Operator - S Manual For UH-60Q Blackhawk Helicopter PDF

TM 1-1520-253-10
TECHNICAL MANUAL
OPERATOR’S MANUAL
FOR
UH-60Q HELICOPTER
DISTRIBUTION STATEMENT A. Approved for public release; distribution unlimited.
HEADQUARTERS, DEPARTMENT OF THE ARMY
29 JANUARY 1999
-
TM 1-1520-253-10
C4
CHANGE HEADQUARTERS
DEPARTMENT OF THE ARMY
NO. 4 WASHINGTON, D.C., 13 APRIL 2001
OPERATOR’S MANUAL
FOR
UH-60Q HELICOPTER
DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.
TM 1-1520-253-10, dated 29 January 1999, is changed as follows:
1. Remove and insert pages as indicated below. New or changed text material is indicated by a vertical
bar in the margin. An illustration change is indicated by a vertical bar next to the figure title. Text that flows to the
following page is indicated by a current change number.
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2. Retain this sheet in front of manual for reference purposes.
By Order of the Secretary of the Army:
ERIC K. SHINSEKI
General, United States Army
Chief of Staff
Official:
JOEL B. HUDSON
Administrative Assistant to the
Secretary of the Army
0103661
DISTRIBUTION:
To be distributed in accordance with Initial Distribution Number (IDN) 313811, requirements
For TM 1-1520-253-10.
TM 1--1520--253--10
C3
CHANGE HEADQUARTERS
DEPARTMENT OFTHE ARMY
NO. 3 WASHINGTON, D.C., 27 NOVEMBER 2000
OPERATOR’S MANUAL
for
UH--60Q HELICOPTER
TM 1--1520--253--10, 29 January 1999, is changed as follows:
1. Remove and insert pages as indicated below. New or changed text material is indicated by a vertical bar
in the margin. An illustration change is indicated by a vertical bar next to the figure title. Text that flows
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TM 1-1520-253-10
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Official:
ERIC K. SHINSEKI
Chief of Staff
JOEL B. HUDSON
0019573
DISTRIBUTION:
To be distributed in accordance with Initial Distribution Number (IDN) 313811, requirements
for TM 1-1520-253-10.
TM 1-1520-253-10
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CHANGE HEADQUARTERS
NO.2 WASHINGTON, D.C., 3 April 2000
OPERATOR’S MANUAL
for
UH-60Q HELICOPTER
1. Remove and insert pages as indicated below. New or changed text material is indicated by a
vertical bar in the margin. An illustration change is indicated by a vertical bar next to the figure
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TM 1-1520-253-10
C2
ERIC K. SHINSEKI
Chief of Staff
OFFICIAL:
JOEL B. HUDSON
9931323
DISTRIBUTION:
To be distributed in accordance with Initial Distribution Number (IDN) 313811,
requirements for TM 1-1520-253-10.
TM 1-1520-253-10
C1
CHANGE HEADQUARTERS
NO.1 WASHINGTON, D.C., 30 JULY 1999
OPERATOR’S MANUAL
for
UH-60Q HELICOPTER
1. Remove and insert pages as indicated below. New or changed text material is indicated by a
vertical bar in the margin. An illustration change is indicated by a vertical bar next to the figure
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2. Retain these sheets in front of the manual for reference purposes.

TM 1-1520-253-10
C1
ERIC K. SHINSEKI
Chief of Staff
OFFICIAL:
JOEL B. HUDSON
9917309
DISTRIBUTION:
To be distributed in accordance with Initial Distribution Number (IDN) 313811,
requirements for TM 1-1520-253-10.
TM 1-1520-253-10
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 USAATCOM AMSAT-R-ECU, 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 allow
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 conservation
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 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.
ELECTROMAGNETIC RADIATION
Potential radiation hazard exists at the TACAN antenna when the TACAN is turned on. Make sure that no person is within
three feet of the antenna when power is applied to the helicopter. 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.
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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 vertical line in the outer margin
of the page next to the illustration title.
Dates of issue for original and change pages are:
Original 0 ...................... 29 January 1999

Change 1 ...................... 30 July 1999
Change 2 ...................... 28 January 2000
Change 3 ...................... 27 November 2000
Change 4 ...................... 15 June 2001
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TM 1-1520-253-10
TECHNICAL MANUAL HEADQUARTERS

NO. 1-1520-253-10 WASHINGTON, D.C. 29 JANUARY 1999
Operator’s Manual
for
UH-60Q HELICOPTERS
REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS
You can help improve this manual. If you find any mistakes or if you know of any way to improve
the procedures, please let us know. Mail your letter, DA Form 2028 (Recommended Changes to
Publications and Blank Forms), or DA Form 2028-2 located in the back of this manual, direct to:
Commander, US Army Aviation and Missile Command, ATTN: AMSAM-MMC-MA-NP, Redstone
Arsenal, AL 35898-5230. A reply will be furnished to you. You may also send in your comments
electronically to our E-mail address: ls-lp@redstone.army.mil or by fax 256-842-6546/DSN
788-6546. Instructions for sending an electronic 2028 may be found at the back of this manual
immediately preceding the hard copy 2028.
DISTRIBUTION STATEMENT A. Approved for public release; distribution unlimited.
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 .................................................................................. 2-17
Section III Engines and Related Systems ....................................................................... 2-19
Section IV Fuel System .................................................................................................. 2-28
Section V Flight Controls............................................................................................... 2-30
Section VI Hydraulic and Pneumatic System ................................................................. 2-38
Section VII Powertrain System......................................................................................... 2-43
Section VIII Main and Tail Rotor Groups......................................................................... 2-45
Section IX Utility Systems .............................................................................................. 2-47
Section X Heating, Ventilating, Cooling, and Environmental Control Unit ................ 2-52
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TABLE OF CONTENTS (Cont)

Chapter
&
Section Page
Section XI Electrical Power Supply and Distribution Systems...................................... 2-55
Section XII Auxiliary Power Unit .................................................................................... 2-61
Section XIII Lighting.......................................................................................................... 2-64
Section XIV Flight Instruments.......................................................................................... 2-67
Section XV Servicing, Parking, and Mooring .................................................................. 2-75
CHAPTER 3 AVIONICS .................................................................................................... 3-1
Section I General........................................................................................................... 3-1
Section II Communications ............................................................................................ 3-15
Section III Navigation...................................................................................................... 3-45
Section IV Transponder and Radar ................................................................................. 3-90
CHAPTER 4 MISSION EQUIPMENT............................................................................... 4-1
Section I Mission Avionics........................................................................................... 4-1
Section II Armament ...................................................................................................... 4-30
Section III Cargo Handling Systems............................................................................... 4-31
Section IV Mission Flexible Systems.............................................................................. 4-36
CHAPTER 5 OPERATING LIMITS AND RESTRICTIONS........................................... 5-1
Section II System Limits ................................................................................................ 5-2
Section III Power Limits.................................................................................................. 5-6
Section IV Loading Limits .............................................................................................. 5-8
Section V Airspeed Limits ............................................................................................. 5-9
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Chapter
&
Section Page
Section VI Maneuvering Limits ...................................................................................... 5-12
Section VII Environmental Restrictions ........................................................................... 5-16
Section VIII Other Limitations........................................................................................... 5-17
CHAPTER 6 WEIGHT/BALANCE AND LOADING ...................................................... 6-1
Section II Weight and Balance ...................................................................................... 6-3
Section III Fuel/Oil ......................................................................................................... 6-5
Section IV Personnel........................................................................................................ 6-7
Section V Mission Equipment........................................................................................ 6-10
Section VI Cargo Loading ............................................................................................... 6-13
Section VII Center of Gravity........................................................................................... 6-15
CHAPTER 7 PERFORMANCE DATA.............................................................................. 7-1
Section I Introduction.................................................................................................... 7-1
Section II Maximum Torque Available ......................................................................... 7-5
Section III Hover.............................................................................................................. 7-8
Section IV Cruise ............................................................................................................. 7-12
Section V Optimum Cruise ............................................................................................ 7-131
Section VI Drag................................................................................................................ 7-134
Section VII Climb - Descent............................................................................................. 7-137
Section VIII Fuel Flow....................................................................................................... 7-140
Section IX Airspeed System Characteristics................................................................... 7-142
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Chapter
&
Section Page
Section X Special Mission Performance ...................................................................... 7-145
CHAPTER 8 NORMAL PROCEDURES........................................................................... 8-1
Section I Mission Planning ........................................................................................... 8-1
Section II Operating Procedures and Maneuvers .......................................................... 8-3
Section III Instrument Flight ........................................................................................... 8-19
Section IV Flight Characteristics..................................................................................... 8-20
Section V Adverse Environmental Conditions .............................................................. 8-22
CHAPTER 9 EMERGENCY PROCEDURES ................................................................... 9-1
Section I Aircraft Systems ............................................................................................ 9-1
Section II Mission Equipment........................................................................................ 9-23
APPENDIX A REFERENCES .............................................................................................. A-1
APPENDIX B ABBREVIATIONS AND TERMS............................................................... B-1
INDEX INDEX ........................................................................................................... INDEX-1
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CHAPTER 1
INTRODUCTION
1.1 GENERAL. sic flight principles are not included. IT IS REQUIRED

THAT THIS MANUAL BE CARRIED IN THE HELI-
These instructions are for use by the operator. They ap- COPTER AT ALL TIMES.
ply to the UH-60Q helicopter.
1.4 APPENDIX A, REFERENCES.
1.2 WARNINGS, CAUTIONS, AND NOTES.
Appendix A is a listing of official publications cited
Warnings, cautions, and notes are used to emphasize within the manual applicable to and available for flight
important and critical instructions and are used for the fol- crews, and fault isolation/trouble references.
lowing conditions:
1.5 APPENDIX B, ABBREVIATIONS, AND TERMS.
Abbreviations listed are to be used to clarify the text in

WARNING this manual only. Do not use them as standard abbrevia-
tions.
An operating procedure, practice, etc.,
which, if not correctly followed, could re- 1.6 INDEX.
sult in personal injury or loss of life.
The index lists, in alphabetical order, every titled para-
graph, figure, and table contained in this manual. Chapter 7
CAUTION performance data has an additional index within the chap-
ter.
An operating procedure, practice, etc., 1.7 ARMY AVIATION SAFETY PROGRAM.

which, if not strictly observed, could re-
sult in damage to or destruction of equip- Reports necessary to comply with the safety program are
ment. prescribed in AR 385-40.
NOTE 1.8 DESTRUCTION OF ARMY MATERIEL TO PRE-

VENT ENEMY USE.
An operating procedure, condition, etc.,
which it is essential to highlight. For information concerning destruction of Army mate-
riel to prevent enemy use, refer to TM 750-244-1-5.
1.3 DESCRIPTION.
1.9 FORMS AND RECORDS.
This manual contains the complete operating instructions
and procedures for the UH-60Q helicopter. The primary Army aviators flight record and aircraft inspection and
mission of this helicopter is that of medical evacuation maintenance records which are to be used by crewmembers
(MEDEVAC), transport medical teams, deliver medical are prescribed in DA PAM 738-751 and TM 55-1500-342-
supplies, and provide support for combat search and rescue 23.
missions within the capabilities of the helicopter. The ob-
servance of limitations, performance, and weight and bal- 1.10 EXPLANATION OF CHANGE SYMBOLS.
ance data provided is mandatory. The observance of proce-
dures is mandatory except when modification is required Changes, except as noted below, to the text and tables,
because of multiple emergencies, adverse weather, terrain, including new material on added pages, are indicated by a
etc. Your flying experience is recognized and therefore, ba- vertical line in the outer margin extending close to the en-
Change 2 1-1
TM 1-1520-253-10
tire area of the material affected: exception; pages with less the material applies to all models and configuration
emergency markings, which consist of black diagonal lines within the manual. Designator symbols precede procedural
around three edges, may have the vertical line or change steps in Chapters 8 and 9. If the material applies to all
symbol placed along the inner margin. Symbols show cur- series and configurations, no designator symbol will be
rent changes only. A vertical line alongside the title is used used.
to denote a change to an illustration. However, a vertical
line in the outer margin, is utilized when there have been
extensive changes made to an illustration. Change symbols DESIGNATOR APPLICATION
are not used to indicate changes in the following: SYMBOL
a. Introductory material.
ES Aircraft with External Stores
Support Systems.
b. Indexes and tabular data where the change cannot be ERFS Aircraft with Extended
identified. Range Fuel System.
c. Blank space resulting from the deletion of text, an

illustration, or a table. 1.12 HIGH DRAG SYMBOL.
d. Correction of minor inaccuracies, such as spelling, This symbol will be used throughout this manual
punctuation, relocation of material, etc., unless such correc- to designate information applicable to the high drag con-
tion changes the meaning of instructive information and figuration described in Chapter 7.
procedures.
1.13 USE OF WORDS SHALL, SHOULD, AND MAY.
1.11 SERIES AND EFFECTIVITY CODES.
Within this technical manual the word shall is used to
Designator symbols listed below, are used to show lim- indicate a mandatory requirement. The word should is used
ited effectivity of airframe information material in conjunc- to indicate a nonmandatory but preferred method of accom-
tion with text content, paragraph titles, and illustrations. plishment. The word may is used to indicate an acceptable
Designators may be used to indicate proper effectivity, un- method of accomplishment.
1-2
TM 1-1520-253-10
CHAPTER 2
AIRCRAFT AND SYSTEMS DESCRIPTION AND OPERATION
Section I AIRCRAFT
2.1 GENERAL. 2.4 TURNING RADIUS AND GROUND CLEAR-

ANCE.
This chapter describes the UH-60Q helicopter’s systems
and flight controls. The functioning of electrical and
mechanical components is simplified where more detailed
knowledge is not necessary.
WARNING
2.2 UH-60Q.
Main rotor clearance in Figure 2-3 is
The UH-60Q (BLACK HAWK) (Figure 2-1) is a twin shown with cyclic centered and level
turbine engine, single rotor, semimonocoque fuselage, ground. Cyclic displacement or sloping
rotary wing helicopter. Primary mission capability of the terrain may cause rotor blade clearance
helicopter is MEDEVAC. Secondary missions include to be significantly less.
transport of medical teams, deliver medical supplies, and
provide support for combat search and rescue missions. The For information on turning radius and ground clearance,
main rotor system has four blades made of titanium/ see Figure 2-3.
fiberglass. The drive train consists of a main transmission,
intermediate gear box and tail rotor gear box with intercon- 2.5 COMPARTMENT DIAGRAM.
necting shafts. The propulsion system has two T700-GE-
The fuselage is divided into two main compartments, the
700 engines operating in parallel. The nonretractable land-
cockpit and cabin. The cockpit (Figure 2-4) is at the front
ing gear consists of the main landing gear and a tailwheel.
of the helicopter with the pilots sitting in parallel, each with
Detailed descriptions of these systems are given in these
a set of flight controls and instruments. Operation of elec-
chapters. For additional weight information, refer to Chap-
trical controls is shared by both. The medical interior con-
ters 5, 6, and 7. Kit installations for the helicopter consist of
tains space for the seating of three medical attendants, two
range extension tanks, rescue hoist, medical evacuation,
independent medical stations are designed to transport six
infrared suppression, blade anti-icing/deicing, and blackout
littered patients or six ambulatory (seated) patients or crew
devices. Refer to this chapter and Chapter 4 for kit descrip-
members. The litter platforms can also be moved up, out of
tions.
the way to transport cargo. Restraint of cargo is by tiedown
rings installed in the floor. A medical cabinet provides stor-
2.3 DIMENSIONS.
age for carry on equipment. Provisions for securing carry
Principal dimensions of the helicopter are based on the on medical equipment and supporting intravenous fluid
cyclic stick and tail rotor pedals being centered and the bags are mounted throughout the cabin. A gust lock con-
collective stick being in its lowest position. All dimensions trol, APU accumulator handpump and pressure gage, and
are approximate and they are as shown on Figure 2-2. APU ESU are also installed (Figure 2-5).
2-1
TM 1-1520-253-10
1 2 3 4 5
16 15 14 13 12 11 10 9 8 7
17 18 19 20 20
24 23 5 22 8 20 21
1. PITOT CUTTER 13. MAIN LANDING GEAR DEFLECTOR / CUTTER

2. BACKUP HYDRAULIC PUMP 14. LANDING GEAR JOINT DEFLECTOR
3. NO. 1 HYDRAULIC PUMP AND NO. 1 GENERATOR 15. STEP AND EXTENSION DEFLECTOR
4. UPPER (ROTOR PYLON) CUTTER 16. DOOR HINGE DEFLECTOR
5. INFRARED COUNTERMEASURE TRANSMITTER 17. RIGHT POSITION LIGHT (GREEN)
6. AFT MAINTENANCE LIGHT RECEPTACLE 18. RESCUE HOIST
7. TAIL LANDING GEAR DEFLECTOR 19. FIRE EXTINGUISHER BOTTLES
8. CHAFF DISPENSER 20. FORMATION LIGHTS
9. APU EXHAUST PORT 21. TAIL POSITION LIGHT (WHITE)
10. PNEUMATIC PORT 22. APU
11. PRESSURE AND CLOSED CIRCUIT REFUELING PORTS 23. LEFT POSITION LIGHT (RED)
12. NO. 1 ENGINE 24. PITOT TUBES
AB0691_1
SA
Figure 2-1. General Arrangement (Sheet 1 of 2)
2-2
TM 1-1520-253-10
25 26 27 28 29
39 38 37 36 35 34 33 32 31 30
46 25
45
40
41
42 41
44 42
43
25. UPPER ANTICOLLISION LIGHT 36. AFT AVIONICS COMPARTMENT DOOR

26. TAIL DRIVE SHAFT 37. TAIL PYLON FOLD HINGES
27. NO. 2 HYDRAULIC PUMP AND NO. 2 GENERATOR 38. TAIL PYLON SERVICE LADDER (SAME BOTH SIDES)
28. PYLON CUTTER 39. STABILATOR
29. HEATER AIR INTAKE PORT 40. ENGINE BAY AREA COOLING AIR INTAKE (SAME BOTH SIDES)
30. EXTERNAL ELECTRICAL POWER RECEPTACLE 41. WINDSHIELD POST DEFLECTOR
31. NO. 2 ENGINE INLET 42. WINDSHIELD WIPER DEFLECTOR
32. ICE DETECTOR 43. AVIONICS COMPARTMENT
33. AMBIENT SENSE PORT 44. OAT SENSOR
34. ENGINE FAIRING / WORK PLATFORM (SAME BOTH SIDES) 45. ICE DETECTOR
35. GRAVITY REFUELING PORT (SAME BOTH SIDES) 46. PYLON COOLING AIR INTAKE
AB0691_2
SA
Figure 2-1. General Arrangement (Sheet 2 of 2)
2-3
TM 1-1520-253-10
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
AB0692
SA
Figure 2-2. Principal Dimensions
2-4
TM 1-1520-253-10
TURNING
RADIUS
41 FEET
7.7 INCHES
*TAIL ROTOR IS CANTED 20o. UPPER

TIP PATH PLANE IS 16 FEET 10 INCHES
ABOVE GROUND LEVEL
7 FEET
7 INCHES
ROTOR
STATIONARY
16 FEET*
10 INCHES
12 FEET
4 INCHES
9 FEET
5 INCHES
ROTOR 6 FEET
TURNING 6 INCHES
12 FEET 11 FEET 12 FEET

4 INCHES WHEELBASE 29 FEET
1 INCH 5 INCHES
AB0693
SA
Figure 2-3. Turning Radius and Clearance
2-5
TM 1-1520-253-10
23
1
22
2
3
3
4
21
20
6
19
5
7 7
18 8
12
9
10
10
11
13 11
ST CH
LI DA ECK
K AP T
EC M ST A & LIST
CH A & GE OW MA 12
T A AG P
DATOW E
S
13
15
16 14
17
9. INSTRUMENT PANEL 18. STANDBY (MAGNETIC COMPASS)

1. UPPER CONSOLE 10. VENT / DEFOGGER 19. NO. 1 ENGINE POWER CONTROL LEVER
2. PILOT’S COCKPIT UTILITY LIGHT 11. ASHTRAY 20. NO. 1 ENGINE OFF / FIRE T−HANDLE
3. FREE−AIR TEMPERATURE GAGE 12. PEDAL ADJUST LEVER 21. NO. 1 ENGINE FUEL SELECTOR LEVER
4. NO. 2 ENGINE FUEL SELECTOR LEVER 13. MAP / DATA CASE 22. AUXILIARY CIRCUIT BREAKER PANEL
5. NO. 2 ENGINE OFF / FIRE T−HANDLE 14. CABIN DOME LIGHTS DIMMER 23. COPILOT’S COCKPIT UTILITY LIGHT
6. NO. 2 ENGINE POWER CONTROL LEVER 15. CHAFF RELEASE SWITCH
7. WINDSHIELD WIPER 16. PARKING BRAKE LEVER
8. INSTRUMENT PANEL GLARE SHIELD AB0694_1
17. LOWER CONSOLE UTILITY LIGHT SA
Figure 2-4. Cockpit Diagram (Sheet 1 of 2)
2-6
TM 1-1520-253-10
24 25
26
26
27
27
28
28
29
30
29
30
ST CH
LI DA ECK
K AP T
EC M ST A & LIST
CH A & GE OW MA
T A AG P
38 DATOW E 31
S
33
37 36 35 34 33 32
24. COCKPIT FLOODLIGHT CONTROL 32. COLLECTIVE STICK FRICTION CONTROL

25. UPPER CONSOLE 33. COLLECTIVE STICK GRIP
26. MASTER WARNING PANEL 34. LOWER CONSOLE
27. WINDOW 35. BATTERY / BATTERY UTILITY BUS
28. COCKPIT DOOR EMERGENCY RELEASE CIRCUIT BREAKER PANEL
29. CYCLIC STICK 36. FIRE EXTINGUISHER
30. DIRECTIONAL CONTROL PEDALS 37. FIRST AID KIT
31. PILOT’S SEAT 46. ENGINE IGNITION KEYLOCK
AB0694_2
LOCATED ON SIDE SA
Figure 2-4. Cockpit Diagram (Sheet 2 of 2)
2-7
TM 1-1520-253-10
STA
378.50
STA
349.50
STA
332.50
FAULT INDICATION FAULTS

T−62T−40−1 A
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
SENSOR / DATA BOARD FAILURE
OVERTEMPERATURE
OVERSPEED
UNDERSPEED
OPERATION
FAIL TO START
LOW OIL PRESSURE
HIGH OIL TEMPERATURE (WARNING)
FAIL TO LIGHT (NO DATA)
SHORTED THERMOCOUPLE PROBE (WARNING)
OPEN THERMOCOUPLE
PROCESSOR SEQUENCE FAIL
NO DATA GUST LOCK GUST LOCK
RELEASE HANDLE
APU ELECTRONIC SEQUENCE UNIT FAULT INDICATION BUTTON
(ON HELICOPTERS EQUIPPED WITH T−62T−40−1 APU)
C GUST LOCK CONTROL
FAULT INDICATION FAULTS
GTC−P36−150
DECODED BITE INFORMATION
B
BITE #
1 2 3 4
RESET (START INITIATED) ACCUMULATOR
START FUEL VALVE AND IGNITION SIGNAL ON (5%) PRESSURE GAGE
SEQUENCE START VALVE SIGNAL OFF (70%)
ACCUMULATOR
IGNITION SIGNAL OFF (95%) HAND PUMP
READY FOR SERVICE (LOSS OF DC POWER)
ESU FAILURE
A / C START SYSTEM FAILURE
OVERTEMPERATURE
OVERSPEED
UNDERSPEED ACCUMULATOR
FAIL TO START
OPERATION LOW OIL PRESSURE MANUAL
OIL PRESSURE SWITCH FAILED START
THERMOCOUPLE FAILED VALVE RE
MONOPOLE FAILED AR
ACCUMULATOR
FUEL SOLENOID FAILED
PISTON POSITION
FUEL TORQUE MOTOR FAILED
INDICATOR
IGNITION UNIT FAILED
HOT SENSOR FAILED APU ACCUMULATOR
NO DATA (LOOKING UP)
APU ELECTRONIC SEQUENCE UNIT FAULT INDICATION

(ON HELICOPTERS EQUIPPED WITH GTC−P36−150 APU) AB0695
SA
Figure 2-5. Cabin Interior
2-8
TM 1-1520-253-10
2.6 UPPER AND LOWER CONSOLES. underfrequency cutout and external stores jettison. The left
WOW switch provides all other WOW functions as without
All cockpit electrical controls are on the upper and lower ESSS provisions and the EMER JETT ALL capabilities.
consoles and instrument panel. The upper console (Figure See Table 2-1 for reference.
2-6), overhead between pilot and copilot, contains engine
controls, fire emergency controls, heater and windshield 2.7.1 Main Landing Gear. The main landing gear is
wiper controls, internal and external light controls, electri- mounted on each side of the helicopter forward of center of
cal systems and miscellaneous helicopter system controls. gravity (Figure 2-1). Each individual landing gear has a
The rear portion of the upper panel contains the dc essential single wheel, a drag beam, and a two-stage oleo shock strut.
bus circuit breaker panels. The copilot’s side of the upper The lower stage will absorb energy from landings up to 10
console contains the auxiliary circuit breaker panel. The feet-per-second (fps). Above 10 fps the upper stage and
lower console (Figure 2-7) next to the base of the instru- lower stage combine to absorb loads up to 39 fps (about
ment panel and extending through the cockpit between the 11.25 Gs).
pilot and copilot, is easily reached by either pilot. The con-
sole is arranged with communication panels, navigational 2.7.2 Wheel Brake System. Main landing gear wheels
panels and flight attitude/stability controls. The rear part of have disc hydraulic brakes. The self-contained self-
the console houses the battery bus and battery utility bus adjusting system is operated by the pilot’s and copilot’s tail
circuit breaker panels, and parking brake handle. rotor pedals. The brakes have a visual brake puck wear
indicator. Each wheel brake consists of two steel rotating
2.7 LANDING GEAR SYSTEM. discs, brake pucks and a housing that contains the hydraulic
pistons. The parking brake handle, marked PARKING
The helicopter has a nonretractable landing gear consist- BRAKE, is on the right side of the lower console (Figure
ing of two main gear assemblies and a tailwheel assembly. 2-7). A hand-operated parking brake handle allows brakes
The landing gear permits helicopter takeoffs and landings to be locked by either pilot or copilot after brake pressure is
on slopes in any direction. The system incorporates a jack applied. The parking brakes are applied by pressing the toe
and kneel feature that permits manual raising or lowering brake pedals, pulling the parking brake handle to its fully
of the fuselage for air transportability. A landing gear extended position, and then releasing the toe brakes while
weight-on-wheels (WOW) switch is installed on the left holding the handle out. An advisory legend will go on,
landing gear to control operation of selected systems (Table indicating PARKING BRAKE ON. Pressing either pilot
2-1). The switch is deactivated when the weight of the he- or copilot left brake pedal will release the parking brakes,
licopter is on the landing gear. WOW switch is also in- the handle will return to the off position and the advisory
stalled on the right landing gear drag beam to provide ac
Table 2-1. Weight-On-Wheels 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 ES Disabled Enabled
M130 Control Disabled Enabled
Change 4 2-9
TM 1-1520-253-10
legend will go off. Power for the advisory legend comes CDU and PDUs contain photocells that automatically ad-
from the No. 1 dc primary bus through a circuit breaker just lighting of the indicators with respect to ambient light.
marked LIGHTS ADVSY. If any one of the three photocells should fail, the lights on
the vertical scales of the PDU’s or CDU may not be at the
2.7.3 Tail Landing Gear. The tail landing gear (Figure optimum brightness for the ambient conditions. The DIM
2-1) is below the rear section of the tail cone. It has a knob on the CDU contains an override capability which
two-stage oleo shock strut, tailwheel lock system fork as- allows the pilot to manually set the display light level. The
sembly, yoke assembly, and a wheel and tire. The fork SDCs receive parameter data from the No. 1 and No. 2
assembly is the attachment point for the tailwheel and al- engines, transmission, and fuel system; provides processing
lows the wheel to swivel 360°. The tailwheel can be locked and transmits the resulting signal data to the instrument
in a trail position by a TAILWHEEL switch in the cockpit display. The No. 1 engine instruments on the CDU and
indicating LOCK or UNLK (Figure 2-7). The fork is copilot’s PDU, receive signal data from the No. 1 SDC
locked by an electrical actuator through a bellcrank and (CHAN 1). The No. 2 engine and main transmission instru-
locking pin. When the pin is extended, the switch will in- ments on the CDU and pilot’s PDU, receives signal data
dicate LOCK. When the pin is retracted, the switch will from the No. 2 SDC (CHAN 2). If either SDC fails, the
indicate UNLK. Power to operate the locking system is by corresponding CHAN 1 or 2 light will go on, and it is
the dc essential bus through a circuit breaker marked likely the pilot’s or copilot’s PDU and the corresponding
TAILWHEEL LOCK. instruments will fail. Failure of a lamp power supply within
an SDC will cause every second display light on the CDU
2.8 INSTRUMENT PANEL. to go off. Both SDCs receive % RPM 1 and 2, % RPM R
and % TRQ information from both engines. Therefore if
Engine and dual flight instruments are on the one-piece one SDC fails only one PDU will provide % RPM 1 and 2
instrument panel (Figure 2-8). The panel is tilted back 30°. and % TRQ for both engines.
The master warning panels are mounted on the upper in-
strument panel below the glare shield, to inform the pilot of 2.8.2 Central Display Unit (CDU). The CDU (Figure
conditions that require immediate action. 2-8) contains instruments that display fuel quantity, trans-
mission oil temperature and pressure, engine oil tempera-
2.8.1 Vertical Instrument Display System (VIDS). ture and pressure, turbine gas temperature (TGT), and gas
The VIDS (Figure 2-8) consists of a vertical strip central generator speed (Ng) readings. Those readings are shown
display unit (CDU), two vertical strip pilot display units by ascending and descending columns of multicolored
(PDU), and two signal data converters (SDC). Those read- lights (red, yellow, and green) measured against vertical
ings are shown by ascending and descending columns of scales. If the instrument contains low range turnoff (red or
multicolored lights (red, yellow, and green) measured yellow lights below green lights) they will go off when the
against vertical scales which operate in this manner: the system is operating within the normal range (green). If the
segments will light in normal progression and remain on as instrument contains yellow or red lights above the green
the received signal level increases. Those scales will go off range, the green as well as the yellow or red will stay on
in normal progression as the received signal level decreases. when operating above the green range. The operating
Scales with red-coded and/or amber-coded segments below ranges for the different instruments are shown in Figure
green-coded segments operate in this manner: When the 5-1. Digital readouts are also installed on the TOTAL
received signal level is zero or bottom scale, the segments FUEL quantity, TGT, and Ng gages.
will light in normal progression and will remain on. When
the first segment above the red or amber range goes on, all 2.8.2.1 Lamp Test System. The lamp test provides a
red-coded or amber-coded segments will go off. These seg- means of electrically checking all CDU scale lamps, digital
ments will remain off until the received signal level indi- readouts, and % RPM RTR OVERSPEED lights on the
cates a reading at or within the red or amber range. At that PDUs. When the PUSH TO TEST switch on the CDU is
time all red-coded or amber-coded segments will go on and pressed, all CDU scale lamps should light, digital readouts
the scale display will either go on or go off in normal pro-
gression, depending upon the received signal level. The
2-10 Change 4
TM 1-1520-253-10
28V #387
OPEN
WHITE
F
F
O
BLUE
SPARE
LAMPS
DC ESNTL BUS CARGO HOOK DC ESNTL BUS

NO. 1 FUEL ESSS EMERG REL CONTR ARMING CARGO PILOT FIRE DET ESNTL BATT
ICS NO. 1 VHF DUMP JTSN STAB HOOK TURN NO. 1 NO. 2 DC BUS
TEST NORM CKPT SAFE
O
3 3 5 10 5 7.5 P 7.5 5 2 5 5 5 10
E
N PWR EMER RATE ENG ENG SENSE SPLY
PILOT CO−PILOT VHF / FM AMP CONTR OUTBD SHORT ALL ARMED
UHF MASTER BACKUP HOIST ESSS NO. 1 TAIL LIGHTS

VOR / ILS UHF AM AM WARN HYD CABLE JTSN APU SAS ENG WHEEL SEC CONT SRCH
CONTR FIRE EXTGH
2 2 7.5 5 5 5 7.5 5 5 5 5 20 5
O
F BOOST START LOCK PNL PWR CONTR
SCTY PNL CONTR SHEAR INBD
SET F
ON APU
GENERATORS WINDSHIELD
FORMATION LT GLARESHIELD EXT PWR BATT APU NO. 1 NO. 2 WIPER
5 LIGHTS RESET TEST TEST TEST OFF VENT HEATER
4 R R R PARK LOW MED
O O E O E O E
BLOWER
O
3
F F F S F S F S O O
F F F E F E F E HI F F
2 T T T F F
ON ON ON ON ON
ON ON OFF HI
1
NO. 1 ENG OVSP FIRE DETR TEST NO. 2 ENG OVSP
OFF OFF BRT TEST A TEST B OPER TEST A TEST B
1
CONSOLE LT
LIGHTED CPLT FLT
2 UPPER LOWER
SWITCHES INST LTS
AIR SOURCE
FUEL PUMP HEAT / START
APU BOOST ENG
O FIRE EXTGH O OFF BRT OFF BRT
OFF BRT OFF BRT F RESERVE F
CARGO CABIN F F
O INST LT
NAV LTS HOOK LT DOME LT FUEL PRIME F APU
NON FLT PILOT FLT
WHITE F
N O
O
O F MAIN
F
R F
F
M
IR ON BLUE
OFF BRT OFF BRT
POSITION ANTI COLLISION

LIGHTS LIGHTS ENG ANTI ICE PITOT
DIM STEADY UPPER DAY NO. 1 NO. 2 HEAT
B
O O O O O
O
F F F F F
T
F F F F F
H
BRT FLASH LOWER NIGHT ON ON ON
BACKUP HYD
HYD PUMP LEAK TEST WINDSHIELD ANTI−ICE
OFF RESET
COPILOT CTR PILOT
A N
U O O O O
T R F F F
O M F F F
ON TEST
ON ON ON
ENG SPD
TRIM
DECR
O
F
F
INCR
AB0696
SA
Figure 2-6. Upper Console
2-11
TM 1-1520-253-10
M
I
S TAIL SERVO
C NORMAL
CAU S FUEL IND TAIL CAU

GYRO
ADV W TEST
ADV
WHEEL ERECT
BACKUP
Z EMERG EMERG
E CDU 1 COMM IFF
A N N
R
U O O
O
T R R
I
O M M
Z
CDU 2 HOLD
E
EMERGENGY CONTROL PANEL
STABILATOR CONTROL
AUTO
MAN SLEW CONTROL
UP TEST
R
O E
F ON S
F E
A M T A M
DWN
D S D S
A B C D F N G A B C D F N G
V CLR COM NAV FPN FIX 1 2 3 G AUTO FLT CONT V CLR COM NAV FPN FIX 1 2 3 G
SAS 1 SAS 2 TRIM FPS
PRV H I J K W L E PRV H I J K W L E
S DAT INI PPS CLC 4 5 6 C S DAT INI PPS CLC 4 5 6 C
T NXT D T NXT D
ON ON ON ON
S M O P Q R S T U S M O P Q R S T U
STS SNS IFF TST 7 8 9 STS SNS IFF TST 7 8 9
BRT BRT
U V X Y Z BOOST FAILURE ADVISORY U V X Y Z
DIM LTR _ ENT DIM LTR _ ENT
LNK ZRO . 0 LNK ZRO . 0
R R
E CPTR SAS 2 ACCL CLTV E
ON S S
TRIM RGYR A/S GYRO
E E
COM NAV T T COM NAV
1 2 3 4 5 A B PWR ON RESET 1 2 3 4 5 A B
C C
S VOL VOX MIC S VOL VOX MIC
2 3 2 3
C 1 2 C 2
HOT VOX ON HOT VOX ON
1 4 1 4
MIC NORM FOV MENU POWER MIC NORM
ICS 5 STOW ICS 5
2X
ZOOM WFOV OFF ON
ICS OFF PVT RMT ICS OFF PVT RMT
HOOK LOCK
NFOV
FOC OUT GAIN UP
FREEZE
LVL LVL
CAGE IP / HH DN UP
CODE
POLARITY
GAIN DN AUTO−
FOC IN
GAIN
MODE
9 / m3
L WG
M COMPASS
H
L 10 15
STORES JETTISON PRESS T 25 5 20
EMER TO 0 FAIL + 0
JETT SLAVED 0 +
ALL JETT TEST
INBD OUTBD
BOTH BOTH
R R PUSH TO
FREE SET
L L
TEST TEST/MON TOP MASTER
OFF ALL M M
DI DI N A D OFF
O N BY
P RES
P RES
G I
T
G
NORM ST
T
ES
ES
O O V
S S
TO T TO T BOT
M−1 M−2
TEST
M−3/A M−C
RAD A OBOGS MED INT MED LTG
R
TEST E
U ON ON NVG
EM
O O
N N STATUS
X
OFF
B OUT
L
MODE ALT KIT ANT S
A CODE W OFF OFF WHITE
D
AUTO M MODE 4
E POWER TEST T A REPLY
AN
ON TEST AUDIO IDENT

HO
IN
B
L
UA
LD
M
D I DI
ZERO
L O FLARE ARM CHAFF

L
P RES
G
T
E N O
ES
I H U
I F T S
TO T T
C F MIC 0 0 0 0
M OUT OUT DISP
E TEST
PROGRESS CONT
MODE 1 MODE 3/A
BLADE DE−ICE TEST ARM

0 0 1 2 0 0
R
PWR I F MAN PGRM
NORM MAIN TAIL P I
SYNC 1 P R
SYNC 2 L E
E
OAT SAFE
EOT RTR RTR
FUEL BOOST PUMP CONTROL PWR SELF DSCRM
ON + ON
OFF TEST OFF AUDIO
ON ON
NO. 1 NO. 2
PUMP PUMP I M ON M INOP ON
DI DI
R
P RES
P RES
T
OFF OFF C
ES
ES
S S OFF
M TO T TO T
FAIL
BRT D / U D / U BRT
PARKING BRAKE
BATT &
ESNTL BUS ESNTL DC FUEL BATT
DC AC & WARN PRIME B BUS FIRE DIM L / R ON L/R DIM
A DSPL POS DSPL POS
B 50 5 5 5 T 5 5 CHAFF CPLT PLT
+
A T DISPENSE MODE MODE
T SPLY CONV EXT PWR BOOST CONTR EXTGH P−PGM ALT/P/R
U 1−4 BIT 1−4 ADJ
T WARN CONTR
UTIL T DEC INC
APU OP NXT SEL ON
B BUS I CDU APU
NOTE U
S 5 5 5 5
L
5 5
CP−PGM DCLT ACK PGM DCLT OFF
B
IGNITION SWITCH IS CONTR
INST
FIRE
DET
GEN
CONTR
DC
SPLY
U BKUP
S
CONTR
INST
LOCATED ON LEFT SIDE
OF CENTER CONSOLE. AB0697
SA
Figure 2-7. Lower Console
2-12
TM 1-1520-253-10
should display 888, and three RTR OVERSPEED lights 2.9.2 Cabin/Cargo Doors.
on the PDUs should be on.
2.8.2.2 Dim Control. The DIM control allows the pilot CAUTION
to set a desired display light level of the CDU and PDUs in
accordance with the ambient light, or override the auto-dim
sensors. If the auto-dim circuitry should fail or malfunction, Do not put pressure on bubble during ob-
turn the DIM control fully clockwise to regain illumination servation. Excessive pressure or loading
of the CDU and PDUs. could cause bubble seal to loosen, causing
loss of window.
2.8.2.3 CDU and PDU Digital Control. An ON, OFF During operation of the air conditioner
DIGITS control switch is on the CDU (Figure 2-8) to turn system, the right cabin door should re-
on or off the digital readout displays on the CDU and PDUs. main closed. If opening is required, the
If a digital processor fails, all digital displays will go off. right cabin door should not remain open
for more than one minute, due to heat
2.8.3 Pilot’s Display Unit (PDU). The PDU (Figure from ECS.
2-8) displays to the pilot engine power turbines speed (%
RPM 1 and 2), rotor speed (% RPM R), and torque (% Aft sliding doors are on each side of the cabin/cargo
TRQ). Readings are shown by ascending and descending compartment (Figure 2-1). Single-action door latches allow
columns of multicolored lights (red, yellow, and green) the doors to be latched in the fully open or fully closed
measured against vertical scales. A TEST switch provides positions. Each of the two doors incorporate two jettison-
a means of electrically checking all PDU scale lamps and able windows, for emergency exit (Figure 9-1). One win-
digital readouts. When the TEST switch is pressed, all PDU dow on each side is a bubble window to allow the hoist
scale lamps should light and digital readouts should display operator/crew to observe the hoist pick up point as well as
188. The % RPM indicators contain low range turnoff be- the area behind the aircraft, without opening the cabin/cargo
low the normal operating range. Three overspeed lights at door.
the top will go on from left to right when a corresponding
rotor speed of 127%, 137%, and 142% is reached. Once a 2.9.3 Door Locks. Key door locks are installed on each
light is turned on, a latch prevents it from going off until of the cabin, cockpit and avionics compartment doors. A
reset by maintenance. Power for the PDUs is from No. 1 common key is used to lock and unlock the doors from the
and No. 2 ac and dc primary buses through circuit breakers outside to secure the helicopter.
marked NO. 1 AC INST/NO. 1 DC INST and NO. 2 AC
INST/NO. 2 DC INST respectively. See Figure 5-1 for 2.10 CREW SEATS.
instrument markings.
2.10.1 Pilots’ Seats.
2.9 DOORS AND WINDOWS.
2.9.1 Cockpit Doors. The crew compartment is reached

through two doors, one on each side of the cockpit. The WARNING
doors swing outward and are hinged on the forward side
(Figure 2-1). Each door has a window for ventilation. In- Do not store any items below seats. Seats
stalled on the back of each door is a latch handle to allow stroke downward during a crash and any
unlatching the door from either inside or outside the cock- obstruction will increase the probability
pit. Emergency release handles are on the inside frame of and severity of injury.
each door (Figure 9-1). They allow the cockpit doors to be
jettisoned in case of an emergency. There is an emergency The pilots’ seats provide ballistic protection and can be
release pull tab on the inside forward portion of each cock- adjusted for the pilots’ leg length and height. The pilot’s
pit door window for pilot egress. seat is on the right side, and the copilot’s is on the left.
Change 4 2-13
TM 1-1520-253-10
RADIO CALL FUEL XMSN ENG O

MODE SEL INDICATOR 00 0 00 QTY TEMP PRESS TEMP
#1 ENG #2 ENG LB X 100 C X 10 PSI C X 10
OUT OUT DOP RADIO BACK FM
LTS
190 18
GPS NAV CRS HOME 16
MASTER CAUTION LOW ROTOR 60 BRT / DIM LWR CSL AUX 14
FIRE
PRESS TO RESET RPM 55 5 110 14
DOP VTAC BACK FM 12
50 10
12
GPS ILS CRS HOME 70 12
10
45 15 DIMMER 10
H TEST 8
60 10
NORM PLT NORM ADF 8
40 20
20 L ET ALTR CPLT ALTR VDR DOP / GPS 50 8
250 2 35
30
25 TACAN 6
6
CMD ATT FT X 100 TURN CRS VERT BRG 40

50 10
SEL CTRL RATE HDG GYRO 2 4
4 4
CLI MB 30
200 LO BRG 1/DIST 0 0
30 30
1 ABS ALT
15 2
−4
KNOTS 0
−4
1 4 3 1 2 1 2
150 100 LO HI
SET
0 FEET
SET COMM NAV ON
G
S PUSH
OFF TO TEST MAIN LAMP DIM OFF
FUEL TEST DIGITS
30 30
DI VE
% RPM % TRQ NAV
LT RTR
OVERSPEED
9 0 1 HDG NAV ALT
ALT
8 1 2
HDG
ON
NAV
ON
ALT
ON
1 R 2 1 2 0 2
130 130 ROLL PITCH
140 140
1000 FT
7
100 FT
2 9 9 0
3
IN. HG
V
120 120
6
5 4
120 120
NM / KM
110 110 100 100
80 80 1 2 3 4 30 0
105 105 1
KM
COURSE
60 60 33
30 N PLS DISPLAY UNIT
2
100 100
H
40 40 D
G
2
W
95 95
20 20
NA
V
1 4
.5
24
90 90 VERTICAL SPEED
0 0
1 2 UP
70 70 6
21
DOWN
1000 FT PER
12 .5 MIN
30 30
S 15 1 4
2
0 0
1 R 2
HDG 1
CRS
2
DECL ATT HOV FP FLIR C/A BRT
MA WRN RAD ALT
NVG DIMMING
11 10 10 11
6 24 23 6
9 12 14 12
16 9
7 1 7 1
4 4
2 21 2
13 17 13
8 22 8
5 5
3 18 3
15 19 15
20
AB0698_1
SA
Figure 2-8. Instrument Panel (Sheet 1 of 2)
2-14
TM 1-1520-253-10
Each seat has a one-piece ceramic composite bucket at- and occupant to move vertically as single unit. Occupant
tached to energy absorption tubes. Each seat is positioned restraint is provided by a shoulder harness, lap belts, and a
on a track with the bucket directly above a recess in the crotch belt.
cockpit floor. Crash loads are reduced by allowing the seat
Change 4 2-14.1/(2-14.2 Blank)

TM 1-1520-253-10
TGT Ng RADIO CALL

MODE SEL
PRESS TEMP SPEED 00 0 00
PSI C X 100 % X 10 DOP RADIO BACK FM #1 ENG #2 ENG
170 11 GPS NAV CRS HOME OUT OUT
9
120 10
DOP VTAC BACK FM FIRE
MASTER CAUTION LOW ROTOR
PRESS TO RESET RPM
100
8 GPS ILS CRS HOME 60
55 5
90
7 9
50 10
H
70 NORM PLT NORM ADF
6
8 ALTR CPLT ALTR VDR 45 15 L
50
5
DGNS
250
20
CMD ATT 2 5
TURN CRS VERT BRG TCN 40 20 FT X 100

30
4
7
RATE HDG GYRO 2 ET 50 CLI MB
10
35 25
30 LO
20 2 4 BRG 1/DIST
SEL CTRL
200 30 30 1 ABS ALT
15
KNOTS
1
12
2 1
0
2
0
BFG LO
1 4 3 HI
150 100 0 FEET
COMM NAV G SET SET

S
PUSH
OFF TO TEST
1 − CHAN − 2 30
TGT Ng 30
DI VE
NAV
9 0 1
% RPM % TRQ
LT RTR
BFG BRT OVERSPEED
ALT
VOR OFF 8 1 2
TCN 0
1 R 2 1 2
ROLL PITCH 2
VTAC
130 130
140 140
1000 FT
7
100 FT
IN. HG
2 9 9 0
3
120 120
6
5 4
120 120 NM / KM
110 110 100 100
1 2 3 4 30 0
105 105 80 80 1
KM
COURSE
60 60 33 N
30
2
100 100 H
D
40 40 G
2
3
95 95
20 20 NA
V
1 4
24
.5
6
VERTICAL SPEED
90 90 0 0 UP
STAB
10 1 2
6
21
E
POS 0 70 70 DOWN
10 1000 FT PER
12 .5 MIN
20
O 30 30 S 15 1 4
2
F 30
DEG
F
40
DN
0
1 R 2
0
HDG 1
CRS
2
DECL ATT HOV FP FLIR C/A BRT
KIAS LIMIT
150 100 60 50 45
MA WRN RAD ALT

0o 10o 20o 30o 40o
STAB DEG
NVG DIMMING
1. RADAR ALTIMETER
2. BAROMETRIC ALTIMETER
3. VERTICAL SPEED INDICATOR
4. VERTICAL SITUATION INDICATOR
5. HORIZONTAL SITUATION INDICATOR
6. MASTER WARNING PANEL
7. AIRSPEED INDICATOR
8. PILOT’S DISPLAY UNIT
9. CLOCK
10. RADIO CALL PLACARD
11. GPS / TACAN SELECT BUTTON
12. VSI / HSI MODE SELECTOR
13. MULTIFUNCTION DISPLAY
14. RADAR WARNING INDICATOR
15. NVG DIMMING CONTROL PANEL
16. CENTRAL DISPLAY UNIT
17. STORMSCOPE
18. STABILATOR INDICATOR
19. STABILATOR POSITION PLACARD
20. VOR / TACAN SELECT BUTTON
21. CIS MODE SELECTOR
22. PERSONNEL LOCATOR DISPLAY
23. LOWER CONSOLE DIMMING CONTROL PANEL
24. INDICATOR LIGHTS CONTROL / TEST PANEL
AB0698_2
SA
Figure 2-8. Instrument Panel (Sheet 2 of 2)
2-15
TM 1-1520-253-10
2.10.2 Protective Armor. Armor protection is provided

for the body of the pilot and copilot against 7.62 mm rounds
from the side and from the back and below. Armored wings,
WARNING attached to the cockpit interior, consist of a sliding panel at
the outboard side of each seat. A release lever at the front
To prevent injury to personnel, do not of each panel permits sliding the panel aft to allow rapid
release either the normal or emergency entrance and exit, as well as freedom of movement for the
vertical adjust levers unless someone is seat occupant.
sitting in the seat. The extension springs
are under load at all times. With seat at 2.10.3 Medical Attendant Seats.
lowest position, the vertical preload on the
seat could be as high as 150 pounds. If no
one is in the seat and vertical adjust
lever(s) is released, the seat will be WARNING
snapped to the highest stop. Anyone lean-
ing over the seat or with hands on guide
tubes above linear bearings, will be seri- To enable emergency exit, keep center
ously injured. medical seat facing to rear, unless litter
pans and/or ambulatory seats are in full
a. Seat Height Adjustment. Vertical seat adjustment is up position.
controlled by a lever on the right front of the seat bucket.
Springs are installed to counterbalance the weight of the Two forward facing seats (Figure 2-5), one on each side
seat. The lever returns to the locked position when released. of the helicopter at the rear of the cabin and one rearward
facing seat at the front of the cabin, are for the medical
b. Forward and Rear Adjustment. The seat is adjusted attendants. Each seat can be adjusted forward or rearward
for leg length by a locking lever on the left front of the seat from it’s center position. Each seat has a complete lap belt
bucket. The lever is spring-loaded and returns to the locked and dual torso-restraint shoulder harness attached to a dual
position when released. action rotary release buckle. The shoulder harness is con-
nected to inertia reels on the seat back and bottom. This
c. Emergency Tilt Levers. The emergency tilt release gives the wearer freedom to move about his station. The
levers are on each side of the seat support frame. The seat restraint system is equipped with a single action rotary
may be tilted back into the cabin for removal or treatment release buckle with a guard. A release plate must be pressed
of a wounded pilot. Seat tilting can be done from the cabin, to allow rotation of release, preventing inadvertent handle
only with the seat in the full down and aft position by rotation from contact with equipment etc. The inertia reel
pushing in on the tilt handles, and pulling the seat top rear- lock control is replaced by a shorter push/pull manual lock-
ward. ing control. Push in and the inertia reel is manually locked
in place. When the control is pulled out, the reel will lock
d. Emergency Vertical Release Lever. The emergency on sudden pull.
vertical release permits the seat to drop to the lowest adjust-
ment point for tilting. The release lever is on the upper
2.10.4 Medical Attendant Seat Belt Operation.
center back of the seat, and is actuated by pulling right on
the lever.
1. Extend shoulder strap and attach shoulder strap
fittings to buckle.
e. Seat Belts. The pilot’s and copilot’s seats each con-
tain a shoulder harness, seat belt, and a crotch strap con-
2. Extend lap belt and place across body.
nected to a common buckle assembly. All belts and straps
have adjustment fittings. The attachment buckle has a
3. Place lap belt fitting into buckle and make cer-
single-point release that will be common in configuration
tain of positive lock.
on the pilots and copilots seats; they may be of the lift lever
or rotary release configuration, when the lanyard is pulled
4. Adjust lap belt tension adjustments and shoul-
or the release is turned all belts and straps will release
der strap adjustments for a comfortable fit.
simultaneously.
2-16
TM 1-1520-253-10
Section II EMERGENCY EQUIPMENT
2.11 FIRE PROTECTION SYSTEMS. uid and charged with gaseous nitrogen. The containers are
mounted above the upper deck, behind the right engine
Fire detection and fire extinguishing systems are in- compartment (Figure 2-1). Both containers have dual out-
stalled so that a fire may be detected and put out at either lets, each with its own firing mechanism. Each extinguish-
engine or the APU installation, without affecting the re- ing agent container has a pressure gage, easily viewed for
maining two. The engines and APU are monitored by in- preflight inspection. The system also has a thermal dis-
frared radiation type sensing units, and protected by a main charge safety port that will cause a visual indicator on the
and reserve high-rate discharge type fire extinguisher in- right side of the fuselage to rupture, indicating that one or
stallation. both containers are empty. Electrical power to operate the
No. 1 main and No. 2 reserve outlet valves is by the No. 2
2.11.1 Fire Detection System. A detection system dc primary bus through a circuit breaker, marked FIRE
provides fire warning to the cockpit in case of fire in either EXTGH. Power to operate the No. 2 main and No. 1 re-
main engine compartment or in the APU compartment. The serve fire bottles outlet port valves and the directional con-
system consists of five radiation-sensing flame detectors, trol valve is by the battery utility bus through a circuit
control amplifiers, and a test panel. Two detectors are in- breaker on the lower console marked FIRE EXTGH.
stalled in each main engine compartment and one detector
is in the APU compartment (Figure 2-1). The flame detec- 2.11.4 Fire Extinguisher Arming Levers (T-
tors are solid-state photoconductive cells providing continu- Handles). One APU T-handle is on the upper console
ous volume optical surveillance of the monitored areas. In (Figure 2-6) marked APU, and two engine fire extinguisher
case of fire, the detectors react to the infrared radiation and T-handles are on the engine control quadrant, marked #1
send a signal to one of the three control amplifiers which in ENG EMER OFF and #2 ENG EMER OFF (Figures 2-6
turn signals the fire warning assembly lighting the proper and 2-10). The handle marked #1 ENG EMER OFF is for
T-handle (Figures 2-6 and 2-10). Also, the master FIRE the No. 1 engine compartment, the handle marked #2 ENG
warning lights will go on if a fire is detected (Figure 2-8). EMER OFF is for the No. 2 engine compartment, and
The detector system automatically resets itself, with warn- APU is for the auxiliary power unit compartment. When a
ing lights off, when the infrared radiation source ceases to handle is pulled, dc power actuates the fire extinguisher
emit. logic module to select the compartment to which the fire
extinguisher agent is to be directed, and also energizes the
2.11.2 Fire Detector Test Panel. A test switch on the circuit to the fire extinguisher switch. The ends of the
FIRE DETR TEST panel on the upper console (Figure handles house fire detector warning lights.
2-6), when moved to positions 1 or 2, sends a test signal
through the system to put on the fire warning lights and 2.11.5 Fire Extinguisher Control Panel.
verify proper system operation to, but not including, the
photo cells. The No. 1 TEST position lights # 1 and # 2
ENG EMER OFF T-handles and APU T-handle and CAUTION
checks all firewall mounted detectors. The No. 2 TEST
position lights # 1 and # 2 ENG EMER OFF T-handle
only, and checks all deck mounted detectors. The engines In case of fire when ac electrical power is
and APU are completely enclosed within their own firewall not applied to the helicopter, the reserve
compartment, thus reducing the possibility of a false fire fire extinguisher must be discharged. Fire
warning from outside sources. Electrical power to operate extinguisher agent cannot be discharged
the No. 1 and No. 2 detector system is by the dc essential into No. 2 engine compartment if ac elec-
bus through circuit breakers marked FIRE DET, NO. 1 trical power is not applied to helicopter.
ENG and NO. 2 ENG, respectively. Power to operate the
APU detector system is by the battery bus through a circuit The switch, marked FIRE EXTGH, on the upper con-
breaker marked APU FIRE DET. sole (Figure 2-6), has marked positions RESERVE-OFF-
MAIN. The switch is operative only after one of the ENG
2.11.3 Fire Extinguishing Systems. A high-rate dis- EMER OFF or APU lever (T-handle) has been pulled.
charge extinguishing system provides a two-shot, main and When the switch is placed to MAIN, after an ENG EMER
reserve capability to either main engine compartment or OFF lever has been pulled, the contents of the main fire
APU compartment. Two containers are each filled with liq- extinguisher bottle are discharged into the corresponding
Change 4 2-17
TM 1-1520-253-10
compartment. When the FIRE EXTGH switch is placed to should be avoided. The liquid should not
RESERVE after an ENG EMER OFF lever has been be allowed to contact the skin; it could
pulled, the contents of the opposite fire extinguisher bottle cause frostbite or low temperature burns.
are discharged into the selected compartment. The contents
of the fire extinguisher bottle discharge into the compart- One hand-operated fire extinguisher (Figure 9-1) is
ment of the last lever pulled. mounted on the medical cabinet. A second fire extinguisher
is on the copilot’s seat.
2.11.6 Crash-Actuated System. A crash-actuated sys-
tem is part of the fire extinguisher system. An omnidirec- 2.12 CRASH AXE.
tional inertia switch is hard-mounted to the airframe to
sense crash forces. Upon impact of a crash of 10 Gs or One axe (Figure 9-1) is installed on medical cabinet.
more, the switch will automatically fire both fire extinguish-
ing containers into both engine compartments. Electrical 2.13 FIRST AID KITS.
power is supplied from the battery utility bus through a
circuit breaker on the lower console, marked FIRE EX- Three first aid kits (Figure 9-1) are installed, one on the
TGH. back of the left pilot seat, one on the back of the right pilot
seat, and one on the medical cabinet.
2.11.7 Hand-Operated Fire Extinguishers.
WARNING
Exposure to high concentrations of extin-

guishing agent or decomposition products
2-18 Change 4
TM 1-1520-253-10
Section III ENGINES AND RELATED SYSTEMS
2.14 ENGINE. sensor, radial drive shaft, fuel pressure sensor, and oil pres-
sure sensor.
The T700 engine (Figure 2-9), is a front drive, turboshaft
engine of modular construction. One is mounted on the 2.15 ENGINE FUEL SUPPLY SYSTEM.
airframe at either side of the main transmission. The engine
is divided into four modules: cold section, hot section, The engine fuel supply system consists primarily of the
power turbine section, and accessory section. low pressure engine driven boost pump, fuel filter, fuel fil-
ter bypass valve, fuel pressure sensor, hydromechanical unit
2.14.1 Cold Section Module. The cold section module (HMU), pressurizing and overspeed unit (POU).
(Figure 2-9), includes the inlet particle separator, the com-
pressor, the output shaft assembly, and line replaceable 2.15.1 Engine Driven Boost Pump. A low pressure
units (LRU’s). The inlet particle separator removes sand, suction engine driven boost pump is installed on the front
dust, and other foreign material from the engine inlet air. face of the engine accessory gear box (Figure 2-9). It
Engine inlet air passes through the swirl vanes, spinning the assures that the airframe fuel supply system is under nega-
air and throwing dirt out by inertial action into the collector tive pressure, lessening the potential of fire in case of fuel
scroll, after which it is sucked through by the engine-driven system damage. Lighting of the #1 or #2 FUEL PRESS
blower and discharged overboard around the engine exhaust caution legend at idle speed and above could indicate a
duct. The compressor has five axial stages and one centrifu- leak, or failed engine driven boost pump.
gal stage. There are variable inlet guide vanes and variable
stage 1 and stage 2 vanes. LRU’s mounted on the cold 2.15.2 Fuel Filter. The fuel filter is a barrier type full
section module are the electrical control unit (ECU), anti- flow filter with integral bypass. An electrical switch lights
icing and start bleed valve, history recorder, ignition sys- the #1 FUEL FLTR BYPAS or #2 FUEL FLTR BYPAS
tem, and electrical cables. caution legend to indicate filter bypass. In addition, a red
button on the filter housing pops out when filter element
2.14.2 Hot Section Module. The hot section module differential pressure indicates impending bypass. Power for
(Figure 2-9) consists of three subassemblies; the gas gen- the fuel filter bypass legends is from the No. 1 and No. 2 dc
erator turbine, stage 1 nozzle assembly, and combustion primary busses through circuit breakers marked NO. 1 and
liner. LRU’s on the hot section module are primer nozzles NO. 2 ENG WARN LTS respectively.
and ignitors. The gas generator turbine consists of a gas
generator stator assembly and a two-stage air cooled tur- 2.15.3 Fuel Pressure Warning System. The engine
bine rotor assembly which drives the compressor and the fuel pressure warning system for each engine consists of a
accessory gear box. Stage 1 nozzle assembly contains air pressure switch that turns on the FUEL PRESS caution
cooled nozzle segments. The nozzle assemblies direct gas legend. Fuel pressure caution legends, marked #1 FUEL
flow to the gas generator turbine. The combustion liner is a PRESS and #2 FUEL PRESS will light when fuel pres-
ring type combustor cooled by air flow from the diffuser sure drops below 9 psi. This legend can go on when fuel
case. pressure drops, due to failure of the low pressure boost
pump or an air leak in the suction fuel system. The effect
2.14.3 Power Turbine Section Module. The power will vary depending upon the size of the leak. The effect
turbine module (Figure 2-9), includes a two stage power will be more serious at low engine power. A large enough
turbine, exhaust frame, and the shaft and C-sump assembly. leak may cause a flameout. Power for the No. 1 engine fuel
The LRU’s mounted on the power turbine section module pressure warning system is supplied by the No. 1 dc pri-
are the thermocouple harness, torque and overspeed sensor, mary bus through the NO. 1 ENG WARN LTS circuit
and Np (% RPM 1 or 2) sensor. breaker. Power for the No. 2 engine fuel pressure warning
system is supplied by the No. 2 dc primary bus through the
2.14.4 Accessory Section Module. The accessory NO. 2 ENG WARN LTS circuit breaker.
section module (Figure 2-9) includes the top mounted
accessory gear box and a number of LRU’s. The LRUs 2.15.4 Engine Fuel System Components. Control of
mounted on the module are the hydromechanical unit fuel to the combustion system is done by the HMU. The
(HMU), engine driven boost pump, oil filter, oil cooler, HMU, mounted on the rear center of the accessory gear box
alternator, oil and scavenge pump, particle separator (Figure 2-9), contains a high pressure pump that delivers
blower, fuel filter assembly, chip detector, oil filter bypass fuel to the POU. Various parameters are sensed by the
2-19
TM 1-1520-253-10
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
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
OIL DRAIN PLUG

AA9916_1
FRONT VIEW SA
Figure 2-9. Engine T700 (Sheet 1 of 2)
2-20
TM 1-1520-253-10
ACCESSORY SECTION MODULE
THERMOCOUPLE
HARNESS OIL FILLER
HYDROMECHANICAL CAP
UNIT HISTORY
RECORDER
IGNITOR STARTER
PLUG
TORQUE AND
OVERSPEED SENSOR
HOT SECTION
MODULE (INTERNAL)
IGNITION
EXCITER OIL LEVEL
INDICATOR
ECU
POWER TURBINE MODULE COLD SECTION MODULE
RIGHT SIDE AA9916_2

SA
Figure 2-9. Engine T700 (Sheet 2 of 2)
HMU and influence fuel flow, variable geometry position, 2.16 ENGINE ALTERNATOR.
and engine anti-ice start bleed valve operation. Fuel from
the HMU flows to a POU. 2.16.1 Engine Alternator. The engine alternator (Fig-
ure 2-9) supplies ac power to the ignition exciter and elec-
2.15.4.1 Pressurizing and Overspeed Unit. The trical control unit (ECU). It also supplies a signal to the Ng
POU sends some of the fuel through the fuel start manifold SPEED cockpit indicator. All essential engine electrical
tube to the primer nozzles and allows back flow of high functions are powered by the alternator.
pressure air for purging. The rest of the fuel is sent through
the main fuel manifold to the injectors for starting accelera- a. When the alternator power supply to the ECU is in-
tion and engine operation. It purges fuel from the primer terrupted, a loss of % RPM 1 or 2 and % TRQ indications
nozzles after light off. It purges fuel from the primer nozzle
will occur, with corresponding engine(s) increasing to
and main fuel manifold on shutdown. It also reduces fuel
maximum power (high side).
flow to prevent an engine overspeed when the overspeed
system is tripped as sensed by the ECU.
Change 4 2-21
TM 1-1520-253-10
b. When the alternator Ng signal is interrupted, a loss of 2.22 ENGINE ANTI-ICING SYSTEMS.
Ng cockpit indication will occur with a corresponding ENG
OUT warning light and audio. 2.22.1 Engine Anti-Icing.
c. A complete loss of engine alternator power results in

affected engine(s) increasing to maximum power (high CAUTION
side) with a loss of cockpit indications of % RPM 1 or 2,
% TRQ, Ng SPEED; and ENG OUT warning light and
audio will occur. Overspeed protection is still available. The engine can incur FOD by improper
use of these systems and the other anti-
2.17 IGNITION SYSTEM. ice/deice systems. For example, ice shed-
ding off the windshield can cause FOD
The engine ignition system is a noncontinuous ac pow- damage to the engines.
ered, capacitor discharge, low voltage system. It includes a
dual exciter, two igniter plugs, ignition leads, and ENGINE a. The engine is anti-iced by two systems; the first de-
IGNITION keylock switch. scribed in subparagraph b is called an engine anti-ice sys-
tem and a second described in paragraph 2.22.2 is called
2.18 HISTORY RECORDER. the engine inlet anti-icing. Both of these systems are turned
on by the ENG ANTI-ICE NO. 1 and NO. 2 switch (Fig-
The engine history recorder is mounted on the right side ure 2-6).
of the swirl frame (Figure 2-9). It displays four digital
counters which records information for maintenance pur-
poses only. The history recorder will only operate with an b. Engine anti-icing is a combination of bleed-air and
ECU. heated engine oil. Anti-icing is controlled by a solenoid-
operated air valve. The engine anti-ice/start bleed valve
2.19 THERMOCOUPLE HARNESS. opens during starting and will remain open at low power
settings until engine reaches 88 to 92% Ng, depending on
A seven probe harness measures the temperature of the the outside air temperature, with anti-ice OFF. The engine
gases at the power turbine inlet. It provides a signal to the anti-ice/deice system is designed so that in the event of an
ECU, that relays it to the history recorder through the sig- electrical failure the valve reverts to the anti-icing mode
nal data converter (SDC) to the cockpit temperature gage. and turns on an advisory legend indicating #1 ENG ANTI-
ICE ON or #2 ENG ANTI-ICE ON. Axial compressor
2.20 TORQUE AND OVERSPEED AND % RPM discharge air is bled from stage five of the compressor cas-
SENSORS. ing, routed through the anti-icing/bleed valve, and deliv-
ered to the front frame through ducting. Within the swirl
Two sensors are installed on the exhaust frame of the frame, hot air is ducted around the outer casing to each
engine. One sensor provides the power turbine governor swirl vane splitter lip and inlet guide vanes. The hot air is
and tachometer signal to the ECU. The other sensor feeds directed within each vane by a series of baffles. Hot engine
the torque computation circuit and overspeed protection oil passing within the scroll vanes in the main frame pre-
system. vents ice buildup. Water, snow, and solids are carried out
through the inlet particle separator discharge system.
2.21 ENGINE BLEED-AIR SYSTEM. Switches marked ENG ANTI-ICE NO. 1 or NO. 2 OFF,
and ON, control engine and inlet anti-ice. At the ON posi-
Two bleed-air ports are incorporated on the engine. The tion, compressor bleed-air is supplied continuously. Power
outboard port supplies bleed-air to the engine air inlet anti- to operate the anti-icing system is by the No. 1 and No. 2
icing system as described in Section III. The inboard port dc primary buses respectively, through circuit breakers,
ties into the pressurized air system. Air from this port is marked NO. 1 ENG ANTI-ICE and ANTI-ICE WARN,
supplied to the cabin heating system and can be supplied to NO. 2 ENG ANTI-ICE and ANTI-ICE WARN respec-
the other engine for crossbleed starts. tively.
2-22 Change 4
TM 1-1520-253-10
2.22.2 Engine Inlet Anti-Icing. filter, tank, oil cooler, and seal pressurization and venting.
The oil tank is a part of the main frame. Each scavenge line
a. The engine air inlets are anti-iced by bleed-air from has a screen at the scavenge pump to aid fault isolation. A
the engines. Four advisory legends, marked #1 ENG chip detector with a cockpit warning legend is in the line
ANTI-ICE ON, #2 ENG ANTI-ICE ON, #1 INL ANTI- downstream of the scavenge pump.
ICE ON and #2 INL ANTI-ICE ON are provided for the
engines. The #1 and #2 ENG ANTI-ICE ON advisory 2.23.1 Engine Emergency Oil System. The engine
legends will go on when the ENG ANTI-ICE NO. 1 and has an emergency oil system in case oil pressure is lost. Oil
ENG ANTI-ICE NO. 2 switches are placed ON. When the reservoirs built into the A and B sumps are kept full during
anti-ice system is operating and an engine is started, the normal operation by the oil pump. Oil bleeds slowly out of
inlet anti-ice valve for that engine will close. The #1 and #2 those reservoirs and is atomized by air jets, providing con-
INL ANTI-ICE ON advisory legends operate from tem- tinuous oil mist lubrication for the bearings. A #1 ENG
perature sensed at the engine inlet fairing. When the tem- OIL PRESS or #2 ENG OIL PRESS caution legend will
perature reaches about 93°C (199°F), the temperature go on when indicated oil pressure drops below 25 psi on
switch will turn on the appropriate INL ANTI-ICE ON helicopters without modified faceplates on the instrument
advisory legend. If this legend goes on with the switches at panel or below 20 psi on helicopters with modified face-
ENG ANTI-ICE NO. 1 and NO. 2 OFF, it indicates that plates. Power for the caution legend comes from the No. 1
heat is being applied to that engine inlet and a malfunction and No. 2 dc primary buses through circuit breakers marked
exists. Inlet anti-icing will turn on if dc primary power NO. 1 and NO. 2 ENG WARN LTS respectively.
failure occurs; dc electrical power is applied to keep the
valve closed. Functioning of ENG INLET ANTI-ICE is 2.23.2 Oil Tank. The oil tank is an integral part of the
controlled as follows: engine. Tank capacity is 7 US quarts. The filler port is on
the right. Oil level is indicated by a sight gage on each side
(1) Above 13°C (55°F) - Illumination of the INL of the tank. Servicing of the tank is required if the oil level
ANTI-ICE ON advisory legend indicates a system mal- reaches the ADD line. Overservicing is not possible
function. because extra oil will flow out the filler port. The scavenge
pump returns oil from the sumps to the oil tank through six
(2) Above 4°C (39°F) to 13°C (55°F) - The INL scavenge screens, each one labeled for fault isolation.
ANTI-ICE ON advisory legend may illuminate or may not
illuminate. 2.23.3 Oil Cooler and Filter. The oil cooler (Figure
2-9) cools scavenge oil before it returns to the tank. Oil
(3) At 4°C (39°F) and below - Failure of INL ANTI- from the chip detector passes through the oil cooler and is
ICE ON advisory legend to illuminate indicates a system cooled by transferring heat from the oil to fuel. After pass-
malfunction. Do not fly the aircraft in known icing condi- ing through the oil cooler, oil enters the top of the main
tions. frame where it flows through the scroll vanes. This further
cools the oil and heats the vanes for full-time anti-icing.
b. At engine power levels of 10% TRQ per engine and
The vanes discharge oil into the oil tank. If the oil cooler
below, full inlet anti-ice capability cannot be provided due
pressure 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 the
buses, respectively, through circuit breakers marked NO. 1
pressure differential across the filter increases, the first indi-
and NO. 2 ENG ANTI-ICE, respectively. During engine
cator will be a popped impending bypass button. As the
start, power to operate the No. 1 engine inlet anti-ice valve
pressure increases further, this indication will be followed
is provided from the dc essential bus through a circuit
by an indication in the cockpit #1 or #2 OIL FLTR
breaker marked NO. 1 ENG START. The #1 and #2 INL
BYPASS, after which a filter bypass will occur. Power for
ANTI-ICE ON advisory legends receive power from No. 1
the caution legends is from the No. 1 and No. 2 dc primary
and No. 2 dc primary buses, through circuit breakers,
buses respectively, through circuit breakers marked NO. 1
marked NO. 1 and NO. 2 ENG ANTI-ICE WARN,
and NO. 2 ENG WARN LTS. During cold weather start-
respectively.
ing, or on starting with a partially clogged filter, the high-
pressure drop across the filter will cause the bypass valve to
2.23 ENGINE OIL SYSTEM.
open and the caution legends to go on. The impending
Lubrication of each engine is by a self-contained, pres- bypass indicator has a thermal lockout below 38°C to pre-
surized, recirculating, dry sump system. Included are oil vent the button from popping. A cold-start relief valve
and scavenge pump, emergency oil system, monitored oil
2-23
TM 1-1520-253-10
downstream of the filter protects the system by opening and (Figure 2-7), to short out and prevent ignition exciter cur-
dumping the extra oil to the gear box case. rent flow when the switch is OFF and the starter is engaged.
The switch is marked ENGINE IGNITION OFF and ON.
2.23.4 Engine Chip Detector. The chip detector is on When the switch is ON, the shorts are removed from both
the forward side of the accessory gear box. It consists of a engine alternators, allowing exciter current to flow when
housing with integral magnet and electrical connector, with the engine alternator begins to turn. The ENGINE IGNI-
a removable screen surrounding the magnet. The detector TION is normally ON during flight and turned OFF at
attracts magnetic particles at a primary chip detecting gap. shutdown. One switch serves both engines. If the switch is
A common oil discharge from the scavenge pump is routed OFF, neither engine can be started, although motoring
to a chip detector wired to a cockpit caution legend marked capability remains. When an engine is to be motored with-
CHIP #1 ENGINE or CHIP #2 ENGINE. If chips are out a start, make certain the ENGINE IGNITION switch
detected, a signal is sent to the cockpit to light a caution is OFF. To prevent a possible hot or torching start never
legend, marked CHIP #1 ENGINE or CHIP #2 ENGINE. turn the ENGINE IGNITION switch ON after motoring
Power to operate the engine chip detector system is from has started. Abort start procedures must be done to remove
the No. 1 and No. 2 dc primary buses respectively, through excess fuel from the engine if a start was attempted with
circuit breakers marked WARN LTS, under the general the switch OFF.
headings NO. 1 ENG and NO. 2 ENG.
2.24.2 APU Source Engine Start. The APU provides
2.24 ENGINE START SYSTEM. an on-board source of air and auxiliary electrical power.
The APU bleed-air output is enough to start each engine
The pneumatic start system uses an air turbine engine individually at all required combinations of ambient tem-
start motor for engine starting. System components consist peratures and enough to start both engines simultaneously
of an engine start motor, start control valve, external start within a reduced range of ambient temperatures (Figure
connector, check valves, controls and ducting. Three pneu- 5-2). The AIR SOURCE HEAT/START switch must be
matic sources may provide air for engine starts: the APU, at APU. Refer to Section XII for complete APU descrip-
engine crossbleed, or a ground source. When the start but- tion.
ton is pressed, air from the selected source is directed
through the start control valve to the engine start motor. 2.24.3 Crossbleed Engine Start System. Crossbleed
The #1 ENGINE STARTER or #2 ENGINE STARTER engine starts are used when one engine is operating and it is
caution legend will go on at this time and remain on until desired to start the other engine from the bleed-air source of
the starter drops out. As the engine start motor begins to the operating engine. To make a crossbleed start, the oper-
turn, an overrun clutch engages causing the engine to ating engine must be at least 90% Ng SPEED. When the
motor. As the engine alternator begins to turn, electrical AIR SOURCE HEAT/START switch is placed to ENG,
current is supplied to the ignition exciter. Ignition will con- both engine crossbleed valves will open. Pressing the start
tinue until either the ENGINE IGNITION switch is moved button for the engine not operating will cause the start valve
to OFF or starter dropout occurs. The ENG POWER for that engine to open at the same time the crossbleed
CONT lever is advanced to IDLE detent for light-off and valve for the starting engine will close, and remain closed
acceleration. A starter speed switch terminates the start until starter dropout occurs. At 52% to 65% Ng SPEED,
cycle when cutoff speed is reached (52% to 65% Ng the starting engine start valve will close, stopping bleed-air
SPEED) and turns off the starter caution legend and engine flow to the starter. Power to operate the bleed shutoff valve
ignition. Malfunction of the starter speed switch may be is from No. 1 dc primary bus through a circuit breaker
overcome by manually holding the start button pressed until marked AIR SOURCE HEAT/START.
reaching 52% to 65% Ng SPEED. To drop out the starter,
manually pull down on the ENG POWER CONT lever. 2.24.4 External Source Engine Start. The external
To abort a start, pull down on the ENG POWER CONT start pneumatic port (Figure 2-1) is on the left side of the
lever and move to OFF in one swift movement. Power to fuselage. It is the attachment point for a bleed-air line from
operate the No. 1 engine start control valve is from the dc an external source for engine starting or helicopter heating
essential bus through a circuit breaker marked NO. 1 ENG on the ground. The assembly contains a check valve to
START. Power to operate the No. 2 engine start control prevent engine or APU bleed-air from being vented. The
valve is from the No. 2 dc primary bus through a circuit external air source pressurizes the start system up to the
breaker marked NO. 2 ENG START CONTR. engine start control valves, requiring only that electrical
power be applied. If an emergency start is made without ac
2.24.1 Engine Ignition Keylock. An ENGINE IGNI- electrical power, No. 1 engine must be started first because
TION keylock is installed on the side of the lower console
2-24
TM 1-1520-253-10
the No. 2 engine start control valve will not operate without a transient increase above the 850°C TGT TEMP when the
dc primary bus power. pilot demands maximum power (Figure 5-1 transient lim-
its). TGT limiting does not prevent overtemperature during
2.25 ENGINE CONTROL SYSTEM. engine starts, compressor stall, or when the engine is oper-
ated in LOCKOUT (Paragraph 9.3e).
The engine control system consists of the ECU, engine
quadrant, load demand system and speed control system.
d. Overspeed protection protects the power turbine from
2.25.1 Electrical Control Unit (ECU). The electrical destructive overspeeds. The system is set to trigger at
control unit controls the electrical functions of the engine 106%61% RPM 1 or 2 and will result in an initial reduced
and transmits operational information to the cockpit. It is a fuel flow and will cycle until the cause of the overspeed is
solid-state device, mounted below the engine compressor removed or % RPM is reduced manually. Two momentary
casing. The ECU accepts inputs from the alternator, ther- switches marked NO. 1 and NO. 2 ENG OVSP TEST A
mocouple harness, Np (% RPM 1 and 2) sensor, torque and TEST B on the upper console (Figure 2-6), are used to
and overspeed sensors, torque signal from opposite engine check the circuits. Testing individual circuits A and B in-
for load sharing, feedback signals from the HMU for sys- dicates that those systems are complete and performing cor-
tem stabilization, and a demand speed from the engine rectly. Dual closing of A and B serves to check out the
speed trim button. The ECU provides signals to the % actual overspeed system itself, the overspeed solenoid and
RPM 1 and 2 indicators, % TRQ meter, TGT TEMP the POU. This check must be done only on the ground by
indicator, and history recorder. designated maintenance personnel. The overspeed protec-
tion is not deactivated when in LOCKOUT. Power to op-
NOTE erate the overspeed system is from two independent
sources: the engine alternators as the primary source, and
Phantom torque may be observed on the Pi- the No. 1 and No. 2 ac primary buses as alternate backup
lot Display Unit (PDU) torque display of a source in case of alternator failure. Circuit protection is
non-operating engine while the aircraft’s through circuit breakers marked NO. 1 ENG OVSP and
other engine is operating during a ground NO. 2 ENG OVSP.
run. Phantom torque readings of up to 14%
have been observed on the PDU of the non- 2.25.2 Engine Control Quadrant. The engine control
operating engine. During startup of the non- quadrant (Figure 2-10) consists of two ENG POWER
operating engine, its ECU will produce a CONT levers, two ENG FUEL SYS selector levers, and
normal, positive torque signal which dis- two ENG EMER OFF T-handles. A starter button is on
plays the correct torque signal on the respec- each ENG POWER CONT lever. Each ENG POWER
tive PDU. CONT lever has four positions: OFF-IDLE-FLY-
LOCKOUT. Movement of the ENG POWER CONT le-
a. In case of an ECU malfunction, the pilot may over- vers moves a cable to mechanically shut off fuel or set
ride the ECU by momentarily advancing the ENG available Ng SPEED. The lever is advanced to FLY for
POWER CONT lever to the LOCKOUT stop, then re- flight. This ENG POWER CONT lever setting represents
tarding it to manually control engine power. To remove the the highest power that could be supplied if demanded.
ECU from lockout, the ENG POWER CONT lever must Power turbine speed (% RPM 1 or 2) is not governed until
be moved to IDLE. the power lever is advanced from IDLE. The engine quad-
rant secondary stop, two stop blocks, the quadrant assem-
b. The torque matching/load sharing system increases bly, and a latch on each ENG POWER CONT lever pre-
power on the lower-torque engine to keep engine torques vent moving the levers below IDLE detent. When
approximately equal. The system does not allow an engine shutdown is required, the ENG POWER CONT lever must
to reduce power to match a lower power engine. If an en- be pulled out slightly, at the same time the latch release
gine fails to the high side, the good engine will only at- must be pressed, then the ENG POWER CONT lever can
tempt to increase torque upward until its Np is 3% above be moved below IDLE detent. After being moved momen-
the reference Np. tarily to LOCKOUT, the ENG POWER CONT lever is
used to manually control Ng SPEED and % RPM 1 or 2.
c. The temperature limiting system limits fuel flow With the ENG POWER CONT lever at LOCKOUT, the
when the requirement is so great that the turbine tempera- automatic TGT limiting system is deactivated and TGT
ture reaches the limiting value of 837°C to 849°C. Fuel must be manually controlled. The overspeed protection sys-
flow is reduced to hold a constant TGT. It is normal to see tem is not deactivated when at LOCKOUT.
Change 4 2-25
TM 1-1520-253-10
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 2-10. Engine Control Quadrant
2-26 Change 2
TM 1-1520-253-10
2.25.3 Load Demand System. With ENG POWER 2.25.4 Engine Speed Control System. An engine
CONT lever at FLY, the ECU and HMU respond to col- RPM control switch on the upper console (Figure 2-6) con-
lective signals to automatically control engine speed and trols the speed of both engines simultaneously. There is no
provide required power. During emergency operations, individual trim capability. It is used to supply a signal to
when the ENG POWER CONT lever is moved to LOCK- the ECU for controlling % RPM 1 and 2 as required. The
OUT and then to some intermediate position, the engine ENG RPM control switch allows adjustment between 96%
will still respond to collective signals.
Change 2 2-26.1/(2-26.2 Blank)

TM 1-1520-253-10
and 100%. Power for ENG RPM control system is from 2.27.2 Engine Oil Pressure Indicator. Each engine
the No. 2 dc primary bus through a circuit breaker marked has an engine oil pressure transmitter, downstream of the
SPEED TRIM. oil filter, that sends readings to a vertical scale indicator,
marked ENG OIL PRESS, on the instrument display
2.26 HOVER INFRARED SUPPRESSOR SUB- panel; and to an engine oil pressure caution legend, marked
SYSTEM (HIRSS). ENG OIL PRESS. The lower precautionary and prohibited
ranges will go out when reaching the bottom of the normal
The hover IR suppressor (Figure 2-2) provides improved range. It may be possible that during IDLE operations, the
helicopter survivability from heat-seeking missiles through- ENG OIL PRESS caution legend will go on. If ENG OIL
out the flight envelope. The HIRSS kit has no moving parts. PRESS caution legend comes on at IDLE, verify oil pres-
It contains a three-stage removable core which reduces sure is acceptable by setting Ng SPEED at 90%, check that
metal surface and exhaust gas temperature radiation and engine oil pressure is at least 35 psi. As pressure increases
prevents line-of-sight viewing of hot engine surfaces. The above 100 psi the respective prohibited scale changes to
HIRSS channels hot exhaust gasses through the three-stage red.
core and inner baffle to induce the flow of cooling air from
the engine bay and the inlet scoops. The three-stage core 2.27.3 TGT Temperature Indicator. The TGT indicat-
and inner baffle cold surfaces are coated with lowing system consists of thermocouples transmitting to a TGT
reflectance material. For further cooling, hot exhaust gas is TEMP indicator. The indicator assembly has two digital
ducted outboard and downward by the engine, away from readouts that indicate precise temperatures.
the helicopter by the exhaust deflector, where additional
cooling air is provided by the main rotor downwash. Instal- 2.27.4 Gas Generator Speed (Ng) Indicator. The Ng
lation of each HIRSS module requires removal of the stan- speed indicating system shows Ng speed for each engine.
dard engine exhaust module and aft cabin door track fair- The system consists of one alternator winding and Ng
ings. HIRSS modules are installed on the basic airframe SPEED vertical scale instrument, on the instrument panel,
equipped with HIRSS fixed provisions by two airframe giving percent rpm. Digital readouts for Ng SPEED are at
mounts. The aft fairings are installed using existing mount- the lower section of the instrument face plate. The three-
ing points and hardware. While operating in a non-hostile digit readouts provide a closer indication of Ng SPEED.
environment, the inner baffle can be removed to enhance
helicopter performance.
2.27.5 Engine Power Turbine/Rotor Speed Indica-
2.27 ENGINE INSTRUMENTS. tor. Power turbine and rotor speed are indicated for each
engine on a single instrument marked % RPM 1 R 2 on the
The instrument displays (Figure 2-8) consist of ENG display panel with three vertical scales (Figure 5-1). Power
OIL TEMP and PRESS, TGT TEMP, gas generator Ng turbine speed is indicated in % RPM 1 or 2 and rotor speed
SPEED, power turbine speed (% RPM 1 or 2), rotor speed % RPM R. Rotor speed is sensed by a speed sensor on the
% RPM R, engine torque % TRQ, and FUEL QTY to right accessory module. Power turbine speed is sensed by a
provide the pilots with engine and subsystem monitoring. speed sensor on the engine exhaust frame. At the top of the
Continuous indications of those parameters are indicated on panel are three warning lights that indicate varying degrees
vertical scales, digital readouts and caution lights. Instru- of rotor overspeed. These lights remain on, once tripped,
ments without low range turn-off feature: % TRQ, TGT and must be manually reset.
TEMP, Ng SPEED, ENG OIL TEMP and XMSN TEMP
will remain on as parameter increases and go out as it de- 2.27.6 Torque Indicator. The torque system shows the
creases (Figure 5-1). Power for lighting the displays is from amount of power the engine is delivering to the main trans-
the No. 1 and No. 2 ac primary and No. 1 and No. 2 dc mission. A torque sensor mounted on the exhaust case mea-
primary buses through the signal data converters. sures the twist of the power turbine shaft, and transmits this
signal to the ECU and signal data converter into the torque
2.27.1 Engine Oil Temperature Indicator. Each en- indicator marked % TRQ on the display panel, displaying
gine has an oil temperature sensor wired through the signal readings for both engines. Digital readouts giving torques
data converter to a vertical scale instrument, marked ENG for each engine are at the top of the indicator. A photocell
OIL TEMP, on the central display unit; and to an engine on the lower center of the display will automatically adjust
oil temperature caution light, marked ENGINE OIL the lighting of the % RPM and % TRQ indicators with
TEMP. respect to ambient light.
Change 4 2-27
TM 1-1520-253-10
Section IV FUEL SYSTEM
2.28 FUEL SUPPLY SYSTEM. engine that normally feeds from the empty or low-level
tank is moved to XFD. This connects that engine to the
A separate suction fuel system is provided for each other tank through the crossfeed system. A check valve in
engine. Fuel is stored in two interchangeable, crashworthy, each crossfeed line prevents air from an inoperative
ballistic-resistant tanks. The fuel system consists of lines engine’s fuel line crossing to the operating one.
from the main fuel tanks, firewall-mounted selector valves,
prime/boost pump and fuel tanks, and engine-driven suc- 2.28.3 Fuel Filter. The engine fuel filter has a bypass
tion pumps. The prime/boost pump primes all fuel lines if valve and bypass warning device. The filter is mounted on
prime is lost, and also acts as an APU boost for APU starts the forward left side of the engine accessory gear box. An
and operation. A selector valve, driven by cable from the impending bypass warning is incorporated on the filter
ENG FUEL SYS selector lever on the engine control housing in the form of a popout button. The bypass valve
quadrant (Figure 2-10) permits operation of either engine opens to assure continuous fuel flow with a blocked filter.
from either fuel tank. The engines and APU are suction fed, At the same time the valve opens, an electrical switch
the APU is fed from the left main fuel tank by a separate closes to light the #1 or #2 FUEL FLTR BYPAS caution
fuel line. All fuel lines are routed in the most direct man- legend. Power to operate the bypass warning system is from
ner. The fuel line network includes self-sealing breakaway the No. 1 and No. 2 dc primary buses through circuit break-
valves that contain fuel in case of helicopter crash or mal- ers marked NO. 1 and NO. 2 ENG WARN LTS, respec-
function. All engine fuel lines are self-sealing with the tively.
exception of the APU fuel line.
2.29 ENGINE FUEL PRIME SYSTEM.
2.28.1 Fuel Tanks. Both main fuel tanks are crashwor-
thy, self-sealing and interchangeable. Each tank contains a NOTE
pressure refuel/defuel valve, fuel quantity and low-level
sensors, high-level shutoff valve, low-level shutoff valve, Priming engines using sump mounted fuel
check valve sump drain, and a self-sealing breakaway vent boost pumps is described in paragraph
valve. (Refer to Table 2-4 for tank capacity.) Fuel tank 8.41.3.
drains are in the sumps to permit removal of sediment and
water and provide fuel sampling. A toggle switch on the upper console, marked FUEL
PUMP, FUEL PRIME, OFF and APU BOOST (Figure
2.28.2 Engine Fuel System Selector Control. Each 2-6), when moved to FUEL PRIME, energizes the prime/
fuel system has a selector valve which is manually operated boost pump and solenoid valves to each main engine fuel
through the ENG FUEL SYS selector lever on the over- supply line and to the solenoid valve for the APU fuel feed
head engine control quadrant (Figure 2-10). There is an system. An advisory indication is displayed during this
ENG EMER OFF T-handle on each side of the quadrant mode by a legend marked PRIME BOOST PUMP ON.
which is arranged so that pulling the handle engages the Prime pump capacity is not enough to prime an engine
ENG FUEL SYS selector lever, bringing it to OFF. The when the opposite engine is running. Engines should there-
ENG FUEL SYS selectors are connected to the fuel selec- fore be primed individually with both engines off. The
tor valves with low-friction flexible push-pull cables. Each prime/boost pump is actuated and the engine prime valve is
lever can be actuated to three positions: OFF, DIR, and opened whenever the engine starter is operating. This pro-
XFD. With the selectors at OFF, the control valves are vides fuel pressure to aid in a successful engine start. When
closed, allowing no fuel flow to the engines. When the the engine speed reaches starter dropout speed, engine fuel
selectors are moved forward to DIR, the selector valves are prime valve will close and the prime/boost pump will also
opened, providing fuel flow for each engine from its indi- stop operating if the FUEL PUMP switch is OFF. Power
vidual fuel tank. If a tank is empty, or you wish to equalize to operate the prime boost system is from the battery bus
fuel in the tanks, the ENG FUEL SYS selector of the through a circuit breaker marked FUEL PRIME BOOST.
2-28
TM 1-1520-253-10
2.30 FUEL QUANTITY INDICATING SYSTEM. boost pump is controlled by a switch on the FUEL BOOST
PUMP CONTROL panel (Figure 2-7). The two-position
All internal fuel is continuously gaged with the FUEL switch for each pump, marked ON-OFF, activates the
QTY gage system (Figure 2-8). The system consists of two pump for continuous operation to maintain a head of fuel
tank unit sensors (probes), one in each tank, a dual channel pressure at the engine fuel inlet port, regardless of engine
fuel quantity gage conditioner, and a dual channel low- boost pump discharge pressure. An advisory light near each
level warning system. The tank units are connected to the control switch indicates pump pressure and operation. A
fuel quantity gages marked FUEL QTY 1-2 on the central check valve in each pump discharge line prevents fuel re-
display panel. A separate total fuel quantity readout nu- circulation during fuel boost operation, and prevents loss of
merically displays the total quantity of fuel on board. The engine fuel line prime. #1 or #2 FUEL PRESS caution
system may be checked out by pressing the FUEL IND legend going on is also an indicator to turn on boost pumps.
TEST pushbutton on the miscellaneous switch panel. The Power to operate the boost pumps is provided from the No.
vertical scales of the FUEL QTY indicator and the digital 1 and No. 2 ac primary buses through circuit breakers
readout should show a change, and the #1 and #2 FUEL marked NO. 1 and NO. 2 FUEL BOOST PUMP, respec-
LOW caution legends should flash. When the button is tively.
released, the scales and digital readout will return to the
original readings. The fuel quantity indicating system is 2.30.3 Refueling/Defueling. A pressure refueling and
powered by the No. 1 ac primary bus through a circuit defueling system provides complete refueling and defueling
breaker, marked NO. 1 AC INST. of both tanks from one point on the left side of the helicop-
ter (Figure 2-23). Closed circuit refueling uses the pressure
2.30.1 Fuel Low Caution Legend. Two low-level sen- refueling system and its components. No electrical power is
sors, one on each probe, provide signals which activate two required for the system during refueling or defueling. The
low-level caution legends indicating #1 FUEL or #2 tank full shutoff valve is float-operated. A dual high-level
FUEL. Those legends flash when the fuel level decreases shutoff system acts as back up for each other. The two
to approximately 172 pounds in each tank. The illumination high-level float valves close, causing a back pressure to the
of these legends does not mean a fixed time period remains fueling/defueling valve at the bottom of the tank, closing
before fuel exhaustion, but is an indication that a low fuel the refuel valve. The tank empty automatic shutoff system
condition exists The fuel-low caution legends are powered is a function of the low-level float valve opening to allow
by the No. 1 dc primary bus through a circuit breaker air to be drawn into the line, closing the defuel valve. A
marked FUEL LOW WARN. filler neck between the fuselage contour and the fuel cell is
a frangible (breakaway) connection. Gravity fueling is done
2.30.2 Fuel Boost Pump. The helicopter fuel system through filler neck on each side of the fuselage for the
contains an electrically-operated submerged fuel boost respective tanks. Gravity defueling capability is provided
pump in each fuel tank. When the pumps operate, they through the drains.
provide pressurized fuel to the engine fuel inlet port. Each
Change 4 2-29
TM 1-1520-253-10
Section V FLIGHT CONTROLS
2.31 FLIGHT CONTROL SYSTEMS. collective stick has a grip (Figure 2-11) with switches and
controls for various helicopter systems. These systems are:
NOTE landing light control, marked LDG LT PUSH ON/OFF
EXT and RETR; searchlight controls, marked SRCH LT
Flight near high power RF emitters such as ON/OFF BRT, DIM, EXT, L, R, and RETR; servo shut-
microwave antennas or shipboard radar may off control switch, marked SVO OFF 1ST STG and 2ND
cause uncommanded AFCS and/or stabilator STG; a cargo hook emergency release switch, marked
control inputs. Electromagnetic interference HOOK EMER REL, a radio select switch marked RAD
(EMI) testing has shown that the master cau- SEL UP-DN and HUD control switch, marked BRT-DIM-
tion light may illuminate before or simulta- MODE-DCLT. All switches are within easy reach of the
neously with any uncommanded stabilator left thumb. For a complete description of switches and con-
trailing edge movement, with 4° or 5° of trols, refer to major system description.
movement being the maximum.
2.31.3 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 con- functions are:
trol 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 aug- changes in rotor downwash on the stabilator caused by col-
mentation system (SAS), flight path stabilization (FPS), lective 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 ped- input as collective is decreased.
als. The pilot and copilot controls are routed separately to a
combining linkage for each control axis. Outputs from the b. Collective to Yaw - Compensates for changes in
cockpit controls are carried by mechanical linkage through torque effect caused by changes in collective position. The
the pilot-assist servos to the mixing unit. The mixing unit mixing unit increases tail rotor pitch as collective is
combines, sums, and couples the cyclic, collective, and yaw increased and decreases tail rotor pitch as collective is
inputs. It provides proportional output signals, through decreased.
mechanical linkages, to the main and tail rotor controls.
c. Collective to Roll - Compensates for the rolling
moments and translating tendency caused by changes in tail
2.31.1 Cyclic Stick. Lateral and longitudinal control of
rotor thrust. The mixing unit provides left lateral input to
the helicopter is by movement of the cyclic sticks through
the main rotor system as collective is increased and right
push rods, bellcranks, and servos to the main rotor. Move-
lateral input as collective is decreased.
ment in any direction tilts the plane of the main rotor blades
in the same direction, thereby causing the helicopter to go d. Yaw to Pitch - Compensates for changes in the ver-
in that direction. Each cyclic stick grip (Figure 2-11) con- tical thrust component of the canted tail rotor as tail rotor
tains a stick trim switch, marked STICK TRIM FWD, L, pitch is changed. The mixing unit provides aft input to the
R and AFT, a go around switch, marked GA, trim release main rotor system as tail rotor pitch is increased and for-
switch, marked TRIM REL, a panel light kill switch, ward input as tail rotor pitch is decreased.
marked PNL LTS, a cargo release switch, marked
CARGO REL, and a transmitter ICS switch, marked 2.31.4 Collective/Airspeed to Yaw (Electronic Cou-
RADIO and ICS. Refer to major systems for a complete pling). This mixing is in addition to collective to yaw
description of switches on the cyclic grip. mechanical mixing. It helps compensate for the torque
effect caused by changes in collective position. It has the
2.31.2 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 grip tail rotor pitch change is proportional to airspeed. Maxi-
and pushing the stick aft to improve access to his seat. Each mum mixing occurs from 0 to 40 knots. As airspeed
2-30
TM 1-1520-253-10
SEARCHLIGHT
SWITCH
HOOK SRC
EMER REL H LT
ON BRT
OFF
V S
1S O O
TS F
TG F SERVO
LDG LT SHUTOFF
PUSH EXT EXT DIM
ON RETR
2N
OFF D
ST
G
L R
UP
RETR RA
DN SE D
LANDING LIGHT L
CONTROL
SEARCHLIGHT
CONTROL
HUD CONTROL
HUD SWITCH
M BRT
O D
D C
E L
T
DIM
COLLECTIVE STICK GRIP

AB0699_1
SA
Figure 2-11. Collective and Cyclic Grips (Sheet 1 of 2)
increases above 40 knots, the amount of mixing decreases FPS below 60 KIAS. Adjustment for pilot leg length is
until 100 knots, after which no mixing occurs. done by pulling a T-handle, on each side of the instrument
panel, marked PED ADJ. The pedals are spring-loaded and
2.31.5 Tail Rotor Control. The tail rotor control system will move toward the operator when unlocked. Applying
determines helicopter heading by controlling pitch of the pressure to both pedals simultaneously will move the ped-
tail rotor blades. Inputs by the pilot or copilot to the control als for desired leg position. The handle is then released to
pedals are transmitted through a series of control rods, lock the pedal adjusted position.
bellcranks, a mixing unit, control cables and servos to the
pitch change beam that changes blade pitch angle. Hydrau- 2.32 FLIGHT CONTROL SERVO SYSTEMS.
lic power to the tail rotor servo is supplied from No. 1 or
the backup hydraulic systems. The servos are mounted on the upper deck above the
cabin area forward of the main gear box in the control
2.31.6 Tail Rotor Pedals. The pedals contain switches access. Three main rotor servos with two independent
that, when pressed, disengage the heading hold feature of redundant stages have only the input linkage in common.
2-31
TM 1-1520-253-10
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 L
RE
PANEL LIGHTS RADIO

KILL SWITCH
PNL
LTS
CYCLIC MOUNTED STABILATOR

SLEW−UP SWITCH
CYCLIC STICK GRIP

(TYPICAL)
AA0365_2
SA
Figure 2-11. Collective and Cyclic Grips (Sheet 2 of 2)
2-32
TM 1-1520-253-10
Should one stage become inoperative due to pressure loss, a 2.32.4 Boost Servo. There are three boost servos, col-
bypass valve within the depressurized stage will open, pre- lective, yaw, and pitch, installed between the cockpit con-
venting a hydraulic lock. Tail rotor control loads are reacted trols and mixing unit, which reduce cockpit control forces.
by a two-stage tail rotor servo mounted on the tail gear box. The collective and yaw boost servos are turned on and off
With the TAIL SERVO switch at NORMAL, the first by pressing the button marked BOOST on the AUTO FLT
stage of this servo is powered by the No. 1 hydraulic sys- CONT panel (Figure 2-12). The pitch boost servo is turned
tem; the second stage is powered by the backup system on when SAS 1 or SAS 2 is ON. The boost shutoff valves
when the switch is at BACKUP. Should the first stage receive power from the dc essential bus through a circuit
become inoperative, the backup pump will come on and breaker, marked SAS BOOST.
power the second stage. All aerodynamic loads are then
reacted by the second stage. Electrical interlocks prevent 2.32.5 Pilot-Assist Controls. An AUTO FLT CONT
both flight control servos from being turned off simulta- panel (Figure 2-12), in the lower console, contains the con-
neously. The servo switches marked SVO OFF, 1ST STG trols for operating the pilot-assist servos and actuators. The
and 2ND STG are on the pilot and copilot collective stick panel contains SAS 1, SAS 2, TRIM, FPS, BOOST and
grips (Figure 2-11). If the input pilot valve to the servo the FAILURE ADVISORY/POWER ON RESET lights/
becomes jammed, bypass automatically occurs. Automatic switches. STICK TRIM and TRIM REL switches on the
bypass is indicated to the pilot by lighting of the associated cyclic sticks, are manually operated by either pilot or copi-
PRI SERVO PRESS caution legend. lot.
2.32.1 Flight Control Servo Switch. First and second 2.33 AUTOMATIC FLIGHT CONTROL SYSTEM
stage primary servo systems are controlled by the servo (AFCS).
switch, marked SVO OFF, on the pilot’s and copilot’s col-
lective stick grips (Figure 2-11). The marked switch posi- The AFCS enhances the stability and handling qualities
tions are 1ST STG and 2ND STG. The servo systems nor- of the helicopter. It is comprised of four basic subsystems:
mally operate with the switch in the unmarked center (on) Stabilator, Stability Augmentation System (SAS), Trim
position. To turn off the first stage primary servos, the SVO Systems, and Flight Path Stabilization (FPS). The stabilator
OFF switch is placed to 1ST STG. To turn off the second system improves flying qualities by positioning the stabila-
stage servo, the switch is placed to 2ND STG. The systems tor by means of electromechanical actuators in response to
are interconnected electrically so that regardless of switch collective, airspeed, pitch rate and lateral acceleration
position, a system will not shut off unless there is at least inputs. The stability augmentation system provides short
2350 psi in the remaining system. The servo shutoff valve term rate damping in the pitch, roll, and yaw axes. Trim/
operates on current from the No. 1 and No. 2 dc primary FPS system provides control positioning and force gradient
buses through circuit breakers marked NO. 1 and NO. 2 functions as well as basic autopilot functions with FPS
SERVO CONTR respectively. engaged.
2.33.1 Stability Augmentation System (SAS).

