Dooment Resume

DOOMENT RESUME

ED 226 191 .CE 035 080, t.. TITLE Search and Restue Aircrewman/HH3F Flight Mech,nie, 2-10. Military Curriculum Materials for Vocational

'and Technical Education. . INSTITUTION Coast Guardilnst.: Oklahoma City, Okla.; Ohiro.State Uoiv., ColuMbus. National Center for Research in Vocational Education. SPONS AGENCY Department of. Education, Washington, DC. PUB DATE tfirt-al 'NOTE 300p.; Ppr a related docuMent see CE 035 081. PUB TYP Guides - Classroom Use - Materials (For Learner) (051)

gDRS PlICg MF01/PC12 Plus Postage. DESCRIPTORS *Aircraft Pilots; *Aviation Mechanics; Aviation Vocabulary; Behavioral Objectives; Correspondence Study; Engined; *Learning Activities; Learning Modules; *Mechanics (Process); Military Training; Postsecondary Education; Programed Instructional Materials; Secondary Education; Technical Education; *Units of Study; Vocational Education; Worpooka IDENTIFIERS *HH 3F Hel. opter; Military Curriculum Pro5ect ABSTRACT This self-paced, individualized course, adapted from military curriculum materials for use in vocatiopal amd technical education., ieaches students the skills needed'to become a qualified avionics worker on,the HH-3F helicopter. The course materials consist of three pamphlets: two student workbooks and a composite ground/flight syllabus. Each assignment in the first two pamphlets is divided into three parts: the reading assignment and objectives, the reading material, and the self-quiz with accompanying answers and text references. S)Abjects covered in the HH-3F avionics pamphlet are HH-3F helicopter systems, engine and rotor systems,-helicopter transmission and other systems, flight systems, communication systems, navigation systems, Loran C Navigator,flight director systems, electronic flight aids, and avionics workerduties. The second pamphlet covers flight preparation, emergency procedures and equipment, hoisting, rescue platform and cargo sling procedures, and high-intensity searchlight system. The third pamphlet is a standardized syllabus designed to give the students training to become proficient add safety-conscious' avionics aircrew workers. Materials are illus6ated with line drawings. (KC)

41) *********.************************************************************** Reproductions supplied by EDRS are the best that can be made from the original document. *********************************************************************** DEINUITMENT OF EDUCAT "PERMISSION TO REPRODUCETHIS NATIONAL INSTITUTE Of EDUCATION MATERIAL HAS BEEN GRANTEDBY CAT1ONAL RESOURCES INFORMATION CENTER (ERIC) This document has beenreproduced as received1 rom the person or organization originating it Minor changes hove been made to improve reproduction quetity TO THE EDUCATIONAL RESOURCES" door- Points of view or opmions stated in this INFORMATION CENTER(ERIC)... official NIE ment do not necesseray represent position or policy. MtIZTARY =RIM= =Tams curriculum materials in this course The military-developed Center for Research in e were selectedby the National Curriculum,Project for dissemr Voce Education Military Curriculum C8ordination Centersand inaticc the six regional The purpose of other int 'onal materials agencies. tormake currimilxml materials dissemina c these courses wps vocational developed by military more accessible to educators in ivilian setting. evaluated by project The course als were acquired, for staff and practiti in the field, and prepared which were specific to themilitary dissemination. Ma omitted or appro- oopyrig d materials were either were deleted, contain val for their use was d. These course packages to support curricultmi resource ma als which can be adapted vocational instruction curriculum development. Military Curriculum Materials for The National Center Vocational and Mission Statement Technical Education . 77 TrrI7S. ..7E7-M7=17ZEra -":"-777. 'I ":",TT I

Information and Field The National Center for Researchin Vocational Education's mission is toincrease Scrvicen the ability of diverse agencies, institutions, and organizations to solve educationalprob- lems relating to individual careerplanning, The IIatlettril Center for1le9earch preparation, and progression. The National in Vocetioliel Education Center fulfills its mission by:

Generating knowledge through research

Developing educational programs and products

Evaluating individual program needs and outcomes

Installing educational programs and products

Operating information systems and services

Conducting leadership development and training programs

FOR FURTI-IER INFORMATIONABOUT Military Curriculum Materials WRIT) OR CALL Prow aril Information Of lice The National Center for Research in Vocational Education TherOhio State University .141) lit 1960 Kenny Road, Columbus, Ohlo43210 Telephone: 614/486.3655 or Toll Fr ea BOO/ .41411 848 4815 within the continental U.S. (except Ohio) Military Curriculum Materials What Materials How Can These , Dissemination Is... Are Available? Materials Be Obtained?

Contact the Curriculum Coordination Cent *. an activity to increase the accessibility of One hundred twenty courses on'rniCrofiche obtainiI mibtary developed curriculum materials to (thirteen in paper form) and descriptions of in your region (or information on materials (e.g., availability and cost). They vocational and technical educators. each have been provided to the vocational Curriculum Coordination Centers and other will respond to your request directly or refer instructional materials agencies for dissemi-. you to an instructional,materials agency This project, funded by the U.S. Office of 4 Education, includes the identification and nation. closer to you. acquisition" of curriculum materials in print form from the Coast 9ivaul, Air Force, Course 'materialsinclude programmed Army, Marine Corps a d Navy. instruction, curriculum outlines, instructor CUMIICULtlf.1 C0Ultl)111A I loll CIA LtflS guides, student workbooks apd technical NORTHWEST Access to militaryç.krnictiluiiimate! ials is tnanuals. EAST CENTRAL provided de ough a "Joint Memorandum of Rebecca S. Douglass William Daniels Undelsiandaig" between the U.S. Office of The 120 courses represent the following Director Directch Building 17 Education and the Department of Defense. sixteen vocational subject areas: 100 North First Street Springlield. 11. 62777 Airdustrial Park Olympia, WA 90504 'The acquired materials are reviewed by staff AgricuAp Food Service 217/782-0159 206/763.0079 and subjecrmat ter specialists, and courses Aviation Health deemed applicable to vocational and tech- Building & Heating & Air Construction Conditioning MIDWEST SOUTHEAST nical education are selected for dissemination. James F . Shill, Ph.D. Trades Machine Shop Robert Patton Director The National Center for Research in Clerical Management & Director Occupations Supervision 1515 West Sixth Ave. Mississippi State University Vocational Education is the U.S. Of lice of Dtawer DX Education's designated representative to Coinmunications Meteorology & Stillwater. OK 74704 altilig Nevigalkm 405/377 2000 Mississippi State, MS 39762 acquire the materials and conduct the project 601/325.2510 activities. Electronics Photography Engine Mechanics Public Service NORTHEAST WESTERN Project Staff: The number of coursed and the subject areas Joseph F. Kelly, Ph.D. Lawrence F. H. 2ane, Ph.D. Wesley E. Budke, Ph.D., Director represented will expand as additional mate- Director Director National Center Clearinghouse rials with application to vocational and 225 West State Sheet 1776 University Ave. Trenton, NJ 00625 Honolulu. HI 960.21. Shirley A. Chase, Ph.D. technical education are identified and selected 609/2926562 000/940.7034 : Project Director for dissemination. SAR AIRCREWMAN-HH3F FLIGHT MECHANIC 240

TABLE OF CONTENTS

Course Description Page 1

HH-3F Helicopter Systems Page 9

HH-3F Helicopter Engine and Rotor Systems Page 21

HH-3F Helizopter Transmission and Various Systems Page 32

HH-3F-Flight §y'Stems. Page 43

HH-3F Systems Page 59

Communication Systems Page 72

Navigation System's Page 101

HH-3F Loran'C Navigation Page 112

Flight Director Systems Page 151

Electronic Flight Aids Page 163

Avionicsman's Duties Page 174

Flight Preparation Page 186

Emergency-Procedures and EqUipment Page.193

Hoisting, Rescue Platform, and Cargo SlingPrOcedures Page 210

HH-3F Avionicsman Standardized Syllabus Page 256 SEARCH ANDRE;CUE,AIRCREWMAN- HH3F FLIGHTMECHANIC ConimpOndenceCours . 2-10

ACH3FM-0443

Off1114116W Ocoupetionsi Aran United States Coast Guard Aviation anrakemmentetW Arintlimism RovimoCOmm 271 Mey 1981 AvellebillrinThe National Center for Research in Vocational Education; ERIC Suggested Background:

NONE

TadmAmIllmmm

Grade 11 - Adult

atomisation of Materiels: % Student workbook with objectives, assignments, tests and answers. Also a compdsite ground/flight syllabus. Type of Instruction: Individualird, self-paced

No. ofPeges: Ammo TypecONWteriMs: cormAlconlinn

HH -3F Avionics Student Workbook 185 Flexible

HH-3F Flight Prep Student Workbook . 74 Flexible

HH-3F Avpanicsman Standardized Workbook 25 Flexible

ilupplernentary Materials Required: 4.

NONE

t., 1000 Kenny Road Columbus. Ohio 43210 THE NATIONAL CENTER 10141 411,3111111 FOR RESEARCH IN VOCATIONAL EDUCATION TheOleoVete University Ar

Cours* Desoription:

This courseincludesthree pamphlets with the main purpose of becoming a qualified avionicsman on the HH-3F helicopter.

Each assignment in the first two pamphlets is divided into three basic parts; the reading assignment and objectives, the reading material, and the self-quiz with' accoMpanying answers and text references.

Subjects covered in the HH-3F Avionics pamphlet are: HH-3F Helicopter Sys tem; HH-3F'Engine and Rotor Systems; HH-3F Helicopter Transmission and VarioUs Systems; HH-3F Flight Systems; HH-3F Systems; Communication Systems; Navigation Systems; HH-3F Loran C Navigator; Flight Direcnr Systems; Electronic Flight Aids; and Avionicsman's Duties.

The HH-3F Flight Prep pamphlet covers: Flight Preparation; EMergency . Proceduresand Equipment; Hoisting, Rescue Platform, and Cargo Sling Procedures; and High-Intensity Searchlight System.

The third pamphlet is a standarized syllabus designed specifically to give the student training to become a proficient and safety-conscious avionics SAR aircrewman. DEPARTMENT OF TRANSPORTATION U. S. Coast Guard Institute PAMPHLET NO. 858 U. S. Coast Guard (05/8I) 1 HH-3F AVIONICS

Second Edition:August 1980 Revised: May 1981

U.S. CoasfGuard Institute Aviation Branch P.O. Substation '18 Oklahoma City. OK 73 09

FTS: 749-4464

.00

a. Questions about this text should be addressed tothe Subject Matter Specialist for the Aviation ElectronicsTechnician 'Rating. ACKNOWLEDGEMENT.,

This pamphlet contains originmat'al developed at the Coast Guard Institute and also excerpts from:

USCG Communications Manual CG-233

HH-3F Maintenance Instructions Manual T.0.1H-3(H)F-1

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

- The Coast Guard Institute appreciates permission of these sources to use this material which contributes greatly to the 9ffectiveness of this course. No copies or reproduction of the material is authorized withoutper- mission of the appropriate source.

41, NOTICE TO STUDENT

The prirriary purpose of this seWpaced, nonresident trainingpamillet is to helpyou become qualifiEd as an avionicsman on the.H.8-3F helf6515ter.

This pamphlet brifely covers the aircraft anil aircraft,systems;e communications and navigation systems are covered in detail.

IMPORTANT NOTE: This text ha,s been canipiled for TRAININ Y: It should NOT be used in place of official directives or publications. The text information is current according to the references listed.You shotild, however, remember that it is your responsibility to keep up with the latest professionalinformation available for your rating. Current information is available in the Coast Guard Enlisted QualificationsManual (CG-311).

The obje s for each assignment should lead you in theright direction for study purposes. The self-quizzes test y ery of the objectives. When you complete all the assignmentsfor the course and master each objec should have a thorough understanding of the material and should be ready to pass yourEnd-of- Course Tes

REMEMBER Yo must receive a score :", or better to pass `tihe End-of-Course Test. You should use your spare time to R EW theaterial befoyou take the EOCT.)

SWE STUDY SUGGESTION: Servicewide exam questions for your rate and paygrade are based on the Pro- fessional and Military Requirements sections of the Enlisted Qualifications Manual (CC-311).If you use the references from this text and consult the Enlisted Qualificatiiii-os Manual, you should havegood information for review when you prepare for your servicewide exam. However, this course coversonly a few of the qualifications tested on the SWE.

This course is only ofie part of thechotttl Coast Guard training prógram. By its very nature, itcaniake you only part of the way to a training goal. Practical experience, schools, selectedreading, and the desire for accom- plishment are also necessary to round 'out a successful training program. CONTENTS a.,

TULE PACE

NOTICE TO STUDENT

Study Tips vii

HH-3F HELICOPTER SYSTEMS

HH-3F ENGINE AND ROTOR SYSTEMS 2-1

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

HH-3F FLIGHT SYSTEMS 4-1

HH-3F SYSTEMS 5-1

COMMUNICA.TION SYSTEMS 6-1

COMMUNICVION SYSTEMS (cont) 7-1

NAVIGATION SYSTEMS 8-1

HH-3F LORAN C NAVIGATOR 9-1

HH-3F LORAN C NAVIGATOR (cont) 10-1 FLIGHUIRECTOR SYSTEM5,. 11-1

ELECTRNICFLIGHT AIDS 1.21-1

AVIONICSMAN'S DUTIES' 13-1 HOW TO STUDY THIS COURSE

You can remembei more of what you read if you

"Look over" the reading assignment first. Read the objectives and section headings, and look at the pictures. This gives you an ideaAof what to expect .41 the reading assignment and helps you understand the objectives.

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

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

del Close your pamphlet and repeat important points out loud. Discuss the reading assignment with someone if possi Op you recall information for a quiz or end-of-course test.

Review your underlined material, notes, quizzes, and objec ves. helps you remember what you read. (-/ ifyou justread1111 do NO1 underlin questior4 or review,

. this is how much you are... likely to remember. H.H-3FHELICOPTER SYSTEMS

Reading Assignment: Pages 1-1 through 1-11. OBJECTIVES

To Successfully complete this assignment, you must studythe text and master the following objectives:

1. Describe the HH-3F helicopter's generalcharacteristics, and dimensions.

HELICOPTER FAMI the tail rotor gear box at the top of thepylon. The five-bladed tail rotor is splined to the tail rotor gear box. The helicopter manufactured by Sikorsky Air- craft, Division of United Aircraft Corporation, Strat- The cockpit provides side-by-side seating for the ford, Connecticut, is equipped with a single main pilot and copilot, with the pilot on the right side. To rotor. twin _engines rated at 1,500 shpeach, a fully the rear of the cockpit is the cabin. Accessbetween retractable tricycle landing gear, amphibious capa- the cockpit and the cabin may be used in flight. A bilities, and hydraulically operated aft ramp that 'folding jump seat is provided in the cockpit entry. A may be opened in flight, on theground, or on water. sliding cargo door is located on the right side of the The helicopter may be used as a general purpose forward end of the cabin. An 8-foot ramp is located vehicle to locate, .recover, and render assistance to at the rear of the cabin. Thecabin accommodates" large win- persons in distress. Inaddition, it may be used for two ereihnen and six passengers. Two logistic support,. reconnaissance, and general utility. dows, located in the forward cabin, will be used as The maxiinum span with the main rotorblades search stations. Swivel-type crewman's seats arelo- electro- rotating is 62 feet. The maximum lengthof the heli- cated adjacent to the search stations. :Two copter with the rotor blades extended'is73 feet. The nics racks are located in the cabin; oneimmediately height of the highest point of the helicopter (tail aft of the copilot and one in the aft portion of the rotor) is 18 feet 1 inch. You may becomefamiliar cabin. A folding-type navigator's table is mounted with the configuration of the helicopter by refening on the electronics rackaft of the copilot and forward to the exterior and interior general arrangement of the left crewman's seat. Structural provisions are illustraions. (Figures 1-1 and 1-2.) The helicopter's inade for 14 additional passenger seats and 15 USAF maximum gross weight is 22,050 pounds. pole-type litters. The cabin is 6.6 feet wide, 6 feet high, and 26 feet 2.5 inches long. Eight feet ofthe The fuselage is composed of the cockpit, the length is ramp area. The cabin is equipped with tie- upper fuselage, the aftfuselage, the pylon, and the down rings for transportation of cargo. A600-pound lower fuselage. The upper fuselage section contains capacity hydraulic rescue hoist 'withapproximately the cargo compartment, the engine transmission, 240 feet of usable cable is suspended on a fixed truss and APU compartments. The aft fuselage extends over the cargo door.. from the cabin to the pylon. The lower fuselage con- side by tains four fuel tanks and an electronidrack in the Two gas turbine engines are mounted forward section. Sponsons are Mounted on eachside side in the engine compartment, located abovethe of the lower fuselage. The pylon is attached tothe forward portion of the cabin. The enginedrive rear of the aft fu.selage. Ahorizontal stabilizer is shafts extend aft into the main gearbox, located in mounted on the upper right side of the pylon.The the transmission compartment. The main rotor as- intermediate gear box is installed in the lower por- sembly, to which the five rotor blades areattached, tion of the pylon with a shaft extendingupward to is splined to the main gear boxdrive shaft. The APU,

1-1

1 7 10

located aft o the main gear box, is capable of driv- ,CABIN EQUIPMENT ing the m gear box accessory section and is used for engine starting and checkout of systems. A ! The cabin (figure 1-3) located from station 137.0 to rennovabl deflector is installed to reduce the possi- station 379.5, is capable of carrying cargo, personnel, bility of oreign object damage to the engines. . litters, and wheeled vehicles. The impact and wear-resistant cabin floor has a positive non-skid surface for Th HH-3F has three separate hydraulic systems. personnel footing, and skid strips to facilitate the movement orcargo and provide floor protection. The DI ENSIONS cabin' floor is divided into six sections and is capable Length of sustaining static loads of 200 pounds per square Maximum main and tail rotor foot. Tiedown fittings, rated at 2,500 pounds, are in- baldes extended 73 feet 0 inches stalled on the cabin floor to facilitate cargo tiedown, and are provided with fittings that serve as troop-seat Minimum main and tail rotor and, litter attachment points. The cabin contains a blades removed 57 feet 3.53 inches personnel door and a ramp, both of which may be used for loading personnel and cargo. When loading the helicopter, refer to T.O. 1-1B-40, Handbook of Height Weight and Balance Data. Maximum to top of tail rotor blade - vertical static 18 feet 1 inch CARGO LOADING STATIONS The cabin is divided into marked eg stations be- Kneeled 20 feet 2 inches tween fuselage stations 150 and 375. Cargo loading scales, corresonding to these marked stations, are Tail rotor diameter 10 feet 4 inches provided on the load adjuster. The cg loading stations are marked at eye level for easy reference. ,Minimum tail rotor blades removed 16 feet 1 inch CABIN FLOOR The cabin floor, made of 3/4 inch plywood floor panels,is supported by transverse bulkheads and Width beams. The cabin floor is approximately 310.5 inches Minimummain rotor blades long and 76 inches wide. The forward ramp forms the

removed . 17 feet 4 inches last 68 inches of horizontal floor. The floor has a positive non-skid surface. Three rows of low friction longi- Main rotor diameter 62 feet 0 ines tudinal skid strips are installed on top of the cabin floor to provide floor protection and facilitate cargo handling. The cabin floor area is designed to support a Minimum Main Rotor Ground C ce (Tip maximum load of 200 pounds per square foot; how-, clearance - forward section) ever, higher weights may be carried if shoring is used Static 10 feet to distribute the weight over a larger area.

Kneeled 7 feet 4 inches TIEDOWN FITTINGS The type of tiedown fitting (figure 1-4) used is the combination cargo restraint and lug for troop Tail Rotor Ground Clearance seat and litter floor attachments. The recessed tie- Static 7 feet 9 inches down fittings have a 2,500-pound restraint capability. The 2,500-pound tiedown fittings are .used to se- Kneeled 9 feet 11 inches cure cargo, litter support straps, troop seat legs, and the crewman's safety harness.

Tail Pylon Ground Clearance TIEDOWN DEVICES Static 6 feet 5 inches Various types of tiedown devices may be used for securing cargo. One type is a turnbuckle arrange- Kneeled 8 feet 0 inches ment for tightening the tiedown chains, another is a webbed type strap with hooks for attaching to tie- Main landing gear tread 13 feet 4 inches down fittings.

1-2 18 CONTROLLABLE SEARCH LIGHT

BATTERY COMPARTMENT ANCHOR LIGHT DOOR FLOOD LIGHTS TM OWN. TIE OWN. POSITION LIGHT

FLOOD (5'.3") LIGHT

JACKING PTS.

, ROTATING 4"(TYP) LOWER LIGHT BOTH SIDES FUSELAGE LIGHT (13'. 4") (15110.1132") sr. OVERALL WIDTH WITHOUT FLOTATION GEAR

OVERALL WIOTH WITH FLOTATION GEAR

119 ANCHOR LIGHT

ANTI COLLISION LIGHT ZAPPING TAIL POSITION LIGHT

OVERALL LENOT H

6' FUSELAGE LENOTH liT' 3.531

ROTATION 41.

T-511.0E TURBO af-fi SHAFT NOINES

SLIDING DOOR TTISONASLE 3"? - -

STATIC DROOP LOANO HT ne-f1 VISION ANGLE /41 ON II. OF PH.OT I rMERGENC EXIT CAW" 23115. RADOME 40746,(471 SOX 30 17441 1.11,411. ,I4. re..t.,I' ":;,./. 17'41 We/ c:, ME OWN *SI nT FUEL: rut'. FUEL igfriselry. 1F.A1 !.._

ALTERNATE LOADING OROUNO PT.' II50 PERSONNEL KING PT. imse I I WINDOW ELECTRONICS COMPAJIT %EA NO ro HORN. ACCESS TIOWN. !KU STATIC POSITION tP SEA ANCHOR roansmKNEELED EXTENSION CARLE STATIC POSITION Figure 1-1..- Ceneralilangemmt and dimension diagram.

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COTO COSMO ROM NIN DANT RON WencsaLi'.. ovacrma. orsotaas FUEL CELL mama WATER ACCESS COCO Ut 110101111100 SATS WASS COVERS ma go Ws Ts SELT MONS IN LONG *1111 WOOS PILENI $IR AM HOKIN TOLE RELIEF TUIE DOWNS -- RAFTS NICTIT AND WWI MOLD aleracrac AXE cowman ORONO OOP TOAD EXTENSORS FIRST TO ramie N1 ii CHUTE RAMP ACTUATOR CTUTIOEIT ODA CAN ON IPODIDED HELICOPTERS AMENDSIS ESCAPE ACCESS COvER AUXILIART fLOYATTON TANI FORIINITO NUN IIN CLOSED P091011 CO-PILOTS COMM AN ADDITIONAL ALTAILIATO AUXILIA/PI FLO DION FLOTATION INFLATION HATCH ISAR MR SO IT HEM NO EMT OWLS? 'UNCLE UPPER FUSELASE Loa JE I I ISONASLE SLIDING RECEPTACLE INSTALLATION USW CAI N 00015 TOSCO MST HIONOLIC UTANT ammo LOOPILSOFI CONTROL MEL TANN mot WEE ROTOR APU POW SOT TLC AT 20VANIT2111M ANTENNA ANCHOR Lion MAR LAMPS AT-E5GA. IANN TRANSINISNO HEAD FIRE BOTTLES FOR ENGINE CONANOTANT / NOT UHF ATTIANNA cm-mows SOLI MON FUOTI CONTROLS NUR ETRAGENCT °DONATOR 1150(0(451111111 SEAM 441 I) MST AID Of MOULDER UNITS stem HANGERS STEPS - IWAMOTO LOP TRANNINSION CR CONDI LOOM LIGHT MATER TIELAT CIONNEAD COONS PAWL WATT AUNILTANY POSIT uNIT STRAP MST AV ;UT HP SOCA STOMA UAL cane NOLOR RAMP CONTROL MEL CANN WATER OS 1701-2 ETTEIEN ANTENNA VARA LANS PILOTS 1SCAPI room . PILOTS UM AO Tomes! ti mom UMW RECENTR ANCHOR UNIT P t e mamma SCAN SON ALM ELM I:11i lit ROTON OFIK eon FLO coponousar SETACHUGHT..., 141.01 TRANSOM WRITER INFACON 37E4 ANTENNA OSTALLATO4 mtsc comm. STU LOADING U010, ANIANC114 IV OROS AT 5511A BATTAIN Mt OAP UPPER LATCH NO$UH?MflCNNA COUECTst PITCH CONTOCES NUNI PONT NACTOLAL. CONTROL PDS AD RAIN IN mono Karam 4.. CAM OINE ETOINIANENEN AUCTIONS CONARTIONT ' Mb mass DOOR AD RUN ACTUATOR COMMA Alf SAULIART CLACTISUN COONS MAIM Duct OAS Si MDT POSTON - IMMO DICTRONOS CONARTIONI 07 roman() RAW TOPPLONI *mum run CELLS ralt147;77FUSCLOLIrITI:cmAczisss uNcoas SEAR TOW LACK =MIRY StOONI ROAR IONA no STOW PON/01/ NONA PONT DODO SW NOSE LOOM INSTALLATION srecrmaa A/maim oi awn OAR MO LOOP TANK sot mama? two mimeo ANSON war? mg RI TRACING MECHANIST NOON) ALNILIART NIL CELLfNUFIT itt POI %TM" Figure 1-2.- Interior amingemeiddiagram.

1,5 6

ELECTRONICS RACK

PENSONELDOOK FORNAND RAN/ API RAMP R 11 SIDE ONLY

S A S A STA STA STA STA 5 A 137 200 370 5 413 447 5 III $ 340

CENTEROF FORWARD RAMP

414 no 175 X0 125 275 300 325 350 375

I I DUCT OH SIN

PERSCNNEL DOOR R VOL OFILT

117 3 213 5 w5 1035 IV 5 3115237 5 362 5 371 55A 301 411 3 340 STA 51A 137 3411 5

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lie DOAN ANO ST &PAGE 1.0CA T tom SZAT. VT/ CM, CARGO, MOWN POMO! SI IMP CASA !Argil FIT MG MO FOUNDS MAT,Lill IRFITTINGS

hgure -Tiedown fittings, location:.

FIRE DETECTION SYSTEMS Power for the No4 enape fire detection system is supplied by the Nb. 1 AC'primary bus through a circuit breaker, marked (FIRE DET), on the copilot's Three fire detection systems, one for each engine overhead circuit breaker panel. Power for the No. 2 compartment and one for the APU compartment, engine fire detection system is supplied by the No. 2 provide warning in the event of fire. A single switch AC primary bus through a circuit breaker, markdd is tised to test the three systems. FIRE DET, on the pilot's overhead circuit breaker panel. ENGINE AND APU COMPARTMENT FIRE DETECTION SYSTEMS The APU fire detection system uses five probe- Four heat-sensitive fire detector 'elements, lo- type detector switches mounted at strategic loca- cated in each engine compartment, are wired into a tions in the APU trampartment. When any one of closed series loop and connected to control units. these switches senYes excessive heat, it closes a cir- The elements are mounted on the inside of the en- cuit to the APU fire warning lights, Current is sup- One compartment doors and on both sides of the plied from the DC ,primary bus through a circuit center firewall. The fire detector elements terminate breaker, marked APU, FIRE DET, on the overhead at the aft firewall. The control units, located over- circuit break% panel. head in the cargo compartment, continuously.monitor the output of the detector elements. In event of Fire Warning Lights and Test Switch fire in an engine compartment, the detector element' When fire is detected in an engine compartmint, senses excessive heat and the control unit will close two red master' fire warning lightrand red lights in- the circuit to fire warning lights in the cockpit. stalled in the ends of the T-shaped fire emergency

1-8 shutoff tielector handle for that engine will illumi- plus a. nitrogen .charge to propel the agent through nate. The master fire warning lights markedFIRE tubing to the -engine compartments. The tubes for are mounted in the instruthent panelhood. One light each, engine compartment are mounted on the cen- is (10, figure 1-5) located in front of the pilot and the ter fireWall with discharge nozZleS directed atthe other (36, figure 1-5) in front of the copilot. Fire -coMbustion and . power-turbine sections. of 'the en- detected in the APU compartment cause§ illumina-, gine. Each container is . equipped with a .pressure tion of a light marked FIRE located on the APU 'gage -and a thermardischarge valve, which, will allow 'control panel, and a light marked APUtire on the . discharge cf the -Containers through a common line caution. advisory panel. A fire warningst switch, when the temperature of the containers reaches.96° marked FIRE WARN TEST, is located on the right to 104°C. (208°F to 220°F.). EachContainer is side of the instrument-panel. The switch is spring- equipped with tWO frangible 'discs and tWo explosive loaded to the center (oft position and has two test cartridges and slugs. The tubing from the disc of positions marked NO. 1 ENG and40. 2 ENG and each container is tied together to form. a single line APU. to -each engine: Choice of engine compartment .and explosive cartridges is :made by pulling out the ap- The engine fire detection system is. tested by propriate engine fire 'emergency selector handles. holding the test switch in either test position. The The explosive cartridge is fired and the extinguish, two master fire warning lights and the respective ing.agent is .disCharged by use of the engine fire ex-4, fire emergency shutoff-selector handle lights should tinguisher switch. Current for the engine compart-. illuminate. ,The test switch should return to center nient fire extinguishing systems is supplied bythe when released, and all fire warning lights should go DC. primary bus through the circuit breaker marked out. The APU fire detection system is testedby ENGINE FIRE EXT located on the overhead dr- holding the test switch in the NO. 2 ENG and APU) cuit breaker panel.: position. The fire warning lights will illuminate. Cur- rent for the engine fire warning test s5,stem is sup- Engine Fire Etnergency Shutoff plied by the AC-and DC.primary buses through ap- Selector Handles . propriately marked circuit breakers. Current for the Two T-shaped handles, located on the overhead Apu fire warningpst system is supplied by the DC 'Switch panel, are marked-FIRE EMER SHUTOFF primary bus tlirmigh a circuit breaker marked APU, SELECTOR, NO. 1, ENGINE and NO. 2 ENGINE.. FIRE DET. When- either handle is pulled down, 'power from the DC primary bus actuates the fuel shutoff valve, which closes the fuel for that engine, Selects that en- FIRE EXTINGUISHING SYSTEMS gine compartment to receive the fire extinguishing agent, and energizes ',the circuit to glere extin- ,guisher switch. 'A fire warning light isJOca n There are two similar Bromotrifluoremethane each end of each handle. .(CF ,BR)fire extinguishing systems. The engine compartments systems has two CF,,BR containers with associated circuitry, and plumbing. The APU Engine Fire Exthiguisher Switch compartment system has only one container. An engine fire extinguisher switch, marked FIRE, EXT, located on .the overhead switch panel in the WARNING pilot's coMpartment, has marked position's, RE- SERVE, OFF, and MAIN.. The lock lever type Ci,BR is highly volatile and is not easily, detected switch is operative only after one of the fire enter- by_ odor. It is not toxic and is considered to be about gency 'shutoff selector handleshas been pulled. the same as other freons and carbon dioxide, causing When the engine fire extinguisher switch is held in danger primarily by, reduction of oxygen. Do not the MAIN position, after a fire emergency shutoff allow liquid to contact the skin because the liquid selector handle has been pulled, the contents of the may causefrostbiteor .low temperature burns main fire extinguisher container are discharged into because of its low boiling point. the..corresponding engine compartment..When the HE% engine fire extinguisher sWitch is heidl in the_ RE- ENGINE COM RTMENT FIRE SERVE position, after a fire emergency 'shutoff .se- EXTINGUISHIN SYSTEMS lector handle has been pulled, the contents of the re- The CF ;BR containers, located aft of the main serve fire extinguisher container aredischarged into gear box, are charged with .2.5 poundsof CF,BR the last selected engine compartment.

1-9 LP

COPILOT'S CIRCUIT BREAKE11 PANEL 12. PILOT'S SHOULOER HARNESS LOCK LEVER 2. ENGINE CONTROL QUADRANT 21 COPILOT'S SEAT nEIGKT AlmuSTMENT 'AVE* 1 OvERNEAO SNITCH PANEL 20. COPILOT'S SEAT FORWARD ANO APT ADJUSTMENT LEVER a OvERNEAO DC CIRCUIT BREAKER PANEL 21 COPILOT'S CONSOLE t PILOT'S comPARTMENT owe LIGHT 20. COPILOT'S SEAT IL PILOT'S CIRCUIT BREAKER PANEL 27. ALTERNATE LANCING GEAR KANCLE / ROTOR BRAKE LEVER 21 CoPILorS COLLECTIVE PITCH LEVER PILOT'S mAP LIGHT' Z. COPILOT'S TAIL ROTOR PEDALS STANOSY COMPASS 311. COPILOT'S 111001 EmERGENCY RELEASE HAICLE II FIRE NANNING LIGHT 31. COPILOT'S TAIL ROTOR PEDAL ADJUSTMENT KHOO IIPILOT'S CYCLIC snot 32. LOG LTS AND REMOTE ICS CONTROL PANEL 12, mASTER CAUTION LIGHT 31. COPILOT'S TOE BRAKES I). PARKING INANE nANTLE 30. COPILOT'S CYCLIC STICK It NOSE TifEEL LOCK HANDLE 11 COCKPIT CONSOLE is. PILOT'S COLLECTIVE PITCH LEVER FIRE NARKING LIGHT IA PILOT'S TAIL ROTOR PEDAL ADJUSTMENT KNCO 37 MASTER CAUTION LIGHT PILOT'S 1110011 EMERGENCY RELEASE HANDLE 31. INSTRUMENT PANEL IA PILOT'S TOE BRAKES It SCROLL CHECK LIST 11 PILOT'S TAIL ROTOR PEDALS 40. COPILOT mA/ LIGHT 20. PILOTSS SEAT Al. FREE AIR TEMPERATURE GAGE 21 PILorS cooncilE S 11S77 ICH

Ps Figure 1-5. - Cockpit Arrangement.

1-10 lines, noz- Thermal Discharge Indicator adjacent to the APU compartment, with Two red thermal discharge indicators arelocated zles, and controls similar to the engine compartment aft of the/thira window on the left side ofthe fuse- extinguisher system. The container holds 2.5pounds lage. The indicator marked ENG isconnected of CF,I3R. through a common line tO both engine fire extinguisher 'containers. The indicator markedAPU is APU Fire Detector and Extinguisher connected to the APU engine fire extinguisher con- Control Panel 96°C. to The APU unit t-tor and extinguisher container. When the temperature reaches panel on the 104 °C. (208°F. to 220°F.) in any of thecontainers, trol panel is located o i e APU control relieve pres- pilot's console. The APU fire extinguishersystem is the valve in that container will open to marked sure. The fire extinguisher agentwill then be forced energized by first placing the toggle switch through the lines, eject the seal, and bedischarged FUEL SHUTOFF and NORM, inthe FUEL SHUTOFF position, then placing the toggleswitch, overboard. marked FIRE EXTING and OFF, inthe FIRE EXTING position. Power for this system isprovided APU FIRE EXTINGUISHER SYSTEM breaker The fire extinguisher system for APU unit by the DC priniary bus, through a circuit consists of a charged contaiiK of C located marked APU, EXT. 19 SELF-QUTZ # 1

PLEASE NOTE: Many students.study ONLY the self-quizzes and pamphleteview quiz, thinking that this will be enough to pass the End-of-Course Test. THIS IS NOT TRUE.The E-of-Course Test is based on the stated course objectives. To pass the EOCT, you must study all the course maerial.

1. Which of the following are features a the 4. To sense excessive heat, the APU fire detec- Hil-3F helicopter?' tion system uses

1. Retractable nose landing gear A. only four fire detector elements 2. Five-blade tail rotor B. only four probe-type detector switches 3. A utilityhydraulic systemusedto, C. five fire detector elements provide power for an automatic flight D. five probe-type detector switches control system 4. An auxiliary power unit for driving the 5. The FIRE EXT switch is place&in the MAIN gear box accessories positionwithneitheroftheFIRE EMER 5. Three separate hydraulic systems SHUTOFF SELECTOR handles pulled. What, if anything, should you expect to happen? A. 1, 2, and 3 only B. 3, 4, and 5 only A. The MAIN bottle will discharge into the C. 1, 2, 4, and 5 last selected engine D. 1, 2, 3, and 4 B. The circuit breaker will pop C. The MAIN bottle will be discharged into / 2. What isthe MINIMUM tail rotor ground the thermal discharge tube clearance when the blades are rotating? D. Nothing

A. 6 ft. 3 in. 6. The purpose of the thermal discharge indi- B. 6 ft. 6 in. cator in a fire extinguisher system is to indicate C. 7 ft. 4 in. D. 7 ft. 9 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 pounds. B. that the container chemical has become overage A.200 C. that the container pressure has dropped B.500 too low to be effective C. 2,000 D. the tempirkture of the chemicals within-A- D. 2,500 the contaiger

1-13 io ANSWERS TO SELF-QUIZ # 1

Following are the correct answeri and references to the text pages which cover each question and correct answer. To be sure you understand the answers' to those questions you missed, you should restudy the referenced portions of the text.

QUESTION ANSWER REF.

1- C, 1-1 2 D 1-2 3 D . 1-2 4 D 1-8 5 D 1-9 6 A 1-11

J 31 1-14 HH-3F HELICOFEII ENGINE AND ROTOR SYSTEMS f Reagihg Assignment: Pages 2-1 through 2-9 OBJECTIVES

To successfully complete this assignment, you must study the text ami master the followingobjectives:

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

2. Describe the following engines systems: a. Fuel b. Oil

3. Explain the operation of the following rotor systeMs:

a. Main. b. Tail c. Rotor brake,

ENGINES ordecreases ingas generatorspeed. A hydromechanical fuel metering unit provides maximum engine performance without exceedingsafe The helicopter is equipped with two General engine operating limits. In the normal operating Electric T58-GE-5 engines (figures 2-1 and 2-2), range, engine speed is selected bypositionthg the each rated at 1,500 shp. The engines are compact speed selector. The integrated fuel control system turboshaft engines with high power-to-weight ratio delivers atomized fuel in controlled amounts to the and use the free turbine principle. The power tur- combustion chamber. Flow of fuel and air through bine is mechanically independent of the gas genera- the combustion chamber is continuous, and once the tor and, within the power turbine goyeming range, mixtureisignited, combustion isself-sustained. power turbine speedisindependent of output Changes in air pressure, air temperature, and rotor power. High torqueisavailable at low output operation all affect engine performance, With the speeds, providing rapid acceleration characteristics. FOD deflectorinstalled,helicopter velocity has The engines are mounted side-by-side above the practically no effect on engine performance. The en- cargo compartment forward of the main gearbox. gine fuel control system automatically maintains se- Each engine consists of the following major compo- lected power turbine speed by changing fuel flow to increase or decrease gas, generator speed. as required, 4 nents: an axial-flow compressor, combustion chaM- ber, a two-stage gas generator turbine, and a single- thus regulating output power to match the load stage free power turbine, which is independent of under changing conditions. A start bleed valve, the gas generator turbine. The gas generator consists mounted on the compressor, automatically opens of the compressor, annular combustor, and two- during the starting cycle ,to bleed approximately stage generator turbine. 6.7% of compressor discharge airflow oYerboard. This decreases compressor discharge pressure, which The free turbine principle provides a constant lessens the possibility of compressor stall and allows free turbine speed output which, results in a constant the starter to accelerate the gas generator faster. The rotor rpm. Power requirements to maintain constant valve automatically opens when the starter is en- free turbine speed are varied by automatic increases gaged' and remains open until starter dropout. A POIERTURBWIE E XHAUST CASING ENGINETS&GE.S COmBUSTIORCT ION TURBINE SECTION GENERATOR GAS SECTION FRCILT FRAmE COmPRESSOR

4.2. FUEL'WET3. VARIATILE GUIDENOZZLES VANES STATOR VANESsTARTER DOG 11 II tI.7.4.5. POWER 4TH1STCOMSUSTIONAMER AND AND TURBINETURBINE 2ND NH STAGE LItERPOWER RADIAL GAS wawa GENERATORDRIVE 'REARMS SHAFT TURSINE 15 14.13.12.10. NORIAM.EMERGENCYIL,et FLEX SOPPING MOVE SPEED ADJUSTIENT THROTTLE SHAFT SELECTOR TACH GENERATOR IS. FUELItM.U.11. AXIAL FRONT CENTRIFUGALFUEL CONTROL CONTROL ORMEFRAME DENSITY SHAFT RADIAL. FUEL FUEL CIL ADJUSTMENT INLETDRIVE TER FILTERSHAFT s ism un ENO te"

Ait INPUT DRIVE SHAFT f : . .4. t\\ NG. 2 ENGINE

AIR DUCTS

ACCESSORY DRIVE SECTION

MAIN GEAR SOK

FIRE SEAL , STARTER

TAIL PIPE

OIL TANK NO. I ENGINE 's 11

Figure 2-2. - Engine, main gear box,and APU installation.

the engine fuel COMBUSTION CHAMBER .rt fuel valve is installed between the ,ontrol and flow divider. This valve, whenclosed, In the combustion chamber, fuel is added to shuts off auxiliary starting fuel flow. The pilot may compressed air. This mixture is ignited, causing a the s,taiting cycle to reduce rapid expansion of gases toward the gas generator use the valve during combustion starting fuel flow, which decreases .thepossibility of turbine section. As the air enters the combustion chamber a hot start. section, a portion goes into the where it is mixed with the fuel and ignited,while the the outer COMPRESSOR remainin 'r forms a blanket between The ten-stage compressor consists of the com- combusti n casing and the combustionliner (5, fig- Once combustion is pressor rotor 'and stator.The compressor rotor is sup- ure 2-1)or cooling purposes. started by the two igniter plugs,,it isself-sustaining. ported by the front frame section and the compres- increased in ve- sor rear frame section.The stator is bolted between After the air has been expanded and frame locity by combustion, it is passedthroigh the first- the front frame section and compressor rear turbine (6, section. The stator is bolted betweenthe front frame stage turbine wheel of the gas generator section and compressor rear frame.The primary figure 2-1). purpose of the compressor is to compressair for combustion. Ambient air enters through the front frame and is directed to the compressor inlet, passes GAS GENERATOR TURBINE directed to The tOo-stage gas generator turbine(6, figure through ten stages.of compression, and is which is coupled the combustion chambers. The inlet guides vanes(2, 2-1) is the rotating component directly to the compressor. The turbine extractsthe figure 2-1) and the first thlte stages of the stator drive the vanes (3, figure 2-1) arevariable, and change their required pOwer from the exhaust gases to inlet compressor. The turbinenozzles that comprise the angular position as a function of compressor the turbine temperature and gas generator speed to preventstall stator blades direct the exhaust gases to of the coinpressor. wheels.

2-1 POWER TURBINE FREE POWER TURBINE SPEED (NO The power turbine (7, figure 2-1) is bolted to the The free power turbine speed (NO is dependent rear flange of the second-stage turbine casing. The upon speed selector position and, rotor load. The fuel engine uses the kee turbine principle wherein en- control monitors NI, to regulate fuel flow to maintain gine output power is provided by the power turbine an essentially constant power turbine speed for a rotor, which is mechanically independent of the gas given speed selector position.' generator rotor. This rotor derives its power from the gases which,are directed to it by the gas genera- ENGINE FUEL SYSTEM tor turbine nozzles. Within the normal operating The engine fuel systems (figure 2-3), one for each range, power turbine speed may be maintained 'or engine, consists of an engine-thiven pum0,,a dynamic regulated independent of output power. This prin- filter, a fuel control unit, a static filter, an oil cooler, .c.Y1 ciple also provides more rapid acceleration because a flow divider, a fuel manifold, and associated pip- of the availability of high engine torque at low out- ing. The fuel control unit is supplied fuel from the put speeds. engine-driven fuel pump. Metered fuel from the en-: gine fuel control unit is piped through an oil-fuel AS GENERATOR SPEED (NO heat exchanger and then enters the flow divider con- Gas generator speed (N) is piimarily dependent nected directly to the fuel manifold on the engine. upon fuel flow and is monitored by the engine fuel For normal flight, rotor speed is selected by positioncontrol unit. The principal purpose of monitoring NI, ing the speed selectors, and the engine fuel controls is to control acceleration and deceleration character- will meter fuel to maintain the selected rotor speed. istics, prevent overspeed, and establish a minimum idle setting. Gas generator speed controls mass air- Engine-Driven Fuel Pump flow pumped through the engine and consequently A dual operation engine-driven fue/pumpis the power available to the power turbine. mounted on each engine:. 'The pump ccnsists of a

File EmEll SHUT OFF FICUA HELICOPTER FUEI, SELECTOR SUPPLY SYSTEM HANDLE SHUTOFF II VALVE

ENGINE DitIvEN FUEt PUMP UNIT

F L TER ENGINE FUEL STPASS CONTROL UNIT FUlL FILTER 0 STATOR .054/./Zei VANE ACTUATOR FuEL LtSs AU* oivIDER E TERING VAL VE

PRESSulle REGULATING VALVE

MAIN EMERGENCY PuEL J METERING 1 CONTROL LEVEL START FUEL VALVE VALVE

FUEL FILTER ENGINE CONTROL STOPCOCK QUADRANT ENGINE SPEED OIL.FUEL ,r OvERSPIED SELECTOR NEAT .11, SHUT.OFP EXCHANGER :11,' FUEL PRESSURE VALVE II II = RETURN ELECTRICAL ACTUATION MECHANICAL ACTUATION .

Figure 2-3. - Engine fuel system. The positive displacement type gear pumpand a centrif- selectors below the idle speed of the engines. ugal boost pump and Is built into a singlehousing. speed selectors may be retarded fromthe'limit stop The engine accessory drive section furnishes power by exerting a downward and rearward pressure on for each pump by means of a splined shaft.This the speed selectors. The MIN GOV positionof the shaft drives the fuel pump and simultaneously acts speed selector is the point where the governing entered and is approxi- as a link to transmit.gas generatorspeed information range of the power turbine is to the engine fuel control unit.If the engine-driven mately 87% N. When the speed selector is at the will full forward position, the engine is producing maxi- fuel pump or splined shaft fails, the engine speed. Engine speed trim flame out due to fuel starvation. mum power turbine switches are installed on the collective stick grip to Engine Fuel Control Unit provide accurate speed changes and enginesynchro- The engine fuel control units, onelocated on nization. With the speed selectors inthe governing each engine, are hydromechanical units that regulate range, any force tending toslow the rotor system, engine fuel flow to maintain a selected constantfree such as increases in collective pitch, willbe sensed power turbine speed and a constant rotorspeed ) by the fuel control unit, which will attempt tomain- Fuel from the engine fuel pump enters fu n- tain constant Ne/N, by increasing power. trol unit through the inlet and passes throgh the fuel filter. The fuel control has a fuel metering sec- ENGINE SPEED TRIM SWITCHES tion and a computing section. The meteringsection engine speed,trim switches, leTheated on each selects the rate of flow to the combustionchambers, collective lever grip, are used to make adjustments to based on information received from the computing power turbine speed andfor engine synchronization. sections. The metering section has a meteringvalve The switches, marked ENG TRIM, 1 and 2, +(plus) and a pressure regulating valve. The pressure regu-. -(minus), provide electrical power to actuators inthe lating valve maintains a constant pressure acrossthe overhead control quadrant, which are connected to main metering valve by bypassing excessfuel back the speed selectors. The pilot's enginespeed trim to the engine fuel pump inlet. The meteringvalve is switches will override the copilot's. Movingthe positioned in reiponse to various internal operating ENG TRIM switches forward will cause increasesin signals,' and meters fuel to the engine as a function power turbine speed, and movingthe switches aft of these intergrated signals. The engine fuelcontrol will cause decreases in power turbine speed.When unit prevents compressor stall,turbine overtempera- the desired power turbine speed isattained, the ture, rich or lean blowouts;t governs gas ge switches are released and will return to the spring- idle and maximum speeds, and schedulesinlet gujde loaded center position. Tbe switches arecapable of and stator vane positions to provide optimum corn- advancing the speed selectors fromshutoff to the pressor performance. ground idle detent and, if 'manuallyremoved 'from The switches SPEED SELECTORS (ENGINE SPEED the detent, to the full forward position. are capable of retardingthe speed selectors from full SELECTOR LEVERS) switches Tviio speed selectors, marked NUMBER 1 EN- forward to 93 ' + 1%N f. The ENG- TRIM the receive electrical power from theDC primary bus GINE and NUMBER 2 ENGINE, arsiocated on heading overhead engine control quadrant.Marked iiositions through circuit breakers under the general ENGINE iSPEED TRIM, 12ENG-2),located on the on the overheadquadrant are SHUT-OFF, GRD e. IDLE, MIN GOV, and 100% SPEED. The speed se- center overhead DC circuitbreaker panel. lectors are connected directly to the fuelstopcock and indirectly to the fuel metering valve inthe fuel EMERGENGLFUEL CONTROL LEVERS the Two emergency fuel control levers, onefor each control unit. When the 'speed selectors are in lo- SHUTOFF position, fuel flow, to the fuel nozzles is engine, marked EMU FUEL CONTROL, are fuel cated on each side of theengine*control quadrant. stopped by means of a stopcock that prevents indepen- from entering the combustion chambers. The stop- The emergency fuel control levers operate cock is'open whenever the speed selector is6 deg- dently and are used if the, fuel control unitmalfunc- lever has positive rees or more from theSHUTOFF position and is tions, Each emergency fuel control degrees or less stops, marked OPEN and CLOSE,and is connected closed when the speed selector is 3 the main frorn the'8HUTOFF position. The GRDIDLE posi- directly by a flexible cable and linkage to approximately metering valve in each enginefuel control emit. The tion schedules fuel flow to produce fuel control lever 56 percent Ng. Gas generator idle speedwill vary primary function of the emergency CAD is to manually override the automaticfeatures of the with inlet air temperature. A limit stop at caution. IDLE prevents inadvertent retarding of thespeed fuel control, and must be used with extreme

2-5 3 G EN(INE OIL SYSTEM / ROTOR SYSTEMS Each engOne has an independentO4nk and dry sump full scavenge oil system (figure 2-4). Oil is gravity fed from the tank to thee engin*.driven oil The rotor systems consist of a single main rotor pump mounted on the forward right-hand side of and an anti-torque tailrotor. Both systems are the engine. The engine-driven pump dishibutes oil, driven by the two engines through the transmission under pressure, through a filter to accessory gears system and are controlled by the flight controls. (See and engine bearings. The oil serves,both lubricating figure 2-5.) and cooling purposes, and the system is completely automatic. The scavenge side of the pump returns MAIN ROTOR SYSTEM the oil through an 'oil cooler to the oil tank. The oil The main rotor system consists of the main rotor cooler is an oil-to-fuel heat exchanger with an associ- head assembly and the rotor blades. The head ated oil bypass system. 'The oil flow through the assembly, mounted directly above the main gear cooler depends on oil ten*rature. At low oil tem- box, consists of a hub assembly and a swashplate perature. most of the oil bypasses the cooler. Higher assembly. The hub assembly, consisting of five oil temperatures close the bypass valve and cause all sleeve-spindle assemblies and five hydraulic dam- of the oil to flow throu the cooler. Each engine oil pers clamped between two parallel plates, is splined system has a useful capa ity of 2.5 U.S. gallons of oil toe main rotor drive shaft. The root ends of the in a :3.0 U.S. gallon tank 5 gallon expansion space). five tor blades are attached to the sleeve-spindle The circular tanks ar ted around the forward assemies, which permit each blade to flap verti- section of each engine. cally, hunt horizontally, and rotate about their span-

1161

*1 ENO 0.1 CMIIlUIISIUT OTT LOW INNS

: MOM SI VMS 1101111111111 11,1.

TO ENGIN SEININS IntVMS

%%%%%%%%%%%\%\%\%\%%N

LEGIU10 PICNICS Mil POSSUM

SUPPLY NINON IR 11111111111. V1INE1 *NUNN 111111CMINI

I SIR RN

Figure 2-4. - Engine oil system.

2-6 37 TAIL GEAR SOX MAIN MAR IIOX ACCESSORY DRIVE SECTION

PYLON DRIVE SHAFT

.411144. MAIN GEAR 110X OIL COOLER Walk. AUXILIARY POWER UNIT 111111111014101''

INTERMEDIATE TAIL 10101 DRIVE SHAFT GEAR SOX ROTOR IRAKE s IMO II)

Figure 2-5. - Rotor systems.

limit the upward hub, land a lower (stationary)swashplate, which is wise axis. Anti-flapping restrainers box niovement of the blades, and droop stopslimit the secured by a scissors assembly to the main gear downward movement of the blades.Both are in to prevent rotation. Bothswashplates are mounted socket assembly, which keeps operation when the blades arestopped or turning at on a ball-ring and them parallel at all times, but allowsthem to be low speed. When speed is increased to approxi- by compo-, mately 25 percent (50 rpm) rotorspeed, centrifugal tilted, raised, or lowered simultaneously theanti-flapping nents of the main rotor flightcontrol system, which forceautomaticallyreleases (stationary) swash- restrainers. The droop stops release atapproximately connect to arms on the lower The hydraulic plate. Cyclic or collective pitch changes,introduced 75 percent (152 rpm) rotor speed. transmitted to the dampers minimize hunting movement ofthe blades at the stationary swashplate, are about the vertical hinges as they rotate, prevent blades by linkage on the rotating swashplate. shock to the blades when the rotor is started or stopped, and aidin the prevention of ground Bifilar Absorber , resonance. The main rotor system is equippedwith a bifilar absorber assembly to reduce fatigue'stress and The five all=metal main rotor blades areof the improve the overall vibrationcomfort level through- pressurized spar type, identified as BIMblades. The out the helicopter. Thebifilar absorber assembly, blades are constructed of aluminum alloy,with the secured to the main rotor hub, consistsof a exception of forged steel cuffswhich attach the root five-pointed, star-shaped, aluminumforging with a ends of the blades to the sleeve-spindleassemblies .17-pound weight attached to each star point.Each on the main rotorhub. Each blade consists of a hol- weight is enclosed by a fairing toreduce drag. low extruded aluminum spar pressurizedwith nitrogen, 25 aluminumblade pockets, a tip cap, an alu- The HH-3F helicopter is equippedwith aly In- minum root cap, a steel cuff, a pressure(BIM) indi- Flight Blade Inspection System(IBIS) that visibly cator, an air valve, and anabrasion strip. Vent holes indicates in the cockpit that the pressurein one or on the undersideof each pocket prevent, accumula- blade spars has dropped below the blade. Each blade is more main rotor tion of moisture inside the allowable limit. balanced statically and dynamically withintoler- ances that permitindividual replacement of the back wall of blades. In addition, a pretrack number isstenciled The IBIS indicator, located on the the spar of each main blade,contains a small on 'each blade toeliminate the necessity for blade 90) tracking. Balancing and the assignment of apretrack radioactive source (100 microcuries strontium which is completely shielded and emits noradia- number is done during manufacture oroverhaul. tion when the rotor blade sparis at normal pressVe. of an upper When the pressure in therolorblade spar dfops The swashplate assembly consists will activate, (rotating) swashplate, which is drivenby the rotor below 6.1 (I.- 0.4) psi, the indicator

2-7

u 38 SW KZ Figure 2-8. - IBIS indicator. cawing the radioactive, so u. to move to an un- WARNING" shielded position, thereby emilthlg beta radiation. detector assembly, located aft of the main rotor slittft When red is visible in the indicatoir, determine the wider the transmission cowling, detects the beta ra- cause of the red indication before accepting the heli- diation and sends'a signal to the blade processor. This copter for flight. signal processor causes the BLADE PRESS light on the caution advisory panel to illuminate, indicating a TAIL ROTOR loss of pressure in one or more tif thehlade spars. Loss The tail rotor consists of the tail rotor assembly of pressure in the blade spar is also indicated by the and tailrotor blades. The tailrotor assembly, IBIS indicator located in the back wall of the spar of mottd if the upper end of the pylon, consists of a each main blade. The indicator, compensated for tem- tail frotor hub and pitch-changingechanism. The perature changes, compares a reference pressure built sped hub is supported and driven by the horizon- into the indicator with the pressure in the blade spar." tal output shaft of the tail gear box. The five tail When the pressure in the blade spar is within the re- rotor blades are attached to the tail rotor hub in such quired service limits, two yellow strips show in the in- a way that they are free to flap and rotate about dicator. If the pressure in.the blade spar drops below their spanwise axis for pitCh variation. The blade the minimum permissible service pressure, the indica- pitch-changing mechanism transmits tail rotor con- tor will be activated and will show two red stripes. trol pedal movements to the tail rotor blades through Loss of 115 volt AC power, failure of the detector, the pitch change beam of the tail gear box (See fig- and/or failure of the signal processor ll cause the ure 2-5). BLADE PRESS caution light to illumiite. ,The system receives elptrical power from theo. 1 AC pri- ROTOR BRAKE mary bus and is protected by a circt4breaker on the A hyrdraulically actuated rotor brake (figure 2-7), copilot's overhead .circuit breaker panel marked IBIS, mounted on a brake shaft forward of the main gear under the general heading NO 1 AC PRI. The boX, stops the rotation of the rotor system and BLADE PRESS caution light is powered by the DC prevents its rotation, when the helicopter is parked. primary bus, and is protected by a circuit breaker on The rotor' brake system consists of a hydraulic actu- the copilot's overhead circuit breaker panel marked ating cylinder and lever, pressure gage, hydraulic IBIS,,ander the general heading DC PRI. brake cylinders, rotor brake reservoir, and brake

2-8 9 ROTOR BRAKE _ LEVER,LOCK

ROTOR BRAKE PRESSURE GAGE

ROTOR BRAXE LEVER'

ROTOR BRAKE PRESSUREi DISENGAGE TO ENGAGE ROTOR BRAKE 350.500 P.5.1. LOCKseraRd PUSH LEVER FORWARD ACTUATING RANGE 320 P.5.I. MIN. RELEASING it ENGINE START ROTOR BRAKE PARKED POSITION RANGE .. 250.600 RSI. ROTOR BRAICE LEVER ROTOR BRAKE LEVER-LOCK 0 r ROTOR BRAKE PRESSURE DECAL DECAL DECAL S 1358 cAll Figure 2-7: - Rotor brake.

disc.- The rotor brake hydraulic actuating cylinder release. The lockpin may be rendered inoperative by and lever, located on the pilot's compartment ceil- rotating it until it remains in the OUTos1t1on. ing, operates independently from the hydraulic systems. A spring-loaded accumulator, connected to the Rotor Brake Pressure Gage rotor brake hydraulic lines at the forward end of th A hydraulic actuated rotetivg pressure gage is transmissioncompartment,assurescontinuo located to the rearof the rotor e lever (figure 2- hydraulic pressure when the rotor brake lever is a 7) pn the pilot's compartment ceiling. The reading is plied.. The rotor brake hydraulic actuating cylinder inlicated by the pointer and indicates psi. A decal, in the cockpit is gravity fed with hydraulic reservoir, arked ROTOR BRAKE PRESSURE, ACTUAT- located on the right aft side of the main gear box. ING RANGE 350-500 PSI., ENGINE START 320 When filled. tothe FULL mark, the reservoir con- PSI MIN., PARKED POS. RANGE 250-600 PSI., is tains approximately 3.2 ounces of fluid. The hydrau- located adjacent to the rotor brake pressure gage. To lic brake cylinders are located on supports attached ensure that the rotors will not turn with both e nes to.thertnain gear box. The brake disc is positioned on in GRD IDLE, a minimum of 320 psi,r. r a the main input shaft of the main gear box. The rotor fore the engines are started. For parking, ; brake system components are discussed in' detail in is the normal pressure range. the following paragraphs. Rotor Brake Caution Light Rotor Brake Cylinder and Lever The rotor brake caution light, marked ROTOR A rotor brake lever (figure 2-7) is connected di- BRAKE, is Jocated on the caution advisory panel on rectly to the rotor brake hydraulic actuating cylinder the pilot's side of the instrument panel. The light,is on the jailot's compartment ceiling to theright and provided as an aid in the prevention of rotor engage- forward of the overhead switch panel. The rotor ment while the rotor brake is engaged. Whenever brake is applied by pulling down and pushing for- the rotor brake hydnuilic pressure is 10 or F;ward as indicated on the decal aft of the lever on this, above and electrical power is supplied to th DC pri- upper stnicture. The de411 is marked TO ENGAGE mary bus, the caution light will go on. n the 1101TOR BRAKE PUSH LEVER FORWARD. The rotor brake pressure drops below 10 --I:1 pah the decal also has an arrow pointing forward, A spring- light will go out. Normally with rotor brake off, pres- loaded lock, located at the forward outboard side of sure shoubi be zero; however, after the rotorbralce is the cylinder, 'automatically locks the brake lever in released and pressure at 10 -..t 1 psi or above is trap- the applied (forward) position if the pilot places the ped in the system, the caution light will remain on. small handle on the horizontal, forward position. If the pressure reaches 20 psi, the pucks will begin to The lockpin must be pulled out to allow rotor brake drag.

2-9 4 SELF QUIZ # 2

PLEASE NOTE: Many students study ONLY the self-quizzes andpamphlet review quiz, thinking that this will be enough to pass the End-of-Course Test: THIS IS NOT TRUE.The End-of-Course Test Li based on the steted course objectives. To pass the EOCT, you Must study all the coursematerial: A

1. The HH-3F is equipped with two 5. Which statement is NOT true concerningthe bifilar vibration absorber? A. T58:GE-8 engines rated at 1300 shp B. T58-GE-5 engines rated at 1500 shp A. It is a five-armed aluminum forging C. T58-GE-8 engines rated at 1100 shp B. It uses a 17-pound steel weight D. T58-GE-5 engines rated at 14(I) shp . C. The hither arms have an H-beam cross

0 section D. Each weight is en-closed in a special failing 2. 'The IIH-3F engine centrifugal fuel filteris located 8. What color on a blade pressure indicator A. under thee4nefront frame indicates a NORMAL condition? B. under the engine compressor section C. above the engine fuel control A. Gray D. on the engine fuel control B. Green C. Yellow D. White 3. What is the fimction 'of the fuel control?

< A. Maintainaconstant'selectedpower 7. The tail blade pitch is changed by movement turbine speed of the B. Permit helicopter rotor speed to vary up to 50 percent . A, output gear shaft C. Vaiy the voWer turbine speed to maintain B. pitch change beam a constant helicopter rotor rpm , C. counterweight assembly D. Maintain a constant helicopter rotor load D. flappingspindles to maintain *constant power tUrbine speed 8...For effective rotor brake operation, you must 4. The engine speed trim switcheS are located oh develop a MINIMUM of psi with the rotor brake handle.

A. the overhead engine control quadrant A.10 B. each cyclic pitch stick gip B. 100 C. each collective stick grip C. 320 D. pilot's overhead emergency console D. 600

2-11 41 ANSWERS TO SELF:QUIZ #2,

Following are the correct answers and references to the text pages which cover each question andcorrect answer. To be sure you understand the answers to those questions yped, you should restudy the referenced portions a the text.

QUESTION ANSWER . REF.

1 ,B 2-1 2 A 2-2 3 A 4 C 2-5 5 C 2-7 6 C 2-8 7 B 2-8 8 C. 2-9

2-12 42 H11,3F HELICOPTERTRANSMISSION AISID VARIOUS SYSTEMS

Reading Assignment: Pages 3-1 through 3-9 OBJECTIVES

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

Explain the basic operation and characteristics of the:

1. Transmission system: Main gear box, intermediate gearbox, 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 gear box to drive the tail rotor. The main gearbox accessory section, located at the rearof the main 'chives "the, primary, utility, .4rpiitransmission system (figure 3-1) consiits of gear box loWer housing, gear boxes that transmitpckver to the main and auxiliary hydraulic pumps, the Main gear box oil and tail rotors. The main gear box reduces engine pumps, the high pressure torquemeter oil pump,and rpm and interconnects the twoengines to the rotor the two generators. The auxiliary power unit drives head. Afreewheeling unit, located at each engine the accessory section of the, main gear box on the input to th.nain gear box, permits the rotor head to ground before the engines are started. When the autorotate thout power turbine drag if the engine APU is operated at 100% speed, the APU drive shaft (or engines7 fails,or when power turbine rpm will drive ihe accessory section until the rotor decreases below rotor rpm. Engine torque, is trans- reaches 100% Nr. The APU has a clutch4 which con- mitted through the main gear box to the main rotor tains a freewheel unit, that enables shutdown of the drive shaft to drive the main rotor, and aft through a APU when the rotor head is engaged: There is a tail rotor drive shaft to the intermediate gear bOx at, through shaft, driven by the No. 1 engine, in the the base of the pylon. From the intermediate gear main gear bók. Under normal conditions, with the box, a pylon drive shaft extends upward to the tail rotor turning, the gear box accessories are drivenby gear box to drive the tail rotor. Eachof the three the tail takeoff drive unit, which is provided with a gearboxes has a chip detector. freewheel unit. If this freewheel units fails, the through shaft will drive the accessories. MAIN GEAR BOX The main gear box, mounted above the cargo INTERMEDIATE GEAR BOX compartment aft of the engines, is afour-stage The intermediate gear box, located at the baseof reduction gear system which rgduces engine rpm at the tail rotor pylon, contains a bevel geardirect- a ratio of approximately 93.4 to1 for driving the drive system to change the direction of the shafting rotor head. The main gear box contains a spur,heli- that transmits engine torque to the tail gear box.The cal bevel gear, and a single planetary gear stage. intermediate gear box is splash-lubricated. Screened Shafting extends from the main gear box lower hous- air outlets intim pylon fairing permit the gearbox to ing to the, intermediate gear box and then to the tail be cooled by the rotor downwash.

