor brake.

disc. The rotor brake hydraulic actuating cylinderand lever, located on the pilot's compartment ceil-ing, operates independently hum the hydraulic sys-tems. A spring-loaded accumulator, connected to therotor brake hydraulic lines at the forward end of thetransmission compartment, assures continuoushydraulic pressure when the rotor brake lever is ap-plied. The rotor brake hydraulic actuating cylinderin the cockpit is gravity fed with hydraulic reservoir,located on the right aft side of the main gear box.When filled to the FULL mark, the reservoir con-tains approximately 3.2 ounces of fluid. The hydrau-lie brake cylinders are located on supports attachedto the main gear box. The brake disc is positioned onthe main input shaft of the main gear box. The rotorbrake system components are discussed in detail inthe following paragraphs.

Rotor Brake Cylinder and LeverA rotor brake lever (figure 2-7) is connected di-

rectly to the rotor brake hydraulic actuating cylinderon the pilot's compartment ceiling to the right andforward of the overhead switch panel. The rotorbrake is applied by pulling down and pushing for-ward as indicated on the decal aft of the lever on theupper structure. The decal is marked TO ENGAGEROTOR BRAKE PUSH LEVER FORWARD. Thedecal also has an arrow pointing forward. A spring-loaded lock, located at the forward outboard side ofthe cylinder, automatically locks the brake lever inthe applied (forward) position if the pilot places thesmall handle on the horizontal, forward position.The lockpin must be pulled out to allow rotor brake

2-9

DISENGAGELOCK BEFORERELEASINGROTOR BRAKE

ROTOR BRAKE LEVER LOCK

DECAL5 8558 (Rfl

release. The lockpin may be rendered inoperative byrotating it until it remains in the OUT position.

Rotor Brake Pressure GageA hydraulic actuated rotor brake pressure gage is

located to the rear of the rotor brake lever (figure 2-7) on the pilot's compartment ceiling. The reading isindicated by the pointer and indicates psi. A decal,marked ROTOR BRAKE PRESSURE, ACTUAT-ING RANGE 350-500 PSI., ENGINE START 320PSI MIN., PARKED POS. RANGE 250-600 PSI., islocated adjacent to the rotor brake pressure gage. Toensure that the rotors will not turn with both enginesin GRD IDLE, a minimum of 320 psi is required be-fore the engines are started. For parking, 250-600 psiis the normal pressure range.

Rotor Brake Caution LightThe rotor brake caution light, marked ROTOR

BRAKE, is located on the caution advisory panel onthe pilot's side of the instrument panel. The light isprovided as an aid in the prevention of rotor engage-ment while the rotor brake is engaged. Wheneverthe rotor brake hydraulic pressure is 10 _t 1 psi orabove and electrical power is supplied to the DC pri-mary bus, the caution light will go on. When therotor brake pressure drops below 10 ± 1 psi, thelight will go out. Normally with rotor brake off, pres-sure should be zero: however, after the rotor brake isreleased and pressure at 10 ± 1 psi or above is trap-ped in the system, the caution light will remain on.If the pressure reaches 20 psi, the pucks will begin todrag.

SELF QUIZ # 2.

PLEASE NOTE: Many students study ONLY the self-quizzes and pamphlet review quiz, thinking that thiswill be enough to pass the End-of-Course Test. THIS IS NOT TRUE. The End-of-Course Test is based on thestated course objectives. To pass the EOCT, you must study all the course material.

1. The HH-:3F is equipped with two

A. T58-GE-8 engines rated at 13(X) shpB. T58-GE-5 engines rated at 1500 shpC. T58-GE-8 engines rated at 1100 shpD. T58-GE-5 engines rated at 1400 shp

2. The HI-1-:3F engine centrifugal fuel filter islocated

A. under the engine front frameB. under the engine compressor sectionC. above the engine fuel controlD. on the engine fuel control

3. What is the function of the fuel control?

A. Maintain a constant selected powerturbine speed

B. Permit helicopter rotor speed to vary up to50 percent

C. Vary the power turbine speed to maintaina constant helicopter rotor rpm

D. Maintain a constant helicopter rotor loadto maintain a constant power turbine speed

4. The engine speed trim switches are located on

A. the overhead engine control quadrantB. each cyclic pitch stick gripC. each collective stick gripD. pilot's overhead emergency console

5. Which statement is NOT true concerning thebifilar vibration absorber?

A. It is a five-armed aluminum forgingB. It uses a 17-pound steel weightC. The bifilar arms have an H-beam cross

sectionD. Each weight is enclorA in a special fairing

6. What color on a blade pressure indicatorindicates a NORMAL condition?

A. GrayB. GreenC. YellowD. White

7. The tail blade pitch is changed by movementof the

A. output gear shaftB. pitch change beamC. counterweight assemblyD. flapping spindles

8. For effective rotor brake operation, you mustdevelop a MINIMUM of psi with therotor brake handle.

2-11

3 ti

A. 10B. 100C. 320D. 6(X)

ANSWERS TO SELF-QUIZ # 2

Following are the correct answers and references to the text pages which cover each question and correctanswer. To he sure you understand the answers to those questions you missed, you should restudy the refer-enced portions of the text.

QUESTION NSWER REF.

1 -13 .) 1

9 A 9_9

:3 A ..)_5

4 C ..)_5

5 C ..)_,

6 C 2 87 B 2-88 C ')-9

HH-3F HELICOPTER TRANSMISSION AND VARIOUS SYSTEMS

IReading Assignment:Pages :3-1 through :3-9

OBJECTIVES

To successfully complete this assignment, you must study the text and master the following Objectives:

Explain the basic operation and characteristics of the:

1. Transmission system: Main gear box, intermediate gear box, tail gear box.

2. Transmission oil systems: Main, augmented main, intermediate and tail gear box.

3. Fuel supply system.

4. Electrical supply system.

5. Utility hydraulic supply system.

TRANSMISSION SYSTEM

The transmission system (figure 3-1) consists ofthree gear boxes that transmit power to the mainand tail rotors. The main gear box reduces enginerpm and interconnects the two engines to the rotorhead. A freewheeling unit, located at each engineinput to the main gear box, permits the rotor head toautorotate without power turbine drag if the engine(or engines) fails, or when power turbine rpmdecreases below rotor rpm. Engine torque is trans-mitted through the main gear box to the main rotordrive shaft to drive the main rotor, and aft through atail rotor drive shaft to the intermediate gear box atthe base of the pylon. From the intermediate gearbox, a pylon drive shaft extends upward to the tailgear box to drive the tail rotor. Each of the threegear boxes has a chip detector.

MAIN GEAR BOXThe main gear box, mounted above the cargo

compartment aft of the engines, is a four-stagereduction gear system whi, h reduces engine rpm ata ratio of approximately .3.4 to 1 for driving therotor head. The main gear box contains a spur, heli-cal bevel gear, and a single planetary gear stage.Shafting extends from the main gear box lower hous-ing to the intermedi,o and then to the tail

3z.)

gear box to chive the tail rotor. The main gear boxaccessory section, located at the rear of the maingear box lower housing, drivc .. he primary, utility,and auxiliary hydraulic pumps, the main gear box oilpumps, the high pressure torquemeter oil pump, andthe two geoerators. The auxiliary power unit drivesthe accessory section of the main gear box on theground before the engines are started. When theAPU is operated at 100% speed, the APU drive shaftwill drive the accessory section until the rotorreaches 100% NI,. The APU has a clutch, which con-tains a freewheel unit, that enables shutdown of theAPU when the rotor head is engaged. There is athrough shaft, driven Sy the No. 1 engine, in themain gear box. Under nornial conditions with therotor turning, the gear box accessories are driven bythe tail takeoff drive unit, which is provided with afreewheel unit. If this freewheel units fails, thethrough shaft will drive the accessories.

INTERMEDIATE GEAR BOXThe intermediate gear box, located at the base of

the tail rotor pylon, contains a bevel gear direct-drive system to change the direction of the shaftingthat transmits engine torque to the tail gear box. Theintermediate gear box is splash-lubricated. Screenedair outlets in the pylon failing permit the gear box tobe cooled by the rotor downwash.

TRANS OIL PRESS

LESS THAN 4 PSIAT LAST JET

ceoss-oveit VALVEwHEN PRESSURE IN SEC/PRIPUMPS OUTPUT LINESLESS THAN 10 PSI

HIGH SPEED INPUTSlEEvE BEARINGS

L---3-Brrrart

0 mETER SYSTEm

AT 120%

TRANS OIL NOT

OILCOOLER

35-90 PSI

---I--Oil PRESS15 90

MIN 12 PSI

F PRIPUMP

0 PUMP

AUX SUMPIS GAL

150 PSI

TRANS CHIP MAIN

Figure 3-1. - Main transmission with auxiliary sump.

TAIL GEAR BOXThe tail gear box, located at the upper end of the

tail rotor pylon, contains a bevel gear reduction-drive system to transmit engine torque to the tailrotor. The tail gear box also contains part of thepitch change linkage which extends through the hol-low output shaft to the tail rotor hub. The tail gearbox is splash-lubricated.

TRANSMISSION OIL SYSTEMSMain Gear Box Oil System(See figure 3-1)Primary and secondary oil pumps are provided

for lubrication. The torque system oil pump ismounted piggy back to the primary pump on thelower portion of the rear cover of the main gear box,and uses main transmission oil for the torque sensingsystem. The secondary oil pump is mounted be-tween the utility hydraulic pump and the rear covermounting pad. Oil is pumped from the gear boxsump to the oil cooler located behind the main gearbox. Cooling air is forced through the cooler by ablower driven by belts from the tail drive shaft. Theair is then exhausted through a screened transmis-sion accessories cooling air outlet at the rear of cool-er, the oil returns to the main gear box where it issprayed onto the gears and bearings through jetsbuilt into the gear box castings. An oil filler, acces-

3-2

Oil TEMP40 - C

st21001C11

sible from the left side of the main gear box failing,is located on the left side of the gear box. A windowin the gear box below the oil filler provides a sightcheck for the oil level in the main gear box. Oilcapacity is 15 gallons; normal servicing is 11 gallons.

AUGMENTED MAIN GEAR BOX OIL SYSTEMThe augmented main gear box oil system will per-

mit the helicopter to continue operating for approxi-mately 45 minutes if there is a failure in the mainlubrication system. In this case, the auxiliary sump,at the base of the main gear box, provides an oil sup-ply of about 1.5 gallons to lubricate the input sleevebearings in the high speed section of the main gearbox. The torquemeter pump uses oil from the auxil-iary sump to lubricate these bearings and to supplyoil to the torque sensing system. An additional chipdetector is installed in the auxiliary sump and lightsthe XMSN CHIP MAIN caution light.

INTERMEDIATE AND TAIL GEAR BOX OILSYSTEMS

Both the intermediate and tail gear boxes aresplash-lubricated from individual sump systems. In-ternal spiral channels ensure oil lubrication to allbearings. An oil filler plug, drain plug, and oil levelsight gage are located in each gear box casting.When the oil in the intermediate gear box is at

JP.5 OR OTHER APPROVED ALTERNATE FUELS

ALTERNATE APPROVED FUELS

ALTERNATE APPROvED FUELS.CONFORm TO ASm TypE A.1, JET Al

THESE FUELS LIMIT STARTING TO .75°F, NATO F.34,

ARCOJET.1

KmERICAN TYPE A.I

CALTEX JET A.1

440 UNIVERSAL TURBINE FUEL NO, I

GULFLITE TURBINE FUEL A

ESSO TURBO FUEL 1.1T

KEROSENE.AVIATION TYPE

RUREJET TYPE A.1

AEROSHELL 650

AVTUR S0

AVIATION TURBINE FUEL TYPE A

AVIATION TURBINE FuEl. TYPE 1

CHEVRON TURBINE FUEL TYPE 1

ATF.1A 16

407 AvJET K.58

NOTE: MIXING OF FUELS ISNOT RECOMMENDED

BECAUSE OF PROBLEmS ENCOUNTERED .1

WITH FUEL CONTROL HTTINGS.

6

5

4

3

2

8

11

OIL, ENGINE, APU AND ALL GEAR BOXES

MIL L.23699 NATO SYMBOL 0.156

HYDRAULIC FLUID PRIMARY, AUXILIARY

AND UTILITY SYSTEMS

IML.H.5606.NATOSYmBOL H.5I5

PRE EXTINGUISHER AGENT

ENGINE AND AN.CF3

PORTABLE .0O2

15

12

13

14

26 25 24 21 22 21 20 19 11 11

16

WANING

.liqN USING FUELS AVINUUT ICING

NHIRITOR, AVOID FLYING AT ALTITLDES

AHERE INDICATE)) OAT IS BELOw 19°L

TO PRECLUDE FUEL SYSTEM ICING,

I. BATTERY

2. ROTOR BRAKE HYDRAULIC Cf LINDER

3. RESCUE HOIST

4. ENGINE OIL YANKS

5. MAIN ROTOR HEAD RESERVOIR IONE FOR EACH BLADE)

6. DAMPER RESERVOIR

7, ROTOR BRAKE RESERVOIR IM.H.56061

B. APU AND ENG:NE COMPARTMENT RESERvE F:RE EXT.NGUISHER BOTTLES

9. UTILITY HYDRAULIC SYSTEM RESERVOIR

10. pRNARY HYDRAULIC SERvO SYSTEM RESERVOIR

H. AUXILIARY HYDRAULIC SERVO SYSTEM RESERVOIR

11 ENGINE COmPARTmENT MAIN PRE EXTINGUISHER BOTTLE

13. AUXILIARY POWER UNIT

14. INTERMEDIATE GEAR BOX

S. TAIL GEAR BOX

16. TAIL ROTOR HEAD OIL RESERvOIR

17. SPONSON

lB APUACOJMULATOR DECK GAGE RH SIDE IN CABIN)

19. MAIN LANDING GEAR

21 AUXILIARY AIR FLOATATION SYSTEM

2L AFT MAIN FUEL TANK FILLER CAP

72. APT AUX FUEL TANK FILLER CAP

21 FORWARDMAIN FUEL TANK HLLER CAP

24. FORWARD AUX FUEL TANK FILLER CAP

25, ALTERNATE LANDING GEAR EXTENSION AIR BOTTLE

26. NOSE LANDING GEAR

5 B56f

38

FULL on the oil level sight gage the gear box con-tains 0.2 gallons. When the oil in the tail gear box isat FULL on the oil level sight gage, it contains 0.4gallons.

FUEL SUPPLY SYSTEM

The helicopter is equipped with two independentpressure-type fuel systems, joined together by acrossfeecl system to ensure maximum fuel utilization,and two internal auxiliary systems. The two mainsystems are divided into a forward and aft systemand are augmented by the auxiliary systems. Themain systems consists of fuel tanks with individualbladder-type cells, collector cans, and ejector unitsin which two submerged boost pumps are located.The auxiliary systems consist of a forward and afttank with a bladder-type cell and ejector units.Transfer of fuel from auxiliary to main tanks is con-trolled by the pilot. The ejector system and boostpump arrangement provides for a minimum of un-usuable fuel.

The crossfeed system provides diversified mainfuel system operation. The crossfeed system is elec-trically controlled by a crossfeed valve switch and al-lows fuel from both main systems to be directed toone engine during single-engine operation, or fuelfrom one system to supply both engines should theneed arise.

Under normal conditions, the forward main sys-tem supplies fuel to the No. 1 engine, and th aftmain system supplies fuel to the No. 2 engine Alltanks may be filled by either a pressure refuelingsystem or by gravity through conventional fillernecks on each tank. Auxiliary tanks may also be re-fueled through in-flight gravity refueling connec-tions. For fuel specification grade, see figure :3-2.

FUEL TANKSThere are two main fuel tanks and two auxiliary

fuel tanks located beneath the cabin floor in the fol-lowing sequence from nc ;e to tail: forward auxiliarytank, with a capacity of 164 gallons; forward maintank, with a capacity of 348 gallons; aft auxiliarytank, with a capacity of 245 gallons; a .d aft maintank with a capacity of 345 gallons (figure 3-3).

The forward main tank system, consisting of twocells, contains one collector can, five check valves.two pressure switches, two pump failure caution'light circuits, one primary bus powered boost pump,one monitor bus powered boost pump, one flappervalve, one pressure refueling and defueling valve,one fuel ejector unit, one gravity filler, two sumpdrain valves, one dual high-level sensor, and twofloat-operated shutoff valves. The aft main tank sys-tem, consisting of two cells, contains the same itemsas the forward main tank except that it has one in-stead of two float-operated shutoff valves. The fuelboost pumps within each main tank provide fuel tothe associated fuel ejectors and the appropriate en-gine. The boost pumps are located in collector cans.

WEL QUANTITY DATA

FUELTANKS

USABIE

USGALLONS POUNDS

UNUSABLE

USGALLONS POUNDS

FULLY SERVICED

USGALLONS POUNDS

FWD MAIN 344.6 2239.9 3.48 22.62 348 2262.0

AFT MAIN 342.4 2225.6 2.61 16.96 345 2242.5

FWD AUXILIARY 183.2 1190.8 0.8 5.20 184 1196.0

AFT AUXILIARY 244.2 1587.3 0.8 5.20 245 1592.5

TOTAL 1114.4 7243.6 7.69 49.98 1122.0 7293.0

1. Usable fuel determined at 0 degree nose-down attitude.2. Fuel density of 6.5 lb/gal (jP-4) at standard day temperature.3. Gravity refueling method used.

igure 3-2 Fuel quantity data.

3-4

The fuel level in the collector cans is maintained byejector and flapper valve action. This fuel ejectorunit zind boost 1)111111) arrangement provides integralfuel transfer within each main tank at all operaingattitudes, and provides for a maximum of usablefuel.

The single-cell forward auxiliary fuel tank systemcontains one check valve, one gravity filler, one fuelejector, one slimp drain valve, one pressure refuelingand defueling valve, one du ll .1i 1.g.1-.Ia. evel sensor, onegravity refueling connection in the cabin, and onemotor operated gate valve. The single-cell aft auxil-iary fuel tank system contains the same items as theforward auxiliary tank system except that it has twocheck valves, two motor-operated gate valves, andtwo fuel ejectors. All fuel tank vent lines are routedthrough the cabin to minimize vent icing, then toboth sides of the helicopter, where the tanks are ven-ted to the atmosphere.

FUEL TRANSFERThree DC motor operated gate valves located in

the fuel ejector motive flow lines enable the pilot tohave complete control of fuel transfer. Fuel is trans-ferred from auxiliary to main tanks by fuel ejectors;motive flow is obtained from the boost pumps. Fuelin the forward auxiliary tank can be transfrred onlyto the forward main tank. A float-operated shutoffvalve prevents overfilling of the forward main tank.Fuel from the aft auxiliary tank can be transferred toeither the forward or aft main tank. Float-operatedshutoff valves prevent overfilling of either maintank. When either main tank level is above 1,600pounds, any attempt to transfer fuel will result in atransfer to the auxiliary tank in use due to the inabil-ity of the fuel to pass the float-operated gate vaive inthe respective main tank.

CAUTION

Do not transfer fuel when main tank level is above1,600 pounds, because fuel may be forced overboardthrough the auxiliary tank vents if the auxiliary tankfuel level is hi Th.

fuel Transfer SwitchesTwo fuel transfer switches are located on the fuel

management panel. The switch marked AFT AUX,OFF controls the transfer of fuel from the aft auxil-iary tank to the aft main tank. The switch markedFWD AUX, OFF, AFT AUX controls the transfer offuel from the forward auxiliary tank and the aft aux-iliary tank to the forward main tank. The switchesare powered by 28 volts DC from the primary bus

3-5

and are protected by circnit breakers, markedTRANSFER, 1, 2, 3. located on the overhead circuitlweaker pai

NOTE

The position of the fuel transfer lines may cause fuelto feed from the auxiliary to the main fuel tankswithont the use of a transfer system. This mnditionoccurs when lie fuel level in the auxiliary tank isabove the fuel transfer lines and at the same timethe fuel level in the main tanks is lower.

FUEL DUMP SYSTEMFuel may be dumped at a limited rate from either

main tank, or from both main tanks simultaneously,through a single overboard drain located in the trail-ing edge of the right sponson. Fuel flow is providedby the fuel boost pumps. Two annally operateddump valves, one for each main tank, are locatedoverhead in the forward area of the cabin. Thedump system is activated by holding or locking overcenter one or both of these valves in the open posi-tion. Rate of dump from one tank is approximately80 pounds per minute and from both tanks approxi-mately 160 pounds per minute.

PRESSURE REFUELING SYSTEMThe pressure refueling system consists of one ex-

ternal pressure fueling adapter, four dual high-levelsensors, and four pressure refueling and defuelingvalves, one in each tank. The location of the pressurefueling adapter directly beneath the cabin door per-mits refueling while the helicopter is in a hover.Each dual high-level sensor contains one primaryand one secondary valve, each of which mil be sole-noid operated during precheck or float operated byfuel level. The shutoff capability of the system is tes-ted by positioning the high-level shutoff switch. lo-cated above the fueling adapter, to PRI TEST andSEC TEST independently. This energizer the corre-sponding solenokls of all four dual high-level sensors.The solenoids raise the floats electrically, which inturn close the pressure refueling/defueling valves,stopping flow into all tanks. When the switches arereturned to the OFF position, the floats operate inconjunction with the fuel level of each tank. Wheneach tank reaches full capacity, its dual high-levelsensor closes its pressure refueling and defueliugvalve and stops fuel flow into that tank. Electricalpower for the system TEST is supplied by the28-volt DC primary bus through the HI-LEVELSHUTOFF TEST circuit breaker on th overheadcircuit breaker panel.

4

PRESSURE DEFUELING SYSTEMLimited pressue defueling is accomplished by at-

taching the pressure fueling nozzle to the pressurerefueling adapter and applying suction. Fuel willthen be drawn from all tanks simultaneously untilone of the four tanks is empty. Defueling will thencease from the remaining tanks due to air ingestionfrom the emptv tank. The amount of fuel remainingin the various tanks depends entirely on the initialquantities of fuel in each tank.

ELECTRICAL POWER SUPPLY SYSTEM

The electrical power suppiy system consists ofan alternating current power supply system cricl adirect current power supply system. Two permanentmagnet generators (PMG) supply 115/200-volt,three phase, 400 Hz AC power to the electrical sys-tein. Three transformers provide 26-volt single phaseAC power. Both generators also supply 28-volt DCpower to tlw electrical system control circuits. Twoconverters provide 28-volt DC control and operatingpower. One batt,ny supplies 24-volt DC power.

ALTERNATING CURRENT POWER SUPPLYSYSTEM

Alternating current power is supplied by twogenerators designated as No. 1 and No. 2. Associatedsystem components are designated in a similar man-ner. System operation is automatic, and controlswitches on the overhead switch panel and monitor-ing caution-advisory light capsules on the caution-advisor panel are provided. Normally, associated pri-Alan/ and monitored bus loads are assumed by eachgenerator. Primary bus loads are essential for nightinstrument flight but monitor bus loads are not es-sential for this type of flight. If either generator fails,its primary Ints load is automatically transferred tothe remaining generator. With a failed generator, allmonitor bus loads are automatically dropped. An ACexternal power receptacle permits use of an AC ex-ternal power unit for ground power application.

Supervisory PanelsThe supervisory panels, designated No. 1 and No.

2, provide ,:ontrol for all AC relays and one DC relayin the electrical system. When the No. 1 generator isdeveloping normal AC power and the generatorswitch is placed ON, DC power from the same gen-erator win be used by the No. 1 supervisory panel toclose the No. 1 generator contactor relay. Closingthe No. 1 generator contactor relay permits the No.1 generator to power the No. 1 AC primary bus and

:3-6

to deiiver 28 volts DC to tho AC monitor bus relay.In addition, closing the relay Awns the No. 1 genera-tor caution light circuit, causing the light to go out.The No. 2 supervisory panel operates the same .wavto power the No. 2 AC primary bus and to turn outthe No. 2 caution light. DC power front the No. 2supervisory panel also closes the AC monitor bus.contro! relay, which permits 28 volts DC front theNo. 1 supervisory panel to close the DC monitor busrelay and the No. I and No. 2 monitor bus contactorrelays. Therefore, 28-volt DC power is requiredfrom both the No. 1 and No. 2 supervisory panels toenergize the AC and DC monitor buses. If eithergenerator fails to produce 28 volts DC, the primaryDC bus supplies back-up DC voltage to each super-visory panel through circuit breakers. The circuitbreakers, located on the overhead circuit breakerpanel, are marked 1 and 2 under the general head-ings PMG BACKUP.

The supervisory panels provide protection for theelectrical system. AC power delivered to the panel-from its associated generator is monitored by thepanel for open phase, overvoltage, and undervoltageat all times. The panel monitors for underfrequencywhen the helicopter is on the ground with its mainlanding gear struts compressed activating the scissorswitche. If any of the monitored conditions are notnormal, the generator contactor relay will open, tak-ing the associated generator off the line, deenergiz-ing all monitor buses, and illuminating the associatedgenerator caution light. If a generator fails, primaryAC bus loads will be switched automatically to theremaining generator.

N

Should a low-voltage condition occur in either gen-erator, there will be a 6-sccond delav before the loadis shifted to the other generator.

GeneratorsTwo 115/2(X)-volt, 3-ithase, 4(X) Hz, PN1G, AC ge-

nerators are mounted on and are diiven by the acces-sorN section of the main gear box. Generator outputvaries with temperature and altitude (approximately20 KVA at sea level to 25 KVA at 15,(XX) feet altitu-(he). Generator AC voltage is delivered to the associ-ated supervismy panel and generator contactor relay.The permanent magnet sections of the generators alsodevelop DC power to be used in the control circuits.This DC power is delivered to the associated supervi-sory panel. The auxiliary power unit (APU) chives thegenerators through the main gear box accessory sec-tion when the rotor rpni is below 1(X)% Nr. When the

41

rotor speed reache.s 1(XM N, , the accessory section isdriven through the main gear box.

GENERATOR SWITCHES: The generatorswitches are located on the overhead switch panelunder the general heading 1 GEN 2 and havemarked positions ON-OFF, RESET-TEST. Placingthe switch in the ON position puts the respectiveger.erator on the line by closing the generator con-tactor relay. The OFF-RESET position turns thegenerator off and resets the cycle. The TEST posi-tion is only used for maintenance.

GENERATOR CAUTION LIGHTS: Two generator: ion lights, marked 1 GEN and 2 GEN respec-tively, are located on the caution-advisory panel.These lights will ilhiminate whenever the associatedgenerator is taken off the line by opening the gener-ator contactor relay, which causes the caution lightcircuit to be completed. The generator caution lightsare powered 1)y the DC primary bus and are pro-teLted by circuit breakers on the overhead circuitbreaker panel. The circuit breakers are marked No. 1and No. 2 under the general headings GENERA-TOR and INDICATOR LTS.

AutotransformersThree autotransformers in the AC system convert

115-volt power from the primary AC buses to 26volts. Two of the autotransformers are powered bythe No. 1 primary bus and are protected by circuitbreakers in the copilot's overhead circuit breakerpanel, marked 26 V XMFR and RADIO XMFR 26VOB tinder the general heading No. 1 AC PRI. Theautotransformer protected by the circuit breaker,marked 26V XMFR, supplies 26 volts AC to the co-pilot's course indicator azimuth card, copilot's ID-250 RMI card, primary hydraulic pressure gage,transmis:- ,on oil pressure gage, and the No. 1 enginetorque sensor and oil pressure gages. The autotrans-former protected by the circuit breaker, markedRADIO XM FR 26V NB, supplies 26 volts AC to:

1. Pilot's course indicator azimuth card2. Pilot's ID-250 RMI card:3. Both pilot's ID-250 needles4. TACAN AN/ARN-118 azimuth and DM E5. Doppler radar (AN/ APN-175(V)-1)6. Heading information to the navigation

computer and VOR inputs to theAN / AYN-2 computer

The third autotransformer is powered by the No. 2primary bus and is protected by a circuit breaker inthe pilot's overhead circuit breaker panel. The

:3-7

4 ,.

circuit breaker is marked 26V XM111 under the gen-eral heading NO. 2 AC PRI. This autotransformersupplies 26 volts AC to operate the auxiliary andutility hydraulic pressure gages and the No. 2 engineoil pressure and torque sensor gages.

On helicopters modified by T.C.T.O. 1H-3(11)F-.5:36 and CC; No. 1487 and subsequent, two radio au-totransformers are installed to provide a redundantsource of 26 volts AC power for the navigation in-struments. The output of each autotransformer isapplied to the contacts of the RADIO XFMR switchon the overhead switch panel. The switch selectseither the No. 1 o the No. 2 autotransformer output'to energize the transformer fail relay and the NAVand PILOT circuit breakers. Should the relay be-come de-energized, 28 volts DC from the RADIOXMFR CAUT circuit breaker is applied to the cau-tion/advisory panel, illuminating the RADIO XFMRcaution capsule to indicate loss of 26 volts AC fromthe selected autotransformer.

AC Utility Power ReceptaclesTwo 115-volt AC 400-Hz utility receptacles are

provided. The receptacles receive power from the No.1 AC monitor bus through two circuit breakers on thecopilot's overhead circuit breaker panel. The circuitbreakers are marked CABIN and XMSN under thegeneral headings UT RECP and NO. 1 AC MON.

Alternating Current Circuit BreakersAlternating current circuit breakers are located

on the pilot's and copilot's overhead circuit breakerpanels.

DIRECT CURRENT POWER SUPPLY SYSTEMDirect current power is supplied by two 28-volt,

2(X)-ampere converters, designated as No. 1 and No.2, which are powered by respective No. 1 and No. 2AC primary buses. The DC system operation is au-tomatic, and control switches and converter cautionlights are provided. Normally, primary and monitorbus loads are assumed by both converters. Primarybus loads are essential for flight under night instru-ment conditions, but monitor bus loads are not es-sential for this type of flight. If one converter fails,the ansociated reverse current cutout relay willremove the faded converter from the DC primarybus. The remaining converter will assume the DCprimary bus loads, and the DC monitored bus loadswill be dropped. The battery can provide power tothe DC primary bus when no other source is availa-ble. The DC external power receptacle and associ-ated circuitry permit use of an external power unitfor ground power application.

ConvertersTwo 2(X)-ampere, 28-volt DC converters are lo-

cated in the electronics compartment. The convertersrequire an AC input from the generators or from anAC external power source. The two converters are de-signated as No. I and No. 2, and the associated com-ponents are designated in a similar manner. Both con-verters normally supply power to the DC primaiy bus.The DC primary bus supplies power to the DC moni-tor bus. The No. I converter receives three-phasepower from the No. I AC primary bus, and the No. 2converter receives three-phase power from the No. 2AC primary 1;us. The AC input is stepped down, rec-tified, and filtered within each converter, and the DCoutput is fed to the associated reverse current cutoutrelay. During normal operation. DC power from thereverse current cutout relay is fed to the DC primarybus. If either converter or either AC generator fails,the monitor bus is automatically dropped from theline, and an appropriate caution light will illuminate.The reverse current cutout relay prevents cunentflow from the DC primary bus to a failed converter.The DC monitor bus relay must be closed for themonitor bus to receive power. Power to close thisrelay comes from the DC primary bus and is routedthrough the No. 2 and No. 1 reverse current cutout re-lays. If either converter, either reverse current cutoutrelay, or either AC generator is inoperative (or ifeither converter switch is OFF), the DC monitor buswill be dropped from the line. The No. 1 converter isprotected by a circuit breaker on the copilot's over-head circuit breaker panel. The circuit breaker ismarked No. 1 CONVERTER under the general head-ing No. 1 AC PRI. The No. 2 converter is protectedby a circuit breaker on the pilot's overhead circuitbreaker on the pilot's overhead circuit breaker panel.The circuit breaker is marked No. 2 CONVERTERunder the general heading No. 2 AC PRI.

CONVERTER SWITCHES: The converterswitches, located on the overhead switch panelunder the general heading 1 CONVERTER 2, havemarked positions ON and OFF.

CONVERTER CAUTION LIGHTS: Two convertercaution lights, marked # 1 CONV and #2 CONV,are located on the caution-advisory panel. Failure ofa converter, or reverse current cutout relay (or turn-ing a converter switch OFF), will illuminate the as-sociated caution light.

BatteryA 24-volt, 22-ampere-hour nickel cadmium bat-

tery, located in the nose sectirm forward of thepilot's compartment, is accessible from outside the

3-8

hat.. k Ver. Battery powe is used for limited .f,rolindoperations. when no external power is available, andas an emergency source of power to the DC primarybus. The batters, Ims is contiimallv energized andprovides power for the anchor lights. The batteryIms is connected to the DC primary bus when thebattery switch is ON.

BATTERY SWITCH: The battery switch, locatedon the overhead switch panel, is labeled BATTERY,with positions marked ON and OFF.

DC Utility Power ReceptacleThree 28-volt DC utility receptacles are installed.

The recepta(les receive power from the DC monitorbus through three circuit breakers on the pilot'soverhead circuit breaker panel. The circuit breakersare marked COCKPIT, CABIN, and XNISN underthe general headings UT RECEPTACLE, MON,and DC.

Direct Current Circuit BreakersDirect current circuit breakers are located on all

three overhead circuit breaker imnels and on thebattery bus circuit breaker panel.

EXTERNAL POWERExternal Power Switch

The external power switch is located on the over-head switch panel, under the heading EXT PWR,with positions marked ON and OFR The externalpower switch is protected by a circuit breaker on theoverhead circuit breaker panel, marked EXT PWRunder the general heading.DC PRI BUS.

EXTERNAL POWER ADVISORY LIGHT: The ex-ternal power advisory light, located on the caution-advisory panel and marked EXT POWER, will il-luminate when the external power switc h is ON andexternal power is being supplied to the ai...raft.

AC EXTERNAL POWER: An AC external powerreceptacle, located on the left side of the fuselage aftof the sponson, is used to connect 115/200-volt, 3-phase, 4()O-Hz power to the helicopter. A plmse se-quence relay is incorporated to sense proper externalpower phase rotation. When the phase rotation iscorrect, the EXT PWR switch is ON, and the BATTswitch is ON, 3-phase power will be admitted to theaircraft, and the AC systems will function normally.The battery switch must be ON to power the DCprimary bus, and the external power switch must beON to permit the DC primary bus to supply controlpower to the phase sequence relay. With the conver-ter switches ON, the DC monitor bus control relay

4 3

zind the DC monitor bus relav will close, and the I)Cpower system will function normally. At tIns point,the battery switch should be tiwned OFF to avoidpossible overcharging of the battery.

DC EXTERNAL POWER: A DC: external power re-ceptacle, located On the right side of the fuselagebelow the pilot's window, is used to colu wet 28 volt-DC power to the helicopter. With the externalpower switch ON, 28-volt DC power from an exter-nal power source is delivered through the DC: powerreceptacle to illuminate the external power advisorylight, close the external power relay, energize theDC primary Ims, and close the DC monitor busrelay, providing power to the DC monitor bus.

CAUTION

When securing either AC or DC external pawer, e-cure the EXT F WR switch before removing thepower cables to prevent possible arcing and damageto the exteriml p(mer receptacles.

UTILITY HYDRAULIC SUPPLY SYSTEM

The utility hydraulic supply system provideshydraulic pressure for all hydraulic equipment not

included in the flight control servo hydraulic sys-tems. The utility- hydraulic system reservoir (9, fig-ure 3-2), located aft of the main gear box, has a ca-pacity of 3.05 gallons of hydraulic fluid. The utilityhydraulic pump is located on the accessory drivesection of the main 1;car box and provides 3,000 psihydraulic pressnrc. An oil cooler is provided in thehydraulic line to maintain utility hydraulic oil tern-peniture.s within limits. The blower in the oil cooleroperates on power from the No. 1 AC prinrary bus,and the control relay is actuated by power from theDC primary bus. The blower operates continuouslywhen these busses are energized. The utility hydrau-lic system operates the main landing gear, nose land-ing gear, APU start system. ramp actuating system,and the rescue hoiY

UTILITY HYDRAULIC PRESSUREINDICATOR

The utility hydraulic pressure indicator, locatedon the instrument panel, operates on 26-volt ACpower from an autotransformer. The gage, markedUTI, indicates pressore in the ntility hydraulic sys-tem in psi. The indicator receives electrical powerfrom the No. 2 AC primary bus through a circuitlweaker on the pilot's AC circuit breaker panel. Thecircuit breaker is marked UT under the headingHYD PRESS IND.

:3-9

4 4

LELL.2.urz tt 3

PLE.ASE NOTE: :`.lany students study ONLY the self-quizzes and pamphlet review quiz, thinking that thiswill be enough to pass the End-of-Course Test. THIS IS NOT TRUE. The End-or-Course Test is based on thestated course objectives. To pass the FX)CT, you nmst study all the course material.

1. To check the main gear box oil level, voushould use a/an

A. oil quantity gage in the cockpitB. oil gnantity gage on the gear boxC. sight gage on the lower left side of the

main gear box housingD. sight gage on the lower right side of the

main gear box housing

2. The augmented main gear box oil system willpermit the helicopter to conthme operating for ap-proximately minutes if there is a failurein the main lubrication system.

A. 15B. 30C. 45D. 60

:3. What is the total fuel capacity ingallons?

A. 988B. 1,044C. 1,088D. 1,1)2

4. Before pressure refueling the HH-3F, younmst ensnre that the willoperate correctly.

A. motor operated shntoff valveB. high-level shutoff valveC. float valveD. boost pimp

5. What terminates an I III-3F pressure Oefuelingoperation?

A. A tank becoming emptyB. Low-level warning actuationC. The high-level shutoff .:dveD. Pressure fueling valve actuation

(i. The primary bos provides power forponents that are essential foroperations.

A. SARB. aight VFRC. night instrumentD. any

all Com-flight

. If the No. 1 generator fails, you should expectto lose ull components powered by the

A. No. 1 primary ACB. No. 1 AC monibrC. piimar,' DCD. No. 2 ,drimary AC

8. Assume that the No. 2 converter fails. Whichbuses wi!1 be Iropped from the line?

A. No. 1 AC primaryB. EC primaryC. DC monitorD. No. 2 DC primary

9. The utility hydraulic system operates at

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4 b

A. 750 psiB. 1,5(X) psiC. 1,750 psiD. :3,0(X) psi

ANSWERS TO SELF-QUIZ 4 :3

Following are the correct answers and references to the text pages which cover each question and correctanswer. To be sure you understand the answers to those questions you missed, you slmuld restudy the refer-enced portions of the text.

QUESTION ANSWER REF.

1 (: :3-22 C :3-23 D :3-44 B :3-55 A :3-66 C :3-67 13 3-68 C :3-89 D :3-9

3-12

HI-I-3F FLIGHT sysTEMS

Reading Assignment:Pages 4-1 through 4-13

OBJECTIVES

To successfully complete this assignment, you must study the text and master the following objectives:

Explain the basic operation and characteristics of the:

1. Flight control systems: Main and tail rotor.

2. Hight control hydraulic control systems.

3. Automatic flight cmtrol.(AFCS) and coupler systems.

4. Magnetic compass, free air temperature gage, clocks, pilot-static system, vertical velocityindicators.

5. Heading ittnde reference system (HARS).

6. Caution-advisory panel.

7. Landing gear system.

8. Brake system.

9. Riunp system and cargo door.

FLIGHT CONTROL SYSTEMS

The flight control system is divided intO threesystems: the main rotor night control system, the tailrotor flight control system, and the flight controlhydraulic supply systems. When the automatic flightcontrol system and coupler system are engaged, theyprovide corrections of limited authority to the flightcontrol system, causing the helicopter to respond ina stable maimer to the maneuver called for by theposition of the cyclic stick or referenced groundspeed from AFCS control panel drift pots. Thisequipment also provides a constant altitude. The description and operation Of the automatic flight con-trol system and coupler system are inchided in theparagraphs, AUTOMATIC FLIGHT CONTROLSYSTEM (AFCS). AND COUPLER SYSTEM in thissection. A cyclic Stick trim system is installed.

MAIN ROTOR 'FLIGHT CONTROL SYSTEMThe mail) rOtOr,':flight cofltrol systein., provides

both vertical, lateral,, and longitudinal Control. Con-trol Motions are sent from the colleetive pitch leverfor vertical COntrol, and fronr the cyclic stick for lat-eral and lorigitudinal control. The ,;notions 'are com-bined in amiking unit3.1oCated hi the AFCS controlcompartment:aft,of the'pilot's,seat, and are transmit-ted to the.lnain rotor .assembly by mechanical link-age. Contra actionis assisted by two hydraulicallyOperated. flight .ContrOl: servo ,systems. The mainrotor flight controls terminate' at '.the ..stationziryswashelate of the main rotOr head. Control action istransmitted-through 'the :.rotating sWashPlate amidlinkage on the main rotor hUb to the bladeS.

Collective To Yaw CotiplingA collective to yaw coupling, located in the mix-

ing unit, provides automatic tail rotor blade angle

4 /

changes to compensate for changes in collectivepitch settings. In Hight, the coupling is irreversiblein that collective pitch motion will act to displacethe tail rotor but tail rotor pedal motion will not af-fect main rotor collective pitch blade angle.

Collective To Cyclic CouplingA bias in the collective to cyclic coupling is incor-

porated in the mixing unit to apply a slight left rollcorrection when the collective pitch is increased.

Collective Pitch LeversTwo collective pitch levers are located in the

pilot's compartment. Both levers operate sinmlta-neously to change the collective pitch of the mainrotor blades. A friction lock on the pilot's collectivepitch lever can be rotated to apply friction to pre-vent the collective pitch levers from creeping whilein flight.

Cyclic SticksThe cyclic sticks provide lateral and longitudinal

control of the helicopter. Moving the cyclic stick inany direction tilts the tip path plane of the mainrotor blades in that direction and moves the helicop-ter in the same direction. The stick grip (figure 4-1)contains pushbutton and thumb-operated switchesfor controlling various equipment installed in thehelicopter.

40

Figure 4-1. - Cyclic stick grip.

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Cyclic Stick Trim SystemThe cyclic stick trim system holds the stick in a se-

lected trim position. Two actuators are hydraulicallypowered by the auxiliary servo system and energizede! -trically from the DC primary bus. One actuatorpositions the cyclic stick laterally, and the other posi-tions the cyclic stick fore and aft. The actuators areoperated by a four-way cyclic trim switch mounted onboth the pilot's and copilot's cyclic stick grips. To trimthe cyclic stick, the cyclic trim switch is pushed in thedirection of desired cyclic stick movement, causingthe actuators to move the stick until the cyclic triiri .switch is released. The cyclic stick may be manuallydisplaced from the trimmed position against a resist-ance force caused by spring compression, which in-creases progressively with stick displacement. Thespring action provides cyclic stick feel and amounts toapproximately 1.5 pounds initial force, plus 0.5pounds for each 1 inch of cyclic stick displacement.When the pressure on the cyclic stick is released,spring action returns the stick to the original trimposition. The cyclic stick trim system will operate aslong as there is both DC power to the primary busand auxiliary hydraulic pressure to the actuators.

CYCLIC STICK TRIM MASTER SWITCH: A cyclicstick trim master switch, marked STICK TRIM MAS-TER, ON, and OFF, is located on the overheadswitch panel. When the switch is ON, the cyclic stickis held in position. When the switch is OFF, the forcegradient system is inoperative, and the cyclic trim sys-tem will not maintain the position of the stick.

CYCLIC 'BEEPER TRIM SWITCHES: The cyclictrim switches, located on the pilot's and copilot's cy-clic stick grips (figure 4-1), have marked positionsFWD, AFT, L, and R. The four-way thumb switchis spring-loaded to the center (off) position. Whenthe switch is placed in any of the four positions,hydraulic pressure will drive the cyclic stick in thesame direction. Release of the switch stops stick mo-tion. The action of the cyclic stick trim system willthen function about this location of the cyclic stick.The cyclic trim switches receive electrical powerfrom the DC primary bus through a circuit breakermarked BEEPER-TRIM, located on the overheadDC circuit breaker panel.

CYCLIC TRIM RELEASE BUTTON: The spring-loaded, pushbutton switches are located on thepilot's and copilot's cyclic stick grips (figure 4-1) andmarked TRIM REL. Cyclic trim position can bechanged by depressing the cyclic trim release but-ton, manually moving the stick to the new position,and then releasing the cyclic trim release button.

The cyclic trim system will then hold the newselected position of the cyclic stick. The cyclic trimrelease button controls DC primary bus power to thetrim actuators.

TAIL ROTOR FLIGHT CONTROL SYSTEMThe functions of the tail rotor flight control system

are to compensate for main rotor torque and to pro-vide a means for changing the heading of the helicop-ter. The torque developed by the main rotor bladesMilling counterclockwise tends to rotate the fuselagein a clockwise direction. Any change in power settingwill vary the amount of main rotor torque. To com-pensate for torque variations, the pitch and resultingthrust of the tail rotor blades can be increased ordecreased. Turns are accomplished by increasing tailrotor thrust, which overcompensates for main rotortorque and changes the heading of the fuselage to theleft, or by decreasing the tail rotor thrust, whichundercompensates for the main rotor torque andchanges the heading of the fuselage to the right.

Tail rotor control pedal movements are transmittedto the tail rotor assembly by mechanical linkage andcables. Control action is assisted by the auxiliary servosystem only. A hydraulic damping device incorpo-rated in the auxiliary servo resists abrupt movementsof the pedals, which could cause sudden yaw accelera-tion and possible damage to the helicopter. The pedaldamper is inoperative when the auxiliary servo systemis inoperative or shut off. Yaw compensation is ac-complished by mechanical linkage in the mixing unit,which automatically changes tail rotor blade angles forchin 'es in collective pitch without moving the pedals.A tail rotor negative force gradient system is installedto relieve the pilot of tail rotor forces created by aero-dynamic loads when the auxiliary servo system is in-operative. Because of this, when the system is checkedon the ground with tail rotor stationary and the auxil-ialy servo off, a negative spring centering effect iscreated. The normal tendency of the pedals is then togo to either extreme. Under these conditions, consid-erable force is required to push the pedals from theextreme position; however, the force will decrease asthe neutral pedal position is approached. The initialforce to move the pedals from either extreme positionis :30 to 40 pounds.

Tail Rotor PedalsThe tail rotor pedals change the pitch and thrust

of the tail rotor and consequently the heading of thehelicopter. Electrical switches, mounted on thepedals, null the directional signals of the automaticflight control system when feet are placed on thepedals. Toe brake pedals for the main landing gear

4-3

4

wheel brakes are mounted on both the pilot's andcopilot's pedals.

TAIL ROTOR PEDAL ADJUSTMENT KNOBS:Pedal adjustment knobs are located on each side ofthe fuselage, just forward of the ash trays in thepilot's compartment. The adjustment knobs are con-nected to mechanical linkages that provide for fore-and-aft adjustment of the pedals. The knobs are ro-tated to the right, as indicated by the arrow markedFWD, for forward adjustment and to the left, as in-dicated by the arrow marked AFT, for aft adjust-ments. Adjustments should be made with feet awayfrom the 'pedals to avoid damage to the adjustmentcables striker plates or microswitches.

FLIGHT CONTROL HYDRAULIC SYSTEMA primary and an auxiliary flight control servo

hydraulic system provides power boost to operatethe controls. The servos also prevent feedback ofrotor system vibratory loads to the controls. Eachservo system operates from an independent hydrau-lic system and uses similar servo hydraulic units tovary the main and tail rotor blade pitch through themechanical linkage of the flight control system. Theservo unit output is connected to the flight controllinkage to provide power boost. The continuity ofthe direct control linkage is maintained from thecontrols in the pilot's compartment through the aux-iliaiy and the primary servos to the main rotorblades, except for a slight amount of end play ateach servo unit to permit the pilot valves to movebefore the direct control linkage. Normally, bothservo systems are in operation.

Primary Flight Control Servo SystemThe primary flight control servo system consists

of three hydraulic servo units which connect theflight control linkage to the stationary swashplate ofthe main rotor assembly. All three servo units re-spond simultaneously and move in the same direc-tion in response to movements of the collective. Twoof the servo units (lateral servo units) respond simul-taneously, but move in opposite directions in re-sponse to lateral movements of the cyclic stick. Oneof the servo units (fore-and-aft servo unit) respondsto the fore-and-aft movements of the cyclic stick.Since all three movements can occur simultaneouslythrough the action of the mixing unit, the position ofany primary servo unit is the result of the combinedinput of the cyclic stick and collective. This resultsin a primary servo system in which any one servomay have an effect on both collective pitch andcyclic (lateral or fore-and-aft) pitch. The servosprovide power boost only to the main rotor flight

contwl system. The primary servo hydraulic pump isdriven by the accessory section of the main gear box.The primary hydraulic system reservoir, mountedaft of time main gear box, has .a capacity of approxi-mately- 0.45 gallon. of -hydraulic oil. ,A light on thecaution panel, marked PRI SERVO tPRESS, illunii-mutes .when pimary servo pressure fads.

Auxiliary Flight Control Servo SystemThe amiliary flight control ..ervos,, consisting of a

bank of .four hydraulic servo units, ,are located be-tween the pilot s controls and the flight control sys-tem mixing unit, Each control input acts indepen-

dently on the ,corresponding auxiliary seryo. The col-lective positions the collectiv; servo,. The cyClic stickpositions either, or both, the fore-and-aft servo andthe lateral servo. This. ;results. in .an auxiliary servosystem in which only one servo has an effect on col-lective pitch, one on .fore-and-aft cyclic pitch, andone on lateral cyclic :pitch. They provide powerboost to both the main and .tail rotor flight controlsystems and the means, of ,introducing AFCS corree-tive signals into the flig4 control systeins.. The auxil-iary servo hydraulic pump,is driven by.the,main gearbox accessory ,section.. The .amiliary hydraUlic sys-tem reservoir, located aft of the primary hydraulicsystem reservoir; has ,a capacity of approximately0.45, gallon of . hydraulic oil. Alight on the cautionpanel, marked AUX SERVO PRESS, illuminateswhen auxiliary servo hydraulic ,pressure ,fails.

. .

, Flight Control Servo SwitchesThe primmy and auxiliary flight control, servo sys-

tems are controlled by the servo switcheS, markedSERVO, located on the pilot's' and copilot's collectivepitch lever grip. The.marked switch. positions are PRIOFF and AUX OFF.. Both servo systems are normallyin operation with both switches in the unmarked cen-ter (ON) position.. To turn, off the primary servos,place either of the switches in the forward (PRI OFF)positiou. To ,turn off the auXiliarY servos, place theswitch in the .aft (AUX OFF) position. .The systemsare interconnected electrically in such, a, way that re-gardless. of .switch position, it is impossible .to turneither system off umleSs there is 1,000 psi, in theremaining system. The servo shutoff.valves operate oncurrent from the DC primary , bus. Protection isprovided by circuit l3reakers, on the overhead DC cir-cuit breaker panel. The .circuit breaker is marked PRIand AUX under the, heading SERVO CUTOFF.

. .

Servo Hydraulic Pressure IndicatorsThe primary; and auxiliaiy servo hydraulic pres-

sure indicators, located on ,the instrument panel,operate on 26 volts AC from the autotransformers

4-4

powered by the AC primary buses. The primary.hydranlic pressure indicator is protected by a circuitbreaker on the copilots overhead circuit breakerpanel. The circuit breaker is marked PRI under theheading I-IYD PRESS IND. The auxiliary hydraulicpressure indicator is protected by a circuit breakeron the, pilot's overhead circuit breaker panel.' Thecirct breaker is marked. AUX under the headingHYD PRESS IND.

1.)rimary and Auxiliary Servo Pressure CautionLightsThe primary and auxilimy servo pressure caution

lights, macked PRI HYD PRESS or 'AUX HYDPRESS, are located on the, caution panel. 'Whenservo .pressure in either system *drops below 1,000,psi, the associated light will illuminate.

AUTOMATIC FLIGHT CONTROL(AFCS) AND COUPLER SYSTEMS

The automatic flight control system (AFCS)provides added stability in pitch, roll, and yaw, plusattitude, heading, and altitude hold. The coupler sys-tem is used in conjunction with the AFCS. for hover-ing operations when accurate ground speed and alti-tude control is desired.

AUTOMATIC FLIGHT CONTROL SYSTEM(AFCS)

The AFCS used in this helicopter differs from theautopilot used in fixed-wing aircraft in that theAFCS may be engaged at all times, has less controlauthority than the primary flight control system, andmay be easily overridden through normal use of theflight controls. The pilot has direct' control of thesystem at all times and can engage or disengage theentire AFCS or.any chammel, as desired, by means ofswitches on the AFCS control panel, channel moni-tor panel, cyclic sticks, and collective pitch levers.The ,AFCS indicators provide the pilot and copilotwith visual indication of all AFCS signals.

The AFCS has two modes of operation: (1) Atti-tude and directional stabilization, and (2) barometricaltitude hold. Attitude and directional stabilization iscontrolled through the pitch, roll, and yaw channels,and barometric altitude hold is controlled throughthe collective channel. The AFCS is capable ofmaintaining the barometric altitude of the helieopterWithin ± 25 feet or 5% of the altitude, whichever isgreater, during straight unaccelerated flight, orwhen hovering ont of ground effect by using baro-metric altitude reference.

5 0

In the pitch and roll channels, the fuselage atti-tilde is held constant by comparing the actual atti-tude signal received from the vertical gyro with thereference attitude sigiml received from the cyclicstick position sensor. Automatic pitch and roll atti-tude stability correction occurs any time the helicop-ter is displaced from the reference attitude. Pitchand roll gyro information source is selected on thechannel monitor panel.

In the yaw channel, the helicopter is held con-stant by comparing actual heading signals receivedfrom the A /A2-1C739 1I1\RS heading reference sys-tem with reference heading signals received fromthe YAW TRIM kimb and the yaw synchronizer.While the pilot establishes a reference heading lwuse of the pedals, the yaw channel is placed in a syn-chronizing mode, the yaw rate gyro develops a signalproportional to the manual heading displacementrate of the helicopter. This signal initiates an open-loop spring condition that produces a proportionalfeedback force at the pedals. As the pilot presseseither pedal, he feels the proportional feedback forceOpposing the pedal pressure applied. The feedbackforce remains until the piiot has established the new.reference heading. Heading stability correction oc-curs any time the helicopter is displaced from thedesired reference heading.

In the collective channel, the altitude. of the heli-copter is held constant by signals developed fromthe altitude controller, which sense changes in blro-metric pressure from the engage point.. Automaticbarometric altitude stability correction occurs anytime the helicopter is displaced up or down from therefereiice altitude.

AFCS utilizes power from the No. 1 AC primarybus and the DC primary bus. A thermal time delayrelay is incorporated to allow approximately 120.se-conds for the vertical gyros to reach a stabilizedstate before DC power applied to the system. TheAFCS ENG button may then be depressed to en-gage the pitch, roll, and yaw channels. The collectivechannel is engaged by depressing the BAR ALTENG button. With BAR ALT engaged, collectivefriction slmuld be removed so as not to inhibit col-lective miwement. AC power to the AFCS is pro-tected by circuit breaker panel. The circuit breakersare marked OA and 013 tinder the general heading ofAFCS. DC power to the AFCS is prOtected by a cir-cuit breaker, marked AFCS, on the overhead circuitI weaker panel.

4-5

51

Automatic Flight Control System Control PanelThe A FCS and coupler cunt mls hicated on the

panel, marked AFCS CONTROL PANEL, mountedon the center console between the pilot aml copilot.Five hishbutton switches,. marked AFCS, BAR ALT,CPLR, BAR OFF and HOVER TRIM ENG are lo-cated on the AFCS control panel. All except BAROFF illuminate when engaged. When the AFCS but-on is pressed, the pitch, roll and yaw clmnnels be-come operative. Pressing the BAR ALT button en-gagc the Imminetric lltitude controller. Pressing theCPLR button engages the cylic and collective cOupler,if the conpler control switches are both on. In addi-tion, the barometric controller will 1)6 engaged if thecollective coupler switch is ON. Pressing the buttonmarked HOVER TRIM ENG energizes the hovertrim 'panel, illuminating the button and a red engagelight on the top of.the hover triM stick. The fifth push-button, marked BAR OFF, is'used for permanent dis-engagement of the barometric altitude controller,provided the collective Coupler is not engaged. Thebaroinenic altitude controller can be released.momen-tarily by pressing and holding the button marked BARREL on the pilot's or copilot's Collective stick grips.Hover trim is' disengaged by disengaging the coupleror by cycling the cyclic coupler control switch to OFFthen O'N. Two coupler control swtches are providedfor individual operation of the cyclic or collectivechannels of the coupler when it iS engaged.

The five iemainiOg controls are knobs used fortrimming various systems. The knobs are designedwith ch:1,1,..teristic shapes to enable identification bytouch. vecific knobs and their identifying shapesand niarkings are as follows: DRIFT, bar shape; CGTRIM, clover leaf shape; SPEED, indented circleshape; YAW trim, trangular shape: ALTITUDE,cross shape. The DRIFT knob allows the pilot tocontrol the lateral drift of the helicopter with ap-proximately a ± 10-knot ground speed authoritywhen the cyclic coupler is engaged. The CC TRIMknob is used to trim the pitch channel of AFCS foractual cg location. The SPEED knob allows the pilotto control the forward and aft ground speed with ap-proxinmtely a ± 10-knot anthoritY when the cycliccoupler is engaged. The YAW triM knob enables thepilot to make small heading corrections in forwardflight with the yaw channel of AFCS engaged. In ahover, the knob may be used for larger headingchanges. One rotation of the knob turns the helicop-ter approximately 72 degrees. The .ALTITUDE knoballows the pilot, to accurately select hovering alti-tudes and make altitude changes between zero and200 feet. The knob has a graduated scale from zeroto 200 feet with incrementS of 5 feet.

Automatic Flight Control SystemCaution LightAn AFCS caution light marked AFCS OFF is on

the caution panel. When the AFCS is disengaged,the light will come on.

CHANNEL MONITOR PANELThe channel menitor panel, located on the star-

board side of the cockpit underneath the pilot's win-dow, provides switches that enable individual disen-gagement of the channels of AFCS, switches forminor testing, a switch to select gyro input to theAFCS, and a switch to select the inputs to the hoverindicators. The channel disengage switches, locatedin the forward row, enable the pilot to disengage in-dividual channels as desired. The four hardoverswitches enable technicians to introduce hardoversignals to the individual AFCS channels. The chan-nel nmnitor test switch, located on the overheadswitch panel, must be in the TEST position to powerthe hardover switches. The switches are protectedby red safety covers that should be in the down posi-tion for flight. The gyro selector switch enables thepilot to select either the port or starboard gyro forpitch and roll inputs to the AFCS. The port gyroposition selects the A /A24G-39 HARS gyro and isnormally selected for flight. The starboard gyro posi-tion selects the 1080Y gyro. The meter selectorswitch enables either AFCS or coupler inputs to bemonitored on the hover indicators when they are inthe A mode.

NOTE

The position of the gyro selector switch has no effecton the inputs to the pilot's or copilot's AYN-2 flightdirector system or the yaw channel or AFCS.

MAGNETIC COMPASS

A standby compass, located on the right sideframe of the center windshield above the instrumentpanel, is marked TO BE USED AS A STBY COM-PASS ONLY. A light switch is located at the lowerright of the compass. A standby compass correctioncard is located at the upper right of the compass.

FREE AIR TEMPERATURE GAGE

The free air temperature indicating system con-sists of a gage, marked FREE AIR, and a tempera-

4-6

titre sensing bulb. The temperature sensing bulb, ex-tending through the center windslneld above the in-stillment panel, is a direct reading instrumentcalibrated in degrees Centigrade.

CLOCKS

Three eight-day, 12 hours clocks are installed inthe helicopter: two on the instniment panel, and oneat the avionicsman's positions.

PITOT-STATIC SYSTEM.

There are two pitot-static systems. The pitot por-tion of the pilot's and copilot's systems are indepen-dent of each other, lnit the static portion of each sys-tem is common. Each pitot-static pressure systemconsists of a heated pitot-static tube, altimeter, air-speed and vertical velocity indicator. The pitot andstatic lines both originate at the pitot-static tubes.The opening at the head of the tubes furnishes ramair pressure, and ports near the center of the tubesfurnish static pressure, The static system vents theairspeed, altimeter, and vertical velocity indicatorsto atmospheric pressure. The pitot-static tube On theright side of the cockpit canopy furnishes ram airpressure to the pilot's airspeed indicator and staticpressure to the common static system. The pitottube on the right side of the cockpit canopy also fur-nishes pitot and static pressures to the true airspeedtransducer. The pitot-static tube on the left side ofthe cockpit canopy furnishes rain air pressure to thecopilot's airspeed indicator and static pressure to thecommon static system. Capped tees in the lines inthe electronics compartment and in the cabin permitdraining moisture from the lines. The AFCS baro-metric altitude control ,en.iing unit is connected intothe common static system. Resistance-tvpe heatersin the pitot-static tubes, controlled lw the PITOTHEAT switch on the overhead contml panel, pre-vent formation of ice at the openings. Power for thepitot-static tube heaters is supplied by the DC pri-mary bus system, through the circuit breakers mark-ed, ICE PROTECTION, PITOT HEAT 1 and 2. onthe overhead circuit breakers panel.

VERTICAL VELOCITY INDICATORS

Two vertical velocity indicators, located on theinstillment panel, indicate the rate of ascent or de-scent up to :3,000 fpun. The vertical velocity indica-tors use the same static s011tCe as the altimeter.