2.32.2 Flight Control Servo Low-Pressure Caution
Legends. The first, second, and tail rotor stage servo NOTE
hydraulic low-pressure caution legends are marked #1 PRI
SERVO PRESS, #2 PRI SERVO PRESS, and #1 TAIL As the vertical gyro comes up to speed or
RTR SERVO, and will go on if the pressure is below its when the system is shutdown, the derived
respective switch setting, or if the servo pilot valve pitch/roll rate signal which feeds SAS 1 will
becomes jammed. The servo switches and warning legends cause small oscillations in pitch and roll
operate on direct current from the No. 1 and No. 2 dc SAS actuators. This is a temporary situation
primary buses through circuit breakers, marked NO. 1 and can be eliminated by turning SAS 1 off.
SERVO WARN and NO. 2 SERVO WARN, respectively.
The SAS enhances dynamic stability in the pitch, roll,
2.32.3 Pilot-Assist Servos. Pilot assist servos are nor- and yaw axes. In addition, both SAS 1 and SAS 2 enhance
mally powered by the No. 2 hydraulic system. If the No. 2 turn coordination by deriving commands from lateral accel-
hydraulic pump fails, the pilot assist servos and pitch trim erometers which together with roll rate signals are sent to
actuator are powered by the backup hydraulic pump. The their respective yaw channels automatically at airspeeds
following units are pilot-assist servos: collective, yaw, and greater than 60 knots. The SAS 1 amplifier circuitry oper-
pitch boost servos, which reduce control forces; and three ates on 28 vdc power from the dc essential bus through a
(pitch, roll, yaw) SAS actuators which transfer the output circuit breaker marked SAS BOOST providing excitation
of the SAS controllers into control actuations. for the electronic components within the amplifier. AC
2-33
TM 1-1520-253-10
power from the ac essential bus through a circuit breaker

marked SAS AMPL is also required for normal operation
of the SAS. The SAS amplifier uses the vertical gyro roll
output to derive roll attitude and rate for the roll SAS com-
mands and an ac-powered yaw rate gyro for the yaw SAS STABILATOR CONTROL
MAN SLEW AUTO
commands. Loss of ac power to the vertical gyro or SAS CONTROL
UP TEST
amplifier causes erratic operation of SAS 1 due to loss of R
O E
the reference for the ac demodulators. When this condition F ON S
F E
is encountered, the pilot must manually disengage SAS 1. T
DN
In case of a malfunction of the SAS 2 function, the input
AUTO FLT CONT
will normally be removed from the actuator and the SAS 2 SAS 1 SAS 2 TRIM FPS
fail advisory light on the AUTO FLT CONT panel will go
on. If the malfunction is of an intermittent nature the indi-
ON ON ON ON
cation can be cleared by simultaneously pressing POWER
ON RESET switches. If the malfunction is continuous, the
BOOST FAILURE ADVISORY
SAS 2 should be turned off. With SAS 1 or SAS 2 off, the
R R
control authority of the stability augmentation system is E CPTR SAS 2 ACCL CLTV E
reduced by one-half (5% control authority). Malfunction of ON S S
TRIM RGYR A/S GYRO
E E
the SAS 1 system may be detected by the pilot as an erratic T T
motion in the helicopter without a corresponding failure PWR ON RESET
advisory indication. If a malfunction is experienced, SAS 1
should be turned off. SAS actuator hydraulic pressure is
monitored. In case of loss of actuator pressure, or if both
SAS 1 and SAS 2 are off, the SAS OFF caution light will FK1153
SA
go on.
Figure 2-12. Automatic Flight Control System
2.33.2 Trim System. When the TRIM is engaged on (AFCS) Switch Panel
the AUTO FLT CONT panel, the pitch, roll and yaw trim
systems are activated to maintain position of the cyclic and
tail rotor controls. Proper operation of the yaw trim requires malfunction occurs, the SAS/FPS computer will shut off
that the BOOST on the AUTO FLT CONT panel be on. the trim actuator(s) driving the affected axis, and the TRIM
The tail rotor and lateral cyclic forces are developed in the FAIL and FLT PATH STAB caution legend will illumi-
electromechanical yaw and roll trim actuators. Both yaw nate. If the malfunction is of an intermittent nature, the
and roll trim actuators incorporate slip clutches to allow indication may be cleared by simultaneously pressing both
pilot and copilot control inputs if either actuator should POWER ON RESET switches. In addition to the trim
jam. The forces required to break through the clutch are release switch, a four-way trim switch on each cyclic stick
80-pounds maximum in yaw and 13 pounds maximum in establishes a trim position without releasing trim. With trim
roll. The longitudinal force is developed by an electrohy- engaged, the trim position is moved in the direction of
dromechanical actuator operated in conjunction with the switch movement. The cyclic is moved by the trim switch
SAS/FPS computer. When the pilot applies a longitudinal in one direction at a time. When FPS is engaged, the TRIM
or lateral force to the cyclic stick with trim engaged, a switch changes the pitch and roll attitude reference instead
combination detent and gradient force is felt. The pilot may of the cyclic stick position reference. The trim system
remove the force by pressing the thumb-operated TRIM release feature permits the pilot or copilot to fly the heli-
REL switch on the pilot/copilot cyclic grip. The pedal gra- copter with light stick forces. The push-on/push-off TRIM
dient maintains pedal position whenever the trim is switch on the AUTO FLT CONT panel or the TRIM REL
engaged. By placing feet on the pedals, the pedal switches switches on the pilot/copilot cyclic grips may be used to
are depressed and the gradient force is removed. The pedals release trim. When the switch is ON, the trim system pro-
may then be moved to the desired position and released. vides gradient and detent holding force for pitch, roll, and
The pedals will be held at this position by the trim gradient. yaw. When turned off, the trim system is released and light
The pedal trim gradient actuator also includes a pedal cyclic control forces are present.
damper. The pedal damper is engaged continuously, inde- 2.33.3 Flight Path Stabilization (FPS).
pendent of electric power and the TRIM switch on the
AUTO FLT CONT panel. Operation of the trim system is a. Proper FPS operation requires that the BOOST,
continuously monitored by the SAS/FPS computer. If a TRIM and SAS 1 and/or SAS 2 functions have been
2-34
TM 1-1520-253-10
selected on the AUTO FLT CONT panel. Although not lateral stick force, roll attitude, and yaw rate are
required for proper operation, the FPS performance will be within prescribed limits.
improved by the proper operation of the stabilator in the
automatic mode. To use the FPS features, the pilot first c. To make a coordinated turn, the pilot enters a turn in
assures that BOOST, SAS and TRIM are on and operat- one of these ways:
ing, and then turns the FPS switch ON. The desired pitch
and roll attitude of the helicopter may be established in one (1) Changing reference roll attitude by pressing the
of these ways: STICK TRIM switch in the desired lateral di-
rection.
(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 helicop-
ter to the desired trim condition, and releasing (3) Exerting a lateral force on the cyclic stick to
the TRIM REL switch. achieve the desired bank angle, and then neu-
tralizing 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 automati- d. In each of these ways the ball should remain auto-
cally held until changed by the pilot. At airspeeds greater matically centered during the entry and recovery from the
than 60 knots, the pitch axis seeks to maintain the airspeed turn. If feet are on the pedals, care must be taken not to
at which the trim is established, by variation of pitch atti- apply too much force to the pedals to oppose their motion.
tude. When pitch attitude is changed by means of the If the pilot intentionally miscoordinates the helicopter, the
STICK TRIM switch, there is a delay from the time that result will be a pedal force roughly proportional to sideslip.
the STICK TRIM switch input is removed until the new The pilot may release the pedal force by pressing the cyclic
reference airspeed is acquired. This is to allow time for the TRIM REL switch with feet on pedals. During transition
helicopter to accelerate or decelerate to the new trim speed. through 60 knots airspeed, the pilot may feel a slight pedal
The yaw axis of the FPS provides heading hold at airspeeds motion due to a switching transient which may occur when
less than 60 knots and heading hold or turn coordination at the commanded coordinated turn pedal position differs
airspeeds greater than 60 knots. For heading hold operation slightly from the pilot-commanded position. The FPS moni-
at airspeeds less than 60 knots, the helicopter is maneu- toring is automatic. If a malfunction is detected, the FLT
vered to the desired heading with feet on pedals. When PATH STAB caution legend will go on and the FPS will
trimmed at the desired heading, the pilot may remove feet either continue to operate in a degraded mode, such as
from pedals, at which time the existing heading becomes without heading hold, or without airspeed hold; or may
the reference, which is automatically held. To change head- cease to function altogether. The pilot must take over
ing, the pilot may activate one or both pedal switches, trim manual flight of the helicopter, and may either turn the FPS
up on the desired heading and remove feet from pedals. At off or evaluate performance to determine the degree and
airspeeds greater than 60 knots, heading hold will be auto- type of degradation, and continue flight with the remaining
matically disengaged, and coordinated turn engaged under features. To help evaluate the nature of the degradation,
these conditions: eight failure advisory indicators are displayed on two
FAILURE ADVISORY switches on the flight control
(1) STICK TRIM switch is actuated in the lateral panel. These tell the pilot the type of sensor or actuator
direction. which has experienced the failure. If a light goes on, it may
be turned off by pressing the lighted switch. All failure
(2) TRIM REL switch is pressed and roll attitude advisory lights will be on at initial application of power.
is greater than prescribed limits. The pilot may attempt to clear the indication of temporary
malfunction by simultaneously pressing both FAILURE
(3) About 1/2 inch cyclic displacement and a roll ADVISORY switches. If the FLT PATH STAB caution
attitude of about 1.5°. Heading hold is auto- legend goes off, it may be assumed that normal operation is
matically reengaged and turn coordination dis- restored. All FPS functions are provided by automatically
engaged upon recovery from the turn when the moving the cockpit controls.
Change 1 2-35
TM 1-1520-253-10
2.34 STABILATOR SYSTEM. essential bus is powered by the battery, it is possible to

manually slew one actuator using battery power only. If the
a. The helicopter has a variable angle of incidence sta- stabilator is slewed up, regain automatic control by manu-
bilator to enhance handling qualities. The automatic mode ally slewing stabilator full down, then push AUTO CON-
of operation positions the stabilator to the best angle of TROL RESET twice. Otherwise, when only one actuator
attack for the existing flight conditions. After the pilot is slewed, it causes a very large mismatch between the two
engages the automatic mode, no further pilot action is actuator positions. This is detected by the fault monitor and
required for stabilator operation. Two stabilator amplifiers shuts down the automatic mode upon attempted engage-
receive airspeed, collective stick position, pitch rate, and ment. Automatic control function sensors, airspeed sensors,
lateral acceleration information to program the stabilator pitch rate gyros, collective position sensor, and lateral
through the dual electric actuators. The stabilator is pro- accelerometer receive power from the ac essential bus and
grammed to: No. 2 ac primary bus through circuit breakers marked
STAB CONTR.
(1) Align stabilator and main rotor downwash in low
speed flight to minimize nose-up attitude resulting from 2.34.1 Stabilator Control Panel. The stabilator control
downwash. panel (Figure 2-8), on the lower console, provides electrical
control of the stabilator system. The panel contains a MAN
(2) Decrease angle of incidence with increased air- SLEW switch, a TEST button, and AUTO CONTROL
speed to improve static stability. RESET switch with a push-to-reset feature. The automatic
mode will allow the stabilator to be automatically operated
(3) Provide collective coupling to minimize pitch atti- from about 39° trailing edge down to 9° trailing edge up.
tude excursions due to collective inputs from the pilot. Col- Manual operation is also restricted to these limits. If a mal-
lective position sensors detect pilot collective displacement function occurs in the automatic mode, the system will
and programs the stabilator a corresponding amount to switch to manual, ON will go off in the AUTO CON-
counteract the pitch changes. The coupling of stabilator TROL window, and the STABILATOR caution legend
position to collective displacement is automatically phased and MASTER CAUTION light will go on and a beeping
in beginning at 30 KIAS. tone will be heard in the pilot’s and copilot’s headphones.
It may be possible to regain the auto mode by pressing the
(4) Provide pitch rate feedback to improve dynamic AUTO CONTROL RESET. If the automatic mode is
stability. The rate of pitch attitude change of the helicopter regained, ON will appear in the AUTO CONTROL switch
is sensed by a pitch rate gyro in each of the two stabilator window and the caution lights will go off. The stabilator
amplifiers and used to position the stabilator to help dampen automatic mode is held in the energized state within the
pitch excursions during gusty wind conditions. A sudden stabilator control amplifier. On certain occasions during
pitch up due to gusts would cause the stabilator to be pro- interruption of dc power, such as switching of generators, it
grammed trailing edge down a small amount to induce a is possible to have conditions where the stabilator auto-
nose-down pitch to dampen the initial reaction. matic mode may shut down. If the automatic mode shuts
down during flight because of an ac power failure, the heli-
(5) Provide sideslip to pitch coupling to reduce sus- copter shall be slowed to 80 KIAS before power is restored.
ceptibility to gusts. When the helicopter is out of trim in a In this case the AUTO CONTROL RESET switch may be
slip or skid, pitch excursions are also induced as a result of pressed to reengage the auto mode. If the automatic mode
the main rotor downwash on the stabilator. Lateral acceler- is not regained, the MASTER CAUTION must be reset,
ometers sense this out of trim condition and signal the sta- which turns off the beeping tone, and the stabilator con-
bilator amplifiers to compensate for the pitch attitude trolled throughout its range with the MAN SLEW switch.
change (called sideslip to pitch coupling). Nose left (right When initial power is applied to the stabilator system, it
slip) results in the trailing edge programming down. Nose will be in automatic mode. The TEST switch is used to
right produces the opposite stabilator reaction. check the AUTO mode fault detector feature and is inop-
erative above 60 KIAS. When pressed, control of the sta-
b. The above features are provided via inputs to dual bilator should go to the manual mode.
actuators which position the stabilator. Failure of one
actuator will restrict total maximum movement of the sta- 2.34.2 Stabilator Position Indicator. A STAB POS
bilator to about 35° if failure occurs full down, or about 30° indicator (Figure 2-8) is on the instrument panel. It gives
if failure occurs full up. The stabilator actuators receive pilots a remote indication of stabilator position. The indi-
power from the dc essential bus and No. 2 dc primary bus cator range is marked from 45° DN to 10° up. The stabila-
through circuit breakers marked STAB PWR. Since the dc
2-36
TM 1-1520-253-10
tor position indicator system is powered from the ac essen- provides the pilot and copilot with rapid accessibility to
tial bus 26V through a circuit breaker marked STAB IND. stabilator slew up. The cyclic slew switch is wired in par-
allel with the stabilator panel MAN SLEW-UP switch
2.34.3 Cyclic-Mounted Stabilator Slew Up Switch. position. When the switch is actuated, the stabilator trailing
Installed on each cyclic stick below the grip (Figure 2-11) edge will begin to move up and continue until the up limit
is a pull-type stabilator manual slew up switch. The switch stop is reached or the switch is released.
2-37
TM 1-1520-253-10
Section VI HYDRAULIC AND PNEUMATIC SYSTEM
2.35 HYDRAULIC SYSTEM. SUBSYSTEM CAUTION LEGEND

The three hydraulic systems are designed to provide full
flight control pressure. The components of the hydraulic TAIL SERVO switch #1 PRI SERVO PRESS
systems are three hydraulic pump modules, two transfer BACKUP #1 HYD PUMP
modules, a utility module, three dual primary servos, one
HYD LEAK TEST #1 and #2 PRI SERVO
dual tail rotor servo, four pilot-assist servos, an APU accu-
switch NORM after PRESS
mulator, an APU handpump, and a servicing handpump.
RESET #1 and #2 HYD PUMP
There are three hydraulic pressure supply systems, number
1, number 2, and backup. All are completely independent
and each is fully capable of providing essential flight con- 2.36 HYDRAULIC PUMP MODULES.
trol pressure for maximum system redundancy. Complete
redundancy is accomplished by the backup pump providing The hydraulic pump modules are combination hydraulic
hydraulic power to both number 1 and/or number 2 systems pumps and reservoirs. The No. 1, No. 2, and backup pump
if one or both pumps fail. If two systems lose pressure, modules are identical and interchangeable with each other.
there will be a slight restriction in the maximum rate of The No. 1 pump module is mounted on and driven by the
flight control movement due to only one pump supplying left accessory module of the main transmission. The No. 2
both stages with hydraulic power. An automatic turnoff fea- pump module is mounted on and driven by the right acces-
ture is provided. When the SVO OFF switch (Figure 2-11) sory transmission module. The backup pump module is
is moved to 1ST STG or 2ND STG position, that stage of mounted on and driven by an ac electric motor. The reser-
the primary servos is turned off. When the SVO OFF voir part of each pump module has a level indicator win-
switch is moved to 1ST STG, the first stage of the primary dow marked, REFILL, FULL, and EXPANSION. A pres-
servos is turned off. A malfunction in the second stage will sure relief and bleed valve protects the pump from high
cause first stage (which was turned off) to automatically pressure in the return system. The pump has two filters: a
turn back on in case the backup system does not take over pressure filter and a return filter. A red indicator button on
the function of the failed second stage. If the second stage each filter will pop out when pressure goes up 70 610 psi
is initially turned off, the sequence is reversed. An addi- above normal. The pressure filter has no bypass. The return
tional hydraulic handpump is provided for APU start sys- filter has a bypass valve that opens when return pressure
tem. reaches 100 610 psi above normal. Each pump has three
check valves: one at the external ground coupling, one at
the pressure side, and one at the return side. A fluid quan-
NOTE tity switch, mounted on top of each pump module, senses
fluid loss for that system. When the piston in the pump
module moves down to the REFILL mark, the piston
The following listed caution legends may closes the switch, turning on a caution legend marked
momentarily flicker when the applicable RSVR LOW. 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 in-
dicates that a temperature of 132°C (270°F) has been ex-
SUBSYSTEM CAUTION LEGEND ceeded, an entry shall be made on DA Form 2408-13-1.
The aircraft should not be flown until appropriate mainte-
nance action has been taken.
SAS 1 or SAS 2 switch #2 PRI SERVO PRESS
ON #2 HYD PUMP 2.36.1 Number 1 Hydraulic System. Number 1 hy-
BOOST SERVO OFF draulic system operates with the rotor turning, and supplies
the first stage of all primary servos and the first stage of the
BOOST switch ON #2 PRI SERVO PRESS
tail rotor servo. The system components are an integrated
#2 HYD PUMP
pump module, a transfer module, first stage primary servos,
SAS OFF
and first stage tail rotor servo. The primary servos are con-
trolled by the SVO OFF switch (Figure 2-11). The switch
can turn off either first or second stage of the pri-
2-38 Change 2
TM 1-1520-253-10
mary servos but not both at the same time. First stage tail adequate three-phase ac power source. An internal depres-
rotor servo can be manually turned off by a two-position surizing valve in the backup pump module reduces the out-
switch marked TAIL SERVO, on the miscellaneous switch put pressure of the pump upon startup of the electric motor.
panel (Figure 2-7). If the fluid quantity of the number one This valve unloads the electric motor by reducing torque
pump reservoir becomes low, a microswitch will complete requirement at low rpm. After about 0.5 second when main
an electrical circuit to close the first stage tail rotor servo generator is operating, or 4 seconds when operating from
valve. If fluid continues to be lost and the #1 HYD PUMP APU generator or external power, the valve is closed and
caution legend goes on, the first stage tail rotor shutoff 3000 psi pressure is supplied to the hydraulic system. This
valve will open, allowing backup pressure to supply first sequence reduces the current demand during backup system
stage tail rotor. The logic modules automatically control the startup. Pressure sensing switches in the number 1 and
hydraulic system. The tail rotor servo is a two-stage servo number 2 transfer modules constantly monitor the pressure
but, unlike the primary servos, only one stage is pressurized output of the number 1 and number 2 pumps. Loss of pres-
at a time. sure initiates the backup operation. The system then pro-
vides emergency pressure to maintain full flight control ca-
2.36.2 Number 2 Hydraulic System. The number 2 pability. A WOW switch on the left main landing gear
hydraulic system, which also operates with the rotor turn- provides automatic operation of the backup pump when the
ing, supplies the second stage primary servo and the pilot- helicopter is in the air, regardless of BACKUP HYD
assist servos. System components are the integrated pump PUMP switch position, and disables the backup pump ac
module, transfer module, second stage primary servos, and thermal switch. A pressure sensing switch at the tail rotor
pilot-assist modules. Second stage primary servos can be monitors supply pressure to the first stage tail rotor servo.
manually turned off by the SVO OFF switch. The pilot- The backup pump can supply pressure to the first stage tail
assist servos cannot be turned off collectively, but SAS, rotor servo if the number 1 pump loses pressure. This gives
TRIM and BOOST servos can be manually turned off by the pilot a backup tail rotor servo even with the loss of the
switches on the AUTO FLT CONT panel. If fluid quantity primary hydraulic supply, or #1 RSVR LOW. If a leak in a
of the number two pump reservoir becomes low, the pilot- primary servo system depletes the backup system fluid, the
assist servo becomes inoperative. If fluid continues to be backup reservoir level sensing switch will turn on the
lost, the #2 HYD PUMP caution legend will go on. BACK-UP RSVR LOW caution legend, and the pilot must
manually turn off the leaking primary system.
2.36.3 Backup Hydraulic System.
2.37 HYDRAULIC LEAK DETECTION/ISOLATION
SYSTEM.
CAUTION
The leak detection/isolation (LDI) system protects the
flight control hydraulic system by preventing the further
Whenever the No. 1 ac generator is inop- loss of hydraulic fluid in case of a leak. The LDI system
erative (failed, or not on line) and the uses pressure switches and fluid level sensors for monitor-
BACKUP PUMP PWR circuit breaker is ing pump hydraulic fluid level, and pump pressure for pri-
out for any reason, ac electrical power mary and tail rotor servos, and pilot-assist servos. When a
must be shut off before resetting pump module reservoir fluid level switch detects a fluid
BACKUP PUMP PWR circuit breaker. loss, the logic module follows the sequence detailed in Fig-
Otherwise, it is possible to damage the ure 2-13 to isolate the leak. To accomplish this, the logic
current limiters. module operates the required shutoff valve(s) to isolate the
leak and turns on the backup pump when required. In the
The backup hydraulic pump system supplies emergency cockpit the RSVR LOW caution legend for that system
pressure to the number 1 and/or number 2 hydraulic sys- lights. Backup pump and shutoff valve(s) operation is au-
tems whenever a pressure loss occurs. It also supplies pres- tomatic through the logic module. If, after the isolation se-
sure to the number 2 stage of the tail rotor servo in case of quence, the leak continues, the leakage is in the stage 1 or
a loss of pressure in the first stage of the tail rotor servo or 2 primary servos and the appropriate SVO OFF switch
#1 RSVR LOW indication. This system supplies hydraulic must be moved to the off position by the pilot. By placing
pressure to all flight control components during ground the HYD LEAK TEST switch to TEST, all leak detection/
checkout. The backup system also provides a hydraulic isolation system components are checked electrically. After
pressure for automatic recharging of the APU start system a leak test has been made, the HYD LEAK TEST switch
accumulator. The backup hydraulic system pump module is must be moved to RESET momentarily, to turn off caution
driven by an electric motor which can be powered by any and advisory legends that were on during the test. The
2-39
TM 1-1520-253-10
LEAKAGE IN NO. 1
HYDRAULIC SYSTEM
PARTIAL LOSS OF
NO. 1 RESERVOIR
HYDRAULIC FLUID
ACTUATION OF NO. 1
#1 RSVR LOW
RESERVOIR LEVEL
CAUTION LEGEND APPEARS
SENSING SWITCH
TURNS OFF NO. 1 #1 TAIL RTR SERVO

TAIL ROTOR SERVO CAUTION LEGEND APPEARS
BACKUP PUMP BACK−UP PUMP ON

TURNED ON ADVISORY LEGEND APPEARS
TURNS ON NO. 2 #2 TAIL RTR SERVO ON

TAIL ROTOR SERVO ADVISORY LEGEND APPEARS
IF NO OTHER LEGENDS
ON, LEAK IS IN
NO. 1 STAGE TAIL
ROTOR SERVO
COMPLETE LOSS OF
#1 HYD PUMP
NO. 1 RESERVOIR
HYDRAULIC FLUID
#1 PRI SERVO PRESS

BACKUP PUMP SUPPLIES
CAUTION LIGHT MAY
NO. 1 PRI SERVO AND
MOMENTARILY FLICKER
NO. 1 TAIL ROTOR SERVO
(NO. 1 TAIL ROTOR
SERVO TURNED BACK ON)
IF NO OTHER LEGENDS ON,
LEAKAGE IS UPSTREAM SEE CHAPTER 5
OF NO. 1 TRANSFER FOR LIMITATIONS
MODULE
PARTIAL LOSS OF
BACKUP RESERVOIR
HYDRAULIC FLUID LEAKAGE IN 1ST
STAGE PRI SERVO
SEE CHAPTER 9
ACTUATION OF BACKUP
RESERVOIR LEVEL BACK−UP RSVR LOW
SENSING SWITCH CAUTION LEGEND 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. CAUTION LEGENDS APPEAR
SERVO. #1 HYD PUMP,
2. CAUTION LEGEND APPEARS #1 PRI SERVO PRESS,
#1 HYD PUMP, #1 RSVR LOW,
#1 PRI SERVO PRESS, BACK−UP RSVR LOW.
#1 TAIL RTR SERVO, 3. ADVISORY LEGEND APPEARS
#1 RSVR LOW, BACK−UP PUMP ON.
BACK−UP RSVR LOW.
3. NO ADVISORY LEGENDS
APPEAR.
AB1084
SA
Figure 2-13. Hydraulic Logic Module Operation Principle (Sheet 1 of 2)
2-40 Change 1
TM 1-1520-253-10
LEAKAGE IN NO. 2
HYDRAULIC SYSTEM
PARTIAL LOSS OF
NO. 2 RESERVOIR
HYDRAULIC FLUID
ACTUATION OF NO. 2
#2 RSVR LOW
RESERVOIR LEVEL
SENSING SWITCH
BOOST SERVO OFF, TRIM

TURNS OFF − FAIL, FLT PATH STAB
ASSIST SERVO SAS OFF
IF NO OTHER LEGENDS SEE CHAPTER 5 FOR

APPEAR ON, LEAKAGE IS IN LIMITATIONS INCREASED PEDAL
PILOT−ASSIST AREA SEE CHAPTER 9 AND COLLECTIVE LOADS
COMPLETE LOSS OF
#2 HYD PUMP
NO. 2 RESERVOIR
HYDRAULIC FLUID
#2 PRI SERVO PRESS

BACKUP PUMP BACK−UP PUMP ON
CAUTION LEGEND MAY
TURNED ON ADVISORY LEGEND APPEARS
MOMENTARILY FLICKER
#2 RSVR LOW PILOT−ASSIST SERVOS BOOST SERVO OFF / SAS

#2 HYD PUMP, TURNED ON OFF CAUTION LEGEND OFF
BACK−UP PUMP ON
ADVISORY LEGENDS APPEAR SEE CHAPTER 5
AND NO OTHER FOR LIMITATIONS POWER ON RESET
LEAKAGE IS PRESS TRIM / FLT
UPSTREAM OF NO. 2 PARTIAL LOSS OF PATH STAB
TRANSFER MODULE BACKUP RESERVOIR BACK−UP RSVR LOW CAUTION LEGENDS
HYDRAULIC FLUID CAUTION LEGEND APPEARS DISAPPEAR
ACTUATION OF LOW− LEAKAGE IN NO. 2

LEVEL SENSING PRI SERVO
SWITCH SEE CHAPTER 9
PILOT MOVE SERVO

NO PILOT ACTION 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. CAUTION LEGENDS APPEAR PRESSURE SUPPLIED BY
#2 RSVR LOW BACK−UP PUMP.
#2 HYD PUMP 3. CAUTION LEGENDS 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 LEGEND APPEARS
FLT PATH STAB. BACK−UP PUMP ON.
3. NO ADVISORY LEGENDS
PRESENT.
AB1085
SA
Figure 2-13. Hydraulic Logic Module Operation Principle (Sheet 2 of 2)
Change 1 2-41
TM 1-1520-253-10
BACK-UP PUMP ON advisory legend will remain on for 2.38.3 Utility Module. The utility module connects hy-
about 90 seconds. Refer to Chapter 8 Section II for test draulic pressure from the backup pump to the No. 1 and
procedure. Except for the HYD LEAK TEST switch, the No. 2 transfer modules, the 2nd stage of the tail rotor servo,
hydraulic leak system consists of components of 1st stage, and the APU accumulator. A pressure switch on the module
2nd stage and backup hydraulic systems. A WOW switch senses the backup pump operating and turns on the
contact prevents hydraulic leak tests from being made in BACK-UP PUMP ON advisory legend on the caution/
flight. Power to operate the hydraulic leak test system is advisory display. If the flow rate through the module to the
from the No. 2 dc primary bus through a circuit breaker, APU accumulator goes over 1-1/2 gpm, a velocity fuse
marked NO. 2 SERVO CONTR and dc essential bus shuts off flow.
through a circuit breaker, marked BACKUP HYD
CONTR. 2.38.4 Logic Modules. Two logic modules, one in the
left relay panel and the other in the right relay panel, are
2.38 TRANSFER MODULES. used to control the operation of the hydraulic systems. The
logic modules continually monitor the operation of the hy-
The No. 1 and No. 2 transfer modules connect hydraulic draulic systems by inputs received from pressure switches,
pressure from the pump modules to the flight control ser- fluid level switches on the pump modules, and inputs re-
vos. Each module is an integrated assembly of shutoff ceived from control switches in the hydraulic system. The
valves, pressure switches, check valves, and restrictors. The outputs of the logic modules will either turn on lights on
modules are interchangeable. the caution/advisory panel notifying the pilot of a failure,
and/or turn off one or more valves due to a system mal-
2.38.1 No. 1 Transfer Module. This module has a function. All switching functions of the hydraulic logic
transfer valve, a pressure switch, a 1st stage primary shutoff modules are automatic, except as shown by a dagger (†)
valve, a 1st stage tail rotor shutoff valve, a restrictor, and which indicates crewmember action (Figure 2-13).
check valves. The transfer valve is spring-loaded to the
open or normal position. If 1st stage hydraulic pressure is 2.39 RESERVOIR FILL SYSTEM.
lost, the valve automatically transfers backup pump pres-
sure to the 1st stage system. The 1st stage primary shutoff A handpump and manual selector valve are on the right
valve lets the pilot or copilot shut off 1st stage pressure to side upper deck of the helicopter for system servicing. Re-
the primary servos and prevents both stages from being fer to Figure 2-23 for servicing. The three hydraulic system
shut off at the same time. The pressure switch lights the #1 reservoir levels can be seen from the fill pump location.
HYD PUMP legend on the caution advisory display when The handpump reservoir contains a sight gage above the
pressure drops below 2000 psi and also sends a signal to a handpump crank. A 1-quart level mark indicates a require-
logic module that pressure is lost in the 1st stage hydraulic ment for refill. Refer to Section XV this chapter for servic-
system. The restrictor allows fluid to circulate for cooling ing.
under no-flow conditions. If a fluid leak develops past the
transfer module, the check valves prevent fluid loss on the 2.40 PNEUMATIC SUBSYSTEM.
return side of the transfer module.
A pneumatic subsystem operating from bleed-air fur-
2.38.2 No. 2 Transfer Module. The No. 2 transfer nished by the main engines, the APU, or an external pneu-
module is like the No. 1 module except that it supplies 2nd matic power source, is used to drive the main engine starter,
stage pressure. The pilot assist shutoff valve turns off pres- for heating system operation and external extended range
sure to the pilot assist module. The 2nd stage primary servo tank fuel transfer. Bleed-air from the main engines is used
shutoff valve turns off pressure to the 2nd stage of the pri- for engine inlet anti-icing subsystem operation. The heating
mary servos. The pressure switch turns on the #2 HYD subsystem and the extended range fuel tanks use bleed-air
PUMP caution legend on the caution/advisory display supplied by the main engines during flight, and on the
when 2nd stage system pressure is below 2000 psi, and also ground by the main engines, APU, or external source. The
sends a signal to a logic module that pressure is lost in the subsystem contains check valves at each bleed-air source,
2nd stage system. and a shutoff valve at each main engine.
2-42 Change 2
TM 1-1520-253-10
Section VII POWERTRAIN SYSTEM
2.41 POWERTRAIN. sure and return lines of the oil cooler. Refer to servicing
diagram for oil specification and servicing (Table 2-4). The
The powertrain consists of inputs from two engines, a lubrication system includes two lubrication pumps that are
main transmission, intermediate gear box, tail gear box and combination pressure and scavenge types operating in par-
connecting drive shafting. Power from the engines is trans- allel. The main transmission may run at cruise flight for 30
mitted to the main transmission module through input mod- minutes with loss of all oil. Main transmission oil pressure
ules. The main transmission is mounted on top of the cabin may fluctuate when the aircraft is known to be in a nose-up
between the two engines (Figure 2-1). It mounts and pow- attitude (i.e., slope landings or hover with an extreme aft
ers the main rotor head, changes the angle of drive from the CG). Pressure regulating and bypass valves protect the lube
engines, reduces rpm from the engines, powers the tail ro- system by returning excess high pressure oil back to the
tor drive shaft and drives the accessory module. The main inlet side of the pump. A two-stage oil filter and various
transmission consists of five modules: two input modules; strainers in the sump prevent contamination. The oil filter
the main module; and two accessory modules. The main has a visual impending bypass indicator (red button) that
transmission has a built-in 3° forward tilt. protrudes when the first stage filter becomes contaminated.
When the button pops the filter element must be replaced to
2.41.1 Input Module. The input modules are mounted reset. A thermal lockout prevents button popping when oil
on the left and right front of the main module and support is cold and thick. The oil cooler uses a blower driven by the
the front of the engines. They contain an input bevel pinion tail rotor drive shaft to cool oil before it enters the various
and gear, and a freewheel unit. The freewheel unit allows modules. The oil cooler has a thermostatic bypass valve
engine disengagement during autorotation, or in case of a that directs oil flow around the cooler when the oil tempera-
nonoperating engine, the accessory module will continue to ture is below 71°61°C. Other warning and monitoring sys-
be driven by the main rotor. The input module provides the tems on the main transmission are: MAIN XMSN OIL
first gear reduction between engine and main module. TEMP and PRESS caution legends, and XMSN TEMP
and PRESS oil temperature gages. An oil pressure switch
2.41.2 Accessory Module. One accessory module is on the left accessory module, the farthest point from the
mounted on the forward section of each input module. Each pumps, causes the MAIN XMSN OIL PRES caution leg-
accessory module provides mounting and drive for an elec- end to go on when the pressure drops to 1462 psi. The
trical generator and a hydraulic pump package. A rotor transmission oil temperature warning system is triggered by
speed sensor is mounted on the right accessory module and an oil temperature switch at the oil cooler input to the main
provides signals for the VIDS. module, near the tail takeoff drive shaft flange. A caution
legend, MAIN XMSN OIL TEMP goes on when trans-
2.41.3 Main Module. The main module contains the mission oil temperature reaches 120°C. Temperature for
necessary gearing to drive the main rotor and tail rotor the gage is sensed between the sump and the pump. Pres-
systems. It provides a reduction in speed from the input sure readings are taken at the main module manifold. Elec-
module to the main module and the tail drive shaft. trical power for the warning systems, except chip detection,
is from the No. 2 dc primary bus, through the MAIN
2.42 MAIN TRANSMISSION LUBRICATION XMSN circuit breaker on the overhead circuit breaker
SYSTEM. panel.
2.42.1 Transmission Oil Temperature Indicator.

CAUTION The transmission oil temperature indicator marked XMSN
TEMP is a part of the central display unit (Figure 2-8).
Refer to Chapter 5 for limitations. Power to operate the
Prolonged nose-down attitudes of 5 de- temperature indicator and MAIN XMSN OIL TEMP cau-
grees or more may cause high main trans- tion legend is provided from the No. 1 and No. 2 ac pri-
mission oil temperature. mary buses through the signal data converters and the No. 2
dc primary bus through a circuit breaker, marked MAIN
The transmission incorporates an integral wet sump lu- XMSN.
brication system that provides cooled, filtered oil to all
bearing and gears. The ac generators on the accessory mod- 2.42.2 Transmission Oil Pressure Indicator. The
ules also receive oil for cooling. Oil under pressure is sup- transmission oil pressure indicator, marked XMSN PRESS,
plied through internally cored oil lines, except for the pres- is a part of the central display unit (Figure 2-8). Refer to
Change 2 2-43
TM 1-1520-253-10
Chapter 5 for limitations. Power to operate the pressure suspended at four points in viscous-damped bearings
indicator and MAIN XMSN OIL PRES caution legend is mounted in adjustable plates and bolted to fuselage support
provided from the No. 1 and No. 2 ac primary buses brackets.
through the signal data converter and No. 2 dc primary bus
through a circuit breaker marked MAIN XMSN. 2.43.1 Intermediate Gear Box. Mounted at the base of
the pylon is the oil-lubricated intermediate gear box (Figure
2.42.3 Transmission Chip Detector System. The 2-1). It transmits torque and reduces shaft speed from the
transmission chip detector system consists of chip detectors main gear box to the tail gear box. The intermediate gear
on the left and right input modules, left and right accessory box may run at cruise flight for 30 minutes, with loss of all
modules, the main gear box module, and caution legends oil. An internal metal fuzz suppression chip/temperature
marked CHIP INPUT MDL-LH, CHIP INPUT MDL- sensor detects metal particles and gear box overtemperature
RH, CHIP ACCESS MDL-LH, CHIP ACCESS conditions, to light caution legends marked CHIP INT
MDL-RH and CHIP MAIN MDL SUMP. These detec- XMSN and INT XMSN OIL TEMP.
tors provide warning of chips in any of five areas of the
main transmission system. Each chip detector incorporates 2.43.2 Tail Gear Box. The oil-lubricated tail gear box
a self-sealing provision so that it can be removed for visual (Figure 2-1) at the top of the tail pylon transmits torque to
inspection without loss of oil. The magnetic plugs on each the tail rotor head. The gear box mounts the tail rotor,
chip detector attract ferrous particles at any of the detector changes angle of drive and gives a gear reduction. It also
locations. The fuzz burn-off feature prevents false warnings enables pitch changes of the tail rotor blades through the
by burning off small chips and fuzz. The fuzz burn-off fea- flight control system. The gear box housing is magnesium.
ture is deactivated when oil temperature reaches 140°C. The tail gear box may run at cruise flight for 30 minutes
Deactivation of the fuzz burn-off feature does not disable with loss of all oil. An internal fuzz suppression metal chip/
detection and illumination of caution lights. The main temperature sensor detects metal particles, and gear box
transmission chip detector is also connected to a 30 second overtemperature conditions, to light caution legends,
time delay relay to allow small chips and fuzz to burn off marked CHIP TAIL XMSN and TAIL XMSN OIL
and/or wash away. Chips that are too large to burn off or TEMP.
wash away trigger the detection system which illuminates a
caution light on the caution/advisory panel. The pilot or
2.43.3 Intermediate and Tail Gear Box Chip/
maintenance personnel must check the caution/advisory
Temperature Systems. The intermediate and tail gear
panel before removing power to determine the location of
boxes contain identical chip/temperature sensors that indi-
the chip. The system is powered by the dc essential bus
cate in the cockpit when the gear box temperature is too
through a circuit breaker on the upper console circuit
high, or a chip is present. The chip detectors incorporate a
breaker panel marked CHIP DET.
fuzz burn-off feature which eliminates false warning due to
fuzz and small particles. When a chip is detected and will
2.42.4 Deleted.
not burn off, a caution legend on the caution/advisory dis-
play will go on, indicating CHIP INT XMSN or CHIP
2.43 TAIL DRIVE SYSTEM.
TAIL XMSN. The oil temperature sensor is a bimetal strip
Six sections of drive shaft connect the main module to that reacts to temperatures. When the oil temperature
the tail rotor gear box. The shafts drive the oil cooler blower reaches 140°C a switch closes to turn on a caution legend
and transmit torque to the tail rotor. Each shaft is dynami- in the cockpit, marked INT XMSN OIL TEMP or TAIL
cally balanced tubular aluminum. Multiple disc (flexible) XMSN OIL TEMP. Power to operate the oil temperature
couplings between sections eliminate universal joints. The system is from the No. 2 dc primary bus through a circuit
shafts are ballistically tolerant if hit by a projectile and are breaker marked MAIN XMSN.
2-44 Change 4
TM 1-1520-253-10
Section VIII MAIN AND TAIL ROTOR GROUPS
2.44 ROTOR SYSTEMS. spar structural integrity is degraded. If a spar crack occurs,
or a seal leaks, nitrogen will escape from the spar. When
The rotor system consists of a main rotor and tail rotor. the pressure drops below minimum the indicator will show
Both systems are driven by the engines through the trans- red bands. A manual test lever is installed on each BIM
mission system, with pitch controlled by the flight control indicator to provide a maintenance check. The blades are
system. attached to the rotor head by two quick-release expandable
pins, that require no tools to either remove or install. To
2.45 MAIN ROTOR SYSTEM. conserve space, all blades can be folded to the rear and
downward along the tail cone. When mooring, the blades
The main rotor system consists of four subsystems: main can be tied down with a fitting on the bottom of each blade.
rotor blades, hub, flight controls and the bifilar vibration
absorber. Four titanium-spar main rotor blades attach to 2.45.2 Main Rotor Gust Lock. The gust lock prevents
spindles which are retained by elastomeric bearings con- the blades from rotating when the helicopter is parked. The
tained in one-piece titanium hub. The elastomeric bearing gust lock is designed to withstand torque from one engine
permits the blade to flap, lead and lag. Lag motion is con- at IDLE, and thus allow engine maintenance checks inde-
trolled by hydraulic dampers and blade pitch is controlled pendent of drive train rotation. The locking system consists
through adjustable control rods which are moved by the of a locking handle at the rear of the cabin (Figure 2-5), a
swashplate. When the rotor is not turning, the blades and GUST LOCK caution legend on the caution/advisory dis-
spindles rest on hub mounted droop stops. Upper restraints play (Figure 2-8), and a locking device and teeth on the tail
called antiflapping stops retain flapping motion caused by rotor takeoff flange of the main transmission. The lock shall
the wind. Both stops engage as the rotor slows down during only be applied when the rotor system is stationary; it can
engine shutdown. Blade retaining pins can be pulled from only be released when both engines are shut down. Power
the blade spindle joint and the blades folded along the rear to operate the caution light is provided from the No. 1 dc
of the fuselage. The bifilar vibration absorber reduces rotor primary bus through a circuit breaker marked LIGHTS
vibration at the rotor. The absorber is mounted on top of the ADVSY.
hub and consists of a four arm plate with attached weights.
Main rotor dampers are installed between each of the main 2.46 TAIL ROTOR SYSTEM.
rotor spindles modules and the hub to restrain hunting (lead
and lag motions) of the main rotor blades during rotation A cross-beam tail rotor blade system provides anti-
and to absorb rotor head starting loads. Each damper is torque action and directional control. The blades are of
supplied with pressurized hydraulic fluid from a reservoir graphite and fiberglass construction. Blade flap and pitch
mounted on the side of each damper. The reservoir has an change motion is provided by deflection of the flexible
indicator that monitors the reserve fluid. When the damper graphite fiber spar. This feature eliminates all bearings and
is fully serviced, the indicator will show full gold. lubrication. The spar is a continuous member running from
the tip of one blade to the tip of the opposite blade. Electro-
2.45.1 Main Rotor Blades. Four main rotor blades use thermal blankets are bonded into the blade leading edge for
a titanium spar for their main structural member. The struc- deicing. The tail rotor head and blades are installed on the
ture aft of the spar consists of fiberglass skin, Nomex hon- right side of the tail pylon, canted 20° upward. In addition
eycomb filler and a graphite/fiberglass trailing edge. The to providing directional control and anti-torque reaction,
leading edge of each blade has a titanium abrasion strip, the the tail rotor provides 2.5% of the total lifting force in a
outboard portion of which is protected by a replaceable hover. A spring-loaded feature of the tail rotor control sys-
nickel strip. Electro-thermal blankets are bonded into the tem will provide a setting of the tail rotor blades for bal-
blades leading edge for deicing. A Blade Inspection Method ance flight at cruise power setting in case of complete loss
(BIMt) indicator (Figure 2-14), is installed on each blade of tail rotor control.
at the root end trailing edge to visually indicate when blade
Change 4 2-45
TM 1-1520-253-10
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 2-14. Main Rotor Blade and BIMT System
2.47 TAIL ROTOR QUADRANT/WARNING. WARN. If the helicopter is shut down and/or hydraulic
power is removed with one tail rotor cable failure, discon-
The tail rotor quadrant contains microswitches to turn on nection of the other tail rotor cable will occur when force
a caution legend marked TAIL RTR QUADRANT if a tail from the boost servo cannot react against control cable
rotor cable becomes severed. Spring tension allows the quadrant spring tension. The quadrant spring will displace
quadrant to operate in a normal manner. Electrical power to the cable and boost servo piston enough to unlatch the
operate the warning system is provided from No. 1 dc pri- quadrant cable.
mary bus through a circuit breaker marked T RTR SERVO
2-46
TM 1-1520-253-10
Section IX UTILITY SYSTEMS
2.48 WINDSHIELD WIPERS. Pilot’s, copilot’s and center windshield are electrically
anti-iced and defogged. Transparent conductors imbedded
Two electrically-operated windshield wipers are between the laminations provide heat when electrical power
installed, one on the pilot’s windshield and one on the copi- is applied. The temperature of each panel is controlled to a
lot’s windshield (Figure 2-1). Both wiper arms are driven heat level of about 43°C (109°F). The windshield anti-ice
by a common motor through flexible drives and converters. system fault monitoring circuit prevents windshield burnout
Power to operate the windshield wiper system is from No. when the windshield surface heat is above 43°C (109°F). If
1 ac primary bus through a circuit breaker, marked heat increases, the monitor circuit will turn off the system.
WSHLD WIPER. Three switches, one for the pilot, one for the copilot and
one for the center windshield are on the upper console (Fig-
NOTE ure 2-6) with markings of WINDSHIELD ANTI-ICE-
PILOT-OFF-ON, and COPILOT-OFF-ON and CTR-
The use of rain repellent on the windshields OFF-ON. Power to operate the anti-icing system is
will improve visibility above speeds of 50 provided by the No. 1 and No. 2 ac primary buses through
KIAS. circuit breakers marked PILOT WSHLD ANTI-ICE,
CPLT WSHLD ANTI-ICEand CTR WSHLD ANTI-
2.48.1 Windshield Wiper Control. ICE. Power to control the anti-ice system is provided by
the No. 1 and No. 2 dc primary buses through circuit break-
ers marked CPLT WSHLD ANTI-ICE and WIND-
CAUTION SHIELD ANTI-ICE PILOT and CTR. If the APU gen-
erator is the sole source of ac-generated power, the backup
pump and the windshield anti-ice cannot be used simulta-
To prevent possible damage to windshield neously.
surface, do not operate windshield wipers
on a dry windshield. 2.49 PITOT HEATER.
Pitot tube heat is provided by heating elements within

Control of the windshield wipers is through a spring-
each pitot tube head. Power to operate both heating ele-
loaded rotary switch on the upper console (Figure 2-6). The
ments is controlled by a single switch on the upper console,
switch is labeled WINDSHIELD WIPER, with marked
marked PITOT HEAT OFF and ON. When the switch is
positions PARK-OFF-LOW-HI. When the switch is
placed ON, current flows to the heating elements. Current
turned from OFF to LOW or HI, the wipers will operate at
sensors in the circuits sense the current flow and keep the
the corresponding speed. The wipers will stop at any posi-
caution legends, marked LFT PITOT HEAT and RT
tion when the switch is turned OFF. When the switch is
PITOT HEAT, turned off. If a heating element fails, the
turned to PARK, the wipers will return to the inboard
current sensor will detect no current flow, and turn on the
windshield frame and stop. When the switch is released, it
caution legend for that pitot tube. Power to operate the pitot
will return to OFF.
tube heaters is provided from the No. 2 ac primary bus for
the right pitot tube, through a circuit breaker marked RT
2.48.2 Windshield Anti-Ice/Defogging System. PITOT HEAT, and from the No. 1 ac primary bus for the
left pitot tube, through a circuit breaker marked LEFT
PITOT HEAT. Power to operate the caution lights is pro-
CAUTION vided from the No. 1 dc primary bus through a circuit
breaker, marked NO. 1 ENG ANTI-ICE.
Continued use of a faulty windshield anti- 2.50 ROTOR BLADE DEICE KIT.
ice system may result in structural dam-
age (delamination and/or cracking) to the
windshield. CAUTION
Do not allow ice to accumulate on the

windshield, as ice shedding can cause Blade deice operation with erosion strips
engine FOD. installed may cause blade damage.
2-47
TM 1-1520-253-10
The rotor blade deice kit (Figure 2-15) consists of the switch is at AUTO, the rate meter sends an ice rate signal
following: deice control panel, deice test panel, system con- to the controller. The controller processes the ice rate signal
troller, power distributor, main and tail sliprings, main and to produce heater element-off-time, and the OAT signal to
tail blade heating elements, droop stop heaters, caution leg- produce the heater EOT. The controller sends command
ends, outside air temperature (OAT) sensor, a modified am- signals through the main rotor sliprings to the system dis-
bient temperature sense line and an icing rate meter sub- tributor which responds to controller signals by switching
system. The blade deice system provides improved mission power in sequence to the main rotor blade heater zones.
performance in icing conditions by applying controlled Tail rotor blade power is switched directly by the controller
electrical power to integral heating elements in the main and sent through the tail rotor sliprings to the tail rotor
and tail rotor blades, causing the ice bond layer to melt, blades. A tail blade distributor is not required since the
allowing symmetrical ice shedding. Droop stop heaters ap- power is applied to the four tail blades simultaneously. The
ply heat to the droop stop hinge pins, to prevent icing and deice control panel contains a rotary switch which allows
permit proper operation. The heaters are electrically pow- automatic or manual control of blade heater element-off-
ered continuously whenever the blade deice system is op- time. In AUTO (automatic), the ice rate signal is passed on
erating, either with the power switch ON, or the system in to the controller, which results in off-time variations pro-
the TEST mode. The blade deice system, excluding portional to the ice rate. In MANUAL, T, L, or M, fixed
element-on-time (EOT) failure, may be ground checked us- signals are transmitted to the controller, resulting in fixed
ing the APU generator. To prevent generator overload when element-off-time. Ice rate subsystem malfunctions are indi-
only the APU generator is operating, an interlock system is cated by the appearance of a FAIL flag on the rate meter
installed to inhibit blade deice test if the backup pump is face, requiring operation of the blade deice system in one
operating. If the backup pump should go on during the test of the three manual modes. MANUAL mode should also
cycle, the MR DE-ICE FAIL caution legend will go on be used when the rate meter has no indicated malfunction,
immediately, alerting the crew to an invalid test attempt. but any of these three conditions has occurred: 1. Pilot has
The test cycle must then be initiated again. The OAT sen- determined by his judgment of ice intensity that the ice rate
sor, installed below the windshield, provides a signal to the system is inaccurate. 2. Torque required has increased to an
controller for heating EOT of the rotor blades. The lower unacceptable level. 3. Helicopter vibration has increased to
the OAT, the longer EOT will be. To reduce power require- an unacceptable level. During a single main generator fail-
ments, the blades are deiced in cycles. Power to operate the ure, blade deice will be dropped until the APU is started
blade deice is provided from the No. 1 and No. 2 ac pri- and the APU generator switch is placed ON. Even though
mary buses and No. 2 dc primary bus through circuit break- the APU generator switch is ON and providing power to
ers, marked ICE-DET, DE-ICE CNTRLR, and DE-ICE the blade deice system, the APU GEN ON advisory legend
PWR TAIL ROTOR, on the mission readiness circuit will not be on because of one main generator operating.
breaker panel in the cabin. Main blade deice power is
routed through current limiters in the deice junction box. 2.50.2 Blade Deice System Control Panel. All con-
When one main generator is inoperative, deice power can trols for operating the rotor blade deice system are on the
be supplied by the APU generator. BLADE DEICE system control panel (Figure 2-15). Con-
trols are described as follows:
2.50.1 Blade Deice System Operation. The ice de-
tector is operational anytime power is applied to the heli-
copter. The ice detector senses ice accumulation on a vi- CONTROL/ FUNCTION
brating probe by a change in probe frequency. The INDICATOR
frequency change is processed by the ice rate meter. The
ice rate meter provides a visual display of icing intensity, T POWER switch TEST Electrically test main and tail
(trace), L (light) blue, M (moderate) yellow, and H (heavy) rotor deice system for one
red. Also, the ice rate meter sends a signal to the ICE test cycle.
DETECTED caution legend when the BLADE DE-ICE ON Turns on power to blade
POWER switch is off, informing the pilot of the require- deice controller and turns off
ment to turn on the system. When the system has been ICE DETECTED caution
turned on by placing the POWER switch ON, the ice de- legend.
tector aspirator heater is turned on, and the ICE DE-
TECTED caution legend is turned off. If the MODE OFF Turns off deice system.
2-48 Change 4
TM 1-1520-253-10
TAIL ROTOR BLADE

ELECTROTHERMAL
HEATING ELEMENT
(SAME ON ALL BLADES)
DROOP STOP TAIL

HEATER DISTRIBUTOR SLIPRING
(TYPICAL 4) ASSEMBLY ASSEMBLY
ICE DETECTOR
CONTROLLER
MAIN
SLIPRING
ASSEMBLY
DE−ICE
JUNCTION BOX
OUTSIDE AIR
TEMPERATURE MAIN ROTOR BLADE
SENSOR ELECTROTHERMAL
A HEATING ELEMENT
(SAME ON ALL BLADES)
BLADE DE−ICE TEST

PWR
NORM MAIN TAIL
SYNC 1
SYNC 2
OAT
EOT RTR RTR
DE−ICE TEST PANEL g/ m

LW C 3
M H
L 1.0
.5 1.5
PRESS
T
5 2.0
0 .2 FA I L
TO
TEST
B
L
A
D POWER MODE M
E ON TEST AUTO T ICING RATE METER
AN
IN
UA
D L
O
L
E
I F
C F
TEST M
E PROGRESS
DE−ICE CONTROL PANEL

AB0700
SA
Figure 2-15. Rotor Blade Deice Kit
2-49
TM 1-1520-253-10
CONTROL/ FUNCTION power remains applied to either the main or tail rotor heat-
INDICATOR ing elements after the controller signals a FAIL condition
or when the system is OFF, then the corresponding PWR
TEST IN PROGRESS Green light goes on during monitor light on the BLADE DE-ICE TEST panel turns
test cycle. At end of test on. The light informs the crew that further action is required
cycle, light should go off. to isolate the deice loads indicated. The test panel provides
MODE selector a reliability check of critical deice system functions. The
AUTO System off-time is controlled pilot, after doing the indicated tests properly, can be confi-
by ice rate signal. dent that the deice system primary and BITE electronics are
functioning within specified tolerances.
MANUAL Gives pilot manual control of
system off-time. 2.50.4 Blade Deice Test Panel. The control for select-
ing test functions of the blade deice system is on the
T Sets a fixed element-off-time
BLADE DE-ICE TEST panel (Figure 2-15). Two PWR
for trace icing.
lights on the panel warn of power malfunctions of the main
L Sets a fixed element-off-time and tail rotor deice. Control and indicators are as follows:
for light icing.
M Sets a fixed element-off-time CONTROL/ FUNCTION
for moderate icing. INDICATOR
NORM Provides a signal path for
2.50.3 Blade Deice Test. The BLADE DE-ICE TEST normal operation.
panel (Figure 2-15) allows the pilot to check the blade deice
SYNC 1 Provides a signal to the con-
system for failures that are otherwise dormant during the
troller to verify operation of
normal TEST mode, but that can allow abnormal operation
synchronization check cir-
during use. The panel accomplishes this by introducing
cuitry when POWER switch
selected failure signals into the system and requiring the
is at TEST.
deice controller built-in-test circuitry to function in a spe-
cific manner. The blade deice test should be done during SYNC 2 Provides an open circuit to
the ground checkout before each flight when blade deice the controller to verify opera-
use is anticipated. In the NORM position, the test panel tion of synchronization check
allows system test to be done without the introduction of circuitry when POWER
false failure signals. Thus, the system should complete its switch is at TEST.
self checkout cycle without failure indications on the cau-
tion display. In the SYNC 1 and SYNC 2 positions, the test OAT Short circuits the OAT sensor
panel interrupts the distributor sync line and provides the to check BITE circuit sensing
controller with a false sync input. The controller must inter- a fault when POWER switch
pret these false signals as indications of distributor failure, is at TEST.
and produce MR DE-ICE FAIL caution legend for both EOT Disables BITE circuits in
cases. In the OAT position, the test panel short circuits the controller and OAT sensor to
OAT sensor input to the controller. BITE circuitry within simulate a malfunctioning
the controller must sense the simulated failure and turn on primary EOT timing circuit
both the MR DE-ICE FAIL and TR DE-ICE FAIL cau- when POWER switch is ON
tion legends. In the EOT position, the test panel biases and MODE select switch is
BITE circuitry in the controller and the OAT sensor to at M (moderate).
simulate malfunctioning primary EOT timing circuits. The
biased BITE circuit is thus deceived into believing that the PWR MAIN RTR light Indicates a malfunction has
primary circuits are in error. The controller must turn on occurred in the main rotor
both the MR DE-ICE FAIL and TR DE-ICE FAIL leg- primary power.
ends when this occurs. The test panel also functions auto-
matically during blade deice system use to sense contradic-
tory signals from the deice power circuits. If electrical
2-50
TM 1-1520-253-10
CONTROL/ FUNCTION nents used to cut, break, or deflect wires that may strike the
INDICATOR helicopter in the frontal area between the tires and fuselage,
and between the fuselage and main rotor in level flight. The
PWR TAIL RTR light Indicates a malfunction has system consists of nine cutters/deflectors located on the
occurred in the tail rotor pri- fuselage and landing gear/support. They are: upper cutter
mary power. on the rear of the sliding fairing, the pitot cutter/deflector
on the front of the sliding fairing, windshield post and wiper
deflectors, door hinge deflector, step extension and step
deflector, landing gear joint deflector, main landing gear
2.51 BLACKOUT CURTAINS.
cutter/deflector, and tail landing gear deflector.
Curtains are provided to cover the cabin windows and
2.53 DATA COMPARTMENTS.
the opening between the pilot’s compartment and the cabin.
Velcro tape is bonded to the cabin structure and the curtains
Data Compartments are on each cockpit door (Figure
with an adhesive. Loops are attached to the curtains to aid
2-4).
removal.
2.512.52 WIRE STRIKE PROTECTION SYSTEM.
On helicopters equipped with wire strike protection pro-

visions, the system (Figure 2-1) is a simple, lightweight,
positive system with no motorized or pyrotechnic compo-
2-51
TM 1-1520-253-10
Section X HEATING, VENTILATING, COOLING,

AND ENVIRONMENTAL CONTROL UNIT
2.54 HEATING SYSTEM. 4. VENT BLOWER switch - OFF for maximum

heat.
The subsystem consists of a heated air source, cold air
source, mixing unit, temperature sensing unit, overtempera- 5. HEATER control - As desired.
ture sensor, controls, ducting and registers. The heating
system is a bleed-air system and bleed-air supplied in flight 2.55 VENTILATION SYSTEM.
by the main engines, and on the ground by the main engines
or the APU. An external connector allows connection of an 2.55.1 Ventilation System. The helicopter is ventilated
external ground source in to the pneumatic system, that can by an electrically-operated blower system controlled
provide heat when connected. Power to operate electrical through the VENT BLOWER control panel on the upper
components of the heating system is by the No. 1 dc pri- console (Figure 2-6). The VENT BLOWER switch is
mary bus through a circuit breaker, marked AIR SOURCE marked OFF and ON. When ON, the blower forces ambi-
HEAT/START. ent air into the cabin ducts. The No. 2 ac primary bus
powers the blower through a circuit breaker, marked HEAT
2.54.1 Heat and Ventilation Controls. A variable & VENT. It is also controlled by dc power from the No. 2
control air mixing valve assembly is used to control the dc primary bus through the VENT BLOWER switch pro-
temperature of air for cabin heating in the helicopter. tected by a circuit breaker, marked HEAT VENT. Ram air
Bleed-air from the engine, APU, or external source is mixed vents for cooling the cockpit area are on each side of the
with ambient air to obtain the desired temperature deter- upper console and at the front of the lower console (Figure
mined by the setting of the sensor in the downstream air 2-4) and are controlled by turning the nozzle to control the
flow. Regulation of the diaphragm position is by a solenoid. opening.
Should the HEATER control switch (Figure 2-6) be turned
OFF, or dc power fail, bleed-air will shut off. The valve
2.55.2 Normal Operation.
also has a thermal protective switch that deenergizes the
solenoid if mixed air temperature is over 90° to 96°C (194°
1. APU, rotor or external power - Operating.
to 205°F). The mixture temperature sensor downstream of
the mixing valve regulates flow output temperature. The
2. VENT BLOWER switch - ON.
sensor is regulated from the cockpit through a control link-
age at the overhead console. The temperature control is
marked HEATER OFF, MED, and HI. Ventilation is con- 2.56 Air Conditioner System.
trolled through a panel on the upper console marked VENT
BLOWER. When the switch is placed ON, dc power to the
solenoid allows bleed-air to mix with outside air. CAUTION

ECS operations involving the use of the
1. APU or engine - Start .
heat mode: do not remove main power
from the ECS without first turning the
2. AIR SOURCE HEAT/START switch - As
ECS switch to OFF and waiting 60 sec-
required. ENG if engine is operating; OFF for
onds. Failure to do so may result in an
heat from external air source.
extreme over temperature condition of the
heater element surface.
3. HEATER ON-OFF switch - ON.
2-52
TM 1-1520-253-10
COOLER
OFF VENT
AC ON
AC HEAT
HEAT ON
WARMER
AB0701
SA
Figure 2-16. ECS Control Panel
NOTE electrically powered. Electrical resistance heating elements

in the evaporator pallet heat the air, when required. A single
ECS air conditioning requires that the rotor speed fans draws air from the cabin through a filter, heats
head be turning to facilitate use due to being or cools the air in the evaporator pallet, and returns the air
bussed on the main generators. Either main to the cabin or cockpit through the ducts. Power to operate
generator or ground power unit must be con- the air conditioner system is provided from the No. 1 ac
nected to the aircraft for operation. primary bus through a circuit breaker marked ECS/HEAT
POWER and controlled from the No. 1 dc primary bus
All ECS EMC data is currently not avail- through a circuit breaker marked ECS CONTR on the aux-
able. Operation of the ECS causes an iliary circuit breaker panel. Power is removed from the
approximate one percent loss in aircraft environmental control system when the rescue hoist power
maximum power available. Additionally, switch is in the ON position.
there are ECS design concerns. Use of the
ECS may cause an inadvertent power-on 2.56.1 Controls Control of the ECS system is through
reset command to the SAS/FPS computer, the ECS control panel in the cabin (Figure 2-16). Functions
illuminating the FPS and TRIM cautions on of controls are as follows:
the MFD and the CPTR failure advisory on
the AFCS control panel.
CONTROL FUNCTION
The environmental control system (ECS) heats, venti-
lates, and cools the cabin and cockpit areas. Its main com- Mode switch Changes temperature of heated or
ponents are an evaporator pallet and condenser pallet cooled air.
located over the main fuel tanks, and an electrical pallet
mounted on the bulkhead behind the right main fuel tank. AC Selects air conditioning mode.
Ducting directs air to the cabin and cockpit. The cooling
OFF Removes power from ECS system.
subsystem is a vapor cycle system, whose compressor is
2-53
TM 1-1520-253-10
CONTROL FUNCTION is operated and the main generators are not supplying
power.
VENT Selects ventilation mode. b. In the ventilation mode, air is circulated through the
evaporator pallet, and directed to the cabin through ducts.
HEAT Selects heating mode.
No heating, cooling, or drying occurs in the evaporator in
COOLER - Changes temperature of condi- this mode.
WARMER knob tioned air.
AC ON Air conditioning mode has been se-
lected. 1. Heating Mode.
HEAT ON Heat mode has been selected.
a. Mode switch - HEAT. HEAT ON light
will illuminate.
2.56.2 Modes of Operation.
b. COOLER g WARMER knob - Adjust to
a comfortable temperature.
a. In the heating mode, air is circulated through the
evaporator pallet where it is heated by the resistance heater,
2. Air Conditioning Mode.
and directed to the cabin through ducts.
a. Mode switch - AC. AC ON light will illu-
b. In the air conditioning mode, air is circulated through minate.
the evaporator pallet where it is cooled and dried, and di-
rected to the cabin through ducts. The major components of b. COOLER g WARMER knob - Adjust to
the air conditioning system are started in spaced intervals to a comfortable temperature.
prevent power surges, which results in a delay of up to 30
seconds between turning the system on and feeling cooler 2. Ventilation Mode.
air at the vents. Load shedding (Table 2-2) protects the
electrical system from overload when the air conditioning a. Mode switch - VENT.
Table 2-2. Air Conditioning System Power Source Priority
POWER SOURCE AIR CONDITIONING SYSTEM OPERATION
APU GENERATOR (AIRCRAFT 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 (AIRCRAFT IN vAIR CONDITIONING INTERRUPTED WHILE AIRCRAFT IN AIR.
FLIGHT) vWINDSHIELD ANTI-ICE INTERRUPTED WHEN BACKUP PUMP IS
ON.
DUAL MAIN GENERATOR (NO. 1 AND vAIR CONDITIONING, BACKUP PUMP, AND WINDSHIELD ANTI-
NO. 2) (AIRCRAFT IN FLIGHT OR ON ICE CAN OPERATE SIMULTANEOUSLY.
GROUND)
SINGLE GENERATOR OR EXTERNAL vAIR CONDITIONING INTERRUPTED IF:
AC POWER (WEIGHT ON OR OFF (1) BACKUP PUMP IS ON.
WHEELS)
ANY POWER SOURCE OR vECS POWER (AIR CONDITIONING AND HEATER) INTERRUPTED
COMBINATION WHEN HOIST POWER IS ON.
2-54
TM 1-1520-253-10
Section XI ELECTRICAL POWER SUPPLY AND DISTRIBUTION SYSTEMS
2.57 ELECTRICAL POWER SYSTEMS. battery bus is controlled by the BATT switch on the upper
console. It has marked positions OFF and ON. The battery
Alternating current (ac) is the primary source of power. utility bus is connected directly to the battery. The battery
The primary electrical system consists of two independent powers the dc essential bus when both converters have
systems, each capable of supplying the total helicopter failed. When only battery power is available, the battery
power requirements. The prime source of each system is a life is about 38 minutes day and 24 minutes night for a
115/200 vac generator. A subsystem feeds two independent battery 80% charged. The BATT switch should be ON
ac primary buses and an ac essential bus. A portion of each when either external power, APU generator or main gen-
ac primary bus load is converted to 28 volts direct current erator power is applied to the helicopter. This will recharge
(vdc) by two 200 ampere ac/dc converters. The 28 vdc is the battery. When the battery is the sole source of dc power,
distributed by two independent dc primary buses and a dc the BATT switch should be turned OFF immediately upon
essential bus. Emergency power is provided by a generator obtaining a BATT LOW CHARGE caution legend to con-
driven by the auxiliary power unit (APU). The APU gen- serve battery power for APU starts. A malfunction of both
erator is capable of supplying all flight-essential ac and dc dc primary sources will light caution legends marked #1
bus loads. In addition, the APU generator can supply power and #2 CONV. If the BATT switch is left ON, the battery
to the blade deice system (when installed) if one main gen- will be completely discharged in less than 6.0 hours. Power
erator should fail. Should a second generator fail, the blade to light the caution legend is from the battery bus through a
deice load will be dropped and the APU generator will circuit breaker marked BATT & ESNTL DC WARN EXT
power the remaining ac bus loads. An electric power prior- PWR CONTR.
ity feature allows either the No. 1 or No. 2 main generator
to automatically supersede the APU generator, which, in 2.58.3 Battery Low Sensing Relay. The system
turn, automatically supersedes external power. A 24-volt charges the battery through the battery charging relay with
battery provides backup dc power when the #1 generator one or both converters on. A caution legend indicating
fails or is turned off. BATT LOW CHARGE lights when the battery charge
lowers to 22.7 volts 6 2%. At this capacity the battery can
2.58 DC POWER SUPPLY SYSTEM. provide two APU starts.
Primary dc power is obtained from two converters 2.58.4 DC and AC Circuit Breaker Panels. The cir-
(transformer-rectifiers) with a battery as the secondary cuit breaker panels (Figure 2-18) protect the power sys-
power source. There is no external dc power connector tems. One is above and to the rear of each pilot and copilot,
(Figure 2-17). one is on the lower console, and two are on the upper
console , an auxiliary circuit breaker panel is located on the
2.58.1 Converters. Two 200-ampere converters, each copilot’s side of the upper console, a mission readiness
normally powered by the No. 1 and No. 2 ac primary buses panel is located in the cabin area above the left window and
respectively, turn ac power into dc power and reduce it to there is a left and right side circuit breaker panel for the
28 volts. The converter output is applied to the No. 1 and medical interior. The ac essential bus contains one addi-
No. 2 dc primary buses whenever ac power is applied to the tional panel. The circuit breakers provide both ac and dc
ac primary buses. If one converter’s output is lost, the con- protection. Popping of a circuit breaker indicates too much
verter load will be transferred to the operating system, and current is being drawn by a component in the circuit that is
a caution legend, marked #1 CONV or #2 CONV will go powered through the circuit breaker. Unnecessary recycling
on. Power to light the caution legend is provided by the of circuit breakers, or using circuit breakers as a switch
battery bus through a circuit breaker marked, AC CONV should not be done.
WARN.
2.59 AC POWER SUPPLY SYSTEM.
2.58.2 Battery. A 24-volt dc 9.5 ampere hour battery
provides secondary or emergency dc power. The sealed lead A primary ac power system (Figure 2-17) delivers regu-
acid battery (SLAB) is in the cabin section below the floor lated three phase, 115/200 vac, 400 Hz. Each system con-
panel accessable from the exterior of the aircraft. It supplies tains a 30/45 kilovolt-ampere generator mounted on and
dc power to the battery bus, the battery utility bus and the driven by the transmission accessory gear box module, a
dc essential bus (Figure 2-172-19) for operating dc essen- current transformer, a generator control unit, and current
tial equipment during primary dc malfunction. Power to the
Change 4 2-55
TM 1-1520-253-10
UH60Q 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
BATTERY BATT
LOW SENSING LOW CHARGE
RELAY
DC
ESSENTIAL BUS BATTERY FALLS
BELOW
DC ESS 40 %
BUS OFF CHARGE
9.5 AMPERE HOUR
BATTERY BATTERY 24 VDC

BUS UTILITY BUS BATTERY
BATTERY SWITCH AB0754
SA
Figure 2-17. Electrical System
2-56
TM 1-1520-253-10
NO. 1
AC P
RI BU
S
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
CPTL GLARE UPPER CABIN LWR ENG HUD HUD ADVSY RETR LDG WARN ANTI−ICE WSHLD DC TIE GEN SERVO SERVO
1 1 1 5 1 5 1 5 5 5 25 2 5 5 5 5 5 5 5 5 5
FLT SHLD CSL DOME CSL OVSP REF SYS 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/GPS IFF ADF CMD CSL TRIM DISP TURN ALTM MODE VHF RDR BUS
7.5 5 10 5 5 2 25 7.5 7.5 2 5 2 5 2 5 50
SPLY INST HEAT SET RATE GYRO SELECT ALTM WARN SPLY
COPILOT’S CIRCUIT BREAKER PANEL
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 ANTI−ICE WARN START CARGOHOOK BUS PITOT STAB AC ENG FORM ANTI PLT NON CARGO
5 5 5 5 5 5 5 2 5 10 5 7.5 10 5 5 5 5 5 5 1 1 2
WARN CONTR INST WARN CNTOR WARN LTS CONTR PWR CONTR SPLY HEAT CONTR INST OVSP LV HV COLL FLT FLT HOOK
DC ESNTL PILOT MAIN AC ESNTL BUS
BUS MODE ALTM HEAT IRCM CMPTR STAB SPEED XMSN POS IR STAB HSI CIS SAS 26 VAC COMP VSI AUTO AC ESNTL
50 2 2 5 2 5 7.5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 5 5
SPLY SELECT VENT CONTR TRIM PWR TRIM LTS LTS CONTR PLT / CPLT AMPL STAB IND INST DPLR/GPS PLT CPLT XFMR BUS WARN
PILOT’S CIRCUIT BREAKER PANEL
AB0702_1
SA
Figure 2-18. DC and AC Circuit Breaker Panels (Sheet 1 of 3)
2-57
TM 1-1520-253-10
DC ESNTL BUS DC ESNTL BUS

NO. 1 FUEL ESSS CARGO PILOT FIRE DET ESNTL BATT
ICS NO. 1 VHF DUMP JTSN STAB HOOK TURN NO.1 NO.2 DC BUS
2 2 5 10 5 7.5 7.5 5 2 5 5 5 10
PILOT COPILOT VHF FM AMP CONTR OUTBD PWR EMER DETR ENG ENG SENSE SPLY
LIGHTS
UHF MASTER BACKUP HOIST ESSS NO. 1 TAIL
VOR / ILS UHF AM AM WARN HYD CABLE JTSN SAS ENG WHEEL SEC CONTR SRCH
2 2 7.5 5 5 5 7.5 5 5 5 5 20 5
SCTY PNL CONTR SHEAR INBD BOOST START LOCK PNL PWR CONTR
SET
UPPER CONSOLE CIRCUIT BREAKER PANEL
BATT &
ESNTL BUS
ESNTL DC FUEL B BATT
DC AC & WARN PRIME A BUS FIRE
NO. 2 EXTD
T RANGE PUMP
B 50 5 5 5 T 5 5
A
T SPLY 15
CONV EXT PWR BOOST U CONTR EXTGH
T T AUX FUEL QTY
WARN CONTR
UTIL
APU BUS
I CDU APU
B L 2
U 5 5 5 5 5 5 NO. 2 FUEL
S B A
U C
ICE−DET 2
CONTR FIRE GEN DC S BKUP CONTR
INST DET CONTR SPLY INST
2 BOOST PUMP
NO. 2 PRI BUS
RESQ HST NO. 2 LTR
BATTERY AND BATTERY UTILITY 10 5

BUS CIRCUIT BREAKER PANEL CONTROL LTS D
DE−ICE ICE−DET EXT FUEL NO. 2 XFER C
5 7.5 5 5
CNTRLR RH CONTROL
EXT FUEL NO. 1 LTR NO. 1 XFER
5 5 5
D
C
LH LTS CONTROL
NO. 1 PRI BUS

NO. 1 FUEL
BOOST PUMP
DE−ICE PWR
20
A
TAIL ROTOR
C
NO. 1 EXTD
RANGE PUMP
15
MISSION READINESS CIRCUIT

BREAKER PANEL AB0702_2
SA
2-58
TM 1-1520-253-10
NO. 1 AC PRI DC ESNTL

ECS / HEAT LIGHTS ICS VHF EMER COPLT PLT COPLT PLT
POWER 5V OBGS CABIN AM / FM CNTL MFD MFD CDU CDU
30 1 5 5 7.5 2 15 15 5 5
LWR CSL PWR PNL

NO. 2 AC PRI NO. 1 AC PRI NO. 1 DC PRI
HEAT OBGS DATA
MED 1 POWER HOIST PWR ECS HOIST LIGHT LOADER HF HF
20 30 5 2 7.5 20 2 1 2 30
CONTR CONTR PWR CONTR SCTY SET

NO. 2 DC PRI
HOIST STORM
MED 2 POWER NIU MED 2 MED 1 MED PLS IDM TACAN SCOPE FLIR
20 25 3 20 20 1 7.5 3 5 2 15
INTERIOR
COPILOT’S AUXILIARY CIRCUIT BREAKER PANEL
LS ACFT MEDICAL INTERIOR CIRCUIT BREAKER PANEL RS ACFT MEDICAL INTERIOR CIRCUIT BREAKER PANEL
115VAC 5 20 15 115VAC 5 20 15 20
60HZ 60HZ
SUCT 115VAC / 60HZ ELEC SUCT 115VAC / 60HZ ELEC LS MED
PUMP CONV (N) OUT PUMP CONV (N) OUT MAIN
20 5 5 1 20 5 5 1
PILOT CLG CTR CLG AFT LTG PILOT CLG CTR CLG AFT LTG
LTG CONT LTG LTG CONT LTG CONT LTG LTG CONT
5 5 5 5 5 5 5 5
28VDC 28VDC
SIDE TOP SIDE MID SIDE BOT CONT PNL SIDE TOP SIDE MID SIDE BOT CONT PNL
LTG LTG LTG LTG LTG LTG LTG LTG
1 1 1 1 20
LIFT COOLING LIFT COOLING 115VAC / 400HZ
CONT FAN CONT FAN CONV
2 2 2 2
FWD UPR FWD UPR FWD UPR FWD UPR
LIFT MOT LIFT MOT LIFT MOT LIFT MOT
115VAC 115VAC
400HZ 400HZ
2 2 2 2
FWD LWR AFT LWR FWD LWR AFT LWR
LIFT MOT LIFT MOT LIFT MOT LIFT MOT
MEDICAL INTERIOR CIRCUIT BREAKER PANELS

AB0702_3
SA
2-59
TM 1-1520-253-10
limiter, all of which are interchangeable. System outputs legend will be on only when supplying power to the sys-
are applied to the No. 1 and No. 2 ac primary buses. Cau- tem, it will be off at any time either No. 1 generator or No.
tion legends will go on, indicating #1 GEN or #2 GEN 2 generator is supplying power. The generator control
whenever generator output is interrupted. Another caution switch on the upper console (Figure 2-6), has marked posi-
legend goes on, indicating AC ESS BUS OFF when there tions of TEST, OFF/RESET, and ON.
is no power to the ac essential bus. Individual generator
controls are provided on the upper console (Figure 2-6), NOTE
with marked positions of TEST, OFF/RESET, and ON. A
generator main bearing caution system is installed on each If the APU generator is the sole source of ac
main generator to light a caution legend, marked #1 GEN generated power, all equipment may be
BRG or #2 GEN BRG, to indicate a worn or failed bear- operated, except that when the backup pump
ing. The caution legend will remain on until power is is on, the windshield anti-ice is prevented
removed. The auxiliary bearing will allow 10 additional from being used.
hours of operation after the legend goes on. Therefore, it
should not be a cause for mission abort. Power to operate 2.60.1 Generator Control Switches. Generators are
the caution system is provided from the No. 1 and No. 2 dc controlled by a three-position generator switch on the upper
primary buses, through circuit breakers, marked NO. 1 console (Figure 2-6). The switch ON position energizes the
GEN WARN and NO. 2 GEN WARN, respectively. generator and permits connection of generator ac output to
the ac loads. TEST permits you to test the generator ac
NOTE output without connecting to the generator loads. OFF/
RESET deenergizes the generator and permits generator
When the GEN BRG caution legend recycling if the generator is disabled and disconnected from
remains on for more than 1 minute, make an its loads. The control switch is manually placed to RESET
entry on the DA Form 2408-13-1. and then back to ON.
2.59.1 Generator Control Units (GCU). The GCUs 2.60.2 External AC Power System.
monitor voltage from the No. 1, No. 2 and APU generators
and take the generator(s) off-line where malfunctions occur.
Underfrequency protection is disabled in flight by the CAUTION
WOW switch.
Do not connect a source of dc power to
2.60 AUXILIARY AC POWER SYSTEM.
the external ac connector.
An auxiliary ac power system (Figure 2-17), is a backup
An external ac power connector, on the right side of the
ac power source, providing electrical power for ground
helicopter (Figure 2-1), accepts ground source of 115 vac,
checkouts. The system consists of a 115 vac three-phase,
three-phase, 400 Hz power. The system is controlled by a
400 Hz 20/30 kVA, air-cooled generator mounted on and
switch on the upper console (Figure 2-6), marked EXT
driven by the APU, a current transformer and a generator
PWR-RESET-OFF and ON. External power will be intro-
control unit. If the primary ac generators are not operating,
duced into the system if acceptable external power is con-
the auxiliary ac power output will be applied through con-
nected, the EXT PWR switch is ON, and no other gener-
tactors to the No. 2 ac primary bus and through contactors
ating source is operating. An advisory legend on the
and current limiters to the No. 1 ac primary bus. An advi-
caution/advisory display will go on, indicating EXT PWR
sory legend on the caution/advisory display will go on,
CONNECTED, whenever external power is connected to
indicating APU GEN ON when the APU generator is oper-
the helicopter.
ating, and the APU generator switch is ON. APU GEN ON
2-60
TM 1-1520-253-10
Section XII AUXILIARY POWER UNIT
2.61 AUXILIARY POWER UNIT (APU) SYSTEM. advisory legend, indicating the APU is operating. Power to
operate the APU and ESU is provided from the battery bus
The auxiliary power unit system (Figure 2-19) consists through a circuit breaker marked APU CONTR INST.
of an auxiliary power unit (APU), accessories, controls, a
monitoring system, and a starting system. The APU system 2.62 APU.
provides pneumatic power for main engine starting and
cabin heating, and electrical power for ground and emer- The auxiliary power unit (Figure 2-19) consists of a gas
gency in-flight electrical operations. turbine shaft power section, a reduction gear drive, and
appropriate controls and accessories. The accessory gear
box provides an axial pad with a 12,000 rpm output drive
NOTE
for the APU ac generator, rpm pad for mounting the APU
start motor, rpm drive pad for the APU fuel assembly. A
The APU is not qualified for normal inflight magnetic pickup mounted on the accessory gear box senses
use. engine speed. The APU is lubricated by a self-contained oil
system. Refer to Figure 2-23 for servicing.
APU system accessories include a prime/boost pump,
hydraulic accumulator, hydraulic handpump, hydraulic start 2.62.1 APU Controls. The APU control, on the upper
motor, and ac generator. The hydraulic accumulators and console (Figure 2-6), consists of a CONTR switch and an
handpump, in the aft midsection cabin ceiling (Figure 2-5), APU fire extinguisher T-handle. The APU CONTR switch,
provide the hydraulic pressure for driving the APU starter. with marked positions OFF and ON, controls the operation
If the APU does not start, the hydraulic accumulator can be of the APU. Placing the switch ON starts the APU and
recharged by pumping the hydraulic handpump. The allows it to operate. The APU is off when the switch is
hydraulic utility module and backup pump, on the left for- OFF. The APU FAIL caution legend will be on any time
ward deck within the main rotor pylon, will automatically the APU automatically shuts down. The APU OIL TEMP
recharge the depleted hydraulic accumulator for the next HI caution legend is on when APU oil temperature is above
APU start. The APU controls are in the cockpit on the normal range. During ground operation at high ambient
upper console. Indicator legends on the caution/advisory temperatures the APU OIL TEMP HI caution legend may
display provide cockpit monitoring of the APU. An indica- go on. If this occurs, the APU should be shut down imme-
tor panel in the cabin will indicate reason for APU shut- diately to prevent damage. After a 30-minute cooling
down on BITE indicators. The BITE indicators are incor- period, the oil level should be checked. If OK, the APU
porated in the APU electronic sequence unit (ESU), and may be restarted. The control system receives electrical
will indicate reasons for APU shutdown. Those indicators power from the battery bus through a circuit breaker
can be monitored during APU operation without interrupt- marked APU CONTR INST on the lower console. When
ing normal operating systems. During a start, the ESU com- illuminated, the APU T-handle warns the pilot/copilot of a
pares input signals from speed, time, and temperature sen- fire in the APU compartment. When the T-handle is pulled,
sors on the APU to specified values stowed in the ESU it turns off fuel to the APU, sends a stop signal to the ESU,
memory, and performs functional steps as a result of the arms the fire extinguisher system, and sets the extinguisher
comparison. The system also provides for APU protective direction control valve to the APU. During APU starts
shutdown in case of turbine overspeed, underspeed, high using battery power, if the fire extinguisher is required,
exhaust temperature, low oil pressure, or loss of electrical FIRE EXTGH RESERVE must be used. The T-handle
power or sequence failure. Each major sequence step will microswitch receives electrical power from the battery util-
have a visual indication of go/no-go. The ESU samples ity bus through a circuit breaker marked FIRE EXTGH on
predetermined parameters of exhaust temperature, turbine 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 appro- 2.62.2 APU Fuel Control System (Helicopters
priate BITE indication is made. If a momentary malfunc- equipped with (T-62T-40-1 APU). This system consists
tion occurs (i.e., a power interruption other than switching of a fuel pump and a control assembly. The fuel pump is
of the APU CONTR switch) the APU will shut down and protected by a filter. Fuel pump output flow passes through
the APU CONTR switch must be placed at OFF and then another filter before entering the control assembly. A gov-
back ON, to restart the APU. There is also an output signal ernor and flow metering valve controls fuel flow to the
to the caution/advisory display to turn on the APU ON engine during ignition, permitting automatic starting under
2-61
TM 1-1520-253-10
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 2-19. Auxiliary Power Unit (APU)
all ambient conditions, and controls the turbine at a con- 2.62.4 APU Fuel Supply System. APU fuel is sup-
stant speed once it has accelerated to operating speed. An plied to the APU from the left main fuel tank. The FUEL
electronic speed sensing device provides automatic fuel PUMP switch must be at APU BOOST for all APU opera-
flow, ignition, and operation of the APU. tion, except engine priming. The APU prime/boost shutoff
valve is a two-position, open-closed unit mounted on the
APU compartment firewall where it also functions as a fire-
2.62.3 APU Fuel Control System (Helicopters
wall shutoff valve. The valve is pilot-operated from the
equipped with GTC-P36-150 APU). The fuel control
upper console FUEL PUMP switch as well as by the FIRE
system includes a fuel pump and metering section. The fuel
EXTGH APU T-handle. If the APU does not start and the
pump is protected by an integral inlet filter. Fuel pump
APU ACCUM LOW advisory legend is not on, the manual
output flow passes through a filter screen before entering
override lever on the accumulator manifold should be
the metering assembly. Fuel pump discharge pressure is
pulled to attempt another start, and held until the APU has
limited by an ultimate relief valve which, when activated,
reached self-sustaining speed.
bypasses fuel flow back to the pump inlet. Fuel metering is
accomplished by the torque motor metering valve as a
2.63 ACCUMULATOR RECHARGE.
function of an electrical signal from the electronic sequence
unit (ESU). For accurate fuel metering, a constant, pressure
The accumulator recharge cycle starts when the APU
drop across the metering valve is maintained by the differ-
has reached operational speed and the APU-driven genera-
ential pressure regulating valve. The fuel solenoid valve is
tor comes on the line. The pressure switch for the accumu-
energized by the ESU following the initiation of APU start.
lator causes the APU ACCUM LOW legend to go on and
This allows fuel to flow to the engine. The fuel control
the backup system pump to develop pressure. The APU
assembly subsequently provides fuel according to a pre-
accumulator pressure should be at least 2800 psi before
programmed schedule to effect efficient acceleration. The
attempting an APU start. The accumulator is recharged
fuel solenoid valve will close completely without visible
from the backup pump which runs for 90 seconds after the
leakage from the minimum operating fuel pressure to 110%
accumulator low-pressure switch is actuated. When the
of the maximum operating fuel pressure.
2-62
TM 1-1520-253-10
winterization kit is installed, an additional identical accu- from possible depletion due to ballistic damage to the APU
mulator is installed in parallel with the original accumula- start system. Should the APU not start, the accumulator
tor. Discharge and recharge of the added accumulator is the may be recharged by these methods, after the APU
same, except a 180-second recharge cycle for the two accu- CONTR switch is OFF. An electric ground cart powering
mulators will take place when the accumulator pressure the backup hydraulic pump or a hydraulic ground cart con-
switch senses low accumulator pressure. Both accumulators nected to the backup hydraulic system through the ground
are charged or discharged simultaneously. If the accumula- test quick-disconnects or by using the handpump in the aft
tors do not fully charge during the first 180 seconds of the upper cabin. The APU CONTR switch should not be
backup pump operating cycle, the pump will continue to turned ON again or the BATT switch turned OFF until
operate in 180-second segments, or until the BACKUP after the ESU BITE indicators have been checked. The
PUMP PWR circuit breaker is pulled, or 115 vac power is handpump may also be used to top off the accumulator
removed. The backup system pump shuts down after charge if the charge has dropped due to a low temperature
recharge, unless required for other purposes. Should the condition. A pressure gage mounted in the aft cabin (Figure
accumulator pressure drop, the backup system pump 2-5) indicates the charge. Check valves prevent draining of
restarts to replenish the accumulator charge. The rate of the accumulator charge through the system.
accumulator charge is limited to protect the backup system
2-63
TM 1-1520-253-10
Section XIII LIGHTING
2.64 INTERIOR LIGHTING. primary bus through circuit breakers marked LIGHTS
PLT FLT and LIGHTS NON FLT, and No. 1 ac primary
The interior lighting system consists of cockpit dome bus, through a circuit breaker marked LIGHTS CPLT
lights, utility lights and a cabin dome light (Figure 2-4). FLT.
NVG blue-green lighting can be selected for the cockpit
dome, instrument panel glare shield, utility lights and cabin 2.64.4 Lighted Switches Dimmer. A dimmer control
dome light. For medical interior lighting description refer labeled LIGHTED SWITCHES (Figure 2-6) is provided
to Chapter 4. on the upper console to reduce illumination level of the
following panel lighted switches: Pilot and copilot MODE
2.64.1 NVG Lighting System. The NVG lighting sys- SEL, TAILWHEEL LOCK, CIS MODE SEL,AUTO
tem consists of interior NVG blue-green lighting. Exterior FLT CONT and NO. 1 and NO. 2 FUEL BOOST PUMP
lighting consists of cargo hook well area electrolumines- on lights.
cent lighting, infrared formation and position lights, and
attachable/detachable controllable searchlight filter. A dim- 2.64.5 Upper and Lower Console Lights. NVG
ming feature is incorporated in the searchlight system to lights for the upper console, cockpit flood secondary lights,
provide dimming through the collective SRCH LT PUSH engine control quadrant, flight control panel, miscellaneous
ON - OFF, BRT, DIM switch. The position and formation switch panel, boost pump control panel, ESSS related pan-
lights have IR emitters installed within close proximity to els, range extension fuel management panel, rescue hoist
the regular installed lights to enhance outside viewing with panel, and compass are illuminated from the No. 1 ac pri-
night vision goggles. mary bus through dimmer controls marked CONSOLE LT
UPPER and LOWER. Circuits are protected by circuit
2.64.2 Cockpit Floodlights. Two blue-green and two breakers marked LIGHTS UPPER CSL and LIGHTS
white cockpit floodlights are on the overhead cockpit flood- LWR CSL. All other lower console panels are illuminated
light panel, marked BLUE, OFF and WHITE (Figure 2-6). by the lower console auxiliary utility light next to the co-
Power is supplied from the dc essential bus through a cir- pilot’s seat.
cuit breaker marked LIGHTS SEC PNL. Six lights in-
stalled in the instrument panel glare shield provide second- 2.64.6 Utility Lights. All utility lights are dual (blue/
ary lighting for the instrument panel. The lights are green-white) (Figure 2-4). One portable cockpit utility light
mechanically dimmed by a control on the upper console with coiled cord is attached to the upper console by remov-
labeled GLARESHIELD LIGHTS with marked positions able brackets, on the pilot’s side of the console. The light
OFF and BRT. Power to operate the glare shield lights is may be adjusted on it’s mounting to direct the light beam or
provided from the No. 1 ac primary bus through a circuit it may be removed and used portably. The utility light is
breaker, marked LIGHTS GLARE SHLD. controlled by a rheostat or a pushbutton on the end of the
casting. The lens casting of the light may be turned to
2.64.3 Flight Instrument Lights. Instrument lights are change from white to blue/green and/or spot to flood. The
grouped into flight instrument and nonflight instruments. copilot’s utility light, located at the right rear of the copi-
The flight instrument lights are divided into pilot’s and co- lot’s seat, is used to illuminate some panels on the lower
pilot’s. Lights are controlled by individual rotary intensity console for night flight. A transition equipment bay utility
controls (Figure 2-6), marked INST LT PILOT FLT, OFF light is installed on the bay shelf to provide bay lighting.
and BRT, and CPLT FLT INST LTS, OFF and BRT. All utility lights operate in the same manner as above. The
The nonflight instrument lights operate in the same manner utility lights operate from the battery bus through a circuit
as the flight instrument lights. The nonflight lights intensity breaker marked UTIL BUS DC SPLY.
is controlled by a rotary control, marked INST LT NON
FLT, OFF and BRT. Instrument lighting is provided by 2.64.7 Cabin Dome Lights. One dome light is pro-
instrument bezels with NVG lights. The radar altimeters vided for cabin lighting (Figure 2-5). Control of cabin lights
lighting incorporates dimming controls on the instrument is from the upper console by a control marked CABIN
panel, marked RAD ALT DIMMING for pilots radar al- DOME LT (Figure 2-6). The light color selector switch
timeters (Figure 2-8). The vertical instrument display sys- has marked positions WHITE, OFF, and BLUE. To place
tem has NVG information panel lighting to make those the switch from OFF to WHITE, the switch must first be
instruments compatible with the NVG system. Power to pulled out to clear a detent. This prevents accidentally plac-
operate the instrument lights is provided by the No. 2 ac
2-64 Change 1
TM 1-1520-253-10
ing the switch to WHITE. The cabin lighting is enabled switch to EXT causes the light beam to move forward at a
through the CABIN DOME LT switch. The side medical rate of about 12° per second. If the switch is placed to OFF
lights only operate when the CABIN DOME LT switch is the light will extinguish. To retract the searchlight, place
in the WHITE position. The ceiling medical lights operate the switch to RETR. Refer to Chapter 5 for extend/retract
when the CABIN DOME LT switch is in the WHITE or limitations. An infrared filter can be installed on the con-
BLUE position. For a complete description of the cabin trollable searchlight to enhance viewing objects outside the
lighting refer to Chapter 4. Dimming control for the cabin helicopter when wearing the night vision goggles. The dim-
dome light is from a control on the left side of the pilots ming feature provides a variable light level through a switch
seat (Figure 2-4), marked CABIN DOME LT, with marked on each collective grip marked SRCH LT ON - OFF. Push
positions OFF and BRT. Power to operate the cabin dome BRT - DIM to control power to the light and the DIM/
light system is provided from the No. 1 ac primary bus BRT mode selector. When the light is on, the BRT DIM
through a circuit breaker marked LIGHTS CABIN switch may be moved to select the desired light level. When
DOME. the desired level is reached, the switch is released to the
center position. Power to light and control the searchlight is
2.64.8 Maintenance Light. A portable 20 watt flood- provided from the dc essential bus through circuit breakers,
light, in the cabin is used by the crew for maintenance marked LIGHTS, CONTR PWR and SRCH CONTR.
work. The light has a 20-foot cord, allowing its use within The IR filter may be removed for unaided night flight.
the cabin and around the main transmission. A switch on
the rear end of the light with marked positions, DIM, OFF, 2.65.2 Landing Light. One 600-watt landing light is
and BRIGHT, controls the light intensity. Another mainte- mounted on the left side beneath the nose section and is
nance light receptacle, in the aft tailcone, allows the light to controlled from both collective pitch stick grips (Figure
be used around the tail section. Power to operate the light is 2-11). The light can be extended 107° from the stowed
from the battery bus through a circuit breaker marked UTIL position. A dual function switch is used to operate the light.
BUS DC SPLY. The maintenance light is stowed in a bag The LDG LT PUSH ON-OFF switch controls lighting and
at the back of the pilot’s seat. Power to operate the main- EXT, RETR controls light position. When the light is ON
tenance lights is provided from the battery bus through a (LDG LT ON advisory legend should be on) and the switch
circuit breaker, marked UTIL BUS DC SPLY. Make sure is at EXT detent, the light can be positioned at any point
the maintenance and cockpit utility lights are OFF when between stowed and fully extended, or it will continue to
not in use. extend until reaching its limit and power is removed. When
the switch is held at RETR the light retracts to the stowed
2.65 EXTERIOR LIGHTS. position. When the light reaches its stowed position, power
is automatically removed from the motor. The LDG LT
2.65.1 Searchlight. PUSH ON-OFF switch must be pushed OFF (LDG LT
ON advisory legend should go off). Refer to Chapter 5 for
extend/retract limitations. During extension, the travel
CAUTION speed is about 12° per second, and during retract, about 30°
per second. Power to light and control the landing light is
Landing and searchlight have less than supplied from the No. 1 dc primary bus through circuit
one foot ground clearance when extended. breakers, marked LIGHTS, RETR LDG, CONT and
Use caution when ground taxiing over PWR.
rough terrain when landing light and/or
searchlight are extended. 2.65.3 Anticollision Lights. This light system contains
four strobes in two separate units, one beneath the aft fuse-
The searchlight is mounted on the right bottom of the lage and one on top of the aft pylon section. The lights are
controlled by two switches on the upper console (Figure
nose section, and is controlled from either collective pitch
stick. The 150 watt light can be moved forward through a 2-6) labeled ANTI COLLISION LIGHTS UPPER,
120° arc from the stow position. It can also be turned 360° BOTH, LOWER and DAY, OFF, NIGHT. The system
in either a right or left direction on its axis. The light is consists of a dual power supply and two interchangeable
operated by a switch labeled SRCH LT ON, OFF, BRT, day/night anticollision lights. The dual supply system pro-
DIM (Figure 2-11). Directional control of the light is provides separate outputs for the aft fuselage light and the
vided through the four-position searchlight control switch, pylon mounted light. Each anticollision light assembly con-
labeled EXT (extend), RETR (retract), L (left), and R tains two lamps, the upper lamp within a red lens for night
(right). When the SRCH LT switch is placed ON, the lamp operation and the lower within a clear lens for day opera-
will go on, arming the control switch. Placing the control tion. Proper operation is selected by placing the switch to
2-65
TM 1-1520-253-10
DAY or NIGHT. The desired strobe(s) is selected by plac- switch positions NORM and IR. Position lights are to be
ing the switch to UPPER, LOWER or BOTH. If at selected through a switch marked POSITION LIGHTS,
BOTH, the lower fuselage and the aft pylon lights will DIM, OFF, or BRT, and mode of operation through a
alternately flash. If the selector switch is placed to UPPER switch markedSTEADYor FLASH. Power for control of
or LOWER, only that light will flash. To discontinue the IR lights is from the No. 2 dc primary bus through a
operation of the anticollision light(s), the DAY-NIGHT circuit breaker marked IR LTS.
switch is placed to OFF. Power to operate the anticollision
light system is provided from the No. 2 ac primary bus 2.65.5 Formation Lights. These lights (Figure 2-1) are
through a circuit breaker, marked LIGHTS, ANTI COLL. on top of the main pylon cowling, tail drive shaft cover,
and horizontal stabilator. The system consists of four green
2.65.4 Position Lights. Position lights (Figure 2-1) are electroluminescent lights. The lights are controlled by a
outboard of the left and right landing gear support and top single rotary selector switch, marked FORMATION LT,
tail pylon. The lights are red on the left, green on the right, with marked positions OFF and 1 through 5. Position 5 is
and white on the tail. Control of the position lights is the brightest. When NVG operations are required, IR lights
through the upper console panel containing two switches, may be used to enhance viewing outside the helicopter. IR
marked POSITION LIGHTS, DIM, OFF, BRT, and lights are selected through a toggle switch on the upper
STEADY, FLASH. When the intensity switch is placed to console (Figure 2-6) marked, NAV LTS, NORM, and IR.
DIM or BRT, all three lights go on at once. If the This switch shares operation with the IR position lights
STEADY-FLASH switch is placed to FLASH, the three when operating in a NVG environment. Dimming of the IR
lights will flash. The STEADY position causes the lights to lights is done with the FORMATION LT control, as used
remain on continuously. Power to operate the position lights with the electroluminescent formation lights. Selection of
is provided by No. 2 dc primary bus through a circuit position 1 through 4 causes the IR formation lights to illu-
breaker, marked POS LTS. Infrared position lights are minate at the same intensity. Position 5 causes the lights to
installed within close proximity of the standard position illuminate brighter. Power to operate the formation lights is
lights. NVG operation is selected through a toggle switch provided from the No. 2 ac primary bus through two circuit
on the upper console (Figure 2-6) marked NAV LTS, with breakers, marked LIGHTS, FORM LV and HV.
2-66
TM 1-1520-253-10
Section XIV FLIGHT INSTRUMENTS
2.66 PITOT-STATIC SYSTEM. through TURN RATE switches on the MODE SEL pan-
els. Each system consists of a rate gyro, a turn slip indicator
Two electrically-heated pitot tubes with static ports are and a select switch. The VSI contains a moving turn rate
aft and above the pilot’s and copilot’s cockpit doors. The needle and a fixed turn rate scale for indicating rate and
right pitot tube is connected to the pilot’s instruments and direction of turn. During straight flight the needle is posi-
the left pitot tube is connected to the copilot’s instruments. tioned at the center of the scale. When the helicopter turns,
Tubing connects the pitot tube static pressure ports to the the rate-of-turn signal from the rate gyroscope deflects the
airspeed indicators and the altimeters. In addition to stan- needle in the proper direction to indicate the turn. Amount
dard instrumentation, airspeed data is sensed for operation of deflection is proportional to the rate-of-turn. A one-
of stabilator, flight path stabilization, and command instru- needle width deflection represents a turn of 1.5° per second.
ment system. Refer to Section IX for pitot tube heater sys- The VSI also contains a slip indicator that shows uncoor-
tem. dinated turns. If a power failure or unbalance occurs in the
pilot’s or copilot’s rate gyroscope, the associated VSI sig-
2.67 ATTITUDE INDICATING SYSTEM. nal will be lost. To restore rate-of-turn information to the
indicator, the pilot or copilot will press the TURN RATE
Helicopter pitch and roll attitudes are sensed by the pi- switch on his MODE SEL panel so that ALTR appears in
lot’s and copilot’s vertical displacement gyroscopes, that the switch window. This applies alternate rate gyroscope
apply attitude signals to the vertical situation indicators signals from the operating gyroscope to the indicator.
(VSI) for visual display (Figure 2-8). Signals are applied Power to operate the pilot’s turn rate system is provided
through the VERT GYRO select switches to the remote from the dc essential bus through a circuit breaker, marked
indicator on the vertical situation indicators. Helicopter PILOT TURN DETR. The copilot’s system is powered
pitch and roll attitudes are shown on the pilot’s and copi- from the No. 1 dc primary bus through a circuit breaker,
lot’s vertical situation indicators. The indicator face con- marked CPLT TURN RATE GYRO. Refer to Chapter 3
tains a fixed bar, representing the helicopter, a movable for a description of the TURN RATE select switch.
sphere with a white horizon line dividing the two colors,
white above and black below, a fixed bank angle scale and 2.69 AIRSPEED INDICATOR.
a bank index on the moving sphere. Relative position of the
fixed bar (helicopter) and the horizon line indicates the he- Two airspeed indicators (Figure 2-8), are installed on the
licopter’s attitude referenced to the earth horizon. A ROLL instrument panel, one each for the pilot and copilot. The
trim knob on the lower left of the VSI permits adjustment indicators are differential pressure instruments, measuring
of the roll index about 14°66° right and left from zero. A the difference between impact pressure and static pressure.
PITCH trim knob on the lower right of the VSI permits Instrument range markings and limitations are contained in
adjustment of the indicator sphere 14°66° for dive and Chapter 5, Section II, System Limits.
7°63° for climb from zero index. If a power failure or
unbalance occurs in the pilot’s or copilot’s vertical dis- 2.70 ALTIMETER/ENCODER AAU-32A.
placement gyroscope, a gyroscope power failure flag will
appear, indicating ATT, warning the pilot or copilot that Two altimeters are installed on the instrument panel
pitch and roll attitude signals are not being sent to his in- (Figures 2-8 and 2-20). The altimeter encoder functions as
dicator. To restore attitude information to the indicator, the a barometric altimeter for the pilot and a barometric alti-
pilot or copilot should press his VERT GYRO select tude sensor for the AN/APX-100 transponder in mode C.
switch on the MODE SEL panel so that ALTR appears in The copilot’s functions only as a barometric altimeter. The
the switch window. This causes the ATT flag on the indi- system is equipped with a continuously operating vibrator
cator to disappear, and pitch and roll signals are supplied to improve altitude measuring accuracy. The altimeter’s op-
from the operating gyro, restoring attitude information dis- erating range is from -1000 feet to 50,000 feet. The face of
play. Refer to Chapter 3 for description of VERT GYRO the instrument has a marked scale from zero to nine in
select switch. 50-foot units. The operating indicators and controls are a
100-foot pointer, 100-foot drum, 1,000-foot drum, 10,000-
2.68 TURN RATE INDICATING SYSTEM. foot drum, barometric pressure set knob, barometric pres-
sure scale window and warning flag. The warning flag is
A 4-minute turn rate (turn and slip) indicator is at the only used in conjunction with the encoder. A counter win-
bottom center of each VSI (Figure 2-8). The pilot’s and dow next to the sweep hand contains the three digital drums
copilot’s indicators operate independent of each other
Change 2 2-67
TM 1-1520-253-10
2.73 FREE-AIR TEMPERATURE (FAT) INDICATOR.
ENCODER WARNING 100−FOOT The free-air temperature indicator is a direct reading in-
FLAG INDICATOR ALTITUDE
NEEDLE strument marked FREE AIR, and reads in degrees Celsius.
Two FAT indicators are installed through the overhead
windows (Figure 2-4).
2.74 CLOCK.
1000−FOOT
ALTITUDE CODE
OFF
9 0 1 Two digital clocks (Figure 2-8) may be installed on the
COUNTER ALT
8 1 2 instrument panel. The clock incorporates a six digit liquid
0 crystal display, 24 hour numerals and sweep second indi-
2
cation. A battery allows continuous operation for a mini-
1000 FT
7
100 FT
2 9 9 0
3
IN. HG .
mum of one year when aircraft 28 vdc power is not applied.
100−FOOT The clock has two modes of operation, clock mode (C) and
6
5 4
ALTITUDE
COUNTER the elapsed time mode (ET). Power to operate the clock is
provided by the No. 1 dc and No. 2 dc primary buses
through circuit breakers marked CPLT ALTM and PILOT
ALTM respectively.
BAROMETER 2.75 MASTER WARNING SYSTEM.

PRESSURE
BAROMETRIC
SCALE
SCALE
SET KNOB
AA0520
SA WARNING
Figure 2-20. Altimeter Encoder AAU-32A
Master caution lights will not illuminate if
that rotate to indicate the altitude of the helicopter. Another both MFDs have failed.
window in the upper left section of the instrument face
indicates the normal code operation. When the system fails Two master caution lights (Figures 2-8 and 2-21) one
to transmit signals to the transponder, a flag marked CODE each side for the pilot and copilot, marked MASTER
OFF will appear in the window. A window on the lower CAUTION PRESS TO RESET, are on the master warn-
right section of the instrument face indicates barometric ing panel. They light whenever a caution legend goes on.
pressure setting. The barometric pressure set knob is on the These lights alert the pilots and direct attention to the
lower left corner of the indicator bezel. Power to operate caution/advisory grid. The master caution lights should be
the encoder system is provided by the No. 2 dc primary bus reset at once to provide a similar indication if a second
through a circuit breaker, marked PILOT ALTM. condition or malfunction occurs while the first is still
present. The master caution light can be reset from either
2.71 VERTICAL SPEED INDICATOR. pilot position. Four amber warning lights, also on the mas-
ter warning panel, require immediate action if they go on.
Two indicators are installed, one each in front of the The markings are #1 ENG OUT, #2 ENG OUT, FIRE,
pilot and copilot (Figure 2-8), to indicate rate of climb or and LOW ROTOR RPM. The LOW ROTOR RPM
descent. warning light will flash at a rate of three to five flashes per
second if rotor rpm drops below 96% RPM R. In addition,
2.72 STANDBY MAGNETIC COMPASS. if % RPM R drops below 96% or Ng drops below 55%, a
low steady tone is provided. The low rotor rpm tone is
A magnetic compass is installed above the instrument inhibited on the ground through the left landing gear
panel on the right center windshield frame (Figure 2-4). weight-on-wheels switch. The engine Ng steady tone is not
The compass is used as a standby instrument for heading inhibited. The ENG OUT warning lights and tone will go
references. A compass correction card with deviation errors on at 55% Ng SPEED and below. Refer to paragraph 2.11.1
is installed on the right side of the upper console.
2-68 Change 2
TM 1-1520-253-10
#1 ENG #2 ENG
OUT OUT
MASTER CAUTION LOW ROTOR

FIRE PRESS TO RESET RPM
AA0406
SA
Figure 2-21. Master Warning Panel
for description of the FIRE warning lights. Power for the 2.75.3 Caution/Advisory BRT/DIM - TEST Switch.
master caution lights is provided from the No. 1 dc primary Testing of the caution/advisory display is done through a
bus through a circuit breaker, marked LIGHTS ADVSY. momentary spring-loaded to center switch marked INDI-
CATOR LTS BRT/DIM and TEST, on the instrument
2.75.1 Caution/Advisory Legend System. Caution panel (Figure 2-8). Placing the switch to TEST simulta-
and advisory legends appear in the MFDs and CDU. Press- neously checks legends on the caution/advisory display and
ing ILLUM ALL soft key on the MFD displays the the master warning panels. The LOW ROTOR RPM
caution/advisory grid. Caution legends indicate malfunc- warning lights will flash. During caution/advisory test,
tions or unsafe conditions, and are displayed in yellow. when the TEST switch is released from the TEST position,
Noncritical advisory legends are displayed in green. Some the master caution lights will flash approximately 16 times
cautions will also generate a LAND ASAP message in the to indicate that the transmission drive train chip caution
MFD. Caution legends appear in reverse video until panel circuits are going through self-test. An existing mal-
acknowledged, which is done by pressing ACK soft key. function within those circuits will prevent flashing of the
When the MFD has other displays active, cautions and master caution lights and the respective chip caution legend
advisory messages are displayed in a pop up window. Cau- will flash. The master caution warning lights should be reset
tions appear in 9last in, first displayed9 order, with the most at once to provide a similar indication if a second condition
current caution at the top of the list. The most recent advi- or malfunction occurs while the first condition is present.
sory is at the top of the advisory list, which is below the last When the pilot’s PILOT FLT rotary intensity control is
caution. Cautions are separated from advisory legends by a moved from the OFF position, placing the INDICATOR
row of asterisks. Refer to major systems for a complete LTS BRT/DIM-TEST switch to BRT/DIM causes the
description of caution-advisory legends. Refer to Table 2-3 caution/advisory legends and master warning lights to
for a brief description of each fault. change intensity. When the lights are dim and power is
removed, the light intensity will return to bright when
2.75.2 CDU Caution/Advisory Grid. A caution/ power is reapplied. The TEST switch position receives
advisory grid is also displayed on the CDU as a backup to power from the No. 1 dc primary bus through a circuit
the MFD grid. Press CAU/ADV fixed function key to view breaker, marked LIGHTS ADVSY. Dimming of the cock-
active caution and advisory legends. When the caution pit indicator lights operates with the caution dimming sys-
advisory display is present, the CDU keyboard is disabled. tem.
Press CAU/ADV, or acknowledge the caution legend from
the MFD to return to the previous display. Caution and
advisory legends have the same meanings as those on the
MFD (Table 2-3).
2-69
TM 1-1520-253-10
DAY
COMM NAV NGT
OFF
ACK LAND ASAP ILLUM

ALL
#1 FUEL #1 GEN #2 GEN #2 FUEL
#1 FUEL PRESS #1 GEN BRG #2 GEN BRG #2 FUEL PRESS
#1 ENG OIL PRESS #1 CONV #2 CONV #2 ENG OIL PRESS
#1 ENGINE OIL TEMP AC ESS BUS OFF DC ESS BUS OFF #2 ENGINE OIL TEMP
CHIP #1 ENGINE BATT LOW CHARGE BATTERY FAULT CHIP #2 ENGINE
#1 FUEL FLTR BYPAS GUST LOCK PITCH BIAS FAIL #2 FUEL FLTR BYPAS
#1 ENGINE STARTER #1 OIL FLTR BYPASS #2 OIL FLTR BYPASS #2 ENGINE STARTER
#1 PRI SERVO PRESS #1 HYD PUMP #2 HYD PUMP #2 PRI SERVO PRESS
TAIL RTR QUADRANT IRCM INOP AUX FUEL #1 TAIL RTR SERVO
MAIN XMSN OIL TEMP INT XMSN OIL TEMP TAIL XMSN OIL TEMP APU OIL TEMP HI
BOOST SERVO OFF STABILATOR SAS OFF TRIM FAIL
LFT PITOT HEAT FLT PATH STAB IFF RT PITOT HEAT
CHIP INPUT MDL−LH CHIP INT XMSN CHIP TAIL XMSN CHIP INPUT MDL−RH
CHIP ACCESS MDL−LH CHIP MAIN MDL SUMP APU FAIL CHIP ACCESS MDL−RH
MR DE−ICE FAIL MR DE−ICE FAULT TR DE−ICE FAIL ICE DETECTED
MAIN XMSN OIL PRES #1 RSVR LOW #2 RSVR LOW BACK−UP RSVR LOW
#1 ENG ANTI−ICE ON #1 INL ANTI−ICE ON #2 INL ANTI−ICE ON #2 ENG ANTI−ICE ON
APU ON APU GEN ON PRIME BOOST PMP ON BACK−UP PUMP ON
APU ACCUM LOW SEARCH LT ON LDG LT ON #2 TL RTR SERVO ON
CARGO HOOK OPEN HOOK ARMED
#1 MFD MALF PARKING BRAKE ON EXT PWR CONNECTED #2 MFD MALF
FLT ATT HOV FP FLIR C/A BRT

AB0714
SA
Figure 2-22. MFD Caution/Advisory Grid
Table 2-3. Caution/Advisory and Warning Light Lighting Parameters
LEGEND ILLUMINATING PARAMETER OR FAULT
CAUTION LEGENDS
#1 FUEL LOW Flashes when left fuel tank level is about 172 pounds.
#1 FUEL PRESS Left engine fuel pressure between engine-driven low-pressure fuel pump and high-
pressure fuel pump is low.
#1 ENG 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 BYPAS 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 RTR Goes on when a tail rotor cable is broken or disconnected.
QUADRANT
MAIN XMSN OIL TEMP Main transmission oil temperature is above 120°C.
2-70
TM 1-1520-253-10
MN−XMSN OIL PRESS

#1 FUEL−LO GEN GEN FUEL−LO #2
FUEL−PR GEN BRG GEN BRG FUEL−PR
E−OIL−PR CONV CONV E−OIL−PR
E−OIL−T AC−ESS DC−ESS E−OIL−T
#1−CHIP BATT−LO BAT−FLT #2−CHIP
FUEL−BY GUST−LK PI−BIAS FUEL−BY
STARTR OIL−BYP OIL−BYP STARTR
P−SERVO HYD−PR HYD−PR P−SERVO
TAIL−QU IRCM AUX−FL TR−SERV
M−XMN−T IN−XM−T TR−XM−T APU−O−T
BOOST STABIL SAS−OFF TRIM−F
L−PITOT−H FLT−STB IFF R−PITOT−H
CHIP INP IN−XMN CHIP TR INP CHIP
LH ACC SUMP ACC RH
MAIN RSVR−LO MR TR APU−FAIL
XMSN #1 #2 DE−ICE
OIL−PR BACK−UP MR−FLT ICE−DET
APU ON P−BOOST LDG ANTI−ICE
GEN ON BACK−UP SEARCH
ACC LOW PUMP ON LGT ON 1 2
ENG ENG
OPEN EXT−PWR INL INL
CARG HK
ARMED P−BRAKE #2−TR−SERVO ON
AB0836
SA
Figure 2-23. CDU Caution/Advisory Grid
2-71
TM 1-1520-253-10
Table 2-3. Caution/Advisory and Warning Light Lighting Parameters (Cont)

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 PRES 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 Left 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 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.
INT XMSN OIL TEMP Intermediate gear box oil temperature is excessive.
STABILATOR Stabilator system is turned on but is in the manual mode.
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 ex-
pected.
#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 Right 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 (No longer used)
PITCH BIAS FAIL (No longer used)
#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.
2-72 Change 1
TM 1-1520-253-10

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 electrical sequence unit.
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 ENG 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 BYPAS Right engine fuel filter has excessive pressure differential across filter.
#2 ENGINE STARTER Right engine start circuit is actuated.
#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.
BACK-UP RSVR LOW Hydraulic fluid level has dropped below about 60% of full capacity.
ADVISORY LEGENDS
#1 ENG ANTI-ICE ON Indicates that No. 1 engine anti-ice/start bleed valve is open.
APU ON APU is operative.
APU ACCUM LOW APU accumulator pressure is low.
#1 MFD MALF IO code failure of MFD.
#1 INL ANTI-ICE ON Indicates that No. 1 engine inlet anti-icing air temperature is 93°C or above.
APU GEN ON APU generator output is accepted and being supplied to the helicopter.
2-73
TM 1-1520-253-10

SEARCH LT ON Either pilot or copilot has selected SRCH LT switch is on.

CARGO HOOK OPEN Indicates that cargo hook load beam is not latched.
PARKING BRAKE ON Indicates that PARKING BRAKE handle is pulled.
#2 INL ANTI-ICE ON Indicates that No. 2 engine inlet anti-icing air temperature is 93°C or above.
PRIME BOOST PMP ON Prime boost pump switch is at PRIME or BOOST.
LDG LT ON Either pilot or copilot has selected LDG LT ON.
HOOK ARMED The cargo hook release system is armed.
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.
BACK-UP PUMP ON Backup pump pressure is being supplied.
#2 TL RTR SERVO ON Pressure to 2nd stage tail rotor servo is above minimum.
#2 MFD MALF IO code failure of MFD.
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 light 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.
2-74 Change 4
TM 1-1520-253-10
Section XV SERVICING, PARKING, AND MOORING
2.76 SERVICING. 2.78.3 Gravity Refueling.
Servicing information is given by systems or compo- 1. Ground helicopter to fuel truck or other suitable
nents. Points used in frequent servicing and replenishment ground.
of fuel, oil and hydraulic fluid are shown in Figure 2-24.
Fuel and lubricant specifications and capacities are in Table 2. Plug hose nozzle ground into the helicopter
2-4. Table 2-5 contains a listing of acceptable commercial grounding jack, marked GROUND HERE,
fuel. above refueling ports.
2.77 SERVICE PLATFORMS AND FAIRINGS. 3. Remove fuel filler caps and refuel. Refer to
Table 2-4 for fuel quantities.
Service platforms are a part of the engine cowlings, pro-
viding access to the engines. Each service platform is about 2.78.4 Pressure Refueling.
46 inches long and 18 inches wide. It is capable of support-
ing a static weight of 400 pounds on any area without 1. Ground helicopter to fuel truck or other suitable
yielding. The platform is made of composite metal and fi- ground.
berglass with a honeycomb core. The engine cowling is
opened by releasing a latch on the side and pulling outward 2. Ground fuel dispenser nozzle to the helicopter
on a locking handle. The cowling is opened outward and grounding point marked GROUND HERE,
down, providing a standing area at the lower section. When above refueling ports.
closed, the cowling lock prevents opening in flight.
2.78 FUEL SYSTEM SERVICING. CAUTION
a. Both tanks (Figure 2-24) may be serviced simulta-

neously through pressure refueling or closed circuit refuel- Damage to the fuel system could result if
ing. They may be serviced individually by gravity refueling refueling hose pressure exceeds 55 psi
through refueling ports on the left and right sides of the during pressure refueling or 15 psi during
helicopter. closed circuit refueling.
3. Connect fuel dispenser nozzle to pressure refu-

b. ERFS The external extended range tanks can only
eling adapter.
be serviced by gravity refueling through refueling ports on
the forward top of each tank.
NOTE
2.78.1 Fuel Types. Fuels are classified in Table 2-5.
The system is designed to restrict fuel flow
2.78.2 Use of Fuels. Mixing of fuels in fuel tanks. to 300 gpm during pressure refueling at a
When changing from one type of authorized fuel to an- nozzle pressure of 55 psi and 110 gpm at a
other, for example JP-4 to JP-5, it is not necessary to drain nozzle pressure of 15 psi during closed cir-
the helicopter fuel system before adding the new fuel. Fuels cuit refueling.
having the same NATO code number are interchangeable.
Jet fuels conforming to ASTM D-1655 specification may 4. Start fuel flow from fuel dispenser and refuel
be used when MIL-T-5624 fuels are not available. This helicopter.
usually occurs during cross-country flights where helicop-
ters using NATO F-44 (JP-5) are refueled with NATO F-40
(JP-4) or Commercial ASTM Type B fuels. Whenever this CAUTION
condition occurs, the operating characteristics may change
in that lower operating temperature: slower acceleration,
easier starting, and shorter range may be experienced. The If fuel is observed flowing from vent, dis-
reverse is true when changing from F-40 (JP-4) fuel to F-44 continue refueling and make an entry on
(JP-5) or Commercial ASTM Type A-1 fuels. DA Form 2408-13-1.
Change 4 2-75
TM 1-1520-253-10
1 2
7 6 5 4
C APU OIL FILLER CAP
A2 AND DIPSTICK A1
FILL TO IN B
SPILL PLUG VE
L
FULL LLUF
UL E
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 2-24. Servicing Diagram (Sheet 1 of 3)
2-76 Change 3
TM 1-1520-253-10
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
2-77
TM 1-1520-253-10
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
5. Once fuel has reached the desired level, remove the pump on the gravity refueling door. ERFS Fuel sam-
the fuel dispenser nozzle from the refueling pling of the external extended range fuel system is done by
adapter and cap pressure fueling adapter. taking the sample with a fuel sampler tube from the sump
drain located at the bottom aft of each tank.
2.78.5 Fuel Sampling System. Fuel sampling is done
with a thumb-operated handpump (Figure 2-24) containing 2.79 EXTERNAL AIR SOURCE/ELECTRICAL
5 feet of plastic tubing. The tubing is placed in a guide tube REQUIREMENTS.
inside the fuel tank and is directed to the bottom of the
tank. The handpump is stroked and fuel is drawn from the Refer to Chapter 5 for limitations.
tank, with contaminants at the bottom. When sampling is
completed, the tubing is emptied, rolled, and stowed with
2-78
TM 1-1520-253-10
2.80 ENGINE OIL SYSTEM SERVICING. ently added to the engines, drain the oil and
add MIL-L-7808 or MIL-L-23699 oil.
Flushing the system before refilling is not
CAUTION required.
The engine oil tank (Figure 2-24) is within the main

The helicopter must be level to get accu- frame. When the oil level reaches the ADD mark, oil should
rate oil tank readings. When the helicop- be added to bring the level to the full mark on the sight
ter is parked on a slope, the downslope gage. Wait at least 20 minutes after engine shutdown before
engine will read higher oil level than ac- checking engine oil level. Before adding oil, determine
tual, and the upslope engine will read whether system contains MIL-L-7808 oil or MIL-L-23699
lower. oil. If flights of over 6 hours are made, engine oil level
must be at the full line of sight glass before flight.
NOTE
Do not service the engines with DOD-L-

85734 oil. If DOD-L-85734 oil is inadvert-
Table 2-4. Fuel and Lubricants, Specifications, and Capacities
SYSTEM SPECIFICATION CAPACITY
Fuel Primary: Grade JP-4 (NATO Code F-40) Main Tanks usable U. S. Gallons of
(Note 5) fuel are: 360 gravity, 359 pressure,
Alternate: Grade JP-5 (NATO Code F-44) and 356 closed circuit. External
(Notes 1 and 6) Tank Gravity Refueling: 230 U. S.
Grade JP-8 (NATO Code F-34) (Note 1) Gallons each tank.
WARNING
Lubricating oils MIL-L-23699, DOD-L-

85734 and MIL-L-7808 contain materials
hazardous to health. They produce pa-
ralysis if swallowed. Prolonged contact
may irritate the skin. Wash hands thor-
oughly after handling. Oils may burn if
exposed to heat or flames. Use only with
proper ventilation.
Engine oil MIL-L-23699 (NATO Code 0-156) 7 U. S. Quarts
MIL-L-7808 (NATO Code 0-148)
(Notes 2, 3 and 7)
Auxiliary power unit MIL-L-23699 (NATO Code 0-156) 3 U. S. Quarts
MIL-L-7808 (NATO Code 0-148) (T-62T-40-1)
(Notes 2, 3 and 7) 2 U. S. Quarts (GTC-P36-150)
Transmission oil MIL-L-23699 (NATO Code 0-156) 7 U. S. Gallons
DOD-L-85734 (Notes 2, 3, 6, and 8)
Change 2 2-79
TM 1-1520-253-10
Table 2-4. Fuel and Lubricants, Specifications, and Capacities (Cont)
SYSTEM SPECIFICATION CAPACITY
Intermediate gear box oil MIL-L-23699 (NATO Code 0-156) 2.75 U. S. Pints
DOD-L-85734 (Notes 2, 3, 6, and 8)
Tail gear box oil MIL-L-23699 (NATO Code 0-156) 2.75 U. S. Pints
DOD-L-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
(Note 4)
Backup hydraulic reservoir MIL-H-83282 1 U. S. Quart
(Note 4)
SOURCE PRIMARY OIL ALTERNATE OIL
APPROVED COMMERCIAL OILS
NOTE
Commercial oils listed below are approved alternates for

engines and gear boxes except as indicated.
U. S. Military Oil DOD-L-85734 (Note 7) MIL-L-23699 or MIL-L-7808
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
Mobil Jet Oil 254
Royal Lubricants Royco 555 Royco 500 Royco 808
Royco 560
Royco 899
Royco 899HC
2-80
TM 1-1520-253-10
Table 2-4. Fuel and Lubricants, Specifications, and Capacities (Cont)

SOURCE PRIMARY OIL ALTERNATE OIL
Shell Oil Company Aeroshell 555 Aeroshell 500 Aeroshell 308

Aeroshell 560
NOTE
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-L-7808 must be used. It is not advisable to mix MIL-L-23699
or DOD-L- 85734 oil with MIL-L-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.
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-L-85734 oil is the preferred oil for use in the main transmission,
intermediate gearbox, and tail gearbox, except for cold temperature opera-
tion.
7. DOD-L-85734 oil should not be used in the engines or the auxiliary power
unit (APU). If DOD-L-85734 oil is inadvertently added to the engines or
APU, the system should be drained and the correct oil added. There is no
need to flush the system.
8. When changing from MIL-L-7808 or MIL-L-23699 oil to DOD-L-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.
Table 2-5. Approved Fuels
SOURCE PRIMARY/STANDARD ALTERNATE FUELS

FUEL
U. S. Military Fuel JP-4 JP-5 JP-8
NATO Code No. F-40 F-44 F-34
COMMERCIAL FUEL
(ASTM-D-1655) JET B JET A JET A-1
2-81
TM 1-1520-253-10
Table 2-5. Approved Fuels (Cont)

FUEL
American Oil Co. American JP-4 American Type A
Atlantic Richfield Arcojet B Arcojet A Arcojet A-1
Richfield Div. Richfield A Richfield A-1
B. P. Trading B. P. A. T. G B. P. A. T. K.
Caltex Petroleum Corp. Caltex Jet B Caltex Jet A-1
City Service Co. CITCO A
Continental Oil Co. Conoco JP-4 Conoco Jet-50 Conoco Jet-60
Exxon Co. U. S. A. Exxon Turbo Fuel B Exxon A Exxon A-1
Gulf Oil Gulf Jet B Gulf Jet A Gulf Jet A-1
Mobil Oil Mobil Jet B Mobil Jet A Mobil Jet A-1
Phillips Petroleum Philjet JP-4 Philjet A-50
Shell Oil Aeroshell JP-4 Aeroshell 640 Aeroshell 650
Sinclair Superjet A Superjet A-1
Standard Oil Co. Jet A Kerosene Jet A-1 Kerosene
Chevron Chevron B Chevron A-50 Chevron A-1
Texaco Texaco Avjet B Avjet A Avjet A-1
Union Oil Union JP-4 76 Turbine Fuel
INTERNATIONAL NATO F-40 NATO F-44 NATO F-34

FUEL
Belgium BA-PF-2B
Canada 3GP-22F 3-6P-24C
Denmark JP-4 MIL-T-5624
France Air 3407A
Germany VTL-9130-006 UTL-9130-007
UTL-9130-010
Greece JP-4 MIL-T-5624
Italy AA-M-C-1421 AMC-143
Netherland JP-4 MIL-T-5624 D. Eng RD 2493
Norway JP-4 MIL-T-5624
Portugal JP-4 MIL-T-5624
Turkey JP-4 MIL-T-5624
United Kingdom (Britain) D. Eng RD 2454 D. Eng RD 2498
2-82
TM 1-1520-253-10
Table 2-5. Approved Fuels (Cont)

FUEL
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 commer-
cial and NATO fuels, not containing an icing inhibitor,
during refueling operations, regardless of ambient tem-
peratures. 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 refueling 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 heli-
copter fuel systems.
2.81 APU OIL SYSTEM SERVICING. refill line, 1 quart of hydraulic fluid can be poured into the
reservoir after removing the refill cap. Handpump reservoir
NOTE level should be replenished only in 1 quart units.
Do not service the APU with DOD-L-85734 2.83 HYDRAULIC SYSTEMS SERVICING.
oil. If DOD-L-85734 oil is inadvertently
added to the APU, drain the oil and add Reservoirs (Figure 2-24) for the hydraulic systems are
MIL-L-7808 or MIL-L-23699 oil. Flushing on the hydraulic pump modules. Fluid level sight gages are
the system before refilling is not required. visible on the side of each pump. All hydraulic pump res-
ervoir capacities are 1 U. S. quart to the blue (black on
a. The APU oil supply is in the APU gear box assem- some pumps) mark. When the indicator reaches the red area
bly. The sump filler/oil dipstick port (T-62T-40-1) or cap (refill) point, 2/3 of a pint is required to return the indicator
and fill to spill plug (GTC-P36-150) (Figure 2-24) are on to the green mark. The fluid level indication is the 1/8 inch
the left side of the gear box housing. wide gold band at the outboard edge of the level piston. To
refill the reservoirs, the fluid is supplied from the manual
b. When the APU is cool to the touch the COLD side of handpump. After flight, fluid in hydraulic systems will be
the dipstick may be used, if the APU is hot to the touch the hot. Piston movement of up to 3/8 inch into the blue (black
HOT side of the dipstick may be used. on some pumps) (overfill) zone is acceptable. When piston
is beyond this limit, bleed off enough fluid to bring piston
2.82 HANDPUMP RESERVOIR SERVICING. back to 3/8 inch above fill limit. To replenish the pump
reservoir fluid, do the following:
CAUTION 1. Unscrew handpump lid and pour in clean hy-

draulic fluid, MIL-H-83282, until pump is full.
Make sure you can always see oil in pump res-
Do not allow reservoir level to fall below ervoir window while servicing, so not to pump
refill line. air into pump module’s reservoir. Keep filling.
Servicing of the refill handpump is done when fluid level

decreases to the refill line on the fluid level sight gage, on
the side of the pump tank. When fluid level decreases to the
Change 3 2-83
TM 1-1520-253-10
2. Make sure pump cover is clean, then screw lid b. Dual scale dipstick is for checking cold or hot oil
on tight. levels. Use appropriate scale when checking oil level. Read
hot side of dipstick when checking hot oil (immediately to
3. Turn selector valve to desired reservoir to be 1/2 hour after shutdown), or cold side of dipstick when
filled. OUT 1 is left pump module, OUT 2 is checking cold oil (at least 2 hours after shutdown).
right pump module, and OUT 3 is backup
pump module. 2.85 TAIL AND INTERMEDIATE GEAR BOX SER-
VICING.
4. While holding selector valve handle down,
crank pump handle on handpump clockwise The intermediate gear box oil level sight gage (Figure
and fill desired hydraulic pump module until 2-24) is on the left side of the gear box. The tail gear box
forward end of piston in reservoir window is at oil level sight gauge is on the right side.
forward end of green decal on reservoir hous-
ing. 2.86 PARKING.
5. Check that reservoirs stay full (forward end of The methods used to secure the helicopter for temporary
piston at forward end of green decal), with fluid periods of time will vary with the local commands. The
at ambient temperature 1 hour after flight. minimum requirements for parking are: gust lock engaged
and wheel brakes set, tailwheel locked, and wheels properly
6. Make sure area remains clean during procedure. chocked. For extended periods of time, engine inlet covers,
exhaust covers, and pitot covers should be installed, and
7. Stow selector valve handle in OUT 4 (capped stabilator slewed to 0°. When required, the ignition system
off) position. and the doors and window should be locked.
8. Turn on electrical power. 2.87 PROTECTIVE COVERS AND PLUGS.
9. Check caution panel for #1 RSVR LOW, #2 The covers and plugs (Figure 2-24) protect vital areas
RSVR LOW, and BACK-UP RSVR LOW from grit, snow, and water. The protected areas are avionics
lights are off. compartment air inlet, engine air inlet/accessory bay,
engine and APU exhausts, pitot tubes, IRCM transmitter
2.84 MAIN TRANSMISSION OIL SYSTEM SERVIC- and APU air inlet and main transmission oil cooler exhaust.
ING. Covers and plugs should be installed whenever the helicop-
ter is to be on the ground for an extended period of time.
The transmission oil supply is in the sump case with the Each cover may be installed independently of the others.
filler port and dipstick gage (Figure 2-24), on the right rear
of the main module. When filling is required, oil is poured 2.88 MOORING.
through the filler tube on the main module case, and oil
level is checked by a dipstick, marked FULL and ADD, or Mooring fittings are installed at four points on the heli-
FULL COLD and ADD on one side of the dipstick and copter (Figure 2-25). Two fittings are at the front of the
FULL HOT and ADD on the other side. Check oil level as fuselage, one above each main landing gear strut, and two
follows: at the rear, one attached to each side of the aft transition
section. These fittings are used to tie down the helicopter
NOTE when parked, and wind conditions require it.
Remove the dipstick, clean and reinsert to 2.88.1 Mooring Instructions. Refer to TM 1-1500-
obtain correct reading. 250-23 for mooring instructions.
a. Single scale dipstick is for checking cold oil levels. 2.88.2 Main Rotor Tiedown. Tiedown of the main
Wait at least 2 hours after shutdown to check oil. If oil rotor should be done when the helicopter will be parked for
level must be checked when hot (immediately to 1/2 hour a period of time or when actual or projected wind condi-
after shutdown), oil level will read about 1/2 inch low tions are 45 knots and above. To tiedown main rotor blades,
(halfway between full and add mark or 1/2 inch below add do this:
mark).
2-84
TM 1-1520-253-10
1. Turn rotor head and position a blade over cen- tion when attaching tiedowns. Do not tie
terline of helicopter. Install tiedown fitting into down below normal droop position.
receiver while pulling down on lock release
cable. Release cable when fitting is installed in 5. Attach tiedown ropes to helicopter as shown in
blade receiver. Figure 2-25. To release tiedown fitting, pull
down on lock release cable and remove fitting
2. Uncoil tiedown rope. from blade.
3. Repeat steps 1. and 2. for each remaining blade.
4. Turn blade to about 45° angle to centerline of

helicopter and engage gust lock.
CAUTION
Do not deflect main rotor blade tips more

than 6 inches below normal droop posi-
2-85
TM 1-1520-253-10
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 2-25. Mooring
2-86
TM 1-1520-253-10
CHAPTER 3
AVIONICS
Section I GENERAL
3.1 DESCRIPTION. 3.2 AVIONICS EQUIPMENT CONFIGURATION.
The avionics subsystem consist of the communications Equipment configuration is as shown in Table 3-1.
equipment providing VHF-AM, VHF-FM, and UHF-AM
communications. The navigation equipment includes LF- 3.3 AVIONICS POWER SUPPLY.
ADF, VOR, ILS, marker beacon, TACAN, and Doppler/
GPS. VHF-FM homing is provided through the No. 1 Primary power to operate the avionics systems is pro-
VHF-FM communication radio. Control of the majority of vided from the No. 1 and No. 2 dc primary buses and the dc
the navigation and communication radios is provided by the essential bus, and No. 1 and No. 2 ac primary buses (Figure
Avionics Management System (AMS). Transponder equip- 2-17). When operating any of the avionics equipment, he-
ment consists of a receiver-transmitter with inputs from licopter generator output must be available or external ac
barometric altimeter for altitude fixing. Absolute height is power connected. Function selector switches should be at
provided by a radar altimeter. Each antenna will be de- OFF before applying helicopter power.
scribed with its major end item, and locations as shown in
Figure 3-1.
Table 3-1. Communication/Navigation Equipment
FACILITY NOMEN- USE RANGE CONTROL REMARKS

CLATURE LOCATION
Intercommuni- Interphone Intercommunication between crew- Stations Cockpit lower

cation system control members and control of navigation within heli- console,
C-11746 and communication radio. copter crewchief and
medic’s stations
FM communi- Radio Set Two-way voice communications, *Line of Lower console COM 1 and
cations AN/ARC- homing, frequency hopping in 30.0 sight via AMS CDU COM 4
201 - 87.975 MHz range.
VHF-FM
VHF/AM Radio Set Two-way voice communications *Line of Lower console COM 3
communica- AN/ARC- FM in frequency range of sight via AMS CDU
tions 222 30-87.975 MHz, AM in frequency
range of 108-139.975MHz, police
and marine band in frequency range
of 136-174 MHz.
3-1
TM 1-1520-253-10
Table 3-1. Communication/Navigation Equipment (Cont)

CLATURE LOCATION
UHF commu- Radio- Two-way voice communications in *Line of Lower console COM 2
nications Transmitter the frequency range of 225.000 to sight via AMS CDU
Radio, 399.975 MHz with HAVEQUICK.
RT-1614/
ARC-
164(V)
UHF-AM
High fre- Radio Set Two way voice communications in *Over the Lower console
quency com- AN/ARC- the frequency range of 2 to 29.9999 horizon via AMS CDU
munications 220 MHz.
Voice security TSEC/ Secure communications. Not appli- Lower console Used with
system KY-58 cable via AMS CDU UHF-AM.
Voice security TSEC/KY- Secure communications. Not appli- Lower console Used with HF.
system 100 cable via AMS CDU
Automatic Direction Radio range and broadcast recep- *50 to 100 Lower console
direction find- Finder Set tion; automatic direction finding miles range via AMS CDU
ing AN/ARN- and homing in the frequency range signals.
149 of 100 to 2199.5 kHz.
VOR/LOC/ Radio VHF navigational aid, VHF audio *Line of Lower console
GS/MB Receiving reception in the frequency range of sight via AMS CDU
receiving set Set 108 to 126.95 MHz and marker
AN/ARN- beacon receiver operating at 75
147(V) MHz.
Doppler/GPS Doppler/ Provides present position or desti- Lower console

navigation set GPS Navi- nation navigation information to via AMS CDU
gation Set AMS.
AN/ASN-
128B
Tactical Navi- AN/ASN- Navigational Aid. Lower console

gation, dis- 153(V) via AMS CDU
tance measur-
ing
Pilot locating Personnel Navigational Aid. Line of Lower Console

Locator sight (60
System miles)
AN/ARS-
6(V)
3-2
TM 1-1520-253-10
Table 3-1. Communication/Navigation Equipment (Cont)

CLATURE LOCATION
Magnetic Gyro Mag- Navigational Aid. Lower console

heading indi- netic Com-
cations pass
AN/ASN-43
Identification Transpon- Transmits a specially coded reply *Line of Lower console

friend or foe der Set AN/ to a ground-based IFF radar Inter- sight
APX- rogator system.
100(V)
Absolute Radar Measures absolute altitude. 0 to 1500 Instrument panel

altimeter Altimeter feet
AN/APN-
209
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.
3.4 AVIONICS MANAGEMENT SYSTEM. 3.4.1 CDU Controls and Functions. Controls for the
AMS are on the front panel (Figure 3-2), and on the col-
lective stick (Figure 2-11). The function of each control is
a. The avionics management system provides the pilot
as follows:
with a means of controlling the avionics communications
and navigation systems, and displays information on the
Multi Function Displays (MFD), the Horizontal Situation CONTROL FUNCTION
Indicators (HSI), and Night vision goggle heads up display
(NVG HUD). The CDU is the primary controller for com-
munication and navigation radios and sensors, and displays Fixed Function
mission and system data as well as permitting operator buttons:
entry and modification of mission data. The CDU front CAU/ADV button Toggles between caution advisory
panel provides a data display, a keyboard composed of al- and normal screen of CDU.
phanumeric keys, two rocker keys, software-programmed
keys (soft keys) whose functions depend on the adjacent CLR Clears all data present in the
display, and annunciators that indicate failures, status scratch pad, and ends the edit.
changes, or message alerts. The CDU keyboard is used to
COM Access main communication
access top level menus or screens of the system functional
screen.
areas and to enter or edit displayed data. Power for the
AMS is provided from the dc essential bus, through circuit NAV Access main navigation screen, to
breakers marked CPLT CDU and PLT CDU, and from the select modes of navigation and tune
battery utility bus through a circuit breaker marked CDU radio navaids.
BKUP. The dc power from the battery utility bus acts only
as a backup power source, maintaining power on AMS to FPN Access flight planning screen.
for up to 10 seconds in the event of a dc essential bus FIX Access screen to update position,
power interruption. and create waypoints.
3-3
TM 1-1520-253-10
VHF−FM NO. 1 / VHF−AM
VHF−FM NO. 2
ANTENNA
TRANSPONDER (IFF)
ANTENNA (TOP)
GPS ANTENNA
INFRARED
COUNTERMEASURE
TRANSMITTER
RADAR
WARNING
ANTENNA VOR / LOC ANTENNA
(SAME BOTH SIDES)
HF ANTENNA
VHF−FM HOMING ANTENNA

(SAME BOTH SIDES)
UPPER TACAN
ANTENNA
PLS
DOPPLER RADAR
RADAR ANTENNA
ANTENNA VHF / AM−FM LD / ADF WARNING
ALTIMETER ANTENNA ANTENNA ANTENNA
ANTENNA
TRANSPONDER (IFF)
ANTENNA (BOTTOM)
UHF LOWER
GLIDE SLOPE COMM TACAN
ANTENNA MARKER ANTENNA ANTENNA
PLS RADAR STORMSCOPE
ANTENNA WARNING BEACON ANTENNA RADAR
ANTENNA ANTENNA WARNING
ANTENNA
AB0333
SA
Figure 3-1. Antenna Arrangement
3-4
TM 1-1520-253-10
CAU
FIXED ADV
FUNCTION
BUTTON
FIXED HEADER AREA
SOFT
KEY
VARIABLE SCREEN DATA
**** SOFT
KEY
MARK RTN
SCRATCH PAD
A M
D A B C D F N G S
V CLR G
COM NAV FPN FIX 1 2 3
KEYBOARD KEYBOARD
ANNUNCIATOR ANNUNCIATOR
PRV H I J K W L E
S DAT INI PPS CLC 4 5 6 C
T NXT D
S U
M O P Q R S T
STS SNS IFF TST 7 8 9
BRT
ROCKER KEY
U V X Y Z
DIM LTR ENT
LNK ZRO − . 0
FIXED
FUNCTION
BUTTONS
AB0326
SA
Figure 3-2. AMS Control Display Unit
3-5
TM 1-1520-253-10
CONTROL FUNCTION CONTROL FUNCTION
DAT Access screen to enter, edit and BRT DIM Adjusts brightness of CDU display
review mission data. screen.
INI Access screen to initialize system, Collective Stick
and download mission data.
UP DN Scrolls edit box through selections.
PPS Access present position screen.
RAD SEL Accesses COM screen from INIT,
CLC Access navigation calculation then selects radio.
screens.
STS Access system status screens. 3.4.2 CDU Display Screen Conventions. Some dis-
SNS Access navigation sensor status and play items have special meaning, no matter where they ap-
control screen. pear on the screen:
IFF Not used.

