Nd Uh1 Fsx Manual

Bell UH-1 Huey for

Flight Simulator X

Operation Manual

2 Nemeth Designs & MILVIZ - Bell UH-1 Operation manual

Table of contents

System describtions Page 3-5

Instrumentation

Overhead panel Page 6

Center console Page 7

Main panel Page 8

Collective lever Page 9

Normal procedures Page 10-11


GENERAL

Specifications:

UH-1C

Rotor width: 13.41 m / 44 ft

Lenght: 16.15 m / 53 ft

Height: 4.44 m / 14.7 ftű

Empty weight: 2155 Kg / 4750 lb

Max loaded weight: 3855 Kg / 8500 lb

Maximum Speed: 220 Km/h / 120 knot

Range: 340 Km / 185 nmi

Engine: Lycoming T53-L-1’ 821 KW / 1100 SHP

UH-1H

Rotor widht: 14.63 m / 48 ft

Lenght: 17.62 m / 57.10 ft

Height: 4.41 m / 14.6 ft

Empty weight: 2365 Kg / 5210 lb

Max loaded weight: 4310 Kg / 9500 lb

Maximum speed: 205 Km/h / 110 knot

Range: 510 Km / 280 nmi

Engine: Lycoming T53-L-11 821 KW / 1100 SHP

ENGINE

The helicopter is equipped with one Lycoming T53-L-11 1100 SHP turboshaft engine. The

engine compartment is cooled by natural convention trought engine compartment screens.

The engine has an inertial type non-selfpurging particle separator system. Engine de-ice

system is a bleed air system activated by the DE-ICE switch on the ENGINE panel. In the

event of DC electrical failure the system is automatically on.

The engine fuel control assembly is mounted on the engine. The metering section is driven

at a speed proportional to N1 speed.It pump fuel to the engine trought the main or

emergency metering valve which is positioned directly by the twist grip throttle. The computer

section the rate of main fuel delivery by biasing metering valve, air temperature and

pressure, and thottle position. The overspeed governor is driven at speed proportional to N2

speed, it determines the main metering valve opening rate to maintain N2 speed. During

engine start, by pressing the engine start switch the fuel solenoid valve opens, allowing fuel

from the fuel regulator to flow through the starting fuel manifold and in to the combustion

chamber. When N1 reaches sufficient speed the start switch is de-energized causing the

solenoid valve to close and stop starting fuel flow. The solenoid valve cannot be controlled

during engine starts. The starter ignition trigger switch is mounted on the side of the pilot’s

collective pitch control lever switch box. The strater and ignition circuits are both connected

to the trigger switch. The ignition circuit is energized when the FUEL MAIN switch is set to

the ON position and the trigger switch is pulled.


The power control is carried out by rotating the pilot’s ot copilot’s twist-grip type throttle. The

full open position allows the overspeed governor to maintain a constant speed, rotaing

toward closed position will cause the rpm to manually selected. In closed position an engine

cut-off is performed. To prevent accidental engine shut-down an idle stop is incorporated

which can be bypassed by pressing the IDLE REL push-button on collective. The overspeed

governor can be deactivated by switching the GOV switch to EMER position. If he pilot’s and

copilot’s GOV RPM INCR/DECR switch on the collective switch box held in INCR or DECR

position the N2 rpm inceases or decreases. A droop compensator maintains the N1 speed as

power demand is increased by the pilot.

The engine librication system is a dry sump pressure type oil system which consists of

engine oil tank, thermostatic oil cooler with bypass valve pressure transmitter, pressure

indicator, low pressure warning light, oil supply return vent and breather lines.

FUEL SYSTEM

The fuel system consists of five interconnected cells, all filled from a single fitting on the

right side of the helicopter. The two forward cells contains one submerged boost pump. The

boost pumps provide fuel pressure to prime the fuel line to the engine driven fuel pump. Part

of the boost pumps output is diverted forward trough a flow switch and hose to an ejector

pump. Induced flow of the ejector pump sends fuel trough a hose over the baffle into the rear

part of cell, so that no significant quantity of fuel will be unusable in any flight attitude. The

system has 50 cal. ballistic protection in the lower two-thirds of cell.

HYDRAULIC SYSTEM

The hydraulic system is used to minimize the force required by the pilot to move the cyclic,

collective pitch, and pedal controls. A hydraulic pump mounted on and driven by the

transmission supplies pressure to the hydraulic servos. The servos are connected into the

mechanical linkage of the helicopter flight control system. Movement of the controls in any

direction causes a valve in the appropriate system to open and admit hydraulic pressure

which actuates the cilinder, thereby reducing the force load required for control movement.

