FLIGHT LINE

SUPPLEMENT
UH-60A
BLACKHAWK

F Co. 1-212th Aviation Regiment

Fort Rucker, AL 36362-5000

Revised 19 October 2004

 UH-60A Flight Line Supplement
Table of Contents

HYDRAULIC SYSTEM.................................................................................................... 1
ELECTRICAL SYSTEM .................................................................................................. 8
FUEL SYSTEM ............................................................................................................. 11
HYDROMECHANICAL UNIT ........................................................................................ 14
PRESSURIZING AND OVERSPEED UNIT (POU) ....................................................... 15
ELECTRICAL CONTROL UNIT (ECU) ......................................................................... 19
ENGINE ALTERNATOR ............................................................................................... 21
MECHANICAL MIXING UNIT (MMU)............................................................................ 21
ELECTRONIC COUPLING ........................................................................................... 22
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) .................................................... 22
STABILITY AUGMENTATION SYSTEM (SAS) ......................................................... 23
FLIGHT PATH STABILIZATION (FPS) ...................................................................... 24
TRIM .......................................................................................................................... 25
STABILATOR............................................................................................................. 25
PNEUMATIC SYSTEM ................................................................................................. 28
FIRE DETECTION AND EXTINGUISHING SYSTEM................................................... 30
COMMAND INSTRUMENT SYSTEM (CIS).................................................................. 32
WEIGHT & BALANCE CLEARANCE FORM F ............................................................. 36
NOSE COMPARTMENT DIAGRAM………………………………………………………...42
AIRCRAFT SURVIVABILITY EQUIPMENT………………………………….……………..43

The purpose of the flight line supplement is to provide basic supplemental information
about the UH-60A/L to USAAVNC students. The following references were used for this
supplement:

TM 1-1520-237-10 (Operators Manual)

TM 11-1520-237-23-1 (Maintenance / General)
TM 11-1520-237-23-2 (Maintenance/ Airframe)
TM 55-1500-342-23 (Weight and Balance)
GE Training Guide for the T-700 Engine
Sikorsky Training Guide for the UH-60
ASET-AT Training CD and Student Handout
UH-60 ATM and AR 95-1

Any questions or comments about the information contained in this supplement should
be addressed to:

Commander
F Co. 1-212th Aviation Regiment
ATTN: Standardization Officer
Fort Rucker, AL 36362

0
 HYDRAULIC SYSTEM
The #1 and #2 hydraulic pumps are driven by separate transmission accessory
gearbox modules and supply 3000 PSI hydraulic pressure when the main rotors are
turning. The backup hydraulic pump is powered by a 115 VAC electric motor. If AC
power is available, the backup pump is able to provide hydraulic pressure should one or
both hydraulic pumps fail.
Each hydraulic pump is a constant pressure, variable volume pump. They will
maintain the required 3000 PSI over any rate of control movement for their own system.
However, if the #1 and #2 hydraulic pumps are inoperative at the same time, there will
be a slight restriction in the maximum rate of flight control movement. This is due to the
backup pump's inability to provide the required volume because it exceeds the flow rate
capability of the pumps.
Each pump has a pressure and return filter. The filter indicator buttons will extend
when the differential pressure reaches 70±10 PSID (pounds per square inch
differential). Additionally, the return filter has a bypass capability, should the differential
pressure reach 100±10 PSID. This is to allow hydraulic fluid to return from the system,
regardless of filter condition. If a return filter were to become completely clogged and
have no bypass capability, fluid would be blocked in the return lines. This would result
in a hydrostatic lock, and cause a flight control lock up.
The #1 hydraulic pump supplies hydraulic pressure to the #1 fore, aft, and lateral
primary servos and the #1 tail rotor servo.
The #2 hydraulic pump supplies hydraulic pressure to the #2 fore, aft, and lateral
primary servos and the components of the pilot assist area; pitch, roll, and yaw SAS
actuators, pitch boost servo, collective and yaw boost servos, and the pitch trim
assembly. A pressure reducer with relief valve in the pilot assist module reduces the
3000 PSI pump pressure to 1000 PSI for use by the pitch trim servo. The pressure
reducer relief valve indicator button will extend when pressure goes above 1375 PSI
indicating the relief valve opened allowing fluid to bypass the pitch trim servo.
The backup hydraulic pump can supply hydraulic pressure to the #1 and/or #2
hydraulic systems independently or simultaneously. It is also the only pump that can
supply hydraulic pressure to the 2nd stage tail rotor servo and the APU accumulator.
The backup pump supplies hydraulic pressure to flight control components during
ground checks (main rotors not turning). There are four caution lights and one advisory
light that turn on the backup pump when AC power is available:

#1 Reservoir Low (caution light) #2 Hydraulic Pump (caution light)

#1 Hydraulic Pump (caution light) APU Accumulator Low (advisory light)
#1 Tail Rotor Servo (caution light)
An electrical interlock is provided to prevent the #1 and #2 primary servos from
being mechanically isolated simultaneously. The primary servo shutoff valves located
on the transfer modules require electrical power to close. If one set of primary servos
(#1 or #2) is to be isolated, the other primary servo set must be pressurized to at least
2350 psi. There is no priority between the pilot’s and copilot’s servo off switch. The first
switch actuated takes precedence.

1
2
3
4
 Hydraulic fluid levels may be up to 3/8” into the overfill zone (black or blue
depending on type of reservoir) when fluid is hot.
There are temperature sensitive labels used on all hydraulic pumps. There should
be one label on the pressure side and one label on the return side. When the
temperature exceeds 132°C (270°F) on the label an entry shall be made in the on DA
Form 2408-13-1. The aircraft should not be flown until appropriate maintenance action
has been taken.

The hydraulic pump modules on the aircraft consist of a combination hydraulic

pump and reservoir that is sealed from the atmosphere. A spring in the reservoir
maintains a positive pressure in the system at all times. Because the system is sealed,
a servicing hand pump and reservoir are incorporated to allow for replenishment of
hydraulic fluid. A selector valve allows for the servicing hand pump to be connected to
the #1 hydraulic pump, the #2 hydraulic pump, or the backup hydraulic pump (labeled
#3 on the selector valve). When not in use the selector valve should be rotated to the
#4 (capped) position. To fill a hydraulic reservoir, select the desired position, and while
depressing the selector valve, rotate the servicing hand pump handle in the direction
indicated on the reservoir (clockwise). Use caution not to overfill the reservoir being
serviced. Upon completion of servicing, rotate the selector valve to the #4 (capped-off)
position.

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7
 ELECTRICAL SYSTEM
Alternating current (AC) is the primary source of electrical power for the UH60.
The AC power priority allows the #1 and/or #2 main generator(s) to automatically
supersede the APU generator, which in turn will supersede external power (on the
ground), or the battery (in flight).
Two generators must be operating for the blade de-ice system to function. If one
main generator should fail and cannot be reset, the APU must be started to provide
power for blade de-ice. The APU GEN ON advisory light will not appear during this
time.
Primary DC power is obtained by two 115 VAC to 28 VDC converters. The battery
is the secondary source providing power to the BATT UTIL BUS, BATT BUS, and DC
ESS BUS only when AC power is not available.
The distribution of electrical power is as follows for a normal start sequence:
1. With the battery connected, power is supplied to the Battery Utility Bus.
2. When the battery switch is placed on, power is supplied to the Battery
Bus and the DC Essential bus.
3. After the APU is started and the APU generator switch is turned on, AC
power from the APU generator is supplied to the #2 AC Primary Bus. From there it
goes through the 60 amp current limiters to the #1 AC Primary Bus. The #1 AC Primary
Bus then supplies power to the AC Essential Bus.
4. AC power from each AC Primary Bus supplies power to each converter,
which supply DC power to their respective DC Primary Busses. The #1 DC Primary Bus
supplies power to the DC Essential Bus and the Battery Bus.
5. When the main generators come on line, they supply AC power to the AC
Primary Busses. The AC power priority will supersede the APU generator, and the APU
GEN ON advisory light will go off.
Should a generator be disconnected by its GCU, 60 amp current limiters will
connect the AC Primary Bus of the disconnected generator with the other AC Primary
Bus. Current limiters are designed to protect the good primary bus from a possible short
circuit in the faulty primary bus. The only way for the AC Essential Bus to receive
power from the #2 AC Primary Bus is for the #1 AC Primary Bus not to be powered.
Should a converter fail, a 100 amp current limiter will connect the DC Primary Bus
of the failed converter with the other DC Primary Bus. The current limiter is designed to
protect the good primary bus from a possible short circuit in the faulty primary bus. The
only way for the DC Essential Bus to receive power from the #2 DC Primary Bus is for
the #1 DC Primary Bus not to be powered.

