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UH60L > UH-60A/L CH5 > Flashcards

UH-60A/L CH5 Flashcards

1
Q

Exceeding Operational Limits

A

Any time an operational limit is exceeded, an appropriate entry shall be made on DA Form (2408-13-1). Entry shall state what limit or limits were exceeded, range, time beyond limits, and any additional data that would aid maintenance personnel in the maintenance action that may be required. The helicopter shall not be flown until corrective action is taken.

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2
Q

Instrument Marking Color Codes

A

RED markings indicate the limit above or below which continued operation is likely to cause damage or shorten component life.

Green markings indicate the safe or normal range of operation.

Yellow markings indicate the range when special attention should be given to the operation covered by the instrument.

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3
Q

Minimum Crew Requirements

A

The minimum crew required to fly the helicopter is (two) pilots

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4
Q

ROTOR START AND STOP LIMITS

A

Maximum wind velocity for rotor start or stop is (45) knots from any direction.

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5
Q

ROTOR SPEED LIMITATIONS

A

Power off (autorotation) rotor speeds up to (120%) RPM R are authorized for use by maintenance test flight pilots during autorotational RPM checks.

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6
Q

MAIN TRANSMISSION MODULE LIMITATIONS

A

Oil pressure should remain steady during steady state forward flight or in a level hover. Momentary fluctuations in oil pressure may occur during transient maneuvers (i.e. hovering in gusty wind conditions), or when flying with pitch attitudes above +6 degrees. These types of oil pressure fluctuations are acceptable, even when oil pressure drops into the yellow range (below 30psi). Oil pressure should remain steady and be in the (45) to (60) psi range to ensure that when fluctuations occur, they remain in the acceptable range defined above. If oil pressure is not steady during steady state forward flight or in a level hover, or if oil pressure is steady but under (45) psi, make an entry on DA Form 2408-13-1. Sudden pressure drop (more than (10) psi) without fluctuation requires entry in DA Form 2408-13-1.

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7
Q

ENGINE % RPM 1-2

Also known as NP1/NP2

A

TRANSIENT 91-95%
CONTINUOUS 95-101%
TRANSIENT 101-105%
12 SEC TRANSIENT 105-107%

AVOID OPERATIONS IN 20-40% AND 60-90% RANGE EXCEPT DURING START AND SHUTDOWN.

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8
Q

MAIN ROTOR % RPM R

Also known as NR

A

POWER ON

TRANSIENT 91-95%
CONTINUOUS 95-101%
TRANSIENT 101-107%

POWER OFF (AUTOROTATION)

NORMAL 90-105%
TRANSIENT 105-110%
MAXIMUM 110%

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9
Q

ENGINE Ng

A

CONTINUOUS 0-99%
30 MIN LIMIT 99-102%
12 SEC TRANSIENT 102-105%

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10
Q

ENGINE % TRQ

A

CONTINUOUS

DUAL-ENGINE
ABOVE 80 KIAS 0-100%
AT OR BELOW 80 KIAS 0-120%
SINGLE-ENGINE 0-135%

10 SEC TRANSIENT

DUAL-ENGINE
ABOVE 80 KIAS 100-144%
AT OR BELOW 80 KIAS 120-144%
SINGLE-ENGINE 135-144%

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11
Q

TURBINE GAS TEMPERATURE

TGT

A 
NORMAL                            0-810 C
30 MIN LIMIT                 810-851 C
10 MIN LIMIT                 851-878 C
START ABORT LIMIT            851 C
2.5 MIN TRANSIENT    878-903 C
12 SEC TRANSIENT     903-949 C
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12
Q

