Army CH-47D Maintenance Manual PDF

*TM 55-1520-240-10
TECHNICAL MANUAL
MAINTENANCE MANUAL
FOR
ARMY CH-47D
HELICOPTER
(EIC: RCD)
*This manual supersedes TM 55-1520-240-10, dated 10 November

1982, including all changes.
DISTRIBUTION STATEMENT A: Approved for public release; distribution

unlimited.
HEADQUARTERS
DEPARTMENT OF THE ARMY
30 April 1992
URGENT
TM 55-1520-240-10
C 19
CHANGE HEADQUARTERS
NO. 19 WASHINGTON, D.C., 15 FEBRUARY 2002
OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTERS
(EIC: RCD)
DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.
TM 55-1520-240-10, 30 April 1992 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 miniature pointing hand.
Remove pages Insert pages
A and B A and B
5-1 through 5-4 5-1 through 5-4
2. Retain this sheet in front of the manual for reference purposes.
By Order of the Secretary of the Army:
ERIC K. SHINSEKI
General, United States Army
Official: Chief of Staff
JOEL B. HUDSON
Administrative Assistant to the
Secretary of the Army
0204207
DISTRIBUTION:
To be distributed in accordance with Initial Distribution Number (IDN) 310194, requirements for
TM 55-1520-240-10.
URGENT
TM 55-1520-240-10
C 18
CHANGE HEADQUARTERS
NO. 18 WASHINGTON, D.C., 15 OCTOBER 2001
OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTERS
(EIC: RCD)
A and B A and B
4-29 and 4-30 4-29 and 4-30
8-3 and 8-4 8-3 and 8-4
------- 8-4.1/(8-4.2 blank)
8-15 and 8-16 8-15 and 8-16
ERIC K. SHINSEKI
Official:
Chief of Staff
JOEL B. HUDSON
0129101
DISTRIBUTION:
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URGENT
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C 17
CHANGE HEADQUARTERS
NO. 17 WASHINGTON, D.C., 31 JULY 2001
OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTERS
(EIC: RCD)
A and B A and B
2-1/(2-2 blank) 2-1/(2-2 blank)
8-9 and 8-10 8-9 and 8-10
-------- 8-10.1/(8-10.2 blank)
8-13 and 8-14 8-13 and 8-14
-------- 8-14.1/(8-14.2 blank)
9-12.1 and 9-12.2 9-12.1 and 9-12.2
9-13 and 9-14 9-13 and 9-14
ERIC K. SHINSEKI
JOEL B. HUDSON
0120406
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C16
CHANGE HEADQUARTERS
NO. 16 WASHINGTON, D.C., 20 APRIL 2001
OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTERS
(EIC:RCD)
DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited,
TM 55-1520-240-10, 30 April 1992, is changed as follows:
A and B A and B
9-17 and 9-18 9-17 and 9-18
By Order of the Secretary of the Army
ERIC K. SHINSEKI
Official Chief of Staff
JOEL B. HUDSON
0110703
DISTRIBUTION:
TM 55-1520-240-10.
URGENT
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Cl5
CHANGE HEADQUARTERS
NO. 15 WASHINGTON, D.C., 29 DECEMBER 2000
OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTERS
(EIC: RCD)
DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited
TM 55-1520-240-1 0,30 April 1992 is changed as follows:
AandB A and B
9-17 and 9-18 9-17 and 9-18
ERIC K. SHINSEKI
Chief of Stat7
OFFICIAL:
JOEL B. HUDSON
Administrative As&tan t to the
Secmtary of the Army
0101001
DISTRIBUTION:
To be distributed in accordance wfth Initial Distribution Number (IDN) 310194, requirements for
TM 55-1520-240-10.
URGENT TM 55-1520-240-10
C 14
CHANGE HEADQUARTERS
NO. 14 WASHINGTON, D.C., 28 JULY 2000
OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTERS
(EIC: RCD)
A and B A and B
i through iii/(iv blank) i and ii
2-27 and 2-28 2-27 and 2-28
2-85 and 2-86 2-85 and 2-86
------------ 2-90.1 and 2-90.2
2-91 and 2-92 2-91 and 2-92
4-39 and 4-40 4-39 and 4-40
------------ 4-41 through 4-45/(4-46 blank)
5-17/(5-18 blank) 5-17/(5-18 blank)
6-1 and 6-2 6-1 and 6-2
6-37 and 6-38 6-37 and 6-38
------------ 6-38.1/(6-38.2 blank)
7-1 and 7-2 7-1 and 7-2
----------- 8-6.1/(8-6.2 blank)
----------- 9-23/(9-24 blank)
B-1 through B-4 B-1 through B-4

TM 55-1520-240-10
C14
Official:
ERIC K. SHINSEKI
Chief of Staff
JOEL B. HUDSON
0017907
DISTRIBUTION:
TM 55-1520-240-10.
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C 13
CHANGE HEADQUARTERS
NO. 13 WASHINGTON, D.C., 15 MAY 2000
OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTERS
(EIC: RCD)
A and B A and B
i and ii i - ii
----- iii/(iv blank)
1-1/(1-2 blank) 1-1/(1-2 blank)
2-1/(2-2 blank) 2-1/(2-2 blank)
2-9 and 2-10 2-9 and 2-10
2-10.1/(2-10.2 blank) -----
2-11 and 2-12 2-11 and 2-12
2-12.1/(2-12.2 blank) -----
----- 2-16.1 through 2-16.5/(2-16.2 blank)
2-21 and 2-22 2-21 and 2-22
2-22.1/(2-22.2 blank) -----
----- 2-26.1 through 2-26.5/(2-26.6 blank)
2-33 and 2-34 2-33 and 2-34
2-53/(2-54 blank) 2-53/(2-54 blank)
2-55/(2-56 blank) 2-55/(2-56 blank)
2-59/(2-60 blank) 2-59/(2-60 blank)
----- 2-60.1/(2-60.2 blank)
----- 2-60.3/(2-60.4 blank)
----- 2-60.5/(2-60.6 blank)
----- 2-76.3/(2-76.4 blank)
----- 3-16.1 through 3-16.14
3-17 and 3-18 (3-17 blank)/3-18
3-17.1 through 3-17.14 blank -----
----- 5-6.1/(5-6.2 blank)
5-7 and 5-8 5-7 and 5-8
7-1 and 7-2 7-1 and 7-2
----- 7A-1 through 7A-112
TM 55-1520-240-10
C13
Remove Pages Insert Pages

9-1 and 9-2 9-1 and 9-2
----- 9-8.1 through 9-8.4
----- 9-12.1 and 9-12.2
9-15 and 9-16 9-15 and 9-16
9-17 and 9-18 9-17 and 9-18
Index 1 through Index 8 Index 1 through Index 8
Index 8.1/(lndex 8.2 blank) -----
----- Index 10.1/(10.2 blank)
Index 11 and Index 12 Index 11 and Index 12
Index 12.1/(lndex 12.2 blank) -----
Index 13 through
Index 15/(lndex 16 blank) Index 13 through Index 16
----- Index 17 and Index 18

Official:
ERIC K. SHINSEKI
Chief of Staff
JOEL B. HUDSON
0012903
DISTRIBUTION:
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C12
CHANGE HEADQUARTERS
NO. 12 WASHINGTON, D.C., 15 March 1999
OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTERS
(EIC: RCD)
----- A and B
3-1 and 3-2 3-1 and 3-2
3-17 and 3-18 3-17 and 3-18
----- 3-17.1 through 3-17.13/
(3-17.14 blank)
DENNIS J. REIMER
Chief of Staff

051968
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C11
CHANGE HEADQUARTERS
NO. 11 WASHINGTON, D.C., 16 October 1998
OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTERS
(EIC: RCD)
2-5 and 2-6 2-5 and 2-6

2-11 and 2-12 2-11 and 2-12
2-13 and 2-14 2-13 and 2-14
2-65 and 2-66 2-65 and 2-66
------- 2-66.1/(2-66.2 blank)
2-93 and 2-94 2-93 and 2-94
3-5 and 3-6 3-5 and 3-6
8-3 and 8-4 8-3 and 8-4
9-3 and 9-4 9-3 and 9-4
DENNIS J. REIMER

05594
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URGENT
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C10
CHANGE HEADQUARTERS
NO. 10 WASHINGTON, D.C., 31 August 1998
OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTERS
(EIC:RCD)
DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited,
9-17 and 9-18 9-17 and 9-18
By Order of the Secretary of the Army
DENNIS J. REIMER
Official Chief of Staff
JOEL B. HUDSON
04855
DISTRIBUTION:
TM 55-1520-240-10.
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C9
CHANGE HEADQUARTERS
NO. 9 WASHINGTON D.C., 27 April 1998
OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTERS
(EIC: RCD)

2-21 and 2-22 2-21 and 2-22
2-53/(2-54 blank) 2-53/(2-54 blank)
2-59/(2-60 blank) 2-59/(2-60 blank)
2-69 and 2-70 2-69 and 2-70
2-76.1 and 2-76.2 2-76.1 and 2-76.2
3-17 and 3-18 3-17 and 3-18
4-1 and 4-2 4-1 and 4-2
4-2.1 and 4-2.2
4-7 and 4-8 4-7 and 4-8
4-29 and 4-30 4-29 and 4-30
4-33 and 4-34 4-33 and 4-34
5-1 and 5-2 5-1 and 5-2
5-15 and 5-16 5-15 and 5-16
5-17/(5-18 blank) 5-17/(5-18 blank)
6-3 and 6-4 6-3 and 6-4
6-15 and 6-16 6-15 and 6-16
6-32.1/(6-32.2 blank)
TM 55-1520-240-10
C9
7-1 and 7-2 7-1 and 7-2

8-3 and 8-4 8-3 and 8-4
8-7 and 8-8 8-7 and 8-8
8-8.1 and 8-8.2 8-8.1 and 8-8.2
8-9 and 8-10 8-9 and 8-10
9-5 and 9-6 9-5 and 9-6
9-13 and 9-14 9-13 and 9-14
9-14.1/(9-14.2 blank) 9-14.1/(9-14.2 blank)
9-15 and 9-16 9-15 and 9-16
9-16.1/(9-16.2 blank)
9-17 and 9-18 9-17 and 9-18
DENNIS J. REIMER
Chief of Staff

04918
DISTRIBUTION:
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C8
CHANGE HEADQUARTERS
NO. 8 WASHINGTON D.C., 2 February 1998
OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTER
(EIC: RCD)
TM 55-1520-240-10,30 April 1992, is changed as follows:
i and ii i and ii
3-1 and 3-2 3-1 and 3-2
3-33 and 3-34 3-33 and 3-34
------- 3-34.1 through 3-34.22

TM 55-1520-240-10
C 8
DENNIS J. REIMER
Official
Chief of Staff
JOEL B. HUDSON
04516
DISTRIBUTION:
To be distributed in accordance with the Initial Distribution Number (IDN) 310194, requirements
for TM 55-1520-240-10.
PIN 051968-008
TM 55-1520-240-10
C7
CHANGE HEADQUARTERS
NO. 7 DEPARTMENT OF THE ARMY
WASHINGTON, D.C., 25 June 1997
Operator’s Manual
For
ARMY MODEL
CH-47D HELICOPTER
(EIC:RCD)
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 miniature pointing hand.

------------ 2-10.1/(2-10.2 blank)
2-33 and 2-34 2-33 and 2-34
------------ 2-34.1/(2-34.2 blank)
2-53/(2-54 blank) 2-53/(2-54 blank)
2-55/(2-56 blank) 2-55/(2-56 blank)
2-59/(2-60 blank) 2-59/(2-60 blank)
4-7 and 4-8 4-7 and 4-8
----------- 4-8.1 through 4-8.10
---------- 8-8.1 and 8-8.2
8-9 and 8-10 8-9 and 8-10
8-13 and 8-14 8-13 and 8-14
A-1/(A-2 blank) A-1/(A-2 blank)
Index 8.1/(Index 8.2 blank) Index 8.1/(Index 8.2 blank)
2. Retain this sheet in front of manual for reference purposes.

TM 55-1520-240-10
C7
DENNIS J. REIMER
JOEL B. HUDSON
03578
DISTRIBUTION:
To be distributed in accordance with DA Form 12-31-E, block no. 0194, requirements for TM 55-1520-240-10.
TM 55-1520-240-10
C6
CHANGE HEADQUARTERS
NO. 6 DEPARTMENT OF THE ARMY
WASHINGTON, D C., 27 February 1997
OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTER
(EIC:RCD)
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 miniature pointing hand.

i and ii i and ii
---------- 2-12.1/(2-12.2 blank)
2-53/(2-54 blank) 2-53/(2-54 blank)
2-75 and 2-76 2-75 and 2-76
---------- 2-76.1 and 2-76.2
3-1 and 3-2 3-1 and 3-2
---------- 3-37 through 3-81/(3-82 blank)
8-7 and 8-8 8-7 and 8-8
---------- Index 8.1/(Index 8.2 blank)
Index 11 and Index12 Index 11 and Indexl2
---------- Index 12.1/(Index 12.2 blank)

TM 55-1520-240-10
C6
DENNIS J. REIMER
JOEL B. HUDSON
03114
To be distributed in accordance with DA Form 12-31-E, block no. 0194, requirements for TM 55-1520-240-10.
TM 55-1520-240-10
C5
CHANGE HEADQUARTERS
NO. 5 WASHINGTON, D. C., 17 April 1995
OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELlCOPTERS
(EIC: RCD)
DISTRIBUTlON STATEMENT A: Approved for public release; distribution is unlimited
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 miniature pointing hand.
8-3 and 8-4 8-3 and 8-4

8-11 and 8-12 8-11 and 8-12
GORDON R. SULLIVAN
JOEL B. HUDSON
Acting Administrative Assistant to the
00116
DISTRIBUTION:
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TM 55-1520-240-10.
TM 55-1520-240-10
C4
CHANGE HEADQUARTERS
NO. 4 WASHINGTON, D.C. 30 November 1994
OPERATORS MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTERS
a/(b blank) a/(b blank)

2-1/(2-2 blank) 2-1/(2-2 blank)
2-21 and 2-22 2-21 and 2-22
--- 2-22.1/(2-22.2 blank)
6-37 and 6-38 6-37 and 6-38
8-19/(8-20 blank) 8-19/(8-20 blank)
9-13 and 9-14 9-13 and 9-14
--- 9-14.1/(9-14.2 blank)
9-15 and 9-16 9-15 and 9-16
GORDON R. SULLIVAN
MILTON H. HAMILTON
07690
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CHANGE HEADQUARTERS
— NO. 3 WASHINGTON, D.C., 30 SEPTEMBER 1994
Operators Manual
for
ARMY CH-47D HELICOPTER
(EIC: RCD)
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 miniature pointing hand.
2-85 and 2-86 2-85 and 2-86

---- 3-8.1 through 3-8.4
5-1 and 5-2 5-1 and 5-2
GORDON R. SULLIVAN
MILTON H. HAMILTON
07584
DISTRIBUTION:
To be distributed in accordance with DA Form 12-31-E, block no. 0194, require-
ments for TM 55-1520-240-10.
URGENT
TM 55-1520-240-10
C2
CHANGE HEADQUARTERS
NO. 2 WASHINGTON, D. C., 1 March 1994
Operator’s, Manual
for
ARMY CH-47D HELlCOPTER

(EIC: RCD)
3-7 and 3-8 3-7 and 3-8

5-9 and 5-10 5-9 and 5-10
GORDON R. SULLIVAN
MILTON H. HAMILTON
05818
DISTRIBUTION:
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C1
CHANGE HEADQUARTERS
NO. 1 WASHINGTON, D.C., 29 OCTOBER 1993
Operator’s Manual
for
(EIC: RCD)
TM 55-1520-240-10, 30 April 1992, has been 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 miniature pointing hand.
i and ii i and ii
2-9 and 2-10 2-9 and 2-10
2-67 and 2-68 2-67 and 2-68
3-33 and 3-34 3-33 and 3-34
---- 4-4.1 and 4-4.2
A-1/(A-2 blank) A-1/(A-2 blank)
GORDON R. SULLIVAN
GeneraI, United States Army
MILTON H. HAMILTON
05611
DISTRIBUTION:
To be distributed in accordance with DA Form 12-31-E, block no. 0194, require-
ments for TM 55-1520-240-10.
TM 55-1520-240-10
WARNING PAGE
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 death.
WARNINGS, CAUTIONS, NOTES ARMAMENT
Warnings, cautions, and notes are used in this manual to Loaded weapons or weapons being loaded or unloaded,
emphasize important and critical instructions, and are shall be pointed in a direction which offers the least
used for the following conditions: exposure to personnel or property in the event of
accidental firing. Personnel shall remain clear of the
hazardous area of all loaded weapons.
VERTIGO
An operating procedure, practice, etc., which, Turn the anti-collision lights off during flight through
if not correctly followed, could result in clouds. This will eliminate light reflections from the
personnel injury or loss of life. clouds, which could cause vertigo.
CARBON MONOXIDE
When smoke, suspected carbon monoxide fumes, or
symptoms of anoxia exist, the crew should immediately
ventilate the aircraft.
An operating procedure, practice, etc., which,
HANDLING FUEL AND OIL
if not strictly observed, could result in dam-
age to or destruction of equipment. Turbine fuels and lubricating oils contain additives that
are poisonous and readily absorbed through the skin.
Do not allow them to remain on skin longer than
NOTE necessary.
An operating procedure, condition, etc., ELECTROMAGNETIC INTERFERENCE (EMI)
which is essential to highlight. No electrical/electronic devices of any sort, other than
those described in this manual or appropriate airwor-
thiness release and approved by USAATCOM, are to
STARTING ENGINES be operated by crewmembers or passengers during
operation of this helicopter.
Coordinate all cockpit actions with ground observer.
Insure that wheels are chocked (if applicable), rotor and RADIOACTIVE MATERIALS
blast areas are clear, and fire guard is posted. Instrument dials on CH-47 series aircraft contain radio-
active materials. If an instrument is broken or becomes
GROUND OPERATION unsealed, avoid personal contact with the item. Use
forceps or gloves made of rubber or polyethylene to pick
Engines will be started and operated only by authorized up contaminated material. Place the material and the
personnel. gloves in a plastic bag, seal the bag, and dispose of it as
ROTOR BLADES radioactive waste in accordance with AR 385-11 and
TM 3-261. (Refer to TB 43-0108.)
Beware of moving rotor blades, particularly the blades NOISE LEVELS
of the forward rotor system. Sound pressure levels in this aircraft during some
HIGH VOLTAGE operating conditions exceed the Surgeon General’s
hearing conservation criteria, as defined in TB MED
All ground handling personnel must be informed of 251. Hearing protection devices, such as the aviator
high voltage hazards when making external cargo hook- helmet or ear plugs are required to be worn by all
ups. personnel in and around the aircraft during its opera-
tion.
FIRE EXTINGUISHER HAZARDOUS CARGO
Exposure to high concentrations of fire extinguishing Items of cargo possessing dangerous physical proper-
agents or decomposition products should be avoided. ties, such as explosives, acids, flammables, etc., must be
The liquid should not contact the skin. It may cause handled with extreme caution and in accordance with
frostbite or low temperature burns. established regulations. Ref TM 38-250.
Change 4 a/(b blank)

TM 55-1520-240-10
LIST OF EFFECTIVE PAGES

Insert latest changed pages; dispose of superseded pages in accordance with regulations.
N0TE: On a changed page, the portion of the text affected by the latest change is indicated by a vertical line,
or other change symbol, in the outer margin of the page. Changes to illustrations are indicated by miniature
pointing hands. Changes to wiring diagrams are indicated by shaded areas.
Dates of issue for original and changed pages are:

Original 30 April 1992 Change 11 16 October 1998
Change 1 29 October 1993 Change 12 15 March 1999
Change 2 1 March 1994 Change 13 15 May 2000
Change 3 30 September 1994 Change 14 28 July 2000
Change 4 30 November 1994
Change 15 29 December 2000
Change 5 17 April 1995
Change 16 20 April 2001
Change 6 27 February 1997
Change 7 25 June 1997 Change 17 31 July 2001
Change 8 2 February 1998 Change 18 15 October 2001
Change 9 27 April 1998 Change 19 15 February 2002
Change 10 31 August 1998
Page *Change Page *Change
No. No. No. No.
Title . . . . . . . . . . . . . . . . . . . . 0 2–35 through 2–37 . . . . . . . 0
a/b blank . . . . . . . . . . . . . . . 4 2–38 through 2–40 . . . . . . . 9
A and B . . . . . . . . . . . . . . . . 19 2–41 through 2–47 . . . . . . . 0
i and ii . . . . . . . . . . . . . . . . . . 14 2–48 and 2–49 . . . . . . . . . . 9
iii/iv blank deleted . . . . . . . . 14 2–50 through 2–52 . . . . . . . 0
1–1/1–2 blank . . . . . . . . . . . 13 2–53/2–54 blank . . . . . . . . . 13
2–1/2–2 blank . . . . . . . . . . . 17 2–55/2–56 blank . . . . . . . . . 13
2–3/2–4 blank . . . . . . . . . . . 0 2–57/2–58 blank . . . . . . . . . 0
2–5 . . . . . . . . . . . . . . . . . . . 11 2–59/2–60 blank . . . . . . . . . 13
2–6 . . . . . . . . . . . . . . . . . . . . 0 2–60.1 – 2–60.6 blank . . . . 13
2–7 . . . . . . . . . . . . . . . . . . . . 7 2–61 through 2–64 . . . . . . . 0
2–8 . . . . . . . . . . . . . . . . . . . . 0 2–65 and 2–66 . . . . . . . . . . 11
2–9 and 2–10 . . . . . . . . . . . 13 2–66.1/2–66.2 blank . . . . . 11
2–10.1/2–10.2 blank del. . 13 2–67 . . . . . . . . . . . . . . . . . . . 0
2–11 and 2–12 . . . . . . . . . . 13 2–68 . . . . . . . . . . . . . . . . . . . 1
2–12.1/2–12.2 blank del. . 13 2–69 . . . . . . . . . . . . . . . . . . . 0
2–13 through 2–16 . . . . . . . 13 2–70 and 2–71 . . . . . . . . . . 11
2–16.1 through 2–16.4 . . . 13 2–72 through 2–74 . . . . . . . 0
2–16.5/2–16.6 blank . . . . . 13 2–75 and 2–76 . . . . . . . . . . 6
2–17 and 2–18 . . . . . . . . . . 9 2–76.1 . . . . . . . . . . . . . . . . . 9
2–19 and 2–20 . . . . . . . . . . 0 2–76.2 . . . . . . . . . . . . . . . . . 6
2–21 and 2–22 . . . . . . . . . . 13 2–76.3/2–76.4 blank . . . . . 13
2–22.1/2–22.2 blank del. . 13 2–77 through 2–79 . . . . . . . 13
2–23 through 2–26 . . . . . . . 13 2–80 . . . . . . . . . . . . . . . . . . . 9
2–26.1 – 2–26.6 blank . . . . 13 2–81 through 2–85 . . . . . . . 0
2–27 . . . . . . . . . . . . . . . . . . . 14 2–86 . . . . . . . . . . . . . . . . . . . 14
2–28 through 2–32 . . . . . . . 0 2–87 through 2–90 . . . . . . . 0
2–33 and 2–34 . . . . . . . . . . 13 2–90.1 and 2–90.2 . . . . . . . 14
2–34.1/2–34.2 blank . . . . . 7 2–91 . . . . . . . . . . . . . . . . . . . 14
*Zero in this column indicates an original page.
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No. No. No. No.
2–92 and 2–93 . . . . . . . . . . 0 6–30 . . . . . . . . . . . . . . . . . . . 0
2–94 . . . . . . . . . . . . . . . . . . . 11 6–31 and 6–32 . . . . . . . . . . 9
2–95 and 2–96 . . . . . . . . . . 0 6–32.1/6–32.2 blank . . . . . 9
3–1 . . . . . . . . . . . . . . . . . . . 8 6–33 through 6–37 . . . . . . . 0
3–2 . . . . . . . . . . . . . . . . . . . . 12 6–38 . . . . . . . . . . . . . . . . . . . 14
3–3 and 3–4 . . . . . . . . . . . . 0 6–38.1/6–38.2 blank . . . . . 14
3–5 . . . . . . . . . . . . . . . . . . . 3 6–39 through 6–46 . . . . . . . 0
3–6 . . . . . . . . . . . . . . . . . . . . 11 7–1 . . . . . . . . . . . . . . . . . . . 13
3–7 . . . . . . . . . . . . . . . . . . . . 3 7–2 . . . . . . . . . . . . . . . . . . . . 14
3–8.1 through 3–8.4 . . . . . 3 7–3 through 7–114 . . . . . . . 0
3–9 through 3–16 . . . . . . . . 0 7–115/7–116 blank . . . . . . . 0
3–16.1 – 3–16.14 . . . . . . . . 13 7A–1 – 7A–112 . . . . . . . . . . 13
3–17 blank/3–18 . . . . . . . . . 13 8–1 and 8–2 . . . . . . . . . . . . 0
3–17.1-3–17.14 blank del . 13 8–3 . . . . . . . . . . . . . . . . . . . 14
3–19 and 3–20 . . . . . . . . . . 0 8–4 . . . . . . . . . . . . . . . . . . . . 18
3–21 through 3–23 . . . . . . . 6 8-4.1/8-4.2 blank . . . . . . . . 18
3–24 through 3–28 . . . . . . . 0 8–5 – 8–6.1/8-6.2 blank . . 14
3–29 through 3–31 . . . . . . . 6 8–7 anc 8–8 . . . . . . . . . . . . 13
3–32 and 3–33 . . . . . . . . . . 0 8–9 . . . . . . . . . . . . . . . . . . . . 17
3–34 . . . . . . . . . . . . . . . . . . . 8 8–10 . . . . . . . . . . . . . . . . . . . 13
3–34.1 through 3–34.22 . . 8 8–10.1/8–10.2 blank . . . . . 17
3–35 and 3–36 . . . . . . . . . . 0 8–11 through 8–13 . . . . . . . 13
3–37 through 3–82 blank . 6 8-14 . . . . . . . . . . . . . . . . . . . 17
4–1 through 4–2. . . . . . . . . 9 8–14.1/8–14.2 blank . . . . . 17
4–3 through 4–4.2 . . . . . . . 1 8–15 . . . . . . . . . . . . . . . . . . . 18
4–5 and 4–6 . . . . . . . . . . . . 0 8–16 through 8–18 . . . . . . . 0
4–7 and 4–8 . . . . . . . . . . . . 9 8–19/8–20 blank . . . . . . . . . 4
4–8.1 through 4–8.10 . . . . 7 9–1 and 9–2 . . . . . . . . . . . . 13
4–9 through 4–28 . . . . . . . . 0 9–3 . . . . . . . . . . . . . . . . . . . . 11
4–29 . . . . . . . . . . . . . . . . . . . 18 9–4 . . . . . . . . . . . . . . . . . . . . 0
4–30 through 4–32 . . . . . . . 0 9–5 through 9–8.4 . . . . . . . 13
4–33 . . . . . . . . . . . . . . . . . . . 9 9–9 . . . . . . . . . . . . . . . . . . . . 13
4–34 through 4–39 . . . . . . . 0 9–10 . . . . . . . . . . . . . . . . . . . 0
4–40 through 4–44 . . . . . . . 14 9–11 through 9–12.1 . . . . . 13
4–45/4–46 blank . . . . . . . . . 14 9–12.2 . . . . . . . . . . . . . . . . . 17
5–1 . . . . . . . . . . . . . . . . . . . . 0 9–13 . . . . . . . . . . . . . . . . . . . 17
5-2 and 5-3 . . . . . . . . . . . . . 19 9–14 . . . . . . . . . . . . . . . . . . . 9
5–4 through 5–6 . . . . . . . . . 13 9–14.1/9–14.2 blank . . . . . 9
5–6.1/5–6.2 blank . . . . . . . 13 9–15 . . . . . . . . . . . . . . . . . . . 9
5–7 . . . . . . . . . . . . . . . . . . . . 13 9–16 . . . . . . . . . . . . . . . . . . . 13
5–8 . . . . . . . . . . . . . . . . . . . . 0 9–16.1/9–16.2 blank . . . . . 9
5–9 . . . . . . . . . . . . . . . . . . . . 2 9–17 . . . . . . . . . . . . . . . . . . . 16
5–10 through 5–13 . . . . . . . 0 9–18 through 9–22 . . . . . . . 0
5–14 . . . . . . . . . . . . . . . . . . . 4 9–23/9–24 blank . . . . . . . . . 14
5–15 . . . . . . . . . . . . . . . . . . . 9 A–1/A–2 blank . . . . . . . . . . 7
5–16 . . . . . . . . . . . . . . . . . . . 0 B–1 . . . . . . . . . . . . . . . . . . . . 7
5–17/5–18 blank . . . . . . . . . 14 B–2 through B–4 . . . . . . . . 14
6–1 . . . . . . . . . . . . . . . . . . . . 0 C–1 through C–4 blank . . . 0
6–2 . . . . . . . . . . . . . . . . . . . . 14 Index 1 – Index 8 . . . . . . . . 13
6–3 . . . . . . . . . . . . . . . . . . . . 0 Index 8.1 - 8.2 blank del. . 13
6–4 . . . . . . . . . . . . . . . . . . . . 9 Index 9 - Index 10 . . . . . . . 13
6–5 through 6–17 . . . . . . . . 0 Index 10.1/10.2 blank . . . . 13
6–18 and 6–19 . . . . . . . . . . 3 Index 11 and Index 12 . . . . 13
6–20 through 6–28 . . . . . . . 0 Index 12.1/12.2 blank del. 13
6–29 . . . . . . . . . . . . . . . . . . . 9 Index 13 - Index 18 . . . . . . 13
*Zero in this column indicates an original page.
B Change 19
TM 55-1520-240-10
TECHNICAL MANUAL HEADQUARTERS

WASHINGTON, D.C., 30 April 1992
OPERATOR’S MANUAL
for
REPORTING OF ERRORS AND RECOMMENDING IMPROVEMENTS

You can help improve this manual. If you find any mistakes or if you know of a 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 back of this manual direct to:
Commander, U.S. Army Aviation and Missile Command, ATTN: AMSAM-MMC-LS-LP, 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: [email protected] or by fax 256-842-6546/DSN
788-6546. Instruction for sending an electronic 2028 may be found at the back of this manual
immediately preceding the hard copy 2028.
TABLE OF CONTENTS
Page
CHAPTER 1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

CHAPTER 2 AIRCRAFT AND SYSTEMS DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . 2-1
SECTION I HELICOPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
SECTION II EMERGENCY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
SECTION III ENGINES AND RELATED SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
SECTION IV FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
SECTION V FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
SECTION VI HYDRAULIC SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38
SECTION VII POWER TRAIN SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41
SECTION VIII ROTOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45
SECTION IX UTILITY SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46
HEATING, VENTILATION, COOLING, AND ENVIRONMENTAL
SECTION X CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50
SECTION XI ELECTRICAL POWER SUPPLY AND DISTRIBUTION SYSTEMS . . . . . . . . . . . 2-52
SECTION XII AUXILIARY POWER UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
SECTION XIII LIGHTING (NVG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
SECTION XIV FLIGHT INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72
SECTION XV SERVICING, PARKING, AND MOORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
CHAPTER 3 AVIONICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
SECTION I GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
SECTION II COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
SECTION III NAVIGATION EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
SECTION IV TRANSPONDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
CHAPTER 4 MISSION EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
SECTION I MISSION AVIONICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
SECTION II ARMAMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
SECTION III CARGO HANDLING SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
SECTION IV EXTENDED RANGE FUEL SYSTEM (ERFS) AND ERFS II . . . . . . . . . . . . . . . . . 4-40
CHAPTER 5 OPERATING LIMITS AND RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
SECTION II SYSTEM LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
SECTION III POWER LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
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SECTION IV LOADING LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
SECTION V AIRSPEED LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
SECTION VI MANEUVERING LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
SECTION VII ENVIRONMENTAL RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
SECTION VIII WATER OPERATION LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
SECTION IX ADDITIONAL LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
CHAPTER 6 WEIGHT/BALANCE AND LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
SECTION II WEIGHT AND BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
SECTION III FUEL/OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
SECTION IV PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
SECTION V MISSION EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
SECTION VI CARGO LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
SECTION VII LOADING LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-45
CHAPTER 7 712 PERFORMANCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
SECTION I INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
SECTION II EMERGENCY TORQUE AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
SECTION III MAXIMUM TORQUE AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
SECTION IV CONTINUOUS TORQUE AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
SECTION V HOVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
SECTION VI TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
SECTION VII CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
SECTION VIII DRAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-104
SECTION IX CLIMB-DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-106
SECTION X FUEL FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-110
SECTION XI AIRSPEED CALIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-114
CHAPTER 7A 714A PERFORMANCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-1
SECTION I INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-1
SECTION II CONTINGENCY TORQUE AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-4
SECTION III MAXIMUM TORQUE AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-6
SECTION IV CONTINUOUS TORQUE AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-8.2
SECTION V HOVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-10
SECTION VI TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-14
SECTION VII CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-16
SECTION VIII DRAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-102
SECTION IX CLIMB-DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-104
SECTION X FUEL FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-108
SECTION XI AIRSPEED CALIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-110.2
CHAPTER 8 NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
SECTION I MISSION PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
SECTION II OPERATING PROCEDURES AND MANEUVERS . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
SECTION III FLIGHT CHARACTERISTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
SECTION IV ADVERSE ENVIRONMENTAL CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
CHAPTER 9 EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
SECTION I HELICOPTER SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
SECTION II MISSION EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
APPENDIX A REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
APPENDIX B GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1
APPENDIX C CONDITIONAL INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-1
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Index-1
ii Change 14
TM 55-1520-240-10
CHAPTER 1
INTRODUCTION
1-1. General. extends close to the entire area of the material affected with
These instructions are for use by the operator. They apply to the following exception: pages with emergency markings,
CH-47D helicopters. which consist of black diagonal lines around three edges,
may have the vertical line or change symbol placed along
1-2. Helicopter Description. the inner margins. Symbols show current changes only. A
This manual contains the complete operating instructions miniature pointing hand symbol is used to denote a change
and procedures for the CH-47D helicopters. It is powered by to an illustration. However, a vertical line in the outer
two T55-L-712 or T55-GA-714A engines. The primary margin, rather than miniature pointing hands, is used when
mission of the helicopter is troop and cargo transport. The there have been extensive changes made to an illustration.
observance of limitations, performance, and weight and Change symbols are not used to indicate changes in the
balance data provided is mandatory. Your flying experience following:
is recognized, therefore, basic flight principles are not a. Introductory material.
included. It is required that THIS MANUAL BE CARRIED
IN THE HELICOPTER AT ALL TIMES. b. Indexes and tabular data where the change cannot be
identified.
1-3. Introductory Material. c. Blank space resulting from the deletion of text, an
The following paragraphs describe certain sections of this illustration, or a table.
manual, referenced forms, manuals, and Army Regulations. d. Correction of minor inaccuracies, such as spelling,
Also included is the procedure to follow to report errors or punctuation, relocation of material, etc., unless such correc-
to recommend changes. tion changes the meaning of instructive information and
1-4. Appendix A, References. procedures.
Appendix A is a listing of official publications cited within 1-12. Aircraft Designation System.
the manual applicable to and available to flight crews.
The designation system prescribed by AR 70-50 is used in
1-5. Appendix B, Abbreviation. aircraft designations as follows:
Appendix B is a list of the abbreviations used in this Example CH-47D
manual. C - Mission symbol (cargo)
H - Basic mission and type symbol (Helicopter)
1-6. Appendix C, Conditional Inspections. 47 - Design number
Appendix C is a listing of conditions which require a DA D - Series symbol
Form 2408-13 entry. 1-12.1. Series and Effectivity Codes.
1-7. Index. Designator symbols listed below are used to show limited
The index lists in alphabetical order, every titled paragraph, effectivity of airframe information material in conjunction
figure, and table contained in this manual. with text content, paragraph titles, and illustrations. Desig-
nators may be used to indicate proper effectivity, unless the
1-8. Army Aviation Safety Program. material applies to all models and configuration within the
Reports necessary to comply with the Army Aviation Safety manual. Designator symbols precede procedural steps in
Program are prescribed. in AR 385-40. Chapters 5, 8 and 9. If the material applies to all series and
configurations, no designator symbol will be used.
1-9. Destruction of Army Material to Prevent En-
emy Use. DESIGNATOR APPLICATION
SYMBOL
For information concerning destruction of Army material to
prevent enemy use, refer to TM 750-2441-5. CH-47D aircraft equipped with T55-
L-712 engines.
1-10. Forms and Records. CH-47D aircraft equipped with T55-
Army aviators flight record and aircraft maintenance records GA-714A engines.
which are to be used by crewmembers are prescribed in DA 1-13. Use of “Shall, Should, and May”.
PAM 738-751 and TM 55-1500-342-23.
Within this technical manual, the word “shall” is used to
1-11. Change Symbol Explanation. indicate a mandatory requirement. The word “should” is
Changes, except as noted below, to the text and tables, used to indicate a nonmandatory but preferred method of
including new material on added pages, are indicated by a accomplishment. The word “may” is used to indicate an
vertical line. The vertical line is in the outer margin and acceptable method of accomplishment.
Change 13 1-1/(1-2 blank)

TM 55-1520-240-10
CHAPTER 2
AIRCRAFT AND SYSTEMS DESCRIPTION AND OPERATION
SECTION I HELICOPTER
2-1. General. 2-4. Landing Gear Proximity Switches.
a. Two proximity switches are installed, one on each
The CH-47D (fig. 2-1 through 2-3) is a twin-turbine en- aft landing gear. Each switch is activated when its associ-
gine, tandem rotor helicopter designed for transportation ated shock strut is compressed during touchdown. The
of cargo, troops, and weapons during day, night, visual, switches improve ground handling by reducing pitch axis
and instrument conditions. (Unless otherwise noted, gain of the AFCS, by cancelling the longitudinal control
numbers refer to fig. 2-1.) The helicopter is powered by position transducer (CPT), therefore longitudinal stick
two T55-L-712 or T55-GA-714A shaft-turbine engines input, to the differential airspeed hold (DASH) actuators,
(18) on the aft fuselage. The engines simultaneously and by driving both longitudinal cyclic trim (LCT) actua-
drive two tandem three-bladed counterrotating rotors (13 tors to the ground position. In addition to the above func-
and 19) through engine transmissions (25), a combining tions, the switch on the right aft landing gear, when acti-
transmission (16), drive shafting (14), and reduction vated, disables the flare dispenser to prevent accidental
transmissions (12 and 23). The forward transmission is flare release, lockouts the OMEGA navigation system,
on the forward pylon above the cockpit (1). The aft trans- and enables the hold function of mode 4 transponder
mission, the combining transmission, and drive shafting codes.
are in the aft cabin section and aft pylon sections (3 and
4). Drive shafting from the combining transmission to the b. On helicopters equipped with GROUND CON-
forward transmission is housed in a tunnel along top of TACT indicating lights, activation of the proximity
the fuselage. When the rotors are stationary, a gas-tur- switches when the associated shock strut is compressed
bine auxiliary power unit (22) drives a generator and will cause the associated GROUND CONTACT indicat-
hydraulic pump to furnish hydraulic and electrical power. ing light on the MAINTENANCE PANEL to illuminate.
Fuel is carried in pods on each side of the fuselage. The
helicopter is equipped with four non-retractable landing CAUTION
gear. An entrance door (15) is at the forward right side of
the cargo compartment (2). At the rear of the cargo Should either or both GROUND CONTACT
compartment is a hydraulically powered loading ramp indicating lights remain illuminated after
(26). The pilot’s seat (9) and controls are at the right side lift-off to hover, the indicated system(s)
of the cockpit; the copilot’s seat (40) and controls are on DASH will not function properly in forward
the left side. See figure 2-4 for typical cockpit and con- flight. If both GROUND CONTACT indicat-
trols. ing lights remain illuminated after lift-off,
the AUTO function of both cyclic trim sys-
tems will be inoperative and both LCT ac-
tuators will remain in the GND position.
2-2. Gross Weight.
c. Aft landing gear proximity switches are not acti-
The maximum gross weight of the CH-47D is 50,000 vated in a water landing. As a result, DASH actuators will
pounds. Chapters 5 and 6 provides additional weight respond to longitudinal stick motion, producing an appar-
information. ent increase in control sensitivity. Cyclic motion of ± 3/4
inch from neutral, if held, will drive DASH actuators hard-
over. If longitudinal cyclic movement is required for taxi-
ing, set the AFCS SYSTEM SEL switch to OFF.
2-3. Landing Gear System.
2-5. Steering and Swivel Lock System.
The landing gear system consists of four non-retractable
landing gears mounted on the fuselage pods. The for- The steering and swivel lock system consists of the pow-
ward landing gears are a fixed-cantilever type and have er steering control box with the STEERING CONTROL
twin wheels. The aft landing gears are of the single- panel on the center console, utility system pressure con-
wheel, full-swivel (360°) type which can be power cen- trol module, power steering actuator, power steering
tered and locked in trailed position. In addition, the aft module, swivel lock module, and the PWR STEER mas-
right landing gear can be steered from the cockpit by ter caution capsule. The STEERING CONTROL panel
using the steering control knob on the console. Each consists of a three position SWIVEL switch and a steer-
landing gear has an individual air-oil shock strut and is ing control knob. The SWIVEL switch controls operation
equipped with tube-type tires. of power steering and swivel locks.

TM 55-1520-240-10
Figure 2-2. Principal Dimensions Diagram

Change 11 2-5
TM 55-1520-240-10
Figure 2-3. Turning Radii
2-6
TM 55-1520-240-10
Figure 2-4. Cockpit and Controls
Change 7 2-7
TM 55-1520-240-10
The switch positions are arranged so the power steering swivel. Setting the SWIVEL switch to UNLOCK deen-
system cannot be energized and used with swivel locks ergizes the power steering circuits in the control box and
engaged. The aft right landing gear is hydraulically the power steering actuator. It maintains the swivel
steerable and electrically controlled by the steering locks in the disengaged position and both aft wheels are
control knob. free to swivel, Setting the SWIVEL switch to LOCK
The PWR STEER caution capsule on the master cau- energizes the swivel lock and centering cam control
tion panel indicates that power steering circuits have valve. Utility system pressure is directed to the lock port
failed or the aft right wheel has exceeded turning limits. of the swivel lock cylinder and centering cam. The aft
These limits are set at 58° for a left turn and 82° for a wheels will rotate to neutral trail position and the swivel
right turn. If turning limits are exceeded, an out-of- lock will engage when helicopter weight is lifted from
phase switch on the landing gear automatically closes the rear wheels. AFCS heading hold is disabled at
the power steering solenoid valve, lights the caution STEER and UNLOCK.
capsule, and removes electrical power from the control
box. To reenergize the power steering system, the b. Steering control knob. The steering control knob
landing gear must be returned within operating limits has index marks around the knob to indicate degrees of
and the SWIVEL switch must be recycled. knob rotation LEFT and RIGHT in increments of 30°,
These index marks do not represent wheel turn angle;
Hydraulic power to operate the power steering actuator they are reference marks only. The knob is spring-
and the swivel locks is supplied by the utility hydraulic loaded to zero turn angle. Power steering is accom-
system through the utility system pressure control mod-
ule and a separate power steering and swivel lock plished by rotating the knob a given amount in the
module. Electrical power to control the steering and desired direction. When the knob is rotated, a servo
swivel locks system is supplied by the No. 1 DC bus valve on the power steering actuator regulates hydraulic
through the BRAKE STEER circuit breaker on the No. pressure to extend or retract the actuator. A feedback
1 PDP. variable resistor, also on the power steering actuator,
stops actuator travel when the selected turn radius is
2-6. STEERING CONTROL Panel. The STEERING reached.
CONTROL panel (fig. 2-5) is on the aft end of the
console. It contains the SWIVEL switch, the steering 2-7. Brake System.
control knob, a fail-safe module and relay, and a
servoamplifier. The fail-safe module monitors the steer- The four wheels of the forward landing gear, and two
wheels of the aft landing gear, are equipped with
ing electrical circuits. A malfunction which could cause
a steering hardover will be detected by the fail-safe self-adjusting disk brakes. Both forward and aft brakes
module and relay which disables the system and turns can be applied and brake pressure maintained by de-
pressing the pedals. Hydraulic pressure is supplied by
on the PWR STEER caution light.
the utility hydraulic system.
a. SWIVEL switch. A three-position switch labeled
STEER, UNLOCK, and LOCK. Setting the switch to 2-8. Brake Pedals. When either the pilot’s or copi-
STEER applies DC power to the circuits in the power lot’s brake pedals are pressed, pressure from the master
steering control box and arms the power steering actu- brake cylinders goes to a transfer valve in the brake
ator. Rotating the steering control knob will activate the lines. This allows independent braking by either pilot,
power steering actuator and the aft right wheel will From these transfer valves, pressure is directed through
a parking brake valve to the forward and aft wheel
brakes.
2-9. Parking Brake Handle. A parking brake handle
(4, fig. 2-4) is at the bottom left corner of the pilot’s
section of the instrument panel. The brake handle is
mechanically connected to the parking brake valve. The
parking brake valve is electrically connected to the
PARK BRAKE ON caution capsule on the master
caution panel. When the brake pedals are pressed and
the parking brake handle is pulled OUT, pressure is
trapped and maintained on forward and aft wheel
brakes. At the same time, electrical power from the DC
essential bus through the LIGHTING CAUTION PNL
circuit breaker, lights the PARK BRAKE ON caution
capsule.
The parking brakes must be released by applying pres-
sure to the brake pedals. This action automatically
opens the parking brake valve, retracts the parking
brake handle, and extinguishes the PARK BRAKE ON
Figure 2-5. Steering Control Panel caution capsule.
2-8
TM 55-1520-240-10
2-10. Brakes and Steering Isolation Switch. 2-16. Seats.

The brakes and steering isolation switch is on the HYD The pilot’s and copilot’s seats (9 and 40, fig. 2-1) are on
control panel on the overhead switch panel (fig. 2-12). It is tracks to permit forward-and-aft, vertical, and reclining
labeled BRK STEER, ON, and OFF. The switch isolates the position adjustments. Bungee cords in each seat exert au
brakes and steering hydraulic subsystems from the rest of upward force on the seat when it is down or tilted.
the utility hydraulic system in the event of a leak in the
subsystem. The normal position of the switch is ON. The 2-17. Seat Fore-and-Aft Lever. A fore-and-aft control
switch is guarded to ON. Setting the switch to OFF, closes lever (14, fig. 2-4) for horizontal seat adjustment is on the
the power steering and brakes valve on the utility system right side of each seat support carriage. When the lever is
pressure control module, isolating the brakes and steering pulled UP, the seat is unlocked and can be moved along the
subsystem. With the switch at OFF, limited brake applica- tracks on the cockpit floor. When the lever is released, the
tions are available due to an emergency brake accumulator seat is locked in position horizontally. The total range of
in the brake subsystem. Power to operate the isolation valve horizontal movement is 4 inches in 1 inch increments.
is from the No. 1 DC bus through the HYDRAULICS
BRAISE STEER circuit breaker on the No. 1 PDP. 2-18. Seat Vertical Lever. Vertical seat adjustment (15,
2-11. Instrument and Control Panels. fig. 2-4) is controlled by a lever on the right side of each
seat. When this lever is pulled UP, the seat is unlocked and
NOTE can be moved vertically along a track through a range of 5
inches. The range is divided into 1/2 inch increments. When
The NVG overhead switch panels are shown. the lever is released, the seat is locked in position vertically.
Description of control panels and operating
procedures reflect NVG configuration only. 2-19. Seat Rotation Lever. A control lever (20, fig.
2-4) for adjusting the seat reclining position is on the left
Figures 2-6 and 2-7 show center and canted consoles. side of each seat. When this lever is pulled UP, the seat is
Figures 2-8 through 2-12 show the copilot instrument panel, unlocked and can be rotated through a 15° tilt range divided
center instrument panel, pilot instrument panel, and the into four equal increments. The seat, in effect, is pivoted up
NVG overhead switch panel. Figures 2-12.1 through and down around a horizontal axis. When the lever is
2-12.6 show the copilot instrument panel, center instrument released, the seat is locked in the selected tilt position.
panel, pilot instrument panel, and the NVG overhead switch
panel. 2-20. Armored Seats. Both the pilot and copilot seats
are equipped with a combination of fixed and adjustable
2-12. Personnel/Cargo Doors. ceramic armor panels (fig. 2-13). Fixed panels are installed
Entry can be made through either the main cabin door or the under the back and bottom seat cushions and on the
cargo door and ramp. outboard side of each seat. A shoulder panel (if installed) is
mounted on the outboard side of each seat. The shoulder
2-13. Main Cabin Door. panel is hinged from the seat back so it can be moved aside
for ease of exit from the helicopter. The panel is secured in
The main cabin entrance (15, fig. 2-1) door is on the right its normal position by a latch and an exerciser cord.
side of the cargo compartment. The door is divided into two
sections: the upper section containing a jettisonable panel 2-21. Shoulder Harness Inertia Reel Lock Lever.
and the lower section forming the entrance step. When A two-position shoulder harness inertia reel lock lever is on
opened, the upper section slides upward on overhead rails the left side of each seat (22, fig. 2-4). The lever positions
and the lower section swings downward. When closed, the are LOCKED (forward) and UNLOCKED (aft). The lock
two sections mate to form the complete door. Handles are may be moved freely from one position to the other. When
provided on both the outside and inside of the door for the lock lever is in UNLOCKED position, the reel harness
accessibility. Refer to Chapter 5 for the allowable airspeed cable is released to allow freedom of movement. However,
imposed on the helicopter while operating with the cabin the reel will automatically lock if a horizontal impact force
entrance door sections in various positions. of 2 to 3 g is encountered. When the reel is locked in this
2-14. Cargo Door and Ramp. manner, it stays locked until the lock lever is moved forward
to LOCKED and then returned to UNLOCKED. When the
Chapter 6 provides a detail description and operation of the lever is at LOCKED, the reel is manually locked so the pilot
cargo door and ramp. is restrained from bending forward. When a crash landing or
ditching is anticipated and time permits, manual locking of
2-15. Pilot and Copilot Sliding Windows. the shoulder harness inertia reel provides added safety
The upper section of each jettisonable door (39, fig. 2-1) in beyond the automatic feature of the inertia reel. Depending
the cockpit contains a sliding window. The window slides on the pilot’s seat adjustment, it may not be possible to
fore and aft and is locked and unlocked by a handle at the reach all switches with the inertia reel locked. Each pilot
forward end of the jettisonable door. The handle is moved should check and adjust the shoulder harness in locked
forward to lock the window and aft to unlock the window, position to determine whether all switches can be reached.
Change 13 2-9
TM 55-1520-240-10
Figure 2-6. Center Console (Typical)
2-10 Change 13
TM 55-1520-240-10
2-21. Shoulder Harness Inertia Reel Lock Lever. A Depending on the pilot’s seat adjustment, it may not be
two-position shoulder harness inertia reel lock lever is on possible to reach all switches with the inertia reel locked.
the left side of each seat (22, fig. 2-4). The lever Each pilot should check and adjust the shoulder harness
positions are LOCKED (forward) and UNLOCKED (aft). in locked position to determine whether all switches can
The lock may be moved freely from one position to the be reached.
other. When the lock lever is in UNLOCKED position,
the reel harness cable is released to allow freedom of 2-22.Self-Tuning Dynamic Absorbers.
movement. However. the reel will automatically lock if a
horizontal impact force of 2 to 3 g is encountered. When The helicopter is equipped with three self-tuning dy-
the reel is locked in this manner. it stays locked until the namic absorbers. One absorber is in the nose compart-
lock lever is moved forward to LOCKED and then ment and the other two absorbers are under each pilot’s
returned to UNLOCKED. When the lever is at LOCKED, seat below the cockpit floor. All three absorbers serve to
the reel is manually locked so the pilot is restrained from, maintain a minimum vibration level through the normal
bending forward. When a crash landing or ditching is operating rotor RPM range of the helicopter. The self-
anticipated and time permits, manual locking of the tuning feature of the dynamic absorber functions as
shoulder harness inertia reel provides added safety follows: each dynamic absorber consists of a tuning
beyond the automatic feature of the inertia reel. mass
Change 7 2-10.1/(2-10.2 blank)

TM 55-1520-240-10
2-22. Self-Tuning Dynamic Absorbers. the helicopter and the spring-mounted mass. When the
measured vibration phases differ from a built-in phase
The helicopter is equipped with three self-tuning dynamic relationship required to assure proper tune, the electronic
absorbers. One absorber is in the nose compartment and the circuit extends or retracts the electrical actuator to reposi-
other two absorbers are under each pilot’s seat below the tion the counterweights which, in turn,. increases or de-
cockpit floor. All three absorbers serve to maintain a creases the resonant frequency of the spring-mounted mass
minimum vibration level through the normal operating rotor The dynamic absorbers are constantly being adjusted (tuned)
RPM range of the helicopter. The self-tuning feature of to minimize helicopter vibration. A self-test box is in the
the dynamic absorber functions as follows: each dynamic heater compartment to provide maintenance personnel with
absorber consists of a tuning mass ‘suspended by springs, an integral testing capability for the self-tuning feature of
and electronic measuring circuit, accelerometers, counter- the dynamic absorbers. Power is supplied by the No. 2 AC
weights, an electrical actuator and a self-test box. The bus through the VIB ABSORB-LH, CTR, and RH circuit
accelerometers sense and compare the vibration phases of breakers on the No. 2 PDP.
NOTE:
(ON HELlCOPTERS MODIFIED BY ANVIS HUD
MWO 1-1520-240-50-56)
A64351
Figure 2-7 Canted Console (Typical)
Change 13 2-11
TM 55-1520-240-10
A9024
1. Torquemeter 10. VGI (vertical gyro indicator) switch

2. Airspeed indicator 11. HSI MODE SELECT panel
3. Attitude indicator 12. Horizontal situation indicator (HSI)
4. Altimeter 13. CHRONOMETER
5. Master caution light with NVG filter 14. Radar Altimeter
6. RADIO CALL plate 15. Cockpit air knob
7. RAD ALT display dimmer switch 16. Rotor Tachometer
8. Vertical speed indicator (VSI) 17. EMERG PWR (emergency power) indicator light
9. Turn and slip indicator
Figure 2-8. Copilot Instrument Panel (Typical)
2-12 Change 13
TM 55-1520-240-10
Figure 2-9. Center Instrument Panel (Typical)/ (Sheet 2 of 2)
Change 6 2-12.1/(2-12.2 blank)

TM 55-1520-240-10
A64346
1. IFF indicator light 13. XMSN OIL TEMP selector switch

2. TSEC KY-58 indicator light 14. Fuel quantity indicator
3. FIRE PULL handles with NVG filters 15. FUEL QUANTITY selector switch
4. FIRE DETR test switch 16. CAUTION LT and VHF ANT SEL panel
5. AGENT DISCH switch 17. Engine oil pressure indicators
6. Gas producer tachometer 18. Engine oil temperature indicators
7. Power turbine inlet temperature (PTIT) indicators 19. Master caution panel
8. Transmission oil pressure indicator 20. Master caution panel NVG filter
9. XMSN OIL PRESS selector switch 21. Missile alert display
10. Longitudinal cyclic trim (LCT) indicators 22. GPS ALERT indicator light
11. Transmission oil temperature indicator 23. GPS ZEROIZE switch
12. Fuel flow indicator
Figure 2-9. Center Instrument Panel (Typical)
Change 13 2-13
TM 55-1520-240-10
A9023
1. CRUISE GUIDE indicator 11. VGI (vertical gyro indicator) switch

2. RADIO CALL plate 12. Horizontal situation indicator (HSI)
3. Master caution light with NVG filter 13. HSI MODE SELECT panel
4. Airspeed indicator 14. Radar altimeter
5. Attitude indicator 15. CHRONOMETER
6. AIMS altimeter 16. Rotor tachometer
7. Vertical speed indicator (VSI) 17. Torquemeter
8. RAD ALT display dimmer switch 18. EMERG PWR (emergency power) indicator light
9. Cockpit air knob 19. CGI (cruise guide indicator) test switch
Figure 2-10. Pilot Instrument Panel (Typical)
2-14 Change 13
TM 55-1520-240-10
Figure 2-11. Overhead Switch Panel (Typical) (Interim NVG)
Change 13 2-15
TM 55-1520-240-10
Figure 2-12. Overhead Switch Panel (NVG)
2-16 Change 13
TM 55-1520-240-10
1. Torquemeter 10. VGI (vertical gyro indicator) switch

2. Airspeed indicator 11. HSI MODE SELECT panel
3. Attitude indicator 12. Horizontal situation indicator
4. Altimeter 13. CHRONOMETER
5. Master caution light with NVG filter 14. Radar altimeter
6. RADIO CALL plate 15. Cockpit air knob
7. RAD ALT display dimmer switch 16. Rotor tachometer
8. Vertical speed indicator (VSI)
Figure 2-12.1. Copilot Instrument Panel
Change 13 2-16.1
TM 55-1520-240-10
1. IFF indicator light 13. XMSN OIL TEMP selector switch

2. TSEC KY-58 indicator light 14. Fuel quantity indicator A64395
3. FIRE PULL handles with NVG filters 15. FUEL QUANTITY selector switch
4. FIRE DETR test switch 16. CAUTION LT and VHF ANT SEL panel
5. AGENT DISCH switch 17. Engine oil pressure indicators
6. Gas producer tachometer 18. Engine oil temperature indicators
7. Power turbine inlet temperature (PTIT) indicators 19. CAUTION/ADVISORY panel
8. Transmission oil pressure indicator 20. Master caution advisory NVG filter
9. XMSN OIL PRESS selector switch 21. Missile alert display
10. Longitudinal cyclic trim (LCT) indicators 22. GPS ALERT indicator light
11. Transmission oil temperature indicator 23. GPS ZEROIZE switch
12. Fuel flow indicator
Figure 2-12.2. Center Instrument Panel
2-16.2 Change 13
TM 55-1520-240-10
A60869
11. VGI (vertical gyro indicator) switch

1. CRUISE GUIDE indicator
12. Horizontal situation indicator (HSI)
2. RADIO CALL plate
13. HSI MODE SELECT panel
3. Master caution light with NVG filter
14. Radar altimeter
4. Airspeed indicator
5. Attitude indicator 15. CHRONOMETER
16. Rotor tachometer
6. AIMS altimeter
17. Torquemeter
7. Vertical speed indicator (VSI)
8. RAD ALT display dimmer switch 18. CGI (cruise guide indicator) test switch
9. Cockpit air knob
Figure 2-12.3. Pilot Instrument Panel
Change 13 2-16.3
TM 55-1520-240-10
A60882
Figure 2-12.4. Overhead Switch Panel
2-16.4 Change 13
2-16.5/(2-16.6 blank)
TM 55-1520-240-10
SECTION II EMERGENCY EQUIPMENT
2-23. Emergency Procedures. 2-25. FIRE PULL Handles.

Refer to Chapter 9 for all emergency procedures.
WARNING
2-24. Engine Compartment Fire Extinguisher Before flying the aircraft ensure that each
System. FIRE PULL handle NVG filter holder can be
rotated from the closed to the open position
The engine compartment fire extinguisher system (fig. 2-14)
without causing the FIRE PULL handle to be
enables the pilot or copilot to extinguish a fire in either engine
pulled. Improper handling of the NVG filter
compartment only. It is not designed to extinguish internal
holder may cause the FIRE PULL handle to be
engine tires. The system consists of two FIRE PULL handles,
pulled unintentionally, thus fuel to the affected
an AGENT DISCH (agent discharge) switch, a FIRE DETR
engine will be shut off and the engine will shut
(fire detector) switch on the center instrument panel. and two
down. Do not use sudden or excessive force
extinguisher agent containers on the overhead structure at
when rotating the FIRE PULL handle NVG
stations 482 and 502. The containers are partially filled with
filter holder from the closed to the open posi-
monobromotrifluoromethane (CBrF 3 or CF 3 BR) and
tion.
pressurized with nitrogen (table 2-1 provides the range of
engine fire extinguisher pressures.) The agent in one or both
of the containers can be discharged into either engine Two control handles for the engine tire extinguisher system
compartment. Selection of the compartment is made by (fig. 2-14) are labeled FIRE PULL-FUEL SHUTOFF on the
pulling the appropriate FIRE PULL handle. In figure 2-14 the top center section of the center instrument panel. Each handle
ENG 1 FIRE PULL handle has been pulled. Selection of the has a cover for the NVG filter, two warning lights,. and the
container is made by placing the AGENT DISCH switch in necessary control switches that close the engine fuel shutoff
the appropriate position. In figure 2-14, BTL 1 has been valve and arm the fire extinguisher system circuits. Power is
selected. supplied for each FIRE PULL handle from the respective No.
1 and No. 2 DC essential buses through the respective.
ENGINE NO. 1 and NO. 2 FUEL SHUTOFF circuit breakers
on the No. 1 and No. 2 PDP. Power is supplied for each pair
of warning lights from the corresponding No. 1 or No. 2 AC
bus through the ENGINE NO. 1 and NO. 2 FIRE DET circuit
breakers on the No. 1 and No. 2 PDP.
Table 2-1. Engine Compartment Fire Extinguisher Pressures
AMBIENT TEMPERATURE MINIMUM INDICATION MAXIMUM INDICATION

(C) (PSI) (PSI)
-54 o 271 344
-51 o 275 350
-40 o 292 370
-29 o 320 400
-18 o 355 437
-7o 396 486
4o 449 540
15o 518 618
27o 593 702
38o 691 784
52o 785 902
Change 9 2-17
TM 55-1520-240-10
Figure 2-14. Engine Compartment Fire Detect/on and Extinguishing System (Typical)
2-18 Change 9
TM 55-1520-240-10
a fire occur in the other engine compartment. Power is

supplied from the corresponding No. 1 or No. 2 DC
If the FIRE PULL handle warning lights are essential bus through the ENGINE NO. 1 and NO. 2
covered by the NVG filters during daylight FIRE EXT circuit breakers on the No. 1 and No. 2
operation, illumination of the fire warning PDP.
lights may not be apparent in the event of an
2-27. FIRE DETR Switch.
engine fire. Do not operate the aircraft with
the NVG filters covering or obscuring the fire A two-position FIRE DETR (detector) switch is below
warning lights unless night vision goggles the AGENT DISCH switch on the top center section of
are being used. the center instrument panel (fig. 2-14). It is labeled
FIRE DETR and TEST. The toggle switch is spring-
loaded to FIRE DETR which monitors the engine fire
The NVG filter is attached to one end the FIRE PULL detection system. When the switch is placed to TEST, it
handle by a hinged fitting. The other end of the filter checks the operation of the engine fire detection system
holder forms a tab by which the filter holder and filter by closing relays in both controls units and the warning
may be rotated about the hinged fitting. For NVG lights in both FIRE PULL handles illuminate. Power to
operations, the filter holder is rotated to a closed operate the test circuit is supplied by the DC essential
position over the front of the FIRE PULL handle cover. bus through the LIGHTING CAUTION PNL circuit
In this position, the fire warning light is NVG compat- breaker on the No. 1 PDP.
ible. For normal operations, the filter holder is rotated
from the closed position to the fully open position. In 2-28. Hand Fire Extinguishers.
this position, the FIRE PULL handle warning lights will
be red.
Avoid prolonged exposure (5 minutes or

more) to high concentrations of fire extin-
If there is a tire in both engine compart- guishing agent and its decomposition prod-
ments, do not pull both FIRE PULL handles ucts because of irritation to the eyes and
simultaneously. Extinguish fire in one com- nose. Adequate respiratory and eye relief
partment only as described below. Leave the from excessive exposure should be sought as
FIRE PULL handle out after fire has been soon as the primary fire emergency permits.
extinguished. Proceed in a like manner to Use of oxygen for personnel is recommended.
extinguish fire in the other engine compart-
ment.
Three portable 6.3 pound capacity hand fire extinguish-
ers are provided in the helicopter. One is in the cockpit,
When an engine compartment fire occurs on either side, on the floor to the right of the pilot’s seat. Two hand fire
the respective pair of warning lights comes on. The extinguishers are in the cabin section. One on the
appropriate FIRE PULL handle is pulled, that engine forward bulkhead and one in the left rear, just forward
fuel shutoff valve closes and the AGENT DISCH switch of the ramp.
is armed.
2-29. Emergency Troop Alarm and Jump Lights.
Selection and discharge of either fire bottle is accom-
plished by placing the AGENT DISCH switch to BTL 1 Two emergency troop alarm and jump light boxes are in
or BTL 2. After depletion of the charge in the initially the cargo compartment. The forward box is on the
selected bottle, the remaining bottle can be discharged bulkhead above the avionics equipment shelves and the
to the same engine compartment by selecting the oppo- aft box is on the left side of the fuselage above the ramp
site position on the AGENT DISCH switch. The other at sta. 575. Each box has an electric bell in the center
FIRE PULL handle performs the same function for its with a red light future on one side and a green light
respective engine compartment. fixture on the other side. The TROOP WARN panel on
the overhead switch console is used to operate the
2-26. AGENT DISCH Switch. emergency troop alarm and jump lights.
A three-position AGENT DISCH (discharge) switch is The emergency troop alarm and jump lights have sev-
above the FIRE PULL handles on the center instru- eral functions. They can be used to notify passengers
ment panel (fig. 2-14). The lever-lock momentary switch and crew with predetermined signals in time of emer-
positions are BTL 1, neutral, and BTL 2. When BTL 1 gency. The jump lights can be used to notify flight
is selected, the agent is discharged from the No. 1 bottle engineer during airborne delivery operations and to
into the selected engine compartment. When BTL 2 is alert the troop commander during paratroop drop mis-
selected, the agent is discharged from the No. 2 bottle sions. Refer to Chapter 9 for standard use of the troop
into the selected engine compartment. Only two fire alarm.
extinguisher agent bottles are provided. If the agent
from both bottles is used in combating a fire in one 2-30. TROOP WARN Panel. The TROOP WARN
engine compartment, agent will not be available should (warning) panel is located on the overhead switch panel
2-19
TM 55-1520-240-10
(fig. 2-15). It has two troop jump lights labeled RED

and GREEN. Also, two switches labeled JUMP LT and
ALARM. Power to operate and control the emergency
troop alarm and jump lights is supplied by the DC
essential bus through the TROOP ALARM BELL and
TROOP ALARM JUMP LT circuit breakers on the No.
2 PDP.
a. Troop jump lights. The troop jump lights provides
the pilots a visual indication of the troop jump light
selected. One light is provided for each color selection
and comes on when the respective light is selected. The
brightness of the lights is controlled by the PLT INST
rotary control switch on the PLT LTG panel of the Figure 2-15. Troop Warning Panel (Typical)
overhead switch panel.
2-31. First Aid Kits.
b. JUMP LT switch. The three-position JUMP LT Seven aeronautic first aid kits are installed in the
switch is labeled GREEN, OFF, and RED. When the helicopter. One kit is in the passageway between the
switch is set to GREEN, the green lights on the cockpit and cabin. The other six kits are in the cabin
emergency troop and jump light box, at both stations, fuselage section, three on each side.
and the troop jump lights on the overhead switch panel 2-32. Emergency Entrances and Exits.
come on. When the switch is set to RED, the red lights Refer to Chapter 9 for information on emergency
come on. OFF position turns off both sets of lights. entrances and exits.
c. ALARM switch. The two-position ALARM switch 2-33. Emergency Escape Axe.
is labeled OFF and ON. Moving the ALARM switch to An emergency escape axe is provided. It is located on
ON rings the bell continuously at both stations until the the right side of the cargo compartment slightly forward
switch is moved to OFF. of station 200.
2-20
TM 55-1520-240-10
SECTION Ill ENGINES AND RELATED SYSTEMS
2-34. Engines. response to any setting of the engine controls selected by the
The CH-47D is powered by either two T55-L-712 or two pilot. Engine gas producer rotor speed (Nl) and power
turbine speed (N2) are controlled by the fuel control unit,
T55-GA-714A engines. The engines are housed in separate which varies the amount of fuel delivered to the engine fuel
nacelles mounted externally on each side of the aft pylon. nozzles. During normal operation, the fuel control unit
The engines have the capability to produce emergency automatically controls fuel flow metering during power
power on pilot demand. See Performance Charts in Chapter changes, thus protecting the engine from overspeed and
7 or Chapter 7A overtemp. Fuel flow is automatically monitored to compen-
2-35. General. Each engine has a gas producer section sate for changes in outside air temperature and compressor
and a power turbine section. The gas producer supplies hot discharge pressure.
gases to drive the power turbine. It also mechanically drives
the engine accessory gearbox. The power turbine shaft 2-39. Engine Fuel Control Units.
extends coaxially through the gas producer rotor and rotates Each engine fuel control unit contains a single element fuel
independently of it. The gas producer section and the power pump, a gas producer speed governor, a power turbine speed
turbine section are connected by only the hot gases which governor, an acceleration-deceleration control, a fuel flow
pass from one section to the other. limiter, a fuel control fuel shutoff valve, and a main
During engine starting, air enters the engine inlet and is metering valve. A gas producer (N1) lever and a power
compressed as it passes through seven axial stages and one turbine (N2) lever are mounted on the fuel control unit.
centrifugal stage of the compressor rotor. The compressed Output power of the power turbine (a function of the speed
air passes through a diffuser. Some of the air enters the and torque) is restricted by limiting the maximum fuel flow
combustion chamber where it is mixed with start fuel. to the gas producer. Maximum gas producer rotor speed is
The mixture is ignited by four igniter plugs. Some of the air set by the ENG COND (engine condition) levers in the
is directed to the fuel nozzles. After the engine is started, it cockpit. The ENG COND levers electromechanically posi-
continues to operate on metered fuel supplied to the fuel tions the gas producer lever, which controls the fuel control
nozzles. fuel shutoff valve and the operating level of the gas
producer. During flight, the ENG COND levers are left at
Hot expanding gases leave the combustion chamber and FLT and the output shaft speed is regulated by the power
drive a two-stage gas producer turbine. Energy from the turbine speed (N2) governor.
combustion gases also drives the two-stage power turbine,
which drives the power turbine shaft to the engine trans- The power turbine lever is electromechanically positioned
mission. The engine lubrication system has an integral oil by the ENGINE BEEP TRIM switches, thrust control and
tank which is inside the air inlet housing and is serviced EMERG ENG TRIM (emergency engine trim)
with approximately 12 quarts. (Refer to table 2-3.) switches. Output shaft torques are limited by the fuel flow
limiter, which limits the maximum fuel flow. The position
2-36. Engine Inlet Screens. of the main metering valve is determined by the gas
An engine inlet screen which minimizes foreign object producer speed governor, power turbine speed governor, the
damage (FOD) is installed on each engine. The reduction in acceleration-deceleration control, or the fuel flow limiter,
engine power available with screens installed is negligible. depending on engine requirements at that time. The gover-
The engine inlet screens have bypass panels. These two nor or the control unit demanding the least fuel flow
panels are on the aft end of each screen. Refer to Chapter 5 overrides the other in regulating the metering valve.
for information on use of bypass panels. Helicopters with
engine air particle separator (EAPS) installed, refer to TM 2-40. Speed Governing.
55-1520-240-10 EAPS SUPPLEMENT. The power turbine speed governor senses the speed of the
power turbine and regulates the amount of fuel which is
2-37. Engine Anti-Icing. supplied to the gas producer. This slows down or speeds up
The engine air inlet fairing and engine drive shaft fairing the gas producer rotor so that power turbine and rotor
receive anti-icing protection from the thermal radiation system speed remains nearly constant as loads vary.
produced by the oil tank in the engine inlet housing. The hot
oil in the oil cavity of the inlet housing warms the air as it At minimum rotor blade pitch, the amount of power
required is at minimum. As pitch is increased, power turbine
passes into the engine inlet. speed (N2) starts to decrease since more power is required
from the engine to maintain a constant rotor speed. The
2-38. Engine Power Control System. power turbine speed governor senses the decrease of N2
Each engine is controlled by a separate power control RPM and increases the flow of fuel to the gas producer.
system which includes cockpit controls and an engine fuel Decreasing pitch causes N2 to increase. The power turbine
control unit. Each system provides automatic control of governor senses the increase and reduces the flow of fuel to
engine gas producer rotor speed and power turbine speed in the gas producer, thus decreasing the engine output power.
Change 13 2-21
TM 55-1520-240-10
The power turbine speed governor allows the power turbine CAUTION
output speed to decrease (droop) approximately 10 percent
when the power loading varies from minimum to full load. When the ENG COND lever is placed to
This is minimized by a droop eliminator linked to the thrust GND during start sequence, the N1 actuator
control rod. The droop eliminator automatically changes the could inadvertently go beyond the ground
power turbine lever to compensate for droop as pitch is position. The respective ENG N1 COND
increased or decreased. Another type of droop, which is caution capsule will illuminate. However, ig-
only transient, occurs as a result of the time required for the nition will still occur if the start switch is
engine to respond to changing loads due to system lag. moved to START, thus resulting in a possible
engine runaway.
2-41. ENG COND Levers
CAUTION
Two ENG COND (engine condition) levers, one for each
engine, are on the ENG COND panel (fig. 2-16) of the When adjusting controls or switches on the
overhead switch panel. Each lever has three positions overhead switch panel, make sure gloves or
labeled STOP, GND, and FLT. They are used to select sleeves do not catch and inadvertently move
appropriate fuel flow rates for GND, FLT, and STOP the ENG COND levers.
(engine shutdown). Power is supplied by the DC essential
buses through the ENGINE NO. 1 and NO. 2 COND CONT The ENG COND lever must be at GND before the engine
circuit breakers on the No. 1 and No. 2 PDP will start. When an ENG COND lever is advanced from
STOP to GND, power is then supplied to the electrome-
Each ENG COND lever is spring-loaded outboard and is chanical actuator which establishes an appropriate fuel flow
inhibited by lock gates. They allow the pilot to proportion-
ally control acceleration of the gas producer from STOP to rate at ground idle. The speed of the gas producer with the
FLT. Two engine control caution capsules are on the master lever at GND should be 60 to 63 percent N1. When an ENG
caution panel (fig. 2-51). They are labeled NO. 1 ENG N1 COND lever is moved to FLT, the engine is operating within
CONT and NO. 2 ENG N1 CONT. The capsules normally the N2 governing range, unless the engine is “topped out”
illuminate when the ENG COND levers or the N1 actuators at which time it goes back to N1 governing. The N2
are at an intermediate position between STOP, GND, or governor then takes control to maintain selected rotor RPM
FLT. They extinguish when the ENG COND lever and N1 (RRPM) in response to the engine beep trim switches and
actuator positions agree. However, they remain illuminated collective pitch changes, When an ENG COND lever is
if a component of the system (actuator, control box, or moved to STOP, the gas producer lever closes the fuel
condition panel) has failed in other than a detent position. control fuel shutoff valve which stops fuel flow to the gas
Power is supplied by the DC essential bus through the producer.
LIGHTING CAUTION PNL circuit breaker on the No. 1
PDP. Each electrical system is completely separate and a failure
in one system will not affect the other. A built-in mechanical
brake holds the actuator at its last selected position if loss of
electrical power occurs. ENG COND lever friction is
provided to reduce the possibility of overtorquing the
engine transmissions by resisting movement of the ENG
COND levers. The ENG COND lever friction brake cannot
be adjusted by the pilot and a force of 4 to 5 pounds is
needed to move them.
2-42. Normal Engine Beep Trim Switches.

