DEPARTMENT OF GUNNERY AND FLIGHT %STEMS FLIGHT SIMULATOR D I V I S ION

UNITED STATES ARMY AVIATION CENTER F o r t Rucker, Alabama

A p r i l 1987 F i l e No 30/31/57-1688-6

OBJECTIVES

UH-1 COCKPIT AND EMERGENCY PROCEDURES

TERMINAL LEARNING OBJECTIVES: The object ives of t h i s l esson are the prerequisite skills or knowledge f o r student performance of a l l f l i g h t tasks.

LEARNING OBJECTIVE: 1. 'In a 2C35 cockpi t procedural tra iner , with TMs 55-1520-210-10 and 55-1520-2LO-CL, the student will verbal ly i d e n t i f y and perform t he following UH-1 cockpit procedures: before starting e n g i n e , s tar t ing engine , engine run-up, h f o r e takeoff checks, before land ing checks, a f t e r l a n d i n g checks, engine shutdown, and the correct immediate actton emergency checks for s tart ing , h y d r a u l i c , e l ec t r i ca l , and in-flight m l f u n c t i o n s .

2 . T h i s lesson leads to the accomp~ishrnent of standards in accordance (IAW) w i t h TM 55-1520-210-10 and F C 1-211. T h e s e t a s k s will be evaluated duxfng UH-1 f l i g h t practice.

a. Cor rec t procedure f o r Low battery-

b . C o r r e c t procedures for h o t start.

c . Emergency procedures for main generator malfunction.

d . Emergency procedures f o r overheated battery.

e. Emergency procedures f o r hydraul i c power failure.

f . Emergency procedures f o r s i n g l e f u e l boost pump f a i lure .

g. Emergency procedures f o r dual fue l boost pump malfunction.

h . Emergency procedures f o r engine fuel pump malfunction.

i. Emergency procedures for f u e l f i l t e r contamination,

j. Emrgency procedures for engine ch ip detectcr . k, Emergency procedures f o r transmission/tail ro tor c h i p d e t e c t . 3 r .

1. Emergency procedures f o r f i r e in f l i g h t .

rn. Emergency procedures f o r i n l e t gu ide v a n e a c t n a t q t - f a i l u r e - - c l ( i s c d cr ;sFe:l.

n. Emergency procedures f o r compressor stall.

o. Emergency procedures f o r ma in d r i v e shaf t / c lu t c h f a i l u r e .

p. Emergency procedures f o r c l u r c h f a i l s t o d i s e n g a g e .

q . Emergency procedures f o r e ' n g i ~ e m a l f u n c t i o n !cu a i t i t u d e i l n w :li:-;!,eed ,.)r 1

r. Euergency procedures f o r engine overspeed.

s. Emergency procedures f o r transmission o i l p r e s s u r e 1m.

t. Emergency procedures f o r engine oil temperature high.

u. Emergency procedures for engine o iL h o t o r l o w pressure .

V. Emergency procedures f o r engine o i l temperature k , igh .

w. Emergency procedures f o r sparc c -au t ion l ie i i t i 1 : ~ n ; i n a t i r r : .

x . Eraergency procedures f o r master c a u t i o n Light l l l u n i i n a t i c n .

y , Emergency procedures for e l e c t r i c a l f i r e ir: f l i y 3 r . Standard: I n accordance with TM 55-1520-210-10.

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Starter F a i l u r e No decrease I n battery Release starter swi tch voltage. Check s t a r t e r - s t a n d b y

No increase i n N . generator sui tch . lf No increase in EGT it is in s tar t

p o s i t i o n proceed as follows:

A. Complete shutdown B. Complete logbook

en tries.

Defective starter Defective stsrter s w i t ch o r associated e l ec t r i ca l wiring P i l o t indued - Check starter- standby generator s w i t c h . It m u s t be i n t h e starter p o s i t i o n .