3-1 4. 43 at inc TRANSOM NOT,

TINOS OIL Pons LISS TRAP 4 XV AT LAST NIT NICK SPIVS INPUT SIAIINGS OIL, Pills 13-911 OIL INN 11 PSI COOLS*

CROSII-OxIll TAINS wan PRISSUSI IN !SCAN!! 3S-TO PSI PUNPS OUTPUT LINOS r- SIC LISS THAN IS PSI PUN,

Pm 0 PITON ITSTIN PIMP 0 PUMP

AUX SUMP OIL Time oAL 40.I1S*C ISO PSI

TRANS OSP MAIN valosico

Figure 3-1. - Main transmission with auxiliary sum

TAIL GEAR BOX sible from the left side of the main gear box fairing, The.tail gear box, located at the upper end of the is located on the left side of the gear box. A window -tail rotor pylon, contains a bevel gear reduction- in the gear box below the oil filler provides a sight drive system to transmit engine torque to the tail check for the oil level in the main gear box. Oil rotor. The tail gear box also contains part of the capacity is 15 gallons; normal servicing is 11 gallons. pitch change linkage which extends through the hol- low output shaft to the tail rotor hub. The tail gear AUGMENTED MAIN GEAR BOX OIL SYSTEM box is'splash-lubricated. The augmented main gear box oil system will permit the helicopter to continue operating for approxi- TRANSMISSION OIL SYSTEMS mately 45 minutes if there is a failure in the main Main Gear Box Oil System lubrication sysgm. In this case, the ancillary sunip, (See figure 3-1) at the base ofe main gear box, provides an oil sup- Primary and secondary oil pumps are proVided ply of about 1.5 gallons to lubricate the input' sleeve for lubrication. The torque systera oilpump is bearings hi the high speed section Of the main gear mounted piggy back to the primary pump on the boti The torquemeter pump uses oil from the auxil- lower portion of the rear cover of the main gear box, iary sump to lubricate these bearings and to supply and uses main transmission oil for the torque sensing oil to the torque sensing system. An additional chip system. The secondary oil pump is mounted be- detector is installed in the auxiliary sump and lights tweeit the utility hydraulic pump and the rear cover the XMSN CHIP MAIN caution light. mounting pad. Oil is pumped from .the gear box . sump to the oil cooler located behind the math gear INTERMEDIATE AND TAIL GEAR BOX OIL box. Cooling air is forced through the cooler bya SYSTEMS blower driven, by belts from the tail drive shaft. The Both the intermediate and tail gear boxes are air is then exhausted through a screened transmis- splash-lubricated from individual sump systems. In- sion accessories cooling air outlet at the rear of cool- -ternal spiral channels ensure oil lubrication to 'all er, the oil returns to the main gear box where it is bearings. An oil filler plug, drain plug, and oil level sprayed onto the gears and bearings through jets sight gage are located, in each gear box casting. built into the gear box castings. An oil filler,acces- When the oil in the intermediate gear, box is at

3-2 -L-JP-4, JP-5 OR OTHER APPROVED ALTERNATE FUELS OIL, ENGINE', APU Ater ALL GEAR BOXES ALTERNATE APPROVED FUELS MIL-L-23699 NATO SYMBOL 0456 ALTERNATE APPROVED FUELS-CONFORM TO ASM T YPE A-1, JET A-I HYDRALLIC FLUID-PRIMARY, AUXILIARY THESE FUELS LIMIT STARTING TO -25°F, NATO F-34. AND UTILITY SYSTEMS ARCOJET-I MIL -H-5036-NATO SYMBOL H-5I5 AMERICAN TYPE A- I FIRE EXTINGUISHER AGENT CALTEX JET A-I ENGINE AND APU-CF3 Bi PORTABLE -CO2 440 UNIVERSAL TURBINE FUEL NO. I 15 GULFLITE TURBINE FUEL A ESSO TURBO FUEL I-A 14 KEROSENE-AVIAT ION TYPE PURE JET TYPE A-I 13 AEROSHELL 650 AVTUR 50 12 AVIATION TURBINE FUEL TYPE A AVIATION TURBINE FUEL TYPE I 11 CHEVRON TURBINE FUEL TYPE I AT F. IA ii 407 AVJET K-58 WARNING

NOTE: MIXING OF FUELS IS NOT RECOMMENDED BECAUSE OF PROBLEMS ENCOUNTERED WHEN USING FUELS WITHOUT ICING WITH FUEL CONTROL SETTINGS. INHIBITOR, AVOID FLYING AT ALTITUDES WHERE INDICATED OAT IS BELOW Olt '- TO PRECLUDE FUEL SYSTEM ICING. 5

I. BATTERY 2. ROTOR BRAKE HYDRALLIC CYLINDER 3. RESCUE HOIST 4, ENGINE OIL TANKS 5. MAIN ROTOR HEAD RESERVOIR (ONE FOREACH BLADE) 6. DAMPER RESERVOIR 7. ROTOR BRAKE RESERVOIR (M-H-5606) S. APU AND ENGINE COMPARTMENT RESERVE FIREEXTiNGUISHER BOTTLES 9. UTILITY HYDRAULIC SYSTEM RESERVOIR 10. PRMARY HYDRAULIC SERVO SYSTEM RESERVOIR ' 11. AUXILIARY HYDRAULIC SERVO SYSTEM RESERVOIR 12. ENGINE COMPARTMENT MAIN FIRE E XTINGUISHER BOTTLE 13. AUXILIARY POWER UNIT 14. INTERMEDIATE GEAR BOX 15. TAIL GEAR BOX 16. TAIL ROTOR HEAO OIL RESERVOIR 17. SPONSON APU ACCUMULATOR (CHECK GAGE RH SIDE IN CABIN) 19. MAIN LANDING GEAR 20. AUXILIARY AIR FLOATATION SYSTEM 2E AFT MAIN FUEL TANK FILLER CAP 22. AFT' AUX FUEL TANK FILLER CAP - 23. FORWARD MAIN FUEL TANC FILLER CAP 24. FORWARD AUX FUEL TANK FILLER CAP n 25 24 23 22 21 25. ALTERNATE LANDING GEAR EXTENSIONAIR BOTTLE 26 NOSE LANDING GEAR 5 1564 (52) 46 - FULL on the oil level sight gage the geaf box con- Under normal conditions, the forward main sys- tains 0.2 gallons. When the oil in the tail gear box is tem supplies fuel to the No. 1 engine, and theaft at FULL on the oil level sight gage, it contains 0.4 main system supplies fuel to the No. 2 engine.All gallons. tanks may be filled by either a pressure refueling system or by gravity through conventio filler necks on each tank. Auxiliary tanks also re- FUEL SUPPLY SYSTEM fueled through in-flight gravity refue ng tions. For fuel specification grade, see figu

The helicopter is equipped with two independent FUEL TANKS pressure-type fuel systems, joined together by a There are two main fuel tanks and two auxiliary ; trossfeed system to ensure maximum fuel utilization, fuel tanks located beneath the cabin floor ithe fol- and two internal auxiliary systems. The two main lowing sequence from nose to.tail: forward systems are divided into a forward and aft system tank, with a capacity of 184 gallons; forward main and are augmented by the auxiliary systems. The tank, with a capacity of 348 gallons; aft auxiliary = main systems consists of fuel tanks with individual tank, with a capacity of 245 gallons; and aft main bladder-type cells, collector cans, and ejector units tank with a capacity of 345 gallons (figure 3-3). in which two submerged boost pumps are located. The auxiliary systems consist of a forward and aft The forward main tink system, consisting of two tank with a bladder-type cell and ejector units. cells, contains one collector can, five check valves, Transfer of fuel from auxiliary to main tanks is con- two pressure switches, two pumpfailure caution trolled' by the pilot. The ejector system and boost light circuits, one primary bus powered boost pithy, pump arrangement provides for aminimum of un- one monitor bus poweredboost pump, one flapper usuable fuel. valve, one pressure refueling and defueling valve, one fuel ejector unit, one gravityfiller, two sump drain valves, one dual high-level sensor, and two The crossfeed system provides diversified main float-operated shutoff valves. The aft main tank sys, fuel system operation, The crossfeed system is elec- tem, consisting, of two cells, contains the sameitems trically controlled by a crossfeed valve switch and al- as the forward main tank exceptthat it has one in- lows fuel from both main systems to be directed to. stead of two float-operated shutoff valves. Thefuel one engine during single-engineoperation, or fuel boost pumps within each main tank provide fuel to from one system to supply both engines should the the associated fuel ejectors and the appropriate en- collector cans. need arise. gine. The boost pumps are located in

FUEL QUANTITY DATA

USADIE =SABLE' FULLY SERVICED

FUEL US US US TANKS GALLONS POUNDS GALLONS POUNDS GALLONS '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

Arr AuxTLIARy 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 dayptemperature. 3. Gravity refueling method used.

Figure 3-3. - kuel quantity data.

3-4 4 7 34

The Iuel level in the collector cans is maintained by and are protected by circuit breakers, marked ejector and flapper valve action. This fuel ejector TRANSFER, 1, 2, 3, located on the overhead circuit unit and boost pump arrangement provides integral breaker panel. fuel transfer within each main tank at all operating Latitudes, and provides for a maximum of usable fuel. The position of the fuel transfer lines may cause fuel The single-cell forward auxiliary fuel tank system to feed from the auxiliary to the mainfuel tanks contains one check valve, one gravity filler, one fuel without the use of a transfer system. This condition ejector, one sump drain valve, one pressure refueling occurs when the fuel level in theauxiliary tank is and defueling valve, one dual hi-level sensor, one above the fuel transfer lines and at the same time gravity refueling connection in tè cabin, and one the fuel level in the main tanks is lower. motor operated gate valve. The si gle-cell aft auxiliary fuel tank system contains th same items as the forward auxiliary tank system ex ept that it has two FUEL DUMP SYSTEM check valves, two motor-operaéd gate valves, and Fuel may be dumped at a limited rate from either two fuel ejectors. All fuel tanlYvent lines are routed main tank, or from both main tanks simultaneously, through the cabin to mini e vent icing, then to through a single overboard drain located in the trail- both sides of the helicopter," where the tanks are ven- ing edge of the right sponson. Fuel flow isprovided ted to the atmosphere. by the fuel boost pumps. Two manually operated dump valves, one for each main tank, are located Fun TRANSFER Overhead in the forward area of the cabin. The Three DC motor operated gate valves located in dump system is activated by holding or locking over the fuel ejector motive flow lines enable the pilot to center one or both of these valves in the open posi- have complete control of fuel transfer. Fuel is trans- tion. Rate of dump from one tank is approximately ferred 'from auxiliary to main tanks by fuel ejectors; 80 Pounds per minute and from both tanks approxi- motive flow is obtained from the boost pumps. Fuel mately 160 pounds per minute. in the forward auxiliary tank can be transferred only to the forward main tank. A float-operatedshutoff PRESSURE REFUELING SYSTEM valve prevents overfilling of the forward main tank. The pressure refueling system consists of one ex- Fuel from the aft auxiliary tank can be transferred to ternal pressure fueling adapter, four dual high-level either the forward or aft main tank. Float-operated sensors, and four pressure refueling anddefueling shutoff valves prevent overfilling of either main valves, ono in each tank. The location of the pressure tank. When either main tank level is above 1,600 fueling adapter directly beneath the cabin door per- pounds, any attempt to transfer fuel will result in a mits refueling while the helicopter is in a hover. transfer to the atudliary tank in use due to the inabil- Each dual high-level sensor contains one primary ity of the hiel to pass the float-operated gate valve in and one secondary valve, each of which can be sole- Ile respective main tank. noid operated during precheck or float operated by fuel level. The shutoff capability of Ihe system is tes- CAUTION ted by positioning the high-level shutoff switch, located above the fueling adapter, to PRI TEST and Do not transfer fuel when main tank level isabove 'SEC TEST independently. This energizes the corre- 1,600 pounds, because fuel may be forced overboard sponding solenoids of all four dual high-level sensors. through the auxiliary tank vents if the auxiliary tank The--solenoids raise the floats electrically, which in fuel level is high. turn close the pressure refueling/defuelingvalves, stopping flow into all tanks. When the switches are Fuel Transfer Switches returned to the OFF position, the floats operate in Two fuel transfer switches are located on the fuel conjunction with the fuel level of each tank. When management panel. The switch marked AFTAUX, each tank reaches full capacity, its dual high-level OFF controls the transfer of fuel from the aft auxil- sensor closeS its pressure refueling anddefueling iary tank to the aft main tank. The switchmarked valve and stops fuel flow into that tank. Electrical FWD AUX, OFF, AFT AUX controls the transfer of power for the system TEST is suppliedby the fuel from the forward auxiliary tank and the aft aux- 28-volt DC primary bus through the HI-LEVEL iliary tank to the forward main tank. The switches SHUTOFF TEST circuit breaker on the overhead are powered by 28 volts DC fromthe primary bus circuit breaker panel. 7--

, 3-5

U. 48 37 PRESSURE DEFUELING SYSTEM to deliver 28 volts DC to the AC monitor bus relay. Limited pressure defueling is accomplished by at- In addition, closing the relay opens the No. 1 genera- taching the pressure fueling nozzle to the pressure tor caution light circuit, causing the light to go out. refueling adapter and applying suction. Fuel will The No. 2 supervisory panel operates the same way then be drawn from all tanks simultaneously until to power the No. 2 AC primary bus and to turn out one of the four tanks is empty. Defueing will then the No. 2 caution light. DC power from the No. 2 cease from the remaining tanks due to air ingestion supervisory panel Also closes the AC monitor bus from the enipty tank. The amount of fuel remaining control relay, which permits 28 volts DC from the in the various tanks depends entirely on .the initial No. 1 supervisory panel to close the DC monitor bus quantities-of fuel in each tank. relay and the No. 1 and No. 2 monitor bus contactor relays. Therefore, 28-volt DC power is required -from both the No. 1 and No. 2 supervisory, panels to ELECTRICAL POWER SUPPLY SYSTEM energize the AC and DC monitor buses. If either generator fails to produce 28 volts DC, the primary DC bus supplies back-up DC voltage to each super- The electrical power supply system consists of visory panel through circuit breakers. The circuit an alternating current powpr supply system and a breakers, located on the overhead circuit breaker direct current power supply system. Two permanent panel, are marked 1 and 2 under the general head- magnet generators (PMG) supply115/200-volt, ings PMG BACKUP. three phase, 400 Hz AC power to the electrical system. Three transformers provide 26-volt single phase The supervisory panels provide protection for the AC power. Both generators also supply 28-volt DC' electrical system. AC power delivered to the panel- power to the'electrical system con'brol circuits. Two from its associated generator is monitored by the converters provide 28-volt DC control and operating panel for open phase, overvoltage, and undervoltage power. One battery supplies 24-volt DC power. at all times. The panel monitors for underfrequency when the heliCopter is on the ground with its main ALTERNATING CURRENT POWER SUPPLY landing gear struts compressed activating the scissor SYSTEM switches. If any of th monitored conditions are not atincurrent power is supplied by two normal, the generator ontactor relay will open, tak- generators *rutted as No. 1 and No. 2. Associated ing the" associated ge erator off the line, deenergiz- system components are designated in a similar man- ing all monitor buse and illuminating the associated ner. System operation isautomatic, and control generator caution light. If a generator fails, primary switches on the overhead switch panel and monitor- AC bus loads will be switched automatically to the ing caution-advisory light capsules on the caution- reniaining generator. 'advisor panel are provided. Normally, associated primary and monitored bus loads are assumed by each NOTE generator. Primary bus loads are essential for night instnunent flight but monitor bus loath are not es- Should a low-voltage condition occur in eier gen- sential for this type of flight. If either generator fails, erator, there will be a 6-second delay before the load its primary bus load is automatically transferred to is shifted to the other generator. the remaining generator. With a failed generator, all monitor bus loads are automatically dropped. An AC _Generators external power receptacle permits use of an AC ex- Two 115/200-volt, 3-phase, 400 Hz, PMG, AC ge- ternal power emit for ground power application. nerators are mounted on and are driven by the accessory section of the main gear box. Generator output Supervisory Panels varies with temperature and altitude (approximately The supervisory panels, designated No. 1 and No. 20 KVA at sea level td 25 KVA at 15,000 feet altitu- g. provide control for all AC relays and one DC relay de). Generator AC voltage is delivered to the associ- in the electrical system. When the No. 1 generator is ated supervisory panel and generator contactor relay. developing normal AC power and the generator The permanent magnet sections of the generators also switch Ls placed ON, DC power from the same gen- develop DC power to be used in the control circuits. erator will be used by the No. 1 supervisory panel to This DC power is delivered to the associated supervi: close the No. 1 generator contactor relay. Closing sory panel. The auxiliary power unit (APU) drives the the No. 1 generator contactor relay permits the No. generators through the main gear box accessory sec- 1 generator to power the No. 1 AC primary bus and . tionwhen the rotor rpm is below 100% N,.. When the

:3-6 rotor speed reaches 100% N the accessory sectionis circuit breaker is marked 26V XMFR underthe gen- driven through the main gear box. eral heading NO. 2 AC PRI. This autotransformer supplies 26 volts AC to operate the auxiliary and GENERATOR SWITCHES: The generator utility hydraulic pressure gages and the No. 2 engine switches are located on the overhead switch panel oil pressure and torque sensor gages. under the general heading) 1 GEN 2 and have marked positions ON-OFP., RESET-TEST. Placing On helicopters modified by T.C.T.O. 111,3(H)F- the switch in the ON position puts the respective 536 and CG No. 1487 and subsequent, two radio au- generator on the line by closing the gerrator con- totransformers are installed to provide a redundant tactor relay. The OFF-RESET. position turnsthe source of 26 volts AC powerfor the navigation in- generator off and resets the cycle. The TEST posi- struments. The output of each autotransformeris tion is only used for maintenance. appliet to the contacts of the RADIO XFMR switch on the overhead switchpanel. The switch selects GENERATOR CAUTION LIGHTS: Two generator either the No. 1 or the No. 2 autotransformer output caution lights', marked 1 GEN and 2 GEN respec- to energize the transformer fail relar andthe NAV lively, are located on the caution-advisory panel. and PILOT circuit breakers. Should the relay be- These lights will illuminate whenever the associated come de-energized, 28 voltsDC from the RADIO generator is taken off the line by opening the gener- XMFR CAUT circuit breaker is applied to the cau- ator contactor relay, which causes the cautionlight tion/advisory panel, illuminating the RADIO XFMR, circuit to be completed. The generator cautionlights caution capsule to indicate loss of 26 voltsAC from are powered by the DC primarybus and are pro- the selected autotransformer. tected by circuit breakers on the overhead circuit breaker panel. The circuit breakers are marked No. 1 AC Utility Power Receptacles and No. 2 under the general headings GENERA- Two 115-volt AC 400-Hz utility receptacles are TOR and INDICATOR LTS. provided. The receptacles receive power from the No. 1 AC monitor bus through two circuitbreakers on the Autotransformers copilot's overhead circuit breaker panel. The circuit Three autotransformers in the AC system convert breakers are marked CABIN and XMSN underthe 115-volt power from the primary AC buses to 26 general headings UT RECP arid NO. 1 AC MON. volts. Two of the autotransformers are powered by the No. 1 primary bus and are protected by circuit Alternating Current Circuit Breakers breakers in the copilot's overhead circuit breaker Alternating current circuit-breakers are located Panel, marked 28 V XMFR andRADIO XMFR 26V on the pilot's andcopilot's overhead circuit breaker under the general heading No. 1 !AC PRI. The panels. antotransformer protected by the circuit breeker, marked 26V XMFR, supplies 26 volts AC to the co, DIRECT CURRENT POWER SUPPLY SYSTEM pilot's course indicator azimuth card, copilot's ID- Direct current power is supplied by two 28-volt, 250 RMI card, primary hydraulic pressure gage, 200-ampere converters, designated as No. 1 and No. transmission oil pressure gage, and the No. 1 engine 2, which are powered by respective No. 1and No. 2 torque sensor and oil pressure gages. The autotrans- AC primary buses. The DC system operation is aue former protected by the circuit breaker, marked tOmatic, and control switches and convertercaution RADIO XMFR 26V 013, supplies 26 volts AC to: lights are provided. Normally, primary and monitor bus loads are assumed by both. converters. Primary 1. Pilot's course indicator azimuth card bus loads are essential for flight under night instru- 2. Pilot's ID-250 RMI card ment conditions, but, monitor bus loads are not es- :3. Both pilot's ID-250 needles sential for this type of flight. If one converterfails, 4. TACAN AN/ARN-118 azimuth and DME the associated reverse current cutoutrelay will 5: Doppler radar (AN /APN-175(V)-1) remove the failed converterfrom the DC primary 6: Heading information to . the navigation bus. The remaining converter will assumethe DC bus loads ,computerandVOR inputstothe primary bus loads, and the DC monitored AN/ AYN-2 computer will be dropped. The battery can provide power to the DC primary bus when no other sourceikavaila- The third autotranSformer is powered by the NO. 2 ble. The DC external power receptacle and associ- primary bus and is protected by a circuitbreaker in ated circuitry permit use of an external power unit thepilot's overhead circuit breaker panel. The for ground power application.

3-7 5o 3 9

Converters . helicopter. Battery power is used for limited ground Two 200-ampere, 28-volt DC converters are lo- operations, when no external power,is available, and cated in the electrordcs compartment. The converters as an emergency source of powerto the DC primary require an AC input from the generators or from an bus. The battery bus is .continually energized and AC external power source. The two converters are de- provides power for the anchor lights. The battery signated as No. 1 and No. 2, and the associated com- bus is connected to the DC primary bus when the ponents are designated in a similar manner. Both con- battery switch is ON. verters no y supply power to the DC primary bus. The DC p bus supplies power to the DC moni- BATTERY SWITCH; The battery switch, located tor bus. No. 1 converter receives three-phase on the overhead switch panel, is labeled BATTERY, power from the No. 1 AC primary bus; and the No. 2 with positions marked ON and OFF. converter receives three-phase power from the No. 2 AC primary bus. The AC input is stepped down, rec- DC Uhlity Power Receptacle tified, and filtered within each converter, and the DC Three 28-volt DC utility receptacles are installed. output is fed to the associated reverse current cutout The receptacles rfceive power from_the DC monitor relay. During normal operation, IfoC power from the bus through three circuit breakers on the pilot's reverse current cutout relay is fed to, the DC primary overhead circuit breaker panel. The cirouit breakers bus. If either converter or either AC generator fails, are marked COCKPIT, cABIN, andXMSN under the monitor bus is automatically dropped from the the general headings UT RECEPTACLE, MON, line, and an appropriate caution light will illuminate. and DC. The reverse current cutout relay prevents current flow from the DC primary bus to a failed converter. Direct Current Circuit Breakers The DC monitor bus relay must be closed for the Direct current circuit breakers are located on all monitor bus to receive power. Power to close this three overhead circuit breaker panels and on the relay comes from the DC primary bus and is routed battery bus drcuit breaker panel. through the No. 2 and No. 1 reverse current cutout relays. If either converter, either, reverse current cutout EXTERNAL POWER relay, or either AC generator is inoperatiVe (or if Exteinal Power Switch either converter switch is OPP), the DC monitor bus e e ternal power switch is located on the over- will be dropped from the line. The No. 1 converter is head switch' panel, under the heading EXT PWR, protected by a circuit breaker'on the copilot's over- with positions marked ON and OFF. The external head circuit breaker panel. The circuit breaker is power switch is protected by a circuit breaker on the marked No. 1 CONVERTER under the general head- overhead circuit breaker panel, marked 'EXT PWR - ing No. 1 AC PRI. The No. 2 converter is protected under the general heading.DC PRI BUS. by a circuit breaker on the pilot's overhead circuit breaker on the pilot's overhead circuit breaker panel. EXTERNAL_POWER ADVISORY LIGHT; The ex- The circuit breaker is marked No. 2 tONVERTER ternal power advisory light, located on the caution- ander the general heading No. 2 AC PRI. advisory panel and marked EXT POWER, will illuminate when the external power switch is ON and CONVERTER SWITCHES; The converter external power is being supplied to the aircraft. switches, located on the overhead switch panel under the general heading 1 CONVERTER 2, have AC EXTERNAL POWER: An AC external power marked positions ON and OFF. receptacle, located on the left side of the fuselage aft of the sponson, is used to connect 115/2007volt, 3- CQNVERTER CAUTION LIGHTS: Two converter phase, 400-Hz power to the helicopter. A phase se- caution lights, marked # 1 CONV and # 2 COW, quence relay is incorporated to sense proper external are located on the caution-advisory panel. Failure of power phase rotation. When the phase rotation is a converter, or reverse current cutout relay (or turn- correct, the EXT PWR switch is ON, and the BATT ing a converter switch OFF), will ilhuninate the as- switch is ON, 3-phase power will be admitted to the sociated caution light. aircraft, and the AC systems will function normally. The battery switch must be ON to power the DC Battery . primary bus, and the external power switch must be A 24-volt, 22-ampere-hour nickel cadmium bat- ON to permit the DC primary bus to supply control tery, located in the nose section forward of the power to the phase sequence relay. With the conver- pilot's compartment, is accessible from outside the ter switches ON, the DC monitor bus control relay s '210

and the DC included in the flight control servohydraulic sys- and the DC monitor bus relay will close, (9, fig- power system will functionnormally. At this point, tems. The utility hydraulic system reservoir OFF,to avoid ure 3-2), locatedaft of the main gear box, has a ca-; the battery switch should be turned fluid. The Utility possible overcharging of the battery. pacity of 3.05 gallons of hydraulic hydraulic pump is located on the accessory drive provides 3,000 psi DC EXTERNAL POWER; A DCexternal power re- section of the main gear box and the fuselage hydraulic pressure. An oil cooler is provided inthe ceptacle, located on the right side of oil tem- below the pilot's window, is useato connect28 volt- hydraulic line to maintain' utility hydraulic DC power to the helicopter. With theexternal peratures within Itmits. The blowerinthe oil cooler DC power from an exter- operates on power from the No.1 AC primary bus, power switch ON, 28-volt from the nal-power source is delivered through the DC power and the control relay is act'uated by power receptacle to illuminate the external powo advisory DC primary bus. The blower operatescontinuously light, close the external power relay, energizethe When these busses are energized. TheUtility hydrau- DC primary bus, and close the DC monitorbus lic system operatese main landing gear, noseland- \___relay. providing power tothe DC monitorbus. ing gear, APU iUiWm, ramp actuating system, ( and the rescue hoist. CAUTION

When seeming either AC or DC external power, se- UTILITY HYDRAULIC PRESSURE cure the EXT PWRswitch before removing the INDICATOR possible arcing and damage The utility hydraulic pressure indicator,located power cables to prevent panel, operates on 26-volt AC *to the external power receptacles. on the instrument power from anautotransformer. The gage, marked UTI, indicates pressure in the utilityhydraulic sys- electrical power UTILITY HYDRAULIC SUPPLY SYSTEM tem in psi. The indicator receives from the No. 2 AC primary bus through acircuit breaker on the pilot's AC circuit breakerpanel. The The utility hydraulic supply systemprovides circuit breaker is marked UTunder the heading hydraulic pressure for all hydraulic equipmentnot HYD PRESS IND.

3-9 52 SELF QUIZ #3

PLIASE NOTE: Mnny students study ONLY the self-quizzes andparnphlet review quiz, thinking that this based on the will be enough to pass the End-of-Course Test.THIS IS NOT TRUE. The End-of-Course Test is btated course objectives. To pass the EOCT, you mu.4tstudy all the course material.

. 1. To check the mnin gear bOx oil level, you 5. What terminates an HH-3F pressuredefueling slundd use a/an operation? _ A., A tank becoming empty A. oil quantity gage in the cockpit B. Low-level warning actuation B. oil quantity gage on the gear box C. The high-level shutoff valve C. sight gage on the lower left side of the D. Pressure fueling valve actuation main gear box housing D. sight gage on the lower right side of the 6. The primary bus provides power forall com- main gear box housing ponents that are essential for flight operations.

2. The anOented main gear box oil systemwill A. `SAR permit the helicopter to continue operatingfor ap- B. night VFW. proxiMatelY minutes if there is a failure C. night instnunent in the main lubrication system. D. any should expect A. 15 7. If the No. 1 generator fails, you B. :30 to lose all componentspowered by the C. 45 bus. D. 60 A. No. 1 primary AC B. No. 1 AC'monitor e, :3. What is the HH-3F's total fuel capacityin C. primary DC gallons? D. No. 2 primary AC 8. Assume that the No. 2 converterfails. Which A.988 buses will be dropped from the line? B. 1.044 C. 1.088 A. No. 1 AC primary D. 1,122 B. DC primary C. DC monitor D. No. 2 DC primary 4. Before pressure refueling theHH-3F, you must ensure that the will 9. The utilityhydraulic system operatesat operate correctly.

A. motor operated shutoff valve A.750 psi B. high-level shutoff valve B. 1,500 psi C. float valve C. 1,750 psi D. boost pump D. :3,000psi)

.3-11 53 ANSWERS TOSELF-QUU # 3

Following are the correct answers and referenees to the ges which cover each question and correct answer. To be sure you understand the answers to those you missed, yoti should restudy the referenced portions of the text.

QUESTION. ANSWER REF. 1 C 2 3-2 3 3-4 4 3-5 5 A 3-6 3-6 7 B 8 3-8 9 3-9

5,1

3-12 FLIGER.SYSTEMS

Reading Assignment: Pages 4-1 through 4-13

S.OBJECIIIVES 7. To successfully cdmplete 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. 'Flight control hydraulic control systems.

3. Automatic flight control (AFCS) -and coupler systems.

4. Magnetic compass,: free air- temperature gage, clocks, pilot-static system, vertical velocity indicators.

5. Heading altitude reference system .(HARS).

6. Caution7advisorY panel.

7, Landing geAr system.

8. Brake .systein:

9. Ramp system.kuld cargo door.

FLIGHT CONTROL SYSTEMS MAIN ROTOR FLIGHT CONTROL SYSTEM .The main rotor flight control system provides both vertical, lateral, and longitudiwkcontrol. CFm- The flight control system is diirided into three trol motions are sent from the collectibe pitch lever systeins:the main rotor flight control system,sthe tail for vertical control, and from .the cyclic stick for hit.* rotor flight control system, and the flight control eral and longitudinal. control. The motions are com- hydraulic supply systems. When the automatic flight bined in a mixing unit, located in the AFCS control control system and coupler system are engaged, they compartintNft of the pilot's seat, and are transmit- provide corrections of limited authority to the flight ted to the main rotor assernbly by mechanical link- control system, causing the helicopter to respond in age. Control action iS assisted by twohydraulically a stable manner to the maneuver called for bythe operated flight control servo systems. The main position of the cyclic stick or referenced ground rotor flight controls terminate at the stationary speed from AFCS control panel drift pots. This swashplate of the main rotor head. Control action is equipment also provides a constant altitude. The de- transmitted through the rotating swashplate and scription and operation of the automatic flight con- linkage on the main rotor hub to the blades. trol system and coupler system are induded in the paragraphs, .AUTOMATIC FLIGHT CONTROL Collective To Yaiv Couplg SYSTEM (AFCS) AND COUPLER SYSTEM in this A collective to yaw coupmg, located in the mikh. section. A cyclic stick trith system is installed." ing unit, provides. automatitail rotor blade angle:

4-1 changes to compensate for changes in collective yclic Stick Trim System pitch settings. In flight, the coupling is irreversible e cyclic stick trim system holds the stick in a se- : in that collective pitch motion will act to displace lec ed trim position. Two actuators are hydraulically the tail rotor but tail rotor pedal motion will not af- po ered by the auxiliary servo system and energized I main rotor collective pitch blade angle. elec . lyfrom the DC primary bus. One actuator positionse cyclic stick laterally, and the other posi- Collective To tyclic CouPling tions the c clic stick fore and aft. The actuators are 041 bias in the collective to cyclic coupling is incor- operated y a four-way cyclic trim switch mounted on porated in the mixing unit to apply a slight left roll both the ilot's and copilotcyClic stick grips. To trim rrection when the collective pitch is increased. the cyclic stick, the cyclic trim switch'is pushed in the direction of desired cyclic stick movement, causing Collective Pitch Levers the actuators to move the stick until the cyclic trim Two collective pitch levers are located in the switch is released. The cyclic 'stick,may be manually pilot's compartment. Both leversperate simulta- displaced from the trimmed position against a resist- neously to change the collective pitch of the main ance force caused by spring compression, which in- rotor blades. A friction lock on the pilot's collective creases progressively with, stick displacement. The pitch lever can be rotated to apply friction to pre- spring action provides cyClic stick feel and amounts to vent the collective pitch levers from Creeping while approximately 15, pounds initialforce,plus 0.5 in flight.' pounds for each 1 inch of cyclic stick displacement. When the pressure on the cyclic stick is released, Cyclic Sticks spring action returns the stick to the original trim The cyclic sticks provide lateral and longitudinal position; The cyclic stick trim system will operate as control of the helicopter, MoVing the cyclic stick in long as there is botb DC power to the primary bus any direction tilts the tip path plane of the *main and auxiliary hydraulic pressure to the actuators. rotor blades in that direction and, moves the helicopter in the same direction. The stick grip (figure 4-1) CYCLIC STICK TRIM MASTER SWITCH: A cyClic contains pushbutton and thumb-operated switches stick trim master switCh, marked STICK TRIM MAS- for controlling various equipment installed in the TER,, ON, and OFF, is located on the overhead helieopter. switch panel. When the switch is ON, the cyclic stick is held.in position. When the switch is OFF, the force gradient system is inoperative, and the cyclic trim system will not maintain the position of the stick.

CYCLIC (BEEPER) TRIM SWITCHES: The cyclic trim switches, located on the pilot's and copilot's Cy- 1Ilk clic stick grips (figure 4-1), have maiked positions FWD, AFT, L, and R. The four-way thumb switeh is spring-loaded to the center (off) position. When the switch _is placed in any of the four positions, hydranlic pressure will drive the cyclic stick in the same direction. Release of tjle switch stops stick motion. The action of the cyelic stick trim system will then function about this location of the cyclic stick. The cyclic trim switches receive electrical power from the DC primary bus through a circuit breaker marked BEEPER-TRIM, located on the overhead , DC Circuit breaker panel.

;:, 6 CYCLIC TRIM RELEASE BUTTON: The spring- loaded, pushbutton switches are located on the pilot's and copilot's cyclic stick grips (figure 4:1) and marked TRIM REL. Cyclic trim position can be changed by depressing the cyclic trim release button, manualljr moving the stick to the new position, igure 4-1. - Cyclic stick grip. and then releasing the cyclic trim release button.

4-2 5 6 The cyclic trill) system will then hold the new wheel brakes are mounted on both the pilot's and selected position of the cyclic stick. The cycliC trim copilot's pedals. - release button controlg DC primary bus power to the trim actuators. TAIL ROTOR PEDAL AbtUSTMENT KNOBS: Pedal adjustment knobs are located on each side of TAIL ROTOR FLIGHT CONTROL SYSTEM the fuselage, jusforward of the ash trays in the The functions of the tail rotor flight control system ,pilot's compartme.The adjustment knobs are connected to meehan' al linkages that provide for fore- are to compensate for main rotor torqueand to pro- , vide a means for changing the heading of the helicop- and-aft adjustment of the pedals. The knobs are ro- ter. The torque developed by the main rotorblades .tated to the right, as indicated by the arrow marked turning counterclockwise tends to rotatethe fuselage FWD, for forward adjustment and to the left, as in- in a clockwise direction. Any change in power setting dicated by the arrow' marked AFT, for aft adjust- will vary the amount of main rotor torque. To com- ments. Adjustments should be made withfeet away pensate for torque variations, the pitch andresniting frwri the pedals to avoid damage to the adjustment thrust of the tail rotor blades can be increased or cagles striker plates or microswitches. decreased. Turns are accomplished by increasing tail rotOr thrust, which overcompensates for main rotor FLIGHT CONTROL HYDRAULIC SYSTEM torque and changes the heading of the fuselage tothe A primary and an auxiliary flight control servo hydraulic system provides power boost to operate , left, or by decreasing the tail rotor thrust, which undercompensates "for the main rotor torque and the controls. The servos also prevent feedback of changes the heading of the fuselage to the right. rotor system vibratory loads to the.. controls.Each servo system operates from anindependent hydrau- Tail rotor control pedal movements are transmitted lic system andes similar servo hydraulic units to to the tail rotor assembly by mechanicallinkage and vary the main antail rotor blade pitch through the cables. Control action is assisted by the auxiliary servo mechanical linkage of the flight control system. The system only. A hydraulic damping device incorpo- servo unit output is connected tothe flight control rated in the auxiliary servo resists abrupt movements linkage to provide power boost. The continuity of of the pedals, which could cause sudden yaw accelera- the direct control linkage is maintained from the tion and possible damage to the helicopter. The pedal controls in the pilot's compartment through the aux- damper is inoperative when the auxiliary servo system iliary and the primary servos to the main rotor is inoperative or shut off. Yaw compensation is ac-, .blades, except for a slight amount of end play at complished by mechanical linkage in the mixing unit, eaCh servo unit to permit the pilot valves to move which automatically changes tail rotor blade'angles for before the "direct control linkage. Normally, both changes in collective pitch without moving the pedals. servo systems are in operation. A tail rotor negative force gradient system is installed to relieve the pilot of tail rotor forces created by aero- Primary Flight Control Servo Systemi dynamic loads when the auxiliary servo system is in- The primary flight control servo system consists operative. Becauseof this, when the system is checked of three hydraulic servo units which connectthe on the ground with tail rotor stationaryand the mall- flight control linkage to the statiOnary swashplateof iary Irvo off, a negative spring centering effect is the main rotor asSembly. All three servo units re- created. The normal tendency of the pedals is then to spond simWtaheously and move in the same direc- go to either extreme. Under theseconditions, consid- tion in response to movements of the collective.Two erable force is required to push thepedals from the of the servo units (lateral servo units) respond simul- extrejne position; however, the force willdecrease' as taneously, but move in opposite directions in re- the neutral pedal position is approached. The initial sponse to lateral movements ofthe cyclic stick. One force to move the pedals from either extreme position of the servo units (fore-and-aft servo unit) responds is :30 to 40 pounds. to the fore-and-aft movementsof the cyclic stick. Since all tWree movements can occur simultaneously Tail Rotor Pedals through the action of the mixing unit, the position of The tail rotor pedals change the pitch and thrust any 'primary servo unit is theresult of the conibined of the tail rotor and consequently the heading of the input of the cyclic stick and collective. Thisresults helicopter. Electrical switches, mounted on the in a primary servo system in which any one servo pedals, null the directional signals of the automatic may have 'an effect onboth collective pitch and flight control system when feet are placed on the cyclic (lateral or fore=and-aft) pitch. The servos pedals. Toe brake pedals for the 'main landing gear provide power boost only to the main rotor flight

4-3 v

control system. The primary servo hydraulic pump is powered by the AC primary buses. The primary driven by the accesory section of the main gear bOi. hydraulic pressure indicator is protected by 'a circuit The primary hydraulic system, reservoir, mounted breaker on the copilot's overhead circuit breaker aft of_the: main gear box, has a capacity of approxi- panel. The circuit breaker is marked PRI under the mately 0.45 gallon of, hydraulic oil. A light on the heading HYD PRESS IND. The auxiliary hydraulic caution panel, marked PRI SERVO PRESS, illumi- pressure indicator is protected by a circuit breaker nates when primary servo pressure fails. on the pilot's overhead circuit breaker panel. The circuit breaker Is marked AUX under the heading Auxiliary Flight Control Servo System HYD PRESS IND. The auxiliary flight control servos,consisting of a bank of four hydraulic serVo units, are located be- Primary and Auxiliary Servo Pressure Caution tween the pilot's controls and the flight Control sys- Lights ,tem mixing unit. Each control input acts indepen- The primary and auxiliary servo Pressure caution dently on the corresponding auxiliary servo. The col- lights, marked PRI HYD PRESS Or AUX HYD lective positions the collective servo. The cyclic stick PRESS, are located on the caution panel.. When positions either, or both, the fore-and-aft servo and servo pressure in either system drops below 1,000 the lateral servo. This results .in an anxiliary servo psi, the associated light will illuminate. system in which only one servo has an effect on collective pitch, one, on fore-and-aft cyclic pitch, and one on lateral cyclic pitch. They provide power' AUTOMATIC FLIGHT CONTROL boost to both the main and tail rotOr flight control (AFCS) AND COUPLER SYSTEMS systems and the means of introducing AFCS corrective signals into the flight control systeins. The auxil- The automatic flightcontrol system (AFCS) iary servo hydraulic pump is driven by the main gear provides added stability in pitch, roll, and yaw, plus box accessory section. The auxiliary hydraulic sys- attitude, heading, and altitude hold. The coupler system reservoir, located aft of the primary hydraulic tem is used in conjunction With the AFCS for hover- system reservoir, has a capacity of approximately ing operations when accurate ground speed and alti- 0.45 gallon of hydraulic oil: A light on the 'caution tude control is desired. panel, marked AUX SERVO PRESS, illuminates when auxiliary servo hydraulic pressure fails. AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) Flight Control Servo Switches The AFCS used in this helicopter differs from the The primary and auxiliary flight control servo sys- autopilot Used in fixed-wing aircraft in that the tems are controlled by the servo switches, marked AFCS may be engaged at all times, has less control SERVO, located on the pilot's and copilot's collective atithority than the primary flight control system, and pitch lever pip. The marked switch. positions are PRI may be easily overridden through normal Ose -of the- OFF and AUX OFF. Both servo systems are normally flight controls. -The pilot has direct control of the in operation with both switches in the unmarked cen- system at all times and can engage or disengage the ter (ON) position. To tuft' off the primary servos, entire AFCS or any channel, as desired, by means of place either of the switches in the forWard (PRI OFF) switches on the AFCS control panel, channel moni- position. To turn off the auxiliary servos, place the tor panel, cyclic sticks, and collective pitch levers. switch in the aft (AUX OFF) position. ,The systems ,The AFCS indicators provide the pilot and copilot are interconnected electrically in such a way that re- with visual indication of all AFCS signals. gardless of switch position, it is impossible to turn either system off unless is1,000 psi in the The AFCS has two modes of operation: (1) Atti- remaining system.,TheServo shu off valves operate on tude and directional stabilization, and (2) barometric current from the DC ,primary bus. Protectionis altitude hold. Attitude and directional stabilization is provided by circuit breakers pn the overhead DC cir- controlled through the pitch, roll, and yaw channels, cuit breaker panel. The circuit breaker is marked PRI and barometric altitude Oil is controlled through and AUX under the heading SERVO CUTOFF. the collecti'Ve channel. The AFCS is capable of maintaining the barometric altitude of the helicopter Servo Hydraulic Pressure Indicators within ± 25 feet or 5% of the altitude, whichever is The primary and auxiliary servo hydraulic pres- greater, during straightunacceleratedflight,or sure indicators, located on the instrument panel, when hovering out of ground effect by using baro- operate on 26 volts AC from the autotransformers metric altitude reference. In the pitch andtoll channels, the fuselage atti- Automatic Flight Control System Control Panel tude is held constant by comparing the actual attk The AFCS and coupler controls arn located on the tude signal received from the vertical gyro with the panel, marked AFCS CONTROL PANEL,, mounted reference attitude signal received from the cyclic on the center console betweenthe pia and copilot. stick position sensor. Automatic pitch and roll atti- Five Pushbutton switches, marked AFCS, BAR ALT, tude stability correction occurs any time the helicop- CPLR, BAR OFF and HOVER TRIM ENG are lo- ter is displaced from the reference attitude. Pitch cated on the AFCS control panel. All except BAR and roll gyro information source is .selected on the OFF illuminate when engaged. When the AFCS but- channel monitor panel. ton is pressed, the pitch, rolliiicVyaw channels become operative. Pressing theRAU. ALT button engages the barometric altitude controller.Pressing the In the yaw channel, the helicopter is held 'con- CPLR button engages the cylic and collective coupler, stant by comparing actual heading signals received if the coupler control switches are both on. In addi- from the A/ A24G-39 HARS heading reference sys- tion, the barometric controller will be engaged if the tem with reference heading signals receivedfroth collective coupler switch is ON. Pressing the button the YAW TRIM -knob and the yaw synchronizer. marked HOVER TRIM ENG energizes the hover While the pilot establishes a reference heading by trim panel, illuminating .the button and a red engage use of the pedals, the yaw channel isplaced in a syn- light on the top of the hover trim stick. The fifth push- i...hrniizing mode, the yaw rate gyro develops a signal button, marked BAR OFF, is used for permanent dis= proportional to the manual heading displacement engagement of the barometric altitude controller, rate ,of the helicopter. This signal .initiates an open- provided the collective coupler is not engaged. The loop spring condition that produces a proportional barometric altitude controller can be released momen- feedback force, at the pedals. As the pilot presses tarily by pressing and holding the button marked BAR either pedal, he feels the proportional feedback force REL on the pitot's or copilot's collective stick grips. opposing the pedal pressure applied. The feedback Hover trim is disengaged by disengaging the coupler force remains until the pilot has established the new or by cycling the cyclic couplercontrol switch to OFF reference heading. Heading stability correction oc- then ON. Two coupler control switches are,provided curs any time the helicopter isdisplaced from the for individual operation of die cyclic or collective desired reference heading.. channels of the coupler when it is engaged. The five remaining controls are knobs used' for In the collective channel, the altitude of the heli- trimming various systems. The knobs are designed copter,is held constant by signals developed from.- with characteristic shapes to enable identification by the altitude controller, which sense changes in baro- toneh. Specific knobs and their identifying shapes metric pressure from the engage point. Automatic and markings are as follows: DRIFT, bar shape; CG barometric altitude stability correction occurs any TRIM, clover leaf shape; SPEED, indented circle time the helicopter is displaced up or down from the shape; YAW trim, triangular shape; ALTITUDE, reference altitude. cross shape. The DRIFT knob allowsthe pilot to control the lateral drift of the helicopter with ap- AFCS utilizes power from the No. I AC primary proximately a ± 10-knot ground speed authority bus and the DC primary bus. A thermal time delay when the cyclic coupler is engaged. The CG TRIM relay is incorporated to allow approximately 120 se- knob is used to trim the pitch channel of AFCS for conds for the vertical gyros to reach a stabilized actual cg location. The SPEED knob allows the pilot state before DC power is applied to the system. The to control the forward and aft ground speedwith ap- AFCS ENG button may then be depressed to en- proximately a ± 10-knot authority when the cyclic gage the pitch, roll, and yaw channels.The collective coupler is engaged. The YAW trim knob enables the channel is, engaged by depressing the BAR ALT pilot to make small heading corrections in forward ENG button. .With BAR ALT engaged, collective flight with the yaw channel of AFCS engaged. In a friction should be removed so as not to inhibit col- hover, the knob may be used for larger heading lective movement. AC power to the AFCS is pro- changeS. One rotation of the knob turnst, helicop- tected by circuit breaker panel. The circuit breakers ter approximately 72 degrees. The ALTIT E kanb are marked OA and 013 under thegeneral heading of allows the pilot to accurately select hovering alti- AFCS. DC power to the AFCS is protected by a cir- tudes and make altitude changes betweg zero anda cuit breaker, marked AFCS, on the overhe4d circuit 200 feet. The knob has a graduated scarrom zero breaker panel. to 200 feet with incrementsoi 5 feet.

4-5 5 9 Autorna4cFlight Control System ture sensing bulb. The temperature sensing bulb, eX- Caution'ght tending. throtigh the. center windshield above the in- An AFC caution light marked AFtS OFF is on strument panel,is a direct reading instrument the caution panel. When the AFCS is disengaged, calibrated in degrees Centigrade. the light will come on.

CHANNE4 MONITOR PANEL CLOCKS The channel monitor panel, located on the starboard side of the cockpit underneath the pilot's win- Three eight-day, 12 hours clocks are installed in dow, provides switches -that enable individual disen- the helicopter; two on the instrument panel, and one gagement of the channels of AFCS, switches for at the avionicsman's positions. minor testing, a switch to select gyro input to the AFCS, and a switch to select the inputs to the hover indicators. The channel disengage switches, located PITOT-STATIC SYSTEM, in the forward row, enable ihe pilot to disengage individual channels as desired. The four hardover There are two pitot-static systems. The pitot por- switches enable...technicians to introduce hardover tion 'of the pilot's and copilot's.. systems are indepen- signals to the individual AFCS channels. The chan- dent of each other, but the static portion of each sys- nel monitOr test switch, located on the overhead tem 'is common. Eilch pitot-Static pressure system switch pail, must be in the TEST position to power consists of a heated pitot,static tube, altimeter,. air- the harrio er switches. The switches are protected speed and vertiCal velocity indicator. The pitot and by red saf ty covers that should be in the down posi- static lines both originate at the pitot-static tubes. tion for'ght. The gyro selector switch enables the The opening at the head of tbe tubes furnishes ram pilot to èlect either the port or staibard gyro for air pressure, and ports near the center of the tubes pitch and roll inputs to the AFCS. The port gyro furnish static pressure. The static system vents the position 'selects the A/ A24G-39 HAAS gyro and is airspeed, altimeter, and vertical velOcity indicators normally selected for flight. The starboard gyro po5i- to atmospheric pressure. The pitot-static tube on the tion selects the 1080Y gyro. The meter selector right side of the cockpit canopy furnishes ran) air switch enables either AFCS or coupler inputs to be pressure to the pilot's airspeed indicator and static monitored on the hover indicators when they arin pressure to the common static system. The pitot the A mode. tUbe, on the right side of the cockpit canopy also furnishes pitot and static pressures to the true airspeed NOTE transducer. The pitot-static tube on the left side of the cockpit canopy furnishes ram air pressure to the The position of the gyro selector switch has ncr effect copilot's airspeed indicator and static pressureto the on the inputs to the pilot's or copilot's AYN-2 flight conunon static system. Capped tees in the lines in director system or the yaw channel or AFCS. the electronics compaitment and in the cabin permit draining moisture from the lines. The AFCS barometric altitude control sensing unit is'connected into MAGNETIC COMPASS the common static system., Resistance-type heaters in the pitot-static tubes, controlled by the PITOT HEAT switch on the overhead control panel, pre- A standby compass, located on the right side vent formation of ice at the openings. Power for the frame of the center windshield above the instrument pitot-static tube heaters is supplied by the DC pri- panel, i's marked TO BE USED AS A STBY COM- mary bas system, through the circuit breakers mark; PASS ONLY. A light switch is located at the lower ed, ICE PROTECTION, PITOT HEAT l.and 2, on

right of the compass. A standby compass correction the overhead circuit breakers panel. . card is located at the upper right of the compass. 'VERTICAL VELOCITY INDICATORS FREE ,AIR TEMPERATURE GAGE Two vertical velocity indicators, located on the instrument panel, indicate the rate of ascent or de- The free air temperature indicating system On- scent up to 3,000 fpm. The vertical velocity indica- sists of a gage, marked FREE AIR, and a tempeit- tors u.se the same static source as the altimeter.

4-6 HEADING ALTITUDE REFERANCE SYSTEM ERECT is selected, an increased erection voltage is applied to the displacement gyro. If the A/A24G439 gyro is in a partially erect state, the FASTERECT switch may be u.sed to maintai0 the gyro in thefast A/A24G-39 FUNCiIONAL DESCRIPTION . erect mode until it iscomilgtely erected. If the gYro The A/A24G49 is comprised of a- displaoement is nOt coineletely erected, tlie gyro warning flag on gyroscope, an electronic control amplifiert a compass the copil itucle indicator will' remain in itiew system controller, and a HARS coupler. The di* and the ORT GYRO caution/light will.remain on. placement gyroscope cc:insists of vertical 'and direc-. The `swi ch should be held to FAST ERECT kir a tional *its mounted in 'multiple gimbals. The elec- maximum of 30 seconds and then released. Check tronic control .amplifier contains an azimuth, servo that the GYRO flag disappears. If the GYRO flag amplifier, slaving amplifier, deviation compensator, still shows, repeat the . use of the FAST .ERECT- turn ,and acceleration control features, -fast Synchro- switch until the gyro is erect and the GYRO flag dis- nization circuitry, and associated power supplies. It appears. The use of the FAST ERECTswitch is re- also functions as a system interconnection box. The quired only when reenergizing. the system during compass system controller includes a function selec- coast down. tor switch, synchronizer and .heading set, latitude correction controller, and synchronizing indicator. COMPASS CONTROL PANEL (A/A24G-39) (Figure 4-2) The HARS coupler is essentially a signal output The control panel, marked COMP on the pilot's multiplier. With signals from ECA, it produces mul- console, provides the pilot with system Operating tiple roll, pitch, and.heading output signals. controls.

The A/ A24G-39 has three modes of operation. In the SLAVED mode, the system operates as a gyro stabilized magnetic compass. In the Directional Gyroi DC) mode, the systeM, operates indepen-- dently of the remote compass and provides a heading reference as a latitude corrected directional gyL roscope. In the compass (COMP) mode,the system operates as an undamped magnetic compass, slaved to the magnetic azimuth detector.

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

A/ A24G-39 OFF/FAST ERECT PANEL The A/ A24C-39 OFF and FAST ERECT Figure 4-2. switches. marked VERT GYRO and NORMAL/ FAST ERECT are located on the instrument panel at the lower -left corner of the fuel management CA UTION panel. The VERT GYRO switch. marked ON/OFF, enables the pilot to control power to the A/A24G-39 Landing sites with almon»ally strong magnetic displacement gyro after the power pa.sses the AC fields may affect helicopter compass .synchroniza- GYRO COMPASS circuit breaker 'on the copilot's tion. Extended time at these areas can causethe oyediead circuit breaker panel. The OFF position of remoke compa.ss transmitter to slew off heading;The the VERT GYRO switch secures power to the dis- use of the DG mode during operatipus inthe vicin- placement gyro but does not interfere with power to ity of these magnetic fields will provide properhead- the cmnpa.ss control system. The FAST ERECT ing infornuttion after initial departure from the site. switch, with marked positions NORMAL/FAST ERECT. is spring-loaded to the NORMAL position. NOTE Holding the switch in the FAST ERECT position enables the pilot to select a fast erect cycle for the If the COMP position is used, disengage the, yaw A / A24G-39displacementgyro. When FAST channel of the AFCS.

4-7 $0

CONTROL/INDICATOR FUNCTION

1. Headhig Set Control (Knob). In the SLAVED mode of operation, depressing and (HDC/PUSH) holding this knob automatically causes synchronization of heading outputs to the aircraft compass. transmitter heading and sets heading on the Remote Heading Indi- cator(s). In the DG mode of operation, this knob may be pushed and turned either clockwise or counterclockwise to generate a rate control sigrnal which drives the heading output synchros in either desired direction to a selected heading. In either SLAVED or DG modes, when pushed, the knob also activiates the auto-pilot interlock.

2. Synchronization Indicator The SYNC IND displays the status of the SR3 System (SYNC IND) heading system. In the SLAVED and COMP modes, the pointer indicates the degree of synchronization between S113 System heading and the compass transmitter heading. In DG mode the pointer remains fixed in the center position.

:3. Mode Selector Switch Use for setting mode of operation. In the COMP mode (COMP-SLAVED-DC) the SR3 System provides magnetic heading only and also activates auto-pilot interlock. In the SLAVED mode the Desplacement Gyroscope heading information is automatically corrected to agree with the compass transmitter heading. In the DG mode the SR3 Sys- tem provides free gyroscope heading information. Cor- rection for apparent drift resulting from the rotation ,of the earth is apPlied in both DG and SLAVED modes.

4. Hemisphere Selector Switch Use for setting the polarity of the correction signal for N/S) apparent drift due to earth's rotation. This is deter-. mined by the hemisphere (of operation (Northern or Southern).

5. Latitude Control Use for setting latitude of operation (0 to 90°), to estab- (LAT) lish the proper correction for apparent gyroscope drift caused by earth's rotation.

Figure 4-3.

4-8 62 J-7

CAUTION-ADVISORY PANEL provided-from the DC primary bus, through circuit The caution-advismy panel is located in the right breakers on the overhead circuit breaker' panel. The center of ,the instrument panel. The caution section . cirCuit breakers are !narked EMER DN, NOSE, of the panel provides visual indication of certain fail- MAIN, and WARN under the general heading ures or unsafe conditions through illumination of LAND GEAR. The main landing gear system is amber lights. The advisory section.provides visual in- equipped with a one-shot pneumatic, alternate ex- dication of certain noncritical conditions through il- tension systeni, and the APU acCumulator is used as lumination of green lights. Each light has its own op- an alternate' extension power source for the nose. , erating circuit and will remain illuminated as long as gear assembly. The nose gear assembly retraction: the condition which caused the light to illuminate system can be used on the ground to kneel tke hell- prevails. The caution and advisory lights are pew- copter to facilitate cargo handling. The landing gear ered by the DC primary bus through a circuit control panel is located on the instrument panel. breaker ,on the overhead circuit breaker panel. ,The circuit breaker is marked PWR under, the heading MAIN LANDING.GEAR CAUTION PANEL. A switch, marked DIM and The two main landing gear assemblies are located DRT, located on the caution panel, enables selection below the sponsons and retract forward and upward of a dun or bright brilliance of the caution and advi- into the sponsons. Each main landing gearis sory lights. - The switch cannot be used until the equipped with dual wheels and hydraulic brakes, a rheostat, marked PILOT, FUT INST, located on the retracting cylinder, a pneudraulic strut, attaching overhead switch panel, has been turned on. drag links and supports, up-and down-lock mechanisms, and emergency release mechanisms. , MASTER CAUTION LIGHT Two master cautimi lights, marked MASTER NOSE LANDING GEAR CAUTION, located on the instrument panel hood, The Single nose landing gear, mounted vertically one in front of each pilot,- illuminate whenever a at the centerline- of the helicopter, is free to rotate caution light on/ the caution-advisory panel illumi- 360 degrees about the strut centerline. All shock nates. The purpose of these lights is to alert the pi- stroke, kneeling, jacking and retraction motion is lots and direct attention to the caution-advisory vertical. The nose gear assembly is equipped with panel. The lights are press-to-reset type. After the dual wheels, a retracting cylinder, a pneudraulic specific condition or malhmction has beq noticed strut and shimmy damper, and attaching drag links on the caution panel, the master lightsould be and supports. The entire pneudranlic strut acts as a reset to provide a similar indication if a se .ond con- piston, which is lowered or raised for retracting, dition or malfunction occurs while therst is still jacking, and kneeling. The nose gear may be- present. retracted (kneeled) to alter the ground clearance (figure 4-4) of the tail section to' facilitate cargo CAUTION-ADVISORY LIGHT TEST SWITCH handling. The nose gear assembly is hydraulically The caution-advisory lights test switch, marked locked in the oWtended, retracted, or kneeled posi- TEST, located on the caution panel, provides a tions. A centering cam centers the nose gear assem- means of simultaneously checking all lights by a bly when the helicopter is airborne. A nose wheel single pushbutton switch. The switch receives power lock is installed to improve ground stability of the from the 28-volt DC primary bus through a circuit helicopter on uneven terrain. breaker on the overhead circuit breaker panel. The circuit breaker is marked TEST under the heading Nose Wheel Lock Handle CAUTION PANEL. The nose wheel lock handle, marked PARK LOCK, is located on the pilot's side of the center console. The nose wheel is locked by pulling the, lock LANDING GEAR SYSTEM handle aft and up,'and unlocked by pulling aft and pushing down.

The tricycle landing gear system consists of two LANDING GEAR ACTUATING SYSTEM retractable main landing gear assemblies, a partially The landing gear actuating system operates on retractable nose gear assembly, and an actuating sys- 3,000 psi hydraulic pressure, supplied by the utility tem. The landing hear hydraulic system operates on hydraulic system to raise or lower the main and nose 1000 psi hydraulic pressure from the utility hydrau- landing gear assemblies. Each main landing gear is licsystem. The necessaryelectricalpoweris equipped with down-lock release limit switches Figure 4-4. - Ground clearances (normal and kneeled). which prevent inadvertent retracting of the landing to extend. Mechanical spting-loaded locks are en- gear when the weight of the helicopter compresses gaged to lock the main gear in the down position. As the olerstntts, When airborne, the struts extend and the main landing gear extension phase is initiated, the close the contacts of the down-lock release limit retraction port of the actuator is vented to relieve switches. pressure that had been holding the nose gear in'the retracted position, and hydraulic pressure is directed The landing gear control panel (figure 4-5) is lo- to the extension port of the actuator to lower the nose cated on the instrument panel. Placing the landing gear. Hydraulic pressure is retained in the actuating gear control handle in the UP position retracts the cylinder to lock the nose gear down. When all gears landing gear. As the landing gear retracts, limit are fully extended, limit switches are actuated that en- switches are actuated that cause the landing gear ergizek the landing gear position lights and extinguish warning light to go out, and a circUit to be com- the control handle warning/ lights. pleted that assures electrical power to lower the gear. When the landing gearisfullyretracted,limit switches are actuated that cause the landing gear warning light in the handle to go out. The main gears are held up by mechanical uplocks. The retraction cycle of the -nose gear system remains energized to maintain the nose gear in the retracted position. The LUT RIGHT landing gear is extended by placing the landing gear GEAR lever in the DN position. This completes the electrical DOWN circuitto the solenoid valve' that directs fluid to the uplock cylinders of the main landing gears, unlocks them from the up position, simultaneously directs fluid to the iguator, energizes the landing gear control handle w7ning light, and causes the landing gear Figure 4-5. - Landing gear control panel.

