Sikorsky HH-3F Pelican Flight Manual.pdf

1. T.0.1H·3(H)F-1 FLIGHT MANUAL U.S. COAST GUARD MODEL HH-3F HELICOPTERS N00019-67-C-0141 PUBLISHED BY DIRECTION OF THE COMMANDANT OF THE U.S. COAST GUARD 24 JULY 1968 Af" - lloav•••U.ytoo Co. • Ooc.mbor 1961 - ,ou

2. T.O. IH-3(H)F-1 A Reproduction for non-military use of the information or illustrations contained In this publkotion I$ not permitt.d without spoc:iflc: approval of the issuing service, The policy for use of Classified Publlcatlans. Is uroblished lo, rhe Air Force in AFR 20S-1. Tuhnlcol orders arc normally distributed promptly ofrer prlnllng. Datc(s) sho..n on tit, till, poge (lower right c:o,n'tr) ore fat identlflcoli0<1 only. These ore not distribution dote,s . Processing time somitlimes causes distrlbut Ion to only oppeor to l,ove been deloyed. LIST OF EFFECTIVE PAGES Dotes of Issue for original and changed pages are: Original . • 0 . • 24 July 1968 INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES. NOTE: 'lilM, ,-,1..., of the 1u1 olf•c1e4 l>y ti,,. <~•"t•• 11 1114111cote4' I>, o •·Hficef Un- • 1 11 tl,e out•, ,..,,Int of ti,• ,.,.. a....,., ro 11h,.,,•. ,1.,.., ••• 1...,lcot..i l>y alniolv•• polnlln9 hon.I,. Chn,.. to wlrlo9 dllo9roM• ••• lndko19d by .1'od.d orff•. TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 293, CONSISTING OF THE FOLLOWING: CIJ1111g1 No. Title .... .. ... .. . . ...... 0 A ...................... 0 Letter of Promulgatlon . •. 0 Dlank .. . .. ............. 0 Certification -1 . . . . . . . . . 0 Flyleaf ................. 0 i - vi . . . . . . . • • . . . . . . . . 0 1- 1 - 1-50 ....... .. .... 0 2- 1 - 2-24 ............. 0 3-1 - 3-24 ...... ... .... 0 4- 1 - 4-90 ............. 0 5-1 - 5-5 .......... .... 0 6-1 - 6-5 .. .... . ... , ... 0 6e6 BlaJ:lk' , , , . , . , , •, , . , •, 0 7-1 - 7- 7 ............. . 0 7-8 Blank ............... 0 8-1 .................... 0 8-2 Blank ..... . •........ 0 9- 1 - 9-12 ............. 0 A- 1 - A-47 ..••....... . 0 A-48 Blank .. . .. . .. . .. .. 0 X-1 - X-8 ............. 0 Upon receipt of the second ond subsequent changes to rhis technicof o.der, personnel rnponsible fOf moinrolning this publication in currcnl stotus will oscertoin thot oil prov-lous chonges hove been r•ceind ond incorpo,otc,d. Action should bo token p,omptly if rhe publicotion is lncompl•te· • Th• a,to,i,k lndlcot•• pa9.. chon9od, add.ti, or dol•totl by ,~. cwnoftt chonp, ADDITIONAL COPIES OF THIS PUBLICATION N.AY BE OBTAINED BY USAF ACTIVITIES IN ACCORDANCE WITH T.O. 00-S.2. USAF

3. 's <>s Os <>s <>s <>s <>s Os Os Os Os Os Os Os Os Os <>s ___________*___________ T.O. 1H-3(H)F-1S-1 OPERATIONAL SUPPLEMENT FLIGHT MANUAL U.S. COAST GUARD MODEL HH-3F HELICOPTERS THIS PUBLICATION SUPPLEMENTS T .0. 1H-3(H)F-1 DATED 24 JULY 1968. COMMANDING OFFICERS ARE RESPONSIBLE FOR BRINGING THIS SUPPLE· MENT TO THE ATTENTION OF ALL AFFECTED COAST GUARD PERSONNEL PU81.1SIIEU BY DJREC1'JON OF TH£ COMMANOA.1'.;T UF THE U.S. <.:OA!, ~ r CUAllO NOTICE: Reproduction for nunmllitary use of the information or illustration contained in this pu1)licaUon is not permitted without specific approval of the Issuing service. * 19 MAY 1969 <>s 1. PURPOSE. To clarify the intent of "Speed Selectors - AS REQUIRED (minimum of 103% Nr)" in the BEFORE LANDING procedures. 2. GENERAL. The following information clarifies the BEFORE LANDil'iG procedure in Section U and r ecommends the "CONTINUOUS" Rotor RPM limits in Section V be observed, Beeping speed selectors to maximum during BEFORE LANDING check. provides an added safeguard against excessive rotor droop in the event an engine is lost during approach and landing. Light gross weights reduce the probability of rotor drooping excessively upon single engine loss. Since pilots perform the BEFORE LANDING check while several minutes of flight are r emaining, rotor speeds above the "continuous" limit in Section V are recognized as acceptable. The brief period of slightly high rotor speeds occurring once after an extended mission at normal gross weights is not excessive, considering total !light time. But during extended instrument approaches and repeated "closed traffic" landings, the normal procedures result in significant periods oJ operation at rotor speeds above the "continuous" limit. The greatest exposure lo the highest rotor speeds occurs during training missions at light gross weights. 3, INSTRUCTIONS. Operating above the continuous limit (103% Nr), even intermittently, for signlficant percentages of mission flight time will degrade the service life of main r otor components. It is recommended that on Os Os Os OPERATIONAL SUPPLEMENT Os Os Os 1 <>s <>s <>s <>s

4. 'J 0 . 1H-3(}i)F-1S-1 extended instrument approach and repeated closed traffic landings, such as occur on training missions, the "continuous" limit be observed by delaying beeping speed selectors to maximum until the final approach phase. • THE END 2

5. T.O. 1H-3(H)F-1S-1 CURRENT FLIGHT MANUAL AND SAFETY AND OPERATIONAL SUPPLEMENT STATUS This page will be published with each Safety and Operational Supplement, Flight Manual Change, and Flight Manual Revision. It provides a comprehensive listing of the current flight manual, flight crew checklist, and safety and operational supplements. The supplements you receive should follow in sequence and if you are missing one listed on this page, see your publications distribution officer and get your copy. The appropriate indexes should be checked periodic.ally to make sure you have the latest publications. FLIGHT MANUAL 1H- 3(H)F-l CHECKLIST 1H-3(H)F-1CL-1 SAFETY SUPPLEMENTS 1H-3(H)F- 1SS-2 OPERATIONAL SUPPLEMENTS 1H-3(H)F- 1S-l DATE 22 May 69 DATE 19 May 69 DATE 24 Jul 68 DATE 24 Jul 68 SHORT TITLE MGB Oil Pressure Loss SHORT TITLE CHANGED CHANGED PAGES AFFECTED Section m PAGES AFFECTED Continuous Rotor Operation Sections Il and V SUPPLEMENTS INCORPORATED, RESCINDED, OR REPLACED lH-3 (H)F-lS~-1 (Interim) 13 May 69 Replaced by lSS-2 Flyleaf 1/ (Flyleaf 2 Blank)

6. T.O. 1H-3(H)F-1S-1 (Flyleaf 2 Blank)

7. s S5 Ss s ss ss .;5 s T.O. 1H-31H JF-1SS-2 SAFETY SUPPLEMENT FLIGHT MANUAL U.S. COAST GUARD MODEL HH-3F HELICOPTERS THIS PUBLICATION SUPPLEMENTS T .0. 1H-3(H)F-1 DATED 24 JULY 1968 AND REPLACES INTERIM T, 0 . 1H-3(H)F-1SS-l DATED 13 MAY 1969 WTTH NO CHANGES TO TEXT. COMMANDING OFFICERS ARE RESPONSIBLE FOR BRINGING THIS SUPPLEMENT TO THE ATTENTION OF ALL AFFECTED COAST GUARD PERSONNEL PUBLISHED BY DIRECTION OF THE COMMANDANT OF THE U.S. COAST GUARD NOTICE: Reproduction for nonmilitary uu of the information or illustrati on contained in this publication is not permitted wi thout specific approval of the issuing service. ____________*____________ 22 MAY 1969 s >S 1. PURPOSE. 5S To supplement the paragraph "Main Gear Box Failure" emergency procedures for transmission oil pressure indication below red line. ss2 · 3. 55 s ~s S5 GENERAL. Loss of oil usually causes the oil p1·essurc to drop to zero immediately. INSTRUCTIONS. In the event of Main Gear Box Oil Pressure loss: A. If no oil pressure remains, enter autorolation immediately and effect a power-on landing as soon as possible. NOTE Autorotatior reduces thf' load on the sleeve bt>arings, improving l.1'1e probability of a sucess- ful power-on landing. 11,pi ( ., _., ' l!t, GA .4 .,., t 1J • t. ,. SAFETY SUPPLEMENT Ss S5 1 5S 5S 5S 5S 55 55 55

