UH-60 CH5

• Any time an operational limit is exceeded, an appropriate entry shall be made on DA Form 2408-13-1. Entry shall state what limit or limits were exceeded, range, time beyond limits, and any additional data that would aid maintenance personnel in the maintenance action that may
• be required. The helicopter shall not be flown until corrective action is taken.

The minimum crew required to fly the helicopter is two pilots. Additional crewmembers, as required, will be added at the discretion of the commander, in accordance with pertinent Department of the Army regulations.

It is not abnormal to observe a % RPM 1 and 2 speed during autorotational descent when the engines are fully decoupled from the main rotor. A speed increase of one engine from 100% reference to 103% maximum can be expected. During power recovery, it is normal for the engine operating above 100% RPM to lead the other engine. Refer to Figure 5-1 for limitations.

Maximum wind velocity for rotor start or stop is 45 knots from any direction.

• Power off (autorotation) rotor speeds up to 120% RPM R are authorized for
• use by maintenance test flight pilots during autorotational
• RPM checks.

a. Oil pressure should remain steady during steady state forward flight or in level hover. Momentary fluctuations in oil pressure may occur during transient maneuvers (i.e. hovering in gusty wind conditions), or when flying with pitch attitudes above +6°. These types of oil pressure fluctuations are acceptable, even when oil pressure drops into the yellow range (below 30 psi). Oil pressure should remain steady and should be in the 45 to 55 psi range for the UH-60A/EH-60A, and 45 to 60 psi range for the UH- 60L, to ensure that when fluctuations occur, they remain in the acceptable range as defined above. If oil pressure is not steady during steady state forward flight or in a level hover, or if oil pressure is steady but under 45 psi, make an entry on DA Form 2408-13-1. Sudden pressure drop (more than 10 psi) without fluctuation requires an entry on DA Form 2408-13-1.

b. A demand for maximum power from engines with different engine torque factors (ETF) will cause a torque split when the low ETF engine reaches TGT limiting. This torque split is normal. Under these circumstances, the high power engine may exceed the dual engine limit. (Example: #1 TRQ = 96% at TGT limiting, #2 TRQ is allowed to go up to 104%. Total helicopter torque = (96%+104%)/2 = 100%.

c. With transmission oil temperature operation in the precautionary range, an entry should be made on DA Form 2408-13-1 except when hovering in adverse conditions described in Chapter 8 Desert and Hot Weather Operations

• * 127%
• ** 137%
• *** 142%

• 12−SECOND
• TRANSIENT 105% − 107%
• TRANSIENT 101% − 105%
• CONTINUOUS 95% − 101%
• TRANSIENT 91% − 95%

• AVOID OPERATIONS IN 20% − 40%
• AND 60% − 90% RANGE EXCEPT
• DURING START AND SHUTDOWN

• TRANSIENT 101% − 107%
• CONTINUOUS 95% − 101%
• TRANSIENT 91% − 95%

• MAXIMUM 110%
• TRANSIENT 105% − 110%
• NORMAL 90% − 105%

• NORMAL 200 − 1500 LBS
• PRECAUTIONARY 0 − 200 LBS

MAXIMUM 193 KNOTS

• 0^o 150
• 10^o 100
• 20^o 80
• 30^o 60
• 40^o 45

• 12−SECOND
• TRANSIENT 102% − 105%

• 30−MINUTE
• LIMIT 99% − 102%
• CONTINUOUS 0 − 99%

• 30−MINUTE LIMIT 135−150^OC
• CONTINUOUS −50 −135^OC

5−MINUTE LIMIT 100 − 120 PSI

NORMAL OPERATION 26 − 100 PSI

IDLE 22 − 26 PSI

• 12−SECOND
• TRANSIENT 903 −949^OC

• 2.5−MINUTES
• TRANSIENT
• (CONTINGENCY
• POWER) 878 −903^OC

START ABORT LIMIT 851^OC

• 10−MINUTE
• LIMIT 851 −878^OC

• 30−MINUTE
• LIMIT 810 −851^OC

NORMAL 0 −810^OC

10−SECOND TRANSIENT

• DUAL−ENGINE
• ABOVE 80 KIAS 100% − 144%

80 KIAS OR BELOW 120% − 144%

SINGLE−ENGINE 135% − 144%

CONTINUOUS

SINGLE−ENGINE 0% − 135%

• DUAL−ENGINE
• ABOVE 80 KIAS 0% − 100%
• AT OR BELOW 80 KIAS 0% − 120%

PRECAUTIONARY 105^OC −140^OC

CONTINUOUS − 50 −105^OC

PRECAUTIONARY 65 − 130 PSI

CONTINUOUS 30 − 65 PSI

• IDLE AND
• TRANSIENT 20 − 30 PSI

a. The limitations which are presented in Figure 5-2, present absolute limitations regardless of atmospheric conditions. For variations in power available with temperature and pressure altitude, refer to TORQUE AVAILABLE charts in Chapter 7A.