5 .x

HEADING AT7ITUDE REFERC,,,CE SYSTEM(HARS)

A/A24G-39 FUNCTIONAL DESCRIPTIONThe A/ A24G-39 is comprised of a displacement

gyroscope, an electronic control amplifier, a compasssystem contrnllor '111r1 1 "MTN ormpler. The dis-placement gyroScope consists of vertical and direc-tional gyros mounted in multiple gimbals. The elec-tronic control amplifier contains an azimuth servoamplifier, slaving amplifier, deviation compensator,turn and acceleration control features, fast synchro-nization circuitry, and associated power supplies. Italso functions as a system interconnection box. Thecompass system controller includes a function selec-tor switch, synchronizer and heading set, latitudecorrection controller, and synchronizing indicator.

The HARS coupler is essentially a signal outputmultiplier. With signals from ECA, it produces nml-tiple roll, pitch, and heading output signals.

The A/ A24G-39 has three modes of operation. Inthe SLAVED mode, the system operates as a gyrostabilized magnetic compass. In the DirectionalGyro (DG) mode, the system operates indepen-dently of the remote compass and provides a head-ing reference as a latitude corrected directional gy-roscope. In the compass (COMP) mode, the systemoperates as an undamped magnetic compass, slavedto the magnetic azimuth detector.

The A/ A24G-39 provides analog (synchro) signalinformation of the aircraft's attitude (pitch and roll)and heading.

A/A24G-39 OFF/FAST ERECT PANELThe A/A24G-39 OFF and FAST ERECT

switches, marked PORT GYRO and NORMAL/FAST ERECT are located on the instrument panelat the lower left corner of the fuel managementpanel. The PORT GYRO switch, marked ON/OFF,enables the pilot to control power to the A/A24G-39displacement gyro after the power passes the ACGYRO COMPASS circuit breaker on the copilot'soverhead circuit breaker panel. The OFF position ofthe PORT GYRO switch secures power to the dis-placement gyro but does not interfere with power tothe compass control system. The FAST ERECTswitch, with marked positions NORMAL/FASTERECT, is spring-loaded to the NORMAL position.Holding the switch in the FAST ERECT positionenables the pilot to select a fast erect cycle for theA/A24G-39 displacement gyro. When FAST

ERECT is selected, an increased erection voltage isapplied to the displacement gym. If the A/ A24G-39gyro is in a partially erect state, the FAST ERECTswitch may be used to maintain the gym in the fasterect mode until it is completely erected. If the gyrois not completely erected, the gyro warning flag onthe copilot's attitude indicator will remain in viewand the PORT GYRO caution/light will remain on.The switch should be held to FAST ERECT for amaximum of :30 seconds and then released. Checkthat the GYRO flag disappears. If the GYRO flagstill shows, repeat the use of the FAST ERECTswitch until the gyro is erect and the GYRO flag dis-appears. The use of the FAST ERECT switch is re-quired only when reenergizing the system duringcoast down.

COMPASS CONTROL PANEL (A/A24G-39)(Figure 4-2)

The control panel, marked COMP on the pilot'sconsole, provides the pilot with system operatingcontrols.

0 0

Figure 4-2.

C AUTION

Landing sites with abnormally strong magneticfields may affect helicopter compass synchroniza-tion. Extended time at these areas can cause theremote compass transmitter to slew off heading. Theuse of the DG mode during operations in the vicin-ity of these magnetic fields will provide proper head-ing information after initial departure from the site.

NOTE

If the COMP position is used, disengage the yawchannel of the AFCS.

CONTROL/IND1CATOR FUNCTION

1. Heading Set Coot ml (Knob)(IIDG/PUSII)

2. Synchronization Indicator(SYNC IND)

:3. Mode Selector Switch(CON1P-SLAVED-D(;)

4. Hemisphere Selector SwitchN/S)

.5. Latitude (ontrol,LAT)

In the SLAVED mode of operation, depressing andholding this knob automatically causes synchronizationof heading outputs to the aircraft compass transmitterheading and sets beading on the Remote Heading Indi-cator(s). In the DC mode of operation, this knob maybe pushed and turned either clockwise or counterclock-wise to generate a rate control signal which drives theheading output synchros in either desired direction to aselected heading. In either SLAVED or DG modes,when pushed, the knob also activiates the auto-pilotinterlock.

The SYNC IND displays the status of the SR3 Systemheading system. In the SLAVED and COMP modes,the pointer indicates the degree of synchronization be-tween SR3 System heading and the compass transmit-.ter heading. 16 DC; mode the pointer remains fixed inthe center position.

Use for setting mode of operation. In the COMP modethe SR3 System provides magnetic heading only andalso activates auto-pilot interlock. In the SLAVEDmode the Displacement Gyroscope heading informa-tion is automatically corrected to agree with the com-pass transmitter heading. In the DC; mode the SR3 Sys-tem provides free gyroscope heading information. Cor-rection for apparent drift resulting from the rotation ofthe earth is applied in both DC, and SLAVED modes.

Use for setting the polarity of the correction signal forapparent drift due to earth's rotation. This is deter-mined by the hemisphere of operation (Northern orSouthern).

Use for setting latitude of operation (0 to 900) to estab-lish the proper correction for apparent gyroscope driftcaused by eartIcs rotation.

Figure 4-3.

4-8

5 4

CAUTION-ADVISOR Y PANELThe caution-advisory panel is located in the right

center of the instniment panel. The caution sectionof the panel provides visual indication of certain tail-ures or unsafe conditions through illumination ofanther lights. The advisory section provides visualindication of certain noncritical conditions throughillumination of green lights. Each ligb has its ownoperating circuit and will remain illuminated as longas the condition which caused the light to illuminateprevails. The caution and advisory lights are pow-ered by the DC primary bus through a circuitbreaker on the overhead circuit breaker panel. Thecircuit breaker is marked PWR under the headingCAUTION PANEL. A switch, marked DIM andBRT, located on the caution panel, enables selectionof a dim or bright brilliance of the caution and advi-sory lights. The switch cannot be used until therheostat, nmrked PILOT, FLT INST, located on theoverhead switch panel, has been turned or.

MASTER CAUTION LIGHTTwo master caution lights, marked MASTER

CAUTION, located on the instrument panel hood,one in front of each pilot, illuminate whenever acaution light on the caution-advisory panel illumi-nates. The purpose of these lights is to alert the pi-lots and direct attention to the caution-advisorypanel. The lights are press-to-reset type. After thespecific condition or malfunction has been noticedon the caution panel, the master lights should bereset to provide a similar indication if a second con-dition or malfunction occurs while the first is stillpresent.

CAUTION-ADVISORY LIGHT TEST SWITCHThe caution-advisory lights test switch, marked

TEST, located on the caution panel, provides ameans of simultaneously checking all lights by asingle pushbutton switch. The switch receives powerfrom the 28-volt DC primary bus through a circuitbreaker on the overhead circuit breaker panel. Thecircuit breaker is marked TEST under the headingCAUTION PANEL.

LANDIN&_CALE_MUX,65.

The tricycle landing gear system consists of tworetractable main landing gear assemblies, a partiallyretractable nose gear assembly, and an actuating sys-tem. The landing gear hydraulic system operates on3,000 psi hydraulic pressure from the utility hydrau-lic system. The necessary electrical power is

4-9

5

provided from the DC primary bus, through circuitbreakers on the overhead circuit breaker panel. Thecircuit breakers ate marked EMER DN, NOSL,MAIN. and WARN under the general headingLAND ;EAR. The main landing gear system isequipped with a one-shot pneumatic, alternate ex-tension system, and the APU accumulator is used asan alternate extension power source for the nosegear assembly. The nose gear assembly retractionsystem can be used on tbe ground to kneel the heli-copter to facilitate cargo handling. The landing gearcontrol panel is located on the instillment panel.

MAIN LANDING GEARThe two main landing gear assemblies are located

below the sponsons and retract forward and upwardinto the sponsons. Each main landing gear isequipped with dual wheels and hydraulic brakes, aretracting cylinder, a pneudraulic strut, attachingdrag links and supports, up-and down-lock mechan-isms, and emergency release mechanisms.

NOSE LANDING GEARrrhe single nose landing gear, mounted vertically

at the centerline of the helicopter, is free to rotate360 degrees about the strut centerline. All shockstroke, kneeling, jacking and retraction motion isvertical. The nose gear assembly is equipped withdual wheels, a retracting cylinder, a pneudraulicstrut and shimmy damper, and attaching drag linksand supports. The entire pneudraulic strut acts as apiston, which is lowered or raised for retracting,jacking, and kneeling. The nose gear may beretracted (kneeled) to alter the ground clearance(figure 4-4) of the tail section to facilitate cargohandling. The nose gear assembly is hydraulicallylocked in the extended, retracted, or kneeled posi-tions. A centering cam centers the nose gear assem-bly when the helicopter is airborne. A nose wheellock is installed to improve ground stability of thehelicopter on uneven terrain.

Nose Wheel Lock HandleThe nose wheel lock handle, marked PARK

LOCK, is located on the pilot's side of the centerconsole. The nose wheel is locked by pulling the lockhandle aft and up, and unlocked by pulling aft andpushing down.

LANDING GEAR ACTUATING SYSTEMThe landing gear actuating system operates on

3,000 psi hydraulic pressure, supplied by the utilityhydraulic system to raise or lower the main and noselanding gear assemblies. Each main landing gear isequipped with down-lock release limit switches

STA 1 ION481 5

ST AT ION

KNEELED POSIT ION

(9 FT 91/2 IN.)

NORMAL POSITION

Figure 4-4. Ground clearances (normal and kneeled).

which puevent inadvertent retracting of the landinggear when the weight of the helicopter compressesthe oleo struts, When airborne, the struts extend andclose the contacts of the down-lock release limitswitches.

The landing gear control panel (figure 4-5) is lo-cated on the instruanent panel. Placing the landinggear control handle in the UP position retracts thelanding gear. As the landing gear retracts, limitswitches are actuated that cause the landing gearwarning light to go out, and a circuit to he com-pleted that assures electrical power to lower the gear.When the landing gear is fully retracted, limitswitches are actuated that cause the landing gearwarning light in the handle to go out. The main gearsare held up by mechanical uplocks. The retractioncycle of the nose gear system remains energized tomaintain the nose gear in the retracted position. Thelanding gear is extended by placing the landing gearlever in the DN position. This completes the electricalcircuit to the solenoid valve that directs fluid to theuplock cylinders of the main landing gears, unlocksthem from the up position, simultaneously directsfluid to the actuator, energizes the landing gear con-trol hancle warning light, and causes the landing gear

4-10

to extend. Mechanical spring-loaded locks are en-gaged to lock the main gear in the down position. Asthe main landing gear extension phase is initiated, theretraction port of the actuator is vented to relievepressure that had been holding the nose par in theretracted position, and hydraulic pressure is directedto the extension port of the actuator to lower the nosegear. Hydraulic pressure is retained in the actuatingcylinder to lock the nose gear down. When all gearsare fay extended, limit switches are actuated that en-ergize the landing gear position lights and extinguishthe control handle warning lights.

8576 (R1)

Figure 4-5. - Landing gear control panel.

Landing Gear Control Handle Down-LockReleaseA manually operated down-lock release, marked

DN LCK REL, is located on the landing gear contmlpanel. The release provides a mechanical override ofthe landing gear control handle dowo-lock solenoidif electrical power to the solenoid is interrupted.Slum ld the down-lock solenoid become inoperative,the down-lock release can be actuated to mechani-cally release the landing gear control handle fromCie ON position.

Nose Gear Switch and Caution LightThe nose gear switch, marked NOSE GEAR,

NORMAL, KNEEL, is located on the overheadswitch panel. Kneeling is accomplished by placingthe switch in the KNEEL position. Placing theswitch in the NORMAL position extends (jacks) thenose gear to the normal down position. An advisorylight, marked KNEEL SW, located on the caution-advisory panel, will illuminate when the kneelswitch is in the KNEEL position. The green nosegear position light will be out and the red warninglight in the landing gear handle will be on when thenose gear is kneeled.

LANDING GEAR ALTERNATE EXTENSIONSYSTEM

An alternate gear handle, located on the left sideof the center console, is used to lower the landinggear in the event of an electrical or hydraulic failure.The hemdle mechanically unlocks the main landinggear nplocks, positions a directional valve, and dis-charges a 3,(XX) psi air bottle. The compressed aircharge actuates valves that vent the return side ofthe actuators to the reservoir, and then pressinizesthe actuators to lower and lock the main landinggear. Simultaneously, fluid from the APU accumula-tor is directed through an electrically actuated valveto the top side of the nose gear actuating cylinder tolower the nose gear. After an actuation, the valvesmust be manually reset before the main landing gearair cylinder can be recharged and the landing gearretracted. If the air charge in the cylinder is de-pleted when the alternate landing gear handle is ac-tuated, main landing gear hydraulic pressure is ven-ted back to the utility reservoir, the uplocks are dis-engaged, and the main landing gear will lower by itsown weight. The mechanical down-locks may notengage.

Landing Gear PinsWhen the landing gear pins are inserted into the

main landing gear drag link assembly, they providean additional mechanical down-lock.

BRAKE SYSTEM

The main landing gear wheels are each equippedwith hydraulic brakes. The self-contained brake sys-tem is operated by toe pedals located on the pilot'sand copilot's tail r ;tor pedals. A parking brake sys-tem is also provided. The parking brake handle,marked PARKING BRAKE, is located on the rightside of the center console. The parking brakes areapplied by depressing ihe brake pedals, manuallypulling the parking brake handle to the PARK posi-tion, and then releasing the brake pedals. Depressingthe brake pechds will release the parking brakes,allowing the parking brake handle to return to theOFF position.

NOTE

The parking brake handle can be raised and lockedin the extended position, thereby illuminating theadvisory light, without pressurizing the wheel brakesystem.

RAMP SYSTEM

The ramp system is divided into two sections, theforward ramp which is horizontal with the cabinfloor, in the closed position, and the aft ramp whichconforms to the contour of the fuselage, in theclosed position. The aft ramp is hinged to the for-ward ramp and opens outward and downward. Theclearance between the ramp, in the open position,and the fuselage structure may be increased byKNEELING the helieopter. The ramp surface hastransverse nonskid material installed for personnelfooting and for loading vehicular cargo. Fittingsrated at 2,500 pounds are installed to secure lightcargo carried on the forward ramp. There are nocargo tiedown fittings on the aft ramp floor. Twotiedown fittings rated at 5,000 pounds each are usedto suspend the ramp.

The ramp system is electrically controlled and hy-draulically actuated by hydraulic pressure from theutility hydraulic system. The auxiliary power %mit isthe normal source of power for operation of theramp. The ramp may be lowered manually whenhydraulic or electrical power is not available. The aftramp may be opened in the air, on the ground, or onthe water. The forward ramp can be opened beyondthe horizontal position only when the weight of thehelicopter is on the helicopter's wheels and the aft

4-11

ramp is unlocked. The nunp system controls consistof a pilot's ramp control panel, a crewmember'sramp control panel, and a manual uplock release.When actuated, electrical switches on the ramp con-trol panels energize hydraulic solenoid valves whichdirect hydraulic pessure to the top or down side ofthe ramp actuating cylinders.

CAUTION

Personnel slumld refrain from standing on the aftramp unless it is resting on a surface or supported bythe cables, to avoid possible damage to the ramphydraulic system.

AFT RAMPAn aft ramp, approxiirately 8 feet in length, at

the aft end of the cargo compartment, is used for theloading and unloading of cargo and personnel. Theaft ramp is locked in the closed position by twouplock cylinders. The upleck cylinders are mechani-cally latched and hydraulically released. Two sAfetycables are to be attached to the aft ramp before andduring flight, whether the aft ramp is open or closed.The cables are attached to the fuselage structure andare stowed above the aft ramp. Before and duringflight, the cables shall be attached to the ramp.A caution light, marked RAMP, on the caution-

advisory panel will illuminate when the aft ramp isnot up or not locked. The light receives electricalpower from the DC primary bus through a circuitbreaker on the overhead circuit breaker panel. Thecircuit breaker is !narked RAMP WARN under thegeneral heading INDICATOR LTS.

FORWARD RAMPThe forward ramp, approximately 5 feet 8 inches

in length. may be lowered with the aft ramp, makingan inclinded entrance to the cabin. The forwardramp contains tiedown fittings fo cargo tiedown,troop seats, skid strips, and a nonskid material sur-face for traction. The forward ramp is normally low-ered after the aft ramp is lowered, and raised beforethe aft ramp is raised. The forward ramp is locked inthe closed position by mechanically latched uplocksincorporated in the forward ramp actuating cylin-ders. The forward ramp is released by hydraulicpressi re.

PILOT'S AND CREWMEMBER'S RAMPCONTROL PANELS

A pilot's RAMP CONTROL panel (fipre 4-6) islocated on the center console. The crewmember'sramp control panel is located on the right-handcabin side panel above the ramp. The control is

Figure 4-6. - Ramp control panels.

4-12

5

marked RAMP CONT. Both ramp control panelsconsist of a forward ramp switch, aft ramp switch,forward and aft RAMP OPEN caution lights. An in-operative CABLE caution light is on the crewmeni-ber's ramp control panel. The aft ramp switch,marked AFT with marked positions CLOSE,HOLD, and OPEN, controls operation of the aftramp. The RAMP OPEN caution light, markedAFT, will illuminate when the aft ramp is not upand locked. The forward ramp switch, marked FWDwith marked positions CLOSE, HOLD, and OPEN,controls the operation of the forward ramp. TheRAMP OPEN caution light, marked FWD, willilluminate when the forward ramp is not up andlocked. Extra long cargo may be extended over theaft ramp door with the aft ramp open (horizontal) inflight, but should be loaded in such a way that cargodoes not come in contact with the aft ramp. Due tointerlocks in the forward ramp control circuit, theforward ramp cannot be opened until the aft ramp isunlocked and the weight of the helicopter is on thehelicopter's wheels. The caution lights on both rampcontrol panels are powered by the DC primary Imsand are protected by the same circuit breaker on theoverhead circuit breaker panel that protects theRAMP caution light on the caution-advisory panel.

AFT RAMP UPLOCK RELEASE LEVERSThere are two aft ramp manual uplock release

levers (figure 4-7). One lever is located on the rightside of the cabin above the ramp. The other, thehandle type, is located externally under the right-hand side of the tail pylon, aft of the ramp, in anoblong metal container with a hinged cover markedalongside RAMP RELEASE HANDLE PULL. Bothcontrols are connected by a cable to provide a me-chanical release of the aft ramp uplocks when elec-trical or hydraulic power is not available. When therelease levers are actuated, the uplocks are releasedand the ramp will lower under its own weight. Snub-bing action, during the ramp opening is provided bya restrictor in the ramp actuating system hydrauliclines. (See figure 4-7.)

FORWARD RAMP UPLOCK RELEASELEVERS

A manual release lever for the forward rampactuating cylinder uplocks is installed on the topside of each actuating cylinder. The manual releasesprovide the means of unlocking the forward rampwhen electrical or hydraulic power is not available.The ramp will then lower under its own weight. Therate of ramp lowering is controlled by a restrictor.

EXTERNALMANUALRELEASE

Figum 4-7. - Ramp uplock release levers.

CARGO DOOR

A door is installed in the forward section of thecabin on the right-hand side of the fuselage. The door,approximately 5.5 feet high and 4 feet wide, rides ontracks mounted above and below the door on the out-side of the fuselage. A positive acting latch is installedin the door to prevent inadvertent opening in flight.The latch allows the door to he held open in three dif-ferent positions. The door may be opened from insidethe cabin or from the outside by turning the latchlmndle and sliding the door aft. A removable person-nel ladder is installed in the sill of the door to permitentry of personnel. A light, marked CAW:0 DOOR,on the caution-advisory light panel will illuminate anytime the door is not closed and latclwd.

4-1:3

5 j

SELF QUIZ 41, 4

PLEASE NOTE: Many students study ONLY the self-quizzes and pamphlet review quiz, thinking that thiswill be enough to pass the End-of-Course Test. THIS IS NOT TRUE. The End-of-Course Test is based on thestated course objectives. To pass the EOCT, you must study all the course material.

1. When the main rotor blade pitch is in- 6. The yaw trim knob oncreased, tail rotor blade pitch is automatically in- control system control panel iscreased by the action of the

A. negative force gradient springB. primary seryocylindersC. stick trim systemD. mixing unit

2. The cyclic control stick trim system holds thestick in a selected trim position by the use of

A. electrical powerB. hydraulic pressureC. mechanical linkageD. friction blocks

:3.

pedalsSudden movements of the tail rotor controlare prevented by

A. a pedal damper in the auxiliary servo-cylinder

B. mechanical stops at the extreme ends ofpedal travel

C. a restrictor assembly in the control riggingD. a counterweight assembly on the tail

rotor blades

4. The capacity of the primary hydraulic systemreservoir is approximately gallons(s) ofhydraulic fluid.

A. 0.40B. 0.45C. 1.45D. 1.40

5. What happens if the pressure in the auxiliaryhydraulic system drops below 1,000 psi?

A. bafB. circularC. triangularD. clover leaf

the automatic flightshaped.

7. The pitot static tube on the right side of thecockpit canopy furnishes rani air pressure to whichof the following?

1. Pilot's airspeed indicator2. Common static system:3. True airspeed transducer4. Copilot's airspeed indicator

A. 1 and 2 onlyB. :3 and 4 onlyC. 1 and :3 onlyD. 2, :3, and 4

8. The compass control panel is located on the

A. pilot's consoleB. copilot's consoleC. instrument panelD. lower center console

9. The nose wheel can swivel a MAXINIUN1 ofdegrees.

A. 70B. 90C. 180D. :360

A. The auxiliary hydraulic system is 10. The light in the landing gearautomatically shut off

B. The primary hydraulic system cannot beshut off

C. The auxiliary system is pressurized bypriniztry !;ystein pressure

D. The primary sYstei: automatically shutoff

colitml handlewill be illuminated when the gear is

A. up and lockedB. down and lockedC. up and the throttle is retardedD. in aiw intermediate position between full

imp or down

11. In an emergency, the main landing gear is 12. Which statement concerning ramp Operationis TRUE?extended by

A. an electric motorB. air pressureC. trapped hydraulic pressureD. a mechanical jackscrew

4-16

A. The forward ramp can be opened in flightB. The aft ramp can be opened on the waterC. The forward ramp must he unlocked

before the aft ramp can be OpenedD. The forward ramp can be opened on the

water

6 1

ANSWERS TO SELF-QUIZ 44, 4

Following are the correct answers and references to the text pages which cover each gnestion and correctanswer. To be sure you understand the answers to those questions von missed, von should restudy the refer-enced portions of the text.

QUESTION ..1NSWER REF.

1 D 4-39 B 4-0:3 A 4-34 B 4-45 B 4-46 C 4-57 C 4-68 A 4-79 D 4-9

10 D 4-1011 B 4-1112 B 4-11

4-17

G 2

HH-3F SYSTEMS

Reading Assignment:Pages 5-1 through 5-11

OBJECTIVES

To successfully complete this assignment, von must study the text and master tlw foEowing objectives:

Explain the basic operation and characteristics of the:

1. Heating system.

2. Anti-icing systems.

3. Lighting equipment systems.

4. Auxiliary power unit.II=MW

HEATING SYSTEM

The heating system (figure 5-1) consists of abh)wer, air internal combustion 1-eater, a plenumchanther, an ducts which run along the left and rightsides of the cabin and into the cockpit. The heaterhas a 200,000 BTU output. The heater unit, locatedoverhead in the aft end of the cabin above the aftramp, operates on fuel pumped from the forwardmain tank to the heater fuel pump and cycling valveto the heater fuel pump and cycling valve to theheater unit, where it is ignited by an ignitor plug.The ignitor plug operates electrically on currentfrom the DC primary bus, boosted by the heaterignition unit mounted in the heater intake port,located aft of the aft ramp on the bottom of the tailpylon, and then through a heat exchanger surround-ing the combustion unit. Heated air is then forcedinto the plenum chamber and the heater ducts. Theblower also supplies air to the heater combustionchamber. The heating system is energized by theDC primary bus and is protected by a circuitbreaker on the pilot's circuit breaker panel. The cir-cuit breaker is marked CABIN HEAT CONT underthe general headings DC PRI.

Fuel consumption of the heater unit, when oper-ating continuously in the HIGH position, is 1.2 gal-lons (8 pounds) per hour.

HEATER SWITCHThe heating system is operated by a switch on

the overhead switch panel. The switch is markedCABIN HEATER and has marked positions LOW,OFF, and HIGH. The heater switch controls theheater fuel pump and cycling valve and the ignitionunit. When the switch is in the LOW position, theheater will automatically rmintain a temperature ofapproximately 66° C. in the ducts. When the switchis in the HIGH position, the heater will auto-matically maintain a temperature of approximately141° C. in the ducts. An overheat switch will shutoff the heater if for any reason the heat in theplenum chamber rises to 177° C. The heater ambercaution light, marked HEATER HOT, located onthe caution-advisory panel, will illuminate and theheater will automatically shut off if the heaterblower should fail, if there is no ignition 45 secondsafter the heater has been turned on, if the heaterflame goes out after ignition, or if an overheat condi-tion occurs. The caution light will fhsh momentarilywhen the heater is turned on.

HEATER BLOWER SWITCHThe heater blower switch is located on the over-

head switch panel. The switch is marked C.ABINHEATER and has marked positions NORM andVENT. The switch controls a relay connectingpower from the No. 2 AC primary bus to the heaterblower in the heater air intake duct. The switch and

PILOT'S COMPARTMENT DUCT

OVERHEAD CONTROL PANEL

1 I I

PLENUm

HEATER EXHAUST

rHEATER

\

VOLUIAT AND DIRECTIONAL

VALVE CONTROL

CABIN DUCT

HEATER CONTROL

AND FuEL PLAP

FAN

OR400 ETUIHR WITH JP.A

V WET

#..ton!,10.1on

1

Pots COMPARTMENT FLOOR

CABIN FLOOR

FORwARD MAIN FUEL TANK

AIR INTAKE

E2 FUEL

IIII HEATED AIR

ELECTRICAL

64

blower control circuit is energized by the DC pii-marv bus and is protected lw a circuit breaker onthe pilot's circuit breaker panel. The circuit breakeris marked CABIN HEAT VENT under the generalheading PRI and DC. The blower is protected bycircuit breakers on the pilot's circuit breaker panel.The circuit breakers are marked CABIN HEATERBLOWER under the general heading No. 2 AC PRI.When the heater switch is in the NORM position,the blower operates in conjunction with the heatingsystem. Placing the heater blower switch in theVENT position will operate the heater blower con-timiously.

VENTILATING SYSTEMPlacing the heater blower .switch in the VENT

position, without operating the heater, will drawoutside air into the heater system and ventilate thecockpit and cabin.

HEATNG AND VENTILATING DIFFUSERSHeating and ventiliating diffusers and registers

are located in each of the heater ducts that extendalong the sides of the cabin and into the cockpit.The cockpit has six diffusers. Two are located aboveand behind the pilot and copilot, and two are lo-cated on each side of the cockpit near the floor.These four diffusers are of the round, adjustablenozzle, air vent type. The open end of the nozzle hasa knurled ring which can be turned to control theflow of air from full open to closed. The two remain-ing diffusers are of the register type and are locatedon the cockpit floor below the tail rotor pedals.There are twelve diffusers in the cabin, seven in theleft-hand duct and five in tbe right-hand duct.Knobs, marked OPEN, are used to regulate the flowof air through the diffusers. The ducts are stenciledwith operation instructions above each diffuser:TURN KNOB FOR VOLUME CONTROL, andPULL CENTER VANE DOWN FOR DIREC-TIONAL CONTROL.

ANTI-ICING SYSTEMS

There are four anti-icing systems: (1) engine airinlet anti-icing system, (2) engine inlet guide vane(IGV) anti-icing system, (3) windshiekl anti-icingsystem, and (4) pitot head anti-icing system.

ENGINE AIR INLET AND IGV ANTI-ICINGSYSTEMS

The engine air inlet and IGV anti-icing systemsare designed to prevent ice from forming and

subsequently being ingested into the engine. Bothsystems are operate Ic ;iv the same control switches.

NOTE

If the engine anti-ice advisory light on the caution-advisor.. panel illuminates during flight when the en-gine anti-ice switches are in the OFF position thisindicates that the engine anti-ice solenoid valve hasopened (de-energized) due to electrical failure, andthat a loss of approximately 50 horsepower at maxi-mum power, will occur. With complete DC primarybus failure, the solenoid valve will open, but the;?.dvisory mnel light will not illuminate.

Engine Air Inlet Anti-Icing SystemThe engine air inlet ducts are anti-iced lw ther-

mal electrical resistance elements embedded in theepoxy glass intake ducts. The oil tank mounting ringis anti-iced by a thermal electric boot that is inter-connected with the inlet duct heating elements.Electrical current is applied to the heating elementsto raise the tenmerature of the affected areas higherthan the temperature at which ice will form. Theelectrical heating elements for the No. 1 engine airinlet duct and oil tank mounting ring receive oper-ating power from the No. 1 AC primary bus and areprotected lw a circuit breaker on the copilot's circuitbreaker panel. The circuit breaker is marked NO 1ENG INLET .ANTI-ICE under the general headingNO 1 AC PRI. Operating power for the No. 2 en-gine air inlet duct and oil tank mounting conies fromthe No. 2 AC primary bus and is protected by a cir-cuit lweaker on the pilot's circuit breaker panel. Thecircuit breaker is marked NO 2 ENG INLET ANTI-ICE under the general heading NO 2 AC PHI.

Engine IGV Anti-Icing SystemThe engine starter Wring. the inlet guide vanes.

and the top (12 o'clock). right (3 o'clock). and left (9o'clock) struts of the front frames of cach engine areanti-iced by diverting engine tenth-stage compressorair to heat thein. The bottom (6 o'clock) strut is con-tinnously heated by scavenge oil from the No. I

bearing area. .Actuating the engine anti-ice switchesdeenergizes the engine mounted solenoid valve tothe open position. allowing hot compressor air toflow through the front frame of the engines to theinside of the starter failing and the inlet guide vanes.

WINDSHIELD ANTI-ICING SYSTEMThe pilot's and copilot's windshields are anti-iced

lw electric current which passes through a trans-parent electrically resistant film on the inner surfaceof the outer pane of the windshield. The windshield

5-3

anti-icing system consists of a special windshield, awindshield anti-ice ctr,-,iroller, transformers, and aswitch located on the overhead switch panel. Thewindshield anti-icing system also de-logs the wind-shiekl.

The copilot's windshield anti-icing system oper-ates from the No. 1 AC primary bus and is protectedby a circuit breaker on the copilot's circuit breakerpanel. The circnit breaker is marked WSI-ILDA NTIICE COPILOT under the general heading NO1 AC PRI. The pilot's windshield anti-icing systemOperates front the No 2 AC primary bus and is pro-tecte(l 1)V a circuit breaker on the pilot's circuitbreaker panel. The circuit breaker is markedWSIILD ANTI-ICE PILOT under the general head-ing NO 2 AC PRI. The control circuits use both ACand DC oower. The AC control circuit uses OA fromthe No. 2 AC primary bus and is protected by a cir-cuit breaker on the pilot's circuit breaker panel. Thecircuit breaker is marked WSIILD under the generalheadings ANTI-ICE and NO 2 AC PRI. The DCcontrol circuit operates from the DC primary busand is protected by a circuit breaker on the overheadcircuit breaker panel. The circuit breaker is markedWSIILD ANTI-ICE under the general heading ICEPROTECTION and DC PRI BUS,

PITOT HEATERSA pitot heater switch, marked PITOT IIEAT

with marked positions ON and OFF, is located onthe overhead switch panel. When the switch isplaced in the ON position, an electric heater in eachpit ot head is hulled on to prevent ice formation inthe pitot head. The pitot heaters operate from theprimary DC lms and are protected by two circuitbreakers on the ovediead circuit breaker panel, Thecircuit breakers are marked PITOT I1EAT I and 2umlei the general headings ICE PROTECTION andDC PIII BUS.

LIGHTING EQUIPMENT

INTERIOR LIGHTSPilot's and Copilot's Flight InstrumentPanel Lights"he pilot's and copilot's flignt instillment panelts and VOR-TACAN selector lights are individu-

all.\ controlled by rheostats are marked PILOT FLTINST and COPILOT FLT INST. With the PILOTFLT INST or COPILOT FLT INST rheostats n. theOFF position, the VOR-TACAN lights will operatewith a bright, fixed intensity. The VOR-TACAN

5-4

switch turns the appropriate VOR or TACAN lighton. 1 he intensity of the flight instrument lights maybe varied by rotatilig each rheostat.

The copilot's flight instrinnent lights operatefrom the No. 1 AC primary bus and are protected bya circuit breaker on the copilot's circuit breakerpanel. The circuit breaker is marked CO-PLT FLTINST under the general headings CKPT LTS andNO I AC PRI. The pilot's flight instrument lightsoperate from the No. 2 AC primary bus and are pro-tected lw a circuit breaker on the pilot's circuitbreaker panel. The circuit breaker is marked PILOTFLT INST under the general headings CKPT LTSand NO 2 .AC PRI.

Nen-Flight Instrument LightsThe non-flight instnunent panel lights are coif-

trolled 1)y a rheostat, marked NON-FLT INST, on theoverhead switch panel. The intensity of the engineand transniission instniment lights, the hydraulic pres-sure gage lights, the fuel management backlighting,and fuel quantity lights may be varied by rotating therheostat. The non-flight instrument bghts operatefrom the No. I AC primary Ims and are pmtected bya circuit breaker on the copilot's circuit breaker panel.The circuit breaker is marked NON-FLT INST underthe general heading CKPT LTS and NO I AC PRI,

Consok and Overhead Panel LightsThe white lights on the center console, the over-

head switch pand, the pilot's side consok, thecopilot's side console, and the NIARKER BEACON/RAWS control panel are controlled by rheostats onthe overhead switch panel. The rheostats are underthe heading CONSOLES LOWER and OVIID, Anadditional rheostat for red lighting on the lower cen-ter console, pilot's side console, and copilot's sideconsok is on the overhead switch panel wider theheadings LOWER CONSOLE RED LIGHTS, Thecenter console lights operate from the No. 2 AC pri-mary bus and are protected by a circuit breaker onthe pilot's circuit breaker panel. The circuit breakeris marked CSL LOWER under the general headingsCKPT LTS and NO 2 AC P. The cockpit over-head panel lights operate from the No. I AC primarybus and are protected lw a circiiit breaker on the co-pilot's circuit breaker panel. The circuit breaker ismarked CSL OVIID under the gpleral headingsCKPT LTS and NO I AC PRI.

Cockpit Dome Lights and Secondary InstrumentLightThere is one red and one \vhite dome light on the

cockpit overhead dome light panel. These lights are

controlled lw a guarded switch on the dome lightpanel. The switch is marked DOME LIGHTSCKPT with the marked positions RED, OFF andWHT. This switch will supply white light of a fixedintensity. In addition, the red dome light may beused as a secondarv instrument light. When the reddome light is used as an instrument light, it shouldbe turned on and its intensity adjusted with the rhe-ostat, marked SECONDARY INST, on the overheadswitch panel. These lights are powered by the DCprimary bus and are protected by a circuit breakeron the overhead circuit breaker panel. The circuitbreaker is marked COCKPIT DOME under the gen-eral headings INT LTS and DC PRI BUS.

Cockpit Utility LightsTwo portable utility lights with coiled cords are

secured, one on each outboard side of the cockpitabove the sliding windows. The lights may be adjus-ted on their mountings to direct the light beams, orthey may be removed and used as portable lights.The utility lights are each controlled by a rheostat ora pushbutton, located on the end of each light cas-ing. The lens casing of the light may be rotated toposition a red filter converting the white light to ared light. The cockpit utility lights operate from theDC primary bus and are protected by a circuitbreaker on the overhead circuit breaker panel. Thecircuit breaker is marked COCKPIT DOME underthe general headings INT LTS and DC PRI BUS.

Scroll Check List LightThe scroll checklist light is contained by an

on-off rheostat switch mounted on the left side ofthe checklist container. The scroll checklist lightoperates from the DC primaiy bus through a circuitbreaker on the overhead circuit breaker panel. Thecircuit breaker is marked CHECK LIST under thegeneral headings INT LTS and DC PRI BUS.

Avionicsrnan's Panel Light ControlThe avionicsman's panel light control rheostat,

marked PNL LTS, is located on the radio rack infront of the avionicsman's table and controls light in-tensity of the Navigator's clock. The night lightingfor the HF head, INTER ICS panel, and RADIOpanel is controlled by the LOWER CONSOLE REDLIGHTS rheostat on the overhead switch panel inthe cockpit. The avionicsman's panel lights operatefrom the No. 2 AC primary bus and are protected bya circuit breaker on the pilot's circuit breaker panel.The c:rcuit breaker is marked NAV under the gen-eral headings CREW LTS and NO 2 AC PRI.

5-5

Avionicsman's Utility LightA portable utility light, with coiled cord and

mounting base, is secured to the left side of thecabin beside the avionicsman's table. The light iscontrolled by a rheostat on the mounting base. Thelight nmy be adjusted on its mounting base to directthe light beam, or it may be removed and used as aportable light. The utility light can be adjusted tooperate as a red or white light. The avionicsman'sutility light operates from the No. 2 AC piimaiy busand is protected by a circuit breaker on the pilot'soverhead circuit breaker panel. The circuit breakeris marked MAP LT under the general heading NO 2AC PRI.

Cabin Dome LightsThe four cabin dome lights (9, figure 5-2) are

controlled by a guarded switch on the cockpit domelight panel. The switch is marked CABIN under thegeneral heading DOME LIGHTS, with marked posi-tions RED, OFF, and WHT. The cargo compart-ment dome lights are equipped a red and awhite lamp. The red or white light ty be turned onat any time DC power is availal- At the DC moni-tor bus. The white light may be Lamed on only if theguard is lifted. The cabin dome lights operate fromthe DC monitor bus and are protected by a circuitbreaker located on the pilot's circuit breaker panel.The circuit breaker is marked CABIN DOME LTSunder the general headings DC MON.

Loading LightsTwo loading lights (10 and 14, figure 5-2), one in

the ceiling of the cabin above the ramp and one inthe bottom of the tail pylon, provide illumination forthe ramp loading area. The lights are.controlled by atwo-position switch, marked LOADING LTS, ON,OFF, located on the overhead switch panel. Theloading lights receive power from the DC primarybus and are protected by a circuit breaker on theoverhead circuit breaker pana. The circuit breakeris marked LOADING under the general headingsEXTERIOR LTS and DC PRI BUS.

EXTERIOR LIGHTSControllable SearchlightThe forward facing searchlight located in the

nose of the helicopter can move on its hingedmounting bracket forward and down through a 120°arc. In addition, the searchlight can rotate 360° ineither direction on its axis. However, it is restrictedto 45° left or right until the unit has extended for-ward and down 1100 to 120°, at which time thelight will rotate 360°. The extend motor, rotatemotor, limit switches and lamp are enclosed in

6

19 18 17 16

1. CONTROLLABLE SEARCHLIGHT2. ANCHOR LIGHT3 INSTRUMENT PANEL LIGHTS4. COCKPIT CONSOLE AND PANEL LIGHTS5. SPOT LIGHTS OVERHEAD SWITCH PANEL LIGHTS6. PILOT'S COMPARTMENT WHITE ANO RED DOME LIGHTS7. EMERGENCY EXIT LIGHT (2 INSTALLED)8. FUSELAGE LIGHTR. CARGO COMPARTMENT DOME LIGHT (WHITE AND RED

4 INSTALLED)10. LOADING LIGHT

15 14

II, ROTATING ANTI.COLLISION LIGHT (TAIL RE^12. ANCHOR LIGHT13. TAIL POSITION LIGHT14. LOADING LIGHT

S. ROTATING ANTI-COLLISION LIGHT (BOT TOMRE16. FLOODLIGHTS LEFT AND RIGHT SPONSONI?. POSITION LIGHTS (r:IGHT SPONSON, GREEN - LEFT SPONSON. RED)18. FUSELAGE LIGHT19. FLOOD LIGHTS cLEF T AND RIGHT ELECTRONIC ODORS)

S 8600 (RI)

Figure 5-2. Lighting system.

waterproof housings. There are three searchlightposition control switches, one located on each collec-tive pitch grip, marked SLT TRAIN, and the thirdon the copilot's searchlight and ICS switch panel.The illumination switch is on the overhead switchpanel. The switch is labeled SEARCH, with markedpositions STOW, OFF, and ON, and is under thegeneral heading EXTERIOR LTS. The SLT TRAINswitch is a spring-loaded, four-position, thumbswitch, center position OFF, with marked positions,FWD, AFT, L and R. Piacing the SEARCH switchin the ON position lights the controllable spotlightand furnishes power to the SLT TRAIN switch tocontrol the searchlight movement. When tlie SLTTRAIN switch is placed in the FWD position, thecontrollable searchlight extends by revolving for-ward and down a maximum of 1200 from its stowedposition, and it may be stopped at any intermediateposition by releasing the switch. Placing the switchin the AFT position retracts the light until thesearchlight is in the fully stowed position. When theswitch is placed in the L or R position, the search-light will rottte to the left or right. The searchlightposition control switch mounted on the copilot'slanding light and ICS switch panel operates in thesame manner, and is marked LDG LTS with themarked positions FWD, AFT, L and R. If theSEARCH switch is placed in the STOW positionwhile the controllable searchlight is extended, thesearchlight will automatically go out and then retract

5-6

to the stowed position. The switch is then placed inthe OFF position. The controllable searchlight oper-ates from the DC priimry bus and is protected bycircuit breakers on the overhead circuit lneakerpanel. The circuit breakers are marked SEARCHLICHT, PWR, and CONT under the general head-ing EXTERIOR LTS.

Hover LightsFour hover lights, one located on each side of the

electronics compartment door and one located on thelower leading edge of each sponson, are controlled bya pushbutton switch, marked FLOOD HOVER, onthe overhead switch panel. The button portion of theswitch is a green lens that iffluninates when the switchis pressed to illuminate the hover lights, and goes outwhen the button is pressed to turn off the hover lights.The hover lights illuminate an area forward and belowthe helicopter. The hover lights operate from the DCmonitor Ims and are protected by three circuit break-ers on the pilot's circuit breaker panel. The circuitbreakers are marked CONT, LH, and RH under thegeneral headings FLOOD LTS, and DC MON.

CAUTION

The hover lights should not be left illmninated formore than 15 minutes at a time, to prevent overheat-ing. The length of time while illuminated and theOA I will determilie the cooling off period.

68

Position LightsThe position lights (17. figure -2), located On the

spoilsons and pylon. are controlled bv two switcheson the overhead switch panel. The switches aremarked POSITION tinder the general heading EX-TERIOR LTS. One sWitell will turn the lights on ina STEADY or FLASH configuration or turn thelights OFF. 'I-he other switch. marked DIN1 andBill', will adjiist the intensity of the lights accord-ingly when thev are in the STEADY or FLASII con-figuration. The position lights operate from the DCprimary Ims and are protected by a circuit lweakerOn the Overhead breaker panel. The circuit breaker ismarked POS under the general headings EX-TERIOR LTS and I3C PRI BUS.

Unselage LightsTwo fuselage lights (8 and 18, figure 5-2) are

installed on the helicopter. One light is located oilthe top rear side of the transmission compartmentand the other on the bottom of the hull. Both lightsae controlled by a three-position switch on the over-head switch panel. Tlie switch is marked FUSE-1.AGE under the general heading EXTERIOR LTS,with marked positions DIM, OFF, and BRIGHT.The lights receive power from the DC primary busand are protected by a circnit breaker on the over-head circuit breaker panel. The circuit breaker ismarked FUS under the general heading EXTERIORLTS.

Anchor LightsTwo anchor lights (2 and 12, figure 5-2), one lo-

cated on the nose and the other on the pylon, arecontrolled bv a two-position switch on the overheadswitch panel. The switch is marked ANCHOR underthe general heading EXTERIOR LTS, with markedpositions ON and OFF. The ancle'r lights receivepower from the battery bus mid are protected by acircuit breaker, marked ANCHOR LTS. The circuitbreaker is on the battery buis circuit breaker panelon the center console.

Rotating Anti-collision LightsTwo rotating imti-collision lights (11 and 15, fig-

tire 5-2). one located on the top of the tail pylon andthe other on the bottom of the fuselage, are con-trolled by two switches on the overhead switchpat tel. under the general headings EXTERIOR LTSand ANTI-COLLISION. The left-hand switch,under the heading FWD with marked positions ONand OFF, controls the forward anti-collision light.The right-hand switch, under the heading AFT withmarked positions AFT. ON and OFF controls theaft rotating anti-collision light. The rotating anti-

collision lights operate from the DC primary bus awlare protected In. two circuit breakers on the over-head circuit breaker panel. The circuit breakers aremarked F\VD and AFT under tile general headingsANT1-COLL and EXTERIOR LTS.

AUXILIARY POWER UNIT

l'he auxiliary power unit (APU) (figure 5-3). lo-cated to the rear of the main gear box, enablesground starting of the engines and ground operationof the electrical and hydraulic systems. The APUsystem consists of a control panel, and accumulatorassembly, a hydraulic starter motor, a turbine en-gine, a fuel system. a self-contained oil system, and amechanical drive. Starting power for the APU is fur-nished by means of an accumulator system mountedon the transmission d!,ck. The accumulator carriesan initial air charge of 1,600 psi and is hydraulicallycharged to 3.000 psi lw the utility hydraulic pinup.In addition, the system has provisions for handpumping and may be charged in this manner with ahand pump, located on the right side of the cabin in-terior. When starting circuitry is energized, the startvalve is opeinxl, and hydraulic pressure from the ac-cumulator is dumped into the APU starter. As soonas the turbine reaches operating speed and is drivingthe main gear box accessory section, the utilitypump pressure recharges the accumnlator with:3,0(X) psi pressure. The turliine engine has a self-contained oil system.

Electrical power for the control circuit is suppliedfrom the DC primary Initi through a circuit breakeron the overhead circuit breaker panel. The circuitbreaker is marked CONT under the general head-ings APU and DC PRI BUS. This contiol circuitoperates the automatic control system and the auto-matic emergency slnitdown operation of the APU.The electrical power may be supplied from the bat-ter. or from an external power source. Fuel is sup-plied from the aft main tank. fuel pressure switchactuates at approximately 110 psi to supply fuel tothe combustion chamber through both the start fuelnozzle and wain fuel ejectors and to commence igni-tion. .At 90 percent speed, the start biel nozzle andignition are turned off by the speed switch midburning is self-sustaining as long as there is a floss offuel through the APU nlain fuel valve. Fuel is con-sumed at 73 pounds (maximum) per hour. A me-chanical drive with an autonlatic clutch is providedto drive the main gear box accessories section. Theautomatic clutch contains a freewheel unit that

5-7

Figure 5-3. Auxiliary power unit.

enables shutdown of the APU when the rotor head isengaged. Low oil pressure, high exhaust temperatureor overspeed will cause the APU to shut down auto-matically.

APU CONTROL PANELThe APU control panel (figure 5-4) located on the

pilot's side console contains a master switch, atachometer, an emergency imnel and the followingamber caution lights: prime-pump pressure, low oilpressum high exhaust temperature and overspeed.The emergency panel contains a red fire waniinglight and fuel shutoff and fire extinguisher switches.During starts, the hydraulic start valve opens tomotorize the engine. The prime pump also comes Onfor 20 seconds, then automatically goes off.

APU Function SwitchThe APU master switch, with marked positions

START, RUN, and OFF, controls operation of the

5-8

START

OFF

LOW OILPRESS

P R i P LIMPPE S)

HIGH EXHTEMP

OVERSPEED

ad EMERGENCY411. dr AI AS 8602 CI

Figure 5-4. - Auxiliary power control panel.

APU. The switch nmst be held in tb!r! START positionas it is spring-loaded to the RUN position. Holding theswitch in the START position energi.:es the compo-nents of the automatic staffing system and starts theAPU. When the switch is released and returns to theRUN position, the APU will nin normally and drivethe accessory section of the main gear box. The switchis placed in the OFF position to close the main fuelvalve and shut down the APU. The APU masterswitch is energized by the DC primary bus and is pro-tected by a circuit breaker on the overhead circuitbreaker panel. The circuit breaker is marked CONTunder the general headings APU and DC PRI BUS.

APU TachometerThe tachometer indicates the percentage of APU

engine rpm. The tachomete.- receives power from anAPU-driven tachometer generator.

APU Low Oil Pressure Caution LightAn amber low oil pressure caution light, marked

LOW OIL PRESS, will illuminate to indicate theAPU has been automatically shut down because oflow oil pressure.

APU High Exhaust Temperature Caution LightAn amber exhaust temperature caution light,

marked FIIGH EXH TEMP, will illuminate to indi-cate the APU has been automatically shut down be-cause of abnormally high exhaust temperatures.

APU Overspeed Caution LightAn anther overspeed caution light, marked

OVERSPEED, will illuminate to indicate the APUhas been automatically shut down because its speedreached 110% rpm.

APU Prime Pump Press Caution LightAn amber prime fuel pump pressure caution

light, marked PRI-PUMP PRESS, will illuminatewhenever the prime pmnp is not delivering emnighfuel pressure to open the pressure switch. A primepump failure would be indicated by the illuminationof the PR P1TMP caution light for 20 seconds, uponinitiating starting procedures.

APU Emergency Fuel Shutoff SwitchThe emergency fuel shutoff switch, with marked

positions FUEL SHUTOFF and NORM, is used toshut the APU down in an emergency. When theswitch is in the NORM position, the APU performsnormally and the APU fire extinguisher circuit isde-energized. Placing the switch in the FUELSHUTOFF position closes the main fuel valve andallows the APU fire extinguisher circuit to be energized. The emergency fuel shutoff switch is ener-gized from the DC primary bus, through the (2()NTcircuit breaker.

APU Fire Extinguisher SwitchThe APU fire extinguisher switch, with marked

positions FIRE EXTING and OFF, discharges theAPU fire extinguishing agent to the APU. Theswitch receives powe from the DC primary bus,through the FUEL SHUTOFF position of the APUemergency fuel shutoff switch, through a circnitbreaker on the overhead circuit breaker panel. Thecircuit breaker is marked EXT under the generalheadings FIRE, APU, and DC PRI BUS.

APU Fire Warning LightsTwo red press-to-test APU fire warning lights,

marked FIRE WARNING on the APU controlpanel, the APU FIRE on the caution advisory panel,provides an indication of fire in the APU. The lightreceiv,,,s electrical power from the DC primary busthrough the APU fire detection system throngh a cir-cuit breaker on the overhead circuit breaker panel.The circuit breaker is marked DET under the gen-eral headings FIRE, APU, and DC PRI BUS.

APU Advisory LightA green light on the caution-advisory panel,

marked APU, comes on whenever the main fnelvalve opens (at approximately 30% .APU speed) justbefore lite-off and will stay on until the PU is shutdown.

APU HAND PUMP AND ACCUMULATORGAGE

The hand pump and gage are located in the cabinforward of the last window on the right-hand side.

5-9

The hwid pinup (figure 5-5) is nsed before startingthe turbine if the :3,000 psi pressure from the accu-mulator is not available or is insufficient. .At -54" ('a pressure of approximately 4,000 psi is required tostart the turbine. .A visual indication of pressure canbe observed on the hand pump gage during pun up-Mg operations.

APU STARTING PROCEDUREAPU START/RUN CI1ECKLIST

MINIMUM CREW TO RUN APU1 FIREGUARD.1 COCKPIT OPERATOR.

PREFLIG1IT

I. SIGHT CIIECK APU CON1P., INTAKE &EXHAUST.

2. APU WORK PLATFORM closed.:3. APU ACCESS DOORS closed.

MININ1UN1 CREW TO CON1PLETE CHECK-LIST TWO.

FIREGUARD N1AY READ ALL ITEMS LTTO #:33, THEN ASSUME FIREGUARDPOSITION.

STARTING CHECKLIST ( it 1-3 FOR NIGI1TONLY)

I. BATTERY SWITCH on.2. COCKPIT LIGHTING CONTROL 7

rheostats full.:3. PILOTS OVERIIEAD MAP LIGI1T on &

positioned.

NORMAL DAYTIN1E PROCEDURES

4. OVERHED CIRCUIT BREAKERS set.5. ENG ANTI-ICE off.6. WINDS11IELD ANT1-ICE off.7. SEARCH LICHT off.S. ANCHOR LIGHT - off.9. FUSEL AGE LIGHT - off.

10. ANTI-COLLISION LIGHTS - off (2).11. POSITION LIG1ITS - off.12. CABIN HEATER normal & off.13. PITOT HEAT - off.14. WINDHSIELD WIPERS off'.15. WINDSHIELD WASHERS off.16. LOADING LIGHTS off.17. EN1ERG LIGHT arm.IS. NOSE GEAR19. HOIST N1ASTER off.20. CARGO 1100K off.

ACCUMULATOR HANDPUHP INSTRUCTIONS

PUMP HANDPUMP UNTIL 3000 PSI IS ATTAINED.NOTE GAGE ATTACHED TO AF I END OFACCUMULATOR TO BE USED FOR °RE FLIGHT CHECK.

DETAIL A

SEE DETAIL A

STA350

Figure 5-5. - APU accmnulator hand pump.

21. STICK TRIM MASTER - on.22. CHANNEL MONITOR - off.23. CONVERTERS (2) - on.24. EXT PWR - off.25. BATTERY on.26. GENERATOR SWITCHES (2) on.27. ROTOR BRAKE - on press min 320 psi.28. GEAR HANDLE - down/green lights.29. PARKING BRAKE - set.30. RAMP MASTER - off.31. APU FUEL SHUTOFF - normal.32. APU FIRE EXTINGUISHER off.:33. APU START/RUN SWITCH run.

5-10

a. CK FOLLOWING LIGHTS ON - highexch temp & overspeed.

b. PRESS TO TEST prime pump press/low oil press.

c. ENG FIRE WARNING TEST SWITCHTO #2 ENG/APU FIRE LIGHT ONLY

34. FIREGUARD - in position.35. APU START/RUN SWITCH start posi-

tion until Ng passes 45%, then release to run.36. APU CLUTCH ENGAGEMENT 76 to

85% Ng.37. HYDRAULIC PRESS GAGES (3) - press up.

:38. WARNING PANEL LIGHTS tested.Following lights on warning panel must he

out: CONVS 1-2, GENS 1-2, PRI-HYD PRESSAUX-11YD PRESS XMISSN OIL PRESS, &XNIISSN CHIP DET.

:39. BATTERY - off.

SECURE CI IECKLIST

1. BATTERY - on.2. EMERG LIGHT disarm.:3. APU START/RUN SWITCH off.4. COCKPIT LIGHTING CONTROL

rheostats closed.5. STICK TRIM MASTER - off.6. CONVERTERS (2) off.7. GENERATORS (2) - off.8. PILOT'S OVERHEAD MAP LIGHT off.9. COCKPIT DOME LIGHT - off.

10. BATTERY SWITCH - off.

APU FIRE FIGHTING PROCEDURES (obtainpositive indication of fire before firing EXTING)

1. APU EMERG FUEL SHUTOFF shut off.2. APU FIRE EXTING - fire exting.

:3. APU MASTER SWITCH - off.4. EXIT A/C SSIST FIGHTING FIRE

APU LIMITATIONS

1. CLUTCH ENGAGEMENT - 4-6 seconds.2. Ng TOPPING - 99% phis or minus 1%.3. MOMENTARY OVERSHOOT 110% Ng.4. TOTAL TIME FOR START approx 10

sec (never excee(l 18 see).5. ABORT START IF

a. No Ng indicationb. Warning light on APU panel litc. Warning lights cited in 438 litd. APU limitation exceeded

6. APU ADVISORY LIGHT ON WARNINGPANEL - on above :30% Ng.

APU EMERGENCY STARTING PROCEDUREThe :3,000-1)si pressure from the accumulator has

a two time starting capability. However, if the pres-sure in the accumulator becomes depleted, the man-ual hydraulic pumping system can be used to replen-ish pressure in the accumulator.

SELF QUIZ # 5

PLEASE NOTE: Many students study ONLY the self-quizzes and pamphlet review quiz, thinking that thiswill be enough to pass the End-of-Course Test. THIS IS NOT TRUE. The End-of-Course Test is based on thestated course objectives. To pass the EOCT, you must study all the course material.

1. Heater fuel is taken from thetank.

A. fonvard mainB. forward auxC. aft mainD. aft mix

fuel 6. The APU is started by a/an

A. electric motorB. air turbine starterC. electric motorD. hydrauhc motor

2. Which of the following are anti-iced by 7. Fuel to operate the APU is taken from thethermal electric boots? hid tank.

1. Oil tank mounting ring2. Engine air intake duct3. Inlet guide vanes4. Starter cover

A. forward mainB. forward auxC. aft mainD. aft aux

A. 1 and 2 onlyB. 2 and 3 onlyC. 3 and 4 only 8. The APU start fuel valve is energized untilD. 1, 2, and 3 the unit reaches percent of its rated

speed.3. The pilot's windshield anti-icing system oper-

ates from the bus.

A. DC primaryB. No. 1 AC primaryC. No. 2 AC primaryD. No. 1 AC start

4. The cabin dome light guard is lifted to turn

A. the red light onB. the white light onC. both lights onD. both lights off

A. 50B. 75C. 90D. 100

9. The APU will automatically shut down whenthe speed reaches an rpm of percent.

A. 104B. 106C. 108D. 110

10. The APU START/RUN switch is released to5. To prevent overheating, the hover lights are the RUN position from the start position as Ng

limited to minutes of operation. passes percent.

A. 5B. 10C. 15D. 20

5-13

4

A. 45B. 56C. 76D. 80

ANSWERS TO SELF-QUIZ #5

Following are the correct answers and references to the text pages which Co VII' each question and correctimswer. -Co he sure you imderstand the answers to those questioms yon missed, von should restudy the refer-enced portiolis of the text.

QUESTIO:\ ANSWER REF.

1 A 5-1.--) A 5-:3:3 C 5-44 B 5-55 C 5-66 D 5-77 C 5-78 C 5-79 D 5-8

10 A 5-10

75-14

1

Reading Assignment:Pages 6- i tfremigh 6- 19

COMMUNICATION SYSTEMS

OBJECTIVES

To successfully complete this assignment, you nmst study the text and master the following objectives:

Explain the operation and leading particulars of the following I II1-3F systems:

1. AN/AIC- 18 ICS

2. AN/ARC-51A UHF

Since sonic communication and navigation sys-tems are interrelated, the first part of this sectionwill deal briefly with !!oth systemi. The remainderof the section explains Ole communication system indetail. We will discuss tile navigation system in de-tail in another section.

COMMUNICATION AND NAVIGATIONSYSTEMS

Hectronic systems permit communication, navi-gation, and intercommunication between crewmembers. The systems also provide sensor inputs tothe automatic flight control system (AFCS) and theattitude indicating system. The comnmnication andnavigation systems installed in the helicopter arelisted in figure 6-5 and figure 6-6.

COMPONENT LOCATIONS(See figures 6-2, 6-3, 6-4.)

Most communications and navigation systemcomponents are located in the electronics compart-ment below the cockpit, on the forward and aftcabin electronic racks, in the Doppler bay, and inthe cockpit. Component locations for each systemare shown in separate location diagrams containedin this pamphlet. Detail locations for system controlpanels are shown in figure 6-2, 6-3, 6-4.

6-1

COMPONENT REMOVAL/INSTALLATIONWARNING

To prevent injury to personnel and damage to equip-ment, turn off electrical power before performing anymaintenance on electronic or electrical equipment.

Bow Electronics CompartmentNavigation system components secured on their

respective mountings are removed either by releas-ing the mit-locking devices at the front of themounting and sliding the component out of itsmounting and off the shelf, or by disconnecting theparticular cable connector, releasing the nut-lockingdevices at the front of the mounting, and sliding thecomponent out of its mounting and off the shelf.Navigation system components not secured onmountings are removed by removing the attachingscrews, bolts, or other securing devices, and liftingthe component from the shelf. Install navigation sys-tem components by sliding the component into itsmounting, ensuring proper mating of component re-ceptacle and mounting plug, and by either tighten-ing the nut-locking devices at the front of themounting, or by tightening the nut-locking devicesat the front of the mounting, and connecting thecable connector. Navigation system components notinstalled on mountings are secured in their respec-tive places with screws, bolts, or other securingdevices. Fasteners and electrical connectors of hardmounted components shall be safety wired.

7

r..resPrea2-11

Zlr

1,`

,

.,,,,- I -

Figure 6-1. - Bow electronics compartment.

Cabin Electronic Mounting RacksThe aft cabin rack has removable side panels for

accessibility. The majority of commtlincation systemcomponents secured on their respective mountingsare removed by disconnecting the appropriate cableconnectors, releasing the mit-locking devices at thefront of the mounting and sliding the component outof its mounting and off the sh...-1.c. Communicationsystem components not securec. On mountings areremoved by removing the attaJ,'.:ing screws, bolts, orother securing devices, and ;thing the con:ponentfrom the shelf. Install commtmicaticn system com-ponents by sliding the comrDtleat iot( its mounting,ensuring proper mating of comt)lnent ;-eceptacleand mounting plug, ano bv tightt,.!Mg the nut-lock-ing devices at the motmting, and connecting thecable connector. Commuricatim ,istem compo-nents not installed on mountings are secured in theirrespective places with screws, bo:ts, or other secur-ing devices. Fasteners and electrical connectors ofhard mounted components shall be safely wired.