8. T. 0. 1H-3(H)F-1SS-2 B. U some otl pressure remains - if any discernible Indication of oil p1·essure remains, reduce power and make a precautionary landing al the !trst safe site nvntlable. 2 NOTE Monitor oll pressure and chip detector continuously. Limit flight to no more than 30 minutes. I! chip detector Illuminates or otl pressure drops to ze1 ·0 enter autorotatlon tmmcdlately and make a power- on landing. THE END

9. T. 0. 1H- 3{H)F-1SS-2 CURRENT FLIGHT MANUAL AND SAFETY AND OPERATIONAL SUPPLEMENT STATUS This page will be published wi.th each Safety and Operational Supplement, Flight Manual Change, F light Man- ual Revision. It provides a comprehensive Ii.sting of the current flight manual, flight cr ew checklist, and safety and operational supplements. The supplements you receive should follow in sequence and if you are missing one listed on this page, see your publications distribution officer and get your copy. The appropriate indexes should be checked periodically to make sure you have the latest publications. FLIGHT MANUAL T. 0. 1H-3(H)F- 1 CHECKLIST T. 0 . 1H-3(H)F- 1CL-1 DATE DATE 24 Jul 68 DATE 24 Jul 68 SHORT TITLE CHANGED CHANGED PAGES AFFECTED SAFETY SUPPLEMENTS T. 0. 1H- 3{H)F-1SS-2 22 May 69 Main Gear Box OU Pressure Section m OPERATIONAL SUPPLEMENTS DATE SHORT TITLE PAGES AFFECTED SUPPLEMENTS INCORPORATED, RESCINDED OR REPLACED T . 0 . 1H-3(H)F-1SS- 1 (Interim) Replaced by 1H-3(li)F- 1SS-2 Flyleai- 1/(Flyleai-2 Blank)

11. S5 S5 ss S5 S5 S5 ss ss Ss S5 55 s S5 Ss 5S 5S ss 5S 5S 5S 5S ss ss ____________*____________ T.0. 1H-3(H)F-1SS-4 SAFETY SUPPLEMENT FLIGHT MANUAL U.S. COAST GUARD MODEL HH-3F HEUCOPTERS THIS PUBLICATION SUPPLEl'vIENTS T.0 . 1H- 3(H)F -1 DATED 24 JULY 1968 AND REPLACES INTERIM T . 0 . 1H-3{H)F-1SS-3 DATED 23 DECEMBER 1969 WITH NO CHANGES TO TEXT. COMMAND ING OFFICERS ARE RESPONSIBLE FOR BRINGING THIS SUPPLEMENT TO THE ATTENTION OF ALL AFFECTED COAST GUARD PERSONNEL PUBLISHED BY DIREC1'ION OF THE COMMANDANT OF THE U. S. COAST GUARD NO TICE: Reproduction for non military u se of the information or illustration con tai ne d in this publica tion is n ot p ermitte d without specific approv al o f the issu ing serv ice. --------------*·-----------~ 7 JANUARY 1970 1. PURPOSE . To provide interim information and procedures which will give the user more knowledge regarding main rotor blade outboard spar failures and allow continued operation of the helicopter in such a manner as to reduce the possibility of these failures. 2, GENERAL. As the result of recent flight testing by the contr actor, actual in-flight blade loads have been measured in the outboard fifteen inches of the main rotor blade spa.r, This is the area outboard of the bim seal where previous failures have occured. These measur ed loads generally indicate that almost all operations above 19, 500 pounds gross weighl (with the exception of hover) causes some fatigue damage to th<" outboard spar area. Conversely, operations at gross weights below 19,500 pounds do not gener ally cause fatigue damage except during flared approaches I. G. E., the amount of fatigue damage done during any flight eventually builds up until a crack opens up in the spar. Current blade inspections are designed to find that crack before it becomes long enough to cause loss of the tip area. In general, the more high grossweight operation, the sooner a crack may occur. Several cr acks have now been detected at between 700 and 1000 hours of blade time. The degree to which the instructions below can be followed will effect the time at which a cr ack starts. AF"L :: ~AF&,<,. .;. J.a.N 7 (; • I OCO ss 5S sS sS sS sS SAFETY SUPPLEMENT S5 S5 1 sS Ss

12. T.0, lH- 3(H)F-lSS-4 3. INSTRUCTIONS. The following instructions are not intended t.o restrict essantial mission operations, but rather lo caution and advise against non-essential operation in specific flight regimes which contribute to blade crack initiation. The following night modes should be minimized where mission r equire ments allow: (1) Operational time at gross weight above 19, 500 pounds. Do not exceed 19,500 pounds for training purposes, (2) Operational flight tlme spenl in the 20-40 kias level flight r egime at all gross weights. (3) Transition from the approach mode to a hover IGE or to no-hover minimum groundspeed landings. (Smoothly performed roll-on landings are preferred where terrain conditions permit). THE END 2

13. T.0. 1H-3(H)F-1SS-4 CURRENT FLIGHT MANUAL AND SAFETY AND OPERATIONAL SUPPLEMENT STATUS This page will be published with each Safety and Operalional Supplement, Flight Manual Change, Flight Manual Revision. It provides a compreheni:;ive listing of the current flight manual, Olght crew checklist, and safety and operational supplements. The supplements you receive should follow in sequence and if you are missing one listed on Ulis page, see your publications distribution officer and get your copy. The appropriate indexes should be checked periodically to make sure you have the latest publications. FLIGHT MANUAL T.O. 1H-3(H}F-l CHECKLIS'l' T.O. 1H-3(H)F-1CL-1 SAFETY SUPPLEMENTS DATE T.O. 1H-3(;J)F-1SS-2 22 Ma.y69 T. 0 . 1H-3{H)F-1SS-4 7 Jan 70 OPERATIONAL SUPPLEMENTS DATE T.O. 1H-3(H)F-1S-l 19 May 69 DATE 24 Jul 68 DATE 24 Jul 68 SHORT 1'ITLE Main Gear Box Oil Pressure Rotor Blade Loads SHORT TITLE Continuous Rotor Operalion CHANGED CHANGED PAGES AFFECTED Section m Section II PAGES AFFECTED Section II and V SUPPLEMENTS INCORPORATED, RESCINDED OR REPLACED T. O. 1H-3(H)F-1SS-3 (Interim) Replaced by 1H-3(H)F-1SS-4 Flyleaf 1/ (Flylea.J 2

15. DEPARTMENT OF TRANSPORTATION UNITED STATES COAST GUARD LETTER OF PROMULGATION FLIGHT HANDBOOK. U.S. COAST GUARD J«>DEL Hll-3F HELICOPTERS {T.O. 1H- 3(R)F-l) Addr~ss rep ly to· COMMANDANT {OSR-2) U.S. COAST GUARD WASHINGTON, D.C. 2059 1 1. Purpose. This publication prescribes operating procedures and provides general information and performance data for the model HH•3P helicopte~. 2. ~ . This publication contains the information and instructions required for safe operation of the Coast Guard model 1Dl-3P helicopter. 3. Discussion. This Flight Handbook (T.O. lH-3{B)F·l) bas been developed through the joint efforts of the U. s. Coast Guard, U. s. Air Force and the Sikorsky Division, United Aircraft Corporation. It is written specifically for the Coast Guard model HH•3F helicopter, the Flight Handbook will be published in the U. s. Air Force directives systea in accordance with contractual agreements. 4. Distribution and Amendments. Dist·ribution is intended to provide each HH•3F helicopter pilot an individual copy and affected units with sufficient administrative copies. Custody and responsibility for copy maintenance will rest with the unit. Safety of Flight, interim changes and &1Dendments will be provided on a per copy basis to all holders through normal channels. 5. Action. Operating commands and individual flight crews shall comply with the procedures and limitations specified in this publication and such duly promulgated changes thereto as may ? < b e / ) ~ected. / , , , // I ··?1 VJ ·( I I .- .-;r·- _ .,. , /~ / " - / / I . f ,.,,.· /4 I I , /.~ _ _:____ '- K ~c. _ ./ , / , . ,· a. W. GOFHRTNG Orlef. O!flce ol Operati /

