Operators Manual TM 1-1520-237-10 PDF
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조동훈*TM 1-1520-237-10
TECHNICAL MANUAL
OPERATOR’S MANUAL
FOR
UH-60A HELICOPTER
UH-60L HELICOPTER
EH-60A HELICOPTER
WARNING - This document contains technical data whose export is restricted by the Arms Export
Control Act (Title 22, U.S.C. Sec. 2751 et seq.) or the Export Administration Act of 1979, as
amended, Title 50, U.S.C., App. 2401 et seq. Violation of these export laws are subject to severe
criminal penalties. Disseminate in accordance with provisions of DoD Directive 5230.25.
DISTRIBUTION STATEMENT D. Distribution authorized to the DOD and DOD contractors only due to
Critical Technology effective as of 15 June 2003. Other requests must be referred to Commander,
US Army Aviation and Missile Command, ATTN: SFAE-AV-UH/L, Redstone Arsenal, AL 35898-
5000.
DESTRUCTION NOTICE - Destroy by any method that will prevent disclosure of contents or
reconstruction of the document.
*This manual supersedes TM 1-1520-237-10, dated 17 April 2006, including all changes.
HEADQUARTERS, DEPARTMENT OF THE ARMY
25 SEPTEMBER 2009
TM 1-1520-237-10
WARNING
Personnel performing operations, procedures, and practices which are included or implied in this technical manual shall
observe the following warnings. Disregard of these warnings and precautionary information can cause serious injury or loss
of life.
BATTERY ELECTROLYTE
Battery electrolyte is harmful to the skin and clothing. If potassium hydroxide is spilled on clothing or other material, wash
immediately with clean water. If spilled on personnel, immediately flush the affected area with clean water. Continue
washing until medical assistance arrives. Neutralize any spilled electrolyte by thoroughly flushing contacted area with water.
CARBON MONOXIDE
When smoke, suspected carbon monoxide fumes, or symptoms of anoxia exist, the crew should immediately ventilate the
cockpit.
ELECTROMAGNETIC INTERFERENCE (EMI)
No electrical/electronic devices of any sort, other than those described in this manual or appropriate airworthiness release
and approved by USAAMCOM AMSRD-AMR-AE-U, are to be operated by crewmembers or passengers during operation
of this helicopter.
FIRE EXTINGUISHER
Exposure to high concentrations of extinguishing agent or decomposition products should be avoided. The liquid should not
be allowed to come into contact with the skin, as it may cause frost bite or low temperature burns.
HANDLING FUEL AND OIL
Turbine fuels and lubricating oils contain additives which are poisonous and readily absorbed through the skin. Do not al-
low them to remain on skin longer than necessary.
HIGH VOLTAGE
All ground handling personnel shall be informed of high voltage hazards when making external cargo hookups.
NOISE
Sound pressure levels in this helicopter during some operating conditions exceed the Surgeon General’s hearing conserva-
tion criteria, as defined in DA PAM 40-501. Hearing protection devices, such as the aviator helmet or ear plugs are required
to be worn by all personnel in and around the helicopter during its operation. When window guns are firing, when flights
exceed 100 minutes during any 24 hour period, or when speeds are above 120 knots, helmet and ear plugs shall be worn by
all crewmembers.
WEAPONS AND AMMUNITION
Observe all standard safety precautions governing the handling of weapons and live ammunition. When not in use, point all
weapons in a direction offering the least exposure to personnel and property in case of accidental firing. Do not walk in
front of weapons. SAFE the machinegun before servicing. To avoid potentially dangerous situations, follow all procedural
warnings in text.
a
TM 1-1520-237-10
ELECTROMAGNETIC RADIATION
Do not stand within six feet of Aircraft Survivability Equipment (ASE), ALQ-156, ALQ-162, and ALQ-144 transmit
antennas when the ASE equipment is on. High frequency electromagnetic radiation can cause internal burns without causing
any sensation of heat. The HF radio transmits high power electromagnetic radiation. Serious injury or death can occur if
you touch the HF antenna while it is transmitting. Do not grasp, or lean against the antenna when power is applied to the
helicopter.
ALQ-144
Do not continuously look at the ALQ-144 infrared countermeasure transmitter during operation, or for a period of over 1
minute from a distance of less than 3 feet. Skin exposure to countermeasure radiation for longer than 10 seconds at a
distance less than 4 inches shall be avoided.
IR COUNTERMEASURES MUNITIONS
Advanced IR countermeasures munitions (AIRCMM) M-211 and M-212 flares should not be loaded in the M-130 general
purpose dispenser as countermeasures against IR missile threat environment. Advanced IR countermeasures munitions
(AIRCMM) M-211 and M-212 flares will provide inadequate IR countermeasures capability and will significantly increase
aircrew vulnerability.
AIR WARRIOR
If performing a combat mission with an Air Warrior ballistic upgrade plate (BUP), the seat belt buckle must be positioned
below the BUP to prevent potential aft cyclic restriction.
When performing a combat mission or overwater mission, aviator worn gear can restrict head and torso movement. Users
should conduct ground familiarity drills (blind switch/control identification) and crew coordination exercises before flight
since field of regard can be restricted by aviator worn mission equipment. The user must strictly adhere to proper crew
coordination procedures during switch identification.
Prior to flight, the user must perform control sweeps to ensure there are no flight control interference problems with aviator
worn gear. If a restriction is found, the interfering gear must be adjusted/moved to eliminate the restriction.
b
TM 1-1520-237-10
LIST OF EFFECTIVE PAGES
Insert latest change pages; dispose of superseded pages in accordance with applicable policies.
NOTE: On a changed page, the portion of the text affected by the latest change is indicated by a vertical line in
the outer margin of the page. Changes to illustrations are indicated by a hand pointing to the changed area on
the illustration or a MAJOR CHANGE symbol.
Dates of issue for original and change pages are:
Original . . . . . . . . . . . . . . . . . . . . . . . . . . 25 September 2009
Total number of pages in this manual is 892 consisting of the following:
Page *Change Page *Change Page *Change
No. No. No. No. No. No.
Title....................... 0 2-1 - 2-117 ........... 0 7A-1 - 7A-194 ...... 0
Blank..................... 0 2-118 Blank .......... 0 8-1 - 8-27 ............. 0
a - b...................... 0 3-1 - 3-151 ........... 0 8-28 Blank ............ 0
A .......................... 0 3-152 Blank .......... 0 9-1 - 9-28 ............. 0
B Blank.................. 0 4-1 - 4-88 ............. 0 A-1 - A-2 .............. 0
i - v ....................... 0 5-1 - 5-24 ............. 0 B-1 - B-5 ............... 0
vi Blank ................. 0 6-1 - 6-30 ............. 0 B-6 Blank............... 0
1-1 - 1-2 ............... 0 7-1 - 7-166 ........... 0 Index-1 - Index-42 . 0
* Zero in this column indicates an original page.
A/(B Blank)
TM 1-1520-237-10
TECHNICAL MANUAL HEADQUARTERS
DEPARTMENT OF THE ARMY
NO. 1-1520-237-10 WASHINGTON, D.C. 25 SEPTEMBER 2009
Operator’s Manual
for
UH-60A, UH-60L, EH-60A HELICOPTERS
REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS
You can improve this manual. If you find any mistakes, or if you know of a way to improve these
procedures, please let us know. Mail your letter or DA Form 2028 (Recommended Changes to
Publications and Blank Forms), located in the back of this manual, directly to: Commander, US
Army Aviation and Missile Command, ATTN: AMSAM-MMC-MA-NP, Redstone Arsenal, AL
35898-5000. A reply will be furnished to you. You may also send in your comments electronically
to our E-mail address: 2028@redstone.army.mil or by fax 256-842-6546/DSN 788-6546. For the
World Wide Web use: https://amcom2028.redstone.army.mil. Instructions for sending an
electronic 2028 may be found at the back of this manual immediately preceding the hard copy
2028.
WARNING - This document contains technical data whose export is restricted by the Arms Export
Control Act (Title 22, U.S.C. Sec. 2751 et seq.) or the Export Administration Act of 1979, as amended,
Title 50, U.S.C., App. 2401 et seq. Violation of these export laws are subject to severe criminal
penalties. Disseminate in accordance with provisions of DoD Directive 5230.25.
DISTRIBUTION STATEMENT D. Distribution authorized to the DOD and DOD contractors only due to
Critical Technology effective as of 15 June 2003. Other requests must be referred to Commander, US
Army Aviation and Missile Command, ATTN: SFAE-AV-UH/L, Redstone Arsenal, AL 35898-5000.
DESTRUCTION NOTICE - Destroy by any method that will prevent disclosure of contents or
reconstruction of the document.
TABLE OF CONTENTS
Chapter
&
Section Page
CHAPTER 1 INTRODUCTION ......................................................................................... 1-1
CHAPTER 2 AIRCRAFT AND SYSTEMS DESCRIPTION AND OPERATION .......... 2-1
Section I Aircraft........................................................................................................... 2-1
Section II Emergency Equipment................................................................................... 2-27
Section III Engines and Related Systems........................................................................ 2-29
Section IV Fuel System ................................................................................................... 2-41
Section V Flight Controls ............................................................................................... 2-43
*This manual supersedes TM 1-1520-237-10, dated 17 April 2006, including all changes.
i
TM 1-1520-237-10
TABLE OF CONTENTS (Cont)
Chapter
&
Section Page
CHAPTER 2 AIRCRAFT AND SYSTEMS DESCRIPTION AND OPERATION .......... 2-1
Section I Aircraft........................................................................................................... 2-1
Section II Emergency Equipment................................................................................... 2-27
Section III Engines and Related Systems........................................................................ 2-29
Section IV Fuel System ................................................................................................... 2-41
Section V Flight Controls ............................................................................................... 2-43
Section VI Hydraulic and Pneumatic System.................................................................. 2-51
Section VII Powertrain System ......................................................................................... 2-56
Section VIII Main and Tail Rotor Groups ......................................................................... 2-59
Section IX Utility Systems............................................................................................... 2-61
Section X Heating, Ventilating, Cooling, and Environmental Control Unit ................. 2-66
Section XI Electrical Power Supply and Distribution Systems....................................... 2-69
Section XII Auxiliary Power Unit..................................................................................... 2-78
Section XIII Lighting.......................................................................................................... 2-81
Section XIV Flight Instruments .......................................................................................... 2-84
Section XV Servicing, Parking, and Mooring................................................................... 2-104
CHAPTER 3 AVIONICS .................................................................................................... 3-1
Section I General........................................................................................................... 3-1
Section II Communications ............................................................................................ 3-8
Section III Navigation...................................................................................................... 3-43
Section IV Transponder and Radar.................................................................................. 3-137
ii
TM 1-1520-237-10
TABLE OF CONTENTS (Cont)
Chapter
&
Section Page
CHAPTER 4 MISSION EQUIPMENT............................................................................... 4-1
Section I Mission Avionics ........................................................................................... 4-1
Section II Armament ...................................................................................................... 4-25
Section III Cargo Handling Systems ............................................................................... 4-40
Section IV Mission Flexible Systems .............................................................................. 4-45
Section V Air Warrior .................................................................................................... 4-83
CHAPTER 5 OPERATING LIMITS AND RESTRICTIONS ........................................... 5-1
Section I General........................................................................................................... 5-1
Section II System Limits ................................................................................................ 5-2
Section III Power Limits.................................................................................................. 5-8
Section IV Loading Limits............................................................................................... 5-11
Section V Airspeed Limits ............................................................................................. 5-12
Section VI Maneuvering Limits....................................................................................... 5-18
Section VII Environmental Restrictions ........................................................................... 5-21
Section VIII Other Limitations........................................................................................... 5-23
CHAPTER 6 WEIGHT/BALANCE AND LOADING....................................................... 6-1
Section I General........................................................................................................... 6-1
Section II Weight and Balance....................................................................................... 6-3
Section III Fuel/Oil .......................................................................................................... 6-5
Section IV Personnel........................................................................................................ 6-7
Section V Mission Equipment ........................................................................................ 6-13
iii
TM 1-1520-237-10
TABLE OF CONTENTS (Cont)
Chapter
&
Section Page
Section VI Cargo Loading ............................................................................................... 6-19
Section VII Center of Gravity ........................................................................................... 6-25
CHAPTER 7 PERFORMANCE DATA 700 ................................................................. 7-1
Section I Introduction.................................................................................................... 7-1
Section II Maximum Torque Available ......................................................................... 7-6
Section III Hover.............................................................................................................. 7-9
Section IV Cruise ............................................................................................................. 7-13
Section V Optimum Cruise............................................................................................. 7-144
Section VI Drag................................................................................................................ 7-147
Section VII Climb - Descent ............................................................................................. 7-150
Section VIII Fuel Flow ....................................................................................................... 7-153
Section IX Airspeed System Description ........................................................................ 7-156
Section X Special Mission Performance ........................................................................ 7-159
CHAPTER 7A PERFORMANCE DATA 701C 701D/CC ............................................ 7A-1
Section I Introduction.................................................................................................... 7A-1
Section II Maximum Torque Available ......................................................................... 7A-6
Section III Hover.............................................................................................................. 7A-14
Section IV Cruise ............................................................................................................. 7A-18
Section V Optimum Cruise............................................................................................. 7A-172
Section VI Drag................................................................................................................ 7A-175
Section VII Climb - Descent ............................................................................................. 7A-178
iv
TM 1-1520-237-10
TABLE OF CONTENTS (Cont)
Chapter
&
Section Page
Section VIII Fuel Flow ....................................................................................................... 7A-181
Section IX Airspeed System Characteristics ................................................................... 7A-184
Section X Special Mission Performance ........................................................................ 7A-187
CHAPTER 8 NORMAL PROCEDURES ........................................................................... 8-1
Section I Mission Planning ........................................................................................... 8-1
Section II Operating Procedures and Maneuvers........................................................... 8-3
Section III Instrument Flight ........................................................................................... 8-20
Section IV Flight Characteristics ..................................................................................... 8-21
Section V Adverse Environmental Conditions............................................................... 8-23
CHAPTER 9 EMERGENCY PROCEDURES ................................................................... 9-1
Section I Aircraft Systems ............................................................................................ 9-1
Section II Mission Equipment ........................................................................................ 9-24
APPENDIX A REFERENCES .............................................................................................. A-1
APPENDIX B ABBREVIATIONS AND TERMS ............................................................... B-1
INDEX INDEX ........................................................................................................... INDEX-1
v/(vi Blank)
TM 1-1520-237-10
CHAPTER 1
INTRODUCTION
1.1 GENERAL. modification is required because of multiple emergencies,
adverse weather, terrain, etc. Your flying experience is
These instructions are for use by the operator. They ap- recognized and therefore, basic flight principles are not
ply to UH-60A, UH-60L, and EH-60A helicopters. included. IT IS REQUIRED THAT THIS MANUAL BE
CARRIED IN THE HELICOPTER AT ALL TIMES.
1.2 WARNINGS, CAUTIONS, AND NOTES.
1.4 APPENDIX A, REFERENCES.
Warnings, cautions, and notes are used to emphasize
important and critical instructions and are used for the fol- Appendix A is a listing of official publications cited
lowing conditions: within the manual applicable to and available for flight
crews and fault isolation/trouble references.
1.5 APPENDIX B, ABBREVIATIONS AND TERMS.
WARNING
Abbreviations listed are to be used to clarify the text in
An operating procedure, practice, etc., this manual only. Do not use them as standard abbrevia-
which, if not correctly followed, could tions.
result in personal injury or loss of life.
1.6 INDEX.
CAUTION The index lists, in alphabetical order, paragraphs,
figures, and tables contained in this manual. Chapter 7 and
Chapter 7A performance data have additional indexes
An operating procedure, practice, etc., within the chapters.
which, if not strictly observed, could
result in damage to or destruction of 1.7 ARMY AVIATION SAFETY PROGRAM.
equipment.
Reports necessary to comply with the safety program
NOTE are prescribed in AR 385-10.
An operating procedure, condition, etc., 1.8 DESTRUCTION OF ARMY MATERIEL TO
PREVENT ENEMY USE.
which is essential to highlight.
For information concerning destruction of Army
1.3 DESCRIPTION.
materiel to prevent enemy use, refer to TM 750-244-1-5.
This manual contains the complete operating instruc-
1.9 FORMS AND RECORDS.
tions and procedures for UH-60A, UH-60L, and EH-60A
helicopters. The primary mission of this helicopter is that
Army aviators flight record and aircraft inspection and
of tactical transport of troops, medical evacuation, cargo,
maintenance records, which are to be used by crewmem-
and reconnaissance within the capabilities of the
bers, are prescribed in PAM 738-751 and TM 55-1500-
helicopter. The observance of limitations, performance,
342-23.
and weight and balance data provided is mandatory. The
observance of procedures is mandatory except when
1-1
TM 1-1520-237-10
1.10 EXPLANATION OF CHANGE SYMBOLS. DESIGNATOR APPLICATION
SYMBOL
Changes (except as noted below) to the text and tables,
including new material on added pages, are indicated by a EH EH-60A peculiar informa-
vertical line in the outer margin extending close to the tion.
entire area of the material affected. A miniature pointing
700 Helicopters equipped with
hand symbol denotes changes on an illustration. A
T700-GE-700 engines.
MAJOR CHANGE symbol on the illustration indicates
extensive changes have been made. Change symbols are 701C 701D/CC Helicopters equipped with
not used to indicate changes in the following: T700-GE-701C engines or
T700-GE-701D/CC engines
a. Introductory material. (701D core with 701C hy-
dromechanical unit and
b. Indexes and tabular data where the change cannot be digital electronic unit).
identified.
ERFS Helicopters with Extended
c. Blank space resulting from the deletion of text, an Range Fuel System.
illustration, or a table. AFMS Helicopters with Auxiliary
Fuel Management System.
d. Correction of minor inaccuracies, such as spelling,
punctuation, relocation of material, etc., unless such cor- CEFS Helicopters with Crashwor-
rection changes the meaning of instructive information and thy External Fuel System.
procedures. AHRS Helicopters equipped with
Attitude Heading Reference
1.11 SERIES AND EFFECTIVITY CODES. Set.
Designator symbols listed below, are used to show 128D Helicopters equipped with
limited effectivity of airframe information material in Doppler/GPS Navigation Set
conjunction with text content, paragraph titles, and il- (DGNS) AN/ASN-128D.
lustrations. Designators may be used to indicate proper ef-
fectivity, unless the material applies to all models and
configuration within the manual. Designator symbols 1.12 HIGH DRAG SYMBOL.
precede procedural steps in Chapters 8 and 9. If the mate-
rial applies to all series and configurations, no designator This symbol will be used throughout this manual to
symbol will be used. designate information applicable to the high drag
configuration described in Chapters 7 and 7A.
DESIGNATOR APPLICATION
SYMBOL
1.13 PLACARDED AIRCRAFT SYMBOL.
UH UH-60A and UH-60L
peculiar information. This symbol will be used throughout this manual
to designate applicability to helicopters which have torque
UH−60A UH-60A peculiar informa- placard limitations.
tion.
H−60A+ UH-60A equipped with 1.14 USE OF WORDS SHALL, SHOULD, AND
T700-GE-701D/CC engines MAY.
(701D core with 701C hy-
Within this technical manual the word shall is used to
dromechanical unit and
indicate a mandatory requirement. The word should is
digital electronic unit) and
used to indicate a nonmandatory but preferred method of
UH-60L CDU.
accomplishment. The word may is used to indicate an ac-
UH−60L UH-60L peculiar informa- ceptable method of accomplishment.
tion.
1-2
TM 1-1520-237-10
CHAPTER 2
AIRCRAFT AND SYSTEMS DESCRIPTION AND OPERATION
Section I AIRCRAFT
2.1 GENERAL. overhead. The Central Display Unit (CDU) has been re-
placed with a UH-60L CDU to provide T700-GE-701D/
This chapter describes the UH-60A, UH-60L, and EH- CC engine parameters.
60A helicopters’ systems and flight controls. The
functioning of electrical and mechanical components is 2.4 UH-60L.
simplified where more detailed knowledge is not neces-
sary. The UH-60L helicopter is the same as the UH-60A
helicopter except engines T700-GE-701C or T700-GE-
2.2 UH-60A. 701D/CC replace T700-GE-700. Also the main transmis-
sion has been modified to increase its durability. Differ-
The UH-60A (BLACK HAWK) (Figure 2-1) is a twin- ences between the two transmissions are annotated with
turbine engine, single rotor, semimonocoque fuselage UH-60A or UH-60L.
helicopter. Primary mission capability of the helicopter is
tactical transport of troops, supplies and equipment. 2.5 EH-60A.
Secondary missions include training, mobilization,
development of new and improved concepts, and support The EH-60A helicopter is a modified UH-60A (Figure
of disaster relief. The main rotor system has four blades 2-1) with a crew of four. The mission equipment consists
made of titanium/fiberglass. The drive train consists of a of electronic systems with modifications that will ensure
main transmission, intermediate gear box, and tail rotor that the mission requirements are met. The EH-60A
gear box with interconnecting shafts. The propulsion system includes air conditioning, helicopter survivability
system has two T700-GE-700 engines operating in paral- equipment, and avionics equipment. An electronics
lel. The nonretractable landing gear consists of the main compartment within the transition section is used for
landing gear and a tailwheel. The armament consists of avionics equipment. The compartment can be entered from
two 7.62 mm machineguns, one on each side of the the right side of the helicopter. The mission systems
helicopter in the forward cabin. Kit installations for the employ two operators: The direction finder/electronics
helicopter consist of range extension tanks, rescue hoist, surveillance measure (DF ESM) operator controlling the
medical evacuation, infrared suppression, blade anti-icing/ electronics surveillance functions, and the electronics
deicing, blackout devices, snow skis, winterization, and countermeasure (ECM) operator controlling the active
static/rappelling kit. Refer to this chapter and Chapter 4 for countermeasure functions. The EH-60A can operate
kit descriptions. independently or in conjunction with up to two additional,
similarly equipped, helicopter. When operating in the mul-
2.3 UH-60A WITH T700-GE-701D/CC ENGINES. tisystem mode, secured air-to-air communications are
provided for automatic tasking between helicopter.
H−60A+ Some UH-60A helicopters have been modi- Secured air-to-ground communications are also provided
fied by replacing the T700-GE-700 with T700-GE-701D/ for voice reporting purposes.
CC engines. This modification also added upgraded Inlet
Anti-Ice valves, cross bleed shutoff valves and couplings 2.6 DIMENSIONS.
that withstand the higher bleed air temperatures of the new
engine. An additional Nr sensor mounted on the accessory Principle dimensions of the helicopter are based on the
gearbox and a third potentiometer installed on the mixing cyclic stick and tail rotor pedals being centered and the
unit provide transient droop improvement. Automatic collective stick being in its lowest position. All dimensions
relight is provided by the addition of relays in the cabin are approximate and they are as shown on Figure 2-2.
2-1
TM 1-1520-237-10
2.7 TURNING RADIUS AND GROUND pilot and copilot, is easily reached by either pilot. The
CLEARANCE. console is arranged with communication panels,
navigational panels, and flight attitude/stability controls.
The rear part of the console houses the battery bus and
WARNING battery utility bus circuit breaker panel and parking brake
handle.
Main rotor clearance in Figure 2-3 is 2.10 LANDING GEAR SYSTEM.
shown with cyclic centered and level
ground. Cyclic displacement or sloping The helicopter has a nonretractable landing gear
terrain may cause rotor blade clearance consisting of two main gear assemblies and a tailwheel
to be significantly less. assembly. The landing gear permits helicopter takeoffs and
landings on slopes in any direction. The system
For information on turning radius and ground clearance incorporates a jack and kneel feature that permits manual
refer to Figure 2-3. raising or lowering of the fuselage for air transportability.
A landing gear weight-on-wheels (WOW) switch is in-
2.8 COMPARTMENT DIAGRAM. stalled on the left landing gear to control operation of
selected systems (Table 2-1). The switch is deactivated
2.8.1 Compartment Diagram. UH The fuselage is when the weight of the helicopter is on the landing gear.
divided into two main compartments, the cockpit and On helicopters equipped with ESSS fixed provisions, a
cabin. The cockpit (Figure 2-4) is at the front of the WOW switch is also installed on the right landing gear
helicopter with the pilots sitting in parallel, each with a set drag beam to provide ac underfrequency cutout and
of flight controls and instruments. Operation of electrical external stores jettison. The left WOW switch provides all
controls is shared by both. The cabin compartment other WOW functions as without ESSS provisions and the
contains space for crew chief seating, troop seating, litter EMER JETT ALL capabilities. See Table 2-1 for refer-
installation, and cargo. Restraint of cargo is by tiedown ence.
rings installed in the floor. Two stowage compartments
(Figure 6-12), at the rear of the cabin over the main fuel 2.10.1 Main Landing Gear. The main landing gear is
tanks, are for flyaway equipment. The equipment storage mounted on each side of the helicopter forward of center
compartments are reached from inside the cabin. A gust of gravity. Each individual landing gear has a single
lock control, APU accumulator handpump and pressure wheel, a drag beam, and a two-stage oleo shock strut. The
gage, and APU ESU (Figure 2-5) are also installed. lower stage will absorb energy from landings up to 10
feet-per-second (fps). Above 10 fps the upper stage and
2.8.2 Compartment Diagram. EH A fixed observer lower stage combine to absorb loads up to 39 fps (about
seat is installed to allow observation of either operator 11.25 Gs).
position (Figure 2-6). Floor attachments are provided for
securing rack mounts and seats. Blackout curtains may be 2.10.2 Wheel Brake System. Main landing gear
used to eliminate any light intrusion into the cockpit dur- wheels have disc hydraulic brakes. The self-contained,
ing night operations, or any glare on the operator’s console self-adjusting system is operated by the pilot’s and
during day operations. Blackout curtains may be used copilot’s tail rotor pedals. The brakes have a visual brake
between cockpit and cabin during NVG operations. puck wear indicator. Each wheel brake consists of two
steel rotating discs, brake pucks, and a housing that
2.9 UPPER AND LOWER CONSOLES. contains the hydraulic pistons. The parking brake handle,
marked PARKING BRAKE, is on the right side of the
All cockpit electrical controls are on the upper and lower console. A hand-operated parking brake handle al-
lower consoles and instrument panel. The upper console lows brakes to be locked by either pilot or copilot after
(Figure 2-7), overhead between pilot and copilot, contains brake pressure is applied. The parking brakes are applied
engine controls, fire emergency controls, heater and by pressing the toe brake pedals, pulling the parking brake
windshield wiper controls, internal and external light handle to its fully extended position, and then releasing the
controls, electrical systems, and miscellaneous helicopter toe brakes while holding the handle out. An advisory will
system controls. The rear portion of the upper panel appear indicating PARKING BRAKE ON. Pressing
contains the dc essential bus circuit breaker panels. The either pilot or copilot left brake pedal will release the
lower console (Figure 2-8) next to the base of the instru- parking brakes, the handle will return to the off position
ment panel and extending through the cockpit between the
2-2
TM 1-1520-237-10
1 2 3 4 5
18 17 16 15 14 13 12 11 10 9 8 7
19 5 20 21 21
25 24 23 9 8 22
1. PITOT CUTTER 14. NO. 1 ENGINE
2. BACK HYDRAULIC PUMP 15. MAIN LANDING GEAR DEFLECTOR / CUTTER
3. NO. 1 HYDRAULIC PUMP AND NO.1 GENERATOR 16. LANDING GEAR JOINT DEFLECTOR
4. UPPER (ROTOR PYLON) CUTTER 17. STEP AND EXTENSION DEFLECTOR
5. INFRARED COUNTERMEASURE TRANSMITTER 18. DOOR HINGE DEFLECTOR
6. AFT MAINTENANCE LIGHT RECEPTACLE 19. RIGHT POSITION LIGHT (GREEN)
7. TAIL LANDING GEAR DEFLECTOR 20. FIRE EXTINGUISHER BOTTLES
EH 8. FLARE DISPENSER 21. FORMATION LIGHTS
9. CHAFF DIPENSER 22. TAIL POSITION LIGHT (WHITE)
10. APU EXHAUST PORT 23. APU
EH 11. COOLING AIR INLET PORT 24. LEFT POSITION LIGHT (RED)
12. PNEUMATIC PORT 25. PITOT TUBES
13. PRESSURE AND CLOSED CIRCUIT REFUELING PORTS
ON HELICOPTERS EQUIPPED WITH WIRE STRIKE PROTECTION SYSTEM AA0403_1B
SA
Figure 2-1. General Arrangement (Sheet 1 of 2)
2-3
TM 1-1520-237-10
29 30
27 28
26
40
31
42 41 32
39 38 37 36 35 34 33
26
49
48
44 43
44
45
47 45
46
26. UPPER ANTICOLLISION LIGHT EH 38. AFT AVIONICS COMPARTMENT DOORS
27. TAIL DRIVE SHAFT EH 39. IINS BLOWER INLET FILTER
28. NO. 2 HYDRAULIC PUMP AND NO. 2 GENERATOR 40. TAIL PYLON FOLD HINGES
29. PYLON CUTTER 41. TAIL PYLON SERVICE LADDER (SAME BOTH SIDES)
30. HEATER AIR INTAKE PORT 42. STABILATOR
31. EXTERNAL ELECTRICAL POWER RECEPTACLE 43. ENGINE BAY AREA COOLING AIR INTAKE (SAME BOTH SIDES)
32. NO. 2. ENGINE 44. WINDSHIELD POST DEFLECTOR
33. ICE DETECTOR 45. WINDSHIELD WIPER DEFLECTOR
34. AMBIENT SENSE PORT 46. AVIONICS COMPARTMENT
35. ENGINE FAIRING / WORK PLATFORM (SAME BOTH SIDES) 47. OAT SENSOR
EH 36. CONDENSER EXHAUST / STEP 48. ICE DETECTOR
37. GRAVITY REFUELING PORT (SAME BOTH SIDES) 49. PYLON COOLING AIR INTAKE
ON HELICOPTERS EQUIPPED WITH WIRE STRIKE PROTECTION SYSTEM AA0403_2C
SA
Figure 2-1. General Arrangement (Sheet 2 of 2)
2-4
TM 1-1520-237-10
WIDTH WITH ESSS AND EXTERNAL
EXTENDED RANGE TANKS INSTALLED
21 FEET
FUSELAGE WIDTH WITH
FUSELAGE WIDTH HOVER IR SUPPRESSORS
7 FEET − 9 INCHES INSTALLED
9 FEET − 8 INCHES
20O
8 FEET−
9 INCHES
5 FEET
1 INCH
3 FEET
9.5 INCHES
TREAD
8 FEET
10.6 INCHES
MAIN LANDING GEAR
9 FEET − 8.6 INCHES
STABILATOR WIDTH
14 FEET − 4 INCHES TAIL ROTOR
DIAMETER
11 FEET
12 FEET−
4 INCHES
2.8 INCHES
MAIN ROTOR DIAMETER
53 FEET − 8 INCHES
9 FEET −
5 INCHES
WHEEL BASE 29 FEET
7 FEET − 1 FOOT − 6 FEET −
7 INCHES 7 INCHES 6 INCHES
LENGTH − ROTORS AND PYLON FOLDED 41 FEET − 4 INCHES
FUSELAGE LENGTH 50 FEET − 7.5 INCHES
OVERALL LENGTH 64 FEET − 10 INCHES
AA0514B
SA
Figure 2-2. Principle Dimensions
2-5
TM 1-1520-237-10
TURNING
RADIUS
41 FEET
7.7 INCHES
O
* TAIL ROTOR IS CANTED 20 . UPPER
TIP PATH PLANE IS 16 FEET 10 INCHES
ABOVE GROUND LEVEL
16 FEET *
12 FEET 10 INCHES
4 INCHES
9 FEET
7 FEET
5 INCHES
7 INCHES
ROTOR 6 FEET
ROTOR
TURNING 6 INCHES
STATIONARY
12 FEET 11 FEET 12 FEET
1 INCH 4 INCHES WHEELBASE 29 FEET 5 INCHES AA0402
SA
Figure 2-3. Turning Radius and Clearance
2-6
TM 1-1520-237-10
25
24
1
23
2
3
3
4
22
21
6
20
5
7 7
19 8
12
9
10
10
11
13 11
ST CH
LI DA ECK
K AP T
EC M ST A & LIST
H &
C A GE OW MA 12
T A AG P
DATOW E
S
13
15
16 11 14
18 17
1. UPPER CONSOLE 9. INSTRUMENT PANEL 19. STANDBY (MAGNETIC COMPASS)
2. PILOT’S COCKPIT UTILITY LIGHT 10. VENT / DEFOGGER 20. NO. 1 ENGINE POWER CONTROL LEVER
3. FREE−AIR TEMPERATURE GAGE (ON 11. ASHTRAY 21. NO. 1 ENGINE OFF / FIRE T−HANDLE
HELICOPTERS WITH HEATED CENTER 12. PEDAL ADJUST LEVER 22. NO. 1 ENGINE FUEL SELECTOR LEVER
WINDSHIELD) 13. MAP / DATA CASE EH 23. AC ESNTL BUS CIRCUIT BREAKER
4. NO. 2 ENGINE FUEL SELECTOR LEVER 14. CABIN DOME LIGHTS DIMMER PANEL
5. NO. 2 ENGINE OFF / FIRE T−HANDLE 15. CHAFF RELEASE SWITCH EH 24. COPILOT’S COCKPIT UTILITY LIGHT
6. NO. 2 ENGINE POWER CONTROL LEVER 16. PARKING BRAKE LEVER 25. FREE−AIR TEMPERATURE GAGE (ON
7. WINDSHIELD WIPER 17. FUEL BOOST PUMP PANEL HELICOPTERS WITHOUT HEATED
8. INSTRUMENT PANEL GLARE SHIELD CENTER WINDSHIELD) AB0821_1
18. LOWER CONSOLE UTILITY LIGHT SA
Figure 2-4. Cockpit Diagram (Sheet 1 of 2)
2-7
TM 1-1520-237-10
26 27
48
48
28
28
29
29
30
30
31
47
32
31
32
ST CH
LI DA ECK
K AP T
H EC M ST A & LIST
&
C A GE OW MA
T A AG P
46 DATOW E 33
S
38
34
45
35
36
44 43 42 41 40 39 38 37
34. CREW CHIEF / GUNNER ICS CONTROL 41. BATTERY / BATTERY UTILITY BUS
26. COCKPIT FLOODLIGHT CONTROL CIRCUIT BREAKER PANEL
PANEL
27. UPPER CONSOLE
35. CREW CHIEF AMMUNITION / GRENADE 42. FIRE EXTINGUISHER
28. MASTER WARNING PANEL STOWAGE COMPARTMENT 43. GUNNER’S ICS CONTROL PANEL
29. SLIDING WINDOW 36. STOWAGE BAG 44. FIRST AID KIT
30. COCKPIT DOOR EMERGENCY RELEASE 37. COLLECTIVE STICK FRICTION CONTROL 45. GUNNER’S AMMUNITION / GRENADE
31. CYCLIC STICK 38. COLLECTIVE STICK GRIP 46. COPILOT’S SIDE LOWER CONSOLE
32. DIRECTIONAL CONTROL PEDALS 39. ENGINE IGNITION KEYLOCK AFMS 47. AUXILIARY FUEL MANAGEMENT PANEL
33. PILOT’S SEAT 40. LOWER CONSOLE 48. FORWARD COCKPIT AIRBAG
AB0821_2
SA
Figure 2-4. Cockpit Diagram (Sheet 2 of 2)
2-8
TM 1-1520-237-10
D E
CABIN DOME
LIGHTS (THREE)
G A
TROOP COMMANDER’S
ANTENNA COAX
C
ON HELICOPTERS
EQUIPPED WITH B
AUXILIARY ELECTRICAL
CABIN HEATER G GUST LOCK GUST LOCK
RELEASE HANDLE
STA BUTTON
378.50
STA
349.50 GUST LOCK CONTROL
STA
332.50
ACCUMULATOR
PRESSURE GAGE
ACCUMULATOR
HAND PUMP
PUSH−TO−TALK
SWITCH
E B ACCUMULATOR
MANUAL
START
VALVE
TROOP COMMANDER’S HANDSET
ACCUMULATOR
RE
AR
PISTON POSITION
INDICATOR
APU ACCUMULATOR
(LOOKING UP)
HEATER AIR
INLET PORT
C
ON ON
1 2 3 4 5 AUX NAV
OFF OFF
2 3
C C
O 1 4 O
M N
M VOL T
ICS 5 HOT MIKE
D
OFF HEATER TEMPERATURE
67 CONTROL
TROOP COMMANDER’S ICS CONTROL
50 85
ON HELICOPTERS EQUIPPED WITH
AUXILIARY ELECTRICAL CABIN HEATER
(LOCATED BELOW LEFT GUNNER’S WINDOW) AA0323_1E
SA
Figure 2-5. Cabin Interior (Sheet 1 of 3)
2-9
TM 1-1520-237-10
FAULT INDICATION FAULTS
T−62T−40−1
BITE # DECODED BITE INFORMATION
1 2 3 4
RESET
START FUEL VALVE & EXCITER SIGNAL OUT (5%)
START
MAIN FUEL VALVE SIGNAL OUT (14%)
SEQUENCE
START FUEL VALVE & EXCITER SIGNAL OFF (70%)
90% RPM SWITCH ON
READY FOR SERVICE (90% + 1.5 SEC)
PROCESSOR BOARD FAILURE
FAULT INDICATION FAULTS SENSOR/DATA BOARD FAILURE
OVERTEMPERATURE
T−62T−40−1 OVERSPEED
BITE # DECODED BITE INFORMATION UNDERSPEED
OPERATION
1 2 3 4 5 FAIL TO START
POWER ON RESET LOW OIL PRESSURE
START COMMAND RECEIVED HIGH OIL TEMPERATURE (WARNING)
START FUEL AND EXCITER ON FAIL TO LIGHT (NO DATA)
START
MAIN FUEL ON SHORTED THERMOCOUPLE PROBE (WARNING)
SEQUENCE
START FUEL AND EXCITER OFF OPEN THERMOCOUPLE
90% RPM PROCESSOR SEQUENCE FAIL
READY TO LOAD NO DATA
NORMAL OPERATION
DESU FAILURE
APU ELECTRONIC SEQUENCE UNIT FAULT INDICATION
−SPARE− (ON HELICOPTERS EQUIPPED WITH T−62T−40−1 APU)
OVERTEMPERATURE RUN
OPERATION OVERSPEED
UNDERSPEED
FAIL TO ROTATE FAULT INDICATION FAULTS
LOW OIL PRESSURE
HIGH OIL TEMPERATURE GTC−P36−150
SHORTED OIL PRESSURE SW BITE # DECODED BITE INFORMATION
T/C SHORTED 1 2 3 4
EICAS LINES FAULT RESET (START INITIATED)
T/C OPEN CIRCUIT FAULT START FUEL VALVE AND IGNITION SIGNAL ON (5%)
LOSS OF SPEED DATA SEQUENCE START VALVE SIGNAL OFF (70%)
−SPARE− IGNITION SIGNAL OFF (95%)
POWER INTERRUPT
READY FOR SERVICE (LOSS OF DC POWER)
RTL INDICATOR FAILURE
MALF INDICATOR FAILURE ESU FAILURE
A/C START SYSTEM FAILURE
MAX FUEL VALVE FAILURE
HOT INDICATOR FAILURE OVERTEMPERATURE
MAIN FUEL VALVE FAILURE OVERSPEED
ANTI−SURGE VALVE FAILURE UNDERSPEED
START CIRCUIT FAILURE FAIL TO START
START FUEL/EXCITER FAILURE OPERATION LOW OIL PRESSURE
ILLOGICAL SWITCH INPUTS OIL PRESSURE SWITCH FAILED
FAIL TO LIGHT THERMOCOUPLE FAILED
FAIL TO ACCEL (START FUEL) MONOPOLE FAILED
FAIL TO ACCEL (START & MAIN) FUEL SOLENOID FAILED
FAIL TO ACCEL (MAIN FUEL) FUEL TORQUE MOTOR FAILED
SLOW ACCEL (TIME OUT) IGNITION UNIT FAILED
OVERTEMPERATURE (START) HOT SENSOR FAILED
APU START SWITCH FAILURE NO DATA
APU DIGITAL ELECTRONIC SEQUENCE APU ELECTRONIC SEQUENCE UNIT FAULT INDICATION
UNIT FAULT INDICATION (ON HELICOPTERS EQUIPPED WITH GTC−P36−150 APU)
(ON HELICOPTERS EQUIPPED WITH T−62T−40−1 APU)
AA0323_2D
SA
Figure 2-5. Cabin Interior (Sheet 2 of 3)
2-10
TM 1-1520-237-10
LOW MEDIUM HIGH
ROTATE
FLOW CONTROL
OPTION II CABIN HEATER EJECTOR
AA0323_3
SA
Figure 2-5. Cabin Interior (Sheet 3 of 3)
and the advisory will disappear. Power for the advisory the glare shield, to inform the pilot of conditions that
comes from the No. 1 dc primary bus through a circuit require immediate action.
breaker marked LIGHTS ADVSY.
2.11.2 Instrument Panel. EH The instrument panel of
2.10.3 Tail Landing Gear. The tail landing gear is the EH-60A is as shown on Figure 2-9. Refer to Chapter 3
below the rear section of the tail cone. It has a two-stage for description and operation of systems switch panels and
oleo shock strut, tailwheel lock system fork assembly, Chapter 4 for BDHI, CREW CALL switch, FLARE
yoke assembly, and a wheel and tire. The fork assembly is switch and ECM ANTENNA switch and countermeasure
the attachment point for the tailwheel and allows the wheel set ALQ-156.
to swivel 360°. The tailwheel can be locked in a trail
position by a TAILWHEEL switch in the cockpit 2.11.3 Vertical Instrument Display System (VIDS).
indicating LOCK or UNLK. The fork is locked by an The VIDS consists of a vertical strip central display unit
electrical actuator through a bellcrank and locking pin. (CDU), two vertical strip pilot display units (PDU), and
When the pin is extended, the switch will indicate LOCK. two signal data converters (SDC). Those readings are
When the pin is retracted, the switch will indicate UNLK. shown by ascending and descending columns of
Power to operate the locking system is by the dc essential multicolored lights (red, yellow, and green) measured
bus through a circuit breaker marked TAIL WHEEL against vertical scales which operate in this manner: the
LOCK. segments will light in normal progression and remain on as
the received signal level increases. Those scales will go off
2.11 INSTRUMENT PANEL. in normal progression as the received signal level
decreases. Scales with red-coded and/or amber-coded seg-
2.11.1 Instrument Panel. UH Engine and dual flight ments below green-coded segments operate in this manner:
instruments are on the one-piece instrument panel (Figure when the received signal level is zero or bottom scale, the
2-9). The panel is tilted back 30°. The master warning segments will light in normal progression and will remain
panels are mounted on the upper instrument panel below on. When the first segment above the red or amber range
2-11
TM 1-1520-237-10
PILOT ECM CONSOLE ECM OPERATOR SEAT ECM EQUIPMENT RACK MISSION INTERFACE PANEL
COPILOT DF CONSOLE DF OPERATOR SEAT OBSERVER SEAT DF EQUIPMENT RACK AA0401
SA
Figure 2-6. Cabin Mission Equipment Arrangement EH
goes on, all red-coded or amber-coded segments will go parameter data from the No. 1 and No. 2 engines, trans-
off. These segments will remain off until the received mission, and fuel system; provides processing and
signal level indicates a reading at or within the red or transmits the resulting signal data to the instrument dis-
amber range. At that time all red-coded or amber-coded play. The No. 1 engine instruments on the CDU and
segments will go on and the scale display will either go on copilot’s PDU, receive signal data from the No. 1 SDC
or go off in normal progression, depending upon the (CHAN 1). The No. 2 engine and main transmission
received signal level. The CDU and PDUs contain instruments on the CDU and pilot’s PDU, receives signal
photocells that automatically adjust lighting of the indica- data from the No. 2 SDC (CHAN 2). If either SDC fails,
tors with respect to ambient light. If any one of the three the corresponding CHAN 1 or 2 light will go on, and it is
photocells should fail, the lights on the vertical scales of likely the pilot’s or copilot’s PDU and the corresponding
the PDUs or CDU may not be at the optimum brightness instruments will fail. Failure of a lamp power supply
for the ambient conditions. The DIM knob on the CDU within an SDC will cause every second display light on the
contains an override capability which allows the pilot to CDU to go off. Both SDCs receive % RPM R; and %
manually set the display light level. The SDCs receive RPM 1 and 2 and % TRQ information from both engines.
2-12
TM 1-1520-237-10
Table 2-1. Weight-On-Wheels (WOW) Functions
WOW SWITCH FUNCTION ON GROUND IN FLIGHT
Backup Pump Automatic Operation Disabled (Except when APU Enabled
accumulator is low)
Hydraulic Leak Test System Enabled Disabled
Backup Pump Thermal Switch Enabled Disabled
Low % RPM R Audio Warning Disabled Enabled
SAS/FPS Computer Degraded Enabled
Generator Underfrequency Protection Enabled Disabled
IFF Mode 4 Operation Disabled Automatic Zeroize Enabled Automatic Zeroize
External Stores Jettison Disabled Enabled
ERFS AUX FUEL INCR/DECR Switch Enabled Disabled
AFMS 5 minute delay before continuous Enabled Disabled
BIT (CBIT) monitors attitude sensor after
AFMP power up
AFMS AFMP Power up BIT (PBIT) and Enabled Disabled
Initiated BIT (IBIT)
Therefore if one SDC fails only one PDU will provide % 2.11.4.2 Dim Control. The DIM control allows the
RPM 1 and 2 and % TRQ for both engines. pilot to set a desired display light level of the CDU and
PDUs in accordance with the ambient light, or override the
2.11.4 Central Display Unit. The CDU contains auto-dim sensors. If the auto-dim circuitry should fail or
instruments that display fuel quantity, transmission oil malfunction, turn the DIM control fully clockwise to
temperature and pressure, engine oil temperature and pres- regain illumination of the CDU and PDUs.
sure, turbine gas temperature (TGT), and gas generator
speed (Ng) readings. Those readings are shown by 2.11.4.3 CDU and PDU Digital Control. An ON,
ascending and descending columns of multicolored lights OFF DIGITS control switch is on the CDU to turn on or
(red, yellow, and green) measured against vertical scales. off the digital readout displays on the CDU and PDUs. If a
If the instrument contains low range turnoff (red or yellow digital processor fails, all digital displays will go off.
lights below green lights) they will go off when the system
is operating within the normal range (green). If the instru- 2.11.5 Pilot’s Display Unit. The PDU displays to the
ment contains yellow or red lights above the green range, pilot engine power turbine speed (% RPM 1 and 2), rotor
the green as well as the yellow or red will stay on when speed (% RPM R), and torque (% TRQ). Readings are
operating above the green range. The operating ranges for shown by ascending and descending columns of
the different instruments are shown in Figures 5-1 and 5-2. multicolored lights (red, yellow, and green) measured
Digital readouts are also installed on the TOTAL FUEL against vertical scales. A TEST switch provides a means
quantity, TGT, and Ng gages. of electrically checking all PDU scale lamps and digital
readouts. When the TEST switch is pressed, all PDU scale
2.11.4.1 Lamp Test System. The lamp test provides a lamps should light and digital readouts should display 188.
means of electrically checking all CDU scale lamps, The % RPM indicators contain low range turnoff below
digital readouts, and % RPM RTR OVERSPEED lights the normal operating range. Three overspeed lights at the
on the PDUs. When the PUSH TO TEST switch on the top will go on from left to right when a corresponding ro-
CDU is pressed, all CDU scale lamps should light, digital tor speed of 127%, 137%, and 142% is reached. Once a
readouts should display 888, and three RTR OVER- light is turned on, a latch prevents it from going off until
SPEED lights on the PDUs should be on. reset by maintenance. Power for the PDUs is from No. 1
2-13
TM 1-1520-237-10
WHITE
28V #387
F
OPEN
F
O
BLUE
SPARE
LAMPS
DC ESNTL BUS CARGO HOOK
FUEL
*
ESSS EMERG REL CONTR ARMING
DC ESNTL BUS
CARGO FIRE DET ESNTL BATT
ICS NO. 1 VOR / ILS CHIP DUMP JTSN TEST NORM CKPT SAFE STAB HOOK NO.1 NO.2 DC BUS
O
2 2 5 2 5 5 7.5 P 7.5 5 5 5 5 10
PILOT COPILOT VHF FM DET CONTR OUTBD
E
N PWR EMER ENG ENG SENSE SPLY
C
SHORT ALL ARMED
COMM SCTY SET UHF CAUT / BACKUP HOIST
*
ESSS APU
NO. 1 TAIL
LIGHTS
NO. 1 FM UHF AM AM CONTR FIRE EXTGH
ADVSY HYD CABLE JTSN SAS ENG WHEEL SEC CONTR SRCH
2 2 7.5 5 5 5 7.5 5 5 5 5 20 5
PNL CONTR SHEAR INBD OFF
BOOST START LOCK PNL PWR CONTR
ON APU
GENERATORS WINDSHIELD
FORMATION LT GLARESHIELD EXT PWR BATT APU NO. 1 NO. 2 WIPER
4 5 LIGHTS RESET
R
TEST
R
TEST
R
TEST OFF
VENT
BLOWER
HEATER
MED A
3 PARK LOW
O O O E O E O E
F F F S F S F S O O
2 F F F E F E F E HI F F
T T T F F
1 ON ON ON ON ON
ON ON
OFF BRT NO. 1 ENG OVSP FIRE DETR TEST NO. 2 ENG OVSP OFF HI
OFF
TEST A TEST B OPER TEST A TEST B
CONSOLE LT
LIGHTED CPLT FLT 1
SWITCHES INST LTS UPPER LOWER
2
AIR SOURCE
FUEL PUMP HEAT / START
APU BOOST ENGINE
FIRE EXTGH BRT BRT
OFF BRT OFF BRT O O OFF OFF
RESERVE
F F
O
F F INSTR LT
F
CARGO CABIN FUEL PRIME APU
F NON FLT PILOT FLT
HOOK LT DOME LT
NAV LTS WHITE MAIN
N
O O O
R F F
M F F
IR ON BLUE
OFF BRT OFF BRT
POSITION ANTICOLLISION
LIGHTS LIGHTS ENG ANTI−ICE PITOT
DIM STEADY UPPER DAY NO. 1 NO. 2 HEAT
B
O O O O O O
F T F F F F
F H F F F F
BRT FLASH LOWER NIGHT ON ON ON
BACKUP HYD WINDSHIELD ANTI−ICE
HYD PUMP LEAK TEST COPILOT CTR PILOT
OFF RESET
A N O O O
U O F F F
T R F F F
O M ON ON ON
ON TEST
B
W AHRS
TYPICAL
AA0364_1C
SA
Figure 2-7. Upper Console (Sheet 1 of 3)
2-14
TM 1-1520-237-10
WINDSHIELD ANTI−ICE
COPILOT PILOT
O O
HEATER F F
FWD/AFT MED F F
ON ON
O
F
B PITOT
F HEAT
FWD A
O
OFF HI F
F
(ON HELICOPTERS EQUIPPED WITH ON
OPTION II CABIN HEATER SYSTEM)
(ON HELICOPTERS EQUIPPED WITHOUT
HEATED CENTER WINDSHIELD)
DC ESNTL BUS
CARGO PILOT FIRE DET ESNTL BATT
STAB HOOK TURN NO.1 NO.2 BUS BUS
7.5 5 2 5 5 5 10
PWR EMER DETR ENG ENG SENSE SPLY
LIGHTS
NO. 1 TAIL
SAS ENG WHEEL SEC CONTR SRCH
5 5 5 5 20 5
BOOST START LOCK PNL PWR CONTR
W/O AHRS
AA0364_2C
SA
Figure 2-7. Upper Console (Sheet 2 of 3)
2-15
TM 1-1520-237-10
WHITE
28V #387
F
OPEN
F
O
BLUE
SPARE
LAMPS
ECS
DC ESNTL BUS DC ESNTL BUS
TEMP CONT AIR COND Q/F
ESSS HTR PWR PILOT FIRE DET ESNTL BATT
ICS JTSN COOL
NO. 1 VOR / ILS CHIP STAB TURN NO.1 NO.2 DC BUS
O O O
2 2 5 2 5 7.5 F F F 7.5 2 5 5 5 10
F F F
PILOT COPILOT VHF FM DET OUTBD FAN ON ON PWR RATE ENG ENG SENSE SPLY
COOL WARM
APU LIGHTS
COMM SCTY SET UHF CAUT / BACKUP ESSS NO. 1 TAIL
NO. 1 FM UHF AM AM ADVSY HYD JTSN CONTR FIRE EXTGH SAS ENG WHEEL SEC CONTR SRCH
2 2 7.5 5 5 7.5 5 5 5 5 20 5
OFF
PNL CONTR INBD BOOST START LOCK PNL PWR CONTR
ON APU
GENERATORS
FORMATION LT GLARESHIELD WINDSHIELD
EXT PWR BATT APU NO. 1 NO. 2 WIPER
5 LIGHTS RESET TEST TEST TEST
4 HEATER
R R R OFF VENT
3 MED
O O O E O E O E PARK LOW BLOWER
F F F S F S F S
2 O O
F F F E F E F E F F
T T T HI
1 ON ON ON ON ON F F
ON ON
OFF OFF BRT NO. 1 ENG OVSP FIRE DETR TEST NO. 2 ENG OVSP
OFF HI
TEST A TEST B OPER TEST A TEST B
CONSOLE LT
LIGHTED CPLT FLT 1
SWITCHES INST LTS UPPER LOWER
2
AIR SOURCE
FUEL PUMP HEAT / START
APU BOOST ENGINE
FIRE EXTGH
OFF BRT OFF BRT O O OFF BRT OFF BRT
RESERVE
F F
O
F F INST LT
F
CARGO CABIN FUEL PRIME APU
F NON FLT PILOT FLT
HOOK LT DOME LT
NAV LTS WHITE MAIN
N
O O O
R F F
M F F
IR ON BLUE
OFF BRT OFF BRT
POSITION ANTICOLLISION
LIGHTS LIGHTS ENG ANTI−ICE PITOT
DIM STEADY UPPER DAY NO. 1 NO. 2 HEAT
B
O O O
F T F O O O
F F F F F
H
BRT FLASH LOWER NIGHT F F F
ON ON ON
BACKUP HYD WINDSHIELD ANTI−ICE
HYD PUMP LEAK TEST COPILOT CTR PILOT
OFF RESET
A N O O O
U O F F F
T R F F F
O M ON ON ON
ON TEST
EH
AA0364_3
SA
Figure 2-7. Upper Console (Sheet 3 of 3)
2-16
TM 1-1520-237-10
EMER STORES JETTISON
JETT M
ALN
ALL JETT I
BOTH
R
INBD OUTBD
BOTH
R
S
C
TAIL SERVO
NORMAL SLAVE DG CCAL
FAIL A
H
C
S FUEL R
TAIL GYRO
W IND S
L L WHEEL ERECT
TEST BACKUP MODE FUNC ENT
OFF ALL
SYS TGT
FLY TO EPE STAT STR
PLAIN MODE
1 7 : B ANDO 0 3 0MG 9 1 C / RAD
OP
BRT GP S : M N A V : C MAL LD
KY
GS : 1 1 7KM / HR 58
RV
2 0 0 0 .0 DIM TK : 0 2 5 " R
Z
DELAY
C 3 4
A A
D
F
U
E
R
O
I
2
1
5
6
ON
TAKE Z
1 3 5
MAN TEST VOL CMD ADF G E FILL
P PP LTR LTR LTR 2 4 6 POWER
KYBD
2182 ANT S GS/TK DIST / BRG LEFT MID RIGHT
/ NAV M TIME
500 TONE OFF D
P XTK/TKC WP
KEY TGT F1 ABC DEF GHI
L
R 1 2 3
WIND−UTC DATUM
DATA ROUTE
CHAN
TGT JKL MNO PQR
DISPLAY STR 4 5 6 1
TEST MGRS
MB NAV N
LAMP LAT / INC STU VWX YZ*
VOL VOL A
B
TEST LONG (+) 7 8 9
N V
A OFF GPS
V LDG DEC CLR # ENT
(−) 0 (PAGE) 3 0 0 0 00
MB MODE
HI TEST
LO ON
OFF
STABILATOR CONTROL
MAIN VOL PRESET
AUTO
BLANK OR TACAN MAN SLEW
UP TEST CONTROL
R
U
OFF BOTH
ADF
MANUAL GUARD
OR 12 PT O
F
F
ON
E
S
H
F
E TONE OFF ON
T SQUELCH
ON 1 2 3 4 5 AUX NAV ON DN
AUTO FLIGHT CONTROL
SAS 1 SAS 2 TRIM FPS
ON 1 2 3 4 5 AUX NAV ON
OFF OFF
2 3
C C
1 4 O ON ON ON ON
O
M N OFF OFF
VOL ICS 5 2 3
M HOT MIKE T C C
1 4 O
BOOST FAILURE ADVISORY O
M ICS 5 N
R R M VOL HOT MIKE T
E CPTR SAS 2 ACCL CLTV E
OFF
ON S S
TRIM RGYR A/S GYRO
E E
T T
OFF
IFM RF PWR
POWER ON RESET
PRESET
2 3 4 NORM HI
1 5 LO
MAN 6 OFF PRESET IFM RF PWR
CUE 1 2
L E
3 FREQ 2 3 4 NORM HI
1 5 LO
MODE
HOM V MAN 6 OFF
4 5 6 ERF SC O 14 1 0 50 C L E
FUNCTION OFST CUE
FH L O 1 2 3 FREQ
RXMT
SQ OFF LD L
FH−M
S T M MODE
7 8 9 TIME Q O M ERF HOM
SQ ON LD−V 4 5 6 SC
D N FUNCTION OFST
TEST Z−A I E FH
RXMT FH−M
CLR H−Ld Sto S EMER SQ OFF LD L
OFF STOW 0 ENT 7 8 9
VOL FM AM PRESET SQ ON LD−V TIME
DF
MAN LOAD 9 TEST Z−A
CLR H−Ld Sto
PRE TR OFF STOW 0 ENT
VOL
OFF
PLAIN MODE
C / RAD
OP
LD TEST TEST/MON TOP MASTER PLAIN MODE
IM IM N C / RAD
KY D D A
RV O D Y OFF OP
PRE S
PRE S
58 G N I B
T
LD
N ORM ST
DELAY G T
ES
ES
R O V
S S O
C
Z
3 4 TO T TO T BOT KY
E ON RAD RV
U 2 5 TEST 58
R M−1 M−2 M−3 / A M−C TEST R DELAY
R
O E
Z
O
EM C 3 4
I O E ON
Z 1 6 N N
STATUS U R 2 5
1 3 5
E
2 4 6 FILL OUT O
POWER I
ALT KIT ANT Z 1 6
1 3 5
CODE E FILL
MODE 4 2 4 6 POWER
A REPLY
H TEST AUDIO IDENT
FLARE ARM CHAFF
B
OL
L M
DI
D
ST I
ZER O
E
PRE S
D IM
O
S TO T
G
T
0 0 0 0 N O
H CURSOR
ES
I U
DISP S
ES
T TO T T
PR F
CONT F OUT
MIC
MODE 1 MODE 3 / A
ARM
R MAN
I F OFF PGRM
0 0 1 2 0 0
P I
P R
VALUE
L E
E
SAFE
T/R ALE 4 5
SILENT PRE ECCM 3 6
ZERO
(PULL) MAN EMER
2
STBY
1
OFF
FUEL BOOST PUMP CONTROL KEY DATA
DTM OR 12 PT ON ON
VOL
SQL
NO. 1 NO. 2
PUMP PUMP
PWR SELF DSCRM OFF OFF
ON + ON
OFF TEST OFF AUDIO
BATT &
PARKING BRAKE
ESNTL BUS ESNTL DC FUEL BATT
DC AC & WARN PRIME B BUS FIRE
A
B 50 5 5 5 T 5 5
A T
CHAFF FAIL
T SPLY CONV EXT PWR BOOST CONTR EXTGH DISPENSE GPS BRT D / U D / U BRT
T WARN CONTR U ZEROIZE
UTIL
APU LTS T
B CABS APU
I DIM L / R ON L/R DIM
U DSPL POS DSPL POS
5 5 5 5 2 L 5
S CPLT PLT
+
CONTR FIRE GEN CKPT B CONTR MODE MODE
INST DET CONTR U INST P−PGM ALT/P/R ADJ
1−4 BIT 1−4
S DEC INC
OP NXT SEL ON
CP−PGM DCLT ACK PGM DCLT OFF
OFF
VHF / UHF FM 1 / UHF
FM 2 / VHF FM 1 / VHF
FM 2 / UHF FM 1 / FM 2
RADIO RETRANSMISSION
6 5 4
BAT U
3 2 1
PRESET MODE
OFF AUDIO
REM PT
PWR
6 MAN CT
1 RK (PULL)
4 2 3
OFL EB Z ALL
OFF
PNL INIT CIK
100
BRT KY−
OFF
DSPL
FILL
AA0385_1J
SA
Figure 2-8. Lower Console (Sheet 1 of 3) UH
2-17
TM 1-1520-237-10
KILOCYCLES
CW
80
T 2 9 90 VOICE
U TEST
A N
D E
F
R
C
V COMP ANT LOOP
R OFF LOOP
AUDIO
L R
NAV VOL MB VOL
108.00
OFF OFF
B
VOR / MB MB SENS
TEST
HI
LO
COMPASS
+ SLAVED +
PUSH TO
FREE SET
W/O AHRS
AA0385_2E
SA
Figure 2-8. Lower Console (Sheet 2 of 3) UH
2-18
TM 1-1520-237-10
M COMPASS
I
S TAIL SERVO
C NORMAL + 0 SLAVED 0 +
S FUEL TAIL GYRO
W IND
COVER TEST
WHEEL ERECT
BACKUP
PUSH TO
FREE SET
PLAIN MODE
KILOCYCLES C / RAD
OP
CW LD
80
KY RV
T 2 9 90 VOICE 58
R DELAY
U TEST Z
4
A C 3
N U
E
ON
D E R 2 5
F O
I
Z 1 6
R E 1 3 5
C 2 4 6 FILL
POWER
V COMP ANT LOOP
R OFF LOOP
ABC DEF
AUDIO
MRK 1 M 3
DEST 2
INS STR
L R CHAN
STR GHJ KLM NPQ
POS TCN
W 5 E
6
1
4
RST UVW XYZ
I
ON 1 2 3 4 5 AUX NAV ON I
BIT S
7 8 9
N
NAV
S NORM UPDT LTR 3 0 0 0 00
OFF OFF DEST FAST USE 0 CLR
2 3
C C
1 4 O OFF
O _ BRT
M ICS 5 N TEST
M VOL HOT MIKE T FACK
CAL
ATTD
MAIN VOL PRESET
OFF BOTH MANUAL GUARD
OFF U ADF
STABILATOR CONTROL
H
F
NAV VOL MB VOL MAN SLEW AUTO OFF ON
CONTROL TONE
UP TEST SQUELCH
108 00 R
O E
OFF OFF F ON S ON 1 2 3 4 5 AUX NAV ON
F E
T
VOR / MB MB SENS DN
TEST OFF OFF
HI AUTO FLIGHT CONTROL
2 3
SAS 1 SAS 2 TRIM FPS C C
LO 1 4 O
O
M ICS 5 N
M VOL HOT MIKE T
ON ON ON ON
PLAIN MODE
C / RAD
OP BOOST FAILURE ADVISORY OFF
LD
KY
R R
RV E CPTR SAS 2 ACCL CLTV E
58 PLAIN
R DELAY ON S S MODE
C
Z
3 4 E TRIM RGYR A/S GYRO
E C / RAD
E
ON OP
U R 2 5 T T
O
LD
I
POWER ON RESET KY
1 6 RV
Z 58
E 1 3 5 R DELAY
2 4 6 FILL Z
4
POWER C E 3
U
ON
R 2 5
O
I
TEST TEST/MON TOP MASTER Z 1 6
M M E 1 3 5
DI DI N A 2 4 6 FILL
O D OFF POWER
BY
VHF−FM NO. 2 N
P R ES
P R ES
G I
T
N ORM S T
G T
ES
ES
O V
S S O
TO T TO T
AN/ARC−201 TEST
BOT
RAD
M−1 M−2 M−3/A M−C
R
O O
TEST E
EM VHF−FM NO. 1
N N STATUS AN/ARC−201
OUT
V
O 14 1 0 50 C ALT KIT ANT
L O CODE
MODE 4
T M
S
Q O M
A
H TEST AUDIO REPLY IDENT IFM CONTROL
B
N
OL
D L M
E DI
D
I I
ZERO
S O
P R ES
EMER G
T
N O
ES
FM AM I H U
PRESET DF T S
F TO T T
MAN LOAD 9 F MIC FLARE ARM CHAFF
OUT OUT
PRE TR ST
E
DIM
S TO T
OFF MODE 1 MODE 3 / A
3 0 6 0
DISP
ES
PR
CONT
0 0 1 2 0 0
FUEL BOOST PUMP CONTROL ARM
R
I F MAN PGRM
ON ON P I
P R
NO. 1 NO. 2 L E
PUMP PUMP E
RADIO RETRANSMISSION
SAFE
OFF OFF
FM 1 / FM 2 FM 2 / UHF
PWR SELF DSCRM
FM 1 / VHF FM 2 / VHF
ON + ON
FM 1 / UHF VHF / UHF OFF TEST OFF AUDIO
OFF
ALQ NO ALQ−156 ALQ−144
COVER 162 GO
AN/ALQ−162 CW
THRT
CW
JAM
CM
JAM
CM
INOP
IRCM
INOP
BATT &
PARKING BRAKE
ESNTL BUS ESNTL DC FUEL BATT
DC AC & WARN PRIME B BUS FIRE
A
B 50 5 5 5 T 5 5
A T CHAFF
T SPLY CONV EXT PWR BOOST CONTR EXTGH DISPENSE
T WARN CONTR U
UTIL
APU LTS T
B CABS APU
I
U
5 5 5 5 2 L 5
S
CONTR FIRE GEN CKPT B CONTR
INST DET CONTR U INST
S
AA1304_2C
SA
Figure 2-8. Lower Console (Sheet 3 of 3) EH
2-19
TM 1-1520-237-10
and No. 2 ac and dc primary buses through circuit breakers obstruction will increase the probability
marked NO. 1 AC INST/NO. 1 DC INST and NO. 2 AC and severity of injury.
INST/NO. 2 DC INST, respectively. Refer to Figures 5-1
and 5-2 for instrument markings. The pilots’ seats provide ballistic protection and can be
adjusted for the pilots’ leg length and height. The pilot’s
2.12 DOORS AND WINDOWS. seat is on the right side, and the copilot’s is on the left.
Each seat has a one-piece ceramic composite bucket at-
2.12.1 Cockpit Doors. The crew compartment is tached to energy absorption tubes. Each seat is positioned
reached through two doors, one on each side of the on a track with the bucket directly above a recess in the
cockpit. The doors swing outward and are hinged on the cockpit floor. Crash loads are reduced by allowing the seat
forward side. Each door has a window for ventilation. In- and occupant to move vertically as a single unit. Occupant
stalled on the back of each door is a latch handle to allow restraint is provided by a shoulder harness, lap belts, and a
unlatching the door from either inside or outside the crotch belt.
cockpit. Emergency release handles are on the inside
frame of each door (Figure 9-1). They allow the cockpit 2.13.1.1 Seat Height Adjustment.
doors to be jettisoned in case of an emergency. There is an
emergency release pull tab on the inside forward portion of
each cockpit door window for pilot egress. Data compart-
ments are on each cockpit door. WARNING
2.12.2 Troop/Cargo (Cabin) Doors. Aft sliding doors
To prevent injury to personnel, do not
are on each side of the troop/cargo compartment. Single-
release either the normal or emergency
action door latches allow the doors to be latched in the
vertical adjust levers unless someone is
fully open or fully closed positions. Each of the two doors
sitting in the seat. The extension springs
incorporate two jettisonable windows, for emergency exit
are under load at all times. With seat at
(Figure 9-1).
lowest position, the vertical preload on
the seat could be as high as 150 pounds.
2.12.3 Crew Chief/Gunner Windows. The Crew
If no one is in the seat and vertical adjust
Chief/Gunner Stations have forward sliding hatch
lever(s) is released, the seat will be
windows, split vertically into two panels. A spring-loaded
snapped to the highest stop. Anyone
security latch is installed on each gunner’s aft window, to
leaning over the seat or with hands on
prevent the window opening from the outside. The dead
guide tubes above linear bearings will be
bolt lock requires activation of the security latch lever
seriously injured.
from inside the helicopter. Another window latch bar is
actuated to allow the forward window to be moved to a
Vertical seat adjustment is controlled by a lever on the
stowed position. The windows may be opened to move a
right front of the seat bucket. Springs are installed to
machine gun into position for firing.
counterbalance the weight of the seat. The lever returns to
the locked position when released.
2.12.4 Door Locks. Key door locks are installed on
each of the cabin, cockpit and avionics compartment
2.13.1.2 Forward and Rear Adjustment. The seat is
doors. A common key is used to lock and unlock the doors
adjusted for leg length by a locking lever on the left front
from the outside to secure the helicopter. Each crew chief/
of the seat bucket. The lever is spring-loaded and returns
gunner sliding window is locked from the inside only.
to the locked position when released.
2.13 CREW SEATS.
2.13.1.3 Emergency Tilt Release Levers. The
emergency tilt release levers are on each side of the seat
2.13.1 Pilots’ Seats. support frame. The seat may be tilted back into the cabin
for removal or treatment of a wounded pilot. Seat tilting
can be done from the cabin only when the seat is in the
WARNING full down and aft position. On RA-30525 seats, tilting is
achieved by pushing the tilt levers in toward center, and
then pulling the seat top rearward. On D3801 and D3802
Do not store any items below seats. Seats seats, tilting is achieved by pushing the tilt levers
stroke downward during a crash and any outboard, and then pulling the seat top rearward.
2-20
TM 1-1520-237-10
#1 ENG #2 ENG MA WRN CAUT/ADVSY
RAD ALT
OUT OUT
FUEL XMSN ENG
RADIO CALL QTY TEMP PRESS TEMP
MASTER CAUTION LOW ROTOR LB X 100 C X 10 PSI X 10 C X 10
FIRE
PRESS TO RESET RPM 00 0 00 DIMMING NVG DIMMING
#1 FUEL LOW #1 GEN #2 GEN #2 FUEL LOW 19 18
16
14
#1 ENGINE #2 ENGINE
GA DH MB PRESS
#1 GEN BRG #2 GEN BRG 11 14
PRESS 12
H
% RPM % TRQ 12
#1 ENGINE #1 CONV #2 CONV #2 ENGINE 7 12
20 L TEST RTR OVERSPEED OIL PRESS OIL PRESS 10
2 5 10
250 50 CMD ATT
FT X 100 10
#1 ENGINE
OIL TEMP
AC ESS
BUS OFF
DC ESS
BUS OFF
#2 ENGINE
OIL TEMP 8
6 10
8
CHIP BATT LOW BATTERY CHIP 5 8
CLI M B LO 1 R 2 1 2 6
1 15 130 130 #1 ENGINE CHARGE FAULT #2 ENGINE 6
200 30 30
ABS ALT
140 140 #1 FUEL GUST PITCH BIAS #2 FUEL 4
4
4
KNOTS 120 120
FLTR BYPASS LOCK FAIL FLTR BYPASS 4
100 LO
0 FEET
HI 120 120 #1 ENGINE #1 OIL
FLTR BYPASS
#2 OIL
FLTR BYPASS
#2 ENGINE
STARTER 2
0
3
0
STARTER
150 SET SET
110 110 100 100 −4 −4
#1 PRI #1 HYD #2 HYD #2 PRI 0 0
SERVO PRESS PUMP PUMP SERVO PRESS 1 2
PUSH 1 2
G OFF TO TEST
S 105 105 80 80 TAIL ROTOR IRCM #1 TAIL
QUADRANT INOP * AUX FUEL RTR SERVO ON
PUSH
60 60 MAIN XMSN INT XMSN TAIL XMSN APU OIL
30 30 100 100 OIL TEMP OIL TEMP OIL TEMP TEMP HI
40 40 TOTAL FUEL
BOOST SERVO STABILATOR SAS OFF TRIM FAIL DIM OFF
DI VE
9 0 1
OFF
95 95 TO TEST DIGITS
S NAV 20 20
D LFT PITOT FLT PATH IFF RT PITOT
10 T HEAT STAB HEAT
STAB E
A CODE
ALT
POS
10
0
B
G KIAS
LIMIT 8 OFF
1 2
90 90 0
1 2
0
CHIP INPUT
MDL−LH
CHIP
INT XMSN
CHIP
TAIL XMSN
CHIP INPUT
MDL−RH
AUX FUEL QTY LBS
O
20 0O 150 0 70 70 TEST /
RESET NO VENT VENT NO
F 30 10O 2 CHIP ACCESS CHIP MAIN APU CHIP ACCESS
F 100 FLOW FAIL OVFL FLOW
3 MDL−LH MDL SUMP FAIL MDL−RH
1000 FT IMBAL
DEG 40
20O 80 ROLL PITCH 100 FT
IN. HG
30 30
DN
30O
40O
60
45
7 2 9 9 0
0 0
MR DE−ICE
FAIL
MR DE−ICE
FAULT
TR DE−ICE
FAIL
ICE
DETECTED
6 1 R 2
5 4
OUTBD INBD INBD OUTBD
MAIN XMSN #1 RSVR #2 RSVR BACK−UP EMPTY L EMPTY EMPTY R EMPTY
OIL PRESS LOW LOW RSVR LOW
XFER MODE MAN XFER XFER FROM PRESS
#1 ENG #1 ENG INLET #2 ENG INLET #2 ENG AUTO LEFT INBD ALL
ANTI−ICE ON ANTI−ICE ON ANTI−ICE ON ANTI−ICE ON B
MODE SEL 1 2 3 4 30 0
O
F
O
T
OUTBD
1 PRIME BOOST BACK−UP F INBD
APU ON APU GEN ON H
KM PUMP ON PUMP ON
VOR BACK FM COURSE MAN RIGHT OUTBD OFF
DPLR ILS CRS HOME 33 N
30
APU ACCUM SEARCH LT #2 TAIL RTR
2
LDG LT ON
H LOW * * ON SERVO ON
D CHRONOMETER
G BRT / CARGO
2
W
HOOK ARMED
3
DPLR VOR BACK FM HOOK OPEN
GPS ILS CRS HOME
NA
V
1 4 12:34 55
DIM
PARKING
BRAKE ON
EXT PWR
CONNECTED
OFF
24
5 VERTICAL SPEED TEST
UP LC−6
NORM PLT NORM ADF RST ST/SP
6 ON
21
ALTR CPLT ALTR VOR
DOWN MODE
12 1000 FT PER SET ADV
S 5 MIN
TURN CRS VERT BRG
1
15
4
2
RATE HDG GYRO 2
HDG 1
CRS 2 ENGINE
MSG NO GPS RAIM IGNITION
WPT HOLD APR
NON SECURE RADIOS WILL NOT BE KEYED ICS IDENT VOR MB
WHEN USING ANY SECURE RADIO OR THE RADIO FM 1 UHF VHF FM2 LOC ADF
SW NO. 1 2 3 4 5 AUX NAV
INTERCOM FOR CLASSIFIED COMMUNICATIONS
B
C
60
55 5
50
11 12 1 10
10 2
DPLR B C 45
40
9
8 4
3
20
15
7 6 5
35 25
30
28 28
4 12 27 26 12 27
4
15 7
7 1 19 1
5 13 13 5
24 16 9 8
9 8 2 2
21 17 10
20
11 6 14 18 14 6
3 22 11 3
29 29
25 23
AB0823_1B
SA
Figure 2-9. Instrument Panel (Sheet 1 of 4) UH
2-21
TM 1-1520-237-10
RAD ALT
#1 ENG #2 ENG
OUT OUT
OIL TGT Ng RADIO CALL
PRESS TEMP SPEED 00 0 00 DIMMING MASTER CAUTION LOW ROTOR
PSI 5 10 \ X 100 \ X 10 FIRE
PRESS TO RESET RPM
17 11
9 9
13 LWG / m3 20 SA DM MA
10
% RPM % TRQ
8
L
M
10 15
H 250
8
PRESS T 25 5 20
TEST RTR OVERSPEED
50 L
7 9
TO 0 FAIL 2 5
7 FT X 100
6
8
TEST 200 CMD ATT 10
6 1 R 2 1 2 CLI MB
5
130 130 KNOTS 1 LO 15
140 140 ABS ALT
5 7
4 120 120 150 100 30 30
4 120 120 LO HI
2 4 0 FEET
110 110 SET SET
100 100
1
1
2 1
0
2
0 B
L 80 80
G OFF
PUSH
TO TEST
MODE 105 105 S
A S
D
D 60 60 T
AUTO M E
E POWER TEST T AN 100 100 STAB
10 A
G KIAS
30 30
ON IN POS 0 B LIMIT
40 40
UA
D
10 0O 150
OFF 1 − CHAN − 2
L 95 95 DI VE
9 0 1
TGT Ng 20 10O
L
DIGITS E 20 20 O 100 NAV
F 30
F 20O 80
I DEG 40
30O 60
C M
90 90 0 0 DN
ALT
E TEST
PROGRESS
70 70
1 2 40O 45
8 1 2
BR 0 2
IL
BLADE DE−ICE TEST
30 30 HDG NAV ALT ROLL PITCH 1000 FT
7
100 FT
IN. HG
3
A
2 9 9 0
M
0 0
PWR 1 R 2
NORM HDG NAV ALT
6
5 4
MAIN TAIL
SYNC 1 ON ON ON
SYNC 2
CIS MODE SEL 1 2 3 4
OAT 30 0
1
EOT RTR RTR KM
COURSE
MODE SEL 33 N
30
2
H
CHRONOMETER VOR BACK FM D
DPLR ILS CRS HOME G
12:34
3
2
N
Y
IG
55
4
H
ON V
I NA
1
T
DPLR VOR BACK FM
24
R
6
LC−6 GPS ILS CRS HOME .5 VERTICAL SPEED
C RST ST/SP UP
M OFF
6
21
E
MODE
SET ADV DOWN
NORM PLT NORM ADF 12 1000 FT PER
CPLT VOR S .5
ALTR ALTR 15 MIN
1 4
2
MSG NO GPS RAIM
TURN
RATE
CRS
HDG
VERT
GYRO
BRG
2
HDG 1
CRS 2
WPT HOLD APR
A
C
B B
L MODE
A
D AUTO M
POWER TEST T
E
AN
ON IN
UA
O
D L
L
E F
I F
C M
E TEST PROGRESS
1. RADAR ALTIMETER
BLADE DE−ICE TEST
2. BAROMETRIC ALTIMETER
3. VERTICAL SPEED INDICATOR PWR
NORM MAIN TAIL
4. MASTER WARNING PANEL SYNC 1
5. VERTICAL SITUATION INDICATOR
SYNC 2
6. HORIZONTAL SITUATION INDICATOR
7. AIRSPEED INDICATOR OAT
8. STABILATOR POSITION PLACARD EOT RTR RTR
9. STABILATOR INDICATOR
10. CIS MODE SELECTOR
11. VSI / HSI MODE SELECTOR
12. RADIO CALL PLACARD
g / m3
13. PILOT’S DISPLAY UNIT LWG
14. CLOCK M H
15. ICE RATE METER L 10 15
PRESS T 25. 5 20
16. BLADE DEICE CONTROL PANEL TO 0 FAIL
17. BLADE DEICE TEST PANEL TEST
18. INFRARED COUNTERMEASURE CONTROL PANEL
19. CENTRAL DISPLAY UNIT
20. RADAR WARNING INDICATOR
21. AUXILIARY FUEL MANAGEMENT PANEL AFMS
22. ENGINE IGNITION SWITCH
23. RADIO SELECT PLACARD I ON
24. CAUTION / ADVISORY PANEL R
25. SECURE WARNING PLACARD C
M OFF
26. NVG DIMMING CONTROL PANEL
27. RAD ALT DIMMING
28. FORWARD COCKPIT AIRBAG
29. GPS ANNUNCIATORS 128D (ON HELICOPTERS WITH REARRANGED
BLADE DEICE PANELS) AB0823_2B
SA
Figure 2-9. Instrument Panel (Sheet 2 of 4) UH
2-22
TM 1-1520-237-10
#1 ENG #2 ENG MA WRN CAUT / ADVSY
RAD ALT
OUT OUT
FUEL XMSN ENG
MASTER CAUTION LOW ROTOR
RADIO CALL QTY TEMP PRESS TEMP
O O
FIRE 00 0 00 DIMMING LB X 100 C X 10 PSI X 10 C X 10
PRESS TO RESET RPM NVG DIMMING
#1 FUEL LOW #1 GEN #2 GEN #2 FUEL LOW 19 18
16
14
#1 ENGINE #2 ENGINE
GA DH MB PRESS
#1 GEN BRG #2 GEN BRG 11 14
PRESS 12
H % RPM % TRQ 12
#1 ENGINE #1 CONV #2 CONV #2 ENGINE 7 12
L TEST RTR OVERSPEED OIL PRESS OIL PRESS 10
20 2 5 10
6 10
250 50 CMD ATT
FT X 100 10
#1 ENGINE
OIL TEMP
AC ESS
BUS OFF
DC ESS
BUS OFF
#2 ENGINE
OIL TEMP 8
8
CHIP BATT LOW BATTERY CHIP 5 8
CLI M B LO 1 R 2 1 2 6
1 ABS ALT
15 130 130 #1 ENGINE CHARGE FAULT #2 ENGINE 6
4
200 30 30 140 140 #1 FUEL
FLTR BYPASS
GUST
LOCK
ANTENNA
EXTENDED
#2 FUEL
FLTR BYPASS 4
4 4
KNOTS LO HI
120 120
3
120 120 0 0
100 0 FEET #1 ENGINE
STARTER
#1 OIL
FLTR BYPASS
#2 OIL
FLTR BYPASS
#2 ENGINE
STARTER 2
SET SET
150 110 110 100 100 #1 PRI #1 HYD #2 HYD #2 PRI 0
−4
0
−4
SERVO PRESS PUMP PUMP SERVO PRESS 1 2
G PUSH 1 2
OFF TO TEST
80 80
S 105 105 TAIL ROTOR IRCM
AUX FUEL #1 TAIL
QUADRANT INDP RTR SERVO PUSH DIM ON
60 60 MAIN XMSN INT XMSN TAIL XMSN APU OIL
30 30 100 100 OIL TEMP OIL TEMP OIL TEMP TEMP HI
40 40 TOTAL FUEL
BOOST SERVO STABILATOR SAS OFF TRIM FAIL TO TEST OFF
DI VE
9 0 1
OFF
95 95 DIGITS
S NAV 20 20
D LFT PITOT FLT PATH IFF RT PITOT
10 T HEAT STAB HEAT
STAB E
A
CODE
ALT
POS
10
0
B
G KIAS
LIMIT 8 OFF
1 2
90 90 0
1 2
0
CHIP INPUT
MDL−LH
CHIP
INT XMSN
CHIP
TAIL XMSN
CHIP INPUT
MDL−RH
O
20 0O 150 0 70 70
F 30 2 CHIP ACCESS CHIP MAIN APU CHIP ACCESS
F 10O 100
DEG 40
20O ROLL PITCH 1000 FT IN. HG
3 MDL−LH MDL SUMP FAIL MDL−RH
0 3
33
80 100 FT 30 30
DN
30O
40O
60
45
7 2 9 9 0
0 0
MR DE−ICE
FAIL
MR DE−ICE
FAULT
TR DE−ICE
FAIL
ICE
DETECTED
27 30
6 1 R 2 0 0 0 0
6
5 4
MAIN XMSN #1 RSVR #2 RSVR BACK−UP
OIL PRESS LOW LOW RSVR LOW KN
9
#1 ENG #1 ENG INLET #2 ENG INLET #2 ENG
ANTI−ICE ON ANTI−ICE ON ANTI−ICE ON ANTI−ICE ON
MODE SEL 1 2 3 4 30 0
24
12
1 PRIME BOOST BACK−UP
APU ON APU GEN ON
KM PUMP ON PUMP ON
VOR BACK FM COURSE 1 15
IINS ILS CRS HOME 33 N 18 2
30
APU ACCUM SEARCH LT #2 TAIL RTR
2
LDG LT ON
H LOW ON SERVO ON
60
D
55 5
G BRT / AIR COND CABIN HEAT ANTENNA
W
2
3
IINS
VOR
ILS
BACK
CRS
FM
HOME 11 12 1 DIM ON ON RETRACTED
4
50 10
AV
N
1 10 2 PARKING
BRAKE ON
EXT PWR
CONNECTED OFF
24
5 VERTICAL SPEED 45 9 3 15 TEST
UP
NORM PLT NORM ADF 8 4
6
21
ALTR CPLT ALTR VOR 40 20
DOWN 7 6 5 ON
12 1000 FT PER 35 25
S 5 MIN 30
TURN CRS VERT BRG
1
15
4
2
RATE HDG GYRO 2 FLARE CREW
HDG 1
CRS 2 CALL ENGINE
ICS IDENT VOR MB
IGNITION
RADIO FM 1 UHF VHF FM2 LOC ADF
SW NO. 1 2 3 4 5 AUX NAV
SYSTEMS SELECT
DG VG
NON SECURE RADIOS WILL NOT BE KEYED
WHEN USING ANY SECURE RADIO OR THE IINS IINS
INTERCOM FOR CLASSIFIED COMMUNICATIONS HDG ATT
34 34
4 33 32 12 33 4
12
15
1 7
7 21 1
5 13 16 13 5
28 9 8
9 8 2 17 2
10
25
22 18
11 6 14 19 14 6
3 11 3
30 29 26 24
23 20
31 27
AA0516_3C
SA
Figure 2-9. Instrument Panel (Sheet 3 of 4) EH
2-23
TM 1-1520-237-10
OIL TGT Ng RAD ALT #1 ENG #2 ENG
OUT OUT
PRESS TEMP SPEED
PSI 5 10 C X 100 % X 10
B
17 11
L MODE RADIO CALL FIRE
MASTER CAUTION LOW ROTOR
A 00 0 00 DIMMING
PRESS TO RESET RPM
9
13 D AUTO M
10
POWER TEST T
AN
9 E
8 ON IN
U
8 O 20 GA DM MB
AL
% RPM % TRQ
7 9 D
F
L 250
7 E
6 I F
TEST RTR OVERSPEED 50 L
6
8
C TEST M 2 5
FT X 100
5 E PROGRESS CMD ATT 10
5 7 200
1 R 2 1 2 CLI M B
4 130 130 KNOTS 1 LO 15
4 BLADE DE−ICE TEST
2 4
140 140 100 30 30
ABS ALT
PWR 120 120
0 0
NORM MAIN TAIL 120 120 150 LO HI
1
1
2 1 2 SYNC 1 0 FEET
110 110 SET SET
100 100
SYNC 2
G PUSH
OAT 105 105 80 80
S OFF TO TEST
S
EOT RTR RTR D
60 60 T
E
1 − CHAN − 2 100 100 10 A KIAS
TGT Ng STAB G 30 30
POS 0 B LIMIT
40 40
10 0O 150
95 95 DI VE
9 0 1
20 10O 100
20 20 O
F 30
NAV
9 20O 80
LWG / m 3
F
40
DEG 30O 60
90 90 0 0 DN
ALT
PRESS
L
T 25 5
M
10 15
H
2 70 70
1 2 40O 45
8 1 2
BR TO 0 FAIL
0
0 2
IL TEST 30 30 HDG NAV ALT ROLL PITCH 1000 FT
7
100 FT
IN. HG
3
A
2 9 9 0
M
0 0
1 R 2
HDG NAV ALT
6
ON ON ON
5 4
I ON CIS MODE SEL 1 2 3 4 30 0
R 1
C KM
COURSE
M OFF MODE SEL 33 N
30
2
60 H
55 5 VOR BACK FM D
DPLR ILS CRS HOME G
11 12 1
3
2
N
Y
IG
50 10
A
4
H
ALQ NO
D
10 2 AV
1
T
A 162 G0 ALQ 156 ALQ 144 ALQ 135 N
VOR BACK FM
24
6
S 45 9 3 15 DPLR
ILS HOME .5
CW CW CM CM IRCM OVER RDR CRS VERTICAL SPEED
E THRT JAM JAM INOP INOP TEMP INOP 8 4 UP
21
40
E
20
7 6 5
DOWN
35 25 NORM PLT NORM ADF 12 1000 FT PER
30 S .5
TEST ALTR CPLT ALTR VOR 15 MIN
1 4
2
POWER PUSH FOR
RETRACT
ON
STANDBY TURN
RATE
CRS
HDG
VERT
GYRO
BRG
2
HDG 1
CRS 2
OFF
EXTEND OFF STATUS
FLARE
1. RADAR ALTIMETER 18. ALQ−144 INFRARED COUNTERMEASURE
2. BAROMETRIC ALTIMETER CONTROL PANEL
3. VERTICAL SPEED INDICATOR 19. ASE STATUS PANEL
4. MASTER WARNING PANEL 20. ALQ−156 COUNTERMEASURE PANEL
5. VERTICAL SITUATION INDICATOR 21. CENTRAL DISPLAY UNIT
6. HORIZONTAL SITUATION INDICATOR 22. RADAR WARNING INDICATOR
7. AIRSPEED INDICATOR 23. ECM ANTENNA SWITCH
8. STABILATOR POSITION PLACARD 24. ENGINE IGNITION SWITCH
9. STABILATOR POSITION INDICATOR 25. BEARING DISTANCE HEADING INDICATOR
10. CIS MODE SELECTOR 26. CREW CALL SWITCH / INDICATOR
11. VSI / HSI MODE SELECTOR 27. SYSTEM SELECT PANEL
12. RADIO CALL PLACARD 28. CAUTION / ADVISORY PANEL
13. PILOT’S DISPLAY UNIT 29. FLARE DISPENSE SWITCH
14. CLOCK 30. RADIO SELECT PLACARD
15. BLADE DEICE CONTROL PANEL 31. SECURE RADIO WARNING PLACARD
16. BLADE DEICE TEST PANEL 32. NVG DIMMING CONTROL PANEL
17. ICE RATE METER 33. RADAR ALTIMETER DIMMING
34. FORWARD COCKPIT AIRBAG
AA0516_4E
SA
Figure 2-9. Instrument Panel (Sheet 4 of 4) EH
2-24
TM 1-1520-237-10
2.13.1.4 Emergency Vertical Release Lever. The tion rotary release buckle with a guard. A release plate
emergency vertical release lever permits the seat to drop to must be pressed to allow rotation of release, preventing
the lowest adjustment point for tilting. The emergency inadvertent handle rotation from contact with equipment,
vertical release lever is on the upper center back of RA- etc. The inertia reel lock control is replaced by a shorter
30525 seats, and is actuated by pulling right on the lever. push/pull manual locking control. Push in and the inertia
The emergency vertical release pedal is on the lower back reel is manually locked in place. When the control is
of the D3801 and D3802 seats, and is actuated by pushing pulled out, the reel will lock on sudden pull.
down on the foot operated pedal.
2.14 TROOP PROVISIONS.
2.13.1.5 Seatbelts. The pilot’s and copilot’s seats each
contain a shoulder harness, seatbelt, and a crotch strap
connected to a common buckle assembly. All belts and
WARNING
straps have adjustment fittings. The attachment buckle has
a single-point release that will be common in configuration
on the pilot’s and copilot’s seats; they may be of the lift Do not store any items below seats. Dur-
lever or rotary release configuration. When the lanyard is ing a crash any obstruction will increase
pulled or the release is turned, all belts and straps will the probability and severity of injury.
release simultaneously.
UH In addition to crew chief and gunner seats, troop
2.13.2 Protective Armor. Armor protection is seats may be installed for up to 12 persons. Each troop
provided for the body of the pilot and copilot against 7.62 seat has a belt and shoulder harness for body restraint. The
mm rounds from the side and from the back and below. backs and seat pans are attached through cables to the
Armored wings, attached to the cockpit interior, consist of cabin ceiling and through cables and rods to seat fittings
a sliding panel at the outboard side of each seat. A release installed in the floor. The seats may be installed in any
lever at the front of each panel permits sliding the panel aft quantity from 1 to 12. Each seat contains two lower energy
to allow rapid entrance and exit, as well as freedom of attenuators designed to reduce personnel injury in a crash.
movement for the seat occupant. The CABS side air bag In Row 1, do not install a passenger/troop seat in the most
modules are mounted on the inboard panel. forward center position directly behind the cockpit center
console. When seats are removed from the cabin and
2.13.3 Crew Chief/Gunner Seats. stowed in the stowage compartment, adjustments must be
made for weight and balance using data in Figures 6-3 and
6-12.
WARNING 2.14.1 Troop Seatbelt Operation. UH
1. Extend shoulder strap and attach shoulder strap
Do not store any items below seats. Dur- fittings to buckle.
ing a crash any obstruction will increase
the probability and severity of injury. 2. Extend lap belt and place across body.
Two outward facing seats (Figure 2-10), one on each 3. Place lap belt fitting into buckle and make
side of the helicopter at the front of the cabin, are for the certain of positive lock.
crew chief/gunners. Each seat faces a window. Each seat is
a cable-supported steel tube assembly with a fire-resistant, 4. Adjust lap belt tension and shoulder straps for
high strength fabric seat and backrest containing two lower a comfortable fit.
energy attenuators designed to reduce personal injury in a
crash. Each seat has a complete lap belt and dual torso- 2.14.2 DF and ECM Operator’s Seats. EH The
restraint shoulder harness attached to a dual action rotary seats are similar to the pilot’s and copilot’s seats except
release buckle. The shoulder harness is connected to that armored wing protection is not provided.
inertia reels on the seat back and bottom. This gives the
wearer freedom to move about his station. On helicopters 2.14.3 Observer’s Seat. EH The observer’s seat
equipped with improved crewchief/gunner’s restraint (Figure 2-6) is identical to a troop seat. It is installed
system, the restraint system is equipped with a single ac- behind, and to the right, of the DF operator’s seat.
2-25
TM 1-1520-237-10
TROOP
CREW CHIEF / GUNNER’S COMMANDER’S
SEAT SEAT
TROOP
SEAT
(TYPICAL)
LEFT
GUNNER’S
SEAT
AA0407
SA
Figure 2-10. Troop Seats UH
2-26
TM 1-1520-237-10
Section II EMERGENCY EQUIPMENT
2.15 FIRE PROTECTION SYSTEMS. are mounted above the upper deck, behind the right engine
compartment. Both containers have dual outlets, each with
Fire detection and fire extinguishing systems are in- its own firing mechanism. Each extinguishing agent
stalled so that a fire may be detected and put out at either container has a pressure gage, easily viewed for preflight
engine or the APU installation, without affecting the inspection. The system also has a thermal discharge safety
remaining two. The engines and APU are monitored by port that will cause a visual indicator on the right side of
infrared radiation-type sensing units, and protected by a the fuselage to rupture, indicating that one or both
main and reserve high-rate discharge type fire extinguisher containers are empty. Electrical power to operate the No. 1
installation. main and No. 2 reserve outlet valves is by the No. 2 dc
primary bus through a circuit breaker, marked FIRE EX-
2.15.1 Fire Detection System. A detection system TGH. Power to operate the No. 2 main and No. 1 reserve
provides fire warning to the cockpit in case of fire in either fire extinguisher container outlet port valves and the direc-
main engine compartment or in the APU compartment. tional control valve is by the battery utility bus through a
The system consists of five radiation-sensing flame detec- circuit breaker on the lower console marked FIRE EXT-
tors, control amplifiers, and a test panel. Two detectors are GH.
installed in each main engine compartment and one detec-
tor is in the APU compartment. The flame detectors are 2.15.4 Fire Extinguisher Arming Levers (T-
solid-state photoconductive cells providing continuous Handles). One APU T-handle is on the upper console
volume optical surveillance of the monitored areas. In case marked APU, and two engine fire extinguisher T-handles
of fire, the detectors react to the infrared radiation and are on the engine control quadrant, marked #1 ENG EM-
send a signal to one of the three control amplifiers which ER OFF and #2 ENG EMER OFF. The handle marked
in turn signals the fire warning assembly lighting the #1 ENG EMER OFF is for the No. 1 engine compart-
proper T-handle. Also, the master FIRE warnings will ap- ment; the handle marked #2 ENG EMER OFF is for the
pear if a fire is detected. The detector system automatically No. 2 engine compartment; and the handle marked APU is
resets itself with warnings disappearing when the infrared for the APU compartment. When a handle is pulled, dc
radiation source ceases to emit. power actuates the fire extinguisher logic module to select
the compartment to which the fire extinguisher agent is to
2.15.2 Fire Detector Test Panel. A test switch on the be directed, and also energizes the circuit to the fire extin-
FIRE DETR TEST panel on the upper console, when guisher switch. The ends of the handles house fire detector
moved to positions 1 or 2, sends a test signal through the warning lights.
system to activate the fire warnings and verify proper
system operation to, but not including, the photo cells. The 2.15.5 Fire Extinguisher Control Panel.
number 1 test position lights #1 and #2 ENG EMER OFF
T-handles and APU T-handle and checks all firewall
mounted detectors. The number 2 test position lights #1
and #2 ENG EMER OFF T-handle only, and checks all WARNING
deck mounted detectors. The engines and APU are
completely enclosed within their own firewall compart- In case of fire when ac electrical power is
ment, thus reducing the possibility of a false fire warning not applied to the helicopter, the reserve
from outside sources. Electrical power to operate the No. 1 fire extinguisher must be discharged. Fire
and No. 2 detector system is by the dc essential bus extinguisher agent cannot be discharged
through circuit breakers marked FIRE DET, NO. 1 ENG into No. 2 engine compartment if ac
and NO. 2 ENG, respectively. Power to operate the APU electrical power is not applied to
detector system is by the battery bus through a circuit helicopter.
breaker marked APU FIRE DET.
The FIRE EXTGH switch on the upper console has
2.15.3 Fire Extinguishing Systems. A high-rate marked positions RESERVE-OFF-MAIN. The switch is
discharge extinguishing system provides a two-shot, main operative only after one of the ENG EMER OFF or APU
and reserve capability to either main engine compartment lever (T-handle) has been pulled. When the switch is
or APU compartment. Two containers are each filled with placed to MAIN, after an ENG EMER OFF lever has
liquid and charged with gaseous nitrogen. The containers been pulled, the contents of the main fire extinguisher
2-27
TM 1-1520-237-10
container are discharged into the corresponding compart- one on the left pilot seat, one on the DF operator seat, and
ment. When the FIRE EXTGH switch is placed to one on the ECM operator seat.The extinguishers are held
RESERVE after an ENG EMER OFF lever has been in place by a quick-release spring.
pulled, the contents of the opposite fire extinguisher
container are discharged into the selected compartment. 2.16 CRASH AXE.
The contents of the fire extinguisher container discharge
into the compartment of the last lever pulled. UH One axe is installed between the pilots’ seats in the
cabin.
2.15.6 Crash-Actuated System. A crash-actuated
system is part of the fire extinguisher system. An omnidi- 2.17 FIRST AID KITS.
rectional inertia switch is hard-mounted to the airframe to
sense crash forces. Upon impact of a crash of 10 Gs or a. UH Three first aid kits are installed, two on the back
more, the switch will automatically fire both fire of the left pilot seat and one on the back of the right pilot
extinguishing containers into both engine compartments. seat.
Electrical power is supplied from the battery utility bus
through a circuit breaker on the lower console, marked
FIRE EXTGH. b. EH Five first aid kits are installed. One on the back
of the right pilot seat, two on the back of the left pilot seat,
2.15.7 Hand-Operated Fire Extinguishers. one on the back of the DF operator seat, and one on the
back of the ECM operator seat.
2.18 COCKPIT AIR BAG SYSTEM.
WARNING
Four Cockpit Air Bag System (CABS) units are in-
Exposure to high concentrations of stalled in the helicopter. Two forward air bag modules are
extinguishing agent or decomposition installed on the glare shield. Two lateral air bag modules
products should be avoided. The liquid are installed on the stationary wing panels (one on the
should not be allowed to contact the skin; right side and one on the left side). An Electronic Crash
it could cause frostbite or low Sensor Unit (ECSU) is attached to the mounting tray
temperature burns. located under the copilot’s seat. The CABS provides
enhanced supplemental crewmember protection and
a. UH One hand-operated fire extinguisher (Figure
reduces the likelihood of head strike injuries during
9-1) is mounted on the cabin wall left of the gunner’s seat.
survivable crash events. The ECSU detects a crash event
A second fire extinguisher is on the copilot’s seat.
and initiates deployment of the air bags. Power to operate
b. EH Four hand-operated portable fire extinguishers the ECSU is provided by the battery bus through a circuit
are installed. One mounted on the right gunner window, breaker marked CABS.
2-28
TM 1-1520-237-10
Section III ENGINES AND RELATED SYSTEMS
2.19 ENGINE. 2.19.2 Hot Section Module. The hot section module
consists of three subassemblies; the gas generator turbine,
stage 1 nozzle assembly, and combustion liner. LRUs on
CAUTION the hot section module are 701C 701D/CC ignitors and
700 primer nozzles and ignitors. The gas generator
turbine consists of a gas generator stator assembly and a
Use of the T700-GE-701D hydromechani- two-stage air cooled turbine rotor assembly which drives
cal unit and digital electronic control unit the compressor and the accessory gear box. Stage 1 nozzle
are prohibited on the UH-60L. Use of the assembly contains air cooled nozzle segments. The nozzle
701D controls on the UH-60L can cause assemblies direct gas flow to the gas generator turbine.
significant damage to the powertrain. The combustion liner is a ring-type combustor cooled by
air flow from the diffuser case.
NOTE
2.19.3 Power Turbine Section Module. The power
turbine section module includes a two-stage power turbine,
The T700-GE-701D/CC is a drop-in exhaust frame, and the shaft and C-sump assembly. The
replacement for the T700-GE-701C engine LRUs mounted on the power turbine section module are
on the UH-60L helicopter. The 701D/CC the thermocouple harness, torque and overspeed sensor,
consists of a T700-GE-701D core controlled and Np (% RPM 1 or 2) sensor.
by a T700-GE-701C hydromechanical unit
and digital electronic control unit. Engine 2.19.4 Accessory Section Module. The accessory
performance is the same between the 701D/ section module includes the top mounted accessory gear
CC and the 701C. Therefore, performance box and a number of LRUs. The LRUs mounted on the
charts used with the 701C are also valid module are the hydromechanical unit (HMU), engine
with the 701D/CC. driven boost pump, oil filter, oil cooler, alternator, oil and
scavenge pump, IPS blower, fuel filter assembly, chip
The T700 engine (Figure 2-11), is a front drive, tur- detector, oil filter bypass sensor, radial drive shaft, fuel
boshaft engine of modular construction. One is mounted pressure sensor, and oil pressure sensor.
on the airframe at either side of the main transmission. The
engine is divided into four modules: cold section, hot sec- 2.20 ENGINE FUEL SUPPLY SYSTEM.
tion, power turbine section, and accessory section.
The engine fuel supply system consists primarily of the
2.19.1 Cold Section Module. The cold section module low-pressure engine driven boost pump, fuel filter, fuel
includes the inlet particle separator (IPS), the compressor, filter bypass valve, fuel pressure sensor, hydromechanical
the output shaft assembly, and line replaceable units unit (HMU), 700 pressurizing and overspeed unit
(LRUs). The IPS removes sand, dust, and other foreign (POU), or 701C 701D/CC overspeed and drain valve
material from the engine inlet air. Engine inlet air passes (ODV).
through the swirl vanes, spinning the air and throwing dirt
out by inertial action into the collector scroll, after which it 2.20.1 Engine Driven Boost Pump. A low pressure
is sucked through by the engine-driven blower and suction engine driven boost pump is installed on the front
discharged overboard around the engine exhaust duct. The face of the engine accessory gear box. It assures that the
compressor has five axial stages and one centrifugal stage. airframe fuel supply system is under negative pressure,
There are variable inlet guide vanes and variable stage 1 lessening the potential of fire in case of fuel system dam-
and stage 2 vanes. LRUs mounted on the cold section age. The appearance of the #1 or #2 FUEL PRESS cau-
module are the 700 electrical control unit (ECU) or tion at idle speed and above could indicate a leak or failed
701C 701D/CC digital electronic control (DEC), anti- engine driven boost pump.
icing and start bleed valve, 700 history recorder or
701C 701D/CC history counter, ignition system, and 2.20.2 Fuel Filter. The fuel filter is a barrier-type full
electrical cables. flow filter with integral bypass. An electrical switch
2-29
TM 1-1520-237-10
OIL FUEL FILTER IMPENDING FUEL PRESSURE INLET PARTICLE Np
COOLER BYPASS BUTTON SENSOR SEPARATOR (%RPM)
BLOWER SENSOR
OIL LEVEL BLEED−AIR PORT ANTI−ICING AND MAIN FUEL IGNITER PLUG PRIMER FUEL
INDICATOR START BLEED VALVE NOZZLE NOZZLE 700
LEFT SIDE
ALTERNATOR OIL FILTER OIL FILTER
BYPASS SENSOR BYPASS BUTTON
CHIP DETECTOR
FUEL BOOST
OIL TEMPERATURE PUMP
SENSOR
FUEL FILTER
SWIRL VANES
OIL PRESSURE
SENSOR
IPS BLOWER
DRAIN LINE
701C 701D/CC
OIL DRAIN PLUG
AB3664_1
FRONT VIEW SA
Figure 2-11. Engine T700 (Sheet 1 of 2)
2-30
TM 1-1520-237-10
ACCESSORY SECTION MODULE
700 HISTORY
THERMOCOUPLE RECORDER /
HARNESS OIL FILLER COUNTER
HYDROMECHANICAL CAP
UNIT 701C 701D/CC
IGNITOR STARTER
PLUG
TORQUE AND
OVERSPEED SENSOR
HOT SECTION
MODULE (INTERNAL)
IGNITION
EXCITER OIL LEVEL
INDICATOR
700 ECU / DEC 701C 701D/CC
POWER TURBINE
COLD SECTION MODULE
SECTION MODULE
RIGHT SIDE
AB3664_2
SA
Figure 2-11. Engine T700 (Sheet 2 of 2)
2-31
TM 1-1520-237-10
activates the #1 FUEL FLTR BYPASS or #2 FUEL FL- 2.21 ENGINE ALTERNATOR.
TR BYPASS caution to indicate filter bypass. In addition,
a red button on the filter housing pops out when filter ele- 2.21.1 Engine Alternator. 700 The engine alterna-
ment differential pressure indicates impending bypass. tor supplies ac power to the ignition exciter and ECU. It
Power for the fuel filter bypass cautions is from the No. 1 also supplies a signal to the Ng SPEED cockpit indicator.
and No. 2 dc primary buses through circuit breakers All essential engine electrical functions are powered by the
marked NO. 1 and NO. 2 ENG WARN LTS, alternator.
respectively.
a. When the alternator power supply to the ECU is
2.20.3 Fuel Pressure Warning System. The engine interrupted, a loss of % RPM 1 or 2 and % TRQ indica-
fuel pressure warning system for each engine consists of a tions will occur, with corresponding engine(s) increasing
pressure switch that activates the FUEL PRESS caution. to maximum power (high side).
Fuel pressure cautions #1 FUEL PRESS and #2 FUEL
PRESS will appear when fuel pressure drops below 9 psi. b. When the alternator Ng signal is interrupted, a loss
This caution can appear when fuel pressure drops, due to of Ng cockpit indication will occur with a corresponding
failure of the low-pressure boost pump or an air leak in the ENG OUT warning and audio.
suction fuel system. The effect will vary depending upon
the size of the leak. The effect will be more serious at low c. A complete loss of engine alternator power results in
engine power. A large enough leak may cause a flameout. affected engine(s) increasing to maximum power (high
Power for the No. 1 engine fuel pressure warning system side) with a loss of cockpit indications of % RPM 1 or 2,
is supplied by the No. 1 dc primary bus through the NO. 1 % TRQ, and Ng SPEED; and an ENG OUT warning and
ENG WARN LTS circuit breaker. Power for the No. 2 audio will occur. Overspeed protection is still available.
engine fuel pressure warning system is supplied by the No.
2 dc primary bus through the NO. 2 ENG WARN LTS 2.21.2 Engine Alternator. 701C 701D/CC The
circuit breaker. engine alternator supplies ac power to the ignition exciter
and DEC unit. It also supplies a signal to the Ng SPEED
2.20.4 Engine Fuel System Components. Control cockpit indicator. All essential engine electrical functions
of fuel to the combustion system is done by the HMU. The are powered by the alternator.
HMU, mounted on the rear center of the accessory gear
box, contains a high pressure pump that delivers fuel to the a. When the alternator power supply to the DEC is
POU/ODV. Various parameters are sensed by the HMU interrupted, 400 Hz 120 vac aircraft power is utilized to
and influence fuel flow, variable geometry position, and prevent engine (high side) failure. There will be a loss of
engine anti-ice start bleed valve operation. Fuel from the the associated cockpit Ng indication and activation of an
HMU flows to a 700 POU or 701C 701D/CC ODV. ENG OUT warning and audio. Overspeed protection is
still available.
2.20.4.1 Pressurizing and Overspeed Unit. 700
The POU sends some of the fuel through the fuel start b. When the alternator Ng signal is interrupted, a loss
manifold tube to the primer nozzles and allows back flow of the associated engine Ng indication, and an ENG OUT
of high pressure air for purging. The rest of the fuel is sent warning and audio will occur. Because the DEC can utilize
through the main fuel manifold to the injectors for starting 400 Hz 120 vac aircraft power, there will be no loss of
acceleration and engine operation. It purges fuel from the associated % RPM 1 or 2 and % TRQ indications.
primer nozzles after light off. It purges fuel from the
primer nozzle and main fuel manifold on shutdown. It also 2.22 IGNITION SYSTEM.
reduces fuel flow to prevent an engine overspeed when the
overspeed system is tripped as sensed by the ECU. The engine ignition system is a noncontinuous ac
powered, capacitor discharge, low voltage system. It
2.20.4.2 Overspeed and Drain Valve. 701C includes a dual exciter, two igniter plugs, ignition leads,
701D/CC The ODV sends fuel through the main fuel and ENGINE IGNITION switch.
manifold to the injectors for starting acceleration and
engine operations. It purges fuel from the main fuel 2.23 HISTORY RECORDER. 700
manifold and allows back flow of high pressure air for
purging. It shuts off fuel flow to prevent an engine over- The engine history recorder is mounted on the right side
speed when the overspeed system is tripped as sensed by of the swirl frame. It displays four digital counters which
the DEC. It also shuts off fuel to prevent hot starts when records information for maintenance purposes only. The
activated by the hot start preventor (HSP). history recorder will only operate with an ECU.
2-32
TM 1-1520-237-10
2.24 HISTORY COUNTER. 701C 701D/CC b. Engine anti-icing is a combination of bleed-air and
heated engine oil. Anti-icing is controlled by a solenoid-
The engine history counter is mounted on the right side operated air valve. The engine anti-ice/start bleed valve
of the swirl frame. It displays four digital counters which opens during starting and will remain open at low power
records information for maintenance purposes only. The settings until engine reaches 88 to 92% Ng, depending on
history counter will only operate with a DEC. the outside air temperature, with anti-ice OFF. The engine
anti-ice/deice system is designed so that in the event of an
2.25 THERMOCOUPLE HARNESS. electrical failure the valve reverts to the anti-icing mode
and activates an advisory indicating #1 ENG ANTI-ICE
A seven probe harness measures the temperature of the ON or #2 ENG ANTI-ICE ON. Axial compressor
gases at the power turbine inlet. It provides a signal to the discharge air is bled from stage five of the compressor
700 ECU, or 701C 701D/CC DEC, that relays it to casing, routed through the anti-icing/bleed valve, and
the 700 history recorder, or 701C 701D/CC history delivered to the front frame through ducting. Within the
counter, through the signal data converter (SDC) to the swirl frame, hot air is ducted around the outer casing to
cockpit temperature gage. each swirl vane splitter lip and inlet guide vanes. The hot
air is directed within each vane by a series of baffles. Hot
2.26 TORQUE AND OVERSPEED AND % RPM engine oil passing within the scroll vanes in the main
SENSORS. frame prevents ice buildup. Water, snow, and solids are
carried out through the IPS discharge system. Switches
Two sensors are installed on the exhaust frame of the marked ENG ANTI-ICE NO. 1 or NO. 2 OFF, and ON,
engine. One sensor provides the power turbine governor control engine and inlet anti-ice. At the ON position,
and tachometer signal to the 700 ECU, or 701C compressor bleed-air is supplied continuously. Power to
701D/CC DEC. The other sensor feeds the torque
operate the anti-icing system is by the No. 1 and No. 2 dc
computation circuit and overspeed protection system. primary buses, respectively, through circuit breakers
marked NO. 1 ENG ANTI-ICE and ANTI-ICE WARN,
2.27 ENGINE BLEED-AIR SYSTEM. NO. 2 ENG ANTI-ICE and ANTI-ICE WARN,
respectively.
Two bleed-air ports are incorporated on the engine. The
outboard port supplies bleed-air to the engine air inlet 2.28.2 Engine Inlet Anti-Icing.
anti-icing system. The inboard port ties into the pressur-
ized air system. Air from this port is supplied to the cabin a. The engine air inlets are anti-iced by bleed-air from
heating system and can be supplied to the other engine for the engines. Four advisories, #1 ENG ANTI-ICE ON, #2
crossbleed starts. ENG ANTI-ICE ON, #1 ENG INLET ANTI-ICE ON,
and #2 ENG INLET ANTI-ICE ON, are provided for the
2.28 ENGINE ANTI-ICING SYSTEMS. engines. The #1 and #2 ENG ANTI-ICE ON advisories
will appear when the ENG ANTI-ICE NO. 1 and ENG
2.28.1 Engine Anti-Icing. ANTI-ICE NO. 2 switches are placed ON. When the
anti-ice system is operating and an engine is started, the
inlet anti-ice valve for that engine will close. The #1 and
CAUTION #2 ENG INLET ANTI-ICE ON advisories operate from
temperature sensed at the engine inlet fairing. When the
temperature reaches about 93°C (199°F), the temperature
switch will activate the appropriate ENG INLET ANTI-
The engine can incur FOD by improper
ICE ON advisory. If this advisory appears with the
use of these systems and the other anti-
switches at ENG ANTI-ICE NO. 1 and NO. 2 OFF, it
ice/deice systems. For example, ice shed-
indicates that heat is being applied to that engine inlet and
ding off the windshield can cause FOD
a malfunction exists. Inlet anti-icing will turn on if dc
damage to the engines.
primary power failure occurs; dc electrical power is ap-
plied to keep the valve closed. Functioning of ENG
a. The engine is anti-iced by two systems: the first INLET ANTI-ICE is controlled as follows:
described in subparagraph b. is an engine anti-ice system
and a second described in paragraph 2.28.2 is an engine (1) Above 13°C (55°F) - Appearance of the ENG
inlet anti-icing system. Both of these systems are turned on INLET ANTI-ICE ON advisory indicates a system
by the ENG ANTI-ICE NO. 1 and NO. 2 switches. malfunction.
2-33
TM 1-1520-237-10
(2) Above 4°C (39°F) to 13°C (55°F) - The ENG pump returns oil from the sumps to the oil tank through six
INLET ANTI-ICE ON advisory may appear or may not scavenge screens, each one labeled for fault isolation.
appear.
2.29.3 Oil Cooler and Filter. The oil cooler cools
scavenge oil before it returns to the tank. Oil from the chip
(3) At 4°C (39°F) and below - Failure of ENG
detector passes through the oil cooler and is cooled by
INLET ANTI-ICE ON advisory to appear indicates a
transferring heat from the oil to fuel. After passing through
system malfunction. Do not fly the aircraft in known icing
the oil cooler, oil enters the top of the main frame where it
conditions.
flows through the scroll vanes. This further cools the oil
and heats the vanes for full-time anti-icing. The vanes
b. At engine power levels of 10% TRQ per engine and discharge oil into the oil tank. If the oil cooler pressure
below, full inlet anti-ice capability cannot be provided due becomes too high, a relief valve will open to dump
to engine bleed limitations. Power to operate the valves is scavenge oil directly into the oil tank. Oil discharged from
normally provided from the No. 1 and No. 2 dc primary the oil pump is routed to a disposable-element filter. As
buses, respectively, through circuit breakers marked NO. 1 the pressure differential across the filter increases, the first
and NO. 2 ENG ANTI-ICE, respectively. During engine indicator will be a popped impending bypass button. As
start, power to operate the No. 1 engine inlet anti-ice valve the pressure increases further, this indication will be fol-
is provided from the dc essential bus through a circuit lowed by an indication in the cockpit #1 or #2 OIL FLTR
breaker marked NO. 1 ENG START. The #1 and #2 ENG BYPASS, after which a filter bypass will occur. Power for
INLET ANTI-ICE ON advisories receive power from the cautions is from the No. 1 and No. 2 dc primary buses,
No. 1 and No. 2 dc primary buses, through circuit breakers respectively, through circuit breakers marked NO. 1 and
marked NO. 1 and NO. 2 ENG ANTI-ICE WARN, NO. 2 ENG WARN LTS. During cold weather starting,
respectively. or on starting with a partially clogged filter, the high-
pressure drop across the filter will cause the bypass valve
2.29 ENGINE OIL SYSTEM. to open and the cautions to appear. The impending bypass
indicator has a thermal lockout below 38°C to prevent the
Lubrication of each engine is by a self-contained, pres- button from popping. A cold-start relief valve downstream
surized, recirculating, dry sump system. Included are oil of the filter protects the system by opening and dumping
and scavenge pump, emergency oil system, monitored oil the extra oil to the gear box case.
filter, tank, oil cooler, and seal pressurization and venting.
The oil tank is a part of the main frame. Each scavenge 2.29.4 Engine Chip Detector. The chip detector is on
line has a screen at the scavenge pump to aid fault isola- the forward side of the accessory gear box. It consists of a
tion. A chip detector with a cockpit warning light is in the housing with integral magnet and electrical connector,
line downstream of the scavenge pump. with a removable screen surrounding the magnet. The
detector attracts magnetic particles at a primary chip
2.29.1 Engine Emergency Oil System. The engine detecting gap. A common oil discharge from the scavenge
has an emergency oil system in case oil pressure is lost. pump is routed to a chip detector wired to the CHIP #1
Oil reservoirs built into the A and B sumps are kept full ENGINE or CHIP #2 ENGINE caution. If chips are
during normal operation by the oil pump. Oil bleeds detected, a signal is sent to activate a CHIP #1 ENGINE
slowly out of those reservoirs and is atomized by air jets, or CHIP #2 ENGINE caution. Power to operate the
providing continuous oil mist lubrication for the bearings. engine chip detector system is from the No. 1 and No. 2 dc
A #1 ENGINE OIL PRESS or #2 ENGINE OIL PRESS primary buses, respectively, through circuit breakers
caution will appear when indicated oil pressure drops marked WARN LTS, under the general headings NO. 1
below 700 20 psi or 701C 701D/CC 22 psi. Power ENG and NO. 2 ENG.
for the cautions comes from the No. 1 and No. 2 dc
primary buses through circuit breakers marked NO. 1 and 2.30 ENGINE START SYSTEM.
NO. 2 ENG WARN LTS, respectively.
The pneumatic start system uses an air turbine engine
2.29.2 Oil Tank. The oil tank is an integral part of the start motor for engine starting. System components consist
engine. Tank capacity is 7 US quarts. The filler port is on of an engine start motor, start control valve, external start
the right. Oil level is indicated by a sight gage on each connector, check valves, controls, and ducting. Three
side of the tank. Servicing of the tank is required if the oil pneumatic sources may provide air for engine starts: the
level reaches the ADD line. Overservicing is not possible APU, engine crossbleed, or a ground source. When the
because extra oil will flow out the filler port. The scavenge start button is pressed, air from the selected source is
2-34
TM 1-1520-237-10
directed through the start control valve to the engine start temperatures. The AIR SOURCE HEAT/START switch
motor. The #1 ENGINE STARTER or #2 ENGINE must be at APU. Refer to Section XII for complete APU
STARTER caution will appear at this time and remains description.
until the starter drops out. As the engine start motor begins
to turn, an overrun clutch engages causing the engine to 2.30.3 Crossbleed Engine Start System. Cross-
motor. As the engine alternator begins to turn, electrical bleed engine starts are used when one engine is operating
current is supplied to the ignition exciter. Ignition will and it is desired to start the other engine from the bleed-air
continue until either the ENGINE IGNITION switch is source of the operating engine. To make a crossbleed start,
moved to OFF or starter dropout occurs. The ENG the operating engine must be at least 90% Ng SPEED.
POWER CONT lever is advanced to IDLE detent for When the AIR SOURCE HEAT/START switch is placed
light-off and acceleration. A starter speed switch to ENG, both engine crossbleed valves will open. Pressing
terminates the start cycle when cutoff speed is reached the start button for the engine not operating will cause the
(52% to 65% Ng SPEED) and causes the starter caution to start valve for that engine to open at the same time the
disappear and engine ignition to turn off. Malfunction of crossbleed valve for the starting engine will close, and
the starter speed switch may be overcome by manually remain closed until starter dropout occurs. At 52% to 65%
holding the start button pressed until reaching 52% to 65% Ng SPEED, the starting engine start valve will close,
Ng SPEED. To drop out the starter, manually pull down stopping bleed-air flow to the starter. When performing
on the ENG POWER CONT lever. To abort a start, pull starts at lower power settings (slightly above 90% Ng
down on the ENG POWER CONT lever and move to SPEED on the operating engine), it may be necessary to
OFF in one swift movement. Power to operate the No. 1 manually disengage the starter if the starter motor does not
engine start control valve is from the dc essential bus accelerate enough to trigger the starter speed switch.
through a circuit breaker marked NO. 1 ENG START. Power to operate the bleed shutoff valve is from No. 1 dc
Power to operate the No. 2 engine start control valve is primary bus through a circuit breaker marked AIR
from the No. 2 dc primary bus through a circuit breaker SOURCE HEAT/START.
m a r k e d N O . 2 E N G S T A R T C O N T R . 701C
701D/CC For the 701C and 701D/CC engine only, fuel 2.30.4 External Source Engine Start. The external
flow to the engine will be automatically shut off if TGT start pneumatic port is on the left side of the fuselage. It is
TEMP exceeds 900°C during the start sequence. the attachment point for a bleed-air line from an external
source for engine starting or helicopter heating on the
2.30.1 Engine Ignition Keylock. An ENGINE IGNI- ground. The assembly contains a check valve to prevent
TION keylock is installed on the instrument panel to short engine or APU bleed-air from being vented. The external
out and prevent ignition exciter current flow when the air source pressurizes the start system up to the engine
switch is OFF and the starter is engaged. The switch is start control valves, requiring only that electrical power be
marked ENGINE IGNITION OFF, and ON. When the applied. If an emergency start is made without ac electrical
switch is ON, the shorts are removed from both engine power, No. 1 engine must be started first because the No. 2
alternators, allowing exciter current to flow when the engine start control valve will not operate without dc
engine alternator begins to turn. The ENGINE IGNI- primary bus power.
TION is normally ON during flight and turned OFF at
shutdown. One switch serves both engines. If the switch is 2.31 ENGINE CONTROL SYSTEM.
OFF, neither engine can be started, although motoring
capability remains. When an engine is to be motored The engine control system consists of the 700 ECU
without a start, make certain the ENGINE IGNITION or 701C 701D/CC DEC, engine quadrant, load demand
switch is OFF. To prevent a possible hot or torching start system, and speed control system.
never turn the ENGINE IGNITION switch ON after
motoring has started. Abort start procedures must be done 2.31.1 Electrical Control Unit. 700 The ECU
to remove excess fuel from the engine if a start was at- controls the electrical functions of the engine and transmits
tempted with the switch OFF. operational information to the cockpit. It is a solid-state
device, mounted below the engine compressor casing. The
2.30.2 APU Source Engine Start. The APU provides ECU accepts inputs from the alternator, thermocouple har-
an on-board source of air and auxiliary electrical power. ness, Np (% RPM 1 and 2) sensor, torque and overspeed
The APU bleed-air output is enough to start each engine sensors, torque signal from opposite engine for load shar-
individually at all required combinations of ambient ing, feedback signals from the HMU for system stabiliza-
temperatures and enough to start both engines tion, and a demand speed from the engine speed trim but-
simultaneously within a reduced range of ambient ton. The ECU provides signals to the % RPM 1 and 2
2-35
TM 1-1520-237-10
indicators, % TRQ meter, TGT TEMP indicator, and 106%61% RPM 1 or 2 and will result in an initial
history recorder. reduced fuel flow and will cycle until the cause of the
overspeed is removed or % RPM is reduced manually.
NOTE Two momentary switches marked NO. 1 and NO. 2 ENG
OVSP TEST A and TEST B on the upper console, are
Phantom torque may be observed on the used to check the circuits. Testing individual circuits A
PDU torque display of a non-operating and B indicates that those systems are complete and
engine while the aircraft’s other engine is performing correctly. Dual closing of A and B serves to
operating during a ground run. Phantom check out the actual overspeed system itself, the overspeed
torque readings of up to 14% have been solenoid and the POU. This check must be done only on
observed on the PDU of the non-operating the ground by designated maintenance personnel.The
engine. During startup of the non-operating overspeed protection is not deactivated when in
engine, its ECU will produce a normal, LOCKOUT. Power to operate the overspeed system is
positive torque signal which displays the from two independent sources: the engine alternators as
correct torque signal on the respective PDU. the primary source and the No. 1 and No. 2 ac primary
buses as alternate backup source in case of alternator
a. In case of an ECU malfunction, the pilot may over- failure. Circuit protection is through circuit breakers
ride the ECU by momentarily advancing the ENG marked NO. 1 ENG OVSP and NO. 2 ENG OVSP.
POWER CONT lever to the LOCKOUT stop, then
retarding it to manually control engine power. To remove 2.31.2 Digital Electronic Control. 701C 701D/CC
the ECU from lockout, the ENG POWER CONT lever The DEC unit controls the electrical function of the engine
must be moved to IDLE. and transmits operational information to the cockpit. It
contains a microcomputer processor in a conductive
b. The torque matching/load sharing system increases composite molded case. The DEC can be fully powered by
power on the lower-torque engine to keep engine torques either the engine alternator or by the 400 Hz, 120 vac
approximately equal. The system does not allow an engine aircraft power. It incorporates logic that will eliminate the
to reduce power to match a lower power engine. If an torque spike signal during engine start and shutdown.
engine fails to the high side, the good engine will only at-
tempt to increase torque upward until its Np is 3% above a. The DEC accepts inputs from the alternator,
the reference Np. thermocouple harness, Np (% RPM 1 and 2) sensor,
torque and overspeed sensors, RPM R sensor and collec-
c. The temperature limiting system limits fuel flow tive position transducer for improved transient droop
when the requirement is so great that the turbine response, torque signal from opposite engine for load
temperature reaches the limiting value of approximately sharing, feedback signals from the HMU for system
843°C. Fuel flow is reduced to hold a constant TGT. It is stabilization, and the engine speed trim button for Np
normal to see a transient increase above the 850°C TGT demand speed reference.
TEMP when the pilot demands maximum power (Figure
5-2 transient limits). TGT limiting does not prevent over-
temperature during engine starts, compressor stall, or when CAUTION
the engine is operated in LOCKOUT (Paragraph 9.3e).
Delay in release of TEST A/B button may
CAUTION result in Ng recycling below idle, result-
ing in subsequent engine stall and TGT
increase. To avoid damage, TGT must be
Delay in release of NO. 1 and NO. 2 ENG monitored during overspeed check.
OVSP TEST A and TEST B button may
result in Ng recycling below idle, result- b. The DEC provides signals to the % RPM 1 and 2
ing in subsequent engine stall and TGT indicators, % TRQ meter, TGT TEMP indicator, and
increase. To avoid damage, TGT must be engine history counter. It also provides signal validations
monitored during overspeed check. or selected input signals within the electrical control
system. Signals are continuously validated when the
d. Overspeed protection protects the power turbine engine is operating at idle and above. If a failure occurred
from destructive overspeeds. The system is set to trigger at on a selected input signal, the failed component or related
2-36
TM 1-1520-237-10
circuit will be identified by a preselected fault code (Figure can disable the HSP for emergency starting purposes by
2-12) displayed on the engine torque meter. These codes pressing and holding the overspeed test button (TEST
are defined in terms of engine torque. They are displayed A/B) for the engine being started during the engine start
for 4 seconds on, 2 seconds off, starting with the lowest sequence.
code and rotating through all applicable codes, then
repeating the cycle. They will only be displayed 30 h. Overspeed protection protects the power turbine
seconds after both engines are shut down with 400 Hz, 120 from destructive overspeeds. The system is set to trigger at
vac power applied. They may be recalled by maintenance 120%61% RPM 1 or 2 and will result in a fuel flow
and the engine restarted. The pilot can suppress the fault shutoff causing the engine to flame out. When % RPM is
code display of an engine by depressing the associated reduced below the overspeed limit, fuel flow is returned to
cockpit overspeed test button (TEST A/B). The pilot may the engine and engine ignition will come on to provide a
recall it by again depressing the associated cockpit over- relight. This cycle will continue until the overspeed condi-
speed test button. tion is removed. Two momentary switches marked NO. 1
and NO. 2 ENG OVSP TEST A and TEST B on the up-
c. In case of a DEC malfunction, the DEC may be per console, are used to check the circuits. Testing
recalled by maintenance only, and the engine restarted individual circuits A and B indicates that those systems are
once action has been performed. complete and performing correctly. Dual closing of A and
B switches serve to check out both the overspeed system,
d. The torque matching/load sharing system increases and the ODV. This check must be done only on the ground
power on the lower-torque engine to keep engine torques by designated maintenance personnel. The overspeed
approximately equal. The system does not allow an engine protection is not deactivated when in LOCKOUT. Power
to reduce power to match a lower power engine. If an to operate the overspeed system is from two independent
engine fails to the high side, the good engine will only at- sources: the engine alternators as the primary source, and
tempt to increase torque upward until its Np is 3% above the No. 1 and No. 2 ac primary buses as alternate backup
the reference Np. source in case of alternator failure. Circuit protection is
through circuit breakers marked NO. 1 ENG OVSP and
e. The transient compensation system provides NO. 2 ENG OVSP.
significant droop improvement during some maneuvers by
monitoring engine torque, collective rate of change, and 2.31.3 Engine Control Quadrant. The engine control
RPM R speed rate of change. quadrant (Figure 2-13) consists of two ENG POWER
CONT levers, two ENG FUEL SYS selector levers, and
f. The temperature limiting system limits fuel flow two ENG EMER OFF T-handles. A starter button is on
when the TGT TEMP reaches the dual engine 10-minute each ENG POWER CONT lever. Each ENG POWER
limiting value of approximately 866°C. The automatic CONT lever has four positions: OFF-IDLE-FLY-
contingency power limiting will switch to a higher single- LOCKOUT. Movement of the ENG POWER CONT
engine 2 1 ⁄ 2 minute temperature limiting value of ap- levers moves a cable to mechanically shut off fuel or set
proximately 891°C when the opposite % TRQ is less than available Ng SPEED. The lever is advanced to FLY for
50%. Fuel flow is regulated to hold a constant TGT. It is flight. This ENG POWER CONT lever setting represents
normal to see a transient increase above the 903°C TGT the highest power that could be supplied if demanded.
TEMP limit when the pilot demands maximum power Power turbine speed (% RPM 1 or 2) is not governed
(Figure 5-2 transient limits). TGT limiting does not until the power lever is advanced from IDLE. The engine
prevent overtemperature during engine starts, compressor quadrant secondary stop, two stop blocks, the quadrant as-
stall, or when the engine is operated in LOCKOUT. sembly, and a latch on each ENG POWER CONT lever
prevent moving the levers below IDLE detent. When
g. The HSP is a part of the DEC. It prevents overtem- shutdown is required, the ENG POWER CONT lever
perature during engine starts. The HSP system receives must be pulled out slightly, at the same time the latch
Np, Ng, and TGT signals. When Np and Ng are below release must be pressed, then the ENG POWER CONT
their respective hot start reference and TGT TEMP lever can be moved below IDLE detent. After being
exceeds 900°C, an output from the HSP system activates a moved momentarily to LOCKOUT, the ENG POWER
solenoid in the ODV. This shuts off fuel flow and causes CONT lever is used to manually control Ng SPEED and
the engine to shut down. The HSP system requires 400 Hz, % RPM 1 or 2. With the ENG POWER CONT lever at
120 vac aircraft power be provided to the DEC. The pilot LOCKOUT, the automatic TGT limiting system is
2-37
TM 1-1520-237-10
% TRQ
1 2
DIAGNOSTIC
140 140 INDICATIONS
DISPLAYED
AT SHUTDOWN
DIAGNOSTIC
SIGNAL FAILED INDICATION ON TORQUE METER
( 3%)
DEC 15%
Np DEMAND CHANNEL 25%
LOAD SHARE CHANNEL 35%
TGT CHANNEL 45%
ALTERNATOR POWER 55%
Ng CHANNEL 65%
Np CHANNEL 75%
TORQUE AND OVERSPEED 85%
CHANNEL
HOT START PREVENTION 95%
CHANNEL
AIRCRAFT 400 Hz POWER 105%
COLLECTIVE CHANNEL 115%
Nr 125%
AA0517
SA
Figure 2-12. Signal Validation - Fault Codes 701C 701D/CC
deactivated and TGT must be manually controlled. The 2.31.5 Engine Speed Control System. An engine
overspeed protection system is not deactivated when at RPM control switch on the collective grips controls the
LOCKOUT. speed of both engines simultaneously. There is no
individual trim capability. It is used to supply a signal to
2.31.4 Load Demand System. With ENG POWER the 700 ECU, or 701C 701D/CC DEC for control-
C O N T l e v e r a t F L Y , t h e 700 E C U o r 701C ling % RPM 1 and 2 as required. The ENG RPM control
701D/CC DEC and HMU respond to collective signals to switch allows adjustment between 96% and 100%. The
automatically control engine speed and provide required pilot can override the copilot’s control. Power for ENG
power. During emergency operations, when the ENG RPM control system is from the No. 2 dc primary bus
POWER CONT lever is moved to LOCKOUT and then through a circuit breaker marked SPEED TRIM.
to some intermediate position, the engine will still respond
to collective signals.
2-38
TM 1-1520-237-10
SECONDARY
IDLE STOP
FOR POWER LEVER
STARTER O QUADRANT
BUTTON F D X
F COVER
I F
R D
SY
S
F
OF LE E
FF
ID N
G
EMER O
P
O
W
NO. 1 ENG R
E
T
U
C Y
FUEL SYS
O
O L
L F
K
C
#2 ENG
SELECTOR O
N
LEVER T
NO. 2 ENG FUEL
SYS SELECTOR
LEVER NO. 2 ENG
EMER OFF
T−HANDLE
#1 E NO. 1 ENG
NG EMER OFF
NO. 1 ENG A EME
RO
POWER CONT FF T−HANDLE
LEVER NO. 2 ENG
POWER CONT
LEVER
A
CENTER
IDLE COVER
DETENT
IDLE
STOP
BLOCK
PUSH TO
RELEASE
LEVER ASSY LATCH
CONT PULL
DOWN
LOOKING INBOARD
RIGHT SIDE AA0351A
SA
Figure 2-13. Engine Control Quadrant
2-39
TM 1-1520-237-10
2.32 HOVER INFRARED SUPPRESSOR marked ENG OIL PRESS on the instrument display
SUBSYSTEM (HIRSS). panel; and to an ENGINE OIL PRESS caution. The
lower precautionary and prohibited ranges will go out
The hover IR suppressor provides improved helicopter when reaching the bottom of the normal range. 700 It
survivability from heat-seeking missiles throughout the may be possible that during IDLE operations, the
flight envelope. The HIRSS kit has no moving parts. It ENGINE OIL PRESS caution will appear. 700 If
contains a three-stage removable core which reduces metal ENGINE OIL PRESS caution appears at IDLE, verify
surface and exhaust gas temperature radiation and prevents oil pressure is acceptable by setting Ng SPEED at 90%,
line-of-sight viewing of hot engine surfaces. The HIRSS check that engine oil pressure is at least 35 psi. As pres-
channels hot exhaust gases through the three-stage core sure increases above 700 100 psi, or 701C 701D/CC
and inner baffle to induce the flow of cooling air from the 120 psi the respective prohibited scale changes to red.
engine bay and the inlet scoops. The three-stage core and
inner baffle cold surfaces are coated with low-reflectance 2.33.3 TGT Temperature Indicator. The TGT
material. For further cooling, hot exhaust gas is ducted indicating system consists of thermocouples transmitting to
outboard and downward by the engine, away from the a TGT TEMP indicator. The indicator assembly has two
helicopter by the exhaust deflector, where additional cool- digital readouts that indicate precise temperatures.
ing air is provided by the main rotor downwash. Installa-
tion of each HIRSS module requires removal of the 2.33.4 Gas Generator Speed (Ng) Indicator. The
standard engine exhaust module and aft cabin door track Ng speed indicating system shows Ng speed for each
fairings. HIRSS modules are installed on the basic air- engine. The system consists of one alternator winding and
frame equipped with HIRSS fixed provisions by two air- Ng SPEED vertical scale instrument, on the instrument
frame mounts. The aft fairings are installed using existing panel, giving percent rpm. Digital readouts for Ng SPEED
mounting points and hardware. While operating in a non- are at the lower section of the instrument faceplate. The
hostile environment, the inner baffle can be removed to three-digit readouts provide a closer indication of Ng
enhance helicopter performance. SPEED.
2.33 ENGINE INSTRUMENTS.
2.33.5 Engine Power Turbine/Rotor Speed Indica-
The instrument displays consist of ENG OIL TEMP tor. Power turbine and rotor speed are indicated for each
and PRESS, TGT TEMP, gas generator Ng SPEED, engine on a single instrument marked % RPM 1 R 2 on
power turbine speed (% RPM 1 or 2), rotor speed % the display panel with three vertical scales. Power turbine
RPM R, engine torque % TRQ, and FUEL QTY to speed is indicated in % RPM 1 or 2 and rotor speed %
provide the pilots with engine and subsystem monitoring. RPM R. Rotor speed is sensed by a speed sensor on the
Continuous indications of those parameters are indicated right accessory module. Power turbine speed is sensed by
on vertical scales, digital readouts and cautions. Instru- a speed sensor on the engine exhaust frame. At the top of
ments without low range turn-off feature: % TRQ, TGT the panel are three warning lights that indicate varying de-
TEMP, Ng SPEED, ENG OIL TEMP, and XMSN grees of rotor overspeed. These lights remain on, once
TEMP will remain on as parameter increases and go out tripped, and must be manually reset.
as it decreases. Power for lighting the displays is from the
No. 1 and No. 2 ac primary and No. 1 and No. 2 dc 2.33.6 Torque Indicator. The torque indicating system
primary buses through the SDCs. shows the amount of power the engine is delivering to the
main transmission. A torque sensor mounted on the
2.33.1 Engine Oil Temperature Indicator. Each exhaust case measures the twist of the power turbine shaft,
engine has an oil temperature sensor wired through the and transmits this signal to the 700 ECU, or 701C
SDC to a vertical scale instrument marked ENG OIL 701D/CC DEC and SDC into the torque indicator marked
TEMP on the CDU; and to an ENGINE OIL TEMP % TRQ on the display panel, displaying readings for both
caution. engines. Digital readouts giving torques for each engine
are at the top of the indicator. A photocell on the lower
2.33.2 Engine Oil Pressure Indicator. Each engine center of the display will automatically adjust the lighting
has an engine oil pressure transmitter, downstream of the of the % RPM and % TRQ indicators with respect to
oil filter, that sends readings to a vertical scale indicator ambient light.
2-40
TM 1-1520-237-10
Section IV FUEL SYSTEM
2.34 FUEL SUPPLY SYSTEM. 2.35 ENGINE FUEL PRIME SYSTEM.
A separate suction fuel system is provided for each NOTE
engine. Fuel is stored in two interchangeable, crashworthy,
ballistic-resistant tanks. The fuel system consists of lines Priming engines using sump mounted fuel
from the main fuel tanks, firewall-mounted selector valves, boost pumps is described in paragraph
prime/boost pump and fuel tanks, and engine-driven suc- 8.39.3.
tion pumps. The prime/boost pump primes all fuel lines if
prime is lost, and also acts as an APU boost for APU starts A toggle switch on the upper console marked FUEL
and operation. A selector valve, driven by cable from the PUMP, FUEL PRIME, OFF, and APU BOOST, when
ENG FUEL SYS selector lever on the engine control moved to FUEL PRIME, energizes the prime/boost pump
quadrant permits operation of either engine from either and solenoid valves to each main engine fuel supply line
fuel tank. The engines and APU are suction fed, the APU and to the solenoid valve for the APU fuel feed system.
is fed from the left main fuel tank by a separate fuel line. The PRIME BOOST PUMP ON advisory appears during
All fuel lines are routed in the most direct manner. The this mode. Prime pump capacity is not enough to prime an
fuel line network includes self-sealing breakaway valves engine when the opposite engine is running. Engines
that contain fuel in case of helicopter crash or malfunction. should therefore be primed individually with both engines
All engine fuel lines are self-sealing with the exception of off. The prime/boost pump is actuated and the engine
the APU fuel line. prime valve is opened whenever the engine starter is
operating. This provides fuel pressure to aid in a success-
2.34.1 Fuel Tanks. Both main fuel tanks are crashwor- ful engine start. When the engine speed reaches starter
thy, self-sealing, and interchangeable. Each tank contains a dropout speed, engine fuel prime valve will close and the
pressure refuel/defuel valve, fuel quantity and low-level prime/boost pump will also stop operating if the FUEL
sensors, high-level shutoff valve, low-level shutoff valve, PUMP switch is OFF. Power to operate the prime boost
check valve sump drain, and a self-sealing breakaway vent system is from the battery bus through a circuit breaker
valve. Refer to Table 2-4 for tank capacity. Fuel tank marked FUEL PRIME BOOST.
drains are in the sumps to permit removal of sediment and
water and provide fuel sampling. 2.36 FUEL QUANTITY INDICATING SYSTEM.
2.34.2 Engine Fuel System Selector Control. Each All internal fuel is continuously gaged with the FUEL
fuel system has a selector valve which is manually oper- QTY gage system. The system consists of two tank unit
ated through the ENG FUEL SYS selector lever on the sensors (probes), one in each tank, a dual channel fuel
overhead engine control quadrant. There is an ENG EM- quantity gage conditioner, and a dual channel low-level
ER OFF T-handle on each side of the quadrant which is warning system. The tank units are connected to the fuel
arranged so that pulling the handle engages the ENG quantity gages marked FUEL QTY 1-2 on the central
FUEL SYS selector lever, bringing it to OFF. The ENG display panel. A separate total fuel quantity readout
FUEL SYS selectors are connected to the fuel selector numerically displays the total quantity of fuel on board.
valves with low-friction flexible push-pull cables. Each The system may be checked out by pressing the FUEL
lever can be actuated to three positions: OFF, DIR, and IND TEST pushbutton on the miscellaneous switch panel.
XFD. With the selectors at OFF, the control valves are The vertical scales of the FUEL QTY indicator and the
closed, allowing no fuel flow to the engines. When the digital readout should show a change, and the #1 and #2
selectors are moved forward to DIR, the selector valves FUEL LOW cautions should flash. When the button is
are opened, providing fuel flow for each engine from its released, the scales and digital readout will return to the
individual fuel tank. If a tank is empty, or the fuel in the original readings. The fuel quantity indicating system is
tanks needs equalizing, the ENG FUEL SYS selector of powered by the No. 1 ac primary bus through a circuit
the engine that normally feeds from the empty or low-level breaker, marked NO. 1 AC INST.
tank is moved to XFD. This connects that engine to the
other tank through the crossfeed system. A check valve in 2.36.1 Fuel Low Caution. Two low-level sensors, one
each crossfeed line prevents air from an inoperative engine on each probe, provide signals which activate the #1
fuel line crossing to the operating one. FUEL LOW or #2 FUEL LOW caution. These cautions
2-41
TM 1-1520-237-10
flash when the fuel level decreases to approximately 172 pumps. Power to operate the boost pumps is provided from
pounds in each tank. The appearance of these cautions the No. 1 and No. 2 ac primary buses through circuit
does not mean a fixed time period remains before fuel breakers marked NO. 1 and NO. 2 FUEL BOOST
exhaustion, but is an indication that a low fuel condition PUMP, respectively.
exists. The fuel-low cautions are powered by the No. 1 dc
primary bus through a circuit breaker marked FUEL 2.36.3 Refueling/Defueling. A pressure refueling and
LOW WARN. defueling system provides complete refueling and defuel-
ing of both tanks from one point on the left side of the
2.36.2 Fuel Boost Pump. The helicopter fuel system helicopter. Closed circuit refueling uses the pressure
contains an electrically operated submerged fuel boost refueling system and its components. No electrical power
pump in each fuel tank. When the pumps operate, they is required for the system during refueling or defueling.
provide pressurized fuel to the engine fuel inlet port. Each The tank full shutoff valve is float-operated. A dual high-
boost pump is controlled by a switch on the FUEL level shutoff system acts as backup for each other. The two
BOOST PUMP CONTROL panel. The two-position high-level float valves close, causing a back pressure to the
switch for each pump, marked ON-OFF, activates the fueling/defueling valve at the bottom of the tank, closing
pump for continuous operation to maintain a head of fuel the refuel valve. The tank empty automatic shutoff system
pressure at the engine fuel inlet port regardless of engine is a function of the low-level float valve opening to allow
boost pump discharge pressure. An advisory light near air to be drawn into the line, closing the defuel valve. A
each control switch indicates pump pressure and operation. filler neck between the fuselage contour and the fuel cell is
A check valve in each pump discharge line prevents fuel a frangible (breakaway) connection. Gravity fueling is
recirculation during fuel boost operation and prevents loss done through filler neck on each side of the fuselage for
of engine fuel line prime. Appearance of the #1 or #2 the respective tanks. Gravity defueling capability is
FUEL PRESS caution is also an indicator to turn on boost provided through the drains.
2-42
TM 1-1520-237-10
Section V FLIGHT CONTROLS
2.37 FLIGHT CONTROL SYSTEMS. Each collective stick has a grip (Figure 2-14) with
switches and controls for various helicopter systems.
NOTE These systems are: landing light control marked LDG LT
PUSH ON/OFF, EXT, and RETR, searchlight controls
Flight near high power RF emitters such as marked SRCH LT ON/OFF, BRT, DIM, EXT, L, R, and
microwave antennas or shipboard radar may RETR, servo shutoff control switch marked SVO OFF
cause uncommanded AFCS and/or stabila- 1ST STG and 2ND STG, engine speed trim switch
tor control inputs. Electromagnetic interfer- marked ENG RPM INCR and DECR, and cargo hook
ence (EMI) testing has shown that the emergency release switch marked HOOK EMER REL,
master caution may appear before or HUD control switch marked BRT, DIM, MODE, and
simultaneously with any uncommanded sta- DCLT. All switches are within easy reach of the left
bilator trailing edge movement, with 4° or thumb.
5° of movement being the maximum.
2.37.3 Mixing Unit. A mechanical mixing unit provides
The primary flight control system consists of the lateral control mixing functions which minimizes inherent control
control subsystem, the longitudinal control subsystem, the coupling. The four types of mechanical mixing and their
collective pitch control subsystem, and the directional functions are:
control subsystem. Control inputs are transferred from the
cockpit to the rotor blades by mechanical linkages and a. Collective to Pitch - Compensates for the effects of
hydraulic servos. Pilot control is assisted by stability changes in rotor downwash on the stabilator caused by
augmentation system (SAS), flight path stabilization (FPS), collective pitch changes. The mixing unit provides forward
boost servos, and pitch, roll, and yaw trim. Dual cockpit input to the main rotor as collective is increased and aft
controls consist of the cyclic stick, collective stick, and input as collective is decreased.
pedals. The pilot and copilot controls are routed separately
to a combining linkage for each control axis. Outputs from b. Collective to Yaw - Compensates for changes in
the cockpit controls are carried by mechanical linkage torque effect caused by changes in collective position. The
through the pilot-assist servos to the mixing unit. The mixing unit increases tail rotor pitch as collective is
mixing unit combines, sums, and couples the cyclic, col- increased and decreases tail rotor pitch as collective is
lective, and yaw inputs. It provides proportional output decreased.
signals, through mechanical linkages, to the main and tail
c. Collective to Roll - Compensates for the rolling mo-
rotor controls.
ments and translating tendency caused by changes in tail
rotor thrust. The mixing unit provides left lateral input to
2.37.1 Cyclic Stick. Lateral and longitudinal control of
the main rotor system as collective is increased and right
the helicopter is by movement of the cyclic sticks through
lateral input as collective is decreased.
pushrods, bellcranks, and servos to the main rotor. Move-
ment in any direction tilts the plane of the main rotor d. Yaw to Pitch - Compensates for changes in the
blades in the same direction, thereby causing the helicopter vertical thrust component of the canted tail rotor as tail
to go in that direction. Each cyclic stick grip (Figure 2-14) rotor pitch is changed. The mixing unit provides aft input
contains a stick trim switch marked STICK TRIM FWD, to the main rotor system as tail rotor pitch is increased and
L, R, and AFT, a go-around switch marked GA, trim forward input as tail rotor pitch is decreased.
release switch marked TRIM REL, a panel light kill
switch marked PNL LTS, a cargo release switch marked 2.37.4 Collective/Airspeed to Yaw (Electronic
CARGO REL, and a transmitter ICS switch marked Coupling). This mixing is in addition to collective to
RADIO and ICS. yaw mechanical mixing. It helps compensate for the torque
effect caused by changes in collective position. It has the
2.37.2 Collective Pitch Control Stick. The collective ability to decrease tail rotor pitch as airspeed increases and
sticks change the pitch of the main rotor blades, causing an the tail rotor and cambered fin become more efficient. As
increase or decrease in lift on the entire main rotor disc. A airspeed decreases, the opposite occurs. The SAS/FPS
friction control on the pilot’s lever can be turned to adjust computer commands the yaw trim actuator to change tail
the amount of friction and prevent the collective stick from rotor pitch as collective position changes. The amount of
creeping. The copilot’s stick telescopes by twisting the tail rotor pitch change is proportional to airspeed. Maxi-
grip and pushing the stick aft to improve access to the seat. mum mixing occurs from 0 to 40 knots. As airspeed
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TM 1-1520-237-10
increases above 40 knots, the amount of mixing decreases
SEARCHLIGHT until 100 knots, after which no mixing occurs.
SWITCH
2.37.5 Tail Rotor Control. The tail rotor control
system determines helicopter heading by controlling pitch
HOOK
EMER REL
SRC
H LT of the tail rotor blades. Inputs by the pilot or copilot to the
ON SERVO control pedals are transmitted through a series of control
BRT SHUTOFF
OFF
SV rods, bellcranks, a mixing unit, control cables, and servos
1S O O
TS F
TG F
to the pitch change beam that changes blade pitch angle.
LDG LT Hydraulic power to the tail rotor servo is supplied from
PUSH EXT EXT DIM
ON RETR
2N
No. 1 or the backup hydraulic systems.
OFF D E
ST
G RPNG
L R M
2.37.6 Tail Rotor Pedals. The pedals contain switches
IN
CR that, when pressed, disengage the heading hold feature of
RETR
FPS below 60 KIAS. Adjustment for pilot leg length is
LANDING LIGHT
DE done by pulling a T-handle, on each side of the instrument
CR
CONTROL panel marked PED ADJ. The pedals are spring-loaded and
will move toward the operator when unlocked. Applying
pressure to both pedals simultaneously will move the ped-
ENGINE
SPEED als for desired leg position. The handle is then released to
SEARCHLIGHT TRIM
CONTROL lock the pedal adjusted position.
2.38 FLIGHT CONTROL SERVO SYSTEMS.
2.38.1 Primary Servos. Main rotor control loads are
reacted by three, two-stage primary servos mounted on the
upper deck above the cabin, forward of the main gear box.
A
Each primary servo contains two independent, redundant
stages with only the mechanical input linkage in common.
If one stage becomes inoperative due to pressure loss, a
bypass valve within the depressurized stage will open,
preventing hydraulic lock. Electrical interlocks prevent
b o t h fl i g h t c o n t r o l s e r v o s f r o m b e i n g t u r n e d off
simultaneously. If the input pilot valve to the servo
COLLECTIVE STICK GRIP
(TYPICAL) becomes jammed, bypass automatically occurs. Automatic
bypass is indicated to the pilot by the appearance of the
associated PRI SERVO PRESS caution.
A
2.38.2 Tail Rotor Servo. Tail rotor control loads are
reacted by a two-stage tail rotor servo mounted on the tail
HUD CONTROL gear box. With the TAIL SERVO switch at NORMAL,
SWITCH
HUD the first stage of this servo is powered by the No. 1
hydraulic system. When the TAIL SERVO switch is
M BRT moved to BACKUP, the second stage is powered by the
O D
D C
E L backup system. Should the first stage become inoperative,
T
DIM
the backup pump will come on and power the second
(ON HELICOPTERS
MODIFIED BY stage. All aerodynamic loads are then reacted by the
MWO 1−1520−237−50−62, HUD) second stage.
2.38.3 Flight Control Servo Switch. First and second
stage primary servo systems are controlled by the servo
AA0365_1C
SA switch marked SVO OFF on the pilot’s and copilot’s col-
lective stick grips. The marked switch positions are 1ST
Figure 2-14. Collective and Cyclic Grips STG and 2ND STG. The servo systems normally operate
(Sheet 1 of 2)
2-44
TM 1-1520-237-10
TR
ICK IM
ST FWD
L R O
RG
GA CA EL.
AFT R
STICK TRIM
GO AROUND CARGO HOOK
ENABLE SWITCH RELEASE SWITCH
ICS RADIO
CONTROL
I.C.S.
TRIM
RELEASE
SWITCH
IM
TR EL
R
PANEL LIGHTS RADIO
KILL SWITCH
PNL
LTS
CYCLIC MOUNTED STABILATOR
SLEW−UP SWITCH
CYCLIC STICK GRIP
(TYPICAL)
AA0365_2
SA
Figure 2-14. Collective and Cyclic Grips (Sheet 2 of 2)
2-45
TM 1-1520-237-10
with the switch in the unmarked center (on) position. To 2.39 AUTOMATIC FLIGHT CONTROL SYSTEM
turn off the first stage primary servos, the SVO OFF (AFCS).
switch is placed to 1ST STG. To turn off the second stage
servo, the switch is placed to 2ND STG. The systems are The AFCS enhances the stability and handling qualities
interconnected electrically so that regardless of switch of the helicopter. It is comprised of four basic subsystems:
position, a system will not shut off unless there is at least stabilator, SAS, trim systems, and FPS. The stabilator
2350 psi in the remaining system. The servo shutoff valve system improves flying qualities by positioning the stabi-
operates on current from the No. 1 and No. 2 dc primary lator by means of electromechanical actuators in response
buses through circuit breakers marked NO. 1 and NO. 2 to collective, airspeed, pitch rate, and lateral acceleration
SERVO CONTR, respectively. inputs. The SAS provides short term rate damping in the
pitch, roll, and yaw axes. Trim/FPS system provides
control positioning and force gradient functions as well as
2.38.4 Flight Control Servo Low-Pressure Cau-
basic autopilot functions with FPS engaged.
tions. The first, second and tail rotor stage servo
hydraulic low-pressure cautions are marked #1 PRI 2.39.1 Stability Augmentation System (SAS).
SERVO PRESS, #2 PRI SERVO PRESS, and #1 TAIL
RTR SERVO, and will appear if the pressure is below its NOTE
respective switch setting or if the servo pilot valve
becomes jammed. The servo switches and cautions operate As the vertical gyro or inputs from AHRS
on direct current from the No. 1 and No. 2 dc primary comes up to speed or when the system is
buses through circuit breakers marked NO. 1 SERVO shut down, the derived pitch/roll rate signal
WARN and NO. 2 SERVO WARN, respectively. which feeds SAS 1 will cause small oscilla-
tions in pitch and roll SAS actuators. This is
2.38.5 Pilot-Assist Servos. Pilot assist servos are a temporary situation and can be eliminated
normally powered by the No. 2 hydraulic system. If the by turning SAS 1 off.
No. 2 hydraulic pump fails, the pilot assist servos and
pitch trim actuator are powered by the backup hydraulic The SAS enhances dynamic stability in the pitch, roll,
pump. The following units are pilot-assist servos: collec- and yaw axes. In addition, both SAS 1 and SAS 2 enhance
tive, yaw, and pitch boost servos, which reduce control turn coordination by deriving commands from lateral ac-
forces, and three (pitch, roll, yaw) SAS actuators which celerometers which together with roll rate signals are sent
transfer the output of the SAS controllers into control to their respective yaw channels automatically at airspeeds
actuations. greater than 60 knots. The SAS 1 amplifier circuitry oper-
ates on 28 vdc power from the dc essential bus through a
2.38.6 Boost Servo. There are three boost servos: col- circuit breaker marked SAS BOOST providing excitation
lective, yaw, and pitch, installed between the cockpit for the electronic components within the amplifier. AC
controls and mixing unit, which reduce cockpit control power from the ac essential bus through a circuit breaker
forces. The collective, and yaw boost servos are turned on marked SAS AMPL is also required for normal operation
and off by pressing the button marked BOOST on the of the SAS. The SAS amplifier uses the vertical gyro or
AUTO FLIGHT CONTROL panel (Figure 2-15). The inputs from AHRS roll output to derive roll attitude and
pitch boost servo is turned on when SAS 1 or SAS 2 is rate for the roll SAS commands and an ac-powered yaw
ON. The boost shutoff valves receive power from the dc rate gyro or inputs from AHRS for the yaw SAS com-
essential bus through a circuit breaker marked SAS mands. Loss of ac power to the vertical gyro or inputs
BOOST. from AHRS or SAS amplifier causes erratic operation of
SAS 1 due to loss of the reference for the ac demodulators.
2.38.7 Pilot-Assist Controls. An AUTO FLIGHT When this condition is encountered, the pilot must manu-
CONTROL panel in the lower console contains the ally disengage SAS 1. In case of a malfunction of the SAS
controls for operating the pilot-assist servos and actuators. 2 function, the input will normally be removed from the
The panel contains SAS 1, SAS 2, TRIM, FPS, BOOST, actuator and the SAS 2 fail advisory light on the AUTO
and the FAILURE ADVISORY/POWER ON RESET FLIGHT CONTROL panel will illuminate. If the
lights/switches. STICK TRIM and TRIM REL switches malfunction is of an intermittent nature the indication can
on the cyclic sticks, are manually operated by either pilot be cleared by simultaneously pressing POWER ON
or copilot. RESET switches. If the malfunction is continuous, the
2-46
TM 1-1520-237-10
SAS 2 should be turned off. With SAS 1 or SAS 2 off, the
control authority of the SAS is reduced by one-half (5%
STABILATOR CONTROL
control authority). Malfunction of the SAS 1 system may
be detected by the pilot as an erratic motion in the
MAN SLEW AUTO
helicopter without a corresponding failure advisory indica- UP TEST CONTROL
tion. If a malfunction is experienced, SAS 1 should be R
O E
turned off. SAS actuator hydraulic pressure is monitored. F ON S
F E
In case of loss of actuator pressure, or if both SAS 1 and T
DN
SAS 2 are off, the SAS OFF caution will appear.
AUTO FLIGHT CONTROL
SAS 1 SAS 2 TRIM FPS
2.39.2 Trim System. When the TRIM is engaged on
the AUTO FLIGHT CONTROL panel, the pitch, roll,
and yaw trim systems are activated to maintain position of ON ON ON ON
the cyclic and tail rotor controls. Proper operation of the
yaw trim requires that the BOOST on the AUTO BOOST FAILURE ADVISORY
FLIGHT CONTROL panel be on. The tail rotor and R R
E CPTR SAS 2 ACCL CLTV E
lateral cyclic forces are developed in the electromechanical ON S S
E TRIM RGYR A / S GYRO E
yaw and roll trim actuators. Both yaw and roll trim actua- T T
tors incorporate slip clutches to allow pilot and copilot
POWER ON RESET
control inputs if either actuator should jam. The forces
required to break through the clutch are 80 pounds maxi-
mum in yaw and 13 pounds maximum in roll. The
longitudinal force is developed by an electrohydrome-
chanical actuator operated in conjunction with the SAS/ AA0366A
SA
FPS computer. When the pilot applies a longitudinal or
lateral force to the cyclic stick with trim engaged, a Figure 2-15. Automatic Flight Control System
combination detent and gradient force is felt. The pilot (AFCS) Switch Panel
may remove the force by pressing the thumb-operated
TRIM REL switch on the pilot/copilot cyclic grip. The
pedal gradient maintains pedal position whenever the trim forces. The push-on/push-off TRIM switch on the AUTO
is engaged. By placing feet on the pedals, the pedal FLIGHT CONTROL panel or the TRIM REL switches
switches are depressed and the gradient force is removed. on the pilot/copilot cyclic grips may be used to release
The pedals may then be moved to the desired position and trim. When the switch is ON, the trim system provides
released. The pedals will be held at this position by the gradient and detent holding force for pitch, roll, and yaw.
trim gradient. The pedal trim gradient actuator also When turned off, the trim system is released and light
includes a pedal damper. The pedal damper is engaged cyclic control forces are present.
continuously, independent of electric power and the TRIM 2.39.3 Flight Path Stabilization (FPS).
switch on the AUTO FLIGHT CONTROL panel.
Operation of the trim system is continuously monitored by
the SAS/FPS computer. If a malfunction occurs, the SAS/
FPS computer will shut off the trim actuator(s) driving the WARNING
affected axis, and the TRIM FAIL and FLT PATH
STAB cautions will appear. If the malfunction is of an Pedal trim switches must be pressed
intermittent nature, the indication may be cleared by while changing the helicopter heading
simultaneously pressing both POWER ON RESET during hover. Do not hold hover heading
switches. In addition to the trim release switch, a four-way against yaw trim force. A rapid release of
trim switch on each cyclic stick establishes a trim position pedal trim force will allow the FPS head-
without releasing trim. With trim engaged, the trim posi- ing hold feature to immediately correct to
tion is moved in the direction of switch movement. The the last known engaged heading. This can
cyclic is moved by the trim switch in one direction at a result in rapid, divergent helicopter
time. When FPS is engaged, the TRIM switch changes the heading deviations.
pitch and roll attitude reference instead of the cyclic stick
position reference. The trim system release feature permits a. Proper FPS operation requires that the BOOST,
the pilot or copilot to fly the helicopter with light stick TRIM, and SAS 1 and/or SAS 2 functions have been
2-47
TM 1-1520-237-10
selected on the AUTO FLIGHT CONTROL panel. the lateral stick force, roll attitude, and yaw
Although not required for proper operation, the FPS rate are within prescribed limits.
performance will be improved by the proper operation of
the stabilator in the automatic mode. To use the FPS c. To make a coordinated turn, the pilot enters a turn in
features, the pilot first assures that BOOST, SAS, and one of these ways:
TRIM are on and operating, and then turns the FPS
switch ON. The desired pitch and roll attitude of the (1) Changing reference roll attitude by pressing
helicopter may be established in one of these ways: the STICK TRIM switch in the desired lateral
direction.