4-10 6 I Landing Gear Coptrol Handle Dawn-Lock ,BRAKE SYSTEM , Release A manually operated down-lock release, marked DN LCK REL,' is located on the landing gear control The Main landing gear wheels are each equipped panel. The release provides a Mechanical override of with hydraulic brakes.,The self-contained brake sys the landing gear conirol handle down-locksolenoid tem ioperated by toe pedals located on the pilot's if electrical power 'to the Snlenottli-is interrupted. and copilot's tail rotor pedals. A parking brake sys- Should the down-lock solenoid, become inoperative, tem is also provided. -The parking brake.-handle,, the down4ock release can be actuated tOrmechani. Marked PARKING BRAKE, is located on the right cally release the landing .ge handle.from side of the center console. The parking brakes are the DN position. applied by depressing the brake *dais, manually pulling the parking brake handle to the PARK posi- Nose Gear Switch and Caution Light tion, and then releasing the brakelpedals. Depressing The nose gear switth, marked NOSE GEAR, the brake pedals will rele the parking brakes, NORMAL. KNEEL, is located on the overh a allowing the parkinebrake hadle 'to return to the switch panel. Kneeling is accompliShed by placing OFF position. the switch in the KNEEL position. Placing the switch in- the NORMAL position extends (jackS) the NOTE nose gear to the normal down position. Anadvisory light, marked KNEEL S ,located on, the caution- The parking brake handle can be raised and locked advisory panel.willluminate when the kneel in the extended' position, thereby illuminatingthe0 switch is inthetKNEEL position. The green nose advisory lighi, without pressurizing the wheel brake gear position lightill be out and the red warning system. light 'in the landing gear handle will be on when the nose gear is kiiélë RAMP SYSTEM LANDING G AR ALTERNATE EXTENSION SYSTEM I An alterte gear handle, located on the left side The' ramp system is dWkled into two section, the of the Center console, is used to lower the landing forward ramp which is horizontal with the cabin gear in the event Of an electrical orhydraulic faihire. floor, in the closed,position, and the aft ramp which The handle mechanically unlocks the main landing conforms to. 'the contour of the fuselage, in the gear uplocks, positions a directionalvalve and dis- closed position. The aft ramp is hinged to the for- charges a :1,000 psi air bottle. The compressed air ward ramp and opens outward and downward. The charge actuates valves that vent the return side of clearance between the' Faifip, in the open position, the actuators to the reservoir, and then pressurizes and the fuselage structure may .be increased by the 'actuators to lower and lock the main landing KNEELING:the helicopter. The ramp surface has gear. Simultaneously, fluid from the APUaccumula- transverse nonskid material installed forpersonnel tor is directed through an,electricallyactuated valve footing artd for loading vehicular cargo. Fittings to the top side' of die nose gear actuatingcylinder to rated at 2.500 pounds are installed to secure light lower the nose gear. After an actuation, the valves cargo carried on the forward ramp.There are no must be manually reset before the main landing gear Cargo tiedown fittings on the aft ramp floor.Two air cylinder can be recharged and the landing gear tiedown fittings rated at 5.000 pounds each are used retracted. If the air charge in the cylinder is de- to suspend the ramp. pleted when the alternate landing gear handle is, actuated. main landing gear hydraulic pressure is ven- The ramp system is electrically controlled andhy- ted back to the utility reservoir, the uplocks are dis- draulically actuated by hydraulic pressure from the engaged, and the main landing gear will lowprby its utility hydraulic system. The auxiliaty power unit is own weight. e mechanical down-loc may not the normal source of power for operation of the lowered manually when yet !gag ramp. The ramp may be IN,tydrattlic or electrical power is not available. The aft Lan mg Gear Pins r mp may be opened in the air, onthesaground, or on n the nr gear pins are inserted into the t e water. The forward ramp can beopened beyond r" drag link assembly. they proVide the horizontal position only when the weight of the jail addith tal mechanical down-lock.. helicopter is on the helicopter's wheels and the aft

4-I l

t. raMp is unlocked. The ramp system controls consist advisory panel will illuminate when the aft ramp is of a pilot's ramp control panel, a crewmeMber's not up or not locked. The light receives electrical ramp control panel, and a manual uplock release. power from the DC primary bus through a circuit When actuated, electrical switches on the ramp con- breaker on the overhead circuit breaker panel. The trol panels energize hydraulic solenoid valves which circuit breaker is marked RAMP WARN under the direct hydraulic pressure to the top or .down side of general heading INDICATOR LTS. the ramp actuating Cylinders. FORWARD RAMP CAUT ON.... The forward ramp, approximately 5 feet 8 inches in length, may be lowered with the aft ramp, making Personnel should refrain from standing on the aft an inclinded entrance to the cabin. The forward ramp unless it is resting on a surface or supported by ramp contains tiedown fittings for cargo tiedown, the cables, to avoid possible damage to the ramp troop seats, skid strips, and a nonskid material sur- hydraulic system. face for traction. Theforward ramp is normally lowered after the aft ramp is lowered, and raised before AFT RAMP the aft ramp is raised. The forward ramp is locked in An aft ramp, approximately 8 feet in length. at the closed position by mechanically latched uplocks the aft end of the cargo compartment, is used for the incorporated in the forward ramp actuating cylin- loading and unloadfng of cargo and personnel. The. ders. The forward ramp is released by hydraulic aft ramp is locked in the closed position by two pressure. uplouk cylinders. The uplock cylinders are mechanically latched and hydraulically released. Two safety cables are to be attached to- the aft ramp before and PILOT'S AND CREWMEMBER'S RAMP during flighr.,whether the aft ramp iS open or closed. CONTROL ,PANELS The cables are attached to the fuselage structure and A pilot's RAMP CONTROL panel (figure 4-6) is are stowed above the aft ramp. Before and during located on the' center console. The crewmember's flight, the cables shall 'be attached. to the ramp. ramp control panel is located on the right-hand A caution light, marked RAMP, on the caution- cabin side panel above the ramp. The control is

Figure 4-6. - Ramp control panels.

4-12 J 6 marked RAMP CONT. Both ramp control, panels consist of a forward ramp switch,ft mmpSwitch, forward and aft RAMP OPEN cauti n lights. Ali inoperative CABLE caution light is on he crewmem- bees ramp control panel. The aft pvitch, marked AFT withmarkedpositio ..CLOSE, HOLD, and OPEN, controls operationf the aft ramp. The RAMP OPEN caution light,marked AFT, Will illuminate when the aft ramp is not up and locked. The forward ramp switch, marked FWD with marked positions CLOSE, HOLD, and OPEN, controls the operation of the forward ramp. The RAMP OPEN caution light, marked FWD, will illuminate when the forward ramp i: up and locked. Extra long cargo may be exten`over the aft ramp door with the aft ramp open (horizontal) in flight but should be loaded in such a way that cargo does not come in contact with the aft ramp. Due to interlocks in the forward ramp contrOl circuit, the forward ramp cannot be opened until the aft ramp is tmlocked and the weight of the helicopter is on the helicopter's wheels. The caution lights on both ramp control panels are powered by the DC primary bus and are protected by the,same circuit breaker on the overhead circuit breaker panel that protects the RAMP caution light on the caution-advisdry panel.

AFT RAMP urLOCK RELEASE LEVERS There are two aft ramp manual uplock release levers (figure 44). One lever is located on the right side of the cabin above the ramp. The other, the handle type, is located extenially under thp right- hand side of the tail pylon, aft of the ramp. in an 'oblong metal container with a hinged cover marked: alongside RAMP RELEME HANDLE PULL. Both controls are connected by a cable to provide a me- Figure 4-7.: - Ramp unlock release levers. chanical release of the Aft ramp uplocks when electrical or hydraulic power is not available. When the CARGO DOOR release levers are actuated, the unlocks are released and the ramp will lower under its own weight. Snub- bing action, during the ramp opening is provided by A door is installed in the forward sectionof the a restrictor in the ramp actuating systemhydraulic cabin on the right-hand side of the fuselage. Thedoor, lines. (See figure 4-7.) approximately 5.5 feet high and 4 feet wide, rides on tracks mounted above and below the door on the outside of the fuselage. A positive acting latch is installed FORWARD RAMP UPLOCK RELEAS in the door to prevent inadvertent Opening inflight. LEVERS The latch allow the door to be hekl open in threedif- A manual release lever for the forward r ferent positiS. The door may be openedfrom inside actuating cylinder unlocks is installed on the top nn or from theoutside bv, turning the latch side of each actuating cylinder. The manual releases handle and sliding the door aft. removable person- provide the means of unlocking the forward ramp nel ladder is installed in the sill of the door-to permit when electrical or hydraulic power is not available. entry of personnel. A light, markedCARC:0 DOOR, The ramp will then lower under its own weight. The on the caution-advisorylightpanel will ilku»inate any rate of ramp lowering is controlled by a restrictor. time the door is not clozied and latched. t SELF QUIZ *t

PLEASE NOTE: Many students study ONLY theself-quizzes and pAmphlet review quiz, thinking that this will be enough to pass the End-of-Course Test. THIS ISNOT TRUK, The End-of-Course Teit is based onthe all the course material. ,stated course obj!ctives. To pass the EOCT, you'must study d.

1. When the "Main rotor blade pitchisin- .8. The yaw trim knob on the automaticflight 'creased, tail mtc/P blade pitch is automatically in- control system.control panel is shaped. creased by ihe action of the A. bar' A. negative force gradient spring B. circular B. primary servocylinders C. triangular C. stick trim-system D. clover leaf D. mixing unit 7. The pitot static tubeoli the right side of the 2. The cyclic Controkstick trim system holds the cockpit canopy furnishes rum air pressure towhieh stiCk in a selected trim position by the use of of the following? A. electrical power B. hydraulic pressure 1. Pilot's airspeeil indicator C. mechanical linkage 2. Common static system D. friction blocks :3. True airspeed transducer 4. Copilot's airspeed indicator :3. Sndden movement4 of the tail rotor control pedals are prevented by A.1 and 2 only B. 3 and 4 only A. u pedal dumper in the auxiliary servo- C. 1 and :3 only cylinder D. 2, 3, and 4 B. mechanical stos tl extreme ends 'of pedal travel 8. The compass control panel is located onthe C. a restiictor.wsemb1jpi control rigOng D. a counterweight assembly on thetail rotor blades A. pilot's console B. copilot's console 4. The capacity of the primary hydraulic system C. instrument panel reservar is approximately gallons(s) of D. lowsr center console \ hydraulic fluid. A. 0.40 9. The nose wheel can swivel a MAXIMUMof B. 0.45 degrees. C.1.4.5 D. 1.40 A. 70 B. 90 5. What happens if the pressure in theauxiliary C. 180

h%, systein drops behm 1.1)00 psi? D. :380 handle %. The &uxiliar hydraulicsystem is 10. The light in the landing gear control automatically shut off will be illuminated when the gear is B. The primary hydraulic system cannothe shut off A. up and locked C. The auxiliary system is pressurizedby B. down and locked primary system pressure C. up and the throttle is retarded D. The primarv system is automaticalb,shut D. in any intermediate position betweenfull Off cip or clown 11. In an emergency, the main landing gear is 12. Which statement concerning ramp operation- extended by is TRUE?

A. The forward ramp can be opened in flight A. an electric motOr B. The aft ramp can be opened on the water By- airpr4ssure C. The forward ramp must/bc unlocked C. trapped hydraulic pressure before the aft ramp can be opened D. a mechanical jackscrew. D. Tbe forward ramp can be opened on the water

!)I3

4-16' ANSWERS TO SELF-QUIZ # 4

Following are the cortect answers and referenceS to the text pages which covereach question and correct aswer. To be sure you understand the answers tothose questions you missed, you should restudy the refer- e ced portions of the text. 6

Q UES TIO N ANSWER REF.

1 4-3 2 4-2 3 4-3 4 4-4 4-4 6 4-5 7 4-6 8 4-7 9 4-9 10 4-10 11 4-11

12 , 4-11

4-17 IIH-3F SYSTEMS

Reading Assignment: Pages 5-1 through 5-11 OBJECTIVES

To successfully complete this- assignment, you mist study the text 'and masterthe following objectives:

Explain the basic operation and characteriStics of the:

1. Heatng system.

2. Anti-icing systemsl.

:3. Lighting equipment systems. 4. Auxiliary power unit. -

HEATING SYSTEM, HEATER SWITCH The heating system is operated by a switch on the overhead switch panel.. The switch is marked The heating system (figure 5-1) consists of a CABIN HEATER and has marked position's LOW, bloWer, air internal combustion heater, a plenum OFF, and HIGH. The heater switch controls the chamber, an ducts which run along the left and right heater fuel pump and cycling valve and the ignition sides of the cabin and into the .cockpit. The heater unit. When the switch is in the LOW position,the has a 2((),0(X) BTU output. The heater unit, located heater will automatically maintain a temperature of overhead in the aft end of the'Cabin above the aft approximately 65.6° C. in the ducts. When the ramp. operates on fuel pumped fromthe forward. switch is in the HIGH position, the heater will auto- main tank to'the heater fuel'Omp and cycling valve matically maintain a temperature of approximately. 'to the heater fuel pump and cycling valve tothe 140:6° C. in the ducts. An overheat switch will shut heater unit,' where...it is ignited 'by an ignitor plug. off the heater if for any reason the:beat in the The ignitor plug operates electrically on current plenum chamber' rises to 176.7° C. The heater from the DC primary bus, boosted by the heater amber, Caution light, marked HEATER. HOT, lo- ignition unit mounted in theheater intake port, cated On the caution-advisory panel, will illuminate. located aft of the aft ramp on the bottom of .the tail and the heater will automatically shut off if .the pylon, and then .through 'a heat exchanger surround- heater blower should fail, if there is no ignition 45 ing the, combustion mil. Heated air is then 'forced seconds after the heater has been turned on, if the into the plenum chamber and the heater ducts. The heater flame goes out after ignition, or if an overheat : blOwer also supplies air to the heater combustion' conditionoccurs. "The cautionlightwillflaSh chamber. The heating system is energized by the momentarily when the heater is turned on. DC primary bus and is protected by a circuit breaker on the pilot's circuit breaker panel. The cir- IltATEtt BLOWER SWITCH cuit breaker is marked CABIN HEAT CONTunder The heater blower switch is located on the over- the general headings DC PRI. head switch panel. The sWitch is marked CABIN It HEATER and has marked positions NORM and Fuel consumption of the heater unit, when oper-,_ VENT. The switeih-controls a relay connecting ating continuously in the HIGH position,* 1.2 gal- ?ower from the No. 2 AC primarybus to the heater lons (8 pounds) per hour. rblower in the heater air intake duct. The switch and

5-1 / .

PROT'S COMPARTMENT DUCT HEATER EXHAUST PLENUM

OVEXHEAD CONTROL PANEL HEATER

FAN

CABIN DUCT HEATER CONTROL AND FUEL PUMP

VOLUME AND DIRECTIONAL HEATER VALVE CONTROL 200.000 IITU/HR WITH LP.4 ezz.v044 -.OR 0.3 Mg "C.

AIR INTAKE

IZEZI FUEL MIN HEATED AIR ELECTRICAL mors COMMITMENT FLOOR FORWARD MAIN FUEL TANK

)

r .9 - r 41 blower control circuit is energized by the DC pri- subsequently being ingested into the engine. Both mary bus and is protected by a circuit breaker on systems are operated by the same control switches. the pilot's circuit breaker panel. The circuit breaker is marked .CABIN HEAT VENT under the general NOTE heading PRI and DC. The blower is protected by circuit breakers on the pilorwcircuit breaker panel. , If the engine anti-ice advisory light on the caution- The circuit breakers are marked CABIN HEATER advisory panel illuminates during flight when the en- BLOWER under the general heading No. 2 AC PRI. gine anti-ice switches are in the OFF position this When the heater switch is in the NORM position, indicates that the engine anti-ice solenoid valve has the blower operates in conjunction with the heating opened (de-energized) due to electrical failure, and system. Placing the heater blower switch in the that a loss of approximately 50 horsepower at maxi- VENT position will operate the heater blower con- mum power, will occur. With complete DC primary tinuously. bus failure, the solenoid valve will open, but the advisory panel light will not illuminate. VENTILATING SYSTEM Placing the heater blower switch in the VENT Engine Air Inlet Anti:Icing System position, without operating the heater, will draw The engine air inlet ducts are anti-iced hy ther- outside air into the heater system and ventilate the mal electrical resistance elements embedded in the cockpit and cabin. epoxy glass intake ducts. The oil tank mounting ring is anti-iced by a thermal electric boot' that is inter: HEATNG AND VENTILATING DIFFUSERS connected with the inlet duct heating elements. HeatiAg, and ventiltating diffusers and registers Electrical` current is applied to,the heating elements are located in each of the heater ducts that extend to raise the teMperature of the affected areas higher along the sides of the cabin and into the cockpit. than the temperature at which ice will form. The The cockpit has six diffusers. Two are located above electrical heating elements for the No. 1 engine air and behind the pilot and copilot, and two are lo- inlet duct and oil tank mounting ring receive oper- cated on each side of the cockpit near the floor. ating power from the No. 1 AC primary bus and are These four diffusers are of the round, adjustable protected by a circuit breaker on the copilot's circuit nozzle, air vent type. The open end of the nozzle has breaker panel. The circuit breaker is marked NO 1 a knurled ring which can be turned tocontrol the ENG INLET ANTI-ICE imder the general heading flow of air from full open to closed. The two remain- NO 1 AC PRI. Operating power for th.e No. 2 en- ing diffusers are of the register type and are located gine air inlet duct and oil tank mounting comes from on the cockpit floor below the tail rotorpedals. the No. 2 AC primary bus and is protected..by a cir- There are twelve diffusers in the cabin, seven in the cuit breaker on the pilot's circuit breaker panel: The left-hand duct and five in the right-hand duct. circuit breaker is marked NO 2 ENG INLET ANTI- Knobs, marked OPEN, are used to regulate the flow ICE under the general heading NO 2 AC ORI. of air through the diffusers. The ducts are stenciled with pperation instructions above each diffuser; Engine IGV 'Anti-Icing System TURN KNOB FOR VOLUME CONTROL, and The engine starter fairing, the inlet guide vanes, PULL CENTER VANE DOWN FOR DIREC- and the top (12 o'clock), right (3 o'clock), and left (9 TIONAL CONTROL. o'clock) struts of the front frames of each engine are anti-iced by diverting engine tenth-stage compressor air to heat them. The bottom, (6o'clock) strut iS con- ANTI-ICING SYSTEMS tinuously heated by scavenge oil from the No.1 bearing area. Actuating the engine anti-ice switches deenergizes the engine mounted solenoid valve to There are four anti-icing systems: (1) engine air the;open position, allowing hot compressor air to inlet anti-icing system, (2) engine inlet guide vane flow through the front frame of the engines to the (IGV) anti-icing system, (3) windshield anti-icing inside of the starter fairing and the inlet guide vanes. system, and (4) pitot head anti-icing system. WINDSHIELD ANTI-ICING SYSTEM- ENGINE AIR INLET AND IGV ANTI-ICING The pilot's and copilot's windshields are anti-iced SYSTEMS by electric current which passes through a trans- The /engine air inlet and IGV anti-icing systems parent electrically resistant film on the inner surface are designed. to prevent ice from forming and of the outer pane of the windshield. The windshield

573 anti-icing system consists of a 'special windshield, a switch turn,s the appropriate VOR or TACAN light windshield anti-ice controller, transformers, and a on. The intensity of the flight instrument lights may switch located on the overhead switch panel. The be.varied by.rotating each rheostat. windshield anti-icing system also de-fogs the windshield. The copilot's' flight instniment lights operate from the No. 1 AC primaty bus and are protected by The copilot's windshield anti-ichig. system oper- a circuit breaker on _the copilot's circuit breaker ates from the No: 1 AC primarybus and is protected panel. The circuit breaker is marked CO-PLT FLT by a circuit breaker on the copilot's circuit breaker INST under the general headings CKPT LTS and panel. The circuit breakeris marked WSHLD NO 1 AC PRI. The pilot's flight instrument lights ANTIICE COPILOT under the general heading NO operate from the No. 2 AC primary bus and are pro- 1 AC PRI. The pilot's windshield.anti-icing system tected by a circuit breaker on the pilot's circuit Operates from the No 2 AC primary bus and is pro- breaker paha. The circuit breaker is marked PILOT tected by a circuit breaker on the pilot's circuit FLT INST under the general headings CKPT LTS breaker panel. The circuitbreakerismarked and NO 2 AC PRI. WSFILD ANTI-10E PILOT under the general heading. NO 2 AC PRI. The control circuits use both AC Non-Flight Instrument Lights and DC power. The AC control circuit uses OA from The non-flight instrument panel lights are con= the No. 2 AC primary bus and is protected by a cir- 'trolled by .a rheostat, marked NON-FLT INST. on tl*. cuit breaker son the pilot's circ4it breaker panel. The overhead switch panel. The' intensity of the enpne Circuit breaker is marked WSHLD under the general and transmission instrtunent lights, the hydraulic preS- headings ANTI-ICE and NO 2 AC PRI. The DC stye gage lights, the fuel management backlighting, control circuit operotes from the DC primary bus and fuelluantity lights may be varied by rotating the and is protected by a circuit breaker on the overhead rheostat.. The non-flight instrument lights operate circuit breaker panel. The circuit breaker is marked from the No. 1 AC primary bus and are protected by WSHLD ANTI-ICE under the general heading ICE a circuit breaker on the copilot's circuit breaker panel. PROTECTION and DC PRI BUS. The circuit breaker is marked NON-FLT INST tinder the general heading CKPT LTS and NO 1 AC PRI. PITOT HEATERS A pitot heater switch, marked PITOT HEAT Console and Overhead Panel Lights with marked positions ON and OFF, is located on The white lights on the center console, the over- the overhead switch panel. When the switchis head switch panel. the pilot's side console, the placetl in the ON positioth an electric heater in each copilot's side console, and the MARKER BEACON/ pitot head is turned on to prevent ice formation in RAWS Control panel are controlled by rheostats on the pitot head. The pitot heaters operate from the the overhead switch panel. The rheostats are under primary DC bus and are protected by two circuit the heading CONSOLES LOWER and. OVHD. An breakers on the Overhead cirmit breaker panel. The additional rheostat for red lighting on the lower cen- circuit breakers are marked PITOT HEAT 1 and 2 ter console, pilot;s side console, and copilot's side wider the get tend headings ICE PROTECTION and console is on the overhead switch panel tinder the DC PRI BUS. headings LOWER CONSOLE ,RED LIGHTS. The center console lights operate from the No. 2 AC primary bus and are protected bvh circuit breaker on LIGHTING EQUIPMENT the pilot's circuit breaker panel. The circuit breaker is marked CSL LOWER under the general headings CKPT LTS and NO '2 AC PRI. The cockpit over- INTERIOR LIGHTS head panel I' hts operate from the No. 1 AC primary Pilot's and Copilot's Flight Instrument bus and are ootected by a circuit breaker on the co- Panel Lights pilot's circ it breaker panel. The circuit breaker is The pilot's and copilot's flight instrument panel marked CSL OVHD tinder the general headings lights and VOR-TACAN selector lights.are individu- CKPT LTS and NO 1 AC PRI. all controlled by rheostats are marked PILOT FLT. INST and COPILOT eFLT INST. With the PILOT Cockpit Dome Lights and Secondary Instrument FLT INST or COPILOT FLT INST rheost4s in the Light OFF position. the VOR-TACAN lights will operate There is one red and one wh'ite dome light on the with a bright. fixed intensity. The VOR-TACAN cockpit overhead dome light panel. These lights are

si 3-4 controlled by a guarded switch on the dome light Avionicsman's Utility Light panel. The switch is marked DOME LIGHTS - A portable utility light, with coiled cordand CKPT with the marked positions RED, OFF and mounting base, is secured 'to the left sideof the WHT. This switch will supply white light of a fixed cabin beside the avionicstnan's table. The light is intensity.. In addition, the red dome light 'may be controlled by a rheostat on the mounting base. The used aS a secondary instrument light. When the red light may be adjusted on its mounting base to direct dome light is used as an instrument light, it should the light beam, or it may be removed and used as a be turned on and its intensity adjusted with the the-. portable light. The utility light can be adjusted to ostat, marked SECONDARY MST; on.theoverhead operate as a red or white light. Theavionicsman's switch panel. These lights are powered by the DC utility light operates from the No. 2 AC primarybus primary bus and are protected by a circuit breaker and is protected by a circuit breaker on thepilot's op the overhead circuitbreaker panel. The circuit overhead circuit breaker panel. The circuit breaker breaker is marked COCKPIT DOME under the gen- is marked MAP LT under the gentral headingNO 2 eral headings INT LTS and DC PRI BUS. AC PRI. Cabin Dome Lights Cockpit Utility Lights The four cabin xionie lights (9, figure 5-2) are Two portable utility lights with coiled cords are controlled by a guarded switch on the cockpit dome ecured. one on each outboard side of the cockpit light panel. The switch is marked CABIN underthe' above the sliding wiodows. Thelights may be adjus- general heading DOME LIGHTS, with marked posi- ted on their mountings to directithe light beams, or tions RED, OFF, and WHT. TheCargo compart- they may be removed and usgd as portable lights. ment dome lights are equipped with ared and a The utility lights are each controlled by a rheostat or white lamp. The red or white light may be turned on a pushbutton. located on theend of each light cas- available at the DC moni- rotated to at any time DC power is ing. The lens ca.sing of the light may be tor bus. The white light may beturned on only if the position a red filter converting the white light to a guard is lifted. The cabin dome lights operate.from red light. The cockpit I st4lity lights operate from the the DC monitor bus and are protected by a circuit DC primary bus and a e protected by a circuit breaker located on the pilot's circuit breakerpanel. breaker on the overheacircuit breaker panel. The DOME LTS under The circuit breaker is marked CABIN circuit breaker is unarléd COCKPIT DOME under the general headings DC MON. the general headings L 'T LTS and DC PRIBUS.' Loading Lights Scroll Cheek List Light Two loading lights (10 and 14, figure 5-2), one in The scroll checklist lightis controlled by an the ceiling of the cabin above the rampand one in on-off rheostat switch mounted on the left side of the bottom of the tail pylon, provideillumination for the checklist container. The scroll checklistlight the ramp loading area. The lights arecontrolled by a operates from the DC primary busthroogh a cireuit two-position switch, marked LOADINGLTS, ON, breaker on the overhead circuit breaker. pane. The , OFF, located on the oVerhead switch panel,Thp circuit breaker is marked CHECK LISTunder the loading lights receive power from theDC primary geueral heiidings INT LTS and DC PRI BUS. bus and are protected by a circuit breaker onthe overhead circuit breaker,panel. The circuitbreaker Avionicsman's Panel Light Control is marked LOADING under ,thegeneral headings The avinnicsman's panel light control rheostat, EXTERIOR LTS and DC PRI BUS. marked PNL LTS. is located on the radio rack in front of the aviooicsman's table and controls light in- EXTERIOR LIGHTS tensity of the LORAN control panel.The night Controllable Searchlight lighting for the HF head. INTER ICS panel, and The forward facing searchlight located inthe RADIO panel is controlled by the LOWER CON-. nose of the helicopter can move onits hinged SOLE RED LIGHTS rheostat on the overhead mounting bracket forward and downthrough a 120° switch panel in the cockpit. The avionicsman's panel arc. In addition, thesearchlight can rotate 360' in lights operate from the No. 2 AC primary busand -either direction on its axis. However. it isrestricted breaker on the pilot's cir- to 450 left or right until the unithas extended for- iire protected lw a circuit the cuit breaker panel. The circuitbreaker is marked ward and down 1100 to 120°, at which time light will rotate 360°. The extend motor, rotate NV wider the general headings CREW LTS and enclosed in NO 2 AC PRI. motor, limit switches and lamp are

5-5 76 11 11 12 13

11 17 11 15 14 1. CONTROLLASLE SEARCHLiGHT I I.ROTATING ANTNCOLLISION LIGHT (TAIL RED) 2. ANCHOR LrGHT ANCHOR LIGHT 1. INSTRUmENT PANEL LiGHTS 11. TAIL POSITION LIGHT A. COCKPIT CONSOLE ANO PANEL LIGHTS It LOADING LIGHT S. SPOT LIGHTS OVERHEAD SWITCH PANEL LIGHTS Is.ROTATING ANTKOLLISION LIGHT (DOTTOm.REO) 1.PILOT'S COmPARTmENT WHITE AND REO DOME LIGHTS IL FLOOO LIGHTS LEFT AND RIGHT SpONSON 2. EMERGENCY EXIT LIGHT (2 INSTALLED) I?. POUTION LIGHTS (RIGHT gPONSON. GREEN LEFT SPONSON. RED) 4. FUSELAGE LIGHT II.FUSELAGE LIGHT 9. CARGO COmPARTMENT OWE LIGHT (wHITE AND R EO IR. FLOOD LIGHTS (LEFT AND RIGHT ELECTRONIC DOORS) INSTALLED) 10.LOADING L)GHT S SACO 111) Figure 5-2. - Lighting system.

waterproof housings. There are three searchlight fo the stowed position. The iwitch is then placed in position control switches, one located on each collec- the OFF position. The controllable searchlight oper- tive pitch grip, marked SLT TRAIN, and the third ates from the Dc primary bus and is protected by on the copilot's searchlight and ICS switch panel. circuit breakers on the overhead circuit breaker The illumination switch is on the overhead switch panel. The circuit breakers are marked SEARCH panel. The switch is labeled SEARCH, with marked LIGHT, PWR, and CONT under the general head- positions STOW, OFF, and ON, and is under the ing EXTERIOR LTS. general heading EXTERIOR LTS. The SLT TRAIN switchisa spring-loaded,four-position, thumb Hover Lights switch, center position OFF, with marked positions, Four hover lights, one located on each side of the FWD, AFT, L and R. Placing the SEARCH switCh electronics coMpartment door and one located on the in the ON position lights the controllable spotlight lower leading edge of each sponson, are controlled by and furnishes power to the SLT TRAIN switch to .a pushbutton switch, marked FLOOD HOVER, on control the searchlight movement. When the SLT the overhead switch panel. The button portion of the TRAIN swi ch is placed in the FWD position, the switch is a green lens that illuminates when the switch controlliblsearchlight extends by revolving for- is pressed to ilhuninate,the hover lights, and goes out ward and down a maximum of 1200 from its stowed when the button is pressed to turn off the hover lights. position, and it may be stopped at any intermediate The hover lights illuminate an area forward and below position by releasing the switch. Placing the switch the helicopter. The hover lights operate from the DC in the AFT position retracts the light imtil the monitor bus and are protected by three circuit break- searchlight is in the fully stowed position. When the ers on the pilot's circuit breaker panel. The circuit switch is placed in the L, or R position, the search- breakers are marked CONT, LH, and RH tinder the light will rotate to the left or right. The searchlight oneral headings FLOOD LTS, and DC MON. position control switch mounted on the copilot's landing light and ICS switch panel operates in the CAUTION same manner, and is marked LDG LTS with the marked 'positions FWD, AFT, L and R.If the The. hover lights should not be left illuniinated for SEARCH switch is placed in the STOW position more than 15 minutes at a time, to prevent overheat; while the controllable searchlight is extended, the ing. The length of time while illuminated and the searchlight will automatically go out and then retract OAT will determine the cooling off period. ...

5-6 ,\ '"bi -1 e - Position Lights colliSion lights'operate from the DC primary busand The position lights (17, figure 5-2);located on the are protected by two circuitbreakers on the over- sponsons and pylon, are controlledlw two switches head circuit breaker panel. The circuit breakers are on the overhead switch panel.The switches are marked FWD and AFT under the general headings marked POSITION imder the general heading EX- ANTI-COLL and EXTERIOR LTS. TERIOR LTS. One switch will turn the lights on in a STEADY or FLASHconfiguration or turn the lights OFF. The other switch, marked DIM and AUXILIARY POWER UNIT, BRT. will adjust the intensity of the lights accordingly when they are in the STEADY or FLASH con- figoration. The positiop lights operate _from the DC The auxiliary power unit (APU) (figure 5-3), lo- primary Inis and are protected by a circuitbreaker cated to the rear of the main gear box,eoables on the overhead breaker panel.The circuit breaker is ground starting of the engines and ground operation marked POS under the generalheadings EX- of the electrical and hydraulic systems. The APU TERIOR LTS and DC PRI BUS. system consists of a control panel, aodaccumulator assembly, a hydraulic starter. motor, a turbine en- Fu'selage Lights- -- gine, a fuel system, a self-contained oil system,and a Two fuselage hats (8 and 18, figure 5-2) are mechanical drive. Starting power fOr the APU.is fur- installed on the helicopter. One light is located on oished lw means of an accumulator system mounted the top rear side of the transmission compartment on the transmission deck.The accumillator carries. and the other ou the bottom of the hull..Both lights an initial air, charge of 1,600 psi,and is hydraulically -are controlled bv a three-positionswitch on the over- charged to 3,000 psi lw the Aility hydraulic Wimp, head switch !mei The .switch is marked FUSE- In addition, the systeM has 'provisions forhand LAGE wider the general heading EXTERIOR LTS, pumping and may be charged in this mannerwith a with 'marked positions DIM,OFF, and BRIGHT. hand pump, located on the right side of the cabin in-' The lights receive power from the ,DC. primary bus terior. When starting circuitry is energized,thestart and are protected lw a circuit breaker on the over- valve is opened, and hydraulic pressure from the ac- ,head circuit breaker panel. The circuit breaker is. cumulator is dumped into the APU starter. As soon marked FL'S under the general heading EXTERIOR as the turbihe reaches operatingspeed and is 'driving utility LTS. the main gear box accessory section, the pump pressure rechargesthe accumulator with Anchor Lights 3,000 psi pressiire. The turbine enginehas a self- Twi, anchor lights 12 and 12, figiire 5-1,t, one lo- contained oil system. cated ou the noSe and the other on thpylon, are controlled by a two-position switch on the overhead Electrical power for the control circuit is supplied switch imnel. The switch is marked ANCHOR under from the DC primary bus through a circuitbreaker the general headingEXtERIOR LTS, with marked on the overhead circuitbreaker panel. The circuit positi(ns ON 'ail& OFF. The anchor lights receive breaker is marked CONT under the general head- circuit' ;power from the battervbus and are protected by a ings APU and DC PRI BUS. This control circuit breaker, marked ANCHOR LTS. Th-Irma operates.the.-automatic cootrol system and the anto- breaker is on the battery bus circuit bre er panel matic emergency shutdown operation ofthe APU. from the bat- on the center console, The electrical power maY be supplied tery or from an external power source.Fuel is sup- pressure switch Rotating Anti-collision Lights plied from the aft main tank:A fuel Two rotating anti-collision lights ( 11 and 15, fig- actuates at approximately 110 psi tosupply fuel to fuel ure .5-2). one located on the topof the tail pylon and the conthustion chamber through both the start the other ou the bottom of the fuselage, are con- nozzle and main fuel ejectors and to commence igni- trolled lw two switches on the overhead switch tion. At 90.percent speed, the.startfuel nozzle and panel. under the general headings EXTERIOR LTS ignition are turned off by the speedswitch, and of alaiANTI-COLLISION. The left-handswitch, limning is self-sustaining as long a#there is a flow under the heading FWD with marked positions ON fuel through the APU main fuel valve. Fuel is con- and OFF, controls the forward anti-collision light. sumed at 1'3 pounds (maxinium) per hour. A me- The right-hand switch, under the heading :1FTwith chanical drive with an automatic' clutch isprovided marked positions AFT. ON and OFF controlsthe to drive the main gear box accessoriessection. The att rotating anti-collision light. The rotating anti- automatic clutch contains afreewheel unit that

5-7 Figure 5-4. - Auxiliary power control panel.

APU. The switch must be held In the START position as it is spring-loaded to the RUN position. kidding the switch in the START position energizes the,,compo- Ants of the dutomatic starring systeR and silfrts the APU. When the switch is released aid returns to the RUN position, the APU will rim normally and drive the accessory section of the main gear box. The switch is placed in the OFF position to dose the main fuel valve and shut down the APU, The APU master switch is energized by the DC primaiy bus and is protected by a circuit breaker on the overhead circuit breaker panel. The circuit breaker is marked CONT under the general headings APU and DC PRI BUS. Figure 5-3.- Auxiliary power unit. APU Tachometer The tachometer indicates the percentage of APU enables shutdown of the APU when the rotor head is engine rpm. The tachometer receives power from an engaged. Low oil pressure, high exhaust temperature APU-driven tachometer generator. or overspeed will cause the APU to shut down auto- thatkally. APU Low Oil Pressure Caution Light An amber low oil pressure caution light, marked APU CONTROL PANEL LOW OIL PRESS, will illuminate to indicate the The APU control panel (figure 5-4) located on the APU has been automatically shut down because of piloCs side console contains a master switch, a low oil pressure. tachometer, an emergency panel and the following amber caution lights: prime-pump pressure, low oil APU High Exhaust TempertutCautioñ Light pressure. high exhaust temperature and overspeed. An amber exhaust temperatureaution light, The emergency .panel contains a red fire warning marked HIGH EXH TEMP, will illumi ate to indi- light and fuel shutoff and fire extinguisher switches. cate the APU has been automatically sh t down be- During starts, the hydraulic start valve opens to cause of abnorthally high exhaust tempe atures. motorize the enOne. the prime pump also comes on for 20 seconds, then autoMatically goes off. APU Overspeed Caution Light An amber overspeedcautibilight,marked AK' Function Switch OVERSPEED, will illuminate to 'indicate the APU The APU master switch, with marked positions has been automatically shut down because Its speed START. RUN. and OFF, controls operation of the reached 110% rpm.

5-8 "loL. ty 7

APU Pine Pump Press Caution Light The hand pump (figure 5-5) is iised before starting An r pffine fuel pump pressure caution the turbine if the 3,000 psi pressure from the accu- light, marked PRI-PUMP PRESS, will illuminate mulator is not available or is insufficient.' At -54° C. whenever the prime pump is not delivering enough a pressure ofapproximately 4,00( psi is required to fuel pressure to open the pressure switch. A prime start, the turbine. A visual indication Of pressure can pump failure would be indicated bythe ilhunination be observed on the hand pump gage during pump- of the PR .PUMP caution light for 20 seconds, upon ing operations. initiating staffing procedures. APU STARTING PROCEDURE APU Einergen9y Fuel Shutoff Switch APU START/RUN CHECKLIST The emergency fuel shutoff switch, with marked posititins- FUEL SHUTOFF and NORM, is used to MINIMUM CREW TO RUN APU shut, the APU down in an emergency. When the 1 'FIREGUARD. switch is in the NORM position, the APU performs I COCKPIT OP-ER.A,TOR. nonnally and the APU. fire extinguisher circuit is de-energized. Placing the switchinthe FUEL PREFLIGHT SHUTOFF position closes the main fuel valve and 1. SIGHT CHECK APU CONIP., INTAKE & allows the APLT fire extinguisher circuit to be enei. .,EXH.UST. gized. The emergency fuel shutoff switch is ener- 2, APLT. WORK PLATFORM closed. gized from the DC primary bus, through the CONT :3. API" .ACCESS DOORS closed. circuit breaker. MINIMUM' CilEW TOCOMPLETE CHEcK- APU Fire Extinguisher SWitch LIST - TWO. The APU fire extinguisher .switch, with marked FIREGUARD MAY READ ALL ITEMS UP positions FIRE EkTING add OFF, discharges the TO #:3:3, THEN ASSUME FIREGUARD APU fire extinguishing agent to the APU. The POSITION. switch receives power from the DC primary bus, throughithe FUEL SHUTOFF poSition of the 4P11 STARTING CHECKLIST( # 1,3 FOR NIGHT emergency fuel shutoff switch,through a circuit ONLY) breaker on the overhead circuit breaker panel. The circuit breaker is marked EXTunder the general 1. BATTERYSWITCFI- headings FIRE, APU, and DC PRI BUS. 2. COCKPITLIGHTING CONTROL - rheostats full. r$ An Fire Warhing Lights. :3. PILOTS OVERHEAD MAPLIGHT- on & Two red press-to-test APU fire warning lights. positioned. marked FIRE WARNING on the APU control panel, the APU FIRE on the caution advisory panel, NORMAL DAYTIME PROCEDURES provides an indication of fire in the APLT.the light receives electrical power from the DC primarybus 4. OVERHEAD CIRCUITBREAKEAS -set. 'through the APU fire detection system through a ciib 5. ENG ANTI-ICE - off. cuit breaker on the overhead circuit breaker panel. 6. WINDSHIELD ANTI-ICE -offp2 The circuit breaker is marked DET under the gen- 7. SEARCH LIGHT - off. eral headings FIRE, APU, and DC PRI,BUS 8. ANCHOR LIGHT -off. 9. FUSELAGE LIGHT -off. APU Advisory Light ANTI-COLLISION LIGHTS off (2). off. .1green light on the caution-advisorypanel. 1 POSITION LIGHTS - marked APU, coines on whenever the main fuel 1-. CABIN HEATER - normal & off. valve opens (at approximately :30% APU speed) just 1:3, PITOT HEAT - off. before lite-off and will stay on until the APU is %Iva 14. WINDHSIELD WIPERS - oft. down. 15. WINDSHIELD WASHERSoff. 16. LOADING, LIGHTS - off. APU HAND PUMP AND ACCUMULATOR 17. ENIER(; LIGHT - arm. GAGE 18. NOSE GEAR not The hand pump and gage are located indie cabin 19. HOIST NIASTER - off. forward of the last window on the right4iand side. 20. CARGO HOOK -off. ACCUPAULATOR NANOPumP INSTRUCTIONS rump mANDFulp uNTIL 3000 PSI IS ATTAINED. NOTE GAGE AT TACNEO TO All T END OF ACCUmuLATOR TOSE USED FOR PRE FLIGNT CHECx

Figure5-5. - APU accumulator hand pump.

21. STK:K TRIM MASTER - On. a. CI: FOLLOWING LIGHTS ON - high 22. CHANSEL MONITOR,.. off. exch temp & overspeed. 23. CONVERTERS i2)- 1). PRESS TO TEST - prime pump press/ 24. EXT PWR -off. low oilvress. 25. BATTERY - on. c. ENG FIRE WARNING TEST SWITCH 26. GENERATOR SWITCHES (2)- on. TO #2 ENG/APU FIRE LIGHT ONLY 27. ROTOR BRAKE - on press min :120 psi. 25. GEAR HANDLE - down/green :14. FIREGUARD.- in position. - P MING BRAKE -set. ;35. APU START/RUN SWITCH -startposi- .30. RAMP MASTER -off. tion tini41 Ng passes 45%, then release to nin. 1 1. %Pl. FUEL SHUTOFF - normal. :38. APU CLLLTCH ENGAGEMENT - 78 to 32.114' FIRE EXTINGUISHER-off. - 80% Ng. "t 3. 1PU STARY/RUN SWITCH -run. :17. HYDRAULIC PRESS GAGES (3)- press up. 8 5-10 :38. WARNING PANEL LIGHTS - tested. 3. APU *ASTER SWITCH - off. Following lights on warning panel must be 4. EXIT A/C ASSIST FIGHTING FIRE out; CONVS 1-2, GENS 1-2.PRI-HYD PRESS 4 AUX-HYD PRESS 1MISSN OIL PRESS, & APU LIMITATIONS XMISSN CHIP DET. 1. CLUTCH ENGAGEMENT r 4-6 seconds. :39. BATTERY - off. 2. Ng TOPPING - 99% - plus or minus 1%. 3. MOMENTARY OVERSHOOT - 110%Ng. SECURE CHECKLIST 4. TOTAL TIME FOR START - approx10 sec (never excited 18 sea 1. BATTERY - on. 3: ABORT START IF - 2. EMERG LIGHT - disarm. :3. APU START/RUN SWITCH - off. a. No Ng indication 4. COCKPIT LIGHTING CONsTROL = 7 b. Warning light on APU panel lit rheostats closed. c. Warning lights cited in#38 lit . 5. STICK TRIM MASTER - off. d. APU limitation exceeded 6. CONVERTERg(2) - 'off. 7. GENERATORS (2) - off. 6. APU ADVISORY LIGHT ONWARNIlsiC M. PILOTS OVERHEAD MAP LIGHT - off. PSNEL - on above 30% Ng.' / 9. COCKPIT DOME LIGHT - off. 10. BATTERY SWITCH - off. riP1.1, EMERGENCY STARTING RROCEPIME Aft FIRE FIGHTING PROCEDURES(obtain The 3:000-psi Pressure from the accUmulatoi has positive indication of fire before firing EXTING) tyvo time starting capability.HoWever, 410 pressure in the accumulator becomes depleted:The man- 1: Aft EMERG FUEL SHUTOFF - slUR off. ual hydraulic pumping system can be used to replen- 2. APU FIRE EXTING -fire exting. ish presoure in the accumulator. SELF QUIZ # 5

PLEASE NOTE: .Many students study ONLY the self-quizzesand pamphlet review quiz, thinking that this will be ene_10-mpass the End-of-Course Test. THIS. ISNOT TRUE. The End-of-Course Test is.based on the stated colyse ohjectivee To pass theEMIT, you must study all the course material.

1. Heater fuel is taken front the' fuel 6. The APU is started bY'a/an tank. A. electric motor A. forward main*, B. air turbine starter B. forward aux C. electric motor C. aftmain D. hydraulic motor D. aft aux 2. Which. of the following are anti-iced by 7. Fuel to opedte the AKT is taken from the thermal electric boots? fu I tank.

1. Oil tank Mounting ring 2, Engine air intake duct A. forwirdmain 3: Inlet guide vanes B. forward aux, 4. Stirter.cover .C. aft main D. aft aux° A. 1 and 2 only. B. -2 and 3 only C. :3and 4 only 8. The ,APU startfuel valVe is energiied until D.' 1, 2, and 5 the unit reaches -114, percent of its rated. speed. v 3.. The pilot's windshield anti-icing system -operates from the bus. A: 50 B. A pn*mary .C. B. .No.AC primary .D. 1 C. ,NO. 2 AC primary , D. No. 1 AC start APU will automiaticallv shutdown when the spe aches an rpm of percent. 4. TIT cabin dome.light guard is lifted to turn f A. 104 4 , A. the red light on .108 the:White light on C. both lights on. D. both lights olf 10. TheIAPU START/RUN switch is released to To prevent overheating, thehover lights are' the RUN position from the §tart position as Ng limited to' minutes of operation. passes percent._ s , ANSWERS TO SELF-QUIZ # 5

owing .are thecorrect answers and references to the text pages which cover each question and correet ans% er. Tp be sure you understand the aiiswers to those'queStions you missed, yon should restudy the refer- enc d portions.of the text.

QUESTION ANSWEV REF.

1 571 2 A 5-3 :3 5-4 4 5-5 5 .5-6' 6 5-7 " 5-7 C 9 D 5-8 10 A 5-10

. - COMNIUNICATION SYSTEMS

Reading Assignment: Pages 6-1 through 6-19

OBJECTIVES

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

Explain the operation and leading paiticulars of the following 1H-3F systems: , 1. AN/AIC-18 ICS

..AN'IARC-51A UHF

Since some comniunication and navigation sys- COMPONENTREMOVAL/INSTALLATION tems. are interrelated, the first part of this section WARNING will deal briefly with both systems. The remainder of the section explains the communication system in To prevent injury to personnel and damage to equip- detail.. Wewill. . discuss the navigation system. in de-. ment, turn off electrical power before performing any tail in another sectic maintenance on electronic or electrical equipment.

Bair Electronics Compartnient CONIMUNI IAT I N AND NAVIGATION Navigation system components secured on their SYSTEMS respective Mountings are removed either by releasing the mit-locking devices at the front of the. mounting and sliding .the component, out of its Electronic systems permit communication, navi- mounting and off the shelf, or by disconnecting the gation.andintercommunication between crew paiticular cable connector, releasing the nut-locking members. Thp systems also provide sensor inputs to devices at the front of the mounting, and sliding the the automaticilight contriii system (Arcs) and the component out of its mounting and ..off the_ shelf._ attitude iWicating system. tfieommunication n d Navigation system components not secured on navigation systems installed in the helicopter are mountings are removed by removing the attaching listed in figure 6-5 and figure 6-6. screwS, bolts; or other securing -devices, and lifting the component from the shelf. Install navigation system components by sliding the component into its COMPONENT LOCATIONS mounting, ensuring proper mating of component 're- (See figures 6-2, 6-3. 6.4.) ceptacle and mounting plug, and by either tighten- Nlost communications and navigation system ing the nut-locking devices at the front of the components are located in the electronics compart- mounting, nr by tightening the nut-locking deVices ment below the cockpit, on, the forward and aft at the front of the mounting, and connecting the cabin electronic racks, in 'the Doppler 4ay, and in cable connector. Navigation system components not the. cockpit. Component locations for each system installed on mountings are secured in .their respec- are shown in separate location diagrams contained tive places with, sciyew, bolts, or other secliring in this pamphlet. Detail locations for system control .deviees. Fasteners and electrical connectors of hard paliels are shown in .figure 6-2, Q-3, 6-4. mounted components shall be safety wired. 7 3

MDR

Figure 6-1. Bow ele4ronics compartment.

Cabin Electronic Mounting Racks Instrument Panel The aft ...Ain rack has removable side panels for The ilmtrument panel contains the pilot's and co-, accessibility. The majOrity of communication system pilot's navigation instruments and search radar con- components secured on their respectiVe mountings trol unit. A naVigation instillment, is removed from are removed by disconnecting the appropriate cable the .instrument panel by loosening the fasteners, connectors, releasing the nut-loCking devices at the Careiiilly lifting the inStniiiiefil-StiffkiefitlV frOM the front of the mounting and sliding the component out panel recess to gain access to the rear disconnect of its mounting and off the shelf. 'Communication plug, and disconnecting the plug. ystem componen s not secured on mountings are removed b, rem mg the attaching screws, bolts, or other securing 4evices, and lifting the component Consoles. from the shelf.nstall communication system com- Remove a control panel from a console lw loosen- ponents by slid' g the component into Its mounting, ing the fasteners. lifting the control panel suffi- e nng prop r mating of component receptacle ciently from the consOle recess to gain access to the and mounting Rlug, and by tightening the nut-lock- rear disconnect plug, and disconnecting the plug. ing devices at the mounting, and connecting the cable -connector. Communication system components not installed on mountings are secured in their GROUNDING PRACTICES respective places with screws, boks, or other secur- An adequate ground mitst be provided for all ing devices. Fasteners and electrical connectors of communication and navigation cmillonents. hard motinted components shall be safety wired.

SC .6-2 UMPIS

MAT SYSTEM Ow INSPIAT Va. IMPACIMINI 15PIM :11 0 1,11* 0".

smolt COINS KATI 0VS.

0- I COMPASS AN/A1N COM 4a1 COMTISM 133 r- , a 0.11 A/A 240-35 1 : i ICS - WAWICIA r.:0 e 0A * ,9=.9firs. comma. . ..;) Q C . / Mel 10 0 el T OV...... N. I ICS iii COMM El 11, IF Kt 10 ._.1;') 0 . DOMES 1.4 , . COMMIX AMPS ,..)i, ..:.:), t,.? ICS NAP MOCOMIS 4Ivo No) N., V ICS ." . , CONTI101 e 0011w, CI) A :',...... ; ,,P LP ADA rysoir ".. to ANIASSA Zo° -4-0'4 """. 7.1,r .? (SO i., . gnomon 4 t!.., '44,,:7.:.' API) o'd ri Stbm COMINOt 8 .r...p-Au- r.':. PANEL u t . .1YOEM - OMB i .< , , ;' YVON. a - au/ 0 HI UHF COMM COMTISM. i ASC.S4 T 01/ C 00 !59. o,V.H., VI1L. NO 99099 mot N .v9 (-6) VW NMI AIN 123 (11;- N ".1 1:1 1111. 0 (a) CHANNEL iN 0 Cold MONISM. .. PAWL 'SCAN F ....: ,,, MS/10, ..... ANL .=. ASH 1111 (Librg0 APA.12 ' f 9.0 111119 4) U0 (i) 11,91/ ....oth Slug '111-0 .414,444.p) Figure 11.2.-IAIwerCocIqüi Cimino! Pond% ao.o. vovis =v 6; APPAINLORAN A mai oftiv NIT TAM LAMM LORANC NAIRGATION COMPUMI HARI COMPASS ADAPT ATCS ALITLITIIN 11114.123 WV NAV LAS AIN IAICSI /

APIRIPT SONAR ltif AAREGGIIHAINT

ARA-RI AN PINNIER Gird NAT CONTROL LIGHT OMAN AIN ISA ARC NI MI IIIIHRUNENT NICTIT UHT ARC-04 CONTROL COMEX PANEL A111-2 IMMO , ICI COMM NNICONPUTER INT NORM nature. RACER 1111101 MLA NO DATA IOW TEAT WORM TACAN IPA NAV AIN.1111 10110111 NT AM MO UNIT AMUR MATS DOPPLER RADAR RAMON 0144001M 11111 TRAINTrI,.0 ROMANO

AM Ill MUMS ANT AP/4117T MAU LOOP ANTENNA ANT MI Aviv CONTROL CLOUT NO UHF Ma etw Oct LORAN C

AN4.11s AR AM

HOW ICS I TAO MG I. IT I 4....3::::Litiaut PANEL HOIn IC1 LORAN 10110 MU ANT itAM II Peewee/a TACAN ANT DOMIR AIN HI COUPIER NO I MN ANT HOTOW VOI/LOC ANT ARTISTA ARTITHA. TENNI ANT 40110-111A LOOP ANTENNA KNIP ANT 01 AM -" TACAN lilt 011111 I401 FACING ROMANO

unia AMISPEID !RN" °CIMT*",

RINK RUM NO

LUI TALVI WWI NM leA ITATTON , NAVIGATOR pci IN COUPLER

0-11/111rirmooms, Avimoks, mid AFCS Equipmellt. IS ANT Figure

' 9

courAss coNTgoLLER RAMP CONT ROL

INTERCOM SET CONTROL LORAN C NAVIGATOR ...... INTERCOm IllOoTOR off ,COmm P ANEL RA010 SE T CONT RO APU CONTROL cuproAv RADAR , vronpo P ANEL SE T CONTROL coNTRot. PANEL,

CHANNEL MONITOR LF, ADF RECEIVER AFCS CONTROL PANEL CON TROL SE P ANEL UHF/COMM RADIO SET CONTROL 411 04NkAV VOR ,a Pg. ors CONSOLE RADIO SET CONTROL TRANSPONDER SET CONTROL

TACAN RADIO SET CONTROL FA. tCHAu RADIO CONTROL SAT T BUS CIRCUIT SET SNEAK ER

1A010 CONSOLE

INTERCOM MONITOR ANE

TM COMM PNEL NTEPCCim RADIO INJERCOm SE T CONTROL SE T SET CONT ROL CON VOL ..JRAh rcNT ROL +0.C TOR

CONTROL MF COMM E ICOM ANEL RADIO SE T ...014f tom CONTROL 0* NE L

CORI.. T CONSOLI 0 f AVIONICSMAN STATION PANEL 1157 ICI

Figure 6-4.- Cinisolesand (Amami panels -hicatioir diagram. Cr.

6-7 Communication and Navigation Systems

SYSTEM NOMENCLATURE AND SYSTEM COMMON DESIGNATION NOMENCLATURE PURPOSE.OF SYSTEM' -

Intercommunication INTERCOM Provides intercommunication between stations Set .AN/A1C-18 within helicopter. Also provides selection, control, audio, and monitoring of commmiication and navigation systems.

Rad" AN/ARC-51:k UHF/COMM Provides short-range voice transmission and reception from helicopter-to-helicopter_or helicopter-to-ground. t

Radio Set AN/ARC-94* HF/COMM Provides long-range voice transmission and reception from helicopter-to-helicopter or heli- . copter-to-ground.

Radio Set AN/ARC-84 ytiF/comm Provides medium-range voice transmission and reception from helicopter-to.helicopter or helicopter-to-ground.

Triiispnider IFF Provides coded reply in response to interroga- /PX-72I tion for identification and navigation. At

Ileading kttitude Heading attitude Provide; attitude and heading information in Reit-Tuve System reference system theformofcontinuoussignaloutputs representing displacement of helicopter about pitch,'roll, and yaw axes.

Direction Finder UHF-VHF-FM/ADF Provides. pointerindication of relative bear-.

DF-301. ing to UHF, VHF and FM radii) transmitter . sources for homing.

Directioi Finder Set LF/ADF Provides visual indication of relative bearing to kRN-. LF transmitter signal source for navigation and homing.

Navitotimid TACAI Provides bearing anddistance)itformationwith Set kV 111N-H8 respect to geographical location of TACAN ground beacon. AlSo air-to-air ranging between helicopters and beacon identity information.

Figure 6-3. - Communication and Navigation Systems. SYSTEM NOMENCLATURE AND SYSTEM COMMON DESIG NATION YOMENCLATURE PURPOSE OF SYSTEM

,Navigation Set VHF/NAV-VOR Provides course deviation withrespectto AN/ARN-12.3M localizer beam. Also provides course deviation and ambiguity information to VOR station.

: Glide-slope Provides course deviation with respec g ide- slOpe beam.

Marker beacon Indicates that helicopter has passed over airway fan markers, station location Z markers, or approach markers of instrument landing system.

Radar Altimetr Altimeter Provides visual tndication of terrain clearance Set AN/APN=I71 from 0 to 5,000 feet.

Radar Navigation DOPP/NAV Provides visual indication of true ground speed, Set AN/APN-175(V)-I drift speed, and vertical velocity.

Radar Set Search radar Provides, accurate and continuous picture of AN/APN-I95 weather conditions (weather map) in general sky area ahead of,helicopter. Also4ised for navigation and search aid.

Loran C Navigator LORAN C Provides continuOusnavigationinformation and steering in LORAN C coverage areas.

Loran-A Navigation Loran Provides .Loranchartnavigationdatato gystem AN/APN-I80 COMPUTER/NAy system or Loran lines of position fix when used independently.

Navigation Computer FLIGHT/ NAV Provkles an easily interpreted pictorial display Set ANIAYN-2 of helicopter navigation situation and automatically coniputes required action necessary to obtain desired radio track or heading.

Radio Set VHF-FM/COMM ; Provides medium range voice transmission and RT-9600 receptiOn from helicopter-to-lcopter or heli- . copter-to-ground.

Figure 6-5. - (Continued).

6-9 7? DE,5xli11gs, ,FyNCTION RANGE LOCATION gy CONTROL

Interconinilini... AN/ AIC-18 Interphone and ra7 Internal At the following sta- cation System. dio connnunication tions: pilot, copilot, avionicsman; jump seat, hoist operator 'and aft cabin statiofi

UHF/COMM AN/ARC-51A Two7way VC:14:e Line of Cockpit console comnimlication- sight

VHF;COMM AN1ARC-84 Two-way voice Line of Cockpit console communication sight

[IF/ C:OMM AN/ARC-94 Two-way voice Long Copilot console, conununication range avionicsman's, console

IFFTraim- .AN/APX-72 Identification Line of Cockpit cOnsole )OI .r dzimuth, and range sight

UHF-VHF/ DF-301 Automatic direc- Line of Cockpit conSole, ADF tion finding sight

k'flF/F:M RT-9600 VHF/FM transceiverLine of Cockpit console in 150.000 to sight 173.995 MHz frequency range

9 VHF/NAV .N/ARN-123 ILS. -VOR, Glide Line of Cockpit console Slope and Marker sight Beacon receiver

TACAN N/ARN-.118 tactical air Line of Cockpit console navigation sight

LF/ADF AN/ARN-89A Automatic direc- Long Cockpit console tion finding range

Figure 6-6. - Electronic equipment (HH:3F).

6-10 IA= - DESIGN4TION !UNCTION ZANCE IOCATION OF CONTRQL

Radar A N / APN-171( V) Nleasure absolute 5%000 feet Instrument panel Altimeter altitude

Radar AN/APN-195 Weather search and 60 miles Instrument panel navigation.

Thyplei .AN/APN-175(V)Doppler sensor N/A Cockpit console

Avionicsman station. - LORAN .% AN/APN-180 Long range Long navigation range

LORAN C A N/ A RN-133( V).Loran C Naviga- N/A Cockpit console Navigator tion computer

Flight AN/AYN-2 Present visual N/A Instrument panel Director readout of navigation radio aid receivers

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

INTERCOMMUNICATION SYSTEM (ICS) aft cabin ICS station is inoperative. Thepilot's and AN/AIC.18 avionicsman's ICS circuits are protected by circuit breakers on the pilot's circuit breaker panel. The circuit breakers are marked PILOT andNAV under The A N/AIC-18 intercommunicationsystem the general headings DC. P14, and ICS. The copi- the various lot's and crewman's ICS circuits are protectedby ICS) provides communication between breaker crewmembers. The ICS also links the audio channels circuit breakers on the copilot's circuit he communication and associated electronic panel. The circuit breakers are markedCO-PLT and of and equipment to provide simplified controland simulta- CREW under the general headings DC, PRI, neous operation. The systemis controlled through ICS. identical ICS control and monitor panelsprovided for the pilot, copilot, and avionicsman(figures 6-7 INOTE and 6-9). In addition, the copilot has a remoteICS switch. The hoNt station is equipped with a mdnitor If any of the ICS circuit breakers pop.complete panel. ICS station, and a hot mike switch(figure 6- communication capability (ICS.CALL, RADIOS, position. 1 1 ). The cabin aircrewman's station (jump seat)is and HOT MIKE) is lost to the respective equipped with an ICS station and a monitor panel equipped, with ICS CONT&OL figure 6-8)The aft cabin station is panel an ICS station 'and ahot mike switch (ligure13-8). The ICrtontrol, -marked INTER, is a mounted agselubly on ihe pilot's, copilot'sand avion-. , The ICS circnits for the pilot, copilot, ayionics- icsman's console. All switches andcontrol are front man, and crewman arepowered by the P. Cirimary moimted'except the external talk switch. Seven sepa- lq récepacles rafe combination monitor selector-volumecontrols kis. The forward and aft exterior level ad- are on the crewman'sICS circuit-tftigpre enable monitoring and individual listening When the aft external ICS receptas in me.the justment of the seven audio lines.le associated _,-: IFP 11, 6-11 The ICS controls provide tour modes of microphone operation: one button, two button, HOT MIC, and CALL. The avionicsman has one-button operation, which provides a capability to talk on the interphone line.orga radio transmitter, ds selected by the rotary selector switch. Two-button operation is a :cs mow root cop. Mot. mode whereby The pilot and copilcft may talk on the, interphone line or a selected radio transmitter-without the need fOr operating the selector switcholuhe ICS control panel. The capability is provided by rocker switches on the pilot's and copilot's cyclit: pitch stick. In addition, the copilot may talk on interphone or a selected radio by using the copilot's remote ICS switch. HOT MIC operation provides hand-free 'intercommunication. Call operation Oro- vides exalted intercommunication for high-priority S CON T ROL or emergency messages. The call signal is heard at leastsixdecibels louder than any other signal present.

0.0( ICS 'STATION The ICS station is a bulkhead-mounted assembly AT AVIONICSMAN RADIO STATION with two controls mounted on the front panel. The VOLUME control adjusts the signal level to the "headphones. The CALL button, which has a cap guard and chain, provides for emergency call operation on the interphone line.' A plug connector and associated table is used to connect the headset-microphone to the ICS station. The plug connector is a telephone jack with a push-to-talk switch and clip. (See figures 6-14 and 6-15.)

ICS MONITOR CONTROL The monitor panel. marked. RAD, is a panel mounted assembl.4 with eight combination monitor AVIONICSMAN selector/volume controls. At the pilot's, copilot's and RADIO STATION avionicsman's consoles, only four are used, and they are marked AbF,'TAC, VHF:NAV. and MKRBCN. .4.. Figure 6-7.- ICS system avionicsmanAN/ AIC-I8 These monitor switch-volume controls permit monitoring of navigational systems which have output monitor switches are pulled out to monitor the de- signals in the audio range. The -hoist operator's 'and sired audio hues. The level of the individual audio cabin aircrewman's stations are equipped with a line is adjusted by rotating th: associated monitor monitor panel. marked RAD and HOSIT OPERA: volume control. The six-Monitor selector/volume' TOR. and seven of the eight monitor selector/ controls used are marked: INT, UHF, VHF, HOT volmue controls are used. They are marked INT, MIC LISTEN, HF. and FM. A HOT MIC TALK UHF, HE HOT MIC LISTEN, VHF. FM. and switch is also on this panel. A rotary selector switch ADF. These controR permit monitoring and individ7 enables transmission and reception on ICS or se- nal listening level adjustment. lected radio communications systems. The switch is markea INT, UHF, VHF, HF, and FM. The external HOT MIKE SJWITCII talk switches control operation of the selected trans- The hoisoperator and, aft cabin stations are mitter, The ICS control panel also contains a VOL equippedith a tWo-position HOT MIKE_switch control to adjust the signal level to the associated with the n arked 'po'sitions ON and OFF. This.switch headphones, a HOT MIC TALK on-off switch, and permits hands-free inttrcommunicaWon. (See figure a CALL button for emergency call operation. . 6-11. )

6-12 Oc0.7. ( s' ICS 1010 SNITCH 0.0.u.11 0 X El 0 SIT.OVS AND COPTIDT'S CYCLIC .STICE GRIPS HOIST OPERATOR'S CANN AIRCICOMAN'5, AND Arr GAM INTOACORANNECAETort sorra; mown AMMON Kt PANEL C-ALOSA 1.10.18 SON2..1330

PILOT'S, COPIWT.S, AND AVIONICSHAN,S STEXCOMMUNICATION SET =ATHOL S.162.4te-i

0,D, 0 vIS0 .Srfl P HOIST OPEAMON.S AND (2) Arr can HOT HIKK 1I !Mid= ° 770) 411 qu'rt,s, ANS T..... 'VW.' kV TOR pANIt. It,. .1,1

Ao imos711on0 6.0 .4 .1 ,. ..,1',...e...... ,4,--t IN I A A n..../...:1,....2:2 T. ''. /..44.." 4, -.,." 7-'77,E, (I) .. t. i: 2 :±.... , f'VU'T', 1%W. ANTATIM 07 . .V 7 ',AMON.. ...? .:%III% %Pliny.; .77s..19 !WATS kts ICA% 40x. Oft' ...IIA Ih..4. ,I .4

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

6-13 9 7 0 0 OLISTEN iNT LiI4P Fig VHF HOT IAC 0 0 0OTA" 8 CALIL

DETAIL A

bó000ADF TAC VIONAV IAKR RCN 4 ICS ROCKER SWITCH, PILOT'S AND COPILOT'S A DETAIL C 0 . 0

DITAL

laSWITCH PANEL, REMOTE, COPILOT'S DETAIL D

SEE DETAIL A AND 5

SEE DETAIL-0-

SEE DETAIL A AND 5

SEE DETAIL C

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

6-14 NOT MIKE ON

OPff

NOT NIKE SAN T04

FWD EXTERNAL ICS RECEPTACLES JCS STiTION

ICS NONITOR coNTROL

AT HoIsr.oren,rows KADIO STAT,ON

AFT EXTERNAL ICS RECEPTACLES

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

COMPONENT FUNCTION'

Intercommunication Set Provides selectiOn of communications reception-transmission and in- Controls tercommimication control to pilot, copilot, and avionicsman stations.