17. Date T.0. 1H-3(H)F- 1 CERTIFICATION PAGE This certification page must be used by any person who incorporates any change into this copy or the manual. A separate entry is required for each change. Each enll·y certifies that the person whose signature appears guarantees lhe accuracy and completeness of that change as it was made in this copy. After the change has been incorporated, page check the manual. Be sure each in- struction was followed accuralely and completely. Before discarding superseded or deleted pages, check the date on each new page against the date listed for that page on the A page al lhc front of the manual or on the title page of the Interim Manual Change, whichever applies. Be sure write-in entries are accurate and placed correctly. Make the required enlry in lhe spaces below. Enter the date the check was made. List the ofiicial ldentlflcation of the change. For printed revisions (changes) made by Sikorsky Airci·afl use "Manual Amendment dated ·•or ''Interim Manual Change No. ______, ''as appUcable. Write the letters OK under Pages Checked to indicate 1 1age check compllance. Sign your name. Pages Amendment/ Change Incorporated Checked Signature CERT[FJCATION-1

18. T.O. 1H-3(H)F- l INTERIM HANDBOOK CHANGE SUMMARY CANCELED OR PREVIOUSLY INCORPORATED IN THlS HANDBOOK INCORPORATED 1N THIS AMENDMENT ON PAGES INDICATED FLYLEAF INTEIUM HANDBOOK CHANGES OUTSTM'DING (Lo ue maintained by handbook custodian) No. Dnte Purpose LIST OF U.S. COAST GUARD DIRECTIVES COMPLETELYlNCORPORATED IN THIS MANUAL

19. SECTION I SECTION Il S.l!:CTION III SECTION lV SECTION V Sh:CTION VI SECTION va SECTION VIII SECTION IX APPENDIX l TABLE OF CONTENTS DESCRIPTION ......• •• • . ..•. . .••....•.•. . .. . .••.. . . . .••• NORMAL PROCEDUnES ...........................•••••• EMERGENCY !'ROCEDURES .... . .........•. . • . ....•..... AUXILIARY EQUIPMENT .. . . ... .. ........ . .........•....• OPERATING LIMITATIONS .................•....•... . ....• FLIGHT CHARACTERISTICS . .. . • . ........ •. ..•. •. ... . .... SYSTEMS 0 1,ERATTON ....•.....•..•..... • •.. . ........... CRE.' DUTIES .•....••...... . •...........•.•..•... ....• .• ALL WEATHER OPERATION ........... . .. • ..•..•...•..... MODEL HH-3F PERFORMANCJ:: DATA ...... . .. . .•.... . ... ALPHABETICAL INDEX . ....••.•• ..••...• .•..•...•....... 1'. 0 . 1B-3(H)F- l 1-1 2-1 3-1 4-1 5-1 6-1 7-1 8- 1 9-1 A-1 lndex-1

20. T. 0, 1B-3{R)F-l INTRODUCTION SCOPE. This manual contains the oecessai·y ln- formation for safe and efficient operation of lhe HH- 3F helicopte1·. These instructions provide you with a general lmowledge of the helicopter, ils characteristics, and specific normal and emel'gency operating procedures. Your flying exper ience is recogni1.ed, and therefore, basic flight principles are avoided. PERMJSSIBLE OPERATIONS. The Flight Manual takes a "positive approach'' and normally states only what you can do. Unmmal operations or con- figurations (such as asymmetrical loading) are pr o- hibited unless specifically covered herein. INTERIM CHANGE SYSTEM. Essential and urgent changes to lhis technical manual shall be issued by an Interim Change System . These changes shall be distributed to you on a non-scheduled, as needed basis to disseml nate important information at the enrliesl possible date and eliminate m;.ny of your page change collation problems associated wHh large revisions. Interim Changes shall consist of three types: (1) brief write-in instructions, (2) supplemcnlal µages, paragraphs, and illustralions, and (3) replacement or additional pages. Write-in Instructions indicated musl be made directly on the affected page. Supplemental pages must be inserted next to the affected page of U1e manual as instructed on the change. Replacement and additional pages must be collated into the manual and superseded pa.gos removed. The changes shall be issued ln message or printed for m. All shall have a change number (or control purposes which you must enter on Lhe Interim Change Summary (flyleaf) in this manual. ii Periodically all Interim Changes will be considered to become a permanent part of lhe basic manual and shall be incorporated as a formal, printec,t amendment or revision. WARJ'1INGS, CAUTIONS, AND NOTES. The following definitions apply lo ''Wanli.ngs." ·•cautions," and " Notes•· found throughout the manual. WARNING Operaling procedures, techniques, etc. , which will result in personal injury or loss of Life U not c:u·eCully followed. CAUTION Operating procedures, techniques, etc. , which will r esult in damage to equipment if not carefully followed . NOTE An operating procedure, technique, etc. , which is considered essential to emphasize. YOUR RESPONSIBLIITY - TO LET US KNOW. li:vcry effort is made to keep the Flight Manual current. Review conferences with operating personnel and a constant review or accident and flight test reports assure inclusions of the latest dnt:' In the manual. However, we cannot correct an error unless we lmow of its existence. In this regard, it is essential Ulat you do your part. Comments, conections, and questions r egarding this manual or any phase or the Flight Manual program are welcomed. These should be for- warded to the Commandant (OSR) via the chain of command.

21. T . 0. 1H-3(H)F-1 GLOSSARY OF TERMS AND ABBREVIATIONS AC - Alternating current ACCELERATION - The rate of chru1ge of velocity ADF - Automatic direction finder AFCS - Automatic flight control system AIRSPEED KCAS - Knots calibrated airspeed KIAS - Knots indicated airspeed KTAS - Knots true airspeed ALT - Altitude APU - Auxiliary power unit BAR ALT - Barometric altitude control BDHI - Bearing distance heading indicator BIM - Blade inspection method BLADE TIP STALL - Beginning of blade stall. Occu1·s at tip of retreating blade due to its high angle of attack and low forward velocity. BLADE STALL - A stall that begins at the tip of the blade and works progressively inboard as lhe conditions which cause it increase in severity. FULL BLADE STALL - Blade stall that is allowed to fully develop causing loss of control and an upward left pitch of the helicopter. INCIPIENT BLADE STALL - Blade tip stall BOTTOMING - The engine is considered as bottoming during deceleration whenever a minimum fuel flow to compression-discharge pressure condition is attained. BUOYANCY - The upward force exerted by water on a floating or immersed body by a fluid. 0 c - Degrees Centi.grade CAS - Calibrated airspeed CDI - Course deviation indicator CENTER OF GRAVITY (CG) - The center of gravity is the point about which a helicopter would balance if suspended. COLLECTIVE - The increasing or decreasing of pitch on all the main rotor blades simultaneously. Also short for collective lever. CYCLIC - The changing of pitch of each main rotor blade individually as it makes a complete rotation or cycle. Also short for cyclic stick. DC - Direct current DG - DirecLional gyro DRAFT - The de11th of water the helicopter draws or requires to float. DRAG DIVERGENCY - Beginning of hlade lip stall. DROOP - Characteristic built into speed control for speed stability and load sharing. When in the governing range steady state Nf will decrease in proportion lo engine load at a fixed Nr setting. On this installation the droop is 8. 5% Nf from no load to full load conditions. DECAY - Loss of Nr beyond droop, resulting from a power requirement in excess of power available. EXCESS BUOYANCY - Buoyancy in excess of that required to float. 0 F - Degrees Fahr enheit FAT - Free air, ambient, ol··outside au· temperatures FOD - Foreign object damage FPM - Feet per minute FT - Feet GAL - Gallons GCA - Ground-controlled approach GSI - Glide slope indicator GW - Gross weight HR - Hour HYDROSTA't'IC ROLL ANGLE - Angle of roll when helicopter is on water. Hz - Hertz {cycles per second) H/ V - Height velocity IAS - Indicated airspeed IGE - In gr ound effect IN - Inches KT - Knots KVA - Kilovoll-amperes LAT - Latitude LB/ HR - Pound per hour iii