The hydraulic control switch, labeled HYD CONT, is on the miscellaneous panel When the

switch is ON pressure is supplied to the servo system.

POWER TRAIN SYSTEM

The transmission is mounted in forward of the engineand coupled to the power turbine shaft

at the cool end of the engine by the main drive shaft. The transmission is a reduction

gearbox it trasmits engin power to the rotor system while it reduces engine rpm. A freeweel

system is installed in the main trasmission to provide a disconnect from the engine if engine

failure occurs. Th tail rotor drive is on the lower aft section of the transmission. The rotor

tachometer generator, the hydraulic pump, the main DC generator are mounted on and

driven by the transmission. A self contained pressure oil system is incorporated in the

transmission, the oil is cooled by an oil cooler and a turbine fan.

The intermediate gearbox is located at the base of the verical fin. I provides 42° change of

direction of the tail rotor driveshaft. The tail rotor gear box is located at the top of the verical

fin and privides 90° degree change os directio and gear reduction of the tail rotor drive shaft.


The main driveshaft connects the engine output shaft to the to the transmission input drive

quill. The tail rotor drive shaft connects the transmisson tail rotor drive quill to the tail rotor.

ROTOR SYSTEM

The main rotor is a two balded semi-rigid, seewas type. The two types of rotor blades are

metal and composite material and must not be intermixed. The two blades are connected to

a common joke by blade grips and pitch change bearing with tension straps to carry

centrifugal forces. The rotor assemly is connected to thze mast with a nut. The nut has

provisions for hoisting the helicopter. The stabilizer bar is mounted on the trunnion 90° to the

main rotor. Blade pitch change is accomplished by movements of the collective and cyclic

controls. The main rotor is driven by the transmission trouhg the rotor-mast, which is tilted 5°

forward.

The tail rotor is a two bladed semi-rigid delta-hinge type. Each blade is connected to a

common yoke by a grip and pitch change bearings. Blade pitch change is accomplished by

movement of the anti-torque pedals which are connected to a pich control system trough the

tail rotor gear box.

ELECTRICAL SYSTEM

The DC power is supplied by a battery, a main generator, standby-starter generator or the

external power supply. 115 Volt AC is supplied by the main or spare inverters which also

feeds the 28 Volt AC transformer. The battery supplies power when the generators and

external power are not in operation. The BAT switch is on the DC POWER panel, in the on

position the battery is permitted to supply power and to be charged by the generator. The 30

Volt 300 Amp main generator is mounted on and driven by the transmission. The MAIN GEN

switch is on the overhead console DC POWER panel. Tn the ON position the generator is

set to operate, in OFF the generator is isolated from the system. The standby-starter

generator is mounted on the engine accesory drive section, it provides generator power in

event of main generator failure. The STARTER GEN switch on the DC PANEL in START

position provides starting function, in STBY GEN position it functions as a generator. There is

a NON-ESS BUS switch on the DC POWER panel on ovehead. The NORMAL position

permits the non-essential bus to to receive dc power from the main generator, the MANUAL

ON permits the bus to receive power from the standby-starter generatot if main generator is

off line. AC power is supplied by two inverters which receive power from the esential bus.

The INVTR switch located on the AC POWER panel on overhead in the MAIN ON position

energizes the main inverter, in the SPARE ON position energizes the spare inverter.