On 712 engine installations engine beep trim switches
are active at all times during normal operation.
Two momentary switches are on the auxiliary switch
bracket of each THRUST CONT lever and are labeled
ENGINE BEEP TRIM (fig. 2-26). Both switches have an
RPM INCREASE, RPM DECREASE, and a neutral posi-
tion. One switch is labeled NO. 1 & 2 which is
normally used to select desired RRPM. The second switch
is labeled NO. 1 which will only affect the No. 1 engine and
is used to match engine loads which are indicated by the
910000-A6010 dual torquemeters.
Power to operate the beep trim system is supplied by

the DC and AC buses. DC power to operate a trim motor in
Figure 2-16. Engine Condition Panel
2-22 Change 13
TM 55-1520-240-10
the No. 1 or No. 2 AC buses through the ENGINE NO.

1 or NO. 2 TRIM & TIMER circuit breakers on the No.
1 or No. 2 PDP to be transformed and rectified to DC
voltage. This DC power operates the power turbine
actuator on the engine fuel control.
NOTE
No two engines provide matched perfor-
mance with regard to torque, RPM, PTIT, or
fuel flow. With torque matched, all other
parameters may not be matched.
Change 4 2-22.1/(2-22.2 blank)

TM 55-1520-240-10
the power turbine control box, which unbalances a control AUTO (cover down), the normal beep trim system is
circuit, is supplied by the corresponding No. 1 or No. 2 DC functional (115-volt AC from the AC bus is reconnected to
buses through the ENGINE NO. 1 or NO. 2 TRIM circuit the associated engine power turbine control box). Refer to
breakers on the No. 1 or No. 2 PDP. The unbalanced control Chapter 9 for emergency engine trim operation.
circuit causes the AC power from the No. 1 or No. 2 AC
buses through the ENGINE NO. 1 or NO. 2 TRIM & CAUTION
TIMER circuit breakers on the No. 1 or No. 2 PDP to be
transformed and rectified to DC voltage. This DC power Engine response is much faster when RRPM
operates the power turbine actuator on the engine fuel is controlled with emergency engine beep
control. trim system. It is possible to beep the rotor
speed below safe operating speed and low
NOTE enough to disconnect the generators from the
No two engines provide matched performance buses. The generators are disconnected at
with regard to torque, RPM, PTIT, or fuel flow. 85% to 82% RRPM after a 3 to 7 second time
With torque matched all other parameters may delay.
not be matched.
Holding the NO. 1 & 2 switch forward (RPM b. Emergency Engine Trim Switches. Each momentary
INCREASE) will increase the RRPM. Holding the switch switch is used to change the power turbine speed of its
aft (RPM DECREASE) will decrease the RRPM. When the respective engine if the power turbine control box (normal
switch is released, it returns to the center or neutral position. beep trim system) malfunctions.
The switch electrically controls both power turbines by When the normal trim system fails, the droop eliminator
movement of the N2 actuator through each engine power also fails to function. Both switches have an INC, DECR,
turbine control box. and a spring-loaded center position. When one of the
The procedure for matching engine load requires that NO. 1 switches is held at INC, power from the essential DC bus
& 2 engine beep switch be used in conjunction with NO. 1 goes directly to the respective power turbine actuator and
engine beep switch. When NO. 1 engine beep switch is increases the lever setting and the power turbine speed.
moved forward (RPM INCREASE), the torque of No. 1 When the switch is held at DECR, the lever setting is
engine increases. At the same time RRPM increases, even decreased, and the power turbine speed is decreased.
though No. 2 engine torque decreases slightly. Moving NO.
1 & 2 engine beep trim switch aft (RPM DECREASE) The emergency engine trim switches are to be used when
causes both engine torques to decrease and reduce RRPM. the normal beep trim system is disabled. If one of the
If torques are still not matched, this procedure is continued switches is used while the respective power turbine control
until torques are matched and desired RRPM is attained. box is functioning normally, the power turbine actuator
The opposite action occurs when NO. 1 engine beep switch setting will temporarily change but will return to its original
is moved aft. setting when the switch is released. Power to operate the
emergency engine beep trim switches and actuators is
The engine beep trim switches should not be used during supplied by the essential DC bus through the NO. 1 and NO.
power changes initiated by thrust lever movement because 2 EMERG ENG TRIM circuit breakers on the No. 1 and
RRPM droop should only be momentary. The engine beep No. 2 PDP.
tim system adjusts engine RPM only if the respective ENG
COND lever is at FLT. At, STOP or GND, it is possible to
move the power turbine lever by moving the engine beep
trim switches to RPM DECREASE or RPM INCREASE,
but in either case, engine RPM will not be affected because
the engine is not operating in the N2 governing range.
2-43. EMERG ENG TRIM Panel.

The EMERG ENG TRIM (emergency engine) panel is
located on the center console (fig. 2-17). The panel consists
of two guarded normal engine trim system disable switches
and two momentary emergency engine trim switches.
a. Normal Engine Trim System Disable Switches. The
guarded switches permit the pilot to disable either or both
normal beep trim systems. This prevents unwanted signals
from the normal beep trim system to interfere with the A61206
operation of the emergency engine trim system. Each switch
is labeled AUTO and MANUAL. When either switch is at
MANUAL, the respective normal beep trim system is Figure 2-17. Emergency Engine Trim Panel
disabled (115-volt AC from the AC bus to the engine power
turbine control box is interrupted). When the switch is at
Change 13 2-23
TM 55-1520-240-10
2-44. Emergency Power System.

CAUTION
To prevent damage, monitor the torque and
the PTIT indicators when operating with
emergency power. Failure to observe these
indicators could result in serious damage to
the drive train and engines.
An emergency power system is included with T55-L-712 Figure 2-18. Emergency Power Panel
engines. With the emergency power system, increased
power is available on pilot demand and is actuated by tank capacity. If the oil level decreases to about 2 quarts
raising the thrust control into the emergency power range. usable, the corresponding ENG OIL LOW caution capsule
Refer to Chapter 5 for limitations on its use. will illuminate.
When fuel flow increases to the point where PTIT is 890° to 2-47. Engine Start System.
910°C, the EMERG PWR lights will illuminate on the The engine start system includes the hydraulic starters on
copilot and pilot instrument console (17, fig. 2-8 and 18, fig each engine, the engine start valves and the solenoid-
2-10) If temperature is maintained in this range for more operated pilot valves on the utility system pressure control
than 5 seconds, the associated indicator will apply 28-volt modules, the START switch, and the start fuel solenoids and
DC from the ENGINE NO. 1 and /or NO. 2 START &
TEMP circuit breaker to the EMERGENCY POWER panel. ignition exciters on the engines.
With 28-volt DC applied to the panel, the applicable When the start switch is moved to MTR, the respective
emergency power timer will start, and the indicator will engine STARTER ON indicator light illuminates and the
display a black-and-white flag. When thrust is reduced start valve opens (fig. 2-19). The start valve applies utility
below the emergency power level, the emergency power system pressure from the APU to the engine starter; rotating
light will extinguish and the timer will stop. However, the the engine starter and compressor. At 15 percent N1, the
emergency power indicator will continue to display the ENG COND lever is moved to GND. The start switch is
black-and-white flag. The flag can be reset on the ground immediately moved to START, energizing the ignition
only.
exciter. Start fuel is sprayed into the combustor and com-
bustion begins. Before PTIT reaches 200°C, the START
WARNING switch is manually released to MTR. At MTR, the start fuel
valve is closed and the ignition exciter is deenergized.
Before flight, be sure the two topping stops
are in their stowed position on the right side The engine then accelerates to ground idle speed. At 50
of the console. If the stops are not stowed, be percent N1, the START switch is manually moved to the
sure the stops are not installed on the fuel locked OFF position. At OFF, the pilot valve closes, closing
controls before you start the engine. Failure the start valve and deenergizing the STARTER ON indicator
to check may result in inability to achieve light. A relay in each engine start circuit is energized when
emergency power in an emergency. either START switch is at MTR or START. The relay, when
energized, disables the start circuit of the opposite engine,
Topping stops are stowed on each helicopter. The stops are thus preventing simultaneous dual engine starts. Power is
installed on the N1 control of each engine for maintenance supplied by the No. 1 and No. 2 DC essential buses through
engine topping checks. The stops provide an established the ENGINE NO. 1 and NO. 2 START & TEMP and IGN
fuel flow when topping. When not in use, the stops are
stowed on the right side of the center console aft of the circuit breakers on the No. 1 and No. 2 PDP.
pedals.
2-45. EMERGENCY POWER Panel.

The EMERGENCY POWER panel is located on the over-
head switch panel (fig. 2-18). It consists of an emergency
power indicator and a digital timer for each engine. They are
labeled NO. 1 and NO. 2 ENGINE. The timer counts the
minutes that emergency power is in use.
2-46. Oil Supply System.
The oil supply system is an integral part of the engine. The
oil tank is part of the air inlet housing and the filler neck is
on the top of the housing. An oil level indicator is on the left
side of the engine inlet housing. Refer to table 2-3 for the Figure 2-19. Engine Start Panel
2-24 Change 13
TM 55-1520-240-10
2-48. START Panel. 712 The START panel is located power supply unit 714A and RDPS is provided by the No.
on the overhead switch panel (fig. 2-19). It consists of the 1 and No. 2 DC buses through the DC ENGINE NO. 1 and
ENG 1 and ENG 2 STARTER ON indicator lights and two NO. 2 TORQUE circuit breakers on the No. 1 and No. 2
start switches. PDP.
a. Start Switches. The switches are labeled OFF, MTR, 2-53. Power Turbine Inlet Temperature Indicators.
and START. They are locked in OFF, detented in MTR and
spring-loaded from START to MTR. At MTR, the engine is Two power turbine inlet temperature (PTIT) indicators, one
rotated by the starter, but ignition and start fuel circuits are for each engine, are on the center instrument panel (7, fig.
2-9). Each indicator is calibrated from 0° to 1,200°C. The
deenergized. At START, the engine is rotated with start fuel temperatures registered on the PTIT indicator are transmit-
and the ignition circuits are energized . MTR is selected ted by chromel-alumel thermocouples. The thermocouples
during starting, in case of engine fire or to clear the sense gas temperature at the power turbine inlet and
combustion chamber. transmit an average gas temperature reading to the PTIT
b. STARTER ON Indicator Lights. The STARTER ON indicator in the cockpit. 712 When power turbine inlet
indicator lights will illuminate when the associated START temperature increases to the emergency power range, the
switch is moved to MTR or START. The light alerts the EMERG PWR indicator light will illuminate and DC ower
pilots when the START switch is inadvertently left at MTR. is supplied to the EMERGENCY POWER panel. 714A
Power is supplied by the No. 1 and No. 2 DC essential buses When power turbine inlet temperature increases to the
through the ENGINE NO. 1 and NO. 2 START & TEMP contingency power range, the ENG CONT PWR master
circuit breakers on the No. 1 and No. 2 PDP. caution advisory panel capsule will illuminate.
2-49. Ignition Lock Switch. 2-54. Engine Oil Pressure Indicator. An engine oil
pressure indicator on the center instrument panel is provided
An ignition system lock switch (11, fig. 2-4) is installed on for each engine (17, fig. 2-9). Each indicator relates pressure
the right side of the console forward of the thrust lever. The sensed at No. 2 bearing by an oil pressure transmitter
key-operated switch prevents unauthorized use of the heli- mounted near the engine. Each engine oil pressure indicator
copter. When the switch is off, the circuits of the ignition displays a pressure range from 0 to 200 psi. Power to
exciters and the start fuel solenoids of both engines are operate the engine oil pressure circuit is supplied by the AC
open. Therefore, the engines cannot be started. Be sure both instrument buses through the ENGINE NO. 1 and NO. 2
START switches are OFF before turning the ignition lock OIL PRESS circuit breakers on the No. 1 and No. 2 PDP.
switch ON or OFF.
2-55. Engine Oil Temperature Indicator. TWO en-
2-50. Engine Instruments and Cautions. gine oil temperature indicators are on the center the instru-
ment panel (18, fig. 2-9). Each engine oil temperature
The engine instruments are the gas producer tachometer, the indicator is calibrated from -70° to +150°C. A temperature
dual torquemeter, power turbine inlet temperature (PTIT), probe within the lubrication lines of the engine, before the
fuel flow, oil pressure arid oil temperature indicators. The fuel-oil cooler, is the point at which the temperature is
caution capsules are the NO. 1 and NO. 2 ENGINE OIL sensed. Power to operate the resistance-type oil temperature
LOW and the NO. 1 and NO. 2 ENG CHIP DET. circuit is supplied by No. 1 and No. 2 DC buses through the
2-51. Gas Producer Tachometer. Two gas producer ENGINE NO. 1 and NO. 2 OIL TEMP circuit breakers on
tachometers (Nl), one for each engine, are on the center the No. 1 and No. 2 PDP.
instrument panel, above the PTIT indicators. Each tachom-
eter displays gas producer turbine speed in percent of N1. 2.56. Engine Caution Capsules. 712 The following
Each tachometer operates from power supplied by a gas items are in reference to Fig. 2-51:
producer tachometer generator on the accessory gear box a. NO. 1 (2) ENGINE OIL LOW. This is illuminated
section of each engine. 712 The outer scale of the tachom- when approximately 2 quarts of usable oil is remaining in
eter is calibrated from 0 to 100 in increments of two. The the engine oil tank.
smaller, vernier scale is calibrated from 0 to 10, in incre-
ments of one. 714A The tachometer is calibrated from 0 to b. NO. 1 (2) ENG CHIP DET. This is illuminated if a
110. detector is bridged by metal particles which may indicate
impending engine or engine transmission failure.
2-52. Torquemeter. One torquemeter is on the copilot c. NO. 1 (2) ENG N1 CONT. This is illuminated when the
instrument panel and the other on the pilot instrument panel ECL is not in the STOP, GROUND or FLIGHT detent or
(1, fig. 2-8 and 17, fig. 2-10). Each torquemeter has two when the ECL position does not agree with the N1 actuator
pointers, one for each engine, labeled 1 and 2. Each position.
torquemeter has a range of 0 to 150 percent. The system
consists of a power output shaft, torquemeter head assem- 2-56.1. Engine CAUTION/ADVISORY Capsules.
bly, power supply unit, 714A ratio detector power supply 714A The following items are in reference to Fig. 2-51.1:
unit (RDPS), and a torquemeter junction box. Power to
operate the torquemeters is provided by No. 1 and No. 2 AC a. ENG 1 (2) FAIL. Active when the engine failure logic
buses through the ENGINE NO. 1 and NO. 2 TORQUE in the DECU detects a failed engine condition. The engine
circuit breakers on the No. 1 and No. 2 PDP. Power for the failure logic is active when N1 is greater than 60% and the
Change 13 2-25
TM 55-1520-240-10
ECL position is greater than 50°. The engine failure logic in 2-59. Engine Interstage Air Bleed.
each DECU is used to recognize any of following:
(1) Power turbine shaft failure. N2 is greater than NOTE
RRPM by more than 3 percent. Bleed band oscillations at low torque settings
(approximately 30% torque per engine), indi-
(2) N1 underspeed. N1 speed drops below 48 per- cated by fluctuating engine RPM and torque,
cent. can occur and are not cause for engine rejection.
(3) Engine flameout. To aid compressor rotor acceleration and prevent compres-
(4) Over temperature start abort (Primary mode sor stall, an interstage air bleed system is provided on each
only). engine. A series of vent holes through the compressor
housing at the sixth stage vane area allows pressurized air to
(5) During normal shutdown as the N1 goes below bleed from the compressor area. This enables the compres-
48 percent the ENG 1 (2) FAIL caution is illuminated for 12 sor rotor to quickly attain a preselected RPM. The pneu-
seconds, this is a BIT self system check. matic interstage air bleed actuator controls operation of the
b. FADEC 1 (2). Active if Primary FADEC system hard air bleed by tightening or loosening a metal band over the
fails. vent holes. Should the bleed band malfunction and remain
c. REV 1 (2). Active if Reversionary FADEC system open, there would be a noticeable loss in power. 712 The
hard fails. interstage air bleed system operates automatically when the
ENG COND levers or the engine beep trim switches are
d. ENG 1 (2) OIL LVL. Active when approximately 2 used to govern RPM. 714A The interstage air bleed
quarts of usable oil is remaining in the engine oil tank. system operates automatically through the FADEC system.
e. ENG. 1 (2) CHIP DETR. Active if a detector is bridged
by metal particles which may indicate impending engine or 2-60. Engine Drain Valves.
engine transmission failure. Pressure-operated engine drain valves are in the bottom of
f. ENG CONT PWR. Active when power turbine inlet each engine combustion housing. The valves automatically
temperature is in the contingency power range. dram unburned fuel from the combustion chamber follow-
ing an aborted start or whenever the engine is shut down.
2-57. Engine Chip Detectors. The engine accessory One valve is at the forward end of the combustion chamber
section oil sump and engine transmission chip detector is and the other is at the aft end to ensure complete drainage.
electrically connected to the corresponding NO. 1 or NO. 2
ENG CHIP DET caution capsule on the master caution 2-60.1. FADEC Description. 714A Each engine is
panel (fig 2-51). If a detector is bridged by metal particles controlled by its own Full Authority Digital Electronic
which may indicate impending engine or engine transmis- Control system (FADEC) which provides the following
sion failure, the corresponding NO. 1 or 2 ENG CHIP DET features:
caution capsule will illuminate. Also, the associated EN- a. Automatic start scheduling.
GINE CHIP DETECTOR or TRANSMISSION CHIP DE-
TECTOR magnetic indicator on the MAINTENANCE b. 1 and 2 engine load sharing.
PANEL (fig. 2-34) will latch. Refer to Chapter 9 for c. Power turbine speed governing.
emergency procedures.
d. Transient load anticipation (using rotor speed and
2-58. Engine Chip Detector Fuzz Burn-Off. collective pitch rates).
Helicopters equipped with the chip detector fuzz bum-off e. Transient torque smoothing (using N2 rates)
system in the engine are identified by a module labeled f. Contingency power capability to meet aircraft de-
PWR MDL CHIP BURN-OFF located below the MAIN- mands.
TENANCE PANEL. The chip detector fuzz bum-off system
employs an automatically operated fuzz burn-off electrical g. Acceleration and deceleration control.
circuit with the ability to eliminate nuisance chip lights h. Engine temperature limiting throughout the operating
caused by minute ferrous metallic fuzz or ferrous metallic range.
particles on the engine accessory gear box (AGB) chip
detectors. The response time of the fuzz bum-off circuit is i. Surge avoidance.
more rapid than that of the helicopter warning system; thus j. Compressor bleed band scheduling.
a successful fuzz bum-off will be accomplished before any
caution capsule on the master caution panel illuminates. k. Fuel flow limiting.
Should the particle or particles not bum-off, the NO. 1 or l. Engine fail detection.
NO. 2 .ENG CHIP DET caution capsule will illuminate.
Also, the corresponding ENGINE CHIP DETECTOR or m. Power assurance test.
TRANSMISSION CHIP DETECTOR magnetic indicator n. Engine history/fault recording.
on the MAINTENANCE PANEL will latch. Power for the
o. Engine-to-engine communication (via data bus).
PWR MDL CHIP BURN-OFF is supplied by the No. 1 DC
bus through the HYDRAULICS MAINT PNL circuit breaker p. Automatic switchover to reversionary backup in the
on the No. 1 PDP. event of a FADEC primary system failure.
2-26 Change 13
TM 55-1520-240-10
The FADEC provides automatic engine start, simulta- When both engines are in reversionary mode, RRPM will
neously sequencing ignition, start fuel, and stabilized op- require more pilot attention since proportional rotor speed
eration at idle. A data link between 1 and 2 engine FADEC governor will not hold speed as accurately as the primary
systems transmits signlas to achieve load sharing. It also systems. With large collective changes, the rotor speed can
provides control of N1 speed and NR (N2) output shaft change up to ± 3 percent from a nominal setting.
speed to maintain the rotor system at a near constant RRPM
throughout all flight power demand conditions. FADEC If a fault is detected and to ensure positive engagement of
provides smooth acceleration and overtemperature protec- the reversionary mode, set the FADEC control REV/PRI
tion when ECLs (both together) are moved from GROUND switch for the affected engine to REV
to FLIGHT. Overtemperature protection is provided
(through the DECU temperature limiting function) by con- The reversionary system provides the following control
trol system thermocouple interface at the power turbine functions:
inlet. The control system compares PTIT temperature sig- a. Automatic start sequencing including over temperature
nals with reference limits to calculate and provide appro protection, but not start abort.
priate N1 acceleration. During starts, an absolute 816°C
limit is set and if exceeded an engine out indication and b. Pilot controlled start fuel enrichment/derichment, if
shutdown will occur. If compressor performance deterio- required, through ECL modulation.
rates for any reason, surge detection automatically allows
recovery from compressor instability while protecting the c. Ground idle set at 50 to 59 percent with ECL at GND.
engine from damage due to overtemperature.. d. RRPM droop compensation based on thrust lever
The FADEC system consists of: position.
q. The Digital Electronic Control Unit (DECU) includes e. Beep capability becomes active for load match to other
a primary mode and a reversionary section for backup (fig engine.
2-19.3).
r. The Hydromechanical Metering Assembly (HMA), f. Full contingency power capability.
includes Hydromechanical Fuel Metering Unit (HMU) and g. Over temperature protection throughout operation.
fuel pump unit for all fuel metering to support both primary
and reversionary fuel metering, a self-contained alternator h. Engine shutdown in response to ECL being placed at
for powering the FADEC electronics, primary and rever- STOP.
sionary compressor bleed air control, and redundant speed
sensing. i. Tracking of the primary mode during normal primary
mode operation allowing a smooth switchover when se-
s. ENG COND panel (fig. 2-19.1). lected.
t. FADEC control panel (fig. 2-19.2).
If in reversionary mode for any reason (training) and there
u. RPM INC/DEC (Beep) switch on THRUST CONT is a reversionary failure, the FADEC will not automatically
Lever. switch back to the primary mode. The pilot must manually
(1) On 714A engine installations, engine beep select PRI mode.
switches are only active when in reversionary mode.
CAUTION
(2) Each switch is labeled NO. 1 or 2 which is used
to adjust RRPM when in reversionary mode. If both the primary and reversionary system
(3) Operation of the beep switches on the 714A in fail, the engine remains at the fuel flow being
the reversionary mode are the same as for the 712 except used at the time of the failure. When a failed
that each switch operates respective engine independently. fixed fuel flow condition exists, the ECL and
If only one engine is in reversionary mode, the RRPM will the beep trim switch for the affected engine is
not change, as it is governed by the engine in primary mode. inoperative, therefore there is no propor-
tional control through the ECL except under
2-60.2. Reversionary System. 714A some conditions STOP. Engine shutdown may
NOTE be accomplished by moving the ECL from its
present position to STOP Under these con-
Aircrew should be alert to the possibility of ditions, the ENG 1 (2) FAIL and FADEC 1 (2)
abrupt NR and engine power changes when
operating the FADEC in single or dual engine cautions are illuminated.
REV mode (s). When taking off with one engine in reversionary mode the
The reversionary (backup mode) automatically takes control procedure is, before lift-off, the engine still in PRI mode is
of the engine if the primary mode fails or if selected by the used to set the correct rotor speed via the FADEC NR%
operator via the FADEC panel, REV switch. switch. The operator then uses the beep switch of the engine
When an engine is operating in reversionary mode, FADEC in reversionary mode to match engine torque.
provides engine and rotor control through an N1 speed
governor, beep control, and a thrust pitch compensator.
Change 13 2-26.1
TM 55-1520-240-10
2-60.3. ENG COND Panel. 714A This provides the FADEC system with back up electrical
power in the event of a HMU integral alternator failure thus
CAUTION preventing loss of the PRI mode. Placing the B/U PWR
switch to OFF will reduce operating time on the FADEC
When adjusting controls or switches on the circuitry. The B/U PWR switch should always be ON during
overhead switch panel, make sure gloves or engine operation.
sleeves do not catch and inadvertently move
the ENG COND levers d. OSPD 1, 2 Switch. The Over Speed test switch is a
three position switch used to test the FADEC overspeed
The ENG COND panel is located in the overhead switch system. In the event of a NR over-speed of 114.8. percent,
panel (fig. 2-19.1). FADEC reduces fuel flow to a ground idle condition. The
NO. 1 and NO. 2 Levers. The ENG COND Levers (ECL) system remains activated until the over-speed condition no
provide the pilot with proportional acceleration and decel- longer exists, and will re-activate as soon as an overspeed
eration authority. The levers are spring-loaded outboard re-occurs. The system contains provisions to inhibit over-
creating a gated motion when advanced from the STOP to 1 speed trip command if the other engine has experienced a
/ 2 GND and to FLT positions. ENG COND lever friction is overspeed trip condition. To prevent inadvertent operation
provided to reduce the possibility of over-torquing trans- during flight, this test is locked out if NR is greater than
missions by resisting rapid movement of the levers. 81.3 percent. When performing an overspeed test with the
engine running and the RRPM 79.0 ±1% and the function is
2-60.4. FADEC Panel. 714A The FADEC panel is locked out above 81.3 percent, pressing the test switch to 1
located in the overhead switch panel (fig. 2-19.2). It or 2, lowers the overspeed trip threshold to 79 ±1% NR. At
comprises of the following: this time the system senses an overspeed and reduces the
fuel flow.
a. NR% Switch. The NR% switch controls a rheostat
which allows the operator to select any RRPM between e. LOAD SHARE, PTIT/TRQ Switch. The primary FA-
97% and 103%. There are detents at 97%, 100% and 103%. DEC system provides pilot selectable engine torque or PTIT
With the ECL(s) in FLT, NR will be maintained at the matching to govern the engines. Torque matching is nor-
selected speed. 100% is the normal position. mally the preferred option. The selected parameter is
b. PRI/REV Switches. The primary mode is the normal constantly compared between the two engines until the
mode of operation. The REV (reversionary) mode is select- RRPM stabilizes at a datum figure. The PTIT option may be
able as a backup mode or is automatically selected if the used when one engine is running hot. N1 matching is
primary system has a hard fault failure. A hard fault failure engaged automatically if the selected matching mode fails.
is defined as one in which normal primary system perfor- f. ENG START Switch. It is a three position switch,
mance might be jeopardized. Other failures are classified as spring loaded to the center position, labeled 1 and 2. It is
soft failures when the system is fault tolerant and can used to commence the start sequence on the respective
continue fully operational with the fault signal present. engine.
c. B/U PWR Switch. The Back-Up Power switch when
ON connects the aircraft battery relay and essential relay. 2-60.5. DECU Unit. 714A The two airframe mounted
DECUs, one for each engine, contain the primary and
A60879
Figure 2-19.1. Engine Condition Panel 714A Figure 2-19.2. FADEC Panel 714A
2-26.2 Change 13
TM 55-1520-240-10
reversionary mode electronics. The DECUs are located on

the left and right side of the aft cabin at station 400 (fig.
2-19.3).
2-60.6. BIT. 714A The DECU contains a two-digit BIT

display. When active, the display indicates the operating
status of the FADEC system and power assurance test
results. A complete list of the FADEC BIT fault codes are
located at Table 2-1.1. The fault monitoring carried out by
the DECU consists of:
a. Power up tests.
b. Fault tests designed to discover dormant faults.
c. A set of repeated monitoring tests to detect faults
occurring during normal operation.
Fault information for the previous or current engine cycle
can be seen on the DECU BIT display. The last engine cycle
is reset on the first occurrence of start mode and not on
engine shutdown. During engine shutdown (when a ECL is
at STOP or N1 is less than 10 percent) faults are not stored.
Fault indications are stored in the DECU and are retained
throughout the life of the control unit. However, fault
information prior to the previous cycle can only be accessed
with specialized test equipment. During engine start the
DECU BIT displays 88 for a satisfactory test or if the test A73381
fails, a fault code. Faults are classified as either “HARD“ or
"SOFT". In primary mode a Hard fault will cause the
FADEC to transfer to Reversionary, while in Reversionary a
Hard fault will cause the FADEC to "fail fixed" to a constant Figure 2-19.3. DECU Panel 714A
power condition. If a hard fault occurs in Primary after a
hard fault exists in reversionary then the primary will fail percent N1 then release the ENG START switch. The
fixed. In the event of a soft fault the FADEC will remain in automatic start sequence has been energized and FADEC
the mode it was in prior to the fault but there may be some will complete the start. When an engine start is energized,
degradation or redundancy. All soft faults are less severe FADEC turns on the engine start solenoid to introduce fuel
than a Hard fault since the FADEC will not switch modes flow and energize the engine igniters. Successful engine
due to a soft fault. ignition is immediately indicated to FADEC by an increase
The activation of the BIT display is dependent upon the of PTIT or compressor speed (N1). Engine temperature is
position of the ECL as follows: monitored throughout the sequence and will result in a fuel
flow reduction if the temperature exceeds 650°C with a full
a. With the ECL at STOP, the fault information for the cutback to minimum flow limit at 760°C. The starter motor
last engine cycle and current faults are displayed. and igniter are automatically turned off when N1 speed
b. When the ECL is positioned at GROUND IDLE only exceeds 48 percent. Ground idle is 50 to 59 percent and is
current faults are displayed. corrected for temperature. The engine is allowed to take 45
seconds to stabilize at ground idle.
c. When the ECL is positioned at FLIGHT the display
will be turned off except as required for power assurance 2-60.8. Engine Start Abort. 714A PTIT above 816°C
test will cause immediate fuel shutoff to below minimum fuel
flow. The ECL must be retarded to STOP to achieve total
fuel shutoff. A start abort results in the ENG 1 (2) FAIL
warning to be illuminated until the abort is reset by moving
the ECL to STOP
2-60.7. Starting in Primary Mode. 714A
CAUTION 2-60.9. Starting in Reversionary Mode. 714A The
initial start sequence in reversionary mode is the same as in
The (P3) compressor pressure signal line primary mode except, when N1 reaches 8 percent, the
going to the DECU contains a manually control system turns on the engine start fuel solenoid to
operated moisture drain valve. This valve provide an initial altitude biased fuel flow and activates the
should not be drained while the engine is igniters and latches the starter motor. The pilot can modulate
running. fuel flow to the engine with ECL to start the engine at a
In primary mode, engine start is initiated with the ECL in desired acceleration rate. Temperature and temperature rate
the GND position. Select and hold the respective ENG limiters are the same as in primary mode except that the
START switch and allow the engine to accelerate to 10 over temperature start abort facility is not provided.
Change 13 2-26.3
TM 55-1520-240-10
Alternate Reversionary Starting. For most conditions, a start (2) Retard the ECL to GROUND as ground idle
is successfully completed with the ECL held at the GND speed is approached. Check that N1 is stabilized at ground
position. However, if the engine fails to start due to either a idle,
rich or lean hung start condition, the pilot may use the ECL
to increase or decrease the start flow as required to complete 2-60.10. Starting Cycle, Aborting . and Motoring.
a successful start. If the engine fails to start using the normal 714A A starting cycle can be aborted at any time by
starting procedure, proceed as follows: moving the ECL to STOP. If a motoring is required:
a. Reversionary Rich Hung Start. A rich hung start is a. Set the ECL to STOP.
characterized by N1 holding at about 40 percent and PTIT
climbing above 600°C. If a rich hung start is experienced: b. ENG START switch to 1 (2).
(1) Set the affected engine ECL to STOP. c. Hold ENG START switch until PTIT decreases below
(2) Allow PTIT to decay to 260°C or below (motor 26O°C.
engine as required).
(3) Check N1 0 percent. 2-60.11. Power Assurance Test Switch. 714A The
primary FADEC will perform a BIT whenever the PWR
(4) Advance ECL half the distance between STOP ASSURANCE TEST switch has been placed to the desired
and GND (15°). engine position. The switch is located below the mainte-
(5) Motor engine using ENG START switch until nance panel at station 524. The switch is labeled 1/OFF/2
10% N1 and then release switch. and spring loaded to OFF’. The results of the test are
(6) After engine ignition (PTIT rising), slowly ad- displayed in the DECU BIT window.
vance ECL to GND. Check that N1 is stabilized at ground
idle. 2-60.12. Engine Wash System. 714A The heli-
copter is equipped with an engine wash system for each
b. Reversionary Lean Hung Start. A lean hung start is engine. Air and water connections are externally mounted
characterized by N1 hanging at approximately 30 percent inboard of each engine work platform. A series of spray
and PTIT remaining below 500°C. If a lean hung start is nozzles are installed at the engine inlet and air lines are
experienced: routed to the bleed band actuator.
(1) Slowly advance the hung engine ECL to achieve
acceleration (maximum of one-third travel from GND to
FLT).
2-26.4 Change 13
TM 55-1520-240-10
Table 2-1.1. FADEC Bit Fault Code List 714A
FAULT FAULT
CODE FAULT DESCRIPTION CODE FAULT DESCRIPTION
10 Microprocessor hard fault C7 Communication line soft fault on NR (0) sig-
11 Non-volatile random access memory (RAM) nal
check sum hard fault C8 Communication link soft fault
12 Non-volatile RAM engine history data soft C9 Communication line soft fault on N1B (0)
fault signal
13 Non-volatile RAM fault data soft fault CF Loss of load share signals hard fault
14 Non-volatile RAM accumulated fault data soft DO Overspeed drive soft fault
fault D1 P3 transducer soft fault
15 Non-volatile RAM write test soft fault D2 P1 transducer soft fault
16 Non-volatile RAM storage incomplete D3 28V “OR” diodes soft fault
17 Non-volatile RAM history data inconsistent D4 + 1OV reference hard fault
18 Minor cycle not competed hard or soft fault D5 ±15V hard fault
1B Engine monitoring system cycle not com- D6 +12V reversionary or ±12V overspeed soft
pleted soft fault fault
1C Analog-to-digital conversion not completed D7 +5V hard fault
hard fault or soft fault D8 Primary and reversionary cold junction com-
1E RAM failure hard fault pensation for temperature signal soft fault
1F Opcode error hard fault D9 +24V regulator soft fault
A1 Q sensor soft fault DA +5V reversionary soft fault
A2 N2 set potentiometer soft fault DB Reversionary system soft fault or idle check
A3 Primary and reversionary collective pitch soft fault
angle linear variable displacement transformer DC T4.5 calibration soft fault
(LVDT) soft fault DD Over-speed check soft fault
A4 NR sensor soft fault DE Primary and reversionary 400Hz resolver ref-
A5 Primary and reversionary ENG COND lever erence soft fault
resolver soft fault DF Watchdog timer test hard fault
A6 Airframe emergency 28V DC supply soft fault E1* Primary and reversionary T4.5 sensor soft
A7 Airframe +28V DC supply soft fault fault
B2 Primary or reversionary N1B sensor soft fault E2* T1 sensor soft fault
B3 Primary or reversionary N2B sensor soft fault E3* N2A sensor soft fault
B4 Primary or reversionary T4.5 sensor soft fault E4* Primary and reversionary N2B sensor hard
B5 Primary or reversionary collective pitch angle fault
LVDT soft fault E5* N2A/N2B difference soft fault
B6 Primary or reversionary ENG COND lever F1 N1A sensor soft fault
resolver soft fault F2 Primary and reversionary N1B sensor hard
B7 Primary or reversionary power level angle fault
potentiometer soft fault F3 N1A/N1B difference soft fault
B9 Primary or reversionary cold junction com- F4 MV potentiometer hard or soft fault
pensation for temperature signal soft fault F5 Fuel flow stepcount difference hard fault
BA Reversionary +28V soft fault F6 Primary and reversionary power level angle
BB Reversionary T4.5 calibration soft fault potentiometer soft fault
BC Primary or reversionary 400Hz resolver refer- F7 Bleed valve solenoid hard fault
ence soft fault F8 Primary/Reversionary solenoid hard fault
C1 Communication line soft fault on T4.5 (0) F9 Alternator voltage soft fault
signal FA* Start fuel solenoid soft fault
C2 Communication line hard or soft fault on P1 FB Reversionary step count soft fault
(0) signal
C3 Communication line hard or soft fault on T1 *Denotes engine related faults.
(0) signal
C4 Communication line soft fault on Q (0) signal
C5 Communication line soft fault on N2 SET (0)
signal
C6 Communication line soft fault on collective
pitch angle (0) signal
Change 13 2-26.5/(2-26.6 blank)

TM 55-1520-240-10
SECTION IV FUEL SYSTEM
2-61. Fuel Supply System. quantity probes, a jet pump for evacuating the pressure
refueling system, a dual pressure refueling shutoff valve,
The fuel supply system furnishes fuel to the two engines, a dual fuel level control valve, and a gravity filler port.
the heater, and the APU. Two separate systems, Each auxiliary tank contains a fuel pump with automatic
connected by crossfeed and a pressure refueling lines shutoff feature, a quantity probe, a dual pressure
are installed. Provisions are available within the cargo refueling shutoff valve, and a fuel level control valve.
compartment for connecting Extended Range Fuel
System (ERFS) and ERFS II to the two fuel systems.
Each fuel system consists of three fuel tanks contained
in a pod on each side of the fuselage. The tanks are
identified as forward auxiliary, main, and aft auxiliary
tanks. During normal operation, with all boost pumps
operating, fuel is pumped from the auxiliary tanks into the
main tanks, then from the main tanks to the engine. A
simplified fuel flow diagram is engraved on the FUEL
CONTR (control) panel on the overhead switch panel
(fig. 2-20).
When the fuel is consumed in an auxiliary tank, the fuel
pump is automatically shut off and a check valve closes
to prevent fuel from being pumped back into that tank.
Should a fuel pump fail in an auxiliary tank, the fuel in that
tank is not usable. However, should both boost pumps
fail in a main tank, fuel will be drawn from the main tank
as long as the helicopter is below 6,000 feet pressure
altitude (PA).
Fuel is delivered to the APU from the left main tank and
to the heater from the right main tank. Fuel system
switches and the auxiliary tank low pressure indicating
lights are on the FUEL CONTR panel, the fuel line
pressure caution capsules are on the master caution
panel, and the fuel flow meter is on the center instrument Figure 2-20. Fuel Control Panel
panel. The single point pressure refueling panel and A rollover vent system is installed in each tank. This
nozzle adapter are on the right side above the forward system prevents fuel spillage from the vents should the
landing gear. Refer to Section XV for fuel tank capacities, helicopter roll over following a crash landing. The vent
fuel grades, and fuel system servicing procedures. system within the tanks have a condensate drain at the
2-62. Fuel Tanks. aft end, however, aircraft maneuvering should never
force fuel into the vents. Sump drains are also installed
The fuel tanks are crashworthy self-sealing tanks with on the bottom forward end of each tank.
breakaway fittings. The main fuel lines are constructed
of self-sealing material. Penetration of the tank wall or a 2-63. Controls and Indicators.
fuel line by a projectile exposes the sealant to the fuel,
activates the sealant, and close the hole. The fuel controls are the FUEL PUMP switches, XFEED
fuel valve switch, the engine fuel valve, and the manual
Breakaway self-sealing fittings are installed where the defueling valve. Indicators include the crossfeed fuel and
main fuel lines connect to the fuel tank and adjacent engine fuel valve warning lights, the FUEL QUANTITY
structure. Under high impact loads, the fittings shear or indicator and caution capsules, FUEL flow indicator,
break at predetermined locations, seal themselves, AUX PRESS indicating lights, and FUEL PRESS caution
retain the fuel, keeping fuel loss and post-crash fire capsules. Refer to para. 2-70 for a description of the
hazard to a minimum. Electrical cables having pressure refueling system controls and indicators.
lanyard-release type connectors are installed where the
cables attach to adjacent structure. The connectors 2-64. FUEL CONTR Panel. The FUEL CONTR panel
automatically release if the fuel tank breaks away from (fig. 2-20) consists of eight two-position fuel boost pump
the pod. switches, two PRESS-TO-TEST AUX PRESS indicating
lights, a two-position XFEED switch, and a two-position
Each main tank contains two fuel boost pumps, three fuel REFUEL STA switch.
Change 14 2-27
TM 55-1520-240-10
a. FUEL PUMP Switches. Each switch controls a

single-speed electrically driven fuel boost pump. La-
beled next to each switch is the name of the pump which
it operates. Each switch has an ON and OFF position.
When one of these switches is at ON, power from the
No. 1 or No. 2 DC bus closes the respective pump relay
connecting power from the No. 1 or No. 2 AC bus to
energize the pump. When switch is at OFF, the relay
circuits open and power from the No. 1 and No. 2 AC
bus is de-energized thus shutting off the pump. Power is
supplied for these relay circuits by the No. 1 and No. 2
DC bus through the LH and RH FUEL PUMP CON-
T – AUX AFT, MAIN AFT, MAIN FWD, and AUX
FWD circuit breakers on the No. 1 and No. 2 PDP.
Power is supplied to the pumps circuits by the No. 1 and
No. 2 AC bus through the LH and RH FUEL
PUMPS – MAIN FWD, MAIN AFT, AUX FWD,
and AUX AFT circuit breakers on the No. 1 and No. 2
PDP.
b. AUX PRESS Indicating Lights. Each light is elec-
trically connected to the forward and aft auxiliary tank
pressure switches. When this indicating light illumi-
nates, it indicates that the fuel pressure in-either the
forward or aft auxiliary fuel line is below 10 ± 1 psi. The
auxiliary tank fuel boost pump switches must be at ON
to provide electrical power to the indicating light. The
light intensity can be adjusted by turning the light
housing. Power is supplied to operate the indicating
light by the No. 1 and No. 2 DC bus through the LH or Figure 2-21. Engine Fuel Valves, Sta. 498
RH FUEL PUMP CONT AUX FWD & AUX AFT
circuit breakers on the No. 1 and No. 2 PDP. and two PRESS-TO-TEST FUEL VALVE WARNING
LIGHT next to FUEL VALVE # 1 ENGINE and # 2
c. XFEED Switch. The switch electrically operates ENGINE (fig. 2-22). They indicate the operating con-
two fuel valves in the crossfeed line. The switch has an dition of the individual valve and-associated circuitry.
OPEN and CLOSE position. When the switch is at Power is supplied to operate the crossfeed FUEL
OPEN, power from the No. 1 DC bus opens the fuel VALVE WARNING LIGHT by the No. 1 DC bus
valves through the XFEED CONT circuit breaker on through the XFEED CONT circuit breaker on the No.
No. 1 PDP. When the switch is at CLOSE, electrical 1 PDP. Power is supplied to operate the engine FUEL
power closes the valves. VALVE WARNING LIGHT by the DC essential bus
2-65. Fuel Valves. There are two engine and two through the ENGINE NO. 1 and NO. 2 FUEL SHUT-
crossfeed fuel valves. OFF circuit breakers on the No, 1 and No. 2 PDP.
a. Engine Fuel Valves. One engine fuel valve (fig. The following description on when the light will illumi-
2-21) is in the fuel supply line to each engine. The valve nate is for the XFEED switch. The same result applies
is electrically operated by the FIRE PULL handles and to the engine fuel valves with the FIRE PULL handles.
manually by a lever on the valve. They are located at sta. (1) Each time the XFEED switch is moved from
498 and labeled FUEL VALVE # 1 ENGINE and CLOSE to OPEN or OPEN to CLOSE. After this
FUEL VALVE # 2 ENGINE. operation, the light should extinguish, indicating the
b. Crossfeed Fuel Valves. The crossfeed fuel valves crossfeed valve is synchronized with the switch position.
connects the No. 1 and No. 2 engine fuel lines. When (2) When a short circuit occurs, causing a signal
the valve is opened, both engine fuel feed lines are to be applied opposite to the valve position. However,
interconnected and fuel can be supplied from both fuel the valve will remain at the position last selected by the
tanks to feed either engine or from either tank to feed XFEED switch.
both engines. Fuel cannot be transferred between tanks.
The valves are electrically operated by the XFEED (3) When the crossfeed valve protection relay
switch on the FUEL CONTR panel or manually by a fails. The crossfeed valve will remain at the last selected
lever on the valve. They are labeled FUEL VALVE position and the valve can be operated electrically or
CROSS FEED and located at station 504. manually, as required.
c. FUEL VALVE WARNING LIGHT. There are 2-66. Manual Defueling Valve. A manual defueling
two PRESS-TO-TEST FUEL VALVE WARNING valve is in the aft cargo compartment next to FUEL
LIGHT next to each FUEL VALVE CROSS FEED VALVE # 2 ENGINE. The valve should only be used
2-28
TM 55-1520--240-10
by maintenance personnel to defuel the helicopter or

adjust fuel load.
2-67. Fuel Quantity indicator and Selector
Switch. An indicator calibrated to measure fuel quan-
tity in pounds and a seven position selector switch (fig.
2-23) is on the center instrument panel. Power is
supplied to the indicator through the FUEL QUAN-
TITY selector switch by the No. 1 AC bus through the
FUEL QTY circuit breaker on the No. 1 PDP.
a. FUEL QUANTITY Indicator. The indicator pro-
vides two types of display. One display is in digital form
and the other is a pointer, The digital readout contin-
uously indicates the total amount of fuel remaining in
all the fuel tanks. The pointer remains hidden until one
of the tank positions on the FUEL QUANTITY selec-
tor switch is selected. Then, the pointer will indicate
fuel remaining in that tank. The fuel quantity indicator
is electrically connected to 10 capacitance-type measur-
ing units in the tanks.
b. Fuel Quantify Selector Switch. The fuel quantity
selector switch has seven positions labeled TOTAL, L
(left) and R (right) FWD, MAIN, and AFT. Selecting
any position other than TOTAL causes the indicator
pointer to display the fuel remaining in that tank. The
digital readout is not affected during individual tank
readings.
2-68. Fuel System Cautions. Four caution capsules Figure 2-23. Fuel Quantity Indicator and Selector
are dedicated to the fuel system. Switch
a. L and R FUEL LOW. Two fuel quantity caution
capsules, one for each main tank, are on the master caution panel (fig. 2-51) of the center instrument con-
sole. Each light is electrically connected to a thermistor
sensor on a measuring unit in the respective main tank.
These lights are labeled L FUEL LOW and R FUEL
LOW. When there is 20 percent of fuel remaining in the
main tank, the caution capsule for that main tank
illuminates (20 percent of fuel is equal to 320 to 420
pounds.) Power for these capsules is supplied by the DC
essential bus through the LIGHTING CAUTION PNL
circuit breaker on the No. 1 PDP.
b. L and R FUEL PRESS. Two caution capsules
labeled L FUEL PRESS and R FUEL PRESS are on
the master caution panel. Each caution capsule is
electrically connected to a fuel pressure switch between
the main tank and the engine fuel valves. When one of
these capsules illuminates, it indicates that fuel pressure
in the respective fuel line is below 10 ± 1 psi. Fuel
pressure is measured after the fuel boost pumps and not
at the engine driven pump. When a fuel pressure
caution illuminates, it does not represent a possible
engine flameout, unless flight is being conducted above
6,000 feet PA. Power for these capsules is supplied by
the DC essential bus through the LIGHTING CAU-
TION PNL circuit breaker on No. 1 PDP.
2-69. FUEL Flow Indicators.
A dual fuel-flow indicator (fig. 2-24), on the center
instrument panel , indicates fuel flow to each engine in
pounds per hours. The indicator dial is graduated from
0 to 3000 pounds per hour in 100 pound increments.
Figure 2-22. Fuel Valve Warning Light, Sta. 500 The signal to drive the indicator is derived from a fuel
2-29
TM 55-1520-240-10
Electrical power is applied to the system only when the

REFUEL STA switch on the cockpit FUEL CONTR
panel is placed to ON. Power to operate the pressure
refueling system is supplied by the DC switched battery
bus through the REFUEL circuit breaker on the No. 1
PDP.
2-71. Controls and Indicators.
Except for the REFUEL STA switch on the cockpit
FUEL CONTR panel, all pressure refueling system
controls and indicators are on the pressure refueling
station panel (fig. 2-25).
2-72. PWR Control Switch. The PWR (power) con-
trol switch is labeled ON and OFF. When placed to ON,
electrical power is applied to the pressure refueling
system and to the refueling station quantity indicator
provided the REFUEL STA switch on the cockpit
Figure 2-24. Fuel Flow Indicator FUEL CONTR panel is at ON. Also, the PWR ON light
will illuminate, the fuel quantity indicator will register
flow transmitter in the fuel line of each engine at the the quantity of fuel in the tanks, and the REFUEL
quick disconnect shelf. Power to operate the No. 1 VALVE POSN lights will illuminate momentarily. When
indicator is from the No. 1 AC bus through the EN- placed to OFF, electrical power is removed,
GINE NO. 1 FUEL FLOW circuit breaker on the No.
1 PDP. Power to operate the No. 2 indicator is from the 2-73. REFUEL STA Switch. The REFUEL STA
No. 2 AC bus through the ENGINE NO. 2 FUEL switch is on the cockpit FUEL CONTR panel (fig. 2-20)
FLOW circuit breaker on the No. 2 PDP. when placed to ON, applies electrical power from the
DC switched battery bus to the PWR ON switch on the
2-70. Pressure Refueling System. refueling station panel. Setting the switch to OFF after
pressure refueling, closes the refuel valves and discon-
The pressure refueling system permits rapid refueling of tinues electrical power to the refueling panel. When
all fuel tanks simultaneously or selective refueling of pressure refueling, be sure the switch is at ON at all
any tank or combination of tanks. Maximum fueling rate times. If the switch is at OFF, the aft auxiliary tanks will
is 300 gallons per minute at 55 psi. The system control not fill, the remaining four tanks will fill to maximum,
panel and refueling nozzle receptacle are on the right the refuel station quantity indicator is inoperative, and
side of the helicopter above the forward right landing there is no precheck capability.
gear (fig. 2-25).
In addition to the control panel and refueling recepta- 2-74. Fuel Quantity Indicator and Selector
cle, the system consists of a dual fuel level control valve, Switch. The pressure refueling station fuel quantity
a dual fuel shutoff valve in each tank, a jet pump in each indicator and selector switch (fig. 2-25) are identical to
main tank, and pressure refueling manifold. those in the cockpit. The indicator at the refueling
station indicates fuel quantity only when the REFUEL
a. Dual Fuel Level Control Valves and Dual Fuel STA switch on the cockpit FUEL CONTR panel (fig.
Shutoff Valves. The dual fuel level control valves con- 2-20) is at ON and the PWR switch on the refueling
trol the operation of the dual fuel shutoff valves. When station panel (fig. 2-25) is at PWR ON. Electrical power
fuel in a tank rises to the full level during pressure to drive the indicator is AC from a solid-state inverter in
refueling, the floats in the control valve close and apply the cabin at sta 220. The inverter, in turn, is powered by
a signal to the shutoff valve, closing it. The floats can the DC switched battery bus through the FUEL RE-
also be closed electrically to stop fuel flow into a tank at FUEL circuit breaker on the No. 1 PDP.
some intermediate level. The floats are controlled by
the FUEL CELL SHUTOFF VALVE TEST switches 2-75. FUEL CELL SHUTOFF VALVE TEST
on the refueling control panel. Switches. Seven three-position FUEL CELL SHUT-
b. Jet Pumps. The jet pump installed in each main OFF VALVE TEST switches are on the refueling
tank evacuates the refueling manifold and discharges control panel (fig. 2-25). The switches are used to test
the automatic shutoff features in each tank and to stop
the displaced fuel into the main tank. The jet pump is refueling when the desired fuel level is attained in each
activated when the forward boost pump in each main
or all tanks. Six of the seven switches are connected to
tank is first turned ON following pressure refueling. fuel level control valves in a specific tank. The seventh
c. Pressure Refueling Manifold. The pressure refuel- switch, labeled ALL TEST, is electrically connected to
ing manifold connects all tanks to the pressure refueling the fuel level control valves in all six tanks. Setting any
receptacle. It does not include projectile resistant fea- of the six switches to PRI OFF or SEC OFF raises the
tures because the fuel is evacuated before flight by the corresponding primary or secondary float in the fuel
jet pumps. level control valve. This action simulates a high fuel
2-30
TM 55-1520-240-10
Figure 2-25. Pressure Refueling Station
2-31
TM 55-1520-240-10
level and causes the fuel shutoff valve in that tank to opened and allow fuel flow from the refueling system
close. Setting the ALL TEST switch to PRI OFF or SEC into the aft tank,
OFF raises the corresponding float in all six tanks and
shuts off the fuel flow into all tanks simultaneously. The valves are controlled by the refueling station PWR
ON switch. When the switch is ON, the valves are
2-76. REFUEL VALVE POSN Indicating Lights. The opened and the indicating lights will illuminate momen-
two amber PRESS-TO-TEST REFUEL VALVE POSN tarily indicating valve transitioned from close to open.
(position) lights (fig. 2-25) indicate the status of the two Conversely, when the switch is OFF, the valves are
refueling valves in the pressure refueling system. The closed and the indicating lights will illuminate momen-
valves are normally closed and prevent fuel feedback tarily indicating valve transitioned from open to close. A
into the aft auxiliary tanks when the aft tank pumps are continuously illuminated light, with the switch at OFF,
operating. While pressure refueling, the valves are indicates the associated valve is opened and the fuel in
that tank will not be available.
2-32
TM 55-1520-240-10
SECTION V FLIGHT CONTROLS
2-77. Flight Control System. by imparting equal but opposite lateral cyclic pitch to the
The helicopter is controlled by changing the pitch of the blades. Lateral control is obtained by application of equal
blades either collectively or cyclically. Pitch changes are lateral cyclic pitch to the blades with the cyclic control stick.
made by the pilot’s movement of the flight controls which The helicopter is controlled longitudinally with the cyclic
include a THRUST CONT (control) lever, a cyclic control stick through application of differential collective pitch.
stick, and directional pedals. The pilot’s controls are inter- In addition, the helicopter has an advanced flight control
connected with the copilot’s controls. system (AFCS). AFCS provides the following features:
Plight control movements are transmitted through a system a. Rate damping in all axes and sideslip stability.
of bellcranks, push-pull tubes, and actuators to a mixing unit
just aft of the cockpit, next to the forward transmission. The b. Pitch and roll attitude hold and heading hold.
control movements are mixed to give the correct lateral c. Airspeed hold.
cyclic and collective pitch motions to the rotors through
dual hydraulic actuators. These dual boost actuators are d. Improved control response in pitch, roll, and yaw.
under each swashplate. Each set of dual boost actuators is e. Barometric and radar altitude hold.
normally powered by both flight control hydraulic systems.
f. Automatic coupled turns.
The helicopter is vertically controlled with the THRUST
CONT lever through application of equal pitch to all blades. g. Longitudinal cyclic trim scheduling.
Directional control is obtained with the directional pedals
THRUST CONTROL LEVER THRUST CONTROL LEVER THRUST CONTROL LEVER

(TYPICAL) (ON HELICOPTERS MODIFIED BY (ON HELICOPTERS MODIFIED
MWO 1-1520-240-50-56, HUD) WITH 714A FADEC)
A73382
Figure 2-26. Thrust Control Lever
Change 13 2-33
TM 55-1520-240-10
2-78. THRUST CONT Lever. A detent capsule establishes a ground operation detent to
reduce droop stop pounding. A viscous damper in the thrust
Either THRUST CONT lever 712 (fig. 2-26) or 714A control system improves control feel. Mounted on each
[fig. 2-26) is used to apply equal pitch simultaneously to THRUST CONT lever is an auxiliary switch bracket con-
both rotors, thus controlling ascent and descent of the taining a SEARCH LIGHT control switch, a SLT-FIL
helicopter. Raising the THRUST CONT lever increases (search light filament) switch, two ENGINE BEEP TRIM
pitch. Lowering the THRUST CONT lever decreases pitch. switches, and a HUD control switch.
An integrated lower control actuator (ILCA) is installed 2-79. Cyclic Stick
between the THRUST CONT lever and the mixing unit.
This actuator assists the pilot in moving the THRUST Each cyclic stick (fig. 2-27) is used for lateral and longitu-
CONT lever. A cockpit control driver actuator (CCDA) is dinal control of the helicopter. Moving the cyclic stick to the
also installed in the thrust control system. This actuator right tilts both rotor disks equally to the right and causes the
responds to signals from the AFCS and increases or de- helicopter to roll to the right in flight. Moving the cyclic
creases collective pitch on the blades to maintain a constant stick to the left causes the opposite movement. When
altitude. In addition, a balance spring is installed that moving the cyclic stick forward, the pitch of the fwd rotor
counteracts the downward imbalance of the THRUST blades is decreased collectively while the pitch of the aft
CONT level. rotor blades is increased collectively, thus causing a nose-
down helicopter attitude in flight. Moving the cyclic stick
NOTE aft causes the opposite movement resulting in a nose-up
attitude.
If the THRUST CONT lever CCDA fails, the
THRUST CONT lever will slip when a force Two ILCA’s, one for lateral control and one for longitudinal
between 7 and 23 pounds is applied. control, are installed to assist the pilot in moving the cyclic
stick. In addition to these actuators, viscous dampers are
A BRAKE TRIGGER switch under each THRUST CONT installed. One damper is for longitudinal control and one for
grip controls the magnetic brake of the CCDA in the flight lateral control to improve control feel.
control closet. Pressing the switch applies electrical power
to release the magnetic brake in the THRUST CONT lever Located on the pilot and copilot cyclic stick grips are a
CCDA. The THRUST CONT lever can then be freely CENTERING DEVICE RELEASE switch, an AFCS trim
moved. switch, a CARGO HOOK RELEASE switch, interphone-
transmitter TRIGGER switch, and a FLARE DISP (dis-
When barometric or radar altitude hold has been selected, penser) control switch.
pressing the trigger will disengage altitude hold. When the
switch is released, power is applied through the simplex 2-80. CENTERING DEVICE RELEASE Switch. The
clutch to the THRUST CONT lever CCDA and the AFCS CENTERING DEVICE RELEASE switch (fig. 2-27) is
will hold the altitude. Power is supplied to operate the used to simultaneously release the force feel trim magnetic
THRUST CONT lever magnetic brake from the DC essen- brakes for the lateral, longitudinal, and directional flight
tial bus through the THRUST BRAKE circuit breaker on the controls. In addition, it disengages bank angle hold, heading
No. 1 PDP hold, and heading select functions when AFCS is operating.
Power is supplied to operate the magnetic brakes from the
The 712 THRUST CONT lever is also electrically linked DC switched battery bus through the CONT CENTER
to the power turbine actuator through the droop eliminator circuit breaker on the No. 1 PDP.
system. An upward movement of the THRUST CONT lever A centering spring and a magnetic brake for each control
electrically increases the power turbine governor speed provide a sense of force feel to hold the control in a trim
setting to compensate for inherent engine droop and main- position. However, the pilot can override the force manually
tain engine speed as rotor loads are increased. A downward while maneuvering the helicopter. When the switch is
movement of the THRUST CONT lever electrically depressed, electrical power is applied to release the magnetic
creases the power turbine governor speed setting. brakes. Each centering spring assumes a new trim position
where the control forces are nulled. Releasing the switch
The 714A 714A system includes both thrust lever position removes electrical power and applies the magnetic brakes.
compensation and thrust lever rate compensation. The centering springs are retained in their new positions.
2-34 Change 13
TM 55-1520-240-10
2-81. AFCS Trim Switch.
NOTE
If the longitudinal CCDA fails, it can be

recognized by loss of pitch trim or failure of
the centering device to release. A centering
spring in the pitch axis allows these forces to
be over-come.
The AFCS trim switch (fig. 2-27) is used to make small

changes in pitch (airspeed) and roll attitude while the
AFCS is operating. The switch is spring-loaded to center
off position. Moving the switch forward or aft from center
off position commands an increase (forward) or
decrease (aft) in airspeed by driving a trim motor in the
longitudinal CCDA.
Moving the switch left or right commands the roll ILCA to

bank the helicopter in the selected direction without
moving the stick. Power is supplied to drive the pitch
rim motor from the No. 1 AC bus through the CLTV
DRIVER ACTR circuit breaker on the No. 1 PDP.
2-82. Directional Pedals.
The directional pedals (7 and 24, fig. 2-24) are used for
directional control of the helicopter during flight and while
taxiing with the forward gear off the ground.
Figure 2-27. Cyclic Stick Grip
Change 7 2-34.1/(2-34.2 blank)

TM 55-1520-240-10
When the right pedal is displaced forward, the forward not apparent to the pilot because AFCS control inputs
rotor disk tilts to the right and the aft rotor disk tilts to do not move the cockpit controls. The pitch, roll, and
the left. The opposite action occurs when the left pedal yaw axis all operate in fundamentally the same manner,
is displaced forward. An ILCA is installed to assist the Should a hardover occur, the pilot can easily override
pilot in moving the pedals. AFCS.
The pedals are adjusted individually fore and aft by f. Pitch attitude stability, airspeed hold, and a posi-
pressing a lever mounted on the pedal support and tive stick gradient from hover to Vmax are provided
moving the pedal to a new position before repositioning through the DASH actuator. The DASH actuator ex-
the lever. Insure that both pedals are adjusted equally tends or retracts to maintain airspeed for a given stick
(left and right pedals in same respective hole position) position.
and pedal adjustment lockpins are engaged. A balance
spring is installed to stop pedal creep. A viscous damper 2-84. Bank Angle Hold.
is installed to reduce control sensitivity. Bank angle trim without cyclic stick movement is pro-
vided through left or right positioning of the cyclic stick
2-83. Advanced Flight Control System (AFCS). AFCS trim switch. Bank angle hold is disengaged
a. The Advanced Flight Control System (AFCS) sta- anytime a CENTERING DEVICE RELEASE switch is
bilizes the helicopter about all axes and enhances pressed, a cyclic stick is moved laterally, or the HDG
control response. It automatically maintains desired switch is ENGAGED. Bank angle hold cannot be
airspeed, altitude, bank angle, and heading. An auto- reengaged until the roll rate is less than 1.5° per second.
matic turn feature, coupled to the pilot or copilot HSI 2-85. Heading Hold.
(horizontal situation indicator) is also included in the
AFCS. The directional gyro provides an input to each AFCS
b. Built In Test Equipment (BITE) is installed in which signals the yaw ILCA to maintain heading within
each AFCS computer. This equipment is intended for 5 degrees. Heading hold is disengaged if the swivel
ground troubleshooting purposes only. An interlock switch is set to STEER or UNLOCK, a CENTERING
circuit through the engine condition control box pre- DEVICE RELEASE switch is pressed, or the direc-
vents BITE use anytime either ECL is out of STOP. tional pedals are moved. Also, heading hold will be
disengaged at airspeed above 40 knots anytime lateral
c. Power is supplied to the HDG ENGAGED, BARO trim is used, the stick is moved laterally, or the HDG
ALT and RAD ALT ENGAGED lights from the DC switch is ENGAGED. Heading hold will not resume
essential bus through the CAUTION PNL circuit until yaw rate is less than 1.5° per second at an airspeed
breaker on the No. 1 PDP. The No. 1 AFCS receives AC above 40 knots with a bank angle of less than 1.5°.
and DC power from the No. 1 AC and DC buses
respectively through the AFCS NO. 1 circuit breakers 2-86. Airspeed Hold.
on the No. 1 PDP. The No. 2 AFCS receives AC and The airspeed hold feature provides a constant airspeed
DC power from the No. 2 AC and DC buses respectively and pitch attitude relative to cyclic stick position at
through the AFCS NO. 2 circuit breakers on the No. 2 airspeeds above 40 knots. Airspeed and pitch can be set
PDP. with the AFCS trim switch on the cyclic stick or by
d. The AFCS consists of the following components: displacing the cyclic stick until the desired airspeed is
achieved then pressing the CENTERING DEVICE
(1) A cockpit control panel. RELEASE switch. Refer to Chapter 8 AFCS Off Flight
(2) Two AFCS computers in the avionics com- Characteristics.
partment.
2-87. Altitude Hold.
(3) Three ILCA’s in the flight controls closet.
(4) A differential airspeed hold (DASH) actua- Two methods of altitude hold can be selected. They are
radar altitude hold or barometric altitude hold.
tor in the flight controls closet.
a. Radar Altitude Hold. Radar altitude hold will
(5) Two longitudinal cyclic trim (LCT) actuators maintain a more precise altitude in hover or over water
are installed, one in the forward upper controls, the flight than barometric altitude hold. Maximum altitude
other in the aft upper controls. for the use of radar altitude hold is 1,500 feet AGL.
(6) Roll and yaw magnetic brakes, a longitudinal
CCDA, and a thrust CCDA are all located in the flight An error signal, caused by radar altitude deviations, is
controls closet. derived from the pilot radar altimeter receiver-
transmitter and is processed by the No. 1 AFCS com-
(7) Three control position transducers. puter. The processed error signal is applied to the
e. Attitude changes sensed by the attitude gyros, a collective CCDA which drives the THRUST CONT
yaw rate gyro in each AFCS computer, and the direc- levers in the direction necessary to null the error signal.
tional gyro are processed by the AFCS computers and b. Barometric Altiude Hold. Barometric altitude hold
applied to the ILCA’s. The ILCA’s extend or retract is used in forward flight over terrain. It uses error
and move the upper flight controls. This control input is signals produced within the No. 1 AFCS computer.
2-35
TM 55-1520-240-10
These error signals are in response to static pressure

changes and are proportional to altitude changes. The
signal is processed by the AFCS computer and applied
to the collective CCDA which drives the THRUST
CONT levers in the direction necessary to null the error
signal.
2-88. Heading Select,
Heading select is engaged when the HDG switch on the
AFCS panel (fig. 2-28) is pressed and the ENGAGED
light illuminates. The heading bug on the selected HSI
is the referenced heading. Rotating the HDG knob of
the HSI to set the bug at a new referenced heading
produces an error signal which is processed by the
AFCS computers and applied to the roll ILCA. The roll
ILCA then moves to produce a standard rate turn up to
a maximum bank angle of 2° until the selected heading
is captured. Heading select can only be selected at
airspeeds above 40 knots. Heading select is disengaged
anytime a CENTERING DEVICE RELEASE switch is
pressed, the HDG switch on the AFCS panel is disen-
gaged, or when the opposite CMD SEL switch on the Figure 2-28. Advanced Flight Control System
HSI MODE SELECT panel is pressed. .
Panel
2-89. Longitudinal Cyclic Trim System.
Heading select is disengaged if either CENTERING
Longitudinal cyclic trim (LCT) control is part of AFCS. DEVICE RELEASE switch is pressed.
LCT reduces fuselage nose down attitude as forward (2) BARO ALT and RAD ALT Switches. The
airspeed is increased, thus reducing fuselage drag. The
BARO ALT and RAD ALT are used to select altitude
system also reduces rotor blade flapping which results in
lower stresses on the rotor shafts. The LCT actuators hold mode. An interlock prevents both switches from
being engaged at the same time. When pressed, the
are installed under the swashplates. Signals are trans- ENGAGED legend will illuminate. RAD ALT hold is
mitted to these actuators either automatically by AFCS
or manually by CYCLIC TRIM switches on the AFCS used below 1,500 feet AGL. BARO ALT hold is used in
forward flight to maintain a constant cruise altitude or
panel. Landing gear proximity switches drive the actu- may be used in HOGE.
ators to GND (ground) operating position on ground
contact. b. SYSTEM SEL Switch. The SYSTEM SEL switch
is a five position rotary switch labeled OFF, 1, BOTH, 2,
2-90. Controls and Indicators. OFF. Normally, the switch is at BOTH. In this position,
both AFCS are operating at one-half gain. If one system
2-91. AFCS Control Panel. The AFCS control panel should fail, the good system is selected and that system
(fig. 2-28) is on the canted console. It consists of the operates at 3/4 gain. At OFF, both systems are inoper-
heading and altitude select, SYSTEM SEL (select), and
ative except for CYCLIC TRIM.
CYCLIC TRIM sections.
a. Heading and Altitude Select Switches. The legend c. CYCLIC TRIM Switches. The AUTO and MAN-
on these switches will dim when the PLT INST rotary UAL switch selects the mode of cyclic trim operation.
control switch is placed out of the OFF detent. The FWD and AFT switches are used to extend or
retract the appropriate cyclic trim actuator.
(1) HDG Switch. The HDG (heading) switch is
used in conjunction with the CMD SEL switch on either (1) AUTO and MANUAL switch. A two-position
HSI MODE SELECT panel and the heading bug on switch which is normally placed in AUTO.
either HSI to select coupled turns. The switch can be (a) AUTO Mode. In this mode, No. 1 AFCS
used only when airspeed is above 40 knots. When the controls the forward actuator and the No. 2 AFCS
switch is pressed and either CMD SEL switch is pressed, controls the aft actuator.
the helicopter will automatically turn to and capture the
heading bug on the selected HSI. In addition, the (b) MANUAL Mode. In this mode, the actu-
ENGAGED legend will illuminate. The switch is disen- ators can be controlled with separate FWD and AFT
gaged by pressing it again. actuator control switches, using the airspeed indicator
and the CYCLIC TRIM indicators.
Heading intercept will be at a standard rate of 3° per
second up to a bank angle limit of 20° at 133 knots. The (2) FWD and AFT switches. Three-position
helicopter must be trimmed before engaging the mode switches that can be placed in the EXT (extend) or RET
and cyclic stick control inputs should be avoided except (retract) position. These switches are spring-loaded to
for longitudinal AFCS trim inputs to adjust airspeed. the center off position. If the cyclic trim actuators fail to
2-36
TM 55-1520-240-10
extend or retract as indicated on the CYCLIC TRIM

indicators, MANUAL mode can be selected.
2-92. Cyclic Trim Indicators.
If the longitudinal cyclic trim actuators fail

at the full retract position or are manually
selected to the full retract position, do not
exceed the airspeed limitations shown in fig.
5-6.
The FWD and AFT CYC (cyclic) TRIM indicators (fig.

2-29) are on the center instrument panel. The indicators
are labeled 60 RET, GND, 150 EXT. The indicators
display position of the forward and aft LCT actuators
relative to airspeed. During ground operations, the
pointer will be at GND to indicate activation of the
landing gear proximity switches.
2-93. AFCS OFF Caution. Two AFCS OFF caution
capsules are on the master caution panel (fig. 2-51).
They are labeled NO. 1 AFCS OFF and NO. 2 AFCS
OFF. These cautions will illuminate when the associ-
ated AFCS is manually shutoff or has failed or the
associated DASH is in a low rate condition. Refer to
Chapter 8 AFCS Off Flight Characteristics.
2-94. Command Select Switch. The CMD SEL
switch is on the pilot and copilot HSI MODE SELECT
panels (Chapter 3). The switches are used to select the
HSI which will provide the referenced heading when the
HDG switch is engaged. Only one CMD SEL switch
may be selected at a time. If the other CMD SEL switch
is selected during heading select operations, the HDG
switch on the AFCS panel will disengage and heading Figure 2-29. Forward and Aft Cyclic Trim
select will be disabled until the HDG switch is again Indicators
pressed. When selected, the SEL legend on the switch
illuminates.
2-37
TM 55-1520-240-10
SECTION VI HYDRAULIC SYSTEMS
2-95. Hydraulic Power Supply System. 2-98. Utility Hydraulic System.

