by Chuck Amaral

UH60 Blackhawk v2.5

for X-Plane 11.41+

Pilot Operational Handbook

2014-2020

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 BFDG Contact Information
BFDG Website – www.bfdg.com.br

Thank you very much for purchasing the BFDG UH60 Blackhawk!

This model was made in homage to Cpt. Jaime Oubiña San Gil

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BFDG UH60 Changelog

V1.0 (release date) - 11/07/2014

Update v1.1 – 30/08/2014

• SASL powered (32/64bits - Win/Mac/Linux)

• Custom menu for animations and external tanks configuration added and the
full package size (including all 6 models) was reduced from zipped 954Mb to
about 200Mb.
• Main/tail rotors blurred texture included and propeller model corrected
• Lower console remodeled and textures enhanced
• Flight dynamics and engines parameters improved
• Aircraft systems electrical requirements added
• Throttle quadrant levers rearranged, now including an OFF/IDLE/FLIGHT
positions
• Fuel Boost Pump switches now working on lower console
• Custom airfoils included
• Custom failure system
• Custom sound system
• Some work on the virtual cockpit and gauges (external cases for the altitude,
vertical speed, sideslip and airspeed indicators enhanced)
• Shininess reduced to a minimum and normal maps added

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Update v2.0 – 23/10/17

Fully XP11+ compatibility

New 3D adds including the SH60 Seahawk and HH60 Pavehawk mod packs, crates for
cargo, a refueling probe, new pilots, P1/P2 views available for flight, a nose FLIR
model, gunners and seats can be removed, earplugs for volume attenuation, all
available on BFDG Menu

New fuselage UV mapping with 14 new high-res textures for the entire aircraft, as
follows: 2 civilian textures; 3 from Brazil including one from Brazilian Airforce, one
from the Brazilian Navy, and one from the Brazilian Army; 3 from the US including one
olive green from US Army and two black textures including a black medevac texture);
one texture from the Mexican Federal Police; 2 from the US Coast Guard Jayhawk
including one red/white and a second yellow; one white texture for the United
Nations; one texture from the US Navy; and one of the VIP VH60 from the US
government.

All gauges and switches manipulators corrected

New custom gauges and textures

Garmin G530 installed

Completely rebuilt flight dynamics

Landing gear contact points adjusted

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Update v2.5 – 05/06/20

Compatibility update for v11.41+ including the UH60 v2 Service Pack 1 content
New day/night cockpit textures (old texture files included at the OLD PANEL folder in
two brightness options: sidepanels_60.png/sidepanels_LIT_60.png, which was just a
bit brighter, and sidepanels_OLD.png/ sidepanels_LIT_OLD.png which are the original
files – to use them, just rename the actual sidepanels.png / sidepanels_LIT.png and
copy the files from the OLD PANEL folder to the aircraft main folder)
New interior lights (cockpits and instruments)
Right Cockpit door window transparency issue solved
Cold-and-dark startup issue solved
13 new liveries including the Chinese Airforce (2), US Customs, Desert Storm, Fuerza
Aerea Mexicana, Fuerza Aerea de Chile, Israeli Airforce, Japan Defense Forces (2), L.A.
County Fire, Policia Nacional (Colombia), Taiwan ROC, and one new civilian livery.

ATTENTION – Some images on this manual could be made on the previous versions of
the UH60 Blackhawk.

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General

The Sikorsky UH-60 Black Hawk is a four-bladed, twin-engine, medium-lift utility

helicopter manufactured by Sikorsky Aircraft. Sikorsky submitted the S-70 design for
theUnited States Army's Utility Tactical Transport Aircraft System (UTTAS) competition
in 1972. The Army designated the prototype as the YUH-60A and selected the Black
Hawk as the winner of the program in 1976, after a fly-off competition with the Boeing
Vertol YUH-61.

The UH-60A entered service with the U.S. Army in 1979, to replace the Bell UH-1
Iroquois as the Army's tactical transport helicopter. This was followed by the fielding of
electronic warfare and special operations variants of the Black Hawk. Improved UH-60L
and UH-60M utility variants have also been developed. Modified versions have also
been developed for the U.S. Navy, Air Force, and Coast Guard. In addition to U.S. Army
use, the UH-60 family has been exported to several nations. Black Hawks have served
in combat during conflicts inGrenada, Panama, Iraq, Somalia, the Balkans, Afghanistan,
and other areas in the Middle East.

