UH-1N FAM-101

Goal

UH-1N introduction. PUI conducts a normal start, normal in-flight procedures, link building and emergency procedures.

Requirement


 * 1. PUI shall perform a thorough preflight, cockpit inspection, and postflight with accompanying description.
 * 2. Brief/discuss: engine fire on start/shutdown (hotstart), normal pattern procedures, engine shutdown in flight, engine restart, engine to transmission driveshaft failure, engine driven fuel pump failure, hot refueling, fire detection/extinguisher system, emergency exits, first-aid kits, minimum crew requirements, prohibited maneuvers, and prohibited operations.
 * 3. Introduce engine start, hover power check, takeoff to a hover, takeoff from a hover, normal takeoff, low work, basic air work, normal approach, landing from a hover, no hover takeoff/landing and shutdown.
 * 4. Demonstrate autorotations (hover, taxi, straight-in, 90 and 180 degree) and simulated single/dual engine failures.

Engine fire on start/shutdown (hotstart)
Indications: abnormal rise in ITT (primary), fire warning lights, fluctuations of eng. Performance instruments, decrease in eng oil pressure, flames and/or fumes, signal by ground crew/crew chief


 * 1. Throttle (affected engine) â closed
 * 2. Fuel (affected engine) â OFF
 * 3. Motor affected engine and release starter at or below 200ï°C
 * 4. Complete the Shutdown checklist

Normal pattern procedures

 * On Downwind/180:      500 AGL & 80 KIAS
 * At the 90:		300 AGL & 60 KIAS
 * On Courseline:	       150 AGL & 45 KIAS
 * Landing Spot	       5-7 AGL & 0  KIAS

Engine shutdown in flight
Non-memory items

Done time permitting following a single engine failure. Overall idea is to obtain/maintain single engine parameters, ID the engine to be shut down, then shut it down and determine if it can be safely restarted.

Engine restart
Non-memory items

First, determine if it is safe to restart the engine and give at least 30 seconds prior to starting in flight to purge fumes and fuel from the engine. If automatic fuel control has failed, the start can be done using MANUAL fuel control only. Next the engine is restarted using very similar procedures as a ground start with the exception that the governor and particle separators may need to be adjusted to AUTO.

Engine to transmission driveshaft failure
Indications: Abnormal & loud noise, Nr rapidly decreases, Nf overspeed, left yaw


 * 1. Autorotative landing â accomplish

Immediate and smooth collective reduction is critical. Maintaining Nr is primary concern. Rotor rpm decay rate will be faster than that for a dual engine failure due to the sudden loss of power. Higher torque settings = faster decay rate. Next balanced flight and airspeed must be obtained. Engine overspeed will not be preventable (by reducing throttles) as it will happen so quickly. FOD and engine fire are possibilities as well as compound EPs. Secure throttles only after an Auto is entered.

Engine driven fuel pump failure
One of the items driven by and externally mounted on the accessory gear box. Normal fuel pressure is 600 psi. The corresponding engine will flame out if the fuel pump fails. When a boost pump fails, the corresponding caution light segment will illuminate. As long as the crossfeed is ON, the remaining boost pump can provide sufficient fuel for both engines. Circuit breakers should be pulled to secure electrical power from the failed boost pump. In low fuel situations, avoid nose low attitudes to prevent engine flameout (due to lateral baffles and malfunctioning flapper valves).

CAUTION: In the event of dual boost pump failure, do NOT operate in excess of 6000 MSL.

Hot refueling
Pressure refueling only allowed while turning. Accepts the standard Navy shipboard pressurized fuel nozzle. Accepts fuel at 65 gpm and 55 psi. Also can be used for defueling. Two press-to-test buttons route fuel to the shutoff valve to test the proper function of the valve early in the refueling process. Operating the pressure refueling system with an inoperative shutoff system can cause fuel cell rupture. Fuel capacity is 195.5 gallons with 193 usable in the main tanks. Only the main tanks can be hot refueled.

Fire detection/extinguisher system
Fire detector elements are heat sensing connected in series loops that exhibit high resistance at low temperature and the resistance decreases as temperature increases in a fire or overheat condition. This turns on the two lights in the respective fire pull handle. The push to test button tests the four lights in the T-handles.

The extinguishing system consists of the main and reserve extinguisher bottles and the #1 and #2 fire extinguisher relays, MAIN FIRE EXT and RESERVE FIRE EXT circuit breakers, FIRE EXT selector switch, FIRE 1 PULL and FIRE 2 PULL handles. To activate the main fire bottle, a fire must be detected by one of the units or the test button pressed. Then the pull handle for the affected engine must be pulled.

Pulling the fire pull handle does the following: 1.	Arms the fire bottles 2.	Selects the proper circuit to direct either fire bottle to the affected engine 3.	Closes the heater bleed air valves (both engines) 4.	Closes the particle separator door (respective engine) 5.	Closes the fuel shutoff valve (respective engine)

When the selector switch is placed to MAIN, it will fire the main fire bottle (located on the #2 side). The RESERVE can then be selected following the main if the fire is not extinguished. If both pull handles are pulled, the main fire bottle will not fire, but the reserve will and will be dispensed into both engine compartments.

Emergency exits
Doors normal or jettison, windows, crew doors, front canopy, crew door windows jettison

First aid kits
4 kits in cabin, must be checked during preflight.

Minimum crew requirements
VMC: 1 pilot and a qualified observer

Qualified observer is anyone who is thoroughly briefed in cockpit safety including ICS operation and lookout responsibilities.

IMC: 2 helo pilots, one of which must be qualified in model and IFR certified

Prohibited Maneuvers
1. Aerobatic flight:  >60 deg AOB, > 30 deg nose up,  > 45 deg nose down

2. Abrupt movement of the flight controls (control movement though full throw in 2 seconds or less).

3. Practice autorotation entries within the shaded areas of the height velocity diagram are prohibited.

Prohibited Operations
(Pull Fuel Pull Fuel Hyd Hover Altitude Wind)

1. PULL Do not apply the rotor brake above 40% Nr except in case of an emergency.

2. FUEL Gravity fueling with the engines operating is prohibited.

3. PULL Actuation of the fire pull handles in flight is prohibited except in case of a fire-related emergency.

4. FUEL No flight shall be planned to terminate with a fuel state less than 200 lbs.

5. HYD Except for emergencies, intentional in-flight operation with the HYDR CONTROL MASTER switch OFF is prohibited.

6. HOVER Hover operations are prohibited when the pilot does not have the necessary visual cues to maintain a stabilized position.

7. ALTITUDE Maximum operational altitude is 15,000 PA/DA. (max 10,000 DA above 10,000 lbs gross wt NATOPS Fig 4-2 pg 4-5)

8. WIND Starting and stopping the rotor in surface winds above 45 kts is prohibited. To avoid excessive exhaust gas temperatures, engine starting should not be attempted with a tailwind component of 15 knots or more except in operational emergencies. Launch and recovery should be made into a relative wind of less than 45 knots. In an emergency, the helicopter may be launched in 60-knot relative winds.