The hydraulic power supply system consists of three sepa- The utility hydraulic system supplies hydraulic power to the
rate systems. They are the No. 1 flight control system, No. wheel brakes, power steering actuator, swivel locks, center-
2 flight control system, and a utility system. Each system ing cams, ramp actuating cylinders, hydraulic cargo door
includes a variable delivery pump and a reservoir cooler. In motor, actuator for the center cargo hook, cargo/rescue
addition, each flight control system has a power control
winch control valve, two engine starters. PTU’s, and APU
module, and the utility system has a pressure control
start circuit. When the APU is running, the utility hydraulic
module. Each flight control system is connected to the
utility system by a power transfer unit (PTU). All systems system is pressurized by an APU driven pump. When the
are serviced by a common fill module and are pressurized to APU is not running and the rotors are turning, the utility
prevent pump cavitation. hydraulic system is pressurized by an aft transmission
driven pump.
2-96. Flight Control Systems.
The utility hydraulic system incorporates a pressure control
The No. 1 and No. 2 flight control systems are identical. module which isolates utility subsystems from each other.
They are parallel in operation, hydraulically separated, and When a failure occurs in one utility hydraulic subsystem,
electrically integrated. The flight control systems operate at
the remaining subsystems continue to operate normally if
approximately 3,000 psi, which is reduced to 1,500 psi for
the BRK STEER and RAMP PWR switches in the cockpit
ILCA operation. They power four dual upper boost actua-
tors (3,000 psi) and four dual ILCAs (1,500 psi). Each flight are set to OFF.
control system powers one piston of each actuator. The APU starting subsystem of the utility hydraulic system
No. 1 flight control system is pressurized by a pump on the includes three accumulators which accelerate the APU to
forward transmission. No. 2 system is pressurized by a start, maintain reservoir pressure throughout the start cycle,
pump on the aft transmission. The power control modules and control operation of the APU motor pump. The APU
consist of pressure-operated valves, accumulators. and starting subsystem also includes a two-stage hand pump for
pressure-line and return-line filters. No. 1 system power charging the APU start accumulators. The APU accumulator
control module is in the forward pylon. No. 2 system power is normally recharged by the APU motor-pump after the
control module is in the aft pylon. The accumulators APU is started An additional accumulator in the brake
dampen low frequency pressure surges and provide stored system provides for limited brake operation in the event of
hydraulic power for peak loads. utility hydraulic system failure. The steering system also
The PTU in each system allows ground checkout of the
flight control systems with the rotors stopped. Each PTU
consists of a pump driven by a hydraulic motor which is
pressurized by the utility hydraulic system. The PTU’s are
controlled by the PWR XFER 1 and 2 switches on the HYD
panel in the overhead switch panel.
2-97. FLT CONTR Switch. The FLT CONTR (flight

control) switch is located on the HYD panel in the overhead
switch panel (fig. 2-30). It is a three-position center locked
switch labeled 2 ON, BOTH, and 1 ON. This switch can be
used to turn off one of the flight control systems. provided
the other one is operating. Turning off one of the flight
control hydraulic systems disables the corresponding AFCS
and causes the remaining AFCS to make full corrections. In
addition the respective AFCS OFF and HYD FLT CONTR
caution capsules will illuminate. The FLT CONTR switch
shall be set to BOTH during all flight conditions.
A1 BOTH. both solenoid valves are deenergized open and
both flight control systems are pressurized. When the FLT
CONTR switch is set to 1 ON, the two-way solenoid valve
on No. 2 power control module is energized closed. This
causes No. 2 pressure-operated valve to close. depressuriz-
ing No. 2 system. When the FLT CONTR switch is moved
to 2 ON, the two-way solenoid valve on No. 2 power control
module is deenergized open, and No. 2 system is pressur-
ized. Simultaneously, No. 1 solenoid valve closes and No. 1
system is turned off. Figure 2-30. Hydraulics Control Panel
2-38 Change 9
TM 55-1520-240-10
has an accumulator to keep the swivel locks engaged when system pressure for normal brake and steering operation. At
the BRK STEER switch is OFF. OFF, the brake and steering isolation valve is closed,
Normal operating pressure range for the utility hydraulic isolating the brake and steering subsystems from the re-
system is 2500 to 3500 psi. During APU operation pressure maining utility systems. ON is the normal flight position.
is increased to approximately 3350 psi for engine starting. OFF is used when there has been a hydraulic failure in the
(See table 2-3 for flight control and utility hydraulic system brake or steering system. Setting the switch OFF in this case
capacities and fig. 2-54 for accumulator precharge pres- prevents loss of system fluid. This allows the remaining
sures.) utility subsystems to continue to function normally. The
brake system contains an accumulator which allows limited
2-99. PWR XFER Switches. The two-position PWR system operation in a hydraulic failure. The swivel lock
XFER (power transfer) 1 and 2 switches are located on the system also has a small accumulator which keeps the swivel
UTIL (utility) hydraulic portion of the HYD control panel locks locked with the system isolated. Power to operate the
(fig. 2-30). Each switch is labeled ON and OFF. If either BRK STEER switch and valve is supplied through the
switch is ON, 28-volt DC opens the normally closed HYDRAULICS BRK STEER circuit breaker on the No. 1
solenoid valve in the corresponding PTU and opens a valve PDP.
in the pressure control module. This allows utility hydraulic
system pressure to operate the hydraulic motor pump on that
PTU, pressurizing the flight control hydraulic system. 2-101.1. RAMP EMER Control Switch.
Consequently, the flight controls can be operated on the
ground for maintenance and checks without the rotors WARNING
turning.
When both switches are ON, No. 1 and No. 2 flight control The RAMP EMER control switch is intended
hydraulic systems will be pressurized. Both hydraulic motor for emergency use only during smoke and
pumps of the PTU’s supply pressure for flight control fume elimination procedures. Inadvertent op-
operation. When the switches are OFF, the solenoid valves eration of the cargo ramp and cargo door
are closed and the flight controls cannot be operated unless from the cockpit may result in injury to
the rotors are turning. Power for these switches is supplied personnel or damage to equipment.
by the No. 2 DC bus through the HYDRAULICS PWR
XFER circuit breaker on the No. 2 PDP.
The momentary, guarded, three-position RAMP EMER
2-100. RAMP PWR Switch. (ramp emergency) control switch is located on the UTIL
hydraulic portion of the HYD control panel (fig. 2-30). This
WARNING switch allows the pilot, in an emergency condition, to raise
or lower the ramp to a partially open, fully open, or fully
When the RAMP PWR switch is at OFF, be closed position. The switch is labeled UP, HOLD, and DN
sure the RAMP CONTROL valve is not (down), and is spring loaded to the center (HOLD) position.
moved from STOP. Operating the valve from The switch is active only when the RAMP PWR switch is
STOP to UP or DN may cause the ramp to set to EMERG. For up operation, the ramp will move only
free fall. while the momentary switch is held in the UP position, and
will stop as soon as the switch is released. For down
operation, the switch has a minimun 5 second function
The RAMP PWR switch is on the lower right side of the
which allows the pilot to lower the ramp for 5 seconds by
UTIL hydraulic portion of the HYD control panel (fig.
momentarily moving the switch to DN and immediately
2-30). The switch has three positions labeled ON, OFF, and
EMERG. At ON, the ramp isolation valve in the utility releasing il. The downward ramp movement will stop 5
system pressure control module is open, allowing system seconds after the switch is selected to the DN position (5
pressure for normal ramp operation. At OFF, the ramp second timer circuit). If the ramp and cargo door (ramp
isolation valve is closed, isolating the ramp system from the tongue) are in the fully closed position, a single momentary
remaining utility systems. This prevents loss of utility selection of the DN position will provide sufficient time for
system fluid if the ramp system fails. At EMERG electrical the cargo door to be fully retracted into the ramp. The ramp
power is supplied to the RAMP EMER switch. allowing the can be further lowered in 5 second intervals. by momen-
ramp and cargo door to be opened and closed from the tarily reselecting the DN position when the ramp stops. The
cockpit. Power to operate the RAMP PWR switch and ramp downward motion of the ramp may be stopped at any time
isolation valve is supplied by the No. I DC bus through the by momentarily setting the RAMP EMER switch to the UP
HYDRAULICS UTIL SYS CONT circuit breaker on the position. The ramp can also be lowered continuously (for
No. 1 PDP. more than 5 seconds) by holding the switch in the DN
position until the desired ramp level is achieved.
2-101. BRK STEER Isolation Switch. The BRK
STEER isolation switch is on the HYD control panel (fig. At the UP or DN positon, 28-volt DC activates the respec-
2-30). It is a guarded two-position switch labeled ON and
tive up or down solenoid on the ramp control
OFF. At ON, the brake and steering isolation valve in the
utility system pressure control module is open, allowing
Change 9 2-39
TM 55-1520-240-10
valve. The ramp control valve handle moves to the selected hand pump may be used to operate the ramp and hatch. The
position, and the ramp repositions as selected. At HOLD, NORMAL position of the check valve is used when the
electrical power is removed from both the up and down system is pressurized by the APU or by the utility hydraulic
solenoids. The ramp control valve handle moves to the pump. When the engines and the APU are not operating, the
STOP position and the ramp remains locked in position. controllable check valve is set to OPEN, the ramp control
Power for the switch is supplied by the No. 1 DC essential handle is set to UP or DN, and the hand pump is operated.
bus through the RAMP PWR switch and the RAMP EMER When ramp movement is completed, the ramp control
CONT circuit breaker on the No. 1 PDP. handle is set to STOP and the controllable check valve is set
to NORMAL. This valve may also be used in flight, in the
2-102. Hydraulic System Service Module. A ser-
event of utility pump or system failure to provide accumu-
vice module, on the right side of the cargo compartment
above the ramp, provides for filling the two flight control lator pressure to the subsystems.
hydraulic systems and the utility hydraulic system. It 2-105. Hydraulic Pressure Cautions. Three hydrau-
consists of a filler assembly, a two-stage hand pump, and a
lic pressure caution capsules, one for each flight control
selector valve for selection of any of the three hydraulic
system and one for the utility hydraulic pressure system, are
systems for tilling.
on the master caution panel (fig. 2-51). They are labeled
2-103. Utility System Hand Pump. A two-stage hand NO. 1 HYD FLT CONTR, NO. 2 HYD FLT CONTR, and
pump, on the right side of the cargo compartment above the UTIL HYD SYS. Each capsule is electrically connected to
ramp, is used to pressurize the APU start accumulators for a pressure switch in the corresponding control module.
APU starting. Also, in conjunction with the EMERG UTIL Whenever hydraulic pressure drops below 1,800 psi in one
PRESS controllable check valve, it may be used to operate of the flight control systems or the utility system, that
the ramp and door. system caution illuminates. The caution capsule extin-
guishes as increasing pressure approaches 2,300 psi. Cau-
2-104. EMERG UTIL PRESS Controllable Check tion capsule operation is independent of hydraulic pressure
Valve. The EMERG UTIL PRESS controllable check indicator operation. Power for these capsules is supplied by
valve is located above the hand pump. It allows APU start the DC essential bus through the CAUTION PNL circuit
accumulator pressure to be used for operation of the ramp or breaker on NO. 1 PDP.
any other subsystem (brakes, swivel locks, etc.). When the
APU motor pump or utility pump is not operating, it is not 2-106. Hydraulic Pressure Indicators. Three HY-
necessary to use the hand pump unless the accumulator is DRAULICS PRESSURE indicators (fig. 2-34), one for each
discharged. hydraulic system, are on the MAINTENANCE PANEL.
When the accumulator is discharged, the EMERG UTIL Refer to Section IX Utility Systems.
PRESS controllable check valve in conjunction with the
2-40 Change 9
TM 55-1520-240-10
SECTION Vll POWER TRAIN SYSTEM
2-107. General. from the sump through the main lube pump, main filter,
cooler, and the jet protection screen to jets where the oil
Engine power is supplied to the rotors through a is sprayed onto the various gears and bearings. In
mechanical transmission system (fig. 2-1). This system addition, after the oil leaves the jet protection screen,
consists of a forward, a combining (mix), an aft, two alternate paths routes some of the lubricating oil to the
engine transmissions, and drive shafting. An overrun- aft shaft bearing and cooling oil to the generators.
ning sprag clutch is installed in each engine transmis- Auxiliary system oil flows from the auxiliary sump
sion. The clutch provides a positive drive connection to through the auxiliary pump and filter to the various
transmit power and permits freewheeling of both rotors gears and bearings. Separate oil jets are utilized for
when in an actual autorotation or during a simulated each oil system. The auxiliary system does not lubricate
power failure. Because of the freewheeling feature, no the aft shaft bearing or the generators. An oil cooler
drag will be place on the rotors if an engine (or engines) mounted on the aft end of the transmission cools main
fails. system oil. Cooling air is drawn through the cooler by a
Power from the engine transmissions is transmitted transmission-driven fan.
through separate drive shafts to the combining (mix) 2-111. Combining and Engine Transmission Lubri-
transmission. The combining (mix) transmission com- cation Systems. The combining (mix) transmission
bines the power of the engines and transmits it at contains the oil reservoirs to supply lubrication oil to the
reduced shaft speed to the forward and aft transmis- various gears and bearings in the combining (mix)
sions. Further speed reduction occurs within the rotor transmission, No. 1 engine transmission, and the No. 2
transmission. engine transmission. Two lubricating pumps with four
Two AC generators, the No. 2 flight control hydraulic elements each are within the combining (mix) transmis-
pump, and the utility system pump are mounted on and sion: left pump assembly and right pump assembly. The
driven by the aft transmission. The No. 1 flight control left pump assembly provides main lubrication to the
hydraulic pump is mounted on and driven by the combining (mix) transmission and the No. 1 engine
forward transmission. transmission. The right pump assembly provides auxil-
iary lubrication to the combining (mix) transmission and
2-108. Transmission Lubrication Systems. lubricates the No. 2 engine transmission. Each pump
assembly contains two pumping elements and two scav-
The forward, aft, and combining (mix) transmissions enge elements.
have independent main and auxiliary lubrication sys-
tems which operate concurrently. Each transmission has Combining transmission main lubrication oil flows from
a filter with an impending bypass indicator. If the the combining (mix) transmission oil reservoir through
differential pressure across the filter exceeds 15 to 18 the left pump assembly, filter, cooler, jet protection
psi, the bypass indicator will extend to indicate a screen, and to the jets which spray the oil onto the
partially clogged filter. When the differential pressure various gears and bearings. One of the scavenge ele-
reaches 25 to 30 psi, lubrication oil will bypass the filter. ments of the left pump assembly returns the oil from the
Refer to table 2-3 for transmission oil system capacities, combining (mix) transmission sump to the combining
oil specifications, and servicing procedures. (mix) transmission oil reservoir. The auxiliary lubrica-
tion oil flows from the combining (mix) transmission
2-109. Forward Transmission. The forward trans- auxiliary oil reservoir to the right pump assembly,
mission lubrication system supplies lubricating oil to the auxiliary lubrication filter, and to the jets which spray
gears and bearings in the forward transmission. Main the oil on to the various gears and bearings. One of the
system oil flows from the sump, through the main oil scavenge elements of the right pump assembly returns
pump, oil filter, cooler, and a jet protection screen to the oil from the combining (mix) transmission sump to
jets from which the oil is discharged to the various gears the combining (mix) transmission oil reservoir. The
and bearings. Auxiliary system oil flows from the auxil- right pump assembly does not route oil through a
iary sump through the auxiliary oil pump, and the cooler.
auxiliary system filter to separate auxiliary oil jets. An
oil cooler mounted on the aft end of the transmission No. 1 engine transmission oil flows from the No. 1
around the input pinion cools main system oil. Air is engine transmission oil reservoir on the combining (mix)
forced through the cooler by a transmission-driven fan. transmission through the left pump assembly, filter,
cooler, jet protection screen, and to the jets which spray
2-110. Aft Transmission. The aft transmission lubri- the oil onto the various gears and bearings. One of the
cation system supplies lubricating oil to the various scavenge elements of the left pump assembly returns the
gears and bearings in the aft transmission and to the aft oil from the No. 1 engine transmission sump through a
rotor shaft bearing. In addition, the main lubrication debris indicating screen and back to the No. 1 engine
system circulates cooling oil through the two AC gen- transmission oil reservoir. No. 2 engine transmission oil
erators on the aft transmission. Transmission oil flows flows from the No. 2 engine transmission oil reservoir
2-41
TM 55-1520-240-10
on the combining (mix) transmission through the right

pump assembly, filter, cooler, jet protection screen, and
to the jets which spray the oil onto the various gears and
bearings. One of the scavenge elements of the right
pump assembly returns the oil from the No. 2 engine
transmission sump through a debris indicating screen
and back to the No. 2 engine transmission oil reservoir.
Engine transmissions do not have auxiliary lubrication
systems.
All No. 1 and No. 2 engine transmission lubrication
system components are on the combining (mix) trans-
mission except the jet protection screens and jets.
Separate oil jets are utilized for each transmission
lubrication oil system. The individual oil coolers for the
combining (mix) and both engine transmissions are
mounted on the combining (mix) transmission and
utilize a common transmission driven fan for cooling air.
2-112. Transmission Main Oil Pressure Indicator.

A transmission main oil pressure indicator is located on
the center instrument panel (fig. 2-31). It indicates
either the lowest main oil pressure in any one of the
transmissions or only the oil pressure in the transmis-
sion selected by the pilot. The indicator is electrically
connected to each transmission. In addition, each trans-
mission and the aft rotor shaft bearing has a separate
low pressure switch. These switches are connected to
the XMSN OIL PRESS caution capsule on the master
caution panel and the TRANSMISSION MAIN OIL
PRESS indicating lights on the MAINTENANCE
PANEL (fig. 2-34). Power to operate the indicator is
supplied by the No. 1 AC bus through the XMSN OIL
PRESS circuit breaker on the No. 1 PDP.
2-113. Transmission Main Oil Pressure Selector
Switch. A transmission oil pressure selector switch is
located on the center instrument panel (fig. 2-31). The
switch positions are labeled TEST, SCAN, FWD, AFT,
MIX, LEFT, and RT. When the switch is set to TEST,
the pointer on the transmission pressure indicator will Figure 2-31. Transmission Main Oil Pressure In-
drop to zero or below. When the switch is set to SCAN, dicator and Selector Switch
the lowest main oil pressure among all the transmission
will be indicated. The remaining positions are used to Each temperature probe incorporates a high oil temper-
select a particular transmission oil pressure indication. ature switch which is independent of the temperature
When selecting a particular switch position, be sure the indicator and is triggered at 140°C, lighting the XMSN
switch is in detent. If the switch is not in detent, the OIL HOT caution capsule on the master caution panel
pressure gage will indicate zero. and to the TRANSMISSION OVERTEMP magnetic
indicators on the MAINTENANCE PANEL. Power to
2-114. Transmission Main Oil Temperature Indica- operate the indicator is supplied by the No. 1 AC bus
tor. A transmission oil temperature indicator is lo- through the XMSN OIL TEMP circuit breaker on the
cated on the center instrument panel (fig. 2-32). It reads No. 1 PDP.
from -70° to + 150°C. It indicates the highest oil 2-115. Transmission Main Oil Temperature Selec-
temperature among all the transmissions or only the oil tor Switch. A transmission oil temperature selector
temperature of the selected transmission. A tempera- switch is on the center instrument panel below the
ture probe is located in the forward and aft transmission transmission oil temperature indicator (fig. 2-32). The
sumps and in each compartment of a three-compartment switch positions are labeled TEST, SCAN, FWD, AFT,
oil tank for the combining (mix) transmission and in MIX, LEFT, and RT. When the switch is set to TEST,
each engine transmission. The temperature probes in the pointer on the transmission oil temperature indica-
the three tank compartments measure oil temperature tor deflects full scale toward low temperature. When
in the tank and may not immediately indicate a trans- the switch is set to SCAN, the highest oil temperature
mission problem. Loss of oil or low oil pressure may not among all transmissions is indicated. The remaining
be accompanied by a high oil temperature indication. positions are used for selecting a particular transmission
2-42
TM 55-1520-240-10
and indicator and the TRANSMISSION OVERTEMP

magnetic indicators on the MAINTENANCE PANEL.
b. XMSN OIL PRESS Caution. It illuminates when
main oil pressure drops below 20 psi in any transmission
or aft rotor shaft pressure drops below 10 psi. The
low-pressure system is identified by the transmission oil
pressure selector switch and indicator on the center
instrument panel and the TRANSMISSION MAIN
OIL PRESS indicating lights on the MAINTENANCE
PANEL. If the XMSN OIL PRESS caution capsule
illuminates and the affected transmission cannot be
determined using the selector switch, the condition may
be caused by loss of aft rotor shaft oil pressure. Low oil
pressure at the aft rotor shaft is indicated by the
illumination of the TRANSMISSION AFT SHAFT
MAIN OIL PRESS indicating light on the MAINTE-
NANCE PANEL.
c. XMSN AUX OIL PRESS Caution. It is activated
by individual aux oil switches and illuminates when
auxiliary oil pressure drops below 20 psi in the fwd or aft
transmission and 10 psi in the combining (mix) trans-
mission. The transmission with the low pressure is
identified by a lit TRANSMISSION AUX OIL PRESS
indicating light on the MAINTENANCE PANEL.
d. NO. 1 or NO. 2 ENG XMSN HOT Caution. They
illuminate if oil temperature in either engine transmis-
sion exceeds about 190°C. The capsules are activated by
a thermoswitch in each engine transmission. The ther-
moswitch monitors oil temperature in the transmission,
not in the reservoir. It is part of a chip detector and
NOTE: REFER TO CHAPTER 5 FOR INSTRUMENT MARKING. temperature assembly in each engine transmission.
D145-82-10
2-117. Transmission Chip Detectors. Chip detec-
Figure 2-32. Transmission Main Oil Temperature tors are installed in all transmission and aft rotor shaft
Switch and Indicator thrust bearing lubrication systems. All transmission chip
detectors, except those in the engine transmission, are
oil temperature indication. When selecting a particular connected to the XMSN CHIP DET caution capsule on
switch position, be sure the switch is in detent. If the
the master caution panel. Engine transmission chip
switch is not in detent, the oil temperature indicator will detectors are connected to the corresponding NO. 1 or
indicate -70°C. NO. 2 ENG CHIP DET caution capsules.
2-116. Transmission Oil Cautions. Five transmis- All transmissions and the aft rotor shaft chip detectors
sion oil caution capsules are on the master caution are also connected to the TRANSMISSION CHIP
panel. The capsules are labeled XMSN OIL HOT, DETECTOR magnetic indicators on the MAINTE-
XMSN OIL PRESS, XMSN AUX OIL PRESS, and NANCE PANEL. When a chip detector is bridged by
NO. 1 AND NO. 2 ENG XMSN HOT. These cautions, ferrous particles, the XMSN CHIP DET, or the NO. 1
in conjunction with the transmission oil pressure and and/or NO. 2 ENG CHIP DET caution capsule illumi-
temperature indicators on the center instrument panel nates. At the same time, the corresponding TRANS-
and the TRANSMISSION OVERTEMP magnetic in- MISSION CHIP DETECTOR indicator on the MAIN-
dicators, MAIN OIL PRESS, and AUX OIL PRESS TENANCE PANEL will trip and change from an
indicating lights on the MAINTENANCE PANEL, all-black indication to a black-and-white indication,
alert the crew to impending transmission lubrication identifying the transmission.
problems. The cautions operate independently of the 2-118. Transmission Chip Detectors Fuzz Burn-
pressure and temperature indicators on the center Off. Helicopters equipped with the chip detector fuzz
instrument panel. bum-off system in the forward, combining (mix), aft,
a. XMSN OIL HOT Caution. It illuminates when No. 1 and No. 2 engine transmission, and aft rotor shaft
the main oil temperature in the sump of the forward, thrust bearing are identified by a module labeled PWR
MDL CHIP BURN-OFF located below the MAINTE-
aft, and reservoir of the combining (mix) or either
NANCE PANEL. The chip detector fuzz burn-off
engine transmission exceeds 140°C. The hot transmis- system employs an automatically operated fuzz bum-off
sion is identified by the oil temperature selector switch electrical circuit with the ability to eliminate nuisance
2-43
TM 55-1520-240-10
chip lights caused by minute ferrous metallic fuzz or the XMSN CHIP DET caution will illuminate. Also, the
ferrous metallic particles on the transmission chip de- corresponding TRANSMISSION CHIP DETECTOR
tectors. The response time of the fuzz bum-off circuit is or ENGINE CHIP DETECTOR magnetic indicator on
more rapid than that of the helicopter warning system; the MAINTENANCE PANEL will latch. Power for the
thus a successful fuzz burn-off will be accomplished PWR MDL CHIP BURN-OFF is supplied by the No. 1
before any caution capsule on the master caution panel DC bus through the HYDRAULICS MAINT PNL
illuminates. Should the particle or particles not burn off, circuit breaker on the No. 1 PDP.
2-44
TM 55-1520-240-10
SECTION Vlll ROTOR SYSTEM
2-119. General. of the shock absorber is disconnected, the blade can be

Lift is produced by a rotor system consisting of two fully folded in either direction about the vertical hinge pin.
articulated counter-rotating rotors. Each rotor has three 2-120. Rotor Blades.
fiberglass blades. The forward rotor is driven by the
forward transmission through a rotor drive shaft. The a. Each rotor blade consists of a D-shaped fiberglass
aft rotor is driven by the aft transmission through a spar assembly and a Nomex fairing assembly bonded to
vertical drive shaft. the spar. The blade chord is 32 inches.
The rotor head consists of a hub connected to three b. A titanium nose cap is bonded to the leading edge
pitch-varying shafts by three horizontal hinge pins. of the spar. A nickel erosion cap is bonded to the blade
These pins permit blade flapping. Stops on the top and along the outer 54 inches of leading edge. This cap
the bottom of the hub limit the blade flapping motion. protects the part of the blade most vulnerable to
The aft rotor head is equipped with centrifugal droop erosion.
stops which provide increased blade flapping angle for c. The fairing assembly is bonded to the trailing edge
ground and flight operation. of the spar. These fairings are constructed of a Nomex
Covers may be installed on the centrifugal droop stop honeycomb core covered with a fiberglass skin. Wire
operating mechanism. The covers prevent ice accumu- mesh screens are embedded in the fiberglass skin at the
lation on the mechanism and ensure proper droop stop tip and the trim tab. The wire mesh screens provide an
operation following flight in icing conditions. For infor- electrical path to the rotor hub from the metal trim tab
mation on use of the droop stop covers, refer to Chapter and tip for lightning protection. Also, to provide light-
8, Section IV. ning protection, each blade has two lightning protection
cables and two straps. The cables and straps complete
Mounted coaxially over the pitch-varying shafts are the path from the wire mesh to the rotor head.
pitch-varying housings to which the blades are attached
by vertical hinge pins. These pins permit blade leading d. Balance and tracking weights are installed in the
and lagging. Each pitch-varying shaft is connected to the tip of spar and fairing assembly. The tracking weights
pitch-varying housing by a laminated tie bar assembly. are removable and are used for blade track and balance.
The high tensile strength and low torsional stiffness of
the tie bar retains the blade against centrifugal force 2-121. Rotor Tachometers.
and allows blade pitch changes about the pitch axis. Two rotor tachometers (16, fig. 2-8 and fig. 2-10), one
mounted on the pilot instrument panel, the other
Blade pitch changes are accomplished by three pitch- mounted on the copilot instrument, indicate percent of
varying links connected from the rotating ring of the rotor revolutions per minute (RRPM). A small needle
swashplate to the pitch-varying housing on each rotor on the tachometer indicates percent RPM from 0 to 60.
blade. Cyclic pitch changes are accomplished by tilting The large needle indicates percent RPM from 60 to 130.
the swashplate. Collective pitch changes are accom- The RRPM sense signal is supplied by the AC genera-
plished by vertical movement of the swashplate. Com- tors. Generator No. 1 supplies the copilot indicator and
bined collective and cyclic pitch changes result from generator No. 2 supplies the pilot indicator. Power to
combined control inputs by the pilot. operate the indicators is supplied by the DC essential
A direct-action shock absorber is attached to the blade bus through the ROTOR TACH circuit breaker on the
and to the pitch-varying housing. When the inboard end No. 1 and No. 2 PDP.
2-45
TM 55-1520-240-10
SECTION IX UTILITY SYSTEMS
2-122. Anti-Icing Systems. CAUTION

Anti-icing is provided for the pitot tubes, AFCS yaw If windshield bubbling or delamination oc-
ports, and windshields. curs around the sensor element, immediately
place switch to OFF for that windshield.
2-123. ANTI ICE Panel.
The ANTI ICE panel is located on the overhead switch When any switch is moved to ON, current flows to the
panel (fig. 2-33). It has three two-position W/S (wind- associated temperature controller and then to the wind-
shield) switches labeled CPLT, CTR, and PLT. The shield. As the temperature of the windshield rises to a
switches positions are OFF and ON. In addition, a preset value (about 44°C), as sensed by the sensor
two-position PITOT heat switch is in this panel. The element, the electrical current to the windshield is
switch positions are OFF and ON. interrupted by the temperature control relay. Once the
windshield has cooled sufficiently, electrical current is
Power for the pilot and center windshields is from the reapplied. This causes a cycling effect which maintains
No. 2 AC bus through the WSHLD ANTI ICE HEAT windshield temperature within operating limits.
PILOT and CTR circuit breakers. Power for the copilot Operating temperature is reached in less than 1 minute
windshield is from the No. 1 AC bus through the after the switch is placed to ON. When the switch is
WSHLD COPLT HEAT circuit breaker on the No. 1 placed to OFF, the anti-icing system is deenergized.
PDP. Anti-ice control for the pilot and center wind- b. PITOT Heal Switch. Heating elements prevent ice
shield is from the 28-volt No. 2 DC bus through the accumulation in the pitot tubes and the yaw ports.
WSHLD ANTI ICE CONT CTR and PILOT circuit When the PITOT switch is placed to ON, power to the
breakers on the No. 2 PDP. Anti-ice control for the heater elements in the pitot tubes and yaw ports is
copilot windshield is from the 28-volt No. 1 DC bus applied. When the switch is placed to OFF, the heating
through the WSHLD COPLT CONT circuit breaker on elements are deenergized.
the No. 1 PDP. Power to operate the heater elements in
the pitot tubes and yaw ports is supplied by the No. 2 2-124. MAINTENANCE PANEL.
AC bus through the PITOT HEAT and YAW PORT The MAINTENANCE PANEL is on the right side of
HEAT circuit breakers on the No. 2 PDP. the cabin above the ramp (fig. 2-34). The panel is
a. W/S Switches. The pilot and copilot windshields provided to assist in the identification of system mal-
are anti-iced and defogged electrically. The center function or condition that may require servicing or other
windshield is defogged but not anti-iced. The laminated maintenance. The panel is divided into four sections.
windshield panels are heated electrically by current They are labeled TRANSMISSION, HYDRAULICS,
which passes through a transparent conductive coating ENGINE, and GROUND CONTACT.
embedded between the layers.
2-125. TRANSMISSION Section. This section mon-
itors the FWD, COMB, AFT, AFT SHAFT, LEFT, and
RIGHT transmissions. It consists of six CHIP DETEC-
TOR magnetic indicators, six DEBRIS SCREEN mag
netic indicators, six MAIN OIL PRESS indicating
PRESS-TO-TEST lights, three AUX OIL PRESS indi-
cating PRESS-TO-TEST lights, and five OVERTEMP
magnetic indicators. Power to operate the indicators is
supplied by the No. 1 DC bus through the HYDRAU-
LICS MAINT PNL circuit breaker on the No. 1 PDP.
a. CHIP DETECTOR Magnetic Indicators. When the
corresponding CHIP DETECTOR is bridged by ferrous
particles, the associated chip detector indicator changes
from all-black to black-and-white. In addition, the
XMSN CHIP DET or ENG CHIP DET caution capsule
illuminates on the master caution panel.
b. DEBRIS SCREEN Magnetic Indicators. There is
one indicator each for the FWD transmission, AFT
transmission, and LEFT and RIGHT engine transmis-
sions. There are two indicators for the COMB transmis-
sion. One indicator for the left sump and one indicator
Figure 2-33. Anti Ice Panel for the right sump.
2-46
TM 55-1520-240-10
NOTE:
REFER TO CHAPTER 5 FOR INSTRUMENT LIMIT MARKINGS. 12501
Figure 2-34. Maintenance Panel

NOTE XMSN OIL HOT caution illuminates on the master
Their is no cockpit indication of a latched caution panel and trips the corresponding OVERTEMP
DEBRIS SCREEN magetic indicator. If a magnetic indicator on the MAINTENANCE PANEL,
DEBRIS SCREEN magnetic indicator thus identifying the hot transmission.
latches, the flight engineer shall advise the
pilot immediately. 2-126. HYDRAULICS Section. This section monitors
the FLT CONT NO 1, FLT CONT NO 2, and UTIL-
ITY hydraulic systems. It consists of three PRESSURE
The indicators are electrically connected to screens in indicators, three fluid TEMPERATURE indicators,
the sumps of each transmission. If the screen mesh is two RESERVOIR LEVEL indicators, six FILTER
bridged with conductive particles, the indicating circuit CHANGE indicating PRESS-TO-TEST lights, and four
closes and trips the corresponding DEBRIS SCREEN PUMP FAULT indicating PRESS-TO-TEST lights.
magnetic indicator on the MAINTENANCE PANEL. Power to operate the indicators is supplied by the No. 2
c. MAIN OIL PRESS Indicating Lights. If main oil DC bus through the HYDRAULICS MAINT PNL LTS
pressure drops below 20 psi in any transmission or 10 psi circuit breaker on the No, 2 PDP.
in the aft shaft bearing, the corresponding indicating a. PRESSURE Indicators. The FLT CONT NO 1
light will illuminate. In addition, the XMSN OIL PRESS and NO 2 PRESSURE indicators are electrically con-
caution will illuminate on the master caution panel. nected to a corresponding pressure transmitter on the
d. AUX OIL PRESS Indicating Lights. If auxiliary oil respective power control module. The UTILITY PRES-
pressure drops below 20 psi in the FWD or AFT SURE indicator is electrically connected to a pressure
transmission or 10 psi in the COMB transmission, the transmitter on the pressure control module. Indicator
corresponding indicating light will illuminate. In addi- operation is independent of caution capsule operation.
tion, the XMSN AUX OIL PRESS caution will illumi- Power to operate the indicators is supplied by the No. 2
nate on the master caution panel. DC bus through the HYDRAULICS PRESS IND
e. OVERTEMP Magnetic Indicators. Each OVER-
TEMP magnetic indicator is electrically connected to a b. TEMPERATURE Indicators. The indicators are
temperature probe in the reservoir of each transmission. below the PRESSURE indicators. They indicate the
If oil temperature in the transmission reservoir, exceeds temperature of the hydraulic fluid at the outlet of the
140°C, a switch closes. When the switch closes, the corresponding reservoir-cooler. Power to operate the
2-47
TM 55-1520-240-10
indicators is supplied by the NO. 2 DC bus through the This section consists of two indicating lights labeled L and R.
HYDRAULICS FLUID TEMP circuit breaker on the No. 2 When the landing gear proximity switch is activated, the
PDP. appropriate GROUND CONTACT indicating light will
illuminate.
c. RESERVOIR LEVEL Indicators. The left indicator
is dedicated to the No. 1 and No. 2 flight control hyraulics sys- 2-129. GND Switch.
tem. In addition. a two-position FLT CONT switch labeled
NO I and NO 2 is used to select the system of which the fluid NOTE
level is to be indicated. The reservoir should be serviced to the While in flight. the flight engineer shall alert the
FULL mark before flight. The right indicator is dedicated to pilot when placing the GND switch on the MAIN-
the utility hydraulic system. When the pushbutton LEVEL TENANCE PANEL to TEST. Placing the switch
CHECK switch is pressed, the fluid level in each reservoir- to TEST will cause the NO. 1 and NO. 2 ENG
cooler will be indicated by the appropriate indicator. CHIP DET, XMSN OIL HOT, and XMSN CHIP
DET cautions to illuminate.
d. FILTER CHANGE indicating Lights. The indicat-
ing lights are arranged in three sets of two for each hydraulic The GND switch allows the flight engineer to perform a BITE
system. Each set of indicating lights are labeled PRESS and (Built In Test Equipment) test on the circuitry of the MAIN-
RTN. The PRESS indicating light in each set monitors the TENANCE PANEL. The switch is springloaded and locked
pressure line filter in each system. The RTN indicating light at center-off position. At TEST, a black and white display
monitors the return line filter in each system. When the appears on all magnetic BITE indicators. At RESET. all mag-
pressure drop across a filter exceeds 75 psi. indicating netic BITE revert to an all-black indication. Power IS supplied
impending filter bypass, the corresponding filter-change to the switch by the No. 1 DC bus through the HYDRAULICS
indicating light will illuminate. Power to operate the filter MAINT PNL circuit breaker No. 1 PDP.
change indicating lights is supplied by the No. 2 DC bus
through the HYDRAULICS MAINT PNL LTS circuit 2-130. Windshield Wipers.
breaker on the No. 2 PDP. CAUTION
e. PUMP FAULT Indicating Lights. The indicating To prevent windshield damage, do not operate
lights are labeled NO. 1, NO. 2, APU. and UT. They are windshield wipers when windshields are dry.
connected to sensors in the case drain line of each pump. If
the flow rate from the case drain of a pump increases to the Two electrically driven windshield wipers 3, fig. 2-4) are
point which causes an increased pressure drop across the installed, one on each pilot windshield. One motor operates
sensor, the sensor turns on the corresponding PUMP FAULT both wipers through two flexible shafts and two windshield
light (a high flow rate from the case drain of a pump may wipers converters. The windshield wiper motor is controlled
indicate impending pump failure). Power to operate the lights by the W/S (windshield) WIPER switch located on the over-
is supplied by the No. 1 DC bus through the HYDRAULICS head switch panel. Power is supplied by the No 2 DC bus
MAINT PNL circuit breaker on the No. 1 PDP. through the WSHLD WIPER circuit breaker on the No. 2
PDP.
2-127. ENGINE CHIP DETECTOR Section. This
section consists of two magnetic indicators labeled NO. 1 and The W/S WIPER switch has five positions labeled OFF.
NO. 2. When the corresponding ENGINE CHIP DETECTOR SLOW, MED, FAST, and PARK. Wiper speed can be adjusted
is bridged by ferrous particles, the associated chip detector as desired, by rotating the switch from OFF. At OFF the
indicator changes from all-black to black-and-white. In wipers will stop immediately at any position on the are of
addition. the ENG CHIP DET caution will illuminate on the travel. At PARK. the wipers stop and repositron against the
master caution panel. inside windshield frame.
2-131. Map and Data Case.
2-128. GROUND CONTACT Section.
The map and data case is in the passageway. It holds manuals.
CAUTION maps, and other data.
Should either or both GROUND CONTACT 2-132. Cockpit Rearview Mirror.
indicating lights remain illuminated after lift-
off to hover, the indicated system(s) DASH will A rearview mirror is installed on the right center windshield
not function properly in forward flight. If both support to enable the pilot to observe the cargo compartment
GROUND CONTACT indicating lights
2-133. Spare Lamp Stowage Box.
remain illuminated after lift-off, the AUTO
function of both cyclic trims system will be The spare lamp stowage box is in the cockpit on top of the No.
inoperative. 1 PDP. Spare lamps are provided for the instrument post lights.
2-48 Change 9
TM 55-1520-240-10
instrument light shields, dome lights, cabin and ramp lights, 2-136. DC Cabin Utility Receptacles.
and nacelle work lights. Four 28-volt DC utility receptacles with three outlets are on
2-134. Cockpit Utility Receptacles. the sidewalls of the cargo compartment. Power to operate the
left cabin utility receptacles is supplied by the No. 1 DC bus
Two 28-volt DC utility receptacles are in the cockpit, one on through the UTILITY LH FWD and LH AFT circuit breakers
No. 1 PDP and one on No. 2 PDP. Each receptacle is labeled on the No. 1 PDP. Power to operate the right cabin utility
UTIL RCPT 28V DC. Power to operate the copilot receptacle receptacles is supplied by the No. 2 DC bus through the
is supplied by the No. 1 DC bus through the UTILITY COPLT UTILITY RCPT RH AFT and RH FWD circuit breakers on
circuit breaker on the No. 1 PDP. Power to operate the pilot the No. 2 PDP.
receptacle is supplied by the No. 2 DC bus through the
2-137. Ash Trays.
UTILITY RCPT PILOT circuit breaker on the No. 2 PDP.
Three ash trays are installed in the cockpit, one for each pilot
2-135. AC Cabin Utility Receptacles. and one for the troop commander.
2-136. Compass Correction Card Holder.
A 115 volt, single-phase 400 Hz AC utility receptacle and a
200 volt 3-phase 400 Hz AC utility receptacle are on each side The magnetic compass correction card holder is attached to
the left side of the magnetic compass. The card contains the
of the cabin at sta 320. The receptacles are accessible after the
necessary deviation values which are applied to the indicated
acoustical access cover and the receptacle dust cap are
reading.
removed. Power to operate the 115 volt receptacles is sup-
plied by the No. 1 and No. 2 AC buses through the LH and RH 2-139. Pilot Assist Straps.
UTIL RCPT circuit breakers on No. 1 and No. 2 PDP. Power Two assist straps are attached to the center window frame of
to operate the 200 volt receptacles is supplied by the No. 1 and the cockpit structure to provide the pilots with a hand hold
No. 2 AC buses through the LH and RH CABIN AC RCPT while getting into the seats. The assist strap can be positioned
3-phase circuit breakers on No. 1 and No. 2 PDP. flat against the structure after use.
Change 9 2-49
TM 55-1520-240-10
SECTION X HEATING, VENTILATION, COOLING, AND ENVIRONMENTAL CONTROL

SYSTEMS
2-140. Heating and Ventilating System.

A 200,000 btu/hr capacity internal combustion heating
system is provided. It consists of a heater unit, a fuel
control unit, an ignition assembly, a blower, control
relays, and air pressure and temperature control cir-
cuits. Ducting carries heated air or ventilating air to the
cockpit and the cabin. The heater consumes approxi-
mately 15 pounds of fuel per hour from the right main
fuel tank.
The heater and blower are mounted vertically on the
right side of the helicopter, immediately aft of the
forward cabin section bulkhead. Air for the system is
provided by the blower which draws air from an inlet on
the forward upper side of the fuselage. If sufficient air is
not available for proper heater operation, an automatic
differential pressure switch in the heater circuit will stop
the heater.
Both ventilating and combustion air enters the heater
inlet. The heating air passes over the heated metal walls
of the combustion chamber and is directed to a network
of ducting. The air entering the combustion chamber is
combined with atomized fuel and, after combustion that
heats the metal walls, the exhaust is discharged through
an outlet on the forward upper side of the fuselage.
Power to operate the blower is supplied by the No. 2 AC
bus through the CABIN HEATER BLOWER circuit
breaker on the No. 2 PDP. Power to the rest of the
system is supplied by the No. 2 DC bus through the
CABIN HEATER CONT circuit breaker on the No. 2
PDP.
2-141. HTG Panel.
The HTG (heating) panel (fig. 2-35) is located on the Figure 2-35. HTG Panel
overhead switch panel (fig. 2-12). It consist of a rheostat-
type CABIN TEMP SEL rotary switch, a three-position The circuit to the thermostat heater winding is also
heater function switch, and a spring-loaded pushbutton interrupted, allowing the winding to cool and the mer-
HTR START switch. cury column to contract, thus reenergizing the temper-
a. CABIN TEMP SEL Rotary Switch. The CABIN ature controller relay. This creates a cycling effect, the
TEMP SEL rotary switch is labeled COOL and WARM. rate of which can be varied by increasing or decreasing
This switch operates in conjunction with the tempera- the resistance between the temperature selector and the
ture controller relay in the heater circuit and with a thermostat heating winding. Resistance is varied by
cabin thermostat. One set of contacts on the tempera- turning the CABIN TEMP SEL rotary switch. This
ture controller relay closes to complete a circuit to the increase or decrease in resistance directly varies the
fuel control solenoid valve. This allows fuel to be time the heater is allowed to operate before being
delivered to the heater. automatically cycled.
The second set of contacts on the temperature control- b. Heater Function Switch. The heater function
ler relay closes to complete the circuit to the heater switch is labeled BLWR ONLY, OFF, and HTR ON.
windings in the cabin thermostat. The heater windings The switch selects the desired feature of the heating and
heat a column of mercury in the thermostat, causing it ventilating system. When the switch is set to BLWR
to rise. When the mercury column reaches a 34°C ONLY, the blower forces unheated air into both the
contact, the temperature control relay is shunted, caus- cockpit and cabin. Further movement of the heater
ing its contacts to open and interrupt the circuit to the
controls is not required. Selecting HTR ON energizes
fuel control solenoid valve. This stops heater operation
by shutting off the fuel supply to the heater. the various units of the heater once the HTR START
2-50
TM 55-1520-240-10
switch is pressed. The heating and ventilating system is forward cockpit section heating. When the CABIN AIR
shut down when the switch is set to OFF. handle is pulled, heated or ventilating air flows through
the ducting to the cabin.
c. HTR START Switch. When HTR ON is selected
on the heater function switch and the HTR START 2-144. Cabin Heat Controls.
switch is pressed, the heater control circuits are ener-
gized. The blower starts and purges the heater combus- Fourteen manually adjustable outlets are provided in
tion chamber of any unburned fuel, while the remainder the cabin for the comfort of the passengers.
of the circuit remains inactive because of a 10 to 15
second time-delay relay. After the time-delay relay is 2-145. Heater Caution.
energized, the ignition assembly is powered and the
master fuel solenoid valve opens, allowing fuel to flow to NOTE
the heater fuel control unit to complete the start. Since the HEATER HOT caution will not
extinguish until the temperature in the com-
2-142. Cockpit Air Knob. bustion chamber is below 177°C, it may take
Two cockpit air knobs (15, fig. 2-8 and 9, fig. 2-10) are several attempts at restarting the heater
on the lower outboard comer of both the pilot and the before the HEATER HOT caution extin-
copilot instrument panels. The knobs are labeled PULL guishes.
FOR COCKPIT AIR. Each knob controls a valve on the
heater ducting which regulates the airflow to the cock- A heater caution capsule labeled HEATER HOT is on
pit. the master caution panel (fig. 2-51). This caution indi-
cates failure of the automatic temperature control cir-
2-143. Air Control Handles. cuit. If air temperature in the heater rises to 177°C , an
Two air control handles are mounted through a placard overheat switch deenergizes the automatic temperature
on the right side of the canted console. The placard is controller relay, shuts off the heating system, except the
labeled AIR CONTROL PULL FOR ON with each blower, and activates the HEATER HOT caution. The
handle labeled COCKPIT DEFOG OR DEFROST and heating system will not operate until the blower has
CABIN AIR. By pulling the DEFOG OR DEFROST lowered the heater temperature to normal and the HTR
handle, heater or ventilating air is directed to the START switch is pressed. Even though the temperature
cockpit nose enclosure ducting. The airflow is directed in the combustion chamber has lowered, the HEATER
to the transparent portion of the jettisonable doors and HOT caution will not extinguish until the HTR START
nose enclosure providing defrosting as well as additional switch is pressed.
2-51
TM 55-1520-240-10
SECTION Xl ELECTRICAL POWER SUPPLY AND DISTRIBUTION SYSTEMS
2-146. Electrical Power Supply System. 2-147. AC System.

Alternating current (AC) is the primary source of power The AC system supplies 115/200-volt three-phase 400-Hz
to operate the electrical and electronic equipment. power from No. 1 AC generator to No. 1 three-phase
Three AC generators, two driven by the aft transmission AC bus and from No. 2 AC generator to the No. 2
and one driven by the APU, produce 115/200-volt three-phase AC bus (fig. 2-38). The AC equipment is
3-phase 400-Hz power. The system develops 28-volt DC powered by these buses. Some of the equipment is
operated by 115-volt single-phase AC and some equip-
through two transformer rectifiers (RECT) one each in ment by 26-volt AC power supplied through the trans-
the forward section of the left and right fuselage pods. formers.
DC is also supplied by a 24-volt nickel-cadmium battery.
The AC system is protected from overvoltage, under-
Both 115/200-volt 3- phase AC and 28-volt DC can be voltage, and underfrequency conditions by generator
supplied by operating the APU or by connecting an AC control units. The generators will be disconnected from
external power source to the external power receptacles the AC buses any time the RRPM drops below 82 to 85
(fig. 2-36). If the APU is running or AC external power percent for more than 3 to 7 seconds. The AC power
is connected, DC power is supplied by the helicopter distribution system has four power sources, a contactor
transformer rectifiers (RECT). If only DC external control circuit, an AC power transfer circuit, and two
power is supplied, AC power is not available on the AC buses.
helicopter. Circuits are protected by circuit breakers The No. 1 and No. 2 generator power sources are two
(fig. 2-37). The electrical load is divided between the main generators driven directly by the aft transmission.
two AC generators (fig. 2-38). Should one generator The APU generator is driven directly by the APU. The
fail, the other will automatically take over the entire external power source is an AC power supply connected
load. When the APU is running, its single generator to the helicopter.
powers the entire load. No. 1 and No. 2 generators feed their respective buses.
If No. 1 or No. 2 generator fails (or are shut down), the
failed generator is isolated from its bus and the operat-
ing generator feeds both buses. When No. 1 or No. 2 or
both generators are operating, APU generator and
external power are blocked from the AC buses.
When the APU generator is operating and the main
generators are shut down (or rotors turning below about
84%) or switched off, the APU generator feeds both
buses. When the APU generator is operating, external
power is blocked from the AC buses. When external
power is applied to the helicopter (GEN APU, GEN 1,
and GEN 2 are OFF), the external power source feeds
both buses.
The generator control unit (GCU) also provides gener-
ator feeder fault protection. If a fault occurs between
the feeder and the airframe, the GCU will disable the
generators. This prevents structural damage to the
airframe when a ground fault occurs.
The permanent magnet generator (PMG) section within
the generator is used to power the main contractors
(relays) in the distribution system. A pickoff coil within
the PMG provides an RPM signal for the rotor tachom-
eter indicators. This tachometer signal is available when-
ever the rotors are turning.
2-148. Generator Control Switches. The generator
control switches are located on the ELEC panel of the
overhead switch panel (fig. 2-39). The three switches are
labeled GEN 1, GEN 2, and GEN APU. The switch
positions are TEST, OFF RESET, and ON.
When the switches are ON, the respective main relay
Figure 2-36. External Power Receptacles operates, which energizes and connects the generator to
Figure 2-37.
Figure 2-38.
TM 55-1520-240-10
(fig. 2-40). RECT convert 200 VAC power to 28-volt DC

power for use in the DC distribution system.
Cooling air for the RECT is obtained from within the
cabin. The air inlets are located at sta. 176 on the left
and right side of the cabin behind the troop seats. If the
inlets are blocked, the RECT will overheat.
A bus-tie relay is between No. 1 and No. 2 DC buses. If
either RECT fails, the respective RECT failure relay
operates and the bus-tie relay closes automatically to
connect the unpowered bus to the operating RECT. In
addition to No. 1 and No. 2 DC buses, the DC system
includes an essential bus, a switched battery bus, and a
battery bus.
During normal operation, the essential bus and the
Figure 2-39. Electrical Power Panel switched battery are energized by No. 1 DC bus. If both
the buses. At OFF RESET, the generator is deener- DC buses fail or if No. 1 DC bus fails and does not
gized and disconnected from the bus. This position is bus-tie to No. 2 DC bus, the essential bus, the switched
also used to reset a generator. The TEST position is battery bus, and the battery bus will be energized by the
provided to allow the generator to be energized but battert as long as the BATT switch is ON. These buses
disconnected from the bus to determine whether the provide power to emergency, ground maintenance, and
AC produced is of proper frequency and voltage. communications components. The battery bus and
switched battery bus are energized as long as the battery
2-149. GEN OFF Cautions. Two generator caution is connected. The hydraulic reservoir level indicators
capsules labeled NO. 1 GEN OFF and NO. 2 GEN and the emergency APU control circuits and cabin and
OFF are on the master caution panel (fig. 2-51). These maintenance lights are on these buses.
caution capsules illuminate whenever the generators are The 24-volt nickel-cadmium battery is located in the left
inoperative. The capsules are controlled by the main forward electrical compartment. The battery capacity is
generator contractors when the generator control 11 ampere-hours. A battery charger is connected to the
switches are in either ON or OFF RESET. In TEST, the battery. The battery charger receives power from No. 1
capsules are controlled by the generator control switch
AC bus, rectifies the AC and applies the DC to the
and will extinguish if generator output has the proper
battery to maintain a charge on the battery.
frequency and voltage. Power to operate the generator
capsules is supplied by the DC essential bus through the Sensors in the battery charger detect battery or battery
LIGHTING CAUTION PNL circuit breaker on the No. charger overtemperature, short or open circuits or cell
1 PDP. imbalance. If any of these conditions occur, the battery
charger will stop functioning and activates the BATT
2-150. EXT PWR Caution. SYS MAL caution capsule on the master caution panel,
CAUTION External DC power is supplied to the DC buses of the
helicopter by connecting the external DC power source
When external power is used, a visual check to the DC external power receptacle (fig. 2-36). Appli-
shall be made by the crew to ensure that the cation of external power operates the DC external
external power unit has been disconnected power relay which connects the power source to No. 1
from the helicopter before taxiing. DC bus. No. 2 DC bus is energized when the bus tie
relay operates. If the polarity of the external power is
reversed, a blocking diode in the circuit prevents the
An external power caution capsule labeled EXT PWR external power relay from closing.
is on the master caution panel (fig. 2-51). This capsule
illuminates and remains illuminated whenever external 2-152. BATT Switch.
power is connected. The light is controlled by the AC
external power contactor and the DC power relay. The NOTE
capsule extinguishes when the generators are supplying
current to the buses. Power to operate the external The following information applies only if the
power caution capsule is supplied by the DC essential battery is the only source of power.
bus through the LIGHTING CAUTION PNL circuit
breaker on the No. 1 PDP. The BATT (battery) switch is located on the ELEC
panel of the overhead switch panel (fig. 2-39) The
2-151. DC System.
two-position switch is labeled ON and OFF. When the
The direct current (DC) power supply system supplies switch is at ON, the essential, switched battery, and
28-volt DC from the No. 1 transformer rectifier (RECT) battery buses are energized. Regardless of the battery
to No. 1 DC bus and the No. 2 RECT to No. 2 DC bus switch position, the switched battery and battery buses
2-57/(2-58 blank)
TM 55-1520-240-10
are powered directly by the battery. To prevent exten- LIGHTING CAUTION PNL circuit breaker on the No.
sive discharging of the battery while making extended 1 PDP.
ground checks of equipment, use an external electrical
power source or operate the APU generator. 2-154. BATT SYS MAL Caution.
2-153. RECT OFF Cautions. Two RECT caution cap- A battery system malfunction caution capsule labeled
sules labeled NO. 1 RECT OFF and NO. 2 RECT OFF BATT SYS MAL is on the master caution panel (fig.
are on the master caution panel (fig. 2-51). These 2-51). This caution illuminates when the battery charger
caution are controlled by the reverse-current cutouts. has stopped charging the battery. This can be caused by
Whenever one of the RECT fails, either through a fault an overheated battery or battery charger, battery cell
in the RECT or a bus fault, the respective caution imbalance, or an output short or open circuit. Power to
illuminates. Power to operate the transformer rectifier operate the capsule is supplied by the DC essential bus
capsules is supplied by the DC essential bus through the through the LIGHTING CAUTION PNL circuit
breaker on the No. 1 PDP.
2-61
TM 55-1520-240-10
SECTION XII AUXILIARY POWER UNIT
2-155. General. or white. A label on the ESU explains the various BITE
The gas turbine auxiliary power unit T62-T-2B (APU) indications and their meaning.
(fig. 2-41) is mounted in the aft cabin above the ramp. 2-157. APU Switch. The APU switch is on the ELEC
The basic components of the APU are the gas turbine panel of the overhead switch panel (fig. 2-39). It is a
engine, hydraulic motor-pump, fuel control, accessory
three-position switch labeled OFF, RUN, and START.
drive, and AC generator. An APU ELECTRONIC
SEQUENCING UNIT (ESU) which monitors APU The switch is spring loaded from START to RUN.
operation is on the left side of the cabin above the ramp. Normally, power to operate the APU is supplied by the
The ESU is also labeled APU CONTROL BOX. DC essential bus through the APU CONT NORM
circuit breaker on the No. 1 PDP. Emergency power to
The motor-pump on the APU pressurizes the utility and operate the APU is from the battery bus through the
hydraulic system for main engine starting and ground APU CONT EMERG circuit breaker on the No. 1 PDP.
checks. The APU also drives an AC generator which
supplies power to No. 1 and No. 2 electrical systems. 2-158. APU ON Caution. The APU ON caution cap-
Refer to Section VI for further information on the sule is on the master caution panel (fig. 2-51). Normally,
hydraulic systems. The APU oil supply is integral and the APU is intended for ground operation only. It is not
contained within the sump of the accessory drive assem- intended for operation during flight. If the caution
bly. The APU receives fuel from the left main fuel tank remains illuminated following take-off, it alerts the pilot
through a booster pump, a manual fuel shutoff valve, to shut down the APU. When the caution is illuminated,
and a solenoid valve. it indicates the APU is up to speed and the exhaust gas
temperature is normal, It does not necessarily indicate
2-156. ELECTRONIC SEQUENCING UNIT. that APU hydraulic pump or generator output is nor-
The ESU is mounted on the left side of the cabin above mal. If the rotors are not turning, check the UTIL HYD
the ramp. The unit monitors APU starting and opera- SYS and RECT OFF cautions to evaluate output of the
tion. In addition, it monitors APU speed and exhaust APU hydraulic pump and generator. The APU ON
gas temperature. The unit continuously compares these caution is controlled by the ESU.
parameters with limits programmed into ESU circuits.
If a limit is exceeded, the ESU will automatically shut 2-159. EMERGENCY APU FLUID SHUT OFF
down the APU. VALVE.
NOTE The EMERGENCY APU FLUID SHUT OFF VALVE

is in the fuel supply line to the APU (fig. 2-42). It is
The BITE indicators indicate engine condi- located inside the aft cabin above and to the left of the
tion only. They will not indicate a defective ramp interphone station. The valve can also be reached
hydraulic motor-pump or generator. from the outside through an access door labeled AC-
CESS APU EMER FLUID SHUT OFF. The knob on
Four magnetic built-in-test-equipment (BITE) indica- the valve has an OPEN and CLOSE position. Placing
tors are on the ESU. These indicators are either black the knob to CLOSE shuts off fuel to the APU.
2-62
TM 55-1520-240-10
Figure 2-41. Auxiliary Power Unit
2-63
TM 55-1520-240-10
Figure 2-42. Emergency APU Fluid Shut Off Valve
2-64
TM 55-1520-240-10
SECTION XIII LIGHTING (NVG)
2-160. Position Lights. NOTE

The crew chief must inform the pilot when the
Three position lights (1, 4, and 6, fig. 2-43) are installed on
AFT POS LIGHT switch has been changed to
the helicopter. On the right side of the fuselage is a green
the OFF position.
light (1); on the left, red (6); and on the vertical panel of the
aft pylon, white (4). Power to operate the position lights is
supplied by the No. 2 DC bus through the LIGHTING POS b. AFT POS LIGHT Switch. The AFT POS LIGHT
circuit breaker on the No. 2 PDP. switch is located in the cabin at sta. 534 near the MAIN-
TENANCE PANEL (fig. 2-45). The guarded two-position
2-161. Position Light Switches. switch is labeled OFF and ON. It allows the aft position
light to be turned off during aided (NVG) operations and on
a. POSN Light Switch. The POSN (position) switch is during unaided night operations.
located on the EXT LTG (exterior lighting) panel on the left
side of the overhead switch panel (fig. 2-12). The three- 2-162. Formation Lights.
position switch is labeled DIM, OFF, and BRT. It adjusts the There are five electroluminescent panels for normal night
intensity of the position lights. When the switch is OFF, the formation operations (2 and 5, fig. 2-43) and eight NVG
position light system is deenergized. compatible formation lights for NVG formation operations
(9, fig. 2-43).
A50277
1. Right position light (Green) 6. Left position light (Red)
2. Formation lights (3) 7. Bottom anticollision light
3. Top anticollision light 8. Landing-search lights (2)
4. Position light (White) 9. NVG formation lights (8)
5. Formation lights (2)
Figure 2-43. Exterior Lights
Change 11 2-65
TM 55-1520-240-10
a. Electroluminescent Panels. Three panels which form normal operations use the pilot searchlight and landing
an equilateral triangle are aft of the forward pylon. Two light. For NVG operations use the copilot searchlight and
panels are on the top of the aft pylon aft of the anticollision landing light.
light. Power to operate and control the electroluminescent
formation lights is supplied by the LIGHTING FORM 2-167. SRCHLT CONTR Switch. Two SRCHLT
circuit breaker on the No. 1 PDP. CONTR (searchlight control) switches are on the overhead
switch panel (fig. 2-44). The PLT SRCHLT CONTR switch
b. NVG Formation Lights. There is an NVG formation is on the PLT LTG panel. The CPLT SRCHLT CONTR
light on each side of the forward pylon, two NVG formation switch is on the CPLT LTG panel. Each two-position switch
lights on each side of the fuselage, two NVG formation is labeled RET and ON.
lights on the aft pylon, one aft of the anticollision light, and
one on the vertical panel at the rear of the aft pylon. Power When the SRCHLT CONTR switch is placed to ON, the
to operate and control the NVG formation lights is supplied SLT-FIL switch on the THRUST CONTR lever becomes
by the No. 1 DC bus through the LIGHTING NVG FORM operational. If the searchlight is at any angle off center when
circuit breaker on the No. I PDP. the SRCHLT CONTR switch is placed to RET, the search-
light will automatically rotate to point forward and then will
2-163. FORM Light Switches. The FORM (forma- retract flush with the fuselage. Power is supplied by the No.
tion) light select and control switches are located on the 1 and No. 2 DC bus through the LIGHTING SLT CONT
EXT LTG panel on the left side of the overhead switch circuit breakers on the No. 1 and No. 2 PDP.
panel (fig. 2-12).
2-168. SLT-FIL Switch.
a. FORM Light Select Switch. A two-position toggle
switch labeled NVG and NORM. In the NORM position, CAUTION
the five electroluminescent panels may be controlled by the
FORM light rotary control switch for normal night forma- The copilot landing searchlight emits invis-
tion operations. In the NVG position, the eight NVG ible infrared rays which may be hazardous to
‘formation lights may be controlled by the FORM light personnel looking directly at the light at close
rotary control switch for NVG night formation operation. range or touching it. Ensure that the copilot
b. FORM Light Control Switch. A rotary control switch landing SLT-FIL switch Is OFF and the Iight
labeled OFF, DIM, and BRT with three evenly spaced fully retracted when it is not in use.
incremental markings between DIM and BRT. It adjusts the
intensity of the formation lights selected by the FORM light A SLT-FIL (searchlight filament) switch is located on the
select switch. When the rotary control switch is OFF, the pilot and copilot THRUST CONT lever switch bracket (fig.
formation light system is deenergized. 2-26.) Each switch is labeled ON and OFF. The switches
turn on the landing-searchlight lamp, before or after exten-
2-164. Anticollision Lights. sion. Power to operate the landing searchlight lamp is
Two red strobe anticollision lights are on the helicopter (3 supplied by the No. 1 and No. 2 DC bus through the
and 7, fig. 2-43). One is on top of the aft pylon and the other LIGHTING SLT FIL circuit breakers on the No. 1 and No.
is on the fuselage underside. Power to operate the anticol- 2 PDP.
lision lights is supplied by the No. 2 DC bus through the
LIGHTING ANTI COL TOP and BOT circuit breakers on 2-169. SEARCH LIGHT Position Switch.
the No. 2 PDP.
CAUTION
2-165. ANTI COL Light Switches. Two ANTI COL
TOP and BOT toggle switches are on the EXT LTG panel Do not confuse the SEARCH LIGHT posi-
on the left side of the overhead switch panel (fig. 2-12). tion switch with the two engine beep trim
Each two-position switch is labeled OFF and ON. When the switches.
anticollision light switch is ON, the lights are energized.
When the switch is placed to OFF, the anticollision lights A five-position momentary SEARCH LIGHT switch is on
are deenergized. each THRUST CONTR lever switch bracket (fig. 2-26). It
is labeled L (left), EXTEND, R (right), and RETRACT. The
2-166. Landing Searchlights. switch is spring-loaded to center off position.
Two controllable landing-searchlights are mounted on the When the SRCHLT CONTR and SLT-FIL switches are ON,
bottom of the fuselage (8, fig. 2-43). One is controlled from the searchlight can be controlled up and down or left and
the pilot THRUST CONT lever and the other from the right with the SEARCH LIGHT position switch. Power to
copilot THRUST CONT lever. The copilot light is equipped operate the searchlight position switch is supplied by the
with an infrared (IR) filter for NVG operations. No. 1 and No. 2 DC bus through the LIGHTING SLT
Each light is operated independently by a SRCHLT CONTR CONT circuit breaker on No. 1 and No. 2 PDP.
switch, SLT-FIL (searchlight filament), and position switch. 2-170. Overhead Switch Panel Lights.
They may be extended and stopped at any angle up to 90°
in a vertical plane and rotated 360° about its vertical axis as The overhead switch panel has integral lighting. Power to
long as the searchlight position switch is displaced. For operate and control the overhead panel lights is supplied by
2-66 Change 11
TM 55-1520-240-10
the No. 1 AC bus through the LIGHTING OVHD PNL left side of the overhead switch panel (fig. 2-44).
2-171. OVHD CSL Switch. The OVHD CSL (overhead
console) switch is located on the CPLT LTG panel on the
Change 11 2-66.1/(2-66.2 blank)

TM 55-1520-240-10
Figure 2-44. Cockpit Lighting and Control
2-67
TM 55-1520-240-10
The rotary control switch is labeled OFF, DIM, and 2-176. Canted and Center Console Lights.
BRT. It adjusts the light level from DIM to BRT. When
the rotart control switch is OFF, the overhead switch NOTE
panel light system is deenergized. The console lights are incompatible with
NVG. During NVG operations, turn the
2-172. Pilot and Copilot Instrument Panel Lights. console lights off and light the console with
utility lights or floodlights.
All flight instruments and placards on both pilot and
copilot instrument panels receive lighting. The HSI, Lighting is provided for all control panels on the canted
attitude indicator (VGI), radar altimeter, and turn and and center console. Power to operate and control the
slip indicator for both pilot and copilot have integral console lights is supplied by the No. 1 AC bus through
lighting. The remaining instruments are externally lit by the LIGHTING CONSOLE circuit breaker on the No.
lighting posts adjacent to the instruments. Power to 1 PDP.
operate and control the pilot flight instrument lights is
supplied by the No. 2 AC bus through the LIGHTING 2-177. LTG Panel. The LTG panel is located at the
PILOT INSTR circuit breaker on the No. 2 PDP. Power rear of the overhead switch panel (fig. 2-44). It consists
to operate and control the copilot flight instrument of the CTR CSL and STICK POSN IND control
lights is supplied by the No. 1 AC bus through the switches.
LIGHTING COPLT INST circuit breaker on the No. 1 a. CTR CSL Switch. Rotary control switch labeled
PDP. OFF, DIM, and BRT. It adjusts the light level on the
canted and center consoles from DIM to BRT. When
2-173. PLT and CPLT INST Switches. The PLT the rotary control switch is OFF, the canted and center
INST (pilot instrument) control switch is located on the consoles light system is deenergized.
PLT LTG panel on the right side of the overhead switch
panel (fig. 2-44). The CPLT INST (copilot instrument) b. Stick POSN IND Switch. Rotary control switch
control switch is located on the CPLT LTG panel on the labeled OFF, DIM, and BRT. It adjusts the light level
left side of the overhead switch panel. The rotary on the stick position indicator from DIM to BRT. When
the rotary control switch is OFF, the stick position
control switches are labeled OFF, DIM, and BRT. They indicator light system is deenergized.
adjust the light level from DIM to BRT. When the
rotary control switch is OFF, the respective instrument 2-178. Dome Lights.
panel light system is deenergized.
When the PLT INST rotary control switch is placed out
of the OFF detent, the following lighting is dimmed:
If the white dome light is turned on during
a. Troop warning jump lights on the overhead switch NVG operations, the effectiveness of the NVG
panel and on the emergency troop alarm and jump may be severely impaired and a hazardous
lights boxes on the cargo compartment. situation may be created due to sudden loss
of pilot visual references. Do not turn on the
b. The legend on pushbutton switches on the heading white dome lights during NVG operations.
and altitude section of the AFCS panel.
c. The legend on pushbutton switches on the pilot Two cockpit dome lights are attached to the overhead
and copilot HSI MODE SELECT panels. structure adjacent to the overhead switch panel (fig.
2-44). Each dome contains a white lamp and a blue
d. The legend on STATUS pushbutton switch on the NVG filtered lamp which can be selected individually.
countermeasure set AN/ALQ-156 control panel. Power to operate and control the dome lights is sup-
plied by the DC essential bus through the LIGHTING
2-174. Center Instrument Panel Lights. COCKPIT DOME circuit breaker on the No. 2 PDP.
The center instrument panel as well as the fire warning 2-179. DOME Switch. The DOME switch is located
panel are lighted. Power to operate and control the on the INTR LTG panel at the right rear of the
center instrument panel lights is supplied by the No. 2 overhead switch panel (fig. 2-44). The three-position
AC bus through the LIGHTING CTR INSTR circuit positive-locking switch is labeled WHT, OFF, and NVG.
breaker on the No. 2 PDP. It selects the function of the dome light. The center
position lever locking switch prevents inadvertent white
2-175. CTR INST Switch. The CTR INST control light activation during NVG operations.
switch is located on the PLT LTG panel on the right When the DOME switch is placed to WI-IT, the master
side of the overhead switch panel (fig. 2-44). The rotary caution panel cannot be dimmed. If WHT is selected
control switch is labeled OFF, DIM, and BRT. It adjusts while the caution panel is operating on DIM, the
the light level from DIM to BRT. When the rotary caution lights will automatically switch to BRT mode.
control switch is OFF, the respective instrument panel During NVG operations, the DOME switch should only
light system is deenergized. be placed to NVG.
2-68 Change 1
TM 55-1520-240-10
2-180. Pilot and Copilot Utility Lights. an NVG blue lamp and a red lamp which can be
Two utility lights, connected to individual flexible cords, selected individually. Power to operate and control the
are mounted in two retaining sockets on either side of cabin and ramp lights is supplied by the switched battery
the overhead switch panel above the pilot and copilot bus through the LIGHTING CABIN & RAMP circuit
(fig. 2-44). The lights are detachable and can be moved breaker on the No. 1 PDP.
about to take care of special lighting situations. Each
utility light has a rheostat switch as an integral part of its 2-185. CABIN AND RAMP LIGHTS Switches. The
CABIN AND RAMP LIGHTS switches are located on
assembly. This switch, located on the aft part of the
light, regulates the intensity of the light from OFF to a control panel below the ramp control lever. The
control panel consists of a select switch and a CON-
BRT. A white button on the light housing, opposite the
switch, is used for flashing the light. By selecting the TROL rotary switch.
color desired on the barrel of the light, blue or white a. Select Switch. Three-position toggle switch labeled
light will be emitted. Power to operate the utility light is RED, OFF, and NVG. It is used to select the appro-
supplied by the No. 2 DC bus through the LIGHTING priate cabin and ramp lights. When placed to OFF,
COCKPIT DOME circuit breaker on the No. 2 PDP. cabin and ramp lights are deenergized.
2-181. Floodlights. b. CONTROL Switch. Rotary switch labeled DIM
and BRT. It adjusts the cabin and ramp RED or NVG
Eight floodlights provide a secondary source of light
light level from DIM to BRT.
(fig. 2-44). Six are under the glareshield and two on the
cockpit bulkhead. The six floodlights under the 2-186. Emergency Exit Lighting.
glareshield light the pilot, center, and copilot instru-
ment panel. The two overhead floodlights light the Three emergency exit lights are in the cargo compart-
overhead switch panel. Power to. operate and control ment close to each of the three primary emergency exits
the floodlights is supplied by the DC essential bus (fig. 2-46). They are located by the main cabin door, the
through the LIGHTING INSTR FLOOD circuit emergency exit opposite the main cabin door, and the
breaker on the No. 2 PDP. ramp emergency exit. The lights come on whenever a
loss of power on the switched battery bus occurs or
2-182. FLOOD Switches. The FLOOD switches are during a landing when 3 to 4g’s are exceeded as sensed
located on the INTR LTG panel at the right rear of the by an inertia switch.
overhead switch panel (fig. 2-44). They consist of two
floodlight selection switches and a rotary control switch. The emergency exit lights system is controlled by the
The floodlight selection switches are labeled INST and EMER EXIT switch on the INTR LTG panel of the
OVHD. Each switch has an OFF and ON position. The overhead switch panel. The lights may also be used as
rotary control switch is labeled OFF, DIM, and BRT. portable lamps by removing them from their housing
and by rotating the handle, marked PULL EMER-
a. INST and OVHD Floodlights Selection Switches. GENCY LIGHT, 45° from its normal position. Power to
Each switch is labeled for the area the floodlights will operate the emergency exit lights is supplied by two,
light. By placing either switch ON, the associated flood- internal, 1.25 volt, nickel-cadmium batteries. Power to
lights will light when the floodlight rotary control switch operate and control the charging, monitoring, and test
is turned toward BRT. Placing the switch to OFF circuit is supplied by the switched battery bus through
deenergizes the floodlight circuit. the LIGHTING EMER EXIT circuit breaker on the
b. Floodlight Rotary Control Switch. The rotary con- No. 1 PDP.
trol switch is used to adjust the floodlights from DIM to
BRT once the respective floodlight selection switch is 2-187. EMER EXIT Switch.
placed to ON. When the rotary control switch is OFF,
the floodlights will be deenergized. CAUTION
2-183. Emergency Floodlights. If the EMER EXIT switch is left in ARM or
If the pilot flight instrument lights have been turned on, DISARM with the helicopter shutdown and
loss of electrical power will cause the floodlights to the battery connected, the charging circuit of
automatically come on. All floodlights will function the emergency exit light system will dis-
automatically in the BRT mode. Simultaneous dimming charge the helicopter battery.
control of all floodlights can be regained by setting the
FLOOD INST and OVHD selection switches to ON,
turning the floodlight rotary control switch to BRT on The EMER EXIT switch is located on the INTR LTG
the INTR LTG panel, and turning the PLT INST rotary panel of the overhead switch panel (fig. 2-44). The
control switch to OFF. Floodlight intensity can be three-position switch is labeled DISARM, TEST, and
controlled by the floodlight rotary control switch on the ARM. When the switch is placed to ARM, the emer-
INTR LTG panel. gency exit lights stay off, the batteries are charging, and
the charge indicator lights come on. The circuit moni-
2-184. Cabin and Ramp Lights. tors electrical failures and landings in excess of 3 to 4g’s.
Five cabin and ramp lights are in the cabin, attached to The light from the charge indicator lamps can be seen
the overhead structure (fig. 2-45). Each light contains emitting through two pin holes at the base of the main
2-69
TM 55-1520-240-10
Figure 2-45. Cabin Lighting and Controls
2-70 Change 11
TM 55-1520-240-10
switch is set to DISARM, the indications are the same as for

the ARM position, except the circuit does not monitor
electrical failures and hard landings.
2-188. Forward Transmission Oil Level Check

Lights.
The forward transmission floodlight provides light to check
the oil level of the transmission. The floodlight is near the
sight gage on the transmission. Power to operate and control
the oil level check light is supplied by the switched battery
bus through the LIGHTING OIL LEVEL CHECK circuit
breaker on the No. 1 PDP.
2-189. Oil Level Check Light Switch.

The OIL LEVEL CHECK LT SW is inside the cockpit on
the canted bulkhead at sta. 95 above the pilot seat. It is a
two-position switch labeled ON and OFF. When placed to
ON, the oil check light turns on by the forward transmis-
sion.
2-189.1. Cargo Hook Lights.