(1) Pressing the STICK TRIM switch to slew the
reference attitude to the desired attitude. (2) Pressing TRIM REL switch on the cyclic grip
and establishing the desired bank angle with
(2) Pressing the TRIM REL switch on the pilot/ feet off pedal switches.
copilot cyclic grip, manually flying the
helicopter to the desired trim condition and (3) Exerting a lateral force on the cyclic stick to
releasing the TRIM REL switch. achieve the desired bank angle, and then
neutralizing the force with the STICK TRIM
(3) Overriding the stick trim forces to establish the switch.
desired trim condition and then neutralizing
stick forces by means of the trim switch. (4) Keeping a lateral force on the cyclic stick for
the duration of the turn.
b. The trim attitude, once established, will be d. In each of these ways the ball should remain
automatically held until changed by the pilot. At airspeeds automatically centered during the entry and recovery from
greater than 60 knots, the pitch axis seeks to maintain the the turn. If feet are on the pedals, care must be taken not to
airspeed at which the trim is established, by variation of apply too much force to the pedals to oppose their motion.
pitch attitude. When pitch attitude is changed by means of If the pilot intentionally miscoordinates the helicopter, the
the STICK TRIM switch, there is a delay from the time result will be a pedal force roughly proportional to
that the STICK TRIM switch input is removed until the sideslip. The pilot may release the pedal force by pressing
new reference airspeed is acquired. This is to allow time the cyclic TRIM REL switch with feet on pedals. During
for the helicopter to accelerate or decelerate to the new transition through 60 knots airspeed, the pilot may feel a
trim speed. The yaw axis of the FPS provides heading hold slight pedal motion due to a switching transient which may
at airspeeds less than 60 knots and heading hold or turn occur when the commanded coordinated turn pedal posi-
coordination at airspeeds greater than 60 knots. For head- tion differs slightly from the pilot-commanded position.
ing hold operation at airspeeds less than 60 knots, the The FPS monitoring is automatic. If a malfunction is
helicopter is maneuvered to the desired heading with feet detected, the FLT PATH STAB caution will appear and
on pedals. When trimmed at the desired heading, the pilot the FPS will either continue to operate in a degraded
may remove feet from pedals, at which time the existing mode, such as without heading hold, or without airspeed
heading becomes the reference, which is automatically hold; or may cease to function altogether. The pilot must
held. To change heading, the pilot may activate one or take over manual flight of the helicopter, and may either
both pedal switches, trim up on the desired heading, and turn the FPS off or evaluate performance to determine the
remove feet from pedals. At airspeeds greater than 60 degree and type of degradation, and continue flight with
knots, heading hold will be automatically disengaged, and the remaining features. To help evaluate the nature of the
coordinated turn engaged under these conditions: degradation, eight failure advisory indicators are displayed
on two FAILURE ADVISORY switches on the flight
(1) STICK TRIM switch is actuated in the lateral control panel. These tell the pilot the type of sensor or ac-
direction. tuator which has experienced the failure. If a light goes on,
it may be turned off by pressing the lighted switch. All
(2) TRIM REL switch is pressed and roll attitude failure advisory lights will be on at initial application of
is greater than prescribed limits. power. The pilot may attempt to clear the indication of
temporary malfunction by simultaneously pressing both
(3) About 1⁄2 inch cyclic displacement and a roll FAILURE ADVISORY switches. If the FLT PATH
attitude of about 1.5°. Heading hold is STAB caution disappears, it may be assumed that normal
automatically reengaged and turn coordination operation is restored. All FPS functions are provided by
disengaged upon recovery from the turn when automatically moving the cockpit controls.
2-48
TM 1-1520-237-10
2.40 STABILATOR SYSTEM. essential bus is powered by the battery, it is possible to
manually slew one actuator using battery power only. If
a. The helicopter has a variable angle of incidence sta- the stabilator is slewed up, regain automatic control by
bilator to enhance handling qualities. The automatic mode manually slewing stabilator full down, then push AUTO
of operation positions the stabilator to the best angle of at- CONTROL RESET twice. Otherwise, when only one ac-
tack for the existing flight conditions. After the pilot tuator is slewed, it causes a very large mismatch between
engages the automatic mode, no further pilot action is the two actuator positions. This is detected by the fault
required for stabilator operation. Two stabilator amplifiers monitor and shuts down the automatic mode upon at-
receive airspeed, collective stick position, pitch rate, and tempted engagement. Automatic control function sensors,
lateral acceleration information to program the stabilator airspeed sensors, pitch rate gyros or inputs from AHRS,
through the dual electric actuators. The stabilator is collective position sensor, and lateral accelerometer
programmed to: receive power from the ac essential bus and No. 2 ac
primary bus through circuit breakers marked STAB CON-
(1) Align stabilator and main rotor downwash in low- TR.
speed flight to minimize nose-up attitude resulting from
downwash. 2.40.1 Stabilator Control Panel. The stabilator
control panel on the lower console provides electrical
(2) Decrease angle of incidence with increased air- control of the stabilator system. The panel contains a
speed to improve static stability. MAN SLEW switch, a TEST button, and AUTO
CONTROL RESET switch with a push-to-reset feature.
(3) Provide collective coupling to minimize pitch at- The automatic mode will allow the stabilator to be
titude excursions due to collective inputs from the pilot. automatically operated from about 39° trailing edge down
Collective position sensors detect pilot collective displace- to 9° trailing edge up. Manual operation is also restricted
ment and program the stabilator a corresponding amount to to these limits. If a malfunction occurs in the automatic
counteract the pitch changes. The coupling of stabilator mode, the system will switch to manual, ON will go off in
position to collective displacement is automatically phased the AUTO CONTROL window, and the STABILATOR
in beginning at 30 KIAS. caution and MASTER CAUTION will appear and a
beeping tone will be heard in the pilot’s and copilot’s
(4) Provide pitch rate feedback to improve dynamic headphones. It may be possible to regain the auto mode by
stability. The rate of pitch attitude change of the helicopter pressing the AUTO CONTROL RESET. If the automatic
is sensed by a pitch rate gyro in each of the two stabilator mode is regained, ON will appear in the AUTO
amplifiers and used to position the stabilator to help CONTROL switch window and the cautions will disap-
dampen pitch excursions during gusty wind conditions. A pear. The stabilator automatic mode is held in the
sudden pitch up due to gusts would cause the stabilator to energized state within the stabilator control amplifier. On
be programmed trailing edge down a small amount to certain occasions during interruption of dc power, such as
induce a nose-down pitch to dampen the initial reaction. switching of generators, it is possible to have conditions
where the stabilator automatic mode may shut down. If the
(5) Provide sideslip to pitch coupling to reduce automatic mode shuts down during flight because of an ac
susceptibility to gusts. When the helicopter is out of trim power failure, the helicopter shall be slowed to 80 KIAS
in a slip or skid, pitch excursions are also induced as a before power is restored. In this case the AUTO
result of the main rotor downwash on the stabilator. CONTROL RESET switch may be pressed to reengage
Lateral accelerometers sense this out of trim condition and the auto mode. If the automatic mode is not regained, the
signal the stabilator amplifiers to compensate for the pitch MASTER CAUTION must be reset, which turns off the
attitude change (called sideslip to pitch coupling). Nose beeping tone, and the stabilator controlled throughout its
left (right slip) results in the trailing edge programming range with the MAN SLEW switch. When initial power is
down. Nose right produces the opposite stabilator reaction. applied to the stabilator system, it will be in automatic
mode. The TEST switch is used to check the AUTO mode
b. The above features are provided via inputs to dual fault detector feature and is inoperative above 60 KIAS.
actuators which position the stabilator. Failure of one ac- When pressed, control of the stabilator should go to the
tuator will restrict total maximum movement of the stabi- manual mode.
lator to about 35° if failure occurs full down, or about 30°
if failure occurs full up. The stabilator actuators receive 2.40.2 Stabilator Position Indicator. Two STAB
power from the dc essential bus and No. 2 dc primary bus POS indicators are on the instrument panel. They give
through circuit breakers marked STAB PWR. Since the dc
2-49
TM 1-1520-237-10
pilots a remote indication of stabilator position. The pilot and copilot with rapid accessibility to stabilator slew
copilot’s STAB POS indicator may vary from the pilot’s up. The cyclic slew switch is wired in parallel with the
indicator as much as 2°.The indicator range is marked stabilator panel MAN SLEW-UP switch position. When
from 45° DN to 10° up. The stabilator position indicator the switch is actuated, the stabilator trailing edge will
system is powered from the ac essential bus 26V through a begin to move up and continue until the up limit stop is
circuit breaker marked STAB IND. reached or the switch is released.
2.40.3 Cyclic-Mounted Stabilator Slew Up Switch.
Installed on each cyclic stick below the grip is a pull-type
stabilator manual slew up switch. The switch provides the
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TM 1-1520-237-10
Section VI HYDRAULIC AND PNEUMATIC SYSTEM
2.41 HYDRAULIC SYSTEM. SUBSYSTEM CAUTION
The three hydraulic systems are designed to provide full
flight control pressure. The components of the hydraulic HYD LEAK TEST #1 and #2 PRI SERVO
systems are three hydraulic pump modules, two transfer switch NORM after PRESS
modules, a utility module, three dual primary servos, one RESET #1 and #2 HYD PUMP
dual tail rotor servo, four pilot-assist servos, an APU ac-
cumulator, an APU handpump, and a servicing handpump.
There are three hydraulic pressure supply systems: number 2.42 HYDRAULIC PUMP MODULES.
1, number 2, and backup. All are completely independent
and each is fully capable of providing essential flight The hydraulic pump modules are combination hydraulic
control pressure for maximum system redundancy. pumps and reservoirs. The No. 1, No. 2, and backup pump
Complete redundancy is accomplished by the backup modules are identical and interchangeable with each other.
pump providing hydraulic power to both number 1 and/or The No. 1 pump module is mounted on and driven by the
number 2 systems if one or both pumps fail. If two left accessory module of the main transmission. The No. 2
systems lose pressure, there will be a slight restriction in pump module is mounted on and driven by the right ac-
the maximum rate of flight control movement due to only cessory transmission module. The backup pump module is
one pump supplying both stages with hydraulic power. An mounted on and driven by an ac electric motor. The
automatic turnoff feature is provided. When the SVO OFF reservoir part of each pump module has a level indicator
switch is moved to 1ST STG or 2ND STG position, that window marked REFILL, FULL, and EXPANSION. A
stage of the primary servos is turned off. When the SVO pressure relief and bleed valve protects the pump from
OFF switch is moved to 1ST STG, the first stage of the high pressure in the return system. The pump has two
primary servos is turned off. A malfunction in the second filters: a pressure filter and a return filter. A red indicator
stage will cause first stage (which was turned off) to button on each filter will pop out when pressure goes up
automatically turn back on in case the backup system does 70 610 psi above normal. The pressure filter has no
not take over the function of the failed second stage. If the bypass. The return filter has a bypass valve that opens
second stage is initially turned off, the sequence is when return pressure reaches 100 610 psi above normal.
reversed. An additional hydraulic handpump is provided Each pump has three check valves: one at the external
for APU start system. ground coupling, one at the pressure side, and one at the
return side. A fluid quantity switch mounted on top of each
NOTE pump module senses fluid loss for that system. When the
piston in the pump module moves down to the REFILL
The following listed cautions may mark, the piston closes the switch activating the RSVR
momentarily appear when the applicable LOW caution. Each hydraulic pump has two temperature
listed switch is activated; this is considered sensitive labels mounted on the side. When a temperature
normal. level is reached, a circle turns black. There are two types
of labels used on the pumps. When the temperature label
SUBSYSTEM CAUTION indicates that a temperature of 132°C (270°F) has been
exceeded, an entry shall be made on DA Form 2408-13-1.
The helicopter should not be flown until appropriate
SAS 1 or SAS 2 switch #2 PRI SERVO PRESS
maintenance action has been taken.
ON #2 HYD PUMP
BOOST SERVO OFF
2.42.1 Number 1 Hydraulic System. Number 1
BOOST switch ON #2 PRI SERVO PRESS hydraulic system operates with the rotor turning, and sup-
#2 HYD PUMP plies the first stage of all primary servos and the first stage
SAS OFF of the tail rotor servo. The system components are an
integrated pump module, a transfer module, first stage
TAIL SERVO switch #1 PRI SERVO PRESS primary servos, and first stage tail rotor servo. The primary
BACKUP #1 HYD PUMP servos are controlled by the SVO OFF switch. The switch
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TM 1-1520-237-10
can turn off either first or second stage of the primary supplies hydraulic pressure to all flight control components
servos but not both at the same time. First stage tail rotor during ground checkout. The backup system also provides
servo can be manually turned off by a two-position switch a hydraulic pressure for automatic recharging of the APU
marked TAIL SERVO on the miscellaneous switch panel. start system accumulator. The backup hydraulic system
If the fluid quantity of the number one pump reservoir pump module is driven by an electric motor which can be
becomes low, the fluid quantity switch will complete an powered by any adequate three-phase ac power source. An
electrical circuit to close the first stage tail rotor shut off internal depressurizing valve in the backup pump module
valve. If fluid continues to be lost and the #1 HYD PUMP reduces the output pressure of the pump upon startup of
caution appears, the first stage tail rotor shutoff valve will the electric motor. This valve unloads the electric motor by
open, allowing backup pressure to supply first stage tail reducing torque requirement at low rpm. After about 0.5
rotor. The logic modules automatically control the second when main generator is operating, or 4 seconds
hydraulic system. The tail rotor servo is a two-stage servo when operating from APU generator or external power, the
but, unlike the primary servos, only one stage is pressur- valve is closed and 3000 psi pressure is supplied to the
ized at a time. hydraulic system. This sequence reduces the current
demand during backup system startup. Pressure sensing
2.42.2 Number 2 Hydraulic System. The number 2 switches in the number 1 and number 2 transfer modules
hydraulic system, which also operates with the rotor turn- constantly monitor the pressure output of the number 1 and
ing, supplies the second stage primary servo and the pilot- number 2 pumps. Loss of pressure initiates the backup
assist servos. System components are the integrated pump operation. The system then provides emergency pressure
module, transfer module, second stage primary servos, and to maintain full flight control capability. A WOW switch
pilot-assist modules. Second stage primary servos can be on the left main landing gear provides automatic operation
manually turned off by the SVO OFF switch. The pilot- of the backup pump when the helicopter is in the air,
assist servos cannot be turned off collectively, but SAS, regardless of BACKUP HYD PUMP switch position, and
TRIM, and BOOST servos can be manually turned off by disables the backup pump ac thermal switch. A pressure
switches on the AUTO FLIGHT CONTROL panel. If sensing switch at the tail rotor monitors supply pressure to
fluid quantity of the number two pump reservoir becomes the first stage tail rotor servo. The backup pump can sup-
low, the fluid quantity switch will complete an electrical ply pressure to the first stage tail rotor servo if the number
circuit to close the pilot assist module shut off valve. If 1 pump loses pressure. This gives the pilot a backup tail
fluid continues to be lost and the #2 HYD PUMP caution rotor servo even with the loss of the primary hydraulic
appears, the pilot assist module shut off valve will open, supply, or #1 RSVR LOW caution appearance. If a leak in
allowing backup pump pressure to supply pilot assist a primary servo system depletes the backup system fluid,
module pressure. the backup reservoir level sensing switch will activate the
BACK-UP RSVR LOW caution, and the pilot must
2.42.3 Backup Hydraulic System. manually turn off the leaking primary system.
2.43 HYDRAULIC LEAK DETECTION/ISOLATION
CAUTION SYSTEM.
The leak detection/isolation (LDI) system protects the
Whenever the No. 1 ac generator is flight control hydraulic system by preventing the further
inoperative (failed or not on line) and the loss of hydraulic fluid in case of a leak. The LDI system
BACKUP PUMP PWR circuit breaker is uses pressure switches and fluid level sensors for monitor-
out for any reason, ac electrical power ing pump hydraulic fluid level, and pump pressure for
m u s t b e s h u t o ff b e f o r e r e s e t t i n g primary and tail rotor servos, and pilot-assist servos. When
BACKUP PUMP PWR circuit breaker. a pump module reservoir fluid level switch detects a fluid
Otherwise, it is possible to damage the loss, the logic module follows the sequence detailed in
current limiters. Figure 2-16 to isolate the leak. To accomplish this, the
logic module operates the required shutoff valve(s) to
The backup hydraulic pump system supplies emergency isolate the leak and turns on the backup pump when
pressure to the number 1 and/or number 2 hydraulic required. In the cockpit the RSVR LOW caution for that
systems whenever a pressure loss occurs. It also supplies system appears. Backup pump and shutoff valve(s) opera-
pressure to the number 2 stage of the tail rotor servo in tion is automatic through the logic module. If, after the
case of a loss of pressure in the first stage of the tail rotor isolation sequence, the leak continues, the leakage is in the
servo or #1 RSVR LOW caution appearance. This system stage 1 or 2 primary servos and the appropriate SVO OFF
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TM 1-1520-237-10
LEAKAGE IN NO. 1
HYDRAULIC SYSTEM
PARTIAL LOSS OF
NO.1 RESERVOIR
HYDRAULIC FLUID
ACTUATION OF NO. 1
RESERVOIR LEVEL #1 RSVR LOW
SENSING SWITCH CAUTION APPEARS
TURNS OFF NO. 1 #1 TAIL RTR SERVO
TAIL ROTOR SERVO CAUTION APPEARS
BACKUP PUMP BACK−UP PUMP ON
TURNED ON ADVISORY APPEARS
TURNS ON NO. 2 #2 TAIL RTR SERVO ON
TAIL ROTOR SERVO ADVISORY APPEARS
IF NO OTHER CAUTIONS/
ADVISORIES APPEAR
LEAK IS IN NO.1 STAGE
TAIL ROTOR SERVO
COMPLETE LOSS OF
NO. 1 RESERVOIR #1 HYD PUMP
HYDRAULIC FLUID CAUTION APPEARS
BACKUP PUMP SUPPLIES #1 PRI SERVO PRESS
NO. 1 PRI SERVO AND CAUTION MAY
NO. 1 TAIL ROTOR SERVO MOMENTARILY FLICKER
(NO. 1 TAIL ROTOR
SERVO TURNED BACK ON)
IF NO OTHER CAUTIONS/
ADVISORIES APPEAR SEE CHAPTER 5
LEAKAGE IS FOR LIMITATIONS
UPSTREAM OF NO. 1
TRANSFER MODULE PARTIAL LOSS OF
BACKUP RESERVOIR
HYDRAULIC FLUID LEAKAGE IN 1ST
STAGE PRI SERVO
SEE CHAPTER 9
ACTUATION OF BACKUP
RESERVOIR LEVEL
SENSING SWITCH BACK−UP RSVR LOW
CAUTION APPEARS
PILOT MOVE SERVO
NO PILOT ACTION OFF SWITCH TO
1ST STG
RESULTING CONDITION RESULTING CONDITION
1. LOSS OF NO. 1 PRIMARY 1. LOSS OF NO. 1 PRIMARY
SERVO AND NO. 1 AND SERVO.
NO. 2 TAIL ROTOR 2. CAUTIONS APPEAR
SERVO. #1 HYD PUMP,
2. CAUTIONS APPEAR #1 PRI SERVO PRESS,
#1 HYD PUMP, #1 RSVR LOW,
#1 PRI SERVO PRESS, BACK−UP RSVR LOW.
#1 TAIL RTR SERVO, 3. ADVISORIES APPEAR
#1 RSVR LOW, BACK−UP PUMP ON.
BACK−UP RSVR LOW.
3. NO ADVISORIES APPEAR
ON.
AA0404_1B
SA
Figure 2-16. Hydraulic Logic Module Operation Principle (Sheet 1 of 2)
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TM 1-1520-237-10
LEAKAGE IN NO. 2
HYDRAULIC SYSTEM
PARTIAL LOSS OF
NO. 2 RESERVOIR
HYDRAULIC FLUID
ACTUATION OF NO. 2
RESERVOIR LEVEL #2 RSVR LOW
SENSING SWITCH CAUTION APPEARS
BOOST SERVO OFF, TRIM
TURNS OFF − PILOT FAIL, FLT PATH STAB
ASSIST SERVOS SAS OFF
CAUTIONS APPEAR
IF NO OTHER CAUTIONS/
SEE CHAPTER 5 FOR
ADVISORIES APPEAR INCREASED PEDAL
LIMITATIONS
LEAKAGE IS IN PILOT− AND COLLECTIVE LOADS
ASSIST AREA SEE CHAPTER 9
COMPLETE LOSS OF
NO. 2 RESERVOIR #2 HYD PUMP
HYDRAULIC FLUID CAUTION APPEARS
#2 PRI SERVO PRESS
BACKUP PUMP BACK−UP PUMP ON CAUTION MAY
TURNED ON ADVISORY APPEARS MOMENTARILY FLICKER
PILOT−ASSIST SERVOS BOOST SERVO OFF / SAS
#2 RSVR LOW TURNED ON OFF CAUTIONS DISAPPEAR
#2 HYD PUMP,
BACK−UP PUMP ON
ADVISORIES APPEAR SEE CHAPTER 5
AND NO OTHER PRESS POWER ON RESET
FOR LIMITATIONS TRIM /
LEAKAGE IS
UPSTREAM OF NO. 2 FLT PATH STAB
TRANSFER MODULE PARTIAL LOSS OF CAUTIONS DISAPPEAR
BACKUP RESERVOIR BACK−UP RSVR LOW
HYDRAULIC FLUID CAUTION APPEARS
ACTUATION OF LOW− LEAKAGE IN NO. 2
LEVEL SENSING PRI SERVO
SWITCH SEE CHAPTER 9
PILOT MOVE
NO PILOT ACTION SERVO OFF SWITCH
TO 2ND STG
RESULTING CONDITION RESULTING CONDITION
1. LOSS OF NO. 2 PRIMARY 1. LOSS OF NO. 2 PRIMARY
SERVOS AND PILOT SERVO.
ASSIST SERVOS. 2. PILOT−ASSIST SERVO
2. CAUTIONS APPEAR PRESSURE SUPPLIED BY
#2 RSVR LOW BACK−UP PUMP.
#2 HYD PUMP 3. CAUTIONS APPEAR
#2 PRI SERVO PRESS, #2 RSVR LOW,
BACK−UP RSVR LOW, #2 HYD PUMP,
SAS OFF, #2 PRI SERVO PRESS
TRIM FAIL, BACK−UP RSVR LOW.
BOOST SERVO OFF 4. ADVISORY APPEARS
FLT PATH STAB. BACK−UP PUMP ON.
3. NO ADVISORIES APPEAR
AA0404_2E
SA
Figure 2-16. Hydraulic Logic Module Operation Principle (Sheet 2 of 2)
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TM 1-1520-237-10
switch must be moved to the off position by the pilot. By stage pressure. The pilot assist shutoff valve turns off
placing the HYD LEAK TEST switch to TEST, all LDI pressure to the pilot assist module. The 2nd stage primary
system components are checked electrically. After a leak servo shutoff valve turns off pressure to the 2nd stage of
test has been made, the HYD LEAK TEST switch must the primary servos. The pressure switch activates the #2
be moved to RESET momentarily, to cause cautions and HYD PUMP caution when 2nd stage system pressure is
advisories that appeared during the test to disappear. The below 2000 psi, and also sends a signal to a logic module
BACK-UP PUMP ON advisory will appear for about 90 that pressure is lost in the 2nd stage system.
seconds. Refer to Chapter 8 Section II for test procedure.
Except for the HYD LEAK TEST switch, the hydraulic 2.44.3 Utility Module. The utility module connects
leak system consists of components of 1st stage, 2nd stage, hydraulic pressure from the backup pump to the No. 1 and
and backup hydraulic systems. A WOW switch contact No. 2 transfer modules, the 2nd stage of the tail rotor
prevents hydraulic leak tests from being made in flight. servo, and the APU accumulator. A pressure switch on the
Power to operate the hydraulic leak test system is from the module senses the backup pump operating and activates
No. 2 dc primary bus through a circuit breaker marked the BACK-UP PUMP ON advisory. If the flow rate
NO. 2 SERVO CONTR and dc essential bus through a through the module to the APU accumulator goes over 11⁄2
circuit breaker marked BACKUP HYD CONTR. gpm, a velocity fuse shuts off flow.
NOTE 2.44.4 Logic Modules. Two logic modules, one in the
left relay panel and the other in the right relay panel, are
The HYD LEAK TEST should be per-
used to control the operation of the hydraulic systems. The
formed as a ground check only. If the HYD
logic modules continually monitor the operation of the
LEAK TEST is inadvertently activated in
hydraulic systems by inputs received from pressure
flight, the BACK-UP RSVR LOW caution
switches, fluid level switches on the pump modules, and
will appear. Place the HYD LEAK TEST
inputs received from control switches in the hydraulic
switch to RESET then NORM to make the
system. The outputs of the logic modules will either
caution disappear.
activate cautions/advisories notifying the pilot of a failure
and/or turn off one or more valves due to a system
2.44 TRANSFER MODULES.
malfunction. All switching functions of the hydraulic logic
modules are automatic, except as shown by a dagger (†)
The No. 1 and No. 2 transfer modules connect
which indicates crewmember action (Figure 2-16).
hydraulic pressure from the pump modules to the flight
control servos. Each module is an integrated assembly of
2.45 RESERVOIR FILL SYSTEM.
shutoff valves, pressure switches, check valves, and re-
strictors. The modules are interchangeable.
A handpump and manual selector valve are on the right
side upper deck of the helicopter for system servicing.
2.44.1 No. 1 Transfer Module. This module has a
Refer to Figure 2-28 for servicing. The three hydraulic
transfer valve, a pressure switch, a 1st stage primary shut-
system reservoir levels can be seen from the fill pump
off valve, a 1st stage tail rotor shutoff valve, a restrictor,
location. The handpump reservoir contains a sight gage
and check valves. The transfer valve is spring-loaded to
above the handpump crank. A 1-quart level mark indicates
the open or normal position. If 1st stage hydraulic pressure
a requirement for refill. Refer to Section XV this chapter
is lost, the valve automatically transfers backup pump
for servicing.
pressure to the 1st stage system. The 1st stage primary
shutoff valve lets the pilot or copilot shut off 1st stage
2.46 PNEUMATIC SUBSYSTEM.
pressure to the primary servos and prevents both stages
from being shut off at the same time. The pressure switch A pneumatic subsystem operating from bleed-air
activates the #1 HYD PUMP caution when pressure drops furnished by the main engines, the APU, or an external
below 2000 psi and also sends a signal to a logic module pneumatic power source, is used to drive the main engine
that pressure is lost in the 1st stage hydraulic system. The starter, for heating system operation and external extended
restrictor allows fluid to circulate for cooling under no- range tank fuel transfer. Bleed-air from the main engines is
flow conditions. If a fluid leak develops past the transfer used for engine inlet anti-icing subsystem operation. The
module, the check valves prevent fluid loss on the return heating subsystem and the extended range fuel tanks use
side of the transfer module. bleed-air supplied by the main engines during flight and on
the ground by the main engines, APU, or external source.
2.44.2 No. 2 Transfer Module. The No. 2 transfer The subsystem contains check valves at each bleed-air
module is like the No. 1 module except that it supplies 2nd source and a shutoff valve at each main engine.
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TM 1-1520-237-10
Section VII POWERTRAIN SYSTEM
2.47 POWERTRAIN. The transmission incorporates an integral wet sump
lubrication system that provides cooled, filtered oil to all
The powertrain consists of inputs from two engines, a bearing and gears. The ac generators on the accessory
main transmission, intermediate gear box, tail gear box, modules also receive oil for cooling. Oil under pressure is
and connecting drive shafting. Power from the engines is supplied through internally cored oil lines, except for the
transmitted to the main transmission module through input pressure and return lines of the oil cooler. Refer to Table
modules. The main transmission is mounted on top of the 2-4 for oil specification and servicing. The lubrication
cabin between the two engines. It mounts and powers the system includes two lubrication pumps that are combina-
main rotor head, changes the angle of drive from the tion pressure and scavenge types operating in parallel. The
engines, reduces rpm from the engines, powers the tail ro- main transmission may run at cruise flight for 30 minutes
tor drive shaft, and drives the accessory module. The main with loss of all oil. Main transmission oil pressure may
transmission consists of five modules: two input modules, fluctuate when the helicopter is known to be in a nose-up
the main module, and two accessory modules. The main attitude (i.e., slope landings or hover with an extreme aft
transmission has a built-in 3° forward tilt. CG). Pressure regulating and bypass valves protect the
lube system by returning excess high-pressure oil back to
2.47.1 Input Module. The input modules are mounted the inlet side of the pump. A two-stage oil filter and vari-
on the left and right front of the main module and support ous strainers in the sump prevent contamination. The oil
the front of the engines. They contain an input bevel filter has a visual impending bypass indicator (red button)
pinion and gear and a freewheel unit. The freewheel unit that protrudes when the first stage filter becomes
allows engine disengagement during autorotation, or in contaminated. When the button pops, the filter element
case of a nonoperating engine, the accessory module will must be replaced to reset. A thermal lockout prevents but-
continue to be driven by the main rotor. The input module ton popping when oil is cold and thick. The oil cooler uses
provides the first gear reduction between engine and main a blower driven by the tail rotor drive shaft to cool oil
module. before it enters the various modules. The oil cooler has a
thermostatic bypass valve that directs oil flow around the
2.47.2 Accessory Module. One accessory module is cooler when the oil temperature is below 71°61°C. Other
mounted on the forward section of each input module. warning and monitoring systems on the main transmission
Each accessory module provides mounting and drive for are: MAIN XMSN OIL TEMP and PRESS cautions and
an electrical generator and a hydraulic pump package. A XMSN TEMP and PRESS oil temperature gages. An oil
rotor speed sensor is mounted on the right accessory pressure switch on the left accessory module the farthest
module and provides signals for the VIDS. On the UH- point from the pumps, activates the MAIN XMSN OIL
60L, an additional rotor speed sensor is mounted on the PRESS caution when the pressure drops to 1462 psi. The
left accessory module which provides input signals to the transmission oil temperature warning system is triggered
DEC for improved transient droop response. by an oil temperature switch at the oil cooler input to the
main module near the tail takeoff drive shaft flange. The
2.47.3 Main Module. The main module contains the MAIN XMSN OIL TEMP caution appears when trans-
necessary gearing to drive the main rotor and tail rotor mission oil temperature reaches 120°C. Temperature for
systems. It provides a reduction in speed from the input the gage is sensed between the sump and the pump. Pres-
module to the main module and the tail drive shaft. sure readings are taken at the main module manifold.
Electrical power for the warning systems, except chip
2.48 MAIN TRANSMISSION LUBRICATION detection, is from the No. 2 dc primary bus through the
SYSTEM. MAIN XMSN circuit breaker.
CAUTION 2.48.1 Transmission Oil Temperature Indicator.
The transmission oil temperature indicator marked XMSN
TEMP is a part of the CDU. Refer to Chapter 5 for
UH−60A EH Prolonged nose-down at- limitations. Power to operate the temperature indicator and
titudes of 5° or more may cause high MAIN XMSN OIL TEMP caution is provided from the
main transmission oil temperature. No. 1 and No. 2 ac primary buses through the SDCs and
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TM 1-1520-237-10
the No. 2 dc primary bus through a circuit breaker marked successful completion of test. When first placing the
MAIN XMSN. BATT switch ON, the CHIP INPUT MDL-LH, CHIP
ACCESS MDL-LH, CHIP INT XMSN, CHIP TAIL
2.48.2 Transmission Oil Pressure Indicator. The XMSN, CHIP INPUT MDL-RH, and CHIP ACCESS
transmission oil pressure indicator marked XMSN PRESS MDL-RH cautions appear immediately for approximately
is a part of the CDU. Refer to Chapter 5 for limitations. 45-70 seconds and then disappear. The CHIP MAIN
Power to operate the pressure indicator and MAIN XMSN MDL SUMP caution appears after a 30-second delay for
OIL PRESS caution is provided from the No. 1 and No. 2 approximately 30 seconds and then disappears. A caution
ac primary buses through the SDC and No. 2 dc primary that does not appear indicates a failed test on its chip
bus through a circuit breaker marked MAIN XMSN. detector circuit.
2.48.3 Transmission Chip Detector System. The 2.49 TAIL DRIVE SYSTEM.
transmission chip detector system consists of chip detec-
tors on the left and right input modules, left and right ac- Six sections of drive shaft connect the main module to
cessory modules, the main gear box module, and cautions the tail rotor gear box. The shafts drive the oil cooler
marked CHIP INPUT MDL-LH, CHIP INPUT MDL- blower and transmit torque to the tail rotor. Each shaft is
RH, CHIP ACCESS MDL-LH, CHIP ACCESS MDL- dynamically balanced tubular aluminum. Multiple disc
RH, and CHIP MAIN MDL SUMP. These detectors (flexible) couplings between sections eliminate universal
provide warning of chips in any of five areas of the main joints. The shafts are ballistically tolerant if hit by a
transmission system. Each chip detector, with the excep- projectile and are suspended at four points in viscous-
tion of the main gearbox module, incorporates a self- damped bearings mounted in adjustable plates and bolted
sealing provision so that it can be removed for visual to fuselage support brackets.
inspection without loss of oil. Refer to the appropriate
manual for procedures on removing main gearbox module 2.49.1 Intermediate Gear Box. Mounted at the base
chip detector. The magnetic plugs on each chip detector of the pylon is the oil-lubricated intermediate gear box. It
attract ferrous particles at any of the detector locations. transmits torque and reduces shaft speed from the main
The fuzz burn-off feature prevents false warnings by burn- gear box to the tail gear box. The intermediate gear box
ing off small chips and fuzz. The fuzz burn-off feature is may run at cruise flight for 30 minutes, with loss of all oil.
deactivated when oil temperature reaches 140°C. An internal metal fuzz suppression chip/temperature sensor
Deactivation of the fuzz burn-off feature does not disable detects metal particles and gear box overtemperature
detection and appearance of cautions. The main transmis- conditions to activate the CHIP INT XMSN and INT
sion chip detector is also connected to a 30-second time XMSN OIL TEMP cautions.
delay relay to allow small chips and fuzz to burn off and/or
wash away. Chips that are too large to burn off or wash 2.49.2 Tail Gear Box. The oil-lubricated tail gear box
away trigger the detection system which activates a cau- at the top of the tail pylon transmits torque to the tail rotor
tion. The pilot or maintenance personnel must check for head. The gear box mounts the tail rotor, changes angle of
cautions/advisories before removing power to determine drive and gives a gear reduction. It also enables pitch
the location of the chip. Power to operate the chip system changes of the tail rotor blades through the flight control
is provided through the caution/advisory panel from the dc system. The gear box housing is magnesium. The tail gear
essential bus through a circuit breaker marked CHIP box may run at cruise flight for 30 minutes with loss of all
DET. oil. An internal fuzz suppression metal chip/temperature
sensor detects metal particles and gear box overtempera-
2.48.4 Built-In Test (BIT) Chip Detectors. ture conditions to activate the CHIP TAIL XMSN and
TAIL XMSN OIL TEMP cautions.
NOTE
The MASTER CAUTION PRESS TO 2.49.3 Intermediate and Tail Gear Box Chip/
RESET caution may or may not disappear Temperature Systems. The intermediate and tail gear
after being pressed to reset while the chip boxes contain identical chip/temperature sensors that
detectors BIT is in progress. indicate in the cockpit when the gear box temperature is
too high, or a chip is present. The chip detectors
BIT chip detectors will automatically test for a incorporate a fuzz burn-off feature which eliminates false
continuous circuit from the caution/advisory panel to the warning due to fuzz and small particles. When a chip is
individual chip detector when power is first applied. Chip detected and will not burn off, the CHIP INT XMSN or
detector cautions appear during test and disappear after CHIP TAIL XMSN caution will appear. The oil
2-57
TM 1-1520-237-10
temperature sensor is a bimetal strip that reacts to or TAIL XMSN OIL TEMP caution. Power to operate
temperatures. When the oil temperature reaches 140°C, a the oil temperature system is from the No. 2 dc primary
switch closes and activates the INT XMSN OIL TEMP bus through a circuit breaker marked MAIN XMSN.
2-58
TM 1-1520-237-10
Section VIII MAIN AND TAIL ROTOR GROUPS
2.50 ROTOR SYSTEMS. maintenance check. The blades are attached to the rotor
head by two quick-release expandable pins, that require no
The rotor system consists of a main rotor and tail rotor. tools to either remove or install. To conserve space, all
Both systems are driven by the engines through the trans- blades can be folded to the rear and downward along the
mission system, with pitch controlled by the flight control tail cone. When mooring, the blades can be tied down with
system. a fitting on the bottom of each blade.
2.51 MAIN ROTOR SYSTEM. 2.51.2 Main Rotor Gust Lock. The gust lock prevents
the blades from rotating when the helicopter is parked. The
The main rotor system consists of four subsystems: gust lock is designed to withstand torque from one engine
main rotor blades, hub, flight controls, and the bifilar at IDLE, and thus allows engine maintenance checks
vibration absorber. Four titanium-spar main rotor blades independent of drive train rotation. The locking system
attach to spindles which are retained by elastomeric bear- consists of a locking handle at the rear of the cabin, a
ings contained in one-piece titanium hub. The elastomeric GUST LOCK caution and a locking device and teeth on
bearing permits the blade to flap, lead, and lag. Lag motion the tail rotor takeoff flange of the main transmission. The
is controlled by hydraulic dampers and blade pitch is lock shall only be applied when the rotor system is
controlled through adjustable control rods which are stationary; it can only be released when both engines are
moved by the swashplate. When the rotor is not turning, shut down. Power to operate the caution is provided from
the blades and spindles rest on hub-mounted droop stops. the No. 1 dc primary bus through a circuit breaker marked
Upper restraints called antiflapping stops retain flapping LIGHTS ADVSY.
motion caused by the wind. Both stops engage as the rotor
slows down during engine shutdown. Blade retaining pins 2.52 TAIL ROTOR SYSTEM.
can be pulled from the blade spindle joint and the blades
folded along the rear of the fuselage. The bifilar vibration A cross-beam tail rotor blade system provides anti-
absorber reduces rotor vibration at the rotor. The absorber torque action and directional control. The blades are of
is mounted on top of the hub and consists of a four arm graphite and fiberglass construction. Blade flap and pitch
plate with attached weights. Main rotor dampers are in- change motion is provided by deflection of the flexible
stalled between each of the main rotor spindles modules graphite fiber spar. This feature eliminates all bearings and
and the hub to restrain hunting (lead and lag motions) of lubrication. The spar is a continuous member running from
the main rotor blades during rotation and to absorb rotor the tip of one blade to the tip of the opposite blade.
head starting loads. Each damper is supplied with pressur- Electro-thermal blankets are bonded into the blade leading
ized hydraulic fluid from a reservoir mounted on the side edge for deicing. The tail rotor head and blades are in-
of each damper. The reservoir has an indicator that moni- stalled on the right side of the tail pylon, canted 20°
tors the reserve fluid. When the damper is fully serviced, upward. In addition to providing directional control and
the indicator will show full gold. anti-torque reaction, the tail rotor provides 2.5% of the
total lifting force in a hover. A spring-loaded feature of the
2.51.1 Main Rotor Blades. Four main rotor blades use tail rotor control system will provide a setting of the tail
a titanium spar for their main structural member. The rotor blades for balance flight at cruise power setting in
structure aft of the spar consists of fiberglass skin, Nomex case of complete loss of tail rotor control.
honeycomb filler and a graphite/fiberglass trailing edge.
The leading edge of each blade has a titanium abrasion 2.53 TAIL ROTOR QUADRANT/WARNING.
strip, the outboard portion of which is protected by a
replaceable nickel strip. Electro-thermal blankets are The tail rotor quadrant contains microswitches to
bonded into the blades leading edge for deicing. A Blade activate the TAIL ROTOR QUADRANT caution if a tail
Inspection Method (BIMt) indicator (Figure 2-17) is in- rotor cable becomes severed. Spring tension allows the
stalled on each blade at the root end trailing edge to visu- quadrant to operate in a normal manner. If the helicopter is
ally indicate when blade spar structural integrity is shut down and/or hydraulic power is removed with one tail
degraded. If a spar crack occurs, or a seal leaks, nitrogen rotor cable failure, disconnection of the other tail rotor
will escape from the spar. When the pressure drops below cable will occur when force from the boost servo cannot
minimum, the indicator will show red bands. A manual react against control cable quadrant spring tension. The
test lever is installed on each BIMt indicator to provide a quadrant spring will displace the cable and boost servo
2-59
TM 1-1520-237-10
YELLOW WHITE RED
MANUAL
TEST
LEVER
MANUAL
A TEST
SPAR LEVER SPAR
SERVICE MAIN ROTOR
VALVE BLADE NORMAL PRESSURE LOW PRESSURE
(SAFE CONDITION) (UNSAFE CONDITION)
BIM
INDICATOR A PRESSURE INDICATOR AA0518
SA
Figure 2-17. Main Rotor Blade and BIMT System
piston enough to unlatch the quadrant cable. Power to
operate the warning system is provided from No. 1 dc
primary bus through a circuit breaker marked T RTR
SERVO WARN.
2-60
TM 1-1520-237-10
Section IX UTILITY SYSTEMS
2.54 WINDSHIELD WIPERS. Pilot’s, copilot’s and center windshields (on helicopters
equipped with center windshield anti-ice system) are
Two electrically operated windshield wipers are in- electrically anti-iced and defogged. Transparent conductors
stalled, one on the pilot’s windshield and one on the imbedded between the laminations provide heat when
copilot’s windshield. Both wiper arms are driven by a electrical power is applied. The temperature of each panel
common motor through flexible drives and converters. is controlled to a heat level of about 43°C (109°F). The
Power to operate the windshield wiper system is from No. windshield anti-ice system fault monitoring circuit
1 ac primary bus through a circuit breaker marked prevents windshield burnout when the windshield surface
WSHLD WIPER. heat is above 43°C (109°F). If heat increases, the monitor
circuit will turn off the system. Three switches, one for the
NOTE pilot, one for the copilot and one for the center windshield
(when equipped) are on the upper console with markings
The use of rain repellent on the windshields of WINDSHIELD ANTI-ICE PILOT-OFF-ON and
will improve visibility above speeds of 50 COPILOT-OFF-ON,. On helicopters equipped with
KIAS. Rain repellent may be locally center windshield anti-ice an additional switch to control
purchased. the center windshield is marked WINDSHIELD ANTI-
ICECTR-OFF-ON. Power to operate the anti-icing
2.54.1 Windshield Wiper Control.
system is provided by the No. 1 and No. 2 ac primary
buses through circuit breakers marked PILOT WSHLD
ANTI-ICE and CPLT WSHLD ANTI-ICE. On
CAUTION
helicopters equipped with center windshield anti-ice, pilot
and center windshield anti-ice circuit breakers are marked
To prevent possible damage to WINDSHIELD ANTI-ICE PILOT and CTR. Power to
windshield surface, do not operate control the anti-ice system is provided by the No. 1 and
windshield wipers on a dry windshield. No. 2 dc primary buses through circuit breakers marked
CPLT WSHLD ANTI-ICE and PILOT WSHLD
Control of the windshield wipers is through a spring- ANTI-ICE, respectively. On helicopters equipped with
loaded rotary switch on the upper console. The switch is center windshield anti-ice system, control circuit breakers
labeled WINDSHIELD WIPER with marked positions for pilot’s and center windshield are on the No. 2 dc
PARK-OFF-LOW-HI. When the switch is turned from primary bus and are marked WINDSHIELD ANTI-ICE
OFF to LOW or HI, the wipers will operate at the cor- PILOT and CTR. If the APU generator is the sole source
responding speed. The wipers will stop at any position of ac-generated power, the backup pump and the
when the switch is turned OFF. When the switch is turned windshield anti-ice cannot be used simultaneously.
to PARK, the wipers will return to the inboard windshield
frame and stop. When the switch is released, it will return 2.55 PITOT HEATER.
to OFF.
Pitot tube heat is provided by heating elements within
2.54.2 Windshield Anti-Ice/Defogging System. each pitot tube head. Power to operate both heating ele-
ments is controlled by a single switch on the upper console
marked PITOT HEAT OFF and ON. When the switch is
CAUTION placed ON, current flows to the heating elements. Current
sensors in the circuits sense the current flow and prevent
the LFT PITOT HEAT and RT PITOT HEAT cautions
• Continued use of a faulty windshield from appearing. If a heating element fails, the current sen-
anti-ice system may result in structural sor will detect no current flow, and activate the caution for
damage (delamination and/or cracking) that pitot tube. Power to operate the pitot tube heaters is
to the windshield. provided from the No. 2 ac primary bus for the right pitot
tube through a circuit breaker marked RT PITOT HEAT,
• Do not allow ice to accumulate on the and from the No. 1 ac primary bus for the left pitot tube
windshield, as ice shedding can cause through a circuit breaker marked LEFT PITOT HEAT.
engine foreign object damage (FOD).
2-61
TM 1-1520-237-10
Power to operate the cautions is provided from the No. 1 helicopter. The ice detector senses ice accumulation on a
dc primary bus through a circuit breaker marked NO. 1 vibrating probe by a change in probe frequency. The fre-
ENG ANTI-ICE. quency change is processed by the ice rate meter. The ice
rate meter provides a visual display of icing intensity, T
2.56 ROTOR BLADE DEICE KIT. (trace), L (light) blue, M (moderate) yellow, and H (heavy)
red. Also, the ice rate meter activates the ICE
DETECTED caution when the BLADE DE-ICE
CAUTION POWER switch is off, informing the pilot of the require-
ment to turn on the system. When the system has been
turned on by placing the POWER switch ON, the ice
Blade deice operation with erosion strips detector aspirator heater is turned on, and the ICE
installed may cause blade damage. DETECTED caution disappears. If the MODE switch is
at AUTO, the rate meter sends an ice rate signal to the
The rotor blade deice kit (Figure 2-18) consists of the controller. The controller processes the ice rate signal to
following: deice control panel, deice test panel, system produce heater element-off-time, and the OAT signal to
controller, power distributor, main and tail sliprings, main produce the heater EOT. The controller sends command
and tail blade heating elements, droop stop heaters, cau- signals through the main rotor sliprings to the system
tions, OAT sensor, a modified ambient temperature sense distributor which responds to controller signals by switch-
line, and an icing rate meter subsystem. The blade deice ing power in sequence to the main rotor blade heater
system provides improved mission performance in icing zones. Tail rotor blade power is switched directly by the
conditions by applying controlled electrical power to controller and sent through the tail rotor sliprings to the
integral heating elements in the main and tail rotor blades, tail rotor blades. A tail blade distributor is not required
causing the ice bond layer to melt, allowing symmetrical since the power is applied to the four tail blades
ice shedding. Droop stop heaters apply heat to the droop simultaneously. The deice control panel contains a rotary
stop hinge pins, to prevent icing and permit proper opera- switch which allows automatic or manual control of blade
tion. The heaters are electrically powered continuously heater element-off-time. In AUTO (automatic), the ice rate
whenever the blade deice system is operating, either with signal is passed on to the controller, which results in off-
the power switch ON, or the system in the TEST mode. time variations proportional to the ice rate. In MANUAL,
The blade deice system, excluding element-on-time (EOT) T, L, or M, fixed signals are transmitted to the controller,
failure, may be ground checked using the APU generator. resulting in fixed element-off-time. Ice rate subsystem
To prevent generator overload when only the APU malfunctions are indicated by the appearance of a FAIL
generator is operating, an interlock system is installed to flag on the rate meter face, requiring operation of the blade
inhibit blade deice test if the backup pump is operating. If deice system in one of the three manual modes.
the backup pump should go on during the test cycle, the MANUAL mode should also be used when the rate meter
MR DE-ICE FAIL caution will appear immediately, has no indicated malfunction, but any of these three
alerting the crew to an invalid test attempt. The test cycle conditions has occurred: pilot has determined that the ice
must then be initiated again. The OAT sensor, installed rate system is inaccurate, torque required has increased to
below the windshield, provides a signal to the controller an unacceptable level, or helicopter vibration has increased
for heating EOT of the rotor blades. The lower the OAT, to an unacceptable level. During a single main generator
the longer EOT will be. To reduce power requirements, the failure, blade deice will be dropped until the APU is
blades are deiced in cycles. Power to operate the blade started and the APU generator switch is placed ON. Even
deice is provided from the No. 1 and No. 2 ac primary though the APU generator switch is ON and providing
buses and No. 2 dc primary bus through circuit breakers power to the blade deice system, the APU GEN ON
marked ICE-DET, DE-ICE CNTRLR, and DE-ICE advisory will not appear because of one main generator
PWR TAIL ROTOR, on the mission readiness circuit operating.
breaker panel in the cabin. Main blade deice power is
routed through current limiters in the deice junction box. 2.56.2 Blade Deice System Control Panel. All
When one main generator is inoperative, deice power can controls for operating the rotor blade deice system are on
be supplied by the APU generator. the BLADE DEICE system control panel. Controls are
described as follows:
2.56.1 Blade Deice System Operation. The ice
detector is operational anytime power is applied to the
2-62
TM 1-1520-237-10
TAIL ROTOR BLADE
ELECTROTHERMAL
HEATING ELEMENT
(SAME ON ALL BLADES)
ICE DETECTOR
DROOP STOP
HEATER DISTRIBUTOR
(TYPICAL 4) ASSEMBLY
TAIL
SLIPRING
ASSEMBLY
DE−ICE
JUNCTION BOX
OUTSIDE AIR
TEMPERATURE
SENSOR MAIN
SLIPRING
ASSEMBLY
MAIN ROTOR BLADE
ELECTROTHERMAL
A HEATING ELEMENT
CONTROLLER (SAME ON ALL BLADES)
g/ m
L WC 3
M H
L 5 1.0 1.5
PRESS T 5.2 2.0
TO 0. FAIL
TEST
ICE RATE METER
B
L
A MODE
D M
E POWER TEST AUTO
T
AN
ON IN A
U
D
AL
O L
E
I F
C F
TEST M
E PROGRESS
DEICE CONTROL PANEL
BLADE DE−ICE TEST
PWR
NORM MAIN TAIL
SYNC 1
SYNC 2
OAT
EOT RTR RTR
DE−ICE TEST PANEL AA0389C
SA
Figure 2-18. Rotor Blade Deice Kit
2-63
TM 1-1520-237-10
CONTROL/ FUNCTION MR DE-ICE FAIL caution for both cases. In the OAT
INDICATOR position, the test panel short circuits the OAT sensor input
to the controller. Built-in-test equipment (BITE) circuitry
POWER switch within the controller must sense the simulated failure and
TEST Electrically test main and tail activate both the MR DE-ICE FAIL and TR DE-ICE
rotor deice system for one FAIL cautions. In the EOT position, the test panel biases
test cycle. BITE circuitry in the controller and the OAT sensor to
simulate malfunctioning primary EOT timing circuits. The
ON Turns on power to blade biased BITE circuit is thus deceived into believing that the
deice controller and causes primary circuits are in error. The controller must activate
the ICE DETECTED cau- both the MR DE-ICE FAIL and TR DE-ICE FAIL cau-
tion to disappear. tions when this occurs. The test panel also functions
automatically during blade deice system use to sense
OFF Turns off deice system.
contradictory signals from the deice power circuits. If
TEST IN PROGRESS Green light goes on during electrical power remains applied to either the main or tail
test cycle. At end of test rotor heating elements after the controller signals a FAIL
cycle, light should go off. condition or when the system is OFF, then the cor-
responding PWR monitor light on the BLADE DE-ICE
MODE selector TEST panel turns on. The light informs the crew that
AUTO System off-time is controlled further action is required to isolate the deice loads
by ice rate signal. indicated. The test panel provides a reliability check of
critical deice system functions. The pilot, after doing the
MANUAL Gives pilot manual control of indicated tests properly, can be confident that the deice
system off-time. system primary and BITE electronics are functioning
within specified tolerances.
T Sets a fixed element-off-time
for trace icing.
2.56.4 Blade Deice Test Panel. The control for
L Sets a fixed element-off-time selecting test functions of the blade deice system is on the
for light icing. BLADE DE-ICE TEST panel. Two PWR lights on the
panel warn of power malfunctions of the main and tail ro-
M Sets a fixed element-off-time tor deice. Control and indicators are as follows:
for moderate icing.
CONTROL/ FUNCTION
2.56.3 Blade Deice Test. The BLADE DE-ICE INDICATOR
TEST panel allows the pilot to check the blade deice NORM Provides a signal path for
system for failures that are otherwise dormant during the normal operation.
normal TEST mode, but that can allow abnormal opera-
tion during use. The panel accomplishes this by introduc- SYNC 1 Provides a signal to the
ing selected failure signals into the system and requiring controller to verify operation
the deice controller BIT circuitry to function in a specific of synchronization check
manner. The blade deice test should be done during the circuitry when POWER
ground checkout before each flight when blade deice use is switch is at TEST.
anticipated. In the NORM position, the test panel allows SYNC 2 Provides an open circuit to
system test to be done without the introduction of false the controller to verify opera-
failure signals. Thus, the system should complete its self- tion of synchronization check
checkout cycle without caution failure indications. In the circuitry when POWER
SYNC 1 and SYNC 2 positions, the test panel interrupts switch is at TEST.
the distributor sync line and provides the controller with a
false sync input. The controller must interpret these false
signals as indications of distributor failure and activate the
2-64
TM 1-1520-237-10
CONTROL/ FUNCTION to cut, break, or deflect wires that may strike the helicopter
INDICATOR in the frontal area between the tires and fuselage, and
between the fuselage and main rotor in level flight. The
OAT Short circuits the OAT sen- system consists of nine cutters/deflectors located on the
sor to check BITE circuit fuselage and landing gear/support. They are: upper cutter
sensing a fault when on the rear of the sliding fairing, the pitot cutter/deflector
POWER switch is at TEST. on the front of the sliding fairing, windshield post and
EOT Disables BITE circuits in wiper deflectors, door hinge deflector, step extension and
step deflector, landing gear joint deflector, main landing
controller and OAT sensor to
gear cutter/deflector, and tail landing gear deflector.
simulate a malfunctioning
primary EOT timing circuit
when POWER switch is ON 2.59 FLIGHT DATA RECORDER (ON
HELICOPTERS EQUIPPED WITH FLIGHT DATA
and MODE select switch is
RECORDER KIT).
at M (moderate).
PWR MAIN RTR light Indicates a malfunction has The flight data recorder system installed in the aft
occurred in the main rotor transition avionics compartment is a crash survivable
primary power. digital tape recorder providing 25 hours of recorded data
on a continuous loop magnetic tape. Flight data input to
PWR TAIL RTR light Indicates a malfunction has the recorder is sent from different locations throughout the
occurred in the tail rotor helicopter. The recorder begins to record data as soon as
primary power. ac and dc essential power is supplied to the helicopter.
Electrical power to operate the data recorder system is
provided from the dc essential bus and ac essential bus
2.57 BLACKOUT CURTAINS. through circuit breakers marked FLT REC on the mission
readiness circuit breaker panel. There are no controls
Curtains are provided to cover the cabin windows and
provided to the pilot or copilot for control of the recorder.
the opening between the pilot’s compartment and the
cabin. Velcro tape is bonded to the cabin structure and the
curtains with an adhesive. Loops are attached to the
curtains to aid removal.
2.58 WIRE STRIKE PROTECTION SYSTEM.
On helicopters equipped with wire strike protection
provisions, the system is a simple, lightweight, positive
system with no motorized or pyrotechnic components used
2-65
TM 1-1520-237-10
Section X HEATING, VENTILATING, COOLING, AND ENVIRONMENTAL CONTROL UNIT
2.60 HEATING SYSTEM. solenoid if mixed air temperature is over 90° to 96°C
(194° to 205°F). The mixture temperature sensor
The subsystem consists of a heated air source, cold air downstream of the mixing valve regulates flow output
source, mixing unit, temperature sensing unit, overtemper- temperature. The sensor is regulated from the cockpit
ature sensor, controls, ducting and registers. The heating through a control linkage at the overhead console. The
system uses bleed-air as its heat source. Bleed-air is sup- temperature control is marked HEATER OFF, MED, and
plied in flight by the main engines and on the ground by HI. Ventilation is controlled through a panel on the upper
either the main engines or the APU. An external connector console marked VENT BLOWER. When the switch is
allows connection of an external ground source into the placed ON, dc power to the solenoid allows bleed-air to
pneumatic system, that can provide heat when connected. mix with outside air.
Power to operate electrical components of the heating
system is by the No. 1 dc primary bus through a circuit 2.60.3 Normal Operation.
breaker marked AIR SOURCE HEAT/START.
1. APU or engine - Start (refer to paragraph 8.19
2.60.1 Winterized Heater. The heater consists of a or 8.20).
high bleed-air flow mixing valve and a modulation valve.
The mixing valve is of enough capacity to keep the interior 2. AIR SOURCE HEAT/START switch - As
temperature of the helicopter at 4°C (39°F), to ambient required. ENG if engine is operating; OFF for
temperatures down to -54°C (-65°F). The mixture sensor heat from external air source.
controls air mixing to allow control of temperature used
for cabin heat. Bleed-air is mixed with ambient air to get 3. HEATER ON-OFF switch - ON.
the desired temperature selected by the variable
temperature HEATER controls on the upper console. 4. VENT BLOWER switch - OFF for maximum
Bleed-air is regulated with the modulation valve for heat.
downstream mixing with ambient air when the HEATER
control switch is ON. Overtemperature is prevented by 5. HEATER control - As desired.
two overtemperature sensors that de-energize solenoid
valves when bleed-air temperature reaches about 90° to 2.61 OPTION II CABIN HEATER SYSTEM.
96°C (194° to 205°F) at the inlet to the mixing valve or in
the mixing chamber. The temperature sensors control cur- The Option II cabin heater system is installed in
rent flow to the on-off solenoid and the winterization conjunction with the standard cockpit/gunner heater. The
solenoid to hold them energized, allowing bleed-air to flow cabin heater uses bleed-air supplied in flight by the main
to the mixing chamber. When the ENG ANTI-ICE switch engines, and on the ground by the main engines or the
is placed ON or a dc power failure occurs, the winteriza- APU. An external connector allows connection of an
tion solenoid will de-energize. An interlock system external ground source into the pneumatic system that can
between engine anti-ice system and the heater winteriza- provide heat when connected. A solenoid valve controls
tion solenoid valve prevents engine overbleed by reducing bleed air circulation through insulated tubing which heats
bleed-air flow to the heater when an ENG ANTI-ICE the cabin area. Ejectors at the end of the tubes mix the
switch is ON. Operation of the winterization heating bleed air with ambient cabin air and eject the mixed air.
system is the same as in paragraph 2.60.3. Air flow in the cabin is regulated by control knobs on the
ejectors. When the engine anti-ice system is turned on,
2.60.2 Heat and Ventilation Controls. A variable power is removed from the cabin heater. Placing both
control air mixing valve assembly is used to control the ENG ANTI-ICE switches to OFF restores power to the
temperature of air for cabin heating in the helicopter. cabin heater. Power to operate electrical components of the
Bleed-air from the engine, APU, or external source is heater is supplied by the No. 1 dc primary bus through a
mixed with ambient air to obtain the desired temperature circuit breaker marked AIR SOURCE HEAT/START.
determined by the setting of the sensor in the downstream
air flow. Regulation of the diaphragm position is by a 2.61.1 Controls and Functions. Controls for the
solenoid. Should the HEATER control switch be turned cabin heater are switches on the upper console (Figure 2-7)
OFF or dc power fail, bleed-air will shut off. The valve and on the cabin ejectors (Figure 2-5). Functions of
also has a thermal protective switch that de-energizes the controls are as follows:
2-66
TM 1-1520-237-10
CONTROL FUNCTION 3. HEATER switch - FWD for cockpit/gunner
heater or FWD/AFT for cockpit/gunner heater
and Option II cabin heater system.
HEATER switch
(upper console) 4. ROTATE FLOW CONTROL knobs - As
desired for cabin heat.
FWD Turns on standard cockpit/
gunner heater only. 2.61.3 Shutdown.
OFF Removes power from standard
cockpit/gunner heater and Op- HEATER switch - FWD (power for standard
tion II cabin heater system. cockpit/gunner heater only) or OFF.
FWD/AFT Turns on both the standard 2.62 VENTILATION SYSTEM.
cockpit/gunner heater and the
Option II cabin heater system. 2.62.1 Ventilation System. UH The helicopter is
ventilated by an electrically operated blower system
ROTATE Turn ejector nozzle pointer to
controlled through the VENT BLOWER control panel on
FLOW CONTROL desired level LOW, MEDIUM,
the upper console. The VENT BLOWER switch is
(on rear cabin ejec- HIGH. Change direction of
marked OFF and ON. When ON, the blower forces ambi-
tors) ejected air by pushing nozzle
ent air into the cabin ducts. The No. 2 ac primary bus
axially.
powers the blower through a circuit breaker marked
HEAT & VENT. It is also controlled by dc power from
the No. 2 dc primary bus through the VENT BLOWER
2.61.2 Normal Operation.
switch protected by a circuit breaker marked HEAT
VENT. Ram air vents for cooling the cockpit area are on
each side of the upper console and at the front of the lower
WARNING console and are controlled by turning the nozzle to control
the opening.
Personnel shall be cautioned about 2.62.2 Ventilation System. EH In addition to the
potential high air temperatures coming standard ventilation system, the EH-60A has a ventilation
from heat ejectors. system which operates in conjunction with the
environmental control system. The system is controlled
NOTE from the ECS control panel on the upper console. When
the AIR COND switch is placed in the FAN position,
• When APU is the bleed air source, avoid fresh air is drawn from outside the helicopter into the
using the heater for extended periods of plenum chamber, mixed with inside air and circulated
time due to high APU bleed air through the helicopter.
temperatures.
2.62.3 Normal Operation.
• High speed descents ( > 1900 fpm) with 1. APU, rotor or external power - Operating.
cockpit/gunner heater or Option II cabin
heater system are not recommended. 2. VENT BLOWER switch - ON.
• Double hearing protection is required when 2.63 ENVIRONMENTAL CONTROL SYSTEM. EH
operating heater.
The vapor-cycle system (air conditioner) cools the
1. APU or engine - Start (Refer to paragraph 8.19 cabin and cockpit areas. It consists of a heli-rotor
or 8.20). compressor, evaporator, condenser, associated valves,
protective pressure and temperature switches, a filter,
2. AIR SOURCE HEAT/START switch - As service valves, a liquid indicator, and an electrical control
required. ENG if engine is operating; APU if system. A sight glass in the liquid line gives an indication
APU is operating; OFF for heat from external of refrigerant liquid servicing level, when the system is
air source. operating. The temperature controller assembly, in the aft
2-67
TM 1-1520-237-10
cabin, processes the input signals from the temperature control rheostat with an increasing arrow indicator to
selection rheostat in the cockpit and the cabin temperature COOL, two mode selection switches marked COOL-
sensor, and provides the power to the hot gas bypass valve OFF-FAN and HTR-OFF-ON. The temperature control
solenoid. The electrical control box, in the transition sec- rheostat is used with the COOL switch to set the desired
tion, contains the relays, time delays, elapsed time meter, cabin temperature. Placing switch to COOL will cause
and fault indicators for the vapor-cycle system. The AIR COND ON advisory to appear. Selection of the
control box routes the power to the electrical components. COOL mode with the cockpit AIR COND controls starts
Inputs from the remote control and temperature controller a phased sequence of events leading to full operation of
are channeled to their respective electrical interface in the the environmental control system. To prevent a sudden
control box. Across the front of the enclosure are four fault surge in 115 vac power, the major electrical components
indicators HI and LO PRESS, and HI and LO TEMP, are started at spaced intervals.
which are tripped to indicate red when a fault is received.
These indicators provide visual signals of a fault occur- 2.64 AUXILIARY HEATER SYSTEM. EH
ring, even if it is only temporary, and they can be manu-
ally reset for reuse by pressing in the fault indicator. The Incorporated in the air conditioner plenum chamber is
environmental control system is protected to prevent an auxiliary heating system to supplement the bleed air
evaporator freezing. The system may be operated at any heater. The electrically operated heater is controlled by a
ambient temperature without causing damage, shown in switch on the upper console ECS control panel marked
Table 2-2. Power to operate the environmental control HTR ON & OFF. The heater element will operate
system is provided from the No. 2 ac primary bus and continuously as long as the switch is ON. With the HTR
controlled from the No. 1 dc primary bus through a switch ON and the AIR COND switch placed in the FAN
breaker marked ECS CONTR. Control of the position the CABIN HEAT ON advisory will appear. An
environmental control system is through the ECS controls overtemperature protection is provided at 205°F if there is
on the upper console. The panel contains a temperature a heater malfunction.
Table 2-2. Environmental Control System Power Source Priority EH
POWER SOURCE ENVIRONMENTAL CONTROL SYSTEM OPERATION
APU Generator (Helicopter on vAir Conditioning Interrupted if:
Ground) (1) Backup Pump is On.
or
(2) Windshield Anti-Ice is On.
vWindshield Anti-Ice Interrupted when Backup Pump is On.
APU Generator (Helicopter in vAir Conditioning Interrupted while Helicopter in Air.
Flight) vWindshield Anti-Ice Interrupted when Backup Pump is On.
Dual Main Generator (No. 1 and No. vAir Conditioning, Backup Pump, and Windshield Anti-Ice can
2) (Helicopter in Flight or on Ground) Operate Simultaneously.
Single Generator or External AC Power vAir Conditioning Interrupted If:
(Weight on or off Wheels) (1) Backup Pump is On.
2-68
TM 1-1520-237-10
Section XI ELECTRICAL POWER SUPPLY AND DISTRIBUTION SYSTEMS
2.65 ELECTRICAL POWER SYSTEMS. has marked positions OFF and ON. The battery utility bus
is connected directly to the battery. During No. 1 and No.
Alternating current (ac) is the primary source of power. 2 dc primary source malfunction, the dc essential bus is
The primary electrical system (Figure 2-19) consists of powered by the battery bus as long as the battery is at least
two independent systems, each capable of supplying the 35% charged and the BATT switch is ON. When only
total helicopter power requirements. The prime source of battery power is available, the battery life is about 22
each system is a 115/200 vac generator. A subsystem feeds minutes day and 14 minutes night for a battery 80%
two independent ac primary buses and an ac essential bus. charged. The BATT switch should be ON when either
A portion of each ac primary bus load is converted to 28 external power, APU generator, or main generator power
volts direct current (vdc) by two 200 ampere ac/dc is applied to the helicopter. This will recharge the battery.
converters. The 28 vdc is distributed by two independent When the battery is the sole source of dc power, the
dc primary buses and a dc essential bus. Emergency power BATT switch should be turned OFF immediately upon
is provided by a generator driven by the APU. The APU appearance of the BATT LOW CHARGE caution. A
generator is capable of supplying all flight-essential ac and malfunction of both dc primary sources will activate the #1
dc bus loads. In addition, the APU generator can supply and #2 CONV cautions. If the BATT switch is left ON,
power to the blade deice system (when installed) if one the battery will be completely discharged in less than 3.5
main generator should fail. Should a second generator fail, hours. If the maintenance light and both cockpit utility
the blade deice load will be dropped and the APU genera- lights are left on, the battery will be completely discharged
tor will power the remaining ac bus loads. An electric in less than 7 hours. Power for the caution is from the
power priority feature allows either the No. 1 or No. 2 battery bus through a circuit breaker marked BATT &
main generator to automatically supersede the APU ESNTL DC WARN EXT PWR CONTR.
generator, which, in turn, automatically supersedes
external power. A 24-volt battery provides backup dc 2.66.2.2 Sealed Lead Acid Battery (SLAB). A 24
power. vdc 9.5 ampere hour SLAB provides secondary or
emergency dc power. The battery is in the cabin section
2.66 DC POWER SUPPLY SYSTEM. behind the copilot. It supplies dc power to the battery bus,
battery utility bus and dc essential bus for operating dc es-
Primary dc power is obtained from two converters sential equipment during primary dc malfunction. Power to
(transformer-rectifiers) with a battery as the secondary the battery bus is controlled by the BATT switch on the
power source. There is no external dc power connector. upper console. It has marked positions OFF and ON. The
battery utility bus is connected directly to the battery. The
2.66.1 Converters. Two 200-ampere converters, each dc essential bus is powered by the battery bus as long as
powered by the No. 1 and No. 2 ac primary buses the BATT switch is ON. When only battery power is
respectively, turn ac power into dc power and reduce it to available, the battery life is about 38 minutes day and 24
28 volts. The converter output is applied to the No. 1 and minutes night for a battery 80% charged. The BATT
No. 2 dc primary buses whenever ac power is applied to switch should be ON when either external power, APU
the ac primary buses. If one converter’s output is lost, the generator or main generator power is applied to the
converter load will be transferred to the operating system helicopter. This will recharge the battery. When the battery
and the #1 CONV or #2 CONV caution will appear. is the sole source of dc power, the BATT switch should be
Power for the caution is provided by the battery bus turned OFF immediately upon appearance of the BATT
through a circuit breaker marked AC & CONV WARN. LOW CHARGE caution. This is done so that battery
power can be conserved for an APU start. A malfunction
2.66.2 Battery. of both dc primary sources will activate the #1 and #2
CONV cautions. If the BATT switch is left ON, the bat-
2.66.2.1 Nickel Cadmium (Nicad) Battery. A 24 vdc tery will be completely discharged in less than 6 hours.
5.5 ampere hour 20-cell nicad battery provides secondary Power for the BATT LOW CHARGE caution is from the
or emergency dc power. The battery is in the cabin section battery bus through a circuit breaker marked BATT &
behind the copilot. It supplies dc power to the battery and ESNTL DC WARN EXT PWR CONTR.
battery utility buses for operating dc essential equipment
during primary dc malfunction. Power to the battery bus is 2.66.3 DC Monitor Bus. EH The dc monitor bus is
controlled by the BATT switch on the upper console. It normally energized by the No. 1 and No. 2 converters
2-69
TM 1-1520-237-10
UH60 ELECTRICAL SYSTEM
MAIN GENERATORS
115 / 200 VAC
#1 30 / 45 KVA #2
GENERATOR 400 HZ GENERATOR GENERATOR CONTROL UNIT
3 PHASE
UNDERFREQUENCY PROTECTION (375 5 HZ / 1−3 SEC)
(GROUND OPERATION ONLY ON MAIN GEN GCU’S)
UNDERVOLTAGE PROTECTION (100 5 VAC / 6 1 SEC)
OVERVOLTAGE PROTECTION (125 VAC / TIME VARIES
#1 GEN INVERSELY TO OVERVOLTAGE)
FEEDER FAULT (SHORT CIRCUIT TO GROUND)
GCU GCU
#2 GEN
APU
GCU GENERATOR
60 AMP
CURRENT LIMITERS
(6 TOTAL)
#1 AC #2 AC APU GENERATOR
PRIMARY BUS PRIMARY BUS 115 / 200 VAC
AC ESS 20 / 30 KVA, 400 HZ
BUS OFF 3 PHASE, AIR COOLED
AC EXT PWR EXTERNAL AC
ESSENTIAL BUS MON PANEL POWER
AC TO DC AC TO DC
CONVERTER CONVERTER
CONVERTS 115 / 200 VAC EXTERNAL POWER MONITOR PANEL
TO 28 VDC 200 AMPS UNDERVOLTAGE PROTECTION
(100−105 VAC / .85−2.55 SEC)
OVERVOLTAGE PROTECTION
(125−130 VAC / 1 .25 SEC)
#1 CONV #2 CONV UNDERFREQUENCY PROTECTION
(370−375 HZ / 1 .25 SEC)
OVERFREQUENCY PROTECTION
(425−430 HZ / 1 .25 SEC)
CORRECT PHASE ROTATION
#1 DC #2 DC
PRIMARY BUS PRIMARY BUS
100 AMP
CURRENT LIMITER
AA0327_1
SA
Figure 2-19. Electrical System (Sheet 1 of 2)
2-70
TM 1-1520-237-10
BATTERY BATT
FAULT LOW CHARGE
INTERNAL TEMP ABOVE BATTERY FALLS
DC 70oC OR CELL BELOW
DISSIMILARITY EXISTS 40 %
ESSENTIAL BUS
CHARGE
CHARGER
ANALYZER
20 CELLS
5.5 AMPERE HOUR
BATTERY BATTERY 24 VDC
BUS UTILITY BUS BATTERY
BATTERY SWITCH
DC ESS
BUS OFF
WHEN BATTERY IS
ONLY SOURCE OF
POWER,
DC ESSENTIAL BUS
IS DROPPED IF
BATTERY FALLS
BELOW 35% CHARGE HELICOPTERS WITH NICAD BATTERY INSTALLED
BATTERY LOW BATT
SENSING RELAY LOW CHARGE
BATTERY FALLS
DC BELOW
ESSENTIAL BUS 23 VOLTS
9.5 AMPERE HOUR
1
1 BATTERY BATTERY 24 VDC
BUS UTILITY BUS BATTERY
BATTERY SWITCH
DC ESS
BUS OFF
HELICOPTERS WITH SLAB INSTALLED AA0327_2B
SA
Figure 2-19. Electrical System (Sheet 2 of 2)
2-71
TM 1-1520-237-10
when the generators are operating and is powered by the transmission accessory gear box module, a current
No. 2 converter when operating from external power transformer, a generator control unit, and current limiter,
(Figure 2-19). If either converter should fail, the bus will all of which are interchangeable. System outputs are ap-
be automatically dropped from the system. plied to the No. 1 and No. 2 ac primary buses. The #1
GEN or #2 GEN caution will appear whenever generator
2.66.4 Quick Fix Power. EH Mission equipment dc output is interrupted. The AC ESS BUS OFF caution ap-
power is provided from the No. 1 dc primary bus, and is pears when there is no power to the ac essential bus.
controlled by Q/F PWR switch on the upper console. Individual generator controls are provided on the upper
console with marked positions of TEST, OFF/RESET,
2.66.5 Battery Charger/Analyzer. A charger/analyzer and ON. A generator main bearing caution system is in-
system restores the battery charge and determines the stalled on each main generator to activate the #1 GEN
condition of the battery. The system charges the battery BRG or #2 GEN BRG caution to indicate a worn or failed
through a converter whenever ac power is available on the bearing. The caution will appear until power is removed.
helicopter and the BATT switch is ON. The analyzer The auxiliary bearing will allow 10 additional hours of
system monitors battery charge and activates the BATT operation after the caution appears. Therefore, it should
LOW CHARGE caution when the charge lowers to 35% not be a cause for mission abort. Power to operate the
to 45% of battery capacity. If battery charge continues to caution system is provided from the No. 1 and No. 2 dc
lower, at 30% to 40% of battery capacity, the dc essential primary buses through circuit breakers marked NO. 1
bus will be disconnected from the battery. At 35% capac- GEN WARN and NO. 2 GEN WARN, respectively.
ity the battery can provide two APU starts. Another
analyzer circuit monitors battery temperature. When the NOTE
internal temperature reaches 70°C (158°F) or if a battery
cell dissimilarity condition exists, a BATTERY FAULT When the GEN BRG caution appears for
(only on helicopters equipped with nickel-cadmium batter- more than 1 minute, make an entry on the
ies) caution will appear. Then the charger/analyzer should DA Form 2408-13-1.
automatically disconnect the battery from the charging
circuit. As a backup, placing the BATT switch OFF 2.67.1 Generator Control Units (GCU). The GCUs
removes input power to the charger/analyzer. By placing monitor voltage from the No. 1, No. 2, and APU genera-
BATT switch OFF, the increasing temperature may be tors and take the generator(s) off-line where malfunctions
checked. occur. Underfrequency protection is disabled in flight by
the WOW switch.
2.66.6 Battery Low Sensing Relay. On helicopters
equipped with the sealed lead acid battery the system 2.67.2 AC Secondary Bus. EH The ac secondary bus
charges the battery through the battery charging relay with is powered by the No. 1 and No. 2 generators when they
one or both converters on. The BATT LOW CHARGE are operating and their outputs are acceptable. Current
caution appears when voltage on the battery utility bus limiters protect the system from excessive current draw. If
drops below 23 vdc. the No. 1 and No. 2 generators are off, the APU generator
will supply the ac secondary bus if the output is accept-
2.66.7 DC and AC Circuit Breaker Panels. The able, the backup hydraulic pump is off, the blade deice is
circuit breaker panels (Figure 2-20) protect the power off, and the weight of the helicopter is on the wheels. The
systems. One is above and to the rear of each pilot, one is ac secondary bus can also receive power from external
on the lower console, and two are on the upper console. power when the weight of the helicopter is on the wheels,
The circuit breakers provide both ac and dc protection. and the No. 1, No. 2, and APU generators are off, and the
Popping of a circuit breaker indicates too much current is backup hydraulic pump is not operating.
being drawn by a component in the circuit that is powered
through the circuit breaker. Unnecessary recycling of 2.68 AUXILIARY AC POWER SYSTEM.
circuit breakers, or using circuit breakers as a switch
should not be done. An auxiliary ac power system is a backup ac power
source that provides electrical power for ground checkouts.
2.67 AC POWER SUPPLY SYSTEM. The system consists of a 115 vac three-phase, 400 Hz 20/
30 kVA, air-cooled generator mounted on and driven by
A primary ac power system delivers regulated three the APU, a current transformer, and a generator control
phase, 115/200 vac, 400 Hz. Each system contains a 30/45 unit. If the primary ac generators are not operating, the
kilovolt-ampere generator mounted on and driven by the auxiliary ac power output will be applied through contac-
2-72
TM 1-1520-237-10
NO. 1 POWER SOURCE FOR JETTISON SYSTEM
AC P
RI BU
S WHEN M−139 KIT IS INSTALLED
60 HZ AC
CONVERTER
15
AIR
CPLT WSHLD WSHLD NO. 1 UTIL SOURCE FUEL BACKUP ESSS JTSN * NO. 1
DC P
ANTI−ICE WIPER CONVERTER IFM RECP HEAT/ LOW PUMP INBD OUTBD RI BU
S
15 5 20 10 7.5 5 5 .5 7.5 7.5
CABIN START WARN PWR
LIGHTS NO. 1 LIGHTS NO. 1 ENG CPTL NO. 1 BUS NO. 1 T RTR NO. 1
CPLT GLARE UPPER CABIN LWR ENG HUD HUD LWR ADVSY CAUT RETR LDG WARN ANTI−ICE WSHLD DC TIE GEN SERVO SERVO
5 1 5 5 5 5 1 5 5 5 7.5 5 25 2 5 5 5 5 5 5 5 5 5
FLT SHLD CSL DOME CSL OVSP REF SYS CSL ADVSY CONT PWR LTS WARN ANTI−ICE INST CNTOR WARN WARN CONTR WARN
AC ESNTL NO. 1 LEFT CMPTR CHAFF CPLT NO. 2 DC ESNTL
BUS AC PITOT DPLR IFF ADF CMD CSL TRIM DISP ALTM MODE VHF FM COMM RDR BUS
7.5 5 10 5 5 2 25 7.5 7.5 5 2 5 2 2 5 50
SPLY INST HEAT SET SELECT FM SCTY SET ALTM WARN SPLY
POWER SOURCE FOR M−139 SYSTEM
(SEE NOTE 4) WHEN KIT IS INSTALLED A
UH AHRS
NO. 1 CIRCUIT BREAKER PANEL
NO. 1
AC P
RI BU
S
NO. 1 FUEL IINS
2 10
BOOST PUMP AIR NO. 1
CPLT WSHLD WSHLD NO. 1 EXT FUEL SOURCE BACKUP T / R DC P
ANTI−ICE WIPER CONVERTER FUEL LOW HEAT/ IFM PUMP DE−ICE ECS RI BU
S
15 5 20 5 5 5 10 .5 .5 .5
LH WARN START PWR PWR PWR
LIGHTS NO. 1 LIGHTS NO. 1 ENG CPTL NO. 1 BUS NO. 1 T RTR NO. 1 ESSS
CPLT SEC UPPER CABIN LWR ENG ALQ−156 ADVSY CAUT RETR LDG WARN ANTI−ICE WSHLD DC TIE GEN SERVO SERVO JTSN
5 5 5 5 5 5 2 2 2 2 5 7.5 5 25 2 5 5 5 5 5 5 5 5 5 7.5
FLT CSL DOME CSL OVSP f
C f B f A 28V ADVSY CONT PWR LTS WARN ANTI−ICE INST CNTOR WARN WARN CONTR WARN INBD
AC ESNTL NO. 1 Q/F LEFT ICE INU 26 VAC Q / F CMPTR CHAFF CPLT NO. 2 DC ESNTL ESSS
BUS AC XFMR PITOT DET BATT EQUIP IINS DE−ICE DET IFF ADF EQUIP TRIM DISP TURN ALTM MODE VHF FM COMM RDR BUS JTSN
7.5 5 5 10 2 5 5 5 5 7.5 5 2 25 7.5 7.5 2 5 2 5 2 2 5 50 7.5
SPLY INST PWR HEAT PWR PWR CONTRLR PWR DISP RATE GYRO SEL FM SCTY SET ALTM WARN SPLY OUTBD
EH
NO. 1 CIRCUIT BREAKER PANEL
NOTES
1. ON HELICOPTERS PRIOR TO SERIAL
NO. 81−23579 NOT MODIFIED BY MWO
55−1520−237−50−25.
2. ON HELICOPTERS PRIOR TO SERIAL A
NO. 81−23579 MODIFIED BY MWO
55−1520−237−50−25 AND HELICOPTERS
SERIAL NOS 81−23579 AND CMPTR CHAFF CPLT NO. 2
SUBSEQUENT. TRIM DISP TURN ALTM MODE VHF FM COMM
3. CIRCUIT BREAKERS WITH ASTERISK ( )
ARE ON HELICOPTERS SERIAL NOS 7.5 7.5 2 5 2 5 2
82−23748 AND SUBSEQUENT.
4. ON HELICOPTERS MODIFIED BY MWO RATE GYRO SELECT FM SCTY SET
1−1520−237−50−62, HUD.
5. ON HELICOPTERS SERIAL NOS W/O AHRS
97−26744 AND SUBSEQUENT.
6. ON HELICOPTERS MODIFIED BY MWO
1−1520−237−50−82.
AA0353_1H
SA
Figure 2-20. DC and AC Circuit Breaker Panels (Typical) (Sheet 1 of 4)
2-73
TM 1-1520-237-10
S
RI BU
AC P
NO. 2
HEAT & VENT
20 7.5
NO. 2 CONVERTER
S
RI BU WINDSHEILD CTR WSHLD PILOT WSHLD
DC P ANTI−ICE FIRE CMPTR ANTI−ICE UTIL RECP ANTI−ICE
NO. 2
5 5 5 2 7.5 7.5 15
PILOT CTR EXTGH
NO. 2 BUS NO. 2 ENG AC ESNTL RT NO. 2 LIGHTS
** SERVO DC GEN TIE BATT ANTI−ICE WARN START CARGOHOOK BUS BATT PITOT STAB AC ENG FORM ANTI PLT NON CARGO
5 5 5 5 5 5 7.5 5 5 2 5 10 5 7.5 5 10 5 5 5 5 5 5 5 5 2
MASK WARN CONTR INST WARN CNTOR CHGR WARN LTS CONTR PWR CONTR SPLY CHGR HEAT CONTR INST OVSP LV HV COLL FLT FLT HOOK
DC ESNTL PILOT MAIN AC ESNTL BUS
BUS MODE ALTM HEAT VHF IRCM CMPTR STAB SPEED XMSN POS STAB HSI CIS SAS 26 VAC COMP AHRU AUTO AC ESNTL
50 2 2 5 5 2 5 7.5 5 5 5 5 2 2 2 2 2 2 2 2 2 5 5
SPLY SELECT VENT AM CONTR TRIM PWR TRIM LTS CONTR PLT / CPLT AMPL STAB IND INST DPLR PLT CPLT XFMR BUS WARN
**(ON HELICOPTERS
EQUIPPED WITH
AIR WARRIOR) B
UH AHRS
NO. 2 CIRCUIT BREAKER PANEL
AC ESNTL BUS
COMP VSI AUTO AC ESNTL
2 2 2 2 5 5
B
DPLR PLT CPLT XFMR BUS WARN
W/O AHRS
S
RI BU
AC P
NO. 2
HEAT & VENT
ON BUS
DC M 20 7.5
N0. 2 CONVERTER
S
RI BU
WINDSHIELD UTIL CTR WSHLD PILOT WSHLD
DC P ANTI−ICE FIRE RECEPT ALQ−162 CMPTR ANTI−ICE UTIL RECP ANTI−ICE
NO. 2
5 5 5 7.5 1 2 7.5 7.5 15
PILOT CTR EXTGH CABIN 28V
NO. 2 BUS NO. 2 ENG EXT AUX LIGHTS
TACAN SERVO DC GEN TIE BATT ANTI−ICE WARN START ECS FUEL FUEL NO. 2 FUEL TACAN FORM ANTI PLT NON
2 5 5 5 5 5 7.5 5 5 2 5 7.5 5 5 2 5 5 5 5 5 5
WARN CONTR INST WARN CNTOR CHGR WARN LTS CONTR PWR RH CONTR BOOST PUMP LV HV COLL FLT FLT
SEC MON DC ESNTL PILOT MAIN DC MON AC ESNTL RIGHT NO. 2 AUX FUEL
BUS BUS MODE ALTM HEAT VHF IRCM CMPTR STAB SPEED XMSN POS BUS IR BUS BATT PITOT STAB AC ENG QTY ALQ−162
5 50 2 2 5 5 2 5 7.5 5 5 5 25 5 7.5 5 10 5 5 5 2 3 3 3
CONTR SPLY SELECT VENT AM CONTR TRIM PWR TRIM LTS SPLY LTS SPLY CHGR HEAT CONTR INST OVSP f A fB f C
EH
PILOT’S CIRCUIT BREAKER PANEL
AA0353_2C
SA
Figure 2-20. DC and AC Circuit Breaker Panels (Typical) (Sheet 2 of 4)
2-74
TM 1-1520-237-10
NO. 2 EXTD NO. 2 EXTD
RANGE PUMP RANGE PUMP
15 15
AUX HTR AUX FUEL QTY AUX FUEL QTY AUX HTR
15 15
2 2
BLOWER A NO. 2 FUEL A BLOWER
C C
ICE−DET ICE−DET 2
A NO. 2 FUEL A
C 2 2 BOOST PUMP C
2
NO. 2 PRI BUS NO. 2 PRI BUS
BOOST PUMP
RESQ HST NO. 2 LTR RESQ HST NO. 2 LTR
US
10 5 10 5
CONTROL LTS D CONTROL LTS D
DE−ICE ICE−DET NO. 2 XFER C DE−ICE ICE−DET EXT FUEL NO. 2 XFER C
D D
5 7.5 5 5 7.5 5 5
NO. 2 XFER C EL NO. 2 XFER C
CNTRLR CONTROL CNTRLR RH CONTROL
5 5
CONTROL H CONTROL
NO. 1 XFER EXT FUEL NO. 1 LTR NO. 1 XFER
D 5 5
D
5 5
AUX HTR C C AUX HTR
CONTROL LH LTS CONTROL
5 5
NO. 1 LTR
CONTROL D NO. 1 PRI BUS CONTROL D
C 5 C
NO. 1 FUEL
LTS
2
NO. 1 PRI BUS (ON HELICOPTERS
NO. 2 PRI BUS BOOST PUMP EQUIPPED WITH
** ** DE−ICE PWR DE−ICE PWR AUXILIARY CABIN
PILOT CREW 1 HEATER)
20 20
15 15 A A
TAIL ROTOR
C TAIL ROTOR
C
NO. 1 EXTD NO. 1 EXTD
RANGE PUMP RANGE PUMP
15 15
**
COPILOT CREW 2
**
15 15
(SEE NOTE 1) = ES (SEE NOTES 2 AND 3)
UH
MISSION READINESS
CIRCUIT BREAKER PANELS (CABIN)
(ON HELICOPTERS
EQUIPPED WITH
AIR WARRIOR)
AA0353_3C
SA
Figure 2-20. DC and AC Circuit Breaker Panels (Typical) (Sheet 3 of 4)
2-75
TM 1-1520-237-10
POWER SOURCE FOR EMERGENCY
JETTISON SYSTEM WHEN M−139
KIT IS INSTALLED
DC ESNTL BUS DC ESNTL BUS DC ESNTL BUS
FUEL ESSS CARGO FIRE DET ESNTL BATT CARGO PILOT FIRE DET ESNTL BATT
ICS NO. 1 VOR / ILS CHIP PUMP JTSN STAB HOOK NO.1 NO.2 DC BUS STAB HOOK TURN NO.1 NO.2 DC BUS
2 2 5 2 5 5 7.5 7.5 5 5 5 5 10 7.5 5 2 5 5 5 10
PILOT COPILOT VHF FM DET CONTR OUTBD PWR EMER ENG ENG SENSE SPLY PWR EMER DETR ENG ENG SENSE SPLY
LIGHTS LIGHTS
COMM SCTY SET UHF CAUT / BACKUP HOIST ESSS NO. 1 TAIL NO. 1 TAIL
NO. 1 FM UHF AM AM ADVSY HYD CABLE JTSN SAS ENG WHEEL SEC CONTR SRCH SAS ENG WHEEL SEC CONTR SRCH
2 2 7.5 5 5 5 7.5 5 5 5 5 20 5 5 5 5 5 20 5
PNL CONTR SHEAR INBD BOOST START LOCK PNL PWR CONTR BOOST START LOCK PNL PWR CONTR
AHRS W/O AHRS
UPPER CONSOLE CIRCUIT BREAKER PANEL
BATT &
ESNTL BUS ESNTL DC FUEL BATT
BATT & BATT &
ESNTL BUS
ESNTL DC FUEL B BATT ESNTL BUS DC AC & WARN PRIME B BUS FIRE
ESNTL DC FUEL B BATT A
DC AC & WARN PRIME A BUS FIRE DC AC & WARN PRIME A BUS FIRE
T B 50 5 5 5 T 5 5
T
B 50 5 5 5 T 5 5 B 50 T A T
5 5 5 5 5
A A T SPLY CONV EXT PWR BOOST CONTR EXTGH
T SPLY WARN CONTR
CONV EXT PWR BOOST U CONTR EXTGH T SPLY CONV EXT PWR BOOST U CONTR EXTGH T
UTIL
U
T WARN CONTR T T WARN CONTR T APU LTS T
B CABS APU
APU I UTIL
LTS APU APU
UTIL
I I
B LTS APU U
L B L 5 5 5 5 2 L 5
U S
5 5 5 1 5 5 U 5 5 5 5 5
S B S B CONTR FIRE GEN CKPT B CONTR
U U INST DET CONTR INST
CONTR FIRE GEN GPS
INST DET CONTR ALERT
S CKPT CONTR
INST
CONTR FIRE GEN CKPT S CONTR U
INST DET CONTR INST S
(SEE NOTE 5) (SEE NOTE 6)
BATTERY AND BATTERY UTILITY
BUS CIRCUIT BREAKER PANEL
AC ESNTL BUS
STAB HSI CIS SAS
5 2 2 2
CONTR PLT / CPLT AMPL
26 VAC
2 2
STAB IND INSTL
COMP VSI AUTO AC ESNTL
2 2 2 5 5
PLT CPLT XFMR BUS WARN
AC ESSENTIAL BUS
EH
AA0353_4F
SA
Figure 2-20. DC and AC Circuit Breaker Panels (Typical) (Sheet 4 of 4)
2-76
TM 1-1520-237-10
tors to the No. 2 ac primary bus and through contactors ac output without connecting to the generator loads. OFF/
and current limiters to the No. 1 ac primary bus. An APU RESET de-energizes the generator and permits generator
GEN ON advisory will appear when the APU generator is recycling if the generator is disabled and disconnected
operating and the APU generator switch is ON. The APU from its loads. The control switch is manually placed to
GEN ON advisory will appear only when supplying power RESET and then back to ON.
to the system, it will not appear when either the No. 1
generator or the No. 2 generator is supplying power. The 2.68.2 External AC Power System.
generator control switch on the upper console has marked
positions of TEST, OFF/RESET and ON.
CAUTION
NOTE
If the APU generator is the sole source of Do not connect a source of dc power to
ac generated power, all equipment may be the external ac connector.
operated, except that when the backup
pump is on, the windshield anti-ice and EH An external ac power connector on the right side of the
air conditioner are prevented from being helicopter accepts ground source of 115 vac, three-phase,
used. 400 Hz power. The system is controlled by a switch on the
upper console marked EXT PWR-RESET-OFF and ON.
2.68.1 Generator Control Switches. Generators are External power will be introduced into the system if ac-
controlled by a three-position generator switch on the up- ceptable external power is connected, the EXT PWR
per console. The switch ON position energizes the genera- switch is ON, and no other generating source is operating.
tor and permits connection of generator ac output to the ac An EXT PWR CONNECTED advisory will appear
loads. TEST position permits the testing of the generator whenever external power is connected to the helicopter.
2-77
TM 1-1520-237-10
Section XII AUXILIARY POWER UNIT
2.69 AUXILIARY POWER UNIT (APU) SYSTEM. operating. Power to operate the APU and ESU is provided
from the battery bus through a circuit breaker marked
The APU system (Figure 2-21) consists of an APU, ac- APU CONTR INST.
cessories, controls, a monitoring system and a starting
system. The APU system provides pneumatic power for 2.70 APU.
main engine starting and cabin heating, and electrical
power for ground and emergency in-flight electrical opera- The APU consists of a gas turbine shaft power section,
tions. a reduction gear drive, and appropriate controls and acces-
sories. The accessory gear box provides an axial pad with
NOTE a 12,000 rpm output drive for the APU ac generator, rpm
pad for mounting the APU start motor, rpm drive pad for
the APU fuel assembly. A magnetic pickup mounted on
The APU is not qualified for normal in- the accessory gear box senses engine speed. The APU is
flight use. lubricated by a self-contained oil system. Refer to Figure
2-28 for servicing.
APU system accessories include a prime/boost pump,
hydraulic accumulator, hydraulic handpump, hydraulic 2.70.1 APU Controls. The APU control on the upper
start motor, and ac generator. The hydraulic accumulators console consists of a CONTR switch and an APU fire ex-
and handpump in the aft midsection cabin ceiling provide tinguisher T-handle. The APU CONTR switch with
the hydraulic pressure for driving the APU starter. If the marked positions OFF and ON controls the operation of
APU does not start, the hydraulic accumulator can be the APU. Placing the switch ON starts the APU and al-
recharged by pumping the hydraulic handpump. The lows it to operate. The APU is off when the switch is
hydraulic utility module and backup pump, on the left OFF. The APU FAIL caution will appear any time the
forward deck within the main rotor pylon, will automati- APU automatically shuts down. The APU OIL TEMP HI
cally recharge the depleted hydraulic accumulator for the caution appears when APU oil temperature is above
next APU start. The APU controls are in the cockpit on the normal range. During ground operation at high ambient
upper console. Cautions and advisories provide cockpit temperatures the APU OIL TEMP HI caution may ap-
monitoring of the APU. An indicator panel in the cabin pear. If this occurs, the APU should be shut down im-
will indicate reason for APU shutdown on BITE indica- mediately to prevent damage. After a 30-minute cooling
tors. The BITE indicators are incorporated in the APU period, the oil level should be checked. If okay, the APU
electronic sequence unit (ESU), and will indicate reasons may be restarted. The control system receives electrical
for APU shutdown. Those indicators can be monitored power from the battery bus through a circuit breaker
during APU operation without interrupting normal operat- marked APU CONTR INST on the lower console. When
ing systems. During a start, the ESU compares input illuminated, the APU T-handle warns the pilot/copilot of a
signals from speed, time, and temperature sensors on the fire in the APU compartment. When the T-handle is
APU to specified values stowed in the ESU memory, and pulled, it turns off fuel to the APU, sends a stop signal to
performs functional steps as a result of the comparison. the ESU, arms the fire extinguisher system, and sets the
The system also provides for APU protective shutdown in extinguisher direction control valve to the APU. During
case of turbine overspeed, underspeed, high exhaust APU starts using battery power, if the fire extinguisher is
temperature, low oil pressure, or loss of electrical power or required, FIRE EXTGH RESERVE must be used. The
sequence failure. Each major sequence step will have a T-handle microswitch receives electrical power from the
visual indication of go/no-go. The ESU samples battery utility bus through a circuit breaker marked FIRE
predetermined parameters of exhaust temperature, turbine EXTGH on the lower console circuit breaker panel.
speed and oil pressure. If any one of the predetermined
values are exceeded, the APU will shut down, and ap- 2.70.2 APU Fuel Control System (Helicopters
propriate BITE indication is made. On helicopters modi- equipped with T-62T-40-1 APU). This system consists
fied with improved ESU, if a momentary malfunction oc- of a fuel pump and a control assembly. The fuel pump is
curs (i.e., a power interruption other than switching of the protected by a filter. Fuel pump output flow passes through
APU CONTR switch) the APU will shut down and the another filter before entering the control assembly. A
APU CONTR switch must be placed at OFF and then governor and flow metering valve controls fuel flow to the
back ON, to restart the APU. There is also an output signal engine during ignition, permitting automatic starting under
to activate the APU ON advisory indicating the APU is all ambient conditions, and controls the turbine at a
2-78
TM 1-1520-237-10
FUEL CONTROL FIREWALL
ENCLOSURE ELECTRICAL
FIRE DETECTOR
CONNECTOR
HYDRAULIC
START MOTOR
FIREWALL
GENERATOR
OIL LEVEL BLEED−AIR
OIL FILLER PORT
SIGHT GAGE PORT AA0519
AND DIPSTICK
SA
Figure 2-21. Auxiliary Power Unit (APU) (Typical)
constant speed once it has accelerated to operating speed. mode, all fault conditions are masked, except for over-
An electronic speed sensing device provides automatic fuel speed, underspeed, short during start, start fuel, main fuel
flow, ignition, and operation of the APU. or max fuel outputs.
2.70.3 APU Fuel Control System (Helicopters
equipped with GTC-P36-150 APU). The fuel control
WARNING system includes a fuel pump and metering section. The
fuel pump is protected by an integral inlet filter. Fuel
Emergency override should only be used pump output flow passes through a filter screen before
under actual emergency conditions. APU entering the metering assembly. Fuel pump discharge
Faults must be corrected as soon as pos- pressure is limited by an ultimate relief valve which, when
sible after discovery. activated, bypasses fuel flow back to the pump inlet. Fuel
metering is accomplished by the torque motor metering
The Hamilton Sundstrand APU (T-62T-40 Series) valve as a function of an electrical signal from the ESU.
utilizes two different types of controllers. The older style For accurate fuel metering, a constant, pressure drop
Electronic Sequence Units (ESU), and a newer Digital across the metering valve is maintained by the differential
Electronic Sequence Unit (DESU), P/N 4504587. The pressure regulating valve. The fuel solenoid valve is
DESU contains an internal software function to provide energized by the ESU following the initiation of APU
emergency override start after a momentary malfunction, start. This allows fuel to flow to the engine. The fuel
or un-commanded APU fail shutdown. Emergency over- control assembly subsequently provides fuel according to a
ride is obtained by cycling the APU start switch at least 5 pre-programmed schedule to affect efficient acceleration.
times within 5 seconds. The APU should start and APU The fuel solenoid valve will close completely without vis-
OIL TEMP HI caution will flash to indicate emergency ible leakage from the minimum operating fuel pressure to
mode is active. The DESU will remain in emergency mode 110% of the maximum operating fuel pressure.
for a maximum of 2 minutes, after which time the APU
will revert to normal mode. If the original fault still exists, 2.70.4 APU Fuel Supply System. APU fuel is sup-
the APU will shutdown. During emergency start override plied to the APU from the left main fuel tank. The FUEL
2-79
TM 1-1520-237-10
PUMP switch must be at APU BOOST for all APU accumulator pressure switch senses low accumulator pres-
operation, except engine priming. The APU prime/boost sure. Both accumulators are charged or discharged
shutoff valve is a two-position, open-closed unit mounted simultaneously. If the accumulators do not fully charge
on the APU compartment firewall where it also functions during the first 180 seconds of the backup pump operating
as a firewall shutoff valve. The valve is pilot-operated cycle, the pump will continue to operate in 180-second
from the upper console FUEL PUMP switch as well as by segments, or until the BACKUP PUMP PWR circuit
the APU FIRE EXTGH T-handle. If the APU does not breaker is pulled, or 115 vac power is removed. The
start and the APU ACCUM LOW advisory does not ap- backup system pump shuts down after recharge, unless
pear, the manual override lever on the accumulator required for other purposes. Should the accumulator pres-
manifold should be pulled to attempt another start, and sure drop, the backup system pump restarts to replenish
held until the APU has reached self-sustaining speed. the accumulator charge. The rate of accumulator charge is
limited to protect the backup system from possible deple-
2.71 ACCUMULATOR RECHARGE. tion due to ballistic damage to the APU start system.
Should the APU not start, the accumulator may be
The accumulator recharge cycle starts when the APU recharged by these methods, after the APU CONTR
has reached operational speed and the APU-driven genera- switch is OFF. An electric ground cart powering the
tor comes on the line. The pressure switch for the ac- backup hydraulic pump or a hydraulic ground cart con-
cumulator causes the APU ACCUM LOW advisory to nected to the backup hydraulic system through the ground
appear and the backup system pump to develop pressure. test quick-disconnects or by using the handpump in the aft
The APU accumulator pressure should be at least 2800 psi upper cabin. The APU CONTR switch should not be
before attempting an APU start. The accumulator is turned ON again or the BATT switch turned OFF until
recharged from the backup pump which runs for 90 after the ESU BITE indicators have been checked. The
seconds after the accumulator low-pressure switch is actu- handpump may also be used to top off the accumulator
ated. When the winterization kit is installed, an additional charge if the charge has dropped due to a low temperature
identical accumulator is installed in parallel with the condition. A pressure gage mounted in the aft cabin
original accumulator. Discharge and recharge of the added indicates the charge. Check valves prevent draining of the
accumulator is the same, except a 180-second recharge accumulator charge through the system.
cycle for the two accumulators will take place when the
2-80
TM 1-1520-237-10
Section XIII LIGHTING
2.72 INTERIOR LIGHTING. and LIGHTS NON FLT, and No. 1 ac primary bus,
through a circuit breaker marked LIGHTS CPLT FLT.
The interior lighting system consists of cockpit dome
lights, utility lights, and cabin dome lights. NVG blue- 2.72.4 Lighted Switches Dimmer. A dimmer control
green lighting can be selected for the cockpit dome, labeled LIGHTED SWITCHES is provided on the upper
instrument panel glare shield, utility lights, and cabin console to reduce illumination level of the following panel
dome lights. lighted switches: Pilot and copilot MODE SEL, TAIL-
WHEEL LOCK, CIS MODE SEL, AUTO FLIGHT
2.72.1 NVG Lighting System. The NVG lighting CONTROL, and NO. 1 and NO. 2 FUEL BOOST
system consists of interior NVG blue-green lighting. PUMP on lights. The caution/advisory panel must be in
Exterior lighting consists of cargo hook well area elec- DIM mode.
troluminescent lighting, infrared formation and position
lights, and attachable/detachable controllable searchlight 2.72.5 Upper and Lower Console Lights. NVG
filter. A dimming feature is incorporated in the searchlight lights for the upper console, cockpit flood secondary lights,
system to provide dimming through the collective SRCH engine control quadrant, flight control panel, miscellaneous
LT ON - OFF, BRT, DIM switch. The position and switch panel, boost pump control panel, ESSS panels, fuel
formation lights have IR emitters installed within close management panel, retransmission control and rescue hoist
proximity to the regular installed lights to enhance outside panels, and compass or AHRS control panel are il-
viewing with NVGs. luminated from the No. 1 ac primary bus through dimmer
controls marked CONSOLE LT UPPER and LOWER.
2.72.2 Cockpit Floodlights. Two blue-green and two Circuits are protected by circuit breakers marked LIGHTS
white cockpit floodlights are on the upper console cockpit UPPER CSL and LIGHTS LWR CSL. All other lower
floodlight panel marked BLUE, OFF, and WHITE. console panels are illuminated by the lower console
Power is supplied from the dc essential bus through a auxiliary utility light next to the copilot’s seat.
circuit breaker marked LIGHTS SEC PNL. Six lights in-
stalled in the instrument panel glare shield provide 2.72.6 Utility Lights. All utility lights are dual (blue/
secondary lighting for the instrument panel. The lights are green-white). Two portable cockpit utility lights with
mechanically dimmed by a control on the upper console coiled cords are attached to the upper console by remov-
labeled GLARESHIELD LIGHTS with marked positions able brackets, one on each side of the console. The lights
OFF and BRT. Power to operate the glare shield lights is may be adjusted on their mountings to direct the light
provided from the No. 1 ac primary bus through a circuit beams or they may be removed and used portably. All
breaker marked LIGHTS GLARE SHLD. utility lights are controlled by a rheostat or a pushbutton
on the end of each casting. The lens casting of the lights
2.72.3 Flight Instrument Lights. Instrument lights are may be turned to change from white to blue/green and/or
grouped into flight instrument and nonflight instruments. spot to flood.An auxiliary utility light, located at the right
The flight instrument lights are divided into pilot’s and rear of the copilot’s seat, is used to illuminate some panels
copilot’s. Lights are controlled by individual rotary on the lower console for night flight. EH On helicopters
intensity controls marked INSTR LT PILOT FLT, OFF, equipped with a transition equipment bay, a utility light is
and BRT, and CPLT FLT INST LTS, OFF, and BRT. installed on the bay shelf to provide bay lighting.The util-
The nonflight instrument lights operate in the same manner ity lights operate in the same manner as above. Make
as the flight instrument lights. The nonflight lights certain cockpit utility lights are OFF when not in use. The
intensity is controlled by a rotary control marked INSTR utility lights operate from the battery utility bus through a
LT NON FLT, OFF and BRT. Instrument lighting is circuit breaker marked UTIL LTS CKPT. On helicopters
provided by instrument bezels with NVG lights. The radar 97-26744 and subsequent, utility lights operate from the
altimeters lighting incorporates dimming controls on the battery bus through a circuit breaker marked UTIL LTS
instrument panel marked RAD ALT DIMMING for the CKPT.
radar altimeters. The vertical instrument display system
has NVG information panel lighting to make those instru- 2.72.7 Cabin Dome Lights. Three dome lights are
ments compatible with the NVG system. Power to operate provided for cabin lighting. Control of cabin lights is from
the instrument lights is provided by the No. 2 ac primary the upper console by a control marked CABIN DOME
bus through circuit breakers marked LIGHTS PLT FLT
2-81
TM 1-1520-237-10
LT with intensity control and a light color selector switch. lamp will go on, arming the control switch. Placing the
The intensity control has marked positions OFF and BRT, control switch to EXT causes the light beam to move
and the light level control may be adjusted to any position forward at a rate of about 12° per second. If the switch is
between the two extremes. The light color selector switch placed to OFF the light will extinguish. To retract the
has marked positions WHITE, OFF and BLUE. To place searchlight, place the switch to RETR. Refer to Chapter 5
the switch from OFF to WHITE, the switch must first be for extend/retract limitations. An infrared filter can be in-
pulled out to clear a detent. This prevents accidentally stalled on the controllable searchlight to enhance viewing
placing the switch to WHITE. Dimming control for the objects outside the helicopter when wearing the NVGs.
cabin dome lights is from a control on the left side of the With the IR filter installed, maximum wattage lamp to be
pilots seat marked CABIN DOME LT with marked posi- used is 250 watt. An OUTPUT switch on the searchlight
tions OFF and BRT. Power to operate the cabin dome dimmer under the pilot’s seat, is placed at NORM when
light system is provided from the No. 1 ac primary bus dimming feature on searchlight is desired. When in
through a circuit breaker marked LIGHTS CABIN BYPASS position, the searchlight cannot be dimmed. The
DOME. IR filter shall not be used with a 450-watt lamp installed.
The dimming feature of the controllable searchlight
2.72.8 Maintenance Light. A portable 20-watt provides a variable light level from 250 to 0 watts to the
floodlight, in the cabin at the crewchief station is used by pilot and copilot through a switch on each collective grip
the crew for maintenance work. The light has a 20-foot marked SRCH LT ON - OFF. Push ON - OFF BRT
cord, allowing its use within the cabin and around the DIM to control power to the light and the DIM/BRT
main transmission. A switch on the rear end of the light mode selector. When the light is on, the BRT DIM switch
with marked positions, DIM, OFF, and BRIGHT, may be moved to select the desired light level. When the
controls the light intensity. Another maintenance light desired level is reached, the switch is released to the center
receptacle in the aft tail cone allows the light to be used position. Power to light and control the searchlight is
around the tail section. The maintenance light is stowed in provided from the dc essential bus through circuit breakers
a bag at the back of the pilot’s seat. Power to operate the marked LIGHTS, CONTR PWR and SRCH CONTR.
maintenance light is provided from the battery utility bus The IR filter may be removed for unaided night flight.
through a circuit breaker marked UTIL LTS CKPT.
Make sure the maintenance and cockpit utility lights are 2.73.2 Landing Light. One 600-watt landing light is
OFF when not in use. mounted on the left side beneath the nose section and is
controlled from both collective pitch stick grips. The light
2.73 EXTERIOR LIGHTS. can be extended 107° from the stowed position. A dual-
function switch is used to operate the light. The LDG LT
2.73.1 Searchlight. PUSH ON-OFF switch controls lighting and EXT, RETR
controls light position. When the light is ON (LDG LT
ON advisory should appear) and the switch is at EXT de-
CAUTION tent, the light can be positioned at any point between
stowed and fully extended, or it will continue to extend
until reaching its limit and power is removed. When the
Landing and searchlight have less than switch is held at RETR the light retracts to the stowed
one-foot ground clearance when position. When the light reaches its stowed position, power
extended. Use caution when ground taxi- is automatically removed from the motor. The LDG LT
ing over rough terrain with landing light PUSH ON-OFF switch must be pushed OFF (LDG LT
and/or searchlight extended. ON advisory should disappear). Refer to Chapter 5 for
extend/retract limitations. During extension, the travel
UH The searchlight is mounted on the right bottom of speed is about 12° per second, and during retract, about
the nose section, and is controlled from either collective 30° per second. Power to light and control the landing
pitch stick. The light can be moved forward through a light is supplied from the No. 1 dc primary bus through
120° arc from the stow position. It can also be turned 360° circuit breakers marked LIGHTS, RETR LDG, CONT,
in either a right or left direction on its axis. The light is and PWR.
operated by a switch labeled SRCH LT ON, OFF, BRT,
and DIM. Directional control of the light is provided 2.73.3 Anticollision Lights. This light system contains
through the four-position searchlight control switch, four strobes in two separate units, one beneath the aft
labeled EXT (extend), RETR (retract), L (left), and R fuselage and one on top of the aft pylon section. The lights
(right). When the SRCH LT switch is placed ON, the are controlled by two switches on the upper console
2-82
TM 1-1520-237-10
labeled ANTI COLLISION LIGHTS UPPER, BOTH, marked POS LTS. Infrared position lights are installed
LOWER, and DAY, OFF, NIGHT. The system consists within close proximity of the standard position lights.
of a dual power supply and two interchangeable day/night NVG operation is selected through a toggle switch on the
anticollision lights. The dual supply system provides upper console marked NAV LTS, with switch positions
separate outputs for the aft fuselage light and the pylon NORM and IR. Position lights are to be selected through
mounted light. Each anticollision light assembly contains a switch marked POSITION LIGHTS, DIM, OFF, or
two lamps, the upper lamp within a red lens for night BRT, and mode of operation through a switch marked
operation and the lower within a clear lens for day opera- STEADY or FLASH. Power for control of the IR lights is
tion. Proper operation is selected by placing the switch to from the No. 2 dc primary bus through a circuit breaker
DAY or NIGHT. The desired strobe(s) is selected by marked IR LTS.
placing the switch to UPPER, LOWER, or BOTH. If at
BOTH, the lower fuselage and the aft pylon lights will 2.73.5 Formation Lights. These lights are on top of
alternately flash. If the selector switch is placed to UPPER the main pylon cowling, tail drive shaft cover, and hori-
or LOWER, only that light will flash. To discontinue zontal stabilator. The system consists of four green elec-
operation of the anticollision light(s), the DAY-NIGHT troluminescent lights. The lights are controlled by a single
switch is placed to OFF. Power to operate the anticollision rotary selector switch marked FORMATION LT with
light system is provided from the No. 2 ac primary bus marked positions OFF and 1 through 5. Position 5 is the
through a circuit breaker marked LIGHTS, ANTI COLL. brightest. When NVG operations are required, IR lights
may be used to enhance viewing outside the helicopter. IR
2.73.4 Position Lights. Position lights are outboard of lights are selected through a toggle switch on the upper
the left and right landing gear support and top tail pylon. console marked NAV LTS, NORM, and IR. This switch
The lights are red on the left, green on the right, and white shares operation with the IR position lights when operating
on the tail. Control of the position lights is through the in an NVG environment. Dimming of the IR lights is done
upper console panel containing two switches marked with the FORMATION LT control, as used with the
POSITION LIGHTS, DIM, OFF, BRT, and STEADY, electroluminescent formation lights. Selection of position 1
FLASH. When the intensity switch is placed to DIM or through 4 causes the IR formation lights to illuminate at
BRT, all three lights go on at once. If the STEADY- the same intensity. Position 5 causes the lights to il-
FLASH switch is placed to FLASH, the three lights will luminate brighter. Power to operate the formation lights is
flash. The STEADY position causes the lights to remain provided from the No. 2 ac primary bus through two
on continuously. Power to operate the position lights is circuit breakers marked LIGHTS, FORM LV, and HV.
provided by No. 2 dc primary bus through a circuit breaker
2-83
TM 1-1520-237-10
Section XIV FLIGHT INSTRUMENTS
2.74 PITOT-STATIC SYSTEM. system consists of a rate gyro or inputs from AHRS, a turn
slip indicator, and a select switch. The VSI contains a
Two electrically heated pitot tubes with static ports are moving turn rate needle and a fixed turn rate scale for
aft and above the pilot’s and copilot’s cockpit doors. The indicating rate and direction of turn. During straight flight
right pitot tube is connected to the pilot’s instruments and the needle is positioned at the center of the scale. When
the left pitot tube is connected to the copilot’s instruments. the helicopter turns, the rate-of-turn signal from the rate
Tubing connects the pitot tube static pressure ports to the gyroscope or inputs from AHRS deflects the needle in the
airspeed indicators and the altimeters. In addition to proper direction to indicate the turn. Amount of deflection
standard instrumentation, airspeed data is sensed for is proportional to the rate-of-turn. A one-needle width
operation of stabilator, FPS and command instrument deflection represents a turn of 1.5° per second. The VSI
system. Refer to Section IX for pitot tube heater system. also contains a slip indicator that shows uncoordinated
turns. If a power failure or unbalance occurs in the pilot’s
2.75 ATTITUDE INDICATING SYSTEM. or copilot’s rate gyroscope, the associated VSI signal will
be lost. To restore rate-of-turn information to the indicator,
Helicopter pitch and roll attitudes are sensed by the the pilot or copilot will press the TURN RATE switch on
pilot’s and copilot’s vertical displacement gyroscopes or the MODE SEL panel so that ALTR appears in the
inputs from AHRS, that apply attitude signals to the verti- switch window. This applies alternate signals from the
cal situation indicators (VSI) for visual display. Signals are operating gyroscope/AHRS to the indicator. On helicopters
applied through the VERT GYRO select switches to the not equipped with AHRS, the power to operate the pilot’s
remote indicator on the VSIs. Helicopter pitch and roll at- turn rate system is provided from the dc essential bus
titudes are shown on the pilot’s and copilot’s VSIs. The through a circuit breaker marked PILOT TURN DETR.
indicator face contains a fixed bar, representing the The copilot’s system is powered from the No. 1 dc
helicopter, a movable sphere with a white horizon line primary bus through a circuit breaker marked CPLT
dividing the two colors, white above and black below, a TURN RATE GYRO. On helicopters equipped with
fixed bank angle scale and a bank index on the moving AHRS, the turn rate gyros and associated circuit breakers
sphere. Relative position of the fixed bar (helicopter) and have been removed.
the horizon line indicates the helicopter’s attitude
referenced to the earth’s horizon. A ROLL trim knob on 2.77 AIRSPEED INDICATOR.
the lower left of the VSI permits adjustment of the roll
index about 14°66° right and left from zero. A PITCH Two airspeed indicators are installed on the instrument
trim knob on the lower right of the VSI permits adjustment panel, one each for the pilot and copilot. The indicators are
of the indicator sphere 14°66° for dive and 7°63° for differential pressure instruments, measuring the difference
climb from zero index. If a power failure or unbalance oc- between impact pressure and static pressure. Instrument
curs in the pilot’s or copilot’s vertical displacement range markings and limitations are contained in Chapter 5,
gyroscope or inputs from AHRS, a gyroscope power Section II, System Limits.
failure flag will appear, indicating ATT, warning the pilot
or copilot that pitch and roll attitude signals are not being 2.78 ALTIMETER ENCODER AAU-32A.
sent to the onside indicator. To restore attitude information
to the indicator, the pilot or copilot should press the onside Two altimeters (Figure 2-22) are installed on the
VERT GYRO select switch on the onside MODE SEL instrument panel. The altimeter encoder functions as a
panel so that ALTR appears in the switch window. This barometric altimeter for the pilot and a barometric altitude
causes the ATT flag on the indicator to disappear, and sensor for the AN/APX-100 transponder in mode C. The
pitch and roll signals are supplied from the operating gyro copilot’s functions only as a barometric altimeter. The
or inputs from AHRS, restoring attitude information dis- system is equipped with a continuously operating vibrator
play. to improve altitude measuring accuracy. The altimeter’s
operating range is from -1000 feet to 50,000 feet. The face
2.76 TURN RATE INDICATING SYSTEM. of the instrument has a marked scale from zero to nine in
50-foot units. The operating indicators and controls are a
A 4-minute turn rate (turn and slip) indicator is at the 100-foot pointer, 100-foot drum, 1,000-foot drum, 10,000-
bottom center of each VSI. The pilot’s and copilot’s foot drum, barometric pressure set knob, barometric pres-
indicators operate independently of each other through sure scale window, and warning flag. The warning flag is
TURN RATE switches on the MODE SEL panels. Each
2-84
TM 1-1520-237-10
VSIs and two HSIs on the instrument panel. The system
has a common command instrument system processor
ENCODER WARNING 100−FOOT
FLAG INDICATOR ALTITUDE
(CISP), two HSI/VSI mode select panels and one CIS
NEEDLE mode select panel.
2.80.1 Vertical Situation Indicator. The VSI (Figure
2-23) provides a cockpit display of the helicopter’s pitch,
roll attitude, turn rate, slip or skid, and certain navigational
1000−FOOT
ALTITUDE CODE
OFF
9 0 1 information. It accepts command instrument system
processor signals and displays the flight command
COUNTER ALT
8 1 2 information needed to arrive at a predetermined point. The
0 2
system also monitors and displays warnings when selected
1000 FT
7
100 FT
2 9 9 0
3
IN. HG . navigation instrument readings lack reliability. The VSI is
composed of a miniature airplane; four warning indicator
100−FOOT
flags ATT, GS, NAV and CMD; two trim knobs ROLL
6
5 4
ALTITUDE
COUNTER and PITCH; a bank angle scale; a bank angle index on the
spheroid; a turn rate indicator and inclinometer; pitch and
roll command bars; collective position pointer; a course
deviation pointer; and a glide slope deviation pointer. The
gyro erect switch supplies a fast erect signal to the pilot
BAROMETER and copilot displacement gyros or inputs from AHRS
PRESSURE
BAROMETRIC
SCALE thereby considerably reducing the time required for the
SCALE
SET KNOB gyros to reach full operating RPM or AHRS to initialize.
AA0520
SA
The pilot and copilot displacement gyros or inputs from
AHRS supply pitch and roll attitude signals to the vertical
Figure 2-22. Altimeter Encoder AAU-32A situation indicators, automatic flight control system, and
the Doppler navigation system. On helicopters not
equipped with AHRS, the power to operate the VSI is
only used in conjunction with the encoder. A counter provided from the No. 2 ac essential bus through circuit
window next to the sweep hand contains the three digital breakers marked VSI PLT, CPLT. AHRS Power to oper-
drums that rotate to indicate the altitude of the helicopter.
ate the VSI is provided from the No. 2 ac essential bus
Another window in the upper left section of the instrument
through a circuit breaker marked AHRU PLT, CPLT .
face indicates the normal code operation. When the system
fails to transmit signals to the transponder, a flag marked
2.80.1.1 Steering Command Bars and Pointer. The
CODE OFF will appear in the window. A window on the
roll and pitch command bars and the collective position
lower right section of the instrument face indicates
pointer operate in conjunction with the command instru-
barometric pressure setting. The barometric pressure set
ment system processor (CISP) and the command instru-
knob is on the lower left corner of the indicator bezel.
ment system/mode selector (CIS MODE SEL). Selection
Power to operate the encoder system is provided by the
of HDG on the CIS MODE SEL panel provides a display
No. 2 dc primary bus through a circuit breaker marked
of a roll signal by the roll command bar. The pitch com-
PILOT ALTM.
mand bar and the collective position pointer are out of
view, and the CMD flag is held from view. Selecting the
2.79 VERTICAL SPEED INDICATOR.
CIS MODE SEL switch NAV and the MODE SEL
switch VOR ILS, the roll command bar will display roll
Two VSIs are installed, one each in front of the pilot
commands from the CISP. If an ILS (LOC) frequency is
and copilot to indicate rate of climb or descent.
tuned in, the pitch command bar and the collective com-
mand pointer will also display CISP signals. If a VOR
2.80 ELECTRONIC NAVIGATION INSTRUMENT
DISPLAY SYSTEM. frequency is tuned-in, the pitch command bar and collec-
tive position pointer will be held from view. The CMD
The instrument display system provides displays for warning flag will be held from view indicating that the
navigation and command signals on a vertical situation CISP functional integrity is being monitored. Refer to
indicator (VSI) and a horizontal situation indicator (HSI) Figure 2-25 for VSI indications in other switch positions.
for pilot visual reference. The system consists of the two
2-85
TM 1-1520-237-10
DECISION MARKER BANK BANK
HEIGHT BEACON ANGLE ANGLE
ADVISORY ADVISORY SCALE INDEX
GO−AROUND LIGHT LIGHT SPHERE
ADVISORY
LIGHT
GA DH MB
PITCH
ROLL COMMAND
COMMAND BAR
BAR
CMD ATT
GLIDESLOPE
CLI MB DEVIATION
POINTER
30 30
ARTIFICIAL
HORIZON
COLLECTIVE G
POSITION S
INDICATOR
MINIATURE
30 30
AIRPLANE
NAV WARNING DI VE
NAV
FLAG (DOPPLER / GPS PITCH
VOR−LOC−FM HOMER) TRIM KNOB
ROLL PITCH
ROLL TRIM KNOB COURSE
DEVIATION
TURN INCLINOMETER POINTER
RATE (FM HOMER STEERING−
INDICATOR VOR−LOC−DOPPLER / GPS) AA0369A
SA
Figure 2-23. Vertical Situation Indicator
2.80.1.2 Command Warning Flag. The command able signals are being received. The VSI NAV flag is
warning flag marked CMD is at the top left of the VSI marked NAV with a white background and red strips and
face. It is held from view when initial power is applied to is on the lower left side of the indicator. The HSI NAV
the CIS processor. When any CIS mode selector switch is flag is within the compass card ring. Both instrument flags
on and that navigation system is operating properly, the will retract from view whenever a navigation receiver is on
CMD flag is not in view. During operation, if the naviga- and a reliable signal is being received.
tion signal becomes unreliable, or is lost, the CMD flag
will become visible. On helicopters equipped with digital 2.80.1.5 Course Deviation Pointer. The course
CIS processor the CMD flag will not come into view when deviation pointer is on the VSI instrument. The pointer
the navigation signal becomes unreliable or lost. The NAV works with the course bar on the HSI to provide the pilot
flag will come into view when the navigation signal with an indication of the helicopter’s position with respect
becomes unreliable even with the digital CIS. to the course selected on the HSI. The scales represent
right or left off course, each dot from center (on course) is
2.80.1.3 Glide Slope Warning Flag. A glide slope 1.25° for ILS, 5° VOR and FM. The pilot must fly into the
warning flag marked GS is on the right face of the indica- needle to regain on-course track.
tor. The letters GS are black on a red/white stripe
background. The warning flag will move out of view when 2.80.1.6 Glide Slope Deviation Pointer. The glide
the ILS receivers are operating and reliable signals are slope pointer, on the right side of the VSI, is used with
received. ILS. The pointer represents the glide slope position with
respect to the helicopter. Each side of the on-glide slope
2.80.1.4 Navigation Warning Flag. A navigation flag (center) mark are dots, each dot representing .25° above or
marked NAV is installed on both the VSIs and the HSIs to below the glide slope.
indicate when navigation systems are operating and reli-
2-86
TM 1-1520-237-10
2.80.1.7 Controls and Indicators. Indicators of the CONTROL/ FUNCTION
VSI are on the face of the instrument. The function of each INDICATOR
indicator is as follows:
CONTROL/ FUNCTION Glide slope Displays to the pilot the position of
INDICATOR pointer the ILS glide slope relative to the
helicopter. Pointer above center
Miniature Provides reference to artificial indicates helicopter is below glide
airplane/ horizon. path.
horizon line
Course deviation Displays to the pilot the position of
Bank angle scale Right and left 0°, 10°, 20°, 30°, pointer the course reference (VOR, LOC,
45°, 60°, and 90° of bank. DPLR/GPS, FM HOME) relative
to the helicopter.
Artificial horizon Reference of helicopter’s attitude
to horizon. ATT warning Indicates loss of vertical gyro
flag power or inputs from AHRS or
Turn rate 4-minute turn (one-needle width
VSI malfunction.
indicator either side of center) 2-minute turn
(two-needle width each side of NAV warning Indicates loss or unreliable signal
center). flag indication.
Pitch and roll Display control inputs required to GS warning flag Indicates loss or unreliable signal
command bars arrive at a predetermined course or indicator.
glide slope.
PITCH trim Adjust artificial horizon up (climb)
Collective Displays to the pilot the position of knob from at least 4°, no more than 10°
position the collective relative to where it or down (dive) from at least 8°, no
indicator should be to arrive at a more than 20°.
predetermined altitude.
ROLL trim knob Adjust artificial horizon right or
GA Go-around (GA) light will go on left from at least 8° to no more
whenever the GA switch on the than 20°.
pilot’s or copilot’s cyclic stick is
pressed. The light will go off
whenever the go-around mode is 2.80.2 Horizontal Situation Indicator. Two HSIs
ended by engaging another mode (Figure 2-24) are installed on the instrument panel, one in
on the CIS mode selector panel. front of each pilot. The HSI consists of a compass card,
two bearing-to-station pointers with back-course markers,
DH Decision height (DH) light will go a course bar, a KM indicator, heading set (HDG) knob
on whenever the radar altimeter is and marker, a course set (CRS) knob, a COURSE digital
operating and the altitude indicator readout, a to-from arrow, a NAV flag, and a compass
is at or below the radar altitude L HDG flag. The HSIs operating power is taken from the ac
(low bug) setting. essential bus through a circuit breaker marked HSI PLT/
MB Marker beacon (MB) light will go CPLT.
on and the associated marker
beacon tone will be heard depend- 2.80.3 Controls and Indicators. Controls of the hori-
ing upon volume control setting zontal situation indicators are as follows:
when the helicopter is over the
marker beacon transmitter.
2-87
TM 1-1520-237-10
COURSE NO. 1 BEARING LUBBER HDG
SET POINTER LINE SELECT
DISTANCE POINTER (RSC−125 / GPS / IINS) MARKER
SHUTTER COURSE
SET
DISPLAY
DOPPLER / GPS 1 2 3 4
DISTANCE 1 30 0
TO GO DISPLAY HDG
KM
33 COURSE WARNING
N FLAG
30
2
H
D
G
3
NO. 2 BEARING
POINTER V
NA
(VOR−LF / ADF)
24
6
21
E
12 COMPASS
S CARD
2
15
HEADING HDG 1 CRS
SET KNOB
COURSE
SET KNOB
NAV FLAG TO−FROM COURSE
(DOPPLER / GPS− ARROW DEVIATION BAR
VOR−LOC) (VOR− 128D DOPPLER / GPS) (DOPPLER − DOPPLER / GPS−VOR−LOC) AA0328C
SA
Figure 2-24. Horizontal Situation Indicator
CONTROL/ FUNCTION CONTROL/ FUNCTION
INDICATOR INDICATOR
Compass card The compass card is a 360° scale Bearing pointer The pointer operates in conjunction
that turns to display heading data No. 2 with selected VOR or ADF
obtained from the compass control. receiver. The pointer is read
The helicopter headings are read at against the compass card and
the upper lubber line. indicates the magnetic bearing to
the VOR or ADF station.
COURSE set Displays course to nearest degree.
display Indicates same as course set Course deviation This bar indicates lateral deviation
pointer. bar from a selected course. When the
helicopter is flying the selected
Bearing pointer The pointer operates in conjunction course, the course bar will be
No. 1 with Doppler/GPS or IINS. aligned with the course set pointer
Indicates magnetic bearing to and will be centered on the fixed
Doppler/GPS or IINS destination aircraft symbol.
set on UH FLY-TO-DEST or EH
CDU.
2-88
TM 1-1520-237-10
CONTROL/ FUNCTION switch is set to TEST. The original indica-
INDICATOR tions may be restored by pressing the ap-
plicable switches.
CRS knob Course set (CRS) knob and the
course set counter operate in 2.80.4.1 Controls and Functions. Controls of the
conjunction with the course pointer mode selector panel are as follows:
and allow the pilot to select any of CONTROL FUNCTION
360 courses. Once set, the course
pointer will turn with the compass
card and will be centered on the DPLR, DPLR/ UH Directs Doppler, UH Doppler/
upper lubber line when the GPS GPS lateral deviation and NAV
helicopter is flying the selected flag signals to VSIs and HSIs.
course.
VOR ILS Directs VOR or ILS signals to
KM indicator Digital distance display in VSIs, and HSIs. Provides a signal
kilometers (KM) to destination set to NAV flag.
on Doppler FLY TO DEST.
BACK CRS Reverse polarity of back course
HDG knob Heading set (HDG) knob operates signal to provide directional dis-
in conjunction with the heading play for VSIs and HSIs. Provides a
select marker and allows the pilot signal to NAV flag.
to select any one of 360 headings.
Seven full turns of the knob FM HOME Directs FM homing deviation and
produces a 360° turn of the marker. flag signals to VSIs.
HDG warning Visible when a failure occurs in TURN RATE Provides pilot and copilot with turn
flag the magnetic compass system. NORM rate gyro or inputs from AHRS
information displayed on the on-
To-From arrow To-from arrow indicates that the side VSI.
helicopter is flying to or away from
a selected VOR or 128D GPS ALTR Allows copilot’s gyro/inputs from
destination . copilot’s AHRS to be displayed on
pilot’s VSI; or pilot’s gyro/inputs
NAV flag The NAV flag at the top of the to from pilot’s AHRS to be displayed
indicator turns with the compass on copilot’s VSI.
card. The flag will retract from
view when a reliable navigation CRS HDG PLT Provides for pilot’s omni-bearing
signal is being applied to the selector to be connected to naviga-
instrument. tion receiver, 128D or DGNS
SDC , and concurrent connec-
tion of pilot’s HSI course datum
2.80.4 VSI/HSI and CIS Mode Selector Panels. The and heading datum output to com-
mode select panels are integrally lighted instrument panel mand instrument system processor.
mounted controls for the VSI, HSI, and CIS. The panels CPLT Provides for copilot’s omni-
provide a means for selecting and displaying various bearing selector to be connected to
navigation functions. Power to operate the pilot’s MODE navigation receiver, 128D or
SEL is taken from the No. 2 dc primary bus through a DGNS SDC , and concurrent
circuit breaker marked PILOT MODE SELECT. The connection of copilot’s HSI course
copilot’s MODE SEL takes power from the No. 1 dc datum and heading datum output to
primary bus through a circuit breaker marked CPLT command instrument system
MODE SELECT. processor.
NOTE VERT GYRO Provides pilot and copilot with
NORM vertical gyro or inputs from AHRS
The switches on the VSI/HSI and CIS mode information displayed on the on-
select panels may change state when the side VSI.
caution/advisory panel BRT/DIM-TEST
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TM 1-1520-237-10
MODE SEL
VOR BACK FM
DPLR ILS CRS HOME
A
VOR BACK FM
HDG NAV ALT DPLR ILS HOME
CRS
HDG NAV ALT
ON ON ON NORM PLT NORM ADF
ALTER CPLT ALTER VOR
A
CIS MODE SEL
TURN CRS VERT BRG
RATE HDG GYRO 2
DPLR
GPS
MODE OF CIS HSI / VSI
OPERATIONS MODE SELECTOR MODE SELECTOR
NONE NONE ANY
MANUAL HEADING HDG ANY
ALTITUDE HOLD ALT ANY
VOR NAVIGATION NAV VOR
ILS NAVIGATION NAV ILS
ILS APPROACH NAV ILS
ILS BACK COURSE NAV BACK CRS
LEVEL OFF NAV VOR / ILS / BACK CRS
GO−AROUND NAV VOR / ILS
DOPPLER, DOPPLER / GPS NAV DPLR, DPLR / GPS
FM HOMING NAV FM HOME
AA0362_1A
SA
Figure 2-25. CIS Modes of Operation (Sheet 1 of 2)
2-90
TM 1-1520-237-10
CYCLIC ROLL CYCLIC PITCH COLLECTIVE
COMMAND BAR COMMAND BAR POSITION INDICATOR
OFF SCALE OFF SCALE OFF SCALE
PROCESSED CYCLIC OFF SCALE OFF SCALE
ROLL COMMAND
OFF SCALE OFF SCALE PROCESSED COLLECTIVE
POSITION
PROCESSED CYCLIC OFF SCALE OFF SCALE
ROLL COMMAND
PROCESSED CYCLIC PROCESSED CYCLIC PROCESSED COLLECTIVE
ROLL COMMAND PITCH COMMAND POSITION
PROCESSED CYCLIC PROCESSED CYCLIC PROCESSED COLLECTIVE
ROLL COMMAND PITCH COMMAND POSITION
PROCESSED CYCLIC OFF SCALE OFF SCALE
ROLL COMMAND
PROCESSED CYCLIC OFF SCALE PROCESSED COLLECTIVE
ROLL COMMAND OR POSITION
PROCESSED CYCLIC
PITCH COMMAND
PROCESSED CYCLIC PROCESSED CYCLIC PROCESSED COLLECTIVE
ROLL COMMAND PITCH COMMAND POSITION
PROCESSED CYCLIC OFF SCALE OFF SCALE
ROLL COMMAND
PROCESSED CYCLIC OFF SCALE OFF SCALE
ROLL COMMAND
AA0362_2
SA
Figure 2-25. CIS Modes of Operation (Sheet 2 of 2)
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TM 1-1520-237-10
CONTROL FUNCTION 2.80.4.3 Heading Mode. The heading mode processes
the heading error and roll attitude signals to supply a
limited cyclic roll command which, when followed, causes
ALTR Allows copilot’s gyro/inputs from the helicopter to acquire and track the heading manually
copilot’s AHRS to be displayed on selected on either pilot’s HSI. The processed signal causes
pilot’s VSI; or pilot’s gyro/inputs the VSI cyclic roll command bar to deflect in the direction
from pilot’s AHRS to be displayed of the required control response; i.e., bar deflection to the
on copilot’s VSI. right indicates a coordinated right turn is required. When
BRG 2 ADF Allows pilot or copilot to select properly followed, the command results in not more than
ADF on the onside No. 2 bearing one overshoot in acquiring the selected heading and a
pointer, each independent of the tracking error of not more than 2°. The processor gain
other. provides 1° of roll command for each degree of heading
error up to a roll command limit of approximately 20°.
VOR Allows pilot or copilot to select The CISP heading mode is engaged by momentarily
VOR on the onside No. 2 bearing pressing the HDG switch on the pilot’s CIS mode selector,
pointer, each independent of the or as described in paragraph 2.80.4.6.
other.
2.80.4.4 Altitude Hold Mode. The altitude hold mode
CIS mode Selects one of three modes of
processes barometric pressure signals from the air data
selector operation to direct navigational
transducer in addition to the collective stick position
signals to the CISP for Command
signal. When the ALT switch on the pilot’s CIS mode
Signal display.
selector is pressed, the CISP provides collective command
HDG ON Direct heading and roll signals to signals, which, when properly followed, cause the
CIS processor for steering com- helicopter to maintain altitude to within 650 feet. The
mands that will allow pilot to altitude hold mode synchronizes on the engagement
maintain a selected heading. altitude for vertical rates up to 200 feet per minute and
provides performance for altitude inputs between -1000
NAV ON Gives heading commands to and +10,000 feet at airspeeds from 70 to 150 KIAS. It is
acquire and track a selected VOR, possible to engage the altitude hold mode regardless of
ILS, DPLR, DPLR/GPS or FM whether the heading mode or navigation mode is engaged
intercept, or to acquire and track except that the CISP logic prevents manual selection of the
glide slope beam. altitude hold mode whenever the NAV mode is engaged
ALT ON Directs barometric pressure signals and an ILS frequency is selected. This prevents the opera-
and collective stick position signals tor from selecting altitude hold mode during an instrument
to CIS processor. approach. The altitude hold mode is manually engaged by
pressing the ALT hold switch (subject to above restriction)
or automatically engaged as described in paragraph
2.80.4.2 Off Mode. The command instrument system 2.80.4.7. The altitude hold mode may be manually disen-
off mode (no switch legends lit) causes the cyclic roll, gaged by pressing the ALT hold switch when the ON
cyclic pitch and collective command pointers on both legend is lit. Altitude hold may be disengaged also by
vertical situation indicators to be stowed out of view and selecting any other mode which takes priority (e.g., Go
the command warning flag on both VSIs to be biased out Around).
of view. The CISP is in the off mode upon initial applica-
tion of electrical power before the pilot selects either NOTE
HDG, NAV or ALT mode on the CIS mode selector.
When NAV mode is selected, the CISP remains in the off ALT hold mode should be manually
mode unless the DPLR, DPLR/GPS, VOR ILS or FM disabled during localizer, localizer back-
HOME navigation data has been selected on the pilot’s course, VOR, and ADF approaches.
VSI/HSI mode selector. The CISP will return to the off
mode whenever the HDG, NAV, and ALT hold modes are 2.80.4.5 Navigation Mode. The CISP navigation mode
disengaged, as indicated by the respective ON legends go- is engaged by pressing the NAV switch on the CIS Mode
ing off, or by turning off the associated navigation Selector. This navigation mode causes the CISP to enter
receiver. Separate modes are manually disengaged by the VOR NAV, ILS NAV, DPLR NAV, or FM HOME
pressing the mode switch when ON is lit. mode as selected on the pilot’s VSI/HSI mode selector.
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TM 1-1520-237-10
The CISP provides steering commands based on the course ing the ILS NAV mode, the CISP processes the following
selected on either the pilot’s or copilot’s HSI dependent on signals in addition to those processed during the VOR
the mode select CRS HDG selection of PLT or CPLT. NAV mode: 1. The vertical deviation and vertical flag
signals, 2. The indicated airspeed (IAS) and barometric
2.80.4.6 VOR NAV Mode. The VOR NAV mode is altitude signals, and 3. The collective stick position sensor
established by selecting the VOR/ILS switch on the VSI/ and helicopter pitch attitude signals. The indicated air-
HSI mode selector and pressing the NAV switch on the speed and pitch attitude signals are processed to provide a
CIS mode selector. The CISP processes the heading and limited cyclic pitch command which, when properly fol-
course signals derived from either the pilot’s or the lowed, will result in maintaining an airspeed that should
copilot’s HSI in addition to the lateral deviation and lateral not deviate more than 5 knots from the IAS existing at the
flag signals applied to the pilot’s VSI. The CISP provides time the ILS NAV mode is engaged. The pitch command
a limited cyclic roll command which, when followed, shall bar will deflect in the direction of the required helicopter
cause the helicopter to acquire and track the course setting response, i.e., an upward deflection of the pitch bar
manually selected on the HSI. Engagement of the VOR indicates a pitch up is required. The BAR ALT and col-
NAV when the helicopter position is in excess of 10° to lective stick position signals are processed to provide a
20° from the selected radial will cause the initial course limited collective position indication which, when properly
intersection to be made in the heading mode as described followed, will cause the helicopter to maintain the altitude
in paragraph 2.80.4.3. The CISP logic will light the CIS existing at the time the ILS NAV mode is engaged. The
mode selector HDG switch ON legend during the initial collective position indicator will deflect in the opposite
course intersection. When the helicopter is within 10° to direction of the required control response, i.e., an upward
20° of the selected course, the CISP beam sensor will deflection of the collective position indicator indicates a
capture the VOR lateral beam. The processor logic will descent is required. The CISP will cause the ALT hold
turn off the HDG switch ON legend and the final course switch ON legend to light whenever the altitude hold
interception, about 45°, acquisition and tracking will be mode is engaged. Actuating the ALT hold ON switch will
based on the VOR lateral deviation signals. The processor disengage the altitude hold mode. Desired approach
causes the roll command pointer to deflect in the direction runway course must be set on the CRS window of the HSI
of the required control response. When properly followed, selected by the PLT/CPLT indication of the CRS HDG
the command will result in not more than one overshoot at switch. The initial course interception and the localizer
a range of 10 NM at a cruise speed of 100 610 knots and course interception, about 45°, acquisition, and tracking
not more than two overshoots at ranges between 5 and 40 will be done as described for the VOR NAV mode except
NM at speeds from 70 to 140 knots. When passing over that not more than one overshoot at a range of 10 NM at
the VOR station, the CISP reverts to a station passage 100 610 KIAS and not more than two overshoots at
submode and remains in this submode for 30 seconds. ranges between 5 and 20 NM should occur for airspeeds
Cyclic roll commands during the station passage submode between 70 and 130 KIAS.
will be obtained from the HSI course datum signal.
Outbound course changes may be implemented by the HSI 2.80.4.8 Approach Mode. The approach mode, a sub-
CRS SET knob during the station passage submode. mode of the ILS NAV mode, will be automatically
Course changes to a new radial or identification of VOR engaged when the helicopter captures the glide slope.
intersections may be made before station passage by set- During the approach mode, the CISP processes the vertical
ting the HSI HDG control to the present heading and deviation, GS flag, and collective stick position signals to
actuating the HDG switch. This will disengage the NAV provide a limited collective position indicator which, when
mode and allow the pilot to continue on the original radial properly followed, shall cause the helicopter to acquire and
in the heading mode. A VOR intersection fix or selection track the glide slope path during an approach to landing.
of a new radial course may be made without affecting the When the glide slope is intercepted, the CISP logic
CIS steering commands. Actuating the NAV switch re- disengages the altitude hold mode and causes the ON
engages the VOR NAV mode to either continue on the legend of the ALT hold switch to go off. The CISP will
original VOR radial or to initiate an intercept to the new provide a down movement of the collective position
selected radial. indicator to advise the pilot of the transition from altitude
hold to glide slope tracking and to assist in acquiring the
2.80.4.7 ILS NAV Mode. The instrument landing glide slope path. The cyclic roll commands are limited to
system NAV mode is established by selecting the VOR/ 615° during the approach submode. When properly fol-
ILS switch on the VSI/HSI mode selector, tuning a local- lowed, the roll commands will result in the helicopter
izer frequency on the navigation receiver and selecting the tracking the localizer to an approach. The collective posi-
NAV switch on the pilot’s CIS MODE SEL panel. Dur- tion indicator when properly followed, will result in not
2-93
TM 1-1520-237-10
more than one overshoot in acquiring the glidepath and bar commands, which, when followed, will result in an
have a glidepath tracking free of oscillations. The cyclic 80-KIAS for the climbout. The go-around mode is disen-
roll and collective steering performance is applicable for gaged by changing to any other mode on the pilot’s CIS
approach airspeed from 130 KIAS down to 50 KIAS. mode selector.
2.80.4.9 BACK CRS Mode. The back course mode is a 2.80.4.12 Doppler, Doppler/GPS Mode. The Dop-
submode of the ILS NAV mode and is engaged by pler, Doppler/GPS navigation mode is engaged by select-
concurrent ILS ON and BACK CRS ON signal from the ing the DPLR, DPLR/GPS switch on the VSI/HSI mode
pilot’s HSI/VSI mode selector. The CISP monitors the lo- selector and the NAV switch on the CIS mode selector.
calizer lateral deviation signals to provide cyclic roll com- Doppler and GPS combined navigation is the default set-
mands which, when properly followed, will allow the ting on the AN/ASN-128B 128D and the AN/128D ,
pilots to complete back course localizer approach in the but Doppler only or GPS only navigation can be selected
same manner as the front course ILS. The desired final from the DLPR/GPS CDU. During the Doppler, Doppler/
approach course should be set on the selected HSI CRS GPS navigation mode, the CISP processes Doppler,
window. Doppler/GPS track angle error and the Doppler, Doppler/
GPS NAV flag signals in addition to the roll angle input
2.80.4.10 Level-Off Mode. The level-off mode will be from the attitude gyro/AHRU. The CISP provides cyclic
activated when either the VOR NAV or ILS NAV modes roll bar commands which, when followed, result in a
are engaged and will be deactivated by selection of another straight line, wind-corrected flight over distances greater
mode or when a radar altitude valid signal is not present. than 0.2 kilometer from the destination. The course devia-
The level-off mode is not a function of a VOR or ILS CIS tion bar and course deviation pointer provide a visual dis-
approach. During ILS or VOR approaches, the barometric play of where the initial course lies in relationship to the
altimeter must be used to determine arrival at the helicopter’s position. The initial course is the course the
minimum altitude. Radar altimeter setting shall not be used Doppler, Doppler/GPS computes from the helicopter’s
for level off commands in the VOR NAV/ILS NAV position to the destination at the time the fly to destination
modes because variations in terrain cause erroneous thumbwheel is rotated (or entered from the keyboard). The
altitude indications. The level-off mode provides the pilots VSI and HSI course sensitivity is 61000 meters when
with a selectable low altitude command. This mode is farther than 12 km from the fly-to destination. Course
automatically engaged when the radar altitude goes below sensitivity gradually scales down from 61000 meters at 12
either the pilot’s or copilot’s radar altimeter low altitude km to 6200 meters at 2 km and less from the fly-to
warning bug setting, whichever is at the higher setting. A destination. To achieve a pictorially correct view of the
DH legend on the VSI and a LO light display on the radar course, rotate the course knob to the head of the No. 1
altimeter indicator goes on whenever the radar altitude is needle when the fly to destination thumbwheel is rotated
less than the LO bug setting. The CISP monitors the radar (or entered from the keyboard). The DPLR, DPLR/GPS
altimeter and the collective stick position sensor to provide NAV logic detects the condition of station passover and
a collective pointer command which, when properly fol- automatically switches to heading mode. The switch to
lowed, will cause the helicopter to maintain an altitude heading mode will be indicated by the HDG switch ON
within 10 feet of the low altitude setting for settings below legend being turned on and the NAV switch ON legend
250 feet and 20 feet for settings above 250 feet. The CISP being turned off. The Doppler, Doppler/GPS navigation
causes the ALT switch ON legend to light and the altitude mode will not automatically re-engage, but will require
hold mode to be engaged. manual re-engagement of the NAV switch on the CIS
mode selector.
2.80.4.11 Go-Around Mode. The go-around mode
processes roll and pitch attitude, altitude rate, collective 2.80.4.13 FM HOME Mode. The FM homing is
stick position, and airspeed inputs in addition to internally engaged by selecting the FM HOME switch on the pilot’s
generated airspeed and vertical speed command signals to VSI/HSI mode selector and the NAV switch on the pilot’s
provide cyclic roll, cyclic pitch and collective position CIS mode selector. Selecting FM homing on the VSI/HSI
indication. The go-around mode will engage when either mode selector directs FM homing signals only to the VSI.
pilot presses the GA (Go Around) switch on the cyclic Other NAV modes will be retained on the HSI if previ-
control grip. When the go-around mode is engaged, the ously selected. During the FM HOME mode, the CISP
CISP immediately provides a collective position indica- processes the lateral deviation and flag signals displayed
tion, which, when followed, will result in a 500 650 fpm on the pilot’s VSI in addition to the roll angle input from
rate-of-climb at zero bank angle. Five seconds after the the attitude gyro. The CISP filters and dampens the FM
GA switch is pressed, the CISP will provide cyclic pitch homing deviation signals and provides cyclic roll com-
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TM 1-1520-237-10
mands to aid the pilot in homing on a radio station selected independent of the navigation modes selected by the top
on the No. 1 VHF-FM communications receiver. When row of switches and is independent of which vertical gyro
properly followed, the roll commands result in not more the other pilot has selected. Each pilot’s VSI is normally
than two overshoot heading changes before maintaining a connected to the onside vertical gyro or inputs from
tracking error not to go over 3°. The CISP will revert to AHRS. The selection of NORM or ALTR operation is
the heading mode whenever the lateral deviation rate is indicated by lighting the respective legend on the VERT
over 1.5°/ sec for a period of over 1 second. The CISP will GYRO selector switch. The lamp power to the indicator
cause the CIS mode selector HDG switch ON legend to legends is controlled through a relay so that the NORM
light and remain in the heading mode until the FM mode legend is lit in case the mode selector logic or lamp drivers
or some other mode is manually selected. Concurrent VOR fail. Sequential operation of the VERT GYRO switch
and FM or concurrent DPLR and FM mode inputs will be alternates the vertical gyro or inputs from AHRS con-
considered an FM mode input to the CISP. nected to the VSI.
2.80.4.14 TURN RATE Select. The turn rate gyro 2.80.4.17 No. 2 Bearing Select. The HSI number 2
selection provides each pilot the option of having the on- bearing pointer selection allows the option of either the
side VSI display onside turn rate gyro or inputs from LF/ADF bearing or the VOR bearing to a selected station.
AHRS signal (NORM operation) or of having the other The ADF/VOR selection is independent of the navigation
pilot’s turn rate gyro or inputs from AHRS signal modes selected by the top row of switches and either pilot
displayed (ALTR operation). The turn rate gyro selection selects ADF or VOR, independent of the other pilot’s
is independent of the navigation modes selected by the top selection. The number 2 bearing pointer is normally con-
row of switches and is independent of which turn rate gyro nected to the LF/ADF bearing output. The selection of
or inputs from AHRS the other pilot has selected. The either ADF or VOR bearing is indicated by lighting of the
NORM selection connects each pilot’s VSI to the onside respective legend on the selector switch. The lamp power
turn rate gyro or inputs from AHRS. The selection of to the indicator legends is controlled through a relay so
NORM or ALTR operation is indicated by lighting the that the ADF legend is lit in case the mode selector logic
respective legend on the TURN RATE selector switch. or lamp drivers fail. Sequential operation of the ADF/
The lamp power to the indicator legends is controlled VOR switch alternates the bearing source connected to the
through a relay so that the NORM legend is lit in case the No. 2 bearing pointer between ADF or VOR.
mode selector logic or lamp drivers fail. Sequential opera-
tion of the TURN RATE switch alternates the rate gyro or 2.80.5 Operation.
inputs from AHRS connected to the VSI.
2.80.5.1 Heading Hold.
2.80.4.15 CRS HDG Select. The CRS HDG switch on
1. CIS MODE SEL switch - HDG.
the mode selector provides for either the pilot’s or the
copilot’s course selector (CRS) to be connected to the
2. HDG set knob on HSI - Set as desired.
navigation receiver and for concurrent connection of the
same pilot’s HSI course and heading information to the
3. Selected heading is achieved by banking
command instrument system processor. The CRS resolver
helicopter to center roll command bar.
is normally connected to the pilot’s HSI until selected by
the copilot on the copilot mode selector. CRS HDG 2.80.5.2 VOR Course Intercept.
control is transferred by pressing the CRS HDG switch.
The pilot having the CRS HDG control is indicated by 1. Frequency - Set.
lighting of either the PLT or the CPLT legend on each
mode selector. When power is first applied to the mode 2. HSI CRS set knob - Set to desired course.
selector, the pilot’s position is automatically selected. The
CRS HDG selection is independent of the navigation 3. CIS MODE SEL switch - NAV.
modes selected by the top row of switches.
4. Follow roll command bar to initially follow
2.80.4.16 VERT GYRO Select. The vertical gyro intercept heading and then follow command
selection provides each pilot the option of having the on- bar to intercept VOR course.
side VSI display onside vertical gyro or inputs from AHRS
attitude (NORM operation) or of having the other pilot’s 2.80.5.3 ILS Approach.
(offside) vertical gyro or inputs from AHRS attitude
displayed (ALTR operation). The vertical gyro selection is 1. Frequency - Set.
2-95
TM 1-1520-237-10
2. HSI CRS set knob - Set to desired course. 2.83 CLOCK.
3. CIS MODE SEL switch - NAV. 2.83.1 Mechanical Clock. Two clocks are installed on
the instrument panel. The elapsed time knob is on the up-
4. At two dots localizer deviation on HSI, follow per right corner of the clock. The clock is wound and set
roll command bar to intercept localizer. with a knob on the lower left corner.
5. As glide slope deviation pointer centers, follow 2.83.2 Digital Clock. Two digital clocks may be in-
collective position indications for glide slope stalled on the instrument panel. The clock incorporates a
tracking. six-digit liquid crystal display, 24-hour numerals, and
sweep second indication. A battery allows continuous
6. At decision height, press GA switch for go- operation for a minimum of one year when helicopter 28
around mode if breakout has not occurred. vdc power is not applied. The clock has two modes of
operation, clock mode (C) and the elapsed time mode
2.80.5.4 Back Course Localizer Approach. (ET). Power to operate the clock is provided by the No. 1
dc and No. 2 dc primary buses through circuit breakers
1. Frequency - Set. marked CPLT ALTM and PILOT ALTM, respectively.
2. LO altitude bug - SET to missed approach 2.83.3 Digital Clock Upgrade. On helicopters modi-
point HAT. fied with the LC-6 digital clock, two digital clocks will be
installed on the instrument panel. The clock incorporates a
3. HSI CRS set knob - Set to inbound back six-digit liquid crystal display with 12-hour numerals. An
course. internal AAA battery allows continuous operation for a
minimum of two years when helicopter 28 vdc power is
4. CIS MODE SEL switch - NAV. not applied. The clock has the following five modes of
operation: local time (LT), Universal Coordinated Time
5. MODE SEL switch - BACK CRS. (UTC), trip or flight timer (flight) - not functional, stop
watch (SW), and down counter (DC). Power to operate the
6. F l y s a m e a s I L S a p p r o a c h ( p a r a g r a p h clock is provided by the No. 1 dc and No. 2 dc primary
2.80.5.3). Turn off MODE SEL ALT legend buses through circuit breakers marked CPLT ALTM and
to stow collective position indicator before PILOT ALTM respectively.
making manual descent on back course ap-
proach. 2.84 MASTER WARNING SYSTEM.
2.81 STANDBY MAGNETIC COMPASS. Two master cautions, one each side for the pilot and
copilot and marked MASTER CAUTION PRESS TO
A magnetic compass is installed above the instrument RESET, are on the master warning panel (Figure 2-26).
panel on the right center windshield frame. The compass is They appear whenever a caution appears. They alert the
used as a standby instrument for heading references. A pilots and direct attention to the caution/advisory area. The
compass correction card with deviation errors is installed master cautions should be reset at once to provide a similar
on the right side of the upper console. indication if a second condition or malfunction occurs
while the first is still present. A master caution can be reset
2.82 FREE-AIR TEMPERATURE (FAT) from either pilot position. Four warnings, also on the
INDICATOR. master warning panel, require immediate action if they ap-
pear. They are #1 ENG OUT, #2 ENG OUT, FIRE, and
The FAT indicator is a direct reading instrument LOW ROTOR RPM. The LOW ROTOR RPM warning
marked FREE AIR and displays in degrees Celsius. One will flash at a rate of three to five flashes per second if ro-
FAT indicator is installed through the center windshield on tor rpm drops below 96% RPM R. In addition, if % RPM
helicopters without center windshield anti-ice system. On R drops below 96% or Ng drops below 55%, a low steady
helicopters with center windshield anti-ice system, two tone is provided. The low rotor rpm tone is inhibited on
indicators are installed through the overhead windows.
2-96
TM 1-1520-237-10
#1 ENG #2 ENG
OUT OUT
MASTER CAUTION LOW ROTOR
FIRE PRESS TO RESET RPM
AA0406
SA
Figure 2-26. Master Warning Panel
the ground through the left landing gear WOW switch. 2.84.2 Caution/Advisory BRT/DIM - TEST Switch.
The engine Ng steady tone is not inhibited. The ENG Testing of the cautions and advisories is done through a
OUT warnings will appear and tone will be heard at 55% momentary spring-loaded to center switch marked BRT/
Ng SPEED and below. Refer to paragraph 2.15.1 for DIM and TEST on the lower left of the caution/advisory
description of the FIRE warnings. Power for the master panel. Placing the switch to TEST simultaneously checks
cautions is provided from the No. 1 dc primary bus all cautions, advisories and master warnings and #1 and #2
through a circuit breaker marked LIGHTS CAUT/ FUEL LOW cautions and LOW ROTOR RPM warnings
ADVSY. will flash. When the pilot’s PILOT FLT rotary intensity
control is moved from the OFF position, placing the
2.84.1 Caution/Advisory System. The caution/ BRT/DIM-TEST switch to BRT/DIM causes the cau-
advisory panel (Figure 2-27) is on the left of center of the tions, advisories and master warnings to change intensity.
instrument panel. The caution section (upper two-thirds) of When they are dim and power is removed, the intensity
the panel indicates certain malfunctions or unsafe condi- will return to bright when power is reapplied. The TEST
tions which appear in amber. The advisory section (lower switch position receives power from the No. 1 dc primary
one-third) of the panel shows certain noncritical conditions bus through a circuit breaker marked LIGHTS CAUT
which appear in green. Each has its own operating circuit ADVSY. The BRT/DIM switch position receives power
and will appear as long as the condition that caused it to from the dc essential bus through a circuit breaker marked
appear exists. The cautions and advisories are powered by CAUT/ADVSY PNL on the No. 1 circuit breaker panel.
the No. 1 dc primary bus through a circuit breaker marked Dimming of the cockpit indicator lights operates with the
LIGHTS CAUT/ADVSY. Refer to Table 2-3 for a brief CAUTION panel dimming system.
description of each fault.
NOTE
The caution/advisory panel (LED) does not
use any power from the dc primary bus. All
power is from the dc essential bus.
Table 2-3. Caution/Advisory and Warning Parameters
LEGEND PARAMETER OR FAULT
CAUTIONS
#1 FUEL LOW Flashes when left fuel tank level is about 172 pounds.
2-97
TM 1-1520-237-10
#1 FUEL LOW #1 GEN #2 GEN #2 FUEL LOW
#1 FUEL #1 GEN BRG #2 GEN BRG #2 FUEL
PRESS PRESS
#1 ENGINE #1 CONV #2 CONV #2 ENGINE
OIL PRESS OIL PRESS
#1 ENGINE AC ESS DC ESS #2 ENGINE
OIL TEMP BUS OFF BUS OFF OIL TEMP
CHIP BATT LOW BATTERY CHIP
#1 ENGINE CHARGE FAULT #2 ENGINE
#1 FUEL GUST PITCH BIAS #2 FUEL
FLTR BYPASS LOCK FAIL FLTR BYPASS
#1 ENGINE #1 OIL #2 OIL #2 ENGINE
STARTER FLTR BYPASS FLTR BYPASS STARTER
#1 PRI #1 HYD #2 HYD #2 PRI
SERVO PRESS PUMP PUMP SERVO PRESS
TAIL ROTOR IRCM #1 TAIL RTR
QUADRANT INOP AUX FUEL SERVO
MAIN XMSN INT XMSN TAIL XMSN APU OIL
OIL TEMP OIL TEMP OIL TEMP TEMP HI
BOOST SERVO STABILATOR SAS OFF TRIM FAIL
OFF
LFT PITOT FLT PATH IFF RT PITOT
HEAT STAB HEAT
CHIP INPUT CHIP CHIP CHIP INPUT
MDL − LH INT XMSN TAIL XMSN MDL − RH
C
A CHIP ACCESS CHIP MAIN APU CHIP ACCESS
U MDL − LH MDL SUMP FAIL MDL − RH
T
I
O MR DE−ICE MR DE−ICE TR DE−ICE ICE
N FAIL FAULT FAIL DETECTED
MAIN XMSN #1 RSVR #2 RSVR BACK−UP
OIL PRESS LOW LOW RSVR LOW
#1 ENG #1 ENG INLET #2 ENG INLET #2 ENG
ANTI−ICE ON ANTI−ICE ON ANTI−ICE ON ANTI−ICE ON
A PRIME BOOST BACK−UP
D APU ON APU GEN ON PUMP ON PUMP ON
V
I
S APU ACCUM SEARCH LT LDG LT ON #2 TAIL RTR
O LOW ON SERVO ON
R
Y
BRT / CARGO HOOK ARMED GPS POS
DIM
HOOK OPEN ALERT
PARKING EXT PWR
BRAKE ON CONNECTED
TEST
AA0354_1C
SA
Figure 2-27. Caution/Advisory Panel (Sheet 1 of 2) UH
2-98
TM 1-1520-237-10
#1 FUEL LOW #1 GEN #2 GEN #2 FUEL LOW
#1 FUEL #1 GEN BRG #2 GEN BRG #2 FUEL
PRESS PRESS
#1 ENGINE #1 CONV #2 CONV #2 ENGINE
OIL PRESS OIL PRESS
#1 ENGINE AC ESS DC ESS #2 ENGINE
OIL TEMP BUS OFF BUS OFF OIL TEMP
CHIP BATT LOW BATTERY CHIP
#1 ENGINE CHARGE FAULT #2 ENGINE
#1 FUEL GUST ANTENNA #2 FUEL
FLTR BYPASS LOCK EXTENDED FLTR BYPASS
#1 ENGINE #1 OIL #2 OIL #2 ENGINE
STARTER FLTR BYPASS FLTR BYPASS STARTER
#1 PRI #1 HYD #2 HYD #2 PRI
SERVO PRESS PUMP PUMP SERVO PRESS
TAIL ROTOR ASE #1 TAIL RTR
QUADRANT AUX FUEL SERVO
MAIN XMSN INT XMSN TAIL XMSN APU OIL
OIL TEMP OIL TEMP OIL TEMP TEMP HI
BOOST SERVO STABILATOR SAS OFF TRIM FAIL
OFF
LFT PITOT FLT PATH IFF RT PITOT
HEAT STAB HEAT
CHIP INPUT CHIP CHIP CHIP INPUT
MDL − LH INT XMSN TAIL XMSN MDL − RH
C
A CHIP ACCESS CHIP MAIN APU CHIP ACCESS
U MDL − LH MDL SUMP FAIL MDL − RH
T
I
O MR DE−ICE MR DE−ICE TR DE−ICE ICE
N FAIL FAULT FAIL DETECTED
MAIN XMSN #1 RSVR #2 RSVR BACK−UP
OIL PRESS LOW LOW RSVR LOW
#1 ENG #1 ENG INLET #2 ENG INLET #2 ENG
ANTI−ICE ON ANTI−ICE ON ANTI−ICE ON ANTI−ICE ON
A PRIME BOOST BACK−UP
D APU ON APU GEN ON PUMP ON PUMP ON
V
I
S APU ACCUM SEARCH LT LDG LT ON #2 TAIL RTR
O LOW ON SERVO ON
R
Y
BRT / AIR COND CABIN HEAT ANTENNA
DIM
ON ON RETRACTED
PARKING EXT PWR
BRAKE ON CONNECTED
TEST
AA0354_2
SA
Figure 2-27. Caution/Advisory Panel (Sheet 2 of 2) EH
2-99
TM 1-1520-237-10
Table 2-3. Caution/Advisory and Warning Parameters (Cont)
LEGEND PARAMETER OR FAULT
#1 FUEL PRESS Left engine fuel pressure between engine-driven low-pressure fuel pump and high-
pressure fuel pump is low.
#1 ENGINE OIL PRESS Left engine oil pressure is too low for continued operation.
#1 ENGINE OIL TEMP Left engine oil temperature is above 150°C.
CHIP #1 ENGINE Left engine chip detector in scavenge oil system has metal chip or particle buildup.
#1 FUEL FLTR BYPASS Left engine fuel filter has excessive pressure differential across filter.
#1 ENGINE STARTER Left engine start circuit is actuated.
