Q1. Explain the Following Symbols

Q1. Explain the following symbols: a. N Applies only to night flight b. I Applies only to instrument flight c. O If installed d.  Responsibility of pilot not on controls e.  An operational check is required f. * Performance of step is mandatory for all thru flights

Reference: -10, Para. 8.5

Q2. The central display unit (CDU), and the pilot display units (PDU) contain photocells that automatically ______of the indicators with respect to ambient light. A2. Adjust lighting

Reference: -10, Para. 2.10.3

Q3. What Instruments are displayed on the CDU? A3. The CDU contains instruments that display fuel quantity, transmission oil temperature and pressure, engine oil temperature and pressure, turbine gas temperature (TGT) and gas generator speed (Ng) readings.

Reference: -10, Para 2.10.4

Q4. During pre-flight, you get fuel and oil on your hands. According to the –10, is this a problem? A4. Turbine fuels and lubricating oils contain additives that are poisonous and readily absorbed through the skin. Do not allow them to remain on skin longer than necessary.

Reference: -10, pg. a, WARNING, “Handling Fuel and Oil

Q5. Describe how the words Shall, Should and May are used in the –10. A5. Within this technical manual the word “shall” is used to indicate a mandatory requirement. The word “should” is used to indicate a non-mandatory but preferred method of accomplishment. The word may is used to indicate an acceptable method of accomplishment.

Reference: -10, Para 1.14

Q6. In addition to the crew chief and gunner seats, how many troop seats may be installed? A6. 12

Reference: -10, Para 2.13

Q7. What are the four sections of the engine? A7. Cold Section Module, Hot section Module, Power Turbine Section Module and Accessory Section Module.

Reference: -10, Para. 2.18.1-2.18.4

Q8. How many chip detectors are in the engine? Do engine chip detectors have fuzz burn? If not, why not? A8. Each engine has a single chip detector. It does not have fuzz burn due to engine oil filter removing particle sizes down to 3 microns. New oil has no particles larger than 7 microns, therefore fuzz burn is not required.

Reference: -10 Para 2.28.4, Academic Handout #4743 page D-37, GE engineering data

Q9. List the functions of the ECU. A9. The ECU has 6 functions: ECU – controls electrical functions of engines and transmits operation info to cockpit. 1. Trims the HMU output through the TQ motor determined by: a. Isochronous Np Governing-ECU will maintain Np reference set b. TGT Limiting (837-849C). Except during start, compressor stalls, or during ECU Lockout. c. Np reference , set by pilot. (INCR/DECR from 96-100%)) 2. Over-speed Protection. Switches close when Np reaches 1061% and open when Np is below 1061% 3. Signals to cockpit for Np, TGT, and Torque. 4. Sends signals to the history record.

Reference: UH-60 Blackhawk Study Sheet

Q10. To what does the engine alternator supply power? A10. The engine alternator supplies ac power to the ignition exciter and ECU. It also supplies a signal to the Ng SPEED cockpit indicator. All essential engine functions are supplied by the alternator.

Reference: -10, pg. 2.30, Para. 2.20.1

Q11. If there is a complete engine alternator failure, will you have Np over-speed protection? Why? A11. Yes, the Np overspeed switch in the ECU has an alternate power source from the #1 and #2 AC Primary Bus.

Reference: -10,Para. 2.30.1.d

Q12. What are the indications of a complete engine alternator failure? A12. A complete loss of engine alternator power results in affected engine increasing to maximum power (high side) with a loss of cockpit indications of % RPM 1 or 2, % TRQ, and Ng SPEED; and an ENG OUT warning and audio will occur. Over-speed protection is still available.

Reference: -10, Para. 2.20.1 c.

///////////////////////////////////////////////////////////////////////////////////////

Q1. What are the indications of a complete engine high-speed shaft failure? A1. Failure of the shaft may be complete or partial. A partial failure may be characterized at first by nothing more than a lour high-speed rattle and vibration coming from the engine area. A Complete failure will be accompanied by a loud bang that will result in a sudden % TRQ decrease to zero on the affected engine. % RPM of affected engine will increase until over-speed system is activated.