Ignition Fa i lu re Low N1, approxisately 16-201 Abort s tart F a u l t y ignition No rise in ECT Complete engine exc i ter , igni t e r No arcing of igniter plugs shutdown plugs o r e l ec t r i ca l

normal IY-16 Investigate and c i r c u i t . determine cause -:

Complete logbook A . Main fuel switch entries not turned on

0. Ignition lock switch no t tu rned on.

Start Fue l Low N,, approximately 16-20% Abort s t a r t F a u l t y start fuel Failure No rise in EGT Complete engine shutdown , so leno id v a l v e ,

DC voltmeter normal 14-16 Invest igate and determine clogged or damaged v o l t s . cause start fuel manifold

Complete logbook entries o r nozzles, f a u l t y fuel control u n i t , aain fuel s w i t c h t u r n e d off, ( 0 1 start fuel s w i t c h turned o f f .

Mafn Fuel HI stabilizes at 20-24s Abort. start Faulty fwl ooat~o2. Failure &GT strtbilims at 80-120' Caplets engine shutdown

DC voltmeter no- 14-16 Xnveatigate m d determine - Improper throttle

volts. ' ca-w. setting.

flung %art % a$abilize& below 30% - -rems, Faulty f ~ 8 1 mtml EGT rises normally the starter switch m u s t be DC val%aeter no& 14-16 held until W;T is in the

- volts . no- operating range. Throttle - - the

t h t t l ~ must be 010- as the starter

suitah l a preasd, E % a a u & a s - m* Wglete engfnat shutdown. Wglete logbook entries

i t l ~ l u d 8 maxb- tmpr- ature and d u m t i o n if ~ e q u i ~ e d .

Cmprmmr W 1 b l s e , sharp rumble OF loud 7- YMs, Fo~elw obj-t (Dm- Start) sharp report f'rm the the starter switoh must damage (FUlj)

engine. be held unti l the Em t o the engine, HI reads higher than normal. i a i n thenomaYlogerating VarL&bleinlet$ufde WT reads higher than normal. Pangs. vanes (VIOV) stuok - gEE - the O W *

throttle mat be @load Bleed band rtwk the closed.

staPter s i t o h i r r pressed. Fuel-= Cdslpbte 8Qgw - & U U O ~ , Coanglete logbook entries

to include aamimum tmpFatura and duration i f required.

1. Range t o 5000. 2. Volume - Increase. 3 . L i g h t i n t e n s i t y High ( day )--Low ( nigh^) . 4. Off/On Switch - On. 5 , Switch to confidence test.

a . f.' l i g h t s should illuminate and audio should sound.

(Test s e t ins ta l l ed)

Master c o n t r o l to s tandby ( 2 - m i n u t e w a r m - u p required) . Rad t e s t s w i t c h - Out. I d e n t s w i t c h - O u t . Mode 3 / A 2ode witches ( s e t to 1200 or as d i r e c t e d ) . Mode 1 swi tches (set to 00). Mode 4 s w i t c h - Out. Audio switch - O u t . Mode 1 s w i t c h - Out . Mode 2 swi tch - Out. Mode 3 swLtch - On. Mode C switch - On.

I . Master to normal. 2. Mode 3 switch t o test position.

a. Test l i g h t s h o u l d illuminate. 3. Mode C s w i t c h t o test position.

a. Test l i g h t should illuminate.

APL-?2 TRAHSWNDER (Test se t n o t i n s t a , l l + ) - -. . -- - .

APX-72 TRANSPONDER (Test set not installed)

1, Master c o n t r o l to Standby (21ninute warm-up required). 2, Place audio/Light swftch in light position and press to test lights.

a. Test ( f o r i l l m i n a t i o n ) . 3. Place Rad test switch to the Monitor positfon,

a, If transponder is being interrogated by radar, t he test l i g h t will illuminate.

NOTE: Absence of light i n s t e p 3 does n o t indicate an inoperative transponder. Locatton of aircraft from radar and obstructions may prevent t e s t l i g h t from illuminating.

OPERATIONAL CHECKS OF NAVIGATION AND COMMIJNICATI OMS RADIO

1. ILS: Use l o c a l i z e r frequency 109.7 ( I O Z R ) . Tune and identify. Check f o r C D I warning f l a g t o drop and the C D I needle deflection.