6-2

.1tr

Instrument PanelThe instnnnent panel contains the pilot's and co-

pilot's navigation instnnnents and search radar con-twl unit. A navigation instillment is removed fromthe instrinnent panel by loosening the fasteners,carefully lifting the instnnuent sufficiently from thepanel recess to gain access to the rear disconnectplug, and disconnecting the plug.

ConsolesRemove a control panel from a Console by loosen-

ing the fasteners, lifting the control paiwl suciently from the console recess to gain access to therear disconnect plug, and disconnecting the plug.

GROUNDING PRACTICESAn adeylate ground must I Ks provided for all

connnunication and navigation compoilents.

ICs

MONITOR

CONTROL

ICS

CONTROL

HF

CONTROL

AIC44

COVER

PLATE

NAV PITO

WAYINDICATOR

AN/MN

133

"OM

CLOS(

VM4COMAI ARC44

ADF

ARN49A

UHF COMM

ARCI1A

VHF NAV

AIN 133

TACAN

MN 111

6E1E1'

1m =No

ARS

CONTROL

PANEL

VHF FAI

RT 96®

IFE/11

A9412

1(/''''''' i / 'W.

...., .,\.) -... 0

-..: ,,, r '-)

\N.,

4

1

st}.)

LI 1

.

A

P

u

N

1

R

0

v.., --.

, i I, ,. %14 ..',,,

Aft 21. 2,0 . O

A : 1.1o,;'.

A

.f. I m 0,12

AINI qv PIO2

,

.( e a

u

oillI

IP,

NS

1(I'

III, 1

W

jrim.

N

A

Al

N

0

N

I

1

dA

0

wc.

In-7

02,

pmWC.

fic

4, lau

1III

I

i0,

102 00.22

AMAme

Mb pp

0Ns

Figure 6-2. kwer Cockpit Control Panels,

6-3

COMPASS

CONTROL

A/A 24.39

ICS

COMIA

ICS

NAY

OKI

CONTROL

PANEL

CHANNEL

MONITOR

PANEL

SIMS

79

MIXING

UNIT

APN.171 RECEIVING ANTAPN.171 TRANSMITTING ANT

APX.T2 IFF

APP4,171 RADAR ALT

AIR PURIFIER (AFCS)

CONTROL CLOSET

STICK

SENSORS

ARN439A

LOOP ANTENNA

STICK TRIM RELAY

HOIST ICS

1] I./HOVER TRIM PANEL

L.J Lif

7.4.:LIGHT PANEL

HOIST ICS

TiHOTCU P

Li

FACING FORWARD

TRUE AIRSPEED HOIST ICS STATION

SENSORIFF ANT

GLIDE

SLOPE ANT

ARN.89A

SENSE ANT

TACAN ANT

LORAN C

NAVIGATION COMPUTER

APN-195

RAI AR

Lfi ?.UPPER SHELF

LOWER SHELF

TOP VIEW

DOPPLER ANT

INSTRUMENT

COUPLER

AYN.2 AMPLIFIER

AND COMPUTER

TAS DATA

CONVERTER

VOR/LOC ANT

JUMP SEAT

TS STATION

s

NAVIGATOR

TS STATION

HARS

HE ANT

FLUX VALVE

HF COUPLER

NULL UNIT TILT TABLE (AFCS)

HARS COMPASS ADAPTERAFCS AMPLIFIER ARN.123 VHF NAV

LAG AMP (AFCS)

ADF EQUIPMENT

ARA.25 RELAY o o

ARC51 UHF

FM ANT

RELAYS

NAV CONTROL LIGHT

ARC.94 CONTROL

PANEL

\ TS COMM

IBIS SIGNAL

PROCESSOR FACES

JUMP SEAT

ICS NAV TACAN

RELAY UNIT

ARN-118

FACING R1-9600 FM

FORWARD

NO. 1 UHF ANT

LORAN C

FAI ANT VHF ANT

ARC.94 HF

A ,

ARC 84 Vh

12J

APN195 RADAR ANI

HF ANT MARKER BEACON ANT

ARN.89A

LOOP ANTENNA

DF-301-EARN,89A

SENSE ANT

DF ANT

TACAN ANT OOPPLER ANT

HE COUPLER

NO. 2 UHF ANT

Figure 6-3, Antennas, Avionics, and A FCS hplipinent.

6-5

11

I PILOT'S CONSOLE

COMPASSCONTROL I..ER

INTERCOMSETCONTROL

INTERCOMMONiTORPANEL

APUcoNTroLPANEL

CIANNELMONITORCONTROLPANEL

LORAN CNAVIGATOR

LFIADF RECEIVER

UHF/COMM RADIOSET CONTROL

VHF, NAV-VORRADIO SET CONTROL

a

TACAN RADIOSET CONTROL --.

BAT T BUS CIRCUITBREAK ER

HF LIGHT PANELSET C ONT ROL

INTERCOM

INTERCOMMONITORPANEL

05)

a

a

- HF/COmMRADIOSETCONE ROL

9

9

AVIONICSMAN STATION PANEL

RADIO CONSOLE

0

HE CONTROLPANEL

RAMP COAR

vrIF COMMRADIO SE TCONT ROL

CONTROLPANEL

AFCS CONTROL PANEL

TRANSPONDER SETCONTROL

FM COMM RA0,0SET CONTROL

INTERCOMMI N ITORPANEL

INTERCOMSETCONTROL

HF COMMRADIO SETCONTROL

Figure 6-4. - Consoles and control panels location diagram.

6-7

82

S 34837 1C91

SYSTENINONIENCLATURE AND

DESICNATION

IntercommunicationSet / AI(:-18

Radio Sct AN / ARC-5I A

Radio Set AN/ARC-94

Radio Set AN/Ali(:-84

TranspolidelAN/APX-72(V)

I leading Nttitu(IeReference System

I)ire('tioli Finder1)F-:301

Directioll Finder SetAN /AAIN-89A

Taemi NavigatioludSet AN/ARN-I 18

Conununication and Navigation Systems

SYSTENI CONIMONNONIENCLATURE

INTE RCO NI

I IF/ COM NI

VhIF.'COM NI

IFF

I leading attitudereference system

U./ ADF

TAC AN

PURPOSE OF SYSTENI

Provides intercommunication between stationsvithin helicopter. Also provides selection, con-trol, audio, and monitoring of communicaL,onand naviga[ion systems.

Provides short-range voice transmission andreception from helicopter-to-helicopter or heli-copter-to-ground.

Provides long-range voice transmission andreception from helicopter-to-helicopter or heli-copter-to-ground.

Provides medium-range VOlf:C transmission andreception from helicopter-to-helicopter Or heli-copter-to-ground.

Provides coded reply in response to interroga-tion for identification and navigation.

Provides attitude and heading information inthe form of continuous signal outputsrepresenting displacement of helicopter aboutpitch, roll, and yaw axes.

Provides pointer indication of relative bear-ing to UHF, VI.IF and FM radio transmittersources for homing.

Provides visual indication of relative bearing totransmitter signal source for navigation and

homing.

Provides bearing and distance information withrespect to geographical location of TACANgronnd beacon. Also air-to-air ranging betweenhelicopters and beacon identity information.

Figure 6-5. Communication and Navigation Systems.

6-8

8 3

SYSTEMNOMENCLATURE AND SYSTEM COMMON

DESIGNATION NOMENCLATURE PURPOSE OF SYSTEM

Navigation Set VHF/NAV-VORN /ARN-123(V)

Radar Altimeter

Provides course deviation with respect tolocalizer beam. Also provides course deviationand ambiguity information to VOR station.

Glide-slope Provides course deviation vith respect to glide-slope beam.

Marker beacon Indicates that helicopter has passed over airwayfan markers, station location Z markers, or ap-proach markers of instrtunent landing system.

Altimeter Provides visual indication of terrain clearanceSet AN/APN-171 from 0 to 5,0(X) feet.

Radar SetAN /APN-19,"

Loran C Navigator

Loran-A NavigationSystem AN /APN-180

Search radar Provides accurate and continuous picture ofweather conditions (weather map) in generalsky area ahead of helicvter. Also used for nav-igation and search aid.

LORAN C Provides continuous navigation informationand steering in LORAN C coverage areas.

Loran Provides Loran chart navigation data toCOMPUTER/NAV system or Loran lines ofposition fix when used independently.

Navigation Computer FLIGHT/NAN' Provides an easily interpreted pictorial displaySet AN/AYN-2 of helicopter navigation situation and auto-matically computes required action necessarytoobtain desired radio track or heading.

Radio SetRT-9600

VHF-FM/COMM Provides medium range voice transimission andreception from helicopter-to-helicopter or heli-copter-to-ground.

Figure 6-5. - (Continued).

6-9

84

TYPE DESIUNATION. FUNCTION HANCE ISWATION OF CONTIMI,

Intercommuni- :\ / AIC-18 Interphone tiitI ra- Internalcation System Elio communication

At the following sta-tions: pilot, copilot,avionicsman, jumpseat, hoist operatorand aft cabin station

Ul IF/CONINI AN/MIC-51:\ Two-wav voice Line of Cockpit consolecommunication sight

oxim Two-wa v voice Line of Cockpit consolecommunication sight

Iw/comm AN ARC-94 Two-way voice Long Copilot console,communication range avionicsinan's, console

IFF Trans- AIN /APX-72 Identification Line of Cockpit consoleponder azimuth, and range sight

DF-301 Automatic direc- Line of Cockpit consoleADF tion finding sight

VHF/FM RT-9600 VHF/FM transceiver Line of Cockpit consolein 150.000 to sight173.995 NII1zfrequency range

VIIF/N,.\\T AN/MIN-123

TA(:AN AN/MIN-118

1,14./ADF

voR, (AideShye and NlarkerBeacon receiver

Tactical airnavigation

AN /ARN-89A Automatic direc-

Line ofsight

Line ofsight

Cockpit console

Cockpit console

Long Cockpit consoleHon finding raiige

Figure 6-6. - Electronic equipment iI111-3F).

6-10

8 5

TYPE

RadarAltimeter

Radar

LORAN CNavigator

FlightDirector

DESI(;NATION FUNCTION

AN/APN-171(V)

AN/APN-195

RANGE LOCATION OF CONTROL

Measure absolute 5P00 feetaltitt tele

'Weather search and 60 milesnavigation

AN / A RN-1:33;V) Loran C Naviga- N / Ation computer

AN/AYN-2 Present vistialreadout of navi-gation radio aidreceivers

N/ A

Instrument panel

Instillment panel

Cockpit console

Instrument panel

Figure 6-6. - Electronic equipment (H14-3F) (Continued).

INTERCOMMUNICATION SYSTEM.SICSAN/AIC-113

The AN/ AIC-18 intercommunication system(ICS) provides communication between the variouscrewmembers. The ICS also links the audio channelsof the communication and associated electronicequipmemi '. to provide simplified control and simulta-neous operation. The system is controlled throughidentical ICS control and monitor panels providedfor the pilot, copilot, and avionicsnmn (figures 6-7and 6-9). In addition, the copilot has a remote ICSswitch. The hoist station is equipped with a monitorpanel, ICS station, and a hot mike switch (figure 6-11). The cabin aircrewman's station (jump seat) isequipped with an ICS station and a monitor pimel(figure 6-8). The aft cabin station is equipped withan ICS station and a hot mike switch (figure 6-8).

The ICS circuits for the pilot, copilot, avionics-man, and crewman are powered by the DC primarybus. The forward and aft exterior ICS receptaclesare on the crewman's ICS circuit (figure 6-10).When the aft external ICS receptacle is in use, the

6-11

aft cabin ICS station is inoperative. The pilot's andavionicsman's ICS circuits are protected by circuitbreakers on the pilot's circuit breaker panel. The cir-cuit breakers are marked PILOT and NAV underthe general headings DC, PRI, and ICS. The copi-lot's and crewman's ICS circuits are protected bvcircuit breakers on the copilot's circuit breakerpanel. The circuit breakers are marked CO-PLT andCREW under the general headings DC, PRI, andICS.

NOTE

If any of the ICS cirenit breakers pop, completecommunication capability (ICS, CALL, RADIOS,and HOT MIKE) is lost to the respective position.

ICS CONTROLThe ICS control, marked INTER, is a panel

mounted assemblv on the pilot's, copilot's and avion-icsman's console. All switches and control are frontmounted ex,2ept the external talk switch. Seven sepa-rate combination monitor selector-volume controlsenable monitoring and individual listening level ad-justment of the seven audio lines. The associated

L((c

ADV T AC MT NAV MKR (ICN06'

ICS MONITOR CON T ROL

ICS CONT ROL

JACK

AT AVIONI OSMAN RADIO ST ATI ON

AVI 0 NI CS MANRADI 0 ST AT I ON

Figure 6-7. ICS system avionicsman AN/AIC-18.

monitor switches are pulled out to monitor the de-sired audio lines. The level of the individual dudioline is adjusted by rotating the associated monitorvolume control. The six-monitor selector/volumecontrols used are marked: INT, UHF, VHF, HOTMIC LISTEN, HF, and FM. A HOT MIC TALKswitch is also on this panel. A rotary selector switchenables transmission and reception on ICS or se-lected radio comnmnications systems. The switch ismarked INT, UHF, VHF, HF, and FM. The externaltalk switches control operation of the selected trans-mitter. The ICS control panel also contains a VOLcontrol to adjust the signal level to the associatedheadphones, a HOT MIC TALK on-off switch, anda CALL button for emergency call operation.

6-12

The ICS controls provide four modes of micro-phone operation: one luutton, two button, HOTMIC, and CALL. The avionicsman has one-buttonoperation, which provides a capability to talk on theinterphone line or a radio transmitter, as selected bythe rotary selector switch. Two-button operation is aL:ode whereby the pilot and copilot may talk on theinterphone line or a selected radio transmitter with-out the need for operating the selector switch on theICS control panel. The capability is provided byrocker switches on the pilot's and copilot's cyclicpitch stick. In addition, the copilot may talk on in-terphone or a selected radio by using the copilot'sremote ICS switch. HOT MIC operation provideshand-free intercommunication. Call operation pro-vides exalted intercommonication for high-priorityor emergency- messages. The call signal is heard atleast six decibels louder than any other signalpresent.

ICS STATIONThe ICS station is a bulkhead-mounted assenthly

with two controls mounted on the front panel. TheVOLUME control adjusts the signal level to theheadphones. The CALL button, which has a capguard and chain, prov:des for emergency call opera-tion on the interphone line. A plug connector and as-sociated cable is used to connect the headset-micro-phone to the ICS station. The plug connector is atelephone jack with a push-to-talk switch and dip.(See figures 6-14 and 6-15.)

ICS MONITOR CONTROLThe monitor panel, marked RAD, is a panel

mounted assembly with eight combination monitorselector/volume controls. At the pilot's, copilot's andavionicsman's consoles, only four are used, and theyare marked ADF, TAG, VHF NAV, and MKR BCN.These monitor switch-volume controls permit moni-toring of navigational systems which have outputsignals in the au udio range. The hoist operator's andcabin aircrewman's sta:ions are equipped with amonitor pane!, inarkQd RAD and HOIST OPERA-TOR, :Ind seven of thc eight monitor selector/vo!nme conu-&- are used. They are marked INT,UHF, HI', WC LISTEN, VHF, FM, andADF. These contmls perunit monitoring and individ-ual listening level adjustment.

HOT MIKE SWITCHThe hc-ist operator and aft cabm stations are

equipped with a two-position HOT MIKE switchwith the marked positions ON and OFF. 1 his switchpermits hands-free intercommunication. (See fir:6-11.)

8 i

- Gym

-- ,-.

0 (--)!., j

I Vle.n.'eM IUNI 1 ON BOX1101,1 OP FRATt:11-.. 1 AI3I S Al P11...4,1kti 1ti ,AND AFT C.All I N I SrL1IC ',MUST CA r IN ST A T T

MC-1.swami

0C 0 0,510.1 1p

um- .5, Copuor .s, AND MI 0.,ISRAN1..RCOOTUN CAT TON Sr! OONT SOL

Stql3Z-tAt.11.1-1

ro4 ro.11

,

7

101 1:010 ,

rt=4,1M-41

'1 LAT 1N AND COPILOTC. ICU :171 CK ORM

I;;2.74Th

NRER0,1

(.;

ior 1 -WW1 A1 I. 1,1 I.% 1 . h %N1

Figure 6-8. - INTERCOM system components - location diagram.

6-13

8 8

_

1101 -.1 011 4.11; s ANDAFT 110T MI

Nw 1 1.111...N14e1:.

BEST COPY AVAILABLE

0 0 0 °LISTENINT HF UHF Fki VHF HOT WC

0 0 0 ()IA"VOL

11

CALL

DETAIL A

ADF TAC VHF NAV tAKR BCN

DETAIL 8

ICS ROCKER SWITCH, PILOT'S AND COPILOT'SDETAIL C

'LOG LTS

EXTEND

RETRACT

.3*REMOTE ICS

OFF

RADIO

ICS SWITCH PANEL, REMOTE, COPILOT'S

DETAIL D

SEE DETAILA AND B

SEE DETAIL D

SEE DETAIL A AND B

SEE DETAIL C

Figure 6-9. ICS system pilot and copilot AN/AIC-18.

6-14

Ci

FWD EXTERNAL ICSRECEPTACLES

AFT EXTERNAL ICSRECEPTACLES

( AL L

F ECM

,CS ST AL ON

UHF HF HOT HICFM

HOIST OPER

,CS AON TOR CONTROL

AT 10,ST OPE4ATOR'S RAMO ST AT 'ON

HOIST OPERATOR'SRADIO STATION

"01111

S 8621 (C3)

Figure 6-10. - ICS External stations Figure 6-11. ICS system hoist operatorAN /MC-18.AN / AIC-18.

COMPONENT FUNCTION

Interconnnunication Set Provides selection of commuincations reception-transmission and ill-Controls terconnnimication control to pilot, copilot, and avioilicsmaii stations.

Intercomnumication Station Provides intercommunications for hoist operator, cabin aircrew-Panels inan, and aft cabin stations. Cabin aircrewman and aft cabin

stations are electrically connected to fore-and-aft external ICSreceptacks.

Monitor Panels Provides additional numitoring circuits for pilot, copilot, avionics-mini, cabin aircrewman, and hoist operator station is.

Figure 6-12A. Intercom Equipment Components Leading Particulars.

6-15

COMPONENT

INTERCO:A Junction Box

ICS-RADIO Switches

Microphone SwitchCord .Assemblv

I1eadset NlicrophoneCopilot REMOTE ICS-RADIOSwitch

External fore-and-aftICS receptacles

Hot Mike Switches

Junction Box

FUNCTION

Provides kmal for and distributes interc(mummication, communi-cation, zual r.ivigation audio input and output signals.

Allows pilot an.1 copilot to key INTERCON1 system or selectedcommunication system. Provides ground path when pressed toICS or RADIO.

Allows ayionicsinan to key selected INTIlICOM or communica-tion systems. Allmvs crewman to key INTERCON1 system.

Provides means of contimmication. When positioned to ICS, al-lows copilot hands-off INTERCOM key operation. Spring-loadedR.ADIO position returns to OFF when released.

Provides electrical connection to cabin aircrewman and aft cabinstations for outside helicopter coimminications.

Allows hoist operator and aft cabin stations to transmit on hot

Provides electrical connection for crewman's microphone switchcord asseinbly.

Figure 6-12B. - Associated Equipment Components.

NORMALSTATION INTERCOM

Pilot XCopilot XAvionicsman XHoist XOperatorAft Cabin XCabin Air XCrewmaii

CALLINTERCOM

HOT MIKE COMM /NAN' COMMINTERCOM RECEPTION TRANSN1ISSION

Figure 6-13. Station Modes of Operation.

6-16

91

tIOT MocE

OFF

CA1

VOLUME

ICS STATION

AT AFT CABIN RADIO STATION

AFT CABINRADIO STATION

FOire 6-14. ICS system aft cabinstation AN/ AIC-18.

UHF/COMM RADIO SET AN/ARC-51A

The UHF/COMM system AN/ARC-51A is com-posed of a receiver-transmitter and a control panel.The set provides two-way voice communicaticn be-tween land-based, seaborne, or airborne stations.This can be accomplished on any one of 20 presetfrequencies, or by manually selecting any one of:3,5(X) channels spaced at 50 KHz intervals withinthe equipment's frequency range of 225.0 through:399.95 MHz. The radio set includes a guard receiverwhich permits continuous monitofing of the guardfrequency at the same time the main transmitter

6-17

MC k

'CS STATiON

AT JUMP SEAT RADIO STAflON

JUMP SEATRADIO STATION

Figure 6-15. - ICS system jump seat AN/AIC-18.(Radio monitor panel not shown)

receiver is tuned to a tactical frequency. In addition,the radio set provides automatic direction finding(ADF) in conjunction with the direction findinggroup DF-301. Magnetic bearing will be displayedby the NO. 1 pointer on both RMI's.

The UHF/COMM system is equipped with twoantennas. The antenna normally used is locatedabove the cockpit, and the alternate antenna is lo-cated aft on the bottom of the pylon. The alternateantenna is used to eliminate UHF transmission andreception dead spots. The An/ARC-51A UHF radioset is powered from the No. 2 AC primary bus andthe DC primary bus. The circuits are protected bycircuit breakers on the pilot's circuit breaker panel.The AC circuit breaker is marked UHF under thegeneral heading NO. 2 AC PRI. The DC circuitbreaker is marked UHF under the general headingsDC and PRI.

C 2 2 5 . 0 0 )

UHF/COMM CONTROL PANELThe operating controls on the AN/ARC-51A

radio control panel (figure 6-16) are the function se-lector, the mode selector, the preset channel control,the preset channel indicator, the frequency selec-tors, the frequency display window, the volume con-trol, and the squelch disable switch.

MODE SELECTOR FUNCTION SELECTOR

6II

PRE SECHAN

SO DISABL E

OF F ON

MAN-MC

GOXMiT

v L

COD

S 8625 (R2)

Figure 6-16. UHF/COMM radio AN/ARC-51A.

Func.. SelectorThe function selector has four positions: OFF,

T/R +G, and ADF. In the OFF position, allpower is removed from the equipment. The T/Rposition energizes the receiver-transmitter, and theT/R +G energizes the receiver-transmitter andguard receiver. In the ADF position, the DF-301 isenergized to provide automatic direction findingoperation.

Mode SelectorThe mode selector has three positions: PRESET

CHAN, VAN, and GD XMIT. The PRESET CHANposition permits selection of one of 20 preset chan-nels by means of a preset channel control. In theMAN positions, 3,500 frequency channels may beselected by use of the manual frequency selectors.The GD XMIT position selects the preset guard fre-quency for the transmitter and receiver, with thefunction selector set at T/R. Setting the function se-lector to T/R +G, with the mode selector set at GDXMIT, turns the guard receiver on and places thetransmitter, guard receiver, and main receiver on theguard frequency.

Preset Channel ControlThe preset channel control selects any one of the

20 preset channels. The preset channel indicator dis-plays the preset channel.

Frequency SelectorsFrequency selectors provide manual frequency

selection when the mode selector is set at NIAN.

VOL controlThe VOL c(mtrol adjusts the audio level of the re-

ceiver.

SQ Disable SwitchThe SQ DISABLE switch has two positions. In the

ON position, the receiver squelch is disabled. In theOFF position, the receiver squelch circuit is unaffected.

Antenna Selector SwitchThe antelina selector switch, marked FOR-

WARD and AFT, is on the UHF ANTENNA switchpanel (figure 6-17) located on the center console.

6-18

Fr

SHORT D

R

LONG E

()MrANTE NINAFORWARD

AFT

S 8626 (R2,

Figure 6-17. - UI IF switch panel.

UHF/COMM OPERATIONTo Turn Set On:

1. Function Switch (UHF/CONINI ControlPanel) - AS REQUIRED.Antenna Switch (UHF ANTENNA SwitchPanel) - AS REQUIRED. (See figure6-17.)

:3. ICS Nlonitor Selector/Volume ControlUHF.

4. ICS Transmit Selector Switch - UIIF.5. Squelch Disable Switch OFF.6. Volume Control Knob (UI1F/COM NI (on-

trol Panel) - AS REQUIRED.7. Nlode Selector (UHF/CONIM (ontrol

Panel) - AS REQUIRED.8. Preset Channel Control (UllF/CONINI

Contml Panel - AS REQUIRED.9. To Transmit DEPRESS TIIE MICRO-

PHONE TRIGGER SWITCH ON TIIECYCLIC S rICK GRIP TO TIIE RADIOPOSITION, AND SPEAK INT() TIIEMICROPHONE.

9.

To Secure Seti. Function Switch (UIIF/CONINI ( ontrol

Panel) OFF.

9

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SELF-QUIZ # 6

PLEASE NOTE: Manv students study ONLY the self-quizzes and pamphlet review quiz, thinking that thiswill be enough to imss the End-of-Course Test. THIS IS NOT TRUE. The End-of-Course Test is based on thestated course objectives. To pass the EOCT, you must study all the course material.

1. The IIH-3F has a TOTAL of ICSstatiolis.

A. twoB. fourC. sixD. eight

2. Two-button operation is a mode of micro-phone operation provided by the ICS controls. Byselecting this mode, the pilot has

A. the capability to talk on the interphone lineas selected by the rotary selector switch

B. the capability to talk on the Mterphone linewitlmut operating the selector switch onthe ICS control panel

C. free-hand intercommunicationsD. exalted intercommunication for high-prior-

ity messages

:3. Which stations are equipped with a "Hot-Mike" two-position toggle switch?

1. Pilot2. Copilot:3. A vionicsman4. Hoist operator5. Aft cabin

A. 1 and 3 onlyB. 4 and 5 onlyC. 1, 2, and 4 onlyD. 1, 2, 4, and 5

6-21

4. The antenna normally used for the UHF/COMM system is located

A. above the cockpitB. on the right side of the fuselageC. aft on top of the pylonD. aft on the bottom of the pylon

5. The AN/ARN-51A UHF radio set gets itsPmver from

A. 28V DC and No. 2 AC radio busB. 26V DC and No. 1 AC radio busC. No. 1 AC primary bus and DC primary

busD. No. 2 AC primary bus and DC primary

bus

6. The UHF antenna selector switch is locatedon the

A. instniment panelB. overhead switch panelC. center c.msoleD. radio control panel

ANSWERS TO SELF-QUIZ 46

Following are the correct answers and references to the text pages which cover each question and correctanswer. To he sure You understand the answers to those questions von missed. N on should restudy the refer-enced portions of the text.

QUESTION ANSWER REF.

1 C 6-10o B 6-12:3 B 6-124 A 6-195 D 6-176 C 6-18

COMMUNICATION SYSTEMS (cont)

Reading Assignment:Pages 7-1 through 7-8

OBJECTIVES

To successfully complete this assignment. V-on most study the text and master the following objectives:

Explain the operation and leading particulars of the following 1-111-3F systems:

1. RT-9600 VIIF-FNI

2. AN/ARC-84 VHF

:3. AN/ARC-94 HF

4. .AN/APX-72 IFF

VHF-FM/COMM RADIO SET RT-9600

The VIIF-FM CONIM System HT-9600 is com-posed of a receiver-transmitter and a control panel.The set provides two-way voice communications be-tween land based, seaborne, or airborne stations.The csommunications may be on any one of 9600manually selected channels spaced at 2.5 kHz incre-ments in the 1:50.(XX) to 173.9975 MHz frequencyrange. The set includes a two channel guard receiverwi:11 a priority interrupt function. These guard chan-ne!s can be set to any frequency in the 150.0(X) to1T:3.9975 NI Hz range. The international VHF-FMguard frequency is 156.800 MHz. The RT-9600 isused in conjunction with the DF-301 Homer. It ispowered by the DC Primary Bus and is protected bya circuit !weaker marked FN1 on the pilot's overheadcircuit breaker panel under the general headingsDC. PRI. and VHF.

VHF-FM/COMM CONTROL PANEL(See figure 7-1.)

The C-961 used with the RT-9600 has 11 presetand 9600 manual channels. The preset channels areprogrammed in the C-961 by the placement of dio-des in the printed circuit boards. The frequency in-formation is sent over 17 wires in binary form( BCD) Binary' Coded Decimal, to the RT-9600.

The 11 preset chalmels in the C-961 can be oper-ated simplex or duplex, with or without tone squelchby the placenlent of diodes on the channel cardswith no limitations on the transmit to receiver fre-quency spacing.

VHF-FM/COMM OPERATIONTo Turn Set ON

I. Function selector switch (VHF-IFNI/CONINI control paneh - AS REQUIRED.

2. ICS receiver select switch - FM - ON.

3. ICS transmit select switch - FNI.

4. Frequency selector switches (VHF-FM/(:ON1M control panel) - AS REQUIRED.

5. III LOW MR switch (VIIF-FNI /CON1N1control panel) - AS REQUIRED.

6. VOL control kimbs (V1117-FM ICON1N1(Solaro! panel - AS DESIRI.:D.

7. Squelch control knobs (V1117-FN1/CON1N1(ola ml panel) AS REQUIRED.

Standard D/us raomountmg 51. )nctiesj14 6 cm) wrdemches 15 7 cm hJgh

Volume ControLAdjusts dewed mamrecerver audro usterunglevel

Manual squelChAdjusts desrred maInrecerver squelch r,:vel

Manual trequenc).selector Almwsse)ect)On Or 9600Manners from 150 to174 MH: o 2 5 eh:,norerrent,

lute) hairy lIghtedMumlowneel trequenDeselector

Preset channel selectorSelects 11 prE vetchannel-, whrch may heany corr-)matJon orsJmplev or puSil IO talkduple» E dge ht par, t,

Prml frgunr isI abI Ir,d cotsT X, XX and guard T X

IT\ 7

e...

CHANNEL --1

1 li EgjelilliVHFFM

SOUELCI4 TR TR G1 SQUELCHOFF TR. G2

NO4111).0, MAI ' FU CTION GUAR

HIP

VILO MAIN

ilk.'

R (.404ii.41.

T.--'

Marn receIver squelch On Oh guard selectorlamp InOICafes sIonalOn mam receIver

skrotCh Select ertherno guard or the desrred01,ard channel JtwoavaIlable)

VHF/COMM RADIO SET AN kRC-84

twrart1 squelch )ampIndIcates SIgnal onguard recel. er

Figure 7-1.

The VIIF/(;OMM system AN/ARC-84 is com-posed of a receiv(,r, a transmitter, and a control panelThe set provides two-way voice communication be-tween land based, seaborne and airborne stations. Thetransmitter and receiver are designed to operate oncrystal controlled channels spaced 50 kHz apart. Therange of the transmitter is 118.0 through 135.95 MHz,and the range of the receiver is 108.0 through 135.95MHz. In addition, the receiver is designed to operatein conjunction with the DF-301 direction finder toallow VIIF-ADF homing. Magnetic 1)earing will bedisplayed by the No. 1 pointer of both EMI's. TheVI IF receiver and transmitter are powered by the DCprimary bus. The receiver and transmitter are pro-tected by circuit breakers on the pilot's circuit breakerpanel The circuit breakers are marked RCVR andXMTR, respectively, under the general headings DC,PRI. and VI IF.

7-2

VO)ume (001101 Manual squelchAdjusts desrled guard Adjusts desrred guardrecerver dud.° lIsten)ng recerver squelch levellevel

Transma lampIndrcates transmoterernrson

VTransmrt frequencyselector SelectstransmIssIon on ma,nor guard frequency'

Iransmrt power swrtchSelect transmrtterpower oulpuf Of 1 wanor 10 watts

VHF/COMM CONTROL PANELThe operating controls e. 01,;jded by a control

panel (figure 7-3), marked k OMNI, located on thecockpit center console. The panel consists of twofrequency selectors, the frequency display window,the off-on/ vohune control, a squelch cmitrol, amoinentary VHF-ADF homing select switch, a VORmomentar. check switch, and a mode selectorswitch.

Frequency SelectorsThe frequency selectors mechanically select and

display frequencies spaced SO kIIz apart over the108.00 through 135.95 MHz range.

VOL OFF SwitchThe VOL OFF switch provides power control to

the radio set and adjusts the audio level of the re-ceiver.

9 'J

.2))'0 0

1

Figure 7-2. VI IF

A\.

) \ I \ I 6,1. t ii it

7-.3

CO M?.1

FREQUENCYSit ECTORS

srlF 2r;tf mOMEN TAR rr,OKA NC SvoT Cr

antenna, a coupler and a coupler blower. The systempmvides two_wav voice communication betweenland-based, seaborne and airborne stations. The op-erating frequency range is from 2.0 to 29.999 MHz,divided into 28,0()0 discrete channels in one KHz in-crements. The HF/CONINI syst,An receives andtransmits on either single sideband (USB or LSB) oramplitude modulated equivalent (AN1). The receivertransmitter and the coupler blower are both pow-

Figur, 7-3. - VHF/CON1N1 radio AN/ ARC-84. ered by the No. 2 AC primary bus. The radio setuses 400-Hz three-phase 115-volt AC, and the coup-ler blower uses 4(X)-Hz single-phase 115-volt AC

SQ Control power. Each unit is protected by a circuit breaker onThe SQ control eliminates receiver background the pilot's circuit breaker panel. The circuit oreaker

noise, is under the general heading NO. 2 AC PRI. The re-ceiver and transmitter circuit breaker is marked HF,

..ADF Switch and the coupler blower circuit breaker is marked HFThe momentary ADF homing select switch dis- COUPLER BLOW *.T. The control circuit

plays magnetic bearing with the No. 1 pointer of nates the avionicsman's LIF (figure 7-7) control lighteach RNII, as long a ie switch is held clown. and is powered by the DC primary bus. This circuit

is protected by a circuit breaker on the pilot's circuitN'OR Check Switch breaker panel. The circuit breaker is under the gen-The VOR momentary check switch is inoperative eral headings DC PRI and is marked !IF. (Sec figure

on the VHF/COMM control panel. 7-4.)

VHF/ CONIM OPERATIONTo Turn Set On:

1. VOL OFF Switdi (VHF/COMM SelectorPan,-1) - ON.

ICS NIonitor Selector/Volume ControlVHF.

:3. ICS Transmit Select Switch VIIF.

4. Vrequency Selectors (VIIF/COMNI Con-trol Panel) - .\S REQUIRED.

5. SQ Control (VHF/CONIN1 (ontrolPanel) - AS REQUIRED.

6. To transmit DEPRESS THE MICRO-PHONE TRIGGER SWITCH ON THECYCLIC STICK GRIP TO TIIE RADIOPOSITION, AND SPEAK INT() TIIENI ICROPHON E.

To Secure Set:I. VOL OFF Switch (VIIF/CONINI ( ;ontrol

Panel) OFF.

11F/CONINI RADIO SET 1tN/ARC-94

IIF/CONINI system AN/ARC-94 consists ofit rceciver-trallswitter. two control panels. an

7-4

HF/CONIM OPERATING CONTROLSThe system is remotely controlled by either one

of two control panels (figure 7-5) marked IIF. Onecqmitrol panel is located on the copilot's console andthe other on the avionicsman's console. In addition,the copilot's console contaius au HF/COMM switchpanel (figure 7-6), with marked positions RADIONAV and COPILOT. This switch permits the co-pilot to transfer control to or remove control fromthe avionicsman's control panel. The COPILOTposition gives control of the set to the copilot, andthe RADIO NAN' position gives control of the set tothe ayionicsman. An advisory light (figure 7-7),marked IIF CTR, is illuminated on the avionics-man's console above the IIF/CONIN1 contml panelwhen the avionicsman has control. Both 1IF controipanek contain a Inc Kie selector, four frequency se-lector knoir: and associated display window. and anRI: sensitivity control.

Nfode SelectorThe mode selector has four marked positions:

OFF, USB, LSB, and ANI. The Off: poremoves aircraft power from the set. The USB posi-tion selects upper sideband operation, and the LSBposition selects lower sideband Operation. 'The AN1position provi(les aniplitude modulation operati,.)11 ofthe radio.

CL AMP

L SPLICE CAP

STRAIN INSULATOR

ANTENNA INSTALLATION STI42 40701 I

LEAD THROUGHELBOw

\ ANTENNASUPPORTSLEEVE

NIPPLE

TERMINAL LUG

LEAD IN WIRE

ANTENNA LEAD THROUGHINSULATOR

/-SwISEL SLEEVE

al7L:3ANTENNA TAAE.uPINNIM41

.N5uLAT V CAP

(=CI

SWIVEL /11- LOCKING RINGSLEEVEZ

0

SEAL

STAA c _AIDP

RE, A, BO,4._ AV A AND VS

0 0

RECEIVER TRANSMITTERR 648/ARC 94

MOUNTING PAT .2641 ARC 94

0!BLOWER

81

BONDING JumPERANT ENNA COUPLER

470T 1

Figure 7-4. - IIF/COMM tivstem components location diatf,ram.

,

ANTENNA COUPLER490T.1

m00u,NT NG TRAY

ADAPTER ASSEmBLY1S.1L.2

Figure 7-5. - HF/COMM radio AN/ARC-94.

Figure 7-6. LW/ COMM switch panel.

REFHF CDAM

LLANTROL PANEL

Figure 7-7. - HF/COMM control advisory light.

Frequency Control(See figure 7-5.)The control panels each have a frequency display

'1?it reads in megahertz and four frequency) select operating frequencies.

-olay control marked RF SENS

adjusts tiic receiver sensitivity of the receiver-trans-mitter.

WARN TN

Din-ing ground operation of the AN/ARC-94, ensurethat personnel are clear of the antenna. Seriousburns may resnit if bodily contact is nmde with theantenna during ground operation.

7-6

WARNING

Do not transmit in :3.0 and 3.6 MHz range duringdoppler or coupler hover operation. Transmission inthis range will result in erratic aircraft attitnde.

'IF/COMM RADIO SET AN/ARC-94OPERATION

To Put The Equipment Into Operation:I. PF7COMM Control Selector Switch (I-IF/

COMM Switch Panel) AS REQUIRED.(See figure 7-6.)

o. Mode Selecto: (IIF/COMM ControlPanel) - AS REQUIRED.

3. ICS Nlonitor Selector/Volume ControlHF.

4. ICS Transmit Selector Switch - HF.

5. Frequency Selector (HF7CONINI ControlPanel) - AS REQUIRED.

NOTE

While set is channeling, no background noise will beheard in the headset. The channeling cycle is com-plete when background noise is heard.

6. Microphone Switch DEPRESS MO-N1ENTARILY.

NOTE

When microphone switch is depressed, a one kHztone will be heard in the headset. When the tonestups, antenna loading is complete and the set isready for operation.

7. To Transmit DEPRESS MICRO-N-1(

St: !+'. tAt:

1. hinctiou Selector Switch (11F/CONIN1Control Panel) - OFF.

AIMS/IFF TRANSPONDER AN/APX-72

The .AN/APX-72 AIN1S/IFF transponder is com-posed of a 7eceiver-transmitter, a transponder setcontrol, a transponder inflight test set, an altimeter

1

encoder. and an antenna. 'I-he transponder provklesIFF identification in response to coded interroga-tions from ground, seaborne, or airborne stations. Inaddition, the signals returned from the IFF trans-ponder can be used by the interrogating station todeternUne range and azimuth information. The IFFtransponder is powered by the DC primary bus andthe NO. 2 AC primary bus. These circuits are pro-tected by circuit lweakers on the pilot's circuitbreaker panel. There are two DC circuit breakers,marked PWR and TEST under the general headingsDC. PRI. and IR'''. The .AC circuit breaker ismarked IFF (4:\ wider the general heading NO. 2

PRI.

AIMS/IFF TRANSPONDER CONTROL PANELThe transponder control panel (figure 7-8),

marked WE is located on *he cockpit console. Thepanel contains a nmster switch, mode enable toggleswitches, code setting dials, an identification posi-tion (IDENT) toggle switch, mode 2 code settingdials, a BAD TEST-OUT-MON switch, and mode 4controls.

NIaster SwitchThe NIASTER switch selects five conditions of

operation: OFF, STBY, LOW, NORM, and EMER.In OFF, power is not applied to the set components.In STRY (:!.andlw), power is applied to components,the transponder is warmed up ready to respond, butno signals will be transmitted. In LOW, receiver

MODE 4 SA ICH

MODE 4 TESTIDGCL E SNITCH

4 ENABLECLE SNITCH

&AO DE 4REPLYL,OH

sensitivity is reduced by a preset amount such thatonly higher energy signals will trigger the transpon-der. In NORM, the transponder will operate at nor-mal sensitivity and respond to interrogations in ac-cordance with settings of other controls. In EMER(emergency), emergency signal responses will betransmitted in modes 1, 2. or 3/A regardless of thesettings of the mode control toggle switches. A de-tent prevents accidental selection of the ENIER posi-tion. To bypass the detent, raise the center cap onthe switch.

Mode Enable Toggle SwitchesFour toggle switches, marked NI-1, NI-2, NI-/A,

and NI-C, have three marked positiom OUT, ON,and TEST. The OUT (down) position prevents re-sponses in each mode. The ON (center) position per-mits responses in each mode. The TEST (up) posi-tion will illuminate the TEST light in the upper sec-tion of the control box if the tiansponder is replying.

NOTE

Nlode C, %vhen selected, operates in conjunctionwith the pilots AAU-21/ A or AAU-32/A pressure al-timeter-encoder to automatically provide encodedpressure altitude information from the helicopter tointerrogating ground stations with Mode C decodingcapability. Mode C operates independently of theother modes selected.

CODE SET TING DIALS

Figure 7-8. - AIMS/IFF Transponder AN/ APX-72.

7-7

STEP SNITCH

Code Setting DialsNlake desired mode 1 settings on the two numeral

wheels marked MODE 1. MODE 1 selects a desiredcode from 00 through 73. Make the desired mode3/A settings on the four numeral wheels markedMODE 3/A. MODE 3/A selects a desired codefrom (XXX) through 7777. On the right sic], r eachnumeral, in the windowc .ver ,. of thecontrol box, is a proti .,unted spike. Light fin-ger pressure on the spikes, either up or down, willrotate the numeral wheels.

Identification Position (IDENT) Toggle SwitchAt the lower right of the control unit is a three-

position toggle switch with the marked positionsIDENT. OUT, and MIC. To provide approximately20 seconds of IDENT signals on modes 1, 2, or 3/A,prcss this toggle switch momentarily upward to theIDENT position. A spring-load will return theswitch to OUT or center position. To provide ap-proximately 20 seconds of IDENT signals on thosemodes each time the UHF' -.adio is keyed, set thetoggle switch to MIC.

Mode 2 Code Setting DialsMode 2 settings must be made on the transpon-

der front panel, marked NIODE 2. Four numeral

windows display the selected codes. Light fingerpressure either up or down on the blunted spikes atthe right of each numeral will rotate the numeralwheels. MODE 2 selects a desired cod,. (XXX)

through 7777.

NOTE

The transponder is located in the electronics com-partment; therefore, MODE 2 settings must bemade before flight.

RAD Test-Out-MON SwitchThis switch is on the right center of the control

unit. The RAD TEST position is used for mainte-nance test only. OFF disables the switch, and MONenables monitoring of the transponder replies to ex-ternal interrogations. The TEST light will illuminateif the transponder is replying.

Mode 4 ControlsThe mode 4 controls on the left side of the panel

are inoperative in this installation.

SELF-QUIZ # 7

PLEASE NOTE: Nlany students study ONLY the self-quizzes and pamphlet review quiz. thinking that thiswill be enough to pass the End-of-Courses Test. THIS iS NOT TBUE. The End-of-Courses Test is based on thestated courses objectives. To pass ;Ise EOCT. you must study all the c,,urse material.

1. The VIIF-FM guard frequency is N111z. 5. Which of the below is NOT a position tat the11F/(A)NIN1 mode selector?

A. 156.8(X)B. 156.9(X)C. 158.8(X) A. AN1D. 159.8(X) B. US13

C. LSB2. The main receiver squelch lamp on the C-961 D. ON

illuminates when

A. the 11T-96(X) is transmittingB. the receiver squelch circuit failsC. a signal is received in the main receiverD. it is hat safe to transt.lit

:3. The frequency range of the AN/ARC-84receiver is MHz.

A. 108.0 - 1:35.95B. 108.0 139.55C. 118.0 135.95D. 118.0 139.95

4. Which opet atiye controls does the VHF/CONINI control panel contain?

1. OFF-ON/volume control2. Squelch control3. Half duplex switch4. VOR momentary check switcli

A. 1 and 2 onlyB. :3 and 4 onlyC. 2, 3, and 4 onlyD. 1, 2, :3, and 4

6. After the frequency selector on the .AN/ARC-94 control is shifted to a new frequency, the eqnip-ment is ready for two-way communications vtien

A. a fretp ICI Icy iti selectedB. thc tone stopsC. the channeling cycle is completeD. a background noise is heard

7. The AN/ APX-72 IFF transponder is capableof transmitting emergenc signal responses in whichmode(s)?

.A. I onlyB. 2 onlyC. 3/A only13. of the abo\

ANSWERS TO SELF-QUIZ 7

ronowintz, arcs the correct answers and references to the text pages which cover each question and correctanswer. To be sure you understand the answers to those questions von missed, von should restudy the refer-enced portions of the text.

QUESTION ANSWER REF.

1 A 7-1..) C 7--):1 A 7--)4 A 7-45 D 7-46 B 7-67 D 7-7

NAVIGATION SYSTEMS,

Reading Assignment:Pages 8-1 through 8-9

OBJECTIVES

To successfully complete this assignment, you must studv the text and master the following objectives:

Explain the operation and leading particulars of the following HH-3F systems:

1. DF-301E Automatic Direction Finder

2. N/RN-123 OMNI, ILS, Marker Beacon receiver

3. AN/ ARN-118 TACAN

4. N/RN-89 ADF

DIREcTION FINDER GROUP DEja(UHF/VHF/VELF-FM/ADF) SYSTEM

The direction finder indicate +be relative bearingof, and homes on, signals received by the UHF,VHF and VHF-FM Communications systems. TheDF-301 Direction Finder receives HE' signaisthrough its antenna and sends them to the associatedIA IF, VHF, or VHF-FM system which in turn sendsback an audio signal to the DF-301. This audio isprocessed and changed into relative bearing infor-mation and fed to indicators in the cockpit. (See fig-ue 8-1.) The relative bearing information is read asa contimmus magnetic bearing by the No. 1 pointerof both pilot's

The RF system ,. is broadband from 1(X) to 4(X)MHz, therefore frequency selectivity must beaccomplished by the associated communicationreceivers.

The DF-301E is comprised of two sectionshoused in a single unit: a solid-state UHF/VHF an-tenna, and switching control, filter/detector, servo-motor control and power supplies. The cardiod pa!tern of the antenna is electronically rotated by a 5.68KIIz signal which reverses direction of rotation

every 20 cycles. The DF-301E requires 27.5 VDCprimary power and 26VAC 4(X) Hz indicator power.

AMPLIFIER AM-3969/ARThe radio frequency amplifier AM-3969/AR is

used in conjuction with the DF-301E to amplify sig-nals from a distant source. It is controlled by a panellocated in the center console. (Figure 6-2.) When theswitch is in the long position, the amplifier is turnedon. When the switch is in the short position the am-plifier is turned off.

NOTE

DO NOT USE the amplifier when homing on a sig-nal source at close range, since the excessive RFstrength may cause saturation of the system and lossof Imming ability. Ensure that the switch is in theSHORT position.

RMI SELECTORAn RMI sel,-ctor switch is located on the instru-

ment panel. (Figure 8-2.) It is marked NO. 1

LF/ADF and UHF/VHF DF. Ensure that thisswitch is in the UHF/VHF DF position when lmm-ing. This connects the NO. 1 needle on the RN1I tothe DF-301E.

8-1e

ANTE

ANTENNASZGMENTSWITCH

MASTERCLOCK455 'HZ

AN LENNAROTATIONCONTROL

UHF/VHFPREAMPLIF,

uHF/ VHF UHF/ VHF

EQUIPMENT NOT PART OF OF- 301E

COMMUNICATION ANTENNA

COAXIALSWITCH

UHF/VHF

AIRBORNERECEIVER

TOROIJEXMTR

ACMOTOR

GENERATORRESOLVE R

TO BEARINGINDIC ATOR

MOTORCONTROL

AUDIOAMPLIFIER

Figure 8-1. - ADF Functional Block Diagram.

rgRrCTION FINDER nPFRATioNTo Turn Set On Using UHF/COMM System:

1. Function Switch (UHF/COMM ControlPanel) ADF.

2. ICS Monitor Selector/Volume ControlUHF.

:3. RNII Pointer Selector (Instrument Panel)UHF/VHF DF.

4. Mode Selector (UHF/CONINI ControlPanel) AS REQUIRED.

5. Frequency Selector (UHF/COMM ControlPanel) - AS REQUIRED.

6. Vohnne Knob (UHF/CONIM ControlPanel) AS REQUIRED.

7. RF Amplifier Switch (VHF/UHF SwitchPanel) AS REQUIRED.

To Secure UHF/COMM Horning Feature;1. Function Switch !UHF/CONINI Control

Panel) AS REQUIRED.

AUDIO 4ETURN

2. RNII Pointer Selector (Instnunent Panel) -

LF/ADF.

To Turn Set On Using VHF/COMM System:I. ICS monitor Selector/Volume Control

vuE

2. RNII Pointer Selector (Instrument Panel)UHF/VHF DF.

:3. VOL OFF Switch (VHF/CONINI ControlPanel) ON.

4. Eequency Selectors (VHF/COMM Con-trol Panel) - AS REQUIRED.

5. Syielch Control (VHF/CONINI ControlPamsl) AS REQUIRED.

6. RF Amplifier Switch (VHF/ UHF SwitchPanel) AS REQUIRED.

7. NI, »entary ADF Switch (VHF/COMMControl Panel) DEPRESS.

.1(m

LONAT T. LAUNO A TOR

morE TEL EC TORKNOB

Fig-fire 8-2. - Nav auxiliary controls for VOR, ILS, TACAN and ADF.

To Secure VHF/CONIM Homing Feature:I. Momentary ADF Switch (VHF/CONINI

Control Panel) RELEASE.

To Turn Set On Using VHF/COMM System:1. ICS NIonitor Selector/Volume Control -

FM.

2. RNII Pointer Selector (Instrument Panel) -U1IF/VHF DF.

:3. Frequency Selector Switches (VHF-FNIControl Panel) - AS REQUIRED.

4. Volume Control (VHF-FM (;ontrolPanel) AS REQUIRED.

5. Squelch Control (VHF-FNI ControlPanel) AS REQUIRED.

5 8633 ,R2I

6. RF Amplifier Switch (VHF/UHF SwitchPanel) - AS REQUIRED.

7. Function Selector Switch (VHF-FM Con-trol Panel - ADF.

To Secure VHF-FM/COMM Homing Feature:I. Function Selector Switch (VHF-FM Con-

trol Panel) AS REQUIRED.

2. RNII Pointer Selector (Instrument Panel) -LF/ ADF.

VHF/NAV RADIO SET AN/ARN-123

The AN/ARN-123 receiver is a remotely located,integrated navigation package which contains a 21)0

channel VOR/ LOC receiver, a 40 channel glideslope receiver, and a marker beacon receiver. Thethree receivers perform the intended mission of theunit without depending on each other.

Visual presentation of the localizer course, VOR(manual) conrse, and the glide slope is made on boththe pilot's and copilot's attitnde indicator and courseindicators on the AN/ AYN-2 flight director. Ambi-guity in omni bearing information of a VOR (man-ual) conrse is resolved lw the to/ from arrow. Visualpresentation of heading-sensitive (automatic) VORhearing is made with the No. 2 pointer of the Mil's.

VHF OMNIRANGE (VOR)/LOCALIZER (LOC)RECEIVER SECTION

The VOR/LOC receiver section receives andprocesses VOR and localizer signals over a fre-quency range of 108.(X) to 117.95 MHz, with a chan-nd spacing of 50 KIIz. Of the 2(X) channels availa-ble, 160 are for VOR operation and 40 are for LOCoperation.

NOTE

Reverse sensing will be displayed on the ON1NICourse Indicator and Flight Directors when in-bound on a localizer back course approach.

GLIDE SLOPE (GS) RECEIVER SECTIONThe GS receiver section processes glide slope sig-

nals over a frequency range of :329.15 to :3:35.00MHz with a channel spacing of 150 KHz. Wheneverone of the 40 localizer frequencies is selected the ap-propriate GS frequency is tuned on the GS receiver.Glide slope information is fed to the OMNI CourseIndicator and the Flight Directors.

MARKER BEACON (MB) RECEIVER SECTIONThe NIB receiver section processes 75 MHz sig-

nals and converts them into an output that drivesthe marker beacon lights on the OMNI and TACANCourse Indicators and provides audio signals to thepilors and copilot's IC,/ Control Panel, NAV switch.

VHF NAN' RADIO CONTROL PANELThe VHF NAV Radio control panel (figure 8-3)

on the upper radio console (figure 8-4), contains aNAV VOL-OFF control, frequency indicator, fre-quency selector knobs, NIB VOL-OFF control, NIBSensitivity switch (LII/LO), and a VOR/MB testswitch.

8-4

NAV

0OFF

e30VOR/M13

4

108.00

MB VOL

.1 OFF

jMB SENS

LIO

Figure 8-3. AN/ ARN-123 NAV Radio Control

VHF NAV RADIO OPERATIONTo Turn The Set ON:

I. Radio master ON.

2. NAV VOL-OFF control - ON, VOLUMEAS DESIRED.

:3. NIB VOL-OFF control - ON, VOLUMEAS DESIRED.

4. NIB Sensitivity

5. Frequency selector knobs AS DESIRED.

To Turn Set Off:1. NAV VOL-OFF control - OFR

NOTE

The NAN' VOL-OFF control is the master powerswitch for the entire radio.

NOTE

If von lose AC power to the set, VOR course infor-mation will be lost. Localizer, glide slope, andmarker beacon information will continue to beprovided.

VOR/MB CHECK1. Tune in a nearby VOR station.

2. OMNI course selector :315 RADIAL.

VOR /MB test switch HOLD IN TESTPOSITION.

4. CDI needle CENTERED PLUS ORMINUS 2 DOTS.

u

needle (VOR selected) - 315 RADIALPLUS OR NIINLIS 5.

6. Both mai'ker beacon lights ON.

7. V011/N1B test switch RELEASE.

SYSTEM APPLICATION(SEE FIGURE

Tlk. airborne receiver basically consists of severalopenitional sections. The glideslope receiver sectionprovides the up/down deviation and flag alarminformation to drive the glideslope loads of theVOR/ILS indicator (CDI) and the flight guidancesystems. A VOR/LOC receiver section provides theleft/right deviation, flag alarm and to/from informa-tion to drive the VOR/LOC loads of the VOR/ILSindicator (CDI) and the flight guidance systems.

In addition, automatic c(mversion of the VORbearing provides relative bearing for driving thepointer of a Radio Magnetic Indicator (RMI). Anaudio output is also provided for voice and identifi-cation pinposes. Finally, the marker receiver section

POWER {

VOR/LOCANTENNA

GSANTENNA

MBANTENNA

COMPASSHEADING

26VAC400 HZ

27.5VDC

C.10049/ARN-123CONTROL

R-2023 ARN-123(V)VOR/LOC/GS/MBRECEIVER

provides a marker beacon output capable of drivinga standard one-lamp system or, optionally, a three-lamp system. An audio output is provided for identi-fication purposes, Three separate antenna jacks(glideslope, VI IF NAV, and marker) are provided toaccept the rf inputs for each of the correspondingreceivers,

TACAN RADIO SET AN/ARN-11 V)(TACTICAL AIR NAVIGATION)

The TACAN navigation systemA.N/ARN-118(V).is a polar coordinate navigation svsteni that is used todetermine the relative bearing and line of sight dis-tance from the aircraft to a selected TACAN station.The selected TACAN station can be ground, ship-board, Or airborne. The ground and shipboardTACAN stations are considered surface stations andsupply both bearing and line of sight distance to thehelicopter. An airborne station only' supplies line ofsight distance infonuation, unless the aircraft is espe-cially equipped with a bearing transmitter.

GS DEVIATION

GS WARNING

VOR/LOC DEVIATION

VOR/LOC WARNING

VOR TO/FRCM

OBS IN

OBS OUT

CDIID-1347C/ARNOREQUIVALENT

OBS

mml

RMI Y 'Z' OUTPUT

MB LAMP ORIVE

VOR/LOC AUOIO

MB AUDIO

Figure 8-4. System Application.

8-5

RMII D-250 D -998OREQUI VALENT

MARKER LAMP

AUDIODISTRIBUTIONSYSTEM

-1';\(:.\N navigation ..;et AN/ARN-118N) is notcapable) of tra))smitting bearing information butdoes supply line of sight distance information wheninterrogated. The maximum range of station recep-tion is governed by line of sight consideration.,. Themaximum operating range of the set is :390 nautialmiles w hen the selected station is a surface station,and 200 nautical miles when A/A operation is select-ed. The distanco display on the course indicator isonly capable of displaying a ratige up to 29C-) nauticalmiles. The TAC.AN navigation set has provisions for126 X channels and 126 Y channels. The X chiumelsare those presently in use by surfae stations. Thechannels differ from the X channek in frequency as-signment and pulse spacing.

NOTE

The Y Channels were developed to alleviate' conges-tion of the X channels, Ina have not been imple-mented in gromid stations. They are, however, avail-al de for Iltie in the' A/A mode-. Use of the Y. channelsin the A/A mode is encouraged to eliminate possibleinterference with ground stations.

Visual presentation of the TACAN course ismade on the pilot's and copilot's course" indicator ofthe AN /AYN-2 flight director and the RNIFs. Ambi-guity in TACAN hearing information of a TACAN(manual set) course is resolved by the to/fromanow. Visual presentation of (automatic) TACANbearitig is presented with the No. 2 pointer of bothMil's. The distance to a TACAN or VORTAC sta-tion or a cooperating aircraft is displayed in the dis-tance display window of the course indicator. Thedistance is read in nautical miles.

The TACAN is powered by the DC primary bus.the No. 1 AC primary bus, and 26 volts AC from theradio autotransfonner. The TACAN is protected bvtwo circuit lireakers on the mpilot's circuit !weakerpanel. The TACAN's DC primary circuit is protectedby a circuit !weaker marked TAC.AN, under the generalIleading Ix: PRI. The TACAN's No. 1 AC primary cir-cnit is pnitected by a circuit breaker marked TAC.AN(1C, tlnder the general headitig NO. 1 AC Pm.

TICAN OPERATING C:ONTROLSCootmls for the TACAN system are located on the

TA( :AN control panel on the center console (figure 8-.5). The.se controls include a function selector switch,fens channel selector switch. milts channel selectorswitch. N/I channel selector. vohnne control knob,zind self-test button. The control panel also contains atest it idicator light and a channel digital display.

Function Selector SwitchA five-position (OFF. REC, T/ A/A REC, A/A

T/ P.) function selector switch selects the noide ofoperation. OFF removes power from the set. The11E( : position allows only bearing information to be'received from a surface' station. The T/11 position al-lows both bearing information and line of sight distance data to be received from a surface station. TheA /.A REC position allows only bearing informationto be' received from a suitably equipped cooperatingaircraft.

8-6

NOTE

The 1111-3F helicopter and other Coast Guard air-craft are not suitably equipped to transmit bearinginformation) to other aircraft. This doe's not preventreception of bearing information bv the helicopterfrolll a suitably equipped aircraft of another service'.

In the A/A T/I1 positioni both bearing and line' ofsight distance' infotmation are received from anotheraircraft. If the cooperating aircraft is not equippedto transmit bearing signals, only the line of sight dis-tance will be received in this mode.

NOTE

Operation in the air-to-air mode reqinres prear-rangement with a cooperatng aircraft. The secondaircraft nmst be equipped with an air-to-air TACANwhich is set to the air-to-air mode of operation and isset 63 channels away from the channel setting of theTACAN in the first aircraft. One aircraft mav replyto as many as five others, but it will only display thedistance' to the nearest aircraft.

The TACAN navigation set requires a 90-secondwarm-up period regardless of the position selectedby the function selector switch.

Channel Selector SwitchesThe tens channel selector and units channel se-

lector are rotary switches that Wile the TACAN nav-igation set to any of 126 TACAN channels. l'he X/Ychannel selector selects either the X set of 126 chan-nels or the I* set of 126 channels.

CAUTION

The units channel selector switch contains a built-inmechanical stop tO prevent rotation past the nine 0-liposition. Do not attempt to override this mechanicalstop. Direction of switch rotation must be reversedwhen the stop is reached.

1 2

Nrolume Control KnobTlw volume control knob, marl;ed VOL, varies

the vohnne of the andio signals received from the se-lected surface station and heard through the helicop-ter intercomimmication system when the appropri-ate monitor button is pulled out.

Self-Test ButtonThe manual self-test button, marked TEST,

provides a test of a complete TACAN system, exceptfor the' antennas, when pressed.

Manual Self-Test of TACAN SystemTo initiate the self-test, select TACAN on the

VOR-TACAN selector switches, select TAC on theRNII No. 2 pointer selector switches, select a courseof 180 degrees in the copilot's course display win-dow, place the TACAN function switch in the T/Rposition, and allow 90 seconds for wann-up. Depressthe TEST lnitton and observe that the test indicatorlight illuminates for about one second, the distanceshutter and VOR-LOC flags come into view for ap-pniximately seven seconds, and the No. 2 pointers ofthe RMI's indicate 270 degrees. For the next fifteenseconds, the flags go Out of view, the distance dis-plays indicate (XX).0 (±0.5), the No. 2 pointers in-dicate 180 ( ±-3) degrees, the course deviation barcenters to within 1/2 dot and the to/from arrowindicates TO.

