UH-1N FAM-108

Goal Review takeoff, approach, landing procedures.

Requirement 1. Brief and discuss hydraulic system malfunction, communications equipment, hot weather operations, max gross weight operations, and high altitude operations. Minimum aircraft takeoff gross weight 10,000 lbs. 2. Review normal approach, steep approach, sliding takeoff/landing, no hover takeoff/landing, quick stop, highspeed/low level approach, autorotations, simulated engine failures, SCAS off flight, max power takeoff, and manual fuel operation.

Hydraulic system malfunctions (NATOPS 14-11) Indications: HYD SYS caution light(s), increased force reqd to move flight controls, SCAS disengagement.

A hydraulic system can only be secured (solenoid switch closed) when power is applied or system or pressure drops below 600 psi. The HYD SYS (#1/#2) caution light will illuminate when pressure drops below 650 psi. The segment will extinguish and the shutoff valve open again when pressure increases past 750 psi. Normal system pressure is 1000 psi. In the event of a hydraulic leak, pressure build links and fluid will quickly be lost.

Cyclic servo chatter is a continuous, stable feedback loop in the servo, generally caused by worn bearings or malfunctioning servo pilot valves. The servo rapidly extends and retracts in a high frequency, repetitive motion (ÃÂ¢ÃÂÃÂchatterÃÂ¢ÃÂÃÂ). Cockpit indications are high-frequency vibrations in the cyclic stick, rudder pedals, and airframe and a loud buzzing noise from the XMSN pylon area. The HYD STS caution light will usually NOT illuminate. Flight controls will continue to function normally. Recurring cyclic servo chatter may be an indication of a more serious problem.

For cyclic servo chatter and/or hydraulic pump cavitation: 1. HYDR CONTROL selector switch ÃÂ¢ÃÂÃÂ cycle and return to BOTH 2. SCAS ÃÂ¢ÃÂÃÂ reengage (as required) CAUTION: Selection of HYD SYS 2 will result in stiff pedals and difficulty in maneuvering. If chatter stops: 3. Land as soon as Practical If chatter persists or recurs: 4. Land as soon as Possible

If # 1 systems fails, the T/R pedals will be much harder to move, but the cyclic and collective systems will function normally due if the # 2 system is operating correctly.

Single Hydraulic System Failure: 1. HYD CONTROL selector switch ÃÂ¢ÃÂÃÂ Cycle and return to BOTH 2. HYD CONT circuit breaker ÃÂ¢ÃÂÃÂ Pull If system is NOT restored 3. Circuit breaker - Reset 4. HYD CONTROL selector switch ÃÂ¢ÃÂÃÂ select good system 5. SCAS ÃÂ¢ÃÂÃÂ Reengage appropriate operable channels 6. MASTER CAUTION light ÃÂ¢ÃÂÃÂ Reset 7. Land as soon as Practical NOTE: With one system failed, the good system will stay on regardless of the position of the hydraulic selector switch. The switch has a fail safe mechanism that only allows the good system to be selected regardless of switch position. With a dual failure, control forces will be abnormally heavy, especially the collective forces (it may be easier to increase collective, but harder to decrease collective). In most cases, collective can be increased and it may be desirable in order to sustain level flight or a climb until commitment to final approach. Control inputs should be small and all turns should be made to the Right, which are more difficult, but allows for sufficient Left cyclic to be available to recover from the turn. A spring attached to the XMSN and stationary swashplate assists in the turns to the Right.

Dual Hydraulic System Failure: WARNING: Because of high control forces encountered and the possibility of complete loss of control of the A/C, this maneuver description is offered as an actual emergency guide and SHALL NOT be used as a training maneuver with the HYDR CONTROL MASTER switch OFF. 2. Establish a 55-knot climb attitude 3. HYDR CONTROL MASTER switch ÃÂ¢ÃÂÃÂ ON 4.  HYDR CONTROL selector switch ÃÂ¢ÃÂÃÂ Cycle and return to BOTH 5. HYD CONT circuit breaker ÃÂ¢ÃÂÃÂ Pull If systems are NOT restored: 6. Circuit breaker ÃÂ¢ÃÂÃÂ Reset 7. MASTER CAUTION light ÃÂ¢ÃÂÃÂ Reset 8. Select and proceed to a suitable landing site 9. Adjust collective for comfortable airspeed After arrival at landing site: 10. Adjust collective slowly to obtain a 200 fpm climb at 55 KIAS 11. Throttles ÃÂ¢ÃÂÃÂ Decrease slowly to approx 91% Nf/Nr to establish descent. NOTE: Initial descent will be slow; do NOT overreact. Airspeed may be adjusted slightly faster or slower than 55 KIAS and, if absolutely necessary, Nf/Nr may be reduced below 91% to achieve a descent. 12. Establish a long, shallow glidepath CAUTION: If the landing zone is not assured by 100 AGL, execute a waveoff by increasing throttles to 100% and establishing a 55 KT attitude. 13.  At 25 AGL ÃÂ¢ÃÂÃÂ decelerate (maintain translational lift) 14. Throttles ÃÂ¢ÃÂÃÂ increase to control rate of descent 15. Execute a sliding landing
 * 1. Collective ÃÂ¢ÃÂÃÂ up or freeze as required/available

Communications equipment (NATOPS Ch 16) Radios controlled by the CDNUs. The first one to be powered on is the primary unit (acts as a bus for the second CDNU). 3 comm radios are included on the UH upgraded aircraft. The radios are Line of Sight. Radios: TSEC/KY-58 (Voice Security Unit): Classified audio processing device that accepts voice comms from the A/C comm. System, encodes the audio, and delivers it to the FM and UHF radio sets for transmission. It decodes information received by the FM and UHF radio sets and delivers decoded voice through build links the comm system to the headset.

AN/ARC-159 (HH Model aircraft): 2-way UHF Comm 225.00 to 399.95 MHz (AM), line of sight. The radio set is capable of secure communication (in conjunction with the KY-58), guard freq (243.0 MHz) and ADF reception. AN/ARC-182(V) (HH Model aircraft): 2-way comm VHF/UHF (AM/FM), line of sight. It is possible to select 11,960 freqs and can store up to 30 preset channels.

AN/ARC-210 2-way comm UHF/VHF (AM/FM), line of sight. This radio is on the UH models and run by the CDNUs. #1 radio in the nose and the # 2 and # 3 are in the avionics compartment in the aft of the aircraft.

Hot weather operations Poorer engine performance with high DA. Power can become critical under high gross weight conditions on extremely hot days. With high temps (especially above 125 deg F), closely monitor all oil temps and ITT. Oil temps will be on the high side of the operating range. In desert areas, be especially careful about installing/taking out inlet/exhaust covers to avoid sand/dust/foreign matter from accumulating in vital areas of the helicopter.

Max gross weight operations Sliding takeoff might be required. Max Gross Weight is 10,500 lbs. Pay attention to what can be jettisoned in case of a single/dual engine failure or a Pr>Pa situation. A sliding landing may also be required if the aircraft has to land at a high gross weight as well. In a single engine situation, give consideration to jettisoning as capable (consideration to what is below).

High altitude operations (NATOPS Ch 6) Altitude has a marked effect on the performance of all aircraft engines. Air density and temp decrease as altitude increases. Gas turbine engines operate more efficiently at lower temps found at higher altitudes. Specifically, the power output of the engine and the fuel consumption is less. This will be evidenced in the cockpit by a decrease in torque. Nr can be reestablished by lowering the collective link building service to reduce AOA on the blades.