ENGINE OIL TEMPERATURE

A

CONTINUOUS -50 - 135 C

30 MIN LIMIT 135 - 150 C

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13
Q

ENGINE OIL PRESSURE

A

IDLE 22-26psi
NORMAL OPERATION 26-100psi
5 MIN LIMIT 100-120psi

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14
Q

MAIN TRANSMISSION OIL TEMPERATURE

A

CONTINUOUS -50 - 105 C

PRECAUTIONARY 105 - 140 C

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15
Q

MAIN TRANSMISSION OIL PRESSURE

A

IDLE AND TRANSIENT 20-30 psi
CONTINUOUS 30-65 psi
PRECAUTIONARY 65-130 psi

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16
Q

FUEL QUANTITY

A

NORMAL 200-1500 lbs

PRECAUTIONARY 0-200 lbs

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17
Q

Engine Starter Limits

A

a. The pneumatic starter is capable of making the number of consecutive start cycles listed below, when exposed to the environmental conditions specified, with an interval of at least 60 seconds between the completion of one cycle and the beginning of the next cycle. A starting cycle is the interval from start initiation and acceleration of the compressor, from zero rpm, to starter dropout. The 60 second delay between start attempts applies when the first attempt is aborted for any reason, and it applies regardless of the duration of the first attempt. If motoring is required for an emergency, the 60 second delay does not apply.
b. At ambient temperatures of (15 C) 59 F and below, (two) consecutive start cycles may be made, followed by a (3) minute rest period, followed by (two) additional consecutive start cycles. A (30) minute rest period is then required before any additional starts.
c. At ambient temperatures above (15 C) up to (52 C) 59 F up to 126 F, (two) consecutive start cycles may be made. A (30) minute rest period is then required before any additional start cycles.

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18
Q

PNEUMATIC SOURCE INLET LIMITS

A

The minimum ground-air source (pneumatic) required to start the helicopter engine is (40) psig and (30) ppm at (149 C) 300 F.

The maximum ground-air source to be applied to the helicopter is (50) psig at (249 C) 480F, measured at the external air connector on the fuselage.

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19
Q

ENGINE START LIMITS

A

Crossbleed starts shall not be attempted unless #1 ENG ANTI-ICE ON or #2 ENG ANTI-ICE ON advisory does not appear, and operating engine must be at (90% NG SPEED) or above and rotor speed at (100% RPM R).

When attempting single-engine starts at pressure altitudes above (14,000ft), press the start switch with the ENG POWER CONT lever OFF, until the maximum motoring speed (about 24% NG) is reached, before going to IDLE. Engine starts using APU source may be attempted when within the range of FAT and pressure altitude of Figure 5-4 in the -10.

CAUTION

Engine start attempts above pressure altitude of (701C, 701D/CC) 18,000ft or (700) 20,000ft could result in a Hot Start.

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20
Q

ENGINE OVERSPEED CHECK LIMITATIONS

A

Engine overspeed check in flight is (prohibited).

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21
Q

FUEL LIMITATIONS

A

Fuel boost pumps shall be (off) except as required by emergency procedures and the following limitations: Boost pumps shall be (on) when operating with (JP-4) or equivalent (as specified in Operators Manual):

(1) At (5000ft) pressure altitude and above;
(2) When operating in crossfeed with (JP-4) at any altitude.

CAUTION

Due to fuel volatility, when converting from JP-4 to JP-5/JP-8, three helicopter refueling operations must be completed before performing operations with fuel boost pumps off.

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22
Q

WEIGHT LIMITATIONS

A

HELICOPTER MAX WEIGHT
UH-60L (22,000lbs)

External lift missions above (22,000lbs) can only be flown with cargo hook loads above (8,000lbs) and up to (9,000lbs).

Maximum weight is further limited by cargo floor maximum capacity of (300lbs) per square foot. Refer to CH6.

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23
Q

STOWAGE PROVISIONS

A

Maximum capacity for each storage compartment is (125lbs).

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24
Q

CABIN CEILING TIEDOWN FITTINGS

A

The (four) cabin ceiling tiedown fittings have a limited load capability of (4,000lbs).

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25
Q

CARGO HOOK WEIGHT LIMITATION

A

The maximum weight that may be suspended from the cargo hook (P/N 70800-02503-111 or P/N 70800-02503-113) is (9000lbs).

26
Q

RESCUE HOIST WEIGHT LIMITATIONS

A

The maximum weight that may be suspended from the rescue hoist is (600lbs).

27
Q

AIRSPEED OPERATING LIMITS

Max Air Speed One Engine

A

Maximum airspeed for one engine inoperative is (130KIAS).

28
Q

AIRSPEED OPERATING LIMITS

Autorotation -/= 16,825lbs and > 16,825lbs

A

Maximum airspeed for autorotation at a gross weight of 16,825lbs or less is (150KIAS).

Maximum airspeed for autorotation at a gross weight of greater than 16,825lbs or more is (130KIAS).