b. Helicopters prior to S/N 91-26354 that are not equipped with improved main rotor flight controls are further restricted above 80 KIAS to dual-engine continuous torque limits as indicated by a placard (Figure 5-3) on the instrument panel.

Transient % RPM 1 or 2 operation in yellow range (101% to 105%) is not recommended as good operating practice. However, no damage to either engine or drive train is incurred by operation within this range. Momentary transients above 107% RPM 1 or 2 are authorized for use by maintenance test pilots during autorotational rpm checks

a. The pneumatic starter is capable of making the number of consecutive start cycles listed below, when exposed to the environmental conditions specified, with an interval of at least 60 seconds between the completion of one cycle and the beginning of the next cycle. A starting cycle is the interval from start initiation and acceleration of the compressor, from zero rpm, to starter dropout. The 60- second delay between start attempts applies when the first attempt is aborted for any reason, and it applies regardless of the duration of the first attempt. If motoring is required for an emergency, the 60-second delay does not apply.

b. At ambient temperatures of 15°C (59°F) and below, two consecutive start cycles may be made, followed by a 3-minute rest period, followed by two additional consecutive start cycles. A 30-minute rest period is then required before any additional starts.

c. At ambient temperatures above 15° up to 52°C (59° up to 126°F), two consecutive start cycles may be made. A 30-minute rest period is then required before any additional start cycles.

The minimum ground-air source (pneumatic) required to start the helicopter engines is 40 psig and 30 ppm at 149°C (300°F). The maximum ground-air source to be applied to the helicopter is 50 psig at 249°C (480°F), measured at the external air connector on the fuselage.

• CAUTION
• Engine start attempts at or above a pressure altitude of 701C 701D/CC 18,000 feet or 700 20,000 feet could result in a Hot Start.

Crossbleed starts shall not be attempted unless the #1 ENG ANTI-ICE ON or #2 ENG ANTI-ICE ON advisory does not appear, and operating engine must be at 90% Ng SPEED or above and rotor speed at 100% RPM R. When attempting single-engine starts at pressure altitudes above 14,000 feet, press the start switch with the ENG POWER CONT lever OFF, until the maximum motoring speed (about 24%) is reached, before going to IDLE. Engine starts using APU source may be attempted when within the range of FAT and pressure altitude of Figure 5-4.

Engine overspeed check in flight is prohibited. Engine overspeed checks, on the ground, are authorized by designated maintenance personnel only.

a. Fuel boost pumps shall be off except as required by emergency procedures and the following limitations: Boost pumps shall be on when operating with JP-4 or equivalent (as specified in Operator’s Manual) at 5000 feet pressure altitude and above; when operating in crossfeed with JP-4 at any altitude; during external ERFS transfer operations (ERFS utilizing engine bleed air only) regardless of fuel type.

• CAUTION
• Due to fuel volatility, when converting from JP-4 to JP-5/JP-8, three helicopter refueling operations must be completed before performing operations with fuel
• boost pumps off.

b. When a helicopter operating with JP-4 is restarted within 2 hours of engine shutdown and the air temperature is above 21°C (70°F), a minimum of 2 minutes of dual engine ground operation at 100% RPM R is required prior to takeoff to purge possible hot fuel from engine nacelle area

Center of gravity limits for the helicopter to which this manual applies and instructions for computation of the center of gravity are contained in Chapter 6.