Q2. Under what conditions will TGT limiting not prevent an over-temperature? A2. An over-temperature caused by compressor stall, during engine starts and when the engine is operated in LOCKOUT (Paragraph 9.3e).

Reference: -10, Para. 2.30.1 c.

Q3. What does the LOW ROTOR RPM warning on the master warning panel indicate? What does the #1 or #2 ENG OUT warning indicate? A3. LOW ROTOR WARNING: Rotor rpm drops below 96% RPM R #1 ENG OUT WARNING: No.1 engine Ng SPEED is below 55%. #2 ENG OUT WARNING: No.2 engine Ng SPEED is below 55%.

Reference: -10, TABLE 2-3

Q4. What indications during engine start will require the pilot to perform an EMER ENG SHUTDOWN? A4. a. If any of the emergency shutdown criteria/indications occur, abort the start. (1) No TGT TEMP increase (light off) within 45 seconds. (2) No ENG OIL PRESS within 45 seconds. (3) No % RPM 1 or 2 or % RPM R within 45 seconds. (4) ENGINE STARTER caution disappears before reaching 52% Ng SPEED (5) TGT TEMP reaches 850C before idle is attained (63% Ng SPEED).

Reference: -10, Para. 8.20 6a(1-5)

Q5. If the #1 or #2 ENGINE STARTER caution remains after 65% Ng, what would your actions be?

A5. (1) ENG POWER CONT lever - Pull Out. If caution light remains on (2) APU CONTR switch - OFF or engine air source remove as required.

Reference: -10, 8.20.6 f. (1) & (2)

Q6. After engine shutdown, the #2 TGT rises above 538C. What are your actions? A6. If TGT TEMP rises above 538C: a. Start button- Press b. ENG POWER CONT lever(s) - Pull after TGT TEMP is below 538C.

Reference: -10, Para. 8.31.30 (a & b)

Q7. What components make inputs into the HMU?

A7. The HMU meters required fuel to the engine as a function of Ng (compressor speed), T2 (compressor inlet temperature), P3 (compressor discharge pressure), and trimming signals from the ECU, plus inputs from the Power Available Spindle (PAS) AND Load Demand Spindle (LDS).

Reference: Flight Line Supplement p14

Q8. List the functions of the HMU? A8. The HMU has 9 functions: PMCANVITO Pumps fuel – at high pressure, Ng driven vane pump Meters fuel – to POU in response in response to PAS, LDS, torque motor from the ECU, and engine variables. Collective Pitch Compensation - through LDS (increase/decrease fuel flow via collective movement). When the collective is moved, Ng is reset for immediate Np response. Acceleration/Deceleration fuel flow limiting - limits metering valve movement rate, which prevents compressor stalls, engine damage, or flame out. Ng limiting and Ng shutdown - (max Ng @ 103%, shutdown @ 110%) limits max torque available under low temperature conditions. Variable Geometry positioning - (IGV, variable vanes and AISBV) Positioning of the inlet guide vanes for optimum performance. ECU lockout – PAS Override and Control with ECU inoperative allows pilot to mechanically bypass torque motor inputs. Torque Motor to Trim Ng Output (Ng Governor) to fine tune engine output (ECU/HMU interface). Can be overridden in ECU lockout. Opens Vapor Vent for manual HMU priming, to remove air from HMU. (PCL in lockout position opens an HMU case vent, allows pilot to purge fuel system using prime boost, or submerged boost pump)

Reference: Academic Handout and UH-60 Blackhawk Study Sheet combined

Q9. What constitutes a Torque Split? A9. When the difference in torque between the two engines is greater than ± 5%.

Reference: Academic Handout and Table 4-1. UH-60A/L Master Mode Symbology Display (HUD) (Cont) No.23

Q10. What are the functions of the POU? MOPS A10. 1. Main fuel sequencing for engine starting and operation 2. Over-speed (Np) protection when activated from the overspeed circuit in the ECU at 106 +\- 1%. 3. Purges start fuel manifold and nozzles during engine start (after 3 seconds) and main fuel manifold and nozzles on shutdown to prevent coking. 4. Start fuel sequencing for engine start.

