United States Army Aviation Warfighting Center Fort Rucker, Alabama

December 2007

UH-60A STUDENT HANDOUT

TITLE: UH-60A INTRODUCTION 4740-3

PROPONENT FOR THIS STUDENT HANDOUT IS:

110TH AVIATION BRIGADE ATTN: ATZQ-ATB-AD-C Fort Rucker, Alabama 36362-5000

FD5: This product/publication has been reviewed by the product developers in coordination with the USAAWC, Foreign Disclosure Officer, Fort Rucker, AL. foreign disclosure authority. This product is releasable to students from all requesting foreign countries without restrictions.

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TERMINAL LEARNING OBJECTIVE: ACTION: Identify major components / characteristics of the UH-60 Blackhawk Helicopter. CONDITIONS: Without references, training aids, or assistance, and in a classroom environment. STANDARDS: Without errors and IAW TM 1-1520-237-10 and the student handout, correctly answer four (4) out of six (6) questions from the Introduction Section of the criterion based examination. If three (3) or more questions are answered incorrectly, the student will receive a NO GO for this section of the criterion examination. SAFETY REQUIREMENTS: None. Classroom: Use care when operating training aids or devises. The T700 cutaway is available to illustrate the inner workings of the engine; many internal components are very sharp and may cause injury. Do not motor the Ng section via the hand wheel on the accessory drive gearbox while hands are near the rotating parts. The back of most training aids contains electrical circuits with high voltages. Keep clear from the back of all electrical training aids. Many of the components may have residue from combustion and POL products. Wash your hands thoroughly after handling them. WARNING, CAUTIONS, and NOTES will be addressed throughout the lesson outline. RISK ASSESSMENT: Low ENVIRONMENTAL CONSIDERATIONS: None. NOTE: It is the responsibility of all soldiers and DA civilians to protect the environment from damage. EVALUATION: Each student will be evaluated in the classroom on this block of instruction during Part I of the UH-60 Aircraft Systems Examination. The examination will consist of 50 questions and the student will have one (1) hour to complete the examination. The student must correctly answer four (4) out of six (6) questions from the Introduction Section of the criterion based examination IAW TM 1-1520-237-10 and the UH-60 Introduction Student Handout. If three (3) or more questions are answered incorrectly, the student will receive a NO GO for this section of the criterion examination. 1. LEARNING STEP 1: Identify the characteristics of the UH-60 Blackhawk Helicopter. a. Army rotary-wing aircraft model designation: UH-60A. b. Designer and model designation: Sikorsky, S-70. c. Number and kind of engines: two; General Electric Company Model T700-GE-700 Turbo shaft. d. Fully articulated, four-bladed, main rotor head; rigid crossbeam, canted tail rotor-- two blades, four paddles. e. Non-retractable landing gear consists of two main gear assemblies and a tail wheel assembly.

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f. Crew required. (1) Minimum--pilot - copilot. (2) Normal-(a) Pilot--right side of cockpit. (b) Copilot--left side of cockpit. (c) Crew chief/gunner--right side forward of cabin. g. Mission. (1) Troop assault. (2) Aero-medical evacuation. (3) Aerial recovery. (4) Internal and external cargo. h. Aircraft weights. (1) Empty--approximately 11,000 pounds. (2) Design weight--16,825 pounds. (3) Maximum gross weight--22,000 pounds (modified). i. Fuel load--approximately 360 gallons, two main tanks full (180 gallons each tank).

2. LEARNING STEP 2: Identify the UH-60 Fuselage Section Special Features. a. Primary Structure (1) The primary structure is aluminum alloy. Some titanium and steel are used for firewalls and various fittings. Nonstructural members are primarily made of reinforced plastic.