HELICOPTER MAXIMUM WEIGHT


UH-60A 20,250


UH-60A (paragraph a.) 22,000


UH-60L 22,000

• Helicopters with
• sevenlug wheels
• (paragraph e.) 20,500

• UH-60L external
• lift mission
• (paragraph c.) 23,500

• ESSS helicopter
• on ferry mission
• (paragraph b.) 24,500

a. UH-60A and EH-60A maximum gross weight can be extended from 20,250 pounds to 22,000 pounds only when wedge mounted pitot-static probes and either/or MWO 55- 1520-237-50-58 or MWO 1-1520-237-50-73 are installed.

b. Airworthiness release required.

c. External lift missions above 22,000 pounds can only be flown with cargo hook loads above 8,000 pounds and up to 9,000 pounds.

d. Maximum weight is further limited by cargo floor maximum capacity of 300 pounds per square foot. Refer to Chapter 6.

e. Ground operations with seven-lug wheels are limited to gross weights less than 20,500 pounds. Fourteen-lug wheels shall be utilized during ground operations when operating at or above gross weights of 20,500 pounds.

Maximum capacity for each storage compartment is 125 pounds.

The four cabin ceiling tiedown fittings have a limited load capability of 4,000 pounds.

• NOTE
• UH-60L helicopter will require an entry on DA Form 2408-13-1 requiring inspection following the first mission carrying an external cargo hook load exceeding 8,000 pounds.

• The external load limit of the airframe shall not be exceeded when using either cargo hook (P/N 70800- 02503-111 or P/N 70800-02503-113).
• HELICOPTER/CARGO HOOK MAXIMUMCARGO WEIGHT

• UH-60A with
• either cargo
• hook 8,000 lbs

• UH-60L with
• cargo hook
• P/N 70800-
• 02503-111 9,000 lbs

• UH-60L with
• cargo hook
• P/N 70800-
• 02503-113 9,000 lbs

The maximum weight that may be suspended from the rescue hoist is 600 pounds.

a. Maximum airspeed with external cargo hook loads greater than 8,000 pounds and a corresponding gross weight greater than 22,000 pounds will vary due to the external load physical configuration, but shall not exceed 120 KIAS.

b. Maximum airspeed for one engine inoperative is 130 KIAS.

c. Maximum airspeed for autorotation at a gross weight of 16,825 pounds or less is 150 KIAS.

d. Maximum airspeed for autorotation at a gross weight of greater than 16,825 pounds is 130 KIAS.

e. Sideward/rearward flight limits. Hovering in winds greater than 45 knots (35 knots with external ERFS) from the sides or rear is prohibited. Sideward/rearward flight into the wind, when combined with windspeed, shall not exceed 45 knots (35 knots with external ERFS).

f. SAS inoperative airspeed limits:

(1) One SAS inoperative - 170 KIAS.

(2) Two SAS inoperative - 150 KIAS.

(3) Two SAS inoperative in IMC - 140 KIAS.

g. Hydraulic system inoperative limits:

(1) One hydraulic system inoperative - 170 KIAS.

(2) Two hydraulic systems inoperative - 150 KIAS.

(3) Two hydraulic systems inoperative in IMC - 140 KIAS.

h. Searchlight and landing light airspeed limits.

(1) Landing light. If use is required, the landing light must be extended prior to reaching a maximum forward airspeed of 130 KIAS. With landing light extended, airspeed is limited to 180 KIAS.

(2) Searchlight. If use is required, the searchlight must be extended prior to reaching a maximum forward airspeed of 100 KIAS. With searchlight extended, airspeed is limited to 180 KIAS.

i. The maximum airspeed for autorotation shall be limited to 100 KIAS with Volcano installed.

j. Maximum airspeed with skis installed is 155 KIAS.

The following airspeed limitations are for operating the helicopter in forward flight with the cabin doors/window open:

a. Cabin doors.

(1) Cabin doors may be fully open up to 100 KIAS with soundproofing installed aft of station 379.

(2) Cabin doors may be fully open up to 145 KIAS with soundproofing removed aft of station 379 or with soundproofing secured properly.

(3) The doors will not be intentionally moved from the fully open or closed position in flight. The cabin doors may be opened or closed during hovering flight. The cabin doors must be closed or fully opened and latched before forward flight. Should the door inadvertently open in flight, it may be secured fully open or closed.

b. Gunner’s window(s) may be fully open up to 170 KIAS.

c. Cockpit doors sliding windows will not be opened or closed during flight except during hover.

d. Flight with cockpit door(s) removed is prohibited.

e. Flight with cabin door(s) open is not authorized with Volcano installed.

a. Manual control available. If the automatic stabilator control system fails in flight and operation cannot be restored:

(1) The stabilator shall be set full down at speeds below 40 KIAS.

(2) The stabilator shall be set at 0° at speeds above 40 KIAS.