29
Q

AIRSPEED OPERATING LIMITS

Hovering and Sideward/Rearward Flight

A

Hovering in winds greater than (45) knots (35) knots with external fuel tanks) from the sides or rear is prohibited.

Sideward/Rearward flight into the wind, when combined with windspeed, shall not exceed (45) knots (35) knots with external fuel tanks).

30
Q

AIRSPEED OPERATING LIMITS

SAS INOP and Hydraulic System INOP

A

SAS inoperative airspeed limits:

(1) One SAS inoperative - (170KIAS)
(2) Two SAS inoperative - (150KIAS)
(3) Two SAS inoperative in IMC - (140KIAS)

Hydraulic system inoperative limits:

(1) One hydraulic system inoperative - (170KIAS)
(2) Two hydraulic system inoperative - (150KIAS)
(3) Two hydraulic system inop in IMC - (140KIAS)

31
Q

AIRSPEED OPERATING LIMITS

Landing Light and Search Light

A

The landing light must be extended prior to reaching a maximum forward airspeed of (130KIAS). With landing light extended, airspeed is limited to (180KIAS).

The searchlight must be extended prior to reaching a maximum forward airspeed of (100KIAS). With searchlight extended, airspeed is limited to (180KIAS).

32
Q

AIRSPEED OPERATING LIMITS

EIBF Installed

A

With EIBF installed, Vne is limited to (184KIAS). With EIBF and external tanks installed, Vne is limited to (162KIAS).

33
Q

FLIGHT WITH CABIN DOOR(S)/WINDOW(S) OPEN

Soundproofing Installed

A

Cabin doors may be fully open up to (100KIAS) with soundproofing installed aft of station 379.

34
Q

FLIGHT WITH CABIN DOOR(S)/WINDOW(S) OPEN

Soundproofing Removed/Secured

A

Cabin doors may be fully open up to (145KIAS) with soundproofing removed aft of station (379) or with soundproofing secured properly.

35
Q

FLIGHT WITH CABIN DOOR(S)/WINDOW(S) OPEN

Cabin Doors

A

The doors will not be intentionally moved from the fully (open) or (closed) position in flight. The cabin doors may be opened or closed during hovering flight. The cabin doors must be closed or fully opened and latched before forward flight. Should the door inadvertently open in flight, it may be secured fully open or closed.

36
Q

FLIGHT WITH CABIN DOOR(S)/WINDOW(S) OPEN

Gunners’s or BAM Window

A

Gunner’s or BAM window(s) May be fully open up to (170KIAS).

BAM window(s) shall not be transitioned open or closed above (120KIAS).

37
Q

FLIGHT WITH CABIN DOOR(S)/WINDOW(S) OPEN

Sliding Windows and Cockpit Doors

A

Cockpit doors sliding windows will not be (opened) or (closed) during flight except during (hover).

Flight with cockpit door(s) removed is (prohibited).

Flight with cabin door(s) (open) is not authorized with volcano installed.

38
Q

AIRSPEED LIMITATIONS FOLLOWING FAILURE OF THE AUTOMATIC STABILATOR CONTROL SYSTEM

(Manual Control Available)

A

(1) The stabilator shall be set full down at speeds (40KIAS) and below.
(2) The stabilator shall be set at 0 degrees at speeds above (40KIAS).
(3) Autorotation airspeed shall be limited to (120KIAS) at all gross weights.

39
Q

AIRSPEED LIMITATIONS FOLLOWING FAILURE OF THE AUTOMATIC STABILATOR CONTROL SYSTEM

(Manual Control NOT Available)

A

Manual control not available.
The placard airspeed limits shall be observed as not-to-exceed speed (powered flight and autorotation), except in no case shall the autorotation limit exceed (120KIAS).

40
Q

PROHIBITED MANEUVERS

A

Hovering turns greater than (30 degrees) per second are prohibited.

Intentional maneuvers beyond pitch attitudes of (+/- 30 degrees) pitch or over (60 degrees) roll are prohibited.

Simultaneously moving of both ENG POWER CONT levers to (IDLE) or (OFF) (throttle chop) in flight is prohibited.

41
Q

Manual Operation of the Stabilator

A

Manual operation of the stabilator in flight is (prohibited) except as required by (formal) training and maintenance test flight requirements or as alternate stabilator control in case the AUTO mode malfunctions.