Reference: -10, Para. 2.21.4.1, Flight Line Supplement page 18, and UH-60 Blackhawk Study Sheet combined

//////////////////////////////////////////////////////////////////////////////////

Q1. The ______provides control mixing functions which ______inherent control coupling. A1. The mechanical mixing unit provides control mixing functions which reduces inherent control coupling.

References: -10, Para. 2.36.3

Q2. Where is the switch located that controls the boost servo shut off valve? A2. The collective and yaw boost servos are turned on and off by pressing the switch marked BOOST on the Auto Flight Control panel.

Q3. List the switches on the cyclic that control TRIM. A3. Each cyclic stick grip has a switch marked STICK TRIM FWD, L, R, and AFT, and a trim release switch marked TRIM REL.

Reference: -10, Para. 2.36.1 and Fig 2-14

Q4. Why can’t both stages of the primary servos be shut off at the same time using the Pilot’s and Co-pilot’s SVO OFF switches? A4. Electrical interlocks prevent both flight control servos from being turned off at the same time.

Q5. The collective and yaw boost servos are provided to ______cockpit control forces. A5. The collective and yaw boost servos are provided to reduce cockpit control forces.

Reference: TM -10, Para. 2.37.6

Q6. What caution will appear if a tail rotor cable breaks? A6. The tail rotor quadrant contains micro switches to activate the TAIL ROTOR QUADRANT caution if a tail rotor cable breaks.

Q7. What are the four mechanical mixes provided by the mixing unit? For what do the individual mixes compensate? A7. Collective to Pitch: Compensates for the effects of changes in the rotor down wash on the stabilator caused by collective pitch changes. The mixing unit provides forward input to the main rotor as collective is increased and aft input as the collective in decreased. Collective to Roll: Compensates for the rolling moments and translating tendency caused by changes in tail rotor thrust. The mixing unit provides left lateral input to the main rotor system as collective is increased, and right lateral input as collective is decreased. Collective to Yaw: Compensates for changes in torque effect caused by changes in collective position. The mixing unit increases tail rotor pitch as collective is increased and decreases tail rotor pitch as collective is decreased. Yaw to Pitch: Compensates for the changes in the vertical thrust component of the canted tail rotor as the tail rotor pitch is changed. The mixing unit provides aft input to the main rotor system, as tail rotor pitch is increased and forward input as tail rotor pitch is decreased.

References: -10, Para. 2.36.3

///////////////////////////////////////////////////////////////////////////////////////////////////////////

Q1. Explain the electrical interlock feature of the primary servos.

A1. When the SVO OFF switch is moved to 1st or 2nd STG position, that stage of the primary servos is turned off. When the SVO OFF switch is moved to the 1st STG, the first stage of the primary servos is turned off. A malfunction of the second stage will cause the first stage to automatically turn back on in case the backup system does not take over the function of the failed second stage. If the second stage is initially turned off, the sequence is reversed.

Reference: Flight Line Supplement, page 1.

Q2. The UH-60 has complete redundancy in its hydraulic system. How is this accomplished? A2. The backup pump providing hydraulic pressure to both the #1 and/or #2 systems if one or both pumps fail accomplishes complete redundancy.

Q3. What can the backup pump pressurize?

A3. The backup pump supplies emergency pressure to the #1 and #2 hydraulic systems, the 2nd stage tail rotor servo and recharges the APU accumulator.

References: TM 1-1520-237-10, pg. 2-50, Para. 2.41.3

Q4. Can a leak in the APU accumulator be isolated? Explain.?

A4. Yes. If the flow rate through the utility module to the APU accumulator exceeds 1½ gpm, a velocity fuse shuts off fluid flow to the APU.

Reference: TM 1-1520-237-10, pg. 2-53, Para. 2.42.3

Q5. What is the purpose of the internal depressurization valve on the Back-up Pump?

A5. An internal depressurization valve in the backup pump module reduces output pressure (3000 to 700 psi) of the pump upon start up of the electric motor. This valve unloads the electric motor by reducing torque requirement at low RPM. After about .5 second when the main generator is operating (4 seconds when operating from the APU generator or external power), the valve closes and 3000 psi pressure is supplied to the hydraulic system. This sequence reduces the current demand during backup system start up.