Initial requirement

In the late 1960s, the United States Army began forming requirements for a helicopter
to replace the UH-1 Iroquois, and designated the program as the Utility Tactical
Transport Aircraft System (UTTAS). The Army also initiated the development of a new,
common turbine engine for its helicopters that would become the General Electric
T700. Based on experience in Vietnam, the Army required significant performance,
survivability and reliability improvements from both UTTAS and the new powerplant.
The Army released its UTTAS request for proposals (RFP) in January 1972. The RFP also
included air transport requirements. Transport aboard the C-130 limited the UTTAS
cabin height and length.

The UTTAS requirements for improved reliability, survivability and lower life-cycle
costs resulted in features such as dual-engines with improved hot and high altitude
performance, and a modular design (reduced maintenance footprint); run-
dry gearboxes; ballistically tolerant, redundant subsystems (hydraulic, electrical
and flight controls); crashworthy crew (armored) and troop seats; dual-stage
oleo main landing gear; ballistically tolerant, crashworthy main structure; quieter,
more robust main and tail rotor systems; and a ballistically tolerant, crashworthy fuel
system.

Four prototypes were constructed, with the first YUH-60A flying on 17 October 1974.
Prior to delivery of the prototypes to the US Army, a preliminary evaluation was
conducted in November 1975 to ensure the aircraft could be operated safely during all
testing. Three of the prototypes were delivered to the Army in March 1976, for
evaluation against the rival Boeing-Vertol design, the YUH-61A, and one was kept by
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Sikorsky for internal research. The Army selected the UH-60 for production in
December 1976. Deliveries of the UH-60A to the Army began in October 1978 and the
helicopter entered service in June 1979.

Upgrades and variations

After entering service, the helicopter was modified for new missions and roles,
including mine laying and medical evacuation. An EH-60 variant was developed to
conduct electronic warfare and special operations aviation developed the MH-60
variant to support its missions.

Due to weight increases from the addition of mission equipment and other changes,
the Army ordered the improved UH-60L in 1987. The new model incorporated all of
the modifications made to the UH-60A fleet as standard design features. The UH-60L
also featured more power and lifting capability with upgraded T700-GE-701C engines
and a stronger gearbox, both developed for the SH-60B Seahawk.[10] Its external lift
capacity increased by 1,000 lb (450 kg) up to 9,000 lb (4,100 kg). The UH-60L also
incorporated the automatic flight control system (AFCS) from the SH-60 for better
flight control due to handling issues with the more powerful engines. Production of the
L-model began in 1989.

Development of the next improved variant, the UH-60M, was approved in 2001, to
extend the service life of the UH-60 design into the 2020s. The UH-60M incorporates
upgraded T700-GE-701D engines, improved rotor blades, and state of the art
electronic instrumentation, flight controls and aircraft navigation control. After the
U.S. DoD approved low-rate initial production of the new variant, manufacturing began
in 2006, with the first of 22 new UH-60Ms delivered in July 2006. After an initial
operational evaluation, the Army approved full-rate production and a five-year
contract for 1,227 helicopters in December 2007. By March 2009, 100 UH-60M
helicopters had been delivered to the Army.

Following an operation in May 2011, it emerged that the 160th SOAR used a secret
version of the UH-60 modified with low-observable technology which enabled it to
evade Pakistani radar. Analysis of the tail section, the only remaining part of the
aircraft which crashed during the operation, revealed extra blades on the tail rotor and
other noise reduction measures, making the craft much quieter than conventional UH-
60s. The aircraft appeared to include features like special high-tech materials, harsh
angles, and flat surfaces found only in stealth jets.[Nb 1] Low observable versions of
the Black Hawk have been studied as far back as the mid-1970s.

In September 2012, Sikorsky was awarded a Combat Tempered Platform

Demonstration (CTPD) contract to further improve the Black Hawk's durability and
survivability. The company is to develop new technologies such as a zero-vibration
system, adaptive flight control laws, advanced fire management, a more durable main
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rotor, full-spectrum crashworthiness, and damage tolerant airframe; then they are to
transition them to the helicopter. Improvements to the Black Hawk are to continue
until the Future Vertical Lift program is ready to replace it.