42
Q

Downwind Hovering

A

Prolonged rearward flight and downwind hovering are to be (avoided) to prevent accumulation of exhaust fumes in the helicopter and heat damage to windows on open cargo doors.

43
Q

High-Speed Yaw Maneuver Limitation

A

Above (80KIAS) avoid abrupt, full pedal inputs to prevent excess tail rotor system loading.

44
Q

Limitations for Maneuvering With Sling Loads

A

Maneuvering limitations with a sling load are limited to a maximum (30 degrees) angle of bank in forward flight. Side flight is limited by bank angle and is decreased as airspeed increases. Rearward flight with sling load is limited to (35 knots).

45
Q

Limitations for Maneuvering With Rescue Hoist Loads

A

Maneuvering limitations with a rescue hoist load are limited to a maximum of (30 degrees) angle of bank in forward flight. Side flight is limited by bank angle and is decreased as airspeed is increased. Rearward flight with hoist load is limited to (35 knots). Rate of decent is limited to (1000) feet-per-minute.

46
Q

Bank Angle Limitations

A

Bank angles shall be limited to (30 degrees) when a PRI SERVO PRESS caution appears.

47
Q

LANDING GEAR LIMITATIONS

A

Do not exceed a touchdown sink rate of (540 FPM) on level terrain and (360 FPM) on slopes with gross weights of up to 16,825lbs; above 16,825lbs gross weight do not exceed (300FPM) on level terrain and (180FPM) on slopes.

48
Q

LANDING SPEED LIMITATIONS

A

Maximum forward touchdown speed is limited to (60 knots) ground speed on level terrain.

49
Q

SLOPE LANDING LIMITATIONS

A

(15 degrees) nose-up, right wheel or left wheel upslope. The slope limitations shall be further reduced by (2 degrees) for every (5 knots) of wind. (6 degrees) nose down slope. Landing in down slope conditions with tail winds greater than (15 knots) shall not be conducted.

NOTE
Because of the flat profile of the main transmission and forward location of both transmission oil pumps, transmission oil pressure will drop during nose-up slope operations. At a slope angle of (10 degrees), an indicated oil pressure of (30 to 35) psi is normal; and at a (15 degree) slope angle, a pressure in the range of (10 to 15) psi is normal due to pitching of the helicopter.

NOTE
The low fuel pressure light(s) may intermittently light when the helicopter returns to a neutral or positive attitude after extended operation at nose down attitudes with fuel boost pumps off. This may also occur during a climb to high altitude followed by a pitch up maneuver. If the light extinguishes immediately, no action is required by the pilot.

CAUTION
When performing slope landings with external fuel tanks, ensure tank to ground clearance.

50
Q

FLIGHT IN ICING CONDITIONS

A

Acronym IWEEP

(1) Insulated Ambient Air Sensing Tube
(2) Windshield Anti-ice
(3) Engine Anti-Ice
(4) Engine Inlet Anti-ice Modulating Valve
(5) Pitot Heat

For flight into moderate icing conditions, all equipment in paragraph 5.28 b. and blade deice kit must be installed, operational, and turned on. Flight into heavy or severe icing is prohibited.

NOTE
The ice detecting system is calibrated for (100 KIAS). When flying at airspeeds above (100 KIAS), the ice rate meter will indicate higher LWC than the actual condition.

NOTE
Helicopters equipped with blades coated with Advanced Erosion Protection Coating (HONTEK) are authorized for flight into icing conditions.

51
Q

ENGINE AND ENGINE INLET ANTI-ICE LIMITATIONS

A

At engine power levels of (10% TRQ) per engine and below, full anti-ice capability cannot be provided, to due engine bleed limitations. Avoid operation under conditions of extreme low power requirements such as high rate of descent (1900 FPM or greater), or ground operation below (100% RPM R), during icing conditions.

The cabin heating system should be turned (off) before initiating a high rate of descent.

52
Q

BACKUP HYDRAULIC PUMP HOT WEATHER LIMITATIONS (Rotor Static)

A

FAT OPERATING COOLDOWN
(time min) (pump off mins)

(-54 - 32C) (Unlimited) (—————)
-65 - 90F

(33 - 38C) (24) (72)
91 - 100F

(39 - 52C) (16) (48)
102 - 126F

53
Q

APU OPERATING LIMITATIONS

A

To prevent the APU overheating, APU operation at ambient temperature of (43C)109F and above with engine and rotor operating, is limited to (30 mins). With engine and rotor not operating, the APU may be operated continuously up to an ambient temperature of (51C)124F.