#1 PRI SERVO PRESS First stage pressure is shut off, or has dropped below minimum, or servo pilot valve is
jammed.
TAIL ROTOR Appears when a tail rotor cable is broken or disconnected.
QUADRANT
MAIN XMSN OIL TEMP Main transmission oil temperature is above 120°C.
BOOST SERVO OFF Indicates loss of second stage hydraulic pressure to the boost servo, or a boost servo
jam.
LFT PITOT HEAT Indicates left pitot heater element is not receiving power with PITOT HEAT switch
ON.
CHIP INPUT MDL-LH Indicates a metal particle has been detected by the chip detector.
CHIP ACCESS MDL-LH Indicates a metal particle has been detected by the chip detector.
MR DE-ICE FAIL Indicates a short or open in the main rotor deice system, which will disable the system.
MAIN XMSN OIL PRESS Main transmission oil pressure is below about 14 psi.
#1 GEN Left generator is not supplying power to the buses.
#1 GEN BRG Generator main bearing is worn or has failed.
#1 CONV #1 converter (ac to dc current) has no output.
AC ESS BUS OFF Indicates that no power (115 vac, phase B) is being supplied to the ac essential bus.
BATT LOW CHARGE SLAB - Indicates that the voltage on the battery utility bus is at or below 23 vdc.
NICAD - Indicates that the battery charge state is at or below about 40% of full charge
state.
GUST LOCK Indicates the gust lock is not fully disengaged
#1 OIL FLTR BYPASS Left engine oil filter pressure differential is excessive.
#1 HYD PUMP Left hydraulic pump output pressure below minimum.
IRCM INOP Indicates a malfunction has been detected by the infrared countermeasure system or
infrared countermeasure system is in a cooldown cycle
EH ASE Indicates the ALQ-156 system is being jammed or the ALQ-136, ALQ-144, ALQ-156,
or ALQ-162 system is degraded.
INT XMSN OIL TEMP Intermediate gear box oil temperature is excessive.
STABILATOR Stabilator system is turned on but is in the manual mode.
2-100
TM 1-1520-237-10
Table 2-3. Caution/Advisory and Warning Parameters (Cont)
LEGEND PARAMETER OR FAULT
FLT PATH STAB Indicates that FPS is inoperative in one or more axis.
CHIP INT XMSN Indicates a metal particle has been detected by the chip detector.
CHIP MAIN MDL SUMP Indicates a metal particle has been detected by the chip detector.
MR DE-ICE FAULT Indicates partial failure of the blade deice system. Uneven shedding of ice can be
expected.
#1 RSVR LOW Hydraulic fluid level has dropped below about 60% of full capacity.
#2 GEN Right generator is not supplying power to the buses.
#2 GEN BRG Generator main bearing is worn or has failed.
#2 CONV #2 converter (ac to dc current) has no output.
DC ESS BUS OFF Indicates that no power is being supplied to the dc essential bus.
BATTERY FAULT Indicates that the battery has exceeded safe operating temperature (overtemperature), or
a battery cell dissimilarity exists (on helicopters prior to serial number 97-26744).
PITCH BIAS FAIL Not used.
EH ANTENNA ECM antenna not fully retracted and at least one of these conditions exist: Helicopter is
EXTENDED below radar altimeter LO bug setting, or power is lost, or AN/APN-209 is turned off or
is removed.
#2 OIL FLTR BYPASS Right engine oil filter pressure differential is excessive.
#2 HYD PUMP Right hydraulic pump output pressure below minimum.
ERFS AUX FUEL Indicates one or more auxiliary fuel tanks are empty and/or a degraded mode of system
operation.
TAIL XMSN OIL TEMP Tail gear box oil temperature is excessive.
SAS OFF Hydraulic pressure supplied to the SAS actuator is below minimum.
IFF Mode 4 is not capable of responding to interrogation.
CHIP TAIL XMSN Indicates a metal particle has been detected by the chip detector.
APU FAIL APU was automatically shut down by the ESU.
TR DE-ICE FAIL Indicates a short or open in a tail rotor blade deice element.
#2 RSVR LOW Hydraulic fluid level has dropped below about 60% of full capacity.
#2 FUEL LOW Flashes when right fuel level is about 172 pounds.
#2 FUEL PRESS Right engine fuel pressure between engine-driven low-pressure fuel pump and high-
pressure fuel pump is low.
#2 ENGINE OIL PRESS Right engine oil pressure is too low for continued operation.
#2 ENGINE OIL TEMP Right engine oil temperature is above 150°C.
CHIP #2 ENGINE Right engine chip detector in scavenge oil system has metal chip or particle buildup.
#2 FUEL FLTR BYPASS Right engine fuel filter has excessive pressure differential across filter.
#2 ENGINE STARTER Right engine start circuit is actuated.
2-101
TM 1-1520-237-10
Table 2-3. Caution/Advisory and Warning Parameters (Cont)
LEGEND PARAMETER OR FAULT
#2 PRI SERVO PRESS Second stage pressure is shut off, or has dropped below minimum, or servo pilot valve is
jammed.
#1 TAIL RTR SERVO Pressure to the first stage tail rotor servo is below minimum, or servo pilot valve is
jammed.
APU OIL TEMP HI APU oil temperature is above the maximum.
TRIM FAIL Indicates that yaw, roll, or pitch trim actuators are not responding accurately to
computer signals.
RT PITOT HEAT Indicates right pitot heat element is not receiving power with PITOT HEAT switch
ON.
CHIP INPUT MDL-RH Indicates a metal particle has been detected by the chip detector.
CHIP ACCESS MDL-RH Indicates a metal particle has been detected by the chip detector.
ICE DETECTED Indicates that ice has been detected and the blade de-ice system is not operating.
BACK-UP RSVR LOW Hydraulic fluid level has dropped below about 60% of full capacity.
ADVISORIES
#1 ENG ANTI-ICE ON Indicates that No. 1 engine anti-ice/start bleed valve is open.
APU ON APU is operating.
APU ACCUM LOW APU accumulator pressure is low.
#1 ENG INLET ANTI-ICE Indicates that No. 1 engine inlet anti-icing air temperature is 93°C or above.
ON
APU GEN ON APU generator output is accepted and being supplied to the helicopter.
SEARCH LT ON Either pilot or copilot has selected SRCH LT switch on.
CARGO HOOK OPEN Indicates that cargo hook load beam is not latched.
EH AIR COND ON Power is applied to air conditioner compressor.
PARKING BRAKE ON Indicates that PARKING BRAKE handle is pulled.
#2 ENG INLET ANTI-ICE Indicates that No. 2 engine inlet anti-icing air temperature is 93°C or above.
ON
PRIME BOOST PUMP Prime boost pump switch is at PRIME or BOOST.
ON
LDG LT ON Either pilot or copilot has selected LDG LT ON.
HOOK ARMED The cargo hook release system is armed.
EH CABIN HEAT ON Aux heater system is operating.
EXT PWR CONNECTED Indicates that external power plug is connected to helicopter’s EXT POWER connector.
#2 ENG ANTI-ICE ON Indicates that No. 2 engine inlet anti-ice/start bleed valve is open.
BACKUP PUMP ON Backup pump pressure is being supplied.
#2 TAIL RTR SERVO ON Pressure to 2nd stage tail rotor servo is above minimum.
2-102
TM 1-1520-237-10
Table 2-3. Caution/Advisory and Warning Parameters (Cont)
LEGEND PARAMETER OR FAULT
EH ANTENNA ECM antenna fully retracted.
RETRACTED
GPS POS ALERT Indicates that GPS signals are not reliable.
MASTER WARNING
PANEL
#1 ENG OUT No. 1 engine Ng SPEED is below 55%.
FIRE Indicates a fire detector has actuated a fire warning circuit.
MASTER CAUTION Indicates a caution on the caution panel has been actuated by failed system.
PRESS TO RESET
#2 ENG OUT No. 2 engine Ng SPEED is below 55%.
LOW ROTOR RPM Rotor speed is below about 96% RPM R.
2-103
TM 1-1520-237-10
Section XV SERVICING, PARKING, AND MOORING
2.85 SERVICING. 5624 fuels are not available. This usually occurs during
cross-country flights where helicopters using NATO F-44
Servicing information is given by systems or (JP-5) are refueled with NATO F-40 (JP-4) or Commercial
components. Points used in frequent servicing and ASTM Type B fuels. Whenever this condition occurs, the
replenishment of fuel, oil, and hydraulic fluid are shown in operating characteristics may change in that lower operat-
Figure 2-28. Fuel and lubricant specifications and capaci- ing temperature: slower acceleration, easier starting, and
ties are in Table 2-4. Table 2-5 contains a listing of ac- shorter range may be experienced. The reverse is true
ceptable commercial fuel. when changing from F-40 (JP-4) fuel to F-44 (JP-5) or
Commercial ASTM Type Jet A-1 fuels.
2.86 SERVICE PLATFORMS AND FAIRINGS.
2.87.3 Gravity Refueling.
Service platforms are a part of the engine cowlings,
providing access to the engines. Each service platform is 1. Ground helicopter to fuel truck or other suit-
about 46 inches long and 18 inches wide. It is capable of able ground.
supporting a static weight of 400 pounds on any area
without yielding. The platform is made of composite metal 2. Plug hose nozzle ground into the helicopter
and fiberglass with a honeycomb core. The engine cowling grounding jack marked GROUND HERE,
is opened by releasing a latch on the side and pulling above refueling ports.
outward on a locking handle. The cowling is opened
outward and down, providing a standing area at the lower 3. Remove fuel filler caps and refuel. Refer to
section. When closed, the cowling lock prevents opening Table 2-4 for fuel quantities.
in flight.
2.87.4 Pressure Refueling.
2.87 FUEL SYSTEM SERVICING.
1. Ground helicopter to fuel truck or other suit-
able ground.
WARNING 2. Ground fuel dispenser nozzle to the helicopter
grounding point marked GROUND HERE,
To avoid personnel injury or equipment above refueling ports.
damage, ensure AN/ARC-220 does not
transmit during refueling operations by
placing the radio in OFF, STBY, or CAUTION
SILENT mode.
Damage to the fuel system could result if
a. Both tanks may be serviced simultaneously through refueling hose pressure exceeds 55 psi
pressure refueling or closed circuit refueling. They may be during pressure refueling or 15 psi dur-
serviced individually by gravity refueling through refuel- ing closed circuit refueling.
ing ports on the left and right sides of the helicopter.
3. Connect fuel dispenser nozzle to pressure
b. The external extended range tanks can only be
refueling adapter.
serviced by gravity refueling through refueling ports on the
forward top of each tank. NOTE
2.87.1 Fuel Types. Fuels are classified in Table 2-5. The system is designed to restrict fuel flow
to 300 gpm during pressure refueling at a
2.87.2 Use of Fuels. When changing from one type of nozzle pressure of 55 psi and 110 gpm at a
authorized fuel to another, for example JP-4 to JP-5, it is nozzle pressure of 15 psi during closed
not necessary to drain the helicopter fuel system before circuit refueling.
adding the new fuel. Fuels having the same NATO code
number are interchangeable. Jet fuels conforming to 4. Start fuel flow from fuel dispenser and refuel
ASTM D-1655 specification may be used when MIL-T- helicopter.
2-104
TM 1-1520-237-10
1 2
7 6 5 4
C APU OIL FILLER CAP
A2 AND DIPSTICK A1
FILL TO IN B
SPILL PLUG VE
L
UL E
FULL LLUF
EP E
L
LS
YE
KE
OIL LEVEL 1
ADD INDICATOR
A1
B
OIL LEVEL INDICATOR ADD DDA
T−62T−40−1 APU
FRONT NO. 1 NO. 2 AND BACKUP
HYDRAULIC PUMP MODULES OIL FILL
LEVEL INDICATOR ENGINE OIL CAP
LEVEL INDICATOR
(SAME FOR NO. 1
AND NO. 2 ENGINES)
HYDRAULIC FLUID COLOR
SPEC MIL−H
FULL LEVEL CAPACITY 65 CU. IN. @ 70
REFILL LEVEL CAPACITY 35 CU. IN. @ 70 F
1. & 2. AUXILIARY POWER UNIT
3. INTERMEDIATE GEAR BOX OIL 2
LEVEL INDICATOR
6
4. CLOSED CIRCUIT AND PRESSURE
7 REFUELING PORTS, NO. 1 (LEFT)
A2
RED GREEN BLUE FUEL TANK GRAVITY REFUEL
(REFILL) (FULL) (EXPANSION) PORT
5. NO. 1 AND NO. 2 ENGINE
OIL LEVEL INDICATOR
6. NO. 1 HYDRAULIC PUMP MODULE GTC−P36−150 APU
NOTE
7. BACKUP HYDRAULIC PUMP
SOME HELICOPTERS MAY HAVE COLORS AS RED MODULE
FOR REFILL, GREEN FOR FULL, AND BLACK FOR
EXPANSION AS VIEWED FROM HELICOPTER RIGHT T
SIDE 4 ON
FR
NO. 1 (LEFT) FUEL
NO. 1 ENGINE TANK GRAVITY
OIL LEVEL REFUEL PORT
INDICATOR
3
CLOSED
CIRCUIT
5 REFUEL
PORT CAP
C T
ON PRESSURE
FR REFUEL B
PORT CAP
NO. 1 ENGINE LEFT SIDE INTERMEDIATE GEAR BOX
(SAME FOR NO. 1 AND NO. 2 ENGINES) AA0324_1B
SA
Figure 2-28. Servicing Diagram (Sheet 1 of 3)
2-105
TM 1-1520-237-10
9 10
8
13
12 11
8
TRANSMISSION OIL
ENGINE OIL
LEVEL DIPSTICK
FILLER CAP
OIL
FILLER
D CAP
FAR SIDE
OR VIEW
D 9
T
ON
FR
NO. 2 ENGINE RIGHT SIDE
(SAME FOR NO. 1 AND NO. 2 ENGINES)
RESERVOIR INDICATOR
NO. 2 HYDRAULIC QUANTITY HANDLE
PUMP MODULE LOW SWITCH
FLUID LEVEL
INDICATOR HANDPUMP
(SAME FOR ALL SELECTOR 11
PUMP MODULES) VALVE
O
N
P
E
T
S
INDICATOR
(SERVICEABLE IF
FR GOLD BAND EXPOSED)
ON 10
T MAIN ROTOR DAMPER
HYDRAULIC PUMP
MODULE REFILL
OIL LEVEL
HANDPUMP REFILL WITH ONE
QUART WHEN FLUID INDICATOR
E E REACHES THIS LEVEL
8. MAIN TRANSMISSION OIL FILLER PORT 11. MAIN ROTOR DAMPER CHARGE
AND DIP STICK INDICATOR
9. NO. 2 ENGINE OIL FILLER PORT AND 12. NO. 2 (RIGHT) FUEL TANK GRAVITY
SIGHT GAGE REFUEL PORT
10. NO. 2 HYDRAULIC PUMP MODULE AND 13. TAIL ROTOR GEAR BOX LEVEL SIGHT
PUMP MODULE REFILL HANDPUMP GAGE AA0324_2
SA
Figure 2-28. Servicing Diagram (Sheet 2 of 3)
2-106
TM 1-1520-237-10
NO. 2 TANK NO. 1 TANK GUIDE HANDPUMP
LOOKING AFT TUBE
12 13
STOW PUMP
ON GRAVITY B
FILL DOOR
FRONT
SUMP
DRAIN
FUEL TANK GRAVITY FUEL SAMPLING TAIL ROTOR
REFUEL PORT GEAR BOX
F AA0324_3
SA
Figure 2-28. Servicing Diagram (Sheet 3 of 3)
can be applied to the helicopter to activate
the AFMP XFR MODE and PRESS
CAUTION switches. Alternately, the procedure can be
done using the APU.
If fuel is observed flowing from vent, • Prior to engine shutdown, set pressure
discontinue refueling and make an entry switch to INBD, OUTBD or ALL based on
on DA Form 2408-13-1. external tank configuration.
5. Once fuel has reached the desired level, To begin pressure refueling with helicopter electrical
remove the fuel dispenser nozzle from the power applied, the XFR MODE switch must be in the
refueling adapter and cap pressure fueling OFF position and the PRESS switch on the AFMP must
adapter. be in the INBD, OUTBD or ALL position depending on
the number and location of the external CEFS tanks. By
2.87.5 CEFS External Tanks Pressure Refueling. selecting the INBD, OUTBD or ALL position, the refuel-
ing valve in the pump package and the associated wing
NOTE gate shutoff valves located in each ESSS wing HSS pylon
open. With these valves open, fuel from the helicopter
• This procedure applies to CEFS tanks only. pressure fuel servicing manifold enters the pump package
For AFMS-modified tanks, refer to manifold, then into the fuel hoses that connect the pump
paragraph 2.87.3. package to the tanks.
• If the helicopter is to be refueled without 1. Ground helicopter to fuel truck or other suit-
engines operating, external electrical power able ground.
2-107
TM 1-1520-237-10
2. Ground fuel dispenser nozzle to the helicopter 2. Open refueling port cap located on the CEFS
grounding point marked GROUND HERE tank forward end.
above refueling ports.
3. Insert refueling hose nozzle into tank port and
begin fueling.
CAUTION
4. Once desired amount of fuel is reached as
indicated by the quantity gauge on the refuel-
Damage to the fuel system could result if ing dispenser, stop refueling and remove
refueling hose pressure exceeds 55 psi nozzle from tank port.
during pressure refueling or 15 psi dur-
ing closed circuit refueling. 5. Install tank refueling port cap.
3. Connect fuel dispenser nozzle to pressure 6. Disconnect refueling hose grounding plug from
refueling adapter. tank grounding point.
NOTE
CAUTION
The system is designed to restrict fuel flow
to 300 gpm during pressure refueling at a
nozzle pressure of 55 psi and 110 gpm at a LH and RH tank pairs should be serviced
nozzle pressure of 15 psi during closed with equal amounts of fuel to prevent an
circuit refueling. imbalanced helicopter condition.
4. Start fuel flow from fuel dispenser and refuel 7. Repeat steps 1. through 6. for remaining tanks
helicopter. to be refueled.
2.87.7 Fuel Sampling System. Fuel sampling is done
CAUTION with a thumb-operated handpump containing 5 feet of
plastic tubing. The tubing is placed in a guide tube inside
the fuel tank and is directed to the bottom of the tank. The
If fuel is observed flowing from vent, handpump is stroked and fuel is drawn from the tank, with
discontinue refueling and make an entry contaminants at the bottom. When sampling is completed,
on DA Form 2408-13-1. the tubing is emptied, rolled, and stowed with the pump on
the gravity refueling door.Fuel sampling of the external
5. Once fuel has reached desired level, remove extended range fuel system is done by taking the sample
fuel dispenser nozzle from the refueling with a fuel sampler tube from the sump drain located at the
adapter and cap pressure refueling adapter. bottom aft of each tank.
2.87.6 CEFS External Tanks Manual Refueling. 2.88 EXTERNAL AIR SOURCE/ELECTRICAL
REQUIREMENTS.
1. Ground refueling hose to grounding point jack
located on the nose of the CEFS tank. Refer to Chapter 5 for limitations.
2-108
TM 1-1520-237-10
2.89 ENGINE OIL SYSTEM SERVICING. NOTE
Do not service the engines with DOD-PRF-
CAUTION 85734 oil. If DOD-PRF-85734 oil is
inadvertently added to the engines, drain the
oil and add MIL-PRF-7808 or MIL-PRF-
• The helicopter must be level to get ac- 23699 oil. Flushing the system before
curate oil tank readings. When the refilling is not required.
helicopter is parked on a slope, the
downslope engine will read higher oil The engine oil tank is within the main frame. When the
level than actual, and the upslope engine oil level reaches the ADD mark, oil should be added to
will read lower. bring the level to the full mark on the sight gage. Wait at
least 20 minutes after engine shutdown before checking
• To avoid damage to packings and seals in engine oil level. Before adding oil, determine whether
the engine oil system, MIL-PRF-23699 system contains MIL-PRF-7808 oil or MIL-PRF-23699
HTS (High Thermal Stability) oil shall oil. If flights of over 6 hours are made, engine oil level
not be used in the engine oil tank. must be at the full line of sight glass before flight.
Table 2-4. Fuel and Lubricants, Specifications, and Capacities
SYSTEM SPECIFICATION CAPACITY
Fuel Primary: Grade JP-8 (NATO Code F-34) Main Tanks usable U.S. Gallons of
(Notes 1 and 5) fuel are: 360 gravity, 359 pressure,
Alternate: Grade JP-5 (NATO Code F-44) and 356 closed circuit. External
(Notes 1 and 5) Tank Gravity Refueling: 230 U.S.
JP-4 (NATO Code F-40) (Note 5) Gallons each tank.
WARNING
Lubricating oils MIL-PRF-23699, DOD-
PRF-85734, and MIL-PRF-7808 contain
materials hazardous to health. They
produce paralysis if swallowed.
Prolonged contact may irritate the skin.
Wash hands thoroughly after handling.
Oils may burn if exposed to heat or
flames. Use only with proper ventilation.
Engine oil MIL-PRF-23699 (NATO Code 0-156) 7 U.S. Quarts
MIL-PRF-7808 (NATO Code 0-148)
(Notes 2, 3, 7, 8 and 9)
APU MIL-PRF-23699 (NATO Code 0-156) 3 U.S. Quarts
MIL-PRF-7808 (NATO Code 0-148) (T-62T-40-1)
(Notes 2, 3, and 7) 2 U.S. Quarts (GTC-P36-150)
Transmission oil MIL-PRF-23699 (NATO Code 0-156) 7 U.S. Gallons
MIL-PRF-7808 (NATO Code 0-148)
DOD-PRF-85734 (Notes 2, 3, 6, and 8)
2-109
TM 1-1520-237-10
Table 2-4. Fuel and Lubricants, Specifications, and Capacities (Cont)
SYSTEM SPECIFICATION CAPACITY
Intermediate gear box oil MIL-PRF-23699 (NATO Code 0-156) 2.75 U.S. Pints
MIL-PRF-7808 (NATO Code 0-148)
DOD-PRF-85734 (Notes 2, 3, 6, and 8)
Tail gear box oil MIL-PRF-23699 (NATO Code 0-156) 2.75 U.S. Pints
MIL-PRF-7808 (NATO Code 0-148)
DOD-PRF-85734 (Notes 2, 3, 6, and 8)
First stage hydraulic reservoir MIL-H-83282 1 U.S. Quart
MIL-H-5606 (NATO Code H-515)
(Note 4)
Second stage hydraulic reservoir MIL-H-83282 1 U.S. Quart
MIL-H-5606 (NATO Code H-515)
(Note 4)
Backup hydraulic reservoir MIL-H-83282 1 U.S. Quart
MIL-H-5606 (NATO Code H-515)
(Note 4)
Rescue Hoist Refer to TM 1-1680-320-13&P for servic- 11.5 U.S. Fluid Ounces
ing.
COMMERCIAL OILS FOR MAIN TRANSMISSION
AND GEAR BOXES
SOURCE PRIMARY OIL ALTERNATE OIL
NOTE
Commercial oils listed below are approved alternates for
main transmission and gear boxes except as indicated.
U.S. Military Oil DOD-PRF-85734 (Note 7) MIL-PRF-23699 (Note 8) MIL-PRF-7808 (Note 8)
NATO Code No. 0-156 0-148
COMMERCIAL OIL TYPE II TYPE I
Castrol Inc. Castrol 5050 Castrol 399
Castrol 5000
Aerojet 5
Exxon Co. Turbo Oil 25 Turbo Oil 2380 Turbo Oil 2389
Turbo Oil 2391
Hatco Corp. HATCO 3211 HATCO 1278
HATCO 3611 HATCO 1280
HATCO 1639
HATCO 1680
Mobil Corp. Mobil Jet Oil II
2-110
TM 1-1520-237-10
Table 2-4. Fuel and Lubricants, Specifications, and Capacities (Cont)
COMMERCIAL OILS FOR MAIN TRANSMISSION
AND GEAR BOXES
SOURCE PRIMARY OIL ALTERNATE OIL
Royal Lubricants Royco 555 Royco 500 Royco 808
Royco 560
Royco 899
Royco 899HC
Shell Oil Company Aeroshell 555 Aeroshell 500 Aeroshell 308
Aeroshell 560
COMMERCIAL OILS FOR ENGINES
SOURCE PRIMARY OIL ALTERNATE OIL
NOTE
Commercial oils listed below are approved alternates for
engines except as indicated.
U.S. Military Oil MIL-PRF-23699 (Note 9) MIL-PRF-7808 (Note 9)
NATO Code No. 0-156 0-148
COMMERCIAL OIL TYPE II TYPE I
Castrol Inc. Castrol 5050 Castrol 399
Castrol 5000
Hatco Corp. HATCO 3211 HATCO 1278
HATCO 3611 HATCO 1280
Mobil Corp. Mobil Jet Oil II
Shell Oil Company Aeroshell 500 Aeroshell 308
Notes:
1. When starting in ambient temperatures below -34°C (-29°F), do not use
JP-5 or JP-8.
2. When starting in ambient temperatures of -34°C (-29°F) or below, lubricat-
ing oil MIL-PRF-7808 must be used. It is not advisable to mix MIL-PRF-
23699 or DOD-PRF-85734 oil with MIL-PRF-7808 oil.
3. If the type oil being used is not available, another authorized type oil may
be added. When one type oil is mixed with another, it is not necessary to
drain the system and refill with one type oil. No mixing is allowed for cold
temperature operation. For transmissions and gear boxes, when one type of
oil is mixed with another, it is not necessary to drain the system and refill
with one type oil.
4. For operation below -34°C (-29°F), MIL-H-5606 (NATO Code H-515)
shall be used. Mixing MIL-H-5606 with MIL-H-83282 degrades fire-
resistant qualities of MIL-H-83282.
2-111
TM 1-1520-237-10
Table 2-4. Fuel and Lubricants, Specifications, and Capacities (Cont)
Notes:
5. Fuel settling time for jet (JP) fuel is 1 hour per foot depth of fuel. Allow
the fuel to settle for the prescribed period before any samples are taken
(about 4 hours for proper settling).
6. DOD-PRF-85734 oil is the preferred oil for use in the main transmission,
intermediate gear box, and tail gear box, except for cold temperature
operation.
7. DOD-PRF-85734 oil shall not be used in the engines or the APU. If DOD-
PRF-85734 oil is inadvertently added to the engines or APU, the system
shall be drained and the correct oil added. There is no need to flush the
system.
8. When changing from MIL-PRF-7808 or MIL-PRF-23699 oil to DOD-
PRF-85734 (and vice versa), drain the oil from the system and refill with
desired oil. There is no need to flush the system before refilling.
9. To avoid damage to packings and seals in the engine oil system, MIL-
PRF-23699 HTS (High Thermal Stability) oil shall not be used in the
engine oil tank.
2-112
TM 1-1520-237-10
Table 2-5. Approved Fuels
SOURCE PRIMARY/STANDARD ALTERNATE FUELS
FUEL
U.S. Military Fuel JP-8 JP-5 JP-4
NATO Code No. F-34 F-44 F-40
Commercial Fuel
(ASTM-D-1655) JET A-1 JET A JET B
NOTE
Commercial fuels are commonly made to conform to
American Society for Testing and Materials (ASTM)
Specification D 1655. The ASTM fuel specification
does not contain anti-icing additives unless specified.
Icing inhibitor conforming to MIL-I-85470 or MIL-I-
27686 (Commercial name PRIST) shall be added to
commercial and NATO fuels, not containing an icing
inhibitor, during refueling operations, regardless of
ambient temperatures. Icing inhibitor conforming to
MIL-I-85470 is replacing the MIL-I-27686 version. The
use of MIL-I-27686 icing inhibitor is acceptable until
all supplies are depleted. Adding PRIST during refuel-
ing operation shall be done using accepted commercial
mixing procedures. The additive provides anti-icing
protection and also functions as a biocide to kill
microbial growths in helicopter fuel systems.
American Oil Co. American Type A American JP-4
Atlantic Richfield Arcojet A-1 Arcojet A Arcojet B
Richfield Div. Richfield A-1 Richfield A
B.P. Trading B.P.A.T.K. B.P.A.T.G.
Caltex Petroleum Corp. Caltex Jet A-1 Caltex Jet B
City Service Co. CITCO A
Continental Oil Co. Conoco Jet-60 Conoco Jet-50 Conoco JP-4
Exxon Co. U.S.A. Exxon A-1 Exxon A Exxon Turbo Fuel B
Gulf Oil Gulf Jet A-1 Gulf Jet A Gulf Jet B
Mobil Oil Mobil Jet A-1 Mobil Jet A Mobil Jet B
Phillips Petroleum Philjet A-50 Philjet JP-4
Shell Oil Aeroshell 650 Aeroshell 640 Aeroshell JP-4
Sinclair Superjet A-1 Superjet A
Standard Oil Co. Jet A-1 Kerosene Jet A Kerosene
Chevron Chevron A-1 Chevron A-50 Chevron B
Texaco Avjet A-1 Avjet A Texaco Avjet B
2-113
TM 1-1520-237-10
Table 2-5. Approved Fuels (Cont)
SOURCE PRIMARY/STANDARD ALTERNATE FUELS
FUEL
Union Oil 76 Turbine Fuel Union JP-4
International Fuel NATO F-34 NATO F-44 NATO F-40
Belgium BA-PF-2B
Canada 3-6P-24C 3GP-22F
Denmark JP-4 MIL-T-5624
France Air 3407A
Germany UTL-9130-007 VTL-9130-006
UTL-9130-010
Greece JP-4 MIL-T-5624
Italy AMC-143 AA-M-C-1421
Netherlands D. Eng RD 2493 JP-4 MIL-T-5624
Norway JP-4 MIL-T-5624
Portugal JP-4 MIL-T-5624
Turkey JP-4 MIL-T-5624
United Kingdom D. Eng RD 2498 D. Eng RD 2454
(Britain)
2.90 APU OIL SYSTEM SERVICING. Servicing of the refill handpump is done when fluid
level decreases to the refill line on the fluid level sight
NOTE gage, on the side of the pump tank. When fluid level
Do not service the APU with DOD-PRF- decreases to the refill line, 1 quart of hydraulic fluid can be
85734 oil. If DOD-PRF-85734 oil is poured into the reservoir after removing the refill cap.
inadvertently added to the APU, drain the Handpump reservoir level should be replenished only in 1
oil and add MIL-PRF-7808 or MIL-PRF- quart units.
23699 oil. Flushing the system before
refilling is not required. 2.92 HYDRAULIC SYSTEMS SERVICING.
a. The APU oil supply is in the APU gear box as- Reservoirs for the hydraulic systems are on the
sembly. The sump filler/oil dipstick port (T-62T-40-1) or hydraulic pump modules. Fluid level sight gages are vis-
cap and fill to spill plug (GTC-P36-150) are on the left ible on the side of each pump. All hydraulic pump
side of the gear box housing. reservoir capacities are 1 U.S. quart to the blue (black on
some pumps) mark. When the indicator reaches the red
b. When the APU is cool to the touch, the COLD side area (refill) point, 2 ⁄ 3 of a pint is required to return the
of the dipstick may be used. If the APU is hot to the touch, indicator to the green mark. The fluid level indication is
the HOT side of the dipstick may be used. the 1 ⁄ 8 inch wide gold band at the outboard edge of the
level piston. To refill the reservoirs, the fluid is supplied
2.91 HANDPUMP RESERVOIR SERVICING. from the manual handpump. After flight, fluid in hydraulic
systems will be hot. Piston movement of up to 3⁄8 inch into
the blue (black on some pumps) (overfill) zone is accept-
CAUTION able. When piston is beyond this limit, bleed off enough
fluid to bring piston back to 3 ⁄ 8 inch above fill limit. To
replenish the pump reservoir fluid, do the following:
Do not allow reservoir level to fall below
refill line.
2-114
TM 1-1520-237-10
1. Unscrew handpump lid and pour in clean COLD and ADD on one side of the dipstick and FULL
hydraulic fluid, MIL-H-83282, until pump is HOT and ADD on the other side. Check oil level as
full. Make sure you can always see oil in pump follows:
reservoir window while servicing, so not to
pump air into pump module’s reservoir. NOTE
2. Make sure pump cover is clean, then screw lid Remove the dipstick; clean and reinsert to
on tight. obtain correct reading.
3. Turn selector valve to desired reservoir to be a. Single scale dipstick is for checking cold oil levels.
filled. OUT 1 is left pump module, OUT 2 is Wait at least 2 hours after shutdown to check oil. If oil
right pump module, and OUT 3 is backup level must be checked when hot (immediately to 1⁄2 hour
pump module. after shutdown), oil level will read about 1 ⁄ 2 inch low
(halfway between full and add mark or 1⁄2 inch below add
4. While holding selector valve handle down, mark).
crank pump handle on handpump clockwise
and fill desired hydraulic pump module until b. Dual scale dipstick is for checking cold or hot oil
forward end of piston in reservoir window is at levels. Use appropriate scale when checking oil level.
forward end of green decal on reservoir hous- Read hot side of dipstick when checking hot oil (im-
ing. mediately to 1⁄2 hour after shutdown), or cold side of dip-
stick when checking cold oil (at least 2 hours after
5. Check that reservoirs stay full (forward end of shutdown).
piston at forward end of green decal), with
fluid at ambient temperature 1 hour after flight. 2.95 TAIL AND INTERMEDIATE GEAR BOX
SERVICING.
6. M a k e s u r e a r e a r e m a i n s c l e a n d u r i n g
procedure. The intermediate gear box oil level sight gage is on the
left side of the gear box. The tail gear box oil level sight
7. Stow selector valve handle in OUT 4 (capped gage is on the right side.
off) position.
2.96 PARKING.
8. Turn on electrical power.
The methods used to secure the helicopter for
9. Check #1 RSVR LOW, #2 RSVR LOW and temporary periods of time will vary with the local com-
BACK-UP RSVR LOW cautions do not ap- mands. The minimum requirements for parking are: gust
pear. lock engaged and wheel brakes set, tailwheel locked, and
wheels properly chocked. For extended periods of time,
2.93 RESCUE HOIST LUBRICATION SYSTEM engine inlet covers, exhaust covers, and pitot covers
SERVICING. should be installed, and stabilator slewed to 0°. When
required, the ignition system and the doors and window
Servicing of the rescue hoist lubrication system consists should be locked.
of replacing automatic transmission fluid in the boom head
and the gear box (Figure 4-25) until oil level sight gages 2.97 PROTECTIVE COVERS AND PLUGS.
indicate full.
The covers and plugs protect vital areas from grit,
2.94 MAIN TRANSMISSION OIL SYSTEM snow, and water. The protected areas are avionics
SERVICING. compartment air inlet, engine air inlet/accessory bay,
engine and APU exhausts, pitot tubes, IRCM transmitter
The transmission oil supply is in the sump case with the and APU air inlet and main transmission oil cooler
filler port and dipstick gage on the right rear of the main exhaust. Covers and plugs should be installed whenever
module. When filling is required, oil is poured through the the helicopter is to be on the ground for an extended
filler tube on the main module case, and oil level is period of time. Each cover may be installed independently
checked by a dipstick marked FULL and ADD, or FULL of the others.
2-115
TM 1-1520-237-10
2.98 MOORING. 2. Uncoil tiedown rope.
Mooring fittings (Figure 2-29) are installed at four 3. Repeat steps 1. and 2. for each remaining
points on the helicopter. Two fittings are at the front of the blade.
fuselage, one above each main landing gear strut, and two
at the rear, one attached to each side of the aft transition 4. Turn blade to about 45° angle to centerline of
section. These fittings are used to tie down the helicopter helicopter and engage gust lock.
when parked, and wind conditions require it.
2.98.1 Mooring Instructions. Refer to TM 1-1500- CAUTION
250-23 for mooring instructions.
2.98.2 Main Rotor Tiedown. Tiedown of the main ro-
Do not deflect main rotor blade tips more
tor should be done when the helicopter will be parked for a
than 6 inches below normal droop posi-
period of time or when actual or projected wind conditions
tion when attaching tiedowns. Do not tie
are 45 knots and above. To tie down main rotor blades:
down below normal droop position.
1. Turn rotor head and position a blade over cen-
5. Attach tiedown ropes to helicopter as shown in
terline of helicopter. Install tiedown fitting into
Figure 2-29. To release tiedown fitting, pull
receiver while pulling down on lock release
cable. Release cable when fitting is installed in down on lock release cable and remove fitting
blade receiver. from blade.
2-116
TM 1-1520-237-10
APU EXHAUST
IRCM TRANSMITTER PLUG
APU AIR INLET,
PITOT TUBE COVER AND TRANSMISSION
AND WARNING STREAMER OIL COOLER COVER
(LEFT AND RIGHT SIDE)
ENGINE EXHAUST
PLUGS (LEFT AND HELICOPTER TAIL
ROTOR BLADE
A TIEDOWN ROPE RIGHT SIDE) TIEDOWN CABLE
(LEFT AND RIGHT
(ON EACH BLADE) SIDE)
AVIONICS ENGINE AIR INLET / ACCESSORY
COMPARTMENT BAY COVER
AIR INLET COVER (LEFT AND RIGHT SIDE)
B
HELICOPTER TIEDOWN CABLE
(LEFT AND RIGHT SIDE)
MAIN ROTOR FITTING ASSEMBLY
BLADE
WARNING LOCK RELEASE
STREAMER CABLE
B A
LANDING GEAR RECEIVER
DRAG STRUT
LOCK ASSEMBLY
TIEDOWN ROPE
WARNING
STREAMER
HT
G
LOCK RELEASE
M
CABLE
RE
TIEDOWN LINE
(LEFT AND
RIGHT SIDE)
AA0522A
SA
Figure 2-29. Mooring
2-117/(2-118 Blank)
TM 1-1520-237-10
CHAPTER 3
AVIONICS
Section I GENERAL
3.1 DESCRIPTION. 3.3 AVIONICS POWER SUPPLY.
The avionics subsystem consists of the communications Primary power to operate the avionics systems is
equipment providing VHF-AM, VHF-FM, and UHF-AM provided from the No. 1 and No. 2 dc primary buses, the
communications. The navigation equipment includes LF- dc essential bus and No. 1 and No. 2 ac primary buses.
ADF, VOR, ILS, marker beacon, UH Doppler, UH The No. 1 VHF-FM and UHF radios as well as the as-
Doppler/GPS, and EH Integrated Inertial Navigation sociated KY-58 voice security systems may be operated on
System VHF-FM homing is provided through the No. 1 helicopter battery power. When operating all other avion-
VHF-FM communication radio. Transponder equipment ics equipment, helicopter generator output must be avail-
consists of a receiver-transmitter with inputs from able or external ac power connected. Function selector
barometric altimeter for altitude fixing. Absolute height is switches should be at OFF before applying helicopter
provided by a radar altimeter. Each antenna will be power.
described with its major end item and locations as shown
in Figure 3-1.
3.2 AVIONICS EQUIPMENT CONFIGURATION.
Equipment configuration is as shown in Table 3-1.
Table 3-1. Communication/Navigation Equipment
FACILITY NOMENCLATURE USE RANGE CONTROL
LOCATION
Intercommunication Interphone control Intercommunication between Stations within Lower
C-6533A/ARC crewmembers and control of helicopter console,
navigation and communication crewchief/
radio. gunner’s sta-
tions and
troop com-
mander’s sta-
tion at center
of cabin
overhead with
handset
3-1
TM 1-1520-237-10
Table 3-1. Communication/Navigation Equipment (Cont)
FACILITY NOMENCLATURE USE RANGE CONTROL
LOCATION
VHF AM and FM Radio Set Two-way voice communications *Line of sight UH Lower
communications (If AN/ARC-186(V) in the frequency range 30.0 console, EH
installed) VHF-AM/FM through 87.975 MHz and 116.0 ECM
through 151.975 MHz range. operator’s sta-
108.0 through 115.975 MHz tion
receive only. VHF-FM No. 2
Provisional.
FM communications Radio Set AN/ARC- Two-way voice communica- *Line of sight Lower console
201 VHF-FM tions, homing, frequency hop-
ping in 30.0 - 87.975 MHz
range. VHF-FM No. 1/2 and
MEP VHF-FM.
Improved Frequency IFM Amplifier AM- Variable RF power amplifier; FM 1 ARC-
Modulation 7189A/ARC increases output from FM 1 201 control
Amplifier (2.5, 10 or 40 watts out.) box
EH Amplifier control
C-11188A used only when
ARC-186 is installed.
UHF Radio-Transmitter Two-way voice communications *Line of sight UH Lower
communications Radio, RT-1518C/ in the frequency range of console, EH
ARC-164(V) 225.000 to 399.975 MHz with DF operator’s
UHF-AM HaveQuick I and II ECCM. station
EH Tunable TD-1336/A Allows narrow band use of Beneath seat
diplexer guard channel. of copilot
High frequency Radio Set Two way voice communications *Over the UH Lower
communications AN/ARC-220 in the frequency range of 2 to horizon console
29.9999 MHz.
Voice security TSEC/KY-58 Secure communications. Can be Not applicable Lower console
used with FM1, FM2 and UHF-
AM.
Voice security TSEC/KY-100 Secure communications. Used Not applicable Lower console
with HF AN/ARC-220.
Navigation Direction Finder Set Radio range and broadcast *50 to 100 miles Lower console
AN/ARN-89 (if in- reception; automatic direction range signals
stalled) AN/ARN- finding and homing in the fre-
149(V) (if installed). quency range of 100 to 3000
kHz. AN/ARN-149(V) tunable,
100 to 2199.5 kHz.
3-2
TM 1-1520-237-10
Table 3-1. Communication/Navigation Equipment (Cont)
FACILITY NOMENCLATURE USE RANGE CONTROL
LOCATION
Navigation Radio Receiving Set VOR/LOC/GS/MB navigational *Line of sight Lower console
AN/ARN-123(V) (if aid, VHF audio reception in the
installed) AN/ARN- frequency range of 108 to
147(V) (if installed) 117.95 MHz and marker beacon
receiver operating at 75 MHz.
AN/ARN-147(V) tunable, 108
to 126.95 kHz.
UH Navigation Doppler Navigation Provides present position or Lower console
Set AN/ASN-128 destination navigation informa-
tion in latitude and longitude
(degrees and minutes) or
Universal Transverse Mercator
(UTM) coordinates.
UH Navigation Doppler/GPS Provides present position or Lower console
Navigation Set destination navigation informa-
AN/ASN-128B tion in latitude and longitude
(degrees and minutes) or
Military Grid Reference System
(MGRS) coordinates. Combined
Mode is prime (default) mode
of operation where the GPS
updates Doppler present posi-
tion. When Doppler is in
memory (if not available), the
system switches to GPS only
mode. If GPS is jammed and/or
becomes unavailable, the
system automatically switches
to the Doppler only mode.
These modes of operation may
also be selected manually. Dop-
pler ONLY or GPS ONLY
navigation is selectable from
CDU.
3-3
TM 1-1520-237-10
Table 3-1. Communication/Navigation Equipment (Cont)
FACILITY NOMENCLATURE USE RANGE CONTROL
LOCATION
UH Navigation Doppler/GPS Provides present position or Lower console
Navigation Set destination navigation informa-
AN/ASN-128D tion in latitude and longitude
(degrees and minutes) or
Military Grid Reference System
(MGRS) coordinates. Combined
Mode is prime (default) mode
of operation where the GPS
updates Doppler present posi-
tion. Doppler ONLY or GPS
ONLY navigation is selectable
from CDU. These modes of
operation may also be selected
manually. This system also
provides Position, Velocity,
Time (PVT) and steering data to
the Pilot and Copilot’s Horizon-
tal Situation Indicator (HSI) and
Vertical Situation Indicator
(VSI), during Instrument Flight
Rules (IFR), Visual Flight Rules
(VFR) or Instrument
Meteorological Conditions
(IMC). During en route,
terminal flight or non-precision
approaches. External connector
on the SDC allows for GPS
HOT-START from a Precision
Lightweight GPS Receiver
(PLGR).
EH Integrated AN/ASN-132(V) Navigational Aid. Lower console
Inertial Navigation
System (IINS)
Navigation Gyro Magnetic Slaved gyrocompass. Lower console
Compass
AN/ASN-43
Navigation Attitude Heading Provides vehicle pitch, roll, Lower console
Reference Set magnetic heading, and turn rate
AHRS information.
Transponder Transponder Set Transmits a specially coded *Line of sight Lower console
AN/APX-100(V) reply to a ground-based IFF
radar Interrogator system.
3-4
TM 1-1520-237-10
Table 3-1. Communication/Navigation Equipment (Cont)
FACILITY NOMENCLATURE USE RANGE CONTROL
LOCATION
Altimeter Radar Altimeter Measures absolute altitude. 0 to 1500 feet Instrument
AN/APN-209 panel
NOTE
*Range of transmission or reception depends upon many variables including
weather conditions, time of day, operating frequency, power of transmitter,
and altitude of the helicopter.
3-5
TM 1-1520-237-10
TROOP
COMMANDERS VHF / FM
UH60A/UH60L HELICOPTERS
VHF−FM
VHF−FM NO. 2
NO. 1
ANTENNA
TRANSPONDER (IFF)
GPS ANTENNA ANTENNA (TOP)
INFRARED
COUNTERMEASURE
TRANSMITTER
VOR / LOC ANTENNA
(SAME BOTH SIDES)
HF ANTENNA
VHF−FM HOMING ANTENNA
(SAME BOTH SIDES)
RADAR WARNING
ANTENNA
MARKER
GLIDE BEACON
SLOPE DOPPLER RADAR ANTENNA RADAR
ANTENNA ANTENNA LF / ADF LOOP WARNING
WARNING ANTENNA
ANTENNA ANTENNA
UHF COMM
ANTENNA
RADAR
TRANSPONDER (IFF) WARNING
ANTENNA (BOTTOM) ANTENNA
RADAR VHF−AM / ADF SENSE
ALTIMETER ANTENNA
ANTENNA
BOTTOM VIEW
AA0355_1A
SA
Figure 3-1. Antenna Arrangement (Sheet 1 of 2)
3-6
TM 1-1520-237-10
MISSION VHF / FM
2ND BITE ANTENNA
EH60A HELICOPTERS
VHF−FM NO. 1
DF ANTENNA
INFRARED
COUNTERMEASURE
TRANSMITTER
DF ANTENNA
VOR / LOC ANTENNA
(SAME BOTH SIDES)
TRANSPONDER (IFF)
ANTENNA (TOP)
VHF−FM HOMING ANTENNA
(SAME BOTH SIDES)
MEP VHF−FM /
RADAR WARNING UHF VOICE LINK
ANTENNA ANTENNA RADAR
WARNING
GLIDE MARKER ALQ−156 ANTENNA
SLOPE RADAR BEACON ANTENNA
ALQ−156 WARNING ANTENNA
ANTENNA ANTENNA DF ANTENNA
ANTENNA LF / ADF LOOP
ALQ−162 ANTENNA
ANTENNA
MEP UHF ECM
DATA LINK ANTENNA
ANTENNA
VHF−FM
NO. 2
AIRCRAFT TAC
UHF COMM ANTENNA ALQ−156 DF
ANTENNA ANTENNA ANTENNA
TRANSPONDER (IFF) RADAR ALQ−162
ALQ−156 VHF−AM LF / ADF WARNING ANTENNA
ANTENNA RADAR SENSE ANTENNA ANTENNA (BOTTOM)
ANTENNA
ALTIMETER
ANTENNA
BOTTOM VIEW AA0355_2
SA
Figure 3-1. Antenna Arrangement (Sheet 2 of 2)
3-7
TM 1-1520-237-10
Section II COMMUNICATIONS
3.4 INTERCOMMUNICATION SYSTEM C-6533A RECEIVER SELECTOR
/ARC. SWITCH
Five intercommunication system (ICS) controls provide ON ON
1 2 3 4 5 AUX NAV
interior intercommunication capability between crewmem-
bers and with the troop commander’s position. They also
OFF OFF
provide a means by which the pilot and copilot may select 2 3
C C
and control associated radio equipment for voice transmis- O
1 4 O
sion and reception. Additional audio circuits may also be M ICS 5 N
M VOL HOT MIKE T
selected for constant monitoring. When the communication
control is operated in conjunction with equipment listed in
Table 3-1, it is used to select associated radio equipment OFF
for voice operations. The operator may select any one of
five transmitters and/or any or all of five receivers to TRANSMITTER
monitor. Four direct-wired audio circuits allow continuous SELECTOR AA0523
SWITCH SA
monitoring. Hands-free intercommunication is provided by
a hot mike feature. An exterior jack is to the front and Figure 3-2. Intercommunication Control Panel
below each gunner’s window. When the walkaround cord C-6533A/ARC
is connected to it, the crew chief can communicate with
the interior of the helicopter or with the other exterior jack
through the crew chief/gunner’s control panels. A placard CONTROL/ FUNCTION
installed on the instrument panel and above each troop- INDICATOR
cargo compartment ICS station control panel indicates VOL control Adjusts headphone volume level.
which receiver is selected when a selector switch is placed Transmitter sel-
ON. Power for the intercommunication system is provided ector switch
from the dc essential bus through circuit breakers marked
ICS PILOT and ICS COPILOT. ICS Enables intercom operation when
keyed.
3.4.1 Controls and Functions. Controls for the
1 Enables FM 1 transmission when
intercom/radios are on the front panel of the unit (Figure
keyed.
3-2). The function of each control is as follows:
2 Enables UHF transmission when
CONTROL/ FUNCTION keyed.
INDICATOR 3 Enables VHF transmission when
Receiver selector keyed.
switches (ON) 4 Enables FM 2 transmission when
keyed (provisions).
1 Connects FM 1 receiver to the 5 Enables HF transmission when
headphone. keyed.
2 Connects UHF receiver to the HOT MIKE Enables intercom transmission
headphone. switch without manual key.
3 Connects VHF receiver to the
headphone.
4 Connects FM 2 receiver to the 3.4.1.1 Intercommunication Keying Controls.
headphone. Keying of the ICS system is done by these controls:
5 Connects HF receiver to the
headphone. a. Pilot or copilot station. An ICS or RADIO switch
AUX Connects VOR/LOC audio to the on the top of each cyclic stick or by a switch on the floor
headphone. at the pilot’s left and the copilot’s right foot.
NAV Connects ADF/Marker Beacon
audio to the headphone. b. Crew chief/Gunner and Left Gunner. A pushbutton
at the end of the ICS cord or the exterior walkaround cord,
3-8
TM 1-1520-237-10
and foot switches on each side of the helicopter at the crew Press - speak into microphone while holding
chief/gunner’s and left gunner’s station. switch release to listen.
c. Troop commander. A push switch on the handset at 3.4.2.3.3 Troop Commander.
the troop commander’s station.
1. Transmitter selector - Desired position: 1
3.4.2 Normal Operation. through 5.
3.4.2.1 Primary Operation Check. There are several 2. Transmitter key switch on handset - Press -
methods of intercommunication operation. In all cases, no speak into microphone while holding switch;
operator action is required to receive intercom signals release to listen.
other than adjusting the VOL control for a comfortable
level at the headset. 3.4.2.4 Receiver Selection.
3.4.2.2 Intercommunication (All Stations). 1. Receiver selector switch(es) - ON as desired.
1. Transmitter selector switch ICS for pilot and 2. Adjust volume to a comfortable listening level.
copilot when using foot switch; any position
when using cyclic switch; ICS for crew chief/ 3.5 RADIO SET AN/ARC-186(V).
gunner, gunner, and troop commander.
Radio Set AN/ARC-186(V) (Figure 3-3) is a
2. Key switch - ICS switch on pilot’s or copilot’s lightweight multichannel airborne radio communications
cyclic or foot switch at pilot’s, copilot’s or set, which provides transmission, reception, and
crew chief/gunner, gunner positions, or push- retransmission of amplitude modulated (AM), frequency
to-talk button on crew chief/gunner’s ICS cord, modulated (FM) radio communications, and FM direction-
push-to-talk switch on troop commander al finding (homing) with installation of other associated
handset - Press - speak into microphone and equipment. AM reception only is provided on frequencies
listen for sidetone, release to listen. between 108.000 and 115.975 MHz. The transceiver has a
tunable main receiver and transmitter which operates on
3.4.2.3 External Radio Communication. All stations any one of 1,469 AM discrete channels, each spaced 25
of the helicopter are capable of external radio communica- kHz apart within the frequency range of 116.000 through
tions. 151.975 MHz, or 30.000 through 87.975 MHz FM,
providing 2,319 channels. FM homing operations within
3.4.2.3.1 Pilot and Copilot. the 30 through 87.975 MHz band. The fixed guard chan-
nels are between 116.000 and 151.975 MHz AM (usually
1. Transmitter selector - Desired position: 1 121.500 MHz) and between 30.000 and 87.975 MHz FM
through 5. (usually 40.500 MHz). The guard frequencies are preset
and only require selection by the frequency/emergency
2. RADIO push-to-talk switch on cyclic stick or select switch. Frequencies can be preset for 20 channels.
foot-operated push-to-talk switch - Press - VHF-AM installations cannot be used to transmit VHF-
speak into microphone while holding switch; FM signals. If an AM frequency is selected on an FM only
release to listen. installation, an audible tone would be heard, warning the
pilot of an out-of-band frequency selection. The same is
3.4.2.3.2 Crew Chief/Gunner. true in the case of selection of an FM frequency on an AM
installation. Keying the microphone for voice transmission
1. Transmitter selector - Desired position: 1 when in FM homing mode will disable the homing func-
through 5. tion while the mic is keyed. In FM homing mode, audio
reception is distorted. When using secured speech and
2. Push-to-talk switch on headset-microphone EMER FM or AM is selected, secure speech function will
cord or foot-operated push-to-talk switch - be disabled to enable normal voice communications.
3-9
TM 1-1520-237-10
Power to operate the AN/ARC-186(V) radio is provided CONTROL FUNCTION
from the No. 2 dc primary bus through a circuit breaker
marked VHF-AM for the AM radio, and from the No. 1
and No. 2 dc primary buses, respectively, through circuit 1.0 MHz selector Rotary switch. Selects rt frequency
breakers marked NO. 1 VHF-FM and NO. 2 VHF-FM in 1.0 MHz steps. Clockwise rota-
for the No. 1 and No. 2 VHF-FM radios. tion increases frequency.
10 MHz selector Rotary switch. Selects rt frequency
3.5.1 Antennas. in 10 MHz steps from 30 to 150
MHz. Clockwise rotation increases
a. UH The VHF-AM antenna is under the nose sec- frequency.
tion. The antenna operation is shared with ADF SENSE.
The No. 2 VHF-FM communications antenna is within the PRESET Selects preset channel from 1 to
leading edge fairing of the tail pylon drive shaft cover. The channel 20. Clockwise rotation increases
two FM homing antennas used with the No. 1 VHF-FM selector channel number selected.
radio are on each side of the helicopter fuselage, just VOL control Potentiometer. Clockwise rotation
behind the cockpit doors. increases volume.
b. EH The VHF-AM antenna is under the nose sec- SQDIS/TONE Three-position switch. Center posi-
tion. The antenna operation is shared with ADF sense. No. select tion enables squelch, SQDIS posi-
1 VHF-FM communications antenna is within the leading tion disables squelch, momentary
edge fairing of the tail pylon drive shaft cover. No. 2 TONE position transmits tone of
VHF-FM communications antenna is under the nose, approximately 1000 Hz.
forward of VHF-AM antenna. The two FM homing anten- Frequency Four-position rotary switch. PRE
nas used with the No. 1 VHF-FM radio are on each side of control/ position enables preset channel
the helicopter fuselage, just behind the cockpit doors. Emergency select selection, MAN position enables
switch manual frequency selection, EM-
3.5.2 Controls and Functions. Controls for the AN/ ER AM or FM selects a prestored
ARC-186(V) are on the control panels for the radio and guard channel (FM not used in
the IFM amplifer control panel. helicopters with panel-mounted
transceiver).
3.5.2.1 AN/ARC-186 Control Panel. The function of
each control on the AN/ARC-186 control panel is as NOTE
follows:
Selecting EMER AM or FM
CONTROL FUNCTION
automatically disables the secure
speech function and enables
0.025 MHz Rotary switch. Selects rt frequency normal voice communication.
selector in 0.025 MHz steps. Clockwise ro-
Mode selector Three-position rotary switch. OFF
tation increases frequency.
switch position disables receiver/ transmit-
0.1 MHz selector Rotary switch. Selects rt frequency ter, TR position enables transmit/
in 0.1 MHz steps. Clockwise rota- receive modes. DF position
tion increases frequency. enables FM homing.
3-10
TM 1-1520-237-10
10.0 MHZ 1.0 MHZ 0.1 MHZ
INDICATOR INDICATOR SELECTOR
10.0 MHZ 1.0 MHZ 0.1 MHZ 0.025 MHZ
SELECTOR SELECTOR INDICATOR INDICATOR
0.025 MHZ
SELECTOR
PRESET CHANNEL
INDICATOR
15 1 5 25 PRESET CHANNEL
SELECTOR
VOLUME
CONTROL
CHAN
FREQUENCY EMER
CONTROL / FM 20
MAN
EMERGENCY
SELECT SWITCH AM PRE VOL
SNAP−ON
V COVER
S
H Q T
O
F D
N
I
DF S E
TR WB LOCK 1 6 11 16
OUT
2 7 12 17
NB FM AM
OFF 3 8 13 18
MEM 4 9 14 19
AM
MODE SQUELCH LOAD
FM 5 10 15 20
SELECT SQUELCH
SWITCH
SQUELCH AM BANDWITH / FM SQUELCH BAND LOCKOUT
DISABLE / SQUELCH MEM LOAD CONTROL SWITCH
TONE CONTROL SWITCH
SELECT
(PANEL−MOUNTED TRANSCEIVER) AA0361_1
SA
Figure 3-3. VHF Control AN/ARC-186(V) (Sheet 1 of 2)
3-11
TM 1-1520-237-10
VOLUME 10.0 MHz 1.0 MHz 0.1 MHz 0.025 MHz
CONTROL INDICATOR INDICATOR INDICATOR INDICATOR
10.0 MHz 1.0 MHz 0.1 MHz
SELECTOR SELECTOR SELECTOR
SQUELCH
DISABLE /
TONE SELECT
V
O 14 1 0 50 C
L O
S T M
Q O M
D N
I E
S EMER 0.025 MHz
FM AM PRESET SELECTOR
DF
MAN LOAD 9
PRE TR
FREQUENCY OFF
CONTROL
SELECT
SWITCH MODE
SELECTOR
SWITCH
LOAD PRESET PRESET
PUSHBUTTON CHANNEL CHANNEL
SWITCH INDICATOR SELECTOR
THUMBWHEEL
AA0361_2A
SA
Figure 3-3. VHF Control AN/ARC-186(V) (Sheet 2 of 2)
CONTROL FUNCTION CONTROL FUNCTION
Bandwidth/ Three-position switch NB (NAR- FM SQUELCH Screwdriver adjustable
MEM LOAD ROW) position enables narrow- control (On potentiometer. Squelch overridden
(On helicopters band selectivity WB (WIDE) helicopters with at maximum counterclockwise
with panel- enables wideband selectivity in the panel-mounted position, clockwise rotation
mounted trans- FM band, momentary MEM transceiver). (Use increases input signal required to
ceiver).On LOAD position allows manually of control is a open the squelch.
helicopters with selected frequency to go into maintenance
half-size remote selected preset channel memory. function).
control panel, the
Band Screwdriver settable three-position
memory switch is
LOCKOUT switch. Center position enables
labeled LOAD.
switch (On both AM and FM bands, AM posi-
Bandwidth
helicopters with tion locks out AM band, FM posi-
switch is inacces-
panel-mounted tion locks out FM band. (Band
sible.
transceiver). (Use lockout is indicated by a warning
AM SQUELCH Screwdriver adjustable of control is a tone.)
control (On potentiometer. Squelch overridden maintenance
helicopters with at maximum counterclockwise function).
panel-mounted position, clockwise rotation
transceiver)(Use increases input signal required to
of control is a open the squelch.
maintenance
function).
3-12
TM 1-1520-237-10
3.5.3.1 Starting Procedure. Before starting radio set,
check settings of controls that pertain to communication
equipment. With dc power applied, radio set is turned on
with mode selector in any position other than OFF or
LOW NORM FAULT
EMER.
F
M TEST HIGH VPA RF IN
LAMP 3.5.3.2 Operational Check. Select mode and com-
municate with or direction to the ground station on
OFF
selected frequencies in low, middle, and high range of ap-
plicable frequency band. Check the action of the volume
control and note that the selected frequencies are heard
loud and clear. Check that adequate sidetone is audible
during all transmissions.
AA9242 3.5.3.2.1 Communications Mode Check.
SA
Figure 3-4. IFM Amplifier Control 1. Mode select switch - TR.
2. Select out-of-band frequency to check warn-
3.5.2.2 IFM Amplifier Control. ing. (On helicopters with panel-mounted
transceivers.)
NOTE
3. Select frequency of station to be used for
IFM amplifier control installed in EH-60A
check, MAN or PRE as desired.
helicopters with ARC-186 as VHF-FM No.
1 (Figure 3-4).
4. Communicate with check station.
The function of each control on the IFM amplifier
NOTE
control panel is as follows:
CONTROL FUNCTION • Transmitting with the AN/ARC-186 FM#2
radio may cause the LF-ADF (AN/ARN-89)
bearing pointer to deflect and lose audio
OFF (Bypass amplifier) - 10 watts.
when tuned to a station 400 kHz or below.
LAMP Tests indicator lights. Releasing the transmitter key allows the
LF-ADF receiver to return to the normal
TEST Checks IFM amplifier. audio and bearing indication.
LOW (Low power) - 2.5 watts.
• Transmitting with the AN/ARC-186 VHF/
NORM (Normal power) - 10 watts. AM radio on frequencies from 120 MHz
and above may cause the LF-ADF (AN/
HIGH (High power) - 40 watts.
ARN-89) bearing pointer to deflect and lose
audio when tuned to a station below 1500
3.5.3 Modes of Operation. Depending on the settings kHz. Releasing the transmitter key allows
of the operation controls, the radio set can be used for the LF-ADF receiver to return to the normal
these modes of operation: audio and bearing indication.
a. Two-way voice, normal (TR). 3.5.3.2.2 FM Homing Mode Check.
b. When voice security system is installed, refer to 1. Select frequency of station to be used for
paragraph 3.8. homing.
c. Constant monitoring of guard channel 121.5 MHz 2. Mode select switch - DF.
only.
3. Frequency control select switch - MAN or
d. Guard receive and transmit only (EMER). PRE as desired.
3-13
TM 1-1520-237-10
4. Check for homing indication. NOTE
Do not disable squelch when retransmit
3.5.3.2.3 Squelch Disable/Tone Check.
switches are in retransmit position. Squelch
level is used to key transmitter for
1. Select SQ DIS - Check for noise.
retransmission.
2. Select momentary TONE, check for tone of
1. Establish two base stations at unrelated fre-
about 1000 Hz.
quencies.
3.5.3.2.4 Preset Channel Load.
2. Set appropriate receiver-transmitter to desired
retransmit frequency.
1. Mode select switch - TR.
3. Place RADIO TRANSMISSION selector
2. Frequency control select switch - MAN.
switch to radios to be used.
3. Set MHz frequency for desired channel and
4. Establish communication between base stations
rotate PRESET channel to number to be used
through helicopter radios.
with that frequency using channel selector
thumbwheel.
5. Note that selected frequencies are heard loud
and clear and that received audio is present
4. LOAD button - Press and release.
and clear at each crew station.
5. Repeat steps 3. and 4. for other preset chan- 3.5.5 Stopping Procedure.
nels.
Mode Selector - OFF.
3.5.4 Normal Operation.
3.6 RADIO SET AN/ARC-201 (VHF-FM) (IF
3.5.4.1 TR Mode AM or FM as Applicable. INSTALLED).
1. Set OFF-TR-DF switch to TR. Radio set AN/ARC-201 (Figure 3-5) is an airborne
VHF-FM radio receiving-transmitting set compatible with
2. Set frequency control select switch to MAN or the Single Channel Ground Airborne Radio Sets (SING-
PRE. CARS) Electronic Counter Countermeasures (ECCM)
mode of operation. The set provides communications of
3. Rotate four MHz selectors to desired frequency voice and data, secure or plain text, and homing over the
or set PRESET channel number as desired. frequency range of 30 to 87.975 MHz channelized in 25
kHz steps. A frequency offset tuning capability of -10 kHz,
-5 kHz, +5 kHz and +10 kHz is provided in both transmit
3.5.4.2 Emergency Mode AM or FM as Applicable. and receive mode; this capability is not used in ECCM
mode. The set, when used in conjunction with the TSEC/
1. Mode select switch - TR or DF. KY-58 equipment, is used for receiving and transmitting
clear-voice or X-mode communications. An additional
2. Frequency mode selector switch - EMER AM capability for retransmission of clear-voice communica-
or FM as applicable. tions allows use of the set as a relay link. During
retransmission, when one radio receives a signal, it sends a
3.5.4.3 FM Homing Mode. keying signal to the second radio and the first radio’s
received audio modulates the second radio’s transmitter.
1. Mode select switch - DF. Use of the homing capability of the No. 1 FM radio set
provides a steering output to the VSI course deviation
2. Frequency control select switch - MAN or pointer for steering indications. No. 1 VHF-FM receives
PRE. power from the dc essential bus through a circuit breaker
marked NO. 1 VHF-FM. No. 2 VHF-FM receives power
3.5.4.4 Retransmission Mode. Perform a retransmis- from the No. 1 dc primary bus through a circuit breaker
sion check as follows: marked NO. 2 VHF-FM.
3-14
TM 1-1520-237-10
3.6.1 Antennas. CONTROL FUNCTION
a. UH The No. 1 VHF-FM communications antenna is
on top of the tail rotor pylon. The No. 2 VHF-FM antenna MODE
is within the leading edge fairing of the tail pylon drive HOM Homing antennas selected; com-
shaft cover. The FM homing antennas, one on each side of munication antenna disconnected.
the fuselage, are used with FM No. 1 radio set. The troop Provides pilot with steering, station
commander’s antenna is on the upper trailing edge of the approach and signal strength
tail pylon. Refer to Chapter 4, Section I for use of troop indicators.
commander’s antenna.
SC Single Channel. Operating frequen-
b. EH The No. 1 VHF-FM communications antenna is cy is selected by PRESET switch
within the leading edge fairing of the tail pylon drive shaft or keyboard entry.
cover. The No. 2 VHF-FM antenna is under the nose sec-
FH Frequency Hopping. PRESET
tion. The FM homing antennas, one on each side of the
switch positions 1-6 select frequen-
fuselage, are used with FM No. 1 radio set. the troop
cy parameters.
commander’s antenna in on the upper trailing edge of the
tail pylon. Refer to Chapter 4, Section I for use of troop FH-M Frequency hopping-master selects
commander’s antenna. control station as the time standard
for communicating equipment.
3.6.2 Controls and Functions. Controls for the
ARC-201 are on the front panel. The function of each PRESET
control is as follows: MAN Used in single channel mode to
CONTROL FUNCTION select any operating frequency in
25 kHz increments.
OFF Primary power off; Positions 1-6 In SC mode, preset frequencies are
Memory battery power ON. selected or loaded. In FH or FH-M
mode, frequency hopping nets are
TEST RT and ECCM modules are tested, selected.
Results: GOOD or FAIL.
CUE Used by a non-ECCM radio to
SQ ON RT on with squelch. signal ECCM radio.
SQ OFF RT on with squelch disabled. IFM RF PWR (VHF-FM No. 1 only)
RXMT RT is receiving. Used as a radio
relay link. NOTE
LD Keyboard loading of preset fre- This switch is inactive for VHF-
quencies. FM No. 2, leave switch in OFF
position.
LD-V TRANSEC variable loading is
enabled. OFF (Bypass amplifier) - 10 watts.
Z-A Pull and turn switch. (Not an LO (Low power) - 2.5 watts.
operational position). Used to clear NORM (Normal power) - 10 watts.
the TRANSEC variable.
HI (High power) - 40 watts.
STOW Pull and turn switch. All power
removed. Used during extended VOL control Adjust receiver volume to comfort-
storage. able level.
3-15
TM 1-1520-237-10
PRESET IFM RF PWR
2 3 4 NORM HI
1 5 LO
MAN 6 OFF
CUE L E
1 2 3 FREQ
MODE
ERF HOM
4 5 6 SC
FUNCTION OFST
FH
RXMT FH−M
SQ OFF LD L
7 8 9 TIME
SQ ON LD−V
TEST Z−A
CLR H−Ld Sto
OFF STOW 0 ENT
VOL
AA9243
SA
Figure 3-5. FM Control AN/ARC-201
CONTROL FUNCTION 2. Two-way voice, secure voice, when TSEC/
KY-58 is installed. Refer to paragraph 3.8.
KEYBOARD 3. Two-way voice, frequency hopping (FH or
FH-M). Secure voice can be used at the same
Switches 1-9 To key in any frequency, load time
time if desired.
information or offsets.
FREQ Display current operating frequen- 4. Homing (HOM).
cy during single channel (manual
or preset) operation. 5. Retransmission (Function - RXMT).
ERF/OFST Modify single channel operating
frequency, manually selected or 3.6.4 Normal Operation.
preset, to include offsets of 65
kHz or 610 kHz. 3.6.4.1 Starting Procedure. The radio is capable of
operating in any of the modes indicated by the MODE
TIME Used to display or change the time selector switch and retransmission on the FUNCTION
setting maintained within each RT. switch.
Sto Store or enter any frequency into
ENT RT; store a received HOPSET or 3.6.4.2 Single Channel (SC) Mode.
LOCKOUT set held in holding
memory. 1. FUNCTION switch - SQ ON or SQ OFF.
H-Ld Enter zeros; initiate transfer of EC- 2. MODE switch - SC.
0 CM parameters.
CLR Zeroize the display; clear errone- 3. PRESET switch - MAN.
ous entries.
4. Push FREQ then CLR button. The display
will show all bottom dashes.
3.6.3 Modes of Operation. Depending on the setting
of the operating controls, the radio set can be used for 5. Enter frequency - 5 digits.
these modes of operations:
6. Push Sto button. The display will flash once to
1. Two-way voice, normal (SC). acknowledge correctly entered frequency.
3-16
TM 1-1520-237-10
7. ICS transmitter selector - Position 1 (FM No. c. Station passage will be indicated by
1), or position 4 (FM No. 2). course deviation change and CIS MODE
SEL NAV switch light going out and
8. Radio push-to-talk switch - Press to talk; HDG switch light going on.
release to listen.
3.6.4.6 Retransmission (RXMT). Retransmission
3.6.4.3 Enter Frequency into PRESET. (Figure 3-9) permits helicopter to be used as an airborne
relay.
1. FUNCTION switch - LD.
1. FUNCTION switch - RXMT.
2. PRESET switch - Desired number 1 to 6.
2. Frequency(s) - Select.
3. MODE switch - SC.
3. RADIO RETRANSMISSION selector switch
4. Push FREQ then CLR button. The display - Set to radios used.
will show all bottom dashes.
4. Establish communications between each relay
5. Enter frequency - 5 digits. in helicopter and its counterpart radio at the
terminal station by using appropriate ICS
6. Push Sto. The display will flash once. TRANS selector. If audio monitoring is
desired, adjust VOL control for suitable
7. Repeat steps 1. through 6. for each desired output.
preset channel.
3.6.5 Stopping Procedure. FUNCTION switch -
3.6.4.4 Frequency Hopping (FH or FH-M) Mode. OFF.
1. MODE switch - FH or FH-M. 3.7 RECEIVER-TRANSMITTER RADIO, RT-1518C/
ARC-164(V).
2. PRESET switch - Select net (1-6).
Radio Receiver-Transmitter, RT-1518C/ARC-164(V)
(Figure 3-6), is an airborne, ultra-high frequency (UHF),
3. FUNCTIONswitch - SQ ON or SQ OFF.
amplitude-modulated (AM), radio transmitting-receiving
(transceiver) set with Have Quick II (provides Have Quick
3.6.4.5 Homing (HOM) Mode (FM No. 1 Only). I and Have Quick II capabilities). Have Quick provides
electronic counter countermeasures (ECCM) which use a
1. Enter or select frequency - MAN or PRESET. frequency hopping scheme to change channels multiple
times per second. The RT-1518C/ARC-164(V) contains a
2. MODE switch - HOM. multichannel, electronically tunable main transmitter and
receiver and a fixed-tuned guard receiver. The main
3. MODE SEL panel - FM HOME. transceiver operates on any one of 7,000 channels, spaced
in 0.025 MHz units in the 225.000 to 399.975 MHz UHF
4. CIS MODE SEL - NAV. military band. The guard receiver is always tuned to
243.000 MHz. The radio is primarily used for voice com-
5. Observe homing indicators on vertical situation munications. An additional capability for retransmission
indicator (VSI). These are: allows use of the radio as a relay link. The radio interfaces
with the Doppler/GPS Navigation Set (DGNS) AN/ASN-
a. FM navigation (NAV) flag will move 128B to obtain time of day. Power to operate the ARC-
from view, and will come into view if the 164(V) radio is from the dc essential bus through a circuit
received signal is too weak. breaker marked UHF AM.
b. A steering (course indicator) pointer 3.7.1 Antenna. The UHF antenna is under the fuselage
moves either left or right about 5° to transition section or EH under the fuselage below the
indicate any deviation from the course to copilot’s seat. The antenna provides a path for both the
the transmitting station. transmitted and received UHF communication signals. The
3-17
TM 1-1520-237-10
FREQUENCY /
STATUS CHANNEL
A INDICATOR CHANNEL
INDICATOR
SELECTOR
FREQUENCY
COVER
CH FREQ 7 14
1 8 15
CHAN
2 9 16
TEST
DISPLAY 3 10 17
BUTTON 4 11 18
5 12 19
6 13 20
STATUS
BUTTON
TEST
FREQUENCY DISPLAY STATUS
SELECTOR 2
U
H
A FREQUENCY
FREQUENCY
3
F SELECTOR 5
SELECTOR 1
2
VOL
PRESET FREQUENCY
MAIN BOTH MNL GRD SELECTOR 4
OFF ADF
SQUELCH
T TONE OFF ON
MODE
SELECTOR
SQUELCH MNL−PRESET−GRD
FREQUENCY VOLUME SWITCH
SELECTOR 3 SELECTOR
CONTROL
T TONE
SWITCH
MAIN ZERO FILL
SQUELCH SWITCH CONNECTOR
CONTROL
ZERO
F
MN SQ I
L
LOAD GD SQ
L
GUARD
LOAD SQUELCH
BUTTON CONTROL
AB2433A
SA
Figure 3-6. UHF Control, AN/ARC-164(V)
3-18
TM 1-1520-237-10
EH-60 AN/ALQ-151(V) mission package has two UHF CONTROL FUNCTION
radios that utilize the existing fuselage transition section
conformal antenna for the voice link. The mission package
also includes the data link antenna under the fuselage VER/OP Indicates radio is in normal operat-
where the cargo hook would normally be installed. ing mode.
M-LOAD Indicates radio is in MWOD load
3.7.2 Tunable Diplexer. EH The tunable diplexer
mode.
(TD-1336/A) is connected between the antenna and the
output of the ARC-164(V). When properly tuned, the di- ERASE Indicates radio is in MWOD erase
plexer acts as a bridge network isolating signals of similar mode.
frequency which share the same antenna. The diplexer al-
lows the guard channel in the ARC-164(V) guard receiver FMTCNG Indicates radio is in Frequency
to be monitored while other frequencies in the main Management Training Change
transmitter-receiver are being used. mode.
FILL Indicates a keyfill device is con-
3.7.3 Controls and Functions. Controls for the nected to the front panel FILL
ARC-164(V) are on the front panel of the unit. The func- connector.
tion of each control is as follows:
WOD OK Indicates a valid WOD was suc-
CONTROL FUNCTION
cessfully received from the keyfill
device.
CHAN indicator Displays selected channel when
BAD Indicates no WOD or a bad parity
MNL-PRESET-GRD selector is
WOD was received from the key-
set to PRESET, or displays
fill device.
selected memory location when
radio is in the MWOD load mode STATUS button Initiates an alternate display on the
or FMT change mode. frequency/status and CHAN
indicators for five seconds.
Preset channel Selects one of 20 preset channels.
selector Also selects the desired memory
location when radio is in the
MWOD load mode (20-14), Frequency Selects 100s digit of frequency
manual TOD entry mode (1), or selector 1 (A, 3, (either 2 or 3) in MHz in the single
FMT change mode (20-5). 2 HQ only) frequency mode. Selects the
desired WOD elements or net
TEST Lights all segments of the number in AJ (Have Quick) mode.
DISPLAY frequency/status and CHAN
button indicators. Also used with T A Selects AJ mode.
TONE switch for manual clock 3 Allows manual selection of fre-
start. quencies in the 300 MHz range
(3XX.XX).
Frequency/status Displays the individual frequency 2 Allows manual selection of fre-
indicator selector settings or any of the fol- quencies in the 200 MHz range
lowing operator prompts: (2XX.XX).
REMOTE Not used.
3-19
TM 1-1520-237-10
CONTROL FUNCTION CONTROL FUNCTION
Frequency Selects 10s digit of frequency (0 VOL control Adjusts volume.
selector 2 through 9) in MHz. Selects the
desired WOD elements or net SQUELCH Disables and enables squelch of
number in AJ (Have Quick) mode. switch main receiver.
Frequency Selects units digit of frequency (0 MNL-PRESET- Selects method of frequency
selector 3 through 9) in MHz. Selects the GRD selector selection:
desired WOD elements or net MNL Allows manual selection of fre-
number in AJ (Have Quick) mode. quency using the five frequency
Frequency Selects tenths digit of frequency (0 selectors.
selector 4 through 9) in MHz. Selects the PRESET Allows selection of frequency from
desired WOD elements or net preset channels (1-20) using the
number in AJ (Have Quick) mode. channel selector. Along with
Frequency Selects hundredths and thousandths LOAD button, also used when
selector 5 digits of frequency (.00, .25, .50, programming the 20 preset chan-
or .75) in MHz. Selects the desired nels.
WOD elements or net number in GRD Automatically tunes the radio main
AJ (Have Quick) mode. receiver and transmitter to the
guard frequency (243.000 MHz),
and disables the guard receiver.
Mode selector Selects operating mode function:
MN SQ control Adjusts level of squelch for main
OFF Turns power off. receiver.
MAIN Enables main receiver and ZERO switch Erases all MWOD elements.
transmitter.
LOAD Loads frequency data displayed on
BOTH Enables main receiver, transmitter, button the frequency/status indicator into
and guard receiver. preset channels 1-19 as selected by
channel selector. Preset channel 20
ADF Not used.
is reserved for loading MWOD
T TONE switch Three position toggle switch: operating mode data (220.0XX).
middle position is off, and T and
GD SQ control Adjusts level of squelch for guard
TONE are spring loaded. When
receiver.
placed in the TONE position,
transmits a 1,020 Hz DF tone on Fill connector Connects a keyfill device to radio
the selected frequency and stops for automatic loading of MWOD.
when switch is released. If radio
TOD clock is started, the TONE
position transmits the TOD mes- 3.7.4 Modes of Operation. The radio has three differ-
sage data followed by the DF tone. ent methods of frequency selection as determined by the
When placed in the T position, position of the MNL-PRESET-GRD selector. The radio
enables reception of TOD message can operate in MAIN, BOTH, or ADF.
for one minute. The T TONE
switch also initiates manual TOD 3.7.4.1 Normal Mode. The normal mode allows two-
clock start, loads and erases way voice communications.
MWOD elements, and loads FMT-
net operating frequencies when 3.7.4.2 Secure Speech (x-mode) Mode. The secure
radio is in the respective MWOD speech mode allows secure two-way voice communica-
operating mode. tions. Operation is identical to the normal mode.
3-20
TM 1-1520-237-10
3.7.4.3 ADF Mode. This mode is not normally used. 3.7.4.7.2 Multiple Word-Of-Day (MWOD). MWOD
Transmission from the radio is normally not possible with allows loading of up to six WODs either manually or
the mode selector in the ADF position. automatically (maintenance can load the radio using a
keyfill device). Each WOD contains a unique date code
3.7.4.4 1,020 Hz Tone Signal Mode. This mode al- that is entered in memory location (channel) 14. The four
lows transmission of a 1,020 Hz tone. MWOD operating modes: VER/OP, M-LOAD, ERASE,
and FMTCNG are used to initiate various programming
3.7.4.5 Guard Channel Mode. The BOTH position functions.
allows use of the main receiver while monitoring the guard
receiver. The guard receiver is always tuned to 243.000 3.7.4.7.3 Time-Of-Day (TOD).
MHz.
NOTE
3.7.4.6 Retransmit Mode. Retransmission permits the
helicopter to be used as an airborne relay link. Two RTs Automatic TOD is provided from the
(Figure 3-9) are required for operation as a relay unit. Doppler/GPS Navigation Set AN/ASN-
Operation in the retransmit mode is identical to the normal 128B.
mode.
TOD allows radios to operate together in the AJ mode.
3.7.4.7 Have Quick/Anti-Jam Mode. The Have Quick Transmission and reception are possible in both single fre-
II system provides jam resistant (antijamming) capability quency and AJ modes. Slightly garbled but otherwise ac-
through frequency hopping. Frequency hopping is when ceptable communications indicate the radios have drifted
the frequency being used for a given channel is automati- out of synchronization. A time update/resynchronization
cally changed at a rate common to the transmitter and corrects this. If single WOD is used, an operational date is
receiver. The jam resistance of the system is due to the not necessary.
automatic frequency changing and the pseudorandom pat-
tern of frequencies used. Certain criteria are necessary for 3.7.4.7.4 TOD Clock Manual Start. When TOD from
successful system operations. These are: a Universal Coordinated Time (UTC) source is not avail-
able, the TOD clock can be manually started and used in
1. Common frequencies. the AJ mode. The manually started TOD clock is set to a
time completely independent of UTC. Other radios may
2. Time synchronization. also communicate using this uncoordinated time once the
time has been transmitted to all radios in the net.
3. Common hopping pattern and rate. 3.7.4.7.5 Net Number. The net number programs the
entry point in the AJ frequency hopping pattern, allowing
4. Common net number. multiple radio net operations using a common WOD and
TOD without interfering with each other. Selecting A with
The common frequencies are programmed into all Have frequency selector 1 places the radio in AJ mode and
Quick radios. Time synchronization is provided via UHF programs the radio to use the net number selected by fre-
radio and/or hardware by an external time distribution quency selectors 2, 3, and 4. The net number begins with
system. A time-of-day (TOD) signal must be received A and is followed by three digits (000 to 999).
from the time distribution system each time the radio is
turned on. The hopping pattern and hopping rate are Operational Net Numbers. The last two digits
determined by the operator inserted word-of-day (WOD). designate the frequency table being used. Net
In the AJ mode, a communications channel is defined by a numbers ending in 00 select the original A-net and
net number. In addition to these Have Quick I capabilities, B-net frequency table. Net numbers ending in 25
Have Quick II provides two new frequency tables; select the new NATO/Europe frequency table. Net
multiple word-of-day (MWOD); MWOD erase capability; numbers ending in 50 select the new non-NATO/
Frequency Management Training net (FMT net) in addi- Europe frequency table. Net numbers ending in 75
tion to existing Training net (T net); and operational date are reserved for future use and will generate an
information as part of TOD for proper WOD initialization. invalid net alarm (pulsating warning tone).
3.7.4.7.1 Word-Of-Day (WOD). WOD is entered by Training/FMT Net Numbers. T-net and FMT-net
using one or more of the six preset channels (15-20). training numbers are available for training purposes.
3-21
TM 1-1520-237-10
In the T-net training mode, the radio hops among 3. Frequency selector/channel selector - As
five frequencies loaded in with the WOD. In the desired.
FMT-net training mode, the radio hops among
sixteen frequencies. 4. T TONE switch - Press to TONE to transmit
the 1,020 Hz signal.
3.7.4.7.6 Conference Capability. In the AJ mode, the
radio is able to receive and process two simultaneous 3.7.5.4 Guard (Emergency) Channel Mode.
transmissions on the same net. In a conference net, the
second transmitting radio automatically shifts its transmis- Guard frequency only:
sion frequency 25 kHz when it monitors a transmission on
the primary net frequency. The wide band receiver reads 1. Mode selector - BOTH.
both transmissions without the interference normally as-
sociated with two radios transmitting simultaneously on 2. MNL-PRESET-GRD selector - GRD (main
the same frequency. Conference capability is enabled or receiver and transmitter are both tuned to
disabled by the last two digits of the WOD element loaded 243.000 MHz).
in memory location (channel) 19. If the WOD element
ends with 00 or 50, conferencing is enabled. If the WOD Guard frequency and main receiver/transmitter
element ends with 25 or 75, conferencing is disabled. frequency:
When operating in secure speech mode, conferencing is
automatically disabled. If operating in AJ mode on a single 1. Mode selector - BOTH.
element WOD (memory location (channel) 20 only), con-
ferencing is enabled by default. For training mode opera- 2. MNL-PRESET-GRD selector - MNL or
tion, conferencing is always enabled. PRESET.
3.7.5 Operation. 3. Frequency selector/channel selector - As
desired for main receiver/transmitter.
3.7.5.1 Normal Mode.
4. ICS transmitter selector switch - Position 2.
1. Mode selector - MAIN.
5. Establish communication by keying transmitter
2. MNL-PRESET-GRD selector - As desired. and speaking into microphone. Release to
listen and adjust volume for a comfortable
3. Frequency selector/channel selector - As level.
desired.
3.7.5.5 Retransmit Mode.
4. ICS transmitter selector switch - Position 2.
1. RADIO TRANSMISSION selector - Set to
desired radios.
5. Establish communication by keying transmitter
and speaking into microphone. Release to
2. Mode selector - MAIN.
listen and adjust volume for a comfortable
level.
3. MNL-PRESET-GRD selector - As desired.
3.7.5.2 Secure Speech Mode. 4. Frequency selector/channel selector - As
desired.
1. Refer to paragraph 3.8 for voice security
system procedures. 5. ICS transmitter selector switch - Position 2.
2. Refer to 3.7.5.1 for normal mode procedures. 6. Establish communication between each relay
radio in helicopter and its counterpart radio
3.7.5.3 1,020 Hz Tone Signal Mode. link terminal station.
1. Mode selector - MAIN. 3.7.5.6 Have Quick/AJ Mode.
2. MNL-PRESET-GRD selector - As desired. 1. Mode selector - MAIN or BOTH.
3-22
TM 1-1520-237-10
2. W O D o r M W O D - L o a d p e r p a r a g r a p h 6. If needed, repeat steps 3. through 5. for chan-
3.7.5.6.1 or 3.7.5.6.2. nels 19 - 15.
3. TOD - Synchronize per paragraph 3.7.5.6.4. 7. Initialization: a single beep is heard on each
channel with a WOD element with the excep-
4. Verify/operate mode (MWOD only) - Select tion of the final WOD element which has a
per paragraph 3.7.5.6.3. double beep. This indicates the end of WOD
elements and initialization is complete.
5. MNL-PRESET-GRD selector - MNL.
8. MNL-PRESET-GRD selector - MNL.
NOTE
3.7.5.6.2 Manual MWOD Loading.
• A steady warning tone is heard when the AJ
mode is selected and a TOD or a valid NOTE
WOD has not been entered.
• If the frequency selectors are not used
• The A cannot be stored in preset channel
within five seconds, the frequency/status
memory. If loading a net number into a
indicator reverts to the M-LOAD display.
preset channel is attempted, the A is ac-
Pressin g th e STATUS b u tto n al l ows
cepted as a 3.
reviewing of the frequency settings.
6. Frequency selector 1 - A.
• When the current operational date is
7. Frequency selectors 2, 3, 4 - Enter net number. updated in the radio at midnight (Greenwich
A pulsating warning tone is heard if an invalid Mean Time), the radio automatically reini-
operating net is selected. tializes with the WOD having the same date
code.
8. Establish communication by keying transmitter
and speaking into microphone. Release to 1. Mode selector - MAIN.
listen and adjust volume for a comfortable
level. 2. MNL-PRESET-GRD selector - PRESET.
3.7.5.6.1 Manual WOD Loading. 3. Channel selector - Channel 20.
NOTE 4. Frequency selectors - Set 220.025 MHz to
select MWOD load mode.
• If power is lost, or if channel 20 is selected
when the MNL-PRESET-GRD selector is 5. LOAD button (under frequency cover) - Press.
in the PRESET position, reinitialization of
all WOD elements is necessary. 6. MNL-PRESET-GRD selector - MNL.
• Use of all channels may not be necessary. 7. Frequency selectors - Set WOD element.
Any unused channels can be used to store
selected preset frequencies. 8. T TONE switch - Press to TONE, then release
and note a single beep to ensure WOD element
1. Mode selector - MAIN. is entered.
2. MNL-PRESET-GRD selector - PRESET. 9. Channel selector - Select next lower memory
location.
3. Channel selector - Channel 20.
10. Repeat steps 7. through 9. for loading remain-
4. Frequency selectors - Set desired WOD ele- ing WOD elements in memory locations
ment. (channels 19 - 15).
5. LOAD button (under frequency cover) - Press. 11. Channel selector - Channel 14 (date tag).
3-23
TM 1-1520-237-10
12. Frequency selectors - Set to applicable date FMTCNG) is displayed on the frequency/
code: XAB.XXX (AB represents the day-of- status indicator (the STATUS button must be
month (01 to 31); Xs do not need a data entry). pressed to display the VER/OP mode).
If two or more WODs have the same date
code, the radio recognizes the last one entered. 5. MNL-PRESET-GRD selector - MNL.
13. T TONE switch - Press to TONE, then release MWOD erase:
(note a double beep). One complete WOD with
date code has been successfully entered. 1. Perform steps 1. through 5. to select MWOD
erase mode.
14. Reselect channel 20 and repeat steps 7.
through 13. to load more WODs. If power is 2. T T O N E s w i t c h - P r e s s t o T O N E . A l l
removed from the radio, MWOD data is not MWODs are now cleared (WOD data and net
lost. All data remains in memory unless erased. number information is not cleared).
Refer to the operational date load or change
procedures in paragraph 3.7.5.6.4 for MWOD 3. MNL-PRESET-GRD selector - PRESET.
data recall.
4. Frequency selectors - Set 220.000 MHz for
MWOD Date Code Verify: verify/operate mode.
1. Select MWOD verify/operate mode per 5. LOAD button (under frequency cover) - Press
paragraph 3.7.5.6.3. to enable VER/OP mode (the STATUS button
must be pressed to display the VER/OP on the
2. MNL-PRESET-GRD selector - MNL. frequency/status indicator for five seconds).
3. Frequency selectors - Select date code to be 6. MNL-PRESET-GRD selector - MNL.
verified: XAB.XXX (AB represents the day-
of-month (01 to 31); Xs do not need a data Alternate method for MWOD erase:
entry).
1. ZERO switch (under frequency cover) - Press,
4. Channel selector - Memory location (channel) then release. ERASE is displayed (all
20, then 19, and then 20. Single beep verifies MWODs are now erased). The ZERO switch
an MWOD with a matching date code is stored only erases the MWOD data. WOD data and
in memory. If a single beep is not heard, the net number information are not erased.
selected date code is not stored in memory.
FMT change:
5. Proceed to paragraph 3.7.5.6.4 for TOD.
1. Perform steps 1. through 5. to select MWOD
FMT change mode.
3.7.5.6.3 MWOD Operating Mode Selection.
2. Channel selector - Set desired memory location
1. Channel selector - Channel 20.
(channels 20-5).
2. MNL-PRESET-GRD selector - PRESET. NOTE
3. Frequency selectors - As desired (220.000 If the frequency selectors are not used
MHz for verify/operate mode; 220.025 MHz within five seconds, the frequency/status
for MWOD load mode; 220.050 MHz for indicator reverts to the current operating
MWOD erase mode; or 220.075 MHz for fre- mode display (FMTCNG).
quency management training change mode).
3. Frequency selectors - Select frequency change.
4. LOAD button (under frequency cover) - Press
to enable selected mode. The appropriate 4. T TONE switch - Press to TONE, then release
operating mode (M-LOAD, ERASE, or (note an audible tone).
3-24
TM 1-1520-237-10
5. Repeat steps 2. through 4. until all frequency NOTE
changes are loaded.
The radio will not transmit while the T
6. Channel selector - Channel 20. TONE switch is in the T position.
7. MNL-PRESET-GRD selector - PRESET. 3. T TONE switch - Press to TONE then release.
Two momentary tones (1,667 Hz-high tone
8. Frequency selectors - Set 220.000 MHz for and 1,020 Hz-low tone) are heard when the
verify/operate mode. TOD synchronization signal is transmitted.
9. LOAD button (under frequency cover) - Press TOD Resynchronization:
to enable VER/OP mode (the STATUS button
must be pressed to display the VER/OP on the 1. T TONE switch - Press to T then release.
frequency/status indicator for five seconds).
2. Frequency selectors - Select any normal fre-
3.7.5.6.4 Time of Day (TOD). quency and request a TOD. The first TOD
signal is heard within one minute of selecting
Request/Receive TOD: T is accepted. A momentary 1,667 Hz tone is
heard when the TOD signal is received. TOD
NOTE resynchronization should be performed using
the single frequency mode.
When the radio is turned on, the first TOD
received is accepted. Subsequent messages
TOD Clock Manual Start:
are ignored.
NOTE
1. MNL-PRESET-GRD selector - As desired.
2. Frequency selectors/channel selector - Select • The new TOD is arbitrary and is not
predesignated frequency for TOD transmis- synchronized to UTC or to any other radio.
sion.
• A manual TOD start clears out a previously
NOTE loaded TOD.
The first TOD received within one minute 1. T TONE switch - Press to T and hold, while
of the TOD request is accepted. simultaneously pressing the TEST DISPLAY
button.
3. T TONE switch - Press to T then release.
2. T TONE switch - Release prior to releasing
4. If time is not being automatically beaconed, the TEST DISPLAY button to prevent
request TOD from another station on the inadvertent Have Quick time loading.
operating network. Beacons typically transmit
TOD every ten seconds. Operational Date Load or Change:
5. TOD may be received on the main or guard 1. Mode selector - MAIN.
receiver in single frequency or AJ mode. Two
momentary tones (1,667 Hz-high tone and 2. MNL-PRESET-GRD selector - PRESET.
1,020 Hz-low tone) are heard when the TOD
synchronization signal is received. 3. Channel selector - Channel 20.
Transmit TOD: 4. Frequency selectors - Set 220.025 MHz to
select MWOD load mode.
1. MNL-PRESET-GRD selector - As desired.
5. LOAD button (under frequency cover) - Press.
2. Frequency selector/channel selector - As
desired. 6. MNL-PRESET-GRD selector - MNL.
3-25
TM 1-1520-237-10
7. Channel selector - Channel 1. 7. Repeat steps 3. through 6. to load additional
preset channels.
8. Frequency selectors - Set to applicable date
code: XAB.XXX (AB represents the day-of- 3.7.6 Stopping Procedure.
month (01 to 31); Xs do not need a data entry).
Mode selector - OFF.
9. T TONE switch - Press to TONE, then release
and note a tone (the date code has been suc- 3.8 TSEC/KY-58.
cessfully entered).
A complete description of the TSEC/KY-58 can be
10. Frequency selectors - Set to 220.000 MHz to found in TM 11-5810-262-10. This voice security equip-
select verify/operate mode. ment is used with the FM radio to provide secure two-way
communication.
11. LOAD button (under frequency cover) - Press,
then release. Radio is now in verify/operate 3.8.1 Controls and Functions. The equipment is
mode. controlled by the Remote Control Unit (RCU) (Z-AHP)
(Figure 3-7) mounted in the lower console. The POWER
12. STATUS button - Press, VER/OP is displayed switch must be in the ON position regardless of the mode
on the frequency/status indicator for five of operation, whenever the equipment is installed.
seconds. CONTROL FUNCTION
3.7.5.7 Preset Channel Loading.
ZEROIZE Zeroizes the KY-58. Clears all
NOTE switch encoding in the system.
• Channels 14 through 20 can be reserved for DELAY switch Up when the signal is to be
loading single WOD and MWOD data. Any retransmitted.
channel not used for WOD or MWOD can
be used as a preset channel. PLAIN
C/RAD switch
• The A cannot be stored in preset channel
memory. If loading of a net number PLAIN Permits normal (unciphered) com-
(AXX.XXX) into a preset channel is at- munications on the associated FM
tempted, the A is accepted as a 3. radio set.
C/RAD Permits ciphered communications
Set 20 preset channel numbers to desired frequencies as on the associated FM radio set.
follows:
C/RAD 2 switch Location stop for C/RAD 2 on
1. Mode selector - MAIN or BOTH. stop front panel.
FILL switch Permits the pilot to select one of 6
2. MNL-PRESET-GRD selector - PRESET.
storage registers for filling.
3. Frequency selectors - As desired. MODE switch
4. Channel selector - As desired. OP Enables normal operation.
LD Used to fill the KY-58.
5. LOAD button - Press, then release.
RV Receive-variable allows the KY-58
6. Using a pencil, record frequency selected for to be filled from another external
channel on the card located on the front panel. source.
3-26
TM 1-1520-237-10
CONTROL FUNCTION
PLAIN MODE
POWER switch Connects power to the associated C / RAD
KY-58 cipher equipment in the OP
LD
forward position. Disconnects KY RV
power from the equipment in the 58
R DELAY
Z
off position. Turns on power to C E
3 4
U
ON
R 2 5
KY-58. O
I
Z 1 6
E 1 3 5
2 4 6 FILL
POWER
3.8.2 Normal Operation.
3.8.2.1 Secure Voice Procedures.
AA0524A
SA
NOTE
Figure 3-7. Voice Security Equipment
To talk in secure voice, the KY-58 must be
9loaded9 with any number of desired
variables. 2. PLAIN, C/RAD switch - PLAIN.
3.8.2.3 Zeroizing Procedures.
1. MODE switch - OP.
1. POWER switch - ON.
2. FILL switch - Set to the storage register which
contains the desired Crypto-Net Variable NOTE
(CNV).
Instructions should originate from the Net
3. POWER switch - ON. Controller or Commander as to when to ze-
roize the equipment.
4. PLAIN, C/RAD switch - C/RAD1.
2. Spring-loaded ZEROIZE switch - Activate
5. DELAY switch - Down unless the signal is to and release. This will zeroize all positions (1-
be retransmitted. 6). The equipment is now zeroized and secure
voice communications are no longer possible.
NOTE
3.8.2.4 Automatic Remote Keying Procedures.
At this time a crypto alarm and background
NOTE
noise in the helicopter audio intercom
system should be heard. Automatic remote keying (AK) causes an
9old9 CNV to be replaced by a 9new9 CNV.
6. Push-To-Transmit (PTT) switch - Press and Net controller simply transmits the 9new9
release to clear the alarm. CNV to the KY-58.
NOTE 1. The net controller will use a secure voice
channel with directions to stand by for an AK
When operating in either secure or clear transmission. Calls should not be made during
(plain) voice operations, the volume must this standby action.
be adjusted on the helicopter radio and
intercom equipment to a comfortable 2. Several beeps should now be heard in your
operating level. headset. This means that the 9old9 CNV is be-
ing replaced by a 9new9 CNV.
3.8.2.2 Clear Voice Procedures.
3. Using this 9new9 CNV, the net controller will
1. POWER switch - ON. ask you for a 9radio check.9
3-27
TM 1-1520-237-10
4. After the 9radio check9 is completed, the net indicate normal operation while others indicate equipment
controller instructions will be to resume malfunction. These tones are:
normal communications. No action should be
taken until the net controller requests a 9radio 1. Continuous beeping with background noise is
check.9 crypto alarm. This occurs when power is first
applied to the KY-58 or when the KY-58 is
3.8.2.5 Manual Remote Keying Procedures. The zeroized. This beeping is part of normal KY-
net controller will make contact on a secure voice channel 58 operation. To clear this tone, press and
with instructions to stand by for a new CNV by a Manual release the PTT button on the Z-AHQ (after
Remote Keying (MK) action. Upon instructions from the the Z-AHQ LOCAL switch has been pressed).
net controller: The PTT can also be pressed in the cockpit.
1. Set the Z-AHP FILL switch to position 6. 2. Background noise indicates that the KY-58 is
Notify the net controller by radio and stand by. working properly. This noise should occur at
TURN ON of the KY-58 and also when the
2. When notified by the net controller, set the KY-58 is generating a cryptovariable. If the
Z-AHP MODE switch to Receive Variable background noise is not heard at TURN ON,
(RV). Notify the net controller and stand by. the equipment must be checked out by
maintenance personnel.
3. When notified by the net controller, set the
Z-AHP FILL switch to any storage position 3. Continuous tone could indicate a 9parity
selected to receive the new CNV (may be alarm.9 This will occur whenever an empty
unused or may contain the variable being re- storage register is selected while holding the
placed). Notify the net controller and stand by. PTT button in. This tone can mean any of
three conditions:
NOTE
a. Selection of any empty storage register.
When performing Step 3, the storage posi- b. A 9bad9 cryptovariable is present.
tion (1 through 6) selected to receive the
new CNV may be unused or it may contain c. Equipment failure has occurred. To clear
the variable which is being replaced. this tone, follow the 9Loading Procedures9
in TM 11-5810-262-10. If this tone
4. Upon instructions from the net controller: continues, have the equipment checked out
by maintenance personnel.
a. Listen for a beep in the headset.
4. Continuous tone could also indicate a cryp-
b. Wait two seconds. toalarm. If this tone occurs at any time other
than in step c. above, equipment failure may
c. Set the RCU MODE switch to OP. have occurred. To clear this tone, repeat the
9Loading Procedures9 in TM 11-5810-262-10.
d. Confirm. If this tone continues, have the equipment
checked out by maintenance personnel.
5. If the MK operation was successful, the net
controller will now communicate via the new 5. Single beep when RCU is not in TD (Time
CNV. Delay) can indicate any of the three normal
conditions:
6. If the MK operation was not successful, the net a. Each time the PTT button is pressed when
controller will communicate via clear voice the KY-58 is in C (cipher) and a filled
(plain) transmission with instructions to set the storage register is selected, this tone will
Z-AHP FILL selector switch to position 6 and be heard. Normal use (speaking) of the
stand by while the MK operation is repeated. KY-58 is possible.
3.8.2.6 KY-58 Audio Tones. It is important to be b. W h e n t h e K Y - 5 8 h a s s u c c e s s f u l l y
familiar with certain KY-58 audio tones. Some tones received a cryptovariable, this tone
3-28
TM 1-1520-237-10
GPS
SA
/ K RADIO RETRANSMISSION
AS Y
UHF − FM 1 / FM 2 FM 2 / UHF
5
T 8 FM 1 / VHF FM 2 / VHF
R FM2
A/ C FM 1 / UHF VHF / UHF
NH O
SO M
EP S OFF
CS E
E FM1 C
T
MODE
SELECTOR
AA9244B AA0359
SA SA
Figure 3-8. Remote Fill Panel Figure 3-9. Retransmission Control Panel
indicates that a 9good9 cryptovariable is 3.8.2.7 KY-58 Remote Fill. A remote fill panel (Figure
present in the selected register. 3-8) allows a single crew member to load COMSEC
variables into each of the three KY-58s from the pilot’s
c. When you begin to receive a ciphered side lower center console; FM-1 and FM-2 AN/ARC-201
message, this tone indicates that the cryp- TRANSSEC and HOPSET codes can be loaded from the
tovariable has passed the 9parity9 check same panel.
and that it is a good variable.
3.9 RADIO RETRANSMISSION CONTROL.
6. A single beep when the RCU is in TD (Time
Delay) occurring after the 9preamble9 is sent Control of retransmission is through a switch panel
indicates that transmission may begin. (Figure 3-9) on the lower console. The position of the
switch determines which radio set pairs will be used when
7. A single beep followed by a burst of noise the corresponding FM and VHF radio function and VOL
after which exists a seemingly 9dead9 condition switches (not required for UHF) are placed to RETRAN.
indicates that your receiver is on a different Operation of the retransmission control is included with
variable than the distant transmitter. If this the operating procedures of each radio set where ap-
tone occurs when in cipher text mode, turn plicable. The retransmission control is only a means of
RCU FILL switch to the CNV and contact the directing the audio output of a receiver to the audio input
transmitter in PLAIN text and agree to meet on of a transmitter through switching.
a particular variable.
3-29
TM 1-1520-237-10
3.10 HF RADIO SET AN/ARC-220. has a frequency range of 2.0000 - 29.9999 MHz. Preset
nets can be manually programmed by the pilot, or loaded
with a data transfer device (DTD). Emission modes avail-
able are upper side band (USB) voice, lower side band
WARNING
(LSB) voice, amplitude modulation equivalent (AME), or
continuous wave (CW), with a selection of 10, 50, or 175
• Make sure that no personnel are within 5 watts of transmitting power. Transmit tune time is
feet of the HF antenna when transmit- normally less than 1 second. The radio also has automatic
ting, performing radio checks or when in link establishment (ALE) and electronic counter
ALE mode. Do not touch the RF output countermeasures (ECCM) frequency hopping mode. Data
terminal on the antenna coupler, the messages may be composed and stored in the receiver/
insulated feed through, or the antenna transmitter’s memory. These messages may be transmitted
itself while the microphone is keyed and received using any operational mode of the radio set.
(after the tuning cycle is complete) or
while the system is in transmit self-test.
b. Power for the radio is provided from the No. 1 dc
Serious RF burns can result from direct
primary bus through a circuit breaker marked HF.
contact with the above criteria.
3.10.1 Antenna. The tubular antenna element extends
• Do not edit data messages under flight
from the left side of the transition area to a point just
conditions requiring maximum crew
forward of the hinged tailcone section, and is supported by
coordination such as NOE flight, NVG
four masts. RF energy is supplied to the antenna through
flight, or flight in the protective mask,
the forward mast.
except during emergency conditions.
3.10.2 Controls and Functions. The radio is
NOTE
controlled by a control display unit (CDU) (Figure 3-10)
located in the lower console. The function of each control
• Usage of the AN/ARC-220 HF radio with
and display is as follows:
the TSEC/KY-100 on the 9.9380 MHz,
12.0785 MHz, 21.4250 MHz, 27.8485 MHz CONTROL/ FUNCTION
should be avoided to prevent interference DISPLAY
with the AN/ARC-201 radio with IFM us- CURSOR keys Position the cursor in the direction
ing the TSEC/KY-58. of the arrow on the key.
• The AN/ARC-220 radio may cause addi- Display screen Used to display system informa-
tional background noise on the communica- tion, and enter data or commands
tion channel between the AN/ARS-6 PLS in radio.
and the AN/PRC-112. Operation of the
Line select keys Function depends on adjacent dis-
AN/ARC-220 should be avoided during
play.
Search and Rescue missions.
Brightness keys Changes display screen brightness.
• The AN/ARC-220 shall not transmit when
the AN/ARN-149 ADF is required for Net selector switch Selects programmed operating net.
helicopter navigation. The + position allows additional
nets to be selected using the
• The AN/ARC-220 radio may cause false VALUE keys.
alarms on the AN/APR-39 RWR. DATA connector Fills radio with preprogrammed
data, required for all modes except
a. The AN/ARC-220 HF transceiver provides long MAN.
range communications. The HF radio receives and
transmits on any one of 280,000 frequencies spaced at 100 KEY connector Used to load ALE and ECCM
Hz steps on the high frequency (HF) band. The HF radio presets.
3-30
TM 1-1520-237-10
DISPLAY
SCREEN
CURSOR
LINE
SELECT
KEY
FUNCTION VALUE
SWITCH
BRIGHTNESS
KEY
T/R ALE 4 5
SILENT PRE ECCM 3 6
ZERO
(PULL) MAN EMER
2
STBY
1
OFF
KEY DATA
VOL NET
SQL SELECTOR
SWITCH
MODE
SWITCH
AB0988
SA
Figure 3-10. Control Display Unit AN/ARC-220
CONTROL/ FUNCTION CONTROL/ FUNCTION
DISPLAY DISPLAY
Mode switch -SQL+ keys Selects level of squelch from
TONE through 5.
MAN Operating frequency and emission TONE provides no muting or
mode is selected manually. Once squelch.
selected, the information is stored 0 gives muting, but no squelch.
in memory, and can be recalled us- 1 through 5 gives levels of muting
ing the net selector switch. and squelch.
PRE Selects a preprogrammed frequen- Muting turns off the scanning
cy and emission mode. receiver audio and gives the pilot a
tone when an ALE link is
ALE Selects Automatic link establish- established.
ment (ALE) mode.
ECCM Selects electronic counter
countermeasure (ECCM) mode.
EMER Selects emergency mode.
3-31
TM 1-1520-237-10
CONTROL/ FUNCTION NOTE
DISPLAY
Changing the receive frequency and mode
VOL switch Changes receive audio output will also change the transmission frequency
level. VOL settings are displayed and mode to the same values. Changing the
for 5 seconds when radio is first transmission frequency and mode will not
powered up, or when the VOL set- change the receive frequency and mode.
ting is changed.
Function switch 5. Edit frequency, emission mode, and transmit
power by placing the cursor under field to be
OFF Turns the radio off. edited with CURSOR key, and change field
value with VALUE keys.
STBY Turns the radio on, performs bit
and enables fill operations.
6. To end edit and store changed data, RTN line
SILENT Prevents the radio from automati- select key - Press.
cally responding to incoming calls
in ALE or ECCM mode. Used dur- 3.10.3.1.2 To Operate in Manual Mode:
ing refueling, ordinance loading
and EMCON conditions. 1. Function switch - T/R.
T/R Allows the radio to transmit and 2. Mode switch - MAN.
receive in selected operating mode.
ZERO Erases all loaded data, to include 3. -SQL+ switch - Set squelch to 0.
datafill and keyfill information.
4. VOL switch - Adjust for comfortable listening
VALUE keys Increases or decreases a field value level.
or single character value that is
marked by the cursor. NOTE
Screen displays Each line can display up to 20
alphanumeric characters. The 5 If the radio breaks in and out of squelch,
characters closest to the line select increase setting as required.
keys are used for control selection.
See Table 3-2 for advisory mes- 5. -SQL+ switch - Set squelch to 1.
sages and their function.
6. Select the desired net (1 through 20), net
selector switch - 1 through +. Use VALUE
3.10.3 Modes of Operation. keys to select 7 through 20.
3.10.3.1 Manual (MAN) Mode. Use manual mode to 7. ICS Transmitter selector - Position 5.
change transmit and receive frequencies, sidebands and
transmit power, and operate the radio manually. 8. Radio push-to-talk switch - Press to talk;
release to listen.
3.10.3.1.1 To Change Radio Settings:
3.10.3.2 Preset (PRE) Mode. Preset mode stores pre-
1. Mode switch - MAN. programmed frequencies and emission modes that cannot
be changed by the operator. To use the radio in preset
2. Function switch - T/R. mode, do the following:
3. Select the desired net (1 through 20), net 1. Function switch - T/R.
selector switch - 1 through +. Use VALUE
keys to select 7 through 20. 2. Mode switch - PRE.
4. EDIT line select key - Press. 3. -SQL+ switch - Set squelch to 0.
3-32
TM 1-1520-237-10
4. VOL switch - Adjust for comfortable listening 2. Mode switch - ALE.
level.
3. Select the desired net (1 through 20), net
NOTE selector switch - 1 through +. Use VALUE
keys to select 7 through 20.
If the radio breaks in and out of squelch,
increase setting as required. 4. -SQL+ switch - Set squelch to TONE.
5. -SQL+ switch - Set squelch to 1. 5. VOL switch - Adjust for comfortable listening
level.
6. Select the desired net (1 through 20), net
selector switch - 1 through +. Use VALUE NOTE
keys to select 7 through 20.
Earphone audio is muted until a link is
7. ICS Transmitter selector - Position 5. established. If the link is noisy, set squelch
to 1. Higher squelch settings are not recom-
NOTE mended in this mode.
If tune tone is heard, wait until it stops 6. -SQL+ switch - Set squelch to 0.
before talking.When radio push-to-talk
switch is pressed, XMT frequency is 7. To synchronize time in a link protected chan-
displayed. Display returns to preset display nel, EDIT and SYNC soft keys - Press.
when switch is released.
8. To broadcast AN/ARC-220 system time as net
8. Radio push-to-talk switch - Press to talk; control, EDIT, then TXTIM soft keys - Press.
release to listen. Time will be transmitted, and radio will return
to scan mode.
3.10.3.3 Automatic Link Establishment (ALE)
Mode.
3.10.3.3.2 To Receive an ALE Call:
1. INCOMING CALL is displayed, followed by
WARNING the caller’s ALE address. A short tone sounds,
and LINKED is displayed.
When in ALE mode, the radio transmits
2. ICS Transmitter selector - Position 5.
interrogating signals (sounds) and replies
to ALE calls automatically without
NOTE
operator action. To avoid personnel
injury, ensure the function switch is set
Wait for the calling station to make the first
to SILENT, STBY, or OFF when person-
transmission.
nel are working near the helicopter dur-
ing refueling or loading ordinance.
3. Radio push-to-talk switch - Press to talk;
NOTE release to listen.
Self address must be selected before using 3.10.3.3.3 To Place an ALE Call:
ALE.
1. Select ALE address:
ALE mode may be used for communications, either
normal or link protected, or position reporting. a. Select the desired net (1 through 20), net
selector switch - 1 through +. To select 7
3.10.3.3.1 To Set Up the Radio for ALE through 20, set the selector switch to the +
Communications: position and use the value keys to scroll to
the desired selection. Net name and ad-
1. Function switch - T/R. dress will be displayed.
3-33
TM 1-1520-237-10
b. VALUE switch - Press, to scroll through 3. Select the desired net (1 through 12), net
address list. selector switch - 1 through +. Use VALUE
keys to select 7 through 12.
c. If placing an ALE call to an address not in
the list, edit the address as follows: EDIT 4. To change values on screen, EDIT soft key -
soft key - Press. Enter address one Press. Use CURSOR to position cursor under
character at a time with CURSOR and area to change, and VALUE to change the
VALUE switches. To accept the edit and field to desired value.
return to ALE screen, RTN soft key -
Press. 5. To save changes and return to top level screen,
RTN soft key - Press.
2. ICS Transmitter selector - Position 5.
6. Push-to-talk switch - Press, to tune and time
NOTE synchronize the radio.
3.10.3.4.2 To Communicate in ECCM Only Mode:
Press ABORT to stop the calling process.
1. -SQL+ switch - Set squelch to TONE.
3. Radio push-to-talk switch - Press (and release).
CALLING, then LINKED is displayed with a
2. VOL switch - Adjust for comfortable listening
short gong tone in headphone.
level.
NOTE NOTE
ALE will cancel the link, and return to scan If the frequency is noisy, set squelch to 1.
mode if there is no activity on a link for a Higher squelch settings are not recom-
predetermined time as set by the data fill mended in this mode.
(60 seconds is a typical value). To maintain
a link, press HOLD soft key. When com- 3. -SQL+ switch - Set squelch to 0.
munications are complete, or to return to
scan mode, press SCAN soft key. 4. Press and hold the push-to-talk switch until
XMT READY is displayed. Wait for preamble
4. Radio push-to-talk switch - Press to talk; tones to stop.
release to listen.
5. Talk. Release switch to listen.
5. When communication is complete, to return to
scanning mode, HOLD, then SCAN soft key - 3.10.3.5 Message Mode. The radio can store up to 10
Press. transmit data and 10 received data messages. Each mes-
sage may be 500 characters long. Messages are numbered
3.10.3.4 Electronic Counter Countermeasures from 1 to 10. Message 10 is the oldest, and will be deleted
(ECCM) Mode. The radio changes frequency in a se- if a new message is received. Messages may be composed
quence determined by the ECCM key. Datafill and keyfill using the AN/ARC-220 CDU dictionary or with a custom
must be loaded prior to using ECCM mode, and system dictionary listing locally generated words, which may be
time must be synchronized between stations. Frequencies loaded with datafill.
used in hop sets are pretuned in the radio, as ECCM
requires frequencies to be changed many times per second. 3.10.3.5.1 To View a Received Message:
Frequency hopping is performed in the ECCM mode of
operation. To use this mode, do the following: 1. MSG soft key - Press.
3.10.3.4.1 Initialize the Net: 2. Use CURSOR keys to scroll left or right, or
up and down in a message.
1. Function switch - T/R.
3. Use VALUE keys to page up and down in a
2. Mode switch - ECCM. message.
3-34
TM 1-1520-237-10
4. To view additional messages, position cursor VALUE keys until desired message is
under message number with CURSOR keys. displayed.
Use VALUE keys to scroll to the next mes-
sage number. NOTE
5. To retain received messages, RTN soft key - Message will be sent to currently selected
Press.
address (ALE modes) or transmitted on the
currently selected frequency and mode
6. To delete received messages, position the cur- (MAN, PRE, or ECCM).
sor under the message number and DEL soft
key - Press, until messages are deleted. To
3. SEND soft key - Press.
return to top screen, RTN soft key - Press.
3.10.3.5.2 To Edit or Compose a Message: 3.10.4 Operation.
1. MSG soft key - Press. 3.10.4.1 Starting Procedure.
2. From MESSAGE screen, PGRM soft key - 1. Function switch - STBY. SYSTEM TEST-
Press. ING is displayed while power up built in test
(PBIT) is in process. SYSTEM - GO will be
3. Select message to be edited by placing cursor displayed upon successful completion of PBIT.
under the message number with CURSOR
keys, and change number with VALUE keys. 2. FILL line select key - Press. Status of PRE,
ALE, ECCM, and EMER modes will be
4. Edit message by placing cursor under area to displayed.
be changed. Use VALUE keys to change one
character at a time. Press DEL to delete one 3.10.4.2 Load Presets. Datafill contains preset fre-
character at a time. quencies, scan lists, addresses, data messages, and non
secure information needed for ALE/ECCM operation. If
5. To insert a word from the dictionary in a mes- the DTD is configured to receive data, it may be copied
sage do the following: from the radio to the DTD by pressing COPY line select
key on the DATA FILL page.
a. Position cursor where the word is to be
inserted 1. Initialize the DTD. Connect the DTD to the
DATA connector.
b. WORD soft key - Press.
2. With the FILL page selected, DATA line
c. Select the word with VALUE keys. select key - Press.
d. To insert word with blank in message,
SELECT soft key - Press. If desired, NOTE
return to message without inserting a word
by pressing CANCL. Pressing RTN line select key on DATA
FILL page stops the fill process.
6. To load edited message in R/T memory and
return to top level screen, RTN soft key - 3. On the DATA FILL page, FILL line select
Press. key - Press. FILL ENABLED screen will ap-
pear.
3.10.3.5.3 To Send a Message:
4. Start data fill on DTD. Monitor DTD to see
1. Access PRGM MSG screen by pressing when data transfer is complete.
MSG, then PRGM soft keys.
3.10.4.3 Load Secure Keys. Key fill contains secure
2. Select message to send as desired by placing information needed for ALE link protection and ECCM
cursor under message number, and pressing operation.
3-35
TM 1-1520-237-10
1. Initialize the DTD. Connect the DTD to the 4. Confirm zero by pressing YES line select key.
KEY connector. ZEROIZE advisory message will appear, fol-
lowed by the FILL screen.
2. With the FILL page selected, KEY line select
key - Press. 3.10.4.5 Emergency (EMER) Operation. The mode,
frequency, and net to be used in the EMER position is
NOTE determined by the datafill. To use the emergency mode, do
the following:
Pressing RTN line select key on KEY
FILL page stops the fill process. 1. Function switch - T/R.
3. On the KEY FILL page, LOAD line select 2. Mode switch - EMER.
key - Press. FILL ENABLED message will
appear. 3. ICS Transmitter selector - Position 5.
4. Start keyfill on DTD. Monitor DTD to see 4. Radio push-to-talk switch - Press to talk;
when data transfer is complete. release to listen.
3.10.4.4 Zero Secure Keys.
3.10.5 Shutdown.
1. Access KEY FILL page. From FILL screen,
KEY fixed function key - Press. 1. Function switch - OFF.
2. ZERO line select key - Press. 2. To erase all preprogrammed information,
Function switch - Pull and turn to ZERO
3. Select key to zero with VALUE keys. Default (PULL).
is all keys.
3.10.6 Messages. Table 3-2 lists display advisory mes-
NOTE sages that may appear during operation of the radio:
If you do not want to zero the key, press
NO. The FILL screen will then appear.
Table 3-2. AN/ARC-220 Messages
ADVISORY MEANING ACTION
ALE - NO DATA ALE mission data not loaded. Load mission data.
ALE - NO KEYS ALE link protection keys not loaded. Load keys.
CALL FAIL Radio failed to complete an outgoing call.
CALLING Radio is placing an ALE call to another address.
CDU FAIL Radio set control is inoperative.
CHANNEL BUSY ALE or ECCM net is in use. Wait or try another net.
CHANNEL INOP ALE or ECCM keys are not loaded, or not cor-
rect.
CHECK MSG A data message has been received.
3-36
TM 1-1520-237-10
Table 3-2. AN/ARC-220 Messages (Cont)
ADVISORY MEANING ACTION
COMPLETE Indicated power-up BIT is complete.
COPY COMPLETE Copying process finished successfully.
COPY FAIL Copying process was unsuccessful.
COPYING DATA The radio is copying datafill contents from DTS.
ECCM - NO DATA ECCM data not installed. Load mission data.
ECCM - NO KEYS ECCM keys not installed. Load keys.
EMER Mode or net selected for emergency communica-
tion is inoperative.
EMERG - NO KEYS No keys available for net selected for emergency Load keys.
communication.
EOM End of message.
EXT FAIL Radio failed due to external device, such as
antenna.
GO DATA Link quality analysis values too low for reliable
voice communication; data transmissions recom-
mended.
GPS FAIL Position report could not be issued.
GPS TIME FAIL Current time could not be established via GPS
receiver.
HELD ALE call being held in specific frequency by
operator.
INCOMING CALL Another radio is establishing an ALE link.
INOP MODES EXIST Warning to expect inoperative modes.
LINKED An ALE link is established.
LOAD COMPLETE Keys and data successfully loaded into radio.
LOAD FAIL Keys and data not successfully loaded into radio.
LOADING DATA Radio currently loading data.
LOADING KEYS Radio currently loading keys.
3-37
TM 1-1520-237-10
Table 3-2. AN/ARC-220 Messages (Cont)
ADVISORY MEANING ACTION
MSG ABORT Radio discontinuing sending of current message.
NET INOP Selected net contains no data, corrupted data, or
hardware cannot support the selected mode of
operation.
NO AUTO XMT Radio has been instructed not to make any
automatic transmissions.
NO DATA Database is not filled with necessary data to
perform requested operations.
NO KEYS LOADED Keys are not loaded for current selected mode or
net.
NO RCVD MSGS No messages have been received.
PAC FAIL Failure of radio in PA coupler.
PLGR Precision lightweight GPS receiver.
POSN RPT FAIL Current GPS position report not loaded.
PRE - NO DATA Preset data not loaded.
PTT FOR XMIT BIT Instruction to press microphone PTT switch to en-
able transmission BIT.
RCV BIT - GO Receiver BIT functions completed without failure.
RCV READY Ready to receive ECCM transmissions.
RCVG PREAMBLE ECCM preamble being received.
RCVG DATA Radio currently receiving data.
RT-CDU COMM FAIL Receiver-transmitter is failing to communicate
with the radio set control.
RT FAIL Receiver Transmitter inoperative.
RX-TX DEGRADED Receive and transmit capabilities are degraded.
RX-TX FAIL Radio cannot receive or transmit.
SENDING DATA Radio currently sending data.
SENDING POSN Sending GPS position report.
3-38
TM 1-1520-237-10
Table 3-2. AN/ARC-220 Messages (Cont)
ADVISORY MEANING ACTION
SOUND Radio sending an ALE sound.
SYNCING Time synchronization being performed.
TESTING BIT in progress.
TIME SYNC FAIL Radio failed in attempt to synchronize.
TRANSEC FAIL BIT detected a failure that will not allow ECCM
operation.
TUNE XX% Indicates percentage of ECCM frequencies tuned
for current net.
TUNING Radio is currently tuning itself.
TX DEGRADED BIT detected a failure that is causing transmission
capability to be degraded.
TX FAIL Radio cannot transmit.
UNSYNC ECCM is not synchronized.
UNTUNED An ECCM hop set is not tuned.
XMT READY Radio is ready to transmit in ECCM mode.
ZEROIZED All mission datafill and keys have been erased.
3.11 TSEC/KY-100 SECURE COMMUNICATION whenever the equipment is installed. The function of each
SYSTEM. control and display is as follows:
CONTROL FUNCTION
The TSEC/KY-100 provides secure, half duplex voice,
digital data, analog data and remote keying capabilities for
transmission over the AN/ARC-220 HF radio. It has six AUDIO Speaker for audio tones.
operational modes, and can store often used settings on
presets. Power is supplied from the No. 1 dc primary bus CIK Cryptographic Ignition Key. Not
through a circuit breaker marked HF SCTY SET. used in this installation.
FILL connector Used to connect external fill device
3.11.1 Controls and Functions. The KY-100 is to KY-100.
controlled by a control display unit (CDU) (Figure 3-11)
located behind the lower console. The KY-100 must be INIT, g and d Function keys used to access and
powered on, regardless of the mode of operation, navigate in software menus.
3-39
TM 1-1520-237-10
CONTROL FUNCTION
CT Sets KY-100 to ciphertext mode.
RK Allows cooperative terminal rekey-
FILL
ing in receive mode.
DSPL
KY−
OFF OFL Sets KY-100 to off line mode.
BRT
100 Disables communications and ac-
CIK INIT PNL cesses screens to select mode set-
OFF tings, test, and fill screens.
OFL EB Z ALL
2 3 4
RK (PULL)
1 EB Selects emergency back up key.
CT MAN 6
PWR Z ALL Erases all cryptographic data
PT REM
AUDIO
MODE
OFF
PRESET
(PULL) (keys) except the emergency back
up key.
1 2 3
U BAT
3.11.2 Modes of Operation.
4 5 6
3.11.2.1 Plaintext (PT) Mode. The ICS voice signal is
routed through the KY-100 to and from the HF radio, with
AB0987
no processing. Radio transmits and receives unencrypted
SA
information.
Figure 3-11. KY-100 Secure Communication 3.11.2.2 Cyphertext (CT) Mode. The ICS voice signal
Control Panel is routed to the KY-100, where it is processed, encrypted
and sent to the HF radio for transmission. Received audio
signals from the HF radio are processed, decoded, and sent
CONTROL FUNCTION
to ICS. Unencrypted information is routed through the
KY-100 if CT ONLY is not selected in configuration set-
DSPL OFF Varies light intensity of display. tings. Non cooperative rekey receive is possible only in
Display turned off in OFF posi- this mode.
tion.
3.11.2.3 Rekey Mode. Use this mode to fill crypto
PNL OFF Varies light intensity of backlit dis- information. The data transfer device must be connected to
play panel. Display turned off in FILL to load keys.
OFF position.
PRESET switch Controls power to set, and which 3.11.2.4 Off-line (OFL) Mode. For maintenance use to
key is active. configure and test the system. Communications are not
possible in this mode.
PWR OFF Removes power from set.
MAN Manual rekeying enabled. 3.11.2.5 Emergency Backup (EB) Mode. Enables a
zeroized terminal to be used for voice privacy operation,
1,2,3,4,5,6 Selects preset settings for use. only. Key is not erased when terminal is zeroized. This
mode is not to be used to transmit classified information.
REM Allows control of KY-100 from a
remote control unit.
3.11.2.6 Zeroize (Z ALL) Mode. Erases all keys in the
MODE switch KY-100 except the emergency back up key.
PT Sets KY-100 to plaintext mode.
3-40
TM 1-1520-237-10
3.11.3 Operation. 15. To exit key load, place MODE switch out of
OFFLINE.
3.11.3.1 Keyfill Operation. When there are no TEKs
in the KY-100 at start up, the display will read CLd 3.11.3.2 Normal Operation.
STRT. If there are TEKs in the terminal, skip steps 3 and
6, and load or update keys as required. 1. MODE switch - PT or CT.
1. MODE switch - OFFLINE. 2. PRESET switch - MAN, 1, 2, or 3.
2. PRESET switch - MAN.
3.11.3.3 Emergency Operation.
3. Wait until CLd STRT is displayed, then INIT
key - Press. NOTE
4. Connect a fill device to FILL connector. Emergency key is not secure. Do not
transmit classified information in this mode.
5. Turn on device and select key to be loaded.
1. MODE switch - EB.
6. INIT key - Press. At the end of the fill se-
quence, a tone should be heard in the headset, 2. PRESET switch - MAN, 1, 2, or 3.
and KEY 1 01, CIK OK, and PASS will ap-
pear. The key that was loaded is stored in fill 3.11.3.4 Zeroize All Keys.
position 1.
NOTE
7. To fill the rest of the keys, push the d or g
key until KEY OPS is displayed.
• Power does not have to be applied to unit to
zero all keys.
8. INIT key - Push twice. LOAD KEY, then
LOAD X will be displayed with the flashing X
being the number of currently selected key • Emergency backup key is not zeroized in
location. this procedure.
9. Press the d or g key until the desired location 1. MODE switch - Pull and rotate to Z ALL +
(1, 2, 3, 4, 5, 6, or U) is displayed. (PULL).
10. INIT key - Press. The entire LOAD X display 3.11.3.5 Zeroize Specific Keys.
will flash.
1. MODE switch - OFFLINE.
11. Turn on device and select key to be loaded.
2. UP ARROW, or RIGHT ARROW soft key -
12. INIT key - Press. At the end of the fill se- Press, until KEY OPS is displayed.
quence, a tone should be heard in the headset,
and KEY X will appear. The display will then 3. I N I T k e y - P r e s s . L O A D K E Y w i l l b e
change to LOAD X with the flashing X being displayed.
the number of currently selected key location.
4. UP ARROW, or RIGHT ARROW key -
13. Repeat steps 9. through 11. until all required Press, until ZERO is displayed.
locations are filled.
5. INIT KEY soft key - Press. ZERO X, with a
14. When all keys are transferred, turn off the fill flashing number (X) appears. The flashing
device, and disconnect it from FILL connec- number indicates the currently selected key to
tor. be zeroized.
3-41
TM 1-1520-237-10
NOTE is complete, a tone will be heard in the
headset, the display will briefly change to
Number of keys is 1 through 6 TEKs, U ZEROED X, and then revert to ZERO X.
(used to update internal keys) and Eb
(emergency backup key). 9. Repeat steps 6. through 8. to zero other key
positions, as desired.
6. UP ARROW, or RIGHT ARROW key -
Press, until key number to zeroize is displayed. 10. When all desired key positions are zeroized,
MODE switch - Move to any other position.
7. INIT key - Press. The entire ZERO X will
now flash.
3.11.4 Shutdown.
8. INIT key - Press. The screen will blank while
zeroizing process takes place. When zeroizing PRESET switch - PWR OFF.
3-42
TM 1-1520-237-10
Section III NAVIGATION
KILOCYCLES CONTROL FUNCTION
CW
80
2 9 90 VOICE
T Mode selector
U TEST
A N switch
D E
F
OFF Turns power off.
R
C
V COMP ANT LOOP COMP Provides operation as an ADF.
R OFF LOOP
AUDIO
ANT Provides for operation as an AM
L R receiver using sense antenna.
LOOP Provides for receiver operation as a
100 KILOHERTZ COARSE 10 KILOHERTZ FINE
manual direction finder using loop
TUNE CONTROL TUNE CONTROL
AA0360
only.
MODE SELECTOR SA
LOOP L-R Provides manual left and right
Figure 3-12. LF/ADF Control Panel control control of loop when operating
C-7932/ARN-89 switch mode selector in LOOP position.
It is spring loaded to return to
center.
3.12 DIRECTION FINDER SET AN/ARN-89. (LF/
ADF). AUDIO Adjusts volume.
Direction Finder set AN/ARN-89 is an airborne, low 100 Kilohertz Tunes receiver in 100-kHz steps as
frequency (LF), automatic direction finder (ADF) radio, coarse-tune indicated by first two digits of
that provides an automatic or manual compass bearing on control knob KILOCYCLES indicator.
any radio signal within the frequency range of 100 to
10 Kilohertz fine Tunes receiver in 10-kHz steps as
3,000 kHz. The ADF can identify keyed or CW stations.
-tune control indicated by last two digits of
The ADF displays the bearing of the helicopter relative to
knob KILOCYCLES indicator.
a selected radio transmission on the HSI No. 2 bearing
pointer. When ADF is selected on the MODE SEL panel, CW, VOICE,
three modes of operation permit the system to function: as TEST switch
a CW automatic direction finder, as a CW manual direc-
tion finder or as an AM broadcast receiver. Power to CW (COMP Enables tone oscillator to provide
operate the Direction Finder AN/ARN-89 is provided by mode) audible tone for tuning to CW sta-
No. 1 dc primary bus through a circuit breaker marked tion, when mode function switch is
ADF, and the ac essential bus through a circuit breaker at COMP.
marked 26 VAC INST.
CW (ANT or Enables beat frequency oscillator
3.12.1 Antennas. The ADF sense antenna is a part of LOOP mode) to permit tuning to CW station,
the VHF/FM No. 2, VHF/AM, antenna under the nose when mode function switch is at
section of the helicopter. The ADF loop antenna is flush- ANT or LOOP.
mounted, under the center fuselage section. VOICE Permits low frequency receiver to
operate as a receiver with mode
3.12.2 Controls and Functions. Controls for the LF/ switch in any position.
ADF receiver are on the front panel (Figure 3-12) of the
unit. The function of each control is as follows:
3-43
TM 1-1520-237-10
CONTROL FUNCTION 4. ICS NAV switch - ON.
5. To test the ADF, when required:
TEST Provides slewing of loop through
(COMP 180° to check operation of receiver
a. CW, VOICE, TEST switch - TEST.
mode) in COMP mode. (Switch position
Check to see that No. 2 bearing pointer
is inoperative in LOOP and ANT
changes about 180°.
mode.)
TUNE meter Indicates relative signal strength b. CW, VOICE, TEST switch - Release.
while tuning receiver to a specific
radio signal. 3.12.3.4 LOOP Mode Operation. Manual direction
finding uses the LOOP mode.
KILOCYCLES Indicates operating frequency to
indicator which receiver is tuned.
1. Mode selector switch - LOOP.
3.12.3 Operation. 2. ICS NAV switch - ON.
3.12.3.1 Starting Procedure. 3. Turn LOOP L-R switch to L (left) or R
(right) to obtain an audio null and a TUNE
1. ICS NAV receiver selector - ON. indicator null. Watch HSI No. 2 bearing
pointer for a display of magnetic bearing to or
2. Mode selector - COMP, ANT, or LOOP. from ground station as read against the
compass card. In this mode of operation, two
3. Frequency - Select. null positions 180° apart are possible.
4. CW, VOICE, TEST switch - CW or VOICE 3.12.4 Stopping Procedure. Mode selector - OFF.
as appropriate.
3.13 DIRECTION FINDER SET AN/ARN-149 (LF/
5. ICS NAV switch - ON. ADF) (IF INSTALLED).
6. Fine tune control - Adjust for maximum The AN/ARN-149 is an LF ADF radio providing
upward indication on TUNE meter. compass bearing capability within the frequency range of
100 to 2199.5 kHz. The ADF has two functional modes of
7. AUDIO control - Adjust as desired. operation: ANT and ADF. The antenna (ANT) mode
functions as an aural receiver providing only an aural
3.12.3.2 ANT Mode Operation. output of the received signal. The ADF mode functions as
an automatic direction finder providing a relative bearing-
1. Mode selector - ANT. to-station signal to the horizontal situation indicator No. 2
bearing pointer and an aural output. A TONE submode of
2. ICS NAV switch - ON. operation can be selected in either ANT or ADF mode,
providing a 1000-Hz aural output to identify keyed CW
3. Monitor receiver by listening. signals. Power is provided to the LF/ADF system by the
No. 1 dc primary bus through a circuit breaker labeled
3.12.3.3 COMP Mode Operation. ADF and the ac essential bus through a circuit breaker
labeled 26 VAC INST.
1. Mode selector - COMP.
3.13.1 Antennas. The antenna system is a single
2. MODE SEL BRG 2 HSI/VSI switch - ADF. combination antenna containing both loop and sense ele-
ments. The RF signal from one loop element is modulated
3. The horizontal situation indicator No. 2 bear- with a reference sine signal while the other loop element is
ing pointer displays the magnetic bearing to modulated with a reference cosine signal. The two
the ground station from the helicopter, as read modulated signals are combined, phase shifted 90°, and
against the compass card, when ADF is amplified. The resulting loop signal is summed with the
selected on the MODE SEL BRG 2 switch. sense antenna signal and sent to the ADF radio for visual
3-44
TM 1-1520-237-10
and aural execution. The antenna configuration is flush 2. ADF/ANT/OFF switch - ANT.
mounted under the bottom cabin fuselage.
3. MAN/2182/500 switch - As desired.
3.13.2 Controls and Functions. Controls and fre-
quency digit displays are on the front of the ADF control If MAN is selected in step 3:
panel (Figure 3-13). The function of each control is as
follows: 4. Frequency switches - Select.
CONTROL FUNCTION
5. VOL control - Adjust as desired.
Frequency controls Controls and indicates the selected 6. TEST/off/TONE switch - TONE.
and indicators frequency when MAN/2182/500
switch is in MAN.
3.13.3.2 ADF Operation.
MAN/2182/500
select 1. ICS NAV receiver selector switch - ON.
MAN Enables the frequency controls and
2. HSI/VSI MODE SEL BRG 2 switch - ADF.
indicators.
2182 Selects 2182 kHz as the operating 3. ADF/ANT/OFF switch - ADF.
frequency.
4. MAN/2182/500 switch - As desired.
500 Selects 500 kHz as the operating
frequency. If MAN is selected in step 4:
TEST/(off center TEST position (up) is a
position)/TONE momentary position that enables a 5. Frequency switches - Select.
select self-test. Center position is off.
TONE position (down) enables the 6. VOL control - Adjust as desired.
tone generator for CW operation.
If CW operation is desired:
VOL adjust A 12-position switch controlling
volume in 12 discrete steps. 7. TEST/off/TONE switch - TONE.
TAKE CMD select Used in a dual ADF control panel
installation allowing each to take 8. Verify HSI No. 2 bearing pointer displays ap-
control of the receiver away from propriate relative bearing-to-the-station.
the other. Not used in this installa-
tion. If self-test is required:
ADF/ANT/OFF 9. TEST/off/TONE switch - TEST (position up
select and hold).
ADF Applies power to system and turns
10. No. 2 bearing pointer deflects 90° away from
on ADF and aural capability.
original reading.
ANT Applies power to system and turns
on antenna or aural function only. 11. TEST/off/TONE switch - Release to off.
OFF Removes power from system. 12. Verify No. 2 bearing pointer returns to original
reading.
3.13.3 Operation.
3.13.4 Stopping Procedure.
3.13.3.1 ANT (Aural Only) Operation.
ADF/ANT/OFF switch - OFF.
1. ICS NAV receiver selector switch - ON.
3-45
TM 1-1520-237-10
FREQUENCY
CONTROLS AND
INDICATORS
2 0 0 0 .0
A
D
F TAKE
MAN TEST VOL CMD ADF
2182 ANT
500 TONE OFF
MANUAL VOLUME TAKE ADF / ANT / OFF
2182 / 500 TEST / (OFF) / TONE ADJUST COMMAND SELECT
SELECT SELECT SELECT
FS0015A
SA
Figure 3-13. LF/ADF Control Panel AN/ARN-149
3.14 RADIO RECEIVING SET AN/ARN-123(V) NOTE
(VOR/ILS/MB).
Radio set AN/ARN-123(V) is a very high-frequency Tuning to a localizer frequency will
receiver that operates from 108.00 to 117.95 MHz. Course automatically tune to a glide slope frequen-
information is presented by the VSI course deviation cy, when available.
pointer and the selectable No. 2 bearing pointer on the ho-
rizontal situation indicator. The combination of the glide 3.14.1 Antenna. The VOR/LOC antenna system
slope capability and the localizer capability makes up the consists of two blade type collector elements, one on each
instrument landing system (ILS). Marker beacon passage side of the fuselage tail cone. The glide slope antenna is
is visually indicated with the VSI MB light, and aurally mounted under the avionics compartment in the nose. The
indicated through the headphones. The receiving set may antenna provides the glide slope receiver with a matched
be used as a VOR receiver, or ILS receiver. The desired forward-looking receiving antenna. The marker beacon
type of operation is selected by tuning the receiving set to antenna is flush-mounted under the center section of the
the frequency corresponding to that operation. ILS opera- fuselage.
tion is selected by tuning to the odd tenth MHz frequencies
between 108.0 and 112.0 MHz. VOR operation is selected 3.14.2 Controls and Functions. The controls for the
by tuning in .050 MHz units to the frequencies between VOR/ILS/MB receivers are on the front panel (Figure
108.0 and 117.95 MHz, except the odd tenth MHz 3-14) of the unit. The function of each control is as
between 108.0 and 112.0 MHz, which are reserved for ILS follows:
operation. The three receiver sections do the intended CONTROL FUNCTION
functions independent of each other. Performance
degradation within any one of the major sections will not
NAV VOL-OFF Turns VOR/ILS receiver on and
affect the performance of the others. Power for the AN/
control off, adjusts volume.
ARN-123 is provided from the dc essential bus through a
circuit breaker marked VOR/ILS.
3-46
TM 1-1520-237-10
4. MODE SEL BRG 2 switch - VOR.
5. MODE SEL VOR/ILS switch - VOR.
NAV VOL MB VOL
108.00 3.14.3.2 VOR/Marker Beacon Test.
OFF OFF
NOTE
VOR / MB MB SENS
TEST If acceptable signal is not received, test will
HI
LO
not be valid.
1. HSI CRS set 315° on COURSE set display,
pilot and copilot.
MEGAHERTZ FREQUENCY HUNDRETHS
TUNE CONTROL INDICATOR MEGAHERTZ
TUNE CONTROL AA0526 2. VOR/MB TEST switch - Down and hold. The
SA
MB light on the VSI should go on.
Figure 3-14. Radio Receiving Set
AN/ARN-123(V) 3. HSI VOR/LOC course bar and VSI course
deviation pointer - Centered 61 dot.
CONTROL FUNCTION 4. No. 2 bearing pointer should go to the 310° to
320° position.
MB VOL-OFF Turns marker beacon receiver on
5. To-from arrow should indicate - TO.
control and off; adjusts volume.
Megahertz tune Tunes VOR/ILS receiver in MHz 6. VOR/MB TEST switch - Release.
control as indicated on frequency indica-
tor. 3.14.3.3 VOR Operation.
Hundredths Tunes VOR/ILS receiver in Course - Set.
megahertz tune hundredths MHz as indicated on
control frequency indicator. 3.14.3.4 ILS (LOC/GS) Operation. ILS operation fre-
VOR/MB TEST Activates VOR test circuit and MB quency - Set.
control receiver lamp self-test circuits.
3.14.3.5 Marker Beacon (MB) Operation.
MB SENS HI- For controlling MB sensitivity.
LO control 1. MB VOL OFF switch - On.
LO Decreases receiver sensitivity by 2. MB SENS switch - As desired.
shortening time transmitted signal
will be received. 3.14.3.6 VOR Communications Receiving Opera-
HI Increases receiver sensitivity by tion.
lengthening time transmitted signal
will be received. Frequency - Set.
3.14.4 Stopping Procedure.
3.14.3 Operation.
NAV VOL OFF switch - OFF.
3.14.3.1 Starting Procedure.
3.15 RADIO RECEIVING SET AN/ARN-147(V)
1. ICS AUX selector - ON. (VOR/ILS/MB) (IF INSTALLED).
2. NAV VOL OFF control - On. Radio set AN/ARN-147 (V) (Figure 3-15) is a VHF
receiver, capable of operating from 108.0 to 126.95 MHz.
3. Frequency - Select. Course information is presented by the VSI deviation
3-47
TM 1-1520-237-10
pointer and the selectable No. 2 bearing pointer on the CONTROL FUNCTION
HSI. The combination of the glide slope and localizer
capabilities makes up the instrument landing system (ILS).
The marker beacon portion of the receiver visually MB HI/LO switch Varies marker beacon (MB)
indicates on the VSI MB, and aurally signals over the sensitivity (high or low).
headphones helicopter passage over a transmitting marker
MHz digits select Changes frequency in 1-MHz steps
beacon. The radio set may be used as a VOR or ILS
over the range of control (first
receiver. The desired type of operation is selected by tun-
three digits).
ing the receiving set to the frequency corresponding to that
operation. ILS operation is selected by tuning to the odd MB VOL control Varies marker beacon (MB) audio
tenth MHz frequencies from 108.0 to 111.95 MHz. VOR gain of the associated receiver.
operation is selected by tuning from 108.0 to 126.95 MHz,
except the odd tenth MHz from 108.0 to 111.95 MHz
reserved for ILS operation. The three receiver sections do 3.15.3 Operation.
the intended functions independent of each other.
Performance degradation within any one of the major sec- 3.15.3.1 Starting Procedure.
tions will not affect performance of the others. Power for
the AN/ARN-147 is provided from the dc essential bus 1. ICS AUX receiver selector switch - ON.
through a circuit breaker, labeled VOR/ILS.
2. TEST/(power) ON/OFF switch - ON (center
position).
NOTE
3. MHz (first three digits) control - Select.
Tuning to a localizer frequency will
automatically tune to a glide slope frequen- 4. KHz (last two digits) control - Select.
cy when available.
5. NAV VOL control - Adjust.
3.15.1 Antennas. The VOR/LOC antenna system
consists of two blade-type collector elements, one on each 6. MODE SEL BRG 2 switch - VOR.
side of the fuselage tail cone. The glide slope antenna is
mounted under the avionics compartment in the nose. The 7. MODE SEL VOR/ILS switch - VOR.
antenna provides the glide slope receiver with a matched
forward looking receiving antenna. The marker beacon 8. CIS MODE SEL NAV/ON switch - As
antenna is flush-mounted under the center section of the desired.
fuselage.
3.15.3.2 VOR/Marker Beacon Test.
3.15.2 Controls and Functions. The controls for the
VOR/ILS/MB receivers are on the front of the control NOTE
panel. The function of each control is as follows:
If acceptable signal is not received, test will
CONTROL FUNCTION
not be valid.
Digit window Indicates selected operating fre- 1. HSI CRS set 315° on COURSE set display,
quency. pilot and copilot.
NAV VOL control Varies navigation (VOR/LOC)
2. TEST/(power) ON/OFF switch - TEST (posi-
audio gain of associated receiver.
tion up and hold). The MB light on the VSI
kHz digits select Changes frequency in 50-kHz steps should go on.
over the range of control (last two
digits). 3. HSI VOR/LOC course bar and VSI course
deviator pointer - Centered (61 dot).
TEST/(power) ON/ Controls application of power to
OFF switch the associated receiver. Controls 4. No. 2 bearing pointer should go to the 310° to
VOR/marker beacon test. 320° position.
3-48
TM 1-1520-237-10
DIGIT
MARKER BEACON WINDOW
VOLUME ADJUST NAV VOLUME
ADJUST
MB NAV
VOL VOL
N
A
V
MB
HI TEST
LO ON
OFF
MHZ
DIGITS KHZ DIGITS
SELECT SELECT
MARKER BEACON
HI / LO SELECT TEST / (POWER)
ON / OFF SELECT FS0016A
SA
Figure 3-15. VOR/ILS/MB Control Panel AN/ARN-147(V)
5. To-from arrow indicates TO. 3.15.3.6 VOR Communications Receiving Opera-
tion.
6. TEST/(power) ON/OFF switch - Release.
Frequency/Volume - Set.
3.15.3.3 VOR Operation.
3.15.4 Stopping Procedure.
1. HSI CRS control - Course select.
TEST/(power) ON/OFF switch - OFF.
2. Remote Instrument Controller COURSE 2
control - Course select. 3.16 DOPPLER NAVIGATION SET
AN/ASN-128. UH
3.15.3.4 ILS (LOC/GS) Operation.
The Doppler navigation set, AN/ASN-128, in conjunc-
1. ILS operation frequency/volume - Set. tion with the helicopter’s heading and vertical reference
systems, provides helicopter velocity, position, and steer-
2. HSI CRS control - Course select. ing information from ground level to 10,000 feet. To
achieve best results with the set, pitch and roll angles
3. CIS MODE SEL NAV/ON switch - As should be limited to 30° pitch and 45° roll, and moderate
desired. maneuver rates should be employed. The Doppler naviga-
tion system is a completely self-contained navigation
3.15.3.5 Marker Beacon (MB) Operation. system and does not require any ground-based aids. The
system provides world-wide navigation, with position
1. ICS NAV receiver selector switch - ON. readout available in both Universal Transverse Mercator
(UTM) and Latitude and Longitude (LAT/LONG) (Figure
2. MB HI/LO switch - As desired. 3-18). Navigation and steering is done using LAT/LONG
coordinates, and a bilateral UTM-LAT/LONG conversion
3. MB VOL control - Adjust as desired. routine is provided for UTM operation. Up to ten destina-
3-49
TM 1-1520-237-10
CONTROL/ FUNCTION
LEFT CENTER RIGHT TARGET
DISPLAY DISPLAY DISPLAY STORAGE INDICATOR
LAMPS LAMPS LAMPS INDICATOR
LAMP TEST Checks operation of all lamps.
TEST Initiates built-in-test exercise for
navigation set.
UTM Selects Universal Transverse Mer-
cator navigational mode of opera-
TGT
tion.
KYBD
MEM MAL STR
DIM
LAT/LONG Select latitude/longitude
PP DIST / BRG ALPHA
GS TIME DEST LEFT MID RIGHT navigational mode of operation.
TK DISP
D
P ABC DEF GHI
L
XTK
TKE
DEST
TGT
1 2 3
BACKUP Places navigation set in estimated
R 7
WIND SPH
VAR JKL MNO PQR
mode of operation or estimated
SP / DIR
DISPLAY 4 5 6
velocity mode of operation.
FLY−TO
N TEST UTM
A
LAMP LAT /
DEST STU
7
VWX
8
YZ
9 KEYBOARD DISPLAY selec- Selects navigation data for display.
V TEST LONG
3
tor
BACK CLR 0 ENT
OFF
UP
WIND SP/ Not applicable.
MODE
DIR
AA0663 XTK/TKE Distance crosstrack (XTK) of
SA
(Left Display) initial course to destination in km
Figure 3-16. Doppler Navigation Set and tenths of a km.
AN/ASN-128
(Right Display) Track angle error (TKE) in de-
grees displayed as right or left of
tions may be entered in either format and not necessarily bearing to destination.
the same format. Present position data entry format is also
GS-TK Ground speed (GS) in km/hr.
optional and independent of destination format. Power to
(Left Display)
operate the AN/ASN-128 is provided from No. 1 dc
primary bus through a circuit breaker marked DPLR, and (Right Display) Track angle (TK) in degrees
from the ac essential bus through a circuit breaker marked TRUE.
26 VAC DPLR, refer to TM 11-5841-281-12.
PP with switch Present position UTM zone.
3.16.1 Antenna. The Doppler antenna consists of a set to UTM
combined antenna/radome and a receiver-transmitter hous- (Center Display)
ing below copilot’s seat. The combination antenna/radome (Left Display) Present position UTM area square
uses a printed-grid antenna. designator and easting in km to
nearest ten meters.
3.16.2 Controls, Displays, and Function. The
control and displays for the Doppler are on the front panel (Right Display) Present position UTM area north-
(Figure 3-16). The function of each control is as follows: ing in km to nearest ten meters.
CONTROL/ FUNCTION PP with MODE Present position latitude in degrees,
INDICATOR switch set to minutes, and tenths of minutes.
LAT/LONG
MODE selector Selects Doppler Navigation Mode
(Left Display)
of operation.
OFF Turns navigation set off.
3-50
TM 1-1520-237-10
CONTROL/ FUNCTION CONTROL/ FUNCTION
INDICATOR INDICATOR
(Right Display) Present position longitude in de- DIM control Controls light intensity of display
grees, minutes, and tenths of characters.
minutes.
Left, Right, and Lights to provide data in
DIST/BRG- Time to destination selected by Center display alphanumeric and numeric
TIME FLY TO DEST (in minutes and lamps characters, as determined by set-
(Center tenths of minutes). ting of DISPLAY switch, MODE
Display) switch, and operation of keyboard.
(Left Display) Distance to destination selected by Target storage Displays destination number
FLY TO DEST (in km and tenths indicator (memory location in which present
of a km). position will be stored when TGT
STR pushbutton is pressed.
(Right Display) Bearing to destination selected by
FLY TO DEST (in degrees TGT STR Stores present position data when
MAGNETIC). pushbutton pressed.
DEST-TGT UTM zone of destination selected KYBD pushbut- Used in conjunction with the
(Mode switch set by DEST DISP thumbwheel. ton keyboard to allow data to be
to UTM) displayed and subsequently entered
(Center into the computer when the ENT
Display) key is pressed.
(Left Display) UTM area and easting of destina- DEST DISP Destination display thumbwheel
tion set on DEST DISP thumb- thumbwheel switch is used along with DEST-
wheel. switch TGT and SPH-VAR position of
DISPLAY switch to select destina-
(Right Display) Northing of destination set on tion whose coordinates or magnetic
DEST DISP thumbwheel. variation are to be displayed, or to
DEST-TGT Latitude (N 84° or S 80° max.) of be entered. Destinations are 0
(Mode switch set destination set on DEST DISP through 9, P (Present Position) and
to LAT/LONG thumbwheel. H (Home).
(Left Display)
(Right Display) Longitude of destination set on
DEST DISP thumbwheel.
SPH-VAR Spheroid code of destination set on
(Left Display) DEST DISP thumbwheel.
(Right Display) Magnetic variation (in degrees and
tenths of degrees) of destination set
on DEST DISP thumbwheel.
MEM indicator Lights when radar portion of
lamp navigation set is in nontrack condi-
tion.
MAL indicator Lights when navigation set
lamp malfunction is detected by built in
self-test.
3-51
TM 1-1520-237-10
CONTROL/ FUNCTION for the keyboard and display) is on a continuous basis, and
INDICATOR any failure is displayed by turn-on of the MAL indicator
lamp on the computer-display unit. The signal data
Keyboard Used to set up data for entry into converter and receiver-transmitter-antenna are tested by
memory. When the DISPLAY turning the MODE switch to TEST. Failure of those
switch is turned to the position in components is displayed on the computer-display unit by
which new data is required and the turn-on of the MAL indicator lamp. Identification of the
KYBD pushbutton is pressed, data failed unit is indicated by a code on the display panel of
may be displayed on the appropri- the computer-display unit. Continuous monitoring of the
ate left, right, and center display. signal data converter and receiver-transmitter-antenna is
To display a number, press the cor- provided by the MEM indicator lamp. The MEM indica-
responding key or keys (1 through tor lamp will light in normal operation when flying over
0). To display a letter, first depress smooth water. However, if the lamp remains on for over
the key corresponding to the 10 minutes, over land or rough water, there is a malfunc-
desired letter. Then depress a key tion in the Doppler set. Then the operator should turn the
in the left, middle or right column, MODE switch to TEST, to determine the nature of the
corresponding to the position of malfunction. Keyboard operation is verified by observing
the letter on the key. Example: To the alphanumeric readout as the keyboard is used.
enter an L, first depress L, then 3,
6, or 9 in the right column. 3.16.3.2 Navigate Mode. In the navigate mode (UTM
FLY-TO-DEST Selects the destination for which or LAT/LONG position of the MODE selector), power is
thumbwheel XTK/TKE and DIST/BRG/TIME applied to all system components, and all required outputs
switch are displayed when the DISPLAY and functions are provided. Changes in present position
switch is turned to either of these are computed and added to initial position to determine the
positions which steering informa- instantaneous latitude/longitude of the helicopter. Destina-
tion is desired. Destinations are 0 tion and present position coordinates can be entered and
through 9, and H (Home). displayed in UTM and latitude/longitude. At the same
time, distance, bearing and time-to-go to any one of ten
ENT key Enters data set up on keyboard into preset destinations are computed and displayed as selected
memory when pressed. by the FLY-TO DEST thumbwheel.
CLR key Clears last entered character when
3.16.3.3 Backup Mode. In this mode, remembered
pressed once. When pressed twice,
velocity data are used for navigation. The operator can
clears entire display panel under
insert ground speed and track angle with the keyboard and
keyboard control.
the display in GS-TK position. This remembered velocity
data can be manually updated through use of the keyboard
3.16.3 Modes of Operation. The three basic modes of and CDU DISPLAY switch in the GS-TK position. When
operation are: Navigate, test, and backup. GS-TK values are inserted under these conditions, naviga-
tion continues using only these values.
3.16.3.1 Test Mode. The TEST mode contains two
functions: LAMP TEST mode, in which all display seg- 3.16.4 Operation.
ments are lit, and TEST mode, in which system operation
is verified. In the LAMP TEST mode, system operation is 3.16.4.1 Window Display and Keyboard Opera-
identical to that of the navigate mode except that all lamp tion. In all data displays except UTM coordinates, the
segments and the MEM and MAL indicator lamps (Figure two fields are the left and right display windows. In UTM
3-17) are lighted to verify their operation. In TEST mode, coordinates displays, the first field of control is the center
the system antenna no longer transmits or receives window and the second field is the combination of the left
electromagnetic energy; instead, self-generated test signals and right displays. When pressing the KYBD pushbutton,
are inserted into the electronics to verify operation. System one or other of the fields described above is under control.
operation automatically reverts into the backup mode dur- If it is not desired to change the display in the panel sec-
ing test mode. Self-test of the Doppler set is done using tion under control, the pilot can advance to the next field
built-in-test equipment (BITE), and all units connected and of the display panel by pressing the KYBD pushbutton
energized for normal operation. Self-test isolates failures to again. The last character entered may be cleared by press-
one of the three units. The computer-display unit (except ing the CLR key. That character may be a symbol or an
3-52
TM 1-1520-237-10
LEFT RIGHT
DISPLAY DISPLAY
LAMPS LAMPS
TENTHS OF MINUTES
DECIMAL
TGT
KYBD STR
MEM MAL
CENTER TARGET
DISPLAY STORAGE
LAMPS INDICATOR
AA0525
SA
Figure 3-17. Doppler Lamp Test Mode Display
alphanumeric character. However, if the CLR key is a. Left, right, center and target storage
pressed twice in succession, all characters in the field indicator - Illuminated. All other lights
under control will be cleared and that field will still remain should be on.
under control.
3.16.4.2 Data Entry. b. Turn DIM control fully clockwise, then
fully counterclockwise, and return to full
1. To enter a number, press the corresponding clockwise; all segments of the display
key. To enter a letter, first press the key cor- should alternately glow brightly, go off,
responding to the desired letter. Then press a and then glow brightly.
key in the left, middle, or right column cor-
responding to the position of the letter on the 2. MODE selector - TEST. After about 15
pushbutton. seconds left display should display GO. Ignore
the random display of alpha and numeric
2. Example: To enter an L, first press L, then characters which occurs during the first 15
either 3, 6, or 9 in the right column. The seconds. Also ignore test velocity and angle
computer program is designed to reject unac- data displayed after the display has frozen.
ceptable data (for example, a UTM area of WI After about 15 seconds, one of the following
does not exist, and will be rejected). If the five displays will be observed in the first two
operator attempts to insert unacceptable data, character positions in the left display:
the display will be blank after ENT is pressed.
3.16.4.3 Starting Procedure.
1. MODE selector - LAMP TEST. All lights
should be lit.
3-53
TM 1-1520-237-10
IN0
CL6 IN0
IN0 BE0
CL6
EV0
CL6
IN0
CL0
BE0
AU0
IN0
IN0
AA8669A
SA
Figure 3-18. Doppler World UTM Spheroids (AN/ASN-128)
NOTE should be turned first to OFF, and then to
TEST, to verify the failure. If the MAL
If the MAL lamp lights during any mode of lamp remains on after recycling to TEST,
operation except LAMP TEST, the notify organizational maintenance personnel
computer-display unit MODE switch of the navigation set malfunction.
3-54
TM 1-1520-237-10
DISPLAY REMARKS DISPLAY REMARKS
LEFT RIGHT LEFT RIGHT
GO No display. If right display is blank, MN C, R, S, or A failure has occurred and
Display system is operating H followed the BACKUP mode, used
blanks satisfactorily. by a numeric for manual navigation (MN),
(normal). code is the only means of valid
navigation. The operator may
GO P If right display is P, then use the computer as a dead
pitch or roll data is missing, reckoning device by entering
or pitch exceeds 90°. In this ground speed and track data.
case, pitch and roll in the The operator should update
computer are both set to zero present position as soon as
and navigation continues in a possible, because it is pos-
degraded operation. Problem sible significant navigation
may be in the vertical errors may have ac-
gyroscope/AHRU or cumulated.
helicopter cabling.
MN HO10000 No heading information to
NOTE signal data converter.
If the TEST mode display is MN or NG, the SO5000 No 26 vac to signal data
MODE switch should be recycled through converter.
OFF to verify that the failure is not a
NG C, R, S, or A failure has occurred in the
momentary one. If the TEST mode display is
H followed system and the operator
MN, the data entry may be made in the
by a numeric should not use the system.
UTM or LAT/LONG mode, but any naviga-
code
tion must be carried on with the system in
the BACKUP mode. EN The 9V battery has failed.
All stored data must be
BU C, R, S, or A failure has occurred and
reentered after battery
H followed the system has automatically
replacement.
by a numeric switched to a BACKUP
code mode of operation as Blank C with Computer display unit
follows: 1. The operator has random failure.
the option of turning the numbers
MODE switch to BACKUP
and entering the best Blank R with Receiver-transmitter-antenna
estimate of ground speed and random failure.
track angle. 2. The operator numbers
has the option of turning the Blank S with Signal data converter failure.
MODE switch to BACKUP random
and entering his best estimate numbers
of wind speed and direction
and entering his best estimate Random Random dis- Signal data converter failure.
of ground speed and track display play
angle. The operator should
update present position as 3.16.4.4 Entering UTM Data. This initial data is
soon as possible, because it inserted before navigating with the Doppler. Refer to
is possible that significant paragraph 3.16.4.9.
navigation errors may have
accumulated. a. Spheroid of operation, when using UTM coordinates.
3-55
TM 1-1520-237-10
b. UTM coordinates of present position - zone, area, 7. KYBD pushbutton - Press, if variation data is
easting (four significant digits) and northing (four to be entered, and note right display blanks. (If
significant digits; latitude/longitude coordinates may be no variation data is to be entered, ENT key -
used. Press.)
c. Variation of present position to the nearest one-tenth 8. Variation data - Enter. (Example: E001.2,
of a degree. press keyboard keys 2 (right window blanks),
2, 0, 0, 1 and 2. Press ENT key, the entire
d. Coordinate of desired destination - 0 through 5 and
display will blank and TGT STR number will
H; (6 through 9 are normally used for target store loca-
reappear, display should indicate INø E 001.2.)
tions; but may also be used for destinations). It is not
necessary to enter all destinations in the same coordinate
system. 3.16.4.6 Entering Present Position or Destination
In UTM.
NOTE
1. MODE selector - UTM.
It is not necessary to enter destinations un-
less steering information is required, unless 2. DISPLAY selector - DEST-TGT.
it is desired to update present position by
overflying a destination, or unless a present 3. DEST DISP thumbwheel - P, numerical, or H
position variation computation is desired as desired.
(paragraph 3.16.3.3). If a present position
variation running update is desired, destina- 4. Present position and destination - Enter.
tion variation must be entered. The operator (Example: Entry of zone 31T, area CF, easting
may enter one or more destination varia- 0958 and northing 3849.)
tions to affect the variation update; it is not
necessary for all destinations to have as- a. KYBD pushbutton - Press. Observe that
sociated variations entered. display freeze and TGT STR indicator
blanks.
3.16.4.5 Entering Spheroid and/or Variation.
b. KYBD button - Press. Observe that center
1. MODE selector - UTM, LAT/LONG or
display blanks.