The APU generator cannot supply power to windshield anti-ice and the backup
pump concurrently. Priority is given to the backup pump.

8
9
 Battery power is supplied from one of two different types of batteries. A Nickel
Cadmium wet cell, open vent type battery or a flooded wet cell sealed lead acid battery
(SLAB). Both batteries supply 24Vdc power for secondary or emergency power.

The NiCad battery is a 24 vdc 5.5 amp hour 20-cell battery supplies dc power to
the battery and battery utility buses for operating dc essential equipment during primary
dc malfunction. Battery condition is monitored and maintained by a charger analyzer.
The charger analyzer charges the battery through a converter, whenever AC power is
applied. One of the cells monitors internal temperature and cell dissimilarity. An internal
battery temperature of 70°C or dissimilarity between cells will cause the BATT FAULT
caution light to illuminate, and the battery will be disconnected from the charging circuit
by the charger analyzer. When only battery power is available, and the battery is
charged to 80%, battery life will be approximately 22 minutes day and 14 minutes night.
At 35 to 45% charge the BATT LOW caution light will illuminate. At 30 to 40% charge
the DC essential Bus will be disconnected from the battery. At 35% capacity the battery
can provide two APU starts. If the battery is left ON the battery will completely discharge
in less than 3.5 hours.

BATTERY BATT
DC FAULT LOW CHARGE
Essential Bus
Charger
Analyzer

Battery Battery 24 VDC

Bus Utility Bus Battery
BATTERY SWITCH

DC ESS
BUS OFF

The sealed lead acid battery (SLAB) is also a 24 vdc 9.5 amp hour, sealed battery.
The battery is charged by the battery-charging relay. A battery low sensing relay will
cause the BATT LOW CHARGE caution light to illuminate when the battery charge
reaches 23 volts. The battery will not be disconnected from the dc essential bus. No
internal monitoring of the battery is possible, and the BATT FAULT caution light cannot
illuminate. For a battery at 80% charged, battery life will be approximately 38 minutes
day, and 24 minutes night. If the battery is left ON the battery will completely discharge
in less than 6 hours.

DC Battery Low BATT

Essential Bus Sensing Relay LOW CHARGE

Circuit
Breaker
Battery Battery 24 VDC
Bus Utility Bus Battery
BATTERY SWITCH

10
 FUEL SYSTEM

The aircraft fuel system consists of lines from two interchangeable main fuel tanks,
firewall-mounted fuel selector valves, prime/boost pump, and engine driven boost
pumps.

Fuel from the main tanks is by design provided by the low-pressure suction engine
driven boost pumps, resulting in a negative pressure in the fuel lines. Two electrically
operated submerged boost pumps provide positive pressure fuel (25-27 psi) from the
main tanks.

An automatic engine fuel prime feature is activated during engine start and stops
when the engine starter drops out. During single engine starts with the engine fuel
system selector in cross-feed the automatic prime feature is unable to prime the engine
being started if the other engine is already operating.

FUEL LOW caution light(s) flash and the MASTER CAUTION light on the Master
Warning Panel flashes when the fuel in the respective cell reaches approximately 172
pounds.

Fuel tanks are crashworthy and ballistic-resistant. The fuel line network includes
self-sealing, breakaway valves, and all main engine fuel lines are self-sealing at the
fittings. The APU fuel lines are not self-sealing.

The Fuel System Selector Levers allow:

DIR - Fuel is drawn to the respective engine (#1 fuel tank to #1 engine,
and #2 fuel tank to #2 engine).

XFD - Allows the engines to draw fuel from the opposite tank (#1 engine
draws fuel from the #2 fuel tank, and #2 engine draws fuel from the #1 fuel tank).

OFF - Fuel to the main engines is shut off (valves closed). Fuel for the
APU is drawn from the #1 fuel cell ONLY.

The engine fuel supply system consists primarily of the low pressure suction
engine driven boost pump, fuel filter, fuel filter bypass valve, fuel pressure sensor,
hydro mechanical unit (HMU), and pressurizing and overspeed unit (POU).

Fuel is drawn from a main tank up through the fuel selector valve and proceeds
through the low pressure suction engine driven boost pump, fuel filter, HMU, liquid to
liquid cooler, then to the POU valve, out to either the primer nozzles (for starting) or the
main fuel nozzles for engine operation.

11
12
(#2 Engine shown)

13
 HYDROMECHANICAL UNIT (HMU)
T-700-GE-700
The HMU is a basic fuel control that includes a high-pressure pump and a variable
geometry servo-actuator. It meters required fuel to the engine as a function of Ng
(compressor speed), T2 (compressor inlet temperature), P3 (compressor discharge
pressure), and trimming signals from the ECU, plus inputs from the Power Available
Spindle (PAS) and Load Demand Spindle (LDS).

The functions of the HMU are:

1. High Pressure Fuel Pumping - Fuel needs to be at a high pressure to

provide a precise spray pattern and good atomization in the combustion chamber.

2. Fuel Flow Metering - The HMU meters the proper amount of fuel to the
POU in response to the PAS position, LDS position, torque motor servo inputs from the
ECU, and sensed engine variables.

3. Collective Pitch Compensation through the LDS - When the collective is

moved, the desired Ng is reset to provide immediate and accurate gas producer
response. The new setting is trimmed by the ECU via the torque motor servo. This
helps prevent rotor droop as collective is increased and helps prevent rotor overspeed
as collective is reduced

4. Acceleration/Deceleration Flow Limiting – Prevents the Ng from

accelerating or decelerating faster than the engine can safely handle. Uncontrolled
acceleration could cause compressor stalls or engine damage and uncontrolled
deceleration could cause an engine flame out.

5. Ng Limiting - Limits maximum torque available under low temperature

conditions.

6. Variable Geometry Positioning - The HMU positions the inlet guide vanes
and the first two stages of variable guide vanes. The use of a variable geometry system
permits optimum performance over a wide range of operating conditions, facilitates
rapid stall-free accelerations, and optimizes fuel flow under partial power conditions.

7. ECU lockout via the PAS (Power Available Spindle) Override detent -
Allows the pilot to mechanically bypass the torque motor inputs and control the engine
manually by advancing the PAS past the fly detent, to the lockout position and then
retarding the PAS to trim the engine speed manually. This is known as ECU lockout.
TGT limiting, adjusting the Np reference from the cockpit with the engine speed trim
switch (INCR/DECR), Load sharing/Tq matching, and Np governing are disabled during
ECU lockout. The pilot must keep TGT within limits and Np within the operating range.
Only the torque motor servo is being overridden, all other HMU functions will still
function normally. (Note: ECU lockout will have no effect on the Np over speed
protection system for that engine.)

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 8. Torque Motor Servo to Trim Ng Output - The ECU sends signals to the
torque motor servo in the HMU where the electrical input is changed to a mechanical
input utilizing fuel pressure in the HMU case. The torque motor can retard Ng no further
than ground idle (63%), and can allow power to increase no further than that set by the
PAS setting. The ECU uses the torque motor to fine-tune the output of the engine to
meet its requirements. The torque motor servo may be overridden by advancing the
engine power control lever(s) to ECU lockout.

9. Opens Vapor Vent for HMU Priming - Certain situations require that the
HMU be primed (air removed from within the HMU). By advancing the power control
lever past the fly detent to the lockout position, the vapor vent is opened. When the
PCL is retarded to the idle position, the vapor vent closes.

15
Left Side HMU Diagram

16
 Right Side HMU Diagram

17
 PRESSURIZING AND OVERSPEED UNIT (POU)
T700-GE-700 Engine

The POU controls the sequencing of fuel between the start fuel and main fuel
manifolds. It also provides shutoff drain, start fuel & main fuel purge functions, and a
reduced flow schedule for overspeed protection.

The POU performs the following functions.

1. Sequences start fuel for engine starting.

2. Sequences main fuel for engine starting and for engine operation.

3. Purges start fuel manifold and nozzles during engine start (after 3
seconds) and main fuel manifold and nozzles on shutdown to prevent coking.