Intercommunication Station Provides intereommunications for hoist operator.'' cabin aircrew- Panels man, and aft cabin stations. Cabin aircrewmanand aft cabin stations are electrically connected to fore-and-aft external ICS receptacles.

Monitor Panels Provides additional monitoring circuits for pilot, copilot, avionicsman, cabin aircrewman, and hoist operator stations.

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

6-15 Tr.r

COMPONENT FUNCTION

INTERCOM Junction Box Provides load for and distriites intercommunication, communication, and navigation audi input and output signals.'

ICS-RADIO Switches Allows pilot and copilot to key INTERCOM system or selected coinmunication system. Provides ground path when pressed to ICS or RADIO.

Micmphone Switch Allows avionicsman to key selected INTERCOM or communica- Cord Assembly tion systems. Allows crewman to key INTERCOM system.

Headset Microphone Provides means of communication. When positioned to ICS, al- Copilot REMOTE ICS-RADIO lows copilot hands-off INTERCOM key operation. Spring-loaded Switch RADIO position returns to OFF when released.

Extemal fore-and-aft Provides electrical connection to cabin aircrewman and aft cabin ICS receptacles stations for outside helicopter communications.

Hot Mike Switches Allows hoist operator and aft cabin stations to transmit on hot mike.

Junction 'Box Provijeelectrical connection for crewman's microphone switch cord bly.

Figure 6-12B. - .Associated Equipment Components.

NORMAL CALL HOT MIKE COMM/NAV COMM STATIOA ANTERCOMINTERCOMINTERCOMilECEPTION TRANSMISSION

_ Pilot X X X X X topilot X , X X X X A vionicsinan X X X X X Hoist X X X X Operator Aft Cabin X X X Cabin Air X X X Crewman

Figure 6-13. - Sttaion Modes of Operation.

6-16 lOu ki

NOTawl ON

CALL

OFF

vOLINE

CALL

JACK ICS STATION r

VOLUME 0 AT AINIP SEATImo*STATIoN

ICS STATION A AT APT CABIN RAMO STATION

APO SEAT RADIO STATION

Figure 8-15. - ICS system jump seat AN/AIC-18. (Radio monitor panel not shown)

receiver is tuned to a tactical frequency. In additio Figure 8-14. - ICS system aft cabin the radio set provides automatic direction finding station AN/ AIC-18. (ADF)in conjunction with the direction finding group DF-301. Magnetic bearing willbe displayed by the NO. 1 pointer on both RMI's. UHF/COMM RADIO SET AN/ARC-51A The UHF/COMM system is equipped with-two antennas. The antenna normally used is located The UHF/COMM system AN/ARC-51A is com- above the cockpit, and the alternate antenna islo- posed of a receiver-transmitter and a control panel. cated aft on the bottom of the pylon. The-alternate The set provides two-way voice communication be- antenna is used to eliminate UHF transmission and tween land-based, seaborne, or airborne stations. reception dead spots. The An/ARC-MA UHF radio This can be accomplsihed on any one of 20 preset set is powered from the No. 2 AC primary bus and frequencies, or by manually selecting any one of the DC primary bus. The circuits are protected by :3,500 channels spaced at 50 KHz intervals within circuit breakers on the pilot's circuit breaker panel. the equipment's frequency range of 225.0 through The AC circuit breaker is marked UHF under the 399.95 MHz. The radio set includes a guard receiver general heading NO., 2 AC PRI. The DC circuit which permits continuous monitoring of the guard breaker is marked UHF under the general headings frequency at the same time the main- transmitter DC mid PRI.

8-17 lig 77

UHF/COMM CONTROL PANEL Frequency Selectors , The operating controls on the AN/ARC-51A Frequency selectors provide manual frequency radio control panel (figure 6-16) are the function se- selection when the mode selector is set at MAN. lector, the mode selector:the preset channel control, the preset channel indicator, the frequency selec- VOL control tors, the frequency display window, the volume con- The VOL control adjusts the audio level of the re- _trol, and the squelch disable switch. ..ceiver.

FUNCTION SELECTOR SQ Disable Switch /

IP The SQ DISABLE switch has two positions. In the 1 (Z.") 1 ON position, the receiver squelch is disabled. In the \ ".1.1 OFF position, the receiver squelch circuit is unaffected. i 01 0 SO 0 SMILE Antenna Selector Switch OFF ON The antenna selector switch, marked FOR- MAN OFF WARD and AFT, is on the UHF ANTENNA switch T

T panel (figure 6-17) located on the center console. 2 2 5.0 0 G ADP UNF ANTE ANA FORWARD r41Cj1-O-1-0 I MS RE AFT

Figure 6-16. - UHF/COMM radio AN/ARC-51A. 1152 IRN Figure 6-17. - UHF switch panel.

Function Selector UHF/COMM OPERATION The function selector has four positions: OFF; To Turn Set On: T/R, T/R + G, and ADF. In the OFF positioni- all 1. Function Switch (UHF/COMM Control power is removed from the equipment. The T/ R Panel) - AS REQUIRED. position energizes the receiver-transmitter, and the T/R +G energizesthereceiver-transmitter and 2. Antenna Switch (UHF ANTENNA Switch guard receiver. In the ADF position, the DF-301 is Panel) - ASREQUIRED.(Seefigure energized to provide automatic direction finding 6-17.) operation. 3. ICS Monitor Selector/ Volume Control - UHF. Mode Selector 4. ICS Transmit Selector Switch 7 UHF. The mode selector has three positions: PRESET CHAN, MAN, and GD XMIT. The PRESET CHAN 5. Squelch Disable Switch - OFF. position permits selection of one of 20 preset chan- 6. Volume Control Knob (UHF/COMM Con- nels by means of a preset channel control. In the trol Panel) AS REQUIRED. MAN positions, 3,500 frequency channels may be 7. ModeSelector (UHF/COMM Control selected by use of the manual frequency selectors. Panel) - AS REQUIRED. The Gb XMII' position selects the preset guard frequency for the tnmsmitter and receiver, with the 8. PresetChannel Controj( UHF/COMM function selector set at T/R. Setting the 'function se . Control Panel - AS REQUIRED. lector to T/ R + G, with the mode selector set at GD 9. To Transmit - DEPRESS THE MICRO- XMIT, turns the guard receiver on and places the PHONE TRIGUR SWITCH ON THE transmitter, guard receiver, and main receiver on the CYCLIC STICK GRIP TO THE RADIO guard frequency. POSITION, AND SPEAK INTO 'THE MICROPHONE. Preset Channel Control The preset channel control selects any one of the To Secure Set 20 preset channels. The preset channel indicator.dis- 1. Function Switch UHF/COMM Control plays the ikeset channel. Panel) - OFF.

6-18 s LU 2 Figure 6-18. - UHF/COMM system components location diagram.

6:19

r 103 SiLF-QUIZ # 6,

PLEASE NOTE: Many students study ONLY theself-quizzes and pamphlet review quiz, thinking that this will be enough to pass the End-of-Course Test. THIS IS NOTTRUE. The End-of-Course Test is based on the stated course objectives. To pass the EOCT, you must study allthe cotirse material.

1, The HH-3F has a TOTAL of ICS 4. The antenna normally used for the UHF/ stations. - COMM system is located

A. two B. four A. above the cockpit C. six B. on the right side of the fuselage D. eight C. aft on top of the pylon D. aft on the bottom of the pylon 2. Two-button operation It a mode of microphone opehtion provided by the ICS controls. By selecting this mode, the pilot has 5. The AN/ARN-51A UHF radio set gets its power from A. the capability to talk on the interphone line as selected by the rotaryselector switch B. the capability to talk on the interphone line A. 28V DC and No. 2 AC radio bus without operating the selector switch on B. 26V DC and NO. 1 AC radio bus the ICS control panel C. No. 1 AC primary bus and DC primmy C. free-hand intercommunications bus D. exalted intercommunication for high-prior- D. No. 2 AC primary bus and DC primary ity messages bus 3. Which stations are equipped with a"Hot- Mike- two-position toggle switch? 6. The UHF antenna selector switch islocated on the 1. Pilot 2. Copilot of 3. Avionicsman A. instrument panel 4. Hoist operator B. overhead switch panel 5. Aft cabin C. center console D. radio control panel A. 1 and,3 only B. 4 and 5 only C.. 1, 2, and 4 only D. 1, 2, 4, and 5

6-21

104 10

ANSWERS TO SELF-QUIZ #

Following are the correct ansWers and references to the text pages which cover eph question and correct answer-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 6-10 2 B 6-12 3 B 6-12 4 A 6-19 5 D ( 6-17 6 C 6-18

6-22 195 _COMMUNICATION SYSTEMS (eon°, ,

Reading Assignment: Pages 7-1 through 7-8 OBJECTIVES

To successfully complete this assignment, you must stimly the text and masterthe following objectives:

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

1. RT-9600 VHF-FM

2. AN/ARC-84 VHF

3. AN/ARC-94 HF

4. AN/ APX-72 IFF

VHF-FM/COMM RADIO SET RT-9600 The 11 preset channels in the C-961 can be operated simplex or duplex, with or without tone squeldi by the placement of diodes on the channel cards The VHF-FM. COMM System RT-9600 is com- with no limitations on the transmit to receiver fre-f posed of a receiver-transmitter and a conttol panel. quency spacing. The set provides ,two-way voice communications between land based, seaboyne, or airborne stations. The communications may be on any one of 9600 VHF-FM/COMM OPERATION / manually selected channels spaced at 2.5 kHz incre- To Turn Set ON ments in the 150.000 to 173.9975 MHzfrequency 1. Functionselectorswitch (VHF-FM/ 'range. The set includes a two channel guard receiver COMM control panel) - AS REQUIRED. with a priority interrupt function. These guard channels can be set to any frequency in the 150.000 to 2/ICS riteiver select switch- FM S- ON. i719975 MHz range. The international VHF-FM guard frequency is 156.800 MHz. The RT-9600 is nsed in conjunction with the DF-301 Homer. It is 3. ICS transmit select switch:FM powered by the DC Primary Bus and is protected by a circuit breaker marked FM onthe pilOts overhead 4. Frequency selector switches (VHF-FM/ circuit breaker panel under thegeneral headings COMM control panel) - AS REQUIRED. DC. PRI. and VHF. 5. HI LOW PWR switch'(VI:IF-FM/COMM VHF-FM/COMM CONTROL PANEL control panel) - AS REQUIRED. (See figure 7-1.) , The C:961 used with the R1'-9600 has .11lueset 8. VOL controlknobs (VHF-FM/COMM and 96(X) manual channels. The preset channels 'are control, panel - AS-DESIRED. programmed in the C-961 by the placemint of diodes in the printed circuit' boards. The frequency in- , formation is sent over 17 wires in binary form 7. Synelch contiol knobs (VHF-FM/COMM BCD) Binary Coded Decimal, to the RT-9600. control panel" ASIREQUIRED.

771 - VMS liesSincif Preset ciannes seeKlot Selects 11 weal Standard Ocus ra, moon of MO cnamils ifutn Me De ~bog Sfe rnorn 01,100114 DOT 150 po interna4 IOW any COTOollihon Of Panel lee 114 5 cm1 mit2'. 174 emu in 2 5 KW mummery,' frequency smistel of Duielo.tats libel Indegles insets 15 7 cm) Mon muments termer duenta Edge lit Dane( TX,111X nd uetd IX

1 21 f- 3 k . 1.1 '7:91\ _G1 132I TranSmit lamp Indums Ifignfluntt /MVO

VONA* COMMI Adiusts MON min Transmit limier/ fetenref alt010 sitcloeStleCts. tranimrsiOn 00 mai or guild beguiles *

, Manual WOO - Main (fumy swim On On guard mentor Guaid SputICI1 lamp Villurnf Connor Mina IgutkII Miasma mite 4e1401 *drum dewed main IndClin signal semen Sour ottly indclIts signal oi Monts duffed guild (WNW desired guard 514ect taninun recover War we' nmein (tenni. nO guild Or Mf MOM guard fICItv/f festive( Judo listrang / Meyer fauitil *el 0010in OWNS cd I eon Omni 51*0 IVO 10 van

Figure 7-1.

VHF/COMM RADIO SET AN/ARC-84 VHF/COMM CONTROL PANEL . The operating controls are provided by a control panel (figure 7-3), -marked COMM, located on the The VHF/COMM system AN/ARC-84 is com- cockpit center console. The panel coniists of two posed of a receiver, a transmitter, and a control panel. , frequency selectors; the frequency display window, The set provides two-way voice communication be- the 6ff-on/volume control, a, squelch control, a tween land based, seaborne and airborne stations. The momentary "VHF-ADF homing select switch, a VOR transmitter and receiver are designed to operate ,on momentary check switch, and a mode selector

crystal cvntmlled channels spaced 50 kHz apart. The switch. , range of the transmitter is"118.0 through 135.95 MHz, , and the range of the receiver is108.0 through 135.95 , NIHz. In addition, the receiver is designed to operate Frequency Selectors

in conjunction with the DF401 direction finder to ,The frequency selectors mechanically" select and allpw VHF-ADF homing. Magnetic bearing will be display' frequencies spaced 50 kHz apart over the displayed by the No. 1 pointer of both RM1's. The 108.00 through 135.95 MHz range. VHF receiver and transmitter are powered by the DC

primary bus. The receiver and transmitter are pro- 4. tected 6:circuit breakers on the pilot's circuit breaker VOL OFF Switch panel. the circuit breakers are marked .RCVR "and The VOL OFF switch provides pcnVer control to MITA. respectively, Mider the general headings DC, the radio- set and adjusts the audio level of the re- PRI. and-VHF. ceiver. 1017 7-Z Figure 7-2. - VHF/COMM iystem components -locution diagram. antenna, a coupler and a coupler blower. The system provides two-way voice communication between land-based, seaborne and airborne 4tations.'The operating frequency range iS from 2.0 to 29.999 MHz, divided into 28,000 discrete channels in one KHz in, crements.. The HF/COMM system receiveS an4 transmits on either single sideband (USB or LSB). or FREQUENCY VH.ADF MOMENTARY SELECTORS MOMINGUITCM ;amplitude modulated equivalent (AM). The recOver transmitter and the poupler blower are both pow- - VHF/COMM radio AN/ARC-84. ered by the No. 2 AC primary bus. The ,radio set uses .400-Hz three-phase 115-volt AC, and the coup.- ler blOWer .uses 400-Hz single-phase 115-yolt AC SQ Control power. Each unit isproteéted hya circuit breaker on TheSQ control eliminates receiver background the pilot's. circuit breaker panel. The circuit breaker poise. is uuder the general heading NQ. 2 AC PRI. The receiver and transmitter -circult:breaker is marked HF, ADF Switch - and the coUpler blower circuit breaker is marked HF The momentary ADF homing select switch dis- COUPLER BLOW OB. The cpntrol circuit illumix plays magnetic bearing with the No. 1 pointer of ,nates the aYionicsman's HF (figure 7-7) control light .eaCh RMI, as long as the switch is held down. and is powered 6-y the DC primary bus. This circuit a is protected by a circuit breaker on the pilot's'circuit VOR Check Switch breaker, panel. The Circuit breaker is under the gen- The VOR momentary check switch is inoperative eral headings DC PRI and is rnarked,HF. (See figure on the VHF/COMM control panel. 74.) - VHF/COMM OPERATION

. TO Turn Set On: HF/COMM OPERATING CONTROLS 1. VOL OFF Switch (VHF/COMM Selector The system is remotely controlled by either one Panel) - ON. ; of two Control panels (fignre 7-5) marked HF. -One control panel is located on the copiloes console and 2. ICS Monitor Selector/Volume Control - the other on the avionicsrnan's console. In addition, VHF. the copilot's console contains an HF/COMM switch :3. ICS Transmit_ Select Switch - VHF. panel (figure 7-6), wifh marked positions RADIO NAV and COPILOT. This switch permits the co- -4. Frequency Selectors. (VHF/COMM Con- pilot to transfer control to Or remove control from trol Panel) - AS REQUIRED. the avionicsman's control panel. The COPILOT 5. SQ Control (VHF/COMM Control poOtion gives control of the set to the copilot, and Panel) - AS REQUIRED. the, RADIO NAV position gives control of the set to the avionicsman. An advisory hght Jfigure 6. To transmit - MPRESS THE MICRO: marked HF CTR, is illuminated on the avionics- PHONE TRIGGER SWITCH ON THE man's console aboye the HF/COMM control panel CYCLIC STICK GRIP TO THE RADIO when the avionicsman has control. Both HF control .POSITION,, AND SPEAK' INTO THE panels' contain a mode .selector, four:frequency se..' MICROPHONE. lector knobs and associated display Window, and an RF sensitivity control. To Secure Set: 1. VOL OFF Switch (VHF/COMM Control c

Panel) - OFF. Moo:le Selector , The mode selector has four marked positions: OFF, USB, LSB, and AM. The OFF position HF/COMM RADIO SET AN/ARC-94 reinoves aircraft power from the set. The USB position seleci's upper Adeband operation, and the LSB position selectS lower sideband operation. The AM The HF / COMM systeth AN/ARC-94 conSists of position provides amplitude inoduhAtion. operation -of areceiver-transmitter,two controlpanels,an the 'radio.

a 7-4 9 'TT

LEOPTHROUON NIPPLE &BOP TERMINAL LUG

LEAD IN PIRG \ANTENNA SUPPORT SLEEVE

ANTENNA LEAD THROUGH INSULATOR 4 ANTENNArj INSTALLATION 313142.40101.1

LOCKING MNG SCERA

ANTENNA TAICg.UP

INSULATOR CAP

se.I.. , 0 STRAIN ITSULATOR

RELAY NOT RELAYS RI AND KS

RECEITERYRAIDMITTER RT1341/ANC44 MOUNTING MT2461 ARCM

4 it 119 t1":g:sPrEl? f CONTROL POrNEL 0340 1 ANTENNA COUPLER AOT.I

r110UNTING TRAY .- TOMS .. . ;li . COPILOT S SONOING JUMPER AOAPTER AS3E/ALT RA010 SET CONTROL - Atinvics.u...5 IMMO SET ..E.O.TIML I 331,1 r!,E 2 ANTENNA COUPLER 431 HF XP.TNL LAM OS I 410T.I

Figure 7-4. 2. HF/COMM system components - location diagram. ., I

7-5

u WARNING

0oiiinuia Do not transmit in .3.0 and 3.6 MHz range during doppler or couplerbover operation. Transmission in SS this range will result in erratic aircraft attitude.

HF/COMM RADIO SET AN/ARC-94 OPERATION To Put The Equipment Into Operation: Figure 7-5. - HF/COMM radio AN/ARC-94. 1. HF/COMM Control Selector Switch (HF/ COMM Switch Panel) - AS REQUIRED. (See figure 7-6.)

RADIO CO (9) F NAV PILOT 2. ModeSelector(}w/commControl Panel) - AS REQUIRED. 3. ICS Monitor Selector/Volume Control - Figure 7-6. - HF/-COMM switch panel. HF. 4. ICSTransrnit Selector Switch- HF. 5. Frequency Selector (HF/COMM Control Panel) - AS REQUIRED.

NOTE

While set is channeling, no background noise will be heard in the headset. The channeling cycle is complete when background noise is heard.

6. MicrophoneSwitch - DEPRESS,MO-

REF MENTARILY. HF 'COM LUNTROL PANEL NOTE Figure 7-7. - HF/COMM control advisory light. When microphone switéh is depressed,- 4 one kHz tone will be heard in the headset. When the tone Frequency Control stops, antenna loading is complete and the set is (See figure 7-5.) ready for operation. -0 The control panels eaCh have a frequency display window that reads in megahertz and four frequency 7. To Transmit - DEPRESS MICRO- selector knobs to select operating frequencies. PHONE

RF Sensitivity Control To Secure Equipment: AN RF sensitivity control marked RF SENS I. FunctionSelectorSwitch (HF/COMM adjusts the receiver sensitiyity of the receiver-trans- Control Panel) - OFF. mitter. ,

WARNING. AIMS/IFF TRANSPONDER AN/ APX-72

During gr ation of the AN/ARC-94, ensure that personel are car of the antenna. Serious The AN/APX-72 AIMS/IFF transponder is coin, burns may r 113 y contact is made with the posed of a receiver-transmitter, a transpohder set antenna durin eration. control, a transponder inflight test set, an altimeter

7-6 9 7 encoder, and an antenna. The' transponder provides sensitivity is reduced by a preset amount suchthat IFF identification in response to coded interroga- only higher energy signals will irigger the transpon- tionS from ground, seaborne, or airborne stations. In der. In NORM, the transponder will- opePate at nor- addition, the signals returned from the IFF trans- mal sensitivity and respond to interrogations in ac- ponder can be used by the interrogating station to cordance with settings of other controls. In EMER determine range and .azimuth information. The IFF (emergency), eMergency signal responses will be transponder is powered by the DC primary bus and transmitted in modes 1, 2, or 3/A regardless of the the NO. 2 AC primary bus. These circuits are pro- settings of the mode control toggle switches. A detected by circuit breakers on the pilot's circuit tent prevents accidental selection of the EMERposi- breaker panel. There are two DC circuit breaker's, tion. To bypass the detent, raise the center cap on marked PWR and TEST .under the general headings the switch. DC, PRI, and IFF. The AC circuit breaker is marked IFF OA under the .general headiN NO. 2 Mode Enable Toggle Switches' AC PRI. Four toggle "switches, marked M-1, M-2, M-/A, and M-C, have three marked positions OUT, ON, AIMSiIFF TRANSPONDER CONTROL PANEL and TEST. The OUT (down) position prevents re- The transponder*. controlpanel(figure7-8), sponses in each mode. The ON (center)position per- marked IFF, is locattd on the cockpit console. The mits responses in each mode. The TEST (up) posi- panel contains a masPer switch, mode eliable toggle tion will illuminate the TEST light in the upper sec- switches, code settirig dials,- an identification posi. tion of the control box if the transponder isreplying. tion (IDENT) toggle switch, mode 2 code setting dials, a RAD TEST-OUT-MON switch, and mode 4 coittrol. NOTE

Master Switch .Mode C, when selected, operates in conjunction The MASTER switch selects fivekconditions of with the pilots AAU-21/ A or AAU-32/A pressureal- operation: OFF, STBY, LOW, NORM, and EMER. timeter-encoder to automatically provideencoded In OFF, poweris not applied to the set components. pressure altitude informationfrom the helicopter to In STBY (standby), power is applied to components, interrogating ground statiOns with .ModeCdecoding the transponder is warmed up ready to respond,but capability. Mode C operates independently,of the no signals will betransmitted. In LQW, receiver other modes selected.

MASTER SWITCH

NA00E TEST TOGGLE SWITCH

CODE SE T TING DIALS Figure 7-8. - AIMS/IFF Transponder AN/APX-72.

7-7 112 9

Code Setting Dials windows display the selected codes. Light finer Make deiired mode 1- settings on the two numeral pressure either up or down on the blunteil spikes at wheels marked MODE 1. MODE1 selects a desired the right of each numeral will rotate the numeral code from 00 through 73. Make the desired mode wheels. MODE 2 selects a desired code from 0000 3/ A settings on the four numeral wheels marked through 7777. MODE 3/A. MODE 3/A selects- a desired code from 0000 through 7777. On the right side of each nimieral, in the windows along the lower edge of the NOTE control boxt is a protruding blunted spike. Light fin- ger pressure on the spikes, either up or down, will rotate the numeral wheels. The transponder is located in the electronics com- . partment; therefore, MODE 2 settings must be IdentificAtion Position (WENT) Toggle Switch made before flight. At the lower right' cof the control unit is a three- position toggle switch 'with the marked positions IDENT, OUT, and MIC. To provide approximately RAD TestOutMON Switch 20 seconds of IDENT signals on modes 1, 2, or 3/A, This switch is on.the right center of' the control press this toggle switch Momentarily upward to the unit. The RAD TEST position is used for mainte- IDENT position. A spring-loadwillreturn the nance test only. OFF disables the switch, and MON switch to OUT or ncenter position. To provide ap- enables monitoring of the transponder replies to ex- proximately 20 secands of IDENT signals on those ternal interrogations. The TEST light will illuminate modes each time the UHF radio is keyed,,, set the if the transponder is replying. toggle' switch to Mie.

40de 2 Code Setting Dials Mode 4 Controls Mixle 2 settings must be made on the transpon- The mode 4 controls on the left Ode of the panel der front panel, marked MODE 2. Four numeral are inoperative in this installation.

113

7-8 9?

,SELF-QUTZ # 7

PLEASE NOTE: Many students study ONLY the self-quizzes andpamphlet review quiz, thinking that this will be enough to pass the End-of-Course Test. THIS IS NOT TRUE.The End-of-Course Test is based on the stated ciourse objectives. To pass the EOCT,.you must study all the coursematerial.

- I. The VHF-FM guard frequency is MHz. 5. Which of the below is NOT a position on the HF/COMM mode selector? A. 156.800 B. 156.900 C. 158.800 A. AM D. 159.800 B. USB C. LSB 2. The main receiver squelch lamp on the C-961 D. ON illuminates when

A. the RT-9600 is transmitting B. the receiver squelch circuit fails 6. After the frequency selector on the AN/ARC- C. a signal is received in the main receiver 94 control is shifted to a new frequency, the equip- D. it is not safe to transmit ment is ready for two-way communicationswhen 3. The frequency range of the AN/ARC-84 .I receiver is MHz. A. a frequency is ;elected A. 108.0 - 135.95 B. the tone stops - B. 108.0 - 139.55 C. the channeling cycle is complete C. 118.0 - 135.95 D. a background noise is heard D. 118.0 - 09.95

4. WWII operative controls does the VHF/ _ .7. The AN/ APX-72' IFF transponder is capable COMM control panel contain? / of transmitting emergency signal responses in which 1. OFF-ON/volume control mode(s)? 2. Srjuelch control 3. flalf duplex switch 4. VOR momentary check switch. A.1 only B. 2 only , A.1 and 2 only C. 3/A only , B. 3 and 4 only D. All of the above

. C. 2, 3, and 4 only D. 1, 2, 3, and 4,,

7-9

114 ANSWERS TO SELF-QUM

Following are the correct answers .and references to the text pages which cover each question and correct answer. To he sure you understand the answers to those questions you missed, you shouldrestudy the referenced portions of the text.

QUESTION ANSWER REF.

1 A 7-1 2 C 7-2 3 A 7-2 4 A 7-4 .5 D 7-4 7-6 7 D 7-7

11 /01

NAVIGATION SYSTEMS,

ReadivigAssignment: Pages 8-1 through 8-9

OBJECTIVES

To piccessf idly complete this assignment, you must study the textand master the following Objectives:

,Explain theoperation and leading particulars of. the following HH-3F systems:

1. DF-:301EA'utomatic Direction Finder

2. AN / ARN-123 OMNI, ILS, Marker Beacon receiver

.3. AN/ ARN-118 TACAN

4. AN/ARN-89 ADF

DIRECTION FINDER GROUP DF-301 every 20 cycles. TheDF-301E requires 27.5 VDC (UHF/VHF/VHF-FM/ADF) SYSTEM, primary power and 26VAC 400 Hz indicator power.

The direction finder -indicates the relative bearing AMPLIFIER AM-3969/AR of. and homes on, signals received by theUHF, The radio frequency amplifier AM-3969/AR is VHF and VHF-FM Conununications systems. The used in conjuction with the DF-301E to amplify sig- panel DF-301DirectionFinderreceivesRFsignals nals from a distant source. It is controlled by a through its antenna and sends them to the associated located in the center console. (Figure 6-2.) When the UHF. VHF, or VHF-FM system which in turn sends switch is in the long position, the amplifier is turned back an audio signal to the DF-301. This audio is on. When the switch is in theshort position the am- processed and changed into relative bearing infor- plifier is turned off. mation and fed, to indicators in the cockpit. (See fignre 8-1.) The relative bearinginformation is read as a continuous magnetic bearingby the No. 1 pointer OTE of both pilot's RMI's. DO NOT USE the amplifier when homing on a signal source at close range, since the excessiveRF The RF system is broadband from 100 to 400 strength may cause saturation of the system andloss MHz. therefore frequemyselectivitymust be of homing ability. Ensure that the switch is inthe ace( n irplished by theas.sociated communication SHORT position. receivers. RMI SELECTOR The DF-301Eiscomprised of two sections An RMI selector switch is located on the instm- homed in a single unit: a solid-state UHF/VHF an- ment panel. (Figure 8-2.)Itis marked NO. 1 tenna. and switching control, filter/detector, servo- LF/ ADF and UHF/UHF DF. Ensure that this motor control and power supplies. The Cardiod pat- switch is in the UHF/VHF DF position whenhom- tern of the antenna is electronically rotated by a 5.68 ing. This connects the NO. 1 needle on theRMI to KHz signal which reverses direction of rotation the DF-301E.

8-1116 102.

FOUIRKNT NOT PART OF.jaL-3.21E

COMMUNICATION ANTENNA

COAX IA L AIRBORNE UHF HF SWITCH RECEIVE R PREAMPLIFIER UHF/VHF UHF UHF/ VHF UHF / VHF OR VHF

AUOIO RE TURN

AUDIO AMPLIFIER ANTENNA TORQUE AC MOTOR RESOLV E R SINE /COSINE 01 SEGMENTSWITCH Men GENERATOR DETECTORS MASTER CLOCK I TO BEARING 453 KM INDICATOR ANTENNA ROTATION MOTOR C ONTROL CONTROL a

Figure 8-1. - ADF Functional Block Diagram.

DIRECTION FINDER OPERATION 2. RMI Pointer Selector (Instrument Panels - To'Turn Set On Using UHF/COMM System: LF/ADF

1. Function Switch (UHF/COMM Control 1.4 Panel) - ADF. To Turn Set On Using VHF/COMM System: 1. ICS monitor Selector/Volume Control - 2. ICS Monitor Selector/Volume Control - VHF. UHF.

3. RMI Pointer Selector (Instrument Panel) - 2. RMI Pointer Selector (Instrument Panel) - UHF/VHF DF. UHF/VHF DF. 4. ModeSelector (UHF/COMM Control 3. VOL OFF Switch (VHF/COMM Control Panel) - AS REQUIRED. Panel) - ON.

5. Frequency Selector (UHF/COMM Controll 4. Frequency Selectors (VHF/COMM Con- Panel) - AS REQUIRED. trol 12anel) - AS REQUIRED.

6. Volume Kn.& (UHF/COMMControl 5. Squelch Control (VHF/COMM Control Panel) - AS REQUIRED. Panel) - AS REQUIRED. 7. RF Amplifier Switch (VHF/UHF. Switch Panel) - AS REQUIRED. 8. RF Amplifier Switch (VHF/UHF Switch Panel) - AS REQUIRED. To Secure UHF/COMM Homing Feature: 1. Function Switch (UHF/COMM Control 7. Momentary ADF Switch (VHF/COMM Panel) - AS REQUIRED. Control Panel) - DEPRESS.

8-2 /02

NAVIGA TION AT D Tut)! INDICATOR NODE S..fCTOR 104011

MN POINTER SELECTOR SWiTCHES

5H3)IIZI

Figure 8-2. - Nav aid awdliary controls for VOR, ILS, TACAN and ADF.

To Secure VHF/COMM Homing Feature: 8. RF Amplifier Switch (VHF/UHF Switch I. Momentary ADF Switch (VHF/COMM , Panel) - AS REQUIRED. Control Panel) - RELEASE. 7. Function Selector Switch (VHF-FM Con- To Turn Set On Using VHF/COMM Systems trol Panel ADF. 1. ICS Monitor Selector/Volume Control - FM. To Secure VHF-FM/COMM Homing Feature: 1. Function Selector Switch (VHF-FM Con- 2. RMI Pointer Selector (Instrument Panel) - trol Panel) - AS REQUIRED. UHF/VHF DF. 2. RMI Pointer Selector (Instrument Panel) - 3. Frequency Selector Switches (VHF-FM LF/ADF. Control Panel) - AS REQUIRED.

4. Volume Control (VHF-FM Control VHF/NAV RADIO SET AN/ARN-123, - Panel) - ASREQUIRED.

5: Squelch Control (VHF-FM Control The AN/ARN-123 receiver is a remotely located, Panel) - AS REQUIRED. integrated navigation package which contains a 200

8-3

1 1 8 - c, channel VOR/ LOC receiver, 4. 40 channel glide / slope receiver, and a marker beacon receiver. The NAY VOL three receivers perform ihe intended mission of the unit without depending on each other. OP 108.00 Visual presentation of the localizer course, VOR (manual) course, and the glide slope is made on both IL"VW the pilot's and copilot's attitude indicator- and course indicators on the AN/ AYN-2 flight director. Ambi- guity in omni bearing information of a VOR (man- nah course is resolved by the to/from arrow. Visual Figure 8-3. - AN / ARN-123 NAV RadiO Control presentation- of heading-sensitive (automatic) VOR Panel. bearing is made with the No. 2 pointer of the RMI's:

VHF OMNIRANGE (VOR)/LOCALIZER (LOC) VHF NAV RADIO OPERATION RECEIVER SECTION . To Turn The Set OW: The VOR / LOC receiver section receives and 1. Radio master - ON. processes VOR and localizer signals over a frequency range of 108.00 to 117.95 MHz, with a chan- 2. NAV VOL-OFF control - ON, VOLUME nel spacing of 50 KHz. Of the 200 channels availa- AS DESIRED. ble, 160 are for VOR operation and 40 are for .LOC operation. 3. MB VOL-OFF control - ON, VOLUME AS DESIRED.

NOTE 4. MB Sensitivity - HI. Reverse sensing will be displayed on the OMNI 5. Frequency selector knobs - AS DESIRED. Course Indicator and Flight Directors when inbound on a localizer back course approach. To Turn Set Off: 1. NAV VOL-OFF control - OFF.

GLIDE SLOPE (CS) RECEIVER SECTION The-GS receiver section processes glide slope sig- NOTE

nals over a frequency range of. 329.15 to anon MHz with a channel spacing of 150 KHz. Whenever The NAV VOL-OFF control is the master power one of the 40 localizer frequencies is selected the ap- switch for the entire radio. propriate GS frequency is tuned on the GS receiver.. NOTE Glide slope information is .fed to the OMNI Course Indicator and the Flight Directors. Ifyou lose AC power to the set, VOR course information will be lost.Localizer, glide slope, and MARKER BEACON (MB) RECEIVER SECTION marker beacon information will continue to be The MB receiver section processes 75 MHz sig- provided. nals and converts them into an output that drives the marker beacon lights on the OMNI andlACAN Course Indicators and provides audio signals to the VOR/MB CHECK pilot's and copilot's ICS Control Panel', NAV switch. 1. Tune in a nearby VOR station.

VHF NAV RADIO CONTROL PANEL 2. OMNI course selector - /315 RADIAL. , The VHF NAV Radio control panel (figure 8-3) on the upper radio console (figure 8-4), contains a 3.VOR/MBtest switch - HOLD IN TEST NAV VOL-OFF control, frequency indicator, fre- POSITION. quency selector knobs, MB VOLOFF control, MB Sensitivity .sWitch (HI/LO), and a VOR/MB test 4. CDI needle - CEN'TERED PLUS OR switch. MINUS 2 DOTS.

8-4 113 5.ilt-2 needle (VOR select0) - 315 RADIAL provides a marker beacon output iFapable of-driving 'PLUS OR MINUS 5. a standard one-lamp system or,optionally, a three- lamp system. An audio output is provided for identi- 6. Both marker beacon lightsk ON/: fication- purposes. Three separate antenna jacks (glideslope, vhf NAV, and markerr are provided to 7. VOR/ MB test switch -RELE-A6E. accept the rf input's for earl of thecorresponding 4eceivers. SYSTEM APPLICATION (SEe FIGURE 8-4.) The airborne receiver basically qonsists of several TACAN RADIO SET AN/ARN-.118 (V) - operational sections. The glideslope receiver section (TACTICAL AIR NAVIGATION) provides the up/down deviation and flag aliirm information to drive the glideslope loads of the VOR/ILS indicator (CDI) and the flight guidance The TACAN navigation system,ANARN-118(V), systems. A VOR/LOC receiver section provides the is a polar coordinate navigationsysteni that is used to left/right deviation, flag alarm and to/from informa- determine the relative bearing and line of sight dis- tion to drive the VOR/LOC loads of the VOR/ILS tance from the aircraftqo a sele,cted TACAN station. indicator (CDI) and the flight guidance systems. The selected TACAN station can be groUnd, ship- - board, or airborne. The ground and shipboard In addition, automatic conversion of tlle VOR TACAN stations are considered surface stations and bearing provides relative bearing for driving the supply both bearing and line of sight distance to the pointer of a Radio Magnetic Indicator (RMI). An helicopter. An airborne station only supplies yne of audio output iS also provided for yoke and identifi- sight distance information, unless the aircraft is espe- cation purposes. Finally, the marker receiver section cially equipped with a bearing trpsilaitter.

VOR/LOC R.2023 ARN-1231VI 0,1=1 GS DEVIATION ANTENNA_ VORILOCIGSIMB COI. . RECEIVER GS WARNING I0-1347C/ARN . , VORILOC DEVIATION OR ./ EQUIVALENT GS ANTENNA VOR/LOC WARNING VOR TO/FROM immeme OBS IN OSS Me OBS OuT ANTENNA

COMPASS HEADING RAM 10-250 JD-098 RMI X'Y'Z OUTPUT 251VAC lull AQUI VALENT 400 HZ POWS R 27,5v0C 1. MS LAMP DRIVE, MARKER LAMP '..)1

VORILQC AUDIO AUDIO C-I0049/ARN.123 DISTRIBUTION CONTROL MB AUDIO SYSTEM

Figure 8-4. - System Applicationr

8-5 /.019

TACAN nayigation set AN/ ARN-118(V) is not Function Silictor Switch . capable of transmitting bearing information but ,A five-position (OFF, REC, TI.11, :VA REC, A/A does supply line of sight distance information when -TA) function selector switch selects the mode of interrogated. The =sauna) range of station recep- operation. OFF removes power from the .set. The tion is governed by line of sight considerations. The REC position allows oidy bearing information to be , maximum operating range of the set is 390 nantical receiVed &Om a surface statidn. The.T/R position al- miles when the selected Itation is a surface station, lowl both bearing information and line of _sight dis- and :100 nantical miles when A/A operation is select tance data to be received from a surface station. The ed: The 'distance. display on the course indicator is, A/A REC iiosition. allows only bearing information only capable of displaying a range up to 299 nautical .to be receivedfrom a suitably equipped cooperating TACAN.navigation set has provisions for aircraft. . 126 X channels and 126 Y channels, The X channels are those presently in use by surface stations. The Y -NOTE channels differ from the X channels in frequency assignment and pulse spacing. ThalIFI-3F 'helicopter and othee Coast Guard aircraft Are not 'suitably equipped to transmit bearing NOTE information to other aircraft. This does not prevent reception df bearing informatiOn by the helicopter. The- Y channels were developed to alleviate conges-- 'from a suitably eituipped aircraft of iimither service. thin of the X channels. but haveNnot been imple- mented in ground stations. They are, however, avail- In ahe tc/A T/R pdSition both bearing and line of able for use in the A/A modes. Use of the Y channels sight 4istanceinformation are received from another in the .1/A mode is encouraged to eliminate possible 'aircraft. If the cooperating aircraft is`not equipped* interference with ground stations. to transmit bearing signhls; only the line of sight dis- - tance will be received in this mdde. Visual presentation of the TACAN courseis made on the pilot's and copilorsvourse indicator of NOTE the 1N / AYN-2 flight director and the RMPs. Ambi- guity in TAtAN bearing information of a TACAN Operation in the air-to-air mode requires prear- manual sat) colirseisresolved by the, to/from . rangenlent with, a cooperatug aircraft. The second arrow. Visual presentation of (automatic) TACAN aircraft must be equipped with an idr-to-air TACY.s1 hearing iy presented with the No. 2 pointer of both which is set to the air-t6-air mdde of operation and is RN1Ps. The distance to a TACysi or VORTAC sta- set 63 channels away from the channel 'Setting of the tion or 4, cooperating aircraft is displayedin the dis- 7ACAN in the first aire:raft. One aircraft may leply tance display window of Me course indicator. The to as !nany as five otherS, but it will.onIF digiday the ' distance k read in nantical miles. * distance to the neareSt aircraft.

TACAN is powered by the DC primary:bus, ,The TACAN navigatitm set requires a '90:second the No. I AC primary bus. and 26 volts AC fmm the warmAip period regardless of the position selected radio autotmnsformer. The TACAN protected by Joy the function selector switch. , two circiatbreakers 011 the copilot 's. circuit breaker panel. The T.1CAN's DC primary circuit is protected Channel Selector Switches . In a circuit breaker marked TACAN. tinder the general .The tens channel selector and units channel se- heading DC PRI. The TACAN's No. 1 AC primary cir- lector are rotary switches that tune the TACAN nay- cuit is 1mitected lw a circuit breaker marked ptAN. -igation set to any or 126 T.\ CAN channels. the X/Y ix:. under the general heading NO. 1 AC PRI. ammel selector selects either the X set (if 126 channels or the I set of 126 channels. TACAN OPERATING CONTROLS . , Controls for the TACAN syStem are located on the CAUTION h- WAN contml panelon the center console (figure 8- 5,. These controls inchide a function selector switch, The units channel selector switch.contains a built-in tens channel selectm switch, units channel selector mechanical stop to prevent rotation past the nine (9) switch. X/Y channel selechir, Winne control lonib, position. Do not attempt to override this mechanicid and sell-test Wham. The control panel also contains a stop. 'Direction of switch' rotation nmst be reversed test indicator light and a channel digital display. when.the stop is reached.

8-6 12i 42?

Volume COntrol Knob equiPment failure if the test indicator light illumi- The volume control knob, marked VOL) varies nates, the volume of the audio signals received from the selected surface station and heard through the helicop- TACAN OPERATION ter intercommunication system when the appropri-i4, To Turn Set On: ate monitor button is pulled out. 1. Function Selector Switch (TACAN control panel) - AS REQUIRED. Self-Test Button The manual self-testbutton, marked TEST, 2. ICS Moisitor Selector/Volume Control - provides a test of a complete TACAN system, except pnll TAC. for the antennas. When pressed.

1,, 3. VOR-TACAN Selector Switch (Instrument

Manual Self-Test of TACAN System . Panel) - TACAN. TO initiate the self-test. select TACAN on the VOR-TACAN selector switches. select TAC on the 4. RMI NIxPointer Selector Switch (Instfu- RNII No. 2 pointer selector switches, select ia course ment NIA) - TAC. of 180 degrees in the copilot's course diSplarlfin- dew. place the TAqAN function switch in the T/R 5. Channel Selestpr Knob (TACAN Control. position, and allow 90 seconds for warm-up. Depress Panel) - ArREQUIRED. the TEST button and Observe that the test indicator light illuminates for about one second, the distance 6, Volume Control (TACAN Control Panel) shutter and VOR-LOC flags come into vieW,for ap- AS REQUIRED. proximately seven seconds, and the No. 2 pointers of the RMI's indicate 270 degrees. Foi the next fifteen 7. Attitude IndicatorModZikiletor Knob (In- seconds, the flags go out df view; the distance dis- , strument Panel) - AS REQUIRED. plays indicate 000.0 (2:0.5). the No. 2 pointers indicate 180 -±31 degrees, the course deviation bar cen- To Turn Set Off: ters to within 1/2 dot and the to/from arrow indic- 1. Function Selector Switch (TACAN Control ates TO.. Panel) - OFF.

When the self-test is .complete, all indicators return to the indications displayed prior ,to the self, LF AuTowdr,T Dlillignz216° ER SET test. failure is recorded if the test indicator jight

remains on during the test and/or the indicators are , out of limits. The OA can be performed-again in the. REC mode, und if the PidiCator light does not come The LF/ADF set AN./ARN-8 (figure 8-5) provi-' on. themalfunction is isolated to, the transmitter sec:- des automatic Or manual com hearings with thd tion and the bearinginfonnation is valid. No. I pointer of the RMI on iny i.adio signal bd. tween 100,and 3,00(1V1z. The tuning range is con- Automatic Self-Teut$,TACAN System tinuous between these freque'nefeityThe LF-ADF, An automatic self-test oecurs when. the receiver also may function as a low-freque, communica, signal becomes unreliable or the signal is lost, to en- lions receiver. , sure that the TACAN system is operating properly. powered by die DC primary . The results of the automatic self-test are the same as The LF/ADF set is for, the inanual self-test except that the distance bus and 26 volts AC from the radio autotransformer. shutter., and VOR-LOC flagsremaininview The f..F/ ADV set's DC primary circuit is protected thronghont the test. by a circuit breaker on tire pilot's circuit breaker , panel marked LF ADF.

LF/ADF CONTROL PANEL Bearing and/or distance' indications may still be pre- The' LF/ADF control panel coptains the014- sent when the TEST lamp is- on.Such indications COMP-A -LOOPswitch,CW-VOICE-TEST conkl be eithee.partialy usable or grossly inaccurate. switch, and fine frequency contorls, kilohertz- They should be cross-checked, using every available indieutor,tuningindiciady,audio 'control,and .* means. Be prepared for thepossibility; of TACAN LOOPR control.

1VJ VOLUME CONTROL .VOL CHANNEL KNO

T/R REC A/A REC CHANNEL OFF A/A DIGITAL A TR FUNCTION DISPLAY TEST P-- 0 SEL ECTOR SWITCH

TENS SELF x,Y UNITS CHANNEL TEST CHANNEL. SELfCTOR., CHANNEL BUTTON,- SELECTOR smics SELECTOR SWITCH TEST INDICATOR

Figure 8-5.

CW-VOIC E-TEST Switch The CW-VOICE-TEST switch three-position toggle switch, spring loaded away from the TEST position. In the CW positron, the receiver's beatfre- quency oscillator is activated toaidentify CW signals. In the VOICE position, the receiverfunctions as normal-AM receiver. In the. TEST-position, the indi- 'cased bearing is automatically slewed to provide a check on ADF operation.

COARSE and F.INE Frequency Controls The COARSE tuning cOntrol tunes the ieceiver in 109-kHz steps as indicated by the first twodigits ofhe kilohertz indicator. The FINE turningt....ontrol Figure 8-6. - LF/ ADF radio AN/ ARN-89. tunes the receiver through 10-kHz markedincre- ments '(continuous tuning) as indicated by the last

two digits of the kilohertz indicator. ) OFF-COMP-ANT-LOOP Switch The OFF-COMP-ANT-LOOP switch has four KILOHERTZ Indicator positions. In the OFF position, power is removed The kilohertz indicator indicates the operating from the set. The COMP position connects both the frequency to which the receiver is tuned. loop and sense antennas, and the LF/ADF functions as an ADF. In the ANT position,only the sense antenna is connected, and the LF/ADF functions as a TUNING Indicator standard low-frequency receiver. In the LOOP posi- The inning indicator indicatesrelative signal_ tion, only the 'loop antenna is connected, and the strength. %while the 'receiver is being tuned to a' LF/ADF may be Used for manual direction finding. specific radio signal.

8-8Pt

.4 /09

AUDIO Controt . OPERATING LIMITATIONS AND The audio control controls the RF gaili of the re- PRECAUTIONS ceiver while the. AIN is operating in the ANT or The LF/ ADF set is subjeet to the following oper- LOOP mode. When the ADF is operating in the ating limitations, which are imposed by terrain, COMP mode, the audio control controls the audio weather, and general operating conditions. output gain. Night Effect At niWit, radio waves reflected by the ionosphere re- miles from the - LOOP L-R Control tun) to the earth at some point :30 to 60 The loop L-R tontrol provides for manual posi- station. This, night effect may cause the pointer to flue- tioning of the, loop antenna when the ADF is oper--tuate. The effect is most prevalent dining theperiod ating in the manual direction-finding mode. just before and after sunrise aiCil sunset. Generally,the greater the distance from the station, the greaterthe effect. The effect can be minimized by averaging the LF/ADF OPERATING fROCEDURES fluctuations, by flying at a higher altitude, or by selec- AM Receiver Mode of Operation ting a lower 'frequency station. Maximum nighteffect 1. Select ADF on' the ICS MonitorSelector/ will be preset with stations *rating in frequency Volume Control. ranges above 1,000 kHz. Frequiesbelow 1,0001Hz are generally less subject to night effect. .Set the CW-VOICE-TEST switch to the VOICE position. Mountain Effect . Bearings taken in the vicinity of mountainous ter- :3. Set the OFF-COMP-ANT-LOOP switch to rain may be erroneous, and t'he pointer,may fluctuate the ANT position. due to magnetic deposits or radio wave reflectiop.

4. Adjust the coarseand finefrequency con- Shoreline Effect trols to the desired frequency. As radio waves pass from land towater, their di- . rection of travel is changed. Becatise of shorelineef- 5. Adjust the audio control to a comfortable fect, a bearing taken on an inland statiem from an air- listening level in the headset. craft over water is inaccurate if the bearing makes an angle of less than :30° with the shoreline. At greater angles), bending is neglijOble. When taking bearings 6: Adjust the fine frequency controlto obtain which are a -maximum (upward) indicationon the over water, therefore: choose stations tuning indicator. either right on the shore, or so' located that bearings to them make angles greater than :30°with the shoreline. Compass Mode of Operation 1., Perform the steps of operation for the AM General Operating Procedures receiver mode of operation. Use the following general procedures when operating the LF-ADF set. Only headon bearings are en- 2. Sef the OFF-COMP-ANT-LOOP switch to tirely dependable. Keep the helicopter in a level atti- the COMP position. tude when taking side bearings; acturate bearings cannot be taken with the aircraft in a steepbank, especially when close to a station. For manual direc- NOTE tion finding, place the OFF-COMP-ANT-LOOP switch in the LOOP 'Position and slew the LOOP The # 1 _needle on the remote indicator should dis- control for an aural null. When you are using the play the relative bearing of the received ground sta- aural null method for taking bearings,the 180° tion in relation to the aircraft. ambiguity must be resolved.

f3-9 SELF-QUM #3

PLEASE NOTE: Many students study ONLY the self-quizzes andpamphlet review quiz, thinking that this will be enotigh to pass the End-of-Course Test. THIS IS NOT TRUE.The End-of-Course Testis based on the stated course objectives. To pass the EOCT, you must study all the coursematerial.

1. When DF-301 equipment is used, the rela- 6. The MARKER BEACON operates on a tive bearing to a signal source is read as a continuous frequency of magnetic bearing by the A. 90 14z B. 50 KHz A. No. 2 pointer of the pilot'sRMI -C. 75 MHz B. No. 1 pointer of both 'pilots' RMIs D. 90 MHz C. No. 1 pointer of the copilot's RMI only D. No. 2 pointer of both pilots' RMIs 7. The TACAN distance display on the indicator goes tip to nautical miles. 2. When homing with the DF:301 on a very A. 126 strong UHF signal, the DF range switch should be in B. 200 the position. C. 299 D. 390 A. FORWARD B. Ayr 8. Operation of the air-to-air mode of TACAN C. LONG requires that the second aircraft have achannel difference of channels. D. SHORT .) A. 60 B. 61 3. The LOCALIZER receiver section of the C. 63 AN/ARN-123 uses of- the 200 channels D. 65 available. 9. Yotir aircraft should have the Y channels of A. 200 the AN/ARN-118 selected when B. 160 C. MO A. using A/A with an aircraft using X channels D.40 B. navigating on-ground stations C. all X channels are inoperative D. using A/A with an aircraft using Y channels 4. The navaid selector switch with the marked pasitions VOR and TAC is located on the M.- The frequency range of the AN/ARN-89 LF ADF is A. instrument panel B. console control panel A. 100 to 1;000kHz C. VHF/NAV control panel B.,100 to 2,000 KHz D. overhead radio control panel C. 100 tolX/00 KHz D. 100 to 4,000 KHz

5. The glide slope receiveris a 11. The FINE tuning control tones the LF ADF receiver. receiver through marked increments. A. VHF 4.5 KHz B. UHF B. 101Hz C. ADF C. 15 KHz D. HF D. 20 KHZ ANSWERS TO SELF-QUIZ # 8

Following are the correct answers and references to the text pages which cover each qqestion and correct answer. To be slue you understand. the answers to those questions you missed, you should restudy the referenced portions of the text.

'QUESTION ANSWER REF.

1 B 8- I 2 D ,8- 1 :3 D 8-4 4 A 8-3 5 B 8-4 6 C 8-4 7 C 8-6 8 C 8-6 9 B 8-6 10 C 8-7 1 1 B 8-8

8-12 HI1-3F LORAN C NAVIGATOR,

Reading Assignment: Poges 9-1 through 9-18.

OBJECTIVES.

To snccessfully complete this assignment. you must study the text and masterthe following objectives:

Explain the operation and leading particulars of the AN/ARN-133 LORANC NAVIGATOR.

LORAN C NAVIGATOR AN/ARN-I33 2. -After the final INSERT-. the only way to change entered' data is to perform the entire proce- dine again. replacing incorrect data with the correct. The- AN/ ARN-I33 LORAN Navigator is a microcomputerized LORAN-C and D navigator ca- :3. To correct an error in a-number entry as it pable of providing continuous navigation infonna- is made, depress the LEG CRC key. ,which'backs thm anywhere LORAN C or D coverage exists. out the last-entered digit from theaisplay.'Succes- LORAN signals are received via the antenna located sive depressions of the LEG GIG key continue to *iiverhead the cockpit. sent to the antenna counler in back rint successive dirs. the toward electronics compartment and then pro- vessed k the navigator located on the copilot's side Mode Switch ot the venter console. Automatic initialization pro- .The five position rotOr MODE switch has built-in cedure\ commence when the MODE switch is tur- detents protecting the INITIALIZE and ,EM ERG ned to initialize. The Navigator is protected by a cir- positions. One is between INITIALIZEand OPER- cuit breaker on the, copilot's overhead circuitbreaker ATE, and the other between ADVISE and EMERC. panel under the general heaing DC PRI and marked To cross either of these detents. push the knob into LOR.1V C. the panel and turn. These detents prevent inadvertent movement to the INITIALIZEand EMERG -positions. thereby losing track of LORANsignals. CONTROLS, INDICATORS, AND DISPLAYS Switch positions are asiollows: The Navigator front panel is divided into five groups: displays, switches and indicators.keyboard. 1. -PW'R OFF - Removes all exteriCal system DISPLAY switch and MODE switch. Figures 94 power. . - through 9-2 illustrate each or these groups. CAUTION General Keyboard Information The keylmard is used to enter information into During engine start or other con(hitions that Mint tjie navigator. The circular and rectangular keys produce DC power fluctuations. the MODEswitch hate essentially a single function, while the square shonld be in the, PWR OFF-position. In case of ex- kess. have dnal functions. The nonnal entry se- the number, and in- treme fluctuation: i.e.. shipboard power starts. quence consists of a Clear. hmction. LORAN-C circuit breaker should be pulled. sert. Specific entry sequences for all navigator func- turns are discussed in the following pages. Some special keyboard features are: 2. INITIALIZE - Allow:, all initial data to be entered. 1. Any entry sequence may be terminated priiir to the final INSERT bv depressing CLR. This (Detent) The LORAN receiver is kld in returns the displays to the original conditimi. -search. 1)3

-8E18 e Re 13

IDISPLAYS . L(easeReej 0

'xMiT ADVISE POSUPO EEO wARN A DIM CS SWITCHESa INDICATORS NOLO 111:211 Kra C2110 LORAN

MACH I I COORD I IL5A

DISPLAY N

women DINTKIXTX A OISPLAY TTO/OS TX/TXE V SWITCH POSTI -wmitiO SWPRL [IN WAY PT Tx A

TO* TOS MODE 7 KEYBOARD OPE ATE II INITIALIZE ADVISE

MODE PWR SWITCH OFF f EMEND

SWITCHES ARE SHOWN IN LAMP TEST POSITION. ALL INDICATORS AND DISPLAY SEGMENTS, ocean' XMIT, ARE ILLUMINATED.

0.4

Figure 9-1. - AN/ARN-133 Front Panel.

9-2 12d NORTH AND SOUTH INDICATORS

WA YPO INT / DISPLAY UPPER DISPLAY DEGREE MINUTE silows LAST MARKER MARKER WAYPOINT CALLED UP

*0 FR TO

LEFT AilD RIGHT LOWER DISPLAY INDICATORS AnoND LEG DISPLAY SHOWS-SELECTED FROM AND- TO WAYPOINTS

EAST AND WEST JNDICATORS Figure 9-2. - Displays.

NOTE Display Switch The eight position rotary DISPLAY switch (fig- When turning the navigator on, care should be taken tire 9-1) allows information to be entered or dis- to pause momentarily in the INITIALIZE position. played with the MODE switch in the OPERATE Failure to pause in this position will result in non- position as follows: retrieval of the stored chain and positional data, and possible freeze-up of the navigator. NOTE The positions have different functtons with the 3. OPERATE - This is the normal operating MODE switch in the ADVISE position. Refer to mode. The receiVer is freed to acquire and track sig- ADVISE and WARN functions section. nals, and the navigation function and displays are - activated. I. WAY PT - Allows entry or display of selected waypoint coordinates in hat/long or time diff- 4. ADVISE (Detent) - Used to determine erences (FDA and TDB) in the upper and lower dis- whv ADVISE and WARN indicators are illuminated plays respectively for any selected waypoin't appear-* or hashing. Also used in conjunction with DISPLAY ing in the WPT switch positions to provide signal and system status and analysis. Allows some pilot control over receiver 2. POSITION - Allowspresent POSITION functions. display and entry in lat/long or time differences (TDA and TDB) in the upper and lower displays re- 5. EMERG - Transmits aircraft position via spectively. The navigator continuciusly computes data link with emergency -report code(7) included. POSITION during the display hold, and when the dis- The EMERG position is not used in this instaliftion: play is released, shows correct present POSITION. POSITION UPDATE INDICATOR. LIGHTS WHEN UPDATE HAS SEEN ENTERED'

ADVISE INDICATOR TRUE INDICATOR. LIGHTS WHEN NO-MAI3 VAR IS IN SYSTEM TRANSMIT INDICATOR. LIGHTS WHEN DATA LINK IS TRANSMITTED WARNING INDICATOR

DIMMER CONTROLS oDISPLAYS P, PANEL PARALLEL TRACK INDICATOR, LIGHTS WHEN PARALLEL TRACK HAS BEEN ENTERED

DISPLAy HOLD SWITCH AND INDICATOR PARALLEL TRACK SWIYCH

COORDINATE SELECTOR SWITCH AND. INDiCATOR - SEARCHPATTERN SWITCH TD . TIME DIFFERENCES AND INDICATORS. CS . CREEPING LINE SEARCH VS SECTOR SEARCI4 LEG ADVANCE MODE SWITCHANDJ INDICATORS. AUTOMATIC OR MANUAL MODE OF LEG CHANGE

Figure 9-3. Switehes'and Indicators.

9-4 13o 1/4

DESIGNATES NORTH

DESIGNATES SOUTH. ALSO USED FOR GRI ENTRY. ALSO USED . SECONDARY SELECT AS PRELUDE IN LORAN CYCLE JUMP

PRELUDE FOR ALL MAGNETIC VARIATION WAYPOINT OPERATIONS ENTRY.

DESIGNATES WEST DESIGNATES EAST OR LEFT OR RIGHT TDB ENTRY. SELECTS LOWER DISPLAY TDA ENTRY. SELECTS UPPER DISPLAY LEG CHANGE KEY. ALSO USED TO CORRECT SINGLE DIGITS DURING KEYBOARD CLEARS DISPLAYS FOR ENTRY ENTRY OR KEYBOARD ERRORS. ALSO CLEARS ADVISE INDICATOR

DATA LINK ENTRY AND TRANSMIT KEY

INSERTS KEYBOARD, ENTRIES

PRELUDE FOR ALL POSITION ENTRIES

Figure 9-4. - Keyboard.

3. TitiGSPresents time to go (TTC) a. UpperDisplay - Distancebetween imm present position to the TO waypoint inthe waypoints. upper display and groundspeed (CS) in the lower display. Time to go is blanked when ground speed is b.. Cower Display. Left SideBearing on 9 knots or less. the requested leg. 4. DIST/SRC - Presents range (DIST)) to the selected TO waypoint in the upperdisplay. c. 'Lower Display,Right Side = FROM Bearing angle (BRC) to the TO waypoint appears in and TO waypoints requested. the lower display and is with respect to nbrth (true North if no magnetic variation has -been entered). When the interwaypoint range and bearing proce- This infonnation is presented ' for tensecondir% dure is used, the following information isdisplayed: after which the display reverts backto-normal.