BACKUP.
2. DISPLAY selector - SPH-VAR. c. Key 3, 1, 7, and 8 - Press.
3. DEST DISP thumbwheel - P, numeral, or H as d. KYBD button - Press. Observe left and
desired. right displays blank.
4. KYBD pushbutton - Press. Observe display e. Key 1, 3, 2, 3, 0, 9, 5, 8, 3, 8, 4, 9 - Press.
freezes and TGT STR indicator blanks. Press
KYBD pushbutton again and observe left dis- f. ENT pushbutton - Press. Left, right, and
play blinks. If no spheroid data is to be center displays will momentarily blank
entered, KYBD pushbutton - Press again, go- and TGT STR number will appear.
to step 7. Displays should indicate 31T CF
09583849.
5. Spheroid data - Entry. (Example: INø). Press
keys 3 (left window blanks), 3, 5, 5, and 0. 3.16.4.7 Entering Present Position or Destination
Left display should indicate INø. Refer to Variation In LAT/LONG. The variation of a destination
Figure 3-18 for codes. must be entered after the associated destination coordinates
are entered (since each time a destination is entered its as-
6. ENT pushbutton - Press if no variation data is sociated variation is deleted). The order of entry for
to be entered. present position is irrelevant.
3-56
TM 1-1520-237-10
NOTE 1. Present positon variation - Enter (paragraph
3.16.4.5).
If operation is to occur in a region with
2. DISPLAY selector - DEST-TGT.
relatively constant variation, the operator
enters variation only for present position,
3. DEST DISP thumbwheel - P. Do not press
and the computer will use this value
ENT key now.
throughout the flight.
4. ENT pushbutton - Press as helicopter is sitting
1. MODE selector - LAT/LONG.
over or overflies initial fix position.
2. DISPLAY selector - DEST-TGT.
5. F L Y - T O D E S T t h u m b w h e e l - D e s i r e d
destination location.
3. DEST DISP thumbwheel - P, numerical or H
as desired. 3.16.4.10 Update of Present Position From Stored
Destination. The helicopter is flying to a destination set
4. Present position or destination - Enter. by the FLY-TO DEST thumbwheel. When the helicopter
(Example: Entry of N41° 10.1 minutes and is over the destination, the computer updates the present
E035° 50.2 minutes.) Press KYBD pushbutton. position when the KYBD pushbutton is pressed, by using
Observe that display freezes and TGT STR stored destination coordinates for the destination number
indicator blanks. Press KYBD pushbutton shown in FLY-TO DEST window, and adding to them the
again and observe left display blanks. Press distance traveled between the time the KYBD pushbutton
keys 5, 5, 4, 1, 1, 0 and 1. Press KYBD push- was pressed and the ENT key was pressed.
button (right display should clear) and keys 2,
2, 0, 3, 5, 5, 0, and 2. 1. DISPLAY selector - DIST/BRG-TIME.
5. ENT pushbutton - Press. Entire display will 2. KYBD pushbutton - Press, when helicopter is
blank and TGT STR number will reappear. over the destination. Display freezes.
Display should indicate N 41° 10.1 E0 35°
50.2. NOTE
If a present position update is not desired,
3.16.4.8 Ground Speed and Track. as indicated by an appropriately small value
of distance to go on overflying the destina-
1. MODE selector - BACK UP. tion, set the DISPLAY selector to some
other position, this aborts the update mode.
2. DISPLAY selector - GS-TK.
3. ENT key - Press.
3. Ground speed and track - Enter. (Example:
Enter 131 km/h and 024°. Press KYBD push- 3.16.4.11 Update of Present Position From
button, observe that left display freezes and Landmark. There are two methods for updating present
TGT STR indicator blanks. Press KYBD position from a landmark. Method 1 is useful if the
pushbutton and observe that left display landmark comes up unexpectedly and the operator needs
blanks. Press keys 1, 3, and 1. Left display time to determine the coordinates. Method 2 is used when
indicates 131. Press KYBD pushbutton, a landmark update is anticipated.
control shifts to right display, and right display
blanks. Press keys 0, 2 and 4. 3.16.4.11.1 Method 1.
4. ENT pushbutton - Press. The entire display 1. DISPLAY selector - PP.
will blank, and TGT STR number will reap-
pear. Display should indicate 131 024°. 2. KYBD pushbutton - Press as landmark is
overflown. Present position display will freeze.
3.16.4.9 Initial Data Entry. Initial data entry of varia-
tion in coordinates is normally done prior to takeoff. To 3. Compare landmark coordinates with those on
make the initial data entry, do the following: display.
3-57
TM 1-1520-237-10
4. Landmark coordinates - Enter. If difference 3.16.4.13.2 Method 2.
warrants an update.
1. MODE selector - UTM or LAT/LONG,
5. ENT key - Press if update is required. depending on coordinate format desired.
6. DISPLAY selector - Set to some other posi- 2. DISPLAY selector - DEST-TGT.
tion to abort update.
3. DEST DISP thumbwheel - P.
3.16.4.11.2 Method 2.
4. KYBD pushbutton - Press when over flying
1. DISPLAY selector - DEST/TGT. potential target. Display should freeze.
2. DEST DISP thumbwheel - P. Present postion NOTE
coordinate should be displayed.
Do not press ENT key while DEST DISP
3. KYBD pushbutton - Press, observe that dis- thumbwheel is at P.
play freezes.
5. If it is desired to store the target, turn DEST
4. Landmark coordinates - Manually enter via DISP thumbwheel to destination location
keyboard. desired and press ENT key.
5. ENT key - Press when overflying landmark. 6. If it is not desired to store the target, place
DISPLAY selector momentarily to another
6. DISPLAY selector - Set to some other posi- position.
tion to abort update.
3.16.4.14 Transferring Stored Target Coordinates
3.16.4.12 Left-Right Steering Signals. Flying short- From One Location to Another. The following
est distance to destination from present position. procedure allows the operator to transfer stored target
coordinates from one thumbwheel location to another. For
1. DISPLAY selector - XTK-TKE. example, it is assumed that the pilot wants to put the
coordinates of stored target 7 into location of destination 2.
2. MODE SEL - DPLR.
NOTE
3. Fly helicopter in direction of lateral deviation
pointer on vertical situation indicator to center Throughout this procedure, range, time-to-
the pointer, or course deviation bar on HSI. go, bearing and left/right steering data are
computed and displayed for the destination
3.16.4.13 Target Store (TGT STR) Operation. Two selected via the FLY-TO DEST thumb-
methods may be used for target store operation. Method 1 wheel.
is normally used when time is not available for preplan-
ning a target store operation. Method 2 is used when time 1. DISPLAY selector - DEST-TGT.
is available and it is desired to store a target in a specific
DEST DISP position. 2. DEST DISP thumbwheel - 7.
3.16.4.13.1 Method 1. 3. KYBD pushbutton - Press.
1. TGT STR pushbutton - Press when flying over 4. DEST DISP thumbwheel - 2.
target.
5. ENT key - Press.
2. Present position is automatically stored and the
destination location is that which was 3.16.4.15 Transferring Variation From One Loca-
displayed in the target store indicator (position tion to Another. The procedure to transfer variation data
6, 7, 8, or 9) immediately before pressing the to the same location where the associated stored target
TGT STR pushbutton. coordinates has been transferred is the same as in
3-58
TM 1-1520-237-10
paragraph 3.16.4.14, Transferring Stored Target ences, and position and velocity updates from its internal
Coordinates From One Location To Another, except that GPS, provides accurate helicopter velocity, position and
the DISPLAY selector is placed at SPH-VAR. steering information from ground level to 10,000 feet. The
system provides worldwide navigation, with position
3.16.4.16 Dead Reckoning Navigation. As an readout available in both Military Grid Reference System
alternate BACKUP mode, dead reckoning navigation can (MGRS) and Latitude and Longitude (LAT/LONG)
be done using ground speed and track angle estimates coordinates. Navigation and steering is performed using
provided by the operator. LAT/LONG coordinates and a bilateral MGRS-LAT/
LONG conversion routine is provided for MGRS opera-
1. MODE selector - BACKUP. tion. Up to 100 destinations may be entered in either
format and not necessarily the same format.
2. DISPLAY selector - GS-TK.
3.17.1 Antenna. The GPS antenna is located on the top
3. Best estimate of ground speed and track angle aft section of the helicopter. The Doppler antenna is
- Enter via keyboard. located below the copilot’s seat.
4. Set MODE selector to any other position to 3.17.2 Controls, Displays, and Function. The
abort procedure. control and displays for the AN/ASN-128B (Figure 3-19)
are on the front panel. The function of each control is as
3.16.4.17 Operation During and After Power Inter- follows:
ruption. During a dc power interruption inflight, or when CONTROL/ FUNCTION
all helicopter power is removed, the random access INDICATOR
memory (RAM) (stored destination and present position)
data is retained by power from an 8.4 volt dc dry cell bat- NOTE
tery. This makes it unnecessary to reenter any navigational
data when power returns or before each flight. If the bat- The MODE switch is locked in the
tery does not retain the stored destination data during OFF position and must be pulled
power interruption, the display will indicate on EN when out and turned to get into or out of
power returns. This indicates to the pilot that previously the OFF position.
stored data has been lost, and that present position,
MODE selector Selects mode of operation.
spheroid/variation, and destinations must be entered. The
computer, upon return of power, resets present position OFF In this position the navigation set
variation to E000.0°, destination and associated variations is inoperable: non-volatile RAM
to a non-entered state, remembers wind to zero and retains stored waypoint data.
spheroid to CL6. The following data must be entered fol-
lowing battery failure: LAMP TEST Checks operation of all lamps.
TEST Initiates built-in-self test exercise
1. Enter spheroid. for the Doppler and GPS functions
of the navigation set.
2. Enter present position variation.
MGRS Selects MGRS navigational mode
3. Enter present position. of operation.
LAT/LONG Selects latitude/longitude
4. Enter each destination and its associated varia- navigational mode of operation.
tion.
GPS LDG Places navigation set in GPS land-
3.16.5 Stopping Procedure. MODE selector - OFF. ing mode of operation. This mode
provides real time, tactical preci-
3.17 DOPPLER/GPS NAVIGATION SET (DGNS) sion landing guidance information
AN/ASN-128B. UH to the HSI and VSI indicators.
The AN/ASN-128B DGNS is an AN/ASN-128 LDNS DISPLAY Selects navigation data for display.
with an embedded GPS receiver. The AN/ASN-128B in selector
conjunction with the helicopter’s heading, vertical refer-
3-59
TM 1-1520-237-10
SYS TGT
FLY TO EPE STAT STR
1 7 : BANDO 0 3 0MG 9 1
BRT GP S : M NA V : C MAL
GS : 1 1 7 KM / HR
DIM TK : 0 2 5 "
G
P PP KYBD LTR LTR LTR
S GS/TK DIST / BRG LEFT MID RIGHT
/ NAV M TIME
D
P XTK/TKE WP
KEY TGT F1 ABC DEF GHI
L
R 1 2 3
WIND−UTC DATUM
DATA ROUTE
TGT JKL MNO PQR
DISPLAY STR 4 5 6
TEST MGRS
N
LAMP LAT / INC STU VWX YZ*
A TEST LONG (+) 7 8 9
V
OFF GPS
LDG DEC CLR # ENT
(−) 0 (PAGE)
MODE
AA9998B
SA
Figure 3-19. Doppler/GPS Navigation Set
AN/ASN-128B/D
CONTROL/ FUNCTION CONTROL/ FUNCTION
INDICATOR INDICATOR
WIND-UTC Used for wind speed and direction DIST BRG Displays distance, bearing, and
DATA (with TAS sensor installed), UTC TIME time information to the destination
9Doppler only9 time, sea current, surface wind, or course selected. Selection of fly
GPS status and data load functions. to destination can be accomplished
by direct entry of two digit destina-
XTK/TKE Displays steering (cross track tion number.
KEY distance and track angle error)
information and GPS variable key WP TGT Accesses waypoint or target data
status. Selection of fly to destina- (landing data, variation, motion).
tion by direct entry of two digit Selection of destination for
destination number. display/entry by direct entry of two
digit destination number.
GS/TK NAV Displays ground speed, track angle
M and selection of GPS and naviga- DATUM Accesses datum and steering/route
tion mode. ROUTE functions.
PP Displays present position, altitude,
and magnetic variation.
3-60
TM 1-1520-237-10
CONTROL/ FUNCTION CONTROL/ FUNCTION
INDICATOR INDICATOR
MAL indicator Lights when a malfunction is INC and DEC Used to increment or decrement
lamp detected by the built-in-test keys the displayed waypoint/target
circuitry. In the event of an number when the DISPLAY selec-
intermittent malfunction, the tor is set to WP/TGT. To access
system may operate correctly but P, press the LTR LEFT key fol-
must be cycled to the OFF posi- lowed by key 6; display waypoint
tion then to on, to extinguish the 99 then press the INC key; or dis-
MAL light. play waypoint 00 then press the
DEC key. Also used to increment
BRT and DIM Used to brighten or dim the light
or decrement the fly-to destination
keys intensity of the LCD display.
number when the DISPLAY selec-
Four line Displays alphanumeric characters, tor is set to DIST/BRG/TIME or
alphanumeric as determined by the setting of the XTK/TKE/KEY.
display DISPLAY selector, the MODE
ENT key Enters data into memory (as set up
selector and operation keyboard.
(PAGE) on keyboard and displayed). This
The keys activate function upon
key is also used for paging of
pressing the key.
displays. The bottom right corner
TGT STR key Stores present position data in the of the display indicates 9more9
indicated target store/memory loca- when additional pages are avail-
tion (90-99) when pressed. able, and 9end9 when no additional
pages are available. Pressing this
KYBD key Used in conjunction with the key when 9end9 is displayed will
keyboard to allow data display and return the display to the first page.
entry into the computer.
CLR key Clears last entered character when
Keyboard and Used to set up data for entry into pressed once. When pressed twice,
LTR keys memory. When DISPLAY selector clears entire input field of display
is set to a position in which new keyboard control.
data is required and KYBD key is
pressed, data may be displayed on F1 key Reserved for future growth.
the appropriate input field of dis-
play. To display a number, press
the corresponding key or keys (0- 3.17.3 Modes of Operation. Control of the Doppler/
9). To display a letter, first press GPS, including selection of modes and displays, and entry
the LTR key corresponding to the and readout of data is performed via the Computer Display
position of the desired letter on a Unit (CDU) front panel. The system has four basic modes
key. Then press the key which of operation: OFF, navigate, TEST and GPS LDG. In the
contains the desired letter. navigate mode three submodes may be selected manually
Example: To enter an L, first press or automatically. These are combined mode (default or
the LTR RIGHT key, then press primary mode of operation), GPS only mode, or Doppler
key 4. only mode.
3-61
TM 1-1520-237-10
3.17.3.1 OFF Mode. In the OFF mode the system is convenience only. At the same time, distance, bearing and
inoperable. However, the edge lighting is lighted by an time-to-go to any one of 100 preset destinations are
external helicopter power source and is independent of the computed (as selected by FLY-TO-DEST).
Doppler/GPS MODE selector setting. Edge lighting may
not be available if the helicopter is modified with the night 3.17.3.3 Test Mode. The TEST mode contains two
vision MWO. functions: LAMP TEST mode, in which all display seg-
ments are lit, and TEST mode, in which system operation
3.17.3.2 Navigate Mode. In the navigate mode is verified. In the LAMP TEST mode, system operation is
(MGRS or LAT/LONG) position of the CDU MODE identical to that of the navigate mode except that all lamp
selector) power is applied to all system components, and segments and the MEM and MAL indicator lamps are
all required outputs and functions are provided. The Dop- lighted to verify their operation. In TEST, the RTA no
pler radar velocity sensor (DRVS) measures helicopter longer transmits or receives electromagnetic energy;
velocity, and converts analog heading, pitch and roll into instead, self-generated test signals are inserted into the
digital form. This data and embedded GPS receiver (EGR) electronics to verify operation of the DRVS. At this time a
velocity and position data are then sent to the CDU for self test is performed by the GPS and navigation
processing. Barometric altitude is used for aiding the GPS computations continue using remembered velocity. In the
when only three satellites are available. Four satellites are TEST mode, Doppler test results are displayed on the
required if the barometric altitude sensor is not available. CDU front panel for the first 15 seconds (approximate). At
Present position is computed by using one of three the end of this period either GO is displayed if there is no
navigation submodes which can be selected manually or malfunction in the navigation set, or a failure code is
automatically. These submodes are as follows: displayed if a malfunction has occurred. A rotating bar on
the display indicates that the GPS has not completed self
3.17.3.2.1 Combined Mode (Default or Primary test. If the navigation set is maintained in the TEST mode,
Mode of Operation). Doppler and GPS position and no navigation data can be displayed on the CDU front
velocity data are combined to provide navigation. This panel. If a Doppler malfunction is detected, the MAL
mode is used when a minimum of three (with barometric indicator lamp lights and DF is displayed. At the comple-
sensor) or four satellites are available, GPS Estimated tion of GPS self test (up to two minutes), the rotating bar
Position Error (EPE) is less than approximately 150 is replaced with a complete test result code. The failed unit
meters, and the Doppler is not in memory. If GPS becomes and the failed circuit card are also indicated by a code on
invalid (e.g. due to increased EPE), the system will the CDU display. The CDU is continuously monitored for
automatically switch to Doppler mode until a valid GPS failures, using its own computer as built-in-test-equipment
status is received. The GPS POS ALERT advisory will (BITE). Any BITE malfunction causes the MAL indicator
appear when this happens. If the Doppler becomes invalid lamp on the CDU to light. If the MODE selector on the
(e.g. flight over glassy smooth water), the system will CDU is set to TEST, identification of the failed LRU is
automatically switch to GPS mode if GPS is valid or an indicated by a code on the display panel. Helicopter head-
alternate Doppler mode if the GPS is not valid. ing, pitch and roll are also displayed in the mode by
pressing the ENT key after Doppler test is completed.
3.17.3.2.2 GPS Mode. GPS positions and velocities are GPS test status is displayed if the ENT key is pressed a
used for navigation by the Doppler navigation processor in second time. Malfunction codes are automatically latched
the CDU. If GPS mode is selected and the GPS becomes and can only be cleared by recycling the CDU power via
invalid (paragraph 3.17.3.2.1), the system will not the CDU mode switch (OFF-ON).
navigate. The GPS POS ALERT advisory indicates that
GPS signals are not reliable. 3.17.3.4 GPS Landing Mode. In the GPS LDG mode,
the Doppler navigation system provides information to the
3.17.3.2.3 Doppler Mode. Doppler position and veloc- HSI and VSI indicators for real time landing guidance to a
ity data are used for navigation. If Doppler mode is touch down point previously entered in any of the 100
selected and the Doppler becomes invalid (paragraph fly-to destinations. The landing approach is determined by
3.17.3.2.1), the system will automatically switch to True present position and the entered touch down altitude,
Air Speed (TAS) mode (using remembered wind) if a TAS glideslope and inbound approach course.
sensor is available, or remembered velocity if a TAS sen-
sor is not available. If Doppler mode is manually selected 3.17.4 CDU Operation. Various required operating
at the start of the flight an initial present position must be data, such as initial present position (if GPS is not valid or
obtained and entered prior to flight. Navigation is per- Doppler mode is selected), destination coordinates with or
formed in latitude/longitude for computational without GPS landing data, and magnetic variation can at
3-62
TM 1-1520-237-10
any time be entered into the CDU via its keyboard, or the magnetic variation only for present position
remote fill panel (Figure 3-8) via the preprogrammed data and the computer will use this value
loader cartridge. In most cases, these data will be entered throughout the flight. If MGRS data are to be
before the helicopter takes off. The GPS provides present entered or displayed, the MGRS datum of
position to the Doppler/GPS. If GPS is not available or operation is also entered.
Doppler is selected present position can be initialized as
follows: 3.17.5 Target-of-Opportunity. Target-of-opportunity
data can be stored by pressing TGT STR (target store) key
1. The MODE selector should be set to MGRS when the target is overflown. This operation stores the
or LAT/LONG, the WP/TGT display position coordinates of the target in one of ten destination locations
of the DISPLAY selector is selected, the in the computer; locations 90-99 sequentially incrementing
destination number is set to P (default way- each time the TGT STR key is pressed. The location is
point) and KYBD key is pressed. The displayed in the appropriate display field. The computer
coordinates of the initial position is overflown, can keep track of individual target positions which may
the ENT key is pressed. The computer then include speeds and directions input by the operator.
determines changes from the initial position
continuously, and the coordinates of the cur- 3.17.6 Self Test. Self test of the AN/ASN-128B is ac-
rent present position can be read either by complished using BITE with the RTA, SDC, and CDU
remaining in this configuration or by setting units connected and energized for normal operation. Self
the DISPLAY selector to PP (present position) test enables the unit to isolate failures to one of the four
and the MODE selector to MGRS or LAT/ main functions (RTA, SDC, CDU or EGR) or to one of
LONG. the circuit cards in the SDC or CDU. Self test is ac-
complished as follows:
2. To update present position over a stored
destination, KYBD key is pressed when the 1. The CDU (except for the keyboard and dis-
helicopter overflies this destination. If an play) is checked on a continuous basis, and
update is desired, the ENT key is pressed and any failure is displayed by the illumination of
the update is completed. The DISPLAY selec- the MAL indicator lamp on the CDU. If the
tor is in the DIST/BRG/TIME position and MODE selector on the CDU is set to the
the FLY-TO-DEST is set to this destination TEST position, identification of the failed
during this process. The distance-to-go, circuit card in the CDU is indicated by a code
displayed while over the stored destination, is on the display panel.
the position error of the system at that mo-
ment. 2. The DRVS and EGR are tested by setting the
MODE selector on the CDU to the TEST
3. To update present position over a fixed point position. Failure of the DRVS or EGR are
not previously stored in the computer, the displayed on the CDU by illumination of the
DISPLAY selector is placed to PP and KYBD MAL indicator lamp, and identification of the
key is pressed as the fix point is overflown. failed unit or circuit card is indicated by a code
This freezes the display while allowing on the display panel of the CDU.
computation of changes in present position to
continue within the computer. If an update is 3. Continuous monitoring of the signal data
required the coordinates of the fix point are converter and receiver transmitter antenna is
entered via the keyboard, and ENT key is provided by the system status indication. The
pressed. The position change which occurred system will not use Doppler velocities in
since over-flying the fix point is automatically normal operation when flying over glassy
added to the fix point coordinates to complete smooth water. However, if the system
the position update. continues to not use Doppler (e.g. using GPS
only when combined has been selected) for
4. Magnetic variation can be entered for each excessive periods of time (e.g. more than 10
destination, and the system will compute minutes) over land or rough water, then a
present position magnetic variation. If opera- malfunction may exist in the navigation set and
tion is to occur in a region with relatively the operator should set the MODE selector to
constant magnetic variation, the operator enters TEST to determine the nature of the failure.
3-63
TM 1-1520-237-10
4. The display portion of the CDU is tested by on a key. Then press the key which contains the desired
illuminating all the lamp segments in each letter. For example, to enter an L, first press the LTR
alphanumeric character in the LAMP TEST RIGHT key, then press key 4.
mode.
3.17.9.2 Keyboard Correction Capability. The last
5. Keyboard operation is verified by observing character entered may be cleared by pressing the CLR
the alphanumeric characters as the keyboard is key. If the CLR key is pressed twice in succession, the
exercised. field is cleared but remains under control (indicated by
blinking) and the last valid data entered is displayed.
3.17.7 Route Sequencing Modes. The system has
the ability to fly a preprogrammed sequence of waypoints. 3.17.9.3 Destination Variation Constraint. The
This sequence can be either consecutively numbered in magnetic variation associated with a destination must be
which case a start and end waypoint are entered or random entered after the coordinates for that destination are
numbered, in which case all waypoints are put in a list and entered. The order of entry for present position is ir-
the start and end waypoints are entered. Both sequence relevant.
modes can be flown in the order they are in the list or in
the reverse order. Directions will be displayed to the way-
3.17.9.4 Impossibility of Entering Unacceptable
point next on the list until approximately 10 seconds
Data. In most cases the computer program will reject
before overflying the waypoint at which time the display
unacceptable data (for example, a MGRS area of W1 does
will advance to the next waypoint and the new waypoint
not exist and will be rejected). If the operator attempts to
number will blink for ten seconds. One consecutive and
insert unacceptable data, the unacceptable data will be
one random sequence may be stored in the system.
displayed on the panel and then the selected field will
blink after ENT key is pressed displaying the last valid
3.17.8 To-To Route Mode. The system has the ability
data.
to provide steering information onto a course defined by
the start and end waypoints. Only the second waypoint
will be overflown. The distance displayed is the distance to 3.17.9.5 Displaying Wind Speed and Direction
the course when outside two nautical miles of the course (TAS Sensor Required).
and the distance to the second waypoint when inside two
nautical miles of the course.
NOTE
3.17.9 General Operating Procedures for Entering
Data. The panel display consists of four line LED The computer cannot prevent insertion of
readout. The top line of the display is reserved for the dis- erroneous data resulting, for example, from
play of Fly-To destination number and destination name/ human or map errors.
International Civil Aeronautic Organization (ICAO)
identifier, EPE in meters, mode of GPS and mode of AN/ In MGRS mode, wind speed is displayed in km/hr; in
ASN-128B operation and target store number. The LAT/LONG mode, wind speed is displayed in knots.
remaining lines will display data in accordance with the Wind direction is defined as the direction from which the
DISPLAY and MODE selectors. When pressing the wind originates.
KYBD key for the first time in an entry procedure, the
display freezes, kybd is displayed in the bottom right 1. Set MODE selector to LAT/LONG (MGRS
corner indicating the display is in the keyboard mode and may also be used).
the input field under keyboard control blinks. If it is not
desired to change the display field under control, the pilot 2. S e t D I S P L A Y s e l e c t o r t o W I N D - U T C
can advance to the next field of the display by pressing the (coordinated universal time)/DATA and
KYBD key again. Pressing the ENT key (whether or not observe display.
new data has been entered) causes the display to blank
momentarily and return with the latest computed data. To 3. The display indicates:
abort a keyboard operation, move the MODE or DIS-
PLAY selector to another position. SP:XXXKn
3.17.9.1 Data Entry. To display a letter, first press the DIR:XXX°
LTR key corresponding to the position of the desired letter
3-64
TM 1-1520-237-10
3.17.9.6 Displaying/Entering UTC and Displaying 3. The display indicates GPS daily key status,
GPS Status. time remaining on the currently entered keys
and how many satellites are currently being
1. Set MODE selector to LAT/LONG (MGRS used by the GPS.
may also be used). KEY STATUS TIME REMARKS
2. Set DISPLAY selector to WIND-UTC/DATA
and observe the wind speed/direction display. DK OK Days or hours GPS daily key
still available in use and
3. Press ENT key. Observe that the CDU display on key verified
indicates year ** (default year is 93), day 317 DK NO * No GPS daily
and indicates hours, minutes, and seconds of key available
UTC time: 09 Hours, 25 Minutes, 10 Seconds.
DK IN * GPS daily key
4. To enter year, day and time press the KYBD available but
key to select the field for input shown as a not verified
blinking field, enter the desired data and press
the ENT key.
3.17.10 Preflight Procedures.
5. To display GPS status press the ENT key to
display selection menu. 3.17.10.1 Data Required Prior to DGNS Turn-On.
1 > SEA CURRENT 1. The following initial data must be entered by
the pilot after system turn-on and initialization,
2 > SURFACE WIND unless previously entered data is satisfactory:
3 > GPS STATUS 2. Datums of operation, when using MGRS
coordinates. This data may be part of the data
4 > DATA LOAD end load if preprogrammed.
6. To select the GPS STATUS page press key 3. 3. In combined or GPS mode the GPS provides
preset position. If the Doppler only mode is
7. O b s e r v e t h e C D U d i s p l a y . T h e d i s p l a y selected MGRS coordinates of present position
indicated the GPS test mode status as of one of - zone area, easting and northing; latitude/
the following: longitude coordinates may also be used to
input present position. This data may be part of
GPS TEST: IN PROCESS the data load if preprogrammed. Variation of
present position to the nearest one-tenth of a
GPS TEST: NOT RUN degree.
GPS TEST: PASSED 4. Coordinates of desired destinations 00-99. It is
not necessary to enter all destinations in the
GPS TEST: FAILED same coordinate system. This data may be part
of the data load if preprogrammed. Destination
3.17.9.7 Displaying GPS Key and GPS Satellite locations of 70 through 89 are only program-
Status. mable through the data loader.
1. Set the DISPLAY selector to XTK/TKE/ 5. Variation of destinations to the nearest one-
KEY. tenth of a degree.
2. Set the MODE selector to LAT/LONG 6. Crypto-key variables necessary to enable the
(MGRS may also be used). GPS receiver to operate in Y code are entered
3-65
TM 1-1520-237-10
via remote fill data only and not via the CDU been entered, or collection of almanac data
keyboard. when set has no previous almanac data.
During this time the GPS operation mode
NOTE must be M and uninterrupted. After this
time the GPS operating mode may be
Destinations are entered manually when switched to Y. Observe the GPS key status
steering information is required to a and number of satellite vehicles (SVs)
destination that was not in the set of data tracked after switching to Y mode. If the
loaded via the data loader, or it is desired to SV number goes to zero, repeat this
update present position by overflying a procedure. The key status shall switch from
destination, or a present position variation DK IN to DK OK sometime during the 12
computation is desired. (See CDU opera- minutes.
tion). If a present position variation update
is desired, destination variation must be 5. Check datum of operation, if MGRS is being
entered. The operator may enter one or used.
more destination variations; it is not neces-
sary for all destinations to have associated 6. Check destinations in MGRS or LAT/LONG
variations entered and also not necessary to coordinates as desired.
enter all destinations in any case, but varia-
tions must be entered after destination 7. Check associated destination variations as
coordinates are entered. desired. Remove all incorrect variations by
setting DISPLAY selector to WP/TGT, set-
7. The Doppler outputs true heading and accepts ting the destination number to appropriate
magnetic heading from gyromagnetic/AHRU destination, and pressing the KYBD key and
heading reference. If accurate magnetic varia- ENT key in that order. Variations of at least
tions are not applied, then navigation accuracy two destinations must be entered for automatic
will be affected. variation update computation to be performed.
For accurate navigation it is advised to enter
3.17.10.2 System Initialization. variations after each destination unless the
variations are the same.
1. Enter GPS mode 9M9.
8. Select DGNS operating mode.
NOTE
NOTE
Select GPS mode 9M9 during initialization.
If 9Y9 mode is selected before crypto-key
variables are loaded the system will lock- The set will automatically select combined
up. System must be turned off, then back mode (default or primary operating mode)
on. as this allows the system to select the best
possible navigation method available.
2. Perform self test.
9. Set the FLY-TO-DEST to the desired destina-
3. Perform download of data loader cartridge if tion location.
necessary, or manually enter datum, destina-
tions, magnetic variations, and present posi- 3.17.10.3 Downloading Data from Dataloader
tion. Cartridge.
4. Load crypto-key variables (unless previously 1. Set the CDU MODE selector to OFF.
loaded and still valid) necessary for operation
of the GPS in Y mode. 2. I n s e r t t h e p r e p r o g r a m m e d d a t a l o a d e r
cartridge.
NOTE
3. Set the CDU MODE selector to MGRS
It is necessary to wait at least 12 minutes (LAT/LONG may be used). Enter desired
for key validation when new keys have GPS code (M or Y) mode of operation.
3-66
TM 1-1520-237-10
4. Set the DISPLAY selector to WIND-UTC/ 10. Set the CDU MODE selector to OFF, remove
DATA. the data loader cartridge if desired, and then
set the CDU MODE selector to the desired
5. To display the select menu press the ENT key setting.
twice.
3.17.10.4 Self Test.
1 > SEA CURRENT
1. Set the MODE selector to LAMP TEST.
2 > SURFACE WIND Enter GPS mode 9M9 or 9Y9. Verify the
following:
3 > GPS STATUS
a. All edge lighting is illuminated.
4 > DATA LOAD end
b. The MAL lamp is illuminated.
6. To select the DATA LOADER page press key c. All keyboard keys are lit.
4.
2. Set the MODE selector to TEST. After Dop-
DATA LOADER pler and/or GPS self tests have completed (ap-
proximately 15 seconds for Doppler, up to 2
ENTER DATA: N - Y minutes for GPS), one of the following
displays will be observed in the left and right
7. To begin the download press the KYBD and displays:
enter Y (yes).
NOTE
8. Observe the CDU display. The CDU shall dis-
play DOWNLOAD WAYPTS IN In the event the TEST mode display is not
PROCESS. If a transmission error occurs the GO ALL the system should be recycled
CDU display shall change to ERROR- through OFF to verify the failure is to a
RETRYING. momentary one.
9. When the transmission is complete the CDU 3. Press the BRT pushbutton at least 10 times,
shall display DOWNLOAD WAYPTS then press the DIM pushbutton at least 10
COMPLETE. If this display is not obtained times, then press the BRT pushbutton at least
within one minute of beginning the download, 10 times. LED display shall alternately glow
check the data programming and connections. bright, extinguish, and glow bright.
LEFT DISPLAY RIGHT DISPLAY REMARKS
GO Doppler has completed BIT and is operating satisfactorily, GPS is still
performing BIT (GPS has a two minute BIT cycle maximum). Note that a
rotating bar in the display indicates that the GPS is still performing self test.
GO ALL The entire system has completed BIT and is operating satisfactorily.
GO P Pitch or Roll data is missing or exceeds 90°. In this case, pitch and roll in
the computer are both set to zero and navigation in the Doppler mode
continues with degraded operation. Problem may be in the vertical gyro/
AHRU or helicopter cabling.
3-67
TM 1-1520-237-10
(Cont)
LEFT DISPLAY RIGHT DISPLAY REMARKS
NG C, R, S, or H fol- A failure has occurred in the computer display unit or the signal data
lowed by a numeric converter power supply. The operator should not use the system.
code
DN GPS failure code GPS has failed but operator can use Doppler to perform all navigation.
DF Doppler failure code Doppler has failed. GPS is still performing self test.
GN Doppler failure code Doppler has failed but operator can use GPS to perform all navigation.
EN Doppler failure code SDC battery is discharged. Items stored in memory have been deleted.
3.17.10.5 Display GPS Operating Modes, e. Target destination where the present posi-
Groundspeed, and Track. Use this procedure to dis- tion will be stored next time TGT/STR is
play or select GPS M or Y operating mode, Doppler, GPS pressed.
or combined operation, and displaying groundspeed and
track.
NOTE
1. Set MODE selector to MGRS position (LAT/
LONG or GPS LDG position may also be • In MGRS mode, ground speed is displayed
used). in km/hr; in LAT/LONG mode, ground
speed is displayed in knots.
2. Set DISPLAY selector to GS/TK/NAV M.
• Only mode C, G, and D may be selected as
3. The display indicates the current GPS and the primary navigation mode. Modes R and
navigation mode on the top line: * are automatic fall back modes used when
both the Doppler and GPS are unavailable
a. Selected fly to waypoint.
b. EPE (GPS estimated position error in 4. Selection of GPS mode of operation: As an
meters). An asterisk (*) in the character example, consider selection of Y- only mode.
position of the EPE display indicates an Press KYBD key two times. Observe that the
EPE of greater than 999 or data unavail- GPS mode blinks. To enter Y (for Y mode)
able. press key LTR LEFT followed by key 9, or
press key 9 only. A Y will be displayed. Press
c. GPS mode of operation: ENT key. The entire display will blank out for
less than one second and the center display
M for mixed C/A and P/Y code GPS reception. will now indicate: Y.
Y for only Y code GPS reception. 5. Selection of DGNS mode of operation. As an
example, consider selection of GPS - only
d. DGNS mode of operation: mode of operation. Press KYBD key. Observe
that the DGNS mode blinks. To enter G (for
C for combined Doppler and GPS. GPS mode) press key LTR LEFT followed by
key 3, or press key 3 only. A G will be
D for Doppler only. displayed. Press ENT key. The entire display
will blank out for less than one second and the
G for GPS only. DGNS mode will now indicate: G (or * if GPS
is not available).
R for remembered velocities.
6. Ground speed and ground track angle are
* for no navigation. displayed on lines 3 and 4.
3-68
TM 1-1520-237-10
3.17.10.6 Entering/Displaying Present Position or LTR MID, 8, LTR MID, 5, KYBD, 5, 0, 0, 0,
Destination in MGRS. Use this procedure to enter and 6, 0, 0, 0.
display present position or a destination in MGRS. The
DGNS has the capability to display 100 destinations 9. Press KYBD. (Location name/ICAO identifier
(numbered 00-99). blinks.) To enter BANDO press keys LTR
100 destinations MID, 1, LTR LEFT, 1, LTR MID, 5, LTR
LEFT, 2, LTR RIGHT, 5.
-00 to 69 Standard waypoints.
10. To store the displayed information into the
-70 to 89 Data load only waypoints, observ-
selected destination display position press the
able but not changeable via CDU
ENT key.
keyboard. Used for national
airspace data such as VORs,
NOTE
NDBs, and intersections.
-90 to 99 Target store waypoints (usable as • To access P, press the LTR LEFT key fol-
standard waypoints, but not as lowed by key 6. Another way to access P is
route sequencing waypoints). to display waypoint 99 then press the INC
key or display waypoint 00 then press the
As an example, consider display of destination number DEC key.
25.
• Waypoints cannot be recalled by location
1. E n t e r d a t u m a s d e s c r i b e d i n p a r a g r a p h
name/ICAO identifier.
3.17.10.10.
3.17.10.7 Entering/Displaying Present Position or
2. Set MODE selector to MGRS.
Destination in LAT/LONG. Use this procedure to enter
and display present position or a destination in LAT/
3. Set DISPLAY selector to WP/TGT.
LONG. The DGNS set has the capability to display 100
destinations (number 00-99).
4. N o t i c e t h e c u r r e n t d e s t i n a t i o n n u m b e r
displayed. To display destination number 25 100 destinations
press the INC or DEC key, or press key 2 then -00 to 69 Standard waypoints
5. This is a direct key entry action.
-70 to 89 Data load only waypoints, observ-
5. Observe that the current destination MGRS able but not changeable via CDU
zone, area, and easting/northing coordinates keyboard. Used for National
are now displayed. The destination number 25 Airspace Data such as VORs,
and location name/ICAO identifier also ap- NDBs, and intersections.
pears in the display.
-90 to 99 Target store waypoints (Usable as
standard waypoints, but not as
6. Entry for destination coordinates and location
route sequencing waypoints).
name/ICAO identifier: As an example,
consider entry of zone 18T, area WN, easting As an example, consider display of destination number
5000, northing 6000, and ICAO identifier 25.
BANDO.
7. To enter key board mode press the KYBD key. 1. Enter the datum as described in paragraph
Observe 9kybd9 displayed in the bottom right 3.17.10.10.
corner of the display. (Destination number
blinks.) Press KYBD again. (Zone field 2. Set MODE selector to LAT/LONG.
blinks.) To enter 18T press keys 1, 8, LTR
MID, 7. 3. Set DISPLAY selector to WP/TGT.
8. Press KYBD. (Area and northing/easting 4. Notice that the current destination number is
blinks.) To enter WN5000 6000 press keys displayed. To display destination number 25
3-69
TM 1-1520-237-10
press the INC or DEC key, or press key 2 then 2. Set DISPLAY selector to WP/TGT position.
5. This is a direct key entry action.
3. Select the waypoint number desired by directly
5. Observe that the current latitude and longitude entering the two digit target number or press-
coordinates are now displayed. The destination ing the INC/DEC keys. Observe the waypoint
number 25 and location name/ICAO identifier number entered and position data.
appears in the display.
4. Press the ENT key and observe the waypoint
6. Entry of destination coordinates and location number, variation and/or landing data if
name/ICAO identifier: As an example, entered.
consider entry of Latitude N41° 10.13 minutes
and longitude E035° 50.27 minutes and ICAO 5. To enter a magnetic variation and/or landing
identifier BANDO. mode data press the KYBD key to select the
field for entry and enter the desired data as
7. To enter keyboard mode press KYBD key. shown in steps 6 through 10 below. To end the
Observe 9kybd9 display in the bottom right entry operation press the ENT key.
corner of the display. (Destination number
blinks.) Press KYBD again. (Latitude field 6. Entry of variation: as an example, consider
blinks.) To enter N41° 10.13 press keys N, 4, entry of a variation of E001.2. Press keys E, 0,
1, 1, 0, 1, 3. 0, 1 and 2. The decimal point is inserted
automatically. If no landing mode data is to be
8. Press KYBD. (Longitude field blinks.) To entered, press ENT to complete the operation.
enter E035° 50.27 press keys E, 0, 3, 5, 5, 0, 2, Display indicates: E001.2°.
7.
NOTE
9. Press KYBD. (Location name/ICAO identifier
blinks.) To enter BANDO press keys LTR
An asterisk appearing in the variation field
MID, 1, LTR LEFT, 1, LTR MID, 5, LTR
indicates the variation is not entered. Varia-
LEFT, 2, LTR RIGHT, 5.
tions may not be entered for waypoints
containing target motion.
10. To store the displayed information into the
selected destination display position press the
7. The bottom two lines indicate the MSL
ENT key. Display indicates:
altitude, desired glideslope, and the desired
N41° 10.13
inbound approach course (IAC) to the
E035° 50.27.
indicated destination. As an example, consider
entry of a glideslope of 8° an IAC of 270°, and
NOTE an altitude of 230 meters, for destination
number 25.
• To access P, press the LTR LEFT key fol-
lowed by key 6. Another way to access P is 8. Press the KYBD key to blink the glide slope
to display waypoint 99 then press the INC field. Enter glideslope. The maximum allow-
key or display waypoint 00 then press the able glideslope is 9°. In the example enter 8
DEC key. for an eight degree glideslope.
• Waypoints cannot be recalled by location 9. Press the KYBD key to blink the inbound ap-
name/ICAO identifier. proach course field. Enter a three digit inbound
approach course angle. In the example enter 2,
3.17.10.8 Entering Variation and Landing Mode 7, 0 to enter a 270 degree inbound approach
Data. course. Press the ENT key to complete the
operation.
1. Set MODE selector to MGRS position-
altitude entered/displayed in meters (LAT/ 10. Press the KYBD key to blink the altitude field.
LONG may also be used-altitude entered/ Press the INC/+ key to enter a positive
displayed in feet). altitude, press keys 2, 3, 0 (the leading zeros
3-70
TM 1-1520-237-10
may be omitted) for the altitude of 230 meters 4. Entry of ellipsoid: as an example consider
in the example. entry of 47, the code of the WGS 84 datum.
Press keys 4 and 7. Press the ENT key, the
3.17.10.9 Entering Target Motion and Direction. display shall show DATUM: 47.
In MGRS mode, target speed is entered in km/hr; in
LAT/LONG mode, target speed is entered in knots. NOTE
1. Set the MODE selector to LAT/LONG Entering a new datum number to a
(MGRS may be used). particular waypoint applies that datum to all
waypoints and converts their coordinates
2. Set the DISPLAY selector to WP/TGT and accordingly. For example, assume that the
select the target number desired (00-69 or 90- datum for waypoint 22 is datum 47 and the
99) by directly entering the two digit target datum for waypoint 23 is datum 25. The
number or INC/DEC keys. Observe the way- datum number must be changed from 47 to
point number entered and position data. 25 prior to entering data for waypoint 23.
This will change the displayed coordinates
3. Press the ENT key and observe the waypoint for waypoint 22 because they have been
number, variation and/or landing data if converted from datum 47 to datum 25. The
entered. actual ground position of waypoint 22 has
not changed. Extreme care must be taken
4. Press the ENT key and observe the target not to confuse these newly converted
speed and direction page. coordinates with those originally entered.
5. To select target speed press the KYBD key 5. To clear all waypoints, variations, landing
twice and enter the target speed. The maxi- data, and target motions, enter RDW for the
mum target speed that may be entered is 50 datum.
knots.
3.17.10.11 Entering Sea Current Speed and Direc-
6. To select the target direction press the KYBD tion for Water Motion Correction.
key and enter the target direction.
NOTE
7. To end the entry operation press the ENT key.
In the example target 93 has a speed of 18 Not required or necessary when in
knots and a bearing of 128°. At the time the combined or GPS mode. In MGRS mode,
ENT key is pressed and released, the target surface wind speed is entered in km/hr; in
position will begin to be updated as a function LAT/LONG mode, surface wind speed is
of time based on the speed and direction entered in knots. Leading zeros must be
entered. entered. Wind direction is defined as the
direction from which the wind originates.
NOTE
1. Set MODE selector to LAT/LONG (MGRS
To abort/cancel and entry of target motion, may be used).
enter a target speed of 000 using the above
procedure. 2. Set DISPLAY selector to WIND-UTC/DATA
and observe the standard wind speed and
3.17.10.10 Entering/Displaying Datum (Table 3-3) direction display.
or Clearing Waypoints.
3. Press the ENT key twice to display the selec-
1. Set the MODE selector to MGRS position tion menu.
(LAT/LONG may also be used).
1 > SEA CURRENT
2. Set the DISPLAY selector to DATUM/
ROUTE. 2 > SURFACE WIND
3. To select the datum field press the KYBD key. 3 > GPS STATUS
3-71
TM 1-1520-237-10
4 > DATA LOAD end Table 3-3. Datums (AN/ASN-128B) (Cont)
4. Press the 1 key to select SEA CURRENT. ID NAME ELLIPSOID
The display indicates: ID
SEA CURRENT 03 Australian Goodetic 1966 AN
SP:XXXKn 04 Bukit Rimpah BR
05 Camp Area Astro IN
DIR:XXX°
06 Djakarta BR
5. Entry of sea current speed and direction: as an 07 European 1950 IN
example, consider the entry of 4 knots and
135°. Press KYBD key. Observe that the speed 08 Geodetic Datum 1949 IN
field blinks.
09 Ghana WE
6. To enter speed, press keys 0, 0, and 4. The 10 Guam 1963 CC
speed indicates 004Kn. The maximum sea
current speed that may be entered is 50 knots. 11 G. Segara BR
12 G. Serindung WE
7. Press KYBD key. The direction display blinks.
13 Herat North IN
8. To enter direction, press keys 1, 3, and 5.
14 Hjorsey 1955 IN
Direction indicates 135°.
15 Hu-tzu-shan IN
9. Press ENT key. The display momentarily
blinks and then reappears. 16 Indian EA
17 Ireland 1965 AM
NOTE
18 Kertau (Malayan Revised EE
Triangulation)
To abort entry of sea current, enter a sea
current speed of 000 using the above 19 Liberia 1964 CD
procedure.
20 USER ENTERED --
Table 3-3. Datums (AN/ASN-128B) 21 Luzon CC
22 Merchich CD
ID NAME ELLIPSOID 23 Montjong Lowe WE
ID 24 Nigeria (Minna) CD
25 North American 1927 (CO- CC
NOTE NUS)
Only use map datums WGS- 26 North American (Alaska and CC
84 and NAD-27. Other map Canada)
datums were not verified us- 27 Old Hawiian, Maui IN
ing the Aviation Mission
Planning System (AMPS), 28 Old Hawiian, Oahu IN
and should not be used.
29 Old Hawiian, Kauai IN
01 Adindan CD
30 Ordnance Survey of Great AA
02 ARC 1950 CD Britain 1936
3-72
TM 1-1520-237-10
Table 3-3. Datums (AN/ASN-128B) (Cont) Display will not appear if TAS sensor is not
installed.
ID NAME ELLIPSOID
ID 3. Press the ENT key twice to display the selec-
tion menu.
31 Qornoq IN
1 > SEA CURRENT
32 Sierra Leone 1960 WE
33 South American (Provisional IN 2 > SURFACE WIND
1956)
3 > GPS STATUS
34 South American (Corrego IN
Alegre) 4 > DATA LOAD end
35 South American (Campo In- IN
chauspe) 4. Press key 2 to select SURFACE WIND. The
display indicates:
36 South American (Chua As- IN
tro) SURFACE WIND
37 South American (Yacare) IN
SP:XXXKn
38 Tananarive Observatory IN
1925
DIR:XXX°
39 Timbalai EA
5. Entry of wind speed and direction: as an
40 Tokyo BR example, consider the entry of 20 knots and
41 Voirol WE 150°. Press KYBD key. Observe that the wind
speed field blinks.
42 Special Datum, Indian EA
Special 6. To enter the speed, press keys 0, 2, and 0. The
wind speed indicates 020. The maximum
43 Special Datum, Luzon CC
surface wind speed is 50 knots.
Special
44 Special Datum, Tokyo BR 7. Press KYBD key. The direction display blinks.
Special
8. To enter direction, press keys 1, 5, and 0.
45 Special Datum, WGS 84 WE Wind direction indicates 150°.
Special
46 WGS72 WD 9. Press ENT key. The display momentarily
blinks and then reappears.
47 WGS84 WE
NOTE
3.17.10.12 Entering Surface Wind Speed and
Direction for Water Motion Correction. To abort entry of surface wind speed and
direction, enter a surface wind speed of 000
l. Set MODE selector to LAT/LONG (MGRS using the above procedure.
may also be used).
3.17.11 Flight Procedures. These procedures are ap-
2. Set DISPLAY selector to WIND-UTC/DATA plicable to the Doppler only mode. Present position is
and observe the wind speed/direction display. automatically updated when DGNS is in combined mode.
3-73
TM 1-1520-237-10
3.17.11.1 Updating Present Position from a coordinates, then press the ENT key. The
Stored Destination. computer updates the present position (from
the time the KYBD key was pressed) to the
NOTE landmark coordinates, and adds to the updated
present position the distance traveled between
The preface is: The helicopter is flying to a the time the KYBD key was pressed and the
destination. Destination is set to the number ENT key was pressed.
of the desired destination.
5. If an update is not desired, set the DISPLAY
1. Set DISPLAY selector to DIST/BRG/TIME selector to some other position. This action
position. Distance, bearing, and time-to- aborts the update mode.
go to the fly-to destination are displayed.
3.17.11.2.2 Method 2 (Anticipated Update).
2. When the helicopter is over the destination,
press KYBD key. Observe that the display 1. Set DISPLAY selector to WP/TGT position.
freezes.
2. Access P by pressing the LTR LEFT key fol-
3. Position update can be affected by pressing the lowed by key 6, entering destination 00 then
ENT key. The computer updated the present pressing the DEC key, or entering destination
position at the time the KYBD key was 99 then pressing the INC key.
pressed by using the stored destination
coordinates, and adding to them the distance 3. Press KYBD key. Observe that the display
traveled between the time the KYBD key was freezes.
pressed and the ENT key was pressed. In ad-
dition, if an associated variation for the stored 4. Manually enter the landmark coordinates by
destination exists, the present position varia- pressing the KYBD key to blink the field to be
tion is also updated. changed and enter the coordinates.
4. If a present position update is unnecessary (as 5. When overflying landmark, press ENT key.
indicated by an appropriately small value of
DISTANCE to go on overflying the destina- 6. If an update is not desired, set the DISPLAY
tion), set the DISPLAY selector to some other selector to some other position. This action
position - this action aborts the update mode. aborts the update mode.
3.17.11.2 Updating Present Position from a 3.17.12 Fly-To Destination Operation. Initialization
Landmark. There are two methods for updating present of Desired Course. When a fly-to destination is selected
position from a landmark. Method 1 is particularly useful such as at the start of a leg, the present position at the time
if the landmark comes up unexpectedly and the operator is stored in the computer. A course is then computed
needs time to determine the coordinates. Method 2 is use- between the selected point and the destination. If the
ful when a landmark update is anticipated. helicopter deviates from this desired course, the lateral
offset or crosstrack distance error is computed. Distance
3.17.11.2.1 Method 1 (Unexpected Update). and bearing to destination, actual track angle, and track
angle error correction are computed from resent position to
1. Set DISPLAY selector to PP position. destination. Refer to Figure 3-20 for a graphic definition of
these terms.
2. Overfly landmark and press KYBD key. The
present position display shall freeze. 3.17.12.1 Selecting Fly-To Destinations (Direct/
Default Mode). The DGNS has the capability of select-
3. Compare landmark coordinates with those on ing a fly-to destination from 100 destinations (number 00-
display. 99). As an example, consider selecting Fly-To destination
number 43.
4. If the difference warrants an update, enter the
landmark coordinates by pressing the KYBD 1. Set MODE selector to MGRS (LAT/LONG
key to blink the field to be changed, enter or GPS LDG may also be used).
3-74
TM 1-1520-237-10
2. Set DISPLAY selector to XTK/TKE. Observe 4. To select the route-sequence to-to display press
standard crosstrack (XTK) and track angle er- key 1. Observe that TO-TO and selection
ror (TKE) display. (DIST/BRG/TIME may mode appears in the display. The display
also be used). provides entry of starting and ending destina-
tion numbers.
3. To display Fly-To destination 43 press the
INC or DEC key, or press key 4 then 3. This 5. To enter keyboard mode press the KYBD key.
is a direct key entry action. (START field blinks.) To enter starting
destination 62 press keys 6, 2.
3.17.12.2 Left-Right Steering Signals. There are two
methods the pilot may use to fly-to destination, using left- 6. Press KYBD key. (END field blinks.) To enter
right steering signals displayed on the CDU. As an aid to ending destination 45 press keys 4, 5.
maintaining course, set DISPLAY selector to XTK/TKE
position and steer vehicle to keep track angle error (TKE) 7. Press KYBD key. (SELECT field blinks.)
nominally zero. Left-right steering signals may be used Enter Y (yes) for mode selection. N (Default
when flying the shortest distance to destination from mode) may be entered to arm the system with
present position (Method 1) or when flying a ground track the start and end destinations but without
from start of leg to destination (Method 2). entering the route-sequence to-to mode, or to
exit the Route-sequence to-to mode if the
3.17.12.2.1 Method 1. When flying shortest distance to system is currently in that mode. Then press
destination from present position, set DISPLAY selector the ENT key.
to DIST/BRG/TIME position and steer vehicle to bearing
displayed. If the display indicates an L (left) TKE, the NOTE
helicopter must be flown to the left to zero the error and
fly directly to the destination. • There must be valid waypoint data to select
a waypoint as a starting or ending waypoint.
3.17.12.2.2 Method 2. When flying a ground track, set If not, upon pressing the ENT key, the
DISPLAY selector to XTK/TKE position. Steer vehicle invalid waypoint number will blink.
to obtain zero for crosstrack error (XTK). If XTK is left
(L), helicopter is to right of the desired course and must be • If an entry is changed after Y is entered for
flown to the left to regain the initial course. Select the selection, an N must be entered for the
course deviation bar by pressing, then releasing the DPLR selection then it may be changed to Y. The
GPS lens on the HSI MODE SEL panel. sequences must be flown from the begin-
ning waypoint. The route cannot be flown
3.17.12.3 Enter Route-Sequence To-To Mode. in reverse (R).
The DGNS has the capability to navigate a course set up
between two destinations. As an example, consider • No target destination or destination with
navigating onto a course starting from destination number target motion may be included as to-to
62 and ending at destination number 45. waypoints.
1. Set MODE selector to MGRS (LAT/LONG • If the MODE switch is placed to the GPS
may also be used). LDG position when TO-TO, RANDOM,
or RT SEQ CONSEC is selected, it will
2. Set DISPLAY selector to DATUM/ROUTE. turn off the route sequencing mode and
change it back to direct-to.
3. Press the ENT key. Observe that a menu of
special steering functions appears. 3.17.12.4 Enter Route-Sequence Random Mode.
The DGNS has the capability to navigate through a se-
1 > TO-TO quence of random number destinations. As an example,
consider navigating through destination numbers 32, 25,
2 > RANDOM 74, 01, 48, 83, 35.
3 > CONSEC 1. Set MODE selector to MGRS (LAT/LONG
END may also be used).
3-75
TM 1-1520-237-10
MAGNETIC NORTH
TRUE NORTH
FLY−TO
DESTINATION
BEARING (B)
MAGNETIC NORTH
DISTANCE (D)
TKE
H GROUND TRACK
XTK AIRCRAFT AXIS
PRESENT POSITION
START
OF LEG
LEGEND WIND SPEED
AND DIRECTION
XTK − CROSSTRACK DISTANCE ERROR
TKE − TRACK ANGLE ERROR
B − BEARING TO DESTINATION
T − ACTUAL TRACK ANGLE (TRUE TRACK)
D − DISTANCE FROM PRESENT POSITION
TO FLY−TO−DESTINATION
H − TRUE HEADING
AA9999
SA
Figure 3-20. Definition of Course Terms
2. Set DISPLAY selector to DATUM/ROUTE. quence of destination numbers and a continua-
tion prompt.
3. Press the ENT key. Observe that a menu of
special steering functions appears. 5. Enter the sequence of destination numbers by
pressing the KYBD key to enter keyboard
1 > TO-TO mode. (First destination field blinks.) To enter
destination 32 press keys 3, 2.
2 > RANDOM
6. Press KYBD key. (Next destination field
3 > CONSEC
blinks.) Press keys 2, 5 to enter second
END
destination 25.
4. To select the route-sequence random display
7. Repeat step 6 until a maximum of ten destina-
press key 2. Observe that RT SEQ RANDOM
tions are entered; if less than ten need to be
now appears in the display followed by the se-
3-76
TM 1-1520-237-10
entered, leave asterisks for the remaining 3 > CONSEC
destinations. END
8. To complete the entry of the random sequence 4. To select the route-sequence-consecutive dis-
of waypoints press ENT key. play press key 3. Observe that RT SEQ
CONSEC now appears in the display, fol-
9. To select the start field and enter the starting lowed by the starting and ending destination
destination press KYBD key. numbers and mode selection.
10. To select the ending field and enter the ending 5. To enter keyboard mode, press the KYBD key.
destination press KYBD key. (START field blinks.) To enter destination 32
press keys 3, 2.
11. Press KYBD key. (SELECT field blinks.)
Enter Y (yes) for mode selection. N (default) 6. Press KYBD key. (END field blinks.) Press
may be entered to arm the system but without keys 3, 5 to enter ending destination 35.
entering the route-sequence random mode, or
to exit the Route-Sequence Random mode if 7. Press KYBD key. (SELECT field blinks.)
the system is currently in that mode. An entry Enter Y (yes) for mode selection. N (default
Y and R indicates a choice of Y- flying in mode) may be entered to arm the system but
forward order, or R- flying in reverse order. To without entering the route-sequence-
clear the random sequence, enter a C for consecutive mode, or to exit the route-
selection. Then press the ENT key. sequence-consecutive mode if the system is
currently in that mode. An entry of Y and R
NOTE indicates a choice of Y- flying in the forward
order, or R- flying in reverse order.
• The sequence must be flown from the
beginning waypoint. NOTE
• No target destinations or destinations with
• The sequence must be flown from the
target motion may be included as route se-
beginning waypoint.
quence random waypoints.
• If the MODE switch is placed to the GPS • No target destinations or destinations with
LDG position when TO-TO, RANDOM, target motion may be included as route se-
or RT SEQ CONSEC is selected, it will quence consecutive waypoints.
turn off the route sequencing mode and
change it back to direct-to. • If the MODE switch is placed to the GPS
LDG position when TO-TO, RANDOM,
3.17.12.5 Enter Route-Sequence-Consecutive or RT SEQ CONSEC is selected, it will
Mode. The DGNS has the capability to navigate through turn off the route sequencing mode and
a sequence of consecutively numbered destinations. As an change it back to direct-to.
example, consider navigating through destination numbers
32 through 35. 3.17.12.6 Displaying Distance/Bearing/Time
Information.
1. Set MODE selector to MGRS (LAT/LONG
may also be used). 1. Set MODE selector to MGRS (LAT/LONG
or GPS LDG may also be used).
2. Set DISPLAY selector to DATUM/ROUTE.
2. Set DISPLAY selector to DIST/BRG/TIME.
3. Press the ENT key. Observe that a menu of
special steering functions appears. 3. Observe that the distance-to-go in kilometers
(to the fly-to destination), bearing, and time-
1 > TO-TO to-go appears on the bottom two lines of the
display. (Distance is in nautical miles when
2 > RANDOM MODE selector position is LAT/LONG.)
3-77
TM 1-1520-237-10
Bearing-to-destination is displayed in degrees, 2. Present position and variation are automati-
and the time-to-go is displayed in hours, cally stored in the target destination location
minutes, and tenths of a minute. which was displayed in the target store field
immediately prior to pressing the TGT STR
4. The display of the second line depends on the key.
current steering mode as follows:
3.17.12.8.2 Method 2 (Uses Locations 00-69 and
a. Direct-To steering (default): Fly-to 90-99).
destination number and ICAO identifier
are displayed. Example: 58:BANDO. 1. Set MODE selector to MGRS or LAT/LONG
position, depending on coordinate from
b. To-To Steering: TO-TO-:XX TO YY desired.
where XX is the 9To-To9 start-of-leg
destination number, and YY is the 9To-To9 2. Set DISPLAY selector to WP/TGT position.
fly-to destination number.
3. To access P, press the LTR LEFT key fol-
c. Route-sequence steering (both consecutive lowed by key 6 . Another way to access P, is
and random): RT-RANDOM:XX TO YY to display waypoint 99 then press the INC key
where XX is the current route-sequence or display waypoint 00 then press the DEC
fly-to destination number, and YY is the key.
next destination number in the sequence.
Approximately 10 seconds before overfly- 4. Press KYBD key when overflying potential
ing the fly-to destination, the system target. Observe that display freezes and kybd
automatically ’pickles’ to the next is displayed in the bottom right corner of the
destination, and the new fly-to destination display indicating keyboard mode. The
number blinks for 10 seconds then stops destination number is now under keyboard
blinking. control indicated by a blinking field.
3.17.12.7 Displaying Present Position and GPS NOTE
Altitude.
Do not press ENT key while destination is
1. Set the MODE selector to MGRS (LAT/ set to P.
LONG or GPS LDG may also be used). Set
the DISPLAY selector to PP and observe 5. If it is desired to store the target, enter the two
present position display. digit destination number and press the ENT
key.
2. To display present position variation and GPS
altitude press the ENT key. Present position 6. If it is not desired to store the target, set the
variation may be entered by pressing the DISPLAY selector momentarily or
KYBD key to select the variation field. A permanently to another position.
variation is entered and the ENT key is
pressed. 3.17.12.9 Entering Landing Mode.
3.17.12.8 Target Store (TGT STR) Operation. Two 1. Set the fly-to destination by setting the DIS-
methods may be used for target store operation. Method 1 PLAY selector to either XTK/TKE/KEY or
is normally used when time is not available to preplan a DIST/BRG/TIME. Directly enter the two
target store operation. Method 2 is used when time is digit destination number or use the INC or
available and it is desired to store a target in a specific DEC keys.
location.
2. Set MODE selector to GPS LDG.
3.17.12.8.1 Method 1 (Uses Location 90-99).
3. The DISPLAY selector continues to function
1. Press the TGT STR key while flying over as before. To switch between metric and
target. English units, press the ENT key.
3-78
TM 1-1520-237-10
NOTE The pilot will have to re-enter the GPS operating mode (M
only) using single key (5).The computer initializes to the
In this mode, the DGNS provides real-time following: operating mode to combined, present position
landing guidance information to the HSI variation to E000.0, destinations and associated variations
and VSIs. To display course deviation to a nonentered state, wind speed (water motion) and sea
information on VSI and HSI, press then current speed to 000, spheroid to WGS 84 (WG-4), present
release the DPLR GPS button on the HSI/ position to N45° 00.00’E000°00.00’ (until updated by
VSI MODE SEL panel. GPS), target store location to 90, along track calibration
correction to 00.0 percent, and magnetic compass devia-
3.17.12.10 Transferring Stored Destination/Target tion corrections to 000.0°. The following data must be
Data. The following procedure allows the operator to entered:
transfer (copy) stored destination/target data from one
destination/target location to another destination location. 1. Press KYBD key.
The transferred data consists of destination name/ICAO
identifier, location, variation, and landing information. For 2. Set MODE selector to OFF momentarily, to
illustrative purposes only, it is assumed that the operator LAMP TEST for approximately one second,
wants to put the coordinates of stored target 97 into the and then to MGRS or LAT/LONG.
location for destination 12.
3. Select GPS M or Y mode.
1. Set DISPLAY selector to WP/TGT position.
4. Select DGNS operating mode if other than
2. Press key 9 then 7. combined.
3. Press KYBD key, press key 1 then 2. 5. Enter datum.
NOTE 6. Enter present position if Doppler only has been
selected.
Location name/ICAO identifier, variation,
and landing data may be deleted by first 7. Enter each destination and its associated varia-
displaying the waypoint, pressing the tion.
KYBD key, then the ENT key.
3.17.12.12 Displaying Helicopter Heading, Pitch,
4. Press ENT key. and Roll (Maintenance Function).
3.17.12.11 Operation During and After a Power 1. Set the CDU mode switch to TEST and
Interruption. During a power interruption, the stored observe the CDU test mode display.
destination and target data and present position are
retained by non-volatile RAM inside the CDU. This makes 2. After the Doppler test is completed, press the
it unnecessary to re-enter any navigation data when power ENT key.
returns. GPS satellite data are also retained by a battery
inside the SDC. This makes it unnecessary to reload the 3. Observe the CDU display. The top three dis-
crypto-key or wait for the collection of any almanac. play lines indicate, in degrees and tenths of a
Navigation will be interrupted during the absence of degree, helicopter system heading, pitch, and
power; however the present position will be updated when roll.
the GPS data becomes valid provided the DGNS mode has
not been selected as Doppler only. The pilot will have to 3.18 DOPPLER/GPS NAVIGATION SET (DGNS)
re-enter the GPS operating mode (M or Y) using a single AN/ASN-128D. UH 128D
key (5 or 9). In the event the CDU is initialized, the dis-
play will indicate only EN when the CDU is operated. The AN/ASN-128D DGNS provides world wide
This is an indication to the operator that previously stored navigation and integrates the Horizontal Situation Indicator
data has been lost and that spheroid/variation, destinations, (HSI), Vertical Speed Indicator (VSI), and Variable Omni
and calibration data must be entered. Present position Range (VOR) systems for GPS Approach capabilities.
needs to be entered only if Doppler only mode has been External connector on the Signal Data Converter (SDC)
selected. The KYBD key must be pressed to clear the EN. allows for GPS HOT START from a Precision
3-79
TM 1-1520-237-10
Lightweight GPS Receiver (PLGR). This system displays 3.18.3 Signal Data Converter. The Signal Data
locations in longitude and latitude coordinates for all three Converter (SDC) is located in the avionics compartment
GPS codes; or Military Grid Reference System (MGRS) and houses the embedded 12 channel GPS receiver with all
when GPS code M or Y is selected. During an Instrument in view Receiver Autonomous Integrity Monitoring
Approach Procedure, navigational data is displayed in (RAIM) and satellite lock out capabilities. This unit is
latitude and longitude coordinates only, the Computer responsible for integrating GPS and HSI/VSI systems, and
Display Unit (CDU) must be configured to operate in the S maintaining the DAFIF database. PCMCIA, PLGR or
mode. The AN/ASN-128D maintains a Digital Aeronauti- RS232 port data transfers are also controlled by the SDC.
cal Flight Information File (DAFIF) database. The DAFIF
is maintained within a Personal Computer Memory Card 3.18.4 Controls, Displays, and Function. The
International Association (PCMCIA) card which is control and displays for the AN/ASN-128D are on the
inserted into the PCMCIA Data Transfer Device (PDTD) front panel, which is identical with AN/ASN-128B (Figure
(Figure 3-21). The PCMCIA card can store either the User 3-19). The function of each control is as follows:
Defined waypoints or the DAFIF, or both the DAFIF and CONTROL/ FUNCTION
user defined waypoints as one file. INDICATOR
3.18.1 Antenna. The GPS antenna is located on the top NOTE
aft section of the helicopter. The Doppler antenna is
located below the copilot’s seat. The MODE switch is locked in the
OFF position and must be pulled
3.18.2 Global Positioning System Annunciator out and turned to get into or out of
Panel. The GPS Annunciator Panel is located on the the OFF position.
pilot’s and copilot’s instrument panel below the clock MODE selector Selects mode of operation.
(Figure 3-21). The function of each indicator is as follows:
CONTROL/ FUNCTION OFF In this position the navigation set
INDICATOR is inoperable: non-volatile RAM
retains stored waypoint data.
MSG When illuminated indicates DGNS
(Message) has issued a message to the opera- LAMP TEST Checks operation of all lamps dis-
tor, viewable via the F1 key. MSG play segment and GPS annunciator
indicator will illuminate for 10 panel lights.
seconds. TEST Initiates built-in-self test exercise
WPT Illuminates when aircraft is 10 for the Doppler and GPS systems.
(Waypoint) seconds from waypoint, based on This mode also permits the view-
aircraft’s ground speed. ing of DAFIF database status, RS-
232 connection; OBS test results
NO GPS When illuminated GPS data is not and aircraft’s heading, pitch, roll
available due to poor reception or and true airspeed (TAS).
equipment failure.
MGRS Selects MGRS navigational mode
HOLD When illuminated, indicates flight of operation.
plan has been suspended.
LAT/LONG Selects latitude/longitude
RAIM When illuminated indicates lack of navigational mode of operation.
(Receiver satellite coverage for non-precision
Autonomous approaches, or RAIM failure. GPS LDG Not supported under AN/ASN-
Integrity 128D operating system.
Monitoring) DISPLAY Selects navigation data for display.
APR When illuminated indicates a selector
(Approach) change in course deviation indica-
tor (CDI) sensitivity.
3-80
TM 1-1520-237-10
PCMCIA DATA
TRANSFER DEVICE
PCMCIA CARD
MSG NO GPS RAIM
WPT HOLD APR
AA4970
SA
Figure 3-21. PCMCIA Data Transfer Device
and GPS Annunciator Panel
CONTROL/ FUNCTION CONTROL/ FUNCTION
INDICATOR INDICATOR
WIND-UTC Used for wind speed and direction, DIST BRG Displays distance, bearing, and
DATA UTC date and time, data load func- TIME time information to the destination
tions, system status and configura- or course selected. Also displays
tion. Fault Detection and Exclusion
(FDE), predictive Reciever
XTK/TKE Displays steering (cross track Autonomous Integrity Monitoring
KEY distance and track angle error) (RAIM) status and current phase of
information and GPS variable key flight.
status and Selective Availability /
Anti-Spoofing Module (SAASM) WP TGT Accesses waypoint or target
codes. designation. Also displays
magnetic variation and GPS
GS/TK Displays ground speed, track angle altitude.
NAV M and selection of GPS and naviga-
tion mode. DATUM Accesses flight plan options, way-
ROUTE point and IAP lookup, RT consecu-
PP Displays present position, altitude, tive and datum selection.
and magnetic variation.
3-81
TM 1-1520-237-10
CONTROL/ FUNCTION CONTROL/ FUNCTION
INDICATOR INDICATOR
MAL indicator Lights when a malfunction is INC and DEC Used to increment or decrement
lamp detected by the built-in-test keys the displayed waypoint or flight
circuitry. In the event of an plans when the DISPLAY selector
intermittent malfunction, the is set to WP/TGT. To access P,
system may operate correctly but press the LTR LEFT key followed
must be cycled to the OFF posi- by key 6; display waypoint 99 then
tion then to on, to extinguish the press the INC key; or display way-
MAL light. point 00 then press the DEC key.
Also used to increment or decre-
BRT and DIM Used to brighten or dim the light
ment the fly-to destination number
keys intensity of the LCD display.
when the DISPLAY selector is set
Four line Displays alphanumeric characters, to DIST/BRG/TIME or XTK/
alphanumeric as determined by the setting of the TKE/KEY.
display DISPLAY selector, the MODE
ENT key Enters data into memory (as set up
selector and operation keyboard.
(PAGE) on keyboard and displayed). This
The keys activate function upon
key is also used for paging of
pressing the key.
displays. The bottom right corner
TGT STR key Stores present position data in the of the display indicates more when
indicated target store/memory loca- additional pages are available, and
tion (90-99) when pressed. end when no additional pages are
available. Pressing this key when
KYBD key Used in conjunction with the end is displayed will return the
keyboard to allow data display and display to the first page.
entry into the computer.
CLR key Clears last entered character when
Keyboard and Used to set up data for entry into pressed once. When pressed twice,
LTR keys memory. When DISPLAY selector clears entire input field of display
is set to a position in which new keyboard control.
data is required and KYBD key is
pressed, data may be displayed on F1 key Selects Omni Bearing Selection,
the appropriate input field of dis- Direct-To and Message retrieval.
play. To display a number, press When pressed twice, Vector To
the corresponding key or keys (0- Final menu will appear if within 30
9). To display a letter, first press nautical miles from the destination
the LTR key corresponding to the airport.
position of the desired letter on a
key. Then press the key which
contains the desired letter. 3.18.5 AN/ASN-128D Configurations Page. The
Example: To enter an L, first press AN/ASN-128D Configurations page (Figure 3-22) is
the LTR RIGHT key, then press momentarily displayed after power up on the Computer
key 4. Display Unit (CDU).
3-82
TM 1-1520-237-10
3.18.5.1 BRAVO Build. The AN/ASN-128D is 3.18.6.2.1 Combined Mode (Default or Primary
backwards compatible with the AN/ASN-128B system. All Mode of Operation). Doppler and GPS position and
features of the legacy AN/ASN-128B system are retained velocity data are combined to provide navigation. This
when Bravo build is selected. mode is used when a minimum of three (with barometric
sensor) or four satellites are available, GPS Estimated
3.18.5.2 DELTA Build. Allows pilots to build a flight Position Error (EPE) is less than approximately 150
plan utilizing user defined waypoints and fly an IFR ap- meters, and the Doppler is not in memory. If GPS becomes
proach utilizing the loaded DAFIF. invalid (e.g. due to increased EPE), the system will
automatically switch to Doppler mode until a valid GPS
NOTE status is received. The GPS POS ALERT advisory will
appear when this happens. If the Doppler becomes invalid
When switching from either BRAVO to (e.g. flight over glassy smooth water), the system will
DELTA or DELTA to BRAVO build, all automatically switch to GPS mode. Whenever both GPS
user defined waypoints will be erased. The and Doppler becomes invalid the system will automatically
DAFIF in the DELTA build will remain switch to Remembered Velocities mode.
intact.
3.18.6.2.2 GPS Mode. GPS positions and velocities are
3.18.6 Modes of Operation. Control of the Doppler/ used for navigation by the Doppler navigation processor in
GPS, including selection of modes and displays, and entry the CDU. If GPS mode is selected and the GPS becomes
and readout of data is performed via the Computer Display invalid (paragraph 3.18.6.2.1), the system will not
Unit (CDU) front panel. The system has three basic modes navigate. The GPS POS ALERT advisory and the NO
of operation: OFF, navigate, TEST. In the navigate mode, GPS light on the pilots and copilot’s GPS annunciator
four submodes may be selected manually or automatically. panel will illuminate indicating that GPS signals are not
These are Combined mode (default or primary mode of reliable.
operation), GPS only mode, Doppler only mode, and
Remembered Velocities mode. GPS Landing mode is not 3.18.6.2.3 Doppler Mode. Doppler position and veloc-
available when operating in the AN/ASN-128D DELTA ity data are used for navigation. If Doppler mode is
Build. selected and the Doppler becomes invalid (paragraph
3.17.3.2.1), the system will automatically switch to True
3.18.6.1 OFF Mode. In the OFF mode the system is Air Speed (TAS) mode (using remembered wind) if a TAS
inoperable. However, the edge lighting is lighted by an sensor is available, or remembered velocity if a TAS sen-
external helicopter power source and is independent of the sor is not available. If Doppler mode is manually selected
Doppler/GPS MODE selector setting. Edge lighting may at the start of the flight an initial present position must be
not be available if the helicopter is modified with the night obtained and entered prior to flight. Navigation is per-
vision MWO. formed in latitude/longitude for computational
convenience only.
3.18.6.2 Navigate Mode. In the navigate mode
(MGRS or LAT/LONG) position of the CDU MODE 3.18.6.2.4 Remembered Velocities Mode. The
selector) power is applied to all system components, and system will automatically used data, from the last valid
all required outputs and functions are provided. The Dop- remembered ground speed and track velocities.
pler radar velocity sensor (DRVS), consisting of the Signal
Data Converter (SDC) and Receiver Transmitter Antenna 3.18.6.3 Test Mode. The TEST mode contains two
(RTA), will measure the helicopter velocity, and converts functions: LAMP TEST mode, in which all display seg-
analog heading, pitch and roll into digital form. This data ments are lit, and TEST mode, in which system operation
and embedded GPS receiver (EGR) velocity and position is verified. In the LAMP TEST mode, system operation is
data are then sent to the CDU for processing. Barometric identical to that of the navigate mode except that all lamp
altitude is used for aiding the GPS when only three satel- segments and the MAL indicator and GPS annunciator
lites are available. Four satellites are required if the panel are lighted to verify their operation. In TEST, the
barometric altitude sensor is not available. Present position RTA no longer transmits or receives electromagnetic
is computed by using one of four navigation submodes energy; instead, self-generated test signals are inserted into
which can be selected manually or automatically. These the electronics to verify operation of the DRVS. At this
submodes are as follows: time a self test is performed by the GPS and navigation
3-83
TM 1-1520-237-10
computations continue using remembered velocity to test the ENT key is pressed. The computer then
the GPS receiver, AN/ASN-128D system, and IFR func- determines changes from the initial position
tion. During test each GPS annunciator panel lens will il- continuously, and the coordinates of the cur-
luminate sequentially and the TO-FROM indicator, on the rent present position can be read either by
HSI will toggle between the TO and FROM positions remaining in this configuration or by setting
throughout the test. In the TEST mode, Doppler test the DISPLAY selector to PP (present position)
results are displayed on the CDU front panel for the first and the MODE selector to MGRS or LAT/
15 seconds (approximate). At the end of this period either LONG.
GO is displayed if there is no malfunction in the naviga-
tion set, or a failure code is displayed if a malfunction has 2. To update present position over a stored
occurred. A rotating bar on the display indicates that the destination, KYBD key is pressed when the
GPS has not completed self test. If the navigation set is helicopter overflies this destination. If an
maintained in the TEST mode, no navigation data can be update is desired, the ENT key is pressed and
displayed on the CDU front panel. If a Doppler malfunc- the update is completed. The DISPLAY selec-
tion is detected, the MAL indicator lamp lights and DF is tor is in the DIST/BRG/TIME position and
displayed. At the completion of GPS self test (up to two the FLY-TO-DEST is set to this destination
minutes), the rotating bar is replaced with a complete test during this process. The distance-to-go,
result code. The failed unit and the failed circuit card are displayed while over the stored destination, is
also indicated by a code on the CDU display. The CDU is the position error of the system at that mo-
continuously monitored for failures, using its own ment.
computer as built-in-test-equipment (BITE). Any BITE
malfunction causes the MAL indicator lamp on the CDU 3. To update present position over a fixed point
to light. If the MODE selector on the CDU is set to not previously stored in the computer, the
TEST, identification of the failed LRU is indicated by a DISPLAY selector is placed to PP and KYBD
code on the display panel. Helicopter heading, pitch and key is pressed as the fix point is overflown.
roll are also displayed in the mode by pressing the ENT This freezes the display while allowing
key after Doppler test is completed. GPS test status is computation of changes in present position to
displayed if the ENT key is pressed a second time. continue within the computer. If an update is
Malfunction codes are automatically latched and can only required the coordinates of the fix point are
be cleared by recycling the CDU power via the CDU mode entered via the keyboard, and ENT key is
switch (OFF-ON). pressed. The position change which occurred
since over-flying the fix point is automatically
3.18.6.4 GPS Landing Mode. GPS Landing Mode is added to the fix point coordinates to complete
supported only when operating under the BRAVO Build. the position update.
3.18.7 CDU Operation. Various required operating 4. Magnetic variation can be entered for each
data, such as initial present position (if GPS is not valid or destination, and the system will compute
Doppler mode is selected), destination coordinates and present position magnetic variation. If opera-
magnetic variation can at any time be entered into the tion is to occur in a region with relatively
CDU via its keyboard, or the remote fill panel (Figure 3-8) constant magnetic variation, the operator enters
via the preprogrammed data loader cartridge. In most magnetic variation only for present position
cases, this data will be entered before the helicopter takes and the computer will use this value
off. The GPS provides present position to the Doppler/ throughout the flight. If MGRS data are to be
GPS. If GPS is not available or Doppler is selected present entered or displayed, the MGRS datum of
position can be initialized as follows: operation is also entered.
1. The MODE selector should be set to MGRS 3.18.8 Target-of-Opportunity. Target-of-opportunity
or LAT/LONG, the WP/TGT display position data can be stored by pressing TGT STR (target store) key
of the DISPLAY selector is selected, the when the target is overflown. This operation stores the
destination number is set to P (default way- coordinates of the target in one of ten destination locations
point) and KYBD key is pressed. The in the computer; locations 90-99 sequentially incrementing
coordinates of the initial position is overflown, each time the TGT STR key is pressed. The location is
3-84
TM 1-1520-237-10
displayed in the appropriate display field. The computer This sequence can be either consecutively numbered in
can keep track of individual target positions which may which case a start and end waypoint are entered or random
include speeds and directions input by the operator. numbered, in which case all waypoints are put in a list and
the start and end waypoints are entered. Both sequence
3.18.9 Self Test. Self test of the AN/ASN-128D is ac- modes can be flown in the order they are in the list or in
complished using BITE with the RTA, SDC, and CDU the reverse order. Directions will be displayed to the way-
units connected and energized for normal operation. Self point next on the list until approximately 10 seconds
test enables the unit to isolate failures to one of the four before overflying the waypoint at which time the display
main functions (RTA, SDC, CDU or EGR) or to one of will advance to the next waypoint and the new waypoint
the circuit cards in the SDC or CDU. Self test is ac- number will blink for ten seconds. One consecutive and
complished as follows: one random sequence may be stored in the system.
1. The CDU (except for the keyboard and dis- 3.18.11 To-To Route Mode. The system has the abil-
play) is checked on a continuous basis, and ity to provide steering information onto a course defined
any failure is displayed by the illumination of by the start and end waypoints. Only the second waypoint
the MAL indicator lamp on the CDU. If the will be overflown. The distance displayed is the distance to
MODE selector on the CDU is set to the the course when outside two nautical miles of the course
TEST position, identification of the failed and the distance to the second waypoint when inside two
circuit card in the CDU is indicated by a code nautical miles of the course.
on the display panel.
3.18.12 General Operating Procedures for Enter-
2. The DRVS and EGR are tested by setting the
ing Data. The panel display consists of four line LED
MODE selector on the CDU to the TEST
readout. The top line of the display is reserved for the dis-
position. Failure of the DRVS or EGR are
play of Fly-To destination number and destination name/
displayed on the CDU by illumination of the
International Civil Aeronautic Organization (ICAO)
MAL indicator lamp, and identification of the
identifier, EPE in meters, mode of GPS and mode of AN/
failed unit or circuit card is indicated by a code
ASN-128D operation and target store number. The
on the display panel of the CDU.
remaining lines will display data in accordance with the
DISPLAY and MODE selectors. When pressing the
3. Continuous monitoring of the signal data
KYBD key for the first time in an entry procedure, the
converter and receiver transmitter antenna is
display freezes, kybd is displayed in the bottom right
provided by the system status indication. The
corner indicating the display is in the keyboard mode and
system will not use Doppler velocities in
the input field under keyboard control blinks. If it is not
normal operation when flying over glassy
desired to change the display field under control, the pilot
smooth water. However, if the system
can advance to the next field of the display by pressing the
continues to not use Doppler (e.g. using GPS
KYBD key again. Pressing the ENT key (whether or not
only when combined has been selected) for
new data has been entered) causes the display to blank
excessive periods of time (e.g. more than 10
momentarily and return with the latest computed data. To
minutes) over land or rough water, then a
abort a keyboard operation, move the MODE or DIS-
malfunction may exist in the navigation set and
PLAY selector to another position.
the operator should set the MODE selector to
TEST to determine the nature of the failure.
3.18.12.1 Data Entry. To display a letter, first press the
LTR key corresponding to the position of the desired letter
4. The display portion of the CDU is tested by
on a key. Then press the key which contains the desired
illuminating all the lamp segments in each
letter. For example, to enter an L, first press the LTR
alphanumeric character in the LAMP TEST
RIGHT key, then press key 4.
mode.
3.18.12.2 Keyboard Correction Capability. The last
5. Keyboard operation is verified by observing
character entered may be cleared by pressing the CLR
the alphanumeric characters as the keyboard is
key. If the CLR key is pressed twice in succession, the
exercised.
field is cleared but remains under control (indicated by
blinking) and the last valid data entered is displayed.
3.18.10 Route Sequencing Modes. The system has
the ability to fly a preprogrammed sequence of waypoints.
3-85
TM 1-1520-237-10
3.18.12.3 Destination Variation Constraint. The 3.18.12.6 AN/ASN-128D CDU Menu Presentations.
magnetic variation associated with a destination must be Listed below are the various menu selections for the AN/
entered after the coordinates for that destination are ASN-128D when operating in the Delta configuration.
entered. The order of entry for present position is ir-
relevant. 3.18.12.7 AN/ASN-128D CDU Power Up Menu.
When power is first applied the CDU will display Figure
3-22.
3.18.12.4 Impossibility of Entering Unacceptable
Data. In most cases the computer program will reject
unacceptable data (for example, a MGRS area of W1 does
not exist and will be rejected). If the operator attempts to
insert unacceptable data, the unacceptable data will be FLY TO EPE
SYS
STAT
TGT
STR
displayed on the panel and then the selected field will
blink after ENT key is pressed displaying the last valid MOD E : D E L T A UH − 6 0
WWM : M / D / Y R
data. BRT
DA T E : M / D / YR
MAL
DIM
ok
NOTE
The computer cannot prevent insertion of
erroneous data resulting, for example, from
human or map errors.
AA9998_1
3.18.12.5 GPS Tracking Codes. The AN/ASN-128D SA
GPS receiver has two tracking code options, one for keyed
and one for non-keyed operations. The S selection is not a Figure 3-22. AN/ASN-128D Power Up Menu
tracking code, but forces the AN/ASN-128D in the
Standard Positioning Service (SPS) mode in order to
facilitate IFR approaches. When S is selected the naviga- DISPLAY FUNCTION
tion solution is exclusively determined by the GPS
receiver and changes the Navigation mode to GPS only. MODE: Displays mode and type aircraft.
Listed below are the modes and available coordinate DELTA for AN/ASN-128D
presentation. BRAVO for AN/ASN-128B
Mode Code Coordinates
WMM: Displays date of World Magnetic
Model (WMM).
M Mixed C/A LAT/LONG
and P/Y code MGRS DATE: Displays current date stored in
system.
Y Y code LAT/LONG
MGRS This screen will only be displayed momentarily. If the
WMM has expired, the operator will need to press the
S Standard LAT/LONG ENT key to acknowledge the screen and notify a
Positioning maintenance technician to update the WMM. The WMM
Service expires every five years.
3-86
TM 1-1520-237-10
3.18.12.8 AN/ASN-128D CDU Power Up DAFIF user to view wind information, enter date and time, and
Menu. Figure 3-23 will appear immediately after the view GPS status, system configuration and selection one of
Power Up Menu. the two data loading options. There are a total of six menu
selections; additional menus are selected by pressing the
ENT key when more is visible on the lower right hand
corner of the CDU.
SYS TGT
FLY TO EPE STAT STR
DAF I F E XP I RED
SYS TGT
S T AR T MM/ DD / YR FLY TO EPE STAT STR
BRT MAL
E ND MM / D D / Y R
VER : 1 : 0 0 1
DIM 4 3 : B ANDO 050 MC 90
ok?
BRT
W I ND MAL
SP : 0 0 0 k t
DIR: * * *
DIM
mo r e
AA9998_3
SA
Figure 3-23. AN/ASN-128D Power Up DAFIF
Menu AA9998_4
SA
Figure 3-24. WIND-UTC/DATA Main Menu
DISPLAY FUNCTION
DISPLAY FUNCTION
DAFIF Displays current DAFIF status.
EXPIRED:
WIND Displays the title of menu.
START: Displays the start of valid date.
SP: Displays wind speed in knots for
END: Displays the end of valid date.
LAT/ LONG or kilometers per
VER: Displays the software version hour for MGRS.
number.
DIR: Wind Direction.
The Digital Aeronautical Flight Information File (DAFIF) more Press ENT key to select additional
menu will appear every time power is applied. If the menus.
DAFIF has expired, the operator must acknowledge that
the DAFIF loaded is expired. User must press the ENT
key to continue. 3.18.12.9.1 WIND-UTC/DATA Menu 2. The WIND-
UTC/DATA Menu 2 (Figure 3-25) allows the user to
3.18.12.9 WIND-UTC/DATA Main Menu. The update system date and time. This option is used to reduce
WIND-UTC/DATA main menu (Figure 3-24) allows the system acquisition time.
3-87
TM 1-1520-237-10
3.18.12.9.2 WIND-UTC/DATA Menu 3. The WIND-
UTC/DATA Menu 3 (Figure 3-26) provides the user with
system status, data load options and configuration selec-
FLY TO EPE
SYS
STAT
TGT
STR
tion.
4 3 : B ANDO 050 MC 90
BRT
M: * * D: * * Y: * * * * MAL
T I ME : h h : mm : s s
SYS TGT
I N I T GP S : N mo r e FLY TO EPE STAT STR
DIM
1 ) S TATUS
BRT
2 ) D A T A L OA D MAL
3 ) D A F I F D OWN L OA D
4 ) C ON F I G
DIM
end
AA9998_5
SA
Figure 3-25. WIND-UTC/DATA Menu 2
AA9998_6
DISPLAY FUNCTION SA
Figure 3-26. WIND-UTC/DATA Menu 3
M: Displays the current month current
date stored in system.
DISPLAY FUNCTION
D: Displays the current date stored in
system.
1) STATUS Displays the GPS STATUS menu
Y: Displays the current year stored in option. Press the 1 key to select
system. this option.
TIME: Displays the current time (hours: 2) DATA LOAD Displays the DATA LOAD menu
minutes:seconds) stored in system. option. Press the 2 key to select
INIT GPS Allows user to initiation a GPS this option.
Synchronization using the follow- 3) DAFIF Displays the DAFIF
ing two keys: DOWNLOAD DOWNLOAD menu option. Press
N: - Does not update system time the 3 key to select this option.
(default).
Y: - Updates system time with new 4) CONFIG Displays the CONFIG menu op-
GPS information. tion. Press the 4 key to select this
option.
more Press ENT key to select additional
menus.
3-88
TM 1-1520-237-10
3.18.12.9.3 WIND-UTC/GPS STATUS Menu. The DISPLAY FUNCTION
WIND-UTC/GPS STATUS Menu (Figure 3-27) displays
all the critical navigational information.
NAV: Displays one of the following
navigation reception modes:
G - GPS only mode.
C - Combined GPS and Doppler
FLY TO EPE
SYS
STAT
TGT
STR mode.
D - Doppler only mode.
DB I T : P DK : * *
BRT
GB I T : P YR : * * * * MAL
DATUM: Displays current Datum code.
NAV : * D A T UM : * *
GP S : * GPS: Displays one of the following
DIM
end tracking modes:
Y - P/Y code.
M - Mixed P/Y and C/A code.
S - Standard Positioning Service.
AA9998_7
SA 3.18.12.9.4 WIND-UTC/DOWNLOAD Menu. The
WIND-UTC/DOWNLOAD Menu (Figure 3-28) allows the
Figure 3-27. WIND-UTC/GPS STATUS Menu user to download waypoints via the dataloader.
DISPLAY FUNCTION
SYS TGT
FLY TO EPE STAT STR
DBIT Displays Doppler BIT status
P - Pass.
WP T D OWN L OA D
F - Fails. S T A R T : NO
BRT MAL
NO T I N P R O GR E S S
DK: Displays one of the following Load
status: DK or GK DIM
DK: ** - No key loaded.
DK: NO - Daily key in use is
incorrect.
DK: IN - Daily key loaded but not
verified.
AA9998_8
DK: OK - Daily key loaded and SA
verified.
GK: NO - GUV user keys in use Figure 3-28. WIND-UTC/DOWNLOAD Menu
is incorrect.
GK: IN - GUV user keys loaded
but not verified. DISPLAY FUNCTION
GK: OK - GUV user keys loaded
and verified. WPT Displays the title of menu.
GBIT: Displays the GPS BIT status: DOWNLOAD
P - Pass.
F - Fails.
YR: Displays current year.
3-89
TM 1-1520-237-10
DISPLAY FUNCTION
START: NO Displays the one of the following SYS TGT
FLY TO EPE STAT STR
Download options:
NO - Default setting.
MO D E : D E L T A
YES - Starts the downloading T K : MA GN E T I C
BRT MAL
procedure. D TK : TRUE
WA G E : N
DIM
NOT IN Displays the current Download end
PROGRESS status.
3.18.12.9.5 WIND-UTC/DAFIF Menu. The WIND-
UTC/DAFIF Menu (Figure 3-29) allows the user to down
AA9998_9
DAFIF database via a PCMCIA CARD. SA
Figure 3-30. WIND-UTC/CONFIG Menu
FLY TO EPE
SYS
STAT
TGT
STR
DISPLAY FUNCTION
S T AR T DA F I F
D OWL O A D ? NO
MODE: Displays current configuration
BRT MAL
. mode.
DIM
DELTA - for AN/ASN-128D
configuration.
BRAVO - for AN/ASN-128B
configuration.
TK: Displays the one of the following
options:
AA9998_55
SA MAGNETIC reference.
TRUE reference.
Figure 3-29. WIND-UTC/DAFIF Menu
DTK: Displays the one of the following
options:
DISPLAY FUNCTION MAGNETIC reference.
TRUE reference.
START DAFIF Displays the title of menu. WAGE: N (This feature is Not Used in the
AN/ASN-128D Configuration).
DOWNLOAD? Displays the one of the following
NO DAFIF Download options:
NO - Default setting. 3.18.12.10 XTK/TKE/KEY Main Menu. The XTK/
YES - Starts the DAFIF download- TKE/KEY Main Menu (Figure 3-31) provides the user
ing procedure. with track information, Crypto load status, space vehicle
monitoring, and SAASM options. XTK/TKE/KEY consists
of seven menus. Line two of the CDU displays a numeri-
3.18.12.9.6 WIND-UTC/CONFIG Menu. The WIND- cal value as well as a graphic icon indicating TO/FROM
UTC/CONFIG Menu (Figure 3-30) allows the user to condition and LEFT or RIGHT course correction.
verify the configuration of the AN/ASN-128D.
3-90
TM 1-1520-237-10
SYS TGT
STAT STR SYS TGT
FLY TO EPE STAT STR
FLY TO EPE
4 3 : B ANDO 050 MC 90 43 : B ANDO 050 MC 90
BRT
−−− − I −− / \ MAL DK : * * DAY
BRT MAL
X T K : * * * * * * * * nm E
TK E : * * * SV : * * mo r e
DIM
mo r e DIM
AA9998_10 AA9998_11
SA SA
Figure 3-31. XTK/TKE/KEY Main Menu Figure 3-32. XTK/TKE/KEY Menu 2
DISPLAY FUNCTION DISPLAY FUNCTION
-----I----- Displays course correction DK: Displays one of the following Load
required. status: DK or GK
DK: ** - No key loaded.
/[] Displays the one of the following
DK: NO - Daily key in use is
options: incorrect.
/ [ ] - TO indication. DK: IN - Daily key loaded but not
[ ]/ - ROM indication. verified.
XTK: Cross Track Correction. DK: OK - Daily key loaded and
verified.
TKE: Track Correction Error. GK: NO - GUV user keys in use
more Press ENT key to select additional is incorrect.
menus. GK: IN - GUV user keys loaded
but not verified.
GK: OK - GUV user keys loaded
3.18.12.10.1 XTK/TKE/KEY Menu 2. The XTK/TKE/ and verified.
KEY Menu 2 (Figure 3-32) displays the status of the
Crypto keys.
3-91
TM 1-1520-237-10
DISPLAY FUNCTION DISPLAY FUNCTION
SV: Displays the current amount of GV: Displays the one of the following
Space Vehicles being tracked by options:
the AN/ASN-128D system. NONE - if GV keys word is not
loaded.
more Press ENT key to select additional
YES - if GV keys are loaded.
menus.
DK: Displays either the DK or GK with
one of the following options:
3.18.12.10.2 XTK/TKE/KEY Menu 3. The XTK/TKE/ NO - if DK or GV is not loaded.
KEY Menu 3 (Figure 3-33) displays the load status of YES - if DK or GV is loaded.
GUV keys and daily keys.
3.18.12.10.3 XTK/TKE/KEY Menus 4-6. The XTK/
TKE/KEY Menu 4 (Figure 3-34) displays the SAASM
codes.
SYS TGT
FLY TO EPE STAT STR
* * * * * * * * * * * * * * * *
BRT
LD : * * SF : * * W: * * MAL
G V : N ON E N ON E SYS TGT
FLY TO EPE STAT STR
DK : * *
DIM
mo r e
SIT: 00 : 0 1−0 3
BRT
0001 0002 0003 MAL
0004 0005 0006
0007 0008 0009
DIM
AA9998_12
SA
Figure 3-33. XTK/TKE/KEY Menu 3
AA9998_14
SA
DISPLAY FUNCTION
Figure 3-34. XTK/TKE/KEY Menu 4
LD: Displays the one of the following
options: 3.18.12.10.4 XTK/TKE/KEY Menu 7. The XTK/TKE/
NO - if Crypto is not loaded. KEY Menu 7 (Figure 3-35) displays the zeroize and Hot
YES - if Crypto is loaded. Start features.
SF: Displays the one of the following
options:
NO - if sub word is not loaded.
YES - if sub word is loaded.
W: Displays the one of the following
options:
NO - if word is not loaded.
YES - if word is loaded.
3-92
TM 1-1520-237-10
SYS TGT
SYS TGT FLY TO EPE STAT STR
FLY TO EPE STAT STR
4 3 : B ANDO 050 MC 90
Z E RO I Z E : N
BRT
GS : 1 6 2 K t MAL
BRT
HO T S T A R T : N MAL TK : * * * D TK : * * *
GP S : * N A V : * mo r e
DIM
DIM
end
AA9998_17 AA9998_18
SA SA
Figure 3-35. XTK/TKE/KEY Menu 7 Figure 3-36. GS/TK/NAV M Main Menu
DISPLAY FUNCTION DISPLAY FUNCTION
ZEROIZE: Displays the one of the following GS Displays ground speed in the fol-
options: lowing options:
N - Default setting. Listed in knots for LAT/LONG.
Y - Zeroize the almanac from GPS Listed in kilometers per hour for
receiver. MGRS.
HOT START: Displays the one of the following TK Displays the Track Angle listed in
options: degrees.
NO - Default setting.
DTK: Displays desired Track Angle
YES - Starts the Hot Start
listed in degrees.
procedure.
GPS: Displays one of the following
end: Last menu page.
tracking modes:
Y - P/Y code.
3.18.12.11 GS/TK/NAV M Main Menu. The GS/TK/ M - Mixed P/Y and C/A code.
NAV M Main Menu (Figure 3-36) displays the ground S - Standard Positioning Service.
speed, track angle, desired track, GPS tracking and
navigation mode.
3-93
TM 1-1520-237-10
DISPLAY FUNCTION DISPLAY FUNCTION
more Press ENT key to select additional DK: Displays either the DK or GK with
menus. one of the following options:
** - No keys loaded.
NAV: Displays one of the following
NO - Daily keys in use is incor-
navigation reception modes:
rect.
G - GPS only mode.
IN - Daily keys loaded but not
C - Combined GPS and Doppler
verified.
mode.
OK - Daily keys loaded and veri-
D - Doppler only mode.
fied.
SUS: Displays the Start Up Sequence
3.18.12.11.1 GS/TK/NAV M Menu 2. The GS/TK/ (SUS) with the following option:
NAV M Menu 2 (Figure 3-37) displays GPS initialization D - Default setting.
status and key load status.
AQ: Displays the Acquisition time.
end: Last menu page.
SYS TGT
FLY TO EPE STAT STR
3.18.12.12 Presentation Position (PP) Main Menu.
AL : Y I Z : Y DK : * * The (PP) Presentation Position Main Menu (Figure 3-38)
BRT
S U S : D AQ : 0h 0 :mi n MAL displays present position when the MODE selector is in
LAT/LONG or MGRS. User defined waypoints as well as
DIM
end other waypoints can be viewed in this menu by pressing
INC or DEC keys on CDU keyboard.
AA9998_19 SYS TGT
SA FLY TO EPE STAT STR
Figure 3-37. GS/TK/NAV M Menu 2 43 : B ANDO 050 MC 90
BRT
PP : MAL
N
W mo r e
DISPLAY FUNCTION DIM
AL: Displays the almanac status with
one of the following options:
N - if almanac is not loaded.
Y - if almanac is loaded. AA9998_20
SA
IZ: Displays the initialization status
with one of the following options: Figure 3-38. PP Main Menu
N - Default setting.
Y - Starts the initialization
procedure.
3-94
TM 1-1520-237-10
DISPLAY FUNCTION
PP: Displays the title of menu. SYS TGT
FLY TO EPE STAT STR
N Displays the current latitude or
4 3 : B ANDO 050 MC 9 0
MRGS coordinates.
BRT
F L I GH T P L A N L : 0? MAL
* * * nm * * *
W Displays the current longitude or
* * H: mi n mo r e
MRGS coordinates. DIM
more Press ENT key to select additional
menus.
3.18.12.12.1 Presentation Position (PP) Menu 2. AA9998_21
SA
The Presentation Position (PP) Menu 2 displays the GPS
altitude, magnetic variation and allows the user to select Figure 3-39. DIST/BRG/TIME Main Menu
automatic or manual variation selection.
DISPLAY FUNCTION
DISPLAY FUNCTION
PP: Displays the title of menu.
FLIGHT PLAN: Displays the current navigation
V: Displays the current magnetic mode with one of the following
variation used on the current PP. option:
FLIGHT PLAN
GPS ALT: Displays the current GPS altitude
VTF (Vector To Final)
in feet (with MODE selector in
DIRECT-TO
LAT/LONG) or meters (with
OBS (Omni Bearing Search)
MODE selector in MGRS).
L: Displays the current leg number of
AUTO/MAN: Displays the selection of magnetic
flight plan.
variation mode with one of the fol-
lowing options: nm Displays the current flight distance
A - Automatic Mode. left to fly on current leg in nautical
M - Manual Selection. miles.
end: Last menu page. *** Displays the current bearing to on
current leg in degrees.
3.18.12.13 DIST/BRG/TIME Main Menu. The DIST/ H: Displays the current hours left to
BRG/TIME Main Menu (Figure 3-39) displays current leg fly on current leg.
of flight distance to leg and estimated time to leg.
3-95
TM 1-1520-237-10
DISPLAY FUNCTION DISPLAY FUNCTION
min Displays the current minutes left to HPOS: Displays the Horizontal Position
fly on current leg. with one of the following options:
P - Pass (IFR Flight is possible
more Press ENT key to select additional
with this advisory).
menus.
F - Fail (IFR Flight is no longer
possible with this advisory).
3.18.12.13.1 DIST/BRG/TIME Menu 2. The DIST/ more Press ENT key to select additional
BRG/TIME Menu 2 (Figure 3-40) displays the phase of menus.
flight and GPS reliability.
3.18.12.13.2 DIST/BRG/TIME Menu 3. The DIST/
BRG/TIME Menu 3 (Figure 3-41) displays the GPS avail-
ability at the destination thru the current selected waypoint
SYS TGT
FLY TO EPE STAT STR (WP) number.
4 3 : B ANDO 050 MC 90
BRT
E NR GP S F DE MAL
LO I : * *
HPOS : * * mo r e
DIM SYS TGT
FLY TO EPE STAT STR
4 3 : B ANDO 050 MC 90
BRT
WP : * * RA I M MAL
*h * * . * *mi n POF : *
I DL E
DIM
AA9998_22
SA
Figure 3-40. DIST/BRG/TIME Menu 2
DISPLAY FUNCTION AA9998_23
SA
Figure 3-41. DIST/BRG/TIME Menu 3
ENR: Displays the current phase of flight
with one of the following options:
ENR - Enroute.
DISPLAY FUNCTION
TER - Terminal.
APP - Approach.
WP: Displays the current selected way-
GPS FDE: Displays the GPS Fail Detection
point (WP) number.
Error (FDE) title.
h: Displays the hours remaining for
LOI: Displays the Loss Of Integrity with
Satellite Availability.
one of the following options:
NO - IFR Flight is possible with min: Displays the minutes remaining for
this advisory. Satellite Availability.
YES - IFR Flight is no longer pos-
sible with this advisory.
3-96
TM 1-1520-237-10
DISPLAY FUNCTION DISPLAY FUNCTION
POF: Displays the phase of flight with N: Displays the waypoint information
one of the following options: in either of the following options:
E - Enroute. Latitude presentation (LAT/LONG
T - Terminal. format)
A - Approach. MGRS format.
IDLE Displays the phase of flight with W Displays the waypoint information
one of the following options: in either of the following options:
IDLE Longitude presentation (LAT/
AVAILABLE. LONG format)
MGRS format.
3.18.12.14 WP/TGT Main Menu. The WP/TGT Main more Press ENT key to select additional
Menu (Figure 3-42) displays waypoint location in either menus.
LAT/LONG or MGRS format. Waypoint information will
not displayed under the S GPS Tracking Mode. Locations
3.18.12.14.1 WP/TGT Menu 2. The WP/TGT Menu 2
00 to 69 are Standard waypoints and locations 70 to 89 are
(Figure 3-43) allows the user to enter magnetic variation
reserved for Data Loaded waypoints (which can only be
and select either automatic manual magnetic variation
observed and not changed). Locations 90 to 99 are Target
mode per waypoint.
Store waypoints (usable as standard waypoints, but not as
route sequencing waypoints). The current destination
number will be displayed. To display desired destination
number, press the INC or DEC key, or enter destination
number using the CDU keyboard. SYS TGT
FLY TO EPE STAT STR
4 3 : B ANDO 050 MC 9 0
BRT
WP : * * v: * * * . * MAL
SYS TGT
GP S : A L T + * * * * * * . * f
FLY TO EPE STAT STR A U T O / MA N : A end
DIM
43 : B ANDO 0 5 0 MC 90
BRT
WP : * * MAL
N * * . * * . * *
W* * * . * * . * * mo r e
DIM
AA9998_25
SA
Figure 3-43. WP/TGT Menu 2
AA9998_24
SA DISPLAY FUNCTION
Figure 3-42. WP/TGT Main Menu
WP: Displays the current destination
number waypoint.
DISPLAY FUNCTION
V: Displays the current magnetic
variation used on the current WP.
WP: Displays the current destination
number waypoint.
3-97
TM 1-1520-237-10
DISPLAY FUNCTION DISPLAY FUNCTION
GPS ALT: Displays the current GPS altitude 4) R/T CON- Displays the R/T CONSEC menu
in feet (with MODE selector in SEC option. Press the 4 key to select
LAT/LONG) or meters (with this option.
MODE selector inMGRS).
more Press ENT key to select additional
AUTO/MAN: Displays the selection of magnetic menus.
variation mode with one of the fol-
lowing options:
A - Automatic Mode. 3.18.12.15.1 DATUM ROUTE Menu 2. The DATUM
M - Manual Selection. ROUTE Menu 2 (Figure 3-45) displays current datum and
allows the user to enter a new datum code.
end: Last menu page.
3.18.12.15 DATUM ROUTE Main Menu. The
DATUM ROUTE Main Menu (Figure 3-44) allows the SYS TGT
FLY TO EPE STAT STR
user to build and activate a flight plan, review WP, review
instrument approach procedures (IAP) information, or en- 43 : B ANDO 0 5 0 MD 90
able route consecutive. BRT MAL
WG S − 8 4
D A T UM : * * end
DIM
SYS TGT
FLY TO EPE STAT STR
1 ) F L I GH T P L A N
BRT
2 ) WP L O OK U P MAL AA9998_27
SA
3 ) I A P L O OK U P
4 ) R / T CON S E C mo r e
DIM
Figure 3-45. DATUM ROUTE Menu 2
DISPLAY FUNCTION
AA9998_26
SA
WGS84 Displays the current datum.
DATUM: Allows user to enter a new datum
Figure 3-44. DATUM ROUTE Main Menu
code from Table 3-4.
end: Last menu page.
DISPLAY FUNCTION
1) FLIGHT Displays the FLIGHT PLAN 3.18.12.15.2 DATUM ROUTE FLIGHT PLAN (FP)
PLAN menu option. Press the 1 key to Main Menu. The DATUM ROUTE FLIGHT PLAN (FP)
select this option. Main Menu (Figure 3-46) allows the user to scroll through
the various flight plans or build a flight plan. The system
2) WP Displays the WP LOOKUP menu can store up to 3 separate flight plans. When the system
LOOKUP option. Press the 2 key to select has three flight plans stored, a saved flight plan must be
this option. deleted in order to create a new flight plan.
3) IAP Displays the IAP LOOKUP menu
LOOKUP option. Press the 3 key to select
this option.
3-98
TM 1-1520-237-10
current active flight plan, allows the user to review the ac-
tive a flight plan, and displays the completion time of the
flight plan.
SYS TGT
FLY TO EPE STAT STR
N AME nm
BRT
D E S T WP : MAL
L E NGT H : * * I AP : * SYS TGT
FLY TO EPE STAT STR
FP 0 0 / 0 0 mo r e
DIM
F P : AC T I V E
BRT
1 ) AC T I VA T E MAL
2 ) R E V I EW
3 ) ETA / ETE mo r e
DIM
AA9998_28
SA
Figure 3-46. DATUM ROUTE FP Main Menu
AA9998_29
SA
DISPLAY FUNCTION
Figure 3-47. DATUM ROUTE FP Menu 2
NAME Displays the current flight plan
name. DISPLAY FUNCTION
DEST WP: Displays the next concurrent way-
point within the current flight plan. FP: Displays the current active or non-
active flight plan.
LENGTH: Displays the total number of way-
points within the current flight 1) ACTIVATE Allows user the option to activate
plan. the flight plan listed on line 1 of
the CDU display. Press the 1 key
IAP: Displays the IAP loaded status to select this option.
with one of the following options:
Y - IAP is loaded in the current 2) REVIEW Allows user the option to review
flight plan. the flight plan listed on line 1 of
N- IAP is not loaded in the current the CDU display. Press the 2 key
flight plan. to select this option.
FP: Displays the current viewed and 3) ETA/ETE Displays the ETA and ETE to
total number of flight plans (Max completion of the flight plan. Press
of 3 stored flight plans). the 3 key to select this option.
more Press ENT key to select additional more Press ENT key to select additional
menus. menus.
3.18.12.15.2.1 DATUM ROUTE FP Menu 2. The 3.18.12.15.2.2 DATUM ROUTE FP Menu 3. The
DATUM ROUTE FP Menu 2 (Figure 3-47) displays the DATUM ROUTE FP Menu 3 (Figure 3-48) allows the
3-99
TM 1-1520-237-10
user to delete a flight plan, review IAP information, and to
remove an IAP from a flight plan.
SYS TGT
FLY TO EPE STAT STR
GE T WP :
SYS TGT
FLY TO EPE STAT STR
BRT
TYPE : MAL
I DEN :
1 ) GE T T Y P E
FP : DIM
BRT
4 ) D E L E T E F L I GH T P L AN MAL
5 ) I AP I NF O
6 ) R E MO V E I A P
DIM
AA9998_31
SA
AA9998_30
Figure 3-49. DATUM ROUTE WP Menu
SA
Figure 3-48. DATUM ROUTE FP Menu 3 DISPLAY FUNCTION
DISPLAY FUNCTION GET WP Displays the title of menu.
TYPE: Allow user to view waypoints as
FP: Displays the current active or non- the following options:
active flight plan. ARPT (Airport)
HELIPORT
4) DELETE Allows user the option to delete INTERSECTION
FLIGHT PLAN the flight plan listed on line 1 of USER DEFINE
the CDU display. Press the 4 key VOR
to select this option. NDB
5) IAP INFO Allows user the option to review DME
any loaded DAFIF the flight plan IDEN: Allow user to enter the name of
listed on line 1 of the CDU dis- ICAO (a 4-letter station identifier)
play. Press the 5 key to select this or waypoint desired.
option.
1) GET TYPE Allows user the option to initiate a
NOTE search for the requested waypoint
listed on line 3 of the CDU dis-
If an IAP is not loaded into a flight
play. Press the 1 key to select this
plan, option five will read 5) Set option.
Approach and option six will not
be available.
6) REMOVE Allows user the option to remove 3.18.12.15.4 DATUM ROUTE IAP Menu. The
IAP IAP from the flight plan listed on DATUM ROUTE IAP Menu (Figure 3-50) allows the user
line 1 of the CDU display. Press to review and search for any stored IAP information from
the 6 key to select this option. the DAFIF. Only GPS approved and GPS overlay ap-
proaches will be listed on the DAFIF.
3.18.12.15.3 DATUM ROUTE WP Menu. The
DATUM ROUTE WP Menu (Figure 3-49) allows the user
to review and search for any stored waypoint information.
3-100
TM 1-1520-237-10
SYS TGT SYS TGT
FLY TO EPE STAT STR FLY TO EPE STAT STR
I A P D E S T I N A T I ON : L OA D A C T I V E F P
T Y P E : AR P T BRT
F R O M U S E R WP T S : MAL
BRT MAL
I DEN : S T AR T S :
1 ) GE T T Y P E E ND :
DIM DIM
AA9998_32 AA9998_33
SA SA
Figure 3-50. DATUM ROUTE IAP Menu Figure 3-51. DATUM ROUTE R/T CONSEC Menu
DISPLAY FUNCTION DISPLAY FUNCTION
IAP DESTINA- Displays the title of menu. LOAD ACTIVE Displays the title of menu.
TION FP
TYPE: Allow user to view waypoints as FROM USER Displays the sub-title of menu.
the following options: WPTS:
ARPT (Airport)
START: Allow user to enter starting way-
HELIPORT
point number.
IDEN: Allow user to enter the name of
END: Allow user to enter ending way-
ICAO (a 4-letter station identifier)
point number.
or waypoint desired.
1) GET TYPE Allows user the option to initiate a
search for the requested waypoint 3.18.12.16 F1 SELECTION Main Menu. The F1
listed on line 3 of the CDU dis- SELECTION Main Menu (Figure 3-52) allows the user to
play. Press the 1 key to select this activate the IFR menu at any time. The F1 SELECTION
option. main menu is access by pressing F1 key on the CDU
keyboard.
3.18.12.15.5 DATUM ROUTE R/T CONSEC Menu.
The DATUM ROUTE R/T CONSEC Menu (Figure 3-51)
allows the user to enter up to 25 consecutive waypoints
into a active flight plan.
3-101
TM 1-1520-237-10
SYS TGT
STAT STR SYS TGT
FLY TO EPE STAT STR
FLY TO EPE
1 ) D I R E C T I ON − T O D I RECT − TO :
BRT
2 ) O B S / HO L D MAL DE S T : * * * *
BRT MAL
3 ) M E S S A GE 1 ) AC T I VA T E
4 ) MH A P 2 ) G E T WP mo r e
DIM DIM
AA9998_34 AA9998_35
SA SA
Figure 3-52. F1 SELECTION Main Menu Figure 3-53. F1 DIRECT-TO Menu 1
DISPLAY FUNCTION DISPLAY FUNCTION
1) DIRECT-TO Displays the DIRECT-TO menu DIRECT-TO: Displays the flight plan mode or
option. Press the 1 key to select waypoint name.
this option.
DEST: Displays the next waypoint.
2) OBS/HOLD Displays the OBS/HOLD menu
1) ACTIVATE Allows user the option to initiate a
option. Press the 2 key to select
direct course to the destination
this option.
listed on line 2 of the CDU dis-
3) MESSAGE Displays the MESSAGE menu op- play. Press the 1 key to select this
tion. Press the 3 key to select this option.
option.
2) GET TYPE Allows user the option to initiate a
4) MHAP Displays the MHAP menu option. search for the requested waypoint
Press the 4 key to select this op- listed on line 2 of the CDU dis-
tion. play. Press the 2 key to select this
option.
3.18.12.16.1 F1 DIRECT-TO Menu 1. The F1 more Press ENT key to select additional
DIRECT-TO Menu 1 (Figure 3-53) provides the user with menus.
a direct course to a previously stored user defined way-
point or a waypoint from the DAFIF. Direct-To mode can
3.18.12.16.1.1 F1 DIRECT-TO Menu 2. The F1
be accessed at any time. If DIRECT-TO is selected while
SELECTION Menu 2 (Figure 3-54) allows the user to use
viewing a flight plan leg or waypoint, that location will be
the waypoint retrieval option.
selected as the destination.
3-102
TM 1-1520-237-10
SYS TGT
FLY TO EPE STAT STR SYS TGT
FLY TO EPE STAT STR
D I RECT − TO :
DE S T : * * * * OB S / HO L D : OB S
BRT MAL
3 ) WP I N F O BRT
RE F : MAL
end 1 ) AC T I VA T E
DIM 2 ) GE T WP mo r e
DIM
AA9998_36 AA9998_37
SA SA
Figure 3-54. F1 DIRECT-TO Menu 2 Figure 3-55. F1 OBS/HOLD Menu 1
DISPLAY FUNCTION DISPLAY FUNCTION
DIRECT-TO: Displays the title of menu. OBS/HOLD: Displays the OBS mode with one
of the following options:
DEST: Displays the reference waypoint. FROM - OBS is enabled FROM
3) WP INFO Allows user to initiate the way- arrow in view.
point information retrieval option. TO - OBS is enabled TO arrow in
Press the 3 key to select this op- view.
tion. HOLD - Flight plan has been
suspended.
end: Last menu page.
REF: Displays the name of waypoint and
bearing to course.
3.18.12.16.2 F1 OBS/HOLD Menu 1. The F1 OBS/
1) ACTIVATE Allows user the option to initiate a
HOLD Menu 1 (Figure 3-55) allows user to provide the
direct to course to the destination
OBS digital steering data to the number one bearing
listed on line 2 of the CDU dis-
pointer and TO/FROM flag on the HSI. OBS mode can be
play. Press the 1 key to select this
selected when IFR flight plan mode is enabled. OBS/
option.
HOLD is automatically enabled when the flight plan has
been suspended or when missed approach is sequenced as
the next waypoint.
3-103
TM 1-1520-237-10
DISPLAY FUNCTION copilot’s annunciator panel illuminates. Messages are
generated during the following conditions:
WARNING: APPROACH MODE NOT ACTIVE
2) GET TYPE Allows user the option to initiate a
APPROACH MODE IS ACTIVE
search for the requested waypoint
APPROACH MODE WAS ENABLED
listed on line 2 of the CDU dis-
AUTOMATICALLY
play. Press the 2 key to select this
CDI SENSITIVITY CHANGE TO OCCUR
option.
CDI SENSITIVITY HAS CHANGED TO
more Press ENT key to select additional ENROUTE
menus. TERMINAL
APPROACH
ALL FLIGHT PLANS DELETED
3.18.12.16.2.1 F1 OBS/HOLD Menu 2. The F1 OBS/ FLIGHT PLAN IS INVALID
HOLD Menu 2 (Figure 3-56) allows the user to use the PROCEDURE TURN
waypoint retrieval option. OUTBOUND:
INBOUND:
HOLDING PATTERN ALT:
LOSS OF RAIM
BIT FAILURE
SYS TGT
FLY TO EPE STAT STR GPS MALFUNCTION
30 NMI FROM DESTINATION
OB S / HO L D : − OB S − − 3 NMI FROM DESTINATION
RE F : * * * *
BRT
3 ) WP I N F O
MAL MISSED APPROACH
end NEW COURSE SELECTED
DIM
3.18.12.16.4 F1 MAHP OPTION Menu. The F1
MAHP OPTION menu allows the user to execute a missed
approach procedure any point within 30 nm of the MAP. If
a missed approach is activated prior to the MAP the
AA9998_38
SA system will automatically go into terminal mode and
provide DIRECT-TO guidance to the last waypoint of the
Figure 3-56. F1 OBS/HOLD Menu 2 loaded approach. Missed approach option is only available
if an IAP has already been loaded for that flight plan.
DISPLAY FUNCTION
3.18.12.16.5 F1 VECTOR TO FINAL Menu.
OBS/HOLD: Displays the title of menu.
CAUTION
REF: Displays the reference waypoint.
3) WP INFO Allows user to initiate the way-
point information retrieval option. ATC must release the aircraft prior to
Press the 3 key to select this op- activating the Vector To Final Option.
tion.
The F1 VECTOR TO FINAL (VTF) Menu allows the
end: Last menu page. user to activate the VTF option. The F1 VTF menu is ac-
cessed by pressing the F1 key twice on the CDU
keyboard. VTF option allows the user to retrieve a saved
3.18.12.16.3 F1 MESSAGE OPTION Menu. The F1 IAP or enable an new VTF, by providing bearing
MESSAGE OPTION Menu allows the user to view system information to initial IAP point. VTF has the following
status and navigational information. Messages can only be two menu option displays.
viewed by selecting this option. All messages will remain
active until user acknowledges each messages. Messages 3.18.12.16.5.1 F1 VECTOR TO FINAL Menu 1. The
can be viewed when the MSG light on the pilot’s and F1 VECTOR TO FINAL Menu 1 (Figure 3-57) displays
3-104
TM 1-1520-237-10
when the aircraft presentation position is within 30 nauti- displayed. Once the aircaft is within 30 nautical miles of
cal miles from destination airport. selected destination airport, the VTF Menu 2 display will
automatically switch to VTF Menu 1 display.
SYS TGT
FLY TO EPE STAT STR
SYS TGT
FLY TO EPE STAT STR
1 ) AP PR TO * * * *
BRT
2 ) V T F F AF * * * * MAL 1) GE T A P P R OA C H
3 ) RE AC T UVA T E I AP
4 ) M I S SED AP PR BRT MAL
DIM
DIM
AA9998_39
SA
AA9998_40
SA
Figure 3-57. F1 VECTOR TO FINAL Menu 1
Figure 3-58. F1 VECTOR TO FINAL Menu 2
DISPLAY FUNCTION
DISPLAY FUNCTION
1) APPR TO: Displays the approach to ICAO
information. Press the 1 key to 1) GET Displays the get approach option.
select this option. APPROACH: Press the 1 key to select this op-
tion.
2) VTF FAF: Displays the vectors to final ap-
proach fix information. Press the 2
key to select this option. 3.18.12.17 Flight Steering Modes. AN/ASN-128D
3) Allows user the option to has TO-FROM and FLIGHT PLAN steering modes. TO-
REACTIVATE reactivate the stored IAP. Press the FROM mode steers a specified course angle to a FLY-TO
IAP 3 key to select this option. destination displaying TO or FROM indication on the
CDU and on the HSI when Doppler has been selected on
4) MISSED AP- Allows user the option to initiate the Mode SEL panel. FLIGHT PLAN steering is designed
PR the Missed Approach Procedure. to steer through a specified sequence of waypoints,
Press the 4 key to select this op- optionally ending with an IFR non-precision approach to
tion. the destination. Both steering modes can access the user
defined waypoints or DAFIF database waypoints. The
AN/ASN-128D will compute a course from the aircraft’s
3.18.12.16.5.2 F1 VECTOR TO FINAL Menu 2. The current position to its destination. If the aircraft deviates
F1 VECTOR TO FINAL Menu 2 (Figure 3-58) displays from the desired course, the lateral off set or cross track
when the aircraft presentation position is outside of 30 distance error is computed. Distance and bearing to
nautical miles from destination airport. Also allows the destination, actual track angle, and track angle error cor-
user the option to enter an destination airport, initiating rection are computed from resent position to destination.
bearing to information and airport information to be
3-105
TM 1-1520-237-10
Reference Figure 3-20 for a graphic definition of these variations entered and also not necessary to
terms. enter all destinations in any case, but varia-
tions must be entered after destination
3.18.13 Preflight Procedures. coordinates are entered.
3.18.13.1 Data Required Prior to DGNS Turn-On. 7. The Doppler outputs true heading and accepts
magnetic heading from gyromagnetic/AHRU
1. The following initial data must be entered by heading reference. If accurate magnetic varia-
the pilot after system turn-on and initialization, tions are not applied, then navigation accuracy
unless previously entered data is satisfactory: will be affected.
3.18.13.2 System Initialization.
2. Datums of operation, when using MGRS
coordinates. This data may be part of the data
1. Enter GPS mode M.
load if preprogrammed.
NOTE
3. In combined or GPS mode, the GPS provides
preset position. If the Doppler only mode is Select GPS mode M during initialization. If
selected MGRS coordinates of present position Y mode is selected before crypto-key
- zone area, easting and northing; latitude/ variables are loaded the system will lock-
longitude coordinates may also be used to up. System must be turned off, then back
input present position. This data may be part of on.
the data load if preprogrammed. Variation of
present position to the nearest one-tenth of a 2. Perform self test.
degree.
3. Perform download of data loader cartridge if
4. Coordinates of desired destinations 00-99. It is necessary, or manually enter datum, destina-
not necessary to enter all destinations in the tions, magnetic variations, and present posi-
same coordinate system. This data may be part tion.
of the data load if preprogrammed. Destination
locations of 70 through 89 are only program- 4. Load crypto-key variables (unless previously
mable through the data loader. loaded and still valid) necessary for operation
of the GPS in Y mode.
5. Variation of destinations to the nearest one-
tenth of a degree. NOTE
It is necessary to wait at least 12 minutes
6. Crypto-key variables necessary to enable the for key validation when new keys have
GPS receiver to operate in Y code are entered been entered, or collection of almanac data
via remote fill data only and not via the CDU when set has no previous almanac data.
keyboard. During this time the GPS operation mode
must be M and uninterrupted. After this
NOTE time the GPS operating mode may be
switched to Y. Observe the GPS key status
Destinations are entered manually when and number of satellite vehicles (SVs)
steering information is required to a tracked after switching to Y mode. If the
destination that was not in the set of data SV number goes to zero, repeat this
loaded via the data loader, or it is desired to procedure. The key status shall switch from
update present position by overflying a DK IN to DK OK sometime during the 12
destination, or a present position variation minutes.
computation is desired. (See CDU opera-
tion). If a present position variation update 5. Check datum of operation, if MGRS is being
is desired, destination variation must be used.
entered. The operator may enter one or
more destination variations; it is not neces- 6. Check destinations in MGRS or LAT/LONG
sary for all destinations to have associated coordinates as desired.
3-106
TM 1-1520-237-10
7. Check associated destination variations as 6. Press the desired mode of operation, key 1 for
desired. Remove all incorrect variations by Bravo mode or key 2 for Delta mode. Then
setting DISPLAY selector to WP/TGT, set- press the ENT key.
ting the destination number to appropriate
destination, and pressing the KYBD key and 7. Press the Y key (yes) to confirm switching
ENT key in that order. Variations of at least modes on the confirmation display menu.
two destinations must be entered for automatic
variation update computation to be performed. 8. Press the ENT key to exit the confirmation
For accurate navigation it is advised to enter display menu.
variations after each destination unless the
variations are the same. 9. Recycle CDU power and confirm the current
mode of operation is correct within the initial
8. Select DGNS operating mode. Power Up Sequence display menu.
NOTE 3.18.13.4 Data Loading Procedures. The AN/ASN-
128D is capable of downloading waypoint information,
The set will automatically select combined datum of operation, present position and magnetic varia-
mode (default or primary operating mode) tion via the Data Transfer Module (DTM), as well as down
as this allows the system to select the best loading the DAFIF, via the PCMCIA card.
possible navigation method available.
1. Set the CDU MODE selector to OFF.
9. Set the FLY-TO-DEST to the desired destina-
tion location. 2. Insert the preprogrammed data loader module.
3.18.13.3 Changing Mode of Operation. 3. Set the CDU MODE selector to (LAT/
LONGMGRS may be used). Enter desired
NOTE GPS code (M or Y) mode of operation.
All previously entered USER waypoints and
4. Set the DISPLAY selector to WIND-UTC/
stored flight plans will be deleted when
DATA.
changing modes of operation.
5. To display the select menu press the ENT key
Delta or Bravo are the two modes of operation. The
twice.
Delta mode allows IFR approaches on approved GPS and
GPS overlay approaches and RNAVS. Bravo mode allows
6. To select the DATA LOAD page press key 2.
the updated system to operate as the legacy AN/ASN-
128B system. The CDU will power up in the last mode
7. To begin the download press the KYBD and
selected during power down.
enter Y (yes).
1. Set the CDU MODE selector to LAT/LONG.
8. Observe the CDU display. The CDU shall dis-
Enter desired GPS code (M or Y) mode of
play DOWNLOAD WAYPTS IN
operation.
PROCESS. If a transmission error occurs the
CDU display shall change to ERROR-
2. Set the DISPLAY selector to WIND-UTC/
RETRYING.
DATA.
9. When the transmission is complete the CDU
3. To display the configuration menu press the
shall display DOWNLOAD COMPLETE. If
ENT key twice.
this display is not obtained within one minute
of beginning the download, check the data
4. To select the CONFIG option page press key
programming and connections.
4.
10. Set the CDU MODE selector to OFF, remove
5. Press the KYBD once to advance to MODE
the data loader module.
selection field.
3-107
TM 1-1520-237-10
NOTE 14. Press the KYBD key twice to select present
position field.
Ensure DTM is removed prior to flight.
15. Enter latitude and press the KYBD key to
advance to the longitude field and press the
3.18.13.5 Manual Loading Procedures (DTM Not ENT key.
Available). The Data Transfer Module contains all the
required information to being navigating with the AN/ 16. Enter waypoint by placing the CDU MODE
ASN-128D system. In the event that a Data Transfer selector to LAT/LONG.
Module is not available the following steps must be per-
formed to ensure the system operates correctly. 17. Set the DISPLAY selector to WP/TGT.
1. Set the CDU MODE selector to LAT/LONG. 18. Press the KYBD to select WP number field
and enter WP number. Press the ENT key to
2. Set the DISPLAY selector to DATUM/ accept.
ROUTE.
19. Press the KYBD to select WP number field
3. To display the DATUM menu press the ENT and enter WP number. Press the ENT key to
key once. accept.
4. Select the DATUM field press the KYBD and 20. Press the KYBD to select latitude field and
enter DATUM code, if required, press the enter latitude of the WP. Press the ENT key to
ENT key to store new entry. accept.
5. Set the CDU MODE selector to LAT/LONG. 21. Press the KYBD to select longitude field and
enter longitude of the WP. Press the ENT key
6. Set the DISPLAY selector to PP. to accept.
7. Select the AUTO/MAN field press the KYBD 3.18.13.6 Digital Aeronautical Flight Information
key twice and enter desired magnetic variation File (DAFIF) Loading Procedures. This procedure
mode of operation (A (automatic) or M loads the DAFIF with all the approved navaids, airports,
(manual)) , if required. intersection, and GPS overlay approaches to be used dur-
ing an IFR approach.
8. Press the ENT key to advance to store new
entry. 1. Set the CDU MODE selector to OFF. Insert
the pre-programmed PDTD into data loader
9. Press the ENT key to advance to the next receptacle.
menu.
2. Set the CDU MODE selector to LAT/LONG.
10. Select the MAG VAR field press the KYBD
key once and enter new magnetic variation, if 3. Set the DISPLAY selector to GS/TK/NAV M.
required.
4. Press the KYBD key to advance to GPS mode
11. Press the ENT key to store new entry. field, enter the M key, follow by pressing the
ENT key.
12. Press the ENT key to return to PP main menu
display. 5. Set the CDU MODE selector to LAT/LONG.
13. Enter present position by setting the DIS- 6. Set the DISPLAY selector to WIND-UTC/
PLAY selector to PP. DATA, follow by pressing the ENT key twice.
3-108
TM 1-1520-237-10
7. Select the DAFIF DOWNLOAD option press NOTE
the 3 key.
In the event the TEST mode display is not
8. Press the KYBD key and press the Y key. The GO ALL the system should be recycled
DAFIF loading can be canceled at any time by through OFF to verify the failure is to a
pressing the KYBD key and press the N key. momentary one. Refer to the following table
for fault code descriptions, if fault is
9. Press the ENT key once the DAFIF download displayed a second time.
is complete (DAFIF download time can take
up to 15 minutes). 4. Press the BRT pushbutton at least 10 times,
then press the DIM pushbutton at least 10
10. Set the CDU MODE selector to OFF, remove times, then press the BRT pushbutton at least
the PDTD from loader. 10 times. LED display shall alternately glow
bright, extinguish, and glow bright.
3.18.13.7 Self Test.
5. Press ENT key to view current aircraft
1. Set the MODE selector to LAMP TEST. HEADING, PITCH, ROLL, and TAS
Enter GPS mode M or Y. Verify the information.
following:
6. Press ENT key again to view OBS test results.
a. All edge lighting is illuminated. OBS should indicate PASS and the bearing
displayed on the CDU will match the course
b. The MAL lamp is illuminated. shown on the HSI of the pilot in command of
the CIS.
c. All keyboard keys are lit. NOTE
d. Pilot’s and copilot’s GPS annunciator If DB, RS-232 or OBS fails, IFR operations
panels are illuminated. and approach functions of the AN/ASN-
128D is not possible.
2. MODE SEL switches - DPLR/GPS and CRS
HDG - PLT or CPLT (as appropriate). 7. Press the ENT key to view GPS panel lighting
sequence and TO/FROM arrow sequence on
3. Set the MODE selector to TEST. After Dop- the CDU. Lighting sequence and TO/FROM
pler and/or GPS self tests have completed (ap- indicator on CDU display will match both the
proximately 15 seconds for Doppler, up to 2 pilot’s and copilot’s GPS annunciator panels
minutes for GPS), the following display will and HSI, when DPLR/GPS is selected on
be observed in CDU display: MODE SEL panel.
LEFT DISPLAY RIGHT DISPLAY REMARKS
GO Doppler has completed BIT and is operating satisfactorily, GPS is still
performing BIT (GPS has a two minute BIT cycle maximum). Note that a
rotating bar in the display indicates that the GPS is still performing self test.
GO ALL The entire system has completed BIT and is operating satisfactorily.
GO P Pitch or roll data is missing or exceeds 90°. In this case, pitch and roll in the
computer are both set to zero and navigation in the Doppler mode continues
with degraded operation. Problem may be in the vertical gyro/AHRU or
helicopter cabling.
3-109
TM 1-1520-237-10
(Cont)
LEFT DISPLAY RIGHT DISPLAY REMARKS
NG C, R, S, or H fol- A failure has occurred in the computer display unit or the signal data
lowed by a numeric converter power supply. The operator should not use the system.
code
DN GPS failure code GPS has failed but operator can use Doppler to perform all navigation.
DF Doppler failure code Doppler has failed. GPS is still performing self test.
GN Doppler failure code Doppler has failed but operator can use GPS to perform all navigation.
EN Doppler failure code SDC battery is discharged. Items stored in memory have been deleted.
DB P or F P: Indicates the database is operating satisfactory.
F: Indicates an error with the DAFIF database. IFR procedures will not be
available. Database error code will be displayed under DB.
RS-232 P or F P: Indicates the SDC and CDU interface is operating satisfactory.
F: Indicates an error between the SDC and CDU interface. If this error oc-
curs IFR operation and access to WP database is not possible.
OBS PASS or FAIL A pass code indicates the SDC and HSI are operating satisfactory.
A fail code indicates a failure between the SDC and HSI. If this error occurs
IFR operation is not possible.
3.18.13.8 Building a Flight Plan. This procedure al- 6. Press the ENT key to enter the new flight op-
lows the user to review, edit and build a flight plan. Up to tion menu.
three flight plans can be created and stored and activated at
anytime throughout the flight. Each flight can consist of up 7. Press the KYBD key to select and enter a
to 25 waypoints. A flight plan can be created, with or flight plan name.
without an instrument approach procedure (IAP). The IAP
can be loaded into the flight plan once it is created. Only 8. Press the ENT key once the flight plan name
RNAV, GPS and GPS overlay approaches can be used. has been entered.
IFR approaches are not possible if at anytime GPS is
unavailable, or a fault is detected within the AN/ASN- 9. Press the ENT key to confirm the new flight
128D system. plan name and flight plan number.
1. Set the CDU MODE selector to LAT/LONG. 10. Press the 1 key to enter the INSERT WP
menu option.
2. S e t t h e D I S P L A Y s e l e c t o r t o D A T U M
ROUTE. 11. Press the KYBD key to advance through the
available fields.
4. Press the key 1 to select the Flight Plan option
menu. 12. Select a WP TYPE. There are two different
methods to enter a WP TYPE into a flight
5. To build or review available flight plans press plan. The first method using the HOTKEYS
the INC key. option or the second method using GET
TYPE option.
NOTE
If the BUILD NEW FLIGHT PLAN does a. To use HOTKEYS method press the letter
not appear, then one of the three already on the CDU that corresponds with the first
stored flight plans, must be deleted prior to letter of the type of WP. If two WP share
creating a new flight plan. a key press the letter twice to select the
3-110
TM 1-1520-237-10
other WP. 19. The AN/ASN-128D can only use GPS ap-
HOTKEYS: proaches or GPS overlay approaches. Once
H - HELIPORT then desired approach is selected, the display
A - AIRPORT will list all the available procedures for the
D - DME selected approach. Press the number to select
I - INTERSECTION desired procedures options or press the ENT
N - NDB key to list remaining menus.
T - TACAN
U - User Define 20. The flight plan is now stored and available to
be used or activated at any time by the pilots.
b. To use GET TYPE method press 1 key. The AN/ASN-128D cannot provide
Then select the appropriate option by cor- navigational information for a flight plan until
responding key number or press ENT key it has be activated.
to advance to display the remaining selec-
tion options. 3.18.13.9 Activating a Flight Plan. This procedure
activates any one of the three flight plans at anytime dur-
13. Once the WP TYPE has been selected the ing a flight.
CDU will advance to the IDEN menu, at this
time enter the ICAO code or waypoint name 1. Set the CDU MODE selector to LAT/LONG.
and press the ENT key.
2. S e t t h e D I S P L A Y s e l e c t o r t o D A T U M
14. Press the ENT key to retrieve the entered ROUTE.
information from the database.
3. Press the 1 key to enter the flight plan main
15. Once the first waypoint has been accepted, menu.
now enter the next fly to waypoint, repeating
the same procedures as stated above. A total of 4. Press the INC or DEC keys to scroll through
25 waypoints can be entered in a single flight the saved flight plans.
plan. Once all waypoints have been entered
press the ENT key. 5. Once the flight plan has been located, press the
ENT key to select and view available options.
a. If the system does not locate the waypoint
6. Press the 1 key to ACTIVATE the selected
in the database, a SEARCH FAILED
flight plan. Press the ENT key once to view
screen will display. Press the ENT key
the information for the activated flight plan.
and enter new or correct information.
a. Once activated, the system will provide
16. The DATUM ROUTE FP main menu will be the pilots with bearing, heading, To/From
displayed after the last the waypoint of the indication on the CDU and HSI as well as
flight plan is entered. Press the ENT key to distance and time to go information.
advance to the next menu, the DATUM
ROUTE FP menu 2 page. Press the number to 3.18.13.10 Procedures For Checking Destination.
select options or press the ENT key to list
remaining menus. 1. Set the CDU MODE selector to LAT/LONG.
17. To load an instrument approach procedure, 2. Set the DISPLAY selector to WP/TGT.
press the 5 key to select SET APPROACH
option. 3. Notice that the current waypoint number is
displayed. To display desired waypoint
18. System will search for and display all available numbers enter numeric designator or press the
GPS overlay approaches for the ICAO entered. INC or DEC keys.
Press the number to select desired approach
options or press the ENT key to list remaining 4. Enter waypoint coordinates if not previously
menus. entered.
3-111
TM 1-1520-237-10
a. Press the KYBD key twice to enter the 4. Press the ENT key once more to view current
WP latitude information. SAASM tables information.
b. Press the KYBD key once to enter the WP 3.18.13.14 Procedures For Viewing Ground Speed
longitude information. and Track Error or changing GPS Tracking and
NAV Mode.
c. Press the KYBD key once to enter the
name of WP. 1. Set the CDU MODE selector to LAT/LONG.
5. Once the new WP information has been 2. Set the DISPLAY selector to GS/TK/NAV M.
entered, press the ENT key to store into
memory. 3. To change the current GPS track or NAV
mode, press the KYBD key and enter the new
3.18.13.11 Procedures For Displaying Or Updat- information.
ing Month, Day, Year, Time and GPS Initialization.
a. Press the ENT to store the updated
1. Set the CDU MODE selector to LAT/LONG. information.
2. Set the DISPLAY selector to WIND-UTC- 3.18.13.15 Procedures For Viewing Almanac
DATA. Status and Acquisition Time.
3. Press the ENT key to view current GPS status 1. Set the CDU MODE selector to LAT/LONG.
information.
2. Set the DISPLAY selector to GS/TK/NAV M.
4. To update the current GPS information, press
the KYBD key and enter the new information. 3. Press the ENT key to view current status
information.
a. Press the ENT to store the updated
3.18.13.16 Procedures For Displaying GPS
information.
Altitude, Updating Variation and Auto/Man.
5. Once the new information has been entered,
1. Set the CDU MODE selector to LAT/LONG.
press the Y key to intialization the GPS.
2. Set the DISPLAY selector to PP.
3.18.13.12 Procedures For Viewing Key Status,
Days Remaining On Key and SV Tracked. 3. Press the ENT key to view current informa-
tion.
1. Set the CDU MODE selector to LAT/LONG.
4. To change the current GPS altitude or update
2. Set the DISPLAY selector to XTK/TKE/ variation, press the KYBD key and enter the
KEY. new information.
3. Press the ENT key to view current status a. Press the ENT to store the updated
information. information.
3.18.13.13 Procedures For Viewing GUV Key 3.18.13.17 Before and After Power Interrupt
Status and SAASM Tables. Procedures. During a power interruption the stored
destination, GPS satellite data along with target data and
1. Set the CDU MODE selector to LAT/LONG. present position are retained by non-volatile RAM inside
the CDU. This makes it unnecessary to re-enter any
2. Set the DISPLAY selector to XTK/TKE/ navigational data or re-key the crypto when power returns.
KEY. GPS operating code (Y or M) will have to be re-entered,
along with Present Position if Doppler Only mode was
3. Press the ENT key twice to view current GUV selected. In the event that the data is lost or corrupted EN
key status information. will be displayed on the CDU.
3-112
TM 1-1520-237-10
1. Press the KYBD key to acknowledge the fault. Table 3-4. Datums (AN/ASN-128D)
2. Set the CDU MODE selector to OFF, and
then to LAT/LONG.
ID NAME ELLIPSOID
3. Set the DISPLAY selector to WIND-UTC- ID
DATA.
NOTE
4. Press the KYBD key and enter navigation
mode if other than Combined mode is to be Only use map datums WGS-
used. 84 and NAD-27. Other map
datums were not verified us-
3.18.13.18 Entering/Displaying Datum (Table 3-4) ing the Aviation Mission
or Clearing Waypoints. Planning System (AMPS),
and should not be used.
1. Set the MODE selector to MGRS position 01 Adindan CD
(LAT/LONG may also be used).
02 ARC 1950 CD
2. Set the DISPLAY selector to DATUM/
03 Australian Goodetic 1966 AN
ROUTE.
04 Bukit Rimpah BR
3. To select the datum field press the KYBD key.
05 Camp Area Astro IN
4. Entry of ellipsoid: as an example consider 06 Djakarta BR
entry of 47, the code of the WGS 84 datum.
Press keys 4 and 7. Press the ENT key, the 07 European 1950 IN
display shall show DATUM: 47. 08 Geodetic Datum 1949 IN
09 Ghana WE
NOTE
10 Guam 1963 CC
Entering a new datum number to a 11 G. Segara BR
particular waypoint applies that datum to all
waypoints and converts their coordinates 12 G. Serindung WE
accordingly. For example, assume that the 13 Herat North IN
datum for waypoint 22 is datum 47 and the
datum for waypoint 23 is datum 25. The 14 Hjorsey 1955 IN
datum number must be changed from 47 to
15 Hu-tzu-shan IN
25 prior to entering data for waypoint 23.
This will change the displayed coordinates 16 Indian EA
for waypoint 22 because they have been
converted from datum 47 to datum 25. The 17 Ireland 1965 AM
actual ground position of waypoint 22 has 18 Kertau (Malayan Revised EE
not changed. Extreme care must be taken Triangulation)
not to confuse these newly converted
coordinates with those originally entered. 19 Liberia 1964 CD
20 USER ENTERED --
5. To clear all waypoints, variations, landing
data, and target motions, enter RDW for the 21 Luzon CC
datum.
3-113
TM 1-1520-237-10
Table 3-4. Datums (AN/ASN-128D) (Cont) Table 3-4. Datums (AN/ASN-128D) (Cont)
ID NAME ELLIPSOID ID NAME ELLIPSOID
ID ID
22 Merchich CD 45 Special Datum, WGS 84 WE
Special
23 Montjong Lowe WE
46 WGS72 WD
24 Nigeria (Minna) CD
47 WGS84 WE
25 North American 1927 (CO- CC
NUS)
26 North American (Alaska and CC 3.18.14 Flight Procedures. The following procedures
Canada) will describe the available option on the CDU while in
flight. Press F1 key at any time to access IFR menu. F1
27 Old Hawiian, Maui IN key options provide the pilot with instant access to
DIRECT-TO function, OBS/HOLD selection, MISSED
28 Old Hawiian, Oahu IN
APPRCH option and MESSAGE retrieval option.
29 Old Hawiian, Kauai IN
30 Ordnance Survey of Great AA 3.18.14.1 Procedure for DIRECT-TO Steering.
Britain 1936
1. Set the DISPLAY selector to LAT/LONG
31 Qornoq IN position and press the F1 key.
32 Sierra Leone 1960 WE
2. Press the 1 key to activate the DIRECT-TO
33 South American (Provisional IN mode using the current active waypoint. To
1956) select a user defined waypoint, select the 2
key.
34 South American (Corrego IN
Alegre) 2. The system will provide you with direct steer-
35 South American (Campo In- IN ing information to destination; rotate the DIS-
chauspe) PLAY selector to view desired navigational
information.
36 South American (Chua As- IN
tro)
3.18.14.2 OBS Steering Mode Procedures.
37 South American (Yacare) IN
1. Set the DISPLAY selector to LAT/LONG
38 Tananarive Observatory IN position and press the F1 key.
1925
39 Timbalai EA 2. Press the 2 key to activate the OBS/HOLD
mode.
40 Tokyo BR
41 Voirol WE 3. Press the 1 key to ACTIVATE the WP listed
in the REF field. Information displayed is fly-
42 Special Datum, Indian EA to bearing.
Special
4. To select a WP from the database, press the 2
43 Special Datum, Luzon CC
key to activate the GET WP option.
Special
44 Special Datum, Tokyo BR a. Press the KYBD key and enter the TYPE
Special WP.
3-114
TM 1-1520-237-10
b. Press the KYBD key again and enter the space vehicles at the destination in order to support IFR
WP IDEN. approaches. FDE capabilities allow the receiver to discard
unreliable satellite signals.
c. Press the 1 key to activate the REF WP
option. The OBS menu will display the 1. Set the CDU MODE selector to LAT/LONG.
reference waypoint name and the OBS
bearing angle. 2. Set the DISPLAY selector to DIST/BRG/
TIME.
3.18.14.3 OBS Hold Procedures. Hold mode is
automatically activated and the flight plan suspended when 3. Press the ENT key to view the current FDE
a Missed Approach Point (MAP) has occurred and and RAIM status information.
sequenced as the next waypoint.
3.18.14.7 Procedures For Displaying GPS Predic-
1. To resume the flight plan select 1 key. tive RAIM.
3.18.14.4 F1 Message Option. Messages can only be NOTE
viewed by selecting the MSG option. All messages will
remain active until user acknowledges each MSG. IFR approaches and GPS navigation is only
possible when RAIM status is AVAIL-
1. Press the F1 key on CDU to enter IFR menu, ABLE.
when the MSG lamp on the pilot’s and
copilot’s GPS annunciator panel is illuminated, 1. Set the CDU MODE selector to LAT/LONG.
for 10 seconds.
2. Set the DISPLAY selector to DIST/BRG/
2. Press the 3 key to view and acknowledge mes- TIME.
sages.
3. Press the ENT key twice to view the current
3.18.14.5 Missed Approach Procedures. A missed NAV RAIM status information.
approach can be executed at any point within 30nm of the
Missed Approach Point (MAP), as long as the approach 3.18.14.8 Instrument Approach Look Up
has a published Missed Approach Holding Point (MAHP). Procedures (IAP). The IAP menu allows the pilot to
If the missed approach is activated, before the MAP is view and enter IAPs to a destination.
sequenced as the fly-to waypoint, the system will transition
to terminal mode, and provide DIRECT-TO guidance to 1. Set the DISPLAY selector to DATUM/
the MAHP from its present position. If the missed ap- ROUTE.
proach is activated after the MAP is sequenced as the fly-
to waypoint, the flight plan will resume navigation at the 2. Set the CDU MODE selector to LAT/LONG.
leg beginning with the MAP. The Missed Approached op-
tion will only be available if an Instrument Approach 3. Press the 3 key to select IAP LOOKUP op-
Procedure has been loaded into the flight plan. tion.
1. Set the DISPLAY selector to LAT/LONG 4. Press the KYBD key and enter IAP TYPE or
position and press the F1 key. press the 1 key to select from a list.
2. Press the 4 key to activate the MISSED AP- 5. Press the KYBD key and enter the IAP IDEN
PRCH mode, this will change to DIRECT- and press the ENT key to store the entered
TO, with the MAHP listed as the destination. information.
3.18.14.6 Fault Detection and Exclusion (FDE) 6. To retrieve an IAP, press the ENT key. Once
and Receiver Autonomous Integrity Monitoring the desired IAP has been found select the cor-
(RAIM). FDE and RAIM are determined by the Embed- responding number.
ded GPS Receiver, within the SDC. The CDU displays
FDE and Predicative RAIM status. Predicative RAIM was 7. When approach information is displayed, press
designed to forecast the integrity of the GPS signal from the ENT key to view WP legs. Use the INC or
3-115
TM 1-1520-237-10
DEC keys to scroll through each WP. Press 1 3.18.14.11 Consecutive Waypoints. This option al-
key to accept and load IAP. lows the pilots to enter a starting waypoint number and
ending waypoint number, which the system will fly
3.18.14.9 Procedures For Displaying Or Updating consecutively. Waypoints enter can be in either ascending
Present Position, When GPS Is Not Available. or descending order.
1. Set the DISPLAY selector to PP. 1. Set the DISPLAY selector to DATUM/
ROUTE.
2. Set the CDU MODE selector to LAT/LONG.
2. Set the CDU MODE selector to LAT/LONG.
3. Press the KYBD key to enter latitude and
press ENT key to store entered information. 3. Press the 4 key to select the consecutive menu.
4. Press the KYBD key to enter longitude and 4. Press the KYBD key to enter two digital start-
press ENT key to store entered information. ing waypoint number.
3.18.14.10 Vectors to Final (VTF) Procedures. This 5. Press the KYBD key to enter two digital end-
option allows the pilot to select a vector to final at anytime ing waypoint number and press the ENT key
when within 30 nautical miles of an airport with a missed to store the entered information.
approach procedure.
6. Press the ENT key to confirm selection.
1. The following procedures are for selecting a
VTF when within 30 nautical miles of the 3.19 INTEGRATED INERTIAL NAVIGATION
desired airport. SYSTEM (IINS) AN/ASN-132(V). EH
a. Set the DISPLAY selector to DIST/
BRG/TIME. a. The IINS is a self-contained integrated navigation
system capable of short and/or long-range missions which
b. Press the F1 key twice on CDU to enter can be updated whenever TACAN navigational facilities
VTF menu and observe the CDU display. exist or manually without TACAN data, and displays
location of the helicopter on the control display unit
2. The following VTF procedures are performed (CDU). The IINS consists of the following equipment:
when the desired airport is more than 30 TYPE COMMON
nautical miles away. DESIGNATION NAME NAME
a. Set the DISPLAY selector to DIST/
BRG/TIME. C-11097/ Control Control Display
ASN-132 Indicator Unit
b. Press the F1 key twice on CDU to enter
CV-3739/ASN- Converter, Signal Signal Converter
VTF menu and observe the CDU display.
132 Set Unit (SDC)
c. Press the KYBD key to advance the cur- AN/UYK-64(V)2 Data Processing Navigation
sor to the TYPE and IDEN fields. Enter Set Processor Unit
appropriate TYPE and IDEN and press (NPU)
the ENT key twice.
RT-1159/A Receiver- TACAN RT
d. Select the desired approach. The CDU will Transmitter,
display airport and approach information. Radio
e. Press the ENT key to view WP informa- AN/ASN-141 Inertial Naviga- Inertial Naviga-
tion. Use the INC or DEC keys to scroll tion Set tion Unit (INU)
through each WP.
MT-4915/A Mounting Base, TACAN/SCU
f. Set the DISPLAY selector to DIST/ Elect Equip Mount
BRG/TIME and press the 1 key to load
the IAP.
3-116
TM 1-1520-237-10
b. Auxiliary components of the IINS includes the system increases with time, therefore, a position reference
SYSTEMS SELECT panel, INU blower assembly, INU sensor is used to update the inertial data, and thereby
battery assembly, and data bus couplers. The IINS bound the time-growing position error. The IINS derives
provides accurate indications of the helicopter navigation position updates from the TACAN RT range and bearing
parameters including present position, velocity, altitude measurements. The TACAN RT determines the relative
and heading information. The system employs a serial data bearing and range of the helicopter from a selected
bus for data interchange within the IINS and with external TACAN ground station. The TACAN RT operates within
mission system computers. The IINS also interfaces with 390 nautical miles of a TACAN ground station. Since the
the helicopter flight instruments and altimeter encoder. The TACAN system operating limit is line of sight, the actual
multiplex data bus system consisting of two buses (A and operating range is dependent on helicopter altitude. The
B), with only one bus active at any given time. The other TACAN system operates on a selected channel from 252
bus is in a standby mode for redundancy purposes to available channels. The 252 channels are equally divided
provide a path for data flow between the Standard Inertial into 126 x-channels and 126 y-channels with both x- and
Navigation System (STD INS), Signal Converter Unit, y-channels spaced at 1 MHz intervals. Upon being inter-
Navigation Processor Unit, Control Display Unit, and the rogated by the TACAN RT, the ground station beacon
external mission systems. Data to and from the TACAN transmits a signal. From the return signal, the TACAN RT
receiver-transmitter is first processed by the SCU before it computes bearing and distance values for updating the
is applied to the multiplex data bus. inertial system information. The TACAN RT outputs are
processed by the SCU for compatibility with the multiplex
c. The Signal Converter Unit (SCU), CV-3739/ASN- data buses. The TACAN RT also produces and transmits
132, performs data processing to convert the TACAN RT distance information when interrogated in the air-to-air
Aeronautical Radio Incorporated (ARINC) inputs and operation another TACAN equipped helicopter, however,
outputs to corresponding serial data formats for transmis- this air-to-air mode precludes using the TACAN informa-
sion over the multiplex data buses to the NPU and CDU. tion to update the IINS.
The SCU can communicate via one of the two multiplex
data buses. Although the SCU communicates over only
one multiplex data bus at a time, it can monitor both buses 3.19.1 Controls, Displays, and Function.
continuously to determine over which bus valid data com-
munications are taking place. Redundant portions of the 3.19.1.1 IINS Controls and Displays. The IINS
SCU circuitry are isolated to ensure that a failure of one controls and displays (Figure 3-59) are contained on the
bus does not degrade performance of the remaining bus. CDU. The function of each control is as follows:
d. TACAN Navigational Set Receiver-Transmitter,
RT-1159/A. The position error of an inertial navigation
KEY CONTROL OR FUNCTION
INDICATOR
1 Data display Displays multiple flight parameters to the operator on seven data lines and a
scratchpad line on the face of the cathode ray tube (CRT).
2 Line select keys On both sides of data display lines 1, 3, 5, and 7 are pushbuttons (line select keys)
which perform functions as defined by the legend adjacent to the key on the data
display. If a line select key is active on a particular page, an arrow will appear in
the character space closest to the key. Arrows will be oriented toward the legend,
up, or toward the key (away from the legend). These orientations (with examples)
are defined as follows:
1. g legend s (TH 358.3 s). If the arrow points toward the legend a numeric entry
(entered into the scratchpad on line 8) is allowed by pressing the adjacent line
select key.
3-117
TM 1-1520-237-10
KEY CONTROL OR FUNCTION
INDICATOR
2. s legend g (MAG g). If the arrow points away from the legend, pressing the
adjacent line select key will initiate the function described by the legend. For
example, pressing the line select key adjacent to 9MAG g9 will change the display
to MAG Heading (MH) and MAG VAR (MV).
3. d legend d (d T/R). If the arrow points up, the legend indicates current mode
status and pressing the adjacent line select key will change the mode. If no arrow
appears next to a legend, the adjacent line select key performs no operation.
4. Up or down pointing arrows on the sixth line of the data display allows operator
to slew display one page up or down by pressing page slew toggle switch up or
down.
3 Alphanumeric keys Alphanumeric entries are made, by pressing one of the ten character keys on the
keyboard and will appear first in the scratchpad (line 8). Each actuation of a key
will cause a character to be displayed from left to right in the scratchpad. When
using multiple letter keys (e.g., KLM/5), letters K, L, or M can be entered into the
scratchpad by successive actuations of the KLM/5 key. The 0-9 and. keys shall
enter the respective number of decimal points unless the keyboard is in the letter
mode. When the LTR/USE key is pressed, LTR is annunciated to the right of the
scratchpad, and the next keystroke will enter an alpha character. When the desired
data appears in the scratchpad, it will be entered by pressing the line select key
adjacent to the data being updated. When the line select key is pressed, the
scratchpad contents will be checked for proper range and format. If the entry is
valid, it will be transferred to the IINS, read back, and displayed adjacent to the
line select key. Completion of this cycle will clear the scratchpad.
4 CLR key Used for erasing scratchpad parameters before entry. First actuation clears the last
number or letter entered, second actuation clears the entire entry.
5 BRT control Controls brightness of the data display from full on to full off.
6 0 key Used to enter number 0 into the scratchpad.
7 -/v key Used to enter a minus symbol or decimal into the scratchpad. When pressed, v
will be entered into the scratchpad. When LTR/USE key is pressed, then -/v key
is pressed, - will be entered into the scratchpad. To use the - in the scratchpad, the
LTR/USE key must be pressed again.
8 LTR/USE key When pressed, allows letters to be entered into the scratchpad. When pressed a
second time, signals the CDU to use the character that was just entered, and
deletes LTR entry mode.
9 FACK key When pressed, signals the system that an annunciated failure has been recognized
by the operator, and causes the flashing annunciation to go to a steady annuncia-
tion.
10 Page select switch Selects the type of information to be displayed. The following five categories of
display pages can be selected:
NOTE
All CDU distance and speed displays in L/L mode are in nautical miles (NM). All
distance and speed displays in UTM mode are in kilometers.
3-118
TM 1-1520-237-10
KEY CONTROL OR FUNCTION
INDICATOR
1. POS. Provides present position; universal transverse mercator (UTM) or
latitude/longitude (L/L) selection; magnetic heading selection; magnetic variation;
true or magnetic heading; ground track; and ground speed.
2. INS. Provides inertial alignment status; barometric pressure; altitude; data ze-
roize; and access to system data and unit tests.
3. DEST. Provides selected course entry; destination coordinates; UTM or L/L
selection; range, bearing, and time to destination; cardinal heading/distance.
4. STR. Provides selected course; range, bearing and time to steerpoint; present
position; UTM or L/L selection; cardinal heading/distance.
5. TCN. Provides both TACAN control and station data. The TACAN control
page provides power control; mode selection; slant range and bearing to station;
update enable; and access to station pages. The TACAN station pages provide sta-
tion magnetic variation; coordinates, channel; slant range/bearing; and elevation.
11 Mode select switch Selects eight different modes of operation for the IINS. The mode select switch
selects the following IINS modes of operation:
Mode select switch 1. OFF. Turns off the IINS (removes power from TACAN RT, STD INS, and
CDU).
2. FAST. In this position the STD INS either performs a stored heading alignment
or best available true heading (BATH) alignment. If a BATH alignment is per-
formed, true or magnetic heading information must be entered not later than 1
minute after selecting the FAST mode. If magnetic heading information is not
entered, system will assume a stored heading. After heading information is
entered, present position may be entered if desired. FAST alignment is a degraded
mode of operation and should not be used under normal conditions.
3. NORM. In this position the STD INS performs a gyrocompass alignment.
Present coordinates must be entered not later than 2 minutes after selecting the
NORM mode.
4. NAV. This is the STD INS primary flight mode of operation. NAV is entered
after satisfactory alignment conditions have been met.
5. UPDT. In this position the NPU freezes present position data for a later manual
position update by overflying a known position designated by a mark.
6. ATTD. In this position the STD INS initiates an attitude reference mode of
operation. Although navigation processing is discontinued, the STD INS continues
to provide a stable reference frame for generation of roll, pitch, and inertial head-
ing angles.
7. CAL. In this position the STD INS performs an automatic calibration of the
gyro biases.
8. TEST. In this position the STD INS performs functional performance tests,
fault detection, and fault localization checks.
12 DEST switch Three-position toggle switch used to increment/decrement selected destination.
The number of the selected destination appears on line 1 of the data display. Up
increases and down decreases the selected destination.
3-119
TM 1-1520-237-10
KEY CONTROL OR FUNCTION
INDICATOR
13 BIT indicator Used to indicate the results of all internal CDU tests. White indicates a failure and
black indicates test passed.
14 STR switch Three-position toggle switch used to increment/decrement selected steer point. The
number of the selected steerpoint appears on line 1 of the data display. Up
increases and down decreases the steerpoint number.
15 MRK key Used to signal the STD INS to note the current position and use it for one of two
of the following purposes:
MRK key 1. Store as a markpoint (destination A thru F) when the mode select switch is in
the NAV position.
2. Store present position relative to selected destination for possible updating when
mode select switch is in the UPDT position.
16 Page slew switch Three-position toggle switch used to slew data display one page up or down by
pressing page slew switch up or down.
3.19.1.2 SYSTEMS SELECT Panel. The SYSTEMS CONTROL/ FUNCTION
SELECT panel (Figure 3-60) consists of two switch light INDICATOR
indicators, located on the center lower edge of the instru-
ment panel. It provides a switching capability for utiliza-
tion of IINS through a relay assembly. The SYSTEMS
SELECT panel operates as follows: IINS: INU output is displayed on the
CONTROL/ FUNCTION VSIs and is used by the SAS/FPS
INDICATOR computer depending on the VSI/
HSI MODE SEL VERT GYRO
HDG setting.
DG: ASN-43 directional gyro output is NOTE
displayed on the HSIs. ASN-43
If the IINS is to be turned OFF
interface with the VSI/HSI Mode
during flight, the IINS should be
Select System, the SAS/FPS flight
deselected on the SYSTEMS
computer, the civil navigation
SELECT panel prior to IINS turn
system, and the Command Instru-
OFF.
ment System (CIS).
3.19.1.3 Pilot and Copilot VSI/HSI MODE SEL
IINS: IINS heading output is displayed Panel. The VSI/HSI MODE SEL Panel (Figure 3-61)
on the HSIs. IINS interface with modified for IINS, operates the same as the UH-60A. The
the above system, replacing the IINS switch operation is as follows:
ASN-43.
ATT IINS
VG: CN-1314 Pilot or copilot vertical Selection of IINS will display IINS calculated
displacement gyro output is range, bearing, and course deviation to the
displayed on respective VSIs and steerpoint on the associated HSI. Range is
used by the SAS/FPS computer as displayed as distance (KM), bearing by the #1
determined by the VSI/HSI pointer, and deviation by the course deviation
MODE SEL VERT GYRO set- bar.
ting.