4. Provides Np overspeed protection when activated from the overspeed

circuit in the ECU at 106%+/-1%.

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 ELECTRICAL CONTROL UNIT (ECU)
T700-GE-700 ENGINE
The ECU controls the electrical functions of the engines and transmits operational
information to the cockpit.
1. Trims the HMU output through the torque motor servo as determined by:

Isochronous Np Governing - Simply stated, the ECU will maintain Np

at the reference speed set by the pilot (Normally 100%). This is the ECU’s primary
function, and is overridden only by TGT limiting.

TGT Limiting - When the TGT reaches 837-849°C, the TGT limit
amplifier overrides the Np governing, load sharing channels, and reduces fuel flow to
hold a constant TGT of 837-849°C. It is possible to see a transient increase above
850°C when the pilot demands maximum power. TGT limiting can not prevent over-
temperatures during engine starts, compressor stalls, during ECU lockout operations,
and during alternator failures.

Np Reference from the cockpit - The pilot sets the reference %RPM
(Np 1 and 2) in the ECU by adjusting the ENG RPM speed trim (INCR/DECR) switch on
either collective. This is normally set at 100% but is adjustable from 96-100%.

Load Sharing - The torque matching and load sharing system

increases power on the lower-torque engine to keep engine torques approximately
equal. The system does not allow an engine to reduce power to match a lower power
engine. If an engine fails to the high side, the good engine will only try to increase
torque upward until its Np is 3% above the reference Np.
2. Np Overspeed System - The overspeed system includes two speed-
sensing circuits (A and B). Each circuit is calibrated to close a switch when Np reaches
106±1%. Both switches must close before the overspeed solenoid in the POU will be
energized. The switches will open when Np is reduced below 106±l%. This will cause a
cycling of the over speed protection system as long as the reason for the overspeed
condition exists. The overspeed circuits receive power from the engine alternator. As a
backup, in the event of an alternator failure, the overspeed circuits receive power from
the aircraft electrical system.
3. Sends Np, and torque signals to the cockpit. A TGT signal (pass through
only) is also sent via the ECU to the cockpit.
4. Sends signals to the history recorder. (Maintenance function)
CAUTION

When an engine is controlled with the engine power control lever in lockout or with the
ECU inoperative, TGT limiting is inoperative and engine response is much faster. The
pilot must ensure that TGT limits are not exceeded and that %RPM R and %RPM 1 and/or
2 are kept within operating limits.

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 ENGINE ALTERNATOR
T700-GE-700 Engine
The engine alternator is mounted on the accessory gearbox of the engine. It
contains three separate internal windings for its three functions that include:

1. Power to the ignition exciters during start (black engine wire).

2. Power to the ECU (yellow engine wire).

3. Ng signal which is sent to the cockpit CDU via the SDC’s (green engine wire).

If the alternator supply providing the Ng signal is interrupted, a loss of the cockpit
Ng indication will occur causing the respective engine out master warning light to
illuminate and the audible warning to sound because Ng speed is below 55%.

If the alternator fails completely, a loss of % RPM 1 or 2 and torque indications will
occur, with the corresponding engine increasing to maximum power. At high power
settings, the extra power coming from the defective engine may be absorbed by the
demands of the rotor system with little or no increase in % RPM R noted, however TGT
limiting is inoperative and will not prevent an over-temp condition from occurring. At
lower power settings, an over speed will result. Power for the over speed circuitry during
total alternator failure is provided by a redundant AC power source from airframe
power.

MECHANICAL MIXING UNIT (MMU)

The mechanical mixing unit is designed to reduce inherent control coupling.

(Inherent control coupling might be referred to as a side effect of a control input. You
increase collective to bring the aircraft up to a hover. However, a side effect of this is
the increased torque causing the nose to turn to the right). This is an average mixing for
all flight conditions and is not based on any particular weight. The pilot, with assistance
from AFCS, will make the adjustments needed if these mixings are too much or too
little. The mechanical mixing unit helps reduce pilot workload through the following
inputs and outputs:
1. Collective to Pitch mixing Compensates for downwash on the aft fuselage
and stabilator. As collective is increased, the main rotor disk is tilted forward slightly,
and as collective is decreased the main rotor disk is tilted aft slightly.

2. Collective to Roll mixing Compensates for translating tendency. As the

collective is increased the main rotor disk is tilted slightly left and as the collective is
decreased the main rotor disk is tilted slightly back toward the right.
3. Collective to Yaw mixing Compensates for the torque effect of the main rotor.
As collective is increased, tail rotor pitch is increased and as collective is decreased, tail
rotor pitch is decreased.

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 4. Yaw to Pitch mixing Compensates for tail rotor lift vectors. As tail rotor pitch is
increased the main rotor disk is tilted slightly aft, and as tail rotor pitch is decreased the
main rotor disk is tilted slightly forward. The tail-rotor on the UH-60 is mounted to
provide a vertical lift component to help offset the aft CG component associated with
airframe design.

In the above, the first word associated with that particular mix, i.e. Collective to
Yaw, is the pilot input to the flight controls. With a collective input from the pilot, the
mixing unit provides a pitch, roll and yaw output. With a yaw input from the pilot or from
AFCS (FPS coupled with trim), the mixing unit provides a pitch output.

ELECTRONIC COUPLING

COLLECTIVE to AIRSPEED to YAW This is usually discussed with the mechanical

mixing, although it is not a function of the MMU. This is a separate function of the
SAS/FPS computer. Collective to airspeed to yaw mixing, or electronic coupling, helps
compensate for the torque effect in addition to the collective to yaw mechanical mixing
by increasing or decreasing tail rotor pitch by use of the yaw trim actuator. Electronic
coupling uses the yaw trim actuator to vary its input to the tail rotor based on both the
collective position and airspeed signals. From 0 to 40 knots, electronic coupling is at its
maximum input to the yaw trim actuator. As airspeeds increase above 40 knots, the tail
rotor and cambered vertical fairing become more efficient. With increasing airspeed
less tail rotor pitch is required for a given collective position. Electronic coupling
continually decreases the amount of tail rotor pitch it programs in until 100 knots, where
no electronic coupling is required. Note that the SAS/FPS computer may override this
function as needed to maintain heading hold or turn coordination.

Electronic coupling is reduced as airspeed

increases from 40-100 KIAS. Above 100
KIAS electronic coupling is reduced to zero.

AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

The AFCS enhances the static stability and handling qualities of the helicopter.
It is comprised of four subsystems:

1. SAS
2. Trim
3. FPS
4. Stabilator

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 STABILITY AUGMENTATION SYSTEM (SAS)

NOTE

Control authority is defined as the amount of input a system can make to the flight
controls compared to how much the pilot can move those controls.

The UH-60 incorporates two SAS systems to help maintain a stable platform in
flight. SAS 1 is an analog system and SAS 2 is digital system. Both provide short term
rate dampening in the pitch, roll, and yaw axes. Operation of the two SAS is essentially
the same. SAS 2 has self-diagnostic capabilities where SAS 1 does not.
The design of the SAS results in control inputs to the flight control surfaces without
moving cockpit controls. Each SAS has 5% control authority for a combined total of
10%. Both SAS 1 and SAS 2 utilize hydraulic pressure from the #2 hydraulic system
applied to a single SAS actuator for each of the three flight axes. The SAS actuators
are located in the pilot-assist area beneath the over-head cowling.
SAS 1 is controlled by the SAS 1 amplifier located in the avionics compartment.
SAS 1 receives a pitch signal from the #1 stabilator amplifier, a roll signal from the
pilot’s vertical gyro, and a yaw signal from an internal rate gyro.
SAS 2 is controlled by the SAS/FPS computer located aft of the lower console.
SAS 2 receives a pitch signal from the #2 stabilator amplifier, a roll signal from a roll
rate gyro and a yaw signal from a yaw rate gyro, co-located in an EMI hardened
enclosure in the avionics compartment.
Both SAS utilize additional signal inputs, which are beyond the scope of this
document.
Malfunctions of SAS may be intermittent or of continuous nature. A malfunction of
SAS 1 may be accompanied by “pounding” in the flight controls or erratic tip path plane
movements. There are no caution lights to indicate a failure of SAS 1. If a SAS 1 failure
is suspected, SAS 1 should be turned off. SAS 2 utilizes a fault monitoring system to
alert the pilot of a failure. There are no caution lights associated with SAS 2, however,
there are failure advisory capsule lights located on the AFCS panel. A SAS off caution
light indicates that the SAS actuators are not pressurized.
In the event of a SAS failure, the pilot must turn off the affected SAS. When the
pilot turns off the malfunctioning SAS utilizing the SAS 1 or SAS 2 switches on the
AFCS panel, the remaining SAS will double its gain. The remaining SAS will have up to
5% control authority, and will work at the same speed. Doubling the gain simply means
that the sensitivity of the remaining SAS has been doubled. The effect of double the
gain is normally sufficient so that handling qualities are not significantly degraded.

