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UH-1Y > Fam Maneuvers > Flashcards

Fam Maneuvers Flashcards

1
Q

Waveoff

A

Should be accomplished prior to 40 KIAS and 50 ft, primarily dependent on gross weight, atmospheric conditions and landing zone characteristics.

  1. Smoothly and expeditiously increase collective to arrest the descent and discontinue current maneuver as directed or when necessary.
  2. Make appropriate radio call to controlling agency.
  3. Accelerate to 90 KIAS and intercept the appropriate clilmb profile or altitude.

Pull, 90, Three rates, Ball, Call

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2
Q

Takeoff/landing transition

A

Maintain runway alignment below 50 ft then balanced flight above 50 ft

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3
Q

Normal pattern

A

500ft 90 kias

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4
Q

Normal hover

A

5-7ft

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5
Q

Normal Climb

A

90 KIAS with a comfortable rate of climb Climb power range should be 10 percent or less above hover torque

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6
Q

No Hover Landing

A
  1. Arrive at the intended point of landing with little to no flare.
  2. Lower the nose to level the skids with the terrain at approximately 1 ft, the aircraft should be near 0 KGS.
  3. Continue to lower the collective so as to land with 0-5 KGS, nose aligned in the direction of travel and without any lateral drift.
  4. Once the aircraft has landed and forward motion has stopped, the collective may then be lowered completely.
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7
Q

Normal Takeoff

A
  1. Begin from a stable hover. Check and note power required to hover.
  2. Apply slight forward cyclic to slowly increase airspeed. Do not exceed 10° nose down.
  3. Arrive at 25 ft of altitude with 50 KIAS.
  4. Arrive at 50 ft of altitude with 70 KIAS.
  5. Passing through 50 ft AGL, transition to a 90 KIAS climb.
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8
Q

No Hover Takeoff

A

Pull 10 percent above hover torque.

  1. The maneuver begins on the deck with controls centered and collective full down.
  2. Smoothly increase collective and transition to forward flight.
  3. As the skids leave the ground, lower the nose to 5-10° nose down. Do not exceed 10° nose down.
  4. Intercept the Takeoff from a Hover parameters as applicable.
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9
Q

Max Power Takeoff

A

Overview

  1. The Maximum Power Takeoff is used when the gross weight or tactical situation dictates the use of all or almost all of the power available. It may be used to mitigate the potential for brownout conditions, takeoff from the boat, and/or a shallow ascent through translational lift is precluded.
  2. This maneuver is an altitude over airspeed maneuver and will result in approximately a 30-45° takeoff profile.

Maneuver Procedures

  1. The maneuver begins on the deck with the collective full down and controls centered.
  2. Smoothly increase collective to the given limit (i.e. 95-100% MRGB Q).
  3. As the aircraft leaves the ground lower the nose to no lower than 5° nose down.
  4. The maneuver is complete upon reaching 300 ft and single engine flyaway airspeed.
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10
Q

Normal Approach

A

Overview

  1. This maneuver effects a smooth transition from flight to a position from which a landing can be made. The approach profile is designed to minimize the time spent within the avoid region of the Twin- and Single-Engine Height/Velocity diagrams.
  • *Maneuver Description**
    1. The maneuver commences from the downwind at 90 KIAS, 500 ft AGL.
  1. Abeam the point of intended landing, commence a descending, decelerating turn to intercept a course line 1000 ft (.3km) from the intended point of landing.
  2. Arrive at the 90° position at 300 feet and 70 KIAS.
  3. Arrive on final at 120 feet, no greater than 60 KIAS, with at least 1000 feet (.3 km) of straightway remaining from the intended point of landing.
  4. Adjust power and flare in order to arrive over the intended point of landing in a hover, no-hover, or sliding landing.
    * *Common Errors**
  5. Failure to reduce airspeed and/or descent rate adequately to arrive at the intended hover point without an excessive flare attitude and potential for tail strike.
  6. Completing the maneuver in an air taxi
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11
Q

No Hover Landing

A

Overview

  1. The goal of this maneuver is to safely land the helicopter without first coming to a hover at 0-5 KGS.
  2. This type of landing can be used to reduce potential brownout/whiteout conditions (i.e. reduced visibility landings) encountered in austere landing zones due to excessive dust or snow, as well as in power-limited situations.