TST Access test and maintenance
INDICATION FUNCTION
screens.
LTR Toggles between upper and lower
RTN A soft key, always located in the
functions of dual alphanumeric -
lower right key position, returns the
mode keys.
display to the lowest priority menu
LNK Not used. screen from which the current
screen was selected.
ZRO Access screen displaying choices of
equipment to be zeroized. MARK Allows the operator to mark an
event or specify when data should
ENT Enters data from scratchpad to the be transferred.
selected data field.
**** Indicate a calculated value exceeds
Keyboard the limits of the display fields, or
annunciators no data is available for display
ADV Indicates an advisory condition. fields, or no data is available for
Press ADV key to acknowledge display. A range value beyond
and clear the annunciator. 999.9 miles is displayed as *****
and a cross-track error with no
STS Indicates a change in system status. valid TO waypoint will be
Access system status screen, or displayed as *****.
acknowledge from the screen to
clear the annunciator. Indicates that PRV NXT key (or
collective switch) is operational for
MSG Indicates that a message has been paging functions. These include
received, but not viewed. changing records (as in stepping
CDU Indicates a built in test (BIT) through preset or waypoint records)
failure within the CDU. Access or stepping through flight plan or
system status screen to clear the quick review screens.
annunciator.
Rocker keys 3.4.2.1 CDU Display Screen. The display screen is di-
vided in three parts (Figure 3-2). The top is the fixed header
PRV NXT depending on CDU software, area, followed by variable screen data area. At the bottom
accesses previous or next screens, of the screen is the scratchpad, where entries are made with
or choices in a list. the keyboard.
3-6
TM 1-1520-253-10
3.4.2.2 Box Around Text.
a. Indicates selection of a parameter for editing, the se-

lection to be activated/initiated, or the active mode/item. At
the same time the scratch pad displays the format that the
SYSTEM SELECTED
entry is expected to follow: i.e., time [--:--:--]. TIME RADIO
NAV PRESET ID
b. A parameter which is not editable but instead is re- MODE
lated to edit conditions may be boxed. For example, a boxed

ACTIVE on the flight plan screens indicated that any at-
tempt to edit this entry will be ignored as that leg of the 5 CPT XX: XX: XX PLT 10
flight plan is active. FM −1 DG UHF −AM
57.375 SEC SEC 331.873
KNI G HT−1 TAC−OP S
c. Move the box from editable item to item by pressing
ENT. No entries will be made if the scratchpad is empty.
An item may also be selected for editing by pressing the
adjacent soft key. FREQUENCY
PRESET NAME
3.4.2.3 Inverse Video. Inverse video is used to high-

light soft key switch settings, alert conditions on the status
line, new alert conditions, or to stale or invalid data. (i.e. if
the nav system fails, the last known present position will be
displayed in inverse video).
AB0327
SA
3.4.2.4 Soft Keys. Soft keys border the left and right
sides of the display. Soft key functions depend on the cur- Figure 3-3. COM Header
rent screen being displayed. In text, a soft key is identified
by its position and adjacent item. Soft keys only perform a 3.4.2.6.2 Editing Using Fixed Function Keys. Dur-
function when there is an arrow displayed beside the key. ing entries CLR clears the scratch pad and terminates the
Arrows which point inwards are for soft key functions per- edit. ENT accepts the entry. PRV deletes the last key stroke
formed on the screen (i.e. switch selections, or editing). and NXT pulls characters down from the current parameter
Arrows which point outwards bring the operator to a new value. For special format entries (i.e. lat/long, zone/coord,
screen. date/time) the editor will fill unentered positions with
blanks or zeros as appropriate. Entries are alined based on
3.4.2.5 Alphanumeric Keys. The numeric key are their decimal point position. If no decimal has been en-
available in lower case which is default mode. The system tered, one is assumed after the last character keyed.
will automatically shift to alpha keys (indicated by a boxed
L on the scratch pad line) when it expects a letter entry. If 3.4.2.7 Fixed Header. The fixed header functions inde-
the system cannot determine what is expected (i.e. call pendently from the rest of the screen. Its purpose is to
signs) the operator may use the LTR key to shift cases. provide continuous display of essential navigation and
communication information. Direct entry into the header is
3.4.2.6 Editing. A box drawn around a parameter indi- not permitted. Headers are either in COM or NAV format.
cates that it is selected for editing. While on a screen the
operator can step through the editable fields by pressing the 3.4.2.7.1 COM Header. Display communication radio
ENT key if there is nothing in the scratchpad, or by press- status for copilot and pilot radios as selected on the ICS
ing the soft key adjacent to the parameter. When the box is control panel. The Com header is divided into two halves,
around the field to be edited, enter the new values in the showing communication radio selections for the pilot
scratchpad, and press ENT to change the field. (PLT) and copilot (CPT) (Figure 3-3).
3.4.2.6.1 Error Messages. During edit, the expected

format of the entry is shown on the scratch pad. If an error INDICATION FUNCTION
in entry is detected, ERROR will be displayed in inverse
video in the scratch pad line for two seconds followed by a
description of the expected entry. System Time Indicates system time.
3-7
TM 1-1520-253-10
INDICATION FUNCTION
PLT Indicates pilot’s side of display. In

inverse video when the ICS
selected radio is keyed.
NAV MODE SYSTEM TIME
Preset ID Shows selected preset. Blank if
manual tune, or ICS mode,
*EMERG* when emergency
selected.
RNG 1234. 5 DG XX:XX:XX
Selected Radio Type of radio selected with ICS BRG 350 TTG XX: XX: XX
mode selector switch. NXT 010 MSL 10000 GS 12 3
WND 185 / 15 WPT 35 AVSCM
Frequency Frequency or channel display. Area
displays SCAN when in scan mode
and is blank when in ICS selection
mode.
ALTITUDE
Preset Name Name of preset chosen.
Nav Mode Indicates navigation mode of the
AMS.
SEC Appears in inverse video when the
AB0328
selected radio is in CIPHER mode. SA
When operating in PLAIN mode,

the display is MHZ or blank. Figure 3-4. NAV Header
CPT Indicates copilot’s side of display.

In inverse video when the ICS INDICATION FUNCTION
selected radio is keyed.
WND Computed wind direction and
3.4.2.7.2 NAV Header. Displays navigation status of velocity in knots
AMS, giving summary of position of TO waypoint (Figure Time System time.
3-4).
TTG Time to go to the parent waypoint
at current ground speed.
INDICATION FUNCTION Altitude Either Planned Enroute Altitude
(PEA, expressed in MSL) or
Planned Ground Clearance Altitude
RNG Distance in nautical miles to the
(PGC, expressed in AGL). Blank if
parent waypoint. Displays are 0 to
no altitude is in flight leg data.
9999.9 or ****.* if beyond range.
0.0 is displayed when there is no GS Ground Speed in knots
active steering.
BRG The magnetic bearing to the parent
waypoint.
NXT The initial desired magnetic course
of the next leg of the flight plan
with the parent waypoint as the
FROM point. Blank when there is
no next leg.
3-8
TM 1-1520-253-10
INDICATION FUNCTION
GP GPS failed.
DO Doppler failed.
Variable Alert See below for meanings.
NORMAL STATUS LINE ON REMOTE TERMINAL CDU
Message block
CLASSIFIED COMSEC data (i.e. WODS) in
CDU.
ALERTS SHOWN IN
CUE SINCGARS Cue frequency
INVERSE VIDEO reception alert.
AD GP DO B CLASSIFIED DEGR RDY Degraded nav ready provision.

EMERG COM Emergency control panel (ECP)
activated.
VARIABLE ALERT INCM-CALL ALE/ECCM incoming call.
NAV SENSOR ALERT MESSAGE BLOCK
UPDT RQD Update required to Doppler.
WPT Waypoint capture alert (minimum 3
seconds).
AB0329
SA
Figure 3-5. Status Line 3.4.3 Operation.
3.4.3.1 Normal Start-up. When power is first applied to

INDICATION FUNCTION the system, the following sequence of events occurs:
1. Each AMS unit perform a internal built in test

WPT The identifier of the present TO (BIT).
waypoint. Displays WPT for
regular waypoint or MOB for a a. AMS annunciators will flash, indicating a
mobile waypoint. The indicators lamp test.
blink several times prior to
waypoint capture. Labels will flash b. The display screen will display the soft-
between normal and inverse video ware version loaded. This will remain for
when a waypoint is captured approximately 10 seconds.
(minimum 3 seconds).
c. The display screen will then change to the
initialize screen, which shows the status of
3.4.2.8 Status Line. The status line is between the fixed system time and navigation sensors.
header and variable screen data of the CDU (Figure 3-5).
2. The first CDU to finish up BIT (normally the
copilot’s) becomes the bus controller (BC),
INDICATION FUNCTION while the other becomes the remote terminal
(RT). The BC CDU responds to inputs margin-
ally faster than the RT CDU. The BC CDU
Bus Control Boxed B indicates that the CDU is
performs all the required communications and
indicator the bus controller.
control sequences to tune the radios, and com-
Nav Sensor Alerts putes navigation information for display. The
RT CDU passes its commands to the BC CDU
AD Air data source failed. for coordination of full systems operation.
3-9
TM 1-1520-253-10
HE ADER
DUS TOF F UH 6 0Q
SK−1 INIT LAT / LONG MGR S SK−6
N 4 1 15 . 19
W 073 05 . 8 1
SK−2 SYSTEM DATE / TIME UTC SK−7
05 / 09 / 97 05 / 09 / 97
0 1 : 22 : 54 0 1 : 24 : 27
SK−3 DATUM GPS MODE Y /M SK−8
WG S − 8 4
SK−4 A U T O / MA N SV−USED SK−9

MV W 14 . 1 EPE * * * *
M V − OK
SK−5 F I LL DTS SK−10
[ _ _ / _ _ / _ _ ]
AB0330
SA
Figure 3-6. Initialization Screen
3.4.3.2 Initialization. The initialization screen is the first 2. ENT - Press to enter date and time in system.
default screen upon power up (Figure 3-6). After the CDU
first powers up, if the DGNS is reporting its GPS time and 3. INIT LAT/LONG soft key - Press to correct
date, the CDU system time and date will default to the GPS location, if not correct in screen. Enter correct
reported values. This date is in UTC. System time may be coordinates in scratch pad.
changed after this first update to local time, if desired. If the
GPS time and date are not available, then the system date 4. ENT - Press to enter position in system.
will default to 01/01/9X and the time field will default to
00:00:00. 3.4.3.2.2 Initializing the Doppler Sensor. As the sys-
tem powers up and the screen is first displayed, the initial
3.4.3.2.1 Initialize Position. The initial position default position (as determined from non volatile memory) is used
will be the position as stored by the CDU in non volatile to initialize the Doppler portion of the DGNS. When the
memory on shutdown. This position is stored so long as the GPS completes an initial fix in the DO/GPS blended mode
system position was valid for at least 1.0 minute with (the default mode) the Doppler sensor will be updated to
weight-on-wheels at shutdown. the GPS position.
NOTE 3.4.3.2.3 Initialization of the GPS Sensor. At power

up the GPS sensor will automatically attempt to perform a
first fix using its internal stored position, time, and almanac
If the aircraft has been moved since shut-
data. If the helicopter is moved from its shutdown position,
down, it may be necessary for the operator
this will cause delay in initializing. The GPS position will
to reenter the new initial position for normal
be updated each time the initial position fields are edited on
start-up.
screen. The CDU will not modify the GPS time or date but
will echo back the GPS reported time and date on the ini-
1. SYSTEM DATE/TIME soft key - Press to
tialization screen. A full initialization of the GPS sensor
correct date time, if not correct in screen. Enter
(i.e. position, time, date, and almanac if necessary) requires
correct date and time in scratch pad.
3-10
TM 1-1520-253-10
that the operator command a GPS initialization via the sen- c. Radio Nav Presets.
sors SNSGPS screen.
d. Flight plans.
3.4.3.3 Horizontal Datums. The CDUs store and pro-
cesses position information based on WGS-84 datum and
e. Recorded fault histories.
spheroid. Each pilot must individually select the local da-
tum for CDU position entry and presentation that corre-
sponds to the horizontal datum listed on the tactical map NOTE
being used for the mission. Navigation information is pro-
cessed based on the BC CDU active datum, ignoring the The following steps are required only if the
datum of the RT CDU. DTC cartridge was not loaded prior to power
up.
1. To change a horizontal datum in CDU go to the
local datum screen from the DUSTOFF 1. DTC cartridge - Load in DTS.
UH60Q screen (Figure 3-6), enter the desired
datum number in the scratchpad, and ENT key 2. On CDU, INI - Press.
- Press.
3. DTS soft key - Press.
3.4.3.4 Magnetic Variation.
4. LOAD soft key - Press, to initiate mission data
load.
CAUTION
3.4.3.6 Load ECCM and COMSEC Data.
An improper MAG VAR setting will af-
fect the navigation accuracy of the Dop- NOTE
pler present position (PPS).
The following steps are required to load
Use the AUTO setting whenever the ASN-43 Compass classified key codes in AMS.
System is set to SLAVED (i.e. Magnetic Heading) (Figure
3-7). If the ASN-43 is set to DG and manually slewed to 1. Fill device - Attach to fill port for appropriate
true north, then the CDU MAG VAR should be set to radio.
MAN with an entered variation of 0.0 degrees.
2. On CDU, INI - Press.
3.4.3.5 Load Data.
3. FILL soft key - Press.
NOTE
4. Soft key adjacent to radio designator, or KY-
Waypoints, presets, flight plans, etc. will be 58, or KY-100 soft key - Press, to initiate fill.
changed on the cartridge only if the DTS
STATUS screen SAVE soft key is pressed. 3.4.3.7 Status. Status screens give the pilot quick review
of the status of all equipment controlled by AMS (Figure
If a cartridge is placed in the DTS after power up the 3-8).
pilot must initiate a mission data load. A full mission data
load takes about a minute (about 30 seconds for the mission 3.4.3.7.1 DTS Status. This screen is accessed by press-
data and the balance for maintenance data). The pilot does ing DTS soft key on the DUSTOFF UH-60Q screen (Fig-
not have to wait for the full load to finish before using the ure 3-6). Refer to table below for annunciators and their
data, and may leave the download screen and do other op- meanings.
erations. COM presets, for example, are available almost
immediately. The DTM mission is loaded in the following
order: INDICATION FUNCTION
a. COM presets.
DTS Displays status of system. (OK or
b. Nav-points data. FAIL).
Change 3 3-11
TM 1-1520-253-10
INI
HE ADER
DUS TOF F UH 6 0Q
INIT LAT / LONG MGR S
N 4 1 15 . 19
W 073 05 . 8 1
SYSTEM DATE / TIME UTC
05 / 09 / 97 0 5/ 0 9/ 97
0 1 : 22 : 54 0 1 : 24 : 27
DATUM GPS MODE Y /M
WG S − 8 4
A U T O / MA N SV−USED *
MV W 14 . 1 EPE * * * *
M V − OK
F I LL DTS
[ _ _ / _ _ / _ _ ]
HE ADER HE ADER
L OCAL D A T UM DTS STATUS

ID XX
DTS XXXX
DATUM CCCCCCCC DTM XXXXXXXXXXX
SAVE AS MSN AAAAAAAA
SPHERE CCCCCCCCCCC SYS MISSION AAAAAAAA
DTM MISSION AAAAAAAA
DESC CCCCCCCCCCCC L OAD SAVE
CCCCCCCC CCCCCCCC
L OAD − F I L L S CL EAR
CCCCCCCC CCCCCCCC
RTN RTN
[ ]
[ ]
HE ADER
F I LL P OR T CON T ROL
KY−58 ARC−201
FILL X CCCC
CCCCCCCC
KY−100 ARC−201
FILL X CCCC
CCCC
ARC−220
DDDDD
ARC 2 2 0K
RTN
[ ]
AB0331
SA
Figure 3-7. INI Screen Flow
3-12
TM 1-1520-253-10
SNS
HE ADER
S E N SOR S
GP S CCCCC
RAIM: P P P
DOP CCCCC
STS: NNN
HE ADER
GP S CCCCC
[ . ]
N XX XX . XX
W XXX XX . XX
DATE / UTC
XX / XX / XX
XX : XX : XX
SV−USED X
GPS TIME XX : XX : XX
GPS ALT XXXXX
RAIM−SET T E RM STS
RTN
[ . ]
HE ADER
S Y S T EM STATUS
HDR ACK
CDU1 G COM−1 G K
CDU2 G COM−2 G K
DGNS G COM−3 G
COM−4 G K
HE ADER
DTS G COM−5 G K
DTM G KY−58 G
DOP CCCCC
MFD−1 G

MFD−2 G
N XX XX . XX VOR G
W XXX XX . XX ADF G
TCN G
GPS BLENDING NAV

ON
RTN
AB0332
SA
Figure 3-8. Status Screen Flow
3-13
TM 1-1520-253-10
INDICATION FUNCTION tion is set to 0. This is normal and does not

indicate a failed or degraded system.
DTM Displays status of DTM. System status screen is accessed by pressing the STS
READY indicates module in place fixed function button (Figure 3-8). The status of each sub-
and functional. system is displayed as either G (GOOD) or F (FAIL). If a
NOT HAWK Module installed, subsystem has changed status since this screen was last
but wrong format. exited, the status is displayed in inverse video and the STS
FAIL Module inoperative. annunciator on the CDU keyboard is lit. KY-100, IDM and
NOT PRESENT Module not COM-5 status field will be blank if equipment is not in-
installed in receptacle. stalled. K following a COM signifies that crypto is config-
ured. K will always follow COM-1 and COM-4 if a good
SAVE AS MSN Shows mission name which will be
status is received since the crypto is embedded in those
used for the cartridge header on the
radios. Press ACK to acknowledge present status, change
next save.
text to normal video and extinguish STS annunciator. Ac-
LOAD Commands the start of transferring knowledgment is system wide (both CDUs).
mission data from the cartridge to
the CDU. 3.4.3.7.3 Radio Offline Status. Bus failures, CDU fail-
ures, system zeroizing and emergency panel use will cause
LOAD-FILLS Loads the DTM data fills for the radios to go offline. After restoration of the failed system,
AN/ARC-201Ds, AN/ARC-220 allow 30 seconds for radios to return to online status, and
and IDM initialization. then check all radios for proper frequency, band and mode
settings.
3.4.3.7.2 System Status.
NOTE
Status of Doppler and GPS will flucutate

from GOOD to FAIL if the magnetic varia-
3-14 Change 3
TM 1-1520-253-10
Section II COMMUNICATIONS
3.5 Communications System Control (CSC) Panel. CONTROL FUNCTION

The CSC panel provide audio interface and control for the
communication radios, navigation radios, and intercommu-
nication within the helicopter. Pilot’s, copilot’s, and A Controls audio reception level for
crewchief stations continuously monitor ASE, IFF, radar VOR/ILS and marker beacon
altimeter and master warning tones. Hands free intercom- identification tones (Pilot, copilot
munication is provided by hot mike and voice activated and crewchief stations only).
(VOX) features. An exterior jack is provided to the front of
B Controls audio reception level for
the main landing gear shock struts. When the walkaround
TACAN and ADF identification
cord is connected to it, the crewchief can communicate
tones (Pilot, copilot and crewchief
with the interior of the helicopter or with the other exterior
stations only).
jack through the medic’s ICS stations. Pilot and copilot
CSC panels are located on the lower console (Figure 2-4). VOX Controls threshold for voice
Medic 1 CSC is located near the left cabin window. Medic activation level when VOX ON
2 CSC located in cabin overhead. Crewchief’s CSC is lo- microphone actuation is selected on
cated by the right cabin window. Power for the system is by the function selector.
provided by the 28 vdc essential bus through circuit break-
ers, marked PLT ICS, CPLT ICS and ICS CABIN. MIC Selector
Switch
3.5.1 CSC Controls and Functions. Controls for the Mode Selector
intercom/radios are on the front panel (Figure 3-9). The Switch
function of each control is as follows:
1 Select when using SPH–4 low
impedance (5 ohm) microphone.
CONTROL FUNCTION 2 Select when using SPH–4B high
impedance (150 ohm) microphone.
VOL Control Knob Master volume control adjusts all PVT Selects private ICS between the
RADIO MON and NAV volume pilots only or private ICS
levels simultaneously. communications among the medic
RADIO MON Push to turn on and pull to turn off; stations and crewchief.
rotate to adjust individual audio ICS Selects normal ICS operations.
level.
1 Selects transmission/reception
1 Controls audio reception level for through the VHF/FM 1 radio.
VHF/FM 1 radio.
2 Controls audio reception level for through the UHF-AM radio.
UHF radio.
3 Controls audio reception level for through the VHF/AM-FM radio.
VHF/AM-FM radio.
4 Controls audio reception level for through the VHF/FM 2 radio.
VHF/FM 2 radio.
5 Controls audio reception level for through the HF radio.
HF radio.
RMT Enables RAD SEL and UP/DN
NAV switches on the collective sticks for
radio and frequency selections.
3-15
TM 1-1520-253-10
MASTER RADIO / NAV MONITOR VOLUME CONTROLS 1. Function selector switch - VOX ON.
VOLUME (PUSH ON / PULL OFF)
CONTROL
2. VOX knob - Adjust, until speaking into the mi-
crophone keys the intercom system.
RADIO MON NAV
1 2 3 4 5 A B 3.5.3 Modes of Operation.
C
S
VOL VOX
2 MIC 3.5.3.1 Primary Operation Check. There are several
C 3 1 2
HOT VOX ON
1 4
methods of intercommunication operation. In all cases, no
MIC NORM
5
operation action is required to receive intercom signals
ICS
other than adjusting the VOL control for a comfortable
ICS OFF PVT RMT
level at the headset.
FUNCTION
MIC SELECTOR 3.5.3.2 Intercommunication (Cockpit).
VOX MODE
SELECTOR CONTROL SELECTOR AK0086
SA
1. Transmitter selector switch, any position when
Figure 3-9. CSC Control Panel using cyclic switch, ICS, or PVT for foot
switches.
CONTROL FUNCTION 2. Function selector switch - NORM, or VOX

ON , as desired.
Function Selector
3. Key switch - ICS/RADIO switch on pilot’s or
Switch
copilot’s cyclic, or foot switch at pilot’s and
HOT MIC Continuous ICS or radio copilot’s positions. Speak into the microphones
communications without pressing a in VOX ON mode.
PTT switch.
3.5.3.3 Intercommunication (Cabin).
VOX ON ICS keys while operator is
speaking. Not available when 1. Transmitter selector switch - ICS, or PVT.
Mode Selector switch is to PVT.
NORM Use press-to talk button for ICS 2. Function selector switch - NORM, or VOX
and radio communications. ON , as desired.
ICS OFF Turns ICS off. 3. Key switch - switch on pilot’s or copilot’s cy-
clic, or foot switch at pilot’s and copilot’s po-
sitions. Speak into the microphones in VOX
3.5.2 Intercommunication Keying System. Keying ON mode.
of the ICS system is done by the controls listed at the
following stations: 3.5.3.4 External Radio Communication.
3.5.2.1 Pilot or Copilot Station. An ICS/RADIO trig- 1. Transmitter selector - Desired position, 1
ger switch on the top of each cyclic stick, or by a switch on through 5.
the floor at the pilot’s left and the copilot’s right foot.
2. ICS/RADIO trigger switch on cyclic stick, or
3.5.2.2 Exterior Jack (Maintenance Station). A foot-operated push-to-talk switch - press; speak
pushbutton at the end of the exterior walkaround cord. into microphone while holding switch; release
to listen.
3.5.2.3 Medic 1, Medic 2, and Crewchief. A push-
button at the end of the cord. 3.5.3.5 Receiver selection.
3.5.2.4 VOX Operation. For voice actuated intercom at 1. Receiver selection switch(es) - RADIO MON
all stations: and NAV knobs - pull to monitor, push to turn
3-16
TM 1-1520-253-10
audio off. Rotate to adjust individual audio

BAND FIELD BAND NAME FREQUENCY
level.
RANGE
2. Adjust master volume to comfortable listening
level. FM 1, FM 4 FM Single 30.000 to 87.975
channel (Manual is preset
3.6 RADIO SET AN/ARC-201D (VHF-FM) (COM 1 1)
AND 4). FILL 1, FILL 4 FH- COLD 30.000 to 87.975
COLD 1, FH - COLD 30.000 to 87.975
Radio set AN/ARC-201 (Figure 3-10) is an airborne, COLD 4 (Always preset 0)
very high frequency (VHF), frequency modulated (FM), CUE 1,CUE 4 FH - CUE 30.000 to 87.975
radio receiving-transmitting set compatible with the Single (Always preset 0)
Channel Ground Airborne Radio Sets (SINGCARS) Elec- FH 1,FHM 1, FREQ HOP NET: 001 to
tronic Countermeasures (ECCM) mode of operation. The FH 4, FHM 4 NET:999
set provides communications of voice and data, secure or (SINCGARS
plain text, and homing over the frequency range of 30 to NETS)
87.975 MHz channelized in 25 Khz steps. A frequency off- COM 1, COM 4 Indicates radio is
set tuning capability of -10 Khz, -5 Khz, +5 Khz and +10 inoperative.
Khz is provided in both transmit and receive mode; this
capability is not used in ECCM mode. This set is used for
receiving and transmitting clear-voice or X-mode commu- 3.6.2.1 COM Summary Screen. The COM SUM
nications. Secure voice capability is embedded in the radio. screen allows the operator to perform all primary radio con-
Each radio provides 6 preset channels, a manual channel trols. SK1 selects COM 1, and SK4 selects COM 4 settings
and a cueing channel, for use in the frequency hopping for editing
(FH) mode. Each channel has the capability to select dis-
crete frequencies in a single channel mode, or FH radio
nets in the FH mode. The No. 1 AN/ARC-201 is referred to SOFT KEY FUNCTION
as COM 1, and the No. 2 AN/ARC -201 radio is referred to
as COM 4, corresponding to their positions on the ICS
mode select switch. Use of the homing capability of the No. SK-1 Selects and then toggles between
1 (COM 1) FM radio set provides a steering output to the COM 1 frequency and preset field
VSI course deviation pointer for steering indications. COM for editing.
1 VHF-FM receives power from the dc essential bus SK-4 Selects and then toggles between
through a circuit breaker marked NO. 1 VHF-FM. COM 4 COM 4 frequency and preset field
VHF-FM receives power from the No. 1 dc primary bus for editing.
through a circuit breaker marked NO. 2 VHF-FM.
LAST Restores the last manually tuned
3.6.1 Antennas. frequency, while saving the current
settings. This function saves one
a. The COM 1 VHF-FM communications antenna is on setting per band of operation.
top of the tail rotor pylon (Figure 3-1). The COM 4
EMERG Swaps current frequency with the
VHF-FM antenna is within the leading edge fairing of the
band based guard frequency for
tail pylon drive shaft cover. The FM homing antennas, one
radio that has been selected for
on each side of the fuselage, are used with FM No. 1 radio
edit.
set.
PT/CT Toggles between plain mode (PT)
3.6.2 Controls and Functions. Both AN/ARC-201 ra- and secure mode (CT) transmission
dios are controlled by the AMS with the CDU (Figure 3-2). for radio that has been selected for
Control screens allow the pilot to choose frequency and edit.
mode of transmission (Figure 3-10). Operator functions are
to change band, transmission frequency and mode, and edit BAND Access Band selection screen for
and establish preset modes and frequencies. Bands associ- radio that has been selected for
ated with this radio are: edit.
Change 4 3-17
TM 1-1520-253-10
COM
HE ADER
C OM − S UM
SK−1 FM− 1 0 10 HF −USB SK−6
48 . 800 MHz 27 . 9783 MHz
H OM − B A S E
SK−2 U H F − AM 5 EME RG SK−7
256 . 675 SEC
BASE −OP S
SK−3 V H F − AM 12 PT / CT SK−8
118 . 800 MHz
Y OW − T WR
SK−4 FH−4 6 BAND SK−9
NE T : 2 9 8 SEC
ME D − TM
SK−5 LAST SE T T I NGS SK−10
[ ]
HE ADER
C OM − N CCCCCC
SK−1 PRESET RCVR SK−6
NN TR
SK−2 TUNE BAND SK−7 HE ADER

XXX . XXX SEC
AAAAAAAA
C OM − N
SK−3 KY−TEK SQUELCH SK−8
SK−1 FM− SC F REQ − HOP SK−6
X ON
SK−4 AMP PWR SK−9

SK−2 CUE F REQ − HOP SK−7
L OW
MA S T E R
SK−5 F H− SE TUP RTN SK−10

SK−3 SCAN CLD− STRT SK−8
[ . ]
XX XXX . XXX
XX XXX . XXX
SK−4 XX XXX . XXX CLD STRT SK−9
XX XXX . XXX MA S T E R
XX XXX . XXX
SK−5 XX XXX . XXX RTN SK−10
[ ]
HE ADER HE ADER
F HM − S E T U P − N F H− SE TUP −N
SK−1 T I ME − D T SITUATION SK−6 SK−1 T I ME − D T SITUATION SK−6
AAAAAAAA ON AAAAAAAA ON
HOLD HXXX HOLD FXXX
SK−2 STO SK−7 SK−2 STO L−SET SK−7
H / NET L−SET H / NET 1 DXXX
C CCCC 1 DXXX C CCCC 2 DXXX
SK−3 1 CXXX 2 DXXX LD SK−8 SK−3 1 CXXX 3 DXXX SK−8
2 CXXX 3 DXXX H / N 2 CXXX 4 DXXX
3 CXXX 4 DXXX 3 CXXX 5 DXXX
SK−4 4 CXXX 5 DXXX LD SK−9 SK−4 4 CXXX 6 DXXX SK−9
5 CXXX 6 DXXX LS 5 CXXX 7 DXXX
6 CXXX 7 DXXX 6 CXXX 8 DXXX
SK−5 ERF − SND 8 DXXX RTN SK−10 SK−5 SYNC RTN SK−10
[ ]
NOTES
1. INDICATES MULTIPLE PAGES MAY

EXIST.
2. USE THE PREV KEY TO VIEW THESE
PAGES.
NXT AB0334_1
SA
Figure 3-10. AN/ARC-201D (COM 1 and 4) Communication Screen Flow (Sheet 1 of 2)
3-18
TM 1-1520-253-10
DAT
HE ADER
M I S S I ON DATA
SK−1 WA Y P O I N T S SK−6
PRESETS
SK−2 C OMM SK−7
SK−3 E C CM / F H SK−8
SK−4 RAD I O SK−9

NAV
SK−5 QU I CK R E V I EW SK−10 HE ADER
C OM PRESE T
SK−1 UHF MAR I N E SK−6
SK−2 V H F − AM H F − MR N SK−7
SK−3 FM− SC SK−8
SK−4 HF SK−9
SK−5 POL I CE RTN SK−10

HE ADER
E C CM / F H
SK−1 HA V E QU I CK F REQ − HOP SK−6
SK−2 H Q − WO D S A L E − E C CM SK−7
SK−3 L OAD WO D S SK−8
SK−4 ALE SELF ADDRESS SK−9 HE ADER

AAAAAAAAAAAAAAA
F REQ − HOP PRESE T

SK−5 RTN SK−10
SK−1 PRESET SK−6
[ ]
NN
SK−2 NAME SK−7

AAAAAAAA
SK−3 NE T XXX SK−8
SK−4 SK−9
SK−5 RTN SK−10

HE ADER
[ ]
FM− SC PRESE T
SK−1 PRESET SK−6
NN
SK−2 NAME SK−7

AAAAAAAA
SK−3 TUNE SK−8

XX . XXX MHz
SK−4 SK−9
SK−5 RTN SK−10
[ ]
AB0334_2
SA
Figure 3-10. AN/ARC-201D (COM 1 and 4) Communication Screen Flow (Sheet 2 of 2)
3-19
TM 1-1520-253-10
SOFT KEY FUNCTION SOFT KEY FUNCTION
SETTING Access Settings screen for radio sFH-SETUP Toggles between the FH-SETUP
that has been selected for edit. Nand FHM-SETUP N (master and
non-master) screens.
3.6.2.2 Band Screen. The current operating band is RCVRs Toggles between TR (transmit/
shown in inverse video. When the pilot pushes a soft key receive) and HOM (COM 1 only).
for a new mode, that mode is selected, and the screen re- BANDg Access Band screen for this radio.
turns to either the COM summary screen or the Setting
screen previously in use. SQUELCHs Toggles squelch ON or OFF.
SOFT KEY FUNCTION 3.6.2.4 Frequency Hop Setup.
sFM-SC Selects FM single channel, returns SOFT KEY FUNCTION

to previous screen.
sCUE Selects CUE frequency, returns to TIME-DT Access FH-TIME/DATE-N screen.
previous screen (preset marked to
STO Stores hold memory contents into
0).
the selected Hopset or Lockout set
sSCAN Selects FM-SC (Scan) mode, as appropriate.
returns to previous screen.
d (SK 3) Toggle up through the radio stored
FREQ-HOPg Selects frequency hopping mode frequency hopping fill sets from 8
(FH), returns to previous screen. through 1. Hop net stays on 6 while
lockout set is either 7 or 8.
FREQ-HOP Selects frequency hopping - master,
MASTERg returns to previous screen. f(SK 4) Toggle down through the radio
stored frequency hopping fill sets
CLD-STRTg Selects frequency hopping - cold from 1 through 8. Hop net stays on
start, returns to previous screen. 6 while lockout set is either 7 or 8.
RTNg Returns to previous screen, without ERF-SND Transmits ERF data from hold
changing selected band. memory.
LDs Loads hold memory contents with
3.6.2.3 Settings Screen. Setting screen allows setting HN the selected Hopset.
of secondary radio controls, selection of a new preset, and
gives access to frequency hopping set-up parameters. LDs Loads hold memory with the
LS selected Lockout set.
SOFT KEY FUNCTION 3.6.2.5 Time and Date Screen. Frequency Hopping
time and date screen is for information only, giving the
gPRESET Selects number in scratchpad as internal clock status for either COM 1 or COM 4.
frequency preset number.
3.6.3 Mode of Operation. The radio set can be used for
gTUNE Selects frequency field for editing. these modes of operations:
gKY TEK Selects field for edit.
a. Single Channel Mode. In the single channel mode,
gAMP PWR Toggles radio transmit power the radio operates on one selected frequency. The scan fea-
outputs between BYPS, LOW, ture for SINCGARS is dependent upon the scan channels
MID, HI (COM 1 only). that are selected from the SINCGARS band list. The se-
3-20
TM 1-1520-253-10
lected channels are monitored. The radio will notify the of the time factor that the radio monitors the
pilot with a tone when there is activity on the scanned cue channel which is once every 4 seconds.
channel(s).
(1) Cue Operation. This mode allows an pilot to
b. Two-way secure voice utilizing embedded crypto. prompt another SINCGARS radio who is working in the
frequency hopping mode to come out of the frequency hop-
c. Frequency Hopping Mode. The radios in a SINC- ping mode and into single channel mode. When this is done,
GARS net simultaneously change frequencies up to 100 a 600-Hz tone is heard over the ICS system. When the
times per second in a pseudorandom fashion when trans- member or master comes out of the frequency hopping
mitting and receiving which makes jamming and direction mode to the single channel mode, they must be tuned to the
finding difficult. All radios in a frequency hopping net need cue band.
common hopsets, lockout sets, transmission security key
(TSK), and TOD (internal clock). The hopset contains the NOTE
group of frequencies to be used in a particular channel.
Lockout sets define the frequencies within the group that If TSK do not match or are not loaded, cold
will not be used. The TSK determines the sequence of fre- hop operation will not be possible.
quency hopping. The TOD synchronizes all the radios in
the net. Hopsets are displayed in the H/NET column on the Due to the limited security of the cold chan-
FH SETUP screen. There are 6 channels available for se- nel of frequency hopping mode, it is recom-
lection. Channel zero is not a full frequency hopping chan- mended that only one hopset and lockout be
nel (cold channel) but is used to receive the electronic resent in this mode.
mote hopset, and lockout set fill. Each frequency hopping
channel has its corresponding identifier, displayed next to
(2) Cold Start Operation. Use cold start when radios in
its number. The receiver/transmitter maintains the TOD via
the net do not have matching hopset/lockout sets. Commu-
GPS and provides the synchronization for SINCGARS fre-
nication is established using the cold start frequency hop-
quency hopping mode. To operate in a net, all of the radios
ping set, which has only one frequency. When communica-
must be synchronized in time to the master, which is refer-
tion is established, the master station transmits a hopset/
encing the receiver/transmitter internal clock. Time of day
lockout set of choice to the net stations, who receive it,
may not be in synchronization with nets having radios not
store and use them in the normal frequency hopping mode.
connected to GPS. Modifying and reading the TOD is
available through the FH-TIME/DATE screen. If the pilot
has a hopset, net entry, and lockout but the receivers/ d. Homing (HOM)(COM 1 only).
transmitters internal clock is less than or equal to 4 seconds
off the master’s net time, the net master must key the net 3.6.4 Starting Procedure.
master radio which will send out a preamble to the net
members which synchronizes their receivers/transmitters NOTE
internal clocks to the net master. If the clock’s time is
greater than 4 seconds but less than 1 minute off the net Initial battery power on and/or initial APU
master’s time, the pilot can get back into the net via the late ac power on may cause Com 1 AN/ARC-
net entry (SYNCH) function. Initial setup of an operating 201 to go to CT mode - Via CDU Com 1
communications net using SINCGARS requires a net mas- soft key select PT mode.
ter. Only one net master can selected. Difference in net
master and non master is ERF send and synchronization. The radio is powered up when power is applied to heli-
There are five functions to enter frequency hopping: cue copter’s systems. As it will initialize faster than the GPS,
operation, cold hop operation, hopset/lockout loading, purg- updating its internal clock to GPS is the only start up pro-
ing, and late net entry. cedure advisable.
NOTE 3.6.4.1 Single Channel (SC) Mode.
To cue a SINCGARS radio which is in the 1. COM fixed function key - Press, to access
frequency hopping mode, the pilot must COM SUM screen.
keep the radio keyed for at least 4 seconds
while tuned to the cue frequency while in 2. SK 1 or SK 4 soft key - Press, to edit frequency
single channel mode. This is needed because or preset of desired radio (COM 1 or COM 4).
3-21
TM 1-1520-253-10
NOTE 2. SK 1 or SK 4 soft key - Press, to edit preset of

desired radio (COM 1 or COM 4). To edit pre-
If the radio is already in FM-SC mode, its set or channel, ensure that preset or channel has
preset and/or frequency desired is known, it edit box around it. Enter new number in
may be edited on the COM SUM screen, scratchpad, then ENT - Press.
and steps 4 thru 7 will be unnecessary. To
edit preset or frequency, ensure that preset 3. BAND soft key - Press.
or frequency has edit box around it. Enter
new number in scratchpad, then ENT - 4. FREQ HOP soft key - Press. Screen returns to
Press. COM SUM screen.
3. BAND soft key - Press. 5. FH-SETUP soft key - Press.
4. FM-SC soft key - Press. 6. Select hopset and lockout set channels desired
with SK 3 and SK 4. Return to COM SUM
5. SETTINGS soft key - Press, to access Settings screen by RTN - Press.
screen.
7. ICS transmitter selector - Position 1 (COM 1),
6. TUNE soft key - Press, if desired to change or position 4 (COM 4).
frequency. Enter new frequency in scratchpad.
ENT fixed function key - Press to enter scratch- 8. Radio push-to-talk switch - Press to talk; re-
pad frequency. lease to listen.
7. ICS transmitter selector - Position 1 (COM 1),

3.6.4.4 Transfer Hopset/Lockout Set (Cold Start).
or position 4 (COM 4).
1. COM fixed function key - Press, to access
8. Radio push-to-talk switch - Press to talk; re-
COM - SUM screen. Make sure the edit box is
lease to listen.
by the COM 1 or 4 radio.
3.6.4.2 Edit or Make Frequency Into PRESET.
2. BAND soft key - Press.
1. DAT fixed function key - Press, to access MIS-
3. COLD STRT MASTER soft key - Press.
SION DATA screen, then COMM soft key, to
Screen will revert to COM - SUM screen, with
access COM PRESET screen.
COLD START frequency and channel dis-
played. Establish communication with the rest
2. FM-SC, or ECCM-FH soft key - Press, to ac-
of the net, arrange to transfer hopset/lockout
cess preset screen.
sets. From SETTINGS screen, FH - SETUP -
Press.
3. Use PREV/NEXT rocker switch to display
preset to change. Select fields to edit with soft
4. Select the hopset to download with SK 3 and
key, enter new values in scratchpad, and press
SK 4. LD H/N soft key - Press, to enter hopset
ENT to change displayed values.
into memory.
3.6.4.3 Frequency Hopping (FH or FH-M) Mode.
5. ERF-SND soft key - Press, to send .
6. Select the lockout set to download with SK 3
COM - SUM screen.
and SK 4. LD LS soft key - Press, to enter
lockout set into memory.
NOTE
7. ERF-SND soft key - Press, to send.
If the radio is already in FREQ-HOP mode,
and its desired preset or channel is known, it
8. As desired, change band FREQ - HOP , chan-
may be edited on the COM SUM screen,
nel to the hopset and lockout set transmitted,
and steps 4 thru 7 will be unnecessary.
3-22
TM 1-1520-253-10
and establish normal frequency hopping com- NAV switch light going out and HDG
munications (Refer to paragraph 3.6.4.3). switch light going on.
3.6.4.5 Receive Hopset/Lockout Set (Cold Start). 3.7 UHF RADIO, AN/ARC-164(V) (COM 2).
1. COM fixed function key - Press, to access Receiver-Transmitter Radio RT-1167C/ARC-164(V) is

COM - SUM screen. Make sure the edit box is an airborne, ultra-high frequency (UHF), AM and FM,
by the COM 1 or 4 radio. radio transmitting-receiving set. It contains a multi channel,
electronically tunable main transmitter and receiver, and a
2. BAND soft key - Press. fixed-tuned guard receiver. The main transceiver operates
on any one of 7,000 channels, spaced in 0.025 MHz units in
3. COLD STRT soft key - Press. Screen will re- the 225.000 to 399.975 MHz UHF military band. The guard
vert to COM - SUM screen, with COLD receiver is tunable in the 238.000 to 248.000 MHz fre-
START frequency and channel displayed. Es- quency range with crystal replacement and realignment
tablish communication with the master station, (usually 243.000 MHz). The radio set is primarily used for
arrange to receive hopset/lockout sets. From voice communications. HAVE QUICK is an antijamming
SETTINGS screen, FH - SETUP - Press. mode which uses a frequency hopping scheme to change
channels many times per second. Because the HQ mode
4. When a hopset/lockout set is received, a tone depends on a precise time-of-day, both HQ radios must
will be heard in the headset. At the tone, STO have synchronized clocks. The UHF radio is referred to as
soft key - Press, to enter hopset/lockout set into COM 2, corresponding to its position on the ICS mode
memory. select switch.
5. As desired, change band FREQ - HOP , chan- 3.7.1 Antennas. The UHF antenna is under the fuselage
nel to the hopset and lockout set transmitted, transition section (Figure 3-1).
and establish normal frequency hopping com-
munications (Refer to paragraph 3.6.4.3). 3.7.2 Controls and Functions. The UHF radio is con-
trolled by AMS with the CDU (Figure 3-2). Control screens
3.6.4.6 Homing (HOM) Mode (FM No. 1 only).
allow the pilot to choose frequency and mode of transmis-
sion (Figure 3-11). Operator functions are to change band,
1. Using COM 1, establish single channel (FM-
transmission frequency and mode, and edit and establish
SC) communication with the station to home
preset modes and frequencies. Bands associated with this
on (Refer to paragraph 3.6.4.1)
radio are:
2. On COM 1 SETTING screen, RCVR soft key -
Press, until HOME is displayed.
3. On CIS mode select panel, NAV button - Press. RANGE
4. On HSI/VSI mode select panel, FM HOME UHF AM UHF AM 225.000 -

button - Press. 395.975
HVQK HAVEQUICK I HQ1:001 to
5. Observe homing indicators on vertical situation HQ1:999
indicator (VSI) (Figure 3-28). These are: HVQK HAVEQUICK II HQ2:001 to
HQ2:999
a. FM navigation (NAV) flag will move from HVQK HAVEQUICK HQn:001 to
view, and will come into view if the re- HQn:999(non
ceived signal is too weak. NATO)
b. A steering (course indicator) pointer moves COM 2 Indicates radio is
either left or right about 5° to indicate any inoperative.
deviation from the course to the transmit-
ting station.
3.7.2.1 COM Summary Screen. The COM SUM
c. Station passage will be indicated by course screen allows the operator to perform all primary radio con-
deviation change and CIS MODE SEL trols. SK-2 selects COM 2 (AN/ARC-164) settings for edit.
3-23
TM 1-1520-253-10
COM HE ADER
C OM − S UM
SK−1 FM− 1 0 10 HF −USB SK−6
48 . 800 MHz 27 . 9783 MHz
H OM − B A S E
SK−2 U F M − AM 5 EME RG SK−7
256 . 675 SEC
BASE −OP S
118 . 800 MHz
Y OW − T WR
NE T : 2 9 8 SEC
ME D − TM
[ ]
HE ADER
C OM − 2 CCCCCC
SK−1 PRESE T RCVR SK−6
NN TR+G
SK−2 TUNE BAND SK−7

X X X . X X X SEC HE ADER
AAAAAAAA
SK−3 K Y − TEK SQUE L CH SK−8
X ON C OM − 2
SK−1 U H F − AM HQ 1 / T RN SK−6
SK−4 SK−9
SK−2 HQ 2 / FMT SK−7

SK−5 H V QK − S E T U P RTN SK−10
[ . ]
SK−3 H V QK SK−8
NON − NA TO
SK−4 SK−9
SK−5 RTN SK−10
HE ADER
H V QK − S E T U P
SK−1 SK−6
FFFFFFF
SK−2 EME RG SK−7

STRT
SK−3 GP S − T 0 D VER I F Y SK−8

NOTES SYNC DAY = BD
SK−4 RCV − T 0D L OAD SK−9

1. INDICATES MULTIPLE PAGES MAY WO D S
EXIST.
2. USE THE PREV KEY TO VIEW THESE SK−5 SND − T 0 D RTN SK−10
PAGES. [ ]
NXT AB0335_1
SA
Figure 3-11. UHF (COM 2) Communication Screen Flow (Sheet 1 of 2)
3-24
TM 1-1520-253-10
DAT
HE ADER
M I S S I ON DATA
PRESETS
SK−2 C OMM SK−7

NAV
SK−5 QU I CK R E V I EW SK−10 HE ADER
C OM PRESE T
SK−1 UHF MAR I N E SK−6
SK−2 V H F − AM H F − MR N SK−7
SK−3 FM− SC SK−8
SK−4 HF SK−9
HE ADER
E C CM / F H SK−5 POL I CE RTN SK−10
SK−1 HA V E QU I CK F REQ − HOP SK−6
SK−2 H Q − WO D S A L E − E C CM SK−7
SK−3 L OAD WO D S SK−8
SK−4 ALE SELF ADDRESS SK−9

AAAAAAAAAAAAAAA
SK−5 RTN SK−10
[ ] HE ADER
UHF PRESE T
SK−1 PRESE T AM SK−6
NN
SK−2 * N AME FM SK−7

AAAAAAAA
SK−3 * TUNE SK−8

XXX . XXX
SK−4 KY−TEK SK−9

X
HE ADER HE ADER SK−5 RTN SK−10
[ ]
HA V E QU I CK PRESE TS
H Q I I − WO D N
SK−1 PRESET HQ I SK−6
SK−1 WOD−SEG 1 WOD−SEG 4 SK−6
NN
XXX . XXX XXX . XXX
SK−2 NAME HQ I I SK−7

AAAAAAAA
XXX . XXX XXX . XXX
SK−3 TUNE NON SK−8

HQX . X X X NATO
XXX . XXX XXX . XXX
SK−4 SK−9
SK−4 WOD−DAY SK−9
XX
SK−5 RTN SK−10

SK−5 RTN SK−10
[ ]
[ ]
AB0335_2
SA
Figure 3-11. UHF (COM 2) Communication Screen Flow (Sheet 2 of 2)
3-25
TM 1-1520-253-10
Soft key labels and functions visible when SK-2 is selected 3.7.2.3 Settings Screen. Setting screen allows setting
are: of secondary radio controls and selection of a new preset.
SOFT KEY FUNCTION

SOFT KEY FUNCTION
SK-2 Selects and then toggles between

COM 2 - ****** Screen header, giving COM
COM 2 frequency and preset field
selected, and band. If radio is not
for editing.
working, ***** is displayed.
LAST Restores the last manually tuned
gPRESET Selects number in scratchpad as
frequency, while saving the current
setting per band of operation. gTUNE Selects frequency field for editing.
EMERG Swaps current frequency with the sKY-TEK
band based guard frequency for
radio that has been selected for sHVQK - Access HVQK - SETUP screen.
edit. SETUP
PT/CT Activates secure voice KY-58 RCVRg

associated with COM 2. BANDg Access Band screen for this radio.
BAND Access Band selection screen for SQUELCHs Toggles squelch ON or OFF.
edit. RTNg Returns to previous screen without
changing settings.
SETTINGS Access Settings screen for radio
that has been selected for edit.
3.7.2.4 HVQK Setup Screen. The HVQK Setup screen
allows control of frequency hopping modes.
3.7.2.2 Band Screen. The current operating band is
shown in inverse video. When the pilot pushes a soft key
for a new mode, that mode is selected, and the screen re- SOFT KEY FUNCTION
screen previously in use.
gHVQK - Title of screen.
SETUP
SOFT KEY FUNCTION
Fill Status Line Gives fill status of IN-PROG
WOD load in progress. COMPLT
sUHF - AM Selects UHF - AM single channel, WOD load complete. INVALID
returns to previous screen. No WOD in memory.
HQ1/TRNg Selects HAVEQUICK I operation, gEMERG Starts radio with internal clock, and
returns to previous screen. START sets the radio to HVQK I mode.
HQ2/FMTg Selects HAVEQUICK II operation, gGPS-TOD Synchronizes internal clock with
returns to previous screen. SYNC GPS, and sets the radio to HVQK I
HVQK NON- Selects HAVEQUICK non NATO mode.
NATOg operation, returns to previous gRCV - TOD Commands radio to receive
screen. external TOD.
RTNg Returns to previous screen without gSND - TOD Commands radio to transmit TOD.
changing settings.
3-26
TM 1-1520-253-10
SOFT KEY FUNCTION 3.7.4 Modes of Operation. The radio set can be used
for these modes of operations:
VERIFYg Initiates a MWOD verify for the 3.7.4.1 UHF AM Clear Voice. UHF AM uncoded voice
day information entered. If a valid transmission and reception.
MWOD is in the radio, the radio
will respond with an audio tone. 3.7.4.2 UHF AM Secure Voice. UHF AM encrypted
LOAD WODSg Starts a WODS load from CDU voice transmission and reception through the attached KY-
data base mission memory to the 58.
radio. When loading is complete,
3.7.4.3 HAVEQUICK anti jamming frequency hop-
erases MWOD data from data base
ping. Frequency hopping may be done in three submodes,
mission memory, and sounds a
HAVEQUICK I, HAVEQUICK II, and non NATO
confirming tone in the headset.
HAVEQUICK.
3.7.3 HAVE QUICK (HQ) System. 3.7.5 Normal Operation.
a. The HQ system provides a jam resistant capability 3.7.5.1 UHF AM Mode.

through a frequency hopping technique. Frequency hopping
is a technique in which the frequency being used for a NOTE
given channel is automatically changed at some rate com-
Initial battery power on and/or initial APU
mon to the transmitter and receiver. This is referred to as
ac power on may cause Com 2 AN/ARC-
the normal mode, while frequency hopping operation is
164 to go to CT mode - Via CDU Com 2
called the anti-jam (AJ) mode. Several ingredients are nec-
soft key, select PT mode.
essary for successful system operations. These are:
(1) Common frequency. 1. COM fixed function key - Press, to access

COM SUM screen.
(2) Time synchronization.
2. SK 2 soft key - Press, to edit frequency or pre-
(3) Common hopping pattern and rate. set.
(4) Common net number. NOTE
b. The common frequencies have been programmed into If the radio is already in the desired band,
all HQ radios. Time synchronization is provided via UHF and its preset and/or frequency desired is
radio and/or hardware by external time distribution system. known, it may be edited on the COM SUM
A time-of-day (TOD) signal must be received from the time screen, and steps 4 thru 7 will be unneces-
distribution system for each time the system is powered up. sary. To edit preset or frequency, ensure that
GPS may be used for TOD, but needs to be updated upon preset or frequency has edit box around it.
power up, after the GPS initializes itself. The hopping pat- Enter new number in scratchpad, then ENT
tern and hopping rate are determined by the operator in- - Press.
serted word-of-day (WOD). The WOD is a multi-digit
code, common worldwide to all HAVE QUICK users. In 3. BAND soft key - Press.
the AJ mode, a communications channel is defined by a net
number instead of a signal frequency as in the normal 4. UHF AM soft key - Press. The band will be
mode. Before operating in the AJ mode, the radio must be selected, and screen will change to COM sum-
primed. This consists of setting the WOD, TOD, and net mary screen.
number. The anti jamming mode is a function of the band
setting. 5. SETTINGS soft key - Press, to access Settings
screen.
3.7.3.1 Time Of Day (TOD) Transmission. The TOD
entry is normally entered before flight, but it is possible to 6. TUNE soft key - Press, if desired to edit fre-
enter it in flight. Use the HVQK - SETUP screen to re- quency. Enter new frequency in scratchpad, and
ceive and transmit TOD information. ENT fixed function key - Press.
3-27
TM 1-1520-253-10
7. ICS transmitter selector - Position 2 2. SK 2 soft key - Press, to edit COM 2 settings.
8. Radio push-to-talk switch - Press to talk; re- 3. SETTINGS soft key - Press, to access Settings
lease to listen. screen.
3.7.5.2 Frequency Hopping Mode. 4. HVQK - SETUP soft key - Press.
1. On initial start-up of radio, update TOD, and 5. When net control requests TOD update, SND -
load WOD. TOD
a. COM fixed function key - Press, to access 3.7.5.5 Edit or Make Frequency Into PRESET.
COM SUM screen.
1. DAT fixed function key - Press, to access MIS-
b. SK 2 soft key - Press, to edit COM 2 set- SION DATA screen, then COMM soft key, to
tings. access COM PRESET screen.
c. SETTINGS soft key - Press, to access Set- 2. UHF soft key - Press, to access preset screen.
tings screen.
d. HVQK - SETUP soft key - Press. preset to change. Select fields to edit with soft
key, enter new values in scratchpad and press
e. Update TOD, with any one of the soft keys,
ENT to change displayed values.
depending on mission needs.
f. LOAD WODS soft key - Press, to load 3.7.6 Emergency Operation.

WODS. The radio will emit a tone when
WODS are loaded, and return to settings NOTE
screen with band changed to HVQCK I.
Placing EMERG COMM switch to
2. On settings screen, select channel as desired. EMERG COMM disables the CDUs and
tunes COM 2 radios to Guard (243.0 MHz).
3. ICS transmitter selector - Position 2.
1. On emergency control panel, EMERG COMM
4. Radio push-to-talk switch - Press to talk; re- switch - EMERG COMM.
lease to listen.
2. CSC mode selector - 2.
3.7.5.3 Receiving Time from Net Control Aircraft.
1. COM fixed function key - Press, to access lease to listen.
COM SUM screen.
3.8 VHF RADIO SET AN/ARC-222 (COM 3).
2. SK 2 soft key - Press, to edit COM 2 settings.
The AN/ARC-222 VHF transceiver provides AM and
3. SETTINGS soft key - Press, to access Settings FM communication on VHF frequencies between 30.00
screen. MHz and 173.975 MHz. The set receives and transmits FM
signals between 30.000 to 87.975 MHz, and 156.000 to
4. HVQK - SETUP soft key - Press. 173.975 MHz. AM signals are receive only between 108.0
and 115.975, and receive and transmit between 116 and
5. When net control announces TOD update, RCV 155.975. The AN/ARC-222 is referred to as COM 3, which
- TOD. corresponds to its position on the ICS mode select switch.
Power is supplied from the dc essential bus through a cir-
3.7.5.4 Sending Time (Net Control Aircraft). cuit breaker marked VHF AM/FM.
1. COM fixed function key - Press, to access 3.8.1 Antenna. The antenna is located on the bottom of
COM SUM screen. the cabin (Figure 3-1).
3-28
TM 1-1520-253-10
COM
HE ADER
C OM − S UM
SK−1 FM− 1 0 10 HF −USB SK−6
48 . 800 MHz 27 . 9783 MHz
H OM − B A S E
256 . 675 SEC
BASE −OP S
118 . 800 MHz
Y OW − T WR
NE T : 2 9 8 SEC
ME D − TM
[ ]
HE ADER
C OM − 3 CCCCCC
SK−1 PRESE T SK−6
NN
SK−2 TUNE BAND SK−7 HE ADER

X X . X X X X SEC
AAAAAAAA
C OM − 3
SK−3 SQUE L CH SK−8
SK−1 V H F − AM MAR I N E SK−6
ON
SK−4 SK−9
SK−2 FM− SC MAR I N E SK−7
S HOR E
SK−5 RTN SK−10

SK−3 POL I CE SK−8
[ . ]
SK−4 SK−9
SK−5 RTN SK−10
NOTE
INDICATES MULTIPLE PAGES MAY

EXIST.
USE THE PREV KEY TO VIEW THESE
PAGES.
NXT AB0336_1
SA
Figure 3-12. VHF (COM 3) Communication Screen Flow (Sheet 1 of 2)
3-29
TM 1-1520-253-10
DAT
HE ADER HE ADER
M I S S I ON DATA C OM PRESE T
SK−1 WA Y P O I N T S SK−6 SK−1 UHF MAR I N E SK−6
PRESETS
SK−2 C OMM SK−7 SK−2 V H F − AM H F − MR N SK−7
SK−3 E C CM / F H SK−8 SK−3 FM− SC SK−8
SK−4 RAD I O SK−9 SK−4 HF SK−9

NAV
SK−5 QU I CK R E V I EW SK−10 SK−5 POL I CE RTN SK−10
HE ADER HE ADER
V H F − AM PRESE T MAR I N E PRESE T

SK−1 PRESET SK−6 SK−1 PRESET S H I P / S HOR E SK−6
NN NN
SK−2 NAME SK−7 SK−2 NAME USA / I TU SK−7

AAAAAAAA AAAAAAAA
SK−3 TUNE SK−8 SK−3 TUNE SK−8

XXX . XXX MHz CHN : XXX
SK−4 SK−9 SK−4 SK−9
SK−5 RTN SK−10 SK−5 RTN SK−10
[ ] [ ]
HE ADER HE ADER
FM− SC PRESE T POL I CE PRESE T

SK−1 PRESET SK−6 SK−1 PRESET SK−6
NN NN
SK−2 NAME SK−7 SK−2 NAME SK−7

AAAAAAAA AAAAAAAA
SK−3 TUNE SK−8 SK−3 TUNE SK−8

XX . XXX MHz XXX : XXX MHz
SK−4 KY−TEK SK−9 SK−4 SK−9

X
[ ] [ ]
AB0336_2
SA
Figure 3-12. VHF (COM 3) Communication Screen Flow (Sheet 2 of 2)
3-30
TM 1-1520-253-10
3.8.2 Controls and Functions. The AN/ARC-222 for a new mode, that mode is selected, and the screen re-
radio is controlled by the AMS with the CDU (Figure 3-2), turns to either the COM summary screen or the Setting
or in emergency by a control panel (Figure 3-13). Control screen previously in use.
screens allow the pilot to choose frequency and mode of
transmission (Figure 3-12). Operator functions are to
change band, transmission frequency and mode, and edit SOFT KEY FUNCTION
and establish preset modes and frequencies in normal mode.
Bands associated with this radio are:
sVHF - AM Selects VHF - AM single channel,
returns to previous screen.
BAND FIELD BAND NAME FREQUENCY sFM - SC Selects VHF - FM single channel,
RANGE returns to previous screen.
FM-3 FM-SC 30.000 to 87.975 sPOLICE Selects Police band, returns to

VHF-AM VHF-AM 108.000 to previous screen.
135.975 MARINEg Selects Marine band, returns to
POLC HF AM Police 136.000 to previous screen.
173.995
MRN Marine CH:001 to MARINE Selects Marine shore band, returns
CH:028 and SHOREg to previous screen.
CHN:060 to RTNg Returns to previous screen without
CH:088 changing selected band.
3.8.2.1 COM Summary Screen. The COM SUM 3.8.2.3 Settings Screen. Setting screen allows setting
screen allows the operator to perform all primary radio con- of secondary radio controls and selection of a new preset.
trols. SK-3 selects COM 3 (AN/ARC-222) for edit. Soft
key labels and functions visible when SK-3 is selected are:
SOFT KEY FUNCTION
SOFT KEY FUNCTION
COM 3 - ****** Screen header, giving COM
selected, and band. If radio is not
gSK-3 Selects and then toggles between
working, ***** is displayed.
COM 3 frequency and preset field
for editing. gPRESET Selects number in scratchpad as
gLAST Restores the last manually tuned
frequency, while saving the current gTUNE Selects frequency field for editing.
setting per band of operation. BANDg Access Band screen for this radio.
EMERGs Swaps current frequency with the SQUELCHs Toggles squelch ON or OFF.
band based guard frequency for RTNg Returns to previous screen without
radio that has been selected for changing settings.
edit.
BANDg Access Band selection screen for
3.8.3 Emergency Controls and Functions. The
emergency control panel for the COM 3 VHF radio set is
edit.
located on the lower console. Functions COM 3 in emer-
SETTINGSg Access Settings screen for radio gency operation are limited to FM single channel, VHF
that has been selected for edit. single channel, Marine and Police band. No crypto func-
tions are available. Switch positions that have no function
in this operation are listed as not connected. The function
3.8.2.2 Band Screen. The current operating band is of each control is as follows:
3-31
TM 1-1520-253-10
DISPLAY / INDICATOR
SQ CHAN
D
I TN
S
FH
CUE CUE
RXMT TEST MON T/R
MAR Z
VOL BRT CUE HLD
E LD LE OFF
DF R TOD
SC
T/R O
EF
OFF EA
FUNCTION SWITCH FREQUENCY SWITCH MODE SWITCH
AB0618
SA
Figure 3-13. AN/ARC-222 Control Panel
CONTROL/ FUNCTION CONTROL/ FUNCTION

INDICATOR INDICATOR
CHAN switch Selects channels. Pressing the MN Selects manual channel mode of
switch to rear momentarily will operation.
decrease the channel number by EA Selects VHF AM guard channel for
one. Pressing and holding the transmit and receive. (Monitor
switch to rear more than two 121.5 MHz only when SC AM,
seconds will decrease the channel FM, or maritime presets are
number by one, and then access selected).
MN channel.
Pressing switch to front EF Selects VHF FM guard channel for
momentarily increases the channel transmit and receive. (Monitor
number by one. Pressing switch to 156.8 MHz, or 40.5 MHz only
front and holding more than 2 when SC AM, FM, or maritime
seconds increases the channel presets are selected).
number by one, and then access
VOL Adjusts volume of radio audio.
preset channel 20.
Function Switch
Display/indicator Displays single channel preset
numbers, frequencies, BIT status OFF Not connected.
and other messages.
T/R Enables transmit and receive.
Frequency Push to front to increase frequency
Adjustment number by one, push to rear to DF Not connected.
switches decrease number by one. MAR Selects maritime preset channels.
Mode switch RXMT Not connected.
SC Selects single channel mode of TEST Initiates built in test (BIT).
operation.
3-32
TM 1-1520-253-10
CONTROL/ FUNCTION 5. SETTINGS soft key - Press, to access Settings

INDICATOR screen.
ZERO Not connected. 6. TUNE soft key - Press, if desired to edit fre-
quency. Enter new frequency in scratchpad, and
ENT fixed function key - Press.
3.8.4 Normal Operation. 7. ICS transmitter selector - Position 3 .
3.8.4.1 Single Channel (SC) Mode. 8. Radio push-to-talk switch - Press to talk; re-
lease to listen.
NOTE 3.8.4.2 Edit or Make Frequency Into PRESET.
Initial battery power on and/or initial APU 1. DAT fixed function key - Press, to access MIS-
ac power on may cause COM 3 AN/ARC- SION DATA screen, then COMM soft key, to
222 to go squelch OFF mode - Via CDU access COM PRESET screen.
Com 3 soft key and SETTING soft key, se-
lect PT mode. 2. VHF-AM, POLICE, or MARINE soft key -
Press, to access desired preset screen.
Momentary loss of power, such as switching
from external to internal power, may cause NOTE
changes in radio settings, to include tuning,
When a MARINE PRESET is changed, all
band and mode of operation.
other Marine Preset’s USA / ITU modes will
be changed to current preset setting (for ex-
ample, if the displayed preset mode is ITU,
COM SUM screen.
all Marine band presets will be changed to
ITU when an edit is made to the displayed
2. SK-3 soft key - Press, to edit frequency or pre-
preset).
set.
NOTE preset to change. Select fields to edit with soft
key, enter new values in scratchpad and press
If the radio is already in the desired band, ENT to change displayed values.
and its preset and/or frequency desired is
known, it may be edited on the COM SUM 3.8.5 Emergency Operation.
screen, and steps 4 thru 7 will be unneces-
sary. To edit preset or frequency, ensure that 1. On emergency control panel, EMERG COM
preset or frequency has edit box around it. switch - EMERG COM.
Enter new number in scratchpad, then ENT
- Press. 2. Set mode switch on emergency control panel to
band and channel desired.
3. BAND soft key - Press.
3. ICS transmitter selector - Position 3
4. Choose desired band by pressing the adjacent
soft key. The band will be selected, and screen 4. Radio push-to-talk switch - Press to talk; re-
will change to COM summary screen. lease to listen.
Change 3 3-33
TM 1-1520-253-10
3.9 HF RADIO SET AN/ARC-220 (COM 5). 3.9.1 Antenna. The tubular antenna element is routed
from the left side of the transition area to a point just for-
ward of the hinged tailcone section, and is supported by
four masts. RF energy is supplied to the antenna via the
WARNING forward mast (Figure 3-1).
Make sure that no personnel are within 3 3.9.2 Controls and Functions. The AN/ARC-220 ra-
feet of the HF antenna when transmitting dio is controlled by the AMS with the CDU (Figure 3-2).
or performing radio checks. Do not touch Control screens allow the pilot to choose frequency and
the RF output terminal on the antenna mode of transmission (Figure 3-14). The AN/ARC-220 is
coupler, the insulated feed through, or the referred to as COM 5, which corresponding to its position
antenna itself while the microphone is on the ICS mode select switch. Operator functions are to
keyed (after the tuning cycle is complete) change band, transmission frequency and mode, and edit
or while the system is in transmit self-test. and establish preset modes and frequencies. Bands associ-
Serious RF burns can result from direct ated with this radio are:
contact with the above criteria.
a. The AN/ARC-220 HF transceiver provides long
RANGE
range communications. The HF radio receives and trans-
mits on any one of 280,000 frequencies spaced at 100 Hz
steps on the high frequency (HF) band. The HF radio has a HF-LSB HF Lower Side 2.0000 to
frequency range of 2.0000 - 29.9999 MHz. Preset nets can Band 29.9999
be manually programmed by the pilot, or loaded with the HF-USB HF Upper Side 2.0000 to
Avionics Management System. The HF radio operates in Band 29.9999
the upper side band (USB) voice, lower side band (LSB) HF-AM HF AM 2.0000 to
voice, amplitude modulation equivalent (AME), or continu- 29.9999
ous wave (CW) modes. Communication security is pro- HF-MRN HF AM Marine CHN:0401 to
vided by a dedicated KY-100 COMSEC device. The HF CHN:2510
radio provides either 10, 50, or 175 watts of power when with gaps.
transmitting. Transmit tune time is normally less than 1 ALE-ECM ALE-ECCM 2.0000 to
second. 29.9999
b. In addition to conventional HF communications the

radio provides automatic link establishment (ALE). In this 3.9.2.1 COM Summary Screen. The COM SUM
mode each station has an address that identifies it, instead screen allows the operator to perform all primary radio con-
of an assigned frequency. The radio automatically estab- trols. SK-6 selects COM 5 settings for editing.
lishes a 2 way communications link between stations on the
best available frequency, and then notifies the pilot that
SOFT KEY FUNCTION
communications can begin. This raises the success rate for
first try links to a distant station from 30 percent to 90
percent. This linking process may take up to 10 seconds, SK-6s Selects and then toggles between
and will be performed after each pause in communications COM 5 frequency and preset field
greater than 60 seconds. Electronic counter countermea- for editing.
sures (ECCM), in the form of frequency hopping requires
that radios have the same keys and be synchronized to the gLAST Restores the last manually tuned
same time source. This radio uses the helicopter’s GPS as frequency, while saving the current
its time source. Both ALE protection and ECCM keys are settings. This function saves one
loaded from the data transfer cartridge. ECCM keys control setting per band of operation.
the frequency hopping pattern. ALE link protection keys EMERGs Swaps current frequency with the
encode station address information to prevent an unautho- band based guard frequency for
rized station entry in the net. radio that has been selected for
edit.
c. Power for the radio is provided from the No. 1 dc
primary bus through a circuit breaker marked HF. KY-100g Access KY-100 screen.
3-34 Change 4
TM 1-1520-253-10
SOFT KEY FUNCTION for a new mode, that mode is selected, and the screen re-
screen previously in use.
BANDg Access band selection screen for
edit. SOFT KEY FUNCTION
SETTINGSg Access settings screen for radio
that has been selected for edit. COM 5 Title of screen
sUSB Selects upper side band mode,
3.9.2.2 Band Screen. The current operating band is returns to previous screen.
Change 3 3-34.1/(3-34.2 Blank)

TM 1-1520-253-10
COM
HE ADER
C OM − S UM
SK−1 FM− 1 0 10 HF −USB SK−6
48 . 800 MHz 27 . 9783 MHz
H OM − B A S E
256 . 675 SEC
BASE −OP S
SK−3 V H F − AM 12 KY− 10 0 SK−8
118 . 800 MHz
Y OW − T WR
NE T . 2 9 8 SEC
ME D − TM
[ ]
HE ADER
C OM − 5
SK−1 USB L SB SK−6
SK−2 AM H F − MR N SK−7
SK−3 A L E − E C CM A L E − E C CM SK−8
NORM S I LENT
SK−4 SK−9
SK−5 RTN SK−10
HE ADER
C OM − 5 CCCCCC
SK−1 PRESE T XM I T / RCV SK−6
NN XX . XXXX
XX . XXXX
SK−2 TUNE BAND SK−7
X X . X X X X MHz
AAAAAAAA
SK−3 SQUE L CH SK−8
L OW
SK−4 P WR SK−9
H I
SK−5 VOL RTN SK−10
[ . ]
NOTE
INDICATES MULTIPLE PAGES MAY

EXIST.
USE THE PREV KEY TO VIEW THESE
PAGES.
NXT AB0337_1
SA
Figure 3-14. HF (COM 5) Communication Screen Flow (Sheet 1 of 2)
3-35
TM 1-1520-253-10
DAT
HE ADER HE ADER
M I S S I ON DATA C OM PRESE T
SK−1 WA Y P O I N T S SK−6 SK−1 UHF MAR I N E SK−6
PRESETS
SK−2 C OMM SK−7 SK−2 V H F − AM H F − MR N SK−7
SK−3 E C CM / F H SK−8 SK−3 FM− SC SK−8
SK−4 RAD I O SK−9 SK−4 HF SK−9

NAV
SK−5 QU I CK R E V I EW SK−10 SK−5 POL I CE RTN SK−10
HE ADER HE ADER
E C CM / F H HF PRESE T
SK−1 HA V E QU I CK F REQ − HOP SK−6 SK−1 PRESET USB SK−6
NN
SK−2 H Q − WO D S A L E − E C CM SK−7 SK−2 NAME L SB SK−7

AAAAAAAA
SK−3 L OAD WO D S SK−8 SK−3 TUNE AM SK−8

XX . XXXX MHz
SK−4 ALE SELF ADDRESS SK−9 SK−4 SK−9

AAAAAAAAAAAAAAA
[ ] [ ]
HE ADER HE ADER
A L E − E C CM PRESE T H F − MR N PRESE T
SK−1 PRESET ALE / ECCM SK−6 SK−1 PRESET SK−6
NN NN
SK−2 NAME SK−7 SK−2 NAME SK−7

AAAAAAAAAAAAAAA AAAAAAAA
SK−3 ECCM−CHNL SK−8 SK−3 TUNE SK−8

XX CH : XXXX
SK−4 SK−9 SK−4 SK−9
[ ] [ ]
AB0337_2
SA
Figure 3-14. HF (COM 5) Communication Screen Flow (Sheet 2 of 2)
3-36
TM 1-1520-253-10
SOFT KEY FUNCTION SOFT KEY FUNCTION
sAM Selects AM (both sidebands) mode, ALE-ECCM Title of screen.

returns to previous screen. SETUP
sALE - ECCM Selects ALE - ECCM mode, sSEND POS Calls the selected station, sends
NORM returns to previous screen. GPS present position, and
terminates the link.
LSBg Selects lower side band mode,
returns to previous screen. sABORT Cancels settings, ends established
link.
HF MRNg Selects ITU Marine channel band,
returns to previous screen. gSELF Edit the current address for ALE
ADDRESS operation.
ALE - ECCM Selects ALE - ECCM mode
SILENTg without automatic replies, returns gCALL Edit address of called stations.
to previous screen. ADDRESS
RTNg Returns to previous screen without gAPPLY Applies address edits, if radio is in
changing existing band settings. ALE-ECCM band.
GPS-TOD Updates AN/ARC-220 internal
3.9.2.3 Settings Screen. Setting screen allows setting SYNCg clock with GPS time.
of secondary radio controls, selection of a new preset, and RTNg Returns to previous screen without
gives access to frequency hopping set-up parameters. changing edits.
SOFT KEY FUNCTION 3.9.3 Operation.
3.9.3.1 Starting Procedure.

COM 5 ***** Header identifying the radio and
band selected.
1. BAND and FREQ - Select.
gPRESET Selects number in scratchpad as
frequency preset number. 2. CHAN - Select.
gTUNE Selects frequency field for editing.
3.9.3.2 Receive.
gPWR Toggles radio transmit power
outputs between LOW, MID, HI. 1. ICS VOL control - As required.
gVOL Changes volume of radio in 2. SQL control - As required.

headset.
sXMT/RCV Shows current tuned frequencies 3.9.3.3 Transmit.
for transmit and receive operation.
1. ICS 5 transmitter selector switch - Set.
BANDg Access band screen for this radio.
2. Radio push-to-talk switch - Press-to-talk;
SQUELCHs Toggles squelch ON or OFF.
release to listen.
RTNg Returns to previous screen without
changing band, or settings. 3.9.3.4 ALE Operation. Initial setup to receive and
transmit using ALE:
3.9.2.4 ALE - ECCM Setup. 1. COM fixed function button - Push.
2. SK-6 soft key - Push, to highlight COM 5.
3-37
TM 1-1520-253-10
3. BAND soft key - Push. 11. ICS transmitter selector - Position 5, and radio
push-to-talk switch - Press. CALLwill appear
4. Either ALE-ECCM soft key - Push. under the COM 5 band annunciator, which will
change to LINK when the ALE link is estab-
5. On COM SUM screen, SETTINGS soft key - lished.
Push.
6. On SETTINGS screen, ALE SETUP soft key lease to listen.
- Push.
Receive, using ALE:
7. On ALE SETUP screen, SELF ADDRESS
soft key - Push. Select your address from the 13. After ALE is setup if another station calls,
list. Scroll through addresses using PREV INCM-CAL will appear on CDU status line, a
NEXT rocker switch. tone will sound in the headsets, and the annun-
ciator under band for COM 5 will change to
LINK.
NOTE
14. ICS transmitter selector - Position 5.
ALL is the last address entry on the list.
Press PREV side of rocker switch to display 15. Radio push-to-talk switch - Press to talk; re-
this address quickly. lease to listen.
8. CALL ADDRESS soft key - Push. Select the 3.9.3.5 Edit or Make Frequency Into PRESET.
other station’s address from the list. Scroll
through addresses using PREV NEXT rocker 1. DAT fixed function key - Press, to access MIS-
switch. SION DATA screen, then COMM soft key, to
access COM PRESET screen.
9. APPLY soft key - Push. Select your address
from the list. The reference numbers next to 2. HF, or HF-MRN soft key - Press, to access
SELF ADDRESS and CALL ADDRESS will desired preset screen.
return to 0, but the addresses will remain as
selected. 3. Use PREV/NEXT rocker switch to display
preset to change. Select fields to edit with soft
10. RTN soft key - Push, until COM SUM screen key, enter new values in scratchpad and press
appears. ENT to change displayed values.
Communicate using ALE: 3.9.4 Messages. The following display advisory mes-
sages may appear during operation of the radio:
Table 3-2. AN/ARC-220 Messages
ERROR MESSAGE ACTION
ALE - NO DATA ALE mission data not loaded. Load mission data.
ALE - NO KEYS ALE link protection keys not loaded.
CALL FAIL Radio failed to complete an outgoing call.
CALLING Radio is placing an ALE call to another address.
CHANNEL BUSY ALE or ECCM net is in use. Wait or try another net.
3-38
TM 1-1520-253-10
Table 3-2. AN/ARC-220 Messages (Cont)
CHANNEL INOP ALE or ECCM keys are not loaded, or not correct.
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.
ECCM - NO KEYS ECCM keys not installed.
EMERG Mode or net selected for emergency communica-

tion is inoperative.
EMERG - NO KEYS No keys available for net selected for emergency

communication.
EOM End of message.
EXT FAIL Radio failed due to external device, such as an-

tenna.
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 Radio not receiving time signals from GPS.
HELD ALE call being held in specific frequency by op-

erator.
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.
MSG ABORT Radio discontinuing sending of current message.
3-39
TM 1-1520-253-10
NET INOP Selected net contains no data, corrupted data, or

hardware cannot support the selected mode of op-
eration.
NO AUTO XMT Radio has been instructed not to make any auto-
matic transmissions.
NO DATA Database is not filled with necessary data to per-

form 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 radio in PA coupler.
POSN RPT FAIL Current location or GPS position report was not
transmitted.
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 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 Radio sending GPS position report.
SOUND Radio sending an ALE sound.
SYNCING Time synchronization being performed.
TESTING BIT in progress.
3-40
TM 1-1520-253-10
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.

3.10 TSEC/KY-100 SECURE COMMUNICATION SOFT KEY FUNCTION
SYSTEM.
The TSEC/KY-100 provides secure, half duplex voice, gBOTH Same function as pressing both
digital data, analog data and remote keying capabilities for ARROWS arrow keys at the same time.
transmission over the HF radio. It has six operational
modes, and can store often used settings on presets. Power PT/CTs Toggles between plain text and
is supplied from the No. 1 dc primary bus through a circuit cipher mode voice.
breaker marked HF SCTY SET. OFFLINEs Off line mode disables
communications and accesses
3.10.1 Controls and Functions. The KY-100 is con- screens to select mode settings,
trolled by the AMS with the CDU (Figure 3-2). Pilot input test, and fill screens.
is through a control screen (Figure 3-15), accessed by
pressing INI, then FILL soft key, then KY-100 soft key. ZERO ALLs Erases all keys in the unit except
Indications and soft key functions are as follows: the emergency backup key.
3.10.1.1 KY RTU Screen. Mode screen:

3.10.2 Starting Procedure.
SOFT KEY FUNCTION 3.10.2.1 Cold Start. A cold start is performed when
there are no traffic keys in the KY-100 at start up.
gINIT KEY Selects operating modes.
1. Access KY-100 screen by INI, then FILL soft
gUP ARROW Acts as an up arrow key. key, then KY-100 soft key - Press.
gRIGHT Acts as the right arrow key. 2. OFFLINE soft key - Press. TEST will be dis-
ARROW played.
3-41
TM 1-1520-253-10
HE ADER
KY 1 0 0 RCU
SK−1 SK−6
SK−2 I N I T KEY PT / CT SK−7
SK−3 UP A R R OW OF F L I NE SK−8
SK−4 R I GH T A R R OW ZERO SK−9

AL L
SK−5 BOT H A R R OW S RTN SK−10
AB0614
SA
Figure 3-15. KY-100 Secure Communication Control Screen
3. UP ARROW soft key - Press. KEY OPS will 9. On KYK-13, place Fill switch to next fill.
be displayed.
10. Repeat steps 6 through 9 for each key fill re-
4. Connect KYK-13 KY-100 fill port on lower quired for loading.
console.
11. On CDU press BOTH ARROWS soft key
5. On KYK-13:. twice.
a. Mode switch - ON 12. Press PT/CT soft key.
b. Fill switch - Place to fill number (1-6) de- 13. Press RTN soft key.
sired.
14. Remove KYK-13 from fill port.
6. On CDU, INIT soft key - Press three times.
LOAD KEY, then 1, then LOAD 1 will be
displayed.
7. On CDU, INIT soft key - Press again, to ini- 3.10.3.1 Change Mode.
tiate load. LOAD KEYS will appear, then
KEY 1(flashing), and LOAD 1 with 1 flashing 1. To access KY-100 control screen, COM fixed
will appear. During load, 2 beeps will be heard function key, then SK-6 soft key, then KY-100
in the headsets. The key that was loaded is soft key - Press.
stored in fill position 1.
2. On the KY-100 control screen, PT/CT soft key
8. On CDU, UP ARROW soft key - Press. - Press, until either secure (CT) or clear voice
LOAD 2 (flashing) will be displayed. (PT) appears in reverse video.
3-42
TM 1-1520-253-10
3.10.3.2 Zeroize All Keys.
1. On the KY-100 control screen, ZERO ALL

soft key - Press. ZEROED will appear in the
annunciator box, and a tone will be heard in the
headset. Z EMERG EMERG
E CDU−1 COMM IFF
A N N
R
U O O
3.10.3.3 Zeroize Specific Keys. O
T R R
I
O M M
Z
CDU−2 HOLD
1. On the KY-100 control screen, OFFLINE soft E
key - Press. EMERGENGY CONTROL PANEL
2. UP ARROW, or RIGHT ARROW soft key -

Press, until KEY OPS appears in the annuncia-
AB0802
tor box. SA
Figure 3-16. Emergency Control Panel (ECP)

3. INIT KEY soft key - Press. LOAD KEY will
be displayed in annunciator box.
zeroize switch will erase all sensitive data in the AMS,
4. UP ARROW, or RIGHT ARROW soft key - regardless of the status of the CDUs.
Press, until ZERO appears in the annunciator
box. 3.11.1 Controls and Functions. All emergency con-
trols for the AMS are located on the control panel, mounted
5. INIT KEY soft key - Press. ZERO, with a in the lower console (Figure 3-16). The function of each
flashing number appears. The flashing number control is as follows:
indicates the currently selected key to be ze-
roized.
CONTROL/ FUNCTION
6. UP ARROW, or RIGHT ARROW soft key - INDICATOR
Press, until key location to zeroize is displayed. ZEROIZE Guarded switch. Placing in
switch ZEROIZE erases all COMSEC
7. INIT KEY soft key - Press. The entire ZERO data from the system.
N will now flash.
CDU-1 AUTO Designates bus controller
8. INIT KEY soft key - Press again. The screen CDU-2 switch
will blank while zeroizing process takes place.
AUTO Normal position. Bus controller is
When zeroizing is complete, a tone will be
designated on startup
heard in the headset, the display will briefly
automatically.
change to ZEROED N, and then revert to
ZERO N. CDU-1 CDU- Manually designates either CDU 1
2 or CDU 2 as bus controller.
9. Repeat steps 6 through 8 to zero other key po-
sitions, as desired. EMERG
COMM switch
10. When all desired key positions are zeroized, NORM Disables AN/ARC-222 control
PT/CT - Press. panel.
3.11 EMERGENCY CONTROL PANEL (ECP). COMM Activates AN/ARC-222 control

panel, tunes UHF AN/ARC-164
The emergency control panel contains switches that control radio to 243.0 MHz transmit and
emergency functions of the AMS. It provides a means of receive.
communications in the event of avionics management sys-
EMERG IFF
tem (AMS) dual control display unit (CDU) failure. The
switch
3-43
TM 1-1520-253-10
CONTROL/ FUNCTION crypto codes, KIT-1C codes, flight plans and communica-
INDICATOR tions presets contained in AMS and the Data Transfer Sys-
tem, GPS almanac, and all information in DTS cartridge.
IFF Causes the transponder to reply After zeroizing, all radio settings may change and should
with code 7700 (emergency) in be checked.
mode 3/A.
HOLD Retains mode 4 code setting when 3.11.2.2 Emergency Comm Mode. This mode acti-
vates the AN/ARC-222 standby control panel, and tunes
power is removed from the
the AN/ARC-164 radio to 243.0 MHz. When this occurs,
transponder.
all radio settings in the AMS CDU may be changed and
should be checked when EMERG COMM is placed in
NORM.
3.11.2.1 Zeroize Mode. This mode provides centralized

zeroization control for all secure information, including
3-44 Change 3
TM 1-1520-253-10
Section III NAVIGATION
3.12 AREA NAVIGATION SYSTEM. is selected, the helicopter will be guided to start the turn
prior to the waypoint. For legs with course changes less
The area navigation system in the AMS receives inputs than 120°, a standard rate turn will result in a roll out on the
from navigation sensors and relates the helicopter’s posi- outbound course. When course changes direction greater
tion to waypoints in flight plans to arrive at an output to the than 120°, the turn will result in a teardrop pattern.
command instrument system and the navigation display
(VSI and HSI, and the multifunction display) on the instru- 3.12.1.3 Flight Plan Sequencing. Flight plan legs
ment panel. Area navigation maps, showing the flight plan may be advanced, re flown or skipped at the pilot’s discre-
waypoints and desired track between them, may be dis- tion. The RVRS soft key causes the flight plan sequence to
played on the MFD, while precise navigational guidance reverse course, flying the helicopter back along the same
similar to VOR or ILS tracking is displayed on the VSI and route that it came. When this soft key is pressed, the dis-
HSI. Both horizontal and vertical navigation guidance is played list is also changed to reflect the new routing. The
provided. GO TO function will give direction from the helicopter’s
present position to the designated TO waypoint, and con-
3.12.1 Flight Plans. tinue sequencing from there through the balance of the
flight plan. This allows the pilot to enter the flight plan
a. Three pilot defined flight plans are available in the from any position to any waypoint in the sequence.
AMS. Direct flight plans guide the helicopter in 9direct to9
flights, from any present position to a distant waypoint. 3.12.1.4 Flight Plan Control Screens. The main con-
Two other flight plans, labeled 1 and 2 are available. trol screen is FPLN - N (N is either 1 or 2), accessed by the
FPN fixed function key (Figure 3-17). Soft key controls
b. Flight plans are an ordered series of waypoints. Each and their functions are as follows:
flight plan may contain up to 98 waypoints, which may be
in any reference number sequence. Waypoints may also be
repeated in a flight plan. Flight plan control screens are CONTROL/ FUNCTION
used to access, review and modify flight plans and way- INDICATOR
points.
gAUTO/MAN Toggles between automatic and
3.12.1.1 Activating, Or Reactivating a Flight Plan. manual leg changes.
When the ENGAGE soft key is pressed on a flight plan for WPT Toggles between turn anticipation
the first time, the first waypoint listed is made the TO way- CAPTURE and waypoint overfly turn
point, and the helicopter’s present position becomes a gEARLY/OVER command.
phantom FROM waypoint. If the flight plan is partly navi-
gated, and then left, it is suspended with the current TO sDIRECT Accesses PPOS-DIRECT screen.
waypoint remembered as the resume point. When the flight
sFPLN 1 Access FPLN-1 screen.
plan is re engaged it will navigate to the remembered TO
waypoint. The helicopter’s present position again becomes sFPLN 2 Access FPLN-2 screen.
a phantom FROM waypoint, creating a leg that goes to the
resume point of the flight plan. sSTOP Deactivates the active flight plan,
and ends steering commands.
3.12.1.2 Leg Sequencing. Leg sequencing in a flight sSEQ-NXT Manually advances flight plan to
plan may be automatic or manual. When manual sequenc- the next from-to pair, and changes
ing is selected, arrival at the TO waypoint causes the header leg change sequencing to
to display WPT on the status line and will flash the WPT MANUAL.
or MOB label on the navigation header. The pilot must
then press NXT key to sequence to the next leg. When SEARCH Accesses CREEPLINE search
automatic sequencing is selected, the WPT warning will CREEPLINEg pattern screen.
flash for only a second prior to sequencing to the next leg.
EXP-SQRg Accesses EXPAND SQR search
In the automatic mode, the exact time of leg sequencing
pattern screen.
changes with the selection of leg switching. When EARLY
Change 3 3-45
TM 1-1520-253-10
FPN
HE ADER
F L I GH T PL AN
SK−1 A U T O / MA N S TOP SK−6
WPT CAPTURE
SK−2 EARL Y / OVER SEQ−NXT SK−7
SEARCH
SK−3 D I RECT CRE E P L I NE SK−8
SK−4 FPLN− 1 A E X P − SQR SK−9
SK−5 FPLN− 2 S E C T OR SK−10
HE ADER
PPOS −D I RECT
SK−1 TO WPT MGR S SK−6
XX AAAAAAAA
SK−2 WPT OFFSET SK−7

RNG XXX . X
HE ADER
BRG XXXH
SK−3 TO LAT / LONG SK−8
N XX XX . XX FPLN−X
E XXX XX . XX SK−1 ED I T SEQ AA GO T O SK−6
SK−4 GOTO−STP SK−9
SEQ WPT NAME
XX NN AA CCCCCCCC
SK−2 NN AA CCCCCCCC SEQ SK−7
SK−5 E NGAGE RTN SK−10 NN AA CCCCCCCC
[ ] NN AA CCCCCCCC
SK−3 NN AA CCCCCCCC SEQ SK−8
NN AA CCCCCCCC
NN AA CCCCCCCC
SK−4 NN AA CCCCCCCC RVRS SK−9
NN AA CCCCCCCC
NN AA CCCCCCCC
SK−5 E NGAGE RTN SK−10
[ ]
HE ADER
FPLN−X ED I T
SK−1 I NSERT DEL E TE SK−6
SEQ WPT NAME
NN AA CCCCCCCC D
HE ADER
SK−2 TO AA CCCCCCCC D SK−7
NN AA CCCCCCCC D
NN AA CCCCCCCC D
FPLN LEG DATA
SK−3 NN AA CCCCCCCC D SK−8
SK−1 FR NN AAAAAAAA SK−6
TO NN AAAAAAAA NN AA CCCCCCCC D
DIST XXXX . X NM
NN AA CCCCCCCC D
SK−2 SK−7 SK−4 NN AA CCCCCCCC D SK−9
INIT DTK XXX TO
NN AA CCCCCCCC D
NN AA CCCCCCCC D
SK−3 PLAN ALT P GC / P E A SK−8 SK−5 LEG DATA RTN SK−10
SXXXXX MSL [ ]
SK−4 SK−9
SK−5 RTN SK−10
[ ]
AB0615
SA
Figure 3-17. Flight Plan Control Screens
3-46
TM 1-1520-253-10

INDICATOR INDICATOR
SECTORg Accesses SECTOR search pattern SK-4g Places adjacent waypoint number,
screen. then toggles the next two waypoint
numbers in the GOTO field for
selection.
3.12.1.5 Present Position Direct Screen. Direct to
flight planning is used to establish a track from the helicop- sENGAGE Activates flight plan. When first
ter’s present position to a selected waypoint. Use the screen pressed, or resumed, waypoint 0 -
to select the waypoint, and activate the flight plan. P-POS will be the FROM
waypoint, and the first waypoint, or
the last saved TO waypoint (if
CONTROL/ FUNCTION resumed) will be the TO waypoint.
INDICATOR
GOTOs Skips directly to the specified
PPOS-DIRECT Title of screen. sequence number in the flight plan
list. The display list will shift to
gTO WPT Enter or edit the direct - to
show the displayed number as the
waypoint by number or name.
TO waypoint. The flight plan
gWPT OFFSET Selects offset range and bearing for manager will fly a direct - to leg
entry and edit. from the current position to that
point, then resume normal
gTO LAT/ Displays coordinates of TO sequencing.
LONG destination.
dSEQ Refly the previous leg. Entire
sENGAGE Activates Direct - To steering. waypoint list is shifted. This key is
When pressed, AMS marks the inactive when the flight plan is first
current position as the FROM activated, and the FROM waypoint
waypoint and provides steering to is the marked present position.
fly to the TO destination. Repeated
pressing of soft key re-marks and fSEQ Shifts flight plan forward one leg.
restarts the steering mode. Entire waypoint list is shifted. This
key is inactive when the flight plan
MGRSs Toggles between LAT/LONG and TO waypoint is the last waypoint in
MGRS coordinates. the flight plan.
GOTO-STPs Makes the storepoint indicated RVRSs Reverse flight plan in AMS. Key is
below the TO waypoint. disabled on first leg of flight plan.
Continued pressing will continue to
reverse sequence.
3.12.1.6 FPLN - X Screen. FPLN - 1 or FPLN -2
screens review and modify the status of the flight plan. RTNg Displays the previous screen with
no change in status.
CONTROL/ FUNCTION
INDICATOR 3.12.1.7 Edit FPLN - X Screen.
FPLN -N Title of screen. NOTE
sEDIT Access FPLN - N EDIT screen.
Changes made on one CDU wlll not be seen
FR Selects offset range and bearing for on the other CDU until that CDU leaves
TO entry and edit. FLIGHT PLAN screens, and returns.
SK-3g Places adjacent waypoint number, Modify flight plans with this screen by inserting and
then toggles the next two waypoint deleting waypoints. AMS will compute leg data automati-
numbers in the GOTO field for cally.
selection.
Change 3 3-47
TM 1-1520-253-10
in the flight plan, or a resumed flight plan, or a direct-to

CONTROL/ FUNCTION
waypoint, the START waypoint will be used as the FROM
INDICATOR
FPLN-X EDIT Title of screen.
CONTROL/ FUNCTION
gINSERT When pressed, INSERT changes to INDICATOR
reverse video. Enter the name or
FPLN LEG Title of screen.
number of a waypoint to be
DATA
inserted in the flight plan.
FR Displays number and name of the
SK-2g Places edit selection on any one of
TO FROM and TO waypoints.
the first four waypoint numbers on
the screen. gPLAN ALT Enter planned altitude (-2000 to
29999 Ft)
SK-3g Places edit selection on the
adjacent waypoint number, then the gPGC/PEA Toggles between planned ground
next two waypoint numbers on the clearance and planned enroute
screen. altitude. Toggles planned altitude
display between MSL and AGL.
SK-4g Places edit selection on the
adjacent waypoint number, then the RTNg Displays the previous screen.
next two waypoint numbers on the
screen.
3.12.2 Search Patterns. Predefined search patterns
sLEG DATA Access LEG DATA screen. (Figure 3-18) are available for use in a flight plan, or on
sENGAGE Activates flight plan. When first their own. These search patterns are creeping line, expand-
pressed, or resumed, waypoint 0 ing square and sector search. A diagram of each appears on
P-POS will be the FROM the CDU setup screen in order to illustrate the pilot entered
waypoint, and the first waypoint, or values. All search patterns share a common trigger way-
the last saved TO waypoint (if point, so changing the waypoint on one search pattern page
resumed) will be the TO waypoint. will change the display for all three. The last displayed
search pattern will be considered the selected one, and will
DELETEs Deletes the selected waypoint, be armed if the trigger point is either the TO waypoint or is
moves the balance up one position. contained within the next eight waypoints of the flight plan.
sSK-7 Places edit selection on any one of When the trigger point becomes the TO waypoint of a flight
the first four waypoint names on plan, the flight plan will be suspended, and the search pat-
the screen. tern will be automatically engaged. Steering will continue
direct to the trigger point and then through the pattern.
sSK-8 Places edit selection on the Pattern setup screens are as follows:
adjacent waypoint name, then the
next two waypoint names on the 3.12.2.1 Creepline Search Pattern. The suggested
screen. distance on this pattern generated from the FIND screen is
limited to the along track (D-2). DIR sets the direction the
sSK-9 Places edit selection on the
pattern will expand towards. The controls and functions of
adjacent waypoint name, then the
the expanding square search pattern are as follows:
next two waypoint names on the
screen.
CONTROL/ FUNCTION
RTNg Displays the previous screen.
INDICATOR
CREEPLINE Title of screen.
3.12.1.8 Flight Plan Leg Data Screen. The CDU per-
forms a navigational calculation between the FROM and gSTART AT Selects trigger waypoint number
TO waypoints, computing a great circle distance, and de- and name for edit.
sired track (DTK) for the leg. If the TO waypoint is the first gDIR Enter direction of first leg.
3-48 Change 3
TM 1-1520-253-10
CONTROL/ FUNCTION
INDICATOR
gORIENT Toggles direction of first turn
between LFT and RGT.
Change 3 3-48.1/(3-48.2 Blank)

TM 1-1520-253-10
FPN
HE ADER HE ADER
F L I GH T PL AN CRE E P L I NE
SK−1 A U T O / MA N S TOP SK−6 SK−1 START AT DIST−1 SK−6
NN AAAAAAAA XX . X
WPT CAPTURE
SK−2 EARL Y / OVER SEQ−NXT SK−7 SK−2 DIR DIST−2 SK−7

350 X . X
SEARCH
SK−3 D I RECT CRE E P L I NE SK−8 SK−3 ORIENT RGT F I ND SK−8
SK−4 FPLN− 1 A E X P − SQR SK−9 SK−4 ARM SK−9
D−2
D−1
SK−5 FPLN− 2 S E C T OR SK−10 SK−5 E NGAGE RTN SK−10
[ ]
HE ADER
E XPAND − SQ R
SK−1 START AT DIST−1 SK−6
NN AAAAAAAA X . X
SK−2 DIR SK−7

350
SK−3 ORIENT C CW F I ND SK−8
SK−4 ARM SK−9

D−1
HE ADER
S E C T OR [ ]
SK−1 START AT DIST−1 SK−6
NN AAAAAAAA XX . X
SK−2 DIR SECT−ANGLE SK−7

350 XX . X
SK−3 ORIENT CW F I ND SK−8
1
SK−4 ARM SK−9
3
2
[ ] HE ADER
F I ND
SK−1 Y E L L OW CONDITION SK−6
RAF T SUN
SK−2 S I GNA L SK−7

M I RROR
SECTOR ANGLE
SK−3 DYE SK−8
MARK E R
SK−4 S MOK E SK−9
SK−5 L I FE J ACK E T RTN SK−10
[ ]
AB0655
SA
Figure 3-18. Search Pattern Control Screens.
3-49
TM 1-1520-253-10

INDICATOR INDICATOR
sENGAGE Activates the pattern immediately. DIST-1s Enter inter track (D-1) pattern
If a trigger waypoint is specified, spacing in NM.
helicopter will fly a 9direct-to9 leg
to the waypoint, and start the FINDg Access FIND screen.
pattern. If 0 is entered as trigger ARMg Arms pattern, for activation when
waypoint, the pattern will start trigger waypoint becomes the TO
immediately. When pattern is waypoint in an active flight pattern.
active, ENGAGE is displayed in
reverse video. RTNg Return to previous displayed
screen.
DIST-1s Enter cross track (D-1) distance in
NM of pattern.
3.12.2.3 Sector Search Pattern. Sector angle and pat-
DIST-2s Enter along track (D-2) distance in
tern radius are linked, so that changing one will change the
NM of pattern.
other. The controls and functions of the expanding square
FINDg Access FIND screen. search pattern are as follows:
ARMg Arms pattern, for activation when

trigger waypoint becomes the TO CONTROL/ FUNCTION
waypoint in an active flight pattern. INDICATOR
RTNg Return to previous displayed SECTOR Title of screen.
screen.
gSTART AT Selects trigger waypoint number
and name for edit.
3.12.2.2 Expanding Square Search Pattern. The
controls and functions of the expanding square search pat- gDIR Enter direction of first leg.
tern are as follows: gORIENT Toggles direction of first turn
between left or right to produce a
clockwise or counter clockwise
CONTROL/ FUNCTION (CW and CCW) pattern.
INDICATOR
sENGAGE Activates the pattern immediately.
EXPAND-SQR Title of screen. If a trigger waypoint is specified,
helicopter will fly a 9direct-to9 leg
gSTART AT Selects trigger waypoint number to the waypoint, and start the
and name for edit. pattern. If 0 is entered as trigger
gDIR Enters direction of first leg. waypoint, the pattern will start
immediately. When pattern is
gORIENT Toggles direction of turn to give a active, ENGAGE is displayed in
clockwise or counter clockwise reverse video.
(CW or CCW) pattern orientation.
DIST-1s Enter sector radius (D-1) distance
sENGAGE Activates the pattern immediately. of pattern in NM.
If a trigger waypoint is specified,
helicopter will fly a 9direct-to9 leg SECT-ANGLEs Enter sector angle of pattern.
to the waypoint, and start the FINDg Access FIND screen.
pattern. If 0 is entered as trigger
waypoint, the pattern will start ARMg Arms pattern, for activation when
immediately. When pattern is trigger waypoint becomes the TO
active, ENGAGE is displayed in waypoint in an active flight pattern.
inverse video.
3-50
TM 1-1520-253-10

INDICATOR INDICATOR
RTNg Return to previous displayed RTNg Return to previous displayed
screen. screen.
3.12.2.4 Find Screen. Use the find screen to set sug- 3.12.3 Waypoints. A waypoint is a geographic location.
gested distances in the search patterns. These distances are Waypoints are stored in the AMS data base with a unique
based on a look up table embedded in AMS software. navigation reference point (NRP) number and name. Way-
Pressing the soft key adjacent to the search object (yellow points may be part of the downloaded flight data, created or
raft, smoke, hand held star) will cause the appropriate modified with the CDU, or automatically generated by the
search distances to be entered in the pattern that was dis- flight planning program. Waypoints generated to start flight
played when the FIND soft key was pressed. The controls plans, or as part of a search pattern are assigned special
and functions of this screen are as follows: NRPs and names by the flight planning program. A flight
plan engage start position will be labeled START. The
helicopter’s position when a direct-to function is activated
CONTROL/ FUNCTION is marked as MAN-LL. Search pattern waypoints will be
INDICATOR marked CR-NN, EX-NN, or SS-NN. The pattern waypoints
are also numbered from 1 to 99, and will reset to 1 if the
FIND Title of screen. pattern is flown long enough. A waypoint that is calculated
SK-1gYELLOW Returns to previous screen with D- as an offset of an existing waypoint will have * in front of
RAFT 1, D-2, and sector angle (as its name.
applicable) set for conditions and
objects displayed. 3.12.3.1 Create and Modify Waypoints, and Store-
points. Waypoints are loaded in both CDUs by the data
SK-2gSIGNAL Returns to previous screen with D-
transfer system. Editing the waypoints changes both CDU
MIRROR 1, D-2, and sector angle (as
files and DTS files as they are edited. Storepoints are cre-
SMOKE applicable) set for conditions and
ated in the CDU by overflying a known point, establishing
2-CELL objects displayed.
a GPS position, or marking a TACAN bearing and dis-
FLASHLIGHT
tance.
SK-3gDYE Returns to previous screen with D- 3.12.3.2 Create and Modify Waypoints. Use the
MARKER 1, D-2, and sector angle (as MISSION DATA waypoint screens to create or modify
LIFE JACKET applicable) set for conditions and waypoints originally loaded in the DTS. The mission data
HAND HELD objects displayed. screen is accessed by pressing the DAT fixed function key.
STAR
CONTROL/ FUNCTION
SK-4gSMOKE Returns to previous screen with D- INDICATOR
(BLANK) 1, D-2, and sector angle (as
VERY applicable) set for conditions and sMISSION Title of screen.
CARTRIDGE objects displayed. DATA
SK-5gLIFE Returns to previous screen with D- WAYPOINTS Access the WAYPOINT DATA
JACKET 1, D-2, and sector angle (as screen.
(BLANK) applicable) set for conditions and
PRESETS Access the COM PRESET screen.
(BLANK) objects displayed.
COMMg
CONDITIONs Toggles between SUN,
ECCM-FHg Access the ECCM/FH screen.
OVRCAST, and NIGHT
condition, changing selection of RADIOgNAV Access the RADIO NAV
search objects. PRESETS screen.
Change 3 3-51
TM 1-1520-253-10
DAT
HE ADER
M I S S I ON DATA
PRESETS
SK−2 C OMM SK−7

NAV
SK−5 QU I CK R E V I EW SK−10
HE ADER
WA Y P O I N T DATA
SK−1 WPT CCCCCCCC MGR S SK−6
AA AAAAAAAA
SK−2 LAT SK−7

N XX XX . XX
SK−3 LONG SK−8

W XXX XX . XX
SK−4 XALT SXXXXX MSL SK−9

GSLOPE SX . X
SK−5 RTN SK−10
[ ]
AB0656_1
SA
Figure 3-19. Waypoint Control Screens (Sheet 1 of 2)
3-52
TM 1-1520-253-10
DAT
HE ADER
M I S S I ON DATA
PRESETS
SK−2 C OMM SK−7

NAV
SK−5 QU I CK R E V I EW SK−10
HE ADER
QU I CK R E V I EW
SK−1 WA Y P O I N T S C OMM SK−6
FREQ
SK−2 S T OR E C OMM SK−7

PO I NTS CHNL
HE ADER
NAV
WA Y P O I N T F I LE
SK−1 AA AAAAAAAA SK−5 RTN SK−10
AA AAAAAAAA
AA AAAAAAAA
SK−2 AA AAAAAAAA
AA AAAAAAAA HE ADER
AA AAAAAAAA
SK−3 AA AAAAAAAA
AA AAAAAAAA S T OR E P O I N T F I LE
AA AAAAAA AA AAAAAAAA SK−6
SK−4 AA AAAAAA AA AAAAAAAA
AA AAAAAA AA AAAAAAAA
AA AAAAAA AA AAAAAAAA SK−7
SK−5 AA AAAAAAAA
AA AAAAAAAA
AA AAAAAAAA SK−8
AA AAAAAAAA
AA AAAAAAAA
AA AAAAAAAA SK−9
AA AAAAAAAA
AA AAAAAAAA
RTN SK−10
AB0656_2
SA
Figure 3-19. Waypoint Control Screens (Sheet 2 of 2)
3-53
TM 1-1520-253-10

INDICATOR INDICATOR
QUICK Access the QUICK REVIEW FLYOVER Title of screen.
REVIEWg screen. STORE
gOFFSET Edit box enables entry of range,
3.12.3.3 Waypoint Data Screen. The waypoint entry and then bearing of helicopter’s
screen allows the pilot to edit, or define a waypoint. A present position to the waypoint
waypoint is marked as used in the mission data base when- position.
ever there is any data in either the latitude or longitude or LAT/LONG Displays helicopter’s current
the waypoint name. position.
WPT Displays storepoint number.
CONTROL/ FUNCTION
AVAIL Displays number of available
INDICATOR
unused storepoints (from 25 to 0),
WAYPOINT Title of screen. before overwrites must occur.
DATA
gMARK First press of soft key freezes
gWPT Enter or edit waypoint number or position, display becomes reverse
name. video. Second press of soft key
resumes position updating and
gLAT Enter or edit latitude coordinate. normal display.
gLONG Enter or edit longitude coordinate. MGRSg Toggles between MGRS and LAT/
gXALT Toggles edit box between XALT LONG coordinate format.
and GSLOPE. STOREg Stores the waypoint (either frozen,
GSLOPE With edit box around glideslope or, if free running, at the instant
area, enter estimated glideslope STORE soft key was pressed) ,
angle (-9° to 9°), and press ENT. and accesses STORE-POINT
DATA screen.
MGRSg Toggles display between MGRS
and LAT/LONG coordinate
systems. 3.12.5 Navigation Calculator.
Deleted NOTE
Deleted .
There is no connection between AMS and
the helicopter’s fuel measurement system.
3.12.4 Create Storepoints. Storepoints are targets of All fuel calculations are based on pilot in-
opportunity, created 9on the fly9 which may be used later puts of fuel on board and estimated fuel
for navigation. Storepoints may be created by overflying a flow. These calculations are estimates, and
location and pressing MARK. As many as 25 storepoints advisory only. They do not replace the pri-
may be created, and will be designated as A through Z less mary fuel quantity system for fuel load and
O. range planning.
3.12.4.1 Flyover Store Screen. Access this screen by AMS provides a navigational calculator to perform cal-
pressing FIX, then FLYOVER SK-6 soft key. Functions of culations based on the active flight plan and current condi-
the soft keys are: tions of groundspeed, position and time. It displays esti-
mated time of arrival, estimated time enroute, range and
fuel calculations. The CDU accesses the active flight plan
for data used for the navigation calculator functions of es-
timated time of arrival, required groundspeed, and esti-
3-54 Change 3
TM 1-1520-253-10
FIX
HE ADER
UPDATE F I X ME NU STORE
SK−1 F L YOVER F L YOVER SK−6
SK−2 SK−7
SK−3 SK−8
SK−4 SK−9
SK−5 SK−10
HE ADER
F L YOVER S T OR E
SK−1 OF F SE T MGR S SK−6
RNG: XXX . X
BRG: XXXH
SK−2 SK−7
SK−3 LAT N XX XX . XX SK−8

LONG W XXX XX . XX
WPT A
SK−4 AVAIL XX S T OR E SK−9
SK−5 MARK RTN SK−10
[ ]
HE ADER
S T OR E − P O I N T DATA
SK−1 WPT MGR S SK−6
AA AAAAAAAA
SK−2 LAT SK−7

N XX XX . XX
SK−3 LONG SK−8

W XXX XX . XX
SK−4 XALT SXXXXX SK−9

GSLOPE SX . X
SK−5 RTN SK−10
[ ]
AB0657
SA
Figure 3-20. Storepoint Control Screens
3-55
TM 1-1520-253-10
CLC
HE ADER HE ADER
EST T I ME OF ARR I VAL CA L CU L A T OR ME NU

SK−1 FR WPT SK−6 SK−1 ETA SK−6
NN AAAAAAAA
SK−2 TO WPT GS SK−7 SK−2 REQ SK−7

NN AAAAAAAA XXX . X F UEL
SK−3 START TIME FPN SK−8 SK−3 REQU I RED SK−8

XX : XX : XX GS
SK−4 ETE D I RECT SK−9 SK−4 DURA T I ON SK−9

XX : XX : XX RANGE
ETA
SK−5 XX : XX : XX RTN SK−10 SK−5 RNG / BRG SK−10
[ ]
HE ADER HE ADER
EST F UEL REQU I RE D RANGE AND BEAR I NG

SK−1 FR WPT FUEL AMT SK−6 SK−1 TO NN AAAAAAAA SK−6
NN AAAAAAAA XXXXX RANGE XXXX . X NM
BRG XXX . X
SK−2 TO WPT FUEL FLOW SK−7 SK−2 TO NN AAAAAAAA SK−7
NN AAAAAAAA XXXX / HR RANGE XXXX . X NM
BRG XXX . X
SK−3 GS FPN SK−8 SK−3 TO NN AAAAAAAA SK−8
XXX . X RANGE XXXX . X NM
BRG XXX . X
SK−4 REQ−FUEL XXXXX D I RECT SK−9 SK−4 FROM C OMP U T E SK−9
REM−FUEL SXXXXX NN AAAAAAAA
REM−TIME XX : XX : XX
[ ] [ ]
HE ADER HE ADER
REQU I RED GROU ND S P E E D EST DURA T I ON / RANGE

SK−1 FR WPT SK−6 SK−1 FUEL AMT SK−6
NN AAAAAAAA XXXXX
SK−2 TO WPT SK−7 SK−2 FUEL FLOW SK−7

NN AAAAAAAA XXXX
SK−3 START TIME FPN SK−8 SK−3 GS C OMP U T E SK−8

XX : XX : XX XXX . X
SK−4 TOT D I RECT SK−9 SK−4 DURATION XX : XX : XX SK−9

XX : XX : XX RANGE XXXX
SK−5 GS XXX . X RTN SK−10 SK−5 RTN SK−10
[ ] [ ]
AB0658
SA
Figure 3-21. Navigation Calculator Control Screens
3-56
TM 1-1520-253-10
mated duration of flight. This data may be manually over- CONTROL/ FUNCTION
written by the pilot, as desired. The navigation calculator INDICATOR
screens are accessed through a main menu, accessed by the
CLC fixed function key. gTO WPT Enter TO waypoint number or
name.
3.12.5.1 Calculator Menu Screen. The menu screen
gSTART TIME Displays system time. Press soft
provides access to the display and data entry screens. It is
key to edit time to an expected start
accessed by CLC fixed function key. The displays and
time.
functions of active soft keys are as follows:
ETE Displays estimated time enroute
when all edit fields contain data and
CONTROL/ FUNCTION FPN or DIRECT soft key is
INDICATOR pressed.
sETA Access EST TIME OF ETA Displays estimated time of arrival
ARRIVAL screen. when all edit fields contain data and
sREQ Access EST FUEL REQUIRED FPN or DIRECT soft key is
FUEL screen. pressed.
sREQ Access REQUIRED GSs Enter groundspeed. When soft key

GS GROUNDSPEED screen. is pressed, current groundspeed is
displayed.
sDURATION Access EST DURATION/
RANGE RANGE screen. FPNs Displays ETE and ETA based on
flying the active flight plan. If
sRNG/BRG Access RANGE AND BEARING either waypoint entered in FR
screen. WPT or TO WPT is not part of the
flight plan, annunciation of WPT
NOT IN FPN is displayed in
3.12.5.2 Estimated Time of Arrival Screen. The scratchpad, and there will be no
CDU calculates and displays the ETA at any waypoint in display in ETE or ETA fields.
the active flight plan. ETA is only displayed when all edit-
able fields contain data, and either FPN or DIRECT soft DIRECTs Displays ETE and ETA as if flown
key is pressed. The ETA calculations are preformed based as a direct to flight plan.
on: RTNg Returns to previously displayed
screen.
a. Either current helicopter groundspeed, or a pilot en-
tered groundspeed.
3.12.5.3 Required Fuel Screen.
b. Either present position and time, or a pilot entered
NOTE
start waypoint and expected start time.
There is no connection between AMS and
c. Either great circle route direct to destination, or along the helicopter’s fuel measurement system.
the active flight plan. All fuel calculations are based on pilot in-
puts of fuel on board and estimated fuel
d. The displays and functions of active soft keys are as flow. These calculations are estimates, and
follows: advisory only. They do not replace the pri-
mary fuel quantity system for fuel load and
range planning.
CONTROL/ FUNCTION
INDICATOR CDU calculates and displays the amount of fuel required
and fuel remaining to reach any waypoint in the active
gFR WPT Enter FROM waypoint number and flight plan. Calculations are performed using:
name. When soft key is pressed,
present position is displayed. a. Pilot entered fuel on board and fuel flow.
Change 3 3-57
TM 1-1520-253-10
b. Either current helicopter groundspeed, or a pilot en- CONTROL/ FUNCTION

tered groundspeed. INDICATOR
RTNg Returns to previously displayed
c. Either present position and time, or a pilot entered
screen.
d. Either great circle route direct to destination, or along 3.12.5.4 Required Groundspeed Screen. This
the active flight plan. screen permits the pilot to determine the required ground-
speed to achieve a desired time over target. The calculation
e. The displays and functions of active soft keys are as is based on either a direct-to operation, or flying along the
follows: active flight plan. These calculations are performed using:
a. Pilot entered desired arrival time at the waypoint.