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 FLIGHT PATH STABILIZATION (FPS)
The FPS system provides long term rate dampening in the pitch, roll, and yaw
axes. FPS provides basic autopilot functions using the trim actuators to maintain
attitude in the pitch and roll axes, and heading hold/turn coordination in the yaw axis.
When FPS is coupled with trim, it has 100% control authority. Because the FPS utilizes
the trim actuators, all FPS inputs will be observed by corresponding cyclic and pedal
movements.

In the pitch axis, the FPS computer uses the pitch trim assembly to make required
pitch attitude adjustments. The pitch trim assembly is an electro-hydro-mechanical
actuator meaning that it is electrically controlled, and converts hydraulic pressure into
mechanical movement. Below 60 KIAS FPS will provide attitude hold. Above 60 KIAS
FPS will provide attitude hold/airspeed hold.

In the roll axis, the FPS uses the roll trim actuator to make required roll attitude
adjustments. The roll trim actuator is an electro-mechanical actuator meaning that it
utilizes an electric motor to drive its output linkage. Attitude hold is provided regardless
of airspeed.

In the yaw axis, the FPS uses the yaw trim actuator to make required yaw
adjustments. The yaw trim actuator is also electro-mechanical. Below 60 KIAS, FPS
provides heading hold. Above 60 KIAS FPS provides heading hold/turn coordination. To
enter turn coordination the cyclic must be displaced about ½ inch and a roll attitude of
1.5 degrees or greater.

In order for FPS to function properly SAS 1 and/or SAS 2, Boost, and Trim must
be operational. The stabilator operating in automatic mode enhances FPS operation but
is not required.

The SAS 2 FPS computer constantly monitors the trim actuators when FPS is
turned on. If a failure is detected, both Master Warning Lights, FPS, and Trim caution
lights will illuminate. One or more of the failure advisory capsule lights on the AFCS
panel will also illuminate. If these lights illuminate, the pilot should note the failure
advisory indications. If the malfunction is of an intermittent nature, a power on reset
should clear the malfunction. If the malfunction is of a continuous nature the affected
axis can be controlled manually with no FPS or force gradient in that axis.

BELOW 60 KIAS ABOVE

Attitude hold Pitch Axis Attitude Hold / Air Speed Hold
Attitude Hold Roll Axis Attitude Hold
Heading Hold Yaw Axis Heading Hold / Turn
Coordination

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 TRIM
The trim system is comprised of three trim actuators. The roll and yaw trim
actuators are electro-mechanical, and the pitch trim assembly is electro-hydro-
mechanical. The trim system by itself provides a force gradient in the pitch, roll, and
yaw axes.

Proper operation of the yaw trim actuator requires that the yaw boost servo be
pressurized and operational.

Both electro-mechanical actuators incorporate slip clutches that allows the pilot to
overcome an internal jam in the actuator. The force required to break through the
clutches are 80 lbs. maximum in yaw and 13 lbs. maximum in roll.

The SAS 2 FPS computer constantly monitors the trim actuators when FPS is
turned on. If a failure is detected Master Warning Lights, the FPS and the Trim caution
lights will illuminate. One or more of the failure advisory capsule lights on the AFCS
panel will also illuminate. If these lights illuminate, the pilot should note the failure
advisory indications. If the malfunction is of an intermittent nature, a power on reset
should clear the malfunction. If the malfunction is of a continuous nature, the affected
axis can be controlled manually with no FPS or force gradient in that axis.

STABILATOR
The stabilator is a variable angle of incidence airfoil that enhances the handling
qualities and longitudinal control of the aircraft. The automatic mode of operation
positions the stabilator to the best angle of attack for existing flight conditions. The
stabilator amplifiers receive inputs from various sensors on the aircraft to perform its’
functions.

These sensors are:

• Airspeed/Air data Transducers – Located by the pilot’s and co-pilot’s pedals,

these sensors provide an electronic airspeed signal.

• Collective Position Sensor – Located on the MMU, they detect pilot collective
displacement.

• Lateral Accelerometers – Located in the cabin bulkhead over the crew chief’s
stations, they sense an out of trim condition.

• Pitch Rate Gyros – Located in the stabilator amplifiers, they sense pitch
attitude changes.

The stabilator is programmed to its optimum angle to provide the following functions:

25
 S 1. Streamline with main rotor downwash at low airspeed (30 KIAS and below)
to minimize nose-up attitudes resulting from the main rotor downwash on the stabilator.
(Airspeed/air data transducer)

C 2. Provide Collective coupling to minimize pitch attitude excursions due to

collective inputs. An increase in the collective would result in the helicopter pitching up.
The stabilator will program trailing edge down to prevent the nose from pitching up. As
collective is reduced the stabilator will program trailing edge up to prevent the nose
from pitching down. (Collective position transducer)

A 3. Decrease Angle of incidence (program up) as airspeed increases to

enhance static and longitudinal stability. (Airspeed/air data transducer)

L 4. Lateral Sideslip to Pitch Coupling to reduce susceptibility to gusts. Also

compensates for downwash on the stabilator and tail rotor efficiency. In forward flight,
the downwash on the retreating side is weaker than the downwash on the advancing
side. If a right sideslip is entered (left pedal applied), the stabilator encounters
increased downwash and the nose tends to pitch up, therefore the stabilator programs
down to prevent the nose up attitude. A right sideslip condition also results in increased
induced flow through the tail rotor and a corresponding decrease in the amount of lift
provided by the tail rotor. In a left sideslip (right pedal applied), the stabilator is
positioned in a reduced downwash condition and the nose tends to pitch down. The
stabilator programs trailing edge up to prevent the nose from pitching down. A left
sideslip condition also results in decreased induced flow through the tail rotor and a
corresponding increase in the amount of lift provided by the tail rotor. (Lateral
Accelerometers)

P 5. Provide Pitch rate feedback to improve longitudinal stability and to reduce

susceptibility to wind gusts. Pitch rate is sensed by pitch rate gyros in each stabilator
amplifier and corrections are made to help maintain level pitch attitudes during turbulent
conditions. The stabilator also programs as “G” loading increases in turns. “G” forces
acting upon the fuselage tend to pull the nose down in a turn, and the stabilator
programs trailing up to prevent the nose from dropping. (Pitch rate gyros)

The stabilator system incorporates a test circuit to verify proper operation of the
fault monitoring of the stabilator system. When the stabilator test button, located on the
AFCS panel is depressed, the #1 stabilator actuator begins to move. Once the
allowable mis-compare signal is reached the automatic mode of operation is de-
activated. (The test circuit is disabled above 60 KIAS) Maximum miss-compare range
is 10º at airspeeds up to 30 KIAS and tapers to 4º at 150 KIAS. Each stabilator
amplifier processes its own airspeed, collective position, lateral acceleration, and pitch
rate information. At airspeeds below 80 KIAS, the larger of the two airspeed signals are
used. At airspeeds above 80 KIAS, each stabilator amplifier uses its own airspeed
signal.

26
 CONTROL
COMPONENT FUNCTION BRAINS MUSCLE AXIS REMARKS
AUTHORITY

Helps maintain
Stabilator level flight 2 Stabilator 2 Stabilator Programmed for
attitudes. Enhances Amplifiers Actuators N/A N/A 5 basic functions
handling qualities.
Improves C.G.
Provides short term 5%
P/R/Y correction P /R/ Y SAS
and dampening. SAS Amplifier Pitch
SAS 1 Actuators
(Dynamic stability) SAS feedback is eliminated by the
pitch boost servo. The Pitch Boost
10% Roll
is on when either SAS is on. SAS
Provides short term
SAS 2 / FPS will not move the flight controls.
P/R/Y correction P /R/ Y SAS
SAS 2 and dampening. computer Yaw
Actuators

27
(Dynamic stability) (digital) 5%

Force gradient Pitch Trim is Hydro-

Monitored by the Pitch
100% Electromechanical.
Trim SAS / FPS 3 Trim Actuators Roll
with FPS Roll / Yaw servos are
Computer Yaw
Electromechanical.