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(2) Semi-monocoque, stressed skin construction means that the airframe sections are designed and built so that the outer skin itself is part of the structure, with internal ribs, longerons, and bulkheads to distribute the loads. The semi-monocoque chassis uses less weight and provides more strength and rigidity. (3) Forward tub structures have four horizontal, anti-plow beams under the cockpit floor, which extend back to the transition section and help keep the understructure smooth in a crash, preventing abrupt deceleration as a result of the "plowing" effect in low angle type impacts on soft terrain b. The fuselage may be broken down into the following sections: Nose section, Mid fuselage, Aft fuselage or transition section, Tail cone, Tail Rotor Pylon, Main Rotor Pylon. (1) Nose or cockpit section (a) Cockpit canopy, a kevlar reinforced plastic and aluminum structure. (b) Pilots and copilots windshields. 1. Shatter resistant and scratchproof glass 2. Electrically heated for defogging and anti-icing. (c) Center windshield-- laminated glass, electrically anti-iced. (d) Pilots and copilots cockpit doors. 1. Aluminum, hinged, and capable of being jettisoned in an emergency. 2. Contains either a fixed slide-open, or push open vent. The doors that have the push open vent window are designed so the pilot can pull the entire window into the cockpit for egress.

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(e). Avionics Compartment 1. Avionics compartment door hinges up from bottom. 2. Held open in two positions by support strut. (2) Cabin / Mid Fuselage (a) Includes crew chief/gunner stations and the troop-cargo compartment. (b) Two outward facing seats are for the crew chief/gunners. Crew chief/gunner stations may have machine guns installed. (c) Provisions for a maximum of 12 troop seats. (d) Provisions for MEDEVAC pedestal with a capacity of four to six litter patients. (e) Forward sliding crewchief/gunners window incorporates a nonflammable, stretchplex window split vertically into two panels. (f) Defogged by heater outlet air directed from outer duct assembly onto window. (g) Sliding cargo doors on each side that cannot be jettisoned. (h) Cargo door windows are jettisonable for use as for emergency exits. Moving the EMERGENCY EXIT handle aft, releases both windows. It may be necessary to push windows free.

(i) Emergency Equipment consists of: 1. Three first aid kits. 2. Two hand held (portable) fire extinguishers. 3. Crash axe in cabin. (j) The pilot and copilot flight controls are routed up each side of cabin.

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(k) The main landing gear struts are mounted on each side of the helicopter, just aft of the crewchief/gunners windows. (l) Electrical junction boxes and relay panels located in cabin ceiling. (m) Either a 9.5 Amp Hour Sealed Lead Acid Battery (SLAB) or a 5.5 Amp Hour Nickel Cadmium (NICAD) battery is located in forward cabin, left-hand side, aft of copilots seat. (n) Cargo floor upper skin, cross-ply, unidirectional fiberglass; core is Nomex; bottom skin is woven fiberglass. Deck load limit is 300 pounds per square foot. (o) Cargo hook--8,000 pounds capacity. (p) Two pitot tubes--one on right side and one on left side of cockpit, over the heads of pilot and copilot. (3) Aft Fuselage / Aft Transition Section (a) Two main fuel tanks #1 on left and #2 on right. (b) Two equipment compartments located above fuel tanks, 20 by 20 by 40 inches, separated by fuel tanks enclosure, maximum capacity is 125 pounds each side. Cargo net restraints are available to restrain equipment. (c) Auxiliary Power Unit (APU) Hydraulic Accumulator or Accumulators. 1. Used to start the APU using hydraulic pressure. 2. Normally automatically re-pressurized by the backup hydraulic pump. 3. The hand pump is used to manually re-pressurize the APU accumulator if it is below minimum required pressure for APU start or if the APU fails to start. NOTES: . . . . .

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(d) Steps on outside provide access to engines and APU above on left and right sides of aircraft. (4) Tail Cone. (a) The tail cone, interconnecting the transition section and tail rotor pylon (station 644.62), supports the tail rotor drive shaft and tail pylon. (b) Access panels allow inspection of tail landing gear attachments, pylon attachment bolts, tail rotor flight control cables and hydraulic lines, and tail landing gear. (c) Tail rotor drive shafts mounted on top under hinged drives shaft covers.