Maneuver Description

  1. Arrive over the intended point of landing with little to no flare.
  2. Lower the nose to level the skids with the terrain at approximately 1 ft, the aircraft should be near 0 KGS.
  3. Continue to lower the collective so as to land with 0-5 KGS, nose aligned in the direction of travel and without any lateral drift.
  4. Once the aircraft has landed and forward motion has stopped, the collective may then be lowered completely.
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12
Q

Precision (Steep) Approach

A

Overview

  1. The Precision Approach is a power-controlled approach performed to clear obstacles and land in confined areas. Depending on obstacles surrounding the landing zone, it may terminate to a HOGE followed by a vertical descent. Regardless of the final landing profile, power checks should be calculated during preflight and completed at or above the landing site elevation to assure adequate aircraft performance capability.

Maneuver Description

  1. The maneuver commences from the downwind, 90 KIAS, 500 ft AGL.

Note

Prior to initiating the maneuver, slaving the sensor to the landing point may aid in maintaining capture of the zone and scanning for obstacles.

UH-1Y: Due to the glideslope angle, the landing point may not be visible in the chin bubble, however the intent is to not lose sight of your landing point. Use the hover page to assist with maintaining lineup while scanning laterally outside and use the IVSI to monitor descent rate.

  1. When the intended point of landing is behind the aircraft at approximately the 5 or 7 o’clock position, commence a descending, decelerating turn.
  2. Arrive at the 90° position at 70 KIAS and 300 ft AGL.
  3. Arrive on extended course line at 60 KIAS, 300 ft AGL, 1500 ft (0.5 km) from the intended point of landing.
  4. Decelerate while maintaining 300 ft AGL in order to arrive at approximately translational lift airspeed no later than 1000 feet (.3 km) and begin a descent along the glideslope (30- 45°) to the intended point of landing.
  5. Terminate the maneuver in either a hover or no-hover landing.
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13
Q

Sliding Landing

A

Overview

  1. Sliding landings are used during power-limited situations when a HIGE is not possible, such as a single-engine failure or during operations at high gross weights and/or high density altitudes.
  2. When conducting a sliding landing, ensure that a firm, smooth surface of sufficient length and free of obstructions is used.
  • *Maneuver Description**
    1. Arrive on final at 120 feet, no greater than 60 KIAS, with at least 1000 feet of straightway remaining to the intended point of landing.
  1. Passing through 75 ft AGL, shallow out the final approach glide path to arrive in a 5-7 ft air taxi with enough forward airspeed to retain translational lift (approximately 10-15 KGS).
  2. At 1-2 ft, lower the nose to a skids level attitude while simultaneously reducing power to affect a landing (no greater than 15 KGS).
  3. While the aircraft slides along the ground, smoothly reduce collective to bring the aircraft to a stop. DO NOT ABRUPTLY LOWER THE COLLECTIVE.
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14
Q

High Speed Approach and Landing

A

Procedures:

  1. The maneuver commences from the downwind, 90KIAS, 500’AGL
  2. When the intended point of landing is behind the aircraft at aprproximately the 5 or 7 o’clock position, commence a descending, accelerating turn by lowering the nose and increasing power (approximately 60% MRGB Q)
  3. Arrive on the extended final approach course at 120 KIA, 100ft AGL with a minimum 1.2km (4000’) from the intended point of landing.
  4. At approximately 0.8-1.0 km (2750’-3250’) from the landing spot commence a level speed change.
  5. Intercept a precision (steep) approach glideslope
  6. Terminate the maneuver in a hover or no-hover.
    - As airspeed decelerates through 55 KIAS, begin to adjust power and nose attitude to arrive at the steep approach descent point.
    - once 45 KIAS has been reached adjust aircraft attitude and power to commence a steep approach to either a hover or no hover
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15
Q

Wave off power on

A

increase collective to stop rate of descent and climb out at 90 KIAS

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16
Q

Waveoff (power off)

A

Smoothly rotate the throttles to FULL OPEN wile smoothly raising the collective to stop any rate of descent. be sure to maintain the Nr between 97-100percent

-verify Ng -increase airspeed to 90 KIAS and adjust the cyclic to establish climb.