CONTROL/ FUNCTION
INDICATOR b. Either present position and time, or a pilot entered
gFR WPT Enter FROM waypoint number and
present position is displayed. c. Either great circle route direct to destination, or along
the active flight plan.
gTO WPT Enter TO waypoint number or
name. d. The displays and functions of active soft keys are as
GSs Enter groundspeed. When soft key follows:
is pressed, current groundspeed is
displayed.
CONTROL/ FUNCTION
REQ-FUEL Displays the calculated pounds of INDICATOR
fuel required to fly between the
FROM and TO waypoints, either
by flight plan route, or direct
present position is displayed.
between the two points.
gTO WPT Enter TO waypoint number or
REM-FUEL Displays the difference between
name.
available and required fuel.
Annotated S to indicate surplus gSTART TIME Displays system time. Press soft
fuel, or D to indicate insufficient key to edit time to an expected start
fuel. time.
FUEL AMT Enter initial pounds of fuel on gTOT Used to enter the required time
board. over target at the TO waypoint.
FUEL FLOW Enter expected average fuel flow in GS Displays calculated groundspeed in
lbs/hr. knots when either FPN or
DIRECT soft key is pressed.
FPNs Displays fuel calculations based on
flying the active flight plan. If FPNs Displays groundspeed based on
either waypoint entered in FR flying the active flight plan. If
WPT or TO WPT is not part of the either waypoint entered in FR
flight plan, annunciation of WPT WPT or TO WPT is not part of the
NOT IN FPN is displayed in flight plan, annunciation of WPT
scratchpad, and there will be no NOT IN FPN is displayed in
display in REM-FUEL or REQ- scratchpad, and there will be no
FUEL fields. display in GS field.
DIRECTs Displays fuel calculation as if DIRECTs Displays groundspeed as if flown
flown as a direct to flight plan. as a direct to flight plan.
3-58 Change 3
TM 1-1520-253-10
CONTROL/ FUNCTION TO waypoints is calculated using a great circle direct-to

INDICATOR path between the FROM and each of the TO waypoints.
The displays and functions of active soft keys are as fol-
RTNg Returns to previously displayed lows:
screen.
CONTROL/ FUNCTION
3.12.5.5 Estimated Duration and Range Screen. INDICATOR
This screen permits the pilot to estimate the duration and gTO Enter TO waypoint number or
range available with a given amount of fuel. These calcu- name.
lations are performed after all editable fields have data in
them, and DIRECT soft key is pressed. Editable soft fields RANGE Displays great circle distance in
contain: nautical miles between the TO and
FROM waypoints.
a. The amount of fuel available and expected fuel flow, BRG Displays magnetic bearing between
both entered by the pilot. the two waypoints measured from
the FROM waypoint.
b. Either the current, or pilot entered groundspeed.
c. The displays and functions of active soft keys are as name. When soft key is pressed,
follows: present position is displayed.
COMPUTEs Commands CDU to compute the
range and bearing between entered
CONTROL/ FUNCTION TO and FROM waypoints.
INDICATOR
gFUEL AMT Selects and displays pounds of fuel screen.
available, as previously calculated.
gFUEL FLOW Selects and displays fuel flow, as
previously entered. 3.12.6 Operation.
gGS Enter groundspeed for the duration 3.12.6.1 Navigate Flight Plan.
calculation. Upon entry, the FUEL
AMT, FUEL FLOW, and GS 1. Access FPLN 1, or FPLN 2 control screen.
values set are the last entered ENGAGE soft key - Press to activate the flight
values on any calculator screen. plan.
DURATION Displays the calculated flight time
2. BRG 1 DIST switch - DOPPLER/GPS.
remaining based on available fuel.
RANGE Displays the calculated range in 3. MODE SEL DOP GPS switch - DOP GPS.
nautical miles remaining based on
groundspeed. 4. CIS MODE SEL NAV/ON switch - As de-
sired.
COMPUTEs Calculates duration and range, and
displays results.
3.12.6.2 Direct To Operation.
screen. 1. Access PPOS - DIRECT control screen. Enter
waypoint number, as desired. ENGAGE soft
key - Press to activate the flight plan.
3.12.5.6 Range and Bearing Screen. This screen cal-
culates the range and bearing between a common waypoint 2. BRG 1 DIST switch - DOPPLER/GPS.
and any three waypoints in the waypoint list when the
COMPUTE soft key is pressed. Range and bearing to all 3. MODE SEL DOP GPS switch - DOP GPS.
3-59
TM 1-1520-253-10
3.12.6.3 Search Pattern Operation. CONTROL/ FUNCTION

INDICATOR
1. Access CREEPLINE, EXPAND - SQR, or
SECTOR control screen. Enter waypoint num- DOP Gives Doppler status:
ber, as desired. ARM soft key - Press to acti- NAV = Nav mode.
vate the search pattern if there is an active flight MEM = In memory mode.
plan that has the START AT waypoint in it, TST = In test mode.
otherwise ENGAGE soft key - Press. F = Doppler inoperative.
DO-GPSs Provides blended GPS/Doppler
2. BRG 1 DIST switch - DOPPLER/GPS.
position to navigation computer.
3. MODE SEL DOP GPS switch - DOP GPS. GPSs Provides GPS only position to
navigation computer.
3.13 DOPPLER/GPS NAVIGATION SET (DGNS)
AN/ASN-128B. DOPs Provides Doppler only position to
navigation computer.
The AN/ASN-128B DGNS is a Doppler navigation sen- VERT-NAVs Not available.
sor, with an embedded GPS receiver. The AN/ASN-128B
in conjunction with the aircraft’s heading, vertical refer-
ences, and position and velocity updates from its internal 3.13.2.2 Present Position Update. Use present posi-
GPS, provides the Avionics Management system accurate tion update to correct for position error which builds up in
aircraft position information from ground level to 10,000 the Doppler sensor when GPS coverage is not available.
feet. The sensor operates either as blended Doppler-GPS, or Updates may be accomplished by overflying a known po-
Doppler or GPS alone. sition, fixing to GPS as a one time fix, or fixing to a
TACAN position, after slant range is corrected using either
3.13.1 Antenna. The GPS antenna is located on the top radar or set point altitude. The screens used to accomplish a
aft section of the helicopter, and the Doppler antenna is on present position are accessed by the FIX fixed function
the underside of the cabin section (Figure 3-1). key, and are described below (Figure 3-22). Doppler up-
dates are done in two steps. The first step, performed by
3.13.2 Controls, Displays, and Function. The con- pressing the MARK soft key, tells the Doppler to prepare
trol and displays for the AN/ASN-128B are limited to se- for the landmark update. Upon receipt of this message, the
lecting which position outputs are used for the area naviga- Doppler marks its internal position. The second step, per-
tion and steering calculations performed within AMS, and formed by pressing the ACC soft key on the DELTAS
position updating the Doppler sensor, when it is operating screen, tells the Doppler the correct position at the time
in the Doppler only mode. when the first message was sent. Doppler then calculates
the difference between the correct position and its marked
3.13.2.1 Sensor Select Control Screen. The NAV position, and then applies that correction to the Doppler
SELECT control screen has the sensor select function. It is current position.
accessed by the NAV fixed function key (Figure 3-22):
3.13.2.2.1 Fix Menu Screen.
CONTROL/ FUNCTION
INDICATOR
CONTROL/ FUNCTION
NAV SELECT Title of screen. INDICATOR
RAIM Gives GPS RAIM status: FIX MENU Title of screen.

P = Pass.
UPDATE Access FLYOVER UPDATE
F = Fail.
sFLYOVER screen.
P-B = Pass with Baro.
F-B = Fail with Baro. STORE Access FLYOVER STORE
NGP = No GPS. FLYOVERg screen.
NA = RAIM not available.
3-60
TM 1-1520-253-10
NAV FIX
HE ADER HE ADER
NAV SELECT UPDATE F I X ME NU STORE
SK−1 VOR 2 RAIM: PPP SK−6 SK−1 F L YOVER F L YOVER SK−6

114 . 60 DOP: NNN
Y OW − O T W A
SK−2 ADF 15 DO − GP S SK−7 SK−2 SK−7
540 . 0
CFRA−OT T
SK−3 TCN 19 GP S SK−8 SK−3 SK−8
025 X
UP L AND
SK−4 DOP SK−9 SK−4 SK−9
SK−5 SE T T I NGS SK−10 SK−5 SK−10
[ ]
HE ADER
F L YOVER UPDATE
SK−1 WPT MGR S SK−6
AA AAAAAAAA
SK−2 LAT N XX XX . XX SK−7

LONG W XXX XX . XX
SK−3 SK−8
SK−4 SK−9
SK−5 MARK RTN SK−10
[ ]
HE ADER
DEL TAS
SK−1 SK−6
SK−2 DOP SK−7

D N XX . XX NM
D E XX . XX NM
SK−3 ACC SK−8
SK−4 SK−9
TO
SK−5 RTN SK−10 FIX
MENU
AB0659
SA
Figure 3-22. AN/ASN-128B DGNS Control Screens
3-61
TM 1-1520-253-10
3.13.2.2.2 Flyover Update Screen. Use this screen to rally signals over the headphones helicopter passage over a
designate a known position as a update waypoint, as the transmitting marker beacon. The radio set may be used as a
helicopter flies directly overhead. VHF omnirange (VOR) or ILS receiver. The desired type
of operation is selected by tuning the receiving set to the
frequency corresponding to that operation. ILS operation is
CONTROL/ FUNCTION selected by tuning to the odd tenth MHz frequencies from
INDICATOR 108.0 to 111.95 MHz. VOR operation is selected by tuning
WPT Used to enter the waypoint number. from 108.0 to 126.95 MHz, except the odd tenth MHz from
The name will be displayed 108.0 to 111.95 MHz reserved for ILS operation. The three
automatically. receiver sections do the intended functions independent of
each other. Performance degradation within any one of the
LAT/LONG Displays coordinate of selected major sections will not affect performance of the others.
waypoint. Power for the AN/ARN-147 is provided from the dc essen-
MARK Initiates update, causes position to tial bus through a circuit breaker, labeled VOR/ILS.
be transferred to DELTAS screen,
where difference between the NOTE
Flyover position and Doppler
position is displayed.
Tuning to a localizer frequency will auto-
MGRS Toggles between MGRS and LAT/ matically tune to a glide slope frequency
LONG coordinate format. when available.
RTN Access previously displayed
3.14.1 Antennas. The VOR/LOC antenna system (Fig-
screen.
ure 3-1) consists of two blade type collector elements, one
on each side of the fuselage tail cone. The glide slope an-
3.13.2.2.3 DELTAS Screen. Use this screen to monitor tenna is mounted under the avionics compartment in the
and complete the Doppler update. nose. The antenna provides the glide slope receiver with a
matched forward looking receiving antenna. The marker
beacon antenna is flush-mounted under the center section of
CONTROL/ FUNCTION the fuselage.
INDICATOR
3.14.2 Controls and Functions. The VOR/ILS/MB
DELTAS Title of screen. receiver is controlled by Avionics Management System
DOPP Marks position differences between (AMS). Operator functions are to choose frequency and
the MARK input and Doppler sensitivity of marker beacon reception. A complete list of
position in nautical miles. presets is displayed on RADIO NAV REVIEW screen,
accessed through the QUICK REVIEW soft key on the
ACCs Updates the Doppler’s position. MISSION DATA screen (Figure 3-23)
RTNg Access FIX MENU screen.
3.14.2.1 NAV SELECT Screen. The primary control
screen is NAV SELECT, accessed by pressing NAV fixed
3.14 RADIO RECEIVING SET AN/ARN-147(V)(VOR/ function key (Figure 3-23). Displays on the screen and ac-
ILS/MB). tive soft keys for VOR/ILS/MB are as follows:
Radio set AN/ARN-147(V) (Figure 3-23) is a very high

frequency receiver, capable of operating from 108.0 to CONTROL FUNCTION
126.95 MHz. Course information is presented by the verti-
cal situation indicator deviation pointer and the selectable
No. 2 bearing pointer on the horizontal situation indicator. NAV SELECT
The combination of the glide slope and localizer capabili- screen
ties makes up the instrument landing system (ILS). The gVOR soft key Toggles between VOR preset
marker beacon portion of the receiver visually indicates on channel and frequency for edit.
the vertical situation indicator MB advisory light, and au-
3-62
TM 1-1520-253-10
DAT
HE ADER HE ADER
M I S S I ON DATA RAD I O NAV PRESE TS

SK−1 WA Y P O I N T S SK−6 SK−1 SK−6
PRESETS
SK−2 C OMM SK−7 SK−2 VOR / I L S SK−7
SK−3 E C CM / F H SK−8 SK−3 ADF SK−8
SK−4 RAD I O SK−9 SK−4 TACAN SK−9

NAV
SK−5 QU I CK R E V I EW SK−10 SK−5 RTN SK−10
NAV
HE ADER HE ADER
NAV SELECT QU I CK R E V I EW
SK−1 VOR 2 RAIM: PPP SK−6 SK−1 WA Y P O I N T S C OMM SK−6
114 . 60 DOP: NNN FREQ

Y OW − O T W A
SK−2 ADF 15 DO − GP S SK−7 SK−2 S T OR E C OMM SK−7
540 . 0 PO I NTS CHNL

CFRA−OT T
SK−3 TCN 19 GP S SK−8 SK−3 MOB I L E E C CM / F H SK−8
025 X PO I NTS
UP L AND
SK−4 DOP SK−9 SK−4 ME S S AGE RAD I O SK−9
PO I NTS NAV
SK−5 SE T T I NGS SK−10 SK−5 RTN SK−10
[ ]
HE ADER HE ADER HE ADER
RAD I O− NAV VOR / I L S PRESE T RAD I O NAV R E V I EW

SK−1 VOR/ILS/MB TACAN SK−6 SK−1 PRESET SENS SK−6 SK−1 VOR / I L S SK−6
O O
BRG: XXX BRG: XXX NN H I / LO
MB−SENS RNG: XXX . X NN AAAAAAAA XXX . XX CC
SK−2 H I / LO AA / AG SK−7 SK−2 NAME SK−7 SK−2 NN AAAAAAAA XXX . XX CC SK−7
AAAAAAAA NN AAAAAAAA XXX . XX CC
NN AAAAAAAA XXX . XX CC
SK−3 TR / RCV SK−8 SK−3 TUNE TYPE SK−8 SK−3 NN AAAAAAAA XXX . XX CC SK−8
XXX . XX MHz VOR NN AAAAAAAA XXX . XX CC
ADF: XXX O
SK−4 ADF / AN T SK−9 SK−4 SK−9 SK−4 NN AAAAAAAA XXX . XX CC SK−9
SK−5 NORM / T ONE RTN SK−10 SK−5 RTN SK−10 SK−5 RTN SK−10
[ ]
AB0660
SA
Figure 3-23. VOR/ILS/MB Control Screens AN/ARN-147(V)
3-63
TM 1-1520-253-10
CONTROL FUNCTION 2. On NAV SELECT control screen, frequency

or preset - Select.
sSETTINGS Accesses RADIO - NAV screen. 3. NAV VOL control - Adjust.
4. VTAC switch - VOR/ILS.

3.14.2.2 RADIO - NAV Screen. The RADIO - NAV
screen is accessed by SETTINGS soft key on the NAV 5. MODE SEL VOR/ILS switch - VOR.
SELECT screen. Current settings of the AN/ARN-147 are
displayed as follows: 6. CIS MODE SEL NAV/ON switch - As de-
sired.
CONTROL FUNCTION 3.14.3.2 VOR/Marker Beacon Test.
NOTE
RADIO - NAV Title of screen.
Test will not be valid if signal reception is
VOR/ILS/MB Display O, I, or M if Outer, Inner,
invalid.
or Middle marker is detected.
BRG Displays bearing set on HSI. 1. HSI CRS control (pilot and copilot) - Set 315°
in course display.
gMB - SENS Toggles between HI and LO
sensitivity. Selected sensitivity is 2. Access NAV TESTS page by pressingTST
displayed in inverse video. fixed function key, then NAV soft key. To start
test, VOR/ILS soft keys - Press, until TEST
under VOR/ILS is displayed in inverse video.
3.14.2.3 VOR/ILS Preset Screen. See Figure 3-23 to
access the VOR/ILS preset screen. Use this screen to edit
3. All indications next to PRI FAULT and SEC
or establish a preset. Displays on the screen and active soft
FAULT under TEST should read PASS.
keys are as follows:
4. HSI VOR/LOC course arrow and VSI course
CONTROL FUNCTION deviator pointer - Centered (61 dot).
5. No. 2 bearing pointer - 315° (65°).

VOR/ILS PRESET Title of screen.
gPRESET Edit the preset number. 6. To-from arrow - TO.
gNAME Edit the preset name. 7. On NAV TESTS screen, RTN soft key - Press.
gTUNE Edit the preset frequency.
3.14.3.3 VOR Operation. HSI CRS control - Course se-
SENSs Toggles marker beacon receiver lect.
HI/LO between high and low sensitiviy.
3.14.3.4 ILS (LOC/GS) Operation.
TYPE Displays frequency as VOR or ILS.
VOR 1. ILS frequency or preset - Select.
RTNg Access previously displayed
2. On CSC panel, NAV A control - Press on, and
screen.
adjust volume as desired.
3. CIS MODE SEL NAV/ON switch - As de-

3.14.3 Operation.
sired.
3.14.3.1 Normal Operation. 3.14.3.5 Marker Beacon (MB) Operation.
1. On CSC panel, NAV A monitor control - Press 1. On RADIO NAV screen, MB SENSE soft key
on, and adjust as desired. - Press, until HI/LO is as desired.
3-64
TM 1-1520-253-10
2. On CSC panel, NAV A control - Press on, and function key (Figure 3-24). Displays on the screen and ac-
adjust volume as desired. tive soft keys for ADF are as follows:
3.14.3.6 VOR Communications Receiving Opera- SOFT KEY FUNCTION

tion.
1. Frequency or preset - Select. NAV SELECT Title of screen.

gADF Edits preset, or frequency.
2. On CSC panel, NAV A control - Press on, and
adjust volume as desired. SETTINGS Access RADIO NAV screen.
3.15 DIRECTION FINDER SET AN/ARN -149 (LF/

ADF). 3.15.2.2 Radio Nav Screen. Use Radio Nav screen to
change modes of operation. This screen is accessed by
The AN/ARN -149 (Figure 3-24) is a low frequency pressing SETTINGS soft key on NAV SELECT screen.
(LF), automatic direction finder (ADF) radio, providing Displays on the screen and active soft keys are as follows:
compass bearing capability within the frequency range of
100 to 2199.5 kHz. The ADF has two functional modes of
operation: ANT and ADF. The antenna (ANT) mode func- SOFT KEYs FUNCTION
tions as an aural receiver, providing only an aural output of
the received signal. The ADF mode functions as an auto- RADIO-NAV Title of screen.
matic direction finder, providing a relative bearing-to-
station signal to the horizontal situation indicator No. 2 ADF Displays bearing to radio beacon.
bearing pointer and an aural output. A TONE submode of
gADF/ANT Toggles between direction finding
operation can be selected in either ANT or ADF mode,
and receive only.
providing a 1000-Hz aural output to identify keyed
unmodulated carrier wave (CW) signals. Power is provided gNORM/TONE Toggles between normal or tone
to the LF/ADF system by the No. 1 dc primary bus through mode of reception.
a circuit breaker labeled ADF and the ac essential bus
through a circuit breaker, labeled 26 VAC INST.
3.15.2.3 ADF Preset Screen. Use ADF preset screen
3.15.1 Antennas. The antenna system is a single com- to change frequency and mode settings of a preset. See
bination antenna containing both loop and sense elements. Figure 3-24 for ways to access this screen. Displays on the
The RF signal from one loop element is modulated with a screen and active soft keys are as follows:
reference sine signal while the other loop element is modu-
lated with a reference cosine signal. The two modulated
signals are combined, phase shifted 90°, and amplified. The SOFT KEY FUNCTION
resulting loop signal is summed with the sense antenna sig-
nal and sent to the ADF radio for visual and aural execu- ADF PRESET Title of screen.
tion. The antenna configuration is flush mounted under the
bottom cabin fuselage (Figure 3-1). gPRESET Change preset number.
gNAME Change name of preset.
3.15.2 Controls and Functions. The ADF is con-
trolled by the AMS with CDU control screens (Figure gTUNE Change tune frequency.
3-24). Operator functions are to choose frequency and mode
of reception. A complete list of presets is displayed on NORM/TONEs Toggles between normal or tone
RADIO NAV REVIEW screen, accessed through the mode of reception.
QUICK REVIEW soft key on the MISSION DATA ADF/ANTs Toggles between direction finding
screen (Figure 3-24). The function of each control screen is or receive only mode.
given below.
RTNg Return to previously displayed
3.15.2.1 Nav Select Screen. The primary control screen.
3-65
TM 1-1520-253-10
DAT
HE ADER HE ADER

PRESETS

NAV
NAV
HE ADER HE ADER

Y OW − O T W A

CFRA−OT T
SK−3 TCN 19 GP S SK−8 SK−3 E C CM / F H SK−8
025 X
UP L AND
SK−4 DOP SK−9 SK−4 RAD I O SK−9
NAV
[ ]
RAD I O− NAV ADF PRESE T RAD I O NAV R E V I EW

SK−1 VOR/ILS/MB TACAN SK−6 SK−1 PRESET NORM / T ONE SK−6 SK−1 SK−6
O O
BRG: XXX BRG: XXX NN
MB−SENS RNG: XXX . X NN AAAAAAAA XXX . XX CC
SK−2 H I / LO AA / AG SK−7 SK−2 NAME ADF / AN T SK−7 SK−2 NN AAAAAAAA XXX . XX CC SK−7
AAAAAAAA NN AAAAAAAA XXX . XX CC
SK−3 TR / RCV SK−8 SK−3 TUNE SK−8 SK−3 NN AAAAAAAA XXX . XX CC SK−8
XXXX . X KHz NN AAAAAAAA XXX . XX CC
ADF: XXX O
SK−4 ADF / AN T SK−9 SK−4 SK−9 SK−4 NN AAAAAAAA XXX . XX CC SK−9
[ ]
AB0661
SA
Figure 3-24. AN/ARN-149 Control Screens
3-66
TM 1-1520-253-10
3.15.3 Operation. 12. Verify No. 2 bearing pointer returns to original

reading.
3.15.3.1 ANT (Aural Only) Operation.
3.16 RADIO RECEIVING SET AN/ASN-153 TACAN.
1. On CSC panel, NAV B receiver selector switch
- Push on. Radio set AN/ASN-153 is a TACAN receiver/
transmitter. It measures the slant range distance and relative
2. Frequency or preset - As desired. bearing to a selected ground station, or an airborne beacon,
and computes speed that the helicopter is flying to or away
3. In either RADIO-NAV, or ADF PRESET from the from the ground station, and the time it will take
screen, ensure ANT is in inverse video. to fly over the station. The system consists of a receiver
transmitter, and two antennas. The TACAN is controlled by
4. NAV B volume control - Adjust as desired. Avionics Management System (AMS). Signals are fed from
the TACAN receiver transmitter to the command instru-
3.15.3.2 ADF Operation. ment system, and displayed on the HSI. Power for the AN/
ASN-153 is provided from the No. 2 dc primary bus
1. On CSC panel, NAV B monitor control - Push through a circuit breaker, marked TACAN.
on.
3.16.1 Antennas. The upper TACAN antenna is on the
2. Frequency or preset - As desired. nose avionics door. The lower antenna is located on the
underside of the tailcone. See Figure 3-1 for exact antenna
3. In either RADIO-NAV, or ADF PRESET locations.
screen, ensure ADF is in inverse video.
3.16.2 Primary Controls and Functions. The
If CW operation is desired: TACAN receiver/transmitter is controlled by the AMS with
CDU control screens (Figure 3-25). Operator functions are
4. NORM/TONE soft key - Press, until TONE is to choose frequency and mode of operation. A complete list
in inverse video. of presets is displayed on RADIO NAV REVIEW screen,
accessed through the QUICK REVIEW soft key on the
5. On CSC panel, NAV B monitor control - Ad- MISSION DATA screen. The function of each control
just as desired. screen is given below.
6. MODE SEL BRG 2 switch - ADF. 3.16.2.1 Nav Select Screen. The primary control
7. Verify horizontal situation indicator (HSI) No. function key (Figure 3-25). Displays on the screen and ac-
2 bearing pointer displays appropriate relative tive soft keys for TACAN are as follows:
bearing-to-the-station.
If self-test is required: CONTROL/ FUNCTION

INDICATOR
8. Access NAV TESTS page by pressingTST
fixed function key, then NAV soft key. To start NAV SELECT Title of screen.
test, ADF soft key - Press, until TEST under TCN Selects, and then toggles between
ADF is displayed in inverse video. TACAN channel or preset for edit.
9. All indications next to TST VX, TST VYand SETTINGS Accesses RADIO - NAV settings
TST VZ should read P. page.
10. No. 2 bearing pointer deflects 90° away from

original reading. 3.16.2.2 Radio Nav Screen. Use Radio Nav screen to
change modes of operation. This screen is accessed by
11. RTN soft key Press, to exit test screen.
3-67
TM 1-1520-253-10
DAT
HE ADER HE ADER

PRESETS

NAV
NAV
HE ADER HE ADER

Y OW − O T W A

CFRA−OT T
SK−3 TCN 19 GP S SK−8 SK−3 E C CM / F H SK−8
025 X
UP L AND
SK−4 DOP SK−9 SK−4 RAD I O SK−9
NAV
[ ]
RAD I O− NAV TACAN PRESE T RAD I O NAV R E V I EW

SK−1 VOR/ILS/MB TACAN SK−6 SK−1 PRESET AA / AG SK−6 SK−1 TACAN SK−6
O O
BRG: XXX BRG: XXX NN
MB−SENS RNG: XXX . X NN AAAAAAAA XXX . X CC
SK−2 H I / LO AA / AG SK−7 SK−2 NAME TR / RCV SK−7 SK−2 NN AAAAAAAA XXX . X CC SK−7
AAAAAAAA NN AAAAAAAA XXX . X CC
NN AAAAAAAA XXX . X CC
SK−3 TR / RCV SK−8 SK−3 CHANNEL SK−8 SK−3 NN AAAAAAAA XXX . X CC SK−8
XXX Y NN AAAAAAAA XXX . X CC
ADF: XXX O
SK−4 ADF / AN T SK−9 SK−4 SK−9 SK−4 NN AAAAAAAA XXX . X CC SK−9
[ ]
AB0662
SA
Figure 3-25. AN/ARN-153 TACAN Control Screens
3-68
TM 1-1520-253-10
pressing SETTINGS soft key on NAV SELECT screen. 3.16.3 Operation.

The function of each control is as follows:
3.16.3.1 Test Procedure.
CONTROL/ FUNCTION 1. VTAC switch on instrument panel - TACAN.

INDICATOR
2. HSI CRS control (pilot and copilot) - Set 180°
RADIO-NAV Title of screen.
in course display.
BRG: Displays TACAN bearing to the
selected station. 3. Access NAV TESTS page by pressingTST
fixed function key, then NAV soft key. To start
RNG: Displays TACAN slant range to the test, TACAN soft key - Press, until TACAN is
selected station. displayed in inverse video.
GS: Displays TACAN computed
groundspeed to the selected station. 4. All indications below TACAN should read P.
TTG: Displays TACAN computed time 5. Indications on the HSI shall be as follows:
to the selected station at the
calculated groundspeed.
a. Distance indicator shall read between
AA/AGs Toggles between air-to-air and air- 399.5 and 000.5 nmi.
to-ground mode. Selected mode is
displayed in inverse video. b. No. 2 bearing pointer shall read between
177° and 183°.
TR/RCVs Toggles between transmit/receive
and receive only mode. Selected
mode is displayed in inverse video. c. Course deviation bar shall be centered
within 1/2 dot, and To/From indicator shall
RTNg Returns to previously selected indicate TO.
screen.
d. TACAN indications on the HSI will be re-
3.16.2.3 TACAN Preset Screen. Use TACAN preset moved unless there is a station that the set
screen to change channel and mode settings of a preset. See is tuned to nearby.
Figure 3-25 for ways to access this screen. Displays on the
screen and active soft keys are as follows: 3.16.3.2 Normal Operation Receive Mode.
1. Choose channel, or preset on NAV SELECT

CONTROL/ FUNCTION screen.
INDICATOR
2. On RADIO-NAV screen, AA/AG and
TACAN PRESET Title of screen. TR/RCV soft keys - Press, until AG and RCV
gPRESET Change preset number. is in inverse video.
gNAME Change name of preset. 3. Wait five seconds for signal acquisition and
lock on.
gCHANNEL Change channel number.
A/A - A/Gs Toggles between air to air and air 4. On CSC panel, NAV B monitor control - Press.
to ground mode of operation.
5. Check for correct station identifier in ear-
TR/RCVs Toggles between transmit/receive phones.
and receive only or receive only
mode. 6. Navigation information will consist of bearing
information only displayed on the HSI.
3-69
TM 1-1520-253-10
3.16.3.3 Normal Operation Transmit/Receive 2. On RADIO-NAV screen, AA/AG and

Mode. TR/RCV soft keys - Press, until AA and RCV
is in inverse video.
1. Choose channel, or preset on NAV SELECT
screen. 3. Wait five seconds for signal acquisition and
lock on.
4. On CSC panel, NAV B monitor control - Press.

WARNING
TACAN is a transponder that emits ra- phones.
diation. Make sure no personnel are
within 3 feet of either TACAN antenna 6. Navigation information will consist of bearing
when TACAN is used in Transmit/Receive information only displayed on the HSI.
mode.
3.16.3.5 Normal Operation Air to Air Transmit/
2. On RADIO-NAV screen, AA/AG and Receive Mode.
TR/RCV soft keys - Press, until AG and TR is
in inverse video. 1. Choose channel, or preset on NAV SELECT
screen.
3. Wait five seconds for signal acquisition and
lock on. NOTE
Use channel pairings with a 63 channel

4. On CSC panel, NAV B monitor control - Press.
separation between channels on the aircraft.
For example, if the airborne beacon aircraft
is operating on channel 15Y, the helicopter’s
phones.
control must be set to 78Y.
6. Navigation information shall consist of bearing, In all TACAN systems there is the possibil-
slant distance and groundspeed to station, dis- ity of interference from IFF, transponder,
played on HSI. and DME signals when operating in the air
to air modes. In order to minimize the pos-
3.16.3.4 Normal Operation Air to Air Receive sibility of interference, it is recommended
Mode. that Y channels be used and that channels 1
through 11, 58 through 74, and 121 through
1. Choose channel, or preset on NAV SELECT 126 be avoided.
screen.
When 2 aircraft are flying in close proxim-
NOTE ity, it is possible that a negative distance in-
dication may be displayed due to the calibra-
Use channel pairings with a 63 channel tion of the TACAN systems in either
separation between channels on the aircraft. aircraft. This information will cause the dis-
For example, if the airborne beacon aircraft tance readings between 399.5 nmi, and 400.0
is operating on channel 15Y, the helicopter’s nmi, which correspond to distances between
control must be set to 78Y. -0.4 nmi and -0.01 nmi, respectively.
In all TACAN systems there is the possibil- 2. On RADIO-NAV screen, AA/AG and
ity of interference from IFF, transponder, TR/RCV soft keys - Press, until AA and TR is
and DME signals when operating in the air in inverse video.
to air modes. In order to minimize the pos-
sibility of interference, it is recommended 3. Wait five seconds for signal acquisition and
that Y channels be used and that channels 1 lock on.
through 11, 58 through 74, and 121 through
126 be avoided. 4. On CSC panel, NAV B monitor control - Press.
3-70
TM 1-1520-253-10
5. Check for correct station identifier in ear- CONTROL/ FUNCTION

phones. INDICATOR
6. Navigation information shall consist of bearing, Alphanumeric Indicate system mode of operation.
distance and closure speed to other aircraft, dis- Display
played on HSI.
Frequency Indicates frequency of operation in
Display the BRST, CONT, and HOME
3.17 PERSONNEL LOCATOR SYSTEM (PLS).
modes, or 6 digit survivor ID code,
or results of BIT.
The ARS-6(V)3 personnel locator system (PLS) provides
the pilot with heading and distance information to locate Entry keypad Used for survivor selection,
survivors with a transmitting AN/PRC-112A(V) survival survivor ID code entry, and channel
radio set. The PLS consists of a receiver/transmitter, an A and B frequency selection.
antenna switching unit a control display unit, an instrument
panel display, and two antennas. The two PLS antennas are CLR Deletes indication on display.
mounted on the bottom of the fuselage. The PLS provides ENT Enters displayed value in memory.
heading information to any source of continuous wave UHF
signals within its operating range. The unit operates in the T/R INTG Controls radio interrogation
UHF frequency range between 225 and 300 MHz and is operations.
tunable in 25 KHz increments. If the ID codes in the sur-
MODE Select Locked out in OFF position. Pull
vival radio match the ID codes being transmitted by the
switch and turn to change from OFF to
aircraft, a reply is transmitted from the survival radio. This
any other position.
reply is interpreted by the PLS, allowing calculation of the
heading and slant range to the survival radio. The PLS can OFF Removes power from set.
store up to 20 different survivor ID codes. The range error
is less than 1% and the azimuth error is less than 64 de- BIT Starts built in test.
grees with a final location accuracy within approximately FREQ Enables entry of desired frequency.
50 feet of the survivor transmitter. Angle to survivor infor-
mation is displayed as a series of bars on either side of a CODE Enables entry of codes for up to
bullseye, the bullseye indicating 9straight ahead9 to the sur- nine AN/PRC-112 radios.
vivor. The quantity of bars to the right or left of the bulls- BRST Each interrogation is triggered with
eye indicates the approximate bearing to the survivor. 2 a manual command.
bars to the left or right of bullseye indicate a 5° to 10° turn
is required to line up on the survivor. Full deflection of 8 CONT Interrogations are automatically
bars indicates a turn of 45° to 90° is necessary. Power for transmitted by system.
the PLS is provided by the No. 2 dc primary bus through a
HOME Operates as direction finding
circuit breaker labeled PLS.
receiver.
3.17.1 Antenna. Two PLS blade antennas are located CHAN Selector
under the fuselage. See Figure 3-1 for exact locations.
A Selects Channel A frequencies.
3.17.2 Controls and Functions. All controls for the B Selects Channel B frequencies.
PLS are located on the control display unit, mounted in the
lower console. The function of each control is as follows: 243.0 Selects preset 243.0 MHz.
282.8 Selects preset 282.8 MHz.
CONTROL/ FUNCTION VOL knob Not connected.
INDICATOR
Remote Display
CDU Display Shows survivor number, mode, and Unit (on
frequency. instrument panel)
SVR Identify the survivor number
displayed next to it.
3-71
TM 1-1520-253-10
ALPHANUMERIC
DISPLAY
S FREQUENCY
V DISPLAY
INTG
1 2 3 T/R
R
ENTRY
KEYPAD
4 5 6 A B
P
L
7 8 9 FREQ
CODE
243.0
S
BRST
282.8
LL
BIT
PU
CHAN
CLR 0 ENT
OFF
CONT
HOME
MODE VOL
AB0616
SA
Figure 3-26. PLS Central Display Unit

INDICATOR INDICATOR
NO UPDT In BRST mode, indicates no Bargraph and Gives pilot visual steering
response to last interrogation. Bullseye directions to survivor.
In HOME mode, indicates receive A solid bullseye is displayed when
signal strength below receive the helicopter in line with the
threshold. If any data has been survivor. As the helicopter turns
received, display retains the last away from the in line position, the
valid reading until another survivor bullseye extinguishes, and vertical
is selected. bars light up indicating direction of
turn needed to line up with the
FT NM Indicate FT when distance is less survivor. The bargraph will activate
than 9900 ft, and NM when range one bar on each side of the solid
is greater than 9900 ft.
sphere if a steering command has
Distance display Indicates distance from survivor. not been received, or when the
system is in BRST, CONT, or
HOME mode.
3-72
TM 1-1520-253-10
tions greater than 25° off the nose of the helicopter should
be used for turning direction only. The pilot must determine
to or from direction of the radio source by signal strength/
DISTANCE sound or the aid of the radio source operator. If constant
DISPLAY
transmissions from the radio source operator is not pos-
sible, request short transmissions as necessary to identify
radio location.
NO FT 3.17.4 Normal Operation.
UPDT NM
NOTE
The radio will transmit for approximately

1.5 seconds during BIT. If radio silence is
required, turn MODE switch directly to
FREQ.
1. MODE switch - BIT.

BARGRAPH AND
BULLSEYE
2. Observe display, as all segments light up, and
BIT PASS or (LRU) FAIL is displayed.
AB0617
SA
3.17.4.2 Operation.
Figure 3-27. PLS Remote Display Unit
1. Set up PLS for survivor radio operation.
3.17.3 Modes of Operation. a. MODE switch - FREQ.
3.17.3.1 Test Mode. Test mode is selected when the b. CHAN switch - A or B, as desired. Dis-
mode switch is in the BIT position. Built in test (BIT) takes play reads FREQ followed by six dashes.
approximately 5 seconds, and results in a display of BIT
PASS or the name of the failed unit followed by FAIL. c. CLR switch - Press, to clear the display.
Flashing cursor display indicates that unit
3.17.3.2 Data Entry Mode. Data entry mode is selected is ready for frequency selection.
when the mode switch is in the FREQ or CODE position.
d. Select desired frequency with number
Use this mode to select and enter transponder codes and
keys. To enter frequency in memory, ENT
frequencies for the system to use.
key - Press.
3.17.3.3 Burst Mode. The burst mode allows the pilot e. MODE switch - CODE. SVR display will
to control the interrogation output of the PLS. When the indicate 1, and CDU display indicates
T/R INTG key is pressed, the unit interrogates for less than CODE, with six dashes.
4 seconds. Data from the responses is then displayed on the
instrument panel display. f. CLR switch - Press, to clear the display.
Flashing cursor display indicates that unit
3.17.3.4 Continuous Mode. This mode provides con- is ready for code selection.
stant interrogations to the survivor’s radio. Readouts from
this mode include DME slant range distances in nautical g. Select desired code with number keys. To
miles for distances over 9900 ft, and in feet for distances enter code in memory, ENT key - Press.
under 9900 ft.
h. To enter code for survivor No. 2, 2 - Press.
3.17.3.5 Homing Mode. PLS homing mode provides Repeat Steps f. and g. to enter survivor
bearing information only from the source. Bearing indica- codes in system.
3-73
TM 1-1520-253-10
i. Repeat Step h for each additional survivor

code to be entered (up to 9), using numbers MODE NULL
3 through 9 in place of 2. SELECTOR CONTROL
2. Normal Operation. COMPASS
+ SLAVED +
a. Set MODE switch - As desired.
b. Set CHAN switch - As desired.

PUSH TO
FREE SET
c. Select survivor code number with number
keys.
NULL METER
d. If BRST mode was selected, TR/INTG
AA0527
button - Press, to interrogate radio source. SA
Display will briefly read INTG, when in-

terrogation is taking place. RCU will then Figure 3-28. Compass Control Panel C-8021/
give distance and bearing to survivor, if ASN-75
interrogation was successful. If not, NO
UPDT will appear. 3.18.2 Controls and Functions. Controls for the mag-
netic compass set are on the front panel of the unit. The
e. If CONT mode was selected, TR/INTG function panel of each control is as follows:
button - Press, to interrogate a beacon. Dis-
play will read INTG, indicating continu-
ous interrogation. RCU will give distance CONTROL FUNCTION
and bearing to survivor, if interrogation
was successful. If not, NO UPDT will ap-
Null Meter Moves left (+) or right (v) of center
pear when TR/INTG is pressed to end in-
to indicate misalignment
terrogation.
(synchronization) of the AN/ASN-
43.
3.17.5 Stopping Procedure.
Mode Selector Selects either magnetically
1. MODE switch - OFF. (SLAVED- SLAVED or FREE gyro operation
FREE) of the AN/ASN-43.
3.18 GYRO MAGNETIC COMPASS SET AN/ASN-
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 operated in the SLAVED HSI for alignment.
mode. It provides heading information to the horizontal
situation indicator. Power to operate the AN/ASN-43 is
provided from the ac essential bus through circuit breakers, 3.18.3 Operation.
marked COMP and AUTO XFMR under the general
heading AC ESNTL BUS. 3.18.4 Starting Procedure.
3.18.1 Compass Control C-8021/ASN-75. Control 1. Mode selector - As desired.

C-8021/ASN-75 (Figure 3-28) is required to synchronize
(electrically and mechanically align) the AN/ASN-43 to the 2. Null control - Push, and turn in direction indi-
correct magnetic heading when used in the SLAVED mode cated by null meter (+ or v) until annunciator is
of operation. The synchronizing knob on the control panel centered. In SLAVED mode, during normal
may be used as a set heading knob for operation in the operation, the annunciator will oscillate slightly
FREE mode. about the center position; however, during cer-
3-74
TM 1-1520-253-10
tain helicopter maneuvers the annunciator will switch VTAC ILS, the roll command bar will display roll
move off center. commands from the CISP. If an ILS (LOC) frequency is
tuned in, the pitch command bar and the collective com-
3. HSI - check to see that HSI heading agrees with mand pointer will also display CISP signals. If a VOR/
a known magnetic heading. TACAN frequency is tuned-in, the pitch command bar and
collective position pointer will be held from view. The
3.19 ELECTRONIC NAVIGATION INSTRUMENT CMD warning flag will be held from view, indicating that
DISPLAY SYSTEM. the CISP functional integrity is being monitored. Refer to
Figure 3-31 for VSI indications in other switch positions.
The instrument display system provides displays for
navigation and command signals on a vertical situation in- 3.19.1.2 Command Warning Flag. The command
dicator (VSI) and a horizontal situation indicator (HSI) for warning flag marked CMD is at the top left of the VSI face
pilot visual reference. The system consists of the two VSIs (Figure 3-29). It is held from view when initial power is
and two HSIs on the instrument panel. The system has a applied to the CIS processor. When any CIS mode selector
common command instrument system processor (CISP), switch is on, and that navigation system operating properly,
two HSI/VSI mode select panels, and one CIS mode select the CMD flag is not in view. During operation, if the navi-
panel. gation signal becomes unreliable, or is lost, the NAV flag
will become visible.
3.19.1 Vertical Situation Indicator. The VSI (Figure
3-29), provides a cockpit display of the helicopter’s pitch, 3.19.1.3 Glide Slope Warning Flag. A glide slope
roll attitude, turn rate, slip or skid, and certain navigational warning flag marked GS is on the right face of the indicator
information. It accepts command instrument system proces- (Figure 3-29). The letters GS are black on a red/white stripe
sor signals and displays the flight command information background. The warning flag will move out of view when
needed to arrive at a predetermined point. The system also the ILS receivers are operating and reliable signals are re-
monitors and displays warnings when selected navigation ceived.
instrument readings lack reliability. The VSI is composed
of a miniature airplane, four warning indicator flags ATT, 3.19.1.4 Navigation Warning Flag. A navigation flag
GS, NAV and CMD, two trim knobs ROLL and PITCH, marked NAV is installed on both the VSIs and the HSIs
a bank angle scale, a bank angle index on the spheroid, a (Figures 3-29 and 3-30) to indicate when navigation sys-
turn rate indicator and inclinometer, pitch and roll com- tems are operating and reliable signals are being received.
mand bars, collective position pointer, a course deviation The VSI NAV flag is marked NAV with a white back-
pointer, and a glide slope deviation pointer. Refer to Chap- ground and red strips, and is on the lower left side of the
ter 2, Section XIV for a description of the attitude indicat- indicator. The HSI NAV flag is within the compass card
ing system, and turn and slip indicator. The gyro erect ring. Both instrument flags will retract from view whenever
switch (Figure 2-7) supplies a fast erect signal to the pilot a navigation receiver is on and a reliable signal is being
and copilot displacement gyros, thereby considerably re- received.
ducing the time required for the gyros to reach full operat-
ing RPM. The pilot and copilot’s displacement gyros sup- 3.19.1.5 Course Deviation Pointer. The course devia-
ply pitch and roll attitude signals to the vertical situation tion pointer is on the VSI instrument (Figure 3-29). The
indicators, automatic flight control system, and the Doppler/ pointer works with the course bar on the HSI to provide the
GPS navigation system. Power to operate the VSI is pro- pilot with an indication of the helicopter’s position with
vided from the No. 2 ac primary bus through circuit break- respect to the course selected on the HSI. The scales rep-
ers marked VSI PLT, CPLT. resent right or left off course, each dot from center (on
course) is 1.25° for ILS, 5° VOR ,TACAN, DPLR, and
3.19.1.1 Steering Command Bars and Pointer. The FM. The pilot must fly into the needle to regain on-course
roll and pitch command bars and the collective position track.
pointer operate in conjunction with the command instru-
ment system processor (CISP) and the command instru- 3.19.1.6 Glide Slope Deviation Pointer. The glide
ment system/mode selector (CIS MODE SEL). Selection slope pointer, on the right side of the VSI (Figure 3-29), is
of HDG on the CIS MODE SEL panel provides a display used with ILS. The pointer represents the glide slope posi-
of a roll signal by the roll command bar (Figure 3-29). The tion with respect to the helicopter. Each side of the on-glide
pitch command bar and the collective position pointer are slope (center) mark are dots, each dot representing .25°
out of view, and the CMD flag is held from view. Selecting above or below the glide slope.
the CIS MODE SEL switch NAV and the MODE SEL
3-75
TM 1-1520-253-10
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 DI VE
WARNING NAV
PITCH
FLAG TRIM KNOB
ROLL TRIM KNOB

ROLL PITCH
COURSE
DEVIATION
TURN RATE INCLINOMETER POINTER
INDICATOR
AB0573
SA
Figure 3-29. Vertical Situation Indicator
3.19.1.73.18.1.7 Controls and Indicators. Indicators CONTROL/ FUNCTION

of the VSI are on the face of the instrument. The function INDICATOR
of each indicator is as follows:
Collective pos- Display to the pilot the position of
ition indicator the collective relative to where it
CONTROL/ FUNCTION should be to arrive at a
INDICATOR predetermined altitude.
Miniature Provides reference to artificial GA Go-around (GA) advisory light will
airplane/ horizon. go on whenever the GA switch on
horizon line the pilot’s or copilot’s cyclic stick
Bank angle scale Right and left 0°, 10°, 20°, 30°, is pressed. The light will go off
45°, 60°, and 90° of bank. whenever the go-around mode is
ended by engaging another mode
Artificial horizon Reference of helicopter’s attitude to on the CIS mode selector panel.
horizon.
DH Decision height (DH) advisory
Turn rate 4-minute turn (one-needle width light will go on whenever the radar
indicator either side of center) 2-minute turn altimeter is operating and the
(two-needle width each side of altitude indicator is at or below the
center). radar altitude L (low bug) setting.
Pitch and roll Display to the pilot, control inputs
command bars he should make to arrive at a
predetermined course, or glide
slope.
3-76
TM 1-1520-253-10

INDICATOR INDICATOR
MB Marker beacon (MB) advisory light Compass card The compass card is a 360° scale
will go on and the associated that turns to display heading data
marker beacon tone will be heard, obtained from the compass control.
depending upon volume control The helicopter headings are read at
setting, when the helicopter is over the upper lubber line.
the marker beacon transmitter.
COURSE set Displays course to nearest degree.
Glide slope Displays to the pilot the position of display Indicates same as course set
pointer the ILS glide slope relative to the pointer.
helicopter. Pointer above center
indicates helicopter is below glide Bearing pointer The pointer operates in conjunction
path. No. 1 with Doppler/GPS or TACAN.
Indicates magnetic bearing to
Course deviation Displays to the pilot the position of waypoint or TACAN station
pointer the course reference (VOR, selected.
LOCTACAN, DPLR/GPS, FM
HOME) relative to the helicopter. Bearing pointer The pointer operates in conjunction
No. 2 with selected VOR , TACAN, or
ATT warning Indicates loss of vertical gyro ADF receiver. The pointer is read
flag power or VSI malfunction. against the compass card and
indicates the magnetic bearing to
NAV warning Indicates loss, or unreliable signal
the VOR or ADF station.
flag indication.
Course deviation This bar indicates lateral deviation
GS warning flag Indicates loss, or unreliable signal
bar from a selected course. When the
indicator.
helicopter is flying the selected
PITCH trim Adjust artificial horizon up (climb) course, the course bar will be
knob from at least 4°, no more than 10° aligned with the course set pointer
or down (dive) from at least 8°, no and will be centered on the fixed
more than 20°. aircraft symbol.
ROLL trim knob Adjust artificial horizon right or left CRS knob Course set (CRS) knob and the
from at least 8° to no more than course set counter operate in
20°. conjunction with the course pointer
and allow the pilot to select any of
360 courses. Once set, the course
3.19.2 Horizontal Situation Indicator. Two HSIs pointer will turn with the compass
(Figure 3-30) are installed on the instrument panel, one in card and will be centered on the
front of each pilot. The HSI consists of a compass card, two upper lubber line when the
bearing-to-station points with back-course markers, a helicopter is flying the selected
course bar, a KM indicator, heading set (HDG) knob and course.
marker, a course set (CRS) knob, a COURSE digital read-
out, a to-from arrow, a NAV flag, and a compass HDG KM indicator Digital distance display in
flag. The HSIs operating power is taken from the ac essen- kilometers (KM) to destination
tial bus through a circuit breaker marked HSI PLT/CPLT. waypoint, or TACAN station.
HDG knob Heading set (HDG) knob operates
3.19.3 Controls and Indicators. Controls of the hori- in conjunction with the heading
zontal situation indicators (Figure 3-30) are as follows: select marker, allows the pilot to
select any one of 360 headings.
Seven full turns of the knob
produces a 360° turn of the marker.
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COURSE NO. 1 BEARING LUBBER HDG

SET POINTER LINE SELECT
DISTANCE POINTER MARKER
SHUTTER COURSE
SET
DISPLAY
1 2 3 4 30 0
DISTANCE 1
TO GO DISPLAY HDG
KM
33 COURSE WARNING
N FLAG
30
2
H
D
G
3
NO. 2
V
BEARING NA
POINTER
24
6
21
E
12 COMPASS
S CARD
2
15
HEADING HDG 1 CRS

SET KNOB
COURSE
SET KNOB
NAV FLAG TO−FROM COURSE

ARROW DEVIATION BAR
AB0574
SA
Figure 3-30. Horizontal Situation Indicator
CONTROL/ FUNCTION No. 1 dc primary bus through a circuit breaker, marked

INDICATOR CPLT MODE SELECT.
HDG warning Visible when a failure occurs in the NOTE

flag magnetic compass system.
The switches on the VSI/HSI and CIS mode
To-From arrow To-from arrow indicates that the
select panels may change state when the
helicopter is flying to or away from
caution/advisory panel BRT/DIM-TEST
a selected VORor TACAN.
switch is set to TEST. The original indica-
NAV flag The NAV flag at the top of the to tions may be restored by pressing the appli-
indicator, turns with the compass cable switches.
card. The flag will retract from
view when a reliable navigation 3.19.4.1 Controls and Functions. Controls of the
signal is being applied to the mode selector panel (Figure 3-31) are as follows:
instrument.
CONTROL FUNCTION
3.19.4 VSI/HSI and CIS Mode Selector Panels. The
mode select panels (Figure 3-31) are integrally lighted, in- DOP Directs long range NAV lateral
strument panel mounted controls for the VSI, HSI, and CIS. GPS deviation and NAV flag signals to
The panels provide a means for selecting and displaying VSIs and HSIs.
various navigation functions. Power to operate the pilot’s
MODE SEL is taken from the No. 2 dc primary bus VOR ILS Directs VOR or ILS signals to
through a circuit breaker, marked PILOT MODE VSIs, and HSIs. Provides a signal
SELECT. The copilot’s MODE SEL takes power from the to NAV flag.
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MODE SEL
DOP RADIO BACK FM
GPS NAV CRS HOME
VTAC BACK FM
DPLR ILS HOME
CRS
HDG NAV ALT

NORM PLT NORM ADF
ALTER CPLT ALTR VDR
HDG NAV ALT
ON ON ON VOR
TURN CRS VERT BRG
CIS MODE SEL RATE HDG GYRO 2 TACAN
MODE OF CIS HSI / VSI VTAC

OPERATIONS MODE SELECTOR MODE SELECTOR SELECT
NONE NONE ANY ANY
MANUAL HEADING HDG ANY ANY
ALTITUDE HOLD ALT ANY ANY
VOR NAVIGATION NAV VTAC VOR
TACAN NAVIGATION NAV VTAC TACAN
ILS NAVIGATION NAV ILS VOR
ILS APPROACH NAV ILS VOR
ILS BACK COURSE NAV BACK CRS VOR
LEVEL OFF NAV VOR / ILS / BACK CRS VOR
GO−AROUND NAV VOR / ILS VOR
LONG RANGE NAV NAV DOP GPS ANY
FM HOMING NAV FM HOME ANY
AB0575
SA
Figure 3-31. CIS Modes of Operation (Sheet 1 of 2)
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TM 1-1520-253-10
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
PROCESSED COLLECTIVE
OFF SCALE OFF SCALE POSITION

ROLL COMMAND

ROLL COMMAND
PROCESSED CYCLIC PROCESSED CYCLIC PROCESSED COLLECTIVE

ROLL COMMAND PITCH COMMAND POSITION

PROCESSED CYCLIC
ROLL COMMAND OFF SCALE OFF SCALE
OFF SCALE
PROCESSED CYCLIC OR PROCESSED COLLECTIVE
ROLL COMMAND PROCESSED CYCLIC POSITION
PITCH COMMAND


ROLL COMMAND

ROLL COMMAND
AB0576
SA
Figure 3-31. CIS Modes of Operation (Sheet 2 of 2)
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TM 1-1520-253-10
BACK CRS Reverse polarity of back course VOR Allows pilot or copilot to select
signal to provide directional display VOR on his No. 2 bearing pointer,
for VSIs and HSIs. Provides a each independent of the other.
signal to NAV flag.
CIS mode Selects one of three modes of
FM HOME Directs FM homing deviation and selector operation to direct navigational
flag signals to VSIs. signals to the CISP for Command
Signal display.
TURN RATE
NORM Provides pilot and copilot with his HDG ON Direct heading and roll signals to
own turn rate gyro information CIS processor for steering
displayed on his VSI. commands that will allow pilot to
maintain a selected heading.
ALTER Allows copilot’s turn rate gyro
information to be displayed on NAV ON Gives heading commands to
pilot’s VSI, or pilot’s gyro acquire and track a selected VOR,
information to be displayed on ILS,TACAN, DPLR/GPS, or FM
copilot’s VSI. intercept, or to acquire and track
glide slope beam.
CRS HDG
PLT Provides for pilot’s omni-bearing ALT ON Directs barometric pressure signals
selector to be connected to and collective stick position signals
navigation receiver and concurrent to CIS processor.
connection of pilot’s HSI course
datum and heading datum output to INSTRUMENT
command instrument system PANEL
processor. VTAC Allows pilot or copilot to select
CPLT Provides for copilot’s omni-bearing either VOR information or TACAN
selector to be connected to for display on individual HSI.
navigation receiver and concurrent BRG 1/ DIST Selects either long range navigation
connection of copilot’s HSI course (DPLR/GPS), or TACAN for
datum and heading datum output to display on both HSIs.
command instrument system
processor.
3.19.4.2 Off Mode. The command instrument system off
VERT GYRO
mode (no switch legends lit) causes the cyclic roll, cyclic
NORM Provides pilot and copilot with his
pitch and collective command pointers on both vertical
own vertical gyro information
situation indicators to be stowed out of view and the com-
displayed on his VSI.
mand warning flag on both VSIs to be biased out of view.
ALTR Allows copilot’s vertical gyro The CISP is in the off mode upon initial application of
information to be displayed on electrical power, before the pilot selects either HDG, NAV
pilot’s VSI, or pilot’s gyro or ALT mode on the CIS mode selector. When NAV mode
information to be displayed on is selected, the CISP remains in the off mode unless the
copilot’s VSI. DOP/GPS, VTAC ILS or FM HOME navigation data has
been selected on the pilot’s VSI/HSI mode selector. The
BRG2 CISP will return to the off mode whenever the HDG, NAV,
ADF Allows pilot or copilot to select and ALT hold modes are disengaged, as indicated by the
ADF on his No. 2 bearing pointer, respective ON legends going off, or by turning off the as-
each independent of the other.
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TM 1-1520-253-10
sociated navigation receiver. Separate modes are manually VOR NAV, TACAN NAV, ILS NAV, DOP NAV, or FM
disengaged by pressing the mode switch when ON is lit. HOME mode as selected on the pilot’s VSI/HSI mode se-
lector. The CISP provides steering commands based on the
3.19.4.3 Heading Mode. The heading mode processes course selected on either the pilot’s or copilot’s HSI depen-
the heading error and roll attitude signals to supply a lim- dent on the mode select CRS HDG selection of PLT or
ited cyclic roll command, which, when followed, causes the CPLT.
helicopter to acquire and track the heading manually se-
lected on either pilot’s HSI. The processed signal causes 3.19.4.6 VOR NAV Mode. The VOR NAV or TACAN
the VSI cyclic roll command bar to deflect in the direction NAV mode is established by selecting the VTAC ILS
of the required control response; i.e., bar deflection to the switch on the VSI/HSI mode selector and pressing the NAV
right indicates a coordinated right turn is required. When switch on the CIS mode selectorand selecting VOR/ILS
properly followed, the command results in not more than switch on the instrument panel. The CISP processes the
one overshoot in acquiring the selected heading and a heading and course signals derived from either the pilot’s
tracking error of not more than 2°. The processor gain pro- or the copilot’s HSI in addition to the lateral deviation and
vides 1° of roll command for each degree of heading error lateral flag signals applied to the pilot’s VSI. The CISP
up to a roll command limit of approximately 20°. The CISP provides a limited cyclic roll command, which, when fol-
heading mode is engaged by momentarily pressing the lowed, shall cause the helicopter to acquire and track the
HDG switch on the pilot’s CIS mode selector, or as de- course setting manually selected on the HSI. Engagement
scribed in paragraph 3.19.4.5. of the VOR NAV or TACAN NAV mode when the heli-
copter position is in excess of 10° to 20° from the selected
3.19.4.4 Altitude Hold Mode. The altitude hold mode radial will cause the initial course intersection to be made
processes barometric pressure signals from the air data in the heading mode as described in paragraph 3.19.4.3.
transducer in addition to the collective stick position signal. The CISP logic will light the CIS mode selector HDG
When the ALT switch on the pilot’s CIS mode selector is switch ON legend during the initial course intersection.
pressed, the CISP provides collective command signals, When the helicopter is within 10° to 20° of the selected
which, when properly followed, cause the helicopter to course, the CISP beam sensor will capture the VOR or
maintain altitude to within plus or minus 50 feet. The alti- TACAN lateral beam. The processor logic will turn off the
tude hold mode synchronizes on the engagement altitude HDG switch ON legend and the final course interception,
for vertical rates up to 200 feet per minute and provides about 45°, acquisition, and tracking will be based on the
performance for altitude inputs between -1000 and +10,000 VOR or TACAN lateral deviation signals. The processor
feet at airspeeds from 70 to 150 KIAS. It is possible to causes the roll command pointer to deflect in the direction
engage the altitude hold mode, regardless of whether the of the required control response. When properly followed,
heading mode or navigation mode is engaged, except that the command will result in not more than one overshoot at
the CISP logic prevents manual selection of the altitude a range of 10 NM at a cruise speed of 100 6 10 knots, and
hold mode whenever the NAV mode is engaged and an ILS not more than two overshoots at ranges between 5 and 40
frequency is selected. This prevents the operator from se- NM at speeds from 70 to 140 knots. When passing over the
lecting altitude hold mode during an instrument approach. VOR or TACAN station, the CISP reverts to a station pas-
The altitude hold mode is manually engaged by pressing sage submode and remains in this submode for 30 seconds.
the ALT hold switch (subject to above restriction) or auto- Cyclic roll commands during the station passage submode
matically engaged as described in paragraph 3.19.4.7. The will be obtained from the HSI course datum signal. Out-
altitude hold mode may be manually disengaged by press- bound course changes may be implemented by the HSI
ing the ALT hold switch when the ON legend is lit. Alti- CRS SET knob during the station passage submode. Course
tude hold may be disengaged also by selecting any other changes to a new radial, or identification of VOR or
mode which takes priority (e.g., Go Around). TACAN intersections may be made before station passage
by setting the HSI HDG control to the present heading and
NOTE actuating the HDG switch. This will disengage the NAV
mode and allow the pilot to continue on the original radial
ALT hold mode should be manually dis- in the heading mode. A VOR or TACAN intersection fix or
abled during localizer, localizer backcourse, selection of a new radial course may be made without af-
VOR, and ADF approaches. fecting the CIS steering commands. Actuating the NAV
switch re-engages the VOR NAVor TACAN NAV mode
3.19.4.5 Navigation Mode. The CISP navigation mode to either continue on the original VOR or TACAN radial or
is engaged by pressing the NAV switch on the CIS Mode to initiate an intercept to the new selected radial.
Selector. This navigation mode causes the CISP to enter the
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TM 1-1520-253-10
3.19.4.7 ILS NAV Mode. The instrument landing sys- path. The cyclic roll commands are limited to 6 15° during
tem NAV mode is established by selecting the VTAC/ILS the approach submode. When properly followed, the roll
switch on the VSI/HSI mode selector, tuning a localizer commands will result in the helicopter tracking the local-
frequency on the navigation receiver, and selecting VOR/ izer to an approach. The collective position indicator, when
ILS on the VTAC switch on the instrument panel and se- properly followed, will result in not more than one over-
lecting the NAV switch on the pilot’s CIS MODE SEL shoot in acquiring the glidepath and have a glidepath track-
panel. During the ILS NAV mode the CISP processes the ing free of oscillations. The cyclic roll and collective steer-
following signals in addition to those processed during the ing performance is applicable for approach airspeed from
VOR NAV mode: 1. The vertical deviation and vertical 130 KIAS down to 50 KIAS.
flag signals, 2. the indicated airspeed (IAS) and barometric
altitude signals, and 3. the collective stick position sensor 3.19.4.9 BACK CRS Mode. The back course mode is a
and helicopter pitch attitude signals. The indicated airspeed submode of the ILS NAV mode and is engaged by concur-
and pitch attitude signals are processed to provide a limited rent ILS ON and BACK CRS ON signal from the pilot’s
cyclic pitch command, which, when properly followed, will HSI/VSI mode selector. The CISP monitors the localizer
result in maintaining an airspeed that should not deviate lateral deviation signals to provide cyclic roll commands,
more than 5 knots from the IAS existing at the time the ILS which, when properly followed, will allow the pilots to
NAV mode is engaged. The pitch command bar will deflect complete back course localizer approach in the same man-
in the direction of the required aircraft response, i.e., an ner as the front course ILS. The desired final approach
upward deflection of the pitch bar indicates a pitch up is course should be set on the selected HSI CRS window.
required. The BAR ALT and collective stick position sig-
nals are processed to provide a limited collective position 3.19.4.10 Level-Off Mode. The level-off mode will be
indication, which, when properly followed, will cause the activated when either the VOR NAV or ILS NAV modes
helicopter to maintain the altitude existing at the time the are engaged, and will be deactivated by selection of another
ILS NAV mode is engaged. The collective position indica- mode or when a radar altitude valid signal is not present.
tor will deflect in the opposite direction of the required The level-off mode is not a function of a VOR or ILS CIS
control response, i.e., an upward deflection of the collective approach. During ILS or VOR approaches, the barometric
position indicator indicates a descent is required. The CISP altimeter must be used to determine arrival at the minimum
will cause the ALT hold switch ON legend to light when- altitude. Radar altimeter setting shall not be used for level
ever the altitude hold mode is engaged. Actuating the ALT off commands in the VOR NAV/ILS NAV modes because
hold ON switch will disengage the altitude hold mode. De- variations in terrain cause erroneous altitude indications.
sired approach runway course must be set on the CRS win- The level-off mode provides the pilots with a selectable low
dow of the HSI selected by the PLT/CPLT indication of altitude command. This mode is automatically engaged
the CRS HDG switch. The initial course intersection and when the radar altitude goes below either the pilot’s or
the localizer course interception, about 45°, acquisition, and copilot’s radar altimeter low altitude warning bug setting,
tracking will be done as described for the VOR NAV mode whichever is at the higher setting. A DH legend on the VSI
except that not more than one overshoot at a range of 10 and a LO light display on the radar altimeter indicator goes
NM at 100 6 10 KIAS, and not more than two overshoots on whenever the radar altitude is less than the LO bug
at ranges between 5 and 20 NM should occur for airspeeds setting. The CISP monitors the radar altimeter and the col-
between 70 and 130 KIAS. lective stick position sensor to provide a collective pointer
command, which, when properly followed, will cause the
3.19.4.8 Approach Mode. The approach mode, a sub- helicopter to maintain an altitude within 10 feet of the low
mode of the ILS NAV mode, will be automatically en- altitude setting for settings below 250 feet, and 20 feet for
gaged when the helicopter captures the glide slope. During settings above 250 feet. The CISP causes the ALT switch
the approach mode, the CISP processes the vertical devia- ON legend to light and the altitude hold mode to be en-
tion, GS flag, and collective stick position signals to pro- gaged.
vide a limited collective position indicator, which, when
properly followed, shall cause the helicopter to acquire and 3.19.4.11 Go-Around Mode. The go-around mode pro-
track the glide slope path during an approach to landing. cesses roll and pitch attitude, altitude rate, collective stick
When the glide slope is intercepted, the CISP logic disen- position, and airspeed inputs in addition to internally gen-
gages the altitude hold mode and causes the ON legend of erated airspeed and vertical speed command signals to pro-
the ALT hold switch to go off. The CISP will provide a vide cyclic roll, cyclic pitch and collective position indica-
down movement of the collective position indicator to ad- tion. The go-around mode will engage when either pilot
vise the pilot of the transition from altitude hold to glide presses the GA (Go Around) switch on his cyclic control
slope tracking, and to assist in acquiring the glide slope grip. When the go-around mode is engaged, the CISP im-
3-83
TM 1-1520-253-10
mediately provides a collective position indication, which, mode is manually selected. Concurrent VOR and FM,
when followed, will result in a 500 6 50 fpm rate-of-climb TACAN or concurrent DPLR and FM mode inputs will be
at zero bank angle. Five seconds after the GA switch is considered an FM mode input to the CISP.
pressed, the CISP will provide cyclic pitch bar commands,
which, when followed, will result in an 80-KIAS for the 3.19.4.14 TURN RATE Select. The turn rate gyro se-
climbout. The go-around mode is disengaged by changing lection provides each pilot the option of having his VSI
to any other mode on the pilot’s CIS mode selector. display his own turn rate gyro signal (NORM operation) or
of having the other pilot’s turn rate gyro signal displayed
3.19.4.12 Long Range Navigation (LRN) Mode. The (ALTR operation). The turn rate gyro selection is indepen-
LRN navigation mode is engaged by selecting the DPLR/ dent of the navigation modes selected by the top row of
GPS switch on the VSI/HSI mode selector and the NAV switches and is independent of which turn rate gyro the
switch on the pilot’s CIS mode selector. During the LRN other pilot has selected. The NORM selection connects
navigation mode, the CISP processes LRN track angle error each pilot’s VSI to his own turn rate gyro. The selection of
and the LRN NAV flag signals in addition to the roll angle NORM or ALTR operation is indicated by lighting the
input from the attitude gyro. The CISP provides cyclic roll respective legend on the TURN RATE selector switch.
bar commands, which, when followed, result in a straight The lamp power to the indicator legends is controlled
line, wind-corrected, flight over distances greater than 0.1 through a relay so that the NORM legend is lit in case the
nm from WPT The course deviation bar and course devia- mode selector logic or lamp drivers fail. Sequential opera-
tion pointer provide a visual display of where the initial tion of the TURN RATE switch alternates the rate gyro
course lies in relationship to the helicopter’s position. The connected to the VSI.
initial course is the course the LRN computes from the
helicopter’s position to the destination. To achieve a picto- 3.18.4.15 CRS HDG Select. The CRS HDG switch on
rially correct view of the course, rotate the course knob to the mode selector provides for either the pilot’s or the co-
the head of the No. 1 needle when the fly to destination is pilot’s course selector (CRS) to be connected to the navi-
entered. The DPLR/GPS NAV logic detects the condition gation receiver, and for concurrent connection of the same
of station passover, and automatically switches to heading pilot’s HSI course and heading information to the com-
mode. The switch to heading mode will be indicated by the mand instrument system processor. The CRS resolver is
HDG switch ON legend being turned on, and the NAV normally connected to the pilot’s HSI until selected by the
switch ON legend being turned off. The Doppler/GPS navi- copilot on his mode selector. CRS HDG control is trans-
gation mode will not automatically re-engage, but will referred by pressing the CRS HDG switch. The pilot having
quire manual re-engagement of the NAV switch on the CIS the CRS HDG control is indicated by lighting of either the
mode selector. PLT or the CPLT legend on each mode selector. When
power is first applied to the mode selector, the pilot’s po-
3.18.4.13 FM HOME Mode. The FM homing (Figure sition is automatically selected. The CRS HDG selection is
3-31) is engaged by selecting the FM HOME switch on the independent of the navigation modes selected by the top
pilot’s VSI/HSI mode selector and the NAV switch on the row of switches.
pilot’s CIS mode selector. Selecting FM homing on the
VSI/HSI mode selector directs FM homing signals only to 3.19.4.16 VERT GYRO Select. The vertical gyro se-
the VSI. Other NAV modes will be retained on the HSI if lection provides each pilot the option of having his VSI
previously selected. During the FM HOME mode, the display his own vertical gyro attitude (NORM operation),
CISP processes the lateral deviation and flag signals dis- or of having the other pilot’s vertical gyro attitude dis-
played on the pilot’s VSI in addition to the roll angle input played (ALTR operation). The vertical gyro selection is
from the attitude gyro. The CISP filters and dampens the independent of the navigation modes selected by the top
FM homing deviation signals and provides cyclic roll com- row of switches and is independent of which vertical gyro
mands to aid the pilot in homing on a radio station selected the other pilot has selected. Each pilot’s VSI is normally
on the COM 1 communications receiver. When properly connected to his own vertical gyro. The selection of
followed, the roll commands result in not more than two NORM or ALTR operation is indicated by lighting the
overshoot heading changes before maintaining a tracking respective legend on the VERT GYRO selector switch.
error not to go over 3°. The CISP will revert to the heading The lamp power to the indicator legends is controlled
mode whenever the lateral deviation rate is over 1.5°/ sec through a relay so that the NORM legend is lit in case the
for a period of over 1 second. The CISP will cause the CIS mode selector logic or lamp drivers fail. Sequential opera-
mode selector HDG switch ON legend to light, and remain tion of the VERT GYRO switch alternates the vertical
in the heading mode until the FM mode or some other gyro connected to the VSI.
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3.19.4.17 No. 2 Bearing Select. The HSI number 2 d. ILS Approach.

bearing pointer selection allows the option of either the
LF/ADF bearing or the VOR bearing to a selected station. (1) Frequency - Set.
The ADF/VOR selection is independent of the navigation
modes selected by the top row of switches, and either pilot (2) HSI CRS set knob - Set to desired course.
selects ADF or VOR, independent of the other pilot’s se-
lection. The number 2 bearing pointer is normally con- (3) CIS MODE SEL switch - NAV.
nected to the LF/ADF bearing output. The selection of ei-
ther ADF or either VOR or TACAN bearing is indicated by (4) VTAC switch - VOR/ILS.
lighting of the respective legend on the selector switch. The
lamp power to the indicator legends is controlled through a (5) RADIO NAV switch - ILS.
relay, so that the ADF legend is lit in case the mode selec-
tor logic or lamp drivers fail. Sequential operation of the (6) At two dots localizer deviation on HSI, fol-
ADF/VOR switch alternates the bearing source connected low roll command bar to intercept local-
to the No. 2 bearing pointer between ADF and VOR or izer.
TACAN.
(7) As glide slope deviation pointer centers,
3.19.5 Operation. follow collective position indications for
glide slope tracking.
a. Heading Hold.
(8) At decision height, press GA switch for
(1) CIS MODE SEL switch - HDG. go-around mode if breakout has not
occurred.
(2) HDG set knob on HSI - Set as desired.
e. Back Course Localizer Approach.
(3) Selected heading is achieved by banking
helicopter, to center roll command bar. (1) Frequencyor preset - Set.
b. VOR Course Intercept. (2) LO altitude bug - SET to missed approach
point HAT.
(1) Frequency - Set.
(3) HSI CRS set knob - Set to inbound back
(2) HSI CRS set knob - Set to desired course. course.
(3) CIS MODE SEL switch - NAV. (4) VTAC switch - VOR/ILS.
(4) Follow roll command bar to initially fol- (5) CIS MODE SEL switch - NAV.
low intercept heading and then follow com-
mand bar to intercept VOR course. (6) MODE SEL switch - BACK CRS.
c. TACAN Course Intercept.
(7) Fly same as front course (paragraph
3.19.5d). Turn off MODE SEL ALT leg-
(1) Channel or preset - Set. end to stow collective position indicator
before making manual descent on back
(2) CIS MODE SEL switch - NAV. course approach.
(3) CRS HDG PLT/CPLT - As desired. 3.20 STORM SCOPE WEATHER MAPPING SYS-
TEM.
(4) VTAC selector switch - TACAN.
The storm scope, WX-1000, is a thunderstorm detection
(5) RADIO NAV mode selector switch - system. The system consists of an antenna, a receiver-
VTAC. computer, and a display screen. The receiver and antenna
sections are continuously monitored by the built-in-test fea-
(6) HSI CRS set knob - Set to desired course. ture for proper operation. Electrical discharges associated
3-85
TM 1-1520-253-10
with a storm cell are sensed by the antenna, processed by are always labeled for reference. The 25 nautical miles
the receiver to determine range and azimuth, and displayed range is always indicated by a solid ring. The following
on the storm scope indicator as a plus (+) symbol. Power to controls and functions are available for 360° weather map-
the storm scope is provided by the No. 2 dc primary bus ping mode:
through a circuit breaker marked STORM SCOPE.
3.20.1 Antennas. The stormscope antenna is mounted CONTROL/ FUNCTION

on the bottom of the cabin (Figure 3-1). LEGEND
OFF BRT switch Turns system on/off and adjusts
3.20.2 Storm scope Controls, Functions, and Dis- screen instensity.
plays. All of the operating controls are located on the
storm scope display, which is installed in the instrument S1 MENU Displays the main menu.
panel (Figure 3-32). S1, S2, S3, and S4 selections are de-
S2 CLEAR Clears strike memory and storm
pendent upon which screen is currently being displayed.
information from the screen.
There are nine different screen displays for the storm scope
(self-test, menu, 360 degree, 120 degree, time/date, options, S3 120° Selects 120-degree weather
error message, noise monitor, and test strikes). The follow- mapping mode.
ing controls and functions are available for the storm scope:
S4 NM Starts at current nautical mile
3.20.2.1 Main Menu. Main menu. The main menu al- range, allows pilot to toggle
lows the pilots to select between the checklist, time/date, through the range scales.
and options modes (Figure 3-32, Main Menu). The follow-
ing controls and functions are available on the main menu:
3.20.3.2 120° Weather Mapping Mode. The system
shows weather in the 120° forward sector only (Figure
CONTROL/ FUNCTION 3-32, 120 Degree Presentation). When the 120° weather
LEGEND mode is initially selected, it will always be in the 200 nau-
tical miles range. At least two ranges are always labeled for
OFF BRT Knob Turns system on/off and adjusts reference. The 25 nautical miles range is always indicated
screen instensity. by a solid ring. The following controls and functions are
CHECKLIST Not functional. available for 120° weather mapping mode:
TIME/DATE Access TIME/DATE menu.

CONTROL/ FUNCTION
OPTIONS Access OPTIONS menu. LEGEND
NAVAID Toggles NAVAID mode ON or OFF BRT switch Turns system on/off and adjusts
DISPLAY ON OFF. screen instensity.
S1 360° Selects 360-degree weather S1 MENU Displays the main menu.
mapping mode.
S2 CLEAR Clears strike memory and storm
S2 NEXT Steps the highlight bar through the information from the screen.
menu selections.
S3 360° Selects 360-degree weather
S3 120° Selects 120-degree weather mapping mode.
mapping mode.
S4 NM Starts at current nautical mile
S4 GO Selects the mode indicated by the range, allows pilot to steps down
highlighted menu selection. through the range scales.

3.20.3.3 Time and Date Mode.
3.20.3.1 360° Weather Mapping Mode. Three hun-
dred sixty degrees. When the 360° weather mode is initially NOTE
displayed, it will always be in the 200 nautical miles range
(Figure 3-32, 360 Degree Presentation). At least two ranges Date must be set before setting the time.
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TM 1-1520-253-10
BFG BRT BFG BRT
OFF OFF
SELF−TEST STORMSCOPE
WX−1000+ MAIN MENU
Checklist
Time / Date
SYSTEM TEST Options
IN PROGRESS . . . NAVAID Display ON
360o 120o
NEXT GO
SELF−TEST PRESENTATION MAIN MENU
BFG BRT BFG BRT

120o OFF 120o OFF
200 200
100
25
100
MENU −120o MENU 25 −360o
CLEAR 200nm CLEAR 200nm
360 DEGREE PRESENTATION 120 DEGREE PRESENTATION
BFG BRT
OFF
TIME / DATE
Stopwatch: 00.00.00
Elapsed Time: 00.00.00
13 : 21 : 45
7 July 98
S1
S3
MENU RESET
CLEAR START
S2 S4
AB0619
TIME/DATE PRESENTATION SA
Figure 3-32. Storm scope Displays (Sheet 1 of 2)
3-87
TM 1-1520-253-10
BFG BRT BFG BRT
OFF OFF
OPTIONS
ERROR # 45
Continuous Test: OK
HDG Stabilization: ON WEATHER MAPPING
Heading Display: ON IS INHIBITED
MENU PRESS ANY KEY

NEXT TEST TO CONTINUE
AK3051_2
OPTIONS PRESENTATION ERROR MESSAGE SA
Figure 3-32. Storm scope Displays (Sheet 2 of 2)
This mode allows the pilots to set the current time and CONTROL/ FUNCTION
date, and use the stopwatch and elapsed time features of the LEGEND
storm scope (Figure 3-32, Time/Date Presentation). Time
and date are set by stepping the highlight bar through the S3 RESET Returns stopwatch digits to zeros.
date, month, year, hours, minutes, and seconds using the S4 STARTor STOP Starts or stops stopwatch time
NEXT button. The UP and DOWN buttons are used to counting feature.
increment/decrement the highlighted time/date numeral.
The stopwatch and elapsed time features count hours, min- Elapsed Timer Mode
utes, and seconds up to 99.59.59. Removing power will
stop the elapsed time counter, but will not reset the elapsed S1 MENU Displays the main menu.
time counter to 00.00.00. This feature of the elapsed timer
S2 NEXT Selects other timing functions.
allows the pilots to press START to continue the elapsed
timer counting. The following controls and functions are S3 RESET Returns elapse time digits to zeros.
available for the time and date mode:
S4 START or Starts or stops elapsed timer
STOP counting feature.
CONTROL/ FUNCTION Set Current Time/Date Mode

LEGEND
S1 MENU Displays the main menu.
OFF BRT switch Turns system on/off and adjusts
screen instensity. S2 NEXT Highlights the digits to be changed.
Time/Date Mode S3 UP Increments the highlighted

number(s).
S1 MENU Displays the main menu. S4 DOWN Decrement the highlighted
S2 NEXT Steps the highlight bar through the number(s).
stopwatch, elapsed time counter,
and each portion of the time and
3.20.3.4 Options Mode. Displays the latest built-in-test
date display.
result and allows the pilots to initiate a complete self test
Stopwatch Mode (Figure 3-32, Options Menu). OK indicates no faults de-
tected during continuous self test. FAULT indicates a fault
S1 MENU Displays the main menu. is detected (Table 3-3). The system will always power up
with HDG Stabilization on. If the aircraft external heading
S2 NEXT Selects other timing functions.
3-88
TM 1-1520-253-10
source (gyro) fails, the HDG Stabilization feature should be CONTROL/ FUNCTION
turned off manually. Also, HDG Stabilization should be LEGEND
manually disabled if a compass failure occurs without caus-
ing a flag condition. When operating in the HDG Stabiliza- S4 TEST Initiates the built-in-test when
tion mode, the pilots may elect to have the Heading Display highlight bar is over Continuous
on or off in any weather mode. When Heading Display is Test, and toggle between ON and
on, the aircraft heading will appear as a digital readout at OFF for HDG Stabilization and
the top of the display. The following controls and functions Heading Display selections.
are available on the options menu:
3.20.3.5 Navigation Display Mode. Weather mapping
screen will also display course line to selected waypoints, a
CONTROL/ FUNCTION course deviation indicator and up to 6 additional data items
LEGEND provided by AMS. On initial start-up, the navaid mode will
attempt to display range, ground speed, estimated time en-
CONTINUOUS Displays status ON or OFF of built
route, bearing, crosstrack error and estimated time of ar-
TEST in test.
rival. These additional items may be modified in the op-
HDG Stabilization: Displays status of heading tions mode.
stabilization ON or OFF.
3.20.4 Storm Scope Normal Operation. After the
Heading Display: Displays status of heading display storm scope is turned on, a self test is automatically per-
ON or OFF. formed by internal diagnostics to verify system readiness.
S1 MENU Access the main menu. This test takes approximately 15 seconds. SYSTEM TEST
IN PROGRESS should be displayed while test is being
S2 NEXT Steps the highlight bar through the performed. Upon satisfactory completion of all tests, ALL
menu selections. TESTS ARE OK will be displayed for 3 seconds, then will
be replaced by the main menu. If system is turned on cold,
the test may be completed prior CRT start. In this case, the
initial display will be the main menu.
Table 3-3. Storm Scope Error Messages.
Bus Error HARDWARE ERROR Turn the unit off

Video Error Continued operation is not possible
Data Error
Program Memory
Video Memory
Real-Time Clock HARDWARE ERROR Press any key to continue operation without
Real-Time Clock Battery Time of day function not available clock function
Antenna ANTENNA ERROR Press any key to continue operation without
Storm information is not available thunderstorm data
Analog Processing HARDWARE ERROR Press any key to continue operation without
Storm information is not available thunderstorm data
Heading Processing HARDWARE ERROR Press any key to continue operation without
Heading stabilization and display not heading information
available
Microphone Key Stuck MIC KEY STUCK Strike processing is Check mike key to correct problem.
inhibited
3-89
TM 1-1520-253-10
Section IV TRANSPONDER AND RADAR
3.21 TRANSPONDER AN/APX-100(V)1 (IFF). the reply via the antenna from which the stronger interro-
gation signal was received. If the ANT switch is in the
The transponder set (Figure 3-33) provides automatic TOP position and the stronger signal was received from the
radar identification of the helicopter to all suitably equipped bottom antenna, no rf reply will be transmitted. If the ANT
challenging aircraft and surface or ground facilities within switch is in the BOT position and the stronger signal was
the operating range of the system. AN/APX-100(V) received from the top antenna, no rf reply will be transmit-
receives, decodes, and responds to the characteristic inter- ted. Therefore the ANT switch must be in the DIV position
rogations of operational modes 1, 2, 3/A, C, and 4. Spe- to insure the IFF will reply to all valid interrogations.
cially coded identification of position (IP) and emergency
signals may be transmitted to interrogating stations when 3.21.2 Controls and Functions. All operating and
conditions warrant. The transceiver can be operated in any mode code select switches for transceiver operation are on
one of four master modes, each of which may be selected Control Panel RT-1296/APX-100(V) (Figure 3-33).
by the operator at the control panel. Five independent cod-
ing modes are available to the operator. The first three
modes may be used independently or in combination. Mode CONTROL/ FUNCTION
1 provides 32 possible code combinations, any one of INDICATOR
which may be selected in flight. Mode 2 provides 4096
possible code combinations, but only one is available and is TEST GO Indicates successful BIT.
normally preset before takeoff. Mode 3/A provides 4096 TEST/MON NO Indicates unit malfunction.
possible codes any one of which may be selected in flight. GO
Mode C will indicate pressure altitude of the helicopter
when interrogated. Mode C is only available if both mode ANT-DIV switch Allows the pilot to select the TOP
3/A and mode C switches are placed to the ON position. (upper antenna), BOT (bottom
Mode 4 is the secure mode of cooperative combat identifi- antenna), or DIV (diversity, both
cation, IFF operational codes are installed, the current pe- antennas) of the aircraft.
riod’s code and either the previous or the next period’s
code. Power to operate the IFF system is provided from the NOTE
No. 1 dc primary bus through a circuit breaker marked IFF.
The ANT-DIV switch shall be
Refer to TM 11-5895-1199-12 and 11-5895-1037-12.
placed in the DIV position at all
times.
3.21.1 Antenna.
CAUTION
The transponder will ignore (and not re-

spond to) interrogations received from the
ground if the ANT switch is in the TOP
position and will ignore interrogations re-
ceived from above if the ANT switch is in
the BOT position.
Antennas are installed on the top fairing between engine

exhaust ports, (Figure 3-1) and under the transition section
behind the UHF-AM antenna. They receive signals of in-
terrogating stations and transmit reply signals. The AN/
APX-100(V) is a diversity transponder, functioning to re-
ceive the rf interrogation from two antennas and transmit
3-90
TM 1-1520-253-10
MODE 3A
FUNCTION
SWITCH
MODE 2 TEST / MON
FUNCTION NOGO ANTENNA
SWITCH INDICATOR SELECTOR
SWITCH
MODE 4
TEST GO TEST−ON−OUT MASTER
INDICATOR SWITCH RAD CONTROL
TEST−OUT SWITCH
SWITCH
TEST TEST / MON TOP MASTER

DI
M
DI
M N A
STATUS
D OFF
O N BY INDICATOR
P R ES
P R ES
G I
T
G
MODE 1
N ORM S T
T
ES
ES
O V
S
TO T
S
TO T
O
BOT
ALTITUDE
FUNCTION TEST DIGITIZER
RAD
SWITCH M−1 M−2 M−3/A M−C
R
TEST E
EM
O O STATUS
N N STATUS INDICATOR
OUT
ALT KIT ANT
EXTERNAL
CODE COMPUTER
MODE 4 MODE 4
CODE A HO TEST AUDIO REPLY IDENT
STATUS
HOLD−A−B−ZERO INDICATOR
LD
RO B
L M
I DI
SWITCH O ANTENNAS
P R ES
G
T
N O
ES
I H U
ZE
T S
F TO T T
F MIC
OUT OUT
MODE C
MODE 1 MODE 3 / A FUNCTION
SWITCH
0 0 1 2 0 0
IDENTIFI−
CATION
POSITION
(IP)
MODE 2 MODE 4
CODE REPLY
SELECTOR INDICATOR
BUTTON
MODE 2 MODE 3A
CODE CODE
MODE 3A SELECTOR SELECTOR
CODE BUTTON BUTTON
MODE 1 SELECTOR
CODE BUTTON
SELECTOR
BUTTON MODE 4
AUDIO−LIGHT−OUT
SWITCH
AA0363A
SA
Figure 3-33. Control Panel RT-1296/APX-100(V)
3-91
TM 1-1520-253-10

INDICATOR INDICATOR
MASTER/OFF/ Selects operating condition. STATUS ALT Indicates that BIT or MON failure
STBY/NORM/ NOTE is due to altitude digitizer.
EMER
Emergency reply provisions. This STATUS KIT Indicates that BIT or MON failure
mode of operation is possible when is due to external computer.
the MASTER switch on the IFF STATUS ANT Indicates that BIT or MON failure
control panel is placed in the is due to cables or antenna.
EMER position and the system is
interrogated. Emergency operation MODE 4 CODE When the IFF mode 4 computer is
results in four short dashes on the selector installed, mode 4 interrogations
interrogating radar indicator, which bypass the decoder in the RT and
indicates an aircraft in distress, and go directly to the crypto computer.
singles out the aircraft in In the crypto computer the mode 4
emergency condition within the interrogation signal is decoded and
group of aircraft. (The MASTER applied to the mode 4 recognition
switch must be in NORM, then circuit. When a mode 4 complete
lifted and turned to EMER, concurrence exists, the mode 4
therefore preventing the switch recognition circuit generates a
from accidentally being in EMER.) signal to the mode 4 computer
The emergency reply consists of a which in turn generates a mode 4
code 7700 in mode 3/A. reply. The REPLY light on the IFF
control unit comes on to indicate a
M-1, M-2, The four, three position switches on mode 4 reply is being transmitted.
M-3/A, M-C the IFF control panel will enable or
switches disable the system for modes 1, 2, ZERO Zeroize code setting in computer.
3/A, or C operation. Mode 1, mode A Selects mode 4 code setting for
2, mode 3/A, or mode C replies are previous, present, or next period,
possible only when their respective depending on which crypto period
switches are placed in the ON applies.
positions. Mode C is available only
if both mode 3/A and mode C are B Selects mode 4 code setting for
placed in the ON position. Mode 1 previous, present, or next period,
switches permit selection of a depending on which crypto period
desired code from 00 through 73. applies.
Mode 2 and mode 3/A switches
HOLD Retains mode 4 code setting when
permit selection of a desired code
power is removed from
from 0000 through 7777. The OUT
transponder.
position if each switch prevents a
reply to the respective mode MODE 4 TEST/
interrogations. The TEST position ON/OUT
of each switch tests the respective
mode operation. ON Allows system to reply to mode 4
interrogations.
RAD TEST/ The RAD switch is used to allow
OUT the RT to reply to external test OUT Prevents reply to mode 4
interrogation when held in the interrogations.
RAD position. TEST Provides self test for mode 4.
RAD TEST Allows receiver transmitter to reply MODE 4
to external test interrogations. AUDIO/LIGHT/
OUT Disables the RAD TEST features OUT
of the transponder.
3-92
TM 1-1520-253-10
CONTROL/ FUNCTION 3.21.3 Operation.

INDICATOR
AUDIO Enables aural and REPLY light 3.21.3.1 Starting Procedure.
monitoring of valid mode 4
interrogations and replies.
(Preferred position) CAUTION
LIGHT Enables only REPLY light

monitoring of valid mode 4
When flying in a combat situation near
interrogations and replies.
friendly radar sites or in the vicinity of
friendly fighter aircraft, the MODE 4
monitor switch must be in either the AU-
WARNING DIO or LIGHT position. This will enable
the pilot to observe that the IFF is peri-
odically responding to expected MODE 4
Placing the switch in the OUT interrogations.
position will disable mode 4
REPLY monitoring and IFF If the MODE 2 code has not been set previously, loosen
caution light. two screws which hold MODE 2 numeral cover, and slide
OUT Disables aural, REPLY light, and this cover upward to expose numerals of MODE 2 code
caution light monitoring of valid switches (Figure 3-33). Set these switches to code assigned
mode 4 interrogations and replies. to helicopter. Slide numeral cover down and tighten screws.
1. MASTER switch - STBY. NO-GO light

should be on.
MODE 4 RE- Indicates that a mode 4 reply is
PLY transmitted.
2. Allow 2 minutes for warmup.
IDENT/ The IDENT/OUT/MIC switch is
OUT/MIC spring loaded to the OUT position. 3. MODES 1 and 3A CODE selector buttons -
If IDENT operation is desired, the Press and release until desired code shows.
switch must be moved to the
IDENT position momentarily. The 4. TEST, TEST/MON, and REPLY indicators
IDENT pulse trains will be -PRESS-TO-TEST. If MODE 1 is to be used,
transmitted for approximately 30 check as follows:
seconds. The MIC position is not
connected in this installation. 5. ANT switch - DIV.
MODE 1 Selects mode 1 reply code to be 6. MASTER switch - NORM.
selector buttons transmitted.
MODE 2 Selects four digit mode 2 reply 7. M-1 switch - Hold at TEST, observe that only
selector buttons code to be transmitted. (Located on TEST GO indicator is on.
the control panel or on the remote
RT.) 8. M-1 switch - Return to ON. If modes 2, 3A or
M-C are to be used, check as follows:
MODE 3/A Selects four digit mode 3/A reply
selector buttons code to be transmitted. 9. M-2, M-3/A and M-C switches - Repeat steps
7. and 8.
Change 4 3-93
TM 1-1520-253-10
NOTE 2. Mode M-1, M-2, M-3/A, M-C, or MODE 4

switches - Select desired mode.
Do not make any checks near a radar site or
with MASTER control switch in EMER, 3. Identification of position (I/P) switch - IDENT,
nor with M-3/A codes 7500, 7600 or 7700, when required, to transmit identification of po-
without first obtaining authorization from the sition pulses.
interrogating station(s) within range of the
transponder.
3.21.3.3 Emergency Operation.
The following steps can be done only with
KIT/1A computer transponder installed. NOTE
10. MODE 4 CODE switch - A.

MASTER control switch must be lifted be-
fore it can be switched to NORM or EMER.
a. Set assigned test code in the KIT/1A com-
puter transponder.
During a helicopter emergency or distress condition the
AN/APX-100(V) may be used to transmit specially coded
b. AUDIO-ON-OUT switch - OUT.
emergency signals on mode 1, 2, 3/A and 4 to all interro-
gating stations. Those emergency signals will be transmit-
c. MODE 4 TEST-ON-OUT switch - Place
ted as long as the MASTER control switch on the control
to TEST and hold, then release.
panel remains in EMER and the helicopter is interrogated.
MASTER control switch - EMER.
d. TEST GO light - ON, MODE 4 REPLY
light off, KIT STATUS light off.
3.21.4 Stopping Procedure. MASTER switch - OFF.
11. When possible, request cooperation from inter-
3.22 RADAR ALTIMETER SET AN/APN-209(V).
rogating station to activate radar TEST mode.
The radar altimeter set (Figure 3-34) provides instanta-
a. Verify from interrogating station that
neous indication of actual terrain clearance height. Altitude,
MODE TEST reply was received.
in feet, is displayed on two radar altimeter indicators on the
instrument panel in front of the pilot and copilot. The radar
b. RAD TEST switch - RAD TEST and
altimeter indicators each contain a pointer that indicates
hold.
altitude on a linear scale from 0 to 200 feet (10 feet per
unit) and a second-linear scale from 200 to 1500 feet (100
c. Verify from interrogating station that
feet per unit). An On/OFF/LO altitude bug set knob, on the
TEST MODE reply was received.
lower left corner of each indicator, combines functions to
serve as a low level warning bug set control, and an On/
3.21.3.2 Normal Procedures. Completion of the start-
OFF power switch. The system is turned on by turning the
ing procedure leaves the AN/APX-100(V) in operation. The
LO control knob, marked SET, of either indicator, clock-
following steps may be required, depending upon mission.
wise from OFF. Continued clockwise turning of the control
knob will permit either pilot to select any desired low-
1. MODE 4 CODE selector switch - A or B as
altitude limit, as indicated by the LO altitude bug. When-
required.
ever the altitude pointer exceeds low-altitude set limit, the
LO altitude warning light will go on. Pressing the PUSH-
a. If code retention is desired, momentarily
TO-TEST HI SET control provides a testing feature of the
place the MODE 4 CODE selector switch
system at any time and altitude. When the PUSH-TO-
to HOLD prior to turning the MASTER
TEST control knob is pressed, a reading between 900 feet
switch OFF.
and 1100 feet on the indicator, and a reading between 900
and 1100 feet on the digital display, and the OFF flag
b. If code retention in external computer is
removed from view, indicates satisfactory system opera-
not desired during transponder off mode,
tion. Releasing the PUSH-TO-TEST SET control knob
place MODE 4 CODE selector switch to
restores the system to normal operation. A low-altitude
ZERO to dump external computer code
warning light, on the center left of the indicator,
setting.
3-94 Change 4
TM 1-1520-253-10
LO CONTROL/ FUNCTION OR INDICATION

SET INDICATOR
BUG
H HI
SET L bug Sets altitude trip point of LO
BUG
2 warning light.
L
5
HI
WARNING FT X 100 10
LIGHT H bug Sets altitude trip point of HI
LO warning light.
ALTITUDE
POINTER
1 ABS ALT
15
HI SET knob Pushing knob actuates built-in test

DIAL
LO HI MASK system to self-test altimeter.
0 FEET
LO SET SET Altitude pointer Provides an analog indication of

WARNING
LIGHT PUSH
absolute altitude from zero to 1500
OFF TO TEST
feet.
DIGITAL SYSTEM AA0528 Digital readout Gives a direct-reading four digit
READOUT OFF FLAG SA
indication of absolute altitude from

Figure 3-34. Radar Altimeter Set AN/APN-209(V) zero to 1500 feet.
LO warning light Lights whenever dial pointer goes
will light to show the word LO any time the helicopter is at below L altitude bug setting.
or below the altitude limit selected by the low altitude bug.
Each pilot may individually select a low-altitude limit and HI warning light Lights whenever dial pointer goes
only his LO light will go on when the low-altitude is above H altitude bug setting.
reached or exceeded. Loss of system power will be indi- OFF flag Moves into view whenever
cated by the indicator pointer moving behind the dial mask altimeter loses track while power is
and the OFF flag appearing in the center of the instrument. applied.
If the system should become unreliable, the flag will appear
and the indicator pointer will go behind the dial mask, to
prevent the pilot from obtaining erroneous readings. Flight 3.22.3 Operation.
operations above 1600 feet do not require that the system
be turned off. The pointer will go behind the dial mask but 1. Starting Procedure.
the transmitter will be operating. Power to operate the AN/
APN-209 is supplied from the No. 1 dc primary through a. LO SET knob - On.
circuit breakers, marked RDR ALTM.
b. L bug - Set to 80 feet.
3.22.1 Antennas. Two identical radar altimeter anten-
nas (Figure 3-1) are on the cockpit section under the avi-
c. H bug - Set to 800 feet.
onics compartment. One is for the transmitter and the other
is for the receiver. The antennas are flush-mounted in the
d. Indicator pointer - Behind mask above
fuselage on the bottom of the helicopter.
1500 feet.
3.22.2 Controls or Indicator Function. Control of the
2. Track Operation. After about 2 minutes of war-
radar altimeter set is provided by the LOW SET OFF knob
mup, the altimeter will go into track mode with
on the front of the height indicator. The knob, marked HI
these indications:
SET, also controls the PUSH TO TEST (Figure 3-34).
a. OFF flag - Not in view.
CONTROL/ FUNCTION OR INDICATION
INDICATOR b. Altitude pointer - 0 6 5 feet.
LO SET knob Power control turned c. Digital readout - 0 to +3 feet.

counterclockwise to OFF,
clockwise to on. d. LO warning light - Will light.
3-95
TM 1-1520-253-10
e. HI warning light - Will be off. e. HI warning light - Will light.
3. HI SET knob - Press and hold. The altimeter

f. HI SET knob - Release. The altimeter will
will indicate a track condition as follows:
return to indications in step 2. Track Op-
eration.
a. OFF flag - Not in view.
b. Altitude pointer - 1000 6 100 feet. 3.22.4 Stopping Procedure.
c. Digital readout - 1000 6 100 feet. LO SET knob - OFF.
d. LO warning light - Will be off.
3-96 Change 4
TM 1-1520-253-10
CHAPTER 4
MISSION EQUIPMENT
Section I MISSION AVIONICS
4.1 CHAFF AND FLARE DISPENSER M130. CONTROL/ FUNCTION

INDICATOR
4.1.1 Chaff Dispenser M130. The general purpose dis-
penser M130 (Figure 4-1) consists of a single system (dis- ARM indicator Indicates that arming switch is at
penser assembly, payload module assembly, electronics light ARM, safety flag pin is removed,
module and dispenser control panels) and a CHAFF DIS- and payload module is armed.
PENSE control button (on the lower console) designed to
ARM-SAFE switch
dispense decoy chaff, M-1 (Refer to TM 9-1095-206-
13&P). The system provides effective survival countermea-
ARM Applies electrical power through
sures against radar guided weapon systems threats. The dis-
safety flag switch to CHAFF
penser system, M130, has the capability of dispensing 30
DISPENSE button, and flare firing
chaff. Power to operate the chaff dispenser system is pro-
switch. Flare firing system is not
vided from the No. 1 dc primary bus through a circuit
used in this installation.
breaker, marked CHAFF DISP.
SAFE Removes power from dispenser
4.1.2 Controls and Function. The dispenser control system.
panel (Figure 4-1) contains all necessary controls to operate
the dispenser system from the cockpit. The control panel is FLARE counter Not used in this installation.
on the lower console. Flare counter setting Not used in this installation.
knob
CONTROL/ FUNCTION DISP CONT Not used in this installation.

INDICATOR Mode selector Selects type of chaff release
CHAFF counter Shows the number of chaff operation.
cartridges remaining in payload MAN Dispenses one chaff cartridge each
module. time dispense button is pressed.
Chaff counter setting Adjusts counter to correspond to PGRM Dispenses chaff according to
knob number of chaff cartridges predetermined burst/salvo and
remaining in payload module. number of salvos automatically.
PUSH-RESET When pushed, resets chaff counter CHAFF DIS- Ejects chaff cartridges from
to 9009. PENSE payload module.
4-1
TM 1-1520-253-10
C
INFRARED
COUNTERMEASURE
TRANSMITTER
BR
Y IL
DA
HT MA
NIG
A
Y
DA
HT
G
NI
C
FILTER FILTER
DISPENSER PAYLOAD CONTROL
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
SAFETY PIN AND CONTROL PANEL E
SAFE
WARNING STREAMER
PWR SELF MODE AUDIO
ON 1
OFF
+ 2
TEST
COVER
SELECT
SWITCH CHAFF
C (CHAFF) DISPENSE
OR F (FLARE) SWITCH CHAFF
DISPENSE
LOWER CONSOLE
CHAFF DISPENSER AB0393A
SA
Figure 4-1. Mission Kits
4-2
TM 1-1520-253-10
4.1.3 Dispenser Assembly. The dispenser assembly 4.1.7 Safety Procedures. The safety pin shall be in-
(Figure 4-1) contains the breech assembly, C-F selector stalled in the safety switch when the helicopter is parked.
switch for either chaff or flares, a reset switch, and a hous- Safety pin is removed immediately before takeoff.
ing containing the sequencer assembly. The sequencer as-
sembly receives power through the firing switches circuit 4.1.8 Operation.
and furnishes pulses to each of the 30 contacts of the breech
assembly, in sequential order 1 through 30, thus firing each 1. Counter(s) - Set for number of cartridges in
of the impulse cartridges. payload module(s).
4.1.4 Payload Module Assembly. The payload mod- 2. Mode switch - MAN.
ule assembly (Figure 4-1) consists of the payload module
and retaining plate assembly. The payload module has 30 NOTE
chambers which will accept chaff. The chaff cartridges are
loaded through the studded end of the module, one per Mode switch should always be at MAN
chamber, and are held in place by the retaining assembly. when the ARM-SAFE switch is moved to
The payload module assembly is assembled to the dispenser ARM to prevent inadvertent salvo of chaff.
assembly.
3. ARM SAFE switch - ARM. ARM indicator
4.1.5 Electronic Module Assembly (EM). The EM light on.
(Figure 4-1) contains a programmer and a cable assembly
which includes a 28-volt supply receptacle and a safety 4. Dispense button press or mode switch PGRM,
switch, actuated by inserting the safety pin with streamer as required.
assembly. The programmer consists of a programming cir-
cuit which allows the setting of chaff burst number, chaff 4.1.9 Stopping Procedure. ARM SAFE switch -
burst interval, chaff salvo number, and chaff salvo interval. SAFE.
4.1.6 Electronics Module Controls. Controls on the 4.2 RADAR SIGNAL DETECTING SET AN/APR-
electronic module are used to program the chaff dispenser 39A(V)1.
for predetermined release of chaff cartridges. Controls on
the electronic module are as follows: (Refer to TM 9-1095- Refer to TM 11-5841-294-12.
206-13&P)
4.2.1 Controls and Functions. The operating controls
of the AN/APR-39A(V)1 are as follows:
CONTROL FUNCTION
CONTROL FUNCTION
SAFETY PIN Safety switch to accept the safety
pin with streamer, placing the POWER Controls 28VDC from the No. 1 dc
dispenser in a safe condition when primary bus.
the helicopter is on the ground.
ON Locks the switch in the ON
SALVO COUNT Programs the number of salvos; 1, position. System is fully
2, 4, 8 or C (Continuous). operational after approximately one
SALVO Programs the time in seconds minute. On power up the synthetic
INTERVAL between salvos; 1, 2, 3, 4, 5, 8 or R voice will announce 9APR-39
(Random 2, 5, 3, 4, 3). POWER UP9. The plus (+) symbol
will appear and be centered on the
BURST COUNT Programs the number of burst; 1, 2, IP 1150A cathode ray tube (CRT)
3, 4, 6 or 8. during system operation.
BURST Programs the time in seconds for OFF Turns system off. Switch must be
INTERVAL burst intervals; 0.1, 0.2, 0.3 or 0.4. pulled to unlock and turn system
off.
Change 2 4-3
TM 1-1520-253-10
CONTROL FUNCTION (2) The CRT will display specific software version
numbers i.e., operational flight program (OFP) at the 12
o’clock position and the emitter identification data (EID) at
TEST When momentarily depressed the 6 o’clock position.
initiates self-test confidence check
(except for antennas and antenna (3) After the software version numbers have been dis-
receiver cabling). played the test sequence checks the receivers. A good vi-
MODE Selects synthetic voice message sual self test will show two triangles, one at the 6 o’clock
format only. MODE ONE (UP) and one at 12 o’clock position on the CRT. Snowflake sym-
selects normal voice message bols (*) will appear at the 2, 4, 8, and 10 o’clock positions
format. MODE TWO (DOWN) and will flash if the AN/AVR-2 laser detecting set is not
selects test/abbreviated voice installed. This is a normal indication and does not effect
message format. system performance.
AUDIO Controls volume to the interphone (4) A good self test (no faults detected) ends with the
system. message 9APR-39 OPERATIONAL9. A bad self test (faults
detected) ends with the 9APR-39 FAILURE9.
Direction/Display Shows alphanumeric symbology on
(Scope IP 1150A) a bearing for each processed
b. MODE ONE operation. Selecting MODE ONE the
emitter signal. Does not indicate
operator will hear all the normal synthetic voice audio when
any range data.
an emitter has been processed e. g., the AN/APR-39A(V)1
MA indicator Not used. will announce; 9SA, S-18 12 O’CLOCK TRACKING9. Se-
lection of this mode does not have any effect on emitters
MA switch Not used. received, processed or displayed, it only affects synthetic
BRIL control Varies brilliance of CRT. voice audio.
c. MODE TWO operation. Selecting MODE TWO the

operator will hear an abbreviated synthetic voice audio e.
CAUTION g., the AN/APR-39A(V)1 will announce; 9MISSILE 12
O’CLOCK TRACKING9.
To prevent damage to the receiver detec- 4.2.3 Function.

tor crystals, assure that the AN/APR-
39A(V)-1 antennas are at least 60 yards a. The radar signal detecting set (RSDS) receives, pro-
from active ground radar antennas or 6 cesses and displays pulse type signals operating in the C-D
yards from active airborne radar anten- and H-M radio frequency bands. The emitters that it pro-
nas. Allow an extra margin for new, un- cesses and displays are derived from the EID contained in
usual, or high power emitters. the user data module (UDM) that is inserted in the top of
the digital processor. In normal circumstances the processor
Excessive indicator display brightness is classified confidential if a classified UDM is installed.
may damage CRT.
b. The UDM contains the electronic warfare threat data
that makes up the specific library for a specific mission(s)
a. Self test mode. or a geographical location (it is theaterized). When a match
of the electronic warfare data occurs the processor gener-
(1) After power up, the AN/APR-39A(V)1 synthetic ates the appropriate threat symbology and synthetic audio.
voice will announce 9APR-39 POWER UP9 and the (+) It is important therefore that the correct theaterized EID
symbol will stabilize in the center of the CRT. Self test and UDM are installed for the mission or geographic loca-
should be initiated after approximately one minute. Self test tion.
can be performed in MODE ONE or MODE TWO. In
MODE ONE the synthetic voice will announce 9SELF c. Symbol generation and position relative to the center
TEST SET VOLUME, 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 9. of the CRT shows the threat lethality, it does not show or
In MODE TWO the synthetic voice will announce 9SELF represent any lethality of range, but of condition/mode of
TEST SET VOLUME, 5, 4, 3, 2, 19. the emitter. Highest priority threats (most lethal) are shown
4-4 Change 4
TM 1-1520-253-10
nearest the center. Each symbol defines a generic threat routed through the IRCM PWR circuit breaker in the No.
type, symbols are modified to show change in the status of 2 junction box to the transmitter. The No. 2 dc primary bus
the emitter. The symbols are unclassified, the definitions of also supplies 28 vdc through the IRCM CONTR circuit
what the symbols mean are classified. The complete set of breaker on the No. 2 dc primary circuit breaker panel to the
symbols and definitions are contained in TM 11-5841-294- control unit. Panel lighting of the control unit is controlled
30-2. Each theaterized library EID has a specific classified by the INSTR LTS NON FLT control on the upper con-
pilot kneeboard produced with it. The unit electronic war- sole. The source begins to heat, the servo motor and drive
fare officer (EWO) should contact PM-ASE if sufficient circuits are energized, turning on the high and low speed
cards are not available within his unit for the installed EID. modulators, and a signal is applied to stabilize system op-
erations before energizing the built-in test function. After a
d. The RSDS on specific aircraft has been interfaced warmup period the stabilizing signal is removed, and the
with other aircraft survivability equipment. The equipment system operates normally. Placing the ON-OFF control
includes the AN/AVR-2 laser detection set, AN/APR-44(V) switch momentarily to OFF causes the power distribution
continuous wave receiver and the AN/AAR-47 missile and control circuits to de-energize the source and initiates a
warning system. cooldown period. During the cooldown period, the servo
motor drive circuits remain in operation, applying power to
4.3 INFRARED COUNTERMEASURE SET AN/ALQ- the motors that cause the modulators to continue turning.
144(V). The IRCM INOP caution legend will be lit. After the
cooldown period, the power distribution and control cir-
cuits de-energize, all system operating voltage is removed
and the IRCM INOP caution legend will go off. If a sys-
WARNING tem malfunction causes the IRCM INOP caution legend to
appear, the IRCM INOP caution legend will remain until
Do not continuously look at the infrared the control panel ON-OFF switch is momentarily placed
countermeasure transmitter (Figure 4-1) OFF. The system can be returned to operating mode by
during operation, or for a period of over 1 momentarily placing ON-OFF switch OFF, then ON, pro-
minute from a distance of less than 3 feet. vided the cause of the malfunction has cleared. For addi-
Skin exposure to countermeasure radia- tional information, refer to TM 11-5865-200-12.
tion for longer than 10 seconds at a dis-
tance less than 4 inches shall be avoided. 4.3.1 Infrared Countermeasure System Control
Panel. Control of the countermeasure set is provided by
Ensure the countermeasure set is cooled the operator control panel on the helicopter lower console
off before touching the unit. (Figure 2-7). Power to operate the countermeasure set is
supplied from the No. 2 dc primary bus through a circuit
breaker, marked IRCM CONTR.
CAUTION
4.3.2 Controls and Function. Controls for the AN/
ALQ-144 are on the front panel of the control unit. The
function of each control is as follows:
Observe that the IRCM INOP caution
legend illuminates when the OCU ON/
OFF switch is set to OFF. After 60 sec- CONTROL FUNCTION
onds, observe that the IRCM INOP cau-
tion legend extinguishes.
ON-OFF switch Turns set on and off.
The countermeasure system provides infrared counter- IRCM INOP Indicates malfunction has occurred
measure capability. The system transmits radiation modu- caution legend or the countermeasure system is in
lated mechanically at high and low frequencies using an cooldown cycle.
electrically-heated source. A built-in test feature monitors
system operation and alerts the pilot should a malfunction
occur. The system is made up of a control panel on the 4.3.3 Operation.
instrument panel and a transmitter on top of the main rotor
pylon aft of the main rotor. The countermeasure system 1. ON-OFF switch - ON momentarily, then re-
gets dc electrical power from the No. 2 dc primary circuit lease (Switch will return to center position
breaker panel and the No. 2 junction box. The 28 vdc is when released).
Change 4 4-5
TM 1-1520-253-10
NOTE switches on the pilot’s collective stick (Figure 2-11) are

controls and indicators necessary for HUD operation. The
If the IRCM INOP caution legend appears, EYE SELECT L/R position is set when display units are
place the power switch OFF. connected prior to operation. A focus ring on the OU pro-
vides control for focusing the display. The OU is adjusted
4.3.4 Stopping Procedure. ON-OFF switch - OFF. by the manufacturer and under normal conditions adjust-
The transmitter will continue to operate for about 60 sec- ment is not required.
onds during the cooldown cycle. IRCM INOP caution leg-
end should appear during cooldown cycle.
a. The converter control is described below:
4.4 HEADS UP DISPLAY AN/AVS-7.
Heads up display (HUD) AN/AVS-7; (Figure 4-2) con- CONTROL/ FUNCTION

sists of signal data converter CV-4229/AVS-7 (SDC) lo- INDICATOR
cated in the avionics compartment, the converter control CPLT
C-12293/AVS-7 (CCU) located on the lower console, and
the display, SU-180/AVS-7 (DU) consisting of the optical BRT/DIM Copilot’s control for display
unit (OU) and power supply calibration unit (PSCU). Two brightness.
thermocouple amplifiers are located in the avionics com-
DSPL POS D/U/ Copilot’s control for display
partment and two HUD control switches are located on the
L/R position down/up (outer knob) and
pilot’s collective sticks. The HUD system serves as an aid
left/right (inner knob).
to pilots using the AN/AVS-6 (ANVIS) during night flight
operations by providing operational symbology information MODE 1-4/ Copilot’s mode select 1-4 and
about the aircraft. There are two programming modes and DCLT declutter switch.
one operational mode which allow both pilots to indepen-
dently select the symbology for their respective display PLT
modes from a master set of symbols in the signal data con- BRT/DIM Pilot’s control for display
verter. Power to operate the HUD system is provided by the brightness.
No. 1 ac primary bus and the No. 1 dc primary bus through
circuit breakers marked HUD REF and HUD SYS. DSPL POS D/U/ Pilot’s control for display position
L/R down/up (outer knob) and left/right
4.4.1 Basic Principles of Operation. The pilots can (inner knob).
independently select from four normal symbology modes MODE 1-4/ Pilot’s mode select 1-4 and
and four declutter modes that were pre-programmed. De- DCLT declutter switch.
clutter mode has four vital symbols that will always be
displayed: Airspeed, Altitude (MSL), Attitude (pitch and FAIL Indicates a system failure.
roll), and Engine Torque(s). An adjust mode, during opera-
ON Indicates system ON.
tion, is used to adjust barometric altitude, pitch, and roll. If
the HUD system loses operating power after adjustments ADJ/ON/OFF Selects adjust mode, enabling the
have been made, the brightness, mode, barometric altitude, INC/DEC switch to adjust altitude,
pitch, and roll must be adjusted as necessary. The system pitch, or roll. Turns power on or off
self test is divided into power-up or operator initialized to HUD system.
built-in-test (BIT) and in-flight BIT. The system BIT is
initialized during power-up or selected by the operator. Part P-PGM/OP/CP- Selects pilot program mode,
of the BIT is a periodic test that is performed automatically PGM operational mode, or copilot
along with normal system operation. A failure of the SDC, program mode. Used with the
or the pilot’s DU will illuminate the CCU FAIL light and PGM NXT/SEL switch.
display a FAIL message on the display unit. When a FAIL BIT/ACK Selects built-in-test or used to
message is displayed on the DU, the operator should ac- acknowledge a displayed fault,
knowledge the failure and re-run BIT to confirm the fault. completion of an adjustment, or
completion of a programming
4.4.2 Controls and Functions. The CCU, located on sequence.
the lower console, (Figures 2-8 and 4-2), and the control
4-6 Change 3
TM 1-1520-253-10
CONTROL/ FUNCTION
INDICATOR
ALT/P/R DEC/ Active when adjust mode is
INC selected to decrease/increase
altitude/pitch roll. When adjusting
altitude (MSL) a momentary
movement of the INC/DEC switch
will change data in 5 feet
increments. When the INC/DEC
switch is held for one second data
will change 10 foot increments.
Pitch and roll change in increments
of one degree.
Change 3 4-6.1/(4-6.2 Blank)

TM 1-1520-253-10
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
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
AA9221A
SA
Figure 4-2. Heads Up Display AN/AVS-7
4-7
TM 1-1520-253-10
CONTROL/ FUNCTION 4.4.3 Modes of Operation. There are two program-

INDICATOR ming modes and one operational mode for the HUD system
selected by the programming switch on the CCU. The ad-
PGM NXT/SEL Active when program mode is just mode is a submode under the operational mode.
selected. Allows operator to pre-
program the four normal modes 1. Pilot programming switch - Set to P-PGM.
and four declutter modes. Operator
can select a flashing symbol for 2. Copilot programming switch - Set to CP-PGM.
display and/or go to the next
symbol. Once complete, operator 3. Operation (flight mode) switch - Set to OP.
toggles the ACK switch to save (Adjust - ADJ/ON/OFF switch to ADJ).
programmed display.
4.4.4 Display Modes. Symbology display modes are
programmable by the pilots via the converter control lo-
b. Pilot’s collective controls are described as follows: cated on the lower console. Modes are defined by selecting
from a master symbology menu (Figure 4-3 and Table 4-1).
Up to eight display modes, four normal and four declutter,
CONTROL FUNCTION can by programmed for each user and can be selected for
display using the display mode selection switch on the pi-
lot’s collective control or on the CCU. The default declutter
BRT/DIM Allows pilot’s to control brightness
mode has a minimum symbology display of:
of their respective displays.
MODE/DCLT Allows pilot’s to select respective
• Airspeed - No. 25.
display modes or declutter modes.
• Altitude (MSL) - No. 7.
• Attitude (pitch and roll) - No. 1, 5, 6, 20, 26.
c. Attach optic unit to either ANVIS monocular hous-
ing. Set EYE SELECT switch on PSCU to L or R. • Engine Torque(s) - No. 22, 23.
Table 4-1. Master Mode Symbology Display (HUD)
No. Symbol Source Range/Description
1 Angle of Pitch Scale HUD System 6 30° (10° units, tic marks flash when angle of pitch is >
6 30°).
2 Bearing to Waypoint - Doppler 0 - 359° (cursor will invert 9V9 when aircraft is moving
Pointer away from waypoint).
3 Compass Reference Scale HUD System 0 - 359° (10° units).
4 Aircraft Heading Fix HUD System Fixed Reference Mark.
Index
5 Angle of Roll - Pointer Copilot’s Vertical 6 30° (right turn moves pointer to right, pointer flashes >
Gyro 6 30°).
6 Angle of Roll - Scale HUD System 6 30° (10° units).
7 Barometric Altitude Air Data System -1000 to 20,000 feet (set during adjustment mode).
(MSL)
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°.
4-8
TM 1-1520-253-10
Table 4-1. Master Mode Symbology Display (HUD) (Cont)
11 Rate of Climb Pointer Air Data System 6 2000 feet-per-minute (used with vertical speed scale,
No. 15).
12 Radar Altitude (AGL) - Pilot’s Radar Al- 0 - 1000 feet (0 - 200 feet, 1 foot units; 200 - 1000 feet,
Numeric timeter 10 foot units; disappears above 999 feet, and reappears
below 950 feet).
13 Minimum Altitude Warn- Pilot’s Radar Al- Blinking square around symbol - No. 12, (set on pilot’s
ing timeter low warning bug).
14 Radar Altitude (AGL) Pilot’s Radar Al- 0 - 250 feet (disappears at 250 feet, reappears at 230 feet;
Analog Bar timeter digital readout symbol, No. 12).
15 AGL, Vertical Speed - HUD System 0 - 200 feet/6 2000 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 selecting ACK (see note).
17 Trim (Slide Ball) SAS/FPS Com- 6 2 balls (left/right).
puter
18 MST, MEM, HOOK Caution annun- MST, MEM, HOOK cannot be cleared from the display
Messages ciation by selecting ACK.
19 Sensor, Engine, Fire, RPM Master Warning ATT, ENG 1 or 2, FIRE, RPM; ATT can be cleared
Warnings Panel from the display by selecting ACK (see note). ENG,
FIRE, and RPM cannot be cleared.
20 Horizon Line (pitch, roll) Copilot’s Vertical Pitch: 6 30° Roll: 0 - 359°.
Gyro
21 Display Mode Number HUD System 1N - 4N for normal modes, 1D - 4D for declutter modes.
22 Torque Limits Torque Trans- 0 - 150%
ducer Yellow (>100%), (solid box)
Red (>110%) Thresholds (solid box flashes).
23 Torque - Numerics Torque Trans- 0 - 150% (flashes when engine torque separation is greater
ducer 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 doppler).
25 Indicated Airspeed SAS/FPS Com- 30 - 180 knots (no symbol 30 knots and below, reappears
puter 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) Maximum split
Amplifers between cockpit and HUD is 6 15°.
28 Distance to Waypoint Doppler 0 - 999.9 km.
29 Bearing to Waypoint - Nu- Doppler 0 - 359°
meric
4-9
TM 1-1520-253-10
Table 4-1. Master Mode Symbology Display (HUD) (Cont)
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.
4.4.5 Operation.
4.4.5.1 Starting Procedure. CAUTION
1. ADJ/ON/OFF switch - OFF.