(5) Tail Rotor Pylon (a) The tail pylon is supported by and hinged to the tail cone section which allows folding of the pylon to the right for air transport. 1. The hinges are not critical structural members, because the tail pylon is secured to the tail cone in the flight position through the use of four bolts. 2. Eight close-tolerance bushings on the tail pylon hinge align with eight tapered pins in the tail cone hinge to ensure proper alignment. (b) Provides mounting points for the intermediate gearbox, the connecting drive shaft, the tail gearbox, the tail rotor assembly, the stabilator, and the dual electrical stabilator actuators. (c) The drive shaft cover has a VHF/FM antenna built in to provide communications, this cover, opens to provide access to the tail drive shaft. (d) Removable fairings on the pylon are provided for access to the intermediate and tail gear boxes, and tail rotor flight controls. (e) The trailing edge of the pylon has an aerodynamically shaped fairing, with a 7 degree camber to help unload tail rotor in forward flight. (f) Retractable telescoping steps / hand-holds allow easy access to the tail rotor area. Accessed by pushing and rotating the cap 90 degrees counterclockwise, releasing the spring loaded tread, allowing the tread to extend. (g) The helicopter has a variable angle of incidence stabilator to enhance handling qualities. 1. Level trim 2. Optimum attitude for flight (6) Main Rotor Pylon

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(a) Covers area forward and around main gearbox. Front area of main rotor pylon slides forward on two tracks; gives access to servos, mixing unit, heater, hydraulic pumps, and various other hydraulic components. Allow smooth airflow induction for cooling aircraft major subsystem components. (b) Steps and walkways aid in inspection and maintenance of the helicopter. Opening the engine doors and sliding the forward fairing forward reveals additional designated walkways/steps. Designated STEP AREAS have a non skid coating applied. (c) Various types of latches are used to secure fairings, cowlings, and doors. (d) Aft Main Rotor Pylon fairings hinge open to give access to APU, transmission oil cooler, two engine fire extinguisher containers/bottles, and the fuel selector valves. (e) Oil Cooler. The oil cooler access panels open to allow inspection of various fuel lines, piping, valves and oil cooler and blower assembly. (f) Auxiliary Power Unit (APU) is aft and left of main gearbox. 1. Provides pneumatic power for main engine starting and cabin heating. 2. Electrical power for ground operations and in-flight emergency electrical power. (g) Onboard Fire Extinguishing System 1. Controlled by either the pilot or copilot. 2. Both bottles/containers may be used in either main engine or APU compartment. 3. Thermal discharge indicator on the right side of aft fuselage will rupture, indicating that one or both containers experienced a thermal discharge. NOTES: . . . . .

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(h) Sliding Access Cover slides forward on two tracks; gives access to servos, mixing unit, heating system, hydraulic pumps, flight controls, main AC generators, and various other hydraulic components. (i) Heater Mixing Unit is located on the forward right side, under the sliding main rotor pylon. The heater mixing unit is used to heat the cockpit and cabin and is operated by bleed air from the main engines, APU, or external source. (j) Engine Cowling/Work Platform 1. The engine compartment doors hinge open, and provide a flat surface for maintenance use and inspection. 2. Capable of supporting a static weight of 400 pounds.