22. T. 0. 1H-3(H)F- l GLOSSARY OF TERMS AND ABBREVIATIONS {Cont) LOAD FACTOR - A factor representing the ratio of weight or pressure of a specified load or force to a standa1·d weight or pressure. The load factor may represent the ratio of the total weight of the heUcopter to a weight or pressure imposed by aerodynamic forces, inertia forces, or ground effect. MAG - Magnetic MEAN WATERLINE - The mean of the highest and lowest waterline for a given set o{ conditions, gross weight, sea state, etc. MIN - Minutes MSL - Mean sea level Nf - Power nirbine speed Ng - Gas generator speed Nr - Rotor speed OGE - Out of ground effect. This means hovering at a height o{ approximately one rotor diameter {62 feet or higher). Pz - Compressor inlet total pressure P 3 - Compressor discha1·ge pressure PRESS - P1·essuni PSI - Pound::; per square inch Q - Torque JUGHTlNG MOMENT - A moment that tends to re- store the helicopler lo a previous position after an angular displacement on waler about one of its axes. ROC - Rate of climb ROD - Rate of descent nPM - Revolulions per minute SEA STATE - Condition of water surface in terms of wind, wave height, wave length, etc. SERVICE CEILING - Maximum altitude at which a rate of climb 100 FPM can be maintained. iv SL - Sea level STD DAY - Standard day atmospheric conditions T2 - Compr essor inlet alr temperature FAT may be used in place of Tz in this manual as T2 is not indicated in the cockpit. T5 - Power turbine inlet temperarure TAS - True airspeed TEMP - Temperature TOLD - Take-off and landing data. TOPPL'iG - A procedure for adjusting engine fuel conu·ol to achieve engine performance at maximum operating limits. TORQUE POWER INDICATION - An indication of µower input being delivered to the gear box by the engines. TRCM ANGLE - The angle at which the helicopter's hull r ests 011 the water. UTI - Utility VA - Volt amperes VAC - Volts alternating current WATERLINE - The line of intersection between the surface o( the water and the side of the helicopter hull when the helicopter is afloat. WAVE LENGTH - The distance between two successive wave crests. Wf - Fuel flow W/ P3 - Ratio or weight of fuel flow to be burned to compressor discha1·ge pressure or amount of air available for combustion and cooling. WL - Water line NOTE Airspeeds in this manual r efer to indicated airspeeds except when specified otherwise.

23. T. 0. 1B- 3(H)F- 1 This page intentionally left blank. V

24. T .O. 1H- 3(H)F- 1 vi 18 FT I IN. ? FT I IN STATIC GROUND LINE ~ ~IIN , / I I 60fl 91N, ---------------1 ______ nrr--------------1 I I- ,- -- -- - c - -62FT 611,.--- - - -- .::-~,- 1-,-r- 10 FT 4 IN. O D D 1 - - -17 FT I IN. - Figure 1. Three View - Dimensions

25. T.0. 1H-3(H)F-l SECTION I DESCRIPTION The function of this seclion ts lo describe the helicopter and Us systems and controls which contrihute to the physical acl of flying the helicopter, including all emergency equipment that is not part of auxiliary equipment. TABLE OF CONTEN'T'S Page Page 1-39 THE HELICOPTER . ............ . . . ....... 1-1 ENGINES ........... • ................ . . .. 1-2 ROTOR SYSTEMS .. .. . . .. . • . . . .. .. .. . . . .. 1- 13 TRANSMISSION SYSTEM . . . . .. .. .. . . .. .. .. 1-15 OIL SUPPLY SYSTEMS .. . . . . . .. . . . .. . . . .. 1-16 FUEL SUPPLY SYSTEM . .. . . . . . . .. .. . . • . . 1-19 ELECTRICAL POWER SUPPLY SYSTEM 1-25 UTILITY HYDRAULIC SUPPLY SYSTEM 1-33 FLIGHT CONTROL SYSTEM... . . . . . . . .. . .. 1- 33 AUTOMATIC FLIGHT CONTROL (AFCS) AND COUPLER SYSTEMS.. . . . ........... 1- 36 THE HELICOPTER. (See figure 1.) The helicopter is manufactured by Sikorsky Aircraft, a division of United Aircraft Corporation, The helicopter is equipped with a single main rotor, twin engines rated at 1500 SHP each, a fully retract- able tricycle landing gear, am?hibious capabilities, and hydraulically operated aft ram;> that may be opened in flighl, on the ground, or on water. The hellco.iter may be used as a general p:1rpose vehicle to locate, r ecove1·, antl r ender assistn.nce to persi:>ns in distress. In addition it may be used for logistic support, reconnaissance, and general utility. The maximum span with the main rotor blades rotating Is 62 feel. The maximum length of tha helicopter with the roLor blades extended is 73 feet. The height over lhe highest point of the helicopter (tall r otor) ls 18 feel 1 inch. (Familiarity with the configuration of lhe helicopter may be obtained by referring lo the exterio1· and interior general arran~emanl illustr.1tions ln thif:l seclio11 .:in.I the mlnimmn turning 1·adius and ground clearances diagram in Section II. ) The helicopler's maximum gross weight is 22050 pounds. INSTRUMENTS . ... . ........ ... . .. . .. .. . LANDING GEAR SYST EM 1-40 BRAKE SYSTEM .. .. . .. .. .. .. .. .. .. .. .. 1-43 EMERGENCY EQUIPMENT .............. 1-43 FIRE DETECTION SYSTEMS . ••. .....•.. FIRE EXTINGUISHING SYSTEMS . .. ..... . EMERGENCY EXITS ................... . PfLOT'S AND COPILOT'S SEATS ......... .. ................. . . . AUXILIARY EQUIPMENT . ..•....•.•• • • • 1-45 1-45 1- 47 1- 48 1-49 For complete weighl inio1·mation see Section V. A normal crew is composed of a pilot. copilot,and two crewmen. anda minimum crew consists of a pilot and copilot only. The fuselage is composed of the cockpit the upper fuselage, the :Ul fuselage, the pylon, and the lower fuselage. The upper fuselage section contains the cargo compartment, the engine, transmis- s ion and APO compartments . The alt fuselage ex- tends from the cabin to the pylon. The lower fuselage conlains four fuel tanks and an electr onics rack in the forward section. Sµonsons are mounted on each side of the lower fuselage . The pylon is atlached lo lhe rear of lhe aft fuselage. A horizontal slabili:ter is mounted on the upper right side of Lhe pylon. The intermediate gear box ls Installed in lhe lower portion o! lhe pylon wiU1 a shaft extending upward lo the tall rotor gear box at the top of the pylon. The five- lJladed tail rotor is splined to the Lail rotor Kear box. The cockpit provides side-by-side seating for the pilot and copilot with the pilot on lhe righl side. To the rear of lhe cockpit is the cabin. Access between the cockpit ru1d the cabin mny be used Ln flight. A folding jump seat is provided in the cockpit entry. A sliding 1-1