9-5 117

5. DSR TK/XTK - Presentsthedesired presented to tenths of a nautical mile either right (R) track angle (DSR TK) to the nearest degree in the or left (L) of course. upper display with respect to the selected waypoints. Crosstrack distance (XTK), either left or Advise and Warn Functions right, is measured to hundredths of a nautiCal mile The ADVISE and WARN indicators may be illu- and shown in the lower display. minated bv any of the following conditions. To determine die cause of ADVISE, and WARN indica- , 6. TK/TKE : Presents track angle (TK) with tions, set the MODE switch to ADVISE and the respectto north (true north, if no magnetic variation DISPLAY switch to DSR TK/XTK. A "1- appearing has been entered) in the upper display and track in anv digit position in the upper or lower display angle error (TKE) in the lower display. Illumination signifies the condition listed in figure 9-5. of the R or L indicates present track angle error is to ,the right or left of the desired track angle. Display of these functions is blanked below 10 knots. NOTE

7. FF/VAR- Presents dataiink information More than one came may be indicated for any given for flight following (FF) consisting of the aircraft ADVISE or WARN. identification number (preset by technician_prior_to-- flight) from 00 to 99 presented in the upper 'left display and the single digit report code in the upper Advise.Indications riiht. Entered magnetic variation (VAR) in degrees The ADVISE indicator illuminates or flasties and EAST or WEST appears in the lower display. the corresponding display diOt is set to "1" when any of the following conditions occur: - Presents data associated with CS cc VS search patterns (Special Function) in 1. MISSED WAYPOINT ARRIVE - The the upper display. The associated information cue navigator continually monitors the distance4o-go to letter appears in the WPT display. In the lower dis- the selected waypoint. If this changes from a de- play parallel track offset distance (PRL TK) is creasing to an increa.sing value and the arrival

yPPER DISPLAY ADVISE Ahoy= INDICATOR

INVALID OPERATOR ACT ION *MISSED WAYPOINT ARRIVE LORAN STATION BLINK *NON.CONVERGENCE OF WAYPOINT LAT/LONG 'FLOA*P SECONDARY CHANGE NO 'MAST E R RECOMMENDED *ADVISE ,INDICATOR F LASHES

LOWER DISPLAY ADVISE WARN ADVICE INDICATOR INDICATOR

NOT IN TRACK IN BITE MODE LAT/LONG RUNAWAY LEG CHANGE CALCULATION CHECKSUM ERROR Figure 9-5. - Interpretation of ADVISE and WARN indications

9-6 criteria were not met. signifying a missed-waypoint Warn Indicators condition. ADVISF flashes to Any manual selection WARNING of the NEXT leg. Whenever the WARN indicator: is illuminated, regird- 2. NON-CONVERGENCY OF WAYPOINT less of cause, do not use the sytem for navigation. LAT/LOG - ADVISE flashes when the-navigator tries to perform a lat/long conversion of a waypoint entered in time differences but cannot due to signals The WARN indicator illuminates and the corre- being out of range, poor'station geometry. etc. sponding lower display digit is set to "1- when any of the following conditions occur: :3. SECONDARY CHANGE RECOM- MENDED - ADVISE ilbuninates when the second- .1. NOT IN TRACK - WARN illuminates ary pair in use is not thesecondary pair recom- when any of the three signals being used is not in mended by the navigator. The navigator compares track. The WARN indicator stays on fro 20 seconds the signal to noise ratios and relative positions of the- after the navigator goes back into track to allow the LORAN secondaries and recommends the best pair TDs to stabilize. selection that results 0.1 the smallest navigation errot. 2. LAT/LONG RUNAWAY - The navigator' Stations not csirreirtly being tracked and stations less continually monitors the rate of change of hit/long than :38 miles hum the receiver are not conAdered. This and checks itfor reasonableness. If the rate of huwtionisinoperative duthig master independent change is unreasonable or excessive. .WARN illumi- operation. Use the automatic secondary advisory func- nates.- tam to determine whi(ir is the recomMended pair. CHANGE CALCULATION - , :3. LEG 4. INVALID OPERATOR ACTION - The fol- When marking an automatic or manual leg change. towing el-funerals actions may ilhuninate the ADVISE the navigator calculates new navigation data. During indicator: incorrect switch/key combinations, certain this brief calculation period, the navigator illtimi- incorrect values. invalkl GRI (one not stored in mem- ,nates the WARN indicator, advisingthat data is

ory, and certain iiwalid input coordinatevalues. .unreliable. I. LORAN STATION BLINK - ADVISE il- 4.CHECKSUM ERROR WARN illumi- huninates when one of the selected LORAN second- nates if the navigator has failed self test(checksum). arsstations blinks. The LORAN control station This usually indicates hardware failure. causes the LORAN signal toblink whenever the time delay is not within tolerance. During blink, por- Advise Functions tions of the LORAN signal are alternately turned on The ADVISE'position of the MODE switch also and off. Blinking stations should not be used. provides a readout and navigator status and is used in conjunction withotherDISPLAY switch position)) 6. FLOAT - ADVISE illuminates if any sig- to check on a number of system parametersand nal in nse !master. A. or 1) goes into float. Float other data. The data in each of the eight DISPLAY suode indicates that the signal has been lost and the switch positions is listed and described in figure 9-6. navigator is temporarily dead reckoning using last- known velocity and direction; PREFLIGHT PROCEDURES The preflight procednres depend on whether the 7. NO MASTER -1 = System, does not aircraftvill be flying in the same or different area as have the real master. before, and whether maintenance action has erased 0 = System has the real initialization data. When power is aeplied. the navi- master. gator is automatically "initialized tothe last-com- 8 = Master independence puted present position, last-enteredLORAN chain, has been over- magnetic variation, waypoints. and otherprevionsly ridden (inoorativer. entered data, This data is held in temporary memory when power is removed from the navigator. When 8. IN BITE MODE - ADVISE jihuninates flyinik in the same general area and temporary mem- when the navigator is operAng on the Bat In Test ory is intact, set the MODEswitch to OPERATE, Equipment !BITE) chain. of 5100. pausing momentarily in Mitilize.

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4 "PM lincliegbril e 0 , ON /INS P000 11NB

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4. /20

NOTE 1. Perform lamp test bv settingf'SODE switchto ADVISE andDIS'PLAY Owitchto When turning the navigator on,pause momentarily FF/VAR. All &Pays and indipastors except XMIT in the INITIALIZE position. Failure to pause inthis 'should illuminate. position will result in non-retrieval of storedchain /' and positional data, and possible *freeze-up of the .2. MODE switch to INITIALIZE and DIS-, navigator. .PLW to MITE. Depress LORAN COORD sw1t6 to illuminate the TD indicator.

If imnplete reinitializationisnecessary after .3. Adjust dim knobs as required. Panes light- maintenance of transfer to a . different'LORAN ing indicators and displays should varyaccordingly. coverage area, perform thefollowinglirst: 4. .DepressCLR key. Displays shOuld blank. 1. Self test (BITE). 5. Depress GRI key. 8 ' NOTE 6. insert 51(10 into keyboard. Number should appear in lower display.

Self test (BITE) should be accomplished any time a . problem is suspected in the system. After self test is 7. Depress -INSERT. 5100 should jump to used it will be necessary to enter desired chain GRI. the upper dloilay. ADVISE indicator shouldillumi- secondary pair. and present position. since these are nate, indicatin ITE mode is enabled. WARN indi- changed in the*test. cator should lfl4inate. Secondaries 1 and 2 are au- tomaticallylted and the initial present position S. of 24N. 164 W is automatically entered. 2, Initial pre*nt position entry. 8. Set MODE switch to OPERATEand 3. Loran chain GI selection. DISPLAY sWitch, to POSITION. The, navigator should now search and settle pn the simulated chain. 4. Secondary pair selection. When. the WARN indicator goes oht, the displayed time differences should be: TDA =16000)0 ± 0.2 This is the minimum information required to go in the upper display. TDB 36000.00 ±0.2 in the into OPERATE, enabling the navigator tofunction. lower. Enter the following, as applicable. in, :Mx sequence: 9. Depress LORAN COORD switch to ex7 1. Waypoints in !at/long ot TUs:, .tinguish the TD indicator. Displayed hitilong be N 23' 52.82' zt. 0.0.5 in the upper displayan& 2. Magnetic variation. A W.164 22.04' ± 0.05 in the lower. Self test is satisfactory if time differences in stepand lat/long in ;3. FROM-TO selection for initial leg. this step are as indicated. 10. To terminate self test. set MODEswitch Self Test (BITE) tq INITIALIZE and enter initial presentpositions. NOTE;',. and desired GRI and secondaries.

Self test ref:Pres going into INITIALIZE mode., Initial Present Position Entry which terminates all nay functions' and loss of 'signal Since two geographic' positions aredefined by track. any pair of LORAN-C timedelar..the mtvigaior ust have an initial estimate of pfflgentposition. Self test eierci;ses all primary functions ofthe Entee present position as accurately as it isknown. navigator less the antenna. antenna coupler:and as- , sociated cabling.It uses an internally simplated LORAN signal. and is initiated in the same rammer NOTE selecting i new GRI. using a pseudo chain rate of . fat/long. .000 Microseconds. Initial present position nia.st be entered in < 121

Present position entii,is not always required -7. Depress E or W longitude key. ApPropriate, since the last known poiiition is Sored at shutdown. indicator should illuminate. Use the following proced4e 'to enter initial present position. To change-only one coordinate, omit steps- 8. Enter into keyboard the long,itude. Enter :3. 4. 5 and 6 or :3, 7, 8.and 9 as applicable. zeros (0) as required. Number ,lhould appear in lower display. 1.- MODE switch t'o INITIALIZE imd DIS- PLAY to POSITION: 9, Depress INSERTDisplays should return to normal.

2. Depress CLR key: Dis`plays should blank. CRI SELECTION This time that elapses between the initating pulse :3. Depress POS key. from the master and the next initiating pulse from the same master is known as the group tepetition 4. Depress N or S latitude ,key. Appropriate interval (GRI). indicator should illuminate. The folrowing procedure is used to select a LORAN chain GRI. When changing 4 LORAN 3. Enter into the keyboard the latitude, using chain GRI during flight, allovi time for the nayigator zeros. (0) as required. Number should appear in to acquire and track the new signals (WARN'indica- upper display. tor extinguished). Any GM not listed fn figure 9-7 must first be stored ming the manual chain storage 6. Depress INSERT. procedure. -F. Secondaries Chain Rates 1 2 3

,11 Central European 3970(L3) X

Central Pacific 4990(51) X

Canadian Easi Coast t930(SH7) X

Canadian West Coast 5990(SH1) X

North Atlantic 7930(SL.7)

Gulf of Alaska 7960(5IA) X

Norwegian Sea 7970(SL3) X

Southeast U. S: 7980(SL2) X Z

Mediterranean Sea 7990(SL1) X Z.

Great Lakes 8970 X

U. S. West Coast 9940,(SS6) X

Northeast U. S. 9960(SS4) X

Northwest Pacific 9970(S3) ,X Y .

North Pacific 9990(SS1) Figure 9-7. - Secondary Pair Identification Scheme.

9-10 137 122.

1. MODE _switch to INITIALIZE aild DIS- 4. Enter the two-digit number repisenting PLAY switch to TX/TICE. seuondary pair desired as shown in figure 9-6. For example, to use the X and I' secondaries of the 9960 2. Depress CLR key. Displays should bknk. chain, enter 23. Entered mimber should appear i'h lower display. :3. Depress GRI key to activate GRI function. 5. Depress INSERT. Newly selected .second- 4. Enter desired chain rats (four most signific- ary pair shogld appear in right-most twodigits of ant_digits) into' keyboard. Number should appear in lower display; recommended pair should appear in lower display. left-most two digits. GRI-should appear in the upper display. If the selected secondary pair does not NOTE match the secondafies _available in the selected chain, the ADVISE indicator will illuminateiCheck If manually stored chain is to be selected enter the secondary number and reenter. same seven digit number Stored in Step 1 of the manual chain storage pmcedure:, Automatic Secondary Pair Advisory , Once a LORAN chain GRI and secondary pair have" been selected. the navigator automatically ac- 5. Depress INSERT. GM should jump to Ores and tracks all receivable secondaries (up to upper display. If selected GRI is uctstored in per- four). The navigator continually determines the opti- manent memory or progradimed in temporary mem= mum 4econdaly pair.to be used and theADVISE in- ory, the ADVISE indicatOr will flash.Depress CLR dicator illuminates each time a change is recom- key to remove keyboard. error ADVISE light and mended. The operator may enter the recommended then reenter correct GRI. secondary pair, ignore it and cleir the ADVISE by depressing CLR, or enter another choice. To deter- Secondary Pair Selection` mine the navigator's recommendation for optimum Secondary pair selection may be made in either secondary pair: INITIALIZE or ADVISE modes. Current LORAN chain GRI and secondary pair are. normally stored in 1. Set MODE switch to ADVISE and DIS- temporary memory. Making a secondary selection in PLAY switch to TK/TKE. Upper display should ADVISE. mode inay be done without signal loss show -selected GRI. The two left-most digits in the which would occur if INITIALIZE is selected when lower display show the recommended secondary making the change. Use the ADVISE position for in- pair; the two right-most digits show the secondary flight. changes. When- a secondaxy pair change is,. pair actually in use according to figure 9-7. made iu flight, the TD readout will jump to the new 'values. WAYPOINT NAVIGATION 4S. waypoint is a numbered position to be used in NOTE navigating or any point for which navigational data is desired. Waypoint numbers appear in two loca- Repeated attempts at selection ,of a poor secondary tions on the froht panel; the WPT display and the pair will result in a navigator freeze-4. No more FR TO (leg) display. Control of the WPT display is than two attempts should be made at 'selectionof a by the WPT key and the FR TO display is by the secondary pair that the navigator initially reffises. LEG CHG key. Use the WPT key and display to enter or -display a single waypoint, Use theLEC Use the following procedure to select a secondary CHG'key and FR,TO display to initiate the AUTO pair. navigation sequence or to manually specify a new leg. The number appearing in the waypoint is auto- 1. Set MODE switch to INITIALIZE if selec- matically set to 1 at power-on.

tion is to be.made during initialization; set to AD- go. VISE if selection is to be made in flight. Set DIS- PLAY switch to TK/TKE. NOTE

2. Depress, CLR key. Displays should blank. Prior to commencing a leg change, allow the navigator to settle after initial lock-on.Correct (-1::10 :3. Depress S key for secondary select. knots) gr9und speed is indicative that settling has

9-11 '138 2.3 occurred. Failure to allow the equipment to 'stabi- Auto/Manual keg Chg Selection lize, prior to assigning it a navigation task, will result The AN/ ARN-133 .permits automatic or manual in non-convergence, possible lat/long runaway and LEG CHG SeleCtioh. In MAN mode, the operator memory saturation accompanied by loss of track -makes the selection. The operator intist call up one and/or navigator freeze-up. leg at a time. Navigation with respect to that leg will continue until a new leg change is completed, even A maximum of nine waypoints in either tat/long if arriving at or passing the desired waypoint. In or time differences may be entered. When calling up AUTO mode, thehavigator sequelices legs automati- a FROM and TO leg enter the number of the two cally, selecting the next leg- in numerical sequence desired waypoints. Navigational data with respect to each time arrival at a waypoint is completed. If leg a course is defined by those two points. If a 0 and a .- changes are entered.where the TO waypoint num- TO waypoiat are called up, navigational data will be ber is greater than the FROM niimber, the advance from theaircraft present position at the time the IN- of leUs, in either AUTO or MAN, will increment: 12, SERT key is pressed to the selected TO point. The 0 23, 34, 45,. 56,067, 78, 89. When the limit, 84, is tells the navigator that information from present reached, the next leg will be 91; then back to 12, 23, position is desired (figure 9-8). 34, etc. If leg changes are entered where the FROM waypoint 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 be '19; then 98, etc. To manually activate a leg change, press CLEAR, LEG CHG, INSERT.

PRESENT EXAMPLE: POSITION , MPT If !thenavigator isinitialize4 by ehtering lat/longs for seven consecutive waypoints, when FPI TO ready for takeoff, set the MODE switch to OPER- ATE and Aect AUTO. Th&AUTO*indicator Muni.; nates and the operator calls up-the first leg. Thenav- WPT igator mast see an initial LEG CHG entty before it will call up the waypoiat table, even -in AUTO mode. Use the sequence shown in figure 9-9 to call up the first leg,

Sebsequent leg changes are automatic. Naviga- tion information is provided from present position, (0) to waypoint 1. Arriving over 1, the navigata-will automatically switch to leg 12, givipg navigation information from 1 to 2. When arriying over 2, the navigator switches to leg 23, etc. If in AUTO, manual leg changes may still be accomplished to Manu- ally increment to the next leg by depressiag CLR, FPI' TO LEG CHF, INSERT.

When arriving at the TO waypoint. the ne!ct way- WPT point ia munerical sequence will be used. If FR TO .4 leg change (flashing ADVISE indicator) 4Smissed, it Figure 9-8.- Waypoiiit Navigation. is-not necessary to fly back over the wavpoint to, enable the navigator to acquire. it. Nlanually select the next leg using the above procedure. If the coordi- The waypoints entered are stored in memory. To nates of the current TO waypoint are changed, the clear a waypoint enter a new set of coordinates over navigator will -automatically takulate data for the the old. new position.

.t. 9-12 439 ..e

f R TO 0 I 7 1 F R TO PR TO El R TO 56 gitg 5 2

F R TO F R TO

eft F R TO

Figure 9-9. - Waypoint Selection.

WaypointCall Up EXAMPLE-. Use the following proeedure to call up anv waypoint for display. entry. or modification.The last Ifia report of a target at a certain TD fix is re- ,waypoint called up appears in the WPT display in ceived without regard to lat/long, enter those TDs most DISPLAY switch positions. as a waypoint. then enter a leg changeof 01. Naviga- tion from present position (0) to that fix (1) is pm- 1. Set MODE switch, to INITIALIZE or vided. See figure 9-10. OPERATE and DISPLAY switch to WAY irr. Pre-. viousl'Y stored coordinates of,the waypoint appearing

in WPT display. if any, should,appear in upper and_ 010. lower displavs.

2. Depress CLR'kev. Displays should blank.

:3. Depress ,WPT key.

4. Enter single digit into keyboard (1-9) of de-- sired waYpoint. Number sluinld appear in lower dis- 1 play. WPT 5. Depress INSERT. Entered number. should ( 156113.25) TARGET AT iiimp to WPT display. Previouslystored coordinates. F R TO 1511711.2534EC W it ally. shonkl appear in upper and lower displays. (32563.52 325615246C X Waypoint Entry InTime Differences Time differences are direcAly relatable to.position tor a specified LORAN chain. Although lat/long is used ,As the primary reference system. waypoints Figure 9-10. - Waypoint Entry in Time may be entered inTD.s. Differences.?

9=13 14 NOTE 3. Depress CLR key. Displays should blank.

TD*s are not related to a goedetic frame of reference. 4. 'Depress POS key. but only relate to the chain from which they were der- ive& The navigator must be operating on that chain, 5. Depress N or S latitude key. Appropriate using those secondaries. When waypoints are entered indicator should illuminate. in TDs dependidg on distance and geometry, the navigator may not be able to do an ambiguous lat/long 8. Enter the latitude from keyboard. Num- conversion until closer to the fix. , ber should appear in upper display.

Use the following procedure to entry waypoints 7. Depress INSERT. in time differences. To change only one coordinate, omit steps 4. 5 and 6 or 4, 7 and 8, as applicable. 8. Depress E or W longitude key. Agpropri- , ate indicator should illuminate. 1. Call up the desired waypoint number usinv the waypoint call up procedure. 9. Enter the longitude from keyboard. Num- ber should appear in lower display. 2. Depress LORAN COORD switchto illuminate TD indicator. 10. DepressINSERT.New .coordinates should remain in upper and lower displays. :3. Depress CLR key. Displays should blank. 11. Repeat steps 1 through 10 for each Of the 4. Depress POS key. remaining waypoints to be entered. Successive depressions of INSERT will increMent the WPT dis- 5._ Depress TDA key and enter into keyboard play to the desired waypoint number. the seven digit time difference for TDA to hundred: -ths of a microsecond. The new TDA should appear. in upper display. REPORT CODE ENTRY NOTE 6. Depress INSERT. New TDA momentarily Altliough tl;e report code entry prOcedures may be flashes. accomplished, compatible ground/ship equipment 7. Depress TDB key and enter into keyboard must be available to permit use. the seven digit time difference for TDB to hundredths of a microsecond. The new TDB should appear Vse the following procedure when a date link re- in lower display. port code number is to be selecte4 or changed. 8. Depress INSERT- New coordinates should remain in upper and lower displays. L MODE switch to OPERATE.

9. Repeat steps 1 through 8 for each of the 2. Depress CLR key. Displays should blank. remaining waypointsto be entered.Successive depressions of INSERT will increment the WITdis- 3. Depress REPORT key. play to the desired waypoint number. 4. 'Enter into keyboard the 'desiredreport., Waypoint Entry In Lat/Long coae number. (Any digit from 1 through 6 for man- Use the following procedure to enter waypoints ual reporting and any digit from 01 through,06 for in lat/loug. To change only one 'coordinate. omit automatic.) NuMber should appear in lower display. steps 4. 5. 6 and 7 or 4. 8. 9 and 10. as applicable. 5. Depress INSERT. Displays should return to I. Call up the desired waypoint -number selected function. using the waypoint call up procedure. 6. To set the report code to 0 (which turns on 2. Depress LORAN COORD switchto automatic reporting of present position). depress estiriguiA TD indicator. CLR. REPORT, and INSERT. )2.4

sequence, the next step (Athrough E) mai/ he left .SEARCH PATTERNS Two search patterns may be stored in the Naviga- With data unchanged from a previous entry. tor; one creeping line (CS) and one sector(VS). SEARCH Either of these marbe called up using the . 1, Set MODE switch to OPERATE and DIS= function to obtain navigational data to execute the PLAY switch to SF/PRL TK. Lower display should pattern. Once the search patterns arestored, varimis show previous parallel track offset, if any. parameters of either pattern maybe individually changed. Search patterns are entered by following' should cue letters appearing in theWPT display. 2. Depress SEARCH-key. CS indicator illuminate.If VS patternisdesired,depress Creeping Line Search -MS) SEARCH pushbutton again for VS indicator toil- Commence Search Point (CSP) is located one-J., luminate. Cue letter A should appear in WPTdis- half search track spacing inside the corner of the play. Previously selected waypoint used for CSP.if search area. Leg length is search area width minus any, should appear In upperdisplay. one track spacing (figure 9-11).

Sector Search (VS) Enter Commence Search Waypoint Commence Search Point (CSP) is at datum. Leg 1. Depress CLR key. Display should blank. length is equal to circle radius. Track Spacing is measured at the half-radius point. No entry is madefor 24 Enter -into keyboard Commence Search pattern length (figure 9-12). Point waypoint number. This number should appear in lower display. Search Pattern Entry Use this procedure to enter a CS or VSsearefi pattern. Letters A through E appear inthe WPT dis . 3. Depress INSERT. Coe letter b should -ap- play, cuing the type of data to kle entered next. By pear in WPT display. Lastentered leg length. if any, depressing INSERT a second time at the end of any should appear in upper display:

TRUr. WPT %OPT in-SEARING OF 0DIRECTION OF khi Finn LEG FIRST TURN ralSEARCH-047.-r COMMENCE r UPOINT ICA?)

WPT PATTERN LENGTH

1/2 TRACK SPACING

SEARCH AREA

Figure 9-11. - Creeping line search.,

9-15 1.12 127

-TRUE0 N ISEARI go FIRST LEG

van. rsiDIRECTION OF FMST TURN

TRACK SPACING

Figure 9-12.- Sector Seivelt.

Enter Leg Length Enter1:1*etionof First Tuni, 1. Depress CLR key. Displays shonlc1, 'And Track Spacing 1.Depress CLR key. Displays should blank. 2. Enter length of search leg in nautical miles and tenths 40.1-99.9). For VS. patterns. thisis the circle radiu.s. This number shouldappear in lower 2. Depress L or R key to select leftor right di- display. rection of first turn.Appropriate L or R indicator should ilhuninate. :3: Depress INSERT. Cue letter C shouldappear in WrT display. Last entered bearing for first leg should appear in upper display. 3. sEnter desired track spacing into keyboard (01-99.9)..For VS paterns, this is measured at the half-radius points. This number shouldappear in Enter Bearing of First Leg lower display. 1. Depress CLR key. Displays should blank. 4. Depress INSERT. R or L indicator should 2. Enter into keyboard bearing of first leg in extinguish. Cue letter E should degrees. This number should appear in WPT dis- appear in lower display. Last entered pattern length for p1ay. CS pattern, if any, should appear in upperdisplay, cuing next CS entry. Disregard this cue for VS patterns. 3. Depress INSERT. Cue letter d shouldap- in WPT display. L4st entered direction of first turn should be indicated on L or R indicator. Last 5. For VS patterns. depress INSERT again!' entered track spacing Thouldappear in upper dis- VS indicator should extinguish signifying VS search play. pattern thtry sequence is complete.

9-16 Enter Pattern Length tor CS Patterns 1. MODE ;witch to OPERATE. DISPLAY .1. Depress CLR key. Displays should blank. switch to SF/PRL TX. Depress SEARCH key. CS indicator should ilhuninate. If VS pattern is desired. 2. Enter into keyboard CS- pattern length in depress SEAfICH again. Cue letter A should appear natitical miles (1 through 99). This number should in WPT display. Waypoint previously entered as appear in lower display. Commence Search Waypoint should appear in upper display. 3. Depress INSERT. Number should disap- pear from lower display. CS indkator should extin- DePressINSERT to obtain next cue letter Continue guish signifying CS search pattern entry sequence is andassociatedsearchpatterndata. depressing INSERT until desired data is obtained.. complete.

EXAMPLE OF CS PATTERN' ENTRY (Refer 3. Continue depressing INSERT until VS 'or to figure 9-1:3). CS indicator extinguishes.

, CSP is at waypoint 1. Search Pattern Modification Use this procedure to modify any portion of an Leg length is nautical miles. existing search pattern.

Bearing of first leg is 43' TRUE. 1. MODE switch to OPERATE. DISPLAY switch to SF/PRL TX. Depress SEARCH key. CS Direction of first turn is right: track spacing is 0.8 indicator should illuminate. If VS pattern is desired, nautical miles. depress SEARCH again. Cue letter A should appear in WPT display. Waypoint previously entered as Pattern length is 12 nautical miles. Commence Search Waypoint should appear in upper display. Search Pattern Readout Use-this procedure to display search patterns pre- 2. If Commence Search Waypoint number is y(uslyentered into the navigator. to be changed. proceed as follows:

ENTER COMMENCEEARCH WAYPOINT 1.

ENTER LEG LENGTH 5.5nm.

ENTER SEARING OF FIRST LEG 430.

ENTER DIRECTIO'N OF FIRST TURN AND TRACK SPACING R. OAnm.

ENTER PATTERN LENGTH - 12 am.

FiguFe 9-1:3. - CS Pattern Entry.

9-17 1 4 a. Depreu CLR key.,Displaysshould d. If any other pattern dataisto be bkuik. changed, depress INSERT until desired cue letter appears in WFT display. Enter new data as though b. Enter into keyboard new commence making an original entry, using CS or VS search imt- search waypoint nudiber. This number shouldap- tern input procedure. 'pear in lower display. 3. If nb other chailge is to be made in the pat- c. Depress INSERT. _He letter b should tern, continue depressing INSERT cmtil the last cue appear in WPT display, cuing next entry. (E) is 'removed and CS or VS indicator is extinguished.

ea. 130 ft. SELF-QUIZ # 9

PLEASE NOTE: Ma0 sfuaents study ONLYtheselfAtizzes and pamphlet review quiz, thinking that this will be enough to puss the End-of-Course Test. THIS IS NOT TRUE. The End-of-CourseTestis bued on the stated course objectives. To pa the EOCT, you must-stuay all the course material.

I. When turning the ARN-1:33 on, you should 6. In order to display, enter, or modify a way- paicseinthe INITIALIZE positionto prevent point, the display switch should be in the position.

A. power fluctuations B. transmitting a false emergency signal A. POSITIgN C. freeze-up of the navigator B. WAY PT D. signal time warp C. DSR/TK. D. "FF/ VAR 2. Self test (BITE) tests all the primary functions of the 7. Before entering the latitude of a waypoint lo- key should navigator cated in Cleveland. Ohio the B. antenna be pushed. C. antenna coupler D. antenna cable A N B. S 3. GRI is the ablweviation for C. E/R D. W/L A. ground reflection inversion B. group repetition interval C.gronnd speed insertion h. While entering a CS search patteni. the cue D. intermediate gain regulation letter b appears in the WPT display. You should enter 4. When changing from one CHI to another during flight you should A. leg length A. ,turn the mode switch to, pwr off and back B. bearing of first leg to operate C. direction of first turn B. wait tell mimites for the signal to track D. track spacing properly C. make no inure than four attempts to select a secondary pair 9. After depressing INSERT key. the cue letter C D. wait till the warn indicator is extinguished appears. If von have no changes tothe infonnation already entered, you should depress the 5. The LORAN C Nav,igatortracks upto key', secondary pairs.

1. one A. CLR . B. two AiSEARCH C. three C. INSERT D. four D. DISPLAY HOLD

9-19 ANSWERS TO SELF-QUIZ #9

Following are the correct aqswers and referencts to .the text pages whicIr cover each question and correct answer: To be swe you understand the answers to those questions you missed, you shOuld restudy the referenced portions of the text.

QUESTION ANSWER REF..

1 '2 A' 9-9 3 9-10 4 9-10 5 D, 9-11' 6 9-3 7 A 9-14 8 A 9-15 9 9-15 HMV LORAN C NAVIGATORpont)

Reading Assignment: Pages 10-1 through 10-17: OBJECTIVES

To stikcessfidly complete this assignment, yoU must studj, the text andmasteithe following olljectivei

1. Explain the preflight procedures of the navigator.. Co.

2. Explain the inflight procedures of the navigator.

LORAN C NAVIGATORAN/A:RN-133 (cont) a Taxi clear of large buildings, hangars, or other obstacles.

- NAVIGATOR PREFLIGHT *AR p/G NOTE Loran C signal-distortion may clime erroneous lock: The following pr."icedOres are the minimum that ons near liar metal objects. shoOld be accomplished the copilot prior to takeoff When cockpit workload permits. 7. MODE-switch - OPERATEI 8. When WARN lightextinguishes DIS-, PrOced ures PLAY switch - POSITION. 1. MODE'switch - Initialize. 9. Depress LORAN COORD- key'.TD indi- 2. DISPLAY switch - Position.Check! cator shoUld illuminate. Check displayed TDA and Insert hit/long of present position. TDB. Displayed information should be within 4.50 microsecond; of that predetermined for'the selected :3. DISPLAYswitch - TK/TKE.Cheek/ geographic location, GRI and' specific:secondary Insert Loran C GR1 and seconda0,1 pair selection. It pair. Differences in excess of 4.50microseConds in recoMmended that each unit establish a policy, of dicate probable erroneous lockon. Reacquisition inserting a standard Loran GRI and secon&ry pair should be considered. for their home unit. 1 0. Depress LORAN COORD'key" - TD light 4. DISPLAYswitch - FF/VARCheckt should extinguish. Check displayed lat/long. Dis- Insert ,vorrectpresentpositionvariation.Itis played information should be within 0.25 minutesof recommended thin each unit establish a policy of in- the lat/long represented by the TDA and TDBdis- serting a standard variation for their home unit. played in step 9. If differencesin mess of0.25 minutes are observed the Navigator is not convert- 5. DPSPLAY switch - WAY PT. Depress ing TLYs to lat/long correctly and should notbe used' for navigation. Perform the self test (BITE) to CLR, WPT, 1, INSERT. Check/Insert hit/long of , WPT 1. It is recommended that each unit establish a confirm Navigator performance. policy of always utilizing the lat/long of their home unit in position 1. If some other lattlong and varia- Conipare the displayed lat/long in itep 10 tion are utilized in 1 during flight, the preflightlat/ to the predetermined lat/longfor the selected geo- long and variation shankl be entered in 1 before the graphic location. If not within 0.25 minutes of that aircraft is secured. predetermined lat/long perform,update procedures.,

1 1. 3

NOTE 2. Depress CLII key. Displays should blank.

Regardless of error, correct position updating against 3. Depress WPT key. a. known *geographical reference with known good ,LORAN-C reception will always provide more accu: 4. Enter into keyboaid the FROM and TO rate 'navigation infonnation. waypolnts for which the range and bearing are çle- sired. If range and bearing from aircraft present position to a waypoint are desired, enter 0 and the INFLIGHT PROCEDURES waypoint number. Numbers should appear in lower Lag Change Entry display. Use the following procedure to define or tedefin a flight leg. in eiths. AUTO er MANUAL modes. 5. Depress INSERT. Upper diplay should show distance; lower display should show bearing. 1. Set MObE switch tO=OPERATE. The FROM TO wamint numbers should appear in the FROM TO itiat of the lower display. After 2. Depress CLR Key. Displays should blank. ten seconds displays should 'revert to normal PIST/ - BRG display. If required longer, depress DISPLAY 3. Depress LEC CHC key. HOLD. 4. Enter into the keyboard the numbers of the new FROM waypoint and the number of the new; Converting Present Position Into A Wa int ...TO waypoint, in Abet order. The new waypoints Present position can be frozen by ressing should appear in the lower display. DISPLAY HOLD and then transferred to any waypoint by using the waypoint call up procedure. As Depress INSERT. New waypoints should many as nine points may be stored for reporting, etc. Jump to the FR TO display. The WARN indicator Use of this function does not interrupt normal navi- wiH illuminate momentarily while the Navigator is gational information to other waypohits. calculating data for the new leg.. 1. Verify that MODE sivitch is set to OPER- NOTE ATE. DISPLAY switch may be in any position.

If 0 was selected as the from waipoint, it will auto- 2. Select type of coordinates desired to store matically become the present. position displayed at the present position, if time differences, depiess the time the INSERT switch was depressed. LORAN COORD to illuminate the TI) indicator; if lat/long, TI) indicator mu& be extinguished. 8. To advance to the next consecutive leg, depress CLII, LEG CHC, and INSERT. The next . 3. When directly over the position, depress leg in numerical sequence should appear in the leg and release DISPLAY HOLD pushbutton. HOLD displaY. indicator should illuminatet 'aircraft present position is stored, and the displays are frozen. Intemaypoint Range and Hearin The navigator calculates dis an -ng .4. Depress CUR key. Displays should blank. froM the designatedFROWN t to th ignated TO waypoint and ys this data for ten 5. Depress WP1' key. seconds. These compu are performed in lat/ long; thus prohibiting in ypoint range and bear- 6. Enter into keyboard the number of the ing information for wa ts when either or both w Iint into which the desired position is to be are sfored in time diffe .This is a remote fune- stored. The selected waypoint number should ap- tion and does not affect vigation. Use the follow- pear in the lower display. ing procedure to o range and bearing from aircraft to any waypoint or from any 7. Depress INSERT. Stored values of the held to any other waypoint. position (ikhether mat/long or TD) become coordinates for the selected wavpoint. HOLD indicator 1. Verify that MODE switch is set to OPER- shouldextinguish and displaysrevertback to ATE. Set DISPLAY switch to DIST/BRG. normal.

t." afe ) Posiikm U g Time Difference Position'Update - Nation may .updated at any time. It is pout- Use the following pmedure to update system & o t:ompensate propagationnnomalies or map position against a known calibration using error by using position f1es of known acctuscy. This manually enbered time differences. is.aeinp4isld by enterpg the known fix in either s or lat/long, or by us4ngcoordinates previmisly MP P switch to PPERATEand DIV s Verify that systsem is in stored in a waypoint. When the PO$ update func- ,PLAY tion has been selected aist, thecalibration coordi- track W . tor extinguish'ed).To observe mites have been entered,the INSERT key is de-, the pdate, verify that TD indicator isillutidnated. P wben clitectly over hie selected calibration intigure 10-1). At the irstant of switch de1ires- 2. Depress CLR key. Displays should blank. u. the coordinates ofthnt present Position are ii ured and compared with the stored_ icoordinates 3. Depreis POS key for position update. of he calibration point. The difference between the twc sitions is then usedm a correctio*factor. The 4. Depress TDi1 key to select time differ- co tion will be applied to all subsequent measure- ence A. ment mitil 5.hanged, deleted, or a chttnge of- secon- daries 's.inade. Nonnal data display Ili resumedwith' 5. Enter info keyboard sevendigits the prof r correction added. representing time difference A to hundredthsof microseconds. Numbers should appear in upper disP4.1y.

Ensure tbvstn is in track and stabilizal by veri- 6. Depress INSERT. fying that ARN indicator is extinguished and tite CS is t1ed before doing a POS update. This 7. Depress TDB key to select time differ- I ensUre t t t the measured TD's-have stabilized. ence I.

AIRCRAFT DIRECTLY OVER POINT

SYSTEM THINKS IT IS HERE ' KNOWN FIX POSITION (CALIERATION POINT)

CORRECTION

THREE KINDS OF P05I11 UPDATING: )CrIME DIFFERENCE TION UPDATE WATHLONG POSITION ATE WAYPDINT POSITION U ATE

Figure 10-1. - Poition U ting. I 3-5°.

8. Enterinto keyboard seven digits in tlk selected waypoint in either TD's or lat/kmg representing time difference B to hundredths of become the owectecl position. microseconds. Numbers should .aPpear in lower display. 1. MODE switch to OPERATE and DIS- PLAY switch *to POSITION. Verify the navigator is 9. Depress INSERT 'key when directly over in track (WARN indicittot extinguished). calibration point. Displays should returh to normal. POS UPD indicator should illuminate, indicating 2. Depress tLR key. Displays should blank. correction factor is active. 3. Depress POS key for position update. 10. To clear POS update, depress CLR, POS, and INSERT. POS UPD indieatOr should eictinguish 4. Depress WFT key for waypoint positiOn indicating correction is removed: update.

Lat/ Long Position Update 5. Enter into keyboard the -waypoint number Use the following procedure to update system in which the coordinates have been stored for the position against a known calibration point using calibration point. Selected waypoiht number should inhallY entered latitude and longitude coordinates. appear in lower display. 111 1. MODE switch to OPERATE and DIS- 6. Depress INSERT key when directly over PLAY switch to POSITION. Verify that system is in calibration point. Displays ',return to normal. POS track (WARN indic-ator extinguished). To observe UPD indicator should illuminate, indicating coffee- the update ensure that TD indicator is extinguished. tion factor is active. 1.

2. Depress CLR key: Displays Should blank. 7. To clear POS update, depress CLR, POS, and INSERT. POS UPD indicator shotdd extinguish, :3. Depress POS key for position update. indicating correction is removed.,

4. Depress N (or 5). latitude key. N (or S) Magnetic Variation Entry indicator should illuMinate.. Use the following procedure to enter or update the angle of magnetic variation. The TRUE indica- 5. Euter latithde into-. keyboard. Numbers is illuminated when there iss no tnagnetic varia- should appear in upper display: . . ti inserted in the navigator. 6. Depress INSERT. 1. MODE switch to INMALIZE or OPER- 7. Depress W (or E) longitude key..W (or E) ATE. To observe, set DISPLAY switch to FF/ VAR. indicator should illuminate. Magnetic variation may be entered in any position.

.8. Enter longitude into keyboard. Number 2. Depress CLR key. Displays should blank. shonkl appear in lower. display. 3. Depress VAR key. - 9. Depress INSERT key when directly over calibration point. Displays should TetUrn to normal 4. Depress E (or W) key to select direction of POS UPD ihdicator should illuminate, indicating_ variation. E (or W) indicator should illuminate. correction factor is active. 5. Enter correct magnetic variation into- key- 10. To clear POS update, depress CLR, POS. board to the nearest degree. Number.should appear and INSERT. POS UPD indicator should extinguish, in upper display. indicating correction is removed. 6. Depress INSERT. New variationis ae: Waypoint Position Update- cepted and displays return to normal. Use the following procedure to update system 0 position against a known calibration point using 7. To clear the system of any magnetic var- coordinates stored in a waypoint. Coordinates stored iation, depress CLR. VAR, and INSERT. TRUE

104 . indicator should illuminate, indicating bearing and is entered, all navigation data is calculatedwith ref- course angle ate with respect to true north: erence to the artificial destination.Original way; point defined course is not lost, but held in storage 8. To check entry, set DISPLAY switch te until parallel track navigation is deselected. The fol- FF/VAR. NeW variation and direction should ap- lowing limitations apply. pear in lower display. 1: Use of, parallel track navigation at latitudes approaching the poles (±80° or more), is unreliable. NOTE-- 2. Since parallel track computations are per- Magnetic variation must be updated iri10 incre- formed in lat/long coordinates, use of parallel track ments during flight progression for accurate naviga- navigation while a waypoint is stored as a TD pair is tion. not possible. :3. Waypoint course should not contain any Parallel Track Navigation 180° turns. Parallel track navigation facilitates flying parallel to a given course at a selected distance from it. The offset distance may be from 0.1- to 99.9 nautical Use the following procedure to obtain parallel miles. A series of such ,offset legs may be flown as track navigation: deterinined by the number of waypoints entered in the system. Distanee may, be changed in mid-leg. 1. MODE switch tn OPERATE. To observe The navigator completes this by projecting an artifi- entry, set DISPLAY switch to SF/ PRL pc. ckil destination based on the nominal, course coordinates and the offset distance entered. Pigure il- .2. Depress CLR key. Displays should blank. lustrates that in order for the navigator to compute the artificial destination 3', the coordinates of way- :3. Depress PRL TRACK key. points 2, 3, and 4 plus the offset distance, D, are necessary. 4. Depress L or R kev to select either left or - right of IMminal course.I:, or R indicator should In manual mode, 'and in automatic, when no sub- illuminate. sequent waypoint coordinates have been 'entered,

the offset destination is projected perpendicularly to . 5. Enter into keyboard the desired offset dis- the nominal course. In automatic mode, the offset tance to tenths of a nautical mile. (0.1 through99.9 destination is projected on the 'bisector of an angle nauticalmiles).Selectedoffset distance should between Consecutive leis. Once the offset distance, appear in lower display.

0 °G,ste4t. OFFSET DESTINATION IN AUTO MODE OFFSET DESTINATION IN MANUAL MODE

Figure 10-2. - Parallel Track Navigation. 1 37

b. Depress INSERT. PRL TRACK indicator to AUTO. Upper display left-most three digits show should illuminate and displays should revert to se- munber of legs to be flown in the search pattern; , lected function. Navigation is for the.offset track. right-most three digits show number of legs completed. Lower display shows direction of next turn and' 7. To deselect parallel track navigation, de- course of next search leg. To manually advance legs press CLR. PRL TRACK, and INSERT. PRL while flying a search patterx depress CLR, LEG TRACK indkator should extinguish.Navigation CHG, aod INSERT. Each time this is accomplished, shotild revert to nOrmal: the Navigator will advance navigation to the next leg and change the displays accordingly. Seareh Operation Using Prestored Patterns Once any search patteni has been stored it may be called np and nsed in flight. The, following pro, A commence search pattern example is illustrated cednres describe how to commence search on a pre- in figure 10-3. st wed -pattern, preform an optional manual leg advance during search, depart from and resume search. and tenninate search. Depart from Search Pattern: Return, and Resume Search To leave the scheduled search pattern and inves; NOTE tigate a target, and then return to the point of departure to take tip search where it was left off, me the, Prior to commencing a search, time should be al- following procedwre: lowed for the navigator to settle after initial lock-on. Correct 10 knots) ground-speed is indicative that settling has occurred. Failure to allow the equipmedt 1. During search, depress SEARCH key at the to stabilize. prior to assigning it a navigation task, point where the pattern is departed; The active CS will result in a on-convergence, possible lat-long or VS indicator should flash on and off: The leg dis- niintway at id meitiory saturation accoinpanied. by play shonld blank. The. Navigator stores-the aircraft loss of track and/or navigator. position at the time of switch depression.

2. TO resume the seaich pattern at the depar- Commence Search Pattern hire point depress SEARCH again. Active CS or VS To commence search use the followng procedure. indicator stops blinking and remains illuminated. Leg display shows, OE (E signifying point or exit), 1. MODE switch to OPERATE position. To and navigation is not provided from present position observe. set DISPLAY switch to SF/ PRL TK.. to point where the search Oattern was left (step_ 1). Search pattern resumes where it left off. 2. Depress CLR key. Displays shonld blank. /9 3. Depress LEG CHG key toinitiateleg Terminating Search chalige. Use the following prOcedure to terminate the stored search patteni. 4. Enter into the keyboard the single digit representing the approach leg FROM point. This is 1. Depress CLR key. Displays should blank. usually 0. representing aircraft present position. The TO piint is the waypoint previously specified during 2. Depress SEARCH kev. Active searchindi- search patteni storage as the Conunenee Search cator should blink.. Point and need not be entered. Number should appear in lower display. 3. Depress INSERT. Leg display is blanked.

5. Depress SEARCH key. CS indicator should illuminate.IfVSpatternisdesired,depress NOTE SEARCH again: VS indicator should illuminate. Initiating a standard leg change will also terminate 6. Depress INSERT. Leg display shonld show search and activate navigation to the designated leg selected in step 4. AUTO MAN indicatiOn is set waypoint.

10-6 1 rz J. EXAMPLE:

COMMENCE SEARCH ON,RESTORED CS PATTERN USING WAYPOINT 1 AS, STARTING WAYPOINT.

TRUE N

Figure 10-3. - Commence Search Pattern.

10-7

151 *- 13?

Rho:Theta Navigation 4. To store the projected,point as a waypoint The rho-theta navigation function (figure 10-4) without obtaining navigation to it, enter fhe single calculates the latitude and longitude of a waypoint digit of, the FRQM waypoint from which rho and That lies at a given distance (rho), and bearing (theta) theta are to be calculated. To obtain navigation in- from a given waypoint or present position. This formation to the 'pmjeeted point, enter 0 for the function may be used in two ways: FROM waypoint. Entering 0 designates present , position. Number should appear in lower display. 1. To have the navigator calculate lat/long of the projected point and store it in a specified way- 5. Enter the single digit of the TO waypoint point for future uie. to be .defined by the rho-theta function. Number should appear in lower display. 2. To have the navigator calculate the lat/long of the projected point, store it, and automatiCally 8. Depress INSERT. initiate a leg change to provide navigation to that point. I. Enter up to four digits of range (rho) in nautical miles and, tenths, up to 250 nautical miles NOTE - maximum. Range should appear in upper display.

.The navigator will not accept entries Of rho dis- . 8. Depress INSERT. tances.over 250 nautical miles. 9. Enter up to three digits of liearing (theta) in degrees. Bearing should appear in lower display. LONGITUDE 10. Depress INSERT. The navigator will calculate the lat/king of the projected point and store this in the selected TO waypoint. If a FROM way- LATITUDE point of 0 was entered, a leg change will be automatically initiated and navigation to the calculated point ITO WAYPOINT MBE will be provided. DIST/BRG will be displayed. -DEFINED EY RHO-THETA FUNCTION SPEC/AL PilOCEDURES Master Independence RHO NOTE

Master independent operationisnot obtainable THETA when using a Manually stored chain for aavigation.

Nat

FROM WAYPOINT The AN/ ARN-133 is designed to operate 'without OR PRESENT the master Loran stgnal when at least three secon- POSITION daries are available and can be adequately received. This allows operation in cases where the master sig- Figure 10-4.- Rho-ThetaNavigation. nal is -not ihitially receivable or is lost after navigation has begun. In such eases, the Navigator design, ates a secondary as master and new LOP's ar# calcu- Use the following procedure to obtain rho-theta lated. When the master signal becomes receivable navigation. again, it is picked up and treated ,as another secondary. This feature operates automaticallywithota 1. MODE swit*to OPERATE and DIS- operator action, but may be overridden (master in- PLAY switch to DIST/ SRC. dependence override). The ADVISE indicator il- ltunipates when master independence is enabled. 2. liepress CLR key. Displayi should blank. And when.the MODE switch is set tn. ADVISE and the DISPLAY swit6 to DIST/ BRG, the right-most . .3. Depress WPT and LEG CHG keys to ditpt in the lower display indicates which Neeondary initiate the function. is designated as the-master. When this digit is 0. the

1 0.84 1 5 j naviptor has the real master and is operating nor- Loran Cycle Jump mally: when this digit is 1, 2, 3, or 4, it identifies This procedure permits changing the cycle being which secondary is being used as the master., With tracked by the navigator. The tracking point can be the DISPLAY switch at DSR TK/XTK, a "1" in the moved either one cycle ahead or behind the cycle "No MaSter- digit of the upper display (middle currently being tracked. This should be done when digit) indicates the Navigator does not have a mas- the navigator locks on 10 usecs off. ter. ,This may also indicate master independence, but not decisively. When master independence is 1. MODE switch to OPERATE and DIS- operative, the 'position update function (POS (JPD) PLAY switchto POSITION. Depress LORAN is inoperative as the position update capability is COORD switch as necessary so TD indicator illumi- based on the real master-referenced system. Master nates. independence also disables the automatic secondary change advise function. 2. Depress CLR key. bisplays should blank.

Master Independence Override 3. Depress GRI key. TA) override masterindependence (deactivate the function) in cases- where it is known the navigator 4. To move the master tracking point, pro- will take longer than usual to find the master, use ceed to step five. To move the A secondary, depress the following-procedure: TDA key: to move the B secondary, depress TDB key. N and S indicatori shnnld illuminate with TDA I. Set MODE switch to ADVISE and pls- selection; E and W indicators Should illutninate for PL.-)N switch to DSR TKIXTK. TDB selection.

2. Depress CLR keY. Displays should blank. 5. If jump is to be made todie left (-), depress L kiy: if jump is to be made to the right ( + ), de- 3. Depress 4 key to identify Taster override press R key.Appropriate II or R indicator should il-, function. luminate.

4. Enter number 8 into keyboard. 8 should ap- 6. DepressfINStRT. For secondary A or:B (-) pear in lower display (and in properADVISE work jumps. the time diffeience should decreaseby ten digit% indicating override. Jnicroseconds. for () jumps, the time difference should increase by ten microseconds. For master .3. bepress INSERT. Displays sholild return to jumps. the shift will be + or - five microseconds. normal: master independent override is in effect. but there is no visible display indication of this.

To remove master independence override (allow Manual Chain Storage. Master independence operation), use, the following The Alq/ARN-133 stores the required data for 14 protednre: LORAN chains. All o( these, plus the 5100 BITE chain used for self test, are permanently stoied in 1. MODE aitch to ADVISE and DISPLAY memorrand can be selected by using the GRI selec- %witch to DSR TK/XTK. tion procedure. The navigator allows formanual storage of one additional chain, providingversatility 2. 'Depress CLR key. Displays should blank. for storing every aspect of any LORAN-C or D chain. As a Oide through the storage Procedure, 3. Depress. 4 key to :identify master override step numbers appear in the FR-TOdisplay, and sub- 'fink:tam. step numbers appear when applicable inthe lower . . display. In addition, data from any previously so:wed 4. Enter number 0 into keyboard. 0shOuld ap- manual chain appears in `upper and loweraisplays, pear in lnwer display (and in properADVISE work cuing the type.of entry to be made. To correcteArs digit). indicating nonnal operation of master inde- after any INSERT. it is necessary to display the step pendence. number in which the mistake was. made. To accrtnis- ,,phsh this, either move the MODE switch out .of 5. Depren INSERT, Displays should retuni to- INITIALIZE momentarily and then back, resetting normal: master independence operation is not per- the step to 01. or depress INSERT as necessary to mitted to function normally. step to the end of the cue sequenceand back to the

a 1, deeiredt step. To correct data entered in any step, Use the manual chain storage procethire.for any neater the °Toot dattover the incorrect chain not listed in figure 10-7.

!to t_ MONUALCHAIN*STORAGE PROCEDURE

.. . Darla . , Counters Operator Action System Response

1. Set MODE switch to INITIALIZE and Upper display shows previous DISPLAY switch to SF/PRL TK. manual chain GRL FR TO , counter is set to 01. Displays should blank. . 1. Depress CLR,key.

. raTo 2. Enter into keyboard seyen.digit GRI, GRI should appear in upper usingzeros if necessary. Enter only in , display. increments of 2.5 microseconds, entering 0I . . a trailing zero after the sixth digit. , Enter 3. Depress INSERT. . , . , FR TO countir advances to ,. 02; previous number of Note: The TDL424 win only tuck secondaries should appear in real-world GRI's in increments of 2.5 upper display.. microseconds (far greater resolution than required for any foreseeable chain), even though any GRI number . can be entered. . .

PO TO . Depots. CLR key. Displays should blank. . Number &molars in upper 13E1 ..2..Enter 2, 3, or41, miecifying number .. displaW of secondaries in chain. . t . Specify iw. of . rmadarille 3. Depress INSERT. Counter advances to 03. Fri- vious Loran C orD selection is displayed. .. 1 . PO TO 1. Depress CLR key:, Displays should blank. - . , . 0 a 2.Enter 1 or 2, specifying reran C or D. Number appears in upper. 1 C; 2D. display. Specify Loran C -Depress INSERT. Counter advances to 04. Pre- . vious plisse code type is displayed.

. , . - 4 .

1,040 4.)" MANUAL CHAIN STORAGE PROCEDURE'Montinned)

. Display COnters Operator Action SYstem Response

PR TO 1. Depres CLR kry. Displays should blank.

(OLI) 2. Enter N or S. specifying now or Anpropriate N or $ indicator standard Phase code. (For definition should light. *Key of standard phase code, see new phase tYPeocodef code preparation procedure.) p hase NOTE

All active Coast Guard Loran C chains use standard phase coding.

. Depress INSERT. If S was selected counter advances to 05. If N was selected; 'If standard phase code (S) was counter remains at 04 and selected, proceed to 05 instruction, lower display reads 01, indices- . below. ing substep; previous phase .. code value is displayed.

FR TO . Depress CLR key. Displays should blank.

0 (04) 2. Enter six-digit octal phase code for Code should appear in upper muter, interval A. (Obtain this and display. Master subsequent numbers by performing interval. A new phase code preparation procedure.) .. . Depreu INSERT. . i Substep counter advances to 02. . previous muter interval B code is displayed. . r- - . FR TO . . Displays should blank.. # 1. Depress CLR WY.'. N.. Enter six-digit octal phase code tor tt Code should appear in upper 0 [1:111 2. . muter, inteTival4B. display. Muter . t'. i . intervalB . 4--ISubstep counter advances to 63. . t . Depress I ERT. - Previous muter interval C code . ' , , is displayed.

MO TO . Depresa CLR key. Displayi should blank.' . . . ' .. codothould appear in upper 0 3- 4 . ., Enter sii-digit octal phase code for muter interval C, display. Muter .. . intervalC Substeli countn advances to 04. . Depress INSEkT. , . . . Previous muter interval. D code is displayed: . -

41 46.

10-11 - 15s 7-

..MANUAL CHAIN STORAGE PROCEDURE (Continued)

, Div PIO Counters Operator Action. System RaPoulia P's " 1. Depress CLR. Displays should blank.

El CH 2. Enter six-digit octal phase code for Code should appear in upper master interval D. Mastw disPlay- intervalD Depress INSERT. Substep counter advances to 06. Previous secondary 1 interval A - pde la dieplayed.

#Intyo 1. Depress CLR. Displays should blank. 05[01-li 2. Enter six-digit octal phsee cOde for Code should appear in upper secondary '1 interval A. display. Secondary 1' intlwval 3. Depress INSERT. Wiretap counter advances to 06. A Previous secondary 1 interval B code is displayed.

re TO 1 Depress CLR. Displays should blank.

g1::mi 2. Enter six-digit octal phase code Code should appear in upper for secondary 1 interval B. display. Secondary , 1, interval B 3. Depress INSERT. Subsiep counter advances to 07. Previous secondary 1 Interval C code is displayed. , . , III " 1. Depress CLR. Displays should blank.

Eul 10, 1.1 j 2. Enter six-digit octal phase code for Cods should appear in upper secondary 1 interval C. display. Secondary , 1' intsrval 3. Depress INSERT. Substip coynter advances to OS. C Previous secondary 1 Interval D code is displayed. . . " T° 1. Depress CLR. Displays should blank. dill (04) 2. Enter six-digit octal phue cOde for Code should appear in uppw display. Secondary secondary 1 interval D. 1, interval D 3. Depress INSERT. Substep counter advances to 09. . Previous secondary 2 interval A code is displayed.

r--F"" 1. Depress CLR key. Displays should blank. fftoiii 2. Entar abt-cligit octal phasi code for Code should appear in upper display. Secondary secondary 2 interval A. . Z interval A &.Depress INSERT. Substep counter advances to 10. Previous secondary 2 interval B , ... code is displayed.

10-12 / 5#'9*

MANUAL CHAIN STORAGE PROCEDURE(Continued)

D'ilPkY Counters Operator Action System Response .. . reTo 1. Depress CLR key. Displays should blank.

gal L:rimi. 2. Enter six-digit. octal phase code for Code should appear in upPer display. - Secondary secondary 2, interval B. . 2, interval 3, Depress INSERT. Substep counter advances to 11 B Previous secondary 2 interval C code is displayed.

re TO 1. Depress CLR key. Displays should blank. , 2. Enter six-digit octal phase code for Code should appear in upper E (04) display. secondary 2, interval C. e. Secondary . Z interval 3. Depress INSERT. Substep counter advances to 12 C Previous secondary 2 interval D , code is displayed.

re TO 1. Depress CLR. key. Displays should blank.

2. Enter six-digit octal phase code for Code should appear in upper g iiiiii secondary 2, interval D. display. Secondary 2, interval . D 3. Depress INSERT. If a 2 was entered in step 02, . signifying two secondaries, Note: Steps 13 through 16 are lower display should blank and for entering octal phase codes for FR TO counter should advance intervals A through D of secondary 'to 05 with previous mutes lat. 3. Steps 17 through 20 are for Wide shown in upper display. entering octal phase codes for If a 3 or 4 was entered hi step intervals A through D of secondary 02, lower display counter will 4. If a 3 was entered in step 02, per- advance to 13. . form steps 13 - 16; if a 4 was entered, perform steps 17 - 20. ,

MI TC, I 1. Depress CLR key. Displays should blank. ("ifi-il 2. Depress N or S key to designate N or S indicator should light. latitude of muter. Mesta latitude '3.Enter latitude of muter. Latitude should appear in upper display. 4. Depress INSERT. - Counter advances to 06. Pre, . rious longitude of-master is displayed.

10-13 VC'

MANUAL CHAIN STORAGE PROCEDURE (Continued) Display ' Counters Operator Action System Rasponse r"" 1. Depress CLR key. Displays should blank.

(05I 2. Nome E or W key to designate longi- E or W idicitorshouldlight. , . J tude of muter. , Master longitude 3. Enter longitude of muter. Longitude should appear in lower display. 4. Depress INSERT. CouRter advances to 07: Pre- vious secondary 1 emission de-

- -lay is displayed.

Fe Ttl 1. Depress CLR key. Displays sh3uld blank.

1I7j 2. Enter seYen-digit emission delay Emission delay should appear in for secondary1 (coding delay 4. upper display. . Secondary baseline in microseconds). 1 emission delay , 3. Depress INSERT. - Counter advances to 08. Pre- vious secoidary 1 latitude is ,displayed.

. re To 1. Doorsill CLR key. Displays should blank. (0E3 2. Depress N or S key to designate N or S indicator should light. 0 latitude of secondary 1. . Secondary 1 latitude 3. Enter six-digit latitude of Latitude should appear in upper secondary 1._ - display.

4. Depress INSERT. Counter advances to 09. Pre- vious secondary 1 longitude is displayed.

PR TO 1. Depress CLR key. nisplays should blank.

0 9 2. Depress E or W key to designate E or W indicator should light. 1 secondary 1 longitude.' Secondary 1 longitude 3. Enter six or seven-digit longitude LOngitudeshould appear in - for secondary 1. lower display.

4. Depress INSERT. Counter advances to 10. Pre- vious secondary 2 emission de- Lay is displayed. . 1 Tii To, 1. Depress CLR key. Displays should blank. { 10 2. Enter'seven-digit emission delay Emission delay should appear , for secondary 2. in ypper display. Secondary 4 2 emission ,3. Depress INSERT. Counter advances to 11. Pre- . delay vious secondary 2 latitude is , displayed. MANUAL CHAIN STORAGE PROCEDURE(Continued) / , Die PleY Counters Operator Action System Regions*

,FRTe 1. Depress CLR key. Displays should blank. -11I) 2. Depts.' N or 8 key to designate ?kw $ indicator should light. latitude of secondaty 2. Secondary , 2 latitude 3. Enter six-digit secondary 2 Latitude should appear idupper latitude. display.

4...Depress INSERT. Counter advances to 12. Pre- vious secondary 2 longitude is displayed. .

Displays should blank. I PIt10 1:Depress CLR kiy. , ( 12 .2. Depress E or W key to designate E orW indicator should light. secondary 2 longitude. Secondary . 2 longitude3. Enter seven-digit longitude of Longitude should appear in secondary 2, usigg zeros where lower display.

applicable. a .

4. Depress INSERT. Cbunter will reset to 01 if two secondaries were specified, in& Note: Steps 13 - 15 are for secondary ,, cating entt is complete. 3 *minion delay, latitude and longitudeL Counterwill advance to 13 if steps 16 -18 are for secondary 4 emisaion three or four secondaries were delay, latitude and longitude. If applicable, specified. perform them stens using same format as for secondaries 1 and 2.

NLW PHASE CODE PREPARATION LORAN-DStandard Phase Code PROCEDURE (AirFON@ Definition) Standard phase codes are defined below. Ifthe phase code to be used in manual chain entrydevi- Thne ates from this standard by umuch as one bit, it is considered a 'new (N) phase code, and thefollowing 1 1 1 10 1 00 1 10 1 1 001 Maier Werra A 1 1 1 1 1 0 Mato ininvil phase code preparation procedure mustbe followed. 1 1 0 1 0 0 10 0 1 1 01 00001 1 000,1 1 00 Maur Wilma C 1 00000 1 1 1 1 11.101 1 Mona imwval LORAN-C Standard Phase Code

(1 = + or in phase; 0 = or 180* out ofphase) 1 1 1 1 1 1 01 1 1 1 1001 0 Secondft 1.304 hitA 1 1 001 1000 1011 0 10 Sesendery I,3,4 tea 10 1 1 1 010 1100 0010 Sesordery 1.3.4 Int.0 1 1 001 1 0 1 1 1 1 0 0000 Sseandwv 1.31$ 1MA Time 11001010 Muter, interval A (and C) 1 i 1 0 1 1 1 1 1 1 00 001 0 Smardery 2 Int.A 10011111 Master, interval B (and D) 1 1 001 1 01 1011 0101 sostleey 2 hat. 1111100 1 Each secondary interval A(and C) 1 0 1 1 1 01 0 1001 0 1 1 1 Sestwittry 2 Int.0 10101100 Each secondary interval B(and D) 1 00 1 1000 1 1 1 0 9000 Sasolary 2 Int. 0

10-15 1 62 .1

-EXAMPLE: g. Repeat thi.s procedure for master intervalll as follows: PROBLEM: To make secondary 2 phase codes the same as secondary 1, 3, and 4 for LORAN-D. Time Since this is a de:4ation from standard, it is necessary to stait at the beginning and enter all phase 1101011010101110. codes. Begin by entering the muter codes, even though theY do not *No- Reversed: a. Start by writing down the Master interval Time code with time flow from left to right: 0111010101101011 T Grouped, two leading zeros added, and converted: 111 010011011001 b. Then write tl* dua from right to left: 4 2 1 4 2 1 4 2 14 2 I4 2 1 4 2 1 Bleary value Time 0001110101011010ItOsts 100110110010'1111 0 7 2 II 5 3 Ostel Witte c. Add two leading zeros andgro4 data bits in groups of three: N. h. Enter on worksheet for substep 02:

001001101100101111 02. 012553 - d. Assign a binary\ value for each bit as shown i. Repeat this procedure until all phase codes below. This puts the datl in binary coded octal for- for the master and each secondary are defined for all mat for entry into the conrputer. four inteivals. To complete this exam*, thebuto- hers to 6e entered for mastwr interval C and D wOulti be, respectively. 4 2 1 42 1 4 2,142 1 42 1 42 1 Binary waius 001001101100100110*u 03.430605and04.1 157701

J.Calculate all four secondaries (or as many as e. Determine-the numeqc value of each group there are in the chain) in a similar manner. Since, for of three bits as shown below, and write each number this example, we am maldng secondary 2 phue below its respective group. codes the same as secondaries 1, 3, and 4, the four phase code entries would be as follows: , 42 1 42 1 42 1.42 1 42 1 42 1 Binary Wee 05. 164767/Interval A 09. 00 1 001 1 0 1 1 00 1 01, 1 I 1Alta 13. I 1 1 4 5 7 Octal value 17.

Example: 4 + 2 1 7 06. 126431 Interval B 10. 14. 18. f. This six-digit octal number is the octal phase code to be entered in manual chain entry sub- 07. 041835Interval C step 01. 11. 15. 01. 115457 19.

late \ /VP 08.0 0 3 6 6 3 Interval D Grouped apd convertech 12.

16. 42, 114k21421 421421'42 1Ilia a rv value I I 20. I a 00 00010001 000 0010 1Dos

0 1 0 4 0 I -"Octil value \( - f k. If the lew,phase codes ae forIrORANC chain (eight pulses per punt) instead of 1), the 16 substeps 01 = this, insert - This data 'must not he entered for pulse format must still be followed. To 'do codes repeat a zerobetWeen \each bit of the' IrORAN.C, phase and al, sinci the LORAN-C phase codes, and after \reversal, add threeleading zeros. every twb intervals, ratherthan every four: This maintains the proper pulse spa(\. ing in the computer. As an example, the two niasteipterval phase 01. 01,O4 0 5 03. 010405 codes would be caki ated as follows: \ \ , Similarly, substeps12 and 04 would calculate out , as follows: Tune 10011111

1 1 0 1 0 1 0 Reversed: 1111idoi Reversed: Zeros added, grouped; and converted:

0 1 0 1 0 0 11 _ 42 1 42 1 42 1 42 1 421 42 1Ikon" value

000 1 0 1 0 1 0 1 0 1 00000 1OM e Jrrserting zero' betweenLtsand adding three()) A 6 6. 2 6 0 1 Octal Miss kading zeros (as underlined):

00000100010000 101 Calculate the secondaries in asiinilar fashion.

10-17 SELF-QUIZ #10 r

PLEASE NOTE: Many students study ONLY the self-quizzesand pamphlet review 'quiz, thinking that this will be enough to pass the End-of-Course Test. THIS ISNOT TRUE. The End-of-COurse Test is'. based on the stated course objectives, TO pass theEOCt. you must study all the course material.