Reference: TM 1-1520-237-10, pg. 2-50, Para. 2.41.3

Q6. What is the caution that is associated with the #1 Generator and the Back-up pump circuit breaker? CAUTION

A6. Whenever the #1 ac generator is inoperative and the BACKUP PUMP PWR circuit breaker is out for any reason, ac power must be shut off before resetting BACKUP PUMP PWR circuit breaker. Otherwise, it is possible to damage the current limiters.

Reference: TM 1-1520-237-10, pg. 2-50, Para. 2.41.3 Caution

Q7. What does the #1 Hydraulic pump pressurize?

A7. First stage primary servos and the first stage of the tail rotor servo. References: TM 1-1520-237-10, pg. 2-49, Para. 2.41.1

////////////////////////////////////////////////////////////////////////////////////// Q1. What does the #2 Hydraulic pump pressurize? A1. Second stage primary servos, and the pilot assist servos.

References: TM 1-1520-237-10, pg. 2-50, Para. 2.41.2

Q2. In flight the MASTER CAUTION appears with the #1 HYD PUMP, #1 PRI SERVO PRESS and #1 TAIL ROTOR SERVO cautions appearing. a. What has happened? a. The #1 hydraulic pump has failed, and the backup pump has failed to automatically come on. b. What are your required actions? A2. b. 1. Airspeed - Adjust to a comfortable airspeed. 2. BACKUP HYD PUMP switch - ON If the BACKUP PUMP ON advisory still does not appear: (Skip step 3) 3. FPS and BOOST switches – Off (for #2 HYD PUMP caution) 4. LAND AS SOON AS POSSIBLE

If the BACKUP PUMP ON advisory appears: 1. TAIL SERVO switch - BACKUP; then NORMAL. 2. LAND AS SOON AS PRACTICABLE. c. What are the associated operating imitations/restrictions? One hydraulic system inoperative - 170 KIAS. Two hydraulic systems inoperative - 150 KIAS Two hydraulic systems inoperative in IMC - 140 KIAS. Bank angles shall be limited to 30° when a PRI SERVO PRESS caution appears.

Q3. During a mission, your aircraft develops a leak in the #1 hydraulic system. a. What is the sequence of events that Leak detection/Isolation will follow? b. What are your required actions? c. What are the associated operating imitations/restrictions? A3. Assume that the leak is in the #1 primary servo and use the references below to discuss each step of LDI, the associated limitations, and emergency procedures.

Reference: TM 1-1520-237-10, pg. 2-51, FIGURE 2-16, pg. 5-13, Para. 5.19, pg. 9-17, Para. 9.27.6

A4. Assume the leak is in the #2 primary servo and use the references below to discuss each step of LDI, the associated limitations, and emergency procedures.

Reference: TM 1-1520-237-10, pg. 2-51, FIGURE 2-16, pg. 5-13, Para. 5.19, pg. 9-17, Para. 9.27. Q5. In flight, the APU ACCUM LOW and BACKUP PUMP ON Advisories illuminate. You have not started, or tried to start the APU. a. What has happened? b. If the APU accumulator is leaking hydraulic fluid, could you expect the BACKUP PUMP ON Advisory to disappear? c. What are your required actions? d. What are the associated operating limitations/restrictions? A5 a. The APU accumulator has lost pressure (below 2600 psi), which automatically brought on the backup pump. The APU could have lost pressure due to a seal failure, leak, etc. A b. If the flow rate from the backup pump is less than 1.5 GPM, then we could expect the backup hydraulic pump to lose fluid, bringing on the BACKUP RSVR LOW Caution. The BACKUP PUMP ON Advisory would eventually disappear. If the flow rate exceeded 1.5 GPM, then the velocity fuse (in the utility module) would shut off the fluid flow, and the BACKUP PUMP ON Advisory would stay on. We would not be able to turn off the backup pump in flight (it would stay on continuously). A5c. No pilot actions in flight. See “d” for shutdown considerations. Write up the conditions on the DA FORM 2408-13-1. A5.d. No operating limitations/restrictions on the backup pump as long as the rotor system is not static. Depending on the extent of pressure loss from the APU accumulator, the ability to start the APU may not exist. You would have to use external power, or shutdown without AC power.

