1-212 th aviation regiment *tm 1-1520-237-10 25 september 2009 summary of changes

1-212th Aviation Regiment

*TM 1-1520-237-10

25 SEPTEMBER 2009

SUMMARY OF CHANGES

1-212th Aviation Regiment

Overview

The 25 September 2009 Operator’s Manual is a new revision. The following brief itemizes the significant changes. It does not capture smaller changes that comprise of editing fixes or verbiage corrections that did not change the original meaning of the subject. New specific verbiage is highlighted in blue font throughout the brief.

1-212th Aviation Regiment

Chapter 1

• No changes

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Chapter 2Added Paragraph:

2.3 UH-60A WITH T700-GE-701D/CC ENGINES.

H−60A+ Some UH-60A helicopters have been modified by replacing the T700-GE-700 with T700-GE-701D/CC engines. This modification also added upgraded Inlet Anti-Ice valves, cross bleed shutoff valves and couplings that withstand the higher bleed air temperatures of the new engine. An additional Nr sensor mounted on the accessory gearbox and a third potentiometer installed on the mixing unit provide transient droop improvement. Automatic relight is provided by the addition of relays in the cabin overhead. The Central Display Unit (CDU) has been replaced with a UH-60L CDU to provide T700-GE-701D/CC engine parameters.

1-212th Aviation Regiment

Chapter 2Added new warning and paragraph verbiage:

2.70.2 APU Fuel Control System (Helicopters equipped with *T-62T-40-1 APU).

* This paragraph also includes new verbiage on the Hamilton Sundstrand APU T-62T-40 series and its two different types of controllers (ESU vs. DESU).

Emergency override should only be usedunder actual emergency conditions. APUFaults must be corrected as soon as possibleafter discovery.

1-212th Aviation Regiment

Chapter 2Added new caution:

2.89 ENGINE OIL SYSTEM SERVICING.

To avoid damage to packings and seals inthe engine oil system, MIL-PRF-23699 HTS (High Thermal Stability) oil shall not be used in the engine oil tank.

1-212th Aviation Regiment

Chapter 2Added a 9th note:

Table 2-4. Fuel and Lubricants, Specifications, and Capacities

Notes:

9. To avoid damage to packings and seals in the engine oil system, MILPRF-23699 HTS (High Thermal Stability) oil shall not be used in the engine oil tank.

1-212th Aviation Regiment

Chapter 3Table 3-1. Communication/Navigation Equipment (Cont)

Provides present position ordestination navigation informationin latitude and longitude(degrees and minutes) orMilitary Grid Reference System(MGRS) coordinates. CombinedMode is prime (default) modeof operation where the GPSupdates Doppler present position.Doppler ONLY or GPSONLY navigation is selectablefrom CDU. These modes ofoperation may also be selectedmanually. This system alsoprovides Position, Velocity,Time (PVT) and steering data tothe Pilot and Copilot’s HorizontalSituation Indicator (HSI) andVertical Situation Indicator(VSI), during Instrument FlightRules (IFR), Visual Flight Rules(VFR) or InstrumentMeteorological Conditions(IMC). During en route,terminal flight or non-precisionapproaches. External connectoron the SDC allows for GPSHOT-START from a PrecisionLightweight GPS Receiver(PLGR).

Doppler/GPSNavigation SetAN/ASN-128D

NavigationUH

Table 3-1. Communication/Navigation Equipment (Cont)

Added AN/ASN 128DEquipment Informationto Table 3-1:

1-212th Aviation Regiment

Chapter 3

Comprehensive AN/ASN-128D section added to Chapter 3:

3.18 DOPPLER/GPS NAVIGATION SET (DGNS) AN/ASN-128D.

See -10 pages 3-79 through 3-119

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Chapter 4

4.18.5 Cable Shear System.

4.18.6.1 Preflight (if use is anticipated).*

*Preflight detailed procedures removed from paragraph

NOTE

For preflight PMCS, refer to TM 1-1680-320-13&P.

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Chapter 5

• T700 & 701C/701D/CC Engine Oil Temp and Engine Oil Press limitations consolidated on one page (P 5-5)

• T700 & 701C/701D/CC TGT and Engine % TRQ limitations consolidated on one page (P 5-6)

• UH60A/EH60A/HH60A/UH60+ & UH60L/HH60L Main XMSN Oil Temp and Main XMSN Oil Press limitations consolidated on one page (P 5-7)

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Chapter 5T700

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Chapter 5T701C or 701D/CC

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Chapter 6

• No changes

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Chapter 7A

- Associates the term UH60A+ to any area in the chapter that uses the term UH60L.