The AN/AVS-7 system should not be used
2. Optical unit support clamps - Installed on if the quick-release connector is not in
ANVIS. Verify clamps can by rotated. working order.
NOTE 7. PSCU - Connect. Connect PSCU to quick-

release connector by rotating the connector en-
Check surface of lens for cleanliness. Clean gagement ring.
in accordance with TM 11-5855-300-10.
3. DU lens - Check.
CAUTION
WARNING Keep the protective caps on the ANVIS

whenever it is not in use. Operate the
ANVIS only under darkened conditions.
Failure to remove the ANVIS neck cord
prior to operation of the HUD may pre- NOTE
vent egress from the aircraft in an emer-
gency. Ensure ANVIS operator procedures have
been completed.
4. ANVIS neck cord - Removed.
8. P-PGM/OP/CP-PGM switch -OP.
5. Optical unit - Install on ANVIS. Attach optical
unit to either monocular housing. Do not 9. ADJ/ON/OFF switch - ON. System ON and
tighten OU clamp completely with thumbscrew FAIL lights illuminate and BIT will initiate au-
at this time. The OU (display) may have to be tomatically.
rotated to horizon after the system is operating.
10. FAIL light - Check. Light should go out after
NOTE ten seconds. BIT is complete.
The helmet may now have to be rebalanced. NOTE
6. EYE SELECT switch on PSCU - L or R. Allow one minute for display warm-up. Dis-
play intensity is preset to low each time
ADJ/ON/OFF switch is set from OFF on
ON.
WARNING
If a fault is displayed in the DU, acknowl-
CCU ADJ/ON/OFF switch must by OFF edge fault and re-run BIT to confirm fault.
before connecting or disconnecting quick-
release connector. 11. BRT/DIM switch - As desired.
4-10
TM 1-1520-253-10
12. DSPL POS control - As required. Center dis- 4.4.5.4 Programming Procedure.
play in field of view.
NOTE
13. Display aligned to horizon - Check. Tighten
OU clamp. The programming procedure for the pilot
and copilot is identical except for the loca-
tion of controls on the CCU.
4.4.5.2 Operator Self Test (BIT).
1. Select mode to be programmed (1N-4N). The
1. BIT/ACK switch - Press to BIT and hold. The
first mode that will appear is 1N (normal mode
ON and FAIL light will illuminate. At end of
1).
BIT, FAIL indicator will extinguish.
2. P-PGM/CP-PGM/OP switch - P-PGM or CP-
2. BIT/ACK switch - Release.
PGM.
4.4.5.3 Displayed System Faults. The system self test
3. PROG blinking in display - Check. Verify that
is divided into power-up or operator initialized built-in-test
a complete set of symbology is displayed and
(BIT) and inflight BIT. The faults result as warnings and
attitude reference symbol is blinking. Verify
messages that blink at a rate of two per second in the dis-
PGM is displayed in the HUD FAIL message
play units. Part of the BIT is a periodic test that is per-
location for the DU not being programmed.
formed automatically along with normal system operation.
This BIT monitors and/or tests SDC functions and/or sig-
4. BIT/ACK switch - ACK to program the full
nals. A failure of the SDC, NAV signals pilot’s DU, will
display or go to step 5 and select desired sym-
illuminate the converter control FAIL light and display a
bols.
FAIL message CPM, SDR, SDA, PS, NAV, PDU or
CPDU on the display unit. An attitude (ATT) sensor indi-
5. PGM SEL/NXT control - SEL to select sym-
cation will be displayed when a gyro invalid condition
bol. Selected symbol stops blinking. If symbol
exits. ATT, NAV, PDU, CPDU, and all SDC faults can be
is not desired, toggle switch to NXT and the
cleared by setting BIT/ACK switch to ACK. The follow-
symbol will disappear.
ing helicopter status messages are also displayed.
NOTE
1. The caption MST (first priority) indicates op-
eration of the master caution warning lamp.
All symbols have been programmed when
This message will disappear during the rest of
the PROG annunciator is the only symbol
the main warning lamp operation.
flashing.
2. The caption MEM (second priority indicates
6. BIT/ACK switch - ACK. (Hold switch to
that the doppler data is not updated. a previous
ACK for one second.)
computed data is available. This message will
appear simultaneously with the MEM lamp on
7. OK displayed - Check. (OK will be displayed
the doppler operating panel.
for two seconds.)
3. The caption HOOK (third priority) indicates
NOTE
the cargo hook is open. The message will ap-
pear simultaneously with the indication lamp in
If programming is not accepted, FAIL will
the cockpit.
be displayed. If a FAIL message is dis-
played, attempt to reprogram the same
Setting BIT/ACK switch to ACK will not clear mode, if FAIL reappears notify mainte-
MST, MEM, or HOOK status messages from the DU. nance.
Engine, FIRE and RPM warnings cannot be cleared from
the DU. The faulty unit or warning must be removed from Declutter mode is recognized by flashing
the aircraft. When both engines fail at the same time, en- ground speed indicator in lieu of attitude ref-
gine priority is: ENG 1 then ENG 2. erence symbology.
4-11
TM 1-1520-253-10
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 4-3. Master Mode Display
8. MODE 1-4/DCLT - DCLT (1D-4D). The first 4.4.5.5 Adjustment of Barometric Altitude, Pitch,
DCLT mode that will appear is 1D (declutter and Roll.
mode 1).
NOTE WARNING
If MODE 1-4/DCLT switch is toggled to An improperly adjusted barometric

DCLT a second time the display will cycle altimeter will result in an improperly set
back to the DCLT’s normal mode (1N-4N). HUD barometric altitude display.
The MODE 1-4/DCLT switch must be set
to MODE 1-4 to advance to another normal
mode. NOTE
9. Repeat steps 4 through 7, for declutter. Barometric altimeter should be set to the
most current altimeter settings, field eleva-
10. MODE 1-4/DCLT switch - As required. tion.
11. Repeat steps 4 through 10 until all desired 1. Ensure P-PGM/CP-PGM/OP switch is in the
modes are programmed. OP position.
12. P-PGM/CP-PGM/OP switch - OP. 2. ADJ/ON/OFF switch - Pull and set to ADJ.
4-12
TM 1-1520-253-10
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 4-4. Symbol Generator Test Mode
3. ADJ blinking in display - Check. craft instrument indicator and take the
appropriate action.
NOTE
Excessive brightness of the symbology dis-
Changes to barometric altimeter settings re- play may impair vision outside the cock-
quire a corresponding change to the HUD pit.
barometric altitude. Each .01 inch change in
pressure equals 10 feet. Interruption of electrical power, such as
change over from APU generator to NO.
4. INC/DEC switch - As required. 1 and NO. 2 generators and vice versa,
will cause DU to default to dim and
5. BIT/ACK switch - ACK. MODE 1N. Any adjustments made to the
barometric altitude, pitch and roll prior
6. Repeat steps 3 through 5 for pitch and roll. to flight will be lost, thereby decreasing
the accuracy of the barometric altitude,
7. ADJ/ON/OFF switch - ON. pitch and roll.
4.4.5.6 In-flight Operation. 1. BRT/DIM switch - As desired.
NOTE
WARNING
Whenever the symbology is interfering with
the outside visibility, decluttering may be
Whenever the symbology displayed in the selected to remove symbology.
DU is suspected of being incorrect the pi-
lot’s will compare the data with the air- 2. MODE 1-4/DCLT switch - As desired.
4-13
TM 1-1520-253-10
4.4.5.7 System Shutdown Procedure. condition and whether or not the ANVIS goggles will be
needed following egress. The available means of discon-
1. ADJ/ON/OFF switch - OFF. nect are as follows:
2. Turn off ANVIS. a. Release the ANVIS goggles from the helmet.
b. Disconnect the OU from the ANVIS goggles

via the thumbscrew.
WARNING
c. Grasp PSCU and pull down.
CCU ADJ/ON/OFF switch must be OFF
before connecting or disconnecting quick- 4.5 MULTI FUNCTION DISPLAY (MFD).
release connector.
Each MFD displays flight and communications data,
Do not disconnect DU by pulling on the caution and advisory legends, and FLIR video indepen-
cable connected to the PSCU. The DU dently of each other. Displays may be overlayed on each
could be damaged or the cable may sepa- other, such as attitude information presented with FLIR
rate from the PSCU creating an explosive video. Caution legends appear automatically as they are
atmosphere hazard. generated in a pop up window, or displayed in a caution
advisory grid. Power for the MFDs is from the dc essential
Do not attempt to egress the aircraft with- bus through circuit breakers marked PLT MFD and
out performing disconnect as this may re- COPLT MFD respectively.
sult in neck injury.
4.5.1 Controls and Functions. All controls for the
MFD are on the bezel of the MFD (Figure 4-5). Marked
CAUTION keys on top and bottom keys are fixed function, while the
unmarked keys function is dependent on the adjacent dis-
play. Controls are as described below:
Do not disconnect DU by pulling on the
cable. To do so may damage the DU.
CONTROL/ FUNCTION
3. Display unit - Disconnect. Disconnect DU by INDICATOR
grasping the PSCU and rotating the quick- COMM Toggles communications header on
release connector engagement ring and pull or off.
downward. Remove OU and remove from the
ANVIS and place into storage case. NAV Toggles navigation information
header on or off.
4. Reattach neck cord to ANVIS.
DAY NGT OFF Adjust brightness of display for
switch either day or night operation, turns
4.4.5.8 Emergency Egress. The quick-release feature
MFD off.
allows you to exit quickly from the aircraft in an emer-
gency without: FLT Toggles digital flight data on or off.
On FLT data page, TAS/IAS soft
a. Damaging or turning the unit off. key appears.
b. Getting tangled in cords. TAS Toggles display between true

IAS airspeed and indicated airspeed.
c. Being restrained in the cockpit by hardwired ATT Toggles heading, pitch, roll, and
connections. course deviation information on or
off.
d. Removing ANVIS.
HOV Toggles hover information on or
It is up to the operator to determine the desired mode off.
of disconnect based upon his evaluation of the emergency
4-14
TM 1-1520-253-10
RANGE HELICOPTER
RINGS HEADING
SEQUENCED
LEG WAYPOINT
SEGMENT
DAY
COMM NAV NGT
OFF
000
CURRENT
8X LAKEVIEW LEG
35 X BEACH
NEW
6 X PUP6 ADV
11 X PUP3
4 X HOSS
SCALE 25
13 X PATUXENT
TAS
20 10 10 20
SELECTED
HDG UP 2 X ARGUS
DAY
COMM NAV NGT
FLT ATT HOV FP FLIR C/A BRT OFF
HELICOPTER SYMBOL
TO: 11 12 13 14 DEST:
135
FLIGHT PLAN DISPLAY 3 PATUXENT S. LAKEVIEW
000/15.5 025/143.6
3:16
TAS 147 20
C/A
IAS WNDW
10
GS 120
10 RALT
135
20
ZERO DOPPLER
DOPPLER GROUNDSPEED BOX
GROUNDSPEED UHF 331.875
CUE WIND SPEED /
HELICOPTER
DIRECTION
HEADING
INDICATOR
DAY
COMM NAV NGT
OFF
PILOT / COPILOT
SELECTED COMM
11 12
135
15 16
ATTITUDE DISPLAY
LAND ASAP
WITH FLIGHT DATA OVERLAY
#1 FUEL LOW H
L PITOT HEAT
R PITOT HEAT
I
IFF D
E
CARGO HK OPEN
BACKUP PMP ON
20
AB0780A
HOVER DISPLAY SA
Figure 4-5. Multi Function Display (MFD)
4-15
TM 1-1520-253-10

INDICATOR INDICATOR
Windspeed/ Gives windspeed and direction. HIDE Acknowledges new caution legend
Direction indicator and changes its display from
reverse video to normal text. If no
Zero Doppler When Doppler groundspeed cue is
new caution legend, removes
groundspeed box in the box, Doppler groundspeed is
window and displays C/A WNDW.
0, and helicopter is hovering.
f Scrolls list down.
Doppler Shows Doppler groundspeed in
groundspeed cue relation to the zero doppler BRT knob Variable brightness adjustment.
groundspeed cue. Full scale
displacement on from box on MFD
in all directions represents 25 knots 4.5.2 Stand Alone Display Modes. Display modes are
groundspeed. At full displacement, divided into stand alone displays, and overlay displays.
Doppler groundspeed cue will be Pressing the associated fixed function button displays the
displayed approximately 1/2 the mode. Pressing the button a second time turns the display
distance between zero doppler off, reverting to a blank screen.
groundspeed box and edge of
MFD. 4.5.2.1 Attitude Display Mode.
FP Toggles active flight plan from
AMS on or off. NOTE
SCALE Cycles through display scales.
Attitude information is for reference only,
HDG UP Access heading up map display. and not to be used in place of primary flight
N UP Access north up map display. instruments.
Range rings Shows scale of display. Displays an attitude indicator, giving pitch, roll, heading
Sequenced leg Future legs of the active flight plan. and course deviation.
segment
4.5.2.2 Hover Display Mode. Displays helicopter’s
Waypoint Gives waypoint number, name and ground speed and direction, radar altitude, and wind speed
symbolizes the location of the and direction.
waypoint.
Current leg Indicates the active from to leg of 4.5.2.3 Flight Plan Display Mode.
the flight plan.
Helicopter Shows current location of NOTE
symbol helicopter.
FLIR Toggles FLIR information on or Navigation information is for situational
off. awareness, and is not to be used a primary
means of navigation.
C/A Toggles between caution advisory
grid and C/A WNDW icon. Gives graphic display of avionics management system
(AMS) active flight plan. The scale of display is variable,
C/A WNDW Activates caution adivsory pop up
and marked by range rings. The heading up display orients
window.
the display to the helicopter’s heading, The north up dis-
Soft keys when play orients the display to magnetic north.
caution advisory
window is activated 4.5.3 Overlay Display Modes. Overlay displays may
be either shown alone, or overlaid on the three stand alone
d Scrolls list up. displays described above.
4-16
TM 1-1520-253-10
4.5.3.1 FLIR Display Mode. 4.6 FORWARD LOOKING INFRARED SYSTEM AN/
AAQ-22.
NOTE
Selecting FLIR mode when FLIR is not in- WARNING

stalled will cause MFD to flicker or cycle.
To cleaar this condition, press FLIR again.
The FLIR shall not be used for pilotage.
Displays FLIR video and command menus. See para-
graph 4.6 for displays and indications. The forward looking infrared (FLIR) system (Figure 4-6)
detects infrared radiation. The system consists of a Turret-
4.5.3.2 C/A Popup Display Mode. Displays active FLIR unit (TFU), central electronics unit (CEU), and a hand
caution and advisory legends. Caution legends are sepa- control unit (HCU). The system uses the HCU for TFU
rated from advisories by a row of white asterisks. movement, target cursor movement, and automatic video
tracking. The FLIR can operate during night, day, and ad-
4.5.3.3 Flight Display Mode. verse weather conditions. The system shall only be used for
target recognition and surveillance. The FLIR sensor con-
NOTE verts infrared (IR) radiation patterns within its field of view
to a video format, which can be viewed on the multi func-
Navigation information is for situational tion displays (MFD). The system generates visible and
awareness, and is not to be used a primary thermal video of the area within the field of view and dis-
means of navigation. plays it on the MFDs. System status information is dis-
played above and below the imagery. Symbology is over-
Displays waypoint and destination data with magnetic laid on the imagery and may be suppressed or decluttered.
heading and estimated time enroute (ETE), true or indi- Power for the FLIR system is provided from the No.1 dc
cated airspeed, groundspeed and radar altitude. primary bus through a circuit breaker marked FLIR VCR
and from the No. 2 dc primary bus through a circuit breaker
4.5.3.4 Communications Display Mode. Displays pi- marked FLIR.
lot and copilot selected COMM radio preset, band, fre-
quency, and call sign. If COMM is pressed when flight data
screen is displayed, radar altitude is removed, and radio 4.6.1 Turret.
setting is displayed in its place.
4.5.3.5 Navigation Display Mode. Displays digital CAUTION

navigation information as a header, giving current active
flight plan information, as well as ground speed, time to go,
and wind speed and direction. Optical lens of FLIR is easily scratched.
To avoid damage, use cleaning procedures
4.5.4 Operation. and supplies referenced in the mainte-
nance manual.
The FLIR turret (Figure 3-1) is three axis, and gyro sta-
1. OFF NGT DAY switch - As desired bilized in outer azimuth, inner azimuth, and elevation. The
turret provides the remote movement of the FLIR line of
2. BRT switch - Full clockwise. sight, corresponding to the center of the imaged scene, to
any position within the field of regard (FOR). The FOR is
3. ILLUM ALL soft key - Press. Check caution +30° to -120° in elevation and a continuous 360° in azi-
advisory grid for complete display. muth from the look ahead position.
4. Operational mode(s) - As desired. 4.6.2 Controls and Function. The controls for the
FLIR system are on the front of the HCU (Figure 4-6). The
4.5.4.2 Shutdown Procedure. function of each is as follows:
1. OFF NGT DAY switch - OFF.
Change 4 4-17
TM 1-1520-253-10
MENU CONTROL SWITCH
FOCUS CONTROL
SWITCH GAIN AND LEVEL
FOV MENU POWER CONTROL SWITCH
STOW
2X
ZOOM WFOV OFF ON
HOOK LOCK
NFOV
FOC OUT GAIN UP
FREEZE
LVL LVL
CAGE IP / HH DN UP
POLARITY
GAIN DN AUTO−
FOC IN
GAIN
POINTING CONTROL
AB0799
SA
Figure 4-6 FLIR System
PWR switch STOW For stowing the TFU prior to

turning the power OFF. In the
OFF OFF is the normal power down for STOW position the TFU is rotated
the system. to the 180° azimuth, +130°
ON Power is applied to the system and elevation to protect the windows.
on completion of the start-up BIT This mode is activated by the pilot
sequence system status is reported. as part of the normal power off
sequence.
Menu control Used to display and activate menu
controlled functions. LOCK Used to execute a change or
selection in menus and to close the
MENU Activates the menu page by menus.
momentarily toggling the switch.
The menu page is displayed on the FREEZE Provides the ability to freeze the IR
left side of the MFD overlaid on video image at any time. To freeze
the imagery. the image toggle the FREEZE
switch. To return to live video
toggle the FREEZE switch again.
HOOK Used to select menus or change
parameters and to open sub-menus
within the menu pages.
FOV switch Three position switch used to alter
field of view.
4-18 Change 4
TM 1-1520-253-10
WFOV Sets display to 28° horizontal, 17° 2X ZOOM Sets narrow field display to 2X
vertical field of view. magnification.
NFOV Sets display to 5° horizontal, 3°
vertical field of view.
Change 4 4-18.1/(4-18.2 Blank)

TM 1-1520-253-10
CONTROL FUNCTION 4.6.3 Starting Procedure.
1. FLIR PWR switch - ON.

Focus Control Used to manually set focus.
CAGE Commands the TFU to a particular 2. MFD FLIR switch -Press.
pointing angle with respect to the
aircraft centerline. NOTE
POLARITY Toggles thermal image polarity

The start-up BIT is performed at power up
from white-hot or black-hot,
and the RDY indicator should be displayed
representing hot scene objects.
in the right end of the upper status bar. If
White-hot is the recommended
FAULT is displayed the system has detected
polarity.
a problem and should be checked by main-
FOC IN Acts only on the IR sensor. tenance personnel.
Manually adjusts the focus for
operational work. Allow three to five minutes for system to
FOC OUT Acts only on the IR sensor. reach operating temperature. Do not move
Manually adjusts the focus for controls until RDY is displayed.
operational work.
3. Adjust MFD BRT knob.
IP/HH Toggles between inertial pointing
mode and heading hold mode. 4. Use the pointing control to confirm up/down
and left/right operation of the TFU. As soon as
Gain and level Gain sets system sensitivity, while
inputs are received from the pointing control
control level is used to position a selected
the system will switch from cage mode to iner-
span of temperatures relative to all
tial pointing mode.
temperatures in the scene.
GAIN UP Higher gains represent narrower 5. Any mode can now be selected and controls
spans of temperatures. can be adjusted to suit operational needs.
GAIN DN Lower gains represent wider spans

of temperatures. 4.6.4 Modes of Operation.
LVL UP In the recommended white-hot 4.6.4.1 BIT Mode. The start up BIT is performed at
mode, higher levels settings are power up and the READY indication should be displayed
needed to view detail in darker in the right end of the upper status bar (Figure 4-7). If
(cold) areas. FAULT is displayed the system has detected a problem.
See the appropriate maintenance manual.
LVL DOWN In the recommended white-hot
mode, lower level settings are
4.6.4.2 Menu Operation. Menus are accessed and ma-
needed to view detail in brighter
nipulated with the MENU, HOOK, and LOCK switch and
(hot) areas.
the pointing control located on the HCU. The menus are
AUTO-GAIN Selects automatic control of system organized into two basic pages (Figure 4-8), with additional
gain and level (temperature offset). sub-menus that are presented at the appropriate time by a
The system automatically adjusts 9>9 to indicate that a sub-menu exists. The menus contain
the FLIR image with near optimum one or more labels, the labels are highlighted one at a time.
scene contrast for general purpose If a label can not be highlighted or does not appear, then
viewing, and as a starting point for that function is not currently available. The HOOK func-
manual adjustment. tion is used to select or change parameters and to open
sub-menus. The LOCK function is used to execute a
Pointing Control Used to manually control TFU change or selection and close the menus.
movement.
To activate the menu page:
4-19
TM 1-1520-253-10
FIELD−OF−VIEW
GAIN / LEVEL / DCR

OR CCD CONTRAST SETTING CURRENT
MODE FREEZE
SYMBOLOGY AUTOTRACKER INDICATOR
SETTING STATUS
POLARITY
FILTER BIT / FIT
SELECTION STATUS
FLTR / HI DAY / DCL AGN / LVL TRK INRPT NRX2 FRZ WHT READY
+30
−30
−60
−90
−120
GN 7
LVL 2
−180 −90 0 +90 +180
LAT N DDOMM.MMOo LON W DDDOMM.MMOo −93.4OAZ 14OEL DD−MM−YY HH:MM:SSL
DATE TIME
DIGITAL GAIN / LEVEL LAT / LON POSITION ELEVATION
INDICATORS (OPTIONAL) POSITION
AZIMUTH
POSITION
FN0873
SA
Figure 4-7 FLIR System Status Display
1. Toggle the MENU switch. Page one is dis- be immediately seen. The function can be
played down the left side of the VDU overlaid toggled back and forth by repeatedly toggling
on the imagery. the HOOK switch.
NOTE 4. Once the desired label is selected toggle the

MENU switch, this locks in the selection, turns
In order to escape the menus at any time the menus off and returns the system to it’s
either momentarily toggle the MENU switch previous mode of operation.
or HOOK the EXIT label.
5. Toggle the MENU switch again before making
2. Use pointing control to scroll the menu bar. another adjustment.
3. Once the desired label is highlighted, toggle the Some functions utilize sub-menus or analog scales for
HOOK switch. This hooks the label. If the adjustment of parameters, if a sub-menu appears:
function is an on/off function, the change will
4-20
TM 1-1520-253-10
INRPT DISPLAYED
IN STATUS BAR
HDHLD DISPLAYED
IN STATUS BAR
ASCN CAGE
SCAN > AUTOLOCK RATE
. . .
1 AZ EL > FULL ON HI
> .
2 0O 0O REDUCED OFF MED
3 −180O 0O EXIT EXIT LO
4 EXIT
AUTOSCAN SCAN AUTOSCAN
5 SUB−MENU AUTOLOCK AUTOSCAN RATE
6 SUB−MENU SUB−MENU
7
8
AUTOSCAN CAGE
SUB−MENU
CAGE
AZ EL
1* 0O 0O
2 −180O 0O
3
4
5
LABEL SUB−MENU 6
INDICATOR 7
8
ADD
SELECT
. INRPT
DELETE
. HDHLD
EXIT
. ASCN >
. CAGE >
. POL DISPLAY POLARITY CHANGES, WHT
. FOC > OR BLK DISPLAYED IN STATUS BAR
. GN/LVL >
MENU > FOCUS
EXIT
MAN > FOCUS SCALE DISPLAYED, FOCUS
* DEF CAN BE MANUALLY ADJUSTED
PAGE 1
EXIT
MENU BAR
TOGGLED WITH
POINTING CONTROL; GN/LVL/DCR
HOOK SWITCH .
SELECTS THE AUTO >
LABEL; LOCK SET > GN/LVL SCALE DISPLAYED, AUTO GN/
SWITCH EXECUTES LVL PARAMETERS CAN BE ADJUSTED
MAN >
DCR ON MGN/LVL DISPLAYED IN STATUS BAR,
* DCR OFF GN/LVL SCALE DISPLAYED, GN/LVL
EXIT CONTROLLED MANUALLY
GAIN, LEVEL
AND DC
RESTORATION
MENU
AB1112_1
SA
Figure 4-8. FLIR Menus (Sheet 1 or 2)
Change 4 4-21
TM 1-1520-253-10
TFU ROTATES TO STOW POSITION,

DISPLAYED IN STATUS BAR
FILTER
HI
MED DISPLAYED IN STATUS BAR
(FLTR/HI, MED, OR LOW)
LOW
* OFF
EXIT
FILTER MENU
SYM
* DAY
NIGHT
DISPLAYED IN STATUS BAR
* FULL
DCLTR
EXIT
STOW
FLTR > SYMBOLOGY
SYM > MENU
MAINT > LOCKED (DO NOT USE)
DIFF >
CAL >
FIT > CALIBRATION
CONFIG >
MENU > DRIFT AZ 0
EXIT DRIFT EL 0
HDHLD RESP 1.5
PAGE 2 ZOOM ENH 0%
HOUR 13
MINUTE 55
SECOND 37 DISPLAYED IN LOWER STATUS BAR
MONTH 4
DAY 3
YEAR 92
* LOCAL/ZULU LOCAL
SET TIME/DATE
GRAYSCALE GRAYSCALE DISPLAYED, AND
EXIT ABLE TO BE ADJUSTED
AB1112_2
SA
Figure 4-8. FLIR Menus (Sheet 2 of 2)
4-22 Change 4
TM 1-1520-253-10
1. Highlight the desired sub-menu choice, and a. In the first phase the TFU is controlled by the point-
push the LOCK button to lock in the sub-menu ing control commands. This phase is identical to the inertial
change. pointing mode.
2. This allows the possibility of selecting a par- b. The second phase commences whenever the pointing
ticular control value as the current value. The control outputs return to zero. In this phase the TFU is
current value is indicated by an asterisk to the caged to the last commanded position. It remains caged to
left of the label. If the current function provides this position until a new pointing control command is re-
analog adjustment, such as GAIN/LVL, then a ceived or a different mode is selected that changes the line
second level of control adjustment is performed of sight.
using the pointing control.
4.6.4.5 Autoscan Mode. When the ASCN label is
3. Activating the LOCK switch activates the se- hooked, the CAGE sub-menu appears (Figure 4-8). When
lected mode and exits the menus. the desired CAGE value label is highlighted and hooked,
the SCAN sub-menu appears. The scan pattern is selected
4.6.4.3 Inertial Pointing Mode. The inertial pointing by moving the highlight bar to the desired label and tog-
mode controls the line of sight of the TFU manually by gling the HOOK switch. When the desired scan label is
commands generated from the HCU pointing control. If no hooked, the AUTOLOCK sub-menu appears. The autolock
commands are generated from the pointing control, the TFU feature is then enabled or disabled. If autolock is disabled
gyros cause the TFU to maintain its inertial bearing and the RATE sub-menu appears. The rate is selected by hook-
elevation, thus compensating for small disturbances due to ing the desired label. The rate and scan pattern are repro-
aircraft vibration and any changes in the direction of the grammable in the configuration menu. At anytime during
aircraft. The inertial pointing mode is selected, from head- this process the ASCN function can be activated by tog-
ing hold mode by activating the IP/HH toggle control once gling the LOCK switch. The previous sub-menu can be
and is selected from any other mode by activating the returned to by hooking on the EXIT label at the bottom of
IP/HH toggle control twice. The mode can also be selected any sub-menu. The system performs ASCN until the point-
by enabling menu, moving the highlight bar to the INRPT ing control is depressed or another mode is selected.
label, and toggling the LOCK switch. When the mode is
selected INRPT will be displayed in the mode position of 4.6.4.6 Cage Mode. In CAGE mode the TFU is com-
the status bar. manded to a particular pointing angle with respect to the
aircraft center line. The default cage position is 0° azimuth,
The inertial pointing mode consists of: and 0° elevation and this is the position the TFU will cage
to when the system is powered on. The default cage posi-
tion and one other position are stored in nonvolatile
a. Manual pointing phase. In this phase the TFU line of memory and can be reprogrammed in the configuration
sight is controlled by the pointing control commands. The menu (Figure 4-8). The secondary default cage position is
larger the output from the pointing control the higher the preprogrammed at 180° azimuth, and 0° elevation. Up to
slew rate. When no command is received from the pointing six additional CAGE positions are programmable by se-
control, the turret line of sight is controlled by the gyro- lecting the current gimbal as the cage position. The system
servo mechanism. reverts from CAGE to HH mode if a rate command is
issued by depressing the pointing control.
4.6.4.4 Heading Hold Mode. In the heading hold mode
the TFU is controlled manually by commands generated a. When CAGE is hooked in the main menu, the CAGE
from the pointing control. If no commands are generated sub-menu appears with control labels provided to add, se-
from the pointing control, the TFU maintains its relative lect, or delete cage values. The ADD function allows the
bearing and elevation with respect to the aircraft. The head- pilot to add the current TFU position as an additional cage
ing hold mode is selected by toggling the IP/HH toggle position. Up to eight cage positions can be stored (includ-
control. The mode can also be selected by enabling the ing the two default cage positions). CAGE positions are
menu , moving the highlight bar to the HDHLD label, and deleted with the DELETE command. A specific cage po-
toggling the LOCK switch. The system then switches to sition is selected with the SELECT command.
the heading hold mode and HDHLD is displayed in the
mode position of the status bar. To add a cage position.
The heading hold mode consists of two phases. (1) Position the TFU to the desired position.
Change 4 4-22.1
TM 1-1520-253-10
(2) Activate the menus and hook the CAGE label. stored in nonvolatile memory and can only be
The CAGE menu will appear on the right side changed in the configuration menu. Move the
of the screen. highlight bar to the desired cage position to be
deleted and activate LOCK to delete the posi-
(3) Move the highlight bar to the ADD label and tion. Repeat this procedure until all desired po-
activate HOOK. The new cage position will be sitions are deleted.
added in the first available slot on the list.
b. To cage the currently selected position depress the
(4) To exit the CAGE menu move the highlight CAGE switch or activate the menus and LOCK on the
bar to the EXIT label and activate HOOK. CAGE label. The TFU will cage to the selected position
and the CAGE indicator appears in the mode position of
To select a cage position. the status bar.
(1) Hook the SELECT label in the CAGE menu. 4.6.4.7 Stow Mode. The stow mode is for storing the
TFU prior to turning the power OFF. In stow mode the
(2) Move the highlight bar to the desired CAGE TFU is rotated to 180° azimuth, and +130° elevation to
position and HOOK to select the position and protect the windows. This mode is activated by the pilot as
remain in the menus or LOCK to select the part of the normal power off sequence. To stow the TFU
position, place the system in the CAGE mode. activate the menus and LOCK on the STOW label, or
toggle the menu control switch to STOW. The system will
(3) Exit the menus. rotate to the stow position, the azimuth and elevation rota-
tions will be locked, and the STOW indicator is displayed
To delete one or more cage positions. in the mode position of the status bar.
(1) Hook the DELETE label in the CAGE menu. 4.6.5 MFD Adjustments. Adjustment of the MFD im-
The highlight bar should appear over position 3 age is accomplished by first hooking the calibration (CAL)
in the list. Positions 1 and 2 are permanently menu, moving the highlight bar to the GRAY-
4-22.2 Change 4
TM 1-1520-253-10
SCALE label, and LOCK to turn the grayscale on. This 4.6.5.4 Calibration Controls. The calibration label
displays the varied grayscale across the top of the MFD when hooked activates a sub-menu (Figure 4-8) containing
screen. Turn the MFDBRT control until the bar on the far labels for setting azimuth and elevation gyro drift compen-
left is white and the bar on the far right is black, with sation, date/time, and for turning the display grayscale on
intermediate bars being various shades of gray. and off.
4.6.5.1 Image Filtering Operation. The image filter- 4.6.5.4.1 HDHLD Response. HDHLD response is the
ing control activates the image filtering function and adjusts response speed of the TFU position to aircraft movements.
it to a high, medium, or low setting. After hooking on the The response speed has a range from 0.0 to 3.0. This pa-
FLTR label on menu page 2, a sub-menu appears contain- rameter needs to be adjusted to match the characteristics of
ing HI, MED, LOW, OFF, and EXIT labels. Move the the aircraft and mission requirements. When set low, image
highlight bar to the desired label and toggle the HOOK vibration is reduced, but the TFU responds slower to inten-
switch to change the filter setting. The setting is indicated tional aircraft movements. When set high, the TFU re-
in the status bar at the top to the screen. To exit the menus sponds faster to intentional aircraft movements, but image
toggle the LOCK switch. To return to the main menu hook vibration is increased.
the EXIT label.
4.6.5.4.2 Date/Time. The HOUR, MINUTE, SEC-
4.6.5.2 Symbology Controls. The SYM label when OND, MONTH, DAY, YEAR, LOCAL/ZULU, and SET
hooked displays a sub-menu with DAY, NIGHT, FULL, TIME/DATE labels are used to change the date and time
and DCLTR choices. displayed in the lower status bar on the VDU. Adjustment
of all time/date parameters is accomplished by highlighting
4.6.5.2.1 Daytime/ Nighttime Symbology. This al- the label, hooking, adjusting and hooking to return. The
lows the pilot to select a configuration of displayed sym- new date and time is locked in by hooking the SET TIME/
bology at brightness levels suitable for daytime or night- DATE label. The LOCAL/ZULU label is highlighted and
time ambient light conditions. Day and night configurations hooked to switch between local and zulu time indicators
are reprogrammable in the configuration menu. These con- next to the time display in the lower status bar. If the pilot
figurations are accessed by hooking the SYM label on menu selects the local time, an 9L9 will appear next to the time to
page 2. The selections are DAY and NIGHT. The current indicate that the time is set to local time. If the pilot selects
symbology selection is indicated by an asterisk next to the the zulu time, a 9Z9 will appear next to the time to indicate
current label and the symbology indicator in the status bar. that the time is set to zulu time.
To change the current selection, move the highlight bar to
the desired selection and toggle the HOOK or LOCK 4.6.5.4.3 Grayscale. The GRAYSCALE can be turned
switch. HOOK leaves the symbology menu open and dis- on and off by toggling the LOCK switch when the high-
plays the results on the screen. LOCK closes the menus light bar is on the GRAYSCALE label.
and activates the selection.
4.6.5.4.4 Focus Control Operation. The focus control
4.6.5.2.2 Full/Decluttered Symbology. The FULL/ is set to default which is adjusted to the hyperfocal distance
DCLTR symbology control allows the pilot to select a de- which is the setting where all objects beyond a certain dis-
cluttered symbology configuration which displays only the tance will be in focus. Through the focus menu (Figure 4-8)
most essential symbology. The decluttered configuration is the pilot can select MAN, which allows manual adjustment
reprogrammable by the pilot in the configuration menu. of the FLIR. To manually adjust the focus, hook the FOC
label, move the highlight bar to the MAN label, and toggle
4.6.5.3 Video Difference Control. Video difference the HOOK switch. Use the HCU pointing control (left/
displays the difference between the live video and the fro- right) to adjust the system focus. Toggle the LOCK switch
zen image. This allows the pilot to detect motion in the to lock in the change and exit the menus.
scene. To enable the video difference function move the
highlight bar to the DIFF label in menu page 2 and HOOK 4.6.6 System Status / Symbology. System status/
it. The DIFF sub-menu appears, LOCK on the ON label symbology information is displayed on the screen of the
and the difference function will be enabled. Toggling the MFD (Figures 4-7 and 4-14) on an upper and a lower status
FREEZE initiates the DIFF function. Toggling the bar. System status/symbology are overlaid on the imagery.
FREEZE a second time returns the system to normal op- Status/Symbology are as follows:
eration.
Change 4 4-23
TM 1-1520-253-10
NARROW FIELD−OF−VIEW
SIZE RETICLE
(IR SENSOR ONLY)
CURRENT DISPLAY
ELEVATION CURRENT FOCUS LINE−OF−SIGHT DYNAMIC RANGE STANDARD
GRATICULE WITHIN RANGE CROSSHAIR OR ZOOM SETTING THERMAL CUE
FLTR / HI DAY / DCL AGN / LVL TRK INRPT NRX2 FRZ WHT READY
+30
0
+
−30
−60
−90
−120
GN 7
LVL 2
−180 −90 0 +90 +180
−93.4OAZ 14OEL DD−MM−YY HH:MM:SSL
AZIMUTH
GRATICULE
FN0360
SA
Figure 4-14. FLIR System Symbology Display
STATUS/ FUNCTION STATUS/ FUNCTION

SYMBOLOGY SYMBOLOGY
Filter selection Indicates the current setting of the Symbology setting Indicates the current selection for
adaptive filter. If the adaptive the symbology display. The
filtering is off, the filter status is different symbology display
blank. If the filter is active, the selections include: DAY, DAY/
status item will reflect the current DCLT, NIT, or NIT/DCLT.
setting by displaying FLTR/LO,
FLTR/MD, or FLTR/HI.
4-24 Change 4
TM 1-1520-253-10
STATUS/ FUNCTION STATUS/ FUNCTION

SYMBOLOGY SYMBOLOGY
Gain/Level/DCR or Indicates the current setting of the Azimuth position Displays the current azimuth
CCD contrast setting gain, level, an DC restoration position, in degrees, relative to the
controls for the IR sensor or the look-ahead position of the system.
current setting of the contrast
enhancement mode of the TV Elevation position Displays the current elevation
sensor. The current gain, level, DC position, in degrees, relative to the
restoration setting is indicated by look-ahead position of system.
one of the following: AGN/LVL, Digital gain and Displays the current gain and level
AGN/DCR, MGN/LVL, MGN/ level indicators settings in digital format.
DCR, SGN/LVL, or SGN/DCR.
The current contrast enhancement Date Displays the current date in month-
mode setting is indicated by one of day-year format.
the following: Blank (no Time Displays the current time and
enhancement), x4, x4/C, x10, x10/ indicates whether the time is set to
C, x40, or x40/C. zulu (Z) or local (L) time.
Autotracker status Elevation graticule Provides a graphical representation
Current mode Indicates the current mode of the of the present elevation position
system. The mode indicators are as within the field of regard.
follows: INT (initialization), Azimuth graticule Provides a graphical representation
INRPT (inertial pointing), of the present azimuth position
HDHLD (heading hold), ASCN within the field of regard.
(autoscan), CAGE, STOW, and
FIT. Highest priority Provides a graphical indication of
thermal cue the location of the target that will
Field of view Indicates the current field of view be tracked if the autotrack is
selection and appears only for the activated.
IR sensor. WIDE is displayed
when the system is in wide field of Standard thermal Provide graphical indications of the
view. NRW is displayed when in cue locations within the field of view
narrow field of view. NRX2 is that the autotracker detects a
displayed when in narrow field of potential target.
view with 2X electronic zoom.
Narrow field of view Indicates the size and location of
Polarity selection Indicates the current polarity of the size reticle the narrow field of view relative to
displayed imagery for the IR the wide field of view.
sensor. WHT is displayed when
Line of sight Indicates the center of the field of
white-hot polarity is selected and
crosshair view. The line of sight crosshair
BLK is displayed when black-hot
can also be used to estimate range
polarity is selected.
to an object.
BIT/FIT status Indicator is displayed in the status
Current focus Displays the current focus position
bar indicating the current BIT/FIT
within the available focus range.
status. READY is displayed if no
The left end of the scale indicates
error is detected and indicates that
near focus and the right end of the
the system is ready for operation.
scale indicates infinity focus.
The READY indicator is displayed
only for a few seconds after start up
BIT and FIT report no errors.
TEST is displayed while the
system is performing FIT. FAULT
is displayed if an error is detected.
Pages 4-26 through 4-28 deleted.

Figures 4-9 though 4-13 deleted.
Change 4 4-25/(4-26 Blank)
TM 1-1520-253-10
STATUS/ FUNCTION NOTE

SYMBOLOGY
Focusing the FLIR initially in the 2X ZOOM
Current dynamic Indicates the dynamic display range
field of view automatically sets focus for the
display range or and the level offset derived from
NFOV and WFOV modes.
zoom setting the Gain/Level/DC restoration
settings for the IR sensor or the
5. FOV set to 2X ZOOM and adjust focus FOC
current zoom position of the TV
OUT/IN.
sensor. For the IR sensor the width
of the highlighted bar indicates the
6. FOV - WFOV.
dynamic range. The position of the
highlighted bar within the scale
7. MENU button press.
indicates the level offset.
8. Menu SYM hook, set day or night mode, exit
HOOK.
4.6.7 POWER UP AND MODE SET Operation.
9. Hook menu CONFIG, day/night symbology
1. Cycle FLIR control panel POWER switch - hook - Set as desired to change bright/dim in-
ON. dications of status bar, reticle, and misc. sym-
bology.
2. Allow approximately 3 minutes for FLIR to
complete the auto self-test BIT cycle, cool up 10. Exit MENU.
period and auto cage.
4.6.8 Stopping Procedure. Using the menus place the
3. Gain as desired or press AUTO GAIN button. system in STOW. The TFU will slew to the STOW posi-
tion and the system is ready for shutdown. To shutdown the
4. Polarity as desired, press POLARITY button. system turn OFF the system PWR switch.
4-29
TM 1-1520-253-10
Section II ARMAMENT
Not Used.
4-30
TM 1-1520-253-10
Section III CARGO HANDLING SYSTEMS
4.7 CARGO HOOK SYSTEM. the CARGO HOOK CONTR switch is placed to ALL.
The NORMAL RLSE and EMER RLSE switches are
The system consists of a hook assembly (Figure 4-15) covered by guards to prevent accidental activation. When
mounted on the lower fuselage, a control panel on the up- the cover is raised the switch can be pressed. When not in
per console (Figure 2-6), a normal release button on each use, the pendant is stowed in the stowage bag at the back of
cyclic stick grip, one emergency release switch on each the pilot’s seat. Electrical power to operate the pendant is
collective stick grip, and a firing key in the cabin for use by provided from the No. 2 dc primary bus through a circuit
the crew chief. The hook capacity is limited to a maximum breaker, marked CARGO HOOK CONTR.
of 8,000 pounds for UH-60Q aircraft. The system incorpo-
rates three modes of load release, an electrical circuit actu- 4.7.3.1 Normal Release. Normal release of external
ated from the cockpit, a manual release worked by the cargo is done by pressing the CARGO REL switch on
crewmember through a covered hatch in the cabin floor, either cyclic stick grip or the CARGO HOOK NORMAL
and an emergency release system using an electrically- RLSE on the crewmember’s cargo hook pendant, after
activated explosive charge. placing the CARGO HOOK ARMING switch to
ARMED. A legend on the MFD will go on, indicating
4.7.1 Cargo Hook Stowage. The cargo hook shall be HOOK ARMED. This informs the pilot that electrical
maintained in the stowed position during periods of non- power is applied to the control circuit; the actuation of any
use. The cargo hook can be placed in a stowed position of the release switches will release the load. When the
(Figure 4-15) by opening the cargo hook access cover in CARGO REL switch is pressed and the release solenoid
the cabin floor, and pulling the hook to the right and up. begins to move, a switch closes, lighting the CARGO
When the hook is in the stowed position, the load beam HOOK OPEN advisory legend. The load arm will swing
rests on a spring-loaded latch assembly and is prevented open, releasing the cargo. When the sling is detached from
from vibrating by a teflon bumper applying downward the load beam, spring tension on the arm will cause it to
pressure on the load beam. To release the hook from its close and relatch, putting out the CARGO HOOK OPEN
stowed position, downward pressure is placed on the latch advisory legend. The normal release system is a one-shot
assembly lever, retracting the latch from beneath the load cycle; once the solenoid travel begins and the load arm
beam, allowing the cargo hook to swing into operating po- relatches, the release cycle can again be initiated. Power to
sition. operate the normal release system is supplied from the No.
2 dc primary bus through circuit breakers marked CARGO
4.7.2 Cargo Hook Control Panel. The CARGO HOOK CONTR and PWR.
HOOK control panel (Figure 4-15), on the upper console,
consists of an EMERG REL NORM, OPEN, SHORT
test switch, a TEST light, CONTR CKPT or ALL station 4.7.3.2 Operational Check - Normal Release Mode.
selector switch and an ARMING, SAFE, ARMED switch.
Before the normal release (electrical) can operate, the 1. CARGO HOOK CONTR switch - As re-
ARMING switch must be at ARMED to provide electrical quired. CKPT for pilot and copilot check, or
power to the release switches. The pilot and copilot ALL for crewmember check.
CARGO REL switches, on the cyclics, will release the
load when the CONTR switch is at CKPT or ALL. The 2. CARGO HOOK ARMING switch -
crewmember’s NORMAL RLSE switch will release the ARMED.
load when the CONTR switch is at ALL. The EMERG
REL switch and TEST light permits checking the emer- 3. HOOK ARMED advisory legend - Check on.
gency release circuit when at SHORT or OPEN. In both
cases of testing, if the release circuit is good, the TEST 4. Place about 20 pounds downward pressure on
light will go on when the HOOK EMER REL switch on load beam.
pilot’s or copilot’s collective, or the EMER RLSE switch
on the crewmember’s pendant, is pressed. 5. CARGO REL switch (pilot and copilot);
NORMAL RLSE (crewmember) - Press and
4.7.3 Crewmember’s Cargo Hook Control Pen- release.
dant. The crewmember’s cargo hook control pendant
(Figure 4-16), in the aft cabin, provides the crew chief with 6. CARGO HOOK OPEN advisory legend -
an electrical release and jettison of an external load when Check on.
Change 2 4-31
TM 1-1520-253-10
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 4-15. Cargo Hook System (Sheet 1 of 2)
4-32
TM 1-1520-253-10
2. Place about 20 pounds downward pressure on

load beam.
E
3. Manual release lever - Pull up/turn fully clock-
COVER
(EXPLOSIVE CARTRIDGE
MANUAL wise and release.
RELEASE
UNDER COVER)
LEVER
4. Load beam - Check open.
5. CARGO HOOK OPEN advisory legend - On.
OPEN 6. When downward pressure is released, load

beam will close and latch.
STA
STA
363.0
343.0
7. CARGO HOOK OPEN advisory legend - Off
when hook closes.
KEEPER
LOAD BEAM 4.7.4 Emergency Release Circuit Tester. The cargo
hook emergency release circuit tester (Figure 2-6) marked
FRONT
CARGO HOOK EMERG REL on the upper console,
contains a test light and switch. The test light, marked
TEST, goes on during circuit testing to indicate the system
CARGO HOOK is functioning properly. The switch, with marked positions
NORM, OPEN, and SHORT, is normally at NORM.
AA0367_2A
SA
When the switch is placed to OPEN or SHORT and the
cargo HOOK EMER REL switch on the pilot’s or copi-
Figure 4-15. Cargo Hook System lot’s collective, or EMER RLSE switch on the crewmem-
(Sheet 2 of 2) ber’s cargo hook control pendant is pressed, the circuit
tester light will go on if the circuit is good.
7. CARGO HOOK OPEN advisory legend - 4.7.4.1 Cargo Hook Emergency Release Circuit
Check off when hook closes. Check.
8. Repeat steps 4. through 7. for copilot and crew- 1. EMERG REL TEST light - Press. Light
member position. should be on.
4.7.3.3 Manual Release. Manual release of external NOTE
cargo can be done from the cabin, through a covered port in
the floor, or by ground personnel from outside the helicop- To prevent unintentional discharge of the
ter, with power on or off. Turning the release control on the cargo hook explosive cartridge, the pilot
right side of the hook (Figure 4-15) clockwise, causes the shall call off each procedural step of the
latching mechanism to release the load beam. The load emergency release circuit test before that
beam will not move unless a downward pressure is exerted step is done. Station being checked shall re-
to cause opening. With power applied to the helicopter and ply to pilot’s command.
the CARGO HOOK ARMING switch at ARMED, the
CARGO HOOK OPEN advisory legend will go on at the 2. Pilot’s release - Check.
start of release control turning, and will go off at the end of
release control rotation. a. Short test.
4.7.3.4 Operational Check - Manual Release Mode. (1) CARGO HOOK EMERG REL
switch - SHORT.
1. Manual release lever spring - Installed. Check
that spring is straight and provides positive (2) Pilot’s HOOK EMER REL button -
pressure on the lever. Press and hold.
Change 2 4-33
TM 1-1520-253-10
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 4-16. Crewmember’s Cargo Hook Control Pendant
(3) CARGO HOOK TEST light - On. 3. CARGO HOOK EMERG REL switch
NORM. If the cargo hook is not to be used
(4) HOOK EMER REL button - Release. immediately after completing the circuit test
TEST light off. check, the EMERG REL switch shall remain
at OPEN until ready for load pickup.
(5) Repeat steps (2) through (4) for copi-
lot’s HOOK EMER REL button, and 4.7.4.2 Emergency Release.
crewmember’s cargo hook control
pendant EMER RLSE button. NOTE
b. Open test. When the emergency hook release has been

used and a replacement squib (explosive car-
(1) CARGO HOOK EMERG REL tridge) is not available, the hook can not be
switch - OPEN. used until the explosive device is replaced,
since the hook load beam will not close and
(2) Pilot’s HOOK EMER REL button - 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 ei-
ther of the collective stick grip switches, marked HOOK
(4) HOOK EMER REL button - Release. EMER REL, or the crewman’s cargo hook control pen-
TEST light off. dant, marked EMER RLSE. The emergency release is used
when the electrical and manual releases are inoperative,
(5) Repeat steps (2) through (4) for copi- and the load must be jettisoned. With the CARGO HOOK
lot’s HOOK EMER REL button, and EMERG REL switch at NORM, power will be applied to
crewmember’s cargo hook control the emergency release switch. Pressing the switch applies
pendant EMER RLSE button. 28 vdc to the explosive cartridge, producing a high gas
4-34
TM 1-1520-253-10
pressure to drive a piston in the lock assembly, releasing 2. CARGO HOOK ARMING switch -
the load arm lock. The weight of the load will cause the ARMED.
load arm to open. Once the emergency release is used, the
hook will remain open and the CARGO HOOK OPEN
4.7.7 Emergency Release Procedure.
advisory legend will remain on until the explosive cartridge
device is replaced. When the explosive cartridge device is
Pilot or copilot HOOK EMER REL or crew-
replaced the load arm will close, the light will go off, and
man’s control pendant EMER RLSE - Press.
the emergency release mode is returned to operation. Power
to operate the emergency release system is from the dc
essential bus through a circuit breaker, marked CARGO 4.7.8 In-flight Procedures.
HOOK EMER.
4.7.5 Preflight. When cargo hook loads are to be car- CAUTION

ried, checks within this paragraph and procedures of para-
graphs 4.7.6, 4.7.7, 4.7.8 and 4.7.9 apply.
Cargo suspended from the cargo hook
1. Cargo hook - Check condition, security and ex-
should not be over a 30° cone angle. To
plosive cartridge installed.
prevent damage to the cargo hook keeper,
the pilot shall use extreme care to prevent
2. Emergency release system - Check. (Go to-
placing load pressure on the keeper.
paragraph 4.7.4.)
CARGO HOOK ARMING switch - As required.
3. Manual release - Check. (Go to paragraph
ARMED for low altitude/low airspeed. SAFE at cruise al-
4.7.3.3.)
titude and airspeed.
4.7.6 Before Takeoff.
4.7.9 Before Landing. CARGO HOOK ARMING
switch - ARMED.
1. CARGO HOOK EMERG REL switch -
NORM.
4-35
TM 1-1520-253-10
Section IV MISSION FLEXIBLE SYSTEMS
4.8 MISSION READINESS CIRCUIT BREAKER

PANEL.
CAUTION
The mission readiness circuit breaker panel (Figure
2-18) is on the No. 1 electrical junction box in the cabin,
and contains all required circuit breakers for mission equip- The cable pay out reading is for reference
ment. only, cable stretch varies with the load at-
tached to the end of it and also varies with
4.9 RESCUE HOIST. the amount of cable paid out.
The rescue hoist system (Figure 4-17) consists of a hoist 4.9.3 Controls and Function. The rescue hoist control
assembly, control section, relays, circuit breakers, and nec- system (Figure 4-17.) has all the necessary controls for op-
essary electrical wiring. The hoist has a capacity of 600 erating the hoist from the cockpit or the cabin. The function
pounds, is electrically powered from the No. 1 ac and dc of each control is as follows:
primary buses through circuit breakers labeled HOIST
PWR, and speed is variable from zero to 350 fpm. It is
supported by a fixed tubular strut above the cabin door CONTROL/ FUNCTION
which is bolted to a support fitting on the fuselage. The INDICATOR
hoist contains 290 usable feet of cable and has a guillotine- HOIST POWER Turns on power to the hoist when
type cable cutter and an automatic cable brake. The rescue ON-OFF switch in the ON position. Turns off
hoist system receives power through the No. 1 ac and dc power to the hoist when in the OFF
primary buses through circuit breakers labeled HOIST position.
PWR, and controlled from the No. 1 dc primary bus
through a circuit breaker labeled HOIST CONTR. PILOT OVER- Provides the pilot with the
RIDE UP-DOWN capability to override any hoist
4.9.1 Hoist Control Panel. There are two control pan- switch command and operate the hoist up
els (Figure 4-17.), one is located in the cockpit on the rear or down at a fixed speed.
of the lower console and the other is in the right cabin aft of
CABLE CUT Controls cable cutter firing circuit.
the cabin door. The HOIST POWER switch is located on
switch (cockpit/
the pilot’s hoist control panel. The control panel also con-
cabin)
tains a PILOT OVERRIDE-UP-DOWN switch which al-
lows the pilot to override any crew hoist command and SEARCH LIGHT
operate the hoist at a fixed speed. The hoist cable can be cut switch
from the cockpit via the CABLE CUT switch. The
CABLE CUT switch is covered to avoid accidental firing ON/NORMAL Turns on power to the searchlight.
of the cable cutter. The crew control panel located in the position
cabin, contains a ARM-TEST switch, SQUIB TEST light, ON/NVG Turns on power to the NVG
SEARCH LIGHT switch, and a covered CABLE CUT position compatible searchlight.
switch.
OFF position Turns power off to both searchlight
4.9.2 Rescue Hoist Pendant. The crewmember’s res- modes.
cue hoist control pendant (Figure 4-17.), in the aft cabin,
ARM-TEST switch Tests the cable cut squib circuit.
contains three lighted indicators labeled, FULL IN, FULL
OUT, and MTR HOT. The pendant also contains a direc- ARM position Arms the cable cut circuit.
tion and speed thumbwheel labeled UP-OFF-DN, cable
speed is directly proportional the amount of thumbwheel TEST position Tests the cable cut squib circuit.
deflection. The search light control switch labeled SCHLT- SQUIB TEST light PRESS TO TEST, tests the light
FWD-AFT-LEFT-RIGHT allows control of the search only.
light from the cabin. A cable length indicator labeled
CABLE-FEET, indicates the amount of cable that is paid FULL IN light Illuminates when the hoist cable is
out. in the full in position.
4-36
TM 1-1520-253-10
HOIST
CABLE CUT POWER
SWITCH SWITCH
B HOIST
PILOT HOIST
CABLE
OVERRIDE POWER
UP ON
A
DOWN OFF
CUT
FULL IN
CABLE−FEET
UP
PILOT’S CONTROL PANEL
000
FULL OUT
FWD
OFF R
L
I
E
G
MTR HOT F
H
DN
T
T B
AFT SCHLT
CABLE CUT SWITCH
HOIST SPEED SEARCH− SEARCH LIGHT

CONTROL LIGHT
ARM SQUIB ON/NORMAL
SWITCH
C DI M
OFF
PR
ST
SS TE
E
TEST TEST ON/NVG
PENDANT CABLE
CUT
PENDANT CONTROL
CREW CONTROL PANEL
AB0621
SA
Figure 4-17. Rescue Hoist System
4-37
TM 1-1520-253-10
CONTROL/ FUNCTION POWER switch is placed ON. Do not oper-

INDICATOR ate the rescue hoist while operating the ECS.
FULL OUT light Illuminates when the hoist cable is Power will be removed from environmental
in the full out position. control system (ECS) when APU is source
of helicopter power and backup pump is op-
MTR HOT light Indicates that the hoist motor is hot.
erating.
The hoist will operate at a reduced
rate to permit cool down. Rescue hoist operational daily checks prior
UP-OFF-DN Hoist speed and direction are to use and after use require that the backup
thumbwheel controlled via the amount and pump be off to facilitate use with APU
direction of thumbwheel deflection. power.
The thumbwheel is spring loaded to
the center OFF position. 1. The primary method is from the cabin by means
of the crewmember’s pendant, which can con-
SCHLT switch Controls the direction of the search trol the hoist in either direction at any speed up
light. to 350 fpm, depending on the thumbwheel po-
sition, it is spring-loaded to the OFF position.
FWD Pressing switch to the FWD
position moves hoist searchlight
2. The secondary method is from the cockpit by
forward.
means of the PILOT OVERRIDE switch
AFT Pressing switch to the AFT which controls the hoist in either direction at a
position moves hoist searchlight fixed speed. The pilot’s controls have priority
rearward. over the crewmember’s pendant.
LEFT Pressing switch to the LEFT 4.9.5 Hoist Cable Shear System.
position moves hoist searchlight to
the left.
RIGHT Pressing switch to the RIGHT WARNING
position moves hoist searchlight to
the right.
Cable cut will not work from any station
CABLE-FEET Indicates the amount of cable that unless hoist power is on, and crew ARM -
length indicator has been reeled out. TEST switch is placed to ARM. There is
no pilot override function for the ARM -
TEST switch.
4.9.4 Hoist Operation. The rescue hoist system may be
operated from controls located in the cabin or in the cock-
pit. The pilot can override the crewmember’s controls. The CAUTION
HOIST POWER switch in cockpit must be in the ON
position in order to operate the rescue hoist. Operation of
the rescue hoist system is controlled through the rescue The rescue hoist shear capability is active
hoist control panel in either of two ways: on the ground.
The rescue hoist shear relay can be energized either from

NOTE
the cabin rescue hoist panel CABLE CUT switch or the
CABLE CUT switch from the cockpit. Activating either
All controls have automatic slow speed prior switch fires an explosive cartridge that shears the hoist
to the automatic stop at the cable extremes. cable. If the lower console HOIST POWER switch is at
OFF, neither CABLE CUT switches are operative. Power
Power will be removed from environmental is provided from the dc essential bus through a circuit
control system (ECS) when HOIST breaker marked HOIST CABLE SHEAR.
4-38
TM 1-1520-253-10
4.9.6 Rescue Hoist Operational Check. 1. HOIST POWER switch - ON.
2. ARM-TEST switch - ARM.

WARNING 3. Pilot lower hoist using PILOT OVERRIDE
UP-DOWN switch - Observe cable lowers.
It is the hoist operator’s responsibility to
assure that the hoist cable does not con- 4. Pilot raise hoist to full up position.
tact any portion of the aircraft. The res-
cue hoist cable must be kept clear of all 5. Crewman - Perform hoist check.
parts of the aircraft and free from other
external obstacles when operating the a. Crewman lower hoist using rescue hoist
hoist. Cable abrasion during hoist opera- pendant thumbwheel (check variable
tions can lead to cable failure. If cable speeds). Cable should lower. Pilot verify
contact or snagging occurs, interrupt override capability using PILOT OVER-
hoist operations and inspect the cable for RIDE UP-DOWN switch.
damage in accordance with applicable
procedures. If any broken wires, unravel- b. Verify UP and DOWN control using thum-
ing, or kinks are observed, hoisting opera- bwheel switch.
tions should be discontinued and the cable
c. Raise rescue hoist hook to full up.
replaced.
6. ARM switch - Off.
Reeling a kinked/damaged cable into the
hoist may cause a hoist jam condition
7. HOIST POWER switch - OFF.
when reel-out is attempted, rendering
hoist inoperative.
4.10 EXTERNAL EXTENDED RANGE FUEL SYS-
TEM KIT ERFS .
The hoist operator is responsible to maintain stability of
the hoisted load by use of hoist controls, ICS calls to pilot, The external extended range fuel system is supported by
and physical control of cable (hand or foot). For minor the external stores support system extending horizontally
oscillation (linear or circular swing), stop reel-in, apply from each side of the fuselage aft of the cockpit doors
hand motion to cable in direction opposite to oscillation. (Figure 4-18). The 230-gallon jettisonable tanks are sus-
For significant oscillation, stop reel-in, start reel-out or call pended from the vertical stores pylons (VSP). Removable
for pilot to lower aircraft. fuel lines, bleed-air lines, valves, and electrical connectors
are within the horizontal stores supports (HSS). A tank
pressurizing system, using bleed-air, transfers fuel to the
WARNING main tanks. Fuel lines carrying fuel to the No. 1 and No. 2
main fuel tanks contain check valves to prevent backflow.
The extended range system does not supply fuel directly to
Rescue hoist cable is stiff and abrasive. the engines but is used to replenish the main tanks. Servic-
Broken cable strands are sharp, therefore ing of the external tanks can be done only through fueling
leather work gloves must be worn when- ports on the tanks. Control of the system is provided by a
ever handling rescue hoist cables. control panel on the lower console. Power to operate the
fuel transfer system is provided from the No. 1 dc primary
If the oscillation is not quickly stopped, it bus through circuit breakers marked EXT FUEL LH, and
may become unmanageable. Reeling in an NO. 1 XFER CONTROL and from the No. 2 dc primary
oscillating load will only aggravate the bus through circuit breakers marked EXT FUEL RH and
motion. NO. 2 XFER CONTROL and from the No. 2 ac primary
bus through a circuit breaker marked AUX FUEL QTY on
All crew should watch for shock loads, jerks, or snaps the mission readiness circuit breaker panel.
that impart high loads on cable. If observed, hoisting should
be interrupted and cable inspection undertaken to verify 4.10.1 External Extended Range Fuel Transfer
integrity (no broken wires, unraveling, or kinks) before re- Modes. Fuel can be transferred from external tanks to
suming operations. main tanks in either of two modes, AUTO MODE or
Change 4 4-39
TM 1-1520-253-10
MANUAL. AUTO (primary) transfers fuel automatically CONTROL/ FUNCTION

after switches are manipulated. Fuel transfer will be man- INDICATOR
aged by the microprocessor as described in paragraph
4.10.6. The pilot need only occasionally monitor the AUX- PRESS
ILIARY FUEL MANAGEMENT panel to ensure that
during AUTO MODE of fuel transfer, fuel in external OUTBD ON Opens bleed-air valves to outboard
tanks is decreasing as it should. The second mode of trans- tanks for pressurization.
fer is the MANUAL XFR (secondary) mode. In the
OFF Closes bleed-air valves to tanks.
MANUAL mode the pilot may replenish main tank fuel in
any quantity or frequency desired. Transfer must be initi- INBD ON Not used.
ated by the pilot. The pilot must constantly monitor the fuel
quantity indicator in order to start and terminate transfer to OFF Closes bleed-air valves to tanks.
remain within CG limits. It is possible to transfer fuel from TANKS INBD Not used.
any one tank while in MANUAL mode. Transfer is shut off
by the pilot when the external tank low-level sensor signals TANKS OUTBD Selects fuel transfer valves from
that the tank is empty. During manual transfer, at the illu- outboard tanks for fuel transfer to
mination of a tank EMPTY light, immediately switch from main tanks; deselects inboard
OUTBD to INBD or to manual transfer MODE OFF. Do valves.
not wait for the NO FLOW light to illuminate. This will MODE Selects AUTO-OFF-MANUAL
preclude air from entering the fuel line and entering the mode of fuel transfer from external
main tank. At the illumination of the TANK EMPTY cap- fuel tanks.
sule, 2.5 to 4.0 gallons of fuel remain in the tank. Sloshing
of the fuel will cause frequent illumination of the TANK AUTO Automatically transfers fuel to
EMPTY, NO FLOW, and AUX FUEL lights when the main tanks from selected external
tank is in this condition. tanks, until empty sensor in each
tank interrupts transfer. Transfer
4.10.2 External Extended Range Fuel System occurs in levels as shown under
Tanks. External extended range system contains two or fuel transfer sequence. When tanks
four tanks suspended from supports outboard of the fuse- are empty, NO FLOW and
lage. The tanks contain baffles to prevent fuel sloshing. EMPTY indicators and AUX
Quick-disconnect valves are provided in external fuel and FUEL caution light will be turned
bleed-air lines to provide seals when tanks are jettisoned or on.
removed. If tanks are not installed cccc will be displayed in
OFF Interrupts automatic or manual
the AUX FUEL QTY POUNDS display when OUTBD or
transfer mode of operation.
INBD is selected on the rotary fuel quantity selector. The
preferred location of the External Extended Range Fuel MANUAL Provides electrical path to
System (External ERFS) auxiliary fuel tank is the outboard MANUAL XFR switch(es), which
pylon. This facilitates ingress and egress of troops and allows transfer from selected
loading of cargo. tank(s) until switch is moved to off.
4.10.3 Auxiliary Fuel Management Control Panel. MANUAL XFR

The AUXILIARY FUEL MANAGEMENT control panel
(Figure 4-18) contains all controls for operating the exter- RIGHT ON Transfers from right tank used in
nal extended range fuel system. Controls description is as conjunction with MODE switch in
follows: MANUAL position of the pair
selected by TANKS select switch.
CONTROL/ FUNCTION OFF Interrupts transfer operation.

INDICATOR
FUEL XFR Controls fuel management of
external extended range system.
4-40 Change 4
TM 1-1520-253-10

INDICATOR INDICATOR
LEFT ON Transfers from left tank of the pair TEST Checks display and indicator lights.
selected by TANKS select switch. Performs memory checksum,
displays 8 sequentially in each
OFF Interrupts transfer operation. digital display. Verifies that
AUX FUEL QTY Indicates pounds of external fuel temperature probe is connected;
POUNDS remaining in symmetrical pair of verifies that flow meter is
tanks total of auxiliary tanks, self- connected; performs trial
test indication or failure codes. calculation based on a known
Displays K factors of flow meter. temperature and flow meter input,
compares it with a known good
NOTE value, and displays setting of fuel
density switch. At completion of
Fuel tanks selector and quantity test, GOOD or error code will be
indicators are also used in displayed (Table 4-2).
conjunction with INCR-DECR
switch when initializing fuel DEGRADED light Error in critical function has
quantity of tanks. occurred. Error code will be
displayed as shown under TEST.
OUTBD Total pounds of fuel remaining in Only E02 error will allow
outboard pair of tanks. microprocessor to clear failure code
INBD Not used. and regain fuel remaining
information by doing two self-tests.
TOTAL Pounds of fuel remaining in all
external extended range tanks. EXTERNAL
CAL Adjusts K factor of flow switch on *RIGHT NO Fuel flow does not exit from
AUXILIARY FUEL FLOW light selected right tank.
MANAGEMENT panel.
*INBD EMPTY Not used.
INCR switch Increases setting of digital readout light
position to adjust for fuel remaining in tanks
selected by fuel tank selector. *OUTBD Right outboard tank fuel exhausted.
EMPTY light
DECR switch Decreases setting of digital readout
position to adjust for fuel remaining in tanks *LEFT NO Fuel flow does not exit from
selected by fuel tank selector. FLOW light selected left tank.
STATUS button Resets AUX FUEL caution light *INBD EMPTY Not used.
and stores condition of NO FLOW light
and EMPTY indicators. *OUTBD Left outboard tank fuel exhausted.
EMPTY
light
VENT SENSOR Detects the presence of fuel on the
vent thermistor.
*OVFL Indicates fuel venting overboard.
Change 2 4-41
TM 1-1520-253-10
CONTROL/ FUNCTION NOTE

INDICATOR
CAL is the calibration value marked on the
NOTE fuel flow transmitter. Enter the four digit
number, disregarding the numbers to the
Illumination of this capsule on the right of the decimal point.
Fuel Management Panel will cause
illumination of the AUX FUEL 4. INCR/DECR switch - Set calibration.
caution legend and the MASTER
CAUTION light. Pushing the 5. Auxiliary fuel quantity switch - OUTBD.
STATUS button will reset the NO
FLOW, AUX FUEL and the 6. INCR/DECR switch - Set outboard fuel quan-
MASTER CAUTION lights, but tity.
does not correct the no flow
condition. 7. Auxiliary fuel quantity switch move to TOTAL
FAIL Open in vent sensor line. - Check.
8. PRESS OUTBD switch - As desired.
4.10.4 External Extended Range Fuel Quantity In- 4.10.6 Fuel Transfer Sequence.
dicating System. The AUX FUEL QTY POUNDS
digital readout (Figure 4-18) displays the amount of fuel
remaining. Fuel type is preset by switches in the AUXIL-
IARY FUEL MANAGEMENT panel. Preset can only be WARNING
done when the helicopter weight is on the wheels. When
measuring quantity, the readout is used in conjunction with
FUEL BOOST PUMP CONTROL
the rotary selector switch to select tank pair subtotal, or
switches shall remain on during external
TOTAL remaining in all tanks. Fuel used is sensed from a
range fuel transfer and remain on for 10
common flow transmitter within the fuel line to the main
minutes after PRESS switches are moved
tanks. This amount is subtracted from the preset fuel quan-
to OFF. Failure to observe this warning
tity input and is displayed on the digital readout as pounds
may cause engine flameout.
remaining. A DEGRADED light will go on, when a com-
plete failure has occurred in the microprocessor, or an error
condition is detected by the microprocessor, or when the
CAUTION
temperature sensor has failed. Power for the fuel quantity
subsystem is provided from the No. 2 ac primary bus
through a circuit breaker marked AUX FUEL QTY, on the
Fuel transfer sequence must be carefully
mission readiness circuit breaker panel.
planned and executed in order to main-
tain CG within limits.
4.10.5 Auxiliary Fuel Management Control Panel
Test. Fuel transfer sequence shall be based on mission re-
quirement and center of gravity limitations. Automatic
1. TEST button - Press. Digits should display 8’s transfer is started when the proper switches are manipulated
and DEGRADED and VENT SENSOR and fuel level is as shown below and external range tanks
(FAIL and OVFL) lights should illuminate. internal pressure is increased enough to force fuel to the
main tanks. Transfer will continue until the main tank sig-
2. TEST button - Release. Digits should display nal conditioner provides a signal through the microproces-
8’s in sequence from left to right three times; 5 sor to stop fuel transfer. This cycle is done as required until
seconds later, display GOOD or EO failure interrupted by placing the MODE switch to OFF or
code; 3 seconds later, display type fuel density, MANUAL or placing the PRESS switch OFF. Manual
then fuel TOTAL. transfer will be started on selection of MANUAL and ap-
propriate switches, and external fuel tanks are bleed-air
3. Auxiliary fuel quantity switch - CAL. pressurized to start fuel transfer from external tank(s) to
Pages 4-42.1 through 4-42.2 deleted.

4-42 Change 3
TM 1-1520-253-10
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 4-18. Auxiliary Fuel Management Control Panel
main tanks. Transfer will continue until tanks are full. They TOTAL TRANSFER TRANSFER
will remain full as long as the manual mode remains en- AUXILIARY START WHEN STOP WHEN
gaged. Manual transfer requires close monitoring of fuel FUEL ONE MAIN EACH MAIN
level to initiate and stop transfer to remain within CG lim- REMAINING FUEL TANK FUEL TANK
its. The automatic transfer sequence is as follows: (BASED ON JP- QUANTITY QUANTITY
4 DENSITY) LESS THAN MORE THAN
8840-7041 lbs 950 lbs 1000 lbs

7040-5001 lbs 750 lbs 1000 lbs
5000-0 lbs 600 lbs 1000 lbs
Change 3 4-43
TM 1-1520-253-10
4.10.7 External Extended Range Fuel Transfer 4.10.7.1 External Extended Range Fuel Transfer In
Check. AUTO Mode.
NOTE
NOTE
If either main fuel quantity is below 1,000
When ambient temperature is below 4°C lbs., selecting the automatic mode may ini-
(40°F), ESSS/ERFS shall not be turned off tiate a transfer sequence.
after transfer check has been completed to
avoid potential for freeze-up of the pressure Allow sufficient time for tank pressurization
regulator. (approximately 10 minutes for a half full
230-gallon tank).
1. AIR SOURCE HEAT/START switch - ENG.
During transfer, periodically verify that
2. FUEL BOOST PUMP CONTROL switches - AUXILIARY FUEL MANAGEMENT
Check ON. panel quantity is decreasing at a minimum
of 40 pounds per minute, per tank pair. Fuel
transfer rate of less than 40 pounds per
minute may indicate reduced flow from one
WARNING or both tanks.

FUEL BOOST PUMP CONTROL
switches shall remain on during external 2. FUEL BOOST PUMP CONTROL switches -
range fuel transfer and remain on for 10 ON.
minutes after PRESS switches are moved
to OFF. Failure to observe this warning 3. PRESS OUTBD switch - ON.
may cause engine flameout.
4. MODE switch - AUTO.
3. PRESS OUTBD switch - ON.
5. TANKS switch - OUTBD.
4. Fuel quantity switch - TOTAL.
4.10.7.2 External Extended Range Fuel Transfer In
5. TANKS switch - As desired. MANUAL Mode.
6. MODE switch - MANUAL. If AUTO mode is inoperative, transfer in MANUAL

mode as follows:
7. MANUAL XFR RIGHT switch - ON.
8. Main FUEL QTY TOTAL FUEL readout - CAUTION

Check for increase of about 20 pounds.
9. TANKS switch - Repeat for other position. Monitor fuel transfer to remain within
CG limits and avoid asymmetric loading.
10. MANUAL XFR RIGHT switch - OFF.
11. MANUAL XFR LEFT switch - ON.
2. FUEL BOOST PUMP CONTROL switches -
12. Repeat steps 8. and 9. for MANUAL XFR ON.
LEFT.
3. PRESS OUTBD switch - ON.
13. MANUAL XFR switches - OFF.
4. MODE switch - MANUAL.
14. External extended range fuel system - Set as
desired. 5. TANKS switch - OUTBD.
4-44 Change 3
TM 1-1520-253-10
6. MANUAL XFR switches RIGHT and LEFT 3. PRESS OUTBD switch - ON.
- ON.
4. MODE switch - MANUAL.
4.10.7.3 External Extended Range Fuel Flow Veri-
fication In Manual Mode. If extended range without 5. TANKS switch - OUTBD.
landing is required and the aircraft is not equipped with an
ERFS fuel indicating system, verify fuel flow from each 6. MANUAL XFR RIGHT switch - ON. Note
tank as follows: the rate of decrease of the AUX FUEL QTY
NOTE POUNDS indicator. The normal transfer fuel
flow rate per tank should be between 20 to 38
Ensure main fuel tanks are not completely pounds per minute.
full.
7. MANUAL XFR RIGHT switch - OFF.
8. Repeat steps 6. and 7. for left tank.
ON.
Change 3 4-44.1/(4-44.2 Blank)

TM 1-1520-253-10
of phase jettison of all external stores or symmetrical jetti-

son of fuel tanks. Interlock circuitry prevents jettison of
EMER STORES JETTISON fuel tanks other than in pairs. Emergency jettison is com-
JETT pletely independent of the primary jettison subsystem.
ALL JETT
INBD OUTBD
BOTH BOTH
R R
WARNING
L L
OFF ALL
The ejector rack CARTRIDGES are ex-

plosive devices and must not be exposed
to heat, stray voltage or static electricity.
Refer to TM 9-1300-206 for information
AA0664
concerning handling and storage of am-
SA
munition.
Figure 4-19. Stores Jettison Control Panel ES
The jettison control panel (Figure 4-19) contains all con-
trols for jettisoning external stores. Jettison controls are as
4.11 EXTERNAL STORES SUPPORT SYSTEM follows:
(ESSS). ES
ESSS provides a means of carrying a variety of external CONTROL FUNCTION

stores, including external extended range fuel tanks. The
ESSS consists of fixed and removable provisions.
EMER JETT ALL Applies 28 volts from essential dc
4.11.1 External Stores Fixed Provisions. Fixed pro- bus to all stores stations when the
visions are: upper fuselage fixed fittings for attaching the helicopter weight is off the wheels,
horizontal stores support (HSS) subsystem, and lower fuse- regardless of the rotary selector
lage strut support fittings for attaching two struts for each switch. A 1-second time delay
HSS. In addition to exterior components, fixed provisions permits the outboard stations to
are: interior helicopter provisions, including electrical har- jettison before the inboard stations.
nesses, fuel lines, bleed-air lines, and circuit breakers.
Rotary selector Determines which station receives
switch primary jettison signal.
4.11.2 External Stores Removable Provisions. The
external stores removable subsystem extends horizontally OFF Prevents jettison signal from going
from each side of the helicopter at station 301.5, buttline to any stores station.
42.0. Extending below each horizontal stores support (HSS)
are two vertical stores pylons (VSP) and attaching ejector INBD
racks. The racks are used to attach fuel tanks or other ex-
ternal stores dispensers. L *Directs jettison signal to inboard
left station.
4.11.3 ESSS Side Position Lights. A position light is R *Directs jettison signal to inboard
on each outboard end of HSS. Those lights use the power right station.
source provided to operate the standard installed position
lights, colors are the same. Upon installation of the HSS, BOTH Directs jettison signal to inboard
the electrical connectors connected to the jumper plugs, left and right stores stations.
providing power for the standard position lights, are re- OUTBD
moved and reconnected to the connectors from the HSS
position lights. Operation and power source for the ESSS L *Directs jettison signal to outboard
position lights are the same as for the standard installed left station.
position lights.
R *Direct jettison signal to outboard
4.11.4 External Stores Jettison Control Panel. The right station.
jettison control panel (Figure 4-19) provides the capability
4-45
TM 1-1520-253-10
Table 4-2. Extended Range Fuel System Degraded Operation Chart ERFS
SYSTEM FAILURE DEGRADED AUX FUEL DESCRIPTION OF
CODES AND LIGHT CAUTION DEGRADED OPERATION

INDICATIONS LIGHT
E01 MICROPROCESSOR ERROR

E03 FLOWMETER DISCONNECTED 1. AUTO XFR CAPABILITIES
E04 ERROR FUEL FLOW CIRCUITS ON ON REMAIN
E05 ERROR FUEL FLOW 2. DEFAULTS TO CURRENT XFR
COMPUTATION SCHEDULE
E06 MEMORY ERROR 3. PILOT MUST COMPUTE FUEL
USAGE
1. AUTO XFR CAPABILITIES
E02 TEMPERATURE SENSOR NOT REMAIN
CONNECTED OR OUT OF RANGE 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
1. AUTO XFR CAPABILITIES
LOSS OF REMAIN
DIGITAL READOUT 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
ON-IF FUEL AUX TANK FUEL TRANSFER
FAILED AUX TANK EMPTY SENSOR OFF TRANSFER SHUTOFF VALVE CLOSES.
PROVIDES FALSE EMPTY SIGNAL SELECTED PILOT SELECTING MANUAL
MODE REOPENS VALVE.
BOTH Directs jettison signal to outboard NOTE

left and right stores stations.
*If fuel tanks are connected to the
ALL Directs primary jettison signal to left, right, or both stores stations,
all stores stations. Outboard stores the BOTH mode of jettison is
will jettison and 1 second later automatically selected even if the
inboard stores will jettison. selector switch is at L or R.
4-46 Change 4
TM 1-1520-253-10
CONTROL FUNCTION platforms are positioned to accommodate up to four pri-

mary litter patients or six ambulatory (seated) patients.
When the situation requires multiple patient evacuation,
JETT Applies 28 volts from primary dc two Standardization Agreement (STANAG) litters can be
bus through the rotary selector placed on the floor under the forward lifts for a total of six
switch to the selected stores station litter patients. Litter lighting is provided for each patient.
if the weight is off the wheels and Provisions to support intravenous (IV) fluid bags, are
the selector switch is not OFF. mounted overhead in the cabin and along the face of the
doorpost panels. A modular medical cabinet containing
oxygen system indicators and controls, provisions for
4.11.5 Stores Jettison Control Operation. carry-on medical equipment, and storage of medical sup-
plies is installed at the aft bulkhead between the two troop
seats. Three crew seats are provided in the cabin for the
CAUTION crew chief/medical attendants. The medical life support
equipment includes an oxygen system, suction system, and
outlets for 28 VDC and 115 VAC 60-cycle electrical power.
To prevent unintentional jettison of exter-
Controls for the medical stations are located on the door-
nal stores when the helicopter weight is
post panels, one panel for each station. Blackout curtains
on the wheels, do not actuate any jettison
are provided between the cockpit and cabin and for the
switch.
cabin windows.
The jettison system provides two modes of jettisoning
4.12.1 Medical Stations. Each station (Figure 4-21)
external stores, primary and emergency. The primary sub-
provides accommodations for two primary patients and one
system uses the rotary selector switch and the JETT toggle
secondary patient or three ambulatory patients. The stations
switch. The emergency jettison subsystem uses only the
include the dual electromechanical litter lifts which support
EMER JETT ALL toggle switch. Primary jettison is used
the litter platforms, ambulatory patient/litter platforms, and
when selective jettison is desired. The rotary switch is used
the adjacent doorpost control panel.
to select the stores point for release, and the JETT toggle
switch is used to actuate the release. Emergency jettison is
4.12.2 Litter Lift System. The litter lift system consists
used to release all external stores through one actuation of
of left and right litter platforms stations to provide transport
the EMER JETT ALL toggle switch, regardless of rotary
of six littered patients, six seated patients, or cargo or a
switch position. During primary (rotary switch ALL se-
combination of these. The dual station system supports and
lected) and emergency jettison, a 1-second delay is pro-
controls the positioning of two litter platforms. Both plat-
vided after the outboard stores are released, before the in-
forms may be moved to the ceiling to accommodate cargo
board stores will be released. When one pair of tanks is
on the floor or moved to the floor to accommodate ambu-
jettisoned in a four tank system, cccc will appear on the
latory (seated) patients. The top side of the upper platform
AUX FUEL QTY POUNDS digital readout when the cor-
is configured with the attaching brackets for the ambulatory
responding fuel quantity position is selected. The fuel re-
seats. The litter platforms are moved by medical attendants
maining in the tanks jettisoned will be subtracted from the
to change the level or tilt. Loading is simplified by allowing
total displayed when TOTAL is selected. Power to operate
patients to be loaded at floor level and moved up to their
the primary jettison subsystem is from the No. 1 dc primary
flight position. The system utilizes electromechanical non
bus through circuit breakers marked ESSS JTSN INBD
hydraulic motor mechanisms that are shielded from the
and OUTBD. The emergency jettison subsystem is pow-
cabin with a steel curtain for the protection of both person-
ered from the dc essential bus through circuit breakers
nel and equipment. In the event of a power failure, a manual
marked ESSS JTSN INBD and OUTBD.
mechanical back-up system is provided to actuate the lift
mechanism. The litter lift system is designed to quickly and
4.12 MEDICAL EVACUATION (MEDEVAC) SYS-
easily:
TEM.
The MEDEVAC System (Figure 4-20) includes two 1. Load and unload patients.
medical stations positioned longitudinally on each side of
the forward cabin. Each station includes two electrome- 2. Adjust height and tilt to accommodate patient
chanical litter lifts that support two litter platforms. The size and needs.
Change 3 4-47
TM 1-1520-253-10
LITTER AFT
LIFT SIDE
CONTROL TROOP
PANEL SEAT
MEDICAL
CABINET
FORWARD SEAT MEDICAL AFT
COMPONENT TRACKS ATTENDANT’S TROOP
MODULE SEAT SEAT
AB0383
SA
Figure 4-20. MEDEVAC System
3. Change between ambulatory patient, littered three ambulatory patients. Headrests, stored in the ceiling,
patient and cargo configurations. are lowered in position and secured to the backrest by lock-
ing pins.
Each station operates independently of the other to per-
mit several loading variations. Variations include: NOTE
1. One to three littered patients on one side and Ensure the backrest and headrests are
one to three seated patients on the other. secured in place.
2. One to three littered patients on one side and 4.12.4 Litter Platforms. There are a total of four plat-
cargo on the other. forms installed in the aircraft, two at each station (Figure
4-23). The platforms provide a loading surface for a patient
3. One to three seated patients on one side and strapped to a litter. The litter is secured to the platform by
cargo on the other. means of a locking device mounted in the end of the plat-
form and two restraint belts. The platforms attach to the
4.12.3 Ambulatory Patient Configuration. The two support rods and are raised, lowered, or tilted by the lift
medical stations can be reconfigured to seat six ambulatory mechanism. The platforms are similar in construction, with
patients (Figure 4-22). An additional two ambulatory pa- the exception that the upper platform may be reconfigured
tients may be seated on the two aft troop seats for a total of to provide seating for three ambulatory patients.
eight patients. Seating for the patients is contained in the
upper patient litter platform. The lower platform must be 4.12.5 MEDEVAC Seats Installation. Three crew
positioned to the floor position and the upper platform to seats, two located in the aft cabin area and one located in
the seat position. When the platforms are in place, the upper the center between the forward medical stations, are pro-
portion of the ambulatory platform is raised to act as a vided for the crew chief/medical attendants. Each seat
backrest. Restraints, consisting of seatbelts and shoulder swivels 360 degrees and is T track mounted, which allows
harnesses, are built into the platform and headrests for the the seats to move fore and aft for better access to the pa-
4-48
TM 1-1520-253-10
OVERHEAD LIGHT AMBULATORY

FIXTURE SEAT TRACK OVERHEAD
SEAT CONTROL PANEL
xxxx
xxx X X xxxx
xxx
xxxx
xxx X X xxxx
xxx
xxxx
xxx X X xxxx
xxx
OXYGEN OXYGEN
xxxxxxx xxxx xxxxxxx xxxx

xxxxx xxxx xxxxx xxxxx xxxx xxxxx
xxxxxx xxx xxxxxx xxx
LEFT SIDE
CONTROL PANEL RIGHT SIDE
CONTROL PANEL
LITTER AB0391
PLATFORM SA
Figure 4-21. Medical Stations
tients. Each seat contains a headrest, which attendant re- CONTROLS/ FUNCTION
straints provided by a lap safety belt which connects to a INDICATORS
shoulder harness. Lift forward (upper) knob to swivel, aft
(lower) knob to move fore and aft. Quick Disconnect Quick disconnect connection for
Oxygen Outlet the Chemetron compatible oxygen
4.12.6 Medical Control Panels. The Medical Control hose.
Panels are located on each side of the aircraft (doorpost LITTER LIFTS
panels), and on the ceiling (overhead panel) (Figure 4-24) switches
to provide full access to medical controls by medical per-
sonnel. The side control panels contain covered 115 VAC UPPER Moves the forward and aft end of
60 Hz electrical outlets and controls for the litter lifts, suc- PLATFORM the upper litter platform up or
tion systems, and oxygen system. Lighted Indicators are FWD UP down.
ANVIS (Aviators Night Vision Imaging System) compat- DOWN and
ible and have the ability to be dimmed. Control and func- AFT UP
tions are further defined: DOWN
LOWER Moves the forward and aft end of
PLATFORM the lower litter platform up or
CONTROLS/ FUNCTION
FWD UP down.
INDICATORS
DOWN and
OXYGEN AFT UP
DOWN
Regulator Control Regulates oxygen flow.
EMERGENCY
DISS/Barbed outlet Connection for oxygen outlet hose. STOP
4-49
TM 1-1520-253-10
MEDICAL
CABINET
AMBULATORY
PATIENT’S
SEAT
MEDICAL
ATTENDANT’S
SEAT
LITTER LITTER
PLATFORM LIFT
AB0384
SA
Figure 4-22. Ambulatory Seat Arrangement
DUAL MEDICAL INTERIOR DUAL

LIFTS CIRCUIT BREAKER LIFTS
PANEL
PRIMARY
PATIENT
AMBULATORY
PATIENT LITTER
PLATFORM
PRIMARY
PATIENT
LITTER
PLATFORM
SECONDARY
PATIENTS
LIGHTS
AB0385
SA
Figure 4-23. Litter Platform
4-50
TM 1-1520-253-10
CONTROLS/ FUNCTION CONTROLS/ FUNCTION

INDICATORS INDICATORS
STOP Stops motion of all litter platforms. EMERGENCY
STOP switch
RUN Allows normal platform operation. STOP Stops motion of all litter platforms.
SEAT OVERRIDE When ON disables the LITTER
DISABLE LIFTS switches on the overhead RUN Allows normal platform operation.
ON OFF console. When OFF, LITTER
LIFTS switches on overhead LITTER LIFTS
console are enabled. switches
Upper lift Provides reference for positioning UPPER Moves the forward and aft end of
reference mark upper litter. PLATFORM the upper litter platform up or
FWD UP down.
Lower lift Provides reference for positioning DOWN and
reference mark lower litter. AFT UP
DOWN
SUCTION
LOWER Moves the forward and aft end of
Power mode Selects CONTINUOUS,
PLATFORM the lower litter platform up or
knob INTERMITTENT, or NONE.
FWD UP down.
REGULATOR Increases or decreases the amount DOWN and
knob of suction. AFT UP
DOWN
INCREASE OFF Changes the off cycle times.
TIME NOTE
INCREASE ON Changes the on cycle times. When operating the lifts from this
TIME panel, the side control panel lift
Suction gauge Displays actual suction level. controls are disabled.
ELECTRICAL SUCTION Turns the suction pump ON or

ON OFF OFF on the side associated with
115 VAC 60Hz (2) Provides power source for the control panel.
commercial medical equipment
(three each side). LIGHTING Controls the brightness of the
associated lights.
28 VDC Provides 28 VDC power source for
medical equipment. CEILING Turns overhead lights ON or OFF.
ON OFF
SIDE Turns side panel lights ON or
4.12.7 Overhead Control Panel. Two overhead con- ON OFF OFF.
trol panels (Figure 4-24) are provided (one for each side of
the aircraft) to control of the lighting and suction systems
and master lift controls. Except for the EMERGENCY 4.12.8 Medical Cabinet. A modular medical cabinet
STOP switch, the controls only affect the systems on one (Figure 4-25) is located between the troop seats at the aft
side of the aircraft. The suction, lighting, and lift controls bulkhead. The cabinet contains provisions for twelve three
on the left control panel affect the associated systems on the inch medical equipment storage drawers or a mix of three
left side only, likewise the right control panel controls the inch and six inch drawers. The top drawer may be locked
right side only. The EMERGENCY STOP switches stop for storage of controlled items. The bottom drawer is dedi-
all litter lifts. Control and functions are further defined: cated for disposal of Waste and BioHazard material. A
quick access hold down door is located in the center of the
4-51
TM 1-1520-253-10
OVERHEAD CONTROL PANEL
A A
115VAC
OUTLET
xxxx
xxx X X xxxx
xxx
xxxx
xxx X X xxxx
xxx
DISS / BARBED OUTLET

xxxx
xxx X X xxxx
xxx
OXYGEN OXYGEN
xxxxxxx xxxx
xxxxx xxxx xxxxx
xxxxxx xxx
xxxxxxx xxxx
xxxxx xxxx xxxxx
xxxxxx xxx
X xxx
xxxx
QUICK DISCONNECT
OXYGEN OUTLET
OXYGEN
UPPER LIFT
POSITIONING
REFERENCE MARK
xxxxxxx xxxx
xxxxx xxxx xxxxx
xxxxxx xxx
SEAT OVERRIDE LITTER LIFTS

UPPER PLATFORM
DISABLE FWD
UP
AFT
UP
SEAT OVERDRIVE
DISABLE
ON
OFF
UPPER PLATFORM DOWN DOWN
CONTROL LOWER PLATFORM

FWD AFT
EMERGENCY
STOP
UP UP
RUN
LOWER PLATFORM
LEFT SIDE RIGHT SIDE CONTROL
STOP
DOWN DOWN
CONTROL CONTROL
PANEL CABIN CONTROL PANELS PANEL EMERGENCY STOP
INCREASE INCREASE
OFF TIME ON TIME
SUCTION SUCTION REGULATOR

TOP TOP
INTERMITTANT SUCTION
CYCLE TIME CONTROLS
SUCTION RECEPTACLE
xxxxxx xxx
xxxxxx xxx
− +
A
LOWER LIFT INCREASE INCREASE
POSITIONING OFF TIME ON TIME
REFERENCE MARK SUCTION

SUCTION REGULATOR
MIDDLE
MIDDLE
SUCTION RECEPTACLE
xxxxxx xxx
xxxxxx xxx
SUCTION
ING
− +
CEIL BOTTOM xxxxxx xxx xxxxxx xxx
ON
TING AFT
LIGH
CTR
CEIL
ING
SUCTION GAUGE
ING
CEIL OFF
PAN
EL SIDE
M ON
OM
FOR FT BOTT
IFTS LAT A TION SIDE
ER L ER P UP SUC N POWER / MODE INCREASE INCREASE
LITT LOW O MIDD
LE
SIDE OFF TIME ON TIME
FWD
M
FOR FT
UP SIDE
TOP OFF SWITCH SUCTION REGULATOR
LAT BOTTOM
ER P
A
UP
UPP OFF
FWD
UP
NCY N
RGE DOW
EMESTOP
RUN DOW
N
SUCTION
DOW
N
REGULATOR
P N
STO DOW xxxxxx xxx
xxxxxx xxx
− +
LIGHTING
NVG
SIDE CONTROL PANEL
AB0386
SA
Figure 4-24. Medical Control Panels
4-52
TM 1-1520-253-10
4.12.9 Medical IV Bags. Provisions for IV bags are in-

stalled on the cabin ceiling. Flow adjustment and IV bag
replacement are accomplished by the medical attendants.
LIFEPAK 10 4.12.10 Interior Lighting System. Lighting controls

MOUNT are located on the left and right overhead control panels
(Figure 4-24). The controls on each panel affect the lighting
FIRST AID
LB
S system for that side of the aircraft only. The lighting system
KIT AD
25
XL
O is interlocked through the pilot’s CABIN DOME LT
MA
switch. When the pilot selects BLUE on the pilots CABIN
LB
S DOME LT switch, the medical cabin overhead and panel
10
XL
OAD lighting changes to blue/green and is controllable from the
MA LB
S
FIRE O AD
10 cabin, dimmer controls are still functional. Side lighting is
BOTTLE XL
MA BS turned off. If the pilot places the CABIN DOME LT switch
0L
D1
OA
MAX
L to WHITE, the medical cabin lighting control is enabled in
20
LB
S
WHITE light and is controlled from the cabin, dimmer
AD
LO
MA
X controls are still functional. If the pilot places the CABIN
S
LIGHTING switch to OFF the medical cabin lighting is
LB
O AD
20 disabled.
XL
MA
LB
S 4.12.10.1 Panel Overlay Lighting. Panel lighting is
20
XL
O AD turned on with the CEILING lights ON-OFF switch on
MA
CRASH
the right side of the overhead control panel. Both ceiling
AXE
OA
D lights and panel overlay lighting are turned on and off to-
XL S
MA0 LB gether. Brightness is controlled separately. The CEILING
4
CTR and CEILING AFT knobs control the brightness of

the ceiling lights and the PANEL knob controls the bright-
ness of the panel overlay lighting.
INFECTIOUS WASTE
APU AND BIOHAZARD 1. Place the CEILING ON-OFF switch to ON.
ACCUMULATOR MATERIAL
PUMP HANDLE The ceiling and panel overlay lights illuminate.
2. Turn the PANEL knob clockwise to increase

panel light brightness, counter clockwise to de-
crease panel light brightness.
AB0387
SA
3. Place the CEILING ON-OFF switch to OFF.
Figure 4-25. Medical Cabinet The ceiling and panel overlay lights turn off.
4.12.10.2 Ceiling Lighting. The CABIN DOME LT

drawer for convenient disposal of materials. Electrical switch must be in the WHITE position to operate the over-
power (115 VAC 60Hz) and space provisions for PROPAQ head lights in the white light mode. If the CABIN DOME
portable patient monitors and LIFEPAK 10 defibrillator LT switch is in the BLUE position, the overhead lights will
monitors are included. The upper cabinet also includes the be blue/green. If the pilots lighting control switch is OFF
status panel for the molecular sieve oxygen generating sys- the overhead lights will not operate.
tem (MSOGS). Hooks are provided on the side of the cabi-
net to stow a fire extinguisher, first aid kit, crash axe and a 1. Place the CEILING ON-OFF switches to ON.
accumulator pump (APU) handle. An access plate in the
base of the medical cabinet can be removed to provide 2. Adjust the CEILING CTR and CEILING
access to the aircraft computers. Circuit breakers for the AFT knobs on the left and right overhead con-
AC-DC converter and oxygen panel displays are located on trol panels to obtain desired intensity. Turn
the underside of the oxygen status panel.
4-53
TM 1-1520-253-10
CEILING LIGHT AFT DOME LIGHT

(RECESSED)
SIDE PANEL LIGHT
OVERHEAD CONTROL
PANEL LIGHTS
SIDE CONTROL
PANEL
OVERHEAD LIGHTS
SEAT TRACK
FR
ON
T I.V. HANGERS
ICS CONTROL
PANEL
OVERHEAD LIGHTING
AB0392
SA
Figure 4-26. Overhead Lighting
clockwise to increase intensity and counter 1. Place the SIDE ON-OFF switches to ON. The
clockwise to decrease intensity. side lights illuminate.
3. Place the CEILING ON-OFF switches on the 2. Adjust the intensity of the side lights with the
left and right overhead control panels to OFF. SIDE TOP, SIDE MIDDLE, and SIDE BOT-
All ceiling lights and panel overlay lighting TOM knobs. Turn clockwise to increase inten-
turns off. sity and counter clockwise to decrease inten-
sity.
4.12.10.3 Side Panel Lighting. Side panel lights are
located on the cabin walls at each litter platform location. A 3. Place the SIDE ON-OFF switches to OFF.
SIDE ON-OFF switch on each overhead control panel The side lights turn off.
controls the side panel lights for the side associated with
that panel. Each platform (top, middle, and bottom) is pro- 4.12.11 Medical Suction System. The medical suc-
vided with individual brightness controls. tion system (Figure 4-27) provides regulated airway and
4-54
TM 1-1520-253-10
gastric suction to each litter platform location. The system

is capable of supporting six patients simultaneously. A
single suction pump and three regulators serve each side of
the aircraft. The suction regulator consists of an adjustable
regulator for continuous or intermittent operation, a suction
gauge, and selector switches. The regulators provide adjust-
able, regulated suction from 0 to 300 mmHg. The gauge is INCREASE INCREASE
OFF TIME ON TIME
divided into color coded ranges of low, medium, high, and
full suction. The system is capable of continuous and inter- SUCTION REGULATOR
mittent operation at all suction levels. There are two inde- TOP SUCTION
TOP
pendent suction systems located in the component modules 150
at each of the forward medical stations. Each system con- 100 200
sists of a vacuum pump, vents, and a vent solenoid. Each
station contains a manifold, three vacuum regulators, and 50 250
three collection canisters. There are six suction outlets CHEMETRON
available, one at each litter station. A vacuum regulator is 0 300

provided at each outlet and is capable of continuous or
intermittent operation. Operation of the system will be by CONTINUOUS
the medical attendant. − + NONE
REGULATOR INTERMITTENT
4.12.11.1 Normal Operation.
1. Place SUCTION switch located on the over- SUCTION CONTROL PANEL

head control panel to ON.
2. To turn the regulator on, position the

CONTINUOUS-NONE-INTERMITTENT
knob to CONTINUOUS or INTERMIT-
TENT. NOTE
THE INTERMITTENT TIME ON AND OFF

3. To adjust the regulator vacuum level, turn the CONTROLS ARE NORMALLY PRESET
REGULATOR knob towards + to increace the TO VALUES OF 15 SECONDS ON AND 8
SECONDS OFF AT SELECTED SUCTION
vacuum or − to decrease the vacuum. LEVELS. IF THESE SETTINGS NEED TO
BE CHANGED, REMOVE THE
PROTECTIVE PLASTIC CAP AND USE
4. INTERMITTENT operation can be adjusted A SCREWDRIVER TO TURN THE
SCREW−LIKE ADJUSTMENTS.
using the timing controls labeled INCREASE AB0388
SA
OFF TIME or INCREASE ON TIME. To in-
crease or decrease the ON and OFF cycle time, Figure 4-27. Medical Suction Controls
turn the appropriate timing control clockwise to
increase the time or counterclockwise to de-
crease the time. 4.12.11.2 Shut Down.
5. Six collection canisters are included within the 1. All suction control panel power mode switches
vacuum system. Three canisters are located in - NONE.
each of the two medical stations.
Change 4 4-55
TM 1-1520-253-10
2. Left and right overhead medical control panel ing gas for MEDEVAC operations. Bleed air is conditioned
SUCTION switches - OFF. by a heat exchanger and filter assembly and then routed to
a concentrator. The concentrator utilizes pressure swing ab-
4.12.12 Oxygen Delivery System. sorption technology to produce oxygen enriched breathing
gas. When bleed air is removed from the system, a self
contained backup oxygen supply (BOS) with a capacity of
260 liters, provides 15 minutes of oxygen to six litter pa-
WARNING tients at 3 liters / minute. The backup system will be op-
erational when O2 requirements exceed the flow rate. The
The pilot must be advised when oxygen is pilot has control of the system and must activate the
on board and its use must be per the Sur- OBOGS prior to attendants using the oxygen delivery sys-
geon Generals directives. tem. The attendants can monitor the flow of oxygen by
observing the OXY FLOW dial on the OBOGS panel.
When operating the oxygen system dur- When the purity of the oxygen falls below 91 percent the
ing extremely cold cabin conditions, ice OBOGS unit will switch to backup oxygen supply (BOS)
may form in the lines blocking the flow of breathing gas and trip the BIT FAULT indicator on the
oxygen and possibly causing death or se- status panel.
rious injury to the patient.
4.12.13.1 Controls and Functions. Controls and indi-
1. The oxygen system consists of a On - Board cators are located on a panel above the medical cabinet.
Oxygen Generating System (OBOGS) and as- The pilot has the capability to disable the OBOGS if re-
sociated delivery system. The delivery system quired.
includes oxygen regulators, hoses, outlets, and
outlet controls and status displays.
CONTROLS/ FUNCTION
INDICATORS
2. Oxygen is supplied from the OBOGS described
in paragraph 4.12.13. On each medical door- OXY FLOW Indicates rate (lpm) of oxygen
post panel there are three patient regulators, a being delivered.
quick disconnect outlet, and one crew outlet.
Oxygen content indicators and on/off indicators BOS QTY Indicates level (liters) of oxygen.
are located on the control/status panel at the top PWR ON Indicates flow of oxygen.
of the medical cabinet. Light
3. The OBOGS’s Backup Oxygen System (BOS) BOS Indicates backup oxygen is being
has a capacity of 260 liters of oxygen. Light supplied.
BIT FAULT Indicates system fault.
4. Adjustment of oxygen regulators will be ac- Light
complished by the medical attendant.
4.12.13.2 Normal Operation.
5. The OBOGS control/status panel, located at the
top of the medical cabinet is described in para-
graph 4.12.13.2. NOTE
4.12.13 Oxygen Generating System. A OBOGS Built in test (BIT) will be initiated on initial
(Figure 4-28) powered by bleed air is installed in the tran- start up of OBOGS, and will last 3 to 5 min-
sition section. The system will charge from empty in 30 utes. BIT light on monitor panel will be lit
minutes with either APU or engine bleed air power. It is during BIT.
fully operational with either APU power, or when engines
apply greater than 30% torque. Each regulated station has 1. AIR SOURCE HEAT/START switch -APU
the capability to provide oxygen up to 10 liters / minute. or ENGINE .
The quick disconnect oxygen outlet has the capability of 36
liters / minute. Maximum system output is 36 liters / 2. AUX SW panel OBOGS switch - ON Check
minute. The OBOGS utilizes engine bleed air and electrical that BIT/FAULT light goes out within 5 min-
power from the aircraft to provide oxygen enriched breath- utes.
4-56 Change 4
TM 1-1520-253-10
3. The medical attendant determines the oxygen 5. Attach the patients oxygen hose to the patient
system is available after the PWR ON light is and to the corresponding oxygen regulator on
illuminated. the side medical control panel.
4. Determine which patients need oxygen and ob- 6. Select the desired oxygen rate on the regulator.
tain an oxygen hose and mask from the medical
cabinet.
Change 4 4-56.1/(4-56.2 Blank)

TM 1-1520-253-10
NOTE unpredictable motion of the platform

when releasing the switches on the over-
Oxygen flow from the OBOGS is degraded head control panel.
with increased altitude or ambient tempera-
ture. Up to 10,000 feet, the flow can be up to The litter lift system is designed with limit
10% below the selected rate. Between switches that assist in preventing
10,000 and 15,000 feet the flow rate can be mechanical damage. The litter lift for the
15% below the selected rate. To achieve a upper platform contains a limit switch
specific minimum flow rate above 10,000 that prevents the platform from going
feet, the next higher rate may be needed. higher than the mechanical limits of the
lift columns. This switch stops the plat-
To prevent depleting oxygen levels, ensure form about three inches from the fold
unused oxygen regulators are turned to OFF. down seats attached to the ceiling. This
switch does not prevent the patient from
Puritan Bennet outlets are provided, but connection being raised high enough to cause injury.
plates may be changed to others: i.e. Ohio, Chemetron, etc,
as required. The litter lift for the upper platform has
no limit switch to stop its downward mo-
4.12.13.3 Back Up System Operation. tion. The operator must release the con-
trol switch to stop the platform before it
1. Check BOS quantity gage on O2 status indica- comes in contact with the lower platform
tor panel for charge. or the patient on that platform.
2. Determine which patients need oxygen and ob- The litter lift for the lower platform con-
tain an oxygen hose and mask from the medical tains a limit switch that prevents the plat-
cabinet. form from coming in contact with he
floor. This switch stops the platform about
3. Attach the patients oxygen hose to the patient three inches from the floor. This switch
and to the corresponding oxygen regulator on does not prevent the platform from going
the side medical control panel. low enough to cause injury to the patient
on the bottom of the litter platform. The
4. Select the desired oxygen rate on the regulator. litter lift for the lower platform has no
limit switch to stop its upward motion.
5. Make sure unused oxygen regulators are turned The operator must be release the control
to OFF. switch to stop the platform before it or
the patient on that platform comes in con-
4.12.14 Electrical Power. A frequency converter tact with the upper platform.
located over the left fuel cell and in the aft transition sec-
tion provides 115 VAC 60 Hz power. Electrical outlets for
115 VAC are provided at the bottom of the medical door- CAUTION
post panels. A 28 VDC outlet is provided at the top of each
doorpost panel.
Due to mechanical limits, the platform
4.12.15 Litter Lift System Operation. must not be tilted, from its horizontal po-
sition, more that 17 degrees (seven inches
difference between vertical position of the
WARNING forward and aft litter lift pins).
When operating the litter lift system the LITTER

To prevent injury to patient or damage to LIFTS switches on the overhead control panel have prior-
equipment, do not press the litter plat- ity over the switches on the side control panel. The controls
form switches on the overhead control and functions are as follows:
panel and the side control panel at the
same time. This could cause sudden and
4-57
TM 1-1520-253-10
OBOGS
25 30
O 250
X B
Y 20 O 150 BOS
S 100
15
F
L Q 50 LITERS
10 T
O 350
5 Y 0
W
PWR
LPM
ON
BIT FAULT
AB0724
SA
Figure 4-28. OBOGS Panel
4-58
TM 1-1520-253-10
CONTROLS/ FUNCTION moves down. Hold the switches until the plat-
INDICATORS form stops moving, releasing and pressing the
FWD or AFT switches as necessary to ensure
UPPER the platform maintains a level position. The
PLATFORM platform should stop about 3 inches above the
FWD UP Moves the forward end of the upper floor.
DOWN litter platform up or down.
2. Simultaneously, press and hold the UPPER
AFT UP Moves the aft end of the upper PLATFORM, FWD and AFT controls to the
DOWN litter platform up or down. DOWN position until upper platform moves
down to the desired level. Press and release the
LOWER
FWD or AFT switches as necessary to ensure
PLATFORM
the platform maintains a level position while
FWD UP Moves the forward end of the lower moving.
DOWN litter platform up or down. Upper
platform must be positioned to the 4.12.17 Litter Lift System Patient Loading and Un-
flight position prior to moving the loading.
lower platform. For loading
ambulatory patients, the lower
platform must be in the floor
WARNING
position before moving the upper
litter platform.
To prevent patient injury or death, or
AFT UP Moves the aft end of the lower
damage to equipment or cargo, ensure the
DOWN litter platform up or down. Upper
patients platforms do not come in contact
platform must be positioned to the
with the patient, each other, cargo, or the
flight position prior to moving the
aircraft.
lower platform. For loading
ambulatory patients, the lower
platform must be in the floor
CAUTION
position before moving the upper
litter platform.
EMERGENCY Do not operate the litter lift mechanism
STOP continuously for more than one minute or
damage to drive mechanism may occur.
STOP Stops motion of all litter platforms.
The switch resets in two seconds. Patient restraints are secured prior to loading the heli-
RUN Allows normal platform operation. copter. Up to a maximum of four patients can be carried on
the platforms. To load litter patients:
SEAT OVERRIDE
DISABLE 4.12.17.1 Load First Patient.
ON Disables the litter platform override
feature of the overhead console. 1. AUX SW panel MED INT switch - ON.
OFF Allows normal platform operation. 2. All four cabin medical control panel EMER-
GENCY STOP switches placed - RUN.
4.12.16 Preparation for Littered Patient Loading. 3. Ensure associated medical station control panel
Use the litter lift controls on the overhead control panel or SEAT OVERRIDE switch - ON.
the side control panel for the following procedures.
4. Position and secure the first patient on the litter
1. Simultaneously, press and hold the LOWER platform using the platform restraint belts. If
PLATFORM, FWD and AFT controls to the injuries permit, the belt closest to the head is
DOWN position. The lower litter platform placed under the arms and over the chest and
4-59
TM 1-1520-253-10
tightened. The other two belts are placed over 2. Position and fasten the patient restraints.
the entire body and tightened.
3. Once litter(s) are positioned, place one or all
NOTE four cabin medical control panel EMER-
GENCY STOP switches - STOP.
EMERGENCY STOP switches are pro-
vided on each control panel to stop lift mo- 4.12.17.4 Unload the Third Patient.
tion if necessary. To stop all lifts from oper-
ating, place any of the four EMERGENCY 1. Unfasten the patient restraints.
STOP switches to the STOP position. To
resume lift operations, pull the switch out- 2. Reverse the loading procedure and carefully
wards, past the raised notch and move it up unload the patient.
to the RUN position.
4.12.17.5 Unload the Second Patient.
5. Simultaneously, press the UPPER PLAT-
FORM, FWD and AFT controls to the UP po-
1. Use individual FWD or AFT controls to level
sition. The upper litter platform moves up.
the platform as much as possible.
6. As the platform approaches the desired flight
2. Simultaneously press the LOWER PLAT-
position, release the switches. The platform
FORM, FWD, and AFT controls to the
stops. For three patient configurations, use the
DOWN position.
upper lift positioning reference mark on the side
control panel to determine approximate posi-
3. As the platform approaches the floor position,
tion of the top patient. (Figure 4-23).
release the switches. The platform stops.
7. Use individual FWD or AFT controls to adjust
4. Reverse the loading procedure and slide the lit-
the platform to the necessary tilt being careful
ter platform out of the aircraft.
to avoid patient to aircraft contact.
4.12.17.2 Load Second Patient. 4.12.17.6 Unload the First Patient.
1. Position and secure the second patient on the 1. Use individual FWD or AFT controls to level
litter platform using the platform restraint belts. the platform as much as possible.
2. Simultaneously, press the LOWER PLAT- 2. Simultaneously press the UPPER PLAT-
FORM, FWD and AFT controls to the UP po- FORM, FWD, and AFT controls to the
sition. DOWN position. The upper litter platform
moves down.
3. As the platform approaches the desired flight
position, release the switches. The platform 3. As the upper platform approaches the lower
stops. For three patient configurations, use the platform, release the switches. The platform
lower lift positioning reference mark on the side stops.
control panel to determine approximate posi-
tion of the middle patient. (Figure 4-23). 4. Reverse the loading procedure and slide the lit-
ter platform out of the aircraft.
4. Use individual FWD or AFT controls to adjust
the platform to the necessary tilt being careful 4.12.18 Ambulatory (Seated) Patient Configura-
to avoid patient to aircraft contact. tion. The upper platform of each medical station is used
for seating up to three ambulatory patients. The upper half
4.12.17.3 Load Third Patient. of the platform is raised to provide a backrest for the pa-
tients. Up to a maximum of six ambulatory patients can be
1. Position the patient under the lower litter plat- carried on the platforms. Two additional ambulatory pa-
form. tients can be seated on the aft troop seats.
4-60
TM 1-1520-253-10
NOTE 4.12.19 Stow Ambulatory Patient Seats.
Use of the MEDEVAC ambulatory configu- 1. Rotate the seat pan up and headrest down to the
ration for transport of personnel other then stowed positions.
patients or essential medical personnel is
prohibited. 2. Locate the seat track fittings holding the seat
legs to the upper litter platform and pull up on
1. Simultaneously press and hold the LOWER the circular clip at the end of the seat track
PLATFORM, FWD, and AFT controls to the fitting.
DOWN position. The lower litter platform
moves down. Hold the switches until the plat- 3. Slide each seat rack fitting into the open slot
form stops moving. The platform stops about 3 and remove it from the upper litter platform.
inches above the floor.
4. Remove the quick release pins from the tele-
2. Simultaneously press and hold the UPPER scoping guide tubes next to the head rest and
PLATFORM, FWD, and AFT controls to the install them in their stowed position in the seat
DOWN position until the upper litter platform pan.
moves down to just above the lower platform.
5. Fold the seat to the ceiling and insert the seat
rack fittings, on the bottom of the legs, into the
CAUTION stowage tracks of the overhead light fixture.
6. Slide the track fittings toward the end of the