3-120
TM 1-1520-237-10
2 2
16
ABC DEF
MRK DEST 1 N 3
INS STR 2
15
STR POS TCN GHJ KLM NPQ
W4 5 E6 3
14 I RST UVW XYZ
I BIT
7 S8 9
N
S NAV
NORM UPDT LTR
DEST FAST USE 0 CLR
13 OFF BRT
4
TEST
FACK
CAL
ATTD
12 11 10 9 8 7 6 5 AA0391
SA
Figure 3-59. CDU Controls and Indicators EH
Selection of IINS disconnects the VOR pointing arrow indicates that data can be entered on that
(ARN-123) TO/FROM output to the HSIs and line by pressing the adjacent line select key.
connects the SCU TO/FROM output to the
HSIs. 3.19.2.1 POS (Position) Page. The position page
(Figure 3-62) provides for entry of mag/true heading
To select IINS on the MODE SEL panels, (BATH alignment), present position (FAST/NORM align-
IINS must be selected on the SYSTEMS ment) and magnetic variation.
SELECT panel. Also the CDU must be on and
in the NAV mode. 1. Magnetic True Heading Entry. Magnetic head-
ing and magnetic variation or true heading may
3.19.2 Valid Entry Procedures. The following be entered during the first 60 seconds of a
paragraphs describe valid entry formats for data which FAST alignment. Scratchpad entries may be
may be entered on each of five main pages. An inward up to four numeric digits including an optional
3-121
TM 1-1520-237-10
MODE SEL
SYSTEMS SELECT
VOR BACK FM
IINS ILS CRS HOME
DG VG
IINS IINS
VOR BACK FM
IINS
ILS CRS HOME
HDG ATT
NORM PLT NORM ADF
ALTR CPLT ALTR VOR
AA0392
SA TURN CRS VERT BRG
RATE HDG GYRO 2
Figure 3-60. SYSTEMS SELECT Panel EH
decimal point. If no decimal point is entered,
whole degrees are assumed. Leading zeros are
optional.
2. Latitude Entry. Key in N or S and then the AA0393
numeric digits. The first two digits are degrees, SA
third and fourth are minutes and fifth and sixth Figure 3-61. VSI/HSI MODE SEL Panel EH
are seconds. A leading zero must be entered
for any latitude less than 10°. Entry examples:
SCRATCH SCRATCH
PREVIOUS PAD ENTERED PREVIOUS PAD ENTERED
VALUE CONTENTS VALUE VALUE CONTENTS VALUE
S 6° 15 34 N263415 N 26° 34 15 W 135° 42 32 E126 E 126° 00 00
N 33° 25 15 2634 N 26° 34 00 E 120° 16 24 126 E 126° 00 00
S 46° 13 00 S26 S 26° 00 00
S 46° 13 00 26 S 26° 00 00 4. Spheroid or Grid Zone Entry. Either spheroid
or grid zone may be entered. Spheroid entries
consist of numbers 0 through 10 and are an
3. Longitude Entry. Key in E or W and then the alpha display as listed in Table 3-5. Grid zone
numeric digits. A leading zero must be entered entries consist of two numbers and alpha
for a longitude less than 100° and two leading character. Entry examples:
zeros for a longitude less than 10°. SCRATCH
SCRATCH PREVIOUS PAD ENTERED
PREVIOUS PAD ENTERED VALUE CONTENTS VALUE
VALUE CONTENTS VALUE
16T INT 1 16T CL6
E 176° 16 00 W1263415 W 126° 34 15 16T INT 18T 18T INT
E 176° 16 00 12634 E 126° 34 00
3-122
TM 1-1520-237-10
SCRATCH SCRATCH
PREVIOUS PAD ENTERED PREVIOUS PAD ENTERED
VALUE CONTENTS VALUE VALUE CONTENTS VALUE
16T INT 18T1 18T CL6 AU 1234 5678 UV23456789 UV 2345 6789
AU 1234 5678 23456789 AU 2345 6789
5. Area/Eastings/Northings Entry. Scratchpad AU 1234 5678 2345678 AU 2340 6780
entries may be made for area, eastings and
northings, just area, or just eastings and north- AU 1234 5678 2367 AU 2300 6700
ings. Entries for area must consist of two alpha
AU 1234 5678 26 AU 2000 6000
characters. Entries for eastings/northings must
be 2, 4, 6, 8, or 10 digits. Digits will be evenly AU 1234 5678 UV UV 1234 5678
split between eastings and northings with trail-
ing zeros inserted. Although entries may be
made and sent to the INU to a resolution of 1 6. Magnetic Variation Entry. Scratchpad entries
meter, the display will round to the nearest 10 consist of an E/W and up to four numeric
meters. The following illustrates several digits including decimal point. If no decimal
examples: point is entered, while degrees are assumed.
The range of entries is 0.0° to E/W 180.0°. For
entries greater than or equal to 100°, only
Table 3-5. Spheroid Data Codes EH
whole degrees are displayed. The following
gives some entry examples:
SCRATCH PAD ENTERED VALUE
CODE MODEL ABBR CONTENTS
E2 E20
0 International INT
W10.9 W10.9
1 Clark 1866 CL6
E.7 E0.7
2 Clark 1880 CL0
3 Everest EVR 3.19.2.2 INS (Inertial) Page. The INS page (Figure
4 Bessel BSL 3-63) provides miscellaneous control/display functions
such as entry of altitude and barometric pressure and
5 Australian National AUS provides access to INU and NPU memory.
6 Airy ARY
1. Manually Entered Altitude (MALT). Field
7 Hough HGH altitude must be entered to the nearest 100 ft.
MSL during alignment; however, MALT may
8 South American SAM be entered any time during the mission to
9 Modified Everest MEV override barometric altimeter. The range of
valid entries is from -1000 to +65,520 feet in
10 WGS.72 WGS increments of 100 feet. Entries shall delete
MALT by causing an output of -65,520 feet
NOTE over the barometric pressure.
When mission equipment
operator selects WGS 1984,
CDU is code 10.
3-123
TM 1-1520-237-10
SCRATCH PAD ENTERED VALUE c. Spheroid and zone entry described in
CONTENTS paragraph 3.19.2.1.
2 2.0 d. Area/Eastings/Northings entries described
in paragraph 3.19.2.1.
10 10.0
10.5 10.5 2. Course to Destination Entry. The desired true
course to destination may be entered for each
destination during any phase of the mission.
2. Barometric Pressure (BARO). Barometric
pressure must be entered (0.01 in Hg) during a. Enter the true course in the scratchpad.
alignment. The information is used by the Entries may be up to four numeric digits
NPU to initialize the scale factor of encoding with an optional decimal point. If no
altimeter data during alignment. decimal point is entered, whole degrees
are assumed. Leading zeros are optional.
3.19.2.3 DATA Page.
b. Press line 1 right line select key. The true
1. Press the line select key adjacent to line 5 right course to destination will be displayed on
(DATA). line 1 right.
2. Line 7 of the D A T A pa ge provid es th e c. System will utilize any previous course
capability to enter and read the contents of data. If no data has been entered, the
various INU registers. Although the CDU will system will assume a true course of
accept entered memory addresses with a range 000.0°.
of 0 to 65,535 (decimal), the INU will not ac-
cept all of these as valid. If an illegal address 3.19.2.5 STR (Steer) Page. This page contains no
is entered, the illegal address and the message enterable parameter.
9ENTRY REJECTED9 will alternately appear
in the scratchpad. Pressing the CLR key will 3.19.2.6 TCN (TACAN) Pages. The TACAN pages
clear the scratchpad. Register contents that are (Figure 3-64) consist of the TACAN control page and
entered may be any six alphanumeric TACAN station pages.
characters plus sign. Many of the INU registers
are 9read only9. That is, their contents can be 1. TACAN Control Page Data Entry. The only
read but not altered. If an attempt is made to data entry on this page is channel number.
change the contents of one of these registers, Paragraph 3.19.3. step 8. describes the channel
9ENTRY REJECTED9 will appear as number entry.
described above.
2. TACAN Station Page Entries. Parameter
3.19.2.4 DEST (Destination) Page. Two types of data entries are station location magnetic variation
may be entered on the destination page, destination channel and elevation.
coordinates, and course to destination.
a. Latitude entry described in paragraph
1. Destination Coordinates Entry. Destination 3.19.2.1.
coordinates may be entered during any phase
of the mission. Either LAT/LONG or MGRS b. Longitude entry decribed in paragraph
(UTM) coordinates may be entered. 3.19.2.1.
Coordinate selection is provided on line 7
(display right). c. Spheroid and zone entry described in
paragraph 3.19.2.1.
a. Latitude entry described in paragraph d. Area/Eastings/Northings entries described
3.19.2.1. in paragraph 3.19.2.1.
b. Longitude entry described in paragraph e. S t a t i o n M a g n e t i c s V a r i a t i o n e n t r y
3.19.2.1. described in paragraph 3.19.2.1.
3-124
TM 1-1520-237-10
c. NO. 2 AC PRI BUS circuit breaker panel
P O S I T I O N T H 3 5 8 . 3 (1) TACAN
d. NO. 2 DC PRI BUS circuit breaker panel
M V = E 1 0 . 3 M H 3 4 8 . 0 (1) TACAN
O
G T K 3 5 9 . 6 G S 1 8 1 . 2
EXAM NOTE
1 3 T I N T P L EG R I D
• Present position must be entered during the
O
W D 3 4 5 / 0 2 5 first two minutes of NORM alignment. If
present position is displayed, it must be
U V 1 2 3 4 1 2 3 4 U T M
reentered. A steady NAVRDY indicates
[ ] INU attitude data and degraded NAV
performance are available. After turn-on,
flashing NAVRDY will be displayed on
NOTE line 6 indicating full alignment.
TO SELECT THIS PAGE, SET CDU PAGE
SELECT SWITCH TO POS AND PRESS • CDU display will remain blank for 30
LINE 5 AND / OR LINE 7 RIGHT LINE
SELECT KEYS AS REQUIRED.
seconds after turn-on. If the CDU does not
light after 30 seconds, rotate the brightness
control on the CDU clockwise to provide a
AA0396 comfortable intensity level.
SA
Figure 3-62. Position Page EH 2. IINS mode select switch - NORM.
a. Check for annunciations on line 2 of the
3. Station Channel Entry. The TACAN Station display. If any annunciation is flashing,
Pages provide the capability to enter station return mode select switch to OFF.
channel for each of the 16 stations. A total of
252 channels are possible (126 9X9 channels
and 126 9Y9 channels). Unless 9Y9 is entered, CAUTION
an 9X9 channel is assumed.
3.19.3 Starting Procedure (IINS NORMAL ALIGN- Wait two minutes before returning mode
MENT). select switch to NORM. Failure to do so
will damage the INU.
1. Ensure that the circuit breakers are in.
b. If mode select switch was turned off, ro-
a. NO. 1 AC PRI BUS circuit breaker panel tate mode select switch to NORM. If an
annunciation is still flashing, make an
(1) INS entry on DA Form 2408-13-1. Refer to
paragraph 3.19.6 for an explanation of an-
(2) XFMR PWR nunciations.
(3) INU BATT PWR 3. Page selector switch - POS.
(4) 26 VAC EQUIP PWR NOTE
b. NO. 1 DC PRI BUS circuit breaker panel If UTM coordinates are selected, the COM-
PLETE UTM coordinates must be entered
(1) CPLT ALTM for present position: GRID ZONE,
SPHEROID, AREA, EASTINGS, and
(2) IINS NORTHINGS.
3-125
TM 1-1520-237-10
4. Verify line 7 on right side display indicates b. Press line select key 7 right to display
desired COORDINATE SYSTEM (UTM or desired coordinate system (UTM or L/L).
L/L). If not press the line select key once to
switch to the desired coordinate system. c. Enter grid zone and spheroid or latitude in
scratchpad.
a. E n t e r G R I D Z O N E / S P H E R O I D o r
LATITUDE in scratchpad. d. Press line select key 5 left.
b. Press line select key 5 left. e. E n t e r A r e a / E a s t i n g s / N o r t h i n g s o r
longitude in scratchpad.
c. Enter AREA, EASTINGS, NORTHINGS,
or LONGITUDE in scratchpad. f. Press line select key 7 left.
d. Press line select key 7 left. g. Press DEST toggle switch to increment to
the next page.
NOTE
8. Page select switch - TCN.
If INU computed MV is changed, updated
MV will have to be manually entered as
MV lines are crossed. If INU computed MV
is utilized, automatic MV updating will be
WARNING
performed by the INU.
Potential radiation hazard exists at the
5. Verify line 3 on left side display indicates cor- TACAN antenna when the TACAN is
rect magnetic variation, MV. turned on. Make sure that no person is
within 3 feet of antenna. When TACAN
a. If incorrect, enter MV in scratchpad. is first turned on and line 3 left of CDU
displays anything other than REC, im-
b. Verify scratchpad entry is correct. mediately press line select key 3 left until
the display shows REC.
c. Press line select key 3 left.
a. Turn ON TACAN by pressing line select
d. Verify line 3 left displays: - > MV = key 1 left.
XNN.N. (The 9=9 sign indicates that a
manual MV was entered and automatic b. Press line 3 left until REC is displayed on
MV updating will not occur.) the CRT.
6. Page select switch - INS. c. Press page slew toggle switch to display
TACAN station zero page.
a. Enter barometric pressure of present posi-
tion in scratchpad. d. Enter magnetic variation in scratchpad.
b. Press line select key 5 left. e. Press line select key 3 left.
c. Enter altitude of present position in f. Enter latitude in scratchpad.
scratchpad (e.g., 156 ft is entered as 0.156
and displayed as 0.2). g. Press line select key 5 left.
d. Press line select key 3 left. h. Enter longitude in scratchpad.
7. Page select switch - DEST. i. Press line select key 7 left.
a. Press DEST toggle switch to select DEST j. Press line select key 1 right to display
desired page. ACT.
3-126
TM 1-1520-237-10
number, i.e., S1. (It is not necessary that the
DX and SX numbers agree, only that SX is the
I N S D 2 S 3 Z E R O I Z E desired destination.)
10. Mode select switch - NAV. (Pull switch up;
then rotate.)
I A L T 2 7 . 5 T E S T S
EXA 11. Page select switch - TCN.
MPL
B A R O 2 9 . 0 1
E D A T A a. Press line select key 3 left to display T/R.
L A S T M R K C
b. Press line select key 5 left to display UP-
1 9 . 9 M I N S T A T = A + H DT.
[ [ 12. On VSI/HSI MODE SEL panel, press IINS
switch. Note that bearing to destination (No. 1
needle), range to destination, course deviation
NOTE and TO/FROM flag are displayed on the HSI.
TO SELECT THIS PAGE, SET CDU PAGE
SELECT SWITCH TO INS. 13. On SYSTEMS SELECT panel, set switches
and observe indications as follows:
a. Press HDG switch, IINS illuminates and
AA0394 inertial derived heading is displayed on
SA
the HSI.
Figure 3-63. INS Page EH
b. Press ATT switch, IINS illuminates and
inertial derived pitch and roll is displayed
k. Enter channel number in scratchpad.
on the VSI.
l. Press line select key 3 right.
3.19.4 Starting Procedure (FAST Alignment).
m. Enter elevation of TACAN station on Switching to FAST mode commands the INU to perform
scratchpad. either a stored heading alignment or best available time
heading (BATH) alignment.
n. Press line select key 5 right.
3.19.4.1 Stored Alignment.
o. Press page slew toggle switch to display
next TACAN page. NOTE
p. Enter data as described in steps d. through
CDU display will remain blank for 30
o.
seconds after turn on. Barometric pressure
NOTE must be entered during alignment. Align-
ment will be complete when data display
• In order for HSI steering command to be line 6 NAVRDY indicator begins to flash if
correct, a valid destination and steer point a normal alignment was performed and the
must be entered prior to switching the mode select switch was not set to NAV.
MODE selector to NAV. Alignment will be complete when data dis-
play line 6 NAVRDY indicator lights if a
• Example: If DX is homebase (alignment normal alignment was performed and the
point), the SX STEER point is invalid as an mode select switch was set to NAV.
initial Destination/Steer Point.
1. Ensure system preoperational checks have
9. Select an appropriate destination number and been performed and that helicopter power is
toggle the STR toggle switch to indicate the on.
3-127
TM 1-1520-237-10
2. Set mode select switch to FAST. 11. When data display line 6 left NAVRDY
indicator lights, set mode select switch to
3. Set page select switch to POS. NAV.
4. Observe that data display line 7 right indicates 3.19.4.2 BATH Alignment.
desired coordinate system (UTM or L/L). If it
does not, press line select key 7 right until the
NOTE
desired coordinate system is deployed.
5. If data display line 8 right indicates LTR, press • CDU display will remain blank for 30
LTR/USE key to place the keyboard in the seconds after turn on. True or magnetic
numeric mode. heading must be entered during the first 60
seconds of turn on. Present position must be
6. Observe that data display line 5 left and line 7 entered within 2 minutes of turn on.
left indicate present position latitude and Barometric pressure and altitude must be
longitude or grid zone, spheroid area, eastings entered during alignment.
and northings, respectively. If not, normal or
BATH alignment must be performed: • Alignment will be complete when data dis-
play line 6 NAVRDY indicator lights.
7. Set page select switch to INS. Observe that
data display line 3 left indicates present posi- 1. Ensure system preoperational checks have
tion altitude. If not, a change must be made been performed and that helicopter power is
within the first 60 seconds of this alignment. on.
NOTE 2. Set mode select switch to FAST.
• The following steps are an example of 3. Set page select switch to POS.
entering barometric pressure. Substitute
your own barometric pressure when 4. Observe that data display line 7 right indicates
performing these steps. Enter local desired coordinate system (UTM or L/L). If it
barometric pressure to the nearest 0.01 does not, press line select key 7 right until
inches Hg. desired coordinate system is displayed.
• When making keyboard entries, if an incor- 5. If data display line 8 right indicates LTR, press
rect key is pressed, press CLR key as LTR/USE key to place the keyboard in the
required and begin again. numeric mode.
8. Enter local barometric pressure on data display
NOTE
line 8 by pressing in sequence ABC/N2, XYZ/
9, -/v, 0, and 1 keys. Observe that data dis-
play line 8 indicates 29.01. The following steps are examples of enter-
ing present position data. Substitute your
9. Press data display line 5 left line select key. own present position and heading when
Observe that data display line 5 left indicates - performing these steps. Either true heading
> BARO 29.01. or magnetic heading can be entered.
Magnetic heading is entered by pressing
10. Observe that data display line 7 indicates line select key. The following example uses
alignment and status. true heading. When making keyboard
entries, if an incorrect key is pressed, press
NOTE CLR key as required and begin again.
Data display line 6 left indicates a flashing 6. Enter true heading on data display line 8 by
NAVRDY if a normal alignment was per- pressing in sequence DEF/3, KLM/5, UVW/
formed and the mode select switch was not S8, -/ and DEF/3 keys. Observe that data dis-
set to NAV. play line 8 indicates 358.3.
3-128
TM 1-1520-237-10
7. Press data display line 1 right line select key.
Observe that data display line 1 right indicates
TH 358.3 ,-. T A C A N O N S T A 3
8. If required, enter present position latitude (or
UTM, GRID ZONE and SPHEROID) on data M PLEC
display line 8 by pressing in sequence LTR/
T / R
EXA H 1 2 5 X
USE, ABC/ N2, LTR/USE, DEF/3, GHJ/W4, S R N G 4 2 . 5 B R G 1 2 2 O
1, 0, DEF/3, and 0 keys. Observe that data
display line 8 indicates N341030. U P D T 6 O F 1 0
S T A
9. Press data display 5 left line select key.
Observe that data display line 5 left indicates - 3 S I G = 1
> N34° 10 30.
[ ]
10. If required, enter present position longitude (or
UTM area, EASTING and NORTHING) on
data display line 8 by pressing in sequence
LTR/USE, GHJ/W4, LTR/USE, 1, 1, UVW/ NOTE
S8, DEF/3, and 0 keys. Observe that data dis- TO SELECT THIS PAGE, SET CDU PAGE
SELECT SWITCH TO TCN.
play line 8 indicates W1183530.
11. Press data display line 7 left line select key.
Observe that data display 7 left indicates - > AA0395
SA
W118° 35 30.
Figure 3-64. TACAN Control Page EH
12. Set page select switch to INS.
9, -/v, 0, and 1 keys. Observe that data dis-
NOTE
play line 8 indicates 29.01.
When entering present position altitude,
16. Press data display line 5 left line select key.
altitude must be entered to the nearest 100
Observe that data display line 5 left indicates -
feet (mean sea level). The range of valid
> BARO 29.01.
entries from -1000 to 65,520 feet in incre-
ments of 100 feet. Entries are made in
17. Observe that data display line 7 indicates
thousands of feet.
alignment time and status.
13. If required, enter present position altitude on
18. When data display line 6 left NAVRDY
data display line 8 by pressing in sequence
indicator lights, set mode select switch to
UVW/S8, -/v, and NPQ/E6 keys. Observe that
NAV.
data display indicates 8.6. This represents an
altitude of 8,600 feet. 3.19.5 In-Flight Procedures.
14. Press data display line 3 left line select key. 3.19.5.1 MARK Operation. Current helicopter position
Observe that data display line 3 left indicates - may be stored in one of the markpoint locations (destina-
> AALT 8.6. tions A-F) by pressing the MRK key when in NAV mode.
The location where present position was stored is
NOTE displayed in the CDU scratchpad regardless of currently
selected page. Figure 3-63 illustrates 9MARK C9 in the
Enter local barometric pressure to the near- scratchpad with the STR page selected.
est 0.01 inches Hg.
1. The MARK locations are used in sequence
15. Enter local barometric pressure on data display (-A, B, C, D, E, F, A, B,...). The MARK dis-
line 8 by pressing in sequence ABC/N2, XYZ/ play will remain in the scratchpad unless it is
3-129
TM 1-1520-237-10
cleared with the CLR key or the scratchpad is NOTE
used to enter some other data.
The following display changes are not im-
2. Pressing the MRK pushbutton will freeze, for mediate. It will take approximately 5
30 seconds, the display of present position on seconds for the data to change.
the Steering and Position pages; and the dis-
play of cardinal headings/distance on both the 5. Rotate the mode select switch to NAV.
destination and Steering Page. After 30
seconds or after the CLR key is pressed, the 6. Observe that the cardinal heading, TTG, and
current position will return. range decrease towards 0.0, and that present
position changes to more closely reflect the
3.19.5.2 Manual Updating (Overfly Position Updat- coordinates stored in the selected destination.
ing). An overfly update represents a manual position
update technique in which the pilot overflies his selected 7. If the mission will continue, select a new
destination and signals the INU by pressing the MRK key. steerpoint and proceed.
To initiate a manual update, proceed as follows.
3.19.5.2.2 IAS Is 5 Knots or Less.
NOTE
1. Perform steps 1. through 6. above.
If IAS is greater than 5 knots, the manual 2. If the cardinal headings, TTG and range do not
update will not remove 100% of the decrease to 0.0, verify that both the destination
positional error or zero out the cardinal and steerpoint indicators (Dx, Sx) are set to the
headings, time to go (TTG) or distance to destination that the update is being performed
destination. The percentage of actual update on. Repeat steps 1. through 6.
is a dynamic function of the computer
software. 3. To proceed with the mission, select a new
steerpoint.
3.19.5.2.1 Indicated Airspeed Greater Than 5
Knots. 4. Selection of the 9UPDT9 mode on the mode
select switch deletes automatic TACAN updat-
1. Ensure that the displayed Destination and ing during the period of the manual update.
Steerpoint indicators (Dx, Sx) are both set to
the destination that the update will be per- 3.19.6 Annunciations.
formed on.
3.19.6.1 System Status Messages. System status
2. Rotate the mode select switch to the UPDT messages (Figure 3-67) appear on line 2 and the left side
position. The page shown in Figure 3-65 will of line 6 regardless of selected page. The following is a
be displayed. summary of messages that are presented and the failures/
conditions they represent.
3. When the helicopter is directly over the
MES- CONDITION LINE
destination point, depress the MRK key. The
SAGE
page shown in Figure 3-66 will be displayed.
MSC Mission Computer has failed. 2
4. If the pilot decides to accept the update (AC-
CEPT here means to tell the INU that the NPU Navigation Processor has 2
positional update will be accepted) depress line failed.
select key 7 left to accept the update (REJECT INU INU navigation processing
here means to tell the INU that the positional has failed
update will not be accepted), depress line Attitude may be valid. 2
select key 7 right to reject the update. In either
case, the page shown in Figure 3-66 will be ADC Copilot’s Altimeter-Encoder
redisplayed. has failed. 2
3-130
TM 1-1520-237-10
U P D T D 3 S 3
M S C N P U I N U A D C T C N
O
R N G 2 7 . 6 B R G 1 5 2 . 7
T T G 3 . 6 L E E 1 . 0 E
L
A MP S 1 . 8 MP
EX A
A T T D EX
[ ]
NOTE
NOTE SYSTEM STATUS MESSAGES APPEAR
ON LINE 2 (2) AND THE LEFT SIDE OF
TO SELECT THIS PAGE, SET CDU MODE LINE 6 (6) REGARDLESS OF SELECTED
SELECT SWITCH TO UPDT. WHEN THIS PAGE (EXCEPT NPU DATA PAGE). DATA
PAGE IS SELECTED, TACAN UPDATING APPEARING ON LINES 1 (1), 3 (3), 4 (4), 5
IS DELETED. (5), 7 (7) AND 8 (8) WILL BE WHATEVER
IS APPLICABLE TO THE PAGE SELECTED.
THE FOLLOWING IS A SUMMARY OF
MESSAGES THAT ARE PRESENTED AND
AA0397 THE FAILURES / CONDITIONS AA0399
SA THEY REPRESENT: SA
Figure 3-65. Update Page EH Figure 3-67. System Annuciators EH
MES- CONDITION LINE
A / R D 3 S 3 SAGE
TCN TACAN has failed or is off. 2
R N G 2 . 1 B R G 1 5 2 . 7 O
PFM Post Flight maintenance is
required. 2
T T G 0 2 2 E 1 . 0
E TTG Helicopter is within two
M PL S 1 . 8 minutes of selected steer-
A point (flashing). 2
EX FROM Distance to steerpoint is
A C C E P T R E J E C T
increasing. 2
[ ]
TO Distance to steerpoint is
decreasing. 2
SCU Signal Converter Unit or
NOTE
ARINC BUS has failed. (See
TO SELECT THIS PAGE, SET CDU MODE TEST page.) 2
SELECT SWITCH TO UPDT AND PRESS
MRK KEY.
NAVRDY During alignment. INU at-
(steady) titude data and degraded nav
performance are available. 6
AA0398
SA
NAVRDY During alignment. Full INU
Figure 3-66. Accept/Reject Page EH (flashing) nav performance is available. 6
3-131
TM 1-1520-237-10
MES- CONDITION LINE
SAGE MODE NULL
SELECTOR CONTROL
ATTD The INU is in attitude mode
due to: 1. operator selection. COMPASS
2. INU failure or 3. data bus
+
failure. Attitude data is valid. 6 SLAVED +
DEGRD The INU is in navigate mode
and a degraded performance
PUSH TO
alignment, not a full FREE SET
performance alignment was
performed.
6
NULL METER
UPDT The INU is being automati- AA0527
SA
cally updated by the 6
TACAN. Figure 3-68. Compass Control Panel C-8021/
ASN-75
DEGUPD Degraded mode update by
TACAN. 6
CONTROL FUNCTION
3.19.6.2 Placement of Annunciations. Placement of
annunciations on their respective lines is shown in Para. Null Meter Moves left (+) or right (v) of center
3.19.6.1. NPU and PFM annunciators occupy the same to indicate misalignment
location. When a failure occurs, the annunciation will flash (synchronization) of the AN/ASN-
to attract the pilot’s attention. Pressing the 9FACK9 key 43.
causes the annunciation to go from flashing to steady. If an
LRU recovers from the failure, its annunciator will clear. Mode Selector Selects either magnetically
(SLAVED- SLAVED or FREE gyro operation
3.20 GYRO MAGNETIC COMPASS SET AN/ASN- FREE) of the AN/ASN-43.
43. Null Control Is manually pressed and turned to
PUSH TO SET null the annunciator, thereby
Gyro Magnetic Compass Set AN/ASN-43 provides synchronizing (electrically and
heading information by reference to a free directional gyro mechanically aligning) the AN/
when operating in the FREE mode, or by being slaved to ASN-43. Turns compass card of
the earth’s magnetic field when operating in the SLAVED HSI for alignment.
mode. It provides heading information to the HSI. Power
to operate the AN/ASN-43 is provided from the ac es-
sential bus through circuit breakers marked COMP and
AUTO XFMR under the general heading AC ESNTL 3.20.3 Operation.
BUS.
3.20.4 Starting Procedure.
3.20.1 Compass Control C-8021/ASN-75. Compass
Control C-8021/ASN-75 is required to synchronize 1. Mode selector - As desired.
(electrically and mechanically align) the AN/ASN-43 to
the correct magnetic heading when used in the SLAVED 2. Null control - Push and turn in direction
mode of operation. The synchronizing knob on the control indicated by null meter (+ or v) until annuncia-
panel may be used as a set heading knob for operation in tor is centered. In SLAVED mode, during
the FREE mode. normal operation, the annunciator will oscillate
slightly about the center position; however,
3.20.2 Controls and Functions. Controls for the during certain helicopter maneuvers, the an-
magnetic compass set are on the front panel (Figure 3-68) nunciator will move off center.
of the unit. The function of each control is as follows:
3-132
TM 1-1520-237-10
3. HSI - Check to see that HSI heading agrees CONTROL/ FUNCTION
with a known magnetic heading. INDICATOR
3.21 ATTITUDE HEADING REFERENCE SET Enter Key Manually pressed to select Mode
(AHRS). or function desired.
The Attitude Heading Reference Set (AHRS) is a self- Display Area Displays AHRU and mode
contained strap-down Fiber Optics Gyro (FOGs) system information.
that provides vehicle pitch, roll, magnetic heading, and SLAVED AHRU is in slave mode.
turn rate for integration within an avionics subsystem. The Mode Indicator
set consists of a CN-1716/A Attitude Heading Reference
Unit (AHRU), a C-12712/A Control Unit, and a Flux DG Mode Indica- AHRU is in DG mode.
Valve. Power to operate the AHRS is provided from the tor
No. 2 ac essential bus through the circuit breakers marked CCAL Mode AHRU indicates performing
AHRU PLT, CPLT. The AHRS is designed as a retrofit Indicator magnetic detector unit calibration.
of the mechanical gimbaled gyros type CN-1314/A (Verti-
cal Gyro - VG), CN-998/ASN-43 (Directional Gyro - DG),
and TRU-2NA (Rate Gyro - RG). It can be installed both
Alignment During the alignment sequence the
in DUAL and SINGLE configuration. The system obtains
Mode Indicator ALN lamp on the Control Unit
a magnetic heading reference from the FLUX VALVE
panel will be illuminated.
(MDU) and supplies heading , pitch and roll inputs to the
DOPPLER, HSI, roll and pitch to the VSI and roll to the Failure If a failure condition is detected,
AFCS. In the SINGLE AHRU installation, only the pilot’s Indicator the FAIL lamp on the Control Unit
side Vertical Gyro, Rate Gyro and Directional Gyro are will illuminate, and the Control
replaced, and no heading input redundancy is available. Unit display will show a message
For the DUAL AHRU installation full redundancy is indicating which AHRU has failed.
provided for heading input to the instruments, and heading,
pitch and roll input to the Doppler Receiver and is man-
aged automatically by the Control Unit (CU). 3.21.3 AHRS Modes Of Operation.
3.21.1 Control Unit C-12712/A. The Control Unit 3.21.3.1 Slave Mode. When SLAVE mode is selected,
C-12712/A provides controls and indicators to allow com- the Magnetic Heading output becomes a gyro stabilized
mands to be sent to the CN-1716/A AHRU and to provide Magnetic Detector Unit (MDU). While in SLAVE mode
system status information to the crew. The Control Unit the AHRS displays the current magnetic heading error,
replaces the Compass Controller Unit (CCU) in the computed as the difference between MDU heading and
helicopter cockpit in both the single and dual AHRS AHRU heading output. It is indicated in the form of a
installation. Normal operation is in the SLAVED mode, vertical bar (Delta Heading Bar- DHDG Bar) shown on the
but free mode or DG and compass calibration CCAL can Control Unit display, moving between a minus (-) and a
be selected. plus (+) sign. The distance between the bar position and
the center of the scale, indicated by small ticks, represents
3.21.2 Controls and Functions. Controls for the the error in the range of 65°. In SLAVE mode three
AHRS are on the front panel (Figure 3-69) of the unit. The functions are enabled: BIT STATUS, FAST ERECT
function of each control is as follows: SYNC (during flight only), and ETI REQUEST (elapsed
CONTROL/ FUNCTION time indicator).
INDICATOR
3.21.3.2 DG Mode. In Free Gyro or DG mode, the AH-
Mode Selector Used to select SLAVE, DG, or
RU outputs free gyro heading and stabilized attitude data,
CCAL modes of operation.
corrected for earth and aircraft rate. During DG mode the
Function Selector Used to select specific function delta heading bar is fixed at the center of scale. During
within each mode of operation. alignment time (45 sec) the system provides invalid at-
titude signal, indicated by VSI flags in view, and the ALN
Display Cursor Moves display cursor up or down, lamp on the Control Unit panel is illuminated. In DG
Movement left or right. mode the system automatically detects the transition from
3-133
TM 1-1520-237-10
SLAVE MODE DISPLAY DG MODE CCAL MODE ALIGNMENT MODE FAILURE
INDICATOR AREA INDICATOR INDICATOR INDICATOR INDICATOR
ALN
FAIL A
SLAVE DG CCAL
H
R
S
MODE FUNC ENT
MODE FUNCTION DISPLAY CURSOR ENTRY KEY
SELECTOR SELECTOR MOVEMENT
AB4216
SA
Figure 3-69. AHRU Control Unit C-12712/A
FUNCT
FES REQUEST
F A S T E R E C T ENTER SELECTED
FUNCT
BIT STATUS
B I T S T A T US ENTER SELECTED
FUNCT
ETI REQUEST
E T I R EQUE S T ENTER SELECTED
FUNCT
AB4217
SA
Figure 3-70. AHRS Control Unit Slave Mode Function Select Flow Chart
3-134
TM 1-1520-237-10
FUNCT
B I T S T A T US
ENTER
P I L O T ’ S F OG S
> >
CO − P I L O T ’ S F OG S
ENTER
CO−PILOT’S FOGS
W 0 0 0 0 0 0 0 0 BIT STATUS SHOWN
AB4218
SA
Figure 3-71. AHRS BIT Status Function Sample Flow Chart
FUNCT
HEADING SET
HDG S E T ENTER REQUEST
FUNCT
BIT STATUS
B I T S T A T US ENTER SELECTED
FUNCT
ETI REQUEST
E T I R EQUE S T ENTER SELECTED
FUNCT
AB4219
SA
Figure 3-72. AHRS Control Unit DG Mode Function Select Flow Chart
3-135
TM 1-1520-237-10
ground-to-air at the first take off. In Free mode the Delta compass calibration execution), COMPASS CAL COEF-
Heading (DHDG) graduated bar on the Control Unit dis- FICIENTS READ (for reading and storing in the Control
play is stuck in the null position. In DG (Free) mode three Unit internal Non Volatile Memory (NVM) the computed
functions are enabled: BIT STATUS, HEADING SLEW compass calibration coefficients), COMPASS CAL
and ETI REQUEST. COEFFICIENTS WRITE (for copying compass calibration
coefficients stored in the Control Unit Non Volatile
3.21.3.3 CCAL Mode. The purpose of the CCAL mode Memory (NVM) in AHRU Non Volatile Memory), BIT
is to perform the Magnetic Detector Unit (MDU) calibra- STATUS request (for detailed BIT information), BIT
tion. CCAL mode can be selected only on ground, and the HISTORY request (for AHRU BIT history records
method of CCAL selection is fail-safe and it is not pos- detailed reading), INDEX Set request and ETI REQUEST.
sible to inadvertently select this mode in flight. The AHRU
is capable of compensating the host vehicle magnetic NOTE
heading as represented by the Flux Valve, minimizing the
one- and two-cycle errors detected during the CCAL To retune system to normal operation after
procedure. The AHRU CCAL method enables the pilot or compass calibration, cycle aircraft power or
qualified crewmembers to perform the CCAL procedure by reset AHRU circuit breakers.
self contained means without the need for external
specialized calibration equipment or assistance, within a 3.21.3.4 Starting Procedure.
time period of less than 10 minutes, excluding aircraft
motion. In CCAL Mode the functions enabled are 1. Mode selector - As desired.
COMPASS CAL START (for compass calibration
procedure start), COMPASS CAL STORE (for compass 2. HSI - Check to see that HSI heading agrees
calibration coefficients store in case of an unsuccessful with a known magnetic heading.
3-136
TM 1-1520-237-10
Section IV TRANSPONDER AND RADAR
3.22 TRANSPONDER AN/APX-100(V)1 (IFF).
The transponder set provides automatic radar
identification of the helicopter to all suitably equipped
MODE 2
challenging aircraft and surface or ground facilities within FUNCTION
the operating range of the system. AN/APX-100(V) SWITCH
receives, decodes, and responds to the characteristic inter-
rogations of operational modes 1, 2, 3/A, C, and 4. MODE 1 MODE 4 MODE 3A ANTENNA MASTER
FUNCTION FUNCTION FUNCTION SELECTOR CONTROL
Specially coded identification of position (IP) and SWITCH SWITCH SWITCH SWITCH SWITCH
emergency signals may be transmitted to interrogating sta-
tions when conditions warrant. The transceiver can be
operated in any one of four master modes, each of which TEST
DI
M
TEST / MON
DI
M N A
TOP MASTER
STATUS
D OFF
may be selected by the operator at the control panel. Five
O N BY INDICATOR
P R ES
P R ES
G I
T
G
N ORM S T
T
ES
ES
O V
S
TO T
S
TO T
O
BOT
ALTITUDE
independent coding modes are available to the operator. M−1 M−2
TEST
M−3/A M−C
RAD DIGITIZER
R
TEST
The first three modes may be used independently or in
E
EM
O O STATUS
N N STATUS INDICATOR
combination. Mode 1 provides 32 possible code combina- OUT
EXTERNAL
ALT KIT ANT
tions, any one of which may be selected in flight. Mode 2 CODE
MODE 4
COMPUTER
provides 4096 possible code combinations, but only one is A HO TEST AUDIO REPLY IDENT
STATUS
INDICATOR
LD
RO B
L M
DI
available and is normally preset before takeoff. Mode 3/A O
I
ANTENNAS
P R ES
G
T
N O
ES
I H U
ZE
provides 4096 possible codes, any one of which may be F
F
OUT OUT
T S
TO T
MIC
T
selected in flight. Mode C will indicate pressure altitude of MODE C
MODE 1 MODE 3 / A FUNCTION
the helicopter when interrogated. Mode C is only available SWITCH
0 0 1 2 0 0
if both mode 3/A and mode C switches are placed to the IDENTIFI−
ON position. Mode 4 is the secure mode of cooperative CATION
POSITION
combat identification, IFF operational codes are installed, (IP)
the current period’s code and either the previous or the MODE 2 MODE 4
next period’s code. Power to operate the IFF system is CODE REPLY
MODE 4 SELECTOR INDICATOR
provided from the No. 1 dc primary bus through a circuit CODE BUTTON
breaker marked IFF. Refer to TM 11-5895-1199-12 and SELECTOR MODE 2 MODE 3A
SWITCH CODE CODE
TM 11-5895-1037-12&P. MODE 3A SELECTOR SELECTOR
CODE BUTTON BUTTON
MODE 1 SELECTOR
3.22.1 Antenna. CODE BUTTON
SELECTOR
BUTTON MODE 4
MONITOR
SWITCH
WARNING
AA0363
SA
The transponder will ignore (and not Figure 3-73. Control Panel RT-1296/APX-100(V)
respond to) interrogations received from
the ground if the ANT switch is in the
TOP position and will ignore interroga- TOP position and the stronger signal was received from
tions received from above if the ANT the bottom antenna, no rf reply will be transmitted. If the
switch is in the BOT position. ANT switch is in the BOT position and the stronger signal
was received from the top antenna, no rf reply will be
Flush-mounted antennas are installed on the top fairing transmitted. Therefore the ANT switch must be in the DIV
between engine exhaust ports, and under the transition position to ensure the IFF will reply to all valid interroga-
section behind the UHF-AM antenna. They receive signals tions.
of interrogating stations and transmit reply signals. The
AN/APX-100(V) is a diversity transponder, functioning to 3.22.2 Controls and Functions. All operating and
receive the rf interrogation from two antennas and transmit mode code select switches for transceiver operation are on
the reply via the antenna from which the stronger inter- Control Panel RT-1296/APX-100(V) (Figure 3-73). The
rogation signal was received. If the ANT switch is in the function of each control is as follows:
3-137
TM 1-1520-237-10
CONTROL/ FUNCTION CONTROL/ FUNCTION
INDICATOR INDICATOR
TEST GO Indicates successful BIT. M-1, M-2, The four three-position switches on
M-3/A, M-C the IFF control panel will enable or
TEST/MON NO Indicates unit malfunction. switches disable the system for modes 1, 2,
GO 3/A, or C operation. Mode 1, mode
ANT-DIV switch Allows the pilot to select the TOP 2, mode 3/A, or mode C replies are
(upper antenna), BOT (bottom possible only when their respective
antenna), or DIV (diversity, both switches are placed in the ON
antennas) of the helicopter. positions. Mode C is available only
if both mode 3/A and mode C are
NOTE placed in the ON position. Mode 1
switches permit selection of a
The ANT-DIV switch shall be desired code from 00 through 73.
placed in the DIV position at all Mode 2 and mode 3/A switches
times. permit selection of a desired code
MASTER/OFF Selects operating condition. from 0000 through 7777. The
/STBY/NORM/ OUT position if each switch
NOTE prevents a reply to the respective
EMER
Emergency reply provisions. This mode interrogations. The TEST
mode of operation is possible when position of each switch tests the
the MASTER switch on the IFF respective mode operation.
control panel is placed in the EM- RAD TEST/ The RAD switch is used to allow
ER position and the system is OUT the RT to reply to external test
interrogated. Emergency operation interrogation when held in the
results in four short dashes on the RAD position.
interrogating radar indicator, which
indicates an aircraft in distress, and RAD TEST Allows receiver transmitter to
singles out the aircraft in reply to external test interrogations.
emergency condition within the OUT Disables the RAD TEST features
group of aircraft. (The MASTER of the transponder.
switch must be in NORM, then
lifted and turned to EMER, STATUS ALT Indicates that BIT or MON failure
therefore preventing the switch is due to altitude digitizer.
from accidentally being in EM-
STATUS KIT Indicates that BIT or MON failure
ER). The emergency reply consists
is due to external computer.
of a code 7700 in mode 3/A.
3-138
TM 1-1520-237-10
CONTROL/ FUNCTION CONTROL/ FUNCTION
INDICATOR INDICATOR
STATUS ANT Indicates that BIT or MON failure AUDIO Enables aural and REPLY light
is due to cables or antenna. monitoring of valid mode 4 inter-
rogations and replies. (Preferred
MODE 4 CODE When the IFF mode 4 computer is
position).
selector installed, mode 4 interrogations
bypass the decoder in the RT and LIGHT Enables only REPLY light
go directly to the crypto computer. monitoring of valid mode 4 inter-
In the crypto computer, the mode 4 rogations and replies.
interrogation signal is decoded and
applied to the mode 4 recognition
circuit. When a mode 4 complete WARNING
concurrence exists, the mode 4
recognition circuit generates a
signal to the mode 4 computer Placing the switch in the OUT
which, in turn, generates a mode 4 position will disable mode 4
reply. The REPLY light on the REPLY monitoring and IFF cau-
IFF control unit comes on to tion on the caution/advisory
indicate a mode 4 reply is being panel.
transmitted.
OUT Disables aural, REPLY light and
ZERO Zeroize code setting in computer. caution monitoring of valid mode 4
interrogations and replies.
A Selects mode 4 code setting for
previous, present, or next period,
depending on which crypto period
applies. MODE 4 Indicates that a mode 4 reply is
REPLY transmitted.
B Selects mode 4 code setting for
previous, present, or next period, IDENT/ The IDENT/OUT/MIC switch is
depending on which crypto period OUT/MIC spring loaded to the OUT position.
applies. If IDENT operation is desired, the
switch must be moved to the
HOLD Retains mode 4 code setting when IDENT position momentarily. The
power is removed from IDENT pulse trains will be
transponder. transmitted for approximately 30
seconds. The MIC position is not
MODE 4 TEST/
connected in this installation.
ON/OUT
MODE 1 Selects mode 1 reply code to be
ON Allows system to reply to mode 4
selector buttons transmitted.
interrogations.
MODE 2 Selects four-digit mode 2 reply
OUT Prevents reply to mode 4 interroga-
selector buttons code to be transmitted. (Located on
tions.
the control panel or on the remote
TEST Provides self-test for mode 4. RT).
MODE 4 MODE 3/A Selects four-digit mode 3/A reply
AUDIO/LIGHT selector buttons code to be transmitted.
/OUT
3-139
TM 1-1520-237-10
3.22.3 Operation. the interrogating station(s) within range of
the transponder.
3.22.3.1 Starting Procedure.
• The following steps can be done only with
KIT/1A computer transponder installed.
CAUTION
10. MODE 4 CODE switch - A.
a. Set assigned test code in the KIT/1A
When flying in a combat situation near
computer transponder.
friendly radar sites or in the vicinity of
friendly fighter aircraft, the MODE 4
b. AUDIO-ON-OUT switch - OUT.
monitor switch must be in either the
AUDIO or LIGHT position. This will en- c. MODE 4 TEST-ON-OUT switch - Place
able the pilot to observe that the IFF is to TEST and hold, then release.
periodically responding to expected
MODE 4 interrogations. d. TEST GO light - ON, MODE 4 REPLY
light off, KIT STATUS light off.
If the MODE 2 code has not been set previously, loosen
two screws which hold MODE 2 numeral cover, and slide 11. When possible, request cooperation from
this cover upward to expose numerals of MODE 2 code interrogating station to activate radar TEST
switches. Set these switches to code assigned to helicopter. mode.
Slide numeral cover down and tighten screws.
a. Verify from interrogating station that
1. MASTER switch - STBY. NO-GO light MODE TEST reply was received.
should be on.
b. RAD TEST switch - RAD TEST and
2. Allow 2 minutes for warmup. hold.
c. Verify from interrogating station that
3. MODES 1 and 3/A CODE selector buttons -
TEST MODE reply was received.
Press and release until desired code shows.
3.22.3.2 Normal Procedures. Completion of the start-
4. TEST, TEST/MON, and REPLY indicators -
ing procedure leaves the AN/APX-100(V) in operation.
PRESS TO TEST. If MODE 1 is to be used,
The following steps may be required depending upon mis-
check as follows:
sion.
5. ANT switch - DIV.
1. MODE 4 CODE selector switch - A or B as
required.
6. MASTER switch - NORM.
a. If code retention is desired, momentarily
7. M-1 switch - Hold at TEST, observe that only place the MODE 4 CODE selector switch
TEST GO indicator is on. to HOLD prior to turning the MASTER
switch OFF.
8. M-1 switch - Return to ON. If modes 2, 3/A,
or M-C are to be used, check as follows: b. If code retention in external computer is
not desired during transponder off mode,
9. M-2, M-3/A, and M-C switches - Repeat steps place MODE 4 CODE selector switch to
7. and 8. ZERO to dump external computer code
setting.
NOTE
2. ModeM-1, M-2, M-3/A, M-C, or MODE 4
• Do not make any checks near a radar site or switches - Select desired mode.
with MASTER control switch in EMER,
nor with M-3/A codes 7500, 7600, or 7700 3. I/P switch - IDENT when required to transmit
without first obtaining authorization from identification of position pulses.
3-140
TM 1-1520-237-10
3.22.3.3 Emergency Operation. to verify operation by internally generating and sampling
RF interrogation signals. Mode 1 provides a maximum of
NOTE 32 possible combinations of discrete code replies, any one
of which may be selected in flight by the pilot. The Mode
MASTER control switch must be lifted 2 code is a preset four-digit number with a maximum code
before it can be switched to NORM or size of 12 bits for a total range of 4,096 possible
EMER. combinations of discrete code replies, but only one is
available and is normally present before operation. For this
During a helicopter emergency or distress condition, the reason it is referred to as a 4096 code. Mode 3/A combines
AN/APX-100(V) may be used to transmit specially coded military identification Mode 3 with civilian Secondary
emergency signals on mode 1, 2, 3/A, and 4 to all inter- Surveillance Radar (SSR) Mode A. Modes 3 and A are
rogating stations. Those emergency signals will be identical and used for Air Traffic Control (ATC)
transmitted as long as the MASTER control switch on the identification. There are 4,096 discrete reply codes, any of
control panel remains in EMER and the helicopter is which may be selected in flight. Each code consists of 4
interrogated. MASTER control switch - EMER. octal (0 through 7) digits. This number is entered manually
by the flight crew at the direction of an ATC operator
3.22.4 Stopping Procedure. when flying under IFR and is typically set to 1200 when
flying under VFR unless otherwise directed by ATC.
MASTER switch - OFF. Mode C provides encoded barometric pressure altitude
information, generated from the AIMS altimeter to ground
3.23 TRANSPONDER AN/APX-118 (IFF). controllers when interrogated. Mode C is only available
when Mode 3/A is operational. Mode 4 provides the
The CXP transponder set provides automatic radar secure mode of cooperative combat IFF. For Mode 4
identification, altitude, and surveillance reporting of the operation, the IFF operational codes are loaded for two
helicopter to all suitably equipped challenging aircraft, periods: A and B. The A or the B code positions hold the
surface ships, and ground facilities within the operational, current time period’s code while the other code position
Line-of-Sight (LOS), range of the system. AN/APX-118 holds either the previous or the next time period’s code.
(V) receives RF interrogations through either or both of Received Mode 4 interrogation signals go directly to the
the helicopter’s two transponder antennas. The reply to the embedded cryptographic computer and are decoded and
interrogation is transmitted from the antenna that receives applied to the Mode 4 recognition circuit. When a
the strongest interrogation signal. The transponder complete Mode 4 concurrence exists, the Mode 4 recogni-
provides all of the Mark XII IFF capabilities of Modes 1, tion circuit generates a signal to provide an encoded
2, 3/A, C, and 4 with the capability to support future Mode response to IFF codes A or B interrogations. When a
5 Level I and II operation. In addition, the transponder Mode 4 reply is transmitted, a visual indication is provided
incorporates Mode S Level 2 capability. The CXP on the remote control unit (RCU). The pilot can use the
transponder receives, decodes, encodes, and transmits RCU to select an audio signal when a Mode 4 reply can
pulse radio signals that carry the identification of position not be made. This audio signal is supplied to the pilot
(I/P) and IFF information to and from the aircraft. The through the ICS when a code A interrogation is received
transponder receives encoded altitude data from the and the Mode 4 B position is selected and vise versa. An
helicopter’s Air Traffic Control Radar Beacon System IFF caution on the caution advisory panel appears when
(ATCRBS) IFF Mark XII System (AIMS) barometric there is an error, mode 4 codes are not loaded, malfunction
altimeter. The CXP transponder is also electrically in the Mode 4 reply operation, and the Mode 4 computer is
interfaced (via existing wiring interconnection junction not capable of responding to interrogation. A landing gear
boxes) with the caution advisory panel system, the ICS, WOW switch is installed on the left main landing gear and
and the helicopter’s landing gear by means of a WOW is used in both the code hold function of the Mode 4
switch. The CXP IFF transponder has embedded computer and also disables the Mode 4 reply transmissions
cryptographic capability for secure IFF operation. The IFF when the helicopter is on the ground. The WOW switch is
operates by decrypting and authenticating encrypted inter- deactivated when the weight of the helicopter is on the
rogations and generating appropriate encrypted replies landing gear. The Mode 4 codes are held in the
when the interrogations are judged valid. This internal transponder until the first time the helicopter becomes
capability resides on a Single Board Computer (SBC) card. airborne. Thereafter, the Mode 4 codes automatically ze-
Transponder operation is continuously monitored by BIT roize anytime power to the transponder is interrupted, un-
circuits. The transponder operates in any of the seven less the pilot activates the transponder HOLD function
modes. The test feature activates the transponder self-test from the RCU. The Mode 4 codes can be manually ze-
3-141
TM 1-1520-237-10
roized by placing the code switch to ZERO. Mode S feature permits the operator to transmit position identifying
provides additional capabilities through a reply process signals to all interrogating stations in Modes 1, 2, 3/A, C,
that contains Differential Phase-Shift Keying (DPSK) and S. These signals are special pulses added to the
modulated data fields in the interrogation messages and standard reply codes. The modified codes are transmitted
Pulse Position Modulation (PPM) data fields in the reply. for a duration of 15 to 30 seconds each time the operator
The reply messages contain a digital 24-bit aircraft address initiates the IDENT feature. Power for the transponder
identity and pressure altitude reported resolutions down to system (APX-118) is provided from the number 2 dc
25-foot increments (if the altimeter has this resolution). primary bus through a circuit breaker marked IFF.
The helicopter is equipped with the AAU-32/A altimeter
and thus can only report in minimum of 100-foot incre-
3.23.1 Antenna.
ments. Mode S uses a unique address for selective inter-
rogations which provide surveillance benefits, improving
aircraft identification, suppression of synchronous
CAUTION
garbling, and relief from over-interrogation. The Mode S
interrogator code (IC) uniquely identifies Mode S inter-
rogators to lock out All-Calls once an interrogator acquires
the transponder. With a mix of Modes S, 3/A, and C When selecting upper or lower antenna
crowding the signal environment, the ground sensors must on the transponder, the selection is only
detect the aircraft irrespective of whether it is Mode S active for 10 seconds and then returns to
equipped or a Mode 3/A and C only aircraft. This is diversity.
achieved by transmitting All-Call interrogations. Mode 3/A
and C only aircraft reply with Mode 3/A and C, but Mode Flush-mounted antennas are installed on the top fairing
S aircraft reply with a Mode S message giving its 24-bit between engine exhaust ports (Figure 3-1) and under the
address and status information. Once the address has been transition section behind the UHF-AM antenna. They
determined by the interrogating station, the Mode S receive signals of interrogating stations and transmit reply
aircraft are individually interrogated from then on in Mode signals. The AN/APX-118 (V) is an IFF space diversity
S only reducing RF clutter. The Mode S also provides transponder, functioning to receive the RF interrogation
unsolicited transmissions in the form of a 9squitter.9 A from two antennas, and then transmit the reply via the
squitter transmission is sent on a Mode S downlink antenna that received the stronger interrogation signal.
(1090MHz) message, on average, once a second. The
format is similar to that of an All-Call reply, consisting of 3.23.2 Controls and Functions. All operating and
56 bits containing control, Mode S address and parity mode code select switches for transceiver operation are on
fields. The transmission rate is actually randomly the RCU AN/APX-118 (V) (Figure 3-74).
distributed over the range 0.8 to 1.2 seconds. Extended CONTROL/ FUNCTION
squitter transmissions use the long Mode S 112-bit format INDICATOR
used in the Mode S datalink via the Ground Initiate Comm
B (GICB) protocol. It still contains the information in the KEYPAD Used to accomplish both directly
conventional squitter but it also contains a 56 bit field for implemented and menu-driven
Automatic Dependent Surveillance Broadcasts (ADS-B) functions. Directly-implemented
data. The basic data set transmitted from this transponder functions allow the operator to en-
are: Modes 1, 2, 3/A, C and 4, Mode S address, on/off able replies to the various modes
ground indicator and maximum cruising true airspeed data of interrogation, initiate
link capability report. There is also an emergency transponder IBIT and RCU BIT,
transponder reply provision. This mode of operation is enable verification bit #1 tests, and
activated by placing the MASTER switch to EMER enable or disable the microphone
PULL; the system is then interrogated. The emergency key initiation of the I/P response
operation results in four short dashes on the interrogating (this function is disabled). Menu-
radar indicator, which indicates an aircraft in distress and driven functions allow the operator
singles out the aircraft in an emergency condition within a to locate, select, modify, and store
group of aircraft. The emergency reply consists of a Mode the settings and/or observe the
3/A code of 7700. The HOLD position retains the Mode 4 status of menu items presented on
code settings when power is removed from the the alphanumeric display.
transponder. The identification of position or IDENT
3-142
TM 1-1520-237-10
UPPER DISPLAY
M3/A 1702 BRT
FAULT M4/M5 M4/M5 RAD +
LOWER DISPLAY
CAUTION REPLY TEST IDENT MIC
1 2 3/A 4 5 C S −
HOLD A TA
B NORMAL TA/RA
PHOTO ZERO STBY EMER
DETECTOR PULL PULL
OFF
PULL
M1 M2 M3/A
M4 −−−−−− −−−−−− −−−−−− BIT MASTER
CODES 1 2 3
M4 M5 MC
−−−−−− −−−−−− −−−−−−
4 5 6
IDENT
MS RAD MIC
−−−−−− −−−−−− −−−−−−
7 8 9
HOME
−−−−−− ENT
0
AB3905_1
SA
Figure 3-74. AN/APX-118 (V) RCU (Sheet 1 of 2)
CONTROL/ FUNCTION CONTROL/ FUNCTION
INDICATOR INDICATOR
MASTER switch Controls the primary operating TA Not connected.
mode of the transponder
TA/RA Not connected.
equipment:
EMER PULL The transponder is in the normal
OFF PULL Disables the transponder and RCU
operating state with emergency
power supplies and transponder
operation in modes 1, 2, 3/A, and S
switched power output. The switch
enabled. The switch must be pulled
must be pulled out from the panel
out from the panel to allow move-
to allow movement from STBY to
ment to EMER PULL.
OFF PULL.
STBY Power is applied to the transponder
and is available at the switched
power output. The transponder is
in the standby operating state, and
power-up initialization and PUBIT
are performed.
NORMAL Transponder is in the normal
operating state, with normal
transponder functions enabled in
the selected modes.
3-143
3-144
TM 1-1520-237-10
DIRECTLY-IMPLEMENTED FUNCTIONS PRE-SET MENU BIT STATUS MENU CXP SRA BIT STATUS (GO/NOGO) MENU
AND OPERATE (DEFAULT) MENU
1. DIRECTLY-IMPLEMENTED FUNCTIONS M1 (CODE) XP XPPS (POWER SUPPLY)
USING THE <M1>, <M2>, <M3/A>, <M4>, M2 (CODE) RCU XPRT (RT)
<M5>, <MC>, <MS>, <RAD>, <MIC>, AUDIO CRYPTO XPSBC (SINGLE BOARD COMPUTER)
<IDENT>, <BIT> , AND <ENT> KEYS CAN
RPYLIGHT (M4/M5) TCAS XPECM5 (EMBEDDED CRYPTO M4/M5)
BE PERFORMED WHEN EDITING OF
MENU SELECTION IS NOT IN PROG- ADDR (MS ADDRESS) ALT XPSP (SIGNAL PROCESSOR)
RESS. ID (MS) ADLP
2. <BIT> AND <ENT> MUST BE PRESSED MISSION (M5) UPANT
SIMULTANEOUSLY. TOD (M5) LOANT
3. M4 OR M5 DESELECT MUST BE LAST TOD (M5) BATTERY
FOLLOWED BY <ENT> WITHIN THREE DATE (M5) TOD
SECONDS. M5 PIN LGHT SRC
4. <HOME> RETURNS DISPLAY TO M3/A NATL ORIG (M5) LGHT BAL
Figure 3-74. AN/APX-118 (V) RCU (Sheet 2 of 2)
OF OPERATE MENU IF NOT IN UPDATE
KEYSREM4 (M4) RCU FIT TEST
MODE (NO CHARACTER FLASHING).
KEYSREM5 (M5) CXP SRA
MSADDR (MS ADDRESS FORMAT)
MS DATA RCU SRA RCU SRA BIT STATUS (GO/NOGO) MENU
MS AIR XPSWVER
X PULSE RCUSWVER FP (FRONT PANEL)
TCAS MENU RT ETM MC (MICROCONTROLLER)
PWRDOWN BC (BOTTOM COVER)
ANT
BIT STAT
FLGTID
DSPLY
TCAS ADS
M3/A (CODE) DSPALT
ACQ SQTR ALIMA (ft)
ADS SQTR ALIMB (ft)
M5L2SQTR TCAS IALT
M5LVL INTRFILE
TCRNG TCASSENS
CAUTION TRAFF
PRE-SET TCAS SHORT
TCAS LONG
EDITING INSTRUCTIONS FOR OPERATE, PRE-SET, TCAS PRE-SET, AND BIT STATUS MENUS
1. TO EDIT, USE <U/D> TO SELECT ITEM TO BE CHANGED, THEN USE <L/R> TO SELECT CHARACTER (LEFT-MOST
CHARACTER FLASHES FIRST BY DEFAULT, OR CHOOSE CHARACTER AS DESIRED) AND <U/D> OR NUMERIC KEY
TO CHANGE DATA. USE <ENT> TO SAVE THE DATA.
2. IF NO KEY PRESSED FOR 5 SECONDS, DISPLAY WILL RETURN TO M3/A OF OPERATE MENU.
3. <HOME> RETURNS DISPLAY TO M3/A OF OPERATE MENU IF NOT IN UPDATE MODE (NO CHARACTER FLASHING).
AB3905_2
TM 1-1520-237-10
CONTROL/ FUNCTION CONTROL/ FUNCTION
INDICATOR INDICATOR
FAULT switch Illuminates to indicate a system 1, 2, 3/A, 4, 5, Illumination indicates that the
fault or when mode 4 codes are not M/C, S generation of replies in that mode
loaded. Upon illumination of the has been enabled.
indicator, the NO-GO status of the
failed equipment or mode is Upper display The 12-character upper display
displayed. If more than one fault normally displays the currently
occurs, the display alternates selected Menu Selection Identifier
between each fault, with each and where applicable, the cor-
displayed for approximately three responding data in the entry field.
seconds. The FAULT switch is The default selection identifier is
pressed to remove the currently the Mode 3/A selection of the
displayed fault, and remains il- operate menu. If transponder and
luminated until all faults are RCU BIT or menu-invoked tests
removed. are not running, an inactivity time-
out (no RCU operator input for 5
Photo detector Detects ambient light conditions, seconds) will return the display to
precluding inadvertent dimming of this default display. If a parameter
warning and advisory indicators update is not in progress, pressing
and alphanumeric display during the HOME key will have the same
daylight conditions. The sensor’s effect. When transponder and RCU
three-second response prevents BIT is invoked during power-up or
excessive display brightness thereafter by the operator,
changes that could otherwise occur 98888888888889 is displayed for
in a dynamic lighting environment. three seconds, followed by the
NOGO status of the equipment or
Lower display Provides mode select, advisory and
modes (if any) that failed the tests.
warning indications when lit:
When the RCU functional interface
M4/M5 CAU- Yellow warning indication of an test (FIT) is initiated, RCU-FIT-
TION absence of Mode 4/5 keys (code TEST is displayed, followed by a
zeroized) with Mode 4/5 enabled, series of prompts directing the
or a transponder failure to reply to operator in the performance of the
valid Mode 4/5 interrogations test. After the test is over, the
under the following conditions: results are displayed.
Mode 4/5 is disabled; the
BRT switch Used to increase or decrease the il-
transponder is in standby operation
lumination level of the 12-
state; transponder Mode 4/5
character alphanumeric display,
computer, Mode 4/5 output video
advisory and mode indicators.
circuitry, or transmitter is defec-
There are eight levels of adjust-
tive.
ment from dimmest to brightest.
M4/M5 REPLY Green advisory indicates that the The current brightness level is
rate of Mode 4 or Mode 5 inter- retained when the RCU is powered
rogations has exceeded the down.
threshold.
M4 CODES Allows management of stored
RAD TEST Green advisory indicates that the switch cryptographic codes:
Verification bit #1 has been
selected.
IDENT Green advisory indicates that the
I/P response interval is in progress.
MIC Not connected.
3-145
TM 1-1520-237-10
CONTROL/ FUNCTION 3.23.3.2 Normal Operation.
INDICATOR
1. M4 CODES selector switch - As required.
ZERO PULL Activates the code zeroize func-
tion. The switch will not move 2. Keypad (upper legend) - Select desired mode:
from B to ZERO unless it is first M1, M2, M3/A, MC, MS, or M4 as required.
pulled out from the panel. When
released, momentary action returns NOTE
it to B.
Selection of the upper or lower antenna will
B Transponder uses Code B for the persist for approximately 10 seconds and
Mode 4 function. then automatically return to diversity (DIV)
A Transponder uses Code A for the mode.
Mode 4 function.
a. If upper or lower antenna is desired: Enter
HOLD Places transponder into a code hold Preset Menu on RCU by pressing and
mode for Mode 4 codes. This releasing ↑ key, then → key; then use the
switch has a momentary action and ↑ and ↓ keys to scroll to ANT. Select
returns to A when released. UPANT for the upper antenna or LOANT
for the lower antenna. Press and release
IDENT switch Activates the I/P function when
ENT on the RCU keypad to accept selec-
pressed and released. MIC mode is
tion.
disabled on the system.
NOTE
3.23.3 Operation. If Mode S is enabled, Mode 3/A and Mode
C will not be enabled.
3.23.3.1 Starting Procedure.
b. RCU BIT and ENT keys - Simultaneously
press and release. RCU display indicators
NOTE illuminate and 888888888888 is displayed
for 1 second. No RCU FAULT or pop-up
• Do not use RCU keypad during 30 second messages should indicate on upper dis-
warm-up cycle. play.
• During self-test portion of power up se- To enter M1 codes:
quence, the transponder checks for presence
of valid Mode 4 codes. If codes are not a. ↑ key - Press; then → key - Press for M1.
detected, CRYPTO NOGO and CXP
b. → key - Press and release again to allow
NOGO fault will appear on the RCU upper
entering the M1 code. Enter code using
display. The IFF caution will also il-
the numeric keys on the keypad. This
luminate. WRA GO on the R/T (Figure
changes the selected value. The cursor
3-75) will display a flashing pattern of 3
automatically advances to the next digit to
flashes on and off. Press the FAULT switch
be updated once an entry has been made.
to clear the message. Press M4 button and
then press the RCU ENT key to deselect c. ENT key - Press and release to accept
M4. This will turn off the IFF caution and selection.
the M4/M5 CAUTION.
To enter M2 codes:
MASTER switch - STBY. RCU initiates
power up self-test routine. After 30-second a. ↑ key - Press; then→ key - Press for M1.
warm-up is complete, WRA GO on the R/T ↓ key - Press and release for M2.
illuminates; NO LINK on the RCU
extinguishes; no faults indicated with the b. → key - Press to allow entering the M2
FAULT switch. code. Enter code using the numeric keys
3-146
TM 1-1520-237-10
115 LOW KEY
VAC BTTRY LOADED
5A
115 VAC
RTN 5A
28 VDC 5A
ZEROIZE J5
WRA
GO
J3 J4
J1 J2
AB3338
SA
Figure 3-75. AN/APX-118 (V) R/T
on the keypad. This changes the selected To select or deselect RPLYLIGHT:
value. The cursor automatically advances
to the next digit to be updated once an a. ↑ key - Press; then → key - Press for M1.
entry has been made. ↓ key - Press and release three times.
c. ENT key - Press and release to accept b. Select RPLYLIGHT ON or OFF using
selection. the → or ← keys.
To enter M3/A codes:
c. ENT key - Press and release to accept
a. → key - Press. This changes the selected selection.
value. The cursor automatically advances
to the next digit to be updated once an 3. MASTER switch - NORMAL. RCU initiates
entry has been made. full cycle power up BIT. WRA GO on the R/T
illuminates within 5 minutes. The FAULT
b. ENT key - Press and release to accept switch on the RCU front panel should remain
selection. off.
To select or deselect AUDIO: 3.23.3.3 Fault Codes.
POP-UP DESCRIPTION
a. ↑ key - Press; then → key - Press for M1.
FAULT
↓ key - Press and release twice.
XP NOGO Fault detected in R/T.
b. Select AUDIO ON or OFF using the →
or ← keys. RCU NOGO Fault detected in RCU.
c. ENT key - Press and release to accept CRYPTO Mode 4 codes not detected.
selection. NOGO
3-147
TM 1-1520-237-10
POP-UP DESCRIPTION 1. M4 CODES selector switch - Pull and turn to
FAULT ZERO.
UPANT NOGO Fault detected in upper antenna 2. M4 CODES selector switch - A or B as
portion of system. required.
LOANT NOGO Fault detected in lower antenna
portion of system. 3. MASTER switch - Pull and turn OFF.
NO LINK Communications fault detected 3.24 TRANSPONDER MODE 4 CRYPTO.
between RCU and R/T.
The AN/APX-118 transponder is equipped with a
BATTERY CRYPTO internal low battery cryptographic circuit card that operates in conjunction with
condition exists. Mode 4. An IFF caution appears when a malfunction oc-
curs in mode 4, mode 4 codes are not loaded or a crypto
card that will prevent a reply when interrogated. The
NOTE
cryptographic circuit card operation is classified.
Do not make any checks near a radar site,
3.25 AN/APX-118 CRYPTOGRAPHIC LOAD.
or with MASTER switch in EMER PULL,
or with M3/A codes 7500, 7600 or 7700, NOTE
without first obtaining authorization from
the interrogation station(s) within range of • The KYK-13 Transfer Device must be in
the transponder. the off position before connecting or
disconnecting. If this is not observed it is
3.23.3.4 Emergency Operation. possible to corrupt or erase the crypto load.
NOTE • Crypto fill device must be pre-loaded with
both A and B fills and the RCU switch must
The MASTER switch must be pulled out be in STBY.
from the panel to allow movement to EM-
ER PULL. Load mode 4 variables with KYK-13 as follows:
During a helicopter emergency or distress condition the 1. If previous mode 4 codes are loaded: zeroize
AN/APX-118 (V) may be used to transmit specially coded the codes by pressing the ZEROIZE button on
emergency signals on mode 1, 2, 3/A and S to all inter- the R/T.
rogation stations. Those emergency signals will be
transmitted as long as the MASTER switch remains in the 2. KYK-13 mode switch - OFF/CHECK.
EMER PULL position and the helicopter is interrogated.
EMERGENCY code (7700) is displayed on the upper dis- 3. Connect the KYK-13 to the R/T J5 connector
play anytime the transponder is operating in the using key fill cable.
Emergency mode.
4. KYK-13 select switch - Position 1.
3.23.4 Stopping Procedure.
5. KYK-13 mode switch - ON and observe the
If code retention is desired: red flash of the GO indicator.
1. M4 CODES selector switch - Pull and turn to 6. KYK-13 mode switch - OFF/CHECK.
HOLD then release (3-5 seconds).
7. KYK-13 select switch - Position 2.
2. M4 CODES selector switch - A or B as
required. 8. KYK-13 mode switch - ON and observe the
red flash of the GO indicator and the green
3. MASTER switch - Pull and turn OFF. KEY LOADED LED on the R/T. The LED
will momentarily flash green, the M4/M5
If code retention is not desired: CAUTION and the RCU FAULT switch will
3-148
TM 1-1520-237-10
extinguish, and the IFF caution will extinguish 3.28 RADAR ALTIMETER SET AN/APN-209(V).
if the keys from both A and B have been
loaded correctly. The radar altimeter set (Figure 3-76) provides
instantaneous indication of actual terrain clearance height.
9. KYK-13 mode switch - OFF/CHECK. Altitude, in feet, is displayed on two radar altimeter
indicators on the instrument panel in front of the pilot and
10. Disconnect the KYK-13 and key fill cable copilot. The radar altimeter indicators each contain a
from the R/T J5 connector. pointer that indicates altitude on a linear scale from 0 to
200 feet (10 feet per unit) and a second-linear scale from
3.26 TRANSPONDER COMPUTER KIT-1A/TSEC. 200 to 1500 feet (100 feet per unit). An on/OFF/LO
altitude bug set knob on the lower left corner of each
The transponder computer in the nose section of the indicator combines functions to serve as a low-level warn-
helicopter operates in conjunction with mode 4. An IFF ing bug set control and an on/OFF power switch. The
caution will appear on the caution/advisory panel when a system is turned on by turning the LO control knob
malfunction occurs in mode 4 or the computer that will marked SET on either indicator clockwise from OFF.
prevent a reply when interrogated. Mode 4 operation is Continued clockwise turning of the control knob will
selected by placing the MODE 4 switch ON, provided the permit either pilot to select any desired low-altitude limit
MASTER switch is at NORM. Placing the MODE 4 as indicated by the LO altitude bug. Whenever the altitude
switch to OUT disables mode 4. MODE 4 CODE switch pointer exceeds low-altitude set limit the LO altitude
is placarded ZERO, B, A, and HOLD. The switch must warning light will go on. Pressing the PUSH TO TEST
be lifted over a detent to switch to ZERO. It is spring- HI SET control provides a testing feature of the system at
loaded to return from HOLD to the A position. Position A any time and altitude. When the PUSH TO TEST control
selects the mode 4 code for the previous, present, or next knob is pressed a reading between 900 feet and 1100 feet
period depending on which crypto period applies and on the indicator and a reading between 900 and 1100 feet
position B selects the mode 4 code for previous, present, on the digital display and the OFF flag removed from
or next period depending on which crypto period applies. view, indicates satisfactory system operation. Releasing
Both codes are mechanically inserted by a code-changing the PUSH TO TEST SET control knob restores the
key. The codes are mechanically held in the transponder system to normal operation. A low-altitude warning light,
computer, regardless of the position of the MASTER on the center left of the indicator, will light to show the
switch or the status of helicopter power, until the first time word LO any time the helicopter is at or below the altitude
the helicopter becomes airborne. Thereafter, the mode 4 limit selected by the low altitude bug. Each pilot may
codes will automatically zeroize any time the MASTER individually select a low-altitude limit and only his LO
switch or helicopter power is turned off. The code setting light will go on when the low-altitude is reached or
can be mechanically retained. With weight on the landing exceeded. Loss of system power will be indicated by the
gear, turn the MODE 4 CODE switch to HOLD (only indicator pointer moving behind the dial mask and the
momentary actuation is required) and release. Mode 4 OFF flag appearing in the center of the instrument. If the
codes can be zeroized any time the helicopter power is on system should become unreliable, the flag will appear and
and the MASTER switch is not in OFF, by turning the the indicator pointer will go behind the dial mask to
CODE switch to ZERO. Power to operate the transponder prevent the pilot from obtaining erroneous readings. Flight
computer is provided automatically when the AN/APX- operations above 1600 feet do not require that the system
100(V) is on. The transponder computer KIT-1A/TSEC be turned off. The pointer will go behind the dial mask but
operation is classified. the transmitter will be operating. Power to operate the
AN/APN-209 is supplied from the No. 1 dc primary
3.27 CRYPTOGRAPHIC COMPUTER KIT-1C. through circuit breakers marked RDR ALTM.
The cryptographic computer uses electronic key load- 3.28.1 Antennas. Two identical flush-mounted radar
ing. Key loading is accomplished by use of the KYK-13 altimeter antennas are on the cockpit section under the
Electronic Transfer Device per TM 11-5810-389-13&P. avionics compartment. One is for the transmitter and the
The Cryptographic Computer Kit-1C operation is classi- other is for the receiver.
fied.
3-149
TM 1-1520-237-10
LO
3.28.3 Operation.
SET
BUG
H HI
1. LO SET knob - On.
SET
BUG
2
L
HI
5 2. L bug - Set to 80 feet.
WARNING FT X 100 10
LIGHT
3. H bug - Set to 800 feet.
LO
ALTITUDE
POINTER
1 ABS ALT
15
4. Indicator pointer - Behind mask above 1500
DIAL
LO HI MASK feet.
0 FEET
LO SET SET
WARNING 5. Track Operation. After about 2 minutes of
LIGHT
OFF
PUSH
TO TEST
warmup, the altimeter will go into track mode
with these indications:
DIGITAL SYSTEM AA0528
READOUT OFF FLAG SA
a. OFF flag - Not in view.
Figure 3-76. Radar Altimeter Set AN/APN-209(V)
b. Altitude pointer - 0 65 feet.
3.28.2 Controls and Functions. Control of the radar
altimeter set is provided by the LOW SET OFF knob on
the front of the height indicator. The knob marked HI SET c. Digital readout - 0 to +3 feet.
also controls the PUSH TO TEST. The function of each
control is as follows: d. LO warning light - Will light.
CONTROL/ FUNCTION OR INDICATION
INDICATOR
e. HI warning light - Will be off.
LO SET knob Power control turned
counterclockwise to OFF, 6. HI SET knob - Press and hold. The altimeter
clockwise to on. will indicate a track condition as follows:
L bug Sets altitude trip point of LO
warning light. a. OFF flag - Not in view.
H bug Sets altitude trip point of HI warn-
ing light. b. Altitude pointer - 1000 6100 feet.
HI SET knob Pushing knob actuates built-in test
system to self-test altimeter. c. Digital readout - 1000 6100 feet.
Altitude pointer Provides an analog indication of
absolute altitude from zero to 1500 d. LO warning light - Will be off.
feet.
Digital readout Gives a direct-reading four-digit e. HI warning light - Will light.
indication of absolute altitude from
zero to 1500 feet. 7. HI SET knob - Release. The altimeter will
return to indications in step 5, Track Opera-
LO warning light Lights whenever dial pointer goes tion.
below L altitude bug setting.
HI warning light Lights whenever dial pointer goes 3.28.4 Stopping Procedure.
above H altitude bug setting.
LO SET knob - OFF.
OFF flag Moves into view whenever
altimeter loses track while power is
applied.
3-150
TM 1-1520-237-10
3.29 MISSION EQUIPMENT INTERFACE. EH has power applied. If this signal is not present, and the
ECM antenna is not fully retracted, a signal is generated to
activate the ANTENNA EXTENDED caution on the
CAUTION caution/advisory panel. The other signal, RADAR
ALTITUDE LOW, is sent to the mission equipment when
the helicopter altitude drops below the LO bug setting of
The ECM antenna can be extended with the radar altimeter. The signal initiates automatic retraction
the helicopter on the ground if the radar of the ECM antenna, activates the ANTENNA
altimeter is turned off or removed from EXTENDED caution until the antenna is fully retracted,
the installation, or the L (LO set) indica- and disables the ECM ANTENNA switch.
tor is set below the radar altimeter
indication.
Two signals are provided by the radar altimeter to the
AN/ALQ-151(V)2 mission equipment. RADAR
ALTIMETER ON indicates the altimeter is installed and
3-151/(3-152 Blank)
TM 1-1520-237-10
CHAPTER 4
MISSION EQUIPMENT
Section I MISSION AVIONICS
4.1 TROOP COMMANDER’S ANTENNA. the respective CREW CALL switch(es), causing all
indicators to go off. In terminating communications,
The troop commander’s antenna, on the upper trailing CREW CALL switches pressed in must be pressed to
edge of the tail rotor pylon, provides for use of a VHF/FM release. Power to operate the CREW CALL system is
mobile/man pack radio, such as the AN/PRC-25 or AN/ provided from the No. 1 dc primary bus through a circuit
PRC-77, from the cabin area. The antenna gives the troop breaker marked LIGHTS ADVSY.
commander the capability of liaison, command, and
control of ground elements. A coaxial cable, coiled in the 4.3 CHAFF AND FLARE DISPENSER M130.
cabin ceiling near the left cabin door, is for connecting the
antenna to the radio set. 4.3.1 Chaff Dispenser M130. The general purpose
dispenser M130 (Figure 4-1) consists of a single system
4.2 CREW CALL SWITCH/INDICATOR. EH (dispenser assembly, payload module assembly, electronics
module and dispenser control panels) and a CHAFF
A CREW CALL switch/light (Figure 4-1) is on the DISPENSE button (on the lower console) designed to
instrument panel and in the cabin on the DF and ECM dispense decoy chaff, M-1 (refer to TM 9-1095-206-
consoles. The switches are used to provide signals between 1 3 & P ) . T h e s y s t e m p r o v i d e s e ff e c t i v e s u r v i v a l
crewmembers to indicate communication is desired and countermeasures against radar-guided weapon systems
establishing ICS circuits between cockpit and cabin. When threats. The dispenser system, M130, has the capability of
the pilot/copilot CREW CALL switch is pressed in, the dispensing 30 chaff. Power to operate the chaff dispenser
light is steady. This allows only one-way communication, system is provided from the No. 1 dc primary bus through
from pilot/copilot to mission equipment operator(s). All a circuit breaker marked CHAFF DISP.
stations desiring to communicate must then place their
respective intercom switches to ICS. To establish two- or 4.3.2 Flare Dispenser M130. EH The general
three-way communications, the flashing switches must be purpose dispenser (Figure 4-1) consists of a single system
pressed in. The pilot’s ICS audio overrides all other mis- dispenser assembly, payload module assembly, electronics
sion equipment operator’s audio. To establish communica- module, and dispense control button (on the instrument
tion from mission equipment operator(s) to pilot/copilot, panel), designed to dispense decoy flares M206. The
the DF and/or ECM operator must press in their respective system provides effective survival countermeasure against
CREW CALL switch. The DF and/or ECM operator(s) infrared sensing missile threats. The dispenser system has
CREW CALL switch(es) will light steady. The pilot/ the capability of dispensing 30 flares. Power to operate the
copilot CREW CALL light flashes. When the pilot/copilot flare dispenser system is provided from the No. 1 dc
CREW CALL switch is pressed in, the switch lights primary bus through a circuit breaker marked CHAFF
steady, and communications can then be established. In DISP.
establishing communications, the first CREW CALL
switch pressed will light steady, all others will flash until 4.3.3 Controls and Function. The dispenser control
pressed in. To terminate two-way communication, the panel contains all necessary controls to operate the
pilot/copilot and mission equipment operator(s) must press
4-1
TM 1-1520-237-10
INFRARED C
COUNTERMEASURE
TRANSMITTER
A EH EH
ONLY
RADAR SIGNAL
BDHI DETECTOR
INDICATOR
0
33 3 BR
IL
30 0 0 0 0 6
A
M
27 9
24 12
21 15
N
IG
Y
H
A
T
D
A FLARE
CREW
RETRACT
CALL
OFF
EXTEND
FLARE SWITCH / LIGHT ECM
C RELEASE ANTENNA
BUTTON SWITCH
DISPENSER PAYLOAD
ASSEMBLY MODULE INSTRUMENT PANEL
CHAFF / FLARE
ELECTRONIC DISPENSER FLARE ARM CHAFF
MODULE CONTROL PANEL
0 0 0 0
DISP
CONT
ARM
R
I F MAN PGRM
RADAR SIGNAL P I
DETECTOR P R
L E
CONTROL PANEL E
SAFETY PIN AND SAFE
WARNING STREAMER
PWR SELF DSCRM
ON ON
OFF TEST OFF AUDIO
COVER
SELECT
CHAFF DISPENSE
SWITCH BUTTON
C (CHAFF)
OR F (FLARE) CHAFF
DISPENSE
LOWER CONSOLE
(TYPICAL) AA0372B
FLARE/CHAFF DISPENSERS SA
Figure 4-1. Mission Kits
4-2
TM 1-1520-237-10
dispenser system from the cockpit. The control panel is on 4.3.4 Controls and Function. EH
the lower console. The function of each control is as CONTROL/ FUNCTION
follows: INDICATOR
CONTROL/ FUNCTION
FLARE counter Indicates the number of flare
INDICATOR
cartridges remaining in payload
CHAFF counter Shows the number of chaff module.
cartridges remaining in payload
Flare counter set Adjusts counter to correspond to
module.
knob number of flare cartridges in
Chaff counter Adjusts counter to correspond to payload module.
setting knob number of chaff cartridges remain-
DISP CONT Release (jettison) all flares from
ing in payload module.
RIPPLE FIRE payload module without pressing
PUSH-RESET When pushed, resets chaff counter FLARE switch for each flare.
to 9009.
FLARE switch Fires one flare from payload
ARM indicator Indicates that arming switch is at (Instrument panel) module each time switch is
light ARM, safety flag pin is removed, pressed.
and payload module is armed.
ARM-SAFE 4.3.5 Dispenser Assembly. The dispenser assembly
switch contains the breech assembly, C-F selector switch for
ARM Applies electrical power through either chaff or flares, a reset switch, and a housing
safety flag switch to CHAFF containing the sequencer assembly. The sequencer as-
DISPENSE button, and flare firing sembly receives power through the firing switches circuit
switch. Flare firing system is not and furnishes pulses to each of the 30 contacts of the
used in this installation. breech assembly, in sequential order 1 through 30, thus
SAFE Removes power from dispenser firing each of the impulse cartridges.
system.
4.3.6 Payload Module Assembly. The payload
UH FLARE Not used in this installation. module assembly consists of the payload module and
counter retaining plate assembly. The payload module has 30
chambers which will accept chaff. The chaff cartridges are
UH Flare counter Not used in this installation.
loaded through the studded end of the module, one per
setting knob
chamber, and are held in place by the retaining assembly.
UH DISP CONT Not used in this installation. The payload module assembly is assembled to the
dispenser assembly.
Mode selector Selects type of chaff release opera-
tion. 4.3.7 Electronic Module Assembly. The electronic
MAN Dispenses one chaff cartridge each module (EM) contains a programmer and a cable assembly
time dispense button is pressed. which includes a 28-volt supply receptacle and a safety
switch, actuated by inserting the safety pin with streamer
PGRM Dispenses chaff according to assembly. The programmer consists of a programming
predetermined burst/salvo and circuit which allows the setting of chaff burst number,
number of salvos automatically. chaff burst interval, chaff salvo number, and chaff salvo
CHAFF Ejects chaff cartridges from interval.
DISPENSE payload module.
button
4-3
TM 1-1520-237-10
4.3.8 Electronics Module Controls. Controls on the 3. FLARE switch (instrument panel) - Press for
E M a r e u s e d t o p r o g r a m t h e c h aff d i s p e n s e r f o r each release.
predetermined release of chaff cartridges. The function of
each control is as follows (refer to TM 9-1095-206-13&P): NOTE
CONTROL FUNCTION
If the flare detector does not detect burning
of the first flare fired, another flare is
SAFETY PIN Safety switch to accept the safety automatically fired within 75 milliseconds;
pin with streamer, placing the if burning is still not detected, a third and
dispenser in a safe condition when final flare is fired. If all three flares do not
the helicopter is on the ground. fire, automatic ejection of flares will stop
until the system is activated again by the
SALVO COUNT Programs the number of salvos: 1, FLARE switch.
2, 4, 8, or C (Continuous).
SALVO Programs the time in seconds 4.3.12 Stopping Procedure.
INTERVAL between salvos: 1, 2, 3, 4, 5, 8, or
R (Random 2, 5, 3, 4, 3). ARM-SAFE switch - SAFE.
BURST COUNT Programs the number of burst: 1, 4.4 BEARING, DISTANCE, HEADING INDICATOR
2, 3, 4, 6, or 8. (BDHI). EH
BURST Programs the time in seconds for The BDHI (Figure 4-1) at the center of the instrument
INTERVAL burst intervals: 0.1, 0.2, 0.3, or 0.4. panel consists of three indicators. The position of the
indicator allows easy viewing by both pilot and copilot.
The functions of the indicators are as follows:
4.3.9 Safety Procedures. The safety pin shall be in-
stalled in the safety switch when the helicopter is parked.
a. Compass Rose - displays the magnetic heading of
the helicopter.
4.3.10 Operation.
b. Bearing Pointer - displays bearing to the signal
1. Counter(s) - Set for number of cartridges in received from an airborne or ground emitter/transmitter.
payload module(s). The DF operator selects signal to be displayed.
2. Mode switch - MAN. c. Distance Readout - displays, in kilometers, the
distance to a signal emitter selected by the DF operator.
NOTE
4.5 RADAR SIGNAL DETECTING SET AN/APR-
Mode switch should always be at MAN 39(V)2. EH
when the ARM-SAFE switch is moved to
ARM to prevent inadvertent salvo of chaff. The radar signal detecting set indicates the relative
position of search radar stations. Differentiation is also
3. ARM-SAFE switch - ARM. ARM indicator made between various types of search radar and tracking
light on. stations. Audio warning signals are applied to the pilot’s
and copilot’s headsets. The radar signal detecting set is fed
4. Dispense button press or mode switch PGRM, through the 50-ampere LH MAIN AVIONICS and RH
as required. MAIN AVIONICS circuit breakers on the copilot’s circuit
breaker panel and protected by the 7.5-ampere APR-39
4.3.11 Flare Operation. EH circuit breaker on the copilot’s circuit breaker panel. The
associated antennas are shown in Figure 3-1. Refer to TM
1. FLARE counter - Set for number of flare 11-5841-288-12.
cartridges in payload module.
4.5.1 Controls and Function. The operating controls
2. ARM switch - ARM. of the AN/APR-39(V)2 panel (Figure 4-2) are as follows:
4-4
TM 1-1520-237-10
CONTROL FUNCTION
MA indicator Lamp flashes when low band
signals associated with missile
guidance systems are correlated
ON
HI ALT AUDIO
with high band signals associated
PWR +
OFF
L W TEST
with tracking systems.
BRIL control Varies the brilliance of the
alphanumeric symbology.
Night-Day filter Varies the intensity of the red
polarizing faceplate filter for day
or night operation. If the IP-1150A
AA1635_1
SA
is used in the aircraft, the day-night
switch is not used as the IP-1150A
Figure 4-2. AN/APR-39(V)2 Control Panel is night vision compatible.
CONTROL FUNCTION 4.5.2 Processor Unit. The processor has a theater
selection switch on the front of the processor. Selection of
one of six theaters is possible depending on mission and
PWR ON Supplies 28 vdc to the Radar geographical location.
Detecting Set. Fully operational
after one minute. 4.5.3 Self-Test Procedures.
PWR OFF Turns system off.
a. The self-test confidence checks all AN/APR-39(V)2
HI ALT Selects high altitude mode of circuits except antennas, high pass filters, and detectors in
operation. Selection is based on the high band receivers, bandpass filter and detector in the
aircraft mission profile. low band receiver, high low blanking circuits and antenna/
LOW Selects low altitude mode of opera- receiver cabling.
tion. Selection is based on aircraft
mission profile. b. The radar detecting set performs a self-test sequence
when the TEST switch on the control unit is set to TEST
TEST Initiates system self-test function and then released. This self-test takes seven seconds, dur-
when momentarily depressed ing which time four different patterns are displayed. The
downward. Permits flight line test- alphanumeric symbology that is displayed at the 12, 3, 6,
ing of Radar Detecting Set when and 9-o’clock positions will vary depending upon the
held in the upward position. (Self selected theater switch on the processor.
test does not test antennas,
antenna/receiver cabling.) c. In the self-test, four patterns will be displayed in se-
quence (Figure 4-3) on the display MA. Pattern number
AUDIO Controls level of audio output to
one alphanumerics displayed will depend on the selected
the aircraft interphone control
theater position on the processor.
system. Turn to the right for audio
volume increase. Turn to the left
d. Observe that the radar signal indicator unit displays
for audio volume decrease.
patterns 1-3 and finally, either the NO signal pattern or an
Direction/Display Shows alphanumeric symbology actual threat pattern. As each of the first three patterns are
(Scope/IP-1150) for signals programmed in the displayed, a different type audio tone will flash on and off
processor emitter identification during the display of pattern number 3.
table.
e. An H symbol will appear in the center of the NO
signal pattern if the control unit HI ALT/LOW switch is
4-5
TM 1-1520-237-10
in the HI ALT mode. Conversely, an L symbol will ap- CONTROL FUNCTION
pear in place of the H symbol if this switch is in the LOW
mode.
MA switch Not used.
f. The AN/APR-39(V)2 software version number is BRIL control Varies brilliance of CRT.
displayed at the 12-o’clock position on the display.
4.6 RADAR SIGNAL DETECTING SET AN/APR-
39A(V)1. CAUTION
Refer to TM 11-5841-294-12.
• To prevent damage to the receiver detec-
4.6.1 Controls and Functions. The function of each tor crystals, assure that the AN/APR-
control (Figure 4-4) is as follows: 39A(V)1 antennas are at least 60 yards
CONTROL FUNCTION from active ground radar antennas or 6
yards from active airborne radar anten-
nas. Allow an extra margin for new,
PWR Controls 28 vdc from the No. 1 dc
unusual, or high power emitters.
primary bus.
ON Locks the switch in the ON posi- • Excessive indicator display brightness
tion. System is fully operational may damage CRT.
after approximately one minute.
On power up, the synthetic voice
will announce 9APR-39 POWER 4.6.2 Modes of Operation.
UP9. The plus (+) symbol will ap-
pear and be centered on the IP 1. Self-test mode.
1150A cathode ray tube (CRT)
(Figure 4-5) during system opera- a. After power up, the AN/APR-39A(V)1
tion. Refer to Figure 4-6 for synthetic voice will announce 9APR-39
specific software version numbers. POWER UP9 and the (+) symbol will
stabilize in the center of the CRT. Self-test
OFF Turns system off. Switch must be should be initiated after approximately one
pulled to unlock and turn system minute. Self-test can be performed in
off. MODE 1 or MODE 2. In MODE 1 the
TEST When momentarily depressed synthetic voice will announce 9SELF-
initiates self-test confidence check TEST SET VOLUME, 1, 2, 3, 4, 5, 6, 7,
(except for antennas and antenna 8, 9, 10, 11, 12, 9. In MODE 2 the
receiver cabling). Refer to Figure synthetic voice will announce 9SELF-
4-7 for CRT self-test display. TEST SET VOLUME, 5, 4, 3, 2, 19.
MODE Selects synthetic voice message
format only. MODE 1 (up) selects b. The CRT will display specific software
normal voice message format. version numbers i.e., operational flight
MODE 2 (down) selects test/ program (OFP) at the 12-o’clock position
abbreviated voice message format. and the emitter identification data (EID) at
the 6-o’clock position.
AUDIO Controls volume to the interphone
system. c. After the software version numbers have
Direction/Display Shows alphanumeric symbology been displayed the test sequence checks
(Scope IP 1150A) on a bearing for each processed the receivers. A good visual self-test will
emitter signal. Does not indicate show two triangles, one at the 6-o’clock
any range data. position and one at 12-o’clock position on
the CRT. This is a normal indication and
MA indicator Not used. does not effect system performance.
4-6
TM 1-1520-237-10
BRI
L
K
MA
K K
NI
AY
HT
G
D
K
PATTERN NO. 1
BRI
L BRI
L
0 0
MA
MA
1 5 7 D A
9 H R F 6 L
C V
11 E H 4
NI
AY
NI
AY
HT
G
D HT
G
D
PATTERN NO. 2 PATTERN NO. 3
BRI
L
MA
H
NI
AY
HT
G
NO SIGNAL PATTERN
AA1635_2
SA
Figure 4-3. Self-Test Patterns AN/APR-39(V)2
4-7
TM 1-1520-237-10
PWR TEST MODE AUDIO
ON + 1
OFF 2
AB2422
SA
Figure 4-4. AN/APR-39A(V)1 Control Panel
d. A good self-test (no faults detected) ends
with the message 9APR-39 OPERATION-
AL9. A bad self-test (faults detected) ends
with the 9APR-39 FAILURE9.
AB2423
2. MODE 1 operation. Selecting MODE 1 the SA
operator will hear all the normal synthetic Figure 4-5. CRT Power Up Display
voice audio when an emitter has been
processed e. g., the AN/APR-39A(V)1 will an-
nounce; 9SA, SA-6 12-O’CLOCK TRACK- generates the appropriate threat symbology and synthetic
ING9. Selection of this mode does not have audio. It is important therefore that the correct theaterized
any effect on emitters received, processed, or EID and UDM are installed for the mission or geographic
displayed; it only affects synthetic voice audio. location.
3. MODE 2 operation. Selecting MODE 2 the c. Symbol generation and position relative to the center
operator will hear an abbreviated synthetic of the CRT shows the threat lethality, it does not show or
voice audio e.g., the AN/APR-39A(V)1 will represent any lethality of range, but of condition/mode of
announce; 9MISSILE 12-O’CLOCK TRACK- the emitter. Highest priority threats (most lethal) are
ING9. shown nearest the center. Each symbol defines a generic
threat type; symbols are modified to show change in the
4.6.3 Function. status of the emitter. The symbols are unclassified, the
a. The radar signal detecting set (RSDS) receives, definitions of what the symbols mean are classified. The
complete set of symbols and definitions are contained in
processes, and displays pulse-type signals operating in the
C-D and H-M radio frequency bands. The emitters that it TM 11-5841-294-30-2. Each theaterized library EID has a
specific classified pilot kneeboard produced with it. The
processes and displays are derived from the EID contained
unit electronic warfare officer (EWO) should contact PM-
in the user data module (UDM) that is inserted in the top
ASE if sufficient cards are not available within the unit for
of the digital processor. In normal circumstances the
the installed EID.
processor is classified confidential if a classified UDM is
installed.
d. The RSDS on specific helicopters has been
b. The UDM contains the electronic warfare threat data interfaced with other helicopter survivability equipment.
that makes up the specific library for a specific mission(s) The equipment includes the AN/AVR-2 laser detection set,
or a geographical location (it is theaterized). When a AN/APR-44(V) continuous wave receiver, and the AN/
match of the electronic warfare data occurs the processor AAR-47 missile warning system.
4-8
TM 1-1520-237-10
4.7 INFRARED COUNTERMEASURE SET AN/
ALQ-144A(V)1.
WARNING
• Do not continuously look at the infrared
XXX.X countermeasure (IRCM) transmitter
during operation, or for a period of over
1 minute from a distance of less than 3
feet. Skin exposure to countermeasure
radiation for longer than 10 seconds at a
distance less than 4 inches shall be
avoided.
• Ensure the countermeasure set is cooled
XXX off before touching the unit.
CAUTION
Observe that the IRCM INOP caution
AB2425
SA appears when the OCU ON/OFF switch
is set to OFF. After 60 seconds, observe
Figure 4-6. CRT Version Number Display that the IRCM INOP caution disappears.
The countermeasure system provides IRCM capability.
The system transmits radiation modulated mechanically at
high and low frequencies using an electrically heated
source. A BIT feature monitors system operation and alerts
the pilot should a malfunction occur. The system is made
up of a control panel on the instrument panel, and a
transmitter on top of the main rotor pylon aft of the main
rotor. On helicopters Serial No. 78-22987 and subsequent,
the countermeasure system functionally interfaces with the
caution/advisory system through the left relay panel. The
countermeasure system gets dc electrical power from the
No. 2 dc primary circuit breaker panel and the No. 2 junc-
tion box. The 28 vdc is routed through the IRCM PWR
circuit breaker in the No. 2 junction box to the transmitter.
The No. 2 dc primary bus also supplies 28 vdc through the
IRCM CONTR circuit breaker on the No. 2 dc primary
circuit breaker panel to the control unit. Panel lighting of
the control unit is controlled by the INSTR LTS NON
FLT control on the upper console. When the control unit
ON-OFF switch is placed ON, the power distribution and
control circuits are activated. The source begins to heat,
the servo motor and drive circuits are energized, turning
AB2424 on the high and low speed modulators, and a signal is ap-
SA
plied to stabilize system operations before energizing the
Figure 4-7. CRT Self-Test Display BIT function. After a warmup period the stabilizing signal
is removed, and the system operates normally. Placing the
ON-OFF control switch momentarily to OFF causes the
4-9
TM 1-1520-237-10
power distribution and control circuits to de-energize the 4.8 ECM ANTENNA SWITCH. EH
source and initiates a cooldown period. During the
cooldown period, the servo motor drive circuits remain in The ECM antenna switch is a three-position switch, on
operation, applying power to the motors that cause the the instrument panel, providing control of ECM antenna
modulators to continue turning. The IRCM INOP caution deployment and retraction. The switch is spring-loaded to
will appear. After the cooldown period, the power center (OFF) with positions marked EXTEND and
distribution and control circuits de-energize, all system RETRACT. Normal operation of the switch is as follows:
operating voltage is removed and the IRCM INOP cau-
tion will disappear. If a system malfunction activates the
IRCM INOP caution, the IRCM INOP caution appears CAUTION
until the control panel ON-OFF switch is momentarily
placed OFF. The system can be returned to operating
mode by momentarily placing ON-OFF switch OFF, then The ECM antenna can be extended with
ON, provided the cause of the malfunction has cleared. the helicopter on the ground if the radar
For additional information, refer to TM 11-5865-200-12. altimeter is turned off or removed from
the installation, or the L (LO SET)
indicator is set below the radar altimeter
4.7.1 Infrared Countermeasure System Control
indication.
Panel. Control of the countermeasure set is provided by
the operator control panel on the helicopter instrument a. Extend. When the helicopter is on the ground with
panel. A power ON-OFF switch is on the control panel. all systems working properly and the radar altimeter L
Power to operate the countermeasure set is supplied from (LO SET) indicator is set above the radar altimeter indica-
the No. 2 dc primary bus through a circuit breaker marked tion, the antenna cannot be extended because of the
IRCM CONTR. interlock system. When the helicopter is in flight, with the
copilot’s radar altimeter indication above the L (LO SET)
4.7.2 Controls and Function. Controls for the AN/ indicator, the antenna can be extended until it reaches the
ALQ-144 are on the front panel (Figure 4-1) of the control fully extended position, by momentarily placing the switch
unit. The function of each control is as follows: to EXTEND. Once the extension or retraction process has
CONTROL FUNCTION started, it cannot be overridden with another command
from the ECM ANTENNA switch. The cycle can be
interrupted by turning off the radar altimeter or setting L
ON-OFF switch Turns set on and off.
SET bug above radar altitude indication. When the antenna
IRCM INOP Indicates a malfunction has oc- is fully extended, a light on the ECM operator’s console,
caution curred or the countermeasure marked ANTENNA DEPLOYED, will go on. The
system is in cooldown cycle. ANTENNA EXTENDED caution on the caution/advisory
panel will not appear when the antenna is extended. It is a
condition caution rather than an antenna position caution.
4.7.3 Operation.
NOTE
ON-OFF switch - ON.
Automatic ECM antenna retraction is
controlled by the copilot’s radar altimeter L
NOTE
(LO SET) indicator when the altimeter is
turned on.
If the IRCM INOP caution appears, place
the power switch OFF. b. Retract. If the antenna is extended, the pilot may
momentarily select RETRACT to return the antenna to
4.7.4 Stopping Procedure. the retracted position. The antenna will automatically
retract if the helicopter descends below the altimeter L
ON-OFF switch - OFF. The transmitter will indicator setting or a failure occurs in the radar altimeter.
continue to operate for about 60 seconds dur- When the antenna is fully retracted, the ANTENNA
ing the cooldown cycle. IRCM INOP caution RETRACTED advisory on the caution/advisory panel
should appear during cooldown cycle. will appear and remain as long as the antenna stays in that
4-10
TM 1-1520-237-10
position. The ANTENNA DEPLOYED light and detected, the countermeasures set sends a pulse to flare
ANTENNA EXTENDED caution should be off/disappear dispenser M130. If armed, the flare dispenser launches a
with the antenna retracted. An emergency retract switch decoy flare to draw the missile away from the aircraft.
accessible to the ECM operator may be used to retract the
ECM antenna if a failure occurs in the cockpit retract
4.9.2 Controls, Displays, and Functions.
system. A light next to the switch indicates when the
antenna is extended.
c. Emergency ECM Antenna Retract Switch. An WARNING
emergency ECM antenna retract switch on the antenna
relay assembly on the ECM equipment rack, provides a
backup mode of retraction of the antenna if a failure oc- During takeoff, landing, and ground
curs in the cockpit ECM ANTENNA switch. To retract, operations, the ALQ-156 POWER switch
the switch must be held at up until the antenna is fully must be in the OFF position. Failure to
retracted and the ANTENNA RETRACTED advisory comply may cause inadvertent release of
appears. flares resulting in personal injury or
damage to equipment.
4.9 COUNTERMEASURES SET AN/ALQ-156(V)2.
EH
Control indicator C-10131, located on the instrument
panel to the right of the ECM ANTENNA switch,
Countermeasure set AN/ALQ-156(V)2 consists of contains controls and status indicators for system opera-
Receiver Transmitter RT-1220. Control indicator C-10031, tion. The control indicator front panel is illuminated by
and four each circular horn antenna AS-3650. Antenna integral lighting. Controls and indicator of C-10131 are
locations are illustrated on Figure 3-1. The described below:
countermeasures set provides aircraft protection against
infrared-seeking missiles by detecting valid targets and CONTROL/ FUNCTION
sending pulses to flare dispenser M130. Decoy flares are INDICATOR
then launched away from the aircraft. Power to operate the POWER switch Places countermeasure set in oper-
countermeasures set is taken from the No. 1 dc primary ate (ON) mode. The switch is a
and No. 1 ac primary buses through circuit breakers positive-locking type and cannot
located on the copilot’s circuit breaker panel. be accidentally shut off. The switch
must be pulled out and then down
4.9.1 Basic Principles of Operation. Incoming and to turn off the countermeasure set.
outgoing radio frequency (RF) signals are routed between
the circular horn antennas and the receiver transmitter TEST FLARE Tests ALQ-156/M130 systems and
through coaxial cables. The transmit signal is modulated switch enables test flare launch in ON
and amplified in the receiver transmitter, and routed condition. The switch is a
alternately to forward and aft antennas. After each pulse momentary depress-release type. It
transmission, return signals are received by the same should be used only in conjunction
antenna used for transmission and routed to the receiver with flare dispenser M130 test
transmitter for processing. When an approaching missile is procedures.
4-11
TM 1-1520-237-10
CONTROL/ FUNCTION environmental temperature. Under normal
INDICATOR operating conditions, and with air
temperature about 77°F (25°C), WRMUP
PUSH FOR Places countermeasure set in lamp will go out in approximately 8 to 10
STANDBY standby or operate mode. When minutes.
STATUS pushbut- depressed, switch places system in
ton standby mode and upper half of 3. Observe that WRMUP lamp goes out, indicat-
indicator shows STBY. In 9out9 ing that the receiver transmitter is now in the
position, switch places system in on condition.
operate mode. During initial war-
mup, lower half of indicator shows 4. PUSH FOR STANDBY/STATUS pushbutton
WRMUP. After warmup, the - Push once to place the countermeasure set in
indicator is blank to show that the standby. Subsequent depressions switch the
system is on and ready for flare countermeasure set alternately from on to
dispense. standby.
5. M130 flare system ARM/SAFE switch -
4.9.3 Operation. The following procedures shall be fol- ARM.
lowed to operate the countermeasure set:
4.9.4 Stopping Procedure. The following procedure
shall be used to turn off the countermeasures set:
WARNING
ALQ-156 POWER switch - OFF.
• Do not stand within six feet of Aircraft 4.10 COUNTERMEASURES SET AN/ALQ-162(V)2.
Survivability Equipment (ASE), ALQ- EH
156 and ALQ-162, transmit antennas
when the ASE equipment is on. High fre- Countermeasures set AN/ALQ-162(V)2 consists of
quency electromagnetic radiation can Receiver Transmitter RT-1377, Control Unit C-11080, and
cause internal burns without causing any two each antenna AS-3554. Antenna locations are il-
sensation of heat. lustrated on Figure 3-1. The countermeasures set provides
warning and protection against surface-to-air (SAM) and
• When ALQ-156 POWER switch is ON, airborne interceptor missiles (AIM). Missile radar signals
and the M130 Flare system is armed, a are detected by the system, modulated internally, and
flare can be fired. retransmitted as false, misleading echoes. Power to operate
the countermeasures set is taken from the DC MON and
1. M130 flare system ARM/SAFE switch - No. 2 ac primary buses through circuit breakers located on
SAFE. the pilot’s circuit breaker panel (Figure 2-20), refer to TM
11-5865-229-10.
NOTE
4.10.1 Basic Principles of Operation. Incoming
Prior to beginning the turn-on procedure, signals received from SAM and AIM missiles using
ensure that the push for standby pushbutton continuous wave (CW) for guidance are validated by the
is in the 9out9 position (not depressed). countermeasures set. Depending upon validation results,
the system initiates jamming action and/or warns the crew
2. ALQ-156 POWER switch - ON. Observe that of approaching missiles. Automatic jamming/warning
status indicator shows WRMUP, indicating decisions are determined by warning and jamming
that receiver transmitter is in warmup mode. thresholds pre-programmed in the system. The
countermeasures set may be used in stand-alone fashion or
NOTE in conjunction with AN/APR-39(V)2 Radar Warning
Receiver (RWR). The RWR processes and displays threat
The actual length of time that the WRMUP information. A BIT automatically and continually tests
lamp remains on depends upon a combina- systems operations. Malfunctions cause a no-go lamp to
tion of equipment operating status and light in the control unit front panel. The countermeasures
4-12
TM 1-1520-237-10
set can be structured to counter different threats by frequency electromagnetic radiation can
programming the program module assembly in the front of cause internal burns without causing any
the receiver transmitter. The programming is done before sensation of heat.
flight by the ground crew, as the receiver transmitter is not
within operator reach. NOTE
A complete operational test consisting of a
4.10.2 Controls, Displays, and Functions. Located
lamp test, operator-initiated BIT test, and a
in the center of the lower console, Control Unit C-11080
signal test is incorporated in normal
contains controls and indicators necessary for
operational procedures. The test shall be
countermeasures set operation. The control unit is
performed before flying any mission that
described below:
requires use of the countermeasures set.
CONTROL/ FUNCTION
INDICATOR The following procedures shall be used to operate the
VOLUME control Controls tone generator volume. A countermeasure set under usual conditions: OPERATOR-
tone is generated in the aircraft INITIATED BIT TEST
headset immediately upon threat NOTE
detection.
Before beginning step 1, turn control unit
BIT test switch Initiates automatic and continuous
VOLUME control fully clockwise.
BIT of countermeasures set opera-
tions.
1. Control unit function switch - STBY. Observe
Lamp test switch Tests lamp functions of WRMUP, front panel and WRMUP lamps light. A tone
NO GO lamps. should be heard briefly in the headset.
Function switch Controls countermeasures set 2. Lamp test switch - Press and observe all four
operation. OFF removes power lamps light in pushbutton switch.
from the set. STDY provides war-
mup power but does not enable NOTE
transmit-receive circuits. RCV
turns on the receiver for If the countermeasures set has been without
maintenance testing of antenna, power for 30 seconds or more, a 3 minute
sensing, and processing circuits. warmup period is required. Do not attempt
OPR provides full operational operation of the unit until warmup is suc-
power to both receiver and cessfully completed.
transmitter.
3. WRMUP lamp - Check that lamp goes out
Warmup & No Go Indicates countermeasures set after 3 minutes.
Lamps status. WRMUP appears when unit
is first turned on and goes out after
approximately 3 minutes. NO GO
will light if BIT operation detects a WARNING
system failure.
The countermeasure set will radiate
powerful, high-frequency electromagnetic
4.10.3 Operation. energy when countermeasures set func-
tion switch is set to OPR. Ensure person-
nel are at least six feet from antennas
WARNING while countermeasures set is in operate
mode.
When the countermeasures set is operat- 4. Control unit function switch - OPR.
ing, electromagnetic radiation is present.
DO NOT OPERATE if personnel are 5. BIT switch - Depress. A tone should be heard
within six feet of transmit antennas. High in the headset.
4-13
TM 1-1520-237-10
4.10.4 Stopping Procedure. The following procedure displayed on the DU, the operator should acknowledge the
shall be used to turn off the countermeasures set: Control failure and re-run BIT to confirm the fault.
unit function switch - OFF.
4.11.2 Controls and Functions. The CCU, located on
4.11 HEADS UP DISPLAY AN/AVS-7. the lower console, and the control switches on the pilot’s
collective stick are controls and indicators necessary for
Heads up display (HUD) AN/AVS-7 (Figure 4-8) HUD operation. The EYE SELECT L/R position is set
consists of signal data converter (SDC) CV-4229/AVS-7 when display units are connected prior to operation. A
located in the avionics compartment, the converter control focus ring on the OU provides control for focusing the
unit (CCU) C-12293/AVS-7 located on the lower console, display. The OU is adjusted by the manufacturer and under
and the display unit (DU) SU-180/AVS-7 consisting of the normal conditions adjustment is not required. The function
optical unit (OU) and power supply calibration unit of each control is as follows:
(PSCU). Two thermocouple amplifiers are located in the CONTROL/ FUNCTION
avionics compartment and two HUD control switches are INDICATOR
located on the pilot’s collective sticks. The HUD system
serves as an aid to pilots using the AN/AVS-6 (ANVIS) CPLT
during night flight operations by providing operational
BRT/DIM Copilot’s control for display
symbology information about the helicopter. There are two
brightness.
programming modes and one operational mode which al-
low both pilots to independently select the symbology for DSPL POS D/U/ Copilot’s control for display posi-
their respective display modes from a master set of L/R tion down/up (outer knob) and left/
symbols in the signal data converter. Power to operate the right (inner knob).
HUD system is provided by the 26 vac essential bus and
the 28 vdc bus through circuit breakers marked HUD REF MODE 1-4/ Copilot’s mode select 1-4 and de-
and HUD SYS. DCLT clutter switch.
PLT
4.11.1 Basic Principles of Operation. The pilots can
independently select from four normal symbology modes BRT/DIM Pilot’s control for display bright-
and four declutter modes that are pre-programmed. De- ness.
clutter mode has four vital symbols that will always be
DSPL POS D/U/ Pilot’s control for display position
displayed: airspeed, altitude (MSL), attitude (pitch and
L/R down/up (outer knob) and left/right
roll), and engine torque(s). During operation adjust mode
(inner knob).
is used to adjust barometric altitude, pitch, and roll. If the
HUD system loses operating power after adjustments have MODE 1-4/ Pilot’s mode select 1-4 and declut-
been made, the brightness, mode, barometric altitude, DCLT ter switch.
pitch, and roll must be adjusted as necessary. The system
has three BITs. The first BIT occurs when the system is FAIL Indicates a system failure.
turned on and lasts approximately 4 seconds after which ON Indicates system ON.
the FAIL light should extinguish. There is also a limited
IBIT that is initiated by the operator when the BIT/ACK ADJ/ON/OFF Selects adjust mode, enabling the
switch is placed in the BIT position for at least 4 seconds. INC/DEC switch to adjust altitude,
The FAIL light illuminates until a successful test, then the pitch, or roll. Turns power on or
test pattern in Figure 4-10 is displayed (the BIT will off to HUD system.
terminate with no pilot indications). The continuous BIT P-PGM/OP/CP- Selects pilot program mode,
runs in the background during normal operations and will PGM operational mode, or copilot
display faults as they occur. A failure of the SDC, or the program mode. Used with the
pilot’s DU will illuminate the CCU FAIL light and display PGM NXT/SEL switch.
a FAIL message on the DU. When a FAIL message is
4-14
TM 1-1520-237-10
FOCUS
RING
OPTICAL
UNIT
E T
Y C
E E
L
E
S
R
L
POWER SUPPLY
AND CALIBRATION
UNIT
L / R EYE
SELECT
DISPLAY UNIT
SU−180/AVS−7
BRT D/U FAIL D/U BRT
CONVERTER
CONTROL UNIT
C−12293 / AVS−7 DIM L/R L/R DIM
DSPL POS ON DSPL POS
CPLT PLT
+
MODE MODE
P−PGM ALT / P / R ADJ
1−4 BIT 1−4
DEC INC
OP ON
NXT SEL
CP−PGM DCLT ACK PGM DCLT OFF
AA9221B
SA
Figure 4-8. Heads Up Display AN/AVS-7
4-15
TM 1-1520-237-10
CONTROL/ FUNCTION CONTROL FUNCTION
INDICATOR
BIT/ACK Three-position toggle switch spring MODE/DCLT Allows pilot’s to select respective
loaded to the center position. display modes or declutter modes.
Selects IBIT when placed to BIT
for more than 4 seconds.
Acknowledges displayed faults, Attach optic unit to either ANVIS monocular housing.
completion of adjustment, or Set EYE SELECT switch on PSCU to L or R.
completion of the programming se-
quence when placed to ACK. After 4.11.3 Modes of Operation. There are two program-
the switch is used to acknowledge ming modes and one operational mode for the HUD
a fault, a true fault will not appear system selected by the programming switch on the CCU.
until BIT is selected or power is The adjust mode is a submode under the operational mode.
cycled off then on.
1. Pilot programming switch - Set to P-PGM.
ALT/P/R DEC/ Active when adjust mode is
INC selected to decrease/increase 2. Copilot programming switch - Set to CP-
altitude/pitch roll. When adjusting PGM.
altitude (MSL) a momentary
movement of the INC/DEC switch 3. Operation (flight mode) switch - Set to OP.
will change data in 5 feet incre- (Adjust - ADJ/ON/OFF switch to ADJ).
ments. When the INC/DEC switch
is held for one second data will 4.11.4 Display Modes. Symbology display modes are
change 10 foot increments. Pitch programmable by the pilots via the converter control
and roll change in increments of located on the lower console. Modes are defined by
one degree. selecting from a master symbology menu (Figure 4-9 and
PGM NXT/SEL Active when program mode is Table 4-1). Up to eight display modes, four normal and
selected. Allows operator to pre- four declutter, can by programmed for each user and can
program the four normal modes be selected for display using the display mode selection
and four declutter modes. Operator switch on the pilot’s collective control or on the CCU. The
can select a flashing symbol for default declutter mode has a minimum symbology display
display and/or go to the next of:
symbol. Once complete, operator
toggles the ACK switch to save a. Airspeed - No. 25.
programmed display.
b. Altitude (MSL) - No. 7.
Pilot’s collective controls are described as follows:
CONTROL FUNCTION c. Attitude (pitch and roll) - Nos. 1, 5, 6, 20, 26.
BRT/DIM Allows pilot’s to control brightness d. Engine Torque(s) - Nos. 22, 23.
of their respective displays.
Table 4-1. UH-60A/L Master Mode Symbology Display (HUD)
No. Symbol Source Range/Description
1 Angle of Pitch Scale HUD System 630° (10° units, tic marks flash when angle of
pitch is > 630°).
4-16
TM 1-1520-237-10
Table 4-1. UH-60A/L Master Mode Symbology Display (HUD) (Cont)
No. Symbol Source Range/Description
2 Bearing to Waypoint - Doppler 0 - 359° (cursor will invert 9V9 when helicopter is
Pointer moving away from waypoint).
3 Compass Reference Scale HUD System 0 - 359° (10° units).
4 Helicopter Heading Fix HUD System Fixed Reference Mark.
Index
5 Angle of Roll - Pointer Copilot’s Verti- 630° (right turn moves pointer to right, pointer
cal Gyro/AHRU flashes > 630°).
6 Angle of Roll - Scale HUD System 630° (10° units).
7 Barometric Altitude Air Data System -1000 to 20,000 feet (set during adjustment
(MSL) mode).
8 Adjust/Program Mode HUD System ADJ or PROG.
Message
9 OK/FAIL HUD System OK or FAIL.
10 Velocity Vector Doppler 0 - 15 knots/15 kilometers, 0 - 359°.
11 Rate of Climb Pointer Air Data System 62000 feet-per-minute (used with vertical speed
scale, No. 15).
12 Radar Altitude (AGL) - Pilot’s Radar 0 - 1000 feet (0 - 200 feet, 1 foot units; 200 -
Numeric Altimeter 1000 feet, 10 foot units; disappears above 999
feet, and reappears below 950 feet).
13 Minimum Altitude Warn- Pilot’s Radar Blinking square around symbol - No. 12, (set on
ing Altimeter pilot’s low warning bug).
14 Radar Altitude (AGL) Pilot’s Radar 0 - 250 feet (disappears at 250 feet, reappears at
Analog Bar Altimeter 230 feet; digital readout symbol, No. 12).
15 AGL, Vertical Speed - HUD System 0 - 200 feet/62000 feet-per-minute.
Scale
16 HUD Fail Message HUD System CPM, SDR, SDA, PS, PDU, CPDU, NAV,
PGM; can be cleared from the display by select-
ing ACK (see note).
17 Trim (Slide Ball) SAS/FPS 62 balls (left/right).
Computer
18 MST, MEM, HOOK Master Caution MST, MEM, HOOK cannot be cleared from the
Messages Panel display by selecting ACK.
19 Sensor, Engine, Fire, Master Warning ATT, ENG 1 or 2, FIRE, RPM; ATT can be
RPM Warnings Panel cleared from the display by selecting ACK (see
note). ENG, FIRE, and RPM cannot be cleared.
20 Horizon Line (pitch, roll) Copilot’s Verti- Pitch: 630° Roll: 0 - 359°.
cal Gyro/AHRU
21 Display Mode Number HUD System 1N - 4N for normal modes, 1D - 4D for declutter
modes.
22 Torque Limits Torque 0 - 150%
Transducer Yellow ( > 100% ), (solid box)
Red ( > 110% ) Thresholds (solid box flashes).
4-17
TM 1-1520-237-10
Table 4-1. UH-60A/L Master Mode Symbology Display (HUD) (Cont)
No. Symbol Source Range/Description
23 Torque - Numerics Torque 0 - 150% (flashes when engine torque separation
Transducer is greater than 5% threshold) Maximum % torque
split between cockpit panel and HUD is 3%.
24 Ground Speed Doppler 0 - 999 knots/0 - 530 km/h (dependent on Dop-
pler).
25 Indicated Airspeed SAS/FPS 30 - 180 knots (no symbol 30 knots and below,
Computer reappears at 32 knots).
26 Attitude Reference Indica- HUD System Represents helicopter.
tor
27 Engines Temperature Thermocouple 0 - 999°C (0 - 755°C - 999°C, 1° units) Maxi-
Amplifers mum split between cockpit and HUD is 615°.
28 Distance to Waypoint Doppler 0 - 999.9 km.
29 Bearing to Waypoint - Doppler 0 - 359°
Numeric
NOTE: After ACK is used to acknowledge a
fault, the fault will not reappear until BIT is
selected or power is cycled off and on.
NOTE: IBIT may be required to obtain AN/
ASN-128B display information. The helicopter
must be moving with the AN/ASN-128B
operating during the IBIT process.
4.11.5 Operation. prevent egress from the helicopter in an
emergency.
4.11.5.1 Starting Procedure.
4. ANVIS neck cord - Removed.
1. ADJ/ON/OFF switch - OFF.
5. Optical unit - Install on ANVIS. Attach optical
2. Optical unit support clamps - Installed on AN- unit to either monocular housing. Do not
VIS. Verify clamps can by rotated. tighten OU clamp completely with thumbscrew
at this time. The OU (display) may have to be
NOTE
rotated to horizon after the system is operating.
Check surface of lens for cleanliness. Clean
in accordance with TM 11-5855-300-10. NOTE
3. DU lens - Check.
The helmet may now have to be rebalanced.
6. EYE SELECT switch on PSCU - L or R.
WARNING
Failure to remove the ANVIS neck cord
prior to operation of the HUD may
4-18
TM 1-1520-237-10
11. BRT/DIM switch - As desired.
12. DSPL POS control - As required. Center dis-
WARNING play in field of view.
The AN/AVS-7 system should not be used 13. Display aligned to horizon - Check. Tighten
if the quick-release connector is not in OU clamp.
working order.
4.11.5.2 Operator Self Test (BIT).
CAUTION 1. BIT/ACK switch - Press to BIT and hold for a
minimum of 4 seconds. The ON and FAIL
light will illuminate. At end of BIT, FAIL
To prevent damage to the AN/AVS-7 indicator will extinguish.
system, the CCU ADJ/ON/OFF switch
must be OFF before connecting or 2. BIT/ACK switch - Release.
disconnecting quick-release connector.
4.11.5.3 Displayed System Faults. The system self
7. PSCU - Connect. Connect PSCU to quick- test is divided into power-up or operator initialized BIT
release connector by rotating the connector and inflight BIT. The faults result as warnings and mes-
engagement ring. sages that blink at a rate of two per second in the display
units. Part of the BIT is a periodic test that is performed
automatically along with normal system operation. This
CAUTION BIT monitors and/or tests SDC functions and/or signals. A
failure of the SDC, NAV signals pilot’s DU, will il-
luminate the converter control FAIL light and display a
Keep the protective caps on the ANVIS FAIL message CPM, SDR, SDA, PS, NAV, PDU, or
whenever it is not in use. Operate the CPDU on the display unit. An attitude (ATT) sensor
ANVIS only under darkened conditions. indication will be displayed when a gyro/AHRU invalid
condition exits. ATT, NAV, PDU, CPDU, and all SDC
NOTE faults can be cleared by setting BIT/ACK switch to ACK.
The following helicopter status messages are also
Ensure ANVIS operator procedures have displayed.
been completed.
1. The caption MST (first priority) indicates
8. P-PGM/OP/CP-PGM switch - OP. operation of the master caution warning lamp.
This message will disappear during the rest of
9. ADJ/ON/OFF switch - ON. System ON and the main warning lamp operation.
FAIL lights illuminate and BIT will initiate
automatically. 2. The caption MEM (second priority) indicates
that the Doppler data is not updated. A previ-
10. FAIL light - Check. Light should go out after ous computed data is available. This message
ten seconds. BIT is complete. will appear simultaneously with the MEM
lamp on the Doppler operating panel.
NOTE
3. The caption HOOK (third priority) indicates
• Allow one minute for display warmup. Dis- the cargo hook is open. The message will ap-
play intensity is preset to low each time pear simultaneously with the indication lamp
ADJ/ON/OFF switch is set from OFF to in the cockpit.
ON.
Setting BIT/ACK switch to ACK will not clear
• If a fault is displayed in the DU, MST, MEM, or HOOK status messages from the DU.
acknowledge fault and re-run BIT to Engine, FIRE and RPM warnings cannot be cleared from
confirm fault. the DU. The faulty unit or warning must be removed from
4-19
TM 1-1520-237-10
3
2 4
1 5
6
29 12 15 S 21
28 7
150
12.3 1630B
27 PROG 8
736T1
710T2 OK
26 9
25 102A 10
71G 100
24
11
92
22
97 12
23 1D ATT ENG1 FIRE RPM 13
MST CPM
22 14
21
15
20
19 16 AA9222
18 17 SA
Figure 4-9. Master Mode Display
A B C D E F G H I J
K L M N O P Q R S T
U V W X Y Z
03 06 12 15 21 24 30 33
1 2 3 4 5 6 7 8 9 0
1 2 3 4 5 6 7 8 9 0
%
S.G. TEST
VER X.XX DD / MM / YYYY
UH−60
NOTE
VERSION NUMBER AND DATE WILL
CHANGE AS SOFTWARE IS UPDATED.
AA9223
SA
Figure 4-10. Symbol Generator Test Mode
4-20
TM 1-1520-237-10
the helicopter. When both engines fail at the same time, 8. MODE 1-4/DCLT - DCLT (1D-4D). The first
engine priority is: ENG 1 then ENG 2. DCLT mode that will appear is 1D (declutter
mode 1).
4.11.5.4 Programming Procedure.
NOTE
NOTE
If MODE 1-4/DCLT switch is toggled to
The programming procedure for the pilot
DCLT a second time, the display will cycle
and copilot is identical except for the loca-
back to the DCLT’s normal mode (1N-4N).
tion of controls on the CCU.
The MODE 1-4/DCLT switch must be set
to MODE 1-4 to advance to another normal
1. Select mode to be programmed (1N-4N). The
mode.
first mode that will appear is 1N (normal mode
1).
9. Repeat steps 4 through 7, for declutter.
2. P-PGM/CP-PGM/OP switch - P-PGM or
10. MODE 1-4/DCLT switch - As required.
CP-PGM.
11. Repeat steps 4 through 10 until all desired
3. PROG blinking in display - Check. Verify that
modes are programmed.
a complete set of symbology is displayed and
attitude reference symbol is blinking. Verify
12. P-PGM/CP-PGM/OP switch - OP.
PGM is displayed in the HUD FAIL message
location for the DU not being programmed.
4.11.5.5 Adjustment of Barometric Altitude, Pitch,
4. BIT/ACK switch - ACK to program the full and Roll.
display or go to step 5 and select desired
symbols.
WARNING
5. PGM SEL/NXT control - SEL to select
symbol. Selected symbol stops blinking. If
symbol is not desired, toggle switch to NXT An improperly adjusted barometric
and the symbol will disappear. altimeter will result in an improperly set
HUD barometric altitude display.
NOTE
NOTE
All symbols have been programmed when
the PROG annunciator is the only symbol Barometric altimeter should be set to the
flashing. most current altimeter settings, field eleva-
tion.
6. BIT/ACK switch - ACK. (Hold switch to
ACK for one second.) 1. Ensure P-PGM/CP-PGM/OP switch is in the
OP position.
7. OK displayed - Check. (OK will be displayed
for two seconds.) 2. ADJ/ON/OFF switch - Pull and set to ADJ.
NOTE
3. ADJ blinking in display - Check.
• If programming is not accepted, FAIL will
be displayed. If a FAIL message is NOTE
displayed, attempt to reprogram the same
mode; if FAIL reappears notify Changes to barometric altimeter settings
maintenance. require a corresponding change to the HUD
barometric altitude. Each .01 inch change in
• Declutter mode is recognized by flashing pressure equals 10 feet.
ground speed indicator in lieu of attitude
reference symbology. 4. INC/DEC switch - As required.
4-21
TM 1-1520-237-10
5. BIT/ACK switch - ACK. 4.11.5.7 System Shutdown Procedure.
6. Repeat steps 3 through 5 for pitch and roll. 1. ADJ/ON/OFF switch - OFF.
7. ADJ/ON/OFF switch - ON. 2. Turn off ANVIS.
4.11.5.6 Inflight Operation.
WARNING
WARNING
• CCU ADJ/ON/OFF switch must be OFF
before connecting or disconnecting
• Whenever the symbology displayed in the quick-release connector.
DU is suspected of being incorrect, the
pilot’s will compare the data with the • Do not disconnect DU by pulling on the
helicopter instrument indicator and take cable connected to the PSCU. The DU
the appropriate action. could be damaged or the cable may
separate from the PSCU creating an
• Excessive brightness of the symbology explosive atmosphere hazard.
display may impair vision outside the
cockpit. • Do not attempt to egress from the
helicopter without performing disconnect
• Interruption of electrical power, such as as this may result in neck injury.
changeover from APU generator to NO. 1
and NO. 2 generators and vice versa, will
cause DU to default to dim and MODE CAUTION
1N. Any adjustments made to the
barometric altitude, pitch, and roll prior
to flight will be lost, thereby decreasing Do not disconnect DU by pulling on the
the accuracy of the barometric altitude, cable. To do so may damage the DU.
pitch, and roll.
3. Display unit - Disconnect. Disconnect DU by
NOTE grasping the PSCU and rotating the quick-
release connector engagement ring and pull
Software problems with version 1.70 may downward. Remove OU and remove from the
prevent the HUD from displaying informa- ANVIS and place into storage case.
tion (groundspeed, distance to waypoint,
bearing-to-waypoint numeric, bearing-to- 4. Reattach neck cord to ANVIS.
waypoint pointer, and velocity vector) from
the AN/ASN-128B. An IBIT may be 4.11.5.8 Emergency Egress.
required to obtain AN/ASN-128B display
information. The helicopter must be moving a. The quick-release feature allows quick exit from the
(ground taxi, hover taxi, etc.) with the AN/ helicopter in an emergency without:
ASN-128B operating during the IBIT
process. (1) Damaging or turning the unit off.
1. BRT/DIM switch - As desired. (2) Getting tangled in cords.
NOTE (3) Being restrained in the cockpit by hardwired con-
nections.
Whenever the symbology is interfering with
the outside visibility, decluttering may be (4) Removing ANVIS.
selected to remove symbology.
b. It is up to the operator to determine the desired mode
2. MODE 1-4/DCLT switch - As desired. of disconnect based upon his evaluation of the emergency
4-22
TM 1-1520-237-10
condition and whether or not the ANVIS goggles will be CONTROL/ INDICATOR
needed following egress. The available means of discon- FUNCTION
nect are as follows:
AN-ALQ-156
(1) Release the ANVIS goggles from the helmet.
CM JAM Lights if the AN/ALQ-156 is being
(2) Disconnect the OU from the ANVIS goggles via jammed.
the thumbscrew. CM INOP Lights if the AN/ALQ-156 R/T
fails self-test.
(3) Grasp PSCU and pull down.
NOTE
4.12 ASE STATUS PANEL. EH
Only a NO GO light will activate
The ASE status panel (Figure 4-11) is designed to the ASE caution on the caution/
integrate several ASE indicator lights (for various ASE advisory panel and the MASTER
systems installed) into one location and also tie those CAUTION.
status lights to the MASTER CAUTION and the caution/
advisory panel. The status panel provides status lights for AN/ALQ-144
three ASE systems currently designated to be installed,
and two blank slots for expansion. IRCM INOP Lights if the AN/ALQ-144 R/T
fails self-test.
CONTROL/ INDICATOR
FUNCTION NOTE
NO GO Lights if the AN/ALQ-162 R/T This condition will activate both
fails self-test. the ASE caution on the caution/
CW THRT Lights if the AN/ALQ-162 detects advisory panel and the MASTER
a CW threat radar. CAUTION.
CW JAM Lights if the AN/ALQ-162 is being
jammed.
NOTE
Only a NO GO light will activate
the ASE caution on the caution/
advisory panel and the MASTER
CAUTION.
4-23
TM 1-1520-237-10
ALQ NO ALQ−156 ALQ−144
162 GO
CW CW CM CM IRCM
THRT JAM JAM INOP INOP
AA1305
SA
Figure 4-11. ASE Status Panel EH
4-24
TM 1-1520-237-10
Section II ARMAMENT
4.13 ARMAMENT SUBSYSTEM. 4.14.1.5 Grip and Trigger Assembly. The assembly
at the rear section of the receiver includes the spade grips.
The subsystem is pintle-mounted in each gunner’s The U-shaped trigger design permits the weapon to be
window at the forward end of the cabin section (Figure fired by thumb pressure from either hand.
4-12). The two M60D 7.62 millimeter machine guns are
free-pointing but limited in traverse, elevation, and
Table 4-2. Authorized Ammunition
depression field of fire. Spent cartridges are collected by
an ejection control bag on the right side of the weapon. An
ammunition can assembly is on the left side, refer to TM 7.62mm: NATO M59, Ball
9-1005-224-10. For information on the gun mount, refer to
TM 9-1005-262-13. 7.62mm: NATO M61, Armor pierce
7.62mm: NATO M62, Tracer
4.14 MACHINEGUN 7.62 MILLIMETER M60D.
7.62mm: NATO M63, Dummy
The machinegun (Figure 4-13), is air-cooled, gas-
operated, and automatic. It uses standard 7.62 mm am- 7.62mm: NATO M80, Ball
munition (Table 4-2). Headspace is fixed to permit quick
change of barrels. Designed primarily for operation in the
air, the M60D has an aircraft ring-and-post sighting 4.14.1.6 Magazine Release Latch. The magazine
system. The weapon is pintle-mounted and is held by a release latch is on the left side of the receiver. The latch
quick-release pin. The weapon mount is on a rotating arm spring automatically locks when the ammunition box is
assembly which allows the weapon to be locked outboard seated on the magazine bracket. Pressing the release latch
in the firing position, or stowed inside the aircraft when manually releases the ammunition box.
the rotating arms are locked in the inboard position. It is
easily removed from the helicopter and can be used for 4.14.2 Installation of Machinegun M60D.
ground defense with the bipod extended. For more detail
of the M60D refer to TM 9-1005-224-10.
CAUTION
4.14.1 Controls. Controls for the M60D are on the
weapon and consist of: barrel lock lever, safety, cocking
handle, cover latch, grip and trigger, and magazine release The XM-144 (NSN 5340-01-389-7688)
latch. pintle mount stop must be installed in its
proper position if the external stores
4.14.1.1 Barrel Lock Lever. The lever is at the right support system (ESSS) is installed. The
front of the receiver. It is attached to the barrel locking stop is a three-position stop: stow, wings
shaft and turns to lock or unlock the barrel assembly. only, and external tanks. The stow and
wings only positions are independent of
4.14.1.2 Safety. The safety (Figure 4-14), at the lower aircraft side. The external tanks position
front of the receiver, consists of a cylindrical pin with a is particular to the aircraft side. Care
sear clearance cut which slides across the receiver to block must be taken to ensure the correct posi-
the sear and prevent firing. The ends of the pin are marked tion and/or side is installed. Use of the
S (safe) and F (fire). The exposed letter shows the operat- M60D machine guns is prohibited when
ing state of the weapon. external ERFS tanks are installed on the
inboard vertical pylon.
4.14.1.3 Cocking Handle. The handle at the right front
of the receiver is used to manually cock the weapon. 1. Install one machine gun M60D on the right
side and one on the left side of the helicopter
4.14.1.4 Cover Latch. The latch is at the right rear side at the crew chief/gunner’s stations.
of the cover assembly. When the latch is vertical, it locks
the cover in the closed position. When moved to the hori- 2. Attach gun to pintle with quick-release pin and
zontal, it unlocks the cover. safety by passing a plastic tie or 0.032-in.
4-25
TM 1-1520-237-10
M60D DEPLOYED POSITION
(SAME BOTH SIDES)
AMMUNITION M60D STOWED
BOX (SAME BOTH SIDES)
AMMUNITION AND
GRENADE STORAGE
(SAME BOTH SIDES)
160O
A
85O 75O
FORWARD AFT
EJECTOR
CONTROL BAG
1.5o 1.5o FORWARD AFT
85O 75O
160O
70O 70O
ELEVATION
AND
DEPRESSION AZIMUTH
FIELD OF FIRE FIELD OF FIRE
AA0411D
SA
Figure 4-12. Machinegun M60D Installation
4-26
TM 1-1520-237-10
AMMUNITION BARREL FRONT
EJECTION LOCK SIGHT
PORT LEVER
COVER
LATCH
COCKING
SAFETY HANDLE
S
AMMUNITION
GAS FEED TRAY
CYLINDER CARRYING REAR
EXTENSION HANDLE SIGHT RIGHT SIDE
GRIP AND
TRIGGER
ASSEMBLY SAFETY IN SAFE (S) POSITION
GAS CYLINDER
MAGAZINE
RELEASE
LATCH
BIPOD QUICK−RELEASE
AA0508
PIN SA
Figure 4-13. Machinegun 7.62 Millimeter M60D
safety wire through quick-release ring and
around the pintle (Figure 4-15).
F
3. Check that each gun moves freely in azimuth
and can be depressed.
LEFT SIDE
4. Removal of gun is reverse of installation. SAFETY IS IN
FIRING (F) POSITION
AA0507
4.14.3 Installation of Ejection Control Bag. SA
Figure 4-14. Location and Identification of
1. Position bag on right side of gun (Figure 4-16). Safety on Machinegun M60D
2. Position forward arm bracket of bag in front of
matching forward mounting point on gun 5. Check bag for positive attachment to gun.
adapter. At the same time, press down on rear
bracket safety latch. Slide bag basket rearward 6. Removal of ejection control bag is reverse of
on mounting points and plate. installation.
3. Position rear bracket of bag behind mounting 4.14.4 Installation of Ammunition Can Assembly.
plate on bottom of receiver.
1. Open release latch and install ammunition can
4. Release latch to lock bag in place. assembly (Figure 4-17).
4-27
TM 1-1520-237-10
TO INSTALL: POSITION MACHINE
GUN MOUNTING BRACKET IN
PINTLE AND SECURE WITH
MOUNTING PIN
MOUNTING PIN CABLE
REAR
MOUNTING
POINTS
EJECTION
CONTROL
BAG
GUN ADAPTER
QUICK−RELEASE PIN
PINTLE
PLASTIC TIE
GUN
AA0506 ADAPTER
SA
FORWARD
MOUNTING
Figure 4-15. Installation of Machinegun M60D POINTS
FORWARD
on Pintle ARM BRACKET
STEP 1
POSITION EJECTION CONTROL
BAG ON MOUNTING POINTS
2. Check that latch makes positive lock, holding
can in place.
3. Removal of ammunition can is reverse of
installation. MOUNTING
PLATE
RECEIVER
4.14.5 Loading Ammunition.
LOCK
ED
WARNING
REAR BRACKET
SAFETY LATCH
UNLOCKED
Observe all safety precautions for
uploading ammunition in accordance STEP 2
REAR BRACKET SAFETY LATCH
with TM 9-1005-224-10. LOCKED POSITION AA0505
SA
1. With ammunition can installed, retract bolt Figure 4-16. Installation of Ejection Control Bag
fully. on Machinegun M60D
2. Press safety button to (S) position.
4. Insert link belt with open side of links down
3. Open latch and raise cover assembly. on tray assembly (Figure 4-18).
4-28
TM 1-1520-237-10
RELEASE LATCH
(PRESS TO OPEN)
MAGAZINE
BRACKET
INS
TAL MOVE LINK BELT
L−R
EM
O VE
AMMUNITION
CAN ASSEMBLY
AA0693 AA0503
SA SA
Figure 4-17. Installation and Removal of Am- Figure 4-18. Positioning Cartridge Link Belt on
munition Can on Machinegun M60D Machinegun M60D
5. Close cover and latch in place.
4.14.6 Cocking Machinegun M60D.
WARNING
To prevent accidental firing, do not
retract bolt and allow it to go forward if
belted ammunition is in feed tray, or a
live round is in chamber. Move cocking
handle forward by hand.
AA0504
SA
1. Open ejection control bag and pull cocking
handle fully to rear (Figure 4-19). Figure 4-19. Charging (Cocking) Machinegun
M60D
WARNING 2. Move cocking handle full forward to locked
position.
Cocking handle assembly must be
returned to full forward (locked) before 3. Press safety button to (S) position (Figure
firing. 4-14).
4-29
TM 1-1520-237-10
ing the gun to run out of ammunition (usually when the
belt is broken only 3 to 5 rounds will remain).
CAUTION
4.14.8 Failure to Fire Procedure.
Do not fire machine gun unless the ejec- 1. If a stoppage occurs, wait 5 seconds. Pull
tion control bag is mounted in place. handle assembly to rear, making sure operating
rod assembly is held back.
4. With machine gun M60D positioned, loaded
and aimed, push safety button to firing (F) 2. If cartridge ejects, return handle assembly
position. forward, re-aim machine gun and attempt to
fire. If machine gun does not fire, it must be
5. To fire gun automatically, press trigger fully cleared.
and hold. Refer to Figure 4-12 for field of fire.
3. If cartridge does not eject, retract bolt as-
NOTE sembly. Move safety button to SAFE (S),
position. Remove ammunition and links and
When ammunition is exhausted, the last link inspect receiver assembly. Move safety button
will remain in tray assembly. The link as- to FIRING (F) and attempt to fire. If cartridge
sembly can be removed by hand after the does not fire and barrel is considered hot
cover assembly is opened for loading. enough to cause a cookoff (200 rounds fired
within 2 minutes), wait 15 minutes with bolt
6. Low cycle rate of fire of machine gun M60D assembly in forward position. Remove
allows firing of single rounds or short bursts. cartridge and reload. If weapon is not hot
Trigger must be completely released for each enough to cause a cookoff, disregard 15-
shot. minute wait.
4.14.7 Firing Malfunctions. 4.14.9 Extracting a Ruptured Cartridge Case.
Position ruptured cartridge case extractor in chamber. Run
cleaning rod through barrel assembly from muzzle end.
WARNING Tap cleaning rod against extractor until extractor and
ruptured cartridge case come out of chamber.
If a stoppage occurs, never retract bolt 4.14.10 Double Feeding. When a stoppage occurs
assembly and allow it to go forward with bolt assembly in forward position, assume there is an
again without inspecting chamber to see unfired cartridge in chamber. Treat this as a hangfire
if it is clear . S u c h an ac tion s tr ip s (paragraph 4.14.7).
another cartridge from belt. If an unfired
cartridge remains in the chamber, a 4.14.11 Unloading. Raise cover assembly and remove
second cartridge can fire the first and linked cartridges. Inspect chamber.
cause injury to personnel and/or weapon
damage. 4.14.12 Ammunition. Ammunition for the machine
gun is connected to form a link belt; the rounds are used to
a. Misfire. This is a complete failure to fire. It must be
hold two links together. When a round is fired, the
treated as a hangfire until this possibility is eliminated.
cartridge and link separate and is contained in the ejection
b. Hangfire. This is a delay in functioning of the bag assembly. Ammunition stowage in the cabin has
propelling charge. Time intervals set out in paragraph compartments for six grenades and extra rounds of am-
4.14.8 must be observed after a failure to fire. munition.
c. Cookoff. This is firing of the chambered cartridge 4.15 VOLCANO MULTIPLE MINE DELIVERY
from a hot barrel. A cookoff may occur from 10 seconds to SYSTEM.
5 minutes after cartridge has been in contact with barrel.
The volcano system is an automated, scatterable mine
d. Runaway Gun. If gun continues to fire after trigger delivery system that is capable of launching mines from
has been released, grasp belt, twist and break belt, allow- the helicopter. The system can dispense mines during day/
4-30
TM 1-1520-237-10
night and all weather conditions. The system can lay a capability is provided for upper and lower launcher racks
mine field of up to 960 mines at an average density of 0.9 on each side of the helicopter. The one shot jettison
mines per meter front. For a more detailed description of circuits are independent of each other and either may be
the volcano system, refer to TM 9-1095-208-13&P. used to jettison the launcher racks. Upon activation of
JETTISON or EMER JETTISON, the lower racks on
NOTE each side will separate from the helicopter. After a lower
racks away signal is received by the upper racks, the upper
The forward two-thirds of the cabin entry/ racks will automatically jettison. The EMER JETTISON
exit doors are restricted by the volcano is a backup for the JETTISON and provides the same
system making the loading and unloading of launcher rack jettison function on an independent circuit.
passengers and cargo more difficult. Internal When the helicopter is on the ground, the WOW switch
loads should be planned accordingly. disables the jettison circuits to prevent unintentional jet-
tisoning of the racks. Power for the jettison system is
4.15.1 System Components. The volcano system provided from the dc essential bus through the ESSS
consists of five major components: dispenser control unit JTSN OUTBD and ESSS JTSN INBD circuit breakers.
(DCU), launcher racks, jettison system, aircraft mounting Power for emergency jettison is supplied by the battery.
hardware, interface control panel (ICP) and ammunition
mine canisters. 4.15.1.3 Interface Control Panel. Controls and
indicators for the ICP are on the control panel and are as
4.15.1.1 DCU. The DCU (Figure 4-20) is the primary follows:
electronic component and houses the electronics that CONTROL/ FUNCTION
control the system and contains a control panel for operat- INDICATOR
ing the system. An ICP is provided to connect the ap-
plicable controls to the DCU. The DCU controls firing EMER Jettison all launcher racks with
signals to the canisters and conducts BIT of the entire JETTISON/ canisters.
mine dispensing system. The DCU is the main operator JETTISON switch
interface for the system. On the DCU TOP panel, the VOLCANO ARM Arms system.
operator controls the system with the following controls: switch
1. POWER switch. ARMED light Illuminates when VOLCANO
ARM switch is pulled out and
2. SELF DESTRUCT TIME control. moved up if canisters are loaded
and system is enabled. Light will
3. HELICOPTER DELIVERY SPEED control. go out when switch is pulled out
and moved down.
4. FIRE CIRCUIT ENABLE switch.
Flashing ARMED Indicates arm enable or launch
5. DIM control. light switch error (GA) or all canisters
have been dispensed.
6. FAILURE INDEX switch. JETTISON TEST/ Press to start/stop jettison system
ARMED switch self-test.
7. TEST/OVERRIDE switch. indicator
From the DCU panel the operator also oversees system P Illuminates if jettison system
status with the SYSTEM FAILURE passes test.
IDENTIFICATION/TEST displays. Power to operate the F Illuminates if jettison cartridges are
volcano system is provided from No. 1 dc primary bus missing.
through the CMD CSL SET circuit breaker.
Flashing F Indicates one of the following
4.15.1.2 Launcher Rack Jettison System. The jet- malfunctions:
tison system consists of an interface panel, emergency and
-WOW switch.
primary jettison circuits, and explosive cartridges. Jettison
4-31
TM 1-1520-237-10
EMER
JETTISON JETTISON TEST JETTISON
P F
ARMED
A
VOLCANO ARM
INTERFACE CONTROL PANEL (ICP)
C
B
SYSTEM FAILURE IDENTIFICATION / TEST
TR
FAILURE ICK IM
RACK COLUMN ROW QUANTITY ERROR
TEST INDEX ST FWD
L R O
RG
GA CA EL.
OVERRIDE AFT R
CANISTERS REMAINING
DCU SET
POWER FAILURE TIME LEFT RIGHT
BRIGHT
SELF DESTRUCT HELICOPTER FIRE CIRCUIT MINE
TIME DELIVERY SPEED
74 102
LAUNCH
ENABLE
1 2
56 40 55 148 CONTROL
POWER RESET 3 30 80
37 222
27 120
KPH KPH
KTS KTS
OFF
OFF
CYCLIC STICK GRIP
DISPENSER CONTROL PANEL
AA9411C
(ON HELICOPTERS EQUIPPED WITH M−139 MINE DISPENSER KIT) SA
Figure 4-20. Volcano Mine Dispenser Controls
4-32
TM 1-1520-237-10
CONTROL/ FUNCTION NOTE
INDICATOR
The following assumes a full canister load.
-EMER JETTISON switch. Any load other than 80 canisters each side
should result in the number of canisters
-JETTISON switch.
loaded being displayed instead of 80 after
-Missing rack sensor(s). overriding the applicable number of error
code 99s9 for empty canister slots.
NOTE 4. Toggle TEST/OVERRIDE switch to TEST.
Canister test is initiated. Canister test is
VOLCANO ARM function is independent complete when 80s are displayed in
of EMER JETTISON and JETTISON CANISTERS REMAINING readout and no
function. error code appears. If an error code appears in
ERROR display, refer to TM 9-1095-208-
13&P.
4.15.2 Volcano Operational Check.
NOTE
CAUTION Error codes 5, 8, and 9 may be overridden.
Refer to TM 9-1095-208-13&P.
This operation will be completed only
when helicopter is on the ground.
WARNING
NOTE
Check SET TIME display to make sure
• If, for any reason prior to a mission, DCU is number set with dial is displayed in
turned OFF or loses power, redo steps 2 indicator, otherwise, mines may be
through 5. launched with a false self-destruct time.
5. SELF-DESTRUCT TIME indicator flashes
• DCU must warm up for two minutes prior
after 15 seconds. Set self-destruct time by
to mine laying operation.
turning SELF-DESTRUCT switch to RESET
position for minimum of two seconds, and then
• DCU will not function if backup hydraulic to the desired 1, 2, or 3 setting. The set time
pump is in operation. display must agree with SELF-DESTRUCT
switch position. If not, repeat procedure. If
1. Install mine canisters (TM 1-1520-237-23). wrong indication appears again, postpone mis-
sion and return to maintenance.
2. Toggle DCU POWER switch to POWER.
BIT runs automatically. POWER indicator 6. Repeat step 5. to reset or change the self-
displays ON. Other indicators display 8s or destruct times.
88s except DCU FAILURE display, which
will flash F. All displays, except for POWER NOTE
are then blank (Figure 4-21).
If flashing 1 continues to appear in DCU
3. Displays automatically go blank followed by indicator, repeat setting self-destruct time.
88s being displayed in left and right
CANISTERS REMAINING displays. If an 7. Set planned dispensing helicopter ground
error code appears in ERROR display, refer to speed with HELICOPTER DELIVERY
TM 9-1095-208-13&P. SPEED knob on DCU.
4-33
TM 1-1520-237-10
SYSTEM FAILURE IDENTIFICATION / TEST SYSTEM FAILURE IDENTIFICATION / TEST
RACK COLUMN ROW QUANTITY ERROR RACK COLUMN ROW QUANTITY ERROR
CANISTERS REMAINING CANISTERS REMAINING
DCU SET DCU SET
POWER FAILURE TIME LEFT RIGHT POWER FAILURE TIME LEFT RIGHT
SYSTEM FAILURE IDENTIFICATION / TEST
RACK COLUMN ROW QUANTITY ERROR
CANISTERS REMAINING
DCU SET
POWER FAILURE TIME LEFT RIGHT
(SEE NOTE)
NOTE
READOUT IF NO CANISTERS ARE
INSTALLED.
AA9412
SA
Figure 4-21. Volcano System DCU Displays
4-34
TM 1-1520-237-10
4.15.3 Arming Canisters. on the ICP in ARMED position. (Pull
VOLCANO ARM switch out and lift up.)
7. FIRE CIRCUIT switch to ENABLE.
WARNING
4.15.4 Mine Launch Control. Launching of mines is
Do not walk or stand in front of launcher controlled by buttons on the pilot’s cyclic control marked
racks when racks are loaded and arming GA. When the system is in an armed condition, pressing
levers are locked in armed position. and releasing either GA button will start the launch se-
quence. If mines are being launched, press and release
NOTE either GA button to stop mine launching. In addition to
pressing the GA button to stop mine launch, the
• Green latching levers must be in locked VOLCANO ARM switch may be moved to off (down)
position before red arming levers are moved position or the DCU FIRE CIRCUIT switch may be
to armed position. placed OFF.
• Verify red arming levers are fully forward NOTE
to the arm (lock) position by pushing back
levers without depressing plungers. If launching is stopped by pressing a GA
button before all mines are launched, the
Mechanically arm one row of canisters at a time as launch must be restarted within 60 seconds
follows: of stopping to prevent an error code. The
VOLCANO ARM switch should also be
1. Individually seat each canister of the five moved to off (down) position within 60
canisters in a row by pushing canisters in and seconds of stopping to prevent an error
up into rack keyholes. Canisters should be code.
loaded top to bottom back to front.
2. Depress plunger on red arming lever with CAUTION
thumb and pull lever towards personnel. When
lever begins to move, release thumb from
plunger. When lever reaches locked position • Ensure same number of racks are in-
(about 45°) plunger will click out. Push stalled on either side of aircraft.
inboard to ensure lever has locked (Figure
• Ensure same number of canisters are in-
4-22).
stalled on either side of aircraft.
3. Repeat steps 1 and 2 for all racks. • Partial load of canisters may result due
to rack or canister failures (error codes
4. Remove all eight jettison system REMOVE 5, 8, or 9).
BEFORE FLIGHT safety pins from each side
panel. • Partial canister loads, if not adjusted or
balanced, will degrade mine field pattern.
NOTE
1. Place TEST/OVERRIDE switch to OVER-
When operating the helicopter configured RIDE.
with the volcano system at high gross
weight and high airspeeds, the pilot may 2. After overriding error code 9, remove and
encounter intermittent lateral tail pulse 9tail discard all failed canisters.
shake9. The intensity of the tail shake is
further aggravated by left sideslip. 3. One at a time, fill vacant positions left by
removal of failed canisters as follows:
5. Lift off and proceed to designated target.
a. Remove canister from top rack of same
6. Prior to reaching target area, remove safety pin side, forward most column, top most posi-
and place the DCU VOLCANO ARM switch tion with canister.
4-35
TM 1-1520-237-10
LAUNCHER RACK DCU
AA9413
SA
Figure 4-22. Arming Volcano System Canisters
b. Place this canister in vacant position.
c. Repeat steps a. and b. until all positions, • If launching is stopped by pressing a GA
other than those removed to fill vacant button before all mines are launched, the
positions, have canisters. launch must be restarted within 60 seconds
after stopping to prevent an error code. The
4. Canister load may be balanced out by moving VOLCANO ARM switch may also be
canisters from side with most canisters to side moved to off (down) position within 60
with fewest canisters as follows: seconds after stopping to prevent an error
code.
a. Remove canister from top rack, forward
most column, topmost row of side with
1. DCU FIRE CIRCUIT switch safety pin and
canisters.
streamer - Remove.
b. Place removed canister in top rack, rear
most column, lowest position of side with 2. DCU FIRE CIRCUIT switch - ENABLE.
fewest canisters.
3. Before reaching target, VOLCANO ARM
c. Repeat steps a. and b. above until load is switch - ARM. Verify P/F/ARMED indicates
balanced. ARMED.
4.15.5 Mine Launch.
4. Verify that the HELICOPTER DELIVERY
NOTE SPEED settings agree with the helicopter
ground speed.
• Mine launching may be started and stopped
as many times as required until all mines
have been launched.
4-36
TM 1-1520-237-10
3. Return the FIRE CIRCUIT ENABLE switch
on the DCU to the OFF position.
CAUTION
4. Toggle the POWER switch on the DCU to
OFF, then release. Ensure DCU turns off.
FIRE CIRCUIT switch must be enabled
for at least two minutes prior to mine 5. Leave the DCU turned off at least two minutes
launching. prior to system restart.
5. GA button - Press either pilot’s to start NOTE
launching mines. Press either GA button a
During cold temperature operation (less
second time to stop mine launching.
than 0°C (32°F)), the DCU should be turned
NOTE off at least five minutes prior to system
restart.
If launching is interrupted for longer than
60 seconds, the ARMED light on the ICP 6. After waiting the minimum time, toggle
will flash and error code 1 will be displayed POWER switch to on, then release. Ensure
in the DCU ERROR indicator. that the DCU displays the following sequence:
a. Error code F.
6. If launch is interrupted longer than 60 seconds,
resume launch: VOLCANO ARM switch - b. 9ON9 displayed under POWER.
Off for at least sixteen seconds.
c. All 98s9 in the remainder of the displays.
7. VOLCANO ARM switch - ARM. Verify a
d. The DCU is blank, except for the 9ON9
steady ARMED is displayed on the ICP.
message.
Launching can then be resumed.
7. Wait approximately one minute. At that time,
8. During mine launching, if an error code ap-
the DCU should display 988 889 under
pears on DCU panel that affects mission
CANISTERS REMAINING.
performance, do the following:
a. DCU FIRE CIRCUIT switch - OFF. 8. Toggle the TEST/OVERRIDE switch to
TEST, then release.
b. Safety pin and streamer assembly - Install
to FIRE CIRCUIT switch. 9. After approximately two minutes, the DCU
should display 980 809 or what was displayed
c. DCU POWER switch - OFF. upon canister installation under CANISTERS
REMAINING.
d. Return to downloading area and remove
canisters, refer to TM 9-1095-208-13&P. 10. After approximately 15 seconds, the number
under SET TIME should flash. At that time,
4.15.6 Volcano System Recycle Procedures. turn SELF DESTRUCT TIME knob to
These procedures are to be used in the event of a volcano RESET for 20 seconds.
system lockup during a tactical mission.
11. Turn SELF DESTRUCT knob to the desired
NOTE setting. Ensure that this setting is displayed
under SET TIME without any flashing.
If any error codes occur during this recycle,
return to step 1 and repeat all steps. 12. Move the FIRE CIRCUIT ENABLE switch
on DCU to ENABLE.
1. Identify error code.
13. Move the VOLCANO ARM switch on the
2. Return the VOLCANO ARM switch on the ICP to ARM, if the switch was in that position
ICP to the safe position. before restarting.
4-37
TM 1-1520-237-10
4.15.7 Partial Load Error Codes. with rack and plunger clicks out. Latch all
arming levers in safe position.
a. Three error codes can be overridden to allow mine
laying without a full load of canisters. These are: 4.15.8.3 Post Flight Checks.
(1) Error code 5 - Rack problems. This allows opera- 1. Remove canisters.
tion with less than 4 racks, if desired, for laying an ab-
breviated minefield. 2. Record all error codes overridden during mis-
sion on DA Form 2408-13-1.
(2) Error code 8 - Rack electronics error. This error
indicates one complete row of ten canisters is not avail- 3. Install launcher rack covers.
able. No other errors shall be overridden with the error
code 8 override. 4.15.9 Volcano Operation Under Unusual Condi-
tions. The volcano system is designed to operate during
(3) Error code 9 - Canister failure. Canister failures adverse weather and extreme temperature conditions.
are allowed to be overridden. Failed canister should be Operator will be required to perform additional checks
removed and remaining canisters balanced prior to mis- when operating during extreme climatic conditions.
sion.
4.15.9.1 Operating In Extreme Cold.
b. Troubleshoot all error codes overridden during mis-
sion after completion of flight and make an appropriate
entry on DA Form 2408-13-1, refer to TM 9-1095-208- CAUTION
13&P.
4.15.8 Volcano Post Mission Procedures. • Do not force launcher rack levers or
mounting pins to operate.
4.15.8.1 Post Mine Launch Check.
• Static electricity discharges may damage
DCU.
1. ICP VOLCANO ARM switch - Off (down).
NOTE
2. DCU FIRE CIRCUIT switch - OFF.
Operators wearing arctic gloves should have
3. Safety pin and streamer assembly - Install to no difficulty installing or operating the
FIRE CIRCUIT switch. volcano system.
4. DCU POWER switch - OFF. 1. Check movement of launcher rack arming and
latching levers to ensure that they do not bind.
4.15.8.2 After Landing Checks. Use warm air source to loosen if required.
2. Install launcher rack cover when dispenser is
installed, but canisters have not been loaded.
WARNING
3. Perform complete volcano operational check
Do not stand in front of rack loaded with before any mission (paragraph 4.15.2).
mine canisters. All personnel will remain
clear of the outboard side of the launcher 4. Assure all expando and/or single acting pins
racks until the arming levers are safe and have seated and spring button is out.
the jettison safety pins are installed, or
until the helicopter is shut down and 5. Check to see that launcher rack levers and
power removed. canister connectors are free of ice, snow, and
frost. Use warm air source to clean and dry as
1. Install jettison safety pins (four on each rack). necessary.
2. Push in plunger on red arming lever and push 6. Allow 10 minutes of additional warmup time
lever back until it is in safe position, parallel before using system.
4-38
TM 1-1520-237-10
7. Prior to turning on power, make sure all DCU 4. Do not bend ice covered cables until ice has
switches are free of ice, that FIRE CIRCUIT been removed with a warm air source.
switch and streamer are free of ice, and that
rotary switches move freely. Use warm air to 5. Check launcher rack canister connectors for
heat and dry sticking or stiff switches. ice. Use warm air source to melt and dry con-
nectors.
4.15.9.2 Operating In Wet, Mud, Salt Water, and
Ice Conditions. 6. Check launcher rack arming and latching
levers for ice. Use warm air source to remove
ice. Test operation of levers to assure they
have free movement.
WARNING
7. Check expando and single acting pins to
Wet and/or icy hardware may be slip- ensure that they are seated and spring button is
pery. Use extra precaution when out.
handling dispenser components. Do not
force ice covered launcher rack levers. 8. After exposure to mud or salt water, clean and
wash dispenser components immediately. If
1. During flight in icing conditions shed ice dirty, clean, wash and dry components before
particles may cause foreign object damage repackaging them into shipping containers,
(FOD) to the helicopter, especially main rotor refer to TM 9-1095-208-13&P.
and tail rotor blades and engine compressors.
Flight tests have shown that this FOD is dif- 9. When DCU cover is removed, make sure that
ficult to detect during flight. Minimizing switches are free of ice. Remove ice using
descent rates after ice has accumulated on the warm air source.
helicopter or external stores should reduce the
probability of FOD because the airflow will 10. Check DCU connectors for ice. Remove ice
carry particles aft and down away from the using warm air source.
helicopter. Normal instrument procedure
descents or approximately 100 feet per minute 11. Check DCU switch for ice. Remove ice with
(fpm) or less are preferable. During shutdown, warm air source.
crewmembers should be alert for unusual
engine noise (high pitched whine) that 12. Allow 10 minutes of additional warmup time
indicates compressor damage. The helicopter before testing and operating dispenser.
should be visually inspected prior to further
flight. 13. Perform PMCS, refer to TM 9-1095-208-
13&P.
2. Engine torque increase of up to 20% can be
expected during cruise flights in icing condi- 14. Perform complete volcano operational check
tions with the volcano system installed. before any mission (paragraph 4.15.2).
3. After flight in icing conditions with the
4.15.10 Accident Procedures.
volcano system installed, the jettison safety
pins may be difficult to install due to ice in and
around the safety pin holes. The forward
launcher rack locking levers and arming levers WARNING
may also be covered with ice making it dif-
ficult to move the arming levers to the safe
position. Use an external heater to remove ice After an accident, turn DCU power OFF,
from these areas. Do not use foreign objects to evacuate all personnel to a distance of
break ice from these areas as this may cause 2000 feet (640 meters) and notify EOD.
damage to the system.