The UH-60 features four-blade main and tail rotors, and is powered by two General
Electric T700 turboshaft engines. The main rotor is fully articulated and
has elastomeric bearings in the rotor head. The tail rotor is canted and features a rigid
crossbeam. The helicopter has a long, low profile shape to meet the Army's
requirement for transporting aboard a C-130 Hercules, with some disassembly. It can
carry 11 troops with equipment, lift 2,600 pounds (1,200 kg) of cargo internally or
9,000 pounds (4,100 kg) of cargo (for UH-60L/M) externally by sling.

The Black Hawk helicopter series can perform a wide array of missions, including the
tactical transport of troops, electronic warfare, and aeromedical evacuation.
A VIP version known as the VH-60N is used to transport important government officials
(e.g., Congress, Executive departments) with the helicopter's call sign of "Marine One"
when transporting the President of the United States. In air assault operations, it can
move a squad of 11 combat troops or reposition a 105 mm M119 howitzer with 30
rounds ammunition, and a four-man crew in a single lift. The Black Hawk is equipped
with advanced avionics and electronics for increased survivability and capability, such
as the Global Positioning System.

A view of a UH-60L cockpit

The UH-60 can be equipped with stub wings at the top of fuselage to carry fuel
tanks or various armaments. The initial stub wing system is calledExternal Stores
Support System (ESSS). It has two pylons on each wing to carry two 230 US gal (870 L)
and two 450 US gal (1,700 L) tanks in total. The four fuel tanks and associated lines and
valves form the external extended range fuel system (ERFS). U.S. Army UH-60s have
had their ESSS modified into the crashworthy external fuel system (CEFS)
configuration, replacing the older tanks with up to four total 200 US gal (760 L)
crashworthy tanks along with self-sealing fuel lines. The ESSS can also carry 10,000 lb
(4,500 kg) of armament such as rockets, missiles and gun pods. The ESSS entered
service in 1986. However, it was found that the four fuel tanks obstruct the field of fire
for the door guns. To alleviate this, the external tank system (ETS) with unswept stub
wings was developed to carry two fuel tanks.

The unit cost of the H-60 models varies due to differences in specifications, equipment
and quantities. For example, the unit cost of the Army's UH-60L Black Hawk is
$5.9 million while the unit cost of the Air Force HH-60G Pave Hawk is $10.2 million.

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Specifications

General characteristics
Crew: 2 pilots (flight crew) with 2 crew chiefs/gunners
Capacity: 2,640 lb (1,200 kg) of cargo internally, including 11 troops or 6 stretchers, or
9,000 lb (4,100 kg) (UH-60L) of cargo externally
Length: 64 ft 10 in (19.76 m)
Fuselage width: 7 ft 9 in (2.36 m)
Rotor diameter: 53 ft 8 in (16.36 m)
Height: 16 ft 10 in (5.13 m)
Disc area: 2,260 ft² (210 m²)
Empty weight: 10,624 lb (4,819 kg)
Loaded weight: 22,000 lb (9,980 kg)
Max. takeoff weight: 23,500 lb (10,660 kg)
Powerplant: 2 × General Electric T700-GE-701C turboshaft, 1,890 hp (1,410 kW) each

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11
Performance

Never exceed speed: 193 knots (222 mph; 357 km/h)

Maximum speed: 159 kn (183 mph; 295 km/h)
Cruise speed: 150 kn (173 mph; 278 km/h)
Combat radius: 368 mi (320 nmi; 590 km)
Ferry range: 1,380 mi (1,200 nmi; 2,200 km) with ESSS stub wings and external tanks
Service ceiling: 19,000 ft (5,790 m)
Rate of climb: 1,315 ft/min (4.5 m/s)
Disc loading: 7.19 lb/ft² (35.4 kg/m²)
Power/mass: 0.192 hp/lb (158 W/kg)

Armament
Guns:
2 × 7.62 mm (0.30 in) M240H machine guns or
2 × 7.62 mm (0.30 in) M134 minigun or
2 × .50 in (12.7 mm) GAU-19 gatling guns
Hardpoints: 4, 2 per ESSS stub wings and provisions to carry combinations of:
Rockets: 70 mm (2.75 in) Hydra 70 rockets
Missiles: AGM-114 Hellfire laser guided missiles, AIM-92 Stinger air-to-air missiles
Other: 7.62 mm (0.30 in), 12.7 mm (0.50 in), 20 mm (0.787 in), or 30 mm (1.18
in) M230 gunpods
Bombs: Can be equipped with VOLCANO minefield dispersal system.