1. During preflight, erroneous lock8n is indicated 5. The ARN-133 will operate properly by a A. When no master signal'. is receiVed by using A. TDA 2.50 microseconds different than a secondary station as master B.-when only the master signal is received by predetermined selection , B. yDB 5.50 microseconds different than a assvming secondary positions isre- -predetermined selection C. when only one 'secondary statiOn C. flashing CS indicator ceived and no master by assuming master D. flashing WARN. indicator position, D. when, after lockon, 'all signals are lost, by 4. The: three . kinds of .,position updating are ;operating in the men-wry ,mode-

6. The AcIN4:3.3 --4toresdata' for A. TIME DIFFERENtE, LXT/LONG, LORAN chains.;' WAYPOINT B. TIMEDIFFERENCE,LEGCHC, A. 10 GRI and 2 manual WAYPOINT Ef. 12 GRI and 4 manual C. TIMEDIFFERENCE,LEG CHG,. C. 14 GRI and 1- manual LAT/LONG D. 16'GRI and :3 manual D. WAYPOINT, LEG CHG, LAT/LONG 7: 0:3 appears in the Display Counters when 3. ParallelTrackNavigation is used to entering a nianual LORAN chain GRI. You enter a 1 to indicate that the GRI is LORAN flowpby A. followacourse usly A. A another.aircraft B. fly above the 800 latitu e range (North B., B C. C - Pole)' .. D. D C.. make tunis that are greater than 180° P. flyanoffsetcoursetothatalready, D, programmbd 8. Add two zeros to the front of the LORAN PHASE CODE 1011101011('X0)10. When .,4.,; The LORAN C navigator will not accept rho vertedto aotual octal for entry in the manual chain, distances over naUtical miles. entry Substep, this munber shouldread A. 1:35:302'..-' B.146402 C. 565410 D.676.510

4 /50 ANSWERS TO SELF-QUIZ # 10

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

QUESTION ANSWER REF.

1 10-1 A 10-3 :3 10-5 4 D 10-8 5 A 10-8 6 10-9 10-10 8 A 10-16

10-20 57

FLIGHT DIRECTOR SYSTEMS u

Reading Assignment: . Pages 11-1 through 11-10-

OBJECTIVES

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

1. Describe ihe AN/ AYN-2 system and its conipotients.

2. Summarize the flight director modes of operation.

:3. Explain the preflight procedures for the flight director system.

suGHT Dutc,t9g AN/ AYN-2

Each pilot is provided with a cOmplete flight director. system (figure 11-1). The flight director system provides an easily interpreted pictorial display of the helicopter navigation situation, and it automatically computes the required action to obtain a desired radio track or heading. The information is ..displaved Continuously, and any system failure is norinally indicated by means of flag circuitry. The STEERING copilot's flight director requires attitude and azi, POINTER inuth inputs from the AN/ ASN-50. The piloCs flight director requires azimuth inputs from the AN / ASN- 50..and attitude inputs from the 1080Y vertical gyro. woe SELECTON STEERING gNos The flight director is powered by the No. 1 AC pri- WARNING , inary bus and is protected by three circuitbreakers on FLAG 1671 /RH the copilot's circuit breaker panel. Two .of the eirciiit breakers, under the general heading NO 1 AC ,PRI Figure 11-1. - Flight director set AN/ AYN-2 FLT DIR and HEADING, are marked PILOT 013 attitnde indicator. and CO-PILOT 013 respeCtively.:.The 'third circuit breaker is under the general heading NO 1 .AC PRI and iS marked ATTITUDE CO-PILOT OB. The flight director system consists of four components: steering computer, attitude indicator, course Power for the AN/ ASN-50 system is supplied .indicator, and instrument amplifier. from the No. 1 AC primary bus, the pc primary bus, and the two autotransformers that operate from the No. 1 AC primary bus. The system is protected WARNING by circuit breakers on the copilot's overhead circuit 5 breaker panel. One circuit breaker, under the gen- If the radio transforWr fails and the -pilot is using eral heading No. 1 AC PRI, is marked GYRO COM- TACAN inputs to the AYN-2, no visual warning will PASS; the other, unCler the general heading DC PRI, be displayed on the flight director or any other flight is marked GYRO COMPASS. instrument to indicate system failure. SL

STEERING COMPUTER . VOR LOC Flag. The steering computer provides the pilot with The VOR LOC flag iin view Mien -the signal steering information via the attitude indicator. The from the helicopterTACAN/VORor localizer re- steering computer computes a horizontal guidance ceiver is inadequate. The flag will be in view when signal fromTACAN/VORor localizer, headingthe receiver is malfunctioning, turned off, or not error, and bank angle data. The horizontal guidance tuned to a sufficiently strongTACAN, VOR,or signalis displayed on -the attitude indicator by localizer frequency. means of the steering pointer- Necessary corrective measures to the approach, selected heading, and GS Flag radio path are thus provided to the pilot.Asteering The GS..flag appears when signals from the glide warriing service is provided by flag circuits. slope receiver are inadequate for driving the glide slope pointer. ATTITUDE INDICATOR The steering and glide slope pointets of the atti- Pitch Bar tude indicator (figure 11-2) provide guidance in in- . The pitch bar (A, figure 11-2) represents 'imagi- tercepting and following localizer and glide slope nary wings and moves, up and down as helicopter beams or for maintaining a selected heading or pitch changes. The ievel flight position of the bar course. Warning flags indicate any malfunction in: may be changed, for reference during cruise,by rotdting.the TRIM knob. The pitch bar trim is preset the glide slope, 'loCalizer, NOR,TACAN,attitude when the mode selector is in the ILS position. display, or steering signal system'. The steering Com- puter horizailtal guidance signalis displayed by means of the steering pointer. Precise lateral control Steering Pointer may be achieved by 'maneuvering the helicopter to Deflections of the steering pointer (B, figure 11- maintain the, steering pointer in the centered posi, 2) are commands to establish a selected course or tion. The glide slope pointer indicates displacement heading. The pilot always flies the helieopter to bank of the helicopter from the glide slope path. The posi- toward the pointer. Proper bank angle is established tion of the glide slope pointer, relative to the pitch when the steering pointer centers. When on course, indicator, indicates the flight correction required to keeping the steering pointer centered will establish achieve a smootti approach. The horiiontal and ver- the crab angle required to correct for possible cross- tical guidance indicators described above Are super- wind conditions in the ILS and DEV modes. With imposed on an aitificialhorizon. The artificial the mode switch in DEV position, steering pointer horizon consists of pitch and bank indicators and deflections are no longer bank cprnmands. The provides continuous monitoring of the flight atti- pointer shows the direction to turn to attain the se-, tude. lected course. Degree of bank is not included in this command since the pointer will center only when the helicopter is actually on the selected course. Steering Flag DEV mode may be used as backup in the event of Depending on the position of the mode selector steering computer failure. switch, failure of theA/A24G-39 vertical gyro or directional gyro, remote indicating compass, or iidio inputs causes theSTEERINGflag to be displayed.Horizon Bar Loss of steering computer primary power would As .seen by the pilot, the horizon, bar (C, figure cause the flag to be displayed regardless of themode 11-2)-tilts in the same sense the real horiZon tilts as switch position. helicopter bank, changeS. A pointer at the top of the attitude indicator and index marks on ..the horizon disc indicate aircrafebank in graduations of 10, 20, Gyro Flag 30 and 45 degrees. Failure of the A/ A24G-39 vertical gyro driving the copilot's attitude display, or the 1080Y vertical gyro driving the pilot's attitude display, causesthe Glide Slope Pointer appropriateGYROflag to appear. Failure of the The diSplacement %from the glide path is shown A/ A24G-39 vertical gyro, also affects the pilot's and by the glide slope pointer (D, figure 11-2). The glide copilot's steering circuitry. Set the mode selector to slope is flown by adjusting pawer to keep the glide the DEV position and use the pilot's approach indi- slope pointer and the 'pitch bar aligned while desired cator as the primary attitude indicator. airspeed is Maintained.

11-2 A . .PITOS OAR IRMA

t,t o1

4..;*

STEERING e0INITER

C HORIZON DISC

S NTS 011) Guff %Opp POINTER

Figure 11-2,-Attitude indicator:AN/AYN-2.

11-3 COURSE INDICATOR HDC Ca rd Flag The course indicator (figure 11-3) displays a pic- A malfunction in. the A/A24C-39 system will torial .plan view of the helicopter with respect to bring the HDC CARD flag into view: The heading magnetic north, selected Ourse, and selected head- circuits also suPply-data to the steering pointeLcirz ing. Heading, heading deviatiOn, selected heading, cuits. Set the mode selector to the DEV position selected course, and, (lab angle are read' against a The steering pointer will show deviation from the se- servo-driven -azimuth Card. The selected TACAN, lected course. Readings of all other parts of the VOR, and localizer course is displayed pictorially plays aie correct regardless of the condition of the and lw means of a digital COURSE counter. A digi- heading circuitry. tal distance display is.also provided on the course in- . dicator. Nleter movements not only. display course- Symbolic Aircraft deslation,to-from indication. aad glide slope loca- The aircraft outline fixed behind the instniment tion: bin also operate warning flags. Tfie warning face is symbolic of the helicopter (A, figure/11-4). flags monitor headinf, disRlay, and radio signals. A Moving portions of the course indicator relate to the stationary wmbolic aircraft, 'located in front of the ,symbolic aircraft to provide a map-like display of-the course deviation pointer, provides the pictorial actual-flight situation. , sentation .of helicopter position and heading. The , "- course indicator requires a remote amplifier for the Aziniuth Card and Lubberlin'e" iaimuth servo systeM.Selected .course and heading The:azimuth card turns -as the:helicopter turns; may i)e stilarnanuallv. the` synibolic aircraft iS alWayS pointed towai'd tire actual helicopter,heatling as read on the azimuth VOR LOC Flag:,. 4. ca rd (B, figure 114). The helicopter headingmay be See ATTITUDE INDICATOR. VOR LOC flag. read aecurately, under the lubber line at the top of the instrument. A series Of-index marks are inscribed GS Flag around the azimuth card for referenceat the start of See ATTITUDE INDICATOR, CS Flal.;". turns.

DISTAKE SELECTED COURSE HEADING LUBBER HEADING C RD DISTANCE SHUTTER DISPLAY CARD FLAG LINE SHUTTER elISPLAY

HEADING,MARK ER

GLIOE SLOPE POINTER

COURSE ARROW

/4)..FROM ARROW

COURSE MR

VOR LOC FLAG GLIDE SLOPE SCALE MINIATURE AIRPLANE

HEADING KNOB.3 GLIM SLOPE FLAG

COURSE KNOB

RECIPROCAL AZIMUTH CARO COURSE ARROW

Figure 11-3.- AN /AYN-2 course indicator.:

11-4 ,

. 4.4

1 AZINUTNCAND AND 1.3SEI UNE

13.

1114

COME AMP ANA AND COUNTER a

tIN 4 0 r . ^WPM NAN

Figure,11-4. - Course indicator AN/AYN-2.

Ala

71 AV. EoursiAriCow, *Knob, and Counter Course Bar Tbe TACAN-/VOR or. localizer crShrse is selected Tbe course bar (D, figute 11-4) is sy'inbolic of a by positioning the course arrow (C/ligure 11-4). The segnient of the selected TACAN/VOR radial or loc- course arrow is positioned by the COURSE knob. alizer course. The positionof the symbolic aircraft The arrow setting is read against the azimuth card or with respect to the cotyse bar is always the same as on the -COURSE counter. The course arrowis tne position of the pilot's helicopter with respect to always set to the inbound localizerfrOnt course even the,selected course. if a back couite approach is being flown. To/From Arrow Ambiguity in omni bearing informatiOn isre- .VORTACANSelecior Switches A kOR-XACAN selector switch is .located in solved 1)y tire to/from arrow (E, figure 11-5). The front of each' pilot .00, the, instrument panel. The arrow will indicate the direction TO the; station switches select the aisociated mitigation receiver along the course line selected with tile course arrow. that wilLsupply inputs to the particular pilot's.flight - director system: The pilot's switch has the marked Miles Counter positi(ns VOR -MASTER and TAtAN SLAVE-The ,The-diitancé to it V.ORTAC or TACANsidtion, cypilot's switch has marked positions VOR SIt-WE measured by the. aircraft DIVfE eqaipment, is dis- TAO N1ASTER. The -MASTER/SLAVE played by the MILES counter (F, figure 11-3). The marking remind both pilOts that ,only the pilot's distance is read in naotical mileS. course knob controls both flight .director systini dis- . plays -when the VOR or localizer receiver, is being Glide Slope Pointer "", ' med, hi addition, only the copilot's course .knobdn- Both the course indicator and the attitude indica- fthave glide slopepointerirt0; trols 1)0th flight director displays when the TACAN tor of the ANIATN-2. receiver-transmitter is being used. figure 11-5). . ,- The-glide slope pointer on the courseindicator, WARN 1NC also j..s useful for quick"reference when the aircraft is inbound on the localizer to the outer marker; inter= Power failure to the VHF NAV receiver will cause ception of the glide path is readily seen. TACAN information to be automatically displayed on the copilot's flight dfi-ector system regardless of HEADING MARKER the VOR-TACAN selector switc4osition. The 'steering pointer giiides the pilot to establish's-, the heading read by the heading marker when the mode selector on the attitude indicator is set to the 1 Nott HDG position (H, figure 11-5). The heading marker is read against the azimuth card and is positioned on When either the pilot's or copilot's VOR-TACAN se- the card_by rotating the HDaknob. lector switch is in the MASTER position, steering pointer information (ILS mode) is valid ,for that par; INSTRUMENT XMPLIFIER ticulat flight director. If thoNOR-TACAN sgLgc- Compas and gyro warning flag circuitry and TOR switchisin the SLAVE 'position', steering serVO amplifiers for the approach horizon and the pointer information (ILS mode.) will liot be yalid un- ,course jndicator arecontainea within thernstrumenf less tbe c6urse'selected is the same as rthat couite amplifier. .vhich has been selected on the coarse indicator of the pilot who controls the fright director Asplay .N1ASTER position"). If the reciprocal of the course is ,FLIGHT DIRECTOR SPECIFICATIONS, selected, steeling pointer information will be invalid.

NOTE The following ratios have been'established for the flight directOr. Itis possible for both pilot and copilot to receive DME information via their respective course -indica-. GLIDE SLOPE POINTER tors wlrever the TACAN function switch is in the A full scale deflection Of, the glide slope pointer T. R position, regardless of the position of either QIl the vertical .glidesloPe scale corresponds to an VOR/TACAN-SELECTOR switch. aircraft deviation of 0.3 degree from the glide path. 11-8 ' I V

To/rosi aglow

a. atutcoutrte

410.

woe II.GPC Poune4

meo9cuoke#1 SITV

Figure 11-5:An/ AYN-2 course indicator.

11-7

V PITCH BAR positionOftheheadingmarker(representing one-4ot deflection of the pitch bar, measured selected .heading)withrespecttothelublier oil the pitch scalecorresponds to an aircraft pitch line (representing the actual helicopter magnetic akle of 5 degrees. heading).

COURSE BAR Horizontal guidmice steering information is dis- When the receiver is tunetl to a TACAN/VOR played by the steering pointer. The steering pointer radial, a two-dot deflection of the course bar corre- deflection indicates ,the amount and direction of sponds to an aircraft deviation of 10 degrees. When bank required to obtain a Selected heading. When the receiver is tungd to a localizer course, a two-dot the helicopter is banked in the. proper direction to deflection of the course bar corresponds to an air- center the steering pointer and sufficient rudder is craft deviation of 2.5 degrees. The cOurse bar deflec- applied for a coordinated turn, a smooth entry will tion is nonlinear beyond two dots. be made into the magnetic beadiiii. Once the hell- copter is on the magnetic heading, miqor changes in HORIZON -DISC magnetic heading cause the pointer to deflect in the The aircraft bank angle divisions on the horizon direction which the helicopter must be turned-to disc represent 10. 20, :30 and 45 degrees of bank. correct the error.

PITCH TRIM ILS MODE OF OPERATION One. division on the pitch TRIM knob repreSents An Il.S, TACAN, or VOR mode of operation is five *trees of pitch.. obtained by setting the mode selector knob to the ILSposition. Alignthe VOR-TACAN selector STEERING POINTER switches to desired-MASTER/SLAVE positions. The steering pointer will not direct banks in ex. cess of 15 degrees in any mode., When the navigation receiveristuned to a localiZer" frequency, the .reference pitch attitude HDG Modeof Operations (the pitch attitude required to maintain descent on `. selected heading error of 10 degrees is equiva- the glide path) is preset by an adjustment made dur- lent to a bank error of 15 degrees. ing test -bench" adjuitments. The pitch 'bar will be automatically positioned with respect to this refer- 1LS (TACAN/VOR And Localizer) elice each time the mode selector knob is set to ILS. Mode Of Operation The inbound localizer course is obtained by tuning A Bank angle of 2.2 degrees is equivalent to one the VdR receiver to the proper localizer frequency. degree of course datum. The COURSE knob -isrotated. until the course cOunter indicates the, heading of the inbound Joe- ever Cbttl:Ititelicopter position, with respect to the e DEV Mode Of"Operation The steering pointer indicates which way to bank localiier course, is presented by the course bar. in order to intercept or track a selectedcourse, The GS warning flags will unmask the glide slope pointers when the glide slope receiver is tuned to a FLIGHT DIRECTOR MODES signal of sufficient strength. and the glide slope signal is pfesented. Helicopter position, with respect to

ele the glide path, is presented by the attitude indicator HDG MODE OF OPERATION and course indicator glide slope pointers: A TACAN The HOG mode of operatidn is obtained by set- or VOR radial may be selected for -usewith the ting the atlittide indicator mode selector knob to the course inClicator by tuning the associated nayigation HOG position, A magnetic heading is selected by ro- receiver to the desired TACAN or VOR facility and tating the course indicator HIX; knob until the rotating the COURSE knob until the COURSE heading marker is set to the desired ,magnetic head- counter indicates the desifed radial on the azimuth' ing as read on the azimuth card.Helicopter bank at- card- The pilot should make the TACAN or VOR titude. with respect to the horizon, is displayed by course intercept in the HDG mode,switching to the the horizon disc. Helicopter magnetic heading is dis- ILS mode once the course has been intercepted. playedI w 'the position of the azimuth card with, Helicopter position, with_ respect to the selected respect to the lubber line. Helicopter' position, with TACAN or, VOR radial, is presented by the course respect-37 to the selected heading, is given by the bar. Helicopter pitch attitude is displayed by the 15. pitch bar. Helicopten bank attitude is 'displayed by Helicopter bank attitude, with respect to the hori- the horizon disc as in the HDC mode of operation. zon, is displayed by the horizon disc."Helicopter The horizontal guidance steering signal, with ctoss- Magnetic heading is displayed by the position of the wind correction, is displayed by the pointer. The azimuth card with respect to the lubber line. A dis- steering pointer" deflection indicates the amount and play of helicopter position, with respect to the se- direction of bank required to fly a localizer heading. lected TACAN or'WOR course selected,/is presented' When the helicopter is banked in the proper direc- by the course bar. While the flight director is in the tion to center the steering pointer and sufficient nid- DEV. mode of operation, the steering pointer re- der is;applied for a coordinated turn, a smooth entry ceives information directly from the selected naviga-' will be made onto the localizer or selected course. tion receiver and indicates which way to turn in Once the helicopter has obtained the localizer or se- order to intercept or track a selected course. The lected course, mihor changes cause the steering steering pointer does not indicate 'the amotint of pointer to deflect in the direction in which the air- bank required. Warning flag services are proVided as craft must be banked to correct the error. in the HDC, mode of operation.

NOTE OFF MODE OF OPERATION When the flight director is in the OFF mode, the Steering pointer comiliands, in the ILS mode, are at steering computer is deactivated, and the steering times erratic, overly sensitive and contradictory to pointer and steering flag on the attitude indicator is the information displayed by the course indicator. biased out of view. In all other respects, the OFF This phenomenon is most prevalent when the sys- mode operates the same as the DEV mode. teni is used in proximity to the radio navigational aid. The flight director steering pointer should not be used in. the ILS mode during an instrument ap- FLIGHT DIRECTOR OPERATION proach, departure. or other conditions of instniment _ flight requiring high levels of pilot concentration. PREFLIGHT CHECKLNT 7 NOTE 1. Adjust the pitch trim knob -to the'center index on thepitch-trim scale; then check to see that The VuR/TACAN selector switches !mist be alig- the positions .of the pitch bar and honion bar corre- ned tO desired MASTER/SLAVE positions before spond to the actual attitude of the helicopter. the desired navigational aid is used. In the ILS mixie, in order for the pilot to interpret a selected 2. Check to see that the helicopter heading TACAN colirse with the steering pointen and to pr-o- corresponds to the heading read on the azimuth vide a correct pictorial plan view, fhe pilot's and card. copilot's cOurse counters must display the same selected cotirse. 3, Tune the h icopter.TACAN or NOR 'receiver to a TACAN oil VOR station. Set the mode selector to the DEV position. Set the course arrow to DEV MODE OF OPERATION the radial on which the aircraftis located. The The DEV mode of operation is obtained by set- course bar and the steeriog pointer shouldcentei'. ting the attitude indicator Mode selectorknob to the DEV position. Vreference pitch attitude is Obtained' 4. Move t le course arrow 10° to the right a by setting the pitch' TRIM knob to the desired pitch left. The course bar and steenngpouter should both attitude. A TACAN or VOR radial is selected by be deflected in Opropriate directions. The course tuning the associated navigation receiver to the de- bar should be deflected to the outer dot. sired TACAN or VOR facililty, aligning the VOR- tACAN selector switches to desired MASTER / . 5. Set the mode selector to the ILS position. SLAVE, positions and rotating the COURSE knob The steeriog/pointer should call for a bank toward until the COURSE counter indicates the desired the selected course. course. 6, Move the course arrow to a positioo which Helicopter pitch attitude, with respect*to the ref- centers the course bar, The steering pointer should erence pitch attitude, is displayed by the pitch bar. come to rest centered. 0

7. Tune the helicopter VOR receiver to the 3. Place the DOPPLER in STANDBY. locahier. Set the' courge arrow to the inbound localizer front course. The course bar should be de- 4. Put theAlt)tudeSet Pot on the AFCS flected th a 'direction appropriate:. to the location of CONTROL PANEL t-o 0. (zero) the kwalizer. The steering pointer should cakfor a bank toward the localizer. 5. Push the AFCS Button on the AFCS Con.; trcil Panel to engage the AFCS. 8. Set the mode selector to the OFF position. The STEERING flag and the steering pointer should bothebe hidden from view,. Locate the "deadbank/null area on tbe drift poi by setting the knob to the full counterclockwise posi- 9. Set the mode selector td the HDG Fosi- tion. Slowly rotate the) drift pot clockwise, noting tion:Set the heading ararker under the lubber line. that the roll bar on the AFCS indicator, will follow The steering pointer should come to rest centered.. the movement of the drift pOt until the dead/bank null area is reached. The roll bar and the drift pot 10, Move the 'heading marker to the left. The should both be centered. If the roll bar is not cen- steering pointer should be deflected to theieft. tered ,within the donut, adjust the associated accelef- ometer null set scremrs to obtain proper alignment _within the donut. Repeat the same procedure for the AFCS ACCELEROMETER CHECK speed pot. - / Cheek the vertical accelerometer by noting the This check should be accomplished if isage of the position of the vertical pointer. Alignment should be AFCS coupler is anticipated- within -21-.25- of a division from the t enter. If it is not, adjust the appropriate ,accelerometer null set ( 1. Place the meter selector one CHANNEL screw to obtain proper alignment. N1ONITOR panel the CPLR posi ion. If the altitude or cyclic coupler checks are not 2. Set the MODE ,selector in the -AFCS indi- going to be accomplished, place the meter selector cator to the A MODE. switch to ASE and disengage the AFC,S.

11 SELF-QUIZ # 11

thinldng that this PLEASE NOTE: Maoy shidents study ONLY theself-quizzes and pamphlet 'review quiz, based on the will be enough to pass the End-of-Course Test. THISIS NOT TRUE.-The End-of-Course Testis stated course objectives. To pass the EOCT, you muststudy all the course material.

, 1. The horizontal guidance signal isdisplayed 6. TACAN information willautomatically be on the attitude indicator ofthe flight director system displayed on the copilots' flight director system by means of the when there is a power failure to the receiver. A. horizon disc B. steering pointer A. DF-30I C. pitch bar display B. UHF COMM D. glide slope pointer C. VHF NAV D. LF/ADF

in the glide slope system is 7. The heading marker is read againstthe azi- 2. Any malfunction by Totating. aolicated by a/an muth card and is positioned on the card the A. ambegight B. green light A: course knob C. buzzing signal B. heading knob - D. warning flag C. heading marker D'. glide slope poipter

is displayed, 8. When the receiver is tuned to alocalizer :3. The AN/AYN-2.-steering flag deflection -a the flight director regardless of the mode switch position.when the course, a two-dot corresponds to an aircraft deviation of fails. course bar degrees. A. radio input B. directioOal gyro A. 1.5 C. remote indicating compass B. 2.0 D. steering computer primary power C. 2.5 D. 3.0

the mode 9. An ILS, TACAN, or VORmodebf operation 4. The pitch bar trim is preset when selector knob to the selector is in the position. is obtained by setting the diode position. .A. OFF B. ILS A. ILS C. HDC B. VOR D. DEV C. TACAN D. M ASTER approach, the flight The helicopter heading will beaccurately 10. Diming an instrument 3. director steering pointer should notbe used in the shOwnunder the on- the AN/AYN-2 mode. cot irseindicator.

A. lubber line OVR B. azimuth card B. ILS C. course arrow C. DEV D. heading marker D. ADF ANSWERS.TO SELF- S IJIM 11

Following are the correct answen4 and referencei to ges which cover each question 'and correct answer. To be sure you understand the answers to t e qu tio s you missed, you should restudy the referenced portions of the text. ,

QUESTION ANSWER REF.

1 2 D. 3 4 5 A 6 7

9 A 10

1 1-12 ELECTRONIC FLIGHT AIDS,

ReadingAssign Ment: Pages 12-I .throngh. :12-4. ,OBJECTIVES

To successfully cOmplete this assignment, yon imist study the text and master the following objectives; . .1. Describe the ra;dar altimeter system.

2. Summarize the operation of the radar set.

3. EXplain the Doppler radar systeM.

RADAR ALTIMETER AN/ APN-171(V)

Radar altimeter set AN/APN471(V) consists of-a receiyemransinitter, two indicators, and two antennas. The set proyides instantaneous-indication of actual clearance ..between the helicopter and terrain froin 0 to 5,000 feet with the following accuracies:, .

Altitude (ft) -A-Ccuracies'

-±-3ft.,+ 2% 'of altitude) 200-1000 (7ft. + 2% of altitude) 1000-5000' ..-±(25tt. + 2% of altitude) Altitude, in feet, is indicated by the radar aliti- meter. indicators (figure 124) loCated on the pilot's and copilot's, instmment ?anel._ The radar eltimeter - Figure 124. -Radar altiineter AN/ APN471(V). is powered by the_DC primay bus and the NO. 1 AC ' primary hus. Both.the DC and AC circuits are protected by circuit breakers on ` the copilot's circuit Three minutes must be allowed for sj;stein wannup. breaker panel. One circuit breakeris marked 11611 Both control knobs inust be in the OFF position to, ALTM 'under' the general heading DC PRI. The secute'the set. Continued clockwise rotation of the other circuit breaker is marked RDR ALTM 0A control knob doward -the SET position will permit under the general heading NO. 1 AC PRI.. each pilot to select any desired low-altitude limit, Which will be indicated by the Jow-level warning

RADAR ALTIMEXER OPERATION _index marker (bug) on 'the indicator. A low-level ,t opitiol knob, located on the lower left corner warning light, located on .the lower right-hand cor of the indicator. combines functions to -serve. as-a ner of the indicator, will illuminateand .show the test 4iteh., a, law level Warning index setcontMl marking LOW any time the helicopter is at or below and an on/off power switch. The system is turned the low-altitude limit that has been selected. On, on by rotating7the -ward knob,marked PUSH-TO- helicopters ,modifiedjly T.O. 1H-3(H)f-570, the loW TEST, clockwise from the OFF. position and is the limit waniing light_ can be dimmed bv using the only control necessary fof equipment operation. dimming,switch for the Caution/Advisory panel.,

12-1 NOTE Failure Indications Loss of system power or tracking Conditon will be Rheostat marked PILOT FLT INST on the over- indicated by a black and yellow striped flag which head switch panel must be ON to use the bright/ appears in the indicatot window on the lower center din] switch. portion of the indicator. If the system should become unreliable, the black and yellow striped flag will appear, the indicator pointer will go behind a Depressing the PUSH-TO-T EST control switch mask, marked NP TRACK, to prevent errOneous provides a testing feature of the system at any time readings, and a 1,000 Hz audio tone will sound in 'and altitude, provided the RAD ALT mode of:the botlOilot's ICS. If the coupler RAti ALT hold mode AFCS is disengaged.- When the PUSH-TO-TEST is eligaged_at this time, it will disengage. Duringnor- control knob is depressed, a visual indication of 100 mal flight operations, it is not necessary to turn the 15 fet on the indicator is indicative or atisfac.- system off when the aircraft is operating above tory system operation. Releasing the PUSH-TO- 5,000 feet. TEST control knbb restores the system to normal operatioii. .1n addition to altitude' measurement, the altimeter .providesoutputstothe conpferfor NOTE .RADALT HOLD oPeration.: IF AC power is lost, the pointers freeze, In position. RADAR ALTIMETER WARNING SYSTEM An, audio warning will be heard on the ICS if AC

(RAWS) 0 4 power is lost and the RAWS switch is ON. Three audio warning signals.are developed by .the altimeter and are, fed into the piiot's and copilot's headsets. The first is a 1,000-Hz sleady tone which RADAR SET AN/APN-195 sounds when the altimeter is Unreliable. At approxi-, Inatelv 200 feet, a 1,000-Hz tone is switched on for 3 Secon"ds and is ptdsed,at a rate of two pulses per sec- The 4N/API*195 radar setis a lightweight, .mid: At 50 feet, this tone is again switched on for 3 pulse-modulatea radar system consisting of a receiv- seconds but is pulsed at a rate of four pulses per sec- er-transmitter, synchronizer, control panel, indica- ond. A two-position switch on the instrunient panel, tor, and antenna. This set provides an accurate and marked ON Ind OFF, under the heading RAWS continuous picture of weather" conditions (weather (.fig-ure 12-2) turns the RAWS system on and off: map) in the general sky area ahead of the helicopter When the switch is in the OFF position, an amber and is used as a navigation and searCh aid to'extend light on the caution advisorv panel, marked RAWS the vision of the pilot. The AN/ AP.N7195 is, powered OFF, is illuminated. by the No. 1 AC primary bus and is protected by a circuit breaker on the copilot's circuit breaker panel. Thg circuit breaket is marked SEARCH RADAR under the general heading NO. 1 AC PRI. In addition, pitch and roll inputs from the ASwASN-50 are necessary to-stabilize the antenna..

RADAR SET CONTROL PANEL The cmitrol panel and azimuth range indicator (figure 12-3) are centrally located on the instrument panel and are acceSsible to' both pilots. The control panel contains three controls:a oxide selector switch,' a receiVer gain contfol, and an antenna tilt control.

Mode Selector The mode selector'switch is a rotary tour-position switch marked OFF-STBY-OPR-CTR. The OFF . S 1637 Cfl position disconnects power froni the radar set. The Figure 12-2. Radaraltimeter warning STBY position applies voltage to tube filaments and

system.( RAWS)- selector switch. , initates an approximate. four-minute time delay 'for

12-2 AGROUND CONTROL RANGE RANGE CONTROL ReceiverGain Control sate EN WO MAYORS The receiver gain control, -.marked RECEIVER CAIN', controls the amplification of the radar echo received.

Antenna Tilt Control The anténna.tilt control, marked ANT, is a synchro control marked UP and DOWN-at 50 intervals. The control varies the tilt of the antenna reflector between 15 degrees above (UP) and 15 degrees below -(DOWN) .the horizontal .reference plane of the helicopter..

Azimuth.Range Indicator The azimuth-range indicator 'contains a screen that displays target echoes, a-range switch, 0. background control, and a dimming control. The screen' indicates the range and azimuth of target4.. The unmarked range switch is located in the upper right side of the indiCator and is athree-position rotary .switch. The range switch, when rotated

. fully counterclockwise to the first position, will illuminate an indicator,. marked 10/5 at the base of the screen. This position provides .a 10-mile sweep trace and two 5-mile range circles on the screen.The- Figure 12-:3.-'Radar set AN/ APN-1q5. second clockwise positibn on the -rotary, switch will illuminate 'an indicator, marked :30/10 at the -base of the screen.' This positiou provides a :30=mile sweep warm-up. It also holds the equipment in standby trace ainkthree 10-mile range circles on the screen.. condition after the four-minute time delay expires. The third elockWise 'position on the rotary switch The OPR position applies voltage to all 'circuits will illuminate an indicator at the base of the screen, (after elapse of four-minute time delay) for normal marked 60/15. This position provides a 60-mile operation. The radar echo from the target area is dis- sweep trace and four 15-mile rangecircles on the played on the azimuth-range indicator screen as screen. All distance references are innautical miles. bright spots or areas. The contour circuit is inopefa- The unmarked background' control lcicated in the tive. When the switch iin the CTR,position, areas upper left side oftheindicatOr is in the mininiu4 in- of heavy rainfall 'are displayed on the azimuth range tensity position when rotated fully counterclockwiSe. indicator Screen as dark areas or black holes sur- The background control adjnsts . the level of back- rounded by bright rings which represent areas of gkound noise to penilit very weak echoes to 'be Jighter rainfall. viewed on the screen. The dimming control, marked DIM, revolves-on the periphery of the screen and is- used to dial' the display for best viewing. The dimm- CAUTION ing edintrol is off when revolved fully counterclockwise (down). There is a detent between the OFF and STBY positions to preyént accidental shutdown of the radar with a subsequent recycled four-minute "delay. To 'RADAR OPERATION overcome this when shutting off the system,depress Preliminary operating Procedures: die mode selector switch (pushed Inio' the control 1. Mode Selector Swikh - OFF panel) when going from the STBY to the OFF position. Deviation from this procedure will result in a 2. Antenna Tilt Control - CENTERED (0). broken switch which will indicate OFF when ac-0 thally, in. the STBY position; STBY when in the OPR 3. Receiver Gain Control - F.P.LLY COUN- position, the OPR in the CTR position. TERCLOCKWISE.

12-3 4. .RangeSwitch - 60/15,

5. BackgroundControl - FULLY COUN- TERCLOCKWISE. 4 6. Dim Control FULLY,.COUNTER- CLOCKWISE (down). -

.1bar STARTING t. Mode Selector SWitch- OPR.

NOTE

The equipinentvill not function for 4 inilintes be- Cause of a built-in automatic time delay.

THE RANGE SWITCH IS NOW IN THE 60/IS POSITION; THE 2. Range Switch - 30/10. MASTER SWITCH IS IN THE OPR POSITION. THE CLOSEST PORTION OF THE FRONT IS DISPLAYED APPROXIMATELY 30 DEGREES LEFT OF THE 0-DEGREE REFERENCE AT THE :3. Background Control AS-REQUIRED. DISTANCE OF APPROXIMATELY 40 NAUTICAL MILES. _ THE EXTENT IN AZIMUTH OF AN ACTIVE, TURBULENT ST&M IS .EHINN IN THIS DISPLAY,' HOWEVER, NO INFORMATION RELATIVE Adjnst background control until skope becomes 'TO AREAS OF HEAVY TURBULENCE OR RAINFALL CRADIENTS 16 OBTAINABLE. AN AIRCRAFT MAY BE FLOwN AROUND THIS green. Then turn counterclockwise untit'green just FRONT BY AVOIDING AREAS OF INTENSE ECHOES. S 8639 CII disappears range marks will still she visible). Figure 12-4.- Weather interpretation(OPR) - 4. ReceiverGain Control AS. REQUIRED. position. 5. Backgroilnd Control - AS REQUIRED: DOOLER' RADAR AN/APN-175(y.1, 6; DimCdntr6; -AS REQUIRED. (SEE FIGURE 12-8.)

7. Range Switch AS REQ1IR8D. The POppler radar is a navigation system using the S.AntennaTiltControl - ADJUST FOR 'Doppler effect to determine drift and ground speed. TARGETS. Four beaMs of pul4ed microwave ener.,ry are beamed toward the earth along the corners of an imaginary Turnlhe tilt control Slowly t.iipproximateli/ I ° per pyraniid whose peak is at the helicopter, Echoes from second) when adjustint; for small targets, such as the front pointing-beams undergo upward Doppler ships. shift, whereas echoes from the rearward .beams undergo downward Doppler shift. Similarly, drift causes Weather Observations, Doppler shift 4. echoes from beams on one side- with (Seeligures 12-4 and 12-5.) respect to beams on the other side of the helicopter. Perform the preliniiilarv -operating procethires: The Doppler effect is the change in the observed fre- yiency of a wave due to relative motion of.source and I.Antenna Tilt Control - AS REQUIRED. observer. When the distance between the source and

observer isdecreasing, the observed frequency. is Mode Selector.Switch - OPR. higher than the sour4 frequency. When the distance is increasing, the observed frequency is lower. The :3. Receiver Gain Control, - AS REQUIRED. Doppler shift- is the amount of the change in the observed frequency-of a wave due to Doppler effect, 4. Range Switch - ASREQUIRED. expressed in hertz, also called Doppler frequency. In' addition, the-hover indiCator in D mode is used to dis- 5. Mode SelechirSwitch - OPR/CTR AS play fore and aft; left and light, and veitical velocity. REQUIRED. (See figure.12-7.)

12-4 /67

of. 13325 MHz to the antenna, which transmits and receives four beams in a square pattern to theland or water below. There are two forward and twoback- ward beams. The signals returned to the Antenna by the reflecting surface Eire received by the frequencytracker as forward and backward Doppler signals from the receiver-transmitter. The receiver-transmitter produces a single frequency equalof the center frequency of the summed totals of the forward and backward_signals, and provides error voltages to align the antenna with the ground track.. The horn excited wave-guide-type antenna is mounted on the bottom of the fuelage. The antenna containi one transmitting and two receiving waveguide assemblies. The antenna will retate with drift angle changes of the helicopter up to a maximum of 90 degrees,left or right, at a minimum rate of 6 degrees per second. The antenna

THE RANGE SWITCH IS STILL IN THE 6015 POSITION, How. receives pitch and roll infonnation from -A/A24G-39 EYER. THE MASTER SwITCH IS NOw IN T'HE CTR POSITION. inputs and maintains a level attitude by movementOf THIS DISPLAY SHOWS AREAS OF HEAVY TuRBuLENCE. AN AREA oF HEAVY RAINFALL IS DISPLAYED.AT 0 DEGREES' the antenna up to limits of 450 of rnll (left or right) 15 NAUTICAL MILES SMALLER AREAS OF LIGHT RAINFALL and 25"of pitch (up or down). The set provides reli- ARE 5410YIN AT 15 DEGREES LEFT OF THE 0-DEGREE REF. ERENCE AND 35 DEGREES LEFT OF THE 0-DEGREE REF able ground:spee&, ftom -50 to +390. knots, and ERENCE AT &RANGE OF APPROKImATELY /3 NAUTICAL NILES. left and right drift ,angles, up to 90 degrees, Over all

THE RAPID CHANGE FROM BRIOHT TO DARK AT THE 0DEGREE reflective surfaces, The groundspeed and dr angle REF ERENC,E POSITION INDICATES EXTREME. TURBULENCE, IN outputs are then fed to the navigation computer THE AREA AROUND THE CONTOUR OF THE BLACK HOLE. T.HE RAIN GRADIENTS AT 15 DEGREES LEFT OF eENTER ARE NOT AN/AYN-1 for computation of present position. STEEP TURBULENCE MAY EXIST AT THIS POSITION. BUT IT , S NOT AS EXTREME AS AT THE 0-DEGREE POSITION s 5640 Cn n The Doppler sensor group is operated from the' Doppler Switch panel (figure 12-8). The set will de- Figure 12-5. Weather interpretation (CTR) tect any loss of Thippler signal andsend an input to position. the- navigation computer._ The navigation computer will then use the last reliable-wind solution from the Doppler sensor group, use true airspeed and heading inputs to solve groundspeed and track,and furnish IAERORY LHAT groundspeed and drift angle memory signaLs to the Doppler sensor group until the Doppler signal re- LANO ON INCR. LEFT turns. The Doppler sensor and the Doppler compart- m6t blower are powered by the No. 1 AC primary DECR. RIGHT DOPPLER SEA bus. The sensor group circuit breaker is marked RDR OH, and the compartmentblOwer is marked COMPT BLO OC. Both circuit breakers are on the copilot's circuit breaker panel, under the general dop- Fit,rure 12-6-Doppler controls headings DOPPLER and NO. 1 AC PRI. The _AN/APN-175V1-1. pler sensoi also receives 26 volt AC power from the radio auto transformer.

DOPPLER SENSOR GROUP HOVER INDICATOR The Doppler sensor group operates. at a fre- The hover indicator (figure 12-7) in D mode dis- quencY of 13325 MHz through an altitude rangeof. plays information developed by the Dopplernaviea- 15 to 30,MO feet. The group consi*ts of a receiver- don set, AN/APN-175(V)-1. In D mode, thehori- transmitter, a frequency tracker, an antenna, and a zontal pointer and scale, are not usellAt ground Control panel. A blower is provided to cool the oper- speeds in excess of ,23 ± 5 knots, the horizontal bar ating components and to eliminate fumes in the. .is bottomed. At' ground speeds Jess' than 23 ±5 Dppler compartment. The transistorized receiVer- knots, the horizontal bar indic4es'ground speed 11) transmitter produces a freqitency.-modulated signal 5-knot increments and shows whether the direction

12-5 /

WARNING FLAG INDICATES vERTrCAL POINTER A.AfCS INOPERATIVE A MONITORS ALTITUDE CHANNEL C UNUSABLE CROSS TRACK ERBOR C NOT USED D.DOPPL ER IN mENORY OR D uP ASCENT DOWN DESCENT MALFUNCTIONING 1

ERT CAL POINTER SCALB A EACH NCREMENTCTERRE4NTS . OF FULL scp.e DEFLECT .0N, T- HORIZONTAL BAR NOT JSED 0 EACH NC RE N RLPRESENTS A MONITORS PITCH CHAN41. C NOT USEO K 0-GROUND SPEED, UP.Aft, °OWN. FORWARD, AT GROUND SPEEDS LESS THAN 23 t K TS EIAO BOTTOMED AT GROUND SPEEDS IN EXCESS OF $ 5 KIS.

VERTICAL BAR AleuNITORS ROLL CHANNEL C SHOwS COMPUTED CROSS HORIZONTAb 4s.R SCALE TRACK ERROR A - EACH INCtIEMENT REPRESENTS D SHOWS DIRECTION AND 25; Of FIJLL SCALE RATE OF DRIFT T"- DEFLECTION GROUND STE EDS LESS C .140T USED THAN 2 3 t K TS EAcm INCREMENT REPRESENTS ,NOPERT vE AND BAR 5 KTS UP TO A MAXIMUM OF 20 K TS CENTERED AT GROUND SPE EDS N EXCESS OF 23 a. S *TS

mom SELECTOR KNOB A AFCS hIORIZONTAL PVINTER C NAVIGATION COMPUTOR AN ATN-I A - MONITORS YAm CHNINEL D - DOPPLER NAVIGAT ON YET AN APN.175(VII C NOT USED 0 NOT USED 'T/ERTICAL BAR SCALE EACH INCREMENT REPRESENTS.25Ti OF FULL SCALE DEFEECTION C EACH NCREMENT '0 1ST DIVISION mARK IS5 MILES HORIZONTAL POINTER SCALE 2ND DIVISION mARK i$ I 0 mIL ES ' 3RD DIVISION mARK IS 2 0 MILES A EACH INCREMENT JTH DIVISION MARK IS 0 MILES REPRESENKS 255 Of PULL ECH NCREmENT .-. SCALE DEFLECTION REPRESENTS 5 K TS UP C NOT USEO TO A MAX MOM OF 20 K TS D NOT USED 534412,CD

Figure 12-7. - Hover indicator. 1 12-6

A RECEIVER-T RANSMIT TER FREQUENCY TRACK ER CV. 11 45/APN. INV) RT.S311111.1; APN- I /SIV)- AND MOUNTING UT .36111/APN. 17S(V) AND LIOLIN T ING AIT WOO *PN. INV)

DOPPLER N sDiR CONTROt. CMC334.

1 170

-being traveled is -either forward or aft., If the hori- memory light. The i)anel is located on the center zontal bar is' above Ihe centerline, the aircraft is console aft of the navigation computer controller. moving aft: if the bar is below the center, the air- The POWER switch, with, inarked positions OFF, craft_ is moving forward. Each increment of the hori- STBY, and ON, will .remove power in the OFF posi- zontal har scale-represents 5 knots up to amaximum tion. The STBY position permits the sensor group to of20 knots. At groimd peeds in excess of 2.3 warm tip and to bewheld in a standby status. The ON knots, the vertical bar remains-centered. At ground_ position places the sensor -group in operation. The speeds less than 2:3 ± 5 knots, the vertical bar will G/S (ground speed) switch, with marked positions show lateral drift and rate of drift. 'Each increment INCR (increase) and DECR (decrease), is used only of the vertical bar scale represents 5 knots up to a for test. The memory light is on during, a loss of maxinmm of 20 knots. The vertical pointer above,its doppler signal: The memory light is also on when the centerline shows ascent and below descent. Each POWER switch is in- the STBY position. The DR. increment of the vertical pointer -scale represents (drift) switch, with the marked positions LEFT and 125-feet-per-minute up to a 500-foot-per-minute RIGHT, i.su.sed ,only for preflight anete.st.-,,The moinium. LAND-SEA switch is used in the LAND position over land and in the SEA piosition over water.When DOPPLER 'CONTROL PANEL the Beaufort sea state is 3 or greater, more accurate The doppler control panel, marked DOPPLER, doppler sensing is obtained with the LAND-SEA (figure 12-8) consists of fourtoggle switches and a -switch 'in the LAND position.

,DOPPLER RADAR SYSTEM COMPONENTS LEADING PARTICULARS tx COMPONENT FUNCTION

Receiser-transinitter Transmits FM/CW signals of 13,:325 _± 25 megahertz, and receives doppler spectra from outputs of antenna forward and aft mixers. Pro- vides IF amplification of spectra for application to frequency tracker.

Nlotinfing \Secures receiver-transmitter to electronicsmounting rack in ldwer fuselage.

thteima Assembly Radiates transmitted frequency of 13,325 -±megahertz and receives doppler spectra. Extracts modulation side bands from .earth reflected beaw for application to receiver-transmitter IF amplifiers.

FrequencyTracker Produces frequency equal to .center fregencv of summed forward and aft doppler spectra, And provicks error voltages to align antenna assembly with helicopter ground track. Also providesVh,V,,, V and flag outputs to pilot'sand copilot's AFCS indicators and to AFCS amplifier dnring e!oupler operation. Also appliesground speed 'analog and memory flag signals to COMPUTER/,NAVsystem.

NIonliting Secures frequency tracker to electronics mounting rackin lower fuselage.

Doppler Radar Contiol Provides switches and -cOntrolsfor operation and testing of 'DOPP/ NAV system.

12-8 /7/ ASSOCIATED EQUIPMENT COMPONENTS . 1

COMPONTENT FUNCTION

Navigational Computer 'Receives ground speed analog data from frequencytracker, and drift angle data from antenna unit. .

Drift Angle Repeater ,Converts antenna drift position to drift angle voltage. ^

Attitude Heading Reference Stabilizes antenna horizontally with terrain. System Displacement Gyro

Pilot's and Copilot's Display velocity heading, velocity drift, and verticalvelocity (V, Vd, AFCS Indicators and V,) when' in D mode.

DOPPLER PREFLIGHT , Observe ground speed lock,on and memory light 1: Doppler POWER Switch (Doppler*Control goes out in a maximum of 30seconds. Preflight ccim- Panel) - STBY. plete. 2. ON-STBY-OFF Switch (AN/ AYN-1 Navi- 8. ON-STBY-OF Switch (AN/AYN-1 Navi- gation Computer Controller) - STBY THENON. gation Computer'Controller) - ASREQUIRED.

SENSOR-Rotary SWit-ch (AN/ AYN-1Navi- , 9. Doppler .POWER Switch (DopplerControl _ gatiou Computer Controller.), - DOPP. Panel) - STANDBY.

4. -INSERT/ DISPLAY Key (NavigationCom- puter Contrail. Keyboard) - DISPLAY . DOPPLER SENSOR OPERATION To turn sensor on:

(Navigation Computer ,n 5. E4IGS-TR Key Panel) - Controller Keyboard) - GS-TR. 1. POWER Switch (Doppler Control STBY, 6. DR. Switch (Doppler Control Panel) - AS REQUIRED. 2. POWER Switch (After 1-Mifiute Warmup in STBY) - ON.. , Obscrye,the heading of the helicopter on RMI or standby coMpass. Check antenna travel by turning . . the antenna 90 left or right of 'the centerline ofthe CAUTION helicopter by holding the)DR switch left or right approximately 15 seconds. Full antenna deflection can Place the doppler power switch inSTBY just before be detected by observing the bottom register of the landing on the Water. navigation cOmputer display. .7. ON-STBY-OFF Switch (Doppler Control 3. LAND-SEASwitch(DopplerControl Panel)- ON, Panel) - AS REQUIRED.

12-9 2 2,

,SELF-QUIZ # 12

_quiz, jhinking that this PLEASE NOTE:. Many students study ONLYthe se1f-quiizes mid pamphlet review End-of-Course Test is based on the will be enough to pass the End-of-CourseTest. THIS IS NOT.TRUE. The stated course objectives. To pass the EOCT, you muststudy all the course,material.

1. At an altitude oF 200 to1,000 feet, die 5. The Doppler antenna is accuracy of the radaraltimeter is on the of indicated altitude. A. bottom of the pylon A. 3 ft. + 2% 13. ± 3 ft.- 2% B. bottom of the fuselage C. right side of the fuselage C. '7 ft: + 2% D. 7 ft. - 2% D. left side of the fuselage 4 will pro- 2. The radar altimeter warning system radar frequency duce a 1,000-Hz steady tone when the 6. One function of the Doppler trackr is. to A. aircraft is at 200 ft. B. altimeter isunreliable 13,325 ± C. aircraft is at 50 ft. A. radiate transmitted frequency of D. RAWS system isfii-st turned on 25 megahertz B. receive ground'speed analog dataarid drift 3. What is the apprimate warm-up time delay angle data ,C.receive Doppler spectra fromoiltpnts of for the AN/APN-195 radar set? antenna forward mixers the COW A. 30 seconds D. apply memory flag signals to B. 90 seconds PUTER/NAV system C. 2 minutes D. 4 minutes will show .lat- . 7 The hover indimtor vertical bar 4. The range switch in theazimuth-range in- -.eral drift and rate of drift atMAXIMUM groiind side of the indi- speeds of knots7 dicator is located in the . cator. A. upper right A. 2.1 3 B. upper left B. 23± 5 C. lower right C. 25-± 3 D. lower left D. 2,5-2.7: 5

1. I 73 I.

. . ANSWERS TO SELF-QVIZ

Following'are.the correct answers and references to the textpa es which cover eas..1v question and correct answer. To he sure you understand.the answers to those questio s,you missed. Yon should restudy the refer- cliced'prrtions of tht text. sz,

QUESTION ANSWER REF.

1 12-1 2 12-2 D 12-2 4 A , 12-3- 5 B 12-8 6 12-7 7 B 12-6

z 12-12

N . I 7V

AVIONICSMAN'S DUTIES, - 4

'Reading Assignment: . Pages 13-1 through 13-6. OBJECTIVES ot.

To successfully complete this assignment, You must study the text and masterthe following objectives:

1.Describe the procedures for establishing and maintaining airborne communications.

2. Explain the radio frequency procedures used to establish contactwith a surface or air unit.,

.1,SMiimarize the procedures for sending aircraft message reports.

-I.Describe the aircraft communications equipinei# used in aircraft,small boats, and sea going vessels. .

AIRCRAFT COMMUNICATIONS IN Aircraft in flight must establish communication ACCORDANCE WITH COMMUNICATIONS contact with an aeronautical station atleast every 30 NO. MANUAL (CG-233) minutes. If an aeronautical station loses contactwith an aircraft, the stationreestablishes communication with the aircraft directly or through another station ESTABLISHING COMMUNICATIONS or rnitiates an alert. (An)communications with an .kircraft normally establish communication on a aircraft will begin a new 30-minute period for mak- prearranged fre(piency With their aeronautical station ing an "operations normal" report.) When operating minutes after takeoff. The aeronauti,:al sta- nnder the conditions specified below,, aircrafi tioii so contacted will then be responsiblefor the radio flight are specifically exeMpted fromestablishing guard of the aircraft until it returns or until another communication contact with an aeronautical station. station has established communications with the aircraft and has assumed radio guard responsibility. 1. When the pilot in command is maintaining communications with ATC facilities, he makesthe NOTE requiredposition rep"Orts to the ARTC OR OATC with which he holds, communication contact.He An aeronautical station is a land station in the aero-, shouldshifthiscommunication ' guardtothe nautical mobile serVice which includes a communi- appropriate ATC facility. cation/radio station with an air-ground position. In iertain instances am aeronautical station maybe placed on board a ship. 2.* When the pilot in command is maintaining communicatioi# withinon-scene commander IN FLIGHT COMMUNICATIONS (OCS) in conjunction with a mission, thepilot makes Operations permitting, all Coast Guard ',aircraft the rewired position reports to the_OSC. An aircraft vill guard the emergency frequencies. 121:Fr, 06.8,,engaged in a SAR mission and reporthiq to an on- scene- commander shouldshift its communication 4 ail24.f ,MHz. Appropriate VHF/ UHF..frequirie- 4144%. guard from the aeronautiCal station to the OSC until is are 4.*(1 for allnorinal-communicatioa,and use 0 -121.5. 156,$ and 243.0 MHz isrestritathrper released from the SAR mission for returnto-base. In in geney commlinirationsor circumst eswhere flight. SAR gommunications are conducted other frequencies will not Suffice. accordance Irtriih section 1830; CG-233. 11.

13-1

91, 3. When the prdper authority has instructed a: aircraft may use any aeronautical mobile (R) the pilot in ,command to maintain radio silence, the band frequency for communications with 'aeronau- requirement for communication contact with an tical stations.regularly serving the routes,or areas to Ironautical cadio station is Waived. In any case of which these frequencies are allotted. In certain areas cdntemplated radio silence, the radio station is so Aeronautical Radio Incorporated (ARINC) uperates advised and radii) contact reestablished as soon as the ICAO aeronautical stations. In ,theie areas, air- practicable thereafter. craft should make every effort to use government facilities rather than those of ARINC, provided' gov- control._ As a general rule, the primary channel-for opera- ernment facilities can serve the air traffic requirements. ,tion communications between the operational commander and his aircraft is through Coast Guard facilities. Relay through the facilities of other agencies Call Signs is authorizej when operationally necessary. Call signs for aircraft wilrbe in,accordance with I- ACP 125 and its supplements for voiceand .USN Suppl-1 to ACP 110 for CW. For training, logistic Contaci Frequencies flights, and peacetiine operational missions, use the, UHF air/surface frequencies are used to the full- international call signs. Use the entire aircraft num- est extent possible for short range communications. ber in forming the call sign. After the initial call-up. .Aircraft may use Coast Guard VHF/FM maritime the voice call sign may be abbreviated. Examples of mobile frequencies when operating with Coast international call signs are shown below: Guard small boats or group commanders. HF air/ surface frequencies are used when line-df-sight com- Aircraft Voice Call Sign C Call Si munications are not possible. Air station operation/ communication centers can be contacted on one or HU-65A Coast Guarj 1242Not p the ofher of the Coast Guard UHF common fre- 1242 cable quencies :381.8 or 383.9 MHz during hours of air sta- HC-130B Coast Guard 1340NC 1340 \ tion operations. In addition to the aboYe UHF fre-- 1340 quencies, air stations can be contacted daing times ,HH-3F Coast Guard Cop-Not appli- of operation on the appropriate HF air/surface fre- 1469 ter 1469' cable quencies listed under cirtuits El or E2 in cc-233-1. When re ,HF air/surface frequencies can be All aircraft on search and rescue missions will in- remoted?Cffi'rtriceair station operations center. Coast sert the word "RESCUE" in the calls gn after Cnard air traffic cvntrol towers guard 'the frequen- COAST GUARD when using voice procedure; cieslistedunder circuitE5 in CG-233-1. The frequencies actually guarded by a particular air sta- PROCEDURE FOR CALLING SHORE ti )ri may be determined by referring to the DOD STATIONS FlightInformationPublication Enroute Supple- Aircraft and units afloat may call aeronautical ments. stations or shore facilities lw using the station or field name followed 1w AIR. TOWER. RADIO. When an aircraft is communicating with. a dis- COMSTA. or,other, appropriate voice procedures. trict radio station that is maintaining radio guard for an air station, the frequencies used arethose from Examples: 'KODIAK AIR - ELIZABETH CITY circuits El, E2, and11.2 in CG-233-1 which are ap- TOWER - MIAMI RADIO - HONOLULU propriate. In such cases, the district radio station is COMSTA called by its own radio call sign and not that of the air station. Traffic so passed to a radio station for. AIRCRAFT' MESSAGE REPORT delivery to an air station will contain proper routing General instructions in the transmission instructions. Types of aircraft message reports;

Comfiumications required for Oceanic Air Traf- I. Departure fic C6ntrol (OATC) clearance normally will he 2. Arrival conducted between aircraft and the ICAO aeronau- 3, Weather tical station serving the oceanic area control center 4. Rendezvous with ship on the voice or CW frequenciesprovided for this 5. SITREP purpose. 6. Prospective flight notices

13-2 1.4 ) ,to 17(.0

7. Remaining overnight 2. Training flights which involve a remaining 8. Accident overnight report ,(RON).' 9. Ferry movement 0. PojlAltion report's 3. Training flights where stops are made and 11. Fisheries patrol reports the locations and/or circumstances indicate that the' district commander should be informed.

Aircraft message reports may be-via the 'following Examples: communication. services: / AIRCRAFT MOVEMENT a. Coast Guard b. Navy 0 181328Z AUG,80 c. Air Force FM COGARD AIRSTA NEW ORLEANS LA d. Army TO COGARD AIRSTA MIAMI FL e. Federal Aviation Administration INFO CCGD EIGHT NEW ORLEANS LA f. ICAO BT g. Commercial' yNCLAS AIRCRAFT MOVEMENT Atr traffic control communications will be hand- 1. HH-3F CG 1433 LCDR CARTER NEW OR- led in accordance with proc dures set forth by the LEANS FOR MIAMI. FAA and ICAO where applicable. 2. ETA 2250Z BT Procedure Normally aircraft movement message reports are LOGISTICS sent IMMEDIATE precedence "(0) to actionad- dressees. Reports to information addressees, in most 0 200249Z AUG 80 cases, may be sent with a lowerprecedence. FM COGARD ONE FOUR THREE THREE TO COGARD AIRSTA NEW ORLEANS LA Responsibility For Filing INFO adD EIGHT NEW ORLEANS LA, Responsibility for filing departure and arrival re- COGARD AIRSTA HOUSTON TX ports rests solely wiih the pilot incommand, except BT when the point Of departure or aiiival is a unit under UNCLAS Coast Guard jurisdiction. In this case the responsi- HOUSTON LOGISTICS bility rests with the commanding officer of the unit. 1. HH-3F CG 1433 LCDR ANGUS HOUSTON In the latter event, the pilot in command ensures FOR NEW ORLEANS 0244Z. that the commanding officer of such' ship or station 2. ETA 0705Z is properly notified as to the movement,departure, :3. RADM STARBOARD PLUS TWO or arrival. 4. REQUEST TRANSPORTATION BT Departure Reports On certain flights, message reports are required TRAINING to keep appropriate commands informedof the type and Coast Guard numberq,,the aircraft, pilot's 0 031433Z SEP 80, name, names and titles of passengersof high rank, FM COGARD AIRSTA NEW ORLEANS LA point of departure, destination, ETA, and natureof TO USCGC PREVELANT mission. The pilot in coMmand files messages giving INFO CCGD EIGHT NEW ORLEANS LA pertinent information concerning these flights in ac- BT - cordance with existing area and districf directives. UNCLAS SAREX USCGC PREVELANT When flights are made oiitside the home district, A.- CCGD EIGHT 020905Z SEP 80 district commanders (and other appropriate corn- 1. HH-3F CG 1433 LT LOCKNESS DEPT inands) concerned are included as informationad- 1401Z. dressees. Flights of this type are: 2. ETAUSCGC PREVELANT, POSIT 30-51N 91-12W 1452Z. 1. Operational flights (except ferry). DT ti1:3-3 7 7

Arrival Reports Example Format: ,After completing a flight on which a departure report ,was sent, an aircraft or unit will make an . SITREP arrival report. It should be addressed to the control- hug Coast Guard activity and the addressees of the 0 150147Z SEP 80 / departure message. FM COGARD ONE FOUR THREE THREE TO NEW ORLEANS SARCOORD NEW OR- Weather Reports LEANS LA Aircraft make weather reports as directed by the INFO COGARD AIRSTA NEW ORLEANS LA officer authorizing the flight. When the officer order- BT ing the flight so directs, or authorizes, position reports UNCLAS , . and weather reports may be combined in one report. SITREP TWO F/V DRIFTER OVERDUE 1. SITUATION: Rendezvous With A Coast Guard Or Navy Ship A. 0105Z HH-3F CG 143.3 ON SCENE Before departing from a shore station or as soon B. WEATHER CAVU SEAS 3 TO 5 WIND thereafter as practicable, an airtraft senas a message 240/ 12 to the ship of destination as follows: 2. ACTION: A. CONDUCTING SHORE LINE SEARCH Action addressee: PT. CHEVREUIL TO NORTH PT. 3. PLANS: 1. Ship of destination A. PLAN SEARCH OF POINT AU FAR IS- LAND ON RETURN NEW ORLEANS Information addressees: 4. RECOMMENDATIONS: A. REQUEST HARBOR CHECK OF 1.District Commander WEEKS BAY BY LOCAL AUTHORITIES 5. CASE PENDS: 2. Other activities assisting in the operation BT

3. Appropriate addressees "S4R Coordinators assign the CASE STATUS. CASE CLOSED can only be sent by the SAR Coor- - Contents: dinator.

1. Model designatiOl n and Coast Guard num- 13er of aircraft Prospective Flight Notices sProspective flight notices are sent only when it is Aircraft commander's name and rank necessary to make prior arrangements, request special services, or inform aeronautical stations of fre- 3. Estimated time of departure quency plan and/or aircraft calls. Prospectiveflight reports carry precedence and classification accord- 4. Estimated time of arrival at ship. ing to the requirements.

5. True airspeed and altitude RON Reports Remaining overnight (RON) reports may be filed 6. Aircraft/ shi`p calling frequency as atadditional group of the contents of an arrived report. Include only the Abbreviation RON. 7. Special requests, such' as for weather Accident Reports (Vibrations Normal Report The U.S. Coast-Guard Safety Manual (CG-405) Aircraft in flight make communication contact contains instructions for mesiage 'reports of aircraft with an aeronautical stationatleast every 30 or ground accidents and for preliminary reportsof minutes. aircraft accidents.

Situation Reports (SITREP) Ferry Movement Repprti The operational commander specifies the form, These reports are sent in accordance with the Air content, and requirements-for situation reports. Operations Manual, CG-233.

13-4 11 II 78-

TYPNAL RARIO COMMIJNICATIONS. 1. RADIO LOG: An 'official record of signals APPLICABLE TO TIIE,HH-3F transmitted and received by a radio-equipped unit. 2. COMPLETE RADIO. LOG: A complete Before flight, an aircraft normally makes an ini- and continuous record of all signals transmitted and tial radio communications check on HF (high fre- received. - , quency) equipment with the aeronautical station responsible for the aircraft radio guard. At this time, 3. ABBREVIATED RADIO LOG: A com- the aeronautical station provides the aircraft with plete record of all transmitted and received signals the correct time of day and the quality of the air- that pertain to the unit such as incoming messages, craft HF transmission. Primary and secondary fre- weather, radio checks, etc. quencies to be used during the flight are passed to the aircraft at this time also. Radio logs provide a record of radio transmissions and receptions to aid units in recounting past actions. -All radio transmissions pertainng to a unit's NOTE operations should be logged. However, keeping radio logs aboard some type of Coast Guard units is im- The secondary frequency assigned is used if commw- practical; such logs may be inaccurate or incomplete nications between the aircraft and the aeronautical and thus of questionable benefit. Tape recordings of station are lost at any time during the flight. radio circuits are considered to be a substitute for a written log.