Q1. When is the pitch boost servo pressurized? A1. Activating either SAS 1 or SAS 2 turns on the pitch boost servo.

Q2. The four basic subsystems of the AFCS are: A2. Stabilator, SAS trim systems, and FPS.

Q3.Name and discuss the five functions of the stabilator. A3.Streamline: Align stabilator with main rotor downwash in low speed flight to minimize nose-up attitude resulting from downwash. Collective Coupling: Provide collective coupling to minimize pitch attitude excursions due to collective inputs from the pilot. This is automatically phased in at 30 KIAS. Angle of Incidence: Decrease angle of incidence with increased airspeed to improve static stability. Sideslip to Pitch: To reduce susceptibility to gust. When the helicopter is out of trim in a slip or skid, pitch excursions are also induced because of the main rotor downwash on the stabilator and the tail rotor effectiveness due to increased or decreased induce flow. Pitch Rate Feedback: To improve dynamic stability due to sudden changes in pitch excursions during gusty wind conditions

Q4. What is the WARNING associated with the stabilator during takeoff? A4. WARNING

If the stabilator has not begun trailing edge up movement by 30 to 50 KIAS and manual control is not available, do not exceed placard KIAS limits or longitudinal control may be lost.

Q5. What does SAS provide? A5. The SAS enhances dynamic stability in the pitch, roll and yaw axes. In addition, both SAS 1 and SAS 2 enhance turn coordination by deriving commands from lateral accelerometers which together with roll rate signals are sent to their respective yaw channels automatically at airspeeds greater than 60 knots.

Q6. What are the indications of a SAS 2 failure? A6. In case of a malfunction of the SAS 2 function, the input will normally be removed from the actuator and the SAS 2 failure advisory light on the AUTO FLIGHT CONTROL panel will go on. If the malfunction is of an intermittent nature, the indication can be cleared by simultaneously pressing POWER ON/RESET switches. If the malfunction is continuous, SAS 2 should be turned off.

Q1.Individually what does the illumination of the following Cautions indicate? A1.TRIM FAIL: Indicates that yaw, roll, or pitch trim actuators are not responding accurately to computer signals. FLT PATH STAB: Indicates that FPS is inoperative in one or more axis. SAS OFF: Hydraulic pressure supplied to the SAS actuators is below 2000 psi. STABILATOR: Stabilator system is turned on but is in the manual mode.

Q2.Failure of components within the flight control system may be indicated through varying degrees of feedback, binding, resistance, or sloppiness. For what should these conditions not be mistaken? A2. Malfunction of the AFCS.

Q3.If a FLT PATH STAB caution appears and the airspeed fault advisory light illuminates, why is continued flight above 70 KIAS not recommended with the stabilator in the AUTO MODE? A3.If the airspeed failure advisory light is illuminated, continued flight above 70 KIAS with the stabilator in the AUTO MODE is unsafe since a loss of the airspeed signal from the remaining airspeed sensor would result in the stabilator slewing full down.

Q4.Describe the various methods to enter a coordinated turn using the TRIM/FPS system.

A4.a. Changing the reference roll attitude by pressing the stick TRIM switch in the desired lateral direction. b. Pressing TRIM REL on the cyclic grip and establishing the desired bank angle with the feet off the pedal switches. c. Exerting a lateral force on the cyclic stick to achieve the desired bank angle, and then neutralizing the force with the trim switch. d. Keeping a lateral force on the cyclic stick for the duration of the turn.

Q5.What are the components of the Collective to Airspeed to Yaw electronic coupling? A5.SAS/FPS computer, yaw trim actuator, A/S signals, and collective position transducers.

Q6.Beyond 100 kts, there is no electronic coupling being incorporated due to the capacity of the cambered fin and tail rotor to compensate for torque effect.

Q7. Name and discuss the functions of Trim and FPS.