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Fuel characteristics of the model

Tanks

Main Tank 1 + Main Tank 2…………………………………………………………………… 2398 Lbs

Auxiliary Tank 1 + Auxiliary Tank 2…………………………………….…………………. 2469 Lbs

2 external fuel tanks (767 Lbs each) ……………………………………………………. 1534 Lbs

4 external fuel tanks (767 Lbs each) ……………………………………………………. 3068 Lbs

Total fuel without external tanks 4867 Lbs

Total fuel with 2 external tanks 6401 Lbs

Total fuel with 4 external tanks 7935 Lbs

Fuel consumption………………………………………………………………………………… 980 Lbs/H

Autonomy (as calculated by X-Plane)

2938 Lbs onboard (only main tanks)……………………………………………………. 1.1 hours

4867 Lbs onboard (main and auxiliary internal tanks)………………………… 2.2 hours

6401 Lbs onboard (internal + 2 external tanks)………………………………….. 2.8 hours

7935 Lbs onboard (internal + 4 external tanks)………………………………….. 3.5 hours

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Main panel

Main panel (v2.5)

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Cockpit instruments

1 – Attitude indicator
2 – Horizontal situation indicator (a/b – course/heading switches)
3 – Radio-altimeter
4 – Vertical speed indicator
5 – Altimeter
6 – Airspeed Indicator
7 – Autopilot HDG (heading) engage
8 – Autopilot NAV (navigation/loc) engage
9 – Autopilot ALT (altitude) engage
10 – GPS/NAV navigation source
11 – Autopilot Approach/Localizer engage
12 – Autopilot backcourse engage
13 – Autopilot vertical speed engage
14 – Autopilot Glideslope engage
15 – Outside air temperature indicator
16 – ELT (Emergency locator transmitter)
17 – Radio-altimeter
18 – Tail stabilizer degree indicator
19 – Engine rotation (%RPM) indicator
20 – Main rotor torque (%TRQ) indicator
21 – Blade de-ice engage
22 – Weather radar
23 – Autopilot Master indicator
24 – DME 1/2 indicator
25 – GNS530
26 – Engine indicators
27 – P1 and P2 annunciator panels

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 27

28

28 – Main annunciator panel

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Upper console

5
24
6 7 8 9 10
14

16

1 22 23 15
3 13a 13b 21
2 19 17
18
4 20

11a 11b
11c 12a 12b 11d
1 – Navigation lights
2 – Beacon lights
3 – Strobe lights
4 – Backup electric hydraulic pumps
5 – APU start button
6 – Avionics switch
7 – Battery switch
8 – APU generator switch
9 – Generator switch No.1
10 – Generator switch No.2
11a/b – Fuel levers
11c/d – Fire extinguishers
12a/b – Engine levers IDLE/FLIGHT
13 – Engine starter (the white/grey buttons engage the igniters while the black caps
are the starter buttons for engines 1 and 2)
14 – Windshield wipers (2 speeds)
15 – Cockpit lights
16 – Instrument lights
17 – Pitot heat
18 – Auto-Ignition switch
19 – Inverters
20 – Windshield heat
21 – Engine de-ice
22 – Fuel Pump APU Boost
23 – Air source (APU/ENGINES)
24 – Rotor brake

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Lower console

1 – Not modelled in v2.5 14a – COM 1 radio frequency

2 – Not modelled in v2.5 swap
3 – Master arm (gun mode) (open lateral windows 14b – COM 1 radio channel
and put the gun crew on station) selector
4a / b – Chaffs and Flares 15 – Landing lights
5a – Autopilot engage buttons 16 – Search Lights
5b – Autopilot ALT and VVI selector
6 – COMM panel
7a – NAV 2 radio frequency selector
7b – NAV 2 radio frequency swap
8a – COM 2 radio frequency swap
8b – COM 2 radio channel selector
9a / b– FUEL BOOST PUMP/PRIMERS
10a– Autopilot Master switch
10b-c – SAS1/SAS2 Flight Director engage buttons
11a – XPDR master switch
11b – XPDR code switches
11c – XPDR ident
12a-c – ADF radios witches
13a – NAV 1 radio frequency selector
13b – NAV 1 radio frequency swap