When the self-test is complete, all indicators re-turn to the indications displayed prior to the self-test. A failure is recorded if the test indicator lightremains on during the test and/or the indicators areout of limits. The test can be performed again in theREC mode, and if the indicator light does not comeon, the malfunction is isolated to the transmitter sec-tion and the bearing information is valid.

Automatic Self-Test of TACAN SystemAn automatic self-test occurs when the receiver

signetl becomes unreliable or the signal is lost, to en-sure that the TACAN system is operating properly.The results of the automatic self-test are the same asfor the manual self-test except that the distancesluitters and VOR-LOC flags remain in viewthroughout the test.

CAUTION

Bearing and/or distance indications may still be pre-sent when the TEST lamp is on. Such indicationscould be either partialy usable or grossly inaccurate.They should be cross-checked, using every availablemeans. Be prepared for the possibility of TACAN

8-7

equipment failure if the test indicator light illumi-nates.

TACAN OPERATIONTo Turn Set On:

1. Finiction Selector Switch (TACAN controlpanel) AS REQUIRED.

ICS Monitor Selector/ Voltnne Controlpull TA(.

3. VOR-TACAN Selector Switch (InstnnnentPanel) TACAN.

4, RNII No. 2 Pointer Selector Switch (Instru-ment Panel) - TAC.

5. Channel Selector Knob (TACAN ControlPanel) AS REQUIRED.

6. Volume Control (TACAN Control Panel)AS REQUIRED.

7. Attitude Indicator Mode Selector Knob (In-strument Panel) AS REQUIRED.

To Turn Set Off:1. Function Selector Switch (TACAN Control

Panel) OFF.

LF AUTOMATIC DIRECTION FINDER SET(LF/ADF) AN/ARN-89

The LF/ADF set AN/ARN-89 (figure 8-5) provi-des automatic or manual compass bearings with theNo. 1 pointer of the RMI on any radio signal be-tween 100 and 3,000 kHz. The tuning range is con-tinuous between these frequencies. The LF-ADFalso may function as a low-frequency communica-tions receiver.

The LF/ADF set is powered by the DC primarybus and 26 volts AC from the radio autotransformer.The LF/ADF set's DC primary circuit is protectedby a circuit breaker on the pilot's circuit breakerpanel marked LF ADF.

LF/ADF CONTROL PANELThe LF/ADF control panel contains the OFF-

COMP-AND-LOOP switch, CW-VOJCE-TESTswitch, coarse and fine frequency controls, kilohertzindicator, tuning indicator, audio control, andLOOP L-R control.

113

CHANNEL

DIGITAL

DISPLAY

VOLUME CONTROL

KNO BCHANNEL

T/RREC A/A REC

A/ATR

TENS

CHANNEL

SELECTOR

SWITCH

SELFTEST

BUTTON

X/ YCHANNELSELECTOR

TESTINDICATOR

Figure 8-5.

Figure 8-6. - LF/ADF radio AN/ARN-89.

OFF-COMP-ANT-LOOP SwitchThe OFF-COMP-ANT-LOOP switch has four

positions. In the OFF position, power is removedfrom the set. The COMP position connects both theloop and sense antennas, and the LF/ADF functionsas an ADF. In the ANT position, only the sense an-tenna is connected, and the LF/ADF functions as astandard low-frequency receiver. In the LOOP posi-tion, only the loop antenna is connected, and theLF/ADF may be used for manual direction finding.

8-8

UNITS

CHANNEL

SELECTOR

SWITCH

FUNCTION

SEL ECTORSWITCH

CW-VOICE-TEST SwitchThe CW-VOICE-TEST switch is a three-position

toggle switch, spring loaded away from the TESTposition. In the CW position, the receiver's beat fre-quency oscillator is activated to identify CWIn the VOICE position, the receiver functions as anormal AM receiver. In the TEST position. the indi-cated bearing is automatically slewed to provide acheck on ADF operation.

COARSE and FINE Frequency Contro:sThe COARSE tuning control tunes the receiver

in 100-kHz steps as indicated by the first two digitsof the kilohertz indicator. The FINE turning controltunes the receiver through 10-kHz marked incre-ments (continuous tuning) as indicated by the lasttwo digits of the kilohertz indicator.

KILOHERTZ IndicatorThe kilohertz indicator indicates the operating

frequency to which the receiver is tuned.

TUNING IndicatorThe timing indicator indicates relative signal

strength while the receiver is being tuned to aspecific radio signal.

11

AU DIO Controll'he audio control controls thts BF gain of thts re-

eeiVer while the ADE is opeating in (he ANT orLA )0P mode. When the ADE is operating in theCONIP mode, the andio control controls thts andiomaim( gain.

IA)OP L-R ControlThe loop L-R control provides for mannal posi-

Honing of the loop antenna when thts ADF is oper-ating in the manual direction-finding mode.

LF/ADF OPERATING PROCEDURESANI Receiver Mode of Operation

1. Select ADF on the ICS Monitor Selector/volume control.

-

Set the CW-VOICE-TEST switch to theVOICE position.

Set the OFF-COMP-ANT-LOOP switch tothe ANT position.

4. Adjust the coarse and fine frequency con-tmls to the desired frequency.

5. Adjust the audio control to a comfortablelisteiiing level in the headset.

:_(.311ti fl-.1C fine freqnencv control to obtainII maximum (npward) indication on thetuning indicator.

Compass Mode of Operation1. Perform the steps of operation for the ANI

receiver mode of operation.

2. Set the OFF-COMP-ANT-LOOP switch tothe COMP position.

NOTE

The # 1 needle on the remote indicator should dis-play the relative bearing of the received ground sta-tion in relation to the aircraft.

OPERATING LIMITATIONS ANDPRECAUTIONS

The LF/ADE set iS subject to the following oper-ating limitations, which arts imposed bv terrain,weather, and general operating conditions.

Night EffectAt night, radio waves reflected by the ionosphere re-

turn to the earth at some point :30 to 60 miles from thestation. This night effect niav canse the pointer to flnc-tnate. The effect is most prevalent during the periodjust before and after sunrise and sunset. Generally, thegreater the distance from the station, the greater die ef-fect. The effect can be minimized by averaging the1110-nations, by flying at a higher altitude, or by selec-ting a lower frequency station. Maxinunn night effectwill be preset with stations operating in frequencyranges above 1,(XX) kt-I2. Frequencies below 1,(XX) kHzare generally less subject to night effect.

Mountain EffectBearings taken in the vicinity of mountainous ter-

rain mae he erroneous, and the pointer may fluctuatedue to magnetic deposits or radio wave reflection.

Shoreline EffectAs radio waves pass from land to water, their di-

rection of travel is changed. Because of shoreline ef-fect, a bearing taken on an inland station from an air-craft over water is inaccurate if the bearing makes anangle of less than :30° with the shoreline. At greaterangles, bending is negligible. When taking bearingsover water, therefore, choose stations vvhich areeither right on the shore, or so located that bearingsto them make angles greater than 30° with theshoreline.

General Operating ProceduresUse the following general procedures when oper-

ating the LF-ADF set. Only headon bearings are en-tirely dependable. Keep the helicopter in a level atti-tude when taking side bearings; accurate bearingscannot be taken with the aircraft in a steep bank, es-pecially when close to a station. For manual direc-tion finding, place the OFF-COMP-ANT-LOOPswitch in the LOOP position and slew the LOOPcontrol for an aural null. When you are using theanral null method for taking bearings, the 180°ambiguity must be resolved.

8-9

I- 1 3-

SELF-QU1Z 8

PLEASE NO'PE: Many students study ONLY the self-quizz.es and pamphlet review quiz, thinking tlhit thiswill be enough to pass the End-of-Course Test. TIIIS IS NOT TRUE. The End-of-Course Test is based on thestJted course objectives. To pass the EOCT, you must stu(Iy all the course material.

I. \\lien I)F-301 equipment is used, the rela-tive bearing to a signal source is read as a continuousmagnetie bearing hv the

A. No. 2 pointer of the pilot's RN1IB. No. 1 pointer of both pilots' RN1Is(. No. 1 pointer of the copilot's RN1I onlyI). No. 2 pointer of both pilots' RNIIs

2. When homing with the DF-301 on a verystrong UHF signal, the DF range switch should be inthe position.

A. FORWARDB. AFTC. LONGD. SHORT

:3. The LOCALIZER receiver section of theA N: A 11N-123 uses of the 200 clmnnelsavailidfle.

A. 200B. 160C. 100D. 40

4. The navaid selector switch with the markedpositions VOR and TAC is located on the

A. instrument panelB. console control panelC. VI IF/NAV control panelD. oyediead radio control panel

6. The NIARKH1 BEACON operates on afrequency of

A. 90 IlzB. 50 KlIzC. 75 MHzD. 90 NIIIz

7. The TACAN distance display on the indica-tor goes up to nautical miles.

A. 126B. 200C. 299D. :390

S. Operation of the air-to-air mode of TACANrequires that the second aircraft lmve a channeldifference of channels.

A. 60B. 61C.D. 65

9. Your aircraft should have the Y channels ofthe AN/ARN-118 selected when

A.B.C.D.

using A/A with an aircraft using X channelsnavigating on ground stationsall X channels are inoperativeusing A/A with an aircraft using I channels

10. The frequency range of the AN/ARN-89 LFADF is

A. 100 to 1,(X)0 KHzB. 1(X) to 2,000 KHzC. 100 to :3,000 KHzD. 100 to 4,0(X) KHz

5. The glide slope receiver is a 11. The FINE tuning control tunes the LF ADFreceiver.

.A. VIIFB. UHFC. ADFD. IIF

8-11

receiver through marked increments.

116

.A. 5 KHzB. 10 KHzC. 15 KHzD. 20 KHz

ANSWERS TO SELF-QUIZ ft, 8

Following are the correct answers and references to the text pages which cover each question and correctanswer. To he sure you understand the answers to those questions you missed, von shoiild restudy the refer-end portions of the text.

QUESTION ANSWER RF.1 B 8-1o D 8-13 D 8-44 A. 8-35 B 8-46 C 8-47 C 8-68 C 8-69 D 8-6

1 0 C 8-71 1 B 8-8

8-12

I-IH-:3F I .ORAN C NAVIGATOR

Rea( ing Assigunient:Pages 9-1 through 9-18.

OBJECTIVES

To snccessfully complete this assignment, von must study the text and master the following objectives:

Explain the operation and leading particulars of the AN/ARN-133 LORAN C NAVIGATOR.

1,ORAN C NAVIGATOR AN/ARN-133

The AN/ ARN-133 LORAN Navigator is amicrocomputerizeC LORAN-C and D navigator ca-pable of providing continuous navigation informa-tion anywhere LORAN C or D coverage exists.LORAN signals are received via the antenna locatedcverhead the cockpit, sent to the antenna coupler inthe forward electronics compartment and then pro-cessed by the navigator located on the copilot's sideof the center console. Automatic initialization pro-cedures commence when the MODE switch is tur-ned to initialize. The Navigator is protected by a cir-cuit breaker on the copilot's overhead circuit breakerpanel under the general heac...ing DC PRI andmarked LORAN C.

CONTROLS, INDICATORS, AND DISPLAYSThe Navigator front panel is divided into five

grmips: displays, switches and indicators, keyboard,DISPLAY switch and MODE switch. Figures 9-1through 9-2 illustrate each of these groups.

General Keyboard InformationThe keyboard is used to enter information into

the navigator. The circular and rectangular keyshave essentially a single function, while the squarekeys have dual functions. The normal entry se-quence consists of a clear, function, nunther, and in-sert. Specific entry sequences for all navigator func-tions are discussed in the following pages. Some spe-cial keyboard features are:

1. Any entry sequence may be terminatedprior to the final INSERT by depressing CLR. Thisreturns the displays to the original condition.

2. After the final INSERT, the only way tochange entered data is to perform the entire proce-di ire again, replacing incorrect data with the correct.

3. To correct an error in a number entry as itis made, depress the LEG CHG key, which backsout the last-entered digit from the display. Succes-sive depressions of the LEG CI-IG key continue tolmck out successive digits.

Mode SwitchThe five position rotor MODE switch has built-in

detents protecting the INITIALIZE and EMERGpositions. One is between INITIALIZE and OPER-ATE, and the other between ADVISE and EMERG.To cross either of these detents, push the knob intothe panel and turn. These detents prevent inadvert-ent movement to the INITIALIZE and EMERGpositions, thereby losing track of LORAN signals.Switch positions are as follows:

1. PWR OFF Removes all external systempower.

CAUTION

During engine start or other conditions that mayproduce DC power fluctuations, the MODE switchshoukl be in the PWR OFF-position. In case of ex-treme fluctuation; i.e., shipboard power starts, theLORAN-C circuit breaker should be pulled.

2. INITIALIZE Allows all initial data to beentered.

(Detent) The LORAN receiver is held insearch.

( XMIT )

( HOLD )

(r AUTO ) ( cs )

( WARN )

IREP°R1

DISPLAY4SWITCH

MODESWITCH

EIBEIBELF313,0

EIBEIBE0E313

wPT

DIM

(DISp,1HOLD )

ADVISE (POS UPD)

LjJ (2".1A111)

!LORANMOROIAUTOMAN

1E1,

FR TO

( TRUE )

( vs ) (PRL TK)

PRLTRACK

DI ST/BRc

TTG/GS

POSITION-

WAY PT

DISPLAY

DSR TK/XTK

TKtrKE

INITIALIZE

PV/R0 OFF

MODEOPERATE

S

FF/VAR

F/PRLTK

ADVISE

EMERG

rT17.1A7

( 3 )

EISERT))

POS0

SWITCHES ARE SHOWN IN LAMP TEST POSITION.ALL INDICATORS AND DISPLAY SEGMENTS, EXCEPTXMIT, ARE ILLUMINATED.

Figure 9-1. AN/A1IN-133 Front Panel.

9-9

J

DISPLAYS

SWITCHES etINDICATORS

KEYBOARD

UPPER DISPLAY DEGREEMARKER

LEFT AND RIGHTINDICATORS

MINUTEMARKER

-NORTH AND SOUTHINDICATORS

WAYPOINT DISPLAYSHOWS LASTWAYPOINT CALLEDUP

345205E3WPT

FR TO

L-RL 13 1-10E19 :123

LOWER DISPLAY

Figure 9-2.

NOTE

When turning the navigator on, care should be takento pause momentarily in the INITIALIZE position.Failure to pause in this position will result in non-retrieval of the stored chain and positional data, andpossible freeze-up of the navigator.

:3. OPERATE - This is the normal operatingmode. The receiver is freed to acquire and track sig-nals, and the navigation function and displays areactivated.

4. ADVISE (Detent) Used to determinewhy ADVISE and WARN indicators are illuminatedor flashing. Also used in conjunction with DISPLAYswitch positions to provide signal and system statusand analysis. Allows some pilot control over receiverfunctions.

5. EMERG - Transmits aircraft position viadata link with emergency report code(7) included.The EMERG position is not used in this installation.

Disphixs.

9-:3

LEG DISPLAYSHOWS SELECTEDFROM AND TOWAYPOINTS

EAST AND WESTINDICATORS

Display SwitchThe eight position rotary DISPLAY switch (fig-

ure 9-1) allows information to be entered or dis-played with the NIODv. ;vitch in the OPERATEposition as follows:

NOTE

The positions have different functions with theMOL7. switch in the ADVISE position. Refer toADVISE and WARN functions section.

1. WAY PT Allows entry or display of se-lected wavpoint coordinates in lat/long or time diff-erences (TDA and TDB) in the upper and lower dis-plays respectively for any selected waypoint appear-ing in the WPT display.

2. POSITION Allows present POSITIONdisplay and entry in lnt/long or time differences(TDA and TDB) in the upper and lower displays re-spectively. The navigator contimmusly compiitesPOSITION during the display hold, and when the: dis-play is released, shows correct present POSITION.

12o

ADVISE INDICATOR

TRANSMIT INDICATOR.LIGHTS WHEN DATALINK IS TRANSMITTED

DIMMER CONTROLSD - DISPLAYSP - PANEL

POSITION UPDi,TE INDIC:ATOR.LIGHTS WHEN UPDATE HASBEEN ENTERED

uTRUE INDICATOR.LIGHTS WHEN NO MAG VARIS IN SYSTEM

- WARNINGINDICATOR

AuTO)

( vs

DISPLAY HOLD SWITcHAND INDICATOR

COORDINATE SELECTORSWITCH AND INDICATORTD - TIME DIFFERENCES

LEG ADVANCE MODE SWITCH ANDINDICATORS. AUTOMATIC ORMANUAL MODE OF LEG CHANGE

PARALLELTRACKINDICATOR.LIGHTS WHENPARALLELTRACK HASBEENENTERED

PARALLEL TRACKSWITCH

SEARCH PATTERN SWITCHAND INDICATORS.CS - CREEPING LINE SEARCHVS SECTOR SEARCH

Figure 9-3. Switches and Indicators.

9-4

121

(REPORTI

DESIGNATES SOUTHALSO USED FORSECONDARY SELECT

PRELUDE FOR ALLWAYPOINT OPERATIONS

DESIONATES WESTOR LEFT

TDA ENTRY. SELECTSUPPER DISPLAY

CLEARS DISPLAYS FORENTRY OR KEYBOARDERRORS. ALSO CLEARSADVISE INDICATOR

INSERTS KEYBOARDENTRIES

DESIGNATES NORTH

6

GRI ENTRY. ALSO USEDAS PRELUDE IN LORANCYCLE JUMP

MAGNETIC VARIATIONENTRY

TDA7

POS0

-PRELUDE FOR ALLPOSITION ENTRIES

Figure 9-4. - Keyboard.

:3. TTG/GS Presents time to go (TTG)from present position to the TO waypoint in theupper display and ground speed (GS) in the lowerdisplay. Time to go is blanked when ground speed is9 knots or less.

4. DIST/BRG - Presents range (DIST)) tothe selected TO waypoint in the upper display.Bearing angle (BRG) to the TO waypoint appears inthe lower display and is with respect to north (truenorth if no magnetic variation has been entered).When the interwaypoint range and bearing proce-dure is used, the following information is displayed:

9-5

DESIGNATES EASTOR RIGHT

TDB ENTRY. SELECTSLOWER DISPLAY

LEG CHANGE KEY.ALSO USED TOCORRECT SINGLE DIGITSDURING KEYBOARDENTRY

- DATA LINK ENTRYAND TRANSMIT KEY

a. Upper Dispiay Distance betweenwaypoints.

b. Lower Display, Left Side - Bearing onthe requested leg.

c. Lower Display, Bight Side FROMand TO waypoints requested.

This information is presented for ten secondsafter which the display reverts back to normal.

122

(ADVISE )

5. DSR TK/XTK - Presents the desiredtrack angle (DSR TK) to the nearest degree in thetipper display with respect to the selected wav-points. Crosstrack distance (XTK), either left orright, is measured to hundredths of a nautical mileand shown in the lower display.

6. TK/TKE Presents track angle (TK) withrespect to north (true north if no magnetic variationhas been entered) in the upper display and trackangle error (TKE) in the lower display. Illuminatiimof the R or L indicates present track angle error is tothe right or left of the desired track angle. Display ofthese functions is blanked below 10 knots.

7. FF/ VAR Presents data link informationfor flight following (FF) consisting of the aircraftidentification number (preset by technician prior toflight) from (X) to 99 presented in the upper left dis-play and the single digit report code in the upperright. Entered magnetic variation (VAR) in degreesEAST or WEST appears in the lower display.

8. SF/ PRL TK - Presents data associatedwith CS or ''S search patterns (Special Function) inthe upper display. The associated information cueletter appears in the WPT display. In the lower (1k-play parallel track offset distance (PRL TK) is

presented to tenths of a nautical mile either right (11)or left L.) of course.

Ad v i se and Warn FunctionsThe ADVISE and WARN indicators may be illu-

minated bv anv of the following conditions. To de-termine the cause of ADVISE and WARN indica-tioils, set the N1ODE switch to ADVISE and theDISPLAY switch to DSR TK/XTK. appearMgin any digit position in the upper or kwer displaysignifies the conditi(ni listed ill figure C).-5.

NOTE

Nlore than one canse may be indicated for any givenADVISE Or WARN.

Advise IndicationsThe ADVISE indicator illullilil tes or flashes and

the corresponding display digit is set to -1- whenany of the following conditions occur:

I. MISSEP NVAYPOINT ARRIVE Thenavigator continually monitors the distances-to-go tothe selected waypoint. If this changes from a de-creasing to an increasing value and the arrival

UPPER DISPLAYADVISE

INDICATOR

*MISSED WAYPOINT ARRIVE*NON-CONVERGENCE OF

WAYPOINT LAT/I.ONGSECONDARY CHANGERECOMMENDED

LADVISE)

IN BITE MODE

Figure 9-5.

*INVALID OPERATOR ACTION....

LOWER DISPLAYADVISE

INDICATORWARN

INDICATOR

X X X X

LORAN STATION BLINK

FLOAT

NO MASTER

*ADVISE INDICATOR FLASHES

VVP RN)

NOT IN TRACK

LAT/LONG RUNAWAYLEG CHANGE CALCULATION

CHECKSUM ERROR

Interpretation of ADVISE and WARN indications.

9-6

criteria were not met. signifying a missed-wavpointcondition. ADVISE flashes to allow manual selectionof the NEXT leg.

2. NON-CONVER(;ENCY OF WAYIk)INTLAT/LOG - ADVISE flashes when the navigatortries to perform a bitilong conversion of a waypointentered in time differences but can' ot due to signalsbeing out of range, poo station geometry, etc.

SEc :ON DA RY CILANGE RECONI-MEN DED ADVISE illuminates when the second-ary pair in use is not the secondary pair recom-inended lw the navigator. The navigator comparesthe signal to noise ratios and relative positions of theLORAN secondaries and recommends the best pairselection that results in the smallest navigation error.

Stations not ciin-entiv being tracked and stations lessthan :38 miles from the receiver are not considered. Thisfunction is inoperative during ma.ster independentoperation. Use the automatic secondary advisory func-tion to determine which is the recommended pair.

4. INVALID OPERATOR ACTION - The fol-lowing erroneous actions may ilhullinate the ADVISEindicator, incorrect switch/key combinations: certainincorrect values, invalid GRI (one not stored in mem-ory) and certain invalid input coordinate vahies.

5. LORAN STATION BLINK ADVISE il-luminates when one of the selected LORAN second-ary stations blinks. The LORAN control stationcauses the LORAN signal to blink whenever thetime delay is not within tolerance. During blink, por-tions of the LORAN signal are alternately turned Onand off. Blinking stations should not be used.

6. FLOAT ADVISE illuminates if any sig-nal ill use (master. A, or B) goes into float. Floatmode indicates that the signal has been lost and thenavigator is temporarily dead reckoning using last-known velocity and dim ,:tion.

7. NO MASTER 1

0

8

System does nothave the real master.

= System has the realmaster.

= Master independencehas been over-ridden (inoperative).

8. IN BITE MODE ADVISE illuminateswhen the navigator is operating on the Built In TestEquipment (BITE) chain of 5100.

9-7

'Warn IndicatorsWARNING

Whenever the WARN indicator is illuminated, regard-less of cause, do not use the sytem for navigation.

The WARN indicator illuminates and the corre-sponding lower display digit is set to "1- when anyof the following conditions occur:

I. NOT IN TRACK - WARN illuminateswhen any of the three signals being used is not intrack. The WARN indicator stays on for 20 secondsafter the navigator goes back into track to allow theTDs to stabilize.

2. LAT/LONG RUNAWAY - The navigatorcontinually monitors the rate of change of lat/longand checks it for reasonableness. If the rate ofchange is unreasonable or excessive, WARN illumi-nates.

3. LEG CHANGE CALCULATION -When marking an automatic or manual leg change,the navigator calculates new navigation data. Duringthis brief calculation period, the navigator illumi-nates the WARN indicator, advising that data isun reliable.

4. CHECKSUM ERROR - WARN illumi-nates if the navigator has failed self test (checksum).This usually indicates hardware failure.

Advise FunctionsThe ADVISE position of the MODE switch also

provides a readout and navigator status and is usedin conjunction with other DISPLAY switch positionsto check on a number of system parameters andother data. The data in each of the eight DISPLAYswitch positions is listed and described in figure 9-6.

PREFLIGHT PROCEDURESThe preflight procedures depend On whether the

aircraft will be flying in the same or different area asbefore, and whether maintenance action has erasedinitialization data. When power is applied, the navi-gator is automatically initialized to the last-com-puted present position, last-entered LORAN chain,magnetic variation, waypoints, and other previouslyentered data. This data is held in temporary menmrywhen power is removed from the navigator. Whenflying in the same general arca and temporary mem-ory is intact, set the MODE switch t o OPERATE,pausing momentarily in initilize.

1 2,

Display Switch

Position Function Upper and Lower Display Data

WAY PT

TD1

TD2

XXXX XXX Microseconds

XXXXX X X Microseconds

POSITION

TD3

TD4

XXXX XXX Microseconds

XXXX X XX Microseconds

TTG1GS

Velocity Master Osciligtor

r--4-1 r---"---)

XXX XXX

Envelope

Counter

M 1 2

xx XXXX

DISTIBRG

Loran Status

,

M

XXXXX-

0

1

2

3

1 2 3 4

W

Search 4 Fine env 2

Coarse env 7 Track

Coarse env 8 Float

Fine env 1

SNR

rinlXXXXX X

Secondary number of desig.

aided master (master indepen-

dent operation), Normal oper-

ation (real master). 0

Master independent 61.4

Poor SNR Good SNR

0 - 0 . 19 7 80 89

1 20 . 29 8 90 99

2 30 39 9 Equal to

3 40 49 or greater

than 100

Fair SNR

4 50 . 59

5 60 69

6 70 . 79

1.26

Display Switch

Position Function Upper and Lower Display Data

DSR TK1XTK

Interpretation

of ADVISE

and WARN

See previous two pages for

complete breakdown of

ADVISE and WARN

indications,

TKITKE

GR1 (Normal

entry)

GR1 (Menuti!

chain entry)

XXXX---

X XXXX XX

Secondaries

Recommended

X X--- X XL.-1-J

In Use

FFIVAR Lamp Teat

LR

0 0

s

0

EW

WPT--,8

FR,-----,

88

TO

B86886E1"0

0p-

888E6a

66

SFTPRL TK

Memory

Address

--XXX XX(octal)

This

function

reads

TDY.5213

computer

RAM and

ROM

memories.

Memory

Data

XXXXXX(octal)

126

C,J

.tf,

NOTE

When turning the navigator on. pause momentarilyin the INITIALIZE position. Failure to pause in thisposition will result in non-retrieval of stored chaMand positimal data, and possible freeze-up of thenavigator.

If complete reinitialization is necessary aftermaintenance or transfer to a difi.erent LORANcoverage area. perform the folhAving first:

1. Self test (BITE).

NOTE

Self test (BITE) should be accomplished any time aproblem is suspected in the system. After self test isused it will be necessary to enter desired chain CM,secondary pair, and present position, since these arechanged in the test.

2. Initial present position entry.

:3. Loran chain GR1 selection.

4. Secondary pair selection.

This is the minimum information required to gointo OPERATE, enabling the navigator to function.Enter the following, as applicable, in any sequence:

1. Waypoints in lat/long or TD's.

2. Magnetic variation.

:3. FROM-TO selection for initial leg.

Se!f Test (BITE)NOTE

Self test requires going into INITIALIZE mode,which terminates all nav functions and loss of signaltrack.

Self test exercises all primary functions of thenavigator less the antenna, antenna coupler, and as-sociated cabling. It uses an internally simulatedLORAN signal, and is initiated in the same manneras selecting a new GRI, using a pseudo chain rate of51,0(X) microseconds.

9-9

1. Perform lamp test by setting MODEswitch to ADVISE and DISPLAY switch toFE/VAR. All displays and indicatoN except XN1ITshould illuminate.

2. MODE switch to INITIALIZE and DIS-PLAY to TK/TKE. Depress LORAN COORDswitch to illmninate the TD indicator.

:3. Adjust dim knobs as required. Panel light-ing indicators and displays should vary accordingly.

4. Depress CLR kev. Displays should blank.

5. Depress GM key.

6. Insert 5100 into keyboard. Number shouldappear in lower display.

7. Depress INSERT. 5100 should jump tothe upper display. ADVISE indicator should illumi-nate, indicating BITE mode is enabled. WARN indi-cator should illuminate. Secondaries 1 and 2 are au-tomatically selected and the initial present positionof 24°N, 1640 W is automatically entered.

8. Set MODE switch to OPERATE andDISPLAY switch to POSITION. The navigatorshould now search and settle on the simulated chain.When the WARN indicator goes out, the displayedtime differences should be: TDA 16(X)0.00 ± 0.2in the upper display, TDB :36(X)0.00 -± 0.2 in thelower.

9. Depress LORAN COORD switch to ex-tingiiish the TD indicator. Displayed lat/long shouldbe N 2:3° 52.82' -± 0.05 in the upper display andW 164° 22.04' -I- 0.05 in the lower. Self test is satis-factory if time differences in step 8 and lat/long inthis step are as indicated.

10. To terminate selt test, set MODE switchto INITIALIZE and enter initial present positionsand desired GRI and secondaries.

Initial Present Position EntrySince two geographic positions are defined by

any pair of LORAN-C time delays, the navigatormust have an initial estimate of present position.Enter present position as accurately as it is known.

NOTE

Initial present position must be entered in lat/long.

12/

Present position entry is hint always requiredsince the last known position is stored at shutdown.Use the following pmcedure to enter initial presentposition. To change only one coordilmte, omit steps:3. 4, 5 and 6 Or 3, 7, 8 and 9 as applicable.

I. MODE switch to INITIizE and 1)IS-11.AY to POSITION.

2. Depress CLR key. Di!.plavs should Hank.

:3. Depress POS kev.

4. Depress N 01* S latitude key. Appropriatein(hicator should illuminate.

5 Enter int0 the keyboaul the latitude, usingzeros (0) as required. Number should appear inupper display.

6. Depress INSERT.

7. Depress E or NV longitude kev. Appmpriateindicator should illanninate.

8. Enter into keyboard the longitude. Enterzems (0) as required. Number should appear inhAver display.

9. Depress INSERT. Displays should return tonormal.

GM SELECTIONThis time that elapses between the initating pulse

from the master and the next initiating pulse fromthe same master is known as the g,roup repetitioninterval (CRI).

The following Procedure is used to select aLORAN chain GRI. When changing a LORANchain CM during flight, allow time for the navigatorto acquire and track the new signals (WARN indica-tor extinguished). Any GRI's not listed in figure 9-7must first be stored using the manual chain storageprocedure.

Chain RatesSecondaries

3

Central European 3970 (L3) X

Central Pacific 4990 (S1) X

Canadian East Coast 5930 (SH7)

Canadian West Coast 5990 (SH1) X

North Atlantic 7930 (SL7) X

Gulf of Alaska 7960 (SIA) X

Norwegian Sea 7970 (SL3) X

Southeast U. S. 7980 (SL2) X

Mediterranean Sea 7990 (SL1) X

Great Lakes 8970 X

U. S. West Coast 9940 (SS6) X

Northeast U. S. 9960 (SS4) X

Northwest Pacific 9970 (S53) X

North Pacific 9990 (SSI) X

Figure 9-7. Secondary Pair Identificatim

9-10

Scheme.

128

I. MODE switch to INITIALIZE and DIS-PI AY switch to TK/TKE.

3.

Depress CLR key. Displays should blank.

Depress GRI kev to activate ( :RI function.

4. Enter desired chain rate (four most signific-ant digits) into keyboard. Number should appear inlower display.

NaTE

If manually stored chain is to be selected enter thesmile seven digit ninnber stored in Step 1 of themanual chain storage proccclure.

5. Depress INSERT. GRI should jump toupper display. If selected GRI is not stored in per-manent memory or programmed in temporary mem-ory, the ADVISE indicator will flash. Depress CLRkev to remove keyboard error ADVISE light andthen reenter correct GRI.

Secondary Pair SelectionSecondary pair selection may be made in either

INITIALIZE or ADVISE modes. Current LORANchain CRI and secondary pair are normally stored intemporary memory. Making a secondary selection inADVISE mode may be done without signal losswhich would occur if INITIALIZE is selected whenmaking the change. Use the ADVISE position for in-t-light ehanges. When a secondary pair change ismade in flight, the TD readout will jump to the newvidues.

NOTE

Repeated attempts at selection of a poor secondarypair will result in a navigator freeze-up. No morethan two attempts should be made at selection of asecondary pair that the navigator initially refuses.

Use the following procechire to select a secondarypair.

1. Set MODE switch to INITIALIZE if selec-tion is to be made during initialization; set to AD-VISE if selection is to be made in flight. Set DIS-PLAY switch to TK/TKE.

2. Depress CLR key. Display's should blank.

:3. Depress S key for secondary select.

9-11

4. Enter the two-digit inlinber repesentingsecondary pair desired as shown in figure 9-6. Forexample, to use the X and Y secondaries of the 9960chain, enter 2:3. Entered number should appear inlower display.

:5. Depress INSERT. Newly selected second-ary pair should appear in right-most two digits oflower display: recommended pair should appear inleft-most two digits. GRI should appear in the upperdisplay. If the selected secondaiw pair does notmatch the secondaries available in the selectedchain, the ADVISE indicator will illuminate. Checksecondary nuinber and reenter.

Automatic Secondary Pair AdvisoryOnce a LORAN chain GM and secondary pair

have been selected the navigator automatically ac-quires and tracks all receivable secondaries (up tofour). The navigator continually determines the opti-mum secondary pair to be used and the ADVISE in-dicator illuminates each time a change is recom-mended. The operator may enter the recommendedsecondary pair, ignore it and clear the ADVISE bydepressing CLR, or enter another choice. To deter-mine the navigator's recommendation for optimumsecondary pair:

1. Set MODE switch to ADVISE and DIS-PLAY switch to TK/TKE. Upper display shouldshow selected GM. The two left-most digits in thelower display show the recommended secondarypair; the two right-most digits show the secondarypair actually in use according to figure 9-7.

WAYPOINT NAVIGATIONA waypoint is at numbered position to be used in

navigating or any point for which navigational datais desired. Waypoint numbers appear in two loca-tions on the front panel; the WPT display and theFR TO (leg) display. Control of the WPT display isby the WPT key and the FR TO display is by theLEG CHG key. Use the WPT key and display toenter or display a single waypoint. Use the LEGCHG key and FR TO display to initiate the AUTOnavigation sequence or to manually specify a newleg. The number appearing in the waypoint is auto-matif2ally set to 1 at power-on.

NOTE

Prior to commencing a leg change, allow the naviga-tor to settle after initial lock-on. Correct (-± 10knots) ground speed is indicative that settling has

1 2

omirred. Failure to allow the equipment to Mabi-lize, prior to assigning it a navigation task, will resultin non-convergence, possible lat/long runaway andmemory saturation accompanied by loss of trackand/or navigator freeze-up.

A maximum of nine waypoints in either lat/longor time differences may be entered. When calling upa FROM and TO leg enter the number of the twodesired wavpoints. Navigational data with respect toa course is defined by those two points. If a 0 and aTO waypoint are called up, navigational data will befrom the aircraft present position at the time the IN-SERT key is pressed to the selected TO point. The 0tells the navigator that information from presentposition is desired (figure 9-8).

PRESENTPOSITION(WPT 0)

FR TO

0711)

FR TO

(I 2)

rWPT

'WPT

WPT

Figure 9-8. Waypoint Navigation.

The waypoints entered are stored in memory. Toclear a waypoint enter a new set of coordinates overthe old.

Auto/Manual Leg Chg SelectionThe AN / ARN-133 permits automatic or manual

LEG CHG selection. In MAN mode, the operatormakes the selection. The operator imist call up oneleg a'. a time. Navigation with respect to that leg willcontinue until a new leg change is completed, evenif arriving at or passing the desired waypoint. InAUTO mode, the navigator sequences legs automati-cally, selecting the next leg in numerical sequenceeach time arrival at a waypoint is completed. If legchanges are entered where the TO waypoint mull-ber is greater than the FROM number, the advanceof legs, in either AUTO or MAN, will increment: 12.23, 34, 45, 56, 67, 78, 89. When the limit, 89, isreached, the next leg will be 91; then back to 12, 23,:34, etc. If leg changes are entered where the FROMwaypoint number is greater than the TO, the se-quence of legs will decrement: 65, 54, 43, :32, 21.When the limit, 21, is reached, the next leg will be19; then 98, etc. To manually activate a leg change,press CLEAR, LEG CHG, INSERT.

EXAMPLE:

If the navigator is initialized by enteringlat/longs for seven consecutive waypoints, whenready for takeoff, set the MODE switch to OPER-ATE and select AUTO. The AUTO indicator illumi-nates and the operator calls up the first leg. The nav-igator must see an initial LEG CHG entry before itwill call tip the waypoint table, even in AUTOmode. Use the sequence shown in figure 9-9 to callno the first leg.

9-12

Subsequent leg changes are automatic. Naviga-tion informatichi is provided from present position(0) to waypoint 1. Arriving over 1, the navigator willautomatically switch to leg 12, giving navigation in-formation from 1 to 2. When arriving over 2, thenavigator switches to leg 23, etc. If in AUTO, man-ual leg changes may still be accomplished to manu-ally increment to the next leg by depressing CLR,LEG CNG, INSERT.

When arriving at the TO waypoint, the next way-point in numerical sequence will be used. If FR TOleg change (flashing ADVISE indicator) is missed, itis not necessary to fly back over the waypoint to en-able the navigator to acquire it. Manually select thenext leg using the above procedure. If the coordi-nates of the chrrent TO waypoint are changed, thenavigator will automatically calculate data for thenew position.

130

32563.52)

0 I

Figure 9-9. Waypoint Selection.

Waypoint Call UpUse the following procedure to call up any way-

point for display, entry, or modification. The lastwaypoint called up appears in the WPT display inmost DISPLAY switch positions.

1. Set MODE switch to INITIALIZE orOPERATE and DISPLAY switch to WAY PT. Pre-viously stored coordinates of the waypoint appearingin WPT display, if any, should appear in upper andlower displays.

2 Depress CLR key. Displays shonld blank.

:3. Depress WPT key.

4. Enter single digit into keyboard (1-9) of de-sired waypoint. Number should appear in lower dis-play.

.5. Depress INSERT. Entered number shouldjump to WPT display. Previously stored coordinates,if any, should appear in upper and lower displays.

Wavpoint Entry In Ti:le DifferencesTime differences are directly relatable to position

for a specified LORAN chain. Although lat/long isused as the primary reference system, wavpointsmay be entered in TD's.

9-1:3

EXAMPLE:

If a report of a target at a certain TD fix is re-ceived without regard to lat/long, enter those TDsas a waypoint, then enter a lutz, Aange of 01. Naviga-tion from present position (0) to that fix (1) is pro-vided. See figure 9-10.

0561E1.25WPT

F R TO

(o

1

X

TARGET AT15678.25pSEC W32563.52pSEC X

Figure 9-10. Waypoint Entry in TimeDifferences.

131

NOTE

TD's are not related to a geodevic frame of reference,but only relate to the chain from which they were der-ived. The navigator must be operating on that chain,using those secondaries. When waypoints are enteredin TDs depending on distance and geometry, the nav-igator may not be able to do an ambiguous lat/longconversion until closer to the fix.

Use the following procedure to entry wavpointsin time differences. To change only one coordinate,omit steps .4, 5 and 6 or 4, 7 and 8, as applicable.

1. Call up the desired wavpoint number usingthe wavpoint call up procedure.

2. Depress LORAN COORD switch toilluminate TD indicator.

:3. Depress CLR key. Displays should blank.

4. Depress POS key.

5. Depress TDA key and enter into keyboardthe seven digit time difference for TDA to hundred-ths of a microsecond. The new TDA should appearin upper display.

6. Depress INSERT. New TDA momentarilyflashes.

7. Depress TDB key and enter into keyboardthe seven digit time difference for TDB to hundred-ths of a microsecond. The new TDB should appearin lower display.

8. Depress INSERT. New coordinates shouldremain in upper and lower displays.

9. Repeat steps i through 8 for each of theremaining waypoints to be entered. Successivedepressions of INSERT will increment the WPT dis-play to the desired waypoint number.

Waypoint Entry In Lat/LongUse the following procedure to enter waypoints

in lat/long. To change only one coordinate, omitsteps 4, 5, 6 and 7 or 4, 8, 9 and 10, as applicable.

1. Call up the desired waypoint mn»berusing the waypoint call up procedure.

2. Depress LORAN COORD switchextinguish TD indicator.

:3. Depress CLII key. Displays should blank.

4. Depress POS kev.

5. Depress N or S latitude key. Appropriateindicator should illuminate.

6. Enter the latitude from keyboard. Num-ber should appear in upper display.

7. Depress INSERT.

8. Depress E or IN longitude key. Appropri-ate indicator should illuminate.

9. Enter the longitude from keyboard. Num-ber should appear in lower display.

10. Depress INSERT. New coordinatesshould remain in ii:Ter and lower displays.

11. Repeat steps 1 through 10 for each of theremaining waypoints to be entered. Successivedepressions of INSERT will increment the WPT dis-play to the desired waypoint namber.

REPORT CODE ENTRYNOTE

Although the report code entry procedures may beaccomplished, compatible ground/ship equipmentmust be available to permit use-

Use the following procedure when a data link re-port code number is to be selected or changed.

1. MODE switch to OPERATE.

2. Depress CLR key. Displays should blank.

3. Depress REPORT key.

4. Enter into keyboard the desired reportcode number. (Any digit from 1 through 6 for man-ual reporting and any digit from 01 through 06 forautomatic.) Number should appear in lower display.

5. Depress INSERT. Displays should return toselected function.

6. To set the report code to 0 (which turns onto automatic reporting of present position), depress

CLR, REPORT, and INSERT.

9-14.1 :3 2

SEARCH PATTERNSTwo search patterns may be stored in the Naviga-

tor: one creeping line (CS) and one sector (VS).Either of these may be called up using the SEA RCI Ifunction to obtain navigational data to execute thepattern. Once the :;earch patterns are stored, variousparameters of either pattern may be individuallychanged. Search patterns are entered by followingcue letters appearing in the WPT display.

Creeping Line Search (CS)Conmience Search Point (CSP) is located One-

half search track spacing inside the corner of thesearch area. Leg length is search area width rnimisone track spacing (figure 9-11).

Sector Search (VS)Conmience Search Point (CSP) is at datum. Leg

length is equal to circle radius. Track spacing is mea-sured at the half-radius point. No entry is made forpattern length (figure 9-12).

Search Pattern EntryUse this procedure to enter a CS or VS search

pattern. Letters A through E appear in the WPT dis-play, cuing the type of data to be entered next. Bydepressing INSERT a second time at the end of any

TRUE'

WPT COMMENCEra) SEARCH agenLa/POINT

(CSP) Yst ,

SEARCHAREA

sequence. the next step (A through El may be leftwith data unchanged from a previous entrY.

1. Set N1ODE switch to OPERATE and DIS-PLAY switch to SF/ PRL TK. Lower display shouldshow previous parallel track offset, if any.

2. Depress SEARCH key. CS indicator shouldilluminate. If VS pattern is desired, depressSEARCH pushbutton again for VS indicator to il-luminate. Cue letter A should appear in WPT dis-play. Previously selected waypoint used for CSP, ifany, should appear in upper display.

Enter Commence Search Waypoint1. Depress CLR key. Display should blank.

2. Enter into keyboard Commence SearchPoint waypoint number. This nunther should appearin lower display.

:3. Depress INSERT. Cue letter b should ap-pear in NWT display. Last entered leg length, if any,should appear in upper display.

WPTfr.:) BEARING OFa FIRST LEG

1.*--- LEG LENGTHWPT

WPTMI TRACKitej SPACING

WPT..rn DIRECTION OFji FIRST TURN

te--1/2 TRACK SPACING

1

Figure 9-11. Creeping line search.

9-15

133

WPTFel PATTERNLL-.) LENGTH

TRUE

WeT

BEARING OFFIRST LEG

DIRECTION OFFIRST TURN

Figure 9-12. - Sector Search.

Enter Leg Length1. Depress CLR key. Displays should blank.

2. Enter length of search leg in nautical milesand tenths (0.1-99.9). For VS patterns, this is thecircle radius. This number should appear in lowerdisplay.

:3. Depress INSERT. Cue letter C shoukl ap-pear in WPT display. Last entered bearing for firstleg should appear in upper display.

Enter Bearing of First Leg1. Depress CLR key. Displays should blank.

2. Enter into keyboard bearing of first leg indegrees. This number should appear in lower dis-play.

:3. Depress INSERT. Cue letter d should ap-pear in WPT display. Last entered direction of firstturn should he indicated on L or R indicator. Lastentered track spacing should appear in upper dis-play.

9-16

TRACKSPACINGWeT

Enter Direction of First Turnand Track Spacing1. Depres- CLR key. Displays should blank.

2. Depress L or R key to select left or right di-rection of first turn. Appropriate L or R indicatorshould illuminate.

:3. Enter desired track spacing into keyboard(0.1-99.9). For VS patterns, this is measured at thelmlf-radius points. This number should appear inlower display.

4. Depress INSERT. R or L indicator shouldextinguish. Cue letter E should appear in WPT dis-play. Last entered pattern length for CS patteni, ifany, should appear in upper display, cuing next CSentry. Disregard this cue for VS patterns.

5. For VS patterns, depress INSERT again.VS indicator should extinguish signifying VS searchpattern entry sequence is complete.

134

Enter Pattern Length for CS PatternsI. Depress CER key. Displays slmuld blank.

2. Enter into keyboard ( S pattern length innautical miles ( 1 through 99). This number shouldappear in Ower display.

:3. Depress INSERT. Ninnher shonld disap-pear fmm lower display. CS indicator should extin-guish signifying CS search pattern entry sequence iscomplete.

EXAN1PLE OF CS PATTERN ENTRY (Referto figme 9- 1:3).

CSP is at waypoint 1.

Leg length is 5.5 nautical miles.

Bearing of first leg is 43° TRUE.

Direction of li,st turn is right; track spacing is 0.8nautical miles.

Pattern length is 1 2 nautical miles.

Search Pattern ReadoutUse this procedure to display search patterns pre-

viously entered into the navigator.

WPT

WPT

WPT

WPT

0WPT

1. N1ODE switch to OPERATE. DISPLAYswitch to SF/ PRL TK. Depress SEARCH kev. CSindicator should illuminate. If VS patter!) i', desired,depress SEARC1 1 again. Cue letter A should appearin WPT display. Waypoint previously entered asCommence Search Waypoint should appear intipper display.

2. Depress INSERT to obtain next cue letterand associated search pattern data. Continuedepressing INSERT until desired data is obtained.

:3. Continui. depressing INSERT until VS orCS indicator exting,

Search Pattern ModificationUse this procedure to nmdify any! portion of an

existing search pattern.

1. MODE switch to OPERATE. DISPLAYswitch to SF/PRL TK. Depress SEARCH key. CSindicator should illuminate. If VS pattern is desired,depress SEARCH again. Cue letter A should appeariii WPT display. Waypoint previously entered asCommence Search Waypoint should appear inupper display.

2. If Commence Search Waypoint number isto be changed, proc'eed as follows:

ENTER COMMENCE SEARCH WAYPOINT - 1.

ENTER LEG LENGTH - 5.5 nm.

ENTER BEARING OF FIRST LEG - 43°.

ENTER DIRECTION OF FIRST TURN AND TRACK SPACING R. 0.8 nm.

ENTER PATTERN LENGTH - 12 nm.

Figure 9-13. CS Pattern Entry.

9-17

13J

a. 1)cprcss (:1,11 key. I)isplavs shouldblank.

b. Enter into keyboard new commencesearch waypoint number. This number should ap-pear in lower display.

d. it any other pattcru data is to hechanged, depress INSEBT until desU.ed cue letterappears in \\TT display. Enter new data as thoughlooking an original entry, ulsilg CS or VS search pat-tern input procedure.

3. If no othcr change is to 1):., made in the pat-e. Depress IINSERT. Cue letter b should tern, continue depressing INSERT until the last cue

appear in WPT display, cuing next entry. (E) is rem( )ved and CS or VS indicator is extingnished.

9-18 136

5E1.1-Qui:1 9

PLEASE NOTE: Many students study ONLY the self-quizzes mid pamphlet review (wiz, thinking that this\yin be enough to pass the End-of-Course Test. Tills is NOT TRUE. rfhe End-of-Course Test is based on thestated course objectives. TO pass the EWA', You must study all the conrse material.

I. When turning the ARN- 1:3:3 On, you shouldpause ill the INITIALIZE position to prevent

A. power fluctuations13. transmitting a false emergency s41,-nal(:. freeze-up of the navigator). signal time \Yap

2. Self test (BITE) tests all the primary functionsof the

A. navigatorB. ntenna(. antenna couplerI). antenna cable

:3. URI is the abbreviati(in f(ir

A. ground reflection inversion13. group repetition intervalC. gnnind speed insertionD. intermediate gain regulation

when changing from (Hie(inrilit; night "ii should

Gill to another

A. turn the mode switch to pwr Off and backto operate

B. wait ten minutes for the signal to trackproperly

C. make no more than font attempts to selecta secon(hary pair

I). wait till the warn indicator is extinguished

5. l'he I 011AN C Navigator tracks tip tosecolidary pairs.

A. oneB. two( . three1). hifir

(i. In order to display, enter, (11. 1110dify a WilV-pOillt, the ditiplaV sWitch Sh Oldd hc iii thepntiltit

A. POSITIONB. WAY PTC. DSR/TKD. FF/VAR

7. Before enterinir, the latitude of a vavpoint lo-cated hi Cleveland, Ohio the key sh(Hildbe pushed.

A. NB. SC. E/RD. Wi L

S. While entering a CS search pattern, the cueletter b appears in the WPT display. Y(iii shouldenter

A. leg lengthB. bearing of first legC. direction of first turnID. track spacing

9. After depressing INSERT key, the cue letter (:appears. If Yon have no changes to the informationalrtady entered, you should depress the

(LRB. SEARCHC. INSERTI). DISPLAY HOLD

13/

ANSWERS TO SELF-QUIZ tt 9

Following are tile correct answers and references to the text pages which cover each gnestion and co)rrectanswer. To Im.. sure You understand the answers to) those questions You missed, You should restudy the refer-enced portions of tht. text.

QUESTION ANSWER REF.

1 C 9-3.-) A 9-93 B 9-104 D 9-105 D 9-116 B 9-37 A 9-148 A 9-159 C 9-15

9-20

13

1111-3F LORAN : NAVIGATOR cont)

IHeading Assignment:Pages 10-1 through 10-17.

OBJECTIVES

To successfully complete this assignment, you must study the text and master the following objectives:

1. Explain the preflight procedures of the navigator.

2. Explain the inflight procethires of the navigator.

LORAN C NAVIGATOR AN /ARN-133 (cont)

NAVIGATOR PREFLIGHTNOTE

The following procedures are the minimum thatshould he accomplished lw the copilot prior totakeoff when cockpit workload permits.

Procedures1. N1ODE switch Initialize.

2. DISPLAY switch - Position. Check/Insert lat/long of present position.

3. DISPLAY switch - TK/TKE. Check/Insert Loran C GRI and secondary pair selection. Itis recommended that each unit establish a policy ofinserting a standard Loran CRI and secondary pairfor their home unit.

4. DISPLAY switch - FF/VAR - Check/Insert correct present position variation. It isrecommended that each unit establish a policy of in-serting a standard variation for their home unit.

3. DISPLAY switch - WAY PT. DepressCLR, WPT, 1, INSERT. Check/Insert lat/long ofWPT 1. It is recommended that each unit establish apolic v of always utilizing the lat/long of their homeunit in position 1. If some other hit/long and varia-tion are utilized in 1 during flight, the preflight lat/long and variation shou:-2 be entered in 1 before theaircraft is secured.

6. Taxi clear of large buildings, hangars, orother obstacles.

wARNINC

Loran C signal distortion may cause erroneous lock-near re metal ob'ects.

7. MODE switch - OPERATE.

8. 'When WARN light extinguishes DIS-PLAY switch - POSITION.

9. Depress LORAN COORD key. TD indi-cator should illuminate. Check displayed TDA andTDB. Displayed information should be within 4.50microseconds of that predetermined for the selectedgeographic location, GRI and specific secondarypair. Differences in excess of 4.50 microseconds in-dicate probable erroneous lockon. Reacquisitionshould be considered.

10. Depress LORAN GOURD key - TD lightshould extinguish. Check displayed lat/long. Dis-played information should be within 0.25 minutes ofthe lat/long represented by the TDA and TDB dis-played in step 9. If differences in excess of 0.25minutes are observed the Navigator is not convert-ing TD's to lat/long correctly and should not beused for navigation. Perform the self test (BITE) toconfirm Navigator performance.

11. Compare the displayed lat/long in step 10to the predetermined lat/iong for the selected geo-graphic location. If not within 0.25 minutes of thatpredetermined lat/long perform update procedures.

NOTE

Regardless of error, correct position updating againsta known geographical reference with known goodLORAN-C reception will always provide more accu-rate navigation information.

INFLIGHT PROCEDURESLeg Change EntryUse the following procedure to define or redefine

a flight leg, in either AUTO or MANUAL modes.

1. Set MODE switch to OPERATE.

9. Depress CLR Key. Displays should blank.

3. Depress LEG CHG key.

4. Enter into the keyboard the numbers of thenew FROM waypoint and the number of the newTO waypoint, in that order. The new waypointsshould appear in the lower display.

5. Depress INSERT. New waypoints shouldjump to the FR TO display. The WARN indicatorwill illuminate momentarily while the Navigator iscalculating data for the new leg.

NOTE

If 0 was selected as the from waypoint, it will auto-matically become the present position displayed atthe time the INSERT switch was depressed.

6. To advance to the next consecutive leg,depress CLR, LEG CHG, and INSERT. The nextleg in numerical sequence should appear in the legdisplay.

Interwaypoint Range and BearingThe navigator calculates distance and bearing

from the designated FROM waypoint to the des-ignated TO waypoint and displays this data for tenseconds. These computations are performed in lat/!ong, thus prohibiting interwaypoint range and bear-ing information for waypoints when either or bothare stored in time differences. This is a remote func-tion and does not affect navigation. Use the follow-ing procedure to obtain range and bearing from air-craft present position to any waypoint or from anywaypoint to any other .aypoint.

1. Verify that MODE switch is set to OPER-ATE. Set DISPLAY switch to DIST/BRG.

10-2

2. Depress CLR kev. Displays should blank.

3. Depress WPT key.

4. Enter into keyboard the FROM and TOwavpoints for which the range and bearing arc de-sired. If range and beadng from aircraft presentposition to a wavpoint are desired, enter 0 and thewaypoilit number. Numbers should appear in lowerd isplay.

5. Depress :INSERT. Upper display shouldshow distance; lower display should show bearing.The FRONI TO waypoint Inuabers should appear illthe FRONI TO readout of the lower display. Afterten seconds displays shoold revert to normal DIST/BRG display. If required longer, depress DISPLAYHOLD.

Converting Present Position Into A WaypointPresent position can be frozen by depressing

DISPLAY HOLD and then transferred to any way-point by using the waypoint call up procedure. Asmany as nine points may be stored for reporting, etc.Use of this function does not internipt normal navi-gational information to other waypoints.

1. Verify that MODE switch is set to OPER-ATE. DISPLAY switch may be in any position.

2. Select type of coordinates desired to storethe present position, if time differences. depressLORAN COORD to illuminate the TD indicator; ifkit/long, TD indicator nui4 be extinguished.

3. When directly over the position, depressand release DISPLAY HOLD pushbutton. HOLDindicator should illuminate, aircraft present positionis stored, and the displays are frozen.

4. Depress CLR key. Displays should blank.

5. Depress WPT key.

6. Enter into keyboard the ninnber of thewaypoint into which the desired position is to bestored. The selected waypoint number slmuld ap-pear in the lower display.

7. Depress INSERT. Stored values of the heldposition (whether lat/long or TD) become coordi-nates for the selected waypoint. HOLD indicatorshould extinguish and displays revert back tonormal.

u

Position UpdatingPosition may be updated at any time. It is possi-

ble to compensate for propagation anomalies or maperror by ushig position fixes of known accuracy. Thisis accomplished by entering the known fix in eitherTD's or lathlong, or by using coordinates previouslystored in a waYpoint. When the POS update func-tion has been selected and the calibration coordi-nates have been entered, the INSERT key is de-pressed when directly over the selected calibrationpoint (figure 10-1). At the instant of switch depres-sion, the coordinates of that present position aremeasured and compared with the stored coordinatesof the calibration point. The difference between thetwo positions is then used as a correction factor. Thecorrection will be applied to all subsequent measure-ments until changed, deleted, or a clmnge of secon-daries is made. Normal data display is resinned withthe proper correction added.

NOTE

Ensure the system is in track and stabilized by yeri-that the wARN indicator is and

the CS is settled before doing a POS update. Thiswill ensure that the measured TD's have stabilized.

SYSTEMTHINKSIT IS HERE

Time '..:ifference Position UpdateUse the followint; procedure to update system

position zqainst a known calibration point usingmanually entered time differences.

1. MODE switch to OPERATE and DIS-PLAY switch to POSITION. Verify that system is intrack (WARN indicator extinguished). To observethe update, verify tlmt TD indicator is illuminated.

Depress CLR key. Displays should blank.

3. Depress POS key for position npdate.

4. Depress TDA key to select time differ-ence A.

5. Enter into keyboard seven digitsrepresenting time difference A to hundredths ofmicroseconds. Nunthers should appear in upper

6. Depress INSERT.

7. Depress TDB key to select time differ-ellen B.

CORRECTION

AIRCRAFTDIRECTLYOVER POINT

KNOWN FIXi POSITION

(CALIBRATIONPOINT)

,

THREE KINDS OF POSITION UPDATING:TIME DIFFERENCE POSITION UPDATELATIILONG POSITION UPDATEWAYPOINT POSITION UPDATE

Figure 10-1. Position Updating.

10-3

1 4

8. Enter into keyboard seven digitsrepresenting time difference 13 to hundredths ofmicroseconds. Numbers should appear in lowerdisplay.

9. Depress INSERT key when directly overcalibration point. Displays should return to normal.POS UPD indicator should illuminate, indicatingcorrection factor is active.

10. To clear POS update, depress CLR, POS,and INSERT. POS UPD indicator should extinguishindicating correction is removed.

lAt/Long Position UpdateUse the following procedure to update system

position against a kimwn calibration point usingmanually entered latitude and longitude coordinates.

I. MODE switch to OPERATE and DIS-PLAY switch to POSITION. Verify that system is intrack (WARN indicator extinguished). To observethe update ensure that TD indicator is extinguished.

2. Depress CLR key. Displays should blank.

:3. Depress POS key for position update,

4. Depress N (or S) latitude key, N (or S)indicator should illuminate.

5. Enter latitude into keyboard. Numbersshould appear in upper display.

6. Depress INSERT.

7. Depress W (or E) longitude key. W (or E)indicator should illuminate.

8. Enter longitude into keyboard. Numbershould appear in lower display.

9. Depress INSERT key when directly overcalibration point. Displays should return to normal.POS UPD indicator should illuminate, indicatingcorrection factor is active.

10. To clear POS update, depress CLR, POS,and INSERT. POS UPD indicator should extinguish,indicating correcdon is removed.

Waypoint Position UpdateUse the following procedure to update system

position against a known calibration point usingcoordinates stored in a waypoint. Coordinates stored

in the selected waypoint in either TD's or lat/longbecome the corrected position.

I. MODE switch to OPERATE and DIS-PLAY switch to POSITION. Verify the, navigator isin track (WARN indicator extinguished).

2. Depress CLR key. Displays should blank.

3. Depress POS key for position update.

Depress WPT key for waypoint position4.update.

5. Enter into keyboard the waypoint numberin which the coordinates have been stored for thecalibration point. Selected waypoint number shouldappear in lower display.

6. Depress INSERT key when directly overcalibration point. Displays return to normai. POSUPD indicator should illuminate, indicating correc-tion factor is active.

10-4

7. To clear POS update, depress CLR, POS,and INSERT. POS UPD indicator should extinguish,indicating correction is removed.

Magnetic Variation EntryUse the following procedure to enter or update

the angle of magnetic variation. The TRUE indica-tor is illuminated when there is no magnetic varia-tion inserted in the navigator.

1. MODE switch to INITIALIZE or OPER-ATE. To observe, set DISPLAY switch to FF/ VAR.Magnetic variation may be entered in any position.

2. Depress CLR key. Displays should blank.

3. Depress VAR key.

4. Depress E (or W) key to select direction ofvariation. E (or W) indicator should illuminate.

5. Enter correct magnetic variation into key-board to the nearest degree. Number should appearin tipper display.

6. Depress INSERT. New variation is ac-cepted and displays return to normal.

7. To clear the system of any magnetic var-iation, depress CLR, VAR, and INSERT. TRUE

142

indicator shoukl illuminate, indicating bearing andcourse angle are with respect to true north.

8. To check entry, set DISPLAY switch toFF/ VAR. New variation and direction should ap-pear in lower display.

-NOTE

Magnetic variation must be updated in 1" incre-ments during flight progression for accurate naviga-tion.

-.1271..