Example –

7A.7 PERFORMANCE DATA BASIS - CLEAN.

The data presented in the performance charts are primarily derived for a clean UH-60L or H−60A+ helicopter and are based on U. S. Army test data …….

1-212th Aviation Regiment

Chapter 8

- A new requirement that TR Driveshaft sections I, II, III, and IV are inspected during pre-flight and thru-flight checks.

- This new requirement is from a concern that FOD in the TR driveshaft area or damage to the TR driveshaft could cause it to be sheared.

A Maintenance Engineering Call (MEC) has been issued waiving the “Section IV driveshaft – Check for Damage, Debris or FOD” step for Fort Rucker UH60A/L/M and EH60A aircraft. This MEC shall function as a 30 day waiver to the requirement for inspection beginning on 22 FEB 2010.

1-212th Aviation Regiment

Chapter 8

8.12 CABIN TOP (AREA 3)

3. APU compartment - Check for damage, debris or FOD.

4. Section I driveshaft - Check for damage, debris or FOD.

O 5. APU IPS – Check.

1-212th Aviation Regiment

Chapter 8

8.14 FUSELAGE - LEFT SIDE (AREA 5)

j. Antennas - Check.

k. Tail landing gear - Check.

2. Section II driveshaft - Check for damage, debris or FOD.

3. Section III driveshaft - Check for damage, debris or FOD.

*4. Intermediate gear box - Check; oil level.

1-212th Aviation Regiment

Chapter 8

8.15 TAIL PYLON (AREA 6)

1. Section IV driveshaft - Check for damage, debris or FOD.

2. Tail pylon - Check.

a. Stabilator - Check.

1-212th Aviation Regiment

Chapter 8

8.19 BEFORE STARTING ENGINES.

- Doppler/GPS – Program has renamed Doppler/GPS – On and Program and moved up from step 13 to step 5.

1-212th Aviation Regiment

Chapter 8

8.19 BEFORE STARTING ENGINES.

*3. APU generator switch - ON.

*4. EXT PWR switch - OFF and cable disconnected.

*5. Doppler/GPS - On and program.

NOTE

Only use map datums WGS-84 and NAD-27. Other map datums were not verified using the Aviation Mission Planning System (AMPS), and should not be used.

1-212th Aviation Regiment

Chapter 8

8.18 BEFORE STARTING ENGINES.

19. Flight Controls – Check first helicopter flight of the day.

Substeps h. and i. have been changed.

1-212th Aviation Regiment

Chapter 8

8.18 BEFORE STARTING ENGINES.

19. Flight Controls – Check first helicopter flight of the day.

NOTEDuring steps h. and i., check for not more than 1.5 inches of freeplay in control.

h. Collective both sides - Move through full range in no less than 5 seconds. There should be no binding.

i. Pedals both sides - Move both pedals through the full range in no less than 5 seconds. There should be no binding.

1-212th Aviation Regiment

Chapter 8

8.18 BEFORE STARTING ENGINES.

- Attitude Reference – Check has been renumbered from step 24.1 to step 26

*24. GPS/DPLR NAV MODE selector - OFF.

25. Barometric altimeters - Set.

26. Attitude reference - Check.

O. 27. Blade deice system - Test as required.

1-212th Aviation Regiment

Chapter 8Added new NOTE.

8.20 STARTING ENGINES.

* 6. Engine(s) - Start.

If start is attempted with ENGINE IGNITION switch OFF, do not place switch ON. Abort the start.

NOTE

During engine start, the #1 or # 2 FUELPRESS cautions may appear briefly duringan engine start. The FUEL BOOST PUMP CONTROL switches shall not be used toextinguish the #1 or # 2 FUEL PRESScautions during an engine start sequence.

1-212th Aviation Regiment

Chapter 8Added new Step.

8.20 STARTING ENGINES.

* 21. FUEL BOOST PUMP CONTROL switches – Check before every flight to determine operability. Leave on if required

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Chapter 9

9.5 EMERGENCY EXITS.

Warning was replaced:

Old Warning: New Warning:

For helicopters with a non-operationalroll-trim actuator, the cyclic shall becontinuously held while on the groundwith rotor turning. In cases whereemergency exit is required prior to rotorcoasting to a stop, make sure that thecyclic stick is centered until the lastcrewmember can depart the cockpit.Since the main rotor shaft has a 3°forward tilt, an exit to the right rear orleft rear will provide the greatest rotorclearance safety.