4-39
TM 1-1520-237-10
Section III CARGO HANDLING SYSTEMS
4.16 CARGO HOOK SYSTEM. are covered by guards to prevent accidental activation.
When the cover is raised, the switch can be pressed. When
The system consists of a hook assembly (Figure 4-23) not in use, the pendant is stowed in the stowage bag at the
mounted on the lower fuselage, a control panel on the up- back of the pilot’s seat. Electrical power to operate the
per console, a normal release switch on each cyclic stick pendant is provided from the No. 2 dc primary bus through
grip, one emergency release switch on each collective stick a circuit breaker marked CARGO HOOK CONTR.
grip, and a firing key in the cabin for use by the crew
chief.The system incorporates three modes of load release, 4.16.3.1 Normal Release. Normal release of external
an electrical circuit actuated from the cockpit, a manual cargo is done by pressing the CARGO REL switch on
release worked by the crewmember through a covered either cyclic stick grip or the CARGO HOOK NORMAL
hatch in the cabin floor, and an emergency release system RLSE on the crewmember’s cargo hook pendant, after
using an electrically activated explosive charge. placing the CARGO HOOK ARMING switch to
ARMED. The HOOK ARMED advisory will appear.
4.16.1 Cargo Hook Stowage. The cargo hook shall be This informs the pilot that electrical power is applied to
maintained in the stowed position during periods of non- the control circuit; the actuation of any of the release
use. The cargo hook can be placed in a stowed position by switches will release the load. When the CARGO REL
opening the cargo hook access door in the cabin floor and switch is pressed and the release solenoid begins to move,
pulling the hook to the right and up. When the hook is in a switch closes and activates the CARGO HOOK OPEN
the stowed position, the load beam rests on a spring-loaded advisory. The load arm will swing open releasing the
latch assembly and is prevented from vibrating by a Teflon cargo. When the sling is detached from the load beam,
bumper applying downward pressure on the load beam. To spring tension on the arm will cause it to close and relatch
release the hook from its stowed position, downward pres- and the CARGO HOOK OPEN advisory disappears. The
sure is placed on the latch assembly lever retracting the normal release system is a one-shot cycle; once the
latch from beneath the cargo load beam allowing the cargo solenoid travel begins and the load arm relatches, the
hook to swing into operating position. release cycle can again be initiated. Power to operate the
normal release system is supplied from the No. 2 dc
4.16.2 Cargo Hook Control Panel. The CARGO primary bus through circuit breakers marked CARGO
HOOK control panel on the upper console consists of an HOOK CONTR and PWR.
EMERG REL NORM, OPEN, SHORT test switch, a
TEST light, CONTR CKPT or ALL station selector 4.16.3.2 Operational Check - Normal Release
switch, and an ARMING, SAFE, ARMED switch. Before Mode.
the normal release (electrical) can operate, the ARMING
switch must be at ARMED to provide electrical power to 1. C A R G O H O O K C O N T R s w i t c h - A s
the release switches. The pilot and copilot CARGO REL required. CKPT for pilot and copilot check, or
switches, on the cyclics, will release the load when the ALL for crewmember check.
CONTR switch is at CKPT or ALL. The crewmember’s
NORMAL RLSE switch will release the load when the 2. C A R G O H O O K A R M I N G s w i t c h -
CONTR switch is at ALL. The EMERG REL switch and ARMED.
TEST light permit checking the emergency release circuit
when at SHORT or OPEN. In both cases of testing, if the 3. HOOK ARMED advisory - Check that it ap-
release circuit is good, the TEST light will go on when the pears.
HOOK EMER REL switch on the pilot’s or copilot’s
collective or the EMER RLSE switch on the crewmem- 4. Place about 20 pounds downward pressure on
ber’s pendant is pressed. load beam.
4 .1 6.3 Cr ewmem b e r ’s C a r g o H o o k C ontrol 5. CARGO REL switch (pilot and copilot);
Pendant. The crewmember’s cargo hook control pendant NORMAL RLSE (crewmember) - Press and
(Figure 4-24), in the aft cabin, provides the crew chief release.
with an electrical release and jettison of an external load
when the CARGO HOOK CONTR switch is placed to 6. Load beam - Check open. CARGO HOOK
ALL. The NORMAL RLSE and EMER RLSE switches OPEN advisory - Appears.
4-40
TM 1-1520-237-10
C D
A E
A B C
EMERGENCY
RELEASE
SWITCH
HOOK CARGO HOOK
EMER REL
EMERG REL CONTR ARMING
TEST NORM CKPT SAFE
O O
RG
CA EL. P
R
E
N
SHORT ALL ARMED
CARGO HOOK CONTROL PANEL
NORMAL
RELEASE
SWITCH
COLLECTIVE STICK GRIP CYCLIC STICK GRIP
LATCH
ASSEMBLY
LEVER
BUMPER
CARGO HOOK
ACCESS DOOR
CABIN
FLOOR
T
ON
FR
CARGO LOAD
BEAM
CARGO HOOK STOWAGE AA0367_1B
SA
Figure 4-23. Cargo Hook System (Sheet 1 of 2)
4-41
TM 1-1520-237-10
2. Place about 20 pounds downward pressure on
load beam.
E
3. Manual release lever - Pull up/turn fully
COVER
MANUAL clockwise and release.
(EXPLOSIVE CARTRIDGE
RELEASE
UNDER COVER)
LEVER
4. Load beam - Check open.
5. CARGO HOOK OPEN advisory - Appears.
OPEN 6. When downward pressure is released, load
beam will close and latch.
STA
STA 343.0
363.0 7. CARGO HOOK OPEN advisory - Disap-
pears when hook closes.
KEEPER
LOAD BEAM 4.16.4 Emergency Release Circuit Tester. The
FRONT
cargo hook emergency release circuit tester marked
CARGO HOOK EMERG REL on the upper console,
contains a test light and switch. The TEST light goes on
during circuit testing to indicate the system is functioning
CARGO HOOK properly. The switch, with marked positions NORM,
OPEN, and SHORT, is normally at NORM. When the
AA0367_2A
SA
switch is placed to OPEN or SHORT and the cargo
HOOK EMER REL switch on the pilot’s or copilot’s
Figure 4-23. Cargo Hook System collective, or EMER RLSE switch on the crewmember’s
(Sheet 2 of 2) cargo hook control pendant is pressed, the circuit tester
light will go on if the circuit is good.
7. CARGO HOOK OPEN advisory - Check that 4.16.4.1 Cargo Hook Emergency Release Circuit
it disappears when hook closes. Check.
8. Repeat steps 4. through 7. for copilot and NOTE
crewmember positions.
To prevent unintentional discharge of the
4.16.3.3 Manual Release. Manual release of external cargo hook explosive cartridge, the pilot
cargo can be done from the cabin through a covered port shall call off each procedural step of the
in the floor or by ground personnel from outside the emergency release circuit test before that
helicopter with power on or off. Turning the release step is done. Station being checked shall
control on the right side of the hook clockwise causes the reply to pilot’s command.
latching mechanism to release the load beam. The load
beam will not move unless a downward pressure is exerted 1. EMERG REL TEST light - Press. Light
to cause opening. With power applied to the helicopter and should be on.
the CARGO HOOK ARMING switch at ARMED, the
CARGO HOOK OPEN advisory will appear at the start 2. Pilot’s release - Check.
of release control turning and will disappear at the end of
release control rotation. a. Short test.
(1) C A R G O H O O K E M E R G R E L
4.16.3.4 Operational Check - Manual Release switch - SHORT.
Mode.
(2) Pilot’s HOOK EMER REL switch -
1. Manual release lever spring - Installed. Check Press and hold.
that spring is straight and provides positive
pressure on the lever. (3) CARGO HOOK TEST light - On.
4-42
TM 1-1520-237-10
CARGO HOOK
NORMAL RLSE
SWITCH
NORMAL
RELEASE A
SWITCH STRAP CARGO HOOK
GUARD
O
RG
CA O K
HO PILOT SEAT
L
A
RM
NO
SE
EMERGENCY RL
RELEASE SWITCH
GUARD
EMER
RLSE
SWITCH SE R
RL ME
A
E
STA STA
343.0 363.0
CREWMEMBER’S CARGO
HOOK PENDANT STOWAGE
RIGHT SIDE
CREWMEMBER’S CARGO HOOK
CONTROL PENDANT
AA0368
SA
Figure 4-24. Crewmember’s Cargo Hook Control Pendant UH
(4) H O O K E M E R R E L s w i t c h - immediately after completing the circuit test
Release. TEST light off. check, the EMERG REL switch shall remain
at OPEN until ready for load pickup.
(5) Repeat steps (2) through (4) for
copilot’s HOOK EMER REL switch 4.16.4.2 Emergency Release.
and crewmember’s cargo hook control
pendant EMER RLSE switch. NOTE
b. Open test. When the emergency hook release has been
used and a replacement squib (explosive
(1) C A R G O H O O K E M E R G R E L cartridge) is not available, the hook cannot
switch - OPEN. be used until the explosive device is re-
placed since the hook load beam will not
(2) Pilot’s HOOK EMER REL switch - close and lock.
Press and hold.
Emergency release of an external cargo load is done by
(3) CARGO HOOK TEST light - On.
an electrically fired explosive cartridge, initiated from
(4) H O O K E M E R R E L s w i t c h - either of the collective stick grip switches marked HOOK
Release. TEST light off. EMER REL, or the crewman’s cargo hook control
pendant marked EMER RLSE. The emergency release is
(5) Repeat steps (2) through (4) for used when the electrical and manual releases are inopera-
copilot’s HOOK EMER REL switch tive, and the load must be jettisoned. With the CARGO
and crewmember’s cargo hook control HOOK EMERG REL switch at NORM, power will be
pendant EMER RLSE switch. applied to the emergency release switch. Pressing the
switch applies 28 vdc to the explosive cartridge producing
3. CARGO HOOK EMERG REL switch - a high gas pressure to drive a piston in the lock assembly,
NORM. If the cargo hook is not to be used releasing the load arm lock. The weight of the load will
4-43
TM 1-1520-237-10
cause the load arm to open. Once the emergency release is 4.16.7 Emergency Release Procedure.
used, the hook will remain open and the CARGO HOOK
OPEN advisory will appear until the explosive cartridge Pilot or copilot HOOK EMER REL or
device is replaced. When the explosive cartridge device is crewman’s control pendant EMER RLSE -
replaced: the load arm will close, the advisory will disap- Press.
pear and the emergency release mode is returned to opera-
tion. Power to operate the emergency release system is
4.16.8 Inflight Procedures.
from the dc essential bus through a circuit breaker marked
CARGO HOOK EMER.
CAUTION
4.16.5 Preflight. When cargo hook loads are to be car-
ried, checks within this paragraph and the before takeoff,
emergency release, inflight, and before landing paragraphs
apply. Cargo suspended from the cargo hook
should not be over a 30° cone angle. To
1. Cargo hook - Check condition, security, and prevent damage to the cargo hook
explosive cartridge installed. keeper, the pilot shall use extreme care to
prevent placing load pressure on the
2. Emergency release system - Check. Refer to keeper.
paragraph 4.16.4.2.
CARGO HOOK ARMING switch - As required.
3. Manual release - Check. Refer to paragraph ARMED for low altitude/low airspeed. SAFE at cruise
4.16.3.3. altitude and airspeed.
4.16.6 Before Takeoff.
4.16.9 Before Landing.
1. CARGO HOOK EMERG REL switch -
CARGO HOOK ARMING switch -
NORM.
ARMED.
2. C A R G O H O O K A R M I N G s w i t c h -
ARMED.
4-44
TM 1-1520-237-10
Section IV MISSION FLEXIBLE SYSTEMS
4.17 MISSION READINESS CIRCUIT BREAKER 4.18.1 Controls and Function. The RESCUE
PANEL. HOIST CONTROL panel has all necessary controls for
operating the hoist from the cockpit, and contains the
The mission readiness circuit breaker panel is on the system MASTER switch, controlling ON or OFF for both
No. 1 electrical junction box in the cabin and contains all cockpit and cabin. The hoist will respond to the first
required circuit breakers for mission equipment. control signal received.
4.18 RESCUE HOIST SYSTEM KIT.
NOTE
The high performance, two speed rescue hoist (Figure
4-25) is post-mounted in the cabin on the right side of the During hoist operation, over travel of the
helicopter when installed. 42305−1 The hoist system cable assembly may occur in the extended
consists of modular components that are electrically driven mode of operation after stopping hoist
and electronically controlled to provide lift capacities of operation in mid-travel. Cable over travel
300 pounds at 0 to 250 feet-per-minute and 600 pounds at should not exceed ten feet.
0 to 125 feet-per-minute. A speed mode switch at the back
CONTROL/ FUNCTION
of the rescue hoist control panel assembly on the hoist
INDICATOR
support assembly, provides a selection of either LOW
SPEED (0 to 125 feet-per-minute), or HIGH SPEED (0 BOOM switch Swings hoist boom in or out from
to 250 feet-per-minute). The hoist motor mounted at the cockpit.
top of the pole provides selectable 125 or 250 feet-per-
minute reel-in and reel-out drive of a 250-foot hoist cable. OFF Static position, removes electrical
42305−5 The hoist system consists of modular power from hoist boom positioning
components that are electrically driven and electronically motor.
controlled to provide lift capacities of 300 pounds at 0 to IN Provides power to boom motor to
275 feet-per-minute and 600 pounds at 0 to 150 feet-per- position boom inboard from
minute. The cable management system speed mode circuit cockpit.
automatically provides acceleration/deceleration to protect
the hoist against excessive G forces and loads in excess of OUT Provides power to boom motor to
300 pounds. The hoist motor mounted at the top of the position boom outboard from
pole provides 150 or 275 feet-per-minute reel-in and reel- cockpit.
out drive of a 250-foot hoist cable. A fail-safe MASTER switch Selects control point for hoist
mechanism limits the induced loading to the hoist to 1200
operation.
pounds at all times. A continuously running circulating fan
cools the hoist motor. The hoist is controlled through a OFF Disconnects all electrical power
lower console mounted RESCUE HOIST CONTROL from hoist operating controls.
panel and/or crewman’s control pendant grip in the cabin.
ON Provides power to both cockpit
A hoist cable cutter system is used to cut the hoist cable in
controls and crewman’s pendant
case of emergency, by exploding a squib-actuated cable
for hoist operation.
cutter. The cut cable then drops free of the hoist boom.
Power to operate the rescue hoist system is from the No. 2 CABLE Provides cable up or down control
dc primary bus through a circuit breaker on the mission from cockpit.
readiness circuit breaker panel marked RESQ HST
CONTROL. Power for the cable cutter system is from the OFF Static position, removes electrical
dc essential bus through a circuit breaker marked HOIST power from hoist reel motor for
CABLE SHEAR. Refer to Table 2-4 for servicing. cockpit operation.
4-45
TM 1-1520-237-10
CONTROL/ FUNCTION decelerating the cable to 67 feet-per-minute cable speed.
INDICATOR At 8 to 10 feet below the boom head, a light on the
crewman’s control pendant marked CAUTION will go on.
42305−1 Provides power to hoist reel motor The cable will again decrease speed to 12 feet-per-minute
UP to reel in cable at 125 feet-per- at 12 to 18 inches below the boom head.
minute or 250 feet-per-minute as
determined by the speed mode 4.18.3 Limit Switches. Four limit switches are actu-
switch. ated by actuation assembly cams. They are: a down all
stop that actuates when 250 feet of cable is reeled out; a
42305−5 UP Provides power to hoist reel motor
down-limit switch that actuates at 247 feet to provide
to reel in cable at 150 feet-per-
deceleration; a 10-foot caution switch that actuates when
minute or 275 feet-per-minute as
the hook is within 10 feet of the boom head or within 10
determined by the cable manage-
feet of the down limit (240 feet); and an up deceleration
ment system.
switch that actuates when the cable hook is within 12
42305−1 Provides power to hoist reel motor inches of the boom head.
DOWN to reel out cable operation from
cockpit at 250 feet-per-minute 4.18.4 Crewman’s Controls. Crewman’s controls are
only. found on the hoist control box and the crewman’s control
pendant grip. The pendant grip is connected to the control
42305−5 DOWN Provides power to hoist reel motor
box by a cable connector. Controls and indicators on the
to reel out cable operation from
hoist control box and pendant grip are as follows:
cockpit at 275 feet-per-minute
only. CONTROL/ FUNCTION
INDICATOR
SQUIB switch Selects either TEST or NORM
operation. Pendant Grip A hand-held control for use in the
cabin. Enables single handed
TEST Checks condition of CABLE control of the hoist.
SHEAR circuit through squib to
indicate circuit is complete. 42305−1 A directional and variable speed
HOIST switch switch spring loaded to center with
NORM Places squib circuit in a ready for marked positions of UP, and
fire condition. DOWN. As the switch is moved
further away from center, the hoist
IND Lights when test of CABLE
speed increases in the marked
SHEAR circuit through squib is
direction. When the switch is
good.
released, the hoist will stop.
CABLE SHEAR Controls cable cutter firing circuit.
42305−5 A directional and variable speed
switch
REEL switch switch spring loaded to center with
FIRE Directs electrical power to cable marked positions of IN, and OUT.
cutter squib for shearing hoist As the switch is moved further
cable. away from center, the hoist speed
increases in the marked direction.
SAFE Removes electrical power from When the switch is released, the
cable cutter circuit. hoist will stop.
BOOM switch 3-position switch, sprung loaded to
4.18.2 Boom Assembly Module. The boom assembly center. When switch is released,
module consists of the boom structure boom head, up-limit boom will stop moving.
switch, cable-cut device, and a cable guide, all installed in
the boom. The boom head is allowed to swivel 65° above OUT Moves boom out to deployed posi-
the boom cable and 30° from side-to-side and guide the tion.
cable to wrap or unwrap from a 30° cone angle. The upper
limits of cable control include an automatic means for
4-46
TM 1-1520-237-10
MASTER
SWITCH
A RESCUE HOIST CONTROL
CABLE SHEAR
BOOM MASTER
OFF ON
O
OUT IN F
A F FIRE
S
SQUIB H
CABLE E
UP TEST A
O R
B F
F
DOWN IND NORM
SAFE
MISSION−READY CIRCUIT
BREAKER PANEL
FR C
ON OIL LEVEL
T SIGHT GAGE
HOIST
BOOM
FIL MOTOR
WI L TO
T
FO H M CEN G
−4 R OB TE
0o OP IL R
WI F D ERA ATFOF G
G
TH RA TI D L
SH IN ON EXRASS
EL AN BE 22
L D D LO 0
ON REF W
AX ILL
T−
1
UP−LIMIT HELICOPTER
SWITCH POSITION
LEVER SWITCH
B SQUIB
KEEPER
HI
SPEED SP GH RESCUE
E LAPSED
EE TIME
MODE D HOOK
SWITCH INDICATOR
F D
L CONTROL
SPOW BOX
EE
FR D
ON HOIST
T POST
42305−1
E D C
OVERTEMP
LIGHT
10 FOOT FIL
F WARNING WI L TO
T
HO FO H M IND
LIGHT CA IST
−4 R OB ICA
0o OP IL TE
DO
OU UTIO WN
T N
WI F D ERA ATF D L
TH RA TI D EV
SH IN ON EXR EL
BO IN
OV
ER EL AN BE 22
OM TE L D D LO 0
ON REF W
MP
AX ILL
T−
UP 1
AD
D
BOOM
POSITION OI
SWITCH LL
ICS EV
SWITCH EL
HOIST
WINCH DR
POWER ON
INDICATOR CONTROL AIN
T
SWITCH ON
CABLE
O NT FR
CUT
SWITCH FR AA0370_1B
SA
Figure 4-25. Rescue Hoist Kit UH 42305−1 (Sheet 1 of 2)
4-47
TM 1-1520-237-10
MISSION−READY CIRCUIT MASTER
BREAKER PANEL SWITCH
A
RESCUE HOIST CONTROL
CABLE SHEAR
BOOM MASTER
OFF ON
O
OUT IN F
A F FIRE
S
SQUIB H
CABLE E
UP TEST A
B O R
F
F
DOWN IND NORM
SAFE
FIL
WI L TO
T BOOM
FO H M CEN
−4 R OB TE E ASSEMBLY
0o OP IL R
WI F D ERA ATFOF G
TH RA TI D L
SH IN ON EXRASS
EL AN BE 22
D
L D D LO 0
ON REF W
AX ILL
T−
1
WINCH
D ASSEMBLY
FIL
WI L TO
T
FO H M IND
−4 R OB ICA
0o OP IL TE
WI F D ERA ATF D L
TH RA TI D EV
SH IN ON EXR EL
EL AN BE 22
L D D LO 0
ON REF W
AX ILL
T−
1 PRESS TO
AD
D TEST SWITCH
OI CONTROL PANEL
LL C ASSEMBLY
EV CABLE HOOK
EL B ASSEMBLY CONTROL
DIMMING
DR PENDANT
SWITCH
AIN
T CABLE
ON CUT SWITCH AIRCRAFT
FR POSITION
SWITCH
C FR
ON
T
CAUTION /
OVERTEMP
LAMPS BOOM POSITION CONTROL PENDANT
CABLE FEET
OUT
SUPPORT ASSEMBLY CONNECTOR CABLE
OUT BOOM
REEL
SWITCH COVER
IN IN
ASSEMBLY
INTERCOMMUNICATION REACTION
SWITCH (ICS) ARM ASSEMBLY
42305−5
AA0370_2
SA
Figure 4-25. Rescue Hoist Kit UH 42305−5 (Sheet 2 of 2)
4-48
TM 1-1520-237-10
CONTROL/ FUNCTION CONTROL/ FUNCTION
INDICATOR INDICATOR
IN Moves boom in to stowed position LOW SPEED Maximum hoist speed is 150 ft. per
in cabin. minute.
CAUTION light Lights when the hoist cable is AIRCRAFT POSI- Selects correct boom direction and
within 10 feet or less of all stop TION switch stopping position. Set to position 2
limits. – 4 for UH-60 installations.
OVERTEMP light Lights when either the hoist CABLE CUT Initiates firing of cable cutting
gearbox or the hoist motor guarded switch cartridges.
temperature exceeds 280-300°F
42305−5 Tests CAUTION and OVER-
(138-149°C). The light automati-
Lamp Press to Test TEMP lamps and cable cutter
cally goes out when the
switch circuit. Pressing the switch causes
temperature drops below 250-
CAUTION and OVERTEMP
270°F (121-132°C). Whenever the
lights to go on, and CABLE
OVERTEMP light is on, the hoist
FEET will read 888.
should be allowed to cool down
until the light goes off. 42305−5 Turn switch to increase or decrease
Dimming switch CAUTION and OVERTEMP
42305−5 3-digit display showing the amount
lamp brightness.
CABLE FEET of cable extended. The optimum
CABLE FEET readout is 248 62.
NOTE 4.18.5 Cable Shear System. A cable shear feature
releases a rescue hoist load in case of an emergency. The
Limit switches shall be adjusted if system consists of a squib-actuated cable cutter, a CABLE
CABLE FEET readout is not SHEAR switch on the pilot’s control panel, a shear switch
optimal; however, the digital at the hoist assembly, and a SQUIB test circuit. The cutter
readout will not be used to may be fired by the pilot or the copilot from the SHEAR
downgrade the hoist. switch on the control panel or by the hoist operator using
Intercom trigger Located on the front of the the CABLE-CUT switch on the control box. The SQUIB
switch pendant, acts as an additional push- test circuit consists of a TEST-NORM switch and a test
to-talk switch on the crew chief’s good IND light. When the SQUIB switch is at NORM
ICS panel. and the SHEAR switch is placed to FIRE, electrical
power is sent to the dual squib for firing. The exploding
Control Panel cartridge then drives a cutter into the hoist cable and
Switches shears it. The rescue hoist cable shear feature is
42305−1 Manually controls hoist speed operational whenever power is applied to the helicopter.
Speed Mode Switch range. Once fired, a replacement cable cutter kit and cable must
be replaced. Power to operate the cable shear is provided
HIGH SPEED Maximum hoist speed is 250 ft. per from the dc essential bus through a circuit breaker marked
minute. HOIST CABLE SHEAR.
4-49
TM 1-1520-237-10
4.18.6 Operation. 2. SQUIB IND light - Check on.
3. SQUIB switch - Release to NORM. SQUIB
IND light off.
WARNING
4.18.6.3 Boom Position and Hoist Cable Control
• It is the hoist operator’s responsibility to Operational Check.
assure that the hoist cable does not
contact any portion of the aircraft. The To position the rescue hoist inboard or outboard:
rescue hoist cable must be kept clear of
all parts of the aircraft and free from 1. MASTER switch - ON.
other external obstacles when operating
the hoist. Cable abrasion during hoist 2. Hoist operator - Check power on indicator
operations can lead to cable failure. If (blue light), check to ensure that the 10-foot
cable contact or snagging occurs, inter- CAUTION light on the pendant grip is on, and
rupt hoist operations and inspect the cooling fan operating.
cable for damage in accordance with ap-
plicable procedures. If any broken wires,
unraveling, or kinks are observed, hoist- NOTE
ing operations should be discontinued
and the cable replaced. 42305−5 The Lamp Press to Test switch
will verify the serviceable condition of the
• Reeling a kinked/damaged cable into the CAUTION and OVERTEMP indicator
hoist may cause a hoist jam condition lamps and the cable cut assembly system.
when reel-out is attempted, rendering 42305−5 If the cable length meter does
hoist inoperative. not display the number 888 during the test
sequence, the cable cut circuit has a break
• If a load oscillation is not quickly
and may not function when the CABLE
stopped, it may become unmanageable.
CUT switch is engaged.
Reeling in an oscillating load will only
aggravate the motion.
3. 42305−5 Press and hold - Lamp Press to
Test switch, check the CAUTION and
The hoist operator is responsible for maintaining stabil-
OVERTEMP lights illuminate, and CABLE
ity of the hoisted load by use of hoist controls, ICS calls to
FEET displays the number 888; Release -
pilot, and physical control of cable (hand or foot). For
Lamp Press to Test switch, ensure the OVER-
minor oscillation (linear or circular swing), stop reel-in,
TEMP light extinguish, and CABLE FEET
apply hand motion to cable in direction opposite to oscil-
displays indicate cable length.
lation. For significant oscillation, stop reel-in, start reel-
out, or call for pilot to lower aircraft. All crew should
4. Check ICS switch on pendant.
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 resuming WARNING
operations. Refer to TM 1-1680-320-13&P, high
performance rescue hoist assembly.
Hands must be kept off hoist boom dur-
4.18.6.1 Preflight (if use is anticipated). ing operation to prevent hand entrap-
ment and injury.
NOTE
For preflight PMCS, refer to TM 1-1680- 5. Hoist operator - BOOM switch - OUT and
320-13&P. then IN.
4.18.6.2 Rescue Hoist Squib Circuit Test. 6. RESCUE HOIST CONTROL panel - Rotate
boom OUT; then IN, then OUT to test boom
1. SQUIB switch - Hold at TEST. operation.
4-50
TM 1-1520-237-10
7. 42305−1 Speed mode switch - HIGH
SPEED.
CAUTION
WARNING Make sure hoist cable is completely up,
to prevent cable wear between cable and
• Rescue hoist cable is stiff and abrasive. hook assembly.
Broken cable strands are sharp, therefore
leather work gloves must be worn 13. BOOM switch - Rotate boom into the stowed
whenever handling rescue hoist cables. position.
4.18.7 Stopping Procedure.
• A crewmember must reel cable out from
the boom head in line with the boom axis MASTER switch - As desired.
during the following test procedures.
Care must be taken not to pull the cable 4.19 AUXILIARY ELECTRICAL CABIN HEATER.
taut around the cable guide/roller, since (ON HELICOPTERS EQUIPPED WITH AUXILIARY
kinking of the cable might result. Avoid CABIN HEATER KIT.)
damaging cable on rough surfaces,
including the ground. A 55,000 BTU/hr electrical auxiliary cabin heater is in-
stalled in the transition section to provide an increase in
8. R E S C U E H O I S T C O N T R O L p a n e l - cabin temperature in extremely cold environments. The
CABLE switch - DOWN; lower cable hook auxiliary heater system consists of a heater control panel
and ensure the 10-foot CAUTION light on the on the lower console replacing the retransmission control
pendant grip extinguishes after the first ten feet panel when the heater kit is installed (Figure 4-26), a
of cable is reeled out. blower and electrical heater unit in the transition section, a
heater inlet port on the cabin aft bulkhead (Figure 2-5), a
9. RESCUE HOIST CONTROL panel CABLE temperature control located under the left gunner’s
switch - UP; reel in cable and observe that window, and ducting throughout the cabin. The auxiliary
cable speed slows when the 10-foot CAU- heater system is turned on from the cockpit by a switch
TION light on the pendant grip goes on (8 to marked OFF-ON-RESET on the AUX CABIN HEATER
10 feet of cable out). control panel. With both main generators operating and
AUX CABIN HEATER switch ON, the HTR ON light
10. Boom up limit actuator arm - Push up on arm on the control panel will go on indicating that power is
during reeling in to check that hoist stops run- applied through the heater control relay to the duct
ning when up limit switches are activated. temperature sensor and to the blower motor and cabin
Observe that cable slows when hook is 12 to heater elements. If a heater unit overheats, an element
18 inches from full up position. thermostat circuit will automatically open, causing the
heater to shut off. When the element cools, the AUX
11. Repeat steps 7. through 9., using control CABIN HEATER switch must be momentarily placed at
pendant assembly. Check that cable speed can RESET to restore the system. A heater outlet duct cycling
be regulated by control pendant from 0 to thermostat is also provided at the air outlet side of the
maximum speed when cable is reeled out heater. If duct temperature exceeds 82° 6 8°C, the
beyond 10 feet. temperature sensor contacts will open, temporarily inter-
rupting power to the heater elements. On decreasing
12. 42305−1 S p e e d m o d e s w i t c h - L O W temperature, the contacts will automatically reset to closed
SPEED. Repeat steps 7. through 9., using at 77° 6 8°C to restore power. A redundant duct overheat
control pendant assembly. Check that cable sensor/shutoff switch is installed next to the duct cycling
speed can be regulated by control pendant thermostat to shut off power to the heater elements if the
from 0 to 125 fpm when cable is reeled out delivered air flow temperature exceeds 99° 6 8°C due to
beyond 10 feet. heater cycling sensor failure. Sensor switch contacts reset
4-51
TM 1-1520-237-10
to prevent backflow. The extended range system does not
supply fuel directly to the engines but is used to replenish
the main tanks. Servicing of the external tanks can be done
AUX CABIN HEATER only through fueling ports on the tanks. Control of the
HTR HTR system is provided by a control panel on the lower
RESET ON INOP console. Power to operate the fuel transfer system is
ON provided from the No. 1 dc primary bus through circuit
OFF
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
(ON HELICOPTERS EQUIPPED WITH AUXILIARY CABIN HEATER) XFER CONTROL and from the No. 2 ac primary bus
through a circuit breaker marked AUX FUEL QTY on the
LOWER CONSOLE
mission readiness circuit breaker panel.
AA0400 4.21.1 External Extended Range Fuel Transfer
SA
Modes. Fuel can be transferred from external tanks to
Figure 4-26. Auxiliary Cabin Heater Control main tanks in either of two modes, AUTO MODE or
Panel MANUAL. AUTO (primary) transfers fuel automatically
after switches are manipulated. Fuel transfer will be man-
aged by the microprocessor as described in paragraph
closed on decreasing temperature. However, the cockpit
4.21.6. The pilot need only occasionally monitor the
heater panel switch must be momentarily placed at
AUXILIARY FUEL MANAGEMENT panel to ensure
RESET to restart system operation. Heated air is carried
that during AUTO MODE of fuel transfer, fuel in external
through the cabin via ducts along each side of the cabin at
tanks is decreasing as it should. The second mode of
the ceiling. Power to operate the auxiliary cabin heater
transfer is the MANUAL XFR (secondary) mode. In the
elements is provided from the No. 1 ac primary bus
MANUAL mode, the pilot may replenish main tank fuel
through the No. 1 junction box and protected by current
in any quantity or frequency desired. Transfer must be
limiters. Blower power is provided from the No. 2 ac
initiated by the pilot. The pilot must constantly monitor the
primary bus and protected by a circuit breaker marked
fuel quantity indicator in order to start and terminate
AUX HTR BLOWER. Control of both heater elements
transfer to remain within CG limits. It is possible to
and blower is provided by power from the No. 1 dc
transfer fuel from any one tank while in MANUAL mode.
primary bus through a circuit breaker marked AUX HTR
Transfer is shut off by the pilot when the external tank
CONTROL. The blower will operate with APU power on
low-level sensor signals that the tank is empty. During
and the backup hydraulic pump off. The auxiliary cabin
manual transfer, at the illumination of a tank EMPTY
heater will only operate with both generators on and the
light, immediately switch from OUTBD to INBD or to
backup hydraulic pump off.
manual transfer MODE OFF. Do not wait for the NO
FLOW light to illuminate. This will preclude air from
4.20 ROTOR BLADE DEICE KIT.
entering the fuel line and entering the main tank. At the
Refer to Chapter 2 for description and operation of the illumination of the TANK EMPTY capsule, 2.5 to 4.0
blade deice kit. gallons of fuel remain in the tank. Sloshing of the fuel will
cause frequent illumination of the TANK EMPTY light
4.21 EXTERNAL EXTENDED RANGE FUEL and NO FLOW light when the tank is in this condition.
SYSTEM KIT. ERFS The AUX FUEL caution can also appear frequently.
The external extended range fuel system (ERFS) is 4.21.2 External Extended Range Fuel System
supported by the external stores support system extending Tanks. External ERFS contains two or four tanks
horizontally from each side of the fuselage aft of the suspended from supports outboard of the fuselage. The
cockpit doors. The 230-gallon and 450-gallon jettisonable tanks contain baffles to prevent fuel sloshing. Quick-
tanks may be suspended from the vertical stores pylons disconnect valves are provided in external fuel and bleed-
(VSP). Removable fuel lines, bleed-air lines, valves, and air lines to provide seals when tanks are jettisoned or
electrical connectors are within the horizontal stores sup- removed. If tanks are not installed, cccc will be displayed
port (HSS). A tank pressurizing system, using bleed-air, in the AUX FUEL QTY POUNDS display when OUTBD
transfers fuel to the main tanks. Fuel lines carrying fuel to or INBD is selected on the rotary fuel quantity selector.
the No. 1 and No. 2 main fuel tanks contain check valves The preferred location of the external ERFS auxiliary fuel
4-52
TM 1-1520-237-10
tank is the outboard pylon. This facilitates ingress and CONTROL/ FUNCTION
egress of troops, loading of cargo, and the use of the INDICATOR
M60D door gun.
OFF Interrupts automatic or manual
4.21.3 Auxiliary Fuel Management Control Panel. transfer mode of operation.
The AUXILIARY FUEL MANAGEMENT control panel
MANUAL Provides electrical path to
(Figure 4-27) contains all controls for operating the
MANUAL XFR switch(es), which
external extended range fuel system. Controls description
allows transfer from selected
is as follows:
tank(s) until switch is moved to
CONTROL/ FUNCTION off.
INDICATOR
MANUAL XFR
FUEL XFR Controls fuel management of
external extended range system. RIGHT ON Transfers from right tank used in
PRESS conjunction with MODE switch in
MANUAL position of the pair
OUTBD ON Opens bleed-air valves to outboard selected by TANKS select switch.
tanks for pressurization. OFF Interrupts transfer operation.
Off Closes bleed-air valves to tanks. LEFT ON Transfers from left tank of the pair
INBD ON Opens bleed-air valves to inboard selected by TANKS select switch.
tanks for pressurization. OFF Interrupts transfer operation.
Off Closes bleed-air valves to tanks. AUX FUEL QTY Indicates pounds of external fuel
TANKS INBD Selects fuel transfer valves from POUNDS remaining in symmetrical pair of
inboard tanks for fuel transfer to tanks total of auxiliary tanks, self-
main tanks; deselects outboard test indication or failure codes.
valves. Displays K factors of flow meter.
TANKS OUTBD Selects fuel transfer valves from NOTE
outboard tanks for fuel transfer to
Fuel tanks selector and quantity
main tanks; deselects inboard
indicators are also used in conjunc-
valves.
tion with INCR-DECR switch
MODE Selects AUTO-OFF-MANUAL when initializing fuel quantity of
mode of fuel transfer from external tanks.
fuel tanks.
OUTBD Total pounds of fuel remaining in
AUTO Automatically transfers fuel to outboard pair of tanks.
main tanks from selected external
INBD Total pounds of fuel remaining in
tanks, until empty sensor in each
inboard pair of tanks.
tank interrupts transfer. Transfer
occurs in levels as shown under TOTAL Pounds of fuel remaining in all
fuel transfer sequence. When tanks external extended range tanks.
are empty, NO FLOW and
EMPTY lights will illuminate, and CAL Adjusts K factor of flow switch on
the AUX FUEL caution will ap- AUXILIARY FUEL MANAGE-
pear. MENT panel.
4-53
TM 1-1520-237-10
CONTROL/ FUNCTION CONTROL/ FUNCTION
INDICATOR INDICATOR
INCR switch Increases setting of digital readout VENT SENSOR Detects the presence of fuel on the
position to adjust for fuel remaining in vent thermistor.
tanks selected by fuel tank selector.
*OVFL Indicates fuel venting overboard.
DECR switch Decreases setting of digital readout
position to adjust for fuel remaining in NOTE
tanks selected by fuel tank selector.
Illumination of this capsule on the
STATUS button Resets AUX FUEL caution and Fuel Management Panel will
stores condition of NO FLOW and activate the AUX FUEL caution
EMPTY indicators. and the MASTER CAUTION.
Pushing the STATUS button will
TEST Checks display and indicator reset the NO FLOW light, AUX
lights. Performs memory check- FUEL caution, and the MASTER
sum, displays 8 sequentially in CAUTION, but does not correct
each digital display. Verifies that the no flow condition.
temperature probe is connected;
verifies that flow meter is con- FAIL Open in vent sensor line.
nected; performs trial calculation
based on a known temperature and
4.21.4 External Extended Range Fuel Quantity
flow meter input, compares it with
Indicating System. The AUX FUEL QTY POUNDS
a known good value, and displays
digital readout displays the amount of fuel remaining. Fuel
setting of fuel density switch. At
type is preset by switches in the AUXILIARY FUEL
completion of test, GOOD or error
MANAGEMENT panel. Preset can only be done when
code will be displayed (Table 4-3).
the helicopter weight is on the wheels. When measuring
DEGRADED light Error in critical function has oc- quantity, the readout is used in conjunction with the rotary
curred. Error code will be selector switch to select tank pair subtotal, or TOTAL
displayed as shown under TEST. remaining in all tanks. Fuel used is sensed from a common
Only E02 error will allow flow transmitter within the fuel line to the main tanks. This
microprocessor to clear failure amount is subtracted from the preset fuel quantity input
code and regain fuel remaining and is displayed on the digital readout as pounds remain-
information by doing two self- ing. A DEGRADED light will go on when a complete
tests. failure has occurred in the microprocessor, or an error
condition is detected by the microprocessor, or when the
EXTERNAL temperature sensor has failed. Power for the fuel quantity
subsystem is provided from the No. 2 ac primary bus
*RIGHT NO Fuel flow does not exit from through a circuit breaker marked AUX FUEL QTY, on
FLOW light selected right tank. the mission readiness circuit breaker panel.
*INBD EMPTY Right inboard tank fuel exhausted.
4.21.5 Auxiliary Fuel Management Control Panel
light
Test.
*OUTBD Right outboard tank fuel
EMPTY light exhausted. 1. TEST button - Press. Digits should display 8s,
all panel lights and DEGRADED and VENT
*LEFT NO Fuel flow does not exit from SENSOR (FAIL and OVFL) lights should il-
FLOW light selected left tank. luminate.
*INBD EMPTY Left inboard tank fuel exhausted.
light 2. TEST button - Release. Digits should display
8s in sequence from left to right three times; 5
*OUTBD Left outboard tank fuel exhausted. seconds later, display GOOD or EO failure
EMPTY code; 3 seconds later, display type fuel density,
light then fuel TOTAL.
4-54
TM 1-1520-237-10
AUXILIARY FUEL MANAGEMENT
FUEL XFR
PRESS MANUAL XFR
A OUTBD
ON
INBD
ON
TANKS
INBD
MODE
AUTO
RIGHT
ON
LEFT
ON
O
F
F
OUTBD MANUAL OFF OFF
QTY
BRIGHTNESS
EXTERNAL
RIGHT LEFT
TEST STATUS
DECR INCR
NO NO
FLOW FLOW
AUX FUEL QTY
POUNDS
INCR
INBD INBD
9990
DECR EMPTY EMPTY
VENT
SENSOR
OUTBD INBD FAIL
DEGRADED
OVFL
OUTBD OUTBD
TOTAL CAL
EMPTY EMPTY
AA0665
SA
Figure 4-27. Auxiliary Fuel Management Control Panel ERFS
3. Auxiliary fuel quantity switch - CAL. 4. INCR/DECR switch - Set calibration.
NOTE 5. Auxiliary fuel quantity switch - INBD.
CAL is the calibration value marked on the 6. INCR/DECR switch - Set inboard fuel
fuel flow transmitter. Enter the four digit quantity.
number, disregarding the numbers to the
right of the decimal point. 7. Auxiliary fuel quantity switch - OUTBD.
4-55
TM 1-1520-237-10
8. INCR/DECR switch - Set outboard fuel TOTAL TRANSFER TRANSFER
quantity. AUXILIARY START WHEN STOP WHEN
FUEL REMAIN- ONE MAIN EACH MAIN
9. Auxiliary fuel quantity switch move to ING (BASED FUEL TANK FUEL TANK
TOTAL - Check. ON JP-4 QUANTITY QUANTITY
DENSITY) LESS THAN MORE THAN
10. PRESS OUTBD and INBD switches - As
desired.
8840-7041 lbs 950 lbs 1000 lbs
4.21.6 Fuel Transfer Sequence. 7040-5001 lbs 750 lbs 1000 lbs
5000-0 lbs 600 lbs 1000 lbs
WARNING
4.21.7 External Extended Range Fuel Transfer
Check.
FUEL BOOST PUMP CONTROL
switches shall remain on during external NOTE
range fuel transfer and remain on for 10
When ambient temperature is below 4°C
minutes after PRESS switches are moved
(40°F), ESSS/ERFS shall not be turned off
to OFF. Failure to observe this warning
after transfer check has been completed to
may cause engine flameout.
avoid potential for freeze-up of the pressure
regulator.
CAUTION 1. AIR SOURCE HEAT/START switch -
ENG.
Fuel transfer sequence must be carefully 2. FUEL BOOST PUMP CONTROL switches
planned and executed in order to - Check ON.
maintain CG within limits.
Fuel transfer sequence shall be based on mission
requirement and CG limitations. Automatic transfer is WARNING
started when the proper switches are manipulated and fuel
level is as shown below and external range tanks internal FUEL BOOST PUMP CONTROL
pressure is increased enough to force fuel to the main switches shall remain on during external
tanks. Transfer will continue until the main tank signal range fuel transfer and remain on for 10
conditioner provides a signal through the microprocessor minutes after PRESS switches are moved
to stop fuel transfer. This cycle is done as required until to OFF. Failure to observe this warning
interrupted by placing the MODE switch to OFF or may cause engine flameout.
MANUAL or placing the PRESS switch OFF. Manual
transfer will be started on selection of MANUAL and ap- 3. PRESS OUTBD and INBD switches - ON for
propriate switches, and external fuel tanks are bleed-air tanks installed.
pressurized to start fuel transfer from external tank(s) to
main tanks. Transfer will continue until tanks are full. 4. Fuel quantity switch - TOTAL.
They will remain full as long as the manual mode remains
engaged. Manual transfer requires close monitoring of fuel 5. TANKS switch - OUTBD.
level to initiate and stop transfer to remain within CG
limits. The automatic transfer sequence is as follows: 6. MODE switch - MANUAL.
4-56
TM 1-1520-237-10
7. MANUAL XFR RIGHT switch - ON. 4.21.7.2 External Extended Range Fuel Transfer
In MANUAL Mode.
8. UH−60A TOTAL FUEL or UH−60L MAIN
FUEL readout - Check for increase of about If AUTO mode is inoperative, transfer in MANUAL
20 pounds. mode as follows:
9. TANKS switch - Repeat steps 7. and 8. for
INBD, if installed. CAUTION
10. MANUAL XFR RIGHT switch - OFF.
Monitor fuel transfer to remain within
11. MANUAL XFR LEFT switch - ON. CG limits and avoid asymmetric loading.
12. Repeat steps 8. and 9. for MANUAL XFR 1. AIR SOURCE HEAT/START switch -
LEFT. ENG.
13. MANUAL XFR LEFT switch - OFF. 2. FUEL BOOST PUMP CONTROL switches
- Check ON.
14. External ERFS - Set as desired.
3. PRESS OUTBD and INBD switches - ON for
4.21.7.1 External Extended Range Fuel Transfer tanks installed.
In AUTO Mode.
4. MODE switch - MANUAL.
NOTE
5. TANKS switch - OUTBD. Switch to INBD
• If either main fuel quantity is below 1,000 after outboard tanks are empty.
lbs, selecting the automatic mode may
initiate a transfer sequence. 6. MANUAL XFR switches RIGHT and LEFT
- ON.
• Allow sufficient time for tank pressurization
(approximately 10 minutes for a half full 4.21.7.3 External Extended Range Fuel Flow
230-gallon tank). Verification In Manual Mode. If extended range
without landing is required and the helicopter is not
• During transfer, periodically verify that equipped with an ERFS fuel indicating system, verify fuel
AUXILIARY FUEL MANAGEMENT flow from each tank as follows:
panel quantity is decreasing at a minimum
of 40 pounds per minute, per tank pair. Fuel NOTE
transfer rate of less than 40 pounds per
minute may indicate reduced flow from one Ensure main fuel tanks are not completely
or both tanks. full.
1. AIR SOURCE HEAT/START switch - 1. AIR SOURCE HEAT/START switch -
ENG. ENG.
2. FUEL BOOST PUMP CONTROL switches 2. FUEL BOOST PUMP CONTROL switches
- Check ON. - Check ON.
3. PRESS OUTBD and INBD switches - ON for 3. PRESS OUTBD and INBD switches - ON for
tanks installed. tanks installed.
4. MODE switch - AUTO. 4. MODE switch - MANUAL.
5. TANKS switch - OUTBD. Switch to INBD 5. TANKS switch - OUTBD. Switch to INBD
after outboard tanks are empty. after outboard tanks are empty.
4-57
TM 1-1520-237-10
6. MANUAL XFR RIGHT switch - ON. Note 4.22 EXTERNAL AUXILIARY FUEL
the rate of decrease of the AUX FUEL QTY MANAGEMENT SYSTEM. AFMS
POUNDS indicator. The normal transfer fuel
flow rate per tank should be between 20 to 38 The external ERFS is supported by the external stores
pounds per minute. support system. The 230-gallon and 450-gallon jettisonable
tanks may be suspended from the VSP. Removable fuel
7. MANUAL XFR RIGHT switch - OFF. lines, bleed-air lines, valves, and electrical connectors are
within the HSS. A tank pressurizing system, using bleed-
8. Repeat steps 6. and 7. for left tank. air, transfers fuel from the external tanks to the main tanks.
Table 4-3. Extended Range Fuel System Degraded Operation Chart ERFS
SYSTEM FAILURE CODES AND DEGRADED AUX FUEL DESCRIPTION OF DEGRADED
INDICATIONS LIGHT CAUTION OPERATION
E01 MICROPROCESSOR ERROR 1. AUTO XFR CAPABILITIES
E03 FLOWMETER DISCONNECTED REMAIN
E04 ERROR FUEL FLOW CIRCUITS ON ON 2. DEFAULTS TO CURRENT XFR
E05 ERROR FUEL FLOW SCHEDULE
COMPUTATION 3. PILOT MUST COMPUTE FUEL
E06 MEMORY ERROR USAGE
E02 TEMPERATURE SENSOR NOT 1. AUTO XFR CAPABILITIES
CONNECTED OR OUT OF RANGE REMAIN
ON ON 2. PERFORMING TWO SELF-TESTS
WILL:
a. CLEAR FAILURE CODE AND
REGAIN FUEL REMAINING
INFO
b. RESET AUX FUEL LIGHT
c. DEFAULT TO PRESELECTED
TEMP VALUE
LOSS OF DIGITAL READOUT 1. AUTO XFR CAPABILITIES
REMAIN
ON ON 2. NO FLOW AND EMPTY
MONITORING INDICATIONS
REMAIN
3. PILOT MUST COMPUTE FUEL
USAGE
LOSS OF ONE MAIN TANK LEVEL
QUANTITY SENSOR OR LOSS OF OFF OFF NO DEGRADATION
ONE SIGNAL CONDITIONER INPUT
FAILED AUX TANK EMPTY SENSOR ON-IF FUEL AUX TANK FUEL TRANSFER
PROVIDES FALSE EMPTY SIGNAL OFF TRANSFER SHUTOFF VALVE CLOSES.
SELECTED PILOT SELECTING MANUAL
MODE REOPENS VALVE.
4-58
TM 1-1520-237-10
Fuel lines carrying fuel to the No. 1 and No. 2 main fuel CONTROL/ FUNCTION
tanks contain check valves to prevent backflow. The INDICATOR
external tanks are gravity refueled only. Control of the
system is provided by an Auxiliary Fuel Management XFER FROM
Panel (AFMP) located in the center of the instrument
INBD Selects fuel transfer from inboard
panel. Dimming control for the AFMP lighting is provided
tanks.
by the cockpit INST LT NON FLT rheostat on the upper
console. Dimming control for all fuel quantity displays and OUTBD Selects fuel transfer from outboard
annunciators on the AFMP is provided by the LIGHTED tanks.
SWITCHES rheostat on the upper console only when the
caution/advisory panel is in the DIM mode. Power for the XFER MODE Selects AUTO-OFF-MAN mode
of fuel transfer from external fuel
auxiliary fuel management system is provided from the
No. 2 dc primary bus through circuit breakers marked tanks.
EXT FUEL RH and NO. 2 XFER CONTROL on the AUTO Activates automatic fuel transfer.
mission readiness circuit breaker panel.
OFF Closes all fuel transfer valves.
4.22.1 External Auxiliary Fuel Management Interrupts automatic or manual
System. This system contains two or four tanks transfer mode of operation.
suspended from supports outboard of the fuselage. The Deactivates NO FLOW indicators.
tanks contain baffles to prevent fuel sloshing. Quick- MAN Selects manual transfer mode.
disconnect valves are provided in external fuel and bleed- Activates MAN XFER switches.
air lines to provide seals when tanks are jettisoned or
removed. If tanks are not installed, the fuel quantity dis- MAN XFER
play for the removed tank is blank when the XFER
MODE is OFF. When the XFER MODE switch is in any LEFT Transfers from left inboard or
other position, the removed tank display will show NT. outboard tank.
BOTH Transfers from both left and right
4.22.2 Auxiliary Fuel Management Control Panel. inboard or outboard tanks.
The AFMP (Figure 4-28) contains all controls for operat-
ing the external ERFS. Controls description is as follows: RIGHT Transfers from right inboard or
CONTROL/ FUNCTION outboard tank.
INDICATOR AUX FUEL QTY
PRESS switch Provides control of bleed air pres- LBS
surization of auxiliary tanks. L OUTBD Pounds of fuel remaining in the
ALL Opens bleed-air valves to all in- left outboard tank to the nearest 10
stalled tanks for pressurization. lbs.
OUTBD Opens bleed-air valves to outboard L INBD Pounds of fuel remaining in the
tanks for pressurization. left inboard tank to the nearest 10
lbs.
INBD Opens bleed-air valves to inboard
tanks for pressurization. R OUTBD Pounds of fuel remaining in the
right outboard tank to the nearest
OFF Closes bleed-air valves to tanks. 10 lbs.
4-59
TM 1-1520-237-10
TEST /
AUX FUEL QTY LBS
RESET NO VENT VENT NO
FLOW FAIL OVFL FLOW
IMBAL
OUTBD INBD INBD OUTBD
EMPTY L EMPTY EMPTY R EMPTY
XFER MODE MAN XFER XFER FROM PRESS
AUTO LEFT INBD ALL
B
O OUTBD
O
F T
F H INBD
MAN RIGHT OUTBD OFF
AB0820
SA
Figure 4-28. Auxiliary Fuel Management Control Panel AFMS
CONTROL/ FUNCTION CONTROL/ FUNCTION
INDICATOR INDICATOR
R INBD Pounds of fuel remaining in the NOTE
right inboard tank to the nearest 10
lbs. v Illumination of annunciators on
the AFMP will activate the AUX
TEST/RESET On the ground (WOW) - Activates FUEL caution and MASTER
the Initiated Built-in Test (IBIT) CAUTION.
and conducts a lamp test of all
displays and indicator lights. v The NO FLOW condition must
System malfunctions are displayed exist for 5 seconds before the AUX
from left to right in the fuel FUEL caution and MASTER
quantity displays, using the error CAUTION are activated.
codes (Table 4-4). Fuel quantity
v One of these indications will oc-
displays return after the lamp test,
cur if a tank empty sensor fails (for
if no errors are identified.
Acknowledges E04 through E07 related tank).
error codes. A false EMPTY light (tank shows
Inflight (weight off quantity greater than zero).
wheels) - Resets A false NT fuel quantity indication
AUX FUEL caution (tank installed, AUTO or MAN
and MASTER mode selected).
CAUTION, but
does not correct the
condition.
4-60
TM 1-1520-237-10
CONTROL/ FUNCTION 4.22.3 External Auxiliary Fuel Management
INDICATOR Quantity Indicating System.
A false 9blank9 fuel quantity NOTE
indication (tank installed, XFER
MODE is OFF). Unmodified 230-gallon and 450-gallon
tanks are prohibited from use on helicopters
Degraded operation for the above
modified for AFMS. Crews should visually
conditions: AUTO mode is
inspect each tank identification plate to
disabled, use MAN mode.
verify that only AFMS modified tanks are
AUX FUEL QTY installed on AFMS modified helicopters.
LBS
The AUX FUEL QTY LB digital readout indicates the
*R NO FLOW No fuel flowing from right tank(s). amount of fuel in each of the installed external tanks in ten
light pound increments. A fuel probe in each of the external
*R INBD EMPTY Right inboard tank fuel exhausted. tanks sends a signal to the AFMP proportional to the fuel
light level in the tank. The level of fuel at the probe varies
significantly with tank attitude. Aircraft body pitch angle
*R OUTBD Right outboard tank fuel data from the copilot’s vertical gyro/AHRU is used by the
EMPTY light exhausted. AFMP so that the fuel quantity displayed includes com-
*L NO FLOW No fuel flowing from left tank(s). pensation for angles between 10° nose down and 1° nose
light up. E07 will result in a drop in AUX fuel quantities for
pitch down attitudes. A pitch up attitude may result in a
*L INBD EMPTY Left inboard tank fuel exhausted. slight increase. The copilot’s attitude indicator will not
light indicate OFF if the E07 error code occurs due to failure of
AFMP circuits external to the gyro. The pilot’s vertical
*L OUTBD Left outboard tank fuel exhausted.
gyro/AHRU is not connected to the AFMP and therefore
EMPTY light
not available for attitude compensation. Level flight
NOTE provides most accurate fuel quantity. A filter is
incorporated in the AFMP software to minimize fuel
v EMPTY light will only activate quantity variations due to fuel slosh during maneuvering
AUX FUEL caution and flight.
MASTER CAUTION when its
tank is selected for transfer. NOTE
v If the EMPTY light is on for • The AFMP may display fuel quantities of
more than 10 seconds and the fuel up to 150 pounds below the actual fuel
quantity display is greater than quantity per tank due to tank angle when
zero, the tank empty sensor has the helicopter is on the ground.
failed.
VENT FAIL lights Vent sensor inoperative. • A lateral imbalance is defined as any differ-
ence in fuel quantity readings between tank
*VENT OVFL Indicates when AFMS detects the pairs greater than 400 pounds. The crew
lights presence of fuel in vent line. should not wait for the illumination of the
IMBAL light to begin correcting the lateral
* IMBAL light Indicates a lateral imbalance of at
imbalance condition.
least 450 pounds between fuel
quantity indications for outboard
The AFMP has three BIT functions; power up BIT
tanks.
(PBIT), initiated BIT (IBIT), and continuous BIT (CBIT).
PBIT and IBIT are disabled in flight by the WOW
4-61
TM 1-1520-237-10
interlock. Circuits tested and related error codes are shown 4.22.4.2 Manual Mode Fuel Transfer.
in Table 4-4. PBIT is initiated when power is applied or
reapplied to the AFMP. IBIT is initiated by pressing the
TEST/RESET button for one second or more. CBIT is
activated at the completion of PBIT or IBIT and runs
WARNING
continuously.
FUEL BOOST PUMP CONTROL
NOTE switches shall remain on during external
range fuel transfer and remain on for 10
minutes after PRESS switch is moved to
The transition from APU to main generators
OFF. Failure to observe this warning
during engine runup can cause the PBIT to
may cause engine flameout.
be initiated. The AFMP will display fuel
quantities once the PBIT functions are
completed.
CAUTION
4.22.4 External Auxiliary Fuel Management
System Modes of Operation. • Monitor fuel transfer to remain within
CG limits and avoid asymmetric loading.
4.22.4.1 Automatic Mode Fuel Transfer.
• If the IMBAL indicator illuminates, the
crew should verify selection of the heavy
tank and closely monitor the fuel
WARNING quantity displays on the AFMP. No addi-
tional warnings are provided by the
AFMP or caution/advisory system if the
FUEL BOOST PUMP CONTROL crew selects the wrong tank with the
switches shall remain on during external MAN XFER switch.
range fuel transfer and remain on for 10
minutes after PRESS switch is moved to Manual transfer requires close monitoring of the main
OFF. Failure to observe this warning fuel quantity and AFMP fuel quantity displays to remain
may cause engine flameout. within CG limits and maintain lateral balance. Manual
mode is initiated by the pilot when the XFER MODE
switch is placed to MAN and external tanks are pressur-
CAUTION ized. Fuel transfer will continue as long as MAN is
selected. The NO FLOW lights will randomly flicker as
fuel is transferred until the main fuel quantity reaches ap-
Monitor fuel transfer to remain within proximately 2,300 pounds, unless the XFER MODE
CG limits and avoid asymmetric loading. switch is placed to OFF or AUTO. The NO FLOW
condition results when the tank pressurization can no
The fuel transfer sequence shall be based on mission longer add fuel to the tanks due to activation of the high-
requirements and CG limitations. Automatic transfer is level fuel shutoff valves in the main tanks. Illumination of
controlled by the AFMP sensing the No. 1 and 2 main tank the EMPTY light alerts the pilot to change tank pairs us-
fuel quantities to start and stop fuel transfer. When AUTO ing the XFER FROM switch, select another tank using
mode is selected, transfer starts when the fuel level in the MAN XFER switch, or place the XFER MODE
either main tank falls below 1,000 pounds, and the external switch to OFF. To avoid pumping air into the main tanks,
tanks are pressurized. The NO FLOW lights may flicker do not wait for the NO FLOW light to illuminate. Slosh-
upon initiation of fuel transfer. The AFMP transfers fuel ing of the fuel will cause frequent illumination of the
from both tanks selected with the XFER FROM switch EMPTY light only when the tank is selected for fuel
regardless of the position of the MAN XFER switch. Fuel transfer. Sloshing of fuel and activation of the fuel transfer
transfer stops when the UH−60A TOTAL FUEL or UH−60L valves using the XFER MODE switch can cause flicker-
MAIN FUEL quantity indicates 2,200 pounds or when the ing of the NO FLOW light; however the AUX FUEL
EMPTY light on either tank or VENT OVFL light il- caution and MASTER CAUTION will only appear if the
luminates on the AFMP. NO FLOW lights remain illuminated for more than 5
4-62
TM 1-1520-237-10
seconds. If lateral imbalance results during fuel transfer, OFF. Failure to observe this warning
the AFMP senses the imbalance and illuminates the IM- may cause engine flameout.
BAL light. The lateral imbalance can be resolved by
selecting fuel transfer from the heavy tank. The IMBAL 3. PRESS switch - As required for tanks in-
light illuminates with approximately 685-pound difference stalled.
between outboard tanks, and will remain illuminated until
the lateral imbalance is reduced below approximately 450- 4. XFER FROM switch - OUTBD.
pound difference between outboard tanks.
5. MAN XFER switch - BOTH.
4.22.5 Auxiliary Fuel Management Control Panel
Test. 6. XFER MODE switch - MAN.
1. AUX FUEL QTY digital readouts - Note cur- 7. UH−60A TOTAL FUEL or UH−60L MAIN
rent reading. FUEL readout - Check for increase of ap-
proximately 40 pounds and AUX FUEL QTY
2. TEST/RESET button - Press. All annunciators LBS decrease of 20 pounds per tank.
will light and E07 will be displayed, if test is
initiated within approximately one minute of 8. XFER FROM switch - INBD if installed.
applying ac power. If E07 appears, press
TEST/RESET again. E07 should not appear 9. UH−60A TOTAL FUEL or UH−60L MAIN
until test is finished. FUEL readout - Check for increase of ap-
proximately 40 pounds and AUX FUEL QTY
3. BIT indications - Check. Ensure the AUX LBS decrease of 20 pounds per tank.
FUEL caution does not appear. Press and
release TEST/RESET button on AFMP to 10. XFER MODE switch - OFF.
reset the AUX FUEL caution.
11. External ERFS - Set as desired.
4. PRESS switch - As desired for tanks installed.
4.22.6.1 Fuel Transfer in AUTO Mode.
4.22.6 External Auxiliary Fuel Management
System Fuel Transfer Check. NOTE
• Allow sufficient time for tank pressurization
NOTE
(approximately 10 minutes for a half full
230-gallon tank).
When ambient temperature is below 4°C
(39°F), the ERFS/AFMS PRESS switch • During transfer, periodically verify the
shall not be turned OFF after transfer check UH−60A TOTAL FUEL or UH−60L MAIN
has been completed to avoid potential FUEL quantity remains above 2,000
freeze up of the pressure regulator. pounds and the selected tank pair remains in
balance. A decrease below 2,000 pounds on
1. AIR SOURCE HEAT/START switch - t h e UH−60A T O T A L F U E L o r UH−60L
ENG. MAIN FUEL quantity display or the
generation of an imbalance in the AUTO
2. FUEL BOOST PUMP CONTROL switches mode may indicate reduced flow from one
- Check ON. or both of the external tanks selected.
1. AIR SOURCE HEAT/START switch -
WARNING ENG.
2. FUEL BOOST PUMP CONTROL switches
FUEL BOOST PUMP CONTROL - Check ON.
switches shall remain on during external
range fuel transfer and remain on for 10 3. PRESS switch - As required for tanks in-
minutes after PRESS switch is moved to stalled.
4-63
TM 1-1520-237-10
Table 4-4. Auxiliary Fuel Management System Fault Messages AFMS
SYSTEM FAILURE CODES AND/ DESCRIPTION OF
OR INDICATIONS DEGRADED OPERATIONS
E01 - AFMP microprocessor fail E01-E03 error codes displayed continuously if failure
E02 - AFMP memory fail occurs during PBIT or IBIT on the ground (WOW
E03 - AFMP display fail only).
Only MAN mode for transfer is available.
E04 - AFMP tank gaging electronics failure Error codes display during PBIT or IBIT if failure
E05 - Auxiliary tank probe (OPEN) occurs on the ground (WOW only).
E06 - Auxiliary tank probe (SHORT)
Acknowledge failure by pressing TEST/RESET
button and error code changes to the CBIT display
(---) or FP.
Manual mode only is available for the tank pair
selected. Fuel quantity must be calculated for the tank
with the failure.
(--- ) AFMP tank gaging electronics failure. (--- ) is the failure indication for error code E04 and
FP - Auxiliary tank probe circuit failure (open or FP is the failure indication for E05 and E06 during
short). CBIT on the ground or in flight or during PBIT or
NF - No tank detected. IBIT on the ground after the crew acknowledges the
error using TEST/RESET.
Manual mode only is available for the tank pair with
the failure. Fuel quantity must be calculated for the
tank with the failure.
No tank detected by system, when that tank is selected
for transfer.
E07 - AFMP memory fail May occur on the ground if IBIT is initiated within
approximately 1 minute of applying ac power to the
helicopter. Acknowledge E07 with the TEST/RESET
button.
If E07 is observed in flight or persists on the ground,
AUTO and MAN mode are available but the pitch
attitude correction defaults to a level attitude regardless
of flight condition.
4. XFER FROM switch - OUTBD, then INBD. 5. XFER MODE switch - AUTO.
4-64
TM 1-1520-237-10
4.22.6.2 Fuel Transfer in MANUAL Mode. will continue to run, which may cause it
to over-heat and fail.
CAUTION The 200-gallon CEFS tanks consist of an outer
fiberglass container, an internal crashworthy, ballistically
self-sealing bladder, and internal fuel lines and shutoff
Monitor fuel transfer to remain within valves. The bladder contains baffles to reduce fuel slosh-
CG limits and avoid asymmetric loading. ing. The CEFS tanks are installed in pairs on the inboard
or outboard HSS pylons equipped with BRU-22A launcher
If the AUTO mode is inoperative or a lateral imbalance racks. Steel braided hoses are used to connect the CEFS
greater than 400 pounds between tank pairs is identified, tanks to the pump package, in turn, to the No. 2 main fuel
transfer in the MAN mode as follows: tank. The hoses are equipped with self-sealing quick-
disconnect breakaway couplings. The pump package is
1. AIR SOURCE HEAT/START switch - mounted at STA 443, BL 0 above the No. 1 and No. 2
ENG. main fuel cells. It contains a suction pump, refuel valve,
and fuel manifold. The suction pump transfers fuel from
2. FUEL BOOST PUMP CONTROL switches the CEFS tanks to the main fuel system through the
- Check ON. number two fuel cell. The refuel valve works in conjunc-
tion with the inboard and outboard wing gate shutoff
3. PRESS switch - As required for tanks in- valves to pressure refuel or defuel the CEFS tanks.
stalled.
4. XFER FROM switch - OUTBD, then INBD. 4.23.2 Auxiliary Fuel Management Panel (AFMP).
The AFMP (Figure 4-29) contains all controls for operat-
5. MAN XFER switch - BOTH or select heavy ing the CEFS. Dimming control for the AFMP lighting is
tank to correct an imbalance. provided by the cockpit INST LT NON FLT rheostat on
the upper console. Dimming control for all fuel quantity
6. XFER MODE switch - MAN. displays and annunciators on the AFMP is provided by the
LIGHTED SWITCHES rheostat on the upper console
4.23 CRASHWORTHY EXTERNAL FUEL SYSTEM. only when the caution/advisory panel is in the DIM mode.
CEFS Power for the auxiliary fuel management system is
provided from the No. 2 dc primary bus through circuit
The Crashworthy External Fuel Systems (CEFS) is a breakers marked EXT FUEL RH and NO. 2 XFER
crashworthy, ballistically self-sealing external fuel system CONTROL on the mission readiness circuit breaker
designed to provide a safe and convenient means of panel.
increasing the range and endurance of the helicopter. The CONTROL/ FUNCTION
system features up to four jettisonable 200-gallon external INDICATOR
auxiliary fuel tanks installed on either the left and right
inboard or left and right outboard horizontal stores support PRESS switch Selects inboard, outboard, or both
(HSS) pylons on the external stores support system (ESSS) sets of CEFS external tanks to be
wings. Fuel hoses, connecting hardware, and interface pressure refueled. The PRESS
controls are also part of the CEFS. The CEFS consists of switch is only active when the
four major functional components: 200-gallon CEFS tanks, XFER MODE switch is OFF.
helicopter and ESSS wing interconnect hoses, pump pack- ALL Opens pump package refuel valve
age, and CEFS modified auxiliary fuel management and wing gate valves on all HSS
control panel (AFMP). pylons where CEFS external tanks
are installed.
4.23.1 Crashworthy External Fuel System.
OUTBD Opens pump package refuel valve
and wing gate valves on outboard
CAUTION HSS pylons where CEFS external
tanks are installed.
If CEFS tanks are empty and AFMP
mode switch is in MAN, the CEFS pump
4-65
TM 1-1520-237-10
CONTROL/ FUNCTION CONTROL/ FUNCTION
INDICATOR INDICATOR
INBD Opens pump package refuel valve R OUTBD Pounds of fuel remaining in the
and wing gate valves on inboard right outboard tank to the nearest
HSS pylons where CEFS external 10 lbs.
tanks are installed.
R INBD Pounds of fuel remaining in the
OFF Closes pump package refuel valve right inboard tank to the nearest 10
and all wing gate valves. lbs.
XFER FROM TEST/RESET On the ground (WOW) - Activates
the Initiated Built-in Test (IBIT)
INBD Selects fuel transfer from inboard
and conducts a lamp test of all
tanks.
displays and indicator lights.
OUTBD Selects fuel transfer from outboard System malfunctions are displayed
tanks. from left to right in the fuel
quantity displays, using the error
XFER MODE Selects AUTO-OFF-MAN mode codes (Table 4-5). Fuel quantity
of fuel transfer from external fuel displays return after the lamp test,
tanks. if no errors are identified.
AUTO Activates automatic fuel transfer. Acknowledges E04 through E07
error codes.
OFF Closes all fuel transfer valves.
Interrupts automatic or manual NOTE
transfer mode of operation. Allows
pressure refueling selections to be v Illumination of any of the aster-
made using the PRESS switch. isked annunciators on the AFMP
will activate the AUX FUEL cau-
MAN Selects manual transfer mode. tion and MASTER CAUTION.
Activates MAN XFER switches.
v One of these indications will oc-
MAN XFER Selects tanks to transfer from in cur if a tank empty sensor fails (for
MAN mode (switch is only active related tank):
when XFER MODE switch is in
MAN). A false NT fuel quantity indication
(tank installed, AUTO or MAN
LEFT Transfers from left inboard or mode selected).
outboard tank.
A false 9blank9 fuel quantity
BOTH Transfers from both left and right indication (tank installed, XFER
inboard or outboard tanks. MODE is OFF).
RIGHT Transfers from right inboard or Degraded operation for the above
outboard tank. conditions: AUTO mode is
disabled, use MAN mode.
AUX FUEL QTY
LBS *R INBD EMPTY Right inboard tank fuel exhausted.
light
L OUTBD Pounds of fuel remaining in the
left outboard tank to the nearest 10 *R OUTBD Right outboard tank fuel
lbs. EMPTY light exhausted.
L INBD Pounds of fuel remaining in the *L INBD EMPTY Left inboard tank fuel exhausted.
left inboard tank to the nearest 10 light
lbs.
4-66
TM 1-1520-237-10
CONTROL/ FUNCTION AFMP circuits external to the gyro. The pilot’s vertical
INDICATOR gyro is not connected to the AFMP and therefore not
available for attitude compensation. Level flight provides
*L OUTBD Left outboard tank fuel exhausted. most accurate fuel quantity. A filter is incorporated in the
EMPTY light AFMP software to minimize fuel quantity variations due to
fuel slosh during maneuvering flight.
NOTE
NOTE
v EMPTY light will only activate
AUX FUEL caution and
• The AFMP may display fuel quantities of
MASTER CAUTION when its
up to 150 pounds below the actual fuel
tank is selected for transfer.
quantity per tank due to the tank angle
v If the EMPTY light is on for when the helicopter is on the ground.
more than 10 seconds and the fuel
quantity display is greater than • A lateral imbalance is defined as any differ-
zero, the tank empty sensor has ence in fuel quantity readings between tank
failed or a wiring fault exists. pairs greater than 270 pounds in the
outboard tanks or 375 pounds in the inboard
VENT FAIL lights Vent sensor inoperative. tanks. The crew should not wait for the il-
*VENT OVFL Indicates when AFMS detects the lumination of the IMBAL light to begin
lights presence of fuel in vent line. correcting the lateral imbalance condition.
* IMBAL light Indicates a lateral imbalance of at The AFMP has three BIT functions: power up BIT
least 270 pounds for outboard (PBIT), initiated BIT (IBIT), and continuous BIT (CBIT).
tanks and 375 pounds for inboard PBIT and IBIT are disabled in flight by the WOW
tanks. interlock. Circuits tested and related error codes are shown
in Table 4-5. PBIT is initiated when power is applied or
reapplied to the AFMP. IBIT is initiated by pressing the
4.23.3 External Auxiliary Fuel Management TEST/RESET button for one second or more. CBIT is
Quantity Indicating System. activated at the completion on PBIT or IBIT and runs
continuously.
NOTE
NOTE
Unmodified 230-gallon and 450-gallon
tanks are prohibited from the use on The transition from APU to main generators
helicopters modified for AFMS. Crews during engine run-up can cause PBIT to be
should visually inspect each tank identifica- initiated. The AFMP will display fuel
tion plate to verify that only CEFS tanks or quantities once the PBIT functions are
AFMS modified tanks with CEFS adaptors completed.
are installed on CEFS modified helicopters.
4.23.4 CEFS Auxiliary Fuel Management System
The AUX FUEL QTY LB digital readout indicates the Modes of Operation.
amount of fuel in each of the installed external tanks in ten
pound increments. A fuel probe in each of the external 4.23.4.1 Automatic Mode Fuel Transfer.
tanks sends a signal to the AFMP proportional to the fuel
level in the tank. The level of fuel at the probe varies
significantly with tank attitude. Helicopter body pitch CAUTION
angle data from the copilot’s vertical gyro is used by the
AFMP so that the fuel quantity displayed includes com-
pensation for angles between 10 degrees nose down and 1 Monitor fuel transfer to remain within
degree nose up. Error code E07 (Attitude sensor input test CG limits and avoid asymmetric loading.
failure) will result in a drop in AUX fuel quantities for
pitch down attitudes. A pitch up attitude may result in a The fuel transfer sequence shall be based on mission
slight increase. The copilot’s attitude indicator will not requirements and CG limitations. Automatic transfer is
indicate OFF if the E07 error code occurs due to failure of controlled by the AFMP sensing the No. 1 and 2 main tank
4-67
TM 1-1520-237-10
AUX FUEL QTY LBS CEFS
TEST /
RESET VENT VENT
FAIL OVFL
IMBAL
OUTBD INBD INBD OUTBD
EMPTY L EMPTY EMPTY R EMPTY
XFER MODE MAN XFER XFER FROM PRESS
AUTO LEFT INBD ALL
B
O OUTBD
O
F T
F H INBD
MAN RIGHT OUTBD OFF
AB4317
SA
Figure 4-29. Auxiliary Fuel Management Control Panel CEFS
fuel quantities to start and stop fuel transfer. When AUTO advisory system if the crew selects the
mode is selected, transfer starts when the fuel level in wrong tank with the MAN XFER switch.
either main tank falls below 1,000 pounds. The AFMP
transfers fuel from both tanks selected with the XFER Manual transfer requires close monitoring of the main
FROM switch regardless of the position of the MAN fuel quantity and AFMP fuel quantity displays to remain
XFER switch (the MAN XFER switch is only active within CG limits and maintain lateral balance. Manual
when the MAN XFER switch is in MAN). Fuel transfer mode is initiated by the pilot when the XFER MODE
stops when the UH−60A TOTAL FUEL or UH−60L MAIN switch is placed to MAN. Fuel transfer will continue as
FUEL quantity indicates 2,200 pounds or when the long as MAN is selected until the main fuel quantity
EMPTY light on either tank or VENT OVFL light il- reaches approximately 2,300 pounds, unless the XFER
luminates on the AFMP. MODE switch is placed to OFF or AUTO. Illumination
of the EMPTY light alerts the pilot to change tank pairs
4.23.4.2 Manual Mode Fuel Transfer. using the XFER FROM switch, select another tank using
the MAN XFER switch, or place the XFER MODE
switch to OFF. Sloshing of the fuel may cause frequent
CAUTION illumination of the EMPTY light only when the tank is
selected for fuel transfer. If lateral imbalance results dur-
ing fuel transfer, the AFMP senses the imbalance and il-
• Monitor fuel transfer to remain within luminates the IMBAL light. The lateral imbalance can be
CG limits and avoid asymmetric loading. resolved by selecting fuel transfer from the heavy tank.
The IMBAL light illuminates with approximately 270
• If the IMBAL indicator illuminates, the
pound difference between outboard tanks or a 375 pound
crew should verify selection of the heavy
difference between the inboard tanks, and will remain il-
tank using the MAN XFER switch and
luminated until the lateral imbalance is reduced below ap-
closely monitor the fuel quantity displays
proximately a 60 pound difference between outboard tanks
on the AFMP. No additional warnings
or a 85 pound difference in the inboard tanks.
are provided by the AFMP or caution/
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TM 1-1520-237-10
Table 4-5. Auxiliary Fuel Management System Fault Messages CEFS
SYSTEM FAILURE CODES AND/ DESCRIPTION OF
OR INDICATIONS DEGRADED OPERATIONS
E01 - Microprocessor fail E01-E03 error codes displayed continuously if failure
E02 - AFMP memory fail occurs during PBIT or IBIT on the ground (WOW
E03 - AFMP display fail only).
Only MAN mode for transfer is available.
E04 - AFMP tank gaging electronics failure. Error codes display during PBIT or IBIT if failure
E05 - Auxiliary tank probe (OPEN). occurs on the ground (WOW only).
E06 - Auxiliary tank probe (SHORT).
Acknowledge failure by pressing TEST/RESET
button and error code changes to the CBIT display
(---) or FP.
Manual mode only is available for the tank pair
selected. Fuel quantity must be calculated for the tank
with the failure.
(--- ) AFMP tank gaging electronics failure. (--- ) is the failure indication for error code E04 and
FP - Auxiliary tank probe circuit failure (open or FP is the failure indication for E05 and E06 during
short). CBIT on the ground or in flight or during PBIT or
NT - No tank detected. IBIT on the ground after the crew acknowledges the
error using TEST/RESET.
AUTO mode unavailable. MAN fuel transfer only.
Fuel quantity must be calculated for the tank with the
failure.
No tank detected by system, when that tank is selected
for transfer.
E07 - Attitude sensor input test failure. May occur on the ground if IBIT is initiated within
approximately 1 minute of applying ac power to the
helicopter. Acknowledge E07 with the TEST/RESET
button.
If E07 is observed in flight or persists on the ground,
AUTO and MAN mode are available but the pitch
attitude correction defaults to a level attitude regardless
of flight condition.
4.23.5 Auxiliary Fuel Management Control Panel initiated within approximately one minute of
Test. applying ac power. If E07 appears, press
TEST/RESET again. E07 should not appear
1. AUX FUEL QTY digital readouts - Note cur- until test is finished.
rent reading.
3. BIT indications - Check. Ensure the AUX
2. TEST/RESET button - Press. All annunciators FUEL caution does not appear. Press and
will light and E07 will be displayed, if test is
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TM 1-1520-237-10
release TEST/RESET button on AFMP to If the AUTO mode is inoperative or a lateral imbalance
reset the AUX FUEL caution. (270 pounds for outboard tanks or 375 pounds for inboard
tanks) is identified, transfer in the MAN mode as follows:
4.23.6 External Auxiliary Fuel Management
System Fuel Transfer Check. 1. XFER FROM switch - OUTBD, then INBD.
1. XFER FROM switch - OUTBD. 2. MAN XFER switch - BOTH or select heavy
tank to correct an imbalance.
2. MAN XFER switch - BOTH.
3. XFER MODE switch - MAN.
3. XFER MODE switch - MAN.
4.24 EXTERNAL STORES SUPPORT SYSTEM.
4. UH−60ATOTAL FUEL or UH−60L MAIN
FUEL readout - Check for increase of ap- ESSS provides a means of carrying a variety of external
proximately 40 pounds and AUX FUEL QTY stores, including external extended range fuel tanks. The
LBS decrease of 20 pounds per tank. ESSS consists of fixed and removable provisions.
5. XFER FROM switch - INBD if installed. 4.24.1 External Stores Fixed Provisions. Fixed
provisions are: upper fuselage fixed fittings for attaching
6. UH−60A TOTAL FUEL or UH−60L MAIN
the HSS subsystem, and lower fuselage strut support fit-
FUEL readout - Check for increase of ap- tings for attaching two struts for each HSS. In addition to
proximately 40 pounds and AUX FUEL QTY exterior components, fixed provisions are: interior
LBS decrease of 20 pounds per tank. helicopter provisions, including electrical harnesses, fuel
lines, bleed-air lines, and circuit breakers.
7. XFER MODE switch - OFF.
4.23.6.1 Fuel Transfer in AUTO Mode. 4.24.2 External Stores Removable Provisions.
The external stores removable subsystem extends
NOTE horizontally from each side of the helicopter at station
301.5, buttline 42.0. Extending below each HSS are two
During transfer, periodically verify the VSPs and attaching ejector racks. The racks are used to
UH−60A TOTAL FUEL or UH−60L MAIN
attach fuel tanks or other external stores dispensers.
FUEL quantity remains above 2,000
pounds and the selected tank pair remains in 4.24.3 ESSS Side Position Lights. A position light is
balance. A decrease below 2,000 pounds on on each outboard end of HSS. Those lights use the power
t h e UH−60A T O T A L F U E L o r UH−60L source provided to operate the standard installed position
MAIN FUEL quantity display or the
lights, colors are the same. Upon installation of the HSS,
generation of an imbalance in the AUTO
the electrical connectors connected to the jumper plugs,
mode may indicate reduced flow from one
providing power for the standard position lights, are
or both of the external tanks selected.
removed and reconnected to the connectors from the HSS
position lights. Operation and power source for the ESSS
1. XFER FROM switch - OUTBD, then INBD.
position lights are the same as for the standard installed
position lights.
2. XFER MODE switch - AUTO.
4.23.6.2 Fuel Transfer in MANUAL Mode. 4.24.4 External Stores Jettison Control Panel. The
stores jettison control panel (Figure 4-30) provides the
capability of phase jettison of all external stores or sym-
CAUTION metrical jettison of fuel tanks. Interlock circuitry prevents
jettison of fuel tanks other than in pairs. Emergency jet-
tison is completely independent of the primary jettison
Monitor fuel transfer to remain within subsystem.
CG limits and avoid asymmetric loading.
4-70
TM 1-1520-237-10
CONTROL FUNCTION
EMER STORES JETTISON
JETT Rotary selector Determines which station receives
ALL JETT
INBD OUTBD switch primary jettison signal.
BOTH BOTH
OFF Prevents jettison signal from going
R R
to any stores station.
L L
OFF ALL NOTE
*If fuel tanks are connected to the
left, right, or both stores stations,
the BOTH mode of jettison is
automatically selected even if the
AA0664
SA
selector switch is at L or R.
Figure 4-30. Stores Jettison Control Panel INBD
L *Directs jettison signal to inboard
left station.
R *Directs jettison signal to inboard
WARNING right station.
BOTH Directs jettison signal to inboard
The BRU-22A/A and MAU-40/A ejector left and right stores stations.
rack CARTRIDGES are explosive
devices and must not be exposed to heat, OUTBD
stray voltage or static electricity. Refer to
TM 9-1300-206 for information concern- L *Directs jettison signal to outboard
ing handling and storage of ammunition. left station.
R *Direct jettison signal to outboard
The stores jettison control panel contains all controls right station.
for jettisoning external stores. The function of each control
is as follows: BOTH Directs jettison signal to outboard
left and right stores stations.
CONTROL FUNCTION
ALL Directs primary jettison signal to
all stores stations. Outboard stores
EMER JETT ALL Applies 28 volts from essential dc
will jettison and 1 second later
bus to all stores stations when the
inboard stores will jettison.
helicopter weight is off the wheels,
regardless of the rotary selector
switch. A 1-second time delay
permits the outboard stations to jet-
tison before the inboard stations.
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TM 1-1520-237-10
CONTROL FUNCTION 4.26 MEDICAL EVACUATION (MEDEVAC) KIT.
JETT Applies 28 volts from primary dc
bus through the rotary selector WARNING
switch to the selected stores station
if the weight is off the wheels and Use of the medevac pedestal ambulatory
the selector switch is not OFF. configuration for transport of personnel
other than patients or essential medical
personnel is prohibited.
4.24.5 Stores Jettison Control Operation.
A medevac kit consisting of a pedestal support as-
sembly and provisions for two rear-facing troop seats may
CAUTION be installed in the UH-60 helicopter (Figure 4-31) after
removing the existing troop seats. Optional medevac
configuration for troop seats: do not remove existing troop
To prevent unintentional jettison of seat configuration, crewchief/gunner and optional rear fac-
external stores when the helicopter ing troop seat (Figure 6-4). The medevac pedestal as-
weight is on the wheels, do not actuate sembly, when installed, is directly below the main trans-
any jettison switch. mission. The pedestal can be turned about a vertical axis.
Litter supports are cantilevered from the pedestal. The lit-
The jettison system provides two modes of jettisoning ter supports may be positioned to accept four to six litter
external stores, primary and emergency. The primary patients, up to six ambulatory patients or essential medical
subsystem uses the rotary selector switch and the JETT personnel, or combination thereof. The pedestal should be
toggle switch. The emergency jettison subsystem uses only positioned along the longitudinal axis of the helicopter for
the EMER JETT ALL toggle switch. Primary jettison is flight, to provide maximum crash attenuation. The pedestal
used when selective jettison is desired. The rotary switch contains restraint belts for each litter, restraint lap belts for
is used to select the stores point for release, and the JETT each ambulatory occupant, eight individually operated
toggle switch is used to actuate the release. Emergency lights for the four-man litter configuration, provisions for
jettison is used to release all external stores through one eight 1000 ml. intravenous fluid bags, and provisions for
actuation of the EMER JETT ALL toggle switch, two size D oxygen bottles. Another feature of the medevac
regardless of rotary switch position. During primary kit is a 115 vac, 60 Hz frequency converter to provide
(rotary switch ALL selected) and emergency jettison, a electrical power for use of standard hospital equipment.
1-second delay is provided after the outboard stores are On missions not requiring electrical power, the power pack
released, before the inboard stores will be released. When may be left out. The two-man rear-facing seat provisions
one pair of tanks is jettisoned in a four-tank system, cccc are in the forward portion of the cabin, and accommodate
will appear on the AUX FUEL QTY POUNDS digital standard troop seats. The four-man litter configuration al-
readout when the corresponding fuel quantity position is lows rotation of the pedestal so that the litter patients can
selected. The fuel remaining in the tanks jettisoned will be be loaded from either side of the helicopter. The six-man
subtracted from the total displayed when TOTAL is litter configuration also allows for side loading: however,
selected. Power to operate the primary jettison subsystem the pedestal must be rotated back to the locked position
is from the No. 1 dc primary bus through circuit breakers along the longitudinal axis of the helicopter after four lit-
marked ESSS JTSN INBD and OUTBD. The emergency ters are loaded. Floor restraints are then installed to the
jettison subsystem is powered from the dc essential bus cabin floor tiedown studs on both sides of the pedestal.
through circuit breakers marked ESSS JTSN INBD and The last two litters are placed on both sides of the pedestal
OUTBD. between the floor restraints and secured. Only the upper
supports are capable of being tilted for loading or unload-
4.25 RAPPELING ROPE CONNECTORS. ing of the litters. Unloading the patients is the reverse of
loading. To convert to the six-man ambulatory patient or
Rappeling rope connectors consist of four cabin ceiling essential medical personnel configuration, the upper litter
tiedown fittings. supports are folded down to accommodate three patients or
4-72
TM 1-1520-237-10
essential medical personnel seated side by side on either c. Line up end pivot shafts with holes.
side of the pedestal.The medevac pedestal ambulatory Disengage pivot shaft lever locks and
configuration provides significantly less crashworthiness move end pivot shaft lever toward
capability (energy attenuation and occupant restraint) than pedestal, until pivot shaft is fully inserted
the troop seats. into pivot shaft hole on pedestal and
handle lock is engaged.
4.26.1 Litter Support. Each litter support is attached to
the center pedestal by two end pivot shafts and by two d. Repeat step c. for other end of litter sup-
T-shaped fittings, which allows removal, interchange, or port.
repositioning of the supports. Crashload absorption works
on the deformation principal. There are five pivot shaft 2. Install upper litter support:
support holes on the right and left side of the center
console at both ends. Behind the holes are support rollers a. Prepare support. Before installation, each
for the pivot shafts. From top to bottom, the top hole is center pivot pin must be unlocked and
provisions for the upper litter in the six-litter configuration. retracted, and the handle disengaged from
The second hole is for the upper litter support of a four- its retainer. End pivot handles must be in
litter configuration. These end holes line up with a central disengaged position.
pivot shaft on the litter support. Only this litter position
allows midposition pivoting for loading or unloading. The b. Tilt outer edge of litter support slightly
third hole is for the center litter of the six-litter configura- down and engage T-bars into split reten-
tion. The fourth hole is used when installing the litter sup- tion fittings at second support hole from
port in the four-litter configuration. The third, fourth, and top of pedestal.
fifth positions do not provide a tilt function.
c. Raise outer edge of litter support until
4.26.2 Litter Lighting. Two litter lights are installed in support is level.
the pedestal at each litter. Each light contains a PUSH-
ON, PUSH-OFF switch. The positioning of those lights is d. Insert end pivot shaft into pedestal by
adjustable. Power to operate the litter lights is from the pulling on pivot shaft lever lock, and
No. 1 and No. 2 dc primary buses through circuit breakers moving lever toward pedestal until end
on the mission readiness circuit breaker panel marked NO. pivot shaft engages partway in end pivot
1 LTR LTS and NO. 2 LTR LTS. The lights are operated support hole.
from a split bus to provide one light at each litter in case
of a single dc primary bus failure. e. Position center pivot shaft lock handle
counterclockwise to horizontal.
4.26.3 Litter Support Installation. The upper litter
supports are supported by a center pivot shaft and two end f. Push center pivot shaft toward pedestal
pivot shafts, one at each end of the support. To tilt the up- until shaft is fully inserted into center
per end of the support only for loading or unloading of pivot shaft hole. Opposite end of litter
litter patients, the center shaft remains locked to the support should be raised or lowered to
pedestal and the end shafts are disengaged for support help line up center shaft on support with
pivoting. This system was designed to pivot about the center hole on pedestal.
center shaft. Although the supports may be pivoted at
either end, more effort is required when the loaded litter is g. Turn center pivot lock lever clockwise to
installed. To install the litter supports: horizontal.
1. Install lower litter support: h. Repeat step d. for other end of litter sup-
a. Before installation, each center pivot shaft port. Now slide both end pivot shafts in
must be retracted and unlocked. The fully by moving pivot lever lock handle to
center pivot shaft handle must be secured engage position.
in the handle retainer. End pivot handles
must be in disengaged position. 3. Install litter support for ambulatory patient
seating:
b. Engage T-bars on litter support with split
retention fittings at bottom of pedestal. a. Prepare support as in 2a. above.
4-73
TM 1-1520-237-10
UPPER TROOP SEATS 60 Hz FREQUENCY LITTER LIGHT CEILING LITTER RESTRAINT
SUPPORT CONVERTER (TYPICAL 8) SUPPORT BELTS (TYPICAL 8)
1
2
LITTER
3
TROOP
SEATS
TROOP SEATS
FLOOR PLATE
LITTER SUPPORT
(TYPICAL 4)
LITTER RESTRAINT
FLOOR BELT FITTING (TYPICAL 8)
SUPPORT
PLATE
END PIVOT SHAFT
LEVER (TYPICAL 8)
AA0371_1A
SA
Figure 4-31. Medevac and Seat System (Sheet 1 of 5)
4-74
TM 1-1520-237-10
PRESSURE LOWER LITTER UPPER LITTER
GAGE IV BAGS IV BAGS
FLOW OXYGEN
GAGE TANK
OXYGEN
REGULATOR
OXYGEN TANK
SHUTOFF VALVE
H4
A IC636
OXYGEN LITTER
HUMIDIFIER TIEDOWN
STRAP
ROTATION
RELEASE
LOCK HANDLE
OXYGEN TANK
RESTRAINT STRAP
CENTER
PEDESTAL
TYPICAL IV/OXYGEN TANK INSTALLATION
(SAME AS OTHER END OF PEDESTAL)
OXYGEN TANK
OXYGEN REGULATOR
OXYGEN TANK
SHUTOFF VALVE OXYGEN TANK
RESTRAINT STRAP
FLOW GAGE
PRESSURE GAGE
AA0371_2
ALTERNATE OXYGEN REGULATOR INSTALLATION SA
Figure 4-31. Medevac and Seat System (Sheet 2 of 5)
4-75
TM 1-1520-237-10
UPPER SUPPORT PIVOT HOLE LITTER FEET
(PROVISIONAL 6 LITTER) WOOD STOPS
SUPPORT RESTRAINT
SPLIT GUIDE
UPPER SUPPORT END
SHAFT HOLE (4 LITTER)
LITTER SUPPORT
TILT STOP BRACKET
GUIDE PLATE
CENTER SUPPORT
END SHAFT HOLE
(PROVISIONAL)
LITTER SUPPORT
HOLE AMBULATORY
PATIENT SEAT LOWER LITTER SUPPORT
(EMERGENCY) RESTRAINT BELT
LOWER SUPPORT END SHAFT
HOLE (4 LITTER)
LITTER PIN IN LOAD UNLOAD (TILT) POSITION
(SAME AT OTHER SIDE OF PEDESTAL)
2
AA0371_3
SA
Figure 4-31. Medevac and Seat System (Sheet 3 of 5)
b. Engage T-bar on litter pan with split pivot shaft lever toward pedestal, until
retention brackets below support tilt stop pivot shaft is fully inserted into pivot shaft
brackets. hole on pedestal and handle lock is
engaged.
c. Position litter support at second from bot-
tom litter support end pivot hole on e. Repeat step c. for other end of litter sup-
pedestal. port.
d. Line up end pivot shafts with holes. 4.26.4 Litter Support Removal. Removal of the litter
Disengage pivot shaft lever lock and move support is the reverse of installation. Before removal, any
4-76
TM 1-1520-237-10
SUPPORT STOWAGE
STRAP IN USE
LITTER SUPPORT
STOWAGE STRAP
STOWED LITTER
SUPPORT
UPPER STOWAGE
ASSEMBLY
SUPPORT STOWAGE
STRAPS STOWED
STOWAGE
ASSEMBLY
PIN
LOWER STOWAGE
ASSEMBLY
LITTER SUPPORT STOWAGE
3
AA0371_4
SA
Figure 4-31. Medevac and Seat System (Sheet 4 of 5)
4-77
TM 1-1520-237-10
LEFT SIDE SHOWN RIGHT SIDE SHOWN
STOWAGE ASSEMBLY STOWED LITTER SUPPORTS STOWED
WITH CROSS STRAPS
AB0860
SA
Figure 4-31. Medevac and Seat System (Sheet 5 of 5)
4-78
TM 1-1520-237-10
litters on the support should be removed and belts release lever about 1 inch more to compress
unlocked. If IV or oxygen is installed, make certain hoses the shaft springs, which allows the shaft to
are not tangled with supports, then proceed as required. clear the end guide and the litter support to be
lowered at the end. During the lowering,
4.26.5 Medevac Seats Installation. The seat installa- release pivot shaft lever to allow pivot shaft
tion consists of two of the troop seats that were removed spring to push shaft onto lower stop fitting.
for medevac system installation. Install required number of
seats at station 271.0. 5. Using two persons (one each side or end)
-Place litter with patient on end of upper sup-
4.26.6 Litter Loading and Unloading. Litters can be port and push litter into position. Note that lit-
loaded and unloaded laterally, directly onto the litter sup- ter feet must be trapped between wood stops
ports, from either side of the helicopter. Whenever rescue on litter support. If three or more patients are
hoist and medevac kit are installed simultaneously, the up- to be loaded, the upper supports must be
per, right litter support should be removed from the loaded first. The reverse applies to unloading.
aircraft. The lower, right support may be stowed if not
actually in use. The lower right litter support shall be in- 6. To tilt upper litter support end, pull shaft lever
stalled in the lowest position and used when transporting lock and move lever away from pedestal at
more than two litter patients or when conducting hoist support end which is being raised. Pivot litter
operations with a stokes litter. Loading of a stokes litter support to level position until pivot shaft holes
patient may be facilitated by rotating the litter pedestal are lined up with pivot shafts. Move levers
approximately 30° from the fly position. When returning toward pedestal until shaft is fully inserted into
the pedestal to the fly position the aft right corner of the shaft holes and handle locks are engaged.
litter support must be lifted to prevent interference with the
lower hoist mount bracket. To load and unload litter 7. Lower litters - Using two persons (one each
patients, assuming the medevac kit is in the flight position side or end) place litter with patient on end of
(litters along longitudinal axis), do this: support and push litter into position. Note that
litter feet must be trapped between wood stops
1. Both cabin doors - Open. on litter support.
2. Pedestal rotation lock release handle - Pull 8. Litter straps - Extend straps (on pedestal) and
handle and turn pedestal clockwise 90° engage in buckle on litter supports. Pull straps
(viewed from above). On helicopters with out uniformly to engage; partial pulling will
extended external range fuel tanks installed, require complete retraction of the belt to
the pedestal will rotate only 60° from center disengage belt lock.
line for loading litter patients.
9. Pedestal rotation lock handle - Pull and turn
3. Release lock handle while turning pedestal. pedestal counterclockwise 90° (viewed from
Pedestal will automatically lock in a lateral above) into flight position (longitudinal axis),
position for loading and unloading. and release handle.
4. Release both litter support end pivot shaft on 10. Cabin doors - Close.
upper litters. Disengage pivot lever locks and
move levers away from pedestal. Hold support 11. Unloading is reverse of loading after litter
with opposite hand. Release lever. End pivot straps are removed and oxygen and IV tubes
shafts should rest on fitting at hole. Litter sup- are checked to make certain tangling will not
port is now ready to be loaded from either occur with litter or support.
side. Select side desired. Move end pivot
4-79
TM 1-1520-237-10
4.26.7 IV Bags and Oxygen Tanks Installation. position against the pedestal end. Two brackets are
provided for each litter support. The top support must be
stowed first, then the lower support. For reinstallation the
CAUTION sequence is reversed.
1. Lower the stowage support arm to the hori-
The pilot must be advised when oxygen is zontal position and insert the support arm
on board, its use must be per the Surgeon stowage pin through the support arm and into
General’s directives, and must have the center pedestal.
oxygen regulators attached.
NOTE
Provisions for IV bags and oxygen tanks are on the top
of the pedestal at each end. Four IV bags may be attached
Improper positioning of the support arm
to each IV/oxygen assembly. IV bag hooks at the outer
stowage pin reduces the holding capability
end of the assembly are used for the lower litters and the
of the support arm, which may cause the
inner hooks are used for the upper litters. Eyelets at the top
support arm to shear its pivot bolt during a
of the bag are placed on the IV hooks and the bags are
hard landing or aircraft mishap.
hung downward. To prevent damage to IV bags, check
clearance between transmission drip pan drain tube clamps
2. Place the litter pan in the stowed position, with
and installed IV bags. Flow adjustment and replacement
the top of the litter pan against the center
will be done by the medical attendant. Oxygen tanks are
pedestal and the pivot support arm properly
inserted into the assembly, bottom first. A restraint strap is
stowed.
provided to prevent the tank from falling out during
normal maneuvering during flight. The strap is placed
3. Secure the litter pan to the center pedestal by
across the regulator in a manner and routed as shown in
routing the opposite side web strap around the
Figure 4-31, to prevent the restraint strap from slipping.
upper portion of the litter pan handle. Secure
The strap ends are attached and drawn tight to keep the
the metal clasp to the metal ring and tighten
tank secure.
the web strap. (Use of the opposite side web
4.26.8 Litter Support Stowage. strap will reduce excess movement of the litter
pan while stowed).
4. If only one upper litter pan is to be stowed, as
WARNING in step 3, additional security may be added by
routing the same side web strap around the
Storage of the litter support in the upper lower portion of the litter pan handle and
level stowed position can be dangerous fastening the web strap.
during a crash sequence due to the
release of the litter support from the
carousel. Advise storage in this manner CAUTION
be avoided. Maintain this litter support
in the installed position or place in the
back of the carousel in the ambulatory Do not store equipment between the
level if there are no occupants along the stowed litter pan and the center pedestal.
aft bulkhead (Row 5).
5. The lower litter pan will be stowed in the same
The litter supports may be stowed along the center manner as in steps 1 through 3. The same side
pedestal on each side, one above the other. Stowage web strap may be used to secure the lower
brackets at each end of the pedestal provide lower support portion of the litter pan as in step 4 if only one
of the supports, and prevent the supports from moving lower litter is to be stowed.
away from the pedestal. Web straps attached to rings are
used to hold the upper ends of the supports to the pedestal. 6. Removal of stowed litter pans is accomplished
Pins are used to hold the stowage brackets in a stowed in the reverse order of steps 1 through 4.
4-80
TM 1-1520-237-10
4.27 APU INLET PARTICLE SEPARATOR (IPS) restoring helicopter to standard
KIT (HELICOPTERS WITH IPS KIT INSTALLED). configuration prior to next flight.
The APU IPS Kit provides APU inlet air filtration via a • Cockpit entry/exit paths are partially
centrifugal particle separator unit. The separator is attached restricted by the main skis making
to the APU radial inlet housing and provides for collection cockpit entry/exit slightly more difficult.
and overboard exhausting of scavenge particles. The pas- Additionally, the cabin entry/exit doors
sive separator operation employs APU bleed air to drive an are partially restricted making the
ejector pump used for particle scavenging. The IPS kit is loading/unloading of cargo slightly more
designed to be physically compatible with both HIRSS and difficult.
non-HIRSS helicopters with the T-62T-40-1 series 200/
300 APU installations only. The kit consists of three NOTE
categories of removable components:
The hinged main gear ski shall only be used
a. Air particle separator assembly. on the right landing gear of helicopters
equipped with rescue hoists. The hinged ski
b. APU modification kit - Parts required to modify the is equipped with a retraction cable. This
APU to accept the separator assembly. cable may be removed if it interferes with
the hoist, or other equipment, and alterna-
c. Airframe provisions - Parts required to install the tive retraction methods, such as a gaff, may
separator assembly and provide bleed air supply and be used.
scavenge exhaust provisions.
The skis are designed to keep the aircraft from becom-
4.28 LANDING GEAR SKI KIT. ing immobile when operating on snow and tundra. The ski
kit consists of a fixed penetration wheel ski on each main
landing gear and the tail wheel (Figure 4-32). The wheels
CAUTION penetrate through the ski for operation on hard surfaces.
There is a full swivel spring mounted tailwheel on the aft
of each main landing gear ski and a stationary tail wheel
• Installation of skis requires removal of on the aft of the tailwheel ski to protect the ski during
landing gear wire cutters and severely ground operation. Landing gear skis are attached to the
degrades the helicopter wire strike landing gear axle. The skis have spring cylinders and
capability. Upon removal of skis, wire check cables to retain the ski in a 5° nose-up attitude dur-
strike hardware shall be reinstalled, ing flight.
4-81
TM 1-1520-237-10
A B
A B
CHECK CABLE
HOLDS SKI
IN FLIGHT
POSITION
SPRING CYLINDER
SPRING
CYLINDER
SKI ASSEMBLY
TAIL LANDING GEAR AND SKI
SKI ASSEMBLY
FULL SWIVEL
TAIL WHEEL
MAIN LANDING GEAR AND SKI
FT0273A
SA
Figure 4-32. Landing Gear Ski Configuration
4-82
TM 1-1520-237-10
Section V AIR WARRIOR
4.29 MICROCLIMATE COOLING SYSTEM (MCS). 4.29.1.3 Bypass Control Assembly (BCA). The
MCS has a bypass control assembly that utilizes an
The MCS provides the aircrew members a means to automatic bypass to allow fluid to be circulated and cooled
help maintain a lower body temperature while conducting prior to connecting to the MCG. The BCA is ap-
missions in Mission Oriented Protective Posture (MOPP) proximately 2 inches wide x 3 inches long x 1 inch high
IV or during hot-weather operations. and weighs approximately 0.25 lb. The MCU control knob
is a rotary knob that is mounted on the BCA to allow the
4.29.1 MCS Components. The MCS consists of the aircrew members to adjust fluid temperature from the
Microclimate Cooling Unit (MCU), umbilical cable as- MCU. The BCA contains an automatic bypass valve which
sembly (hose assemblies and bypass control assembly) permits liquid pre-cooling and also provides pressure relief
with temperature controls, and Microclimate Cooling Gar- to protect the MCG from over pressurization.
ment (MCG). The components (Figure 4-33) connect
together to provide a complete system to allow cooled 4.29.1.4 Liquid-Quick Disconnect (L-QDC). The
fluid to circulate through the MCG and provide lower body L-QDC serves as an interface between hoses from the
core temperatures for aircrew members. BCA to the MCG. The L-QDC is comprised of two
segments: aircraft-retained and aviator-retained. The
4.29.1.1 Microclimate Cooling Unit (MCU). The aviator-retained portion of the L-QDC protrudes ap-
MCU (Figure 4-34) provides chilled liquid which is proximately 6 inches outside the aviator’s outer garment.
pumped through assemblies to the aircrew member’s MCG The aircraft-retained portion of the L-QDC is attached, via
where metabolic heat is transferred from the aircrew hoses, to the BCA. The connection of the L-QDC halves
member’s body to the circulating fluid. The warmed fluid allows the cooling fluid to flow from the MCU to the
is then pumped back to the MCU where heat is rejected to MCG. The L-QDC serves as a disconnect point for normal
the ambient environment. The MCU is a vapor compres- egress and hands-free breakaway for emergency egress.
sion cooling unit using R-134a as a refrigerant. The MCU The force required for emergency egress does not exceed
provides 320 to 330 watts of cooling for each aircrew 25 lbs. The L-QDC (Figure 4-35) is approximately 3
member. The MCU delivers cooled fluid at approximately inches long x 2 inches wide x 0.75 inch high and weighs
60°F to 72°F depending on the temperature of the external 0.25 lb.
environment. The MCU is approximately 7 inches wide x
11 inches long x 6 inches high and weighs approximately
4.29.1.5 Microclimate Cooling Garment (MCG).
13 lbs and is secured to a mounting tray located in the
The MCG is a vest that is worn by aircrew members to
cabin of the helicopter. The MCU is powered from +28
provide cooling to the body. The MCG consists of over
VDC source and requires 6-10 amps continuous and 12
100 feet of 5⁄32 outside diameter (OD) plasticized Polyvinyl
amps peak.
Chloride (PVC) tubing laminated between two layers of
cotton fabric. The MCG is worn against the skin and has
4.29.1.2 Hose Assembly. The hose (Figure 4-35) used
one or more pass-through devices incorporated into the
to route the fluid from the MCU to the aircrew member is
7 ⁄ 16 inch tygon tubing. There are two (cooled fluid) hose other clothing items to accommodate the supply/return
lines connected to the aircrew member, one is for garment hoses that feed the MCG. Since the MCS is a closed-loop
supply (S) flow and the other is for garment return (R) liquid circulating system, the effectiveness of the system
(warm fluid). The hose is encased in insulation with fit- depends on efficient transfer of heat between the aircrew
tings on each end to connect the MCU, Liquid-Quick member’s skin and the fluid circulating through the small-
Disconnect (L-QDC), Bypass Control Assembly (BCA), diameter tubes in the MCG.
and MCG. The hose assembly with insulation is ap-
proximately 2 inches in diameter and weighs ap- 4.29.1.6 Circuit Breakers. Power for the MCUs is
proximately 0.3 lbs per foot (excluding liquid). The hose provided from the No. 2 dc primary bus through circuit
assembly has a jacket on the outside of the insulation to breakers marked PILOT, CREW 1, COPILOT, and
provide protection from the helicopter environment in the CREW 2 on the mission readiness circuit breaker panel
hose assembly and routed from the MCU to the BCA. (Figure 2-20).
4-83
TM 1-1520-237-10
POWER
CONTROLS
COOLING COOLING
HOSE ASSEMBLY HOSE ASSEMBLY
SUPPLY
RETURN
BCA
L-QDC
(AIRCRAFT)
MCU
L-QDC
(AVIATOR)
SUPPLY
RETURN
MCG
AB3508
SA
Figure 4-33. MCS Functional Diagram
4.29.2 MCS Operation. be reset by cycling the BCA MCU control
knob to OFF and then back to the desired
4.29.2.1 Normal Operation. operating setting.
Upon entering the helicopter, the aircrew member at-
CAUTION taches the MCG cooling hose L-QDC to the mating con-
nector on the end of the umbilical cable assembly. After
the MCG is connected to the MCU, the temperature may
Ensure that the mask blowers are
be adjusted for the desired cooling level by turning the
disconnected and position the BCA MCU
BCA MCU control knob. The BCA MCU control knob
control knobs to OFF prior to switching
has incremental detented positions OFF, 1-9, and FULL.
from main power to APU power.
The higher the number selected, the greater the cooling
NOTE power delivered to the MCG. Under normal shutdown
conditions, turn the BCA MCU control knob to OFF and
• To avoid heat discomfort, turn the MCU on disconnect the suit portion of L-QDC from the umbilical
and allow to run for approximately 2-3 cable before exiting the helicopter.
minutes before attaching the suit (MCG)
side of the L-QDC to the MCU. This will 4.29.2.2 Normal Egress.
cause circulation of coolant through the
bypass to the MCU to reduce coolant
temperature prior to coolant circulation CAUTION
within the MCG. Check umbilical hose as-
semblies for coolant leaks.
• The MCU may cycle off if the helicopter is Failure to use the manual release on the
flown close to radar emitters. The unit can L-QDC may cause damage to connectors.
4-84
TM 1-1520-237-10
MCU
MOUNT
TRAY
AB3505
SA
Figure 4-34. Microclimate Cooling Unit
Prior to normal egress from the helicopter, hold the air- The umbilical will detach (breakaway) at the L-QDC with
frame side electrical disconnector firmly in one hand and a moderate (5-20 lbs) application of force.
press the L-QDC button.
4.29.2.3 Emergency Egress. In the event of an
emergency egress, the following procedure is
recommended: Exit the helicopter as quickly as possible.
4-85
TM 1-1520-237-10
LIQUID QUICK DISCONNECT
BYPASS CONTROL
ASSEMBLY
TEMPERATURE CONTROL
CONNECTOR
MICROCLIMATE COOLING
HOSE ASSEMBLY
METALLIC ELBOW
FITTINGS
AB3510
SA
Figure 4-35. Hose Assembly
4.30 MASK BLOWER. common to lower temperatures. Operation and
maintenance of the M45 Mask, Chemical and Biological
NOTE can be found in TM 3-4240-341-10 and TM 3-4240-341-
20&P. Use of the M45 mask blower with the M45 mask
Failure of the mask blower is not criteria for (Figure 4-36) can be found in Air Warrior TM 1-1680-
mission abort. 377-13&P.
Mate the blower connector to the blower power wire 4.30.1 Power Distribution Box (PDB). The PDB is
connector. There is not an on/off switch on the blower, so installed on the bottom of the copilot’s stowage box
if helicopter power is active, the blower will operate behind the copilot’s seat (Figure 4-37). The PDB provides
normally. The blower power wire is normally run concur- power for the mask blowers through the Quick Disconnect
rent with the ICS cord using plastic wire ties every 8 to 12 Wiring Assembly (QDWA). Plug in jacks for the pilot,
inches. If the blower or its power source fails, the mask copilot, and crewmembers plug into the mask blowers. The
still provides protection. The blower provides two primary PDB draws power from the No. 2 DC primary bus and is
functions to the user, one being to relieve the psychologi- protected by the pilot’s and copilot’s mask circuit breaker
cal isolation effects of MOPP IV gear, the other to defog located on the No. 2 circuit breaker panel (Figure 2-20).
the mask under certain atmospheric conditions, usually
4-86
TM 1-1520-237-10
M45 MASK
NO. 2 DC BUS
DC MASK BLOWER
PDB POWER
AB3507
SA
Figure 4-36. Mask Blower System
4-87
TM 1-1520-237-10
LBL
20.7
STOWAGE BOX
ASSEMBLY
U
P
WL INBRD
220
J1
NUTS
SCREWS
WASHERS
POWER
DISTRIBUTION
BOX GROUND
WIRE
AB3506
SA
Figure 4-37. Power Distribution Box Location
4-88
TM 1-1520-237-10
CHAPTER 5
OPERATING LIMITS AND RESTRICTIONS
Section I GENERAL
5.1 PURPOSE. restrictions for UH-60L helicopters 96-
26723 and 97-26744 and subsequent.
This chapter identifies or refers to all important operat-
ing limits and restrictions that shall be observed during 5.3 EXCEEDING OPERATIONAL LIMITS.
ground and flight operations.
Any time an operational limit is exceeded, an appropri-
5.2 GENERAL. ate entry shall be made on DA Form 2408-13-1. Entry
shall state what limit or limits were exceeded, range, time
The operating limitations set forth in this chapter are beyond limits, and any additional data that would aid
the direct results of design analysis, tests, and operating maintenance personnel in the maintenance action that may
experiences. Compliance with these limits will allow the be required. The helicopter shall not be flown until correc-
pilot to safely perform the assigned missions and to derive tive action is taken.
maximum use from the helicopter.
5.4 MINIMUM CREW REQUIREMENTS.
NOTE
• See current Interim Statement of Airworthi- The minimum crew required to fly the helicopter is two
ness Qualification for operating limits and pilots. Additional crewmembers, as required, will be added
restrictions for EH-60A helicopters. at the discretion of the commander, in accordance with
pertinent Department of the Army regulations.
• See current Interim Statement of Airworthi-
ness Qualification for operating limits and
5-1
TM 1-1520-237-10
Section II SYSTEM LIMITS
5.5 INSTRUMENT MARKING COLOR CODES. 5.6.2 Rotor Speed Limitations. Power off (autorota-
tion) rotor speeds up to 120% RPM R are authorized for
NOTE use by maintenance test flight pilots during autorotational
RPM checks.
• Instrument marking color codes may differ 5.7 MAIN TRANSMISSION MODULE
from actual limits. LIMITATIONS.
a. Oil pressure should remain steady during steady state
• The appropriate digital readout shall be
forward flight or in level hover. Momentary fluctuations in
used as the primary source of indication as
oil pressure may occur during transient maneuvers (i.e.
individual VIDS approaches a limit.
hovering in gusty wind conditions), or when flying with
pitch attitudes above +6°. These types of oil pressure
Operating limitations are shown as side arrows or
fluctuations are acceptable, even when oil pressure drops
colored strips on the instrument faceplate of engine, flight
into the yellow range (below 30 psi). Oil pressure should
and utility system instruments (Figures 5-1 and 5-2).
remain steady and should be in the 45 to 55 psi range for
Those readings are shown by ascending and descending
the UH-60A/EH-60A, and 45 to 60 psi range for the UH-
columns of multicolor lights (red, yellow, and green)
60L, to ensure that when fluctuations occur, they remain in
measured against vertical scales. RED markings indicate
the acceptable range as defined above. If oil pressure is not
the limit above or below which continued operation is
steady during steady state forward flight or in a level
likely to cause damage or shorten component life. GREEN
hover, or if oil pressure is steady but under 45 psi, make
markings indicate the safe or normal range of operation.
an entry on DA Form 2408-13-1. Sudden pressure drop
YELLOW markings indicate the range when special atten-
(more than 10 psi) without fluctuation requires an entry on
tion should be given to the operation covered by the
DA Form 2408-13-1.
instrument.
b. A demand for maximum power from engines with
5.6 ROTOR LIMITATIONS. different engine torque factors (ETF) will cause a torque
split when the low ETF engine reaches TGT limiting. This
It is not abnormal to observe a % RPM 1 and 2 speed
torque split is normal. Under these circumstances, the high
split during autorotational descent when the engines are
power engine may exceed the dual engine limit. (Example:
fully decoupled from the main rotor. A speed increase of
#1 TRQ = 96% at TGT limiting, #2 TRQ is allowed to go
one engine from 100% reference to 103% maximum can
up to 104%. Total helicopter torque = (96%+104%)/2 =
be expected. During power recovery, it is normal for the
100%.
engine operating above 100% RPM to lead the other
engine. Refer to Figure 5-1 for limitations.
c. With transmission oil temperature operation in the
precautionary range, an entry should be made on DA Form
5.6.1 Rotor Start and Stop Limits. Maximum wind
2408-13-1 except when hovering in adverse conditions
velocity for rotor start or stop is 45 knots from any direc-
described in Chapter 8 Desert and Hot Weather Opera-
tion.
tions.
5-2
TM 1-1520-237-10
MAIN ROTOR % RPM MAIN ROTOR % RPM R
OVERSPEED TEST RTR OVERSPEED
* ** *** POWER ON
* 127%
1 R 2 TRANSIENT 101% − 107%
** 130 130
137%
CONTINUOUS 95% − 101%
120 120
*** 142%
TRANSIENT 91% − 95%
110 110
ENGINE % RPM 1−2
105 105
12−SECOND 105% − 107% POWER OFF (AUTOROTATION)
TRANSIENT 100 100
MAXIMUM 110%
TRANSIENT 101% − 105% 95 95
TRANSIENT 105% − 110%
CONTINUOUS 95% − 101% 90 90
70 70 NORMAL 90% − 105%
TRANSIENT 91% − 95%
30 30
0 0
AVOID OPERATIONS IN 20% − 40% 1 R 2
AND 60% − 90% RANGE EXCEPT
DURING START AND SHUTDOWN
FUEL
QTY
LB X 100
14
FUEL QUANTITY 12
10
UH60A EH
8
NORMAL 200 − 1500 LBS 6
4
PRECAUTIONARY 0 − 200 LBS
2
0
1 2
TOTAL
FUEL
FUEL
FUEL QUANTITY QTY
LB X 100
UH−60L H−60A+ 14
12
10
NORMAL 200 − 1500 LBS
8
PRECAUTIONARY 0 − 200 LBS 6
LEGEND 2
0
RED 1 2
YELLOW
GREEN
MAIN
DIGITAL READOUT FUEL
AA0034
SA
Figure 5-1. Instrument Markings (Sheet 1 of 2)
5-3
TM 1-1520-237-10
0
20
250 S
T D
10
50 STAB
POS 0
A E
B G KIAS
10 LIMIT
O 20
200 F
F 30 0o 150
KNOTS 40 10o 100
DEG
100 DN
20o
30o
80
60
150 40o 45
AIRSPEED
MAXIMUM 193 KNOTS
REFER TO SECTION V FOR
ADDITIONAL AIRSPEED
LIMITATIONS AA8670_2A
SA
Figure 5-1. Instrument Markings (Sheet 2 of 2)
5-4
TM 1-1520-237-10
Ng
SPEED
% X 10 ENGINE Ng
11
700 701C 701D / CC
10
9
12−SECOND 102% − 105%
8 TRANSIENT
7
30−MINUTE 99% − 102%
LIMIT
4 CONTINUOUS 0 − 99%
0
1 2
Ng
701C 701D / CC
ENG OIL
TEMP PRESS
O
C X 10 PSI
18 170
ENGINE OIL ENGINE OIL
TEMPERATURE PRESSURE
14
120
100
12
30−MINUTE LIMIT 135 − 150OC 90 5−MINUTE 100 − 120 PSI
LIMIT
CONTINUOUS − 50 − 135 C O 10
70
NORMAL OPERATION 26 − 100 PSI
8
50
IDLE 22 − 26 PSI
4 30
0
20
−4
12
1 2 1 2
700
ENG OIL
TEMP PRESS
C X 10 PSI X 10
ENGINE OIL ENGINE OIL
TEMPERATURE 18 13 PRESSURE
11
14 9
30−MINUTE LIMIT 135 − 150OC
CONTINUOUS −50 − 135OC 12 8
CONTINUOUS 20 − 100
10 7 PSI*
LEGEND 8 6 * 35 PSI MINIMUM AT 90% Ng AND ABOVE
RED 5
4
YELLOW
4
GREEN 0
3
DIGITAL 2
READOUT −4 AA0148
1
1 2 1 2 SA
Figure 5-2. Instrument Markings (Sheet 1 of 3)
5-5
TM 1-1520-237-10
700
TGT % TRQ
TEMP TURBINE GAS
O
C X 100 TEMPERATURE ENGINE % TRQ
9
1 2
8 140 140
12−SECOND 850 − 886OC 120 120
7 10−SECOND
TRANSIENT
100 100 TRANSIENT
6 DUAL−ENGINE 100% − 125%
80 80 SINGLE−ENGINE 110% − 135%
5 START ABORT 850OC
LIMIT 60 60
CONTINUOUS 0% − 110%
4
40 40 SINGLE−ENGINE
ONLY
2 20 20
30−MINUTE 775 − 850OC
LIMIT 0 0
CONTINUOUS 0% − 100%
0 DUAL−ENGINE
1 2
1 2
NORMAL 0 − 775OC
TGT
701C 701D / CC
TURBINE GAS ENGINE % TRQ
TGT % TRQ
TEMPERATURE 10−SECOND TRANSIENT
TEMP
O
C X 100
9 12−SECOND 903 − 949OC 1 2
TRANSIENT DUAL−ENGINE
8 140 140
ABOVE 80 KIAS 100% − 144%
7 2.5−MINUTES 878 − 903OC 120 120 80 KIAS OR BELOW 120% − 144%
TRANSIENT
6 (CONTINGENCY 100 100
POWER) SINGLE−ENGINE 135% − 144%
80 80
5
O
START ABORT LIMIT 851 C 60 60
4 CONTINUOUS
10−MINUTE 851 − 878OC 40 40
2 LIMIT SINGLE−ENGINE 0% − 135%
20 20
0 30−MINUTE 810 − 851 C O
DUAL−ENGINE
1 2 0 0
LIMIT 1 2 ABOVE 80 KIAS 0% − 100%
AT OR BELOW 80 KIAS 0% − 120%
NORMAL 0 − 810 C
O
TGT
LEGEND
NOTE
RED
HELICOPTERS PRIOR TO S / N 91−26354 THAT
YELLOW ARE NOT EQUIPPED WITH IMPROVED MAIN
ROTOR FLIGHT CONTROLS ARE FURTHER
GREEN RESTRICTED ABOVE 80 KIAS TO DUAL−
ENGINE CONTINUOUS TORQUE LIMITS
DIGITAL AS INDICATED BY A PLACARD ON THE
READOUT INSTRUMENT PANEL. SEE FIGURE 5−4. AA0180A
SA
Figure 5-2. Instrument Markings (Sheet 2 of 3)
5-6
TM 1-1520-237-10
UH−60L HH−60L
XMSN
TEMP PRESS
O
C X 10 PSI
MAIN TRANSMISSION MAIN TRANSMISSION
OIL TEMPERATURE 190 OIL PRESSURE
16
110
12
PRECAUTIONARY 65 − 130 PSI
PRECAUTIONARY 105 − 140 OC 70
10
CONTINUOUS − 50 − 105 OC CONTINUOUS 30 − 65 PSI
60
8
IDLE AND 20 − 30 PSI
50 TRANSIENT
6
40
4
30
0
−4
0
UH−60A EH HH−60A H−60+
XMSN
TEMP PRESS
O
C X 10 PSI X 10
19
MAIN TRANSMISSION 16 MAIN TRANSMISSION
OIL TEMPERATURE 11
OIL PRESSURE
12
7
10
PRECAUTIONARY 105 − 120OC PRECAUTIONARY 65 − 130 PSI
6
8
CONTINUOUS −50 − 105OC CONTINUOUS 30 − 65 PSI
5
6
IDLE AND 20 − 30 PSI
4 TRANSIENT
4
3
0
−4
0
AA0183A
SA
Figure 5-2. Instrument Markings (Sheet 3 of 3)
5-7
TM 1-1520-237-10
Section III POWER LIMITS
5.8 ENGINE LIMITATIONS. c. At ambient temperatures above 15° up to 52°C (59°
up to 126°F), two consecutive start cycles may be made. A
5.8.1 Engine Power Limitations. 700 The limita- 30-minute rest period is then required before any addition-
tions which are presented in Figure 5-2, present absolute al start cycles.
limitations, regardless of atmospheric conditions. For
variations in power available with temperature and pres- 5.9 PNEUMATIC SOURCE INLET LIMITS.
sure altitude, refer to the TORQUE AVAILABLE charts
in Chapter 7. The minimum ground-air source (pneumatic) required
to start the helicopter engines is 40 psig and 30 ppm at
5.8.2 Engine Power Limitations. 701C 701D/CC 149°C (300°F). The maximum ground-air source to be ap-
plied to the helicopter is 50 psig at 249°C (480°F),
a. The limitations which are presented in Figure 5-2, measured at the external air connector on the fuselage.
present absolute limitations regardless of atmospheric
conditions. For variations in power available with 5.10 ENGINE START LIMITS.
temperature and pressure altitude, refer to TORQUE
AVAILABLE charts in Chapter 7A.
CAUTION
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 continu- Engine start attempts at or above a pres-
ous torque limits as indicated by a placard (Figure 5-3) on sure altitude of 701C 701D/CC 18,000
the instrument panel. feet or 700 20,000 feet could result in a
Hot Start.
5.8.3 Engine % RPM Limitations. Transient % RPM
1 or 2 operation in yellow range (101% to 105%) is not Crossbleed starts shall not be attempted unless the #1
recommended as good operating practice. However, no ENG ANTI-ICE ON or #2 ENG ANTI-ICE ON
damage to either engine or drive train is incurred by advisory does not appear, and operating engine must be at
operation within this range. Momentary transients above 90% Ng SPEED or above and rotor speed at 100% RPM
107% RPM 1 or 2 are authorized for use by maintenance R. When attempting single-engine starts at pressure
test pilots during autorotational rpm checks. altitudes above 14,000 feet, press the start switch with the
ENG POWER CONT lever OFF, until the maximum
5.8.4 Engine Starter Limits. motoring speed (about 24%) is reached, before going to
IDLE. Engine starts using APU source may be attempted
a. The pneumatic starter is capable of making the when within the range of FAT and pressure altitude of
number of consecutive start cycles listed below, when Figure 5-4.
exposed to the environmental conditions specified, with an
interval of at least 60 seconds between the completion of 5.11 ENGINE OVERSPEED CHECK LIMITATIONS.
one cycle and the beginning of the next cycle. A starting
cycle is the interval from start initiation and acceleration of Engine overspeed check in flight is prohibited. Engine
the compressor, from zero rpm, to starter dropout. The 60- overspeed checks, on the ground, are authorized by
second delay between start attempts applies when the first designated maintenance personnel only.
attempt is aborted for any reason, and it applies regardless
of the duration of the first attempt. If motoring is required 5.12 FUEL LIMITATIONS.
for an emergency, the 60-second delay does not apply.
a. Fuel boost pumps shall be off except as required by
b. At ambient temperatures of 15°C (59°F) and below, emergency procedures and the following limitations: Boost
two consecutive start cycles may be made, followed by a pumps shall be on when operating with JP-4 or equivalent
3-minute rest period, followed by two additional consecu- (as specified in Operator’s Manual) at 5000 feet pressure
tive start cycles. A 30-minute rest period is then required altitude and above; when operating in crossfeed with JP-4
before any additional starts. at any altitude; during external ERFS transfer operations
5-8
TM 1-1520-237-10
DUAL−ENGINE TORQUE LIMITS − % TORQUE
O O
FAT, C −20 −10 0 10 20 30 40 50 FAT, C
20 60 58 56 53 51 49 48 46 20
18 66 63 61 59 56 54 52 50 18
PRESSURE ALT 1000 FT
PRESSURE ALT 1000 FT
16 72 69 66 64 61 59 57 55 16
14 79 75 73 70 67 65 62 60 14
12 86 82 79 76 73 70 68 66 12
10 93 89 85 83 80 77 74 71 10
8 97 93 90 86 83 81 77 8
6 97 93 90 87 83 6
5 100 97 93 90 87 5
4 97 94 91 4
3 100% TORQUE 2000 FT & BELOW 97 95 3
O O
FAT, C −20 −10 0 10 20 30 40 50 FAT, C
HELICOPTERS PRIOR TO S / N 91−26354 NOT EQUIPPED WITH IMPROVED MAIN ROTOR FLIGHT CONTROLS.
AA0245
SA
Figure 5-3. Dual-Engine Torque Limitations at Airspeeds Above 80 KIAS 701C 701D/CC
(ERFS utilizing engine bleed air only) regardless of fuel before performing operations with fuel
type. boost pumps off.
b. When a helicopter operating with JP-4 is restarted
CAUTION
within 2 hours of engine shutdown and the air temperature
is above 21°C (70°F), a minimum of 2 minutes of dual
Due to fuel volatility, when converting engine ground operation at 100% RPM R is required prior
from JP-4 to JP-5/JP-8, three helicopter to takeoff to purge possible hot fuel from engine nacelle
refueling operations must be completed area.
5-9
TM 1-1520-237-10
ENGINE START ENVELOPE
20
700 ALT LIMIT
18
PRESSURE ALTITUDE ~ FEET X 1000 701C AND 701D/CC SINGLE ENGINE
ALT LIMIT START LIMIT
16
EXAMPLE 14
WANTED 12
IF TWO−ENGINE START CAN BE
DONE AT 2900 FEET PRESSURE
ALTITUDE AND 16 OC 10
KNOWN 8
PRESSURE ALTITUDE = 2900 FEET
FREE−AIR TEMPERATURE = 16 OC
6
DUAL ENGINE
METHOD START LIMIT
4
ENTER CHART AT PRESSURE
ALTITUDE 2900 FEET
MOVE RIGHT TO INTERSECT
VERTICAL TEMPERATURE LINE. 2
IF LINES INTERSECT WITHIN DARK
SHADED AREA, TWO−ENGINE
START CAN BE DONE. 0
−60 −50 −40 −30 −20 −10 0 10 20 30 40 50 60
FREE−AIR TEMPERATURE ~ OC
AB3666
SA
Figure 5-4. Engine Start Envelope
5-10
TM 1-1520-237-10
Section IV LOADING LIMITS
5.13 CENTER OF GRAVITY LIMITATIONS. wheels shall be utilized during ground operations when
operating at or above gross weights of 20,500 pounds.
Center of gravity limits for the helicopter to which this
manual applies and instructions for computation of the 5.15 STOWAGE PROVISIONS.
center of gravity are contained in Chapter 6.
Maximum capacity for each storage compartment is
5.14 WEIGHT LIMITATIONS. 125 pounds.
HELICOPTER MAXIMUM WEIGHT
5.16 CABIN CEILING TIEDOWN FITTINGS.
UH-60A 20,250 The four cabin ceiling tiedown fittings have a limited
EH-60A 20,250 load capability of 4,000 pounds.
UH-60A (paragraph a.) 22,000 5.17 CARGO HOOK WEIGHT LIMITATION.
EH-60A (paragraph a.) 22,000
NOTE
UH-60L 22,000
UH-60L helicopter will require an entry on
Helicopters with seven- 20,500
DA Form 2408-13-1 requiring inspection
lug wheels (paragraph e.)
following the first mission carrying an
UH-60L external lift mis- 23,500 external cargo hook load exceeding 8,000
sion (paragraph c.) pounds.
ESSS helicopter on ferry 24,500 The external load limit of the airframe shall not be
mission (paragraph b.) exceeded when using either cargo hook (P/N 70800-
a. UH-60A and EH-60A maximum gross weight can be 02503-111 or P/N 70800-02503-113).
extended from 20,250 pounds to 22,000 pounds only when HELICOPTER/CARGO MAXIMUM CARGO
wedge mounted pitot-static probes and either/or MWO 55- HOOK WEIGHT
1520-237-50-58 or MWO 1-1520-237-50-73 are installed.
b. Airworthiness release required. UH-60A with either cargo 8,000 lbs
hook
c. External lift missions above 22,000 pounds can only
UH-60L with cargo hook 9,000 lbs
be flown with cargo hook loads above 8,000 pounds and
P/N 70800-02503-111
up to 9,000 pounds.
UH-60L with cargo hook 9,000 lbs
d. Maximum weight is further limited by cargo floor P/N 70800-02503-113
maximum capacity of 300 pounds per square foot. Refer to
Chapter 6. 5.18 RESCUE HOIST WEIGHT LIMITATIONS.
e. Ground operations with seven-lug wheels are limited The maximum weight that may be suspended from the
to gross weights less than 20,500 pounds. Fourteen-lug rescue hoist is 600 pounds.
5-11
TM 1-1520-237-10
Section V AIRSPEED LIMITS
5.19 AIRSPEED OPERATING LIMITS. airspeed of 130 KIAS. With landing light extended, air-
speed is limited to 180 KIAS.
The airspeed operating limits charts (Figures 5-5, 5-6,
and 5-7) define velocity never exceed (Vne) as a function (2) Searchlight. If use is required, the searchlight
of altitude, temperature, and gross weight. The dashed must be extended prior to reaching a maximum forward
lines represent the Mach limited airspeeds due to airspeed of 100 KIAS. With searchlight extended, airspeed
compressibility effects. Additional airspeed limits not is limited to 180 KIAS.
shown on the charts are:
i. The maximum airspeed for autorotation shall be
a. Maximum airspeed with external cargo hook loads limited to 100 KIAS with Volcano installed.
greater than 8,000 pounds and a corresponding gross
weight greater than 22,000 pounds will vary due to the j. Maximum airspeed with skis installed is 155 KIAS.
external load physical configuration, but shall not exceed
120 KIAS. 5.20 FLIGHT WITH CABIN DOOR(S)/WINDOW(S)
OPEN.
b. Maximum airspeed for one engine inoperative is 130
The following airspeed limitations are for operating the
KIAS.
helicopter in forward flight with the cabin doors/window
open:
c. Maximum airspeed for autorotation at a gross weight
of 16,825 pounds or less is 150 KIAS. a. Cabin doors.
d. Maximum airspeed for autorotation at a gross weight (1) Cabin doors may be fully open up to 100 KIAS
of greater than 16,825 pounds is 130 KIAS. with soundproofing installed aft of station 379.
e. Sideward/rearward flight limits. Hovering in winds (2) Cabin doors may be fully open up to 145 KIAS
greater than 45 knots (35 knots with external ERFS) from with soundproofing removed aft of station 379 or with
the sides or rear is prohibited. Sideward/rearward flight soundproofing secured properly.
into the wind, when combined with windspeed, shall not
exceed 45 knots (35 knots with external ERFS). (3) The doors will not be intentionally moved from
the fully open or closed position in flight. The cabin doors
f. SAS inoperative airspeed limits: may be opened or closed during hovering flight. The cabin
doors must be closed or fully opened and latched before
(1) One SAS inoperative - 170 KIAS. forward flight. Should the door inadvertently open in
flight, it may be secured fully open or closed.
(2) Two SAS inoperative - 150 KIAS.
b. Gunner’s window(s) may be fully open up to 170
KIAS.
(3) Two SAS inoperative in IMC - 140 KIAS.
c. Cockpit doors sliding windows will not be opened or
g. Hydraulic system inoperative limits: closed during flight except during hover.
(1) One hydraulic system inoperative - 170 KIAS. d. Flight with cockpit door(s) removed is prohibited.
(2) Two hydraulic systems inoperative - 150 KIAS. e. Flight with cabin door(s) open is not authorized with
Volcano installed.
(3) Two hydraulic systems inoperative in IMC - 140
KIAS. 5.21 AIRSPEED LIMITATIONS FOLLOWING
FAILURE OF THE AUTOMATIC STABILATOR
CONTROL SYSTEM.
h. Searchlight and landing light airspeed limits.
a. Manual control available. If the automatic stabilator
(1) Landing light. If use is required, the landing light control system fails in flight and operation cannot be
must be extended prior to reaching a maximum forward restored:
5-12
TM 1-1520-237-10
AIRSPEED OPERATING LIMITATIONS
CLEAN CONFIGURATION
EXAMPLE
100% RPM R
WANTED −50
MAX IAS FOR VARIOUS
TEMPS, PRESSURE
ALTITUDE AND −40
GROSS WEIGHTS
20
−30
FREE AIR TEMPERATURE ~ °C
KNOWN
18
PR
FAT = − 20 °C
16
−20
ES
PRESSURE ALTITUDE
SU
14
= 4000 FEET.
R
GROSS WEIGHT −10
EA
12
= 18,000 POUNDS.
LT
ITU
10
0
METHOD
DE
8
~1
ENTER FAT AT −20 °C. 10
00
6
MOVE RIGHT TO
0F
PRESSURE ALTITUDE
T
4
4000 FEET. 20
MOVE DOWN TO
2
18,000 POUNDS
GROSS WEIGHT 30
0
OR MACH LIMIT
−2
FAT WHICHEVER
IS ENCOUNTERED 40
FIRST, IN THIS
CASE 18,000
POUNDS IS 50
ENCOUNTERED
FIRST. MOVE LEFT
TO READ 186
SS
KNOTS. 90
LE
21
17
20
18
19
16
22
OR
15
14
MAXIMUM INDICATED AIRSPEED (VNE) ~ KNOTS
100 GROSS
WEIGHT
~ 1000 LBS −50
110
120
−40
130
−30
140
150
−20
160
170
−10
180
COMPRESSIBILITY
LIMITS ~ FAT °C
190
200
−2 0 2 4 6 8 10 12 14 16 18 20 22
DENSITY ALTITUDE ~ 1000 FEET AA1250C
SAF
Figure 5-5. Airspeed Operating Limits
5-13
TM 1-1520-237-10
AIRSPEED OPERATING LIMITATIONS
AIRCRAFT WITH EXTERNAL STORES
SUPPORT SYSTEM INSTALLED
100% RPM R
−50
−40
20
00
FREE AIR TEMPERATURE ~ O C
0
−30
18
00
0
16
−20
00
PR
0
14
ES
00
SU 1
−10
0
12
RE 000
00
AL 0
0
TIT
0
80
UD
00
E~
10
60
FT
00
40
00
20
200
0
30
0
−2
00
0
40
50
70
24 500
23 00
24
20 000 LB
0
0
80
00
21 000
MAXIMUM INDICATED AIRSPEED ~ KNOTS
22
19 000
18 000
90
=
17 00
T
GH
0
16 000
EI
15 000
W
100
14 000
FAT
0
S
~ OC
00
OS
GR
110 −50
120
−40
SIT
130
LIM
CH
140 −30
MA
150
−20
160
170
180
−2 0 2 4 6 8 10 12 14 16 18 20 22
AA1251B
DENSITY ALTITUDE ~ 1000 FEET SA
Figure 5-6. Airspeed Operating Limits - ESSS
5-14
TM 1-1520-237-10
AIRSPEED OPERATING LIMITATIONS
VOLCANO MINE DISPENSING SYSTEM
WITH CANISTERS
100% RPM R
−60
−50
PRESSURE
20 ALTITUDE
−40
~ 1000 FT
18
FREE AIR TEMPERATURE ~OC
−30
16
−20 14
−10 12
10
0
8
10
6
20 4
2
30
0
40
−2
50
MAXIMUM INDICATED AIRSPEED (VNE) ~ KTS
60
70
GROSS 22
WEIGHT
80 ~ 1000 LB 20
18
90 16
14
100
−50
110
120 FAT
−40 ~ OC
130
IT
H LIM
140 M AC
150
−2 0 2 4 6 8 10 12 14 16 18 20
AA9440A
DENSITY ALTITUDE ~ 1000 FT SA
Figure 5-7. Airspeed Operating Limits - Volcano (Sheet 1 of 2)
5-15
TM 1-1520-237-10
AIRSPEED OPERATING LIMITATIONS
VOLCANO MINE DISPENSING SYSTEM
WITHOUT CANISTERS
100% RPM R
−60
−50
PRESSURE
20 ALTITUDE
−40
~ 1000 FT
18
FREE AIR TEMPERATURE ~OC
−30
16
−20 14
−10 12
10
0
8
10
6
20 4
2
30
0
40
−2
50
60
MAXIMUM INDICATED AIRSPEED (VNE) ~ KTS
70
80
GROSS 22
WEIGHT
90 ~ 1000 LB 20
18
100
16
14 −50
110
120 FAT
−40 ~ OC
130
IT
H LIM
M AC
140
150
160
−2 0 2 4 6 8 10 12 14 16 18 20
AA9441A
DENSITY ALTITUDE ~ 1000 FT SA
Figure 5-7. Airspeed Operating Limits - Volcano (Sheet 2 of 2)
5-16
TM 1-1520-237-10
(1) The stabilator shall be set full down at speeds b. Manual control not available. The placard airspeed
below 40 KIAS. limits shall be observed as not-to-exceed speed (powered
flight and autorotation), except in no case shall the autoro-
(2) The stabilator shall be set at 0° at speeds above 40 tation limit exceed 120 KIAS.
KIAS.
(3) Autorotation airspeed shall be limited to 120 KI-
AS at all gross weights.
5-17
TM 1-1520-237-10
Section VI MANEUVERING LIMITS
5.22 PROHIBITED MANEUVERS. speed, and/or reducing the angle of bank. Maneuvering
flight which results in severe blade stall and significant
a. Hovering turns greater than 30° per second are increase in 4-per-rev vibration is prohibited.
prohibited. Intentional maneuvers beyond attitudes of
630° in pitch or over 60° in roll are prohibited. 5.23.3.1 High-Speed Yaw Maneuver Limitation.
Above 80 KIAS avoid abrupt, full pedal inputs to prevent
b. Simultaneous moving of both ENG POWER excess tail rotor system loading.
CONT levers to IDLE or OFF (throttle chop) in flight is
prohibited. 5.23.3.2 Limitations for Maneuvering With Sling
Loads. Maneuvering limitations with a sling load (Figure
c. Rearward ground taxi is prohibited. 5-9) is limited to a maximum of 30° angle of bank in
forward flight. Side flight is limited by bank angle and is
5.23 RESTRICTED MANEUVERS. decreased as airspeed increases. Rearward flight with sling
load is limited to 35 knots.
5.23.1 Manual Operation of the Stabilator. Manual
operation of the stabilator in flight is prohibited except as 5.23.3.3 Limitations for Maneuvering With Rescue
required by formal training and maintenance test flight Hoist Loads. Maneuvering limitations with a rescue
requirements or as alternate stabilator control in case the hoist load (Figure 5-9) is limited to maximum of 30° angle
AUTO mode malfunctions. of bank in forward flight. Side flight is limited by bank
angle and is decreased as airspeed is increased. Rearward
5.23.2 Downwind Hovering. Prolonged rearward flight with hoist load is limited to 35 knots. Rate of
flight and downwind hovering are to be avoided to prevent descent is limited to 1,000 feet-per-minute.
accumulation of exhaust fumes in the helicopter and heat
damage to windows on open cargo doors. 5.23.3.4 Bank Angle Limitation. Bank angles shall be
limited to 30° when a PRI SERVO PRESS caution ap-
5.23.3 Maneuvering Limitations. pears.
NOTE 5.24 LANDING GEAR LIMITATIONS.
Do not exceed a touchdown sink rate of 540 feet-per-
Maneuvers entered from a low power set-
minute on level terrain and 360 feet-per-minute on slopes
ting may result in transient droop of 5%
with gross weights of up to 16,825 pounds; above 16,825
RPM R or greater.
pounds gross weight 300 feet-per-minute on level terrain
and 180 feet-per-minute on slopes.
a. The maneuvering limits of the helicopter other than
as limited by other paragraphs within this section are 5.25 LANDING SPEED LIMITATIONS.
always defined by main rotor blade stall. Stall has not been
encountered in one G flight up to the airspeeds shown in Maximum forward touchdown speed is limited to 60
chart Figure 5-5 for helicopters without ESSS installed and knots ground speed on level terrain.
Figure 5-6 for helicopters with ESSS installed.
5.26 SLOPE LANDING LIMITATIONS.
b. The blade stall chart (Figure 5-8), while not a
helicopter limitation, provides the level flight angle of The following slope limitations apply regardless of
bank at which blade stall will begin to occur as a function gross weight or CG, with or without ESSS/ERFS.
of airspeed, gross weight, pressure altitude, and
temperature. When operating near blade stall, any increase
in airspeed, load factor (bank angle), turbulence, or abrupt CAUTION
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 When performing slope landings with
is always accomplished by reducing the severity of the External Extended Range Fuel System
maneuver, that is by reducing collective, reducing air- Tanks, ensure tank to ground clearance.
5-18
TM 1-1520-237-10
AIRSPEED FOR ONSET OF BLADE STALL
LEVEL FLIGHT 100% RPM R
EXAMPLE
WANTED
20
MAX RECOMMENDED
AIRSPEED FOR KNOWN
ANGLE OF BANK 18
PRESSURE ALTITUDE ~ 1000 FT
KNOWN 16
FAT = 20 °C
PRESSURE ALTITUDE 14
= 5,000 FEET.
GROSS WEIGHT 12
= 20,000 POUNDS
ANGLE OF BANK
= 20 DEGREES 10
METHOD 8
ENTER PRESSURE ALTITUDE
AT 5,000 FEET. MOVE 6
RIGHT TO 20 DEGREES FAT.
MOVE DOWN TO GROSS
WEIGHT 20,000 POUNDS. MOVE 4
LEFT TO 20 DEGREES ANGLE
OF BANK. MOVE VERTICALLY
DOWN TO READ INDICATED 2
AIRSPEED OF 135 KNOTS. FAT ~ °C
0
60 40 20 0 −20 −40 −60
ANGLE OF BANK ~ DEG
0
10
20
ESSS
VNE
30
VNE
40
50
GROSS WEIGHT ~ 1000 LBS
24.5
22
60
20
NOTE
WITH ESSS INSTALLED, REDUCE AIRSPEED 18
BY 6 KNOTS.
16
14
200 180 160 140 120 100 80 60 40
INDICATED AIRSPEED ~ KTS AA1306B
SAF
Figure 5-8. Airspeed for Onset of Blade Stall
5-19
TM 1-1520-237-10
SLING/RESCUE HOIST LOAD
MANEUVERING LIMITS
ANGLE OF BANK ~ O
RESCUE SLING
ANGLE OF BANK LIMITS HOIST LOAD
VNE FOR SLING LOAD
LIMITS LIMITS
UP TO 8,000 POUNDS
30
VNE FOR EXTERNAL CARGO
(SLING LOAD ENVELOPE) SLING LOADS ABOVE 8,000
20 POUNDS AND CORRESPONDING
AIRCRAFT GROSS WEIGHTS IN
EXCESS OF 22,000 POUNDS
DUE TO EXTERNAL CARGO
HOOK LOAD
0
40 20 0 20 40 60 80 100 120 140 KIAS
CROSSWIND
AND
SIDE FLIGHT
FORWARD FLIGHT
AA0668A
SA
Figure 5-9. Sling/Hoist Load Maneuvering Limitations
NOTE occur during a climb to high altitude fol-
lowed by a pitch-up maneuver. If the light
Because of the flat profile of the main extinguishes immediately, no action is
transmission and forward location of both required by the pilot.
transmission oil pumps, transmission oil
pressure will drop during nose-up slope b. 6° nose downslope. Landing in downslope condi-
operations. At slope angle of 10°, an tions with tail winds greater than 15 knots shall not be
indicated oil pressure of 30 to 35 psi is conducted. A low-frequency oscillation may occur when
normal; and at a 15° slope angle, a pressure landing nose-down on a slope with the cyclic near the aft
in the range of 10 to 15 psi is normal due to stop.
pitching of the helicopter. c. The main gearbox may be operated up to 30 minutes
at a time with pressure fluctuations when the helicopter is
a. 15° nose-up, right wheel up or left wheel upslope. known to be at a nose-up attitude (i.e., slope landings or
The slope limitations shall be further reduced by 2° for hover with extreme aft CG).
every 5 knots of wind.
d. When attempting a nose upslope landing at gross
NOTE weights in excess of 16,000 pounds with skis installed, the
parking brake may not hold the helicopter in position. The
The low fuel pressure indicator light(s) may pilot should be prepared to use the toe brakes.
intermittently light when the helicopter e. Slope landings with skis installed are limited to 10°
returns to a neutral or positive attitude after
nose-up and right wheel or left wheel upslope. The slope
extended operation at nose down attitudes
limitation shall be further reduced by 2° for every 5 knots
with fuel boost pumps off. This may also of wind above 12 knots.
5-20
TM 1-1520-237-10
Section VII ENVIRONMENTAL RESTRICTIONS
5.27 FLIGHT IN INSTRUMENT 5.30 BACKUP HYDRAULIC PUMP HOT WEATHER
METEOROLOGICAL CONDITIONS (IMC). LIMITATIONS.
This helicopter is qualified for operation in IMC. During prolonged ground operation of the backup pump
using MIL-H-83282 or MIL-H-5606 with the rotor system
5.28 FLIGHT IN ICING CONDITIONS. static, the backup pump is limited to the following
temperature/time/cooldown limits because of hydraulic
a. When the ambient air temperature is 4°C (39°F) or fluid overheating.
below and visible liquid moisture is present, icing may
occur. Icing severity is defined by the liquid water content FAT °C (°F) Operating Time Cooldown Time
(LWC) of the outside air and measured in grams per cubic (Minutes) (Pump Off)
meter (g/m3). (Minutes)
(1) Trace: LWC 0 to 0.25 g/m3
-54° - 32° Unlimited --
(2) Light: LWC 0.25 to 0.5 g/m3 (-65° - 90°)
(3) Moderate: LWC 0.5 to 1.0 g/m3 33° - 38° 24 72
(4) Heavy: LWC greater than 1.0 g/m3 (91° - 100°)
39° - 52° 16 48
b. Helicopters with the following equipment installed, (102° - 126°)
operational, and turned on are permitted to fly into trace or
light icing conditions. Flight into light icing is not recom- 5.31 APU OPERATING LIMITATIONS.
mended without the blade deice kit. Flight into moderate
icing shall comply with paragraph 5.28 c. To prevent APU overheating, APU operation at ambient
temperature of 43°C (109°F) and above with engine and
(1) Windshield Anti-ice. rotor operating is limited to 30 minutes. With engine and
rotor not operating, the APU may be operated continu-
(2) Pitot Heat. ously up to an ambient temperature of 51°C (124°F).
(3) Engine Anti-ice. 5.32 WINDSHIELD ANTI-ICE LIMITATIONS.
Windshield anti-ice check shall not be done when FAT
(4) Engine Inlet Anti-ice Modulating Valve.
is over 27°C (80°F).
(5) Insulated Ambient Air Sensing Tube.
5.33 TURBULENCE AND THUNDERSTORM
c. For flight into moderate icing conditions, all equip- OPERATION.
ment in paragraph 5.28 b. and blade deice kit must be in-
stalled, operational, and turned on. Flight into heavy or a. Intentional flight into severe turbulence is prohibited.
severe icing is prohibited.
b. Intentional flight into thunderstorms is prohibited.
d. Helicopters equipped with blade erosion kit are
prohibited from flight into icing conditions. c. Intentional flight into turbulence with a sling load
attached and an inoperative collective pitch control friction
5.29 ENGINE AND ENGINE INLET ANTI-ICE is prohibited.
LIMITATIONS.
5.34 AIR WARRIOR.
At engine power levels of 10% TRQ per engine and
below, full anti-ice capability cannot be provided, due to When flying missions in chemically contaminated
engine bleed limitations. Avoid operation under conditions environments, overwater flight, and/or extreme cold, the
of extreme low power requirements such as high rate of following applies:
descent (1900 fpm or greater), or ground operation below
100% RPM R, during icing conditions. The cabin heating a. If performing an overwater mission with the Air
system should be turned off before initiating a high rate of Warrior Overwater Gear Carrier, remove the seat back
descent. cushion to allow space for the raft. The pan cushion must
5-21
TM 1-1520-237-10
remain in the seat. Failure to remove the seat back cushion coordination procedures during switch identification. Prior
may result in aft cyclic restriction. to flight, the user should be proficient in the chemical
protective mask while wearing combat gear. The pilot not
b. When performing a mission in chemical-biological on the flight controls must assist the pilot flying in
protective gear (Mission Oriented Protective Posture identifying the visual cues required to properly control and
(MOPP) IV), the chemical protective mask reduces the clear the helicopter.
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 c. While wearing the chemical protective mask, the
should conduct ground familiarity drills (blind switch/ mask hose should be secured to the vest to eliminate
control identification) and crew coordination exercises potential snagging of the flight controls without restricting
before flight. The user must strictly adhere to proper crew head movement and without crimping the hose.
5-22
TM 1-1520-237-10
Section VIII OTHER LIMITATIONS
5.35 EXTERNAL EXTENDED RANGE FUEL c. Jettisoning with Volcano installed, if necessary, shall
SYSTEM KIT CONFIGURATIONS. be accomplished at airspeeds not to exceed 110 KIAS and
rates of descent not to exceed 500 fpm.
NOTE
5.37 USE OF M60D GUN(S) WITH ERFS KIT
Flight with 450-gallon ERFS tanks is INSTALLED.
prohibited unless operating under an
Use of the M60D gun(s) is prohibited when external
Airworthiness Release from U.S. Army
ERFS tanks are installed on the outboard vertical stores
Aviation and Missile Command.
pylons, unless the external ERFS pintle mount stop is in-
stalled. Use of the M60D gun(s) is prohibited when
The ERFS kit shall only be utilized in the following
external tanks are installed on the inboard vertical stores
approved configurations:
pylon.
a. A 230-gallon tank installed on each inboard vertical 5.38 GUST LOCK LIMITATIONS.
stores pylon.
b. A 230-gallon tank installed on each outboard vertical
stores pylon. WARNING
c. Four 230-gallon tanks installed, one on each inboard
Before engine operations can be per-
and each outboard vertical stores pylon.
formed with the gust lock engaged, all
main rotor tiedowns shall be removed.
5.36 JETTISON LIMITS.
a. The jettisoning of fuel tanks in other than an a. Dual-engine operation with gust lock engaged is
emergency is prohibited. prohibited.
b. The recommended external fuel tank jettison b. Single-engine operation with gust lock engaged will
envelope is shown in Table 5-1. be performed by authorized pilot(s) at IDLE only.
Table 5-1. Recommended Emergency External Fuel Tank Jettison Envelope
RECOMMENDED EMERGENCY JETTISON ENVELOPE
AIRSPEED KIAS
0 TO 120 120 TO Vh
LEVEL FLIGHT NO
SLIP INDICATOR DISPLACED NO MORE THAN SIDESLIP
ONE BALL WIDTH LEFT OR RIGHT BALL
CENTERED
AIRSPEED KIAS
*JETTISON *JETTISON
80 90 100 110 120
DESCENT BELOW ABOVE
80 KIAS 1000 875 750 625 500 120 KIAS
NOT NOT
RECOMMENDED MAX RATE OF DESCENT RECOMMENDED
FT/MIN
*Not recommended because safe jettison at these conditions has not been verified by tests.
5-23
TM 1-1520-237-10
c. Gust lock shall not be disengaged with engine run- 5.41 USE OF AN/ASN-128B DOPPLER/GPS
ning. RADIO.
5.39 MAINTENANCE OPERATIONAL CHECKS. a. The AN/ASN-128B shall not be used as the primary
source of navigation information for Instrument Flight
Maintenance operational checks (MOC) will be ac-
Rule (IFR) operations in controlled airspace.
complished in accordance with TM 1-1500-328-23.
5.40 USE OF AN/ARC-220() HF RADIO. b. Use of GPS landing mode of CIS is prohibited under
IMC.
If installation of the AN/ARC-220() HF radio is not in
accordance with MWO 1-1520-237-50-76, an airworthi-
ness release from U.S. Army Aviation and Missile Com-
mand is required.
5-24
TM 1-1520-237-10
CHAPTER 6
WEIGHT/BALANCE AND LOADING
Section I GENERAL
6.1 INTRODUCTION. 6.3 HELICOPTER COMPARTMENT AND STATION
DIAGRAM.
This chapter contains instructions and data to compute
any combination of weight and balance for this helicopter, Figure 6-1 shows the reference datum line that is 341.2
if basic weight and moment are known. inches forward of the centroid of the main rotor, the
fuselage stations, waterlines, and buttlines. The fuselage is
6.2 CLASS. divided into compartments A through F. The equipment in
each compartment is listed on DD Form 365-1 (Chart A)
Army helicopters defined in this manual are in EH in the individual aircraft weight and balance file.
Class 1 and UH Class 2. Additional directives governing
weight and balance of Class 1 and Class 2 aircraft forms
and records are contained in AR 95 series, TM 55-1500-
342-23, and PAM 738-751.
6-1
TM 1-1520-237-10
130
BUTT LINES
120
110
100
90
80
70
60
50
40
30
20
10 BL
0 BL 0.0
10 0.0
20
30
40
50
60
70
80
90
100
110
120
130
0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800
STATIONS
COMPARTMENTS A B C D E F
STA
STA 732.0
341.2
350
WL
WL 324.7
315.0
300
WATER LINES
250
COCKPIT
WL FLOOR
215.0
200
STATIC
WL
206.7
GROUND LINE
STA STA STA STA
150 204.0 343.0 485.0
STA
398 644.6
CABIN FLOOR STA
162.0 STA
0 247.0 STA
STA STA STA 763.5
315.5 370.5 443.5
STA
270.0
AA0374A
SA
Figure 6-1. Helicopter Compartment and Station Diagram
6-2
TM 1-1520-237-10
Section II WEIGHT AND BALANCE
6.4 SCOPE. the number of digits. For this helicopter, moment/1000 has
been used.
This section provides appropriate information required
for the computation of weight and balance for loading an 6.6.4 Average Arm. Average arm is the arm obtained
individual helicopter. The forms currently in use are the by adding the weights and moments of a number of items
DD Form 365 series. The crewmember has available the and dividing the total moment by the total weight.
current basic weight and moment which is obtained from
DD Form 365-3 (Chart C) for the individual helicopter. 6.6.5 Basic Moment. Basic moment is the sum of the
This chapter contains weight and balance definitions; moments for all items making up the basic weight. When
explanation of, and figures showing weights and moments using data from an actual weighing of a helicopter, the
of variable load items. basic moment is the total of the basic helicopter with
respect to the reference datum. Basic moment used for
6.5 WEIGHT DEFINITIONS. computing DD Form 365-4 is the last entry on DD Form
365-3 for the specific helicopter. Cargo Hook Moments
a. Basic Weight. Basic weight of a helicopter is that and Rescue Hoist Moments are shown in Figures 6-7 and
weight which includes all hydraulic systems and oil 6-8, respectively.
systems full, trapped and unusable fuel, and all fixed
equipment, to which it is only necessary to add the crew, 6.6.6 Center of Gravity. CG is the point about which a
fuel, cargo, and ammunition (if carried) to determine the helicopter would balance if suspended. Its distance from
gross weight for the helicopter. The basic weight varies the reference datum line is found by dividing the total
with structural modifications and changes of fixed moment by the gross weight of the helicopter.
helicopter equipment.
6.6.7 CG Limits. CG limits (Figures 6-13 and 6-14)
b. Operating Weight. Operating weight includes the define the permissible range for CG stations. The CG of
basic weight plus aircrew, the aircrew’s baggage, and the loaded helicopter must be within these limits at takeoff,
emergency and other equipment that may be required. in the air and on landing.
Operating weight does not include the weight of fuel, am-
munition, cargo, passengers, or external auxiliary fuel 6.7 DD FORM 365-3 (CHART C) WEIGHT AND
tanks if such tanks are to be disposed of during flight. BALANCE RECORDS.
c. Gross Weight. Gross weight is the total weight of the DD Form 365-3 (Chart C) is a continuous history of the
helicopter and its contents. basic weight, moment, and balance, resulting from
structural and equipment changes in service. At all times
6.6 BALANCE DEFINITIONS. the last weight, moment/constant, is considered the current
weight and balance status of the basic helicopter.
6.6.1 Horizontal Reference Datum. The horizontal
reference datum line is an imaginary vertical plane at or 6.8 LOADING DATA.
forward of the nose of the helicopter from which all hori-
zontal distances are measured for balance purposes. The loading data in this chapter is intended to provide
Diagrams of each helicopter show this reference datum information necessary to work a loading problem for the
line as balance station zero. helicopter. From the figures, weight and moment are ob-
tained for all variable load items and are added arithmeti-
6.6.2 Arm. Arm, for balance purposes, is the horizontal cally to the current basic weight and moment from DD
distance in inches from the reference datum line to the CG Form 365-3 (Chart C) to obtain the gross weight and mo-
of the item. Arm may be determined from the helicopter ment. If the helicopter is loaded within the forward and aft
diagram in Figure 6-1. CG limits, the moment figure will fall numerically
between the limiting moments. The effect on the CG of the
6.6.3 Moment. Moment is the weight of an item expenditures in flight of such items as fuel and cargo may
multiplied by its arm. Moment divided by a constant is be checked by subtracting the weights and moments of
generally used to simplify balance calculations by reducing such items from the takeoff gross weight and moment, and
6-3
TM 1-1520-237-10
checking the new moment, with the CG limits chart. This
check should be made to determine whether or not the CG
will remain within limits during the entire flight.
6.9 DD FORM 365-4 (FORM F).
There are two versions of DD Form 365-4. Refer to TM
55-1500-342-23 for completing the form.
6-4
TM 1-1520-237-10
Section III FUEL/OIL
6.10 FUEL MOMENTS. helicopter fuel gage system was designed for use with JP-
4, but does tend to compensate for other fuels and provide
acceptable readings. When possible the weight of fuel on-
CAUTION board should be determined by direct reference to the
helicopter fuel gages. The following information is
provided to show the general range of fuel specific weights
• Fuel transfer sequence must be carefully to be expected. Specific weight of fuel will vary depending
planned and executed in order to on fuel temperature. Specific weight will decrease as fuel
maintain CG within limits. temperature rises and increases as fuel temperature
decreases at the rate of approximately 0.1 lb/gal. for each
• When operating with a light cabin load 15°C change. Specific weight may also vary between lots
or no load, it may be necessary to adjust of the same type fuel at the same temperature by as much
fuel load to remain within aft CG limits. as 0.5 lb/gal. The following approximate fuel weights at
Fuel loading is likely to be more 15°C may be used for most mission planning:
restricted on those helicopters with the
Fuel Type Specific Weight
HIRSS installed.
JP-4 6.5 lb/gal.
For a given weight of fuel there is only a very small JP-5 6.8 lb/gal.
variation in fuel moment with change in fuel specific
JP-8 6.7 lb/gal.
weight. Fuel moments should be determined from the line
on Figure 6-2 which represents the specific weight closest Jet A 6.8 lb/gal.
to that of the fuel being used. The full tank usable fuel Jet B 6.3 lb/gal.
weight will vary depending upon fuel specific weight. The
6-5
TM 1-1520-237-10
EXAMPLE FUEL MOMENTS
WANTED
FUEL MOMENT ITEM STA WEIGHT- LB MOMENT/1000
KNOWN 200 GALLON CEFS AUX TANK (IB OR OB) 320 344 110.1
FUEL QUANTITY 230 GALLON AUX TANK (IB OR OB) 321 150 48.2
MAIN 1700 POUNDS
450 GALLON AUX TANK (IB ONLY) 316 234 73.9
METHOD
FOR THE MAIN TANK ENTER
AT 1700 POUNDS AND
MOVE RIGHT TO MAIN TANK LINE
MOVE DOWN READ
MOMENT / 1000 = 716
GALLONS
3200
JP-5 JP-8
450 450
3000
2800
400
K 400
2600 TAN
X
AU
2400 AL 350
G 350
0
45
2200
NK
TA
FUEL WEIGHT (POUNDS)
N 300
2000 AI 300
M
1800
250 250
1600
NKS
1400 TA
X 200
AU 200
AL
1200 G
30
/2
0
20 150
1000 150
800
100
100
600
400
50 50
200
0 0
0
0 200 400 600 800 1000
FUEL MOMENT/1000 AM4311
SA
Figure 6-2. Fuel Moments
6-6
TM 1-1520-237-10
Section IV PERSONNEL
6.11 PERSONNEL MOMENTS. 6.12 MEDEVAC KIT PERSONNEL MOMENTS.
When helicopters are operated at critical gross weights, a. Litter moments are in Figure 6-4.
the exact weight of each individual occupant plus equip-
ment should be used. Personnel moments data is shown in b. Medevac system (excluding litters) weight and mo-
Figure 6-3. If weighing facilities are not available or if the
ments are included in the helicopter basic weight and mo-
tactical situation dictates otherwise, loads shall be ments DD Form 365-3 when installed.
computed as follows:
a. Combat equipped soldiers: 240 pounds per c. Litter weight is estimated to 25 pounds which
individual. includes litter, splints, and blankets.
b. Combat equipped paratroopers: 260 pounds per d. Medical attendant’s average weight is 200 pounds.
individual.
e. Medical equipment and supplies should be stored per
c. Crew and passengers with no equipment: compute unit loading plan and considered in weight and balance
weight according to each individual’s estimate. computations.