2 . VOR: Use frequency 111.2 ( O Z R ) or 112.4 (HEY). Tune and identify. Center C D I uith t he OBS and c ross check w i t h the 82 needle. Rotate OBS 10 d e g r e e s right and l e f t checkinq f o r a full scale deflection, 4th d o t . Kotate C D I 180 degrees check f o r t h e "TO" "FROY" i n d i c a t o r to change at approximately the 90-degree position, and a centered n e e d l e with a FROM indication.

3. ADF: Use low band frequency 212 (02) or 269 (LOR). Tune and identify, Note !I1 needle indication and set the SET HEADING indicator at t h e point of t h e 81 needle. Using t he l o o p switch, rotate the 81 needle at least 30 deqrees lefr and r i g h t checking t n insure t h a t it returns t o the proper pos i t i on . Loop the 111 needle at l e a s t 180 degrees; check to insure chat I t returna to the proper indication.

NOTE: Checks on the flight line will also i n c l u d e the middle and high bar14 frequencies.

F'M 4. -

5 . VHF -

6 . UHF -

Function switch t o PTT, TIR, or T/R Guard. Frequency selector t o appropriate f r equency . Squelch switch ro "CARR" when applicable. Cormnuntcations check w i t h appropriate agency.

Function selector to Power or T/R Guard. Set frequency to 139.1 or as a p p r o p r i a t e . Communications check with appropriate agency.

Function switch T/R and G. Set preset to Lowe Ground or aa approp r i a t e . Set megahertz controls t o appropriate frequency, Cormunications check w i t h appropriate agency.

Low Bat te ry DC v o l t m e t e r i n d i c a t e s less 1. Abort start. Badly discharged or t ha r 14 v o l t s when cranking 2 . Proceed w i t h G P U start. faulty b a t t e r y . through 10 percen t N 1 s p e e d . N accelerates s l o w l y . EGT accelerates r a p i d l y .

Hot S t a r t mR.MAL r ise in N1. 1 . Star te r switch--press. F a u l t y f u e l con t ro l , EZT rises r a p i d l y , 2. Throttle--OFF. faulty starter, low DC voltmeter normal 14-16 3 . Fue l s w i tches--OFF. battery, accum- v o l t s . ulation of f u e l in

cornbuster chamber, or s t rong t a i l w i n d .

Main Generator Master caution l i g h t i l L u - Malfunction minates .

DC generator segment l i g h t illuminates.

Main gene ra to r loadmeter d r o p s to zero.

Standby generator loadmeter will i n d i c a t e a load i f t h e s tar ter -generator switch is in t h e standby generator p o s l t i o n .

DC voltmeter w i l l show a volt drop t o i n d i c a t e s t and- by generator voltage.

1. Generator and bus reset c i r c u i t breaker--IN.

2. Main generator swi tch- - Reset then ON. If not restored:

3. Main generator suitch-- OFF.

NOTE: Check that the standby gene~ator loadmeter is indicating a load. F l i 9 h t may be cont inued using the standby genera tor .

If power can be restored, the over- voltage re lay was t r i p p e d . If power cannot be res tored, the cause is e i ther a faulty main genera tor or an electr ical short in the system.

Overheated Strong sulfate odor; 1. Battery s w i tch--OFF. F a u l t y voltage regu- Battery Possible smoke and flames. 2. Land as soon as possible. lator

3. Emergency shutdown-- Voltage regalator perform. set too high.

H y d r a u l i c Power Master caution l i g h t illu- Failure mina tes.

Hydraulic press segment light i l luminates .

There uiLl be a s t i f fne s s in the controls accompanied by a moderate feedback as c o n t r o l inputs a r e made and hydraulic pressure decreases.

1 . Airspeed--Ad j ust , Electr ical shor t In 2. Hyd. cont . c i r c u i t h y d r a u l i c con t ro l

breaker--Out . sui t c h c i r cu i t . If not restored: Loss of hydraulic

3 . Hyd. cont . c i r c u i t f l u i d . breaker--IN. Failure of hydraulic

4. Hyd. cont . switch--OFF. Pu*P- 5. Land as soon as

practicable.