The cyclic shall be held at all times withthe rotor turning. In cases whereemergency exit is required prior to rotorcoasting to a stop, make sure that thecyclic stick is centered until the lastcrewmember can depart the cockpit.Since the main rotor shaft has a 3°forward tilt, an exit to the right rear orleft rear will provide the greatest rotorclearance safety.

1-212th Aviation Regiment

Chapter 9

9.22 ROTORS, TRANSMISSIONS, AND DRIVE SYSTEMS.

Tail Rotor Malfunctions - General

Four comprehensive paragraphs describing in detail both Loss of Thrust and Fixed Pitch TR malfunctions has been added to this section. The next slide will cover an outline of the main points in the verbiage but all crewmembers must read the section in detail.

1-212th Aviation Regiment

Chapter 9

Two general categories of tail rotor malfunctions:

1. Loss of Tail Rotor Thrust

2. Fixed Pitch

1. Loss of Tail Rotor Thrust:a. Caused by failure of TR gearbox, INT gearbox, or TR

driveshaftb. Aircraft behavior (right yaw and nose pitch down

attitude rates) depending on low or high airspeedsc. Autorotation considerationsd. Danger of large sideslip anglese. Headwind and quartering crosswind considerations for

heading control.

1-212th Aviation Regiment

Chapter 9

Two general categories of tail rotor malfunctions:

1. Loss of Tail Rotor Thrust

2. Fixed Pitch

2. FIXED PITCH:a. Caused by Jam, Binding, Failure of TR quadrantb. Aircraft behavior depending on the amount of anti-torque

applied ,GWT, forward airspeed, altitudec. Fixed Right Pedal/Decreased Power conditiond. Fixed Left Pedal/Increased Power conditione. Headwind and quartering crosswind considerations for

heading control.

1-212th Aviation Regiment

Chapter 9

9.22.1 Loss of Tail Rotor Thrust in Cruise Flight. If autorotation entry is delayed, large sideslip angles can

develop causing low indicated airspeed with the stabilator programming down. This will make it more difficult to establish or maintain adequate autorotative airspeed.

1. Airspeed - Adjust to 80 KIAS or above.

2. AUTOROTATE - Maintain airspeed at or above 80 KIAS.

3. ENG POWER CONT levers - OFF (during deceleration when intended point of landing is

assured).

1-212th Aviation Regiment

Chapter 9

9.22.2 Loss of Tail Rotor Thrust or TAIL ROTOR QUADRANT Caution Appears with Loss of Control at Low Airspeed/Hover (Right Rotation).

Loss of tail rotor thrust at low airspeed may result in

extreme yaw angles and uncontrolled rotation to the right. Immediate collective pitch reduction must be initiated to reduce the yaw and begin a controlled rate of descent. If the helicopter is high enough above the ground, initiate a power-on descent. Collective should be adjusted so that an acceptable compromise between rate of turn and rate of descent is maintained. At approximately 5 to 10 feet above touchdown, initiate a hovering autorotation by moving the ENG POWER CONT levers - OFF.

1-212th Aviation Regiment

Chapter 9

9.22.2 Loss of Tail Rotor Thrust or TAIL ROTOR QUADRANT Caution Appears with Loss of Control at Low Airspeed/Hover (Right Rotation).

CON’T:

1. Collective - Reduce.

2. ENG POWER CONT levers – OFF (5 to 10 feet above touchdown.

1-212th Aviation Regiment

Chapter 9 9.22.3 TAIL ROTOR QUADRANT Caution Appears in Cruise Flight.

If the helicopter is shut down and/orhydraulic power is removed with one tailrotor cable failure, disconnection of theother tail rotor cable will occur whenforce from the boost servo cannot reactagainst control cable quadrant springtension. The quadrant spring willdisplace the cable and boost servo pistonenough to unlatch the quadrant cable.

1-212th Aviation Regiment

Chapter 9 9.22.3 TAIL ROTOR QUADRANT Caution Appears in Cruise Flight.