26. T. 0. 1H-3{H)F- l personnel door ls located on lhe right side of the forward end of the cabin. A six-foot ramp ls located at the rear of the cabin. The cabin accommodates two crewmen and six passengers. Two h1rge windows located in the forward cabin will be used as search statio11s. Swivel type crewman's seats nre located adjacent to tho search lltations. Two electronics racks are located in the cabin, one Immediately aft of the copilot and one in the aft portion of the cabin. A folding type navigator· s table is mounted on the electronics rack a!t of the copilot and forward of the left crewman's seat. Structural provisions are made for 14 additional passenger seals and 15 USAF pole type litters . The cabin is 6. 6 feet wide, G feet high, and 2G feet 2. 5 inches long. Six feet of the length is ramp area. The cnbin is equipped with tie-clown rings for transportation of cnri;o. A 600-µound capacity hydraulic r escue hoist wilh approximately 240 feet of useal>le cable Is suspended on n fixed truss over the personnel door. Two gas tu1·l>lne engines ar e mounted side by side in the e1114l11e com- p::irtmcnl which is localed :1bove the forw::u·tl µortion or the cabln. Thu engine drive shafts extend aft inlo the main geru· l>ox which is located in lhc transmission compartment. The main rotor assembly. to which the five r otor blades are attached, is splined to the main gear box drive shaft. The APU located aJ'.t of lhe main gc,u· box is capable of drivini; the main gear box accessory section. The APU is used for engine starling :: met checkout of systems. A removable defleclor may be Installed to reduce the possibility of foreil{n objed damage to the engines. Dil/1ENSIONS Maxi 111um ma.in and Iail rotor blades extended Minimum main and tail rotor blades r emoved Maxlmum to top of tall rotor blade - vertical static Kneeled Minimum main 1·otor blades r emoved Minimum main r otor blades removed MaJn rotor diameter Tail rotor diameter Minimum Main Rotor Grow1d Clear ance (Tip cleai·ance - forward section) Static 1- 2 73 feet Oinches 57 feet 3. 53 inches 18 feet 1 inch 20 feet 2 inches 16 feet l inch 17 feet 4 inches 62 feet Oinches 10 feet 4 inches 10 feel 1 inch Kneeled Tail Rotor Ground Clearance Static Kneeled Tail Pylon Ground Clearance Static Kneeled Main Landing Gear Tread ENGINES. 7 reel 4 inches 7 Ceet 9 inches 9 (eel 11 inches 6 feet 5 inches 8 feet Oinches 13 feet 4 inches The helicopter is equipped with two General Electric T'58-GE-5 engines (figures 1-1 aud 1-2) each rated at 1500 SHP. The T58 engine Is a compact turboshaft englne with high power-t()- welght ratio and uses the free turbine principle. The power turbine is mechanically independent or the gas generator and, within Lhe power lurbine governing range, power turbine speed is independent of output power. High torque is available al low output speeds, providing rapid acceleration characteristics. The engines are mounted side-by- side above the cargo compartment, forward of lhe main ~ear box. Each engine consists of the following major components : an axial-flow compressor , com- buslion chamber, a two-stage gas gener ator turbine, and a single-stage free power turbine, which 1s independent or the gas generator turbine. The gas generator consists of the compressor, annular com- l>ustor, and two-stage gas gener ator turbine . The free turbine principle provides a conslanlfree turbine speed output which results ina constant r otor rpm. Variations in power requirements. to main- ta in constant free turbine speed, are accomplished by automatic increases or decreases in gasgenerator speed. A hydro-mechanical fuel metering unit provides maximum engine performance without exceedlng safe englne operating limits. In the normaloperating range engine speed is selecled by posilionlng the speed selector. The integraled fuel control system delivers atomized fuel in controlled amounts to lhe combustion clnamber. Flow of fuel and air thxough the combustion chamber is continuous, and once the mixture is ignited, corubustlon is sell-sustained. Changes in air pressure, air temperature, helicopter velocity, and rotor operali.on all affect englne performance. The engine fuel control system automatically maintains selected power turbine speed by changing fuel flow to incr ease 01· decrease gas genera.tor speed as required, thus regulating outpul power to match the load under changing conditions. A start bleed valve, mounted on the compressor, aulomatlcally opens during the starling cycle Lo bleed approximately 6. 7% oCcompressor discharge airflow overboard. This decreases compressor discharge pressure wbjch lessens the possibility of compressor stall and allows the starter to accel- erate the gas generator faster . The valve automatically opens when the starter ls engaged and remains

27. 19 11 17 .... I <:,) 14 16 Figure 1-1. Engine Cut Away View POWER TURBINE SECTION I. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 8 I EXHAUST CASIN(; STARTER 00G INLET GUIDE VANES VARIABLE STATOR VANES FUEL NOZZLES COMBUSTION LINER 1ST AND 2ND STAGE GAS GENERATOR TURBINE POWER TURBINE 4TM AND 5TH POWER TURBINE BEARING5 POWER TURBINE RADIAL DRIVE SHAFT Nf FLEX DRIVE SHAFT Nf TACH GENERATOR 12. MANUAL THRDTTL E 13. Ng TOPPING ADJUSTMENT 14. NORMAL SPEED SELECTOR 15. FUEL CONTROL DENSITY ADJUSTMENT 16. FUEL CONTROL FUEL INLET FILTER 1/. FRONT FRAME RADIAL DRIVE SHAFT 18. CENTRIFUGAL FUEL FILTER 19. AXIAL DRIVE SHAFT >-3 0 ..... ::i: I (.,) '@' ...... >1j I .....

28. T. 0. 1H-3(H)F-1 l ____ -----~ INPUT DRIVE SHAFT FIRE SE4L I I ACCESSORY DRIVE SECTION MAlN GEAR BOX Figul'e l - 2. Engine, Main Gear Box, and APU Installatlon open for 3 to 7 seconds alter starler drop out. An atLxiliary start fuel shut- off valve Is insta1lcd between the englne fuel control and flow divider. This valve, when closed, s huls ofi auxiliary by-pass starting fu el now. The valve may be used by the pilot du ring the starling cycle to reduce starting fuel flow which decreases the possibility of a hot start. COMPH.ESSOn. The ten-sLage compressor consists of the compressor rotor and stator. The compressor rotor is supported by the front frame section and lhe compressor rear Crame section. The stator is bolled between the front frame seclion and compressor rear frame. The prima1·y purpose or the compressor ls lo compress air for combustion. Ambient air enters through the front fl'ame and is dit'ccted lo the compressor Inlet, passes through ten stages of compression , and is directed to the combustion chambers. The inlet guide vanes (2, figure 1- 1) and the fir st three stages of the stator vanes (3, figure 1-1) are variable and change their angular position, as a function of compressor inlet temperature and gas generator speed, lo prevent stall of the compressor. COMBUSTION CHAMBER. In the combustion chamber fuel is added to the compressed air. This mixture is ignited, causing 1-4 a rapid expansion of gases loward lhe gas generator t-urbine seclion. As the air enters the combustion section, a porlion goes into the combustion chamber where il is mixed with the fuel and ignited, while the remaining air forms a bhmket between the outer combustion casing and the combustion liner (5, figure 1-1), for cooling purposes. Once combustion is started by tho two ign.iler plugs, lt Is selfsustaining. Arter the air has been expanded and increased in velocity by combustion, it is passed thr ough the first-stage turbine wheel of lhe gas generator turbine (6, figure 1-1). GAS GENERATOR TURBINE. The two-stage gas gencratorturbine(6, figure 1-1) is the rotating component which Is coupled directly to the compressor. Il extracts the required power from the exhaust gases to drive the compressor. The tur- blnc nozzles that comprise the stator blades direct the exhaust gases to the turbine wheels. POWER TURBINE. The power turbine (7, figure 1-1) Is bolted to the rear flange of the second stage rurblne casing. The engine utilizes tbe free turbine principle, in which engine output power is provided by the power turbine rolor which is mechanically independent of the gas generator rotor. This rotor derives its power Crom the gases which are directed to il by the gas generator

29. ENGINE ~UEL CONTROL UNIT T.O. 1H-3(H)F- 1 Si#,TO'! VANE :=@]) IIC'l.l4 10'f FUEl FLOW DIVIDER --~-' STAJ'!T FUEL VILVE - FUEl PRESSURE e?.lZJ RETURN - -ELECTRICAL ACTUATION - -MECHANICAL ACTUATION Figure 1-3. Engine Fuel System turbine no:tzles. Within the normal operating range, power lurbine speed may be maintained or r egulated independent of output power. This principle also provides mo1·e rapid accelerat!.on because of the availability of high engine torque al low output speeds. GAS G!!:NERATOR SPEED (Ng). Gas ~enen.lor speed (Ng) is primarily dependent upon fuel flow and is monitored by Lho engine fuel control unil. The principal purpose of monitoring Ng ls to conLrol acceleration and decelention ctiaraclerislics, prevent -:,verspeed, and establish a minimum idle setting. Gas generalol' speed controls mass airflow pumped through lhe engine and consequently the power available to the power turbine. FREE POWER TURBINE SPEED (Nr). 'rhe [ree power turbine speed (Nr) is dependent upon speed sl:llector position and rotol' load. The fuel control monitors Nf to r egulate fuel flow to maintaln an essenlially constant power turbine speed for a given speed selector position. ENGIN E FUEL SYSTEM. The engine fuel systems (figur e 1-3}, one for each engine, consist or an engine-driven pump, a dynanuc filter, a fuel control unll, a static filler, an oil cooler, a flow divider, a fuel manilold and associaled piping. The fuel conll·ol uult is supplied fuel from the engine-driven fuel pump. Metered fuel from Lhe engine fuel control unil is piped th1·ough an oil-fuel heat exchanger and then enters the flow divider connecteddlrectly to the fuel manifold on the engine. For normat Oighl, 1·otor speed is selected by posi- tioning the speed selectors and the engine fuel confrols will meter fuel lo maintain the selected roto1· speed. Engine-Driven Fuel Pump. A dual operation engine-<il'iven fuel pump, mounted on each engine, consistini< or a positive displacement type gear pump and a centrifugal boost pump, is buill inlo a s ingle housing. Power for each pump is furnished from the engine accessory drive section by means of a splined sbail. This shaft drives U1e fuel pump and simultaneously acts as a link to 1-5