Any difficulty in obtaining this initial contact Radio logs are not required on HH-3F airCilaft with the aeronautical station should be brought to except When the aircraft are serving as "on-scene- the attention of the aircraft commander immedi- commanders." When serving in this capacity, an ately for possible corrective action before flight. abbreviated radio log will be maintained. A typical abbreviated radio log includes the fol- After takeoff, the aircraft passes the airborne time to the aeronautic-al station, along with the num- lowing: ber of persons on board (POB) and the purpose or 1. Aircraft model and number. destination of the flight. 2. Aircraft crew list. At the nearest quarter hour, the aircraft passes a "flight operations" report to the aeronautical station. 3. Date. This report informs the aeronautical station of in-, 4. Complete record of messages sent and flight aircraft and aeronautical station. At the next received. quarter hour, the aircraft gives a position report along with the "flight operations" report. From this 5. Time of each entry. (GMT or locallie time until the end of the flight, a "flight operations" may be used) report is given every 15 minutes along with. a posi- 6. Transmission frequency. tion report every 30 minutes. 7. Rate and signature of person keepinglOg. Before securing at the end of the flight, the aircraft must inform the aeronautical station of flight A new log book page will be used for each flight. termination. The aeronautical station then termi- Nil entries will be made in ink. Errors will be cor- nates radio guard with the aircraft without further rected by drawing a straight line through the entry effort to contact the aircraft. and initialing the error. The completeness of coverage and degree of ,COMMUNICATION LOGS radio log detail will vary with the type of unit, availability of personnel, and the type of information passing through the unit. The ultimate decisions as Three significant terms used in this discussion are to the completeness of the abbreviatedradio log defined- beloW: rests with the commanding officer.

13-5 SAMPLE ABBREVIATED LOG

CDR TIFFT HH-3F 1433 AEI FLINT ATI 'AARGN LT BUMPS I JAN 1981 LOCAL TRAINING / 1602Z NEW ORLEANS COMSTA TI 1433 RDO CK/LOUD AND CLR 5696 09 NO TI 33 ABNE 08 LOCAL TRAINING/R PRI 56 SEC 89 5696 :30 NO TI 33 OPS NORM/R 5696 1701Z NO TI 33 OPS NORM POSIT SLIDELL/R 5696 29 NO TI 33 OPS NORM/R 5696 37 NO TI 33 LANDING NEW ORLEANS IN 5/R 5696 1805Z 5696 NO TI 33 ON DECK SECURING/R . 18017 (CHOX) 2.0 T.F.T (total flight time)

ATI ARRON (signature)

141($ I)

13-6 110

7SELF-QUIZ # 13,

PLEASE NOTE: Many students study ONLY the self-quizzesand pamphlet review quiz, thinking that this will be enough to pass the End-of-Course Test. THIS IS NOTTRUE. The End-of-Course Test is based on the stated course objectives. To pass the EOCT, you must study all the coursematerial.

1. After takeoff, aircraft should contact their 5. Aircraft movement message reports are nor- aeronautical station within minutes. mallysenttoactionaddresseeswitha/an precedence.

A. 1 B. 2 A. URGENT C. 3 B. ROUTINE D. 5 C. PRIORITY D. IMMEDIATE 2. What is one of the emergency communications frequencies? 6. When an aircraft is sending a message report A. 121.5 MHz for rendezvous with a ship, what is contained inthe B. 218.2 MHz message? C. 256.0 MHz D. 381.8 MHz 1. True airspeed 3. When an aircraft is maintaining communica- 2. Estimated time of departure tions, with an on-scene-commander (OSC), the air- 3. Estimated time of arrival craftmakestherequiredpositionreportsto 4. Number of persons on board 5. Estimated time on scene ,

A. the'station to which the aircraft is attached A.1, 2, and 4 only B. the on-scene-commander B. 1, 3, and 5 only C. anY unit with which contact can be esta- C.1, 2, and 3 only blished D. 2, 3, 4. and 5 D. the aeronautical station with which the aircraft is maintaining communications 7. When an aircraft is serving as an "on-scene- 4. The frequencies actually guarded by a particu- commander," what type of radio log should you lar air station may be determined by referring to maintain?

A. ACP-125 A. Coded B. CG-233-1 B. Formal C. the USN/ACP 110 SUPPLEMENT-1 C. Complete D. the DOD Flight Enroute-Supplemget D. Abbreviated . ANSWERS TO SELF-QUIZ# 13'

Following are the correct answers and references to the text pages which covereach question and correct answer. To be sure you understand the answers to those questions you missed, you should restudy the referenced portions of the text.

QUESTION ANSWER REF.

1 13-1 2 A 13-1 3 13-1 4 1:3-2 5 1:3-3 6 13-4 7 1:3-6

13-8 DEPARTMENT OF TRANSPORTATION U. S. Coast Guard Institute US. Coast Guard (11/80) PAMPHLET NO. 657 This pamphlet contains original materialdeveloped at the Coast Guard Institute and also excerptsfrom:

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

HH-3F Maintenance Manual T.O. 1H-3(H)F-2-2

1211FORTANT NOTE: In November, 1980, theinformation contained in this pamphlet was currentaccording to the latest updates of those Directives/Publicationslisted. This pamphlet was compiled for training ONLY. It should NOT beused in lieu of official Directives- or publications. It is always YOUR responsibility tokeep abreast of the latest professional information availablefor your rate.

The personnel responsible forthe latest review and update of the material in this componentduring November 1980 are:

ATCS B. L Ely (Subject Matter Specialist)

Darla Burns (Education Specialist)

YN1 N. J. Spencer (Typographer)

YN1 M. P. Wehrly (Typist)

Questions about the text should beaddressed to xour SOject MatterSpecialist...

2 u 1,1 !eV HH-3F FLIGHT PREP

TABLE OF CONTiNTS

PAGE

FLIGHT PREPARATION 1

EMERGENCY PROCEDURES AND EQUIPMENT 9

HOISTING, RESCUE PLATFORM, ANDCARGO. SLING PROCEDURES 29

KIGH-INTENSITY SEARCHLIGHT SYSTEM as"

INTRODUCTION

Thispamphlet is designed toAcquAint you with the procedures read used in preparingfof ,aSAR mission and other flights. As you the material, you should memorize some of the items. These items are pointed out In the pamphlet.

Hoistingprocedures andterminology have been covered in,detail. Also coveredare procedures for piling the rescue platform, the cargoqp sling, and the highintensity searchlight.

When you complete this pamphlet, youshouldbe'prepared"foryour flight syllabus. You Mlould also have theinformationneededto become a competent SAR mission qualified aircrewmember.

NOTICE TO STUDENT

This pamphlet comains lesson quizzes.Correct answers and text referencesare printed in the right-hand column of eachquiz page. Cover the answers in the right-hand column. After you answer thequestions, remove the cover to check your answer with theprinted answer. Try to answer thequestions in each quiz before looking back at the text.

iii

2u;2 it6

FLIGHT- PREPARATION

OBJEcryns When you complete, this section, you will be able to:

1. Summarize the crew assignments on the 101-3F. 2. Explain the dutiesrequirea of an HH-.3F SAR aircrewman in prep aration for a flight. 3. Describe the 1111-3F SAR aircrews=inspection. 4. Outline a complete passenger briefing.

- a. Engine and transmission&ages NORMAL CREW ASSIGNMENTS - check fornormal indication. breaker Although the helicoptercan*4 safely flown b. Cockpit overhead circuit by i crew of only twopilots, the minimum crew (panels- checkfor popped 'circuit under normal conditions willconsist of a pilot, breakers. and avionicSman. gopilot, flight mechanic, c. AUX servo broom closet-check for tleaks and for securityof servo untt, CREW DUTIES control rods and mixing unit. for cl. Helicopter exterior- check Flight Mechanic leaka, loose cowling, andfor se- The duties of the flightmechanic normally curity oflong wireantetinas. the following: includebut are not limited to e. Deckfittingsand outboard deck for evidence of 1. Routine mechanic dutiessuch as ser- Icehanazls- check vicing andfmaintenancewhen away from deck drain home base. f. Engine and transmission the cabin. 2, 94)er/r1sing all activities in lines - check for leaks. and,out- 3. Operating the rescue hoistand platform. g. Airframe fuel filter inlets lets - check for leaks. Supervising cargo loading andoff-loading, 4. Radio rack - check foroverheating. Operating the manualfuel dump valves h. 5. for leaks. and actuating theauxiliary flotation 1. Heater fuel control - check equipment as directed. General cabin area - checkfor leaks 6. Searching, and security of equipment. Advise pilot to cross checkcom- 7, Performing the duties of theavionics- k. man, as required,when one is not as- passes 'and Check fuelquantity. signed. 9. Removelandinggearpins during Conduct safety checkafter takeoff and preflight. 8. conducting a even% 36 minutes. Prior to Avionicsman safety check' the flightmechanic shall either close the cargodoor, or, with the responsibilities of theavion- , The duties and seatintheforward locked position, icsman include but arenot limited to thefollowing: swivel the seat inboard beforereleasing and naviga- This check in- 1. Operating all communication the shoulder harness. his position. cludes but is not limited to thefollowing ,tion equipment at logs, records, and iterhs: 2. Maintaining' in-flight navigation plots isrequired.

2 9 3 1 81

3. Searching. with belt fastened except whensnecessary to move about or when the pilot has granted permission. 4. Maintaining hover position when directed Whenever either the cargo door or ramp is open in through use of the hover trim, stick. flight, all-persons not strapped in a seat must be 5. Ass feting the flight mechanic as requi red. securely fastened in a crewmember's safety harness. Secure the cargo door safety strap across 6. Cperating the hoist as required. the door opening whenever the door is open in flight except when operational necessity dictates CREW BRIEFING GUII?E otherwise, such as during, hoist or platform operations. . The following briefing guides assist the pilot in conducting briefings, as applicable to the type ICS Coordination of mission assigned. The aircrewmember should be familiar with these briefing guides. A crewmember must Inform the pilot before disconnecting from the-ICS. 1. Mission requirements. MISCELLANEOUS EQUIPMENT 2, Flight plan. We have already discussed sorne of the crew 3. Fuel load. duties concerning safety belts. In the following 4. Emergericysurvival equiprrient. paragraphs, we will expand ori these duties and discuss the equipment, includingpassenger seats, 5. Weather. in more detail. 6. Crew duties andreeponsibilitieri Passenger Seats' CREW COORDINATION k, Passenger seats (figure 1equipped with seat Safe and efficient operation of the helicopter belts may be installed in abin to accommo- requires precise crew coordination and discipline date six people. The seat stributed evenly, due to the helicopter's peiformanoe capabilities, three on each side. Four se are located between the type and quantity -of equipment instal ed, the the second and third windows and two are between size and location of exits and the cargo a i passen- the third and forth window& Modified helicopters ger*racity of the cabin. are equipped with provisions for 14 additional seats, 9 on the left side and 5 on the right for Safety Belts a total of 20 passenger seats. The seat legs are attaohed to the cargo tiedown studs in the cabin During routine landings and takeoffs floor at the front of the seat assemblies. The when directed, the flight' mechanic and avioni seats are folded by disconnecting the front legs man will be seated with seat belts and harnesse from the floor and secbring the front of the seats fastened and seats facing forward. During flight, against the upper back support with the straps each .crewmember and passenger must be seated provided.

Figure 1. Seats, passenger.

2 NOTE STA FORWARD. airingtearch operations,,when maximum 137 visibility from the cab'14.is nepessary forscanning, the seat b ckl-hlocking windows should be stowed. The' seat , betks .shouldalsobe stowedduring water"operations to permit quick access to the windows in event of an emergency.

4 Crewmember's Safety Harness .

The harness may be attached to any tiedown SEE fitting on the cargo floor or overhead fitting DETAIL A behind the avionicsman's seat. The Sarness is worn 'during hoist operation and/or 'any time the cargo dooris open in flight and, personnel are using this position for other activities. The aircrewmember may attach his safety harness strap to a jumpseat seat belt ring to enable Him to reach the outboard edge of the rescue platform.

Cargo Door Safety Strap

The helicopter is equipped with e; safe-

ty.. strap (figure 2) installed.in the cargo dooropening to restrainpersonnel. The safety strap is a fixed-length, nonadjusta- ble strap. The forward end is permanently attached . to an eyeboltand ring assembly on the cargo doorfbrward frame (station 137). 'The right endof the safety strap has aquick release snap that attaches to a ringand eyeboltassembly on the cargo door rear frame. During loading, or whenever the safetystrap is 'not ,required, it is stowed by attachingthe right end snap to the.ring on the forward door frame. DETAIOA

WARNING. The cargo dtor safety 'strap must be attached wheneverthehelicopteris 'Figure 2.'-Safety strotp, cargo'door.

c=2c:z o u

0 (214iSZ 42 0 <=1

Figure 3. - EXterior inspection.

'3 6 , in motion,'' except when operational to -ensure removal of any protective covers/ cessitydictates Otherwise, wich as , .devicea, and to detect damage or disbrep hoist or platform operations. anciei'which havddeveloped since completion ofthe maintenance, preflight inspection. The inspectionwill include, butis not AIRCRAFT AND EQUIPMENT INSPECTIONS limited to, the folling items: (See figure 5.) PREFLIGHT CHECK Aircraft general - CHECKED.'A qualified aircrewmember will, make a madkaround frispeer tion, .cheCkliriltfor visible fuel and oilleaks, 4 The flight mechanic .will perform an sectwity of insp ction panels and doors, and pre- ' inspection of. the airckaft befere each sence of foreign mmater such as ice, .snow,'and The pilot's preflight will be the flight. frost. final inspectipn before the flight. The .purpbte of tills\ inspection is to visually $ee figure 3 'fbr a typical walkaround inspectthe aircraft-before, the flight, patteim.

PROTECTOR PROTE6'OR (T.20)

P.OTECTOIT CI

PROTECTOR I1.6) PsROTECTOR (1I9) ,

APU INLET SCREEN SHIELO (T.71)

PLUG (T 4) PLUG (T-7). Figure- 4. Protective covers.

" ,c4

WORK AREA DIAGRAM

10.RH FUSELAGE AND HULL I. TAIL ROTOR AND TAIL GEARaox 6.NO, 2 MG ENGtNE COMPARTMENT .7.FORWARD SECTION EXTERIOR AND II.RH 1.1,0IN LANDING GEAR 2. PYLON AND INTERMEDIATE GEAR BOX AND SPONSON 1 TRANSMISSION COMPARTMENT ELECTRONICS COMPARTMENT LH MAIN LANDING GEAR AND SPONSON 12.CABIN AND RAMP 4.MAIN ROTOR I. 13.COCKPIT S.NO.1 (1../.0 ENGINE COMPARTMENT 9.LH FUSELAGE AND NULL

Figure 5. Workarea diagram.

rotor blades 1. Main. and tail 5. Cargodoorsafety strap for gen CHECKED. eral condition. Male landing gear p tREMOVED, . 2. and chocks IN PLACE. / 6. Seatbeltsand seats for general 3. Protective covers and tiedown e condition and security. REMOVED. (See figure quipment SM 4.)

7. SAR mission equipment (check for VARDUNG minimumm quantities andgeneral condition. The transmission workplatform 'and ' latchhandle- can be placed in the stowedposition without positive lock allowing the transmission ing action, 4. Hoist operators gloves platform, to ,open in flight. A visual Cable cutter and flashlight inspectiOn--Vetweenthe aircraft frame b. and workplatform shouldbe made to c. Rescue platform ensure positive locking actionof plat d. Rescue basket form latch tangs. 10 e. Rescue sling

f. Litter INTERIOR INSPECTION '4 g. Boat hook 1. Cargo, seats, miscellaneous equip SAR board equipment',iRCludr/A ment SEFURED. h. ing pyrotechnics. 2. Ramp cables ATTACHED PRIOR TO *Rafts TAKgOFF . J. Crew survival items. 3. All visible control cables. k. Emergencyexits for unob

4. Aircreivrpember's safety harness for structed passage and release handlesfor proper position .condition and personalized adjustment. ing and safety wiring.

2 7 re.

PASSENGER BRIEFING 3. Applicable alerting signals in e- vent of an emergency.

The SARaircrewman must ensure that 4. Action required in case of'ditch- allpassengers embarked receive an adequate ing or crash landing. briefing. Thisbriefingmust encompass at least the folloWing: 5. Emergency exits.

1. Uqe bf parachutes (if carried). 6. Use of other emergency equipment.

2. Use of lite 'jackets (if flight 7. No smoking and seat belt rules. overwater). 8. Movement within the helicopter.

2 a

sv ( REVIEW

In -thia section you have studied material describingthe dti has been ties ofanHN 3F SAR aircrewman. Even when your aircraft preflighted, you should stillgive it a good.visual inspection. be Youwill also have to inspect the rescue equipment that should an the aircraft.

Now that youhave completed this section, you should beable to prepare the aircraft fdrflight. Also you should be able to com plete a SAR aircrewman inspection and a pasaengerbriefing.

'(Now answer 1he folfowing review questions.)

1. Which of the following is/are required D The SAR aircrewman assigned to of a SAR aircrewman? the flight must perform all the duties mentioned (Refer to pages A. Complete the SAR aircrewman's pre flight inspection only 4:5 and 6) B. Complete a passenger briefing only C. Perform the SAR aircrew inspection only D. All of the ahove 2. D There are many items an aircrewman 2. When performing a SAR aircrewmants pre flight Inspection, what should you lookfor? must inspect. Those listed here are 866 of the typical items.: 1. Removal 9f pr9tective covers (Refer to pages 4 and 5) and devices 2. Damageor diacrepancies that have developed since coMple tion of the maintenance pre= flight 3. Positive locking ofplatform latch handles

A. 1 only B. 2 only

C. , 2 and 3 only

D. ' 1, 2, and 3 3. A The boat hook is part of the res Which item is listed under a SAR air 3. cue equipment and is listed under crew inspection? the SAR aircrewman inspection. A. Boat hoOk, (Refer to page 5) B. Life jacket C. Emergency exit D. Fire axe 4. C The cabin doorway on the HH-3F, are working near an 4. When crewmembers is a large opening, and a crew- openhatchwhile airborne, which item(a) must they wear? man could easily, fall out of the aircraft.. (Refer to page 3) A. Seat belt only. B. Shoulder harness only C. Safety harness only D. All of the above

29 EMERGENCY PROCEDURES

OBJECTIVES

When you complete this section, will be able to:

1. Explaintheproceduresused dur 'in-flight emerkency in the HH -3F (fire, auto., ditch, etc

State the locationof theem ency exits on the HH -3F and' their use.

3. Explain correctprocedures uap4during cold weatheropera- tions of the HH -3F.

4. Describethetechniquesuse 4during helicopter operationsin hot weather.

GENERAL CAUTION

Severity Of the fire and actual flight

Pip a SAR aircrewman on the HR-3F, yo conditions (nightor instrument) will will be reqiired to perform emergency du dictate the immediate-procedure to be if the. occasion arises. These are in followed. Itmay be more advisable to tion -toyour regular duties. The foll let the fire buyn, if it is Isolated, :information will acquaint youwith than to secure all-electrical power and emergency duties and situations. lose AFCS and flight instruments before achieving VFR conditions.

AUTOROTATION SMOKE AND FUME ELIMINATION

7 Whenan autorotation is evident during- fire or if fumes are detected flight, youmustmake sure that all loose After a gear is stowed or secured. The-cabin door in- the helicopter open the cargodoor Should. be opened if time permits. Make sure and the pilotos compartment windows that al passengersare briefedand are for the elimination of smoke and/or testsindicatedthese two secureintheirseats. Finally, you must fumes. Flight openings are themost effectivefor smoke be seated and strapped in. Report "all se- - cure" to the pilot. and fume elimination.

WARNING IN-FLIGHT CABIN/COCKPIT FIRE Do notopen the cockpitwindows if the cargo door4is not open. If a cabin Or cockpit fire occurs in flight, you must ensure that all helicopter doorsand windows are closed. The next-step CAUTION is to man': the fire extinguisher, proceed to the scene ofthe fire, and fight the Do not jettison any windows,,the door, search windows while the fire. Keepthe pilot advised of the status or the .left of.the fire and damage'Standby for emergen- helicopter -is in forward flight, to possibility of their being cylanding. (These procedures are general avoid the and might not serve every need.) carried into the rotor blades. , ,

210 v CARBON MONOXIDE CONCENTRATIONS 1 NOTE

Normally no toxic quantities of carbon Thepilot may, at his discretion, open

monoxide gas or othergases are present the rear ramp in flight and have per- , from the engine exhaust. Objectionable odors sonnelbail out through the ramp exit. of, the engine exhaust gases are sometimes However, do not allow more than one encountered in the helicopter during ground person on the ramp at a time, to avoid Piln-up, taxiing, slow speed flight, or sin- a CG problem. Minimum bail out altitude gle-engine flight with one engine in ground should be 1,000 feet above the surface. idle. These odors may be avoided by heading

- the helicopter into the wind and/or %losing the pilot's compartment window and-the cargo 6. Cargo compartment occupants - BAIL door: Opening the cargo door and the pilot's OUT. Cargo compartment occupants compartmentwindows in flight will assist dive downand out of the cargo in, removing objectionable fumes and odors. door exit, arms close to body, and head down. Wait until clear of the helicopter before pulling the cord to avoidfouling the para- WARNING chute. 7. Pilotts compartMent sliding window -- JETTISON. Do not _open the -cockpitwindows if 8. Pilot and copilot - BAIL OUT (The the cargo door is not open. pilot should trim the helicopter for level flight).

BAIL OUT a. Copilot exit throughcargo door.

Bail out is recommended only if it is Pilot may exit through the impossible to make.a safe emergency landing. pilott-s windowor the cargo Bailout is possible either in level flight door, as circumstances dic- or autorotation. tate. If exit is through window, proceed as follows:

(1) Place both feet in seat, WARNING hands on either side of window frame. To avoid contacting sponsons dur- (2) Dive.Noutapd down. - ing bail out, the pilot will limit aircraft speeds to; 140 KNOTS MAX- IMUM POUERED FLIGHT - -125 KNOTS MAXIMUM AUTOROTATIVE. 9. Open parachuie when clear of aircraft.

Bail out procedures are: EMERGENCY WATER LANDING OR DITCHING 1. Airspeed - 70 KNOTS.

2.- Attitude - LEVEL.

Wheels-UP. During an emergencywaterlanding or ditching, you as a crewmember will actuate the flotation bag system when directed by the pilot.- 4. Cargo compartment occupants - ,You may be directed to launch the sea drogue or LERTED. anchor. (See figure 7.) Ifit becomes necessary to abandon the aircraft, the flight mechanic will 5. CArgo door- OPEN (If cargo door direct the evacuation of the cabin and provide the will not open, pull emergency han- raft, and any other gear that might be needed. dle and jettison door). (See figure 8.)

21, /9,5"

.1-41 MINIANI

Figure 7.,*- Anchoring the helicopter.

GROUND LANIDINIG EMERGENcIES and/or envirbnrriental factors (nigh , water), it is imperative that all crew membeØ become fami- A successful landing with the landing gear liarwithnormal/emergencyaircraft escape retracted, or improperly lowered, is not as diffi- routes and the egress procedur4 s. The importance cult to make with a helicopter as with a fixed- of the use of reference poin'cannot be over- wing aircraft. Proper selection of a landing site, stressed. 1 . and care during hovering or touchdown, will per- '1h mit a landing with a minimum of danger to I. Reference Point - Locateand remain personnel and damage to the helicopter. Ifat- V tempts to loWer the landing gear by the alternate ,,,,, calm. , system are unsuccessful, it may be possible tojar the landing gear loose ,by an abrupt increase in 2.- Mike Cord - Oisconnect. collective pitch after a shallow dive.However, since the helicopter has water landingcapabili- 3. Emergency Exits - Locate Emergency "' ties, a water landing may be made if facilities are Release Handles - Pull and Jettison. available.Landings with all wheels retracted, or with any one or any two wheels down, may be 4. Reference Point - Relocate and 1:iold. made by placing soft objects, such as mattresses, under the malfunctioning landing gear (or gears) and the bottom of the fuselage. Ground personnel WA N1NG should place the soft -objects before touchdown and then direct the pilot from a, haver to La - Wait until allbuffeting vertical landing on the objects. stops (recommended 5 - 8 seconds). After aircraft motion has ceased and the rotors have stopped turning, the flight mechanic Water - Take normal breath and will direct the evacuation of the cabin. Discon- wait untit completely immersed nect the battery if time permits. (recommended 5 - 8 seconds).

EMERGENICY EGRESS PROCEDURES 5. Seatbelt Harness - Release. Because of the high probability of spatial 6. Egress-Holding Reference Points, disorientation due to aircraft attitude, damage, exit at right angIes4o the aircraft.

212 Ulf UPI AU folitt.ttg pc mot &&&&& ItItUalll SW Milt Name sotto Ift nerrootty samn tittottena111,' 1 litlikollt I moon Steal! mitts

tees j Pine PIM elm. talus j MIN PK I. Iwo MUNI vie itfol otlitt MINI PPM elltWIPI 1 0

t IPPOI &HUI/Kt "lacy! ISM WV HIP two. motet I Putt wt... lot

1.1 otlyt t *SKIM PitItt *WIPP New Pooltoll Pvt t opopitsuit

OlotiltIOCt alit WWI Wells PI11.1. IMMO DIM MI flu, Kum I 10.1111GM,11111011 C IRMIICIPCV Mho AsIttl I Ott MO MI. OP r I VP PPS. tVell Vigor* - ILeorgency access, crow, andtroop ovacuaiton. PVtat. is Wt. ozom Pt Pllimois Moo 211 lit' 13 /(3 marked EMER EXIT, TURN ,PUSH. Thewindow CARGO COMPARTMENT WINDOWS must then be pushed out. ;Themodified windows (See figures 8 and 9) . may be opened from theoutside by pulling down on the handle below thewindoW marked: EXIT A jettisonable window is located overeach RELEASE PULL DOWN, and pulling thewindow sponson. To open, turnhandle below window, out.

ml IMINGIKY sussurscos .... AND Ism (.2.

MODIFTIM DP IC TIVITY

NILICOPTIOS MODIPISO Sy s c I cous mow s23 As10 CG 440 AND SUSSIOUINI

Figure 9. - Dnergency entrances and exits.

15 Ple

RAMP (See figure 8.) the lights causing them to illuminate. The lights are turned off by placing the switch in. the DISARM position. The emergency exit lights receive power from the DC monitor bus through a circuitbreakeron the pilot's Emergency exit can be accomplished through circuit breakerpanel. The circuit breaker the aft ramp by pulling the handle marked: is marked BIER EXIT LTS ARM under the EMERGENCY EXIT RELEASE HANDLE, on the general headings DC MON. starboard aft wall of the cargo compartment. The ramp may be lowered from the outside by pulling a handle, located below the tail pylon NOTE under a cover beside which is niarked RAMP RELEASE HANDLE PULL. When the handle is pulled and held in the ,down position, tberamp The emergency exit lights will operate hydraulic cylinder moves to the open Position if surmerged in water. and the aft ramp uplocks unlock. With the handle ..held in the down position, the ramp will then 'open by its own weight, permitting entrance to EMERGENCY EQUIPMENT the cargo compartment.

,PORTABLE FIRE EXTINGUISHERS

One hand-operated (m2) fire 'extinguishers (6,. figure 10) is looated in the cockpit on the bulkhead behind the pilot's seat. A second (CO2) fire extinguisher (13, figure 10) is located on the right side EMERGENCY EXIT LIGHTS- above the ramp. The extinguishers are held in plice by a bracket with a tight fitting quick release spring.

The two removable emergency exit FIRST AID KITS lights, installed in the cabin abovy each emergency exit, have a self-contained battery that will cause the light to illuminate whenever DC power to the light is interrupt,, first aid.kit (5, figure 10) is ed. The lights ,may be removed from the mounted in the cockpit, on the bulkhead helicopter in the event of an emergency beAnd the pilot's seat. Five additional evacuationby pulling on the handle", marked kits are installed in the cabin, one on PULL, located at the top of each light. When the left (3, figure 10) and four on the the light is removed, a-switch on the light right side(13, 9, 10, II, figure 10). Each housing is actuated, causing the light to kit is heldin place by a metal frame and operate on battery power. Once the light is supporting clips. removed, it may be turned off by pushing the handle in and turned on again by pulling the handle out. The emergency exit lights are controlledby a switch on the overhead CRASH AXE switch panel. The switeh is marked EMER EXIT LTS, withmarkedpositipns ARM, TEST, and DISARM. Placing the switch in the ARM position arms and provides electrical power to One crash axe (4, figure 10) is in- charge the self-contained battery. The stalled below the step at the cockpit en- lights are testedby moving the switch to trance. The axe is secured by a bracket the TEST position, which interrupts power to and strap.

16 421

This unit hasan operating life of urE RAFTS thirty 430) days, after-actuation by tamer- hai a de- sioninfreah or salt'water and stowage of de- There* areprovisionsfor tectionrangeof 2,000 to 4,000 yards, twoMK-7life, rafts on the aft cargo ramp pending upon exposure and seastate. (1 and 14, figure 10). Special receiving equipment is neces- from an activated PARACHUTE AND LIFE JACKETSTOWAGE saryto -locate signals "pinger". There are provisionsfor the stowage side of twelveQAC parachutes, six on each WATER CONTAINER hang- of the cargo compartment..Twenty-four locatedbelow the aft radio rack ers are Thei-gallondrinking water container stowage of parachute harnessesand life for is locatednext to the relief tube on the The cockpit seats are designed jackets. left side of the forward ramp and'is held parachutes. to accOmmOdate back pack in- placeby two quick disconnect straps (2, figure 10). UNDERWATER ACOUSTIC' LOCATOR BEACON (PINCER) - AUXILIARYFLOTATION SYSTEM Each helicopter has installed aDukane N15F2108 "pinger" onthe left side , Model Theauxiliary flotationsystem (fig- cabinat station 198. This battery of the ure gives thehelicopteradditional underwater acoustic beacon is a 11) ;operated onwaterwith the rotor reliable, impact-resistant, waterac - stabilitywhile highly The system consists of two lightweight unit that will enhance system stopped. tivated, bags, vo compressed air cylin- aircraft in a water en- inflatable locatingcrashed ders, and a manual release:- A bag is located vironment of any depth to20,000 feet.

tuiiGtilC IatHININT 11

I UPI RAPT IMO R 9I11 3. PATIN COPITAININ PIPET MO VT !CARCO COAPAITIAISTLIPT 11011 IICAPI Alt IT I. MO VT IPKOT'ECOAIIMITAINT 6PIUS 11111INGUISION 1911,0111 CONIANTMINT1 7 IIISCUI FlOIST II. Pint MO III ICAIGOcoirmirminiTRIGHT u0II FINET MO KIT 'CARGO COMPANT1611PT RIGHT IMF ILParrAID KI7 MANGO COMPAIITIONT RIGHT HOI) II. FIRST MO KIT MARGO COmPAITMIPTRICHT EDII It PAIIACKUTI 1,90PAGI t6 RICHT 1101 APO 6 LIFTtap IP.moomITINcuosaiel(CococomPAinattrt II. UPI PAP? IMMIX VIII Figure 10. Diergencyequipment.

.17 on the outboard chine'of each sponson, and imcond and third windows and above the co- is stowed in a fabric enclosure. The bags pilot's seat. Pressuregages are provided are inflated by tvo cylinders located in forbothairpressure cylindersand can the leadingedge orthe left sponson. EaCh be viewedthrougha window in theleft bag is divided into two compartments, fore sponson. The cylinders are fully serviced' and aft. The forward compartments of the ifthe gages indicatebetween2,650 and bags are inflated by the bottom air cylin- 3,000 psi. der, andthe aft compartments are inflated by the top cylinder. The two air cylinders, AUXILIARY FLOTATION COLLARS are connected to their respective bag compartments by separate air lines. This system of inflation ensures a symmetric configura- A tion ofthe pop-outbags in the event of Theauxiliary-flotation collar sySte damage to any component. The system is ac- provides increasedlateral stability Whi, tivatedby pulling the AUXFLOATAIL the helicopter is on the water with tne down. . The handles are located on left rotor system stopped. All helicopters will_ side of, the cabinbetween and aboverthe be, modified by TCTO 1H-3(H)F -574, Which A

Figure'11 . - Auxiliary flotation system -component'location.

18 ZI

Figure 12. - HH -3F with auxiliaryflotation collars deployed. .

craWmember should follow the brief directsthe insiallationof sponson hard- The the auxiliaryflotation below 'when installing auxiliary , points-towhich checklist collars 'will beattached. The auxiliary flotation collars': ' systemconsistsof two , flotation collar tO the left collars: one forattachment identified by LEFT HAND stow over the sponsbn sponson(container . Remov:c and a RED STRIPE), and onefor attach- emergency exit windimis. ' and has identi- ment,totheright sponson (container harness fied by RIGHT HAND and has aGREEN STRIPE). 2. Adjust crevirnéenber'ssafety teat collaris packed'in amodified MARK-7 to be able to reach allportiong of the life raft container, andeach weighs approx- sponson. imately 60 pounds. ' 3. Securd power to HF and LORAN. The collar systemcan be installed once the helicopter is from the sponsons 4. Crewmember with crewmember's on the water.Detailed installation instruc- safety ,harness Moves out onto spon- tionsare locatedinthe salvage portion crewmember passes Maintenance Manual (T.O. 1H- son, and second of the 1111,-3F been appropriate collar out window. 3(H)F-2-2). When botho collars have they shouldbeinflated simul- attached, S. If required, remove HF and LORAN' collarsaremadeof raft taneously. The antennas. fabric andcontain primary and secondary chambers. The inflation chambers inflation 6. Connect flotation collars to spon- are not interconnectedandKy./ inflated in numerical Se- COeSottles. The son hardpoints by separate self-contained -6 quence. (See figure13.) should be used only when secondary chamber t. primary chamber is malfunctioning.(See the 7. Inflate both' collars simultaneous- figure 12.) ly by using the yellow lanyards.. CAUTION Rig secondaryinflation system. , Inflation of both chambers at the same 8. LanYardsfor secondary system are. timewill'cause overinflatibn,and possible rupture of the c011ar. green.

'19

21!) r IfY1 .1 (This- checklist is explained in detail II4STRUCTIONS FOR ATTACHING FLOTATION underINSTRdCTIONSFOR OTACHING FLOTATION &MAR. TO HH-37 COLLAR TO 161-3F, discussed later in this section.) Move collar to sponspx emergency exit, making sure the correct bags CAUTION are positioned for each side. Re- * .; Do not inflate secondary unless Pri- move nylonretainer line and at- mary compartiment is completely deflat- tachto tiedown ring beneath win- . ed. If primary compartment deflatiOn dow. is imminent,.carefully rupture outside skin andthen inflate secondary can- partment., 2. Remove and stow sponson emergency exit Window. One ccewrnmber should exit through window and onto sponson, NOTE 4 assuring crewmember's safety harness is properly worn and attached as close Since initialpurchase f auxiliary as possible to emergency exit. (See flotation collarsdoes not provide,a figure.14.r set for eachhelicopter, theweollars may have to be delivered to the-downed 3. Svond drewmember.-pass collar helicopter. throughwindowand onto sponson Nvith 1 4 ,retainerline inboard. Place on sponson A helicopter may takeoff from the water ahd unwrap cover completely.' = with the auxiliaryflotation collari attached,but airspeed must be limited to 70 knots. Tow speeds of up to four knots may be used with the auxiliary flotation - 4. Unfold collar, keepingretainer collars attached, depending on spa/condi:- line near to side of aircraft tions. to prevent fouling.

Figure 13. - Hardpoint location numbers.

22 k

Figure 14. Auxiliary flotation collar installatibn.

edge Of sponson. Attach top strap 5. Move to attachment points 1 and and reach under bagsand attadh 2 at trailingedge of sponson #3 chafing andattach collar. (lemove yellow #4. Check, to see that lanyardfrom snap enclosure ' on PaCks are-toward sponson and that collar is not twisted. primary bottle and return to line0. tender at emergency exit. Move to attachmentpoints 5 and at outboard edge of 6. Arrange collar around outer peri 6 forward meterof sponson to °attachment sponson. Attachtop strap to #5. points, '3 and 4 at forwardinboard Reach under bag Snd attach #6.

21 tem)q

8. Move to attachmentpoints 7 and over, large unbroken expansesof snow. If 8, -whioh are the forward "I" such a situation exists, the helicopter straps. Pull straps around forward should be flow( entirely by:instruments at endofaircraft float bagand a safe instrument altitude. Colored glasses attadh short strap #7 collar; then should beworn in snowareas to prevent connect #8and pushstrap back snow blindness... Theproblems that pilots down under bag. encounterwhenoperating from snów covered surfaces are compounded-when operating from -9. Move,' to attachmentpoints 9 and other than an° operationalbase. When-the 10, whiCh are the aft we straps. aircraft is hovering inloose or powdery Pull straps around aft cover of conditions, ailground° references may be floatbag and attach. Push straps lost due toblowing snowt Smoke markers back down under bag as far as willassist/ in providing reference and de-

possible. ) termining wind. WARNING 10. ,AttaChpoint 11 to collar just aft of 9 and 10. When -the helicopter landson snow, themainand tail rotor ground clear- 11., Move to #12 at forward outboard ancesare reduced.with the.helicopter side of sponson and attadh. resting oerthe fuselage. Therefore; personnel entering or leaving the heli- 12. Recheckcollar fortwisting or copter- should exercise extreme caution abnormalities. to preclude being struck by the blades.

When collarsare fully attached WARNING on both sides, pull yellow infla,- tion lanyards to inflate both Make sure Static electricity generated sides simultaneously: After infla- bythe helicopter is dissipated before tion, recheck both sides and bring attempting a slingorhoist pickup, secondarylanyard (green) to exit particularly -in colderdry climatic for standby emergency use.- conditionswhen static electricity ,buildups are large. To dissipate this static Charge,,, allow the sling or hoist COLD WEATHERAIROCEDURES to touch the gtoundi.or use a conductor tomake nontact between the heiicopter andthe, ground. Use care not to break Themajorproblems in coldweather contact asthe static charge will re- operations are the preparation for flight, build immediately. restrictedvisibilityfrom blowing snow, and the adverse effects on helicopter mater- NOTE ials. Moisture, usually ',from condensation or wind will have a super- of melted ice, may freeze in critical areas. . Rotorwash Tire, landing gear strut, fireextinguisher . cooling effect, which may reduce the bottle,andaccumulator air pressures will 0 efficiencyof exposed personnel. Con-- decrease as the temperatures decrease. Ex- sequently, the time that survivors and tremediligenceon the part of both ground /orgroundpersOnnel are exposed to and flight crews is required to ensure suc- rotor wash should be held to a minimum. 0 cessful cold weather operation. Flight con- trolhardovershave heen inducedon the PREPARATION FOR FLIGHT HH-3Faircraft- by the freezing of conden- the primary seryos. If this condi- sate in Inaddition to accomplishing-a norm tionexists' and the APU is started, the alexteriorinspection, thoroughly inspect flight controls may be in a hardover condi- engine inlets, rotor- head, main rotor tion andremain -there until the hydraulic blades, tail rotor, and flightcontrols systemattainsnormal operating tempera- and make sure they are free of all ice and tures. Donot attempt to engage the rotor snow. Failure to remove snow and ice accumu- systemif the above condition is suspected lationswhile -onthe ground can result in to exist. serious aerodynamicand structural effects Pilott shouldbe aware ofthe fact when flight is attempted. Ice:chocks should that'-thehorizon may be lost ,when flying be used.

22 OS"- CAUTION CAUTION

Do notattempt to chip or scrape snow Whenstarting theAPU with low ambi- and ice frow.any surface or controls. ent temperature, clutch engagementtime PortablegruUnd lieatersor de-icing increase due to greater breakaway fluld may be' used to remove any accumu- will amongthe accessories. lation that cannOt be swept off. torque levels The APU should be shut down if acceler- stion between 76% and SO% hangs up more Check tosee- that fueltank vents, than 6 seconds. bat,ery compartmentventtube, and pitot tubes (including staticports) are free of snowandice; that landing gear struts ENGINE STARTING andtires areproperly inflated; and that a warm well-chargedbattery has been installed , ifpracticable. Check the engines At extremely lowtemperatures, it is for ice and snow. If ice or snow isfound,44 possible thatthe engine oil pressure 1411 withhot air before an engine thaw outthe engine ..go to a maximumvalue during attempting to start. start. Ensure that ground heaterducts have beenretieve4 then accomplish normal engine start. If theie is 'no indication of oil aftei30 Seconds of engine opera- SrARTING APU pressure tionat ground idle, orif oil pressure dropsto zero after a few,minutesof ground operation, stop engines andinvestigate. .- Thelower the temperatures; the greater ,willbe the amount of accumulator pressure Tequired for a start.At -54°C.(-65°F.) Alternate EngineStarting/RotOr Engagement a pressureof approximately4,000 psi is required.to start the APU. With APU Inoperative

If the APU is inoperative,tbe.number engine should be.started and the rotors WARMUP AND GROUND TESTS lone engagedby using theprocedures outlined IX ofthe Flight Manual (T.O. freezing,)mmedi- inSection At temperatures below - 1H-3(H)F -1). ately after APU start, turn onthe cairn heater, and windshield anti-icesystem; close the cargo door and remove the,rubbertransmission access TAXIING INSTRUCTIONS panel. Check the transmissionoil prassure and ternOerature. VVhen engagingthe rotor head, be careful nottoexceedthetransmissionoilpressure The helicopter can be taxied in snow. Increased eoilectivepitch may improve Snow-:covered surfaces may contain CAUTION steering. hidden -obstructions or hazards. Alower pitchand higher ground'speed, to getahead of the blowing snow, may improvevisibility. A longer warm-upperiod during cold below-0°C.(32°F.)wheel weather is requiredto bring engine At temperatures braking action is fair to good. HOwever, as andtransmission oiltemperatures up temperatures rise,.in6reasedcaution must be to desiredoperating range. When am.% bient temperature is below -6.7°C. used. (20°F.),-opefate the Alt until the main, transmisaion oil temperature gage indi- WARNING cates -6.7°C. (20°F.) before rotor en- isaccomplished. If a rotor gagement cold weather, make sure all instru- brake fails, do not start enginesuntil, In ments havewarmedup sufficiently to this warm-upperiod is completed to ensure normal operation. Check' for preventdamage to the main transmis- sluggish instruments during taxiing. sion.

22 TAKEOFF NOTE " As fueldensity decreases with a rise Selectan area devoid of loose or pow- in ambient temperature, total usable fuel quantities dery snowto minimize the restriction to will be reduced, thus ',visibility from blowing snow, and make sure resulting in a decrease in normal operating range. the wheelsare not frozen to the snoW or ice.

11,12 LARDING'.

DURING FLI`GHT Mien the heliCopter' is" parked, the doors and windows, except the cockpit windows, shouldbe opened if weather permits. During flight, usethe cabin heater, The cockpit windows should remain closed engine inlet antiicing, and Windshield anti- to prevent unexpected .rain showers from ics./protective systems, as required. The pooling water on control panels, which could horizonmay be lost duritig !lights over create short circuits. large unbroken expanses of snow. If such a situationexists, the helicopter should be flownentirely by instruments at a safe DESERT PROCEDURES inStrument altitude. After takeoff from water, wet snow, or slush-covered field, operate the landing gear through several com- Desert,operation-generally means opera- pleted ecles to preclude their freezing in tion in a very hot, dry, dusty, often-windy the retracted position. (EXpect slower.oper- atmosphere.. Under such conditions sand and ation of the landing gear in cold weather "dust will oftenbe found in vital areas due to thickening of all lubricants.) of the'helicopter. Sand and dust may cause severedamage to the affected parts. The helicopter should -be towed into takeoff position, which if possible should be on HOT WEATHER PROCEDURES a hard, clearsurface, free frpm sand and dust.

Hot weather operation; as distinguished from de5ertoperation, generally means op- PREPARATION FOR FI4GHT eration in a hot, humid atmosphere. High humidityusuallyresults in the condensation of moisture throughout the helicopter. Check for the presence of sand and" Possible results include malfunctioning of dust in control hinges and;actuating link- electricalequipment; fogging of instru- ages, and inspect the tires for proper in- ments, rusting ofmetalparts, and the flation. Hightemperatures may cause_over- growth of .fungi in vital areas of the inflation. The oleo struts should be checked helicopter. Further results may be pollution for sand anddust, especially in'the area of lubricants and fluids and the deteriora- next tothe cylinder seal, and any accumu- tion ofnonmetallic materials. Normal pro- lationremovedwith a clean, dry cloth. cedureswill be followed for all phases of Inspect for, and have removed, any sand operation, with emphasid placed on the data or dust deposits on instrument panel and contained herein. More powerwill be re- switches, andon and around flight and en- quired to hover during hot weather than on a gine controls. standard day. Hovering ceilings will be. lcwer for 'the same gross weight and power settings on a hot day. Check for the pres- ENGINE STARTING, WARM-UP, ence of corroSion or fungus at :ioints, hinge ,AND GROUND TESTS points, and similar locations. Any fungus or corrosion found must be removed. If instruments, equipment, and controls are moisture If possible, engine starting. and ground coated, wipe themdrywith a-Clean, soft operation should be accomplished from a cloth. hard clean surface. Complete the normal

24 2.0 7

gine start, warm-up, and ground tests, BEFORE LEAVING THE HELICOPTER t' limitground operation to a minimum, downwash from the main rotor b tame the and stir up clouds of sand.. Make entry ef- Install allprotective covers fotto ainimize the amount of sand being shields. Leavywindows and doors open to b]wn up around the main rotor and engines. ventilate thehelicopter yxcept when sand and dustre blowing.

STO1PING ENGINES

Stutdown, the engine as soon aspraccti- cal after landing to minimize the ingestion of sand and dust. 2 6( REVIEW

/ . In this sectionwe have discussed emergency in-flight proce- urea forthe HH-3F. You should now be familiar with the emergency exitson the HH-3F. You have learned what to to in case of an in - flight fire or fuel' fumes in the aircraft. You haire also learned how extreme environmental conditions can affect any, system on an aircraft. Also discussed was the auxiliary flotation collar.

. ( (Now answer.the following review questions.)

5. C The briefing will make the pas- 5. What is one of a crewmember's duties during a helicopter autorotation? sengers aware of what is taking place and will also make sure that A. Jettison all loose gear they kaow what to do (Refer-to Close cabin door B. page 9). C. Brief 'passengers D. lettison cabin door

6. Whatis theFIRSTstep in fighting 6. B You must get rid of air drafts a cabin or cockpit fire? as much as possible because they feed the fire (Refer Go page 9) A. Advise thepilot ofthe status of the fire B. Make sure that all doors =elfin - dows are closed C. Stand by for emergency landing D. Man the fire extinguisher and proceed to fight the fire

7. Which openings on theHH-3F are the 7. 14Qese openings bring in slip-

MOST effective for smo4 and fume elimina- , stream air to carry smoke and tion? fumes out of the aircraft (Refer to page 9) A. Ramp and the radioman's window B. Cargo door-ind the ramp C. Ramp and cockpit sliding windows D. Cargo door and the cockpit 4iding windoiis

The MINIMUM altitude at which a crewman 8. A (Refer to page,10) should bail out of an HH-3F is feet.

A. 1,000 B. 1,200 C. 1,500 D. 2,000

9. The cabin on an HH -3F modified by TCTO 9. B There are two on the starboard 1H -3(H)F-523 has a total of side and two on the port side emergency exits. and the ramp (Refer to page 15)

A. four B. five C. six D. seven'

22 6 . aol

10. Theramp external release handle is 10. -A This is for easy access to the located aircraft (Refer to page 16) A. below the tail py B. on the fuselage lower half C. on.the right side of the aft fuselage e D. on the left side of the aft fuselage .(

11. What is thetotal; number of hand-op- 11. B One is located on:the Fight 'erated 002 fire extinguishers on the HH- 3111 side by the ramp and one in-xhe cockpit behirlid the pilot's seat. k. One (Refer to page 16) B. Two C. Three D. Four

12. The flotation system bottles are fully serviced at which of the following? 12. D The bottles are considered to be fully serviced between A. 2,650 psi only 2,650 and 3000 psi. (Refer 2,800 psi only to page 18) C. 3,000 psi only D. All of the above

13. The main transmission oil must be pre- 13. D The oil, being cold congealed, heatedbefore rotor engagement if the oil temperature is below could cause_damage to the main gear box (Refer to page 23) A. 35° F B. 30° F C. 25° F D. 20° F

14. As fuel density decreaseswith a rise in ambienttemperature, totalusable fuel 14. B (Refer to page 24) qualltities will

A. increase B. reduce C. stay the same D. fluctuate

24)'' HOISTING, RESCUE PLATFORM, AND CARGOSLING PROCEDURES

OBJECTIVES When you complete this section, you will be ableto:

1. Outline correct procedures used- in performing ahoist. 2. Use the correct termindlogy when making ahoist, 3. State the correct procedures used in a rescueplatform recovery. 4. Explain the correct teehniques used in a cargosling operation.

WATER RESCUE PROCEDURE'S this type of hoist, they- are adaptable toland and water hoists. The pilot will brief 'the crew The equipment required for a rescue plat- after evaluating the situation. and prior to com- form recovery or hoist should be rigged before mencing the hoist. Theiluality of this briefing beginning the approach or when established in a will determine how-efficient and safe thehoist stable hover. If possible, the crewmen should be will be. seated with seat belts and harnessesfastened To make a successful rescue by hoisting re- and seats facing forward during the approach quires close coordination and cooperationbetween toahover. At the direction of the pilotthe the pilots and the crew, The use ofstandard crewman will complete the RescueChecklist. rescue procedures willimprOve crew Coordination The Rescue Girecklist shall be postedin the by ensuring that pilots andciewmembers are helicopter at the Hoist Operator's Station. using proven procedures ind voice reports tomake a rescue. The Rescue Chethclist consistsof, but is not limited to: The hoist operator will wear a heavy work type glove on the hand used to guide thehoist 1. Aircrewmember's rescue harness on and cable and whenever possible will have his helznent adjusted. , visor down. 2. Check rescue rig (basket, sling, plat- Extreme care should be used when hoisting form) for condition and rigging. the rescue device, If pendulum action androtation 3. Check hot mike (pilot and copilot re- of the rescue device are not quickly stopped,the sponse): request hoist power. rotations may in0rease tounnianageable propor- tions. The pendulum- action may be dampenedby 4. R911 and pitch bias centered. moving the cable in the opposite directionof the 5. Request permission to open up. movement jof the rescue device.Rotation of the rescue device can be stopped, ifdetected early, 6. Rig rescue gear. by rotating the hoist cable in aione or twofoot 7. Conduct Crew briefing. diameter circle in the opposite direction of rotation of the rescue device. 8. Report ready to.pilot. When pulling the survivor intO the helicopter, CAUTION the easiest method is tO turn his backtothe helicopter and pull him in. This procedurewill reduce Operation of the hoist at airspeeds above the possibility of a semi-conscious orinjured 80 KIAS will result in possibleairframe/ survivor fighting the hoist operator. The rescue hoist damage. device should never be removed from thehoiert cable or the survivor until he is safely.inside the HOISTING PROCEDURES helicopter and clear of the door.

GE NE RAL STANDARD .HOIST Most SAR hoists will be made from aboat When the helicopter is established in a hover, or a Ship: Although theprocedures below cover thepilot will adjust his altitude to maintain

226 211

00-

SEE-DETAIL 8

up Iii xoff SEE DETAIL C

SE I DET AIL 0

SEE DETAIL E

DETAIL E RESCUE HOIST CONTROL. PILOT'S

SEE DETAIL F -...

DETAIL C

-DET AIL 5 CREW SWITCH CONTROL RESCUE HOIST MANUAL OVERPIDE -

DETAIL A GREW SHEAR SWITCH AND HOIST SHEAR CIRCUIT TEST SWITCH

A EmERGENCYnmaa2n 0 P U1s. I .01.0 NANual, OvIIIIMOI oo w ayv1.11 IN 011icW. 01{0110 0 ..... N*NU*1. Pillco/1100i C AU T ION 00 A01UI.I.l 11111001 nnnnn cy C.1111.1OUR NO fall NOINC ON

DETAIL 0 PILOT'S MASTER AND SHEAR SWITCHES DETAIL F THROTTLE CONTROL VALVE

Figure 15. - Rescue hoist controls. 30

4 2 obstruction clearance, checkhis torque/T5, give 2. The method of retrieval(basket, litter) last minute instructions tothe copilot and hoist to te provided by thehelicopter. operator. that all is ready, When the pilot is satisfied WARNING he will direct the crewman,"go on hot mike." should go on the hot At this time, the crewman Do not use vessel's equipmentexcept mike, start , the hoistingrig dOwn, and teen as a lastresort. Aircraft litters are normal hoisting ADVISORYREPORTS. specially stressed and rigged forhoist the crewman to"conn for max- , When the pilot directs operations and must be used crewman shouldbegin giving the imum 'safety of the patient. me 'in," the to position the pilotdirectional COM-MANDS helicopter over thehoisting area. 3. To discharge the staticelectricity prior 110TE to handling the hoisting rig. from the CpMMANDS are given inreference to 4. If hoisting rig is to be moved the helicopter to hbist location, to havethe vessel's per- the fore and aft axis of sonnel disconnect the hoist cable. direct the 'pilot to movethe helicopter in that direction.ADVISORY REPORTS of everything 5. To ensure that hoist cable isnot secured keep the pilot informed vesiel. else that ia occurringduring the rescue. to any part of the After the basket,lifter, or sling is on deck, 6. To have vessel lowerand/or stow all the pilot must hold asteady position. When the antennae, booms, rigging,flagstaffs, -person being hoistedis safely in thereicue loose gear, etc., from thehoist :sea. device, and the helicopter isin a steady hover directly over the rescuedevice, the crewman 7. Additional information to bs passed as willraise the hoist./ Duringthe hoist evolu- required. tion, continuous COMMANDSwill be necessary to keep the pilot exactly overthe hoisting area. NOTE clear of the deck and Once the rescue device is During hoisting operations,advise the all obstructions, the crewmanwill notify the pilot on REPORT and con- vessel of the number of persons with the appropriate ADVISORY board. In the event of a mishapto the tinue to give COMMANDSmoving the helicopter vessel will pilot reports "Cease helicopter, the crew of the clear of the vessel until the knovr how many persons to rescutifrdm commands". the helicopter.It may also be helpful After reporting "Cease commands"the pilot on -the his`own until he to kaow the number of persons will continue to move off on vessel. is well clear of the vesseland in a safe, stable hover. If voice communications cannotbe estab- When the rescueequipihent is safely in the lished, the pilot, uponarriving ori scene may should report; "Basket§in drop message blocks, cabin, the hoist operator direct the crewmérnher to he cabin."After all hoist equipment issecured and use hand signals,chalkboards, loud-hailers, or the survivor(s) are securelyplaced in seats, the may just have to moveInto position and com- hoist operator reports;"Going off hot mike, ready mence the hoist. The rescuechecklist should be for forward flight." completed prior to commencingthe approach or when established in a stablehover. BOAT HOIST Communications should beestablished with WARNING, the vessel assoda aS bossible, prior toarriving On scene; to expeditethe rendezvous andthd be briefed aa frows: Extreme caution mustbe exercised whep hoist. The vessel should 'hoisting from small boatsand rafts, par- The desired courseand speed of the maintain way, due 1. to 45° to rightof ticularly if unable to vessel (course 35" to the danger ofmipsizing them with wind line and'underway).

3(-) - .....sumbarrarraiml.MINE

Woo' s.

7-411,0

vlaj

Figure 16. - Hoist, with basket going down.

2 sow

4! 0.

4I 4,2

- n"

r.nt 3..

4 7 r , ,,= 4 4. r, ' 41;r s r orag,a.xf. ' 1 2/6

rOtor downwash. If the boat can main-. WARNING tain way which when combined with e relative wind'exceeds 15 knots, a successful hoist can generally be performed; In the event of electrical, failure to the hoist, attempt to determine the cause .however., broadside approaches can,re-' sult in the 'vessel capsizing. (bent cable, fouled cable, etc.), visually check the hoist, and secure the 'Hoist Master Switch prior to using manual The helicopter should bebrought to a.hover hydraulic override. Use of override with about 15 to 20 yardb short of the vessel. -The fouled reel or cable-can cause damage pilot will direct the hoist operator to go on and possible parting of cable. If resist6. HOT MIC and ,conn the pilcit into position.- The ance is met when using override, opera- hoisting rig should, be started down as parly tion should be stopped ,immediately to as possible to limit the hiSist time over thevtUsel. prevent further damage. The hoist The helicopter will be positioned over the vessel master switch must be placed in the at I as low an altitude as safelypracticable. -OFF position when using the manual Itisdesirable te have the ssel underway hydraulic override to prevent injury to or maintaining .steerageway w h the wind over personnel or aquipment, should elec- her iort bow. The hoist opetor must keep the, trical power suddenly be restored. ;rile 'pilot informed at alr timbs. intermediate limit switch and the up and *down limit switches are inoperative with- As the basket clears thedeck and obstruc-, , electrical powerloss and the 'hoist is tions, the pilot will move the helicopter clear capt.ble of operating in excess of, 100 of the vessel This is advisable for two reasons: tinnin thisconfiguration. Therefore exercise caution When operating near cable extremities, and adjust cable speed To prevent serious injury to persoqnel accordingly. I on damage to tile 'vessel if an engine failure occurs, and

2.. To let the pilot see the vensel, so that r' he can maintain a more stable hover. When clear of thevessel, the pilot may slowly lower*the helicopter to a safe hovering altitude' as the hoisting rig is raised.

When the hoist operator has the rescue device inside the cabin, he should report, "Basket in cabin." When certain other tasks have been performed (SEE HOISTING PHRA OLOGY SEC- TION), he should report "Going off hot mike, ready for forward flight." The helicopter should not be traneitioned to forward flight' until the hoist operator reports: READY FOR FORWARD FLIGHT. Figure 19. Hoist from water. WARNING CAUTION Discharge static electricity prior to at- temPting a hoist. Breaking contact will Before therescue deviceisraised result in an immediate rebuilding of the froM the deck, the helicopter should be electrical charge. DO NOT ground the in a stable hover directly over the res- hoist iipar spilled fuel. cue delhce.

.43 35

234 I 7

A -p% 411 4 # 140. .44 , ,

' z, 40 trie OP. .01 100 .. .ita;60 I efr 4004.P ' 44 VA . .:41 °MS <4'° 111 , -040 1;.,__blaeo 1. ow.ow el, ow hp 40 if. I 4_5 0,,Pádif- 41'-- %r"-I; v %powv. 4 t.%%:fr-..), _ 4:MetiL"M

Figure 20. Basket directly over boat. 4

36 2 Figure 21. - Vertical slinghoist. CAUTION The weak link end of the trail line may be fastened to either the hoist hook small eye or the rescue device. The hoist operator must never allOw the hoist cable or' hook to be secured to CAUTION any.,part, of the vessel. If this should happefi,, the hoist operator should im- During a hoisting evolution. the trail line mediately run out slack cable, advise the issnapped 'tothe hoist hOok or the pilot, and then attempt to have theboat hoisting device by the weak link, JUST , personnel assist in releasing it,. If the BEFORE the device goes 'out the door. attempt to free the cable or hook is un- Until then the trail line must te HAND successful, the hoist shear may have to HELD. bs used. Procedures for a Trail Line Hoist CAUTION The procedures for a trail line hoist are exactly the same as for a boat hoist through the The AFCS heading retention feature approach and hover astern of the vessel. The should be used, to prevent inadvertent weighted trail line is passed to the vessel using heading change. standard hoist procedures.

'CAUTION NOTE The hoist operator must use extreme care when handling the trail line to pre- Use of an altitude coupled hover may te vent getting it fouled in the' helicopter desirable during hoist operations. rotor system.

CAUTION+ TRAIL LINE HOIST The pilot will normally lose-sight of the 'vessel sluring this phase of the operation Purpose of the Trail Line and will have to rely/entirely onthe hoist operator for position information. The combination of boat size, mast or antenna obstructions, rigging obstructions , and little or no Once the trail line is On the vessel and the relative wind may result in a hoist during which boat crew is tending it, the hoist operator will the pilot will te unable to see the vessel. Weather report,"Trail line on deck," and then give conditions might also prevent the pilot from main- COMMANDS tothe _pilot directing him clear taining a high, no-reference hover for any length of the vessel while paying out slack in the trail of time. In these situations the trail line hoist line. When the,, pilot can again see the vessel can be' used to simplify the hoist operation. The and has reported "Cease commands", the hoist use of a trail line reduces the time the pilot operator will begin to lower the hoist and con- isrequired to maintain a precise, perfectly tinue to give ADVISORY REPORTS. stable hover, without a referenoe. The trail line also prevents wide swinging during a high hoist Shipboard personnel then use the trail line or when a rescue device must be lowered to a to guide the rescue device into the desired loca- restricted location on deck. tion.

A)veightshould be attached to the end of the When the rescue device ilk on the vessel's trail line'that does not have a weak link. (The weak deck and the survivor is ready for hoisting, link is a safety device which,protects the heli- the pilot will direct the hoist operator to "corm copter by NOT allowing more than 300 pounds me in," at which time the hoist operatorwill give of force to be applied to the trail line. If more the pilot COMMANDS to get the helicopter back fo is applied, the, weak link will part.) a position directly over the hbisting rig and hoist

38 C

2 a

2-1 - vertically from the deck. Retrievingthe rescue helicopter until the pilot Can see the vessel. device vertically may hot always be possible. The pilot will then continue to move LEFT or Be aware of this and be preparedto recover LEFT and AFT of the vessel until the vessel the rescue device at an angle.However, when is well clear of the rotor downwash and the conditions permit, always recoverthe rescue rotor blades. The pilot will then begin a descent device vertically.r to a low hover over the water after which the As soon as the survivor is clear of the deck'hoist operator will connect the trail line to the and all obstructions, the hoist operator will give D-ring on the drop pump bridle. When the hoist the pilot COMMANDS to clear the helicopter away operator receives the command from the pilot from thevessel, usually left but sometimes tA put the pump into the water, he will simply back until the pilot reports "Cease commands." Push thedrop pump out Of the door, taking This position should be maintained until the survi- Ogre that the pump does not become fouled in the vor isin the cabin and the trail line is either line thatis connected to it. He will also make retrieved or discarded and the hoist operator has Ore that when the pump goes out, the line com- reported ready for forward flight. mit foul on thwheliccipter. Once clear of the vessel the pilot will con- The boat must be dead in thewater to deliver tinue to move off on his own until he is well cle'ar the dewatering pump this way, and there must be of the vessel and in a safe,'stable hover. sufficientpersonnel aboard the vessel tolift the.pump aboard. HOISTS FROM WATER If there is some reason why the previous As the helicopter approaches a hover, the procedures cannot be uaed, the drop pump can hoist operator should be directed to put the hoist- be safely delivered directly to the deck of the ing rig over the side. The helicopter should be vessel,but, extreme care must be taken to brought to a hover, over the survivor, with assis- avoid damage to the vessel or injury to personnel tance of the hoist operator's COMMANDS and on deck.Thiscan be done by using the trail ADVISORY REPORTS. It may be necessary to drop linefirst,remembering that this is a hoist and charts, floats, smoke markers, etc. , upwind to the weak link shnuld be attached as described give the pilof some reference points during the under TRAIL LINt HOISTS. Instead of a trail _hoist. Other aide that may be used for reference line hoist using et rescue device, the hoist will are water foam, debris and rotorwash patterns. be Made using a pump. In this type of hoisting, try to remain over thevessel during the hoist. WA R NINQ Moving left will make it very difficult fordeck Rotor downwash may. causedifficultyin personnel to retrieve the pump. Once the trail breathing and could result in the drowning line is delivered, personnel on deck can steady ofthesurvivor. Consideration should be the pump and guide it directly to a spot on deck. given to the utilization of trail line pro- This is i variation of the standard hoist, which cedures for a conscious survivor. works equally well with a basket, litter or pump. DEWATERING PUMP DELIVERY Because of a dewatering pump's size and HOISTING PHRA SE OLOGY weight, the pump could easily cause injury to personnel and damage to the vessel to wqich it is being delivered. This is particularly true if Theeffectivenessofahoist, operation the vessel is pitching and rolling in a rough sea. depends upon the ability of the pilot and crewmember to act and communicate as a team. The indirect method of delivery is to de- Standard voice procedures reduce the chance of liver a weighted trail line to the vessel. Then the misunderstanding. The crewmember shouldtell helicopter moves off and establishes a low hover the pilot what the helicopter is to do, not what clear of the vessel. The trail line is securely the helicopter is doing. attached to the "D" ringonthe pump bridle (without a weak link) and the pump is put into the water. The vessel's crew can pull the pump to them NOTE ' through the water. The trail line is delivered tothe vessel in the standard manner, and then thehoist COMMANDS ire given in reference to the the operator gives the pilot COMMANDS to move -for and aft axis of the helleoPter, to

40 222--

V.*

_-t_

4 - 4" k .t ;0,1

'411

Figure23. Damatering pump riggit Adth harness.