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Aircraft Interior Lights

The interior lights were rebuilt for the v2.5. When you board the aircraft and turn the battery
on, interior lights will be automatically on. Blue light for cockpit preparation and green light on
the cabin, both on low intensity level, as could be seem in the next two images below. For
really dark night days the BATTERY can be turned on at the BFDG Menu, on the left of the
screen.

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Using the overhead instrument and panel light knobs (check page 17 items 15 and 16) you can
adjust the instrument lights in two level, low and high intensity, and also the cockpit/cabin
lights, as could be seen below.

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Startup Procedure (v2.5)
Some major modifications from v1.1 are in the throttle quadrant and affects the way you
start the engines and put the aircraft ready to go. Here we will approach it in a step by step
way.

1 - Battery ON

2 – Avionics ON (check the aircraft internal/external lights as required)

3 – APU starter ON

4 – APU generator ON

5 – Check fuel and engine levers in CUTOFF / OFF position.

6 – Fuel levers in FORWARD position

6 – Air source in APU position (for inflight startup, check in ENGINE position if APU is not
running)

7 – Igniter for the selected engine pressed. Check the engine lever automatically advanced to
IDLE position, waiting for the engine start

8 – Engage the starter button for the selected engine and keep it pressed for about 3
seconds, while you hear the start system doing the job.

9 – Check the engine gauges and the #1/2 ENG OUT light OFF at the small warning panel just
in front of P1 and P2

10 – Do the same procedure for starting the second engine.

11 – Check your generators ON for both engines, turn off your APU and adjust the aircraft
systems as required.

ATTENTION – THE AIRCRAFT WILL BE IN IDLE AFTER STARTUP AND THE LOW ROTOR LIGHT
WILL BE ON IN THE SMALL ENGINE WARNING PANELS. AFTER START, TURNOFF MANUALLY OR
WAIT FOR 15 SECONDS TO AUTOMATICALLY TURNOFF THE IGNITERS. THE ENGINE LEVERS
WILL NOT MOVE TO FLIGHT POSITION WHILE THE ENGINE IGNITERS REMAIN PRESSED.

12 – Move your engine levers to FLIGHT position, wait for the engine gauges to stabilize,
check the warning lights OFF in all panels, check your anti-ice systems and external lights as
required

13 – You are good to go! Keep on the green and you will be ok all along your flight. Fly safe!

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Stability Augmentation System (SAS1/2)
The aircraft has the Stability Augmentation System 1 (SAS1) which provide a more
stable flight DURING all phases of your flight should remain on during your entire
flight.

If you want the raw feeling, turn off the SAS 1 and 2 and fell free to fly the beast.

Autoflight

The autopilot of the Blackhawk can provide you full guidance during cruise flight, nap
of earth flight, approach and landing.

Choose and engage your lateral navigation mode (HDG or NAV/GPS), and vertical
navigation mode (ALT HLD or VNAV or TERR or VSI). It will automatically arm your
SAS1/2 systems and put the autopilot ON. To command the autopilot off, just click on
the Autopilot Master switch at the Lower Console (Button 9b).

When using the vertical speed mode (VSI), once you click on the VSI button in the main
panel, the left knob on you vertical speed indicator is available to choose your vertical
speed.

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Use the GPS button in your main panel to change between the NAV and the GPS
navigation modes. The autoland works engaging the approach (APPR) mode and the
glideslope (GS) mode, both in your main panel.

Horizontal Situation Indicator

Your HSI will present you for distinct flags: CMD, ATT, NAV, and GS.

• CMD is flagged when the power is down for all the aircraft systems.
• ATT is flagged when the aircraft configuration cannot maintain the current
aircrafts attitude
• The NAV and GS flags appear while the autopilot navigation systems are
engaged but not receiving reliable signal, getting off as soon as the signal is
present and reliable.