Three cargo hook lights have been provided to illuminate
the cargo hooks during normal and NVG sling loading
operations. A light is mounted adjacent to each cargo hook,
and is controlled by a two-position switch marked FWD,
Figure 2-46. Emergency Exit Light
CTR, and AFT on the cargo hook light switch box. The
light reflector. When the switch is set from ARM to TEST, cargo hook lights switch box is mounted on the coaming at
the main light comes on, powered by the batteries. When the STA. 360 in the center cargo hook well.
Change 11 2-71
TM 55-1520-240-10
SECTION XIV FLIGHT INSTRUMENTS
2-190. General. stress when in the red-and-yellow striped band. This can
The following paragraphs contain information on the be accomplished by lowering THRUST CONT lever,
flight instruments. Information on the navigation instru- reducing airspeed, releasing back pressure on the cyclic
ments will be found in Chapter 3, Avionics. All other stick, or by reducing the severity of the maneuver.
instruments directly related to one of the helicopter 2-193. CGI TEST Switch. The CGI TEST switch is
systems are found under the appropriate system head- on the pilot instrument panel, on the left side of the
ing in this chapter. Refer to fig. 2-6, 2-7, 2-8, 2-9, 2-10, indicator (fig. 2-47). It is a three-position switch spring
and 2-12 for illustrations of the instrument panels, loaded to center off position labeled FWD and AFT.
canted and center consoles, and overhead switch panel.
2-191. Cruise Guide Indicator System. NOTE
Do not test the cruise guide system with
The cruise guide indicator (CGI) system gives the pilot rotors turning. False indications will result.
a visual indication of actual loads imposed on critical
components of the helicopter dynamic system, The
system allows the pilot to achieve maximum helicopter When the switch is placed from center position to each
utilization under various conditions of payload, altitude, test position, the pointer on the indicator should indi-
airspeed, ambient temperature, and center-of-gravity. cate within the white test band. The white test band
The system consists of strain gages bonded to fixed links indicates proper system operation.
in the forward and aft rotor controls, an indicator, a When the test function is activated, circuits from the
signal processor unit in the aft pylon, a signal condi- strain gages to the indicator are tested. However, sep-
tioner unit in the forward pylon, and interconnecting aration of the bond of the strain gage to a link will not
wiring. The system measures alternating stress loads at be detected by the test function. The narrow white line
each rotor and displays the larger of the two signals. towards the high end of the striped red-and-yellow band
Power to operate the cruise guide indicator system is is used for calibrating the indicator during bench test.
supplied by No. 2 DC bus through the CRUISE GUIDE
circuit breaker on the No. 2 PDP. 2-194. Airspeed Indicator.
2-192. CRUISE GUIDE Indicator. The CRUISE There are two airspeed indicators located on the upper
GUIDE indicator is on the pilot instrument panel (fig. left portion of the copilot and pilot instrument panel
2-47). Three bands are displayed on the dial face of the (fig. 2-8 and 2-10). The difference between dynamic
indicator. These bands are colored green, yellow, and pressure and static pressure as measured by the pitot
striped red-and-yellow, Refer to fig. 5-1 for limitations. static system is introduced into these instruments. Indi-
Immediate corrective action must be taken to reduce cated airspeed is shown in knots.
2-195. Altimeter.
An AIMS altimeter is provided for the pilot (fig. 2-48).
In the term AIMS, the A stands for Air Traffic Control
Radar Beacon System (ATCRBS), the I stands for
identification friend or foe (IFF), the M represents the
Mark XII identification system, and the S means system.
A pneumatic counter-drum-pointer type altimeter is
installed for the copilot. The pilot’s altimeter is a
pneumatic counter-drum-pointer type which is a self-
contained unit consisting of a precision pressure altim-
eter combined with an altitude encoder.
Simultaneously, the display indicates and the encoder
transmits through the transponder the altitude of the
helicopter. Altitude is displayed on the altimeter by a
10,000-foot counter, and a 100-foot drum. A single
pointer indicates hundreds of feet on a circular scale
with 50-foot center markings. Below 10,000 feet, a
diagonal warning symbol will appear on the 10,000 foot
counter. Power to operate the AIMS altimeter is sup-
plied by the No. 2 DC bus through the NAV AIMS ALT
A barometric pressure setting knob is provided to insert
Figure 2-47. Cruise Guide Indicator the desired altimeter setting in inches of Hg. A vibrator
2-72
TM 55-1520-240-10
b. Check that the pilot’s altimeter indicates within

±70 feet of field elevation. If the altimeter error is
greater than ±70 feet, do not use the altimeter for IFR
flight.
2-197. In Flight Operation - Altimeter.
Operate the AIMS altimeter encoding function as fol-
lows:
a. Be sure the IFF set is on and set to the proper
code.
b. Be sure the altimeter is set to the local altimeter
setting.
c. Set the M-C (mode c) switch on the IFF control
panel to ON.
d. Check that the red CODE OFF flag is not visible in
the pilot’s altimeter.
The copilot’s altimeter is a pneumatic counter-drum-
pointer type which displays altitude in the same manner
as the pilot’s altimeter. It also incorporates a barometric
pressure setting knob and an internal vibrator powered
Figure 2-48. AIMS Altimeter by the No. 2 DC bus. A minimum of 1 minute of vibrator
operation is required before setting or checking the
powered by No. 2 DC bus is contained in the altimeter altimeter.
and requires a minimum of 1 minute warmup before
checking or setting the altimeter. If DC power to the At ambient pressure, both altimeters should agree
altitude encoder is lost, a warning flag placarded CODE within ±70 feet of the field elevation when the proper
OFF appears in the upper left instrument dial. barometric pressure setting is set in the altimeter. If the
The flag indicates that the altitude encoder is inopera- internal vibrator of either altimeter becomes inopera-
tive and that the system is not reporting altitude to tive due to DC power failure, the pointer drum may
ground stations. The CODE OFF flag monitors only the momentarily hang up when passing from 9 through 0
encoder function of the altimeter. It does not indicate (climbing) or from 0 to 9 (descending). This will cause a
transponder condition. The AIMS altitude reporting lag of magnitude which will depend on the vertical
function can be inoperative without the CODE OFF velocity of the aircraft and the friction in the altimeter.
flag showing, as in case of transponder failure or
improper control settings. It is also possible to get a 2-198. Radar Altimeter (AN/APN-209A). Radar al-
good Mode C test on the transponder control with the timeters are provided for the pilot and copilot (fig.
CODE OFF flag showing. Display of the CODE OFF 2-49). The altimeters provide a continuous indication of
flag only indicates an encoder power failure or a CODE the height of the helicopter above the surface from 0 to
OFF flag failure. In this event, check that DC power is 1,500 feet. Altimeter indications are reliable with pitch
available and that the circuit breakers are in. If the flag and roll attitude up to 45°.
is still visible, radio contact should be made with a Altitude is displayed by a dial, pointer, and by a digital
ground radar site to determine whether the AIMS display. Each altimeter has HI and LO caution lights.
altitude reporting function is operative. The remainder The caution lights on each altimeter can be set inde-
of the flight should be conducted accordingly. pendently of the other altimeter. The caution lights are
2-196. Preflight Operation - Altimeter. set by rotating the LO SET and HI SET knobs until the
L index and H index on the perimeter of the altimeter
If the AIMS altimeter encoding function is to be used are at the desired altitudes.
during a flight, perform the following steps before
takeoff When the helicopter descends below the low index
setting or rises above the high index setting, the corre-
CAUTION
sponding HI or LO caution light will illuminate. If
If the baroset knob binds or sticks, do not helicopter altitude exceeds 1,500 feet, pitch or roll angle
use excessive force to set the altimeter. Ex- exceeds 45°, or the system is unreliable, the following
cessive force can damage altimeter gears, will occur. The OFF flag will appear, the pointer will
resulting in altimeter error. Settings can move through 1,500 feet behind the dial mask, and the
sometimes be made by backing off the knob
digital display and LO and HI caution lights will extin-
and turning at a slower rate. guish.
If power to the system is lost, the following will occur.
a. Set the pilot’s altimeter to the field barometric The OFF flag will appear, the digital display and
setting. caution lights will go out, and the pointer will remain at
2-73
TM 55-1520-240-10
Figure 2-49. Radar Altimeter (AN/APN-209)

the last valid indication when power was lost. The CONTROLS/
altimeters have a self-test feature. Pressing the PUSH- INDICATOR FUNCTION
TO-TEST knob will cause the pointer and digital dis- LO set index Indicates altitude trip
play to indicate between 900 and 1,100 feet. If LO set point for LO caution light.
and HI set are indexed below 900 feet, the LO caution HI set index Indicates altitude trip
light goes out, and the HI caution light comes on. Power
point for HI caution light.
to operate the radar altimeter is supplied by the No. 2
DC bus through the NAV RAD ALT circuit breaker on Indicator pointer Indicates absolute altitude
the No. 2 PDP. from 0 to 1,500 feet.
Digital indicator Provides direct reading
2-199. Controls and Function, Radar Altimeter
four digit indication of
(AN/APN-209A).
absolute altitude from 0
to 1,500 feet.
CONTROLS/ LO caution light Comes on when helicop-
INDICATOR FUNCTION ter descends below alti-
tude on LO set index.
LO SET knob Either pilot’s LO SET HI caution light Light comes on when heli-
knob applies power to copter rises above altitude
altimeter system. LO set on HI set index.
index on both altimeters OFF flag
can be set independently. Flag is displayed when
Both LO set indices must power is removed from
set, when indications are
be masked to turn the set
off. unreliable, or when alti-
tude exceeds approxi-
HI SET knob Sets position of HI set mately 1,500 feet.
index and tests altimeter
system when pressed.
2-74
TM 55-1520-240-10
CONTROLS/
INDICATOR FUNCTION CAUTION
RAD ALT dimming On right side of both in When operating over dense foliage, the radar
controls strument panels. altimeters will indicate the altitude to the tops of
Controls light intensity the trees. When operating over sparse foliage,
of digital display and HI the altimeters may indicate the altitude between
and LO caution light. the ground and about half the average tree
height, depending on ground speed. When
2-200. Normal Operation - Radar Altimeter (AN/APN- external cargo is carried, the radar altimeter may
209A). occasionally indicate the distance between the
bottom of the helicopter and the load.
a. Starting.
(1) Set RAD ALT dimming control to desired
(1) Rotate the LO SET knob on the pilot’s digital display light level.
altimeter until the LO index is at 100 feet. Rotate the HI
set knob until the HI index is at 800 feet. Allow 1 minute (2) Set HI and LO indexes as desired. If HI or
for warmup. LO indexes are not desired, set the LO index at 0 feet or the
HI index above 1, 500 feet.
(2) Check for the following indications:
2-200.1. RADAR ALTIMETEIR AN/APN-209( )) Altitude
(a) The pointers indicate between 0 and 2 feet. Voice Warning System (AVWS). (If Installed by
(b) The digital displays indicate between 0 and 2 MWO 1-1520-240-50-61)
feet.
(c) LO caution light is on. The RT-I 115F/APN-209 Altitude Voice Warning System
(d) HI caution light is off. (AVWS) consists of a panel mounted receiver-
(e) OFF flag not in view. transmitter/height indicator (RT-1115F/APN-209) and two
flush-mounted antennas. When installed, the height
b. Testing. indicator is mounted in the pilot instrument panel.
(1) Press and hold the PUSH-TO-TEST knob.
Check for the following indications: The face of the altitude voice warning radar altimeter (RT-11
15F/APN-209) is exactly the same as that of the visual only
(a) OFF flags not in view. AN/APN-209A radar altimeter, with the operation being the
(b) Pointers indicate between 900 feet and same as outlined in section 2-198. The difference is only
1,100 feet. internal. A transmitter added internally sends out an aural
(c) Digital displays read between 900 feet warning to the pilot, copilot, and flight engineer interphone
and 1,100 feet. station ICS panels when the helicopter descends below the
(d) LO caution light is off. low index setting or rises above the high index setting (in
(e) HI caution light is on. addition to the LO or HI caution lights).
(2) Release the PUSH-TO-TEST knob. Check NOTE

that all indications return to those specified in step a.(2). The voice portion of the system works off a 10
second clock. If a transition is made thru either
NOTE Preset, back to the original warning condition within
The LO caution light may appear to go out. this time frame, the voice warning will stay at its
However, the light will be visible with night vision original volume level.
goggles. In bright daylight, it may be necessary
to shade the indicator to verify operation of the The volume of the aural warning message can be adjusted
dimming control. by the flight crew. On initial transition the volume is always
set to Full. By momentarily pressing the PUSH-TO-TEST
(3) Rotate the RAD ALT dimming control from (PTT) knob once, the message is decreased to 1/2 the
BRT to DIM. Check that the digital display dims and volume. Momentarily pressing the PTT knob a second time
goes out. Check that the LO caution light dims but does disables the aural warning message. Regardless of the
not go out completely. volume level, when the aircraft transitions back through
either Preset (HI or LO) (from caution light Off to On), the
(4) Repeat on copilot’s instrument. volume level of the aural warning message will return to Full.
c. Inflight operation.
Change 6 2-75
TM 55-1520-240-10
2-200.2. Controls and Function, Radar Altimeter (1) Rotate the LO SET knob on the pilot’s altimeter
(AN/APN-209()) (AVWS). until the LO index is at 100 feet. Rotate the HI set knob
until the HI index is at 800 feet. Allow 1 minute for
CONTROLS/ warmup.
INDICATOR FUNCTION (2) Check for the following indications:
LO SET knob The LO SET knob applies (a) The pointers indicate between 0 and 2 feet.
power to altimeter system. LO (b) The digital displays indicate between 0 and 2
set index on both pilot’s feet.
altimeters can be set (c) LO caution light is on.
independently. Both LO set (d) Low altitude warning (“ALTITUDE LOW, TOO
indexes must be masked to LOW") is heard in the headset.
turn the set off. (e) HI caution light is off.
(f) OFF flag not in view.
HI SET knob Sets position of HI set index b. Testing.
when turned. Adjusts the NOTE
warning message volume level Connect monitor headset to the aircraft ICS.
and tests altimeter system
when pressed. (1) On the AN/APN-209( ) indicator, rotate the
and tests altimeter system whenLOSET knob to a point
LO set index Indicates altitude trip point for just above the OFF detent. Adjust HI SET knob to
LO caution light. position the HI index to 100 feet. Allow 1 minute for
warmup. Verify the following:
HI set index Indicates altitude trip point for
HI caution light (a) The indicator pointer reads 0 to 2 feet.
(b) The digital display reads 0 to 2 feet.
Indicator pointer Indicates absolute altitude from (c) LO caution light is off.
0 to 1, 500 feet. (2) Verify low altitude warning ("ALTITUDE LOW,
TOO LOW”) is NOT heard in the headset.
Digital indicator Provides direct reading four (3) Adjust LO index to approximately 10 feet
digit indication of absolute position on indicator. Verify the following:
altitude from 0 to 1,500 feet. (a) The LO warning lamp is illuminated.
(b) The low altitude warning, “ALTITUDE
LO caution light Comes on when helicopter LOW, TOO LOW" is heard, clear and distinctly, in
descends below altitude on LO headset and at FULL volume. Audio warning repeat
set index. interval is 10 (+1) seconds. Momentarily press the
PUSH- TO-TEST knob once and verify the message is
HI caution light Light comes on when at ½ volume. Momentarily press the PUSH-TO-TEST a
helicopter rises above altitude second time and verify the warning message is OFF.
on HI set index. (c) Reset the LO index to a point just above
the OFF detent. Check that system is still functional and
OFF flag Flag is displayed when power LO warning lamp is extinguished. Wait 11 seconds
is removed from set, when before proceeding to the next step.
indications are unreliable, or (4) Readjust the LO index to approximately 10 feet
when altitude exceeds position on indicator. The LO warning lamp is
approximately 1,500 feet. illuminated and the low altitude warning, “ALTITUDE
LOW, TOO LOW”, is audible at FULL volume.
RAD ALT dimming On right side of both controls (5) Press and hold the PUSH-TO-TEST knob to
instrument panels. Controls actuate the PUSH-TO-TEST condition. Verify the
light intensity of digital display following:
and HI and LO caution light. (a) OFF flags not in view.
(b) Pointers indicate between 900 feet and
2-200.3 Normal Operation - Radar Altimeter 1,100 feet.
(AN/APN-209()) (AVWS). (c) Digital displays read between 900 feet and
a. Starting. 1,100 feet.
NOTE (d) LO caution light is off.
Connect monitor headset to the aircraft ICS.
2-76 Change 6
TM 55-1520-240-10
(e) HI caution light is on. 2-201. VERTICAL SPEED Indicator.

(f) The high altitude warning, "ALTITUDE Two VERTICAL SPEED indicators are on the instrument
HIGH, CHECK ALTITUDE’, is audible (Full volume) at panel (fig. 2-8 and 2-10). They indicate the rate of climb
10 second intervals throughout the test. based on the rate of change of atmospheric pressure. The
indicator is a direct-reading pressure instrument requiring
(6) Release the PUSH-TO-TEST knob. Check that no electrical power for operation.
all indications return to those specified in step b.(4).
2-202. Attitude Indicator.
NOTE Two attitude indicators are on the instrument panel (fig. 2-
The LO caution light may appear to go out. 8 and 2-10). The attitude indicators have been specifically
However, the light will be visible with night tailored for the flight characteristics of a helicopter by the
vision goggles. In bright daylight, it may be inclusion of an electrical trim capability in the roll axis in
necessary to shade the indicator to verify opera- addition to the standard pitch trim. Normal flight attitudes
tion of the dimming control. of helicopters, defined by fixed amounts of roll as well as
pitch, are easily trimmed unto this indicator, and optimum
(7) Rotate the RAD ALT dimming control from operation of the helicopter in an attitude such as hover is
BRT to DIM. Check that the digital display dims and facilitated. Degrees of pitch and roll are indicated by
goes out. Check that the LO caution light dims but does movement of a universally mounted sphere painted optical
not go out completely. black and light gray to symbolize earth and sky, with a
(8) Set gain controls on the pilot, copilot, and horizon line separating the two colors. To adjust the
flight engineer interphone station C-6533/ARC ICS’s to miniature aircraft in relation to pitch, use the lower knob.
the minimum (counter-clockwise) position. Repeat steps The pitch adjustment range is about 20o nose up and 20o
(3) thru (5). Verify that the voice warning audio is nose down. To compensate attitude in the roll axis, use the
discernable in the headset at all three stations. upper knob. The roll adjustment range is about 8o
minimum in either direction.
c. Inflight operation.
NOTE
CAUTION
Rapid rotation of the pitch and roll trim knobs on
When operating over dense foliage, the radar the attitude indicator may cause abrupt pitch and
altimeters will indicate the altitude to the tops roll attitude changes with AFCS on.
of the trees. When operating over sparse
foliage, the altimeters may indicate the altitude The indicator incorporates integral lighting. The pilot and
between the ground and about half the average copilot attitude indicators should erect within 30 to 90
tree height, depending on ground sped. seconds after electrical power is applied. Power to
When extend cargo is carried, the radar operate the attitude indicator gyms is supplied by the No.
altimeter may occasionally indicate the dis- 1 and No. 2 AC bus through the NAV PILOT VGI and
tance between the bottom of the helicopter and NAV COPLT VGI circuit breakers on the No. 1 and No.
the load 2 PDP.
(1) Set RAD ALT dimming control to desired 2-203. Pilot and Copilot Attitude Indicator (VGI)
digital display light level. switch.
(2) Set HI and LO indexes as desired. If the A VGI switch is on the instrument panel below each
helicopter exceeds one of these indexes, an aural warning attitude indicator (fig. 2-8 and 2-10). The switch is
message will be heard at full volume initially, hut the labeled NORM and EMER. When the switch is at
volume level can be decreased by one-half (1/2) by
pressing the PUSH-TO-TEST once or inhibited by press-
ing PUSH-TO-TEST a second time. If HI or LO indexes
are not desired. set the LO index at O feet or the HI index
above 1,500 feet.
Change 9 2-76.1
TM 55-1520-240-10
NORM, each attitude indicator operates from a sepa- a. SELECT Button. It allows the selection of any of
rate gyro. If either the pilot or the copilot gyro fails, three modes on the four-digit display: GMT. LT (local
signaled by the OFF flag on the indicator, manual time), or ET (elapsed time). The six-digit display shows
switching to the remaining gyro is accomplished by GMT only.
placing the respective VGI switch to EMER. The
switching of the gyros from NORM to EMER operation b. CONTROL Burton. It is used to set the rime
is accomplished by a gyro transfer relay. Failure of the selected on the four-digit display. When the CON-
gyro will also result in failure of the associated AFCS. TROL and SELECT buttons are pressed simulta-
Power is supplied by the No. 2 DC bus through the neously, the four-digit display is changed from the
NAV CONT VGI circuit breaker on the No. 2 PDP. normal to the time set mode, and the CONTROL
button is functional.
2-204. Turn and Slip Indicator (4-Minute Type). C. DIM Control Switch. It is used to set the light
Each turn and slip indicator (fig. 2-8 and 2-10) is intensity of the display. At low light settings, the clock
controlled by an electrically actuated gyro. The instru- display is NVG compatible.
ment has a pointer (turn indicator) and a ball (slip Integral alkaline batteries maintain clock operation
indicator). Power to operate the gyros is supplied by the when no aircraft power is applied, but the CONTROL
DC essential bus through the NAV TURN & SLIP and SELECT buttons arc disabled. Power to operate
circuit breakers on the No. 1 and No. 2 PDP. the chronometers is supplied by the DC essential bus
2-205. Magnetic Compass. through the CPLT CLOCK and PLT CLOCK on the
No. 1 PDP and No. 2 PDP.
The magnetic compass is mounted on top of the center
instrument panel glareshield (fig. 2-4). It is a direct 2-208. Normal Operation - CHRONOMETER.
reading instrument requiring no electrical power. It
consists of a compass card mounted on a magnetic 2-209. Setting GMT. Press the SELECT button until
element in a liquid-filled bowl. GMT is selected. Simultaneously press both the SE-
LECT and CONTROL buttons to enter the set mode.
2-206. Free Air Temperature Gauge. The tens of hours digit will start flashing and the
CONTROL button has full control of the flashing digit.
The free air temperature gauge is on the exterior of the Each time the CONTROL button is pressed, the flash-
pilot’s eyebrow window (fig. 2-4). The unit is calibrated ing digit will increment. Once the tenth of hours is set,
in degrees from -70o to +50oC. pressing the SELECT button will select the next digit to
be set. After the last digit has been selected and set with
2-207. CHRONOMETER.
the CONTROL button, press the SELECT button to
Two digital clocks labeled CHRONOMETER are lo- exit the set mode. The annunciator will resume its
cated on the copilot and pilot instrument panels (fig. normal flashing condition to indicate that the GMT
2-50). Each clock has a six-digit GMT (greenwich mean clock is running.
time) display and a four-digit selectable display. A test
mode is provided to check system. A flashing annunci- 2-210. Setting LT. Press the SELECT button until
ator identifies which clock mode has been selected. LT is selected. Simultaneously press both the SELECT
There are three controls on each clock, a SELECT and CONTROL buttons to enter the set mode. The tens
button, a CONTROL button, and a DIM switch. of hours digit will start flashing and the CONTROL
button has full control of the flashing digit. Use the
same sequence as for setting GMT with the exception
that the minutes are already synchronized with the
GMT clock and can not be set when in LT mode.
2-211. Setting ET. The elapsed time allows for count

up or count down modes.
a. Count Up. Press the SELECT button until ET is
selected. Press the CONTROL button to start count up
sequence. The clock will count up to 59 minutes, 59
seconds and then changes to hours and minutes. It will
count up to 99 hours and 59 minutes. Pressing the
CONTROL button again resets the ET to zero.
b. Count Down. Press the SELECT button until ET
is selected. Simultaneously press both SELECT and
CONTROL buttons to enter the set mode. A count
down from any time, not to exceed 59 minutes and 59
seconds, can be set using the same sequence as for
setting GMT. Once the last digit is set, pressing the
SELECT button exits the set mode and the clock is
Figure 2-50. Chronometer ready to start count down. Pressing the CONTROL
2-76.2 Change 6
TM 55-1520-240-10
button will start count down sequence. When the clock 2-5 1.1). Each capsule is labeled with word segments which
reaches zero, an alarm becomes active by flashing the are related to the fault or condition. When a caution capsule
numbers and the ET counter will begin to count up. To reset illuminates, the word segments lettered into the panel are of
the alarm press either the SELECT or CONTROL button. an amber color. When they extinguish, the lettering is not
readable. Tables 2-2 and 2-2.1 contain lists of the word
2-212. Test Mode. To activate the test mode, press and segments displayed on the capsules and their actual mean-
hold the SELECT button for three seconds and all numerical ing and cause.
displays will show an 8 and all annunciators will be active.
An NVG filter is provided for use during NVG operations.
2-213. Master Caution System. The filter fits over the master caution panel and is secured
in place by hook and pile tape at its base. When the filter is
The master caution system provides the pilots with a visual in this position, any light coming from the caution lights
indication of helicopter conditions or faults (fig. 2-51 and will be NVG compatible. For normal operations, the filter is
2-51.1). The components of the systems are the master rotated from its base to a horizontal position, and stowed in
caution panel with NVG filter, two MASTER CAUTION a compartment above the master caution panel.
lights with NVG filters, and a CAUTION LT panel with a
TEST and a BRT-DIM switch. Power to operate and control 2-215. MASTER CAUTION Lights. TWO MASTER
the master caution system is supplied by the DC essential CAUTION lights on the instrument panels indicate that one
bus through the LIGHTING CAUTION PNL circuit breaker or more of the caution capsules have illuminated. On the
on the No. 1 PDP. pilot instrument panel, the caution light is above the
airspeed indicator. On the copilot instrument panel, it is
2-214. Master Caution Panel. The master caution above the altimeter.
panel is on the center instrument panel (fig. 2-51 and
A66987
Figure 2-51. Master Caution System 712
Change 13 2-76.3/(2-76.4 blank)

TM 55-1520-240-10
Table 2-2. Master Caution Panel Capsules 712
WORD SEGMENT EXPLANATION

XMSN OIL HOT Transmission oil temperature is more than 140°C.
XMSN OIL PRESS Transmission main oil pressure is less than 20 psi, or less than 10 psi in the aft rotor shaft.
XMSN AUX OIL PRESS Less than 20 psi auxiliary oil pressure in the forward, or aft transmission or less than 10 psi in the combining transmis-
sion.
NO. 1 ENG OIL LOW Approximately 2 qt of usable oil is remaining in No. 1 engine oil tank.
NO. 2 ENG OIL LOW Approximately 2 qt of usable oil is remaining in No. 2 engine oil tank.
L FUEL PRESS Left fuel pressure is below 10 psi.
R FUEL PRESS Right fuel pressure is below 10 psi.
PWR STEER Steering control has been disabled due to system malfunction or steering limits have been exceeded.
NO. 1 HYD FLT CONTR No. 1 flight control hydraulic system pressure is below 1,800 psi.
NO. 2 HYD FLT CONTR No. 2 flight control hydraulic system pressure is below 1,800 psi.
UTIL HYD SYS Utility hydraulic system pressure is below 1,800 psi.
PARK BRAKE ON Parking brake is on.
NO. 1 RECT OFF Transformer-rectifier has failed or the generator output is interrupted.
NO. 2 RECT OFF Transformer-rectifier has failed or the generator output is interrupted.
NO. 1 GEN OFF No. 1 generator is inoperative or the generator switch is at OFF.
NO. 2 GEN OFF No. 2 generator is inoperative or the generator switch is at OFF.
BATT SYS MAL Battery or battery charging system has failed or the battery has exceeded the safe operating temperature.
EXT PWR This light comes on whenever external power is connected to the bus.
L FUEL LOW Left main fuel tank has approximately 20 percent of fuel remaining.
R FUEL LOW Right main fuel tank has approximately 20 percent of fuel remaining.
HEATER HOT Temperature within heater is greater than 177°C.
MID HOOK OPEN The midcargo hook has been opened, either hydraulically, pneumatically, or manually.
APU ON The APU is up to speed and can be used.
DUAL HOOK FAULT The forward and/or aft hook circuit has an electrical fault and the hook(s) shall not be released electrically.
FWD HOOK OPEN The forward cargo hook has been opened either electrically or manually.
AFT HOOK OPEN The aft cargo hook has been opened either electrically or manually.
NO. 1 AFCS OFF The No. 1 AFCS is off, failed, or DASH is reprogramming.
NO. 2 AFCS OFF The No. 2 AFCS is off, failed, or DASH is reprogramming.
NO. 1 ENG CHIP DET Metal chips in No. 1 engine or engine transmission oil.
NO. 2 ENG CHIP DET Metal chips in No. 2 engine or engine transmission oil.
XMSN CHIP DET Metal chips in the oil of the forward, combining, or aft transmissions or the aft thrust bearing.
NO. 1 ENG N1 CONT No. 1 engine N1 component has failed or the engine condition lever or N1 actuator is not in the STOP, GND, or FLT
position.
NO. 2 ENG N1 CONT No. 2 engine N1 component has failed or engine condition lever or N1 actuator is not in the STOP, GND, or FLT posi-
tion.
NO. 1 ENG XMSN HOT No. 1 engine transmission oil temperature is above about 190°C.
NO. 2 ENG XMSN HOT No. 2 engine transmission oil temperature is above about 190°C.
CM INOP Countermeasures set has failed.
CM JAM Countermeasures set has detected interference from other countermeasures sets or system is being jammed.
Movable NVG filters are attached to the instrument panels Once the malfunction is corrected, the affected caution
to the left of each light. For NVG operations, the filters can capsule will extinguish. The HEATER HOT capsule is an
be rotated over the two MASTER CAUTION lights making exception (Refer to Section X). If either generator is cycled
the lights NVG compatible. After the MASTER CAUTION OFF then ON while another caution capsule is lit, the
light has illuminated and the condition noted, the pilots MASTER CAUTION light may remain illuminated after
should extinguish the MASTER CAUTION light by press- the generator comes back on and the associated GEN OFF
ing (PUSH TO RESET) the face of the light. The MASTER capsule extinguishes. If this occurs, press to extinguish the
CAUTION light is then ready to indicate a subsequent MASTER CAUTION light.
malfunction of a different system.
Change 13 2-77
TM 55-1520-240-10
A73387
Figure 2-51.1. Master Caution/Advisory Panel
2-216. CAUTION LT Panel. The CAUTION LT (cau- b. TEST Switch. When the switch is placed to TEST, all
tion light) panel is located on the center instrument panel the caution capsules on the master caution panel and the two
(fig. 2-51). It comprises of a. BRT-DIM switch and a TEST MASTER CAUTION lights illuminate to facilitate check-
switch. ing the individual capsule lamps. When released to OFF, the
a. BRT-DIM Switch. When the switch is placed to BRT, lamps in the MASTER CAUTION lights and all the caution
the caution capsule will light to full intensity. When moved capsules extinguish. When the PLT INST and CPLT INST
to DIM, the caution capsules will not be as bright. When the lights rotary control switches are active, and the VHF NAV
cockpit dome lights are on white, it is not possible to dim and marker beacon VOL switches are on, the test feature
the master caution panel. If the white dome light is selected will also light all the select legends on the MODE SELECT
while the caution lights are operating on DIM, the caution panel and the MKR BCN indicator lights.
lights will automatically switch to BRT mode of operation.
2-78 Change 13
TM 55-1520-240-10
Table 2-2.1. Master Caution/Advisory Panel Capsules
WORD SEGMENT EXPLANATION

ENG 1 FAIL Power turbine shaft failure, Nl underspeed, or flameout. During engine start this caution is illuminated if the engine
fails to start.
ENG 2 FAIL Power turbine shaft failure, N1 underspeed, or flameout. During engine start this caution is illuminated if the engine
fails to start.
FADEC 1 No. 1 PRI system hard fails.
ENG CONT PWR PTIT is within contingency power range.
FADEC 2 No. 2 PRI system hard fails.
REV 1 No. 1 REV system hard fails.
REV 2 No. 2 REV system hard fails.
ENG 1 OIL LVL Approximately 2 qt of usable oil is remaining in No. 1 engine oil tank.
EAPS 1 FAIL Pressure switch within No.1 EAPS has sensed a pressure differential of 10 psi, indicating a partial blockage of inlet air.
EAPS 2 FAIL Pressure switch within No.2 EAPS has sensed a pressure differential of 10 psi, indicating a partial blockage of inlet air.
ENG 2 OIL LVL Approximately 2 qt of usable oil is remaining in No. 2 engine oil tank.
ENG 1 CHIP DETR Metal chips in No. 1 engine or engine transmission oil.
XMSN OIL HOT Transmission oil temperature is more than 140°C.
XMSN CHIP DETR Metal chips in the oil of the forward, combining, or aft transmissions or the aft thrust bearing.
ENG 2 CHIP DETR Metal chips in No. 2 engine or engine transmission oil.
ENG 1 XMSN HOT No. 1 engine transmission oil temperature is above about 190°C.
XMSN OIL PRESS Transmission main oil pressure is less than 20 psi, or less than 10 psi in the aft rotor shaft.
ENG 2 XMSN HOT No. 2 engine transmission oil temperature is above about 190°C.
L FUEL LVL Left main fuel tank has approximately 20 percent of fuel remaining.
XMSN AUX OIL PRESS Less than 20 psi auxiliary oil pressure in the forward, or aft transmission or less than 10 psi in the combining transmis-
sion.
R FUEL LVL Right main fuel tank has approximately 20 percent of fuel remaining.
L FUEL PRESS Left fuel pressure is below 10 psi.
HTR HOT Temperature within heater is greater than 177°C.
R FUEL PRESS Right fuel pressure is below 10 psi.
RECT 1 Transformer-rectifier has failed or the generator output is interrupted.
BATT SYS MALF Battery or battery charging system has failed or the battery has exceeded the safe operating temperature.
PWR STEER Steering control has been disabled due to system malfunction or steering limits have been exceeded.
RECT 2 Transformer-rectifier has failed or the generator output is interrupted.
GEN 1 No. 1 generator is inoperative or the generator switch is at OFF.
GEN 2 No. 2 generator is inoperative or the generator switch is at OFF.
HYD 1 No. 1 flight control hydraulic system pressure is below 1,800 psi.
CM JAM Counter measures jammer failed.
UTIL HYD SYS Utility hydraulic system pressure is below 1,800 psi.
HYD 2 No. 2 flight control hydraulic system pressure is below 1,800 psi.
AFCS 1 The No. 1 AFCS is off, failed, or DASH is reprogramming.
CM INOP Counter measures inoperative.
DUAL HOOK FAULT The forward and/or aft hook circuit has an electrical fault and the hook(s) shall not be released electrically.
AFCS 2 The No. 2 AFCS is off, failed, or DASH is reprogramming.
APU ON The APU is up to speed and can be used.
EXT PWR This light comes on whenever external power is connected to the bus.
FWD HOOK OPEN The forward cargo hook has been opened either electrically or manually.
PARK BRK ON Parking brake is on.
MID HOOK OPEN The midcargo hook has been opened, either hydraulically, pneumatically, or manually.
AFT HOOK OPEN The aft cargo hook has been opened either electrically or manually.
Change 13 2-79
TM 55-1520-240-10
SECTION XV SERVICING, PARKING, AND MOORING
2-217. General. not available. This usually occurs during cross-country

This section contains instructions on servicing, parking, and flights where aircraft using NATO F-44 (JP-5) are refueled
mooring the helicopter. These instructions include only those with NATO F-40 (JP-4) or Commercial ASTM Type B fuels.
tasks which a flight crew may be expected to perform when When this occurs. engine operating characteristics may
away from a military maintenance support activity. Diagrams change in that lower operating temperature. slower accelera-
and tables are provided depicting servicing points, materials, tion. lower engine speed, easier starting, and shorter range
and walkways. may be experienced. The reverse is true when changing from
F-40 (JP-4) fuel to F-44 (JP-5) or Commercial ASTM Type
2-218. Servicing. A-l fuels.
Safe walkway areas, no step areas, and no hand holds are
depicted in Figure 2-52. Servicing points are depicted in Fig- WARNING
ure 2-53. Table 2-3 lists the approved materials, specifica-
tions and capacities. Table 2-4 lists commercial equivalents To prevent fuel from spilling from the tanks,
for oils. caution should be used when opening fuel caps
2-219. Fuel Types. after pressure refueling or when the aircraft
has been sitting in the sun.
The following describe the various types of fuels:
2-221. Fuel Tanks Servicing.
a. Army Standard Fuels. JP-4 is the Army-designated
primary fuels adopted for worldwide use. The CH-47D helicopter has six fuel tanks, three tanks on each
side. The tanks can be serviced through the single-point
b. Alternate Fuels. These are JP-5, JP-8, and equiva- pressure refueling system or through filler ports in each tank.
lent commercial fuels which can be used continuously with- The single-point method of servicing is preferred. Using this
out power reduction when Army standard fuel is not avail- method, all tanks can be filled, partially filled. or selectively
able. Power setting adjustments and increased maintenance filled in less than 4 minutes. Refer to table 2-3 for individual
may be required when an alternate fuel is used. tank capacities.
c. Emergency Fuels. 100LL (Low Lead) AVGAS (avi-
2-222. Single-Point Pressure Refueling.
ation gasoline) is authorized for use as an emergency fuel with The pressure refueling control panel and nozzle receptacle
operation not to exceed 6 hours cumulative time. are on the right side of the helicopter above the forward land-
2-220. Use of Fuels. ing gear (fig. 2-25). Thelanding gear access cover must be
opened to expose the panel and receptacle. A nozzle ground-
Consult TB 55-9150-200-24 for use of fuel and substitute data
ing adapter is located on the structure adjacent to the recep-
as applicable for turbine engine aircraft. (Refer to tables 2-3,
tacle.
2-5, and 2-6).
a. Be sure the helicopter is at least 50 feet from any han-
a. There is no special limitation on the use of Army stan-
gar or structure.
dard or alternate fuel. Certain limitations are imposed when
emergency fuels are used. For record purposes. fuel mixtures b. Be sure the refueling unit is at least 10 feet from the
shall be identified as to the major component of the mixture. helicopter.
b. The use of kerosene fuels (JP-5 or JP-8 type) in turbine c. Electrically ground the helicopter and refueling unit
engines dictates a need for special precautions. Ground starts as follows:
and air restarts at low temperature may be more difficult due (1) Connect one end of ground cable to the aft landing
to low vapor pressure. gear eyebolt or to the jack on the right side of the fuselage at
c. When changing from one type of authorized fuel to sta 115. Connect the other end to a grounding rod or ramp
another - for example, JP-4 to JP-5 or JP-8- it is not neces- ground point. Be sure the cable has no broken strands and the
sary to drain the aircraft fuel system before adding the new clips are securely attached to the cable and ground points
fuel. (2) Be sure the fueling unit is grounded to the same
d. Fuels having the same NATO code number are inter- ground point as the helicopter.
changeable. Jet fuels conforming to ASTM-3-1655 speciftca- d. At the cockpit overhead FUEL CONTR panel set
tion may be used when MIL-T-5624 or MIL-T-83133 fuels are REFUEL STA switch to ON.
2-80 Change 9
TM 55-1520-240-10
Figure 2-52. No Step, No Handhold, and Walkway Areas
2-81
TM 55-1520-240-10
1. Brake accumulator 8. Hydraulic systems fill module 14. Engine and combining transmission oil
2. Gravity fuel filler 9. Power steering and swivel lock level indicator and filler
3. Engine oil level indicator and filler accumulator 15. No. 1 flight control system
(Typical) 10. Fuel tank drain valve accumulator
4. APU start accumulator 11. Aft transmission 16. Forward transmission oil level indica-
5. APU start module accumulator 12. No. 2 flight control systems tor and filler
6. APU accumulator 17. Pressure refueling system filler and
7. Tire 13. Utility reservoir pressurization control panel
accumulator
Figure 2-53. Servicing Diagram (Sheet 1 of 4)
2-82
TM 55-1520-240-10
2-83
TM 55-1520-240-10
2-84
TM 55-1520-240-10
2-85
TM 55-1520-240-10
Table 2-3. Servicing

CAPACITY
SERVICEABLE ITEM MATERIAL SPECIFICATION (See note A)
L Main Tank JP-4, JP-5 MIL-T-5624 278 Gallons
R Main Tank or JP-8 MIL-T-83133 274 Gallons
L Fwd Aux Tank JP-4, JP-5 MIL-T-5624 122 Gallons

R Fwd Aux Tank or JP-8 MIL-T-83133 119 Gallons
L Aft Aux Tank JP-4, JP-5 MIL-T-5624 118 Gallons

R Aft Aux Tank or JP-8 MIL-T-83133 117 Gallons
ERFS II Tank 1, JP-4, JP-5 MIL-T-5624 825.5 Gallons

2, or 3 or JP-8 MIL-T-83133 825.5 Gallons
Each Engine Oil Tank Lubrication Oil MIL-L-23699 or MIL-L-7808 12 Quarts

(See note C)
APU Engine Oil Lubrication Oil MIL-L-7808 or MIL-L-23699 3 Quarts

(See note C)
Forward Transmission Lubrication Oil DOD-L-85734 or MIL-L-23699 26 Quarts

(See note C)
Aft Transmission Lubrication Oil DOD-L-85734 or MIL-L-23699 41 Quarts

(See note C)
Combining Transmission Lubrication Oil DOD-L-85734 or MIL-L-23699 20 Quarts

(See note C)
Engine Transmission (each) Lubrication Oil DOD-L-85734 or MIL-L-23699 10 Quarts

(See note C)
Each Flight Control System Reservoir Hydraulic Fluid MIL-H-83282 (See note B) 2 Quarts
Utility Hydraulic System Reservoir Hydraulic Fluid MIL-H-83282 (See note B) 6 Quarts
Rotor Head Oil Tanks Lubrication Oil MIL-L-7808 As Required
Shock Absorbers and Landing Gear Shock Struts Hydraulic Fluid MIL-H-5606 As Required
Swashplates Grease MIL-G-81322 As Required
Tires–8.50 x 10 Type III, Forward and Aft Air/Nitrogen 88 PSI
Accumulators Air/Nitrogen BB-N-411
Apu Start
Brakes
Power Steering/Swivel Lock
Signal Accumulator
Utility Reservoir
No. 1 and No. 2 Flight Control
WARNING
Synthetic oils, such as MIL-L-23699, DOD-L-85734 and MIL-L-7808, may soften paint or stain
clothing upon contact. If synthetic oil is spilled on painted surfaces, those surfaces should be
cleaned immediately. Skin should be thoroughly washed after contact and saturated clothing should
be removed immediately. Prolonged skin contact with synthetic oils may cause a skin rash. Areas
where synthetic oils are used should have adequate ventilation to keep mist and fumes to a mini-
mum.
NOTES: A. These are maximum capacities which include residual and trapped oil. Servicing capaci-
ties will be less.
B. Hydraulic fluid MIL-H-5606 may be used when MIL-H-83282 is not available.
C. When FAT is below –32C, use MIL-L-7808.
2-86 Change 14
TM 55-1520-240-10
Table 2-4. Equivalent Oils and Hydraulic Fluids
APPROVED DOMESTIC COMMERCIAL OILS FOR MIL-L-23699
Manufacturer’s Designation:
PQ Turbine Lubricant 6423/6700/3889/C3788/9598
Brayco 8991899-G
Castrol 5000
EMGARD Synthesized Turbine Lubricant 2592/2949
EXXON 2380
ESSO Turbo Oil 2830
HATCOL 3211/3611/1639/1680
Mobil RM-139A/147A/247A/246A/249A/250A/270A
Royco 899/899B/899C/899HC/899E-11899E-2
Aeroshell Turbine Oil 500
Stauffer Jet II E-7603
APPROVED DOMESTIC COMMERCIAL FLUIDS FOR MIL-H-5606
PQ 2890/2863/2903/2905/2950/4140/3808/4328
Mobil Aero HFD
Stauffer Aero Hydroil 500
Brayco 757B/756F/756ES/756E
Brayco Micronic 756ES
TEXACO Aircraft Hydraulic Oil 15/TL-1071 1
Chevron Aviation Hydraulic Fluid D PED 5225
Penreco Petrofluid 4606/4146/4607
Royco 756C/756D/756E
Castrol Hyspin A
Aeroshell Fluid 41
APPROVED DOMESTIC COMMERCIAL FLUIDS FOR MIL-H-63282
Royco 782 E-1/782 E-2
Gulf TS-741
Brayco Micronic 882/882A
Royco 782/782-1/782-2
Aeroshell Fluid 31
American Oil PQ3883/4219/4401B/4627/4268/4362C/4401/4401A/4923/4908
Emery 2946A/2942/2857/2858
HATCOL 4283/4284/4285
Penreco Petrofluid 822
APPROVED DOMESTIC COMMERCIAL FLUIDS FOR MIL-L-7808
Aeroshell Turbine Oil 308
American Oil PQ Turbine Oil 8365/9900/4236
Castrol 399
Brayco 880
EXXON Turbo Oil 2389/2391
HATCO 1278/1280
Mobil RM-272A/248A
Royco 808H/808HC
Technolube SYN TURBO No. 3
2-87
TM 55-1520-240-10
Table 2-5. JP-4 Equivalent Fuel
JP-4 EQUIVALENT FUELS

MILITARY FUEL
U.S. JP-4 (MIL-T-5624)
NATO F-40 (Wide cut type)
COMMERCIAL FUEL (ASTM-D-1655) JET B*
American Oil Co. American JP-4
Atlantic Richfield, Richfield Div. Arcojet B
B.P. Trading B.P.A.T.G.
Caltex Petroleum Corp. Caltex Jet B
Chevron Chevron B
Continental Oil Co. Conoco JP-4
EXXON Co., USA EXXON Turbo Fuel B
Gulf Oil Gulf Jet B
Mobil Oil Mobil Jet B
Phillips Petroleum Philjet JP-4
Shell Oil Aeroshell JP-4
Texaco Texaco Avjet B
Union Oil Union JP-4
FOREIGN FUEL (F-40)
Belgium BA-PF-2B
Canada 3GP-22F
Denmark JP-4 MIL-T-5624
France Air 3407 A
Germany (West) VTL-9130-006
Greece JP-4 MIL-T-5624
Italy AA-M-C-1421
Netherlands JP-4 MIL-T-5624
Norway JP-4 MIL-T-5624
Portugal JP-4 MIL-T-5624
Turkey JP-4 MIL-T-5624
United Kingdom (Britain) D. Eng RD 2454
* Commercial fuel such as ASTM-D-1655 not containing a icing inhibitor per MIL-I-27686 (commercial name is “PRIST”). Use PRIST in ac-
cordance with instructions on the can. Anti-icing and Biocidal Additive for Commercial Turbine Engine Fuel - The fuel system icing inhibitor
shall conform to MIL-L-27686. The additive provides anti-icing protection and also functions as a biocide to kill microbial growths in helicop-
ter fuel systems. Icing inhibitor conforming to MIL-I-27686 shall be added to commercial fuel not containing an icing inhibitor during refuel-
ing operations, regardless of ambient temperatures. Refueling operations shall be accomplished in accordance with accepted commercial pro-
cedures. Commercial product PRIST conforms to MIL-I-27686.
2-88
TM 55-1520-240-10
Table 2-6. JP-5 and JP-8 Equivalent Fuel
JP-5 AND JP-8 Equivalent FUELS

MILITARY FUEL
U.S. JP-5 (MIL-T-5624) JP-8 (MIL-T-83133)
NATO F-44 F-34
COMMERCIAL FUELS (ASTM-D-1655) JET A/JET A-1*
American Oil Co. American type A
Atlantic Richfield ArcoJet A Arcojet A-1
Richfield Div. Richfield A Richfield A-1
B.P. Trading B.P.A.T.K.
Caltex Petroleum Corp. Caltex Jet A-1
Chevron Chevron A-50 Chevron A-1
Cities Service Co. CITGO A
Continental Oil Co. Conoco Jet-50 Conoco Jet-60
EXXON Co., USA EXXON A EXXON A-1
Gulf Oil Gulf Jet A Gulf Jet A-1
Mobil Oil Mobil Jet A Mobil Jet A-1
Phillips Petroleum Phillijet A-SO
Shell Oil Aeroshell 640 Aeroshell 650
Sinclair Superjet A Superjet A-1
Standard Oil Co. Jet A Kerosene Jet A-1 Kerosene
Texaco Avjet A Avjet A-1
Union Oil 76 Turbine Fuel
FOREIGN FUELS (NATO F-44)

Canada 3-GP-24e
West Germany UTL-9130-007/UTL-9130-0l0
Italy AMC-143
Netherlands D. Eng RD 2493
United Kingdom (Britain) D. Eng RD 2498
* Commercial fuel such as ASTM-D-1655 not containing a icing inhibitor per MIL-I-27686 (commercial name is “PRIST’). Use PRIST in ac-
cordance with instructions on the can. Anti-icing and Biocidal Additive for Commercial Turbine Engine Fuel - The fuel system icing inhibitor
shall conform to MIL-L-27686. The additive provides anti-icing protection and also functions as a biocide to kill microbial growths in helicop-
ter fuel systems. Icing inhibitor conforming to MIL-I-27686 shall be added to commercial fuel not containing an icing inhibitor during refuel-
ing operations, regardless of ambient temperatures. Refueling operations shall be accomplished in accordance with accepted commercial pro-
cedures. Commercial product PRIST conforms to MIL-I-27686.
2-89
TM 55-1520-240-10
CAUTION (2) Set the ALL TEST switch to FLOW.

Be sure the fueling station fuel quantity (3) Rotate the FUEL QUANTITY selector
indicator is operating before pressure fuel- switch to the tank to be filled. The indicator pointer will
ing. If the indicator is not operating, the fuel indicate tank fuel quantity.
shutoff valves cannot be checked properly (4) Set the FUEL CELL SHUTOFF VALVE
and fuel cell overpressurization may result. TEST switch of the tank to be filled to FLOW.
(5) Open the flow control valve.
e. Open the right forward landing gear access panel
and perform the following check: (6) When the desired fuel level is reached, set
the FUEL CELL SHUTOFF VALVE TEST switch to
(1) Set the PWR switch to ON. Check that both PRI OFF.
REFUEL VALVE POSN lights momentarily illumi-
nate, then extinguish. If either light illuminates and (7) Repeat steps (3), (4), and (6) on each tank
does not extinguish, the associated refueling valve has until the desired amount of fuel is in each tank.
failed and fuel will not flow into that aft auxiliary tank. (8) Close the flow control valve and disconnect
If the fuel in this tank is required to complete the the nozzle and ground cable.
mission, notify maintenance.
i. Set the PWR switch to OFF. Check that the
(2) If required, set the LIGHT switch to ON. REFUEL VALVE POSN lights momentarily illumi-
(3) Set the FUEL QUANTITY selector switch to nate, then extinguish. If either light does not illuminate
TOTAL. on, then extinguish, the fuel in that aft auxiliary tank is
unusable. Notify maintenance.
(4) Set the ALL TEST switch to PRI OFF.
(5) Connect the grounding wire to the grounding j. Close the landing gear access door.
receptacle and connect the fueling nozzle to the adapter. k. Remove ground cables from the helicopter.
CAUTION l. Set the REFUEL STA switch on the FUEL
CONTR overhead panel to OFF.
If either the primary or secondary float
switch for any tank is inoperative, do not CAUTION
pressure refuel that tank unless the fuel cap
is removed to prevent possible fuel cell over- Perform steps m., n., and o. if helicopter will
pressurization. If both switches are inopera- not be operated immediately. Failure to do
tive, do not pressure refuel the helicopter. In so could result in refuel manifold seepage
addition, if both float switches are inopera- caused by fuel expansion.
tive for either main tank, the system must be
repaired before flight to prevent fuel cell
overpressure. m. APU – Start (refer to Chapter 8). Place APU
GEN switch to ON or apply AC external power.
(6) Open the flow control valve on the nozzle. n. Operate the forward boost pump on either main
Check that fuel flow stops within 4 seconds. A small tank for about two minutes.
amount of fuel will continue to flow through the open
secondary ports. o. Place APU GEN switch to OFF, APU switch to
(7) Set the ALL TEST switch to SEC OFF. OFF, or disconnect the external power.
Check that fuel flow stops within 4 seconds. A small 2-223. Gravity Refueling. Perform the following
amount of fuel will continue to flow through the open steps:
primary ports.
f. If all tanks are to be filled, set the ALL TEST a. Be sure the helicopter is at least 50 feet from any
switch to FLOW. All tanks will now fill independently. hangar or structure.
Rotate the FUEL QUANTITY selector switch, check- b. Be sure the fueling vehicle is at least 10 feet from
ing each tank for proper fill and quantity. Shutoff valves the helicopter.
in each tank will close and stop fuel flow as each tank
fills. c. Electrically ground the helicopter as follows:
g. When refueling is complete, close the flow control (1) Connect one end of an approved ground
valve. cable to the aft landing gear eyebolt or to one of the
jacks on the side of the fuselage. Grounding jacks are
h. If tanks are to be partially or selectively filled, be located at sta. 115 on the RH side and sta. 530 on the
sure to perform steps e.(6) and e.(7), then proceed as LH side in the fuselage skin. Connect the other end to
follows: a grounding rod or ramp ground point. Make sure the
(1) Set the six FUEL CELL SHUTOFF VALVE cable has no broken strands and the clips are securely
TEST switches to PRI OFF. attached to the cable and ground points.
2-90
TM 55-1520-240-10
(2) Make sure the fueling unit is grounded to the b. Fuel hose from refueling source – Connect to aircraft
same ground rod or ground point as the helicopter. single-point pressure refueling connection.
(3) Before opening the filler cap, ground the nozzle c. Single-Point Pressure Refueling Hose Assembly –
to the ground jack directly above the fuel tank filler. Unisex valve at the ERFS II tank – OPEN.
d. When the fuel is at the desired level, remove the d. Manual FUEL/DEFUEL VALVE at each tank
nozzle. Secure the filler cap. Then, disconnect the nozzle assembly – OPEN.
ground wire.
e. REFUEL STA switch located on the overhead FUEL
e. Remove the ground connection. If the helicopter is
CONTR Panel – ON.
to remain parked, do not disconnect the helicopter
ground. f. REFUEL VALVE switch on the ERFS II Fuel Control
Panel OPEN. IN TRANSIT light will briefly illuminate.
2-223.1. ERFS II Refueling.
Refueling the ERFS II tanks is performed by either single g. Refuel the ERFS II tanks. Fuel flow will automatically
point pressure refueling or gravity refueling. stop when tanks are full.
h. FUEL QUANTITY switch – Set to 1, 2, 3, and TOTAL
WARNING to confirm tanks and system contain desired fuel
quantities.
The manually operated fuel/defuel vent valve
on each tank must be placed in the closed i. REFUEL VALVE switch – CLOSE. IN TRANSIT light
position following pressure refueling. Fail- will briefly illuminate.
ure to do so could permit significant fuel leak-
age in the event of a crash and the vent self- WARNING
sealing breakaway valve fails to actuate.
The manually operated fuel/defuel valve
CAUTION must be placed in the closed position follow-
ing pressure refueling. Failure to do so could
If the fuel/vent valve is not opened, the tank
permit significant fuel leakage in the event of
cannot be pressure refueled.
a crash and the vent self-sealing breakaway
a. Single Point Pressure Refueling. The ERFS II tanks valve fails to actuate.
are single point pressure refueled from a connection at the
motorized gate valve. The motorized gate valve must be j. Manual FUEL/VENT VALVE at each tank assembly
open to pressure refuel and is controlled by the refuel – CLOSED.
valve switch on the ERFS II fuel control panel located on k. Single-Point Pressure Refueling Hose Assembly –
the forward most ERFS II tank installed. The fuel transfer Unisex valve at the ERFS II tank – CLOSE.
hose is connected to the forward interconnecting ERFS II l. Fuel hose from refueling source – Disconnect from
fuel manifold. Fuel from the transfer hose passes through aircraft single-point pressure refueling connection.
the breakaway valve and the manual fuel/defuel valve to
the lower fuel/shutoff valve in the tank bottom. m. Electrical ground – Disconnect electrical ground
from refueling source to the aircraft.
CAUTION 2-223.3. Gravity Refueling.
The operator must exercise caution to avoid a. Electrical ground – Connect electrical ground from
ERFS II tank overflow during gravity refuel- refueling source to aircraft.
ing. There is no automatic fuel flow shutoff.
b. Gravity Refueling. If pressure refueling of ERFS II b. Grounding Cable on each ERFS II tank – Check
tanks is not performed or prevented, each tank can also connection security.
be gravity filled through the gravity filler opening on the top c. Filler Cap – Remove.
of each tank. To gravity fill, the crashworthy filler cap is d. Service tank.
removed and external fuel source nozzle is inserted and
the tank is filled. Low pressure flow rates must be CAUTION
maintained as venting of vapors bypass the filler opening The operator must exercise caution to avoid
and the fuel/defuel vent valve is closed during this ERFS II tank overflow during gravity refuel-
operation. Because fuel is not entering the tank through ing. There is no automatic fuel flow shutoff.
the fuel/defuel line, the high level shutoff valve has no
effect stopping the fuel flow into the tank. e. FUEL QUANTITY switch – Set to 1, 2, 3, TOTAL to
confirm tanks and system contain desired fuel quantities.
2-223.2. Single Point Pressure Remodeling. (Will indicate only when aircraft power is applied).
a. Electrical ground – Connect electrical ground from
refueling aircraft. Check that the ground wire from each f. Filler Cap – Replace.
ERFS II tank is connected to an aircraft ground g. Electrical ground – Disconnect electrical ground
receptacle. from refueling source to aircraft.
Change 14 2-90.1
TM 55-1520-240-10
2-223.4. Fuel Transfer. Fuel transfer from the ERFS II closed, fuel is pumped into the fuel manifold at a rate of
tanks to the helicopter’s main tanks is accomplished approximately 20 gpm. Fuel is delivered by the fuel
through the use of dual centrifugal pumps in each ERFS manifold to the helicopter.
II tank. During fuel transfer, the manually operated
fuel/defuel valve on each tank must be closed to prevent
fuel circulation inside the tank. With the fuel/defuel valve
2-90.2 Change 14
TM 55-1520-240-10
main fuel tanks through the aircraft fuel system quick 2-226. Transmission Oil System.
disconnect fittings in the left and right side cargo Service the forward transmission, engine/combining
compartment at STA 380. During transfer, the roll-over transmission, and aft transmission as follows:
vent valve in each ERFS II tank allows venting and
a. Access to oil filler and location of sight gage of each
equalization of tank pressure above 5 psi from thermal
transmission (fig. 2-53) are as follows:
expansion, contraction, and barometric pressure
changes in the bladders. The high level fuel shutoff valves (1) The oil filler and sight gage for forward transmis-
in the tanks prevent overfilling. The metallic float and ball sion are accessible within the hinged fairing on the right
in the roll-over vent valve prevents fuel from escaping side of the forward pylon. The filler neck is in the top for-
should the tank become inverted in a roll-over and ward area of the transmission. The sight gage is located
prevents slosh from uncoordinated flight from leaking to in the bottom area below the filler neck; it can be viewed
the overboard vent lines. To transfer fuel from the fARE from above and can also be seen through a viewing port
system, fuel is pumped from the ERFS II tanks by the in the canted bulkhead at sta. 95 above the pilots seat.
FARE pump. The manually operated fuel/defuel valve (2) The oil filler and sight gage for aft transmission is
must be in the open position for the FARE transfer. on forward right side of the transmission sump. It is acces-
2-224. Engine Oil System. sible from the cargo ramp area.
The engine oil tank an oil quantity indicator are an integral (3) The common oil filler for the combining transmis-
part of the engine (fig. 2-53). Service either engine oil sion and both engine transmissions is on the combining
system as follows: transmission oil tank. It is accessible within the fairing of
aft pylon leading edge.
a. If the engine has not been operated in the preceding
b. Refer to DA Form 2408-13 and table 2-3 for the type
24 hours and the oil level is low, run it and then recheck
of oil to use. Under normal conditions, the transmissions
the oil level. Otherwise, an inaccurate oil level may be
shall be serviced with one type of oil only. If one type of oil
indicated.
is in a transmission and that oil is not available, the other
b. Check oil level by looking through the grilled opening type may be used in an emergency.
on the left side of the engine cowling at the 9 o’clock NOTE
position.
To prevent overfilling the forward, aft, and en-
c. If the indicator shows less than full, open the oil filler gine/combining transmissions, check oil level
access panel on the forward top side of the engine cover. within 30 minutes of shutdown. If the transmis-
d. Refer to DA Form 2408-13 and table 2-3 for the type sions have been shut down for more than 30
minutes, run the helicopter for a minimum of 5
of oil to use. Under normal conditions, engines shall be
minutes to verify oil level before servicing.
serviced with one type of oil only. If one type of oil is in an
engine and that oil is not available, the other type may be NOTE
used in an emergency. To prevent overfilling the forward and aft trans-
mission, check oil level after the aircraft has
e. Remove the filler cap. Fill the tank with oil until the been shut down for 30 minutes.
indicator shows full. Do not overfill tank.
c. Fill the forward transmission, engine/combining and
f. Install the filler cap. Close both access panels. aft transmissions to the FULL mark next to each sight
2-225. APU Oil System. gage.
Service the APU as follows: 2-227. Hydraulic Systems Servicing.
2-228. Hydraulic Systems Fluid Servicing. The util-
CAUTION
ity systems and both flight control hydraulic systems are
Do not use the APU drip pan as a handhold.
serviced by a common fill module on the right side of the
Damage to equipment will result.
helicopter above the ramp (fig. 2-53). The fluid level indi-
a. Remove the filler cap from the left side of the APU
cators are on the MAINTENANCE PANEL above the fill
(fig. 2-53).
module. One indicator is for both flight control hydraulic
CAUTION systems. The other indicator is for the utility system. Di-
Do not overfill. Damage to the APU can result rect level checks can also be made from the reservoir pis-
from overfilling. ton rods. Service any system as follows:
b. Add oil to the APU oil tank until the level reaches the a. Check the sight gage on the fill module reservoir for
FULL mark on the sight gage. Under normal conditions, fluid level. If fluid cannot be seen on the sight gage, fill the
the APU shall be serviced with one type of oil only. If one reservoir.
type of oil is in an APU and that oil is not available, the b. Check the fluid level in the flight control reservoirs by
order type may be used in an emergency. selecting each system at the FLT CONTR switch on the
c. Reinstall and check security of the filler cap. MAINTENANCE PANEL. Then press the LEVEL CHECK
Change 14 2-91
TM 55-1520-240-10
CHECK switch. Check the fluid level in the utility (3) Note precharge on accumulators and ensure
reservoir by pressing the LEVEL CHECK switch. is within limits as per figure 2-54.
c. Turn the system select valve to the position for the (4) If servicing is required, refer to TM 55-1520-
system to be serviced. 240-23.
d. Using the handpump on the fill module, pump b. The power steering and swivel lock accumulator is
fluid into the system until the fluid in the reservoir is at located on the right side of the cabin, in the cargo ramp
the FULL mark. Keep the sight gage on the fill module area. Determine accumulator precharge as follows:
full of fluid by adding fluid to the reservoir as required.
e. Turn the system select valve to OFF. NOTE
An alternate method is to apply external
2-229. Hydraulic Systems Accumulator Precharge. power to the helicopter and cycling the
Figure 2-54 depicts the relationship between proper STEERING CONTROL SWIVEL STEER
accumulator precharge and ambient temperature. To switch on the center console from LOCK to
check that an accumulator is properly precharged, read UNLOCK several times.
free air temperature from the FAT gauge. Enter the
bottom of the chart at the indicated temperature and
move vertically to the pressure indicated on the accu- (1) Repressurize the accumulator by starting the
mulator pressure gage. If the indicated pressure is APU and placing the APU GEN switch to
within the minimum and maximum limits, the accumu- ON.
lator is properly precharged. If the indicated pressure is (2) Place the HYD BRK STEER isolation switch
not within limits, refer to TM 55-1520-240-23 to service on the overhead switch panel to OFF. Cycle
the accumulator. the STEERING CONTROL SWIVEL
2-230. Flight Controls Hydraulic Systems Accu- STEER switch on the center console from
mulators. The No. 1 flight control system accumulator LOCK to UNLOCK approximately six times.
is within the forward transmission fairing, on the right (3) Note precharge on accumulator and ensure
side. The No. 2 system accumulator is within the aft precharge is within limits as per figure 2-54.
pylon, on the right side. Determine either accumulator (4) If servicing is required, refer to TM 55-1520-
precharge as follows: 240-23.
a. Access to the respective accumulator.
c. The brake accumulator is located within the aft left
b. Note precharge on accumulator and ensure is side of the forward transmission fairing. Determine
within limits as per figure 2-54. accumulator precharge as follows:
c. If servicing is required, refer to TM 55-1520-240- (1) Repressurize the accumulator by pressing the
23. brakes approximately four times or until it
2-231. Utility System Accumulators. There are five becomes hard to apply the brakes.
accumulators in the utility hydraulic system. They pro- (2) Accumulator precharge should read between
vide pressure to start the APU, operate the power 600 to 850 psi.
brakes and swivel locks, and maintain line pressure
throughout the system. (3) If servicing is required refer to TM 55-1520-
240-23.
a. The APU start accumulator is the largest in the
helicopter. It is mounted overhead in the cabin at the 2-232. Ground Handling (Towing).
right of the aft transmission sump. The APU start
module accumulator is located aft and to the right of the Refer to TM 55-1520-240-23.
APU start accumulator. The utility reservoir pressuriza- 2-233. Parking.
tion (bootstrap) accumulator is located forward of the
No. 2 flight control accumulator in the aft pylon, Park the helicopter as directed in the following steps:
accessible through the pylon right access panel. Deter- a. Apply wheel brakes. Then, set the parking brakes.
mine accumulators precharge as follows:
b. Place chocks as required.
(1) Repressurize the accumulator by turning the
handle on the UTILITY RESERVOIR RE- CAUTION
PRESSURIZE valve to OPEN. The valve is
on the right side of the cabin, in the cargo Failure to position blades properly can allow
ramp area. a blade to hit the fuselage. This may damage
(2) Press and hold the depressurization valve on the fuselage and blade.
the APU start module accumulator until sys-
tem pressure is depleted. When the accumu- c. Position rotary-wing blades 30° off centerline of
lator has been repressurized, return the han- helicopter.
dle of the UTILITY RESERVOIR
REPRESSURIZE valve to NORMAL. d. Unplug the battery after the last flight of the day.
2-92
TM 55-1520-240-10
Figure 2-54. Accumulators Precharge Limits
2-93
TM 55-1520-240-10
e. Lock all doors and hatches. k. Rotor hub protective cover (2 ea).
f. Moor the helicopter (refer to TM 1-1500-250-23). l. Heater exhaust protective cover.
2-234. Mooring. m. Heater inlet cover.
Refer to TM 1-1500-250-23. The methods of mooring vary
with intensity of winds. Table 2-7 provides necessary 2-236. Helicopter Security (Typical).
precautions to be taken pertaining to these conditions.
The helicopter is equipped with door lock security devices
Table 2-7. Mooring Data (fig. 2-56). These devices prevent interior access to the
helicopter by unauthorized persons. Install the devices as
follows:
WIND SPEED TIEDOWN REQUIREMENT
a. Make sure the ramp is full up. Install the cable hook
0 to 39 mph Two forward blades tied down.
through the ramp controls access door latch. Secure the
39 to 65 mph Fuselage and blades tied down. fastener to the bracket. Make sure the warning streamer is
Over 65 mph Evacuate helicopter from the area visible.
or store helicopter in hangar.
b. Close the lower rescue hatch door. If the door cannot
2-235. Protective Covers. be closed, secure the utility hatch to a tiedown ring with a
cargo strap.
The following protective covers should be stowed in the
helicopter (fig. 2-55). They are used as necessary whenever c. Secure the release straps of the two cabin escape
helicopter is parked or moored. hatches and the cargo door escape hatch with restraining
clamps. Make sure the clamps are located as close to the
a. Engine (LH) inlet cover.
release grommet as possible. Make sure the warning stream-
b. Engine (RH) inlet cover. ers are readily visible.
C. Engine outlet cover (2 ea). d. Install lock pins through the pilot’s and copilot’s
d. Hydraulic cooler exhaust cover. window latches. Then, insert the quick-release pin through
the bracket on the floor and into the door latch plate. Make
e. Pitot tube covers (2 ea).
sure the warning streamers are readily visible.
f. Aft transmission cooler and APU exhaust cover.
e. Install left forward latchable escape hatch cover.
g. Transmission and hydraulic cooler intake.
f. Close the cabin doors. Install the bracket with the
h. Transmission and hydraulic cooler exhaust (LH and
RH). padlock.
i. Transmission and hydraulic cooler inlet (aft pylon).

j. Cockpit enclosure protective cover.
2-94 Change 11
TM 55-1520-240-10
Figure 2-55. Protective Covers
2-95
TM 55-1520-240-10
Figure 2-56. Installation of Helicopter Security Devices (Typical)
2-96
TM 55-1520-240-10
CHAPTER 3
AVIONICS
SECTION I GENERAL
3-1. Description. 3-3. Avionics Power Supply.
The avionic systems in the CH 47D helicopters consist of the

communications equipment providing HF, VHFAM, Power to operate the avionic systems is supplied by the No. 1
VHF-FM, and UHF-AM communications. The navigation and No. 2 DC buses, the DC essential bus, and No. 1 and No. 2
equipment includes LF-ADF, VOR ILS, Marker Beacon, 115-volt and 26-volt AC buses (Chapter 2).
Doppler/GPS, and Omega. VHF-FM homing is provided
through the AN/ARC-201 FM communication radio.
Transponder equipment consists of an IFF The No. 1 VHF AM/FM, interphone and UHF sets can be
receiver-transmitter with inputs from the barometric operated by selecting the BATT switch to ON. To operate the
altimeter for altitude encoding. Absolute height is provided remaining avionics equipment, the APU generator or the
by a radar altimeter. For mission avionics equipment, refer to main helicopter generators. must be operating, or AC ground
Chapter 4, Mission Equipment. power must be connected. All circuit breakers must be in.
3-2. Avionics Equipment Configuration.
Equipment configuration in the CH-47D helicopter is listed

in table 3-1.
Change 8 3-1
TM 55-1520-240-10
Table 3-1. Communications/Navigation Equipment

FACILITY DESIGNATION USE LOCATION
INTERPHONE C-6533/ARC INTERCOMMUNICATIONS BETWEEN THREE INTERPHONE CONTROLS ON
CREWMEMBERS AND RADIO CONTROL CONSOLE, THREE INTERPHONE
CONTROLS IN CABIN
UHF RADIO AN/ARC-164 TWO-WAY UHF-AM COMMUNICATIONS CONTROL ON CONSOLE

(INCLUDES R/T)
VHF AM/FM AN/ARC-186 TWO-WAY VHF AM/FM CONTROL ON CONSOLE

RADIO COMMUNICATIONS (INCLUDES R/T)
VOICE SECURITY TSEC/KY-58 TWO-WAY CLEAR OR SECURE VOICE CONTROL ON CONSOLE

EQUIPMENT COMMUNICATION FOR NO. 1 VHF/FM
RADIO
TSEC/KY-75 COMSEC CONTROL ON CONSOLE
(IF INSTALLED)
TSEC/KY-100 SECURE VOICE AND DATA CONTROL ON CONSOLE

COMMUNICATION. OPERATIONAL (IF INSTALLED)
WITH NARROW AND WIDE BAND
RADIOS (HF, VHF, UHF, SATCOM)
VHF NAVIGATION AN/ARN-123 PROVIDES VOR BEARING AND COURSE CONTROL ON CANTED CONSOLE
AND INSTRUMENT INFORMATION, ILS LOCALIZER, GLIDE
LANDING SYSTEM SLOPE, AND MARKER BEACON
INDICATIONS
DIRECTION AN/ARN-89 AUTOMATIC OR MANUAL DIRECTION CONTROL ON CANTED CONSOLE

FINDER SET FINDING AND HOMING
GYROMAGNETIC AN/ASN-43 PROVlDES HEADING INFORMATION IN CONTROL ON OVERHEAD SWITCH

COMPASS SET FREE GYRO OR MAGNETIC MODES PANEL
DOPPLER AN/ASN-128 PROVIDES WORLDWIDE NAVIGATION CONTROLS ON CANTED CONSOLE

NAVIGATION SET CAPABILITY WITHOUT USE OF
GROUND FACILITIES
DOPPLER GPS AN/ASN-128B PROVIDES WORLDWIDE NAVIGATION CONTROL ON CANTED CONSOLE

NAVIGATION SET CAPABILITY WITHOUT USE OF (INCLUDES DISPLAY)
GROUND FACILITIES
TRANSPONDER AN/APX-100 RADAR IDENTIFICATION AND CONTROL ON CANTED CONSOLES

SYSTEM TRACKING
OMEGA NAVIGA- AN/ARN-148 PROVIDES NAVIGATION CAPABILITY CONTROL ON CONSOLE

TION SYSTEM USING GROUND FACILITIES
HIGH FREQUENCY AN/ARC-199 LONG RANGE TWO-WAY CONTROL ON CONSOLE

RADIO SET COMMUNICATIONS
HIGH FREQUENCY AN/ARC-220 LONG RANGE TWO-WAY CONTROL ON CONSOLE

RADIO SET COMMUNICATIONS WITH ALE AND
ECCM
VHF-FM RADIO AN/ARC-201 TWO-WAY VHF-FM COMMUNICA- CONTROL ON CONSOLE

TIONS AND HOMING
3-2 Change 12
TM 55-1520-240-10
SECTION II COMMUNICATIONS
3-4. Interphone System (C-6533/ARC). CONTROL/

INDICATOR FUNCTION
The interphone system is a multi-station intercommu-
2- UHF radio
nication and radio control system for control of voice
radio communication. It also monitors the output of 3- No. 2 VHF AM/FM
navigation radio receivers and warning tones from IFF radio
and radar warning sets. The basic components of the 4- HF radio
interphone system are six control panels (fig. 3-1). 5- Not used
There is one panel each for the pilot, copilot, troop AUX - VOR/Localizer
commander, the two gunners stations, and flight engi- NAV - direction finder
neer. In addition, there is an interphone station for the OFF disables associated
hoist operator and two external interphone receptacles. audio input to headset.
ON radio enables associ-
Power for the system is supplied by the DC essential bus
ated input to headset.
through the COMM INTPH LH and COMM INTPH
RH circuit breakers on the No. 1 and No. 2 PDP. HOT MIKE Two position toggle switch
Switch Position enables hands-free opera-
3-5. Controls and Function, Interphone Control tion (PIT/foot switch op-
(C-6533/ARC). (fig. 3-2) eration not required) of
headset microphone for
CONTROL interphone only.
INDICATOR FUNCTION Hands-free operation dis-
OFF
Function Selector Switch Five position rotary switch abled. PTT/foot switch
Position used to select interphone operation required for
operating mode. operation.
ICS Connects headset- HOT MIKE Hands-free operation en-
microphone to interphone abled.
system. NOTE
1 Connects headset- Switch settings are not necessary to receive marker
microphone to No. 1 VHF beacon, radar warning, and IFF audio tones.
FM or No. 1 VHF
AM/FM radio set. Press to talk (PTT) Two or three position
Switches Position switches used to enable
2 Connects headset- the microphone side of
microphone to UHF radio the interphone system
set. when operator is speak-
3 Connects headset- ing. These switches are
microphone to No. 2 VHF described in detail below.
AM/FM radio set.
Pilot/Copilot Trigger PTT Three position PTT
4 Connects headset- Switch (on pilot and copi- switch. Off disables micro-
microphone to HF radio lot cyclic stick) Position phone (not pressed) en-
set. ables headset.
5 Not used. Interphone Enables microphone
(First detent) transmission to all inter-
NOTE phone stations, regardless
Pilot/Copilot can transmit on all four transmitters. of function switch settings.
Troop Commander can transmit on the HF and Radio transmit Enables microphone
VHF FM transmitters only. Gunners and Flight En- (Second detent) transmission over radio
gineer cannot access any transmitters. set selected by control
panel function switch.
Receiver Switches 1-5, Seven two position toggle Pilot’s/Copilot’s Foot Two position PTT switch.
AUX, and NAV Position switches used to select- Switches (on cockpit floor
headset audio input as next to heel slide) Posi-
follows: tion
1- No. 1 VHF FM or No.
1 VHF AM/FM radio
3-3
TM 55-1520-240-10
Figure 3-1. Interphone Stations
3-4
TM 55-1520-240-10
CONTROL/ figure shows the maximum antenna configuration. All

INDICATOR FUNCTION antennas illustrated may not appear on all helicopters.
Off Released position; dis- 3-7. UHF-AM Have Quick II Radio (AN/ARC-164).
ables microphone.
Talk Depressed position; en- The UHF Have Quick II (HQ II) radio (AN/ARC-164)
ables headset microphone. is located on the center console. It is capable of
Hoist Control PTT Switch Two position PTT Switch. providing normal and ECCM, anti-jam (AJ) two-way
(on hoist control grip) voice communications in the band from 225.000 to
Position 399.975 MHz in 25 kHz increments. The HQ II is
capable of operating with the Basic HAVE QUICK
Off Released position; dis- radio,. It also provides 20 preset frequencies and will
ables microphone. monitor and transmit on a permanent guard channel
Talk Depressed position; en- (243.000 MHz). When in the AJ mode preset 20 is
ables headset microphone. restricted to AJ operations. The usual operating mode
HOT MIKE switch on Three position toggle for the radio set is the normal mode where the radio
HOIST OPERATORS switch selects hoist opera- uses 1 of 7,000 frequencies. Power for the UHF-AM
PANEL (Chapter 4) tor’s interphone operating Have Quick II radio set is supplied by the 28 volt
mode. essential bus through the COMM UHF AM circuit
OFF Requires operation of breaker on the No. 1 PDP.
PTT switch for interphone There are presently three configurations of the AN/
communications. ARC 164 UHF/AM radio. The following paragraphs
HOT MIKE Operation of PTT switch identify the the visual differences in their configuration.
not required for inter-
phone communications. a. AN/ARC 164, UHF/AM Basic (not modified for
MOM ON Operation of PTT switch Have Quick) 100MHz selector for the hundreds digit
not required for inter- only has a 2 and a 3 position.
phone communications. b. AN/ARC 164 UHF/AM Have Quick I (capable of
(Spring loaded to OFF single WOD entry only) Has a four position selector for
position when released.) the hundreds digit, A,2,3, and T. Does not have EMB
Gunner’s Foot Switch Two position pressure label ajacent to the Pre-set channel selector.
Position sensitive switch mounted
in moveable floor mat. c. AN/ARC 164 UHF/AM Have Quick II. Same as b.
above, but includes EMB label ajacent to the preset
Off Released position; dis- channel selector.
ables microphone.
On Depressed position; en- Reverse compatible communications between HQ II
ables microphone. and HQ I radios in the AJ mode, is accomplished by
either, entering a single WOD or selecting the appro-
priate MWOD and net number with a suffix 00.
3-7.1. Anti-Jam Mode.