OVERHEAD PANEL

1. Pitot tube heater switch

2. Position light switch

3. Anti-collision light switch

4. Interior light switch

5. AC voltmeter selector knob (see AC voltemeter on isrument panel)

6. INVTR switch

7. MAIN GEN switch

8. DC voltmeter selector knob (see DC voltmeter on instrument panel)

9. BAT switch

10. STARTER GEN switch

11. NON-ESS BUS switch


CENTER CONSOLE

1. Transponder code

Frequency can be set by mouse-

wheel up/down on numbers

2. ADF frequency

3. ADF signal strenght

4. ADF frequency set knob

Mouse-wheel on bottom ring set 1

khz with carry

Mouse-wheel on middle ring set 100

khz

5. NAV2 frequency Mhz set knob

Frequeny can be set by mouse

wheel up/down knob

6. NAV2 frequency

7. NAV2 frequency Khz set knob


wheel up/down knob

8. NAV/COM recievers switches

9. COM frequency Mhz set knob


wheel up/down knob

10. COM frequency

11. COM frequency Khz set knob


wheel up/down knob

12. HYD CONT switch

13. Annunciator lights reset/test switch

14. Annunciator lights

15. FUEL MAIN switch

16. DE-ICE switch

17. GOV switch

18. NAV1 / ADF frequency

19. ADF 100 khz set knob


wheel up/down knob

20. NAV1 Mhz / ADF1 10 khz set knob


wheel up/down knob

21. NAV1 khz / ADF1 1 khz set knob


wheel up/down knob

22. Radio mode knob

T/R, TR+G: NAV mode

ADF: ADF1 mode

23. ADF2 radio


MAIN PANEL

1. MASTER CAUTION light

2. Fuel pressure indicator

3. Fuel quantity indicator

4. Engine oil pressure indicator

5. Engine oil temperature indicator

6. Transmission oil pressure indicator

7. Transmission oil temperature indicator

8. Main generator load meter

9. DC voltmeter

10. Standby generator load meter

11. AC voltmeter

12. Fuel gage test push-button

Fuel quantity to lesser value

13. DME

14. LOW RPM caution light

15. Fire detector test

16. FIRE caution light

17. NR / Nf rpm indicator

18. Airspeed

19. Torque indicator

20. Radio altimeter

21. Ng rpm indicator

22. Exhaust gas temperature indicator

23. Delta heading rate and turn

coordinator indicator

24. Attitude

25. NAV / ADF indicator

26. Localiser- / course- / glide slope

indicator

27. Altimeter

28. Vertical speed

29. Clock

30. Marker beacon signal light


COLLECTIVE

1. Landing ligth switch

2. GOV RPM INCR/DECR switch

3. IDLE REL push.button

4. Engine start switch

when collective throttle twist-grip in minimal position pressing the pushputton

causes engine cut-off.

5. Collective throttle twist-grip

left mouse click on “cut-off” marking: when grip is in cut-off position it sets to idle.

mouse wheel up/down: increase/decrease throttle


NORMAL PROCEDURES

I. PRE-FLIGHT

1. BAT switch ON, check voltage (min 24V)

2. Lights ON, check anti-coll, pos, then OFF

3. Fuel check quantity

4. BAT switch OFF

5. Exterior check perform

6. Interior check perform

II. BEFORE ENGINE START

1. DOME LT switch as required

2. PITOT HTR switch OFF

3. ANTI COLL switch ON

4. POSITION light switch STEADY ot FLASH

5. CARGO REL switch OFF

6. WIPERS switch OFF

7. CABIN HEATING switches OFF

8. INST LTG switches as required

9. PHASE VM selector knob AC

10. INVRT switch OFF

11. MAIN GEN switch ON, cover down

12. VM selector knob ESS BUS

13. NON-ESS BUS switch as required

14. STARTER GEN switch START

15. BAT switch ON

16. FIRE caution light TEST

17. System instruments check engine, transmission

for static indications

18. Avinonics equipment as desired

19. GOV switch AUTO

20. DE ICE switch OFF

21. MAIN FUEL switch ON

22. Annunciator lights TEST

23. HYD CONT switch ON

24. FORCE TRIM switch ON

25. CHIP DET switch BOTH

26. Altimeter set to elevation

ENGINE START

1. Throttel twist-grip idle position

2. START swich press

3. Main rotor check the main rotor is turning

as Ng reaches 15 %


4. START switch release at around Ng 40 %

5. INVTR switch MAIN ON

6. Engine and transmission oil Check

7. STARTER GEN switch STBY GEN

8. Systems (fuel, engine, transmission, electrical) check

9. Throttle twist-grip Maximum

10. Nf RPM ˜6600

BEFORE TAKE-OFF

1. Systems check

2. Nf RPM ˜6600

3. Avionics as required

4. Take-off

SHUT DOWN

1. Throttle twist-grip idle for 2 minutes

2. FORCE TRIM switch ON

3. PITOT HTR switch ON, check DC voltmeter then OFF

4. INVTR switch OFF

5. MAIN GEN switch OFF, check ann. panel,

loadmeters

6. MAIN GEN swich ON, guard closed

7. STARTER GEN switch START

8. Throttle twist grip cut-off (idle release)

9. FUEL MAIN switch OFF

10. Avionics off

11. INVTR switch OFF

12. PITOT HTR switch OFF

13. Lights off

14. MISC, BABIN HEATIN off

15. BAT switch OFF

Nd Uh1 Fsx Manual

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