MNLE: During actual o r s fmula ted hydrau l ic f a i l u r e PO HOT r e t u r n the hydraulic c o n t r o l switch to t h e OH p o s i t i o n d u r i n s takeoff, nap-of-the-earth flying, approach and landing. This prevents any p o s s i b i l i t y of a surge in hydraulic pressure and t h e re- sult~ng' loss of c o n t r o l .

Single Fuel Master caut ion light i l l u - 1. Advisory o n l y . Le f t or r i g h t fuel Boost Pump minates. 2 Continue f l i g h t . boost pump ci rcui t Failure Left or r I g h t f u e l boost breaker pop2ed out.

segment l i g h t il,l uminates Fau l t y l e f t or r i s h t and/or fuel pressure gauge fuel boost pump. i nd ica te s a drop In pressure.

m: Both fuel boos t pumps must be operat ional before the next f l i q h t .

C O M K U V E A W Q N MALFUNCTION - I N D I CAT1 ON PROBABLE CAUSE

Dual Fuel The f u e l pressure 2a3e i n d i - 1. Check fuel pressure. Left or r l 3 h t f u e l Boost Pump cates zero pressure and/or 2. If fuel pressure is zero: boost pump circuit Failure both fuel boost caution Descend t o a pressure breaker popped out.

lights illuminate. altitude of 4600 feet o r F a u l t y l e f t and or below if possible. right fuel boost

3. Land as soon as Pumps. p r a c t i c a b l e .

0 No a t t e m p t should be nade t o troubleshoot the sys tem w h i l e i n flight.

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Engine Fuel Vaster caution l i g h t i l l u - Land as soon as p o s s i b l e . One element of t h e Puap mina tes. dual element engine Malfunction Engine f u e l pump segment driven f u e l pump

Light illuminates. has fa i led ,

NOTE: The engine fuel pump segment l i g h t is a pressure d i f f e r e n t i a l sensing light and act ivates when one of t h e two elements of t h e engine driven fuel pump fails,

Fuel Filter Haster caution light illu- Land as soon as practicable. Clogged fuel f i l t e r . Con ta ro ina t i o n mina tes . Possible f u e l

Fue l f i l t e r segment L i 3 h t contamination. illuminates,

Engine Chip Master caution light i l l u - Land as soon a's p o s s i b l e . Metal shavings or Detector minates. particLes have ac-

2 n g i n e c h i p detector segnent cumulated on the l i ~ h t illuminates. magnetic chip de-

tector p l u s in t h e engine oil sump, E l e c t r i c a l s h o r t o r faulty wiring.

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MALFUNCTION ZNDI C A T 1 ON CORRECTIVE ACTION PROBABLE CAUSE

I n l e t Guide If the guide vanes f a i l in Vane Actuator the c losed position, a Failure--Closed maximum of 20-25 p s i of or Open torque w i l l be a v a i l a b l e

a l t h o u g h N1 may ind icate normal 1 y. Power applica- tions above 20-25 psi will result in deterio- ration of N 2 and ro to r RPM w h i l e increas ing N1. Placing the gov switch in t h e EMER position w i l l not provide any increased power capability and in- creases the of an N 1 overspeed and an engine overtemperature.

Accornpli sh an approach In le t guide vanes and landing. have f a i l e d in t h e 4 r u n n i n g landing is closed position. recommeded.

NOTE: If the inlet guide vanes f a i l in the open position during normal flight, it is likely t h a t no indications w i l l be evidenced. In t h i s situation, in- creased acceleration t i m e s w i l l be expe- rienced. As power appLications are made from increas ing ly lower Nl 3, acceleration times will corresponding1 y increase.

Compressor Sharp .rumble or a series of 1. Collective--Reduce. Foreign oh ject S t a l l loud sharp reports , 2 . Deice and Bleed a i r damage. Rapid (in f l i g h t ) severe eng ine v i b r a t i o n Switches --OFF. power changes a t or

and 4 r a p i d rise in EGT 3. Land as soon as near maximum gross depending on the severity p o s s i b l e . weight. Dirty of the surge . compressor.