6-7
TM 1-1520-237-10
PERSONNEL MOMENTS
A B C D E
BL
PILOT CREWCHIEF / 40.0
GUNNER
BL
20.0
BL BL
0 0
BL
COPILOT 10.0
BL
20.0
BL
30.0
BL
40.0
STA STA STA STA STA STA STA STA STA STA STA STA
162.0 204 227.1 247.0 262.0 282.0 288.0 320.7 339.8 343.0 387.2 398.0
ROW ROW ROW ROW ROW
1 2 3 4 5
SEAT WEIGHT − AND MOMENT TABLE*
*SEAT WEIGHT AND MOMENTS
ITEM ROW WEIGHT MOM / 1000 SHOULD BE INCLUDED ON CHART C
CREWCHIEF / GUNNER (2) 2 43 12
TROOPS (3) 3 48 15
TROOPS (3) 4 48 16 EXAMPLE
TROOPS (4) 5 63 25
TOTAL−12 SEATS 202 68 WANTED:
ALTERNATE SEATING (BROKEN LINES) PESONNEL MOMENTS
FORWARD TROOP
1
SEAT (NO SEAT AUTHORIZED IN KNOWN:
THIS POSITION)
2 PERSONNEL IN ROW 3
REAR FACING TROOP TOTAL WEIGHT 480 POUNDS
2 16 5
SEAT (1)
REAR FACING TROOP
4 16 6
METHOD:
SEAT (1)
ENTER WEIGHT AT 480
TOTAL−14 SEATS 234 79 POUNDS−MOVE RIGHT
TO ROW 3.
MOVE DOWN. READ
MOMENT / 1000=154
AA0669_1B
SA
Figure 6-3. Personnel Moments (Sheet 1 of 3) UH
6-8
TM 1-1520-237-10
PERSONNEL MOMENTS
1000
2
.8
7.
38
39
=3
=
900
M
M
AR
AR
800
5
W
RO
4
W
RO
700
.7
20
PERSONNEL WEIGHT ~ POUNDS
=3
M
AR
600
3
W
RO
82
500
=2
M
.1
AR
227
M=
400
W
AR
RO
300
T
ILO
200
OP
−C
OT
PIL
100
0
0 50 100 150 200 250 300 350 400
MOMENT/1000
DATA BASIS: CALCULATED AA0669_2A
SA
Figure 6-3. Personnel Moments (Sheet 2 of 3) UH
6-9
TM 1-1520-237-10
A B C D E
BL
40.0
ECM OPERATOR
PILOT
BL
20.0
BL OBSERVER BL
0 0
COPILOT
BL
DF 20.0
OPERATOR
STA STA STA STA STA STA STA STA STA STA
162.0 204 227.1 247.0 288.0 324.5 328.25 343.0 356.0 398.0
* ITEM STA WEIGHT MOM / 1000
OBSERVER SEAT 356.0 18 6
TOTAL − 1 SEAT _ 18 6
* SEAT WEIGHT AND MOMENTS SHOULD BE INCLUDED ON CHART C.
STA
227.1
500
ECM
OPERATOR
STA 324.5
PERSONNEL WEIGHT ~ POUNDS
EXAMPLE 400
WANTED
PERSONNEL MOMENTS
DF
KNOWN 300 OPERATOR
STA 328.25
PERSONNEL AT STA 356
T
OBSERVER − 210 POUNDS
LO
OBSERVER
PI
STA 356.0
O
METHOD
C
T−
200
LO
ENTER WEIGHT AT 210
PI
POUNDS − MOVE RIGHT
TO OBSERVER ARC (STA 356.0)
MOVE DOWN READ
MOMENT / 1000 = 75
100
0
0 25 50 75 100 125
MOMENT/1000
DATA BASIS: CALCULATED AA0669_3B
SA
Figure 6-3. Personnel Moments (Sheet 3 of 3) EH
6-10
TM 1-1520-237-10
LITTER MOMENTS
A B C D E
PILOT CREW CHIEF
BL
0
COPILOT
MEDICAL ATTENDANT
STA STA STA STA STA STA STA STA STA
162.0 204.0 227.1 247.0 271.0 288.0 343.0 343.6 398.0
ROW ROW
6 7 CENTROID
EXAMPLE
WANTED
LITTER MOMENTS
KNOWN
LITTER WEIGHT
= 265 POUNDS
METHOD
ENTER WEIGHT AT
265 POUNDS − MOVE
RIGHT TO LITTER
ROW 7
MOVE DOWN. READ
MOMENT / 1000 = 91
AA0378_1B
SA
Figure 6-4. Litter Moments (Sheet 1 of 2)
6-11
TM 1-1520-237-10
LITTER MOMENTS
ARM = 343.6
1100
1000
900
800
7
700
LITTER PATIENT WEIGHT POUNDS
OW
−R
TS
EN
TI
PA
600
ER
TT
LI
500
6
W
RO
T−
AN
400
ND
TE
AT
AL
DIC
ME
300
200
100
ARM = 271.0
0
0 50 100 150 200 250 300 350 400
MOMENT/1000
AA0378_2A
DATA BASIS:CALCULATED SA
Figure 6-4. Litter Moments (Sheet 2 of 2)
6-12
TM 1-1520-237-10
Section V MISSION EQUIPMENT
6.13 ARMAMENT LOADING DATA MOMENTS. 6.14 EH-60A HELICOPTERS WITHOUT MISSION
EQUIPMENT.
Armament consists of two M60D machineguns, am-
munition, and grenades. Various loads of ammunition are When operating without EH-60 mission equipment or
presented in Figure 6-5. When determining the moments with a light cabin load or no cabin load, it may be neces-
for a given ammo load not shown on the chart, go to the sary to limit fuel load to remain within aft CG limits.
nearest load shown. Volcano mine moments are presented
in Figure 6-6.
6-13
TM 1-1520-237-10
ARMAMENT LOADING DATA
STA
AMMUNITION TABLE 279.8 FIRING
POSITION
RH GUN
LIVE LIVE AMMO (7.62 MM)
ROUNDS ARM − 247.0 AMMUNITION
BOX
EJECTION
WEIGHT − LB MOM / 1000 BAG
100 7 2 AMMO GRENADES
200 13 3
300 20 5
400 26 6
500 32 8
600 39 10
700 46 11
800 52 13
ARM − 279.8
100 7 2 BL
0
200 13 4
300 20 5
400 26 7
CHAFF
CHAFF CARTRIDGE MI. 30 RDS
ARM − 505.0
(SINGLE CHAFF WEIGHT 0.33 LB)
WEIGHT − LB MOM / 1000
10 5
STOWED
FLARE EH STA AMMO STA
POSITION STA
162 247 308
LH GUN
FLARE DISPENSED M130, 30 RDS
ARM − 525.0 GRENADES
(SINGLE FLARE WEIGHT 0.43 LB)
(GUN STOWED AND FIRING POSITIONS ARE SAME EACH SIDE)
WEIGHT − LB MOM / 1000
13 7
GRENADE TABLE M60D TABLE
STOWED MOM / 1000
ITEM WEIGHT
GRENADE AN−M8 GRENADE M18 FIRING
QUANTITY STOWED POSITION
ARM − 251.0 ARM − 251.0
WEIGHT − LB MOM / 1000 WEIGHT − LB MOM / 1000
M60D (2) 45.4 12 13
EJECTION BAG (2) 9.0 2 3
2 3 1 2 1
AMMO BOX (2) 3.4 1 1
4 6 2 5 1
STORAGE BOX (2) 2.6 1 1
6 9 2 7 2
SUPPORT (2) 20.2 5 6
8 12 3 10 2
BIPOD (2) 4.0 1 1
10 15 4 12 3
12 18 5 14 4 TOTAL 84.6 22 25
AA0375B
DATA BASIS: CALCULATED SA
Figure 6-5. Armament Loading Data Moments
6-14
TM 1-1520-237-10
COLUMN
1 2 3 4 5 6 7 8 9 10
R
O
W
CANISTER COLUMN REFERENCE
AA9415
SA
Figure 6-6. Volcano Mine Moments (Sheet 1 of 2)
6-15
TM 1-1520-237-10
RACK WEIGHTS (PER RACK)
NO CANISTERS EMPTY CANISTERS (40) FULL CANISTERS (40)
Weight (lb) Arm Moment/ Weight (lb) Arm Moment/ Weight (lb) Arm Moment/
1000 1000 1000
226 331.5 74.9 434 331.5 143.9 1450 331.5 480.7
WEIGHT (LB) QUANTITY TOTAL ARM MOMENT/1000
PER SYSTEM WEIGHT (LB)
Rack Without Canisters 226 4 904 331.5 299.7
Canisters:
Empty 5.2 160 832 331.5 275.8
Full 30.6 160 4896 331.5 1623.0
Side Panels 236 2 472 322.8 152.4
DCU with Pallet 87 1 87 300 26.1
Cabling/ICP/Fairing 54 1 54 264.4 14.3
/Cable Tubes
Total System Full Canisters: 6413 329.7 2114.4
Total System Empty Canisters 2349 326.7 767.4
Total System No Canisters 1517 324.1 491.6
UNIT CANISTER LOADING
COLUMN EMPTY FULL ARM EMPTY FULL
CANISTER CANISTER CANISTER CANISTER
WEIGHT WEIGHT MOMENT/1000 MOMENT/1000
1 5.2 30.6 306.3 1.6 9.4
2 5.2 30.6 311.8 1.6 9.5
3 5.2 30.6 317.3 1.6 9.7
4 5.2 30.6 322.8 1.7 9.9
5 5.2 30.6 328.3 1.7 10.0
6 5.2 30.6 333.8 1.7 10.2
7 5.2 30.6 339.3 1.8 10.4
8 5.2 30.6 344.8 1.8 10.6
9 5.2 30.6 350.3 1.8 10.7
10 5.2 30.6 355.8 1.9 10.9
Figure 6-6. Volcano Mine Moments (Sheet 2 of 2)
6-16
TM 1-1520-237-10
CARGO MOMENTS − CARGO HOOK
ARM = 352.6
9000
8000
EXAMPLE
WANTED 7000
MOMENT OF CARGO
ON CARGO HOOK
6000
KNOWN
WEIGHT ~ POUNDS
CARGO = 5600 POUNDS
METHOD 5000
ENTER WEIGHT AT
5600 POUNDS. MOVE
RIGHT TO LINE. MOVE
DOWN AND READ 4000
MOMENT / 1000
= 1975
3000
2000
1000
0
0 1000 2000 3000 4000
CARGO HOOK MOMENTS/1000 AA8802
SA
Figure 6-7. Cargo Hook Moments
6-17
TM 1-1520-237-10
RESCUE HOIST MOMENTS
ARM = 367.5
EXAMPLE 600
WANTED
500
MOMENT OF RESCUE
HOIST LOAD
KNOWN
400
RESCUE HOIST LOAD
WEIGHT ~ POUNDS
= 380 POUNDS
METHOD 300
ENTER WEIGHT AT
380 POUNDS − MOVE
RIGHT TO LINE. MOVE
DOWN. READ MOMENT / 200
1000 = 140
100
0
0 50 100 150 200 250
DATA BASIS: CALCULATED MOMENT / 1000 AA0377
SA
Figure 6-8. Rescue Hoist Moments
6-18
TM 1-1520-237-10
Section VI CARGO LOADING
6.15 CABIN DIMENSIONS. before loading (Refer to FM 55-450-2, Army Helicopter
Internal Load Operations):
Refer to Figure 6-9 for dimensions. For loading and
weight and balance purposes, the helicopter fuselage is
a. Weight of the individual items of cargo.
divided into six compartments, A through F, three of
which are in the cabin, C, D, and E. There are 17 tiedown
fittings rated at 5,000 pounds each. Cargo carrier restraint b. Overall dimensions of each item of cargo (in
rings are at stations 308 and 379, to cover the 71 inches of inches).
longitudinal space. Cargo tiedown devices are stored in the
equipment stowage space of compartment F. c. The helicopter’s center of gravity.
6.16 CABIN DOORS.
d. Floor loads for each item of cargo.
Cabin doors are at the rear of the cargo compartment on
each side of the fuselage. The door openings are 54.5 e. Any shoring that may be required.
inches high and 69 inches wide; maximum package sizes
accommodated by the openings are 54 inches high by 68 f. When required, the location of the center of gravity
inches wide and are shown on Figure 6-10. of an individual item of cargo.
6.17 MAXIMUM CARGO SIZE DIAGRAM FOR 6.20.2 Cargo Center of Gravity Planning. The detail
LOADING THROUGH CABIN DOORS. planning procedure consists of four steps, as follows:
Figure 6-10 shows the largest size of cargo of various
shapes that can be loaded into the cabin through the cabin a. Determine ALLOWABLE LOAD from LIMITA-
doors. TIONS section of DD Form 365-4.
6.18 TIEDOWN FITTINGS AND RESTRAINT b. Plan the location in the helicopter for the individual
RINGS. items of cargo. Since the CG of the load is determined by
the station method, then specific locations must be as-
The 17 tiedown fittings (Figure 6-11) installed on the signed to each item of cargo.
cargo floor can restrain a 5,000-pound load in any direc-
tion. All tiedown fittings incorporate studs that are used to
c. Determine the CG of the cargo load as planned.
install the troop seats. Eight net restraint rings in the cargo
Regardless of the quantity, type, or size of cargo, use the
compartment prevent cargo from hitting the bulkhead at
station method.
station 398, or entering the crew area. The upper restraint
rings are rated at a 3,500-pound capacity in any direction.
Tests have demonstrated failure of the lower restraint rings d. Determine the CG of the fully loaded helicopter
when individually loaded at limits less than 3,500 pounds. from Figures 6-13 and 6-14, and if the CG of the
This depends on the restraint ring attachment hardware and helicopter falls within allowable limits. If it does, the cargo
surrounding structure condition. Multiple tie-down fittings can be loaded. If not, the planned location of the individual
and restraint rings should be used when securing internal items must be changed until an acceptable loading plan is
cargo. obtained. When cargo loads consist of more than one item,
the heavier items of cargo should be placed so that their
6.19 EQUIPMENT STOWAGE COMPARTMENTS. CG is about in the center of the cabin, and the lighter
items of cargo are forward and rear of them.
Equipment stowage compartment moments are shown
in Figure 6-12. 6.20.3 Restraint Criteria. The amount of restraint that
must be used to keep the cargo from moving in any direc-
6.20 EQUIPMENT LOADING AND UNLOADING. tion is called the 9restraint criteria9 and is usually
expressed in units of the force of gravity (Gs). Following
6.20.1 Data Prior to Loading. The following data are the units of the force of gravity (Gs) needed to restrain
should be assembled or gathered by the loading crew cargo in four directions:
6-19
TM 1-1520-237-10
Cargo Cargo
Forward 12 Gs Vertical 3 Gs (Up)
Rear 3 Gs 3 Gs (Down)
Lateral 8 Gs
6-20
TM 1-1520-237-10
BL BL BL
34.5 0 34.5
WL
FRAMES 261.0
69 INCHES
WL
85 INCHES 234.0
84 INCHES
72 INCHES
DOOR
WL
206.75
BL BL
36.0 36.0
STA 279.0
LOOKING TO THE REAR
151 INCHES
STA
266.0
BL BL WL
29.0 36.0 AT 206.75
72 INCHES
72 INCHES
AT FLOOR
BL AT FLOOR BL
LEVEL
0 LEVEL 0
84 INCHES AT
CABIN DOORS
BL
10.0
BL WL
36.0 AT 206.75
MR
CL
STA STA STA STA
247.0 256.5 341.2 398.0
54.25 52
INCHES DRIP
INCHES
PAN 54.25
52 53.5
INCHES INCHES
INCHES
68
INCHES
CABIN
DOOR
AA0379
CABIN AND DOOR DIMENSIONS SA
Figure 6-9. Cabin Dimensions
6-21
TM 1-1520-237-10
RESTRAINT RING
DOORWAY
RIGHT SIDE SHOWN (2 PLACES)
LEFT SIDE SAME (2 SHOWN)
A
MAXIMUM PACKAGE SIZE TABLE
CABIN DOORS
HEIGHT − INCHES
WIDTH 50 &
51 52 53 54
INCHES UNDER
MAXIMUM LENGTH − INCHES
46 102 102 102 96 93 54"
48 102 102 102 96 93
50 101 101 101 95 92
52 100 100 100 94 92
54 99 99 99 93 91
56 98 98 98 93 91
58 97 97 97 93 91
60 96 96 96 91 90 68"
62 93 93 93 89 87
64 91 91 91 87
66 86 86 86 80 CABIN DOOR − BOTH SIDES
68 80 80 80 77
NOTE
IF GUNNER’S AREA NOT USED,
LENGTHS ARE APPROXIMATELY 90%
OF TABLE VALUES. AA0670B
SA
Figure 6-10. Maximum Package Size for Cargo Door
6-22
TM 1-1520-237-10
WL
261.0
CARGO CARGO
RESTRAINT RESTRAINT WL
NET RING NET RING 240.0
TOP OF 3500 POUND
CABIN CAPACITY
FLOOR EACH
WL
206.75
CARGO NETTING
BL EQUIPMENT STOWAGE
STA 308.0 STA 379.0 0.0
COMPARTMENTS (FORCE
LOOKING TO THE FRONT LOOKING TO THE FRONT RESTRAINT 1000 POUNDS
EACH)
STA 402.19 − LOOKING TO THE REAR
CAUTION
FAILURE OF THE LOWER RESTRAINT RINGS MAY OCCUR AT LOADS AS LOW AS 1350−POUNDS. THIS DEPENDS
ON RESTRAINT RING ATTACHMENT HARDWARE AND SURROUNDING STRUCTURE CONDITION.
BL BL BL
36.5 0 36.5
35 30 25 20 15 10 5 5 10 15 20 25 30 35
STA
247
250
255
COMPARTMENT C
260 TIEDOWN FITTING
5000 POUNDS CAPACITY
265
270
MAXIMUM
FLOOR CAPACITY
275 COMPARTMENT
POUNDS PER
CAPACITY
280 SQUARE FOOT
IN POUNDS
STA 285 5460 300
288
290
8370 300
295
300
COMPARTMENT D
305
310
315
320
325
330
335
340
STA
343
345
350
355
COMPARTMENT E
360
365
370
375
380
385
390
395
STA
398 AB4481_1
SA
Figure 6-11. Cargo Tiedown Arrangement
6-23
TM 1-1520-237-10
STOWAGE COMPARTMENT MOMENTS
STOWED SEAT TABLE
ITEM ROW WEIGHT MOMENT / 1000
CREWCHIEF / GUNNER (2) 2 43 18
TROOPS (3) 3 48 20 BL
TROOPS (3) 4 48 20 32.9
TROOPS (4) 5 63 27
TOTAL−12 SEATS 202 85
ALTERNATE (1) 2 16 7
ALTERNATE (1) 4 16 7
BL
10.0
TOTAL−14 SEATS 234 98
EXAMPLE BL
10.0
WANTED
MOMENT OF
STOWED EQUIPMENT
KNOWN BL
32.9
EQUIPMENT WEIGHT
= 125 POUNDS
METHOD
ENTER WEIGHT AT
125 POUNDS − MOVE STA STA STA
RIGHT TO LINE 398.0 420.8 443.5
MOVE DOWN READ
MOMENT / 1000 = 52
ARM = 420.8
250
200
WEIGHT ~ POUNDS
150
100
50
0 10 20 30 40 50 60 70 80 90 100 110
MOMENT/1000
AA0595A
DATA BASIS: CALCULATED SA
Figure 6-12. Stowage Compartment Moments
6-24
TM 1-1520-237-10
Section VII CENTER OF GRAVITY
6.21 CENTER OF GRAVITY LIMITS CHART.
The CG limit charts (Figures 6-13 and 6-14) allow the
CG (inches) to be determined when the total weight and
total moment are known.
6-25
TM 1-1520-237-10
CENTER OF GRAVITY
WITHOUT EXTERNAL STORES SUPPORT SYSTEM OR
VOLCANO MULTIPLE MINE DELIVERY SYSTEM INSTALLED
11,500 TO 16,500 POUNDS GROSS WEIGHT
CENTER OF GRAVITY LIMITS
EXAMPLE
MAIN ROTOR
WANTED CL 345.8 364.2
16.5
DETERMINE IF
LOADING LIMITS TO 580
ARE EXCEEDED TA 0
LM
OM
345.5 EN
KNOWN TS
16 / 10
15,900 00
GROSS WEIGHT 560
0
D LIMITS
= 15,000 POUNDS
MOMENT / 1000
= 5,400
AFT LIMITS
FORWAR
EXAMPLE
METHOD 540
0
ENTER GROSS
WEIGHT AT 15,000
POUNDS. MOVE 15
RIGHT TOTAL
GROSS WEIGHT ~ 1000 POUNDS
MOMENT / 1,000
= 5,400 CG 520
0
IS WITHIN LIMITS
MOVE DOWN TO
ARM = 360
500
0
TO
TAL
14 MO
342.6 ME
NTS
/ 10
00
13,700 480 366.3
0
13,400
460
0
13,050
13
366.3
440
0
12,500
363.2
420
0
12 TOT 12,000
AL
MO
ME
NTS 360.8
/ 10
400 00
0
11.5
335 340 345 350 355 360 365 370
LEGEND ARM ~ INCHES
BEYOND LIMITS
DATA BASIS: CALCULATED AA0347_1B
SA
Figure 6-13. Center of Gravity Limits Chart (Sheet 1 of 2)
6-26
TM 1-1520-237-10
CENTER OF GRAVITY
WITHOUT EXTERNAL STORES SUPPORT SYSTEM OR
VOLCANO MULTIPLE MINE DELIVERY SYSTEM INSTALLED
16,000 TO 23,500 POUNDS GROSS WEIGHT
CENTER OF GRAVITY LIMITS
MAIN ROTOR CL 348.2 359.2
MAXIMUM GROSS WEIGHT 23.5 23,500
FOR UH−60L EXTERNAL 840
LOAD MISSION FOR CARGO 82 0
HOOK LOADS ABOVE 00
8,000 LBS UP TO 23
9,000 LBS.
80
00
78
00
MAXIMUM GROSS WEIGHT 22 22,000
FOR ALL UH−60L AND
SOME UH / EH−60A.
SEE PARAGRAPH 5.14 76
FOR DETAILS. TO 00
TA
LM
OM
EN
TS
/1
GROSS WEIGHT ~ 1000 POUNDS
74 00
21 00 0
72
00
MAXIMUM GROSS WEIGHT 20,250
FOR SOME UH / EH−60A.
SEE PARAGRAPH 5.14 20 70
FOR DETAILS. 00
FORWARD LIMITS
AFT LIMITS
68
00
19
66
00
TO
TA
LM
OM
EN
TS
64 /1
00 00
0
18
620
0
600
0
17 TO
TA
LM
OM
EN
TS
/ 10
580 00
16.5 0
LEGEND
560
0
BEYOND LIMITS 16
335 340 345 350 355 360 365 370
DATA BASIS: CALCULATED ARM ~ INCHES AA8801A
SA
Figure 6-13. Center of Gravity Limits Chart (Sheet 2 of 2)
6-27
TM 1-1520-237-10
CENTER OF GRAVITY
WITH EXTERNAL STORES SUPPORT SYSTEM INSTALLED
11,500 TO 16,500 POUNDS GROSS WEIGHT
CENTER OF GRAVITY LIMITS
MAIN ROTOR
CL 364.2
16.5
580
TO 0
TA
LM
OM
EN
16 TS
560 / 10
0 00
0
540
AFT LIMITS
0
15
GROSS WEIGHT ~ 1000 POUNDS
520
0
0
FORWARD LIMITS
500
0
TO
TAL
MO
14 ME
NTS
/ 10
00
480
0
366.3
0
13,400
460
0
13,050
13
366.3
440
0
0 12,500
363.2
420
0
12 TOT 12,000
AL
MO
ME
NTS 360.8
/ 10
400 00
0
11.5
335 340 345 350 355 360 365 370
LEGEND ARM ~ INCHES
BEYOND LIMITS
DATA BASIS: CALCULATED AA1254_1B
SA
Figure 6-14. Center of Gravity Limits Chart (Sheet 1 of 3)
6-28
TM 1-1520-237-10
CENTER OF GRAVITY
WITH EXTERNAL STORES SUPPORT SYSTEM OR
VOLCANO MULTIPLE MINE DELIVERY SYSTEM INSTALLED
16,000 TO 22,000 POUNDS GROSS WEIGHT
CENTER OF GRAVITY LIMITS
MAIN ROTOR CL 343.0 360.2
MAXIMUM GROSS WEIGHT 22
FOR ALL UH−60L AND 78
00
SOME UH / EH−60A. 343.0
SEE PARAGRAPH 5.14
FOR DETAILS. TO
TA 76
LM 00
21,500 OM
EN
TS
/1
00
74 0
00
21
FORWARD LIMITS
72
00
MAXIMUM GROSS WEIGHT 20,250
FOR SOME UH / EH−60A.
SEE PARAGRAPH 5.14 70
FOR DETAILS. 20 00
GROSS WEIGHT ~ 1000 POUNDS
68
AFT LIMITS
00
TO
TA
LM
OM
EN
TS
19 /1
00
66 0
00
64
00
18
620
0
600
341.0 0
TO
TA
17 LM
OM
EN
16,825 TS
/ 10
00
580
0
16.5
560
LEGEND 0
16
BEYOND LIMITS 335 340 345 350 355 360 365 370
DATA BASIS: CALCULATED ARM ~ INCHES AA1254_2C
SA
Figure 6-14. Center of Gravity Limits Chart (Sheet 2 of 3)
6-29
TM 1-1520-237-10
CENTER OF GRAVITY
WITH EXTERNAL STORES SUPPORT SYSTEM OR
VOLCANO MULTIPLE MINE DELIVERY SYSTEM INSTALLED
21,750 TO 24,500 POUNDS GROSS WEIGHT
CENTER OF GRAVITY LIMITS
MAIN ROTOR
CL
343 345
24.5
83
00 GROSS WEIGHTS ABOVE THE MAXIMUM
VALUES SPECIFIED IN PARAGRAPH 5.14
24 ARE LIMITED TO FERRY MISSIONS
GROSS WEIGHT ~ 1000 POUNDS
82 FOR WHICH AN AIRWORTHINESS
00 RELEASE IS REQUIRED
FORWARD LIMITS
S
AFT LIMIT
80
00
23
78
00
360.2
76 347.7
22 00 22,000
78
00
21.75
335 340 345 350 355 360 365 370
ARM ~ INCHES
LEGEND
BEYOND LIMITS
DATA BASIS: CALCULATED
AA1254_3B
SA
Figure 6-14. Center of Gravity Limits Chart (Sheet 3 of 3)
6-30
TM 1-1520-237-10
CHAPTER 7
PERFORMANCE DATA 700
Section I INTRODUCTION
7.1 PURPOSE. b. The information is primarily intended for mission
planning and is most useful when planning operations in
NOTE unfamiliar areas or at extreme conditions. The data may
also be used in flight, to establish unit or area standard
• Chapter 7 contains performance data for operating procedures, and to inform ground commanders
helicopters equipped with T700-GE-700 of performance/risk trade-offs.
engines. Performance data for the T700-
GE-701C and T700-GE-701D/CC engines 7.2 CHAPTER 7 INDEX.
are contained in Chapter 7A. Users are
authorized to remove whichever chapter is The following index contains a list of the sections,
not applicable to their model helicopter, and titles, figure numbers, subjects, and page numbers of each
are not required to carry both chapters on performance data chart contained in this chapter.
board. Section
and
• Tabular performance data is presented in Figure
the checklist (TM 1-1520-237-CL) and may Number Title Page
be used in lieu of Figures 7-4 and 7-5 to
obtain 9Maximum Hover Weight9, 9Torque
I INTRODUCTION ................... 7-1
Required to Hover9 and 9Maximum Torque
Available9. 7-1 Temperature Conversion
Chart......................................... 7-4
a. The purpose of this chapter is to provide the best II MAXIMUM TORQUE
available performance data. Regular use of this informa- AVAILABLE........................... 7-6
tion will enable you to receive maximum safe utilization of
the helicopter. Although maximum performance is not 7-2 Aircraft Torque Factor
always required, regular use of this chapter is recom- (ATF) ....................................... 7-7
mended for these reasons: 7-3 Maximum Torque Available -
30-Minute Limit....................... 7-8
(1) Knowledge of your performance margin will al- III HOVER.................................... 7-9
low you to make better decisions when unexpected condi-
tions or alternate missions are encountered. 7-4 Hover - Clean........................... 7-10
7-5 Hover - High Drag................... 7-12
(2) Situations requiring maximum performance will IV CRUISE ................................... 7-13
be more readily recognized.
7-6 Sample Cruise Chart ................ 7-15
(3) Familiarity with the data will allow performance 7-7 Cruise - Altitude Sea Level ..... 7-16
to be computed more easily and quickly. 7-8 Cruise High Drag - Altitude
Sea Level ................................. 7-26
(4) Experience will be gained in accurately estimating
the effects of variables for which data are not presented. 7-9 Cruise - Altitude 2,000 Feet .... 7-36
7-1
TM 1-1520-237-10
Section Section
and and
Figure Figure
Number Title Page Number Title Page
7-10 Cruise High Drag - Altitude 7-33 Climb/Descent.......................... 7-151
2,000 Feet ................................ 7-46 7-34 Climb/Descent -
7-11 Cruise - Altitude 4,000 Feet .... 7-56 High Drag ................................ 7-152
7-12 Cruise High Drag - Altitude VIII FUEL FLOW ........................... 7-153
4,000 Feet ................................ 7-62 7-35 Single/Dual-Engine
7-13 Cruise - Altitude 6,000 Feet .... 7-68 Fuel Flow ................................. 7-155
7-14 Cruise High Drag - Altitude IX AIRSPEED SYSTEM
6,000 Feet ................................ 7-74 DESCRIPTION........................ 7-156
7-15 Cruise - Altitude 8,000 Feet .... 7-80 7-36 Airspeed System Correction -
7-16 Cruise High Drag - Altitude Clean ........................................ 7-157
8,000 Feet ................................ 7-85 7-37 Airspeed System Correction -
7-17 Cruise - Altitude 10,000 Feet .. 7-90 High Drag ................................ 7-158
7-18 Cruise High Drag - Altitude X SPECIAL MISSION
10,000 Feet .............................. 7-95 PERFORMANCE .................... 7-159
7-19 Cruise - Altitude 12,000 Feet .. 7-100 7-38 Self-Deployment Mission
Profile....................................... 7-160
7-20 Cruise High Drag - Altitude
12,000 Feet .............................. 7-105 7-39 Assault Mission Profile
(4 - 230 Gallon Tanks) ............ 7-162
7-21 Cruise - Altitude 14,000 Feet .. 7-110
7-40 Assault Mission Profile
7-22 Cruise High Drag - Altitude (2 - 230 Gallon Tanks) ............ 7-163
14,000 Feet .............................. 7-115
7-41 Assault Mission Profile
7-23 Cruise - Altitude 16,000 Feet .. 7-120 (4 - 200 Gallon Tanks) ............ 7-165
7-24 Cruise High Drag - Altitude 7-42 Assault Mission Profile
16,000 Feet .............................. 7-124 (2 - 200 Gallon Tanks) ............ 7-166
7-25 Cruise - Altitude 18,000 Feet .. 7-128
7-26 Cruise High Drag - Altitude
7.3 GENERAL.
18,000 Feet .............................. 7-132
7-27 Cruise - Altitude 20,000 Feet .. 7-136 The data presented covers the maximum range of
7-28 Cruise High Drag - Altitude conditions and performance that can reasonably be
20,000 Feet .............................. 7-140 expected. In each area of performance, the effects of
altitude, temperature, gross weight, and other parameters
V OPTIMUM CRUISE ............... 7-144
relating to that phase of flight are presented. In addition to
7-29 Optimum Altitude for the presented data, your judgment and experience will be
Maximum Range ..................... 7-145 necessary to accurately obtain performance under a given
7-30 Optimum Altitude for set of circumstances. The conditions for the data are listed
Maximum Range - High Drag. 7-146 under the title of each chart. The effects of different
conditions are discussed in the text accompanying each
VI DRAG ...................................... 7-147
phase of performance. Where practical, data are presented
7-31 External Load Drag ................. 7-148 at conservative conditions. However, NO GENERAL
7-32 Typical High Drag CONSERVATISM HAS BEEN APPLIED. All
Configurations.......................... 7-149 performance data presented are within the applicable limits
of the helicopter. All flight performance data are based on
VII CLIMB - DESCENT ............... 7-150
7-2
TM 1-1520-237-10
JP-4 fuel. The change in fuel flow and torque available, 7.6 PERFORMANCE DISCREPANCIES.
when using JP-5 or JP-8 aviation fuel, or any other ap-
proved fuels, is insignificant. Regular use of this chapter will allow you to monitor
instrument and other helicopter systems for malfunction,
7.4 LIMITS. by comparing actual performance with planned
performance. Knowledge will also be gained concerning
the effects of variables for which data is not provided,
CAUTION thereby increasing the accuracy of performance predic-
tions.
Exceeding operating limits can cause 7.7 PERFORMANCE DATA BASIS - CLEAN.
permanent damage to critical
The data presented in the performance charts are
components. Overlimit operation can
primarily derived for a clean UH-60A helicopter and are
decrease performance, cause early
based on U. S. Army test data. The clean configuration
failure, or failure on a subsequent flight.
assumes all doors and windows are closed and includes the
following external configuration:
Applicable limits are shown on the charts. Performance
generally deteriorates rapidly beyond limits. If limits are
a. Fixed provisions for the External Stores Support
exceeded, minimize the amount and time. Enter the maxi-
System (ESSS).
mum value and time above limits on DA Form 2408-13-1,
so proper maintenance action can be taken.
b. Main and tail rotor deice system.
7.5 USE OF CHARTS.
c. Mounting brackets for infrared (IR) jammer and
7.5.1 Dashed Line Data. Weights above 22,000 chaff dispenser.
pounds are limited to ferry missions for which an
d. The Hover Infrared Suppressor System (HIRSS)
Airworthiness Release is required. On some charts dashed
with baffles installed.
line data are shown for gross weights greater than 22,000
pounds.
e. Includes wire strike protection system.
7.5.2 Data Basis. The type of data used is indicated at
NOTE
the bottom of each performance chart under DATA
BASIS. The data provided generally is based on one of
Helicopters which have an external
three categories:
configuration which differs from the clean
configuration may be corrected for drag
a. Flight test data. Data obtained by flight test of the differences on cruise performance as
helicopter by experienced flight test personnel at precise discussed in Section VI DRAG.
conditions using sensitive calibrated instruments.
7.8 PERFORMANCE DATA BASIS - HIGH DRAG.
b. Calculated data. Data based on tests, but not on
The data presented in the high drag performance charts
flight test of the complete helicopter.
are primarily derived for the UH-60A with the ESSS
system installed and the 230-gallon tanks mounted on the
c. Estimated data. Data based on estimates using outboard pylons, and are based on U.S. Army test data.
aerodynamic theory or other means but not verified by The high drag configuration assumes all doors and
flight test. windows are closed and includes the following external
configuration:
7.5.3 Specific Conditions. The data presented is ac-
curate only for specific conditions listed under the title of a. External stores support system installed.
each chart. Variables for which data is not presented, but
which may affect that phase of performance, are discussed b. Two 230-gallon tanks mounted on the outboard
in the text. Where data is available or reasonable estimates pylons.
can be made, the amount that each variable affects
performance will be given. c. Inboard vertical pylons empty.
7-3
TM 1-1520-237-10
TEMPERATURE CONVERSION
EXAMPLE
WANTED:
FREE AIR TEMPERATURE IN DEGREES CELSIUS
KNOWN:
FREE AIR TEMPERATURE = 32oF
METHOD:
ENTER FREE AIR TEMPERATURE HERE
MOVE RIGHT TO DIAGONAL LINE
MOVE DOWN TO DEGREES CELSIUS SCALE
READ FREE AIR TEMPERATURE = 0oC
140
120
100
80
60
FAT ~ oF
40
20
−20
−40
−60
−80
−60 −50 −40 −30 −20 −10 0 10 20 30 40 50 60
FAT ~ oC
AA0674
SA
Figure 7-1. Temperature Conversion Chart
7-4
TM 1-1520-237-10
d. IR jammer and chaff dispenser installed. stalled. Use the high drag cruise charts and the volcano
drag correction factor to determine cruise performance
e. HIRSS with baffles are installed. with volcano installed. The volcano drag correction factor
is based on flight test data obtained with the complete
f. Main and tail rotor deice and wire strike protection volcano system installed, to include all of the canisters and
systems are installed. mines. The drag correction factor may be used to provide a
conservative estimate of cruise performance for volcano
NOTE
configurations which do not include all of the canisters and
Helicopters with an external configuration mines.
that differs from the high drag configuration
baseline may be corrected for differences in 7.9 FREE AIR TEMPERATURES.
cruise performance as discussed in Section
A temperature conversion chart (Figure 7-1) is included
VI DRAG.
for the purpose of converting Fahrenheit temperature to
g. Use the high drag configuration hover charts to Celsius.
determine hover performance with the volcano system in-
7-5
TM 1-1520-237-10
Section II MAXIMUM TORQUE AVAILABLE
7.10 TORQUE FACTOR METHOD. FAT. The single- and dual-engine transmission limits for
continuous operation are shown and should not be
The torque factor method provides an accurate indica- exceeded. The engine torque available data above the
tion of available power by incorporating ambient single-engine transmission limit is presented as dashed
temperature effects on degraded engine performance. This lines and is required for determining torque available when
section presents the procedure to determine the maximum TR values are below 1.0. When the TR equals 1.0, the
dual- or single-engine torque available for the T700-GE- maximum torque available may be read from the horizon-
700 engine as installed in each individual aircraft. tal specification torque available per engine scale. When
Specification power is defined for a newly delivered low the TR value is less than 1.0, the maximum torque avail-
time engine. The aircraft HIT log forms for each engine, able is determined by multiplying the TR by the specifica-
provide the engine and aircraft torque factors which are tion torque available. The lower portion of Figure 7-3
obtained from the maximum power check and recorded to presents TR correction lines which may be used in place of
be used in calculating maximum torque available. multiplication to read torque available per engine directly
from the vertical scale.
7.10.1 Torque Factor Terms. The following terms are
used when determining the maximum torque available for 7.12 ENGINE BLEED AIR.
an individual aircraft:
With engine bleed air turned on, the maximum avail-
a. Torque Ratio (TR). The ratio of torque available to able torque is reduced as follows:
specification torque at the desired ambient temperature.
a. Engine anti-ice on: Reduce torque determined from
b. Engine Torque Factor (ETF). The ratio of an Figure 7-3 by a constant 16% TRQ. Example: (90% TRQ-
individual engine torque available to specification torque at 16% TRQ) = 74% TRQ.
reference temperature of 35°C. The ETF is allowed to
range from 0.85 to 1.0. b. Cockpit/gunner heater on: Reduce torque available
by 4% TRQ.
c. Aircraft Torque Factor (ATF). The ratio of an
individual aircraft’s power available to specification power c. Cockpit/gunner heater and Option II cabin heater
at a reference temperature of 35°C. The ATF is the aver- system on: Reduce torque available by 5.5% TRQ.
age of the ETF’s of both engines and its value is allowed
to range from 0.9 to 1.0. NOTE
7.10.2 Torque Factor Procedure. The use of the Option II cabin heater system shuts off
ATF or ETF to obtain the TR from Figure 7-2 for ambient when anti-ice is turned on. Power to the
temperatures between -5°C (23°F)and 35°C (95°F)is heater returns when the anti-ice is turned
shown by the example. The ATF and ETF values for an off.
individual aircraft are found on the engine HIT Log. Use
the -5°C (23°F) TR value for temperatures less than -5°C d. Anti-ice and cockpit/gunner heater on: Reduce
(23°F). The TR equals the ATF or ETF for temperatures of torque available by 20%TRQ.
35°C (95°F) and above. For these cases, and for an ATF or
ETF value of 1.0, Figure 7-2 need not be used. 7.13 INFRARED SUPPRESSOR SYSTEM.
When the hover IR suppressor system is installed and
7.11 MAXIMUM TORQUE AVAILABLE CHART.
operating in the benign mode exhaust (baffles removed)
This chart (Figure 7-3) presents the maximum the maximum torque available is increased about 1% TRQ.
specification torque available at zero airspeed and 100% When an IR suppressor system is not installed, maximum
RPM R for the operational range of pressure altitude and torque available is also increased about 1%.
7-6
TM 1-1520-237-10
TORQUE FACTOR
TORQUE FACTOR ~ ATF OR ETF
.84 .86 .88 .90 .92 .94 .96 .98 1.0
40
35 FOR FAT’S
OF 35oC
AND ABOVE
TR = ATF
30
FREE AIR TEMPERATURE ~ o C
25
20
15
1 2
10
−5 AND
BELOW
.84 .85 .86 .87 .88 .89 .90 .91 .92 .93 .94 .95 .96 .97 .98 .99 1.00
3
TORQUE RATIO = TR
EXAMPLE
WANTED:
TORQUE RATIO AND MAXIMUM TORQUE AVAILABLE TO CALCULATE MAXIMUM TORQUE AVAILABLE:
KNOWN: 4. ENTER MAXIMUM TORQUE AVAILABLE CHART AT
KNOWN FAT (FIGURE 7−3)
ATF = .95 5. MOVE RIGHT TO KNOWN PRESSURE ALTITUDE
PRESSURE ALTITUDE = 6000 FT 6. MOVE DOWN, READ SPECIFICATION TORQUE = 97.2%
FAT = 6oC
TO OBTAIN VALUE FROM CHART:
METHOD:
7. MOVE DOWN TO TORQUE RATIO OBTAINED FROM FIGURE 7−2
TO OBTAIN TORQUE RATIO:
8. MOVE LEFT, READ MAXIMUM TORQUE AVAILABLE = 93.0%
1. ENTER TORQUE FACTOR CHART AT KNOWN FAT
2. MOVE RIGHT TO THE ATF VALUE
3. MOVE DOWN, READ TORQUE RATIO = .972
DATA BASIS: CALCULATED AA0675B
SA
Figure 7-2. Aircraft Torque Factor (ATF)
7-7
TM 1-1520-237-10
MAXIMUM TORQUE AVAILABLE
30 MIN LIMIT 100% RPM R HIRSS (BAFFLES INSTALLED)
ZERO AIRSPEED BLEED AIR OFF
60
PRESSURE 0 TRANSMISSION LIMITS
ALTITUDE 2 2~ENGINE 1~ENGINE
50
~ 1000 FT 4
ENGINE HIGH AMBIENT 6
40
TEMPERATURE LIMIT 8
FREE AIR TEMPERATURE ~ oC
10
30
12
14
20
16
18 5
10
20
4
0
−10
−20
6
−30
−40
−50
50 60 70 80 90 100 110 120
SPECIFICATION TORQUE AVAILABLE PER ENGINE %
110
TRANSMISSION LIMIT ~ 1 ENGINE 1.00 0.96 0.92
0.88
TRANSMISSION LIMIT ~ 2 ENGINE
100 0.84
7
TORQUE RATIO
90 8
TORQUE AVAILABLE ~ %
80
70
60
SPECIFIC TORQUE
X TORQUE RATIO
= TORQUE AVAILABLE
50
40
AA0381B
DATA BASIS: FLIGHT TEST SA
Figure 7-3. Maximum Torque Available - 30-Minute Limit
7-8
TM 1-1520-237-10
Section III HOVER
7.14 HOVER CHART. intersection with maximum torque available and read
wheel height. This wheel height is the maximum hover
NOTE height.
For performance calculations with volcano c. The hover chart may also be used to determine
system installed, use the applicable high maximum gross weight for hover at a given wheel height,
drag performance charts. pressure altitude, and temperature as illustrated in
EXAMPLE B. Enter at known FAT, move right to the
a. The primary use of the charts (Figures 7-4 and 7-5) pressure altitude, then move down and establish a vertical
is illustrated by EXAMPLE A. To determine the torque line on the lower grid. Now enter lower left grid at maxi-
required to hover, it is necessary to know pressure altitude, mum torque available. Move up to wheel height, then
FAT, gross weight, and desired wheel height. Enter the move right to intersect vertical line from pressure altitude/
upper right grid at the known FAT, move right to the FAT intersection. Interpolate from gross weight lines to
pressure altitude, move down to gross weight. For OGE read maximum gross weight at which the helicopter will
hover, move left to the torque per engine scale and read hover.
torque required. For IGE hover, move left to desired wheel
height, deflect down and read torque required for dual- 7.15 EFFECTS OF BLADE EROSION KIT.
engine or single-engine operation. The IGE wheel height
lines represent a compromise for all possible gross weights With the blade erosion kit installed, it will be necessary
and altitude conditions. A small torque error up to 63% to make the following corrections. Multiply the torque
torque may occur at extreme temperature and high altitude. required to hover determined from the charts by 1.02.
This error is more evident at lower wheel heights. (Example: If indicated torque is 90%, multiply 90 x 1.02 =
91.8% actual torque required.) Multiply the maximum
b. In addition to the primary use, the hover chart may gross weight to hover obtained from the charts by 0.98.
be used to predict maximum hover height. To determine (Example: If gross weight is 22,000 lbs, multiply by 0.98
maximum hover height, it is necessary to know pressure = 21,560 lbs actual gross weight to hover.) When
altitude, FAT, gross weight, and maximum torque avail- determining maximum hover wheel height, enter the chart
able. Enter the known FAT, move right to the pressure at 1.02 x gross weight. (Example: If gross weight is 20,000
altitude, move down to gross weight, move left to lbs, multiply 20,000 x 1.02 = 20,400 lbs).
7-9
TM 1-1520-237-10
EXAMPLE A
WANTED:
TORQUE REQUIRED TO HOVER OGE AND AT A 10-FOOT WHEEL HEIGHT
KNOWN:
FAT = 30°C
PRESSURE ALTITUDE = 2,000 FEET
GROSS WEIGHT = 19,500 POUNDS
METHOD:
ENTER HOVER CHART AT KNOWN FAT. MOVE RIGHT TO PRESSURE ALTITUDE, MOVE
DOWN THROUGH GROSS WEIGHT LINES TO DESIRED GROSS WEIGHT. MOVE LEFT TO
INDICATE TORQUE/ENGINE % (OGE) SCALE AND READ OGE HOVER TORQUE (94%). MOVE
DOWN FROM INTERSECTION OF 10-FOOT HOVER LINE AND HORIZONTAL LINE TO READ
TORQUE REQUIRED TO HOVER 10 FEET (80%).
EXAMPLE B
WANTED:
MAXIMUM GROSS WEIGHT TO HOVER OGE
KNOWN:
ATF = 1.0
FAT =15°C
PRESSURE ALTITUDE = 8,000 FEET
MAXIMUM TORQUE AVAILABLE =96%
METHOD:
ENTER INDICATED TORQUE/ENGINE (IGE) SCALE AT MAXIMUM TORQUE AVAILABLE
(96%), MOVE UP TO OGE LINE. ENTER CHART AT KNOWN FAT (15°C). MOVE RIGHT TO
PRESSURE ALTITUDE LINE (8,000 FT). MOVE DOWN FROM PRESSURE ALTITUDE LINE AND
MOVE RIGHT FROM OGE LINE. WHERE LINES INTERSECT, READ MAXIMUM GROSS
WEIGHT TO HOVER OGE.
Figure 7-4. Hover - Clean (Sheet 1 of 2)
7-10
TM 1-1520-237-10
HOVER HOVER
100% RPM R CLEAN
T700(2)
ZERO WIND
PRESSURE ALTITUDE ~ 1000 FT
60
−2 0 2 4 6 8 10 12 14 16
FREE AIR TEMP. ~ OC
40 18
A
20
B
20
0
NOTE
FOR LOW WIND CONDITIONS −20
AIRCRAFT SHOULD BE HEADED
INTO WIND. 3−5 KT CROSSWIND
OR TAILWIND MAY INCREASE −40
TORQUE REQUIRED BY UP TO
4% OVER ZERO WIND VALUES
−60
22 21 20 19 18 17
WHEEL 5 10
HEIGHT ~FT
16
20
TORQUE PER ENGINE ~ % (OGE)
40
15
DUAL ENGINE TRANS. LIMIT
100 OGE
95
SINGLE ENGINE
TRANS. LIMT
90
14
85
80
DUAL ENGINE TRANS. LIMIT
75 13
70
65
12
60
GROSS
55 WEIGHT
B ~ 1000 LB
50
40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % (IGE)
SINGLE ENGINE TORQUE ~ %
80 100 120 140
AA2143D
DATA BASIS: FLIGHT TEST SA
Figure 7-4. Hover - Clean (Sheet 2 of 2)
7-11
TM 1-1520-237-10
HOVER
HOVER
ESSS 100% RPM R
T700 (2) ZERO WIND PRESSURE ALTITUDE ~ 1000 FT
60
−2 0 2 4 6 8 10 12 14 16
40
FREE AIR TEMP. ~ OC
18
20
0 20
NOTE
FOR LOW WIND CONDITIONS
AIRCRAFT SHOULD BE HEADED −20
INTO WIND. 3−5 KT CROSSWIND
OR TAILWIND MAY INCREASE
−40
TORQUE REQUIRED BY UP TO
4% OVER ZERO WIND VALUES
−60
24.5 24 23 22 21 20 19 18 17
WHEEL 5
HEIGHT ~FT
16
10
20
TORQUE PER ENGINE ~ % (OGE)
15
40
DUAL ENGINE TRANS. LIMIT
100 OGE
SINGLE ENGINE
TRANS. LIMIT
95
90 14
DUAL ENGINE TRANS. LIMIT
85
80
13
75
70
65
GROSS
WEIGHT
60 ~ 1000 LB
55
40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % (IGE)
SINGLE ENGINE TORQUE ~ %
80 100 120 140
DATA BASIS: FLIGHT TEST AA2144D
SA
Figure 7-5. Hover - High Drag
7-12
TM 1-1520-237-10
Section IV CRUISE
7.16 DESCRIPTION. converted to TAS (or vice versa) by reading directly across
the chart without regard for the other chart information.
The cruise charts (Figures 7-6 through 7-28)present The level flight airspeed calibration was used to convert
torque required and total fuel flow as a function of air- IAS to TAS.
speed, altitude, temperature, and gross weight at 100% ro-
tor speed. Scales for both TAS and IAS are presented. The
b. Torque. Since pressure altitude and temperature are
baseline helicopter configuration for these charts was the
fixed for each chart, torque available varies with airspeed,
9clean and high drag9 configuration as defined in Section I.
and torque required varies with airspeed, gross weight, and
Each cruise chart also presents the change in torque (
TRQ) required for 10 sq. ft. of additional flat plate drag drag. The torque and torque limits shown on these charts
with a dashed line on a separate scale. This line is utilized are for dual-engine operation. The maximum torque avail-
to correct torque required for external loads as discussed in able is presented on each chart as either the transmission
Section VI DRAG. Maximum level flight airspeed (Vh) is torque limit or engine torque available - 30-minute. The
obtained at the intersection of gross weight arc and torque maximum torque available - 30-minute and maximum
available - 30 minutes or the transmission torque limit, continous power (MCP) are presented on each chart for an
whichever is lower. Airspeeds that will produce maximum ATF of 1.0 as a solid line originating from the torque per
range, maximum endurance, and maximum rate of climb engine scale and continuing vertically. The maximum
are also shown. Cruise charts are provided from sea level torque available - 30-minute and MCP for aircraft with an
to 20,000 feet pressure altitude in units of 2,000 feet. Each ATF value of 0.9 may be derived by starting at the ATF =
figure number represents a different altitude. The charts 0.9 reference mark at the bottom of the chart, continuing
provide cruise data for FATs from -50° to +60°C, in units vertically and paralleling the respective torque available
of 10°. Charts with FATs that exceed the engine ambient line. The maximum torque available for aircraft with an
temperature limits by more than 10°C are deleted. ATF value between 1.0 and 0.9 must be interpolated by
entering the chart at the required airspeed and intersecting
7.17 USE OF CHARTS. the point between the 0.9 ATF and the applicable maxi-
mum torque available - 30-minute or MCP solid line at the
The primary uses of the charts are illustrated by the known ATF (Figure 7-6). Higher torque than that
examples of Figure 7-6. To use the charts, it is usually represented by these lines may be used if it is available
necessary to know the planned pressure altitude, estimated without exceeding the limitations presented in Chapter 5.
FAT, planned cruise speed, TAS, and gross weight. First, An increase or decrease in torque required as a result of a
select the proper chart on the basis of pressure altitude and drag area change is described in 7.17.F.
FAT. Enter the chart at the cruise airspeed, IAS, move
horizontal and read TAS, move horizontal to the gross c. Fuel Flow. Fuel flow scales are provided opposite
weight, move down and read torque required, and then the torque scales. On any chart, torque may be converted
move up and read associated fuel flow. Maximum directly to fuel flow without regard to other chart informa-
performance conditions are determined by entering the tion. Data shown in this section is for two-engine opera-
chart where the maximum range line or the maximum tion. For one-engine fuel flow, refer to paragraph 7.18 or
endurance and rate of climb line intersects the gross Section VIII FUEL FLOW.
weight line; then read airspeed, fuel flow, and torque
required. Normally, sufficient accuracy can be obtained by
selecting the chart nearest the planned cruising altitude and (1) With bleed-air extracted, fuel flow increases:
FAT or, more conservatively, by selecting the chart with
the next higher altitude and FAT. If greater accuracy is (a) Engine anti-ice on - About 60 lbs/hr. Example:
required, interpolation between altitudes and/or (760 lbs/hr + 60 lbs/hr = 820 lbs/hr).
temperatures is permissible. To be conservative, use the
gross weight at the beginning of the cruise flight. For
greater accuracy on long flights, however, it is preferable (b) Cockpit/gunner heater on - About 20 lbs/hr.
to determine cruise information for several flight segments
to allow for the decreasing gross weight. (c) Cockpit/gunner heater and Option II cabin heater
system on - About 28 lbs/hr.
a. Airspeed. TAS and IAS are presented at opposite
sides of each chart. On any chart, IAS can be directly
7-13
TM 1-1520-237-10
NOTE change in torque from the limit torque; then enter the
cruise chart at the reduced torque, and move up to the
Option II cabin heater system shuts off gross weight. Move left or right to read TAS or IAS. The
when anti-ice is turned on. Power to the engine torque setting for maximum range obtained from
heater returns when the anti-ice is turned the clean configuration cruise chart will generally result in
off. cruise at best range airspeed for the higher drag
configuration. To determine the approximate airspeed for
(d) Anti-ice and cockpit/gunner heater on - About maximum range for alternative or external load configura-
80 lbs/hr. tions, reduce the value from the cruise chart by 6 knots for
each 10 square foot increase in drag area, F. For
(2) When the hover IR suppressor system is installed example, if both cabin doors are open the F increases 6
and operating in the benign mode (exhaust baffles ft2 and the maximum range airspeed would be reduced by
removed), the dual-engine fuel flow will decrease about 16 approximately 4 knots (6 Kts/10 ft236 ft2 =3.6 Kts).
lbs/hr.
g. Additional Uses. The low-speed end of the cruise
d. Maximum Range. The maximum range lines (MAX chart (below 40 knots) is shown primarily to familiarize
RANGE) indicate the combinations of gross weight and you with the low-speed power requirements of the
airspeed that will produce the greatest flight range per helicopter. It shows the power margin available for climb
pound of fuel under zero wind conditions. When maxi- or acceleration during maneuvers, such as nap of earth
mum range airspeed line is above the maximum torque (NOE) flight. At zero airspeed, the torque represents the
available, the resulting maximum airspeed should be used torque required to hover out of ground effect. In general,
for maximum range. A method of estimating maximum mission planning for low-speed flight should be based on
range speed in winds is to increase IAS by 2.5 knots per hover out of ground effect.
each 10 knots of effective headwind (which reduces flight
time and minimizes loss in range) and decrease IAS by 2.5 7.18 SINGLE-ENGINE.
knots per 10 knots of effective tailwind for economy.
a. The maximum torque available, single-engine, is
e. Maximum Endurance and Rate of Climb. The maxi- presented on each chart up to the single engine transmis-
mum endurance and rate of climb lines (MAX END and sion limit as a SE ; 30 MIN line at half the actual maxi-
R/C) indicate the combinations of gross weight and air- mum torque available for an ATF of 1.0 as a solid line
speed that will produce the maximum endurance and the originating from the torque per engine scale and continu-
maximum rate of climb. The torque required for level ing vertically. The maximum single-engine torque avail-
flight at this condition is a minimum, providing a able for engines with an ETF of 0.85 may be derived by
minimum fuel flow (maximum endurance) and a maximum starting at the ETF = 0.85 reference mark at the bottom of
torque change available for climb (maximum rate of the chart, continuing vertically and paralleling the SE ;
climb). 30 MIN torque available line. The maximum torque avail-
able for engines with an ATF value between 1.0 and 0.85
f. Change in Frontal Area. Since the cruise information must be interpolated. To read torque available interpolate
is given for the 9clean configuration,9 adjustments to between the 0.85 reference mark and the SE ; 30 MIN
torque should be made when operating with external sling reference line.
loads or helicopter external configuration changes. To
determine the change in torque, first obtain the appropriate b. Select the cruise chart for the desired condition and
multiplying factor from the load drag chart (Figure 7-31), enter the torque scale at the appropriate ETF. Move up to
then enter the cruise chart at the planned cruise speed the intersection of torque available and the mission gross
TAS, move right to the broken TRQ line, and move up weight arc, and read across for minimum single-engine
and read TRQ. Multiply TRQ by the multiplying airspeed. Move up to the second intersection of torque and
factor to obtain change in torque, then add or subtract the mission gross weight arc, and read across to determine
change in torque from torque required for the primary the maximum single-engine airspeed. If no intersections
mission configuration. Enter the cruise chart at resulting occur, there is no single-engine level flight capability for
torque required, move up, and read fuel flow. If the result- the conditions. Single-engine fuel flow at the desired 30-
ing torque required exceeds the governing torque limit, the minute and continuous conditions may be obtained by
torque required must be reduced to the limit. The resulting doubling the torque required from the cruise chart and
reduction in airspeed may be found by subtracting the referring to Figure 7–35.
7-14
TM 1-1520-237-10
CRUISE EXAMPLE
100% RPM R
FAT: 30 °C ALT: 6000 FT
TOTAL FUEL FLOW 100 LB/HR
6 7 8 9 10 11 12 13
170
EXAMPLE TRQ ~ % FOR DRAG
~ 30 MIN
AREA OF 10 SQ FT OF F
WANTED
TORQUE AVAILABLE
D 160
180
10 20 30
~ MCP
A. CRUISE CONDITIONS FOR MAXIMUM RANGE
B. CONDITIONS FOR MAXIMUM ENDURANCE 170 150
C. MAXIMUM AIRSPEED IN LEVEL FLIGHT
D. DETERMINE TORQUE AND FUEL FLOW
SE ~ 30 MIN
REQUIRED TO CRUISE WITH CARGO 160
140
DOORS OPEN
150
C 130
KNOWN
140
FAT = 30 °C 120
PRESSURE ALTITUDE = 6000 FT D A
INDICATED AIRSPEED ~ KTS
GW = 19,000 LBS 130
ATF = 0.95
110
TRUE AIRSPEED ~ KTS
120 MAX
METHOD RANGE
100
A. TURN TO CRUISE CHARTS NEAREST KNOWN 110
FLIGHT CONDITIONS, AT INTERSECTION
OF MAX RANGE LINE AND KNOWN VALUE OF 90
GROSS WEIGHT:
100
MOVE LEFT, READ TAS = 130 KTS
MOVE RIGHT, READ IAS = 114 KTS 80
MOVE DOWN, READ TORQUE = 66% TRQ
MOVE UP, READ TOTAL FUEL FLOW = 945 LBS / HR 90 B
MAX END
AND R / C 70
B. AT INTERSECTION OF MAX END AND R / C
TRANSMISSION TORQUE LIMIT
LINE AND KNOWN VALUE OF GROSS WEIGHT: 80
MOVE LEFT, READ TAS = 85 KTS
MOVE RIGHT, READ IAS = 69 KTS 60
MOVE DOWN, READ TORQUE = 47% TRQ
MOVE UP, READ TOTAL FUEL FLOW = 760 LBS / HR 70
50
C. ENTER THE TORQUE PER ENGINE SCALE
HALF WAY BETWEEN THE 30 MIN TORQUE AVAILABLE 60
LINE AND THE ATF=.9 (30 MIN) TICK MARK. MOVE UP
PARALLEL TO THE 30 MIN LINE UP UNTIL INTERSECTING 40
19,000 LB GW: 50 12 14 16 18 20 22
MOVE LEFT, READ MAXIMUM TAS = 143 KTS
MOVE RIGHT, READ MAXIMUM IAS = 126 KTS GW ~ 30
MOVE DOWN, READ MAXIMUM TORQUE = 82% TRQ 1000 LB
MOVE UP, READ TOTAL FUEL FLOW = 1120 LBS / HR 40
D. ENTER TRQ% PER 10 SQ FT SCALE AT 130 KTAS 30 20
MOVE UP READ TRQ = 8.0%
TURN TO DRAG TABLE IN SECTION VII 20
NOTE CARGO DOORS OPEN = 6.0 SQ FT F 10
AND HAS A DRAG MULTIPLYING FACTOR VALUE
OF 0.60, CALCULATE TOTAL TORQUE REQUIRED 10
USING THE CONDITIONS OF EXAMPLE A:
66% + (0.6 X 8.0%) = 70.8% TOTAL TORQUE 0 0
READ FUEL FLOW AT TOTAL TORQUE = 1000 LBS / HR
20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ %
30 MIN
SE
MCP
ETF = 0.85 ATF = 0.9
AA0682B
SAF
Figure 7-6. Sample Cruise Chart
7-15
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 0 FT
−50 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
~ ALL ENGINE LIMITS
AREA OF 10 SQ FT OF ΔF
140 160
SE ~ 30 MIN
10 20 30
130 150
140
TORQUE AVAILABLE
120
MAX
RANGE
130
110
120
100
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
90
100
80 90
MAX END
AND R / C 80
70
70
60
TRANSMISSION TORQUE LIMIT
60
50 50
40
40
30
GW ~
30 12 14 16 18 20 22 1000 LB
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ % AB2874_1
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-7. Cruise - Altitude Sea Level (Sheet 1 of 10)
7-16
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 0 FT
−40 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
150
~ ALL ENGINE LIMITS
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
SE ~ 30 MIN
140
10 20 30
150
130
140
TORQUE AVAILABLE
120 MAX
RANGE
130
110
120
100
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
90 100
90
80
MAX END
AND R / C 80
70
70
60
60
50 50
TRANSMISSION TORQUE LIMIT
40
40
30
30 12 14 16 18 20 22 GW ~
1000 LB
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ % AB2874_2
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-7. Cruise - Altitude Sea Level (Sheet 2 of 10)
7-17
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 0 FT
−30 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
150 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
SE ~ 30 MIN
~ ALL ENGINE LIMITS
10 20 30
140
150
130
140
MAX
RANGE
120
TORQUE AVAILABLE
130
110 120
100 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
90
90
80
MAX END 80
AND R / C
70
70
TRANSMISSION TORQUE LIMIT
60 60
50
50
40
40
30
30 GW ~
12 14 16 18 20 22
1000 LB
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ % AB2874_3
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-7. Cruise - Altitude Sea Level (Sheet 3 of 10)
7-18
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 0 FT
−20 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
150
160
SE ~ 30 MIN
TORQUE AVAILABLE ~ ALL ENGINE LIMITS
10 20 30
140 150
130 140
MAX
RANGE
120 130
120
110
110
INDICATED AIRSPEED ~ KTS
100
TRUE AIRSPEED ~ KTS
100
90
90
80 MAX END
AND R / C 80
70 70
60
60
TRANSMISSION TORQUE LIMIT
50
50
40
40
30
30 GW ~
12 14 16 18 20 22
1000 LB
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ % AB2874_4
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-7. Cruise - Altitude Sea Level (Sheet 4 of 10)
7-19
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 0 FT
−10 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
~ 30 MIN
~ MCP
160
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
TORQUE AVAILABLE
160
150
10 20 30
SE ~ 30 MIN
150
140
140
130
MAX
RANGE
130
120
120
110
110
INDICATED AIRSPEED ~ KTS
100
TRUE AIRSPEED ~ KTS
100
90
90
80 MAX END
80
AND R / C
70
70
60
60
TRANSMISSION TORQUE LIMIT
50
50
40
40
30
30 GW ~ 12 14 16 18 20 22
1000 LB 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
30 MIN
MCP
TORQUE PER ENGINE ~ % AB2874_5
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-7. Cruise - Altitude Sea Level (Sheet 5 of 10)
7-20
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 0 FT
0 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
~ MCP
~ 30 MIN
TORQUE AVAILABLE
160 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
SE ~ 30 MIN
150 10 20 30
150
140
140
130 MAX
RANGE
130
120
120
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
TRANSMISSION TORQUE LIMIT
90 90
MAX END 80
80 AND R / C
70
70
60
60
50
50
40
40
30
GW ~
12 14 16 18 20 22 1000 LB
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
30 MIN
MCP
TORQUE PER ENGINE ~ %
AB2874_6
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-7. Cruise - Altitude Sea Level (Sheet 6 of 10)
7-21
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 0 FT
10 °C
TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
~ 30 MIN
160 AREA OF 10 SQ FT OF ΔF
160
SE ~ 30 MIN
10 20 30
150
150
140
140
MAX
130 RANGE
130
120
~ MCP
120
110 TORQUE AVAILABLE
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100 100
90
90
MAX END 80
80 AND R / C
70
70
60
60
TRANSMISSION TORQUE LIMIT
50
50
40
40
30
GW ~
30 12 14 16 18 20 22 1000 LB
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
30 MIN
TORQUE PER ENGINE ~ %
SE
MCP
ETF = 0.85 ATF = 0.9 AB2874_7
DATA BASIS: FLIGHT TEST SAF
Figure 7-7. Cruise - Altitude Sea Level (Sheet 7 of 10)
7-22
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 0 FT
20 °C
TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15
170 170
~ MCP
~ 30 MIN
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160 160
SE ~ 30 MIN
10 20 30
150 150
140 140
MAX
RANGE
130 130
120 120
110 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
TORQUE AVAILABLE
100
100
90
90
MAX END 80
80 AND R / C
70
70
60
TRANSMISSION TORQUE LIMIT
60
50
50
40
40 30
GW ~
1000 LB
30 12 14 16 18 20 22
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
SE
30 MIN
TORQUE PER ENGINE ~ %
MCP
ETF = 0.85 ATF = 0.9 AB2874_8
DATA BASIS: FLIGHT TEST SAF
Figure 7-7. Cruise - Altitude Sea Level (Sheet 8 of 10)
7-23
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 0 FT
30 °C 40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 7 8 9 10 11 12 13 14
170
170 Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
~ MCP
~ MCP
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF 170
~ 30 MIN
160
160
SE ~ 30 MIN
10 20 30 10 20 30 160
SE ~ 30 MIN
150
150
150
140
~ 30 MIN
140
140
MAX
130 RANGE
130 MAX
RANGE 130
120
TORQUE AVAILABLE
120
120
TORQUE AVAILABLE
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110
100
100
100
90
TRANSMISSION TORQUE LIMIT
90
90
80
MAX END MAX END
AND R / C AND R / C
80
80
70
70 70
TRANSMISSION TORQUE LIMIT
60
60 60
50
50 40 50
GW ~
40 1000 LB
30 40
12 14 16 18 20 22 GW ~
12 14 16 18 20 22 1000 LB
30 30
20
20 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2874_9
DATA BASIS: FLIGHT TEST SAF
Figure 7-7. Cruise - Altitude Sea Level (Sheet 9 of 10)
7-24
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 0 FT
50 °C 60 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 7 8 9 10 11 12 13
180 170
180
~ 30 MIN
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
170 AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
~ 30 MIN
160 170
TORQUE AVAILABLE
~ MCP
~ MCP
10 20 30 10 20 30
160
160
SE ~ 30 MIN
150
SE ~ 30 MIN
150
150
140
140
140
130
MAX MAX
130 RANGE RANGE 130
120
120
120
110
TORQUE AVAILABLE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110
110
100
100
90 100
90
80 90
MAX END MAX END
AND R / C AND R / C
80 70 80
70 60 70
TRANSMISSION TORQUE LIMIT
TRANSMISSION TORQUE LIMIT
60 50 60
50 40 50
40 30 GW ~ 12 40
14 16 18 20 22
1000 LB
30 GW ~ 12 14 16 18 20 22 20 30
1000 LB
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2874_10
DATA BASIS: FLIGHT TEST SAF
Figure 7-7. Cruise - Altitude Sea Level (Sheet 10 of 10)
7-25
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESSURE ALT: 0 FT T700 (2)
−50 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
~ ALL ENGINE LIMITS
160
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
150
10 20 30
SE ~ 30 MIN
140 150
TORQUE AVAILABLE
130 140
120 130
MAX 120
110
RANGE
110
100
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
90
90
80
80
MAX END
70 AND R / C
70
TRANSMISSION TORQUE LIMIT
60 60
50
50
40
40
30
30 GW ~
12 14 16 18 20 22 23 24.5
1000 LB 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
NOTE: SHORT DASH LINES: FERRY MISSION ONLY TORQUE PER ENGINE ~ %
AB2912_1
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-8. Cruise High Drag - Altitude Sea Level (Sheet 1 of 10)
7-26
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESSURE ALT: 0 FT T700 (2)
−40 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
~ ALL ENGINE LIMITS
Δ TRQ ~ % FOR DRAG
160
AREA OF 10 SQ FT OF ΔF
160
150 10 20 30
SE ~ 30 MIN
150
140
TORQUE AVAILABLE
140
130
130
120
MAX 120
110 RANGE
110
INDICATED AIRSPEED ~ KTS
100
TRUE AIRSPEED ~ KTS
100
90
90
80
80
MAX END
AND R / C
70
70
60 60
TRANSMISSION TORQUE LIMIT
50
50
40
40
30
30 GW ~ 12 14 16 18 20 22 23 24.5
1000 LB 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
NOTE: SHORT DASH LINES: FERRY MISSION ONLY TORQUE PER ENGINE ~ %
AB2912_2
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-8. Cruise High Drag - Altitude Sea Level (Sheet 2 of 10)
7-27
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESSURE ALT: 0 FT T700 (2)
−30 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170 170
~ ALL ENGINE LIMITS
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
160
10 20 30
SE ~ 30 MIN
150
150
140
140
TORQUE AVAILABLE
130
130
120
MAX 120
RANGE
110
110
INDICATED AIRSPEED ~ KTS
100
TRUE AIRSPEED ~ KTS
100
90
90
80 80
MAX END
AND R / C
70 70
TRANSMISSION TORQUE LIMIT
60
60
50
50
40
40
30
30 GW ~ 12 14 16 18 20 22 23 24.5 20
1000 LB
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
NOTE: SHORT DASH LINES: FERRY MISSION ONLY TORQUE PER ENGINE ~ %
AB2912_3
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-8. Cruise High Drag - Altitude Sea Level (Sheet 3 of 10)
7-28
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESSURE ALT: 0 FT T700 (2)
−20 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
170
~ ALL ENGINE LIMITS
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
160
10 20 30
SE ~ 30 MIN
150 150
140
TORQUE AVAILABLE
140
130
130
120
MAX 120
RANGE
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90 90
80 80
MAX END
AND R / C
70
70
TRANSMISSION TORQUE LIMIT
60
60
50
50
40
40
30
30 GW ~ 12 14 16 18 20 22 23 24.5 20
1000 LB
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
NOTE: SHORT DASH LINES: FERRY MISSION ONLY TORQUE PER ENGINE ~ %
AB2912_4
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-8. Cruise High Drag - Altitude Sea Level (Sheet 4 of 10)
7-29
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESSURE ALT: 0 FT T700 (2)
−10 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
170
AREA OF 10 SQ FT OF ΔF
~ MCP
TORQUE AVAILABLE
~ 30 MIN
160
160 10 20 30
SE ~ 30 MIN
150
150
140 140
130 130
120 MAX 120
RANGE
110 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100 100
90
90
80
80
MAX END
AND R / C
70
70
TRANSMISSION TORQUE LIMIT
60
60
50
50
40
12 14 16 18 20 22 23 24.5
40 GW ~ 30
1000 LB
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
30 MIN
NOTE: SHORT DASH LINES: FERRY MISSION ONLY TORQUE PER ENGINE ~ %
MCP
AB2912_5
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-8. Cruise High Drag - Altitude Sea Level (Sheet 5 of 10)
7-30
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESSURE ALT: 0 FT T700 (2)
0 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
180 170
Δ TRQ ~ % FOR DRAG
170 AREA OF 10 SQ FT OF ΔF
~ 30 MIN
~ MCP
160
TORQUE AVAILABLE
10 20 30
SE ~ 30 MIN
160
150
150
140
140
130
130
120
120 MAX
RANGE
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90
90
80
80
MAX END
AND R / C
70
TRANSMISSION TORQUE LIMIT
70
60
60
50
50
40
40 30
GW ~
12 14 16 18 20 22 23 24.5
30 1000 LB 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
30 MIN
NOTE: SHORT DASH LINES: FERRY MISSION ONLY TORQUE PER ENGINE ~ %
MCP
AB2912_6
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-8. Cruise High Drag - Altitude Sea Level (Sheet 6 of 10)
7-31
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESSURE ALT: 0 FT T700 (2)
10 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
180
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
170 160
~ 30 MIN
10 20 30
160
SE ~ 30 MIN
150
150
140
140
130
130
120
MAX
120
RANGE
110
TORQUE AVAILABLE
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
~ MCP
100
90
90
80
80 MAX END
AND R / C 70
70
60
TRANSMISSION TORQUE LIMIT
60
50
50 40
40 30
GW ~ 12 14 16 18 20 22 23 24.5
30 1000 LB 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
TORQUE PER ENGINE ~ %
30 MIN
NOTE: SHORT DASH LINES: FERRY MISSION ONLY
MCP
AB2912_7
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-8. Cruise High Drag - Altitude Sea Level (Sheet 7 of 10)
7-32
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESSURE ALT: 0 FT T700 (2)
20 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
180 Δ TRQ ~ % FOR DRAG
~ 30 MIN
AREA OF 10 SQ FT OF ΔF
TORQUE AVAILABLE
160
170 10 20 30
~ MCP
SE ~ 30 MIN
160 150
150 140
140
130
MAX
RANGE
130
120
120
110
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
80
80 MAX END
AND R / C 70
70
60
TRANSMISSION TORQUE LIMIT
60 50
50 40
12 14 16 18 20 22 23 24.5
30
40 GW ~
1000 LB
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
TORQUE PER ENGINE ~ %
30 MIN
NOTE: SHORT DASH LINES: FERRY MISSION ONLY
MCP
AB2912_8
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-8. Cruise High Drag - Altitude Sea Level (Sheet 8 of 10)
7-33
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESSURE ALT: 0 FT T700 (2)
30 °C 40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 7 8 9 10 11 12 13 14
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
180 AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160 180
TORQUE AVAILABLE
~ 30 MIN
~ 30 MIN
170 10 20 30 10 20 30
TORQUE AVAILABLE
~ MCP
170
SE ~ 30 MIN
150
~ MCP
160
160
140
SE ~ 30 MIN
150
150
140 130
140
130 120 130
120 MAX
RANGE 110 MAX 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
RANGE
110
100 110
100
90 100
TRANSMISSION TORQUE LIMIT
90
80 90
80 MAX END MAX END
80
TRANSMISSION TORQUE LIMIT
AND R / C 70 AND R / C
70 60 70
60 50 60
50 40
50
GW ~ 30
40 12 14 16 18 20 22 23 24.5 1000 LB 40
12 14 16 18 20 22 23 24.5
30 20 30
GW ~
20 1000 LB 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
30 MIN
30 MIN
MCP
SE
ETF = 0.85
MCP
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2912_9
DATA BASIS: FLIGHT TEST SAF
Figure 7-8. Cruise High Drag - Altitude Sea Level (Sheet 9 of 10)
7-34
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESSURE ALT: 0 FT T700 (2)
50 °C 60 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
180
10 20 30 10 20 30 180
~ 30 MIN
TORQUE AVAILABLE
170 150
~ MCP
~ 30 MIN
170
~ MCP
TORQUE AVAILABLE
SE ~ 30 MIN
SE ~ 30 MIN
160
140 160
150
150
130
140
140
MAX 120
130 RANGE
130
110
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
MAX
100 RANGE
110
110
100 90
100
90 80
90
TRANSMISSION TORQUE LIMIT
MAX END 70 MAX END
80 AND R / C 80
AND R / C
TRANSMISSION TORQUE LIMIT
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 23 24.5
30
40 GW ~
40
1000 LB GW ~
22 23 24.5
20 1000 LB 12 14 16 18 20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
30 MIN
MIN
MCP
30
SE
MCP
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2912_10
DATA BASIS: FLIGHT TEST SAF
Figure 7-8. Cruise High Drag - Altitude Sea Level (Sheet 10 of 10)
7-35
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 2000 FT
−50 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
150 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
SE ~ 30 MIN
~ ALL ENGINE LIMITS
140 10 20 30
150
130
140
120
TORQUE AVAILABLE
MAX 130
RANGE
110
120
100 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
90
90
80
MAX END 80
AND R / C
70
70
TRANSMISSION TORQUE LIMIT
60 60
50
50
40
40
30
30
20
20 GW ~ 12 14 16 18 20 22
1000 LB
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9 AB2875_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-9. Cruise - Altitude 2,000 Feet (Sheet 1 of 10)
7-36
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 2000 FT
−40 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
~ ALL ENGINE LIMITS
150 AREA OF 10 SQ FT OF ΔF
160
SE ~ 30 MIN
10 20 30
140
150
130
140
TORQUE AVAILABLE
MAX
120 130
RANGE
110 120
110
100
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
90
90
80
MAX END 80
AND R / C
70 70
60 60
TRANSMISSION TORQUE LIMIT
50
50
40
40
30
GW ~
1000 LB 12 14 16 18 20 22
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9 AB2875_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-9. Cruise - Altitude 2,000 Feet (Sheet 2 of 10)
7-37
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 2000 FT
−30 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
160
Δ TRQ ~ % FOR DRAG
~ ALL ENGINE LIMITS
AREA OF 10 SQ FT OF ΔF
150 160
SE ~ 30 MIN
10 20 30
140 150
140
TORQUE AVAILABLE
130
MAX 130
120 RANGE
120
110
110
INDICATED AIRSPEED ~ KTS
100
TRUE AIRSPEED ~ KTS
100
90
90
80 80
MAX END
AND R / C
70 70
60
TRANSMISSION TORQUE LIMIT
60
50
50
40
40
30
GW ~
12 14 16 18 20 22 1000 LB
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9 AB2875_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-9. Cruise - Altitude 2,000 Feet (Sheet 3 of 10)
7-38
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 2000 FT
−20 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
160 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
~ ALL ENGINE LIMITS
160
SE ~ 30 MIN
150 10 20 30
150
140
140
130
TORQUE AVAILABLE
MAX
RANGE 130
120
120
110
110
INDICATED AIRSPEED ~ KTS
100
TRUE AIRSPEED ~ KTS
100
90 90
MAX END 80
80
AND R / C
70
70
60
60
TRANSMISSION TORQUE LIMIT
50
50
40
40
30
GW ~
12 14 16 18 20 22
1000 LB
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9 AB2875_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-9. Cruise - Altitude 2,000 Feet (Sheet 4 of 10)
7-39
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 2000 FT
−10 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
~ MCP
Δ TRQ ~ % FOR DRAG
~ 30 MIN
160 AREA OF 10 SQ FT OF ΔF
TORQUE AVAILABLE
160
SE ~ 30 MIN
10 20 30
150
150
140
140
130
MAX 130
RANGE
120
120
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100 100
90
90
MAX END 80
80 AND R / C
70
70
60
TRANSMISSION TORQUE LIMIT
60
50
50
40
40
30
GW ~
12 14 16 18 20 22
1000 LB
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
30 MIN
SE
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9 AB2875_5
DATA BASIS: FLIGHT TEST SAF
Figure 7-9. Cruise - Altitude 2,000 Feet (Sheet 5 of 10)
7-40
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 2000 FT
0 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
170
Δ TRQ ~ % FOR DRAG
~ MCP
AREA OF 10 SQ FT OF ΔF
~ 30 MIN
160 160
10 20 30
SE ~ 30 MIN
150 150
140
TORQUE AVAILABLE
140
130 MAX 130
RANGE
120 120
110 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90
90
80
MAX END
80 AND R / C
70
70
60
60
50
TRANSMISSION TORQUE LIMIT
50
40
40 30
GW ~
12 14 16 18 20 22 1000 LB
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
30 MIN
TORQUE PER ENGINE ~ %
SE
MCP
ETF = 0.85 ATF = 0.9 AB2875_6
DATA BASIS: FLIGHT TEST SAF
Figure 7-9. Cruise - Altitude 2,000 Feet (Sheet 6 of 10)
7-41
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 2000 FT
10 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
~ MCP
170 Δ TRQ ~ % FOR DRAG
~ 30 MIN
AREA OF 10 SQ FT OF ΔF
160
SE ~ 30 MIN
160
10 20 30
150
150
TORQUE AVAILABLE
140
140
MAX 130
130 RANGE
120
120
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90
90
80
MAX END
80 AND R / C
70
70
60
60
50
TRANSMISSION TORQUE LIMIT
50 40
40 30
GW ~ 12 14 16 18 20 22
30 1000 LB 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
30 MIN
TORQUE PER ENGINE ~ %
SE
MCP
ETF = 0.85 ATF = 0.9 AB2875_7
DATA BASIS: FLIGHT TEST SAF
Figure 7-9. Cruise - Altitude 2,000 Feet (Sheet 7 of 10)
7-42
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 2000 FT
20 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
~ MCP
170 AREA OF 10 SQ FT OF ΔF
~ 30 MIN
160
SE ~ 30 MIN
160 10 20 30
150
TORQUE AVAILABLE
150
MAX 140
RANGE
140
130
130
120
120
110
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
80
MAX END
AND R / C
80
70
70
60
TRANSMISSION TORQUE LIMIT
60 50
50 40
40 30
GW ~
1000 LB 12 14 16 18 20 22
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
TORQUE PER ENGINE ~ %
SE
MCP
MIN
30
ETF = 0.85 ATF = 0.9 AB2875_8
DATA BASIS: FLIGHT TEST SAF
Figure 7-9. Cruise - Altitude 2,000 Feet (Sheet 8 of 10)
7-43
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 2000 FT
30 °C 40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 6 7 8 9 10 11 12 13
180 170
180
~ 30 MIN
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
170 160
~ MCP
170
~ MCP
10 20 30 10 20 30
160
~ 30 MIN
150 160
SE ~ 30 MIN
150
SE ~ 30 MIN
140 150
140
130 140
MAX
130 RANGE
MAX 130
120
RANGE
120
TORQUE AVAILABLE
120
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110
110
100
TORQUE AVAILABLE
100
90 100
90
80 90
MAX END MAX END
AND R / C AND R / C
80 70 80
70 60 70
TRANSMISSION TORQUE LIMIT
TRANSMISSION TORQUE LIMIT
60 50 60
50 40
50
12 14 16 18 20 22 GW ~
1000 LB 30 12 14 16 18 20 22 GW ~
40 1000 LB 40
30 20 30
20 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2875_9
DATA BASIS: FLIGHT TEST SAF
Figure 7-9. Cruise - Altitude 2,000 Feet (Sheet 9 of 10)
7-44
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 2000 FT
50 °C 60 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 6 7 8 9 10 11 12
170
180 Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF 180
~ 30 MIN
160
~ MCP
170 10 20 30 10 20 30
~ 30 MIN
~ MCP
170
TORQUE AVAILABLE
SE ~ 30 MIN
150
SE ~ 30 MIN
160
160
140
150
MAX 150
RANGE
140 130
140
130 120
130
MAX
120 110 RANGE
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
TORQUE AVAILABLE
110 100
110
100 90
100
80
90
90
MAX END
AND R / C MAX END
70 AND R / C
80 80
60
70 70
50
60 60
40
50 50
30 GW ~ 12 14 16 18 20 22
40 1000 LB 40
GW ~ 12 14 16 18 20 22
30 1000 LB 20 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2875_10
DATA BASIS: FLIGHT TEST SAF
Figure 7-9. Cruise - Altitude 2,000 Feet (Sheet 10 of 10)
7-45
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESSURE ALT: 2000 FT T700 (2)
−50 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
~ ALL ENGINE LIMITS
160
160
10 20 30
150
SE ~ 30 MIN
150
140
140
TORQUE AVAILABLE
130
130
120
120
110 MAX
RANGE
110
INDICATED AIRSPEED ~ KTS
100
TRUE AIRSPEED ~ KTS
100
90
90
80
80
MAX END
AND R / C
70 70
TRANSMISSION TORQUE LIMIT
60
60
50
50
40
40
30
GW ~ 24.5
12 14 16 18 20 22 23
30 1000 LB
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
NOTE: SHORT DASH LINES: FERRY MISSION ONLY TORQUE PER ENGINE ~ %
AB2913_1
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-10. Cruise High Drag - Altitude 2,000 Feet (Sheet 1 of 10)
7-46
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESSURE ALT: 2000 FT T700 (2)
−40 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
170
~ ALL ENGINE LIMITS
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160 160
10 20 30
SE ~ 30 MIN
150 150
140
TORQUE AVAILABLE
140
130
130
120
120
MAX
110 RANGE
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90 90
80 80
MAX END
AND R / C
70
70
TRANSMISSION TORQUE LIMIT
60
60
50
50
40
40
30
GW ~ 12 14 16 18 20 22 23 24.5
30 1000 LB
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
NOTE: SHORT DASH LINES: FERRY MISSION ONLY TORQUE PER ENGINE ~ %
AB2913_2
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-10. Cruise High Drag - Altitude 2,000 Feet (Sheet 2 of 10)
7-47
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESSURE ALT: 2000 FT T700 (2)
−30 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
~ ALL ENGINE LIMITS
170
AREA OF 10 SQ FT OF ΔF
160
160 10 20 30
SE ~ 30 MIN
150
150
140 140
TORQUE AVAILABLE
130 130
120 120
MAX
RANGE
110 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100 100
90 90
80
80
MAX END
AND R / C
70
70
60
TRANSMISSION TORQUE LIMIT
60
50
50
40
40 30
GW ~ 12 14 16 18 20 22 23 24.5
30 1000 LB 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
NOTE: SHORT DASH LINES: FERRY MISSION ONLY TORQUE PER ENGINE ~ %
AB2913_3
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-10. Cruise High Drag - Altitude 2,000 Feet (Sheet 3 of 10)
7-48
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESSURE ALT: 2000 FT T700 (2)
−20 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
180 170
~ ALL ENGINE LIMITS
Δ TRQ ~ % FOR DRAG
170 AREA OF 10 SQ FT OF ΔF
160
10 20 30
160
SE ~ 30 MIN
150
150
140
TORQUE AVAILABLE
140
130
130
120
120
MAX
RANGE
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90
90
80
80
MAX END
AND R / C
70
70
TRANSMISSION TORQUE LIMIT
60
60
50
50
40
40 30
30 GW ~ 12 14 16 18 20 22 23 24.5 20
1000 LB
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
NOTE: SHORT DASH LINES: FERRY MISSION ONLY TORQUE PER ENGINE ~ %
AB2913_4
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-10. Cruise High Drag - Altitude 2,000 Feet (Sheet 4 of 10)
7-49
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESSURE ALT: 2000 FT T700 (2)
−10 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
180
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
170 160
~ 30 MIN
TORQUE AVAILABLE
~ MCP
10 20 30
SE ~ 30 MIN
160
150
150
140
140
130
130
120
120
MAX
RANGE 110
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
80
80
MAX END
AND R / C 70
TRANSMISSION TORQUE LIMIT
70
60
60
50
50 40
40 30
GW ~ 12 14 16 18 20 22 23 24.5
30 1000 LB 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
30 MIN
NOTE: SHORT DASH LINES: FERRY MISSION ONLY TORQUE PER ENGINE ~ %
MCP
AB2913_5
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-10. Cruise High Drag - Altitude 2,000 Feet (Sheet 5 of 10)
7-50
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESSURE ALT: 2000 FT T700 (2)
0 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
~ MCP
Δ TRQ ~ % FOR DRAG
TORQUE AVAILABLE
~ 30 MIN
180
AREA OF 10 SQ FT OF ΔF
160
170 10 20 30
SE ~ 30 MIN
160 150
150 140
140
130
130
120
120
MAX
RANGE 110
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
80
80 MAX END
AND R / C 70
70
TRANSMISSION TORQUE LIMIT
60
60 50
50 40
30
40
GW ~
1000 LB 12 14 16 18 20 22 23 24.5
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
TORQUE PER ENGINE ~ %
30 MIN
NOTE: SHORT DASH LINES: FERRY MISSION ONLY
MCP
AB2913_6
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-10. Cruise High Drag - Altitude 2,000 Feet (Sheet 6 of 10)
7-51
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESSURE ALT: 2000 FT T700 (2)
10 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
180 AREA OF 10 SQ FT OF ΔF
~ 30 MIN
160
TORQUE AVAILABLE
10 20 30
170
~ MCP
SE ~ 30 MIN
150
160
140
150
140 130
MAX
130 RANGE
120
120
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110
100
100
90
90
80
MAX END
80
AND R / C 70
70 60
TRANSMISSION TORQUE LIMIT
60 50
40
50
12 14 16 18 20 22 23 24.5
30
40 GW ~
1000 LB
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
TORQUE PER ENGINE ~ %
30 MIN
NOTE: SHORT DASH LINES: FERRY MISSION ONLY
MCP
AB2913_7
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-10. Cruise High Drag - Altitude 2,000 Feet (Sheet 7 of 10)
7-52
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESSURE ALT: 2000 FT T700 (2)
20 °C
TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
180 160
~ 30 MIN
TORQUE AVAILABLE
10 20 30
~ MCP
170
SE ~ 30 MIN
150
160
140
150
130
140
MAX
RANGE
130 120
120 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110 100
100 90
90 80
MAX END
80 AND R / C 70
TRANSMISSION TORQUE LIMIT
70 60
50
60
40
50
30
40 GW ~
12 14 16 18 20 22 23 24.5
1000 LB
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
TORQUE PER ENGINE ~ %
MIN
MCP
30
NOTE: SHORT DASH LINES: FERRY MISSION ONLY AB2913_8
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-10. Cruise High Drag - Altitude 2,000 Feet (Sheet 8 of 10)
7-53
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESSURE ALT: 2000 FT T700 (2)
30 °C 40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 7 8 9 10 11 12 13 14
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
180
TORQUE AVAILABLE
~ 30 MIN
10 20 30 10 20 30 180
~ 30 MIN
TORQUE AVAILABLE
170 150
~ MCP
~ MCP
170
160
140 160
SE ~ 30 MIN
150
150
SE ~ 30 MIN
130
140
140
MAX
120 RANGE
130
130
110
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
MAX
RANGE 100
110
110
90
100
100
80
90
90
MAX END 70 MAX END
80 AND R / C AND R / C 80
TRANSMISSION TORQUE LIMIT
TRANSMISSION TORQUE LIMIT
60
70 70
50
60 60
40 GW ~
50 1000 LB 50
12 14 16 18 20 22 23 24.5
30
40 40
12 14 16 18 20 22 23 24.5
30 20
30
GW ~
20 1000 LB 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
30 MIN
MCP
MIN
SE
30
MCP
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2913_9
DATA BASIS: FLIGHT TEST SAF
Figure 7-10. Cruise High Drag - Altitude 2,000 Feet (Sheet 9 of 10)
7-54
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESSURE ALT: 2000 FT T700 (2)
50 °C 60 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
180
150 180
~ 30 MIN
~ MCP
170
TORQUE AVAILABLE
~ 30 MIN
~ MCP
170
SE ~ 30 MIN
140
160
TORQUE AVAILABLE
160
SE ~ 30 MIN
150 130
150
140
120 140
130
130
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
120
100
MAX
110 RANGE 110
90 MAX
RANGE
TRANSMISSION TORQUE LIMIT
100
100
80
TRANSMISSION TORQUE LIMIT
90 90
MAX END 70 MAX END
80 AND R / C AND R / C
80
60
70 70
50
60 60
12 14 16 18 20 22 23 40
50 GW ~ 24.5 50
1000 LB 30
12 14 16 18 20 22 23 24.5
40 40
GW ~
20 1000 LB
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
30 MIN
MCP
MIN
30
SE
MCP
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2913_10
DATA BASIS: FLIGHT TEST SAF
Figure 7-10. Cruise High Drag - Altitude 2,000 Feet (Sheet 10 of 10)
7-55
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 4000 FT
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 6 7 8 9 10 11 12 13 14
160 170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG 160
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
150 160
10 20 30 10 20 30 150
SE ~ 30 MIN
SE ~ 30 MIN
INE LIMITS
150
GINE LIMITS
140
140
TRANSMISSION TORQUE LIMIT
TRANSMISSION TORQUE LIMIT
130 140
TORQUE AVAILABLE ~ ALL ENG
130
ABLE ~ ALL EN
130
120
MAX MAX 120
RANGE RANGE
120
110
110
TORQUE AVAIL
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
100
90
90 90
80 80
MAX END 80
MAX END
AND R / C AND R / C
70 70
70
60
60
60
50
50 50
40
40 40
30
30 GW ~ GW ~ 30
12 14 16 18 20 22 1000 LB 20 12 14 16 18 20 22 1000 LB
20 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2876_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-11. Cruise - Altitude 4,000 Feet (Sheet 1 of 6)
7-56
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 4000 FT
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 6 7 8 9 10 11 12 13 14
170 170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
160 AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160 160
SE ~ 30 MIN
10 20 30 10 20 30
150
SE ~ 30 MIN
150 150
140
140 140
130 TRANSMISSION TORQUE LIMIT
130 130
MAX MAX
120 RANGE INE LIMITS RANGE
120 120
110
110 110
INE LIMITS
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
TORQUE AVAILABLE ~ ALL ENG
100 100
100
TORQUE AVAILABLE ~ ALL ENG
90 90
90
80
80 MAX END MAX END
AND R / C AND R / C 80
70
70
70
TRANSMISSION TORQUE LIMIT
60
60 60
50
50 50
40
40 40
30
30 GW ~ 30
20
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22
20 GW ~ 20
10 1000 LB
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2876_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-11. Cruise - Altitude 4,000 Feet (Sheet 2 of 6)
7-57
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 4000 FT
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 7 8 9 10 11 12 13 14
170
~ MCP
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
~ MCP
170
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF 170
160
SE ~ 30 MIN
160
SE ~ 30 MIN
10 20 30 10 20 30
160
150
150
150
~ 30 MIN
140
140
TORQUE AVAILABLE
140
~ 30 MIN 130
130
MAX 130
MAX
RANGE
120 RANGE
120
120
TORQUE AVAILABLE
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110
100
100
100
TRANSMISSION TORQUE LIMIT
90
90
90
80
MAX END MAX END
80 AND R / C AND R / C 80
70
70
70
60
TRANSMISSION TORQUE LIMIT
60 60
50
50 40 50
40 GW ~ 30 GW ~ 40
12 14 16 18 20 22
1000 LB 12 14 16 18 20 22 1000 LB
30 30
20
20 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2876_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-11. Cruise - Altitude 4,000 Feet (Sheet 3 of 6)
7-58
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 4000 FT
10 °C 20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 7 8 9 10 11 12 13 14
170
~ 30 MIN
180
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG 180
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
~ MCP
~ 30 MIN
170
~ MCP
160
170
10 20 30 10 20 30
SE ~ 30 MIN
160
150 160
SE ~ 30 MIN
150
140 150
140
130 140
130
MAX 120 130
RANGE
MAX
120 RANGE
110 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110
100 110
TORQUE AVAILABLE
TORQUE AVAILABLE
100
90 100
90 80 90
MAX END MAX END
AND R / C AND R / C
80 70 80
70 60
TRANSMISSION TORQUE LIMIT
70
TRANSMISSION TORQUE LIMIT
60 50 60
50 40
50
40 30
40
12 14 16 18 20 22 12 14 16 18 20 22
30 20 30
GW ~ GW ~
20 1000 LB 1000 LB 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2876_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-11. Cruise - Altitude 4,000 Feet (Sheet 4 of 6)
7-59
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 4000 FT
30 °C 40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
~ 30 MIN
180 AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
~ 30 MIN
180
160
~ MCP
~ MCP
170 10 20 30 10 20 30
170
SE ~ 30 MIN
150
SE ~ 30 MIN
160
160
140
150
150
130
140
140
130 120
130
MAX
120 RANGE 110
MAX
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
RANGE
TORQUE AVAILABLE
110 100
110
TORQUE AVAILABLE
90
100
100
80
90
MAX END 90
AND R / C MAX END
70 AND R / C
80 80
TRANSMISSION TORQUE LIMIT
60
TRANSMISSION TORQUE LIMIT
70 70
50
60 60
40
50 50
12 14 16 18 20 22 30
40 40
GW ~
1000 LB
30 20 GW ~ 12 14 16 20 22 30
18
1000 LB
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2876_5
DATA BASIS: FLIGHT TEST SAF
Figure 7-11. Cruise - Altitude 4,000 Feet (Sheet 5 of 6)
7-60
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 4000 FT
50 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
180 160
~ 30 MIN
10 20 30
TORQUE AVAILABLE
~ MCP
170 150
SE ~ 30 MIN
160
140
150
130
140
MAX 120
RANGE
130
110
INDICATED AIRSPEED ~ KTS
120
TRUE AIRSPEED ~ KTS
100
110
90
100
80
90
MAX END
AND R / C 70
80
60
70
50
60
40
50
GW ~ 14 16 18 20 22 30
12
40 1000 LB
30 20
20
10
10
0 0
10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ %
MIN
SE
MCP
30
AB2876_6
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-11. Cruise - Altitude 4,000 Feet (Sheet 6 of 6)
7-61
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
PRESSURE ALT: 4000 FT T700 (2)
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 6 7 8 9 10 11 12 13 14
170
170 Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF 170
160
160 10 20 30 10 20 30
160
SE ~ 30 MIN
150 150
SE ~ 30 MIN
GINE LIMITS
150
GINE LIMITS
140 140
140
ABLE ~ ALL EN
130 130
130
ABLE ~ ALL EN
120 120
120
MAX
TORQUE AVAIL
110 110 MAX
RANGE 110
TORQUE AVAIL
TRANSMISSION TORQUE LIMIT
TRANSMISSION TORQUE LIMIT
RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100 100
100
90 90
90
80
80
80
MAX END MAX END
AND R / C 70 AND R / C
70
70
60
60
60
50
50 50
40
GW ~
40 GW ~ 12 14 16 18 20 22 23 24.5 1000 LB
12 14 16 18 20 22 23 24.5 1000 LB 30 40
30 30
20
20 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2914_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-12. Cruise High Drag - Altitude 4,000 Feet (Sheet 1 of 6)
7-62
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
PRESSURE ALT: 4000 FT T700 (2)
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 6 7 8 9 10 11 12 13 14
170
180
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG 180
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
170 160
GINE LIMITS
10 20 30 10 20 30 170
160
SE ~ 30 MIN
150 160
SE ~ 30 MIN
150
GINE LIMITS
ABLE ~ ALL EN
140 150
140
140
130
ABLE ~ ALL EN
130
130
TORQUE AVAIL
120
120
120
TRANSMISSION TORQUE LIMIT
110
MAX MAX
TORQUE AVAIL
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110 RANGE RANGE 110
TRANSMISSION TORQUE LIMIT
100
100
100
90
90
90
80
80
MAX END MAX END 80
AND R / C 70 AND R / C
70
70
60
60
50 60
50 40 50
GW ~
GW ~ 1000 LB
12 14 16 18 20 22 23 24.5 1000 LB 30
40 40
12 14 16 18 20 22 23 24.5
30 20 30
20 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ETF = 0.85
ALL
ALL
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2914_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-12. Cruise High Drag - Altitude 4,000 Feet (Sheet 2 of 6)
7-63
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
PRESSURE ALT: 4000 FT T700 (2)
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 7 8 9 10 11 12 13 14
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
180 AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160 180
~ MCP
10 20 30 10 20 30
170
SE ~ 30 MIN
170
150
~ MCP
160
160
SE ~ 30 MIN
140
150
150
~ 30 MIN
140 ~ 30 MIN 130
140
130 120 130
120
110 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
MAX
110 RANGE
100 MAX 110
RANGE
TORQUE AVAILABLE
100
90 100
TORQUE AVAILABLE
90
80 90
MAX END MAX END
80 70 AND R / C
AND R / C 80
TRANSMISSION TORQUE LIMIT
TRANSMISSION TORQUE LIMIT
70 60 70
60 50
60
40
50 50
GW ~
1000 LB
30
40 12 14 16 18 20 22 23 24.5 40
12 14 16 18 20 22 23 24.5
30 20 30
GW ~
20 1000 LB 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2914_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-12. Cruise High Drag - Altitude 4,000 Feet (Sheet 3 of 6)
7-64
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
PRESSURE ALT: 4000 FT T700 (2)
10 °C 20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 7 8 9 10 11 12 13 14
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
TORQUE AVAILABLE
~ 30 MIN
180
~ 30 MIN
10 20 30 10 20 30 180
~ MCP
170 150
170
~ MCP
SE ~ 30 MIN
160
140 160
SE ~ 30 MIN
150
150
130
140
MAX 140
RANGE 120
130
130
110
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
100
110
TORQUE AVAILABLE
MAX 110
RANGE
90
100
TRANSMISSION TORQUE LIMIT
100
80
90
90
MAX END MAX END
70
80 AND R / C AND R / C
80
TRANSMISSION TORQUE LIMIT
60
70 70
50
60 60
40 GW ~
50 GW ~ 1000 LB 50
1000 LB
30 12 14 16 18 20 22 23 24.5
40 12 14 16 18 20 22 23 24.5
40
30 20
30
20 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
30 MIN
30 MIN
MCP
SE
MCP
ETF = 0.85
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2914_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-12. Cruise High Drag - Altitude 4,000 Feet (Sheet 4 of 6)
7-65
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
PRESSURE ALT: 4000 FT T700 (2)
30 °C 40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
TORQUE AVAILABLE
~ 30 MIN
180
150 180
~ 30 MIN
TORQUE AVAILABLE
~ MCP
170
SE ~ 30 MIN
170
~ MCP
SE ~ 30 MIN
140
160
160
150 130
150
140 120
MAX 140
RANGE MAX
130 RANGE
110 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
120
100
110
110
90
100
TRANSMISSION TORQUE LIMIT
TRANSMISSION TORQUE LIMIT
100
80
90
90
MAX END 70
AND R / C MAX END
80 AND R / C 80
60
70 70
50
60 60
40
50 12 14 16 18 20 22 23 24.5 50
30 GW ~
GW ~ 12 1000 LB
40 14 16 18 20 22 23 24.5 40
1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
MIN
MCP
SE
30
SE
MCP
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2914_5
DATA BASIS: FLIGHT TEST SAF
Figure 7-12. Cruise High Drag - Altitude 4,000 Feet (Sheet 5 of 6)
7-66
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
PRESSURE ALT: 4000 FT T700 (2)
50 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
10 20 30
150
180
~ 30 MIN
TORQUE AVAILABLE
170
~ MCP
140
SE ~ 30 MIN
160
130
150
120
140
MAX
130 RANGE 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120 100
110 90
100
80
90
70
MAX END
80 AND R / C
60
70
50
60
40
24.5
50
30
GW ~
40 12 14 16 18 20 22 23
1000 LB
20
30
20
10
10
0 0
10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ %
MIN
NOTE: SHORT DASH LINES: FERRY MISSION ONLY
SE
MCP
30
AB2914_6
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-12. Cruise High Drag - Altitude 4,000 Feet (Sheet 6 of 6)
7-67
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 6000 FT
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 6 7 8 9 10 11 12 13 14
170 170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
160 AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160 160
10 20 30 10 20 30
150
SE ~ 30 MIN
SE ~ 30 MIN
150 150
140
140 140
130
130
~ ALL ENGINE LIMITS
130
~ ALL ENGINE LIMITS
120
MAX 120 MAX 120
RANGE RANGE
110
110 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
TORQUE AVAILABLE
100 100
TORQUE AVAILABLE
90 90
90
80
80 MAX END MAX END
AND R / C AND R / C 80
70
70
70
60
TRANSMISSION TORQUE LIMIT
60
TRANSMISSION TORQUE LIMIT
60
50
50 50
40
40 40
30
GW ~ GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
30 30
20
20 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2877_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-13. Cruise - Altitude 6,000 Feet (Sheet 1 of 6)
7-68
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 6000 FT
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 6 7 8 9 10 11 12 13 14
170
170 Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF 170
160
160
10 20 30 10 20 30
160
SE ~ 30 MIN
SE ~ 30 MIN
150
150
150
140
140
140
130
~ ALL ENGINE LIMITS
130
130
~ ALL ENGINE LIMITS
MAX 120 MAX
120
RANGE RANGE 120
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110
TORQUE AVAILABLE
100
100
TORQUE AVAILABLE
100
90
90
90
80
MAX END MAX END
80 AND R / C AND R / C 80
70
70
70
60
TRANSMISSION TORQUE LIMIT
TRANSMISSION TORQUE LIMIT
60 60
50
50 40 50
40 30 40
12 14 16 18 20 22 12 14 16 18 20 22
30 30
GW ~ 20 GW ~
1000 LB 1000 LB
20 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2877_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-13. Cruise - Altitude 6,000 Feet (Sheet 2 of 6)
7-69
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 6000 FT
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 6 7 8 9 10 11 12 13 14
180 170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG 180
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
~ MCP
~ 30 MIN
170
~ MCP
160
~ 30 MIN
170
10 20 30 10 20 30
SE ~ 30 MIN
160
150
SE ~ 30 MIN
160
150
140 150
TORQUE AVAILABLE
140
130 140
130
120 130
MAX
120 RANGE
MAX 120
110 RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110
100 110
TORQUE AVAILABLE
100
90 100
90 80 90
MAX END MAX END
AND R / C AND R / C
80 70 80
70 60
TRANSMISSION TORQUE LIMIT
70
TRANSMISSION TORQUE LIMIT
60 50
60
50 40
50
40 30
40
12 14 16 18 20 22
30 20 12 14 16 18 20 22 30
GW ~ GW ~
20 1000 LB 1000 LB 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2877_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-13. Cruise - Altitude 6,000 Feet (Sheet 3 of 6)
7-70
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 6000 FT
10 °C 20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
~ 30 MIN
~ 30 MIN
TORQUE AVAILABLE
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
TORQUE AVAILABLE
~ MCP
180 AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160 180
10 20 30 10 20 30
~ MCP
170
SE ~ 30 MIN
170
SE ~ 30 MIN
150
160
160
140
150
MAX 150
RANGE 130 MAX
140 RANGE
140
120
130
130
120 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
110 100
110
90
100
100
80
90
90
MAX END MAX END
AND R / C AND R / C
70
80
80
TRANSMISSION TORQUE LIMIT
TRANSMISSION TORQUE LIMIT
60
70 70
50
60 60
40
50 50
30 12 14 16 18 20 22
40 40
12 14 16 18 20 22 GW ~
GW ~ 1000 LB
30 1000 LB 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2877_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-13. Cruise - Altitude 6,000 Feet (Sheet 4 of 6)
7-71
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 6000 FT
30 °C 40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
~ 30 MIN
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
TORQUE AVAILABLE
160
~ 30 MIN
180
10 20 30 10 20 30 180
~ MCP
~ MCP
170 150
170
SE ~ 30 MIN
160
140 160
SE ~ 30 MIN
150
130 MAX 150
RANGE
140
140
120
130
130
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
MAX 120
RANGE 100
TORQUE AVAILABLE
110
110
90
100
100
80
90 MAX END 90
MAX END
TRANSMISSION TORQUE LIMIT
AND R / C 70 AND R / C
TRANSMISSION TORQUE LIMIT
80 80
60
70 70
50
60 60
40
50 12 14 16 18 20 22
50
GW ~ 30
1000 LB
40 40
GW ~ 12 14 16 18 20 22
1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2877_5
DATA BASIS: FLIGHT TEST SAF
Figure 7-13. Cruise - Altitude 6,000 Feet (Sheet 5 of 6)
7-72
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 6000 FT
50 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
10 20 30
180
~ 30 MIN
150
~ MCP
170
TORQUE AVAILABLE
SE ~ 30 MIN
140
160
130
150
140 120
130 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120 100
110
MAX 90
RANGE
100
80
90
70
80
60
MAX END
AND R / C
70
50
60
40
GW ~ 12 14 16 18 20 22
50 1000 LB
30
40
20
30
20
10
10
0 0
10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ %
MIN
SE
MCP
30
AB2877_6
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-13. Cruise - Altitude 6,000 Feet (Sheet 6 of 6)
7-73
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESSURE ALT: 6000 FT T700 (2)
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 6 7 8 9 10 11 12 13 14
170
180
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG 180
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
170 160
170
10 20 30 10 20 30
160
150 160
SE ~ 30 MIN
150
SE ~ 30 MIN
150
140
140
140
130
130
130
120
120
120
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
MAX MAX 110
RANGE RANGE
100
100
100
INE LIMITS
90
INE LIMITS
90
90
80
TORQUE AVAILABLE ~ ALL ENG
80 MAX END
TORQUE AVAILABLE ~ ALL ENG
MAX END 80
AND R / C 70 AND R / C
TRANSMISSION TORQUE LIMIT
TRANSMISSION TORQUE LIMIT
70
70
60
60
50 60
50 40 50
40 30
40
24.5
12 14 16 18 20 22 23
12 14 16 18 20 22 23 24.5
30 20 30
GW ~ GW ~
1000 LB 1000 LB
20 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
ALL
SE
ALL
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2915_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-14. Cruise High Drag - Altitude 6,000 Feet (Sheet 1 of 6)
7-74
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESSURE ALT: 6000 FT T700 (2)
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 6 7 8 9 10 11 12 13 14
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
180 AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160 180
10 20 30 10 20 30
170
170
150
SE ~ 30 MIN
160
160
SE ~ 30 MIN
150 140
150
140 130
140
130 120 MAX
RANGE 130
120
110 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
INE LIMITS
110 MAX 100 110
RANGE
INE LIMITS
100
90 100
TORQUE AVAILABLE ~ ALL ENG
90
80 90
TORQUE AVAILABLE ~ ALL ENG
80 MAX END MAX END
AND R / C 70 80
AND R / C
TRANSMISSION TORQUE LIMIT
TRANSMISSION TORQUE LIMIT
70 60 70
60 50
60
40 GW ~
50 1000 LB 50
12 14 16 18 20 22 23 24.5
30
40 40
12 14 16 18 20 22 23 24.5
30 20 30
GW ~
20 1000 LB 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
ALL
SE
ETF = 0.85 ATF = 0.9
ALL
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2915_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-14. Cruise High Drag - Altitude 6,000 Feet (Sheet 2 of 6)
7-75
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESSURE ALT: 6000 FT T700 (2)
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 6 7 8 9 10 11 12 13 14
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
TORQUE AVAILABLE
160
TORQUE AVAILABLE
~ 30 MIN
180 10 20 10 20 30
180
~ 30 MIN
~ MCP
~ MCP
170 150
170
SE ~ 30 MIN
SE ~ 30 MIN
160
140 160
150
150
130
140
140
120 MAX
130 RANGE
130
110
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
100
110
110
MAX
RANGE 90
100
100
TRANSMISSION TORQUE LIMIT
80
90
90
MAX END 70 MAX END
TRANSMISSION TORQUE LIMIT
80 AND R / C AND R / C
80
60
70 70
50
60 60
40
50 50
30 12 14 16 18 20 22 23 24.5
40 40
12 14 16 18 20 22 23 24.5 20
30 30
GW ~ GW ~
20 1000 LB 1000 LB 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
MCP
30 MIN
30 MIN
SE
MCP
ETF = 0.85
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2915_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-14. Cruise High Drag - Altitude 6,000 Feet (Sheet 3 of 6)
7-76
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESSURE ALT: 6000 FT T700 (2)
10 °C 20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
~ 30 MIN
~ 30 MIN
TORQUE AVAILABLE
TORQUE AVAILABLE
180
150 180
170
~ MCP
SE ~ 30 MIN
~ MCP
170
SE ~ 30 MIN
140
160
160
150 130
150
140 120
MAX 140
MAX
RANGE RANGE
130
110 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
120
100
110
110
90
100
100
TRANSMISSION TORQUE LIMIT
80
TRANSMISSION TORQUE LIMIT
90
90
70
MAX END
80 AND R / C MAX END 80
AND R / C
60
70 70
50
60 60
40
12 14 16 18 20 22 23 24.5
50 50
GW ~ 22 24.5
30 12 14 16 18 20 23
1000 LB
40 GW ~ 40
1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
MCP
30 MIN
SE
SE
MCP
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2915_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-14. Cruise High Drag - Altitude 6,000 Feet (Sheet 4 of 6)
7-77
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESSURE ALT: 6000 FT T700 (2)
30 °C 40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
TRANSMISSION
TORQUE LIMIT
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
~ 30 MIN
150
180
TORQUE AVAILABLE
180
~ 30 MIN
TORQUE AVAILABLE
170
~ MCP
140
SE ~ 30 MIN
170
~ MCP
SE ~ 30 MIN
160
130 160
150
150
120
140 MAX
140
RANGE
MAX
110 RANGE
130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130
120 100
120
110 90 110
100
80 100
TRANSMISSION TORQUE LIMIT
90 MAX END MAX END
70 90
AND R / C AND R / C
80 80
60
70 70
50
60 60
40 24.5
12 14 16 18 20 22 23 24.5
50 50
30
GW ~
40 1000 LB GW ~ 12 14 16 18 20 22 23 40
1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
MCP
30 MIN
MIN
30
SE
MCP
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2915_5
DATA BASIS: FLIGHT TEST SAF
Figure 7-14. Cruise High Drag - Altitude 6,000 Feet (Sheet 5 of 6)
7-78
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESSURE ALT: 6000 FT T700 (2)
50 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
10 20 30
150
180
~ 30 MIN
140
TORQUE AVAILABLE
170
~ MCP
160 SE ~ 30 MIN 130
150
120
140
110
INDICATED AIRSPEED ~ KTS
130
TRUE AIRSPEED ~ KTS
100
120
90
110
80
100
MAX
RANGE
90 70
80 MAX END 60
AND R / C
70 50
60 40
GW ~ 12 14 16 18 20 22 23
50 1000 LB 30
40
20
30
20
10
10
0 0
10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ %
MIN
NOTE: SHORT DASH LINES: FERRY MISSION ONLY
SE
MCP
30
AB2915_6
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-14. Cruise High Drag - Altitude 6,000 Feet (Sheet 6 of 6)
7-79
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 8000 FT
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
170 Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF 170
160
160
SE ~ 30 MIN
SE ~ 30 MIN
10 20 30 10 20 30 160
150 150
150
140 140
140
130 130
130
~ ALL ENGINE LIMITS
120 120
120
MAX
~ ALL ENGINE LIMITS
RANGE MAX
110 RANGE
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110
100
100
100
TORQUE AVAILABLE
90
90
TORQUE AVAILABLE
90
80
MAX END MAX END
80 AND R / C AND R / C 80
70
70
TRANSMISSION TORQUE LIMIT
70
60
TRANSMISSION TORQUE LIMIT
60
50 60
50 50
40
12 14 16 18 20 22 12 14 16 18 20 22
40 30 40
GW ~ GW ~
1000 LB 1000 LB
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2878_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-15. Cruise - Altitude 8,000 Feet (Sheet 1 of 5)
7-80
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 8000 FT
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
180 170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG 180
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
170 160
170
SE ~ 30 MIN
10 20 30 10 20 30
160
SE ~ 30 MIN
150 160
150
140 150
140
130 140
130
120 130
~ ALL ENGINE LIMITS
120
MAX 110 120
RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
MAX
~ ALL ENGINE LIMITS
110 RANGE
100 110
100
90 100
TORQUE AVAILABLE
90 80 90
TORQUE AVAILABLE
MAX END MAX END
TRANSMISSION TORQUE LIMIT
80 AND R / C AND R / C
70 80
TRANSMISSION TORQUE LIMIT
70 60 70
60 50
60
50 40
50
12 14 16 18 20 22 12 14 16 18 20 22
40 30
GW ~ 40
GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2878_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-15. Cruise - Altitude 8,000 Feet (Sheet 2 of 5)
7-81
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 8000 FT
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
~ 30 MIN
TORQUE AVAILABLE
TORQUE AVAILABLE
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
~ 30 MIN
180 AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
180
~ MCP
160
~ MCP
170 10 20 30 10 20 30
170
SE ~ 30 MIN
150
SE ~ 30 MIN
160
160
140
150
150
130
140
140
120
130
130
110 MAX
120 RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
MAX 100
110 RANGE
110
90
100
100
80
90
90
TRANSMISSION TORQUE LIMIT
MAX END MAX END
AND R / C 70 AND R / C
TRANSMISSION TORQUE LIMIT
80
80
60
70 70
50
60 60
12 14 16 18 20 22 40
50 GW ~ 50
1000 LB
30
40 GW ~ 12 40
14 16 18 20 22
1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2878_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-15. Cruise - Altitude 8,000 Feet (Sheet 3 of 5)
7-82
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 8000 FT
10 °C 20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
TORQUE AVAILABLE
~ 30 MIN
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
~ 30 MIN
TORQUE AVAILABLE
160
180
~ MCP
10 20 30 10 20 30
~ MCP
180
170 150
170
SE ~ 30 MIN
160
SE ~ 30 MIN
140
160
150
MAX 130 150
RANGE
140
120 140
130
130
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
MAX 120
100 RANGE
110
110
90
100
100
80
90
TRANSMISSION TORQUE LIMIT
TRANSMISSION TORQUE LIMIT
MAX END 90
AND R / C 70 MAX END
AND R / C
80 80
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 30
40 GW ~
GW ~ 12 40
1000 LB 14 16 18 20 22
1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2878_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-15. Cruise - Altitude 8,000 Feet (Sheet 4 of 5)
7-83
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 8000 FT
30 °C 40 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
TORQUE AVAILABLE
~ 30 MIN
10 20 30 10 20 30
180
~ 30 MIN
180
SE ~ 30 MIN
150
TORQUE AVAILABLE
~ MCP
~ MCP
170
170
SE ~ 30 MIN
140
160
160
130
150
MAX 150
RANGE
140 120
140
130 110
130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120 100
120
110 90 110
100 80 100
MAX
RANGE
90 70 90
80 80
60
MAX END MAX END
AND R / C AND R / C
70 70
50
60 GW ~ 12 14 16 18 20 22 60
1000 LB 40
GW ~
50 12 14 16 18 20 22 50
1000 LB
30
40 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2878_5
DATA BASIS: FLIGHT TEST SAF
Figure 7-15. Cruise - Altitude 8,000 Feet (Sheet 5 of 5)
7-84
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
PRESSURE ALT: 8000 FT T700 (2)
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
~ ALL ENGINE LIMITS
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
TORQUE AVAILABLE
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
180 AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160 180
170 10 20 30 10 20 30
170
150
160
SE ~ 30 MIN
160
SE ~ 30 MIN
150 140
150
140 130
140
130
120 130
120 MAX MAX
RANGE 110 RANGE 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110
100 110
100
90 100
TRANSMISSION TORQUE LIMIT
TRANSMISSION TORQUE LIMIT
90
80 90
80 MAX END 70 MAX END 80
AND R / C AND R / C
70 60 70
60 50 60
50 40
50
30 12 14 16 18 20 22 23 24.5
40 12 14 16 18 20 22 23 24.5
GW ~ 40
GW ~ 1000 LB
1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
ALL
SE
ALL
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2916_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-16. Cruise High Drag - Altitude 8,000 Feet (Sheet 1 of 5)
7-85
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
PRESSURE ALT: 8000 FT T700 (2)
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
180 10 20 30 10 20 30
180
170 150
170
SE ~ 30 MIN
160
SE ~ 30 MIN
140 160
150
150
130
140
140
120
130
MAX MAX 130
RANGE RANGE
110
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
100
110
110
90
TRANSMISSION TORQUE LIMIT
100
100
TRANSMISSION TORQUE LIMIT
80
90
90
70 MAX END
80 MAX END
AND R / C 80
AND R / C
60
70
70
50
60 60
40
50 50
12 14 16 18 20 22 23 24.5 30 12 14 16 18 20 22 23 24.5
40 GW ~ GW ~ 40
1000 LB 1000 LB
30 20
30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
ALL
SE
ALL
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2916_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-16. Cruise High Drag - Altitude 8,000 Feet (Sheet 2 of 5)
7-86
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
PRESSURE ALT: 8000 FT T700 (2)
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
TORQUE AVAILABLE
10 20 30 10 20 30
TORQUE AVAILABLE
180
150 180
~ 30 MIN
~ 30 MIN
~ MCP
170
SE ~ 30 MIN
170
~ MCP
SE ~ 30 MIN
140
160
160
150 130
150
140 120
140
MAX
RANGE MAX
130 RANGE
110 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
100 120
110
110
90
100
100
TRANSMISSION TORQUE LIMIT
80
90
TRANSMISSION TORQUE LIMIT
90
70
80 MAX END
AND R / C 80
60 MAX END
AND R / C
70 70
50
60 60
40
50 50
24.5 24.5
12 14 16 18 20 22 23 30 23
GW ~ 12 14 16 18 20 22
40 1000 LB 40
GW ~
20 1000 LB
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
MCP
30 MIN
SE
SE
MCP
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2916_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-16. Cruise High Drag - Altitude 8,000 Feet (Sheet 3 of 5)
7-87
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
PRESSURE ALT: 8000 FT T700 (2)
10 °C 20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
TRANSMISSION
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
TORQUE LIMIT
TRANSMISSION
TORQUE LIMIT
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
TORQUE AVAILABLE
180
~ 30 MIN
TORQUE AVAILABLE
180
~ 30 MIN
170
~ MCP
140
SE ~ 30 MIN
~ MCP
170
SE ~ 30 MIN
160
130 160
150
150
120
140
140
MAX MAX
110 RANGE
130 RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130
120 100
120
110 90
110
100 80 100
90 MAX END
70 90
MAX END AND R / C
AND R / C
80 80
60
70 70
50
60 60
40 23 24.5
24.5 12 14 16 18 20 22
50 50
12 14 16 18 20 22 23 30
GW ~
1000 LB
40 GW ~ 40
1000 LB 20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
MCP
30 MIN
SE
MIN
30
SE
MCP
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2916_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-16. Cruise High Drag - Altitude 8,000 Feet (Sheet 4 of 5)
7-88
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
PRESSURE ALT: 8000 FT T700 (2)
30 °C 40 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
TORQUE AVAILABLE
TORQUE AVAILABLE
180
180
~ 30 MIN
140
~ 30 MIN
~ MCP
170
~ MCP
170
SE ~ 30 MIN
130
SE ~ 30 MIN
160
160
150 120 150
140 MAX
110 MAX 140
RANGE
RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130
130
100
120
120
90
110
110
80
100
100
90 70
90
80 60
80
MAX END MAX END
70 50 70
AND R / C AND R / C
60 40 23
60
23 GW ~ 22
12 14 16 18 20
50 1000 LB 50
GW ~ 18 20 22 30
12 14 16
1000 LB
40 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
MCP
30 MIN
SE
MIN
30
SE
MCP
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2916_5
DATA BASIS: FLIGHT TEST SAF
Figure 7-16. Cruise High Drag - Altitude 8,000 Feet (Sheet 5 of 5)
7-89
TM 1-1520-237-10
CRUISE CRUISE
10,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 10,000 FT
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
180 170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG 180
170 AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
170
10 20 30 10 20 30
160
SE ~ 30 MIN
SE ~ 30 MIN
150 160
150
140 150
140
130 140
130
120 130
120
110 120
INE LIMITS
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
INE LIMITS
MAX
110 RANGE MAX 110
100
RANGE
TORQUE AVAILABLE ~ ALL ENG
100
TORQUE AVAILABLE ~ ALL ENG
90 100
90
80 90
MAX END
AND R / C MAX END
80 70 AND R / C 80
TRANSMISSION TORQUE LIMIT
TRANSMISSION TORQUE LIMIT
70 60 70
60 50 60
50 40
50
40 30
40
GW ~ GW ~ 12 14 16 18 20 22
12 14 16 18 20 22
30 1000 LB 20 1000 LB 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2879_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-17. Cruise - Altitude 10,000 Feet (Sheet 1 of 5)
7-90
TM 1-1520-237-10
CRUISE CRUISE
10,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 10,000 FT
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
180 AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160 180
170 10 20 30 10 20 30
170
SE ~ 30 MIN
150
160
SE ~ 30 MIN
160
140
150
150
130
140
140
120
130
130
120 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
110 100
MAX 110
INE LIMITS
RANGE MAX
LIMITS
90 RANGE
100
100
INE
TORQUE AVAILABLE ~ ALL ENG
80
TORQUE AVAILABLE ~ ALL ENG
90
90
MAX END MAX END
70 AND R / C
AND R / C
TRANSMISSION TORQUE LIMIT
80
TRANSMISSION TORQUE LIMIT
80
60
70
70
50
60 60
40
50 50
30
40 40
GW ~
12 14 16 18 20 22 GW ~ 12
1000 LB 14 16 18 20 22
30 20 1000 LB 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2879_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-17. Cruise - Altitude 10,000 Feet (Sheet 2 of 5)
7-91
TM 1-1520-237-10
CRUISE CRUISE
10,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 10,000 FT
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
TORQUE AVAILABLE
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
~ 30 MIN
TORQUE AVAILABLE
~ 30 MIN
160
180
~ MCP
10 20 30 10 20 30 180
150
~ MCP
170
170
SE ~ 30 MIN
160
SE ~ 30 MIN
140
160
150
130 150
MAX
140 RANGE
120 140
130
110 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
120
100 MAX
RANGE
110
110
90
100
100
80
90
90
MAX END 70
AND R / C
TRANSMISSION TORQUE LIMIT
MAX END
TRANSMISSION TORQUE LIMIT
80 AND R / C 80
60
70 70
50
60 60
40
50 50
30
40 40
GW ~ 12 14 16 18 20 22
GW ~ 12 14 16 18 20 22 1000 LB
30 1000 LB 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2879_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-17. Cruise - Altitude 10,000 Feet (Sheet 3 of 5)
7-92
TM 1-1520-237-10
CRUISE CRUISE
10,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 10,000 FT
10 °C 20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
~ 30 MIN
TORQUE AVAILABLE
10 20 30 10 20 30
~ 30 MIN
180
TORQUE AVAILABLE
SE ~ 30 MIN
150 180
~ MCP
SE ~ 30 MIN
~ MCP
170
170
140
160
160
130
150
150
MAX
RANGE 120
140
140
130 110
130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
MAX
120 100 RANGE 120
110 90
110
100 80
100
90 70 90
80 MAX END 80
60
AND R / C MAX END
AND R / C
70 70
50
60 GW ~ 12 14 60
16 18 20 21 22
40 1000 LB
50 50
22 30
GW ~ 12 14 16 18 20 21
40 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2879_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-17. Cruise - Altitude 10,000 Feet (Sheet 4 of 5)
7-93
TM 1-1520-237-10
CRUISE CRUISE
10,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 10,000 FT
30 °C 40 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
~ 30 MIN
TORQUE AVAILABLE
150
~ 30 MIN
180
180
~ MCP
TORQUE AVAILABLE
140
~ MCP
170
170
SE ~ 30 MIN
SE ~ 30 MIN
160 130 160
150
120 150
140
140
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130
130
100
120
120
90 MAX
110 RANGE
MAX 110
RANGE
80
100
100
70
90 90
80 60
MAX END MAX END 80
AND R / C AND R / C
70 50 70
60 GW ~ 12 14 16 18 19 20 21 22
40 1000 LB 60
GW ~ 20 21 22
1000 LB 12 14 16 18 19
50 50
30
40 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2879_5
DATA BASIS: FLIGHT TEST SAF
Figure 7-17. Cruise - Altitude 10,000 Feet (Sheet 5 of 5)
7-94
TM 1-1520-237-10
CRUISE CRUISE
10,000 FT
PRESSURE ALT: 10,000 FT T700 (2)
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
~ ALL ENGINE LIMITS
TRANSMISSION
TORQUE AVAILABLE
TORQUE LIMIT
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
180
10 20 30 10 20 30 180
170 150
170
160
140
SE ~ 30 MIN
160
SE ~ 30 MIN
150
150
130
140
140
120
130
130
110 MAX
120 MAX
RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
RANGE 120
100
110
110
100 90
100
TRANSMISSION TORQUE LIMIT
90 80
90
70
80
MAX END 80
MAX END
AND R / C AND R / C
60
70
70
50
60
60
40
50 50
24.5
24.5 30
40 40
GW ~ 12 14 16 18 20 22 23
GW ~ 12 14 16 18 20 22 23
1000 LB
30 1000 LB 20
30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
ALL
SE
ALL
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2917_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-18. Cruise High Drag - Altitude 10,000 Feet (Sheet 1 of 5)
7-95
TM 1-1520-237-10
CRUISE CRUISE
10,000 FT
PRESSURE ALT: 10,000 FT T700 (2)
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
~ ALL ENGINE LIMITS
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
TRANSMISSION
TORQUE LIMIT
TORQUE AVAILABLE
TRANSMISSION
TORQUE LIMIT
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
160
10 20 30 10 20 30
180
150 180
170
170
140
SE ~ 30 MIN
SE ~ 30 MIN
160
160
150 130
150
140 120
140
130
MAX 110 MAX 130
RANGE RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
100 120
110
110
90
100
100
80
MAX END
90 AND R / C 90
70
80
80
MAX END
AND R / C 60
70
70
50
60 60
40 24.5
24.5
50 50
30
40 GW ~ 12 14 16 18 20 22 23 GW ~ 23 40
1000 LB 1000 LB 12 14 16 18 20 22
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
ALL
SE
ALL
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2917_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-18. Cruise High Drag - Altitude 10,000 Feet (Sheet 2 of 5)
7-96
TM 1-1520-237-10
CRUISE CRUISE
10,000 FT
PRESSURE ALT: 10,000 FT T700 (2)
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
TRANSMISSION
TORQUE LIMIT
TRANSMISSION
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
TORQUE LIMIT
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
180 TORQUE AVAILABLE 180
TORQUE AVAILABLE
~ 30 MIN
~ MCP
170 140
SE ~ 30 MIN
~ 30 MIN
SE ~ 30 MIN
170
~ MCP
160
130 160
150
150
120
140
140
MAX 110 MAX
130 RANGE
RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130
120 100
120
110 90
110
100 80 100
90 MAX END
MAX END 70 90
AND R / C
AND R / C
80
60 80
70 70
50
24.5
60 24.5 60
40
50 12 14 16 18 20 22 23 12 14 16 18 20 22 23
50
30
40 GW ~ GW ~ 40
1000 LB 1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
MCP
30 MIN
MIN
SE
30
SE
MCP
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2917_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-18. Cruise High Drag - Altitude 10,000 Feet (Sheet 3 of 5)
7-97
TM 1-1520-237-10
CRUISE CRUISE
10,000 FT
PRESSURE ALT: 10,000 FT T700 (2)
10 °C 20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
TORQUE AVAILABLE
180
TORQUE AVAILABLE
180
~ 30 MIN
140
~ 30 MIN
SE ~ 30 MIN
170
~ MCP
SE ~ 30 MIN
170
~ MCP
130
160
160
150 120
150
140
MAX 110 140
RANGE MAX
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130 RANGE
130
100
120
120
90
110
110
80
100
100
70
90
90
80 60
80
MAX END MAX END
70 AND R / C 50 AND R / C 70
12 14 23
23 16 18 20 22
GW ~
60 12 14 16 18 20 22 40 GW ~ 60
1000 LB
1000 LB
50 30 50
40 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
MCP
30 MIN
MIN
SE
30
SE
MCP
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2917_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-18. Cruise High Drag - Altitude 10,000 Feet (Sheet 4 of 5)
7-98
TM 1-1520-237-10
CRUISE CRUISE
10,000 FT
PRESSURE ALT: 10,000 FT T700 (2)
30 °C 40 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
TORQUE AVAILABLE
~ 30 MIN
140
TORQUE AVAILABLE
180 ~ 30 MIN 180
~ MCP
170 130
~ MCP
170
SE ~ 30 MIN
160
160
SE ~ 30 MIN
120
150
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
MAX MAX 140
RANGE RANGE
130 100
130
120
90 120
110
110
80
100
100
70
90 90
60
80 80
MAX END MAX END
AND R / C 50 AND R / C
70 70
40 22
60 60
21
GW ~ 12 14 16 18 20 21 22 20
18
50 1000 LB 30
16 50
14
40 12
40
20
GW ~
30 1000 LB 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
MCP
30 MIN
MIN
SE
30
SE
MCP
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2917_5
DATA BASIS: FLIGHT TEST SAF
Figure 7-18. Cruise High Drag - Altitude 10,000 Feet (Sheet 5 of 5)
7-99
TM 1-1520-237-10
CRUISE CRUISE
12,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 12,000 FT
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
~ ALL ENGINE LIMITS
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
TORQUE AVAILABLE
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
180 AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160 180
170 10 20 30 10 20 30
170
150
160
160
SE ~ 30 MIN
140
150
SE ~ 30 MIN
150
130
140
140
130 120
130
120 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
110 100
MAX 110
RANGE MAX
90 RANGE
100
100
80
90
90
TRANSMISSION TORQUE LIMIT
MAX END 70
80 MAX END
TRANSMISSION TORQUE LIMIT
AND R / C AND R / C 80
60
70
70
50
60 60
40
50 50
30 12 14 16 18 20 21 22
40 40
GW ~
GW ~ 1000 LB
30 12 14 16 18 20 21 22 20 30
1000 LB
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2907_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-19. Cruise - Altitude 12,000 Feet (Sheet 1 of 5)
7-100
TM 1-1520-237-10
CRUISE CRUISE
12,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 12,000 FT
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
~ ALL ENGINE LIMITS
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
TORQUE AVAILABLE
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
180
10 20 30 10 20 30 180
170 150
170
160 140
160
SE ~ 30 MIN
SE ~ 30 MIN
150
130 150
140
120 140
130
110 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
120
100
110
110
90
MAX
100 RANGE
MAX 100
80
RANGE
TRANSMISSION TORQUE LIMIT
90
90
70
TRANSMISSION TORQUE LIMIT
MAX END
80 AND R / C
MAX END 80
60 AND R / C
70 70
50
60 60
40
50 50
12 14 16 18 20 21 22
30
40 GW ~
40
1000 LB 12 14 16 18 20 21 22
30 20 GW ~ 30
1000 LB
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2907_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-19. Cruise - Altitude 12,000 Feet (Sheet 2 of 5)
7-101
TM 1-1520-237-10
CRUISE CRUISE
12,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 12,000 FT
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
TORQUE AVAILABLE
10 20 30 10 20 30
TORQUE AVAILABLE
~ 30 MIN
~ 30 MIN
180
150 180
~ MCP
~ MCP
170
140 170
SE ~ 30 MIN
160
160
SE ~ 30 MIN
130
150
150
120
140
140
130 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130
120 100
120
110 90
110
100 80
100
MAX
RANGE
90 MAX 70 90
TRANSMISSION TORQUE LIMIT
TRANSMISSION TORQUE LIMIT
RANGE
80
60 80
MAX END
AND R / C MAX END
70 70
50 AND R / C
60 60
40
50 50
30 22
12 14 16 18 20 21 22 12 14 16 18 20 21
40 GW ~ GW ~ 40
1000 LB 1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2907_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-19. Cruise - Altitude 12,000 Feet (Sheet 3 of 5)
7-102
TM 1-1520-237-10
CRUISE CRUISE
12,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 12,000 FT
10 °C 20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
TORQUE AVAILABLE
~ 30 MIN
~ 30 MIN
180
TORQUE AVAILABLE
180
~ MCP
140
~ MCP
170
SE ~ 30 MIN
170
SE ~ 30 MIN
160 130
160
150
120 150
MAX
140 RANGE MAX
RANGE 140
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130
130
100
120
120
90
110
110
80
100
100
70
90
90
80 60
MAX END MAX END 80
AND R / C AND R / C
70 50 70
60 40 60
50 GW ~ 12 14 16 18 20 21
21 30 1000 LB 50
GW ~ 12 14 16 18 20
40 1000 LB
40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2907_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-19. Cruise - Altitude 12,000 Feet (Sheet 4 of 5)
7-103
TM 1-1520-237-10
CRUISE CRUISE
12,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 12,000 FT
30 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
10 20 30
150
~ 30 MIN
180
140
~ MCP
170
TORQUE AVAILABLE
130
160
SE ~ 30 MIN
120
150
140 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130 100
120
90
110
80
100
70
90 MAX
RANGE
60
80
MAX END
AND R / C 50
70
60 40
50 30
GW ~
1000 LB 12 14 16 18 19 20
40
20
30
20
10
10
0 0
10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ %
SE
MCP
MIN
30
AB2907_5
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-19. Cruise - Altitude 12,000 Feet (Sheet 5 of 5)
7-104
TM 1-1520-237-10
CRUISE CRUISE
12,000 FT
PRESSURE ALT: 12,000 FT T700 (2)
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
~ ALL ENGINE LIMITS
160
TORQUE AVAILABLE
10 20 30 10 20 30
180
150 180
170
170
140
160
160
SE ~ 30 MIN
130
SE ~ 30 MIN
150
150
140
120 140
130
110 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
MAX MAX
120 RANGE RANGE
100 120
110
110
90
100
100
TRANSMISSION TORQUE LIMIT
80
TRANSMISSION TORQUE LIMIT
90
90
70
80
MAX END 80
AND R / C 60 MAX END
AND R / C
70
70
50
60
60
40
50 12 14 16 18 20 21 22 23 50
12 14 16 18 20 21 22 23
30
GW ~
40 GW ~ 1000 LB 40
1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
ALL
SE
ALL
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2918_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-20. Cruise High Drag - Altitude 12,000 Feet (Sheet 1 of 5)
7-105
TM 1-1520-237-10
CRUISE CRUISE
12,000 FT
PRESSURE ALT: 12,000 FT T700 (2)
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
TRANSMISSION
TORQUE LIMIT
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
TRANSMISSION
TORQUE LIMIT
160
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
10 20 30 10 20 30
150
180
TORQUE AVAILABLE
180
170 140
~ 30 MIN
170
~ MCP
160
SE ~ 30 MIN
130
SE ~ 30 MIN
160
150
150
120
140
140
110
130 MAX
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
MAX 130
RANGE RANGE
120 100
120
110 90
110
100 80 100
90
70 90
80
60 80
MAX END
AND R / C
70 MAX END
50 AND R / C 70
60 60
40
50 50
12 14 16 18 20 21 22 23 30 12 14 16 18 20 21 22 23
GW ~ GW ~
40 1000 LB 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
ALL
MIN
30
SE
MCP
ETF = 0.85 ATF = 0.9
NOTE: SHORT DASH LINES: FERRY MISSION ONLY ETF = 0.85 ATF = 0.9
AB2918_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-20. Cruise High Drag - Altitude 12,000 Feet (Sheet 2 of 5)
7-106
TM 1-1520-237-10
CRUISE CRUISE
12,000 FT
PRESSURE ALT: 12,000 FT T700 (2)
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
TRANSMISSION
TORQUE LIMIT
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
TORQUE AVAILABLE
180
140 180
~ 30 MIN
TORQUE AVAILABLE
~ 30 MIN
170
SE ~ 30 MIN
~ MCP
170
~ MCP
SE ~ 30 MIN
130
160
160
150 120
150
140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
MAX MAX
130 RANGE RANGE 130
100
120
120
90
110
110
80
100
100
70
90
TRANSMISSION TORQUE LIMIT
90
80 60
80
MAX END
70 AND R / C 50 MAX END 70
AND R / C
60 40 60
50 30 50
12 14 16 18 20 21 22
12 14 16 18 20 21 22
40 GW ~ GW ~
1000 LB 1000 LB 40
20
30 30
20 10 20
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
MCP
30 MIN
SE
MIN
30
SE
MCP
ETF = 0.85 ATF = 0.9
ETF = 0.85 ATF = 0.9
AB2918_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-20. Cruise High Drag - Altitude 12,000 Feet (Sheet 3 of 5)
7-107
TM 1-1520-237-10
CRUISE CRUISE
12,000 FT
PRESSURE ALT: 12,000 FT T700 (2)
10 °C 20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
140
180
TORQUE AVAILABLE
TORQUE AVAILABLE
~ 30 MIN
180
~ 30 MIN
~ MCP
170 130
~ MCP
170
SE ~ 30 MIN
SE ~ 30 MIN
160
120 160
150
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140
MAX
RANGE MAX
130 100 RANGE
130
120 90 120
110
80 110
100
100
70
90
90
60
80 80
MAX END
MAX END 50 AND R / C
70 AND R / C 70
40
60 60
GW ~ 12 14 16 18 19 20 21 12 14 16 18 19 20 21
1000 LB 30 GW ~
50 50
1000 LB
40 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
MCP
30 MIN
SE
MIN
30
SE
MCP
ETF = 0.85 ATF = 0.9
ETF = 0.85 ATF = 0.9
AB2918_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-20. Cruise High Drag - Altitude 12,000 Feet (Sheet 4 of 5)
7-108
TM 1-1520-237-10
CRUISE CRUISE
12,000 FT
PRESSURE ALT: 12,000 FT T700 (2)
30 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
10 20 30
150
140
180
TORQUE AVAILABLE
~ 30 MIN
130
170
~ MCP
SE ~ 30 MIN
160 120
150
110
INDICATED AIRSPEED ~ KTS
140
TRUE AIRSPEED ~ KTS
MAX
RANGE 100
130
90
120
110 80
100 70
90
60
80
MAX END 50
AND R / C
70
40
60
30
50
GW ~ 12 14 16 18 19 20
1000 LB
40 20
30
20 10
10
0 0
10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ %
MIN
SE
MCP
30
AB2918_5
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-20. Cruise High Drag - Altitude 12,000 Feet (Sheet 5 of 5)
7-109
TM 1-1520-237-10
CRUISE CRUISE
14,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 14,000 FT
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 13 4 5 6 7 8 9 10 11 12 13
170
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
180
10 20 30 10 20 30 180
170 150
170
160 140
160
150
130
SE ~ 30 MIN
150
SE ~ 30 MIN
140
120 140
130
110 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
120
100
110
110
90 MAX
MAX RANGE
RANGE
100
100
80
TRANSMISSION TORQUE LIMIT
90
90
TRANSMISSION TORQUE LIMIT
70
80 MAX END 80
AND R / C 60
MAX END
70 AND R / C
70
50
60 60
40
12 14 16 18 20 21 22
50 GW ~ 12 14 16 18 20 21 22 50
1000 LB 30 GW ~
40 1000 LB 40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2908_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-21. Cruise - Altitude 14,000 Feet (Sheet 1 of 5)
7-110
TM 1-1520-237-10
CRUISE CRUISE
14,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 14,000 FT
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
160
TORQUE AVAILABLE
10 20 30 10 20 30
~ 30 MIN
180
150 180
~ MCP
170
SE ~ 30 MIN
SE ~ 30 MIN
140 170
160
160
130
150
150
120
140
MAX 140
MAX
RANGE RANGE
130 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130
120 100
120
110 90
110
100 80
100
90 70 90
80 MAX END 60 80
AND R / C
MAX END
70 AND R / C
50 70
60 60
40
GW ~ 12 14 16 21 GW ~ 12 14 16 18 19 20 21
50 18 19 20
1000 LB 1000 LB 50
30
40 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
MIN
SE
SE
30
MCP
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2908_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-21. Cruise - Altitude 14,000 Feet (Sheet 2 of 5)
7-111
TM 1-1520-237-10
CRUISE CRUISE
14,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 14,000 FT
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 TORQUE AVAILABLE 10 20 30
~ 30 MIN
150
~ 30 MIN
TORQUE AVAILABLE
180
180
~ MCP
140
~ MCP
170
SE ~ 30 MIN
170
SE ~ 30 MIN
160 130
160
150
120 150
140 MAX MAX
RANGE 110 RANGE 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130
130
100
120
120
90
110
110
80
100
100
70
90
90
60
80 MAX END MAX END 80
AND R / C AND R / C
70 50
70
60 40 60
GW ~ 12 14 16 18 19 20 21 GW ~ 12 14 16 18 19 20 21
50 1000 LB 1000 LB
30 50
40 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2908_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-21. Cruise - Altitude 14,000 Feet (Sheet 3 of 5)
7-112
TM 1-1520-237-10
CRUISE CRUISE
14,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 14,000 FT
10 °C 20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
~ 30 MIN
TORQUE AVAILABLE
180
~ 30 MIN
140 180
~ MCP
~ MCP
170
170
TORQUE AVAILABLE
130
160
SE ~ 30 MIN
160
SE ~ 30 MIN
120
150
MAX 150
RANGE 110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140
130 100
130
120 90 120
110
80 110
100 MAX
RANGE 100
70
90 90
60
MAX END MAX END
80 80
AND R / C AND R / C
50
70 70
GW ~ 12 14 16 18 19
17 20 40
60 1000 LB 60
50 30 GW ~ 50
1000 LB 12 14 16 17 18 19 20
40 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2908_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-21. Cruise - Altitude 14,000 Feet (Sheet 4 of 5)
7-113
TM 1-1520-237-10
CRUISE CRUISE
14,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 14,000 FT
30 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
10 20 30
150
140
~ 30 MIN
180
TORQUE AVAILABLE
~ MCP
130
170
160 120
SE ~ 30 MIN
150
110
INDICATED AIRSPEED ~ KTS
140
TRUE AIRSPEED ~ KTS
100
130
90
120
80
110
100 70
90
MAX 60
RANGE
80
50
MAX END
70 AND R / C
40
60
GW ~
1000 LB 12 14 16 17 18 19 30
50
40
20
30
20 10
10
0 0
10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ %
MIN
SE
MCP
30
AB2908_5
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-21. Cruise - Altitude 14,000 Feet (Sheet 5 of 5)
7-114
TM 1-1520-237-10
CRUISE CRUISE
14,000 FT
PRESSURE ALT: 14,000 FT T700 (2)
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 13 4 5 6 7 8 9 10 11 12 13
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
10 20 30 10 20 30
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
150
180
180
170 140
170
160
SE ~ 30 MIN
130 160
150
150
120
SE ~ 30 MIN
140
140
110
130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130
MAX MAX
RANGE 100 RANGE
120
120
110 90
110
100 80 100
TRANSMISSION TORQUE LIMIT
90
TRANSMISSION TORQUE LIMIT
70 90
80
60 80
MAX END
AND R / C MAX END
70 AND R / C
50 70
60 12 14 16 18 20 21 22 60
40
GW ~
50 1000 LB
50
30
40 GW ~ 22 40
12 14 16 18 20 21
1000 LB 20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2919_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-22. Cruise High Drag - Altitude 14,000 Feet (Sheet 1 of 5)
7-115
TM 1-1520-237-10
CRUISE CRUISE
14,000 FT
PRESSURE ALT: 14,000 FT T700 (2)
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
150
~ 30 MIN
180
TORQUE AVAILABLE
140 180
170
170
~ MCP
130
SE ~ 30 MIN
160
160
150 120
SE ~ 30 MIN
150
140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130 MAX MAX
RANGE 100 RANGE 130
120
120
90
110
110
80
100
100
70
90
90
80 60
80
MAX END MAX END
70 AND R / C 50 AND R / C 70
22
60 40 60
22
14 16 18 19 20 21 12 14 16 18 19 20 21
GW ~ 12 GW ~
50 1000 LB 1000 LB
30 50
40 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
MIN
SE
SE
MCP
30
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2919_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-22. Cruise High Drag - Altitude 14,000 Feet (Sheet 2 of 5)
7-116
TM 1-1520-237-10
CRUISE CRUISE
14,000 FT
PRESSURE ALT: 14,000 FT T700 (2)
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
140
TORQUE AVAILABLE
180
~ 30 MIN
~ 30 MIN
TORQUE AVAILABLE
180
~ MCP
170 130
~ MCP
170
SE ~ 30 MIN
SE ~ 30 MIN
160
120 160
150
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140
MAX MAX
130 RANGE 100
RANGE 130
120 90 120
110
80 110
100
100
70
90
90
60
80 80
MAX END 50 MAX END
70 AND R / C AND R / C
70
40 GW ~ 21
60 12 14 16 18 19 20
1000 LB 60
12 14 16 18 19 20 21
GW ~ 30
50 1000 LB 50
40 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2919_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-22. Cruise High Drag - Altitude 14,000 Feet (Sheet 3 of 5)
7-117
TM 1-1520-237-10
CRUISE CRUISE
14,000 FT
PRESSURE ALT: 14,000 FT T700 (2)
10 °C 20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
140
TORQUE AVAILABLE
TORQUE AVAILABLE
180
~ 30 MIN
~ 30 MIN
130 180
~ MCP
170
~ MCP
170
SE ~ 30 MIN
120
SE ~ 30 MIN
160
160
150 110 150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140
100 140
MAX MAX
130 RANGE RANGE
130
90
120
120
110 80
110
100 70 100
90 90
60
80 80
MAX END 50 MAX END
AND R / C AND R / C
70 70
40
60 60
30
50 GW ~ 12 14 16 17 18 19 20 50
20 1000 LB
GW ~ 12 14 16 17 18 19
40 1000 LB 20 40
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2919_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-22. Cruise High Drag - Altitude 14,000 Feet (Sheet 4 of 5)
7-118
TM 1-1520-237-10
CRUISE CRUISE
14,000 FT
PRESSURE ALT: 14,000 FT T700 (2)
30 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
10 20 30
150
140
130
180
TORQUE AVAILABLE
~ 30 MIN
~ MCP
170
120
160
SE ~ 30 MIN
110
150
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140 100
MAX
RANGE
130
90
120
80
110
70
100
90 60
80
MAX END 50
AND R / C
70
40
60
30
50 GW ~
1000 LB
40 12 14 16 17 18 20
30
20 10
10
0 0
10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ %
MIN
SE
MCP
30
AB2919_5
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-22. Cruise High Drag - Altitude 14,000 Feet (Sheet 5 of 5)
7-119
TM 1-1520-237-10
CRUISE CRUISE
16,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 16,000 FT
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
3 4 5 6 7 8 9 10 11 12 3 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
160
10 20 30 10 20 30
180
150 180
170
140 170
SE ~ 30 MIN
160
SE ~ 30 MIN
160
130
150
150
120
140
140
130 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130
120 100
120
110 90
MAX 110
RANGE
100 80
100
MAX
RANGE
90 70 90
80 MAX END 60 80
AND R / C MAX END
AND R / C
70
50 70
60 60
40
50 50
GW ~ 30
12 14 16 17 18 19 20 GW ~
40 1000 LB 1000 LB 12 14 16 17 18 19 20
40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2909_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-23. Cruise - Altitude 16,000 Feet (Sheet 1 of 4)
7-120
TM 1-1520-237-10
CRUISE CRUISE
16,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 16,000 FT
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
3 4 5 6 7 8 9 10 11 12 3 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
10 20 30 10 20 30
~ 30 MIN
150
TORQUE AVAILABLE
180
180
140
~ MCP
170
170
SE ~ 30 MIN
160 130
160
SE ~ 30 MIN
150
120 150
140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130
130
100
120
120
90
110
110
MAX 80 MAX
RANGE RANGE
100
100
70
90
90
60
80
MAX END 80
MAX END AND R / C
70 AND R / C 50
70
60 40 60
50 GW ~ 50
GW ~ 30
12 14 16 17 18 19 20 1000 LB 12 14 16 17 18 19 20
1000 LB
40 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
MIN
SE
SE
30
MCP
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2909_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-23. Cruise - Altitude 16,000 Feet (Sheet 2 of 4)
7-121
TM 1-1520-237-10
CRUISE CRUISE
16,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 16,000 FT
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
TORQUE AVAILABLE
~ 30 MIN
~ 30 MIN
TORQUE AVAILABLE
180 140
180
~ MCP
~ MCP
170
130 170
160
SE ~ 30 MIN
SE ~ 30 MIN
160
120
150
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140
130 100
130
120 90
120
110
80 110
100
70 100
90
MAX 90
RANGE 60
MAX
80 MAX END RANGE
AND R / C 80
MAX END 50
70 AND R / C
70
40
60 GW ~ 60
12 14 15 16 17 18 19
1000 LB
50 30 50
GW ~ 14 15 16 17 18 19
40 12 40
1000 LB
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2909_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-23. Cruise - Altitude 16,000 Feet (Sheet 3 of 4)
7-122
TM 1-1520-237-10
CRUISE CRUISE
16,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 16,000 FT
10 °C 20 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
140
~ 30 MIN
180
TORQUE AVAILABLE
~ 30 MIN
180
~ MCP
130
TORQUE AVAILABLE
170
170
~ MCP
160 120
160
SE ~ 30 MIN
150
SE ~ 30 MIN
110 150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140
140
100
130
130
90
120
120
80
110
110
100 70
100
90 90
MAX 60
RANGE MAX
80 RANGE
80
50
MAX END
70 AND R / C MAX END
AND R / C 70
40
60 60
GW ~ 12 14 15 16 17 18
1000 LB
50 30
50
40 12 14 15 16 17 18
40
20
GW ~
30 1000 LB 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2909_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-23. Cruise - Altitude 16,000 Feet (Sheet 4 of 4)
7-123
TM 1-1520-237-10
CRUISE CRUISE
16,000 FT
PRESSUE ALT: 16,000 FT T700 (2)
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
3 4 5 6 7 8 9 10 11 12 3 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
~ ALL ENGINE LIMITS
150
TORQUE AVAILABLE
180
140 180
170
170
130
160
160
SE ~ 30 MIN
SE ~ 30 MIN
150 120
150
140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130
100 130
MAX
120 RANGE
120
90
110
110
MAX 80
100 RANGE
100
70
90
90
80 60
MAX END 80
AND R / C MAX END
AND R / C
70 50
70
60 40 60
50 30 50
GW ~ GW ~
12 14 16 17 18 19 20 1000 LB 12 14 16 17 18 19 20
40 1000 LB
40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2920_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-24. Cruise High Drag - Altitude 16,000 Feet (Sheet 1 of 4)
7-124
TM 1-1520-237-10
CRUISE CRUISE
16,000 FT
PRESSURE ALT: 16,000 FT T700 (2)
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
3 4 5 6 7 8 9 10 11 12 3 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
140
180
TORQUE AVAILABLE
180
170 130
~ 30 MIN
170
~ MCP
SE ~ 30 MIN
160
SE ~ 30 MIN
120 160
150
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140
100 MAX
130 RANGE
MAX 130
RANGE
120 90 120
110
80 110
100
100
70
90
90
60
80
80
MAX END
MAX END 50 AND R / C
70 AND R / C 70
40
60 60
50 30
GW ~ GW ~ 50
1000 LB 12 14 16 17 18 19 20 12 14 16 17 18 19 20
1000 LB
40 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
MIN
30
SE
SE
MCP
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2920_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-24. Cruise High Drag - Altitude 16,000 Feet (Sheet 2 of 4)
7-125
TM 1-1520-237-10
CRUISE CRUISE
16,000 FT
PRESSURE ALT: 16,000 FT T700 (2)
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
140
180
TORQUE AVAILABLE
130 180
TORQUE AVAILABLE
~ 30 MIN
170
~ MCP
~ 30 MIN
~ MCP
170
SE ~ 30 MIN
120
SE ~ 30 MIN
160
160
150 110
150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140
100 140
130 MAX
RANGE 130
90
120
120
110 80
110
100 70 100
90
60 90
MAX
RANGE
80 80
50
MAX END
70 AND R / C MAX END 70
40 AND R / C
60 60
30
50 50
GW ~
1000 LB 12 14 16 17 18 19 GW ~
12 14 16 17 18 19
40 20 1000 LB 40
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2920_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-24. Cruise High Drag - Altitude 16,000 Feet (Sheet 3 of 4)
7-126
TM 1-1520-237-10
CRUISE CRUISE
16,000 FT
PRESSURE ALT: 16,000 FT T700 (2)
10 °C 20 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
140
130
180
TORQUE AVAILABLE
180
~ 30 MIN
~ MCP
170 120
~ 30 MIN
~ MCP
170
TORQUE AVAILABLE
SE ~ 30 MIN
160
160
SE ~ 30 MIN
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
150
150
140 100
140
130 90 130
120
120
80
110
110
70
100
100
90 60
MAX 90
RANGE MAX
80 RANGE
50 80
MAX END
70 AND R / C MAX END
AND R / C 70
40
60 60
30
50 50
GW ~ 12 14 16 17 18
1000 LB 17 18
40 20 12 14 16 40
30 GW ~ 30
1000 LB
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2920_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-24. Cruise High Drag - Altitude 16,000 Feet (Sheet 4 of 4)
7-127
TM 1-1520-237-10
CRUISE CRUISE
18,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 18,000 FT
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
10 20 30 10 20 30
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
150
180
180
140
170
170
160 130
SE ~ 30 MIN
160
SE ~ 30 MIN
150
120 150
140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
130
130
100
120
120
90
110
MAX 110
RANGE 80
MAX
100 RANGE 100
70
90
90
80 60
MAX END MAX END 80
AND R / C AND R / C
70 50
70
60 40 60
50 50
GW ~ 18 30 GW ~
12 14 15 16 17 12 14 15 16 17 18
1000 LB 1000 LB
40 40
20
30 30
20 20
10
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2910_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-25. Cruise - Altitude 18,000 Feet (Sheet 1 of 4)
7-128
TM 1-1520-237-10
CRUISE CRUISE
18,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 18,000 FT
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
150
180 140
TORQUE AVAILABLE
180
~ 30 MIN
~ MCP
170
130 170
SE ~ 30 MIN
160
SE ~ 30 MIN
160
120
150
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140
MAX MAX
130 100
RANGE RANGE
130
120 90
120
110
80 110
100
70 100
90
90
60
80
MAX END 80
AND R / C 50 MAX END
70 AND R / C 70
40
60 60
GW ~ GW ~ 12 14 15 16 17 18
50 12 14 15 16 17 18 30 1000 LB
1000 LB 50
40 40
20
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
SE
SE
MCP
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2910_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-25. Cruise - Altitude 18,000 Feet (Sheet 2 of 4)
7-129
TM 1-1520-237-10
CRUISE CRUISE
18,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 18,000 FT
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
2 3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
140
TORQUE AVAILABLE
180
180
TORQUE AVAILABLE
~ MCP
~ 30 MIN
130
~ MCP
SE ~ 30 MIN
~ 30 MIN
170
SE ~ 30 MIN
170
160 120
160
150
110 150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140
MAX MAX 140
100
RANGE RANGE
130
130
90
120
120
80
110
110
100 70
100
90 60 90
MAX END MAX END
80 AND R / C AND R / C 80
50
70 70
40
60 GW ~ 60
12 14 15 16 17 18
1000 LB
GW ~ 30
50 12 14 15 16 17 18 50
1000 LB
40 40
20
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2910_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-25. Cruise - Altitude 18,000 Feet (Sheet 3 of 4)
7-130
TM 1-1520-237-10
CRUISE CRUISE
18,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 18,000 FT
10 °C 20 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
3 4 5 6 7 8 9 10 11 3 4 5 6 7 8 9 10 11
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
140
180 130
180
TORQUE AVAILABLE
~ MCP
~ 30 MIN
~ MCP
~ 30 MIN
170
170
TORQUE AVAILABLE
120
SE ~ 30 MIN
160
SE ~ 30 MIN
160
110
150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
150
140 100
140
130 90 130
120
80 120
110
110
70 MAX
100 RANGE
100
60
90 90
MAX
80 RANGE
50 80
70 MAX END MAX END
AND R / C 70
40 AND R / C
60 60
30
50 12 14 15 16 17 12 14 15 16 17 50
GW ~
40 GW ~ 1000 LB 40
20
1000 LB
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2910_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-25. Cruise - Altitude 18,000 Feet (Sheet 4 of 4)
7-131
TM 1-1520-237-10
CRUISE CRUISE
18,000 FT
PRESSURE ALT: 18,000 FT T700 (2)
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
140
180
180
170 130
170
160
120 160
SE ~ 30 MIN
150
SE ~ 30 MIN
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140
130 100
130
120 MAX
90 RANGE 120
110
80 110
MAX
100 RANGE
100
70
90
90
60
80
MAX END 80
MAX END
AND R / C AND R / C
50
70
70
40
60 60
50 30 GW ~ 12 14 16 17 18 50
GW ~ 1000 LB
12 14 16 17 18
40 1000 LB
20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2921_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-26. Cruise High Drag - Altitude 18,000 Feet (Sheet 1 of 4)
7-132
TM 1-1520-237-10
CRUISE CRUISE
18,000 FT
PRESSURE ALT: 18,000 FT T700 (2)
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
~ ALL ENGINE LIMITS
TORQUE AVAILABLE 140
180
130 180
TORQUE AVAILABLE
170
~ 30 MIN
~ MCP
170
120
160
SE ~ 30 MIN
160
SE ~ 30 MIN
150 110
150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140
100 140
130 MAX
MAX 130
RANGE
90 RANGE
120
120
80
110
110
100 70
100
90
60 90
80 80
MAX END 50
AND R / C MAX END
70 70
AND R / C
40
60 60
GW ~
GW ~ 30 12 14 16 17 18
1000 LB
50 1000 LB 12 14 16 17 18
50
40 20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
SE
SE
MCP
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2921_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-26. Cruise High Drag - Altitude 18,000 Feet (Sheet 2 of 4)
7-133
TM 1-1520-237-10
CRUISE CRUISE
18,000 FT
PRESSURE ALT: 18,000 FT T700 (2)
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
2 3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
140
130
180
TORQUE AVAILABLE
180
TORQUE AVAILABLE
~ 30 MIN
170
~ MCP
120
~ 30 MIN
~ MCP
170
SE ~ 30 MIN
160
160
SE ~ 30 MIN
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
150
150
100
140
140
130 MAX MAX
90 130
RANGE RANGE
120
80 120
110
110
70
100
100
90 60
90
80 50 MAX END 80
MAX END
AND R / C AND R / C
70 70
40
60 GW ~ 15 16 17 18
1000 LB 12 14 60
GW ~ 30
12 14 15 16 17 18
50 1000 LB
50
40 20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2921_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-26. Cruise High Drag - Altitude 18,000 Feet (Sheet 3 of 4)
7-134
TM 1-1520-237-10
CRUISE CRUISE
18,000 FT
PRESSURE ALT: 18,000 FT T700 (2)
10 °C 20 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
3 4 5 6 7 8 9 10 11 3 4 5 6 7 8 9 10 11
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
140
130
180
120 180
~ 30 MIN
~ MCP
170
TORQUE AVAILABLE
~ 30 MIN
~ MCP
TORQUE AVAILABLE
170
160 110
SE ~ 30 MIN
160
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
150
SE ~ 30 MIN
100 150
140
140
90
130
130
120 80
120
110 MAX
RANGE 70 110
MAX
100 RANGE
100
60
90 90
50 MAX END
80 80
AND R / C
70 MAX END 40
AND R / C 70
60 60
30
50 12 14 15 16 17 12 14 15 16 17 50
40 GW ~ 20 GW ~ 40
1000 LB 1000 LB
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2921_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-26. Cruise High Drag - Altitude 18,000 Feet (Sheet 4 of 4)
7-135
TM 1-1520-237-10
CRUISE CRUISE
20,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 20,000 FT
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
150
180 140
180
170
130 170
160
160
120
SE ~ 30 MIN
150
SE ~ 30 MIN
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140
130 MAX 100
MAX 130
RANGE RANGE
120 90
120
110
80 110
100
70 100
90
90
60 MAX END
80 AND R / C
80
50
70 MAX END
AND R / C 70
40
60 60
GW ~
50 GW ~ 30 1000 LB 12 14 15 16 17 18
12 14 15 16 17 18 50
1000 LB
40 40
20
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2911_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-27. Cruise - Altitude 20,000 Feet (Sheet 1 of 4)
7-136
TM 1-1520-237-10
CRUISE CRUISE
20,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 20,000 FT
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
140
180
180
TORQUE AVAILABLE
130
~ 30 MIN
170
~ MCP
170
160 120
SE ~ 30 MIN
160
SE ~ 30 MIN
150 110 150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140
100 140
130
130
90
120
120
80
110
MAX 110
RANGE
100 70
MAX 100
RANGE
90 60 90
80 80
50
MAX END
70 AND R / C MAX END 70
40 AND R / C
60 60
30
50 50
12 14 15 16 17 12 14 15 16 17
40 40
GW ~ 20
GW ~
30 1000 LB 1000 LB 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
SE
SE
MCP
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2911_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-27. Cruise - Altitude 20,000 Feet (Sheet 2 of 4)
7-137
TM 1-1520-237-10
CRUISE CRUISE
20,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 20,000 FT
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10 11
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
140
180 130
180
TORQUE AVAILABLE
TORQUE AVAILABLE
~ MCP
~ 30 MIN
~ 30 MIN
~ MCP
170
120 170
SE ~ 30 MIN
160
SE ~ 30 MIN
160
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
150
150
140 100
140
MAX
130 90 RANGE
130
120
80 120
110
110
70
100
100
60
90 MAX 90
RANGE
80 50 80
MAX END
AND R / C MAX END
70 70
40 AND R / C
60 60
30 GW ~
50 12 13 14 15 16 1000 LB 50
12 13 14 15 16
40 20 40
GW ~
30 1000 LB 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2911_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-27. Cruise - Altitude 20,000 Feet (Sheet 3 of 4)
7-138
TM 1-1520-237-10
CRUISE CRUISE
20,000 FT
T700 (2)
CLEAN CONFIGURATION
PRESSURE ALT: 20,000 FT
10 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR
2 3 4 5 6 7 8 9 10 11
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
10 20 30
150
140
130
180
120
~ MCP
~ 30 MIN
170
TORQUE AVAILABLE
160 110
INDICATED AIRSPEED ~ KTS
SE ~ 30 MIN
TRUE AIRSPEED ~ KTS
150
100
140
90
130
80
120
110 70
MAX
RANGE
100
60
90
50
80
70 MAX END 40
AND R / C
60
30
50 GW ~
1000 LB
40 12 13 14 15 16 20
30
20 10
10
0 0
0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ %
MCP
SE
MIN
30
ETF = 0.85 ATF = 0.9 AB2911_4
DATA BASIS: FLIGHT TEST SAF
Figure 7-27. Cruise - Altitude 20,000 Feet (Sheet 4 of 4)
7-139
TM 1-1520-237-10
CRUISE CRUISE
20,000 FT
PRESSURE ALT: 20,000 FT T700 (2)
−50 °C −40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
140
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
180
130 180
170
170
120
160
160
150 110
SE ~ 30 MIN
150
SE ~ 30 MIN
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
140
100 140
130
130
90
120
120
110 80
110
MAX
100 RANGE 70
100
MAX
90 RANGE
60 90
80
MAX END 80
50
AND R / C MAX END
70 AND R / C
70
40
60 60
30 GW ~ 12 14 15 16 17
50 12 14 15 16 17 1000 LB 50
40 GW ~ 40
20
1000 LB
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
SE
ALL
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2922_1
DATA BASIS: FLIGHT TEST SAF
Figure 7-28. Cruise High Drag - Altitude 20,000 Feet (Sheet 1 of 4)
7-140
TM 1-1520-237-10
CRUISE CRUISE
20,000 FT
PRESSURE ALT: 20,000 FT T700 (2)
−30 °C −20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
140
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
130
180
180
TORQUE AVAILABLE
170 120
~ 30 MIN
~ MCP
170
160
110 160
SE ~ 30 MIN
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
SE ~ 30 MIN
150
150
100
140
140
130 MAX 90
MAX 130
RANGE
RANGE
120
80 120
110
110
70
100
100
90 60
90
MAX END
80 AND R / C
50 80
MAX END
70 AND R / C 70
40
GW ~
60 1000 LB 12 14 15 16 17
60
GW ~ 12 14 15 16 17 30
1000 LB
50 50
40 20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
SE
SE
MCP
ALL
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2922_2
DATA BASIS: FLIGHT TEST SAF
Figure 7-28. Cruise High Drag - Altitude 20,000 Feet (Sheet 2 of 4)
7-141
TM 1-1520-237-10
CRUISE CRUISE
20,000 FT
PRESSURE ALT: 20,000 FT T700 (2)
−10 °C 0 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10 11
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
150
140
130
180
120 180
TORQUE AVAILABLE
~ 30 MIN
~ MCP
170
~ 30 MIN
~ MCP
170
TORQUE AVAILABLE
110
160
SE ~ 30 MIN
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
160
SE ~ 30 MIN
150 100 150
140
140
90
130
130
120 80
120
110
70 110
100 MAX 100
60 RANGE
90 90
MAX
RANGE 50
80 80
MAX END
70 AND R / C 40 MAX END 70
AND R / C
60 GW ~ 60
12 14 15 16 30
1000 LB
50 12 14 15 16
50
20 GW ~
40 40
1000 LB
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB2922_3
DATA BASIS: FLIGHT TEST SAF
Figure 7-28. Cruise High Drag - Altitude 20,000 Feet (Sheet 3 of 4)
7-142
TM 1-1520-237-10
CRUISE CRUISE
20,000 FT
PRESSURE ALT: 20,000 FT T700 (2)
10 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR
2 3 4 5 6 7 8 9 10 11
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
10 20 30
150
140
130
120
180
~ 30 MIN
170
~ MCP
110
INDICATED AIRSPEED ~ KTS
TORQUE AVAILABLE
160
TRUE AIRSPEED ~ KTS
100
150
SE ~ 30 MIN
140 90
130
80
120
70
110 MAX
RANGE
100 60
90
50
80
40
70 MAX END
AND R / C
60 GW ~ 12 14 15 16 30
1000 LB
50
20
40
30
20 10
10
0 0
0 10 20 30 40 50 60 70 80
TORQUE PER ENGINE ~ %
MIN
SE
MCP
30
AB2922_4
DATA BASIS: FLIGHT TEST ETF = 0.85 ATF = 0.9 SAF
Figure 7-28. Cruise High Drag - Altitude 20,000 Feet (Sheet 4 of 4)
7-143
TM 1-1520-237-10
Section V OPTIMUM CRUISE
7.19 OPTIMUM RANGE CHARTS. optimum range may also be used for optimum endurance.
Enter the chart at a current cruise or takeoff temperature
This section presents a method to optimize cruise condition and move along the temperature guidelines to
performance for long range missions when the altitudes the anticipated gross weight for cruise and obtain the
flown are not restricted by other requirements. The optimum pressure altitude. Turn to the cruise chart closest
optimum altitude for maximum range chart (Figures 7-29 to the altitude and temperature predicted by the optimum
and 7-30)provides the pressure altitude at which to cruise range chart for specific cruise information. The use of this
to obtain the maximum possible range for any gross chart is shown by the example.
weight and FAT conditions. The altitude determined for
7-144
TM 1-1520-237-10
OPTIMUM RANGE
CLEAN CONFIGURATION 100% RPM R
HIRSS (BAFFLES INSTALLED)
EXAMPLE
WANTED: METHOD:
CRUISE ALTITUDE FOR OPTIMUM RANGE ENTER CHART AT FAT (24 OC), MOVE RIGHT
AND CORRESPONDING CRUISE CHART FOR TO REFERENCE / OPTIMUM PRESSURE ALTITUDE
FLIGHT CONDITIONS (1,500 FT). MOVE PARALLEL WITH THE
TEMPERATURE TREND LINES TO AIRCRAFT
GROSS WEIGHT (16,500 LB). MOVE LEFT OR
KNOWN: RIGHT PARALLELING THE TEMPERATURE TREND
LINE TO NEAREST EVEN THOUSAND
REFERENCE CONDITIONS OF: REFERENCE / OPTIMUM PRESSURE ALTITUDE
PRESSURE ALTITUDE = 1,500 FT LINE (12,000). MOVE LEFT TO FREE AIR
FAT = 24 OC TEMPERATURE LINE (2.5 OC), MOVE UP OR DOWN
GROSS WEIGHT = 16,500 LB TO NEAREST TEN VALUE ON THE FREE AIR
TEMPERATURE SCALE (0 OC).