Provides long term

P/R/Y correction Pitch
FPS SAS / FPS Computer 3 Trim Actuators 100%
and dampening. Roll
(Static stability) with Trim
Yaw
For FPS to work you must have
SAS 1 or SAS 2, Trim, and Boost
BELOW 60 KIAS> ABOVE
on.
ATT HOLD - P - ATT & A/S HOLD
ATT HOLD - R - ATT HOLD
HEAD HOLD - Y - HEADING HOLD
OR TURN COORD
28
 PNEUMATIC SYSTEM
The pneumatic system of the UH-60 operates from bleed air furnished by the main
engines, APU, or an external air source. The pneumatic system consists of the engine
start system, the anti-ice system, the heating system, and the extended range fuel
system.
Bleed air supplied by a main engine, the APU, or an external air source can be
used for starting purposes. The normal means of starting is through use of the APU as
an air source. The APU can provide sufficient air pressure and volume to accomplish
single engine starts throughout a wide range of ambient conditions and to accomplish a
dual engine start when conditions permit. Chapter 5 of the operator’s manual lists
single and dual engine start envelopes for given ambient conditions.
Engine starts may also be accomplished by using an operating engine as an air
source, and are known as cross bleed starts. Cross bleed starts can be accomplished
providing the Anti-ice light on the source engine is off, NG for the source engine is
above 90%, and RPMR is 100%. If an engine is to be used as an air source, the Air
Source Heat Start switch must be placed in the engine position.
An external inlet is provided to allow an external air source to pressurize the bleed
air manifold. If a JASU (jet aircraft starting unit) is used, it must meet the requirements
listed in Chapter 5 of the operator’s manual. The external pneumatic inlet contains a
check valve to prevent air leakage from the manifold when an external source is not
connected.
The heater system is pressurized by bleed air from any of the sources listed
above. The heater system mixes ambient air with heated bleed air to provide warm air
to the crew stations and to help prevent the overhead windows, and gunner’s windows
from fogging. The heater will automatically disengage when the starter is engaged.
The external range fuel system utilizes bleed air from the sources listed above to
pressurize the external tanks for fuel transfer.
The engine anti-ice systems consist of the engine anti-ice and engine inlet anti-ice
systems. Both anti-ice systems utilize bleed air from their respective engine only. The
APU and external sources are not used for the engine anti-ice systems. The engine
anti-ice system utilizes bleed air extracted from the compressor of the engine. This
bleed air prevents ice formation on the vanes in the inlet. Anti-ice functions are
controlled by the pilot through a switch labeled #1 Eng Anti-ice or #2 Eng Anti-ice.
Placing the switch on results in the anti-ice start bleed valve remaining open to direct
heated air to inlet vanes. An advisory light labeled #1 Eng Anti-ice On or #2 Eng Anti-
ice On will illuminate when the anti-ice start bleed valve opens. These lights will also
illuminate during low power conditions (88-92% NG), because the anti-ice start bleed
valves open to dump excess compressor discharge pressure preventing the possibility
of an engine flameout.
The engine inlet anti-ice is controlled by the same switch listed above, but utilizes
air from a separate bleed air tap. Bleed air is routed directly to the engine inlet anti-ice
modulating valve. When the engine anti-ice switch is placed on, the anti-ice modulating

29
valve samples ambient temperature through the insulated ambient sense port. If the
ambient temperature is above 13º C (Celsius), the modulating valves may not open. If
the ambient temperature is between 4º and 13º C, the modulating valves may open. If
the ambient temperature is below 4º C, the modulating valves must open. When the
modulating valve opens, heated bleed air is forced through the airframe engine inlet
and out the slits on the inlet. When the inlet temperature reaches 93º C, an advisory
light labeled #1 Eng Inlet Anti-ice On or #2 Eng Inlet Anti-ice On will illuminate.

FIRE DETECTION AND EXTINGUISHING SYSTEM

The fire detection and extinguishing system of the UH-60 is comprised of IR (Infra-
Red radiation) sensors, fire bottles, a control module, and fire warning arming levers (T-
handles). There are five IR sensing detectors installed on the UH-60. Each engine
compartment has one firewall-mounted sensor and one deck mounted sensor, the APU
compartment has one firewall-mounted sensor. When IR radiation is sensed, a signal is
sent from the fire extinguisher logic module to illuminate the FIRE light on the master
warning panel, and light the appropriate T-handle. The warning light and the T-handle
will go off when the IR source is no longer present.
Each engine compartment has an associated emergency off T-handle, which arms
the logic module. When either the #1 or #2 emergency off T-handles are pulled, the fuel
selector valve is moved to the off position by that handle. When the APU emergency off
T-handle is pulled, fuel is shutoff electrically. When the Fire Extinguisher Switch is
placed to Main or Reserve and a T handle has been pulled, fire-extinguishing agent is
discharged into the compartment selected by the T-handle. In the event of two T-
handles being pulled, extinguishing agent will be discharged into the compartment
which of the last lever pulled.
Without AC (alternating current) available, fire-fighting capability for the #2 engine
compartment does not exist. AC power converted to DC (direct current) must be
available to arm the logic module with the #2 emergency off T-handle. The #2
emergency off T-handle uses DC primary power from the #2 DC primary bus.
Provisions for fire extinguishing during crash sequence are provided via a 10 ”g”
impact switch mounted in the left-hand relay panel. Activation of this omni-directional
impact switch results in fire extinguishing agent being discharged into both the #1 and
#2 engine compartments. The Battery Utility Bus provides power for this impact switch.

Each fire bottle container is filled with liquid and charged with gaseous nitrogen.
The containers are mounted above the upper deck, behind the right engine
compartment. Each container has a pressure gage, easily viewable for preflight
inspection. The system also has a thermal discharge safety port that will cause a visual
indicator to rupture, indicating one or both containers are empty. Discharging the
extinguishing agent from the cockpit has no effect on this visual indicator.

30
31
 COMMAND INSTRUMENT SYSTEM (CIS)
The CIS is part of the Electronic Navigation Instrument Display System. The
instrument display system provides displays for navigation and command signals on a
vertical situation indicator (VSI) and a horizontal situation indicator (HSI) for pilot visual
reference. The system has a command instrument processor (CISP), two HSI/VSI
mode select panels, and one CIS mode select panel. The CIS processes navigational
data, aircraft attitude, and airspeed information appropriate for mode selected to
provide visual command indications for roll, pitch, and/or collective control, as needed,
to maintain heading, altitude, airspeed and to navigate during enroute and approach
operations. The CISP utilizes three bars on the VSI to display processed information;
roll command bar, pitch command bar, and the collective position indicator.

The CIS mode selector allows the pilot to select one of three modes of operation
to direct navigational signals to the CISP for command signal display.

1. HDG ON-the roll command bar, when followed, causes the helicopter to
acquire and track the heading manually selected on either pilot's HSI, this will provide 1
degree of roll command for each degree of heading error up to a roll command limit of
20 degrees. Switches off automatically within 10 degrees of selected course (VOR)
and 2.5 degrees (localizer).

2. ALT ON-the collective position indicator, when followed, causes the helicopter
to maintain altitude to within +/- 50 feet. Three parameters must be met before
selecting ALT ON:

A. Vertical rates no greater than +/- 200 feet per minute.

B. Altitude between –1,000 and +10,000.

C. Airspeed between 70 to 150 KIAS.

3. NAV ON-causes the CISP to enter the VOR NAV, ILS NAV, DPLR NAV, or FM
HOME mode as selected on the pilot's VSI/HSI mode selector. The CIS will then
provide steering commands based upon the course selected on either the pilot or
copilot's HSI, dependent on the mode select CRS HDG selection of PLT or CPLT.
NOTE: “Command” of course and heading information can only be TAKEN, it cannot
be given.

A. VOR NAV Mode: engaged by selecting the VOR/ILS switch on VSI/HSI

mode selector and pressing NAV switch on CIS mode selector. The roll command bar,
if followed, will cause helicopter to acquire and track course manually selected on the
HSI. If the helicopter is in excess of 10 to 20 degrees (outside the capture zone) from
selected radial this will cause the initial course intersection to be made in the heading
mode. Once the helicopter is within 10 to 20 degrees (within the capture zone) of the
selected course HDG ON will drop off and the roll command bar will provide a 45-
degree intercept for the final course. When passing over the VOR, the CISP reverts to

32
a station passage submode for approximately 30 seconds. Cyclic roll commands
during this time will be obtained from the HSI course datum signal.