A7. The Trim/FPS System provides control positioning and force gradient functions as well as basic autopilot functions with FPS engaged. Trim: When the TRIM is engaged on the AUTO FLIGHT CONTROL panel, the pitch, roll, and yaw trim systems are activated to maintain position of the cyclic and tail rotor controls. Proper operation of the yaw trim requires that the BOOST be on. FPS: IAS less than 60 AXIS IAS more than 60 Pitch attitude hold PITCH Pitch att hold / A/S hold Roll attitude hold ROLL Roll attitude hold Heading hold YAW Hdg hold or turn Coord

Q1. Explain how the electrical power priority feature utilizes available electrical power sources. A1. An electrical power priority feature allows either the #1 or the #2 main generator to automatically supersede the APU generator, which in turn automatically supersedes external power. A 24V battery provides backup DC power.

Q2. What does a #1 or #2 GEN BRG Caution indicate? What are your actions? A2. a) Indicates a failed or worn main bearing. The auxiliary bearing will allow 10 additional hours of operation after the Caution illuminates. b) Note: When the GEN BRG Caution remains on for more than 1 minute, make an entry on the DA Form 2408-13-1.

Q3. With only the APU generator power, what restrictions apply? A3. The APU generator is capable of supplying all flight essential AC and DC bus loads. In addition, the APU generator can supply power to the blade de-ice system (when installed), if one main generator should fail. Should a second generator fail, the blade de-ice load will be dropped and the APU generator will power the remaining AC bus loads. Note: If the APU is the sole source of AC generated power, all equipment may be operated except that when the backup pump is on, the windshield anti-ice is prevented from being used. Q4. Using only the battery, what communication radios, navigational equipment, instrumentation, and lights will be operational? A4. Communication Radios: FM #1 and UHF (transmit/ receive plain and secure), VOR/ILS for audio reception only, no navigation information is derived from it, ICS. Navigational Equipment: Magnetic compass and the eight-day clock (non-digital). Instrumentation: Pitot/static instruments (airspeed indicators, barometric altimeter, and vertical speed indicator), and the pilot’s turn rate indicator. Lights: Search light, cockpit utility lights, cockpit floodlights, and the maintenance light.

Q5. When only battery power is available, the battery life is about by day, by night for a battery at charged. (Note: answer both NICAD, and SLAB) A5. NICAD: 22 minutes day, 14 minutes night at 80% charged. SLAB: 38 minutes day and 24 minutes night at 80% charged.

What does the illumination of the BATT LOW CHARGE Caution indicate for a SLAB battery? A6. BATT LOW with SLAB means that the battery charge has dropped below 23 volts.

How many APU starts can the battery provide at 35 % charge? A7. Two.

The #1 and #2 generator control units continuously monitor and regulate generator AC output to provide what functions? A8. The functions provided are voltage regulation, over-voltage protection, under-voltage protection, feeder fault protection, and under-frequency protection.

Q1. How many infrared detectors are there? When will the FIRE Warning disappear after detecting a fire? A1. 5 total, 2 in each engine compartment and 1 in the APU compartment. When there is no longer an infrared radiation source. Q2. During APU start, the APU Fire Extinguisher Arming Lever (T-Handle) illuminates. With battery power only, will you discharge the main or the reserve fire extinguisher? What if you were trying to fight a fire in the #1 or #2 engine area with only battery power? A2. APU: Reserve fire extinguisher with only DC power applied (battery power). #1 Engine: Reserve fire extinguisher with only DC power applied. #2 Engine: No fire fighting capability with only DC power applied. Q3. There is a red, circular visual indicator on the right side of the aircraft associated with the fire extinguishing system. If ruptured, what would this indicate? A3. A thermal discharge may have occurred. One or both containers are empty. Q4. Describe operation of the crash actuated fire-extinguishing system. A4. In the event of a crash of 10 Gs or more, an omni-directional inertia switch will activate and fire both bottles into the engine compartments. Q5. What does a LFT PITOT HEAT Caution indicate? A5. If a heating element fails (2 elements per tube), the current sensor will detect no current flow, and turn on the Caution for that pitot tube. Indicates left pitot tube heater element is not receiving power with PITOT HEAT switch on. Q6. What is the CAUTION associated with the windshield anti-ice system? A6. Continued use of faulty windshield anti-ice systems may result in structural damage (delaminating and/or cracking) to the windshield. Do not allow ice to accumulate on the windshield, as ice shedding can cause engine FOD. Q7. What are the functions of the weight on wheels switch? A7. WOW switch function:

ON GROUND IN FLIGHT Backup Pump Automatic OperationDisabled Enabled (Except when APU accumulator is low) Hydraulic Leak Test System Enabled Disabled Backup Pump Thermal Switch Enabled Disabled Low % RPM R Audio Warning Disabled Enabled SAS/FPS Computer Degraded Enabled Generator Underfrequency Protection Enabled Disabled IFF Mode 4 Operation Disabled Auto. Zeroize Enabled Auto. Zeroize External Stores Jettison Disabled Enabled AUX FUEL INCR/DECR Switch Enabled Disabled 5 minute delay before continuous Enabled Disabled BIT (CBIT) monitors attitude sensor after AFMP power up AFMP Power up BIT Enabled Disabled (PBIT) and Initiated BIT (IBIT) Q8. What are the minimum parking requirements for the UH-60? A8. Tail wheel locked, parking brake set, landing gear chocked, gust lock engaged.

Q1. Describe the flow of fuel from the fuel cell to the fuel nozzles when performing the first start of the day for the #1 engine. A1. Fuel is sent from the #2 fuel cell through the cross feed line to the #1 fuel selector valve. It passes through the firewall to the engine driven fuel pump, the fuel filter, the HMU, the liquid-to-liquid cooler, to the POU, then to the start and/or main fuel nozzles. Q2. What are the primary and alternate fuels for the UH-60? Are there any notes associated with the use of these fuels? A2. a) Primary: Grade JP-8, (NATO Code F-34), Commercial Jet A-1. Alternate: JP-5, (NATO Code F-44), Commercial Jet A, JP-4, (NATO Code F-40), Commercial Jet B b) When starting in ambient temperatures below -34C, do not use JP-5 or JP-8. Fuel settling time for jet (JP) fuel is 1 hour per foot of depth of fuel. Allow fuel to settle for the prescribed period before any samples are taken (about 4 hours for proper settling) Q3. What is the usable capacity of the main fuel tanks with each refueling method? A3. Gravity—360, Pressure—359, Closed Circuit—356. Q4. Icing inhibitor conforming to or (Commercial name ) shall be added to commercial and fuels, not containing an ice inhibitor, during refueling operations regardless of . What does this additive provide besides icing protection? A4. MIL-I-27686, MIL-I-85470, PRIST, NATO, ambient temperatures. The additive kills microbial growths. Q5. During a cross-country flight, you are forced to use the civilian equivalent of JP-5 fuel after being filled with JP-8 fuel prior to launching on your mission. Is there a requirement to drain the fuel system after the mission? A5. No. When changing from one type of authorized fuel to another, it is not necessary to drain the helicopter fuel system before adding the new fuel. Q6. During refueling operations, you notice fuel flowing from the fuel cell vent. What actions should be taken if any? A6. Discontinue refueling operations and make an entry on the DA Form 2408-13. Q7. What is the maximum pressure for pressure and closed circuit refueling? A7. 55 psi pressure and 15 psi closed circuit.

Q1. What are the components of the UH-60 power train system? A1. Inputs from two engines, a main transmission, intermediate gearbox, tail gearbox, and connecting drive shafting.

Q2. What are the five modules of the main transmission? A2. 1 ea. Main Module, 2 ea. Input Modules and 2 ea. Accessory Modules.

Q3. What components do the accessory modules power? If the #2 engine fails, will the components attached to the #2 accessory module continue to function? Explain. A3. a) Each accessory module drives an electrical generator and one hydraulic pump package. b) Yes. The freewheel unit allows engine disengagement during autorotation, or in case of a non-operating engine, the accessory module will continue to be driven by the main rotor. Q4. What would constitute exceeding a transmission limit? A4.Torque: 100-125% dual engine > 12 seconds (Main Module) 110-135% single engine > 12 seconds (Input Module) Anything > 125% dual engine Anything > 135% single engine RPM R: Anything > 107% power on Anything > 110% power off Temp. Oil temperature > 120C Oil pressure > 130 PSI

Q5. The elastomeric bearings on the main rotor permits the blade to , , , and . A5. Conical - Flap, lead, and lag. Cylindrical - feather.