Parallel Track NavigationParallel track navigation facilitates flying purallel

to a given course at a selected distance from it. Theoffset distance may be from 0.1 to 99.9 nauticalmiles'. A series of such offset legs may be flown asdetermined by the number of waypoints entered inthe system. Distance may be changed in mid-leg.The navigator completes this by projecting an artifi-cial destination based on the nominal course coordi-nates and the offset distance entered. Figure 10-2 il-lustrates that in order for the navigator to computethe artificial destination 3', the coordinates of way-points 2, 3, and 4 plus the offset distance, D, arenecessary.

In manual mode, and in automatic when no sub-sequent waypoint coordinates have been entered,the offset destination is projected perpendicularly tothe nominal course. In automatic mode, the offsetdestination is projected on the bisector of an anglebetween consecutive legs. Once the offset distance

is entered, all navigation data is calculated with ref-erence to the artificial destination. Original wav-point defined conrse is not lost, but held in storageuntil parallel track navigation is deselected. The fol-lowing limitations apply.

1. Use of parallel track navigation at latitudesapproaching the poles (-.±80" or more), is unreliable.

2. Since parallel track computations are per-formed in kit/long coordinates, use of parallel tracknavigation while a waypoint is stored as a TD pair isnot possible.

:3. Waypoint course should not contain any180° turns.

Use the following procedure to obtain para11,1track navigation:

1. MODE switch to OPERATE. To observeentry, set DISPLAY switch to SF/PRL TK.

9. Depress CLR key. Displays should blank.

:3. Depress PRL TRACK key.

4. Depress L or R key to select either left orright of nominal course. L or R indicator should

5. Enter into keyboard the desired offset dis-tance to tenths of a nautical mile. (0.1 through 99.9nautical miles). Selected offset distance shouklappear in lower display.

OF FSET DESTINATIONIN MANUAL MODE

tt' OFFSET DESTINATIONIN AUTO MODE

Figure 10-2. Parallel Track Navigation.

10-5

143

Depress I\sElIT. 1)111. H..,(:N. indicatorshould illuminate and displays should revert t() se-lected [unction. Navigation is for the ofket track.

7. lo deselect parallel track navigation. de-press C1.13. PRI. TRCK, and INSRT. Ph'.u \LK indiemei- should extinguish. \avigatinn

ii11111(1 l'eVCIA 1101111a].

Search Operation Using Prestored PatternsOnce illV search pattero has been stored it ma\

be called up and used in night. The following pm-cedures describe how to commence search on a pre-stored pattern, preform an optional manual leg ad-\ alley during search. depart from and resumesearcl i . and terminate search.

NOTE

Prior to commencing a search, time should be tl-lowed for the navigator to settle aftcr initial lock-on.

:orrect 10 knots) ground-speed is indicative thatsettling has occorred. Failure to allow the equipment

stal)ihze, prior to assigning it a navigation task,will result in a non-convergence, possible lat-longrunaway and memory saturation accompanied byloss of track and/Or navigator.

Commence Search PatternTo commence search use the following proce-

dure.

1. MODE switch to OPERATE position. Toobserve, set DISPLAY switch to SF/PRL TK.

2 Depress CLR key. Displays should blank.

:3. Depress LEG ClIG kev to initiate legchange.

4. nter into the keyboard the single digitrepresenting the approach leg FRONI point. This isusually 0, representing aircraft present position. TheO point is the waypoint previously specified duringsearch pattern storage as the Commence SearchPoint and need not be entered. Number shouldappear in lower display.

.5. Depress SI':\fl( :11 kev. CS indicatoi shouldilluminate. If VS pattern iS desired, depressS \ 13(11 again; VS indicator should illuminate.

6. Depress INSERT. Leg display should showleg selected in step 4. AUTO NI AN indication is set

10-6

to At -PO. Upper display left-most three digits shownumber of legs to be flown in the search pattern:right-most three digits show number of legs comple-ted. Lower display shows direetion next turn andcourse of iwxt search leg. 'FO manually zulvance legswhile Hving a search pattern. depress CLII, LEUCI W.. and INSRT. Each time this is aycomplished,the Navigator will advance navigation to the next legand change the displays accordingly.

.\ (1)111111(91(A' search pattern example is illii,trateelin figure I 0-:1).

I3epart from Search Pattern, Return,and Resume SearchTo leave the scheduled search pattern and inves-

tigate a target, and then return to the point of depar-ture to take up search \vhere it was left off, use thefollowing procedure:

1. During search, depress SEARCII key at thepoint \vhere the pattern is departed. The active CSor N'S indicator should flash on and off. The leg dis-play should blank. The Navigator stores the aircraftposition at the time of switch depression.

2. To restnne the search patteni at the depar-ture point depress SEARCII again. Active CS or VSindicator stops blinking and remains illuminated.Leg display shows OE (F, signifying point or exit /,and navigation is nut I"vided from Present Poitionto point where the search pattern was left (step 1 ).

Search pattern resmnes where it left off.

Terminating SearchUse the following procedure to terminate the

stored search pattern.

1. Depress CI,Ft key. Displays slumld blank.

2. Depress SEARCH kev. Active search indi-cator should blink.

:3. Depress INSERT. Leg display is blanked.

NOTE

Initiating a standard leg change will also terminatesearch and activate navigation to the designatedwaypoint.

144

#0

E

w

AUTOIMAN SEARCH

nFR TO

0 I

()®LVRAN

eeDIST/BRo

TTO/OS

POSITION

WAY PT

DISPLAY

OSR TIC/XTIC

TR/TKE

FF/VAR

VIMTK

0a

INSERT

a00

FR TO

EXAMPLE:

COMMENCE SEARCH ON PRESTOR EDCS PATTERN USING WAYPOINT 1 ASSTARTING WAYPOINT.

TRUEN

P°S) ISEARCI0

F R TO

0 2 )

F R TO

(34)

F R TO

(1 2 )

FR TO

Figure 10-3. Commence Search Pattern.

10-7

145

Rho-Theta NavigationThe rho-theta navigation function (figure 10-4)

calculates the latitude and longitude of a waypointthat lies at a given distance (rho), and bearing (theta)from a given waypoint or present position. Thisfunction may be used in two ways:

1. To have the navigator calculate lat/long ofthe projected point and store it in a specified way-point for future use.

2. To have the navigator calculate the lat/longof the projected point, store it, and automaticallyinitiate a leg change to provide navigation to thatpoint.

NOTEVINO

The navigator will not accept entries of rho dis-tances over 250 nautical miles.

LONGITUDE

HO

THETA

LATITUDE

I TO WAYPOINT TO BEI DEFINED BY RHO-THETA

FUNCTION

FROM WAYPOINTOR PRESENTPOSITION

Figure 10-4. Rho-Theta Navigation.

Use the following procedure to obtain rho-thetanavigation.

1. MODE switch to OPERATE and DIS-PLAY switch to DIST/BRG.

2. Depress CLR key. Displays should blank.

3. Depress WPT and LEG CHG keys toinitiate the function.

4. To store the projected point as a wavpointwithout obtaining nav42,ation to it, enter fhe singledigit of the FROM wavpoint from which rho andtheta are to be calculated. To obtain navigation in-formation to the pmjected point, enter 0 for theFRON1 waypoint. Entering 0 designates presentposition. Nunther should appear in lower display.

5. Enter the single digit of the TO waypointto be defined by the rho-theta function. Numbershould appear in lower display.

6. Depress INSERT.

7. Enter up to four digits of range (rho) innautical miles and tenths, tip to 250 nautical milesnlaxilMfill. Range should appear in upper display.

10-8

S. Depress INSERT.

9. Enter up to three digits of bearing (theta)in degrees. Bearing should appear in lower display.

10. Depress INSERT. The navigator will cal-culate the lat/long of the projected point and storethis in the selected TO waypoint. If a FROM way-point of 0 was entered, a leg change will be automat-ically initiated and navigation to the calculated pointwill be provided. DIST/BRG will be displayed.

SPECIAL PROCEDURESMaster Independence

NOTE

Master independent operation is not obtainablewhen using a manually stored chain for navigation.

The AN/ ARN-133 is designed to operate withoutthe master Loran signal when at least three secon-daries are available and can be adequately received.This allows operation in cases where the master sig-nal is not initially receivable or is lost after naviga-tion has begun. In such cases, the Navigator design-ates a secondary as master and new LOP's are calcu-lated. When the master signal becomes receivableagain, it is picked up and treated as another second-ary. This feature operates automatically withoutoperator action, but may he overridden (master in-dependence override). The ADVISE indicator il-luminates when master independence is enabled.And when the MODE switch is set to ADVISE andthe DISPLAY switch to DIST/BRG, the right-mostdigit in the lower display indicates which secondaryis designated as the master. When this digit is 0, the

146

navigator has the real master and is operating nor-mally; when this digit is I, 2, :3, or 4, it identifieswhich secondary is being used as the master. Withthe DISPLAY switch at DSR Tti/N.Tti, a -I- in the-No Master- digit of the upper display (middle(ligit) indicates the Navigator does not have a mas-ter. This may also indicate master independence,but not decisively. When master independence isoperative, the position update function (POS UPD)is inoperative as the position update capability isbased on the real master-referenced system. Masterindependence also disables the automatic secondarychange advise function.

Master Independence OverrideTo override master independence (deactivate the

function) in cases where it is known the navigatorwill take longer than usual to find the master, usethe following procedure:

1. Set MODE switch to ADVISE and DIS-PLAY switch to DSR Tti/X.Tti.

2. Depress CLR key. Displays should blank.

:3. Depress 4 key to identify master overridefunction.

4. Enter inn»ber 8 into keyboard. 8 should ap-pear in lower display (and in proper ADVISE workdigit), indicating override.

5. Depress INSERT. Displays should returrnormah master independent override is in effeci.

To remove master independence override (allowmaster independence operation), use the following

ocedure:

1. MODE switch to ADVISE and DISPLAYswitch to DSR Tti/XTK.

2. Depress CLR key. Displays should blank.

:3. Depress 4 key to identify master overridefunction.

4. Enter number 0 into keyboard. 0 should ap-pear in lower display (and in proper ADVISE workdigit), indicating normal operation of master inde-pendence.

5. Depress INSERT. Displays should return tonormal; master independence operation is not per-mitted to function normally.

I,oran Cycle jumpThis procedure permits changing the cycle being

tracked by the navigator. The tracking point can bemoved either one cycle ahead or behind the cyclecurrently being tracked. This should be done whenthe navigator locks on 10 nsecs off.

I. MODE switch to OPERATE and DIS-PLAY switch to POSITION. Depress LORANCOORD switch as necessary so TD indicator illinni-na_ss.

2. Depress CLR key. Displays shoukl blank.

:3. Depress GM key.

4. To move the master tracking point, pro-ceed to step five. To move the A secondary, depressTDA key; to move the B secondary, depress TDBkey. N and S indicators should illuminate with TDAselection; E and W indicators should illuminate forTDB selection.

5. If jump is to be made to the left (-), depressL kev; if jump is to be made to the right ( + ), de-press R key. Appropriate L or R indicator should il-luminate.

6. Depress INSERT. For secondary A or B (-)jumps, the time difference should decrease by ten

microseconds, for ( + ) jumps, the time differenceshould increase by ten microseconds. For masterjumps. -shift will be + or five microseconds,but there is no visible display indication of this.

Manual Chain StorageThe AN / ARN-1:3:3 stores the required data for 14

LORAN chains. All of these, plus the 51(X) BITEchain used for self test, are permanently stored inmemory and can be selected by using the GRI selec-tion procedure. The navigator allows for manualstorage of one additional chain, providing versatilityfor storing every aspect of any LORAN C or Dchain. As a guide through the storage procedure,step numbers appear in the FR TO display, and sub-step numbers appear when applicable in the lowerdisplay. In addition, data from any previously storedmanual chain appears in upper and lower displays,cuing the type of entry to be made. To correct errorsafter any INSERT, it is necessary to display the stepnumber in which the mistake was made. To accom-plish this, either move the MODE switch out ofINITIALIZE momentarily and then back, resettingthe step to 01, or depress INSERT as necessary tostep to the end of the cue sequence and back to the

10-9

1 4 7

desired step. To correct data entered in any step, Use the manual chain storage procedtire for anyreenter the correct data over the incorrect, chain not listed in fiffure 10-7.

MANUAL CHAIN STORAGE PROCEDURE

DisplayCounters Operator Action System Response

-

1. Set MODE switch to LNITIALIZE andDISPLAY switch to SF/PRL TK.

Upper display shows previousmanual chain GRI. FR TOcounter is set to 01.

FR TO

1. Depress CLR key.

2. Enter into keyboard seven-digit GRI,using zeros if necessary. Enter only inincrements of 2.5 microseconds, enteriaga trailing zero after the sixth digit.

3. Depress INSERT.

Note: The TDL-424 will only trackreal-world GRI's in increments of 2.5microseconds (far greater resolutionthan required for any foreseeablechain), even though any GRI numbercan be entered. .

Displays should blank.

GRI should appear in upperdisplay.

FR TO counter advances to02; previous number ofsecondaries should appear inupper display.

I

EnterGRI

Specifysecondaries

F R TO

of

1. Depress CLR key.

2. Enter 2, 3, or 4, specifying numberof secondaries in chain.

3. Depress INSERT.

Displays should blank.

Number appears in upperdisplay.

Counter advances to 03. Pre-vious Loran C or D selection isdisplay3d.

(02 'no.

FR TO 1. Depress CLR key.

2. Enter 1 or 2, specifying Loran C or D1 = C; 2 = D.

3. Depress INSERT.

Displays should blank.

Number appears in upperdisplay.

Counter advances to 04. Pre-vious phase code type isdisplayed.

( I 3)SpecifyLoran Cor D

10-10

14 6

MANUAL CHAIN STORAGF I ROCEDURE (Continued)

DisplayCounters Operator Action System Response

FR TO 1. Depress CLR key.

2. Enter N or S, specifying new orstandard phase code. (For (lefinitionur standard phase code, see new phasecode preparation procedure.)

NOTE

All active Coast Guard Loran C chainsuse standard phase coding.

3. Depress INSERT.

If standard phase code (S) wasselected, proceed to 05 instruction,below.

Displays should blank.

Appropriate N or S indicatorshould light.

If S was selected counter ad-vances to 05. If N was selected,counter remains at 04 andlower display reads 01, indicat-ing substep; previous phasecode value is displayed.

( 111St..cifyty pe 01phase code

interval

FR TO 1. Depress CLR key.

2. Enter six-digit octal phase code formaster, interval A. (Obtain this andsubsequent numbers by performingnew phase code preparation pro-cedure.)

3. Depress INSERT.

Displays should blank.

Code should appear in upperdisplay.

Substep counter advances to 02.previous master interval B codeis displayed.

I) [1y..

NlasterA

FR TO

(111)Masterinterval B

1. Depress CLR key.

2. Enter six-digit octal phase code formaster, interval B.

3. Depress INSERT.

Displays should blank.

Code should appear in upperdisplay.

Substep counter advances to 03.Previous master interval C codeis displayed.

o 2..

FR TO

C

1. Depress CLR key.

2. Enter six-digit octal phase code formaster interval C.

3. Depress INSERT.

Displays should blank.

Code should appear in upperdisplay.

Substep counter advances to 04.Previous master interval D codeis displayed.

ly]Masterinterval

10-11

14J

MANUAL CHAIN STORAGE PROCEDURE (Continued)DisplayCounters Operator Action System Response

FR TO

D

1. Depress CLR.

. Enter six-digit octal phase code formaster interval D.

Depress INSERT.

Displays should blank.

Code should appear in upperdisplay.

Substep counter advances to 05.Previous secondary 1 interval Acode is displayed.

0 H lollMasterinterval

FR TO 1. Depress CLR.

. Enter six-digit octal phase code forsecondary 1 interval A.

. Depress INSERT.

Displays should blank.

Code should appear in upperdisplay.

Substep counter advances to 06.Previous secondary 1 interval Bcode is displayed.

0 5]N

( a LI .Secondary1, intervalA

,.FR TO 1. Depress CLR.

2. Enter six-digit octal phase codefor secondary 1 interval B.

3. Depress INSERT.

Displays should blank.

Code should appear in upperdisplay.

Substep counter advances to 07.Previous secondary 1 interval Ccode is displayed.

(U-- --

LUSecondary1, intervalB

FR TO 1. Depress CLR.

2. Enter six-digit octal phase code forsecondary 1 interval C.

. Depress INSERT.

Displays should blank.

Code should appear in upperdisplay.

Substep counter advances to 08.Previous secondary 1 interval Dcode is displayed.

0 7) ri I-1

Secondary1, intervalC

FR TO 1. Depress CLR.

. Enter six-digit octal phase code forsecondary 1 interval D.

3. Depress INSERT.

Displays should blank.

Code should appear in upperdisplay.

Substep counter advances to 09.Previous secondary 2 interval Acode is displayed.

0 13)1

( 1 LI ,Secondary1, intervalD

FR TO . Depress CLR key.

. Enter six-digit octal phase code forsecondary 2 interval A.

3. Depress INSERT.

Displays should blank.

Code should appear in upperdisplay.

Substep counter advances to 10.Previous secondary 2 interval Bcode is displayed.

0 9) 1

Secondary2, intervalA

10-12

15!)

MANUAL CHAIN STORAGE PROCEDURE (Continued)

DisplayCounters Operator Action System Response

FR TO1. Depress CLR key.

2. Enter six-digit octal phase code f orsecondary 2, interval B.

3. Depress INSERT.

Displays should blank.

Code should appear in upperdisplay.

Substep counter advances to 11.Previous secondary 2 interval Ccode is displayed.

s.

I0 , 0 LiSecondary2, intervalB

FR TO 1. Depress CLR key.

2. Enter six-digit octal phase code forsecondary 2, interval C.

3. Depress INSERT.

Displays should blank.

Code should appear in upperdisplay.

Substep counter advances to 12.Previous secondary 2 interval Dcode is displayed.

j[ILL)]Secondary2, inter:alC

FR TO 1. Depress CLR key.

2. Enter six-digit octal phase code forsecondary 2, interval D.

3. Depress INSERT.

Note: Steps 13 through 16 arefor entering octal phase codes forintervals A through D of secondary3. Steps 17 through 20 are forentering octal phase codes forintervals A through D of secondary4. If a 3 was entered in step 02, per-form steps 13 - 16; if a 4 was entered,perform steps 17 - 20.

Displays should blank.

Code should appear in upperdisplay.

If a 2 was entered in step 02,signifying two secondaries,lower display should blank andFR TO counter should advanceto 05 with previous master lat-itude shown in upper display.If a 3 or 4 was entered in step02, lower display counter willadvance to 13.

-N,

i 2 ( I LI)Secondary2, intervalD

FR TO 1. Depress CLR key.

2. Depress N or S key to designatelatitude of master.

3. Enter latitude of master.

4. Depress INSERT.

Displays should blank.

N or S indicator should light.

Latitude should appear in upperdisplay.

Counter advances to 06. Pre-vious longitude of master isdisplayed.

I,

5)

Masterlatitude

10-13

151

MANUAL CHAIN STORAGE PROCEDURE (Continued)

DisplayCounters Operator Action System Response

FR TO 1. Depress CLR key.

2. Depress E or W key to designate longi-tude of master.

Enter longitude of master.

4. Depress INSERT.

Displays should blank.

E or W idicator should light.

Longitude should appear inlower display.

Counter advances to 07. Pre-vious secondary 1 emission de-lay is displayed.

05Masterlongitude

FR TO 1. Der.Lcss CLR key.

2. Enter seven-digit emission delayfor secondary 1 (coding delay +baseline in microseconds).

3. Depress INSERT.

Displays shpuld blank.

Emission delay should appear inupper display.

Counter advances to 08. Pre-vious secondary 1 latitude isdisplayed.

( II 1 ISecondary1 emissiondelay

FR TO

(061Secondary1 latitude

1. Depress CLR key.

2. Depress N or S key to designatelatitude of secondary 1.

3. Enter six-digit latitude ofsecondary 1.

4. Depress INSERT.

Displays should blank.

N or S indicator should light.

Latitude should appear in upperdisplay.

Counter advances to 09. Pre-vious secondary 1 longitude isdisplayed.

FR TO 1. Depress CLR key.

2. Depress E or W key to designatesecondary 1 longitude.

3. Enter six or seven-digit longitudefor secondary 1.

4. Depress INSERT.

Displays should blank.

E or W indicator should light.

Longitude should appear inlcwer display.

Counter advances to 10. Pre-vious secondary 2 emission de-lay is displayed.

[Secondary1

i 9 ]

longitude

Secondary2delay

FR TO 1. Depress CLR key.

2. Enter seven-digit emission delayfor secondary 2.

3. Depress INSERT.

Displays should blank.

Emission delay should appearin upper display.

Counter advances to 11. Pre-vious secondary 2 latitude isdisplayed.

*1

.

emission

10-14

152

MANUAL CHAIN STORAGE PROCEDURE (Continued)

DisplayCounters Operator Action System Response 1

1

Secondaly

FR TO 1. Depress CLR key.

2. Depress N or S key to designatelatitude of secondary 2.

3. Enter six-digit secondary 2latitude.

4. Depress INSERT.

Displays should blank.

N or S indicator should light.

Latitude should appear in uppeidisplay.

Counter advances to 12. Pre-vious secondary 2 longitude isdisplayed.

1 I1( 1

2 latitude

FR TO 1. Depress CLR key.

2. Depress E or W key to designatesecondary 2 longitude.

. Enter seven-digit longitude ofsecondary 2, using zeros whereapplicable.

4. Depress INSERT.

Note: Steps 13 - 15 are for secondary3 emission delay, latitude and longitude;steps 16 - 18 are for secondary 4 emissiondelay, latitude and longitude. If applicable,perform these steps using same format asfor secondaries 1 and 2.

Displays should blank.

E or W indicator should light.

Longitude should appear inlower display.

Counter will rer,et to 01 if twosecondaries were specified, indi-eating entty is complete.Counter will advance to 13 ifthree or four secondaries werespecified.

, \12 .

Secondary2 longitude

NEW PHASE CODE PREPARATIONPROCEDURE

Standard phase codes are defined below. If thephase code to be used in manual chain entry devi-ates from this standard by as much as one bit, it isconsidered a new (N) phase code, and the followingphase code preparation procedure must be followed.

LORAN-C Standard Phase Code(1 + or in phase; 0 = or 180° out of phase)

Time

1 1 0 0 1 0 1 0 Master, interval A (and C)1 0 0 1 1 1 1 1 Master, interval B (and D)1 1 1 1 1 0 0 1 Each secondary interval A (and C)1 0 1 0 1 1 0 0 Each secondary interval B (and D)

LORAN-D Standard Phase Code(Air Force Definition)

Time

1 1 1 1 0 1 0 0 1 1 0 1 1 0 0 1 Master interval A1 1 0 1 0 1 1 0 1 0 1 0 1 1 1 0 Master interval B1 0 1 0 0 0 0 1 1 0 0 0 1 1 0 0 Master interval C1 0 0 0 0 0 1 1 1 1 1 1 1 0 1 1 Master interval D

1 1 1 0 1 1 1 1 1 0 0 1 0 1 1 1 Secondary 1,34 Int.A1 0 0 1 1 0 0 0 1 0 1 1 0 1 0 1 Secondary 1,3,4 Int.B

1 0 1 1 1 0 1 0 1 1 0 0 0 0 1 0 Secondary 1,3,4 Int.01 1 0 0 1 1 0 1 1 1 1 0 0 0 0 0 Secondary 1,3,4 Int.D

1 1 1 0 1 1 1 1 1 1 0 0 0 0 1 0 Secondary 2 Int, A1 1 0 0 1 1 0 1 1 0 1 1 0 1 0 1 Secondary 2 Int. B1 0 1 1 1 0 1 0 1 0 0 1 0 1 1 1 Secondary 2 Int. C1 0 0 1 1 0 0 0 1 1 1 0 0 0 0 0 Secondary 2 Int. D

10-15

153

EXAMPLE: g. Repeat this procedure for master interval Bas :ollows:

PROBLEM: To make secondary 2 phase codesthe same as secondary 1, 3, and 4 for LORAN-D.Since this is a deviation from standard, it is neces-sary to start at the beginning and enter all phasecodes. Begin by entering the master codes, eventhough they do not change.

a. Start by writing down the Master intervalA phase code with time flow from left to right:

Time

1 1 1 1 0 1 0 0 1 1 0 1 1 0 0 1

b. Then write the data from right to left:

Time

1 0 0 1 1 0 1 1 0 0 1 0 1 1 1 1

c. Add two leading zeros and group the databits in groups of three:

0 0 1 0 0 1 1 0 1 1 0 0 1 0 1 1 1 1

d. Assign a binary value for each bit as shownbelow. This puts the data in binary coded octal for-mat for entry into the computer.

4 2 1 4 2 1 4 2 1 4 2 1 4 2 1 4 2 1 Binary value

0 0 1 0 0 1 1 0 1 1 0 0 1 0 1 1 1 1 Data

e. Determine the numeric value of each groupof three bits as shown below, and write each numberbelow its respective group.

4 2 1 4 2 1 4 2 1 4 2 1 4 2 1 4 2 1 Binary value

0 0 1 0 0 1 1 0 1 1 0 0 1 0 1 1 1 1 Data

1 1 5 4 5 7 Octal value_

Example: 4 + 2 + 1 = 7

f. This six-digit octal number is the octalphase code to be entered in manual chain entry sub-step 01.

01. 1 1 5 4 5 7

Time

1 1 0 1 0 1 1 0 1 0 1 0 1 1 1 0

Reversed:

Time

0 1 1 1 0 1 0 1 0 1 1 0 1 0 1 1

Grouped, two leading zeros added, and converted:

4 2 1 4 2 1 4 2 1

_._4 2 1 4 2 1 4 2 1 Binary value

0 0 0 1 1 1 0 1 0 1 0 1 1 0 1 0 1 1 Data

0 7 2 5 5 3 Octal value

h. Enter on worksheet for substep 02:

02. 0 7 2 5 5 3

1. flepeat this procedure until all phase codesfor the master and each secondary are defined for allfour intervals. To complete this example, the num-bers to be entered for master interval C and Dwould be, respectively.

03. 0 3 0 6 0 5 and 04. 1 5 7 7 0 1

j. Calculate all four secondaries (or as many asthere are in the chain) in a similar manner. Since, forthis example, we are making secondary 2 phasecodes the same as secondaries 1, 3, and 4, the fourphase code entries would be as follows:

10-16

05. 1 6 4 7 6 7 interval A09.13.17.

06. 1 2 6 4 3 1 Interval B10.14.18.

07. 0 4 1 5 3 5 Interval C11.15.19.

154

08. 0 0 :3 6 6 :3 Interva! D Grouped and converted:

16.00.

k. If the new phase codes are for a LORAN-Cchain (eight pulses per group instead of 16), the 16pulse format must still be followed. To do this, inserta zero between each bit of the LORAN-C phasecodes, and after reversal, add three leading zeros.This maintains the proper pulse spacing in the com-puter. As an example, the two master interval phasecodes would be calculated as follows:

Time

1 1 0 0 1 0 1 0

Reversed:

0 1 0 I 0 0 1 1

Inserting zero between bits and adding threeleading zeros (as underlined):

000 00 10 00 10 0000 10 1

4 2 1 4 2 1 4 2 1 4 2 1 4 2 1 4 2 1 Binary vait .

6 0 0 0 0 i 0 0 0 1 0 0 0 0 0 1 0 1 Data

0 1 0 4 0 5 Octal value

This data must not be entered for substeps 01and 03, since the LORAN-C phase codes repeatevery two intervals, rather than every four:

01. 010405 03. 010405

Similarly, substeps 02 and 04 would calculate outas follows:

1 0 0 1 1 1 1 1

Reversed:

1 1 1 1 1 0 0 1

Zeros added, grouped, and converted:

4 2 1 4 2 1 4 2 1 4 2 1 4 2I 1 4 2 1 Binary value

0 0 0 1 0 1 0 1 0 1 0 1 0 0 0 0 0 1 Data

0 5 . 2 5 0 1 Octal value

Calculate the secondaries in a similar fashion.

10-17

153

SELF-QUIZ # 10

PLEASE NOTE: Many stndents study ONLY the self-quizzes and pamphlet review quiz, thinking that thiswill be enough to pass the End-of-Course Test. THIS IS NOT TRUE. The End-of-Course Test is based on thestated course objectives. To pass the EOCT, you must study all the course material.

I. During preflight, erroneous lockon is indicatedby a

A. TDA 2.50 microseconds different thanpredetermined selection

B. TDB 5.50 microseconds different than apredetermined selection

C. flashing CS indicatorD. flashing WARN indicator

2. The three kinds of position updating are

A. TIME DIFFERENCE, LAT/LONG,WAYPOINT

B. TIME DIFFERENCE, LEG CHG,WAYPOINT

C. TIME DIFFERENCE, LEG CHG,LAT/LONG

D. WAYPOINT, LEG CHG, LAT/LONG

:3. Parallel Track Navigation is used to

A. follow a course previously flown byanother aircraft

B. fly above the 80° latitude range (NorthPole)

C. make turns that are greater than 180°D. fly an offset course to that already

programmed

4. The LORAN C navigator will not accept rhodistances over nautical miles.

A. 150B. 175C. 2(X)D. 250

5. The ARN-1:33 will operate properly

A. when no master signal is received by usinga secondary station as master

B. when only the master signal is received byassuming secondary positions

C. when only one secondary station is re-ceived and no master by assuming masterposition

D. when, after lockon, all signals are lost, lwoperating in the memory mode

6. The ARN-1:3:3 stores data forLORAN chains.

A. 10 CRI and 2 manualB. 12 GRI and 4 mammalC. 14 CRI and 1 manualD. 16 CRI and :3 manual

7. 0:3 appears in the Display Counters whenentering a manual LORAN chain GU You enter a 1to indicate that the GRI is LORAN

A. AB. BC. CD. D

S. Add two zeros to the front of the LORAN DPHASE CODE 1011101011000010. When con-verted to actual octal for entry in the manual chainentry substep, this number should read

10-19

156

A . 1:35:302B. 146402C. 565410D. 676510

ANSWERS TO SELF-QUIZ # 10

Following are the correct answers ai . references to the text pages Nvhich cover each questioll and correctanswer. To be sure von understand :e answers to those questions \MI missed, V011 should restudy the refer-enced portions of the text.

QUSTION ANSWER REF.

1 B 10-1., A 10-3:3 D 10-54 D 10-85 A 10-86 C 10-97 C 10-108 A 10-16

FLIGHT DIRECTOR SYSTEMS

Reading Assignment:Pages 11-1 through 11-10.

OBJECTIVES

To successfully complete this assignment, you must study the text and master the following objectives:

1. Describe the AN /AYN-2 system and its components.

2. Sinnmarize the flight director modes of operation.

3. Explain the preflight procedures for the flight director system.

ILLUILI2JUI ceL at_ XA A N -

Each pilot is provided with a complete flight di-rector system (figure 11-1). The flight director sys-tem provides an easily interpreted pictorial displayof the helicopter navigation situation, and it auto-matically computes the required action to obtain adesired radio track or heading. The information isdisplayed continuously, and any system failure isnormally indicated by means of flag circuitry. Thecopilot's flight director requires attitude and azi-muth inputs from the A /A24G-39. The pilot's flightdirector requires azimuth inputs from the A/ A24G-39 and attitude inputs from the 1080Y vertical gyro.

The flight director is powered by the No. 1 AC pri-maiy bus and is protected by three circuit breakers onthe copilot's circuit breaker panel. Two of the circuitbreakers, tinder the general heading NO 1 AC PRIFLT DIR and HEADING, are marked PILOT OBand CO-PILOT OB respectively. The third circuitbreaker is under the general heading NO 1 AC PRIand is marked ATTITUDE CO-PILOT OB.

Power for the A/ A24G-39 system is suppliedfrom the No. 1 AC primary bus, the DC primarybus, and the two autotransformers that operate fromthe No. 1 AC primary bus. The system is protectedby circuit breakers on the copilot's overhead circuitbreaker panel. One circuit breaker, under the gen-eral heading No. 1 AC PRI, is marked GYRO COM-PASS, the other, under the general heading DC PRI,is marked GYRO COMPASS.

HORIZONOISC

PITCHSCAL E

GS SCALE

GS WARNINGFLAG

GS POINTER

BANKSCALE

BANKPOINTER

HORIZONBAR

VOR LOCWARNING FLAG

GTROWARNINGFLAG

PITCHTRIM SCALE

PITCHTRIM KNOB

ST E ER ING

rfARNINCFLAG

PITCHBAR

STEERINGPOINTER

MODESEL EC TORKNOB

8675 R11

Figure 11-1. Flight director set AN /AYN-2attitude indicator.

The flight director system consists of four compo-nents: steering computer, attitude indicator, courseindicator, and instrument amplifier.

WARNING

If the radio transformer fails and the pilot is usingTACAN inputs to the AYN-2, no visual warning willbe displayed on the flight director or any other flightinstrument to indicate system failure.

11-1158

STEERING COMPUTERThe steering computer provides the pilot with

steering information via the attitude indicator. Thesteeling computer computes a horizontal guidancesignal from TACAN/VOR or localizer, headingerror, and bank angle data. The horizontal guidancesignal is displayed on the attitude indicator bymeans of the steering pointer. Necessary correctivemeasures to the approach, selected heading, andradio path are thus provided to the pilot. A steeringwarning service is provided by flag circuits.

ATTITUDE INDICATORThe steering and glide slope pointers of the atti-

hide indicator (figure 11-2) provide guidance in in-tercepting and following localizer and glide slopebeams or for maintaining a selected heading orcourse. Warning flags indicate any malfunction inthe glide slope, localizer, VOR, TACAN, attitudedisplay, or steering signal system. The steering com-puter horizontal guidance signal is displayed bymeans of the steering pointer. Precise lateral controlmay be achieved by maneuvering the helicopter tomaintain the steering pointer in the centered posi-tion. The glide slope pointer indicates displacementof the helicopter from the glide slope path. The posi-tion of the glide slope pointer, relative to the pitchindicator, indicates the flight correction required toachieve a smooth approach. The horizontal and ver-tical guidance indicators described above are super-imposed on an artificial horizon. The artificialhorizon consists of pitch and bank indicators andprovides continuous moniioring of the flight atti-tude.

Steering FlagDepending on the position of the mode selector

switch, failure of the A/A24G-39 vertical gyro or di-rectional gyro, remote indicating compass, or radioinputs causes the STEERING flag to be displayed.Loss of steering computer primary power wouldcause the flag to be displayed regardless of the modeswitch position.

Gyro FlagFailure of the A/A24G-39 vertical gyro driving

the copilot's attitude display, or the 1080Y verticalgyro driving the pilot's attitude display, causes theappropriate GYRO flag to appear. Failure of theA/A24G-39 vertical gyro also affects the pilot's andcopilot's steering circuitry. Set the mode selector tothe DEV position and use the pilot's approach indi-cator as the primary attitude indicator.

VOR LOC FlagThe VOR LOC flag is in view when 'the signal

from the helicopter TACAN / VOR or localizer re-ceiver is inadequate. The flag will be in view whenthe receiver is malfunctioning, turned off, or imttuned to a sufficiently strong TACAN, VOR, orlocalizer frequency.

GS FlagThe CS flag appears when signals from the glide

slope receiver are inadequate for (hiving the glideslope pointer.

Pitch BarThe pitch bar (A, figur 11-2) represents imagi-

nary wings and moves up and down as helicopterpitch changes. The level flight position of the barmay be changed, for reference during cruise, byrotating the TRIM knob. The pitch bar trim is presetwhen the mode selector is in the ILS position.

Steering PointerDeflections of the steering pointer (B, figure 11-

2) are commands to establish a selected course orheading. The pilot always flies the helicopter to banktoward the pointer. Proper bank angle is establishedwhen the steeling pointer centers. When on course,keeping the steering pointer centered will establishthe crab angle required to correct for possible cross-wind conditions in the ILS and DEV modes. Withthe mode switch in DEV position, steering pointerdeflections are no longer bank commands. Thepointer shows the direction to turn to attain the se-lected course. Degree of bank is not included in thiscommand since the pointer will center only whenthe helicopter is actually on the selected course.DEV mode may be used as backup in the event ofsteering computer failure.

11-2

Horizon BarAs seen by the pilot, the horizon bar (C, figure

11-2) tilts in the same sense the real horizon tilts ashelicopter bank changes. A pointer at the top of theattitude indicator and index marks on the horizondisc indicate aircraft bank in graduations of 10, 20,30 and 45 degrees.

Glide Slope PointerThe displacement from the glide path is shown

by the glide slope pointer (D, figure 11-2). The glideslope is flown by adjusting power to keep the glideslope pointer and the pitch bar aligned while desiredairspeed is maintained.

1 5 ;_)

APITCH BAR DISPLAY

WIRMINEDRINNIM

STEERING POINTER

HORIZON DISC

GLIDE SLOPE POINTER

Figure 11-2. - Attitude indicator AN/AYN-2.

11-3

.160

S S674 MO

COURSE INDICATORThe course in(licator (fig-tire 11-3) displays a pic-

torial plan view of the helicopter with respect tomagnetic north, selected (x)urse, and selected head-ing. Heading, heading deviation, selected heading,selected course, and crab angle are read against aservo-driven azimuth card. The selected TACAN,VOR, and localizer course is displayed pictoriallyand lw means of a digital COURSE counter. A digi-tal distance display is also provided on the course in-dicator. Meter movements not only display coursedeviati..m, to-from indication, and glide slope loca-tion, but also operate \Yarning flags. The warningflags monitor heading, display, and radio signals. Astationary symbolic aircraft, located in front of thecourse deviation pointer, provides the pictorial pre-sentation of helicopter position and heading. Thecourse indicator requires a remote amplifier for theazimuth servo system. Selected course and headingmay be set manually.

VOR LOC FlagSee ATTITUDE

GS FlagSee :ATTITUDE

SELECTED COURSEDISPLAY

INDICATOR, VOR LOC Flag.

INDICATOR, GS Flag.

HEADINGCARD FLAG

LUBBERLINE

HDG Card FlagA malfunction in the A / A24G-39 system will

bring the LIDG CARD flag into view. The headingcircuits also supply data to the steering pointer cir-cuits. Set the mode selector to the DEV position.The steering pointer will show deviation from the se-lected course. Readings of all other parts of the dis-plays are correct regardless of the condition of theheading circuitry.

Symbolic AircraftThe aircraft outline fixed behind the instniment

face is symbolic of the helicopter (A, figure 11-4).Moving portions of the course indicator relate to thesyntholic aircraft to provide a map-like display of theactual flight situation.

Azimuth Card and Lubber LineThe azimuth card turns as the helicopter turns;

the symbolic aircraft is always pointed toward theactual helicopter heading as read on the azimuthcard (B, figure 11-4). The helicopter heading may beread accurately under the lubber line at the top ofthe instrument. A series of index marks are inscribedaround the azimuth card for reference at the start ofturns.

HEADING CARDSHUTTER

DISTANCE DISTANCEDISPLAY SHUTTER

HEADING MARKER

GLIDESLOPESCALE

GLIDE SLOPEPOINTER

MILES

--\

GLIDE 1PEFLAG

COURSEKNOB

RECIPROCALCOURSE ARROW

AZIMUTH CARD

Figure 11-3. AN/ AYN-2 course indicator.

11-4

161

COURSE ARROW

TO.FROM ARROW

COURSE BAR

VOR LOC FLAG

MINIATURE AIPPLANE

HEADING KNOB

ASYMBOLIC AIRCRAFT

AZIMUTH CARD AND LUBBER LINE

CCOURSE ARROW. KNOB. AND COUNTER

180

180

l

Figure 11-4. Course indicator AN/AYN-2.

11-5

162

8678 (RI)

Course Arrow, Knob, and CounterThe TCAN/VOR or localizer course is selected

by positioning the course arrow (C, figure 11-4). Thecourse arrow is positioned by the COURSE knob.The arrow setting is read against the azimuth card oron the COURSE counter. The course arrow isalways set to the inbound localizer front course evenif a back course approach is being flown.

VOR-TACAN Selector SwitchesA VOR-TACAN selector switch is located in

front of each pilot on the instillment panel. Theswitches select the associated navigation receiverthat will supply inputs to the particular pilot's flightdirector system. The pilot's switch has the markedpositions VOR MASTER and TACAN SLAVE. Thecopilot's switch has marked positions VOR SLAVEand TACAN MASTER. The MASTER/SLAVEnmrking remind both pilots that only the pilot'scourse knob controls both flight director system dis-plays when the VOR or localizer receiver is beingused. In addition, only the copilot's course knob con-trols both flight director displays when the TACANreceiver-transmitter is being used.

Power failure to the VHF NAV receiver will causeTACAN information to be automatically displayedon the copilot's flight director system regardless ofthe VOR-TACAN selector switch position.

NOTE

When either the pilot's or copilot's VOR-TACAN se-lector switch is in the MASTER position, steeringpointer information (ILS mode) is valid for that par-ticular flight director. If the VOR-TACAN SELEC-TOR switch is in the SLAVE position, steeringpointer information (ILS mode) will not be valid un-less the course selected is the same as that coursewhich has been selected on the course indicator ofthe pilot who controls the flight director display(MASTER position). If the reciprocal of the course isselected, steering pointer information will be invalid.

NOTE

It is possible for both pilot and copilot to receiveDME information via their respective course indica-tors whenever the TACAN function switch is in theT/ R position, regardless of the position of eitherVOR/TACAN-SELECTOR switch.

11-6

Course BarThe course bar (D, figure 11-4) is symbolic of a

segment of the selected TACAN/VOR radial or loc-alizer course. The position of the symbolic aircraftwith respect to the course bar is always the same asthe position of the pilot's helicopter with respect tothe selected course.

To/From ArrowAmbiguity in omni bearing information is re-

solved by the to/from arrow (E, figure 11-5). Thearrow will indicate the direction TO the stationalong the course lir.: selected with the course arrow.

Miles CounterThe distance to a VORTAC or TACAN station,

measured by the aircraft DME equipment, is dis-played by the MILES counter (F, figure 11-5). Thedistance is read in nautical miles.

Glide Slope PointerBoth the course indicator and the attit indica-

tor of the AN/AYN-2 have glide slope liters (G,figure 11-5).

The glide slope pointer on the course indicatoralso is useful for quick reference when the aircraft isinbound on the localizer to the outer marker; inter-ception of the glide path is readily seen.

HEADING MARKERThe steering pointer guides the pilot to establish

the heading read by the heading marker when themode selector on the attitude indicator is set to theHDG position (H, figure 11-5). The heading nmrkeris read against the azimuth card and is positioned onthe card by rotating the HDG knob.

INSTRUMENT AMPLIFIERCompass and gyro warning flag circuitry and

servo amplifiers for the approach horizon and thecourse indicator are contained within the instillmentamplifier.

FLIGHT DIRECTOR SPECIFICATIONS

The following ratios have been established for theflight director.

GLIDE SLOPE POINTERA full scale deflection of the glide slope pointer

on the vertical glide slope scale corresponds to anaircraft deviation of 0.5 degree from the glide path.

163

TO FROM ARROW

MILES COUNTER

GLIDE SLOPE POINTER

HEADING MARKER

Figure 11-5. - An/AYN-2 course indicator.

11-7

164

S 8679 (RI)

PITCH BARA one-dot deflection of the pitch kn., measured

on the pitch scale, corresponds to an aircraft pitchangle of 5 degrees.

COURSE BARWhen the receiver is tuned to a TACAN/VOR

radial, a two-dot deflection of the course bar corre-sponds to an aircraft deviation of 10 degrees. Whenthe receiver is tuned to a localizer course, a two-dotdeflection of the course bar com'sponds to an air-craft deviation of 2.5 degrees. The course bar deflec-tion is nonlinear beyond two clots.

HORIZON DISCThe aircraft bank angle divisions on the horizon

disc represent 10, 20, :30 and 45 degrees of bank.

PITCH TRIMOne division on the pitch TRIM knob represents

five degrees of pitch.

STEERING POINTERThe steeling pointer will not direct banks in ex

cess of 15 degrees in any mode.

HDG Mode of OperationsA selected heading error of 10 degrees is equiva-

lent to a bank error of 15 degrees.

ILS (TACAN/VOR And Loealizer)Mode Of OperationA bank angle of 2.2 degrees is equivalent to one

degree of course datum.

DEV Mode Of OperationThe steering pointer indicates which way to bank

in order to intercept or track a selected course.

FLIGHT DIRECTOR MODES

HDG MODE OF OPERATIONThe HDG mode of operation is obtained by set-

ting the attitude indicator mode selector knob to theLIDG position. A magnetic heading is selected by ro-tating the course indicator HDG knob until theheading marker is set to the desired magnetic head-ing as read on the azimuth card. Helicopter bank at-titude, with respect to the horizon, is displayed bythe horizon disc. Helicopter magnetic heading is dis-played by the position of the azimuth card withrespect to the lubber line. Helicopter position, withrespect to the selected heading, is given by the

11-8

position of the heading marker (representingselected heading) with respect to the lubberline (representing the actual helicopter magneticheading).

Horizontal guidance steering information is dis-played by the steering pointer. The steering pointerdeflection indicates the amount and direction ofbank required to obtain a selected heading. Whenthe helicopter is banked in the proper direction tocenter the steering pointer and sufficient rudder isapplied for a coordinated turn, a smooth entry willbe made into the magnetic heading. Once the heli-copter is on the magnetic heading, minor changes inmagnetic heading cause the pointer to deflect in thedirection which the helicopter must be turned tocorrect the error.

ILS MODE OF OPERATIONAn ILS, TACAN, or VOR mode of operation is

obtained by setting the mode selector knob to theILS position. Align the VOR-TACAN selectorswitches to desired MASTER/SLAVE positions.

When the navigation receiver is tuned to alocalizer frequency, the reference pitch attitude(the pitch attitude required to maintain descent onthe glide path) is preset by an adjustment made dur-ing test bench adjustments. The pitch bar will beautomatically positioned with respect to this refer-ence each time the mode selector knob is set to ILS.The inbound localizer course is obtained by tuningthe VOR receiver to the proper localizer frequency.The COURSE knob is rotated until the coursecounter indicates the heading of the inbound loc-alizer course. Helicopter position, with respect to thelocalizer course, is presented by the course bar.

The GS warning flags will unmask the glide slopepointers when the glide slope receiver is tuned to asignal of sufficient strength and the glide slope sig-nal is presented. Helicopter position, with respect tothe glide path, is presented by the attitude indicatorand course indicator glide slope pointers. A TACANor VOR radial may be selected for use with thecourse indicator by tuning the associated navigationreceiver to the desired TACAN or VOR facility androtating tin COURSE knob until the COURSEcounter indicates the desired radial on the azimuthcard. The pilot should make the TACAN or VORcourse intercept in the HDG mode, switching to theILS mode once the course has been intercepted.Helicopter position, with respect to the selectedTACAN or VOR radial, is presented by the coursebar. Helicopter pitch attitude is displayed by the

166

pitch bar. Helicopter bank attitude is displayed bythe horizon disc as in the HDG mode of operation.The horizontal guidance steering signal, with cross-wind correction, is displayed by the pointer. Thesteeling pointer deflection indicates the amount anddirection of bank required to fly a localizer heading.When the helicopter is banked in the proper direc-tion to center the steeling pointer and sufficient 1-tml-der is applied for a coordinated turn, a smooth entrywill be made onto the localizer or selected course.Once the helicopter has obtained the localizer or se-lected course, minor changes cause the steeringpointer to deflect in the direction in which the air-craft must be banked to correct the error.

NOTE

Steeling pointer commands, in the ILS mode, are attimes erratic, overly sensitive and contradictory tothe information displayed by the course indicator.This phenomenon is most prevalent when the sys-tem is used in proximity to the radio navigationalaid. The flight director steering pointer should notbe used in the ILS mode during an instrument ap-proach, departure, or other conditions of instrumentflight requiring high levels of pilot concentration.

NOTE

The VOR/TACAN selector switches must be alig-ned to desired MASTER/SLAVE positions beforethe desired navigational aid is used. In the ILSmode, in order for the pilot to interpret a selectedTACAN course with the steering pointer and to pro-vide a correct pictorial plan view, the pilot's andcopilot's course counters must display the sameselected course.

DEV MODE OF OPERATIONThe DEV mode of operation is obtained by set-

ting the attitude indicator mode selector knob to theDEV position. A reference pitch attitude is obtainedby setting the pitch TRIM knob to the desired pitchattitude. A TACAN or VOR radial is selected bytuning the associated navigation receiver to the de-:;ired TACAN or VOP facililty, aligning the VOR-TACAN selector switches to desired MASTER/SLAVE positions, and rotating the COURSE knobuntil the COURSE counter indicates the desiredcourse.

Helicopter pitch attitude, with respect to the ref-erence pitch attitude, is displayed by the pitch bar.

Helicopter bank attitude, with respect to the hori-zon, is displayed lw the horizon disc. Helicoptermagnetic heading is displayed by the position of theazimuth card with respect to the lubber line. A dis-play of helicopter position, with respect to the se-lected TACAN or VOR course selected, is presentedby the course bar. While the flight director is in theDEV mode of operation, the steering pointer re-ceives information directly from the selected miviga-tion receiver and indicates which way to turn inorder to intercept or track a selected course. Ticsteering pointer does not indicate the amount ofbank required. Warning flag services are provided asin the fIDG mode of operation.

11-9

OFF MODE OF OPERATIONWhen the flight director is in the OFF mode, the

steering computer is deactivated, and the steeringpointer and steering flag on the attitude indicator isbiased out of view. In all other respects, the OFFmode operates the same as the DEV mode.

FLIGHT DIRECTOR OPERATION

PREFLIGHT CHECKLIST1. Adjust the pitch trim knob to the center

index on the pitch trim scale; then check to see thatthe positions of the pitch bar and horizon bar corre-spond to the actual attitude of the helicopter.

2. Cheek to see that the helicopter headingcorresponds to the heading read on the azimuthcard.

:3. Tune the helicopter TACAN or VOR re-ceiver to a TACAN or VOR station. Set the mode se-lector to the DEV position. Set the course arrow tothe radial on which the aircraft is located. Thecourse bar and the steering pointer shonld center.

4. Move the course arrow 100 to the right orleft. The course bar and steering pointer should bothbe deflected in appropriate directions. The coursebar should be deflected to the outer dot.

5. Set the mode selector to the ILS position.The steering pointer should call for a hank towardthe selected course.

6. Move the course arrow to a position whichcenters the course bar. The steering pointer slmuldcome to rest centered.

166

7. Time the helicopter VOR receiver to thelocalizer. Set the course arrow to the inboundlocalizer front course. The course bar should be de-flected in a direction appropriate to the location ofthe localizer. The steering pointer slunild call for abank toward the localizer.

8. Set the mode selector to the OFF position.The STEERING flag and the steering pointer shouldboth be hidden from view.

9. Set the mode selector to the IIDG posi-tion. Set the heading marker under the lubber line.The steering pointer should come to rest centered.

10. Nlove the heading marker to the left. Thesteering pointer should be deflected to the left.

AFCS ACCELEROMETER CHECK

This check should be accomplished if usage of theAFCS coupler is anticipated.

1. Place the meter selector on the CI-IANNELMONITOR panel to the CPLR position.

2. Set the MODE selector on the AFCS indi-cator to the A MODE.

:3. Place the DOPPLER in STANDBY.

4. Put the Altitude Set Pot on the A FCSCONTROL PANEL to 0. (zero)

5. Push the AFCS Button on the AFCS Con-trol Panel to engage the AP CS.

Locate the deadbank /null area on the drift potby setting the knob to the full counterclockwise posi-tion. Slowly rotate the drift pot clockwise, notingthat the roll bar on the AFCS indicator will followthe movement of the drift pot until the dead/banknull area is reached. The roll bar and the drift potshould both be centered. If the roll bar is not cen-tered within the donut, adjust the associated acceler-ometer null set screws to obtain proper alignmentwithin the donut. Repeat the same procedure for thespeed pot.

Check the vertical accelerometer by noting theposition of the vertical pointer. Alignment should bewithin ± .25 of a division from the center. If it isnot, adjust the appropriate accelerometer null setscrew to obtain proper alignment.

If the altitude or cyclic coupler checks are notgoing to be accomplished, place the meter selectorswitch to ASE and disengage the AFCS.

11-10 16/

SELF-QUIZ # 11mom-

PLEASE NOTE: Nlany stn: tits study ONLY the self-quizzes and pamphlet review quiz, thinking that thiswill be enough to pass the Ad-of-Course Test. THIS IS NOT TRUE. The End-of-Course Test is based on thestated course objectives. To pass the EOCT, you must study all the course material.

1. The horizontal guidance signal is displayed 6. TACAN information will automatically beon the attitude indicator of the flight director system displayed on the copilots' flight director systemI w means of the when there is a power failure to the

receiver.A. horizon discB. steeling pointerC. pitch bar displayD. glide slope pointer

A DF-301B. UHF COMNIC. VHF NAVD. LF/ADF

2. Any nmlfunction in the glide slope system is 7. The heading marker is read against the azi-indicated by a/an ninth card and is positioned on the card by rotating

theA. anther lightB. green light A. course knobC. buzzing signal B. heading knobD. warning flag C. heading marker

D. glide slope pointer

3. The AN/ AYN-2 steering flag is displayed, 8. When the receiver is tuned to a localizerregardless of the mode switch position, when the course, a two-dot deflection of the flight director

fails. course bar corresponds to an aircraft deviation ofdegrees.

A. radio inputB. directional gyroC. remote indicating compassD. steering computer primary power

A. 1.5B. 2.0C. 2.5D. 3.0

4. The pitch bar trim is preset when the mode 9. An ILS, TACAN, or VOR mode of operationselector is in the position. is obtained by setting the mode selector knob to the

position.A. OFFB. ILSC. HDGD. DEV

A. ILSB. VORC. TACAND. MASTER

5. The helicopter heading will be accurately 10. During an instrument approach, the flightshown under the on the AN/AYN-2 director steering pointer should not be used in theconrse indicator. mode.

A. hibber lineB. azimuth cardC. course arrowD. heading marker

A. OVRB. ILSC. DEVD. ADF

ANSWERS TO SELF-QUIZ # I I

Following are the correct answers and references to the text pages which cover each question and correctanswer. To be sure you understand the answers to those questions you missed, you shotikl restudy the refer-enced portions of the text.

QUESTION ANSWER REF.

1 B 11-22 D 11-23 D 11-24 B 11-25 A !1-46 C 11-67 B 11-68 C 11-89 A 11-8

10 B 11-9

11-12

1

ELECTRONIC FLIGHT .AIDS

ficadiuu; \ssiumincla:Pages 12-1 011.011,2;h 10-9.

ValiM11,

OBJECTIVES

TO successfully complete this zissitznment. von must stud\ the text and master the followint; obj('ctives:

I. 1)escribe the radar iltimeter system.

2. Summarize the operation of the radar sct.

RADAR .AI.T1METER AN/APN-17

Radar altimeter set AX/APN-171(V) consists of areceiver-transmitter, two indicators, and two an-tennas. The set provides instantaneous indication of

iai clearance between the helicopter an(1 tcrrainfrom U to 5.000 feet \Yid) the hillowing accuracies:

Altitu(Ie (ft) Acettracies

0-200 -+ (31t. 2"ii of altitude)200-1000 (711. 2')i) of altitude)1000-5000 -t(25ft. -+- 2% of altitude)

Altitude, in feet, is indicated by the radar alti-meter indicators (figure 12-1) located on the pilot'sand copilot's instrument panel. The radar altimeteris powered by the DC primay bus and the No. 1 ACplimary bus. Both the DC and AC circuits are pro-tected by circuit breakers on the copilot's circuitbreaker panel. One circuit breaker is marked RDRALTM under the general heading DC PRI. Theother circuit breaker is marked RDR ALTM OAunder the general heading NO. 1 AC PRI.

RADAR ALTIMETER OPERATIONA control knob, located on the lower left corner

(if the indicator, combines Innctions to serve as atest switch. a hAv level %%.arning index set control.and an on/Off power switch. The system is turned

bv rotatint; the control knob, marked PUSII-1'0-TEST, clockwise from the OFF' position inid is theonly mntrol neessay for equipment operation.

PUSrlTO

TEST

125

100

75

OFF

150

25

175200

RADAR

ALTITUDE

4.FEET

500

1000

2000

3000

40005000

NOTRACK

S 8636 (R1)

Fiq-ure 12-1. Radar altimeter AN/APN-171(V).

Three minutes must be allowed for system warnmp.Both control knobs must be in the OFF position tosecure the set. Continued clockwise rotation of thecontrol knob toward the SET position will permiteach pilot to select any desired low-altitude limit,which will be indicated by the low-level warningindex marker (bug) on the indicator. A low-levelwarning light, located on the lower right-hand cor-ner of the indicator, will illuminate and show themarking LOW any time the helicopter is at or belowthe low-altitude limit that has been selected. Onhelicopters modified by T.O. 1H-3(H)F-570, the lowlimit warning light can be dimmed by using thedimming switch for the Caution/Advisory panel.

Rheostat onarked PIL)T Fi:1 INST on the over-heiul switch panel must be ON to use the brignt/chin switch.

1)epressing the PUSH-TO-TEST control switchprovides a testing feature of 0,e system at any timemid altitude. provided the RAD ALT mode of theArCs (hsengagcd. \\lien the PUSH-To-TESTcontrol knob is depressed, a visual Mdication of 1(10

15 ICC( on the indicator is indicative of satisfac-tory system operation. Releasing the PUSH-TO-TES]. control kuol) restores the system to normalopo..ration. In addition to altitude measurement. thealtimeter provides outputs to) the coupler forRA DALT 11OLD operation.

RADAR .AIXIMETER WARNING SYSTEM(HAWS)

rn ree audio warning signals are developed by thealtimeter and are fed into the pilot's and copilot'sheadsets. The first is a 1.000-Hz steady tone whichsounds when the altimeter is unreliable. At approxi-mately 200 feet, a 1.000-II% t011e is switched on fon' 3SCCOndti mid is pulsed at a rate of two pnlses per sec-oiRl. At 50 feet. this tome is again switched on for 3seconds luit is pulsed at a rate of four pulses per sec-ond. A two-positkm switch on the Mstrinnent panel,marked ON and OFF. under the heading RAW'S(figure 12-2) turns the RAW'S system on and off.When the switch is in the OFF position. an amberlight cm the caution advisory panel. marked HANN'SOFF', is illuminated.

RAWSON

OF F 5 8637 CI,

Figure 12-2. - Radar altimeter warningsystem (HAWS) selector switch.

Failure IndicationsLoss of system power or tracking condition will

be indicated by a black and yellow striped fiagwhich appears in the indicator window on the lowercenter portion of the indicator. If the system slmuldbecome unreliable, the black and yellow striped flagwill appear, the indicator pointer will go behind amask, marked NO TRACK, to prevent erroneousreadings, and a 1,000 Hz audio tone will sound inboth pilot's ICS. If the coupler RAD ALT hold modeis engaged at this time, it will disengage. During nor-mal flight operations, it is not necessary to turn the:,ystem off when the aircraft is operating above5,000 feet.

112 AC power is lost, the pointers freeze in position.n audio warning will be heard on the ICS if .ACpower is lost and the RAW'S switch is ()N.

RADA.R SET AN/APN-195

The AN/APN-195 radar set is a lightweight,ptdse-modulated radar system consisting of a re-ceiver-transmitter, synchronizer, control panel, indi-cator, and antenna. This set provides an accurateand continuous picture of weather conditions(weather map) in the general sky area ahead of thehelicopter and is used as a navigation and search aidto extend the vision of the pilot. The AN/APN-195is powered by the No. 1 AC primary bus and is pro-tected by a circuit breaker on the copilot's circuitbreaker panel. The circuit breaker is markedSEARCH RADAR under the general heading NO. 1AC PRI. In addition, pitch and roll inputs from theA/A24G-39 are necessary to stabilize the antenna.

RADAR SET 'CONTROL PANELThe control panel and azinintli range indicator

ra..y A(figure 12-3) are cent 11 I waled on the instmmentpanel and are accessible to both pilots. The contml1mnel contaiw: three contmls: a mode selectorswitch, a receiver gain emitml. and an antenna tiltcontrol.

Mode SelectorI he mode selector switch is a rotary four-position

switch inzuked OFF-ST131-OPII-C111. The OFFposition disconnects power from the radar set. TheSTRY position applies voltage to tube filaments andinitate.s ai tpproximate four-inimite time delav for

171

BACKGROUND CONTROL RANGE RANGE CONTROLSCREEN INDICATORS

Figure 12-3. - Radar set AN APN-195.

warm-up. It also holds the equipment in standbycondition after the four-minute time delay expires.The OPR position applies voltage to all circuits(after elapse of four-minute time delay) for normaloperation. The radar echo from the target area is dis-played on the azimuth-range indicator screen asbright spots or areas. The contour circuit is inopera-tive. When the switch is in the CTR position, areasof heavy rainfall are displayed on the azimuth rangeindicator screen as dark areas or black holes sur-rounded by bright rings which represent areas oflighter rainfall.

c-A-rnmThere is a detent between the OFF and STBY posi-tions to prevent accidental shutdown of the radarwith a subsequent recycled four-minute delay. Toovercome this when shutting off the system, depressthe mode selector switch (pushed into the controlpanel) when going from the STBY to the OFF posi-tion. Deviation from this procedure will result in abroken switch which will indicate OFF when ac-tually in the STBY position, STBY when in the OPRposition, the OPR in the CTR position.