3. LEARNING STEP 3: Identify the UH-60 Cockpit Special Features. a. A full set of flight controls for both pilot and co pilot. b. Energy Absorbing (EA) Pilot Seats are ballistic tolerant against 7.62 mm rounds. WARNING: Do not store any items below seats. Seats stroke downward during a crash and any obstruction will increase the probability and severity of injury. To prevent injury to personnel, do not release either the normal or emergency vertical adjust levers unless someone is sitting in the seat. The extension springs are under load at all times. With seat at lowest position, the vertical preload on the seat could be as high as 150 pounds. If no one is in the seat and vertical adjust lever (s) is released, the seat will be snapped to the highest stop. Anyone leaning over the seat or with hands on guide tubes above linear bearings, will be seriously injured. NOTE: The seats energy attenuators allow the seat to move vertically about 12 inches at between 14 and 19 Gs. (1) Emergency Vertical Release Levers allows crewmember to lower the seat to its lowest position. (2) Emergency Tilt Release Levers allows crewmember to tilt seat aft to remove a disabled pilot. (3) Horizontal and vertical adjustment levers allow seat adjustment of approximately 5 inches. (4) Armored wing slides forward on outboard side. c. The NO. 1 AC Primary and DC circuit breaker panels are located over the copilot's head; the NO. 2 AC Primary, AC Essential and NO. 2 DC Primary circuit breaker panels are located over the pilot's head. The Battery Bus circuit breaker panel is located on the lower center console on the aft left hand side. The DC Essential Bus circuit breaker panels are located on the rear of the upper overhead center console. d. Instrument Panel. Engine and dual flight instruments are located on the one-piece instrument panel tilted forward 30. Pilot and copilot instruments on outboard panels with identical layout. Non flight instrument display on center panel. (1) Caution Advisory Panel just to the left of center with 82 indicator capsules. Cautions lights are amber, advisory lights are green. (2) Master Warning Panels one in front of each pilot on the glare shield contain the following capsules labeled: MASTER CAUTION PRESS TO RESET (amber), #1 ENG OUT, #2 ENG OUT, FIRE, and LOW ROTOR RPM. e. Vertical Instrument Display System (VIDS) consists of a vertical strip Central Display Unit (CDU), two vertical strip Pilot Display Units (PDU), and two Signal Data Converters (SDC). (1) (PDUs) for both pilots displays the engine power turbine speed (% RPM 1 and 2), rotor speed (% RPM R), and torque (% TRQ 1 and 2). When the TEST switch is pressed, all PDU scale lamps should

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light and digital readouts should display 188. Three overspeed lights at the top will appear from left to right when a corresponding rotor speed of 127%, 137%, and 142% is reached. (2) The (CDU) contains instruments that display fuel quantity, transmission oil temperature and pressure, engine oil temperatures and pressures, turbine gas temperature (TGT), and gas generator speed (Ng) readings. When the Lamp Test Switch is pressed all CDU scale lamps should illuminate and the digital readouts should display 888. (a) Digital readouts are also installed on the TOTAL FUEL, TGT, and Ng indicators. (b) The No. 1 and No. 2 fuel quantity is displayed on the analog scales and the total fuel is displayed on a digital readout. (c) The CDU and PDUs contain photocells that automatically adjust the lighting of the indicators with respect to ambient light. (d) A failure of any SDC or CDU processing circuit, display driver module, or logic power supply, will cause the associated display channel to turn off or switch to the backup processor, and will light the associated CHANNEL failure light. (e) Failure of the lamp power supply within a SDC, will cause every second display light on the CDU to go off. If a digital processor fails, all digital displays will go off. NOTES: . . . . . . . . .

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f. The Upper Console, overhead between pilot and copilot, contains engine controls, fire emergency controls, heater and windshield wiper controls, internal and external light controls, electrical systems, and miscellaneous helicopter system controls. g. The Lower Console, next to the base of the instrument panel and extending through the cockpit between the pilot and copilot, is easily reached by either pilot. The console is arranged with communication panels, navigational panels, and flight attitude/stability controls. (1) Miscellaneous Switch Panel consists of three push-button switches marked FUEL IND TEST, TAIL WHEEL, and GYRO ERECT, and one toggle switch marked TAIL SERVO/NORMAL/BACKUP.

(a) The FUEL IND TEST SWITCH, when pressed in and held, causes digital readout and strip indicators to change and caution lights to flash, to test the fuel quantity indicating system. (b) The TAIL WHEEL switch unlocks and locks the TAIL WHEEL in a trail position, and indicates LOCK or UNLK. (c) The GYRO ERECT initiates a higher voltage to the attitude indicating system's vertical gyros. (d) TAIL SERVO NORMAL/BACKUP Switch allows selection of #1 or #2 tail rotor servo. (2) Stabilator/Automatic Flight Control Panel (a) The panel contains a MAN SLEW switch, a TEST button, and AUTO CONTROL RESET switch with a push-to-reset feature. (b) The automatic flight control portion of the panel controls the Automatic Flight Control System (AFCS) which enhances the stability and handling qualities of the helicopter.