The AJ mode uses a frequency hopping scheme to
change the frequency many times per second. This
makes it difficult for the enemy to jam the frequencies
since knowledge of the frequencies being used by the
pilot are unavailable. Because the particular frequency
used at any instant depends on the precise time-of-day
(TOD), all participating UHF-AM Have Quick II ra-
dios must have clocks which are synchronized. In addi-
tion, all participating radios must have the same word-
of-day (WOD) and net number data when in the AJ
mode.
3-7.2. Word-of-Day. The WOD programs the fre-
Figure 3-2. Interphone Control (C-6533/ARC) quency hopping rate and pattern. Without it, the radio
cannot function in the AJ mode. A WOD is made up of
3-6. Antenna System. a maximum of six WOD segments plus a date code. The
Have Quick II radios are capable of storing up to six
Antennas used for avionics communications and elec- WODs, thus allowing for multi-day use of the radio set.
tronic systems equipment are shown in figure 3-3. This This technique is known as multiple word-of-day
Change 3 3-5
TM 55-1520-240-10
1. Glide slope 9. ADF loop and sense antennas

2. Radar warning 10. UHF-AM
3. HF ARC-199 antenna 11. VHF AM/FM (typical top and bottom)
4. VHF navigation 12. FM homing
5. Radar warning 13. Doppler navigation
6. IFF 14. Radar warning blade antenna
7. ECM antennas 15. Radar altimeter
8. Marker beacon 16. Omega antenna
17. Omega temperature probe
Figure 3-3. Antenna Locations

(MWOD) loading. The basic HAVE QUICK radio allows FUNCTION FREQUENCY USE
loading a single WOD, in volatile memory.
logged for an en-
Four operating modes are used within the radio set to tered date code.
initiate various Have Quick (HQ) programing functions. MWOD load 220.025 Enables the load-
They are accessed via preset 20 with the frequencies listed ing of MWODs.
in Table 3-1.1. The functions are Operate/verify, MWOD 220.050 Enables the pilot
MWOD Erase
load, MWOD erase, and frequency managed training (FMT) to completely
frequency load. erase the non-
volatile memory
Table 3-1.1. Have Quick II Additional Functions containing the
Frequency and USE. MWODs.
FUNCTION FREQUENCY USE FMT frequency 220.075 Enables the load-
load ing of training
Operate/verify 220,000 Places the radio frequencies.
in the normal op-
erating mode and MWOD data is stored in nonvolatile memory within the
provides for the radio set. Seven memory locations are available for each
verification of an MWOD with the capability of storing a maximum of six
MWOD MWODs within the radio set. The channel selectors,
3-6 Change 11
TM 55-1520-240-10
the manual frequency selectors, and the tone button are Table 3-1.2 Net selection (Continued)
utilized to load the required segments for each MWOD. TRAINING
Channel positions 20-14 are used to facilitate the load-
ing of MWOD segments. A minimum of one WOD must 00 - Basic HAVE QUICK Training
be stored for the unit to be functional in the AJ mode. 25 - HAVE QUICK II Training
Channel position 14 is used for day-of-month informat- 50/75 Not Used- Interrupted Fault Tone
ion (date code). The date code is represented by
frequency 3AB.000 MHz in which AB is the day of the
month. For example; if today’s date is the 15th of the Table 3-1.3 Net Type, Quantity, and Frequency Range
month, the date code entry would be 315.000 MHz.
Channel position 1 is used for entering the current Types of Nets Quantity Range of Nets
operational date when HQ II TOD is not available. The
format used to enter the operational date is the same as Basic HQ Training 5 A00.000 – A000.400
the date code format. Basic HQ Tactical 1000 A00.000 – A01.500
When the radio is turned off or power is lost after entry HQ H Training 16 A00.025 – A01.525
of MWOD and date code, the data is not lost; therefore, HQ II Tactical 1000 A00.0XX–A99.9XX
the information remains intact until manually changed
or erased. The six most recently entered MWOD’s are NOTE
retained. If a MWOD with a duplicate date is entered, Any selection of a net number outside the-
the new entry takes precedence. range indicated, for each type of net, will
After the MWOD information is entered, the pilot result in the invalid net number warning
would proceed to obtain the TOD. Operational date tone.
information is part of the HQII TOD message. If HQII
TOD message is unavailable, the pilot must manually
enter the operational date so the radio can select the 3-7.5. Conferencing. In the AJ mode, the radio has
proper MWOD. If power is lost, operational date is lost the capability to receive and process two simultaneous
and must be reentered. transmissions on the same net. This conferencing capa-
bility is selected by the hundredth and thousandth digits
3-7.3. Time-of-Day. The TOD is essential for com- of WOD segment 2, loaded using channel position 19
municating in the AJ mode which allows frequency- and is disabled when operating in the secure speech
hopping at the same instant in time. Reception and mode.
transmission of the TOD is possible in normal and AJ
modes. The first TOD reception must occur in the In a conference net, the second transmitting radio will
normal mode. automatically shift its transmission frequency by 25 kHz
The radio automatically accepts the first TOD message when it monitors a transmission on the primary net
once the predesignated frequency for TOD transmis- frequency. The wide band receiver will monitor both
sion has been entered and the T position of the transmissions without the interference normally associ-
hundredth megahertz selector has been momentarily ated with two radios transmitting on the same frequency
selected and released. Subsequent messages are ignored simultaneously. Three simultaneous transmissions will
unless the pilot enables the radio to receive a new/ create garbled reception.
updated TOD. The TOD contained in a radio may also
be sent to other radios similarly equipped. 3-8. Controls and Function, UHF-AM Have Quick
II Radio (AN/ARC-184). (fig. 3-4)
3-7.4. Net Number. The net number enables multi-
ple station nets to operate simultaneously on a non- CONTROLS/
interfering basis in AJ mode, while sharing a common INDICATOR FUNCTION
WOD and TOD. The net number begins with the letter
A and is followed by three digits from 000 to 999. The Function Select Switch Four position rotary
last two digits of the display designate how the radio is switch used to select radio
to function and/ or the frequency hopping table being operating mode.
used (Table 3-1.2). Net number availability is depend- OFF Power to set is disabled;
ent on the operational mode of AJ and is depicted in radio set inoperative.
Table 3-1.3.
Table 3-1.2 Net selection MAIN Radio set can be used to
transmit and receive;
guard receiver inopera-
TACTICAL tive.
00 - Basic HAVE QUICK BOTH Radio set can be used to
25 - HAVE QUICK II NATO Hopset transmit and receive;
50 - HAVE QUICK II non-NATO Hopset guard receiver operates.
75 - Not Used-Interrupted fault Tone ADF Not used.
Change 3 3-7
TM 55-1520-240-10
CONTROLS/
INDICATOR FUNCTION
VOL Rotary control used to
adjust radio output vol-
ume.
SQUELCH Switch Two position toggle switch
to select radio squelch
mode.
OFF Squelch is disabled.
ON Squelch is enabled.
Frequency Mode Selector Three position rotary con-
trol used to select fre-
quency tuning mode.
MANUAL Permits manual frequency
selection using frequency
controls.
PRESET Permits selection of preset
channel frequencies in
radio set (maximum of 20
channels).
GUARD Automatically disables the
anti-jam mode and tunes
Figure 3-4. UHF-AM Have Quick II Radio (AN/ radio set to guard channel
ARC-764) frequency (243.000 MHz).
Frequency Selectors Five rotary controls used
CONTROLS/ to select radio operating
INDICATOR FUNCTION frequency or state.
TONE Momentary contact 100 MHz Control Four position rotary con-
switch. Pressing the (A-3-2-T) trol switch.
TONE switch when in the A Selects anti-jam mode.
normal mode enables a
1020 Hz tone on the se- 3 Hundreds digit of desired
lected frequency, unless frequency while in the
TOD has been accepted normal mode.
in which case a1667 Hz- 2 Hundreds digit of desired
tone is heard prior to the frequency while in the
1020 Hz tone. When A-3- normal mode.
2-T switch is in A, it en- T Momentary spring-return
ables TOD transmission position which enables the
followed by a 1020 Hz radio to accept a new
tone on the selected fre- TOD for up to one
quency. When A-3-2-T minute after selection.
switch is in T, it initiates Also used in conjunction
the emergency startup of with the tone button in
the TOD clock. When in the emergency startup of
the load mode, Pressing the TOD clock when
the TONE switch with TOD is not available from
channels 1, 14, or 15 external sources.
through 20 selected in the
manual mode enters the 10 MHz Control Ten position (0 through 9)
MWOD data into non- rotary control used to se-
volatile memory. Pressing lect second digit of oper-
the TONE switch when in ating frequency. When in
the erase mode, erases all AJ mode, it selects the
MWOD data from non- first digit of net number.
volatile memory.
3-8 Change 3
TM 55-1520-240-10
CONTROLS/ b. Presetting Channels. Perform the following steps

INDICATOR FUNCTION to preset a channel to a desired frequency.
1 MHz Control Ten position (0 through 9) (1) Set the Frequency Mode Selector to PRE-
rotary control used to se- SET.
lect third digit of operat- (2) Use the manual frequency selector switches
ing frequency. When in to select the frequency to be placed in mem-
AJ mode, it selects the ory.
second digit of net num-
ber. (3) Turn the preset channel control switch to the
desired channel number.
0.1 MHz Control Ten position (0 through 9)
rotary control used to se- (4) Raise the cover under the channel card. Press
lect fourth digit of operat- and release the PRESET switch. Close the
ing frequency. When in cover.
AJ mode, it selects the (5) Using a soft lead pencil, record the frequency
third digit of net number. selected for the channel number on the card
0.025 MHz Control Four position rotary con- provided.
. trol used to select fifth
and sixth digits of operat- c. Stopping. Function switch – OFF.
ing frequency. Operates in
0.025 MHz increments. 3-9.1. Anti-Jam Operation - UHF-AM Have Quick
When in the AJ mode, it II Radio. The following steps provide AJ operating
selects the appropriate fre- procedures.
quency table within the a. MWOD Loading.
radio net.
(1) Perform paragraph 3-9 Starting steps a(1)
and a(2).
Frequency Display Six digit display (200.00
through 399.975) displays (2) Channel selector switch – Set to 20.
selected radio operating (3) Frequency mode selector switch – PRESET.
frequency. (4) Frequency selector switches – Set 220.025
Channel Selector Used to select and display MHz.
any of the 20 preset radio
frequency channels. (5) PRESET switch – Press. Radio is now pro-
grammed to accept MWOD.
Displays selected preset
channel. (6) Frequency mode selector switch – MAN-
UAL.
PRESET Switch (Under Momentary contact
channel/frequency card) switch, when depressed (7) Frequency selector switches – Enter first
causes selected radio fre- WOD segment.
quency entered on fre- (8) TONE switch – Press. First WOD segment
quency display to be is now loaded to the nonvolatile memory of
stored in channel indi- the radio – Listen for BEEP.
cated on channel display,
in normal operation. (9) Channel selector switch – Set to 19.
(l0) Frequency selector switches – Enter sec-
3-9. Normal Operation - UHF-AM Have Quick II ond WOD segment.
Radio. The following steps provide operating proce- (11) TONE switch – Press.
dures.
(12) The remaining four WODs can be loaded in
a. Starting. a similar fashion by dialing the next lower
(1) Interphone control panel – Set switches as preset channel, selecting the next WOD
follows: segment. After entering last segment, listen
for a double (3125 Hz) beep.
(a) Receiver 2 switch – ON.
(13) Channel selector switch – Set to 14.
(b) Function select switch – 2. (14) Frequency selector switches – Enter date
(2) Function switch – MAIN or BOTH. code.
(3) Mode selector – As required. (15) TONE switch – Press. At this time, one
complete WOD with its corresponding date
(4) SQUELCH switch – As required. code has been entered to the nonvolatile
(5) VOL control – As required. memory.
Change 3 3-8.1
TM 55-1520-240-10
(16) Additional WODs can be loaded by repeat- (6) TONE switch – Press. All MWODs are now
ing steps (5) through (15). Once WODs erased.
have been entered, today’s operational date d. Training Frequency Load.
must then be entered.
(2) Frequency mode selector switch – PRESET.
(18) Frequency selector switches – Enter oper-
ational date. (3) Frequency selector switches – Enter 220.075
MHz.
(19) TONE switch – Press.
(4) PRESET switch – Press.
b. Operate/Verify Modes.
(5) Frequency mode selector switch – MAN-
(1) Operate Mode. UAL.
(a) Frequency mode selector switch – PRE- (6) Frequency selector switches – Enter desired
SET. training frequency.
(b) Channel selector switch – Set to 20. (7) TONE switch – Press. A single beep will be
heard.
(c) Frequency selector switches – Enter
220.000 MHz. (8) The next frequency is loaded by entering the
next lower preset channel, selecting the next
(d) PRESET switch – Press. Radio set is training frequency, and pressing the TONE
now programmed to operate in either switch. Up to 16 training frequencies may be
normal mode or anti-jam mode. entered. Following this procedure.
(2) Verify Mode. e. TOD.
NOTE (1) TOD Receive/Update.
This verification test only checks for pres- NOTE
ence of a WOD with the corresponding date The first TOD message received within one
code. It does not check for the authenticity minute of selecting T on the hundreds fre-
of the WOD segments entered. quency selector switch will be accepted.
When communications are slightly garbled
(a) Channel selector switch – Set to 20. but otherwise acceptable during AJ opera-
tions, this is an indication of drift in TOD
(b) Frequency mode selector switch – MAN- synchronization. A TOD update should be
UAL. performed.
(c) Frequency selector switches – Enter
date code to be verified. (a) Frequency selector switches or channel
selector switch - Set to predetermined
NOTE TOD frequency.
If a single beep is not present for a particular (b) Hundreds frequency selector switch –
date code and the anti-jam mode is entered Momentarily select T, then release. A
using that date, a constant warning tone will momentary 1667 Hz tone will be heard
be heard signifying that the anti-jam mode while receiving the TOD message.
initialization cannot be properly completed.
NOTE
The following step is not necessary if TOD
(d) Channel selector switch – Set to 19, then message is being transmitted continuously
back to 20. A single beep will be heard if on the predetermined TOD frequency; for
a WOD with the date code in step (c) is example, continuous TOD message is being
present. transmitted from a satellite.
c. Erase Mode.
(c) Request TOD from another station within
(1) Channel selector switch – Set to 20. the net.
(2) Frequency mode selector switch – PRESET. (2) TOD Send.
(3) Frequency selector switches – Enter 220.050 (a) Frequency selector switches or channel
MHz. selector switch – Set to predetermined
(4) PRESET switch – Press. TOD frequency.
(5) Frequency mode selector switch – MAN- (b) TONE switch – Press. A momentary
UAL. 1667 Hz tone will be heard, when the
3-8.2 Change 3
TM 55-1520-240-10
TOD message is transmitted, followed by by the HSI MODE SELECT panel, steering informa-
a 1020 Hz tone until switch is released. tion will be shown by the course deviation indicator;
(3) Emergency TOD Start-up. homing signal strength will be shown by the glideslope
deviation pointer; and homing signal adequacy warning
NOTE will be shown by the glideslope failure and navigation
The emergency TOD start-up provides an failure warning flags. The set operates on 28-volt DC
arbitrary TOD which is not synchronized to power: No. 1 set receives power from the DC essential
coordinated time. The radio set will not bus through the COMM VHF NO. 1 AM/FM circuit
communicate with any other Have Quick II breaker in the No. 2 PDP; No. 2 set receives power from
radio set in AJ mode unless this new TOD is the No. 1 DC bus through the COMM VI-IF NO. 2
transmitted to other radio sets. AM/FM circuit breaker on the No. 1 PDP.
b. Antenna Select System Three antennas are in-
(a) Perform step a MWOD Loading stalled as part of the AM/FM radio installation: a top
(b) Perform step b (1) Operate Mode and bottom communications antenna and a FM homing
antenna. Both AM and FM can be transmitted and
(c) Hundreds frequency selector switch – received over the same antenna but not at the same
Select T and hold while simultaneously time. Antenna selection is controlled by the two position
pressing TONE switch. A 1667 Hz tone VHF ANT SEL switch on the center instrument panel.
will be heard when the TOD is pro-
grammed. The normal switch position is down at the SYS 2 - SYS
1 position. The No. 1 AM/FM set is connected to the
(d) TONE switch – Release. bottom antenna and the No. 2 AM/FM set is connected
(e) Hundreds frequency selector switch – to the top antenna. If a water landing is to be made or
Release. the bottom antenna is damaged, setting the switch up to
SYS 1- SYS 2 reverses the normal antenna connections
f. Anti-Jam Mode. and connects the No. 1 AM/FM set to the top antenna
(1) Perform paragraph 3-9 step a Starting. and the No. 2 AM/FM set to the bottom antenna. This
(2) Load MWOD – Refer to paragraph 3-9.1 ensures that secure voice is available through the top
step a MWOD Loading. antenna. Power to operate the system is supplied by the
DC essential bus through the VHF ANT SEL circuit
(3) Receive TOD – Refer to paragraph 3-9.1 breaker on the No. 2 PDP.
step e(1) TOD Receive/ Update.
(4) Perform paragraph 3-9.1 step b(1) Operate NOTE
Mode. The antenna select system has no effect on
the FM homing antenna. The homing an-
NOTE tenna (towel bar) is on the bottom of the
A steady 3125 Hz warning tone will be heard fuselage aft of the cockpit (fig. 3-3) and is
when the anti-jam (A) mode is selected and connected to the FM set only.
either the WOD is not in the nonvolatile
memory or the TOD has not been pro-
grammed. 3-11. Controls and Function, VHF AM/FM Radio
Set. (fig. 3-5)
(5) Hundreds frequency selector switch – A. CONTROLS/
(6) Other frequency selector switches – Enter INDICATOR FUNCTION
net number.
Mode Select Three position rotary
3-10. VHF AM/FM Radio Sets (AN/ARC-186). Switch switch used to select radio
operating mode. Power is
a. One or two VHF AM/FM radio sets (AN/ARC- applied to radio in all po-
186) are installed: No. 1 set on the pilot side of the sitions except OFF.
console, No. 2 on the copilot side. Each set provides
communications in the VHF AM and FM bands. The OFF Power to set is disabled,
set operates in the following modes and frequency radio is inoperative.
ranges: AM reception between 108.00 and 151.975 TR Radio operates in the
MHz, AM receive and transmit between 116.000 and transmit-receive mode.
151.975 MHz, and FM transmit, receive, and homing DF Radio operates in the di-
from 30.000 to 87.975 MHz. Channel spacing is 25 kHz rection finder mode.
in all bands. Up to 20 channels plus two guard channels Frequency Control/ Four position rotary used
can be prestored in the set (removing power from the Emergency Select to select radio frequency
set does not affect stored channels). When the set is Switch tuning mode.
used for FM homing and selected for display on the HSI
Change 3 3-8.3
TM 55-1520-240-10
CONTROLS/ CONTROLS/
INDICATOR FUNCTION INDICATOR FUNCTION
EMER AM Radio is tuned to AM Frequency Display Display selected radio op-
Guard channel frequency. crating frequency.
EMER FM Radio is tuned to FM WB/NB/MEM LOAD Three position toggle
Guard channel frequency. Switch (under channel switch used to select radio
NAB Allows manual tuning of card) operating band, and dur-
radio operating frequency. ing preset channel fre-
quency loading.
PRE Allows selection of any of
20 preset operating fre- NB Places radio in NB (nar-
quencies. row band) operation.
WB Places radio in WB (wide
VOL Rotary control adjusts
radio output volume. band) operation.
SQ DIS/TONE Three position toggle NOTE
Switch switch used to select radio Switch will remain in WB position unless otherwise
squelch operation. instructed by radio set controller.
Normal (center Preset squelch level is se-
position) lected. MEM LOAD Momentary contact posi-
SO DIS Squelch operation is dis- tion used with frequency
abled. controls and channel se-
lector to load preset chan-
TONE Not used - maintenance nels.
operation only.
Preset Channel Selector Twenty position rotary 3-12. Normal Operation - AM/FM Radio Set. The
control used to select any following steps provide operating procedures.
of 20 preset channel fre-
quencies. a. Starting.
Display selected radio op- (1) Interphone control panel – Set switches as
erating preset channel. follows:
Frequency Controls Four rotary controls used
to manually select radio (a) Receiver 3 switch – ON.
operating frequency.
10 MHz Control Thirteen position (03 (b) Selector switch – 3.
through 17) rotary control (2) VHF ANT SEL switch – SYS 2- SYS 1.
used to select first and
second digits of operating b. Transmit-receive mode.
frequency.
(1) Mode select switch – TR.
1 MHz Control Ten position (0 through 9)
rotary control used to se- (2) Frequency Control/Emergency Select Switch -
lect third digit of operat- As required. If greater receiver sensitivity
ing frequency. is required, set the SQ DIS/TONE switch
to SQ DIS.
0.1 MHz Control Ten position (0 through 9)
rotart control used to se- (3) VOL control – As required.
lect fourth digit of operat-
ing frequency.
0.025 MHz Control Four position rotary con-
trol used to select fifth
and sixth digits (00
through 75) of operating
frequency in 0.025 MHz
increments.
3-8.4 Change 3
TM 55-1520-240-10
Figure 3-5. VHF AM/FM Radio Set (AN/ARC- 786)

c. Stopping. Mode select switch – OFF. 3-13. VHF/FM Radio Set (AN/ARC-201).
d. Presetting channels. Perform the following steps to The AN/ARC-201 is located on the pilot instrument
preset a channel to a desired frequency. panel and provides two-way frequency modulated (FM)
narrow band voice communications.
(1) Mode select switch – TR.
(2) Frequency select switch – MAN. a. The following items form the airborne radio sys-
tem.
(3) Rotate the four frequency select switches
until the desired frequency is displayed. ITEM DESCRIPTION
(4) Rotate the preset channel selector until the 1. Receiver-Transmitter Radio Panel Mounted
desired channel appears in the preset CHAN (RT-1476)
indicator. 2. Amplifier (AM 7189)
(5) Remove the snap-on cover.
(6) Momentarily set the bandwidth WB, NB, b. Essential Operational Technical Characteristics.
MEM LOAD switch to MEM LOAD. The Except where specifically indicated otherwise, the fol-
preset frequency is now in memory. lowing operational/ technical parameters are the mini-
(7) Using a soft lead pencil, record the loaded mum essential characteristics. Unless otherwise speci-
frequency opposite the channel number on fied, they apply to each radio configuration.
the snap-on cover.
c. Frequency Range. The frequency range is 30 to
(8) Using the above procedure, preset any other channelized in tuning increments of 25
channels and install the snap-on cover. kHz. In addition a frequency offset tuning capability of
3-9
TM 55-1520-240-10
-10 kHz, -5kHz, + lkHz is provided in both receive and 3-14. Controls and Functions VHF/FM Radio Set.
transmit mode; this frequency is not used in the ECCM (fig. 3-6)
mode.
CONTROLS/
d. Homing. INDICATOR FUNCTION
(1) Mode select switch – HOM.
Function Selector
(2) Operating frequency – Set. OFF Primary power OFF.
Memory battery power
NOTE ON.
Any strong single channel signal within the
frequency range of the radio set can be used TEST RT and ECCM modules
for homing. are tested. Results;
GOOD or FAIL.
SQ ON RT on with squelch.
(3) FM button on HSI MODE SELECT PANEL
– press. Check that SEL lamp is lit. SQ OFF RT with no squelch.,
(4) Homing procedures. The course deviation RXMT RT in RECEIVE mode.
bar on the HSI provides the primary navigation indica- Used as a radio relay link.
tion when the set is in homing mode. The bar only LD Keyboard loading of pre-
provides information on whether the helicopter is left, set frequencies.
right, on a heading to the signal source, or over the LD-V TRANSEC variable load-
signal source. The TO-FROM ambiguity arrows will not ing is enabled.
function and the selective course feature is not avail-
able. Ambiguity is solved using either of the following Z-A Not an operational posi-
methods: tion. Used to clear the
TRANSEC variable.
(a) Directional method. When the helicopter
is heading inbound to the signal source with the bar STOW All power removed. Used
centered, the indications are directional in that a change during extended storage.
in heading to the right will cause the bar to drift to the Mode Selector
left. Conversely, a change in heading to the left will HOM Homing antennas are ac-
cause the bar to drift to the right. When the helicopter tive; communication an-
is heading outbound from the signal source with the tenna is disconnected.
vertical pointer centered, the indications are nondirec- Provides pilot with steer-
tional in terms of steering. A change in heading to the ing, station approach, and
right will cause the bar to drift to the right. A change in signal strength indicators.
heading to the left will cause the bar to drift left.
(b) Build and fade method. If the signal SC Single channel mode of
source is transmitting a 150-Hz tone-modulated signal operation. Operating fre-
and the helicopter is inbound to the signal source, the quency selected by PRE-
tone will increase in intensity. The tone will decrease in SET selector or keyboard
intensity on an outbound heading. entry.
(5) Additional homing characteristics. The fol- FH Frequency hopping mode
lowing additional characteristics may be observed when selected. PRESET selec-
homing. The glideslope deviation pointer will rise from tor positions 1-6 select
the horizontal mark when the aircraft is inbound (in- frequency hopping net
creasing signal strength) to a transmitter. The pointer parameters.
will fall to the horizontal mark when outbound. The FM-M Frequency hopping-master
glideslope failure and navigation failure warning flags position selects control
will be in view if there is inadequate homing signal station as the time stan-
strength. A dip in the horizontal pointer may or may not dard for communicating
occur when passing over the station, depending on the equipment.
signal source, helicopter speed, and altitude.
Preset Selector
MAN Used in single mode to

select any operating fre-
quency in 25 kHz incre-
ments.
3-10
TM 55-1520-240-10
CONTROLS/ CONTROLS/
POS. 1-6 In single channel mode, SEND/OFST Modify a single channel

preset frequencies are operating frequency, man-
selected or loaded. In FH ually select or preset, to
or FM-M mode, fre- inclue offsets of ±5 or
±10 kHz. It has a second
quency hopping nets are
selected. function on initiating an
CUE ERF Transmission if a
Used by a non-ECCM Hopset or Lockout
radio to signal to CUE or
ECCM radio. Set is in the holding mem-
ory and the Mode Switch
IFM RF Selector is in the FH-M position.
TIME Used to display or change
OFF (Bypass) - 10 watts. the time setting maim
LO (Low power) - 2.5 watts, tained within each RT.
NORM (Normal) - 10 watts. FILL Used to fill ECCM pa-
rameters from an external
HI (High power) - 40 watts. fill device. Entry of
ECCM parameters is initi-
The display generally op- ated by the H-LD button
Display on the keyboard with the
erates in conjunction with
the keyboard. Other dis- FUNCTION switch in LD
plays may be selected by or LD-V.
the FUNCTION and
MODE selectors.
Keyboard A 15-button array of
switches in a 4 x 4 matrix,
used to insert data or se-
lect data for display. The
keyboard is comprised of
10 numerical buttons,
three special functions,
and two command but-
tons.
Switches 1-9 Used to key in frequen-
cies, load time informat-
ion, or offsets.
CLR Used to zeroize the dis-
play or to clear erroneous
entries.
0 (H-LD) Used to enter zeroes. Sec-
ond function (hold) ini-
tiates transfer of ECCM Figure 3-6. VHF/FM Radio Set (AN/ARC-201)
parameters.
3-15. HF Radio Set (AN/ARC-HF-SSB 199).
STO/ENT Initiate entry of all data
by keyboard entry. Its sec- The HF radio set (AN/ARC-199) provides communica-
ond function is to store a tion in a 28 MHz high frequency band between 2.0 to
received Hopset or Lock- 29.999 MHz. Transmit and receive frequencies are
out Set held in holding programmable in 100 Hz steps on 20 preselectable
channels, for a total of 280,000 possible frequencies.
The operating modes of the HF radio set are Upper and
FREQ Display the current oper- lower sideband (USB, LSB), amplitude modulation
ating frequency during equivalent (AME), and modulated carrier wave (MCW).
single channel (manual or The data may be transmitted or received in LSB, USB,
preset) operation. or AME modes. DC power to operate the HF radio set
is supplied by the No. 2 DC bus through the COMM
ARC-199 HF and PWR circuit breakers on the No. 2
PDP.
3-11
TM 55-1520-240-10
3-16. Display Fields, Controls and Function, HF CONTROLS/

Radio Set (AN/ARC-199). (fig. 3-7) INDICATOR FUNCTION
CONTROLS/ VOL MIN 1, 2, 3, through
INDICATOR FUNCTION 14, MAX.
Display Field NOTE
Field 1 Channel - This field ap- AUDIO VOLUME LEVEL should normally be
pears in inverse video to set at 14. Adjust HF volume using external vol-
indicate that current ume control on console.
channel information has Field 12 S (SCAN) - Indicates
not been stored. that the currently dis-
Field 2 Active channel number: 0 played channel is on
through 20 the scan list.
Field 3 Modulation on Mode: Field 13 Indications are: XMIT,
USB, LSB, AM, CW. CW TEST, SCAN, or
represents MCW and may TUNE.
be used in conjunction XMIT Transmitter is keyed
with the mic key to trans- and channel is tuned.
mit code.
TEST Built-in-test (BIT)
Field 4 Receive frequency in kilo- mode is active.
hertz
SCAN Scan mode is active.
Field 5 Transmit frequency in ki-
lohertz, TUNE Tuning for one or all
channel - blank if not
Field 6 Squelch Level - Display one of the above keys
MIN, 1, 2, 3, through 14, are active.
MAX in conjunction with
squelch knob in control Field 14 K (Key) - Indicates
panel. KEY has been pressed,
and the functions above
Field 7 Receive Selective Ad- the keys are active.
dress.
M (MODE) - Indicates
Field 8 Transmit Selective Ad- MODE has been
dress. In the sample dis- pressed, and USB,
play shown above, ON LSB, AM, or CW
indicates that SELADR should be selected next.
mode is operational for Indicates slewing may
RX. If SELADR is opera- be used, or scan flag
tional for TX, ON is an- may be set or cleared.
nunciated on the line with
TX. Controls
Field 9 Transmitter Output Power Function Select Power ON/OFF, CRT
- LOW, MED, or HI. brightness, audio vol-
ume and channel num-
Field 10 Modulation Source. The ber selection.
field displays are:
Function Control Single-step, detent-type
DATA Indicates 600 ohm data switch, with continuous
input. rotation in either direc-
CIPHER Indicates input from tion. Clockwise rotation
KY-75 input. (If in- increases and counter-
stalled). clockwise rotation de-
CLR-VC Indicates non-encrypted creases the CRT
KY-75 input. (If in- brightness, audio vol-
stalled). ume, or channel num-
ber. In cases of CRT
Field 11 Fault Field. Displayed brightness and audio
fault messages are: NOT volume, knob has no
TUNED, DATA NOT effect once limit of that
SAVED, and AUDIO particular function has
VOLUME LEVEL: been reached. In
3-12
TM 55-1520-240-10
CONTROLS/ CONTROLS/
channel select mode, volume control for the
function control knob is desired level.
continuously active. That Channel Number Channel number may be
is, channel 20 is always changed using the Func-
one position counterclock- tion Select and Function
wise from channel 0. Control Knob or by using
Squelch Control Continuous rotation in a combination of key-
either direction; squelch strokes.
level is annunciated in Modulation Mode Four modes are available:
field #6. Once upper or USB, LSB, AM (AME),
lower limit of squelch has and CW (MCW). To
been reached, further op- change from one mode to
eration of knob in same another, press MODE +
direction has no effect. desired mode key + ENT.
Receive Frequency 2.0-29.9999 MHz, pro-
3-17. Operating Modes/Functions, HF Radio Set grammable in 100 Hz
(AN/ARC-199). (fig. 3-7) steps. To change frequen-
cies press KEY + FRQ
CONTROLS/ RX + desired frequency
INDICATOR FUNCTION + ENT.
Power ON/OFF On Function Select Knob. Transmit Frequency 2.0-29.9999 MHz pro-
Ready Indication When the radio is initially grammable in 100 Hz
powered on, a system steps. To change frequen-
ready message will be dis- cies press KEY +FRQ
played for a few seconds. TX + desired frequency
The channel 0 informa- + ENT.
tion will then be dis- Squelch Level Single step, detent-type
played. control; squelch level is
CRT Brightness Set Function Select Knob annunciated on the dis-
to BRT. Rotate the Func- play and varies from MIN,
tion Control Knob in the 1, 2, 3 through 14, MAX.
desired direction to in- The squelch level is not a
crease or decrease bright- stored parameter.
ness. Transmit Selective A 4-letter code pro-
Audio Volume Set Function Knob to Address grammed by pressing HE
VOL, rotate the Function KEY+ SELTX + a
Control Knob in the de- 4-letter code + ENT, or
sired direction to increase by activating SELADR
or decrease audio volume. RX and keying the mic.
Audio volume is not a
stored parameter. Audio A 4-letter code pro-
volume level is annunci- Receiver Selective
Address grammed by pressing
ated briefly in the fault KEY + SEL RX + a
area of the display when 4-letter code + ENT. Re-
the level is being changed. ceive selective address
The display levels are: mode is activated by using
MIN, 1, 2, 3 through 14, key sequence: KEY +
MAX. A secondary HF SEL RX + ON + ENT.
audio volume control is
located in the console. Output Power Level Three ouptut power levels
This is provided for audio are selectable from the
level compatibility with keyboard; LO, MED, or
the KY-75 (if installed). HI. The key sequence
Preset the CDU VOL used is KEY + LO,
level to the max. position MED, or HI + ENT.
and adjust the secondary
3-13
TM 55-1520-240-10
CONTROLS/ CONTROLS/
Modulation Source Audio sources available SCAN Displayed channels may
are CLR-VC (clear voice), be placed on scan list by
DATA, or encrypted au- pressing SCAN + ON +
dio when used with voice ENT. It can be removed
security equipment. CI- from scan list by pressing
PHER is displayed when SCAN + OFF + ENT.
the KY-75 is in the secure To automatically scan
voice mode. DATA and those channels which have
CLR-VC modes are se- been placed on scan list,
lectable from control press the SCAN key, then
panel, when KY-75 is in ENT key.
non-secure mode, using CW Keying To utilize the CW keying
key sequence: KEY + function, first place the
(SV-DATA or CLR-VC) radio in CW mode. This is
+ ENT. The modulation accomplished by pressing
source is not a stored pa- the following key se-
rameter. quence : MODE + CW +
Tune By using appropriate key ENT. Now either the
sequence, either currently KEY key on the control
displayed channel or all panel, or any external key
20 channels may be tuned switch (a mic key) may be
to the antenna. The tun- used to transmit CW.
ing information is stored
for future use with no
tuning necessary. Current
channel may be tuned by
pressing KEY + TUNE +
ENT. All 20 channels may
be tuned by pressing KEY
+ TUNE + SCAN +
ENT.
TEST Built-in-Test (BIT) fea-
ture allows operator to
test both receiving and
transmitting capabilities at
several frequencies. Any
failure to meet predeter-
mined performance levels
results in a failure mes-
sage being
displayed. This identifies
the faulty unit and pro-
vides a maintenance code.
The test is initiated by
pressing KEY + TEST +
ENT.
STORE ENT key, used to termi-
nate mode changes, does
not automatically store
channel information;
therefore, a store se-
quence is provided. The
key sequence is: KEY + Figure 3-7. Control/Display Panel, HF Radio Set
STO + ENT. (AN/ARC-HF-SSB 199)
3-18. Voice Security Equipment TSEC/KY-58.
The voice security equipment is used with the FM band
of the No. 1 VHF AM/FM radio to provide secure
3-14
TM 55-1520-240-10
two-way communication. The equipment is controlled

by the remote control unit (RCU) Z-AHP mounted on
the right side of the console. The POWER switch must
be at ON, regardless of the mode of operation, when-
ever the equipment is installed. Power to operate the
voice security system is supplied by the No. 2 DC bus
through the COMM KY-28 circuit breaker on the No. 2
PDP.
3-19. Controls and Function. (fig. 3-8)
CONTROLS/
INDICATOR FUNCTION
Figure 3-8. Remote Control Unit TSEC/KY-58
ZEROIZE Switch Momentary contact toggle (Z-AHP)
(under spring-loaded switch used to clear (ZE-
cover) ROIZE) any crypto-net NOTE
variables stored in the To talk in secure voice, the KY-58 must be
TSEC/KY-58. loaded with any number of desired variables.
DELAY Switch Two position toggle
switch; DELAY position (1) Set the MODE switch to OP.
used when received signal
is to be retransmitted. (2) Set the FILL switch to the storage register
which contains the required CNV.
PLAIN/C/RAD1 Switch Two position rotary switch
used to select TSEC/ (3) Pull out and lift up the POWER switch to
KY-58 operating mode. A ON. A beeping tone and background noise
third position (C/RAD 2) will be heard in the headset. Before the set
is covered and locked out. can be used, the tone must be cleared by
Permits normal (unse- momentarily keying the No. 1 VHF AM/FM
PLAIN radio with the PTT switch.
cured) communications on
associated FM radio set. (4) Set the PLAIN C/RAD1 switch to C/RADl.
C/RADl Permits secured communi- (5) If the signal is to be retransmitted, pull out
cations on associated FM and lift up the DELAY switch to (ON).
radio set.
(6) Clear voice procedures: To operate in clear
FILL Switch Six position, rotary switch, voice (plain text) simply:
used to select any of six
storage registers for stor- (a) Set the PLAIN-C/RAD switch to PLAIN.
age of crypto-net variable (b) Operate the equipment.
(CNV).
b. Zeroizing procedures.
MODE Switch Three position rotary
switch used to select the NOTE
operating/loading mode of Instructions should originate from the net
the TSEC/KY-58. controller or commander as to when to
OP Allows normal operation zeroize the equipment.
of KY-58.
LD Allows normal loading of (1) Lift the red ZEROIZE switch cover.
CNV. (2) Push the spring-loaded ZEROIZE switch up.
RV Allows remote loading of This will zeroize positions 1-6.
CNN.
(3) Close the red cover. The equipment .is now
.
POWER ON Two position toggle switch zeroized and secure voice communications
Switch Position used to apply power to are no longer possible.
TSEC/KY-58.
c. Automatic remote keying procedures.
NOTE
3-20. Normal Operation. Automatic remote keying (AK) causes an
old CNV to be replaced by a new CNV. Net
a. Operating procedures for secure voice. controller simply transmits the new CNV
over the air to your KY-58.
3-15
TM 55-1520-240-10
(1) The net controller will use a secure voice applied to the KY-58 or when the KY-58 is zeroized.
channel, with directions to stand by for an This beeping is part of normal KY-58 operation but
AK transmission. Calls should not be made must be cleared by momentarily keying the No. 1 VHF
during this stand-by action. AM/FM Radio before communications can be achieved.
(2) Several beeps will be heard in the headset. (2) Background noise indicates that the KY-58 is
This means that the old CNV is being re- working properly. This noise should occur at power on
placed by a new CNV. of the KY-58 and when the KY-58 is generating a
(3) Using this new CNV, the net controller will cryptovariable. If the background noise is not heard at
ask for a radio check. power on, the equipment must be checked out by
maintenance personnel.
(4) After the radio check is completed, the net
controller instructions will be to resume nor- (3) Continuous tone should indicate a parity
mal communications. No action should be alarm. This will occur whenever an empty storage
taken until the net controller requests a radio register is selected while holding the PTT button in.
check. This tone can mean any of three conditions:
d. Manual remote keying procedures. The net con- (a) Selection of an empty storage register.
troller will make contact on a secure voice channel with (b) A bad cryptovariable is present.
instructions to stand by for a new CNV by a manual
remote keying (MK) action. Upon instructions from the (c) Equipment failure has occurred. To clear
net controller: this tone, follow the loading procedures in TM 11-5810-
262-0P. If this tone continues, have the equipment
(1) Set the FILL switch to position 6. Notify the checked out by maintenance personnel.
net controller by radio and stand by.
(4) Continuous tone could also indicate a crypto
(2) When notified by the net controller, set the alarm. If this tone occurs at any time other than in (3)
MODE switch to RV (receive variable). No- above, equipment failure may have occurred. To clear
tify the net controller and stand by. this tone, repeat the loading procedures in TM 11-5810-
(3) When notified by the net controller, set the 262-0P. If this tone continues, have the equipment
FILL switch to any storage position selected checked out by maintenance personnel.
to receive the new CNV (may be unused or (5) Single beep, when DELAY switch is down,
may contain the variable being replaced). (not selected), can indicate any of three normal condi-
Notify the net controller and stand by. tions:
NOTE (a) Each time the PTT button is pressed
when the KY-58 is in C (cipher) and a filled storage
When performing step (3), the storage posi- register is selected, this tone-will be heard. Normal use
tion (1 through 6) selected to receive the new (speaking) of the KY-58 is possible.
CNV may be unused or it may contain the
variable which is being replaced. (b) When the KY-58 has successfully received
a cryptovariable, this tone indicates that a good crypto-
variable is present in the selected register.
(4) Upon instructions from the net controller:
(c) When you begin to receive a transmis-
(a) Listen for a beep on your headset. sion, this tone indicates that the received signal is in
(b) Wait two seconds. secure voice.
(c) Set the MODE switch to OP. (6) A single beep, when the DELAY switch is up
(time delay) occurring after the preamble is sent, indi-
(d) Confirm. cates that you may begin speaking.
(5) If the MK operation was successful, the net (7) A single beep, followed by a burst of noise
controller will now contact you via the new and a seemingly dead condition, indicates that your
CNV. receiver is on a different variable than the distant
(6) If the MK operation was not successful, the transmitter. If this tone occurs when in C/RADl: Turn
net controller will contact you via clear voice FILL switch to the CNV, Plain-Cipher switch to PLAIN,
(plain) transmission, with instructions to set and contact the transmitter in clear text and agree to
your FILL selector switch to position 6 and meet on a particular variable.
stand by while the MK operation is repeated.
3-21. Voice Security Equipment TSEC/KY-75.
e. It is important to be familiar with certain KY-58 Voice security equipment (TSEC/KY-75), whenever
audio tones; Some tones indicate normal operation
while others indicate equipment malfunction. These installed, provides two-way clear or secure voice com-
munication for the HF radio system (AN/ARC-199).
tones are heard only in the cipher mode and are:
Power to operate the voice security equipment is sup-
(1) Continuous beeping, with background noise, plied by the No. 2 DC bus through the KY-75 circuit
is a crypto alarm. This occurs when power is first breaker located on the No. 2 PDP.
3-16
TM 55-1520-240-10
3-22. Controls and Function, Voice Security

Equipment (TSEC/KY-75).
(Refer to TM 11-5810-281-OP).
3-23. Normal Operations, Voice Security Equip- CONTROLS/
ment (TSEC/KY-75). INDICATOR FUNCTION
(Refer to TM 11-5810-281-OP).
Line-select (3) Pushbutton switches to select
3-23.1. HF Radio Set (AN/ARC-220). options displayed to left of
each switch.
The HF radio set (AN/ARC-220) provides Pushbutton switches to vary
communication in a 28MHz high frequency band Brightness (4)
display brightness.
between 2.0 and 29.9999 MHz. Channels are spaced at
100-Hz increments, giving 280,000 possible frequencies. Channel/Net Seven-position rotary switch
Preset channels can be manually programmed or Selector (5) used to select programmed
preprogrammed as part of the communications mission operating channels or nets.
load information. A total of 72 channels can be Data Connector (6) Interfaces ARC-220 system to
programmed: 20 manual simplex or half-duplex, 20 data transfer device for
programmable simplex or half-duplex, 20 programmable datafill.
ALE scan lists, and 12 programmable ECCM hop-sets Interfaces ARC-220 system to
(with ALE capability). Operating modes of the HF radio Key Connector (7)
set using either simplex or half-duplex operation are data transfer device for
keyfill.
Upper and Lower sideband (USB, LSB), amplitude
modulation equivalent (AME), and continuous wave Mode Switch (8) Five-position rotary switch
(CW). Data may be transmitted or received in USB or selects mode of operation.
LSB modes. Both standard and advanced narrow-band Selects HF conventional
digital voice terminal (ANDVT) are supported. DC communications. Operating
power to operate the HF radio set is supplied by the No. frequency and emission mode
2 DC bus through the COMM ARC-220 HF circuit are selected manually.
breaker on the No. 2 PDP. Selected information can be
stored in preset channels for
future recall.
3-23.2. Controls and Function, HF Radio Set
(AN/ARC-220). (fig. 3-7.1) PRE Selects conventional HF
communications. Channel/net
CONTROLS/ selector is used to select a
INDICATOR FUNCTION preprogrammed preset
channel. Frequency and
Cursor (1) Four pushbutton switches emission mode cannot be
position the cursor vertically changed during preset
or horizontally. operation.
Display (2) NVG compatible, contains six ALE Selects automatic link
lines. Each line holds up to 20 establishment mode of
characters. 15 characters are operation.
left justified for
communications, advisory, ECCM Selects electronic counter-
and status information. 5 countermeasure mode of
characters are right justified operation.
for control selection. EMER Used during emergency to
place a distress call. The
mode, frequency, net, etc.., is
determined by the datafill.
SQL (9) Two pushbutton switches
which controls squelch and
audio muting.
Change 13 3-16.1
TM 22-1520-240-10
CONTROLS/
CONTROLS/ INDICATOR FUNCTION
INDICATOR FUNCTION Fill Type Character display (KEY,
VOL (10) Eight-position rotary switch DATA) having a display
varies the receive audio output Format - TYPE: xxxx x.
level. Default is DATA.
Function Switch (11) Five-position rotary switch Contention Control Character display (ON, OFF)
selects system operation having a display format of -
function. LBC: xxx. Default is OFF.
OFF Turns the ARC-220 off. Line 3
STBY Selects the standby function Receive Frequency Numeric display (2.0 to
where built-in test (BIT), 29.9999 MHz) with a display
setup, or fill operations can be format of: RCV xx.xxxx.
performed. ECCM Station Type Character display (MEMBER,
SILENT Used in ALE or ALE ECCM ALTERNATE, MASTER,
modes to prevent the ARC-220 NET ENTRY, ALT NET
from automatically responding ENT). Default is MEMBER.
to incoming calls. Lines 3,4 Character display of emission
T/R Allows the ARC-220 to mode (USB, LSB, AME, CW)
transmit and receive in the one space to right of
selected mode of operation. frequency. Default is USB.
ZERO Erases all data (including Line 4
datafill and keyfill) which has Transmit Frequency Numeric display (2.0 to
been loaded into the system 29.9999 MHz) with a format
Value (12) Two pushbutton switches of: XMT xx.xxxx.
increments a field value or Time Numeric display (00:00:00 to
single character value, 23:59:59) with a format of -
depending on cursor position. Hour:Minute:Second.
3-23.3. Display Lines, HF Radio Set Line 5
(AN/ARC-220). Link Protection Character display (OFF, ON) with a
format of - LINK PROT: xxx.
The information displayed on each line is dependent upon Default is ON (OFF if no link
the operation being performed. This section specifies protection datafill).
what information can be displayed on each particular Date Alphanumeric display (01 JAN
line. 00 to 31 DEC 99) with format
of - dd MMM yy.
CONTROLS/
INDICATOR FUNCTION Antenna Type Character display (T/R, RCV)
with format of - ANT: x xx.
Line 1 Alpha-numeric display of 15 Default is T/R.
characters maximum Line 6
containing channel title (call
sign). Default value - Power Level Character display (LOW,
Mode:channel#. MED, HIGH) with format of -
PWR: xxxx, Default is
Line 2 HIGH.
ALE Address Alpha-numeric display of 15
characters maximum Squelch Alpha-numeric display
containing the Call To (TONE, 0 to 5) with format of
(ADRS: xxx) or Self (SELF: - SQ: xxx.
xxx) Address. (ADRS:) and Volume Numeric display (1 to 8) with
(SELF:) labels are removed format of - VOL: x.
for addresses greater than 10 Listen Before Talk Character display (ON, OFF)
characters in length. with format of - LBT: xxx.
Noise Reduction Character display (ON, OFF) Default value is OFF.
having a display format of -
NOISE REDUCE: xxx.
Default value is ON.
3-16.2 Change 13
TM 55-1520-240-10
3-23.4. Operating Modes/Functions, HF Radio CONTROLS/

Set (AN/ARC-220). (fig. 3-7.1) INDICATOR FUNCTION
the CURSOR switches to
CONTROLS/ position cursor under the
INDICATOR FUNCTION appropriate frequency. Use
Power ON/OFF On Function Switch the VALUE switches to
change frequency. (Note:
System Turn-On Turning the Function Switch The XMT frequency will
clock-wise from Off to STBY automatically change with the
rns system on and selects RCV frequency, but the
standby function. SYSTEM reverse is not true).
TESTING is displayed while
power-up BIT (P-BIT) is in Squelch Level/ Two pushbutton switches
process. SYSTEM-GO will Audio Muting - SQL +, when pressed
be displayed if all tests good, displays the squelch status on
SYSTEM-NOGQ if not. line 6 of display for 5 sec-
nds. Settings are TONE
CRT Brightness Two pushbutton switches used and 0 through 5. TONE
to vary brightness. The ↑ (up provides no muting and no
arrow) increases intensity squelch. Position 0 provides
while the ↓ (down arrow) muting but no squelch.
decreases intensity. Positions 1 through 5 provide
Audio Volume Eight-position rotary switch muting and increasing levels
varies output level. Setting is of squelch. Muting is
displayed on line 6 (bottom) of normally enabled during ALE
display for 5 seconds when and ALE ECCM operation.
system first turned on or when Output Power Level Three output levels are
VOL setting is changed. The selectable for the display
display level are 1, 2, 3 thru screen by using the EDIT line-
8 select switch, which brings up
Channel Selection Channel number may be the edit mode, moving the
changed using the Channel cursor under the power
Selector seven-position rotary character field and using the
switch. The + position of the VALUE switches to change
greater to be selected using the the field. Depress the RTN
VALUE switch. line-select switch which stores
Modulation Mode Four modes are available: the change and returns to
USB, LSB, AME, and CW. normal operating mode. There
To change modes, depress the are two Built-in-Test (BIT)
EDIT line select switch. features which concerns the
While in the Edit screen use operator, P-BIT and C-BIT.
the CURSOR switches to The Power-Up Bit (P-Bit) tests
position cursor under the the ARC-220 when initially
appropriate emission mode turned on. P-Bit exercise
(RCV or XMT). Use the basic radio control functions
VALUE switches to change which must be operational
mode. (Note: The XMT prior to entering a system
mode will automatically operational mode. A GO/NO-
change with the RCV mode, GO status appears on the
but the reverse is not true). display and defaults to stand-
Depress RTN line select by mode upon completion.
switch to enter the edited data When NO-GO status appears,
and return to operational depressing the INOP line-
mode. select switch displays INOP
MODES so an operator can
Receive/Transmit 2.0 - 29.9999 MHz, program- see if limited capability exists.
Frequency mable in 100 Hz steps. To The Continuous Bit (C-BIT)
change frequencies, depress is
the EDIT line select switch.
While in the Edit screen use
Change 13 3-16.3
TM 55-1520-240-10
CONTROLS/ CONTROLS/
automatically performed connector on radio set control
during system operation front panel. Use the VALUE
without any operator right arrow switch to select
intervention. Critical system key number (1 through 6) to
functions are monitored. Any be loaded. Initiate key-fill
failures cause a NO-GO from DTD. LOADING is
advisory, accompanied by the displayed during keyfill,
portion of system which LOAD COMPLETE if
failed, to appear on line 5 of successful, LOAD FAIL if
the display. C-Bit failures are may cause interference to
stored in nonvolatile memory. other stations. Default is ON.
STORE RTN line-select key, used to LBT: (listed before talk) -
terminate edit mode, This field is used for manual,
automatically stores any preset, or conventional (non-
change(s) made. ALE) ECCM operation and
turns LBT ON or OFF.
DataFill Contains preset frequencies, When OFF, transmission is
scan lists, addresses, data accomplished without regard
messages and ALE and/or to traffic and may cause
ECCM parameters. With interference to other stations.
system in STBY, press the Default is OFF.
FILL line-select switch. Use ANT: (antenna) - Useful if
VALUE switches to select system uses both receive-only
DATA in the fill TYPE: field and transmit/receive antennas.
(line 2). Connect data transfer When T/R is selected, the
device (DTD) of DATA system transmits and receives
connector on radio set control on same antenna. When RCV
front panel and initiate fill is selected, the system
from the DTD. LOADING is transmits on one and receives
displayed during datafill. on the other antenna. Default
LOAD COMPLETE is is T/R.
displayed for a successful fill, LINK PROT: (link
LOAD FAIL displayed if fill protection) - This field turns
cannot be completed. (NOTE: ALE link protection ON or
using an AN/CYZ-10 DTD, OFF. Default is ON (OFF if
the radio set control displays no link protection datafill).
DTD DETECTED when Press RTN line-select switch
DTD is detected). A copy of when setup edit is complete to
loaded datafill can be sent to enter all data and return to
DTD by pressing COPY line- STBY screen.
select switch. COPYING is
displayed during operation, General Editing Select desired channel and
COPY COMPLETE press the EDIT line-select
displayed if successful, COPY switch. Use the CURSOR
FAIL if copy cannot be switches to position cursor
completed. Press RTN line- under character position or
select switch to return to data field to be edited. Use
STBY screen when datafill is VALUE switches to change
complete. Disconnect the the character or data field to
DTD. desired value. If available,
the data setup can be modified
KeyFill Loads secure keys. From by pressing the DATA line-
STBY screen, press FILL select switch in the EDIT
line-select switch. Use screen, using the VALUE
VALUE switches to select switches to scroll through the
KEY in fill TYPE: field. list of modem set
Connect DTD to KEY configurations. Press the
3-16.4 Change 13
TM 55-1520-240-10
CONTROLS/
INDICATOR FUNCTION be performed. If ALE data is
RTN line-select switch when not loaded for the selected
all changes are complete to scan list, a CHANNEL INOP
store the changes and return to advisory is displayed). Use -
normal operation mode. SQL+ switch to set squelch to
TONE. Adjust VOL for
Transmit Position Set function switch to T/R comfortable listening level.
Report and mode switch to proper Use -SQL+ switch to set
mode. Press the POSN line squelch to 0. Headset is muted
select switch. (NOTE: until a link is established. If
POSN line-select is available channel is noisy, set squelch to
only if configuration data 1. CONTROLS/
indicates GPS is installed). Higher squelch levels are not
Manual Operation Set function switch to T/R and recommended for ALE mode
mode switch to MAN. Use - of operation.
SQL switch to set squelch to Normal ALE When ALE call is received
0. Adjust VOL control to a Communication INCOMING CALL is displ
comfortable listening level. Receiving ayed with the address field
Use SQL + switch to set displaying caller’s ALE
squelch to 1, the optimum for address. LINKED is displayed
manual mode. If radio breaks and a short gong tone sounds
in and out of squelch, increase when an ALE link is
as required. Set to desired established. Communication
channel. Press microphone can now begin. Proper
PTT switch, wait until tune protocol is for calling station
tone stops and begin to make first transmission.
communications. When PTT
switch is pressed, the XMT Normal ALE Select ALE address to be
frequency is displayed. Communication called by doing a, b, or c:
Transmitting a. Set channel/net switch to
Preset Operation Set function switch to T/R and desired preprogrammed net.
mode switch to PRE. Use - b. Use VALUE switch to
SQL switch to set squelch to scroll through and select
0. Adjust VOL control for preprogrammed address.
comfortable listening level. c. Press EDIT line-select
Use SQL + switch to set switch, then use CURSOR
squelch to position 1, the and VALUE switches to
optimum setting for preset manually select an address
mode. If radio breaks in and character-by-character.
out of squelch, increase as (NOTE: NET INOP advisory
required. Set to desired is displayed if a selected
channel. Press microphone channel or net contains: no
PTT switch, wait until tune data or corrupted data; or
tone stops and begin hardware cannot support the
communications. When PTT selected mode). Press
switch is pressed, the XMT microphone PTT switch.
frequency is displayed. CALLING is displayed.
Normal ALE Set function switch to T/R LINKED is displayed with a
Communication and mode switch to ALE. short gong tone and headset
(NOTE: If the selected net is audio is restored when link
configured for link protection established. Start
but does not have accurate transmission. The system
time, SYNC instead of POSN terminates the link and returns
will appear on display, line 2 to ALE scanning after a period
right side along with an of inactivity (30 seconds typi-
UNSYNC advisory at bottom cal). GPS position can also be
of screen. An ALE link
protection time sync needs to
Change 13 3-16.5
TM 55-1520-240-10
CONTROLS/
INDICATOR FUNCTION ECCM Operation - RCVING PREAMBLE
transmitted by using the steps Receiving Calls and/or INCOMING CALL is
above plus the Transmit displayed.
Position Report steps. ECCM Operation - Press microphone PTT
ALE Link Protection Press PTT switch or SYNC Transmitting switch. Wait for preamble
Time Sync line-select switch. System tones to cease then begin
returns to scan and the net communications. If an
default address if sync ALE/ECCM channel is used,
successful, but if unsuccessful CALLING is displayed while
press ABORT line-select call is in process. LINKED is
switch to return to ALE displayed and a short gong
screen. tone sounds, and headset audio
restored when link established.
ECCM Net Set function switch to T/R (NOTE: Press ABRT line-
Initialization and mode switch to ECCM. select switch to abort calling
(NOTE: If ECCM data or process). Call
keys are not loaded for net initiator should make first
selected, a CHANNEL INOP transmission. The system
advisory is displayed). Set terminates link and returns to
channel/net switch to desired scan after a period of inactivi-
net. If selected channel is an ty (30 seconds typical).
ALE/ECCM channel, the GPS position can also be
address of station being called transmitted by using the steps
is displayed on line two. above plus the Transmit
(NOTE: NET INOP advisory Position Report steps.
is displayed if selected channel
or net contains: no or Data Messages The ARC-220 radio set can
corrupted data; or hardware store up to 10 transmit and 10
cannot support selected mode. received data messages up to
If screen displays UNTUNED 500 characters long each.
or UNSYNC advisories Received data messages are
proceed with system stored in memory and can be
Tune/Sync operation, other retransmitted. An advisory
wise proceed with ECCM alerts when a data message is
operation. received. Data can be
transmitted or received in any
ECCM Tune/Sync Press either the TUNE line- mode (manual, ALE, or
Operation select switch or microphone ECCM). Procedure to
PTT switch to initiate send/receive (recall) messages
combined tune and sync. is the same for all modes,
TUNING followed by except in manual mode when
SYNCING is displayed during an ALE link is not established.
process. System will return to
ECCM screen without Data Messages - Received messages are stored
UNTUNED and/or UNSYNC Received in MSG location 1. MSG 10
advisories if successful. is the oldest message and is
deleted from memory upon
ECCM Operation Use -SQL switch to set receipt of an incoming
squelch to TONE. Adjust message. Received messages
VOL control for comfortable can be read and/or forwarded,
listening level. Use SQL+ but not edited. A CHECK
switch to set squelch to 0. If MSG advisor is displayed
channel is noisy, set to 1. when data message received.
Higher settings are not To recall data messages,
recommended for ECCM perform the following:
operation.
3-16.6 Change 13
TM 55-1520-240-10
CONTROLS/ CONTROLS/
1. Press MSG line-select Program/Edit Press the MSG line-select
switch to view message. If Data Messages switch to go to MESSAGE
operator desires to check screen, then press PGRM
messages even though a line-select switch. NO
CHECK MSG advisory was MESSAGES is displayed if
not displayed, press MSG none exists. Use the
line-select switch, then RCVD CURSOR up/down arrows to
line-select switch to view position the cursor, then use
messages. NO MESSAGES VALUE switches to enter
advisory appears if no desired data (if a previously
messages exist. programmed message is to be
2. Use the CURSOR up/ edited, use CURSOR and
down arrows to view message VALUE switches to obtain
one line at a time and left/right appropriate message and line
arrows to move cursor to left as described earlier). To
margin. Use VALUE delete a character in cursor
switches to page up or down. position and to shift remaining
3. To view additional characters one position to left,
messages, use CURSOR press DEL line-select switch.
switches to position cursor A built-in word dictionary is
under the MSG number the available (either default or
use filled). To access word
VALUE switches to scroll to dictionary, press WORD line-
next consecutive message select switch to obtain
number. INSERT screen. Use
4. To retain messages in CURSOR and VALUE
memory, press the RTN line- switches to scroll dictionary.
select switch. Place cursor under desired
5. To delete messages, word and press SELCT line-
position cursor under message select switch to insert a blank
number to delete, press the and the selected word at
DEL line-select switch until cursor position of message
NO MESSAGES is displayed. edit screen or if no word
Press RTN line-select switch found, press CANCL line-
to return to operational mode. select switch to return to edit
CONTROLS/screen. When
Data Messages - Press SEND line-select switch complete, press RTN line-
Transmit to transmit last selected select switch to load message
address in ALE or ECCM into memory and to return to
mode, or to transmit message top-level screen. Shutdown
using current mode and Procedures Set function switch
frequency in manual mode. In to OFF. Gently pull and turn
ALE or ECCM modes function switch to zeroize
advisories are displayed during (ZERO) position to erase
tuning, synching and linking preprogrammed information,
which is done automatically. including all fills. Zeroize
SENDING DATA is dis- function is operational
played while message is regardless if system is on or
transmitted. off.
Change 13 3-16.7
TM 55-1520-240-10
CONTROLS/
INDICATOR FUNCTION CT Ciphertext mode. Allows
Emergency The mode used during emer- transmission of encrypted
Communication gencies is determined by the voice or data and reception of
datafill. The equipment encrypted or unencrypted
operates normally for mode voice or data, and non-
selected. Set mode switch to cooperative terminal rekeying.
EMER. Press the PTT switch RK Remote Keying mode.
to transmit. If in ALE mode, Permits KY-100 to perform
an ALE call is placed to the automatic and manual rekey
selected address. operations.
OFFLINE Disables communications and
gives access to the system of
menus used to select mode
settings, self-test features, and
filling the KY-100 with
crypto-variables.
Z ALL Zeroize mode. Erases all
(PULL) cryptographic data stored in
the KY-100 except the
Emergency Back-up Key.
CIK Receptacle Interfaces with a
Cryptographic Ignition Key
which is needed to enable all
secure voice and data
communications. This
function is currently
disabled.
DSPL/OFF BRT Two-function rotary switch
Figure 3-7.1.Control/Display Panel, HF Radio Set Control which controls the on/off
(AN/ARC-220) status and backlight intensity
of the LCD display.
3-23.5. Voice Security Equipment PNL/OFF BRT Two-function rotary switch
TSEC/KY-100. Control which controls the on/off
status and backlight intensity
Voice security equipment (TSEC/KY-100), when infor the overall front panel.
stalled, provides two-way clear or secure half-duplex Rotary selector switch which
voice/data communication for the HF radio system PRESET Switch
(AN/ARC-220). Power to operate the TSEC/KY-100 is controls unit operating power
supplied by the No. 2 DC bus through the HF KY-100 and settings which are stored
in memory.
circuit breaker located on the No. 2 PDP.
OFF Removes power from KY-100.
3-23.6. Controls, Indicators, Connectors and MAN Manual position which allows
Function (TSEC/KY-100, Z-AVH). operating modes to be selected
(fig 3-8.1) using both OFFLINE and on-
CONTROLS/ line menu system,
INDICATOR FUNCTION 1 thru 6 Six separate preset modes
MODE Switch Six position rotary switch used which can only be set up in the
to select one of the operational OFFLINE mode.
modes. FILL Connector Used to load cryptographic
PT Plaintext mode. Allows keys through the use of a
reception or transmission of common fill device such as
unencrypted analog voice. KYK-13/TSEC Electronic
Transfer Device, KYX-
EB Emergency Back-up mode. 15/TSEC Net Control Device,
Uses the emergency back-up
key to encrypt voice for AN/CYZ-10 Data Transfer
transmission or reception.
3-16.8 Change 13
TM 55-1520-240-10
CONTROLS/
INDICATOR FUNCTION Eb Annunciator (5) Displayed when MODE
Device (DTD), or the KOI- control switch is in the
18/TSEC General Purpose Emergency Backup (EB)
Tape Reader. position.
Three Button Momentary pushbutton Alphanumeric Provides prompts, messages,
Keypad switches active in both Display (6) and mode indications.
OFFLINE and on-line modes. PT Annunciator (7) Displayed when KY-100 is
Used to enter and exit processing plaintext voice.
submenus, activate the Key Symbol (8) Displayed when menu system
selected mode, select fields, is locked.
and to scroll through menus
and options. D Annunciator (9) Displayed when in Data mode.
INIT Initiate switch. In the V Annunciator (10) Displayed when in Voice
OFFLINE mode it activates mode.
the displayed menu mode and Rate Display (12)3-character display indicates voice or
provides entry into submenus. data rate.
In on-line modes (CT, RK,
EB, PT), it selects the display 3-23.8. Turn-On Procedures.
field to be changed. When the KY-100 is turned on, tests are automatically
up Arrow (↑) In the OFFLINE mode, it is performed to determine the equipment’s operating status.
Switch used to scroll through menus The results of these tests will be presented on the
from top to bottom. In on-line display. Also, a CLd START message will be
modes (CT, RK, EB, PT), it displayed.
is used to scroll through
available options for the a. Cold start turn-on. (Initiated if no traffic
display field being changed. encryption key (TEK) is contained in the KY-100).
Right Arrow (→) In the OFFLINE mode, it is
Switch used to scroll through menus (1) Turn on the KY-100 by turning the PRESET
from bottom to top. In the on- switch to the MAN position.
line modes (CT, RK, EB, PT)
it is used to select the display (2) The KY-100 will initiate a self-test. The display
field to be changed. reads CLd STRT and then PSH INIT.
Simultaneous (↑→) Used to exit a submenu. (3) Connect a fill device to the KY-100 fill
Display, LCD Back-lighted Liquid Crystal connector using a fill cable. Select the fill position
Display (LCD) indicates containing the valid key and turn it on.
operational status, operator
prompts and messages (4) Press the INIT pushbutton (PUSH INIT).
(5) The KY-100 displays KEY 1 01, PASS,
3-23.7. Display Annunciators/Fields WORKING, LOCKED, READY.
(TSEC/KY-100, Z-AVH). (fig 3-8.1)
CONTROLS/ NOTE
INDICATOR FUNCTION If a fill device is not connected to the KY-100
TX Annunciator (1) Displayed when KY-100 is when the INIT pushbutton is pressed, a dEV
transmitting. ERR (Device Error) message will be displayed.
When this occurs, the only available
RX Annunciator (2) Displayed when KY-100 is communication mode will be PT (Plaintext).
receiving.
Wb Annunciator (3) Displayed when KY-100 is in (6) If a FAIL message is displayed, notify the next
the Wideband (VINSON) level of maintenance.
configuration.
Nb Annunciator (4) Displayed when KY-100 is in (7) To load additional keys (up to a total of 6),
the Narrowband (ANDVT) proceed to Key Loading Section.
configuration.
Change 13 3-16.9
TM 55-1520-240-10
NOTE
b. Normal turn-on. DO NOT press the INITIATE pushbutton (or
pull tape through tape reader) on fill device.
(1) Set the front panel MODE control to the
OFFLINE position. j. Press the INIT button. (When using a KOI-18 pull
tape through tape reader at a steady rate after the
(2) Rotate the DSPL and PNL switches clockwise, terminal INIT button is pressed). Upon completion of a
out of the OFF detent positions and adjust the display and successful load, a pass tone will be heard and the display
panel lighting for comfortable viewing. will momentarily indicate KEY N, where N is the key
location loaded.
(3) Set the PRESET switch to the MAN (manual)
position to apply power to the KY-100 electronics. k. The display will again show LOAD N with N
Power-on tests will automatically be run when primary flashing. To load additional keys, repeat steps g.
power is applied. through j. until all desired key locations have been
loaded.
(4) Upon successful completion of the power-on
tests, the test results should appear in the display. If 1. Turn off and disconnect the fill device from the
PASS is displayed, continue with the turn-on procedures. KY-100.
However, if a FAIL message appears in the display,
notify the next level of maintenance. If PUSH INIT is m. Rotate MODE switch out of OFFLINE to exit Key
displayed, perform the cold start procedures as described Load.
above in paragraph a.
3-23.10. Zeroize Procedures.
3-23.9. Key Loading Procedures.
a. Zeroize ALL keys. This procedure is active even
Key loading may be accomplished using a KYX-15, if primary Power is removed from the KY-100. All key
KYK-13 or a KOI-18. One Key Encryption Key (KEK), locations within the KY-100 will be zeroized. Once
up to six Traffic Encryption Keys (TEKs), and one zeroized, only PT voice communications are possible
Emergency Backup (EB) key can be loaded in the KY- until a new Traffic Encryption Key (TEK) is loaded.
100. A Fill Cable (ON190191) is required when using
one of these devices. Proceed with the following generic (1) Pull the MODE switch and rotate it to the
Key Loading procedures: Z ALL position. All keys stored in locations 1-6 and U
will be erased.
a. Place the KY-100 MODE switch in OFFLINE
position. (2) If the KY-100 is on when this procedure is
performed, ZEROED will be displayed, and a tone will
b. If the KY-100 is not on, turn PRESET switch to be heard.
MAN position.
(3) If the KY-100 power is on when the MODE
c. Connect a fill device to the KY-100 fill connector. switch is rotated out of the Z ALL position, PUSH INIT
will be displayed. Follow the COLD START
d. Push the ↑ (up arrow) or → (right arrow) button procedures.
until KEY OPS is displayed.
b. Zeroize SPECIFIC key locations.
e. Push the INIT button. LOAD KEY will be
displayed. (1) Place the KY-100 MODE switch to the
OFFLINE position.
f. Push the INIT button. LOAD N with a flashing N
will be displayed. The flashing N indicates the currently (2) If the KY-100 is not on, turn PRESET switch to
selected key location. MAN position.
g. Press the ↑ (up arrow) or → (right arrow) button (3) Push the ↑ (up arrow) or (right arrow) button
until the required location (1, 2, 3, 4, 5, 6, or U) is until KEY OPS is displayed.
displayed.
(4) Push the INIT button. LOAD KEY will be
h. Press the INIT button. The entire LOAD N displayed.
message will now be flashing.
(5) Push the ↑ (up arrow) or → (right arrow) button
i. Turn on fill device and select key to be loaded. until ZERO is displayed.
3-16.10 Change 13
TM 55-1520-240-10
3-22. Controls and Function, Voice Security