30. T.O. 1H-3(H)F- 1 transm~t gas generator speed information to the engine fuel control unit. Engine Fuel Co:1trol Url'..t. The engine fuel control units, one located on each engine, are hydro-mechanical units thal l'eg1late engine fuel flow to maintain, as selected, a constant free power turbine speed and lhus maintain a constant rotor speed (Nr) . Fuel from lhe engine fuel pump enters the fuel control unit through lhe inlet and passes through lhc: fu<d filler. The fuel control has a fuel melerini; section and a compuling seclion. The metering section selects the rate of flow to the combllslion chambers, based on information received from the computing sections. The metering section has a metering valve and a pressure regulating valve. The pressure regulating valve maintains a constant pressure across the main metering valve by by-passing excess fuel back to the engine fuel pump inlel. The metering valve is positioned in response to various internal operating signals, and meters fllel to the engine as a function of these in- tegrated signals. The engine fuel control unit per- forms the following functions: prevents compressor stall, turbine overtemperature, rich or lean blow- outs; governs gas generator idle and maximum speeds; and schedules inlet guide and stator vane positions to provide optimum compressor performance. SPEED SELECTORS (ENGINE SPEED SELECTOR LEVERS), Two speed selectors marked NUMBER 1 ENGINE and NUMBER 2 ENGINE are located on the overhead engine control quadrant (figures 1-4 and 1-5). Marked positions on the overhead quadrant are SHUT- OFF, GRD IDLE, MIN GOV, and 100% SPEED. The speed selectors are connecled directly to the fuel slopcock and indirectly Lo the fuel metering valve in the fue l control unit. When the speed selectors are in the SHUT-OFF position, fuel flow to the fuel nozzles is stopped by means of a stopcock that prevents fuel from entering the combustion chambers. The stopcock is open whenever the speed selector is 6 degrees or more from the SHUT-OFF position and is closed when the speed selector is 3 degrees or less from the SHUT-OFF position . The GRD IDLE position schedules fuel flow to produce approximately 56 percent Ng. Gas ~enel'ato1· idle speed will vary with inlet air t~mperature. A limit slop al GRD IDLE prevents ina.dvertent retarding of the speed selectors below the idle speed or the engines. The speed selectors may be retarded from the limit stop by exerting a downwal·d and rearward pressure on the speed selectors. The MIN GOV position of the speed selector is the point where the governing rn11ge of the power turbine is entered and is approximately 87%Nr, When the speed selector is at the full forward position, lhe engine is p1·oducing maximum power turbine speed. Engine speed trim swilches a1·e inslalled on lhe collective pitch stick grip lo provide accurale speed changes and engine synchronization. With the speed selectors in ,the governing range, any force tending lo slow the rotor system (such as increases in collective pilch) will 1-6 be sensed by U1e fuel control unit which will attempt to maintain constant Nr by increasing power. ENGINE SPEED TRIM SWITCHES. The engine speed trim switches located on each collective pilch lever grip (figure 1-6) are used to make adjustments lo power turbine speed and for engine synclu·onizalion. The switches are marked E:NG TRIM , 1 and 2, - (plus) and - (minus). The switches provide electrical power to actuators, ln lhe overhead control quadrant, which are connected to the speed selectors. The speed selectors are positioned by the actuators for adjustment to the desired power turbine speed. Moving the ENG TRIM switches forward will cause increases in power turbine speed and moving the switches aft will cause decreases in power turbine speed. When the desired power tul'bine speed is attained, the switches are released and will return to the spring-loaded center position. The ENG TRIM switches receive electrical power from the DC primary bus through circuit breakers, under the general heading ENGINE (SPEED TRIM, 1- ENG-2) located on the center overhead DC circuit breaker panel. EMERGENCY FUEL CONTROL LEVERS. Two emergency fuel control levers, one for each engine, marked EMER FUEL CONTROL, are located om each side of the engine control quadrant (figure 1-5). The emergency fuel control levers operate indepen- dently and are used in event of fuel control unit mallunction. Each emergency fuel control lever has positive stops (marked OPEN and CLOSE) and is connected directly, by a flexible cable and linkage, to the main metering valve in each engine fuel control unil. The primary function of the emergency fuel control lever is lo manually override the automatic features of the fuel control. The emergency fuel control lever must be used with eA'treme cauLion as il has direct control of fuel How. Misuse can cause engine over- sµeed or overtemperature. The lnilial position of the fuel metering valve is dependenl upon the automatic features of the fuel control as established by the setting of Lhe speed selector. The emergency fuel control lever is mechanically connected to a cam within the fuel control. This cam, when actuated by advancing the lever, contacts the fuel metering valve. Once contact is established, further advancement of the emergency fuel control will manually control fuel flow, which in turn regulates engine power output. The emergency fuel control is unable to reduce the position of the metering valve below that called for by the speed selectors. Contr ol below this point will depend upon the type of mallunction encountered. In all instances of emergency fuel control operation, it musl be r e- membered that the speed selectors must not be re- larded beyond the GRD IDLE position. The fuel stopcock is located downstream of lhe metering valve and is actuated by the speed selectors. Placing the speed selector in the SHUT-OFF position will stop engine fuel flow regardless of emergency fuel conLrol lever posiLion.

31. T.O. 1H-3(H)F- 1 e 0 e e E) ~ I C f PROT ECT.Ot. - - " " '-l! tNlllN~ WINOSHIHO '1,11 AN Tl •IC! 7 AN1 l •IC( LOW ~ ~ ON ON HI GH CA91N H!AT(R PtrOT LO• tiEA I o~ oi .. 0~ VEH'l ttl OH ON Flgure 1-4. Overhead Engine Control Quadrant, Switch Panel, and DC Circuit Breaker Panel 1-7

32. T . O. 1H- 3(H)F-1 1-8 NO. 1 ENGINE STARTER BUTTON NO. 1 SPEED SELECTOR Figure 1-5. Engine Controls Figure 1-6. Collective Pitch Lever Grip