(3) Autorotation airspeed shall be limited to 120 KIAS at all gross weights.

b. Manual control not available. The placard airspeed limits shall be observed as not-to-exceed speed (powered flight and autorotation), except in no case shall the autorotation limit exceed 120 KIAS.

a. Hovering turns greater than 30° per second are prohibited. Intentional maneuvers beyond attitudes of +/-30° in pitch or over 60° in roll are prohibited.

b. Simultaneous moving of both ENG POWER CONT levers to IDLE or OFF (throttle chop) in flight is prohibited.

c. Rearward ground taxi is prohibited.

Manual Operation of the Stabilator. Manual operation of the stabilator in flight is prohibited except as required by formal training and maintenance test flight requirements or as alternate stabilator control in case the AUTO mode malfunctions.

Downwind Hovering. Prolonged rearward flight and downwind hovering are to be avoided to prevent accumulation of exhaust fumes in the helicopter and heat damage to windows on open cargo doors.

• NOTE
• Maneuvers entered from a low power setting may result in transient droop of 5% RPM R or greater.

b. The blade stall chart (Figure 5-8), while not a helicopter limitation, provides the level flight angle of bank at which blade stall will begin to occur as a function of airspeed, gross weight, pressure altitude, and temperature. When operating near blade stall, any increase in airspeed, load factor (bank angle), turbulence, or abrupt control inputs will increase the severity of the stall. Fully developed stall will be accompanied by heavy four-per-rev vibration, increasing torque, and loss of altitude. Recovery is always accomplished by reducing the severity of the maneuver, that is by reducing collective, reducing airspeed, and/or reducing the angle of bank. Maneuvering flight which results in severe blade stall and significant increase in 4-per-rev vibration is prohibited.

• High-Speed Yaw Maneuver Limitation.
• Above 80 KIAS avoid abrupt, full pedal inputs to prevent excess tail rotor system loading.

Limitations for Maneuvering With Sling Loads. Maneuvering limitations with a sling load (Figure 5-9) is limited to a maximum of 30° angle of bank in forward flight. Side flight is limited by bank angle and is decreased as airspeed increases. Rearward flight with sling load is limited to 35 knots.

Limitations for Maneuvering With Rescue Hoist Loads. Maneuvering limitations with a rescue hoist load (Figure 5-9) is limited to maximum of 30° angle of bank in forward flight. Side flight is limited by bank angle and is decreased as airspeed is increased. Rearward flight with hoist load is limited to 35 knots. Rate of descent is limited to 1,000 feet-per-minute.

Bank Angle Limitation. Bank angles shall be limited to 30° when a PRI SERVO PRESS caution appears.

• Limitations for Maneuvering With Sling
• Loads. Maneuvering limitations with a sling load (Figure 5-9) is limited to a maximum of 30° angle of bank in forward flight. Side flight is limited by bank angle and is decreased as airspeed increases. Rearward flight with sling load is limited to 35 knots.

Limitations for Maneuvering With Rescue Hoist Loads. Maneuvering limitations with a rescue hoist load (Figure 5-9) is limited to maximum of 30° angle of bank in forward flight. Side flight is limited by bank angle and is decreased as airspeed is increased. Rearward flight with hoist load is limited to 35 knots. Rate of descent is limited to 1,000 feet-per-minute.

Bank angles shall be limited to 30° when a PRI SERVO PRESS caution appears.

• Do not exceed a touchdown sink rate of 540 feet-perminute on level terrain and 360 feet-per-minute 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.
• Maximum forward touchdown speed is limited to 60 knots ground speed on level terrain.

The following slope limitations apply regardless of gross weight or CG, with or without ESSS/ERFS.

• CAUTION
• When performing slope landings with External Extended Range Fuel System Tanks, ensure tank to ground clearance.

a. 15° nose-up, right wheel up or left wheel upslope. The slope limitations shall be further reduced by 2° for every 5 knots of wind.

c. The main gearbox may be operated up to 30 minutes at a time with pressure fluctuations when the helicopter is known to be at a nose-up attitude (i.e., slope landings or hover with extreme aft CG).

d. When attempting a nose upslope landing at gross weights in excess of 16,000 pounds with skis installed, the parking brake may not hold the helicopter in position. The pilot should be prepared to use the toe brakes.

e. Slope landings with skis installed are limited to 10° nose-up and right wheel or left wheel upslope. The slope limitation shall be further reduced by 2° for every 5 knots of wind above 12 knots.

b. 6° nose downslope. Landing in downslope conditions with tail winds greater than 15 knots shall not be conducted. A low-frequency oscillation may occur when landing nose-down on a slope with the cyclic near the aft stop.