Equipment (TSEC/KY-75).
(Refer to TM 11-5810-281-OP).
3-23. Normal Operations, Voice Security Equip- CONTROLS/
ment (TSC/KY-75). INDICATOR FUNCTION
(Refer to TM 11-5810-281-OP).
Line-select (3) Pushbutton switches to select
3-23.2. HF Radio Set (AN/ARC-220). options displayed to left of
each switch.
The HF radio set (AN/ARC-220) provides
communication in a 28MHz high frequency band Brightness (4) Pushbutton switches to vary
between 2.0 and 29.9999 MHz. Channels are spaced at display brightness.
100-Hz increments, giving 280,000 possible frequencies. Channel/Net Seven-position rotary switch
Preset channels can be manually programmed or Selector (5) used to select programmed
preprogrammed as part of the communications mission operating channels or nets.
load information. A total of 72 channels can be Data Connector (6) Interfaces ARC-220 system to
programmed: 20 manual simplex or half-duplex, 20 data transfer device for
programmable simplex or half-duplex, 20 programmable datafill,
ALE scan lists, and 12 programmable ECCM hop-sets
(with ALE capability). Operating modes of the HF radio Key Connector (7) Interfaces ARC-220 system to
set using either simplex or half-duplex operation are data transfer device for
Upper and Lower sideband (USB, LSB), amplitude keyfill.
modulation equivalent (AME), and continuous wave Mode Switch (8) Five-position rotary switch
(CW). Data may be transmitted or received in USB or selects mode of operation.
LSB modes. Both standard and advanced narrow-band MAN Selects HF conventional
digital voice terminal (ANDVT) are supported. DC communications. Operating
power to operate the HF radio set is supplied by the No. frequency and emission mode
2 DC bus through the COMM ARC-220 HF circuit are selected manually.
breaker on the No. 2 PDP. Selected information can be
stored in preset channels for
future recall.
3-23.3. Controls and Function, HF Radio Set
(AN/ARC-220). (fig. 3-7.1) PRE Selects conventional HF
communications. Channel/net
CONTROLS/ selector is used to select a
INDICATOR FUNCTION preprogrammed preset
channel. Frequency and
Cursor (1) Four pushbutton switches emission mode cannot be
position the cursor vertically changed during preset
or horizontally. operation.
Display (2) NVG compatible, contains six ALE Selects automatic link
lines. Each line holds up to establishment mode of
20 characters. 15 characters operation.
are left justified for
communications, advisory, ECCM Selects electronic counter-
and status information. 5 countermeasure mode of
characters are right justified operation.
for control selection. EMER Used during emergency to
place a distress call. The
mode, frequency, net, etc.., is
determined by the datatill.
SQL (9) Two pushbutton switches
which controls squelch and
audio muting.
Change 12 3-17
TM 55-1520-240-10
CONTROLS/ CONTROLS/
VOL (10) Eight-position rotary switch Fill Type Character display (KEY,
varies the receive audio output DATA) having a display
level. Format - TYPE: xxxx x.
Function Switch (11 Five-position rotary switch Default is DATA.
selects system operation Contention Control Character display (ON, OFF)
function. having a display format of -
OFF Turns the ARC-220 off. LBC: xxx. Default is OFF.
STBY Selects the standby function Line 3
where built-in test (BIT), Receive Frequency Numeric display (2.0 to
setup, or fill operations can be 29.9999 MHz) with a display
performed. format of: RCV xx.xxxx.
SILENT Used in ALE or ALE ECCM ECCM Station Type Character display (MEMBER,
modes to prevent the ARC- ALTERNATE, MASTER,
220 from automatically NET ENTRY, ALT NET
responding to incoming calls. ENT). Default is MEMBER.
T/R Allows the ARC-220 to Lines 3,4 Character display of emission
transmit and receive in the mode (USB, LSB, AME,
selected mode of operation. CW) one space to right of
ZERO Erases all data (including frequency. Default is USB.
datafill and keyfill) which has Line 4
been loaded into the system
Transmit Frequency Numeric display (2.0 to
Value (12) Two pushbutton switches 29.9999 MHz) with a format
increments a field value or of: XMT xx.xxxx.
single character value,
depending on cursor position. Time Numeric display (00:00:00 to
23:59:59) with a format of -
3-23.4. Display Lines, HF Radio Set Hour:Minute:Second.
(AN/ARC-220). Line 5
Link Protection Character display (OFF, ON) with a
The information displayed on each line is dependent format of - LINK PROT: xxx.
upon the operation being performed. This section Default is ON (OFF if no link
specifies what information can be displayed on each protection datafill).
particular line.
Date Alphanumeric display (01
CONTROLS/ JAN 00 to 31 DEC 99) with
INDICATOR FUNCTION format of - dd MMM yy.
Antenna Type Character display (T/R, RCV)
Line 1 Alpha-numeric display of 15 with format of - ANT: x xx.
characters maximum Default is T/R.
containing channel title (call
sign). Default value - Line 6
Mode:channel#. Power Level Character display (LOW,
Line 2 MED, HIGH) with format of -
ALE Address Alpha-numeric display of 15 PWR: xxxx. Default is
characters maximum HIGH.
containing the Call To Squelch Alpha-numeric display
(ADRS: xxx) or Self (SELF: (TONE, 0 to 5) with format of
xxx) Address. (ADRS:) and - SQ: xxx.
(SELF:) labels are removed Volume Numeric display (1 to 8) with
for addresses greater than 10 format of - VOL: x.
characters in length.
Listen Before Talk Character display (ON, OFF)
Noise Reduction Character display (ON, OFF) with format of - LBT: xxx.
having a display format of - Default value is OFF.
NOISE REDUCE: xxx.
Default value is ON.
3-17.1 Change 12
TM 55-1520-240-10
3-23.5. Operating Modes/Functions, HF Radio CONTROLS/
Set (AN/ARC-220). (fig 3-7.1) INDICATOR FUNCTION
CONTROLS/
position cursor under the
INDICATOR FUNCTION appropriate frequency. Use
Power ON/OFF On Function Switch the VALUE switches to
change frequency. (Note:
System Turn-On Turning the Function Switch The XMT frequency will
clock-wise from Off to STBY automatically change with the
ms system on and selects RCV frequency, but the
standby function. SYSTEM reverse is not true).
TESTING is displayed while
power-up BIT (P-BIT) is in Squelch Level/ Two pushbutton switches
process. SYSTEM-GO will Audio Muting - SQL +, when pressed
be displayed if all tests good, displays the squelch status on
SYSTEM-NOGO if not. line 6 of display for 5 sec-
nds. Settings are TONE
CRT Brightness Two pushbutton switches used and O through 5. TONE
to vary brightness. The ↑ (up provides no muting and no
arrow) increases intensity squelch. Position 0 provides
while the ↓ (down arrow) muting but no squelch.
decreases intensity. Positions 1 through 5 provide
Audio Volume Eight-position rotary switch muting and increasing levels
varies output level. Setting is of squelch. Muting is
displayed on line 6 (bottom) of normally enabled during ALE
display for 5 seconds when and ALE ECCM operation.
system first turned on or when Output Power Level Three output levels are
VOL setting is changed. The selectable for the display
display level are 1, 2, 3 thru screen by using the EDIT
8. line-select switch, which
Channel Selection Channel number may be brings up the edit mode,
changed using the Channel moving the cursor under the
Selector seven-position rotary power character field and
switch. The + position of the using the VALUE switches to
greater to be selected using the change the field. Depress the
VALUE switch. RTN line-select switch which
Modulation Mode Four modes are available: stores the change and returns
to normal operating
USB, LSB, AME, and CW.
mode. There are two Built-in-
To change modes, depress the
EDIT line select switch. Test (BIT) features which
While in the Edit screen use concerns the operator, P-BIT
and C-BIT. The Power-Up
position cursor under the Bit (P-Bit) tests the ARC-220
when initially turned on. P-
appropriate emission mode
Bit exercise basic radio con-
(RCV or XMT). Use the
VALUE switches to change trol functions which must be
mode. (Note: The XMT operational prior to entering a
mode will automatically system operational mode. A
change with the RCV mode, GO/NO-GO status appears on
but the reverse is not true). the display and defaults to
Depress RTN line select stand-by mode upon
switch to enter the edited data completion. When NO-GO
status appears, depressing the
and return to operational
INOP line-select switch
mode.
displays INOP MODES so an
Receive/Transmit 2.0 - 29.9999 MHz, program- operator can see if limited
Frequency mable in 100 Hz steps. To capability exists. The
change frequencies, depress Continuous Bit (C-BIT) is
the EDIT line select switch.
While in the Edit screen use
Change 12 3-17.2
TM 55-1520-240-10
CONTROLS/ CONTROLS/
automatically performed connector on radio set control
during system operation front panel. Use the VALUE
without any operator right arrow switch to select
intervention. Critical system key number (1 through 6) to
functions are monitored. Any be loaded. Initiate keyfill
failures cause a NO-GO from DTD. LOADING is
advisory, accompanied by the displayed during key fill,
portion of system which LOAD COMPLETE if
failed, to appear on line 5 of successful, LOAD FAIL if
the display. C-Bit failures are may cause interference to
stored in nonvolatile memory. other stations. Default is ON.
RTN line-select key, used to LBT: (listed before talk) -
STORE
terminate edit mode, This field is used for manual,
automatically stores any preset, or conventional (non-
change(s) made. ALE) ECCM operation and
turns LBT ON or OFF.
DataFill Contains preset frequencies, When OFF, transmission is
scan lists, addresses, data accomplished without regard
messages and ALE and/or to traffic and may cause
ECCM parameters. With interference to other stations.
system in STBY, press the Default is OFF.
FILL line-select switch. Use ANT: (antenna) - Useful if
VALUE switches to select system uses both receive-only
DATA in the fill TYPE: field and transmit/receive antennas.
(line 2). Connect data transfer When T/R is selected, the
device (DTD) of DATA system transmits and receives
connector on radio set control on same antenna. When RCV
front panel and initiate fill is selected, the system
from the DTD. LOADING is transmits on one and receives
displayed during datafill. on the other antenna. Default
LOAD COMPLETE is is T/R.
displayed for a successful fill, LINK PROT: (link
LOAD FAIL displayed if fill protection) - This field turns
cannot be completed. ALE link protection ON or
(NOTE: using an AN/CYZ- OFF. Default is ON (OFF if
10 DTD, the radio set control no link protection datafill).
displays DTD DETECTED Press RTN line-select switch
when DTD is detected). A when setup edit is complete to
copy of loaded datafill can be enter all data and return to
sent to DTD by pressing STBY screen.
COPY line-select switch.
General Editing Select desired channel and
COPYING is displayed
press the EDIT line-select
during operation, COPY
COMPLETE displayed if switch. Use the CURSOR
successful, COPY FAIL if switches to position cursor
copy cannot be completed. under character position or
press RTN line-select switch data field to be edited. Use
VALUE switches to change
to return to STBY screen
the character or data field to
when datafill is complete.
desired value. If available,
Disconnect the DTD.
the data setup can be modified
KeyFill Loads secure keys. From by pressing the DATA line-
STBY screen, press FILL select switch in the EDIT
line-select switch. Use screen, using the VALUE
VALUE switches to select switches to scroll through the
KEY in fill TYPE: field. list of modem set
Connect DTD to KEY configurations. Press the
3-17.3 Change 12
TM 55-1520-240-10
CONTROLS/
INDICATOR FUNCTION be performed. If ALE data is
RTN line-select switch when not loaded for the selected
all changes are complete to scan list, a CHANNEL INOP
store the changes and return to advisory is displayed). Use -
normal operation mode. SQL+ switch to set squelch
to TONE. Adjust VOL for
Transmit Position Set function switch to T/R comfortable listening level.
Report and mode switch to proper Use -SQL+ switch to set
mode. press the POSN line squelch to 0. Headset is muted
select switch. (NOTE: until a link is established. If
POSN line-select is available channel is noisy, set squelch
only if configuration data to 1. CONTROLS/
indicates GPS is installed). Higher squelch levels are not
Manual Operation Set function switch to T/R and recommended for ALE mode
mode switch to MAN. Use - of operation.
SQL switch to set squelch to Normal ALE When ALE call is received
0. Adjust VOL control to a Communication - INCOMING CALL is displ
comfortable listening level. Receiving ayed with the address field
Use SQL + switch to set displaying caller’s ALE
squelch to 1, the optimum for address. LINKED is
manual mode. If radio breaks displayed and a short gong
in and out of squelch, increase tone sounds when an ALE link
as required. Set to desired is established. Communication
channel. Press microphone can now begin. Proper
PTT switch, wait until tune protocol is for calling station
tone stops and begin to make first transmission.
communications. When PTT
switch is pressed, the XMT Normal ALE Select ALE address to be
frequency is displayed. Communication - called by doing a, b, or c:
Transmitting a. Set channel/net switch to
Preset Operation Set function switch to T/R and desired preprogrammed net.
mode switch to PRE. Use - b. Use VALUE switch to
SQL switch to set squelch to scroll through and select
0. Adjust VOL control for preprogrammed address.
comfortable listening level. c. Press EDIT line-select
Use SQL + switch to set switch, then use CURSOR
squelch to position 1, the and VALUE switches to
optimum setting for preset manually select an address
mode. If radio breaks in and character-by-character.
out of squelch. increase as (NOTE: NET INOP advisory
required. Set to desired is displayed if a selected
channel. Press microphone channel or net contains: no
PTT switch, wait until tune data or corrupted data; or
tone stops and begin hardware cannot support the
communications. When PTlT selected mode). Press
switch is pressed, the XMT microphone PTT switch.
frequency is displayed. CALLING is displayed.
Normal ALE Set function switch to T/R LINKED is displayed with a
Communication and mode switch to ALE. short gong tone and headset
(NOTE: If the selected net is audio is restored when link
configured for link protection established. Start
but does not have accurate transmission. The system
time, SYNC instead of POSN terminates the link and returns
will appear on display, line 2 to ALE scanning after a
right side along with an period of inactivity (30
UNSYNC advisory at bottom seconds typical). GPS
of screen. An ALE link position can also be
protection time sync needs to
Change 12 3-17.4
TM 55-1520-240-10
CONTROLS/
INDICATOR FUNCTION ECCM Operation - RCVING PREAMBLE
transmitted by using the steps Receiving Calls and/or INCOMING CALL
above plus the Transmit is displayed.
Position Report steps. ECCM Operation - Press microphone PTT
ALE Link Protection Press PTT switch or SYNC Transmitting switch. Wait for preamble
Time Sync line-select switch. System tones to cease then begin
returns to scan and the net communications. If an
default address if sync ALE/ECCM channel is used,
successful, but if unsuccessful CALLING is displayed while
press ABORT line-select call is in process. LINKED is
switch to return to ALE displayed and a short gong
screen. tone sounds, and headset audio
restored when link established.
ECCM Net Set function switch to T/R (NOTE: Press ABRT line-
Initialization and mode switch to ECCM. select switch to abort calling
(NOTE: If ECCM data or process). Call
keys are not loaded for net initiator should make first
selected, a CHANNEL INOP transmission. The system
advisory is displayed). Set terminates link and returns to
channel/net switch to desired scan after a period of inactivi-
net. If selected channel is an ty (30 seconds typical).
ALE/ECCM channel, the GPS position can also be
address of station being called transmitted by using the steps
is displayed on line two. above plus the Transmit
(NOTE: NET INOP advisory Position Report steps.
is displayed if selected channel
or net contains: no or Data Messages The ARC-220 radio set can
corrupted data; or hardware store up to 10 transmit and 10
cannot support selected mode. received data messages up to
If screen displays 500 characters long each.
UNTUNED or UNSYNC Received data messages are
advisories proceed with stored in memory and can be
system Tune/Sync operation, retransmitted. An advisory
other wise proceed with alerts when a data message is
ECCM operation. received. Data can be
transmitted or received in any
ECCM Tune/Sync Press either the TUNE line- mode (manual, ALE. or
Operation select switch or microphone ECCM). Procedure to
PTT switch to initiate send/receive (recall) messages
combined tune and sync. is the same for all modes,
TUNING followed by except in manual mode when
SYNCING is displayed during an ALE link is not established.
process. System will return to
ECCM screen without Data Messages - Received messages are stored
UNTUNED and/or UNSYNC Received in MSG location 1. MSG 10
advisories if successful. is the oldest message and is
deleted from memory upon
ECCM Operation Use -SQL switch to set receipt of an incoming
squelch to TONE. Adjust message. Received messages
VOL control for comfortable can be read and/or forwarded,
listening level. Use SQL+ but not edited. A CHECK
switch to set squelch to 0. If MSG advisor is displayed
channel is noisy, set to 1. when data message received.
Higher settings are not To recall data messages,
recommended for ECCM perform the following:
operation.
3-17.5 Change 12
TM 55-1520-240-10
INDICATOR FUNCTION
CONTROLS/ Program/Edit Press the MSG line-select
INDICATOR FUNCTION Data Messages switch to go to MESSAGE
1. Press MSG line-select screen, then press PGRM
switch to view message. If line-select switch. NO
operator desires to check MESSAGES is displayed if
messages even though a none exists. Use the
CHECK MSG advisory was CURSOR up/down arrows to
not displayed, press MSG position the cursor, then use
line-select switch, then RCVD VALUE switches to enter
line-select switch to view desired data (if a previously
messages. NO MESSAGES programmed message is to be
advisory appears if no edited, use CURSOR and
messages exist. VALUE switches to obtain
2. Use the CURSOR up/ appropriate message and line
down arrows to view message as described earlier). To
one line at a time and delete a character in cursor
left/right arrows to move position and to shift remaining
cursor to left margin. Use characters one position to left,
VALUE switches to page up press DEL line-select switch.
or down. A built-in word dictionary is
3. To view additional available (either default or
messages, use CURSOR filled). To access word
switches to position cursor dictionary, press WORD line-
under the MSG number the select switch to obtain
use INSERT screen. Use
VALUE switches to scroll to CURSOR and VALUE
next consecutive message switches to scroll dictionary.
number. Place cursor under desired
4. To retain messages in word and press SELCT line-
memory, press the RTN line- select switch to insert a blank
select switch. and the selected word at
5. To delete messages, cursor position of message
position cursor under message edit screen or if no word
number to delete, press the found, press CANCL line-
DEL line-select switch until select switch to return to edit
NO MESSAGES is displayed. CONTROLS/screen. When
Press RTN line-select switch complete, press RTN line-
to return to operational mode. select switch to load message
into memory and to return to
Data Messages - Press SEND line-select switch top-level screen. Shutdown
Transmit to transmit last selected Procedures Set function switch
address in ALE or ECCM to OFF. Gently pull and turn
mode, or to transmit message function switch to zeroize
using current mode and (ZERO) position to erase
frequency in manual mode. In preprogrammed information,
ALE or ECCM modes including all fills. Zeroize
advisories are displayed function is operational
during tuning, synching and regardless if system is on or
linking which is done off.
automatically. SENDING
DATA is dis-played while
message is transmitted.
CONTROLS/
Change 12 3-17.6
TM 55-1520-240-10
CONTROLS/
INDICATOR FUNCTION CT Ciphertext mode. Allows
Emergency The mode used during emer- transmission of encrypted
Communication gencies is determined by the voice or data and reception of
datafill. The equipment encrypted or unencrypted
operates normally for mode voice or data, and non-
selected. Set mode switch to cooperative terminal rekeying.
EMER. Press the PTT switch RK Remote Keying mode.
to transmit. If in ALE mode, Permits KY-100 to perform
an ALE call is placed to the automatic and manual rekey
selected address. operations.
OFFLINE Disables communications and
gives access to the system of
menus used to select mode
settings, self-test features, and
filling the KY-100 with
crypto-variables.
Z ALL Zeroize mode. Erases all
(PULL) cryptographic data stored in
the KY - 100 except the
Emergency Back-up Key.
CIK Receptacle Interfaces with a
Cryptographic Ignition Key
which is needed to enable all
secure voice and data
communications. This
function is currently
disabled.
DSPL/OFF BRT Two-function rotary switch
Figure 3-7.1. Control/Display Panel, HF Radio Set Control which controls the on/off
(AN/ARC-220) status and backlight intensity
of the LCD display.
PNL/OFF BRT Two-function rotary switch
3-23.6. Voice Security Equipment Control which controls the on/off
TSEC/KY-100. status and backlight intensity
Voice security equipment (TSEC/KY-100), when infor the overall front panel.
stalled, provides two-way clear or secure half-duplex PRESET Switch Rotary selector switch which
voice/data communication for the HF radio system controls unit operating power
(AN/ARC-220). Power to operate the TSEC/KY-100 is and settings which are stored
supplied by the No. 2 DC bus through the HF KY- 100 in memory.
circuit breaker located on the No. 2 PDP.
OFF Removes power from KY-
3-23.7. Controls, Indicators, Connectors and 100.
Function (TSEC/KY-100, Z-AVH). MAN Manual position which allows
(fig 3-8.1) operating modes to be selected
CONTROLS/ using both OFFLINE and on-
INDICATOR FUNCTION line menu system.
MODE Switch Six position rotary switch used 1 thru 6 Six separate preset modes
to select one of the operational which can only be set up in
modes. the OFFLINE mode.
PT Plaintext mode. Allows FILL Connector Used to load cryptographic
reception or transmission of keys through the use of a
unencrypted analog voice. common fill device such as
KYK-13/TSEC Electronic
EB Emergency Back-up mode. Transfer Device, KYX-
Uses the emergency back-up 15/TSEC Net Control Device,
key to encrypt voice for AN/CYZ-10 Data Transfer
transmission or reception.
3-17.7 Change 12
TM 55-1520-240-10
CONTROLS/
INDICATOR FUNCTION Eb Annunciator (5) Displayed when MODE
Device (DTD), or the KOI- control switch is in the
18/TSEC General Purpose Emergency Backup (EB)
Tape Reader. position.
Three Button Momentary pushbutton Alphanumeric Provides prompts, messages,
Keypad switches active in both Display (6) and mode indications.
OFFLINE and on-line modes. PT Annunciator (7) Displayed when KY-100 is
Used to enter and exit processing plaintext voice.
submenus. activate the Key Symbol (8) Displayed when menu system
selected mode, select fields, is locked.
and to scroll through menus
and options. D Annunciator (9) Displayed when in Data mode.
INIT Initiate switch. In the V Annunciator (10) Displayed when in Voice
OFFLINE mode it activates mode.
the displayed menu mode and Rate Display (12)3-character display indicates voice or
provides entry into submenus. data rate.
In on-line modes (CT, RK,
EB. PT), it selects the display 3-23.9. Turn-On Procedures.
field to be changed. When the KY-100 is turned on, tests are automatically
Up Arrow (t) In the OFFLINE mode, it is performed to determine the equipment’s operating status.
Switch used to scroll through menus The results of these tests will be presented on the
from top to bottom. In on-line display. Also, a CLd START message will be
modes (CT, RK, EB, PT), it displayed.
is used to scroll through
available options for the a. Cold start turn-on. (Initiated if no traffic
display field being changed. encryption key (TEK) is contained in the KY-100).
Right Arrow (+)In the OFFLINE mode, it is
(1) Turn on the KY-100 by turning the PRESET
Switch used to scroll through menus
switch to the MAN position.
from bottom to top. In the
on-line modes (CT, RK, EB,
(2) The KY-100 will initiate a self-test. The
PT) it is used to select the
display reads CM STRT and then PSH INIT.
display field to be changed.
Simullaneous (↑→) Used to exit a submenu. (3) Connect a fill device to the KY-100 fill
Display, LCD Back-lighted Liquid Crystal connector using a fill cable. Select the fill position
Display (LCD) indicates containing the valid key and turn it on.
operational status, operator
prompts and messages (4) Press the INIT pushbutton (PUSH INIT).
(5) The KY-100 displays KEY 1 01, PASS,

3-23.8. Display Annunciators/Fields WORKING, LOCKED, READY.
(TSEC/KY-100, Z-AVH). (fig 3-8.2)
CONTROLS/ NOTE
INDICATOR FUNCTION If a fill device is not connected to the KY-100
when the INIT pushbutton is pressed, a dEV
TX Annunciator (1) Displayed when KY-100 is ERR (Device Error) message will be displayed.
transmitting. When this occurs, the only available
RX Annunciator (2) Displayed when KY-100 is communication mode will be PT (Plaintext).
receiving.
Wb Annunciator (3) Displayed when KY-100 is in (6) If a FAIL message is displayed, notify the next
the Wideband (VINSON) level of maintenance.
configuration.
(7) To load additional keys (up to a total of 6),
Nb Annunciator (4) Displayed when KY-100 is in proceed to Key Loading Section.
the Narrowband (ANDVT)
configuration.
Change 12 3-17.8
TM 55-1520-240-10
NOTE
b. Normal turn-on. DO NOT press the INITIATE pushbutton (or
pull tape through tape reader) on fill device.
(1) Set the front panel MODE control to the
OFFLINE position. j. Press the INIT button. (When using a KOI-18 pull
tape through tape reader at a steady rate after the
(2) Rotate the DSPL and PNL switches clockwise, terminal INIT button is pressed). Upon completion of a
out of the OFF detent positions and adjust the display successful load, a pass tone will be heard and the dis-
and panel lighting for comfortable viewing. play will momentarily indicate KEY N, where N is the
key location loaded.
(3) Set the PRESET switch to the MAN (manual)
position to apply power to the KY-100 electronics. k. The display will again show LOAD N with N
Power-on tests will automatically be run when primary flashing. To load additional keys, repeat steps g.
power is applied. through j. until all desired key locations have been
loaded.
(4) Upon successful completion of the power-on
tests, the test results should appear in the display. If 1. Turn off and disconnect the till device from the
PASS is displayed, continue with the turn-on KY-100.
procedures. However, if a FAIL message appears in the
display, notify the next level of maintenance. If PUSH m. Rotate MODE switch out of OFFLINE to exit Key
INIT is displayed, perform the cold start procedures as Load.
described above in paragraph a.
3-23.11. Zeroize Procedures.
3-23.10. Key Loading Procedures.
a. Zeroize ALL keys. This procedure is active even
Key loading may be accomplished using a KYX-15, if primary Power is removed from the KY-100. All key
KYK-13 or a KOI-18. One Key Encryption Key (KEK), locations within the KY-100 will be zeroized. Once
up to six Traffic Encryption Keys (TEKs), and one zeroized, only PT voice communications are possible
Emergency Backup (EB) key can be loaded in the KY- until a new Traffic Encryption Key (TEK) is loaded.
100. A Fill Cable (ON190191) is required when using
one of these devices. Proceed with the following generic (1) Pull the MODE switch and rotate it to the
Key Loading procedures: Z ALL position. All keys stored in locations 1-6 and U
will be erased.
a. Place the KY-100 MODE switch in OFFLINE
position. (2) If the KY-100 is on when this procedure is
performed, ZEROED will be displayed, and a tone will
b. If the KY-100 is not on, turn PRESET switch to be heard.
MAN position.
(3) If the KY-100 power is on when the MODE
c. Connect a fill device to the KY-100 fill connector. switch is rotated out of the Z ALL position, PUSH INIT
will be displayed. Follow the COLD START
d. Push the ↑ (up arrow) or → (right arrow) button procedures.
until KEY OPS is displayed.
b. Zeroize SPECIFIC key locations.
e. Push the INIT button. LOAD KEY will be
displayed. (1) Place the KY-100 MODE switch to the
OFFLINE position.
f. Push the INIT button. LOAD N with a flashing N
will be displayed. The flashing N indicates the currently (2) If the KY-100 is not on, turn PRESET switch
selected key location. to MAN position.
g. Press the ↑ (up arrow) or → (right arrow) button (3) Push the ↑ (up arrow) or (right arrow) button
until the required location (1, 2, 3, 4, 5, 6, or U) is until KEY OPS is displayed.
displayed.
(4) Push the INIT button. LOAD KEY will be
h. Press the INIT button. The entire LOAD N displayed.
message will now be flashing.
(5) Push the ↑ (up arrow) or → (right arrow)
i. Turn on fill device and select key to be loaded. button until ZERO is displayed.
3-17.9 Change 12
TM 55-1520-240-10
i. Press the → (right arrow) button. The Key field

(6) Push the INIT button. ZERO N with a flashing will be flashing.
N will be displayed. The flashing N indicates the
currently selected key location to be zeroized. j. Press the ↑ (up arrow) button until the desired Key
location (1, 2, 3, 4, 5, or 6) is flashing.
(7) Press the ↑ (up arrow) or → (right arrow)
button until the required location (1, 2, 3, 4, 5, 6, or U) k. Press the → (right arrow) button. The Data Rate
is displayed. field will be flashing.
(8) Press the INIT button. The entire ZERO N 1. Press the ↑ (up arrow) button until the desired Data
message will now be flashing. Rate (300, 600, 1.2K, or 2.4K) is flashing.
(9) Press the INIT button. The display will go blank m. After all fields have been set properly: Press the
while the key zeroize process is being performed. Upon INIT button to save the settings and return to Standard
completion of a successful key zeroizing, a pass tone Operations.
will be heard and the display will briefly indicate
ZEROED N, where N is the key location. 3-23.13. Cipher/Plain Text Level Modification.
The following procedures are used to modify the Receive
(10) To zeroize additional keys, wait until the Cipher Text Level Receive Plain Text Level, and
display indicates ZERO N (with N flashing), then repeat CT/PT or Cipher Text Only menus.
steps 7 through 9.
a. Place the KY-100 MODE switch to the CT position.
(11) Rotate MODE switch out of OFFLINE to exit
b. Rotate the KY-100 PRESET switch to the MAN
Key Load.
position.
c. To modify the Receive Ciphertext Volume, go to
3-23.12. Online Mode Selection Menu. This
step d, to modify the CT/PT or Ciphertext Only setting,
procedure is used to modify the Online MODE configu-
ration. go to step i, and to modify the Receive Plaintext
Volume, go to step n.
a. Place the KY-100 MODE switch to the CT
position.
d. Push the ↑ (up arrow) or → (right arrow) button
b. Rotate the KY-100 PRESET switch to the MAN until RXCTV N (where N represents the current receive
position. If the PRESET switch is in position 1, 2, 3, 4, level) is displayed.
5, or 6, the MODE selections cannot be modified. Refer
to the section on changing PRESET settings to modify e. Push the INIT button. The N in RXCTV N will
the PRESET ‘configuration. begin to flash.
c. Press the INIT button. The WB (Wide Band) or f. Push the ↑ (up arrow) or → (right arrow) button
NB (Narrow Band) (which ever mode is active) until the desired receive level is displayed.
enunciator will begin flashing.
g. Push the INIT button. The N in RXCTV N will
NOTE stop flashing.
The KY-100 will be operated in Narrow Band h. Push the ↑ (up arrow) or → (right arrow) button
mode only with the ARC-220 Radio Set. until the Operating Mode is displayed. This completes
the Receive Ciphertext Volume adjustment.
d. Press the ↑ (up arrow) button until the desired
enunciator (WB or NB) is flashing. i. Push the ↑ (up arrow) or → (right arrow) button
until CT or CT ONLY is displayed.
e. Press the → (right arrow) button. The Mode field
will be flashing. j. Push the INIT button. The CT or CT ONLY will
begin to flash.
f. Press the ↑ (up arrow) button until the desired Mode
setting (CT or PT) is flashing. k. Push the ↑ (up arrow) or → (right arrow) button
until CT (Ciphertext and Plaintext operation) or CT ON-
g. Press the → (right arrow) button. The Modem LY (Ciphertext only operation) is displayed.
field will be flashing. 1. Push the INlT button. The CT or CT ONLY will
stop flashing.
h. Press the → (up arrow) button until the desired
Modem setting (HF, LOS, or bd) is flashing.
Change 12 3-17.10
TM 55-1520-240-10
f. Pull the MODE switch and rotate it to the Z ALL

m. Push the ↑ (up arrow) or → (right arrow) button position.
until the Operating Mode is displayed. This completes
the CT/PT or CT Only setting. g. Follow the COLD START Procedures.
n. Push the ↑ (up arrow) or → (right arrow) button h. If the KY-100 does not display a FAIL message
until RXPTV N (where N represents the current receive after self test: Return to normal operation.
level) is displayed.
i. If the KY-100 does display a FAIL message after
o. Push the INIT button. The N in RXPTV N will self test: Notify maintenance.
begin to flash.
3-23.16. Off-Line Tests. The off line TEST menu
p. Push the ↑ (up arrow) or → (right arrow) button consist of automatic (AUTO) tests, user-selectable
until the desired receive level is displayed. (USER) tests and software version (VERSION) checking
procedures.
q. Push the INIT button. The N in RXPTV N will a. Preliminary.
stop flashing.
r. Push the ↑ (up arrow) or → (right arrow) button (1) Set the KY-100 MODE control to the OFFLINE
until the Operating Mode is displayed. This completes position.
the Receive Plaintext Volume adjustment.
(2) The display will indicate TEST which is the
3-23.14. Standard Operation, These procedures first OFFLINE menu.
describe normal transmit/receive operation for cipher
text and plaintext voice messages. (3) Press the INIT pushbutton to access the TEST
a. Rotate the KY-100 PRESET switch to MAN (for submenus.
manual selection) or the desired preset position. b. For
ciphertext operation: Place the MODE switch in CT. (4) Press the ↑ (up arrow) or → (right arrow)
Ciphertext messages can now be transmitted or pushbutton until the desired sub-menu option (AUTO or
received. If the CT, CT ONLY menu is set for CT, USER) is displayed.
plaintext messages can also be received. When
transmitting in ciphertext, the TX and V enunciators will (5) Proceed to paragraph b, c or d as applicable.
be lit. When receiving a ciphertext message, the RX and
V enunciators will be lit. When receiving a plaintext b. Automatic (AUTO) Tests.
message, the PT enunciator will be lit.
(1) With AUTO displayed, press the INIT
c. For plaintext operation: Place the MODE switch in pushbutton to start the automatic tests.
PT. The CT, CT ONLY menu must be set for CT to
be able to transmit or receive plaintext messages. When (2) At the conclusion of the automatic tests, the test
transmitting in plaintext. the TX enunciator will be lit. results will be presented in the display.
When receiving a plaintext message, the RX and PT
enunciators will be lit. (3) If the automatic tests are successful, PASS will
be displayed and a pass tone will be heard. Next, the
3-23.15. Troubleshooting. Follow these procedures display will indicate USER which is the next sub-menu.
if the KY-100 displays a FAIL message during To perform the USER tests, proceed to paragraph c. To
equipment configuration or operation. exit. rotate the MODE control switch out of the OFF-
LINE position.
a. Rotate the KY-100 PRESET switch to the PWR
OFF position. (4) If a failure is detected during the automatic
tests, a FAIL message will be displayed.
b. Place the MODE switch in the OFFLINE position.
c. User Tests.
c. Rotate the PRESET switch to MAN.
(1) With USER displayed, press the INIT
d. If the KY-100 does not display a FAIL message pushbutton to start the user tests.
after self test: Return to normal operation.
e. If the KY-100 does display a FAIL message after

self test: Rotate the PRESET to the PWR OFF position.
3-17.11 Change 12
TM 55-1520-240-10
(2) PT LOOP will be momentarily displayed to (14) Set the MODE control switch to RK. OFL is
indicate that a plaintext loopback test will be performed. displayed.
Next, a PTT prompt is displayed.
(15) Set the MODE control switch to OFFLINE.
(3) Depress and hold the PTT switch and, with a Eb is displayed.
TALK prompt displayed, speak into the microphone.
Looped back plaintext voice will be heard in the handset (16) Set the MODE control switch to EB. PRESET
receiver. will be momentarily displayed, followed by MAN.
(4) Release the PTT switch.
(17) Set the PRESET switch to MAN. A ‘1’ is
(5) CT LOOP will be momentarily displayed displayed.
indicating that the KY-100 is in the cipher text loopback
mode. Next a PTIT operator prompt is displayed. (18) Set the PRESET switch to 1. A ‘2’ is
displayed.
(6) Press and hold the PTT switch and, with a
TALK prompt displayed, speak into the microphone (19) Set the PRESET switch to 2. A ‘3’ is
until the TALK prompt disappears (approximately 15 displayed.
seconds).
(20) Set the PRESET switch to 3. A ‘4’ is
(7) Release the PTT switch. The LISTEN prompt displayed.
is displayed. Listen to synthesized speech at the
receiver. Upon completion of the speech loopback, (21) Set the PRESET switch to 4. A ‘5’ is
observe that PANEL is displayed. displayed.
NOTE (22) Set the PRESET switch to 5. A ‘6’ is

To exit and skip remaining USER tests, press displayed.
the ↑ (up arrow) or → (right arrow) pushbutton
(23) Set the PRESET switch to 6. A pass tone will
switch within 5 seconds.
be heard indicating that the panel test was completed
successfully.
(8) Within 5 seconds after completion of the CT
loopback test, observe that all liquid crystal display
(24) Upon completion of the USER tests, the menu
(LCD) segments are on. At completion of the display
will sequence to VERSION. Exit the user test mode at
test a momentary INIT operator prompt is displayed
this time by rotating the MODE control switch out of the
indicating the start of front panel switch test.
OFFLINE position.
NOTE
Failure to perform any of the panel pushbutton
and switch prompts within 30 seconds will
result in a fail tone and the display will indicate
FAIL FP (Front Panel).
(9) Press the INIT pushbutton switch. A → (right

arrow) is displayed.
(10) Press the → (right arrow) pushbutton switch.

An ↑ (up arrow) is displayed.
(11) Press the ↑ (up arrow) pushbutton switch. PT Figure 3-8.1. Remote Control Unit TSEC/KY-100
is displayed. (Z-AVH)
(12) Set the MODE control switch to PT. CT is
displayed.
(13) Set the MODE control switch to CT. RK is

displayed.
Change 12 3-17.12
TM 55-1520-240-10
Figure 3-8.2. LCD Display TSEC/KY-100 (Z-AVH)
3-17.13/(3-17.14 Blank) Change 12

TM 55-1520-240-10
SECTION III NAVIGATION EQUIPMENT

3-24. VHF NAVIGATION AND INSTRUMENT NOTE
LANDING SYSTEM (AN/ARN-123). This test requires an external VOR RF signal
generated by a ground station. or ramp test set.
The VHF navigation and instrument landing system (AN/
ARN-123) is an integrated navigation receiver consisting of a. Set the course indicator OBS control for a
a 160-channel VOR receiver, a 48-channel localizer receiver, 315 degrees indication under the course index
a 40-channel glideslope receiver, and a marker beacon b. Move the control unit VOR/MB switch to
receiver. Each receiver operates independently. The system the test position (down).
consists of a control panel on the console. a receiver on the c. The CDI deviation needle should Indicate
avionics shelf, and three antennas on the fuselage. The set center ±2 dots.
includes VOR and marker beacon self-test capability. d. The VOR/LOC flag should be burled
a. VOR/Localizer Receive,: The VOR/localizer e. The RMI should point to the 315 degrees
receiver processes signals in the frequency range 108.00 radial (±5 degrees).
through 117.95 MHz. The VOR/localizer information is f. The marker beacon lamp(s) should illumi-
presented on the course deviation bar of the HSI on the pilot’s nate.
and copilot’s instrument panels. VOR bearing information is 3-25. Controls and Function, VHF Navigation and
displayed on the No. 2 pointer of the indicator. If the received
signal is weak or the set malfunctions, a red NAV flag will Instrument Landing System Set. (fig. 3-9)
appear on the indicator. The VOR/localizer antenna is on the CONTROLS/
bottom of the helicopter at sta. 79. INDICATOR FUNCTION
b. Glideslope Receiver The glideslope receiver sec- NAV VOL Provides power to set when
tion of the AN/ARN-123 processes signals in the frequency turned from OFF Turning
range of 329.15 through 335.00 MHz. Glideslope informa- knob clockwise Increases
tion is displayed on the HSI. The set will also cause a red GS volume.
warning flag to appear on the indicator when the received sig- VOR/MB TEST Switch spring-loaded from
nal is unreliable or the glideslope receiver malfunctions. The TEST position. At TEST,
glideslope antenna is on the forward pylon above the wind- the MKR BCN lights Illumi-
shield. nate.
c. Marker Beacon Receiver. The marker beacon Megahertz Select Knob Left frequency select knob
receiver is a fixed-frequency receiver (75 MHz) which sets second and third digits
of frequency in one mega-
receives signals from a ground marker beacon transmitter to hertz steps.
determine helicopter position. The audio output of the marker Kilohertz Select Knob Selects last two digits of fre-
beacon receiver is applied through the interphone system to quency in 50-kilohertz
the headsets as a direct input (no interphone control box increments.
switch setting necessary). Three marker beacon lights are on
MB VOL Adjusts audio output level
each HSI MODE SELECT panel. The lights are labeled MKR of marker beacon receiver
BCN and indicate marker beacon passage. Also. specific Provides power to the
tones will be heard over the interphone while flying over each marker beacon when turned
beacon. Table 3-2 presents the indication as each beacon is from OFF.
passed. The lights are tested by momentarily pressing any one MB SENS Labeled HI and LO LO
of three lights. The marker beacon antenna is under the fuse- sensitivity is used for posi-
lage forward of the forward cargo hook. Power to operate the tive identification of marker
set is from the DC essential bus through the NAV VOR circuit beacon passage HI is used
breaker on the No. 1 PDP. Power is supplied by the 26-volt AC for station passage identifi-
instrument bus through the NAV VOR circuit breaker on No. cation at the outer marker or
1 PDP. enroute.
Marker Beacon Indicator Three lights marked O.M.
Table 3-2. Marker Beacon Indicator Lights and I on both HSI MODE
BEACON LIGHT COLOR TONE (HERTZ) SELECT panels. Lights illu-
minate when passing over
Outer (O) Blue/Green 400 beacons.
Middle (M) Blue/Green 1300 3-26. Normal Operation - VHF Navigation and
Inner (I) Blue/Green 3000 Instrument Landing System. The following para-
graphs provide navigation radio set operating procedures.
a. Starting.
3-24.1 OPERATIONAL CHECK/SELF-TEST (1) Interphone AUX switch - ON.
3-18 Change 9
TM 55-1520-240-10
3-28. Controls and Function, Direction Finder Set

(AN/ARN-89). (fig. 3-10)
CONTROLS/
INDICATOR FUNCTION
Mode Switch OFF OFF position deenergizes
the direction finder set.
COMP COMP position selects
automatic direction find-
ing.
ANT ANT position permits re-
ception for radio naviga-
tion or as a broadcast re-
Figure 3-9. VHF Navigation and Instrument Land- ceiver.
ing System Control (ANIARN-123) LOOP LOOP position, used m
conjunction with LOOP
(2) NAV VOL switch – ON. switch, permits aural null
b. VOR/Localizer/ILS Operation. homing and manual direc-
tion finding.
(1) Megahertz and kilohertz selector – Set fre-
quency of facility. AUDIO Control Adjusts audio level in
COMP position. Used as
(2) VOR SEL switch on HSI MODE SELECT RF gain control in LOOP
panel – Press. Check SEL light lit. or ANT position.
(3) VOR ADF switch on HSI MODE SELECT LOOP Switch When function switch is
panel – Press, if VOR segment is not lit. set to LOOP, LOOP
(4) Volume control – Adjust. Identify facility. switch enables manual
rotation of ADF loop an-
(5) HSIs – Check for correct indications. tenna and bearing indica-
c. Marker Beacon Operation. tor pointer left or right
for manual direction find-
(1) MB VOL switch – ON. ing, or when homing to a
(2) MB SENS – HI for enroute. LO for ap- radio station. Returning
proach. LOOP switch to center
position stops rotation of
(3) MKR BKN lamps on HSI MODE SELECT bearing indicator pointer
panels – Check lit at corresponding station
passage. at any desired position.
d. Stopping – NAV VOL and MB VOL switches -
OFF.
3-27. Direction Finder Set (AN/ARN-89).
Direction finder set (AN/ARN-89) is an airborne auto-
matic direction finder (ADF) operating within the
frequency range of 100 to 3,000 kHz. The equipment
provides visual and aural facilities for ADF homing and
position fixing. It is used as a navigational radio aid to
continuously and visually indicate the magnetic bearing
of a radio station while providing aural reception. The
bearing of a radio station is displayed on the No. 2
bearing pointer on the HSI. Power to operate the
direction-finder set is supplied by the No. 1 DC bus and
the AC instrument bus through the NAV ADF circuit
breakers on No. 1 PDP.
Figure 3-10. Direction Finder Control
3-19
TM 55-1520-240-10
CONTROLS/ d. Aural Null.

INDICATOR FUNCTION
(1) CW-VOICE-TEST switch – CW.
Coarse Tune Control Tunes receiver in 100 kHz (2) Function switch – LOOP.
steps as indicated by first
two digits of KILO- (3) LOOP switch – Rotate for audio and tune
HERTZ indicator. indicator null. Release switch. Observe bear-
Fine Tune Control Provides selection of 10 ing to station on indicators. Two null posi-
kHz digits (continuous tions, 180° apart, may be obtained.
tuning) as indicated by
last two digits of KILO 3-30. Gyromagnetic Compass Set (AN/ASN-43).
HERTZ indicator. The gyromagnetic compass set (fig. 3-11) is a direction
KILOHERTZ Indicator Displays operating fre- sensing system which provides a visual indication of the
quency to which receiver heading of the helicopter with respect to the earth’s
is tuned. magnetic field or referenced to a free directional gyro.
TUNE Meter Provides indication of rel- Heading information is displayed on both HSIS. The
ative signal strength while display is used in navigation to maintain flight path
tuning receiver to specific direction. Also, any heading selected with the heading
radio signal. bug on either HSI can be automatically maintained by
CW-VOICE-TEST Switch Three position toggle the AFCS. Power to operate the system is supplied by
switch. Spring loaded the No. 1 AC bus and the AC instrument bus through
from TEST. the NAV CMPS circuit breakers on the No. 1 PDP.
CW Enables the beat fre-
quency oscillator (BFO) 3-31. Controls and Function, Gyromagnetic Com-
to permit tuning to con- pass Set (AN/ASN-43). (fig. 3-11 and 3-12)
tinuous wave stations.
CONTROLS/
VOICE Enables the set to operate INDICATOR FUNCTION
as an AM receiver.
TEST Rotates the bearing indi- LATITUDE Switch Two-position switch on
cator approximately 180° the directional gyro lo-
to check operation of the cated on the avionics
set. The TEST switch shelf. This switch is used
functions when the func- to correct for gyro preces-
tion switch is at COMP sion for the hemisphere of
only. operation: N for northern
hemisphere and S for
3-29. Normal Operation - Direction Finder Set. southern hemisphere.
The following paragraphs discuss ADF set operation. LATITUDE Control Rotary control on direc-
Switch tional gyro labeled 0 to
a. Starting.
90. It is used to set the
(1) Interphone control panel – Receivers NAV local latitude into the di-
switch – ON. rectional gyro for free
(2) Mode switch – COMP. gyro operation.
SLAVED-FREE Switch On compass control
(3) CW-VOICE-TEST – CW or VOICE.
panel. When switch is at
(4) Tune controls – Set frequency. Tune for SLAVED, the compass
maximum signal strength on the tuning meter. cards on both HSIs are
(5) AUDIO control – Adjust. slaved to the output of
the remote compass and-
b. ADF Operation. stabilized by the direc-
(1) VOR ADF switch on HSI MODE SELECT tional gyro. At FREE, the
panel - Press, if ADF segment is not lit, cards are referenced to
the directional gyro only
(2) Check for the correct bearing indication, on and act as turn indicators.
HSI No. 2 bearing pointer. FREE is used primarily in
c. Radio Receiver Operation. polar regions where mag-
netic indications may be
(1) Function switch – ANT. unreliable.
(2) Tune control – Set frequency; then tune for
maximum signal strength on the tuning meter.
3-20
TM 55-1520-240-10
CONTROLS/ NOTE
INDICATOR FUNCTION If synchronizing becomes necessary in
flight with the AFCS on, position the
Annunciator Indicates misalignment between SWIVEL switch to UNLOCK. After
compass cards and gyro- synchronization is complete, position the
compass when pointer is not SWIVEL switch to LOCK This prevents
centered. unwanted yaw axis inputs.
PUSH TO SET synchro-Rotated in (- ) or (+)
nizing knob direction as indicated by
annunciator pointer to align c. Manual Synchronization. If power has been
compass cards with gyro- applied to the system with the compass slaving switch at
compass. FREE or if the system has been operated in the free
HDG Flag A red flag on both HSIs directional gyro mode for a period of time, the compass
indicates failure of the cards will not be aligned with the magnetic heading of the
gyromagnetic compass system helicopter. The system can be reset to the correct
when displayed. magnetic heading by pushing and turning the PUSH TO
SET knob in the direction of the symbol indicated by the
3-32. Operating Procedures - Gyromagnetic annunciator pointer until the pointer is centered. If the
Compass Set. (fig. 3-11) slaving switch is then set to SLAVED. the compass
cards will maintain correct magnetic heading.
a. Slaved Gyro Operation. With compass slaving
switch at SLAVED, the system operates in the slaved
mode and the directional gyro precesses to align the
compass cards on the HSIs with the magnetic heading of
the helicopter. During the first 2 minutes after power is
applied, the system operates in a fast slave mode while
the gyro attains its speed. After this initial alignment
period is complete, the gyromagnetic compass will return
to the normal slaved mode. During this mode of
operation, the compass cards will remain aligned with
the magnetic heading of the helicopter. The annunciator
pointer will occasionally point to a dot (a ) or a plus sign
(+) indicating that corrections are automatically being
made.
b. Free Directional Gyro Operation. If the compass
slaving switch is at FREE, the system operates in the
free directional mode. In this mode, the compass cards
car be set to any heading by pressing the PUSH TO SET
knob and turning it until the cards reach the selected
setting. Normally, the free directional gyro mode is
employed only in polar regions of the earth where
magnetic references are unreliable. However, it can be
useful if the slaving system malfunctions. For proper
operation, the latitude controls on the directional gyro
(fig. 3-12) must be set to the local latitude.
Figure 3-12. Directional Gyro (CN-998/ASN-43)
Figure 3-11. Gyromagnetic Compass Set Control

Panel
Change 6 3-21
TM 55-1520-240-10
3-33. Doppler Navigation Set (AN/ASN-128). navigation, with position readout available in both
universal transverse mercator (grid) (UTM) and latitude
NOTE and longitude (lat/long). Navigation and steering is done
When the Airborne Navigation Set using lat/long coordinates, and bilateral UTM-lat/long
ANIASN-149 (Global Positioning conversion routine is provided for UTM operation.
System, GPS) is installed, the Doppler
NavigationSetAN/ASN-128is controlled b. The system in conjunction with heading data
by the GPS CDU. For a description of from the gyro compass, and pitch and roll data from the
the Airborne Navigation Set and Doppler copilot’s attitude gyro, provides velocity, position, and
Navigation Set, refer to paragraph 3-65. steering information from ground level to 10, 000 feet.
a. The doppler navigation set (fig 3-13) is a self- c. The computer-display unit (CDU) is on the
contained navigation system that does not require any canted console, between the pilot and copilot positions.
ground-based aids. The system provides worldwide Course
Figure 3-13. Doppler Navigation Set Control (AN/ASN- 128)
3-22 Change 6
TM 55-1520-240-10
deviation, bearing, distance to destination, and NAV CONTROLS/

GO/NO GO are also presented on the HSI. Built in test INDICATOR FUNCTION
equipment (BITE) continuously monitors system oper-
ation. If a failure occurs, a malfunction indicator lamp SEL on the HSI MODE
will light and coded data, indicating the failed compo- SELECT panel is pressed.
nent, will be displayed on the CDU when the MODE (Right Display) Track angle error (TKE)
switch is set to TEST. Power to operate the set is in degrees and right or
supplied by the No. 2 DC bus through the NAV left of present helicopter
DOPPLER circuit breaker on the No. 2 PDP, and the heading.
No. 1 AC instrument bus through the NAV DOPPLER GS/TK
circuit breaker on the No. 1 PDP. (Left Display) Ground speed (GS) in
km/hr.
3-34. Controls and Function - Doppler Naviga-
tion Set. (fig. 3-13 and table 3-3) (Right Display) Track angle in degrees
relative to true north.
CONTROLS/ PP with mode
INDICATOR FUNCTION switch set to UTM
MODE Selector Selects doppler navigation (Center Present position UTM
mode of operation as fol- Display) zone.
lows: (Left Display) Present position UTM
OFF Turns set off. Pull knob square designator and
out to move from, or to casting in km to nearest
this position. 10 meters.
LAMP TEST Checks operation of all (Right Display) Present position UTM
lamps and lamp segments. northing in km to nearest
TEST Initiates (BIT) for set. 10 meters.
System reverts to backup PP with MODE switch
navigation operation dur- set to LAT/LONG
ing this mode. (Left Display) Present latitude position
UTM Selects universal trans- in degrees, minutes, and
verse mercator coordinate tenths of minutes.
system for display and (Right Display) Present longitude position
insertion of information. in degrees, minutes, and
LAT/LONG Select latitude/longitude tenths of minutes.
coordinate system for dis- DIST/BRG/TIME
play and insertion of in-
play and insertion of in- (Center Time to the destination
Display) set on FLY-TO DEST
BACKUP Places set in remembered thumbwheel in minutes
velocity mode of opera- and tenths of minutes.
tion. (Left Display) Distance to the destina-
DISPLAY SelectorSelects navigation data for tion set on FLY-TO
display as follows: DEST thumbwheel in km
WIND SP/DIR Used only with BACKUP and tenths of a km.
mode. (Right Display) Bearing to the destination
(Left Display) Windspeed kilometer(s) set on FLY-TO DEST
per hour. thumbwheel in degrees.
(Right Display) Direction (degrees) rela- Bearing is also indicated
tive to true north. by the No. 1 bearing
pointer on both HSIs.
XTK/TKE
DEST/TGT
(Left Display) Distance crosstrack error
(XTK) in km and tenths (Center UTM zone of destination
of a km left or right of Display) set on DEST DISP thum-
helicopter. Track error bwheel.
will also be displayed by
the course deviation indi
-cator (CDI) on the HSI
when DOP
Change 6 3-23
TM 55-1520-240-10
CONTROLS/ CONTROLS/
(Left Display) UTM square designator (present position) and Hr
and casting or latitude (N (home).
84° to S 80° approx) of Keyboard Used to enter data into
destination set on DEST system. Keys set up data
DISP thumbwheel. on display. All resulting
SPH/VAR actions are initiated upon
(Left Display) Spheroid code of destina- release of the key.
tion set on DEST DISP FLY-TO-DEST Thumb- Selects destination to
thumbwheel. wheel Switch which steering informa-
(Right Display) Magnetic variation (in tion is desired. Destina-
degrees and tenths of de- tions are 0 through 9, P
grees) of destination set (present position) and H
on DEST DISP thumb- (home).
wheel. ENT Key Enters data set upon key-
MAL Indicator Lamp Lights when set malfunc- board into memory when
tions. In case of an inter- pressed.
mittent malfunction, sys- CLR Key Clears last entered char-
tem may operate acter when pressed once.
correctly, but must be cy- Clears entire display panel
cled to OFF and then to under keyboard control
on to put MAL light off. when pressed twice.
MEM Indicator Lamp Lights when radar portion
of set is not tracking. May 3-35. Display and Keyboard Operation.
occur over smooth water. In LAT/LONG coordinates, the two fields of control
DIM Control Controls light intensity of are the left and right displays. In UTM coordinates, the
display characters. first field of control is the center display and the second
Left, Right, and Center Alphanumeric and nu- field is the combination of the left and right displays.
Display Lamp meric characters that dis- When pressing the KYBD pushbutton, one or other of
play data as determined the fields described above is under control. If it is not
by setting of DISPLAY desired to change the information in the field under
switch, mode switch, and control, the pilot can advance to the next field of the
keyboard. display panel by pressing the KYBD pushbutton again.
Target Storage Indicator Displays destination num- 3-36. Data Entry.
ber (memory location) in
which present position To enter a number, press the corresponding key. To
will be stored when TGT enter a letter, first press the key corresponding to the
STR pushbutton is desired letter. Then press a key in the LEFT, MID, or
pressed. RIGHT column corresponding to the position of the
TGT STR Pushbutton Stores present position letter on the pushbutton.
data when pressed. Example: To enter an L, first press L, then either 3, 6,
KYBD Pushbutton Used in conjunction with or 9 in the RIGHT column. The computer program is
keyboard to allow data designed to reject unacceptable data (for example, a
entry. KYBD pushbutton UTM area of WI does not exist, and will be rejected). If
is always lighted when the operator attempts to insert unacceptable data, the
system is on. display will be blank after ENT is pressed.
DEST DISP Thumbwheel Destination display thum-
Switch bwheel switch is used 3-37. Starting Procedure.
along with DEST/TGT a. MODE selector – LAMP TEST. All lights and
and SPH/VAR positions lamp segments should be lit.
of DISPLAY switch to
select destination whose (1) Left, right, center and target storage indica-
coordinates or magnetic tor – Lit (fig. 3-13). All other lights should be on,
variation to be displayed (2) Turn DIM control fully clockwise, then fully
or entered. Destinations counterclockwise, and return to full clockwise; all seg-
are 0 through 9, P ments of the display should alternately glow brightly, go
off, and then glow brightly.
3-24
TM 55-1520-240-10
Table 3-3. Computer-Display Unit Data displays
CENTER DISPLAY LEFT DISPLAY RIGHT DISPIAY

SWITCH POSITION DATA RANGE DATA RANGE DATA RANGE
WIND SP/DIR Windspeed 999 km/h Wind Direction 359°
XTK/TKE Crosstrack Dis- L/R 999.9 km Track Angle R/L 180°
tance Error Error
GS/TK Groundspeed 999 km/h Track 359°
PP UTM UTM Zone Note 2 Area/Easting WV9999 Northing 9999
LAT/LONG Latitude N84°00.0" Longitude E/W 180°00.0”
S 80°00.0"
DIST/BRG/TIME Time 99.9 Min. Distance to Go 999.9 km Bearing 359°
DEST/TGT UTM UTM Zone Note 2 Area/Easting WV9999 Northing 9999
Note 3
LAT/LONG Latitude N 84°00.0" Longitude E/W 180°00.0"
S 80°00.0"
SPH/VAR Spheroid Note 1 Variation E/w 180°
Note 4
NOTES
1. See table 3-4 for spheroid data codes and covered areas.
2. Numeric 01-60.
Alpha: C-X, except I and O.
3. Typical 100 km Designaton
Column Designation A-Z, except I and O.
Row Designator A-V, except I and O.
4. Variation displayed is for destination indicated by DEST DISP thumbwheel.
b. MODE selector - TEST. After about 15 seconds, DISPLAY

left display should display GO. Ignore the random LEFT RIGHT REMARKS
display of alpha and numeric characters which occurs
during the first 15 seconds. Also ignore test velocity and GO P If right display is P, then
angle data displayed after the display has frozen. After pitch or roll data is missing or
about 15 seconds, one of the following five displays will in error. In this case, pitch
be observed in the first two character positions in the and roll in the computer are
left display. both set to zero and naviga-
tion is degraded. Problem
NOTE may be in the vertical gyro-
If the MAL lamp lights during any mode of scope or helicopter wiring.
operation except LAMP TEST, the BU C, R, S, A failure has occurred and
computer-display unit MODE switch should or H fol- the system has automatically
be set to OFF, and then to TEST, to verify lowed by switched to a BACKUP mode
the failure. If the MAL lamp remains on at a numeric of operation using last re-
TEST, notify maintenance.
code membered velocities for navi-
If the TEST mode display is MN or NG, the gation. The operator can, as
MODE switch should be recycled through an option, enter his best esti-
OFF to verify that the failure is not a mo- mate of ground speed and
mentary one. If the TEST mode display is track angle.
MN, the data entry may be made in the
UTM or LAT/LONG mode, but any naviga- MN C, R, S, A failure has occurred and
tion must be carried on with the system in or H fol- the BACKUP mode used for
the BACKUP mode. lowed by manual navigation (MN) is
a numeric the only means of valid navi-
DISPLAY code gation. The operator may use
LEFT RIGHT REMARKS the computer as a dead reck-
oning device by entering
GO Display System is operating satisfacto-
blanks rily. ground speed and track data.
3-25
TM 55-1520-240-10
DISPLAY b. DISPLAY selector – SPH-VAR.

LEFT RIGHT REMARKS c. DEST DISP thumbwheel – P, numeral, or H as
The operator should update desired.
present position as soon as d. KYBD pushbutton – Press. Observe display
possible, because it is possible freezes and TGT STR indicator blanks. Press KYBD
significant navigation errors pushbutton again and observe left display blanks. If no
may have accumulated. spheroid data is to be entered, KYBD pushbutton-
- Press again, go to step g.
NG C, R, S, A failure has occurred in the
or H fol- system and the operator e. Spheroid data (table 3-4) – Entry. (Example: INO).
lowed by should not use the system. Press keys 3, 3, 5, 5 and 0. Left display should indicate
a numeric INO.
code f. ENT key – Press if no variation data are to be
EN The 9V battery has failed. entered.
The system will still operate g. KYBD pushbutton – Press, if variation data is to
but all stored data will be lost be entered, and note right display blanks.
when set is turned off. Data h. Variation data – Enter. (Example: E001.2, press
must be recentered. keyboard keys 2, 2, 0, 0, 1 and 2. Press ENT key. the
Random Random A failure occurred and the entire display will blank and TGT STR number will
display display operator should not use the reappear, display should indicate INO E001.2.)
system.
If operation is to occur in a region with
3-38. Entering Data. relatively constant variation, the operator
enters variation only for present position,
This initial data is inserted before navigating with the and the computer will use this value through-
doppler. out the flight.
a. Spheroid of operation, when using UTM coordi- Table 3-4. Spheroid Data Codes
nates.
b. UTM or LAT/LONG coordinates of present posi-
SPHEROID CODE AREA COVERED
tion.
c. Magnetic Variation (MAG VAR) of present posi- CLARKE 1866 United States north
tion. through North Pole
CLARKE 1880 Africa west through
d. Coordinates of desired destination - 0 through 5
Algeria
and H: (6 through 9 are normally used for target store
locations; but may also be used for destinations.) It is INTERNATIONAL IN All of Europe, Saudi
not necessary to enter all destinations in the same Arabia, Greenland,
coordinate system. South America, In-
dian Ocean, Pacific
NOTE Ocean, and Atlantic
It is not necessary to enter destinations Ocean
unless steering information is required, un- BESSEL BE Indonesia, Manchu-
less it is desired to update present position ria, to Eastern Rus-
by overflying a destination, or unless a sia
present position MAG VAR computation is EVEREST EV Mt. Everest, India,
desired. If a present position MAG VAR
and Pakistan
running update is desired, destination MAG
VAR must be entered. The operator may AUSTRALIAN AU Australia
enter one or more destination variations to NATIONAL
effect the variation update; it is not neces-
sary for all destinations to have associated
MAG VAR entered.
3-40. Entering Present Position or Destination in
UTM.
e. Variations of destinations. The variation of a destination must be entered after the
3-39. Entering Spheroid and/or Variation. associated destination coordinates are entered, since
each time a destination is entered its associated varia-
a. MODE selector - UTM, LAT/LONG or tion is deleted. The order of entry for present position is
BACKUP. irrelevant.
3-26
TM 55-1520-240-10
a. MODE SELECTOR – UTM. d. Press keys 1, 3, and 1. Left display indicates 131.
Press KYBD pushbutton, control shifts to right display,
b. DISPLAY selector – DEST-TGT. and right display blanks. Press keys 0, 2 and 4.)
c. DEST DISP thumbwheel – P, numeral, or H as
e. ENT key – Press. The entire display will blank,
desired. and TGT STR number will reappear. Display should
d. Present position and destination – Enter. (Exam- indicate 131 024°.
ple: Entry of zone 31T, area CF, casting 0958 and
northing 3849). 3-43. System Initialization.
(1) KYBD pushbutton – Press. Observe that dis- a. DEST DISP thumbwheel – P.
play freeze and TGT STR indicator blanks. b. Present position spheroid and/or variation (para.
(2) KYBD pushbutton – Press. Observe that 3-39) – Enter.
center display blanks.
(3) Key 3, 1, 7, and 8 – Press. NOTE
(4) KYBD button – Press. Observe left and right Do not press ENT key after entering initial
position fix.
displays blank.
(5) Key 1, 3, 2, 3, 0, 9, 5, 8, 3, 8, 4, 9 – Press.
c. Initial fix position (para. 3-40 or 3-41) – Enter.
(6) ENT key – Press. Left, right and center dis-
plays will momentarily blank and then display CF 0958, d. When the helicopter is sitting over or overflies the
3849, 31T, respectively. TGT STR number will appear. initial fix position — ENT..
3-41. Entering Present Position or Destination in
e. FLY-TO DEST thumbwheel – Set to desired des-
LAT/LONG. tination. The computer calculates a course between the
destination and the helicopter position at the time the
The variation of a destination must be entered after the destination was selected.
associated destination coordinates are entered, since
each time a destination is entered its associated varia- 3-44. Flight Procedures.
tion is deleted. The order of entry for present position is
irrelevant. 3-45. Update of Present Position from Stored
a. MODE selector – LAT/LONG. Destination.
b. DISPLAY selector – DEST-TGT. a. FLY-TO DEST thumbwheel – Set to destination
to be overflown.
c. DEST DISP thumbwheel – P, numeral, or H as
desired. b. DISPLAY selector – DIST/BRG-TIME.
d. Present position or destination – Enter. (Exam- c. KYBD pushbutton – Press and release when he-
ple: Entry of N41° 10.1 minutes and E035° 50.2 min- licopter is over the destination. Display freezes upon
utes.) release of the pushbutton.
(1) KYBD pushbutton – Press. Observe that dis-
play freezes and TGT STR indicator blanks. NOTE
(2) KYBD pushbutton – Press. Observe that left If a present position update is not desired, as
display blanks. indicated by an appropriately small value of
distance to go on overflying the destination,
(3) Key 5, 5, 4.1, 1, 0, and 1 – Press. set the DISPLAY selector to some other
(4) KYBD pushbutton - Press. Observe right position; this aborts the update mode.
display blank.
(5) Key 2, 2, 0, 3, 5, 5, 0, and 2- Press. d, ENT key – Press if update is required.
(6) ENT key – Press. Left, right, and center 3-46. Update of Present Position from Landmark.
displays will momentarily blank and TGT STR number
will reappear. Displays should indicate N41° 10.1 E 035° There are two methods for updating from a landmark.
50.2. Method 1 is useful if the landmark comes up unexpect-
edly and the operator needs time to determine the
3-42. Entering Ground Speed and Track. coordinates. Method 2 is used when the landmark
a. MODE selector – BACK UP. update is anticipated.
b. DISPLAY selector – GS-TK. a. Method 1.
c. Ground speed and track - Enter. (Example; En- (1) DISPLAY selector – PP.
ter 131 km/h and 024°. Press KYBD pushbutton, ob-
serve that left display freezes and TGT STR indicator (2) KYBD pushbutton – Press as landmark is
blanks. Press KYBD pushbutton and observe that left overflown. Present position display will freeze upon
display blanks. release of pushbutton.
3-27
TM 55-1520-240-10
(3) Compare landmark coordinates with those on b. DISPLAY selector - XTK/TKE.

display.
c. Fly to keep the left display at L or R 000.0 and the
right display to L or R 000.
NOTE
If present position update is not desired, as 3-49. Target Store (TGT STR) Operation.
indicated by a small difference between the
displayed coordinates and the landmark co- Two methods may be used for target store operation.
ordinates, set the DISPLAY selector to some Method 1 is normally used when time is not available for
other position; this aborts the update. preplanning a target store operation. Method 2 is used
when time is available and it is desired to store a target
in a specific DEST DISP position.
(4) Landmark coordinates – Enter if difference
warrants an update. a. Method 1.
(5) ENT key – Press if update is required. (1) TGT STR pushbutton – Press when flying
over target.
b. Method 2.
(2) Present position at the time the pushbutton is
(1) DISPLAY selector – DEST/TGT. released is automatically stored and the destination
(2) DEST DISP thumbwheel – P. Present posi- location is that which was displayed in the target store
tion coordinates should be displayed. indicator (position 6, 7, 8 or 9) immediately before
pressing the TGT STR pushbutton.
(3) KYBD pushbutton – Press, observe that dis-
play freezes. b. Method 2,
(1) MODE selector – UTM or LAT/LONG, de-
NOTE pending on coordinate format desired.
If present position update is not desired, as
indicated by a small difference between the (2) DISPLAY selector – DEST/TGT.
displayed coordinates and the landmark co- (3) DEST DISP thumbwheel – P.
ordinates, set the DISPLAY selector to some (4) KYBD pushbutton – Press when over flying
other position; this aborts the update. potential target, Display should freeze.
(4) Landmark coordinates – Manually enter via NOTE

keyboard. Do not press ENT key while DEST DISP
(5) ENT key – Press when overflying landmark. thumbwheel is at P.
3-47. FLY-TO-DEST Operation.