To prevent damage to the platforms, stop slot to align the circular clip lock to the bottom
the upper platform motion prior to reach- circular slot.
ing the lower platform.
7. Press the circular clip lock into the slot until it
3. Unlock and release the forward and aft seat clicks into place.
tracks fittings from the seat tracks in the over-
head lighting fixture (Figure 4-26) by pulling 4.12.20 Cargo Configuration. In the event the aircraft
out, with a firm pull, on the circular clip at the is to be used to carry cargo the litter platforms must be
end of the seat track fitting. positioned to the highest point on the lift near the ceiling to
clear the floor space for cargo.
4. Fold down the ambulatory seats from the top of
the compartment and extend the telescoping NOTE
guide tubes to the top of the upper litter plat-
form. The upper platform must be in the upper po-
sition before moving the lower platform to
5. Remove the quick release pins from their the upper position.
stowed position in the seat pan and install them
in the telescoping guide tubes next to the head- 1. Ensure the ambulatory patient seats are stowed
rest. in the ceiling.
6. Lock the seat track fittings into the tracks on 2. Use the litter lift control switches and move
the litter platform. both litter platforms to the top of the litter lift
columns.
7. Rotate the seat pan down and headrest up into
position. 3. Load and secure cargo.
4-61/(4-62 Blank)
TM 1-1520-253-10
CHAPTER 5
OPERATING LIMITS AND RESTRICTIONS
Section I GENERAL
5.1 PURPOSE. yond limits, and any additional data that would aid mainte-
nance personnel in the maintenance action that may be re-
This chapter identifies or refers to all important operat- quired. The helicopter shall not be flown until corrective
ing limits and restrictions that shall be observed during action is taken.
ground and flight operations.
5.4 MINIMUM CREW REQUIREMENTS.
5.2 GENERAL.
The minimum crew required to fly the helicopter is two
The operating limitations set forth in this chapter are the pilots. Additional crewmembers as required will be added
direct results of design analysis, tests, and operating expe- at the discretion of the commander, in accordance with per-
riences. Compliance with these limits will allow the pilot to tinent Department of the Army regulations.
safely perform the assigned missions and to derive maxi-
mum use from the aircraft.
5.3 EXCEEDING OPERATIONAL LIMITS.
Any time an operational limit is exceeded an appropriate

entry shall be made on DA Form 2408-13-1. Entry shall
state what limit or limits were exceeded, range, time be-
5-1
TM 1-1520-253-10
Section II SYSTEM LIMITS
5.5 INSTRUMENT MARKING COLOR CODES. up to 120% RPM R are authorized for use by maintenance
test flight pilots during autorotational RPM checks.
NOTE
5.7 MAIN TRANSMISSION MODULE LIMITATIONS.
Instrument/color markings may differ from
actual limits.
a. Oil pressure should remain steady during steady state
forward flight or in level hover. Momentary fluctuations in
Operating limitations are shown as side arrows or col-
oil pressure may occur during transient maneuvers (i.e.
ored strips on the instrument face plate of engine, flight and
hovering in gusty wind conditions), or when flying with
utility system instruments (Figures 5-1 and 5-2). Those
pitch attitudes above +6°. These types of oil pressure fluc-
readings are shown by ascending and descending columns
tuations are acceptable, even when oil pressure drops into
of multicolor lights (red, yellow and green) measured
the yellow range (below 30 psi). Oil pressure should remain
against vertical scales. RED markings indicate the limit
steady and should be in the 45 to 55 psi range to ensure that
above or below which continued operation is likely to cause
when fluctuations occur they remain in the acceptable range
damage or shorten component life. GREEN markings indi-
as defined above. If oil pressure is not steady during steady
cate the safe or normal range of operation. YELLOW
state forward flight or in a level hover, or if oil pressure is
markings indicate the range when special attention should
steady but under 45 psi, make an entry on Form 2408-13-1.
be given to the operation covered by the instrument.
Sudden pressure drop (more than 10 PSI) without fluctua-
tion requires an entry on Form 2408-13-1.
5.6 ROTOR LIMITATIONS.
It is not abnormal to observe a % RPM 1 and 2 speed b. A demand for maximum power from engines with
split during autorotational descent when the engines are different engine torque factors (ETF) will cause a torque
fully decoupled from the main rotor. A speed increase of split when the low ETF engine reaches TGT limiting. This
one engine from 100% reference to 103% maximum can be torque split is normal. Under these circumstances, the high
expected. During power recovery, it is normal for the en- power engine may exceed the dual engine limit. (Example:
gine operating above 100% RPM to lead the other engine. #1 TRQ = 96% at TGT limiting, #2 TRQ is allowed to go
Refer to Figure 5-1 for limitations. up to 104%. Total aircraft torque = (96%+104%)/2 =
100%).
5.6.1 Rotor Start and Stop Limits. Maximum wind
velocity for rotor start or stop is 45 knots from any direc-
c. With transmission oil temperature operation in the
tion.
precautionary range, an entry should be made on DA Form
2408-13-1 except when hovering in adverse conditions de-
5.6.2 Rotor Speed Limitations. Refer to Figure 5-1
for rotor limitations. Power off (autorotation) rotor speeds scribed in Chapter 8 Desert and Hot Weather Operations.
5-2
TM 1-1520-253-10
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%
MINIMUM EXCEPT FOR 91%
110 110 IDLE AND TRANSIENT
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%

MINIMUM EXCEPT 91%
FOR IDLE AND 30 30
TRANSIENT 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
NORMAL 200 − 1500 LBS 10
8
PRECAUTIONARY 0 − 200 LBS
6
LEGEND 2
0
RED 1 2
YELLOW
GREEN
TOTAL
DIGITAL READOUT FUEL
0 S
20
T D
250 STAB 10 A E
50 POS 0 B G KIAS
10
LIMIT
O 20
200 F 0o 150
F 30 10o 100
KNOTS
40 20o 80
100 DEG
30o 60
DN
150 40o 45
AIRSPEED
MAXIMUM 193 KNOTS
REFER TO SECTION V FOR

ADDITIONAL AIRSPEED
AB0451
LIMITATIONS SA
Figure 5-1. Instrument Markings (Sheet 1 of 3)
5-3
TM 1-1520-253-10
Ng
SPEED
% X 10
11
10
ENGINE Ng
9
10−SECOND 102% − 105%
8 TRANSIENT
7
30−MINUTE 99% − 102%
LIMIT
4 CONTINUOUS 0 − 99%
0
1 2
Ng
ENG OIL
TEMP PRESS
C X 10 PSI X 10
ENGINE OIL 18 13 ENGINE OIL
TEMPERATURE 11 PRESSURE
14 9
MAXIMUM 150 OC MAXIMUM 100
PSI
30−MINUTE LIMIT 135 − 150 C
O 12 8
CONTINUOUS 20 − 100
PSI*
CONTINUOUS −50 − 135 C
O
10 7
8 6
5
4 * 35 PSI MINIMUM AT 90% Ng AND ABOVE
4
0
3
2
−4
1
1 2 1 2
LEGEND
RED
YELLOW
GREEN
DIGITAL
READOUT AB0452_1
SA
5-4
TM 1-1520-253-10
% TRQ
1 2 ENGINE % TRQ
140 140
120 120 10−SECOND

TRANSIENT
100 100 DUAL−ENGINE 100% − 125%
80 80
SINGLE−ENGINE 110% − 135%
60 60 CONTINUOUS 0% − 110%
SINGLE−ENGINE
40 40 ONLY
20 20
CONTINUOUS 0% − 100%
0 0 DUAL−ENGINE
1 2
TGT
TEMP
O
C X 100
TURBINE GAS
9
TEMPERATURE
8
10−SECOND 850 − 886OC 7
TRANSIENT
6
O
START ABORT 850 C 5
LIMIT
4
2
30−MINUTE 775 − 850OC
LIMIT 0
1 2
NORMAL 0 − 775OC
TGT
XMSN
TEMP PRESS
O
C X 10 PSI
9
16
MAIN TRANSMISSION 8 MAIN TRANSMISSION
OIL TEMPERATURE 12 OIL PRESSURE
7
10
MAXIMUM 120OC MAXIMUM 130 PSI
6
PRECAUTIONARY 105 − 120OC 8
PRECAUTIONARY 65 − 130 PSI
5
CONTINUOUS −50 − 105 C
O 6 CONTINUOUS 30 − 65 PSI
4
4 IDLE AND 20 − 30 PSI
TRANSIENT
3
0
MINIMUM 20 PSI
−4
0
AB0452_2A
SA
Change 4 5-5
TM 1-1520-253-10
Section III POWER LIMITS
5.8 ENGINE LIMITATIONS. 5.9 PNEUMATIC SOURCE INLET LIMITS.
5.8.1 Engine Power Limitations. The limitations The minimum ground-air source (pneumatic) required to
which are presented in Figure 5-2, present absolute limita- start the helicopter engines is 40 psig and 30 ppm at 149°C
tions, regardless of atmospheric conditions. For variations (300°F). The maximum ground-air source to be applied to
in power available with temperature and pressure altitude, the helicopter is 50 psig at 249°C(480°F), measured at the
refer to the TORQUE AVAILABLE charts in Chapter 7. external air connector on the fuselage.
5.8.2 Engine % RPM Limitations. Transient % RPM 5.10 ENGINE START LIMITS.
1 or 2 operation in yellow range (101% to 105%) is not
recommended as good operating practice. However no
damage to either engine or drive train is incurred by opera- CAUTION
tion within this range. Momentary transients above 107%
Np are authorized for use by maintenance test pilots during
autorotational rpm checks. Engine start attempts at or above a pres-
sure altitude of 20,000 feet could result in
5.8.3 Engine Starter Limits. a Hot Start.
a. The pneumatic starter is capable of making the num- Crossbleed starts shall not be attempted unless the anti-
ber of consecutive start cycles listed below, when exposed ice light is off, and operating engine must be at 90% Ng
to the environmental conditions specified, with an interval SPEED or above and rotor speed at 100% RPM R. When
of at least 60 seconds between the completion of one cycle attempting single-engine starts at pressure altitudes above
and the beginning of the next cycle. A starting cycle is the 14,000 feet, press the start switch with the ENG POWER
interval from start initiation and acceleration of the com- CONT lever OFF, until the maximum motoring speed
pressor, from zero rpm, to starter dropout. The 60-second (about 24%) is reached, before going to IDLE. Engine
delay between start attempts applies when the first attempt starts using APU source may be attempted when within the
is aborted for any reason, and it applies regardless of the range of FAT and pressure altitude of Figure 5-2.
duration of the first attempt. If motoring is required for an
emergency, the 60-second delay does not apply. 5.11 ENGINE OVERSPEED CHECK LIMITATIONS.
b. At ambient temperatures of 15°C (59°F) and below, Engine overspeed check in flight is prohibited. Engine
two consecutive start cycles may be made, followed by a overspeed checks, on the ground, are authorized by desig-
3-minute rest period, followed by two additional consecu- nated maintenance personnel only.
tive start cycles. A 30-minute rest period is then required
before any additional starts. 5.12 FUEL LIMITATIONS.
c. At ambient temperatures above 15° up to 52°C (59° When using all fuel types, both fuel boost pumps shall
up to 126°F), two consecutive start cycles may be made. A be on and operational, otherwise engine flameout may re-
30-minute rest period is then required before any additional sult.
start cycles.
5-6 Change 2
TM 1-1520-253-10
ENGINE START ENVELOPE

20
ALT LIMIT
18
SINGLE ENGINE
PRESSURE ALTITUDE ~ FEET X 1000

START LIMIT
16
EXAMPLE 14
WANTED 12
IF TWO−ENGINE START CAN BE

DONE AT 2900 FEET PRESSURE
ALTITUDE AND 16 O C 10
KNOWN 8
PRESSURE ALTITUDE= 2900 FEET

FREE−AIR TEMPERATURE = 16OC
6
DUAL ENGINE
METHOD START LIMIT
4
ENTER CHART AT PRESSURE
ALTITUDE 2900 FEET
MOVE RIGHT TO INTERSECT 2
VERTICAL TEMPERATURE LINE.
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 ~ O C
AA9908
SA
Figure 5-2. Engine Start Envelope
5-7
TM 1-1520-253-10
Section IV LOADING LIMITS
5.13 CENTER OF GRAVITY LIMITATIONS. 5.15 CABIN CEILING TIEDOWN FITTINGS.
Center of gravity limits for the aircraft to which this The four cabin ceiling tiedown fittings have a limited
manual applies and instructions for computation of the cen- load capability of 4,000 pounds.
ter of gravity are contained in Chapter 6.
5.16 CARGO HOOK WEIGHT LIMITATION.
5.14 WEIGHT LIMITATIONS.
For UH-60Q aircraft, the maximum weight that may be
suspended from the cargo hook is limited to 8,000 pounds.
AIRCRAFT MAXIMUM WEIGHT
5.17 RESCUE HOIST WEIGHT LIMITATIONS.
UH-60Q 22,000
The maximum weight that may be suspended from the
rescue hoist is 600 pounds.
In addition to the above limits, maximum weight is
further limited by cargo floor maximum capacity of 300
pounds per square foot. Refer to Chapter 6.
5-8
TM 1-1520-253-10
Section V AIRSPEED LIMITS
5.18 AIRSPEED OPERATING LIMITS. airspeed of 100 KIAS. With searchlight extended, airspeed
is limited to 180 KIAS.
The airspeed operating limits charts (Figures 5-3 and
5-4) define velocity never exceed (Vne) as a function of 5.19 FLIGHT WITH CABIN DOOR(S)/WINDOW(S)
altitude, temperature, and gross weight. The dashed lines OPEN.
represent the Mach limited airspeeds due to compressibility
effects. Additional airspeed limits not shown on the charts The following airspeed limitations are for operating the
are: helicopter in forward flight with the cabin doors/window
open:
a. Maximum airspeed for one engine inoperative is 130
KIAS. a. Cabin doors
b. Maximum airspeed for autorotation at a gross weight (1) Cabin doors may be fully open up to 100 KIAS
of 16,825 pounds or less is 150 KIAS. with soundproofing installed aft of station 379.
c. Maximum airspeed for autorotation at a gross weight (2) Cabin doors may be fully open up to 145 KIAS
of greater than 16,825 pounds is 130 KIAS. with soundproofing removed aft of station 379 or with
soundproofing secured properly.
d. Sideward/rearward flight limits. Hovering in winds
greater than 45 knots (35 knots with external ERFS) from
(3) The doors will not be intentionally moved from the
the sides or rear is prohibited. Sideward/rearward flight into
fully open or closed position in flight. The cabin doors may
the wind, when combined with windspeed, shall not exceed
be opened or closed during hovering flight. The cabin doors
45 knots (35 knots with external ERFS). .
must be closed or fully opened and latched before forward
flight. Should the door inadvertently open in flight, it may
e. SAS inoperative airspeed limits:
be secured fully open or closed.
(1) One SAS inoperative - 170 KIAS.
b. Flight with cockpit door(s) removed is prohibited.
(2) Two SAS inoperative - 150 KIAS.
5.20 AIRSPEED LIMITATIONS FOLLOWING FAIL-
URE OF THE AUTOMATIC STABILATOR CON-
(3) Two SAS inoperative in IMC - 140 KIAS.
TROL SYSTEM.
f. Hydraulic system inoperative limits:
a. Manual control available. If the automatic stabilator
(1) One hydraulic system inoperative - 170 KIAS. control system fails in flight and operation cannot be re-
stored:
(2) Two hydraulic systems inoperative - 150 KIAS.
(1) The stabilator shall be set full down at speeds
(3) Two hydraulic systems inoperative in IMC - 140 below 40 KIAS.
KIAS.
(2) The stabilator shall be set at zero degrees at speeds
g. Searchlight and landing light airspeed limits. above 40 KIAS.
(1) Landing light. If use is required, the landing light (3) Autorotation airspeed shall be limited to 120 KIAS
must be extended prior to reaching a maximum forward at all gross weights.
airspeed of 130 KIAS. With landing light extended, air-
speed is limited to 180 KIAS. b. Manual control not available. The placard airspeed
limits shall be observed as not-to-exceed speed (powered
(2) Searchlight(s). If use is required, searchlight(s) flight and autorotation), except in no case shall the autoro-
must be extended prior to reaching a maximum forward tation limit exceed 120 KIAS.
5-9
TM 1-1520-253-10
AIRSPEED OPERATING LIMITATIONS

AIRCRAFT WITHOUT ESSS INSTALLED 100% RPM R
EXAMPLE
WANTED −50
MAX IAS FOR VARIOUS
TEMPS, PRESSURE
ALTITUDE AND −40
20
GROSS WEIGHTS
00
0
−30
FREE AIR TEMPERATURE ~ O C
18
KNOWN
00
0
16
FAT = − 20oC −20
00
PPRR
PRESSURE ALTITUDE
0
14
EESS
= 4,000 FEET.
00
SSUU 11
GROSS WEIGHT −10
0
12
RREE 000000
= 18,000 POUNDS.
00
AALL 00
0
TTITI
0
METHOD
TUU
80
DDEE
00
ENTER FAT AT −20oC.
~~FF
10
60
MOVE RIGHT TO
00
TT
40
PRESSURE ALTITUDE
00
4,000 FEET. 20
MOVE DOWN TO 200
18,000 POUNDS
0
GROSS WEIGHT 30
0
−2
OR MACH LIMIT
00
FAT WHICHEVER
0
IS ENCOUNTERED 40
FIRST, IN THIS
CASE 18,000
POUNDS IS 50
ENCOUNTERED
FIRST. MOVE LEFT
TO READ 186
KNOTS. 90
0
0
0
0
0
00
00
0
00
00
00
00
00
00
21
20
18
17
19
22
16
MAXIMUM INDICATED AIRSPEED (VNE) ~ KNOTS
100
15
GROSS
SS
WEIGHT
LE
~ LBS
OR
110
0
00
14
120
−40oC
130
−50OC −30oC
140
150
−20oC
160
170
−10oC
180
COMPRESSIBILITY
LIMITS ~ FAT
190
200
−2 0 2 4 6 8 10 12 14 16 18 20 22
DENSITY ALTITUDE ~ 1000 FEET AA1250A

SA
Figure 5-3. Airspeed Operating Limits
5-10
TM 1-1520-253-10
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 00
00
AL 0
0
0
TIT
0
80
UD
00
E~
10
60
FT
00
40
20 00
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
ITS
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 5-4. Airspeed Operating Limits ES
5-11
TM 1-1520-253-10
Section VI MANEUVERING LIMITS
5.21 PROHIBITED MANEUVERS. ducing the angle of bank. Maneuvering flight which results
in severe blade stall and significant increase in 4 per rev
a. Hovering turns greater than 30° per second are pro- vibration is prohibited.
hibited. Intentional maneuvers beyond attitudes of 630° in
pitch or over 60° in roll are prohibited. 5.22.3.1 High Speed Yaw Maneuver Limitation.
Above 80 KIAS avoid abrupt, full pedal inputs to prevent
b. Simultaneous moving of both ENG POWER CONT excess tail rotor system loading.
levers to IDLE or OFF (throttle chop) in flight is prohib-
ited. 5.22.3.2 Limitations for Maneuvering With Sling
Loads. Maneuvering limitations with a sling load is lim-
c. Rearward ground taxi is prohibited. ited to a maximum of 30° angle of bank in forward flight
(Figure 5-6). Side flight is limited by bank angle and is
5.22 RESTRICTED MANEUVERS. decreased as airspeed increases. Rearward flight with sling
load is limited to 35 knots.
5.22.1 Manual Operation of the Stabilator. Manual
operation of the stabilator in flight is prohibited except as 5.22.3.3 Limitations for Maneuvering With Rescue
required by formal training and maintenance test flight re- Hoist Loads. Maneuvering limitations with a rescue hoist
quirements, or as alternate stabilator control in case the load is limited to maximum of 30° angle of bank in forward
AUTO mode malfunctions. flight (Figure 5-6). Side flight is limited by bank angle and
is decreased as airspeed is increased. Rearward flight with
5.22.2 Downwind Hovering. Prolonged rearward flight hoist load is limited to 35 knots. Rate of descent is limited
and downwind hovering are to be avoided to prevent accu- to 1,000 feet-per-minute.
mulation of exhaust fumes in the helicopter and heat dam-
age to windows on open cargo doors. 5.22.3.4 Bank Angle Limitation. Bank angles shall be
limited to 30° when a PRI SERVO PRESS caution light is
5.22.3 Maneuvering Limitations. on.
NOTE 5.23 LANDING GEAR LIMITATIONS.
Do not exceed a touchdown sink rate of 540 feet-per-

Maneuvers entered from a low power setting
minute on level terrain and 360 feet-per-minute on slopes
may result in transient droop of 5% RPM R
with gross weights of up to 16,825 pounds; above 16,825
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 al- 5.24 LANDING SPEED LIMITATIONS.
ways 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
Figure chart Figure 5-3 for aircraft without ESSS installed knots ground speed on level terrain.
and 5-4 for aircraft with ESSS installed.
5.25 SLOPE LANDING LIMITATIONS.
b. The blade stall chart (Figure 5-5) while not an air-
craft limitation, provides the level flight angle of bank at The following slope limitations apply regardless of gross
which blade stall will begin to occur as a function of air- weight or CG, with or without ESSS/ERFS.
speed, gross weight, pressure altitude and temperature.
When operating near blade stall, any increase in airspeed,
load factor (bank angle), turbulence, or abrupt control in- CAUTION
puts will increase the severity of the stall. Fully developed
stall will be accompanied by heavy four per rev vibration,
increasing torque, and loss of altitude. Recovery is always When performing slope landings with Ex-
accomplished by reducing the severity of the maneuver, ternal Extended Range Fuel System
that is by reducing collective, reducing airspeed, and/or re- Tanks, ensure tank to ground clearance.
5-12 Change 4
TM 1-1520-253-10
AIRSPEED FOR ONSET OF BLADE STALL

LEVEL FLIGHT 100% RPM R
EXAMPLE
WANTED
MAX RECOMMENDED 20
AIRSPEED FOR KNOWN
ANGLE OF BANK
18
KNOWN
PRESSURE ALTITUDE ~ 1000 FT

16
FAT = 20 OC
PRESSURE ALTITUDE 14
= 5,000 FEET.
GROSS WEIGHT
= 23,000 POUNDS 12
ANGLE OF BANK
= 20 DEGREES
10
METHOD
8
ENTER PRESSURE ALTITUDE FAT OC
AT 5,000 FEET. MOVE
RIGHT TO 20 DEGREES FAT. 6 −60
MOVE DOWN TO GROSS
WEIGHT 23,000 POUNDS. MOVE
LEFT TO 20 DEGREES ANGLE 4 −40
OF BANK. MOVE VERTICALLY
DOWN TO READ INDICATED −20
AIRSPEED OF 108 KNOTS. 2
0 0
60 40 20
0
10
20
ANGLE OF BANK ~ DEG 30
40
ESSS
VNE
VNE
50
GROSS WEIGHT ~ 1000 LBS

24.5
22
60
NOTE 20
WITH ESSS INSTALLED, REDUCE AIRSPEED
BY 6 KNOTS. 18
16
14
240 220 200 180 160 140 120 100 80 60 40
INDICATED AIRSPEED ~ KTS
AA1306A
SA
Figure 5-5. Airspeed for Onset of Blade Stall
5-13
TM 1-1520-253-10
NOTE b. 6° nose downslope. Landing in downslope conditions

with tail winds greater than 15 knots shall not be conducted.
Because of the flat profile of the main trans- A low-frequency oscillation may occur when landing nose-
mission and forward location of both trans- down on a slope with the cyclic near the aft stop.
mission oil pumps, transmission oil pressure
will drop during nose-up slope operations.
c. The main gearbox may be operated up to 30 minutes
At slope angle of 10° an indicated oil pres-
at a time with pressure fluctuations when the helicopter is
sure of 30 to 35 psi is normal, and at a 15°
known to be at a nose-up attitude (i.e., slope landings or
slope angle a pressure in the range of 10 to
hover with extreme aft CG).
15 psi is normal, due to pitching of the he-
licopter.
a. 15° nose-up, right wheel up or left wheel upslope.

The slope limitations shall be further reduced by 2° for
every 5 knots of wind.
5-14
TM 1-1520-253-10
SLING/RESCUE HOIST LOAD

MANEUVERING LIMITS
RESCUE SLING
ANGLE OF BANK ~O
ANGLE OF BANK LIMITS HOIST LOAD
LIMITS LIMITS
30
(SLING LOAD ENVELOPE)

20
0
CROSSWIND
40 20 0 20 40 60 80 100 120 140 KIAS
AND
SIDE FLIGHT
FORWARD FLIGHT
AA0668
SA
Figure 5-6. Sling/Hoist Load Maneuvering Limitations
5-15
TM 1-1520-253-10
Section VII ENVIRONMENTAL RESTRICTIONS
5.26 FLIGHT IN INSTRUMENT METEOROLOGICAL of extreme low power requirements such as high rate of
CONDITIONS (IMC). descent (1900 fpm or greater), or ground operation below
100% RPM R, during icing conditions. The cabin heating
This aircraft is qualified for operation in instrument me- system should be turned off before initiating a high rate of
teorological conditions. descent.
5.27 FLIGHT IN ICING CONDITIONS. 5.29 BACKUP HYDRAULIC PUMP HOT WEATHER
LIMITATIONS.
a. When the ambient air temperature is 4°C (39°F) or
below and visible liquid moisture is present, icing may During prolonged ground operation of the backup pump
occur. Icing severity is defined by the liquid water content using MIL-H-83282 or MIL-H-5606 with the rotor system
(LWC) of the outside air and measured in grams per cubic static, the backup pump is limited to the following
meter (g/m3). temperature/time/cooldown limits because of hydraulic
fluid overheating.
(1) Trace :LWC 0 to 0.25 g/m3
(2) Light :LWC 0.25 to 0.5 g/m3 FAT °C (°F) Operating Time Cooldown Time
(3) Moderate :LWC 0.5 to 1.0 g/m3 (Minutes) (Pump Off)
(4) Heavy :LWC greater than 1.0 g/m3 (Minutes)
-54° - 32° Unlimited --

b. Helicopters with the following equipment installed (-65° - 90°)
and operational are permitted to fly into trace or light icing
33° - 38° 24 72
conditions. Flight into light icing is not recommended with-
(91° - 100°)
out the blade deice kit. Flight into moderate icing shall
39° - 52° 16 48
comply with paragraph 5.27 c.
(102° - 126°)
(1) Windshield Anti-ice. 5.30 APU OPERATING LIMITATIONS.
(2) Pitot Heat. To prevent APU overheating, APU operation at ambient
temperature of 43°C (109°F) and above with engine and
(3) Engine Anti-ice. rotor operating, is limited to 30 minutes. With engine and
rotor not operating, the APU may be operated continuously
(4) Engine Inlet Anti-ice Modulating Valve. up to an ambient temperature of 51°C (124°F).
(5) Insulated Ambient Air Sensing Tube. 5.31 WINDSHIELD ANTI-ICE LIMITATIONS.
c. For flight into moderate icing conditions, all equip- Windshield anti-ice check shall not be done when FAT
ment in paragraph 5.27 b. and blade deice kit must be in- is over 21°C (70°F).
stalled and operational. Flight into heavy or severe icing is
prohibited. 5.32 TURBULENCE AND THUNDERSTORM
OPERATION.
d. Helicopters equipped with blade erosion kit are pro-
hibited from flight into icing conditions. a. Intentional flight into severe turbulence is prohibited.
5.28 ENGINE AND ENGINE INLET ANTI-ICE LIMI-

TATIONS. b. Intentional flight into thunderstorms is prohibited.
At engine power levels of 10% TRQ per engine and c. Intentional flight into turbulence with a sling load at-
below, full anti-ice capability cannot be provided, due to tached and an inoperative collective pitch control friction is
engine bleed limitations. Avoid operation under conditions prohibited.
5-16
TM 1-1520-253-10
Section VIII OTHER LIMITATIONS
5.33 EXTERNAL EXTENDED RANGE FUEL SYS- 5.36 RESCUE HOIST LIMITATIONS.
TEM KIT CONFIGURATIONS.
Refer to Airworthiness Release from U. S. Army
The ERFS kit shall only be utilized with a 230-gallon
Aviation and Missile Commend for limitations.
tank installed on each outboard vertical stores pylon.
5.37 CARRY ON MEDICAL EQUIPMENT LIMITA-
5.34 JETTISON LIMITS.
TIONS.
a. ES The jettisoning of fuel tanks in other than an
emergency is prohibited. Refer to Airworthiness Release from U. S. Army
Aviation and Missile Commend for limitations.
b. ES The recommended external fuel tank jettison en-
velope is shown in Table 5-1. 5.38 MAINTENANCE OPERATIONAL CHECKS
(MOC).
5.35 GUST LOCK LIMITATIONS.
Whenever a MOC requires that engines be started, pilots
NOTE performing the MOCs must be authorized by the com-
mander, trained and qualified in accordance with aircrew
Before engine operations can be performed training manual (ATM), (TM 55-1500-328-23), DA PAM
with the gust lock engaged, all main rotor tie 738-751, and local standard operating procedures (SOP).
downs shall be removed. The MOCs must be performed with checks enumerated in
the maintenance test flight manual (MTF) or the -23 series
a. Dual-engine operation with gust lock engaged is pro- maintenance manuals.
hibited.
b. Single-engine operation with gust lock engaged will

be performed by authorized pilot(s) at IDLE only. Gust
lock shall not be disengaged with engine running.
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.

TM 1-1520-253-10
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 fuse-
lage stations, waterlines and buttlines. The fuselage is di-
6.2 CLASS. vided into compartments A through F. The equipment in
each compartment is listed on DD Form 365-1 (Chart A) in
Army helicopters defined in this manual are in Class 2. the individual aircraft weight and balance file.
Additional directives governing weight and balance of
Class 2 aircraft forms and records are contained in AR 95
series, TM 55-1500-342-23, and DA PAM 738-751.
6-1
TM 1-1520-253-10
130
BUTT LINES
120
110
100
90
80
70
60
50
40
30
20
10 BL
0 BL 0
10 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
341.2
350
WL
WL 324.7
315
300
WATER LINES
250
COCKPIT
WL FLOOR
215
200
STATIC
WL
206.7
GROUND LINE
STA STA STA STA
150 204 343 485
STA
398 644.6
CABIN FLOOR STA
162 STA
0 247 STA
STA STA STA 763.5
315.5 370.5 443.5
STA
270 AB1086
SA
Figure 6-1. Helicopter Compartment and Station Diagram
6-2
TM 1-1520-253-10
Section II WEIGHT AND BALANCE
6.4 SCOPE. 6.6.4 Average Arm. Average arm is the arm obtained
by adding the weights and moments of a number of items,
This section provides appropriate information required and dividing the total moment by the total weight.
for the computation of weight and balance for loading an
individual helicopter. The forms currently in use are the 6.6.5 Basic Moment. Basic moment is the sum of the
DD Form 365 series. The crewmember has available the moments for all items making up the basic weight. When
current basic weight and moment which is obtained from using data from an actual weighing of a helicopter, the
DD Form 365-3 (Chart C) for the individual helicopter. basic moment is the total of the basic helicopter with re-
This chapter contains weight and balance definitions; ex- spect to the reference datum. Basic moment used for com-
planation of, and figures showing weights and moments of puting DD Form 365-4 is the last entry on DD Form 365-3
variable load items. for the specific helicopter. Cargo Hook Moments and Res-
cue Hoist Moments are shown in Figures 6-4 and 6-5, re-
6.5 WEIGHT DEFINITIONS. spectively.
a. Basic Weight. Basic weight of an aircraft is that 6.6.6 Center of Gravity (CG). Center of gravity is the
weight which includes all hydraulic systems and oil sys- point about which a helicopter would balance if suspended.
tems full, trapped and unusable fuel, and all fixed equip- Its distance from the reference datum line is found by di-
ment, to which it is only necessary to add the crew, fuel, viding the total moment by the gross weight of the helicop-
cargo, passengers and patients to determine the gross ter.
weight for the aircraft. The basic weight varies with struc-
tural modifications and changes of fixed aircraft equipment. 6.6.7 CG Limits. CG limits (Figures 6-9 and 6-10) de-
fines the permissible range for CG stations. The CG of the
b. Operating Weight. Operating weight includes the ba- loaded helicopter must be within these limits at takeoff, in
sic weight plus aircrew, the aircrew’s baggage, and emer- the air, and on landing.
gency and other equipment that may be required. Operating
weight does not include the weight of fuel, ammunition, 6.7 DD FORM 365-3 (CHART C) WEIGHT AND BAL-
cargo, passengers or external auxiliary fuel tanks if such ANCE RECORDS.
tanks are to be disposed of during flight.
DD Form 365-3 (Chart C) is a continuous history of the
basic weight, moment, and balance, resulting from struc-
c. Gross Weight. Gross weight is the total weight of an
tural and equipment changes in service. At all times the last
aircraft and its contents.
weight, moment/constant, is considered the current weight
and balance status of the basic helicopter.
6.6 BALANCE DEFINITIONS.
6.6.1 Horizontal Reference Datum. The horizontal 6.8 LOADING DATA.

reference datum line is an imaginary vertical plane at or
The loading data in this chapter is intended to provide
forward of the nose of the helicopter from which all hori-
information necessary to work a loading problem for the
zontal distances are measured for balance purposes. Dia-
helicopter. From the figures, weight and moment are ob-
grams of each helicopter show this reference datum line as
tained for all variable load items and are added arithmeti-
balance station zero.
cally to the current basic weight and moment from DD
Form 365-3 (Chart C) to obtain the gross weight and mo-
6.6.2 Arm. Arm, for balance purposes, is the horizontal
ment. If the helicopter is loaded within the forward and aft
distance in inches from the reference datum line to the CG
CG limits, the moment figure will fall numerically between
of the item. Arm may be determined from the helicopter
the limiting moments. The effect on the CG of the expen-
diagram in Figure 6-1.
ditures in flight of such items as fuel and passengers may
be checked by subtracting the weights and moments of such
6.6.3 Moment. Moment is the weight of an item multi-
items from the takeoff gross weight and moment, and
plied by its arm. Moment divided by a constant is generally
checking the new moment, with the CG limits chart. This
used to simplify balance calculations by reducing the num-
check should be made to determine whether or not the CG
ber of digits. For this helicopter, moment/1000 has been
will remain within limits during the entire flight.
used.
Change 4 6-3
TM 1-1520-253-10
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 1-1520-253-10
Section III FUEL/OIL
6.10 FUEL MOMENTS. but does tend to compensate for other fuels and provide
acceptable readings. When possible the weight of fuel on-
board should be determined by direct reference to the air-
CAUTION craft fuel gages. The following information is provided to
show the general range of fuel specific weights to be ex-
pected. Specific weight of fuel will vary depending on fuel
Fuel transfer sequence must be carefully temperature. Specific weight will decrease as fuel tempera-
planned and executed in order to main- ture rises and increases as fuel temperature decreases at the
tain CG within limits. rate of approximately 0.1 lb/gal for each 15°C change. Spe-
cific weight may also vary between lots of the same type
When operating with a light cabin load or fuel at the same temperature by as much as 0.5 lb/gal. The
no load, it may be necessary to adjust fuel following approximate fuel weights at 15°C may be used
load to remain within aft CG limits. Fuel for most mission planning:
loading is likely to be more restricted on
those aircraft with the HIRSS installed.
Fuel Type Specific Weight
For a given weight of fuel there is only a very small
JP-4 6.5 lb/gal.
variation in fuel moment with change in fuel specific
weight. Fuel moments should be determined from the line JP-5 6.8 lb/gal.
on Figure 6-2 which represents the specific weight closest JP-8 6.7 lb/gal.
to that of the fuel being used. The full tank usable fuel
Jet A 6.8 lb/gal.
weight will vary depending upon fuel specific weight. The
aircraft fuel gage system was designed for use with JP-4, Jet B 6.3 lb/gal.
Change 4 6-5
TM 1-1520-253-10
EXAMPLE
WANTED
FUEL MOMENT
KNOWN ITEM STA WEIGHT LBS MOM/1000

FUEL QUANTITY
230−GALLON TANK 321 150 48
MAIN 1700 POUNDS
METHOD
FOR MAIN TANK ENTER
AT 1700 POUNDS AND
MOVE RIGHT TO MAIN LINE.
MOVE DOWN READ
MOMENT / 1000 = 710
GALLONS
ARM = 420.75 JP−4 JP−5
450
3000
450
400
400
2500
350
IN
MA 350
FUEL WEIGHT (POUNDS)
300
2000 300
250
250
1500
200
200
1000 150 150

ARM = 319.9
100 100
500 ERFS TANK
50 50
0 0 0
0 200 400 600 800 1000
AB1087
FUEL MOMENT/1000 SA
Figure 6-2. Fuel Moments
6-6
TM 1-1520-253-10
Section IV PERSONNEL
6.11 PERSONNEL MOMENTS. 6.12 MEDEVAC EQUIPMENT MOMENTS.
When aircraft are operated at critical gross weights, the a. Litter moments are in Figure 6-4.
exact weight of each individual occupant plus equipment
should be used. Personnel stations are shown on Figure 6-3. b. Medevac system (excluding litters) weight and mo-
If weighing facilities are not available, or if the tactical ments are included in the helicopter basic weight and mo-
situation dictates otherwise, loads shall be computed as fol- ments Form 365-3 when installed.
lows:
c. Litter weight is estimated to 25 pounds which in-
cludes litter, splints, and blankets.
a. Combat equipped soldiers: 240 pounds per individual.
d. Medical equipment and supplies should be stored per
b. 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 1-1520-253-10
BL
0
STA STA STA STA STA STA

162.0 227.1 277.6 300.3 323.0 387.2
ROW 1 ROW 2 ROW 3 ROW 4
PILOT, COPILOT AND AMBULATORY SEATING POSITION DIAGRAM
BL
0
STA STA STA STA STA STA STA

162.0 227.1 257.4 294.4 320.6 347.6 375.8
PILOT, COPILOT, TRACKABLE SWIVAL SEATS AND LITTER POSITION DIAGRAM
AB0571
SA
Figure 6-3. Personnel Stations
6-8
TM 1-1520-253-10
LITTER MOMENTS
ARM = 294.4
1100
1000
900
800
LITTER PATIENT WEIGHT POUNDS
700
600
S
NT
500
TIE
NT
PA
DA
EN
R
TE
TT
LIT
ARM = 347.6
A
L
CA
400
T
AN
DI
ME
ARM = 375.8
ND
TE
AT
AL
IC
300
ED
M
200
100
ARM = 294.4
0
0 50 100 150 200 250 300 350 400
MOMENT/1000
AB0570
DATA BASIS: CALCULATED SA
Figure 6-4. Litter Moments
6-9
TM 1-1520-253-10
Section V MISSION EQUIPMENT
6.13 CARGO HOOK AND RESCUE HOIST

MOMENTS.
Figures 6-5 and 6-6 show cargo hook and rescue hoist
moments respectively.
6-10
TM 1-1520-253-10
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 6-5. Cargo Hook Moments
6-11
TM 1-1520-253-10
RESCUE HOIST MOMENTS

ARM = 335.8
600
EXAMPLE
500
WANTED
MOMENT OF RESCUE
HOIST LOAD
400
KNOWN
RESCUE HOIST LOAD
WEIGHT ~ POUNDS
= 480 POUNDS
300
METHOD
ENTER WEIGHT AT
480 POUNDS−MOVE
RIGHT TO LINE.
MOVE DOWN. READ
MOMENT / 1000 = 160
200
100
0
0 50 100 150 200 250
MOMENT / 1000
AK0045
SA
Figure 6-6. Rescue Hoist Moments
6-12
TM 1-1520-253-10
Section VI CARGO LOADING
6.14 CABIN DIMENSIONS. d. Floor loads for each item of cargo.
Refer to Figure 6-7 for dimensions. For loading, and e. Any shoring that may be required.
weight and balance purposes, the helicopter fuselage is di-
vided into five compartments, labeled A through E, three of f. When required, the location of the center of gravity of
which are in the cabin, C, D, and E (Figure 6-7). Tiedown an individual item of cargo.
fittings are rated at 5,000 pounds each. Cargo carrier re-
straint rings are at stations 308 and 379, to cover the 71 6.18.2 Cargo Center of Gravity Planning. The detail
inches of longitudinal space. planning procedure consists of four steps, as follows:
6.15 CABIN DOORS. a. Determine ALLOWABLE LOAD from LIMITA-

TIONS section of DD Form 365-4.
Cabin doors are at the rear of the cabin on each side of
the fuselage. The door openings are 54.5 inches high and b. Plan the location in the helicopter for the individual
69 inches wide; maximum package sizes accommodated by items of cargo. Since the CG of the load is determined by
the openings are 54 inches high by 68 inches wide. the station method, then specific locations must be assigned
to each item of cargo.
6.16 MAXIMUM CARGO SIZE DIAGRAM FOR
LOADING THROUGH CABIN DOORS. c. Determine the CG of the cargo load as planned. Re-
gardless of the quantity, type, or size of cargo, use the
Figure 6-7 shows the largest size of cargo of various station method.
shapes that can be loaded into the cabin through the cabin
doors. d. Determine the CG of the fully-loaded helicopter from
Figures 6-9 and 6-10, and if the CG of the helicopter falls
6.17 TIEDOWN FITTINGS AND RESTRAINT within allowable limits. If it does, the cargo can be loaded.
RINGS. If not, the planned location of the individual items must be
changed until an acceptable loading plan is obtained. When
The tiedown fittings (Figure 6-7) installed on the cargo
cargo loads consists of more than one item, the heavier
floor can restrain a 5,000-pound load in any direction. All
items of cargo should be placed so that their CG is about in
tiedown fittings incorporate studs that are used to install the
the center of the cabin, and the lighter items of cargo are
troop seats. Eight net restraint rings in the cargo compart-
forward and rear of them.
ment prevent cargo from hitting the bulkhead at station
398, or entering the crew area. Each restraint ring is rated at
6.18.3 Restraint Criteria. The amount of restraint that
3500-pound capacity in any direction.
must be used to keep the cargo from moving in any direc-
tion is called the 9restraint criteria9 and is usually expressed
6.18 EQUIPMENT LOADING AND UNLOADING.
in units of the force of gravity, of Gs. Following are the
units of the force of gravity or Gs needed to restrain cargo
6.18.1 Data Prior to Loading. The following data
in four directions:
should be assembled or gathered by the loading crew be-
fore loading (Refer to FM 55-450-2, Army Helicopter In-
ternal Load Operations): Cargo
Forward 12 Gs
a. Weight of the individual items of cargo.
Rear 3 Gs
b. Overall dimensions of each item of cargo (in inches). Lateral 8 Gs
Vertical 3 Gs (Up)
c. The helicopter’s center of gravity.
3 Gs (Down)
6-13
TM 1-1520-253-10
CARGO
RESTRAINT
NET RING
3500 POUND
CAPACITY
EACH
STA 379.0
LOOKING TO THE FRONT
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
AB1088
SA
Figure 6-7. Cargo Tiedown Arrangement
6-14
TM 1-1520-253-10
Section VII CENTER OF GRAVITY
6.20 CENTER OF GRAVITY LIMITS CHART.
The CG limit charts (Figures 6-8 and 6-9) allow the

center of gravity (inches) to be determined when the total
weight and total moment are known.
6-15
TM 1-1520-253-10
CENTER OF GRAVITY
WITHOUT EXTERNAL STORES SUPPORT SYSTEM
11,500 TO 16,500 POUNDS GROSS WEIGHT
CENTER OF GRAVITY LIMITS
MAIN ROTOR
CL
EXAMPLE 345.8 364.2
16.5
WANTED
580
TO 0
DETERMINE IF TA
LM
LOADING LIMITS OM
ARE EXCEEDED 345.5 EN
TS
16 / 10
00
15,900
KNOWN
560
0
GROSS WEIGHT
S
= 15,000 POUNDS
RD LIMIT
MOMENT / 1000
=5,400
AFT LIMITS
FORWA
METHOD 540
0
EXAMPLE
ENTER GROSS
WEIGHT AT 15,000 15
POUNDS. MOVE
RIGHT TOTAL
MOMENT / 1,000
= 5,400 CG 520
0
IS WITHIN LIMITS
MOVE DOWN TO
GROSS WEIGHT ~ 1000 POUNDS
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
MEN
TS 360.8
/ 10
400 00
0
11.5
335 340 345 350 355 360 365 370
LEGEND
ARM ~ INCHES
BEYOND LIMITS
DATA BASIS: CALCULATED AB0833_1

SA
Figure 6-8. Center of Gravity Limits Chart (Sheet 1 of 2)
6-16
TM 1-1520-253-10
CENTER OF GRAVITY
WITHOUT EXTERNAL STORES SUPPORT SYSTEM
MAIN ROTOR C
L 348.2 359.2
MAXIMUM GROSS WEIGHT. 22 22,000
SEE CHAPTER 5
FOR DETAILS.
TO 76
TA 00
LM
OM
EN
TS
/1
00
74 0
21 00
FORWARD LIMITS 72
00
AFT LIMITS
20
70
00
TO 68
TA 00
LM
OM
19 EN
TS
/1
00
66 0
00
640
0
18
620
0
17 600
TO 0
TA
LM
OM
EN
TS
16.5 / 10
58 00
00
56
00
16
335 340 345 350 355 360 365 370
ARM ~ INCHES
LEGEND
BEYOND LIMITS
DATA BASIS: CALCULATED AB0831_2

SA
6-17
TM 1-1520-253-10
CENTER OF GRAVITY
WITH EXTERNAL STORES SUPPORT SYSTEM INSTALLED
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
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
400 100
0 0
11.5
335 340 345 350 355 360 365 370
LEGEND ARM ~ INCHES

BEYOND LIMITS
DATA BASIS: CALCULATED AA1254_1A

SA
6-18
TM 1-1520-253-10
CENTER OF GRAVITY
WITH EXTERNAL STORES SUPPORT SYSTEM INSTALLED
MAIN ROTOR CL
343.0 360.2
22
78
343.0 00
TO 76
21,500 TA 00
LM
OM
EN
TS
74 /1
00 00
0
21
FORWARD LIMITS
72
00
20 70
00
68
00
AFT LIMITS
TO
TA
LM
OM
EN
19 TS
/1
00
66 0
00
640
0
18
620
0
341.0 600
TO 0
17 TA
LM
OM
16,825 EN
TS
58 / 10
00 00
56
00
LEGEND
16
BEYOND LIMITS 335 340 345 350 355 360 365 370
DATA BASIS:CALCULATED ARM ~ INCHES
FK1328_2
SA
6-19/(6-20 Blank)
TM 1-1520-253-10
CHAPTER 7
PERFORMANCE DATA
Section I INTRODUCTION
NOTE
Section
Tabular performance data is presented in the and
checklist (TM 1 -1520-253-CL) and may be Figure
used in lieu of Figures 7-3 and 7-4 to obtain Number Title Page
9Maximum Hover Weight9, 9Torque Re-
quired to Hover9 and 9Maximum Torque I INTRODUCTION ................... 7-1
Available9. 7-1 Temperature Conversion
Chart......................................... 7-4
7.1 PURPOSE.
II MAXIMUM TORQUE
a. The purpose of this chapter is to provide the best AVAILABLE........................... 7-5
available performance data. Regular use of this information 7-2 Aircraft Torque Factor
will enable you to receive maximum safe utilization of the (ATF) ....................................... 7-6
helicopter. Although maximum performance is not always
required, regular use of this chapter is recommended for 7-3 Maximum Torque Available -
these reasons: 30-Minute Limit ...................... 7-7
III HOVER.................................... 7-8
(1) Knowledge of your performance margin will allow
7-4 Hover - Clean
you to make better decisions when unexpected conditions
Configuration ........................... 7-9
or alternate missions are encountered.
7-5 Hover - High Drag .................. 7-11
(2) Situations requiring maximum performance will be IV CRUISE ................................... 7-12
more readily recognized.
7-6 Sample Cruise Chart -Clean.... 7-14
(3) Familiarity with the data will allow performance to 7-7 Cruise - Pressure Altitude Sea
be computed more easily and quickly. Level ........................................ 7-15
(4) Experience will be gained in accurately estimating 7-8 Cruise High Drag - Pressure
the effects of variables for which data are not presented. Altitude Sea Level................... 7-21
7-9 Cruise - Pressure Altitude
b. The information is primarily intended for mission 2,000 Feet ................................ 7-27
planning and is most useful when planning operations in
unfamiliar areas or at extreme conditions. The data may 7-10 Cruise High Drag - Pressure
also be used in flight, to establish unit or area standard Altitude 2,000 Feet.................. 7-33
operating procedures, and to inform ground commanders of 7-11 Cruise - Pressure Altitude
performance/risk trade-offs. 4,000 Feet ................................ 7-39
7-12 Cruise High Drag - Pressure
7.2 CHAPTER 7 INDEX. Altitude 4,000 Feet.................. 7-45
The following index contains a list of the sections, titles, 7-13 Cruise - Pressure Altitude
figure numbers, subjects and page numbers of each perfor- 6,000 Feet ................................ 7-51
mance data chart contained in this chapter.
Change 2 7-1
TM 1-1520-253-10
Section Section
and and
Figure Figure
Number Title Page Number Title Page
7-14 Cruise High Drag - Pressure VIII FUEL FLOW........................... 7-140

Altitude 6,000 Feet.................. 7-57 7-33 Single/Dual-Engine
Fuel Flow................................. 7-141
7-15 Cruise - Pressure Altitude IX AIRSPEED SYSTEM
8,000 Feet ................................ 7-63 CHARACTERISTICS ............. 7-142
7-16 Cruise High Drag - Pressure 7-34 Airspeed Correction
Altitude 8,000 Feet.................. 7-69 Chart - Clean .......................... 7-143
7-17 Cruise - Pressure Altitude 7-35 Airspeed Correction
10,000 Feet .............................. 7-75 Chart - High Drag ................... 7-144
7-18 Cruise High Drag- Pressure X SPECIAL MISSION
Altitude 10,000 Feet................ 7-80 PERFORMANCE .................... 7-145
7-19 Cruise - Pressure Altitude 7-36 Special Mission Profile
12,000 Feet .............................. 7-85 (2 - 230 Gallon Tanks)............ 7-147
Altitude 12,000 Feet................ 7-90
7.3 GENERAL.
14,000 Feet .............................. 7-95 The data presented covers the maximum range of con-
7-22 Cruise High Drag - Pressure ditions and performance that can reasonably be expected.
Altitude 14,000 Feet................ 7-100 In each area of performance, the effects of altitude, tem-
perature, gross weight, and other parameters relating to that
phase of flight are presented. In addition to the presented
16,000 Feet .............................. 7-105
data, your judgment and experience will be necessary to
7-24 Cruise High Drag - Pressure accurately obtain performance under a given set of circum-
Altitude 16,000 Feet................ 7-110 stances. The conditions for the data are listed under the title
7-25 Cruise - Pressure Altitude of each chart. The effects of different conditions are dis-
18,000 Feet .............................. 7-114 cussed in the text accompanying each phase of perfor-
mance. Where practical, data are presented at conservative
conditions. However, NO GENERAL CONSERVATISM
Altitude 18,000 Feet................ 7-119
HAS BEEN APPLIED. All performance data presented are
7-27 Cruise - Pressure Altitude within the applicable limits of the helicopter. All flight per-
20,000 Feet .............................. 7-123 formance data are based on JP-4 fuel. The change in fuel
7-28 Cruise High Drag - Pressure flow and torque available, when using JP-5 or JP-8 aviation
Altitude 20,000 Feet................ 7-127 fuel, or any other approved fuels, is insignificant.
V OPTIMUM CRUISE ............... 7-131
7.4 LIMITS.
7-29 Optimum Altitude for
Maximum Range ..................... 7-132
VI DRAG ...................................... 7-134 CAUTION
7-30 External Load Drag ................. 7-135
VII CLIMB - DESCENT............... 7-137 Exceeding operating limits can cause per-
manent damage to critical components.
7-31 Climb/Descent.......................... 7-138
Overlimit operation can decrease perfor-
7-32 Climb/Descent - mance, cause early failure, or failure on a
High Drag ................................ 7-139 subsequent flight.
7-2 Change 2
TM 1-1520-253-10
Applicable limits are shown on the charts. Performance b. Main and tail rotor deice system.
generally deteriorates rapidly beyond limits. If limits are
exceeded, minimize the amount and time. Enter the maxi- c. Mounting brackets for IR jammer and chaff dispenser.
mum value and time above limits on DA Form 2408-13-1,
so proper maintenance action can be taken. d. The Hover Infrared Suppressor System (HIRSS) with
baffles installed.
7.5 USE OF CHARTS.
e. Includes wire strike protection system.
7.5.1 Dashed Line Data. Weights above 22,000 pounds
are limited to ferry missions for which an Airworthiness NOTE
Release is required. On some charts dashed line data are
shown for gross weights greater than 22,000 pounds. Aircraft which have an external configura-
tion which differs from the clean configura-
7.5.2 Data Basis. The type of data used is indicated at tion may be corrected for drag differences
the bottom of each performance chart under DATA BASIS. on cruise performance as discussed in Sec-
The data provided generally is based on one of three cat- tion VI DRAG.
egories:
7.8 PERFORMANCE DATA BASIS - HIGH DRAG.
a. Flight test data. Data obtained by flight test of the
helicopter by experienced flight test personnel at precise The data presented in the high drag performance charts
conditions using sensitive calibrated instruments. are primarily derived for the UH-60A with the ESSS sys-
b. Calculated data. Data based on tests, but not on flight tem installed and the 230-gallon tanks mounted on the out-
test of the complete helicopter. board pylons, and are based on U. S. Army test data. The
high drag configuration assumes all doors and windows are
c. Estimated data. Data based on estimates using aero- closed and includes the following external configuration:
dynamic theory or other means but not verified by flight
test. a. External stores support system installed.
7.5.3 Specific Conditions. The data presented is accu- b. Two 230-gallon tanks mounted on the outboard py-
rate only for specific conditions listed under the title of lons.
each chart. Variables for which data is not presented, but
which may affect that phase of performance, are discussed c. Inboard vertical pylons empty.
in the text. Where data is available or reasonable estimates
can be made, the amount that each variable affects perfor- d. IR jammer and chaff dispenser installed.
mance will be given.
e. Hover Infrared Suppressor System (HIRSS) with
7.6 PERFORMANCE DISCREPANCIES. baffles are installed.
Regular use of this chapter will allow you to monitor f. Main and tail rotor deice and wire strike protection
instrument and other helicopter systems for malfunction, by systems are installed.
comparing actual performance with planned performance.
Knowledge will also be gained concerning the effects of NOTE
variables for which data is not provided, thereby increasing
the accuracy of performance predictions. Aircraft with an external configuration that
differs from the high drag configuration
7.7 PERFORMANCE DATA BASIS - CLEAN. baseline may be corrected for differences in
cruise performance as discussed in Section
The data presented in the performance charts are prima- VI DRAG.
rily derived for a clean UH-60A aircraft and are based on
U. S. Army test data. The clean configuration assumes all 7.9 FREE AIR TEMPERATURES.
doors and windows are closed and includes the following
external configuration: A temperature conversion chart (Figure 7-1) is included
for the purpose of converting Fahrenheit temperature to
a. Fixed provisions for the External Stores Support Sys- Celsius.
tem (ESSS).
Change 1 7-3
TM 1-1520-253-10
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 1-1520-253-10
Section II MAXIMUM TORQUE AVAILABLE
7.10 TORQUE FACTOR METHOD. single- and dual-engine transmission limits for continuous
operation are shown and should not be exceeded. The en-
The torque factor method provides an accurate indica- gine torque available data above the single-engine trans-
tion of available power by incorporating ambient tempera- mission limit is presented as dashed lines and is required
ture effects on degraded engine performance. This section for determining torque available when TR values are below
presents the procedure to determine the maximum dual- or 1.0. When the TR equals 1.0, the maximum torque avail-
single-engine torque available for the T700-GE-700 engine able may be read from the horizontal specification torque
as installed in each individual aircraft. Specification power available per engine scale. When the TR value is less than
is defined for a newly delivered low time engine. The air- 1.0, the maximum torque available is determined by multi-
craft HIT log forms for each engine, provide the engine and plying the TR by the specification torque available. The
aircraft torque factors which are obtained from the maxi- lower portion of Figure 7-3 presents TR correction lines
mum power check and recorded to be used in calculating which may be used in place of multiplication to read torque
maximum torque available. available per engine directly from the vertical scale. Re-
duce torque by 2% with OBOGS on.
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 available
a. Torque Ratio (TR). The ratio of torque available to 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 indi-
Figure 7-3 by a constant 16% TRQ. Example: (90% TRQ-
vidual engine torque available to specification torque at ref-
16% TRQ) = 74% TRQ.
erence temperature of 35°C. The ETF is allowed to range
from 0.85 to 1.0.
b. Cockpit Heater On: Reduce torque available by 4%
c. Aircraft Torque Factor (ATF). The ratio of an indi- TRQ.
vidual aircraft’s power available to specification power at a
reference temperature of 35°C. The ATF is the average of
c. Both On: Reduce torque available by 20% TRQ.
the ETF’s of both engines and its value is allowed to range
from 0.9 to 1.0.
d. OBOGS On: Reduce torque available by 2% TRQ.
7.10.2 Torque Factor Procedure. The use of the ATF
or ETF to obtain the TR from Figure 7-2 for ambient tem- 7.13 INFRARED SUPPRESSOR SYSTEM.
peratures between -15°C and 35°C is shown by the ex-
ample. The ATF and ETF values for an individual aircraft When the hover IR suppressor system is installed and
are found on the engine HIT Log. The TR always equals operating in the benign mode exhaust (baffles removed) the
1.0 for ambient temperatures of -15°C and below, and the maximum torque available is increased about 1% TRQ.
TR equals the ATF or ETF for temperatures of 35°C and When an IR suppressor system is not installed, maximum
above. For these cases, and for an ATF or ETF value of 1.0, torque available is also increased about 1%.
Figure 7-2 need not be used.
7.11 MAXIMUM TORQUE AVAILABLE CHART.
This chart (Figure 7-3) presents the maximum specifica-

tion torque available at zero airspeed and 100% RPM R for
the operational range of pressure altitude and FAT. The
7-5
TM 1-1520-253-10
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
−10
−15 FOR FAT’S

OF −15OC
AND BELOW
−20 TR = 1.0
.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 AA0675A

SA
Figure 7-2. Aircraft Torque Factor (ATF)
7-6
TM 1-1520-253-10
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
90 8 TORQUE RATIO
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
7-7
TM 1-1520-253-10
Section III HOVER
7.14 HOVER CHART. the example (Figure 7-4). Enter at known free air tempera-
ture, move right to the pressure altitude, then move down
a. The primary use of the chart (Figures 7-4 through and establish a vertical line on the lower grid. Now enter
7-5) is illustrated by part A of the example. To determine lower left grid at maximum torque available. Move up to
the torque required to hover, it is necessary to know pres- wheel height, then move right to intersect vertical line from
sure altitude, free air temperature, gross weight, and desired pressure altitude/FAT intersection. Interpolate from gross
wheel height. Enter the upper right grid at the known free weight lines to read maximum gross weight at which the
air temperature, move right to the pressure altitude, move helicopter will hover.
down to gross weight. For OGE hover, move left to the
torque per engine scale and read torque required. For IGE 7.15 EFFECTS OF BLADE EROSION KIT.
hover, move left to desired wheel height, deflect down and
read torque required for dual-engine or single-engine op- With the blade erosion kit installed, it will be necessary
eration. The IGE wheel height lines represent a compro- to make the following corrections. Multiply the torque re-
mise for all possible gross weights and altitude conditions. quired to hover determined from the charts by 1.02. (Ex-
A small torque error up to 63% torque may occur at example: If indicated torque is 90%, multiply 90 x 1.02 =
treme temperature and high altitude. This error is more evi- 91.8% actual torque required.) Multiply the maximum gross
dent at lower wheel heights. weight to hover obtained from the charts by 0.98. (Ex-
ample: If gross weight is 22,000 lb, multiply by 0.98 =
b. In addition to the primary use, the hover chart (Figure 21,560 lb actual gross weight to hover.) When determining
7-4) may be used to predict maximum hover height. To maximum hover wheel height, enter the chart at 1.02 x
determine maximum hover height, it is necessary to know gross weight. (Example: If gross weight is 20,000 lb, mul-
pressure altitude, free air temperature, gross weight, and tiply 20,000 x 1.02 = 20,400 lb).
maximum torque available. Enter the known free air tem-
perature move right to the pressure altitude, move down to 7.16 EFFECTS OF ADDITIONAL INSTALLED
gross weight, move left to intersection with maximum EQUIPMENT.
torque available and read wheel height. This wheel height
is the maximum hover height. To determine maximum gross weight to hover, multiply
chart value by .995. For maximum hover height or torque
c. The hover chart may also be used to determine maxi- required to hover, enter chart at a value of 1.005 multiplied
mum gross weight for hover at a given wheel height, pres- by the gross weight.
sure altitude, and temperature as illustrated in method B of
7-8
TM 1-1520-253-10
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 Configuration (Sheet 1 of 2)
7-9
TM 1-1520-253-10
HOVER HOVER
CLEAN CONFIGURATION 100% RPM R CLEAN
T700(2)
ZERO WIND
60
−2 0 2 4 6 8 10 12 14 16
FREE AIR TEMP. ~ OC

40 18
A
20
B
20
0
−20
−40
−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
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
AA2143B
Figure 7-4. Hover - Clean Configuration (Sheet 2 of 2)
7-10
TM 1-1520-253-10
HOVER
HOVER
ESSS HIGH DRAG CONFIGURATION 100% RPM R
T700 (2) ZERO WIND
60
−2 0 2 4 6 8 10 12 14 16
40
FREE AIR TEMP. ~ OC

18
20
0 20
−20
−40
−60
24.5 24 23 22 21 20 19 18 17
WHEEL 5
HEIGHT ~FT
16
10
20
TORQUE PER ENGINE ~ % (OGE)
15
40
100 OGE
SINGLE ENGINE
TRANS. LIMIT
95
90 14
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 AA2144B

SA
Figure 7-5. Hover - High Drag
7-11
TM 1-1520-253-10
Section IV CRUISE
7.17 DESCRIPTION. a. Airspeed. True and indicated airspeeds are presented

at opposite sides of each chart. On any chart, indicated
The cruise charts (Figures 7-6 through 7-28) present airspeed can be directly converted to true airspeed (or vice
torque required and total fuel flow as a function of airspeed, versa) by reading directly across the chart without regard
altitude, temperature, and gross weight at 100% rotor speed. for the other chart information. The level flight airspeed
Scales for both true airspeed and indicated airspeed are calibration for aircraft with wedge mounted pitot static
presented. The baseline aircraft configuration for these probes (hard points only) was used to convert indicated to
charts was the 9clean and high drag9 configuration as de- true airspeed.
fined in Section I. Each cruise chart also presents the
change in torque ( TRQ) required for 10 sq. ft. of addi- b. Torque. Since pressure altitude and temperature are
tional flat plate drag with a dashed line on a separate scale. fixed for each chart, torque required varies according to
This line is utilized to correct torque required for external gross weight and airspeed. The torque and torque limits
loads as discussed in Section VI DRAG. Maximum level shown on these charts are for dual-engine operation. The
flight airspeed (Vh) is obtained at the intersection of gross maximum torque available is presented on each chart as
weight arc and torque available - 30 minutes or the trans- either the transmission torque limit or torque available - 30
mission torque limit, whichever is lower. Airspeeds that minute for both ATF-1.0 and 0.9 values. The maximum
will produce maximum range, maximum endurance, and torque available for aircraft with an ATF value between
maximum rate of climb are also shown. Cruise charts are these shall be interpolated. The continuous torque available
provided from sea level to 20,000 feet pressure altitude in values shown represent the minimum torque available for
units of 2,000 feet. Each figure number represents a differ- ATF’s of 0.95 or greater. For ATF’s less than 0.95 maxi-
ent altitude. The charts provide cruise data for free air tem- mum continuous torque available may be slightly reduced.
peratures from -50° to +60°C, in units of 10°. Charts with Higher torque than that represented by these lines may be
FAT’s that exceed the engine ambient temperature limits used if it is available without exceeding the limitations pre-
by more than 10°C are deleted. sented in Chapter 5. An increase or decrease in torque re-
quired because of a drag area change is calculated by add-
7.18 USE OF CHARTS. ing or subtracting the change in torque from the torque on
the curve, and then reading the new fuel flow total.
The primary uses of the charts are illustrated by the
examples of Figure 7-6. To use the charts, it is usually c. Fuel Flow. Fuel flow scales are provided opposite the
necessary to know the planned pressure altitude, estimated torque scales. On any chart, torque may be converted di-
free air temperature, planned cruise speed, TAS, and gross rectly to fuel flow without regard to other chart informa-
weight. First, select the proper chart on the basis of pres- tion. Data shown in this section is for two-engine operation.
sure altitude and FAT. Enter the chart at the cruise air- For one-engine fuel flow, refer to Section VIII FUEL
speed, IAS, move horizontal and read TAS, move horizon- FLOW.
tal to the gross weight, move down and read torque
required, and then move up and read associated fuel flow. (1) With bleed-air extracted, fuel flow increases:
Maximum performance conditions are determined by enter-
ing the chart where the maximum range line or the maxi- (a) Engine anti-ice on -About 60 lbs/hr Example:
mum endurance and rate of climb line intersects the gross (760 lbs/hr + 60 lbs/hr = 820 lbs/hr.)
weight line; then read airspeed, fuel flow, and torque re-
(b) Heater on - About 20 lbs/hr.
quired. Normally, sufficient accuracy can be obtained by
selecting the chart nearest the planned cruising altitude and (c) Both on - About 80 lbs/hr.
FAT or, more conservatively, by selecting the chart with
the next higher altitude and FAT. If greater accuracy is (2) When the cruise IR suppressors are removed or
required, interpolation between altitudes and/or tempera- hover IR suppressor system is installed and operating in the
tures is permissible. To be conservative, use the gross benign mode (exhaust baffles removed), the dual-engine
weight at the beginning of the cruise flight. For greater fuel flow will decrease about 16 lbs/hr.
accuracy on long flights, however, it is preferable to deter-
mine cruise information for several flight segments to allow d. Maximum Range. The maximum range lines (MAX
for the decreasing gross weight. RANGE) indicate the combinations of gross weight and
7-12
TM 1-1520-253-10
airspeed that will produce the greatest flight range per ally result in cruise at best range airspeed for the higher
pound of fuel under zero wind conditions. When maximum drag configuration. To determine the approximate airspeed
range airspeed line is above the maximum torque available, for maximum range for alternative or external load configu-
the resulting maximum airspeed should be used for maxi- rations, reduce the value from the cruise chart by 6 knots
mum range. A method of estimating maximum range speed for each 10 square foot increase in drag area, F. For
in winds is to increase IAS by 2.5 knots per each 10 knots example, if both cabin doors are open the F increases 6
of effective headwind (which reduces flight time and mini- ft2 and the maximum range airspeed would be reduced by
mizes loss in range) and decrease IAS by 2.5 knots per 10 approximately 4 knots (6 Kts/10 ft236 ft2 = 3.6 Kts).
knots of effective tailwind for economy.
g. Additional Uses. The low speed end of the cruise
e. Maximum Endurance and Rate of Climb. The maxi- chart (below 40 knots) is shown primarily to familiarize
mum endurance and rate of climb lines (MAX END and you with the low speed power requirements of the helicop-
R/C) indicate the combinations of gross weight and air- ter. It shows the power margin available for climb or accel-
speed that will produce the maximum endurance and the eration during maneuvers, such as NOE flight. At zero air-
maximum rate of climb. The torque required for level flight speed, the torque represents the torque required to hover
at this condition is a minimum, providing a minimum fuel out of ground effect. In general, mission planning for low
flow (maximum endurance) and a maximum torque change speed flight should be based on hover out of ground effect.
available for climb (maximum rate of climb).
7.19 SINGLE-ENGINE.
f. Change in Frontal Area. Since the cruise information
is given for the 9clean configuration,9 adjustments to torque a. The minimum or maximum single-engine speeds can
should be made when operating with external sling loads or be determined by using a combination of the 700 torque
aircraft external configuration changes. To determine the available and cruise charts. To calculate single-engine
change in torque, first obtain the appropriate multiplying speeds, first determine the torque available from Section II
factor from the drag load chart (Figure 7-30), then enter the at the TGT limit desired and divide by 2. (Example: 90%
cruise chart at the planned cruise speed TAS, move right to TRQ42 = 45% TRQ.)
the broken TRQ line, and move up and read TRQ.
Multiply TRQ by the multiplying factor to obtain change b. Select the appropriate cruise chart for the desired
in torque, then add or subtract change in torque from torque flight condition and enter the torque scale with the torque
required for the primary mission configuration. Enter the value derived above. Move up to the intersection of torque
cruise chart at resulting torque required, move up, and read available and the mission gross weight arc, and read across
fuel flow. If the resulting torque required exceeds the gov- for minimum single-engine airspeed. Move up to the sec-
erning torque limit, the torque required must be reduced to ond intersection of torque and weight, and read across to
the limit. The resulting reduction in airspeed may be found determine the maximum single-engine speed. If no inter-
by subtracting the change in torque from the limit torque; sections occur, there is no single-engine level flight capa-
then enter the cruise chart at the reduced torque, and move bility for the conditions. Single-engine fuel flow at the de-
up to the gross weight. Move left or right to read TAS or sired 10 minute, 30 minute, continuous conditions may be
IAS. The engine torque setting for maximum range ob- obtained by doubling the torque required from the cruise
tained from the clean configuration cruise chart will gener- chart and referring to Figure 7–33.
7-13
TM 1-1520-253-10
CRUISE EXAMPLE
CLEAN CONFIGURATION
100% RPM R
EXAMPLE FAT: 30 OC ALT: 6,000 FT

TOTAL FUEL FLOW 100 LB/HR
WANTED: 6 7 8 9 10 11 12 13
170
A. CRUISE CONDITIONS FOR MAXIMUM RANGE
TRQ ~ % OR DRAG
ATF = 0.9
ATF = 1.0
B. CONDITIONS FOR MAXIMUM ENDURANCE
C. MAXIMUM AIRSPEED IN LEVEL FLIGHT AREA OF 10 SQ FT
D. DETERMINE TORQUE AND FUEL FLOW 160
180 D
REQUIRED TO CRUISE AT THE CONDITIONS 10 20 30
OF EXAMPLE A WITH CABIN DOORS OPEN
~ CONTINUOUS
170 150
KNOWN:
160
FAT = + 30oC 140
PRESSURE ALTITUDE = 6000 FT C
GW = 17000 LBS
150
ATF = 0.95
130
METHOD: 140
MAX 120
A. TURN TO CRUISE CHARTS NEAREST KNOWN RANGE A
FLIGHT CONDITIONS, AT INTERSECTION 130
OF MAX RANGE LINE AND KNOWN VALUE OF
GROSS WEIGHT: 110
TRANSMISSION TORQUE LIMIT

MOVE LEFT, READ TAS = 135 KTS

120
MOVE RIGHT, READ IAS = 119 KTS
MOVE DOWN, READ TORQUE = 62% TRQ 100
TORQUE AVAILABLE ~ 30 MINUTES

MOVE UP, READ TOTAL FUEL FLOW = 900 LBS / HR
TRUE AIRSPEED ~ KTS
110
B. AT INTERSECTION OF MAX END. / AND R / C
LINE AND KNOWN VALUE OF GROSS WEIGHT: 90
MOVE LEFT, READ TAS = 82 KTS
MOVE RIGHT, READ IAS = 67 KTS 100
MOVE DOWN, READ TORQUE = 41% TRQ
80
MOVE UP, READ TOTAL FUEL FLOW = 700 LBS / HR
90
C. AT INTERSECTION OF 30−MINUTE TORQUE MAX END
AVAILABLE AS INTERPOLATED FOR THE ATF AND R / C 70
VALUE AT THE KNOWN GROSS WEIGHT:
MOVE LEFT, READ MAXIMUM TAS = 153 KTS 80
B
MOVE RIGHT, READ MAXIMUM IAS = 135 KTS
MOVE DOWN, READ MAXIMUM TORQUE = 82% TRQ 60
MOVE UP, READ TOTAL FUEL FLOW = 1125 LBS / HR 70
D. ENTER TRQ% PER 10 SQ FT SCALE AT 135 KTAS 50
MOVE UP READ TRQ = 8.0%
TURN TO DRAG TABLE IN SECTION VII 60
NOTE CABIN DOORS OPEN = 6.0 SQ FT F
AND HAS A DRAG MULTIPLYING FACTOR VALUE 40
OF 0.60, CALCULATE TOTAL TORQUE REQUIRED: 50
62% + (0.6 X 8.0%) = 66.8% TRQ
30
READ FUEL FLOW AT−TOTAL TORQUE = 950 LBS / HR 40
12 14 16 18 20 22
30 20
GW ~
1000 LB
20
10
10
0 0
20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ %

AA0682
SA
Figure 7-6. Sample Cruise Chart - Clean
7-14
TM 1-1520-253-10
CRUISE CRUISE
0 FT
CLEAN CONFIGURATION T700 (2)
PRESS ALT: 0 FT
−50OC −40OC
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
150
TRQ ~ % FOR DRAG TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF F AREA OF 10 SQ FT OF F
140 160
10 20 30 10 20 30 140
130 150
130
140
120
MAX MAX 120
RANGE RANGE
130
110
110
120
100
100
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

90
100 90
80 90
80
MAX END 80 MAX END

70 AND R / C AND R / C

70
70
60
60
60
50 50 50
40
40 40
30
30 30
20
20 GW ~ GW ~ 20
1000 LB 12 14 16 18 1000 LB
20 22 12 14 16 18 20 22
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 ~ %
AA0414
DATA BASE: FLIGHT TEST SA
Figure 7-7. Cruise - Pressure Altitude Sea Level (Sheet 1 of 6)

7-15
TM 1-1520-253-10
CRUISE CRUISE
0 FT
PRESS ALT: 0 FT
−30OC −20OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
150 AREA OF 10 SQ FT OF F AREA OF 10 SQ FT OF F
150
160
10 20 30 10 20 30
140
140
150
130
140 130
120 MAX MAX

RANGE 130 RANGE 120
110 120
110
100 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
90
90
90
80
MAX END MAX END 80
AND R / C 80 AND R / C

70
70 70
60 60 60
50
50
50
40
40 40
30
30 30
GW ~ 20 GW ~
20 1000 LB 1000 LB 20
12 14 16 18 20 22 12 14 16 18 20 22
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0413

7-16
TM 1-1520-253-10
CRUISE CRUISE
0 FT
PRESS ALT: 0 FT
−10OC 0OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
TRQ ~ % FOR DRAG TRQ ~ % FOR DRAG 160
160
150 10 20 30 10 20 30
150
150
140
140
140
130
MAX MAX 130
RANGE RANGE
130
120
120
120
110
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
100
90
90 90
80 MAX END 80 MAX END 80

AND R / C AND R / C

70 70
70
60
60
60
50
50
50
40
40
40
30
30 30
20
GW ~ GW ~
20 1000 LB 1000 LB 20
12 14 16 18 20 22 12 14 16 18 20 22
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0412

7-17
TM 1-1520-253-10
CRUISE CRUISE
0 FT
PRESS ALT: 0 FT
10OC 20OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170 170
160 160
10 20 30 10 20 30
150
150 150
140
140 140
MAX MAX
130 RANGE RANGE
130 130
120
120 120
110
110 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100
100
90 90
90

~CONTINUOUS
80
80 MAX END MAX END
AND R / C AND R / C 80
70
70
70
60
60
60
50
50 50
40
40 40
30
30 30
20
20 12 14 16 18 20 22 12 14 16 18 20 22 20
GW ~ 10 GW ~
10 1000 LB 1000 LB 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0415

7-18
TM 1-1520-253-10
CRUISE CRUISE
0 FT
PRESS ALT: 0 FT
30OC 40OC
ATF=0.9
ATF=1.0
7 8 9 10 11 12 13 7 8 9 10 11 12 13
170
170 TRQ ~ % FOR DRAG TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF F AREA OF 10 SQ FT OF F 170
160
160 10 20 30 10 20 30
160
150
150
150
140
140
140
MAX MAX
RANGE 130 RANGE
130
130
TORQUE AVAILABLE ~ 30 MINUTES, ATF=0.9
120
120
120

110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
~CONTINUOUS
~CONTINUOUS
110
100
100
100
90
90
90
80
MAX END MAX END
80
70
70
70
60

60 60
50
50 40 50
12 14 16 18 20 22 12 14 16 18 20 22
40 30 40
GW ~ GW ~
30 1000 LB 1000 LB 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
AA0416

7-19
TM 1-1520-253-10
CRUISE CRUISE
0 FT
PRESS ALT: 0 FT
50OC 60OC
7 8 9 10 11 12 13 7 8 9 10 11 12 13
180 170
180
ATF=1.0
ATF=0.9
ATF=0.9
ATF=1.0
160 170
10 20 30 10 20 30
~CONTINUOUS
~CONTINUOUS
160
150 160
150
140 150
140 MAX MAX

RANGE RANGE 140
130
130
130
120
120
120
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110

110
100

100
90 100
90
80 90
MAX END MAX END

80 AND R / C 70 AND R / C 80
70 60 70
60 50 60
50 40 50
12 14 16 18 20 22 12 14 16 18 20 22
40 30 40
GW ~ GW ~
30 1000 LB 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
AA0417

7-20
TM 1-1520-253-10
CRUISE CRUISE
0 FT
T700 (2)
PRESS ALT: 0 FT
−50OC −40OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
150 10 20 30 10 20 30
150
140 150
140
130 140
130
120 130
120
MAX MAX
110 RANGE 120 RANGE
110
110
100
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
90
90
90

80
80
80
MAX END MAX END
70 70
60 60 60
50
50
50
40
40 12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5 40
GW ~ 30 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
AA0534
Figure 7-8. Cruise High Drag - Pressure Altitude Sea Level (Sheet 1 of 6)
7-21
TM 1-1520-253-10
CRUISE CRUISE
0 FT
T700 (2)
PRESS ALT: 0 FT
−30OC −20OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170 170
160 160
10 20 30 10 20 30 160
150
150 150
140
140
140
130
130
130
120
MAX MAX 120
RANGE 120 RANGE
110
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
100
90
90 90

80 80 80
MAX END MAX END
AND R / C AND R / C
70 70
70
60
60
60
50
50 50
40
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
40 40
GW ~ 30 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
AA0535
7-22
TM 1-1520-253-10
CRUISE CRUISE
0 FT
T700 (2)
PRESS ALT: 0 FT
−10OC 0OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170 180
170
160
10 20 30 10 20 30
160
160
150
150
150
140 140
140
130 130
130
MAX MAX
120 RANGE 120 RANGE
120
110 110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100
100
90

90
90
80
80
80
MAX END MAX END
70
70
60
60 60
50
50 50
40
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
40 GW ~ 30 GW ~ 40
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
AA0536
7-23
TM 1-1520-253-10
CRUISE CRUISE
0 FT
T700 (2)
PRESS ALT: 0 FT
10OC 20OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
180
170 160
10 20 30 10 20 30 170
160 150 160
150
140 150
140
140
130
130
MAX 130
MAX
RANGE 120 RANGE
120
120
~ CONTINUOUS
110
AVAILABLE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
TORQUE
110
~ CONTINUOUS
100
AVAILABLE
TORQUE
100
100
90

90
90
80
80
MAX END MAX END 80

70 70
60
60 60
50
50 40 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
40 GW ~ 30 GW ~
1000 LB 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
AA0537
7-24
TM 1-1520-253-10
CRUISE CRUISE
0 FT
T700 (2)
PRESS ALT: 0 FT
30OC 40OC
7 8 9 10 11 12 13 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
ATF = 0.9
ATF = 1.0
170
170
~ CONTINUOUS
150
160
~ CONTINUOUS
160
150 140
150
140 130
140
130 MAX 120 MAX 130

RANGE RANGE
120
110 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
100 110

100
90 100

90
80 90
80 MAX END MAX END

AND R / C 70 AND R / C 80
70 60 70
60 50 60
50 40
50
24.5
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23
30
40 40
GW ~ 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
AA0538
7-25
TM 1-1520-253-10
CRUISE CRUISE
0 FT
T700 (2)
PRESS ALT: 0 FT
50oC 60oC
7 8 9 10 11 12 13 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
180
ATF= 0.9
ATF= 1.0
ATF= 1.0
ATF= 0.9
170 150
170
CONTINUOUS
CONTINUOUS
160
140 160
150
150
130
140
140
MAX 120
130 RANGE MAX 130
RANGE
110
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
110 100
110
TORQUE AVAILABLE ~ 30 MIN

100 90
100
90 80
90
80 MAX END 70 MAX END

AND R/C AND R/C 80
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30
40 40
GW ~ 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
AA0539
7-26
TM 1-1520-253-10
CRUISE CRUISE
2000 FT
PRESS ALT: 2000 FT
−50oC −40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
140
140
150
130
140 130
120 MAX
MAX 120
RANGE 130 RANGE
110
120 110
100 110
100
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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 GW ~ 40
12 14 16 18 20 22 1000 LB GW ~
30 12 14 16 18 20 22 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
AA0449
Figure 7-9. Cruise - Pressure Altitude 2,000 Feet (Sheet 1 of 6)
7-27
TM 1-1520-253-10
CRUISE CRUISE
2000 FT
PRESS ALT: 2000 FT
−30oC −20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
160 170
150 160
10 20 30 10 20 30
150
140 150
140
140
130
MAX 130
MAX RANGE
RANGE 130
120
120
120
110
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
100
90

90 90
80 MAX END 80 MAX END 80

AND R / C AND R / C
70 70
70
60
60
60
50
50 50
40
GW ~ GW ~
40 1000 LB 1000 LB 40
12 14 16 18 20 22 12 14 16 18 20 22
30
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
AA0448
7-28
TM 1-1520-253-10
CRUISE CRUISE
2000 FT
PRESS ALT: 2000 FT
−10oC 0 oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170 170
160 160
10 20 30 10 20 30
150
150 150
140
140 140
130 MAX MAX

RANGE 130 RANGE 130
120
120 120
110
110 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100
100
90 90
90

MAX END 80
80 MAX END
70
70
70
60
60 60
50
50 50
40
GW ~ GW ~
40 12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB 40
30
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
AA0447
7-29
TM 1-1520-253-10
CRUISE CRUISE
2000 FT
PRESS ALT: 2000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
160 10 20 30 10 20 30
160
150
150
150
140
140
140
MAX MAX
RANGE 130 RANGE
130
130
120
120
120
TORQUE AVAILABLE ~ CONTINUOUS
TORQUE AVAILABLE ~ 30 MINUTES ATF= 0.9

110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
110
~ CONTINUOUS
100
100
100
90
90
90
80
MAX END MAX END

80
70
70 70
60

60 60
50
50 40 50
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
AA0450
7-30
TM 1-1520-253-10
CRUISE CRUISE
2000 FT
PRESS ALT: 2000 FT
30oC 40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
180 170
ATF = 1.0
180
ATF = 0.9
170
160 170
10 20 30 10 20 30
160
150 160
150
140 150
140
MAX 140
130 MAX
RANGE
RANGE
ATF = 0.9
TES
130
ATF = 1.0
130
120
TORQUE AVAILABLE ~ 30 MINU

~ CONTINUOUS
120
120
110
~ CONTINUOUS
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
100
100
90 100

90
80 90
MAX END MAX END
AND R / C AND R / C
80 70 80
70 60 70
60 50 60
50 40
50
12 14 16 18 20 22 12 14 16 18 20 22
40 30
40
GW ~ 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

AA0451
SA
7-31
TM 1-1520-253-10
CRUISE CRUISE
2000 FT
PRESS ALT: 2000 FT
50oC 60oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
ATF= 0.9
ATF= 1.0
ATF= 0.9
ATF= 1.0
160
10 20 30 10 20 30
170
170
150
160
160
140
150
150
MAX 130
140 MAX
RANGE 140
RANGE
130 120
130
120 110
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
110

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
12 14 16 18 20 22 12 14 16 18 20 22
30
40 40
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
AA0452
7-32
TM 1-1520-253-10
CRUISE CRUISE
2000 FT
T700 (2)
PRESS ALT: 2000 FT
−50oC −40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
170
160 160
10 20 30 10 20 30
150
150 150
140
140
140
130
130
130
120
120
120
MAX MAX
110 RANGE RANGE
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
100
90

90 90
80
80 80
MAX END MAX END

AND R/C AND R/C
70 70
70
60
60
60
50
50
50
40
40 40
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30
GW ~ GW ~
30 1000 LB 1000 LB 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
AA0540
Figure 7-10. Cruise High Drag - Pressure Altitude 2,000 Feet (Sheet 1 of 6)
7-33
TM 1-1520-253-10
CRUISE CRUISE
2000 FT
T700 (2)
PRESS ALT: 2000 FT
−30oC −20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170 180
170
160
10 20 30 10 20 30
160
160
150
150
150
140 140
140
130 130
130
120 120
120
MAX MAX
RANGE RANGE
110 110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100
100
90

90
90
80
80
80
MAX END MAX END
70
70
60
60
60
50
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
40
GW ~ GW ~
1000 LB 1000 LB
40
30 40
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
AA0541
7-34
TM 1-1520-253-10
CRUISE CRUISE
2000 FT
T700 (2)
PRESS ALT: 2000 FT
−10oC 0 oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
180
170 160
10 20 30 10 20 30 170
160 150 160
150
140 150
140
140
130
130
130
120
MAX
120 MAX RANGE
RANGE 120
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
110
100
100

100
90
90
90
80
80
MAX END 80
70 MAX END
AND R / C AND R / C
70
70
60
60 60
50
50 40 50
12 14 16 18 20 22 23 12 14 16 18 20 22 23 24.5
24.5
GW~ 30 GW~
40 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
AA0542
7-35
TM 1-1520-253-10
CRUISE CRUISE
2000 FT
T700 (2)
PRESS ALT: 2000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
~ CONTINUOUS
170
~ CONTINUOUS
170
ATF = 0.9
150
160
160
140
150
150
140 130
140
130 120 130

MAX MAX
RANGE RANGE
120
110 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

TES
TORQUE AVAILABLE
110

100 110
100
90 100
90
80 90
80 MAX END MAX END

AND R / C 70 80
AND R / C
70 60 70

60 50
60
40
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30
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
AA0543
7-36
TM 1-1520-253-10
CRUISE CRUISE
2000 FT
T700 (2)
PRESS ALT: 2000 FT
30oC 40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
180
ATF = 1.0
ATF = 0.9
~ CONTINUOUS
170 150
ATF = 1.0
170
ATF = 0.9
160
~ CONTINUOUS
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

100
100

80
90
90
MAX END 70 MAX END

80 80
AND R / C AND R / C
60
70 70
50
60 60
40
50 50
30
40 12 14 16 18 20 22 23 GW~ 12 14 16 18 20 22 23 40
24.5 1000 LB 24.5
GW~
30 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
AA0544
7-37
TM 1-1520-253-10
CRUISE CRUISE
2000 FT
T700 (2)
PRESS ALT: 2000 FT
50oC 60oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
180
ATF = 1.0
ATF = 0.9
180
ATF = 1.0
150
ATF = 0.9
170
170
~ CONTINUOUS
~ CONTINUOUS
140
160
160
150 130

150
140
120 140
MAX MAX
130 RANGE RANGE 130
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
120
100
110
110

90
100
100
80
90 90
70
MAX END MAX END
80 AND R / C AND R / C 80
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
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
AA0545
7-38
TM 1-1520-253-10
CRUISE CRUISE
4000 FT
PRESS ALT: 4000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
160 170
150 160
10 20 30 10 20 30 150
140 150
140
130 140
130
130
120 MAX MAX
RANGE 120
RANGE
120
110
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
100
90
90

90
80 80
MAX END MAX END 80
AND R / C AND R / C
70 70
70
60
60
60
50
50 50
40
GW ~ GW ~
40 40
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
30
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
AA0455
7-39
TM 1-1520-253-10
CRUISE CRUISE
4000 FT
PRESS ALT: 4000 FT
−30oC −20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170 170
160 160
10 20 30 10 20 30
150
150 150
140
140 140
130
130 130
MAX MAX
RANGE RANGE
120
120 120
110
110 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100
100

90 90
90
80
80 MAX END MAX END
70
70
70
60
60
60
50
50 50
40
GW ~
12 14 16 18 20 22 1000 LB GW ~
40 12 14 16 18 20 22 40
30 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
AA0454
7-40
TM 1-1520-253-10
CRUISE CRUISE
4000 FT
PRESS ALT: 4000 FT
−10oC 0 oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
160 10 20 30 10 20 30
160
150
150
150
140
140
140
MAX 130
130 MAX
RANGE RANGE 130
TORQUE AVAILABLE ~ CONTINUOUS

120
120
120
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
110
100
100
100

90
90
90
80
MAX END MAX END
80
70
70
70
60
60 60
50
50 40 50
GW ~
GW ~ 12 14 16 18 20 22 1000 LB
40 12 14 16 18 20 22
1000 LB 30 40
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
AA0453
7-41
TM 1-1520-253-10
CRUISE CRUISE
4000 FT
PRESS ALT: 4000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
180 170
170 160
10 20 30 10 20 30 170
160
150 160
150
140 150
140
130 140
~ 30 MIN ATF= 0.9
MAX MAX
130 RANGE RANGE
120 130
TORQUE AVAILABLE ~ 30 MIN ATF= 0.9
ATF= 1.0
120
110 120
TORQUE AVAILABLE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
~ CONTINUOUS
110
~ CONTINUOUS
100
100
90 100
90 80 90
MAX END MAX END
AND R / C AND R / C
80 70 80
70 60 70

60 50 60
50 40
50
12 14 16 18 20 22 12 14 16 18 20 22
40 30 40
GW ~ 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
AA0456
7-42
TM 1-1520-253-10
CRUISE CRUISE
4000 FT
PRESS ALT: 4000 FT
30oC 40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
ATF= 1.0
ATF= 0.9
180
ATF= 0.9
ATF= 1.0
160
~ CONTINUOUS
10 20 30 10 20 30
170
170
~ CONTINUOUS
150
160
160
140
150
150
130
140
MAX MAX 140
RANGE RANGE
130 120
130
120 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
110 100

110
90
100

100
80
90
90
MAX END MAX END
80 80
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22
30
40 40
GW ~
12 14 16 18 20 22 1000 LB
30 20 30
GW ~
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
AA0457
7-43
TM 1-1520-253-10
CRUISE CRUISE
4000 FT
PRESS ALT: 4000 FT
50OC 60OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
180 160
10 20 30 10 20 30 180
~ CONTINUOUS
~ CONTINUOUS
170 150 170
160
140 160
150
MAX 150
130
MAX RANGE
140 RANGE
140
120
130
130
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
120
100
TORQUE AVAILABLE
110
~ 30 MINUTES
110

90
100
100
80
90
90
MAX END
AND R / C 70
MAX END
80 AND R / C 80
60
70 70
50
60 60
40
50 50
30
40 40
12 14 16 18 20 22 12 14 16 18 20 22
GW ~ 20 GW ~
30 1000 LB 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
AA0458
7-44
TM 1-1520-253-10
CRUISE CRUISE
4000 FT
T700 (2)
PRESS ALT: 4000 FT
−50OC −40OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
160 10 20 30 10 20 30
160
150 150
150
140 140
140
130 130
130
120 120
120
MAX MAX
RANGE RANGE
110 110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100
100
90 90

90
80
80
80
MAX END MAX END
70
70
60
60
60
50
50 50
40
40 12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
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
AA0546
7-45
TM 1-1520-253-10
CRUISE CRUISE
4000 FT
T700 (2)
PRESS ALT: 4000 FT
−30OC −20OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
180
180
170 160
10 20 30 10 20 30 170
160
150 160
150
140 150
140
140
130
130
130
120
120 MAX MAX
RANGE RANGE 120
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
110
100
100
100
90

90
90
80
80
MAX END MAX END 80
70
70
60
60
50 60
50 40 50
40 12 14 16 18 20 22 23 24.5 30 12 14 16 18 20 22 23 24.5
40
GW ~ 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
AA0547
7-46
TM 1-1520-253-10
CRUISE CRUISE
4000 FT
T700 (2)
PRESS ALT: 4000 FT
−10OC 0OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
~ CONTINUOUS
170
170
150
160
160
140
150
150
140 130
140
130 120 130

MAX MAX
120 RANGE RANGE
110 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
TORQUE AVAILABLE
100 110
100
90 100

90
80 90
80 MAX END MAX END

AND R / C 70 AND R / C 80
70 60 70
60 50
60
40
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
GW ~ 30 GW ~
40 1000 LB 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
AA0548
7-47
TM 1-1520-253-10
CRUISE CRUISE
4000 FT
T700 (2)
PRESS ALT: 4000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
180
~ CONTINUOUS
170 150
ATF = 0.9
ATF = 1.0
170
~ CONTINUOUS
ATF = 0.9
160
140 160
150
150
130
140
140
120
130
MAX MAX 130
RANGE 110 RANGE
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
100
110
110

90

100
100
80
90
90
MAX END 70 MAX END

60
70 70
50
60 60
40 24.5
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23
GW ~ 30 GW ~
40 1000 LB 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
AA0549
7-48
TM 1-1520-253-10
CRUISE CRUISE
4000 FT
T700 (2)
PRESS ALT: 4000 FT
30oC 40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
180
180
ATF = 0.9
ATF = 1.0
150
ATF = 0.9
ATF = 1.0
170
170
~ CONTINUOUS
140
~ CONTINUOUS
160
160
150 130
150
140
120 140
130 MAX MAX

RANGE 110 RANGE 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
120
100
110
110
90

100
100
80
90
90
MAX END 70
AND R / C MAX END
80 AND R / C 80
60
70 70
50
60 60
40
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
50 50
GW ~ 30 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
AA0550
7-49
TM 1-1520-253-10
CRUISE CRUISE
4000 FT
T700 (2)
PRESS ALT: 4000 FT
50oC 60oC
5 6 7 8 9 10 11 12 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
180 150

180
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
170 140
~ CONTINUOUS
170
~ CONTINUOUS
160
160
130
150
150
120
140
140
MAX
130 RANGE 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
120 100
120

110 90 110
MAX
100 RANGE
80 100
90 90
70
80 80
60
70 MAX END MAX END 70

60 24.5
24.5 60
40
GW ~ GW ~
1000 LB 12 14 16 18 20 23 1000 LB 12 14 16 18 20 22 23
50 50
22 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
AA0551
7-50
TM 1-1520-253-10
CRUISE CRUISE
6000 FT
PRESS ALT: 6000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170 170
160 160
10 20 30 10 20 30
150
150 150
140
140 140
130
130 130
120 MAX MAX

RANGE 120 RANGE 120
OUS & 30 MIN
110
OUS & 30 MIN

110 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100 100
TORQUE AVAILABLE ~ CONTINU

90 90
90

80
80 MAX END MAX END
70
70
70
60
60
60
50
50 50
40
GW ~ GW ~
40 12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB 40
30
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
AA0461
7-51
TM 1-1520-253-10
CRUISE CRUISE
6000 FT
PRESS ALT: 6000 FT
−30OC −20OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
160 10 20 30 10 20 30
160
150
150
150
140
140
140
130
130
MAX 130
MAX RANGE
RANGE 120
120
120
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
30 MIN
100
OS & 30 MIN
100
100
TORQUE AVAILABLE ~ CONTINUOUS &
90
90
90

80
MAX END MAX END
80
70
70
70
60

60 60
50
50 50
40
40 12 14 16 18 20 22 GW~ 12 14 16 18 20 22 GW~
1000 LB 30 1000 LB 40
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
AA0460
7-52
TM 1-1520-253-10
CRUISE CRUISE
6000 FT
PRESS ALT: 6000 FT
−10oC 0oC
5 6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
180 170
170 160
10 20 30 10 20 30 170
160
150 160
150
140 150
140
130 140
130 MAX MAX

RANGE 120 RANGE 130
120
110 120
ATF= 0.9
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

~ CONTINUOUS
110
~ CONTINUOUS
100 110

100
90 100
TRANSMISSION TORQUE LIMIT AFT~1.0

90
30 MIN ATF= 0.9
80 90
MAX END MAX END
AND R / C AND R / C
80 70 80
70 60
TORQUE AVAILABLE ~
70
60 50
60
50 40
50
GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22
40 30
40
GW ~
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
AA0459
7-53
TM 1-1520-253-10
CRUISE CRUISE
6000 FT
PRESS ALT: 6000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
ATF= 1.0
ATF= 0.9
180
ATF= 1.0
ATF= 0.9
160 180
~ CONTINUOUS
10 20 30 10 20 30
170
170
150
160
160
140
150
150
130
140
140
MAX MAX
RANGE 120 RANGE
130
130
120 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
~ CONTINUOUS
100
110

110

90
100
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
12 14 16 18 20 22 12 14 16 18 20 22
30
40 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
AA0462
7-54
TM 1-1520-253-10
CRUISE CRUISE
6000 FT
PRESS ALT: 6000 FT
30oC 40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
ATF = 1.0
180 10 20 30 10 20 30
180
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
~ CONTINUOUS
ATF = 0.9
170 150
170
160 140 160
150
130 150
MAX MAX
140 RANGE RANGE 140
120
130
130
110
120
TRUE AIRSPEED ~ KTS

TRUE AIRSPEED ~ KTS
120
100
110
110


90
100 100
80
90 90
MAX END MAX END
AND R / C 70
AND R / C
80 80
60
70 70
50
60 60
40
50 50
30
40 20 40
12 14 16 18 20 22 12 14 16 18 22
30 20 30
GW ~ GW ~
1000 LB 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 ~ % AA0463A

SA
Change 4 7-55
TM 1-1520-253-10
CRUISE CRUISE
6000 FT
PRESS ALT: 6000 FT
50oC
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS

6 7 8 9 10 11 12 13
170

TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF F
ATF = 1.0
ATF = 0.9
160
10 20 30
180
150
~ CONTINUOUS
170
140
160
130
150
MAX 120
140
RANGE
130 110
TRUE AIRSPEED ~ KTS
120 100
110
90
100
80
90
MAX END 70
AND R / C
80
60
70
50
60
40
50 12 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
AA0464A
7-56
TM 1-1520-253-10
CRUISE CRUISE
6000 FT
T700 (2)
PRESS ALT: 6000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
180
170 160
10 20 30 10 20 30 170
160
150 160
150
140 150
140
140
130
130
130
120
120
120
MAX 110 MAX
RANGE RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
110
OUS & 30 MIN
OUS & 30 MIN

100
100
100
90


90
90
80
80
MAX END MAX END 80
70
70
60
60
50 60
50 40 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
40 GW ~ 30 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
AA0552
7-57
TM 1-1520-253-10
CRUISE CRUISE
6000 FT
T700 (2)
PRESS ALT: 6000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
170
170
150
160
160
150 140
150
140 130
140
130 120 130
120 MAX MAX

110 120
RANGE RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

OUS & 30 MIN
110
OUS & 30 MIN

100 110
100
90 100

90
80 90
80 MAX END MAX END

70 80
AND R / C AND R / C

70 60 70
60 50
60
50 40
50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
GW ~ 30 GW ~
40 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
AA0553
7-58
TM 1-1520-253-10
CRUISE CRUISE
6000 FT
T700 (2)
PRESS ALT: 6000 FT
−10oC 0 oC
5 6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
180
US
~ CONTINUO
150
~ CONTINUOUS
170
170
ATF = 0.9
160
140 160
150
150
130
140
140
120
130
130
110
120 MAX MAX
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

RANGE RANGE 120
100
110
30 MINUTES
110
90
100
100

TORQUE AVAILABLE ~
80
ATF = 1.0 TRANSMISSION TORQUE LIMIT
90
90

MAX END 70 MAX END
60
70 70
50
60
ATF = 0.9
60
40
50 50
23 24.5
12 14 16 18 20 22 23 24.5
30
40 GW ~ 40
12 14 16 18 20 22 1000 LB
30 20
30
GW ~
20 1000 LB 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
AA0554
7-59
TM 1-1520-253-10
CRUISE CRUISE
6000 FT
T700 (2)
PRESS ALT: 6000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
180
150 180
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
170
170
~ CONTINUOUS
140
160
160
150 130
150
140 120 140
130
MAX 110 MAX 130
RANGE RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
120
100
110
110
90
100
100

80

90
90
MAX 70
END
80 AND 80
R/C 60
70 MAX
70
END
50 AND
R/C
60 24.5 60
40
50 12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 50
GW ~ 30 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
AA0555
7-60
TM 1-1520-253-10
CRUISE CRUISE
6000 FT
T700 (2)
PRESS ALT: 6000 FT
30oC 40oC
6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
150
180
ATF = 0.9
ATF = 1.0
180
ATF = 0.9
ATF = 1.0
170 140
170
~ CONTINUOUS
~ CONTINUOUS
160 TORQUE AVAILABLE ~ 30 MIN
130 160

150
150
120
140
140
MAX 110 MAX

130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

RANGE RANGE 130
120 100
120
110 90 110
100
80 100
90
70 90
80 80
60
MAX
70 END 70
50 MAX END
AND AND R / C
R/C 24.5
60 60
40
GW ~
50 12 14 16 18 20 22 23 24.5 1000 LB 12 14 16 18 20 22 23 50
30
GW ~
40 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 10 20 30 40 50 60 70 80 90
AA0556A
7-61
TM 1-1520-253-10
CRUISE CRUISE
6000 FT
T700 (2)
PRESS ALT: 6000 FT
50OC

5 6 7 8 9 10 11 12
170
TRQ ~ % FOR DRAG
160
10 20 30
150
180
ATF = 1.0
ATF = 0.9
140
170
~ CONTINUOUS
160 130

150 120
140
110
TRUE AIRSPEED ~ KTS
MAX
130 RANGE
100
120
90
110
80
100
90 70
80 60
70 MAX END
AND R / C 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
AA0557
7-62
TM 1-1520-253-10
CRUISE CRUISE
8000 FT
PRESS ALT: 8000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
170
160
160 10 20 30 10 20 30
160
150 150
150
140 140
140
130 130
130
120 120 MAX

MAX RANGE 120
RANGE
TINUOUS & 30 MIN

OUS & 30 MIN
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
100
100
100

90
TORQUE AVAILABLE ~ CON

90
90
80
MAX END MAX END
70
70
70
60
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
AA0467
7-63
TM 1-1520-253-10
CRUISE CRUISE
8000 FT
PRESS ALT: 8000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
180 170
170 160
10 20 30 10 20 30 170
160
150 160
150
140 150
140
130 140
130
120 130
MAX MAX
RANGE RANGE
TINUOUS & 30 MIN
120
CONTINUOUS & 30 MIN

110 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
100 110
100
90 100

TORQUE AVAILABLE ~
90 80 90
MAX END MAX END
AND R / C AND R / C
80 70 80
70 60 70
60 50
60
50 40
50
GW ~
12 14 16 18 20 22 12 14 16 18 20 22 1000 LB
40 30
40
GW ~
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
AA0466
7-64
TM 1-1520-253-10
CRUISE CRUISE
8000 FT
PRESS ALT: 8000 FT
−10oC 0 oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
~ CONTINUOUS
ATF= 0.9
ATF= 1.0
ATF= 1.0
ATF= 0.9
180
~ CONTINUOUS
160 180
10 20 30 10 20 30
170
170
150
160
160
140
150
150
130
140
140
MAX 120 MAX

130
RANGE RANGE 130
110

120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
100
110
110
90
100
100
80
90
90
MAX END MAX END
80
80

60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 40
GW ~ 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
AA0465
7-65
TM 1-1520-253-10
CRUISE CRUISE
8000 FT
PRESS ALT: 8000 FT
10oC 20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
~ CONTINUOUS
ATF= 0.9
ATF= 1.0
~ CONTINUOUS
ATF= 1.0
ATF= 0.9
160
180 10 20 30 10 20 30
180
170 150
170
160 140
160
150
130 150
140
120 140
MAX MAX
RANGE RANGE
130
130
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
120
100
110

110
90

100
100
80
90
90
MAX END 70
AND R / C MAX END
AND R / C
80 80
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 GW ~ 40
GW ~ 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
AA0468
7-66
TM 1-1520-253-10
CRUISE CRUISE
8000 FT
PRESS ALT: 8000 FT
30oC 40oC
4 5 6 7 8 9 10 11 12 5 6 7 8 9 10 11 12
170
ATF= 1.0
ATF= 0.9
TES
160
ATF= 0.9
ATF= 1.0
10 20 30 10 20 30
~ CONTINUOUS
MINUTES
180
~ CONTINUOUS
150 180
170
170
TORQUE AVAILABLE ~ 30
140
160
160
130
150
150
140 120
MAX MAX 140
RANGE RANGE
130 110
130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120 100
120
110 90 110
100 80 100
90 70 90
MAX END
80 AND R / C MAX END
60 80
AND R / C
70 70
50
60 60
40
50 50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 GW ~ 40
GW ~ 1000 LB
1000 LB 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
AA0469A
7-67
TM 1-1520-253-10
CRUISE CRUISE
8000 FT
PRESS ALT: 8000 FT
50oC

5 6 7 8 9 10 11 12
170

TRQ ~ % FOR DRAG
ATF = 1.0
ATF = 0.9
160
10 20 30
~ CONTINUOUS
150
180
170 140
160
130
150
120
140 MAX
RANGE
110
TRUE AIRSPEED ~ KTS
130
100
120
90
110
80
100
70
90
80 MAX END 60
AND R / C
70 50
60
40
50 12 14 16 18 20 22
30
GW~
40 1000 LB
20
30
20
10
10
0 0
10 20 30 40 50 60 70 80 90
AA0470
7-68
TM 1-1520-253-10
CRUISE CRUISE
8000 FT
T700 (2)
PRESS ALT: 8000 FT
−50OC −40OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
170
170
150
160
160
150 140
150
MIN
140 130
140
~ CONTINUOUS & 30
130
120 130
120
110 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

MAX MAX
110
RANGE RANGE 110
TORQUE AVAILABLE
100
OUS & 30 MIN

100
90 100
90
80 90
80 MAX END 70 80
AND R / C MAX END
AND R / C
70 60 70
60 50 60
50 40
50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30
40 40
GW ~ 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
AA0558
7-69
TM 1-1520-253-10
CRUISE CRUISE
8000 FT
T700 (2)
PRESS ALT: 8000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
180
170 150
170
160
140 160
150
150
130
140
140
120
130
130
110
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

MAX MAX
120
MIN
RANGE RANGE
OUS & 30 MIN
100
~ CONTINUOUS & 30
110
110
90

100
100
80
90
90
TORQUE AVAILABLE
MAX 70 MAX
80 END END
AND AND 80
R/C R/C
60
70
70
50
60 60
40
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
GW ~ 30 GW ~
40 1000 LB 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
AA0559
7-70
TM 1-1520-253-10
CRUISE CRUISE
8000 FT
T700 (2)
PRESS ALT: 8000 FT
−10OC 0OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
180
150 180
ATF = 1.0
~ CONTINUOUS
ATF = 1.0
ATF = 0.9
170
~ CONTINUOUS
ATF = 0.9
170
140
160
160
~ 30 MINUTES
150 130
150
140 120
140
TORQUE AVAILABLE
130
110 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

MAX MAX
120 RANGE RANGE
100 120
110
110
90
100
100
80
90
90
70
80 MAX END
AND R / C 80
60 MAX END
TES
AND R / C
70 70

24.5
50
60 24.5 60
40
50 50
12 14 16 18 20 22 23 12 14 16 18 20 22 23
30
40 GW ~ 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
AA0560
7-71
TM 1-1520-253-10
CRUISE CRUISE
8000 FT
T700 (2)
PRESS ALT: 8000 FT
10oC 20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
150
180
~ 30 MIN ATF = 1.0

ATF = 0.9 180
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
170 140
170
~ CONTINUOUS
160
160

130
150
150
120
TORQUE AVAILABLE
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 80
60
MAX MAX
70 END END 70
50 AND
AND
R/C R/C
60 60
40
23 24.5
12 14 16 18 20 22 24.5 12 14 16 18 20 22 23
50 50
30
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
AA0561
7-72
TM 1-1520-253-10
CRUISE CRUISE
8000 FT
T700 (2)
PRESS ALT: 8000 FT
30OC 40OC
4 5 6 7 8 9 10 11 12 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
150
180
180
ATF = 0.9
TORQUE AVAILABLE ~ 30 MINUTES ATF = 1.0

140
ATF = 0.9
ATF = 1.0
170
170
~ CONTINUOUS
~ CONTINUOUS
130
160
160

150 120 150
140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
MAX MAX 130
RANGE 100 RANGE
120
120
90
110
110
80
100
100
90 70
90
80 60
80
MAX END MAX END

70 AND R / C 50 70
AND R / C
60 40 60
23
GW ~ 12 14 16 18 20 22 23 GW ~ 12 14 16 18 20 22
50 1000 LB 30 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
AA0562
7-73
TM 1-1520-253-10
CRUISE CRUISE
8000 FT
T700 (2)
PRESS ALT: 8000 FT
50oC
5 6 7 8 9 10 11 12
170
TRQ ~ % FOR DRAG
160
10 20 30
150
180 140
ATF = 0.9
ATF = 1.0
170 ~ CONTINUOUS
130
160
120

150
140 110
TRUE AIRSPEED ~ KTS
130 MAX
RANGE 100
120
90
110
80
100
70
90
60
80
MAX END 50
70 AND R / C 23
60 40
12 14 16 18 20 22
50 30
GW ~
1000 LB
40
20
30
20 10
10
0 0
10 20 30 40 50 60 70 80 90
AA0563
7-74
TM 1-1520-253-10
CRUISE CRUISE
10000 FT
PRESS ALT: 10000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
180 170
S & 30 MIN.
170
OUS & 30 MIN.