It also has both the aileron (ROLL) and elevator (PITCH) trim knobs (fully functional),
and the LOCALIZER/GLIDESLOPE marks.

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EXTRAS and HINTS

You have a co-pilot to fly with you but if you want to fly in the P2 seat, just click on the P2VIEW
at the BFDG Menu and you will assume the seat and your co-pilot will disappear. He will return
to his seat if you click on the P1VIEW at the BFDG Menu.

You can continue flying by your own, without a co-pilot just beside you. After clicking on the
P2VIEW at the BFDG Menu, just return to P1 seat by pressing the default Shift+9 key. That’s all,
you co-pilot had gone.

Your earplug will help you in any situation. Internal or external, with doors opened or not. Just
click on EARPLUGS in your BFDG Menu and the magic will happen.

Passengers / Crew / Cargo cabin / Doors

A 6 men crew is inside the BFDG UH-60L Blackhawk: A pilot, co-pilot, 2 gunners, and 2
load chiefs / SAR / hoist officials.

The gunners are animated. Put the Master ARM in fire mode and the gunners will put
the guns out.

The cargo/passenger doors could be opened by the cockpit open shortcut.

You can also remove the seats and load some crates for cargo in just a click at the
BFDG menu.

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Slung Load Ops

You can carry up to 3068Lb in your belly winch. Load in your slung load in the Weight
and Fuel tab and press the taihook_open (middle black button in your cyclic) to get the
crates attached to your aircraft.

Hoist

Press the left red button in your cyclic to get the hoist and hoist crew down

25
Helicopter Rope Suspension Technique (HRST) is a military term for techniques and methods
of rappelling, fast roping, Special Patrol Insertion/Extraction (SPIE) and Jacob’s Ladder
operations. Helicopter Rope Suspension were developed as a means to insert and/or extract,
by helicopter, ground forces (primarily reconnaissance teams) into or from rough terrain,
urban areas or water. HRST is designed to be used in situations where aircraft landings are
impractical due to terrain or tactical situation.

Sea Emergency Landing

The BFDG Blackhawk is very stable and can float for some time, depending of the
weather conditions in water after an emergency landing. Adopt the procedures for an
emergency landing and smoothly touch the water. Adopt the evacuation procedures
and wait for your rescue.

26
 CHECKLIST

BEFORE STARTING ENGINES

apu generator – on
crew mission briefing - done
windshield heat – on
METAR DEP/ARR/ALTN –check gps – program as required
cyclic, collective and pedals – check fms – program as required
parking brakes – release, then check nav1 and nav2 – set and check

rotor brake - up com1 and com2 – set and check

ATC contact – request startup
circuit brakes – in
transponder –set code and check STBY
avionics – check off
ENGINE RUNUP
blade de-ice power – check off
check area clearance for startup
clocks – set and running
rotation/anti-collision beacons – on
backup hyd pump – check off fuel lever no.2 – on
master arm – as required *eng2 pwr cont lever - idle
apu control – check off starter no.2 – start (2 clics, hold the
generators no.1/no.2 – check off second one for 5 seconds and observe
the PWR lever move to start; watch
battery – on the RPM and TRQ increase as engine 2
avionics - on starts

navigation lights – on generator no.2 – on

interior lights – as required fuel lever no.1 – on
radar altimeter – set (bug to 200ft) *eng1 pwr cont lever - idle
cold weather control exercise – check if starter no.1 – start (2 clics, hold the
temperature is below -17oC (1oF) second one for 5 seconds and observe
the PWR lever move to start; watch
barometric altimeter (QNH) – set the RPM and TRQ increase as engine 1
fuel quantity – check starts

master warning – click to light off generator no.1 – on

master caution – click to light off BEFORE TAXI
primer/boost pumps – on engine indicators – check
apu control – on (2 clics and observe the apu generator – off
green light on at the annun. panel)
apu control – off
inverters – on

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%TRQ 1 and 2 – matched in 5% annunciator panel check – only the pitot

