NATOPS CH 3

Question 1

Servicing Note

Answer 1

All PQMs and aircrewmen qualified in model are authorized to perfom serving and handling of the aircraft when qualified maitenance personnel are not available.

Question 2

Servicing Warning

Answer 2

Using loose pydrotechnics, smoking, or stiking matches while working on the aircraft, or using any flam- producing device within 50 feet of the helicopter, may result in a fire.

Question 3

Fuel Operational Considerations

Answer 3

When changing from one type of authorized fuel to another, it is not necessary to drain the helicopter fuel system before adding the new fuel.

Warning: flameouts may be encountered following nosedown ground operations in excess of 10 mins when using JP-5, JP-8, or equaivalent fuels.

To prevent enging flameout during launch, establish IGE hover for 10 seconds prior to transition to forward flight. If fuel press caution illuminates during the hover, do not depart until FUEL PRESS caution self clears.

Question 4

If JP-4/JET B is used, the following operational restrictions/considerations apply:

Answer 4

All takeoffs shall stabilize in a hover with no fuel pressure cautions for a minimum of 10 seconds before commencing transition to forward flight.

Single engine training is prohibited.

Operating characteristics may change. Lower operating temperatures, slower acceleration, and shorter range may be experienced.

Due to the vapor qaulities of mixed JP-4/JET B, the next two refuelings with a primary fuel shall be treated as if JP-4/JET-B is in the tanks.

Question 5

Fuel changeover info

Answer 5

If tanks are filled with JP-5, JP-8 or equivalent, after a complete suction defueling of JP-4/JET-B (purging not required), then all tanks are assumed to be rid of JP-4/JET-B. If tanks are filled with JP-4/JET-B and suction defueling is not a preferred option, then… The procedure below must be strictly followed to permit a satisfactory fuel changeover. Until this procedure is completed, operations should continue as if all tanks were filled with JP-4/JET-B.

Question 6

Fuel Changeover Procedure

Answer 6

1. If the fuel type is unknown or is a mixture that includes JP-4/JET-B, then assume all tanks (main and external) are filled with 100% JP-4/JET-B.
2. During ground/flight operations, empty the external tanks (if installed) into the main tanks before refueling. Proceed with step 3 only after these tanks have been completely emptied into the main tanks.
3. Periodically refuel external tanks (if installed) and/or main tank with JP-5, JP-8 or equivalent.

Note: A cumulative total of at least 2 refuelings of JP-5, JP-8, or equivalent must be added to the main tank, either by aux tank tranfer (if installed) or by direct main tank refuel, before composition is assumed to be rid of JP-4/JET-B.

Note: Any refuelings or fuel transfers with JP-4/JET-B fuel, during or after the fuel changeover procedure, require restarting the fuel changeover porcedure.

Question 7

Primary Fuels

Answer 7

A fuel that the aircraft is authorized to use for continuous unrestricted operations.

JP-5, JP-8, F-24 (A++), TS-1.

Question 8

Restricted Fuels

Answer 8

A fuel that imposes operational restrictions on the aircraft.

JP-4, A1, A, B.

Question 9

Emergency Fuels

Answer 9

A fuel which may be used for a minimum time when no other primary or restricted fuel is available in case of emergency or operational necessity.

JP-8+100, F-27

Question 10

Important Fuel Notes

Answer 10

JP-8, TS-1, JP-4, JP-8+100, F-24, and all commercial jet fuels shall not be defueled into shipboard JP-5 fuel storage tanks because the flashpoint of these fuel is less than 140F.

For planning purposes, a fuel mixture of 70% JP-5 and 30% JP-8 or Jet A-1 will ensure the minimum flashpoint of the fuel mixture is above 120F.

Only TS-1 supplied from US and NATO military installations has the approved military additive package and is authorized for use.

Commercial fuels are available with and without FSII. When operating with a fuel without FSII, bulk fuel temperature shall be maintained above 0C. A commercial FSII additive, PRIST, may be used with commercial jet fuel and is available in two forms: discharged into the fuel via aerosol cans, or premixed into the fuel. PRIST discharged via aersol cans is not authorized. It does not mix well into the fuel, and has a tendency to settle to the bottom of fuel tanks.

CAUTION: PRIST discharged via aersol cans may damage fuel system seals and fuel tank materials.

Question 11

Fuel Warning about Hangaring

Answer 11

When fueling with JP-5 is not possible, helicopter shall not be hangared until the flashpoint of the fuel in the helicopter fuel tanks is above 120F.

Question 12

Main Tank Capacity

Answer 12

590 Useable gallons

4012 with JP-5 (6.8lbs/gal)

3953 with JP-5 (6.7lbs/gal)

Question 13

Fueling with fuel susceptible to icing

Answer 13

Use the following procedure to keep the bulk fuel temp above 0C and prevent engine flameout caused by fuel icing:

1. If the aircraft has been in heated hangar areas, the aircraft should be launched within 1 hour after being moved to the flight deck or towed to a turnup area.
2. If the aircraft is outside for more than 1 hour, bulk fuel temp should be checked by draining aircraft fuel into a bottle that has been outside for approx 15 mins, inserting a thermometer, and reading the temp.
3. If the fuel is 0C or below, aircraft should be hangared until bulk fuel temp rises above 0C or partially defueld and refueld with warm fuel so that bulk fuel temp rises above 0C.