41 242i 2. 23

direct the pilot to move the helicopter in permissible in horizontal directions. At thatdirection.ADVISORY REPORTS certain times when you are trying to keep the pilot informed of everything else hoist or maneuver in a cestricted area, thatis occurring during the rescue. a COMMAND of "FORWARD 5," fol- NOTE lowed by "RIGHT 6," will not work. The only way is to move on a diagonal. Combination COMMANDS, such as Under these circumstances, combination "FORWARD AND RIGHT 5" iare COMMANDS are authorized.

HOISTING AND RESCUE PLATFORM COMMANDS

I. COMMAND -MEANING

FORWARD 5 Move helicopter forward 5 feet. BACK 5 Move helicopter backward 5 feet. LEFT 5 Move helicopter left 5 feet. RIGHT 5 Move helicopter right 5 OA. UP Increue helicopter altitude. Do not use a distance with .this command.

DOWN Lowef helicopter Do not uee a distanceAvith this command.

HOLD Hold helicopterina position relative to the target. EASY Move helicopter very slowly in the direction indicated, a (left, right, Toward, back) very small distance.

FPRWARD AND RIGHT 5 Combination COMMAND as discussed above. GO ON HOT MIC The hoist operator begins giving ADVISORY REPORTS. CONN ME IN The hoist operator begins giving directional COMMANDS and continues giving ADViSORY REPORTS. CEASE COMMANDS Pilot no longer tquires COMMANDS to maneuver. SHEAR! SHEAR! SHEAR! The hoist operator and copilotishould activate their respective shear switches.

HOISTING ADVISORY REPORTS (Example of Basket Hoist)

ADVISORY REPORTS MEANING.

ON HOT MIKE, HAVE TARGET IN SIGHT, Hoisi operator is commencing the hoist. ' BASKET GOING OUT THE DOOR.

BASKET BELOW AIRCRRFT Basket is below the hull of the helicopter. BASKET HALFWAy DOWN/UP Basket is halfway between the helicopter and the surface.

'2 1 HOISTING ADVISORY REPORTS - Continued

ADVISORY REPORTS MEANING FEETOFF The basket has been lowered to a safe distancefrom the BASKET HOLDING the THE WATER water and will not be lowered any further until over hoist area.

BASKET ON DECK The basket is on the deck of the vessel.

MAN GETTING IN THE BASKET - Self-explanatory.

MAN IN THE BASKET The man is in the basket and ready to bs hoisted. PREPARE TO TAKE THE LOAD Hoist operator is taking in the slack of the hoistcable and preparing to lift the basket clear of thedeck.

TAKING THE LOAD The hoist operator is Wing the basket with thehydraulic hoist.

BASKET CLEAR OFVESSEL., CLEAR The basket is well Clear of the deck of thevessel and TO MOVE LEFT not in danger of fouling in the vessel'srigging. Copilot should clear area to the left. Move thehelicopter left so pilot can again see the vessel.COMMANDS are required until the pilot reports "Cease commands."

BASKET CLEAR OF VESSEL, TRAIL If a trail line was ueed, this modificationof the previous LINE, STILL ON DECK, CLEAR TO MOVE,aimilar report reminds the pilot that thetrail line is still when moving left. LE FT FEET on deck and to exercise caution brought into BASKET OUTSIDE DOOR' Basket is level with the door and is being the helicopter. from the BASKET IN CABIN Basket is in the cabfn and being disconnected hoist cable. The basket is in the cabin and now thehoist operator is BASKET IN CABIN, RETRIEVING TRAILconcentrating on getting the trail lineaboard. Under LINE adveree conditions, donot hesitate to cut thetrail line or disconnect the trail linefrom the hook and throw it overboard.It may be sefer not to try to get it back: vessel. CABLE FOULED The hoist cable haa become fouled on the

BASKET FOULED The basket has become fouled on theves;el. Basket is disconnected from the hoist cable;the hoist cable GOING OFF HOT MIKE, READY FOR has been closed, FORWARD FLIGHT has teen runup to the limit stop. The door and the hoist operator is goingoffhot mike. All passengers and crewmen should be strapped in exceptfor those required to be, up and about the cabin in theperformance of their duties.

2.12 0.,2. 1

HOISTING ADVISORY REPORTS - Continued

ADVISORY REPORTS ANING

CABINSECURED - All rescue equipmenthasbeen stovoad; all paieengera and crewmen should be strapped in except for those required to be up and about the cabin in the performance oftheirduties.

LOST TARGET Pilot has lost sight of the hoisting reference..'

TARGET Pilot can againseethe hoisting reference.*

*Hoisting Reference-A visual reference such as a portion of tlke boat, runway, or platform that will allow the pilot to maintain a stable hover to complete the hoist. It Is normall not possible to maintain visual reference with the actual position from which the hoist is to be made. HOISTINGADVIGE,---7 that ii necessaryto solve the problem. Do not hesitate to retrieve the basket; move off, Ifthe followingpointsare kept in relax, discuss the siiaation, and mind, an EMERGENCYsituation can often be then try again. avoided:,

". 1. Evaluate each hoist before start- 4. Anticipate. Do not wait for some- la. Look the vessel over. Do thingto happen or allow yourself not allow yourselfto be,rushed to "get behind the aircraft." Al- in for a hoist. Check and make . law a lead time on COMMANDS. Do a mental note of all obstructions, not wait for the aircraft to ar- and do notforget to keep watch rive where you want it before you on then': during the hoist. Check say "HOLD." If youdo, and you the deck .areaforobstructions have not anticipated.the rate of or loose gear. Loose gear could aircraft movement, by the time the become airborneand injure some- pilot brings the aircraft to a one. Observe the vessel's motion, stop, youwill, be well beyond particularlypitch and roll. Make wherethe airtYaft should be. Try

a determination if any nonstandard to ANTICIPATE! , procedures will be required, and if so, 'talk themover with the

pilot BEFORE the hoist. . am the Rua informed. Clear, timely, voice reports od the hoist 2. Make sure ye receive a complete progress enables the pilOt to stay ggfinK fromthe aka befoi e abreast of your activities. The starting-the hoist. He shoula-Far pilot cannot see anything of the you exacal; what equipment you hoist operattoq, except possibly a should use and how you will accom- very small section of the vessel's plish the hoist. There should be haw. The less you tell the pilot, no doubt in either the pilot's or the HARDERthe hoist will be for hoist operator'smind as to HOW 41, the hoist operator. the hoist is to be accomplished. '

3. Take corrective action 11E1E. Do _ V. Do notrush. Work slowly and de- not allow .a pa:Mani bad liberately. situation to get out of hand. If

the hoist is not going well, re- .. port it to the pilot before damage . 7. 'Donot raise rat voice. Maintain or injury occurs. The two of you a low monotone, NQ FOYER WHAT! can work out a solution mut. better than if only one of you knows there is a problem. A small change 8. Always ham -the vessel la Light. in deliverytechnique may be all If you allow the-711ot to move

1 2,2CA

use in sucha manner 9. Use theweaklink.. ALWAYS the aircraft wear-LA.77m attaching a trail' that you lose sight ofthe vessel, a line to the hoist hook. The only you areaskingfor very serious time aweak link is not used te problems. If your visual contact for a pumpdelivery where the' lost, immediately inform the is to be put into the water pilot and_give him yourbest esti- pump is with the trail line on the vessel. mate of, correctiveactidn. The 'hoistwould not be used. Re- viewpumpdeliverie8 in the previous text.

via

I. 7 MIN

Sofar in this section, you have studied correct hoisting procedures, aswell as the terminology you should use whdn making a hoist. Thissection was designed to help you become'a well-qualified hoist operator. During your training as a SAR aircrewman, you willhave to memorize much of the terminology and many of the ad- .11s0ry reports used in hoisting opeivitions.

(Now answer the following review questions.)

15. Whichofthe lollaring areincluded 15. D The items in the rescue checklist on the rescue checklist? must be checked before the hoist 1: Check hot mike can be started. (Refer to page 2.9)

2. Check rescue rig

3. Rig rescue gear

4. Request hdist Power

A. 1 and 2 only B. 3 and 4 ()Ai, C. 1, 2, and 4 only D. 1, 2, 3, and 4 16. D Running out slack on the cable 16. ,If, during the hoist, the cable gets fouled ,or secured to the boat, which of 'will giNie you and the pilot time the follawing should you do FIRST? and ,room to free the cable or dedlde whether or not to shear A. Advise the pilot youare going to shear the cable the cable. (Refer to page 38) B. Attemptto have the boat crew release the cable C. Shear the -cableusing the hoist shear switch Run out slack on the ho st cable

17. ,When the hoist operator his thbasket 17. B This meansthat the crewman hail inside the cabin, he should report, the basket iiithe cabin and is securing the cabinr..,(Refer to page 35) A. "Cibin secured, going off mike", B. "Basket-in cabin", C.,"Cleared for forward flight" D. "Cabin secured, ready for forward flight

18. When should the crewman give the pilot 18. AThe pilot needs ADVISORY REPORTS commands and advisory reports. during the entire hoist operation. COMMANDS may be discontinued when Throughout the entire operation, until A. the"pilot has regained visual the pilot reports: "CEASE C OMMA NDS" contact with the hoist sight and B. Only when the crewmen feels that they are needed reports: CEASE COMMANDS. (Refer C. Only at the beginning and end of the to page 31) hoist operation

to 47 2 2 7

19. During a pump'delivery, the hoist op- 19., B The trail line is hooked to 4 . erator will hook ;he trail line to the "D" ring attached'to the bridle. This makes it easier for a crew to.rec er'the pump. (Refer to ' A. pumii can handle

' B. dewatering pump bridle page C. pump weak link D. udewatering pump fl ' ZD. Allat is the meaning 46the command, ZO. C- If-the target is'a boat under "Had"? way, this command milmas that the' helicoposr is moving witb the Aie Stop helicopterij a specified direction boat: (Refer to page 42) B. Stop hell4copter mo on,, UP or'DOW# C. Hold helicopter position .relative to the t r t D. Hold helicopter heading

. : - 21. Which, ihe following means, 1Hoist 21. DThia means that the pilot should operator,is taking in the slack of the hoist be prepared for an additional cable and ialpreparing to lift the basket weight rbad on the helicopter. clear of ihe detkA ir (Refer to,page 43)

A. Taking the loa B. Basket; clea of vessel Prepare tS take a strain 3k'D. Ptepate to take the load

24 the, approach, but 'they may be dohe after SEA RESCUE PLATFORM the aircraft .isestablishedin a hover. For ;actualpickups, the platform, should RESCUE PLATFORM RECOVERT berigged in the LOWER position. IN CALM WATER

Rescue Checklist.. platford will normally be The rescue The Rescue Checklist consists,of:. used to rescue survivorsfrom sheltered water or relativelycaldopen sea_condi- 1. Aircrewnprnbees safetxharness on tions; The rescue platfOrm is particularly and adjusted. recoverpersonnel from the, effective -to Check rescue rig (basket,.sling, smafl boat_or raft where 2. waterorfrom a platform) for condition and .rig - hoisting withouigoodv*sual references' ging. wouldbe diffipult orthe rotor doWnwash .3.- Check bot milCe (pilot and copilot would swamp the,boat. response) 4.- Roll and:pitch bias centered. 5. Request permipion to open up. The rescue platformshould be rigged 6. Rig rescue gear. (Aee figure240 .,and theRescue Checklist completed at the 7. Conduct grew briefing. 'directionof the pilot. These operations, 8. Report ready to pilot. are normally done beforethe aircraft begins

Alf It

PLATFORM INSTALLED (STOWED POSITION)

."...,...._...),......

c'''. , /`,-,,s.,N-...... 1, pn,

IQ.,:'_ . -'---"-..,

SEE'DETAiL A

SEE'DE4AIL C BOTH SIDES SEE DETAIL B

S 8614 Cl PLATFORM INSTALLED

Figure 24. - Rescue platform.

49 fl Voice Procedures The avionicsman will be outfittedin an air rewmernber's safety harnessoduring any plat- Thevoice procedures should be as fol foror hoist evolution. lows: (Memorize)

Pilot: Performrescue. checklist ' for rescue platform pick up. SARAircrew: Roger. % SARAircrew: Onhot mike; howdo you read? CAUTION Pilot:Loud and clear, how me? SARAircnrw: Loud and clear, going off dimetouchdown on' the water is made, h9t mike. the closure rate should be SLOW, and SARAircrew: Checklist complete, request it, must be closely controlled to stop permission to open up. all drift as the platform approaches Pilot: Openup (or "St:mil:net, as the surviyor to avoidrunning over the situatton dictates; the the survivor or to prevent the surviv ...command "open up" includes or fromdrifting under the sponson permission to lower the or hull. The helicopter, must be brought platform. to a stop in the water as the surviv Pilot: (Whenready) If lyou have or arrives alongside the platform. If the target in sight, go you feel the closure rate is too.rapid, -on hotmike Andconn me inmediatelyadvise the pilot. Slower thannecessaryis better than just a SARAircrew: Onhot mike, Ihave the littlebit -too fast. If the survivor target in sightforward becomes endangered by.the aircraft, use the COMMAND "UP," meaning for the pilot / feet. . to immediately establish a hover. (See figure 27.) Recovery ProCedures Normally, thle ErewMem6er will use the boat The pilot will normally land the helii-* hook to help retrieve the survivor. copte'with the survivor just outside the rotorl downwaShat about, theone otclock posit'on anddirect the crewman to go on WARNING hot mike and conn him in. The crewman should , thenpodition himself on one or both kneei prevent rotor bladecontact,the boat on the outboardedge of the'platform with To hook must not be raised above the cargo the aircrewmants safety- harness adjuaXed andholdinghim securely at thieposition. a001". The crewman should then stqfplement the pi lotts picturewith continuous COMMANDS 'and When the crewmember hasthesurvivor ADVISORYREPORTS untilthe rescue is com aboard the helicopter, the crewmember will re- plete or.the^pilot directs "CEASE CONIKAIsIDOS". port "Man in cabin, going off hot mike," then complete the secure checklist. (See figwe'25)., * The secure checklist consists of: NOTE 1. Strap across the door.. The aircrewmember may attach his safety 2. Platformin the aircraft and stowed. harness strap 'to a jump seat belt ring to enable Survivors strapped in. him tO reach.the outboard edge of the platform. 3. 4. Crew strapped in. Once the secure checklist has been com- pletedthe crewmember shouldreport "Cabin secured, ready for forwar.d flight."

50 0 1. Sri

Figure 25. Rescue plitfonm rigged. :

2 19, FigUre 26. - Airerewman's safety harness on and adjusted. 4,

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Figure 27. - Conningthe pilot into position.

251 tv 234/

NOTE for a cairn water pickup. After transitioning to a hover, ihe crewmember will be instructed to open Upon completion of platfOrm opeiations, when the door and lower the rescue platform. The pilot stowing the platform, the cables shall be secured will turn th4 helicopter to place the major swell with bungee to prevent them from enterinsg the , on the port bow to the port beam, holding the tail rotor drive shaft housing. Proper stowage survivor in about the one o'clock position well instructions are contained in the Maintenance outside the rotor wash. While maintaining this Manual, TO 1H-3(H)F-2-2. general relationship, evaluate the sea. The pilot If conditions. permit, comilete the en- will instruct the crewmember to "Go on hot mike" checklist and-establish ICS communications. When the pilot t,ire secure before forward directs the crewmember to "Conn me .in", the flight . crewmember should begin giving the pilot contin-. Dangers Encountered During Recovery uous COMMANDS and ADVISORY REPORTS to supplement the pilot's picture. The pilot will close It isdangerous to air taxi close to on the survivor, and when the sea conditions small boats or life rafts because the rotor permit, land with the survivor just inside the rotor downwash could capsize the raft or War wash. The COMMANDS'and ADVISORY REPORTS andpossiblycause contact with the rotor should continue until the rescue is complete or blades. It is normally best to land short the pilot directs "CEASE COMMANDS". and,lisingminimumcollective, water taxi for the recovery. Use extreme care in approaching parachutes Once touchdown on the water is made, the in the water. AVOID this if at all, possible. When closure rate must be closely colArokled to stop tbe recovering an immobile survivor attached to a aircraft' arid 'all drift as the platform approaches paraqinite, the aircraft is landed clear to one side the survivor.(See figure 28.) When the crew- and you will swim oruse a raft to aid the survivor member has the survivor aboard the aircraft, he will report, "Man on platiorm, cleared to +lover." and free him of" the parachute. You should be attached to a slifety line and d6n alife yestbefore .(See figure 29.) When the crewrnember has the secured attempting such a rescue. cabinequipment and- allhandsare strappedintheirseats,the crewmember will When being approached by a sm.:14 boat, repont, "Cabin secured, ready for forward flight,", the pilot and crewmust be alert'to take and ncit before! corrective action if it appears that per- " sons in the boat may stand up, raise.oars, RESCUE PLATFORM RECOVERY or in any way jeopardite themselves or the VOICEPROCEDURES helicopter. Signal the people to keep low with a palms down motion with both hands. Thepilot and crewmember mustperform as a team to make a safe recovery. Th prevent RESCUE PLATFORM RECOVERY IN confusion and misunderstanding, the crewme'rnber MUCH WATER u,ses COMMANDS and ADVISORY REPORTS in Some' sea conditionipreclude a,safe directingthepilottoposition' thehelicopter landing and rescue platform recovery. There- during the rescue. A COMMAND isgivenin 'fore, ahoist. Jr1 berequired. When in reference to the fore and aft axis of the heli- doubt, the pitot willhoist...If you have copter to direct the pilorto move the helicopter any doubts about the safety of th'e aircraft inthatdirection. Alldistancesgivenwith_ in a rough sea landing, SAY SO! Remember, COMMANDS will be in feet -- no other types of however, that the final decision rests with- measurement. ADVISORY REPORTS keep /the the aircraft commander. pilot informed of everything else that is occurring during therescue. They are infdrmation,not elected to make a , If the pilot has COMMANDS: (See tables 5 and 6.) 'platform recovery, the approach and prep- ^ will be the same as ' aration for landing Use theCOMMANDSand, :ADVISORY REPORTS in table 5.

Table 5. - Rescue Platform Commands.

COMMAND MEANING

FORWARD 5 Move helicopterforward 5 feet. BACK 5 Move helicopterbackward 5 feet. RIGHT 5 - Move helicopterright 5 feet. LEFT 5 Move helicopterleft 5 feet.

54 2" ' S.

-a*g"..""kiAleriat

. :

-W4 ak..!

s.` " ,...0(1ASt GtilAR

4*. t4 e I."' < t ,

mati17-7"

.1 4

Figure 28. - HH -3F approach for a .platform pickup.

253

Table 5 (Con%Id.) - Rescue PlatformCdMmands.

CONMAND MEANING Precedes the direction of movementdesired and EASY in the (right, left, forward, requests a very slow rate of movement backward) direction indicated. Hold aircraft in a positionrelative to the target. Danger to the survivor or tothe aircraft. Im- mediately establish a hover. May begiven by the copilot if something isendangering the aircraft from port side.

before, during a rescue To reemphasi-ze, when you give thepilot Asmentioned elatformrecovery, there areadditiohal re- a COMMAND requesting a direction of move- ports thatareadvisoryto the pilot and ment, also include the approximate distance of the keephimup to date on the progress that youdesirethe helicopter to move in rescue. These ADVISORyREPORTS are listed in that direction. Example: FORWARD- 50. All table 6. directionsaregiven with.reference to the fore and aft axis ofthe helicopter. Do not use distances with theCOMMANDS of EASY, HOLD or UP.

Table 6. - Advisory Reports(rescue platform).

ADVISORY REPORT MEANING platform, and the MAN APPROACHING PLATFORM The survivor is close to the distanie between the survivor and the platform is closing. MAN AT PLATFORM Self-explLnatory. MAN ON PLATFORM Self-explanatory. CLEARED TO HOVER The hoist operator is going off thehot mike and will MAN IN CABIN, stowing equip- 'GOING OFF HOT MIKE be assisting the survivor wand ment. CABIN SECURED, READY FQR Self-explanatory. FORWARD FLIGHT being res- PICK UP INTO HOVER, This is very important. If the man cued drifts into am-area thatwould endanger MAN DRIFTING him, such as too far aft, underthe sponson Or the hull of the aircraft, immediately lift the aircraft into a hover.This advisory report informs the pilot of apotentially serious situation. 1JP" is a COMNANDand differs in that it represents anIMMEMATE aomumovn

doing; in father words, give the pilot AD- TheADVISORY REPORTS in table 6 should understood VISORY REPORTS: be supplemented by other olearly Basically, the advisories, as necessary. you will be onthe hot mike, him all the.time. Remember, pilot wants you talking to noises will be transmitted through not necessary, then give andall If a COMMAND is headphones: Keep you are the ICS to the pilot's himprogress information on how - 3111

your mike right on your lips to eliminate LOW RESPONSE EXTERNAL CARGO SLING windnoise and to prevent your being difficult to hear. If the pilot is having dif - The low response external cargo sling ficu/ty hearing you, hemay do something (figure 31) permits carrying loads up to which is entirelydifferent from what you 8,000 pOunds beneath the helicopter. The really want dohe.- Slingis 'made upof universal sling fittings, cables, cargo hook, pulleys, add NOTE a suspension frame. The sling is attached Uponcompletion of platform operations when to four hard points on the bottom of the stowing theplatform, the'cableslall be helicopter by four universal sling fittings. securedwithbungeeto prevent em from Thefittings, in. turn, are attached to a entering the tail rotor drive shaft housing. suspension frame, which contains a- pulley Properstowage instructionsare Contained in each corner. Two cables are threaded in the MaintenanceManualT.O. 1H-3(H)F-, through the pulleys which support tfie cargo hook. Each cable picks up a suspension ring onthe cargo hook, is threaded through a PEpSONNEL LADDER pulley, passeddiagonallybelow the" tub

. Although the personnel ladder was not ori- and threaded' through theopposite pulley, ginally designed for use as rescue equipment, and thenattached to the opposite suspen= experience; has shown that the ladder has very sion ring. This suspension permits the hook positive advantages over therescue platform to .swing independently ,of the helicopter under certain situations. When you are recovering inany direction. The path of the hook dur- a survivor who is mobile, the personnel ladder ing its swing is elliptical; therefore, acts very much like the ladder in a swimming the line of reaction of the load is perpen- pool. It permits a person in the water to grab onto dicular to a tangent on the elliptical path. something and to cliMb out of the water into the This lineof reactionpasses through the aircraft with crewmember's assistance. The crew- helicopterbetween the floor and the center member, with aircrewmember's safety harness 'ad- ofgravityand eliminates undesirable air- justed, may climb down several steps into the craft responses. water and give the survivor considerably more The cargo release circuit operates on assistance than he couldoperating from the current from the DC primary bus and is rescue platform. When you are recovering a body protected'by a circuit breaker, marked CARGO or an object, therescueplatform is recom-' HOOK PWR, locatedon the overhead circuit mended. The decision of which piece of equipment breaker panel. Ground personnel may open the to use, rescue platform or personnel ladder, is the hook by actuating the manual release lever- aircraft commander's, based on his evaluation of located on the side of the cargo hook. The the situation, safety, and your recommendations load beam for the cargo hook will automat- as crewmember. Checklist and voice procedures ically return to the normally closedposi- are the same for either piece of equipment. (See tion afterthe load is released. Fora figure 30.) pickup, the helicopter can be hovered over the loadand the load attached to the hook from outside the helicopter, or be hooked to a preset ring by the pilot flying the hook into the ring.

When the cargo sling is attached, but not in use, it isstowed under the fuselage, by means of a nylon stowage line. A light, marked CARGOHOOK, on the pilot's advisory panel, willillum4nate anytime the cargo hook IS open. The light receives electrical power from the DC primarybus through a circuit breaker onthe overhead circuit breaker panel. The circuit breaker is marked - CARGOHOOKWARN under the general headings INDICATOR LTS.and DC PRI BUS.

sssss NOTE With external Figure 30. - Personnel ladder. loads, radio communication and navigationsystems may be unreliable.

58 2 3

CIRCUIT *REAKER ON OvERNEAD PANEL

mASTEI SWITCH ON Of/ENNEAD CON MOL PANEL

Woo.

CARGO NOOK MICK..UP LINE

CARGO HOos srdalo

MANUAL *ELEASE MANDL E

Figure 31. Cargo sling system, low response.

11 59

0 r:1-7 cf0

CARGO SLING OPERATION hook when the cafgo sling m i ter switch iiin'either AUTO or SLING posittn. Cargo Sling Master Switch Cargo Release Pedal vwitch, marked CARGO HOOK, located A A cargo release pedal, located on the switch panel (figure,11) on the overhead pilot!s side -of the cockpit, is connected of the cargo sling controls the operation mechanical/yby cable to the manual release hook. The switch has marked positions AUTO, lever on the cargo hook. The pedal may be SAFE, and SLING, and should be kept in the depressed to mechanically open the cargo &wing flight to prevent ac- SAFEposition sling hook when the electrical release cir- cidental discharge of, the cargo by gusts cuit is inoperative. The load will be re- or conditions ,that would lighten the load leased in the air or on the ground regard- force. The SLING positionenergizes the less of the position of the ,cargo sling switches on the pilot's and copilot's thumb ,master switch. cyclic stickgrips, marked CARGO. This enables the pilot or copilot to electrically release the load on the slirig. The cargo Cargo Hook'Open Advisory Light sling master switch should_be in the SLING The cargo hookopen advisory light position during cargo hookups and until is actuatedby a microswitch on the cargo altitude and airspeed are reached, a safe hook. A green advisory light, marked CARGO to allowfor quick releasepf the external HOOK, located on the/caution-advisory, will in the event of an emergency. The AUTO 0 load come on, whenever fhe cargo hook load beam position energizes the cargo release switch- ,is open. es. and also i touchdown'switch on the cargo hook. The touchdown switch,- activated br load tensions greater than 125+ 10 pounds, Cargo Hook Manual Release Arm will automatiCallyrelease the load when The cargo hook may be manually -released the ground and the load the loadtouches hy ground personnel by operating the manual tension on hook becomes lesp than 100 the releasearm on the cargo hook. A force of pounds. Afteran AUTO cargo release, ihe 15 to 21 poundsis required to move the CARGO HOOK OPEN light,will blink continuous- release arm' inan upward direction to re- the switch is positioned to SAFE. ly until lease a load of.19,000 pounds. With no load, Although ,theautomatic touchdownrelease 10, pounds, force is the-maximum required to is set ;to actuate- at 100 Pounds or less, open the load beam. it shouldnot be used with loads less than 200pounds. The master switch should a/Ways be retufned to-the SAFE position and sling Cargo Hook St age Line has been released. stowed after the load Ite cargo hook stowage line runs from switch receives electrical pow- Themaster the cargo hook into the guselage tO a cleat er from the DC primary bus through a circuit close to the deck on the right-hand compart- CARGO HOOK PWR, located on breaker, marked ment side panel just aft of the cargo door. the overhead circuit breaker panel. The cargo hook is stowed by lifting the cargo hookby the nylon line and tying the CAUTION line -to the tiedown cleat inside the cargo When you are carrying loads of less compartment.To release the cargo hook from than 200 pounds, the cargo sling mas- the stowed position ? untie the.nylon line ter switeh should never be in the AUTO ,and slowlylower the cargo hook. A bungee position during flight. The cargo.sling cord, attached from the cargo hook cables hookwould open immediately if a gust tothe fuselage, removesthe slack from of air momentarily lightened the load. the cables when the hook is stowed. The 'AUTO position should be used just before tOuchdown to avoid an inadver- WARNING tent release of cargo. Any Static electricity that may have been generated by the helicopter should Cargo Release Buttons be dissipatedbefore you attempt a A cargo release button, marked CARGO, hook-up, by allowing the sling to touch is located on the pilot's and copilot's the ground or through a, conductor that stick grips. Either cargo release button can make contact between the sling may be depressed to open the cargo sling and the ground.

A WARNING Do not consider wind veldcity in advance planfting except to note that any wind encountered I may serve to improve helicopterperformance. Externalloads may cause oscillations to Itie recommended that trainfng loada'not ex- ° the extent that the load may oscillate into ceed 2000 pounds. the rotor blades and/or tireelage, or that the load may cause a deterioration in the stability olithe helicopter.Oscihations can usp- Equipment Inspection ally be controlled by slowing the forward speed of the helicopter. Inspect thefollowing items before cargo flight:

CAUTION 1. Cargo sling and attachments for security.

The cargo sling should be stowed before 2. Manual release for proper rigging, landing to prevent the- hook from striking the ground. Striking the hook on the ground 3. Cargo hook for security and condition, can cause darnage and subsequentfailure of the hook, Landing on water with an unstowed hook can cause damage by denting or'Punc- In Flight turing thehull. Normally, with the hook installed, running, water lanclitngs will not be accomplished. 1. Equipment preparation. a. Ensure sling is fully extended and AIRCRAFT OPERATION WITH THE allcables andlines are clear. CARGO SLING ATTACHED b. Pilot's HOT MIC LIST'EN - ON.

Preflight c. Cargo hook switch - SLING., (See figure 31.) The most important phase of a cargo sling mission is thorough planning. The operating area 2. Approach and hookup. should be selected to avoid flight-over vehicles, buildings, or congested areas and to proVide a. Aircrewmember connpilotinto optimum safety. Amps of dust, mud, snow, or position directlyovercargo, usmg ice should te avoided. An personnel concerned hoisting voice procedures. with the mission should be thoroughlybriefed on their duties and responsibilitiesduring the b. Ground personnel ENSURE static operation. Ground crew personnel should wear electricity dissipated. helmets with visors down,andradio cords tucked Judgment and corn- c. Aircrewmembermonitor hookup; in. They must exercise sound of cargo. 'mon sensein positioning themselves sothat ground personnel clear lifted, GrOund personnel should enter and if the load should be accidently dragged or depart the cargo sling hookuP area they can move clear Immediately to avoid injury. from the starboard,side of 'the air- If an emergency occurs during cargo sling ground craft. helicopter and graund crew per- , operations, the Aircrewmember report hookup and- sonnelehould move in opposite directions to d. . clear each other. The helicopter should move to ready for lift. its left while ground crew personnel moveoff to the right. Ground 'crew personnel should make Pilot smoothly increase power until every effort to work at the rietside of the the cable is under tension and slowly load (with respect to the position qfihe heli- continue,power increase to lift off. copter over the load) so that in an emergency, they 'can Clear from-under thehelicopter without 1. Aircrewmember report cargo clear climbing ever or moving around'ihe load. ofded$.

2 _ ,. ; NOTE - hold' it down _against the drag of _the air through moves: Siich loads will, normally turn For ining, a 19-- tO ISAfoot cable should broadside to-tlie direction of flight, this exposing teat 0,1,,t4 tip selebtedIoad, The length- maximum -dr4 surfa:ce: StabiLizattion of suCh loads of caewill .varT'!,:lnictual operations. May be assured ,by 'One or more%of the following '.. I., .0 1 mune: Transition to o_OarOlight, 4, 1. Reducing-airipeed. T n :to korward flight and establish 2. Make slow control movements. a positi tkof cIttnb iiiSoon aatranslational 3. lift .hake been _obtained. Do not descend duitilg Inereaeing thiliieight Of the load. transffion.- AcceleratIon and maximum. airspeed, 4. RedUCilig -the drag Surface by altering' I, to prevent oscillation, will ,be dependent on thes,_ the: relationship between the centec of type of load carried.So,the lOtads will require gravt. ty and the center of pressure of the airspeeds as low, as, 10 knots tos maintain. sta- suspended load in such a way as to as- bility. The helicopter should not,be maneuvered sure that* the narrowest surface points 'abruptly. in the direction of flight.

"NOTE 5. Drag surface reduction can be achieved by &tiding surface to the rear of the load The airewmember should monitor the load or adding Neight to the front. The general tor oscillipon and other unsatisfactory in-' rule is Oat stability will be usured at .dications. practicalhelicopter speeds vihen the , loads center of,gravity is located at the Cruise front third of the surface area. Cargo master switch -. SAFE (after 500- CAUTION feet terrain cletrance). Spinning may 'resultin pendant 'failure.If CAUTION , conditions permit, spinning load may be placed on the ground or water to reduce Whe'n the sirge7,hook switch is in the SLING the spin rate. lielease uncontrollable loads. position, the pilots should exercise,caution to preventinadvertentrelease ofthe load. Approach

CAUTION 1. Use a NORMAL APPROACH. 2. HOT MIC - ON. Do not fly over populated areas, buildings, or other surface conditions that would be 3. Cargo master switch - AS REQUIRED. endangered or damaged in inadvertent cargo 4. Crew report - "CARGO ON DECK." releate. Gusty wind conditions, action of the load, or aircraft equipment malfunction can 5. Cargo - RELEASED. cause or require unplanned load release. 6: Sling - STOWED BE F'ORE LANDING. " NOTE LOAD STABILtTY Cargo operation without A FCS should be undertaken with caution. Without the stabili- Most of the problems encountered in heli- zation, oscillation of the helicopter and load copter external lifts concern the Instability of' can endanger ground personnel. loadsinflightasthesling loadisseldoin aerodynamically stible. NOTE Load instability will ocr whenever the The radar altimeter may be unreliable with weight of a suspended loads not sufficient to a load attached.

2 REVIEW

Whenit is impracticalto use ahodin rescue operations, you willuse a rescueplatform. The rescue platform can be used forinjured persons,body pickups, and pickups from's. raft. The cargq sling is used forbulky cargo that cannot be loaded into the helicopter. Ionmast handle the cargo 'sling properly to avoid inadvertently dropOing the load.

(Now answer the following review questions.)

22. The rescue platform should be rigged and 22. C The pilot is in command 'and is the checklist completed when the ' *in a better position to'decide # , *hen this should be done,. A,. copilot gives the direction (Refer to page 49) B. crewmember is ready C. pilot gives the direction D. crewmember has the target in sight D This command isgiven-I:get the' rescue -platform pickup voice 23. 23.. In the rescue platform'out of thecabin procedures, the command -"Open Up" includes permission to" and doWn'into position. This is in preparatiRn for making thehp-' A. go on het mike proach to the pickup. (Refer to B. rig the platform page 50) C. complete the checklist D. lower the platform

24. Which _commandis used if the survivor 24. B This command means that the sur- is in danger from the aircraft2 vivor is in immediate-dangerand. ehat the helicopter should be A . "Hold" lifted into a hover..(Refer. to "Up" , B. pages 50 & 57) C. masy" D. "Slow"

25. Distances are no used with 25 D .Distances are not needed with which commands? these commands.. (Refer to page57)

1 . "PSY"., 1. "UP" 3. "HOLD"

. A. ,1 only

. B. 2 ,only C. A 'and2 A, 2, and 3

'A 264141/can use Ihe personnel ladderwhen D A mobile survivor will be able retsiAttelg a/an to grab the personnelladder and climb into the helicopter a lot body from the water A. easier than he could using the B. immobile survivor injured sUrvivor rescue platform. (Refer to page 58) . C. B. mobile survivdr

.63

261. 27.- Which of thefollowingisnot a correCt 27. B (Refer to page. 60) statement?

A. The crewmember must advise the pilot when cargo is. oh the deck B. The'pilot does not have a manual release capability in the cockpit C. The crewMember must oversee the cargo hookup and drop D._ The crewmember must conn the pilot into position over the cargo

28. Ground personnel should enter and de 28. A This will enablethe crewmember part the cargo -sling hookup area from the and pilot to seeany ground 'of the aircraft. personnel comingin under the (Refer to page 61) A . starboard side rotor disc area. B. front C. port side D . back

64 Vs-

HIGH-INTENSITY SEARCHLIGHT SYSTEM

u OBJECTIVES

Nben you,complete this section, ypuwill,be, able to:

searchlightsys- 1. Identify the components of the high-intensity tem.

2. Explain the searchlight operation.

of the .3. Describe the safetypricautions ,for theOperation searchlight.

CAUTION HIGH-LNTENSITY SEARCHLIGHT SYSTEM . Do not attempt to operate the search-I The ,high7iniensitysearchlight system light from battery power only-. (Nightsun) provides a high-intensity light Nowwe willdiscuss 'the .individual source particularly suited for Most night components of the high-intensitysearchlight operations, including search operations and examination, of rescue locations from a safe system. altitude.: Night photographic missions are potsible byusingdaylight techniques and EKTERRAt MOUNT film.

The searchlight system is comprised of the following components: external mount of three sup- and searchlight assembly), The external mounting consists (gimbal mount and the search- remote control unit, inter- port bracketsv;,the gimbal mount, junctionbox, 32.) The assembly ' connection cables, and aimuiting hardware. light assembly. (See figure is mounted on the portside of the helicopter (See figure 320 The systeniutilizes-the con- below the avibnicsman's window. trollable searchlight positioncontrol-switches fOrcockpit controlofteamdirection. CAUTION -The searchlight system is powered by the DC prftnary bus. During thestart sequence,-30,000 voltsare generated 'vvith- Water landings with the searchlight installed in the sedrchlight ,assembly,, and a high shall be limited to operational necessities. turrent power surge develops in thejunction If a wate r landingis necessary and theSearch- box. light iSin use,if possible turn the light off and allow it to cool before landing (3-5 minutes are recommend; however, any NOTE: The start sequence may cause con- cooling period is beneficial). TheMASTER with radix:it in siderableinterference switch should also be secured before water ,the helicopter. contact. Water landings with anyforward - speed may cause damage to theNightsun 'mounting and aircraft mounthit points. After the start sequence is complete4; only 28 VDC are required fOr the system Gimbal Mount to sustain illumination.

The gimbal mountingassembly (figure 3.2) consists ,of a yoke and two small DC motoractuators. One motoris mounted at ,the base of.the yoke and rotates the light

65 REMOTE CONTROL UNIT

GIAIIIAL MOUNTING (SH011itt FOR BELL 47O MODELSI

SXIA JUNCTION. Box

GIMBAL SX.I6 SEARCHLIGHT

Figure 32. 2g 7

Themotor is nonreversing and for azimuth. The secondmotor is mounted the lens. the reflector back and - on one leg of the yoke and drives the trun- continually' drives the same cycle. Thefocus nion mounting for evaluation. Sto0 pins forththrough 10 degree beam, width (flood) to in the yoke 'bearinghousing limit the ie from- a 6.5 degree beam width (search).,(See fig- searchlight rotation inazimuth. Aslip a The search-lightassembly has a clutch on each, motor driVe absorbs the mo- ure 34.) safety cable attached to the yoice. tor torquewhen the searchlight is -driven against the :stop. The Stops are adjustable in azimUthand may permit a maximum Of-350 degrees ofrotation. There are no physical JUNCTION BOX stops for elevation. Normal range of'Sleva= tion is from 10 degree's above thehofkzontal to 70 degreesbelow. The drive motors-may box (figure 32) consists cause some radio interference. The junction ofa rectangular metal box containingrelay and terminal connections for power distribu- the, functional tomponents of the NOTE: Manual movement ofthe search-' tion to The junction box is light assembly will not damagethe searchlightAotquipment. portside, aft of the actuating mechanism. mounted. in- the cabin, radfornan's seat. Two circuit breakers are mounted on the botttim of the case(70A and WARNING 7A).

Avoid traimingthe searchlight on any part of the helicopter. The heat generated is ,capable of melting a tire REMOTE CONTROL UNIT or ignitingPaint or fiberglass. When dnangingazimuth,from side to side, The control unit (figurt 35) is-mounted DEPRESS ELEVATION to avoid shining the cabin below the rescue hoist'throt- light inside the helicopter. in the tle controlvalve on the right side. Two quick-disconnectreleases permit moving the to the cther positions about thecabin Searchlight Assembly unit for remote use. The control panel contains a typeON-OFF swit6h marked The searchlight assembly(figure 33) circuit breaker switchpower's the lamp, lamp consists of a cylindricalhousing within MASTER. 'This starter, gimbal drive motors, focusingdrive which are mounted'aft arc lamp bulb, a re- and a cooling fan iii the, lamphousing flector, a cooling fan, a focusing motor, motor, assembly. A guarded momentarycoaact switch and' varioui electricalcomponents used in marked START cOntrols the start circuit. A the start' circuitofthe lamp. The lens, third momentary contact toggle switchmarked, made of specially tempered glass, is Capa- controls the motor-driven focus mech-- ble of withstanding both mechanical stress- FOCUS anism. A foUr-Way momentary contact toggle es and high temperatures. The xenon arc switch marked DOWN, , LEFT,RIGHT contr4s Lamp contAins two tungsten electrodes per- of th searchlight in azimuth manently Sealed in a quartz glass bulb the 'movement Thecbove four switches are filled withxenon gas under pressure. The and eievation. on the face of the.remote control lamp is capable of 3,800,000 peak beam can- located Ontop pf,the remote-control unit is dle power. unit. anunmarked momentary interrupt pushbutton. lamp but allows the NOTE: Unlightedpressurewithin the This extinguishes the cooling fan to continue running. The tooling bulb is approximately 75 psi. Lighted, fan runs anytime the MASTER switch is ON. :the pressure appioaches300 psi, and the temperature surrounding the arc will range between 300*F. and 2,1001F. Should the bulb explode, it will.be HIGH-INTENSITY SEARCHLIGHT INSTALLATION contained by the searchlight housing / and lens. N (figure 36) The beam is focused by a focusing motor Install the searchlight driving the reflector towards or away from as follows:

2a12" POCUS NOTDR 5 CABLE CONNECTOR

3 BACK SPIDER

C COLLECTOR ROD

1. XENON ARC LAMP

S. COLLECTOR

PRONTSMDER. .

1. AIR INTAKE FILTER

IFAN HOTORo.

T NNIO14441OONT Npr

H. VENTILATION HOOD

10. WINDOW LENS

Figure 33. - SX-16 Searchlight assembly. .

( f . Locate mounting brackets (3 ea .0dGH -INTENSITY SEARCHLIGHT OPERATION on left side of aircraft)

'OPERATING pROCEDURES, 2. Mount the high-iniensity search-

. light (using 3 mounting bolts and , elastic stop,:nuts): preflight

3. Connect control/power cable 1. Lens clean - CHECKED. connector on side of aircrhft).

' NOTE:. Do not touch the lens.with your hands; - smudges cause an uneven ,heating 4. Attach two drain tube extenders. of the lens and subsequent cracking.

2, Light MANUALLY POSITIONED so 5. Remove ,searchlight lens cover. beam will NoT STRIKE HELICOPTER WHEN ILLUMINATED.

68 ,

101 BEAM (FLOOD) r e' d' 4r-

135 0 33 S 114 3.4 3.7-e 2.1 I7

718 349 0 4 90 0 40 0 22..5 14,4 r - 6 BEAM (SEARCH), 240 220 Iip. . 200- Ii ISO 140 I- 14.0 320 100

Iff

1 woo; 0 200 300 400 500 400 RANGE. FEET BEAN INTENSITY IN FOOT CANDLE'S

N1GHTSUN SX-I6 SEARCHLIGHT ; BEAM SIZE vs. INTENSITY

Figure 34. - Beam width chart.

0A 9,9 . p

itle" 5i?

r,-

Figlire 35. - Bemote control unit. a. o I I. 3. MA STE R 'switch OFF. 2. Four-oaydirectional control AS DESIRED. . switch -OPERATE 4" 4. Clrcutt breakers CHECKED. NOTE: When the controllable searchlight is °--GAUTION- OFF or in STOW, the collective searchlight pOsitidn control switches and the searchlight Do riotdirect ligh ,beam tont osurface position toggle sw.ttch,oll UR) copilot's remote eircraft due to intensel*at. IC5,,panel, controls the-Nightsun positioning. Starting 1. MASTER swiiCh "- ON. kecuring .7 2." START switch -DEPRESS UNTIL LAMP NishMomentary, OFF buttdti. Note: IQNITES(5-10seconds),Release Lamp, may be ,restarted if desired, immediately *, by,pushing start switch.

.4 :CAUTION r AUow )375minutesforcooling. after Continuingto depress the switch 3. MASTERWitch - OFF. ignition mayseriouslydamage the searchlight. OPERATING TECHNIQUES Operation ADJUSTED TO DESIRED TechnEquesforuse oT die searchlight 1. ,FOCUS swiich - the'object of the search, BEAM WIDTH. mustvarywith

0 a

114.4, 44144'

Figure 36. - HH-3F high-inte sity searchlight in tallatio . CAUTION .areabeing eearched, and meterological con- ditione.Generalguidelinesforitsuse listedbelow;however, proficiency in . When ope;ating the remote control box from itsuse can 'be acquired only through actual the avionics position, the power extension experience.The followingtechniquesare onlygeneralguidelinesforgoodsearch cablelaying itiossthe cabin deck, may conditions: _beahazard during an emergency exit. 1. Search airspeed - It is reconimended that search airspeeds of 50-100 knots be , It recommended that the Nightsun not matntained as required for the type of be used to search on the starboard side object being searched for and the area of the helicopter dtie to the possibility of to be covered. The -Nightsun has been the light striking the helicopter. designed to operate al airspeeds corresponding to helicopter limitations. WARNING 2. Altitude-proportional to search o'bject's size: The heat generated by the light is;apable of. a. Vesseliorboats 40 feet dr* melting a tire or igniting paint or fiber, over -.1.,000 to 1;500 feet. glass. b: Boatslessthan40feet - 300 to 1,oaa feet. SAFETY PRECAUTIONS

c. Personnel-300 tO 500 feet Observethefollowing safety precautions

SS, (hoversearch also a satis- when operating the high-intenaity searchlight: factory technique). u 1. Because of high temperaturas and high 3. -Beamwidth-asd esired. Midway ,operating pressures, the possibility of betweennairowand widest points ah explosion is always present during provides a nearly solid beam spot. operation or handling of the bulb.If an explosion should occur, anyone with- 4. SEARCH STATIONS. The port side of the helicopter is the recommended 'search in a'radiud of 25 feet could be-critical- side and can be used efficiently by the ly injured by flying glass. copilot and avionicsman. The copilot can 2. Avoid training the searchlight on any maintain directional control of the Night- part of the helicopter. The heat gen- sun with either thecollectiVt searchlight position control switch or the search- erated is capable oLmelting a tire or Hght position, toggle switch on thee,re- igniting paint- or fiberglass. When you mote ICS panel. The avionicsntan can are changing Azimuth from side to side, start, focus, change direction, or secure avoid shiningthelight on oi inside the Nightsun by using the remote control the helicopter. box. The control box, mounted on the 3. When operating close to personnel, the starboard side of the helicopter, has light beam should never be directed enough cableto allowitto be,,used towards them since the high intensity in the avionics position. of the beam may cause burns or eye injuries.

72 2 45"3.

REVIEW

You have nowcompleted the section on the high-intensity searchlightsystem. You should be thoroughlyfimiliar with the-system operation, preflight procedures, starting operation, and Safe- ty precautions. You hive also learned how to install the light on the aircraft.

(Now answer the following review questions.)

29. The high-intensity searchligtit can pio- 29. C (Refer to page 67) duce a MAXIMUMof peakbeam ,candle power.

A. 3,600,000 B. 3,700,000 C. 3,800,000 D. 3,900,000 a ' (Refer to page 67) 30. The lieghted pressure inside the search- 30. A light bulb is approximately

A. 300 psi B. 400 psi C. 600 psi D. 800 psi

31. Where is the searchlight's remote con- This position is inside the cabin trol unit located in'the helicopter cabin? 31. and on the right side. (Refer A. Aft of the radiograck to page 67) . B. Below the variable hoist control C. Aft of the radioman's seat D. Above the variable hoist control

focus -Of 32. Fromwhat position is the 32. B The remote control unit in the the high-intensity searchlightcontrolled? cabin has the only focus control. (Refer to page 67) I. Cockpit 2. Master control unit 3. Remote control unit

A. 2 only. B. 3 'only , C. 1 and 2 only D. 1, 2, and 3

33. On tfie., start cycle, the searchlight 33. (Refer to page 70) lampwill ignite in approximately seconds.

A. 3 to 5 B. 3 to 9 C. 5 to 9 D. 5 to,10

73 239

34. Before securing the MASTER switch on- '3 . B If the master switch is secured the highintensity searchlight, you should before the 3 minutes are up, the allow a MINIMUM of minutes. fan in the light assembly will he secured, and the lamp will A. 2 B. 3 not be cooled. (Refer to page 70)- - C. 4 OP D. 5

35. The altitude of aircraft searching foi 35. C Thisaltitude will give the crew. bdats less than 40 feet long should be a beiier chance of locating a feet. boat of this size, (Refer to page 72) A. 300 to 500 B. '300 to 800 C. 300 io 1,000 D. 1,000 to 1,500

)

74 3F AVIO ICSMAN

STANDARDIZED SYLLABUS

DEPARTMENT OF TRANSPORTATION U.S. Coast GuardInstiLe U. S. Coast Guard (06/81) 944421

27 FOREWpItll INTRODUCTION TOAVIONICSMAN SYLLABUS GROUND PHASE Successful ue nthisions ,preaccomplished by thwordination of skills between the pilot andSAR aircrewman. Objectives After completing this phase,the student will be able to: The pilot- has a training syllabusthat requires him to,belskilled A. , in the art of flying,. I.-Perform taxi signalman dutiessafely, using standard hand signals. You, as an ,avionicsman, must have aworking knowledge ofthe equfpMent used abeard thehelicopter.. You must be familiar . required of' aSAR aircrew- techniques, 2. Perform the fine duties with and accomplishedin the professional skills, man (servicing,etC.) _and procedures used on rescuemissions. the proper equipmentand . , 3. Tow an aircraft, using This syllabus is designedspecifically to giVe you the required procedureS. and safety-conscious avionics trainingto become a proficient procedures from R a i rc rewman Demonstrate emergency egress Avionicsman and Flight Mechanicpositions. stiperviSe the student as he completes AqnOlified inStruer must Use the pyrotechnicsand SAR equipmentsafely. this booklet. To indicate.- thatthe student hassatisfactorily.demen- strated Or explained an item, theinstructor will enter his initials the proper navigationequipment block. If the student's 6; Plot a course, using Anti the :abbreviated date(1-1-76).in the. and prOcedures. performance isnot satisfactory, theinstructor will initial anU the Instructor's and post-flight; using datethe*it"block, He will 'then _ indicate in 7. Perform preflight, thruflight, hems rks ,section the -reasonfor the unsatisfactory mark;If the the proper guidelines. not prep.ared or fails.te-satisfactorily. complete arr studentis what prepar- item, the instructiir, shouldcounsel him and indicate 8. Locate and identify theavionics antennas. requi red.: ation(ir,additional-training is of the various avionic sys- 1\ 9. Locate the components 4 - Vow ground/flight syllabus derived from Close v.1 terns, This is a coin,pdsite various Air air-to-ground frequen- examination ofthe many syllabiin exisienee,iat 10. Stand, radio room watch on Stations and is 'designed to meet_the needs of all AirStations. cies. (ommanding officers may deviatefrom this standard as required accomplish the groundphase to the to meet local taissionrequirements 'and operational:limitations. B. The student mut it should be. it Can be signed of f. Inrevisingthisstandard -syllabus for local itee instructor's satistaction before -.remembered that a proficient, safe,'and standard search and rescue phase before he aircrewrnan is the goal of the program.. The student mustcomplete ttielgrouna can begin theflight phase. Complekion of this groundtraining will give thestudent Re1n inted.(06/81) D. crewman and a the background heneeds to be a good line good aircrewman.

CREWMAN.

27 5 ; GROUND 1

D.Demonstrate a working knowledge of general line operations..

II.GENERA-L

I. AIRCRAFT GROUND HANDLING A. Progress Knowledge Instructorwill have thestudent accom- C.Juaginent plish the following: D. Attitude

A. Aircraft start and launCt Ill. INSTRUCTOR'S REMARKS: .- 1. Using the proper procedures and safety .,precautions. 'Bland the fire guard for aircraft start and launch.

Aircraft taxiing 1. Demonstrate the proper procedures and hand signals foraircrafttaxiing.

2. Describe the safety precautions used during acft. taxi evolution.

C.Aircraft securing 1. Demonstrate proper procedures to follow during engine shutdown. 11, 2. Use the proper procedures to tie down an aircraft.

3. Show how the equipment forsecur- ing an aircraft is used. 4. Show the location of ihe main landing gear locking pins and show 'how they are used. s I 1 I Instructor Signature /Date

1 2 : 27 7 III. INSTRUCTOR'S REMARKS:

GROUND 2

A IRCR A FT TOW ING Student will accomplish the following under guidance of the instructor:

A.Complete prestart check of tow tractor (gas, oil, etc.).

B. Operate-tow tractor.

-C.Complete low bar safety checkandehook up to the aircraft.. . r

D.Hook up tow tractor to tow bar and a i rcraft. E.Ensurethat .the proper tow crew is in . position, and has been briefed on emergency/normal stops. F.Tow ai re raft. 1

G.Demonstrate the aircraft towing safety precautions. (Student should go throug'l this lesson pe many tinwil as it takes him tocomplete 4 the lesson to the instructor'ssatisfaction.)

GENERAL

A. ?rogress B. Knowledge C.Judgment Instructor Signature /Date D.Attitude

; 2 , L GROUND 3 4. Describe the' Koper procedures to be fdlIciwed in aboomplishing items 4 2 and 3 in this section.

C.Lubrication

1. Using the proper grease, equiptinent, land- I. AIRCRAFT SERVICING and procedures, lubricate the ing gear. Instructor will have student accomplish the D. Observethe proper procedures and following: safety precautions in each ofthe des-

444 A. F;Jeling cribed operations.

I Complete prestart check of fuel II.GENERAL Lrbek. 1 1 a Ope.rate fuel truck, demonstrating A. Progress proper procedures andsafety pre- B.Knowledge - Judgment includingproperstatic C. cautions, D. Altitude grounding sequence. 3. Denionstr te knowledge of the fuel7 111.INSTRUCTOR'S REMARKS: trig and d fueling operation onthe - 1111-3F. 1 1 1 4. Fuel aircraft, including procedures forhydrant lidcabinetfueling.I

OW and hydraulic fluid I

1. Identify tfie proper oil to'be uSed in the -engines, transinission,intermediate gear,box, and tail gear box. C 1

2. 1ising the proper oil, replenish the . engines, transmission, intermedilve and tail gear boxes.

3. Using the liroper hydraulic fluid, 'replenishthe primary, auxiliary, Instructor Signature /Date and utaity4hydraulic systems,

6 2 V Ir

GROUN,p 4 23.Survivor's sling 24.Sea anchor 25.Sea drogue 26.First aid kits 27.Aircrewman's safety,harness 28.Blackboard 29.AMBU standard resuscitator Aircraft SAll and Eliuipment 30.Stoke'slitter ,.31.Portable salvage pump Instructor . wiR havesisAelit demonstrate 32.Splints a thorough kpowledge of the 'following items: 33.Ear plugs Willy the items at your milt until the stand- 34.Survival kit ard SAR board is developed. Extra spaces 35'.Camera 36.Wool blankets are provided for items not listed.) -4 M 37.Body bag 1 38.Air-to-ground phone 1/4 A.SAR equipment 39.Tow gandle 40.Sav-a-life floatation device 11/4 41. MessOge bottles 42. 2. Float lights 3. Salt packp 44. 4. Cable splicer .45. 5. Cargo straps 6.Space blanketp- B.hescue eq4prnent used (but not in A/C) 7., Traillines(with- weak linksandi weighted bag). I.Nighj Sunse:rchlight 8. Flashlight 9,Cable cutter " C. Pyrotechnics 10. Shroud Cater 11.Aldis lamp 1. Mk-25 12. Gloves 2..MK-58: 13. Crash axe 1 MK-13 14. MK 25 drming/disarmitig device 4.MK-79 15. Boathook Etnergency radios (Survival radios*tor 16: Survival knife emergency comma, lowering tosurvivor 17. Life !sits, for helo to grourid comma and by crew- 18. pye mairliera man if he is the survivor.), 19. ItePcueLhasket., 20. Rescue platform? , 1.413.RC-63 yest(s) 2. PRC-90 22.4X/641re extinguisher 3 URT-35

-/ 8 2 IV

E., 'Emergency items did procedures , GROUND 5 Student will show the location of and/or explain the following:o

I. Emergency vexits 2. Demonstrate emergencyeg-' ress 'pro( edures twin 4Avion- it simian and Flight Mechanic- positions. NAVIGATION I. Fire extinguishers Emergency exit lights Instructor will have student accomplish'the 5. First aid kitk following: 6- ui-flight hie' 7. Smoke arid fume climula 8. flitt huig procedures A.Interpret charts.

II.'l',FIWitAl. 1. Head cart. 2. tdentffr types of charts. A. Progress 3. Estimate distances. Il. SAU/ltescue equipment knowledge 9. Identify apkoach Nate. C. Judgment 5.Identify enroute supplements. PAttitude Use navigatron_equipnient. III.INSTIttie'llgt'S IIL MA IIKS: 1. Compass 2. Plottej 3. Dividers 4. Pilol'a computer 11 GLNLitiki. course,giving headings, Progress C. Plot a given astanee,enraute time, and any othir SA It/licsctit. equiPment knowkage information as '(esired. (Use 80 ktd.) I 1 I C Judgmela Miltuth. D. *Show a working knowledge of the follow- INS'Fittlt."I'DH'S AUKS : Ill. ' ing electronic navigation equipment:

1. Direction findUrs 2. VIIF/NAV 3. ADE% _ Instructor Signature / Date 4. TACAN

10 9 2 4 - 4 ii.GENERAL G110(141) 6 A. Progress B.Khowledge C.Judgment D.Attitude

INSTRUCTOR'S/REM ARKS:

I. INSPECTIONS -insiructor will have thestudent accomplish the following:

A. l'reflight inspection Perform a preflightInspeotion in 1. accordance with and usingaa a I guide CMS Card#000.11A. I 1

CO-4377 using 2. Sign off preflight on I proper procedures(sample).

ILThruflight Inspection I.Perform a thruflIghtInspection' ln aecordimce with and uoinikas aguide, CMS Card #(X)0.5A. f

VS 2.Sign uff tbruflight on CG-1377using proppe prortmlores (sampip).

C.Postflight Inspection

1. Perform u postflightInspection In accordance wlp and usingas a guide, CMS Ca'rd.#0(104bg.

Instructor Signature ate 2.Signoffpmdflight udeording to station Instructions. "'

/I 12 2 I I),Special inspections I.Perform special Anspections in accordance with CHSCard #000.2 GROUND 7 and 000.3.

a. After water landings/

b. 'tires for correct pressure 1 AVIONICS ANTENNAS APU operation Complete the APU Start/Run checklist, us- Instructor will have the studentaccomplish ing the pioper procedures and safety pre- the following: cautions. A. Locate and identify the followinganten- III. GENERAL nas:

A. Progress 1. Radar U. Knowledge 2. Glide elope C.Judgment 3. Radar altimeter (2) D, Attitude 4. Forward UHF 5. Direction finder IV.INSTIWCTOR'S REMARKS: 6. 11.'1: 7. ADF sense 8. TACAN 9. Doppler 10, ADF loop 11. FM 12. VHF 13. Rear UHF 14. VOR/LOC 15. Marker beacon 16. liF 17. I AMAN C

fII. GENERAL

A. Progress B. Knowledge C.Judgment Inptructor Signature /Date D. Attitude

14 13 9 S 9 III. INSTRUCTOR'S REMARKS:

GROUND 8

I. AVIONICSCOMPONENTS

Instructor will have the studentaccomplish the following:

A. Locate and identify the folloWingavionic componentsin the bow compartment:

1. Radar altimeter 2. IF F 3. Glide slope 4. LORAN C Antenna Coupler 5. Radar 6. Flight director

B. Locate and identify the following avionic components on the forward cabinelectronics rack:

1. UHF 2. ADF -- 3. FM

C. Locate and identify the followingavionic components on the aft cabinelectronics rack:

1. TACAN 2. VHF NAV Instructor Signature/Date 3 Marker Beacon

16 15 291 23j u I sl GROUND 9

4, IIF 5. VHF

D. Locate and identify the followingivionic components In the doppler bay: 1. RADIO ROOM WATCH STANDING (40 hours 1. Doppler minimum) 2. Gyro I Instructor will have student accomplish the II. GENERA L following:

A. Progress A. Watch standing B. Knowledge C. Judgment 1. Convert local time to GMT time. D.Attitude 2. Stand watch on aircraft frequency. 3. Receive and Interpret a drill mes- ill NNSTHUCTOH'S REMARKS: sage. 4. Maintain an abbreviated radio tog. 5. Handle outgoing and incoming mes-

sages. 1 6.Dperate teletype andunderstand teletype operating procedures. 1

II. GENERAL

A. Progress B. Knowledge C.Judgment D. Attitude

III.INSTRUCTOR'S REM A RKS:

Instructor Signature/Date Instructor Signature/Date

18 1 7 293 INTRODUCTION TO AVIONICSMANSYLLABUS PLIGHT PHASE FLIGHT 1 T5is syllabus is designed to help you become aqualified HH-3F avionicathan. This- syllabus isalso a record of your completed training. TIME I. Objectives: - FLIGHT

A.After completing this syllabus, the student wiUbe able to: I. COMMUNICATIONS

1. Operate theICS. Instructor, willhave student monitorthe following: 2. Use proper ICS voice procedures. A. ICS 3. Operate the HF transceiver. 1. Operation of ICS 9. Use proper radio voiceprocedures. 2. K'S voice procedures 3. Proper ICS responses 5. Maintain an abbreviated radio log. 1.1.1; lraosc ewer 6. Send and receive messages. 1. Initial setup 7. Operule the LORAN luwigutor .2. Frequency changes 3. 11 communicalious rlot position from Loran readings.

11. GENRAL

A. Progress B. Knowledge C. Judgment D. Attitude L.Crew coordination

INSTRUCTOIPS`HEMARKS:

Instructor Signature/Date

20 19 295 29.4 III.INSTRUCTOR'S REMARKS:

FLIGHT 2

FLIGHT TIME

I. WATCH STANDING

Instructorwillhave student perform the following:

A":- ICS

1. Operate the ICS 2. Use proper ICS voice precedures 3. Use proper voice responses

B. I IFTrunsceiver I. Establish communication witRacro- nautidalstation. 1 2. Transmit operation nd position reports. 3. Maintain hbreviated radio log. 4. Keep ircraft time sheet, 5. Receive drill message. 6. Transmit drill message. (Student should go through this lesson as many times as it takes him to complete the lesson to the instructor's satisfact ion. )

H. GENeRAL

A. Progress B. Knowledge C. Judgment D. Attitude E. Crew coordination Instructor Signature/Date

22 21 27 . III. INSTRUCTOR'S REMARKS:

A FLIGHT 3

FLIGHT TIME 1,

I. NAVIGATION

Instructorwillhave student perform the following:

A. Loran chart interpretation

I. Identify Goran rates in area. I

2. Obtain approxfmate Loran fix from chart.

B. LORAN C NAVIGATOR

1. Complete initial setup.

Ormito I .0ItAN C NAVIGATOR L 1 I

C. Plotting

1. Mot loran hit using TI) and Lai ilong I I I

II. GENERAL

A. Progress IL Knowledge. C. Judgment D. Attitude Instructor Signature 1-771ats E. Crew coordination

23 24 2

3 FLIGHT 4

FLIGHTAIME

0 , I. CHECK 'FLIGHT . / sIu Instructor will observe st1(rent fcir ,correct 'operation of the follring:

ICS

1. Proper operation and voice procedures.

B.HF Transceiver

1. Proper operation and voice procedures. I C: LORAN

1. Proper operation.

H. GENERAL. : A. Progress B. Knowledge C. Judgment D. Attitude E.Crew coordination

III.INSTRUCTOR'S REMARKS:

Instructor Signature/Date fitU.S. GOVERNMENT PRINTING OFFICE I 9B I -774227, 25 3