4. LEARNING STEP 4: Identify the operational characteristics of the UH-60 Power Train System. a. The UH-60 employs two General Electric T700-GE-700 Turbo Shaft engines with an input drive shaft that is approximately 18 inches long and connects the engines power turbine output to the input module on main gearbox. The engine is divided into four modules: cold section, hot section, power turbine section, and accessory section. b. The main transmission is mounted on top of the cabin between the two engines. (1) The main transmission assembly consists of five modules. (a) The Main Module. (b) Two Input Modules. (c) Two Accessory Modules (drives the following accessories): 1. The No. 1 & 2 Hydraulic Pump Modules. 2. The No. 1 & 2 AC Generators.

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c. Intermediate gearbox is bolted to top of pylon, changes angle of drive, and reduces RPM. d. The gear box mounts the tail rotor and enables pitch changes of tail rotor blades, changes angle of drive and gives a gear reduction.

e. Two independent hydraulic systems and a backup hydraulic system. Backup hydraulic pump is mounted to and driven by an AC electric motor. f. The automatic flight control system (AFCS) enhances the stability and handling qualities of the helicopter. g. The UH60 employs a fully articulated main rotor head. (1) The main rotor hub is machined from titanium forging. (2) Four, non-lubricated, elastomeric, spindle module assemblies allow hunting, flapping, and pitch change of the four main blades. h. Tail rotor (XBR) Crossbeam Rotor (1) The two blade spars bolted together at their centers make an assembly of four ridged paddles. (2) The counterclockwise rotating tail rotor, canted 20 upward provides approximately 2.5% lift of gross weight, and allows for: (a) Shorter nose. (b) Aft CG. (c) Low profile. (d) Greater hover and low speed flight stability.

5. LEARNING STEP 5: Identify the operational characteristics of the UH-60 Landing Gear System.

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a. The helicopter has conventional, non-retractable landing gear system, consisting of two main gear assemblies and a tail wheel assembly. (1) The interchangeable drag beams, attaches to the airframe at one end and to the shock strut at the other, and transmits landing loads to the airframe and shock strut. (a) A static ground wire is clamped to the left axle retaining bolt only to assist in dissipating static electricity while on the ground. A static bonding jumper is connected to the airframe and to the drag beam on both main landing gears to ensure there is a good path for any static electricity buildup to the static ground wire connected to the left axle retaining bolt. (b) A landing gear weight-on-wheels (WOW) switch is installed on the left landing gear to control operation of selected systems. (2) Main shock strut is a two-stage, nitrogen-oil shock strut. It strokes approximately 24 inches and is covered with a fiberglass panel. Two-stage struts are in tandem. Lower stage compresses first to absorb shock loads up to 10 feet per second (fps); upper strut starts to compress above 10 fps.

(a) Each stage has three variable-size oil chambers and a floating piston with a nitrogen charge in the struts which gives a spring action as the aircraft lands and taxies; hydraulic fluid (MIL-H-5606) in each stage will regulate the rate of compression and extension. (b) At design weight (16,825 pounds), struts should prevent the fuselage from contacting the ground when landing at approximately 11.25 gs. (c) The system incorporates a jack and kneel feature that permits manual raising or lowering of the fuselage for air transportability. (d) Maximum forward touchdown speed is limited to 60 knots ground speed on level terrain. (e) Do not exceed a touchdown sink rate of 540 feet-per minute on level terrain and 360 feet-perminute on slopes with gross weights of up to 16,825 pounds; above 16,825 pounds gross weight 300 feet-per-minute on level terrain and 180 feet-per-minute on slopes. (3) Main Wheel Assembly