Question 14

Pressure Refueling

Answer 14

• Electrical power not required
• Fuel pressure form fuel servicing unit shall not exceed 55psi
• Internal fuel cell pressure greater than 2 psi can cause rapid fuel cell expansion, resulting in aircraft damage and fuel spill.
• If quality of fuel is in question, A/C should be refueled through HIFR fitting

Question 15

Precheck valves

Answer 15

Flow of fuel when precheck valve is in PRECHECK position inisdactes a shutoff system malfunction. As long as one precheck valve is operative, the aircraft can be refueled safely. If neither precheck valve will secure fuel flow, fueling should be continued only if necessary. If fueling is required, proceed with caution in order to prevent rupture of the main fuel tank.

Question 16

Gravity Refueling

Answer 16

Gravity fueling is not authorized with engines or APU operating. In addtion to the hazard caused by the location of the tank openings relative to the engine exhaust, the rotors constantly build up a static electrical charge of 15,000 to 20,000, creating an extremely dangerous spark potential.

Question 17

Engine Oil Servicing

Answer 17

Servicing is required when the oil level in the sight glass is less than halfway between the add and full marks. Service to approximately 1 inch below the full mark or adjacent to the top set of bolts on the sight gauge. Wait at least 20 mins after engine shutdown before checking the engine oil level or servicing to prevent potential engine seal failure upon restarting engine.

7.3 Quarts MIL-PRF-23699

Question 18

APU Servicing

Answer 18

APU oil level can only be accurately checked using the dipstick. Wait 1 hour after APU shutdwon prior to chekcing APU oil level.

2.0 Quarts MIL-PRF-23699

Question 19

Main Transmission Servicing

Answer 19

Dipstick has both hot and cold scales. Accurate readings are not possible until 30 mins after shutdown. The hot scale is used 30 mins to 2 hours after shutdown. The cold scale is used 2 hours or longer after shutdown.

7.5 gallons DOD-PRF-85734

Question 20

TGB and IGB servicing

Answer 20

IGB sight gauge is on the left side of the gear box. Gear box is full when the oil level is within the inner circle of the sight gauge when the pylon is spread. The oil level should be replenished if the bottom of the outer circle can be seen.

2.75 pints DOD-PRF 85734

TGB sight gauge is on the right side of the TGB. Contains red upper and lower limit line. Green areas on either side of the gauge also delineate the servicing limits. Properly serviced when the oil level is within the lines/green area with the pylon spread. The oil level should be replenished if the oil level is below the lower line.

2.75 pints DOD-PRF 85734

Question 21

Hydraulic system servicing (Flight controls)

Answer 21

Fluid level sight gauges visible on the side of each pump. All flight control hydraulic pump reservoir capacities are 1 us quart to the full mark. When the indicator reaches the REFILL (red) point, 2/3 of a pint is required to return the indicator to the FULL (green) mark. The fluid level indicator is the 1/8 inch wide white stripe at the outboard edge of the level piston.

Notes:

• After operation, the indicator may show an overserviced condition. Accurate readings may only be made after fluid temperature has cooled.
• Piston movement of up to 3/8 of an inch into the blue (overserviced) zone os acceptable. When piston is beyond this limit, bleed off enough fluid to bring piston back to 3/8 inch above full limit.

Question 22

Utility Reservoir

Answer 22

3 stripes full, 2 refill needed, 1 empty. .92 us quart MIL-PRF 83282.

Question 23

Sonobuoy launcher

Answer 23

Min px to jettison a full sonbuoy launcher is 1100 psi. If sonobuoy launcher is less than 1100 psi, the last sonbuoys in sequence may not jettison, with the system securing at 250 psi to ensure safe separation of launched sonobuoys.

When servicing, (from the water wash panel), verify 1175 +/- 25 psi on supply manifold gauge and disconnect the supply hose.

Question 24

Power when folding

Answer 24

Ensure external power is applied or BATT switch is ON prior to folding the tail pylon to ensure the tail index actuator engages immediately after starting pylon fold sequence.

Question 25

Aircraft tiedown warnings

Answer 25

• Uncontrolled tail rotor windmilling may result if tail index actuator is not engaged.
• Deviating from a prescribed tiedown configuration may result in oversight of tiedown removal, which may lead to an attempt to launch with tiedowns attached, uncontrolled flight, or dynamic rollover.

Question 26

Parking NWC

Answer 26

Caution: The aircraft should be moved into the hangar prior to onset of heavy weather conditions in order to prevent damage to the aircraft (e.g., wind in excess of 60 knots).

Note: During short term parking, the helicopter should be monitored at all times.

Caution: Slewing the stab using DC power may damage helo battery system.

Question 27

Initial Tiedown

Answer 27

Consists of four tiedowns, two on each main mount. This requirement exists just prior to and after shipboard aircraft movement, during shipboard aircraft start up, and immediately after landing aboard a ship.

Question 28

Permanent Tiedown

Answer 28

Consists of 12 tiedowns (two on each attachment point) and is required aboard ship when not at flight quarters.

Question 29

Heavy Weather Tiedown

Answer 29

Consists of 18 tiedowns (three on each attachement point) and is required with weather conditions in which surface winds reach an average velocity of 35 knots or greater and/or sea state of 8 feet, wind over the deck exceeds 60 knots, pitch exceeds 4, roll exceeds 12.