*Fuel boost pumps – on heats and brake lights on

SAS 1 - on BEFORE TAKEOFF

ATC contact – request taxi ATC contact – request takeoff

doors – check/secure, as required Transponder – mode C

exterior lights – as required strobe lights – on

parking brake – released, check light off landing lights – on

adjust TRQ between 40 – 50, feel light in pitot heat – on

the skids, establish a hover for taxi or
taxi with your tires on the ground eng pwr cont levers – fly

wheel brakes – check, as required annunciator panel – check lights off

GROUND TAXI systems – check

CAUTION crew, passenger, and equipments - check

Cyclic inputs should be minimized when TAKEOFF

performing ground taxi WARNING
Stay alert for ground clearance when Adjust the yaw with pedal inputs to
taxiing over rough terrain and search and maintain straight flight conditions as your
landing lights are extended. collective raises
increase collective and place cyclic
forward to start movement. Reduce apply collective and correct for the yaw,
collective to minimum required to place the cyclic forward to start the
maintain the forward movement movement

regulate taxi speed with cyclic and adjust rudder trim for a straight climb
collective, and heading with your pedal.
Use brakes as required.

HOVER CHECK AFTER TAKEOFF

systems – check lights off at the annun. ATC contact – proceed as required
panel
establish a climb at about 1000 -
flight instruments – check as required 1300ft/min
power – check indicated TRQ to hover landing lights – off
and compare to performance charts
after transition altitude, barometric
altimeter - adjust QFE

28
CRUISE a. Roll-on landing – a roll-on
landing should be used when
at cruise altitude, establish a level flight the aircraft is not capable to
check waypoints , flight information, and sustain a hover, to avoid
navigation references hovering in snow or dust, if tail
rotor control is lost, or when
fuel quantity – check operating with heavy external
tanks
engine indicators - check b. Slope landing – the tailwheel
should be locked and the
AUTOFLIGHT CRUISE
parking brake should be set.
flight director – engage For slope landings and all
ground operations, avoid using
autopilot servos – engage combination of excessive cyclic
and low collective settings.
HDG/NAV-GPS/VNAV-FMS – engage
Where minimum collective is
altitude hold (cruise) – engage used, maintain cyclic near
neutral position and avoid
fuel quantity – check abrupt cyclic inputs.
engine indicators - check
METAR ARR – check
AUTOFLIGHT NOE FLIGHT
METAR ALTN – as required
flight director – engage
fuel quantity – check
autopilot servos – engage
parking brakes – as required
HDG or NAV/GPS mode – engage
after transition level, barometric
at 200ft AGL, NOE (TERR) mode – engage altimeter - adjust QNH

fuel quantity – check landing lights – on

engine indicators - check
ATC contact – request landing
LANDING
all trims – reset prior to final approach
CAUTION
During roll-on landing aerodynamic AFTER LANDING AND SHUTDOWN
braking with aft cyclic is permitted with landing lights – off
the tail wheel contacting the ground.
Once the main wheels touch the ground, strobe lights – off
the cyclic must be centered prior to pitot heat - off
reducing collective. Excessive aft cyclic
may cause contact between main rotor transponder – mode STBY
blades and the other portions of the eng pwr cont levers – idle
aircraft. Aerodynamic braking is
prohibited once the main wheels touches *engine ignition - off
down. Use brakes to stop the aircraft. parking brakes – set

29
SAS 1 – off
*fuel boost pumps – off
apu control – on
apu generator - on
fuel levers no1 and no2 – off
backup hydraulic pump - on
generators no1 and no2 – off
inverters – off
rotation/anti-collision beacons – off
doors – as required
windshield heat – off
navigation lights – off
rotor brake – down
apu generator – off
apu control – off
backup hydraulics pump – off
eng pwr cont levers – off
engine fuel sys – off
overhead switches – check, as required
avionics – off
battery – off
BEFORE LEAVING
walkaround – complete; check damage,
fluid leaks, and levels
mission equipment – secure
complete logbook forms – done
secure aircraft – as required
doors – closed
*functions still not fully modeled

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Special thanks to Capt. Gabriel Borba, Alexandre Gomes, Capt. Francisco Fortes,
Leonardo Uzeda, Luis Lammoglia, Marcos Milhomens, and Valtair Barbosa for the
support during the model development and test flights.

Thank you very much for purchasing the BFDG UH-60 Blackhawk!

Enjoy it and stay tuned in our latest news!

BFDG Studio© by Chuck Amaral

Please visit us at: www.bfdg.com.br

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