B. ILS NAV Mode: engaged by selecting the VOR/ILS switch on VSI/HSI

mode selector, tuning a localizer frequency and selecting the NAV switch on the CIS
mode selector. NAV ON, ALT ON, HDG ON lights will illuminate. If the helicopter is in
excess of 2.5 to 5 degrees from localizer course this will cause the initial course
intersection to be made in the heading mode. Once the helicopter is within 2.5 to 5
degrees of the localizer course the HDG ON will drop off and the roll command bar will
provide a 45-degree intercept for the final course. Selecting the inbound course on the
HSI will give pictorial correct representation of approach. Pitch command bar, if
followed, will result in maintaining an airspeed that should not deviate more than +/- 5
knots from the existing airspeed when ILS NAV mode engaged. Collective position
indicator, if followed, will work as described in altitude hold mode. When the glide slope
is intercepted ALT ON will drop off and the collective position indicator, if followed, will
cause the helicopter to acquire and track the glide slope. This is the APPROACH
Mode, a submode of the ILS NAV Mode. BACK COURSE Mode is also a submode of
the ILS NAV Mode. It is engaged by selecting BACK COURSE ON on the VSI/HSI
mode selector. The roll command bar, if followed, will allow the pilots to fly the localizer
back course in the same manner as the front course ILS.

C. DOPPLER/GPS NAV Mode: engaged by selecting DPLR/GPS switch on

the VSI/HSI mode selector and the NAV switch on the CIS mode selector. The roll
command bar, if followed, will provide a straight line, wind corrected course to the
selected waypoint. The course deviation bar and course deviation pointer provide a
visual display of where the initial course lies in relationship to the helicopter's position.
The initial course is the course the Doppler/GPS computes from the helicopter's
position to the destination waypoint at the time the fly to destination thumbwheel is
rotated (or entered from keyboard). To achieve pictorially correct view of the course,
rotate the course knob to the head of the No. 1 needle.

D. FM HOME Mode: engaged by selecting the FM HOME switch on the

pilot's VSI/HSI mode selector and the NAV switch on the CIS mode selector. FM
homing signals are only sent to the VSI, other NAV modes will be retained on HSI if
previously selected. The CISP provides cyclic roll commands to home in on a radio
station selected on the No. 1 VHF-FM radio. When followed, the roll commands result
in not more than two overshoot heading changes before maintaining a tracking error not
to go over 3 degrees.

E. GO AROUND Mode: engaged when either pilot presses the GA (go

around) button on his cyclic control grip. When engaged, the CISP immediately
provides a collective position indication, which, when followed, will result in a 500 +/- 50
fpm rate of climb at zero bank angle (roll command bar). Five seconds after the GA
button is pressed, the CISP will provide cyclic pitch commands, which, when followed,
will result in 80 KIAS for the climb out. The GO AROUND Mode is disengaged by
changing to any other mode on the CIS mode selector.

33
Operational "RULE OF 5":

1. No. 1 Bearing Pointer. 4. Course Deviation Pointer (VSI).

(Doppler/GPS). (A) Doppler/GPS.
(B) VOR.
2. No. 2 Bearing Pointer. (C) Localizer.
(A) ADF. (D) FM home.
(B) VOR
5. Roll Command Bar (VSI).
3. Course Deviation Bar. (HSI) (A) Doppler/GPS.
(A) Doppler/GPS. (B) VOR.
(B) VOR. (C) Localizer.
(C) Localizer (D) FM home.
(E) Heading.

34
35
 WEIGHT & BALANCE CLEARANCE FORM F
DD Form 365-4
(TM 55-1500-342-23)
17 September 1996
Current to Change 8

1. The information presented here is an extract from TM 55-1500-342-23 dated 29

August 1986. It is provided as a reference to the aviator since the DD Form 365-4 is not
presented in the Operators Manual.

a. This form, referred to as the Form F, is used to derive the gross weight and C.
G. of an aircraft. The Form F furnishes a record of the aircraft weight and balance
status at each step of the loading process. It serves as a worksheet on which to record
weight and balance calculations and any corrections that must be made to ensure that
the aircraft will be within weight and C.G. limits. Sufficient completed FORMS F must be
onboard the aircraft to verify that the weight and C.G. will remain within allowable limits
for the entire flight. Sufficient forms can be one (for that specific flight) or it can be
several. Several FORMS F for various loading of crew, passengers, stores, cargo, fuel,
external loads, etc., which will result in extreme forward and extreme aft C.G. locations
and variations in gross weight, but will remain within allowable limits, may be used to
verify that a particular loading which is clearly between these extremes would remain
within limits.

b. The basic weight and moment obtained from the CHART C serve as the basis
for the calculations on the FORM F. AR 95-1 provides for some minor exceptions to this
rule. Small changes in Basic Weight and Moment due to removal or installation of
aircraft equipment or other actions may be allowed to accumulate on the CHART C
without changing the FORM F for no more than 90 days. Also, the FORM F can be
utilized to record certain items of aircraft equipment, which is part of Aircraft Basic
Weight when it is temporarily added to, removed from, or relocated within the aircraft
because of maintenance or specific mission requirements, etc. Procedures for this
situation are described in the CHART C discussion.

c. There are two versions of this form, transport and tactical. Instructions for
completing the TRANSPORT SIDE of the form are as follows:

(1) Insert necessary identifying information at the top of the form.

(2) REFERENCE 1. Enter aircraft basic weight and moment/constant (or

index). Obtain this information from the last entry on Chart C (Form 365-3).

36
 NOTE

If a load adjuster is used in loading the aircraft enter opposite Reference 1 the index
figure Obtained from Chart C and use index figures throughout the form. Enter plate
number of load adjuster (located on the left end of base) on the Form F. If Chart E or -
10 operators manual are used instead of a load adjusted, enter moment/constant
values throughout the form.

(3) REFERENCE 2. Leave blank (oil is included in the basic weight).

(4) REFERENCE 3. Enter number, weight and moment of flight crew (pilot,
co-pilot, and observer).

(5) REFERENCE 4. Enter weight and moment of crew’s baggage.

(6) REFERENCE 5. Enter weight and moment of steward’s equipment, if

applicable.

(7) REFERENCE 6. Enter weight and moment of emergency equipment not

included in the basic weight.

(8) REFERENCE 7 and 8. Enter weight and moment of any extra equipment
included in the basic weight.

(9) REFERENCE 9. Enter the sum weights and moments for REFERENCE 1
through REFERENCE 8 inclusive, to obtain OPERATING WEIGHT.

(10) REFERENCE 10. Enter the number of gallons, weight and moment of
the fuel on board at takeoff List under REMARKS the fuel tanks involved and the
amount of fuel in each tank (as required).

(11) REFERENCE 11 Enter the number of gallons, weight and moment of

water injection fluid, if applicable.

(12) REFERENCE 12. Enter Sum of weights and moments for REFERENCE
9 through REFERENCE 11, inclusive, to obtain TOTAL AIRCRAFT WEIGHT.

(13) LIMITATIONS (Lower Left Corner) The maximum ALLOWABLE LOAD

based on takeoff landing and limiting fuel restrictions determined by the -10 operators
manual of Chart E (aircraft diagram) loading data. (In the case of most helicopters, the
takeoff and landing gross weight limitations are the same, and there are no “ZERO
FUEL” restrictions.) These values are computed in the LIMITATIONS table on the lower
left hand corner of the Form F as follows:

(a) Enter the ALLOWABLE GROSS WEIGHT for TAKEOFF and LANDING.
If the aircraft can have a gross weight restriction above which all weight must be fuel in

37
the wings (ZERO WING FUEL GROSS WEIGHT), enter the ALLOWABLE GROSS
WEIGHT for LIMITING WING FUEL in the last column of the LIMITATIONS table.