33. CAUTION Al high power settings conside1·aule "dead band" lravel will normally be encounlered before the emergency fuel control lever becomes effective as indicated by a slight restr iction In control movement. When this is felt, the control will be very sensitive, and car e s hould be taken not to exceed T5 and Ng Hmits . STARTER SYSTEM. The starling system consists of a starter, starter r elay, slarl bleed valve, auxiliary start shul-o[f valve, starter button, modi:! St:ilec;tor swilch, and al.HJrl i:;wilch. The system operates on 28 volts DC from the primary bu::; and is protected by circuit l.n·eaktH'S, marked S'J.'AHTKH. 1 ENG 2, localed on the overhead circuil breaker panel. The engine i:;tarlini; system (figwe 1-7) has two modes of operalion: normal and manual. The normal mode pro- vidt!S a completely a.ulomalic i:;tart which lndude!> automatic sta.rte1· drop out aite1 · en~inti llle-uff. 'T'he manual mode provides an alternate m eans of starting when using external eleclrical power or the batlery. In this mode, the ituLomatic starter drop-oul fcalu r,e is by-passed. In either mode, the start bleed valve operates aulomalically and Lhe auxiliary start futd shut-off valve may be operated by lhe pilol. The i:;tarter has a duty cycle limited to 30 seconds continuous cn.nking, a mi11imum cooling period of three minutes between start attempts, and a maximum of Uu·ee stru:t attempts in any 30-minute period. Be- fore the starte1· ca11 be energized, APU, external, or battery power is required. During start, as the enrtir1e speed seleclor lever is advanced to the GRO IDLE position, the stop-cock opens and allows fuel lo pass through the flow divider and to enter lhe number one (low pressure) manifold lo lhe nozzles where it is mixed with compressor disc.:harl,!;e air. As the fuel-alr mi>.1.ure leaves the tHW.zles, lL l s lgnUecl by the two igniter plugs In the combustion chamt>er and enters a sustainecl combustion process . Starter Drop Out. Starter operation and drop out may be 111onlto1·Hd by noting the mag-netic compass headinp: prior to 0111,rlne start. When Lhe starter is P.nAt'l{iztid, LhH compass will swing to a new headin~. When norma I start cir cuit ls used lhe sta1·ter will automatically drop out when starter amperage falls below 100 ,. 15 amperes (45 to 53 percent Ng), The compass should then swing back to ils original headlni; sl1~nifying the startel' has dropped out. When lhe manual start circuit is used, the starter wi11 only dl'op out when U1e abort switch is actuated. Start Bleed Valve. The start bleed valves, located on each engine, operate automatically during the start cycle and require no specific pilot action. The function of lhe valve is to raise the compressor stall line during the st:u·t cycle in order to increase the relabllity T. 0. 1H-3(H)F-1 of the start system. This is accomplished by bleeding approximately 6. 7 percent of the compressor discharge air flow at ground tdle and by delaying 1he closing or the valve 3 to 7 seconds beyond the point where the starter, ignition circuit, and •alve circuit ue de-energized simultaneously. The bleed val'e remains fully closed during all regimes oi engine operation except during stanir1g. Starter nunons. A slarter bullon is located on each speed selector lever. The stai·ter is energized by holding the speed select01' lever in the SHUT-OFF position and 1110111en1arily depressing lhe starter button. This energizes the starter relay and completes the circuit to thP starter. When using normnl starting mode, after e11i.:-i11e lite- off and the electrical power load to starter <iecreases, the starter l'elay will automatically drop out, de- energl:>.ing the stareer. When using the manual mode, the respectivf! speed selector must be pulled clown 10 actu::ltP the abort switch which in turn drops oul the starter. St:u-ler Abort Switch. A starter abort switch is located in each sp~cd selector le,·er . The switch is accua1ed by pullini: down on the speed selector le•er. This action breaks electrical circuil continuity to the ignilion system and the stru·ter relay. Mode Selector Switch. The mode selector switch with marked position:. MANUAL and NORMAL under che general heading START MODE is localed on the overhead control panel. When the switch is placed in the NORMAL position, the automatic drop-out function uf the starter relay is energized allowing the starter lo remain energized lo 45 to 53lj, Ng, When the switch is placed In Lhe MA:-.'1JAL position, the automatic drnp-oul foature of the stai·ter relay is by-passed allowing 1hc starter to remain energized until the abort switch is uctualc<.l manually. The switch operates on 28 volts DC from the primary bus. Auxlliarv Start Fuel Shut-off Valves. Two auxiliary start fuel shut-off valves. one for each eni,rlne, are loc:ated in the engine compartment and arc instaUed between the engine fuel control and Clow divider. When the valve is actuated during lhe start cycle of either engine, Lhe flow or auxillai·y by-pass s1ar1in~ fuel is blocked. This blockage decreases lite total amount of fuel now durin~ slaning, thus dimin- ishing the possibility of an overtemperature condition due to exressive Cue! flow. The valves operate on 28 volts DC fr om lhe primary bus and are pt·otecled by the main starting rirc:uir br eakers. Auxiliary Start Fuel Sbut-ofI Valve Switch. 'fhe push-button type auxiliary start fuel shut-oil valve switch, ma.rked ENG ST, is located 011 each cyclic stick grip. tn addition to depressing the 1-9

34. .... I .... 0 PILOT CO.PILOT PRIMAR YBUS 28VOC AUX START FUEL SHUT- OFF VALVE AUX START FUEL SHUT- OFF VALVE PRIMAIIY BUS 28VDC _I_ ENG START SW IO I• ,, NO. I El-lG START BLEED VALVE I• ts'O. 2 ENG STJu!T 6LE ED VIJ..VE NORM/IL OFF TCST ~ ABORT SWITCH NORM /olANUAL I ,, I I I 1 I I 11 I PRIMARY BIJS 28 VDC ABORT SWITCH OF F NORMAL ICNITION SW ITCH _____L_ START SWITCH v I::). ~ Figure 1-7. Engine Starting System SIAR! ~WITCH STARTER RELAY - - ii 11 STARTER RELAY ICNITION UNIT STARTER NO. I ENG STARTER NO.. 2 ENG IGNITION UNIT ;' p .... ::i:: I w - ::i:: - .,, I ....

35. switch, the starter relay for the engine to be started must be closed before the valve will operate. Either the pilot or copilot's switch will control the operation of both valves. The switch operates on 28 volts DC from the pl'imary bus. IGNITION SYSTEM. Each engine ignilion system consists of a capacitor- discharge ignition unit, two ignitor plugs, and a control circuit. The system provides ignition for starting only; during engine operation, the flrune in the combustion chamber is self-sustaining. The ignition system is mounted on the engine. The system is controlled by a llucc-position switch mounted on the overhead switch panel. When the switch is in the NORM position, the ignilion unil operates in con- junction with the starter. The ignition system is dc- ene1·gized when the starter is dc-cne1·gized. The ignition system operates on current from the DC primary bus through the starter control system. Ignition Switches. Two ignition switches, one for each engine, located on the overhead switch panel (figure 1-4), are marked IGNITION, 1 ENG, 2 . Each switch has three marked positions, TEST, OFF, and NORM. The switches are normally in the NORM position. When the switch is in the NORM position with the starter engaged, lhe ignition unit is energized. Holding the switch in the spring-loaded TEST position energizes the ignition unit only. The TEST position is used (for ground operation only) without the sta1·ter to test the ignition circuit. A clicking can be hea1·d when the switch is placed in TEST position. When the switch is in the OFF posili:on, the ignition unit is de-energized. The engine may be motored by using the starter without. ignition. The speed selector must be in the SHUT-OFF position before the starter and ignition systems can be energized. TORQUEMETERS. Two torquemeters (1 and 45, iigltre 1-8), one for lhe pilol and one for the copilot, are located on the instrument panel. Each dual-pointer indicator, marked PERCENT TORQUE, contains two pointers, marked 1 aud 2, which indicate input torque in percent of maximum engine power output of each engine. The electrically actuated torquemeter dials, calibrated in percent torque, are graduated in increments of 5 percent from Oto 150 percent. The torquemeters ope1·ate 011 26 volts AC and arc protected by circuit breakers, marked 1 ENG TORQUE SEN- SOR, located on the copilot's AC circuit panel,and 2 ENG TORQUE SENSOR, located on the pilot's AC circuit l>reakeJ· panel. The torqucmetcrs indicate the amount of torque being applied to the main gear l>ox by the engines. The torque sensing cells are located in the main gear box and arc hy- dromechanical in nature, sensing any shift in the bevel gear al the input from each engine. Oil pressures within the cells are sensed by pressure lransmilleJ'S and transmitted electrically to the torquemeters. T. 0. 1H-3(H)F-l ENGINE GAS GENERATOR (Ng) TACHOMETERS. Two engine gas generator tachometers (22 and 33, figure 1-8), ooe for each engine, are localed on Lhe instrument pru1el, and indicate the speed of lhe gas l{enerator in percent rpm. Each tachometer has Lwo dials and pointers. The outer dial and pointer indicates gas generator speed from zero to 100 percent, in increments of two percent. The small vernier dial and pointer, located In the upper left-hand position of the tachometer, indicates gas generator speed from zero to ten, in increments of one percent. The gas generator tachometer generator is driven by the engine oil pump shaft. The electrical power produced by the gas generator tachometer generator is pro- portional to gas generator rpm (100%Ng = 26300 gas generator r pm). Ne AND Nr TRIPLE TACHOMETERS. Two triple tachometers (2 and 46, figure 1-8), one for the pilot and one for the copilot, are located on the instrument panel. Each tachometer contains three pointers: the pointe1·s marked 1 and 2 indicate the power turbine speed (Nf) of the No. 1 and 2 engines, respectively; the pointer marked R indicates U1e main rotor rpm (Nr). The engine tachometers are powered by their own tachometer generators which are driven by the powc1· turbine through a flex cable, which is routed lo the fuel control on which they are mounted. The main rotor tachometer is powered by ils own tachometer generatorI located on the accessory section of the gear box, and driven by the accessory gears. The lachomelers are read in percent rpm (100% Nr = 18966 power l'urbine rpm and 100% Nr = 203 rotor rpm). POWER TURBINE INLET TEMPERATURE (T5) INDICATORS. Two power turbine inlet temperarure indicators (23 and 34, figure 1-8), marked PWR TURB INLET TEMP, are located on the instrument panel. The indicators ::u·e graduated in degrees Centigrade and operate from thermocouples, located forward of the power turbine in the second-stage b.1rbine casing, on each engine. The maximum power turbine inlet temperature is indirectly controlled by the gas generator speed adjustment of the fuel control. ENGINE OIL PRESSURE INDICATORS. Two engine oil pressure indicators (25 and 36, figure 1-8), one for each engine, are located on the instrument panel. The indicators are powered by 26 volls AC from the autotransformer and are protected by circuit breakers marked OIL PRESS 1 ENG on the copilot' s AC circuit breaker panel and OIL PRESS 2 ENG on the pilot's AC circuit breaker panel. Pres- su1·e is indicated in PSI. ENGINE OIL TEMPERATURE INDICATORS. Two engine oil temperature indicators (26 and 37, figure 1-8), one for each engine, are located on the instrument panel. The engine oil temperature bulb, 1-11

