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UH-60 SLIDE SHOW CW3 Nick Nickles B/2-25 Aviation

UH-60 SLIDE SHOW CW3 Nick Nickles B/2-25 Aviation

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UH-60 SLIDE SHOW CW3 Nick Nickles B/2-25 Aviation

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  1. UH-60 SLIDE SHOWCW3 Nick NicklesB/2-25 Aviation Updated 17 March 98

  2. EMERGENCY SHUTDOWN • ENG POWER CONT lever(s) - OFF • ENG FUEL SYS selector - OFF • FUEL BOOST PUMP CONTROL switch(es) - OFF

  3. EMERGENCY APU START • FUEL PUMP switch - APU BOOST • APU CONT switch - ON

  4. SINGLE ENGINE FAILURE • Collective - Adjust to maintain RPM R • External cargo/stores - Jettison (if required) • IF CONT FLT IS NOT POSS: LAND AS SOON AS POSSIBLE • IF CONT FLT IS POSS: • Establish single engine airspeed • LAND AS SOON AS PRACTICABLE

  5. AUTOROTATE WARNING: DO NOT RESPOND TO ENGINE OUT AUDIO AND WARNING LIGHTS UNTIL AFTER CHECKING TGT AND RPM R DUAL ENGINE FAILURE

  6. ENG PWR CONT lever -Retard high power/TGT engine, maintain TRQ approximately 10% below other engine. LAND AS SOON AS PRACTICABLE If the affected engine does not respond to ENG POWER CONT lever movement in the range between FLY and IDLE, the HMU may be malfunctioning internally If this occurs: Establish single engine airspeed Perform EMER ENG SHUTDOWN (affected engine). INCREASING % RPM R

  7. Collective - Adjust to control RPM R ENG PWR CONT LEVER - LOCKOUT low power/TGT engine. Maintain TRQ approximately 10% below other engine. LAND AS SOON AS PRACTICABLE CAUTION: When engine is controlled with engine power control lever in lockout, engine response is much faster and the TGT limiting system is inoperative. Care must be taken not to exceed TGT limits and keeping % RPM R and % RPM 1 and 2 in operating range DECREASING %RPM R

  8. ENG COMPRESSOR STALL • Collective - Reduce • If condition persists • ENG PWR CONT lever (affected engine) - RETARD • ENG PWR CONT lever (affected engine) - FLY • If stall condition recurs • EMER ENG SHUTDOWN (affected engine) • Refer to single engine failure emergency procedure

  9. ENG HIGH SPEED SHAFT FAILURE • Collective - Adjust • EMER ENG SHUTDOWN (affected engine) Do not attempt to restart • Refer to single engine failure emergency procedure

  10. ENG PWR CONT levers - Adjust as required to control RPM LAND AS SOON AS POSSIBLE WARNING: LIGHTNING STRIKES MAY RESULT IN LOSS OF AUTOMATIC FLIGHT CONTROL FUNCTIONS, ENGINE CONTROLS, AND/OR ELECTRIC POWER. LIGHTNING STRIKE

  11. LOSS OF TAIL ROTOR THRUST • AUTOROTATE • ENG PWR CONT levers - OFF (when intended point of landing is assured). • It is important to note that the EP describes placing the ENG POWER CONT levers - OFF during deceleration !

  12. LOSS OF TAIL ROTOR THRUST AT LOW AIRSPEED/HOVER • Collective - Reduce • ENG POWER CONT levers - OFF (5 to 10 feet above touchdown)

  13. Collective - Adjust LAND AS SOON AS PRACTICABLE 10.5 DEG, T/R PRESET. GIVES CONTINUAL T/R THRUST. 25 AND 145 KTS ACFT IN TRIM. SHALLOW APPROACH/ROLL ON LANDING. TAIL ROTOR QUADRANT CAUTION LIGHT ON WITH LOSS OF T/R CONTROL

  14. Apply pedal force to oppose the drive TRIM switch - Off If normal control forces are not restored: BOOST switch - OFF If control forces normal for boost off flight are not restored: BOOST switch - ON TAIL SERVO switch -BACKUP, if tail rotor is not restored... PEDAL BIND/RESTRICTION OR DRIVE WITH NO ACCOMPANYING CAUTION LIGHT

  15. LAND AS SOON AS POSSIBLE If time permits: Slow to 80 KIAS EMER APU START GENERATORS NO.1 and NO.2 switches - OFF MAIN XMSN OIL PRESS, XMSN OIL PRESS LOW/XMSN OIL TEMP HIGH OR XMSN OIL TEMP Caution Light On

  16. CHIP INPUT MDL LH OR RH LIGHT • ENG PWR CONT lever on affected engine - IDLE • LAND AS SOON AS POSSIBLE

  17. CHIP MAIN MDL SUMP, CHIP ACCESS MDL LH OR RH, CHIP TAIL XMSN OR CHIP INT XMSN/TAIL XMSN OIL TEMP OR INT XMSN OIL TEMP • LAND AS SOON AS POSSIBLE