17
Q

Power Limited Takeoff

A

Overview

  1. The power limited (sliding) takeoff is practiced to simulate a takeoff situation (high density altitude, high gross weight) which does not permit a normal takeoff due to a small or negative difference between power available and power required to hover.
  2. The focus is on using ground effect and translational lift to reduce power required to execute a normal takeoff.

Maneuver Description

  1. Ensure the FLIR is stowed prior to commencing maneuver.
  2. Conduct normal hover, note MRGB Q, and land.
  3. State the simulated “power available”. The simulated power available for the maneuver is MRGB Q minus 5%.
  4. From the deck, smoothly increase power to given simulated limit and apply slight forward cyclic to accelerate in your ground cushion.
  5. When the aircraft has accelerated to normal takeoff parameters, the maneuver is complete.
18
Q

No-Hover Landing

A

Overview

  1. The goal of this maneuver is to safely land the helicopter without first coming to a hover at 0-5 KGS.
  2. This type of landing can be used to reduce potential brownout/whiteout conditions (i.e. reduced visibility landings) encountered in austere landing zones due to excessive dust or snow, as well as in power-limited situations.

Maneuver Description

  1. Arrive over the intended point of landing with little to no flare.
  2. Lower the nose to level the skids with the terrain at approximately 1 ft, the aircraft should be near 0 KGS.
  3. Continue to lower the collective so as to land with 0-5 KGS, nose aligned in the direction of travel and without any lateral drift.
  4. Once the aircraft has landed and forward motion has stopped, the collective may then be lowered completely.
19
Q

High Speed Approach and Landing

A

Overview

  1. This maneuver is used to expedite the transition from high-speed, low-level flight to a steep approach profile for landing.
  • *Maneuver Description**
    1. The maneuver commences from the downwind, 90 KIAS, 500 ft AGL.
  1. When the intended point of landing is behind the aircraft at approximately the 5 or 7 o’clock position, commence a descending, accelerating turn by lower the nose and increasing power (approximately 60% MRGB Q).
  2. Arrive on the extended final approach course at 120 KIAS, 100 ft AGL with a minimum of 4000 ft (1.2 km) from the intended point of landing.
  3. At approximately 2750 - 3250 ft (0.8-1.0km) from the landing spot, commence a lovel speed change.
  4. Intercept a precision (steep) approach glideslope as referenced above in section
  5. Terminate the maneuver in a either a hover or no-hover landing.

Common Errors

  1. During the level speed change, failure to maintain 100 ft AGL (typically ballooning) due to poor coordination between reducing power and increasing nose attitude. This may result from making a pitch change prior to power reduction or an excessive pitch change during power reduction. Utilize the IVSI as an indicator of which direction the altitude is about to change and maintain it at zero during the level speed change.
20
Q

SCAS Failure

A

Procedure:

  1. A minimum altitude of 300ft AGL and airspeed less than 100 KIAS is required prior to initiating a SCAS failure in flight. (A SCAS failure may be initiated on the ground prior to takeoff. The collective must be full down.)
  2. The IP or PUI (if directed will diengage the SCAS via the cyclic SCAS release button. (IP shall announce “simulated” once the condition is recognized.)
  3. The PAC will execute appropriate emergency procedures.
  4. The PAC will fly a normal approach to the intended point of landing
  5. The maneuver may terminate in a hover or no-hover landing.
  6. once on deck the maneuver is complete and SCAS shall be reengaged.
21
Q

Tactical (RVL) Approach Profile

A
  1. 200-300’ HAZ begin decel to 80 KGS
  2. 1 KM, 80 KGS, 200-300’ HAZ transition to land
  3. .5 KM, 50 KGS, 100’ HAZ
  4. .3 KM, 30 KGS, 60’ HAZ (searchlight if required)
  5. .2 KM, 25 KGS, 50’ HAZ
  6. .1 KM, 10-15 KGS, 50’ HAZ come in to land
22
Q