CON’T:

a. Loss of one tail rotor cable will be indicated by appearance of the TAIL ROTOR QUADRANT caution. No change in handling characteristics should occur if only one cable fails.

b. If both tail rotor control cables fail, a centering spring will position the tail rotor servo linkage to provide 101⁄2 degrees of pitch. This will allow trimmed flight at about 25 KIAS up to 145 KIAS (these speeds will vary with gross weight). At airspeed below 25 and above 145 KIAS, right yaw can be controlled by reducing collective.Between 25 and 145

1-212th Aviation Regiment

Chapter 9

9.22.3 TAIL ROTOR QUADRANT Caution Appears in Cruise Flight.

CON’T:

1. Collective – Adjust to determine controllability

(Fixed Right or Left).

2. LAND AS SOON AS PRACTICABLE.

1-212th Aviation Regiment

Chapter 9

9.22.4 TAIL ROTOR QUADRANT Caution Appears or Loss of Control at Low Airspeed/Hover (Left Rotation).

CON’T:

1. ENG POWER CONT lever(s) – Retard to begin a partial power descent).

2. Collective – Adjust to preserve RPM R.

3. ENG POWER CONT levers – OFF (5 to 10 feet above touchdown.

4. Collective – Adjust for landing.

9.22.4 TAIL ROTOR QUADRANT Caution Appears or Loss of Control at Low Airspeed/Hover (Left Rotation).

CON’T:

1. ENG POWER CONT lever(s) – Retard to begin a partial power descent).

2. Collective – Adjust to preserve RPM R.

3. ENG POWER CONT levers – OFF (5 to 10 feet above touchdown.

4. Collective – Adjust for landing.

1-212th Aviation Regiment

Chapter 9

9.22.5 Pedal Bind/Restriction or Drive With No Accompanying Caution. A malfunction within the yaw boost servo or tail rotor servo can produce much higher force at the pedals and the affected servo must be turned off. A hardover failure of the yaw boost servo will increase control forces as much as 250 pounds on the pedals.

1. Apply pedal force to oppose the drive.

2. Check other pedals for proper operation.

3. TAIL SERVO switch – BACKUP.

If normal control authority is not restored:

1-212th Aviation Regiment

Chapter 9

9.22.5 Pedal Bind/Restriction or Drive With No Accompanying Caution.

CON’T

4. TAIL SERVO switch – NORMAL.

5. BOOST switch - OFF.

If normal control authority is not restored:

1-212th Aviation Regiment

Chapter 9

9.22.5 Pedal Bind/Restriction or Drive With No Accompanying Caution.

CON’T

6. BOOST switch - ON.

7. Collective – Adjust to determine controllability for landing.

8. LAND AS SOON AS PRACTICABLE.

1-212th Aviation Regiment

Chapter 9 9.25.4 #1 or #2 FUEL PRESS Caution Appears.

Consideration must be given to any suspected fuel system compromise. If a compromise is suspected, the pilot must make every attempt to avoid or reduce the possibility of an ignition source. A fuel leak occurring in the oil cooler access area may result in fuel and/or fumes accumulating in or around the APU/enginecompartments. In such cases, APU/engine operation may result in fire.

1-212th Aviation Regiment

Chapter 9

9.25.4 #1 or #2 FUEL PRESS Caution Appears.

CON’T

a. If the caution appears, flameout is possible. Do not

make rapid collective movements. Critical situations are

those where single engine flight is not possible, and the

potential for fire resulting from a fuel leak is secondary toengine flameout.

1-212th Aviation Regiment

Chapter 9 9.25.4 #1 or #2 FUEL PRESS Caution Appears.

CON’T

If the caution appears and the situation is critical:

1. ENG FUEL SYS selector on affected engine - XFD.

2. FUEL BOOST PUMP CONTROL switches - NO. 1 PUMP or NO. 2 PUMP - ON (As applicable).

3. LAND AS SOON AS POSSIBLE.

4. EMER ENG SHUTDOWN after landing.

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Chapter 9

9.25.4 #1 or #2 FUEL PRESS Caution Appears.

CON’T

b. Non-critical situations are those where single engine flight is possible.

1-212th Aviation Regiment

Chapter 9 9.25.4 #1 or #2 FUEL PRESS Caution Appears.

CON’T

If the caution appears and the situation is not critical:

1. ENG FUEL SYS selector on affected engine - XFD.

2. FUEL BOOST PUMP CONTROL switches - NO. 1 PUMP or NO. 2 PUMP - ON (As applicable).

3. LAND AS SOON AS PRACTICABLE.

1-212th Aviation Regiment

QUESTIONS?