NOTE: Maneuvers r e q u i r i n g r a p i d or maximum potrer appl icat ions --

s h o u l d be avoided.

--.--

HALFUNCTION . INDICATION CORRECTIVE ACTION PROBABLE CAYSE -

Hain Driveshaft A fa i lure of the mi? drive- 1. Autorotate. Loss of d r i v e t ra in , Failure shaft w i l l r e s u l t in 2. Thrott le--OFF, between engine and

complete loss of power transaission. (Yain to the ro to r and a possi- d r i v e s h a f t ) b le engine overspeed. Supporting i n d i c a t i o n s . are as fol2ous:

L e f t yaw. This is caused by the drop in torque applied t o the main rotor.

Increase i n engine RPM. Decrease in rotor RPM. Low RPH audio alarm (unmod-

ified RPM warning system only).

Illumination of l o w RPY warning light.

Clutch f a i l s r o Rotor R P M decaying w i t h I. Throttle--ON. Disengage. engine RPM as the 2. Land as s ~ o n as

throttle is reduced to p o s s i b l e . the engine i d l e position when entering autorota- tional d e s c e n t . This condition resu l t s in total loss of autorotational capability.

Failure OF trans- miss ion c l u t c h .

E n g i n e Malfunc- Loss of engine and r o t o r 1. Autorotate. F a u l t y N2 governor. t ion RPM. 2. EMER. GOV. OPNS--Perform. Low A l t i t u d e / Loss of torque pressure. Low Airspeed RPM light i l l umina t e s . o r Cruise Low RPM a u d i o activates,

Yaw to t h e l e f t .

m: Because automatic a c c e l e r a t i o n , deceleration, and overspeed cont ro l are not provided w i t h the Gov swi tch in the EMER p o s i t i o n , control movements must be smooth to prevent compressor s t a l l , overspeed , overtemperatures, or en9ine fai lure .

Engine Over- Increase i n engine and rotor 1 . Col l ec t i ve p i tch--Increase. F a u l t y N2 %overnor. speed RPM. 2. Throttle--Reduce. Faulty fuel con t ro l .

Increase in torque pressure. 3 . mER. GOV. OPNS--Perform. aPM limit 1 ight illuminates. Yaw t o t h e r i g h t .

: Because automatic acceleration, deceleration, and overspeed c o n t r o l are not provided with t h e Gov switch i n t h e EMER posi t i o n , c o n t r o l movements must be smooth t o prevent compressor s t a l l , overspeed, overtemperature, o r engine failure.

- ION CORRECTIVE ACTION P R O W CAUSE

Transmission Master caution l i g h t illumi- 1. Land as soon as p o s s i b l e . Oil Pressure nates. 2. EMER SHUTDOWN--Perform Low Transmission o i l pressure ses- a f t e r landing.

ment light i l l u m i n a t e s . Transmission o i l pressure

gage indicates less than 30 p s i o r more than 70 p s i .

Transmi salon oil temperature gage indicates normal.

Loss of trans- mi S S ~ O ~ o i l . Broken o r crimped t rans- mission o i l l i n e , Fau l t y transmission o i l pressure sage. F a u l t y t r a n s m i s s i o n o i l pressure sensing unit.

w: ENGINE POWER MUST BE MAINTAINED THROUGHOUT THE APPROACH AND LANDING T O AID I N PREVENTING S E I Z U R E OF GEARS IN THE TRANSMISSION.

: Should transmission o i l pressure drop to zero ( 0 ) p s i , a v a l i d cross reference cannot be made w i t h t h e oil t e m p e r a t u r e indicators. The oil temperature gage and transmissian o i l hot warning l i g h t s are dependent on fluid for va l id indications.

Transmission Master caut ion light illumi- Oil Tempera- nates. t u r e High Transmission o i l hot segment

l i q h t illuminates, Transmission o i l temperature gage indicates above the red l i n e .

Transmission oil pressure i n d i c a t e s normal.