20-30 Degree Dives Low Altitude

A
  1. Select BST via the cyclic weapons switch. ID target and input appropriate data into the TDC page (if applicable)
  2. Select desired run-in heading and maneuver the aircraft towards the targget at 100-130 KIAS, 2.2-2.0 km and less that 300’ HAT
  3. 1.8 Km from the target make a 10-30 degree cut away from the tarfet in order to maintain sight during the execution of the cyclic climb.
  4. 1.6 km for the target maneuver aircraft into a cyclic climb, approximately 20 degrees nose up maintaining Q in the pop.
  5. passing through 80 KIAS and 1.0-1.2 km from the target, reduce power and maneuver the nose onto the target.
  6. Stabilize the aircraft, and set dive torque (approximately 45%)
  7. Initiate pulloff (0.6-0.7) from the target (no closer than 0.3km)
23
Q

20-30 Degree Dives Medium Altitude

A
  1. Select BST via the cyclic weapons switch. ID target and input appropriate data into the TDC page.
  2. At approximately 3.0km and 1500’-2000’ HAT maneuver A/C towards target.
  3. At approximately 2.0km execute level speed change to arrive at no faster than 60KIAS by 1.5km.
  4. Maneuver the nose onto the target by 1.1km and set dive torque (approximately 45% MRGB Q)
  5. Initiate pulloff (0.6-0.7km) from the target (no closer than 0.3km)
24
Q

DECU Lockout (Simulator Only)

A
  1. Correctly analyze the emergency condition
  2. Maintain Np, Ng, MGT, and torque within limits.
  3. Place engine in lockout and set torque approximately 10 percent below governed engine tq
  4. Execute an approach (normal or slide on)

After landing, retuen the engine in lockout to normal decu governing as follows:

  1. Reduce throttle to flight idle.
  2. Cautiously roll the throttle up to full open to ensure normal governing is in effect.
25
Q

High Speed Low Level Autorotation

A
  1. Establish balanced flight, 120 KIAS and 200ft AGL (not less than 100’AGL) on the final approach course prior to commencing the maneuver.
  2. Reduce throttles to idle and apply coordinated aft cyclic with collective reduction to slow the helicopter and to maintain Nr within limits.
  3. At 80-90 KIAS and 75’ AGL, complete a normal practice autorotational approach.
26
Q

Fixed Pitch T/R

A

The IP wil place his feet on the pedals, fixing the pedal position to simulate a fixed pitch condition and identify the condition as simulated.

At no time will simulated fixed pitch tail rotor malfunctions be flown to touchdown in the aircraft. The aircraft shall not be allowed to descend below 10ft AGL, yaw beyond 30 degrees to the right or 70 degrees to the left from the direction of travel on final during the maneuver or during waveoff. Throttles shall not be manipulated in the aircraft.

  1. Initiate the maneuver above 300’ AGL and 45 KIAS by fixing the pedals in right/left/neutral position.
  2. Asses the fixed pitch condition by adjusting power to center the ball, and execute the appropriate T/R EP
  3. The downwind should be wider than normal.
  4. Maneuver through the turn to arrive on extended final with a minimum of 300’ AGL and at least 60 KIAS.
  5. On final, descend on a shallow glide slope at a slow descent rate (100-300 FPM) with enough straightaway to cross the approach end between 25-50’ AGL
  6. Adjust Airspeed and power to align the nose in the direction of landing while maintaining a slow descent rate (~100fpm) to simulate landing at 10’
27
Q

Simulated Single Engine Failure in Flight

A

Authorized under following conditions:

  1. Power available is sufficient for single-engine flight.
  2. A suitable landing area is accessible
  3. Minimum airspeed and altitude for initiating a single-engine failure is 80 KIAS and 300’ AGL
  4. Indicated MRGB TQ at the time of initiating the simulated emergency shall not exceed 60%
  5. Do not perform a single-engine waveoff. Increase both throttles to full open to waveoff.
  6. Throttles shall be full open by no laer than 100’ AGL and 70 KIAS during the final phase to landing. MRGB Q should be limited to OEI limits to simulate single engine power.
  7. Passing through 75’ AGL, continue to flatten the final approach glide path and attitude to arrive in a 5-7 ft air taxi.

​Abeam position: at 500’ AGL 90 KIAS

90 position: 300’ AGL 80 KIAS

arrive on windline with a shallow glideslope

UH-1Y (8 decks)

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