• NOTE
• The low fuel pressure indicator light(s) may intermittently light when the helicopter returns to a neutral or positive attitude after extended operation at nose down attitudes with fuel boost pumps off. This may also occur during a climb to high altitude followed by a pitch-up maneuver. If the light extinguishes immediately, no action is required by the pilot.

a. When the ambient air temperature is 4°C (39°F) or below and visible liquid moisture is present, icing may occur. Icing severity is defined by the liquid water content (LWC) of the outside air and measured in grams per cubic meter (g/m3).


(1) Trace: LWC 0 to 0.25 g/m3


(2) Light: LWC 0.25 to 0.5 g/m3


(3) Moderate: LWC 0.5 to 1.0 g/m3


(4) Heavy: LWC greater than 1.0 g/m3

b. Helicopters with the following equipment installed, operational, and turned on are permitted to fly into trace or light icing conditions. Flight into light icing is not recommended without the blade deice kit. Flight into moderate icing shall comply with paragraph 5.28 c.

(1) Windshield Anti-ice.

(2) Pitot Heat.

(3) Engine Anti-ice.

(4) Engine Inlet Anti-ice Modulating Valve.

(5) Insulated Ambient Air Sensing Tube.

c. For flight into moderate icing conditions, all equipment in paragraph 5.28 b. and blade deice kit must be installed, operational, and turned on. Flight into heavy or severe icing is prohibited.

d. Helicopters equipped with blade erosion kit are prohibited from flight into icing conditions.

At engine power levels of 10% TRQ per engine and below, full anti-ice capability cannot be provided, due to engine bleed limitations. Avoid operation under conditions of extreme low power requirements such as high rate of descent (1900 fpm or greater), or ground operation below 100% RPM R, during icing conditions. The cabin heating system should be turned off before initiating a high rate of descent.

During prolonged ground operation of the backup pump using MIL-H-83282 or MIL-H-5606 with the rotor system static, the backup pump is limited to the following temperature/time/cooldown limits because of hydraulic fluid overheating.


FAT °C (°F)

• Operating Time
• (Minutes)

• Cooldown Time
• (Pump Off)
• (Minutes)

• -54° - 32°
• (-65° - 90°) Unlimited - -

• 33° - 38°
• (91° - 100°) 24 72

• 39° - 52°
• (102° - 126°) 16 48

To prevent APU overheating, APU operation at ambient temperature of 43°C (109°F) and above with engine and rotor operating is limited to 30 minutes. With engine and rotor not operating, the APU may be operated continuously up to an ambient temperature of 51°C (124°F)

Windshield anti-ice check shall not be done when FAT is over 27°C (80°F).

a. Intentional flight into severe turbulence is prohibited.

b. Intentional flight into thunderstorms is prohibited.

• c. Intentional flight into turbulence with a sling load attached and an inoperative collective pitch control friction
• is prohibited.

When flying missions in chemically contaminated environments, overwater flight, and/or extreme cold, the following applies:

a. If performing an overwater mission with the Air Warrior Overwater Gear Carrier, remove the seat back cushion to allow space for the raft. The pan cushion must remain in the seat. Failure to remove the seat back cushion may result in aft cyclic restriction.

b. When performing a mission in chemical-biological protective gear (Mission Oriented Protective Posture (MOPP) IV), the chemical protective mask reduces the field of regard to the user. This impacts the user’s ability to properly identify controls and switches by sight and reduces the ability to detect ground motion cues. Users should conduct ground familiarity drills (blind switch/ control identification) and crew coordination exercises before flight. The user must strictly adhere to proper crew coordination procedures during switch identification. Prior to flight, the user should be proficient in the chemical protective mask while wearing combat gear. The pilot not on the flight controls must assist the pilot flying in identifying the visual cues required to properly control and clear the helicopter.

c. While wearing the chemical protective mask, the mask hose should be secured to the vest to eliminate potential snagging of the flight controls without restricting head movement and without crimping the hose.

a. The AN/ASN-128B shall not be used as the primary source of navigation information for Instrument Flight Rule (IFR) operations in controlled airspace.

b. Use of GPS landing mode of CIS is prohibited under IMC.