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(a) Each wheel consists of a 26 x 10.0-11 tubeless tire, that is serviced with nitrogen, a forged aluminum two section wheel rim (inner diameter -11 inches; outer, 13 inches). (b) On the inner wheel half, seven (7) drive keys engage the two rotating steel, key-slotted disks (part of the brake system) to the wheel. (c) Both main wheels have a self-adjusting, double disc, three-cavity brake assembly, which includes a visual brake lining wear indicator. (4) Brake Assemblies (a) Has four master cylinders--one on each anti-torque control pedal. (b) Two slave mixer valves under the pilots seat. (c) Parking brake valve under the pilots seat. (d) Parking brake T-handle is on the aft center console. NOTE: To set the parking brakes, press on either the pilot or the copilot toe brake pedals, pulling the parking brake handle to its fully extended position, then releasing the toe brakes while holding the handle out. Pressing either pilot or copilot left brake will release the parking brakes. When releasing the parking brakes with the rotor systems turning, ensure that pressure is applied to both pedals to prevent inadvertently pushing the pedals and changing pitch in the tail rotor blades. (e) Brake housing with wear indicators bolted to each drag beam. 1. Two visual brake lining wear indicators are located on both brake housings. 2. The wear indicators are spring loaded in the retracted position to ensure they do not drag on the disk during normal operation. 3. Pushing on the spring loaded wear indicator pin until it touches the brake disk then observing the amount of the pin height remaining above the nut indicates the level of wear of the brake pads (pucks). If the wear pin becomes flush with nut, replacement of the brake pads is required. (5) Tail Wheel Assembly (a) The tail wheel swivels 360 locks in the trail position and encompasses a two-stage tandem nitrogen-oil shock strut. (b) Lower stage compresses to absorb normal taxi and landing loads up to 10 feet per second. The upper strut compresses above 10 feet per second. (c) The fixed tail landing gear secures to the rear tail cone structure and provides rear support of the helicopter. The upper end of the strut is bolted to the tail cone with the lower end of the nitrogen-oil shock strut bolted to the yoke. (d) LANDING SPEED LIMITATIONS - Maximum forward touchdown speed is limited to 60 knots ground speed on level terrain. (6) Tail Wheel Lock System (a) An electrically operated actuator, secured to the yoke assembly, secures the tail wheel in the trailing position when the helicopter is parked or in flight. (b) The lock pin actuator is controlled by the tail wheel lock control switch in the miscellaneous switch (MISC SW) panel. When the tail wheel control switch is pushed in, power from the DC essential bus energizes the actuator to the extended position which will move the spring cylinder and the lockpin bellcrank aft, inserting the lockpin down into the hole of the fork which prevents the fork from swiveling.

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(c) When the lockpin enters the hole in the fork, a switch actuated by the lockpin bellcrank causes the indication "LOCK" to appear on the control switch on the lower console. When the lockpin has not been seated in the hole in the fork (transient phase) the UNLK will be illuminated. It may be necessary to move the pedals slightly, to align the lockpin with the hole, so the lockpin can be extended into the fork, locking the tail wheel in the trail position. When the control switch is pushed again, the actuator is energized to the retract position which moves the spring cylinder and lockpin bellcrank forward, which pulls up on the lockpin, withdrawing it from the hole in the fork. When lockpin is actually withdrawn, a switch actuated by the lockpin bellcrank causes the indication "UNLK" to appear on the control switch. The spring cylinder will compress to prevent motor binding if the lockpin is either bound in the fork or is not aligned with the hole. Limit switches internal of the lockpin actuator will de-energize the actuator when an extreme has been reached. (d) When the tail wheel is locked, the lockpin bellcrank may be raised manually to withdraw the pin (for ground handling). To manually unlock the tail wheel lockpin, lift the manual operating lever, then depress the stop lever and lower simultaneously. If the tail wheel pin has been mechanically held in the up position, the pilot will be unable to receive a lock indication in the cockpit. In order to lock the tail wheel in this situation, ground crew will be required to release the mechanical lock holding the tail wheel pin in the up (unlocked) position.

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