It is the hoist operator’s responsibility to assure that the hoist cable does not con-tact any portion of the aircraft. The res-cue hoist cable must be kept clear of all parts of the aircraft and free from other external obstacles when operating the hoist. Cable abrasion during hoist opera-tions can lead to cable failure. If cable contact or snagging occurs, interrupt hoist operations and inspect the cable for damage in accordance with applicable procedures. If any broken wires, unravel-ing, or kinks are observed, hoisting opera-tions should be discontinued and the cable replaced.
Reeling a kinked/damaged cable into the hoist may cause a hoist jam condition when reel-out is attempted, rendering hoist inoperative.
The hoist operator is responsible to maintain stability of the hoisted load by use of hoist controls, ICS calls to pilot, and physical control of cable (hand or foot). For minor oscillation (linear or circular swing), stop reel-in, apply hand motion to cable in direction opposite to oscillation. For signi.cant oscillation, stop reel-in, start reel-out or call for pilot to lower aircraft.
Rescue hoist cable is stiff and abrasive. Broken cable strands are sharp, therefore leather work gloves must be worn when-ever handling rescue hoist cables.
If the oscillation is not quickly stopped, it may become unmanageable. Reeling in an oscillating load will only aggravate the motion.
All crew should watch for shock loads, jerks, or snaps that impart high loads on cable. If observed, hoisting should be interrupted and cable inspection undertaken to verify integrity (no broken wires, unraveling, or kinks) before re-suming operations.
1.
HOIST POWER switch -ON.
2.
ARM-TEST switch -ARM.
3.
Pilot lower hoist using PILOT OVERRIDE UP-DOWN switch -Observe cable lowers.
4.
Pilot raise hoist to full up position.
5.
Crewman -Perform hoist check.
a.
Crewman lower hoist using rescue hoist pendant thumbwheel (check variable speeds). Cable should lower. Pilot verify override capability using PILOT OVER-RIDE UP-DOWN switch.
b.
Verify UP and DOWN control using thum-bwheel switch.
c.
Raise rescue hoist hook to full up.
6.
ARM switch -Off.
7.
HOIST POWER switch -OFF.
4.10 EXTERNAL EXTENDED RANGE FUEL SYS-TEM KIT
.
The external extended range fuel system is supported by the external stores support system extending horizontally from each side of the fuselage aft of the cockpit doors (Figure 4-18). The 230-gallon jettisonable tanks are sus-
pended from the vertical stores pylons (VSP). Removable fuel lines, bleed-air lines, valves, and electrical connectors are within the horizontal stores supports (HSS). A tank pressurizing system, using bleed-air, transfers fuel to the main tanks. Fuel lines carrying fuel to the No. 1 and No. 2 main fuel tanks contain check valves to prevent back.ow. The extended range system does not supply fuel directly to the engines but is used to replenish the main tanks. Servic-ing of the external tanks can be done only through fueling ports on the tanks. Control of the system is provided by a control panel on the lower console. Power to operate the fuel transfer system is provided from the No. 1 dc primary bus through circuit breakers marked EXT FUEL LH, and NO. 1 XFER CONTROL and from the No. 2 dc primary bus through circuit breakers marked EXT FUEL RH and NO. 2 XFER CONTROL and from the No. 2 ac primary bus through a circuit breaker marked AUX FUEL QTY on the mission readiness circuit breaker panel.
4.10.1 External Extended Range Fuel Transfer Modes. Fuel can be transferred from external tanks to main tanks in either of two modes, AUTO MODE or
Change 4 4-39
MANUAL. AUTO (primary) transfers fuel automatically after switches are manipulated. Fuel transfer will be man-aged by the microprocessor as described in paragraph 中国航空网 www.aero.cn 航空翻译 www.aviation.cn 本文链接地址：UH-60Q 直升机技术手册 直升机操作手册 1(140)