Receiver Cain ControlThe receiver gain contra], marked RECEIVER

GAIN, controls the amplification of the radar echoreceived.

Antenna Tilt ControlThe antenna tilt control, marked ANT, is a svn-

chro control marked UP and DOWN a 5 intervals.The control varies the tilt of the antenna reflectorbetween 15 degrees above (UP) and 15 degreesbelow (DOWN) the horizontal reference plane ofthe helicopter.

Azimuth-Range IndicatorThe azimuth-range indicator contains a screen

that displays target echoes, a range switch, a back-ground control, and a dimming control. The screenindicates the range and azininth of targets.

The unmarked range switch is located in theupper right side of the indicator and is a three-posi-tion rotary switch. The range switch, when rotatedfully counterclockwise to the first position, will il-luminate an indicator, marked 10/5 at the base ofthe screen. This position provides a 10-mile sweeptrace and two 5-mile range circles on the screen. Thesecond clockwise position on the rotary switch willilluminate an indicator, marked :30/10 at the base ofthe screen. This position provides a 30-mile sweeptrace and three 10-mile range circles on the screen.The third clockwise position on the rotary switchwill illuminate an indicator at the base of the screen,nmrked 60/15. This position provides a 60-mi1esweep trace and four 15-mile range circles on thescreen. All distance references are in nautical miles.The unmarked background control located in theupper left side of the indicator is in the mininmin in-tensity position when rotated fully counterclockwise.The background control adjusts the level of back-ground noise to permit very weak echoes to beviewed on the screen. The dimming control, markedDIM, revolves on the periphery of the screen and isused to dim the display for best viewing. The dimm-ing control is off when revolved fully counterclock-wise (down).

RADAR OPERATIONPreliminary Operating Procedures:

1. Mode Selector Switch OFF.

12-:3

17 '3

2. Antenna Tilt Control - CENTERED (0).

:3. Receiver Cain Control - FULLY COUN-TERCLOCKWISE.

4. Range Switch 60/15.

5. Background Control FULLY COUN-TERCLOCKWISE.

6. Dim Control FULLY COUNTER-CLOCKWISE-(down).

STARTING1. Mode Selector Switch OPR.

NOTE

The equipment will not function for 4 minutes be-cause of a built-in automatic time delay.

2. Range Switch 30/10.

3. Background Control - AS REQUIRED.

Adjust background control until scope becomesgreen. Then turn counterclockwise until green justdisappears (range marks will still be visible).

4. Receiver Gain Control - AS REQUIRED.

5. Background Control - AS REQUIRED.

6. Dim Control - AS REQUIRED.

7. Range Switch - AS REQUIRED.

8. Antenna Tilt Control ADJUST FORTARGETS.

Turn the tilt control slowly (approximately 1° persecond) when adjusting for small targets, such asships.

Weather Observations(See figures 12-4 and I2.:3.)Perform the prehiMnary rverarng proccchtres:

1. Antenna Tilt Con! AS RUQUIRED.

9. Mode Selector Switch CRE

3. Receiver Gain ContrA - AS REQUIRED.

4. Range Switch - AS RiT.QUIRED.

5. Mode Selector Switch OPR/CTR ASREQUIRED.

12-4

'L-e

THE RANGE SWITCH IS NOw IN THE 60 '15 POSITION, THEMASTER SWITCH IS IN THE OPR POSITION. THE CLOSESTPORTION OF THE FRONT IS DISPLAYED APPROXIMATELY 30DEGREES LEFT OF THE 0-DEGREE REFERENCE AT THEDISTANCE OF APPROXIMATELY 40 NAUTICAL MILES.

THE EXTENT IN AZIMUTH OF AN ACTIVE, TURBULENT STORM ISSHOWN IN THIS DISPLAY, HOwEVER, NO INFORMATION RELATIVETO AREAS OF HEAVY TURBULENCE OR RAINFALL GRADIENTSIS OBTAINABLE. AN AIRCRAFT mAY BE FLOWN AROUND THISFRONT BY AVOIDING AREAS OF INTENSE ECHOES. S 8639 CU

Figure 12-4. - Weather interpretation (OPR)position.

f11:4111-- Oe

THE RANGE SWITCH IS STILL IN THE 6015 POSITION, HOW-EVER, THE MASTER SWITCH IS NOW IN THE CTR POSITION.THIS DISPLAY SHOWS AREAS OF HEAVY TURBULENCE. ANAREA OF HEAVY RAINFALL IS DISPLAYED AT 0 DEGREES35 NAUTICAL MILES SMALLER AREAS OF LIGHT RAINFALLARE SHOWN AT 15 DEGREES LEFT OF THE 0-DEGREE REF.ERENCE AND 35 DEGREES LEFT OF THE 0-DEGREE REF-ERENCE AT A RANGE OF APPROXIMATELY 30 NAUTICAL

THE RAPID CHANGE FROM BRIGHT T., DARK AT THE 0-DEGREEREFERENCE POSI*. ION INDICATES EXTREME TURBULENCE, IN

H E AREA AROUND THE CONTOUR OF THE BLACK HOLE. THERAIN GRADIENTS AT 15 DEGREES LEFT OF CENTER ARE NOTSTEEP, TURBULENCE mAY EXIST AT THIS POSITION, BuT ITIS NOT AS E XTREmE AS AT THE 0-DEGREE POSITION

5 8640 'CII

Figure 12-5. - Weather interpretation (CTR)position.

17 3

SELF-QUIZ # 12

PLEASE NOTE: Many students study ONLY the self-quizzes and pamphlet review quiz. thinking that thiswill be enough to pass the End-of-Course Test. THIS IS NOT TRUE. The End-of-Course Test is based on thestated course objectives. To pass the EOCT, you must study all the course material.

1. At an altitude of 2(X) to 1,000 feet, the 3. What is the approximate warm-up time delayaccuracy of the radar altimeter is for the AN/APN-195 radar set?of indicated altitude.

A. ± 3 ft. + 2%B. ± 3 ft. - 2%C. ± 7 ft. + 2%D. ± 7 ft. - 2%

9. The radar altimeter warning system will pro-duce a 1,(X)0-FIz steady tone when the

A. aircraft is at 200 ft.B. altimeter is unreliableC. aircraft is at 50 ft.D. RAWS system is first turned on

A. 30 secondsB. 90 secondsC. 2 minutesD. 4 minutes

4. The range switch in the azimuth-range in-dicator is located in the side of the indi-cator.

12-5

174

A. upper rightB. upper leftC. lower rightD. lower left

ANSWERS TO SELF-QUIZ # 12

Following are the correct answers and references to the text pages which cover each question and correctanswer. To be sure you understand the answers to those questions you missed, you should restudy the refer-enced portions of the text.

QUESTION ANSWER REF.

1 C 12-19 B 12-23 D 12-24 A 12-3

12-6

176

AVIONICSMAN'S DUTIES

Reading Assignment:Pages 1:3-1 through 13-6.

OBJECTIVES

To successfully complete this assignment, you must study the text and master the following objectives:

1. Describe the procedures for establishing and maintaining airborne communications.

9. Explain the radio frequency procedures used to establish contact with a surface or air unit..

3. Summarize the procedures for sending aircraft message reports.

4. Describe the aircraft comimmications equipment used in aircraft, small boats, and sea goingvessels.

ANN;NmemmarTIMIN AIIIIMEMMININEw

AIRCRAFT COMMUNICATIONS INACCORDANCE WITH COMMUNICATIONS

MANUAL M2000.3A

ESTABLISHING COMMUNICATIONSAircraft normally establish comimmicatim6 on a

prearranged frequev4aawitl-LtIfir agrpru!ao stationwithin 5 minutes 8ntctef aelilbe re-sponsible for the radio guard of the aircraft tmtil it re-turns or until another station has established commu-nications with the aircraft and has assumed 'dioguard responsibility.

NOTE

An aeronautical station is a land station in the aero-nautical mobile service which includes a communi-cation/radio station with an air-ground position. Incertain instances an aeronautical station may beplaced on board a ship.

IN FLIGHT COMMUNICATIONSOperations permitting, all Coast Guard aircraft

will guard the emergency frequencies 121.5, 156.8,and 243.0 MHz. Appropriate VHF/UHF frequenc-ies are used for all normal communications, and useof 121.5, 156.8 and 243.0 MHz is restricted to emer-gency communications or circumstances whereother frequencies will not suffice.

Aircraft in flight shall establish communicationcontact with an aeronautical station as follows:

13-1

Fixed WingAn operations normal report at least every thirty

(30) minutes and a position report at least every sixty(60) minutes.

HelicoptersAn operations normal report at least every fifteen

(15) minutes and a position report at least everythirty (30) minutes. If an aeronautical station losescontact with an aircraft, it shall be the responsibilityof such aeronautical station to initiate the necessaryaction to re-establish communications with the air-craft directly or through another station or to initiatean alert. (Any corrummication with an aircraft willserve to begin a new 30/15 minute period for thepurpose of making an "operations normal" report.)When operating under the conditions specifiedbelow, aircraft in flight are specifically exemptedfrom establishing communications with an aeronau-tical station.

1. When the pilot in command is maintainingcommunications with ATC facilities, he makes therequired position reports to the ARTC OR OATCwith which he holds communication contact. Heshould shift his communication guard to theappropriate ATC facility.

2. When the pilot in command is maintainingcommunications with an on-scene commander(OCS) in conjunction with a mission, the pilot makesthe required position reports to the OSC. An aircraftengaged in a SAR mission and reporting to an on-scene conmlander should shift its communicationguard from the aeronautical station to the OSC untilreleased from the SAR mission for return to base. Inflight, SAR communications are conducted inaccordance with section 1830, M2000.3A

176

3. When the proper authority has instructedthe pilot in command to maintain radio silence, therequirement for communication contact with anaeronautical radio station is waived. In any case ofcontemplated radio silence, the radio station is soadvised and radio contact reestablished as soon aspracticable thereafter.

As a general ntle, the primary channel for opera-tion communications between the operational com-mander and his aircraft is through Coast Guard fa-cilities. Relay through the facilities of other agenciesis authorized when operationally necessary.

Contact FrequenciesUHF air/surface frequencies are used to the full-

est extent possible for short range communications.Aircraft may use Coast Guard VHF/FM maritimemobile frequencies when operating with CoastGuard small boats or group commanders. HF air/surface frequencies are used when line-of-sight com-munications are not possible. Air station operation/communication centers can be contacted on one orthe other of the Coast Guard UHF common fre-quencies 381.8 or 383.9 MHz during hours of air sta-tion operations. In addition to the above UHF fre-quencies, air stations can be contacted during timesof operation on the appropriate HF air/surface fre-quencies listed under circuits El or E2 in CG-233-1.When required, HF air/surface frequencies can beremoted to the air station operations center. CoastGuard air traffic control towers guard the frequen-cies listed under circuit E5 in CG-233-1. Thefrequencies actually guarded by a particular air sta-tion may be determined by referring to the DODFlight Information Publication Enroute Supple-ments.

When an aircraft is communicating with a dis-trict radio station that is maintaining radio guard foran air station, the frequencies used are those fromcircuits El, E2, and J1.2 in CG-233-1 which are ap-propriate. In such cases, the district radio station iscalled by its own radio call sign and not that of theair station. Traffic so passed to a radio station fordelivery to an air station will contain proper routinginstructions in the transmission instructions.

Communications required for Oceanic Air Traf-fic Control (OATC) clearance normally will beconducted between aircraft and the ICAO aeronau-tical station serving the oceanic area control centeron the voice or CW frequencies provided for thispurpose.

CG aircraft may use any aeronautical mobile (R)band frequency for comimmications with -aeronau-tical stations regularly serving the routes or areas towhich these frequencies are allotted. In certain areasAeronautical Radio Incorporated (ARINC) operatesthe ICAO aeronautical stations. In these areas, air-craft should make every effort to use governmentfacilities rather than those of ARINC, provided gov-ernment facilities can serve the air traffic controlrequimnents.

Call SignsCall signs for aircraft will be in accorchmce with

ACP 125 and its supplements for voice and USNSuppl-1 to ACP 110 for CW. For training, logisticflights, and peacetime operational missions, use theinternational call signn. Use the entire aircraft num-ber in forming the ca',1 sign. After the initial call-up,the voice call sign may be abbreviated. Examples ofinternational call signs are shown below:

Aircraft Voice Call Sign CW Call Sign,

HU-65A Coast Guard 1242 Not appli-1242 cable

HC-130B Coast Guard 1:340 NC 1:3401:340

HH-3F Coast Guard Cop- Not appli-1469 ter 1469 cable

All aircraft on search and rescue missions will in-sert the word "RESCUE.' in the call sign afterCOAST GUARD when using voice procedure.

13-2

PROCEDURE FOR CALLING SHORESTATIONS

Aircraft and units afloat may call aeronauticalstations or shore facilities by using the station orfield name followed by AIR, TOWER, RADIO,COMSTA, or other appropriate voice procedures.

Examples: KODIAK AIR ELIZABETH CITYTOWER MIAMI RADIO HONOLULUCOMSTA

AIRCRAFT MESSAGE REPORTSt;eneralTypes of aircraft message reports:

1. Departure2. Arrival3. Weather

Rendezvous with ship5. SITREP6. Prospective flight notices

7. Remaining OvernightS. Accident9. Ferry movement

10. Pollution reports11. Fisheries pat rol reports

Aircraft repo-,ts way be via the followingcommunication services:

a. Coast Guardb. NavyC. Air Forced. ArtilyC. Federal Aviation AdministrationI. ICAO

Commercialg

Air traffic control communications will be hand-led in accordance with procedures set forth by theFAA and 1CAO where applicable.

ProcedureNormally aircraft movement message reports are

sent IMMEDIATE precedence (0) to action 10-dressees. Reports to information addressees, in mostcases, may he sent with a lower precedence.

Responsibility For FilingResponsibility for filing departure and arrival re-

ports rests solely with the pilot in command, exceptwhen the point of departure or arrival i a unit underCoast Guard jurisdiction. In this case the responsi-bility rests with the commanding officer of the unit.In the latter event, the pilot in command ensuresthat the commanding officer of such ship or stationis properly notified as to the movement, departure,Or arri',al.

Departure ReportsOn certain flights, message reports are required

to keep apprwriate commands informed of the typeand Coast Guard number of the aircraft, pilot'sname, names and titles of passengers of high rank,point of departure, destination, ETA, and nature ofmission. The pilot in command files messages givingpertinent information concerning these flights in ac-cordance with existing area and district directives.

When flights are made outside the home district,district commanders (and other appropriate com-man(ls) concerned are included as information ad-dressees. Flighirs of this type are:

1. Operational flights (except ferry).

:2. llLitill1 flights which involve a remainingovernitzht report (RON).

:3. Training flights where stops are made and. _

the locations and/or circumstances indicate that thedistrict commander should be informed.

Examples:

Amcnivr MOVEN1ENT

pF181:328Z AUG 80M COGARD AIRSTA NEW ORLEANS L.

TO COGARD AIRSTA MIAMI FLINFO CCGD EIGHT NEW ORLEANS LBTUNCLASSUBJ: AIRCRAFT MOVEMENT1. HH-3F CG 1433 LCDR CARTER NEW OR-LEANS FOR MIAMI.2. ETA 2250ZBT

LOGISTICS

0 2(X)249Z AUG 80FM COGARD ONE FOUR THREE THREE I

TO COGARD AIRSTA NEW ThLEANS LAINFO CCGD EIGHT NEW ORLEANS LACOGARD AIRSTA HOUSTON TXBTUNCLASSUBJ: HOUSTON LOGISTICS1. HH-3F CG 1433 LCDR ANGUS HOUSTONFOR NEW ORLEANS 0244Z.2. ETA 0705Z3. RADM STARBOARD PLUS TWO4. REQUEST TRANSPORTATION

TRAINING

1:3-3

178

0 0:314:3:3Z SEP 80FM COCA RD AIRSTA NEW ORLEANS L.TO USCGC PREVELANTINFO CCGD EIGHT NEW ORLEANS LABTUNCLASSUBJ: SAREX USCGC PREVELANTA. CCGD EIGHT 020905Z SEP 801. HH-3F CG 1433 LT LOCKNESS DEPT1401Z.2. ETA USCGC PREVELANT, Posrr 30-5IN91-12W 1452Z.BT

Arrival ReportsAfter completing %A flight on which a depaiture

report was sent, an aircraft or unit will make 1,narrival report. It should be addressed to the control-ling Coast Guard activity and the addressees of thedeparture message.

Weather ReportsAircraft make weather reports as directed by the

officer authorizing the flight. When the officer order-ing the flight so directs, or authorizes, position reportsand weather reporcs may be combined in one report.

Rendezvous With A Coast Guard Or Navy ShipBefore departing Loin a shore station or as soon

thereafter as practicable, an aircraft sends a messageto the ship of destination as follows:

Action addressee:

1. Shjp of destination

Information addressees:

1. District Commander

2. Other activities assisting in the operation

3. Appropriate addressees

Contents:

1. Model designation and Coast Guard num-ber of aircraft

2. Aircraft commander's name and rank

3. Estimated time of departure

4. Estimated time of arrival at ship

5. True airspeed and altitude

6. Aircraft/ship calling frequency

7. Special requests, such as for weather

Operations Normal ReportHelicopters in flight are required to contact an

aeronautical station at least every fifteen (15)minutes for an operations normal report and at leastevery thirty (30) minutes to give position and opera-tions normal report..

Situation Reports (SITREP)The operational commander specifies the form,

content, and requirements for situation reports.

Example Format:

SITREP

0 150147Z SEP 80FM COCARD ONE FOUR TI MEE TIIREETO NEW ORLEANS SARCOORD NEW OR-LEANS LAINFO COGARD AIRSTA NEW ORLL .NS LABT

TNCLASALERT SITREP TWO F/V DRIFTER OVERDUE1. SITUATION:

A. 0105Z HH-3F CG 1433 ON SCENEB. WEATHER CAVU SEAS 3 TO 5 WIND

240/122. ACTION:

A. CONDUCTING SHORE LINE SEARCHPT. CHEVREUIL TO NORTH PT.

3. PLANS:A. PLAN SEARCH OF POINT AU FAR IS-

LAND ON RETURN NEW ORLEANS4. 'RECOMMENDATIONS:

A. REQUEST HARBOR CHECK OFWEEKS BAY BY LOCAL AUTHORITIES

*5. CASE PENDS:BT

13-4

°SAR Coordinators assign the CASE STATUS.CASE CLOSED can only be sent by the SAR Coor-dinator.

Prospective Flight NoticesProspective flight notices are sent only when it is

necessary to make prior arrangements, request spe-cial services, or inform aeronautical stations of fre-quency plan and/or aircraft calls. Prospective flightreports carry precedence and classification accord-ing to the requirements.

RON ReportsRemaining overnight (RON) reports may be filed

as an additional group of the contents of an arrivedreport. Include only the abbreviation RON.

Accident ReportsThe U.S. Coast Guard Safety Manual (CG-405)

contains instructions for message reports of aircraftor ground accidents and for preliminary reports ofaircraft accidents.

Ferry Movement ReportsThese reports are sent in accordance with the Air

Operations Manual, M2000.3A

1 7

TYPICAL RADIO (:ONINIUNICATIONS I. RDIO I.0(;: AO official record of signalsAPPLICABI F. TO TIIE 1111-3F transmitted and reeeived bv it radio-eqnipped nnit.

Before flight, an aircraft normally makes an ini-tia! radio communications check on IIF (high fre-quency) eqtlipment with the aeronautical station re-sponsible for the aireraft radio gnard. At this time,the aeronantical station provides the aircraft withthe Correct time of day and the quality f. the air_craft IIF transmission. Primary and secondary fre-quencies to be nsed during the flight are passed tothe aircraft at this time also.

NOTE

The secondary frequency itssigned is nsed if commu-nications between the aircraft and the aeronauticalstatiiiii are lost at any time during the flight.

Ain difficulty ill obtai»ing this initial contaetwith the aeronautical station should be brought tothe itttention of the itircraft m»mander immedi-ately for possible corrective action before flight.

After takeoff, the aircraft passes the airlHirnetime to the aeronantical station, along with the 1-1111-

ber Of persons on board (POB) and the purpose ordestination of the flight.

At the nearest quarter IHnir, the aircraft passes a-flight operations- report to the aeronantical station.This report. informs the iteronantical station of in-flight itircnift and aelonantical statiim. At the nextqtlarter hum., the aircraft gives a position reportalong with the -flight openttions- report. Fro») thistime mail the end of the flight, a -flight operations-report is given every 15 minutes along with a posi-t kill report every 30 minutes.

Before securing at the end of the flight, the air-craft must inhirm the aerimantical station of flighttermination. The aeronautical station then ten»i-nates radio guard with the aircraft without fnrtherefhwt to contact the aircraft.

COMMUNICATION LOGS

Three significant terms nsed in this discussion aredefilied below:

2. C()NIPI.ETE RADR) L()(;: A completeand continuous record of iill signals transmitted itial

ABBREVI.VITD RDIO LOG: com-pk.te record of all transmitted and received signalsthai pertain to the unit such as incoming messages,weather, radio checks, etc.

Radio logs provide a record of radio transmissionsand receptions to aid units in recounting past ac-tions. All radio transmissions pertaining to a unit'soperations should be logged. However, keeping radiologs aboard some type of Coast Guard units is im-practical; such logs may be inaccurate or incompleteand thus of questionable benefit. Tape recordings ofradio circuits are considered to be a substitute for awritten log.

Radio logs are not required on IIII-3F aircraftexcept when the aircraft are serving as -on-scene-commanders.- When serving in this capacity, anal ibreviated radio log will be inahitained.

A typical ablireviated radio log inclndes the fol-

I. Aircraft model and number.

2. Aircraft crew list.

:3. Date.

4. Complete record of messages sent and

5. Time of each entry. ((;N1T or l)cal timemay be used)

G. I 111.4111elliev.

7. Rate and signature of person keeping log.

:\ new li)g b")k Page will be osed for eaeb nightAll entries will be made in ink. Errors will be cor-rected lw drawing a straight line thnnigh the entryand initialing the error.

The completeness of coverage inR1 degree ofradio log detail will vary \yid] the type of twit, avail-ability of personnel. and the type of informationpassing, through the unit. The nItimate decisions asto the completeness of the abbreviated radio logrests with the commanding officer.

13-5

18 0

SAMPLE ABBREVIATED LO(;

CDR TIFFTLT BUNIPS

II1-:3F 14:33 AEI FLINT1 JAN 1981LOCAL TRAINING

ATI AARON

I 602Z NEW ORLEANS COMSTA TI 14:3:3 RDO CK/LOUD AND MI 569609 NO TI :3:3 ABNE 08 LOCAL TRAIN1NG/R PRI 56 SEC 89 5696:30 NO TI :3:3 OPS NORM/R 5696

I701Z NO TI 33 OPS NORM POSIT SLIDELL/R 569629 NO TI :3:3 OPS NORM/R 569657 NO TI 33 LANDING NEW ORLEANS IN 5/I4 5696

I805Z NO TI :33 ON DECK SECURING/R 5696I807Z (CI-10X)

2.0 T.F.T (total flight time)

.NTI .ARRON(signature)

SELF-QUIZ # 13,

PLEASE NOTE: Many students study ONLY the self-quizzes and pamphlet review quiz, thinking that thi3will be enough to pass the End-of-Course Test. THIS IS NOT TRUE. The End-of-Course Test is based on thestated course Objectives. To pass the EOCT, you must study all the course material.

1. After takeoff, aircraft should contact theiraeronttotical station within minutes.

A. 1

B. 2C. :3D. 5

What is one of the emergency connuunica-tions frequencies?

A. 121.5 MHzB. 218.2 MHzC. 256.0 MHzD. :381.8 MHz

:3. When an aircraft is maintaining communica-tions with an on-scene-commander (OSC), the air-craft makes the required position reports to

A. the station to which the aircraft is attachedB. the on-scene-commanderC. any unit with which contact can be esta-

blishedD. the aeronautical station with which the air-

craft is maintaining communications

4. The frequencies actually guarded by a particu-lar air station may be determined by referring to

A. ACP-125B. C G-23:3-1C. the USN/ACP 110 SUPPLEMENT-1D. the DOD Flight Enroute-Supplement

5. Aircraft movement message reports are nor-mally sent to action addressees with a/an

precedence.

A. URGENTB. ROUTINEC. PRIORITYD. IMMEDIATE

6. When an aircraft is sending a message reportfor rendezvous with a ship, what is contained in themessage?

1. True airspeed2. Estimated time of departure3. Estimated time of arrival4. Number of persons on board5. Estimated time on scene

A. 1, 2, and 4 onlyB. 1, 3, and 5 onlyC. 1, 2, and 3 onlyD. 2, 3, 4, and 5

7. When an aircraft is serving as an "on-scene-commander,- what type of radio log should youmaintain?

A. CodedB. FormalC. CompleteD. Abbreviated

1:3-7

182

ANSWERS TO SELF-QUIZ # 13

Following are the correct answers and references to the text pages which cover each question and correctanswer. To be sure you understand the answers to those questions you missed, you should ,study the refer-enced portions of the text.

QUESTION ANSWER REF.

1 D 1:3-12 A 1:3-13 B 1:3-14 D 13-25 D 1:3-36 C 1:3-47 D 1:3-6

13-8

183

U.S. Departmentof TransportationUnited StatesCoast Guard

HH-3F FLIGHT PREPARATION

U.S Coast Guard InstitutePamphlet No. A3AF01(04/86)

1 6 4

Second Edition: April 1981Revised: November 1985

HH-3F FLIGHT PREPARATION

U. S. Coast Guard InstituteAviation BranchP.O. Substation 18Oklahoma City, OK 73169-6999

FTS: 749-2138

QUESTIONS ABOUT THIS TEXT SHOULD BE ADDRESSEDTO THE AIRCREW SUBJECT MATTER SPECIALIST.

1

REFERENCES

GOVERNMENT PUBLICATIONS

Flight Manual, U.S. Coast Guard Model HH-3F Helicopters (T.O. 1H-3(H)F-1) 8 July 1982 Change 5,7anuary 1986

Technical Manual U.S. Coast Guard Series HH-3F Helicopters (T.O. 1H-3(H)F-2) Series

Ground Handling, Servicing, Lubrication and Airframe Grou15 May 1983

- 3 Utility Systems, 1 Feb. 1983.

-4 Power Plant and Transmission systems, 15 April 1983.

5 Rotor and Flight Control Systems, 15 April 1983.

6 Instruments, 1 May 1983

- 7 Electrical Systems, I May 1933

-8 Communications and Navigation Systems, 1 April 1983.

1 8 6

NOTICE TO STUDENT

The primary purpose of this pamphlet is to present the duties of an aircrewmember before, during, andafter the flight. The emphasis is placPd on the correct procedures and voice reports for the rescue hoist, therescue recovery platform and cargo sing. Also covered are the crew duties, emergency duties, extreme envi-ronmental condition procedures, anc: the hig.1-.-intensity searchlight. This pamphlet will give you the informa-tion needed to help you complete your flight syllabus and to qualify as a flight mechanic or avionicsman on theHH-3F.

IMPORTANT NOTE: This text has been compiled for TRAINING ONLY. It should NO f be usedin place of official directives or publications. The text information is current according to thereferences listed. You should, however, remember that it is your responsibility to keep up withthe latest professional infor:Liation available.

Each assignment is divided into three parts:

Reading assignment and objectives.Reading material.Self-quiz with answers and page references. The answers are located on the evennumbered page immediately following the quiz.

This pamphlet is included in a course that is only one part of the total Coast Guard Aircrewtraining program. By its very nature, the course can take you only part of the way to a traininggoal. Practical experience, schooft, selected reading, HH-3F audio visual programs, and thedesire to excel are also necessary to round out a successful training program.

1 8iV

CONTENTS

TITLE PAGE

FLIGHT PREPARATION

Crew Duties 1-1Inspections 1-2Safety 1-4Self-Quiz #1 1-7

EMERGENCIES AND EXTREME ENVIRONMENTAL CONDITION OPERATIONS

In-flight Emergencies 2-1Emergency Landings 2-3Emergency Exits 2-6Environmental Conditions 2-8

Cold Weather Procedures 2-8Hot Weather Procedures 2-10

Self-Quiz #2 2-13

RESCUE PROCEDURES, SECTION I

Rescue Hoist 3-1Hoist Procedures 3-4

Standard Hoist 3-4Hoisting Phraseology 3-10Trail Line Hoist 3-12Pump Delivery 3-16Emergency Situation Advisory Reports 3-18Hoisting Advice 3-19Emergency Procedures 3-20

Self-Quiz #3 3-23

RESCUE PROCEDURES, SECTION II

Rescue Platform 4-1Cargo Sling 4-8

General 4-8Operating Controls 4-9Operation 4-11

Self-Quiz #4 4-13

HIGH-INTENSITY SEARCHLIGHT SYSTEM

Description 5-1Operating Procedures 5-4Self-Quiz #5 5-7

FLIGHT PREPARATION

Reading Assignment: 1Pages 1-1 through 1-5

OBJECTIVES

To successfully complete this assignment, you must study the text and masterthe following objectives:

1. State the normal minimum flight crew.

2. List the flight mechanic's and avionicsman's

3. Describe the passenger briefings.

4. Explain the preflight inspections.

5. List items of a SAR equipment inspection.

6. State the use of the safety restraints.

7. Describe the inflight safety check.

duties.

CREW DUTIES

The normal crew of the HH-3Fhelicopter will consist of a pilot, copilot,flight mechanic, and avionicsman. Theminimum crew will consist of a pilot, copilot,and flight mechanic. A safe and efficientoperation of the helicopter requires precisecrew coordination and discipline. Allmembers of the crew must know their duties.This assignment covers the duties of theflight mechanic and avionicsman.

FLIGHT MECHANIC

The duties of the flight mechanicnormally include, but are not limited to:

1. Perform routine mechanic dutiessuch as servicing and maintenance when awayfrom home base.

2. Supervise all activities in thecabin.

3. Operate the rescue hoist and plat-form.

4. Supervise cargo loading and off-loading.

5. Operate the manual fuel dumpvalves and actuate the auxiliary flotationequipment.

6. Search.7. Perform the duties of the

avionicsman, as required, when one is notaszigned.

8. Remove landing gear pins prior topilot's preflight inspection.

9. Conduct an in-flight safety checkafter takeoff and every 30 minutes. Beforeconducting the safety check, the flightmechanic shall either close the doer or, withthe seat in the forward locked position,swivel the seat inboard before releasing theshoulder harness. This check includes, but isnot limited to:

a. Engine and transmissiongages for normal indications.

b. Cockpit overhead circuitbreaker panels for popped circuit breakers.

c. AFCS control compartmentfor leaks and security of the servo unit,control rods, and the mixing unit.

d. Helicopter exter ior forleaks, loose cowling, and security of longwire antennas.

e. Deck fittings and outboarddeck channels for evidence of leaks.

f. Engine and transmissiondeck drain lines for leaks.

g. Airframe fuel filter inletsand outlets for leaks.

h. Radio rack for overheating.i. Heater fuel control for

leaks.j. General cabin area for leaks

and security of equipment.k. Advise pilot to cross-check

compi.,ss and check fuel quantity.

10. Conduct the hoist check prior toeach flight.

a. Check hoist for security andleaks.

b. Extend the cable forapproximately 3 feet.

c. Inspect the cable for brokenstrands, birdcaging, or other aamage. Thehoist may not be used if any of the cablestrands are broken.

d. Inspect the hook fordamage, pin installed and safetied, and rollpin properly installed.

e. Operate manual speed con-trol up and down. Speed should be 100Vmin.for 5 to 7 feet while extending, then speed upto 200'/min. When coming up, the speedshould slow to IOW/min. at 5 to 7 feet fromthe end of the cable. Do not allow the hookto strike the ground.

f. Operate the electrical hoistcontrol switch and check for proper opera-tion at 100'/min travel. Depress the up limitswitch and the hoist must stop.

g. Return the cable to full up.h. Check hot mike operation.i. Report hoist check com-

plete and request hoist power be secured.

AVIONICSMAN

The duties and responsibilities of theavionicsman include, by are not limited to:

1. Operate all communication andnavigation equipment at the radio position.

2. Maintain in-flight logs, records,and navigation plots as required.

3. Search.4. Maintain hover position, when

directed, through the use of the hover trimstick.

5. Assist the flight mechanic as re-quired.

BRIEFING GUIDES

The following briefing guides help thepilot conduct briefings applicable to the typeof mission assigned. The aircrewmerribershould be familiar with these briefing guides.

Crew

1. Mission requirement2. Flight plan3. Fuel load4. Emergency-survival equipment5. Weather6. Crew duties and responsibilities

Passenger

The aircrewmembers must ensure thatall passengers embarked receive an adequatebriefing. This briefing must encompass atleast:

1. Use of life jackets (if flight over-water).

2. Action required in case of ditch-ing or crash landing.

3. Emergency exits.4. Use of other emergency equip-

ment.5. No smoking and seat belt rules

and signals..6. Movement within the helicopter.

INSPECTIONS

PREFLIGHT

The flight mechanic or maintenancepersonnel will normally preform a preflightinspection following the appropriate Comput-erized Aircraft Maintenance Program(CAMP) requirements. The pilot's preflight,walk-around inspection is done under theassumption that a normal preflight hasalready been completed and is the last in-spection before flight. The flight mechanicand avionicsman should accompany the piloton the waIk-atound inspection. The purposeof this inspection is to visually check theaircraft before flight, to ensure removal ofany protective covers/devices, and to detectany damage or discrepancies which may have

1-2130

developed since completion of the mainte-nance preflight inspection. The inspectionwill include, but is not limited to:

NOTE

When operating away from home and inareas where maintenance personnel are notable to perform inspections, the flightmechanic will ensure the accomplishment ofthe preflight inspection in accordance withCAMP requirements.

Exterior (Figure I-1)

1. Aircraft general--a walk-aroundinspection, checking for visable fuel and oilleaks, security of inspection panels and doors,and the presence of foreign matter such asice, snow, and frost.

2. Main and tail rotor blades.

3. Main landing gear pins removedand chocks in place.

4. Protective covers and tiedownequipment removed.

WARNING

The transmission work platform andlatch handle can be placed in the stowedposition without a positive locking action,allowing the transmission platform to open inflight. A visual inspection should be made toensure the work platform is completelyclosed.

Interior

1. Landing gear control handle down.

2. Cargo, seats, miscellaneousequipment secure.:.

1. TAIL ROTOR AND TAIL GEAR BOX2. PYLON AND INTERmED1ATE GEAR BOX3. TRANSMISSION COmPARTmENT4. mAIN ROTOR5. NO. 1 (LH) ENGINE COMPA`-"mENT

WORK AREA DIAGRAM000,OCD(Di

6. NO. 2 ,RH) ENGINE COMPARTMENT7. FORwARD SECTION EXTERIOR AND

ELECTRONICS COMPARTMENT8. LH MA14 LANOING GEAR AND SPONSON9. LH FUSELAGE ANO HULL

10. Rm FUSELAGE AND HULL11. RH 6,nIN LANDING GF.AP

AND SPONSON12. CABIN ANO RAMP

COCKPIT

CI =I 1=3 CZZ,

a05

1==3 o

=Figure 1-1. - Exterior Inspection and Walk-Around.

1-3

lai

a

3.takeof. f.

Ramp cables attached before

4. All visible control cables.

5. Cockpit/cabin exits for obstruc-tions.

Aircrew Preflight

As an aircrewmember, you are requiredto also make some last-minute checks orinspections. The inspection should include,but is not limited to:

1. Aircrewmember's safety harnessfor condition and personalized adjustment.

2. Cargo door strap for general con-dition.

3. Seat belts and seats for generalcondition and security.

4. Emergency exits for unobstructedpassage and release handles for proper posi-tioning and break away type safety wiring.

5. SAR mission equipment for mini-mum quantities and general condition. Hereare the recommended minimum quantities ofSAR equipment to be carried aboard thehelicopter.

a. 1 ea. - message boardb. 1 ea. - rescue basketc. 1 ea. - rescue slingd. 1 ea. - rescue platforme. 1 ea. - Stokes litterf. 4 ea. - life preservers LPP-1

(Passenger)g 6 ea. - Survival radio AN/PRC-90h. 1 ea. - LRU-13A life rafti. 1 ea. - datum marker buoysj. 6 ea. - first aid kitsk. 1 ea. - crash or survival axe1. 6 ea. - Survival vests

1 he following items will normally be onthe SAR board or in the SAR box. The loca-tion depends upon station preference (Figure1-2).

a.b.C.

1 ea. - boat hook1 ei. - cable cutter1 ea. - cable splicer

SALT

111001 111111.101LIMIT 110111/1

- -

CAMOO1111A.

MOISTSKIM

CLOVIS

01.101111111

-OreMANOR

1PACI 111.01071

z

Figure 1-2. - Typical SAR Board.

d.e.f.g.h.

j.k.

m.n.0.P9r.5.

3 ea. - cargo tiedowns2 ea. - dye marker1 ea. - flashlight2 ea. - strobe lights with/float2 pr. gloves, working1 ea. - knife6 ea. - message containers3 ea. - MK-25 marine location

marker2 ea. - MK-58 marine location

marker15 ea. - salt packets1 ea. - shroud cutter4 ea. - space blankets2 ea. - wool blankets1 ea. - 105-foot trail line1 ea. - 210-foot trail line2 ea. - weights, trail line, 5

pounds ea.

SAFETY

SAFETY BELTS

During routine landings and takeof fsand when directed, the flight mechanic andavionicsman will be seated with seat beltsand harnesses fastened and seats facing for-ward. During flight, each crewmember a!idpassenger must be seated with belts fastenedexcept when necessary to move about orwhen the pilot has granted permission.

CREWMEMBER'S SAFETY HARNESS

1-4

The safety harness is to be worn by allpersons not strapped in a seat while the cabin

1 9

door or ramp is open during flight. The 2. All occupied movable seats facingharness's primary use is during hoisting forward.operations and/or activities near the opencargo door. The harness may be attached to 3. P.11 cargo and rescue equipmentany tiedown fitting on the cargo floor or stowed and secured.overhead fitting behind the avionicsman'sseat. The aircrewmernber may attach the 4. All passengers seated with seatsafety harness to a jumpseat seat belt ring or belts fastened.troopseat seat belt ring (below hoist controlhandle) to enable movement to the outboard 5 Safety strap across the cabinedge of the rescue platform. door.

CARGO DOOR SAFETY STRAP (Figure 1-3)

The helicopter is equipped with a safetystrap installed on the cargo door for re-straining personnel. The strap is to be acrossthe opening of the cargo door whenever theaircraft is in motion except when operationalnecessity dictates otherwise, such as during ahoist or platform operations. The safetystrap is a fixed-length, nonadjustable strap.The forward end is permanently attached toan eyebolt and ring assembly on the cargodoor's forward frame (station 137). The rightend of the safety strap has a quick-releasesnap that attaches to a ring and eyeboltassembly on the cargo door rear frame. Dur-ing loading, or whenever the safety stra- isnot required, it is stowed by attaching theright end snap to the ring on the forward doorframe.

REPORTS

During the flight, there are severalrequir -A reports. Most of them are self-eN:planatory. One report needs to be ex-plained because of its meaning. This reportis "Crew ready for takeoff" or "Crew readyfor landing," which means:

6. Smoking lamp out.

.04+APE"

1. Flight mechanic and avionicsmanshoulder harnesses fastened. Figure 1-3. - Cargo Door Safety Strap.

SELF QUIZ #1

1. How many persons are required for theflight crew under normalconditions?

A.B.C.D.

TwoThreeFourFive

2. How many items must be covered in thebasic passenger briefing?

A. 4B. 6C. 8D. 10

3. Which item is NOT normally checkedduring an in-flight safety inspection?

A.B.C.D.

AFCS control compartmentLong wire antennaEngine and transmission gagesSeat belts and safety harness

4. For a hoist operatnn, safetyharness is normally connected to

A. any tiedown fitting on the flooronly

B. the overhead fitting behind theradio seat only

C. the jumpseat seat belt ring onlyD. any tiedown or the overhead fit-

ting

5. What is the MINIMUM recommendednumber of crewmember safety harness(es) carried in the helo?

6. The MINIMUM flight crew consists of

A. pilot and copliotB. pilot, copilot, and flight mechanicC. pilot, flight mechanic, and

avionicsmanD. pilot, copilot, flight mechanic,

and avionicsman

7. Which of the following is NOT requiredfor a passenger briefing?

A.B.C.D.

Emergency exitsNo smoking and seat belt rulesUse of emergency equipmentEmergency ICS procedures

S. Which aircraft inspection is the LASTone performed before flight?

A.B.C.D.

Pilot's walk-aroundFlight mechanic's walk-aroundMaintenance preflightThru-flight

9. Which item is NOT normally found onthe SAR board?

A.B.C.D.

Boat hookCable cutterFlashlightFirst aid ki

10. Which of the following is part of thepilot's preflight?

A. One A. Warnp cablesB. Two B. Safety harnessC. Three C. Cargo door strapD. Four D. SAR equipment

SELF QUIZ #1 (CONT.)

Question 11 through 20 include a list ofaircrew duties. Match each duty to thecorrect aircrewmemoer (s) by answering:

A.B.C.D.

Flight mechanic onlyAvionicsman onlyFlighl- mechanic and avionicsmanNeither one

11. Operate rescue hoist.

Answer

12. Remove landing gear pins duringpreflight.

Answer

13. Search.

Answer

14. Maintain in-flight logs and records.

Answer

15. Maintain hover with the hover trim..

Answer

16. Conduct a safety check every 30minutes.

Answer

17. Supervise cargo loading z-Ind unloading.

Answer

18. Operate the manual fuel dump valve.

Answer

19. Actuate the auxiliary flotationequipment.

Answer

20. Operate all radio equipment at theradio position.

Answer

21. Which of the following is NOT part ofthe passenger briefing?

A.13.

C.D.

Smoking rulesUse of life jacketEmergency alert signalsRamp operation for bailout

22. Which item is NOT checked during theaircrew SAR en eflight?

A.B.C.D.

Rescue piaLiDatum marker buoyHoist hookCrash axe

23. How many dye markers arerecommended to be carried on the SARboard?

A.B.C.D.

OneTwoThreeFive

24. Which of the following 10T part ofthe aircrew preflight inspection?

1-8

A.B.C.ID.

Emergency exitsSeatsLife raftControl cables

25. Which of the following is part of thepassenger briefing?

A.13.

C.D.

Hoist operationICS proceduresUse of the safety harnessMovement within the helicopter

1 9 o

SELF QUIZ 0 1 (CONT.)

26. What is meant by "Crew ready for take- 31.off"?

A. Flight mechanic and avionicsmanfacing forward only

B. All equipment is stowed onlyC. All personnel aft strapped in with

movable seats forward, equipmentstowed, and smoking lamp out

D. Smoking lamp out and strapacross the door only

27. What is the purpose of the walk-aroundinspection?

A. Ensure all protective covers haveb z...n removed only

B. Detect any damage or discrepan-cies that may have developed only

C. Visually inspect A/C for protec-tive covers/devices, discrepan-cies, and damage before flight

D. Inspect for fluid leaks only

28. What is the recommended number offirst aid kits carried in the helicopter?

A.B.C.D.

TwoThreeFiveSix

29. The in-flight safety check must becompleted after takeoff and everyminutes for the duration of the flight.

A.B.C.D.

15304560

30. What is the use of the nonadjustablesafety strap?

A.B.

C.D.

Safety beltCabin door opening restrainingstrapBasket restraining strapSafety harness

How many blankets, space and wool,are recommended to be carried onboard the helo?

A.B.C.D.

TwoFourSixEight

32. What is the MINIMUM recommendednumber of life preservers to be carriedin the helicopter?

A.B.C.D.

1FourFiveSlx

33. Which of the following is NOT checkedduring the in-flight safety inspection?

A.B.C.D.

Overhead circuit breakersRF filtersAirframe fuel filterCross-check of compass and fuel-quantity

34. The crewmember's safety harness is tobe worn by all persons who are

A. not strapped in while the cabindoor or ramp is open

B. not seated while the cabin door isopen only

C. involved in a hoist onlyD. seated aft of the flight mechanic

only

35. What is the MINIMUM recommendednumber of strobe lights with/floats onthe SAR board?

A.B.C.D.

TwoThreeFourFive

QUESTION ANSWER

ANSWERS TO SELF-QUIZ #1

REFERENCE

1 C 1-12 B 1-23 D 1-14 D 1-45 B 1-46 B 1-17 D 1-28 A 1-29 D 1-4

10 A 1-411 C 1-1 & 1-212 A 1-113 C 1-1 &1-214 B 1-215 t) 1-216 A 1-117 A 1-118 A 1-119 A 1-120 B 1-221 ID 1-222 C 1-423 B 1-424 ID 1-425 ID 1-2z6 C 1-527 C 1-228 ID 1-429 B 1-130 B 1-4 & 1-531 C 1-432 B 1-433 13 1-1 & 1-234 A 1-435 ,N 1-4

91-10

EMERGENCIES AND EXTREME ENVIRONMENTALCONDITION OPERATIONS

Reading Assignment: 2Pages 2-1 through 2-11

OBJECTWES

To successfully complete this assignment, you must stur'y the text and masterthe following objectives:

1. Explain the procedures used during in-flight emergencies for fire, auto,ditch, and bailout.

2. State the location of and the deployment procedures for the auxiliaryflotation system.

3. Describe the procedures for deploying of the anchor and sea anchor andfor the towing operation.

4. Describe the emergency egress procedures.

5. State the location and operation of the emergency exits.

6. State the location and quantity of each piece of emergency equipment.

7. Explain the ground handling procedures for cold weather operations.

8. Explain the ground handling procedures for hot weather operations.

IN-FLIGHT EMERGENCIES

As a SAR aircrewmember you will berequired to perform emergency duLies ifr,-ressary These are in addition to your

lar duties, The following informationint you with these emergency

+ions.

OROTATION

When an autorotation is evident duringflight, you must make sure that all loose gearis stowed or secured. The cargo door shouldbe opened if time permits. Make sure thatall passengers are advised and are secured intheir seats. Finally, you must be seated andstrapped in. Report "All secure" to the pilot.The avionicsman will transmit a distressmessage. After the landing, performemergency egress procedures.

COCKPIT/CABIN FIREIf a cabin or cockpit fire occurs in-

flight, close all windows, the door, and theramp. The next step is to ensure that theheater and vent switches are off. Now, manthe fire extinguisher, proceed to the scene ofthe F. , and fight the fire. Keep the pilotack lf the ,.:tatus of the fire e -d damage.

,,ic e is electrical, pull the appropriatecircuit breakers. Stand by for an emergencylanding. If the fire becomes uncontrollable,you may have to bail out.

The severity of the fire and actualflight conditions (night or instrument) willdictate the immediate procedure to be fol-lowed. It may be more advisable to let thefire b.,2rn, if it is isolated, than to secure allelectrical power and lose AFCS and flightinstruments before achieving VFR conditions.

2-1

196

CREwHAN'S CONTROL HANDLE

COPILOT'S CONTROLHANDLE

-:---

(34's37:ALVE AS SHOWN)

CONTROL CABLES

IPOS.VALVE AS SHOWN)43° 45°

I;

Fig:ire 2-1. - Auxiliary Flotations System.

MaAUX FLOTATION RAGS

AUX FLOTATION COLLARS

Figure 2-2. - Auxiliary Foltation Bag and Collar Placement.

SMOKE AND FUME ELIMINATION

The pilot's compartment windows andthe cargo door have proven, through flighttests, to be the most effective way toeliminate smoke and fumes from tF aircra.tTo prevent the ftirn d e fromventing through ' ,sp1L, do not open thecockpit windows ii the cargo door is closed.The cabin door must be opened first. If fuelfumes are present, communications should belimited, if possible, to the transmission ofintentions. To avoid possible damage to therotor blades, do not jettison any windows orthe door while the helicopter is in forwardflight.

Normally there are no toxic quantitiesof carbon monoxide gas or other gasespresent from the engine exhaust. Objection-able odors of the engine exhaust gases aresometimes encountered in the helicopterduring ground run-up, taxiing, or single-engineflight with one engine in ground idle. Theseodors may be avoided by heading the helicop-ter into the wind and/or closing the pilot'scompartment window and the cargo door.Opening the cargo door and the pilot'scompartment windows in-flight will assist inremoving objectionable fumes and odors.

BAILOUT

Balk it is recommended if, and only if,it is impossible to make a safe emergencylanding. Bailout is poscible iter It-v<flight 0,

-nHirr, is 1,0u0 fett :aboveg kAGL). The crew will normallyus- the cargo door, but, at the pilot'sdiscretion, the ramp may be opened in fliOtand used as an exit. The ramp should belimited to one person at a time. Thecrewmembers should dive out and down fromthe exit with the arms close to Ole body andthe head down. Wait until clear of thehelicopter before pulling 'he rip cord to avoidfouling the parachute.

The bailout procedures are as follows:

1. Airspeed -- 70 knots2. Attitude -- level flight3. Wheels -- up4. Cargo door -- open (if the cargo

door will not open, pull the

emergency handle and jettison thedoor).

5. Cargo compartmL 7cupantsand copilot -- bailou go door.

6. Pilot -- jettison sliding windowand exit by diving out and down.Depending upon the circum-stances, the pilot may elect touse the cargo door.

EMERGENCY LANDINGS

WATER OR DITCHING

When an emergency water landingevident, the cargo door and cockpit windowsshould be opened. If time permits, removeand stow the sponson emergency exit win-dows. Strap youself in and follow theemergency egress procedures. After the air-craft is on the water, the wheels should belowered to lower the helicopter's center ofgravity. When directed by the pilot, activatethe auxiliary flotation system. It may benecessary to launch the sea drogue or anchoror to install the flotation collar. If it isnecessary to abandon the helicopter, theflight mechanic will direct the evacuation ofthe cabin and provide the raft and any othergear that might be needed. One rule ofthumb is to take everything yni car.

Auxiliary Flotation System ti re 2-1)

The auxiliary .otation system gives thehelicopter additional stability while on thewater with the rotor system stopped. Theauxiliary flotation system consists of twoinflatable bags, two compressed air cylinders,and a manual release. A bag is located onthe outboard chine of each sponson and isstowed in a fabric enclosure. The bags areinflated by two cylinders located in theleading edge of the left sponson. Each bag isdivided into two compartments, fore and aft.The forward compartment of each bag isinflated by the bottom air ( -nder, and theaft compartment is infl by the topcylinder. The two air cylinders are con-nected to their respective bag compartmentsby separate air lines. This system of inflationensures a symmetric configuration of thepop-out bags in the event of damage to any

2-32 0 u

component. The system is activated bypulling the AUX FLOAT handle down. Thehandle is located on the left side of the cabinbetween and above the second and thirdwindows. An additional release handle ismounted aft and above the copilot's seat.Pressure gages are provided for both airpressure cylinders and can be viewed througha window in the left sponson. The cylindersare fully serviced if the gages indicatebetween 2,400 and 2,800 psi.

Auxiliary Flotation Collar (Figure 2-2)

The auxiliary flotation collar systemprovides increased lateral stability while thehelicopter is on the water with the rotorsystem stopped. The auxiiiary flotationcollar system consists of two collars: one forattachment to the left sponson (containeridentified by LEFT HAND and has a REDSTRIPE) and one for attachment to the rightsponson (container identified by RIGHTHAND and has a GREEN STRIPE). Eachcollar is packed in a modified MARK-7 liferaft container, and each wcighsapproximately 60 pounds.

The coilar system can be installed fromthe sponsons once the helicopter is on thewater. Detailed installation instructions arelocated in the salvage portion of the HH-3FMaintenance Manual (T.O. I1-1-3(H)F2-2).When both collars have been attached, theyshould be inflated simultaneously. Thecollars are made of raft fabric _Ind containprimary and secondary inflation chambers.The inflation chambers are notinterconnected and are inflated by separateself-contained CO2 bottles.

CAUTION

Inflation of both chambers at the sametime will cause overinflation andpossible rupture of the collar. Do notinflate the secondary unless theprimary compartment is completelydeflated. If primary compartmentdeflation is imminent, carefully ruptureoutside skin and then inflate thesecondary compartment. When collarsare fully attached on both sides, pullyellow inflation lanyards to inflate bothsides simultaneously. After inflation,recheck both sides and bring the

secondary lanyard (green) to the exitfor stanby emergency use.

A helicopter may take off from thewater with the auxiliary flotation collarsattached, but airspeed must be limited to 70knots. Tow speeds of up to 4 knots may beused with the auxiliary flotation collars at-tached, depending on sea conditions.

Bow Line (Figure 2-5)

The bow line or attaching line is used asan attachment point for the anchor line, thesea drogue (sea anchor), or a tow line. Theline is a 9/16-inch-diameter polypropyleneline. One end of the line is connected to thenose ring. When not in use, the line runsunderneath the pilot's window to a point justforward of the cabin door and is held taut bya bungee cord clipped to the fuselage. Alsoconnected to the bow line is the retrievingline. This line is connected to a ring in thethimble and, when not in use, is coiled andlaced with light cotton thread for storage.

Anchor (Figure 2-3)

The anchor system consists of an anchorand 150 feet of 5/16-inch-diameter nylonanchor line. The anchor line is chained andshackle-pinned to the anchor. A snap hook,fastened to the other end of the anchor line,is attached to the eye (thimble) of the at-taching line (bow line). The anchor is thendeployed from the cargo door. The anchorline should be at least three to four times thedepth of the water in normal conditions. Inrough or windy conditions, the line lengthshould be six or seven times the depth. Thisprovides for an essentially horizontal pfrom which the line develops its holdini,power. Under extreme conditions, a ten totwenty pound weight may be attached to theanchor line. After the anchor has beenlowered the bottom, the entire length ofanchor line must be payed out. Using thebow line provides a low center line attach-ment. This ensures that the helicopter willalign with the wind and waves to presentminimum drag and resultant minimum anchorline strain. In no case should the anchor linebe shortened or the prescribed configurationaltered by attaching the anchor line to any ofthe internal tiedown rings in the cabin.

2-42 ./1_

The increased drag caused by the asym-metrical attachment and the resultantposition broadside to the wind and waves cancause the anchor to drag or possibly capsizethe helicopter.

Sea Anchor (Figure 2-3)

In emergency situations, if the depth ofthe water will not permit anchoring, the seaanchor (sea drogue) should be deployed toreduce drift and to align the helicopter intothe wind, increasing lateral stability. Thesea anchor is stowed on the forward left sideof the cabin behind the radio seat. The unitconsists of a parachute, nylon rope, rip cord,and a spring-loaded snap hook. The unit isdeployed from the cargo door. The red hookat the end of the rip cord is pulled from thecenter of the pack and attached to the air-craft structur, . (A convenient attachmentpoint is the forward end of the cargo doorsafety strap ring.) The snap hook on the endof the sea anchor line is then attached to theeye of the bow line. After throwing the seaanchor overboard and forward, the rip cord ispulled to release the chute.

Towing, Water Emergency

The recommended attachment point fora tow line is the bow eye on the nose fitting.One recommended procedure is to have theboat retrieve the anchor line and use it if theline is deployed. The tow line should beapproximately 100 feet to prevent thehelicopter from surging up on the boat. Whenthe tow boat comes along side to pass theline, use extreme care to prevent damage tothe helicopter because the boat handlingcrew will probably not be experienceo intowing operations. The boat should remain tothe windward side of the helicopter becausethe helo will drift faster than the boat. Oncethe towing operation has started, the towingspeed used will depend upon the sea condi-tions, but must not exceed 4 knots. Thehelicopter should be towed into the wind.But, avoid heading parallel to the wavetroughs and 90 degrees to the wind since thismay cause excessive roll and capsize thehelo.

To help stabilize the helicopter, a trip-pable sea drogue may be streamed out theaft ramp, using one of the cargo tiedown

N.ML,

Figure 2-3. - Anchoring the Helicopter.

2-52 _12

rings as the attachment point. Also, arecommended procedure is to lower the cen-ter of gravity to improve the stability, bylowering the landing gear and filling the fueltanks. Of course, whenever the helo is deadin the water, the auxiliary flotation bagsshould be inflated and the auxiliary flotationcollar installed.

GROUND

A successful landing with the landinggear retracted, or improperly lowered, is notas difficult to make with a helicopter as witha fixedwing aircraft. Proper selection of alanding site, and care during hovering ortouchdown, will permit a landing with aminimum of danger to personnel and damageto the helicopter. If attempts to lower thelanding gear by the alternate system areunsuccessful, it may be possible to jar thelanding gear loose by an abrupt increase incollective pitch after a shallow dive. How-ever, since the helicopter has water landingcapabilities, a water landing may be made iffacilities are available. Landings with allwheels retracted, or with any one or any twowheels down, may be made by placing softobjects, such as mattresses, undr,r themalfunctioning landing gear (or gears) andthe bottom of the fuselage. Groundpersonnel should place the soft objects beforetouchdown and then direct the pilot from ahover to a vertical landing on the objects.

After the aircraft motion has ceasedand the rotors have stopped turning, theflight mechanic will direct the evacuation ofthe cabin. Disconnect the battery if timepe m its.

EMERGENCY EGRESS PROCEDURES

Because of the high probability ofspatial disorientation due to aircraftattitude, damage, and/or environmentalfactors (night, water), all crewmembers mustbecome familiar with normal/emergencyaircraft escape routes and the egressprocedures. The importance of the use ofreference points cannot be overstressed.

I. Locate reference point andremain calm.

2. Disconnect mike cord.

3. Locate emergency exit releasehandle. Pull and jettison emer-gency exit.

4. Relocate reference point andhold.

Land-- Wait until all buffetingstops(recommended 5-8seconds).

Water-- Take normal breath andwait until completelyimmersed (recommended5-8 seconds).

5. Release seat belt harness.6. Egress holding reference point

and exit at right angles to theaircraft.

7. Inflate life vest when clear of thehelo.

WARNING

Failure to maintain a handhold on areference point until clear of theaircraft could result in disorientation.Also, inflation of the life vest insidethe aircraft may inhibit the egress.

NOTE

A wet suit will exhibit some positivebuoyancy when immersed.

EMERGENCY EXITS(Figure 2-5)

COCKPIT SLIDING WINDOWS

2-6

An emergency escape hatch is on eachside of the cockpit. The hatch consists of afixed rear window and a sliding forwardwindow in a jettisonable frame. The forwardsliding window may be opened or closed bydepressing the hand latch in the forwardbottom corner of the window frame. Whenthe hand latch is released, the sliding windowwill lock in position. The entire window canbe jettisoned to provide an emergency exitfor the copilot or pilot. The manualemergency release handle, markedEMERGENCY RELEASE PULL, is locatedbelow the forward edge of each window. Thewindow is jettisoned by pulling the releasehandle up and pushing the window out. Eachcockpit emergency exit may also

2 _Li

be removed from the outside by a releaselever located below the t-lower ,!,)rner.The release lever is normally flush vi. theside of the aircraft. By pressing in on one ur- !

of the landle causes it to extend t

To L e window, pull the handle ...ownand pull th out from the hellrr,)pter.

LFF.I `7F.APCH WINDOW

Thr.,.. left search window is located onthe forward left side of the cabin. Thiswindow is commonly known as the radiooperator's (avionicsrnan's) window. The win-dow is the emergency exit for the avionicsmanor any other person using the seat beside thewindow. The window is released by ane7lergency release handle located below thewindow. To jettison the window, turn theha idle in Ihe direction indicated by the arrow(forward) and push the window out. Thewindow may also be removed from the out-side by a release handle similar to the releasehandle for the cockpit windows. Theoperation is identical to the outside releaseof the cockpit windows.

CARGO DOOR

The main cabin exit is the cargo orpersonnel door located forward on the rightside of the cabin. Normal operation of thedoor is controlled by a spring-loaded levertype handle on the forward middle portion ofthe door. Pull the handle or lever in thedirection of desired door movement. Thedoor contains an emergency release handle onthe inside-top center of the door. When thehandle is pulled down, the door is releasedfrom the upper door tracks. To complete thedoor removal, push out on the door. The doorcan be removed from the outside by pullingdown on the emergency release handle,located at the top-center of the door, andpulling out on the door.

CARGO COMPARTMENT WINDOWS

A jettisonable window is located overeach sponsor.. Below each window is a handlemarked EMER EXIT, TURN PUSH. To openeach window, turn the handle and push thewindow out. On the outside, below eachwindow, is a handle marked EXIT RELEASEPULL DOWN. To open, pull down on thehandle and pull the window out.

The windows immediately forward andaft of the sponson windows do not provideemergency exits. The windows have beenmodif ied and are permanently installed.

RAMP

Emergency exit can be made throughthe aft ramp by pulling the handle markedEMERGENCY EXIT RELEASE HANDLE onthe starboard aft wall of the cargo compart-ment. The ramp can be lowered from theoutside by pulling a handle, located below thetail pylon under a cover. RAMP RELEASEHANDLE PULL is marked beside the cover.When the handle is pulled and held in thedown position, the ramp hydraulic cylindermoves to the open position and the aft rampuplocks unlock. When the handle is held inthe down position, the ramp will open by itsown weight, permitting entrance to the cargocompartment.

EMERGENCY EXIT LIGHTS

The two removeable emergency exitlights are installed above the two cabinemergency exits. Each light has a self-contained battery that will cause the light toilluminate whenever DC power to the light isiriterrupted or when the main transmission oilpressure decreases to less than approximately4 psi. The lights may be removed fromthe helicopter in the event of an emergencyevacuation. To remove the light, pull thehandle located at the top of each light. Oncethe light is removed, it may be turned off bypushing the handle in and turned on again bypulling the handle out.