SELECT CRUISE CHART WITH ALTITUDE AND
TEMPERATURE DATA AT THE NEAREST
REFERENCE / OPTIMUM PRESSURE ALTITUDE
(12,000 FT) AND THE NEAREST TEN DEGREE
FREE AIR TEMPERATURE (0 OC).
60
22
21
GROSS WEIGHT
50 20 ~ 1000 LBS
19
18
40 17
16
30 15
14
20 13
FREE AIR TEMPERATURE ~ o C
10
−10
−20
−30
TEM
PER
TRE ATU
ND RE
−40 LIN
ES
−50
−60
0 2 4 6 8 10 12 14 16 18 20
OPTIMUM PRESSURE ALTITUDE ~ 1000 FT AA0683_1B
DATA BASIS: FLIGHT TEST SA
Figure 7-29. Optimum Altitude For Maximum Range
7-145
TM 1-1520-237-10
OPTIMUM RANGE
HIGH DRAG CONFIGURATION 100% RPM R
HIRSS (BAFFLES INSTALLED)
60 24
23
22 GROSS WEIGHT
21 ~ 1000 LBS
20
50
19
18
17
40 16
15
14
30
20
TEM
FREE AIR TEMPERATURE ~ OC
PER
TRE ATU
ND RE
LIN
10 ES
−10
−20
−30
−40
−50
−60
0 2 4 6 8 10 12 14 16 18 20 22
OPTIMUM PRESSURE ALTITUDE ~ 1000 FT
AA0683_2C
DATA BASIS: FLIGHT TEST SA
Figure 7-30. Optimum Altitude For Maximum Range - High Drag
7-146
TM 1-1520-237-10
Section VI DRAG
7.20 EXTERNAL LOAD DRAG CHART. 7.21 AIRCRAFT CONFIGURATION DRAG
CHANGES FOR USE WITH CLEAN CRUISE
The general shapes of typical external loads are shown CHARTS.
on Figure 7-31 as a function of the load frontal area. The
frontal area is combined with the typical drag coefficient of When external equipment or configuration differs from
the general shapes to obtain a drag multiplying factor for the baseline clean configuration as defined in Section I, a
use with the 10 sq. ft. drag scale on each cruise chart. The drag correction should be made similarly to the external
TRQ ˜% value obtained from the cruise chart is load drag method. Typical configuration changes that have
multiplied by the drag multiplying factor and added to drag areas established from flight test or analysis along
indicated torque to obtain total torque required at any air- with their drag multiplying factor are shown in Table 7-1.
speed.
Table 7-1. Configuration Drag Change
DRAG CHANGES FOR USE WITH CLEAN CRUISE CHARTS
Item Change in Flat Plate Drag Drag Multiplying Factor
Area- F Sq. Ft.
a. Both cargo doors open 6.0 0.60
b. Cargo doors removed 4.0 0.40
c. Cargo mirror installed 0.3 0.03
d. IR Countermeasure Transmitter (ALQ-144) installed 0.8 0.08
e. Chaff Dispenser Installed 0.3 0.03
f. HIRSS not installed -2.2 -0.22
g. EH Flare Dispenser 0.3 0.03
h. EH EH-60A Mission Antennas Only 3.8 0.38
i. Blade Erosion Kit 2.0 0.20
j. Skis installed 3.0 0.30
7.22 AIRCRAFT CONFIGURATION DRAG external load drag method. Typical high drag configuration
CHANGES FOR USE WITH HIGH DRAG CRUISE changes that have been established from flight test or
CHARTS. analysis along with the drag multiplying factors are shown.
When external equipment differs from the baseline high
drag configuration as defined in this Section, a drag cor-
rection should be made using Figure 7-32 similar to the
7-147
TM 1-1520-237-10
EXTERNAL LOAD DRAG METHOD:
LOAD
DRAG
EXAMPLE KNOWN: ENTER CHART AT SYMBOL
FOR CYLINDER
WANTED: SHAPE OF EXTERNAL MOVE RIGHT TO 80 SQ FT.
LOAD = CYLINDER MOVE DOWN AND READ
DRAG MULTIPLYING FACTOR FRONTAL AREA OF DRAG MULTIPLYING FACTOR
DUE TO EXTERNAL LOAD EXTERNAL LOAD = 80 SQ FT = 4.5
INCREASE IN DRAG AREA DUE TO EXTERNAL LOAD
0 20 40 60 80 100 120 140 160 180 200 220 240
SPHERE
STREAMLINED
CYLINDER
CYLINDER
CUBE
FLAT
PLATE
BOX
FRONTAL AREA
OF EXTERNAL
10 20 30 40 50 60 70 80 90 100 LOAD ~ SQ FT
BOX
IN
NET
0 2 4 6 8 10 12 14 16 18 20 22 24
AA0684B
DATA BASIS: ESTIMATED DRAG MULTIPLYING FACTOR SA
Figure 7-31. External Load Drag
7-148
TM 1-1520-237-10
DRAG CONFIGURATIONS
CHANGE
HIGH DRAG IN DRAG
CRUISE CHART BASELINE FLAT MULTI−
SPECIAL MISSION EQUIPMENT CONFIGURATIONS PLATE PLYING
DRAG FACTOR
F
SQ FT
ESSS − CLEAN, PYLONS REMOVED −4.0 −0.40
ESSS − FOUR PYLONS / NO STORES −1.7 −0.17
ESSS−TWO 450−GALLON TANKS INBOARD 0.5 0.05
−TWO 230−GALLON TANKS INBOARD 0.0 0.00
OR
ESSS−TWO 230−GALLON TANKS OUTBOARD
2.5 0.25
−TWO 450−GALLON −TANKS INBOARD
ESSS − FOUR 230−GALLON TANKS 2.0 0.20
VOLCANO SYSTEM INSTALLED (BOTH RACKS)
* VOLCANO CORRECTION MUST BE USED WITH HIGH DRAG CHARTS ONLY 32.5 3.25
VOLCANO SYSTEM INSTALLED (LOWER RACKS ONLY) 10.5 1.05
VOLCANO SYSTEM INSTALLED (CANISTERS REMOVED) 12.5 1.25
SKIS INSTALLED 3.0 0.30
BLADE EROSION KIT 2.0 0.20
BOTH CARGO DOORS OPEN 6.0 0.60
BOTH CARGO DOORS REMOVED 4.0 0.40
CARGO MIRROR INSTALLED 0.3 0.03
IR COUNTERMEASURE TRANSMITTER (ALQ−144) REMOVED −0.8 −0.08
CHAFF DISPENSER REMOVED −0.3 −0.03
AA0685D
SA
Figure 7-32. Typical High Drag Configurations
7-149
TM 1-1520-237-10
Section VII CLIMB - DESCENT
7.23 CLIMB/DESCENT CHART. increase or reduction required to achieve a desired steady
rate of climb or descent. The maximum rate of climb may
The CLIMB/DESCENT chart (Figures 7-33 and 7-34) be determined by subtracting the cruise chart torque
presents the rate of climb or descent resulting from an required from the maximum torque available at the desired
increase or decrease of engine torque from the value flight conditions. Then enter the difference on the torque
required for level flight above 40 KIAS. The data are increase scale of the climb chart, move up to the gross
presented at 100% RPM R for various gross weights. The weight, and read the resulting maximum rate of climb.
charts may also be used in reverse to obtain the torque
7-150
TM 1-1520-237-10
CLIMB/DESCENT
CLEAN CONFIGURATION 100% RPM R
FOR IAS ABOVE 40 KIAS
4000
GROSS 12
DESCENT WEIGHT 14
~ 1000 LB 16
3500 18
20
22
3000
RATE OF DESCENT ~ FT/MIN
2500
EXAMPLE
WANTED:
INDICATED TORQUE CHANGE FOR 2000
DESIRED RATE−OF−CLIMB OR DESCENT.
KNOWN: 1500
GROSS WEIGHT = 18,000 POUNDS
DESIRED RATE = 550 FEET PER MINUTE
1000
METHOD:
ENTER CHART AT 550 FEET PER MINUTE
MOVE RIGHT TO INTERSECT GROSS 500
WEIGHT LINE. MOVE DOWN TO READ
12% TRQ CHANGE.
0
0 10 20 30 40 50 60 70 80
TORQUE REDUCTION PER ENGINE ~ % TRQ
3500
GROSS 12
CLIMB WEIGHT 14
~ 1000 LB 16
3000 18
20
22
RATE OF CLIMB ~ FT/MIN
2500
2000
1500
1000
500
0
0 10 20 30 40 50 60 70 80
TORQUE INCREASE PER ENGINE ~ % TRQ AA0687B
DATA BASIS: FLIGHT TEST SA
Figure 7-33. Climb/Descent
7-151
TM 1-1520-237-10
CLIMB/DESCENT
100% RPM R
AIRSPEEDS ABOVE 40 KIAS
4000 GROSS
12 WEIGHT
14
DESCENT ~ 1000 LB
16
3500 18
20
22
RATE OF DESCENT ~ FT/MIN
3000
24
2500
2000
1500
1000
500
0
0 10 20 30 40 50 60 70 80
TORQUE REDUCTION PER ENGINE ~ % TRQ
3500 GROSS
12 WEIGHT
CLIMB 14 ~ 1000 LB
16
3000
18
20
RATE OF CLIMB ~ FT/MIN
2500
22
24
2000
1500
1000
500
0
0 10 20 30 40 50 60 70 80
TORQUE INCREASE PER ENGINE ~ % TRQ AA0688A
DATA BASIS: FLIGHT TEST SA
Figure 7-34. Climb/Descent - High Drag
7-152
TM 1-1520-237-10
Section VIII FUEL FLOW
7.24 IDLE FUEL FLOW. (2) When the IR suppressor systemis installed and
operating in the benign mode (exhaust baffles removed),
Dual-engine idle fuel flow is presented as a function of the single-engine fuel flow will decrease about 8 lbs/hr.
altitude at 0°C FAT in Table 7-2. The data are based on
operation at 62% to 69% Ng for idle and 85% to 89% for 7.26 DUAL-ENGINE FUEL FLOW.
flat pitch (collective full down) at 100%RPM R. Fuel flow
for the auxiliary power unit (APU) is also presented for a Dual-engine fuel flow for level flight is presented on the
nominal load of 80% maximum power as a function of cruise charts in Section IV. For other conditions dual-
altitude and 0°C FAT for general planning. engine fuel flow may be obtained from Figure 7-35 when
each engine is indicating approximately the same torque
7.25 SINGLE-ENGINE FUEL FLOW. by averaging the indicated torques and reading fuel flow
from the dual-engine fuel flow scale. When operating at
a. Engine fuel flow is presented in Figure 7-35 for other than the 0° FAT baseline, dual-engine fuel flow is
various torque and pressure altitudes at a baseline FAT of increased 1% for each 20°C above baseline and is
0°C with engine bleed air extraction off. When operating decreased 1% for each 20°C below baseline temperature.
at other than 0°C FAT, engine fuel flow is increased 1% With bleed air on, dual-engine fuel flow increases as
for each 20°C above the baseline temperature and, follows:
decreased 1% for each 20°C below the baseline
temperature.
a. With bleed-air extracted, fuel flow increases:
b. To determine single-engine fuel flow during cruise,
enter the fuel flow chart at double the torque required for (1) Engine anti-ice on -About 60 lbs/hr. Example:
dual-engine cruise as determined from the cruise charts (760 lbs/hour = 820 lbs/hr).
and obtain fuel flow from the single-engine scale. The
single-engine torque may not exceed the transmission limit (2) Cockpit/gunner heater on - About 20 lbs/hr.
shown on the chart.With bleed air on, single-engine fuel
flow increases as follows:
(3) Cockpit/gunner heater and Option II cabin heater
(1) With bleed-air extracted, fuel flow increases: system on - About 28 lbs/hr.
(a) Engine anti-ice on - About 30 lbs/hr. NOTE
(b) Cockpit/gunner heater on - About 10 lbs/hr.
Option II cabin heater system shuts off
(c) Cockpit/gunner heater and Option II cabin heater when anti-ice is turned on. Power to the
system on - About 14 lbs/hr. heater returns when the anti-ice is turned
off.
NOTE
(4) Anti-ice and cockpit/gunner heater on - About 80
Option II cabin heater system shuts off
lbs/hr.
when anti-ice is turned on. Power to the
heater returns when the anti-ice is turned
off. b. When the cruise or hover IR suppressor system is
installed and operating in the benign mode (exhaust baffles
(d) Anti-ice and cockpit/gunner heater on - About removed), the dual-engine fuel flow will decrease about 16
40 lbs/hr. lbs/hr.
Table 7-2. Dual Engine Idle and Auxiliary Power Unit Fuel Flow
7-153
TM 1-1520-237-10
Pressure Altitude Feet Ng = 62-69% Ng = 85-89% APU (Nominal) Lb/Hr
Ground Idle (No Load) Flat Pitch (100%RPM R)
Lb/Hr Lb/Hr
0 350 580 120
4,000 326 500 105
8,000 268 440 90
12,000 234 380 75
16,000 206 320 65
20,000 182 270 55
7-154
TM 1-1520-237-10
SINGLE/DUAL−ENGINE FUEL FLOW
100% RPM R FAT = 0oC BLEED AIR OFF
HIRSS (BAFFLES INSTALLED)
DUAL−ENGINE FUEL FLOW ~ LB/HR
200 400 600 800 1000 1200 1400 1600
115
TRANSMISSION LIMIT − 1 ENGINE
110
SL
105
100
95
4
90
85
INDICATED TORQUE PER ENGINE ~ %
80 8
75
70
12
65
60
16
55
50
45
20
40
35
30
NOTE
INCREASE FUEL FLOW 25 PRESSURE ALTITUDE
1% FOR EACH 20 oC ~ 1000 FT
ABOVE 0 oC FAT AND
DECREASE FUEL FLOW 20 16 12 8 4 SL
1% FOR EACH 20 oC 20
BELOW 0 oC FAT. 100 200 300 400 500 600 700 800
SINGLE−ENGINE FUEL FLOW ~ LB/HR
AA0689A
DATA BASIS: ENGINE MANUFACTURER SPEC SA
Figure 7-35. Single/Dual-Engine Fuel Flow
7-155
TM 1-1520-237-10
Section IX AIRSPEED SYSTEM DESCRIPTION
7.27 AIRSPEED CHARTS. However, the following anomalies in the airspeed and
instantaneous VSI (IVSI) indicating system may be
7.27.1 Airspeed Correction Charts. observed during the following maneuvers or conditions:
NOTE
a. During takeoffs, in the speed range of 40 to 80 KI-
IAS below 40 KIAS is unreliable. Airspeed AS, 5 to 10 KIAS airspeed fluctuation may be observed on
conversion data KIAS to KTAS for speeds the pilot and copilot airspeed indicators.
above 40 KIAS are provided in Section IV
CRUISE.
b. Power changes in high power, low airspeed climbs
may cause as much as 30-knot airspeed changes in IAS.
All IAS shown on the cruise charts are based on level
Increase in power causes increase in IAS, and a decrease
flight. Figures 7-36 and 7-37 provide the airspeed correc-
in power causes decrease in IAS.
tion to be added to the cruise chart IAS values to
determine the related airspeed indicator reading for other
than level flight mode. There are relatively large variations c. The pilot and copilot airspeed indicators may be
in airspeed system error associated with climbs and unreliable during high power climbs at low airspeeds (less
descents. Figures 7-36 and 7-37 are provided primarily to than 50 KIAS) with the copilot system reading as much as
show the general magnitude and direction of the errors as- 30 knots lower than the pilot system.
sociated with the various flight modes. If desired, these
figures may be used in the manner shown by the examples
d. In-flight opening and closing of doors and windows
to calculate specific airspeed corrections.
may cause momentary fluctuations of approximately 300
feet per minute (FPM) on the VSIs.
7.27.2 Airspeed System Dynamic Characteristics.
The dynamic characteristics of the pilot and copilot air-
speed indicating systems are normally satisfactory.
7-156
TM 1-1520-237-10
AIRSPEED SYSTEM CORRECTION
CLEAN
20
R / C GREATER THAN 1400 FT / MIN
15
CORRECTION TO ADD ~ KNOTS
10
AUTOROTATION
5 DIVE
LEVEL
FLIGHT
0
−5
R / C LESS THAN 1400 FT / MIN
−10
−15
20 40 60 80 100 120 140 160 180
IAS FROM CRUISE CHARTS ~ KNOTS
EXAMPLE
WANTED:
INDICATED AIRSPEED TO CLIMB AT
MAXIMUM RATE OF CLIMB
KNOWN:
70 KIAS MAX END / AND R / C FROM
APPROPRIATE CRUISE CHART FOR
A GIVEN PRESSURE ALTITUDE, FAT,
AND GROSS WEIGHT.
METHOD:
ENTER AT KNOWN IAS FROM
CRUISE CHART, MOVE UP TO R / C GREATER
THAN 1400 FPM, MOVE LEFT READ CORRECTION
TO ADD TO IAS = + 12.5 KTS, RE−ENTER
AT KNOWN IAS FROM CRUISE CHART, MOVE UP
TO R / C LESS THAN 1400 FPM LINE, MOVE LEFT,
READ CORRECTION TO ADD TO IAS = − 4 KTS
CALCULATE IAS FOR MAX R / C WHEN:
FOR R / C GREATER THAN 1400 FPM, AIRSPEED = 70 KIAS + 12.5 KIAS = 82.5 KIAS
FOR R / C LESS THAN 1400 FPM, AIRSPEED = 70 KIAS − 4 KIAS = 66 KIAS
AB1089
DATA BASIS: FLIGHT TEST SA
Figure 7-36. Airspeed System Correction - Clean
7-157
TM 1-1520-237-10
AIRSPEED SYSTEM CORRECTION
20
15
CORRECTION TO BE ADDED ~ KNOTS
10
AUTOROTATION
LEVEL FLIGHT
0
R / C GREATER THAN 1400 FT / MIN
−5
−10
R / C LESS THAN 1400 FT / MIN
−15
−20
20 40 60 80 100 120 140 160
IAS FROM HIGH DRAG CRUISE CHARTS ~ KNOTS
DATA BASIS: FLIGHT TEST AA1029A
SA
Figure 7-37. Airspeed System Correction - High Drag
7-158
TM 1-1520-237-10
Section X SPECIAL MISSION PERFORMANCE
7.28 SPECIAL MISSION FLIGHT PROFILES. than 30 degree angle banked turns. This mission was
calculated for a standard day with a constant 10 knot
Figures 7-38 through 7-40 show special mission flight headwind added to be conservative. Since there may not
profiles required to obtain near maximum range when be any emergency landing areas available, the mission
equipped with ESSS in three different tank configurations. should not be attempted if headwinds in excess of 10 knots
The upper segment of each chart provides the recom- are forecast. Takeoff must be made with a minimum of
mended altitude profile along with the IAS and average fuel used (60 lbs) for engine start and warmup, and a
TRQ versus distance traveled. An average value of elapsed climb to 2,000 feet should be made with maximum power
time is also presented on the lower axis of the altitude and airspeed between 80 and 105 KIAS. The first segment
scale. The lower segment of each chart provides the should be maintained at 2,000 feet and 105 KIAS for 2
relationship between fuel remaining and distance traveled hours. The average engine TRQ should be about 79% for
resulting from the flight profile shown. This portion may this segment, but will initially be a little more and gradu-
be utilized to check actual inflight range data to provide ally decrease. Altitude is increased in 2,000 feet incre-
assurance that adequate range is being achieved. The chart ments to maintain the optimum altitude for maximum
is divided into 3 regions of Adequate Range, Inadequate range to account for fuel burn. The first 2 segments are for
range-return to base, and Inadequate range-requiring 2 hours each, followed by 1 hour segments until reaching
emergency action. When an inflight range point is in the 10,000 feet. At this altitude, the airspeed for best range
Adequate range region, the required mission range can be should also be reduced to 95 KIAS for the remainder of
obtained by staying on the recommended flight profile. the flight. Engine bleed air was assumed to be off for this
However, the range may not be achieved if stronger head- mission except for that required for fuel tank pressuriza-
winds are encountered as the flight progresses, and normal tion. Electrical cabin heat may be used. Removal of the
pilot judgement must be used. These charts also assume HIRSS baffles (benign mode) will reduce fuel flow by
that the flight track is within proper navigational limits. about 16 lbs/hr. If oxygen is available, continuation of the
Standard temperature variation with PA is shown on the staircase climb sequence to 15,500 feet PA will result in
upper segment of the charts. A general correction for about 23 additional Nm of range capability.
temperature variation is to decrease IAS by 2.5 knots and
total distance traveled by 0.5% for each 10°C above
standard. Detailed flight planning must always be made for b. ASSAULT MISSION PROFILE - 4 tanks. The as-
the actual aircraft configuration, fuel load, and flight sault mission profile is shown in Figure 7-39 with the ES-
conditions when maximum range is required. This data is SS configured with four 230-gallon tanks. In this
based on JP-4 fuel. It can be used with JP-5 or JP-8, avia- configuration, the aircraft holds in excess of 8,300 lbs of
tion gasoline, or any other approved fuels ONLY IF THE JP-4 fuel and assumes a takeoff gross weight of 22,000 lbs
TAKEOFF GROSS WEIGHT AND THE FUEL LOAD which provides a maximum mission range of 1140 Nm
WEIGHT MATCH THE DATA AT THE TOP OF THE with 400 lbs reserve. This mission was calculated for a
CHART. The Flight Time and the Distance Traveled data standard day with a zero headwind. Takeoff must be made
SHOULD NOT be used with any full tank configuration if with a minimum of fuel used (80 lbs) for engine start and
the fuel density is not approximately 6.5 lbs/gal. (JP-4 warmup, and a Climb to 4,000 feet should be made with
fuel). maximum power and airspeed between 80 and 108 KIAS.
The first segment should be maintained at 4,000 feet and
a. SELF-DEPLOYMENT MISSION. The self- 108 KIAS for 1 hour. The average engine TRQ should be
deployment mission is shown in Figure 7-38 and the ESSS about 79% for this segment, but will initially be a little
is configured with two 230-gallon tanks outboard and two more and gradually decrease. Altitude is increased in 2,000
450-gallon tanks inboard. In this configuration, the aircraft feet increments to maintain the optimum altitude for max-
holds in excess of 11,000 lbs of JP-4 fuel and has a takeoff imum range to account for fuel burn. The segments are for
gross weight of 24,500 lbs in order to achieve the desired 1 hour each, until reaching 10,000 feet. At this altitude, the
mission range of 1,150 Nm. This gross weight is allowed airspeed for best range should be reduced to 95 KIAS for
for ferry missions only, requiring low load factors and less the remainder of the flight.
7-159
TM 1-1520-237-10
c. ASSAULT MISSION PROFILE - 2 tanks. The as- burn. At this altitude, the airspeed for best range should
sault mission profile is shown in Figure 7-40 with the ES- also be reduced to 95 KIAS for the remainder of the flight.
SS configured with two 230-gallon tanks. In this
configuration, the aircraft holds in excess of 5,300 lbs of 7.29 SPECIAL MISSION FLIGHT PROFILES.
JP-4 fuel and assumes a takeoff gross weight of 22,000 lbs CEFS
which provides a maximum mission range of 630 nm with
400 lbs reserve. This mission was calculated for a standard Figures 7-41 and 7-42 show special mission flight
day with a zero headwind. Takeoff must be made with a profiles required to obtain near maximum range when
minimum of fuel used (80 lbs) for engine start and war- equipped with ESSS in three different tank configurations.
mup, and a Climb to 4,000 feet should be made with max The upper segment of each chart provides the recom-
power and airspeed between 80 and 108 KIAS. The first mended altitude profile along with the IAS and average
segment should be maintained at 4,000 feet and 108 KIAS TRQ versus distance traveled. An average value of elapsed
for 1 hour. The average engine TRQ should be about 77% time is also presented on the lower axis of the altitude
for this segment, but will initially be a little more and scale. The lower segment of each chart provides the
gradually decrease as shown on each segment. Altitude is relationship between fuel remaining and distance traveled
increased in 2,000 feet increments to maintain the resulting from the flight profile shown. This portion may
optimum altitude for maximum range to account for fuel be utilized to check actual inflight range data to provide
EXAMPLE:
WANTED:
Assurance of adequate aircraft range for mission defined.
KNOWN:
Flight position: 300 nm from base
Flight Track Within Limits
Fuel Remaining= 7,800 lbs
Elapsed flight time = 2 hrs, 50 mins (2.83 hrs)
Target: Normal Flight Conditions:
Airspeed = 105 KIAS
Press Alt = 4,000 feet
Approx Torque = 75%
METHOD:
(1) Enter chart at total distance flown and at fuel remaining, move to intersection and plot point. If
point falls on or above fuel remaining line (adequate range), remaining fuel is adequate to
complete the mission. If point falls below the fuel remaining line in the inadequate range, abort
mission region, immediately return to departure point while continuing to utilize altitude profile
using total elapsed flight time (see item 2). If point falls below the fuel remaining line in the
inadequate range, region, consult emergency procedures for corrective action.
(2) To determine target nominal flight conditions, enter upper chart at elapsed flight time and move up
to determine target airspeed, approximate torque, and pressure altitude.
Figure 7-38. Self-Deployment Mission Profile (Sheet 1 of 2)
7-160
TM 1-1520-237-10
SELF DEPLOYMENT MISSION PROFILE
ESSS/2−230 AND 2−450 GALLON TANK CONFIGURATION
STANDARD DAY 10 KT HEADWIND
HIRSS SUPPRESSED MODE
GROSS WEIGHT = 24,500 LBS FUEL LOAD = 11,000 LBS (JP−4)
12
BLEED AIR OFF 60 LB WARM UP −9
105 KIAS 95 KIAS
10 (RECOMMENDED AIRSPEEDS) −5
PRESSURE ALT ~ 1000 FT
STANDARD FAT ~ oC
(~62%) (~52%)
8 −1
(~73%)
6 3
(~72%)
4 7
(APPROX TRQ~%)
(~75%)
2 11
(~80%)
0 15
0 1 2 3 4 5 6 7 8 9 10 11
NOMINAL FLIGHT TIME ~ HRS
12000
11000 (APPROX FULL FUEL − JP4)
10000
9000
8000
(7800 LBS)
7000
DESIRED MISSION RANGE
ADEQUATE
FUEL REMAINING ~ LBS
RANGE
6000 FU
EL
RE
M
AI
5000 INADEQUATE RANGE NI
ABORT MISSION NG
4000 US
DI
RA
X
MA
N
3000 IO
SS
MI INADEQUATE
RANGE
2000
1000
LOW FUEL LIGHTS
0
0 200 400 600 800 1000 1200
DATA BASIS: FLIGHT TEST AA0608_2C
DISTANCE TRAVELED ~ NM SA
Figure 7-38. Self-Deployment Mission Profile (Sheet 2 of 2)
7-161
TM 1-1520-237-10
ASSAULT MISSION PROFILE FOR MAX RANGE
ESSS/4−230 GALLON TANK CONFIGURATION
STANDARD DAY ZERO HEADWIND
HIRSS SUPPRESSED MODE
GROSS WEIGHT = 22,000 LBS FUEL LOAD = 8,300 LBS (JP−4)
BLEED AIR OFF 80 LB WARM UP
12 −9
(RECOMMENDED AIRSPEEDS)
108 102 100
95 KIAS
KIAS KIAS KIAS
10 −5
PRESSURE ALT ~ 1000 FT
STANDARD TEMP ~ oC
(~65%) (~51%)
8 −1
(~70%)
6 3
(~71%) (APPROX TRQ ~ %)
4 7
(~78%)
2 11
0 15
0 1 2 3 4 5 6 7 8 9
APPROX FLIGHT TIME ~ HRS
12000
11000
10000
9000
APPROX FULL FUEL
FUEL REMAINING ~ LBS
8000
7000
ADEQUATE
6000 RANGE
FU
EL
5000 RE
M
AI
NI
NG
INADEQUATE RANGE
4000 ABORT MISSION
3000
US
DI
RA
N
IO
2000 SS
MI
X INADEQUATE
MA RANGE
1000
LOW FUEL LIGHTS
0
0 200 400 600 800 1000 1200 AA0610B
DATA BASIS: FLIGHT TEST DISTANCE TRAVELED ~ NM SA
Figure 7-39. Assault Mission Profile (4 - 230 Gallon Tanks)
7-162
TM 1-1520-237-10
ASSAULT MISSION PROFILE FOR MAX RANGE
ESSS/2−230 GALLON TANK CONFIGURATION
STANDARD DAY ZERO HEADWIND
HIRSS SUPPRESSED MODE
GROSS WEIGHT = 22,000 LBS FUEL LOAD = 5,300 LBS (JP−4)
BLEED AIR OFF 80 LB WARM UP
12
(RECOMMENDED AIRSPEED)
108 KIAS 102 KIAS 100 KIAS 95 KIAS
10 −5
STANDARD TEMP ~ oC
(~65%) (~58%)
8 −1
(~69%)
PRESS ALT
6 3
(~70%)
4 7
(APPROX TRQ ~ %)
(~76%)
2 11
0 15
0 1 2 3 4 5 6
APPROX FLIGHT TIME ~ HRS
6000
5500
5000
4500
FU
EL
RE
4000 M
AI
NI
FUEL REMAINING ~ LBS
NG ADEQUATE
RANGE
3500
3000
INADEQUATE RANGE
ABORT MISSION
2500
2000 US
DI
RA
ON
SI
1500 IS
M
AX INADEQUATE
M
RANGE
1000
500
LOW FUEL LIGHTS
0
0 100 200 300 400 500 600 700
AA0609B
DATA BASIS: FLIGHT TEST DISTANCE ~ NM SA
Figure 7-40. Assault Mission Profile (2 - 230 Gallon Tanks)
7-163
TM 1-1520-237-10
assurance that adequate range is being achieved. The chart 400 lbs reserve. This mission was calculated for a standard
is divided into 3 regions of Adequate Range, Inadequate day with a zero headwind. Takeoff must be made with a
range-return to base, and Inadequate range-requiring minimum of fuel used (80 lbs) for engine start and warm-
emergency action. When an inflight range point is in the up, and a climb to 4,000 feet should be made with maxi-
Adequate range region, the required mission range can be mum power and airspeed approximately 65 KIAS. The
obtained by staying on the recommended flight profile. first segment should be maintained at 4,000 feet and 108
However, the range may not be achieved if stronger head- KIAS for 1 hour. The average engine TRQ should be
winds are encountered as the flight progresses, and normal about 78% for this segment, but will initially be a little
pilot judgment must be used. These charts also assume that more and gradually decrease. Altitude is increased in 2,000
the flight track is within proper navigational limits. feet increments to maintain the optimum altitude for max-
Standard temperature variation with PA is shown on the imum range to account for fuel burn. The segments are for
upper segment of the charts. A general correction for 1 hour each, until reaching 10,000 feet. At this altitude, the
temperature variation is to decrease IAS by 2.5 KTS and airspeed for best range should be reduced to 95 KIAS for
total distance traveled by 0.5% for each 10°C above the remainder of the flight.
standard. Detailed flight planning must always be made for
the actual aircraft configuration, fuel load, and flight 7.29.3 Assault Mission Profile – 2 Tanks. The as-
conditions when maximum range is required. This data is sault mission profile is shown in Figure 7-42 with the
based on JP-4 fuel. It can be used with JP-5, JP-8, aviation CEFS configured with two 200-gallon tanks. In this
gasoline, or any other approved fuels ONLY IF THE configuration, the aircraft holds in excess of 4,900 lbs of
TAKEOFF GROSS WEIGHT AND THE FUEL LOAD JP-4 fuel and assumes a takeoff gross weight of 22,000 lbs
WEIGHT MATCH THE DATA AT THE TOP OF THE which provides a maximum mission range of 525 nm with
CHART. The Flight Time and the Distance Traveled data 400 lbs reserve. This mission was calculated for a standard
SHOULD NOT be used with any full tank configuration if day with a zero headwind. Takeoff must be made with a
the fuel density is not approximately 6.5 lbs/gal (JP-4 minimum of fuel used (80 lbs) for engine start and warm-
fuel). up, and a climb to 4,000 feet should be made with maxi-
mum power and airspeed of approximately 65 KIAS. The
7.29.1 Self-Deployment Mission. CEFS will not be first segment should be maintained at 4,000 feet and 108
used for self-deployment missions. KIAS for 1 hour. The average engine TRQ should be
about 77% for this segment, but will initially be a little
7.29.2 Assault Mission Profile - 4 Tanks. The as- more and gradually decrease as shown on each segment.
sault mission profile is shown in Figure 7-41 with the Altitude is increased in 2,000 feet increments to maintain
CEFS configured with four 200-gallon tanks. In this the optimum altitude for maximum range to account for
configuration, the aircraft holds in excess of 7,500 lbs of fuel burn. At this altitude, the airspeed for best range
JP-4 fuel and assumes a takeoff gross weight of 22,000 lbs should also be reduced to 92 KIAS for the remainder of
which provides a maximum mission range of 900 nm with the flight.
7-164
TM 1-1520-237-10
ASSAULT MISSION PROFILE FOR MAX RANGE
CEFS/4−200 GALLON TANK CONFIGURATION
STANDARD DAY ZERO HEADWIND
HIRSS SUPPRESSED MODE
GROSS WEIGHT = 22,000 LBS FUEL LOAD = 7500 LBS (JP−4)
BLEED AIR OFF 80 LB WARM UP
12000
RECOMMENDED AIRSPEEDS (KIAS)
108 100 95 95
10000 −5
(~62%) (~56%)
STANDARD TEMP ~ OC
PRESSURE AL ~ FT
8000 −1
(~66%)
6000 3
(~70%)
ADEQUATE RANGE
4000 7
(~78%)
2000 11
0 15
0 1 2 3 4 5 6 7 8 9
APPROX FLIGHT TIME ~ HRS
12000
11000
10000
9000
8000
FUEL REMAINING ~ LBS
APPROX FULL FUEL
7000
6000 ADEQUATE RANGE
5000
FU
4000 INADEQUATE RANGE EL
ABORT MISSION RE
M
AI
NI
NG
3000
ON
I
SS
MI IUS
X D
2000 MA RA
INADEQUATE RANGE
1000
LOW FUEL LIGHTS
0
0 200 400 600 800 1000 1200
AB4354
DISTANCE TRAVELLED ~ NM SA
Figure 7-41. Assault Mission Profile (4 - 200 Gallon Tanks)
7-165
TM 1-1520-237-10
ASSAULT MISSION PROFILE FOR MAX RANGE
CEFS/2−200 GALLON TANK CONFIGURATION
STANDARD DAY ZERO HEADWIND
HIRSS SUPPRESSED MODE
GROSS WEIGHT = 22,000 LBS FUEL LOAD = 4900 LBS (JP−4)
BLEED AIR OFF 80 LB WARM UP
12000
RECOMMENDED AIRSPEEDS (KIAS)
108 104 96 92
10000 −5
STANDARD TEMP ~ OC
(~62%) (~61%)
PRESSURE AL ~ FT
8000 −1
(~65%)
6000 3
(~72%) (APPROXIMATE PRO ~ %)
4000 7
(~77%)
2000 11
0 15
0 1 2 3 4 5 6
APPROX FLIGHT TIME ~ HRS
6000
5500
5000 APPROX FULL FUEL
4500
4000
FUEL REMAINING ~ LBS
3500 ADEQUATE RANGE
3000
FU
INADEQUATE RANGE EL
2500 ABORT MISSION RE
M
AI
NI
NG
2000
N
O
SI
1500 IS US
M I
D
AX A
M R
1000
INADEQUATE RANGE
500
LOW FUEL LIGHTS
0
0 100 200 300 400 500 600
AB4355
DISTANCE TRAVELLED ~ NM SA
Figure 7-42. Assault Mission Profile (2 - 200 Gallon Tanks)
7-166
TM 1-1520-237-10
CHAPTER 7A
PERFORMANCE DATA 701C 701D/CC
Section I INTRODUCTION
7A.1 PURPOSE. 7A.2 CHAPTER 7A INDEX.
NOTE The following index contains a list of the sections,
titles, figure numbers, subjects, and page numbers of each
Chapter 7A contains performance data for performance data chart contained in this chapter.
helicopters equipped with T700-GE-701C Section
or T700-GE-701D/CC engines. and
Performance data for other models are Figure
contained in Chapter 7. Users are authorized Number Title Page
to remove whichever chapter is not ap-
plicable to their model helicopter, and are
I INTRODUCTION ...................... 7A-1
not required to carry both chapters on
board. 7A-1 Temperature Conversion
Chart ........................................... 7A-5
a. The purpose of this chapter is to provide the best II MAXIMUM TORQUE
available performance data for the UH-60L or H−60A+ . AVAILABLE ............................. 7A-6
Regular use of this information will enable you to receive
7A-2 Aircraft Torque Factor (ATF) .... 7A-7
maximum safe utilization of the helicopter. Although
maximum performance is not always required, regular use 7A-3 Torque Conversion Chart ........... 7A-9
of this chapter is recommended for these reasons: 7A-4 Maximum Torque Available ...... 7A-10
7A-5 Dual-Engine Torque Limit ......... 7A-13
(1) Knowledge of your performance margin will allow
you to make better decisions when unexpected conditions III HOVER....................................... 7A-14
or alternate missions are encountered. 7A-6 Hover - Clean ............................ 7A-15
7A-7 Hover - High Drag...................... 7A-17
(2) Situations requiring maximum performance will be
more readily recognized. IV CRUISE ...................................... 7A-18
7A-8 Sample Cruise Chart................... 7A-21
(3) Familiarity with the data will allow performance to
7A-9 Cruise - Altitude Sea Level ........ 7A-22
be computed more easily and quickly.
7A-10 Cruise High Drag - Altitude Sea
(4) Experience will be gained in accurately estimating Level ........................................... 7A-34
the effects of variables for which data are not presented. 7A-11 Cruise - Altitude 2,000 Feet ....... 7A-46
7A-12 Cruise High Drag - Altitude
b. The information is primarily intended for mission
2,000 Feet ................................... 7A-57
planning and is most useful when planning operations in
unfamiliar areas or at extreme conditions. The data may 7A-13 Cruise - Altitude 4,000 Feet ....... 7A-68
also be used in flight, to establish unit or area standard 7A-14 Cruise High Drag - Altitude
operating procedures, and to inform ground commanders 4,000 Feet ................................... 7A-79
of performance/risk tradeoffs.
7A-1
TM 1-1520-237-10
Section Section
and and
Figure Figure
Number Title Page Number Title Page
7A-15 Cruise - Altitude 6,000 Feet ....... 7A-90 7A-36 Climb/Descent -High Drag......... 7A-180
7A-16 Cruise High Drag - Altitude VIII FUEL FLOW.............................. 7A-181
6,000 Feet ................................... 7A-99 7A-37 Single/Dual-Engine Fuel Flow ... 7A-183
7A-17 Cruise - Altitude 8,000 Feet ....... 7A-108 IX AIRSPEED SYSTEM
7A-18 Cruise High Drag - Altitude CHARACTERISTICS................ 7A-184
8,000 Feet ................................... 7A-113 7A-38 Airspeed Correction Chart.......... 7A-185
7A-19 Cruise - Altitude 10,000 Feet ..... 7A-118 7A-39 Airspeed Correction
7A-20 Cruise High Drag - Altitude Chart - High Drag....................... 7A-186
10,000 Feet ................................. 7A-123 X SPECIAL MISSION
7A-21 Cruise - Altitude 12,000 Feet ..... 7A-128 PERFORMANCE....................... 7A-187
7A-22 Cruise High Drag - Altitude 7A-40 Self-Deployment Mission
12,000 Feet ................................. 7A-133 Profile.......................................... 7A-189
7A-23 Cruise - Altitude 14,000 Feet ..... 7A-138 7A-41 Assault Mission Profile
7A-24 Cruise High Drag - Altitude (4 - 230 Gallon Tanks) ............... 7A-191
14,000 Feet ................................ 7A-143 7A-42 Assault Mission Profile
7A-25 Cruise - Altitude 16,000 Feet ..... 7A-148 (2 - 230 Gallon Tanks) ............... 7A-192
7A-26 Cruise High Drag - Altitude 7A-43 Assault Mission Profile
16,000 Feet ................................. 7A-152 (4 - 200 Gallon Tanks) ............... 7A-193
7A-27 Cruise - Altitude 18,000 Feet ..... 7A-156 7A-44 Assault Mission Profile
(2 - 200 Gallon Tanks) ............... 7A-194
7A-28 Cruise High Drag - Altitude
18,000 Feet ................................. 7A-160
7A-29 Cruise - Altitude 20,000 Feet ..... 7A-164 7A.3 GENERAL.
7A-30 Cruise High Drag - Altitude
The data presented covers the maximum range of
20,000 Feet ................................. 7A-168
conditions and performance that can reasonably be
V OPTIMUM CRUISE .................. 7A-172 expected. In each area of performance, the effects of
7A-31 Optimum Altitude For altitude, temperature, gross weight, and other parameters
Maximum Range ........................ 7A-173 relating to that phase of flight are presented. In addition to
the presented data, your judgment and experience will be
7A-32 Optimum Altitude For
necessary to accurately obtain performance under a given
Maximum Range - High Drag.... 7A-174
set of circumstances. The conditions for the data are listed
VI DRAG ......................................... 7A-175 under the title of each chart. The effects of different
7A-33 External Load Drag .................... 7A-176 conditions are discussed in the text accompanying each
phase of performance. Where practical, data are presented
7A-34 Typical High
at conservative conditions. However, NO GENERAL
Drag Configurations ................... 7A-177
CONSERVATISM HAS BEEN APPLIED. All
VII CLIMB - DESCENT .................. 7A-178 performance data presented are within the applicable limits
7A-35 Climb/Descent ............................ 7A-179 of the helicopter. All flight performance data are based on
7A-2
TM 1-1520-237-10
JP-4 fuel. The change in fuel flow and torque available, 7A.6 PERFORMANCE DISCREPANCIES.
when using JP-5 or JP-8 aviation fuel or any other ap-
proved fuels, is insignificant. Regular use of this chapter will allow you to monitor
instrument and other helicopter systems for malfunction,
7A.4 LIMITS. by comparing actual performance with planned
performance. Knowledge will also be gained concerning
the effects of variables for which data is not provided,
CAUTION thereby increasing the accuracy of performance predic-
tions.
Exceeding operating limits can cause 7A.7 PERFORMANCE DATA BASIS - CLEAN.
permanent damage to critical
The data presented in the performance charts are
components. Overlimit operation can
primarily derived for a clean UH-60L or H−60A+
decrease performance, cause early
helicopter and are based on U. S. Army test data. The
failure, or failure on a subsequent flight.
clean configuration assumes all doors and windows are
closed and includes the following external configuration:
Applicable limits are shown on the charts. Performance
generally deteriorates rapidly beyond limits. If limits are
a. Fixed provisions for the External Stores Support
exceeded, minimize the amount and time. Enter the maxi-
System (ESSS) .
mum value and time above limits on DA Form 2408-13-1
so proper maintenance action can be taken.
b. Main and tail rotor deice system.
7A.5 USE OF CHARTS.
c. Mounting brackets for infrared (IR) jammer and
chaff dispenser.
7A.5.1 Dashed Line Data. On some charts dashed line
data are shown for gross weights greater than 22,000
d. The Hover Infrared Suppressor System (HIRSS)
pounds. Weights above 22,000 pounds are limited to
with baffles installed.
external loads in excess of 8000 lbs or ferry missions only.
Ferry missions require an Airworthiness Release.
e. Includes wire strike protection system.
7A.5.2 Data Basis. The type of data used is indicated
NOTE
at the bottom of each performance chart under DATA
BASIS. The data provided generally is based on one of Helicopters which have an external
three categories: configuration which differs from the clean
configuration may be corrected for drag
a. Flight test data. Data obtained by flight test of the differences on cruise performance as
helicopter by experienced flight test personnel at precise discussed in Section VI DRAG.
conditions using sensitive calibrated instruments.
7A.8 PERFORMANCE DATA BASIS - HIGH DRAG.
b. Calculated data. Data based on tests, but not on
The data presented in the high drag performance charts
flight test of the complete helicopter.
are primarily derived for the UH-60L or H−60A+ with
the ESSS system installed and two 230-gallon tanks
c. Estimated data. Data based on estimates using mounted on the outboard pylons, and are based on U.S.
aerodynamic theory or other means but not verified by Army test data. The high drag configuration assumes all
flight test. doors and windows are closed and includes the following
external configuration:
7A.5.3 Specific Conditions. The data presented is ac-
curate only for specific conditions listed under the title of a. External stores support system installed.
each chart. Variables for which data is not presented, but
which may affect that phase of performance, are discussed b. Two 230–gallon tanks mounted on the outboard
in the text. Where data is available or reasonable estimates pylons.
can be made, the amount that each variable affects
performance will be given. c. Inboard vertical pylons empty.
7A-3
TM 1-1520-237-10
d. IR jammer and chaff dispenser installed. stalled. Use the high drag cruise charts and the volcano
drag correction factor to determine cruise performance
e. HIRSS with baffles are installed. with volcano installed. The volcano drag correction factor
is based on flight test data obtained with the complete
f. Main and tail rotor deice and wire strike protection volcano system installed, to include all of the canisters and
systems are installed. mines. The drag correction factor may be used to provide a
conservative estimate of cruise performance for volcano
NOTE
configurations which do not include all of the canisters and
Helicopters with an external configuration mines.
that differs from the high drag configuration
baseline may be corrected for differences in 7A.9 FREE AIR TEMPERATURE.
cruise performance as discussed in Section
A temperature conversion chart (Figure 7A-1) is
VI DRAG.
included for the purpose of converting Fahrenheit
g. Use the high drag configuration hover charts to temperature to Celsius.
determine hover performance with the volcano system in-
7A-4
TM 1-1520-237-10
TEMPERATURE CONVERSION
EXAMPLE
WANTED:
FREE AIR TEMPERATURE IN DEGREES CELSIUS
KNOWN:
FREE AIR TEMPERATURE = 32oF
METHOD:
ENTER FREE AIR TEMPERATURE HERE
MOVE RIGHT TO DIAGONAL LINE
MOVE DOWN TO DEGREES CELSIUS SCALE
READ FREE AIR TEMPERATURE = 0oC
140
120
100
80
60
FAT ~ oF
40
20
−20
−40
−60
−80
−60 −50 −40 −30 −20 −10 0 10 20 30 40 50 60
FAT ~ oC
AA0674
SA
Figure 7A-1. Temperature Conversion Chart
7A-5
TM 1-1520-237-10
Section II MAXIMUM TORQUE AVAILABLE
7A.10 TORQUE FACTOR METHOD.
The torque factor method provides an accurate indica- CAUTION
tion of available power by incorporating ambient
temperature effects on degraded engine performance. This
section presents the procedure to determine the maximum Do not exceed the UH-60L or H−60A+
dual-or single-engine torque available. Specification power DUAL ENGINE TORQUE LIMITS in
is defined for a newly delivered low time engine. The Chapter 5. These torque limits are
aircraft HIT log forms for each engine provide the engine presented in Figure 7A-5 and on the
and aircraft torque factors which are obtained from the TORQUE PLACARD mounted on the
maximum power check and recorded to be used in instrument panel.
calculating maximum torque available.
b. When the TR equals 1.0, the torque available may be
7A.10.1 Torque Factor Terms. The following terms read directly from the torque available per engine scales.
are used when determining the maximum torque available When the TR is less than 1.0, the actual torque available is
for an individual aircraft: determined by multiplying the specification torque avail-
able by the TR (example for TR = 0.98: 90% TRQ x 0.98
a. Torque Ratio (TR). The ratio of torque available to = 88.2% TRQ). The torque conversion chart (Figure 7A-3)
specification torque at the desired ambient temperature. is provided to convert specification data to actual torque
available.
b. Engine Torque Factor (ETF). The ratio of an
7A.11.1 Torque Available - 2.5 Minutes. Figure
individual engine torque available to specification torque at
7A-4 presents the specification torque available at 903°C
reference temperature of 35°C (95°F). The ETF is allowed
TGT per engine for the 2.5-minute limit. Contingency (2.5
to range from 0.85 to 1.0.
minute) power is automatically available when any one
engine torque is less than 50% or when the pilot selects
c. Aircraft Torque Factor (ATF). The ratio of an DEC LOCKOUT and manually maintains the 2.5-minute
individual aircraft’s power available to specification power TGT limit.
at a reference temperature of 35°C (95°F). The ATF is the
average of the ETFs of both engines and its value is al- 7A.11.2 Torque Available - 10 Minutes. Figure 7A-4
lowed to range from 0.9 to 1.0. presents the specification torque available per engine for
the 10-minute limit. This is the maximum dual-engine
7A.10.2 Torque Factor Procedure. The use of the torque available and is set by the TGT limiter in dual-
ATF or ETF to obtain the TR from Figure 7A-2 for ambi- engine operation. For one engine operation, the pilot must
ent temperatures between -5°C (23°F) and 35°C (95°F)is maintain the 10-minute TGT limit.
shown by the example. The ATF and ETF values for an
individual aircraft are found on the engine HIT Log. Use 7A.11.3 Torque Available - 30 Minutes. Figure 7A-4
the -5°C (23°F) TR value for temperatures less than -5°C presents the specification torque available per engine for
(23°F). The TR equals the ATF or ETF for temperatures of the 30-minute limit. The pilot must manually maintain the
35°C (95°F) and above. 30-minute TGT limit.
7A.11 TORQUE AVAILABLE. 7A.12 ENGINE BLEED AIR.
a. This section presents the maximum dual-engine With engine bleed air on, the available torque per
torque available for the 2.5-minute, 10-minute, and 30- engine is reduced as follows:
minute limits at zero airspeed and 100% RPM R for the
operational range of pressure altitude and FAT. The a. Engine anti-ice on - 18% TRQ.
single- and dual-engine transmission limits for continuous
operation are also shown and should not be exceeded. Example: 90% TRQ - 18% TRQ = 72% TRQ.
7A-6
TM 1-1520-237-10
TORQUE FACTOR
T700−GE−701C OR T700−GE−701D/CC ENGINE 100% RPM R
TORQUE FACTOR ~ ATF OR ETF
.85 .86 .87 .88 .89 .90 .91 .92 .93 .94 .95 .96 .97 .98 .99 1.0
40
35 FOR FAT’S
OF 35oC AND
ABOVE:
2 TR = ATF
1 30
25
FREE AIR TEMPERATURE ~ OC
20
15
10
−5 AND BELOW
.85 .86 .87 .88 .89 .90 .91 .92 .93 .94 .95 .96 .97 .98 .99 1.0
.954 3
TORQUE RATIO ~ TR
EXAMPLE
WANTED: METHOD:
TORQUE RATIO AND MAXIMUM TORQUE AVAILABLE − TO OBTAIN TORQUE RATIO:
10−MINUTE LIMIT
1. ENTER TORQUE FACTOR CHART AT KNOWN FAT
2. MOVE RIGHT TO THE ATF VALUE
KNOWN: 3. MOVE DOWN, READ TORQUE RATIO = .954.
ATF = .95 TO DETERMINE SPECIFICATION TORQUE AVAILABLE −
PRESSURE ALTITUDE = 6000 FT. 10−MINUTE LIMITS:
FAT = 30oC
4. ENTER MAXIMUM TORQUE AVAILABLE CHART AT
KNOWN FAT (FIGURE 7A−4).
5. MOVE RIGHT TO KNOWN PRESSURE ALTITUDE
6. MOVE DOWN, READ SPECIFICATION TORQUE = 98%.
TO OBTAIN ACTUAL TORQUE VALUE AVAILABLE FROM THE
NOTE TORQUE CONVERSION CHART:
7. ENTER TORQUE CONVERSION CHART FIGURE 7A−3 AT %
EITHER OF THE TWO TORQUE
TORQUE OBTAINED FROM FIGURE 7A−4.
AVAILABLE CHARTS MAY BE USED.
8. MOVE UP TO TORQUE RATIO OBTAINED FROM FIGURE 7A−2
MAXIMUM ALLOWABLE DUAL ENGINE 9. MOVE LEFT, READ MAXIMUM TORQUE AVAILABLE − 10
TORQUE LIMITS SHALL NOT BE MINUTE LIMIT = 93%.
EXCEEDED. 10. ENTER DUAL−ENGINE TORQUE LIMIT CHART FIGURE 7A−5
AT 30oC. MOVE RIGHT TO INTERSECTION AT 6,000 FT. PA. AB3513
DATA BASIS: CALCULATED MOVE DOWN TO READ 90.4% TORQUE. SA
Figure 7A-2. Aircraft Torque Factor (ATF)
7A-7
TM 1-1520-237-10
b. Cockpit/gunner heater on: Reduce torque available 7A.13 INFRARED SUPPRESSOR SYSTEM.
by 4% TRQ.
When the IR suppressor is OPERATING IN THE
c. Cockpit/gunner heater and Option II cabin heater BENIGN MODE (exhaust baffles removed) the torque
system on: Reduce torque available by 5.5% TRQ. available is increased by approximately 1% TRQ.
NOTE 7A.14 DUAL-ENGINE TORQUE LIMITS.
Option II cabin heater system shuts off Helicopters prior to S/N 91–26354 that are not
when anti-ice is turned on. Power to the equipped with improved main rotor flight controls are
heater returns when the anti-ice is turned further restricted above 80 KIAS to dual-engine continu-
off. ous torque limits as indicated by a placard on the instru-
ment panel. Figure 7A-5 graphically presents the dual-
d. Anti-ice and cockpit/gunner heater on: Reduce engine torque limits for use with the torque available
torque available by 22%TRQ. charts.
7A-8
TM 1-1520-237-10
TORQUE CONVERSION
TORQUE RATIO
135 1.00
.98
130
.96
.94
125
.92
.90
120
.88
.86
115
.84
110
105
ACTUAL TORQUE AVAILABLE ~ %
100
95
9
90
85
8
80
75
70
65
60
55
50
7
45
60 70 80 90 100 110 120 130
TORQUE AVAILABLE PER ENGINE (SPECIFICATION TORQUE) ~ %
AA1636A
SA
Figure 7A-3. Torque Conversion Chart
7A-9
TM 1-1520-237-10
MAXIMUM TORQUE AVAILABLE − 2.5−MINUTE LIMIT
T700−GE−701C OR T700−GE−701D/CC HIRSS (BAFFLES INSTALLED)
100% RPM R BLEED AIR OFF
ZERO AIRSPEED
H−60L H−60L H−60L
2−ENGINE TORQUE 2−ENGINE 1−ENGINE
LIMIT ABOVE 80 KIAS TRANSMISSION TRANSMISSION
LIMIT LIMIT
60
0
PRESSURE ALTITUDE 2
~ 1000 FT 4
50
6
8
40
10
ENGINE
HIGH AMBIENT 12
30
FREE AIR TEMPERATURE (FAT) ~ °C
TEMPERATURE LIMIT 14
16
20 18
20
10
−10
−20
−30
−40 ENGINE
LOW AMBIENT
TEMPERATURE
−50 LIMIT
20 18 16 14 12 10 8 6 4 2 0
−60
60 70 80 90 100 110 120 130 140
TORQUE AVAILABLE PER ENGINE ~ %
DATA BASIS: H−60A+
ENGINE MANUFACTURER 1−ENGINE
SPEC. TRANSMISSION
LIMIT
H−60A+
2−ENGINE
TRANSMISSION
LIMIT
MAXIMUM TORQUE AVILABLE
IS LIMITED TO PLACARD LIMITS
ABOVE 80 KIAS.
AB3514_1A
SAF
Figure 7A-4. Maximum Torque Available (Sheet 1 of 3)
7A-10
TM 1-1520-237-10
MAXIMUM TORQUE AVAILABLE − 10−MINUTE LIMIT
T700−GE−701C OR T700−GE−701D/CC HIRSS (BAFFLES INSTALLED)
100% RPM R BLEED AIR OFF
ZERO AIRSPEED
H−60L H−60L H−60L
2−ENGINE TORQUE 2−ENGINE 1−ENGINE
LIMIT ABOVE 80 KIAS TRANSMISSION TRANSMISSION
LIMIT LIMIT
60 0
PRESSURE ALTITUDE 2
~ 1000 FT
4
50
ENGINE 6
HIGH AMBIENT
TEMP LIMIT 8
40
10
4 5
12
30
14
FREE AIR TEMPERATURE ~~ °C
16
20 18
20
10
−10
−20
−30
ENGINE
LOW
AMBIENT
−40 TEMP
LIMIT
−50
20 18 16 14 12 10 8 6 4 2 0
−60
6
60 70 80 90 100 110 120 130 140
DATA BASIS: TORQUE AVAILABLE PER ENGINE ~ %
ENGINE MANUFACTURER
SPEC.
H−60A+
1−ENGINE
TRANSMISSION
LIMIT
H−60A+
2−ENGINE
TRANSMISSION
LIMIT
MAXIMUM TORQUE AVILABLE
IS LIMITED TO PLACARD LIMITS
ABOVE 80 KIAS.
AB3514_2A
SAF
Figure 7A-4. Maximum Torque Available (Sheet 2 of 3)
7A-11
TM 1-1520-237-10
MAXIMUM TORQUE AVAILABLE − 30−MINUTE LIMIT
T700−GE−701C OR T700−GE−701D/CC HIRSS (BAFFLES INSTALLED)
100% RPM R BLEED AIR OFF
ZERO AIRSPEED
H−60L H−60L H−60L
2−ENGINE TORQUE 2−ENGINE 1−ENGINE
LIMIT ABOVE 80 KIAS TRANSMISSION TRANSMISSION
LIMIT LIMIT
60 0
PRESSURE ALTITUDE
~1000 FT 2
50 4
6
ENGINE
HIGH AMBIENT 8
40 TEMP LIMIT
10
12
30
14
FREE AIR TEMPERATURE ~ °C
16
20
18
20
10
−10
−20
−30
ENGINE
LOW
−40 AMBIENT
TEMP
LIMIT
−50
20 18 16 14 12 10 8 6 4 2 0
−60
60 70 80 90 100 110 120 130 140
TORQUE AVAILABLE PER ENGINE ~ %
DATA BASIS:
ENGINE MANUFACTURER SPEC.
H−60A+
1−ENGINE
TRANSMISSION
LIMIT
H−60A+
2−ENGINE
TRANSMISSION
LIMIT
MAXIMUM TORQUE AVILABLE
IS LIMITED TO PLACARD LIMITS
ABOVE 80 KIAS.
AB3514_3A
SAF
Figure 7A-4. Maximum Torque Available (Sheet 3 of 3)
7A-12
TM 1-1520-237-10
DUAL−ENGINE TORQUE LIMITS ABOVE 80 KIAS
T700−GE−701C OR T700−GE−701D/CC 100% RPM R
FOR AIRCRAFT WITH TORQUE PLACARD ONLY
60
PRESSURE ALTITUDE ~ 1000 FT
20 18 16 14 12 10 8 6 4 2
50
40
10 30
FREE AIR TEMPERATURE ~ oC
20
10
−10
−20
−30
−40
−50
−60
40 50 60 70 80 90 100
AB3515
DATA BASIS: FLIGHT TEST MAXIMUM ALLOWABLE DUAL−ENGINE TORQUE ~ % SA
Figure 7A-5. Dual-Engine Torque Limit
7A-13
TM 1-1520-237-10
Section III HOVER
7A.15 HOVER CHART. pressure altitude, and temperature as illustrated in
EXAMPLE B. Enter at known FAT, move right to the
NOTE pressure altitude, then move down and establish a vertical
line on the lower grid. Now enter lower left grid at maxi-
For performance calculations with the mum torque available. Move up to wheel height, then
volcano system installed, use the applicable move right to intersect vertical line from pressure altitude/
high drag performance charts. FAT intersection. Interpolate from gross weight lines to
read maximum gross weight at which the helicopter will
a. The primary use of the chart (Figures 7A-6 and 7A- hover.
7) is illustrated by EXAMPLE A. To determine the torque
required to hover, it is necessary to know pressure altitude, 7A.16 EFFECTS OF BLADE EROSION KIT.
FAT, gross weight, and desired wheel height. Enter the
upper right grid at the known FAT, move right to the With the blade erosion kit installed, it will be necessary
pressure altitude, move down to gross weight. For OGE to make the following corrections. Multiply the torque
hover, move left to torque per engine scale and read torque required to hover determined from the charts by 1.02.
required. For IGE hover, move left to desired wheel (Example: If indicated torque is 90%, multiply 90 x 1.02 =
height, deflect down and read torque required for dual- 91.8% actual torque required.) Multiply the maximum
engine or single-engine operation. The IGE wheel height gross weight to hover obtained from the charts by 0.98.
lines represent a compromise for all possible gross weights (Example: If gross weight is 22,000 lbs, multiply by 0.98
and altitude conditions. A small torque error up to 63% = 21,560 lbs actual gross weight to hover.) When
torque may occur at extreme temperature and high altitude. determining maximum hover wheel height, enter the chart
This error is more evident at lower wheel heights. at 1.02 x gross weight. (Example: If gross weight is 20,000
lbs, multiply 20,000 x 1.02 = 20,400 lbs).
b. In addition to the primary use, the hover chart may
be used to predict maximum hover height. To determine 7A.17 EFFECTS OF ADDITIONAL INSTALLED
maximum hover height, it is necessary to know pressure EQUIPMENT
altitude, FAT, gross weight, and maximum torque avail-
To determine maximum gross weight to hover, multiply
able. Enter the known FAT, move right to the pressure
the maximum gross weight to hover obtained from the ap-
altitude, move down to gross weight, move left to
plicable chart by 0.995. (Example: If gross weight ob-
intersection with maximum torque available and read
tained from chart is 22,000 lbs, multiply 22,000 x 0.995 =
wheel height. This wheel height is the maximum hover
21,890 lbs actual maximum gross weight to hover). For
height.
maximum hover height or torque required to hover, enter
the applicable chart at 1.005 x actual gross weight.
c. The hover chart may also be used to determine
(Example: If actual gross weight is 20,000 lbs, multiply
maximum gross weight for hover at a given wheel height,
20,000 x 1.005 = 20,100 lbs).
7A-14
TM 1-1520-237-10
EXAMPLE A
WANTED:
TORQUE REQUIRED TO HOVER OGE AND AT A 10-FOOT WHEEL HEIGHT
KNOWN:
FAT = 30°C
PRESSURE ALTITUDE = 3,000 FEET
GROSS WEIGHT = 19,500 POUNDS
METHOD:
ENTER HOVER CHART AT KNOWN FAT. MOVE RIGHT TO PRESSURE ALTITUDE, MOVE
DOWN THROUGH GROSS WEIGHT LINES TO DESIRED GROSS WEIGHT. MOVE LEFT TO
INDICATE TORQUE/ENGINE % (OGE) SCALE AND READ OGE HOVER TORQUE (95%). MOVE
DOWN FROM INTERSECTION OF 10-FOOT HOVER LINE AND HORIZONTAL LINE TO READ
TORQUE REQUIRED TO HOVER 10 FEET (80%).
EXAMPLE B
WANTED:
MAXIMUM GROSS WEIGHT TO HOVER OGE
KNOWN:
ATF = 1.0
FAT = 20°C
PRESSURE ALTITUDE = 5,000 FEET
MAXIMUM TORQUE AVAILABLE = 107%
METHOD:
ENTER INDICATED TORQUE/ENGINE (IGE) SCALE AT MAXIMUM TORQUE AVAILABLE
(107%), MOVE UP TO OGE LINE. ENTER CHART AT KNOWN FAT (20°C). MOVE RIGHT TO
PRESSURE ALTITUDE LINE. MOVE DOWN FROM PRESSURE ALTITUDE LINE AND MOVE
RIGHT FROM OGE LINE. WHERE LINES INTERSECT, READ MAXIMUM GROSS WEIGHT TO
HOVER OGE (20,500 lbs).
Figure 7A-6. Hover - Clean (Sheet 1 of 2)
7A-15
TM 1-1520-237-10
HOVER HOVER
CLEAN
100% RPM R T701C (2)
T701D / CC (2)
ZERO WIND
PRESSURE ALTITUDE ~ 1000 FT
60
−2 0 2 4 6 8 10 12 14 16
40
C
18
O
A
FREE AIR TEMP ~
20
B
20
0
NOTE
FOR LOW WIND CONDITIONS −20
AIRCRAFT SHOULD BE HEADED
INTO WIND. 3−5 KT CROSSWIND
OR TAILWIND MAY INCREASE −40
TORQUE REQUIRED BY UP TO
4% OVER ZERO WIND VALUES
−60
WHEEL 5 10 20 23.5 23 22 21 20 19 18 17
130
HEIGHT ~ FT
125
40
H−60L
DUAL ENGINE TRANS LIMIT
120 OGE
16
115
110
TORQUE PER ENGINE ~ % (OGE)
105
H−60A+
DUAL ENG TRANS LIMIT 15
100
95
SINGLE ENGINE
TRANS LIMIT
90
H−60L DUAL ENGINE TRANS LIMIT
H−60L
H−60A+ 14
85
80
H−60A+ DUAL ENG TRANS LIMIT
75
13
70
65
12
60
GW ~
55 1000 LB
B
50
40 50 60 70 80 90 100 110 120
TORQUE PER ENGINE ~ % (IGE)
80 100 120 140 SINGLE ENGINE TORQUE ~ %
AB3516A
SAF
DATA BASIS : FLIGHT TEST
Figure 7A-6. Hover - Clean (Sheet 2 of 2)
7A-16
TM 1-1520-237-10
HOVER
HOVER
ESSS
T701C (2)
100% RPM R
T701D / CC (2) ZERO WIND
PRESSURE ALTITUDE ~ 1000 FT
60
−2 0 2 4 6 8 10 12 14 16
40
C
18
O
FREE AIR TEMP ~
20
20
0
NOTE
FOR LOW WIND CONDITIONS −20
AIRCRAFT SHOULD BE HEADED
INTO WIND. 3−5 KT CROSSWIND
OR TAILWIND MAY INCREASE −40
TORQUE REQUIRED BY UP TO
4% OVER ZERO WIND VALUES
−60
WHEEL 5 10 24.5 24 23 22 21 20 19 18 17
135
HEIGHT ~ FT 20
130
125 40
16
H−60L
DUAL ENGINE TRANS LIMIT
120
115
TORQUE PER ENGINE ~ % (OGE)
110 OGE
15
105
H−60A+
DUAL ENG TRANS LIMIT
100
SINGLE ENGINE
TRANS LIMIT
95
H−60L DUAL ENGINE TRANS LIMIT
H−60L 14
90
H−60A+
H−60A+ DUAL ENG TRANS LIMIT
85
80
13
75
GW ~
70 1000 LB
65
60
55
40 50 60 70 80 90 100 110 120
TORQUE PER ENGINE ~ % (IGE)
80 100 120 140 SINGLE ENGINE TORQUE ~ %
AB3517A
DATA BASIS : FLIGHT TEST SAF
Figure 7A-7. Hover - High Drag
7A-17
TM 1-1520-237-10
Section IV CRUISE
7A.18 DESCRIPTION. the beginning of the cruise flight. For greater accuracy on
long flights, however, it is preferable to determine cruise
The cruise charts (Figures 7A-8 through 7A-30) present information for several flight segments to allow for the
torque required and total fuel flow as a function of air- decreasing gross weight.
speed, altitude, temperature, and gross weight at 100% ro-
tor speed. Scales for both true airspeed and indicated air- a. Airspeed. True and indicated airspeeds are presented
speed are presented. The baseline aircraft configurations at opposite sides of each chart. On any chart, indicated
for these charts are 9clean and high drag9 configuration as airspeed can be directly converted to true airspeed (or vice
defined in Section I. Each cruise chart also presents the versa) by reading directly across the chart without regard
change in torque ( TRQ) required for 10 sq. ft. of ad- for the other chart information.
ditional flat plate drag with a dashed line on a separate
scale. This line is utilized to correct torque required for b. Torque. Since pressure altitude and temperature are
external loads as discussed in Section VI DRAG. Maxi- fixed for each chart, torque available varies with airspeed,
mum level flight airspeed (Vh) is obtained at the intersec- and torque required varies with airspeed, gross weight, and
tion of gross weight arc and torque available -10 minutes drag. The torque and torque limits shown on these charts
or the transmission torque limit, whichever is lower. are for dual-engine operation. The maximum torque avail-
Airspeeds that will produce maximum range, maximum able is presented on each chart as either the transmission
endurance, and maximum rate of climb are also shown. continuous torque limit or engine torque available - 10-
Cruise charts are provided from sea level to 20,000 feet minute. The maximum torque available - 10-minute, max-
pressure altitude in units of 2,000 feet. Each figure number imum torque available - 30-minute, and maximum
represents a different altitude. The charts provide cruise continuous power (MCP) are presented on each chart for
data for FATs from -50° to +60°C, in units of 10°. Charts an ATF of 1.0 as a solid line originating from the torque
with FATs that exceed the engine ambient temperature per engine scale and continuing vertically. The maximum
limits by more than 10°C are deleted.Data for gross torque available - 10-minute, maximum torque available -
weights above 22,000 lbs are shown as dashed lines. These 30-minute, and MCP for aircraft with an ATF value of 0.9
lines should be utilized for external load missions only on may be derived starting at the ATF = 0.9 reference mark at
the clean cruise charts, and for external load and ferry the bottom of the chart, continuing vertically and parallel-
mission only on the high drag charts. ing the respective torque available line. The maximum
torque available for aircraft with an ATF value between
7A.19 USE OF CHARTS. 1.0 and 0.9 must be interpolated by entering the chart at
the required airspeed and intersecting the point between
The primary uses of the charts are illustrated by the the 0.9 ATF and the applicable maximum torque available
examples of Figure 7A-8. To use the charts, it is usually - 10-minute, maximum torque available - 30-minute, or
necessary to know the planned pressure altitude, estimated MCP solid line at the known ATF (Figure 7A-8). The
free air temperature, planned cruise speed, true airspeed dual-engine torque limit placard value is presented below
(TAS), and gross weight. First, select the proper chart on the torque scale of each chart when applicable. Higher
the basis of pressure altitude and FAT. Enter the chart at torque than that represented by these lines may be used if
the cruise airspeed, indicated airspeed (IAS), move hori- it is available without exceeding the limitations presented
zontal and read TAS, move horizontal to the gross weight, in Chapter 5. An increase or decrease in torque required as
move down and read torque required, and then move up a result of a drag area change is described in 7A.19f.
and read associated fuel flow. Maximum performance
c. Fuel Flow. Fuel flow scales are provided opposite
conditions are determined by entering the chart where the
the torque scales. On any chart, torque may be converted
maximum range line or the maximum endurance and rate
directly to fuel flow without regard to other chart informa-
of climb line intersects the gross weight line; then read
tion. Data shown in this section is for two-engine opera-
airspeed, fuel flow, and torque required. Normally, suf-
tion. For one-engine fuel flow, refer to paragraph 7A.20 or
ficient accuracy can be obtained by selecting the chart
Section VIII FUEL FLOW.
nearest the planned cruising altitude and FAT or, more
conservatively, by selecting the chart with the next higher (1) With bleed-air extracted, fuel flow increases:
altitude and FAT. If greater accuracy is required,
interpolation between altitudes and/or temperatures is (a) Engine anti-ice on - About 100 lbs/hr. Example:
permissible. To be conservative, use the gross weight at (760 lbs/hr + 100 lbs/hr= 860 lbs/hr).
7A-18
TM 1-1520-237-10
(b) Cockpit/gunner heater on - About 12 lbs/hr. flow. If the resulting torque required exceeds the govern-
ing torque limit, the torque required must be reduced to the
(c) Cockpit/gunner heater and Option II cabin heater limit. The resulting reduction in airspeed may be found by
system on - About 20 lbs/hr. subtracting the change in torque from the limit torque; then
enter the cruise chart at the reduced torque, and move up
NOTE to the gross weight. Move left or right to read TAS or IAS.
If the reduced torque does not intersect with the gross
Option II cabin heater system shuts off weight, then as a general rule: for every 10 square foot
when anti-ice is turned on. Power to the increase in drag ( F), reduce the cruise chart Vh air-
heater returns when the anti-ice is turned speed value by the following amounts: 0 to 40 F reduce
off. 6 KIAS; 60 F reduce 5 KIAS;120 F reduce 4 KIAS;
180 to 240 F reduce 3 KIAS. For example, with a box
(d) Anti-ice and cockpit/gunner heater on - About in net with 100 ft2 frontal area F = 228 ft2 reduce Vh
112 lbs/hr. by approximately 68 kts (3 kts/10 ft2 x 228 ft2 = 68 kts).
The engine torque setting for maximum range obtained
(2) When the hover IR suppressor system is operating from the clean configuration cruise chart will generally
in the benign mode (exhaust baffles removed), the dual- result in cruise at best range airspeed for the higher drag
engine fuel flow will decrease about 14 lbs/hr. configuration. To determine the approximate airspeed for
maximum range for alternative or external load configura-
d. Maximum Range. The maximum range lines (MAX tions, reduce the value from the cruise chart by 6 knots for
RANGE) indicate the combinations of gross weight and each 10 square foot increase in drag area, F. For
airspeed that will produce the greatest flight range per example, if both cabin doors are open the F increases 6
pound of fuel under zero wind conditions. When maxi- ft2 and the maximum range airspeed would be reduced by
mum range airspeed line is above the maximum torque approximately 4 knots (6 Kts/10 ft2x6 ft2 = 3.6 Kts). For
available, the resulting maximum airspeed should be used drag values greater than 30 square feet, use the following
for maximum range. A method of estimating maximum data: 0 to 30 F reduce 6 KIAS; 60 F reduce 4 KIAS;
range speed in winds is to increase IAS by 2.5 knots per 120 F reduce 3 KIAS; 240 F reduce 2 KIAS.
each 10 knots of effective headwind (which reduces flight
g. Additional Uses. The low-speed end of the cruise
time and minimizes loss in range) and decrease IAS by 2.5
chart (below 40 knots) is shown primarily to familiarize
knots per 10 knots of effective tailwind for economy.
you with the low speed power requirements of the
helicopter. It shows the power margin available for climb
e. Maximum Endurance and Rate of Climb. The maxi-
or acceleration during maneuvers, such as NOE flight. At
mum endurance and rate of climb lines (MAX END and
zero airspeed, the torque represents the torque required to
R/C) indicate the combinations of gross weight and air-
hover out of ground effect. In general, mission planning
speed that will produce the maximum endurance and the
for low speed flight should be based on hover out of
maximum rate of climb. The torque required for level
ground effect.
flight at this condition is a minimum, providing a
minimum fuel flow (maximum endurance) and a maximum
7A.20 SINGLE-ENGINE.
torque change available for climb (maximum rate of
climb). a. The maximum single-engine torque available is
presented on each chart as an SE ; 2.5 MIN line at half
f. Change in Frontal Area. Since the cruise information the actual maximum torque available for an ETF of 1.0 as
is given for the 9clean and high drag configuration,9 a solid line originating from the torque per engine scale
adjustments to torque should be made when operating with and continuing vertically. The maximum single-engine
external sling loads or aircraft external configuration torque available for engines with an ETF of 0.85 may be
changes. To determine the change in torque, first obtain derived by starting at the ETF = 0.85 reference mark at the
the appropriate multiplying factor from the load drag chart bottom of the chart, continuing vertically and paralleling
(Figure 7A-33 or Table 7A-1), then enter the cruise chart the SE ; 2.5 MIN torque available line. The maximum
at the planned cruise speed TAS, move right to the broken torque available for engines with an ETF value between
TRQ line, and move up and read TRQ. Multiply 1.0 and 0.85 must be interpolated.
TRQ by the multiplying factor to obtain change in torque,
then add or subtract change in torque from torque required b. Select the cruise chart for the desired flight condition
for the primary mission configuration. Enter the cruise and enter the torque scale at the appropriate ETF. Move up
chart at resulting torque required, move up, and read fuel to the intersection of torque available and the mission
7A-19
TM 1-1520-237-10
gross weight arc, and read across for minimum single- capability for the conditions. Single-engine fuel flow at the
engine airspeed. Move up to the second intersection of desired 10-minute, 30-minute, and continuous conditions
torque and the mission gross weight arc, and read across to may be obtained by doubling the torque required from the
determine the maximum single-engine airspeed. If no cruise chart and referring to Figure 7A-37.
intersections occur, there is no single-engine level flight
7A-20
TM 1-1520-237-10
CRUISE EXAMPLE
CLEAN CONFIGURATION
100% RPM R
FAT: 30 °C ALT: 6000 FT
TOTAL FUEL FLOW 100 LB/HR
7 8 9 10 11 12 13 14 15
170
EXAMPLE TRQ ~ % FOR DRAG
~ MCP
~ 10 MIN
~ 30 MIN
AREA OF 10 SQ FT OF F
180 160
WANTED
10 20 30
A. CRUISE CONDITIONS FOR MAXIMUM RANGE 170 150
B. CONDITIONS FOR MAXIMUM ENDURANCE
C. MAXIMUM AIRSPEED IN LEVEL FLIGHT
D. DETERMINE TORQUE AND FUEL FLOW 160
140
SE ~ 2.5 MIN
REQUIRED TO CRUISE WITH CARGO C
DOORS OPEN
150
CONTINUOUS TORQUE LIMIT
130
KNOWN
140
D
FAT = 30 °C 120
PRESSURE ALTITUDE = 6000 FT
GW = 19,000 LBS 130 A
ATF = 0.95 110
INDICATED AIRSPEED ~ KTS
TORQUE PLACARD LIMITS NOT APPLICABLE
TRUE AIRSPEED ~ KTS
120 MAX
RANGE
METHOD 100
110
A. TURN TO CRUISE CHARTS NEAREST KNOWN
FLIGHT CONDITIONS, AT INTERSECTION 90
OF MAX RANGE LINE AND KNOWN VALUE OF
GROSS WEIGHT: 100
MOVE LEFT, READ TAS = 133 KTS 80
MOVE RIGHT, READ IAS = 117 KTS
MOVE DOWN, READ TORQUE = 68% TRQ 90
MOVE UP, READ TOTAL FUEL FLOW = 1020 LBS / HR B MAX END 70
B. AT INTERSECTION OF MAX END AND R / C AND R / C
80
TORQUE AVAILABLE
LINE AND KNOWN VALUE OF GROSS WEIGHT:
MOVE LEFT, READ TAS = 85 KTS 60
MOVE RIGHT, READ IAS = 69 KTS
MOVE DOWN, READ TORQUE = 46% TRQ 70
MOVE UP, READ TOTAL FUEL FLOW = 800 LBS / HR
50
C. ENTER THE TORQUE PER ENGINE SCALE 60
HALF WAY BETWEEN THE 10 MIN TORQUE AVAILABLE GW ~
LINE AND THE ATF=.9 (10 MIN) TICK MARK. MOVE UP 1000 LB 40
PARALLEL TO THE 10 MIN LINE UP UNTIL INTERSECTING
19,000 LB GW: 50
MOVE LEFT, READ MAXIMUM TAS = 153 KTS 13 14 16 18 20 22 23.5
MOVE RIGHT, READ MAXIMUM IAS = 135 KTS 30
MOVE DOWN, READ MAXIMUM TORQUE = 98% TRQ 40
MOVE UP, READ TOTAL FUEL FLOW = 1365 LBS / HR
30 20
D. ENTER TRQ% PER 10 SQ FT SCALE AT 133 KTAS
MOVE UP READ TRQ = 8.0%
TURN TO DRAG TABLE IN SECTION VII 20
NOTE CARGO DOORS OPEN = 6.0 SQ FT F 10
D
AND HAS A DRAG MULTIPLYING FACTOR VALUE 10
OF 0.60, CALCULATE TOTAL TORQUE REQUIRED
USING THE CONDITIONS OF EXAMPLE A: 0 0
68% + (0.6 X 8.0%) = 72.8% TOTAL TORQUE
READ FUEL FLOW AT TOTAL TORQUE = 1070 LBS / HR 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ %
30 MIN
10 MIN
SE
MCP
ETF = 0.85 ATF = 0.9
PLACARD TORQUE LIMIT = 90% AB2923
SAF
Figure 7A-8. Sample Cruise Chart
7A-21
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 0 FT
−50 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17 18 19
170
SE ~ 2.5 MIN
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
140 160
10 20 30
130 150
140
120 MAX
RANGE
130
H−60A+ / H−60L TORQUE LIMIT
110
120
100
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
90
100
80 90
MAX END
AND R / C
80
70
70
60
60
TORQUE AVAILABLE ~ ALL ENGINE LIMITS
50 50
H−60A+ TRANS TORQUE LIMIT
H−60L TRANS TORQUE LIMIT
40
40
13 14 16 18 20 22 23.5 30
30 GW ~
1000 LB
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3518_1A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-9. Cruise - Altitude Sea Level (Sheet 1 of 12)
7A-22
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 0 FT
−40 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17 18 19
170
SE ~ 2.5 MIN
150
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
140
10 20 30
150
130
140
MAX
120 RANGE
130
H−60A+ / H−60L TORQUE LIMIT
110
120
100
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
90 100
90
80
MAX END
AND R / C
80
70
70
60
60
TORQUE AVAILABLE ~ ALL ENGINE LIMITS
50
H−60A+ TRANS TORQUE LIMIT
50
H−60L TRANS TORQUE LIMIT
40
40 GW ~
1000 LB
30
13 14 16 18 20 22 23.5
30
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3518_2A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-9. Cruise - Altitude Sea Level (Sheet 2 of 12)
7A-23
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 0 FT
−30 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17 18 19
170
SE ~ 2.5 MIN
150 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
10 20 30
140
150
130
MAX 140
RANGE
120
130
H−60A+ / H−60L TORQUE LIMIT
110 120
100 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
90
90
80
MAX END
AND R / C 80
TORQUE AVAILABLE ~ ALL ENGINE LIMITS
70
70
60 60
50
H−60A+ TRANS TORQUE LIMIT
50
H−60L TRANS TORQUE LIMIT
40
GW ~
40 1000 LB
18 20 23.5 30
1314 16 22
30
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3518_3A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-9. Cruise - Altitude Sea Level (Sheet 3 of 12)
7A-24
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 0 FT
−20 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17 18 19
170
~ MCP
SE ~ 2.5 MIN
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
150
160
10 20 30
140 150
130 140
MAX
RANGE
~ 30 & 10 MIN
120 130
H−60A+ / H−60L TORQUE LIMIT
120
110
110
100
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
90
90
80 MAX END
AND R / C 80
70 70
60
60
50
H−60A+ TRANS TORQUE LIMIT
50
H−60L TRANS TORQUE LIMIT
40
GW ~
TORQUE AVAILABLE
40
1000 LB
30
13 14 16 18 20 22 23.5
30
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
30/10
MIN
SE
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3518_4A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-9. Cruise - Altitude Sea Level (Sheet 4 of 12)
7A-25
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 0 FT
−10 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17 18 19
170
SE ~ 2.5 MIN
160
~ MCP
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
150
10 20 30
150
140
~ 30 MIN
140
130 MAX
RANGE
130
H−60A+ / H−60L TORQUE LIMIT
120
120
110
110
INDICATED AIRSPEED ~ KTS
100
TRUE AIRSPEED ~ KTS
100
90
TORQUE AVAILABLE
90
MAX END
~ 10 MIN
80 AND R / C 80
70
70
60
60
50
H−60A+ TRANS TORQUE LIMIT
50
H−60L TRANS TORQUE LIMIT
40
GW ~
40 1000 LB
30
1314 16 18 20 22 23.5
30
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
30 MIN
10 MIN
SE
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3518_5A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-9. Cruise - Altitude Sea Level (Sheet 5 of 12)
7A-26
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 0 FT
0 °C TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15 16 17 18 19
170
~ MCP
SE ~ 2.5 MIN
~ 30 MIN
160 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
150 10 20 30
150
140
MAX 140
130 RANGE
130
H−60A+ / H−60L TORQUE LIMIT
120
TORQUE AVAILABLE
120
~ 10 MIN
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90 90
MAX END
AND R / C 80
80
H−60L TRANS TORQUE LIMIT
70
70
60
60
H−60A+ TRANS TORQUE LIMIT
50
50
40
GW ~
40 1000 LB
18 20 22 23.5 30
1314 16
30
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
SE
30 MIN
10 MIN
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3518_6A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-9. Cruise - Altitude Sea Level (Sheet 6 of 12)
7A-27
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 0 FT
10 °C TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15 16 17 18 19
170
~ MCP
~ 10 MIN
~ 30 MIN
SE ~ 2.5 MIN
Δ TRQ ~ % FOR DRAG
160 AREA OF 10 SQ FT OF ΔF
160
10 20 30
150
150
140
TORQUE AVAILABLE
140
MAX
RANGE
130
130
H−60A+ / H−60L TORQUE LIMIT
120
120
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100 100
90
90
MAX END 80
80 AND R / C
70
70
60
60
H−60A+ TRANS TORQUE LIMIT
50
H−60L TRANS TORQUE LIMIT
50
40
GW ~
40 1000 LB
30
13 14 16 18 20 22 23.5
30
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
SE
30 MIN
10 MIN
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3518_7A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-9. Cruise - Altitude Sea Level (Sheet 7 of 12)
7A-28
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 0 FT
20 °C TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15 16 17 18 19
170 170
~ 30 MIN
~ 10 MIN
SE ~ 2.5 MIN
~ MCP
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160 160
10 20 30
150 150
140 140
MAX
RANGE
130 130
H−60A+ / H−60L TORQUE LIMIT
120 120
TORQUE AVAILABLE
110 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90
90
MAX END 80
AND R / C
80
70
70
60
H−60A+ TRANS TORQUE LIMIT
60
50
H−60L TRANS TORQUE LIMIT
50
40
GW ~
1000 LB
40 30
13 14 16 18 20 22 23.5
30
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
MCP
30 MIN
10 MIN
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3518_8A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-9. Cruise - Altitude Sea Level (Sheet 8 of 12)
7A-29
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 0 FT
30 °C TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15 16 17 18 19
170
~ MCP
SE ~ 2.5 MIN
~ 30 MIN
~ 10 MIN
170 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
160
10 20 30
150
150
140
140
MAX
TORQUE AVAILABLE
RANGE
130
130
H−60A+ / H−60L TORQUE LIMIT
120
120
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90
90
MAX END 80
AND R / C
80
70
70
60
H−60A+ TRANS TORQUE LIMIT
60
50
H−60L TRANS TORQUE LIMIT
50
40
40 GW ~
1000 LB 30
30 13 14 16 18 20 22 23.5
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
MCP
30 MIN
10 MIN
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3518_9A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-9. Cruise - Altitude Sea Level (Sheet 9 of 12)
7A-30
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 0 FT
40 °C TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15 16 17 18 19
170
~ 30 MIN
~ 10 MIN
Δ TRQ ~ % FOR DRAG
170
AREA OF 10 SQ FT OF ΔF
160
SE ~ 2.5 MIN
160 10 20 30
150
150
140
140
130
130 MAX
H−60A+ / H−60L TORQUE LIMIT
TORQUE AVAILABLE
RANGE
120
120
110
~ MCP
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
MAX END 80
AND R / C
80
70
70
60
H−60A+ TRANS TORQUE LIMIT
60 50
H−60L TRANS TORQUE LIMIT
50 GW ~ 40
1000 LB
40 30
13 14 16 18 20 22 23.5
30 20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
MCP
30 MIN
10 MIN
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3518_10A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-9. Cruise - Altitude Sea Level (Sheet 10 of 12)
7A-31
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 0 FT
50 °C TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15 16
180 170
~ MCP
Δ TRQ ~ % FOR DRAG
~ 30 MIN
~ 10 MIN
170 AREA OF 10 SQ FT OF ΔF
160
10 20 30
160
SE ~ 2.5 MIN
150
MAX
150 RANGE
140
140
130
H−60A+ / H−60L TORQUE LIMIT
130
120
120
110
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
80
MAX END
AND R / C TORQUE AVAILABLE
80 70
70 60
H−60A+ TRANS TORQUE LIMIT
60 50
H−60L TRANS TORQUE LIMIT
50 GW ~ 40
1000 LB
40 30
13 14 16 18 20 22 23.5
30 20
20
10
10
0 0
30 MIN
30 40 50 60 70 80 90 100 110 120
MCP
10 MIN
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3518_11A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-9. Cruise - Altitude Sea Level (Sheet 11 of 12)
7A-32
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 0 FT
60 °C FOR INTERPOLATION ONLY TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15 16
170
180
~ MCP
~ 30 MIN
~ 10 MIN
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
170 160
10 20 30
SE ~ 2.5 MIN
160 150
MAX
150 RANGE 140
140
130
130
H−60A+ / H−60L TORQUE LIMIT
120
120
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110
100
100
90
90 80
MAX END TORQUE AVAILABLE
AND R / C
80 70
70 60
H−60A+ TRANS TORQUE LIMIT
60 50
H−60L TRANS TORQUE LIMIT
50 40
40 30
13 14 16 18 20 22 23.5
GW ~
30 20
1000 LB
20
10
10
0 0
30 MIN
30 40 50 60 70 80 90 100 110 120
10 MIN
MCP
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3518_12A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-9. Cruise - Altitude Sea Level (Sheet 12 of 12)
7A-33
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESSURE ALT: 0 FT T701C (2)
T701D / CC (2)
−50 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17
170
160
Δ TRQ ~ % FOR DRAG
TS
AREA OF 10 SQ FT OF ΔF
L ENGINE LIMI
160
150
10 20 30
SE ~ 2.5 MIN
140 150
AILABLE ~ AL
130 140
120 130
TORQUE AV
MAX
RANGE
H−60A+ / H−60L TORQUE LIMIT
110 120
110
100
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
90
90
80
80
MAX END
70 AND R / C
70
60 60
H−60A+ TRANS TORQUE LIMIT
50
50
H−60L TRANS TORQUE LIMIT
40
40
13
14 16 30
18 20 GW ~
22 23
24.5 1000 LB
30
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
ALL
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3519_1A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-10. Cruise High Drag - Altitude Sea Level (Sheet 1 of 12)
7A-34
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESSURE ALT: 0 FT T701D / CC (2)
−40 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17
170
Δ TRQ ~ % FOR DRAG
160
AREA OF 10 SQ FT OF ΔF
TS
160
L ENGINE LIMI
150 10 20 30
SE ~ 2.5 MIN
150
140
AILABLE ~ AL
140
130
130
120
TORQUE AV
MAX
RANGE 120
H−60A+ / H−60L TORQUE LIMIT
110
110
INDICATED AIRSPEED ~ KTS
100
TRUE AIRSPEED ~ KTS
100
90
90
80
80
MAX END
AND R / C
70
70
60 60
H−60A+ TRANS TORQUE LIMIT
50
50
H−60L TRANS TORQUE LIMIT
40
40
13 30
14 16 18 20 22 23 GW ~
24.5 1000 LB
30
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3519_2A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-10. Cruise High Drag - Altitude Sea Level (Sheet 2 of 12)
7A-35
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESSURE ALT: 0 FT T701D / CC (2)
−30 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17
170 170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
160
10 20 30
150
150
SE ~ 2.5 MIN
TS
140
ENGINE LIMI
140
130
130
LABLE ~ ALL
120
MAX
H−60A+ / H−60L TORQUE LIMIT
RANGE 120
110
TORQUE AVAI
110
INDICATED AIRSPEED ~ KTS
100
TRUE AIRSPEED ~ KTS
100
90
90
80 80
MAX END
AND R / C
70 70
60
60
H−60A+ TRANS TORQUE LIMIT
50
50
H−60L TRANS TORQUE LIMIT
40
40
13 GW ~ 30
14 16 18 20 22 23 24.5 1000 LB
30
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
SE
ALL
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3519_3A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-10. Cruise High Drag - Altitude Sea Level (Sheet 3 of 12)
7A-36
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESSURE ALT: 0 FT T701D / CC (2)
−20 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17
170
~ MCP
170 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
160
10 20 30
SE ~ 2.5 MIN
150 150
140
140
130
130
120 MAX
H−60A+ / H−60L TORQUE LIMIT
RANGE 120
TORQUE AVAILABLE
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90 90
80 80
MAX END
AND R / C
70
70
~ 30 & 10 MIN
60
60
H−60A+ TRANS TORQUE LIMIT
50
H−60L TRANS TORQUE LIMIT
50
40
40
13 GW ~ 30
14 16 18 20 22 23 24.5 1000 LB
30
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
30/10
SE
MIN
MCP
ETF = 0.85 TORQUE PER ENGINE ~ %
ATF = 0.9
AB3519_4A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-10. Cruise High Drag - Altitude Sea Level (Sheet 4 of 12)
7A-37
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESSURE ALT: 0 FT T701D / CC (2)
−10 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17
170
Δ TRQ ~ % FOR DRAG
170 AREA OF 10 SQ FT OF ΔF
~ MCP
160
160 10 20 30
150
SE ~ 2.5 MIN
150
140
~ 30 MIN
140
130 130
H−60A+ / H−60L TORQUE LIMIT
120 MAX 120
RANGE
110 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100 100
90
90
~ 10 MIN
TORQUE AVAILABLE
80
80
MAX END
AND R / C
70
70
60
H−60A+ TRANS TORQUE LIMIT
60
50
H−60L TRANS TORQUE LIMIT
50
40
40 13 GW ~ 30
14 16 18 20 22 23 24.5 1000 LB
30 20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
SE
30 MIN
10 MIN
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3519_5A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-10. Cruise High Drag - Altitude Sea Level (Sheet 5 of 12)
7A-38
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESSURE ALT: 0 FT T701D / CC (2)
0 °C TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15 16 17
180 170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
~ MCP
170
~ 30 MIN
160
10 20 30
160
SE ~ 2.5 MIN
150
150
140
140
130
130
H−60A+ / H−60L TORQUE LIMIT
MAX 120
~ 10 MIN
120 RANGE
TORQUE AVAILABLE
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90
90
80
H−60L TRANS TORQUE LIMIT
80
MAX END
AND R / C 70
70
60
H−60A+ TRANS TORQUE LIMIT
60
50
50
40
40 13 GW ~ 30
14 16 18 20 22 23 24.5 1000 LB
30 20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
SE
30 MIN
10 MIN
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3519_6A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-10. Cruise High Drag - Altitude Sea Level (Sheet 6 of 12)
7A-39
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESSURE ALT: 0 FT T701D / CC (2)
10 °C TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15 16 17
170
180
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
~ 30 MIN
~ 10 MIN
160
~ MCP
170
TORQUE AVAILABLE
10 20 30
SE ~ 2.5 MIN
160
150
150
140
140
130
130
H−60A+ / H−60L TORQUE LIMIT
120
MAX
120 RANGE
110
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
80
80 MAX END
AND R / C 70
70
60
H−60A+ TRANS TORQUE LIMIT
60
50
H−60L TRANS TORQUE LIMIT
50 40
40 13 30
GW ~
14 16 18 20 22 23 24.5 1000 LB
30 20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
30 MIN
10 MIN
SE
MCP
ETF = 0.85
TORQUE PER ENGINE ~ %
ATF = 0.9
AB3519_7A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-10. Cruise High Drag - Altitude Sea Level (Sheet 7 of 12)
7A-40
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESSURE ALT: 0 FT T701D / CC (2)
20 °C TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15 16 17
170
180 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
170 10 20 30
~ MCP
TORQUE AVAILABLE
~ 30 MIN
~ 10 MIN
160 150
SE ~ 2.5 MIN
150 140
140
130
130
H−60A+ / H−60L TORQUE LIMIT
120
MAX
120
RANGE
110
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
80
80 MAX END
AND R / C 70
70
60
H−60A+ TRANS TORQUE LIMIT
60 50
H−60L TRANS TORQUE LIMIT
50 40
13 30
40 GW ~
14 16 18 20 22 23 24.5 1000 LB
30 20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
30 MIN
TORQUE PER ENGINE ~ %
10 MIN
SE
MCP
ETF = 0.85
ATF = 0.9
AB3519_8A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-10. Cruise High Drag - Altitude Sea Level (Sheet 8 of 12)
7A-41
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESSURE ALT: 0 FT T701D / CC (2)
30 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17
170
TORQUE AVAILABLE
Δ TRQ ~ % FOR DRAG
180 AREA OF 10 SQ FT OF ΔF
160
170 10 20 30
~ MCP
SE ~ 2.5 MIN
150
~ 30 MIN
~ 10 MIN
160
150 140
MAX
140 RANGE 130
130 120
120
110
H−60A+ / H−60L
TORQUE LIMIT
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110
100
100
90
90
80
80 MAX END
AND R / C 70
70 60
H−60A+ TRANS TORQUE LIMIT
60 50
H−60L TRANS TORQUE LIMIT
40
50
GW ~
1000 LB
13 30
40 14 16 18 20 22 23 24.5
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
30 MIN
10 MIN
TORQUE PER ENGINE ~ %
MCP
SE
ETF = 0.85 ATF = 0.9
AB3519_9A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-10. Cruise High Drag - Altitude Sea Level (Sheet 9 of 12)
7A-42
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESSURE ALT: 0 FT T701D / CC (2)
40 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
180 160
~ 30 MIN
~ 10 MIN
10 20 30
~ MCP
170
TORQUE AVAILABLE
150
SE ~ 2.5 MIN
160
140
150
130
140
H−60A+ / H−60L TORQUE LIMIT
MAX
130 RANGE 120
120 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110 100
100 90
90 80
MAX END
80 AND R / C 70
70 60
H−60A+ TRANS TORQUE LIMIT
50
H−60L TRANS TORQUE LIMIT
60
40
50
30
40
GW ~ 13 14 16 18 20 22 23 24.5
1000 LB
30 20
20
10
10
0 0
30 MIN
20 30 40 50 60 70 80 90 100 110 120 130
10 MIN
MCP
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3519_10A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-10. Cruise High Drag - Altitude Sea Level (Sheet 10 of 12)
7A-43
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESSURE ALT: 0 FT T701D / CC (2)
50 °C TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
180
10 20 30
TORQUE AVAILABLE
~ 10 MIN
~ 30 MIN
170
~ MCP
150
SE ~ 2.5 MIN
160
140
150
130
140
120
H−60A+ / H−60L TORQUE LIMIT
130
110
120
INDICATED AIRSPEED ~ KTS
MAX
RANGE
TRUE AIRSPEED ~ KTS
110 100
100 90
90 80
MAX END 70
80 AND R / C
60
70
H−60A+ TRANS TORQUE LIMIT
50
H−60L TRANS TORQUE LIMIT
60
40
50
30
40 13 14 16 18 20 22 23 24.5
GW ~
30 1000 LB 20
20
10
10
0 0
30 MIN
10 MIN
30 40 50 60 70 80 90 100 110 120
SE
MCP
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3519_11A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-10. Cruise High Drag - Altitude Sea Level (Sheet 11 of 12)
7A-44
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESSURE ALT: 0 FT T701D / CC (2)
60 °C FOR INTERPOLATION ONLY TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
180 10 20 30
TORQUE AVAILABLE
~ 30 MIN
~ 10 MIN
150
~ MCP
170
SE ~ 2.5 MIN
160 140
150
130
140
MAX 120
RANGE
130
110
INDICATED AIRSPEED ~ KTS
120
H−60A+ / H−60L
TORQUE LIMIT
TRUE AIRSPEED ~ KTS
100
110
90
100
80
90
MAX END 70
80 AND R / C
H−60A+ TRANS TORQUE LIMIT
60
70
H−60L TRANS TORQUE LIMIT
50
60
40
50
30
40
13 14 16 18 20 22 23 24.5
20
30 GW ~
1000 LB
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
MCP
MIN
MIN
SE
30
10
ATF = 0.9
ETF = 0.85
TORQUE PER ENGINE ~ %
AB3519_12A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-10. Cruise High Drag - Altitude Sea Level (Sheet 12 of 12)
7A-45
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
CLEAN CONFIGURATION T701C (2)
T701D / CC (2)
PRESSURE ALT: 2000 FT
−50 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17 18 19
170
150 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
SE ~ 2.5 MIN
140 10 20 30
TORQUE AVAILABLE ~ ALL ENGINE LIMITS
150
130
140
MAX
120
RANGE
130
H−60A+ / H−60L TORQUE LIMIT
110
120
100 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
90
90
80
MAX END
AND R / C 80
70
70
60 60
50
H−60A+ TRANS TORQUE LIMIT
50
H−60L TRANS TORQUE LIMIT
40
40
GW ~
1000 LB 30
30 13 14 16 18 20 22 23.5
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3520_1A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-11. Cruise - Altitude 2,000 Feet (Sheet 1 of 11)
7A-46
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
CLEAN CONFIGURATION T701C (2)
T701D / CC (2)
PRESSURE ALT: 2000 FT
−40 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17 18 19
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
TORQUE AVAILABLE ~ ALL ENGINE LIMITS
150
160
SE ~ 2.5 MIN
10 20 30
140
150
130
140
MAX
RANGE
120 130
H−60A+ / H−60L TORQUE LIMIT
110 120
110
100
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
90
90
80 MAX END
AND R / C 80
70 70
60 60
50
H−60A+ TRANS TORQUE LIMIT
50
H−60L TRANS TORQUE LIMIT
40
40
GW ~
1000 LB 30
1314 16 18 20 22 23.5
30
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3520_2A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-11. Cruise - Altitude 2,000 Feet (Sheet 2 of 11)
7A-47
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
CLEAN CONFIGURATION T701C (2)
T701D / CC (2)
PRESSURE ALT: 2000 FT
−30 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17 18 19
170
160
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
TORQUE AVAILABLE ~ ALL ENGINE LIMITS
160
SE ~ 2.5 MIN
150
10 20 30
140 150
140
130
MAX
RANGE
130
H−60A+ / H−60L TORQUE LIMIT
120
120
110
110
100
TRUE AIRSPEED ~ KTS
100
90
90
80 MAX END
80
AND R / C
70 70
60
60
H−60A+ TRANS TORQUE LIMIT
50
50
H−60L TRANS TORQUE LIMIT
40
40
GW ~ 30
1000 LB
30
1314 16 18 20 22 23.5
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3520_3A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-11. Cruise - Altitude 2,000 Feet (Sheet 3 of 11)
7A-48
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
CLEAN CONFIGURATION T701C (2)
T701D / CC (2)
PRESSURE ALT: 2000 FT
−20 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17 18 19
170
~ MCP
IN
~ MCP
SE ~ 2.5 MIN
Δ TRQ ~ % FOR DRAG
~ 30 & 10 M
160
AREA OF 10 SQ FT OF ΔF
160
150 10 20 30
150
140
140
130
MAX
RANGE 130
H−60A+ / H−60L TORQUE LIMIT
120
120
TORQUE AVAILABLE
110
110
INDICATED AIRSPEED ~ KTS
100
TRUE AIRSPEED ~ KTS
100
90 90
MAX END
80
80 AND R / C
70
70
60
H−60A+ TRANS TORQUE LIMIT
60
50
H−60L TRANS TORQUE LIMIT
50
40
40 GW ~
1000 LB 30
1314 16 18 20 22 23.5
30
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
30/10
MIN
SE
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3520_4A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-11. Cruise - Altitude 2,000 Feet (Sheet 4 of 11)
7A-49
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
CLEAN CONFIGURATION T701C (2)
T701D / CC (2)
PRESSURE ALT: 2000 FT
−10 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17 18 19
170
~ 30 MIN
~ 10 MIN
~ MCP
SE ~ 2.5 MIN
Δ TRQ ~ % FOR DRAG
160 AREA OF 10 SQ FT OF ΔF
160
10 20 30
150
150
140
140
MAX
130 RANGE
TORQUE AVAILABLE
130
H−60A+ / H−60L TORQUE LIMIT
120
120
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100 100
90
90
MAX END 80
80 AND R / C
70
70
60
H−60A+ TRANS TORQUE LIMIT
60
50
H−60L TRANS TORQUE LIMIT
50
40
40 GW ~ 30
1000 LB
30 18 20 22 23.5
13 14 16 20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
30 MIN
10 MIN
SE
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3520_5A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-11. Cruise - Altitude 2,000 Feet (Sheet 5 of 11)
7A-50
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
CLEAN CONFIGURATION T701C (2)
T701D / CC (2)
PRESSURE ALT: 2000 FT
0 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17 18 19
170
170
~ 30 MIN
~ 10 MIN
~ MCP
Δ TRQ ~ % FOR DRAG
SE ~ 2.5 MIN
AREA OF 10 SQ FT OF ΔF
160 160
10 20 30
150 150
140 140
130 MAX
130
H−60A+ / H−60L TORQUE LIMIT
TORQUE AVAILABLE
RANGE
120 120
110 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90
90
MAX END 80
AND R / C
80
70
70
60
H−60A+ TRANS TORQUE LIMIT
60
50
H−60L TRANS TORQUE LIMIT
50
40
40 GW ~ 30
1000 LB
30 13 14 16 18 20 22 23.5
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
30 MIN
10 MIN
SE
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3520_6A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-11. Cruise - Altitude 2,000 Feet (Sheet 6 of 11)
7A-51
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
CLEAN CONFIGURATION T701C (2)
T701D / CC (2)
PRESSURE ALT: 2000 FT
10 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17 18 19
170
~ 30 MIN
~ 10 MIN
~ MCP
SE ~ 2.5 MIN
170 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
160
10 20 30
150
150
140
140
MAX 130
H−60A+ / H−60L TORQUE LIMIT
130
RANGE
TORQUE AVAILABLE
120
120
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90
90
MAX END 80
AND R / C
H−60L TRANS TORQUE LIMIT
80
70
70
60
H−60A+ TRANS TORQUE LIMIT
60
50
50 40
40 GW ~ 30
1000 LB
30 13 14 16 18 20 22 23.5
20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
MCP
30 MIN
10 MIN
SE
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3520_7A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-11. Cruise - Altitude 2,000 Feet (Sheet 7 of 11)
7A-52
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
CLEAN CONFIGURATION T701C (2)
T701D / CC (2)
PRESSURE ALT: 2000 FT
20 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17 18 19
170
~ MCP
~ 30 MIN
~ 10 MIN
Δ TRQ ~ % FOR DRAG
170 AREA OF 10 SQ FT OF ΔF
160
SE ~ 2.5 MIN
160 10 20 30
TORQUE AVAILABLE
150
150
140
140
130
H−60A+ / H−60L TORQUE LIMIT
130
MAX
RANGE 120
120
110
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
80
MAX END
AND R / C
H−60A+ TRANS TORQUE LIMIT
80
70
70
60
60 50
H−60L TRANS TORQUE LIMIT
50 40
GW ~
1000 LB
40 30
13 14 16 18 20 22 23.5
30 20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
MCP
30 MIN
10 MIN
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3520_8A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-11. Cruise - Altitude 2,000 Feet (Sheet 8 of 11)
7A-53
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
CLEAN CONFIGURATION T701C (2)
T701D / CC (2)
PRESSURE ALT: 2000 FT
30 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16
180 170
~ MCP
~ 30 MIN
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
170
160
10 20 30
~ 10 MIN
160
SE ~ 2.5 MIN
150
150
140
140
130
H−60A+ / H−60L TORQUE LIMIT
130
120
MAX
RANGE
120
110
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
80
MAX END
TORQUE AVAILABLE
AND R / C
80 70
70 60
H−60A+ TRANS TORQUE LIMIT
60 50
H−60L TRANS TORQUE LIMIT
50 40
GW ~
40 1000 LB 30
13 14 16 18 20 22 23.5
30 20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
MCP
30 MIN
10 MIN
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3520_9A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-11. Cruise - Altitude 2,000 Feet (Sheet 9 of 11)
7A-54
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
CLEAN CONFIGURATION T701C (2)
T701D / CC (2)
PRESSURE ALT: 2000 FT
40 °C TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15 16
170
~ MCP
~ 30 MIN
~ 10 MIN
180
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
170 160
10 20 30
SE ~ 2.5 MIN
160 150
150 140
140 130
130
H−60A+ / H−60L TORQUE LIMIT
120
MAX
120 RANGE 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110
100
100 90
90 80
TORQUE AVAILABLE
MAX END
AND R / C
80 70
H−60A+ TRANS TORQUE LIMIT
70 60
60 50
H−60L TRANS TORQUE LIMIT
40
50 GW ~
1000 LB
13 14 16 18 20 22 23.5 30
40
30 20
20
10
10
0 0
30 40 50 60 70 80 100 110 120
30 MIN
MCP
10 MIN
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3520_10A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-11. Cruise - Altitude 2,000 Feet (Sheet 10 of 11)
7A-55
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
CLEAN CONFIGURATION T701C (2)
T701D / CC (2)
PRESSURE ALT: 2000 FT
50 °C 60 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15 8 9 10 11 12 13 14 15
170
~ 10 MIN
~ 30 MIN
~ 30 MIN
~ MCP
~ 10 MIN
~ MCP
180 Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF 180
160
170 20 30
10 10 20 30 170
SE ~ 2.5 MIN
150
AVAILABLE
TORQUE
160
160
SE ~ 2.5 MIN
140
150
150
140 130
140
130 120
130
H−60L TORQUE LIMIT
MAX
H−60L TORQUE LIMIT
120 110 MAX
RANGE 120
RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110 100
110
AVAILABLE
TORQUE
100 90
100
80
90
MAX END 90
MAX END
AND R / C AND R / C
70
H−60A+ TRANS TORQUE LIMIT
80 80
H−60A+ TRANS TORQUE LIMIT
60
70 70
50
60 60
40
50 GW ~
50
1000 LB
30 13 14 16 18 20 22 23.5
40 40
13 14 16 18 20 22 23.5
30 GW ~ 20 30
1000 LB
20 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
10 MIN
10 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB3520_11A
DATA BASIS: FLIGHT TEST PLACARD TORQUE LIMIT = 99% PLACARD TORQUE LIMIT = 96% SAF
Figure 7A-11. Cruise - Altitude 2,000 Feet (Sheet 11 of 11)
7A-56
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESSURE ALT: 2000 FT T701D / CC (2)
−50 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17
170
Δ TRQ ~ % FOR DRAG
MITS
160 AREA OF 10 SQ FT OF ΔF
160
L ENGINE LI
10 20 30
150
SE ~ 2.5 MIN
150
AILABLE ~ AL
140
140
130
130
TORQUE AV
H−60A+ / H−60L TORQUE LIMIT
120
120
MAX
110 RANGE
110
INDICATED AIRSPEED ~ KTS
100
TRUE AIRSPEED ~ KTS
100
90
90
80
80
MAX END
AND R / C
70 70
60
H−60A+ TRANS TORQUE LIMIT
60
50
50
H−60L TRANS TORQUE LIMIT
40
40
30
13 GW ~
14 16 18 20 22 23 24.5 1000 LB
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3521_1A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-12. Cruise High Drag - Altitude 2,000 Feet (Sheet 1 of 11)
7A-57
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESSURE ALT: 2000 FT T701D / CC (2)
−40 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17
170
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160 160
10 20 30
150
TS
150
SE ~ 2.5 MIN
L ENGINE LIMI
140
140
130
AILABLE ~ AL
130
H−60A+ / H−60L TORQUE LIMIT
120
120
MAX
RANGE
TORQUE AV
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90 90
80 80
MAX END
AND R / C
70
H−60A+ TRANS TORQUE LIMIT
70
60
60
50
H−60L TRANS TORQUE LIMIT
50
40
40 GW ~
1000 LB 30
13
14 16 18 20 22 23 24.5
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3521_2A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-12. Cruise High Drag - Altitude 2,000 Feet (Sheet 2 of 11)
7A-58
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESSURE ALT: 2000 FT T701D / CC (2)
−30 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17
170
170 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
160 10 20 30
SE ~ 2.5 MIN
150
150
140 140
TS
L ENGINE LIMI
130 130
H−60A+ / H−60L TORQUE LIMIT
120 120
AILABLE ~ AL
MAX
RANGE
110 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
TORQUE AV
100 100
90 90
80
80
MAX END
AND R / C
70
70
60
H−60A+ TRANS TORQUE LIMIT
60
50
H−60L TRANS TORQUE LIMIT
50
40
40 GW ~ 30
1000 LB
13
14 16 18 20 22 23 24.5
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3521_3A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-12. Cruise High Drag - Altitude 2,000 Feet (Sheet 3 of 11)
7A-59
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESSURE ALT: 2000 FT T701D / CC (2)
−20 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17
180 170
Δ TRQ ~ % FOR DRAG
170 AREA OF 10 SQ FT OF ΔF
160
~ MCP
10 20 30
160
150
150
SE ~ 2.5 MIN
140
140
130
130
TORQUE AVAILABLE
H−60A+ / H−60L TORQUE LIMIT
120
120
MAX
RANGE
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90
90
80
80
MAX END
AND R / C
70
70
60
H−60A+ TRANS TORQUE LIMIT
60
~ 30 & 10 MIN
H−60L TRANS TORQUE LIMIT
50
50
40
40 GW ~ 30
13 14 16 18 20 22 23 24.5 1000 LB
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
30/10
MIN
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3521_4A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-12. Cruise High Drag - Altitude 2,000 Feet (Sheet 4 of 11)
7A-60
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESSURE ALT: 2000 FT T701D / CC (2)
−10 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17
170
180
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
~ 30 MIN
~ 10 MIN
170
~ MCP
TORQUE AVAILABLE
10 20 30
SE ~ 2.5 MIN
160
150
150
140
140
130
130
H−60A+ / H−60L TORQUE LIMIT
120
120 MAX
RANGE
110
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
80
80
MAX END
AND R / C 70
70
60
H−60A+ TRANS TORQUE LIMIT
H−60L TRANS TORQUE LIMIT
60
50
50 40
GW ~ 30
40 1000 LB
13
30 14 16 18 20 22 23 24.5 20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
SE
30 MIN
10 MIN
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3521_5A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-12. Cruise High Drag - Altitude 2,000 Feet (Sheet 5 of 11)
7A-61
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESSURE ALT: 2000 FT T701D / CC (2)
0 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 16 17
170
180 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
~ 30 MIN
~ 10 MIN
170
~ MCP
10 20 30
160 150
SE ~ 2.5 MIN
TORQUE AVAILABLE
150 140
140
130
130
H−60A+ / H−60L TORQUE LIMIT
120
120 MAX
RANGE
110
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
80
80 MAX END
AND R / C 70
H−60A+ TRANS TORQUE LIMIT
70
60
60 50
H−60L TRANS TORQUE LIMIT
50 40
GW ~
1000 LB 30
40
13 14 16 18 20 22 23 24.5
30 20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120 130 140
30 MIN
10 MIN
SE
MCP
ETF = 0.85 TORQUE PER ENGINE ~ %
ATF = 0.9
AB3521_6A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-12. Cruise High Drag - Altitude 2,000 Feet (Sheet 6 of 11)
7A-62
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESSURE ALT: 2000 FT T701D / CC (2)
10 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17
170
Δ TRQ ~ % FOR DRAG
180 AREA OF 10 SQ FT OF ΔF
160
~ 10 MIN
TORQUE AVAILABLE
10 20 30
~ 30 MIN
~ MCP
170
150
160
SE ~ 2.5 MIN
140
150
140 130
H−60A+ / H−60L TORQUE LIMIT
130 120
120 MAX
110
RANGE
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110
100
100
90
90
80
80 MAX END
H−60L TRANS TORQUE LIMIT
AND R / C 70
70 60
H−60A+ TRANS TORQUE LIMIT
60 50
40
50 GW ~
1000 LB
13
14 16 18 20 22 23 24.5 30
40
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
30 MIN
10 MIN
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3521_7A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-12. Cruise High Drag - Altitude 2,000 Feet (Sheet 7 of 11)
7A-63
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESSURE ALT: 2000 FT T701D / CC (2)
20 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
180 160
10 20 30
170
150
~ MCP
SE ~ 2.5 MIN
~ 30 MIN
~ 10 MIN
160
140
150
H−60A+ / H−60L TORQUE LIMIT
130
140
TORQUE AVAILABLE
130 120
120 110
MAX
INDICATED AIRSPEED ~ KTS
RANGE
TRUE AIRSPEED ~ KTS
110 100
100 90
90 80
MAX END
80 AND R / C 70
H−60A+ TRANS TORQUE LIMIT
70 60
H−60L TRANS TORQUE LIMIT
50
60
40
50
30
40 13
14 16 18 20 22 23 24.5
GW ~
30 1000 LB 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
MCP
SE
30 MIN
10 MIN
ETF = 0.85
TORQUE PER ENGINE ~ % ATF = 0.9
AB3521_8A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-12. Cruise High Drag - Altitude 2,000 Feet (Sheet 8 of 11)
7A-64
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESSURE ALT: 2000 FT T701D / CC (2)
30 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
180
10 20 30
~ 30 MIN
~ MCP
170 150
SE ~ 2.5 MIN
~ 10 MIN
160
140
150
130
140
H−60A+ / H−60L TORQUE LIMIT
120
130
110
120
INDICATED AIRSPEED ~ KTS
MAX
TRUE AIRSPEED ~ KTS
RANGE 100
110
90
100
80
90
TORQUE AVAILABLE
MAX END 70
80 AND R / C
60
70
H−60A+ TRANS TORQUE LIMIT
50
H−60L TRANS TORQUE LIMIT
60
40
50
30
40 13 14 16 18 20 22 23 24.5
GW ~ 20
30 1000 LB
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
MCP
30 MIN
10 MIN
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3521_9A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-12. Cruise High Drag - Altitude 2,000 Feet (Sheet 9 of 11)
7A-65
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESSURE ALT: 2000 FT T701D / CC (2)
40 °C TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15
170
H−60A+ / H−60L
TORQUE LIMIT
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
180 10 20 30
~ 30 MIN
~ 10 MIN
150
~ MCP
170
SE ~ 2.5 MIN
160 140
150
130
140
120
130
110
INDICATED AIRSPEED ~ KTS
120
MAX
TRUE AIRSPEED ~ KTS
RANGE 100
110
90
AVAILABLE
100
TORQUE
80
90
MAX END 70
80 AND R / C
H−60A+ TRANS TORQUE LIMIT
60
70
H−60L TRANS TORQUE LIMIT
50
60
40
50
30
40 13 14 16 18 20 22 23 24.5
GW ~
1000 LB 20
30
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
MCP
MIN
MIN
30
10
ATF = 0.9
SE
ETF = 0.85 TORQUE PER ENGINE ~ %
AB3521_10A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-12. Cruise High Drag - Altitude 2,000 Feet (Sheet 10 of 11)
7A-66
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESSURE ALT: 2000 FT T701D / CC (2)
50 °C 60 °C FOR INTERPOLATION ONLY
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
8 9 10 11 12 13 14 15 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
160
10 20 30 10 20 30
180
180
TORQUE AVAILABLE
150
~ 30 MIN
~ 10 MIN
~ 10 MIN
~ MCP
~ 30 MIN
170
SE ~ 2.5 MIN
~ MCP
170
AVAILABLE
140
TORQUE
160
160
SE ~ 2.5 MIN
150 130
150
140 MAX
H−60L TORQUE LIMIT
RANGE 120 MAX 140
RANGE
H−60L TORQUE LIMIT
130
130
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
120
100
110
110
90
100
100
80
H−60A+ TRANS TORQUE LIMIT
90 90
MAX
MAX END 70 END
H−60A+ TRANS TORQUE LIMIT
80 AND R / C AND
R/C 80
60
70 70
50
60 60
40
50 50
30 13 14 16 18 20 22 23 24.5
40 40
13 14 16 18 20 22 23 24.5
20 GW ~
30 GW ~ 1000 LB 30
1000 LB
20 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
SE
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
10 MIN
ETF = 0.85
30 MIN
10 MIN
MCP
SE
MCP
ETF = 0.85 ATF = 0.9
ATF = 0.9 AB3521_11A
DATA BASIS: FLIGHT TEST PLACARD TORQUE LIMIT = 99% PLACARD TORQUE LIMIT = 99% SAF
Figure 7A-12. Cruise High Drag - Altitude 2,000 Feet (Sheet 11 of 11)
7A-67
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 4000 FT
−50 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17 18
160 170
TORQUE AVAILABLE ~ ALL ENGINE LIMITS
SE ~ 2.5 MIN
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
150 160
10 20 30
140 150
130 140
H−60A+ / H−60L TORQUE LIMIT
MAX 130
120
RANGE
120
110
110
INDICATED AIRSPEED ~ KTS
100
TRUE AIRSPEED ~ KTS
100
90
90
80 MAX END 80
AND R / C
70 70
60
60
H−60A+ TRANS TORQUE LIMIT
50
50
40
GW ~
H−60L TRANS TORQUE LIMIT
40 1000 LB
13 14 16 18 20 22 23.5 30
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3522_1A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-13. Cruise - Altitude 4,000 Feet (Sheet 1 of 11)
7A-68
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 4000 FT
−40 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17 18
170
TORQUE AVAILABLE ~ ALL ENGINE LIMITS
160 Δ TRQ ~ % FOR DRAG
SE ~ 2.5 MIN
AREA OF 10 SQ FT OF ΔF
160
150 10 20 30
150
140
140
130
130
MAX
120 RANGE
H−60A+ / H−60L TORQUE LIMIT
120
110
110
INDICATED AIRSPEED ~ KTS
100
TRUE AIRSPEED ~ KTS
100
90
90
MAX END 80
80 AND R / C
70
70
60
60
H−60A+ TRANS TORQUE LIMIT
50
50
H−60L TRANS TORQUE LIMIT
40
GW ~
1000 LB
40
13 14 16 18 20 22 23.5 30
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3522_2A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-13. Cruise - Altitude 4,000 Feet (Sheet 2 of 11)
7A-69
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 4000 FT
−30 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17 18
170
SE ~ 2.5 MIN
TORQUE AVAILABLE ~ ALL ENGINE LIMITS
Δ TRQ ~ % FOR DRAG
160 AREA OF 10 SQ FT OF ΔF
160
10 20 30
150
150
140
140
130
130
MAX
H−60A+ / H−60L TORQUE LIMIT
RANGE
120
120
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100 100
90 90
MAX END 80
80 AND R / C
70
70
60
H−60A+ TRANS TORQUE LIMIT
60
50
H−60L TRANS TORQUE LIMIT
50
40
40
GW ~ 30
1000 LB
30
13 14 16 18 20 22 23.5 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3522_3A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-13. Cruise - Altitude 4,000 Feet (Sheet 3 of 11)
7A-70
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 4000 FT
−20 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17 18
170 170
~ MCP
IN
Δ TRQ ~ % FOR DRAG
SE ~ 2.5 MIN
~ 30 & 10 M
AREA OF 10 SQ FT OF ΔF
160 160
10 20 30
150 150
140 140
130 130
MAX
TORQUE AVAILABLE
RANGE
H−60A+ / H−60L TORQUE LIMIT
120 120
110 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90
90
MAX END 80
80 AND R / C
70
H−60A+ TRANS TORQUE LIMIT
70
60
H−60L TRANS TORQUE LIMIT
60
50
50
40
40 30
GW ~
1000 LB
30
13 14 16 18 20 22 23.5 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
30/10
MIN
SE
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3522_4A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-13. Cruise - Altitude 4,000 Feet (Sheet 4 of 11)
7A-71
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 4000 FT
−10 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17 18
170
~ 30 MIN
~ 10 MIN
SE ~ 2.5 MIN
~ MCP
170 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
160
10 20 30
150
150
140
140
130
130
MAX
H−60A+ / H−60L TORQUE LIMIT
120
120 RANGE
TORQUE AVAILABLE
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90
90
80
MAX END
AND R / C
80
70
70
60
H−60A+ TRANS TORQUE LIMIT
60
50
H−60L TRANS TORQUE LIMIT
50 40
GW ~
1000 LB
40 30
13 14 16 18 20 22 23.5
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
30 MIN
10 MIN
SE
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3522_5A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-13. Cruise - Altitude 4,000 Feet (Sheet 5 of 11)
7A-72
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 4000 FT
0 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17 18
170
~ 30 MIN
~ 10 MIN
SE ~ 2.5 MIN
~ MCP
Δ TRQ ~ % FOR DRAG
170 AREA OF 10 SQ FT OF ΔF
160
10 20 30
160
150
TORQUE AVAILABLE
150
140
140
130
130
H−60A+ / H−60L TORQUE LIMIT
120
MAX
120 RANGE
110
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
80
MAX END
AND R / C
80
70
70
60
H−60A+ TRANS TORQUE LIMIT
60 50
H−60L TRANS TORQUE LIMIT
50 40
GW ~
1000 LB
40 30
13 14 16 18 20 22 23.5
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
30 MIN
10 MIN
SE
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3522_6A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-13. Cruise - Altitude 4,000 Feet (Sheet 6 of 11)
7A-73
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 4000 FT
10 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15
180 170
~ 30 MIN
~ MCP
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
170 160
~ 10 MIN
10 20 30
160
SE ~ 2.5 MIN
150
150
140
140
130
H−60A+ / H−60L TORQUE LIMIT
130
120
120 MAX
RANGE 110
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
TORQUE AVAILABLE
90 80
MAX END
AND R / C
80 70
70 60
H−60A+ TRANS TORQUE LIMIT
50
H−60L TRANS TORQUE LIMIT
60
50 40
GW ~
1000 LB
40 13 14 16 18 20 22 23.5 30
30 20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
MCP
30 MIN
10 MN
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3522_7A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-13. Cruise - Altitude 4,000 Feet (Sheet 7 of 11)
7A-74
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 4000 FT
20 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15
170
~ 30 MIN
~ 10 MIN
180 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
170
10 20 30
SE ~ 2.5 MIN
160 150
150 140
H−60A+ / H−60L TORQUE LIMIT
140 130
130
120
~ MCP
120 110
MAX
INDICATED AIRSPEED ~ KTS
RANGE
TRUE AIRSPEED ~ KTS
110 100
100 90
TORQUE AVAILABLE
90 80
MAX END
AND R / C
80 70
70 60
H−60A+ TRANS TORQUE LIMIT
H−60L TRANS TORQUE LIMIT
50
60
GW ~ 40
50
1000 LB
13 14 16 18 20 22 23.5
30
40
30 20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
MCP
30 MIN
10 MIN
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3522_8A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-13. Cruise - Altitude 4,000 Feet (Sheet 8 of 11)
7A-75
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 4000 FT
30 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15
170
~ 30 MIN
~ 10 MIN
~ MCP
Δ TRQ ~ % FOR DRAG
180
AREA OF 10 SQ FT OF ΔF
160
170 10 20 30
SE ~ 2.5 MIN
H−60L TORQUE LIMIT
150
160
140
150
130
140
130 120
120 110
MAX
INDICATED AIRSPEED ~ KTS
RANGE
TRUE AIRSPEED ~ KTS
110 100
90
100
TORQUE AVAILABLE
80
90
MAX END
AND R / C
70
80
H−60A+ TRANS TORQUE LIMIT
60
70
H−60L TRANS TORQUE LIMIT
50
60
40
50
30
40
13 14 16 18 20 22 23.5
30 20
GW ~
1000 LB
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
MCP
30 MIN
10 MIN
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
PLACARD TORQUE LIMIT = 97% AB3522_9A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-13. Cruise - Altitude 4,000 Feet (Sheet 9 of 11)
7A-76
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 4000 FT
40 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15
170
TORQUE AVAILABLE
~ MCP
~ 30 MIN
~ 10 MIN
Δ TRQ ~ % FOR DRAG
180 AREA OF 10 SQ FT OF ΔF
160
10 20 30
170
SE ~ 2.5 MIN
150
160
MAX 140
150 RANGE
130
140
120
130
H−60L TORQUE LIMIT
110
120
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
110
90
100
80
90 MAX END
AND R / C
70
80
H−60A+ TRANS TORQUE LIMIT
60
70
50
60
40
50
30
40 23.5
13 14 16 18 20 22
30 GW ~ 20
1000 LB
20
10
10
0 0
30 40 50 60 70 80 90 100 110
MCP
MIN
10 MIN
30
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
PLACARD TORQUE LIMIT = 94% AB3522_10A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-13. Cruise - Altitude 4,000 Feet (Sheet 10 of 11)
7A-77
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 4000 FT
50 °C FOR INTERPOLATION ONLY TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14
170
~ MCP
Δ TRQ ~ % FOR DRAG
~ 30 MIN
~ 10 MIN
AREA OF 10 SQ FT OF ΔF
180 160
AVAILABLE
10 20 30
TORQUE
SE ~ 2.5 MIN
170 150
160
140
MAX
150 RANGE
130
140
120
130
110
INDICATED AIRSPEED ~ KTS
H−60L TORQUE LIMIT
120
TRUE AIRSPEED ~ KTS
100
110
90
100
80
90
MAX END
AND R / C 70
H−60A+ TRANS TORQUE LIMIT
80
60
70
50
60
40
50 18 20 23.5
13 14 16 22
GW ~ 30
40 1000 LB
30 20
20
10
10
0 0
30 MIN
20 30 40 50 60 70 80 90 100
MCP
10 MIN
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
PLACARD TORQUE LIMIT = 91% AB3522_11A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-13. Cruise - Altitude 4,000 Feet (Sheet 11 of 11)
7A-78
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
PRESSURE ALT: 4000 FT T701D / CC (2)
−50 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17
170
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
170 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
160
10 20 30
SE ~ 2.5 MIN
150 150
140 140
130 130
120 120
H−60A+ / H−60L TORQUE LIMIT
MAX
110 RANGE
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100 100
90 90
80
80
MAX END
AND R / C 70
70
60
H−60A+ TRANS TORQUE LIMIT
60
H−60L TRANS TORQUE LIMIT
50
50
40
40 13 GW ~
14 16 18 20 22 23 24.5 30
1000 LB
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3523_1A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-14. Cruise High Drag - Altitude 4,000 Feet (Sheet 1 of 11)
7A-79
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
PRESSURE ALT: 4000 FT T701D / CC (2)
−40 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17
170
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
Δ TRQ ~ % FOR DRAG
170 AREA OF 10 SQ FT OF ΔF
160
10 20 30
160
150
SE ~ 2.5 MIN
150
140
140
130
130
H−60A+ / H−60L TORQUE LIMIT
120
120
MAX
RANGE 110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90
90
80
80
MAX END
AND R / C
70
70
60
H−60A+ TRANS TORQUE LIMIT
60
H−60L TRANS TORQUE LIMIT
50
50
40
40 13 GW ~ 30
14 16 18 20 22 23 24.5 1000 LB
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
ETF = 0.85
TORQUE PER ENGINE ~ %
ATF = 0.9
AB3523_2A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-14. Cruise High Drag - Altitude 4,000 Feet (Sheet 2 of 11)
7A-80
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
PRESSURE ALT: 4000 FT T701C (2)
T701D / CC (2)
−30 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17
170
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
180
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
170 160
10 20 30
160
150
SE ~ 2.5 MIN
150
140
140
130
130
H−60A+ / H−60L TORQUE LIMIT
120
120
MAX
RANGE 110
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
80
80
MAX END
AND R / C 70
70
60
H−60A+ TRANS TORQUE LIMIT
H−60L TRANS TORQUE LIMIT
60
50
50 40
GW ~
1000 LB 30
40
13 14 16 18 20 22 23 24.5
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3523_3A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-14. Cruise High Drag - Altitude 4,000 Feet (Sheet 3 of 11)
7A-81
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
PRESSURE ALT: 4000 FT T701D / CC (2)
−20 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17
170
~ 30 & 10 MIN
180 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
~ MCP
170 10 20 30
150
SE ~ 2.5 MIN
160
150 140
140
130
130
H−60A+ / H−60L TORQUE LIMIT
120
TORQUE AVAILABLE
120
MAX 110
RANGE
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
80
80 MAX END
AND R / C 70
70
60
H−60A+ TRANS TORQUE LIMIT
H−60L TRANS TORQUE LIMIT
60 50
50 40
GW ~
1000 LB 30
40 24.5
1314 16 18 20 22 23
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
30/10
MIN
SE
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3523_4A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-14. Cruise High Drag - Altitude 4,000 Feet (Sheet 4 of 11)
7A-82
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
PRESSURE ALT: 4000 FT T701D / CC (2)
−10 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17
170
Δ TRQ ~ % FOR DRAG
180 AREA OF 10 SQ FT OF ΔF
160
~ 30 MIN
~ 10 MIN
10 20 30
~ MCP
170
150
SE ~ 2.5 MIN
160
140
150
140 130
130
H−60A+ / H−60L TORQUE LIMIT
120
TORQUE AVAILABLE
120
110
MAX
INDICATED AIRSPEED ~ KTS
RANGE
TRUE AIRSPEED ~ KTS
110
100
100
90
90
80
80 MAX END
AND R / C 70
70 60
H−60A+ TRANS TORQUE LIMIT
60 50
H−60L TRANS TORQUE LIMIT
GW ~
40
50 1000 LB
30
40 13 14 16 18 20 22 23 24.5
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
30 MIN
10 MIN
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3523_5A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-14. Cruise High Drag - Altitude 4,000 Feet (Sheet 5 of 11)
7A-83
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
PRESSURE ALT: 4000 FT T701C (2)
T701D / CC (2)
0 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
180 160
10 20 30
~ 30 MIN
~ 10 MIN
~ MCP
170
150
SE ~ 2.5 MIN
160
140
150
130
140
TORQUE AVAILABLE
H−60A+ / H−60L TORQUE LIMIT
120
130
120 110
INDICATED AIRSPEED ~ KTS
MAX
TRUE AIRSPEED ~ KTS
110 RANGE 100
100 90
90 80
MAX END
80 AND R / C 70
70 60
H−60A+ TRANS TORQUE LIMIT
50
60
H−60L TRANS TORQUE LIMIT
40
50
GW ~
1000 LB 30
40 13
14 16 18 20 22 23 24.5
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
30 MIN
10 MIN
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3523_6A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-14. Cruise High Drag - Altitude 4,000 Feet (Sheet 6 of 11)
7A-84
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
PRESSURE ALT: 4000 FT T701D / CC (2)
10 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
180 10 20 30
H−60A+ / H−60L TORQUE LIMIT
~ MCP
~ 30 MIN
~ 10 MIN
170 150
SE ~ 2.5 MIN
160
140
150
130
140
120
130
110
120
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
MAX 100
110 RANGE
90
100
TORQUE AVAILABLE
80
90
MAX END
AND R / C 70
80
H−60A+ TRANS TORQUE LIMIT
60
70
50
H−60L TRANS TORQUE LIMIT
60
40
50
30
13
40 14 16 18 20 22 23 24.5
GW ~ 20
30
1000 LB
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
MCP
SE
30 MIN
10 MIN
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3523_7A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-14. Cruise High Drag - Altitude 4,000 Feet (Sheet 7 of 11)
7A-85
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
PRESSURE ALT: 4000 FT T701D / CC (2)
20 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
180 10 20 30
150
~ 30 MIN
~ 10 MIN
170
~ MCP
SE ~ 2.5 MIN
160 140
150
130
140
H−60A+ / H−60L TORQUE LIMIT
120
130
110
INDICATED AIRSPEED ~ KTS
120
TRUE AIRSPEED ~ KTS
100
MAX
110 RANGE
90
100
TORQUE AVAILABLE
80
90
MAX END 70
AND R / C
80
60
H−60A+ TRANS TORQUE LIMIT
70
H−60L TRANS TORQUE LIMIT
50
60
40
50
30
13 14 16 18 20 22 23 24.5
40
GW ~
20
30 1000 LB
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
MCP
30 MIN
10 MIN
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3523_8A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-14. Cruise High Drag - Altitude 4,000 Feet (Sheet 8 of 11)
7A-86
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
PRESSURE ALT: 4000 FT T701D / CC (2)
30 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15
170
H−60L TORQUE LIMIT
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
10 20 30
180
150
~ MCP
170
SE ~ 2.5 MIN
140
~ 10 MIN
~ 30 MIN
160
150 130
140 MAX
RANGE 120
130
110
INDICATED AIRSPEED ~ KTS
120
TRUE AIRSPEED ~ KTS
100
110
90
100
80
TORQUE AVAILABLE
90
MAX END 70
AND R / C
80
H−60A+ TRANS TORQUE LIMIT
60
70
H−60L TRANS TORQUE LIMIT
50
60
40
50
13 14 16 18 20 22 23 24.5 30
40
GW ~
1000 LB 20
30
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
MCP
MIN
MIN
30
SE
10
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3523_9A
DATA BASIS: FLIGHT TEST PLACARD TORQUE LIMIT = 97% SAF
Figure 7A-14. Cruise High Drag - Altitude 4,000 Feet (Sheet 9 of 11)
7A-87
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
PRESSURE ALT: 4000 FT T701D / CC (2)
40 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15
170
H−60L TORQUE LIMIT
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
10 20 30
180 150
SE ~ 2.5 MIN
~ 30 MIN
~ MCP
170
140
160
~ 10 MIN
130
150
140 120
130 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
100
110
90
MAX
100 RANGE
80
90 TORQUE AVAILABLE
70
MAX END
AND R / C
80
H−60A+ TRANS TORQUE LIMIT
60
70
50
60 GW ~
1000 LB 40
13 14 16 18 20 22 23 24.5
50
30
40
20
30
20
10
10
0 0
30 40 50 60 70 80 90 100 110
MCP
MIN
MIN
30
10
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3523_10A
DATA BASIS: FLIGHT TEST PLACARD TORQUE LIMIT = 94% SAF
Figure 7A-14. Cruise High Drag - Altitude 4,000 Feet (Sheet 10 of 11)
7A-88
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
PRESSURE ALT: 4000 FT T701C (2)
T701D / CC (2)
50 °C FOR INTERPOLATION ONLY TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14
170
H−60L TORQUE LIMIT
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
10 20 30
150
180
TORQUE AVAILABLE
~ 30 MIN
SE ~ 2.5 MIN
~ 10 MIN
~ MCP
170
140
160
130
150
120
140 MAX
RANGE
130 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120 100
110 90
100
80
90
70
H−60A+ TRANS TORQUE LIMIT
MAX END
80 AND R / C
60
70
50
60
40
50 23 24.5
13 14 16 18 20 22
30
GW ~
40 1000 LB
20
30
20
10
10
0 0
20 30 40 50 60 70 80 90 100
MCP
MIN
MIN
30
10
SE
ETF = 0.85TORQUE PER ENGINE ~ % ATF = 0.9
AB3523_11A
DATA BASIS: FLIGHT TEST PLACARD TORQUE LIMIT = 91% SAF
Figure 7A-14. Cruise High Drag - Altitude 4,000 Feet (Sheet 11 of 11)
7A-89
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 6000 FT
−50 °C TOTAL FUEL FLOW ~ 100 LB/HR
5 6 7 8 9 10 11 12 13 14 15 16 17 18
170
Δ TRQ ~ % FOR DRAG
160 AREA OF 10 SQ FT OF ΔF
SE ~ 2.5 MIN
160
TORQUE AVAILABLE ~ ALL ENGINE LIMITS
10 20 30
150
150
140
140
130
130
120
H−60A+ / H−60L TORQUE LIMIT
MAX 120
RANGE
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90 90
MAX END 80
H−60A+ TRANS TORQUE LIMIT
80 AND R / C
70
70
60
60
H−60L TRANS TORQUE LIMIT
50
50
40
GW ~
1000 LB
40
1314 16 18 20 22 23.5 30
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3524_1A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-15. Cruise - Altitude 6,000 Feet (Sheet 1 of 9)
7A-90
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 6000 FT
−40 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17 18
170 170
Δ TRQ ~ % FOR DRAG
TORQUE AVAILABLE ~ ALL ENGINE LIMITS
AREA OF 10 SQ FT OF ΔF
SE ~ 2.5 MIN
160 160
10 20 30
150 150
140
140
130 130
H−60A+ / H−60L TORQUE LIMIT
120 120
MAX
RANGE
110 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100 100
90
90
MAX END 80
80 AND R / C
70
70
60
H−60A+ TRANS TORQUE LIMIT
60
H−60L TRANS TORQUE LIMIT
50
50
40
GW ~
40 1000 LB
30
13 14 16 18 20 22 23.5
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3524_2A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-15. Cruise - Altitude 6,000 Feet (Sheet 2 of 9)
7A-91
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 6000 FT
−30 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17 18
170
170 Δ TRQ ~ % FOR DRAG
TORQUE AVAILABLE ~ ALL ENGINE LIMITS
AREA OF 10 SQ FT OF ΔF
SE ~ 2.5 MIN
160
160
10 20 30
150
150
140
140
130
130
H−60A+ / H−60L TORQUE LIMIT
120
120
MAX
RANGE
110
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
100
90
90
80
MAX END
AND R / C
80
70
70
60
H−60A+ TRANS TORQUE LIMIT
60
H−60L TRANS TORQUE LIMIT
50
50
40
GW ~
40 1000 LB 30
13 14 16 18 20 22 23.5
30
20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3524_3A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-15. Cruise - Altitude 6,000 Feet (Sheet 3 of 9)
7A-92
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 6000 FT
−20 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17 18
170
IN
~ MCP
SE ~ 2.5 MIN
Δ TRQ ~ % FOR DRAG
~ 30 & 10 M
170 AREA OF 10 SQ FT OF ΔF
160
10 20 30
160
150
150
TORQUE AVAILABLE
140
140
130
130
H−60A+ / H−60L TORQUE LIMIT
120
120
MAX
RANGE 110
INDICATED AIRSPEED ~ KTS
110
TRUE AIRSPEED ~ KTS
100
100
90
90
80
MAX END
AND R / C
80
70
70
60
H−60A+ TRANS TORQUE LIMIT
H−60L TRANS TORQUE LIMIT
60 50
50 40
GW ~
1000 LB
40 30
13 14 16 18 20 22 23.5
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
30/10
MIN
SE
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3524_4A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-15. Cruise - Altitude 6,000 Feet (Sheet 4 of 9)
7A-93
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 6000 FT
−10 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17 18
180 170
~ 30 MIN
~ 10 MIN
~ MCP
Δ TRQ ~ % FOR DRAG
SE ~ 2.5 MIN
AREA OF 10 SQ FT OF ΔF
170 160
10 20 30
160
150
TORQUE AVAILABLE
150
140
140
130
130
120
H−60A+ / H−60L TORQUE LIMIT
120
110
MAX
INDICATED AIRSPEED ~ KTS
RANGE
110
TRUE AIRSPEED ~ KTS
100
100
90
90 80
MAX END
H−60A+ TRANS TORQUE LIMIT
AND R / C
80 70
70 60
H−60L TRANS TORQUE LIMIT
60 50
50 40
GW ~
1000 LB
40 30
13 14 16 18 20 22 23.5
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
30 MIN
10 MIN
SE
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3524_5A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-15. Cruise - Altitude 6,000 Feet (Sheet 5 of 9)
7A-94
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 6000 FT
0 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15 16 17 18
170
180 Δ TRQ ~ % FOR DRAG
~ 30 MIN
~ 10 MIN
~ MCP
AREA OF 10 SQ FT OF ΔF
SE ~ 2.5 MIN
160
170
10 20 30
160 150
TORQUE AVAILABLE
150 140
140 130
130 120
H−60A+ / H−60L TORQUE LIMIT
120 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110 MAX
RANGE 100
100 90
90 80
MAX END
AND R / C
80 70
60
H−60A+ TRANS TORQUE LIMIT
70
H−60L TRANS TORQUE LIMIT
50
60
40
50
GW ~
1000 LB 30
40
13 14 16 18 20 22 23.5
30 20
20
10
10
0 0
20 30 40 50 60 70 80 90 100 110 120 130
MCP
30 MIN
10 MIN
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3524_6A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-15. Cruise - Altitude 6,000 Feet (Sheet 6 of 9)
7A-95
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 6000 FT
10 °C 20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 7 8 9 10 11 12 13 14 15
170
~ MCP
~ 30 MIN
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
~ 30 MIN
~ 10 MIN
180 AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
180
~ MCP
160
H−60L TORQUE LIMIT
170 10 20 30 10 20 30
SE ~ 2.5 MIN
170
SE ~ 2.5 MIN
150
160
160
140
150
~ 10 MIN
150
130
140
140
120
130
130
120 110
H−60L TORQUE LIMIT
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
MAX 100
110 RANGE 110
MAX
TORQUE AVAILABLE
RANGE
90
100
100
80
90 MAX END 90
AND R / C MAX END
70 AND R / C
H−60A+ TRANS TORQUE LIMIT
80
TORQUE AVAILABLE
80
H−60A+ TRANS TORQUE LIMIT
60
70 70
50
60 60
40
50 50
13 30
40 14 16 18 20 22 23.5 40
13
14 16 18 20 22 23.5
30 GW ~ 20 GW ~ 30
1000 LB
1000 LB
20 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
10 MIN
10 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB3524_7A
DATA BASIS: FLIGHT TEST PLACARD TORQUE LIMIT = 97% PLACARD TORQUE LIMIT = 93% SAF
Figure 7A-15. Cruise - Altitude 6,000 Feet (Sheet 7 of 9)
7A-96
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 6000 FT
30 °C 40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 7 8 9 10 11 12 13 14 15
170
~ 30 MIN
TORQUE AVAILABLE
~ MCP
TRQ ~ % FOR DRAG TRQ ~ % FOR DRAG
~ 30 MIN
~ 10 MIN
AREA OF 10 SQ FT OF F AREA OF 10 SQ FT OF F
~ MCP
~ 10 MIN
180 160
10 20 30 10 20 30 180
170 150
170
160
140
H−60L TORQUE LIMIT
SE ~ 2.5 MIN
160
MAX
H−60L TORQUE LIMIT
SE ~ 2.5 MIN
150
130 RANGE 150
140
140
120
130
130
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120 MAX
RANGE 120
100
110
110
90
100
100
80 MAX
END
TORQUE AVAILABLE
90 AND 90
MAX END 70 R/C
AND R / C
80
H−60A+ TRANS TORQUE LIMIT
H−60A+ TRANS TORQUE LIMIT
80
60
70 70
50
60 60
GW ~
1000 LB 40
50 50
13 14 16 18 20 22 23.5
30 13 14 16 18 20 22 23.5
40 40
GW ~
30 20 1000 LB 30
20 20
10
10 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
30 MIN
30 MIN
10 MIN
10 MIN
SE
SE
MCP
MCP
ETF = 0.85 ATF = 0.9 ETF = 0.85 ATF = 0.9
AB3524_8A
DATA BASIS: FLIGHT TEST PLACARD TORQUE LIMIT = 90% PLACARD TORQUE LIMIT = 87% SAF
Figure 7A-15. Cruise - Altitude 6,000 Feet (Sheet 8 of 9)
7A-97
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
CLEAN CONFIGURATION T701D / CC (2)
PRESSURE ALT: 6000 FT
50 °C FOR INTERPOLATION ONLY TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13
170
TORQUE LIMIT
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
H−60L
~ MCP
TORQUE AVAILABLE
160
~ 30 MIN
~ 10 MIN
10 20 30
180
150
170
SE ~ 2.5 MIN
140
160
130
150
140 120
130 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120 100
110
90
100
80
MAX
RANGE
90
70
H−60A+ TRANS TORQUE LIMIT
80 MAX END
AND R / C 60
70
50
22 23.5
60 13 14 16 18 20
GW ~ 40
1000 LB
50
30
40
20
30
20
10
10
0 0
30 MIN
10 MIN
20 30 40 50 60 70 80 90 100
MCP
SE
ETF = 0.85 ATF = 0.9
TORQUE PER ENGINE ~ %
PLACARD TORQUE LIMIT = 83% AB3524_9A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-15. Cruise - Altitude 6,000 Feet (Sheet 9 of 9)
7A-98
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
PRESSURE ALT: 6000 FT T701D / CC (2)
−50 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
~ ALL ENGINE LIMITS
180
TORQUE AVAILABLE
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
170 160
10 20 30
160
150
SE ~ 2.5 MIN
150
140
140
130
130
120
H−60A+ / H−60L TORQUE LIMIT
120
110
110 MAX
INDICATED AIRSPEED ~ KTS
RANGE
TRUE AIRSPEED ~ KTS
100
100
90
90
80
80
MAX END
AND R / C 70
70
H−60A+ TRANS TORQUE LIMIT
60
H−60L TRANS TORQUE LIMIT
60
50
50 40
40 30
13 14 16 18 20 22 23 24.5
30 GW ~
1000 LB 20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3525_1A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-16. Cruise High Drag - Altitude 6,000 Feet (Sheet 1 of 9)
7A-99
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
PRESSURE ALT: 6000 FT T701D / CC (2)
−40 °C TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 14 15
170
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
180 Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
170
10 20 30
160 150
SE ~ 2.5 MIN
150
140
140
130
130
120
H−60A+ / H−60L TORQUE LIMIT
120
110
INDICATED AIRSPEED ~ KTS
110 MAX
TRUE AIRSPEED ~ KTS
RANGE
100
100
90
90
80
80 MAX END
AND R / C 70
70
H−60A+ TRANS TORQUE LIMIT
60
H−60L TRANS TORQUE LIMIT
60
50
50 40
30
40
13 14 16 18 20 22 23 24.5
GW ~
30 1000 LB 20
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3525_2A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-16. Cruise High Drag - Altitude 6,000 Feet (Sheet 2 of 9)
7A-100
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESSURE ALT: 6000 FT T701C (2)
T701D / CC (2)
−30 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15
170
~ ALL ENGINE LIMITS
TORQUE AVAILABLE
Δ TRQ ~ % FOR DRAG
180 AREA OF 10 SQ FT OF ΔF
160
170 10 20 30
150
SE ~ 2.5 MIN
160
140
150
140 130
130 120
H−60A+ / H−60L TORQUE LIMIT
120
110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110 MAX
RANGE 100
100
90
90
80
80 MAX END
AND R / C 70
H−60A+ TRANS TORQUE LIMIT
70 60
H−60L TRANS TORQUE LIMIT
60 50
40
50
30
40
13 14 16 18 20 22 23 24.5
30 GW ~ 20
1000 LB
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
SE
ALL
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3525_3A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-16. Cruise High Drag - Altitude 6,000 Feet (Sheet 3 of 9)
7A-101
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
PRESSURE ALT: 6000 FT T701D / CC (2)
−20 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
~ 30 & 10 MIN
180 160
10 20 30
~ MCP
170
150
160
SE ~ 2.5 MIN
140
150
130
140
130 120
H−60A+ / H−60L TORQUE LIMIT
TORQUE AVAILABLE
120 110
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
110 100
MAX
RANGE
100 90
90 80
MAX END
80 70
AND R / C
H−60A+ TRANS TORQUE LIMIT
70 60
H−60L TRANS TORQUE LIMIT
50
60
40
50
30
40
13 14 16 18 20 22 23 24.5
30 20
GW ~
1000 LB
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
30/10
MIN
SE
MCP
TORQUE PER ENGINE ~ %
ETF = 0.85 ATF = 0.9
AB3525_4A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-16. Cruise High Drag - Altitude 6,000 Feet (Sheet 4 of 9)
7A-102
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESSURE ALT: 6000 FT T701C (2)
T701D / CC (2)
−10 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF
160
180 10 20 30
~ 30 MIN
~ 10 MIN
~ MCP
170 150
SE ~ 2.5 MIN
160
140
150
130
140
120
H−60A+ / H−60L TORQUE LIMIT
130
110
120
INDICATED AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
100
110
MAX
RANGE
90
100
TORQUE AVAILABLE
80
90
MAX END 70
80 AND R / C
H−60A+ TRANS TORQUE LIMIT
60
70
H−60L TRANS TORQUE LIMIT
50
60
40
50
13 14 16 18 20 22 23 24.5 30
40
GW ~ 20
30 1000 LB
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
30 MIN
10 MIN
SE
MCP
ETF = 0.85
TORQUE PER ENGINE ~ %
ATF = 0.9
AB3525_5A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-16. Cruise High Drag - Altitude 6,000 Feet (Sheet 5 of 9)
7A-103
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
PRESSURE ALT: 6000 FT T701D / CC (2)
0 °C TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15
170
Δ TRQ ~ % FOR DRAG
H−60A+ / H−60L
TORQUE LIMIT
AREA OF 10 SQ FT OF ΔF
160
10 20 30
180
150
~ 30 MIN
~ 10 MIN
~ MCP
170
SE ~ 2.5 MIN
160 140
150
130
140
120
130
110
TORQUE AVAILABLE
INDICATED AIRSPEED ~ KTS
120
TRUE AIRSPEED ~ KTS
100
110
MAX
RANGE 90
100
80
H−60A+ TRANS TORQUE LIMIT
90
MAX END 70
AND R / C
80
60
70
H−60L TRANS TORQUE LIMIT
50
60
40
50
30
40 24.5
13 14 16 18 20 22 23
20
30 GW ~
1000 LB
20
10
10
0 0
30 40 50 60 70 80 90 100 110 120
MCP
30 MIN
10 MIN
SE
ETF = 0.85 TORQUE PER ENGINE ~ % ATF = 0.9
AB3525_6A
DATA BASIS: FLIGHT TEST SAF
Figure 7A-16. Cruise High Drag - Altitude 6,000 Feet (Sheet 6 of 9)
7A-104
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESSURE ALT: 6000 FT T701C (2)
T701D / CC (2)
10 °C 20 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 7 8 9 10 11 12 13 14 15
170
TORQUE LIMIT
TORQUE LIMIT
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
H−60L
H−60L
160
10 20 30 10 20 30
TORQUE AVAILABLE
180
150 180
~ 30 MIN
~ MCP
SE ~ 2.5 MIN
~ MCP
~ 10 MIN
~ 30 MIN
170
SE ~ 2.5 MIN
170
140
160
160
150 130
~ 10 MIN
150
140 120 MAX
RANGE 140
130
110 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS
120
120
100
110
110
90
MAX
100 RANGE 100
80
TORQUE AVAILABLE
90
90
70
MAX END
H−60A+ TRANS TORQUE LIMIT
80 AND R / C MAX END 80
H−60A+ TRANS TORQUE LIMIT
AND R / C
60
70 70
50
60 60
40
50 50
24.5
30 24.5
23
40 22 40
23
20 22
18 20
30 20 30
13 16 18
14 GW ~ 16
20 20
GW ~ 10 1000 LB 13 14
10 1000 LB 10
0 0 0
30 40 50 60 70 80 90 100 110 30 40 50 60 70 80 90 100 110
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
SE
30 MIN
30 MIN
10 MIN
10 MIN
MCP
SE
MCP
ETF = 0.85
ATF = 0.9 ETF = 0.85 ATF = 0.9
AB3525_7A
DATA BASIS: FLIGHT TEST PLACARD TORQUE LIMIT = 97% PLACARD TORQUE LIMIT = 93% SAF
Figure 7A-16. Cruise High Drag - Altitude 6,000 Feet (Sheet 7 of 9)
7A-105
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESSURE ALT: 6000 FT T701C (2)
T701D / CC (2)
30 °C 40 °C
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
7 8 9 10 11 12 13 14 15 7 8 9 10 11 12 13 14 15
170
TORQUE LIMIT
TORQUE LIMIT
Δ TRQ ~ % FOR DRAG Δ TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF ΔF AREA OF 10 SQ FT OF ΔF
H−60L
H−60L
160
10 20 30 10 20 30
150
180
TORQUE AVAILABLE
SE ~ 2.5 MIN
180
~ 10 MIN
~ 30 MIN
~ MCP
~ 10 MIN
~ 30 MIN
170 140
SE ~ 2.5 MIN
~ MCP
170
160
130 160
150
150
120
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