(5) If it is desired to store the target, turn DEST
a. When the FLY-TO-DEST thumbwheel is selected DISP thumbwheel to destination location desired and
to a new position, the helicopter’s present position at press ENT key.
the time is stored in the computer. A course is then
computed from the helicopter’s present position, as (6) If it is not desired to store the target, place
stored, to the destination selected. If the helicopter DISPLAY selector momentarily to another position.
deviates from this course, crosstrack error (XTK) is 3-50. Transferring Stored Target Coordinates
computed. from One Location to Another.
b. Range and bearing to destination, current track
made good, and track angle error (TKE) correction are The following procedure allows the operator to transfer
computed from the helicopter’s present position to stored target coordinates from one thumbwheel loca-
selected destination. tion to another. For example, it is assumed that the pilot
wants to put the coordinates of stored target 7 into
3-48. Left-Right Steering Signals. location of destination 2.
Flying the shortest distance to the destination from NOTE
present position:
Throughout this procedure, range, time-to-
a. FLY-TO DEST thumbwheel – Select desired des- go, bearing and left/right steering data are
tination. computed and displayed for the destination
selected via the FLY-TO DEST thumbwheel.
NOTE
If the desired destination is already selected
but an updated course is needed, then the a. DISPLAY selector – DEST/TGT.
FLY-TO DEST thumbwheel must be cycled b. DEST DISP thumbwheel – 7.
to another destination and back so the com-
puter will recalculate the new course. c. KYBD pushbutton – Press,
d. DEST DISP thumbwheel – 2.
3-28
TM 55-1520-240-10
e. ENT key - Press. through the HSI MODE SELECT panel on each
instrument panel below each HSI. Each HSI receives
3-51. Transferring Variation from One Location to electrical power from three different sources (copilots
Another. sources are in parentheses): 28 volt DC from the No. 2
The procedure to transfer variation data to the same (No. 1) DC bus through the NAV PLT (COPLT) HSI
location where the associated stored target coordinates MODE SEL circuit breaker, 115 volt AC from the No. 2
has been transferred is the same as in previous (No. 1) AC bus through the NAV PLT (COPLT) HSI
paragraph. Transferring Stored Target Coordinates from circuit breaker, and 26 volt AC from the No. 2 (No. 1)
One Location to Another, except that the DISPLAY instrument bus through the NAV PLT (COPLT) HSI
selector is placed at SPH/VAR. circuit breaker.
3-52. Dead Reckoning Navigation. 3-56. Controls and Indicators - Horizontal Situation
As a BACKUP mode, dead reckoning navigation can be Indicators. (fig. 3-14)
done using ground speed and track angle estimates
provided by the operator. CONTROLS/
INDICATOR FUNCTION
a. MODE selector - BACKUP.
b. DISPLAY selector - GS/TK. Compass Card The compass card is a 360° scale
c. Best estimate of ground speed and track angle - that turns to display heading data
Enter via keyboard. obtained from the gyro magnetic
d. Set MODE selector to any other position to abort compass (AN/ASN43A. .The
this mode. helicopter headings are read at the
upper lubber line.
3-53. Operation During and After Power
Interruption. Bearing Pointer No.1 The pointer operates in conjunction
During a DC power interruption inflight, or when all with doppler or mixed
helicopter power is removed, the random access GPS/Doppler. With Doppler Only,
memory (RAM) (stored destination and present position) indicates magnetic bearing to
data is retained by power from an 8.4 volt DC dry cell doppler destination. With mixed
battery. This makes it unnecessary to reenter any GPS/Doppler, indicates magnetic
navigational data when power returns or before each bearing to GPS destination. (With
flight. If the battery does not retain the stored destination GPS Only, bearing information is
data during power interruption, the display will indicate an not available.
EN when power returns. This indicates to the pilot that
previously stored data has been lost, and that present Bearing Pointer No.2 The pointer operates in conjunction
position, spheroid/variation, and destinations must be with selected VOR or ADF receiver.
entered. The computer, upon return of power, resets The pointer is read against the
present position variation to E000.0, destination and compass card and indicates the
associated variations to a non-entered state, sets wind to magnetic bearing to the VOR or
zero and spheroid to CL6.The following data must be ADF station.
entered following battery failure:
Course Deviation Indi-This indicator indicates This
a. Spheroid. cator indicator indicates lateral deviation
b. Present position variation. from a selected VOR course or
c. Present position. GPS/Doppler computed course or
d. Each destination and its associated variation. heading in the case of FM homing.
When the helicopter is flying to
3-54. Stopping Procedure. correct course, the course
indicator will be aligned with the
MODE selector - OFF. course pointer and will be centered
on the fixed aircraft symbol. The
3-55. Horizontal Situation Indicator (HSI). two dots on either side of the
Two horizontal situation indicators (HSI) (fig. 3-14), one indicator indicate amount of course
on each pilot’s instrument panel, are installed. Each deviation. One dot displacement is
indicator can display helicopter heading, FM homing, and equivalent to 5 off VOR or
position relative to a selected course or bearing. Also, GPS/Doppler and 11/4 degree 1 off
during an ILS approach, the indicator displays helicopter localizer course. These
position relative to the glide slope and localizer. The displacements do not apply to FM
automatic heading select feature of the AFCS is also homing.
controlled through the HSI. Selection of navigational
equipment to be displayed on each HSI is controlled
Change 6 3-29
TM 55-1520-240-10
Figure 3-14. Horizontal Situation Indicator and Mode Select Panel
3-30 Change 6
TM 55-1520-240-10
CONTROLS/ CONTROLS/
CRS Knob The COURSE indicator and course Glide Slope (GS) Indicates loss of or an unreliable
Course Indicator pointer operate in conjunction with Warning Flag glide slope or FM homing signal.
Course Pointer the course select (CRS) knob, and
allow the pilot to select any VOR 357. Horizontal Situation Indicator Mode Select
course. The course pointer turns Panel. (fig. 3-14) The HSI MODE SELECT panel is on
with the compass card and will he each pilots instrument panel below the HSI. The panel
aligned with the lubber line when the allows the pilot to select the navigation mode to be
helicopter heading is the same as displayed on the HSI, command AFCS heading select
the selected course. feature, and visually indicates marker beacon passage.
The panel is divided into three sections labeled CRS,
Range Indicator Digital distance display in kilometers BRG, and MKR BCN.
(KM) to destination set on GPS
Control Display Unit (CDU) (para. a. The CRS (course) section consists of four
3-67) or doppler control FLYTODEST pushbutton selector switches labeled VOR SEL,
thumbwheel (para. 3-34). GPS/DOP SEL, FM I SEL, and CMDSEL. Pressing
VOR SEL, GPS/DOP SEL, or FMSEL causes the output
HDG Knob Heading select (HDG) knob of the selected navigation set to be electrically connected
operates in conjunction with the to the course deviation indicator on the corresponding
heading bug. It allows the pilot to HSI and lights SEL legend in the switch. These switches
select any one heading. With CMD are electrically interlocked so only one set may be
SEL (fig. 3-14) selected on the HSI selected at a time. Selecting another navigational
MODE SELECT panel, the AFCS modes, automatically disengages the mode in use, turns
(chapter 2) will turn the helicopter to out the SEL legend of the mode in use, engages the
and maintain the selected heading. selected mode, and lights the SEL legend of the selected
mode. Each pilot may independently select different
HDG Flag The HDG flag is in view when the navigational modes for display on his HSI.
signal from the gyro magnetic
compass is unreliable or power to b. Pressing CMD SEL engages the AFCS heading
the indicator is lost. select feature, causes the helicopter to turn to and
maintain heading to which the HSI heading bug is set,
To-From Arrow To from arrow indicates that the and illuminates the SEL legend on the switch. Due to
helicopter is flying to or away from a electrical interlocks between the two HSI control panels,
selected VOR. both CMD SEL switches cannot be engaged at the same
time. The engaged switch is indicated by the lit SEL
NAV Flag The NAV flag turns with the legend. If the opposite CMD SEL switch is pressed
compass card. The flag will retract when operating with heading select, the HDG on the
from view when a reliable VOR, AFCS panel will release and heading select will be
GPS/Doppler or FM homing signal is disengaged. Control of the course deviation indicator in
being applied to the instrument. the VOR mode relative to bearing and course deviation
to or from a VOR is assigned to the pilot who has CMD
Aircraft Symbol Corresponds to longitudinal axis of SEL engaged. If the pilot who does not have CMD SEL
the helicopter; shows helicopter engaged makes an adjustment on his CRS knob, it will
position and heading relative to the have no effect on the CDI relative to the course.
selected course.
c. Pressing VOR/ADF pushbutton on the BRG side
Glide Slope Pointer Displays glide slope position relative selects the navigational aid, the bearing of which will be
to the helicopter or FM homing indicated by the HSI No. 2 pointer. The switch is divided
signal strength. When pointer is into two segments labeled VOR and ADF. If the VOR
above center, helicopter is below segment is lit, the No. 2 pointer will indicate the bearing
glide slope, conversely when pointer to a VOR station to which the VHF navigation set is
is below center, helicopter is above tuned. Pressing the switch will cause the VOR segment
glide slope. Increasing homing to go out and the No. 2 pointer will indicate the bearing to
signal strength is shown by pointer the station to which the ADF set is tuned out and light the
rising. Decreasing signal strength ADF segment. The opposite action occurs if the ADF
is shown by pointer falling. segment is lit and the switch is pressed.
Change 6 3-31
TM 55-1520-240-10
d. A MKR BCN light will illuminate during marker entry. The CLR key clears the data entry field, the ENT
beacon passage. The light labeled O comes on when key enters data after it has been selected. The ALP key
passing through an outer marker beam. The light la- allows for mode switching between alpha and numeric
beled M comes on when passing through a middle data in fields where both need to be entered.
marker and finally the light labeled I comes on when
passing through an inner marker. As each light illumi- 3-61. Controls and Function, Omega Control Unit.
nates, a distinctive tone identifying the beacon will be (fig. 3-15)
heard over the interphone (table 3-2). The lights have a
press-to-test feature; pressing any one of the three CONTROLS/
lamps will cause all MKR BCN lamps to illuminate on INDICATOR FUNCTION
both pilots HSI MODE SELECT panels.
BRT/DIM Controls intensity of dis-
3-58. Omega Navigation System (AN/ARN-148). play.
The AN/ARN-148 is a global navigation system provid- CLR Calls up a cursor for data
ing the crew with actual position, distance, bearing and modification or cancels an
receiver signal strength from Omega station(s). The operation.
system is comprised of a control display unit (CDU), a ALP Shifts keyboard from nu-
navigation processor unit (NW), an airspeed processor, meric to alpha and back
and an antenna coupler. The airspeed processor takes to numeric.
airspeed data from the helicopter pitot system for
calculations. Heading information is accessed from the ENT Enters selected data into
gyro compass system. A zero velocity signal that locks- navigation processing unit
out the system is provided from the aft landing gear memory.
proximity switch when the helicopter is on the ground. NAV Provides access to four
The system also features the capability of storing up to pages of display relative
six pages of flight plans for easy reference. to aircraft position and
track leg data. Selected
3-59. Omega Navigation Principles. data pertinent to aircraft
The Omega navigation system (ONS) uses a global position and track leg
network of eight Omega transmitting stations to provide data may be altered
dead reckoning coordinates to position the helicopter through these pages.
relative to one or more transmitting stations. Each FPL Provides display, assem-
Omega station transmits a very low frequency (VLF) bly, selection, entry and
signal continuously. modification of flight
The Omega VLF signals are received as phase (a plan.
measure of range to the station) and amplitude (signal LEG Provides display and se-
strength). The ONS automatically selects an appropri- lection from waypoint and
ate set of Omega signals, based on signal strength and to a waypoint. Provides
geometry, and computes present position and all other for display and selection
navigation parameters. of track change mode.
3-60. Omega Control Display Unit. Provides a means of flying
from present position di-
The CDU is mounted in the center console. The CDU rect to a defined way-
functions as the primary input and output of navigation point.
information for the operator (fig. 3-15). This data
defines helicopter position and navigational guidance Provides a means of dis-
according to a selected path across the ground. playing additional data
when more than 8 lines of
The CDU has a dual function. The display function is data are available.
handled by a two inch by three inch color cathode ray
tube (CRT). The CRT displays information in seven HLD Provides a means of man-
different colors which uniquely communicates different ually updating position
information in different colors to the operator. The either by entering lat/long
second function of the CDU allows the operator to coordinates or by refer-
input data into the system to define helicopter position ence to point which has
along the desired navigational path, The data is entered already been defined to
through a keyboard consisting of 33 keys, Two of the the Omega Navigation
keys are used to select the display brightness and one System (ONS).
key is used to turn the system on and off. The remaining
30 keys are used for alpha-numeric data input.
The alphabet is uniquely laid out so that there are no
multi-key-stroke requirements for alpha information
3-32
TM 55-1520-240-10
CONTROLS CONTROLS/
EDT During data entry mode, O The “O” (alpha) key pro-
ç provides a back space vides for operator deselec-
function. During non-data tion of an Omega or VLF
entry mode, provides the station when the cursor is
capability to change dis- positioned on the same
play mode of angular line as the station to be
data, i.e., magnetic, true, deselected.
grid, heading, bearing,
DTK.
* Identifies and permits en-
try of waypoints as a
range and bearing from a
previously entered way-
point.
DAT Provides six pages for the
selection, display, and en-
try of data related to
flight planning and
Omega/VLF status.
MSG Provides a display of sys-
tem malfunctions and op
erator actions required.
Displays condition of
ONS data base and allows
selection of various test
modes to ensure correct
system operation.
E The “E” or “5” key pro-
vides a means of activat-
ing the erase function Figure, 3-15. AN/ARN-148 Omega Control
when the cursor is dis- Display Unit
played at the top of the
flight plan page.
I The “I” or “9” key pro-
vides a means of reversing
the flight plan when the
cursor is displayed at the
top of the flight plan
page.
The "S” or key pro-
vides a means of selecting
the flight plan for use
when the cursor is dis-
played at the top of the
flight plan page.
3-33
TM 55-1520-240-10
3-61.1. Doppler/GPS Navigation Set CONTROL/ FUNCTION

AN/ASN-128B (DGNS). INDICATOR
The AN/ASN-128B DGNS is an AN/ASN-128 LDNS with MGRS Selects Military Grid-Reference
an embedded GPS receiver. The AN/ASN-128B in Systems (MGRS) navigational
conjunction with the aircraft’s heading, vertical references, mode of operation.
and position and velocity updates from its internal GPS,
provides accurate aircraft velocity, position and steering LAT/LONG Selects latitude/longitude navi-
information from ground level to 10,000 feet. The system gational mode of operation.
provides world-wide navigation, with position readout
available in both Military Grid Reference System (MGRS) GPS Places navigation set in GPS
and Latitude and Longitude (LAT/LONG) coordinates. LDG landing mode of operation. This
Navigation and steering is performed using LAT/LONG mode provides real-time, tactical
coordinates and a bilateral MGRS-LAT/LONG conversion precision landing guidance
routine is provided for MGRS operation. Up to 100 information to the HSI indicator.
destinations may be entered in either format and not
necessarily the same format. DISPLAY switch Selects navigation data for display.
3-61.2. Controls, Displays and Function. WIND-UTC Used for wind speed and direc-
DATA tion, UTC time, sea current,
The control and displays for the AN/ASN-128B are on the
surface wind, GPS status and
front panel (figure 3.15.1). The function of each control is as
data load functions.
follows:
NOTE XTK/TKE Displays steering (cross track
KEY distance and track angle error)
The MODE switch is locked in the OFF position information and GPS variable
and must be pulled out and turned to get into or out key status. Selection of fly to
of OFF position. destination by direct entry of two
digit destination number.
CONTROL/ FUNCTION
INDICATOR GS/TK Displays ground speed, track
MODE switch Selects navigation set mode of NAV M angle and selection of GPS and
operation. navigation mode.
OFF in this position the navigation set PP Displays present position,

is inoperable; non-volatile RAM altitude and magnetic variation.
retains stored data.
DIST BRG Displays distance, bearing and
LAMP TEST Checks operation of all lamps. TIME time information to the
destination or course selected.
TEST Initiates built-in-self-test exer- Selection of fly to destination can
cise for the Doppler and GPS be accomplished by direct entry
functions of the navigation set. of two digit destination number.
3-34 Change 8
TM 55-1520-240-10
Figure 3-15.1. Doppler/GPS Navigation System AN/ASN- 128B
Change 8 3-34.1
TM 55-1520-240-10
CONTROL/ FUNCTION CONTROL/ FUNCTION

INDICATOR INDICATOR
Keyboard and LTR Used to set up data for entry in-

Keys to memory. When DISPLAY
WP Accesses way point or target data
switch is set to a position in
TGT (landing data, variation, motion).
which new data is required and
Selection of destination for
KYBD key is pressed, data may
display/entry by direct entry of be displayed on the appropriate
two digit destination number. input field of display. To display
a number, press the
DATUM Accesses datum and steering/ corresponding key or keys (0
ROUTE route functions. through 9). To display a letter,
first depress the LTR key
corresponding to the position of
the desired letter on a key. Then
MAL Indicator Lights when a navigation set mal- depress the key which contains
Lamp function is detected by the the desired letter. Example: To
built-in-test circuitry. In the enter an L, First depress the LTR
event of an intermittent RIGHT key, then depress the 4
malfunction, the system may key.
operate correctly but must be
cycled to OFF position then to INC and DEC Keys Used to increment or decrement
on, to extinguish the MAL light. the displayed Waypoint/Target
number when the DISPLAY
switch is set to WP/TGT. To
access P, depress the LTR LEFT
BRT and DIM Keys Used to brighten or dim the light key followed by the 6 key,
intensity of the LCD display. display way point 99 then depress
the INC key, or display way point
00 then depress the DEC key.
Also used to increment or
Four Line Alpha- Displays alphanumeric characters, decrement the Fly-To destination
Numeric Display as determined by the setting of number when the DISPLAY
the DISPLAY switch, the MODE switch is set to DIST/
switch and operation. keyboard. BRG/TIME or XTK/TKE/KEY.
The keys activate function upon
release and are to be released ENT Key Enters data into memory (as set
immediately after being up on keyboard and displayed).
depressed. This key is also used for paging
of displays. The bottom right
corner of the display indicates
“more” when additional pages
TGT STR Key Stores present position data in the are available, and “end” when no
indicated target store\memory additional pages are available.
location (90-99) when depressed
and released.
CLR Key Clears last entered character
when pressed once. When
pressed twice, clears entire input
KYBD Key Used in conjunction with the field ofdisplay keyboard control.
keyboard to allow data display
and entry into the computer. F1 Key Reserved for future growth.
3-34.2 Change 8
TM 55-1520-240-10
3-61.3. Modes of Operation. selected and the GPS becomes invalid (para. 3-61.5.1 above),
the AN/ASN-128B will not navigate.
Control of the AN/ASN-128B, including selection of modes
and displays, and entry and readout of data is performed via 3-61.5.3. Doppler Mode.
the Computer Display Unit (CDU) front panel. The
AN/ASN-128B has four basic modes of operation: off, Doppler position and velocity data are used for navigation. If
navigate, test and GPS landing. In navigate mode three Doppler mode is selected and the Doppler becomes invalid
submodes may be selected manually or automatically. These (para. 3-61.5.1 above), t h e A N / A S N - 1 2 8 B w i l l
are combined mode (default or primary mode of operation), automatically switch remembered velocity since a TAS
GPS only mode, or Doppler only mode. sensor is not available. If Doppler mode is manually selected
at the start of the flight an initial present position must be
obtained and entered prior to flight. Navigation is performed
3-61.4. Off Mode.
in latitude/longitude for computational convenience only. At
the same time, distance, bearing and time-to-go to any one of
In the off mode the system is inoperable. However, the Edge
100 preset destinations are computed (as selected by
lighting is lighted by an external aircraft power source and is
FLY-TO-DEST).
independent of the AN/ASN-128B mode switch setting.
Edge lighting may not be available if the helicopter is
3-61.6. Test Mode.
modified with the night vision MWO.
The test mode contains two functions: LAMP TEST, in
3-61.5. Navigate Mode. which all display segments are lit; and TEST, in which system
operation is verified. In lamp test, system operation is
In the navigate mode (MGRS or LAT/LONG) position of the identical to that of the navigate mode except that all lamp
CDU MODE switch) power is applied to all system segments and the MAL indicator lamp are lighted to verify
components, and all required outputs and functions are their operation. In TEST, the RTA no longer transmits or
provided. The Doppler radar velocity sensor (DRVS) receives electromagnetic energy; instead, self generated test
measures aircraft velocity, and converts analog heading, signals are inserted into the electronics to verify operation of
pitch and roll into digital form. This data and Embedded GPS the DRVS. At this time a self test is performed by the GPS and
Receiver (EGR) velocity and position data are then sent to the navigation computations continue using remembered
CDU for processing. Baro altitude is used for aiding the GPS velocity. In the TEST mode, Doppler test results are
when only three space vehicles are available. Present position displayed on the CDU front panel for the first 15 seconds
is computed by using one of three navigation submodes (approximate). At the end of this period either GO ALL is
which can be selected manually or automatically. These displayed if there is no malfunction in the navigation set, or a
submodes are as follows: failure code is displayed if a malfunction has occurred. A
rotating bar on the display indicates that the GPS has not
3-61.5.1. Combined Mode (Default or Primary completed self test. If the navigation set is maintained in the
Mode of Operation). TEST mode, no navigation data can be displayed on the CDU
front panel. If a Doppler malfunction is detected, the MAL
Doppler and GPS position and velocity data are combined to indicator lamp lights and DF is displayed. At the completion
provide navigation. This mode is used when a minimum of of GPS self test (up to two minutes), the rotating bar is
three (with baro) or four space vehicles are available, GPS replaced with a complete test result code. The failed unit and
Estimated Position Error (EPE) is less than approximately the failed circuit card are also indicated by a code on the CDU
150 meters, and the Doppler is not in memory. If GPS display.
becomes invalid (e.g., due to increased EPE), the
AN-ASN-128B will automatically switch to Doppler mode The CDU is continuously monitored for failures, using its
until a valid GPS status is received. If the Doppler becomes own computer as built-in-test-equipment (BITE). Any BITE
invalid (e.g., flight over glassy smooth water causing malfunction the MAL indicator lamp on the CDU to light. If
memory), the AN/ASN-128B will automatically switch to the MODE switch on the CDU is set to TEST, identification
GPS mode if GPS is valid or an alternate Doppler mode if the of the failed LRU is indicated by a code on the display panel.
GPS is not valid. Aircraft heading, pitch and roll are also displayed in this
mode by depressing the ENT key after Doppler test is
3-61.5.2. GPS Mode. completed. GPS test status is displayed if the ENT key is
depressed a second time. Malfunction codes are
GPS positions and velocities are used for navigation by the automatically latched and can only be cleared by recycling
Doppler navigation processor in the CDU. If GPS mode is the CDU power via the CDU mode switch (OFF/ON).
Change 8 3-34.3
TM 55-1520-240-10
3-61.7. GPS Landing Mode. pressed. The position change which occurred since
over-flying the fix point is automatically added to
In the GPS landing mode, the Doppler navigation system the fix point coordinates to complete the position
provides information to the HSI indicator for real-time update.
landing guidance to a touch down point previously entered in
any of the 100 fly-to destinations. The landing approach is Magnetic variation can be entered for each
determined by present position and the entered touch down destination, and the system will compute present
altitude, glideslope and inbound approach course. position magnetic variation. If operation is to occur
in a region with relatively constant magnetic
3-61.6. CDU Operation. variation, the operator enters magnetic variation
only for present position and the computer will use
Various required operating data, such as initial present this value throughout the flight. If MGRS data are to
position (if GPS is not valid or Doppler mode is selected), be entered or displayed, the MGRS datum of
destination coordinates with or without GPS landing data, operation is also entered.
and magnetic variation can at any time be entered into the
CDU via its keyboard, or the dataloader via the Target-of-opportunity data can be stored by pressing TGT
preprogrammed dataloader cartridge. In most cases, these STR (target store) key when the target is overflown. This
data will be entered before the aircraft takes off. operation stores the coordinates of the target in one of ten
destination locations in the computer; locations 90 through
The GPS provides present position to the AN/ASN-128B. If 99 sequentially incrementing each time the TGT STR key is
GPS is not available or Doppler is selected present position depressed. The location is displayed in the appropriate
can be initialized as follows: display field. The computer can keep track of individual
target positions which may include speeds and directions
The MODE switch should be set to MGRS or input by the operator.
LAT/LONG, the WT/TGT display position of the
DISPLAY switch is selected, the destination Self test of the AN/ASN-128B is accomplished using
number is set to P and KYBD key is pressed. The built-in-test-equipment (BITE) with the RTA, SDC, and
coordinates of the initial position is overflown, the CDU units connected and energized for normal operation.
ENT key is pressed. The computer then determines Self test enables the unit to isolate failures to one of the four
changes from the initial position continuously, and main functions (RTA, SDC, CDU or EGR) or to one of the
the coordinates of the current present position can circuit cards in the SDC or CDU. Self test is accomplished as
be read either by remaining in this configuration or follows:
by setting the DISPLAY switch to PP (present
position) and the MODE switch to MGRS or The CDU (except for the keyboard and display) is
LAT/LONG. checked on a continuous basis, and any failure is
displayed by the illumination of the MAL indicator
To update present position over a stored destination, lamp on the CDU. If the MODE switch on the CDU
KYBD key is depressed and released when the is set to the TEST position, identification of the
aircraft overflies this destination. If an update is failed circuit card in the CDU is indicated by a code
desired. the ENT key is depressed and released and on the display panel.
the update is completed. The DISPLAY switch is in
the DIST/BRG/TIME position and the FLY-TO The DRVS and EGR are tested by setting the
DEST is set to this destination during this process. MODE switch on the CDU to the TEST position.
The distance-to-go, displayed while over the stored Failure of the DRVS or EGR are displayed on the
destination, is the position error of the system at that CDU by illumination of the MAL indicator lamp,
moment. and identification of the failed unit or circuit card is
indicated by a code on the display panel of the CDU.
To update present position over a fixed point not
previously stored in the computer, the DISPLAY Continuous monitoring of the Signal Data
switch is placed PP and KYBD key is depressed and Converter and Receiver Transmitter Antenna is
released as the fix point is overflown. This freezes provided by the system status indication. The
the display while allowing computation of changes system will not use Doppler velocities in normal
in present position to continue within the computer. operation when flying over glassy smooth water.
If an update is required, the coordinates of the fix However, if the system continues to not use Doppler
point are entered via the keyboard, and ENT key is (e.g., using GPS only when combined has been
3-34.4 Change 6
TM 55-1520-240-10
selected) for excessive periods of time (e.g. more new data has been entered) causes the display to blank
than 10 minutes) over land or rough water, then a momentarily and return with the latest computed data. To
malfunction may exist in the navigation set and the abort a keyboardoperation. move the mode or display switch
operator should set the MODE switch to TEST to to another position.
determine the nature of the failure.
NOTE
The display portion of the CDU is tested by
All keys activate upon release after being
illuminating all the lamp segments in each
depressed. Keys should be depressed and
alphanumeric character in the LAMP TEST mode.
immediately released in one continuous motion.
Keyboard operation is verified by observing the
a. Data Entry. To display a letter, first depress the LTR
alphanumeric characters as the keyboard is
key corresponding to the position of the desired letter on a
exercised.
key. Then depress the key which contains the desired letter.
3-61.9. Route Sequencing Modes. Forexample, to enter an L, first depress the LTR RIGHT key.
then depress the 4 key.
The system has the ability to fly a preprogrammed sequence
of waypoints. This sequence can be either consecutively b. Keyboard Correction Capability. The last character
numbered in which case a start and end way point are entered entered may be cleared by depressing the CLR key. If the
or randomly numbered in which case all waypoints are put in CLR key isdepressed twice in succession, the field is cleared
a list and the start and end waypoints are entered. Both but remains under control (indicated by blinking) and the last
sequence modes can be flown in the order they are in the list valid data entered is displayed.
or in the reverse order. Directions will be displayed to the
way point next on the list until approximately 10 seconds c. Destination Variation Constraint. The magnetic
before overflying the way point at which time the display will variation associated with a destination must be entered
advance to the next way point and the new way point number AFTER the coordinates for that destination are entered. The
will blink for ten seconds. One consecutive and one random order of entry for present position is irrelevant.
sequence may be stored in the system.
d. Impossibility of Entering Unacceptable Data. In most
3-61.10. To-To Route Mode. cases the computer program will reject unacceptable data (for
example, a MGRS area of W1 does not exist and will be
The system has the ability to provide steering information rejected). If the operator attempts to insert unacceptable data,
onto a course defined by the start and end waypoints. Only the the unacceptable data will be displayed on the panel and then
second way point will be over flown. The distance displayed is the selected field will blink after ENT key is pressed
the distance to the course when outside 2 nautical miles of the displaying the last valid data.
course and the distance to the second way point when inside 2
nautical miles of the course. NOTE
The computer cannot prevent insertion of
3-61.11. General Operating Procedures for
erroneous data resulting, for example. from
Entering Data.
human or map errors.
The panel display consists of four line LCD readout. The top
line of the display is reserved for the display of Fly-To e. Procedure for Displaying Wind Speed and Direction.
destination number and destination name/International Civil
Aeronautic Organization (ICAO) identifier, EPE in meters, NOTE
mode of GPS and mode of AN/ASN-128B operation and In MGRS mode, wind speed isdisplayed in km/hr;
target store number. The remaining lines will display data in in LAT/LONG mode, wind speed is displayed in
accordance with the DISPLAY and MODE switches. When knots, Wind direction is defined as the direction
depressing the KYBD key for the first time in an entry from which the wind originates.
procedure, the display freezes, kybd is displayed in the
bottom right corner indicating the display is in the keyboard (1) Set MODE switch to LAT/LONG (MGRS
mode and the input field under keyboard control blinks. If it is may also be used).
not desired to change the display field under control, the pilot
can advance to the next field of the display by depressing the (2) Set DISPLAY switch to WIND-UTC/DATA
KYBD key again. Depressing the ENT key (whether or not and observe display.
Change 8 3-34.5
TM 55-1520-240-10
(3) The display indicates: KEY STATUS TIME REMARKS
SP;XXXKn DK OK Days or hours still GPS daily key

DIR:XXX° available on key in use and
verified
f. Procedure for Displaying/Entering UTC and *
DK NO No GPS daily
Displaying GPS Status.
key available
(1) Set MODE switch to LAT/LONG (MGRS DK IN * GPS daily key

may also be used). available but
not verified
(2) Set DISPLAY switch to WIND-UTC/DATA
and observe the wind speed/direction display. 3-61.12. Preflight Procedures.
(3) Depress ENT key. Observe that the CDU a. Data Required Prior to DGNS Turn-on
display indicates year XX, day XXX and indicates hours,
minutes, and seconds of UTC time: XX Hours, XX Minutes, The following initial data must be entered by the pilot after
XX Seconds. system turn-on and initialization, unless previously entered
data is satisfactory:
(4) To enter year, day and time depress the KYBD Datums of operation, when using MGRS coordinates.
key to select the field for input shown as a blinking field, enter
This data may be part of the data load if preprogrammed.
the desired data and depress the ENT key.
In combined or GPS mode the GPS provides preset
(5) To display GPS status depress the ENT key to position. If the Doppler only mode is selected MGRS
display selection menu. coordinates of present position - zone area, easting and
northing; latitude/longitude coordinates may also be used to
1> SEA CURRENT input present position. This data may be part of the data load
2> SURFACE WIND if preprogrammed. Variation of present position to the
3> GPS STATUS nearest one-tenth of a degree.
4> DATA LOAD end
Coordinates of desired destinations 00 through 99. It is not
(6) To select the GPS STATUS page depress the 3 necessary to enter all destinations in the same coordinate
key. system. This data may be part of the data load if
preprogrammed.
(7) Observe the CDU display. The display
Variation of destinations to the nearest one-tenth of a
indicated the GPS test mode status as of one of the following:
degree.
GPS TEST: IN PROCESS Crypto-Key variables necessary to enable the GPS

GPS TEST: NOT RUN receiver to operate in Y code are entered via remote fill data
GPS TEST: PASSED only and not via the CDU keyboard.
GPS TEST: FAILED
NOTE
g. Procedure for Displaying GPS Key and GPS Space Destinations are entered manually when steering
Vehicle Status. information is required to a destination that was
not in the set of data loaded via the data loader, or it
(1) Set the DISPLAY switch to XTK/TKE/KEY. is desired to update present position by overflying
a destination, or a present position variation
(2) Set the MODE switch to LAT/LONG (MGRS computation is desired. (See CDU operation). If a
may also be used. present position variation update is desired,
destination variation must be entered. The
(3) The display indicates GPS daily key status, operator may enter one or more destination
time remaining on the currently entered keys and how many variations: it is not necessary for all destinations to
Space Vehicles (SV) are currently being used by the GPS. have associated variations entered and also not
3-34.6 Change 8
TM 55-1520-240-10
necessary to enter all destinations in any case, but to be performed. Foraccurate navigation it is advised to enter
variations must be entered AFTER destination variations after each destination unless the variations are the
coordinates are entered. same.
The Doppler outputs true heading and accepts magnetic (8) Select DGNS operating mode (para e. below).
heading from gyromagnetic heading reference. If accurate
magnetic variations are not applied, then navigation accuracy NOTE
will be affected.
The set will automatically select combined mode
b. System Initialization (default or primary operating mode) as this allows
the system to select the best possible navigation
(1) Enter GPS mode “M”. method available.
NOTE (9) Set the FLY-TO DEST to the desired

You must select GPS mode “M” during destination location.
initialization. If “Y” mode is selected before
Crypto-Key variables are loaded the system will c. Procedure for Downloading Data From Dataloader
lock-up forever. Cartridge
(2) Perform self test (para d. below). (1) Set the CDU mode switch to OFF.
(3) Perform download (para c. below) of data (2) Insert the preprogrammed data loader
loader cartridge if necessary, or manually enter datum, cartridge.
destinations. magnetic variations, and present position (para
f. org. below). (3) Set the CDU mode switch to MGRS
(LAT/LONG may be used). Enterdesired GPS code (M or Y)
(4) Load Crypto-Key variables (unless mode of operation.
previously loaded and still valid) necessary for operation of
the GPS in Y mode. to
(4). Set the DISPLAY switch
W IND-UTC/DATA.
NOTE
It is necessary to wait at least 12 minutes for key (5) To display the select menu depress the ENT
validation when new keys have been entered, or key twice.
collection of almanac data when set has no
previous almanac data. During this time the GPS 1> SEA CURRENT
operating mode must be M and uninterrupted. 2> SURFACE WIND
After this time the GPS operating mode may be 3> GPS STATUS
switched to Y. Observe the GPS Key status and 4> DATA LOAD end
number of SVs tracked after switching to Y mode.
If the SV number goes to zero repeat this (6) To select the DATA LOADER page depress
procedure. The Key status shall switch from DK the 4 key.
IN to DK OK sometime during the 12 minutes.
DATA LOADER
(5) Check datum of operation, if MGRS is being
used.
ENTER DATA: N
(6) Check destinations in MGRS or LAT/LONG end
coordinates as desired.
(7) To begin the download depress the KYBD and
(7) Check associated destination variations as enter Y (yes).
desired. Remove all incorrect variationsby setting DISPLAY
switch to WP/TGT, setting the destination number to (8) Observe the CDU display. The CDU shall
appropriate destination, and depressing the KYBD key and display DOWNLOAD WAYPTS and WAIT ACK. If a
ENT key in that order. Variations of at least two destinations transmission error occurs the CDU display shall change to
must be entered for automatic variation update computation ERROR-RETRYING.
Change 8 3-34.7
TM 55-1520-240-10
(9) When the transmission is complete the CDU (a) All edge lighting is illuminated.
shall display DOWNLOAD WAYPTS COMPLETE. If this
display is not obtained within one minute of beginning the (b) All keyboard keys are illuminated.
download check the data programming and connections.
(3) Set MODE switch to TEST.
(10) Set the CDU mode switch to OFF, remove
the data loader cartridge if desired, and then set the CDU (a) While test is performing, depress the
mode switch to the desired setting. DIM pushbutton several times, then the BRT pushbutton
several times. The LCD display should glow dimmer then
d. Self-Test brighter. Adjust LCD display for comfortable viewing.
(1) Set the MODE switch to LAMP TEST. Enter

(h) After Doppler and/or GPS self tests have
GPS mode “M” or “Y”. Verify the following:
completed (approximately 15 seconds for Doppler, up to 2
minutes for GPS), one of the following displays will be
(a) All LCD on four-line display are
observed in the left and right displays:
illuminated.
NOTE
(b) The MAL lamp is illuminated.
In the event the TEST mode display is not GO
(2) Rotate the center console lighting control. ALL the system should be recycled through OFF
Verify the following: to verify the failure is to a momentary one.
LEFT DISPLAY RIGHT DISPLAY REMARKS
GO Doppler has completed Built in Test ( BIT) and is operating satis-

factorily, GPS is still performing BIT (GPS has a 2 minute BIT
cycle maximum). Note that a rotating bar in the display indicates
that the GPS is still performing self test.
GO ALL The entire system has completed BIT and is operating satisfacto-
rily.
GO P Pitch or Roll data is missing or exceeds 90°. In this case, pitch

and roll in the computer are both set to zero and navigation in the
Doppler mode continues with degrade operation. Problem may
be in the vertical gyro or aircraft cabling.
NG C.R.S. or H followed by A failure has occurred in the Computer Display Unit or the Sig-
a numeric code nal Data. Converter Power Supply. The operator should not use
the system
DN GPS failure code GPS has failed but operator can use doppler to perform all navi-
gation.
DF Doppler failure code Doppler has failed. GPS is still performing self test.
GN Doppler failure code Doppler has failed but operator can use GPS to perform all navi-
gation.
3-34.8 Change 6
TM 55-1520-240-10
e. Procedure for Displaying or Selecting GPS M or Y 9. A Y will be displayed. Depress ENT key. The entire
Operating Mode, Doppler, GPS, or Combined Operation, display will blank out for less than one second and the center
and Displaying Groundspeed and Track. display will now indicate: Y.
(1) Set MODE switch to MGRS position (5) Selection of DGNS mode of operation:
(LAT/LONG or GPS LDG position may also be used).
As an example, consider selection of GPS-only
(2) Set DISPLAY switch to GS/TK/NAV M. mode of operation. Depress KYBD key twice. Observe that
the DGNS mode blinks. To enter G (for GPS mode) depress
(3) The display indicates the current GPS and key LTR LEFT followed by key 3. A G will be displayed.
navigation mode on the top line: Depress ENT key. The entire display will blank out for less
than one second and the DGNS Mode will now indicate: G
(a) Selected Fly to waypoint. (or * if GPS is not available).
(b) EPE (GPS Estimated Position Error in (6) Ground Speed and Ground Track Angle are
Meters. An asterisk (*) in the character position of the EPE displayed on lines 3 and 4.
display indicates an EPE of greater than 999 or data
f. Procedure for Entering/Displaying Present Position or
unavailable.
One of the 100 Possible Destinations in MGRS
(c) GPS mode of operation: The DGNS has the capability to display 100 destinations
(numbered 00 through 99).
M for mixed C/A and P/Y code GPS
reception 100 destinations
Y for only Y code GPS reception -00 to 69 Standard Waypoints
(d) DGNS mode of operation: -70 to 89 Data Load-only Waypoints,

Observable but not changeable via
C for combined Doppler and GPS CDU keyboard. Used for National
Airspace Data Such as VORs,
D for Doppler only NDBs. and intersections.
G for GPS only -90 to 99 Target Store Waypoints (Usable as

Standard Waypoints)
R for remembered velocities
As an example, consider display of destination number 25.
* for no navigation.
(1) Enterdatum asdescribed in paragraph j below.
(e) Target destination where the present
(2) Set MODE switch to MGRS.
position will be stored next time TGT/STR is depressed.
(3) Set DISPLAY switch to WP/TGT.
NOTE
In MGRS mode, ground speed is displayed in (4) Notice the current destination number
km/hr; in LAT/LONG mode, ground speed is displayed. To display destination number 25 depress the INC
displayed in knots. or DEC keys, or depress keys 2 then 5. This is a direct key
entry action.
Only mode C, G, and D may be selected as the
primary navigation mode. Modes R and * are (5) Observe that the current destination MGRS
automatic fall back modes used when both the zone, area, and easting/northing coordinates are now
Doppler and GPS are unavailable. displayed. The destination number 25 and location
name/ICAO identifier also appears in the display.
(4) Selection of GPS mode of operation:
(6) Entry for destination coordinates and location
As an example, consider selection of Y-only mode. name/ICAO identifier: As an example, consider entry of zone
Depress KYBD key. Observe that the GPS mode blinks. To 18T, area WN, easting 5000, northing 6000, and ICAO
enter Y (for Y mode) depress key LTR LEFT followed by key identifier BANDO.
Change 8 3-34.9
TM 55-1520-240-10
(7) To enter keyboard mode depress the KYBD or DEC keys, or depress keys 2 then 5. This is a direct key
key. Observe “kybd” displayed in the bottom right corner of entry action.
the display. (Destination number blinks.) Depress KYBD
again. (Zone field blinks.) To enter 18T depress keys 1,8, (5) Observe that the current Latitude and
LTR MID. 7. Longitude coordinates are now displayed. The destination
number 25 and location name/ICAO identifier appears in the
(8) Depress KYBD. (Area and northing/easting display.
blinks.) To enter WN5000 6000 depress keys LTR MID, 8
(6) Entry of destination coordinates and location
LTR MID, 5, KYBD,5,0,0,0,6,0,0,0.
name/ICAO identifier: As an example, consider entry of
(9) Depress KYBD. (Location name/ICAO Latitude N41° 10.13 minutes and longitude E035° 50.27
identifier blinks.) To enter BANDO depress keys LTR MID, minutes and ICAO identifier BANDO.
1, LTR LEFT, 1, LTR MID, 5, LTR LEFT, 2, LTR RIGHT, 5.
(7) To enter keyboard mode depress KYBD key.
Observe “kybd” displayed in the bottom right corner of the
(10) To store the displayed information into the
display. (Destination number blinks.) Depress KYBD again.
selected destination display position depress the ENT key.
(Latitude field is blinks.) To enter N41° 10.13 depress keys
NOTE N,4,1,1,0,1,3.
To access P, depress the LTR LEFT key followed (8) Depress KYBD. (Longitude field blinks.) To
by the 6 key. Another way to access P is to display enter E035° 50.27 depress keys E,0,3,5,5,0,2,7.
way point 99 then depress the INC key or display
way point 00 then depress the DEC key. (9) Depress KYBD. (Location name/;lCAO
identifier blinks.) To enter BANDO depress keys LTR MID,
Way points cannot be recalled by location
1, LTR LEFT, 1, LTR MID, 5, LTR LEFT, 2, LTR RIGHT, 5.
name/ICAO identifier.
(10) To store the displayed information into the
g. Procedure for Entering/Displaying Present Position selected destination display position depress the ENT key.
or one of the 100 Possible Destinations in LAT/LONG.
Display indicates:
The DGNS set has the capability to display 100
destinations (number 00 through 99). N41° 10.13 E035° 50.27.
100 destinations NOTE

To access P, depress the LTR LEFT key followed
-00 to 69 Standard Waypoints by the 6 key. Another way to access P is to display
way point 99 then depress the IUNC key or display
-70 to 89 Data Load only Waypoints, way point 00 then depress the DEC key.
observable but not changeable via
CDU keyboard. Used for National Waypoints cannot be recalled by location
Airspace Data such as VORs. name/ICAO identifier.
NDBs, and intersections. h. Procedures for Entering Variation and Landing Mode
Data
-90 to 99 Target Store Waypoints (Usable as
Standard Waypoints) (1) Set MODE switch to MGRS position-altitude
entered/displayed in meters (LAT/LONG may also be
As an example, consider display ofdestination number 25. used-altitude entered/displayed in feet).
(1) Enter the datum as described in paragraph j. (2) Set DISPLAY switch to WP/TGT position.
below.
(3) Select the way point number desired by
(2) Set MODE switch to LAT/LONG. directly entering the two digit target number or depressing the
INC/DEC keys. Observe the way point number entered and
(3) Set DISPLAY switch TO WP/TGT. position data.
(4) Notice that the current destination number is (4) Depress the ENT key and observe the
displayed. To display destination number 25 depress the INC way point number, variation and/or landing data if entered.
3-34.10 Change 8
TM 55-1520-240-10
(5) To enter a magnetic variation and/or landing (4) Depress the ENT key and observe the target
mode data depress the KYBD key to select the field for entry speed and direction page.
and enter the desired data as shown in steps 6 through 10
below. To end the entry operation depress the ENT key. (5) To select target speed depress the KYBD key
twice and enter the target speed. The maximum target speed
(6) Entry of variation: as an example, consider that may be entered is 50 knots. Fill leading zeros before
entry of a variation of E001.2. Depress keys E,0,0,1 and 2. entering.
The decimal point is inserted automatically. If no landing
(6) To select the target direction depress the
mode data is to be enter depress ENT to complete the
KYBD key and enter the target direction.
operation. Display indicates: E001.2°
(7) To end the entry operation depress the ENT
NOTE key. At the time the ENT key is depressed and released, the
An asterisk appearing in the variation fielded target position will begin to be updated as a function of time
indicates the variation is not entered. Variations based on the speed and direction entered.
may not be entered for waypoints containing
target motion. NOTE
To abort/cancel and entry of target motion. enter a
(7) The bottom two lines indicate the MSL target speed of 000 using the above procedure.
altitude, desired glideslope, and the desired inbound
approach course (IAC) to the indicated destination. As an j. Procedure for Entering/Displaying Datum or Clearing
example, consider entry of a glideslope of 8° an IAC of 270°, All Waypoints
and an altitude of +230 meters. for destination number 25.
(1) Set the MODE switch to MGRS position
(LAT/LONG may also be used).
(8) Depress the KYBD key to blink the altitude
field. Depress the INC/+ key to enter a positive altitude, (2) Set the DISPLAY switch to
depress keys 2,3,0 (the leading zeros may be omitted) for the DATUM/ROUTE.
altitude of 230 meters in the example.
(3) To select the datum field depress the KYBD
(9) Depress the KYBD key to blink the glide slope KEY.
field. Enter glideslope. The maximum allowable glideslope
is 9 degrees. In the example enter 8 for an eight degree (4) Entry of datum: as an example consider entry
glideslope. of 25. Depress keys LTR 2,5. Depress the ENT key. the
display shall show DATUM:25.
(10) Depress the KYBD key to blink the inbound
approach course field. Enter a three digit inbound approach (5) To clear all waypoints, variations, landing
course angle. In the example enter 2,7,0 to enter a 270 degree data and target motions, enter RDW for the spheroid.
inbound approach course. Depress the ENT key to complete
k. Procedure for Entering Sea Current Speed and
the operation.
Direction for Water Motion Correction.
i. Procedures for Entering Target Motion and Direction NOTE
In MGRS mode, wind speed isdisplayed in km/hr;
In MGRS mode, target speed is entered in km/h; in
in LAT/LONG mode, wind speed is displayed in
LAT/LONG mode, target speed is entered in knots.
knots. Leading zeros must be entered. Sea current
direction is defined as the direction the current is
(1) Set the MODE switch to LAT/LONG (MGRS
flowing.
may be used).
(1) Set MODE switch to LAT/LONG (MGRS
(2) Set the DISPLAY switch to WP/TGT and
may be used).
select the target number desired (00-69 or 90-99) by directly
entering the two digit target number or INC/DEC keys. (2) Set DISPLAY switch to WIND-UTC/DATA
Observe the way point number entered and position data. and observe the standard wind speed and direction display.
(3) Depress the ENT key and observe the (3) Depress the ENT key twice to display the
way point number, variation and/or landing data if entered. selection menu
Change 8 3-34.11
TM 55-1520-240-10
1> SEA CURRENT 3> GPS STATUS

2> SURFACE WIND 4> DATA LOAD end
3> GPS STATUS
4> DATA LOAD end (4) Depress the 2 key to select SURFACE WIND.
The display indicates:
(4) Depress the 1 key to select SEA CURRENT.
The display indicates: SURFACE WIND
SP:XXXKn
SEA CURRENT DIR:XXX°
SP:XXXn
DIR:XXX°
(5) Entry of wind speed and direction: as an
example, consider the entry of 20 knots and 150 degrees.
(5) Entry of sea current speed and direction: as an
Depress KYBD key. Observe that the wind speed field blinks.
example, consider the entry of 4 knots and 135 degrees.
Depress KYBD key. Observe that the speed field blinks.
(6) To enter speed, depress keys 0, 2 and 0. The
(6) To enter speed, depress keys 0,0 and 4. The wind speed indicates 020. The maximum surface wind speed
speed indicates 004Kn. The maximum sea current speed that is 50 knots.
may be entered is 50 knots.
(7) Depress KYBD key. The direction display
(7) Depress KYBD key. The direction display blinks.
blinks.
(8) To enter direction, depress keys 1, 5, and 0.
(8) To enter direction, depress keys 1, 3, and 5. Wind direction indicates 150°.
Direction indicates 135°.
(9) Depress ENT key. The display momentarily
(9) Depress ENT key. The display momentarily blinks and then reappears.
blinks and then reappears.
NOTE
NOTE
To abort entry of surface wind speed and
To abort entry of sea current, enter a sea current
direction, enter a surface wind speed of 000 using
speed of 000 using the above procedure.
the above procedure.
1. Procedure for Entering Surface Wind Speed and
Direction for Water Motion Correction. 3-61.13. Flight Procedures.
NOTE NOTE
Not required or necessary when in combined or This procedure is applicable to the Doppler only
GPS mode. In MGRS mode, surface wind speed is mode. Present position is automatically updated
entered in km/hr; in LAT/LONG mode, surface when DGNS is in combined mode.
wind speed is entered in knots. Leading zeros
must be entered. Wind direction is defined as the a. Updating Present Position from a Stored Destination
direction from which the wind originates.
NOTE
(1) Set MODE switch to LAT/LONG (MGRS
The preface is: The aircraft is flying to a
may also be used).
destination, that is, the FLY-TO Destination is set
(2) Set DISPLAY switch to WIND-UTC/DATA to the number of the desired destination.
and observe the wind speed/direction display.
(1) Set DISPLAY switch to DIST/BRG/TIME
(3) Depress the ENT key twice to display the position. Distance, bearing and time-to-go to the fly-to
selection menu. destination are displayed.
1> SEA CURRENT (2) When the aircraft is over the destination,
2> SURFACE WIND depress KYBD key. Observe that the display freezes.
3-34.12 Change 8
TM 55-1520-240-10
(3) Position update can be effected by depressing (3) Depress KYBD key. Observe that the display
the ENT key. The computer updated the present position at freezes.
the time the KYBD key was depressed by using the stored
destination coordinates, and adding to them the distance (4) Manually enter the landmark coordinates by
traveled between the time the KYBD key was depressed and depressing the KYBD key to blink the field to be changed and
the ENT key was depressed. In addition, if an associated enter the coordinates.
variation for the stored destination exists, the present position
(5) When overflying landmark, depress ENT key.
variation is also updated.
(6) If an update is not desired, set the DISPLAY
(4) If a present position update is unnecessary (as
switch to some other position. This action aborts the update
indicated by an appropriately small value of DISTANCE to
mode.
go on overflying the destination), set the DISPLAY switches
to some other position - this action aborts the update mode. 3-61.14. Fly-To Destination Operation.
b. Updating Present Position from a Landmark a. Initialization of Desired Course
NOTE When a fly-to destination is selected such as at the start of a

There are two methods for updating present leg, the present position at the time is stored in the computer.
position from a landmark. Method 1 is A course is then computed between the selected point and the
particularly useful if the landmark comes up destination. If the aircraft deviates from this desired course,
unexpectedly and the operator needs time to the lateral offset or crosstrack distance error is computed.
determine the coordinates. Method 2 is useful
Distance and bearing to destination, actual track angle, and
when a landmark update is anticipated.
track angle error correction are computed from present
Method 1 (Unexpected update) position to destination. See figure 3-15.2 for a graphic
definition of these terms.
(1) Set DISPLAY switch to PP position.
b. Procedure for Selecting One of 100 Possible Fly-To
(2) Overfly landmark and depress KYBD key. Destinations (Direct Mode)
The present position display shall freeze.
The Doppler/GPS navigation set has the capability of
selecting a fly-to destination from 100 destinations (number
(3) Compare landmark coordinates with those on
00 through 99).
display.
As and example, consider selecting Fly-To destination
(4) If the difference warrants an update, enter the
number 43.
landmark coordinates by depressing the KYBD key to blink
the field to be changed, enter coordinates, then depress the (1) Set MODE switch to MGRS (LAT/LONG or
ENT key. The computer updates the present position (from GPS LDG may also be used).
the time the KYBD key was depressed) to the landmark
coordinates, and adds to the updated present position the (2) Set DISPLAY switch to XTK/TKE. Observe
distance traveled between the time the KYBD key was standard Cross Track (XTK) and Track angle error (TKE)
depressed and the ENT key was depressed. display. (DIST/BRG/TIME may also be used)
(5) If an update is not desired, set the DISPLAY (3) To display Fly-To destination 43 depress the
switch to some other position. This action aborts the update INC or DEC keys, or depress keys 4 then 3. This is a direct
mode. key entry action.
Method 2 (Anticipated update) Left-Right Steering Signals
(1) Set DISPLAY switch to WP/TGT position. There are two methods the pilot may use to fly-to
destination, using left-right steering signals displayed on the
(2) Access P by depressing the LTR LEFT key computer-display unit. Left-right steering signals may be
followed by the 6 key, entering destination 00 then used when flying the shortest distance to destination from
depressing the DEC key, or entering destination 99 then present position (Method 1) or when flying a ground track
depressing the INC key. from start of leg to destination (Method 2).
Change 6 3-34.13
TM 55-1520-240-10
Figure 3-15.2. Graphic Definition of Course Terms
3-34.14 Change 6
TM 55-1520-240-10
METHOD 1 (6) Depress KYBD key. (END field blinks.) To
enter ending destination 45 depress keys 4, 5.
When flying shortest distance to destination from
present position, s e t D I S P L A Y s w i t c h t o (7) Depress KYBD key. (SELECT field blinks.)
DIS/BRG/TIME position and steer vehicle to Enter Y (yes) for mode selection. N may be entered to arm the
bearing displayed. As an aid to maintaining course, system with the start and end destinations but without
set DISPLAY switch to XTK/TKE position and entering the Route-Sequence To-To mode, or to exit the
steer aircraft to keep track angle error (TKE) route-Sequence To-To mode if the system is currently in that
nominally zero. If the display indicates a L (left) mode.
TKE, the aircraft must be flown to the left to zero the
error. NOTE
If an entry is changed after Y is entered for
METHOD 2 selection, and N must be entered for the selection
then it may be changed to Y. The sequence must be
When flying a ground track, set DISPLAY switch to flown from the beginning waypoint.
XTK/TKE position. Steer vehicle to obtain zero for
No target destinations or destinations with target
crosstrack error (XTK). If XTK is left (L), aircraft is
motion may be included as To-To waypoints.
to right of the desired course and must be flown to
the left to regain the initial course.
d. Procedure to Enter Route-Sequence Random Mode
NOTE The Doppler/GPS navigation set has the capability to
Since the aircraft has the Horizontal Situation navigate through a sequence of randomly number
Indicator (HSI) and when the Doppler has been destinations.
selected then the pilot may use the “#1” needle and
course deviation indicator (CDI) for navigation to As an example, consider navigating through destination
the Fly-To destination selected on the CDU. numbers 32, 25, 74, 01, 48, 83, 35.
Select CDI by depressing, then releasing the DPLR GPS (1) Set MODE switch to MGRS (LAT/LONG
lens on the HSI Mode Select Panel. may also be used).
(2) Set DISPLAY switch to DATUM/ROUTE.

c. Procedure to Enter Route-Sequence To-To Mode
(3) Depress the ENT key. Observe that a menu of
The Doppler/GPS navigation set has the capability to
special steering functions appears.
navigate a course set up between to destinations.
(4) To select the Route-Sequence Random
As an example, consider navigating onto a course starting
display depress key 2. Observe that RT SEQ RANDOM now
from destination number 62 and ending at destination
appears in the display followed by the sequence of
number 45.
destination numbers and a continuation prompt.
(1) Set MODE switch to MGRS (LAT/LONG (5) Enter the sequence of destination numbers by
may also be used). depressing the KYBD key to enter keyboard mode. (First
destination field is blinks.) To enter first destination 32
depress keys 3, 2.
(3) Depress the ENT key. Observe that a menu of (6) Depress KYBD key. (next destination field is
special steering functions appears. blinked.) Depress keys 2., 5 to enter second destination 25.
(4) To select the Route-Sequence To-To display (7) Repeat step 6 until a maximum of ten
depress key 1. Observe that TO-TO and selection mode destinations are entered or if less than ten need to entered,
appears in the display. The display provides entry of starting asterisks are left for remaining destinations.
and ending destination numbers.
(8) To complete the entry of the random sequence
(5) To enter keyboard mode depress the KYBD of waypoints depress ENT key.
key. (START field blinks.) To enter starting destination 62
depress keys 6, 2. (9) Depress ENT key to select next page.
Change 6 3-34.15
TM 55-1520-240-10
(10) To select the start field and enter the starting (7) Depress KYBD key. (SELECT field blinks.)
destination depress KYBD key. Enter Y (yes) for mode selection. N may be entered to arm the
system but without entering the Route-Sequence-
(11) To select the ending field and enter the Consecutive mode, or to exit the Route-Sequence-
ending destination depress KYBD key. Consecutive mode if the system is currently in that mode. An
entry of Y and R indicates a choice of Y-flying in the forward
(12) Depress KYBD key. (SELECT field blinks.) order, or R-flying in reverse order.
Enter Y (yes) for mode selection. N may beentered to arm the
system but without entering the Rout-Sequence Random NOTE
mode, or to exit the rout-Sequence Random mode if the If an entry is changed after Y or R is entered for
system is currently in that mode. An entry Y and R indicates a selection, and N must be entered for the selection
choice of Y-flying in forward order, or R-flying in reverse then it may be changed to Y or R. the sequence
order. To clear the random sequence, enter a C for selection. must be flown from the beginning waypoint.
NOTE motion may be included as Route sequence
If an entry is changed after Y or R is entered for consecutive waypoints.
selection, an N must be entered for the selection
then it may be changed to Y or R. The sequence f. Procedure for Displaying Distance/Bearing/Time
must be flown form the beginning waypoint. Information
motion may be included as Route sequence (1) Set MODE switch to MGRS (LAT/LONG or
random waypoints. GPS LDG may also be used)
(2) Set DISPLAY switch to DIS/BRG/TIME.

(13) After all entries are made, depress ENT key.
(3) Observe that the distance-to-go in kilometers
e. Procedure to Enter Route-Sequence-Consecutive
(to the fly-to destination), bearing, and time-to-go appears on
Mode
the bottom two lines of the display. (Distance is in nautical
miles when MODE switch position is LAT/LONG.)
The Doppler/GPS navigation set has the capability to
Bearing-to-destination is displayed in degrees, and the
navigate through a sequence of consecutively numbered
time-to-go is displayed in hours, minutes, and tenths of a
destinations.
minute.
As an example, consider navigating through destination (4) The display of the second line depends on the
numbers 32 through 35. current steering mode as follows:
(1) Set MODE switch to MGRS (LAT/LONG (a) Direct-To Steering (default): Fly-to
may also be used). destination number and ICAO identifier are displayed.
Example: 58:BANDO
(b) To-To Steering: TO-TO-:XX TO YY
(3) Depress the ENT key. Observe that a menu of where XX is the ‘To-To’ start-of-leg destination number, and
special steering functions appears. YY is the ‘To-To’ fly-to destination number.
(4) To select the Route-Sequence-Consecutive (c) Route-Sequence Steering (both

display depress key 3. Observe that RT SEQ CONSEC now consecutive and random): RT-RANDOM:XXTOYY where
appears in the display, followed by starting and ending XX is the current Route-Sequence fly-to destination number,
destination numbers, and mode selection. and YY is the next destination number in the sequence.
Approximately 10 seconds before overflying the fly-to
(5) To enter keyboard mode depress the KYBD destination, the system automatically ‘pickles’ to the next
key. (START field blinks.) To enter starting destination 32 destination, and the new fly-to number blinks for 10 seconds
depress keys 3, 2 then stops blinking.
(6) Depress KYBD key. (END field blinks.) g. Procedure for Displaying Present Position and GPS
Depress keys 3, 5 to enter ending destination 35. Altitude
3-34.16 Change 6
TM 55-1520-240-10
(1) Set the MODE switch to MGRS (LAT/LONG (6) If it is not desired to store the target, set the
or GPS LDG may also be used). Set the DISPLAY switch to DISPLAY switch momentarily or permanently to another
PP and observe present position display. position.
(2) To display present position variation and GPS i. Procedure for Entering Landing Mode
altitude depress the ENT key. Present position variation may
(1) Set the Fly-to destination by setting the
be entered by depressing the KYBD key to select the
DISPLAY switch to either XTK/TKE/KEY or
variation field. A variation is entered and the ENT key is
DIST/BRG/TIME. Directly enter the two digit destination
depressed.
number or use the INC or DEC keys.
h. Target Store (TGT STR) Operation (2) Set MODE switch to GPS LDG.
Two methods may be used for target store operation. (3) The DISPLAY switch continues to function as
Method 1 is normally used when time is not available to before. To switch between metric and English units, depress
preplan a target store operation. Method 2 is used when time the ENT key.
is available and it is desired to store a target in a specific
location. NOTE
In this mode, the DGNS provides real-time
Method 1 (uses location 90-99) landing guidance information to the HSI
indicator. To display course deviation indication
(1) Depress the TGT STR key while flying over (CDI) on VSI and HSI, depress then release the
target. DPLR GPS button on the HSI Mode Select Panel.
(2) Present position and variation are j. Procedure for Transferring Stored Destination/Target
automatically stored in the target destination location which Data From One Location to Another
was displayed in the target store field immediately prior to
depressing the TGT STR key. The following procedure allows the operator to transfer
stored destination/target data from one destination/target
location to another destination location. The transferred data
Method 2 (uses locations 00-69 and 90-99)
consists of destination name/ICAO identifier. location,
variation, and landing information. For illustrative purposes
(1) Set MODE switch to MGRS or LAT/LONG
only, it is assumed that the operator wants to put the
position, depending on coordinate from desired.
coordinates of stored target 97 into the location for
destination 12.
(2) Set DISPLAY switch to WP/TGT position.
(1) Set DISPLAY switch to WP/TGT position.
(3) To access P, depress the LTR LEFT key
followed by the 6 key. Another way to access P, is to display (2) Depress keys 9 then 7.
way point 99 then depress the INC key ordisplay way point 00
then depress the DEC key. (3) Depress KYBD key, depress keys 1 then 2.
NOTE
(4) Depress KYBD key when overflying potential
target. Observe that display freezes and kybd is displayed in Location name/ICAO identifier, variation, and
the bottom right corner of the display indicating keyboard landing data may be deleted by first displaying the
mode. The destination number is now under keyboard waypoint, depressing the KYBD key, then the
control indicated by a blinking field. ENT key.
CAUTION (4) Depress ENT key.
k. Operation During and After a Power Interruption

Do not depress ENT key while destination is set to
P. During a power interruption, the stored destination and
target data and present position are retained by non-volatile
(5) If it is desired to store the target enter the two RAM inside the CDU. This makes it unnecessary to reenter
digit destination number and depress the ENT key. any navigation data when power returns. GPS satellite data
Change 8 3-34.17
TM 55-1520-240-10
are also retained by a rechargeable battery inside the SDC. (3) Observe the CDU display. The top indicates,
This makes it unnecessary to reload the crypto key or wait for in degrees and tenths of a degree, aircraft system heading,
the collection of any almanac. Navigation will be interrupted pitch, and roll.
during the absence of power; however the present position
will be updated when the GPS data becomes valid provided
the DGNS mode has not been selected as Doppler only. The 3-61.15. Controls and Indicators - Horizontal
pilot will have to re-enter the GPS operating mode (M or Y) Situation Indicators. (fig. 3-15.3.)
using a single key (5 or 9).
In the event the CDU is initialized, the display will indicate CONTROLS/
INDICATOR FUNCTION
only EN when the CDU is operated. This is an indication to
the operator that previously stored data has been lost and that
spheroid/variation, destinations, and calibration data must be Compass Card The compass card is a 360° scale
entered. Present position needs to be entered only if Doppler that turns to display heading data
only mode has been selected. The KYBD key must be obtained from the gyro magnetic
depressed to clear the EN.
compass (AN/ASN-43). The
helicopter headings are read at
The computer initializes to the following: operating mode
the upper lubber line.
to combined, present position variation to E000.0,
destinations and associated variations to a non-entered state,
wind speed (water motion) and sea current speed to 000, Bearing Pointer No. 1 The pointer operates in
DATUM: 00, present position to N45° 00.00' E000°00.00’ conjunction with doppler/GPS
(until updated by GPS), target store location to 91, along Indicates magnetic bearing to
track calibration correction to 00.0 percent, and magnetic doppler/GPS destination set on
compass deviation corrections to 000.0 degrees. The FLY-TO-DEST.
following data must be entered:
(1) Depress KYBD key. Bearing Pointer No. 2 The pointer operates in
conjunction with selected VOR
(2) Set MODE switch to OFF momentarily, to or ADF receiver. The pointer is
LAMP TEST for approximately one second, and then to read against the compass card
MGRS or LAT/LONG. and indicates the magnetic
bearing to the VOR or ADF
(3) Select GPS M or Y mode. station.
(4) Select DGNS operating mode if other than

combined. Course Deviation Indi- This indicator indicates lateral
cator deviation from a selected VOR
(5) Enter datum. course or doppler computed
course or heading in the case of
(6) Enter present position if Doppler only has
FM homing. When the helicopter
been selected.
is flying to correct course, the
(7) Enter each destination and its associated course indicator will be aligned
variation. with the course pointer and will
be centered on the fixed aircraft
1. Procedure for Displaying Aircraft Heading, Pitch, and symbol. The two dots on either
roll (Maintenance Function) side of the indicator indicate
amount of course deviation. One
(1) Set the CDU mode switch to test and observe dot displacement is equivalent to
the CDU test mode display. 5° off VOR or doppler and 1 1/4
degrees off localizer course.
(2) After the Doppler test iscompleted depress the These displacements do not
ENT key. apply to FM homing.
3-34.18 Change 8
TM 55-1520-240-0
CONTROL/ FUNCTION CONTROL/ FUNCTION

INDICATOR INDICATOR
CRS Knob The COURSE indicator and

Course Indicator course pointer operate in course Glide Slope Pointer Displays glide slope position
Pointer conjunction with the course relative to the helicopter or FM
select (CRS) knob, and allow the homing signal strength. When
pilot to select any VOR course. pointer is above center,
The course pointer turns with the helicopter is below glide slope,
compass card and will be aligned conversely when pointer is
with the lubber line when the below center, helicopter is above
helicopter heading is the same as glide slope. Increasing homing
the selected course. signal strength is shown by
pointer rising. Decreasing
Range Indicator Digital distance display in
homing strength is shown by
kilometers (KM) to destination
pointer falling.
set on doppler FLY-TODEST
thumbwheel.
HDG Knob Heading select (HDG) knob Glide Slope (GS) Indicates loss of or an unreliable
operates in conjunction with the Warning Flag glide slope or FM homing signal.
heading bug. It allows the pilot to
select any one heading. With
CMD SEL (fig. 3-14) selected on 3-61.16. Horizontal Situation Indicator Mode
the HSI MODE SELECT panel, Select Panel. (fig. 3-15.3)
the AFCS (chapter 2) will turn
the helicopter to and maintain the
selected heading. The HSI MODE SELECT panel is on each pilots instrument
panel below the HSI. The panel allows the pilot to select the
HDG Flag The HDG flag is in view when navigation mode to be displayed on the HSI, command AFCS
the signal from the gyro magnetic heading select feature, and visually indicates marker beacon
compass is unreliable or power to passage. The panel isdivided into threesections labeled CRS,
the indicator is lost. BRG, and MKR BCN,
To-From Arrow To-from arrow indicates that the

helicopter is flying to or away
from a selected VOR. a. The CRS (course) section consists of four pushbutton
selector switches labeled VOR SEL, GPS/DOP SEL. FM
NAV Flag The NAV flag turns with the SEL, and CMD SEL. Pressing VOR SEL, GPS/DOP SEL, or
compass card. The flag will FM SEL causes the output of the selected navigation set to be
retract from view when a reliable electrically connected to the course deviation indicator on the
VOR doppler or FM homing corresponding HSI and lights SEL legend in the switch.
signal is being applied to the These switches are electrically interlocked so only one set
instrument. may be selected at a time. Selecting another navigational
modes, automatically disengages the mode in use, turns out
Aircraft Symbol Corresponds to longitudinal axis the SEL legend of the mode in use, engages the selected
of the helicopter; shows mode, and lights the SEL legend of the selected mode. Each
helicopter position and heading pilot may independently select different navigational modes
relative to the selected course. for display on his HSI.
Change 8 3-34.19
TM 55-1520-240-10
Figure 3-15.3. Horizontal Situation Indicator Mode Select Panel
3-34.20 Change 8
TM 55-1520-240-10
b. Pressing CMD SEL engages the AFCS heading select two segments labeled VOR and ADF. If the VOR segment is
feature, causes the helicopter to turn to and maintain heading lit, the No., 2 pointer will indicate the bearing to a VOR
to which the HSI heading bug is set, and illuminates the SEL station to which the VHF navigation set is tuned. Pressing the
legend on the switch. Due to electrical interlocks between the switch will cause the VOR segment to go out and the No. 2
two HSI control panels, both CMD SEL switches cannot be pointer will indicate the bearing to the station to which the
engaged at the same time. The engaged switch is indicated by ADF set is tuned out and light the ADF segment. The
the lit SEL legend. If the opposite CMD SEL switch is opposite action occurs if the ADF segment is lit and the
pressed when operating with heading select, the HDG on the switch is pressed.
AFCS panel will release and heading select will be
disengaged. Control of the course deviation indicator in the d. A MKR BCN light will illuminate during marker
VOR mode relative to bearing and course deviation to or beacon passage. The light labeled O comes on when passing
from a VOR is assigned to the pilot who has CMD SEL through an outer marker beam. The light labeled M comes on
engaged. If the pilot who does not have CMD SEL engaged when passing through a middle marker and finally the light
makes an adjustment on his CRS knob, it will have no effect labeled I comes on when passing through an inner marker. As
on the CDI relative to the course. each light illuminates, a distinctive tone identifying the
beacon will be heard over the interphone (table 3-2). The
c. Pressing VOR/ADF pushbutton on the BRG side lights have a press-to-test feature; pressing any one of the
selects the navigational aid, the bearing of which will be three lamps will cause all mode select panel indicator lamps
indicated by the HSI No. 2 pointer. The switch is divided into to illuminate on that HSI MODE SELECT panel.
Change 8 3-34.21
TM 55-1520-240-10
SECTION IV TRANSPONDERS
3-62. Transponder System (AN/APX-100). CONTROLS/

INDICATOR FUNCTION
The transponder system provides automatic radar iden-
tification of the helicopter. The system receives, de- M-1, M-2, M-3/A Switches At ON position, the appli-
codes, and replies to interrogations on modes 1, 2, 3/A, cable mode is selected for
4, TEST and C from all suitably equipped challenging operation. OUT position
helicopter or ground facilities. The receiver section turns off applicable mode.
operates on a frequency of 1,030 MHz and the trans- At TEST position, that
mitter section operates on a frequency of 1,090 MHz. particular mode is tested
Because these frequencies are in the UHF band, the for proper operation. If
operational range is limited to line-of-sight. Power to test is valid, TEST lamp
operate the system is supplied by the No. 2 DC bus will illuminate.
through the COMM IFF circuit breaker on No. 2 PDP.
M-C In mode C, altitude infor-
The integral receiver-transmitter-control panel is on the mation is provided to
console. It provides the control switches for application ground controllers by the
of power, setting of the -modes and codes, modes of AAU-32A encoding altim-
operation, identification of position, and emergency eter. Switch position func-
functions of the set. It receives coded interrogating tions are the same as for
pulses and tests them for validity. If the signals conform M-l, M-2, and M-3A
to the preset mode and code, a coded reply is transmit- switches.
ted. Additional preset codes for emergency use are MODE 1 Selector Selects and indicates a
available when selected. These emergency codes are Switches two digit 32 code reply
transmitted on modes 1,2,3/A and 4 regardless of codes number.
selected. Transponder functions are continuously mon-
MODE 2 Selector Selects and indicates a 4
itored by built-in-test circuits. Each mode also has a
Switches digit 4096 code reply
self-test feature which can be selected by the pilot to
verify operation. The RT-1285/APX-100 is the interim number. (Switches are
NVG compatible control. The RT-1558/APX-100 is the preset and covered by a
NVG Blue Green version. Both units are form, fit and guard. Only the reply
functionally interchangeable. The receiver-transmitter code can be seen.)
must be removed from the console to replace the fuse. MODE 3/A Selector Selects and indicates a 4
Switches digit 4096 code reply
3-83. Controls and Function, Transponder Control number.
(RT-1285/APX-100)(RT-1558/APX-100). (fig. 3-16) MODE 4 CODE Control Selects type of MODE 4
Switch operation.
CONTROLS/
INDICATOR FUNCTION HOLD This function is enabled
only when the right aft
MASTER Control landing gear strut is com-
Switch: pressed. It holds the
OFF Removes power from MODE 4 code which
transponder set and com- would otherwise be
puter. cleared when the set is
turned off or electrical
STBY Power is applied to tran-
power is removed. Switch
sponder receiver and com-
is spring-loaded to A.
puter; transmitter inoper-
HOLD function is reset
ative. Set ready for
when the transponder is
operation after 2 minute
turned on.
warmup in STBY.
A Enables transponder to
NORM Transponder in normal
reply to code A interroga-
operation.
tions.
EMER Transmits emergency re- B Enables transponder to
ply signals to mode 1, 2,
reply to code B interroga-
or 3/A and 4 interrogations.
tions, regardless of mode
control settings.
3-34.22 Change 8
TM 55-1520-240-10
CONTROLS/ CONTROLS/
ZERO Clears (zeroizes) mode 4 RAD TEST feature is

code settings in transpon- inoperative.
der computer. IDENT-MIC Switch At IDENT, the set will
MODE 4 AUDIO At AUDIO, the REPLY transmit a coded identifi-
LIGHT OUT Switch indicator light will illumi- cation pulse for about 20
nate when the transpon- seconds to all interrogat-
der replies to valid mode ing stations on modes 1, 2,
4 interrogations. A pulse and 3/A to identify the
tone will be heard in the helicopters position. OUT
headset when a code A position turns off the
interrogation is received identification pulse. MIC
but the CODE control feature is not used in this
switch is in B position and installation.
vice versa. At LIGHT, STATUS Indicators The indicator lights are
only the light will illumi- part of built-in-test equip-
nate when the transpon- ment. A lit ALT indicator
der replies to mode 4 in- indicates trouble in the
terrogations. At OUT, the encoding altimeter. A lit
audio and REPLY light KIT indicator indicates
monitoring is disabled. trouble in the computer
MODE 4 TEST-ON-OUT At ON, the transponder or the computer is not
Switch replies to valid mode 4 installed. A lit ANT indi-
interrogations. At OUT, cator indicates antenna
mode is disabled. At trouble.
TEST, mode 4 is tested ANT Switch Three-position antenna
for proper operation. If diversity switch labeled
test is valid, TEST GO. TOP, DIV, and BOT.
Normal position is DIV.
Mode 4 REPLY Light Illuminates to indicate When jamming is heavy,
valid mode 4 replies when
TOP or BOT antenna
MODE 4 AUDIO may be selected.
LIGHT switch is set to
either AUDIO or LIGHT.
TEST GO Light Illuminates when tran- IFF Fail Light The light will illuminate in
sponder responds properly (Located on the center MODE 4 when any of the
to TEST position of M-1, instrument panel) following occurs:
M-2, M-31A, M-C, or a. The computer is in-
MODE 4 TEST-ON- stalled without a code.
OUT switches. b. No reply or improper
TEST/MON NO GO The light illuminates when reply is made to a valid
Light any of the following oc- interrogation.
curs: c. A malfunction occurs
a. MASTER switch is on in the transponder.
STBY.
b. Transponder does not 3-64. Normal Operation - Transponder System.
respond to interroga- The following steps provide transponder system operat-
tion. ing procedures.
c. Transponder does not a. Starting.
respond to TEST posi-
tion of mode switches. (1) MASTER control switch – STBY. Red
d. Transponder malfunc- TEST/MON NO GO light illuminates.
tions. (2) Warmup – 2 minutes.
RAD TEST Switch At RAD TEST, the tran- (3) RAD TEST switch – OUT.
sponder replies to interro-
gations from external test (4) IDENT-MIC switch – OUT.
equipment. At OUT, the (5) AUDIO-LIGHT switch – OUT. (During
mode 4 operation – As desired.)
3-35
TM 55-1520-240-10
(6) M-1, M-2, M-3/A, M-C and MODE 4 switches

– As required. MODE 4 switch must be
OUT when computer is not installed.
(7) MODE 4 CODE control switch – AS re-
quired.
(8) MASTER control switch – NORM,
(9) ANT DIV switch – DIV. TEST/MON light
should extinguish after 6 seconds.
b. Stopping.
(1) If code retention is desired:
(a) MODE 4 CODE selector switch-
– HOLD, then release.
(b) MODE 4 CODE selector switch – A or
B, as applicable.
(c) MASTER control switch – OFF.
(2) If code retention is not desired:
Figure 3-16. AN/APX-100 Control Panel
(a) MODE 4 CODE selector switch
– ZERO.
(b) MODE 4 CODE selector switch – A or
B, as applicable.
(c) MASTER control switch – OFF.
3-36
TM 55-1520-240-10
3-65. AN/ASN-149(V) Global Positioning System satellites. The aircraft location data calculated by the
(GPS). GPS is then used to update the INS present position of
a. Description. The AN/ASN-149 Global the aircraft.
Positioning System (GPS) shown in Figure 3-17 receives
satellite signals through an antenna located on top of the b. Controls and Functions. The controls and
aircraft above the cockpit. The GPS then calculates the functions for the Global Positioning System are
aircraft’s location with respect to the position of the described in Table 3-5.
Table 3-5. AN/ASN- 149( ) GPS Controls/Indicators and Functions.
Control/Indicator Function
Line Select Keys Lighted. Momentary-contact push-button switches.
Provide three functions:
Enable scratch-pad display to allow operator to enter data on display line

Transfer data from scratch-display to memory.
Select or cancel action displayed on the data entry display line.
Display Screen Displays operational menus and data entry fields. Contains four display lines with
each line displaying up to 13 characters.
Mode Switch Four-position rotary switch with pull-to-turn mechanical interlock at OFF and TEST
positions.
OFF Disables Receivel aLid ilndicaiil-Coiitroller power supplies. Mode switch knob must
be pulled out to rotate to or from OFF position.
INIT (initialize) Enables initialization (start-up) of the GPS.
NAV (navigation) Enables GPS navigation functions and sends/receives outputs/receives to/from the
operator and/or other on-board navigation systems.
TEST Enables GPS self-test. Failures are isolated to assembly level and failure codes
are displayed on the data display. Mode switch knob must be pulled out to rotate to
or from TEST position.
BRT Control Adjusts data display brightness.
NOTE
Panel lighting brightness is controlled by aircraft dimmer control.
Data Entry Keys Lighted momentary-contact push-button switches.
Change 6 3-37
TM 55-1520-240-10
Table 3-5. AN/ASN- 149( ) GPS Controls/indicators and Functions - (Continued)
USE LTR Key Lighted momentary-contact push-button switch.

Allows letters to be selected for entry. Also terminates alphabetic data entry.
CLR (clear) Lighted momentary-contact push-button switch. During Data entry:
One press clears last character entered.

Two presses clears entire display line.
Three presses exits data entry and returns original data display.
WP (Waypoint) Key Lighted momentary-contact push-button switch.
Allows selection of destination (> ) or waypoint (WP) operation.
MARK Key Lighted momentary-contact push-button switch.

Enters present position into scratch-pad memory to either freeze position display
or store position information in GPS memory.
Data Select Switch Ten position rotary switch.
POS (position) Allows display of resent position coordinates and altitude when D is displayed
on display line 1 or waypoint position coordinates and altitude when WP is
displayed on display line 1.
MSN (mission) Allows selection of area navigation (RNAV) (stationary waypoint), rendezvous
(moving waypoint) operation. Doppler aiding and GPS outputs to other aircraft
systems. Operates only when > is displayed on display line 1.
OPT (option) Allows selection of display options.
STAT (status) Allows display of system status and performance information. Operates only
when > is displayed on display line 1.
VAR-DTM Allows display of present position magnetic variation and map datum when
(magnetic > is displayed on display line 1, or waypoint magnetic variation and map datum
variation-map when WP is displayed on display line 1.
datum)
ERR (error) Allows display of crosstrack, vertical and track angle errors. Operates only when
> when WP is displayed on display line 1.
3-38 Change 6
TM 55-1520-240-10
Table 3-5. AN/ASN- 149( ) GPS Controls/lndicators and Functions - (Continued)
WIND Allows display of wind speed and wind direction. Computed by GPS using drift
angle, true airspeed and heading. Operates only when> is displayed on
display line 1.
DIS-TG (distance- Allows display of great circle distance, time to go, bearing and slant range to
time to go) waypoint.
TRK-GS (track Allows display of ground track, ground speed of aircraft and time of day when
ground speed) > is displayed on display line 1, or display of ground track, ground speed and
time of fix of moving waypoint when WP is displayed on display line 1.
DKT-VA (desired Allows display of desired track and vertical angle to destination when >
track-vertical angle) is displayed on display line I or desired track and angle to waypoint when WP
is displayed on display line 1.
SLEW ( ) Key Lighted momentary-contact push-button switch.
Accesses next page of multiple-page displays. Operates when double-headed

arrow ( ) is displayed on right side of display line 1.
Change 6 3-39
TM 55-1520-240-10
Figure 3-17. AN/ASN-149( ) GPS Controls and Display Unit (CDU)
3-40 Change 6
TM 55-1520-240-10
c. Operation. The GPS requires map datum. a If the GPS already has current almanac, the first search
position reference, a time reference, and almanac or pattern will be based on information contained in the
ephemeris data to perform a normal start-up. Table 3-6. almanac. For example, if the GPS contains almanac for
If the position reference is not available from internal PRN3, 9, 12 etc., it will search for PRN3 first then PRN6
memory or external aircraft systems the GPS will request etc. The time cold start takes under these conditions
position data be entered by the operator. If the almanac may be considerably less than described above:
data is not available from memory or the data loader, however, it is still based on satellite visibility. The start-
the GPS will automatically perform a cold-start of the sky up procedure must be performed prior to using the GPS
to receive satellites. The GPS begins cold-start by for navigation. Before operating, be sure GPS antenna
searching for PRN6. The search takes up to 6 minutes. is open to the sky (TM 11-5826-308-12),
If PRN6 signal is not received (tracked), the GPS will
search for PRN 7. If PRN7 is not tracked in 6 minutes, (1) Preliminary Procedures. Perform the
the GPS will search for PRN 8.This process will following procedure before attempting GPS start-up.
continue up to PRN32 and start over at PRN1 until a
good satellite is tracked. Commanded Self-Test - Table 3-8.
Once a good satellite is tracked the AN/ASN149(V) Selecting units of measurement, coordinate systems,
receive almanac (data). This takes about 13 minutes. north reference, altitude reference. Table 3-7.
After which the GPS will begin normal start-up operation.
Based on the above description, the time to complete a
cold start is totally dependent on satellite visibility. If
Start-up is being done when PRN6 is overhead and
good. start-up may be completed in less than 20
minutes.
Table 3-6. AN/ASN-149(V) GPS Start-Up Procedure
Step Procedure Display
a. Set mode switch to INIT.
NOTE
Complete step b if data transfer module receptacle is installed; if
not, go to step c. Transfer data takes 30 seconds. If NAV is
selected before data transfer is finished, the data will be lost.
b. Ensure data transfer module (if required) is programmed with current data,
then insert data transfer module into data transfer module receptacle.
Change 6 3-41
TM 55-1520-240-10
Table 3-6. AN/ASN-149(V) GPS Stan-Up Procedure - (Continued).
NOTE
ENTER POS will be displayed if AN/ASN-
149(V) has no position data in memory. If
ENTER POS is displayed, line select key 3 must
be pressed to return to normal display.
c. Set data switch to VAR-DTM.
d. Check display line 1. If WP is displayed, press WP key.
e. Check map datum on map in use- Look up code for that

map datum in Table 3-16. Compare map datum (DTM)
code displayed on display line 3 with Table 3-16 map
datum code. If displayed DTM code is incorrect, enter
correct DTM code display line 3.
f. Set data switch to POS.
NOTE
When entering MGRS coordinates, do not press
line select key 2 after entering zone, and line
select key 3 before entering coordinates. MGRS
zone and coordinates are entered like a one
display line entry.
NOTE
Leading zeros must be entered (Example:
91°02'28.3' = 091°02'28.3", 800 = 00800) in steps
g. thru i. if required.
g. Check latitude/MGRS zone displayed on display line 2. If

displayed position and actual position differ by more
than 60 miles or 100 kilometers, enter correct position
on display line 2.
h. Check longitude/MGRS coordinates displayed on display

line 3. If displayed position and actual position differ by
more than 60 miles or 100 kilometers, enter correct
position on display line 3.
3-42 Change 6
TM 55-1520-240-10
Table 3-6. AN/ASN-149(V) GPS Start-Up Procedure - (Continued).
i. Check altitude on display line 4. If displayed altitude and

actual altitude differ by more than 656 feet (FT) or 200
meters (M), enter correct altitude on display line 4.
j. Set data switch to TRK-GS.
k. Press slew key.
NOTE
Time is displayed in coordinated universal
(Zulu) time (24 hour clock).
Leading zeros must be entered (Example: 1:09:08

= 01:09-.08) in step I if required. Leading zeros
will not be erased when entry is complete.
1. Check Zulu time displayed on display line 2. If displayed

Zulu time differs from actual Zulu time by more than 1
minute, enter correct Zulu time on display line 2.
NOTE
Day of year is Julian date.
Leading zeros must be entered (example: 3 =

003, 33 - 033) in step m, if required. Leading
zeros will not be erased when entry is complete.
m. Check year (YR) and day of year (DOY) on display line 4.