  18. ENG/FUSELAGE FIRE ON GROUND • ENG PWR CONT levers - OFF • ENG EMER OFF handle - Pull if applicable • FIRE EXTGH switch -MAIN/RESERVE as required

  19. APU COMPARTMENT FIRE • APU fire T-handle - Pull • FIRE EXTGH switch -MAIN/RESERVE as required

  20. ENG PWR CONT lever (affected engine) - OFF ENG EMER OFF handle - Pull FIRE EXT switch MAIN/RESERVE as required LAND AS SOON AS POSSIBLE WARNING: ATTEMPT TO VISUALLY CONFIRM FIRE BEFORE ENG SHUTDOWN OR DISCHARGING EXTINGQUISHING AGENT ENG FIRE IN FLT

  21. ELECTRICAL FIRE IN FLT • BATT and GENERATORS switches -OFF • LAND AS SOON AS POSSIBLE

  22. #1 AND #2 FUEL FLTR BYPASS LIGHT ON • LAND AS SOON AS POSSIBLE

  23. 1 OR 2 FUEL PRESS LIGHT • If the light illuminates and the situation is critical: • FUEL BOOST PUMP CONTROL switches NO.1 PUMP AND NO.2 PUMP _ ON • LAND AS SOON AS PRACTICABLE

  24. 1 AND 2 HYD PUMP LIGHT • LAND AS SOON AS POSSIBLE. Restrict control movements to moderate rates

  25. Airspeed - Adjust to a comfortable airspeed BACKUP HYD PUMP switch -ON If BACKUP PUMP ON advisory light remains off: FPS and BOOST switches -OFF (for #2 HYD PUMP caution light) LAND AS SOON AS POSSIBLE A ROLL ON LANDING 40 KIAS OR ABOVE IS REQUIRED. LOSS OF BOTH THE NO.2 HYD PUMP AND THE BACKUP PUMP RESULTS IN THE LOSS OF PILOT-ASSIST SERVOS. 1 or 2 HYD PUMP LIGHT AND BACK UP PUMP ON ADVISORY LIGHT OFF

  26. LAND AS SOON AS POSSIBLE BEFORE INITIATING EP ACTION, THE PILOTS SHOULD CHECK THAT BOTH SVO OFF SWITCHES ARE CENTERED. 1 or 2 PRI SERVO PRESS CAUTION LIGHT ON

  27. BOOST SWITCH OFF LAND AS SOON AS PRACTICABLE COLLECTIVE BOOST SERVO FORCES WILL INCREASE AS MUCH AS 150 LBS. COLLECTIVE BOOST SERVO HARDOVER/POWER PISTON FAILURE

  28. EMER LANDING IN WOODED AREAS POWER OFF • AUTOROTATE Decelerate helicopter to stop all forward speed at treetop level • COLLECTIVE ADJUST to maximum before main rotor contacts tree branches

  29. AUTOROTATE Cockpit doors jettison and cabin doors open prior to entering water Cyclic Position in direction of roll Exit when main rotor has stopped MAINTAIN A LEVEL ATTITUDE AS THE HELICOPTER SINKS AND UNTIL IT BEGINS TO ROLL; THEN APPLY CYCLIC IN THE DIRECTION OF THE ROLL. EXIT WHEN THE MAIN ROTOR IS STOPPED. DITCHING PWR OFF

  30. LAND AS SOON AS POSSIBLE EMER ENG(S) SHUTDOWN after landing WARNING: DANGER EXIST THAT THE MAIN ROTOR SYSTEM COULD COLLAPSE OR SEPARATE FROM THE AIRCRAFT AFTER LANDING. EXIT WHEN MAIN ROTOR HAS STOPPED FLT CONTROL/MAIN ROTOR SYSTEM MALFUNCTION

  31. CYCLIC SLEW switch - Adjust if necessary to arrest nose down pitch rate AUTO CONTROL switch -press ON once WARNING: IF ACCEL IS CONT OR COLLECTIVE IS DEC WITH THE STAB IN A TRAILING EDGE DOWN POS, LONG. CONTROL WILL BE LOST. THE STAB SHALL BE SLEWED TO 0 DEG ABOVE 40 AND FULL DOWN A/S LESS THAN 40. IF STAB AUTO MODE REPEATEDLY DISENGAGES DURING FLT. FLT ABOVE 70 IS PROH WITH STAB IN AUTO WARNING: PRESSING THE AUTO CONTROL RESET AFTER A FAILURE OCCURS RESULTS IN THE AUTO MODE COMING ON FOR ONE SEC. IF A HARDOVER SIGNAL TO ONE ACT IS PRESENT, THE STAB COULD MOVE 4 TO 5 DEG IN THAT SEC. SUBSEQUENT RESET COULD RESULT IN STAB TO AN UNSAFE POS. STABILATOR MALFUNCTION - AUTO MODE FAILURE