(b) If the aircraft’s ALLOWABLE GROSS WEIGHT can be limited by a taxing

and/or ground handling gross weight, use the REMARKS section for subtracting the
warm up and/or taxi fuel from the maximum permissible ground handling gross weight.
The resulting value will be entered in the ALLOWABLE GROSS WEIGHT FOR
TAKEOFF block if the LIMITATIONS table and a statement similar to the following will
be noted in the REMARKS section: ALLOWABLE GROSS WEIGHT FOR TAKEOFF
LIMITED BY MAXIMUM TAXI GROSS WEIGHT.

(c) Determine the ALLOWABLE LOAD for TAKEOFF by subtracting the

TOTAL AIRCRAFT WEIGHT (REFERENCE 12) from the TAKEOFF ALLOWABLE
GROSS WEIGHT. (For most helicopters, this is the only ALLOWABLE LOAD
calculation required.) Determine the ALLOWABLE LOAD for LANDING by subtracting
the OPERATING WEIGHT (REFERENCE 9) PLUS ESTIMATED LANDING FUEL
WEIGHT (REFERENCE 23) from the LANDING ALLOWABLE GROSS WEIGHT.
Determine the LIMITING WING FUEL ALLOWABLE LOAD by subtracting the
OPERATING WEIGHT (REFERENCE 9) from the LIMITING WING FUEL
ALLOWABLE GROSS WEIGHT.

(14) REFERENCE 13. Using same compartment letter designation as shown

on CHART E (Aircraft diagram) or on load adjuster, enter the number, weight,
compartment, and total weight and total moment of passengers. Then enter weight,
compartment, total weight, and total moment of cargo.

(15) REFERENCE 14 and 15. Not applicable unless specifically required by

command policy.

(16) The area to the right of REFERENCE 13 is provided for aircraft requiring
Zero Fuel Weight, Zero Fuel Moment, and Zero Fuel C.G. computations. For most
helicopters, these blocks are not used. The required values are determined as follows:

(a) Add the weights and moments of OPERATING WEIGHT, (REFERENCE

9) and DISTRIBUTION OF ALLOWABLE LOAD (PAYLOAD), (REFERENCE 13). Enter
the calculated total weight in the ZERO FUEL WEIGHT block. Enter the corresponding
moment in the ZERO FUEL WEIGHT MOMENT block.

(b) Compute Zero Fuel C.G. for that weight and enter in the ZERO FUEL %
MAC block (Cross out % MAC and enter value in inches (IN).

(c) Enter on the LIMITATIONS table in the ALLOWABLE GROSS WEIGHT

(FUEL) block any Zero Fuel or Limiting Wing Fuel limitations set forth in the -10
operators manual or Chart E loading data. This figure must be compared with the
calculated value in the ZERO FUEL WEIGHT block. If the calculated weight exceeds
the limits, adjust the load accordingly.

38
 (d) The Zero Fuel C.G. cannot exceed the forward and aft C.G. limits at the
Zero Fuel Weight. These may be found in the -10 operators manual or Chart E loading
data. If it is within limits, enter the PERMISSIBLE C.G. ZERO FUEL WEIGHT forward
and aft limits at the Zero Fuel Weight in the LIMITATIONS table. If it is not, adjust the
load accordingly, and repeat the process.

(e) Enter the Zero Fuel weight and moment in REFERENCE 21.

(17) REFERENCE 16. Enter sum of REFERENCE 12 and the compartment

totals under REFERENCE 13 opposite TAKEOFF CONDITION (Uncorrected).

(18) REFERENCE 17. Enter the TAKEOFF C.G. (Uncorrected) as

determined from weight and moment values of REFERENCE 16.

(19) The weight value from REFERENCE 16 must be compared with the
allowable GROSS WEIGHT TAKEOFF as shown in the LIMITATIONS table to ensure it
is within limits. Use the REFERENCE 16 TAKEOFF CONDITION (Uncorrected) gross
weight to determine the PERMISSIBLE C.G. TAKEOFF forward and aft C.G. limits from
the -10 operators manual or Chart E loading data. If the takeoff C.G. of REFERENCE
17 is within these PERMISSIBLE C.G. TAKEOFF limits, and no other corrections are
necessary, (i.e. temporary equipment changes), enter the permissible limits in the
uncorrected weight and C.G. values from REFERENCE 16 and REFERENCE 17 into
the blocks at REFERENCE 19 and REFERENCE 20 respectively.

NOTE

The C.G. charts and tables in the Chart E and the -10 operator’s manual are not
accurate enough to use near the forward and aft C.G. limits. In those instances when
the actual C.G. is very close to the aircraft limits, the C.G. MUST be arithmetically
calculated to ensure the necessary accuracy.

(20) REFERENCE 18. When the takeoff weight of REFERENCE 16 and/or

the takeoff C.G. of REFERENCE 17 are not within permissible takeoff weight and/or
C.G. limits, changes in the amount or distribution of load (REFERENCE 13) are
required. The necessary load adjustments must be noted in the CORRECTIONS
columns on the left hand portion of FORM F. Enter a brief description of the necessary
load adjustment in the left hand column with the weight and moment listed in the
columns provided. Sum all the weight and moment increases and/or decreases to
obtain the net change (+ or -) in the amount or distribution of the load. Transfer the total
weight and moment adjustment to the spaces provided for CORRECTIONS (if required)
at REFERENCE 18.
NOTE

If there are any temporary equipment changes listed on DA Form 2408-13-1/2408-13-1-

E or DA Form 2408-14-1, they should be considered changes in aircraft loading. These

39
changes should be entered with the notation “EQUIPMENT CHANGES” near the top of
the CORRECTIONS table. A brief description, weights and moments should be entered
in the columns below this notation. These entries should be treated as a variation in
loading and applied to the total entered in REFERENCE 18.

(21) REFERENCE 19. In the space provided for TAKEOFF CONDITION

(Corrected), enter the sum of REFERENCE 16 and REFERENCE 18. (Add If
REFERENCE 18 is positive. If it is negative, subtract REFERENCE 18 from
REFERENCE 16.)

(22) REFERENCE 20. Enter the TAKEOFF C.G. (Corrected), as determined

from the weight and moment values of REFERENCE 19.

(23) The weight value from REFERENCE 19 must again be compared with
the allowable GROSS WEIGHT TAKEOFF as shown in the LIMITATIONS table to
ensure compatibility. At the REFERENCE 19 TAKEOFF CONDITION (Corrected) gross
weight, again determine the PERMISSIBLE C.G. TAKEOFF forward and aft C.G. limits
from the -10 operators manual or Chart E loading data. Recheck the takeoff C.G.
REFERENCE 20 to ensure it is within the PERMISSIBLE C.G. TAKEOFF limits. Enter
these limits in the space provided in the LIMITATIONS table.

(24) REFERENCE 21. Enter Zero Fuel Weight and moment. This is normally
calculated by subtracting TAKEOFF FUEL (REFERENCE 1)) from corrected TAKEOFF
FUEL (REFERENCE 19). If “Zero Fuel” weight limitations apply, this figure will match
the values appearing to the right of REFERENCE 13.

(25) REFERENCE 22. Enter weight and moment of any aerial supply load(s)
to be dropped before landing.
NOTE

If the aircraft has no Zero Fuel Weight limitation, but it appears that the C.G. at the Zero
Fuel weight may exceed the aircraft’s forward or aft C.G. limits, a further check must be
made. The procedures are described in paragraph 16 above. This procedure must be
applied to any analogous situation not already taken into consideration. Examples
might include the unanticipated jettisoning of external stores, relocation of passengers,
etc. Enter the results of the Zero Fuel (or similar) C. G. calculations in the REMARKS
section. It should include a notation such as “Center-of-Gravity at the Zero Fuel Weight
(or with the auxiliary fuel tanks released or whatever) has to be checked and the C. G.
is (is not) within limits.” Amplify the remarks if the C. G. is not within limits.

(26) REFERENCE 23. Determine the ESTIMATED LANDING FUEL weight

and moment and enter it in the space provided.

(27) REFERENCE 24. Determine the ESTIMATED LANDING FUEL

CONDITION by subtracting the weights and moments of REFERENCE 22 from
REFERENCE 21 and adding REFERENCE 23.

40
 (28) REFERENCE 25. Enter the ESTIMATED LANDING C.G. as determined
from the weight and simplified moment values of REFERENCE 24.