EMERGENCY EQUIPMENT(Figure 2-5)

PORTABLE FIRE EXTINGUISHERS

One hand-operated (C01) fire extin-guisher is located in the cottkpit on thebulkhead behind the pilot's seat. A second(CO2 ) fire extinguisher is located on the right

-side above the ramp. The extinguishers areheld in place by a bracket with a tight fittingquick--elease spring.

FIRST AID KITS (Figure 2-4)

2-7

20 4

One first aid kit is mounted in the

cockpit on the bulkhead behind the pilot'sseat. Five additional kits are installed in thecabin, one on the left and four on the rightside. Each kit is held in place by a metalframe and supporting clips.

mosI;

Figure 2-4. - First Aid Kit.

CRASH AXE

One crash axe is installed below thestep at the cockpit entrance. The axe issecured by a bracket and strap.

SURVIVOR GRAB RAILS AND LIFELINES

Two metal grab rails are attached tothe four universal sling fittings on the under-side of the helicopter with two polypropylenelines crossing diagonally between them. Therails and lines provide a means of holdingonto and securing i'zems to the helicopterwhen it is capsized. The rails and line areremoved when the external cargo sling isinstalled.

STOWAGE OF LIFE RAFTS ANDLIFE JACKETS

The location of the LRU-13A life raftmay vary from unit to unit. The acceptablelocation is behind the avionicsman's seat.Hangers are provided below the aft radiorack for storage of survival vests.

WATER CONTAINER

The 2-gallon drinking water container islocated next to the relief tube on the left

side of the forward ramp. The container isheld in place by two quick-disconnect straps.

UNDERWATER ACOUSTIC LOCATORBEACON (PINGER)

Each helicopter has a Dukanc ModelN15F210B "pinger" installed on the left sideo f the cabin at station 198. This battery-operated underwater accustic beacon is ahighly reliable, impactresistant, water-acti-vated, lightweight unit. It will enhance loc-ating crashed aircraft in a water environmentof any depth to 20,000 feet and has anoperating life of 30 days once activated.

ENVIRONMENTAL CONDITIONS

COLD WEATHER PROCEDURES

The major problems in cold weatheroperations are the preparation for flight,restricted visibility from blowing snow, andthe adverse effects on helicopter materials.Moisture, usually from condensation ormelted ice, may freeze in critical areas.Tire, landing gear strut, fire extinguisherbottle, and accumulator air pressures willdecrease as the temperature decreases.Extreme diligence on the part of both groundand flight crews is required to ensure suc-cessful cold weather operations. Flight con-trol hardovers have been induced by thefreezing of condensation in the primaryservos. If this condition exists and the APUis started, the flight controls may be in ahardover condition and remain there until thehydraulic system attains normal operatingtemperatures. Do not attempt to engage therotor system if the above condition is sus-pected.

Aircrews should be aware that the hor-izon may be lost when flying over largeunbroken expanses of snow. If such a situa-tion exists, the helicopter should be flownentirely by instruments at safe instrumentaltitude. Colored glasses should be worn insnow areas to prevent snow blindness. Theproblems you encounter when operating fromsnow-covered surfaces are compounded whenoperating from other than an operationalbase. When the aircraft is hovering in looseor powdery conditions, all ground ref er,2ncesmay be lost due to blowing snow. Snoke

2

markers will assist in providing referencesand determining wind.

When the helicopter lands on snow, themain and tail rotor ground clearances arereduced with the helicopter resting on thefuselage. Therefore, personnel entering orleaving the helicopter should be extremelycautious to avoid being struck by the blades.

The rotor wash or wind will have asupercooling effect, which may reduce theefficiency of exposed personnel.Consequently, the time that survivors and/orground personnel are exposed to the rotorwash should be held to a minimum.

As an aircrew member/hoist operator,make sure static electricity generated by thehelicopter is dissipated before attempting asling or hoist pickup; this applies particularlyin colder dry climatic conditions when staticelectricity buildups are To dissipatethis static charge, allow the sling or hoist totouch the ground, or use a conductor to makecontact between the helicopter and theground. Use care not to break contact be-cause the static charge will immediately re-build.

Preparation For Flight

In addition to making a normal exteriorinspection, thoroughly inspect engine inlets,rotor head, main rotor blades, tail rotor, andflight controls to make sure they are free ofall ice and snow. Failure to remove snow andice accumulations while on the ground canresult in serious aerodynamic and structuraleffects when flight is attempted. Do notattempt to chip or scrape snow and ice fromany surface or controls. Portable groundheaters or de-icing fluid may be used toremove any accumulation that cannot beswept off. Ice chocks are also recommendedwhen practical.

Check to see that fuel tank vents, abattery compartment vent tube, and pitottubes (including static ports) are free of snowand ice; that landing gear struts and tires areproperly inflated; and that a warm, well-charged battery has been installed, if pract-icable. Check the engines for ice and snow.If ice or snow is found, thaw out the enginewith hot air before attempting to start.

Starti APO

T1 lower the temperature, the greaterthe amount of accumulator pressure required

. ofor a start. At -54oC. (-65 F.), a pressure ofapproximately 4,000 psi is required forstarting. Also at low ambient temperatures,clutch engagement time will increase due togreater breakaway torque levels among theaccessories. The APU should be shut down ifacceleration hangs between 76% and 8.596 formore than 4 seconds (6 seconds if below-29°C).

Warm-Up

At temperatures below freezing, a lon-ger warm-up period is required to bring theengine and transmission oil temperature up tothe desired operating range. As soon as theAPU is started and on the line, turn on thecabin heater and windshield anti-ice system,close the cargo door, and remove the rubbertransmission access panel. When the ambienttemperature is below -6.7 C. (20 F.), oper-ate the APU until the ma:sn transgiission oiltemperature indicates -6.7 C. (20 F.) beforethe rotor is engaged. Also be careful not toexceed the transmission oil pressure limita-tions when engaging the rotor. If the rotorbrake fails, do not start the engines until thewarm-up period is complete to prevent dam-age to the main transmission.

Engine Starting

At extremely low temperatures, it ispossible that the engine oil pressure will goto a maximum value during an engine start.Ensure that ground heater ducts have beenremoved; then perform a normal engine start.If there is no indication of oil pressure after30 seconds of engine operation at ground idle,or if oil pressure drops to zero after a fewminutes of ground operation, stop the enginesand investigate.

Takeoff and Flight

Before takeoff, select an area devoid ofloose or powdery snow to minimize the re-striction to visibility from blowing snow, andmake sure the wheels are not frozen to thesnow or ice. A "no hover" takeoff and climbshould be executed.

2- 9

2

During flight, use the cabin heater,engne inlet anti-icing, and windshield anti-iceprotective systems, as required. After take-off from water, wet snow, or slush-coveredfields, operate che landing gear through sev-eral complete cycles to prevent the gearfrom freezing in the retracted position.(Expect slower operation of the landing gearin cold weather due to thickening of alllubricants.)Landing

Landings are made in a normal mariner,except the approach must be made with aminimum hover before touchdown. Thisapproach minimizes the rotor wash on looseor powdery snow with reduced visibility. Af-ter contacting the surface, ma:ntain max-imum rpm while slowly lowering the col-lective until the wheels come to rest on alevel plane or the fuselage rests on thesurface. This will prevent any serious conseq-uences if one wheel should hang up or breakthrough a crust of snow. Except inemergency, never reduce the rpm until it isdetermined that the helo will not settle.

Securing

After making normal engine shutdownand parking the helicopter, chock the wheelsand release the parking brake. At extremelylow temperatures, the collective pitch leverfriction lock is to be left in the OFF position.If left ON and the helicopter is cold soaked,tne friction lock nut will contract on thecollective pitch lever, causing the lock nut tobind. The cockpit will have to be heatedsufficiently to allow the friction lock nut toexpand and again be moveable.

Make ever effort during servicing toprevent moisture from entering the fuel sys-tem. When possible, leave the helicopterparked with full tanks. Drain condensation

-rn the fuel and oil sumps and drains, and:love all ice from vents, drains, and breat-

hers. Close the door, ramp, all windows, andmaintenance platforms. Clean the oleo strutsof dirt, snow, and ice with a clean clothsoaked in hydraulic fluid. If the helicopter isto remain outside for a period of more than 4hours at below freezing temperatures, ol lessthan 4 hours at temperatures below -25 C. (-13°F.), remove

the battery and store in a heated room.Check to ensure that protective covers havebeen installed. If the helo is secured on asnow-packed or ice-covered surface, considerusing ice chocks.

HOT WEATHER PROCEDURES

Hot weather operation, as distinguishedfrom the desert operation, generally meansoperation in a hot, humid atmosphere. Highnumidity usually results in the condensationof moisture throughout the helicopter. Pos-sible results include malfunctioning of elect-rical equipment, fogging of instruments, rust-ing of metal parts, and the growth of fungi invital areas. Futher results may be pollutionof lubricants and fluids and the deteriora,tionof nonmetallic materials.

Normal procedures will be followed forall phases of operation, with the emphasisplaced on the data provided here. Morepower will be required to hover during hotweather than on a standard day. Hoveringceilings will be lower for the same grossweight and power settings on a hot day. Asfuel density decreases with a rise in ambienttemperature, total useable fuel quantitieswill be reduced, thus resulting in a decreasein normal operating range. Check for thepresence of corrosion or fungus at joints,hinge points, and similar locations. Anyfungus or corrosion found must be removed.If instruments, equipment, and controls aremoisture coated, wipe them dry with a clean,soft cloth.

After Landing

When the helicopter is parked, thedoors and windows, except the cockpit win-dows, should be opened if weather permits.The cockpit windows should remain closed toprevent unexpected rain showers frompooling water on control panels. The watercould create short circuits.

Desert Operations

Desert operation generally means oper-ation in a very hot, dry, dusty, often-windyatmosphere. Under such conditions, sand anddust will often be found in vital areas of thehelicopter. Sand and dust may cause severedamage to the af f ected parts.

2-10

2

44' 3

13

14

10

EMERGENCY EQUIPMENT1. WATER CONTAINER2. FIRST AID KIT (CARGO COMPARTMENT LEFT SIDE)3. LIFE RAFT (LOCATION VARIES)4. ESCAPE AXE5. FIRE EXTINGUISHER (PILOT'S COMPARTMENT)6. FIRST AID KIT (PILOT'S COMPARTMENT RIGHT SIDE)7. RESCUE HOIST8. FIRST AID KIT (CARGO COMPARTMENT RIGHT SIDE)9. FIRST AID KIT (CARGO COMPARTMENT RIGHT SIDE)

10. FIRST AID KIT (CARGO COMPARTMENT RIGHT SIDE)11. FIRST AID KIT (CARGO COMPARTMENT RIGHT SIDE)

FIRE EXTINGUISHER (CARGO COMPARTMENT)13. SEA ANCHOR14. ANCHOR15. AUXILIARY FLOTATION16. BOW LINE

15

RAMP RELEASEHANDLE

.... ,

9

8

6

..... . .......-47'1'7= .

16

t-3\,

I.

.........-"e...

--

EMERGENCY ENTRANCESAND EXITS

Figure 2-5. - Emergency Exits and Equipment Location.

The helicopter should be towed into takeoffposition, which, if possible, should be on ahard, clear surface, free from sand and dust.

PERPARATION FOR FLIGHT: Checkfor the presence of sand and dust in controlhinges and actuating linkages, and inspect thetires for proper inflation. High temperaturesmay cause overinflation. Check the oleostruts for sand and dust, especially in thearea next te the cylinder seal, and removeany accumulation with a clean, dry cloth.Insnect for, and have removed, any sand ordust deposits on instrument panels and swit-ches, and on and around flight and enginecontrols.

ENGINE STARTING, WARM-UP, ANDGROUND TESTS: If possible, engine startingand ground operation should be done from ahard, clean surface. Complete the normalengine start, warm-up , and ground test, butlimit ground operations to a minimum,

EMERGENCY EMT 'RELEASEDITCHING USE ONLYHANDLE SAILOR

irryI,DHAPNIFESCAPE HATCH

INERGENcy tlifiZZar

BUTICINTURN HANDLE tEMERGENCY YE;CUE PRESS

rut Limp. crow OUT -

EMERGENCY RESCUE PRESSUTTOPYTURN HANDLEPULL WINDOW OuT

RIGHT SIDI

because the downwash from the main rotormay stir up clouds of sand. Make everyeffort to minimize the amount of sand beingblown up around the main rotor and engines.

FLIGHT: When it is absolutely neces-sary to taxi in sand and dust, get the helicop-ter airborne as quickly as possible tominimize sand and dust i-l.take by the engineS.Execute a "no hover takeoff." Avoid flyingthrough sand and dust storms since excessivegrit in the air will cause comiderable damageto internal engine parts. The best type oflanding is the running type because it mini-mizes the blowing sand and dust.

SECURING: Shut down the engine assoon as practical after landing to minimizethe ingestion of sand and dust. Install allprotective covers and shields. Leavewindows and doors open to ventilate thehelicopter except when sand and dust areblowing.

----HaRIE=MmEmIP

RAN, RELEASE

N

INTERNALRAMP OPENNANDLE SURVIVOR GRAM RAILS

AND LIFELINES (WHENCARGO SLING NOTMETALLED'

EMERGENCY EMTOUTSIDE VIEW PULL HANDLE DOWN

EMERGENCY RESCUETURN HANDLE IAND PULL OUT -----

ID OPSI4YHA.. pup.,

LJ

EMERGENCYEMT

TO OPENTURNL ROSH-.

PERSONNEL DOOR

INSIO vitvt

CD

EMERGENCY EXIT ttttt StDITCHING USE ONLY ctsHANDLE BELOW

JETTISONARLIESCAPE HATCH [Lr

AMIDEMERGINGENCY EMT ...EXIT RELEASE

TURN Jo PUSH rut.. DormINDIO' VIEW OUTSIDE VIEW

11111=>

SILM.E.DW

Figure 2-5. - Emergency Exits and Equipment Location.

2-12

2 4 9

1.

SELF QUIZ #2

When an autorotation is evident, \ /hatshould you do if time permits?

A.B.C.D.

Brief the passengersOpen the cargo doorStow loose gearStrap yourself in

2. The PRIMARY crew exit for bailout is

A.B.C.D.

the cargo doorthe rampa cockpit compartment windowany emergency exit window

6. The cabin has a total ofemergency exits.

A. fourB. f iveC. sevenD. nine

7. The cargo compartment windows arejettisoned by

A. kicking them outB. pulling the tab and removing the

weather strippingC. turning the release handle and

pulling inD. turning the release handle and

pushing out

3. Where are the aux ilotationcylinders located?

8. What is/are the location(s) cf the crashair axe(s)?

A. Behind the radio seat and theA. Left sponson flight mechanic seatB. Right sponson B. Below the step to the cockpitC. One in each sponson entrance and on the left sideD. Inside cabin left side upper ramp

C. Below the step Zo the cockpitentrance

D. On the left side upper ramp4. The free end of the bow line is stowed

just forward of the

A.B.C.D.

cabin doorpilot's windowcopilot windowleft search window

5. The importance of using a referencepoint during emergency egress is to

A.B.C.D.

help brace for impacteliminate disorientationprovide a means of ejectiongive a feeling of security

9. As f.iel density decreases with a rise inambient temperature, the normaloperating range will

A.B.C.D.

increasedecreasefluctuate with the humidityremain the same

10. What is one step in combating a cabinfire?

22'io

A.B.C.D.

Turn heater and vent switches onOpen cockpit windowsOpen cabin doorClose door, ramp, and all windows

SELF-QUIZ iI2 (CONT.)

11. What is the proper way to bail out oithe helo?

A. Jump out feet first with armsspread

B. Dive out and down with arms andlegs spread

C. Jump out feet first with armsclose to the body

D. Dive out and down with arms

16. The ramp's external release handle islocated

A. below the tail pylonB. forward of the ramp on the right

sideC. forward of the ramp on the left

sideD. on the upper-right corner of the

rampclose to the body and head down

12. Which air cylinder inflates the forward17. Where are the life jackets stowed?

compartment of the aux flotation bags? A. Along the left side of the cabinB. Under the aft radio rack

A. Left C. Above the aft radio rackB. Right D. Between the radio rack and theC. Top flight mechanic's seatD. Bottom

13. Under normal conditions, the anchorline should be AT LEAST timesthe depth of the water.

A.B.C.D.

one to twothree to fourfour to fivesix to seven

14. For water emergeocy egressprocedures 7 when is the life vestinflated?

A.B.C.D.

Before the landingAfter all the buffeting stopsWhen clear of the helicopterWhen on the surface

15. The left search window's emergencyrelease handle is located thewindow.

18. Which item is NOT a problem of hotweather operations?

A.B.C.D.

Fogging of instrumentsGrowth of fungiDrynessMalfunctioning of electricalequipment

19. It may be advisable to allow an in-flightfire to burn when

A.B.

C.

D.

the fire is just smoldering1FR and power to the fiightinstruments would be lostVFR and power to the nonflightinstruments would be lostthe fire presents no danger to life

20. If the cargo door will not open forbailout, what step should you take?

A. above A. Jettison the doorB. forward of B. Open the rampC. below Jettison the cockpit windowsD. aft of D. Jettison the cabin windows

2-14 2 ti

SELF-QUIZ #2 (CONT.)

21. The cockpit auxiliary flotation systemrelease handle is located

A. on the right side of lower radioconsole

B. on the left side of lower radioconsole

C. aft and above the copilot's seatD. below the copilot's sliding window

22. The sea anchor is deployed from the

A.B.C.D.

cargo doorpilot's windowcopilot's windowavionicsman's window

23. During water egress procedures, whenis the seat belt released?

A.B.C.D.

Before the landingOn water contactAfter complete immersionOnly on command

24. To gain access to the outside releasehandle for the cockpit and left searchwindows, you must

A.B.C.D.

pull out on the tabremove the protective coverturn the handlepress on the end of the handle

25. How many hand-c'perated Ca.) fireextinguishers are carried on bodfd thehelicopter?

A.B.C.D.

TwoThreeFourFive

26. The ice that cannot be swept fromaircraft surfaces and controls may beremoved by

A.B.C.D.

scrapingde-icing fluida vacuum de-icercold soaking

27. In hot weather operations and ifweather permits, which opening(s)should be closed when parking the helo?

A.B.C.D.

Cargo door onlyRamp onlyPilot's window onlyBoth cockpit windows

28. The MOST effective way to eliminatesmoke from the helo is through the

29.

A.B.C.D.

cabin doorcockpit windowscabin door and cockpit windowsheater/ventiliation system

If it is necessary to abandon the helo,who dii-ects the cabin evacuation andprovides the raft?

A.B.C.D.

PilotCopilotAvionicsmanFlight mechanic

30. When deploying the anchor, you shoulaattach the snap hook of the anchor line tothe

A. eye of the bow lineB. ring in the eye of the bow lineC. deck fitting closest to the cabin

doorD. eye bolt just below the copilot's

window

SELF-QUIZ #2 (CONT.)

31. Where is the red snap hook of the seaanchor connected for deployment?

A.B.C.D.

Eye of the bow lineRing in the eye of the bow lineCopilot's pedal adjusterAny structural point near thecargo door

32. The cockpit sliding windows arenormally operated by a hand latchlocated in the of the windowf rame.

A.B.C.D.

aft bottom cornerforward bottom cornerforward top cornerforward middle

33. The left search window is jettisoned byon the emergency release handle

and on the window frame.

A.B.C.D.

pushing forward - pulling inpushing forward - pushing outpulling aft - pulling inpulling aft - pushing out

36. To prevent the smoke from ventingthrougn the cockpit, you should firstensure that the

A.B.C.D.

cockpit windows are openedcabin door is openedcockpit vent switch is turned oncabin vent switch is turned on

37. If time permits before a ditching, whataction should you take?

A. Open the cabin door and rampB. Close the cabin door and rampC. Remove and stow the cabin

compartment windows and openthe cabin door

D. Deploy the auxiliary flotationbags

38. The anchor system consists of an anchorand feet of line.

A. 50B. 100C. 150D. 200

34. Where is the cockpit fire extinguisherlocated?

A. Behind the copilot's seat

39. What is the next step after throwingthe sea anchor overboard?

B. Behind the pilot's seat A. Disconnect the red snap hookC. On the floor between the seats B. Pull the rip cordD. Below the aft end of the radio C. Release the anchor line

console D. Secure the rotor

35. In cold weather operation below -29°C,the APU should be shut down if itsacceleration hangs between 76% and85% for more than seconds.

A. 3

B. 6C. 10D. 15

40. The cockpit window's inside manualemergency release handle is located

of each window.

A.B.C.D.

2-16 213

below the forward-lower cornerbelow the aft-lower cornerbelow the bottom centeraft of the aft corner

SELF-QUIZ /12 (CONT.)

41. The cargo door emergency releasehandle is located of the door.

A.B.C.1D.

on the forward middle portionabove the middle portionon the inside-top centeron the aft-upper corner

42. The cabin fire extinguisher is located

A.B.

C.D.

behind the radio seat on the floorbelow the step at the cockpitentranceon the . ight side above the rampon left side forward of the aft ramp

46. \Vhen the helo is being toed on water,the speed must NOT exceedknots.

A.B.C.D.

458

10

47. The cockpit window's outside releasehandle is located of eachwindow.

A.B.C.D.

below the forward-lower cornerbelow the aft-lower cornerbelow the bottom centeraft of the aft corner

43. If the OAT is between freezing and-25oC., the battery must be removed andplaced in a heated room if the aircraftis to remain outside for more than

48. Where are the cargo compartment'sjettisonable windows located?

hours. A. First set aft of the cockpitB. First end second sets aft of the

A. 2 cockpitB. 4 C. First set forward of the rampC. 8 D. One over each sponsonD. 12

44. What is the MINIMUM recommendedbailout altitude?

A.B.C.D.

200 feet AGL500 feet AGL

1,000 feet AGL1,500 feet AGL

45. Where is the cabin auxiliary flotationrelease handle located?

49. Where are the cabin firFA aid kitslocated?

A. One above ramp, two on left side,and two on right side

B. One on forward wall, two on leftside, and two on right side

C. One on forward wall, one aboveramp, one on left side, and two onright side

D. One on left side and four on rightside

A. Right side between 2nd and 3rd 50. Which procedure is incorrect whenwindows securing the helo in cold weather?

B. Left side between 2nd and 3rdwindows A. Chock wheels and release parking

C. Left side of cockpit entrance door brakeD. Above the hoist throttle control B. Fill fuel tanks

valve lever C. Clean struts with hydraulic fluidD. Set collective friction lock on

2-17

214

ANSWERS TO SELF-QUIZ #2

QUESTION ANSWER REFERENCE QUESTION ANSWER REFERENCE

1 B 2-1 26 B 2-92 A 2-3 27 D 2-103 A 2-3 28 C 2-34 A 2-4 29 D 2-35 B 2-6 30 A 2-46 B 2-7&-12 31 D 2-57 D 2-7 32 B 2-68 C 2-8 33 B 2-79 B 2-10 34 B 2-7

10 D 2-1 3.5 B 2-911 D 2-3 36 B 2-312 D 2-3 37 C 2-313 B 2-4 38 C 2-414 C 2-6 39 B 2-51 5 - 2-7 4 0 A 2-616 A 2-7 41 C 2-717 B 2-8 42 C 2-718 C 2-10 43 P 2-1019 B 2-1 44 C 2-320 A 2-3 4 5 B 2-421 C 2-4 46 A 2-522 A 2-5 47 B 2-723 C 2-6 48 D 2-724 D 2-6 49 D 2-825 A 2-7 50 D 2-10

2162-18

F.SCUE PROCEDURES(Section 1)

Reading Assignment: 3Pages 3-1 thropgh 3-22

OBJECTIVES

To sucessfully complete this assignment, you must study the text and masterthe following objectives:

I. Describe the function of the hoist.2. State the operating characteristics of the rescue hoist.3. Describe the operation of the controls for the rescue hoist.4. Describe the hoist shear circuit test procedures.5. State the operating procedures for a standard hoist.6. State the items on the rescue checklist.7. Define the terms "COMMANDS" and "ADVISORY REPORTS."8. Describe the operating procedures for a trail line hoist.9. State the purpose of a trail line hoist.10. Define each voice report and state the correct report for a given hoist

situation.11, Explain the two methods, indirect and direct, of delivering the portable

salvage pump.12. Describe the steps that can be taken to prevent a hoisting emergency.13. State the hoisting emergency procedures.

INTRODUCTION

The flight mechanic, as well as theavionicsman, must be well versed in the useof the rescue hoist, hoist pharaseology,hoisting procedures, and the rescue platform.Your knowledge and use of the subjectmaterial will help you become a moreefficient hoist operator. If you know thehoist operation, the rescue procedures, andare aware of the pitfalls, your chances ofmaking an error-free rescue will greatlyimprove. During a rescue attempt, there areenough unforeseen problems to cause youtrouble with out the basic procedures becominga burden too. In other words, if you know thestandard hoist procedures and hoist operation(basics), when somethin out of the ordinary

4

occurs, you can devote your full attention tothe problem and adjust to it with ease. Therescue should then be highly successful.

The next two sections are devoted tothe rescue hoist operation, hoistingprocedures, and some do's, don'ts, andemergency procedures. Because of theprocedure similarities, the cargo sling andADAPTS procedures are also covered.

RESCUE HOIST

GENERAL

The hydraulic rescue hoist is suspendedon a fixed truss over the cargo door and has alifting and lowering capacity of 600 pounds.

3-1

216

The hoist contains 240 feet of usable cable,which terminates in an open-throat hook usedfor attaching equipment. The hoist alsoincorporates a load-holding brake, which!.-cks automatically when the hoist stops dueto normal stoppage, loss of hydraulic pressure,or hoist motor failure. Microswitches turnoff the hoist when the cable is reeledcompletely in or out (NOT if override used).The last 20 feet of cable is painted in apattern of 2-inches red and white alternatingstripes to provide a visual warning that thecable is nearly unwound. An electricallyoperated cartridge-type guillotine, controlledby switches in the cockpit and hoistoperator's position, may be used to cut thecable at the hoist in case of emergency. Therescue hoist may be electrically controlle!from either the cockpit or the cabin. If anelectric_al failure occurs, a manual overridevalve will provide for emergency hoistoperation.

CONTROLS (Figure 3-1)

Master Switch

A three-position switch labeled HOISTMASTER, with positions marked CREW, OFF,and PILOT, is located on the cockpit over-head switch panel. When the svitch is placedin the CREW position, the rescue hoist maybe operated only by a crewmember at thehoist operator's position, using either therescue hoist control switch or the rescuehoist throttle control. When the switch is inPILOT, only the pilot may operate the hoistby using a switch on :he pilot's collectivepitch lever grip. The OFF position rendersthe hoist inoperative from any station.

Throttle Control Valve

The hoist operator's primary hoistcontrol is the throttle control valve levetlocated on the aft side of the cargo dooropening. The throttle is spring-loaded to theoff position, and a detent p..ovides a positivelock to maintain the throttle in the offposition. The throttle control positions aremarked UP and DOWN. Moving the throttleUP will raise the cable, and moving thethrottle DOWN will lower the cable. Thecable speed is proportional to the handletravel and will vary from 0 to approximately200 feet per minute (f pm). Limit switches

3-2

electrically stop the hoist when the cablereaches full up or down positions. Aninter med iate limit sw itch automaticallylimits the cable speed to a maximum of 100f pm when the cable is within 5-7 feet of fullup or down.

Hoist Operator's Control SwitchThe hoi.3t operator's control switch is on

a hand grip bracket over the cargo dooropening. The switch panel is labeled HOIST,and the switch has positions marked up,0I-F, and DOWN. The switch operates thehoist at a fixed rate of 100 f prn. The switchwill automatically operate as discussedbefore.

Pilot's Control SwitchThe pilot's control is a rocker switch

located on the forward side of the pilot'scollective pitch strick grip. The switch islabeled HOIST, on the aft end of the stick,with positions marked UP and DOWN. Theswitch is spring-loaded to the OFF position.The hoist will operate at a fixed rate of 100f pm, and the limit switches will automat-ically function. The copilot has no control ofthe rescue hoist.

Manual Override

If an electrical failure occurs, two but-tons on the four-way solenoid valve may beused to operate the hoist. The valve is locateddirectly above the throttle control lever.The button marked UP will raise the cable, andthe marked DOWN will lower the cable.The hoist operator must depress the appropri-ate override button and move the throttlecontrol out of its neutral position to initiateand maintan hoist operation. When operatingthe manual override valve, the hoist operatormust wear gloves because the valve becomesvery hot.

CAUTION

With loss of electrical power to thehoist circuits, the intermediate and endlimit switches are inoperative. Inmanual, the hoist is capable ofoperating above 100 f pm all safetydevices are inoperative. Therefore, beextremely cautious when operating nearthe cable extremities.

21

SE L DET AIL A

SE E DETAIL B

St E DETAIL C

SEE DETAIL D

SE E DET AIL E

Arm:

gni

DETAIL ACREW SHEAR SWITCH AND HOIST

SHEAR CIRCUIT TEST SWITCH

SE E DETAIL F

I

DETAIL DPI L OT 'S MASTER AND SH EAR SWI TCH ES

1010 taxt riajr,V.

111111VIP

ammo,wor DETAIL E

RESCUE HOIST CONTROL, PILOT'S

0E7 AIL BCREW SWITCH CONTROL

DETAIL C

RESCUE HOIST MANUAL OVERRIDE

EMERGENCY OPERATIONRESCUEFICIST

PUSH 4. HOLD 41NuL. OVERRIDE D44 4NY V1.,/ E IN DIRECTION DE 4E0 ANDopERTE 1.4NUM. SPEED CONTROL

- CAUTIONDO NOT FULL, E TEND OR RE TRACTCBLE DOR NO Es4E ROZNCY OPE RT ION

DETAIL FTHROT TL E CONTROL VALVE

Figure 3-1. - Rescue Hoist Controls.

3-3

218

HOIST SHEAR

Circuit Test PanelA hoist shear circuit test panel, marked

HOIST SHEAR CIRCUIT TEST, is mountedaft of the cargo door. The panel provides ameans to test the hoist cable shear circuit.A green light is located above the guardedtest switch. The guarded switch is markedTEST and FIRE.

Cable Shear SwitchThere is a guarded HOIST CABLE

SHEAR switch on the cockpit overheadswitch panel and another located aft of thecargo door to the left of the shear testswitch. Lifting the guard and actuating theswitch in the cockpit will operate theguillotine that will cut the cable regardlessof the position of the hoist master switch.The shear switch at the cargo door willoperate only when the hoist master switch isin the CREW position.

Test ProceduresTo prevent accidental shearing of the

hoist cable, make sure the pilot's and thehoist operator's shear switches are OFF.

1. Apply electrical power.2. Hoist circuit test switch to TEST.3. Hoist master switch to CREW.4. Open hoist operator's hoist cable

shear switch guard. Momentarily placeswitch to SHEAR and observe thegreen light. If the lightilluminates, shear circuit OK.

5. Close hoist operator's hoist cableshear switch guard.

6. Hoist master to PILOT.7. Repeat steps 4 and 5 using the

pilot's hoist shear switch.8. Hoist master switch to OF17.9. Hoist shear circuit test switch to

fire and close the guard.10. Safety wire switch guards with

light copper wire. (Hoist shearcircuit test switch and hoistoperator's and pilot's shearswitches.)

HOIST PROCEDURES

Most SAR hoists are made from sometype of floating vessel. Therefore, theprocedures or type of hoists discussed in thisassignment will deal with boat hoists.However, the hoist procedures for one typeof hoist are easily adaptable to another type,such as ground or water.

The success of any hoist is determinedby the prehoist activity. A good hoistrequires close coordination and cooperationbetween the pilot and hoist operator and theuse of standard rescue procedures. Coordina-tion begins with good communication. Boththe hoist operator and pilot must know whatis going to happen and how. The pilot'sbriefing is the major method of passing theinformation. Before beginning the approachand after evaluating the hoist sight, the pilotwill give the briefing. The bn.efing shouldcover the point of the hoist, type of hoist,rescue device to be used (figure 3-2),altitude, emergency procedures, and anychanges or deviations from standard proce-dures. As the hoist operator, you shouldsupply inputs to the briefing. If you disagreewith the type of hoist or equipment to beused, make your recommendations. But,remember, the final decision belongs to theaircraft commander (pilot).

STANDARD HOIST

3-4

The standard hoist is the simplest andmost expeditious method of recovering ordelivering personnel and equipment from, orto areas where a helicopter cannot land. Thestandard hoist is the basis for all hoistoperations. The name 'standard hoist" refersto the method of delivering the rescuedevice. Usually accompanying the hoistmethod is the name of the rescue device, e.g.,standard basket hoist and standard sling hoist(figure 3-3). For discussion purposes, this as-signment will use a standard basket hoist to aboat. To use any other rescue device, justreplace the word "basket" with the desireddevice's name.

Prehoist

After the briefing, the pilot will advisethe hoist operator to complete the rescue

2 1

Figure 3-2. - Rescue Devices.

checklist. A checklist is to be posted in eachhelicpoter at the hoist operator's position.The rescue checklist consists of, but is notlimited to:

1. Conduct crew briefing.

2. Check flight mechanic andavionicsman hot mic (pilot andcopilot respond).

3. Check for condition and rigging ofrescue device (basket, sling, plat-form, etc).

4. Don and adjust the aircrew rescueharness.

5. Request permission to open upand hoist power.

6. Rig the rescue device. (The res-cue device should be rigged afterestablishing a stable hover

2-2u

Figure 3-3. - Sling Hoist.

because the device may inhibitegress. If possible, the hoistoperator should be strapped inwith the seat facing forward dur-ing the approach to a hover.)

7. Check pilot's and crew's radioswitches.

S. Report, "RESCUE CHECKLISTCOMPLETE, READY FOR

When the pilot requests the rescuechecklist to be completed, the voice proce-dure should be as follows: (P,pilot, HO=hoistoperator, CP=copilot).

P: "Perform rescue checklist for astandard basket hoist."

HO: "Roger."

HO: "On hot mike, how do you read?"

P: "Loud and clear, how me?"

HO: "Loud and clear."

CP: "Loud and clear, how me?"

HO: "Loud and clear; request hoistpower and permission to open up."

P: "You have hoist power; open up(or stand by, as the situation dictates)."

HO: "Rescue checklist complete,ready aft" (figure 3-4).

Before starting the hoist, communica-tions should be established 'th the vessel. Ifcommunications cannot be established, drop amessage block, use hand signals, the chalk-.blard, or the loud hailer. Have the vessellower and stow all antennas, booms, rigging,and loose gear.

Extreme caution must be used whenhoisting from a small boat or a raft. There isa great danger s_f capsizing the small vesselwith the rotor downwash (figure 3-5). This isparticularly true if the vessel is unable tomaintain way. A successful hoist can gen-erally be performed if the combined boatspeed and relative wind exceed 15 kts. How-ever, a broadside approach can still capsizethe vessel.

The pilot will bring the helo into ahover about 15 to 20 yards short of thevessel. After making minor adjustments andis satisfied that all is ready, the pilot willcommand, "GO ON HOT MIKE." The hoistoperator will now go on hot mike, start thebasket down, and give important advisoryreports as to the postion of the basket or anyother important information (figure 3-6, 3-7).

Figure 3-4. - Basket Rigged.

106,

Figure 3-5. - Be careful of Rotor Wash.

NOTE:The terms "COMMANDS" and "ADVI-SORY REPORTS" are defined in theHOISTING PHRASEOLOGY portion ofthis assignment.

3-6

2 21

mrimmlimar..*;-

Figure 3-6.-Basket Going Out Door

. -il, , .,.; -..,...

iiiir,LL.,10.41,1101110ilk,,....r. 0

-i ...-.:4 '...,

0,0000 110

The hoist operator will wear a heavywork glove on the hand used to guide thecable. The glove will help to prevent cutsand burns on the hand. Whenever possible,one of the helment visors should be down toprotect the eyes. If pendular action or rota-tion of the rescue device is not quicklystopped, either one may increase to an un-manageable and dangerous condition. Thependular action may be dampened by movingthe cable in the opposite direction to themovement of the rescue device. The rotationof the device, if detected early, can bestopped by rotating the cable in a I. or 2 footdiameter circle in the opposite direction tothe rotation.

Before delivering the rescue device dir-ectly to a person, dip the device in the wateror ground it. Static electricity buildup occursrapidly and can produce quite a shock.

Figure 3-7 Basket Below Aircraft. Flgure 3-8. - Over Hoist Sight.

4;...,

<-=%1

The electricity must be discharged as near tothe delivery point as possible to eliminate anew buildup. Use caution when discharging.Do not ground the hoist when near a fuelspill.

When the pilot is ready to move in forthe hoist, "CONN ME IN" will be given. Thehoist operator will start giving commands toposition the helo directly over the hoist sight(figure 3-8). At the same time it isnecessary to continue with the advisoryreports and deliver the basket to the deck ofthe vessel. Use great care to maintainpositive clearance from the vessel's antennasand rigging.

On Deck

When the basket is on deck, the pilotmust hold a steady hover over the boat. Mostof the time, the pilot cannot see the vesseland will not have a visual reference. Thepilot will rely entirely on the commands andadvisory reports given by the hoist operator.For safety purposes, the cable should havesome slack so that the basket will not bejerked off the deck clue to pitch and roll ofthe vessel or air turbulence.

There are times when the boat crewwill remove the rescue device from the hoisthook. Do not allow the crew to connect orsecure the hoist cable to any parr of the ves-sel. But if this should happen, immediately runout slack, inform the pilot, and attempt tohave the boat crew release the cable. If theattempts to free the cable are unsuccessfuland the helo is in danger, the shear switchmay have to be used. The normal procedurefor disconnecting the hook from the rescuedevice is to move the helo left and aft, awayfrom the boat. Then, when all is ready, movethe helo back over the boat, relower thehook, reconnect the hook, and finish thehoist.

Retrieval

When the person being hoisted is safelyin the basket (figure 3-9), guide thehelocopter to a steady hover directly abovethe hoist sight. Remember, the pilotprobably cannot see the sight. Therefore,continuous commands and advisory reports

3-8

are needed. Take the slack out of the hoistcable and advise the pilot "PREPARE TOTAKE THE LOAD." The pilot now canprepare for the added weight of the basketand survivor.

Figure 3-9. - Man in Basket.

Figure 3-10. - Taking the Load.

When the slack is out of the hoist cableand the cable is starting to take a strain,report, "TAKING A LOAD" (figure 3-10).Smoothly lift the basket clear of the deck.Once the basket is clear of the deck and all

223

obstructions, report, "BASKET CLEAR OFVESSEL, CLEAR TO MOVE LEFT FEET."Give the pilot the necessary commands tomovo the helicopter to a position designatedduring the briefing (normally left and aft ofthe vessel) (figure 3-11).

Figure 3-11. - Clear to Move Left.

It is important to move the helo clearof the boat as soon as possible to preventserious injury to personnel or damage to theboat if an engine failure occurs. At the sametime, the pilot will have a visual referenceand can maintain a more stable hover.

The commands should continue until thepilot has visual contact with the vessel andreports, "CEASE COMMANDS." Stop givingcommands, but continue with the advisoryreports. The pilot may continue to move thehelo clear Of the vessel. If the hoist was ahigh one the pilot may decrease gradually inaltitude to keep the basket close to the waterand provide a safer hovering altitude.

This portion of the hoist, from the timethe basket clears the deck to the time thebasket is clear of the vessel, is a very criticalperiod. There are many things to keep inmind. The basket must not swing or contactany object after clearing the deck. Closelywatch all obstructions and helo's altitude.The helo will have a tendency to settle whena load is taken. The seas and the rotor

downY/ash will have an effect on the boat andcould cause problems with the hoist. Takeyour time.

Continue to raise the basket and supplythe pilot with advisory reports about thebasket's position, aircraft altitude, and anyother important item that may occur. Whenthe basket is at the dooc, report, "BASKETOUTSIDE THE nOOR" (figure 3-12). Bringthe basket inside the cabin and report,"BASKET IN CABIN."

3-9

Getting the survivor into the cabin maybe difficult. The best and easiest method isto position the survivor's back toward thehelicopter's door and oull the survivor intothe helo backwa!tk. (If the person is in thesling, wrap an arm around the person's waistand pull the person in.) This procedure willreduce the possibilty of a semi-conscious,injured, or panicky survivor from fighting thehoist operator. The rescue device shouldnever be removed from the hoist cable untilthe survivor is safely inside the cabin andclear of the door.

Figure 3-12. - Basket at the Door.

After all the equipment is safely in thecabin, you may report, "GOING OFF HOTMIKE." When the hoist cable has beenstowed, report, "SECURE HOIST POWER."When the rescue equipment is safely in cabin,safety strap across the door, the hoist cable

224

up and hoist power off, report, "READY FORFORWARD FLIGHT." The pilot will transi-tion to a safe single engine altitude andairspeed.

After all the equipment is stowed, pas-sengers and crew strapped in their seatsexcept for those required to be up and about,report, "CABIN SECURED." The hoist is ter-minated.

HOISTING PHRASEOLOGY

The effectiveness of a hoist operationdepends upon the ability of the pilot and hoistoperator to communicate. Standard voiceprocedures reduce the chance of misunder-standing. The voice reports are mandatoryand must be memorized. They must bestated in the correct form. The sl-andardreports are divided into two catagories:Commands and Advisory Reports.

Cornmands

Commands are given in reference tothe fore and aft axis of the aircraft (figure

COMMANDS

3-13). They are used to direct the pilot tomove the helicopter in a desired direction.Directional commands (right, left) require adistance to be moved in feet. Those direc-tional commands that do not require a dis-tance are EASY, UP, DOWN, and HOLD. Thefollowing is a list of the standard commandsand their meanings.

FORWARD

BACK

LEFT

RIGHT

UP

DOWN

HOLD

Move helicopter for-ward feet.Move the helicopterbackward feet.Move the helicopterleft feet.

Move the helicopterright feet.

Increase the helicopteraltitude.

Lower the helicopteraltitude.

Hold the helicopterin a position relativeto the target.

Figure 3-13. - Command Reference.

3-10

22o

EASY(left, forward,back, right)

Move the helicoptervery slowly in the direc-tion indicated, a verysmall distance.

FORWARD AND Combination COMMANDRIGHT as discussed later.

GO ON HOT The hoist operator beginsMIKE giving advisory reports.

CONN ME IN

CEASE COM-MANDS

The hoist operator beginsgiving directional com-mands and continuesgiving advisory reports.

The pilot no longerrequires commandsto maneuver.

COMBINATION COMMANDS: Com-bination commands, such as "FORWARDAND RIGHT 5," may be used in horizontaldirections. At certain times, when the pilotis trying to maneuver in a restricted area, acommand of "FORWARD 5," followed by"RIGHT 5," will not work. The only way tomove is on a diagonal.

Advisory Reports

Advisory reports are used to keep thepilot informed of everything that is occuringduring the hoist. The advisory report isinformation, not a command. Some advisoryreports are mandatory and must be reported.The following is a list of the standardmandatory advisory reports and theirmean ings.RESCUE CHECKLIST Self-explanatory.COMPLETE, READYFOR BASKET HOIST

ON HOT MIKE,HAVE TARGET INSIGHT, BASKETGOING OUT THEDOOR

BASKET GOINGOUT THE DOOR

BASKET BELOWAIRCRAFT

BASKET HALFWAYUP/DOWN

Hoist operator is com-mencing the hoist.

Hoist operator is be-ginning delivery of thebasket to the hoistarea.

Basket is below thehull of the helicopter.

Basket is halfway be-tween the helicopterand the suf ace.

BASKET HOLDINGFEET OFF

THE WATER

BASKET ON DECK

MAN GETTING INTHE BASKET

MAN IN THEBASKET

PREPARE TOTAKE THE LOAD

TAKING THE LOAD

BASKET CLEAR O'VESSEL, CLEARMOVE LEFT

BASKET OUTSIDEDOOR

BASKET IN CABIN

GOING OFF HOTMIKE

3-11 226

The basket has beenlowered to a safe dis-tance from the waterand will not be loweredany further until overthe hoist area.

The basket is on thedeck of the vessel.

Self explanatory.

The man is in the basketand ready to be hoisted.

Hoist operatoris taking in the slackof the hoist cable andpreparing to lift thebasket clear of thedeck.

The hoist operatoris lifting the basketwith the hydraulichoist

)e basket is wellear of the vessel

_nd not in danger offouling in the vessel'srigging. Copilot shouldclear area to the left.Move the helicopterleft so pilot can seethe vessel. Commamdsare required untilthe pilot reports "CeaseCommands."

Basket is level withthe door and is beingbrought into thehelicopter.

Basket is in thecabin and being discon-nected from the hoistcable.

Self-explanatory.

SECURE HOISTPOWER

READY FORFORWARDFLIGHT

CABINSECURED

LOST TARGET

TARGET

ROGER

Pilot secures electri-cal hoist power. Thepower is secured toprevent the cablefrom being inadver-tently run out bysomeone bumping thecontrol or throttlevalve falling out of itsdetent.The cabin area isready for forwardflight. The rescueequipment is safely inthe cabin, the safetystrap is across thecargo door, the hoistcable has been run upto the limit stop andhoist power has beensecured.All resct. -lenthas been _ Li: allpassengers no crew-members strapped inexcept for those re-quired to be up andabout the cabin in theperformance of theirduties.Pilot has lost sight ofthe hoisting refer-.ence.*Pilot can again see thehoisting reference.*To let the pilot knowthat the hoist operatorhas heard and under-stands.

*Hoisting reference- A visual referencesuch as a portion ofthe boat, runway, orplatform that willallow the pilot tomaintain a stable -hover to complete thehoist. It is normallynot pos- sible to main-tain visual reference -with the actual posi-tion from which the

made.

The hoist operator needs to maintain asteady clam voice and a steady commentary,keeping the pilot informed about the hoistprogress. If everything is going fine and nocommands are required, report "HOLD"occasionally continuing with the advi-sory reports.

The advisory reports given in this as-signment refer to a basket hoist. If a sling,litter, or pump hoist is to be performed,change the word baske ' a type of rescuedevice used.

TRAIL LINE HOIST

Purpose

The combination of boat size, mast, orantenna obstructions, rigging obstructions,and little or no relative wind may result in ahoist during which the pilot will be unable tosee the vessel. Weather conditions mightalso prevent the pilot from maintaining ahigh, no-reference hover for any length oftime. In these situations, the trail line hoistcan be used to simplify the hoist operation.The use of the trail line reduces the time thepilot is required to maintain a precise stablehover, without a reference. The trail linealso prevents wide swinging of the rescuedevice during a high hoist or helps to guidethe rescue device when it must be lowered toa restricted location on deck.

Use (Figures 3-14, 3-15)

The HH-3F helicopter normally carriestwo trail lines: a 105-foot line and a 210-footline (some units carry more). The lines aremade of polyethylene line and are stowed inhanks bound together by rubber bands. Thelocation of the lines and weights in thehelicopter is determined by each station.

Figure 3-14. Trail Line and Weight.

3-12 2

The trail line weight is attached to theend of the trail line without the weak link.The weak link is a safety device, normallymade of thin line, which protects the heir) byNOT allowing more than 300 pounds of forceto be applied to the trail line. If more isapplied, the weak link will part. The end ofthe trail line WITH the weak link is fastenedto the small eye of the hoist hook for all trailline hoisting evolutions. The trail line isdelivered by positioning the helo over thevessel and paying out the weighted line. Donot uncoil the line before use. It will feedout nicely when the line is lowered. Avoidallowing knotted sections of the line to passout the door because this will reduce theeffective length of the line.

The weight will stabilize the trail linein a vertical position below the aircraft. Inheavy winds, the trail line will sail. Twoweights may have to be used to stabilize theline. The aircraft may have to be jockeyedto deliver the trail line to a precise spot onthe vessel. Avoid allowing the trail line tofoul high in the rigging.

ATTACH TOWEIGHT

ATTACH TORESCUE DEVICEOR HOIST HOOK

Figure 3-15. Weak Link.

Procedure

The procedures for a trail line hoist areexactly the same as for a standard boat hoistthrough the approach and hover astern of thevessel. The length of trail line, hoist sight,and procedure should be covered in the brief-ing. Complete the rescue checklist whendirected by the pilot. Make sure an extratrail line is close by just in case it is needed.

DELIVERY: The weighted trail line isdelivered to the vessel using standard hoist

procedures. \\, licn the pilot states, "GO ONHOT MIKE," :ou respond, "ON HOT MIKE,HAVE THE TARGET IN SIGHT, TRAIL LINEGOING OUT THE DOOR" (figure 3-16). Con-tinue to give advisory reports on the positionof the trail line much the same as with thestandard basket hoist. When the pilot states,"CONN ME IN," start giving commands toposition the helo over the hoist sight. Duringthis phase of the heist, the pilot may losesight of the vessel and will have to relyentirely on you for information. If sight ofthe vessel is lost, the pilot should report,"LOST TARGET." You should respond,"ROGER." When the sight of the vessel isregained, the pilot should report, "TARGET."Again, you should reply, "ROGER."

3-13

Pr

, 4

Figure 3-16. Trail Line Going Down.

228

Do not attach the trail line to any partof the helicopter during this phase. The linemust be delivered by hand and held by hand.The line will be connected ONLY to the hoisthook or rescue device just before the rescuedevice goes out the door. If the aircraftsuddenly moved left or if the distance be-tween the helo and the boat suddenly in-creased and the trail line was connected toosoon, the basket would be jerked out the doorand probably take you with it. Severe aircraftdamage could occur (figure 3-17).

1 1 1

ILlk

Figure 3-17. - Connect Weak Link atProper Time.

ON DECK: Once the trail line is on thevessel and the boat crew is tending it, thehoist operator will report, "TRAIL LINE ONDECK." Then give commands to direct thepilot clear of the vessel while paying the restof the trail line. When the pilot has goodvisual contact with the vessel and no longerwants commands, the pilot will state,"CEASE COMMANDS." Stop giving com-mands and continue with the advisory re-ports.

The rescue device will be delivered tothe boat from the helicopter's position, leftand aft of the vessel. Connect the weak linkto the hoist hook small eye only and report,"TRAIL LINE CONNECTED TO HOISTHOOK." Start to lower the basket (figure 3-18). Use the same advisory reports used for astandard basket hoist. As you are loweringthe basket, the shipboard crew will use thetrail line to guide the basket onto the desiredspot (figure 3-19). 2

3-14

RETRIEVING THE EQUIPMENT: Whenthe rescue device is on deck and the survivoris ready for hoisting, report, "MAN INBASKET." The pilot will get ready for thehoist and direct you to "CONN ME IN." Atthis time, give the proper commands to posi-tion the helicopter directly over the hoistsight. The hoist should be made as verticallyfrom the deck as possible. But, retrieval ofthe rescue device vertically may not alwaysbe possible. Be aware of this and be preparedto recover the device at an angle.

Figure 3-18. Weak Link Connection.

As soon as the survivor is clear of thedeck and all obstruction, report, "BASKETCLEAR OF VESSEL, TRAIL LINE STILL ONDECK, CLEAR TO MOVE LEFT ." Nowgive the pilot commands TO move the heli-copter away from the vessel, usually left andback, until the pilot states, "CEASE COM-MANDS." Thi's position should be maintaineduntil the survivor is strapped in, the trail lineis either retrieved or discarded, and the air-pryt is ready for forward flight (figure 3-20).

J;r

"..tivaX. .

Figure 3-19. - Basket Going Down.

Figure 3-20. Basket Halfway Up, TrailLine Still on Deck.

As the pilot moves the helo away andestablishes a position well clear of the vessel,do not permit the pilot to descend until thesurvivor is safely in the cabin, unlesspreviously discussed. Often a pilot willdescend without realizing it once clear of thevessel. If the situation becomes critical andthere is danger of the survivor going into thewater, give the command "UP."

Once the basket is in the aircraft, con-tinue to give advisory reports for the trailline until it is aboard (figure 3-21). Discon-nect the trail line when the rescue device issafely in the cabin. This will help preventthe rescue device and/or the survivor frombeing pulled out the cabin door. Underadverse conditions, do not hesitate to cut thetrail line and throw it overboard. It may besafer not to try to get the line back. Alsomake sure the trail line is fully recovered ordiscarded before the hoist hook is discon-nected from the rescue device.

CD

Figure 3-21. - Basket in Cabin,Retrieving Trail Line.

Phraseology

The same commands are used for thetrail line hoist that were listed for the stan-dard basket hoist. The advisory reports, forthe most part, are the same as for thestandard hoist except for some word changesand some new items. To help you visualizethe trail line hoist and the changes in theadvisory reports, we will list the advisoryreports and their meanings in the propersequence of events for a trail line hoist. Thesame procedurc would be used for a litterhoist except "LITTER" would be substitutedfor "BASKET."

ON HOT MIKE,HAVE TARGET INSIGHT, TRAILLINE GOING OUTTHE DOORTRAIL LINE BE-LOW AIRCRAFT

TRAIL LINE HALF-WAY DOWN/UP

TRAIL LINEHOLDINGFEET OFF THEWATER

Hoist operator is begin-ning t-.1 deliver a trailline to a vessel.

Trail line weight isbelow hull of aircraft.Trail line weight ishalfway between air-craft and surface.

The weight is a safedistance from thewater and will notbe lowered any furtheruntil over the vessel.

TRAIL LINE ON Self-explanatory.DECK

TRAIL LINE Trail line is being heldTENDED by deck personnel.PAYING OUT Hoist operator is payingTRAIL LINE out extra trail line

still in cabin.TRAIL LINE The basket is readyWEAK LINK CON- to go out, and theNECTED TO HOOK hoist opeator is making(basket, litter, etc) the last minute connec-

tion of the weak linkto the hoist hook orrescue device.

BASKET GOING Self-expanatory.OUT DOOR

Use the same advisory report- from thispoint on f a standard basket hoi.:L Jntil 'OU

lift the basket clear of the vessel krretrieval. Remember to report that the tra 1line is stiil on the vessel.

BASKET CLEAROF VESSEL, TRAILLINE STILL ONDECK, CLEAR TOTO MOVE LEFT

A modification ofa similar report thatreminds th e. pilot thatthe trail line is stillon deck and to exercisecaution when movingleft.

Continue with the advisory reports fora standard basket hoist until the basket isback in the cabin. At this point, retrieve thetrail line.

BASKET IN CABINRETRIEVING TRAILLIN E

TRAIL LINE INCABIN

GOING OFF HOTMIKE

SECURE HOISTPOWER

READY FORFORWARDFLIGHT

CABINSECURED

PUMP DELIVERY

3-16

The basket is in thecabin and the hoistoperator is concentra-ting on getting the trailline aboard.

Trail line is in the cabinand being disconnectedfrom the hoist hook orrescue device.

Self-explanatory.

Pilot secures electricalhoist power.

see page 3-12

see page 3-12

There are two types of salvage pumpkits presently in use. One is manufactured byeither the Scott Corp. or the Ohler Co. Thesecond pump is made by the Homelite Corp.The Scott/Ohler pumps are stored anddelivered in a round metal drum; theHomelite pumps are in a rectangular, plastic

2:31.

container. Because of the pinup's size andweight, the puinp could easily cause injury topersonnel and damage to the vessel (figure 3-22). This iF particularly true if the vessel ispitching and rolling in a rough sea. Thesituation will determine the method ofdelivery: INDIRECT or DIRECT.

indirect Method

The indirect method of delivery is todeliver a weighted trail line to the vessel.The helicopter then moves off and establishesa low hover clear of the vessel (figure 3-23).Attach the trail line to the pump container

- MEE

,

e

W4C:NAI2'.

Figure 3-22. - Portable Salvage Pump Riggedwith Harness.

handle. Do not use the weak link. Since thepump will float, put it in the water. Thevessel's crew can pull the pump to the beatthrough the water and lift it aboard.

Deliver the trail line to the vessel inthe standard manner, and then give the pilotcommands to move the aircraft left of thevessel until the pilot has visual contact withthe vessel. The pilot will continue to movethe helicopter LEFT or LEFT and BACK ofthe vessel until the vessel is well clear of therotor downwash and rotor blades. The pilotwill then begin a descent to a low hover overthe water. The hoist operator will connectthe trail line to the pump container handlewhen the trail line is payed out. The hoistoperator will inform the pilot when the droppump is ready for delivery. When the pilotstates, "put the pump in the water," (figure3-24) the hoist operator simpy pushes thepump out the door. Take care that the purnpand the trail line do not become entangledand the trail line does not become fouled onthe aircraft.

The boat must be dead in the water todeliver the pump this way. There must besufficient personnel aboard the vessel to liftthe pump aboard. Remember, the pumpweighs 100 pounds. This weight would pro-bably be too much for just one person to liftout of the water onto a boat.

Direct Method

If there is some reason why the indirectmethod cannot be used, the drop pump can besafely delivered directly to the deck of thevessel. Extreme care must be taken to avoiddamage to the vessel or injury to personnelon deck. The direct method of delivery is ahoist operation using a trail line. Since thisoperation is a hoist, the trail line weak linkshould be attached as described previously.Instead of a trail line hoist using a rescuedevice, the hoist will be made using a pump(figure 3-25). In this typ -7:-. of hoisting, thehelicopter should remain over the vessel dur-ing the hoist. Moving left will make it verydifficult for deck personnel to retrieve thepump. Once the trail line is delivered, per-sonnel on deck can steady the pump and guideit directly to a spot on deck (figure 3-26).This method is a combination of delivering a

3-17232

Figure 3-23. - Indirect Pump Delivery.

trail line and a standard hoist. The phraseo-logy is the same as for a trail line baskethoist.

EMERGENCY SITUATION ADVISORYREPORTS

Certain advisory reports are used toindicate difficulty and possibly a dangeroussituation. If you find yourself in this situa-tion, tell the pilot IMMEDIATELY! Do notthink that you can take care of it yourself.Often the situation can get out of hand, butif you had notified the pilot sooner, theproblem might have been solved. When ahoisting situation gets out of hand, it be-comes VERY DANGEROUS. Keep the pilotinformed. The following is a list of theadvisory reports and their meanings.

BASKET SWING-ING

TRAIL LINE ISSAILING

BASKET FOULED(CABLE, etc.)

SHEAR! SHEAR!SHEAR!

BASKET FREE(CABLE, etc.)

3-182 3

The basket is swingingbelow the helicopterand is difficult to con-trol.The trail line is sailingaft in the winds; extraeffort will be requiredto deliver the line.Basket (cable) has be-come fouled on thevessel.Flight mechanic andcopilot activate theirrespective switches.

Basket (cable) no longerfouled on the vessel.

Figure 3-24. - Pump in the Water.

Figure 3-25. - Direct Pump Delivery.

If the basket or litter has to come offthe deck in a hurry to prevent fouling orbecause of an emergency, the pilot can assistby increasing altitude as the hoist operatorsimultaneously lifts the basket off the vessel.Use this only as an emergency procedure.

Figure 3-26. - Pump on Deck.

HOISTING ADVICE

If you keep the following points inmind, an emergency situation can often beavoided.

Evaluation

Evaluate each hoist before starting.Look the vessel over. Do not allow yourself tobe rushed in for a hoist. Check for and makea mental note of all obstructions Do notforget to keep watch on them during thehoist. Check the deck e.rea for obstructionsor loose gear. Loose gear could becomeairborne and injure someone. Observe thevessel's motion, particularly pitch and roll.Determine if any nonstandard procedures willbe required, and if so, talk them over withthe pilot BEFORE the hoist.

Brief

Make sure you receive a completebriefing from the pilot before starting thehoist. The pilot should tell you exactly whatequipment is to be used and how you willdeliver it. There should be no doubt in eitherthe pilot's or the hoist. operator's minds abouthow the hoist is to be accomplished.

Corrective Action

Take corrective action early. Do notallow a potentially bad situation to get out ofhand. If the hoist is not going well, report tothe pilot before damage or injury occurs.The two of you can work out a solution muchbetter than if only one of you knows there isa problem. A small change in deliverytechnique may be all that is necessary tosolve the problem. Do not hesitate toretrieve the basket, move off, relax, discussthe situation, and then try again.

Anticipate

Do not wait for something to happen orallow yourself to "get behind the aircraft."Allow a lead time on commands. Do not waitfor the aircraft to arrive where you want itbefore you say, "HOLD." If you do, and youhave not anticipated the rate of aircraftmovement, by the time the pilot brings theaircraft to a s-top, you will be well beyondwhere the aircraft should be.

Inform Pilot

Keep the pilot informed. Clear, timely,voice reports on the hoist progress enablesthe pilot to stay abreast of your activities.The pilot cannot see anything of the hoistoperation, except possibly a very smallsection of the vessel's bow. The less you tellthe pilot, the harder the hoist will be for thehoist operator.

Voice (Figure 3-27)

Do not raise you voice. Maintain a lowmonotone, no mater what. You will be on hotmike, and all noises will be transmittedthrought ICS to pilot's headphones. Keep yourmike on you lips to elminate wind noiseand to prevent you from becoming difficultto hear. If the pilot is having difficultyhearing you, something may be done that isentirely different from what you want done.

Visual Contact

Always keep the vessel in sight. If youallow the pilot to move the aircraft in such amanner that you lose sight of the vessel, youare asking for very serious problems. Ifvisual contact is lost, immediately inform the

vm1

COAST GUARD

I N. I

Figure 3-27. Mike Position.

pilot, and give the pilot your best estimate ofcorrective action.