160
10 20 30 10 20 30 170
160
150 160
LE ~ CONTINUOU
150
ABLE ~ CONTINU
140 150
140
130 140
TORQUE AVAILAB
130
120 130
TORQUE AVAIL
120 MAX MAX
RANGE 110 RANGE 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
110
100
100
90 100

90
80 90
MAX END
MAX END
80 AND R / C 70 AND R / C 80
70 60 70
60 50 60
50 40
50
GW ~ GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
40 30 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
AA0420
7-75
TM 1-1520-253-10
CRUISE CRUISE
10000 FT
PRESS ALT: 10000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
OUS & 30 MIN
MIN
170
170
150
~ CONTINUOUS & 30
160
160
140
ABLE ~ CONTINU
150
150
130
140
140
TORQUE AVAILABLE
120
130
TORQUE AVAIL
MAX 130
MAX
RANGE RANGE
120 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
100
110
110

90
100
100
80
90
90
MAX END 70 MAX END
80
60
70
70
50
60 60
40
50 GW ~ GW ~ 50
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
30
40 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
AA0419
7-76
TM 1-1520-253-10
CRUISE CRUISE
10000 FT
PRESS ALT: 10000 FT
−10oC 0 oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
ATF=1.0
ATF=0.9
ATF=1.0
ATF=0.9
~ CONTINUOUS
160
180 10 20 30 10 20 30
~ CONTINUOUS
180
TES
170 150

170
160 140
160
150
130 150
140
120 140
130 MAX MAX

RANGE RANGE 130
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
120
100
110
110
90

100
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 50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 40
GW ~ 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
AA0418
7-77
TM 1-1520-253-10
CRUISE CRUISE
10000 FT
PRESS ALT: 10000 FT
10OC 20OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
160
10 20 30 10 20 30
~ CONTINUOUS
180
~ CONTINUOUS
150 180
TES
170 ~ 30 MINUTES

170
140
160
160
130
150
TORQUE AVAILABLE
150
120
140
MAX MAX 140
RANGE RANGE
130 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
120 100
120
110 90
110
100 80 100

90 70 90
80 80
MAX END 60
AND R / C MAX END
70 AND R / C 70
50
60 60
40
50 50
30
40 12 14 16 18 20 22 12 14 16 18 20 22 40
GW ~ 20 GW ~
30 30
1000 LB 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
AA0421

7-78
TM 1-1520-253-10
CRUISE CRUISE
10000 FT
PRESS ALT: 10000 FT
30oC 40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
ATF= 1.0
ATF= 0.9
ATF= 1.0
ATF= 0.9
160
10 20 30 10 20 30
~ CONTINUOUS
~ CONTINUOUS
150
TES
180
180
TES
140

170
170
160 130 160
150
120 150
140 MAX MAX 140

RANGE 110 RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
130
100
120
120
90
110
110

80
100
100
70
90 90
MAX END
80 60 AND R / C 80
MAX END
70 AND R / C 50 70
60 40 60
50 12 14 16 18 20 22 12 14 16 18 20 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
AA0422
7-79
TM 1-1520-253-10
CRUISE CRUISE
10000 FT
T700 (2)
PRESS ALT: 10000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
OUS & 30 MIN

180
170 150
OUS
170
160 ABLE ~ CONTINU
140 160
ABLE ~ CONTINU
150
150
130
140
140
TORQUE AVAIL
120
130
TORQUE AVAIL
130
110
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
MAX
MAX RANGE
RANGE 100
110
110
90

100
100
90 80
90
70
80
MAX MAX 80
END END
AND 60 AND
70 R/C R/C
70
50
60
60
40
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
GW ~ 30 GW ~
40 1000 LB 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
AA0564
7-80
TM 1-1520-253-10
CRUISE CRUISE
10000 FT
T700 (2)
PRESS ALT: 10000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
180
OUS & 30 MIN

150 180
OUS & 30 MIN

170
170
140
160
ABLE ~ CONTINU 160
ABLE ~ CONTINU
150 130
150
140 120
140
130
TORQUE AVAIL
110 130
TORQUE AVAIL
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

MAX MAX
120 RANGE
RANGE 100 120
110
110
90
100
100
80

90
90
70
80
80
60
70 MAX MAX 70
END END
AND 50 AND
R/C R/C
60 60
40
50 24.5 50
12 14 16 18 20 22 23 24.5 30 12 14 16 18 20 22 23
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
AA0565
7-81
TM 1-1520-253-10
CRUISE CRUISE
10000 FT
T700 (2)
PRESS ALT: 10000 FT
−10OC 0OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
150
180
180
ATF = 1.0
~ CONTINUOUS
ATF = 1.0
ATF = 0.9
170 140
~ CONTINUOUS
170
ATF = 0.9
160
130 160
NUTES
150
150
120
LABLE ~ 30 MI
140
140
110
130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
MINUTES
MAX 100 MAX

TORQUE AVAI
120
RANGE RANGE 120
110 90
110
100 80 100
90
70 90
80
60 80
MAX MAX
70 END END 70
AND 50 AND
R/C R/C
60 24.5 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
AA0566
7-82
TM 1-1520-253-10
CRUISE CRUISE
10000 FT
T700 (2)
PRESS ALT: 10000 FT
10oC 20oC
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
150
180
ATF = 0.9
ATF = 1.0
140 180
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
170
170
130
~ CONTINUOUS
160
160
150 120
150

140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
MAX MAX 130
RANGE 100 RANGE
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
23
60 40 60
GW ~ GW ~
1000 LB 12 14 16 18 20 23 1000 LB 12 14 16 18 20 22
50 30 50
22
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
AA0567
7-83
TM 1-1520-253-10
CRUISE CRUISE
10000 FT
T700 (2)
PRESS ALT: 10000 FT
30OC 40OC
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
150
140
180
ATF = 1.0
ATF = 0.9
180
ATF = 1.0
ATF = 0.9
170
~ CONTINUOUS
130 170
~ CONTINUOUS
160
160
120

150
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
130 MAX 100

MAX 130
RANGE RANGE
120
90 120
110
110
80
100
100
70
90 90
60
80 80
MAX END MAX END
50
40
60 22 60
GW ~ 12 14 16 18 20 22 GW ~ 12 14 16 18 20
50 1000 LB 30 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
AA0568
7-84
TM 1-1520-253-10
CRUISE CRUISE
12000 FT
PRESS ALT: 12000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
MIN
MIN
180
~ CONTINUOUS & 30
160
~ CONTINUOUS & 30
10 20 30 10 20 30
170
170
150
160
160
140
150
150
TORQUE AVAILABLE
TORQUE AVAILABLE
130
140
140
130 120
130
120 110 MAX

MAX 120
RANGE RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110 100
110
90

100
100
80
90
90
MAX END 70
80 AND R / C MAX END 80
AND R / C
60
70
70
50
60
60
40
50 50
GW ~
GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22
30 1000 LB
40 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

AA0425
SA
7-85
TM 1-1520-253-10
CRUISE CRUISE
12000 FT
PRESS ALT: 12000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
~ CONTINUOUS
OUS & 30 MIN
ABLE ~ 30 MIN
180
170 150
170
160 140
ABLE ~ CONTINU
160
TORQUE AVAIL
150
130 150
140
120 140
TORQUE AVAIL
130
MAX 110 130
MAX
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

RANGE
120 RANGE
120
100
110
110
90

100
100
80
90
90
70
80 MAX END
AND R / C 80
60 MAX END
AND R / C
70 70
50
60 60
40
50 50
30
40 12 14 16 18 20 22
12 14 16 18 20 22 40
30 GW ~ 20 30
1000 LB GW ~
20 1000 LB 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
AA0424
7-86
TM 1-1520-253-10
CRUISE CRUISE
12000 FT
PRESS ALT: 12000 FT
−10OC 0OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
ATF = 1.0
160
ATF = 0.9
10 20 10 20
ATF = 0.9
30 30
ATF = 1.0
~ CONTINUOUS
180
150 180
~ CONTINUOUS
170
~ 30 MINUTES
140 170
160 TES
160
ABLE ~ 30 MINU
130
150
150
TORQUE AVAILABLE
120
140
140
MAX MAX
TORQUE AVAIL
130 110
RANGE RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
120 100
120

110 90
110
100 80
100
90 70 90
80
60 80
70 MAX END MAX END

AND R / C 50 70
AND R / C
60 60
40
50 50
12 14 16 18 20 22 12 14 16 18 20 22
30
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
AA0423

7-87
TM 1-1520-253-10
CRUISE CRUISE
12000 FT
PRESS ALT: 12000 FT
10OC 20OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
ATF = 0.9
ATF = 1.0
160
10 20 30 ATF = 0.9 10 20 30
ATF = 1.0
150
180
TES
~ CONTINUOUS
~ CONTINUOUS
180

140
~ 30 MINUTES
170
170
160 130
160
150
TORQUE AVAILABLE
120 150
140
MAX MAX 140
110
RANGE RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
130
100
120

120
90
110
110
80
100
100
70
90
90
80 60
80
MAX END
MAX END AND R / C
70 50 70
AND R / C
60 40 60
50 12 14 16 18 20 22 12 14 16 18 20 22 50
30
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
AA0426

7-88
TM 1-1520-253-10
CRUISE CRUISE
12000 FT
PRESS ALT: 12000 FT
30oC

4 5 6 7 8 9 10 11 12
170
TRQ ~ % FOR DRAG
TES
160

ATF = 1.0
ATF = 0.9
10 20 30
~ CONTINUOUS
150
180
140
170
130
160
120
150
140 MAX 110

TRUE AIRSPEED ~ KTS
RANGE
130 100
120
90
110
80
100
70
90
60
80
MAX END
AND R / C 50
70
60 40
50 30
12 14 16 18 20
40 GW ~
1000 LB 20
30
20
10
10
0 0
10 20 30 40 50 60 70 80 90
AA0427A
7-89
TM 1-1520-253-10
CRUISE CRUISE
12000 FT
T700 (2)
PRESS ALT: 12000 FT
−50oC −40oC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
180
OUS & 30 MIN
OUS & 30 MIN

150 180
170
170
140
160
160
ABLE ~ CONTINU
ABLE ~ CONTINU
150 130
150
140
120 140
130
TORQUE AVAIL
TORQUE AVAIL
110 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
100 120
MAX MAX
RANGE RANGE
110
110
90
100
100
80
90
90
70
80
80
60
70
70
MAX END MAX END
50 AND R / C
AND R / C
60
60
40
GW ~ GW ~
50 1000 LB 12 14 16 18 20 22 23 1000 LB 12 14 16 18 20 23 50
22
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
AA0569
7-90
TM 1-1520-253-10
CRUISE CRUISE
12000 FT
T700 (2)
PRESS ALT: 12000 FT
−30oC −20oC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
150
OUS & 30 MIN

180
180
~ CONTINUOUS
ABLE ~ 30 MIN
170 140
170
160
ABLE ~ CONTINU 130 160
150
150
TORQUE AVAIL
120
140
140
110
TORQUE AVAIL
130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
120 MAX 100 MAX

RANGE RANGE 120
110 90
110
100 80 100
90
70 90
80
60 80
70 MAX END MAX END

50 70
AND R / C AND R / C
60 23 60
40
GW ~ 23 GW ~
1000 LB 12 14 16 18 20 22 1000 LB 12 14 16 18 20 22
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
AA0570
7-91
TM 1-1520-253-10
CRUISE CRUISE
12000 FT
T700 (2)
PRESS ALT: 12000 FT
−10OC 0 OC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
150
180
140
ATF = 1.0
180
~ CONTINUOUS
ATF = 1.0
ATF = 0.9
170
ATF = 0.9
170
~ CONTINUOUS
130
160
160
150 120
150
140
LE ~ 30 MINUTES
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
130
MINUTES
100
MAX MAX
120 RANGE RANGE 120
90
TORQUE AVAILAB
110
110
80
100
100
70
90 90
80 60
80
MAX END 50 MAX END

70 AND R / C 70
AND R / C
60 40 60
GW ~ 12 14 16 18 20 22 GW ~ 14 16 18 20 22
12
50 1000 LB 30 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
AA0571
7-92
TM 1-1520-253-10
CRUISE CRUISE
12000 FT
T700 (2)
PRESS ALT: 12000 FT
10OC 20OC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
150
140
180
ATF = 1.0 180
ATF = 0.9
ATF = 0.9
TORQUE AVAILABLE ~ 30 MINUTES ATF = 1.0

~ CONTINUOUS
170 130
170
~ CONTINUOUS
160
120 160
150
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
130 100
MAX MAX 130
RANGE 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
22
40
60 22 60
GW ~ 12 14 16 18 20 GW ~ 12 14 16 18 20
1000 LB 30 1000 LB
50 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
AA0572
7-93
TM 1-1520-253-10
CRUISE CRUISE
12000 FT
T700 (2)
PRESS ALT: 12000 FT
30oC
4 5 6 7 8 9 10 11
170
TRQ ~ % FOR DRAG
160
10 20 30
150
140
180
ATF = 0.9
ATF = 1.0
130
170
~ CONTINUOUS
160 120
150
110
TRUE AIRSPEED ~ KTS
140
100
130 MAX
RANGE
90
120
110 80
100
70
90
60
80
MAX END 50
70 AND R / C
40
60
12 14 16 18 20
30
50
GW ~
1000 LB
40 20
30
20 10
10
0 0
10 20 30 40 50 60 70 80 90
AA0573
7-94
TM 1-1520-253-10
CRUISE CRUISE
14000 FT
PRESS ALT: 14000 FT
−50oC −40oC
4 5 6 7 8 9 10 11 12 13 4 5 6 7 8 9 10 11 12 13
170
OUS & 30 MIN

OUS & 30 MIN

160
180 10 20 30 10 20 30
180
170 150
170
ABLE ~ CONTINU
ABLE ~ CONTINU
160 140
160
150
130 150
140
TORQUE AVAIL
TORQUE AVAIL
120 140
130
130
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120 MAX MAX
RANGE 120
RANGE 100
110
110
90

100
100
80
90
90
70
80
MAX END 80
AND R / C 60
70
70
MAX END
50 AND R / C
60 60
40
12 14 16 18 20 22
50 12 14 16 18 20 22 50
30
40 40
30 GW ~ 20 GW ~
1000 LB 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
AA0430
7-95
TM 1-1520-253-10
CRUISE CRUISE
14000 FT
PRESS ALT: 14000 FT
−30oC −20oC
4 5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
AREA OF 10 SQ FT OF F MIN AREA OF 10 SQ FT OF F
160
~ CONTINUOUS & 30
10 20 30 10 20 30
NUTES
180
~ CONTINUOUS
150 180
LABLE ~ 30 MI
170
140 170
160
160
TORQUE AVAILABLE
130
TORQUE AVAI
150
150
120
140
140
130 110
MAX MAX 130
RANGE RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120 100
120
110 90

110
100 80
100
90 70 90
80 60 80
MAX END
AND R / C
70 MAX END
AND R / C 50 70
60 60
40
50 50
12 14 16 18 20 22 30 12 14 16 18 20 22
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

AA0429
SA
7-96
TM 1-1520-253-10
CRUISE CRUISE
14000 FT
PRESS ALT: 14000 FT
−10oC 0 oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
~ 30 MINUTES
160
10 20 30 10 20 30
NUTES
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
150
LABLE ~ 30 MI
180
180
TORQUE AVAILABLE
140
170
170
160 130
TORQUE AVAI
160
150
120 150
140
110 140
MAX MAX
130 RANGE RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
100
120
120

90
110
110
80
100
100
70
90
90
60
80 80
MAX END
AND R / C
MAX END
70 50 AND R / C 70
60 40 60
50 50
12 14 16 18 20 22 30
12 14 16 18 20
40 GW ~ 40
1000 LB 20
30 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

AA0428
SA
7-97
TM 1-1520-253-10
CRUISE CRUISE
14000 FT
PRESS ALT: 14000 FT
10OC 20OC
5 6 7 8 9 10 11 12 13 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
150
180
~ CONTINUOUS
140
TES
180
~ CONTINUOUS
TES

170
170
130
160
160
120
150
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

MAX MAX 140
RANGE RANGE
130 100
130
120 90 120
110
80 110
100
100
70
90 90
60
80 MAX END
80
AND R / C
MAX END 50
70 AND R / C 70
12 14 16 18 20 12 14 16 18 20
60 40
GW ~ GW ~ 60
1000 1000 LB
50 LB 30 50
40 40
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 10 20 30 40 50 60 70 80 90
AA0431

7-98
TM 1-1520-253-10
CRUISE CRUISE
14000 FT
PRESS ALT: 14000 FT
30oC

4 5 6 7 8 9 10 11 12
170
TRQ ~ % FOR DRAG
TES
160
10 20 30

ATF = 0.9
ATF = 1.0
150
~ CONTINUOUS
140
180
170 130
160 120
150
110
TRUE AIRSPEED ~ KTS
140 MAX
RANGE 100
130
90
120
110 80
100 70
90
60
GW ~
80 1000 LB
50
70
40
60
12 14 16 18 20
50 30
MAX END
AND R / C
40
20
30
20 10
10
0 0
10 20 30 40 50 60 70 80 90
AA0432
7-99
TM 1-1520-253-10
CRUISE CRUISE
14000 FT
T700 (2)
PRESS ALT: 14000 FT
−50OC −40OC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
150
180
180
170 140
170
160
130 160
150
150
120
140
140
110
130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

TINUOUS & 30 MIN
130
120 100
OUS & 30 MIN
120
MAX MAX
110 RANGE 90 RANGE
110

100 80
100
90
70 90
80
60 80
70 MAX END MAX END

50 70
AND R / C AND R / C
60 60
40
22
50 GW ~ 12 14 16 18 20 22 GW ~ 12 14 16 18 20
1000 LB 50
30 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
AA0574
7-100
TM 1-1520-253-10
CRUISE CRUISE
14000 FT
T700 (2)
PRESS ALT: 14000 FT
−30oC −20oC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
150
OUS & 30 MIN

180
140 180
170
~ CONTINUOUS
ABLE ~ 30 MIN
170
130
160
ABLE ~ CONTINU
160
150 120
150
TORQUE AVAIL
140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

TORQUE AVAIL
130
100 130
120 MAX MAX

RANGE RANGE 120
90
110
110
80
100
100
70
90
90
80 60
80
MAX END 50 MAX END

70 70
AND R / C AND R / C
60 40 60
GW ~ GW ~ 22
1000 LB 12 14 16 18 20 22 1000 LB 12 14 16 18 20
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
AA0575
7-101
TM 1-1520-253-10
CRUISE CRUISE
14000 FT
T700 (2)
PRESS ALT: 14000 FT
−10OC 0OC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
150
140
180
ATF = 1.0
180
ATF = 1.0
~ CONTINUOUS
170 130
170
ATF = 0.9
~ CONTINUOUS
ATF = 0.9
160
120 160
LE ~ 30 MINUTES
MINUTES
150
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
130 100
130
TORQUE AVAILAB
MAX MAX
120 RANGE 90 RANGE
120
110
80 110
100
100
70
90
90
60
80 80
MAX END 50 MAX END
40
60 60
GW ~ GW ~
12 14 16 18 20 12 14 16 18 20
1000 LB 30 1000 LB
50 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
AA0576
7-102
TM 1-1520-253-10
CRUISE CRUISE
14000 FT
T700 (2)
PRESS ALT: 14000 FT
10oC 20oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
180
ATF = 0.9
ATF = 1.0 130 180
ATF = 0.9
ATF = 1.0
170
170
~ CONTINUOUS
120
160
~ CONTINUOUS
160
150 110 150

TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
100 140
130 MAX MAX 130

RANGE 90 RANGE
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
GW ~ GW ~ 20
60 1000 LB 12 14 16 18 20 1000 LB 12 14 16 60
30 18
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
AA0577
7-103
TM 1-1520-253-10
CRUISE CRUISE
14000 FT
T700 (2)
PRESS ALT: 14000 FT
30oC
3 4 5 6 7 8 9 10
170
TRQ ~ % FOR DRAG
160
10 20 30
150
140
130
180
ATF = 0.9
ATF = 1.0
170
120
~ CONTINUOUS
160
110
150
TRUE AIRSPEED ~ KTS
140 100
130 MAX
RANGE 90
120
80
110
70
100
90 60
80 50
MAX END
AND R / C
70
40
60
12 14 16 18
30
50 GW ~
1000 LB
40 20
30
20 10
10
0 0
0 10 20 30 40 50 60 70 80
AA0578
7-104
TM 1-1520-253-10
CRUISE CRUISE
16000 FT
PRESS ALT: 16000 FT
−50oC −40oC
3 4 5 6 7 8 9 10 11 12 3 4 5 6 7 8 9 10 11 12
170
MIN
~ CONTINUOUS & 30
160
10 20 30 10 20 30
180
150 180
MIN
170
~ CONTINUOUS & 30
140 170
160
TORQUE AVAILABLE
160
130
150
150
120
140
140
TORQUE AVAILABLE
130 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
120 MAX 100 MAX

RANGE RANGE 120
110 90
110
100 80
100
90 70 90
80
MAX END 60 80
AND R / C MAX END
AND R / C
70
50 70
60 60
40
50 20 50
12 14 16 18 12 14 16 18 20
30
40 GW ~ GW ~ 40
1000 LB 1000 LB
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
AA0435
7-105
TM 1-1520-253-10
CRUISE CRUISE
16000 FT
PRESS ALT: 16000 FT
−30OC −20OC
3 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
TES
MIN
ABLE ~ 30 MINU
~ CONTINUOUS & 30 150
180
~ CONTINUOUS
180
140
170
170
160 130
TORQUE AVAIL
160
150
TORQUE AVAILABLE
120 150
140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130 MAX MAX
RANGE RANGE 130
100
120
120

90
110
110
80
100
100
70
90
90
60
80
80
MAX END
70 AND R / C 50 MAX END 70
AND R / C
60 40 60
50 12 14 16 18 20 12 14 16 18 20
30 50
GW ~ GW ~
40 1000 LB 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 20 30 40 50 60 70 80 90 100
AA0434A
7-106
TM 1-1520-253-10
CRUISE CRUISE
16000 FT
PRESS ALT: 16000 FT
−10oC 0 oC
4 5 6 7 8 9 10 11 12 13 4 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
LE ~ 30 MINUTES
150
ATF = 0.9
~ CONTINUOUS
ATF = 1.0
~ CONTINUOUS
MINUTES
ATF = 1.0
ATF = 0.9
180 140
180
170
TORQUE AVAILAB
130 170
160
160
120
150
150
110
140
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130 MAX 100 MAX
RANGE RANGE 130
120 90

120
110 80 110
100
70 100
90
90
60
80
80
50 MAX END
70 MAX END AND R / C
70
AND R / C
40
60 60
50 30
50
12 14 16 18 20
40 12 14 16 18 20 40
20 GW ~
GW ~
30 1000 LB 1000 LB 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

AA0433
SA
7-107
TM 1-1520-253-10
CRUISE CRUISE
16000 FT
PRESS ALT: 16000 FT
10oC 20oC
5 6 7 8 9 10 11 12 13 4 5 6 7 8 9 10 11 12
170
TES
160
10 20 30 10 20 30
~ 30 MINUTES
150
ATF = 1.0
~ CONTINUOUS
140
~ CONTINUOUS
180
ATF = 1.0
ATF = 0.9
ATF = 0.9
TORQUE AVAILABLE
180
130
170
170
160 120
160
150
110 150
140 MAX
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

MAX 140
RANGE 100 RANGE
130
130
TORQUE LIMIT
90
120
120
80
110
110
100 70
TRANSMISSION
100
90 90
60
80 MAX END 80
50 AND R / C
MAX END
70 AND R / C 70
40
60 60
12 14 16 18 20 12 14 16 18
30
50 50
GW ~ GW ~
1000 LB 1000 LB
40 40
20
30 30
20 10 20
10 10
0 0 0
20 30 40 50 60 70 80 90 100 10 20 30 40 50 60 70 80 90

AA0436
SA
7-108
TM 1-1520-253-10
CRUISE CRUISE
16000 FT
PRESS ALT: 16000 FT
30oC

4 5 6 7 8 9 10 11 12
170
TRQ ~ % FOR DRAG
TES
160
10 20 30

150
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
140
180 130
170
120
160
110
150
TRUE AIRSPEED ~ KTS
140 100
MAX
RANGE
130
90
120
80
110
70
100
90 60
MAX END
80 AND R / C 50
70
40
60
12 14 16 18
30
50 GW~
1000 LB
40 20
30
20 10
10
0 0
10 20 30 40 50 60 70 80 90
AA0437
7-109
TM 1-1520-253-10
CRUISE CRUISE
16000 FT
T700 (2)
PRESS ALT: 16000 FT
−50OC −40OC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
180
140 180
170
170
130
160
160
OUS & 30 MIN
150 120
150
OUS & 30 MIN

140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
100 130

120
120
90 MAX
MAX
110 RANGE RANGE
110
80
100
100
70
90
90
80 60
80
70 MAX END 50 MAX END

60 40 60
GW ~ 12 14 16 18 20 GW ~ 12 14 16 18 20
50 1000 LB 30 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
AA0579
7-110
TM 1-1520-253-10
CRUISE CRUISE
16000 FT
T700 (2)
PRESS ALT: 16000 FT
−30OC −20OC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
180
180
170 130
170
~ CONTINUOUS
160
120 160
TINUOUS & 30 MIN
150
150
110
MINUTES
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
140
130 100
130
120 90
MAX MAX 120
RANGE RANGE
110
80 110
100
100
70
90
90
60
80
80
MAX END 50 MAX END
40
60 20 60
20 GW ~
GW ~ 12 14 16 18 12 14 16 18
50 1000 LB 30 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
AA0580
7-111
TM 1-1520-253-10
CRUISE CRUISE
16000 FT
T700 (2)
PRESS ALT: 16000 FT
−10OC 0OC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
180
ATF = 1.0
ATF = 0.9
130 180
ATF = 0.9
ATF = 1.0
170
~ CONTINUOUS
170
120
~ CONTINUOUS
160
160
~ 30 MINUTES
~ 30 MINUTES
150 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

150
140
100 140
130
TORQUE AVAILABLE
TORQUE AVAILABLE
130
MAX 90 MAX
120 RANGE RANGE
120
80
110
110
100 70 100
90
60 90
80 80
MAX END MAX END
50
AND R / C AND R / C
70 70
40
60 12 14 16 18 12 14 16 18 60
GW ~ 30 GW ~
50 1000 LB 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
AA0581
7-112
TM 1-1520-253-10
CRUISE CRUISE
16000 FT
T700 (2)
PRESS ALT: 16000 FT
10OC 20OC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
130
ATF = 0.9
180
ATF = 1.0
180
ATF = 0.9
ATF = 1.0
170 120 170

~ CONTINUOUS
~ CONTINUOUS
160
160
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
150
150
140 100
140
130 MAX 90 130

RANGE MAX
RANGE
120
120
80
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 12 12 14 16 60
14 16 18 18
30
50 GW ~ GW ~ 50
1000 LB 1000 LB
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
AA0582
7-113
TM 1-1520-253-10
CRUISE CRUISE
18000 FT
PRESS ALT: 18000 FT
−50oC −40oC
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
MIN
180
MIN
180
~ CONTINUOUS & 30
140
~ CONTINUOUS & 30
170
170
160 130
160
150
120 150
140
TORQUE AVAILABLE
TORQUE AVAILABLE
110 140
130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
100
MAX MAX
120 RANGE RANGE
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 50
30
12 14 16 18 12 14 16 18
40 GW ~ GW ~ 40
1000 LB 20 1000 LB
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

AA0440
SA
7-114
TM 1-1520-253-10
CRUISE CRUISE
18000 FT
PRESS ALT: 18000 FT
−30oC −20oC
2 3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
OUS & 30 MIN

150
TES
ABLE ~ 30 MINU
180 140
180
ABLE ~ CONTINU
~ CONTINUOUS
170
130 170
160
TORQUE AVAIL
160
120
150
150
TORQUE AVAIL
110
140
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130 100
MAX MAX 130
RANGE RANGE
120 90
120
110
80 110
100
70 100
90
90
20 60
80
80
MAX END MAX END
70
70
60 40
60
50 12 14 16 18 30 12 14 16 18
50
GW ~ GW ~
40 1000 LB 1000 LB 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

AA0439
SA
7-115
TM 1-1520-253-10
CRUISE CRUISE
18000 FT
PRESS ALT: 18000 FT
−10oC 0 oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
ATF = 1.0 150
ATF = 0.9
ATF = 1.0
140
ATF = 0.9
~ CONTINUOUS
180
180
130
170
~ CONTINUOUS
170
MINUTES

160 120
160
150
110 150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
100 140
MAX MAX
130 RANGE RANGE
130
90
120
120
80
110
110
100 70
100
90 60 90
80 MAX END MAX END

50
70 70
40
60 60
12 14 16 18 12 14 16
50 30
50
GW ~ GW ~
40 1000 LB 1000 LB
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
AA0438
SA
7-116
TM 1-1520-253-10
CRUISE CRUISE
18000 FT
PRESS ALT: 18000 FT
10oC 20oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
180 130
180
~ CONTINUOUS
TES
170
~ CONTINUOUS

120 170
160
160
110
150
150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140 100
140
130 90 130
120
80 120
110
110
70
100
100
MAX 60
90 90
RANGE MAX
MAX END MAX END RANGE
80 AND R / C 50 AND R / C 80
70 70
40
60 60
30
50 GW ~ GW ~ 50
1000 LB 12 14 16 1000 LB 12 14 16
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

AA0441
SA
7-117
TM 1-1520-253-10
CRUISE CRUISE
18000 FT
PRESS ALT: 18000 FT
30oC

3 4 5 6 7 8 9 10
170
TRQ ~ % FOR DRAG
160
10 20 30
TES
150
~ CONTINUOUS
ATF = 1.0
ATF = 0.9
140
130
180
120
170
160 110
TRUE AIRSPEED ~ KTS
150
100
140
MAX
RANGE 90
130
120 80
110
70
100
60
90
MAX END
AND R / C 50
80
70 40
12 14 16
60
GW~ 30
1000 LB
50
40 20
30
20 10
10
0 0
0 10 20 30 40 50 60 70 80
AA0442A
7-118
TM 1-1520-253-10
CRUISE CRUISE
18000 FT
T700 (2)
PRESS ALT: 18000 FT
−50OC −40OC
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
MIN
MIN
140
180
~ CONTINUOUS & 30
~ CONTINUOUS & 30
180
170 130
170
160
120 160
150
150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
TORQUE AVAILABLE
TORQUE AVAILABLE
140
140
130 100
130
120 90 120
MAX MAX
110 RANGE RANGE
80 110
100
100
70
90
90
60
80
80
MAX END 50 MAX END

70 AND R / C
AND R / C 70
40
60 60
50 30
50
40 12 14 16 18 12 14 16 18
20 40
GW ~ GW ~
30 30
1000 LB 1000 LB
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
AA0583
7-119
TM 1-1520-253-10
CRUISE CRUISE
18000 FT
T700 (2)
PRESS ALT: 18000 FT
−30oC −20oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
MIN
180
130
~ CONTINUOUS & 30
180
~ 30 MIN
170
170
~ CONTINUOUS
120
160
160
TORQUE AVAILABLE
150 110
150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
TORQUE AVAILABLE
100 140
130
130
90
120 MAX MAX
RANGE RANGE 120
80
110
110
100 70
100
90
60 90
80
MAX END MAX END 80
50
AND R / C AND R / C
70 70
40
GW ~ GW ~
60 1000 LB 12 14 16 18 1000 LB 12 14 16 18 60
30
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
AA0584
7-120
TM 1-1520-253-10
CRUISE CRUISE
18000 FT
T700 (2)
PRESS ALT: 18000 FT
−10oC 0 oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
130
180
ATF = 0.9
ATF = 1.0
180
ATF = 0.9
ATF = 1.0
170 120
170
~ CONTINUOUS
160
~ CONTINUOUS
110 160
~ 30 MIN
~ 30 MIN
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

150
150
100
140
TORQUE AVAILABLE
140
TORQUE AVAILABLE
130 90 130
MAX MAX
120 RANGE RANGE
80 120
110
110
70
100
100
90 60
90
80 50 80
MAX END MAX END
AND R / C AND R / C
70 70
40
GW ~ GW ~
60 1000 LB 12 14 16 18 1000 LB 12 14 16 18
60
30
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
AA0585
7-121
TM 1-1520-253-10
CRUISE CRUISE
18000 FT
T700 (2)
PRESS ALT: 18000 FT
10OC 20OC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
130
180
ATF = 1.0
180
ATF = 0.9
120
ATF = 1.0
170
170
~ CONTINUOUS
~ CONTINUOUS
ATF = 0.9
160 110
TES
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

160
150
100 150

140
140
90
130
130
MAX MAX
120 RANGE 80 RANGE
120
110
70 110
100
100
60
90 90
50
80 MAX END 80
MAX END
AND R / C AND R / C
70 40 70
60 GW ~ 12 14 16 18 GW ~ 12 14 16 18
1000 LB 30 1000 LB 60
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
AA0586
7-122
TM 1-1520-253-10
CRUISE CRUISE
20000 FT
PRESS ALT: 20000 FT
−50oC −40oC
4 5 6 7 8 9 10 11 12 13 4 5 6 7 8 9 10 11 12 13
170
MIN
MIN
~ CONTINUOUS & 30
~ CONTINUOUS & 30
160
10 20 30 10 20 30
150
180 140
180
TORQUE AVAILABLE
TORQUE AVAILABLE
170
130 170
160
160
120
150
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
130 100
130
120 MAX MAX

90
RANGE RANGE 120

110
80 110
100
70 100
90
90
60
80 MAX END 80
AND R / C
MAX END 50
70 AND R / C 70
40
60 60
GW ~
GW ~ 12 14 16 18 1000 LB
50 12 14 16 18 30 50
1000 LB
40 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
AA0445
7-123
TM 1-1520-253-10
CRUISE CRUISE
20000 FT
PRESS ALT: 20000 FT
−30oC −20oC
4 5 6 7 8 9 10 11 12 13 2 3 4 5 6 7 8 9 10 11
170
TES
160
MIN
10 20 30 10 20 30
ABLE ~ 30 MINU
~ CONTINUOUS & 30
150
140
TORQUE AVAIL
180
180
130
170
~ CONTINUOUS
TORQUE AVAILABLE
170
160 120
160
150 110 150

TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
100 140
130 MAX MAX

RANGE 130
90 RANGE
120
120
80
110
110
100 70
100
90 60 90
80 MAX END MAX END

AND R / C 80
AND R / C 50
70 70
40
60 60
GW ~ 30
50 12 14 16 18 1000 LB GW ~ 50
1000 LB 12 14 16
40 40
20
30 30
20 10 20
10 10
0 0 0
20 30 40 50 60 70 80 90 100 0 10 20 30 40 50 60 70 80
AA0444
7-124
TM 1-1520-253-10
CRUISE CRUISE
20000 FT
PRESS ALT: 20000 FT
−10oC 0oC
2 3 4 5 6 7 8 9 10 11 2 3 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
TES

150
ATF= 1.0 140

ATF= 0.9
ATF= 1.0
ATF= 0.9
180 130
180
170
120 170
~ CONTINUOUS
~ CONTINUOUS
160
160
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

150
150
100
140
140
130 MAX 90
RANGE MAX 130
RANGE
120
80 120
110
110
70
100
100
60
90 90
MAX END MAX END
80 AND R / C 50 AND R / C 80
70 70
40
60 GW ~ GW ~ 60
12 14 12 14 16
1000 LB 30 1000 LB
50 16
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

AA0443A
Change 4 7-125
TM 1-1520-253-10
CRUISE CRUISE
20000 FT
PRESS ALT: 20000 FT
10oC

3 4 5 6 7 8 9 10
170
TRQ ~ % FOR DRAG
160
10 20 30
150
140
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
130
180
120
170
160 110
TRUE AIRSPEED ~ KTS
150
100
140
90
130 MAX
RANGE
80
120
110 70
100
60
90
MAX END
AND R / C 50
80
70 40
60 12 14 16
30
50 GW ~
1000 LB
40 20
30
20 10
10
0 0
0 10 20 30 40 50 60 70 80
AA0446
SA
7-126
TM 1-1520-253-10
CRUISE CRUISE
20000 FT
T700 (2)
PRESS ALT: 20000 FT
−50oC −40oC
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
MIN
160
MIN
10 20 30 10 20 30
~ CONTINUOUS & 30
~ CONTINUOUS & 30
150
140
180
130 180
TORQUE AVAILABLE
TORQUE AVAILABLE
170
170
120
160
160
150 110
150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
100 140
130
130
90
120
MAX 120
MAX
RANGE 80 RANGE
110
110
100 70
100
90
60 90
80
80
MAX END 50 MAX END
AND R / C AND R / C
70 70
40
60 60
30
50 GW ~ GW ~ 50
1000 LB 12 14 16 18 1000 LB 12 14 16 18
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
AA0587
7-127
TM 1-1520-253-10
CRUISE CRUISE
20000 FT
T700 (2)
PRESS ALT: 20000 FT
−30OC −20OC
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
MIN
130
~ CONTINUOUS & 30
180
180
170 120
~ CONTINUOUS
170
LE ~ 30 MINUTES
160
110 160
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

150
150
TORQUE AVAILABLE
100
140
140
TORQUE AVAILAB
130 90
130
120 MAX
80 MAX 120
RANGE RANGE
110
110
70
100
100
90 60
90
80 50 80
MAX END MAX END
AND R / C AND R / C
70 70
40
60 GW ~ 12 14 16 18 GW ~ 12 14 16 18 60
1000 LB 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
AA0588
7-128
TM 1-1520-253-10
CRUISE CRUISE
20000 FT
T700 (2)
PRESS ALT: 20000 FT
−10OC 0OC
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
130
180
ATF = 0.9
ATF = 1.0
120 180
ATF = 0.9
ATF = 1.0
170
170
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
MINUTES
MINUTES
~ CONTINUOUS
160
~ CONTINUOUS
160
150 100 150
140
140
90
130
130
MAX MAX
120 RANGE 80
RANGE 120
110
70 110
100 100
60
90
90
50
80 MAX END MAX END 80
AND R / C AND R / C
70 40
70
12 14 16 18
60 12 14 16 60
30
GW ~
50 1000 LB GW ~ 50
1000 LB
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
AA0589
7-129
TM 1-1520-253-10
CRUISE CRUISE
20000 FT
T700 (2)
PRESS ALT: 20000 FT
10OC
TOTAL FUEL FLOW ~ 100 LB/HR
3 4 5 6 7 8 9 10
170
TRQ ~ % FOR DRAG
160
10 20 30
150
140
130
120
180
ATF = 0.9
ATF = 1.0

170 110
TRUE AIRSPEED ~ KTS
~ CONTINUOUS
160
100
150
140 90
130
80
120 MAX
RANGE
70
110
100 60
90
50
MAX END
80
AND R / C
40
70
12 14 16
60 30
GW ~
50 1000 LB
20
40
30
20 10
10
0 0
0 10 20 30 40 50 60 70 80
AA0590
7-130
TM 1-1520-253-10
Section V OPTIMUM CRUISE
7.20 OPTIMUM RANGE CHARTS. The altitude determined for optimum range may also be
used for optimum endurance. Enter the chart at a current
This section presents a method to optimize cruise per- cruise or takeoff temperature condition and move along the
formance for long range missions when the altitudes flown temperature guide lines to the anticipated gross weight for
are not restricted by other requirements. The optimum alti- cruise and obtain the optimum pressure altitude. Turn to the
tude for maximum range chart (Figure 7-29) provides the cruise chart closest to the altitude and temperature predicted
pressure altitude at which to cruise to obtain the maximum by the optimum range chart for specific cruise information.
possible range for any gross weight and FAT conditions. The use of this chart is shown by the example.
7-131
TM 1-1520-253-10
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

Figure 7-29. Optimum Altitude For Maximum Range (Sheet 1 of 2)
7-132
TM 1-1520-253-10
OPTIMUM RANGE
HIGH DRAG CONFIGURATION 100% RPM R
60 24
23
22 GROSS WEIGHT
21 ~ 1000 LB
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
DATA BASIS: FLIGHT TEST AA0683_2B

SA
Figure 7-29. Optimum Altitude For Maximum Range (Sheet 2 of 2)
7-133
TM 1-1520-253-10
Section VI DRAG
7.21 EXTERNAL LOAD DRAG CHART. 7.22 AIRCRAFT CONFIGURATION DRAG

CHANGES FOR USE WITH CLEAN CRUISE
The general shapes of typical external loads are shown CHARTS.
on Figure 7-30 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 multi- drag load method. Typical configuration changes that have
plied by the drag multiplying factor and added to indicated drag areas established from flight test or analysis along with
torque to obtain total torque required at any airspeed. their drag multiplying factor are shown on Table 7-1.
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. Blade Erosion Kit 2.0 0.20
h. UH-60Q configuration 5.3 0.53
7.23 AIRCRAFT CONFIGURATION DRAG drag load method. Typical high drag configuration changes
CHANGES FOR USE WITH HIGH DRAG CRUISE that have been established from flight test or analysis along
CHARTS. with the drag multiplying factors are shown.
When external equipment differs from the baseline high

drag configuration as defined in this Section, a drag correc-
tion should be made using Table 7-2 similar to the external
Table 7-2. Configuration Drag Change
DRAG CHANGES FOR USE WITH HIGH DRAG CRUISE CHARTS

Area- F Sq. Ft.
a. ESSS Clean, pylons removed -4.0 -0.40
b. ESSS Four pylons - no stores -1.7 -0.17
c. Skis installed 3.0 0.30
d. Both cargo doors open 6.0 0.60
7-134
TM 1-1520-253-10
EXTERNAL DRAG LOAD 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
AA0684A
DATA BASIS: ESTIMATED DRAG MULTIPLYING FACTOR SA
Figure 7-30. External Load Drag
Table 7-2. Configuration Drag Change (Cont)

Area- F Sq. Ft.
e. Both cargo doors removed 4.0 0.40
f. Cargo mirror installed 0.3 0.03
g. IR Countermeasure transmitter (AN/ALQ-144) removed -0.8 -0.08
h. Chaff dispenser removed -0.3 -0.03
7-135
TM 1-1520-253-10
Table 7-2. Configuration Drag Change (Cont)

Area- F Sq. Ft.
i. UH-60Q configuration 5.3 0.53
7-136
TM 1-1520-253-10
Section VII CLIMB - DESCENT
7.24 CLIMB/DESCENT CHART. reduction required to achieve a desired steady rate of climb
or descent. The maximum R/C may be determined by sub-
The CLIMB/DESCENT chart (Figures 7-31 and 7-32) tracting the cruise chart torque required from the maximum
presents the rate of climb or descent resulting from an in- torque available at the desired flight conditions. Then enter
crease or decrease of engine torque from the value required the difference on the torque increase scale of the climb
for level flight above 40 KIAS. The data are presented at chart, move up to the gross weight, and read the resulting
100% RPM R for various gross weights. The charts may maximum R/C.
also be used in reverse to obtain the torque increase or
7-137
TM 1-1520-253-10
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 AA0687A

Figure 7-31. Climb/Descent
7-138
TM 1-1520-253-10
CLIMB/DESCENT
100% RPM R
AIRSPEEDS ABOVE 40 KIAS
4000 GROSS
12 WEIGHT
14
DESCENT ~ 1000 LB
16
3500 18
20
22
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

Figure 7-32. Climb/Descent - High Drag
7-139
TM 1-1520-253-10
Section VIII FUEL FLOW
7.25 IDLE FUEL FLOW. (c) Both on - About 40 lbs/hr
Dual-engine idle fuel flow is presented as a function of (2) When the IR suppressor system is installed and
altitude at 0°C FAT in Table 7-3. The data are based on operating in the benign mode (exhaust baffles removed),
operation at 62% to 69% Ng for idle and 85% to 89% for the single-engine fuel flow will decrease about 8 lbs/hr.
flat pitch (collective full down) at 100% RPM R. Fuel flow
for the auxiliary power unit (APU) is also presented for a 7.27 DUAL-ENGINE FUEL FLOW.
nominal load of 80% maximum power as a function of
altitude and 0°C FAT for general planning. Dual-engine fuel flow for level flight is presented on the
cruise charts in Section IV. For other conditions dual-
7.26 SINGLE-ENGINE FUEL FLOW. engine fuel flow may be obtained from Figure 7-33 when
each engine is indicating approximately the same torque by
a. Engine fuel flow is presented in Figure 7-33 for vari- averaging the indicated torques and reading fuel flow from
ous torque and pressure altitudes at a baseline FAT of 0°C the dual-engine fuel flow scale. When operating at other
with engine bleed air extraction off. When operating at than the 0° FAT baseline, dual-engine fuel flow is increased
other than 0°C FAT, engine fuel flow is increased 1% for 1% for each 20°C above baseline and is decreased 1% for
each 20°C above the baseline temperature and, decreased each 20°C below baseline temperature. With bleed air on,
1% for each 20°C below the baseline temperature. dual-engine fuel flow increases as follows:
b. To determine single-engine fuel flow during cruise, a. With bleed-air extracted, fuel flow increases:
enter the fuel flow chart at double the torque required for
(1) Engine anti-ice on -About 60 lbs/hr
dual-engine cruise as determined from the cruise charts and
obtain fuel flow from the single-engine scale. The single-
Example: (760 lbs/hour = 820 lbs/hr).
engine torque may not exceed the transmission limit shown
on the chart. With bleed air on, single-engine fuel flow (2) Heater on - About 20 lbs/hr
increases as follows:
(3) Both on - About 80 lbs/hr
(1) With bleed-air extracted, fuel flow increases:
b. When the cruise or hover IR suppressor system is
(a) Engine anti-ice on - About 30 lbs/hr installed and operating in the benign mode (exhaust baffles
removed), the dual-engine fuel flow will decrease about 16
(b) Heater on - About 10 lbs/hr lbs/hr.
Table 7-3. Dual Engine Idle and Auxiliary Power Unit Fuel Flow
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
7-140 Change 1
TM 1-1520-253-10
SINGLE/DUAL−ENGINE FUEL FLOW

100% RPM R FAT = 0oC BLEED AIR OFF
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
25 PRESSURE ALTITUDE
~ 1000 FT
NOTE
20 16 12 8 4 SL
INCREASE FUEL FLOW 20
1% FOR EACH 20 oC 100 200 300 400 500 600 700 800
ABOVE 0 oC FAT AND
DECREASE FUEL FLOW
1% FOR EACH 20 oC SINGLE−ENGINE FUEL FLOW ~ LB/HR
AA0689
BELOW 0 oC FAT. SA
Figure 7-33. Single/Dual-Engine Fuel Flow
7-141
TM 1-1520-253-10
Section IX AIRSPEED SYSTEM CHARACTERISTICS
7.28 AIRSPEED CHARTS. a. During takeoffs, in the speed range of 40 to 80 KIAS,

5 to 10 KIAS airspeed fluctuation may be observed on the
7.28.1 Airspeed Correction Charts. All indicated air- pilot’s and copilot’s airspeed indicators.
speeds shown on the cruise charts are based on level flight.
Figures 7-34 and 7-35 provide the airspeed correction to be
b. Power changes in high power, low airspeed climbs
added to the cruise chart IAS values to determine the re-
may cause as much as 30 knot airspeed changes in indi-
lated airspeed indicator reading for other than level flight
cated airspeed. Increase in power causes increase in indi-
mode. There are relatively large variations in airspeed sys-
cated airspeed, and a decrease in power causes decrease in
tem error associated with climbs and descents. Figures 7-34
indicated airspeed.
and 7-35 are provided primarily to show the general mag-
nitude and direction of the errors associated with the vari-
ous flight modes. If desired, these figures may be used in c. The pilot and copilot airspeed indicators may be un-
the manner shown by the examples to calculate specific reliable during high power climbs at low airspeeds (less
airspeed corrections. than 50 KIAS) with the copilot system reading as much as
30 knots lower than the pilot system.
7.28.2 Airspeed System Dynamic Characteristics.
The dynamic characteristics of the pilot and copilot air-
d. In-flight opening and closing of doors and windows
speed indicating systems are normally satisfactory. How-
may cause momentary fluctuations of approximately 300
ever, the following anomalies in the airspeed and IVSI in-
feet per minute on the vertical speed indicators.
dicating system may be observed during the following
maneuvers or conditions:
7-142
TM 1-1520-253-10
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
Figure 7-34. Airspeed Correction - Clean
7-143
TM 1-1520-253-10
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 7-35. Airspeed Correction Chart - High Drag
7-144
TM 1-1520-253-10
Section X SPECIAL MISSION PERFORMANCE
7.29 SPECIAL MISSION FLIGHT PROFILES. stronger headwinds are encountered as the flight progresses,
and normal pilot judgement must be used. These charts also
Figure 7-36 shows special mission flight profiles assume that the flight track is within proper navigational
required to obtain near maximum range when equipped limits. Standard temperature variation with PA is shown on
with ESSS and extended range fuel system. The upper seg- the upper segment of the charts. A general correction for
ment of the chart provides the recommended altitude profile temperature variation is to decrease IAS by 2.5 KTS and
along with the IAS and average TRQ versus distance trav- total distance traveled by 0.5% for each 10°C above stan-
eled. An average value of elapsed time is also presented on dard. Detailed flight planning must always be made for the
the lower axis of the altitude scale. The lower segment of actual aircraft configuration, fuel load, and flight conditions
the chart provides the relationship between fuel remaining when maximum range is required. This data is based on
and distance traveled resulting from the flight profile JP-4 fuel. It can be used with JP-5 or JP-8, aviation gaso-
shown. This portion may be utilized to check actual inflight line, or any other approved fuels ONLY IF THE TAKE-
range data to provide assurance that adequate range is being OFF GROSS WEIGHT AND THE FUEL LOAD WEIGHT
achieved. The chart is divided into 3 regions of Adequate MATCH THE DATA AT THE TOP OF THE CHART.
Range, Inadequate range-return to base, and Inadequate The Flight Time and the Distance Traveled data SHOULD
range-requiring emergency action. When an inflight range NOT be used with any full tank configuration if the fuel
point is in the Adequate range region, the required mission density is not approximately 6.5 lb/gal (JP-4 fuel).
range can be obtained by staying on the recommended
flight profile. However, the range may not be achieved if
7-145
TM 1-1520-253-10
SPECIAL MISSION PROFILE - 2 tanks. The spe- and a Climb to 4,000 feet should be made with max power
cial mission profile is shown in Figure 7-36 with the ESSS and airspeed between 80 and 108 KIAS. The first segment
configured with two 230-gallon tanks. In this configuration, should be maintained at 4,000 feet and 108 KIAS for 1
the aircraft holds in excess of 5,300 pounds of JP4 fuel and hour. The average engine TRQ should be about 77% for
assumes a take-off gross weight of 22,000 pounds which this segment, but will initially be a little more and gradually
provides a maximum mission range of 630 Nm. with 400 lb decrease as shown on each segment. Altitude is increased
reserve. This mission was calculated for a standard day in 2,000 feet increments to maintain the optimum altitude
with a zero headwind. Take-off must be made with a mini- for maximum range to account for fuel burn. At this alti-
mum of fuel used (80 lbs) for engine start and warm-up, tude, the airspeed for best range should also be reduced to
95 KIAS for the remainder of the flight.
EXAMPLE:
WANTED:
Assurance of adequate aircraft range for mission defined.
KNOWN:
Flight position: 150 nm from base
Flight Track Within Limits
Fuel Remaining = 3,900 pounds
Elapsed flight time = 1 HRS, 20 MINS (1.33 HRS)
Target: Normal Flight Conditions:
Airspeed = 102 KIAS
Press Alt = 6,000 feet
Approx Torque = 70%
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 altitide 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 nominial flight conditions, enter upper chart at elapsed flight time and move up
to determine target airspeed, approximate torque, and pressure altitude.
Figure 7-36. Special Mission Profile (Sheet 1 of 2)
7-146 Change 1
TM 1-1520-253-10
MISSION PROFILE FOR MAX RANGE

ESSS/2−230 GALLON TANK CONFIGURATION
STANDARD DAY ZERO HEADWIND
HIRSS SUPPRESSED MODE
GROSS WEIGHT = 22,000 LB FUEL LOAD = 5,300 LB (JP4)
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
(3900 LBS)
4000
FU
FUEL REMAINING ~ LBS
EL ADEQUATE
RE RANGE
3500 M
AI
NI
NG
3000
INADEQUATE RANGE
ABORT MISSION
2500
US
DI
2000 RA
ON
SI
IS
M
1500 AX
M
INADEQUATE
RANGE
1000
500
LOW FUEL LIGHTS

0
0 100 200 300 400 500 600 700
AB1090
DATA BASIS: FLIGHT TEST DISTANCE ~ NM SA
Figure 7-36. Special Mission Profile (Sheet 2 of 2)
Change 1 7-147/(7-148 Blank)

TM 1-1520-253-10
CHAPTER 8
NORMAL PROCEDURES
Section I MISSION PLANNING
8.1 MISSION PLANNING. 8.4 CREW BRIEFING.
Mission planning begins when the mission is assigned A crew briefing shall be conducted to ensure a thorough
and extends to the preflight check of the helicopter. It in- understanding of individual and team responsibilities. The
cludes, but is not limited to checks of operating limits and briefing should include, but not be limited to, pilots, crew
restrictions; weight, balance, and loading; performance; chief, mission equipment operator, ground crew responsi-
publications; flight plan; and crew and passenger briefings. bilities, and the coordination necessary to complete the
The pilot in command shall ensure compliance with the mission in the most efficient manner. A review of visual
contents of this manual that are applicable to the mission signals is desirable when ground guides do not have direct
and all aviation support equipment required for the mission voice communications link with the crew.
(e.g., helmets, gloves, survival vests, survival kits, etc).
8.5 PASSENGER BRIEFING.
8.2 AVIATION LIFE SUPPORT EQUIPMENT
(ALSE). The following guide may be used in accomplishing re-
quired passenger briefings. Items that do not pertain to a
All aviation life support equipment required for mission; specific mission may be omitted.
e.g., helmets, gloves, survival vests, survival kits, etc., shall
be checked. a. Crew introduction.
8.3 CREW DUTIES/RESPONSIBILITIES. b. Equipment.

The minimum crew required to fly the helicopter is two
(1) Personal, to include ID tags.
pilots. Additional crewmembers, as required, may be added
at the discretion of the commander. The manner in which
(2) Professional.
each crewmember performs his related duties is the respon-
sibility of the pilot in command.
(3) Survival.
a. The pilot in command is responsible for all aspects of c. Flight data.

mission planning, preflight, and operation of the helicopter.
He will assign duties and functions to all other crewmem- (1) Route.
bers as required. Prior to or during preflight, the pilot will
brief the crew on items pertinent to the mission; e.g., per-
(2) Altitude.
formance data, monitoring of instruments, communications,
emergency procedures, taxi, and load operations.
(3) Time en route.
b. The pilot in command must be familiar with pilot (4) Weather.

duties and the duties of the other crew positions.
d. Normal procedures.
c. The crew chief will perform all duties as assigned by
the pilot. (1) Entry and exit the helicopter.
8-1
TM 1-1520-253-10
(2) Seating. (11) Protective masks.
(3) Seat belts. (12) Parachutes.
(4) Movement in helicopter.

(13) Hearing protection.
(5) Internal communications.
(14) Aviation life support equipment (ALSE).
(6) Security of equipment.
e. Emergency procedures.
(7) Smoking.
(1) Emergency exits.
(8) Oxygen.
(9) Refueling. (2) Emergency equipment.
(10) Weapons. (3) Emergency landing/ditching procedures.
8-2
TM 1-1520-253-10
Section II OPERATING PROCEDURES AND MANEUVERS
8.6 OPERATING PROCEDURES AND MANEU- ver is required. A condensed version of the amplified
VERS. checklist, omitting all explanatory text, is contained in the
operator’s checklist. To provide for easier cross-
This section deals with normal procedures and includes referencing, the procedural steps in the checklist are num-
all steps necessary to ensure safe and efficient operation of bered to coincide with the corresponding numbered steps in
the helicopter from the time a preflight begins until the this manual.
flight is completed and the helicopter is parked and secured.
Unique feel, characteristics, and reaction of the helicopter 8.9 PREFLIGHT CHECK.
during various phases of operation and the techniques and
procedures used for taxiing, takeoff, climb, etc., are de- The pilot’s walkaround and interior checks are outlined
scribed, including precautions to be observed. Your flying in the following procedures. The preflight check is not in-
experience is recognized; therefore, basic flight principles tended to be a detailed mechanical inspection. The preflight
are avoided. Only the duties of the minimum crew neces- order is a recommended sequence only. The expanded sub-
sary for the actual operation of the helicopter are included. steps do not need to be memorized or accomplished in or-
Additional crew duties are covered as necessary in Section der. The steps that are essential for safe helicopter opera-
I Mission Planning. Mission equipment checks are con- tion are included. The preflight may be made as
tained in Chapter 4 Mission Equipment. Procedures specifi- comprehensive as conditions warrant at the discretion of
cally related to instrument flight that are different from nor- the pilot.
mal procedures are covered in this section, following
normal procedures. Descriptions of functions, operations, 8.10 BEFORE EXTERIOR CHECK (FIGURE 8-1).
and effects of controls are covered in Section IV Flight
Characteristics, and are repeated in this section only when
required for emphasis. Checks that must be performed un-
der adverse environmental conditions, such as desert and
WARNING
cold-weather operations, supplement normal procedures
checks in this section and are covered in Section V Adverse
Environmental Conditions. Do not preflight until systems are safe,
switches off, safety pins installed and lock-
8.7 SYMBOLS DEFINITION. ing levers in locked position.
Items which apply only to night or only to instrument 1. Publications - Check; required forms and pub-
flying shall have an N or an I, respectively, immediately lications, and availability of operator’s manu-
preceding the check to which it is pertinent. The symbol O al(s) (-10) checklist (-CL).
shall be used to indicate 9if installed9. Those duties which
are the responsibility of the pilot not on the controls, will be *2. Helicopter covers, locking devices, tiedowns,
indicated by a circle around the step number; i.e., ④ . The and grounding cables - Removed and secured.
symbol star . indicates an operational check is required.
Operational checks are contained in the performance sec- *3. Fuel - Check quantity as required.
tion of the condensed checklist. The asterisk symbol * in-
dicates that performance of step is mandatory for all thru- 4. Fuel sample - As required. Check for contami-
flights. The asterisk applies only to checks performed prior nation before first flight of the day and after
to takeoff. Placarded items such as switch and control la- adequate settling time after cold refueling, or if
bels appear in boldface capital letters. fuel source is suspected contaminated.
8.8 CHECKLIST. 8.11 EXTERIOR CHECK.
Normal procedures are given primarily in checklist form, Exterior walkaround diagram is shown in Figure 8-1.
and amplified as necessary in accompanying paragraph
form, when a detailed description of a procedure or maneu-
8-3
TM 1-1520-253-10
8.12 NOSE SECTION (AREA 1). d. Landing gear support fairing and step -
Check.
CAUTION e. Position light - Check.
f. Main landing gear - Check.

Do not deflect main rotor blade tips more
than 6 inches below normal droop posi- *f.1 Drag beam - Check.
tion when attaching tiedowns. Do not tie
down below normal droop position. O g. ES HSS, VSP, ejector rack locking levers
locked, fairings, and external tanks -

*1. Main rotor blades - Check. Check; refueling caps secure.
2. Fuselage - Nose area, check as follows: h. Ambient sense port - Check.
a. Windshield and wipers - Check. *2. Left engine oil level - Check.
O b. Blade deice OAT sensor, FAT indicator 8.14 CABIN TOP (AREA 3).
probe(s) - Check.
1. Cabin top - Check as follows:
CAUTION a. Left engine - Check inlet.
b. Left pitot tube - Check.

Ensure avionics compartment door is
closed and latches are secure prior to se- c. Control access - Check flight controls, hy-
curing the FLIR door. draulic reservoir, and filter indicators.
Check tempilabels for safe indication and
c. Avionics compartment - Check equipment security. Check area.
as required; secure door.
d. Control access cover - Close and check se-
cured.
CAUTION
e. Right pitot tube - Check.
Optical lens of FLIR is easily scratched. f. Right engine - Check inlet.

To avoid damage, use cleaning procedures
and supplies referenced in the mainte- g. Rescue hoist - Check.
nance manual.
h. IRCM - Check.
d. FLIR - Check condition (remove locking
pin). i. Antennas - Check.
. Landing and searchlights - Check. 2. APU - Check; oil level, use dipstick.
8.13 COCKPIT - LEFT SIDE (AREA 2). O 3. APU IPS - Check.
1. Cockpit area - Check as follows: 4. Gust lock - Check.
a. Cockpit door - Check. 5. Main transmission - Check; oil level.
b. Copilot seat, belts, and harness - Check. *6. Main rotor system - Check controls, dampers,
head, and blades. BIMt indicators - Check for
c. FM homing antenna - Check. safe indication (yellow color).
8-4 Change 4
TM 1-1520-253-10
8.15 INTERIOR CABIN (AREA 4). b. First aid kits - Check.
1. Cabin - Check as follows:

c. Pilot’s and copilot’s tilt-back release levers
- Lock position.
a. Fire extinguishers - Check.
Change 4 8-4.1/(8-4.2 Blank)

TM 1-1520-253-10
8 7
1
6
2 3 4 5
AREA 1 NOSE SECTION AREA 5 FUSELAGE − LEFT SIDE

AREA 2 COCKPIT − LEFT SIDE AREA 6 TAIL PYLON
AREA 3 CABIN TOP AREA 7 FUSELAGE − RIGHT SIDE AB1091
AREA 4 INTERIOR CABIN AREA 8 COCKPIT − RIGHT SIDE SA
Figure 8-1. Exterior Check Diagram
d. Cabin interior - Check security of stowed 4. Survival gear and mission equipment - Check
equipment. as required.
e. Cabin seats and seat belts - Check. 8.16 FUSELAGE - LEFT SIDE (AREA 5).
f. Litters - Check properly stowed and locked 1. Fuselage - Check as follows:

in position.
a. Cabin door - Check.
g. Medical equipment cabinet - Check and se-
cure equipment. b. Fuel tank filler ports - Check; caps secure,
doors secured.
h. Medical interior circuit breaker panels -
Check.
c. External pneumatic inlet port - Door se-
i. ECS control panel switch - OFF. cured.
j. Rescue hoist searchlight control panel d. Engine exhaust - Check.

switches - OFF.
O e. APU IPS exhaust - Check.
k. ARM - TEST switch - TEST.
f. APU exhaust - Check.
l. Cabin CSC panels - Set.
g. OBOGS heat exchange vent - Check.
2. APU accumulator pressure gage - Check mini-
mum 2,800 psi. O h. Chaff dispensers - Check; number and pro-
grammer settings.
3. Transmission oil filter impending bypass indi-
cator - Check. i. Lower anticollision light - Check.
8-5
TM 1-1520-253-10
j. Antennas - Check. O a. Ice detector - Check.
k. Tail landing gear - Check. b. Ambient sense port - Check.
*2. Intermediate gear box - Check; oil level. O c. ES HSS, VSP, ejector rack locking levers
locked, fairings, and external tanks -
8.17 TAIL PYLON (AREA 6). Check; refueling caps secure.
1. Tail pylon - Check as follows: d. External electrical power receptacle - Door

secured.
a. Tail pylon - Check.
e. Main landing gear - Check.
b. Stabilator - Check.
*e.1 Drag beam - Check.
c. APR-39 antennas - Check.
f. Position light - Check.
d. Position light - Check.
g. Landing gear support fairing and step -
e. Upper anticollision light - Check.
Check.
*2. Tail rotor - Check.
h. FM homing antenna - Check.
*3. Tail rotor gear box - Check; oil level.
i. Cockpit door - Check.
8.18 FUSELAGE - RIGHT SIDE (AREA 7).
j. Pilot seat, belt, and harness - Check.
1. Fuselage - Check as follows:
.*3. Crew and passenger briefing - Complete as re-
a. Antennas - Check. quired.
b. Aft avionics compartment circuit breakers, 8.20 BEFORE STARTING ENGINES.

avionics, ECS screens and OBOGS -
Check and secure door. NOTE
c. Fire bottles thermal plug - Check. Before engine operation can be performed
with the gust locks engaged, all main rotor
d. Engine exhaust - Check. tie downs shall be removed.
e. Fuel tank gravity filler port - Check cap *1. Copilot’s collective - Extended and locked.
secure; door secured.
2. Shoulder harness locks - Check.
f. Cabin door - Check.
3. PARKING BRAKE - Release, then set.
O g. Rescue hoist - Check cable protection rail.
.4. Circuit breakers and switches - Set as follows:
O h. Rescue hoist searchlight - Check.
a. Circuit breakers - In.
i. Antennas - Check.
b. Data cartridge DC-902 - Insert in data
8.19 COCKPIT - RIGHT SIDE (AREA 8). loader DL-902 as required.
*1. Right engine oil level - Check. c. ENGINE IGNITION - ON.
2. Cockpit area - Check as follows: d. AMS covers - Remove and stow.
8-6 Change 4
TM 1-1520-253-10
e. Pilot CSC switches - Set. y. APU CONTR switch - OFF; APU

T-handle - In.
f. PLS - Off.
z. GENERATORS NO. 1 and NO. 2
g. STORES JETTISON panel switches - switches - Check ON.
Set.
aa. Ground power unit - Connected if required.
h. BLADE DEICE POWER switch - OFF.
*ab. AIR SOURCE HEAT/START switch -
i. EMERGENCY CONTROL PANEL,
APU (OFF for external air source).
CDU control - AUTO, EMERG COMM
and EMERG IFF to NORM.
ac. EMER OFF T-handles - Full forward.
j. FLIR and mode switches - OFF.
*ad. BATT switch - ON.
k. APX-100 - Set as desired.
NOTE
l. Copilot CSC switches - Set.
MASTER CAUTION light will not illumi-
m. AUX SW panel switches - OFF. nate.
n. M-130 panel ARM SAFE switch - SAFE. *ae. CDU - Check on.
o. AN/APR-39 - OFF.
af. CDU C/A softkey caution/advisory/
warning - Check as required.
p. IRCM panel switch - OFF.
8.21 COCKPIT EQUIPMENT CHECKS.
q. Rescue hoist panel HOIST POWER
switch - OFF. *1. FUEL PUMP switch - APU BOOST.
r. AUXILIARY FUEL MANAGEMENT
*2. APU CONTR switch - ON.
panel switches - Set.
NOTE
s. ANVIS HUD panel - Set.
t. Storm Scope - OFF. If the APU does not start and the APU AC-
CUM LOW advisory legend does not ap-
*u. Radar altimeter - Set. pear with the APU CONTR switch ON, the
manual override lever on the accumulator
v. BACKUP HYD PUMP - AUTO. manifold should be pulled to attempt another
start, and held until the APU has reached
*w. ANTICOLLISION/POSITION LIGHTS self-sustaining speed.
- As required.
If APU fails, note and analyze BITE indica-
x. CARGO HOOK EMERG REL switch - tions before cycling BATT switch or before
OPEN, ARMING switch - SAFE. attempting another APU start.
Change 4 8-7
TM 1-1520-253-10
date (MMDDYY), system time (Zulu or

local) and select M or Y mode (GPS could
take up to 12 minutes to initialize) and
WARNING press (GPS could take up to 12 minutes to
initialize).
Stabilator will move to full trailing edge
down position upon application of AC c. From the bus controller CDU press DTS
power. Assure stabilator area is clear key and then press LOAD key to down
prior to energizing stabilator system. load DTS.
Potential radiation hazard exists at the d. Press NAV soft key, press DO-GPS or the
TACAN antenna when the TACAN is desired soft key to set the navigator mode.
turned on. Make sure that no person is
within three feet of the antenna when e. CDU AMS STS soft key - Verify system
power is applied to the helicopter. The HF status.
radio transmits high power electromag-
netic radiation. Serious injury or death *7. MFDs - On. - Check as required. On MFD,
can occur if you touch the HF antenna press ILLUM ALL, check NAV mode, check
while it is transmitting. Do not grasp, or COM mode.
lean against the antenna when power is
applied to the helicopter. 8. Digital clocks - Check and set.
*3. APU generator switch - ON. 9. On CDU, DAT soft key - Press to verify the
DTS information (COM/NAV/Waypoint pre-
*4. EXT PWR switch - OFF and cable discon- sets) is loaded, or set manually as desired.
nected.
10. On CDU, FPN fixed function key - Press, and
*5. APX-100 - STBY. via FPN1 or FPN2 enter desired flight plan and
ENGAGE.
.*6. CDU AMS - Verify and setup:
11. BRT/DIM-TEST - Check as required.
NOTE
NOTE
Initial battery power and/or initial APU gen-
erator on may cause COM 1, COM 2, and The switch legend on the VSI/HSI and CIS
COM 4 to enter CT mode, COM 3 change mode select panels may change when the
to squelch off, and COM 5 to loose its band. panel BRT/DIM-TEST switch is set to
Reset PT and band modes from individual TEST. (This can also occur in flight). The
SETTINGS pages. Squelch may be original indications may be restored by
regained by cycling preset (use PRV/NXT pressing the applicable switches.
key with edit box around preset number).
a. Panel BRT/DIM-TEST switch - TEST.
*a. CDU COM fixed function key - Press, set CIS/MODE SEL, and VSI advisory lights
modes as required. on. AFCS FAILURE ADVISORY lights
will illuminate.
NOTE
N b. INSTR LT PILOT FLT control - ON.
M mode must be selected if no P codes are
loaded. If no P codes are loaded and the Y N c. Panel BRT/DIM-TEST switch - BRT/
mode is selected, the GPS will not update DIM momentarily and then to TEST.
the navigation computer, which then will not
send flight plan cues to the display systems. N d. All CIS/MODE SEL and VSI advisory
lights on at decreased intensity. AFCS
b. Auto initialize GPS, press INI key. Enter FAILURE ADVISORY lights will not
ENT as required, initial position, system dim.
8-8
TM 1-1520-253-10
N 12. Interior/exterior lighting - Set. SERVO PRESS legend and MASTER

CAUTION lights should be on.
O.13. Mission equipment - Check and set as required.
f. Repeat step d. above. Check #1 PRI
a. Cargo hook. SERVO PRESS caution legend does not
illuminate during movement of collective.
b. Rescue hoist.
c. Auxiliary Fuel Management.

WARNING
d. HUD.
If #1 PRI SERVO PRESS or #2 PRI
e. IRCM. SERVO PRESS caution legend illumi-
nates during collective movement, a servo
f. Chaff. bypass valve may be jammed. If this situ-
ation occurs, do not fly the helicopter.
g. Medical interior (OBOGS, suction, litter
lift system). g. SVO OFF switch - Center.
.*14. Cold weather control exercise - Check if tem- NOTE

perature is below -17°C (1°F).
During steps h. and i., check for not more
*15. AFCS FAILURE ADVISORY lights - If on, than 1.5 inches of freeplay in control.
POWER ON RESET.
h. Collective - Move through full range in no
*16. SAS1 off, SAS2, TRIM, FPS, and BOOST less than 5 seconds. There should be no
switches - Push ON. binding.
.17. Flight controls - Check first aircraft flight of i. Pedals - Move both pedals through the full
day as follows: range in no less than 5 seconds. There
should be no binding.
a. Collective - Midposition, pedals centered,
friction off. j. TAIL SERVO switch - BACKUP. #1
TAIL RTR SERVO caution legend and
b. BOOST switch - Press off. There will be a both MASTER CAUTION lights, and #2
slight increase in collective and pedal TAIL RTR SERVO ON advisory legend
forces. BOOST SERVO OFF caution leg- illuminate. Move pedals through full range
end and MASTER CAUTION light in no less than 5 seconds. There should be
should be on. no binding.
c. Right SVO OFF switch - 1ST STG. No k. TAIL SERVO switch - NORMAL. Cau-
allowable cyclic stick jump. #1 PRI tion and advisory legends out.
SERVO PRESS legend and MASTER
CAUTION lights should be on. l. BOOST switch - ON. BOOST SERVO
OFF caution legend should be off.
d. Move cyclic and pedals slowly through full
range. There should be no binds or restric- .18. Stabilator - Check.
tions. Move collective full up to full down
in about 1 to 2 seconds. Check #2 PRI
SERVO PRESS caution legend does not WARNING
illuminate during movement of collective.
e. Right SVO OFF switch - 2ND STG. No If any part of stabilator check fails, do not
allowable cyclic stick jump. #2 PRI fly helicopter.
Change 2 8-9
TM 1-1520-253-10
a. STAB POS indicator should be between *22. Cyclic and pedals centered. Collective raise no
34° and 42° DN. more than 1 inch (to prevent droop stop pound-
ing).
b. TEST button - Press and hold. Check
STAB POS indicator moves up 5° to 12°. 23. BACKUP HYD PUMP switch - OFF.
MASTER CAUTION light and STABI-
LATOR caution legend on; stabilator au- O.24. Blade deice system - Test as required.
dio heard.
c. AUTO CONTROL RESET switch - CAUTION

Press ON. Note that the STABILATOR
caution legend and audio are off, and
STAB POS indicator moves to 34° to 42° Do not perform blade deice test when
down. Press MASTER CAUTION to re- blade erosion kit is installed.
set the light.
To prevent overheating of droop stops,
d. Either cyclic mounted stabilator slew-up blade deice test shall not be done more
switch - Press and hold until STAB POS than one time within a 30-minute period
indicator moves approximately 15° trailing when rotor head is not turning.
edge up, release, stabilator should stop.
STABILATOR legend and MASTER a. Ice rate meter PRESS TO TEST button -
CAUTION lights on and beeping audible Press and release.
warning in pilot’s and copilot’s headsets.
MASTER CAUTION - Press to reset au- b. Ice rate meter indicator - Moves to half
dio tone. scale (1.0) holds about 50 seconds; then
falls to 0 or below. ICE DETECTED leg-
e. Other cyclic mounted stabilator slew-up end and MASTER CAUTION lights on
switch - Press and hold until STAB POS after 15 to 20 seconds into the test, and
indicator moves approximately 15° trailing FAIL flag should not be visible in flag win-
edge up, release, stabilator should stop. dow. Ice rate meter should move to zero
within 75 seconds after pressing PRESS
f. MAN SLEW switch - UP and hold until TO TEST button.
stabilator stops. STAB POS indicator
should be 6° to 10° up. NOTE
g. MAN SLEW switch - DN and hold until PWR MAIN RTR, and PWR TAIL RTR
STAB POS indicator reads 0°. fault monitor legends may flicker during
tests in steps e. through q.
h. AUTO CONTROL RESET switch -
Press ON. STAB POS indicator should c. BLADE DE-ICE TEST panel select
move 34° to 42° DN. STABILATOR cau- switch - NORM.
tion legend off.
d. BLADE DEICE POWER switch - TEST.
*19. Avionics - On, check as required.
e. PWR MAIN RTR and TAIL RTR moni-
a. PLS - BIT, modes as required. tor legends - Check. MAIN RTR monitor
legend may go on for 2 to 4 seconds. If
b. AUX ARC-222 - Check on. either legend remains on for 10 seconds or
more:
c. APX-100 - Check, then STBY.
(1) BLADE DEICE POWER switch -
*20. COMPASS switch - SLAVED. Set as re- OFF. If either legend is still on:
quired.
(2) APU generator switch and/or EXT
21. Barometric altimeters - Set. PWR switch - OFF.
8-10 Change 2
TM 1-1520-253-10
f. TEST IN PROGRESS light - Check. The

light should be on for 105 to 135 seconds.
Change 2 8-10.1/(8-10.2 Blank)

TM 1-1520-253-10
No other blade deice system lights should q. BLADE DEICE POWER switch - OFF.
be on. PWR MAIN RTR and TAIL RTR MR DE-ICE FAIL, TR DE-ICE FAIL
monitor legends may go on momentarily legends, and MASTER CAUTION lights
near end of test. The TEST IN off.
PROGRESS light should then go off.
8.22 STARTING ENGINES.
*1. ENG FUEL SYS selector(s) - As required.

WARNING XFD for first start of day.
Droop stop hinge pins and cams may be- *2. Deleted.
come very hot during test. Use care when
touching those components. *3. GUST LOCK caution legend - Off.
g. Crewman touch each droop stop cam - *4. MFDs - Set to C/A or as desired to utilize
Cams should be warm to touch. pop-up window.
h. BLADE DEICE POWER switch - OFF. *5. Fire guard - Posted if available.
i. BLADE DE-ICE TEST panel select *6. Rotor blades - Check clear.
switch - SYNC 1.
.* 7. Engine(s) - Start as follows:
j. BLADE DEICE POWER switch - TEST.
MR DE-ICE FAIL legend and MASTER
CAUTION lights on. CAUTION
k. BLADE DEICE POWER switch - OFF.

MR DE-ICE FAIL legend and MASTER If start is attempted with ENGINE IGNI-
CAUTION lights off. TION switch OFF, do not place switch
ON. Complete EMER ENG SHUTDOWN
l. BLADE DE-ICE TEST panel select procedure.
switch - SYNC 2.
a. If any of these indications occur, perform
EMER ENG SHUTDOWN as required.
m. BLADE DEICE POWER switch - TEST.
MR DE-ICE FAIL legend and MASTER
(1) No TGT TEMP increase (light off)
CAUTION lights on.
within 45 seconds.
n. BLADE DEICE POWER switch - OFF. (2) No ENG OIL PRESS within 45 sec-
MR DE-ICE FAIL legend and MASTER onds.
CAUTION lights off.
(3) No % RPM 1 or 2 within 45 seconds.
o. BLADE DE-ICE TEST panel select
switch - OAT. (4) ENGINE STARTER caution legend
goes off before reaching 52% Ng
p. BLADE DEICE POWER switch - TEST. SPEED.
MR DE-ICE FAIL, TR DE-ICE FAIL
legends, and MASTER CAUTION lights (5) TGT TEMP reaches 850°C before
on. idle is attained (Ng 63%).
Change 4 8-11
TM 1-1520-253-10
a. Ng SPEED - 63% or greater and within

3% of each other.
CAUTION
b. % RPM - Check that % RPM 1 or 2 is
not in the range of 20% to 40% and 60% to
To avoid damage to the engine start 90%. Advance ENG POWER CONT le-
switch actuators, do not move the ENG ver(s) as required.
POWER CONT lever from IDLE to OFF
while pressing the starter button. c. XMSN PRESS - Check.
During engine start and runup ensure

d. ENG OIL PRESS - Check.
that cyclic is kept in neutral, collective no
more than one inch above full down, and
e. #1 and #2 HYD PUMP caution legends -
pedals centered until % RPM R reaches
Check off.
50% minimum to prevent damage to anti-
flap bracket bushings.
* 10. BACKUP HYD PUMP switch - AUTO.
b. Starter button(s) - Press until Ng SPEED
increases; release. NOTE
NOTE Power interruptions between main and

backup generators such as cycling backup
If an ENGINE STARTER caution legend pump from OFF to ON, or sudden high elec-
goes off when the starter button is released, trical demands may cause the MFD’s to
and the ENG POWER CONT lever is blank momentarily and the GPS to loose sat-
OFF, the start attempt may be continued by ellites.
pressing and holding the starter button until
52% to 65% Ng SPEED is reached; then . 11. Hydraulic leak test system - Check as follows:
release button.
NOTE
c. TGT TEMP - Check below 150°C before
advancing ENG POWER CONT levers. When performing the HYD LEAK TEST,
all leak detection/isolation system compo-
d. ENG POWER CONT lever(s) - IDLE. nents are checked electrically. Manually
Start clock. holding the HYD LEAK TEST switch in
the test position does not allow the leak
e. System indications - Check. detection/isolation system to be checked au-
tomatically. It manually holds the circuits
f. ENGINE STARTER caution legend(s).
open. The switch must be placed in the
Check, off at 52% to 65% Ng SPEED. If
TEST position and released.
ENGINE STARTER caution legend re-
mains on after 65% Ng:
a. HYD LEAK TEST switch - TEST. #1
(1) ENG POWER CONT lever - Pull TAIL RTR SERVO, BOOST SERVO
out. OFF, SAS OFF, #1 and #2 RSVR LOW,
BACK-UP RSVR LOW, and MASTER
If caution legend remains on: CAUTION lights and #2 TAIL RTR
SERVO ON and BACK-UP PUMP ON
(2) APU - OFF or engine air source re- advisory legends on. During this check, it
move as required. is normal for the collective and pedals to
move slightly.
* 8. If single-engine start was made, repeat step 7
for other engine. b. HYD LEAK TEST switch - RESET. The
MFD legends in a. should go off. MAS-
* 9. Systems - Check. TER CAUTION light - Press to reset.
8-12 Change 4
TM 1-1520-253-10
NOTE of ENG POWER CONT levers can result

in turning the helicopter, causing person-
If the backup pump is still running following nel injury or loss of life.
the hydraulic leak test, cycle the BACKUP
HYD PUMP switch to OFF then back to * 2. ENG POWER CONT lever(s) - FLY.
AUTO.
*3. Droop stops - Check out 70% to 75% RPM R.
. 12. Tail rotor servo transfer - Check.
* 4. #1 and #2 GEN caution legends - Off.
a. BACKUP HYD PUMP switch - AUTO
with backup pump not running. O. 5. DEICE EOT - Check as required.
NOTE
CAUTION
Failure of the BACK-UP PUMP ON advi-
sory legend or the #2 TAIL RTR SERVO
ON advisory legend indicates a failure in the In ambient temperatures above 21°C
leak detection/isolation system. (70°F), operate rotor at 100% RPM R for
5 minutes before doing the deice EOT
b. TAIL SERVO switch - BACKUP. #1 check, to prevent blade overheating. Do
TAIL RTR SERVO caution legend on not do the deice EOT check if OAT is
and #2 TAIL RTR SERVO ON and above 38°C (100°F).
BACK-UP PUMP ON advisory legend on
within 3 to 5 seconds. a. BLADE DE-ICE TEST select switch -
EOT.
c. TAIL SERVO switch - NORMAL. #1
TAIL RTR SERVO caution legend and b. BLADE DEICE MODE select switch -
#2 TAIL RTR SERVO ON advisory leg- MANUAL M.
end off. BACK-UP PUMP ON advisory
legend remains on for approximately 90 c. BLADE DEICE POWER switch - ON.
seconds.
d. TR DE-ICE FAIL caution legend and
*13. Engine warmup - Check if temperature is be- MASTER CAUTION lights on after 15 to
low -17°C (1°F). 30 seconds, and MR DE-ICE FAIL cau-
tion legend on after 50 to 70 seconds.
a. At temperatures between -17°C (1°F)
and -43°C (-45°F), warm engines at e. BLADE DEICE POWER switch - OFF.
IDLE for 3 minutes. TR DE-ICE FAIL , MR DE-ICE FAIL
legends, and MASTER CAUTION lights
b. At temperatures between -43°C (-45°F) off.
and -54°C (-65°F), warm engines at
IDLE for 5 minutes. f. BLADE DE-ICE TEST select switch -
NORM.
8.23 ENGINE RUNUP.
NOTE
*1. Flight controls - Hold.
If helicopter engine was started using exter-
nal air source and/or external ac power, the
WARNING APU must be started to do APU generator
backup check.
Restrict the rate of ENG POWER CONT g. GENERATORS NO. 1 or NO. 2 switch -
lever’s movement, when the tailwheel OFF. Applicable GEN legend and MAS-
lockpin is not engaged. Rapid application TER CAUTION lights on.
Change 4 8-13
TM 1-1520-253-10
h. BLADE DEICE POWER switch - ON. FPS caution to illuminate. PWR ON RE-
Wait 30 seconds, no deice lights on. SET to clear failure.
i. GENERATORS switch(es) - ON. Appli- ECS heater will operate with either backup
cable GEN caution legend(s) off. pump or windshield anti-ice operating, but
not with both at same time.
j. BLADE DEICE POWER switch - OFF.
*16. ECS panel switches - As desired.
k. BLADE DEICE MODE select switch -
AUTO.
*6. % TRQ 1 and 2 - Matched within 5%.

WARNING
* 7. FUEL PUMP switch - OFF. Engine anti-ice bleed and start valve mal-
function can cause engine flameout.
* 8. APU CONTR switch - OFF.
17. Engine Health Indicator Test (HIT)/Anti-Icing
* 9. AIR SOURCE HEAT/START switch - As re- Check - Accomplish. Refer to ENGINE
quired. HEALTH INDICATOR TEST/ANTI-ICE
CHECK IN HELICOPTER LOG BOOK. HIT/
* 10. ENG FUEL SYS selectors - As required. ANTI-ICE checks while operating in adverse
conditions (e.g., dust, desert, coastal beach area,
* 11. SAS 1 - ON. dry river beds) may be deferred (maximum of 5
flight hours) until a suitable location is reached.
*12. Collective friction - As required.
*18. FUEL BOOST PUMP CONTROL switches -
NOTE ON (for all fuel types). Indicator lights check -
On.
A slight amount of collective friction (ap-
proximately 3 pounds) should be used to O. 19. ERFS AUXILIARY FUEL MANAGE-
prevent pilot induced collective oscillations. MENT panel - Test and fuel transfer check.
O *13. FLIR - ON, wait for self test complete, set as 8.24 BEFORE TAXI.
desired, focus 2X, and modes set.
*14. Storm scope - ON, set as desired.

WARNING
N O*15. HUD - Adjust brightness, mode, barometric al-
titude, pitch, and roll as necessary. ES When on the ground, the ejector rack
lock lever should be turned inward to al-

low the pilot visual confirmation from the
CAUTION cockpit. Prior to flight, the ejector rack
lock lever must be in the unlock (vertical)
position to allow emergency jettisoning of
During operation of the air conditioner the tanks in flight.
system, the right cabin door should re-
main closed. If opening is required, the O*1. ES Ejector rack lock levers unlocked.
right cabin door should not remain open
for more than 1 minute. O*2. Chaff electronic module safety pin(s) - Re-
move.
NOTE
*3. Chocks - Removed.
Turning the ECS on may cause the AFCS
computer CPTR capsule and the TRIM and *4. Doors - Secure.
8-14 Change 2
TM 1-1520-253-10
*5. PARKING BRAKE - Release. 7. Wheel brakes - Check as required.
* 6. TAIL WHEEL switch - As required.
Change 2 8-14.1/(8-14.2 Blank)

TM 1-1520-253-10
8.25 GROUND TAXI. this occurs, manually slew the stabilator

to zero degrees.
CAUTION * 1. ENG POWER CONT levers - FLY.
* 2. Systems - Check.
When performing these maneuvers, cyclic
inputs should be minimized to prevent * 3. Avionics - As required.
droop-stop pounding.
* 4. Crew, passengers, and mission equipment -
Landing and searchlight have less than Check.
one foot ground clearance when extended.
Use caution when taxiing over rough ter- 8.28 TAKEOFF.
rain when landing light and/or searchlight
are extended.
Increase collective and place cyclic forward of neutral to

WARNING
start forward movement. Minimize forward cyclic move-
ment to prevent droop stop pounding. Reduce collective to If the stabilator has not begun trailing
minimum required to maintain forward movement. Soft or edge up movement by 30 to 50 KIAS,
rough terrain may require additional collective pitch. The abort the takeoff.
use of excessive collective pitch during taxi, especially at
light gross weights, can cause the tailwheel to bounce. Refer to the height-velocity diagram, Figures 9-2 and
Regulate taxi speed with cyclic and collective and control 9-3, for avoid areas. Since suitable landing areas are often
heading with pedals. Use brakes as required. not available, operating outside avoid areas during takeoff
and climb will provide the highest margin of safety.
8.26 HOVER CHECK.
8.29 AFTER TAKEOFF.
1. Systems - Check for caution/advisory legends,
CDU and PDU(s) for normal indication.
2. Flight instruments - Check as required.

WARNING
3. Power - Check. The power check is done by ERFS Fuel transfer sequence must be
comparing the indicated torque required to carefully planned and executed in order
hover with the predicted values from perfor- to maintain CG within limits.
mance charts.
O. 1. ERFS Extended range fuel system transfer -
8.27 BEFORE TAKEOFF. As required.
2. OBOGS - As required.
WARNING
8.30 BEFORE LANDING.
Pitot heat and anti-ice shall be on during 1. TAIL WHEEL switch - As required.
operations in visible moisture with ambi-
ent temperature of 4°C (39°F) and below. 2. PARKING BRAKE - As required.
Failure to turn on pitot heat on in icing
conditions can cause the stabilator to pro- 3. Crew, passengers, and mission equipment -
gram trailing edge down during flight. If Check.
8-15
TM 1-1520-253-10
8.31 LANDING. turned on. Make sure that no person is

within three feet of the antenna when
power is applied to the helicopter. The HF
CAUTION radio transmits high power electromag-
netic radiation. Serious injury or death
can occur if you touch the HF antenna
During roll-on landing aerodynamic while it is transmitting. Do not grasp, or
braking with aft cyclic is permitted with lean against the antenna when power is
the tail wheel contacting the ground. Once applied to the helicopter.
the main wheels touchdown, the cyclic
must be centered prior to reducing collec- 3. Avionics/mission equipment - As required.
tive. Excessive aft cyclic may cause droop
stop pounding and contact between main
rotor blades and other portions of the air- a. TACAN - REC
craft. Aerodynamic braking is prohibited
once the main landing gear touches down. b. AN/ARC-220 - Not in ALE mode, and no
Use brakes to stop the aircraft. transmit.
NOTE 8.33 PARKING AND SHUTDOWN.
Because of the flat profile of the main trans-
1. TAIL WHEEL switch - As required.
mission, pitching the helicopter nose up as
in hover, may cause a transient drop in indi-
2. PARKING BRAKE - Set.
cated main transmission oil pressure, de-
pending on degree of nose-up attitude. 2.1. FUEL BOOST PUMP CONTROL switches -
OFF.
a. Roll-on landing. A roll-on landing may be used
when the helicopter will not sustain a hover, to 3. Landing gear - Chocked.
avoid hovering in snow or dust, if tail rotor
control is lost, or when operating with one O4. ES Ejector rack locking levers - Locked.
heavy external tank.
O5. Chaff/flare electronic module safety pin(s) - In-
b. Slope landing. The tailwheel should be locked stall.
and the parking brake should be set. For slope
landings and all ground operations, avoid using
6. ECS panel switches - OFF.
combinations of excessive cyclic and low col-
lective settings. Where minimum collective is
7. SAS 1 - Off.
used, maintain cyclic near neutral position and
avoid abrupt cyclic inputs. During nose-down
8. DEICE, PITOT, ANTI-ICE, and HEATER
slope landings, low-frequency oscillations may switches - OFF.
be eliminated by moving cyclic toward neutral
and lowering collective.
9. AIR SOURCE HEAT/START switch - APU.
8.32 AFTER LANDING CHECK.
10. FUEL PUMP switch - APU BOOST.
1. TAIL WHEEL switch - As required.
11. APU CONTR switch - ON. The APU ON,
BACK-UP PUMP ON, and APU ACCUM
2. Exterior lights - As required. LOW advisory legends - On.
12. Mission equipment - Off, as required.

WARNING
Potential radiation hazard exists at the

TACAN antenna when the TACAN is
8-16 Change 1
TM 1-1520-253-10
NOTE
CAUTION
If external electrical power is required for
shutdown, it shall be connected and EXT
PWR switch placed to RESET; then ON. If To prevent damage to anti-flap stops, do
external ac power is not available, complete not increase collective pitch at any time
normal shutdown on right engine before during rotor coast-down.
continuing.
19. BACKUP HYD PUMP switch - OFF.
13. Collective raise no more than 1 inch.
20. Stabilator - Slew to 0° after last flight of the
14. Flight controls - Hold. day.
21. BACK-UP PUMP ON advisory legend -

CAUTION Check off.
During shutdown ensure that cyclic is CAUTION

kept in neutral or displaced slightly into
prevailing wind, collective no more than
one inch above full down and pedals cen- Before moving ENG POWER CONT le-
tered. ver OFF, engine must be cooled for 2
minutes at an Ng SPEED of 90% or less.
If an engine is shut down from a high
Restrict the rate of ENG POWER CONT power setting (above 90%) without being
lever movement, when the tailwheel lock- cooled for 2 minutes, and it is necessary to
pin is not engaged. Abrupt application of restart the engine, the restart should be
ENG POWER CONT lever can result in done within 5 minutes after shutdown. If
turning the helicopter. the restart can not be done within 5 min-
utes, the engine should be allowed to cool
15. ENG POWER CONT levers - IDLE. for 4 hours before attempting an engine
restart.
16. ENGINE IGNITION switch - OFF.
22. ENG POWER CONT levers - OFF after 2
17. Cyclic - As required to prevent anti-flap pound- minutes at Ng SPEED of 90% or less.
ing.
23. ENG FUEL SYS selectors - OFF.
18. Droop stops - Verify in, about 50% RPM R. If
one or more droop stops do not go in during 24. TGT TEMP - Monitor. If TGT TEMP rises
rotor shutdown, shut down an engine to lower above 538°C:
rotor idling RPM in an attempt to seat the droop
stops. If droops still do not go in, accelerate a. Start button - Press.
rotor to above 75% RPM R. Repeat rotor shut-
down procedures, slightly displacing cyclic in b. ENG POWER CONT lever(s) - Pull after
an attempt to dislodge jammed droop stop. If TGT TEMP is below 538°C.
droop stops still do not go in, make certain that
rotor disc area is clear of personnel and proceed 25. Avionics - Off.
with normal shutdown procedures while keep-
ing cyclic in neutral position. 26. Deleted.
Change 4 8-17
TM 1-1520-253-10
27. MFDs - Off. 31. APU CONTR switch - OFF.
28. Overhead switches - As required: 32. BATT switch - OFF.
a. ANTICOLLISION/POSITION 8.34 BEFORE LEAVING HELICOPTER.

LIGHTS.
1. Walkaround - Complete, checking for damage,
b. Left panel light controls. fluid leaks and levels.
c. WINDSHIELD WIPER. 2. Mission equipment - Secure.
d. VENT BLOWER. 3. DC-902 data cartridge - Remove.
e. Right panel light controls. 4. Complete log book forms.
29. APU generator switch - OFF. 5.

Secure helicopter - As required.
30. FUEL PUMP switch - OFF.
8-18
TM 1-1520-253-10
Section III INSTRUMENT FLIGHT
8.35 INSTRUMENT FLIGHT.
Refer to FM 1-240 for instrument flying and navigation

techniques.
8-19
TM 1-1520-253-10
Section IV FLIGHT CHARACTERISTICS
8.36 GENERAL. amplify any oscillation and cause the load

to contact the aircraft.
a. Refer to FM 1-203 Fundamentals of Flight for expla-
nation of aerodynamic flight characteristics. a. Load bobble. In forward flight at the higher external
cargo hook load weights, a slight vertical bobble may oc-
b. The safe maximum operating airspeed range is de- casionally be noticed. If experienced, this bobble will in-
scribed in Chapter 5. While hovering in high wind, crease in amplitude with a corresponding increase in air-
sideward and rearward flight should be limited to low speed or aggressiveness of maneuver. This bobble is caused
ground speeds. The helicopter is directionally stable in for- by an external disturbance (e.g. turbulence or a control in-
ward flight. In sideward and rearward flight, directional put) that triggers the natural elastic response of the sling.
control is more difficult. During approach, or slow flight as To correct, airspeed shall be decreased or limit aggressive-
the airspeed reaches about 17 to 20 KIAS, a mild vibration ness of maneuver until bobble is eliminated and pilot is
will be felt. comfortable with the aircraft’s control.
8.37 GROUND RESONANCE. b. Stabilator angle in level flight. Due to the increased
drag of external loads, collective position for a given level
Ground resonance is a self-excited vibration created flight speed will be higher. Correspondingly, the stabilator
when a coupling interaction occurs between the movement angle will be more trailing edge down than usual. Since the
of the main rotor blades and the helicopter. For this to surface area and inherent drag of each external load varies,
happen, there must be some abnormal lead/lag blade con- exact guidance relative to how much more trailing edge
dition which would dynamically unbalance the rotor and a down angle that results is not possible.
reaction between the helicopter and ground, which could
aggravate and further unbalance the rotor. Ground reso-
c. Collective friction. With external cargo hook sling
nance can be caused by a blade being badly out of track, a
loads, it is especially important to have collective friction
malfunctioning damper, or a peculiar set of landing condi-
set at a minimum of three pounds.
tions. Ground resonance may occur when a wheel reaction
aggravates an out-of-phase main rotor blade condition such
8.38.2 Flying Qualities with External ERFS
as a hard one-wheel landing, resulting in maximum lead
Installed. ERFS
and lag blade displacement. This helicopter does not have a
history of ground resonance. If it should occur, get the he-
licopter airborne. If this is not possible, immediately reduce a. Pitch Attitude vs. Airspeed. The ERFS installation
collective pitch, place ENG POWER CONT levers OFF, naturally results in increased drag. Since this drag vector is
and apply wheel brakes. below the center of gravity of the helicopter, the pitch atti-
tude will be more nose-down for any speed beyond 60 to
8.38 MANEUVERING FLIGHT. 70 KIAS. At mid to high gross weights (and most espe-
cially at a forward CG) there is a slight pitch down at 50 to
8.38.1 Flight with External Loads. Refer to FM 55- 55 KIAS. The installation of the ERFS results in a small
450-1. increase in this nose-down tendency.
b. Tank Vibration. It will be observed that the right hand

tank(s) will vibrate more than the left tank(s). This is a
WARNING normal occurrence.
Static electricity generated by the helicop- c. Stabilator Angle vs. Airspeed. With the increased
ter should be discharged before attempt- drag of the ERFS, a given airspeed will require more col-
ing a sling or rescue hoist pickup. Use a lective which, due to the collective to stabilator coupling,
conductor between helicopter and the results in a more trailing edge down stabilator angle. This is
ground to discharge the static electricity. normal as no stabilator program changes were made for the
ERFS.
Caution must be exercised when trans-
porting external loads that exhibit un- d. Roll Attitude Hold (FPS ON). With only the ERFS
stable characteristics. These loads may wings installed, the roll attitude hold feature of the FPS is
8-20 Change 4
TM 1-1520-253-10
not noticeably affected. With full 230-gallon tanks there is titudes, heavy gross weights and operation at less than
a very slight degradation of roll attitude stability, evidenced 100% RPM R will aggrevate this condition.
by a slower return to trim after an excitation (gust).
b. During descent with little or no collective applied,
8.38.3 Collective Bounce/Pilot Induced Oscilla- Ng SPEED will be less than 80%. If % RPM R increases
tion. above 100%, the ECU torque motor input to the HMU is
trimmed down in an attempt to restore 100% RPM 1/2 and
NOTE % RPM R. When collective is increased, the LDS input
demands more power, but the ECU continues to trim down
The friction force refers to the breakaway until % RPM 1/2 returns to 100%. Since the Ng SPEED is
force required to move the collective stick in at a slow speed, engine response time is greater. If rotor
an upward direction. The three pounds force drag increases faster than the engine controller response,
is measured with the BOOST servo and SAS rotor droop occurs.
amplifiers operating and collective at mid-
range. c. During aggressive level deceleration (quick stop) or
right turn approach maneuvers as the collective is raised
To prevent vertical oscillation (collective bounce), the and the nose lowered, % RPM R may droop to 95% or
collective control system requires a minimum friction of lower for 1 - 2 seconds. % RPM R may then momentarily
three pounds measured at the collective head. Vertical os- increase to 105-106% as the engine control system over-
cillation can occur in any flight regime and may be caused compensates for the reduced % RPM 1/2. Similar condi-
by such events as SAS oscillation, turbulence, external load tions of low collective, high % RPM R, and low Ng
oscillation, and inadvertent pilot input into the collective. SPEED may be present during practice autorotations to a
The oscillation causes the aircraft to vibrate. This vibration power recovery. After the flare as the nose is leveled and
will be felt as a vertical bounce at approximately three collective is increased, significant transient droop can oc-
cycles per second. If the severity of the oscillation is al- cur. A rapid collective pull will aggravate the rotor droop.
lowed to build, very high vibration levels will be experi-
enced. During flight, if vertical oscillation is encountered, d. Maneuvers that rapidly load the rotor system with no
the pilot should remove the hand from the collective grip; collective input can result in transient droops as low as
this should eliminate the oscillation. 92%. Transient droop is more pronounced at higher alti-
tudes since the HMU reduces Ng SPEED acceleration as
8.38A 700 TRANSIENT ROTOR DROOP CHARAC- barometric pressure decreases.
TERISTICS
e. To minimize transient rotor droop, avoid situations
a. The T700 engine control system accurately maintains which result in rapid rotor loading from low Ng SPEED
100 % RPM R throughout the flight envelope for most and % TRQ conditions. Initiate maneuvers with collective
maneuvers. However, pilots should be aware that certain inputs leading or simultaneous to cyclic inputs. During ap-
maneuvers performed with minimum collective applied will proach and landing, maintain at least 15% - 20% TRQ and
result in significant transient rotor droop. High density al- transient droop will be minimal as hover power is applied.
Change 4 8-21
TM 1-1520-253-10
Section V ADVERSE ENVIRONMENTAL CONDITIONS
8.39 GENERAL. a. In addition to the checks in Section II check aircraft

for ice or snow. If ice or snow is found, remove as much as
This section informs the crewmembers of the special possible by hand and thaw aircraft with heated air or deic-
precautions and procedures to be followed during the vari- ing fluid before attempting start. Failure to remove ice and
ous weather and climatic conditions that may be encoun- snow may cause damage.
tered. This will be additional material to that already cov-
ered in other chapters regarding the operation of the various b. Check main rotor head and blades, tail rotor, flight
helicopter systems. Refer to FM 1-202 for cold weather controls and engine inlets and hand holds for ice and snow.
operations. Failure to remove snow and ice accumulations can result in
serious aerodynamic, structural effects in flight and serious
8.40 COLD WEATHER OPERATION. foreign object damage if ice is ingested into the engine.
Check ENG POWER CONT levers for freedom of move-
The basic helicopter with normal servicing can operate ment.
at temperatures down to −34°C (−29°F).
c. On aircraft equipped with Extended Range Fuel Sys-
tem, check ESSS and 230-gallon fuel tank for ice or snow.
Remove as much as possible by hand and then use heated
WARNING air. Start APU and turn on pressure to OUTBD fuel tanks.
Wing-mounted pressure regulator may require heated air
applied directly onto the exhaust vent protruding from the
Static electricity generated by the helicop- ESSS wing. After regulator valve is operating and fuel
ter should be discharged before attempt- tanks are pressurized, leave system on. DO NOT TURN
ing a sling or rescue hoist pickup. In cold, OFF PRESSURE SWITCHES OR PRESSURE REGULA-
dry climatic conditions static electricity TORS MAY FREEZE.
buildups are large. Use a conductor be-
tween the helicopter and the ground to d. When parking the helicopter in temperatures below
discharge the static charge. Delay lower- freezing, the gust lock may seize due to frozen moisture in
ing rescue hoist hook until helicopter is rod assembly. Normal operations may be returned by
over the load, to lessen static charge warming the assembly. Main rotor tiedowns may be used in
buildup. lieu of gust lock to meet parking requirements.
NOTE 8.40.2 Cold Weather Control Exercise. After start-

ing the APU, the controls must be exercised when operat-
During operation in cold weather, particu- ing in a temperature range of -17°C (1°F) and below. The
larly when snow or moisture is present, the control exercise is required
tail wheel locking indicating systems may
give erroneous cockpit indications. a. At temperatures between -17°C (1°F) and
-31°C(-24°F), cycle collective control slowly
for 1 minute.
(1) Move collective stick grip up about 3

8.40.1 Cold Weather Preflight Check.
inches from lower stop, and down again 30
times during 1 minute of control cycling in
step a.
CAUTION
(2) Move each tail rotor pedal alternately
through 3/4-inch of travel from neutral po-
Ice removal shall never be done by scrap- sition 30 times during 1 minute of control
ing or chipping. Remove ice by applying cycling in step a.
heat or deicing fluid.
b. At temperatures between -31°C (-24°F) and
Blade deice operation with erosion strips -43°C (-45°F), cycle collective slowly for 2
installed may cause blade damage. minutes.
8-22
TM 1-1520-253-10
(1) Move collective stick grip up about 1-1/2 to bring transmission oil temperature up
inches from lower stop and down again to desired operating range refer to Chap-
during first minute, and 3 inches of travel ter 5. Monitor oil pressure and tempera-
during second minute of control cycling in ture closely. When advancing the power
step b. control levers, maintain transmission oil
pressure in normal operating range.
(2) Move each tail rotor pedal alternately
through 3/8-inch of travel from neutral po- b. When starting in cold weather below -40°C (-40°F),
sition during first minute and 3/4-inch of if light-off does not occur within 45 seconds after initial
travel during second minute of control cy- indication of Ng SPEED move ENG POWER CONT le-
cling in step b. ver for the affected engine back to OFF, with the engine
shutdown move the ENG POWER CONT lever from OFF
c. At temperatures between -43°C (-45°F) and to FLY, if the force required to move the ENG POWER
-54°C (-65°F), cycle collective stick grip slowly CONT lever is higher than normal, suspect possible frozen
for 5 minutes. PAS cable. This situation may require maintenance prior to
attempting another start. If force is normal then attempt
Move collective and pedals through travel for times another start. If light-off still does not occur within 45 sec-
shown below: onds, abort start and do the following:
(1) ENG POWER CONT lever(s) - Hold at

Collective
LOCKOUT.
Travel Pedals Travel Time
(Approximately) (Approximately) Duration
(2) FUEL BOOST PUMP CONTROL switch(es)
- ON until crewmember reports fuel from the
3/4-inch 1/8-inch First minute overflow drain.
1-1/2 inches 1/4-inch Second minute (3) FUEL BOOST PUMP CONTROL switch(es)
1-3/4 inches 1/2-inch Third minute - OFF.
2-1/2 inches 5/8-inch Fourth minute (4) ENG POWER CONT lever(s) - OFF.
3 inches 3/4-inch Fifth minute
(5) Attempt another start.
8.40.3 Engine Operation. 8.40.4 Engine Oil System Characteristics.
a. Even though cold weather does not particularly affect a. It is normal to observe high engine oil pressure dur-
the engine itself, it still causes the usual problems of ice in ing initial starts when the ambient temperature is 0°C
the fuel lines, control valves, and fuel sumps, which fre- (32°F) or below. Run engine at idle until oil pressure is
quently prevent a successful cold weather start. It may be within limits. Oil pressure should return to the normal range
found that certain elements or accessories need preheating. after operating 5 minutes. However, time required for
warm-up will depend on temperature of the engine and lu-
brication system before start.
CAUTION
b. During starts in extreme cold weather (near -54°C
(-65°F)) , the following oil pressure characteristics are typi-
When starting an engine that has been ex- cal:
posed to low temperatures, watch for rise
in TGT TEMP within 45 seconds. If no (1) Oil pressure may remain at zero for the first 20
TGT TEMP rise is evident, manually to 30 seconds after initiating the start. Abort the
prime the engine and attempt another en- start if oil pressure does not register within 1
gine start. If there is no overboard fuel minute after initiating a start.
flow during prime, inspect for ice in the
sumps and filters. During cold weather (2) Once oil pressure begins to indicate on the
operation, allow longer warm-up period gage, it will increase rapidly and it will exceed
Change 4 8-23
TM 1-1520-253-10
the limit. This condition is normal. The time for the engine oil pressure caution light extinguishes, engine
oil pressure to decrease will depend on the am- oil pressure is acceptable.
bient temperature, but should be normal within
5 minutes after starting the engine. 8.42 IN-FLIGHT.
(3) Oil pressure may increase above the maximum 8.42.1 Thunderstorm Operation.
pressure limit if the engine is accelerated above
idle while oil temperature is within normal op-
erating range. The pressure will decrease to CAUTION
within the normal operating range as the oil
temperature increases.
Avoid flight in or near thunderstorms, es-
c. It is normal for the OIL FLTR BYPASS caution pecially in areas of observed or antici-
legend to be on when starting an engine with oil tempera- pated lightning discharges.
tures below normal because of high oil viscosity and the
a. Tests have shown that lightning strikes may result in
accumulation of oil filter contaminants. When the engine
loss of automatic flight controls (including stabilator), en-
oil temperature reaches about 38°C (100°F) during warm-
gine controls or electrical power. The high currents passing
up, the light should go off.
through the aircraft structure are expected to produce sec-
ondary effects whereby damaging voltage surges are
8.40.5 Taxiing. The helicopter should not be taxied until
coupled into aircraft wiring.
all engine temperatures and system pressures are within the
normal range. All taxiing should be done at low speeds b. If a lightning strike occurs whereby all aircraft elec-
with wide-radius turns. If the tires are frozen to the surface, trical power and electronics subsystems and controls are
a slight yawing motion induced by light pedal application lost (including the engine ECU and the engine-driven alter-
should break them free. Taxiing in soft snow requires nator), both engines go immediately to maximum power
higher than normal power. with no temperature limiter or overspeed protection.
DESERT AND HOT WEATHER OPERATION. 8.42.2 Turbulence.
Prolonged hovering flight in hot weather 35°C (95°F) at a. Recommended maximum turbulence penetration air-
higher gross weight may cause transmission oil temperature speeds. For moderate turbulence, limit airspeed to the MAX
to rise into the yellow precautionary range. Hovering op- RANGE (Chapter 7) or Vne minus 15 knots, whichever is
erations in the precautionary range under those conditions less.
may be considered normal.
b. In turbulent air - Maintain constant collective and use
8.41.1 Taxiing and Ground Operation. Braking and the vertical situation indicator as the primary pitch instru-
ground operation should be minimized to prevent system ment. The altimeter and vertical velocity indicator may vary
overheating. During ground operations, if engine oil pres- excessively in turbulence and should not be relied upon.
sure falls into the red gage range when the power control Airspeed indication may vary as much as 40 KIAS. By
lever is in the idle position and/or the engine oil pressure maintaining a constant power setting and a level-flight at-
caution light comes on when the power control lever is in titude on the vertical situation indicator, airspeed will re-
the idle position, slightly advance the power control lever. main relatively constant even when erroneous readings are
If the engine oil pressure returns to the yellow range and presented by the airspeed indicator.
8-24 Change 4
TM 1-1520-253-10
8.42.3 Ice and Rain Operation. enced during normal operation of the blade deice system
because of ice build-up. The crew should closely monitor
engine instruments to prevent exceeding limits and/or rotor
CAUTION droop. Significant power losses and increased fuel con-
sumption will occur with the activation of engine inlet anti-
icing systems. Refer to Chapter 7 for torque available. The
Operation in rain will result in significant main rotor hub and the blades collect ice before initiation of
damage to the blade erosion kit materials a deice cycle. When enough ice has collected on the blades,
and should be avoided. moderate vibration levels of short duration can be expected
in controls and airframe during normal deicing cycles. If
At airspeeds greater than 120 KIAS or the blade deice system is not operating, unbalanced loads of
during periods of reduced rain intensity ice, resulting from asymmetric shedding, may cause severe
the windshield wipers may slow notice- vibrations. However, these vibrations normally subside af-
ably. If this occurs, wipers must be ter 30 to 60 seconds when ice from other blades is shed.
parked immediately to avoid wiper motor
failure. d. ERFS When helicopter is equipped with external
extended range fuel system turn on pressure to OUTBD
8.42.4 In-Flight Icing. fuel tanks. This will prevent ice accumulation and assure
pneumatic pressure for fuel transfer.
CAUTION NOTE
After pressurizing the external extended

Activation of anti-ice systems after entry
range fuel tanks, DO NOT TURN OFF if
into potential icing conditions creates the
ambient temperature is below 4°C.
possibility of engine FOD caused by ice
shedding. The ice detector has been de-
signed primarily as a sensor to indicate 8.42.5 Ground Operations.
the requirement for activation of the
blade deice system. a. Strong gusty winds may cause increased flapping of
the main rotor blades during shutdown following an icing
a. All anti-ice systems must be turned on prior to enter- encounter, because the anti-flap restrainers may be frozen
ing visible moisture at ambient temperatures of 4°C (39°F) in the fly position.
or less.
b. During flight in icing conditions when droop stop
b. If icing conditions are encountered, turn on all anti- heaters are not installed or fail to operate properly, the
icing equipment immediately. If torque required increases droop stop hinges may become iced, resulting in the droop
20% above that required for level flight at the airspeed stops not returning to the static position during rotor coast
being maintained before entering icing, exit the icing envi- down. When the droop stops do not return to the static
ronment or land as soon as possible. A 20% torque increase position, the main rotor blades may droop to within 4 feet
indicates that normal autorotational rotor rpm may not be of the ground during shutdown. Strong gusty winds may
possible, should dual-engine failure occur. also cause excessive flapping of the main rotor blades, pre-
senting the additional hazard of potential contact with the
c. When the helicopter is equipped with an operating aft fuselage. If the droop stops are suspected to be stuck in
blade deice, and icing conditions are encountered, a recur- the fly position, caution must be taken during shutdown to
ring torque increase up to 14% per engine may be experi- be sure personnel remain clear of the helicopter.

TM 1-1520-253-10
CHAPTER 9
EMERGENCY PROCEDURES
Section I AIRCRAFT SYSTEMS
9.1 HELICOPTER SYSTEMS. c. The term AUTOROTATE is defined as adjusting the

flight controls as necessary to establish an autorotational
This section describes the helicopter systems emergen- descent and landing.
cies that may reasonably be expected to occur and presents
the procedures to be followed. Emergency operation of d. The term EMER ENG SHUTDOWN is defined as
mission equipment is contained in this chapter, insofar as engine shutdown without delay. Engine shutdown in flight
its use affects safety of flight. Emergency procedures are is usually not an immediate-action item unless a fire exists.
given in checklist form when applicable. A condensed ver- Before attempting an engine shutdown, identify the affected
sion of these procedures is contained in the condensed engine by checking ENG OUT warning lights, % RPM,
checklist TM 1-1520-253-CL. % TRQ, ENG OIL PRESS, TGT TEMP, and Ng
SPEED.
9.2 IMMEDIATE ACTION EMERGENCY STEPS.
1. ENG POWER CONT lever(s) - OFF.
NOTE
2. ENG FUEL SYS selector(s) - OFF.
The urgency of certain emergencies requires
immediate and instinctive action by the pi- 3. FUEL BOOST PUMP CONTROL switch(es)
lot. The most important single consideration - OFF.
is helicopter control. All procedures are sub-
ordinate to this requirement. The MASTER
CAUTION should be reset after each mal- CAUTION
function to allow systems to respond to sub-
sequent malfunctions. If time permits during
a critical emergency, transmit MAYDAY
If TGT rises above 538°C after shutdown,
call, set transponder to emergency, jettison
place AIR SOURCE HEAT/START
external stores if required, turn off boost
switch as required, turn ENGINE IGNI-
pumps, and lock shoulder harnesses.
TION switch OFF, and press starter to
motor engine for 30 seconds or until TGT
Those steps that shall be performed immediately in an
TEMP decreases below 538°C.
emergency situation are underlined. These steps must be
performed without reference to the checklist. Nonunder-
lined steps should be accomplished with use of the check- e. The term LOCKOUT is defined as manual control of
list. engine RPM while bypassing ECU functions. Bypass of the
engine control will be required when % RPM 1 or 2 de-
9.3 DEFINITION OF EMERGENCY TERMS. creases below normal demand speed.
For the purpose of standardization, these definitions shall

apply. CAUTION
a. The term LAND AS SOON AS POSSIBLE is de-

fined as landing at the nearest suitable landing area (e.g., When engine is controlled with ENG
open field) without delay. (The primary consideration is to POWER CONT lever in LOCKOUT, en-
ensure the survival of occupants.) gine response is much faster and TGT
limiting system is inoperative. Care must
b. The term LAND AS SOON AS PRACTICABLE is be taken not to exceed TGT limits and
defined as landing at a suitable landing area. (The primary keeping % RPM R and % RPM 1 and 2
consideration is the urgency of the emergency.) in operating range.
Change 4 9-1
TM 1-1520-253-10
ENG POWER CONT lever - Pull down and advance b. Cabin door window jettison. To provide emergency
full forward while maintaining downward pressure, then exit from the cabin, two jettisonable windows are installed
adjust to set % RPM R as required. Engine control mal- in each cabin door. To release the windows, a handle (un-
functions can result in % RPM R increasing or decreasing der a jettison lever guard) marked EMERGENCY EXIT
from normal demand speed. Under certain failure condi- PULL AFT, (left side; right side, PULL FWD) on the
tions, % TRQ, % RPM, and Ng SPEED may not be in- inside of the cabin door (Figure 9-1), is moved in the di-
dicating and the possibility of the ENG OUT warning light rection of the arrow, releasing the windows. The windows
and audio activating exists. The most reliable indication of can then be pushed out.
engine power will be TGT TEMP.
9.6 EMERGENCY EQUIPMENT (PORTABLE).
f. The term EMER APU START is defined as APU Emergency equipment consists of two hand held fire ex-
start to accomplish an emergency procedure. tinguishers, one crash ax, and three first aid kits, as shown
in Figure 9-1.
1. FUEL PUMP switch - APU BOOST.
9.7 ENGINE MALFUNCTION - PARTIAL OR COM-
2. APU CONTR switch - ON. PLETE POWER LOSS.
9.4 AFTER EMERGENCY ACTION.
After a malfunction of equipment has occurred, appro- WARNING

priate emergency actions have been taken and the helicop-
ter is on the ground, an entry shall be made in the Remarks Prior to movement of either power-
Section of DA Form 2408-13-1 describing the malfunction. control lever, it is imperative that the
Ground and flight operations shall be discontinued until malfunctioning engine and the corre-
corrective action has been taken. sponding power-control lever be identi-
fied. If the decision is made to shut down
9.5 EMERGENCY EXITS. an engine, take at least five full seconds
while retarding the ENG POWER CONT
Emergency exits are shown in Figure 9-1. Emergency lever from FLY to IDLE, monitoring %
exit release handles are yellow and black striped. TRQ, Ng SPEED, TGT TEMP, % RPM,
and ENG OUT warning light on.
WARNING The various conditions under which engine failure may

occur, prevent a standard procedure. A thorough knowl-
edge of emergency procedures and flight characteristics will
For helicopters without a roll-trim actua- enable the pilot to respond correctly and automatically in
tor, the cyclic shall be held at all times an emergency. The engine instruments often provide ample
with the rotor turning. In cases where warning of a malfunction before actual engine failure. The
emergency exit is required prior to rotor indications of engine malfunction, either partial or com-
coasting to a stop, make sure that the cy- plete power loss, may be as follows: Changes in affected
clic stick is centered until the last crew- engine % RPM, TGT TEMP, Ng SPEED, % TRQ, ENG
member can depart the cockpit. Since the OIL PRESS, % RPM R, LOW ROTOR RPM and/or
main rotor shaft has a 3° forward tilt, an ENG OUT warning lights and audio, and change in engine
exit to the right rear or left rear will pro- noise. The amount of change in each depends upon the type
vide the greatest rotor clearance safety. of failure, e.g., compressor stall, as opposed to complete
power loss on one or both engines.
a. Each cockpit door is equipped with a jettison system 9.8 FLIGHT CHARACTERISTICS.
for emergency release of the door assembly. Jettison is done
by pulling a handle marked EMERGENCY EXIT PULL, DUAL-ENGINE FAILURE: The flight characteristics
on the inside of the door (Figure 9-1). To release the door, and the required crewmember control responses after a
the jettison handle is pulled to the rear; the door may then dual-engine failure are similar to those during a normal
be jettisoned by kicking the lower forward corner of the power-on descent. Full control of the helicopter can be
door. maintained during autorotational descent. In autorotation,
9-2 Change 4
TM 1-1520-253-10
as airspeed increases above 70 - 80 KIAS, the rate of de- 9.10 SINGLE-ENGINE FAILURE.
scent and glide distance increase significantly. As airspeed
decreases below 64 KIAS, the rate of descent will increase
and glide distance will decrease.
WARNING
SINGLE-ENGINE FAILURE: When one engine has
failed, the helicopter can often maintain altitude and air- Do not respond to ENG OUT warning
speed until a suitable landing site can be selected. Whether light and audio until checking TGT
or not this is possible becomes a function of such combined TEMP, Ng SPEED, and % RPM 1 and 2.
variables as aircraft weight, density altitude, height above
ground, airspeed, phase of flight, single engine capability, 1. Collective - Adjust to maintain % RPM R.
and environmental response time and control technique
may be additional factors. In addition, these factors should
2. External cargo/stores - Jettison (if required).
be taken into consideration should the functioning engine
fail and a dual-engine failure results. If continued flight is not possible:
9.9 SINGLE-ENGINE FAILURE - GENERAL. 3. LAND AS SOON AS POSSIBLE.
If continued flight is possible:

WARNING
4. Establish single-engine airspeed.
When the power available during single 5. LAND AS SOON AS PRACTICABLE.

engine operation is marginal or less, con-
sideration should be given to jettisoning 9.11 ENGINE RESTART DURING FLIGHT.
the external stores. The engine anti-ice
and cabin heater switches should be After an engine failure in flight, an engine restart may be
turned off as necessary to ensure maxi- attempted. If it can be determined that it is reasonably safe
mum power is available on the remaining to attempt a start, the APU should be used. Use of a cross-
engine. bleed start could result in a power loss of up to 18% on the
operational engine.
Crewmember recognition of a single-engine failure and
subsequent action are essential and should be based on the 9.12 DUAL-ENGINE FAILURE - GENERAL.
following general guidelines. At low altitude and low air-
speed, it may be necessary to lower the collective only a. If both engines fail, immediate action is required to
enough to maintain % RPM R (normal range). At higher make a safe autorotative descent. The altitude and airspeed
altitude, however, the collective may be lowered signifi- (Figure 9-3) at which a two-engine failure occurs will dic-
cantly to increase % RPM R to 100 percent. When hover- tate the action to be taken. After the failure, main rotor rpm
ing in ground effect, the collective should be used only as will decay rapidly and the aircraft will yaw to the left.
required to cushion the landing, and the primary consider- Unless a two-engine failure occurs near the ground, it is
ation is in maintaining a level attitude. In forward flight at mandatory that autorotation be established immediately.
low altitude (as in takeoff), when a single-engine capability During cruise, reduce collective immediately to regain %
to maintain altitude does not exist, a decelerating attitude RPM R and then adjust as required to maintain % RPM
will initially be required to prepare for landing. Conversely, within power off rotor speed limits. The cyclic should be
if airspeed is low and altitude sufficient, the helicopter adjusted as necessary to attain and maintain the desired
should be placed in an accelerating attitude to gain suffi- airspeed. The recommended airspeed for autorotation is 80
cient airspeed for single-engine fly away to a selected land- KIAS. Autorotation below 80 knots is not recommended
ing site. The light regions in the height velocity avoid re- because the deceleration does not effectively arrest the rate
gion diagram (Figure 9-2) define the ground speed and of descent. Adjusting the cyclic and collective control to
wheel-height combinations that will permit a safe landing maintain 100 % RPM R and 110 KIAS (100 KIAS high
in the event of an engine failure for various gross weights drag) will result in achieving the maximum glide distance.
at both sea level 15°C (59°F), and 4,000 feet/35°C (95°F), A landing area must be selected immediately after both
ambient condition. engines fail. Throughout the descent, adjust collective as
Change 4 9-3
TM 1-1520-253-10
A
S
LB
25
FIRE AD
FIRST AID KIT X LO
EXTINGUISHER MA
(COCKPIT)
BS
0L
D1
PILOT’S XL
OA
FIRST SEAT MA LB
S
10
AD
AID KIT X LO
MA S
FIRE BOTTLE LB
10
AD
X LO
MA
S
LB
20
AD
COPILOT’S X LO
MA
SEAT
BS
0L
D2
OA
XL
MA
BS
0L
D2
OA
XL
MA
CRASH AXE
D
OA
XL S
MA0 LB
4
FIRST
AID KIT
VIEW LOOKING FORWARD

AB1092_1
SA
Figure 9-1. Emergency Exits and Emergency Equipment Diagram (Sheet 1 of 3)
9-4
TM 1-1520-253-10
HANDLE MUST BE
IN "CLOSE" POSITION
BEFORE CLOSING
DOOR
CABIN AND COCKPIT

E DOORS EXTERIOR HANDLE
D
BE
ST ION
MU SIT
LE PO
ND E" G
HA LOS SIN
"C LO
IN RE C
F O
BE
OR
DO
ED
CK
LO E
OS
CL EN
OP
DOOR LATCH LEVER

HANDLE
D
CABIN DOOR HANDLE MUST BE

IN "CLOSE" POSITION
(SAME FOR RIGHT SIDE) BEFORE CLOSING
DOOR
FWD
CABIN DOOR
F INTERIOR RELEASE HANDLE
VIEW LOOKING OUTBOARD
LEFT SIDE
E (SAME FOR RIGHT SIDE)
DOOR
HANDLE KEY SLOT
OPEN EMERG EXIST DOOR USE ONLY
WHEN SHIPS BLADES ARE AT A FULL STOP.
POSITION OTHERWISE YOU COULD LOOSE YOUR HEAD.

SFDGH 6YUOIP 890PO0P
JETTISON LOCKED
EMERGENCY EXIT LEVER
GUARD CLOSE
UNLOCKED PULL AFT OPEN
POSITION LOCKED
POSITION
FWD
FWD
CABIN DOOR WINDOW JETTISON LEVER CABIN DOOR

VIEW LOOKING OUTBOARD EXTERIOR RELEASE HANDLE
LEFT SIDE
(RIGHT SIDE PULL FWD) VIEW LOOKING INBOARD
LEFT SIDE
(SAME FOR RIGHT SIDE) AB1092_2
SA
9-5
TM 1-1520-253-10
D D
FW FW
WINDOW
EMERGENCY
EXIT STRAP
JETTISON
LEVER
JETTISON
LEVER
KEY SLOT
KEY SLOT
EM
ER
EM G ED
EX CK
LO
ER IT
G ED PU
EX K EN
OC E OP
IT L LL
CL
OS EXTERIOR
PU EN
E OP RELEASE
LL
CL
OS EXTERIOR N LL
HANDLE
RELEASE
WHE A FU
LY TO LL
E ON ME A
FU
US CO TO LL
IST, ES FU
EX AD COME A
G BL TO
ER R ES
EM OPTE AD COME
HANDLE
BL
LIC R ES
HE OPTE AD
BL
LIC TER
N LL HE
OP
WHE A FU LIC
LY TO LL HE
E ON ME A
FU
US CO TO LL
IST, ES FU
EX AD COME A
G BL TO
ER R ES
EM OPTE AD COME
BL
LIC R ES
HE OPTE AD
BL
LIC TER
HE
OP
LIC
HE
(IF INSTALLED)
CABIN DOOR
INTERIOR JETTISON LEVER
VIEW LOOKING INBOARD
LEFT SIDE
(SAME FOR RIGHT SIDE)
H
FWD
HANDLE MUST BE OPEN

IN "CLOSE"POSITION
BEFORE CLOSING
DOOR
CLOSE
LOCKED
INTERIOR COCKPIT DOOR RELEASE

HANDLE
VIEW LOOKING OUTBOARD
LEFT SIDE
(SAME FOR RIGHT SIDE) AB1092_3
SA
9-6
TM 1-1520-253-10
necessary to maintain % RPM R within normal range. 9.14 DECREASING % RPM R.