(29) The weight value from REFERENCE 24 must be compared with the
allowable GROSS WEIGHT LANDING as shown in the LIMITATION table to ensure
compatibility. Use the REFERENCE 24 ESTIMATED LANDING CONDITION gross
weight to determine the PERMISSIBLE C.G. LANDING forward and aft C.G. from the -
10 operators manual or Chart E loading data. If the ESTIMATED LANDING C.G. of
REFERENCE 25 is within these PERMISSIBLE C.G. LANDING limits, enter them in the
spaces provided in the LIMITATIONS table.

(30) When the ESTIMATED LANDING CONDITION of REFERENCE 24

and/or the ESTIMATED LANDING C.G. of REFERENCE 25 are not within permissible
landing weight and/or C.G limits, changes in the amount or distribution of load and/or
fuel are required. A new Form F will be completed.

(31) Enter signature of person computing the form in COMPUTED BY

SIGNATURE.

NOTE

If local requirements exist for the use of the WEIGHT AND BALANCE AUTHORITY
SIGNATURE block, the commander will establish policies and procedures.

Responsibilities of the PC regarding weight and balance: Comply with the ATM task
and AR 95-1.

The PC will ensure the accuracy of computations on the DD Form 365-4 and
that the form is completed and aboard the aircraft to verify that the weight and center-
of-gravity will remain within allowable limits for the entire flight. Several DD 365-4 forms
completed for other loadings also may be used to satisfy this requirement. In this case,
the actual loading being verified must clearly be within the extremes of the loading
shown on the DD 365-4 used for verification. (AR 95-1, para. 5-2 h.)

The UH-60 is classified as a Class 2 aircraft for weight and balance

purposes. These are those aircraft whose weight or center of gravity limits can readily
be exceeded by loading arrangements normally used in tactical operations or those
aircraft designated primarily for transporting troops and other passengers. Therefore, a
high degree of loading control is needed. Also, all aircraft whose weight and balance
class is not stated in the operator’s manual will be considered Class 2. (AR 95-1 para.
7-3 b.)

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•
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 UH-60 Aircraft Survivability Equipment (ASE)

This portion of the supplement is to provide a basic overview of the baseline UH-
60 ASE. ASE may vary with specific unit missions and vary by H-60 model. These
specialized systems will be trained by those units.
Knowledge of the operation and the proper employment techniques of ASE will
enhance aircrew survival. The UH-60 has both active and passive ASE equipment
systems. When aircrews must stay on station despite warnings, active
countermeasures help to ensure their survival. Active countermeasures jam or act as
decoys confusing the fire control or guidance systems of threat weapons.
Examples of active ASE are the M-130 Chaff dispenser and ALQ-144.
Examples of passive design characteristics or equipment are the Hover Infrared
Suppressive System (HIRSS), whose signature reduction provides a passive
countermeasure. Also, flat plate glass and low infrared reflective paint that work
together to lower the IR signature of the aircraft.
Another ASE related system is the Transponder AN/APX-100(V)1. The
transponder provides automatic radar identification of the aircraft to all suitably
equipped challenging aircraft and surface or ground facilities within the operating range
of the system. Mode 4 is the secure mode used for cooperative combat identification for
identifying friend or foe (IFF). There is a transponder computer located in the nose of
the aircraft which operates in conjunction with Mode 4. Operation of the Cryptographic
Computer Kit (KIT-1C) which uses electronic key loading via either a classified KYK-13
or an Electronic Transfer Device.
APR-39A(V)1

The purpose of the AN/APR-39A(V)1 is to provide aircrews with a warning of hostile

radar-directed weapons which surround the aircraft and advise the crew of the system
status. Components of the APR-39A(V)1 are:
CONTROL UNIT (Located in the cockpit lower console)
1 INDICATOR (Located on the instrument panel)
1 DIGITAL PROCESSOR (Located in the nose avionics compartment)
2 RECEIVERS (One in nose area, the other in the tail)
5 ANTENNAS (Located on the nose, tail, and underside)

Digital Processor

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CRT display

Control unit

Upgraded version of the APR39A(V)1 utilizes a digital processor, alphanumeric display

and synthetic voice warning for radar directed air defense threat systems. The
symbology displays a bearing for each processed emitter signal; it does not provide any
range data.

Preflight checks include:

General condition and security of avionics compartment processor
4 spiral antennas, 1 blade antenna
Power up- Software version # Operational Flight Program (OFP upper #) and Emitter
Identification Data (EID lower #)

M-130 CHAFF DISPENSER

The M-130 is a dispenser system which provides Army aircraft with effective
countermeasures against hostile radar guided missile and gun threats. The system is
designed to dispense up to 30 M-130 chaff cartridges. When dispensing chaff, the M-
130 is effective against pulse radars and reduces or eliminates the enemy’s ability to hit
and destroy aircraft by use of radar-controlled anti-aircraft weapons.

Preflight inspection: check for loose fasteners, mounting bolts and electrical
connections.
Ensure that the number of chaff in the payload module corresponds to the number of
chaff shown in the DCP counter.
Each type aircraft threat requires a unique Electronic Control Module setting to be
configured prior to flight; these settings are standard and apply to all radar threats.
Obtain this code from your unit ASE Officer.

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 NOTE

Mode switch should always be at MAN when the ARM-SAFE switch is moved to
ARM to prevent inadvertent salvo of chaff.

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The counter will indicate the number of chaff remaining in the payload module
assembly. If set in the Manual (MAN) position, a single chaff cartridge will fire each
time the dispense switch is pressed. If set to the Program (PGRM) position, the
number and interval of chaff set on the electronics module will fire on a single
activation of the switch.

CAUTION

Unless system testing is in progress, the switch should never be placed in the arm
position before the aircraft is in flight. The amber ARM light will illuminate when the
SAFE/ARM switch is placed in the ARM position and the safety pin is removed from
the safety switch in the electronic module.

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The electronic module contains a programmer which allows for the setting of a chaff
burst number, chaff salvo number, chaff burst interval, and chaff salvo interval.

SALVO

BURST

BURST INTERVAL

WARNING
Do not attempt to test system by firing chaff while aircraft is on the ground

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 AN/ALQ-144A(V)

The AN/ALQ-144A(V) is designed to provide jamming of all known threat IR missile

systems. It must be operated on an aircraft equipped with low reflective paint and
engine exhaust suppressers to be fully effective. Once turned ON, the AN/ALQ-
144(V)1 is automatic and omni directional. The AN/ALQ-144(V)1 consist of a
countermeasure operator control panel and infrared transmitter designed to confuse
or decoy threat IR missile systems.

WARNING
Do not continuously look at the IR 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.

Preflight:
Remove and stow transmitter cover
Check external structure for tightness of all screws, bolts, clamps, and
other structural fasteners. Check BIT indicator cover is secured
Inspect for cracks, strains, or deformities in the housing.
Inspect covert windows for cracks or scratches.
Ensure the air inlet ventilation holes are open and clear to prevent
overheating.
Inspect operator control panel for security and On/Off switch for
serviceability.

The BIT Indicators are defined as follows:

• HF High Frequency Modulator speed out of tolerances
• LF Low Frequency Modulator speed out of tolerances
• EM Source Emission or IR level of the source drops below its normal
range
• HT High Temperature is sensed on the internal components
If any of these bits are tripped, a signal is sent to the IRCM INOP circuit and the
ALQ-144 is shut-down. A switch resets the BIT indicators.

When the system is first turned on, a stabilizing signal is applied before the BIT is
energized; this prevents the BITS from tripping during the system warm-up which
takes about 60 seconds. During this time, the source element heating up, the servo
motors and drive circuits are energized which turn on the high and low speed
modulators. After this 1 minute warm-up, the stabilizing signal is removed and the
BIT is monitoring the system for faults. If the IRCM INOP caution light illuminates
after this 60 second warm-up it will be due to a component failure or the operator
control panel switch being turned off.
Placing the power switch to the OFF position will shut down the source heating
element, but the modulators will continue to spin for about a 60 second cool-down
period, at the same time the IRCM INOP caution light will illuminate for this one
minute.

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TRANSMITTER -The transmitter generates IR energy, modulates it, then passes it
through the covert window in the form of invisible IR energy. This IR energy is used to
confuse IR seeking missiles. The transmitter consists of a source, high and low speed
modulators, covert window and housing.

Normally the IR countermeasures set operates using 28 Vdc power from the aircraft.
This will generate a power output in excess of 1500 watts. A built-in test monitors
operation and alerts the pilot when a malfunction occurs. If the IR jammer
malfunctions, the IRCM INOP segment on the caution panel illuminates.

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