Weak Link

Always use a weak link when attachinga trail line to the hoist hook or rescue device.The only time a weak link is NOT used is fora pump delivery where the pump is to be putinto the water with the trail line on thevessel. The hoist is NOT used.

EMERGENCY PROCEDURES

Fouled Cable (Figure 3-28)

If the cable or basket becomes fouledon the vessel or has been secured to thevessel, pay out slack, inform the pilot, andattempt to free the cable. Attempt to havepersonnel on the vessel assist in freeing thecable or basket. If the aircraft hascommunications with the vessel, ask the pilotto contact the vessel for assistance in freeing

3-202 3 5

the cable or rescue device. Be prepared toshear the cable if it becomes necessary.

Figure 3-28. - Fouled Cable.

Figure 3-29. - Fouled Hoist Drum,

Hoist Failure (Figure 3-29)

Hoist failure may be caused byelectrical failure, hydraulic failure, orfouling of the hoist cable on the drum.

ELECTRICAL FAILURE: If the hoist failsduring a hoist operation, visually check thehoist, have the copilot secure hoist electricalpower, and then try the manual override. Ifyou are not committed over the vessel (gearon the deck or passing through the rigging)the helicopter crew should stop, check the"hoist" circuit breaker, try one reset if itpopped, and continue. If the h-licopter iscommitted or if night conditions exist, checkthe drum for a fouled cable ar:d then go tomanual override. The hoist limit switchesare inoperative with the loss of electricalpower. The hoist is capable of operating at aspeed in excess of 100 ipm in thisconfiguration. Therefore, exercise cautionwhen operating near the cable's extremitiesand adjust the cable speed accordingly. Donot run the cable all the way up or down withthe manual override.

CAUTION

The use of override with a fouled reelor cable can damage and cause possibleparting of the cable. If a resistance ismet using the override, the operationshould be stopped immediately, to pre-vent further damage.

Figure 3-30. - Hoist Shear Switch.

Hoist Shear Switch (Figure 3-30)

The hoist shear switch is used to severthe hoist cable with an explosive charge andguillotine apparatus to prevent or minimizedamage to the helicopter or the vessel. If,during a hoist evolution, the hoist operator

3-21236

feels that the situation has progressed beyondthe limits of safety and the hoist should besheared, report, "SHEAR! SHEAR! SHEAR!"and throw the shear switch. The hoist opera-tor's shear switch is hard to reach; uponhearing the command to shear, the copilotwill actuate the shear switch in the cockpit.

Use this procedure ONLY in the mostextreme situations where aircraft and per-sonnel safety depend on the immediate shear-ing of the hoist cable to avoid disaster.Except in the most extreme situations, thepilot will make the decision to shear, uponrecommendation from the hoist operator.Normally, the copilot will be able to shearmost expeditiously, but when the pilot says,"SHEAR! SHEAR! SHEAR!" it does notmatter who actually throws the switch, aslong as someone does.

NOTE

Keeping the pilot informed will preventmany situations that result in thenecessity for shearing.

ICS Failure

ICS failur- is most commonly caused bythe hoist operator's inadvertently pushing inthe ICS or HOT MIKE buttons or accidentlyunplugging the ICS cord. Also, the crew-member's or pilot's helmet may be malfunc-tioning. Many units carry a headset in thehelicopter in case this emergency is encoun-tered. The headset can also be used to talkto a survivor. If an ICS failure occurs, check.the HOT MIKE and ICS buttons on the ICScontrol panel. The hoist operator should getthe avionicsman's attention and point to theears to signify loss of ICS. The avionicsmanwill notify the pilot. If the hoist is committedand the avionicsman is hoist qualified, theavionicsman will assume the conn. If theavionicsman is not, exchange ICS cords. Donot forget to pull the HOT MIC button on theavionicsman's control panel out. If the hoistis not committed, abort and correct theproblem.

3-22 2:3

SELF-QUIZ #3

1. When the hoist cable is within 5 to7 feetof full up or down, the cable speed is limitedto a MAXIMUM of

A. 200 f pmB. 100 f pmC. 50 fpmD. 20 fpm

2. What is the indication that the hoistshear circuit test checks OK?

A.B.C.D.

Hoist cable remains on the drumTest light illuminatesBeeper trim jumps the stickAudio tone is sounded

3. How should you dampen the pendularaction of the rescue device?

6. The trail line weak link parts at aMAXIMUM weight of pounds.

A.B.C.D.

100200300600

7. When the pilot is in visual contact withthe vessel and no longer wants com-mands, what command will be given?

A.B.C.D.

STOPTARGETGO OFF HOT MIKECEASE COMMANDS

8. What occurs after the trail line is con-nected to the pump during an indirectdelivery'?

A. Run out more cable A. He lo is maneuvered back over theB. Move the cable in the same di- vessel

rection as the movement B. Pump is pushed into the waterC. Move the cable in the opposite C. Pump is connected to the hoist

direction as the movement D. Pump is lowered to the vesselD. Take all slack out of the cable

4. When the basket is on deck, what pre-ventive measure should you take?

A. Move helo to the left and af+ ofthe vessel

B. Run out some slack in the hoistcable

C. Ensure that the basket is un-hooked

D. Get the helo as close to the vesselas possible

5. Which command must be accompaniedby a distance?

A.B.C.D.

UPBACKHOLDEASY

9. If the hoist cable becomes fouled on avessel, what action should you takefirst?

A.B.C.D.

Decrease helicopter's altitudePay out cable slackShear the cableTell the vessel to stop

10. When using the manual override, youshould

2383-23

A.B.

C.

D.

never run the hoist at full speednever run the hoist all the way upor downalways allow lead time when stop-pingbe extr a caref ul because theshear is inoperative

SELF-QUIZ #3 (CONT.)

11. What is the voice report for, "baskethas been lowered to 20 feet off thewater and will not be lowered any fur-ther until the helicopler is over thehoist sight"?

A.B.C.D.

HOLD 20 feetBASKET STEADY at 20CLEAR TO MOVE LEFTBASKET HOLDING 20 FEET OFFTHE WATER

12. The function of a hoist is toan area where a helo cannot land.

A.B.C.D.

16. Before liftirg the basket clear ofdeck, you should

the

A. move the helo to the leftB. use only EASY commandsC. position the helo directly above

the hoist sightD. decrease the helo altitude as

much as possible

17. Which voice report tells the hoist oper-in ator to start giving Advisory Reports?

deliver equipment onlyretrieve people onlydeliver and retrieve people onlydeliver and retrieve people andequipment

13. The rescue hoist may be operated fromthe cockpit by the

A.B.C.D.

pilot onlycopilot onlypilot or copilot onlypilot, copilot, or jump seat oc-cupant

14. The cargo door shear switch will oper-ate when the hoist master switch is in

position(s).

A.B.C.D.

only the CREWonly the OFFonly the CREW and OFFthe CREW, OFF, and PILOT

A.B.C.D.

REPORTGO ON HOT MIKECONINI ME INYOU HAVE IT

18. Where should the trail line be con-nected?

A.B.C.D.

Rescue deviceEye of the hoist hookSmall hoist hookDoor strap D-ring

19. During a trail line hoist, what shouldyou do after the survivor is in thebasket?

A.B.C.D.

Take the slack out of the cableLift the basket clear of the deckMove the helo over the hoist sightDisconnect the trail line

15. How should you stop the rotation of arotating rescue device?

A. Increase cable length

20. What is the delivery procedure for adirect method pump delivery?

B. Decrease cable length A. Trail line and push in the waterC. Rotate cable in same direction as B. Standard hoist

rotation C. Standard hoist with trail lineD. Rotate cable in opposite direction

as rotationD. Hand pump to vessel from a low

hover

23-24 :39

SELF-QUIZ #3 (CONT.)

21. If a hoist electrical failureduring a hoist, how many timesyou try to reset the poppedbreaker?

A. OneB. TwoC. ThreeD. Four

occursshould

22. What is the meaning of the command,"RIGHT 10"?

A.B.

C.D.

The target is 10 yards to the rightThe helo is 10 yards to the left ofthe targetMove the helo 10 feet to the rightMove the target 10 feet to theright

23. What is the voice report for, "The trailline is being held by deck personnel"?

A.B.C.D.

TRAIL LINE HELDTRAIL LINE TENDEDTRAIL LINE ON DECKDECK HOLDING LINE

26. When is the rescue device rigged?

A.B.C.D.

Before the approachDuring the approachBefore establishing the hoverAfter establishing the hover

27. At what point during a hoist will thepilot initially state, "GO ON HOTMIKE"?

A. Before executing the approachB. Before establishing the hoverC. After establishing the hover and

all is readyD. When over the hoist sight and al/

is ready

28. As soon as the basket is clear of thevessel, you should

A. move the helo clear of the vesselB. dip the basketC. ensure a steady hover is main-

tained over the vesselD. go off hot mike

24. The rescue hoist contains a total of 29.feet of usable cable.

Which type of voice report keeps thepilot informed about everything thatoccurs during a hoist?

A. 140B. 190 A. Advisory reportC. 240 B. Information reportD. 290 C. Situation report

D. Command

25. The pilot's and host operator's controlswitches operate the hoist at a rate of 30. Where is the weight attached to the

trail line?

A. 60 fpm A. End without weak linkB. 100 fpm B. One-quarter pointC. 200 fpm C. MidpointD. 240 f pm D. End with weak link

.;42w

SELF-QUIZ #3 (CONT.)

31. What voice report should you give afterthe equipment is secured and passen-gers are strapped in?

A.B.C.D.

GOING OFF HOT MIKECABIN SECUREDREADY FOR FORWARD FLIGHTHOIST COMPLETE

32. For the indirect pump delivery method,what, if any, should be the boat's rateof movement?

A. Enough to maintain steerageB. 5 knots into the windC. 15 knots total boat speed plus

windD. Dead in the water

33. If a hoist electrical failure occurs andare committed, what action shouldtake?

youyou

A.13.

C.D.

Try to reset circuit breakerPull cable in by handGo to manual overrideShear

34. All directional commands are refer-enced to the

A.B.C.D.

boat's positionboat's fore-and-aft axishelo's fore-and-aft axisrelative position of the helo tothe boat

35. What is the voice report for, "The bas-ket is in the cabin and the trail line isoutside"?

36. What is the MAXIMUM lifting capaci.tyof the standard rescue hoist?

A.B.C.D.

300 pounds600 pounds900 pounds

1,200 pounds

37. For manual hoist operation, the cablespeed is

A. fixed at 100 fpmB. controlled by the manual override

valveC. controlled by the hoist operator's

control switchD. adjusted by the throttle control

valve

38. Which item is NOT part of the basicrescue checklist?

A.B.C.D.

Check hot mikeRequest hoist pow-rRequest permission to open upCheck visor down

39. For safety purposes, the hoist operatorshould when making a hoist.

A. wear a heavy work gloveB. only have a helmet visor downC. wear a heavy work glove and have

a visor downD. always kneel

40. At what point is a hoist considered

A. BASKET IN CABINcompleted?

B. BASKET IN CABIN, RETRIEVING A. Basket clears the vesselTRAIL LINE B. Basket enters cabin

C. TRAIL LINE STILL ON DECK C. Off hot mikeD. PULLING IN TRAIL LINE D. Cabin secured

3-26 24

SELF-QUIZ 1/3 (CONT.)

41. Before lifting the basket clear of the 46.deck, you should report, " .11

A.B.C.D.

TAKING THE LOADPREPARE TO TAKE THE LOADTAKING A STRAINLIFT THE BASKET

42. For a trail line hoist, what actionshould you take when the pilot states,"GO ON HOT MIKE"?

A.B.

C.D.

Position the helo over the targetComplete the host shear circuittestStart the trail line downSelect hot mike and wait for an-other command

43. For an indirect pump delivery, the weaklink is

A.B.

C.D.

not usedconnected to the pump containerhandleslipped on the small hoist hookconnected to the hoist hook eye

44. To aviod overrunning the target or get-ting behind the aircraft, you should

A. approach the target no fasterthan 5 KIAS

B. approach the target as quickly aspossible

C. allow lead time for all commandsD. come in high, hover, and decrease

altitude

45. What is an incorrect way to eliminate ahoist emergency?

When the helicopter is to be moved avery small distance, what word is com-bined with the directional command?

A.B.C.D.

FEETSLOWSLIGHTLYEASY

47. Which voice report is used when thehelo is inadvertently increasing its al-titude?

A.B.C.D.

YOU ARE CLIMBINGDOWNEASY DOWNCORRECT ALTITUDE

48. What is the warning when the hoistcable is nearly unwound?

A. The last 20 feet of cable is red andwhite alternating stripes

B. The last 20 feet ol cable is solidday-glow orange

C. The cable length indicator showsOUT

D. A 1000-Hz tone is generated inthe headset

49. For the hoist operator's shear circuittest, what is the next step after eiec-trical power is applied?

A.B.C.D.

Shear switch to SHEARMaster switch to CREWCircuit test switch to TESTTest iight ON

50. Which item is NOT part of the basicA. Speak in a low monotone voice rescue checklist?B. Make sure you and the pilot know

exactly what is going to happen A. Don and adjust rescue harnessC. Use the weak link for all trail line B. Conduct crew briefing

hoists C. Test hoist shear circuitD. Never vary hoist procedures D. Report ready

3-27 242

51. Whatrescue

A.B.C.D.

SELF-QUIZ #3 (CONT.)

is the reason for dippingdevice?

the 56. To eliminale wind noise on the ICS, youshould

Rustproof the deviceClean the dirt off before deliveryPrevent the device from slippingDischarge the static electricity

52. What is the BEST and EASIEST methodto bring a survivor into the cabin?

A. Push away from the door and allowthe survivor swing into the cabin

B. Position the survivor's back to thedoor and pull into the cabin

C. Position the survivor facing thedoor and pull into the cabin

D. Hold the basket steady and allowthe survivor to step into the cabin

53. If no movement is required and yourposition is satisfactory, you should re-port, "

A.B.C.D.

EASYSTAYSTEADYHOLD

54. What action should you take after thetrail line is on the deck?

A.B.

C.D.

Attach the line to the hoist hookMove the helo to a predeterminedspot away from the vesselStart the basket downSecure hot mike until told toresume

55. For an indirect pump delivery, theFIRST step is to

A.B.C.D.

lower the pump with the hoistdeliver the trail lineput the pump in to the watermove the helo clear of the vessel

A. keep your mike against your lipsB. hold your mike against your

throatput your mike about 1 inch fromyour mouth

D. stay inside the helicopter

57. When "SHEAR, SHEAR, SHEAR" is re-ported, who has the authority to throwthe shear switch?

A.B.C.D.

Pilot onlyCopilot and pilot onlyCopilot and hoist operator onlyAnyone who can reach the switch

58. What is the meaning of the voice re-port, "BASKET CLEAR OF VESSEL"?

A. Basket is just clear of deckB. Basket is in no danger of fouling

in rigging and is well off the deckC. Basket is not over the vessel and

helo can descendD. Basket is holding over water and

helo is free to move in for hoist

5 . What voice report is used when thebasket is caught in the vessel's rig-ging?

A.B.C.D.

DOWNSHEAR, SHEAR, SHEARHOLD, BASKET SEIZEDBASKET FOULED

60. The throttle control valve is used toraise or lower the hoist if theposition.

3-28

A. rescue host control switch is inthe ON

B. hoist master switch is in theCREW

C. hoist master switch is in thePILOT

D. pilot's hoist control switch is inthe OFF

243

SELF-QUIZ #3 (CONT.)

61. During the hoist operator's shear circuittest procedure, what is the next stepafter the hoist master switch is set toCREW?

A.B.C.D.

Shear switch to SHEARShear circuit breaker OUTCircuit test switch to TESTTest light ON

62. What voice report is used when the pilotwants to receive commands?

A.B.C.D.

GO ON HOT MIKECONN ME INSTART COMMANDSMOVE ME OVER

63. The voice reports used to move thehelicopter Zo a desired position arecalled

A.B.C.D.

ADVISORY REPORTSPOSITION REPORTSDIRECTIONSCOMMANDS

64. Which items is NOT a purpose of a trailline hoist?

A. Reduces over target timeB. Prevents wide swinging of rescue

deviceC. Keeps static electricity dis-

chargedD. Helps guide the rescue device

65. When is the weak link connected to thehoist hook?

A.B.C.D.

Before delivery of the trail lineAs soon as the line is on deckOnly on command from the pilotJust before the basket goes outthe door

66. For an indirect pump delvery, what isthe next step after the helo hovers wellclear of the vessel?

A.B.

C.D.

Connect hoist hook to pumpConnect trail line to pump bridle'sD ringDrop pumpAttach trail line to hoist hook

67. Which hoisting procedure is INCOR-RECT?

A. Take corrective action early bysolving the problem alone

B. Make mental notes of all obstruc-tions before begining the hoist

C. Always keep the vessel in sightD. Keep the pilot informed about

everything during a hoist

68. The throttle control valve can vary thehoist cable speed from 0 to approxi-mately

A. 100 fpmB. 150 fpmC. 200 fpmD. 300 fpm

A,4SWERS TO SELF-QUIZ #3

QUESTION1

23

ANSWERBB

REFERENCE3-23-43-7

QUESTION353637

4 B 3-8 385 B 3-10 396 C 3-12 407 D 3-11 & 3-14 418 B 3-17 429 B 3-20 43

10 B 3-21 4411 D 3-11 4512 D 3-4 4613 A 3-2 4714 A 3-4 4815 D 3-7 4916 C 3-8 5017 B 3-11 5118 B 3-12 & 3-13 5219 C 3-14 5320 C 3-17 5421 A 3-21 5522 C 3-10 5623 B 3-16 5724 C 3-2 5825 B 3-2 5926 D 3-5 6027 C 3-6 6128 A 3-9 6229 A 3-11 6330 A 3-12 6431 B 3-12 6532 ID 3-17 6633 C 3-21 6734 C 3-10 68

ANSWER REFERENCE3-163-13-2

3-5 &3-63-73-103-83-133-173-203-203-113-183-23-4

3-5 &3-63-73-9

3-10& 3-123-143-173-203-223-113-183-23-43-113-103-12

3-1 & 3-143-17

3-19& 3-203-2

RESCUE PROCEDURES

SECTION II

Reading Assignment: 114Pages 4-1 throug-it 4-14

OBJECTIVES

To succcssfully complete this assignment, you must study the text and masterthe following objectives:

State the purpose of the rescue platform.

2. Describe the procedures and precautions for rough andplatform recoveries.

calm water

3. Explain the voice reports used for platform recoveries.

4. State th function of the cargo sling.

5. State the operating procedures and precautions for the cargo sling.

6. Explain the operation of the cargo sling controls.

7. Describe the use of the personnel ladder as a rescue device.

8. Explain the aircraft modifications ,:equired for delivery of the AirDeliverable Anti-Polution Transfer System (ADAPTS).

9. Explain the ADAPTS loading and delivery procedures.

RESCUE PLATFORM

GENERAL

The rescue platform is an effectivedevice used to recover personnel or objectsfrom the water or small boats when a waterlanding can be made. The platform isdesigned to permit the flight mechanic tomove to the outboard side of the rightsponson. There, the flight mech.-The canassist mobile survivors or rescue immobilesurvivors. A rescue platform recovery isusually a safer method of rescue than a hoistwhen conditions are favorable.

Platform recoveries are divided intocalm water and rough water recoveries,

depending upon the sea conditions. Eachplatform recovery is begun by the pilctmaking a sea and wind evaluation. With thisinformation and thorough observation of therecovery target, the pilot briefs the crew forthe recovery. The pilot makes an approachto a hover with the recovery target in the 1o'clock position outside of the rotor washpattern. This position gives the pilot and thehoist operator the best view of the target.Rig the rescue platform and complete therescue checklist at the direction of the pilot.These operations are normally completedbefore the helicopter begins the approach,but they may be done after the helicopter isestablished in a hover. For actual pickups,the platform rigging, either upper or lowerpositions, will depend on the crewrnembers

4-1

246

CABLE PLATFORM INSTALLEDSTOWED POSITION)

CABLE

BUNGEE CORD

CATCH

STUDS

PLATFORM INSTALLED

Figure 4-1. - Rescue Platform.

preference and rescue conditions(figure 4-1).

Calm Water Recovery (Figures 4-2, through4-8)

The rescue platform will normally beused to rescue survivors from shelteredwaters or smooth, calm, open sea conditions.After establishing a hover, the pilot willinstruct you to open the door and lower theplatform. The pilot will now instruct you to"GO ON HOT MIKE" so you can estblish ICScommunications. When the pilot directs youto "CONN ME IN," you should begin givingthe pilot continuous directional commandsand advisory reports. The commands andadvisory reports should continue until thepilot states "CEASE COMMANDS" or untilthe rescue is complete.

Immediately after touchdown, youshould position yourself on the edge of theplatform with your belt adjusted to permit

4-2

CD

complete freedom of movement on the plat-form. You may attach your safety harness tothe jumpseat seat belt ring or to thetroopseat seat belt ring below the hoistcontrol handle to provide for more freedomof movement.

Figure 4-2. - Platform Rigged.

2 4

Figure 4-3. - Alternate Harness Connection.

The survivor should be at the 1 o'clockposition outside the rotor downwash when thelanding is made. By the use of commands,maneuver the helicopter to bring the survivoralongside the platform. The closure ratemust be slow, and it must be closely con-trolled so that all drift is stopped as theplatform approaches the survivor. The driftmust be stopped to keep from running overthe survivor or to prevent the survivor fromdrifting under the sponson or hull. If you feelthat the closure rate is too fast, immediatelytell the pilot. Slower than necessary isbetter than just a little too fast. If thesurvivor becomes endangered by the helo,use the command "UP," meaning "establish ahover immediately".

Normally you will use the boat hook tohelp retrieve the survivor. To prevent rotordamage or blade contact, do not raise theboat hook above the height of the cargo door.

p

R Dr-

t'7

Ael

Figure 4-4. - On the water, Forward 20.

0141;;;"740

.Trr...

==:7-7.*^;.i.-!..

Figure 4-5. - Conning the Pilot into Position.

?234 8

C:r ion

le

7:-

Figure 4-6. - Using Boat Hook to RetrieveSurvivor.

tr

11111-__

'16.?

Figure 4-7. - Boat Hook Danger Zone.

As the survivor arrives alongside theplatform, report, "MAN AT PLATFORM."When you have the survivor on the platform,report, "MAN ON PLATFORM." Bring thesurvivor quickly in the cabin and report,"MAN IN CABIN, GOING OFF HOT MIKE."After the cabin is secured and all hands aresecured, report, "CABIN SECURED, READYFOR FORWARD FLIGHT." Because of theminimum danger, the pilot will normallyremain on the water until the report of readyfor flight is given. Whether the helo is on thewater or in a hover, forward flight should notbe attempted until you report that you areready.

4-4

Figure 4-8. - Man on Platform.

Rough Water Recovery (Figures 4-9 through4-11)

A rough water platform pickup isconsidered a hazardous maneuver. It shouldbe considered only if a hoist cannot becarried out. If the pilot elects to make aplatform recovery, the approach andpreparation for the pickup is the same as fora calm water pickup. After establishing ahover, the pilot will instruct you to open the

249

Vire 4-9. - Rovel Water Pickup.

COAST 6

OLL-1141"

sc.

kh.r%le SY; r

Figure 4-10. to.- the Water, Righttt- 5

ki

door and lower the rescue platform. Thepilot will position the helicopter so that themajor swell is off the port bow to the portbeam. The survivor should be at the 1 o'clockposition, well outside the rotor wash. Whilemaintaining this general relationship, thepilot will evaluate the sea again. If every-thing seems OK, the pilot will state, "GO ONHOT MIKE." You should go on hot mike andestablish ICS communications. When thepilot is ready for the pickup, the command"CONN ME IN" will be given. At this time,you will begin giving continuous directionalcommands and advisory reports. When thehelicopter closes in on the survivor and seaconditions permit, the pilot will land with thesurvivor just inside the rotor wash. Duringthis phase, the copilot must alertly scan thesea to the port. Also, when landing crosswindin a sea state 2 or higher, rotor clearanceswill become critical.

Once on the water, guide the helo tothe survivor. Remember the closure rate mustbe closely controlled to stop all drift as thesurvivor approaches the platform. When thesurvivor is alongside, report, "MAN ATPLATFORM." As soon as possible, pull thesurvivor onto the platform. When you andthe survivor are safely on the platform, re-port "MAN ON PLATFORM, CLEARED TOHOVER." The pilot will establish a safe hoverand turn the helo into the wind.

g

I

1=1If

A°

.71,0

,

1

Figure 4-11. - Man on Platform, Clearedto Hover.

You should get the survivor into thecabin and report, "MAN IN CABIN, GOINGOFF HOT MIKE." Secure the equipment andensure all passengers are strapped in. Nowreport, "CABIN SECURED, READY FORFORWARD FLIGHT." Again, the helo will nottransition to forward flight until you areready.

Commands and advisory reports shouldcontinue until the rescue is complete or thepilot directs, "CEASE COMMANDS." Thecabin is secured when the strap is across thedoor, survivors strapped in, crew strapped in,and the platform in the helo and stowed.When stowing the platform, ensure that theplatform support cables are secured with abungee to prevent them from entering thetail rotor drive shaft housing.

APPROACH HAZARDS

It is dangerous to air taxi close to smallboats or life rafts because the rotor down-wash could capsize the raft or boat andpossibly cause contact with the rotor blades.It is normally best to land short and, usingminumum collective, water taxi for therecovery.

Use extreme care in approaching aparachute in the water. Avoid this if at allpossible. When recovering an immobile sur-vivor attached to a parachute, land thehelicopter clear, to one side. You or another

4-6

-COAST GUARD ar

agm-I ID

Figure 4-12. - Rowing to Survivor.

2 5

crewmember will swim or use a raft to aidthe survivor (figure 4-12). You should beattached to a safety line and don a life vestbefore attempting such a rescue.

When being approached by a small boat,the pilot and crew must be alert to takecorrective action if it appears that thepersons in the boat may stand up, raise oars,or in any way jeopardize themselves or thehelicopter. Signal the people to keep lowwith a palms down motion with both hands.

Personnel Ladder (Figures 4-13 and 4-14)

Although the personnel ladder was notoriginally designed for use as a piece ofrescue equipment, experience has shown thatthe ladder has very positive advantages overthe rescue platform under certain situations.When you are recovering a mobile survivor,the personnel ladder acts like the ladder in aswimming pool. The ladder permits a personin the water to grab onto something and toclimb out of the water into the aircraft withthe crewmember's assistance. The crew-member, with the safety harness adjusted,may climb down several steps into the waterand give the survivor considerably more as-sistance than when operating from the rescueplatform. When you are recovering a body oran object, the rescue platform is recom-mended.

The decision of which piece of equip-ment to use, rescue platform or personnelladder, is the aircraft commander's, based onthe evaluation of the situation, safety, andyour recommendations as a crewmember.The checklist and voice procedures are thesame for either piece of equipment.

Figure 4-13. - Personnel Ladder.

1

aA

-

Figure 4-14. - Using Personnel Ladder.

PHRASEOLOGYAs with the host operation, there are

standard voice reports necessary to preventconfusion and misunderstanding. The reportsfall into the same two catergories as dis-cussed before: COMMANDS and ADVISORYREPORTS.

Commands

The same commands used for a hoistoperation are used for a platform recovery.Remember that commands are given inreference to the fore-and-aft axis of thehelicopter, and directional commands requirea distance to be moved in feet. Usted is acommand that has taken on a new meaningwhen applied to the rescue platform. Allother commands carry the same meaning asdiscussed before.

UP

4-7

252

Immediate danger to the survivoror aircraft. Imediately establisha hover. May be given by thecopilot if something is endan-gering the aircraft from the portside.

Advisory ReportsAdvisory reports are used to keep the

pilot informed of everything t' occursduring the rescue. Due to the sit ation andthe equipment used, most of the eports aredifferent from those used for a .ioist. Thefollowing is a list of the standard rescueplatform advisory reports and their meanings.

RESCUE CHECK-LIST COMPLETE,READY FORPLATFORM PICK-up

ON HOT MIC,HAVE TARGETINSIGHT

Self-explanatory

Self-explanatory

MAN APPROACH- The survivor is close toING PLATFORM the platform, and the

distance between thesurvivor and the plat-form is closing.

Self-explanatory.(calm water)

MAN ON PLAT-FORM

MAN ON PLAT-FORM, CLEAREDTO HOVER

MAN IN CABIN,GOING OFFHOT MIKE

READY FOR FOR-WARD FLIGHT

CABIN SECURED

MAN DRIFTING

Self-explantory (roughwater).

The hoist operator isgoing off hot mike andwill be assisting thesurvivor and stowing thr'equipment.

see page 3-12

see page 3-12

Object or person is drift-ing into an area whichmay be potentially dan-gerous.

CARGO SLING

GENERAL (Figure 4-15)

The low response external cargo slingpermits carrying loads up to 8,000 poundsbeneath the helicopter. The sling is made upof universal sling fittings, cables, a cargohook, pulleys, and a suspension frame. Thesling is attached to four hard points on thebottom of the helicopter by four universalsling fittings. The fittings, in turn, areattached to a suspension frame, whichcontains a pulley in each corner. Two cablesare threaded through the pulleys which sup-port the cargo hook. Each cable picks up asuspension ring on the cargo hook, is threadedthrough a pulley, passes diagonally below thetub, and is threaded through the oppositepulley; the cable is then attached to theopposite suspension ring.

The low response feature permits thehook and load to swing independently of thehelicopter in any direction. The path of thehook during its swing is elliptical. The hookand its load are allowed to reposition them-selves during attitude changes. Thus, theweight remains close to the helicopter's cen-ter of gravity and eliminates undesirable air-craft reponses.

The 8,000-pound capacity hook containsan open throat load beam that supports theload during carrying operations. The beam ispivoted at the aft end and may be releasedelectrically or manually. Ground personnelmay open the hook by actuating the manualrelease lever located on the side of the cargohook. The electrical release and emergencymanual release are controlled from the heli-copter. The load beam for the cargo hookwill automatically return to the normallyclosed position after the load is released.For a pickup, the helicopter can be hoveredover the load and the load attached to thehook from outside the heilocpter, or the loadcan be hooked to a preset ring by the pilotflying the hook into the ring.

4-8

Because of the external load, radiocommunications, navigation systems, andradio altimeter readings may be unreliable.The load may also cause a deterioration inthe stability of the helicopter. The externalload may cause oscillations to the extent that

253

the load may oscillate into the rotor bladesand/or fuselage. The oscillations can usuallybe controlled by slowing the forward speed.

Any static electricity that may havebeen generated by the helicopter should bedissipated before attempting a hookup. Dis-charge the sling by allowing it to touch theground or a conductor connected to ground.

OPERATING CONROLS (Figure 4-1 5)

Cargo Sling Master Switch

A switch, marked CARGO HOOK, islocated on the overhead switch panel. Theswitch controls the operation of the cargosling hook. The switch positions are markedAUTO, SAFE, and SLING. The SLINGposition energizes the thumb switches,marked CARGO, on the pilot's and copilot'scyclic stick grips. This switch allows thepilot or copilot to electrically release theload on the sling. The cargo sling masterswitch should be in the SLING position duringcargo hookups and until a safe altitude andairspeed are reached. This position will allowfor quick release of the external load if anemergency occurs.

The AUTO position energizes the cargorelease switches and also a touchdown switchon the cargo hook. The touchdown switch,activated by load tensions greater than 12 5pounds, will automatically release the loadwhen the load touches the ground and theload tension on the hook becomes less than!00 pounds. After an AUTO cargo release,the CARGO HOOK OPEN light will blinkcontinuously until the switch is positioned toSAFE.

Although .141e automatic touchdownrelease is set to actuate at 100 pounds orless, it should never be used with loads lessthan 200 pounds. The cargo sling masterswitch should never be in the AUTO positionduring flight. The hook would openimmediately if a gust of air momentarilylightened the load. The AUTO postion shouldbe used just before touchdown to avoid aninadvertent release of the cargo. The masterswitch should always be returned to the SAFEposition and the sling stowed after the loadhas been released.

The master switch receives electricalpower from the DC primary bus through acircuit breaker, marked CARGO HOOKPOWER, located on the overhead circuitbreaker panel.

Cargo Release Buttons

A cargo release button, markedCARGO, is locatt:d on the pilot's and copilot'sstick grips. Either cargo release button maybe depressed to open the cargo sling hook ifthe cargo sling master switch is in either theAUTO or SLING position.

Cargo Release Pedal

A cargo release pedal, located on thepilot's side of the cockpit, is connectedmechanically by cable to the manual releaselever on the cargo hook. The pedal may bedepressed to mechanically open the cargosling hook when the electrical release circuitis inoperative. The load will be released inthe air or on the ground regardless of theposition of the cargo sling master switch.

Cargo Hook Open Advisory light

The cargo hook open advisory light isactuated by a microswitch on the cargo hook.A green advisory light, marked CARGOHOOK, is located on the caution-advisorypanel. The light will come on whenever thecargo hook load beam is open.

Cargo Hook Manual Release Arm

Ground personnel may manually releasethe cargo hook by operating the manual re-lease arm on the cargo hook. A force of 1 5to 22 pounds is required to move the releasearm, in an upward direction, to release a loadof 8,000 pounds. With no load, 10 pounds offorce is the maximum required to open theload beam.

Cargo Hook Stowage Line

The cargo hook stowage line runs fromthe cargo hook into the f uselage to a cleatclose to the deck on the right-hand compart-ment side panel just aft of the cargo door.The cargo hook is stowed by lifting the cargohook by the nylon line and tying the line tothe tiedown cleat inside the cargo compart-

4-9254

CARGOI-100K RAW

CIRCUIT BREAKERON OVERHEAD

PANEL

HOISTMASTERCR W

0 A

PILOT SLING

MASTER SWITCHON OVERHEADCONTROL PANEL

RELEASE ON CYCLICCONTROL STICK

EMERGENCY RELEASE

CARGO I-100K PICK UP LINE

CARGO HOOKSTOWED

1141...

l)U#

-^ MANUAL RELEASE HANDLE

Figure 4-15. - Low Response Cargo Sling System.

4-10

2 5D

ment. To release the cargo hook from thestowed position, untie the nylon line andslowly lower the cargo hook. A bungee cord,attached from the cargo hook cables to thefuselage, removes the slack from the cableswhen the hook is stowed.

OPERATION

The most important phase of a cargosling mission is thorough planning. The oper-ating area should be selected to avoid flightover vehicles, buildings, or congested areasand to provide optimum safety. Areas ofdust, mud, snow, or ice should be avoided.All personnel concerned with the missionshould be thoroughly briefed on thei: dutiesand responsibilities during the operation. Thebriefing should include but is not limited tothe following items:

1. Cargo to be carried.2. Operating area description and

peculiarities.3. Approach, hookup, and release

methods.4. Crew duties, air and ground,

including comms, grounding, ap-proach, and egress procedures.

5. Engine or equipment malfunctionprocedures.

Ground crew personnel should enter and de-part the cargo sling hookup area from thestarboard side of the aircraft. They shouldwear helmets with the visots down and radiocords tucked in. They must exercise soundjudgment and common sense in positioningthemselves so that if the load should beaccidently dragged or lifted, they can moveclear immediately to avoid injury. If anemergency occurs during cargo sling groundoperations, the helicopter and ground crewpersonnel should move in opposite directionsto clear each other. The helicopter shouldmove to its left while ground crew personnelmove to the right. Ground crew personnelshould make every effort to work at the rightside of the load (with respect to the positionof the helicopter over the load). In anemergency, they can clear from under thehelicopter without climbing over or movingaround the load.

Preflight

The preflight inspection should includechecking the following:

1. Security of the sling and attach-ments

2. Proper rigging of the manual re-lease.

3. Security and condition of thecargo hook.

4. Check of mechanical andelectrical operation on the cargohook.

Pickup

During the approach, the sling should bechecked to ensure it is fully extended and allcables and lines are clear. The pilot willselect the SLING position with the cargosling master switch and turn on the HOT MIClisten switch. The pilot will make theapproach and when ready for instruction,will advise you, "CONN ME IN." Using stan-dard voice hoist procedures, guide thehelicopter to a position directly over thecargo. The ground personnel will enter thearea from the right, ensure the static elec-tricity is discharged, and assist as necessaryin the hookup. You, the aircrewmember, mustmonitor the hookup and the activity of theground personnel. When the hookup iscomplete, advise the pilot that you are readyto lift. The pilot will smoothly increasepower until the cable is under tension andslowly continue power increase to lift-off.Report to the pilot when the cargo is clear ofthe deck. When the helicopter is in thehover, the load should be allowed to stabilize.

For training operations, a 10- to 15-foot cable should be attached to the selectedload. The length of cable will vary in actualoperation. Also, training loads are not toexceed 2,000 pounds.

Transition To Forward Flight

The pilot will transition to forwardflight and establish a positive rate of climb.Acceleration and maximum speed will dependon the type of load being carried. To preventoscillations, some loads require airspeedsbelow 10 knots. The helicopter should neverbe maneuvered abruptly. You must monitorthe load for oscillations and other unsatis-factory indications.

2 &i11

After the helicopter reaches 500 feetabove ground level, the pilot should switchthe cargo master switch to "SAFE." When theswitch is in "SLING," the pilot should exer-cise caution to prevent inadvertent release ofthe load. Gusty wind conditions, action of theload, or aircraft equipmet malfunction cancause or require unplanned load release.

LOAD STABILITY: Most of the problemsin helicorAer external lifts concern theinstability of loads in flight since the slingload is seldom aerodynamically stable. Loadinstability will occur whenever the weight ofa suspended load is not not sufficient to holdit down against the drag of the air throughwhich it moves. Such loads will normallyturn boadside to the direction of flight, thusexposing maximum drag surface. Such loadsmay be stabilized by one or more of thefollowing means:

1. Reducing the airspeed.2. Making slow control movements.3. Increasing the weight of the load.4. Reducing the drag surface by

altering the relationship betweenthe center of gravity and thecenter of pressure of the suspen-ded load to assure that the nar-rowest surface points in the direc-tion of flight.

5. Reducing the drag surface can beanchieved by adding more area tothe rear of the load or addingweight to the front. The generalrule is that stability will beassured at practical helicopterspeeds when the load's center ofgravity is located at the frontthird of the surface area.

CAUTION

Spinning may result in pendent failure.If conditions permit, a spinning load may beplaced on the ground or water to reduce thespin rate. Release uncontrollable loads.

Delivery

As with the pickup, the aircraft shouldmake a normal aproach to the delivery point.At the desired time, switch to hot mike. At300 feet above the ground, the cargo masterswitch should be placed to "SLING." If used,the AUTO position should not be selecteduntil the aircraft is over a safe drop area.When the cargo is on deck, report, "CARGOON DECK." After the cargo is released,report, "RELEASED." Remember the slingmust be stowed before landing.

SELF-QUIZ #4

1. Commands and advisory reports forplatform pickups are required until the

A. pilot states, "CEASE COM-MANDS," or the rescue is com-pleted

B. survivor is on the platformC. pilot states, "CEASE COM-

MANDS" onlyD. rescue is completed only

2. What is the BEST way to approach asmall boat?

A. High hover and descend over thetop

B. Land short and water taxi, usingminimum collective

C. Land long and water taxi, usingmaximum collective

D. Low hover and approach quickly

3. What is the function of the cargo sling?

A. Provides for hoisting many itemsat once

B. Aids in the loading of heavy cargoC. Strengthens the main hoist for

heavier loadsD. Permits carrying loads beneath

the helicopter

4. Fortheine

automatic cargo hook operation,hook will automatically open whenload tension on the hook is less than

pounds.

A. 50B. 100C. 125D. 200

5. If an emergency occurs during a cargosling ground operation, which directionshould the helicopter and ground crewsmove to clear each other?

A.B.C.D.

He lo forward,He lo right,Helo left,He lo aft,

crew af+crew leftcrew rightcrew forward

6. What is the purpose of the rescue plat-form?

A. Allows a crewrnember movementoutside helo

B. Provides an additional platformfor hoist operations

C. Recovers personnel when waterlanding can be made

D. Serves as an emergency egressplatform

7. The crewmember's harness is adjustedto allow complete freedom of move-ment to of the platform.

A.B.C.D.

the middlethe edgewithin 1 foot short of the edgewithin 1 foot beyond the edge

8. Which command is used when a survivoris in immediate danger from the heli-copter?

A.B.C.D.

PICK UP INTO A HOVEREMERGENCY LEFTUPHOLD

9. How may the gound crews release thecargo hook?

A.B.C.D.

Electrically onlyManually onlyElectrically or manually onlyElectrically, manually, or re-motely

10. Which control (s) is/are activated whenthe cargo sling master switch is in theSLING position?

42358

A. Pilot's thumb switch onlyB. Copilot's thumb switch onlyC. Hoist operator's control switch

onlyD. Pilot's and copilot's thumb

sw itches only

11.

SELF-QUIZ 114 (CONT)

What is the MAXIMUM weight allowedfor a cargo sling training load?

A.B.C.D.

2,000 pounds4,000 pounds6,000 pounds8,000 pounds

12. For an actual pickup, the platformcables are rigged in position.

A.B.C.D.

the upperthe lowerthe middleany

13. When using the boat hook for rescueplatform work, what safety precautionmust you observe?

A. Do not extend the hook beyond 4feet

B. Do not raise the hook above theheigth of the cargo door

C. Do not dip the hook in the waterD. Do not extend the hook aft of the

sponson

14. When a survivor is drifting into a poten-tially serious danger area, which voicereport is used?

A.B.C.D.

MAN DRIFTINGPICK up INTO A HOVERupHARD LEFT

15. Cargo oscillations can be controlled bydecreasing

A.B.C.D.

cargo weighthauling altitudefulcrumairspeed

16. The cargo hook can be manuallyreleased from within the helicopter by

444

A. pulling the release line in thecabin

B. pulling the release handle in thecockpit

C. depressing the release pedal inthe cockpit

D. placing the release switch to theMAN position

17. What is the recommended altitude thatthe master cargo switch should bechanged from SLING to SAFE?

A.B.C.D.

50 feet AGL300 feet AGL500 feet AGL

1,000 feet AGL

18. The personnel ladder can be used as arescue device when recovering a/an

from the water.

A.B.C.D.

bodyimmobile surviorinjured survivormobile survivor

19. During a calm water platform recovery,when will the pilot normally pick upinto a hover?

A.B.C.

D.

2 5

Survivor on the platformSurvivor in the cabin"GOING OFF HOT MIKE"reported"READY FOR FORWARDFLIGHT" reported

SELF-QUIZ #4 (CONT)

20:. For a rough water platform recovery,which voice report is used when thesurvivor is on the platform?

A.B.C.

D.

SURVIVOR ABOARDMAN ON PLATFORMMAN ON PLATFORM, CLEAREDTO HOVERHOVER, FLIGHT APPROVED

21. Before attempting a hook up or deliveryduring cargo operations, you should

for the safety of ground person-nel.

A.B.C.

D.

discharge static electricityset up in a high hovershift control of cargo hook togroundtest emergency release

25. The rescue platform will be rigged andthe checklist completed when the

A.B.C.D.

helicopter lands on the waterpilot directstarget is in sighthoist operator directs

26. For a rough water platform recovery,where should the survivor be when thehelo is set down on the water?

A. Well outside the rotor wash at 1o'clock

B. Just inside the rotor wash at 1

o'clockC. Aft of the sponson at 5 o'clockD. Just left of the nose

22:. The masterin the

cargo sling switch should beposition during flight.

27. When is hot mike normally securedduring rescue platform procedures?

A. Man at platformA. SLING B. Man on platformB. AUTO C. Man in cabinC. OFF D. Cabin securedD. SAFE

23. Which item will NOT increase thestability of an external load?

28. What is the indication when a load hasbeen automatically released from thecargo hook?

A. Reduce airspeed A. Audio toneB. Decrease weight B. Caution light on steadyC. Make slow control movements C. Caution light blinkingD. Reduce drag surface D. Tension indicator to 0

24. What voice report is used when thepilot wishes to move in for a cargo

..k-up?

29. How should ground personnel manuallyreleased the cargo hook?

A. Pull tether line attached to hookA. GO ON HOT MIKE B. Move release arm up on side ofB. CONN ME IN hookC. CONNECT CARGO C. Pull "pip" pin at rear of hookD. GUIDE ME IN FOR PICKUP D. Remove the shackle attached to

the load cable

2 6 0

4-15

SELF-QUIZ #4 (CONT)

30. When should the cargo sling masterswitch be changed from SAFE to SLINGfor delivery?

A.B.C.D.

100 feet AGL300 feet AGL500 feet AGLOver a safe drop area

31. During a platform recovery, the air-craft makes an approach to a hoverwith the survivor at the o'clockposition.

A. 12B. 1

C. 3D. 10

32. When will the pilot normally pick upinto a hover for a rough waterrecovery?

A.B.C.D.

Survivor on platformSurvivor in cabinHot mike securedSurvivor at platform

33. During platform recoveries, when is thehelicopter normally cleared for forwardfiight?

A.B.C.D.

Man at platformMan on platformMan in cabinCabin secured

34. What is the MINIMUM weight thatshould be carried for automatic cargohook operation?

A.B.C.D.

125 pounds200 pounds550 pounds600 pounds

35. Ground crews should enter and departthe cargo sling hookup area from the

of the helicopter.

A.B.C.D.

noseleft sidetailstarboard side

36. When should the cargo sling masterswitch be placed in the AUTO positionfor an automatic delivery?

4-16

A. 100 feet AGLB. 300 feet AGLC. 500 feet AGLD. Over a safe drop area

37. When is the rescue platform loweredfor a calm water recovery?

A.B.C.D.

Before approachDuring approachBefore hover is establishedAfter hover is established

2b

1

ANSWERS TO SELF-QUIZ it 4

QUESTION ANSWER REFERENCE QUESTION ANSWER REFERENCE

1 A 4-2 20 C 4-62 B 4-6 21 A 4-93 D 4-8 22 D 4-114 B 4-9 23 B 4-11 & 125 C 4-11 24 B 4-116 C 4-1 25 B 4-17 B 4-2 26 B 4-68 C 4-7 27 C 4-89 L 4-8 28 C 4-9

10 D 4-9 29 B 4-911 A 4-11 30 B 4-1212 D 4-1 31 B 4-113 B 4-3 32 A 4-614 A 4-8 33 D 4-815 D 4-9 34 B 4-916 C 4-9 35 D 4-1117 C 4-11 36 D 4-1218 D 4-7 37 D 4-219 D 4-4

4-18

2132

HIGH-INTENSITY SEARCHLIGHT SYSTEM

Reading Assignment: 5Pages 5-1 through 5-6

OBJECTIVES

To successfully complete this assignment, you must study the text and masterthe following objectives:

1. State the characteristics and the locations of the searchlight system'smajor components.

2. Explain the searchlight operation.

3. State the safety precautions for operating the searchlight.

DESCRIPTION

The high-intensity searchlight system(Night sun) provides a high-intensity lightsource particularly suited for most nightoperations, including search operations andexamination of rescue locations from a safealtitude. Night photographic missions arepossible by using daylight techniques andf ilm.

The searchlight system is made up ofthe following components: external mount(gimbal mount and searchlight assembly),junction box, remote control unit, intercon-nection cables, and mounting hardware. (Seefigure 5-1.) The system uses the controllablesearchlight position control switches forcockpit control of beam direction.

The searchlight system is powered bythe DC primary bus. During the startsequence, 30,000 volts are generated withinthe searchlight assembly, and a high currentpower surge develops in the junction box.After the start sequence is completed, only28 VDC are required for the system tosustain illumination.

EXTERNAL MOUNT (Figure 5-1)

The external mounting weighs 44pounds aryl consists of three support

brackets, the gimbal mount, and thesearchlight assembly. The assembly ismounted on the port side of the helicopterbelow the avionicsman's window.

Gimbal Mount

The gimbal mounting assemgly consistsof a yoke and two small DC motor actuators.One motor is mounted at the base of the yokeand rotates the light for azimuth. Thesecond motor is mounted on one leg oi theyoke and drives the trunnion mounting forelevation. Stop pins in the yoke bearinghousing limit the searchlight rotation inazimuth. A slip clutch on each motor driveabsorbs the motor torque when thesearchlight is driven against the stop. Thestops are adjustable in azimuth and maypermit a maximum of 350 degrees ofrotation. There are no physical stops forelevation. The normal range of elevation isfrom 10 degrees above the horizontal to 70degrees below. The drive motors may causesome radio interference.

Searchlight Assembly (Figure 5-2)

The searchlight assemuiy consists of acylindrical housing within which are mountedan arc lamp bulb, a reflector, a cooling fan, afocusing motor, and various electricalcomponents used in the start circuit of the

5-1

263

GIMBAL. MOUNTING

.SHOWN FOR BELL 47G MODEL51

REMOTE CONTROL UNIT

5 X 16 JUNCTION BOx

GIMBAL

POWER

SX16 SEARCHLIGHT

Figure 5-1. - Components of High-Intensity Searchlight System.

lamp. The lens, made of specially temperedglass, is capable of withstanding bothmechanical stresses and high temperatures.The xenon arr.: lamp contains two tungstenelectrodes permanently sealed in a quartzglass bulb filled with xenon gas under pres-sure. The lamp is capable of 3,800,000 peakbeam candle power.

The pressure within an unlighted bulb isapproxomately 75 psi. In a lighted bulb, thepressure approaches 300 psi, and the tem-perature surrounding the arc will range be-tween 300°1'7. and 2,100°F. Should the bulbexplode, it will be contained by the search-light housing and lens.

5-2

The beam is focused by a focusingmotor driving the reflector towards or awayfrom the lens. The motor is nonreversing andcontinually drives the reflector back andforth through the same cycle. The focus isfrom a 10-degree beam width (FLOOD) to a6.5-degree beam width (SEARCH). Thesearchlight assembly has a safety cableattached to the yoke.

JUNCTION BOX (Figures 5-1 and 5-3)

The junction box consists of arectangular metal box containing relay andterminal connections for power distributionto the functional components for the search-light equipment. The junction box is mounted

2134

2. FOCUS MOTOR 5. CABLE CONNECTOR

3. BACK SPIDER

6. COLLECTOR ROD

7. XENON ARC LAMP

B. COLLECTOR

9. FRONT SPIDER

1. AIR INTAKE FILTER

4. FAN MOTOR

12. TRUNNION MOUNTING

III DITAIL

11. VENTILATION HOOD

Figure 5-2. - Searchlight Assembly.

COILICTIn riTCH tttt CM11

DETAIL

DRAW UM

%GMTLOC LT;11

1111110

0"M1100

COMMIT II MINOT! PANEL

III NUN C

.1

NUTIS ITAT FOCUS

Of

!InUP

focNTIuM UMCNummT,_T0 t PAM!

Cites, MN I CONTmOt MANI!

OCTIL C

CificuIT SMIm1.1MOTToal Of MKT... mO1

Figure 5-3. - Searchlight Controls.

265

10. WINDOW LENS

in the cabin, port side, aft of theavionicsman's seat. Two circuit breakers aremounted on the bottom of the case (70A and7A).

REMOTE CONTROL UNIT (Figures 5-1 and.5-3)

The control unit is monted in the cabinbelow the rescue hoist throttle control valveon the right side. Two quick-disconnectreleases permit moving the unit to the otherpositions about the cabin for remote use.The control panel contains a circuit breaker-type ON-OFF switch, marked MASTER. Thisswitch powers the lamp, lamp starter, gimbaldrive motors, focusing drive motor, and acooling fan in the lamp housing assembly. Aguarded momentary contact switch, markedSTART, controls the start circuit. A thirdmomentrary contact toggle switch, markedFOCUS, controls the motor-driven focusmechanism. A four-way momentary contacttoggle switch, marked DOWN, UP, LEFT,RIGHT, controls the movement of thesearchlight in azimuth and elevation. Theabove four switches are located on the faceof the remote control unit. On top of theremote cootrol unit is an unmarked mom-entary interrupt push button. This ext-inguishes the lamp but allows the cooling fanto continue running. The cooling fan runsanytime the MASTER switch is ON.

OPERATION PROCEDURESINSTALLATION (Figure 5-4)

1. Locate the three mounting brack-ets on the left side of the helicopter.

2. Mount the searchlight using threemounting bolts and elastic stop nuts.

3. Connect the control/power cableto the connector on the side of the heli-copter.

4. Attach the two drain tubeextenders.

5. Remove the searchlight lenscover.

PREFLIGHT

1. Check the lens for cleanliness.Do not touch the lens with your hands;smudges cause an uneven heating of the lensand subsequent cracking.

5-4

I

Figure 5-4. - Searchlight Installation.

2. Manually position the light sobeam will not strike the helicopter whenlight is illuminated. Manual movement ofsearchlight assembly will not damageactuating mechanism.

thethethethe

3. Check the MASTER switch OFF.

4. Check the circuit breakers IN.

STARTING

The start sequence may cause consid-erable interference with the radios in thehelicopter .

266

1. Turn the MASTER switch ON.

2. Depress the START switch untilthe lamp ignites (5-10 seconds). Release theswitch immediately. Continuing to hold theswitch depressed after ignition may seriouslydamage the searchlight.

OPERATION

1. Adjust the FOCUS switch to thedesired beam width.

2. Operate the four-way directionalcontrol switch as desired.

3. When the controllable landinglight is OFF or STOWED, the collective po-sition control switches and the copilot'sremote position toggle switch, on the remoteICS panel, control the Nightsun positioning.

SECURING

1. Depress the momentary OFF but-ton. The lamp may be restarted, if desired,by pushing the start switch.

2. Allow 3 to 5 minutes for cooling.

3. Turn the MASTER switch OFF.

TECHNIQUES

Techniques for use of the searchlightmust vary with the object of the search, areabeing searched, and meteorological condi-tions. General guidelines for the searchlightsuse are listed below; however, proficiency inits use can be acquired only through actualexperience. The following techiques are onlygeneral guidelines for good search conditions:

1. Search airspeeds of 50 to 100knots are recommended. The exact speeddepends on the type of object being searchedfor and the area to be covered. The Nightsunhas been designed to operate at airspeedscorresponding to helicopter limitations.

2. The search altitude should be pro-portional to the search object's size:

a. 1,000 to 1,500 feet for ves-sels or boats 40 feet or over.

b. 300 to 1,000 feet for boatsless than 40 feet.

c. 300 to 500 feet for person-nel. A hover search is also a satisfactorytechnique.

267 5-5

3. The beam width should be set asdesired. Midway between narrow and widebeam width points provides a nearly solidbeam spot.

4. The port side of the helicopter isthe recommended search side and can be usedefficiently by the copilot and avionicsman.The copilot can maintain directional controlof the Nightsun with either the collectivelanding light control switch or the positiontoggle switch on the remote ICS panel. Theavionicsman can start, focus, change direc-tion, or secure the Nightsun by using theremote control box. The control boxmounted on the starboard side of the heli-copter, has enough cable to allow it to beused in the avionics position.

The Nightsun should not be used tosearch on the starbord side of the helicopterbecause light may strike the helicopter.

SAFETY PRECAUTIONS

Observe the following safety precau-tions when operating the high-intensitysearchlight:

1. Because of the high temperaturesand high operating pressures, the possibilityof an explosion is always present during theoperation or handling of the bulb. An explo-sion or accidental breakage of the bulb couldcritically injure anyone within a radius of 25feet. Wear eye protection and gloves at alltimes when cleaning the collector. Removerings and watches before reaching toward thecollector.

2. Beacuse of the high temperaturesand peak candle power of 3,800,000, donot direct the searchlight toward personnel.Directing the searchlight toward personnelcould cause critical eye damage up to 20feet.

3. Avoid training the searchlight onany part of the helicopter. The heat gener-.

ated is capable of melting a tire or ignitingpaint or fiberglass. When you are changingazimuth from side to side, avoid shining thelight on or inside the helicopter.

4. The remote control unit can beoperated from either the flight mechanic's orthe avionicman's positions. The normalconnection for the unit is by the flightmechanics seat. There is an additional powercord behind the avionicsman's seat. Theremote unit must be plugged into theconnection at the position inwhich it is beingused. This eliminates the tripping hazzard inthe cabin from the cable laying across thecabin floor.

5. Water landings with the search-light installed shall be limited to operationalnecessities. If a water landing is neceasaryand the searchlight is in use, if possible, turnthe light off and allow it to cool beforelanding. Although three to five minutes arerecommended, any cooling period is bene-ficial. The MASTER switch should also besecured before water contact. Waterlandings with any forward speed may causedamage to the Nightsun mounting and air-craft mounting points.

6. Do not attempt to operate thesearchlight from battery power only.

5-60

SELF-QUIZ #5

1. What is the flood beam width of thesearchlight?

A.B.C.D.

3.2 degrees6.5 degrees10.0 degrees20.0 degrees

2. Under what condition can the pilot orcopilot control the searchlight position?

A. The junction box's remote switchis in the remote position

B. The cockpit searchlight's masterswitch is on

C. The remote position toggle switchis not being used

D. The controllable landing light isoff and stowed

3. When you are using the Nightsun, whatis the recommended search altitude fora boat over 40 feet?

6. For what period of time shouldsearchlight's fan run after the lightbeen extinguished?

A.B.C.D.

1 - 2 minutes3 - 5 minutes5 - 10 minutes

lu - 1 5 minutes

thehas

7. An explosion of the Nightsun's bulbcould critically injure anyone up toradius of feet.

A. 5B. 1 5C. 2 5D. 50

8. What is the searchlight's MAXIMUMazimuth rotation?

A. 090 degreesA. 100 - 300 feet B. 190 degreesB. 300 - 500 feet C. 260 degreesC. 300 - 1,000 feet D. 3 50 degreesD. 1,000 - 1,500 feet

4. Where is the external mount of theNightsun located?

9. Where is the searchlight's junction boxlocated?

A. Portside belcw avionics man's A. Aft of avoinicsman's seatwindow B. Aft of flight mechanic's seat

B. Portside aft of sponson C. Forward of avionicsman's seatC. Starboard side below cabin door D. Below the hoist throttle valveD. Aft part of ramp

5. What is the seard;searchlight?

neam width of the 10. Which switch controls the searchlight'scooling fan?

A. 3.2 degrees A. Master switchB. 6.5 &grecs B. Internal lamp thermal switchC. 10.0 Cegrees C. External lamp thermal switchD. 20.0 thgrees D. Start switch and interrupt button

2695-7

SELF-QUIZ #5 (CONT.)

11. The searchlight can cause criticaldamage up to feet.

eye 16. What is the light source for the high-intensity searchlight?

A. 5 A. Neon lampB. 15 B. Incandescent lampC. 20 C. Arc lampD. so D. Ion vapor lamp

12. What is the normal elevation range ofthe searchlight?

A. Dead ahead (0 degrees)degrees down

B. 10 degrees above to 70 degreesbelow the horizon

C. 10 degrees below to 90 degreesbelow the horizon

D. 30 degrees below to 90 degreesbelow the horizon

17. Where are the searchlight's controlto 45 switches located?

13. Where is the searchlight's remote con-trol unit located?

A. Below the hoist throttle controlvalve

B. Aft of the avionicsman's seatC. Forward of the flight mechanic's

seatD. Forward of the avionicsman's seat

14. What is the recommended search air-speed using the nightsun?

A. 10 - 25 kts.B. 25 - 50 kts.C. 50 - 100 kts.D. 100 - 125 kts.

15. Why should you avoid training thesearchlight on any part of thehelicopter?

A. Reflections make it difficult tosee the water

B. Reflections induce vertigoC. Refracted light distorts visionD. Lamp heat melts the paint

A.B.C.D.

Junction box (searchlights)Remote control unit (searchlights)Lower radio console (cockpit)Collective pitch lever (pilots)

18. When you are using the Nightsun, whatis the recommended search altitude fora person?

A.B.C.D.

100 - 300 feet300 - 500 feet300 - 1,000 feet

1,000 - 1,500 feet

19. What is the peak beam candle power ofthe searchlight?

5-8

A.B.C.D.

1,400,0002,800,0003,300,0003,800,000

20. The searchlight's lighted pressure ap-proaches within the bulb.

A. 75 psiB. 125 psiC. 300 psiD. 450 psi

2IU

SELF-QUIZ 115 (CONT..)

21. When should the searchlight's start switchbe released?

A.B.C.D.

After 10 seconds have elapsedWhen the fan starts turningAs soon as the light ignitesWhen the lamp temperatureexceeds 800°F.

22. When you are using the Nightsun, whatis the recommended search attitude fora boat under 40 feet?

23. What switch is used to extinguish thelamp under normal operation?

A.B.

C.D.

MasterControllable landing light pushbuttonMomentary interrupt buttonStart

24. What is the MAXIMUM temperaturesurrounding the lamp of thesearchlight?

A. 100 - 300 feet A. 300 oF.B. 300 - 500 feet B. 800oF.C. 300 - 1,000 feet C. 1,500°0F.D. 1,000 - 1,500 feet D. 2,100 F.

QUESTION ANSWER

ANSWERS TO SELF-QUIZ #5

REFERENCE

1 C 5-22 D 5-53 D 5-54 A 5-15 B 5-26 B 5-57 C 5-58 D 5-19 A 5-2 & 5-4

10 A 5-411 C 5-512 B 5-113 A 5-414 C 5-515 D 5-516 C 5-217 B 5-418 B 5-519 D 5-220 C 5-221 C 5-522 C 5-523 C 5-4 & 5-524 D 5-2

2 725-10 FAA AC 82.04992