54
Q

WINDSHIELD ANTI-ICE LIMITATIONS

A

Windshield anti-ice check shall not be done when FAT is over (27C)80F.

55
Q

UES Temperature Limits W/EIBF Installed

A

During forward flight with both UES and EIBF Installed, if the No. 1 ENG POWER CONT is pulled back from FLY for more than (2mins) and the OAT is greater than (20C), the No. 1 engine history counter, No. 1 engine ignition exciter, and No. 1 engine yellow wire harness can exceed their operating temperatures as specified in the engine model specification. This could cause a failure in the history counter. A failure in the ignition exciter could result in the loss of engine relight capability. Damage to the yellow wire harness could result in the loss of TGT signal. If this condition is encountered, the pilot shall make an entry in the aircraft logbook, and the affected components shall be inspected and replaced as necessary.

NOTE
When simulating single engine operation with both UES and EIBF Installed, always pull back the No. 2 engine to avoid overheating the No. 1 engine components.

56
Q

UES Temperature Limits W/EIBF Installed

A

With both UES and EIBF Installed, do not hover in winds coming from the right side (90) degrees off the nose for more than (5mins). Under these conditions, the No. 1 engine overspeed drain valve (ODV) may potentially exceed its operating temperature causing external leaks through the ODV. If this condition is encountered, the pilot shall make an entry in the aircraft logbook, and the affected components shall be inspected and replaced as necessary.

NOTE
When simulating single engine operation with both UES and EIBF Installed, always pull back the No. 2 engine to avoid overheating the No. 1 engine components.

57
Q

UES Temperature Limits W/EIBF Installed

A

If single engine operation is required with the No. 2 engine operating, both UES and EIBF Installed, and OAT above (45C), the No. 2 engine DEC/EDECU and No. 2 engine anti-ice start bleed valve (AISBV) May exceed their component limiting temperature. This may cause the DEC/EDECU to fail to the high side and the AISBV to fail open. If this condition is encountered, inspect the temperature label on the DEC/EDECU on post flight and indications of temperature exceedence. If a temperature exceedence is evident, the pilot shall make an entry in the aircraft logbook, and the affected components shall be inspected and replaced as necessary.

NOTE
When simulating single engine operation with both UES and EIBF Installed, always pull back the No. 2 engine to avoid overheating the No. 1 engine components.

58
Q

TURBULENCE AND THUNDERSTORM OPERATIONS

A

Intentional flight into (severe) turbulence is prohibited.

Intentional flight into (thunderstorms) is prohibited.

59
Q

JETTISON LIMITS

A

The jettisoning of fuel tanks in other than an emergency is (prohibited).

The recommended external fuel tank jettison envelope is shown in Table 5-1 of the -10.

Jettisoning with the Volcano Installed, if necessary, shall be accomplished at airspeeds not to exceed (100KIAS) and rates of descent not to exceed (500FPM).

60
Q

M240H GUN WITH EXTERNAL TANKS KIT INSTALLED

A

Use of the M240H gun is (prohibited) when external tanks are installed on the outboard vertical stores pylons, unless the external tanks (pintle mount stop) is Installed.

Use of the M240H gun is (prohibited) when external tanks are installed on the (inboard) vertical stores pylon.

61
Q

GUST LOCK LIMITATIONS

A

Duel-engine operation with the gust lock engaged is (prohibited).

Single-engine operation with gust lock engaged will be performed by authorized pilot(s) at (IDLE) only.

Gust lock shall not be (disengaged) with engine running.

CAUTION
UES- Damage to main rotor blades will occur if blades are positioned over Upturned Exhaust System (UES) during engine start. Prior to starting engines, ensure main rotor blades are aligned with the aircraft centerline +/- 20 degrees.

WARNING
Before engine operations can be performed with the gust lock engaged, all main rotor tie downs shall be removed.

62
Q

USE OF AN/ASN-128B DOPPLER/GPS RADIO

A

The AN/ASN-128B (shall not) be used as the primary source of navigation information for Instrument Flight Rule (IFR) operations in controlled airspace. Use of GPS landing mode of CIS is (prohibited) under IMC.

UH60L (11 decks)

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