1. Land as soon as possible. F a u l t y o i l cooling 2. EMER SHUTDOWN--Perform f a n .

after landing, F a u l t y transmission oil t e m p e r a t u r e gage Faul ty transmission o i l temperature sensing u n i t .

m: ENGINE POWER MUST BE H A I N T A I N E D THROUGHOUT THE APPROACH AND LANDING TO A I D IN PREVENTING SEIZURE OF THE GEARS OF THE TRANSMISS I O N .

m: The o i l temperature g q e and transmission oil h o t warning l i g h t s are dependent on fluid fo r v a l i d i n d i c a t i o n s .

Electrical Smoke and fumes . Fire--Flight

1. BAT, STBY, and MAIN GEN switchee--OFF.

2 . Land as soon as p o s s i b l e . If landing cannot be made and flight must be continued, i s o l a t e the defective c ircui t as follows :

3 . Circuit b r e a k e r s - ~ U T . 4 . MAIN GEN switch--ON. 5. STARTER GEN swftch--

STBY CEN. 6 . BAT switch--ON. 7. Circuit breakers--IN, one

a t a time in priority required. GEN BUS RESET first. When defective circuit is identified, pull t h e applicable circuit breaker out.

Electrical short .

i , Emergency procedures for f u e l f i l t e r contamination.

j, Emergency procedures f o r engine ch ip d e t e c t o r .

k. Emergency procedurea f o r t ransrn iss ion/ ta i l r o t o r c h i p d e t c c t n r .

1. Emerg~ncy procedures for f i r e in f l i g h t .

m. Emergency procedures f o r i n l e t guide v a n e a c t ~ . t a t o l - f a i l u r e - - c l o c c t ' ;r , I?en,

n, Emergency procedures f o r compressor stall.

o. Emergency procedures f o r m a i n drive s h a f t l c l u t c h f a i l u r e .

p. Emergency procedures for c l u t c h f a i l s t o d isengngc .

q. Emergency procedures f o r engine m a l f u n c t i o n I m a i ~ i r u d e , l ~ w ~i:-.;.,zed ) r 1: . ! is,.

r, Emergency procedures f o r engine over speed.

s. Emergency procedures f o r transmission o i l p r f s s u r p lm.

t, Emergency procedures for e n g i n e o i l temperature h i g h .

u. Emergency procedures fo r engine o i l h o t o r l o w p r e s s u r e ,

v. Emergency procedures f o r eng ine o i l temperature h i 2 h .

w . Emergency procedures for spare c a u t i o n l i g h t i l : ~ l r ~ < n a t i c r t .

. . x , Ereergency procedures f o r master c a u t i o n : i < h t : ~ l ~ r n i n a t i pa.

y. Emergency procedures f o r e l e c t r i c a l f i r e i r : f : i g i ~ t .

S tandard : In accordance with TM 55-1520-210-10.

-- ,,. . ,c. f o l l c m i ? , g xbbreviations w i l l be used throughout t h i s student handout:

Xl--Ga s Proi:~!sp_r X?--Etlgine - ???I NR--Rotor ?_L'Y

EGT--Exhnusr ::-?s 'Ternpet-acurt H yd--tIydraul: =. RPH--Revr3Lurions Per X i n u t e Cont--Cant r o l D C - - D i r e c t ::;: r ren t

AC--Alternating Curren t Gen--Generator GOT-Governor EKE R--Erne rge ncy PSI--Pounds Per Square Inch Ba t--Bat tery Eng--Engine XMSN--Transmi s s i o n

,-a i t lo foilowing terms will be used throughout t h i s s tudent handout:

LAND AS :iC(?i: : $ ?OSSIBLE--The tern Land A s Soon As Poss ib le is def ined as execut ing a l a n d i n g t o : : ~ e nearest s u i t a b l e landing area (eag . , open field) without d e l a y . - - . -

LAND AS :1';C:i ,4 ?'iA.CT;CABLE--The term Land As Soon A s Practicable is defined a8 executing a l2na:ng t o r h e n e a r e s t s u i t a b l e airfield/heliport.