  32. Cyclic - Adjust as required Collective - Maintain or increase Cyclic slew up switch - Adjust as required to arrest nose down pitch rate MAN SLEW switch - Adjust 0 degrees above 40KIAS, full down below 40 KIAS THE PILOT SHOULD INITIALLY ATTEMPT TO STOP THE RATE WITH AFT CYCLIC. MAINTAINING OR INCREASING COLLECTIVE POSITION MAY ASSIST IN CORRECTING FOR A NOSE DOWN PITCH ATTITUDE. UNCOMMANDED NOSE DOWN PITCH ATT CHANGE

  33. Cyclic - Adjust as required Collective - Reduce as required MAN SLEW switch - Adjust to 0 degrees above 40 KIAS and full down below 40 KIAS. LAND AS SOON AS PRACTICABLE THE PILOT SHOULD INITIALLY ATTEMPT TO STOP THE RATE WITH FORWARD CYCLIC. AT AIRSPEEDS ABOVE 140 KIAS, A COLLECTIVE REDUCTION OF APPROX 3 INCHES, SIMULTANEOUSLY WITH FORWARD CYCLIC WILL ARREST THE NOSE UP PITCH RATE. UNCOMMANDED NOSE UP PITCH ATTITUDE

  34. MAX WIND FOR ROTOR START FROM ANY DIR: • 45 KTS

  35. MAIN TRAN MODULE LIMIT • Oil Pressure 45-60 Range For Most Conditions. 45-55 (A) • Fluctuation In Steady State Below 45 Psi, Make -13 Entry • Pitch Attitude >6 Deg Will Cause Press Fluctuation (30 psi, normal)

  36. MAIN ROTOR OVERSPEED • 127% • 137% • 142%

  37. MAIN ROTOR RPM POWER ON • Min Except For Idle And Trans 91% • Continuous 95 - 101% • Transient 101 - 107%

  38. MAIN ROTOR RPM POWER OFF • NORMAL 90 - 105% • TRANSIENT 105 - 110% • MAXIMUM 110%

  39. ENGINE RPM • Min 91 Except Idle And Trans • Continuous 95-101 • Trans 101-105 • 12 Sec Trans 105-107 • Avoid 20-40 And 60-90 Except During Start And Shutdown

  40. FUEL QUANTITY (UH-60L) • PRECAUTIONARY 0 - 200 LBS • NORMAL 200 - 1500 LBS

  41. AIRSPEED • Maximum 193 Kts • Section V For Additional Limits • One Engine Inop 130 Kts • Max For Auto 16825> 150 Kts • Max For Auto 16825< 130 Kts • One Sas Inop 170 Kts • Two Sas Inop 150 Kts • Two Sas Inop, Imc 140 Kts

  42. FLIGHT LIMIT • Sideward/rearward • >45 Knots, > 35 Efrs Prohibited • Conbined Flt And Windspeed > 45kts, >35 Efrs Prohibited

  43. AIRSPEED ADDITIONAL • 1 Hyd Sys Inop 170 Kts • 2 Hyd Sys Inop 150 Kts • 2 Hyd Sys Inop, Imc 140 Kts • Max Airspeed For Extending And Extended: • Landing Light 130 KIAS 180 KIAS • Search Light 100 KIAS 180 KIAS

  44. STABILATOR POSITION INDICATOR • 0 DEG 150 KIAS • 10 DEG 100 KIAS • 20 DEG 80 KIAS • 30 DEG 60 KIAS • 40 DEG 45 KIAS

  45. ENGINE NG • Continuous 0 - 99% • 30 Min Limit 99 - 102% • 10 Sec Transient 102 - 105%

  46. ENGINE OIL PRESSURE • Minimum 22 PSI 20@35psi • Idle 22 - 26 PSI • Continuous 26 - 100 PSI 20-100 • 5 Minute Lim100-120 PSI • Maximum 120 PSI 100

  47. ENGINE % TORQUE • 10 Second Transient • Dual Engine 100-125 • Above 80 Kias 100-144 % • 80 Kias Or Below 120-144% • Single Engine 135-144% 110-135 • Max Continuous • Dual Engine 0-100 • Above 80 Kias 0-100% • At Or Below 80 Kias 0-120% • Single Engine 0-135% 0-110

  48. TGT • Normal 0-810 Deg 0-775 • Start Abort 851 Deg 850 • 30 Min Limit 810-851 Deg 775-850 • 10 Min Limit 851-878 Deg • 2.5 Minutes Transient 878-903 Deg • 10 Sec Transient 903-949 Deg 850-886

  49. ENGINE OIL TEMPERTURE • Continuous -50-135 Deg • 30 Minute Limit 135-150 Deg • Maximum 150 Deg

  50. MAIN TRANSMISSION OIL TEMERATURE • Continuous -50-105 Deg • Precautionary105-140 Deg 105-120 • Maximum 140 Deg 120