36. .... I .... N I. TORQUE INDICATOR 2. TRIPLE TACHO.I.ETER 3. AFCS INDICATOR 4. AIRSPEED INDICATOR 5. VERTICAL VELOCITY lf,OICATOR 6. TURN AND SLIP INDICATOR 7. VOR SLAVE LIGHT 8. VOR SLAVE/TACAN MASTER SELECTOR SWITCH 9. TACAN MASTER LIGHT 10. FLIGHT DIRECTOR 11. FLIGHT DIRECTOR 12. CLOCK 13. LF/ ADF • VOR SELECTOR PANEL 14. MARKER BEACON LIGHT IS. AIRSPEED CORRECTI~ CARD 16. RADAR ALTIMETER 17. PRESSURE ALTIMETER 18. RADIO MAGIETIC INDICATOR ('R.'111) 19. COMPASS CORRECTION CARD 2>. FUEL MANAGEMENT PANEL 21. LANDINGGEAR CONTROL PANEL . . ,. .. tt c-=-· "'~- 22. GAS GEHERATOR TACHOMETER 23. ?OWER TURBINE INLET TIEMPERATURE INDICATOR 24. FUEL FLOW INOICATOR 25. ENGINE OIL PRESSURE INDICATOR 26. ENGINE Oil TEMPERATURE INDICATOR 71. TRANSMISSION OIL TEMPERATURE INDICATOR 11. UTILITY HYDRAULIC PRE:SSURE INDICATOR '». AUXILIARY HYDRAULIC PRESS~E INDICATOR :ll. PRIMARY HYDRAULIC PRESSURE INDICATOR 31. HYDRAULIC INDICATOR IDENTIFICATION PANEL 32. ENGINE INDICATOR IDENTIFICATION PANEL 33. GAS GENERATOR TAOIOMETER 34. POWER TURBINE INLET TIEM PERATURE INDICATOR 35. FUEL FLOW INDICATOR 36. ENGINE OIL PRES9.RE INDICATOR 37. ENGJNE OIL TEMPERATURE INDICATffi 38. TRANSMISSION OIL PRESSURE INDICATOR ~- CAUTION-ADVISORY PANEL 40. RADAR SCOPE 41. RADAR CDNTROL PANEL 42. CHECKLIST (l,O(R BCN/RA'S) Figure 1-8. Instrument Panel 43. COMPASS CORRECTION CARO 44. FIRE WARNING TEST PANEL 45. TORQUE INDICATOR ~6. TRIPLETACHOMETER 47. AFCS INDICATOR 48. AIRSPEED CORRECTION CARO 49. MARKER BEACON LIGHT 50. AIRSPEED INDICATOR 51. VERTICAL VELOCITY INDICATOR 52. TURN AND SLIP INDICATOR 53. VOR MASTER LIGHT 54. VOR MASTER!rACAN SLAVE SELECTOR SWITCH 55. TACAN SLAVE LIGHT 56. FLIGHT DIRECTOR S7. FLIGHT DIRECTOR 58. CLOO< 59. LF/ ADF · VOR SELECTOR PANEL 60. RADAR ALTIMETER 61. PRESSURE ALTIMETER 62. RADIO MAGNETIC INDICATOR (RMI) !-:I p .... = I ~ = "i I ....

37. Located on each oil lnlel llne,tramimils indlcations lo the r espective temperature indicator~. The in- dic:Hors are powe1·ed from the DC primary bus and are protected l>y circuit br eakers marked otL TRMP, 1-ENG- 2 on the over head DC circuit breaker pane l. Temperature is indicated in degrees Centi- grade. FUEL FLOW lNDICATORS. Two fuel flow i11dicato1·s (24 and 35, figure 1-8), calibrated in pounds per hour, are localed on the instrument panel. The fuel flow indicators pr ovide indication of the fue l t on&'Umplion of the engines and operate on 115-volLAC electrical power from r e- sµec tive AC primary busses. They a1·e protected by circuit breakers marked FLOW under lhe general lwadlng FUEL. The clrcull b1·eaker for lhc No. 1 engine is located on the copilot's AC ci1·cuil breaker µancl and for the No. 2 engine on the pilot's AC circuit breaker panel. ROTOR SYSTEMS. The rotor systems consist of a single main r otor and an anti-torque tall rolor. Both systems arc drlven l>y lhe two engines through the transmission system and are controlled by the flight contr ols. MAIN ROTOR SYSTEM. The main rotor system consists of the main r otor head assembly and lhe 1 ·otor blades. The head assembly, mounted directly above the main gear box, consists of a hub asseml.>ly and a swashplate assembly. The hub assembly, consisting of five s leeve- spindle assemblies and five hydraulic dampers clamped between two parallel plates, is splined lo the main r otor dr ive s haft. The rool ends of tho five rotor blades are attached to the s leeve-spindle assemblies, which per01it each blade lo £lap vertically, hunt horizontally, and rotate aboul their span-wise axi s. Anli-flapplng restrainers llmit the upw111·d movement of lhc blades. Droop stops limil the downward 111ovcment of the blades. Both are in operation when the L>lades are stopped or turning at low speed. When speed is lnCl'eased lo approximately 25 perce1tt (50 1·pm) rotor speed, centrifugal force automatically releases the antl-flapplng r estrainers. The droop stops release at approximately 75 per cent (152 r pm) rotor speed. The hydraulic dampers minimize hunting movement of the blades about the vertical hinges as they rotate, prevt:,nl shock lo lhe blades when the rotor is starled 0 1· s lopped, and aid in the prevention of g1 ·ound resonance. The flvo nll metal main rotor blades are of lhe pressu1·izcd spar type, Identified as BlM® blades. The blades arc con- sti·ucted or aluminum alloy with the exception of for~cd steel cures which attai;h the root ends of the blades to the sleeve- spindle assemblies on the main rotor hub. Each blade consists, basically, or a hollow extruded aluminum sµu pressurized with nitrogen, 23 aluminum blade pockets, a tip cap, an aluminum root cap, a i:,teel cuff, a pressure (BIM) Indicator, nn air vtLlve, and an abrasion strip. Vent holes on the under side of each pocket pr event T. 0. 1H-3(H)F-1 accumulation of molsture inside the blade. Each blade is balanced statically and dynamically within tolerances that pe1·mil individual replacemenl of the blades. In addition, a pretrack number is stenciled on each blade to eliminate the necessity for blade tracking. Balancing and the assignment or a pr e- lrack number is done during manufacture or overhaul. The swashplate assembly consists of an upper (rotating) swashplate, which is driven by lhe rolor hub, a.nd a lower (stationary) swashplate, which is secured by a scissors assembly to the main gear box to prevent rotation. Both swashplates are mounted on a ball-ring and socket assembly, which keeps them parallel at all times, but allows them to be tilled, rasicd, or lowered simultaneously by components of the main rotor flight control system, which CO!lnect to arms on the lower (stationary) swashplate. Cyclic or collective pitch changes, intr oduced at the stationary swas

Sikorsky HH-3F Pelican Flight Manual.pdf

Sikorsky HH-3F Pelican Flight Manual.pdf

Sikorsky HH-3F Pelican Flight Manual.pdf

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Sikorsky HH-3F Pelican Flight Manual.pdf