Figure 5-1 shows the rotor limitations. % RPM R should
be maintained at or slightly above 100 percent to allow If an engine control unit fails to the low side and the
ample rpm before touchdown. other engine is unable to provide sufficient torque, % RPM
R will decrease.
b. Main rotor rpm will increase momentarily when the
cyclic is moved aft with no change in collective pitch set-
CAUTION
ting. An autorotative rpm of approximately 100 percent
provides for a good rate of descent. % RPM R above 100
percent will result in a higher rate of descent. At 50 to 75
When engine is controlled with engine
feet AGL, use aft cyclic to decelerate. This reduces air-
power-control lever in lockout, engine re-
speed and rate of descent and causes an increase in %
sponse is much faster and the TGT limit-
RPM R. The degree of increase depends upon the amount
ing system is inoperative. Care must be
and rate of deceleration. An increase in % RPM R can be
taken not to exceed TGT limits and keep-
desirable in that more inertial energy in the rotor system
ing % RPM R and % RPM 1 and 2 in
will be available to cushion the landing. Ground contact
operating range.
should be made with some forward speed. Pitch attitudes
up to 25° at the point of touchdown normally result in an
adequate deceleration and safe landing. If a rough area is NOTE
selected, a steeper deceleration and a touchdown speed as
close to zero as possible should be used. With pitch attitude If %RPM R reduces from 100% to 95-96%
beyond 25° there is the possibility of ground contact with during steady flight, check %TRQ 1 and 2.
the stabilator trailing edge. It is possible that during the If %TRQ 1 and 2 are equal, attempt to in-
autorotative approach, the situation may require additional crease %RPM R with RPM trim switch.
deceleration. In that case, it is necessary to assume a land-
ing attitude at a higher altitude than normal. Should both 1. Collective - Adjust to control % RPM R.
engines fail at low airspeed, initial collective reduction may
vary widely. The objective is to reduce collective as neces- 2. ENG POWER CONT lever - LOCKOUT low
sary to maintain % RPM R within normal range. In some % TRQ/TGT TEMP engine. Maintain %
instances at low altitude or low airspeed, settling may be so TRQ approximately 10% below other engine.
rapid that little can be done to avoid a hard-impact landing.
In that case, it is critical to maintain a level landing attitude. 3. LAND AS SOON AS PRACTICABLE.
Cushion the landing with remaining collective as helicopter
settles to the ground. At slow airspeeds, where altitude per- 9.15 INCREASING % RPM R.
mits, apply forward cyclic as necessary to increase airspeed
% RPM R increasing will result from an engine control
to about 80 KIAS. Jettison external cargo and stores as
system failing to the high side. % RPM 1 and 2 (Np) will
soon as possible to reduce weight and drag, improve au-
increase with the rotor % RPM R. Increasing the collective
torotational performance, and reduce the chance of damage
will probably increase the malfunctioning engine’s TGT
to the helicopter on landing.
TEMP above 900°C. If an engine control unit fails to the
high side:
9.13 DUAL-ENGINE FAILURE.
1. ENG POWER CONT lever - Retard high %

TRQ/TGT TEMP engine, maintain % TRQ
WARNING approximately 10% below other engine.
2. LAND AS SOON AS PRACTICABLE.

Do not respond to ENG OUT warning
lights and audio until checking TGT If the affected engine does not respond to ENG
TEMP and % RPM R. POWER CONT lever movement in the range between
FLY and IDLE, the HMU may be malfunctioning inter-
AUTOROTATE. nally.
Change 4 9-7
TM 1-1520-253-10
UH−60Q
HEIGHT VELOCITY AVOID REGIONS
EXAMPLE SINGLE−ENGINE FAILURE
SEA LEVEL STANDARD
WANTED: 650
A TAKEOFF PROFILE WHICH WILL 600

PERMIT A SAFE LANDING AFTER
AN ENGINE SUDDENLY BECOMES 550
INOPERATIVE.
500 AVOID AREA
KNOWN: 450
WHEEL HEIGHT ~ FT
400
AIRCRAFT GROSS WEIGHT = 22,000 LBS
AMBIENT CONDITIONS: GROSS
350 WEIGHT
TEMPERATURE = 15oC
PRESSURE ALTITUDE = SEA LEVEL ~ 1000 LBS
300
WIND = 0 KTS
250
METHOD:
200
TRACE ALONG GROSS WEIGHT LINE D
NOTING WHEEL HEIGHT / AIRSPEED 150 16,000 18,000 20,000 22,000
COMBINATIONS WHICH WILL KEEP LB LB LB LB
THE TAKEOFF PROFILE BELOW AND 100
TO THE RIGHT OF THE AVOID REGION.
50
A B C
POINT AIRSPEED WHEEL HEIGHT
A 10 10 0
B 20 10 0 10 20 30 40 50 60 70
C 30 15
D 42 155 AIRSPEED ~ KTS
4000 FT 35 O C (95 o F)
850
800
750
AVOID AREA
700
650
600
550
WHEEL HEIGHT ~ FT
500
450
GROSS
WEIGHT
400
~ 1000 LBS
350
300
22,000
250 LB
200
150 12,000 14,000 16,000 18,000 20,000

LB LB LB LB LB
100
50
NOTE:
0
BASED ON AN ETF OF .85 OF 0 10 20 30 40 50 60 70
MAXIMUM RATED POWER.
AIRSPEED ~ KTS AB0838
DATA BASIS: CALCULATED SA
Figure 9-2. Height Velocity Diagram
9-8
TM 1-1520-253-10
AUTOROTATION
CLEAN CONFIGURATION
100% RPM R ZERO WIND
.75
NAUTICAL MILES PER 1000 FT
.70
GLIDE RATIO ~
.65
A GR VARIATION
OF .05 MAY
.60 RESULT FROM
FLIGHT CONDITION
AIRSPEED FOR
ABOVE / BELOW
MAXIMUM GLIDE THE NOMINAL
.55 110 KIAS
.50
A R / D VARIATION
4600 OF 300 FT / MIN
MAY RESULT
FROM FLIGHT
4400 CONDITIONS
ABOVE / BELOW
THE NOMINAL
4200
MAXIMUM
AUTOROTATION
4000 AIRSPEED FOR
GW’S ABOVE
16825 LB
3800
3600
MAXIMUM
3400 AIRSPEED
FOR GW’S
UP TO
3200 16825 LB
RECOMMENDED
3000 AUTOROTATIONAL
AIRSPEED = 80 KIAS
GROSS
2800 WEIGHT
~ 1000 LB
22
2600
20
2400 18
16
2200 14
12
2000
30 40 50 60 70 80 90 100 110 120 130 140 150
INDICATED AIRSPEED ~ KNOTS
EXAMPLE
WANTED: KNOWN: METHOD:
RATE OF DESCENT AND GLIDE RATIO IN STEADY RPM R = 100% A. ENTER AUTOROTATION CHART AT 130 KIAS,
STATE AUTOROTATION AT IAS’S OF: GROSS WEIGHT = 18,000 LB MOVE UP TO INTERSECTION OF R / D LINE,
A. 130 KIAS MOVE LEFT, READ RD = 3,560 FT / MIN
B. 50 KIAS B. ENTER AUTOROTATION CHART AT 50 KIAS,
MOVE UP TO 18,000 LB GW LINE, MOVE LEFT,
READ R / D = 2,325 FT / MIN
THE GLIDE RATIO IS NOT PROVIDED FOR LOW
AIRSPEEDS AA0322B
Figure 9-3. Autorotative Glide Distance Chart
9-9
TM 1-1520-253-10
AUTOROTATION
HIGH DRAG CONFIGURATION
100% RPM R ZERO WIND
NOTE: DASH LINE FOR FERRY

MISSION ONLY
.75
NAUTICAL MILES TRAVELED
PER 1000 FT ALTITUDE LOSS
.70
GLIDE RATIO ~ GR
.65
.60
.55
AIRSPEED FOR
MAXIMUM GLIDE
.50 100 KIAS
.45
4600
4400
4200
4000
MAXIMUM
AIRSPEED
3800 FOR GW’S
RATE OF DESCENT ~ FT / MIN
UP TO
16,825 LB
3600
3400
3200
RECOMMENDED
GROSS WEIGHT AUTOROTATIONAL MAXIMUM
= 1000 LB AIRSPEED = AUTOROTATION
3000 80 KIAS AIRSPEED FOR
GW’S ABOVE
16,825 LB
24
2800
22
2600
20
2400 18
16
14
2200
2000
40 60 80 100 120 140
DATA BASIS: FLIGHT TEST INDICATED AIRSPEED ~ KNOTS AA1253A

SA
Figure 9-4. Autorotative Glide Distance Chart-High Drag
9-10
TM 1-1520-253-10
If this occurs: 9.17 % TRQ SPLIT BETWEEN ENGINES 1 AND 2.
3. Establish single engine airspeed. It is possible for a malfunction to occur that can cause a
% TRQ split between engines without a significant change
4. Perform EMER ENG SHUTDOWN (affected in % RPM R. The % TRQ split can be corrected by manual
engine). control of the ENG POWER CONT lever on the affected
engine.
5. Refer to single engine failure emergency proce-
dure. 1. If TGT TEMP of one engine exceeds the lim-
iter 849°C, retard ENG POWER CONT lever
9.16 % RPM INCREASING/DECREASING (OSCIL- on that engine to reduce TGT TEMP. Retard
LATION). the ENG POWER CONT lever to maintain
torque of the manually controlled engine at ap-
It is possible for a malfunction to occur that can cause proximately 10% below the other engine.
the affected engine to oscillate. The other engine will re-
spond to the change in power by also oscillating, usually 2. If TGT TEMP limit on either engine is not
with smaller amplitudes. The engine oscillations will cause exceeded, slowly retard ENG POWER CONT
torque oscillations. The suggested pilot corrective action is lever on high % TRQ engine and observe %
to pull back the ENG POWER CONT lever of the sus- TRQ of low power engine.
pected engine until oscillation stops. If the oscillation con-
tinues, the ENG POWER CONT lever should be returned 3. If % TRQ of low power engine increases,
to FLY position and the other ENG POWER CONT lever ENG POWER CONT lever on high power en-
pulled back until the oscillation ceases. Once the malfunc- gine - Retard to maintain % TRQ approxi-
tioning engine has been identified, it should be placed in mately 10% below other engine (The high
LOCKOUT and controlled manually. power engine has been identified as a high side
failure).
1. Slowly retard the ENG POWER CONT lever
on the suspected engine. 4. If % TRQ of low power engine does not in-
crease, or % RPM R decreases, ENG
If the oscillation stops: POWER CONT lever - Return high power en-
gine to FLY (The low power engine has been
2. Place that engine in LOCKOUT and manually identified as a low side failure).
control the power.
5. If additional power is required, low power
3. LAND AS SOON AS PRACTICABLE. ENG POWER CONT lever, momentarily
move to LOCKOUT and adjust to set % TRQ
If the oscillation continues: approximately 10% below the other engine.
4. Place the ENG POWER CONT lever back to 6. LAND AS SOON AS PRACTICABLE.
FLY and retard the ENG POWER CONT le-
ver of the other engine. 9.18 ENGINE COMPRESSOR STALL.
When the oscillation stops: An engine compressor stall is normally recognized by a

noticeable bang or popping noise and possible aircraft yaw.
5. Place the engine in LOCKOUT, manually con- These responses are normally accompanied by the rapid
trol the power. increase in TGT TEMP and fluctuations in Ng SPEED, %
TRQ, and % RPM reading for the affected engine. In the
6. LAND AS SOON AS PRACTICABLE. event of a compressor stall:
Change 4 9-11
TM 1-1520-253-10
1. Collective - Reduce. 3. Refer to single-engine failure emergency proce-

dure.
If condition persists:
9.21 LIGHTNING STRIKE.
2. ENG POWER CONT lever (affected engine) -
Retard (TGT TEMP should decrease.)
WARNING
3. ENG POWER CONT lever (affected engine) -
FLY.
If stall condition recurs: Lightning strikes may result in loss of au-

tomatic flight control functions, engine
controls, and/or electric power.
4. EMER ENG SHUTDOWN (affected engine).
Lightning strike may cause one or both engines to im-
5. Refer to single-engine failure emergency proce-
dure. mediately produce maximum power with no TGT TEMP
limiting or overspeed protection. Systems instruments may
9.19 ENGINE OIL FILTER BYPASS CAUTION LEG- also be inoperative. If this occurs, the flight crew would
END ON, ENGINE CHIP CAUTION LEGEND ON, have to adjust to the malfunctioning engine(s) power-
ENG OIL PRESS HIGH/LOW, ENGINE OIL TEMP control lever(s) as required to control % RPM by sound
HIGH, ENGINE OIL TEMP CAUTION LEGEND ON, and feel. If practical, the pilot should reduce speed to 80
ENGINE OIL PRESS CAUTION LEGEND ON. KIAS. This will reduce the criticality of having exactly
correct rotor speed 100%.
1. ENG POWER CONT lever - Retard to reduce
torque on affected engine. 1. ENG POWER CONT levers - Adjust as re-
quired to control % RPM.
If oil pressure is below minimum limits or if oil tem-
perature remains above maximum limits: 2. LAND AS SOON AS POSSIBLE.
2. EMER ENG SHUTDOWN (affected engine). 9.22 ROTORS, TRANSMISSIONS AND DRIVE SYS-
TEMS.
3. Refer to single-engine failure emergency proce-
dure. 9.22.1 Loss of Tail Rotor Thrust. Failure of the tail
rotor gearbox, intermediate gearbox or tail rotor drive shaft
9.20 ENGINE HIGH-SPEED SHAFT FAILURE. will result in a loss of tail rotor thrust. The nose of the
helicopter will yaw right regardless of the airspeed at which
Failure of the shaft may be complete or partial. A partial the failure occurs. Continued level flight may not be pos-
failure may be characterized at first by nothing more than a sible following this type failure. Loss of tail rotor thrust at
loud high-speed rattle and vibration coming from the en- low speed will result in rapid right yaw. At higher airspeed,
gine area. A complete failure will be accompanied by a right yaw may develop more slowly but will continue to
loud bang that will result in a sudden % TRQ decrease to increase. Autorotation should be entered promptly. ENG
zero on the affected engine. % RPM of affected engine POWER CONT levers retard to OFF position during de-
will increase until overspeed system is activated. celeration. Every effort should be made to establish and
maintain an autorotative glide at or above 80 KIAS. This
1. Collective - Adjust. will maximize the effectiveness of the deceleration during
the landing sequence. If autorotation entry is delayed, large
2. EMER ENG SHUTDOWN (affected engine). sideslip angles can develop causing low indicated airspeed
Do not attempt to restart. with the stabilator programming down. This can make it
9-12 Change 4
TM 1-1520-253-10
more difficult to establish or maintain adequate autorotative degrees of pitch. This will allow trimmed flight at about 25
airspeed. KIAS and 145 KIAS (these speeds will vary with gross
weight). At airspeed below 25 and above 145 KIAS, right
1. AUTOROTATE. yaw can be controlled by reducing collective. Between 25
and 145 KIAS, left yaw can be controlled by increasing
2. ENG POWER CONT levers - OFF (when in- collective.
tended point of landing is assured).
b. A shallow approach to a roll-on landing technique is
9.22.2 Loss of Tail Rotor Thrust at Low Airspeed/ recommended. During the approach, a yaw to the left will
Hover. occur. As the touchdown point is approached, a mild decel-
eration should be executed to reduce airspeed. As collective
Loss of tail rotor thrust at slow speed may result in is increased to cushion touchdown, the nose of the helicop-
extreme yaw angles and uncontrolled rotation to the right. ter will yaw right. Careful adjustment of collective and de-
Immediate collective pitch reduction should be initiated to celeration should allow a tail-low touchdown with approxi-
reduce the yaw and begin a controlled rate of descent. If the mate runway alignment. Upon touchdown, lower collective
helicopter is high enough above the ground, initiate a carefully. Use brakes to control heading.
power-on descent. Collective should be adjusted so that an
acceptable compromise between rate of turn and rate of 1. Collective - Adjust.
descent is maintained. At approximately 5 to 10 feet above
touchdown, initiate a hovering autorotation by moving the 2. LAND AS SOON AS PRACTICABLE.
ENG POWER CONT levers - OFF.
9.22.5 Pedal Bind/Restriction or Drive With No Ac-
1. Collective - Reduce.
companying Caution Legend. If pedal binding,
restriction, or driving occurs with no caution light the cause
2. ENG POWER CONT levers - OFF (5 to 10 may not be apparent. A Stability Augmentation System/
feet above touchdown).
Flight Path Stabilization (SAS/FPS) computer induced yaw
9.22.3 TAIL ROTOR QUADRANT Caution Legend trim malfunction can produce about 30 pounds at the pedal.
On With No Loss of Tail Rotor Control. An internally jammed yaw trim actuator can produce up to
80 pounds until clutch slippage relieves this force. The pilot
can override any yaw trim force by applying opposite pedal
firmly and then turning off trim. A malfunction within the
WARNING yaw boost servo or tail rotor servo can produce much higher
force at the pedals and the affected servo must be turned
If the helicopter is shut down and/or hy- off. Hardover failure of the yaw boost servo will increase
draulic power is removed with one tail control forces as much as 250 pounds on the pedals.
rotor cable failure, disconnection of the
other tail rotor cable will occur when 1. Apply pedal force to oppose the drive.
force from the boost servo cannot react
against control cable quadrant spring ten- 2. TRIM switch - Off.
sion. The quadrant spring will displace
If normal control forces are not restored:
the cable and boost servo piston enough
to unlatch the quadrant cable.
3. BOOST switch - Off.
Loss of one tail rotor cable will be indicated by illumi-
If control forces, normal for boost off flight are not re-
nation of TAIL ROTOR QUADRANT caution legend.
stored:
No change in handling characteristics should occur.
LAND AS SOON AS PRACTICABLE. 4. BOOST switch - ON.
9.22.4 TAIL ROTOR QUADRANT Caution Legend 5. TAIL SERVO switch - BACKUP, if tail rotor
On With Loss of Tail Rotor Control. is not restored.
a. If both tail rotor control cables fail, a centering spring a. If the tail rotor quadrant becomes jammed,
will position the tail rotor servo linkage to provide 10-1/2 collective control is available, except that
9-13
TM 1-1520-253-10
low collective with right pedal or high col- 2. BACKUP HYD PUMP switch - ON.
lective with a left pedal will be restricted.
With a quadrant jam, complete collective 3. LAND AS SOON AS PRACTICABLE.
travel is available for most control combi-
nations, provided the pedals are allowed to 9.22.7 MAIN XMSN OIL PRESS Caution Legend
move as the collective is displaced. On/XMSN OIL PRESS LOW/XMSN OIL TEMP HIGH
or XMSN OIL TEMP Caution Legend On. Loss of
b. If tail rotor pitch becomes fixed during de- cooling oil supply will lead to electrical and/or mechanical
creased power situations (right pedal ap- failure of main generators. If the malfunction is such that
plied), the nose of the helicopter will turn oil pressure decays slowly, the generators may fail before
to the right when power is applied, possi- MAIN XMSN OIL PRESS caution legend goes on.
bly even greater than complete loss of tail
rotor thrust. Some conditions may require 1. LAND AS SOON AS POSSIBLE.
entry into autorotation to control yaw rate.
If continued flight is possible, a shallow If time permits:
approach at about 80 KIAS to a roll-on
landing should be made. As the touchdown 2. Slow to 80 KIAS.
point is approached, a mild deceleration
should be executed at about 15 to 25 feet 3. EMER APU START.
to reduce airspeed to about 40 KIAS. As
collective is increased to cushion touch- 4. GENERATORS NO. 1 and NO. 2 switches -
down, the nose of the helicopter will turn OFF.
to the right. Careful adjustment of collec-
tive and deceleration should allow a tail- 9.22.8 CHIP INPUT MDL LH or RH Caution Legend
low touchdown with approximate runway On.
alignment. Upon touchdown, lower collec-
tive carefully and use brakes to control
1. ENG POWER CONT lever on affected engine
heading. - IDLE.
c. If tail rotor pitch becomes fixed during in-
2. LAND AS SOON AS POSSIBLE.
creased power situations (left pedal ap-
plied), the nose of the helicopter will turn
left when collective is decreased. Under 9.22.9 CHIP MAIN MDL SUMP, CHIP ACCESS MDL
these conditions, powered flight to a pre- LH or RH, CHIP TAIL XMSN or CHIP INT XMSN/
pared landing site and a powered landing is TAIL XMSN OIL TEMP or INT XMSN OIL TEMP Cau-
possible since the sideslip angle will prob- tion Legend On.
ably be corrected when power is applied
for touchdown. Adjust approach speed and LAND AS SOON AS POSSIBLE.
rate of descent to maintain a sideslip angle
of less than 20°. Sideslip angle may be re- 9.23 FIRE.
duced by either increasing airspeed or col-
lective. Execute a decelerated touchdown
tailwheel first, and cushion landing with WARNING
collective. Upon touchdown, lower collec-
tive carefully and use brakes to control
heading. If AC electrical power is not available,
only the reserve fire bottle can be dis-
6. LAND AS SOON AS PRACTICABLE. charged and fire extinguishing capability
for the #2 engine will be lost.
9.22.6 #1 TAIL RTR SERVO Caution Legend On
and BACK-UP PUMP ON Advisory Legend Off or The safety of helicopter occupants is the primary con-
#2 TAIL RTR SERVO ON Advisory Legend Off. Au- sideration when a fire occurs; therefore, it is imperative that
tomatic switch-over did not take place. every effort be made to extinguish the fire. On the ground,
it is essential that the engine be shut down, crew and pas-
1. TAIL SERVO switch - BACKUP. sengers evacuated, and fire fighting begun immediately. If
9-14 Change 4
TM 1-1520-253-10
time permits, a 9May Day9 radio call should be made before circuit may be isolated by selectively turning off electrical
the electrical power is OFF to expedite assistance from fire- equipment and/or pulling circuit breakers.
fighting equipment and personnel. If the helicopter is air-
borne when a fire occurs, the most important single action 1. BATT and GENERATORS switches - OFF.
that can be taken by the pilot is to land. Consideration must
be given to jettisoning external stores and turning FUEL 2. LAND AS SOON AS POSSIBLE.
BOOST PUMPS and XFER PUMPS off prior to landing.
9.24 SMOKE AND FUME ELIMINATION.
9.23.1 Engine/Fuselage Fire On Ground.
Smoke or fumes in the cockpit/cabin can be eliminated
1. ENG POWER CONT levers - OFF. as follows:
2. ENG EMER OFF handle - Pull if applicable. 1. Airspeed - 80 KIAS or less.
3. FIRE EXTGH switch - MAIN/RESERVE as 2. ECS panel switches - OFF.

required.
3. Cabin doors - Open.
9.23.2 APU Compartment Fire.
1. APU fire T-handle - Pull.
9.25 FUEL SYSTEM.
2. FIRE EXTGH switch - MAIN/RESERVE as
required. 9.25.1 #1 or #2 FUEL FLTR BYPASS Caution Leg-
end On.
9.23.3 APU OIL TEMP HI Caution Legend On.
1. ENG FUEL SYS selector on affected engine -
APU CONTR switch - OFF. Do not attempt restart XFD.
until oil level has been checked.
9.23.4 Engine Fire In Flight.
9.25.2 #1 and #2 FUEL FLTR BYPASS Caution
Legends On.
WARNING LAND AS SOON AS POSSIBLE.
9.25.3 #1 FUEL LOW and #2 FUEL LOW Caution

Attempt to visually confirm fire before en- Legends On.
gine shutdown or discharging extinguish-
ing agent. LAND AS SOON AS PRACTICABLE.
1. ENG POWER CONT lever (affected engine) - 9.25.4 #1 or #2 FUEL PRESS Caution Legend On.
OFF.
a. If the legend illuminates, flameout is possible. Do not
2. ENG EMER OFF handle - Pull. make rapid collective movements. This emergency proce-
dure has been written to include corrective action for criti-
3. FIRE EXTGH switch - MAIN/RESERVE as cal situations. Critical situations are those where the loss of
required. an engine represents a greater hazard than the possibility of
pressurizing a fuel leak.
If the legend illuminates and the situation is critical:
9.23.5 Electrical Fire In Flight. Prior to shutting off all
electrical power, the pilot must consider the equipment that 1. FUEL BOOST PUMP CONTROL switches -
is essential to a particular flight environment which will be NO. 1 PUMP and NO. 2 PUMP - ON.
affected, e.g., flight instruments, flight controls, etc. If a
landing cannot be made as soon as possible the affected 2. LAND AS SOON AS PRACTICABLE.
Change 4 9-15
TM 1-1520-253-10
b. This portion of the emergency procedure has been 9.26.2 #1 or #2 GEN Caution Legend On.
written to provide the best method of isolating the cause of
the failure and prescribing the proper corrective action
when the situation is not critical. This portion of the emer- CAUTION
gency procedure assumes the FUEL BOOST PUMP
CONTROL switches are OFF when the malfunction oc-
curs. When the #1 ac generator is failed, and
the backup pump circuit breaker is out,
If the situation is not critical: turn off ac electrical power before reset-
ting the backup pump power circuit
1. ENG FUEL SYS selector on affected engine - breaker, to avoid damaging the current
XFD. limiters.
If legend stays on: 1. Affected GENERATORS switch RESET;

then ON.
NO. 1 PUMP and NO. 2 PUMP - ON. If caution legend remains on:
If legend stays on: 2. Affected GENERATORS switch - OFF.
3. FUEL BOOST PUMP CONTROL switches - 9.26.3 #1 and #2 CONV Caution Legends On.
NO. 1 PUMP and NO. 2 PUMP - OFF.
1. Unnecessary dc electrical equipment - OFF.
NOTE
9.26 ELECTRICAL SYSTEM.
When only battery power is available, bat-
9.26.1 #1 and #2 Generator Failure (#1 and #2 tery life is about 38 minutes day and 24 min-
CONV and AC ESS BUS OFF Caution Legends On). utes night for a battery 80% charged.
1. SAS 1 switch - Press off. 2. LAND AS SOON AS PRACTICABLE.
2. Airspeed - Adjust (80 KIAS or less). 9.26.4 BATTERY FAULT Caution Legend On.
3. GENERATORS NO. 1 and NO. 2 switches - 1. BATT switch - OFF; then ON. If BATTERY
RESET; then ON. FAULT caution legend goes on, cycle BATT
switch no more than two times.
If caution legends remain on:
If legend remains on:
4. GENERATORS NO. 1 and NO. 2 switches -
OFF. 2. BATT switch - OFF.
5. EMER APU START. 9.26.5 BATT LOW CHARGE Caution Legend On.
BATT LOW CHARGE caution legend on indicates
6. SAS 1 switch - ON. charge is at or below 40%.
7. LAND AS SOON AS PRACTICABLE. If legend goes on after ground APU start:
9-16
TM 1-1520-253-10
1. BATT switch - OFF; then ON to reset charger SVO OFF switch on either collective control head in 1ST
analyzer logic. About 30 minutes may be re- STG or 2ND STG position. Before initiating emergency
quired to recharge battery. procedure action, the pilots should check that both SVO
OFF switches are centered.
If legend goes on in flight:
LAND AS SOON AS POSSIBLE.
2. BATT switch - OFF, to conserve remaining
battery charge. 9.27.6 #1 RSVR LOW and #1 HYD PUMP Caution
Legends On With BACK-UP PUMP ON Advisory
9.27 HYDRAULIC SYSTEM. Legend On.
9.27.1 #1 HYD PUMP Caution Legend On. 1. LAND AS SOON AS PRACTICABLE.
1. TAIL SERVO switch - BACKUP; then NOR- If the BACK-UP RSVR LOW caution legend also goes
MAL. on:
2. LAND AS SOON AS PRACTICABLE. 2. SVO OFF switch - 1ST STG.
9.27.2 #2 HYD PUMP Caution Legend On.
1. POWER ON RESET switches - Simulta-

WARNING
neously press, then release.
If #2 PRI SERVO PRESS caution legend
2. LAND AS SOON AS PRACTICABLE. goes on, establish landing attitude, mini-
mize control inputs and begin a descent.
9.27.3 #1 and #2 HYD PUMP Caution Legends On.
LAND AS SOON AS POSSIBLE. Restrict
control movement to moderate rates. 9.27.7 #2 RSVR LOW and #2 HYD PUMP Caution
Legends On With BACK-UP PUMP ON Advisory
9.27.4 #1 or #2 HYD PUMP Caution Legend On and Legend On.
BACK-UP PUMP ON Advisory Legend Off. Loss of
both the No. 1 hydraulic pump and backup pump results in 1. POWER ON RESET switches - Simulta-
both stages of the tail-rotor servo being unpressurized. The neously press then release.
yaw boost servo is still pressurized and the mechanical con-
trol system is still intact allowing limited tail-rotor control. 2. LAND AS SOON AS PRACTICABLE.
Because of the limited yaw control range available, a
roll-on landing 40 KIAS or above is required. Loss of both If BACK-UP RSVR LOW caution legend also goes on:
the No. 2 hydraulic pump and the backup pump results in
the loss of pilot-assist servos. 3. SVO OFF switch - 2ND STG.
1. Airspeed - Adjust to a comfortable airspeed.
2. BACKUP HYD PUMP switch - ON.

WARNING
If BACK-UP PUMP ON advisory legend remains off: If #1 PRI SERVO PRESS caution legend
goes on, establish landing attitude, mini-
3. FPS and BOOST switches - Off (for #2 HYD mize control inputs, and begin a descent.
PUMP caution legend).
9.27.8 #2 RSVR LOW Caution Legend On.
9.27.5 #1 or #2 PRI SERVO PRESS Caution Leg-
end On. Illumination of #1 or #2 PRI SERVO PRESS Pilot assist servos will be isolated; if they remain iso-
caution legend can be caused by inadvertently placing the lated, proceed as follows:
Change 4 9-17
TM 1-1520-253-10
1. BOOST and FPS switches - Off. 9.28.2 Ditching - Power On. The decision to ditch the
helicopter shall be made by the pilot when an emergency
2. LAND AS SOON AS PRACTICABLE. makes further flight unsafe.
NOTE 1. Approach to a hover.
Because the logic module will close valves 2. Cockpit doors jettison and cabin doors open
supplying pressure to the pilot-assist servos, prior to entering water.
BOOST SERVO OFF, SAS OFF, and
TRIM FAIL caution legends will be on. 3. Pilot shoulder harness - Lock.
9.27.9 Collective Boost Servo Hardover/Power 4. Survival gear - Deploy.

Piston Failure. Hardover failure of the collective boost
servo will increase control forces (as much as 150 pounds) 5. Personnel, except pilot, exit helicopter.
in the collective. The increased control forces can be im-
mediately eliminated by shutting off the boost servo. Re- 6. Fly helicopter downwind a safe distance and
sulting control loads will be the same as for in-flight boost hover.
servo off.
7. ENG POWER CONT levers - OFF.
1. BOOST switch - Off.
8. Perform hovering autorotation, apply full col-
2. LAND AS SOON AS PRACTICABLE. lective to decay rotor RPM as helicopter settles.
9.27.10 Pitch Boost Servo Hardover. Hardover fail- 9. Position cyclic in direction of roll.
ure of the pitch boost servo will increase the longitudinal
cyclic control forces (approximately 20 pounds). The in- 10. Exit when main rotor has stopped.
creased control forces can be immediately eliminated by
shutting off SAS. 9.28.3 Ditching - Power Off. If ditching is imminent,
accomplish engine malfunction emergency procedures.
1. SAS (1 and 2) and FPS switches - Off. During descent, open cockpit and cabin doors. Decelerate
to zero forward speed as the helicopter nears the water.
2. LAND AS SOON AS PRACTICABLE. Apply full collective as the helicopter nears the water.
Maintain a level attitude as the helicopter sinks and until it
9.27.11 BOOST SERVO OFF Caution Legend On. begins to roll; then apply cyclic in the direction of the roll.
Lighting of the BOOST SERVO OFF caution legend with Exit when the main rotor is stopped.
no other caution legends on indicates a pilot valve jam in
either the collective or yaw boost servo. Control forces in 1. AUTOROTATE.
the affected axis will be similar to flight with boost off.
2. Cockpit doors jettison and cabin doors open
1. BOOST switch - Off. prior to entering water.
2. LAND AS SOON AS PRACTICABLE. 3. Cyclic - Position in direction of roll.
9.28 LANDING AND DITCHING. 4. Exit when main rotor has stopped.
9.28.1 Emergency Landing In Wooded Areas. 9.29 FLIGHT CONTROL/MAIN-ROTOR SYSTEM

Power Off. MALFUNCTIONS.
1. AUTOROTATE. Decelerate helicopter to stop

a. Failure of components within the flight control sys-
all forward speed at treetop level.
tem may be indicated through varying degrees of feedback,
binding, resistance, or sloppiness. These conditions should
2. Collective adjust to maximum before main ro-
not be mistaken for malfunction of the AFCS.
tor contacts tree branches.
9-18 Change 4
TM 1-1520-253-10
b. Failure of a main rotor component may be indicated 9.29.3 SAS OFF Caution Legend On.
by the sudden onset or steady increase in main rotor vibra-
tion or unusual noise. Severe changes in lift characteristics FPS switch - Off.
and/or balance condition can occur due to blade strikes,
skin separation, shift or loss of balance weights or other 9.29.4 FLT PATH STAB Caution Legend On. An
material. Malfunctions may result in severe main rotor flap- FPS malfunction will be detected by the SAS/FPS com-
ping. The severity of vibrations may be minimized by re- puter, which will disengage FPS function in the applicable
ducing airspeed. axis and light the FLT PATH STAB caution legend and
corresponding FAILURE ADVISORY light.
If the main rotor system malfunctions:
1. POWER ON RESET switches - Simulta-
neously press and then release.
WARNING If failure returns, control affected axis manually.
Danger exists that the main rotor system

could collapse or separate from the air-
craft after landing. Exit when main rotor WARNING
has stopped.
1. LAND AS SOON AS POSSIBLE. If the airspeed fault advisory light is illu-

minated, continued flight above 70 KIAS
with the stabilator in the AUTO MODE is
2. EMER ENG(S) SHUTDOWN after landing.
unsafe since a loss of the airspeed signal
9.29.1 SAS Failure With No Failure Advisory Indi- from the remaining airspeed sensor would
cation. Erratic electrical input to a SAS actuator can re- result in the stabilator slewing full-down.
sult in moderate rotor tip path oscillations that are often
accompanied with pounding sounds or 9knocking9 which
may be felt in the cyclic or pedal controls. No SAS mal-
function, however, can physically drive the pilots’ flight If the airspeed fault light remains illuminated on the
controls. Failure of SAS 2 is usually but not necessarily AFCS panel:
followed by a failure/advisory indication. Failure of a SAS
1 component will not be accompanied by a failure/advisory NOTE
indication as SAS 1 does not contain diagnostic capabili-
ties.
Use of the cyclic mounted stabilator slew-up
If the helicopter experiences erratic motion of the rotor switch should be announced to the crew to
tip path without failure/advisory indication: minimize cockpit confusion.
1. SAS 1 switch - Off. 2. Manually slew stabilator - Adjust to 0° if above

40 KIAS. The preferred method of manually
If condition persists: slewing the stabilator up is to use the cyclic
mounted stabilator slew-up switch.
2. SAS 1 switch - ON.
3. SAS 2 switch - Off.
9.29.5 Pitch, Roll or Yaw/Trim Hardover.
If malfunction still persists:
4. SAS 1 and FPS switches - Off. a. A pitch FPS/trim hardover will cause a change in
pitch attitude and a corresponding longitudinal cyclic
9.29.2 SAS 2 Failure Advisory Light On. movement of about 1/2 inch. This condition will be de-
tected by the SAS/FPS computer which will disengage FPS
POWER ON RESET switches - Simulta- and trim functions in the pitch axis and light the FLT
neously press and then release. PATH STAB and TRIM FAIL caution legends.
Change 3 9-19
TM 1-1520-253-10
b. A roll FPS/trim hardover will be characterized by a Pressing the AUTO CONTROL RESET
1/2 inch lateral stick displacement, resulting in a corre- button after a failure occurs results in the
sponding roll rate and a constant heading sideslip condi- automatic mode coming on for one sec-
tion, caused by the yaw FPS attempting to maintain head- ond. If a hardover signal to one actuator
ing. The SAS/FPS computer will detect the hardover is present, the stabilator could move ap-
condition and disengage lateral trim and illuminate the FLT proximately 4° to 5° in that one second
PATH STAB and TRIM FAIL caution legends. before another auto mode failure occurs.
Subsequent reset attempts could result in
c. A yaw FPS/trim hardover is characterized by an im- the stabilator moving to an unsafe posi-
proper motion of the pedals, resulting in about 1/4 inch of tion.
pedal motion followed by a corresponding change in heli-
copter heading trim. This condition will be detected by the If the stabilator AUTO mode repeatedly
SAS/FPS computer, which will disengage trim and FPS disengages during a flight, flight above 70
functions in the yaw axis and light the FLT PATH STAB KIAS is prohibited with the stabilator in
and TRIM FAIL caution legends. AUTO mode.
If failure occurs: If an AUTO Mode Failure Occurs:
NOTE
POWER ON RESET switches - Simulta-
neously press and then release.
Use of cyclic mounted stabilator slew-up
switch should be announced to the crew to
If failure returns, control affected axis manually.
minimize cockpit confusion.
9.29.6 Trim Actuator Jammed. Both yaw and roll trim
1. Cyclic mounted stabilator slew-up switch - Ad-
actuators incorporate slip clutches to allow pilot and copilot
just if necessary to arrest nose down pitch rate.
inputs if either actuator should jam. The forces required to
override the clutches are 80 pounds maximum in yaw and
13 pounds maximum in roll. 2. AUTO CONTROL switch - Press ON once.
If automatic control is not regained:

LAND AS SOON AS PRACTICABLE.
3. Manually slew stabilator - Adjust to 0° for
9.30 STABILATOR MALFUNCTION - AUTO MODE
flight above 40 KIAS or full down when air-
FAILURE.
speed is below 40 KIAS. The preferred method
An Auto Mode Failure will normally result in the stabi- of manually slewing the stabilator up is to use
lator failing in place. The indications to the pilots of the the cyclic mounted stabilator slew-up switch.
failure are a beeping audio warning, and MASTER CAU-
TION and STABILATOR caution legends illuminating 4. LAND AS SOON AS PRACTICABLE.
when the automatic mode fails. The position of failure may
vary from the ideal programmed position by 10° at 30 If manual control is not possible:
KIAS to 4° at 150 KIAS. If an approach is made with the
stabilator fixed 0°, the pitch attitude may be 4° to 5° higher 5. STAB POS indicator - Check and fly at or be-
than normal in the 20 to 40 KIAS range. low KIAS LIMITS shown on placard.
WARNING 9.31 UNCOMMANDED NOSE DOWN/UP PITCH AT-

TITUDE CHANGE.
If acceleration is continued or collective is a. An uncommanded nose down/up pitch attitude

decreased with the stabilator in a trailing change could be the result of a stabilator or other AFCS
edge down position, longitudinal control malfunction (SAS or FPS). There is a remote possibility
will be lost. The stabilator shall be slewed that a stabilator malfunction could occur in the automatic or
to 0° above 40 KIAS and full-down when manual mode without audio warning or caution light illu-
airspeed is less than 40 KIAS. mination.
9-20 Change 4
TM 1-1520-253-10
b. If an uncommanded nose down pitch attitude change

is detected, the pilot should initially attempt to stop the rate
Change 2 9-20.1/(9-20.2 Blank)

TM 1-1520-253-10
with aft cyclic. Maintaining or increasing collective posi- 4. LAND AS SOON AS PRACTICABLE.
tion may assist in correcting for a nose down pitch attitude.
If the nose down pitch rate continues, and/or inappropriate 9.32 AVIONICS MANAGEMENT SYSTEM MAL-
stabilator movement is observed, activate the cyclic FUNCTIONS.
mounted stabilator slew-up switch to adjust the stabilator to
control pitch attitude. Continue to monitor the stabilator 9.32.1 AMS DUAL CDU AND DUAL MFD FAILURE.
position when the cyclic mounted stabilator slew-up switch
is released to ensure movement stops. 1. Place EMERGENCY CONTROL PANEL,
EMERG COMM switch to EMERG COMM
to activate the ARC-164 to 243.0 and to manu-
c. Uncommanded nose up pitch attitude changes at air-
ally control the ARC-222.
speeds of 140 KIAS and less should not become severe
even if caused by full up slew of the stabilator and can be
corrected with forward cyclic. If the nose up pitch attitude
is caused by full up stabilator slew at airspeeds above 140 9.32.2 CDU SINGLE AMS FAILURE or BLANK CDU
KIAS, full forward cyclic may not arrest the nose up pitch DISPLAY.
rate.
1. Verify operating CDU is bus controller (Boxed
d. If an uncommanded nose up pitch attitude change is B on status line).
detected, the pilot should initially attempt to stop the rate
with forward cyclic. At airspeeds above 140 KIAS, a col- If operating CDU is not bus controller:
lective reduction of approximately 3 inches, simultaneously
with forward cyclic will arrest the nose up pitch rate. If 2. On the EMERGENCY CONTROL PANEL
these control corrections are delayed and/or a large nose up place CDU 1-AUTO-CDU 2 switch to the
attitude results, a moderate roll to the nearest horizon will good CDU.
assist in returning the aircraft to level flight. After the nose
returns to the horizon, roll to a level attitude. After coordi- 3. Check status of good AMS.
nation with the pilot, the copilot should adjust the stabilator
to 0° at airspeeds above 40 KIAS and full down at air- If CDU bus controller assignment did not switch to the
speeds below 40 KIAS. good CDU, go to CDU DUAL AMS FAILURE.
If an uncommanded nose down pitch attitude occurs: 9.32.3 CDU DUAL AMS FAILURE or BLANK CDU
DISPLAYS (NO CDU BUS FUNCTIONS CAN BE
1. Cyclic - Adjust as required. ACCOMPLISHED).
2. Collective - Maintain or increase. 1. Wait 10 seconds for AMS CDUs to reinitialize

self.
3. Cyclic mounted stabilator slew-up switch - Ad-
just as required to arrest nose down pitch rate. If AMS did not reinitialize self:
4. MAN SLEW switch - Adjust to 0° at airspeeds 2. Place EMERGENCY CONTROL PANEL,

above 40 KIAS and full down at airspeeds EMERG COMM switch to EMERG COMM
below 40 KIAS. to activate the ARC-164 to 243.0 and to manu-
ally control the ARC-222.
If an uncommanded nose up pitch attitude occurs:
9.32.4 MFD FAILURE.
1. Cyclic - Adjust as required.
1. CDU STS key - Press.
2. Collective - Reduce as required.
2. Verify and acknowledge system failures of
3. MAN SLEW switch - Adjust to 0° at airspeeds MFD 1 or MFD 2 by indication of Fail (F).
above 40 KIAS and full down at airspeeds
below 40 KIAS. If MFD went blank or locked up:
9-21
TM 1-1520-253-10
3. Cycle MFD power switch to OFF, then back to 2. Verify and acknowledge system failure of
ON. DGNS by indication of Fail (F).
4. CDU STS key - Press. If DGNS status is indicated Fail (F) on the CDU, or
MFDs are locked up, or MFDs display 9X9:
5. Verify and acknowledge MFD system status
change of MFD 1 or MFD 2 by indication of 3. Press CDU (INI) function key - Verify GPS
Good (G). status (UTC) indicates the correct GPS time and
date, and verify satellite vehicles used (SV-
If MFD cycling of power was unsuccessful: USED) is minimum of four.
6. LAND AS SOON AS PRACTICABLE. 4. If four or less satellite vehicles are used verify
the DGNS navigator mode has automatically
If both MFDs have failed: changed from its present NAV mode in the
header of DG or GP to DOP.
5. If DGNS did not automatically change to a dif-
ferent mode, go to NAV page. Manually se-
9.32.5 DGNS FAILURE.
lect GPS or DOP mode.
Failure of DGNS appears as status advisory Bad (B) or
6. Verify present position is updating.
locked up MFD displays.
7. Monitor nav sensor alert in status line. If GPS
1. CDU STS key - Press.
reinitializes itself, change mode to DO-GPS, as
desired.
9-22
TM 1-1520-253-10
Section II MISSION EQUIPMENT
9.33 EMERGENCY JETTISONING. c. If the TR DE-ICE FAIL caution legend goes on, tail
rotor deice will automatically turn off. Main rotor deice will
When conditions exist which require the jettisoning of remain on.
external loads to ensure continued flight or execution of
emergency procedures, the crew should jettison the load as 1. Icing conditions - Exit.
follows:
2. BLADE DEICE POWER switch - OFF, when
CARGO REL or HOOK EMER REL button out of icing conditions.
- Press.
If vibrations increase:
9.34 EMERGENCY RELEASE OF RESCUE HOIST
LOAD. 3. LAND AS SOON AS POSSIBLE.
If the rescue hoist becomes jammed, inoperative, or the 9.35.2 PWR MAIN RTR and/or TAIL RTR MONITOR
cable is entangled and emergency release is required: Light On.
9.34.1 HOIST CABLE CUT. If a PWR monitor light is on with BLADE DEICE
POWER switch ON to stop power from being applied to
On either pilot’s or crew panel: blades:
NOTE 1. Icing conditions - EXIT.
Crew’s hoist control panel ARM-TEST 2. BLADE DEICE POWER switch - OFF.
switch must be in ARM to cut cable from
either position. If a PWR monitor light is still on with BLADE DEICE
POWER switch OFF:
CABLE CUT button - Press.
3. GENERATORS NO. 1 or NO. 2 switch -
9.34.2 HOIST RUNAWAY. OFF.
1. Pilot’s hoist control panel PILOT OVER- 4. APU generator switch - OFF (if in use).
RIDE switch UP or DOWN to control, as re-
quired. 5. LAND AS SOON AS PRACTICABLE.
If control is not possible: 9.35.3 Ice Rate Meter Fail or Inaccurate. Failure of
the ice rate meter should be indicated by appearance of the
2. Pilot’s hoist panel HOIST POWER switch - FAIL flag on the meter face. Inaccuracy of the meter will
OFF. be indicated by increased torque required and/or increase of
vibration levels due to ice buildup. If failure or inaccuracy
9.35 BLADE DEICE SYSTEM MALFUNCTIONS. is suspected, with no other indicated failures, the system
can be manually controlled.
9.35.1 MR DE-ICE FAULT or MR DE-ICE FAIL, or
TR DE-ICE FAIL Caution Legend On. 1. BLADE DEICE MODE switch - MANUAL
as required.
a. If the MR DE-ICE FAULT caution legend goes on,
the system will continue to function in a degraded mode. If vibration levels increase or % TRQ required increases:
The pilot must be aware of vibration levels and % TRQ
requirements, which could be a result of ice buildup. 2. Higher icing MODE - Select as required.
b. If the MR DE-ICE FAIL caution legend goes on, If ice buildup continues:
the main rotor deice will automatically turn off. Tail rotor
deice will remain on. 3. LAND AS SOON AS PRACTICABLE.
9-23
TM 1-1520-253-10
9.35.4 Loss of NO. 1 or NO. 2 Generator During most critical maneuvers are turns toward
Blade Deice Operation. Loss of one generator during the heavy side and approaches with a
blade deice operation will result in loss of power to the crosswind from the lighter side. These
system. To restore system operation, the APU must be maneuvers are not recommended. The
started and the APU generator switch ON. The APU GEN most adverse condition for lateral control-
ON advisory legend will not go on because one main gen- lability is right side heavy, in the 20 to 50
erator is still operating. The APU generator will supply KIAS range. Do not exceed 30 degree
power only for blade deice operation. angle of bank. If controllability is in ques-
tion, jettison the asymmetric tank set.
Pilot not on the controls:
Should controlled flight with one heavy external tank
EMER APU START. become necessary, proceed as follows:
9.36 EXTERNAL EXTENDED RANGE FUEL SYS- 1. Make all turns shallow (up to standard rate),
TEM FAILURE TO TRANSFER SYMMETRICALLY and in the direction away from heavy side (par-
IN MANUAL MODE. ERFS ticularly when a right tank remains full).
a. Total failure of a single external extended range fuel 2. Avoid abrupt control motions, especially lateral
system tank to transfer fuel could be the result of a loose cyclic.
filler cap, bleed-air regulator/shutoff valve, fuel shutoff
valve, or line blockage failure. 3. If possible, shift personnel to the light side of
the helicopter.
b. Total failure of one tank to transfer fuel will turn on
the associated tank’s NO FLOW light. Reduced flow from 4. Select a suitable roll-on landing area, and make
one tank may not cause a NO FLOW light to go on, but a roll-on landing with touchdown speed in ex-
will change the lateral CG of the helicopter. The pilot will cess of 30 KIAS. To increase control margin,
notice a migration of the lateral cyclic stick position as the execute the approach into the wind or with a
lateral CG offset from neutral increases. For example, a front quartering wind from the heavy side and
fully asymmetric outboard 230-gallon tank set (one tank align the longitudinal axis of the aircraft with
full, one tank empty), on an otherwise neutrally balanced the ground track upon commencing the
H-60, will result in a level flight lateral stick position offset approach. If a suitable roll-on landing area is
of approximately two inches. If asymmetric transfer is sus- not available, make an approach to a hover into
pected, stop transfer on the selected tank set and initiate the wind, or with a front quartering wind from
transfer on the other tank set, if installed. the heavy side.
If asymmetric fuel transfer is suspected: 9.37 EXTERNAL STORES JETTISON. ES
1. Stop transfer on tank set. At high gross weights and with one engine inoperative,
or in an emergency or performance limited situation, it may
2. Select other tank set and initiate transfer. be necessary to jettison a tank set. Circuitry prevents the
release of any individual tank even if a single tank jettison
3. LAND AS SOON AS PRACTICABLE. has been selected at the STORES JETTISON control
panel. The helicopter will remain controllable even if a
single tank fails to release because of a malfunction in the
WARNING jettison system.
If jettisoning of tanks is required:

With asymmetric fuel loading, lateral con-
trol margin will be reduced in the direc- 1. STORES JETTISON switch - Select OUTBD
tion opposite the heavy side. The aircraft BOTH or ALL as applicable.
has been flown from hover to 138 KIAS,
with lateral CG’s equivalent to a fully 2. JETT switch - Actuate.
asymmetric outboard 230-gallon tank set,
(full right tank, no stores on left side). The If primary jettison system does not operate:
9-24
TM 1-1520-253-10
3. EMER JETT ALL switch - Actuate. 9.40 OBOGS SYSTEM MALFUNCTIONS.
9.38 FUEL FUMES IN COCKPIT/CABIN WITH EX- 9.40.1 OBOGS BIT/FAULT LIGHT ILLUMINATED.
TERNAL EXTENDED RANGE FUEL SYSTEM
PRESSURIZED. ERFS If after initial start up of OBOGS the automatic BIT/
FAULT cycle light on the monitor panel has not extin-
If the bleed air check valve(s) is stuck in the open posi- guished after five minutes:
tion when the heater is turned on, the resulting bleed air
manifold pressure drops due to the heater bleed air de- 1. Cockpit AUX SW panel OBOGS switch -
mands. This allows fumes/mist above the tanks to backflow OFF.
through the bleed air manifold, through the heater, and into
the cabin. If fuel fumes or mist are noted during external 2. Utilize only the remaining O2 from the backup
extended range fuel system operation, perform the follow- oxygen supply.
ing:
3. Do not use OBOGS system.
If heater is on:
9.41 FLIR SYSTEM MALFUNCTIONS.
1. HEATER switch - OFF.
9.41.1 MODE PROBLEM, CAGE PROBLEM, GIM-
If heater is off or fumes persist: BAL RACHETING, IMAGE DISTORTION, MISC.
2. PRESS OUTBD switch - OFF. 1. FLIR control panel POWER switch - OFF.
Wait three minutes then, ON.
3. MODE switch - OFF.
2. Perform BIT/FIT check. Allow 3 to 4 minutes
4. FUEL BOOST PUMP CONTROL switches - for FLIR to complete BIT/FIT check.
As required.
If FLIR problem is not solved:
9.39 LITTER SYSTEM MALFUNCTIONS.
3. Press STOW FLIR control panel POWER
9.39.1 LITTER LIFT RUNAWAY. button.
From any one of the four cabin medical control panels: 4. FLIR control panel POWER switch - OFF.
1. EMERGENCY STOP switch - STOP. 9.40.2 FAULT INDICATOR (BIT/FIT Error Reporting
and Clear).
If litter continues to runaway:
1. Enable the menus and hook on FIT.
2. Cockpit AUX SW panel MED INT switch -
OFF. 2. Annotate the error code, hook on CLEAR label
to clear the error report.
After stopping the runaway:
3. Hook on FIT to initiate FIT.
3. Pull the appropriate bad litter lift system con-
trol FWD and AFT LIFT MOT circuit breaker 4. Hook on EXIT to end FIT.
on the medical interior circuit breaker panel.
If FLIR error code cleared and FLIR functions check
4. Do not use bad litter lift system. out:
9-25
TM 1-1520-253-10
5. Continue mission and annotate FLIR error code 7. FLIR control panel POWER switch - OFF.
at mission completion.
8. Do not use FLIR system.
If FLIR error code did not clear or FLIR functions do
not check out: 9. Continue mission and annotate FLIR problem
at mission completion.
6. Press STOW FLIR control panel POWER
button.
9-26
TM 1-1520-253-10
APPENDIX A
REFERENCES
AR 70-50 Designating and Naming Military Aircraft, Rockets and Guided Missiles
AR 95-1 Army Aviation General Provisions and Flight Regulations
AR 95-3 General Provisioning, Training, Standardization, and Resource Management
AR 385-40 Accident Reporting and Records
DA PAM 40-501 Noise and Conservation of Hearing
DA PAM 738-751 Functional Users Manual for the Army Maintenance Management System Aviation
(TAMMS-A)
DOD FLIP Flight Information Publication
FAR Part 91 Federal Air Regulation, General Operating and Flight Rules
FM 1-202 Environmental Flight
FM 1-203 Fundamentals of Flight
FM 1-230 Meteorology for Army Aviators
FM 1-240 Instrument Flying and Navigation for Army Aviators
FM 10-68-1 Aircraft Refueling
FM 55-450-1 Army Helicopter External Load Operations
FM 55-450-2 Army Helicopter Internal Load Operations
TB 55-9150-200-24 Engine and Transmission Oils, Fuels, and Additives for Army Aircraft
TC 1-204 Night Flight Techniques and Procedures
TM 1-1520-253-CL Operator’s and Crewmember’s Checklist, Army Model UH-60Q Helicopter
TM 1-1520-250-23 General Tie-down and Mooring Technical Manual Aviation Unit and Intermediate
Maintenance. All Series Army Models AH-64, UH-60, CH-47, UH-1, AH-1, OH-58
Helicopters.
TM 11-5810-262-10 Operator’s Manual for Communication Security Equipment TSEC/KY 58
TM 11-5841-283-12 Operator’s Manual for AN/APR 39(V) Radar Signal Detecting Set
TM 11-5865-200-12 AN/ALQ 144 Countermeasure Set
TM 11-5895-1199-12 Operator’s and Organization Maintenance for MARK-12 IFF System AN/APX-100,
AN/APX-72
TM 11-5895-1037-12 & P Transponder Set AN/APX-100(V)
TM 55-1500-342-23 Army Aviation Maintenance Engineering Manual: Weight and Balance
TM 750-244-1-5 Procedures for the Destruction of Aircraft and Associated Equipment to Prevent Enemy
Use
Change 2 A-1/(A-2 Blank)

TM 1-1520-253-10
APPENDIX B
ABBREVIATIONS AND TERMS
AJ - anti-jam ft - feet
ALT - altitude GPS - global positioning system
ANT - antenna GW - gross weight
APU - auxiliary power unit HAT - height above terrain
ATF - aircraft torque factor HMU - hydromechanical unit

(fuel control)
BL - butt line
HQ - have quick
°C - degree Celsius
hr - hour
CBIT - continuous built in test
HSI - horizontal situation indicator
CCU - converter control unit
HSP - hot start preventor
CDU - central display unit
HSS - horizontal stores support
CG - center of gravity
HUD - heads up display
CL - center line
IAS - indicated airspeed
DCU - dispenser control unit
IAW - in accordance with
DEG - degree
IB - inboard
ECM - electronic counter measure
IGE - in ground effect
F - change in flat plate drag area
IN - inch
TRQ - change in torque
IN HG - inch of mercury
ECU - electrical control unit
IPS - inlet particle separator
ENG - engine - inches per second
EOT - element-on-time IR - infrared
ERFS - extended range fuel system IRCM - infrared countermeasures
ESU - electronic sequence unit KCAS - knots calibrated airspeed
ESSS - external stores support system KIAS - knots indicated airspeed
ETF - engine torque factor KN - knot
ETL - effective translational lift KTAS - knots true airspeed
°F - degree Fahrenheit lb - pound(s)
FAT - free-air temperature
FPM - feet-per-minute
Change 4 B-1
TM 1-1520-253-10
APPENDIX B (Cont)
lb/gal - pounds-per-gallon PRESS - pressure

lb/hr - pounds-per-hour PPM - pounds-per-minute
LDI - leak detection isolation PSI - pounds per square inch
LDS - load-demand spindle PSID - pounds per square inch
differential
LIM - limit
PSIG - pounds per square inch
LLL - low light level
gauge
LRU - line replaceable unit
R/C - rate of climb
LWC - liquid water content
R/D - rate of descent
MAX - maximum
RPM - revolutions-per-minute
MGRS - military grid reference system
SAR - search and rescue
MIN - minimum
SDC - signal data converter
min - minutes
SEL - select
Ng SPEED 1 or 2 - No. 1 or No. 2 engine
SL - sea level
compressor speed % rpm
SLAB - sealed lead acid battery
NM - nautical miles
SPEC - specification
Np - power turbine speed
STA - station
NVG - night vision goggles
STD TEMP - 15°C at sea level
° - degree
SQ FT - square feet
% RPM R - rotor rpm, percent
TAS - true airspeed
% RPM 1 or 2 - No. 1 or No. 2 engine Np %
rpm TGT - turbine gas temperature
OAT - outside air temperature TOD - time of day
OB - outboard % TRQ - torque, percent
ODV - overspeed and drain valve TRQ - torque
OEI - one engine inoperative UTM - universal transverse mercator
OGE - out of ground effect VDC - volts direct current
PA - pressure altitude Vh - maximum level flight speed
using torque available - 30
PAS - power available spindle
minutes
PDU - pilot display unit
VIDS - vertical instrument display
POU - pressurizing and overspeed systems
unit
B-2 Change 4
TM 1-1520-253-10
APPENDIX B (Cont)
Vne - velocity never exceed WOD - word of day

(airspeed limitation)
WOW - weight-on-wheels
VSI - vertical situation indicator
XMSN - transmission
VSP - vertical support pylon
WL - water line
Change 4 B-3/(B-4 Blank)

TM 1-1520-253-10
INDEX
Subject Paragraph
Figure, Table
Number
% RPM INCREASING/DECREASING (OSCILLATION). ............................................................ 9.16
% TRQ SPLIT BETWEEN ENGINES 1 AND 2. ........................................................................... 9.17
#1 and #2
# 1 and #2 CONV Caution Legends On. .......................................................................................... 9.26.3
#1 and #2 FUEL FLTR BYPASS Caution Legends On. ................................................................. 9.25.2
#1 and #2 Generator Failure (#1 and #2 CONV and AC ESS BUS OFF Caution Legends On). . 9.26.1
#1 and #2 HYD PUMP Caution Legends On................................................................................... 9.27.3
#1 FUEL LOW and #2 FUEL LOW Caution Legends On.............................................................. 9.25.3
#1 HYD PUMP Caution Legend On................................................................................................. 9.27.1
#1 or #2 FUEL FLTR BYPASS Caution Legend On. ..................................................................... 9.25.1
#1 or #2 FUEL PRESS Caution Legend On..................................................................................... 9.25.4
#1 or #2 GEN Caution Legend On.................................................................................................... 9.26.2
#1 or #2 HYD PUMP Caution Legend On and BACK-UP PUMP ON Advisory Legend Off. .... 9.27.4
#1 or #2 PRI SERVO PRESS Caution Legend On. ......................................................................... 9.27.5
#1 RSVR LOW and #1 HYD PUMP Caution Legends On With BACK-UP PUMP ON Advisory
Legend On. ......................................................................................................................................... 9.27.6
#1 TAIL RTR SERVO Caution Legend On and BACK-UP PUMP ON Advisory Legend Off or
#2 TAIL RTR SERVO ON Advisory Legend Off. .......................................................................... 9.22.6
#2 HYD PUMP Caution Legend On................................................................................................. 9.27.2
#2 RSVR LOW and #2 HYD PUMP Caution Legends On With BACK-UP PUMP ON Advisory
Legend On. ......................................................................................................................................... 9.27.7
INDEX-1
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
#2 RSVR LOW Caution Legend On................................................................................................. 9.27.8
AC Power Supply System. ............................................................................................................... 2.59
Accessory Module. ............................................................................................................................. 2.41.2
Accessory Section Module................................................................................................................. 2.14.4
Accumulator Recharge. ...................................................................................................................... 2.63
AFTER EMERGENCY ACTION. .................................................................................................... 9.4
AFTER LANDING CHECK. ............................................................................................................ 8.32
After Takeoff. ..................................................................................................................................... 8.29
Air Conditioner System. ................................................................................................................... 2.56
Air Conditioning System Power Source Priority .............................................................................. T 2-2
Aircraft Configuration Drag Changes For Use With Clean Cruise Charts. ..................................... 7.22
Aircraft Configuration Drag Changes For Use With High Drag Cruise Charts. ..................... 7.23
Aircraft Torque Factor (ATF) ............................................................................................................ F 7-2.
Airspeed Charts. ................................................................................................................................. 7.28
Airspeed Correction - Clean .............................................................................................................. F 7-34.
Airspeed Correction Chart - High Drag ............................................................................................ F 7-35.
Airspeed Correction Charts. ............................................................................................................... 7.28.1
Airspeed for Onset of Blade Stall...................................................................................................... F 5-5.
INDEX-2
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Airspeed Indicator. ............................................................................................................................. 2.69
Airspeed Limitations Following Failure of the Automatic Stabilator Control System. .................. 5.20
Airspeed Operating Limits ES ........................................................................................................ F 5-4.
Airspeed Operating Limits. ................................................................................................................ 5.18
Airspeed Operating Limits ................................................................................................................. F 5-3.
Airspeed System Dynamic Characteristics. ....................................................................................... 7.28.2
Altimeter Encoder AAU-32A ............................................................................................................ F 2-20.
Altimeter/Encoder AAU-32A............................................................................................................. 2.70
Ambulatory Patient Configuration. .................................................................................................... 4.12.3
Ambulatory Seat Arrangement........................................................................................................... F 4-22.
Ambulatory (Seated) Patient Configuration....................................................................................... 4.12.18
AMS Control Display Unit ................................................................................................................ F 3-2.
AMS DUAL CDU AND DUAL MFD FAILURE. .......................................................................... 9.32.1
AN/ARC-201D (COM 1 and 4) Communication Screen Flow ...................................................... F 3-10.
AN/ARC-220 Messages ..................................................................................................................... T 3-2.
AN/ARC-222 Control Panel .............................................................................................................. F 3-13.
AN/ARN-149 Control Screens........................................................................................................... F 3-24.
AN/ARN-153 TACAN Control Screens............................................................................................ F 3-25.
AN/ASN-128B DGNS Control Screens ............................................................................................ F 3-22.
INDEX-3
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Antenna Arrangement......................................................................................................................... F 3-1.
Antenna, AN/ASN-128B Doppler. .................................................................................................... 3.13.1
Antenna, Personnel Locator System. ................................................................................................. 3.17.1
Antenna, AN/APX-100 Transponder. ................................................................................................ 3.21.1
Antenna, AN/ARC-222 VHF Radio. ................................................................................................. 3.8.1
Antenna, AN/ARC-220 HF Radio. .................................................................................................... 3.9.1
Antennas, AN/ARN-147 VOR/ILS/MB. ........................................................................................... 3.14.1
Antennas, AN/ARN-149 ADF. .......................................................................................................... 3.15.1
Antennas, AN/ASN-153 TACAN...................................................................................................... 3.16.1
Antennas, Storm Scope. ..................................................................................................................... 3.20.1
Antennas, AN/APN-209 Radar Altimeter. ........................................................................................ 3.22.1
Antennas, AN/ARC-201D VHF/FM Radio....................................................................................... 3.6.1
Antennas, NA/ARC-164 UHF Radio. ............................................................................................... 3.7.1
Anticollision Lights. ........................................................................................................................... 2.65.3
Appendix A, References..................................................................................................................... 1.4
Appendix B, Abbreviations, and Terms. ........................................................................................... 1.5
Approved Fuels................................................................................................................................... T 2-5.
APU Compartment Fire. .................................................................................................................... 9.23.2
APU Controls. .................................................................................................................................... 2.62.1
APU Fuel Control System (Helicopters equipped with GTC-P36-150 APU). ................................ 2.62.3
INDEX-4
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
APU Fuel Control System (Helicopters equipped with (T-62T-40-1 APU).................................... 2.62.2
APU Fuel Supply System. ................................................................................................................. 2.62.4
APU Oil System Servicing. ............................................................................................................... 2.81
APU OIL TEMP HI Caution Light On............................................................................................. 9.23.3
APU Operating Limitations. .............................................................................................................. 5.30
APU Source Engine Start................................................................................................................... 2.24.2
APU..................................................................................................................................................... 2.62
Area Navigation System..................................................................................................................... 3.12
Arm. .................................................................................................................................................... 6.6.2
Army Aviation Safety Program. ........................................................................................................ 1.7
Attitude Indicating System................................................................................................................. 2.67
Automatic Flight Control System (AFCS) Switch Panel ................................................................. F 2-12.
Automatic Flight Control System (AFCS). ....................................................................................... 2.33
Autorotative Glide Distance Chart-High Drag .................................................................................. F 9-4.
Autorotative Glide Distance Chart..................................................................................................... F 9-3.
Autoscan Menu................................................................................................................................... F 4-9.
Auxiliary AC Power System.............................................................................................................. 2.60
Auxiliary Fuel Management Control Panel Test............................................................................... 4.10.5
Auxiliary Fuel Management Control Panel....................................................................................... 4.10.3
INDEX-5
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Auxiliary Fuel Management Control Panel....................................................................................... F 4-18.
Auxiliary Power Unit (APU) System. ............................................................................................... 2.61
Auxiliary Power Unit (APU) ............................................................................................................. F 2-19.
Average Arm. ..................................................................................................................................... 6.6.4
AVIATION LIFE SUPPORT EQUIPMENT (ALSE). ..................................................................... 8.2
Avionics Equipment Configuration.................................................................................................... 3.2
AVIONICS MANAGEMENT SYSTEM MALFUNCTIONS.......................................................... 9.32
Avionics Management System........................................................................................................... 3.4
Avionics Power Supply. ..................................................................................................................... 3.3
Back Up System Operation................................................................................................................ 4.12.13.3
Backup Hydraulic Pump Hot Weather Limitations. ......................................................................... 5.29
Backup Hydraulic System. ................................................................................................................. 2.36.3
Balance Definitions............................................................................................................................. 6.6
Basic Moment..................................................................................................................................... 6.6.5
Basic Principles of Operation. ........................................................................................................... 4.4.1
BATT LOW CHARGE Caution Legend On. ................................................................................... 9.26.5
BATTERY FAULT Caution Legend On. ......................................................................................... 9.26.4

Battery................................................................................................................................................. 2.58.2
BEFORE EXTERIOR CHECK (Figure 8-1). ................................................................................... 8.10
INDEX-6
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Before Landing. .................................................................................................................................. 4.7.9
BEFORE LANDING.......................................................................................................................... 8.30
BEFORE LEAVING HELICOPTER. ............................................................................................... 8.34.
BEFORE STARTING ENGINES...................................................................................................... 8.20
Before Takeoff. ................................................................................................................................... 4.7.6
BEFORE TAKEOFF. ......................................................................................................................... 8.27
BEFORE TAXI. ................................................................................................................................. 8.24
Blackout Curtains. .............................................................................................................................. 2.51
Blade Deice System Control Panel.................................................................................................... 2.50.2
BLADE DEICE SYSTEM MALFUNCTIONS. ............................................................................... 9.35
Blade Deice System Operation. ......................................................................................................... 2.50.1
Blade Deice Test Panel. ..................................................................................................................... 2.50.4
Blade Deice Test. ............................................................................................................................... 2.50.3
BOOST SERVO OFF Caution Legend On....................................................................................... 9.27.11
Boost Servo......................................................................................................................................... 2.32.4
Cabin Ceiling Tiedown Fittings......................................................................................................... 5.15
Cabin Dimensions............................................................................................................................... 6.14
Cabin Dome Lights. ........................................................................................................................... 2.64.7
INDEX-7
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Cabin Doors. ....................................................................................................................................... 6.15
Cabin Interior...................................................................................................................................... F 2-5.
CABIN TOP (AREA 3). .................................................................................................................... 8.14
Cabin/Cargo Doors. ............................................................................................................................ 2.9.2
Cage Menu.......................................................................................................................................... F 4-10.
Calibration Menu ................................................................................................................................ F 4-11
Cargo Center of Gravity Planning. .................................................................................................... 6.18.2
Cargo Configuration. .......................................................................................................................... 4.12.20
Cargo Hook and Rescue Hoist Moments. ......................................................................................... 6.13
Cargo Hook Control Panel................................................................................................................. 4.7.2
Cargo Hook Moments ........................................................................................................................ F 6-5.
Cargo Hook Stowage. ........................................................................................................................ 4.7.1
Cargo Hook System .......................................................................................................................... F 4-15.
Cargo Hook System. .......................................................................................................................... 4.7
Cargo Hook System ........................................................................................................................... F 4-15.
Cargo Hook Weight Limitation. ........................................................................................................ 5.16
Cargo Tiedown Arrangement............................................................................................................. F 6-7.
Carry On Medical Equipment Limitations. ....................................................................................... 5.37
Caution/Advisory and Warning Light Lighting Parameters ............................................................. T 2-3.
INDEX-8
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Caution/Advisory BRT/DIM - TEST Switch. ................................................................................... 2.75.3
Caution/Advisory Legend System. .................................................................................................... 2.75.1
CDU Caution/Advisory Grid. ............................................................................................................ 2.75.2
CDU Caution/Advisory Grid ............................................................................................................. F 2-23.
CDU Controls and Functions............................................................................................................. 3.4.1
CDU Display Screen Conventions..................................................................................................... 3.4.2
CDU DUAL AMS FAILURE or BLANK CDU DISPLAYS (NO CDU BUS FUNCTIONS CAN
BE ACCOMPLISHED)...................................................................................................................... 9.32.3
CDU SINGLE AMS FAILURE or BLANK CDU DISPLAY......................................................... 9.32.2
Center of Gravity (CG). ..................................................................................................................... 6.6.6
Center of Gravity Limitations. ........................................................................................................... 5.13
Center of Gravity Limits Chart ........................................................................................................ F 6-8.
Center of Gravity Limits Chart ........................................................................................................ F 6-9.
Center of Gravity Limits Chart.......................................................................................................... 6.20
Central Display Unit (CDU). ............................................................................................................. 2.8.2
CG Limits. .......................................................................................................................................... 6.6.7
Chaff and Flare Dispenser M130....................................................................................................... 4.1
Chaff Dispenser M130. ...................................................................................................................... 4.1.1
Chapter 7 Index. ................................................................................................................................. 7.2
CHECKLIST....................................................................................................................................... 8.8
INDEX-9
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
CHIP INPUT MDL LH or RH Caution Legend On. ....................................................................... 9.22.8
CHIP MAIN MDL SUMP, CHIP ACCESS MDL LH or RH, CHIP TAIL XMSN or CHIP INT
XMSN/TAIL XMSN OIL TEMP or INT XMSN OIL TEMP Caution Legend On....................... 9.22.9
CIS Modes of Operation ................................................................................................................... F 3-31.
Class. ................................................................................................................................................... 6.2
Climb/Descent - High Drag ............................................................................................................... F 7-32.
Climb/Descent Chart. ......................................................................................................................... 7.24
Climb/Descent..................................................................................................................................... F 7-31.
Clock. .................................................................................................................................................. 2.74
COCKPIT - LEFT SIDE (AREA 2).................................................................................................. 8.13
COCKPIT - RIGHT SIDE (AREA 8)............................................................................................... 8.19
Cockpit Diagram ............................................................................................................................... F 2-4.
Cockpit Doors..................................................................................................................................... 2.9.1
COCKPIT EQUIPMENT CHECKS. ................................................................................................. 8.21
Cockpit Floodlights. ........................................................................................................................... 2.64.2
Cold Section Module.......................................................................................................................... 2.14.1
Cold Weather Control Exercise. ........................................................................................................ 8.40.2
COLD WEATHER OPERATION..................................................................................................... 8.40
Cold Weather Preflight Check. .......................................................................................................... 8.40.1
Collective and Cyclic Grips .............................................................................................................. F 2-11.
INDEX-10
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Collective Boost Servo Hardover/Power Piston Failure. .................................................................. 9.27.9
Collective Bounce/Pilot Induced Oscillation..................................................................................... 8.38.3
Collective Pitch Control Stick. .......................................................................................................... 2.31.2
Collective/Airspeed to Yaw (Electronic Coupling)........................................................................... 2.31.4
COM Header....................................................................................................................................... F 3-3.
Communication/Navigation Equipment ............................................................................................. T 3-1.
Communications System Control (CSC) Panel................................................................................. 3.5
Compartment Diagram. ...................................................................................................................... 2.5
Compass Control C-8021/ASN-75..................................................................................................... 3.18.1
Compass Control Panel C-8021/ASN-75 .......................................................................................... F 3-28.
Configuration Drag Change ............................................................................................................... T 7-1.
Configuration Drag Change ............................................................................................................... T 7-2.
Control Panel RT-1296/APX-100(V) ................................................................................................ F 3-33.
Controls and Function, M130 Chaff Dispenser................................................................................. 4.1.2
Controls and Function, AN/ALQ-144 IR Countermeasures Set....................................................... 4.3.2
Controls and Function, FLIR. ............................................................................................................ 4.6.2
Controls and Function, Rescue Hoist Control Panels. ...................................................................... 4.9.3
Controls and Functions, TSEC/KY-100 Secure Comm.................................................................... 3.10.1
Controls and Functions, Emergency Control Panel. ......................................................................... 3.11.1
Controls and Functions, AN/ARN-147 VOR/ILS/MB. .................................................................... 3.14.2
INDEX-11
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Controls and Functions, AN/ARN-149 ADF. ................................................................................... 3.15.2
Controls and Functions, Personnel Locator System.......................................................................... 3.17.2
Controls and Functions, AN/ASN-43 Gyro Magnetic Compass. ..................................................... 3.18.2
Controls and Functions, AN/APX-100 Transponder......................................................................... 3.21.2
Controls and Functions, AN/ARC-201D VHF/FM Radio................................................................ 3.6.2
Controls and Functions, AN/ARC-164 UHF Radio.......................................................................... 3.7.2
Controls and Functions, AN/ARC-222 VHF Radio.......................................................................... 3.8.2
Controls and Functions, AN/ARC-220 HF Radio. ........................................................................... 3.9.2
Controls and Functions, Oxygen Generating System (OBOGS)...................................................... 4.12.13.1
Controls and Functions, AN/APR-39 Radar Signal Detecting Set................................................... 4.2.1
Controls and Functions, AN/AVS-7 Heads Up Display................................................................... 4.4.2
Controls and Functions, Multifunction Display. ............................................................................... 4.5.1
Controls and Indicators, Horizontal Situation Indicator. .................................................................. 3.19.3
Controls, Displays, and Function, AN/ASN-128B Doppler. ............................................................ 3.13.2
Controls or Indicator Function, AN/APN-209 Radar Altimeter....................................................... 3.22.2
Converters. .......................................................................................................................................... 2.58.1
Crash Axe. .......................................................................................................................................... 2.12
Crash-Actuated System. ..................................................................................................................... 2.11.6
Create and Modify Waypoints, and Storepoints. .............................................................................. 3.12.3.1
INDEX-12
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Create Storepoints............................................................................................................................... 3.12.4
CREW BRIEFING. ............................................................................................................................ 8.4
CREW DUTIES/RESPONSIBILITIES. ............................................................................................ 8.3
Crew Seats. ......................................................................................................................................... 2.10
Crewmember’s Cargo Hook Control Pendant................................................................................... 4.7.3
Crewmember’s Cargo Hook Control Pendant................................................................................... F 4-16.
Crossbleed Engine Start System. ....................................................................................................... 2.24.3
Cruise - Pressure Altitude 10,000 Feet ............................................................................................ F 7-17.
Cruise - Pressure Altitude 2,000 Feet .............................................................................................. F 7-9.
Cruise - Pressure Altitude Sea Level ............................................................................................... F 7-7.
Cruise High Drag - Pressure Altitude 10,000 Feet .......................................................................... F 7-18.
INDEX-13
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Cruise High Drag - Pressure Altitude 2,000 Feet ............................................................................ F 7-10.
Cruise High Drag - Pressure Altitude Sea Level ............................................................................. F 7-8.
CSC Control Panel ............................................................................................................................. F 3-9.
CSC Controls and Functions.............................................................................................................. 3.5.1
Cyclic Stick......................................................................................................................................... 2.31.1
Cyclic-Mounted Stabilator Slew Up Switch...................................................................................... 2.34.3
Dashed Line Data. .............................................................................................................................. 7.5.1
Data Basis. .......................................................................................................................................... 7.5.2
Data Compartments. ........................................................................................................................... 2.53
Data Prior to Loading......................................................................................................................... 6.18.1
DC and AC Circuit Breaker Panels .................................................................................................. F 2-18.
INDEX-14
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
DC and AC Circuit Breaker Panels................................................................................................... 2.58.4
DC Power Supply System.................................................................................................................. 2.58
DD Form 365-3 (Chart C) Weight and Balance Records. ............................................................... 6.7
DD Form 365-4 (Form F). ................................................................................................................. 6.9
DECREASING % RPM R................................................................................................................. 9.14
DEFINITION OF EMERGENCY TERMS....................................................................................... 9.3
Description, Helicopter....................................................................................................................... 1.3
Description, Avionics Subsystem. ..................................................................................................... 3.1
Description, Cruise Charts. ................................................................................................................ 7.17
DESERT AND HOT WEATHER OPERATION. ............................................................................ 8.41
Destruction of Army Materiel to Prevent Enemy Use...................................................................... 1.8
DGNS FAILURE. .............................................................................................................................. 9.32.5
Dimensions. ........................................................................................................................................ 2.3
Direction Finder Set AN/ARN -149 (LF/ADF). ............................................................................... 3.15
Dispenser Assembly. .......................................................................................................................... 4.1.3
Display Modes. ................................................................................................................................... 4.4.4
Ditching - Power Off.......................................................................................................................... 9.28.3
Ditching - Power On. ......................................................................................................................... 9.28.2
Door Locks. ........................................................................................................................................ 2.9.3
INDEX-15
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Doors and Windows. .......................................................................................................................... 2.9
Doppler/GPS Navigation Set (DGNS)AN/ASN-128B...................................................................... 3.13
Downwind Hovering. ......................................................................................................................... 5.22.2
Dual Engine Idle and Auxiliary Power Unit Fuel Flow................................................................... T 7-3.
DUAL-ENGINE FAILURE - GENERAL. ....................................................................................... 9.12
DUAL-ENGINE FAILURE. .............................................................................................................. 9.13
Dual-Engine Fuel Flow. ..................................................................................................................... 7.27
ECS Control Panel ............................................................................................................................. F 2-16.
Effects of Additional Installed Equipment. ....................................................................................... 7.16
Effects of Blade Erosion Kit. ............................................................................................................. 7.15
Electrical Control Unit (ECU). .......................................................................................................... 2.25.1
Electrical Fire In Flight. ..................................................................................................................... 9.23.5
Electrical Power Systems. .................................................................................................................. 2.57
Electrical Power.................................................................................................................................. 4.12.14
ELECTRICAL SYSTEM. .................................................................................................................. 9.26
Electrical System ................................................................................................................................ F 2-17.
Electronic Module Assembly (EM). .................................................................................................. 4.1.5
Electronic Navigation Instrument Display System............................................................................ 3.19
INDEX-16
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Electronics Module Controls.............................................................................................................. 4.1.6
Emergency Control Panel (ECP). ...................................................................................................... 3.11
Emergency Control Panel (ECP) ....................................................................................................... F 3-16.
Emergency Controls and Functions. .................................................................................................. 3.8.3
EMERGENCY EQUIPMENT (PORTABLE)................................................................................... 9.6
Emergency Exits and Emergency Equipment Diagram ................................................................... F 9-1.
EMERGENCY EXITS. ...................................................................................................................... 9.5
EMERGENCY JETTISONING. ........................................................................................................ 9.33
Emergency Landing In Wooded Areas. Power Off. ......................................................................... 9.28.1
Emergency Operation. ........................................................................................................................ 3.7.6
Emergency Operation. ........................................................................................................................ 3.8.5
Emergency Release Circuit Tester..................................................................................................... 4.7.4
EMERGENCY RELEASE OF RESCUE HOIST LOAD. ............................................................... 9.34
Emergency Release Procedure. .......................................................................................................... 4.7.7
Engine % RPM Limitations. .............................................................................................................. 5.8.2
Engine Alternator. .............................................................................................................................. 2.16
Engine Alternator. .............................................................................................................................. 2.16.1
Engine and Engine Inlet Anti-Ice Limitations. ................................................................................. 5.28
Engine Anti-Icing Systems................................................................................................................. 2.22
Engine Anti-Icing. .............................................................................................................................. 2.22.1
INDEX-17
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Engine Bleed Air. ............................................................................................................................... 7.12
Engine Bleed-Air System................................................................................................................... 2.21
Engine Chip Detector. ........................................................................................................................ 2.23.4
ENGINE COMPRESSOR STALL. ................................................................................................... 9.18
Engine Control Quadrant. .................................................................................................................. 2.25.2
Engine Control Quadrant ................................................................................................................... F 2-10.
Engine Control System....................................................................................................................... 2.25
Engine Driven Boost Pump. .............................................................................................................. 2.15.1
Engine Emergency Oil System. ......................................................................................................... 2.23.1
Engine Fire In Flight. ......................................................................................................................... 9.23.4
Engine Fuel Prime System................................................................................................................. 2.29
Engine Fuel Supply System. .............................................................................................................. 2.15
Engine Fuel System Components. ..................................................................................................... 2.15.4
Engine Fuel System Selector Control................................................................................................ 2.28.2
ENGINE HIGH-SPEED SHAFT FAILURE..................................................................................... 9.20
Engine Ignition Keylock. ................................................................................................................... 2.24.1
Engine Inlet Anti-Icing....................................................................................................................... 2.22.2
Engine Instruments. ............................................................................................................................ 2.27
Engine Limitations. ............................................................................................................................ 5.8
INDEX-18
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
ENGINE MALFUNCTION - PARTIAL OR COMPLETE POWER LOSS................................... 9.7
ENGINE OIL FILTER BYPASS CAUTION LEGEND ON, ENGINE CHIP CAUTION LEG-
END ON, ENG OIL PRESS HIGH/LOW, ENGINE OIL TEMP HIGH, ENGINE OIL TEMP
CAUTION LEGEND ON, ENGINE OIL PRESS CAUTION LEGEND ON. ............................... 9.19
Engine Oil Pressure Indicator. ........................................................................................................... 2.27.2
Engine Oil System Characteristics..................................................................................................... 8.40.4
Engine Oil System Servicing. ............................................................................................................ 2.80
Engine Oil System.............................................................................................................................. 2.23
Engine Oil Temperature Indicator. .................................................................................................... 2.27.1
Engine Operation. ............................................................................................................................... 8.40.3
Engine Overspeed Check Limitations................................................................................................ 5.11
Engine Power Limitations. ................................................................................................................ 5.8.1
Engine Power Turbine/Rotor Speed Indicator................................................................................... 2.27.5
ENGINE RESTART DURING FLIGHT. ......................................................................................... 9.11
ENGINE RUNUP............................................................................................................................... 8.23
Engine Speed Control System. .......................................................................................................... 2.25.4
Engine Start Envelope ........................................................................................................................ F 5-2.
Engine Start Limits............................................................................................................................. 5.10
Engine Start System. .......................................................................................................................... 2.24
Engine Starter Limits. ........................................................................................................................ 5.8.3
Engine T700 ...................................................................................................................................... F 2-9.
INDEX-19
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Engine/Fuselage Fire On Ground. ..................................................................................................... 9.23.1
Engine. ................................................................................................................................................ 2.14
Equipment Loading and Unloading. .................................................................................................. 6.18
ESSS Fuel System Degraded Operation Chart ERFS ................................................................... T 4-2
ESSS Side Position Lights. ................................................................................................................ 4.11.3
Exceeding Operational Limits............................................................................................................ 5.3
Explanation of Change Symbols........................................................................................................ 1.10
Exterior Check Diagram..................................................................................................................... F 8-1.
EXTERIOR CHECK. ......................................................................................................................... 8.11
Exterior Lights. ................................................................................................................................... 2.65
External AC Power System. .............................................................................................................. 2.60.2
External Air Source/Electrical Requirements. ................................................................................... 2.79
External Extended Range Fuel Quantity Indicating System............................................................. 4.10.4
EXTERNAL EXTENDED RANGE FUEL SYSTEM FAILURE TO TRANSFER SYMMETRI-

CALLY IN MANUAL MODE. ERFS ......................................................................................... 9.36
External Extended Range Fuel System Kit Configurations. ............................................................. 5.33
External Extended Range Fuel System Kit. ERFS ....................................................................... 4.10
External Extended Range Fuel System Tanks. ................................................................................. 4.10.2
External Extended Range Fuel Transfer Check. ............................................................................... 4.10.7
External Extended Range Fuel Transfer Modes................................................................................ 4.10.1
INDEX-20
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
External Load Drag Chart. ................................................................................................................. 7.21
External Load Drag ............................................................................................................................ F 7-30.
External Source Engine Start. ............................................................................................................ 2.24.4
External Stores Fixed Provisions. ...................................................................................................... 4.11.1
External Stores Jettison Control Panel. ............................................................................................. 4.11.4
EXTERNAL STORES JETTISON. ES ........................................................................................... 9.37
External Stores Removable Provisions. ............................................................................................. 4.11.2
External Stores Support System (ESSS). ES .................................................................................. 4.11
F AULT INDICATOR (BIT/FIT Error Reporting and Clear). ........................................................ 9.40.2
Fire Detection System. ....................................................................................................................... 2.11.1
Fire Detector Test Panel..................................................................................................................... 2.11.2
Fire Extinguisher Arming Levers (T-Handles).................................................................................. 2.11.4
Fire Extinguisher Control Panel......................................................................................................... 2.11.5
Fire Extinguishing Systems................................................................................................................ 2.11.3
Fire Protection Systems...................................................................................................................... 2.11
FIRE. ................................................................................................................................................... 9.23
First Aid Kits. ..................................................................................................................................... 2.13
FLIGHT CHARACTERISTICS......................................................................................................... 9.8
INDEX-21
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Flight Control Servo Low-Pressure Caution Legends. ..................................................................... 2.32.2
Flight Control Servo Switch. ............................................................................................................. 2.32.1
Flight Control Servo Systems. ........................................................................................................... 2.32
Flight Control Systems....................................................................................................................... 2.31
FLIGHT CONTROL/MAIN-ROTOR SYSTEM MALFUNCTIONS.............................................. 9.29
Flight in Icing Conditions. ................................................................................................................. 5.27
Flight in Instrument Meteorological Conditions (IMC).................................................................... 5.26
Flight Instrument Lights..................................................................................................................... 2.64.3
Flight Path Stabilization (FPS). ......................................................................................................... 2.33.3
Flight Plan Control Screens ............................................................................................................... F 3-17.
Flight Plans. ........................................................................................................................................ 3.12.1
Flight with Cabin Door(s)/Window(s) Open..................................................................................... 5.19
Flight with External Loads................................................................................................................. 8.38.1
FLIR Menus (Basic)........................................................................................................................... F 4-8.
FLIR SYSTEM MALFUNCTIONS. ................................................................................................. 9.41
FLIR System Status Display .............................................................................................................. F 4-7
FLIR System Symbology Display ..................................................................................................... F 4-13
FLIR System....................................................................................................................................... F 4-6
FLT PATH STAB Caution Legend On............................................................................................. 9.29.4
INDEX-22
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Flying Qualities with External ERFS Installed. ERFS ................................................................. 8.38.2
Focus Menu ........................................................................................................................................ F 4-12.
Formation Lights. ............................................................................................................................... 2.65.5
Forms and Records............................................................................................................................. 1.9
Forward Looking InfraRed System AN/AAQ-22. ............................................................................ 4.6
Free Air Temperatures........................................................................................................................ 7.9
Free-Air Temperature (FAT) Indicator.............................................................................................. 2.73
Fuel and Lubricants, Specifications, and Capacities ......................................................................... T 2-4.
Fuel Boost Pump. ............................................................................................................................... 2.30.2
Fuel Filter. .......................................................................................................................................... 2.15.2
Fuel Filter. .......................................................................................................................................... 2.28.3
FUEL FUMES IN COCKPIT/CABIN WITH EXTERNAL EXTENDED RANGE FUEL SYS-

TEM PRESSURIZED. ERFS ......................................................................................................... 9.38
FUEL LIMITATIONS. ..................................................................................................................... 5.12
Fuel Low Caution Legend. ................................................................................................................ 2.30.1
Fuel Moments. .................................................................................................................................... 6.10
Fuel Moments ..................................................................................................................................... F 6-2.
Fuel Pressure Warning System. ......................................................................................................... 2.15.3
Fuel Quantity Indicating System. ...................................................................................................... 2.30
Fuel Sampling System........................................................................................................................ 2.78.5
INDEX-23
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Fuel Supply System............................................................................................................................ 2.28
Fuel System Servicing........................................................................................................................ 2.78
FUEL SYSTEM. ................................................................................................................................ 9.25
Fuel Tanks. ......................................................................................................................................... 2.28.1
Fuel Transfer Sequence. ..................................................................................................................... 4.10.6
Fuel Types. ......................................................................................................................................... 2.78.1
Function. ............................................................................................................................................. 4.2.3
FUSELAGE - LEFT SIDE (AREA 5). ............................................................................................. 8.16
FUSELAGE - RIGHT SIDE (AREA 7)............................................................................................ 8.18
Gas Generator Speed (Ng) Indicator. ................................................................................................ 2.27.4
General Arrangement ........................................................................................................................ F 2-1.
Generator Control Switches. .............................................................................................................. 2.60.1
Generator Control Units (GCU)......................................................................................................... 2.59.1
Gravity Refueling. .............................................................................................................................. 2.78.3
Ground Operations. ............................................................................................................................ 8.42.5
GROUND RESONANCE. ................................................................................................................. 8.37
GROUND TAXI................................................................................................................................. 8.25
Gust Lock Limitations........................................................................................................................ 5.35
INDEX-24
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Gyro Magnetic Compass Set AN/ASN-43. ....................................................................................... 3.18
Hand-Operated Fire Extinguishers..................................................................................................... 2.11.7
Handpump Reservoir Servicing. ........................................................................................................ 2.82
HAVE QUICK (HQ) System............................................................................................................. 3.7.3
Heads Up Display AN/AVS-7. .......................................................................................................... 4.4
Heads Up Display AN/AVS-7 ........................................................................................................... F 4-2.
Heat and Ventilation Controls. .......................................................................................................... 2.54.1
Heating System................................................................................................................................... 2.54
Height Velocity Diagram ................................................................................................................... F 9-2.
Helicopter Compartment and Station Diagram. ................................................................................ 6.3
Helicopter Compartment and Station Diagram ................................................................................. F 6-1.
HELICOPTER SYSTEMS................................................................................................................. 9.1
HF (COM 5) Communication Screen Flow ..................................................................................... F 3-14.
HF Radio Set AN/ARC-220 (COM 5). ............................................................................................. 3.9
High Drag Symbol. ............................................................................................................................ 1.12
History Recorder. .............................................................................................................................. 2.18
HOIST CABLE CUT. ........................................................................................................................ 9.34.1
Hoist Control Panel. ........................................................................................................................... 4.9.1
INDEX-25
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Hoist Operation................................................................................................................................... 4.9.4
HOIST RUNAWAY........................................................................................................................... 9.34.2
Horizontal Reference Datum.............................................................................................................. 6.6.1
Horizontal Situation Indicator. ........................................................................................................... 3.19.2
Horizontal Situation Indicator ............................................................................................................ F 3-30.
Hot Section Module. .......................................................................................................................... 2.14.2
Hover - Clean Configuration ............................................................................................................ F 7-4
Hover - High Drag ............................................................................................................................. F 7-5.
HOVER CHART. ............................................................................................................................... 7.14
HOVER CHECK. ............................................................................................................................... 8.26
Hover Infrared Suppressor Subsystem (HIRSS). .............................................................................. 2.26
Hydraulic Leak Detection/Isolation System. ..................................................................................... 2.37
Hydraulic Logic Module Operation Principle .................................................................................. F 2-13.
Hydraulic Pump Modules................................................................................................................... 2.36
Hydraulic System. .............................................................................................................................. 2.35
HYDRAULIC SYSTEM. ................................................................................................................... 9.27
Hydraulic Systems Servicing. ............................................................................................................ 2.83
Ice and Rain Operation. ..................................................................................................................... 8.42.3
INDEX-26
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Ice Rate Meter Fail or Inaccurate. ..................................................................................................... 9.35.3
Idle Fuel Flow. ................................................................................................................................... 7.25
Ignition System................................................................................................................................... 2.17
IMMEDIATE ACTION EMERGENCY STEPS. ............................................................................. 9.2
INCREASING % RPM R. ................................................................................................................. 9.15
Index. .................................................................................................................................................. 1.6
In-Flight Icing..................................................................................................................................... 8.42.4
In-flight Procedures. ........................................................................................................................... 4.7.8
IN-FLIGHT......................................................................................................................................... 8.42
Infrared Countermeasure Set AN/ALQ-144(V). ............................................................................... 4.3
Infrared Countermeasure System Control Panel. .............................................................................. 4.3.1
Infrared Suppressor System................................................................................................................ 7.13
INI Screen Flow ................................................................................................................................. F 3-7.
Initialization Screen ............................................................................................................................ F 3-6.
Input Module. ..................................................................................................................................... 2.41.1
INSTRUMENT FLIGHT. .................................................................................................................. 8.35
Instrument Marking Color Codes. ..................................................................................................... 5.5
Instrument Markings ......................................................................................................................... F 5-1.
Instrument Panel ................................................................................................................................ F 2-8.
Instrument Panel. ................................................................................................................................ 2.8
INDEX-27
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Intercommunication Keying System. ................................................................................................. 3.5.2
INTERIOR CABIN (AREA 4). ......................................................................................................... 8.15
Interior Lighting System. ................................................................................................................... 4.12.10
Interior Lighting. ................................................................................................................................ 2.64
Intermediate and Tail Gear Box Chip/Temperature Systems. .......................................................... 2.43.3
Intermediate Gear Box. ...................................................................................................................... 2.43.1
Introduction......................................................................................................................................... 6.1
Jettison Limits..................................................................................................................................... 5.34
KY -100 Secure Communication Control Screen ............................................................................. F 3-15.
LANDING AND DITCHING............................................................................................................ 9.28
Landing Gear Limitations. ................................................................................................................. 5.23
Landing Gear System. ........................................................................................................................ 2.7
Landing Light. .................................................................................................................................... 2.65.2
Landing Speed Limitations. ............................................................................................................... 5.24
LANDING. ......................................................................................................................................... 8.31
INDEX-28
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Lighted Switches Dimmer.................................................................................................................. 2.64.4
LIGHTNING STRIKE. ...................................................................................................................... 9.21
Limits. ................................................................................................................................................. 7.4
LITTER LIFT RUNAWAY............................................................................................................... 9.39.1
Litter Lift System Operation. ............................................................................................................. 4.12.15
Litter Lift System Patient Loading and Unloading........................................................................... 4.12.17
Litter Lift System. .............................................................................................................................. 4.12.2
Litter Moments ................................................................................................................................... F 6-4.
Litter Platform .................................................................................................................................... F 4-23.
Litter Platforms................................................................................................................................... 4.12.4
LITTER SYSTEM MALFUNCTIONS. ............................................................................................ 9.39
Load Demand System. ....................................................................................................................... 2.25.3
Loading Data. ..................................................................................................................................... 6.8
Logic Modules. ................................................................................................................................... 2.38.4
Loss of NO. 1 or NO. 2 Generator During Blade Deice Operation. ............................................... 9.35.4
Loss of Tail Rotor Thrust at Low Airspeed/Hover........................................................................... 9.22.2
Loss of Tail Rotor Thrust. ................................................................................................................. 9.22.1
Lower Console.................................................................................................................................... F 2-7.
INDEX-29
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Main Landing Gear. ........................................................................................................................... 2.7.1
Main Module. ..................................................................................................................................... 2.41.3
Main Rotor Blade and BIMt System................................................................................................ F 2-14.
Main Rotor Blades. ............................................................................................................................ 2.45.1
Main Rotor Gust Lock. ...................................................................................................................... 2.45.2
Main Rotor System............................................................................................................................. 2.45
Main Rotor Tiedown. ......................................................................................................................... 2.88.2
Main Transmission Chip Detector/Fuzz Burn-Off System. .............................................................. 2.42.3
Main Transmission LubricationSystem. ............................................................................................ 2.42
Main Transmission Module Limitations............................................................................................ 5.7
Main Transmission Oil System Servicing. ........................................................................................ 2.84
MAIN XMSN OIL PRESS Caution Legend On/XMSN OIL PRESS LOW/XMSN OIL TEMP
HIGH or XMSN OIL TEMP Caution Legend On............................................................................ 9.22.7
Maintenance Light. ............................................................................................................................. 2.64.8
Maintenance Operational Checks (MOC).......................................................................................... 5.38
MANEUVERING FLIGHT. .............................................................................................................. 8.38
Maneuvering Limitations. .................................................................................................................. 5.22.3
Manual Operation of the Stabilator. .................................................................................................. 5.22.1
Master Mode Display ......................................................................................................................... F 4-3.
Master Mode Symbology Display (HUD)......................................................................................... T 4-1.
INDEX-30
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Master Warning Panel ........................................................................................................................ F 2-21.
Master Warning System. .................................................................................................................... 2.75
Maximum Cargo Size Diagram for Loading Through Cabin Doors................................................ 6.16
Maximum Torque Available - 30-Minute Limit ............................................................................... F 7-3.
Maximum Torque Available Chart. ................................................................................................... 7.11
Medevac Equipment Moments........................................................................................................... 6.12
MEDEVAC Seats Installation............................................................................................................ 4.12.5
MEDEVAC System............................................................................................................................ F 4-20.
Medical Attendant Seat Belt Operation............................................................................................. 2.10.4
Medical Attendant Seats..................................................................................................................... 2.10.3
Medical Cabinet.................................................................................................................................. 4.12.8
Medical Cabinet.................................................................................................................................. F 4-25.
Medical Control Panels. ..................................................................................................................... 4.12.6
Medical Control Panels ...................................................................................................................... F 4-24.
Medical Evacuation (MEDEVAC) System. ...................................................................................... 4.12
Medical IV Bags................................................................................................................................. 4.12.9
Medical Stations. ................................................................................................................................ 4.12.1
Medical Stations ................................................................................................................................. F 4-21.
Medical Suction Controls................................................................................................................... F 4-27.
Medical Suction System..................................................................................................................... 4.12.11
INDEX-31
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Messages. ............................................................................................................................................ 3.9.4
MFD Adjustments. ............................................................................................................................. 4.6.5
MFD Caution/Advisory Grid ............................................................................................................. F 2-22.
MFD FAILURE.................................................................................................................................. 9.32.4
Minimum Crew Requirements. .......................................................................................................... 5.4
Mission Kits........................................................................................................................................ F 4-1.
MISSION PLANNING. ..................................................................................................................... 8.1
Mission Profile .................................................................................................................................. Figure

F 7-36
Mission Readiness Circuit Breaker Panel.......................................................................................... 4.8
Mixing Unit. ....................................................................................................................................... 2.31.3
Mode of Operation. ............................................................................................................................ 3.6.3
MODE PROBLEM, CAGE PROBLEM, GIMBAL RACHETING, IMAGE DISTORTION,

MISC................................................................................................................................................... 9.41.1
Modes of Operation, Emergency Control Panel. .............................................................................. 3.11.2
Modes of Operation, Personnel Locator System............................................................................... 3.17.3
Modes of Operation, Storm Scope..................................................................................................... 3.20.3
Modes of Operation, Communications Systems Control.................................................................. 3.5.3
Modes of Operation, AN/ARC-164 UHF Radio............................................................................... 3.7.4
Modes of Operation, AN/APR-39 Radar Signal Detecting Set........................................................ 4.2.2
INDEX-32
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Modes of Operation, AN/AVS-7 Heads Up Display........................................................................ 4.4.3
Modes of Operation, FLIR................................................................................................................. 4.6.4
Moment. .............................................................................................................................................. 6.6.3
Mooring Instructions. ......................................................................................................................... 2.88.1
Mooring............................................................................................................................................... 2.88
Mooring............................................................................................................................................... F 2-25.
MR DE-ICE FAULT or MR DE-ICE FAIL, or TR DE-ICE FAIL Caution Legend On............... 9.35.1
Multi Function Display (MFD).......................................................................................................... 4.5
Multi Function Display (MFD).......................................................................................................... F 4-5.
N AV Header...................................................................................................................................... F 3-4.
Navigation Calculator Control Screens.............................................................................................. F 3-21.
Navigation Calculator......................................................................................................................... 3.12.5
No. 1 Transfer Module....................................................................................................................... 2.38.1
No. 2 Transfer Module....................................................................................................................... 2.38.2
Normal Operation, Heating System. .................................................................................................. 2.54.2
Normal Operation, Ventilation System.............................................................................................. 2.55.2
Normal Operation, TSEC/KY-100 Secure Comm. ........................................................................... 3.10.3
Normal Operation, Personnel Locator System. ................................................................................. 3.17.4
INDEX-33
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Normal Operation, AN/ARC-164 UHF Radio. ................................................................................. 3.7.5
Normal Operation, AN/ARC-222 VHF Radio. ................................................................................. 3.8.4
Normal Operation, Oxygen Generation System................................................................................ 4.12.13.2
NOSE SECTION (AREA 1).............................................................................................................. 8.12
Number 1 Hydraulic System.............................................................................................................. 2.36.1
Number 2 Hydraulic System.............................................................................................................. 2.36.2
NVG Lighting System........................................................................................................................ 2.64.1
O BOGS BIT/FAULT LIGHT ILLUMINATED.............................................................................. 9.40.1
OBOGS Panel..................................................................................................................................... F 4-28.
OBOGS SYSTEM MALFUNCTIONS. ............................................................................................ 9.40
Oil Cooler and Filter. ......................................................................................................................... 2.23.3
Oil Tank. ............................................................................................................................................. 2.23.2
OPERATING PROCEDURES AND MANEUVERS. ..................................................................... 8.6
Operation, Area Navigation. .............................................................................................................. 3.12.6
Operation, AN/ARN-147 VOR/ILS/MB. .......................................................................................... 3.14.3
Operation, AN/ARN-149 ADF. ......................................................................................................... 3.15.3
Operation, TACAN. ........................................................................................................................... 3.16.3
Operation, AN/ASN-43 Gyro Magnetic Compass. ........................................................................... 3.18.3
INDEX-34
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Operation, EFIS. ................................................................................................................................. 3.19.5
Operation, AN/APX-100 Transponder............................................................................................... 3.21.3
Operation, AN/APN-209 Radar Altimeter......................................................................................... 3.22.3
Operation, Avionics Management System......................................................................................... 3.4.3
Operation, AN/ARC-220 HF Radio. ................................................................................................. 3.9.3
Operation, M-130 Chaff Dispenser.................................................................................................... 4.1.8
Operation, AN/ALQ-144 IR Countermeasures Set. .......................................................................... 4.3.3
Operation, AN/AVS-7 Heads Up Display......................................................................................... 4.4.5
Operation, Multifunction Display. ..................................................................................................... 4.5.4
Optimum Altitude For Maximum Range ......................................................................................... F 7-29.
Optimum Range Charts. ..................................................................................................................... 7.20
Overhead Control Panel. .................................................................................................................... 4.12.7
Overhead Lighting .............................................................................................................................. F 4-26.
Overlay Display Modes...................................................................................................................... 4.5.3
Oxygen Delivery System. .................................................................................................................. 4.12.12
Oxygen Generating System................................................................................................................ 4.12.13
P ARKING AND SHUTDOWN. ...................................................................................................... 8.33
Parking. ............................................................................................................................................... 2.86
INDEX-35
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
PASSENGER BRIEFING. ................................................................................................................. 8.5
Payload Module Assembly................................................................................................................. 4.1.4
Pedal Bind/Restriction or Drive With No Accompanying Caution Light........................................ 9.22.5
Performance Data Basis - Clean. ....................................................................................................... 7.7
Performance Data Basis - High Drag. ............................................................................................... 7.8
Performance Discrepancies. ............................................................................................................... 7.6
Personnel Locator System (PLS). ...................................................................................................... 3.17
Personnel Moments. ........................................................................................................................... 6.11
Personnel Stations............................................................................................................................... F 6-3.
Pilot-Assist Controls........................................................................................................................... 2.32.5
Pilot-Assist Servos.............................................................................................................................. 2.32.3
Pilot’s Display Unit (PDU). ............................................................................................................... 2.8.3
Pilot’s Seats. ....................................................................................................................................... 2.10.1
Pitch Boost Servo Hardover............................................................................................................... 9.27.10
Pitch, Roll or Yaw/Trim Hardover. ................................................................................................... 9.29.5
Pitot Heater. ........................................................................................................................................ 2.49
Pitot-Static System. ............................................................................................................................ 2.66
PLS Central Display Unit .................................................................................................................. F 3-26.
PLS Remote Display Unit.................................................................................................................. F 3-27.
Pneumatic Source Inlet Limits........................................................................................................... 5.9
INDEX-36
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Pneumatic Subsystem. ........................................................................................................................ 2.40
Position Lights. ................................................................................................................................... 2.65.4
Power Turbine Section Module. ........................................................................................................ 2.14.3
POWER UP AND MODE SET Operation. ...................................................................................... 4.6.7
Powertrain. .......................................................................................................................................... 2.41
PREFLIGHT CHECK. ....................................................................................................................... 8.9
Preflight............................................................................................................................................... 4.7.5
Preparation for Littered Patient Loading. .......................................................................................... 4.12.16
Pressure Refueling. ............................................................................................................................. 2.78.4
Pressurizing and Overspeed Unit....................................................................................................... 2.15.4.1
Primary Controls and Functions. ....................................................................................................... 3.16.2
Principal Dimensions.......................................................................................................................... F 2-2.
Prohibited Maneuvers......................................................................................................................... 5.21
Protective Armor. ............................................................................................................................... 2.10.2
Protective Covers and Plugs. ............................................................................................................. 2.87
PWR MAIN RTR and/or TAIL RTR MONITOR Light On............................................................ 9.35.2
Radar Altimeter Set AN/APN-209(V)............................................................................................... 3.22
Radar Altimeter Set AN/APN-209(V)............................................................................................... F 3-34.
Radar Signal Detecting Set AN/APR-39A(V)1. ............................................................................... 4.2
INDEX-37
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Radio Receiving Set AN/ARN-147(V)(VOR/ILS/MB). ................................................................... 3.14
Radio Receiving Set AN/ASN-153 TACAN. ................................................................................... 3.16
Radio Set AN/ARC-201D (VHF-FM) (COM 1 and 4). ................................................................... 3.6
Recommended Emergency External Fuel Tank Jettison Envelope .................................................. T 5-1.
Refueling/Defueling............................................................................................................................ 2.30.3
Rescue Hoist Limitations. .................................................................................................................. 5.36
Rescue Hoist Moments....................................................................................................................... F 6-6.
Rescue Hoist Pendant......................................................................................................................... 4.9.2
Rescue Hoist System .......................................................................................................................... F 4-17.
Rescue Hoist Weight Limitations. ..................................................................................................... 5.17
Rescue Hoist. ...................................................................................................................................... 4.9
Reservoir Fill System. ........................................................................................................................ 2.39
Restraint Criteria................................................................................................................................. 6.18.3
Restricted Maneuvers. ........................................................................................................................ 5.22
Rotor Blade Deice Kit........................................................................................................................ 2.50
Rotor Blade Deice Kit........................................................................................................................ F 2-15.
Rotor Limitations................................................................................................................................ 5.6
Rotor Speed Limitations..................................................................................................................... 5.6.2
Rotor Start and Stop Limits. .............................................................................................................. 5.6.1
Rotor Systems..................................................................................................................................... 2.44
INDEX-38
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
ROTORS, TRANSMISSIONS AND DRIVE SYSTEMS................................................................ 9.22
Safety Procedures. .............................................................................................................................. 4.1.7
Sample Cruise Chart - Clean ............................................................................................................. F 7-6.
SAS 2 Failure Advisory Light On..................................................................................................... 9.29.2
SAS Failure With No Failure/Advisory Indication........................................................................... 9.29.1
SAS OFF Caution Legend On. .......................................................................................................... 9.29.3
Scope................................................................................................................................................... 6.4
Search Pattern Control Screens.......................................................................................................... F 3-18.
Searchlight. ......................................................................................................................................... 2.65.1
Series and Effectivity Codes. ............................................................................................................. 1.11
Service Platforms and Fairings. ......................................................................................................... 2.77
Servicing Diagram ............................................................................................................................. F 2-24.
Servicing. ............................................................................................................................................ 2.76
Shut Down. ......................................................................................................................................... 4.12.11.2
Single/Dual-Engine Fuel Flow........................................................................................................... F 7-33.
SINGLE-ENGINE FAILURE - GENERAL. .................................................................................... 9.9
SINGLE-ENGINE FAILURE. ........................................................................................................... 9.10
Single-Engine Fuel Flow.................................................................................................................... 7.26
INDEX-39
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Single-Engine...................................................................................................................................... 7.19
Sling/Hoist Load Maneuvering Limitations ...................................................................................... F 5-6.
Slope Landing Limitations. ................................................................................................................ 5.25
SMOKE AND FUME ELIMINATION. ........................................................................................... 9.24
Special Mission Flight Profiles. ......................................................................................................... 7.29
Special Mission Profile....................................................................................................................... F 7-36.
Specific Conditions............................................................................................................................. 7.5.3
Stabilator Control Panel. .................................................................................................................... 2.34.1
STABILATOR MALFUNCTION - AUTO MODE FAILURE....................................................... 9.30
Stabilator Position Indicator............................................................................................................... 2.34.2
Stabilator System. ............................................................................................................................... 2.34
Stability Augmentation System (SAS). ............................................................................................. 2.33.1
Stand Alone Display Modes. ............................................................................................................. 4.5.2
Standby Magnetic Compass. .............................................................................................................. 2.72
STARTING ENGINES. ..................................................................................................................... 8.22
Starting Procedure, TSEC/KY-100 Secure Comm............................................................................ 3.10.2
Starting Procedure, Storm Scope. ...................................................................................................... 3.18.4
Starting Procedure, AN/ARC-201 VHF/FM Radio........................................................................... 3.6.4
Starting Procedure, FLIR. .................................................................................................................. 4.6.3
INDEX-40
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Status Line .......................................................................................................................................... F 3-5.
Status Screen Flow ............................................................................................................................. F 3-8.
Stopping Procedure, AN/APX-100 Transponder............................................................................... 3.21.4
Stopping Procedure, AN/APN-209 Radar Altimeter......................................................................... 3.22.4
Stopping Procedure, M-130 Chaff Dispenser.................................................................................... 4.1.9
Stopping Procedure, AN/ALQ-144 IR Countgermeasure Set........................................................... 4.3.4
Stopping Procedure, FLIR.................................................................................................................. 4.6.8
Storepoint Control Screens................................................................................................................. F 3-20.
Stores Jettison Control Operation. ..................................................................................................... 4.11.5
Stores Jettison Control Panel ES .................................................................................................... F 4-19.
Storm scope Controls, Functions, and Displays................................................................................ 3.20.2
Storm scope Displays ........................................................................................................................ F 3-32.
Storm Scope Error Messages. ............................................................................................................ T 3-3
Storm Scope Normal Operation......................................................................................................... 3.20.4
Storm scope Weather Mapping System............................................................................................. 3.20
Stow Ambulatory Patient Seats. ........................................................................................................ 4.12.19
Symbol Generator Test Mode ............................................................................................................ F 4-4.
Symbology/Status Menus ................................................................................................................... F 4-14
SYMBOLS DEFINITION.................................................................................................................. 8.7
System Status / Symbology. .............................................................................................................. 4.6.6
INDEX-41
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
T ail and Intermediate Gear Box Servicing. ..................................................................................... 2.85
Tail Drive System............................................................................................................................... 2.43
Tail Gear Box. .................................................................................................................................... 2.43.2
Tail Landing Gear. ............................................................................................................................. 2.7.3
TAIL PYLON (AREA 6)................................................................................................................... 8.17
Tail Rotor Control. ............................................................................................................................. 2.31.5
Tail Rotor Pedals. ............................................................................................................................... 2.31.6
TAIL ROTOR QUADRANT Caution Legend On With Loss of Tail Rotor Control..................... 9.22.4
TAIL ROTOR QUADRANT Caution Legend On With No Loss of Tail Rotor Control. ............. 9.22.3
Tail Rotor Quadrant/Warning. ........................................................................................................... 2.47
Tail Rotor System............................................................................................................................... 2.46
TAKEOFF........................................................................................................................................... 8.28
Taxiing and Ground Operation. ......................................................................................................... 8.41.1
Taxiing. ............................................................................................................................................... 8.40.5
Temperature Conversion Chart .......................................................................................................... F 7-1.
TGT Temperature Indicator. .............................................................................................................. 2.27.3
Thermocouple Harness. ...................................................................................................................... 2.19
Thunderstorm Operation..................................................................................................................... 8.42.1
INDEX-42
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Tiedown Fittings and Restraint Rings. .............................................................................................. 6.17
Torque and Overspeed and % RPM Sensors. ................................................................................... 2.20
Torque Factor Method........................................................................................................................ 7.10
Torque Factor Procedure. ................................................................................................................... 7.10.2
Torque Factor Terms. ......................................................................................................................... 7.10.1
Torque Indicator. ................................................................................................................................ 2.27.6
Transfer Modules................................................................................................................................ 2.38
Transmission Chip Detector System.................................................................................................. 2.42.4
Transmission Oil Pressure Indicator. ................................................................................................. 2.42.2
Transmission Oil Temperature Indicator. .......................................................................................... 2.42.1
Transponder AN/APX-100(V)1 (IFF)................................................................................................ 3.21
Trim Actuator Jammed....................................................................................................................... 9.29.6
Trim System. ...................................................................................................................................... 2.33.2
TSEC/KY-100 SECURE COMMUNICATION SYSTEM............................................................... 3.10
Turbulence and Thunderstorm Operation. ......................................................................................... 5.32
Turbulence. ......................................................................................................................................... 8.42.2
Turn Rate Indicating System. ............................................................................................................ 2.68
Turning Radius and Clearance........................................................................................................... F 2-3.
Turning Radius and Ground Clearance. ............................................................................................ 2.4
INDEX-43
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Turret................................................................................................................................................... 4.6.1
UH-60Q............................................................................................................................................... 2.2
UHF (COM 2) Communication Screen Flow .................................................................................. F 3-11.
UHF Radio, AN/ARC-164(V) (COM 2). .......................................................................................... 3.7
UNCOMMANDED NOSE DOWN/UP PITCH ATTITUDE CHANGE. ....................................... 9.31
Upper and Lower Console Lights...................................................................................................... 2.64.5
Upper and Lower Consoles................................................................................................................ 2.6
Upper Console .................................................................................................................................... F 2-6.
Use of Charts. ..................................................................................................................................... 7.18
Use of Charts. ..................................................................................................................................... 7.5
Use of Fuels........................................................................................................................................ 2.78.2
Use of Words Shall, Should, and May.............................................................................................. 1.13
Utility Lights....................................................................................................................................... 2.64.6
Utility Module. ................................................................................................................................... 2.38.3
Ventilation System. ............................................................................................................................ 2.55
Ventilation System. ............................................................................................................................ 2.55.1
Vertical Instrument Display System (VIDS)..................................................................................... 2.8.1
INDEX-44
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Vertical Situation Indicator. ............................................................................................................... 3.19.1
Vertical Situation Indicator ................................................................................................................ F 3-29.
Vertical Speed Indicator..................................................................................................................... 2.71
VHF (COM 3) Communication Screen Flow .................................................................................. F 3-12.
VHF Radio Set AN/ARC-222 (COM 3). .......................................................................................... 3.8
VOR/ILS/MB Control Screens AN/ARN-147(V)............................................................................. F 3-23.
VSI/HSI and CIS Mode Selector Panels. .......................................................................................... 3.19.4
Warnings, Cautions, and Notes.......................................................................................................... 1.2
Waypoint Control Screens ................................................................................................................ F 3-19.
Waypoints. .......................................................................................................................................... 3.12.3
Weight Definitions.............................................................................................................................. 6.5
Weight Limitations. .......................................................................................................................... 5.14
Weight-On-Wheels Functions ............................................................................................................ T 2-1
Wheel Brake System. ......................................................................................................................... 2.7.2
Windshield Anti-ice Limitations. ....................................................................................................... 5.31
Windshield Anti-Ice/Defogging System. ........................................................................................... 2.48.2
Windshield Wiper Control. ................................................................................................................ 2.48.1
Windshield Wipers. ............................................................................................................................ 2.48
INDEX-45
TM 1-1520-253-10
INDEX (Cont)
Subject Paragraph
Figure, Table
Number
Wire Strike Protection System........................................................................................................... 2.512.52
INDEX-46
TM 1-1520-253-10
DENNIS J. REIMER
Chief of Staff
Official:
JOEL B. HUDSON
05409
DISTRIBUTION:
To be distributed in accordance with Initial Distribution Number (IDN)
313811 requirements for TM 1-1520-237-10.
PIN: 077199-004

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TM 1-1520-253-10

DISTRIBUTION STATEMENT A. Approved for public release; distribution unlimited.

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LIST OF EFFECTIVE PAGES (Cont)

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TECHNICAL MANUAL HEADQUARTERS

REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS

DISTRIBUTION STATEMENT A. Approved for public release; distribution unlimited.

CHAPTER 1 INTRODUCTION ......................................................................................... 1-1

CHAPTER 2 AIRCRAFT AND SYSTEMS DESCRIPTION AND OPERATION ......... 2-1

Section I Aircraft........................................................................................................... 2-1

Section II Emergency Equipment .................................................................................. 2-17

Section III Engines and Related Systems ....................................................................... 2-19

Section IV Fuel System .................................................................................................. 2-28

Section V Flight Controls............................................................................................... 2-30

Section VI Hydraulic and Pneumatic System ................................................................. 2-38

Section VII Powertrain System......................................................................................... 2-43

Section VIII Main and Tail Rotor Groups......................................................................... 2-45

Section IX Utility Systems .............................................................................................. 2-47

TABLE OF CONTENTS (Cont)

Section XI Electrical Power Supply and Distribution Systems...................................... 2-55

Section XII Auxiliary Power Unit .................................................................................... 2-61

Section XIII Lighting.......................................................................................................... 2-64

Section XIV Flight Instruments.......................................................................................... 2-67

Section XV Servicing, Parking, and Mooring .................................................................. 2-75

CHAPTER 3 AVIONICS .................................................................................................... 3-1

Section I General........................................................................................................... 3-1

Section II Communications ............................................................................................ 3-15

Section III Navigation...................................................................................................... 3-45

Section IV Transponder and Radar ................................................................................. 3-90

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