If YR and DOY and actual YR and DOY differ, enter
actual YR and DOY on display line 4.
n. Set data select switch to MSN.
o. Check display line 3; if *DOP ONLY displayed, press line

select key 3.
p. Check display line 4; if *GPS ONLY displayed, press line

select key 4.
q. Press slew key.
Change 6 3-43
TM 55-1520-240-10
Table 3-6. AN/ASN-149(V) GPS Start-Up Procedure - (Continued).
r. Check display line 4; if - BARO is displayed, press line

select key 4.
NOTE
After NAV is selected, time and position
initialization inputs cannot be changed.
s. Remove data transfer module from data transfer module

receptacle if installed.
NOTE
Complete steps t thru y if AN/ASN-149(V) is to
supply time correction information to precise
time and time interval (PTTI) equipment. If
not, go to step z.
t. Rotate data switch to OPT.
u. Press slew key until CW is displayed on display line L
v. Enter 12 on display line 1.
NOTE
005, 10 = 010) in steps w and y, if required.
Leading zeros will be erased when data entry is
complete.
w. Check LI path delay on display line 2. If displayed LI

path delay and actual LI path delay differ, enter actual
LI path delay in nanoseconds on display line 2.
3-44 Change 6
TM 55-1520-240-10
Table 3-6. AN/ASN-149V) GPS Start-Up Procedure-(Continued).
x. Enter 13 on display line 1.
y. Check L2 path delay on display line 2. If displayed L2

path delay and actual 12 path delay differ, enter actual
L2 path delay in nanoseconds on display line 2.
NOTE
After NAV is selected, initialization inputs
cannot be changed. If a cold start is required,
COLD will alternate with FM on display line 1
while cold start is in progress. Cold start
progress may be checked by setting the data
switch to STAT and pressing the slew key three times.
After NAV is selected, FM will be replaced with

MEM or DOP until FM 2 or less is displayed.
z. Set mode switch to NAV.
aa. Set data switch to STAT.
ab. Check number of satellite measurements (SAT) being used

in the navigation solution and estimated position error
(EPE) on display line 3. The AN/ASN-149(V) is ready
for operation when four satellite measurements are
being used and EPE is less than 25 meters,
approximately 2 minutes. If only three satellites are
available, the AN/ASN-149(V) may be prepared for use
by entering an altitude estimate. Altitude can be entered
by setting the data switch to POS and entering the
altitude estimate. M will be displayed to left of altitude
display indicating that an altitude may be entered. If an
altitude has been entered AHLD (altitude hold) will
alternate with FM while the entered altitude is being
used. M and AHLD will be automatically dropped when
four satellites are acquired. Manual altitude hold
may be dropped by pressing line select key 4 twice.
Change 6 3-45
TM 55-1520-240-10
Table 3-7. Units of Measurement, Coordinate Systems. North Reference, Altitude Reference,
and Lever Arm Selection Procedure.
a. Set mode switch to INIT or NAV.
b. Set data switch to OPT.
c. Check display line 1. If WP is displayed, press WP key.
d. Press line select key 2 to select a desired north reference

TRUE, GRID, or MAG (magnetic).
NOTE
Convergence factor (CG) is meaningless unless
GRID is selected.
NOTE
Leading zeros must be entered (example:
0.00098, 0.00100) in step e, if required. Leading
e. Check convergence factor (CF) displayed on display line 3.

If the displayed convergence factor is different than the
convergence factor of the map in use, enter new
convergence factor on display line 3.
f. Press line select key 4 until the desired coordinate system

is displayed on display line 4:
L/L SECONDS - Latitude/longitude in degrees,

minutes, seconds, and tenths of seconds.
L/L MINUTES - Latitude/longitude in degrees,

minutes, and thousandths of minutes.
MGRS - Military grid reference system.
g. Press slew key.
h. Press line select key 1 to select FT (feet) or M (meters)

for altitude (ALT) and estimated position error (EPE)
displays.
3-46 Change 6
TM 55-1520-240-10
and Lever Arm Selection Procedure - (Continued).
i. Press line select key 2 to select NM (nautical miles) or KM

(kilometers) for distance (DIS) displays.
j. Press line select key 3 to select KTS (knots) or KPH

(kilometers per hour) for speed (VEL) displays.
k. Press line select key 4 to select mean sea level (MSL) or

map datum (DTM) for altitude reference.
l. Press and release slew key until LA SRC: is displayed on

display line 2.
m. Check lever arm source (LA SRC) on display line 2:
ANT - antenna
CDU - C-11702/UR
DL - data loader
HV - aircraft external navigation equipment
NOTE
The status will change automatically depending

on the selection on display line 2.
Change 6 3-47
TM 55-1520-240-10
and Lever Ann Selection Procedure - (Continued).
n. Check status of LA SRC on display line 3:
AVAILABLE - Indicates data is available for the LA SRC

displayed on display line 2, but is not
being currently used.
NO DATA - Indicates no data is available for LA SRC

USING - Indicates LA SRC displayed on display line 2 is

being used for lever arm input data.
DEFAULT - Indicates the AN/ASN-149(V) has no LA

SRC in memory. The default lever arm data
source is the antenna. To select the antenna,
press line select key 3. Display line 3 will
automatically change from DEFAULT TO
USING. If line select key 3 is not pressed,
the AN/ASN-149(V) will automatically select
the antenna as the LA SRC.
NOTE
An LA SRC may be selected only when display
line 3 displays AVAILABLE or DEFAULT.
o. Select desired LA SRC on display line 2 by pressing line

select key 3.
NOTE
To check actual lever arm data being used by the
AN/ASN-149(V), complete steps p thru v. To
enter lever arm enter data using the C-11702/UR,
complete steps w thru ab.
p. Press and release slew key until CW is displayed on

display line 1.
q. Enter 08 on display line 1.
3-48 Change 6
TM 55-1520-240-10
and Lever Arm Selection Procedure - (Continued).
r. Check current up/down (+ - up, - = down) lever arm

displayed in meters (M) on display line 2.
s. Enter 09 on display line 1.
t. Check current fore/aft (+ = fore, - = aft) lever arm

displayed in meters (M) an display line 2.
u. Enter 10 on display line 1.
v. Check current left/right (+ = left, - = right) lever arm in

meters (M) displayed on display line 2.
NOTE
To enter new or correct lever arm source data,
complete steps w. thru ab.
w. Enter 05 on display line 1.
NOTE
Leading zeros must be entered (example: 005.0 =
5, 010.0 = 10.0) in steps x, z, and ab if required.
Leading zeros will be erased when entry is
complete.
x. Enter desired up/down (+ = up, - = down) lever arm in

meters (M) on display line 2.
y. Enter 06 on display line 1.
z. Enter desired fore/aft (+ = fore, - = aft) lever arm in

aa. Enter 07 on display line 1.
ab. Enter desired left/right (+ = left, - = right) lever arm in

Change 6 3-49
TM 55-1520-240-10
d. GPS Self-Test. Testing is divided into three The keyboard/display test is done by pressing each of
parts: automatic built-in test (BIT), command self-test the keys on the indicator controller and checking that
and keyboard/display test. The automatic BIT is done each character is displayed correctly. Perform the
each time the indicator controller is set to INIT, NAV or keyboard/display test only when the keyboard or the data
TEST from OFF. The command self-test is done when display appears to work incorrectly.
the indicator controller mode switch is set to TEST.
Preliminary Procedures. None
Table 3-8. Command Self-Test Procedure.
NOTE
Be sure aircraft power is applied to AN/ASN-149(V)
before starting procedure.
a. Adjust indicator controller BRT control full clockwise.
b. Set mode switch to TEST. Mode switch must be pulled out

to set to TEST.
NOTE
The indicator controller requires a 30-second warm-up
before the data display will display data.
NOTE
If failure data is displayed instead of TEST IN PROG,
notify organizational maintenance.
c. After 30 seconds, check TEST IN PROG is displayed on

display line 1.
NOTE
Test may take up to 5 minutes Test progress
reports will flash briefly during testing.
d. Adjust indicator controller BRT control counterclockwise for a

comfortable viewing level.
NOTE
Indicator controller panel lighting glows green. Light
level is very low; shield C-1 1702/UR from any
light while checking.
3-50 Change 6
TM 55-1520-240-10
Table 3-8. Command Self-Test Procedure - (Continued).
e. Adjust aircraft dimmer control clockwise and Panel light level varies with
counterclockwise while checking indicator controller panel changing setting of aircraft
lighting. dimmer control.
f. Adjust aircraft dimmer control for a comfortable viewing

level.
g. Check data display. If no failures were detected, display

line 1 will display TEST COMPLETE. Display line 2 will
display TEST OK- Display line 4 will display CLEAR N/V
MENU; this is for maintenance use only. If a failure
is detected, H/W FAILURE or a fault code will be
displayed on display line 1. Display lines 2 and 3 will
display failure codes. Display line 4 may display
additional information. Report all failures to
organizational maintenance.
h. Set mode switch to any position except TEST to end

commanded self-test.
Change 6 3-51
TM 55-1520-240-10
Table 3-9. Keyboard/Display Test Procedure.
a. Set mode switch to NAV.
b. Set data switch to OPT.
c. Check display line 1. If WP is displayed, press WP key.
d. Press slew key until CDU TEST is displayed on display

line 1.
e. Press line select key 1.
f. Check symbols +-°O, ‘ “ , :
> / = are displayed on display line 4.
g. Press line select key 1. Check display line 1 is cleared.
h. Press USE/LTR key. Check (*) is displayed on display

line 1.
NOTE
Letters will blink after entering. This is normal.
i. Enter letters A thru Z while checking that letters are

displayed on display line 1, in the first character
position.
j. Press line select key 1.
k. Press line select key 2. Check display line 2 is cleared.
l. Enter numbers 1 thru 0 while checking 1234567890 are

m. Press CLR key and check last number is erased.
n. Press line select key 2.
3-52 Change 6
TM 55-1520-240-10
Table3-9. Keyboard/Display Test Procedure.
o. Press line select key 3. Check display line 3 is cleared.
p. Press line select key 3.
q. Press line select key 4. Check display line 4 is cleared.
NOTE
First letter will blink after MARK key is
pressed. This is normal.
r. Press MARK key and check MARK is displayed on display

line 4.
NOTE
First letter will blink W then M. This is
normal.
s. Press WP key and check WP is displayed on display line 4.
NOTE
First letter will blink S then W. This is normal.
t. Press slew key and check SLEW is displayed on display

line 4.
u. Set data switch to any position except OPT to end

keyboard/display test.
Change 6 3-53
TM 55-1520-240-10
e. Entering and Checking Waypoints. Waypoints can also be defined by a bearing (BRG),
range (RNG), and elevation angle (EL ANG) from some
A waypoint is the location of a point on the desired reference point. Present positionor a previously
course. The AN/ASN-149(V) provides information to defined waypoint are theusual references.
perform area navigation (RNAV) operations. The Alphanumeric identifier can be stored for all 209
AN/ASN-149 (V) displays data that allows the aircraft to waypoints. If the waypoint identifies a NAVAID, the
fly from the present position to the next programmed frequency or channel can be stored. An alphanumeric
waypoint. The next waypoint is referred to as the identifier is required if more than one waypoint will be
current steer-to destination. A normal mission consists stored using the same frequency or channel information.
of a series of waypoints. During normal operation the Desired track (DTK) vertical angle (VA), and map datum
aircraft is navigated from the departure point to waypoint (DTM) to the waypoint may also be stored.
1 (WP1). After arriving at WP1, WP2 is entered as the
steerto destination and the aircraft is navigated to WP2 Waypoints can be automatically entered with a data
The aircraft is navigated to consecutive waypoints until loader using a data transfer module containing the
reaching the final destination. The location of targets, required data. When a data loader capability is
prominent landmarks, or navigational aids (NAVAID) are available, entering waypoints is accomplished during the
usually used to define waypoints. NAVAID include very start-up procedure (Table 3-6). If the data loader
high frequency omnidirectional radio range (VOR), capability is not available, waypoints may be entered
tactical air navigation (TACAN), and nondirectional using the indicator controller, Table 3-6.
beacon (NDB) stations. Another aircraft can also be
defined as a moving waypoint. Moving waypoints are NOTE
normally used in rendezvous (*REND) operation. The Keeping a written record of the waypoint
AN/ASN-149(V) can store 209 waypoints in memory. memory numbers, alphanumeric
These waypoints are numbered WP1 thru WP209. WP1 identifiers, and frequency or channel
thru WP9 may be used as stationary or moving numbers may save time later.
destinations. WP100 thru WP209 may be used with
stationary destinations only. Data for moving waypoints
may be stored in W10 thru WP209; however, the data
must be moved to a WP1 thru WP9 location to be
selected as a destination. All waypoints are defined by
position (latitude/longitude (L/L) or military grid reference
system (MGRS) coordinates) altitude, and map datum
(DTM). A ground track (TRK), ground speed (GS), and
time of fix (TOF) are also required for moving waypoints.
3-54 Change 6
TM 55-1520-240-10
Table 3-10. Entering Stationary Waypoints via the Indicator Controller

NOTE
This procedure can be used for waypoint
numbers 1 thru 209. The waypoint must be
stationary
a. Ensure mode switch set to NAV or INIT.
b. Set data switch to VAR-DTM
c. Check display line 1. If > is displayed, press WP key.
NOTE
If WP entered in step d has been previously
defined with an alphanumeric identifier, the
alphanumeric identifier will be displayed when
the waypoint number is entered.
d. Enter waypoint (WP) number (1 thru 209) for waypoint to

be defined on line 1
NOTE
Step e is optional.
NOTE
Leading zeros must be entered (example: 1=
00.0, 10- 010.0) in step e, if required. Leading
e. Enter waypoint magnetic variation (VAR) on display line

2. First character must be E (east) or W (west).
f. Enter waypoint map datum (DTM) code on display line 3

Map datum codes are listed in Table 3-12
Change 6 3-55
TM 55-1520-240-10
Table 3-10. Entering Stationary Waypoints via the Indicator Controller - (Continued).
g. Set data switch to POS.
NOTE
line select key 2 after entering zone, and line
zone and coordinates are entered like a one
display line entry.
NOTE
Leading zeros must be entered (example:
91 02’28.3" = 091 02’28.3", 800 =00800) in steps
h thru j, if required.
h. Enter waypoint latitude or MGRS grid zone on display

line 2.
i. Enter waypoint longitude or MGRS coordinates on display

line 3.
j. Enter waypoint altitude on display line 4.
NOTE
Steps k thru m are optional. A waypoint may
be identified by entering an alphanumeric
identifier (step 1) and/or a NAVAID frequency
(step m) in addition to the waypoint number
(step d).
NOTE
If an alphanumeric identifier is selected and the
data switch is set to another position, the WP
display will indicate the alphanumeric identifier
and the waypoint number will not be displayed.
If an alphanumeric identifier is not selected, the
waypoint number will be displayed.
3-56 Change 6
TM 55-1520-240-10
Table 3-10. Entering Stationary Waypoints via the Indicator Controller - (Continued)
k. Press slew key
l. Enter waypoint alphanumeric identifier on display line 2.

Alphanumeric identifier can be a maximum of six
characters.
m. Enter NAVAID frequency or channel on display line 3.
Allowable NAVAID frequencies are:
VOR - 108.00 to 117.99

TACAN - IX to 126X and IY to 126Y.
NDB - 1 to 9999
Decimal point must be entered for VOR or NDB
frequencies.
NOTE
To transfer waypoint description into WP 1
thru 9, enter applicable waypoint (WP) number
on display line 4.
NOTE
Steps n thru q are optional.
n. Set data switch to DTK-VA
NOTE
000.5, 50 = 050.0) in step o, if required. leading
o. Enter desired track (DTK) to waypoint as referenced to

true (1), grid (G), or magnetic (M) north on display
line 2.
NOTE
Display line 3 displays STORED WP DTK to
remind operator that DTK displayed is entered
for waypoint number displayed on display
line 1.
Change 6 3-57
TM 55-1520-240-10
Table 3-10. Entering Stationary Waypoints via the Indicator Controller - (Continued)
p. Press slew key.
NOTE
Leading zeros must be entered (example: .5 =
00.5, 2 = 02.0) in step q, if required. Leading
q. Enter vertical angle (VA) from present position to

waypoint on display line 2.
NOTE
Display line 3 displays STORED WP VA to
remind operator that VA displayed is entered
for waypoint number displayed on display
line 1.
Table 3-11. Entering Moving Waypoints via the Indicator Controller.
NOTE
The displayed position coordinates of a moving
waypoint will not change unless it is selected as
the destination in rendezvous (*REND)
operation.
a. Ensure mode switch set to NAV or INIT.
b. Set data switch to VAR-DTM.
c. Check display line 1. If > is displayed, press WP key
3-58 Change 6
TM 55-1520-240-10
Table 3-11. Entering Moving Waypoints via the Indicator Controller (Continued).
d. Enter waypoint (WP) number for waypoint to be defined

on display line 1
NOTE
Step e. is optional
NOTE
001.0, 10 = 010.0) in step e, if required. Leading
zeros will not be erased when entry is complete
e. Enter waypoint magnetic variation (VAR) on display line
2. First character must be E (east) or W (west)
f. Enter waypoint map datum (DTM) code on display line 3.

Map datum codes are listed in Appendix E. If datum
code is 20, complete paragraph 2-27 before going to
step g
g. Set data switch to POS
NOTE

line select key 2 after entering zone and line
zone, and coordinates are entered like a one
display line entry
NOTE
Leading zeros must be entered(example:
91 02"28.3" = 091 °02"28.3",800 in steps
h. thru j. if required
h. Enter waypoint initial latitude or MGRS grid zone on

display line 2
Change 6 3-59
TM 55-1520-240-10
Table 3-11. Entering Moving Waypoints via the Indicator Controller (Continued)
i. Enter waypoint initial longitude or MGRS coordinates on

display line 3
j. Enter waypoint initial altitude on display line 4
NOTE
Steps k. thru m. are optional. A waypoint may
be identified by entering an alphanumeric
identifier (step 1) and/or a NAVAID frequency
(step m.) in addition to the waypoint number
(step d.)
NOTE

and the waypoint number will not be displayed
If an alphanumeric identifier is not selected, the
waypoint number will remain displayed
k. Press slew key
l. Enter moving waypoint alphanumeric identifier on display

line 2. Alphanumeric identifier can be a maximum of six
characters
3-60 Change 6
TM 55-1520-240-10
Table 3-11. Entering Moving Waypoints via the Indicator Controller (Continued)
m. Enter NAVAID frequency or channel on display line 3.

VOR- 108.00 to 117.99

TACAN -IX to 126X and 1Y to 126Y
NDB - 1. to 9999Decimal point must be entered for VOR or NDB
frequencies
n. Set data switch to TRK-GS
NOTE
Leading zeros must be entered (example: 0.1 =
000.1, 1=001.0) in step o, if required. Leading
o. Enter moving waypoint track (TRK) referenced to true

(T), grid (G), or magnetic (M) north on display line 2
NOTE

0010, 100 = 0100) in step p, if required. Leading
zeros will be erased when entry is complete
p. Enter moving waypoint ground speed (GS) in knots (KTS)

or kilometers per hour (KPH) on display line 3
NOTE
Time of fix (TOF) is the time at which the
waypoint was at the position coordinates,
altitude, TRK, and GS just entered;
or
The starting time for the waypoint to begin

moving
Change 6 3-61
TM 55-1520-240-10
Table 3-11. Entering Moving Waypoints via the Indicator Controller - (Continued)
q. Press slew key
NOTE
Leading zeros must be entered (example: 1:09:08
= 01:09:08) in step r, if required. Leading zeros
will not be erased when entry is complete
r. Enter time of fix (TOF) of moving waypoint on display

line 2
NOTE
003, 33=033) in step s if required. Leading
s. Enter year (YR) and Julienne date (day of year) (DOY) on

display line 4
NOTE
Complete steps t thru w to move data to

waypoints 1 thru 9 if necessary
t. Set data switch to POS
u. Check display line 1. If I> is displayed, press WP key
v. Press slew key
w. Enter waypoint number on display line 4 where waypoint

data is to be moved
3-62 Change 6
TM 55-1520-240-10
Table 3-12. Entering Waypoints by Bearing, Range and Elevation Angle Procedure
a. Ensure mode switch set to NAV or INIT
b. Set data switch to POS
c. Check display line 1 If > is selected, press WP key
d. Enter waypoint (WP) number (1 thru 209) for waypoint to

be defined on display line 1
e. Set data switch to DIS-TG
NOTE
After BRG has been entered, data display will
automatically change to enter range (RNG). Do
not press slew key
NOTE
Leading zeros must be entered (Example: .5 =
000.5, 10 = 0010) in step f and g, if required.
Leading zeros will not be erased when entry is
complete
f. Enter bearing (BRG) to waypoint referenced to true (T),

grid (G), or magnetic (M) north on display line 4
NOTE
If no range is entered, AN/ASN-149(V) will
assume range of zero
Change 6 3-63
TM 55-1520-240-10
Table 3-12. Entering Waypoints by Bearing, Range and Elevation Angle Procedure - (Continued)
g. Enter range (RNG) in kilometers (KM) or nautical miles

(NM) on display line 2
NOTE
A negative elevation angle means the waypoint
is lower than reference point. If no elevation
angle is entered, the range in step g is a great
circle distance and the AN/ASN-149(V) will
assume waypoint is at same altitude as
reference point
NOTE
Leading zeros must be entered (Example: I =
00.1, 1 = 01) in step h, if required. Leading zeros
will not be erased when entry is complete
h. Enter elevation angle (EL ANG) on display line 3
NOTE
If no reference waypoint number or identifier is
entered, AN/ASN-149(V) will assume reference
is present position and will display dashes (-)
i. Enter reference waypoint number or alphanumeric

identifier on display line 4
NOTE
Waypoint position will not be computed until
step j. is performed. If present position is being
used as reference and aircraft has moved since
bearing, range, and elevation angle were
determined, waypoint position will be incorrect
3-64 Change 6
TM 55-1520-240-10
Table 3-12. Entering Waypoints by Bearing, Range and Elevation Angle Procedure - (Continued)
j. Press slew key to return to normal DIS-TG display
NOTE
Steps k. thru n. are optional. A waypoint may be
identified by entering an alphanumeric
identifier (step m.) and/or a NAVAID frequency
(step n.) in addition to the waypoint number
(step d.)
NOTE
and the waypoint number will be erased. If an
alphanumeric identifier is not selected, the
waypoint number will be displayed
k. Set data switch to POS
l. Press slew key
m. Enter waypoint alphanumeric identifier on display line 2.

Alphanumeric identifier can be a maximum of six
characters
n. Enter NAVAID frequency or channel on display line 3.

VOR- 108.00to 117.99

TACAN - 1X to 126X and 1Y to 126Y
NDB - 1. to 9999Decimal point must be entered for
VOR or NDB frequencies
NOTE
To transfer waypoint description into WP 1
thru 9, enter applicable waypoint (WP) number
on display line 4
Change 6 3-65
TM 55-1520-240-10
Table 3-13. Checking Waypoints Procedure

a. Ensure mode switch set to NAV or INIT
c. Check display line 1. If is displayed, press WP key
NOTE
More than one waypoint may be defined
using the same NAVAID frequency or channel. The
first waypoint displayed is the closest to present
position. The next waypoint or waypoints are
displayed in the order entered. Verify
alphanumeric identifier is the correct choice
before selecting waypoint for checking
d. Enter waypoint (WP) number, alphanumeric identifier, or

NAVAID frequency or channel on display line 1
NOTE
VOR- 10800 to 117.99
TACAN - IX to 126X and 1Y to 126Y
NDB - 1. to 9999.
Decimal point must be entered for VOR or
NDB frequencies
If multiple waypoints were entered that

have the same NAVAID frequency or channel
go to step e; if not, go to step F
e. Check waypoint (WP) identifier displayed on display

line 1
1. If incorrect, press line select key 3 (NEXT) for next

waypoint with the same frequency or channel
2. If correct, press line select key 4 (USE) to return to

normal display
3-66 Change 6
TM 55-1520-240-10
Table 3-13. Checking Waypoints Procedure (Continued)

f. Check waypoint position coordinates and altitude on

display lines 2, 3, and 4
g. Press slew key
h. Check waypoint number on display line 1, alphanumeric

identifier on display line 2, and NAVAID frequency or
channel on display line 3
NOTE
Entering a number (1-9) on display line 4
causes the waypoint being checked to be
transferred into the WP number selected
i. Set data switch to VAR-DTM
j. Check magnetic variation (VAR) on display line 2 and map

datum (DTM) code on display line 3. If no magnetic
variation is stored display line 2 will display dashes
k. Set data switch to DIS-TG
l. Check great circle distance (DIS) to waypoint on display

line 2, time to go (TG) to waypoint in days; hours,
minutes, and seconds on display line 3; and bearing
(BRG) to waypoint on display line 4
m. Press slew key
n. Check slant range (RNG) to waypoint on display line 2
o. Set data switch to TRK-GS
p. Check ground track (TRK) on display line 2 and ground

speed (GS) for the moving waypoint (*REND operation
only) on display line 3
Change 6 3-67
TM 55-1520-240-10
Table 3-13. Checking Waypoints Procedure - (Continued)

q. Press slew key
r. Check starting time of fix (TOF) for movi ng waypoint

(*REND operation only) on display line 2 and year (YR)
and day of year (DOY) for the starting time on display
line 4. Line 3 always displays YR and DOY as label
references for line 4
s. Set data switch to DTK-VA
t. Check desired track (DTK) to rendezvous with moving

waypoint (*REND operation only) or desired track
(DTK) stored with stationary waypoint on display line 2.
If no (DTK) is stored, display line 2 will display dashes
u. Press slew key
v. Check vertical angle (VA) to moving waypoint (*REND

operation only) or vertical angle stored with stationary
waypoint on display line 2. If no VA is stored, display
line 2 will display dashes (-)
f. Displaying Present Position. be displayed at any time after start-up is completed This
data is available while the aircraft is moving or stationary.
Present position latitude, longitude or military grid To display present position perform the procedure in
reference system (MGRS) coordinates, and altitude may Table 3-14
3-68 Change 6
TM 55-1520-240-10
Table 3-14. Displaying Present Position

a. Set mode switch to NAV
c. Check display line 1. If WP is displayed, press WP key
d. Read present position:
Display line 2 - Latitude or MGRS zone

Display line 3 - Longitude or MGRS coordinates
Display line 4 - Altitude in feet (FT) or meters (M),
referenced to mean sea level (MSL)
or datum (DTM)
NOTE
Present position is calculated from the antenna
position, or at the point designated by the lever
arm. This position may differ from expected
present position
NOTE
If the figure of merit is high and AN/ASN-
149(V) is tracking fewer than four satellites,
accuracy may be improved by entering a
manual altitude hold. Manual altitude hold can
be entered any time M is displayed on display
line 4
e. If manual altitude hold is desired, enter present altitude

estimate on display line 4. M will continue to be
displayed and AHLD will alternate with FM
NOTE
AN/ASN-149(V) will automatically drop manual
altitude hold if four satellites are received
NOTE
The position display is more accurate when
*STATIONARY operation is selected. The
aircraft must be stationary when
*STATIONARY operation is selected. Complete
steps f thru h for *STATIONARY operation
Change 6 3-69
TM 55-1520-240-10
Table 3-14. Displaying Present Position - (Continued)

f. Set data switch to OPT
g. Press and release slew key until STATIONARY is

displayed on display 1
h. Check display line 1, if-STATIONARY displayed press

line select key 1.
Set data switch to POS
j. Repeat steps d thru e
NOTE
To return to moving operation
(-STATIONARY) complete steps k. thru m.
k. Set data switch to OPT
l. Press and release slew key until *STATIONARY is

displayed on display line 1
m. Press line select key 1.
g. Area Navigation (RNAV). The GPS can h. Features. A desired track may be defined
display information needed to navigate from present and stored with each waypoint entry. When a waypoint
position to any mark or waypoint whether stationary or is selected as the destination, the desired course is
moving, that is selected as the destination. Horizontal computed by the GPS based on the desired track
information (bearing, great circle distance time to go to information. The operator may enter a desired track
destination and slant range distance) can be displayed when an approach to the destination is required from a
for all waypoints as well as the selected NAVAID specific direction. When the destination waypoint is
frequency or channel and alphanumeric station identifier. passed, the desired course will be maintained on the
To use the GPS efficiently, it is necessary to understand outboard radial. The GPS does not automatically
the basic definitions of area navigation (RNAV). advance to the next waypoint when the selected one has
been reached: the operator must manually select the
next waypoint
3-70 Change 6
TM 55-1520-240-10
Table 3-15. Area Navigation (RNAV)

a. Set mode switch to NAV
c. Check display line 1. If > is displayed, press the WP key
NOTE
Steer-to destination is the next waypoint you
want to steer to. It may not be the final
destination of the mission
d. Check display line 1. If waypoint (WP) number,

alphanumeric identifier, NAVAID frequency or channel
displayed is the next steer-to destination, go to step g. If
waypoint (WP) number alphanumeric identifier,
NAVAID frequency or channel displayed is not the next
steer-to destination, go to step e
NOTE
Multiple waypoints may be defined using the
same NAVAID frequency or channel The first
waypoint displayed is the closest to present
position. The next waypoint or waypoints are
displayed in the order entered. Verify
alphanumeric identifier is the correct choice
before selecting waypoint for use
e. Enter waypoint (WP) number, alphanumeric identifier,

NAVAID frequency or channel of steer-to destination on
display line 1. If multiple waypoints were entered that
have the same NAVAID frequency or channel go to step
f. if not, go to step g
Change 6 3-71
TM 55-1520-240-10
Table 3-15. Area Navigation (RNAV) - Continued)

f. Check alphanumeric identifier displayed on display line 1
1. If incorrect press line select key 3 (NEXT) for waypoint

with the same frequency or channel
2. If correct, press line select key 4 (USE) to return to

normal display
g. Check waypoint position coordinates and altitude to be

sure that the correct waypoint is displayed
h. Press WP key. The > will be displayed on display line 1;

present position coordinates and altitude will be
displayed on display lines 2, 3, and 4
NOTE
GPS will continue to compute RNAV data to
the previously selected waypoint until
the next waypoint number entry is completed
by pressing line select key 1
i. Check steer-to destination number on display line 1. If not

correct, enter correct steer-to destination number on
display line 1
j. Set data switch to MSN
k. Check mission profile. If waypoint is not moving, RNAV

mission profile should be selected (- REND displayed).
If waypoint is moving, rendezvous mission profile
should be selected (- REND displayed). Press line select key 2
until correct profile is displayed on display line 2
NOTE
If NO REND DATA is displayed, some data for
a moving waypoint is missing. See paragraph 2-
17
l. Set data switch to DIS-TG
3-72 Change 6
TM 55-1520-240-10
Table 3-15. Area Navigation (RNAV)- Continued)

m. Read great circle distance (DIS) in nautical miles (NM) or

kilometers (KM) to destination on display line 2
NOTE
Time to go (TG) is invalid unless your aircraft
is moving
n. Read time to go (TG) on display line 3
o. Read bearing (BRG) to destination referenced to true (T),

p. Press slew key
q. Read slant range (RNG) in nautical miles (NM) or

kilometers (KM) to destination on display line 2
r. Set data switch to DTK-VA
NOTE
If NO DEST or DEST MOVING is displayed
on display line 2, the GPS will not
accept a source of DTK or DTK entry
NOTE
Each time a new waypoint is selected as the

new destination, verify that the correct DTK
is being used
Change 6 3-73
TM 55-1520-240-10

s. Select source of desired track (DTK) by pressing line

select key 3. Sources are:
USING OE DTK - Using operator-entered DTK.

If selected and there is no operator-entered DTK,
display line 2 will display dashes (- -). A DTK may
be entered by completing step u on display line 2. A
DTK may be cleared by pressing line select key 2
twice. Display line 3 will automatically display
USING OE DTK if an entry has been made on
display line 2
USING WP DTK - Using the DTK entered during
waypoint entering (Table 3-10). If DTK was not
entered, display line 2 will display dashes (- -)
TO-TO NAV - Using FROM waypoint entered on
display line 4 as the destination to define a great
circle path as the desired course. If no valid FROM
waypoint is entered (by completing step t), display
lines 2 and 4 will display dashes (- -). Display line 3
will automatically display TO-TO NAV if a valid
FROM waypoint has been entered on display line 4
DIRECT-TO - Using present position to destination
great circle desired track. Gives desired track (DTK)
defined by the great circle path from the present
position to the destination
NOTE
Complete step t. if TO-TO NAV was selected on
display line 3
t. Enter waypoint (WP) number or alphanumeric identifier

(that was entered with the desired waypoint) on display
line 4
NOTE
Complete step u if USING OE DTK was
selected on display line 3
3-74 Change 6
TM 55-1520-240-10

u. Enter desired track (DTK) on display line 2
v. Read desired track (DTK) on display line 2
w. Press slew key
NOTE
If NO DEST is displayed on display line 3, the
GPS will not accept a VA entry
x. Select source of vertical angle (VA) by pressing line select

key 3. Sources of VA are:
USING OE VA - Using operator entered VA. If

selected and there is no operator entered VA, display
line 2 will display dashes (- -). A VA may be entered
by completing step y on display line 2. A VA may be
cleared by pressing line select key 2 twice. Display
line 3 will automatically display USING OE VA if an
entry has been made on display line 2
USING WP VA - Using the VA entered during
waypoint entering (Table 3-10). If VA was not
entered, display line 2 will display dashes (- -)
NO VA USED - No VA computation made or desired.

If VA is not desired go to step aa
NOTE
Complete step y if USING OE VA was selected
on display line 3. If not go to step aa
y. Enter vertical angle (VA) on display line 2
z. Read vertical angle (VA) on display line 2
aa. Set data switch to ERR
ab. Read crosstrack error (XTK) left (L) or right (R) of

desired course in nautical miles (NM) or kilometers
(KM) on display line 2
Change 6 3-75
TM 55-1520-240-10

ac. Read track angle error (TKE) in degrees left (L) or right
(R) of desired track on display line 3
ad. Read vertical error (VE) in meters (M) or feet (FT) above
(+) or below (-) desired vertical angle (VA) on display
line 4
ae. Set data switch to TRK-GS
af. Read present ground track (TRK) referenced to true (T),

ag. Read present ground speed (GS) in knots (KTS) or

kilometers per hour (KPH) on display line 3
3-76 Change 6
TM 55-1520-240-10
Table 3-16. Map Datum Codes.
Map datum Data Code
ADINDAN 01
ARC 1950 02
AUSTRALIAN GEODETIC 1966 03
BUKIT RIMPAH 04
CAMP AREA ASTRO 05
DJAKARTA 06
EUROPEAN 1950 07
GEODETIC DATUM 1949 08
GHANA 09
GUAM 1963 10
G. SEGARA 11
G. SERINDUNG 12
HERAT NORTH 13
!JORSEY 1955 14
HU-TZU-SHAN 15
INDIAN 16
IRELAND 1965 17
KERTAU (MALAYAN REVISED TRIANGULATION) 18
LIBERIA 1964 19
USER ENTERED 20
LUZON 21
Change 6 3-77
TM 55-1520-240-10
Table 3-16. Map Datum Codes - (Continued).
Map datum Data Code
MERCHICH 22
MONTJONG LOWE 23
NIGERIA (MINNA) 24
NORTH-AM ERICAN-1927:
CONUS 25
ALASKA AND CANADA 26
OLD HAWAIIAN:
MAUI 27
OAHU 28
KAUAI 29
ORDINANCE SURVEY OF GREAT BRITAIN 1936 30
QORNOQ 31
SIERRA LEONE 1960 32
SOUTH AMERICA:
PROVISIONAL SOUTH AMERICAN 1956 33
CORREGO ALEGRE 34
CAMPO INCHAUSPE 35
CHUA ASTRO 36
YACARE 37
TANANARIVE OBSERVATORY 1925 38
TIMBALAI 39
TOKYO 40
VOIROL 41
SPECIAL DATUMS(SD) MGRS RELATED

SD, INDIAN SPECIAL 42
SD, LUZON SPECIAL 43
SD, TOKYO SPECIAL 44
SD, WGS-84 SPECIAL 45
WGS-72 46
WGS-84 (Default map datum)) 47
3-78 Change 6
TM 55-1520-240-10
3-66. GPS Data Loader Receptacle. (fig. 3-18) rotate Data Select switch to position desired. Then
compare data displayed with the known programmed
The GPS data loader receptacle allows the operator to data.
load pre-programmed navigation information into the
GPS receiver. This navigational information, such as (5) Repeat steps (1) thru (5) as desired
way point position, DTM or almanac data is pre-loaded for any or all remaining way points.
on a data loader module, part number 164191-01-02 or
164191-03-01, if Unit Operations and mission dictates. (6) GPS should now be ready for use
during flight operations.
3-67. Controls and Function - GPS Data Loader
Receptacle. 3-69. GPS KYK-13 Remote Fill Panel. (fig. 3-18)
Controls of the GPS Data Loader Receptacle are as The GPS KYK-13 Remote Fill Panel allows encryption
follows: data to be loaded from a KYK-13 or KOI-18 fill device.
Reference will only be made to the KYK-13.
CONTROLS/
INDICATOR FUNCTION 3-70. Controls and Function - GPS KYK-13 Remote
Fill Panel. (fig. 3-18)
RELEASE When pressed, releases
Pushbutton Data Loader Module from Controls of the GPS KYK-13 Remote Fill Panel are as
Data Loader Receptacle. follows:
3-68. Normal Operation - GPS Data Loader CONTROLS/

Receptacle. INDICATOR FUNCTION
Perform the following steps in sequence to operate the LOADProvides positive indication that
data loader system: STATUS GPS receiver has successfully
LED received crypto key fill.
a. Turn on the GPS System. Allow system to INIT When pressed, causes the trans-
warm up and time in for approximately one minute. LOADfer of crypto key from fill de-
switch vice (KYK-13 or KOI-18) to GPS
Note receiver.
Loading data loader must be done in INIT
Mode. 3-71. Normal Operation - GPS KYK-13 Remote Fill
Panel.
b. Insert data loader module into data loader
receptacle. Wait at least 30 seconds before switching to To load keys from KYK-13 into the GPS receiver:
another mode. Display momentarily flashes when
information has been successfully transferred. Note
The GPS receiver does not need to be
c. Locate module release button on left side of on to load keys with the KYK-13 Fill
data loader receptacle. Release and remove data loader Device.
module from data loader receptacle.
a. Connect KYK-13. either directly or using a
d. Verify operation of data loader system by: fill cable, to KYK/GPS FILL JI receptacle located on the
Remote Fill Panel (Figure 3-18).
(1) Turn GPS Data Select switch to POS.
b. Turn KYK-13 Fill switch to desired position.
(2) Select a way point that is known to be
pre-programmed. c. Turn KYK-13 Mode switch to ON.
(3) Compare data displayed with known d. Press LOAD IN!T switch on the Remote Fill
programmed data. Panel (Figure 3-18). Wait approximately 5 seconds. If
key was successfully loaded, Load Indicator light on the
(4) If other selections are to be checked, Remote Fill Panel will flash.
e. Repeat steps b. thru d. to load additional

keys.
Change 6 3-79
TM 55-1520-240-10
f. Turn KYK-13 Mode switch to OFF. a. Lift protective guard from zeroize toggle
switch and activate switch.
g. Disconnect KYK-13 from aircraft receptacle.
b. If GPS receiver is on, turn Data Switch to
Stat. Observe message on Page 1, Line 2.
3-72. GPS Zeroize Switch. (fig. 2-9)
The message ZEROED indicates a successful attempt to
The GPS Zeroize switch is located on center instrument erase information stored in the GPS receiver.
panel, right side of AN/APR-39AV(1) Indicator, and is
used to erase any crypto data and all navigational The message ZERO FAIL indicates an unsuccessful
information stored in the GPS Receiver. attempt to erase the information. The GPS receiver
remains classified.
This zeorize switch consists of a guarded toggle switch.
c. An alternate method to zeroize the GPS
3-73. Normal Operation - GPS Zeroize Switch. receiver is to use the C-11702/UR and GPS Control Unit
keyboard as follows:
Note
Aircraft battery must be connected, or power applied to (1) Select STAT page 1.
aircraft.
(2) Enter ZZ on line 4, and push Line
Select Key 4.
(3) If ZEROIZED message is displayed on

Stat Page 1, Line 2, the GPS receiver is declassified.
(4) If ZERO FAIL message is displayed,

zeroization was not successful and the GPS receiver
remains classified.
3-80 Change 6
TM 55-1520-240-10
Figure 3-18. Remote GPS Data Loader Receptacle/KYK-13 Fill! Panel

TM 55-1520-240-10
CHAPTER 4
MISSION EQUIPMENT
SECTION I MISSION AVIONICS
4-1. Radar Signal Detecting Set, AN/ interval (PRI), pulse width (PW). pulse spacing (PS). and
APR-39A(V)1. signal strength. The system does not provide center frequency
The radar signal detecting set (RSDS) AN/APR-39A (V) 1 is resolution for detected signals. It then compares these signals
a passive electronic warfare system that provides visual and parameters to the threat library stored in the emitter Identiti-
aural indications of the presence of and bearing to active radar cation data (EID) files. If a match occurs. the digital processor
transmitters. The RSDS detects those pulse radar signals sends the appropriate symbol data to the indicator and a
usually associated with hostile fire control radars in the H-J corresponding computer-synthesized voice warning message
and MMW (millimeter wave) frequency bands. The RSDS is to the helicopter ICS. If the received signal parameters do not
the heart of the helicopter threat warning suite. It interfaces match a threat in the EID files, the processor generates a sym-
with the laser detecting set AN/AVR-2, missile warning bol “U” to indicate an unknown threat. It executes and evalu-
system AN/AAR-47, and radar warning system AN/APR ates the results of an IBIT routine, providing an indication of
44(V)3 to process, display, and announce threats detected by results on the indicator. Also, it processes threat data inputs
those systems. The system consists of the indicator on the from the AN/AVR-2, AN/APR-44(3), and AN/AAR-47
center instrument panel (fig. 4-0), a digital processor located systems for display on the indicator and annunciation over the
in the right aft avionics pod, two video receivers (one at ICS.
station 50, another at station 605). four spiral antennas d. The blade antenna senses C/D lo-band RF and routes
(hi-band) outside the helicopter (two at station 26, two at it to the C/D band amplifier portion of the digital processor.
station 623). and a blade antenna (lo-band) mounted on the The RF signal is filtered, limited, and detected by the C/D
bottom of the fuselage at station 99. In addition, a separate band amplifier with the resultant video being analyzed for the
AN/APR-39A volume control labeled RWR VOL on the presence of a threat in the C/D band. This analysis occurs in
canted console provides additional volume control capabili- conjunction with the hi-band signal analysis to determine the
ties external of the ICS (fig. 4-1). The RSDS is powered in threat type and current threat mode (scan, acquisition. track,
the No. 2 DC bus through the ASE RADAR WARN circuit launch, etc.).
breaker on No. 2 PDP. e. The RSDS employs a removable user data module
a. The antenna-detector characteristics determine the (UDM) which is mounted in the digital processor The UDM
frequency range of the system. Each of the antenna-detectors contains the classified portion of the system operational flight
contain two spiral elements, one operating in the H-J bands program (OFP) and the classified emitter identification data
and one operating in the MMW (millimeter wave) region. (EID) files. The EID files contain the threat library which
Each of the spiral elements receive radio frequency (RF) includes threat signal parameters, threat symbols and threat
signals in their respective band and supply it to the detector audio data. The UDM can be removed at the unit level and
circuits. The detector portion of the antenna-detector reprogrammed to accomodate new and changing threats. It
employs an elaborate set of filter banks that extract the video allows the RSDS to be tailored to the specific theatre of opera-
(pulses) from the RF received in each band. The resultant tion and/or current mission requirements. Removal of the
video outputs are then summed and provided as a composite UDM from the digital processor declassifies the RSDS
video signal to the appropriate video receiver. NOTE
b. Each video receiver has two video input channels and Threat symbols (except for U) shown on indicator
they serve the left and right antenna-detectors for the illustrations are for illustration purposes only.
corresponding forward or aft sector. The video receiver sup- Actual threat symbols are classified.
plies power to the antenna-detectors and amplifies the
f. The indicator displays threat symbols corresponding
detected video inputs from the antenna-detectors. Two video
to threat signals detected and identified by the system. Threat
outputs are then sent to the digital processor for signal
relative position from the helicopter is shown on the indicator.
analysis. The video receiver also performs initiated built-in
Symbol position relative to the center of the indicator shows
test on command from the digital processor.
the threats lethality. The highest priority threats (most lethal)
c The digital processor supplies 15 VDC operating are shown nearest the center. The 12 outer edge markings on
power to the two video receivers and superimposes a self-test the indicator graticule represent clock positions relative to
signal on the 15 VDC power line to the receivers during RSDS helicopter heading. The system displays a maximum of seven
self-test. The digital processor receives video inputs from the threat symbols. If the number of threats in the environment
video receivers and processes them to determine signal exceeds the number the system can display. only the seven
parameters. These signal parameters include pulse repetition highest priority threats will be displayed. If a detected threat
Change 9 4-1
TM 55-1520-240-10
Figure 4-0. Radar Signal Detecting Set Indicator
Figure 4-1. AN/APR-39A Volume Control
4-2 Change 9
TM 55-1520-240-10
cannot be identified as a specific threat type, it is displayed tem, radar beacon transponder system, multimode radar sys-
as an unknown (symbol U). Search radars and fire control tem, pulse radar jammer system, or the CW radar jammer sys-
radars operating in search mode are displayed as strobes at the tem is transmitting. This blanking is accomplished to prevent
edge of the indicator. The position of the strobe on the display the possible detection of false threats as a result of interfer-
represents the relative bearing of the search radar from the ence induced by these systems. Because the RSDS is a passive
helicopter. New threats appear in boldface on the display. system, it does not provide any input to the IBU for the poten-
Threats that drop out of the environment are ghosted on the tial blanking of other systems.
display for 10 seconds before being dropped. A ghosted
symbol appears as though drawn with a dotted line. 4-2. Controls and Function, Radar Signal
g. Threats are announced by voice messages over the Detecting Set Indicator. (fig. 4-0)
helicopter ICS. Either of two voice message formats can be
selected using page 2 of the CDU ASE control layer. RWR
AUDIO 1 or normal (full message format) selects full audio. CONTROLS/
RWR AUDIO 2 or terse (shortened message format) provides INDICATOR FUNCTION
shorter audio messages and reduces the audio clutter in dense Indicator Screen Displays the appropriate
signal environments. Both modes provide specific threat type symbol at the appropri-
(CRT)
and threat position voice messages. ate position for each
h. When dense signal environments cause the system to processed signal rec-
operate in a degraded (less sensitive) mode, the system eived by the antenna
informs the operator by flashing the plus (+) symbol on the detectors.
RSDS indicator and the voice message “Threat Detection Plus (+) Symbol Displayed in center of
Degraded” will be heard over the ICS. When system sensitiv- indicator during opera-
ity returns to normal, the plus (+) symbol in the center of the tion and self-test. Plus
RSDS indicator stops flashing and the voice message “Threat (+) symbol flashes to let
Detection Restored” will be heard over the ICS. operator know when the
i. The RSDS, LDS, and MWS all execute periodic system is operating in a
built-in test (PBIT) routines during normal operation to verify dense signal environ-
operational status with the results of these tests being reported ment and threat detec-
to the digital processor. Failures of PBIT for these three sys- tion is degraded.
tems are indicated by the presence of an “F’ replacing the plus Tick Marks The 12 outer edge mark-
(+) symbol in the center of the RSDS indicator. The “F’ ings on the indicator
informs the operator that one or more of the systems has failed graticule represent clock
at least some portion of their respective PBIT routines. This positions relative to heli-
prompts the operator to perform initiated built-in test (IBIT) copter heading.
to determine what system(s) has failed and the extent of the
failure(s). Red MA Indicator Not used.
j. IBIT may be selected by the operator. If the RSDS Anvis Yellow MA Not used.
interface circuitry within either RTU fails the self-test. the Indicator
RWR TEST FAIL advisory is displayed on the MFD. Faulty MA Lamp Switch Not used.
receivers are shown on the indicator as blinking symbols and
the voice message “APR-39 Failure” will be heard over the
ICS. If the test is good, the voice message “APR-39 Opera-
tional” will be heard over the ICS. The RWR FAIL caution is BRIL Control Varies the brilliance of
displayed if the RSDS interface circuitry within both RTU’s the indicator display
fails while in its normal operating state. Self-test of the laser Turning knob clockwise
detecting set (LDS) and the missile warning system (MWS) increases brightness.
are incorporated in the RSDS self-test.
k. The system interfaces with the interference blanker
unit (IBU) in an attempt to prevent other aircraft systems,
which operate in the same approximate frequency range, Strobe Indicates that a search
from interfering with it. The lo-band portion of the RSDS is radar or a fire control
blanked by the IBU when either the IFF transponder system radar operating in search
or the TACAN system is transmitting. The hi-band portion of mode has been detected
the system is blanked by the IBU when the radar altimeter sys- and identified.
Change 9 4-2.1
TM 55-1520-240-10
4-2. Controls and Function, Radar Signal

Detecting Set Indicator. (fig. 4-0)(Continued)
Threat Symbols Threat symbols corre-

spond to threat signals
detected and identified
by system. A maximum
of seven threat symbols
(classified) can be dis-
played at the same time.
Unidentified threat sig-
nals are displayed as an
unknown (symbol U).
4-3. Multi-Function Display and Control Display

Unit Controls and Function, Radar Signal
Detecting Set AN/APR-39A(V)1.
The radar signal detecting set is turned on via the EQUIP-
MENT STATUS PAGE 5 OF 5. It is accessed by pressing
MFD key T5 SYST until SYST* is displayed. Then press
MFD key L3 EQP STAT to access EQUIPMENT STATUS
PAGE 1 OF 5. Access to EQUIPMENT STATUS PAGE 5 OF
5 is accomplished by pressing MFD key R5 PG↑ or R6 PG↓.
Press MFD key L1 ↑ SEQ or L2 EQP ↓ to place cursor by
RWR then press MFD key R2 PWR OFF to display PWR ON.
Access to the ASE control layer is accomplished by pressing
CDU dedicated key VCR/ASE. Page 1 of the ASE control
layer is displayed. Page 2 is accessed by pressing CDU dedi-
cated key PG ↑ or PG ↓.
Figure 4-2. Radar Signal Detecting Set Control
4-4. Normal Operation - Radar Signal Detecting

Set. This paragraph provides radar signal detecting set
operating procedures.
4-2.2 Change 9
TM 55-1520-240-10
CAUTION
To prevent damage to the antenna detectors
(when operating) never operate the AN/APR-
39A(V)1 within 60 yards of ground based
radars or within six yards of airborne radar
antennas. Operating the system closer than
these limits may damage the antenna-
detectors. Allow an extra margin for new,
unusual, or high-powered radar transmit-
ters.
CAUTION
Excessive indicator display brightness may
damage the CRT. Set indicator BRIL control
for readable display.
a. Starting.
(1) PWR switch – ON. Allow 1 minute for war-
mup – Check for synthetic voice message
“APR-39 POWER UP”.
(2) BRIL control – adjust display of (+ ) sym-
bol.
(3) MODE switch – Select MODE 1 (up) for Figure 4-3. Radar Signal Detecting Set (OFP and
normal messages. Select MODE 2 (down) EID VERSION DISPLAY)
for terse (abbreviated) messages.
(d) TEST switch – Press. Performs a test on
b. Self-test check the synthetic voice status messages. A no
(1) MODE switch – Set position 1 (up) fault detected during test will end with
message “APR-39 OPERATIONAL”
NOTE any fault detected will end with message
SYSTEM SELF-TEST provides a six step “APR-39 FAILURE”, which will be
test of system functions. A complete system heard over the ICS.
self-test is initiated any time the test button (e) TEST switch – Press. Performs the plus
is pressed. The complete system self test (+) symbol display status. The plus (+)
runs in less than thirty seconds. The following symbol will be displayed, centered within
is a description of the system functions.
the small circle on the indicator, anytime
the system is operational.
(2) TEST – As follows:
(a) TEST switch – Press. A synethic voice (f) MODE switch – MODE 2 (down), TEST
switch – Press. Performs the synthetic
long count is performed. The audio mes- voice short count. Listen to synethic voice
sage “SELF-TEST, SET VOLUME 1, 2, message and adjust volume. Mode 2 short
3, 4, 5, 6, 7, 8, 9, 10, 11, 12’’...will be heard
on the ICS. count is: “SELF-TEST SET VOLUME 5,
4, 3, 2, l.”
(b) TEST switch – Press. A display of two (3) The following fault display conditions are the
numbers which represent the installed
software revision on the indicator; one result of a bad self test, and will result in an
number (OFP-Operational Flight Pro- audio message “APR-39 FAILURE” over
gram) at the top and one number (EID- the ICS.
Emitter Identification Data) at the bot- (a) If a receiver fault is noted, faulty receiver
tom (fig. 4-3). Check OFP and EID is shown as two triangles, (fig. 4-4) repre-
numbers are correct for theater or mis-
sion. senting right and left video channel(s)
will be flashing.
(c) TEST switch – Press. Performs the Re-
ceiver and AN/AVR-2 status display. See (b) A faulty C/D band amplifier in a proces-
figure 4-4 for normal indicator displays, sor is shown as a flashing square centered
and faulty indicator displays. on indicator display (fig. 4-4).
Change 1 4-3
TM 55-1520-240-10
Figure 4-4. Radar Signal Detecting Set Indicator

(Self Test Displays)
4-4 Change 1
TM 55-1520-240-10
(c) The Laser Detecting Set (LDS)(AN/ interval following each pulsed transmission. Built-in-
AVR-2) status is displayed along with the test-equiptment monitors system operation. If a mal-
receiver status. A faulty LDS quadrant is function is detected, the system is disabled and the CM
shown as a flashing asterisk. LDS faults INOP caution capsule on the master caution panel will
do not cause an audio message “APR-39 come on. Also, if enemy jamming or interference from
FAILURE”, heard over the ICS. other countermeasures sets is detected, the set will
(d) If LDS is not installed, all four quadrants automatically shift to a clear channel. The set receives
(asterisks) will flash. AC electrical power from the No.2 AC bus through the
MSL DET SYS circuit breaker on the No.2 PDP. The
(4) Operating In A Dense Signal Environment. set receives DC power from the No.2 DC bus through
(a) When a dense signal environment is de- the MSL DET SYS circuit breaker also on the No.2
tected, the plus (+ ) symbol on the Radar PDP.
Signal Detecting Set (RSDS) indicator
will flash, and the voice message 4-6. Controls and Indicators, Missile Detector Set
“THREAT DETECTION DEGRAD- (AN/ALQ-156). (fig. 4-6)
ED’’ will be announced over the ICS.
CONTROLS/
(b) Position mode switch to mode 2,(terse INDICATOR FUNCTION
mode). When the plus (+) symbol stops
flashing, the voice message “THREAT POWER OFF/ON At ON, power is applied
DETECTION RESTORED’’ will be an- to set. The switch is
nounced over the ICS. locked at ON. Signals ra-
diate after the normal
4-5. Countermeasures Set (AN/ALQ-156). warmup period is com-
pleted.
The Countermeasures Set (AN/ALQ-156) detects the
approach of anti-aircraft missiles, and signals the M-130 STBY Indicator Light on Lights when switch is de-
Flare Dispenser to launch flares to decoy the missiles STATUS Switch pressed and system is in
from the helicopter. The set consists of a control unit on standby operation.
the console, a receiver-transmitter in the electronics Amber Warmup Caution Lights when power is ap-
compartment, two antennas on the bottom of the fuse- Light on STATUS Switch plied to set and remains
lage, and two caution light capsules on the master on until operating temper-
caution panel. The set alternately applies pulsed signals atures are reached.
to the two antennas which radiate the signals about the FLARE TEST Switch Simulates launch com-
helicopter. A missile approach is detected by the fre- mand signal to flare dis-
quency shift of the transmitted signals echo returned penser.
from the missile. Any echo is received during the
CM INOP Caution Light When lit indicates the set
(on caution panel) has failed and the heli-
copter is without counter-
measures protection.
CM JAM Caution Light Lights when system de-
(on caution panel) tects mutual interference
from nearby countermea-
sures sets or enemy jam-
ming.
Figure 4-5. (Deleted)
Change 1 4-4.1
TM 55-1520-240-10
4-7. Normal Operation; Countermeasure Set.
An accidental flare launch can occur when During operation, the AN/ALQ-156 anten-
the Flare Dispenser System is armed (con- nas radiate radio-frequency energy. This en-
trol switch at ARM) and the Countermea- ergy may cause bums to personnel near the
antennas. Be sure ground personnel are at
sures Set is operating (CM caution and
least 6 feet from the antennas when the
indicating lights off). A flare launch will also
control switch is at ON.
occur if the FLARE TEST switch on the
countermeasures control panel is operated.
Arm these systems only in cases where a a. Starting.
launched flare will not cause injury or prop- (1) MSL DET SYS circuit breakers on No. 2
erty damage. PDP – Check in.
Figure 4-6. Countermeasures Set Control Panel (AN/ALQ-156)
4-4.2 Change 1
TM 55-1520-240-10
NOTE
Although the control panel, dispenser, and
The system requires a 10-minute warmup circuit breaker are marked CHAFF or have
prior to operation. To ensure automatic sys- CHAFF (C) selector positions, chaff cannot
tem operation when required, be sure the set be dispensed at this installation.
is operational and all caution and indicator
lights are out prior to entering hostile areas.
4-9. Dispenser Control Panel. The DISP CONT
(2) POWER control switch – ON. panel is installed in the center console. The panel
contains the ARM SAFE switch, ARM indicator light,
(3) Warmup light - ON, allow 10 minutes for RIPPLE FIRE switch, FLARE counter, and counter
warmup. At the end of the warmup period, setting knob. The panel also includes a MAN-PGRM
the warmup light will be shut off. switch and CHAFF counter, which are not used in this
b. ECM operation. installation.
(1) STATUS switch – Push for standby opera- 4-10. Dispenser Status Panel. The dispenser status
tion or release to commence automatic pro- panel (fig. 4-7) provides an indication of safety relay
tection. operation and system arming. It also allows the landing
(2) CM JAM caution light – Check OUT. gear safety switch to be bypassed for ground testing of
(3) CM INOP caution light – Check OUT. If the dispenser system. The panel is on the left side of the
caution light is on, the set has malfunctioned cabin at sta 534.
and the helicopter is without countermea-
sures protection. 4-11. Controls and Function, Flare Dispenser Sys-
tem (M-130). (fig. 4-7)
(4) POWER switch – OFF when countermeas-
ures protection is no longer required. CONTROLS/
INDICATOR FUNCTION
ARM/SAFE Switch At SAFE, the system is
If the countermeasures set has been off for not powered. At ARM,
less than 5 minutes and further operation is the system is powered,
required, the warmup indicator light may go provided the safety pin is
out immediately (or within some interval less removed from the elec-
than the normal 10 minute warmup period) tronic module and the
after the power switch is set to on. If this ground safety relay is en-
occurs, it is mandatory that the system be ergized. (Helicopter air-
operated in STBY for at least 1 minute. borne or remote bypass
Failure to observe this requirement can re- switch on remote test
sult in a false alarm (launch) and or trans- panel is at BYPASS.)
mitting frequency instability resulting in in- ARM Indicator Light Red PRESS-TO-TEST
terference with other countermeasures sets. warning light indicates,
when lit, that ARM/
SAFE switch is at ARM,
4-8. Flare Dispenser M-130. safety relay is closed, and
The Flare Dispenser M-130 (fig. 4-7) will dispense up to safety pin is not installed
30 decoy flares as a countermeasure to infrared-seeking in electronic module.
missiles. The externally mounted dispenser is controlled FLARE Counter Two digit counter displays
by a DISP CONT control panel on the console and six number of flares remain-
firing switches. Two cockpit firing switches are pro- ing in the dispenser. The
vided, one on each pilot’s control stick grip. Four number of flares loaded is
hand-held crewmember firing switches are installed in set manually, using the
the cabin area. Flares can also be automatically fired by knob directly below the
firing commands from the countermeasure set (AN counter.
ALQ-156) if the set detects a missile approach. A timer
in the cabin provides a 2.5 second delay between firing RIPPLE FIRE Switch Guarded two-position
pulses regardless of firing switch position. A ground switch allows rapid emer-
safety relay, controlled by a landing gear proximity gency ejection of all re-
switch and a safety pin manually installed into the maining flares.
dispenser, prevents firing flares when the helicopter is CHAFF Counter Not used in this installa-
on the ground. The system is powered by the No. 1 DC tion.
bus through the CHAFF circuit breaker on the No. 1
PDP.
4-5
TM 55-1520-240-10
Figure 4-7. Flare Dispenser System
4-6
TM 55-1520-240-10
CONTROLS/ 1. Dispenser Assembly.

INDICATOR FUNCTION a. Selector switch - Set to F.
MAN/PGRM Switch Light intensity controlled b. Safety pin - Remove and stow
by caution panel DIM/
BRT SW. c. Flares - Note quantity installed.
Dispenser Status Panel (fig. 4-7) 2. Dispenser Status Panel.

READY TO FIRE Light Amber light comes on a. LDG GR SW BYPASS switch - NORMAL
when system is armed and Cover down.
ready to fire. Light
b. Indicator lights - PRESS-TO-TEST.
receives power through
timer and will go out for 3. Cabin hand held firing switches -Check connected
2.5 seconds after flare and secured in holder.
launch.
4. Cockpit Control Panel.
LDG GR SW STATUS Green light comes on
Light when ground safety relay a. RIPPLE FIRE switch -Cover down
is deactivated. The safety b. ARM/SAFE switch-SAFE.
relay is deactivated when
the helicopter is airborne c. FLARE counter - Set to amount of flares in
or bypassed via the LDG dispenser.
GR SW BYPASS switch. 4-14. In-Flight Operation.
LDG GR SW BYPASS Red light, when lit, indi-
1. After liftoff, LDG GR SW STATUS advisory light
Light cates that the ground
on remote test panel - Check lit.
safety relay is bypassed
(NORMAL/BYPASS 2. ARM/SAFE switch - ARM. Check ARM warning
switch is at BYPASS). light lit.
NORMAL/BYPASS Guarded switch. At 3. READY-TO-FIRE light on dispenser status panel
Switch BYPASS, the landing - Check lit.
gear safety switch is
bypassed. Switch nor- 4. ECM set - ON. Allow 10 minutes for warmup. The
mally used to test system ECM set will monitor the area around the helicop-
prior to installing flares. ter for missiles and automatically fire flares when
missiles are detected.
Cyclic Stick FLARE DISP Pushbutton switch on side
Switch of each cyclic stick. Fires NOTE
a flare each time when
The flare dispenser can be safely observed from
pressed.
the cabin through the filtered glass window on the
Hand Held Firing Located in forward and left side of the helicopter above the ramp at sta
Switches (4) aft cabin sections. When 575.
pressed, a single flare is
fired. 5. If the ECM set is inoperative, proceed as follows:
NOTE
4-12. Normal Operation - M-130 Flare Dispenser.
The crewmember observing a missile launch is
4-13. Preflight.
responsible for firing the flares.
WARNING (a) Missile threat - Actuate the dispensing
An inadvertent flare launch can occur when switch on the cyclic grip to fire flares or
the Flare Dispenser System is armed (control chaff or press one of the four firing switches
switch at ARM) and the Countermeasures Set in the cabin to tire flares. Fire a total of
is operating (CM caution and indicating lights three flares or hold button down and timer
off). will automatically space firing interval.
Change 9 4-7
TM 55-1520-240-10
NOTE be readjusted. The system self test is divided into pow-

The flare dispensers will fire one flare each er-up or operator initialized built-in-test (BIT) and in-
time a button is pressed following the 2.5 se- flight BIT. The system built-in-test (BIT) is initialized
cond time delay or at 2.5 second intervals if during power-up or selected by the operator. Part of the
the flare dispense button is held down. If the BIT is a periodic test that is performed automatically
flare fails to ignite. a second flare will auto- along with normal system operation. A failure of the
SDC. pilots DU. or copilots DU will illuminate the
matically fire within 75 milliseconds. If CCU FAIL light and display a FAIL message on the DU.
burning is still not detected. a third flare will When a fail message is displayed on the DU. the opera-
be fired. If all three flares fail to ignite. auto- tor should acknowledge the failure and rerun BIT to
matic operation will stop until one of the fire confirm the fault. 26-volt AC to operate the HUD sys-
switches is again pressed. tem is taken from the No.1 INSTXFMR through the
NOTE HUD REF circuit breaker on the No.1 PDP DC power
Firing chaff in MAN (manual) mode will for the system is taken from the ESSENTIAL bus
dispense chaff one pair at a time or according through the HUD SYS circuit breaker also on the No. 1
to the setting of the programmer when set in PDP
the PROG (programmed) mode. 4-16.2 Controls and Function, Converter Control Unit.
(b) Announce over interphone that a missile launch was (fig. 4-7.1)
detected and flares have been fired. CONTROLS/
INDICATOR FUNCTION
(c) If more than one missile launch is observed, continue
firing flares at 3-second intervals until the helicopter is
clear of the threat. CPLT
4-15. Before Landing Check.
BRT/DIM Switch Three position toggle
1. ARM-SAFE switch-Set to SAFE. switch spring loaded to
2. Indicator lights - Check that READY- TO -FIRE and off. When placed to
ARM lights are out. BRT or DIM position
4-16. After Landing Check momentarily, copilots
display will increase or
1. Check that the LDG GR SW STATUS light goes out. decrease brightness
2. Install the ground safety pin in the dispenser electron- (when held. display will
ic module. go full bright or full
dim).
3. Remove and stow the crew firing switches.
4-16.1 Heads Up Display (AN/AVS-7) System DSPL POS D/U/L/R Copilots control for dis-
The Heads U Display (HUD) System (fig. 4-7.1) play position down/u
serves as an aid to pilots using the AN/AVS-6 (ANVIS) (outer knob) and left/
during night flight operations. The system allows the right (inner knob).
pilot and copilot to receive flight data without viewing
the instrument panel. Instrument data is applied to the MODE 1-4/DCLT Three position toggle
system, processed far display, and superimposed over switch spring loaded to
the ANVIS image. The set consists of the Converter off. Changes the copilots
Control Unit (CCU) on the console. The Signal Data primary mode and/or
Converter (SDC) on the avionics shelf. an inclinometer primary mode’s declutter
and air data transducer both located on the avionics display.
shelf. a HUD control switch on the pilots/copilots PLT
THRUST CONT (control) lever, and the Display Unit
(DU). consisting of the Optical Unit (OU) and Power BRT/DIM Switch Three position toggle
Supply Calibration Unit (PSCU). The CCU selects pi- switch spring loaded to
lot/copilot programming which allows the pilot and co- off. When placed to
pilot to select information far their respective display BRT or DIM position
modes from a master set of symbols. The pilot and copi- momentarily. copilots
lot can independently program up to eight display display will increase or
modes. four normal and four declutter. which can be se- decrease brightness
lected for display. Declutter can be used when less sym- (when held. display will
boling is needed. The declutter mode has four vital go full bright or full
symbols that will always be displayed: Airspeed. Alti- dim).
tude (MSL), Altitude (pitch and roll). and Engine
Torque(s). An adjust mode, during operation. is used to DSPL POS D/U/L/R Pilots control for display
adjust barometric altitude, pitch and roll. If the HUD position down/up (outer
system loses operating power after adjustments have knob) and left/right (in-
been made. the barometric altitude. pitch and role must ner knob).
4-8 Change 9
TM 55-1520-240-10
Figure 4-7.1. Heads UpDisplayAAIAVS-7
Change 7 4-8.1
TM 55-1520-240-10
CONTROLS/ CONTROLS/
MODE 14/DCLT Three position toggle switch ALT/P/R DEC/INC Three position toggle switch
Switch spring-loaded to off. Changes Switch spring-loaded to off. Active
the pilot’s primary mode and/or when adjust mode is selected to
primary mode’s decluttered decrease/increase altitude /pitch
display. Refer to paragraph 4- /roll. When adjusting altitude
16.11 for detailed procedures. (MSL) momentary movement of
DEC/ INC switch will change
ADJ/ON/OFF Switch Three position switch. Selects data in 5 ft increments. When
adjust mode, enabling the DEC/INC switch is held for one
INC/DEC switch to adjust second, data will change in 10 ft
altitude, pitch or roll. Turns increments. Pitch and roll
power on/off to HUD system. change in increments of 1
degree.
FAIL Light Illuminates to indicate a system
failure. PGM NXT/SEL Three position toggle switch
spring-loaded to off. Active
ON Light Illuminates to indicate when when program mode is
system is powered up. selected. Operator can
preprogram four normal modes
P-PGM/OP/CP-PGM Three position switch. Se- and four declutter modes.
Switch lects pilot program mode, Operator selects flashing
operational mode or copilot symbol for display or goes to
program mode. Used with the next symbol. Once complete,
PGM NXT/SEL switch. operator toggles ACK switch to
save programmed display. To
BIT/ACK Switch Three position toggle switch program full display, use ACK
spring-loaded to off. Placed to after changing to new mode.
BIT momentarily, selects built-
in-test. Placed to BIT position
and held, changes display to 4-16.3. Controls and Function, Pilot/Copilot HUD
symbol generator test mode Control (THRUST CONT Lever). (fig. 4-7.1)
until switch is released. When
placed to ACK, used to CONTROLS/
acknowledge displayed fault, INDICATOR FUNCTION
completion of adjustment. or
completion of programming BRT/DIM Allows pilot/copilot to control
sequence. After ACK is used to brightness of their respective
acknowledge a fault, fault will displays.
not reappear until BIT is
selected or power is cycled off MODE/DCLT Allows pilot/copilot to select
and on. respective display modes or
declutter modes.
4-8.2 Change 7
TM 55-1520-240-10
4-16.4. Controls and Function, Display Unit.(fig. b. Copilot programming - switch set to CP-PGM.
4-7.1)
c. Operation (flight mode) - switch set to OP.
CONTROLS/ (Adjust - ADJ/ON/OFF switch to ADJ).
INDICATOR FUNCTION
4-16.6. Display Modes.
EYE SELECT Selects the proper orientation of
the symbology for left or right Symbology display modes are programmable by the pilot
eye viewing. and copilot via the converter control unit located on the
console. Modes are defined by selecting from a master
symbology menu (fig. 4-7.2 and 4-7.3). Up to eight (8)
4-16.5. Modes of Operation. display modes, four normal and four declutter can be
programmed for each user and can be selected for
There are two programming modes and one operational display using the display mode selection switch on the
mode for the HUD system selected by the programming pilot or copilot thrust control lever or on the CCU. The
switch on the CCU. The adjust mode is a sub-mode default declutter mode has a minimum symbology
under the operational mode. display of:
a. Pilot programming - switch set to P-PGM Airspeed - No. 25

Altitude (MSL) - No. 7
Attitude (pitch and roll) - Nos. 5. 6, 20, 26
Engine Torque(s) - No. 22, 23
Figure 4-7.2. CH-47D HUD Master Mode Display
Change 7 4-8.3
TM 55-1520-240-10
No. Symbol Source Range/Description

1 Angle of Pitch Scale HUD System + 30° (100 units, tic marks flash when angle of pitch is
>+ 30°)
2 Bearing to Waypoint - Doppler 0 - 359° (cursor will invert "V" when aircraft is moving
Pointer away from waypoint)
3 Compass Reference HUD System 0 - 3590 (100 units)

Scale
4 Aircraft Heading Fix HUD System Fixed Reference Mark

Index
5 Angle of Roll - Pointer Vertical Gyro, Copilot + 300 (right turn moves pointer to right, pointer flashes
> ±300)
6 Angle of Roll - Scale HUD System + 300 (100 units)
7 Barometric Altitude Air Data Transducer -1500 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, O - 3590
11 Rate of Climb Pointer Air Data Transducer ±2000 feet-per-minute (used with vertical speed scale,
No. 15)
12 Radar Altitude (AGL) - Radar Altimeter, Pilot 0 - 1000 feet (O - 200 feet, 1 foot units; 200 - 1000 feet,
Numeric 10 feet units; disappears above 999 feet, and reappears
below 950 feet)
13 Minimum Altitude Radar Altimeter, Pilot Blinking square around symbol - No. 12, set on pilot's
radar altimeter (use low set index)
Warning
14 Radar Altitude (AGL) Radar Altimeter, Pilot 0 - 200 feet (disappears at 250 feet, reappears at 225
Analog Bar feet; digital readout symbol, No. 12)
15 AGL, Vertical Speed - HUD System 0 - 200 feet/ ± 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) Inclinometer ± 2 balls (left/right)
18 MST, MEM, HOOK Master Caution Panel MST, MEM, HOOK; cannot be cleared from the display
Messages by selecting "ACK"
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.
Figure 4-7.3. CH-47D HUD Master Mode Symbology Display (Sheet 1 of 2)

4-8.4 Change 7
TM 55-1520-240-10
No. Symbol Source Range/Description

19 Sensor, Fire Warnings Light Plate Ass’y, ATn (failure of copilot VGI), MSL, IAS, FIRE; ATT,
Cockpit MSL, and IAS can be cleared from the display by se-
lecting "ACK" (See NOTE). FIRE cannot be cleared.
20 Horizon Line (pitch Vertical Gyro, Copilot Pitch: ± 30° Roll: 0 - 359°
roll)
21 Display Mode Number HUD System IN - 4N for normal modes, ID - 4D for declutter
modes
22 Torque Limits Torque Transducer (> 100%, solid box) (> 123%, Thresholds, solid box
flashes)
23 Torque - Numerics Torque Transducer 0 - 130% (flashes when engine torque separation is
greater than 5% threshold) Max % torque split between
cockpit panel and HUD is 3%
24 Ground Speed Doppler 0 - 999 knots/ O - 530 km/h (dependent on doppler)
25 Indicated Airspeed Air Data Transducer 0 - 220 knots (no symbol 00 knots and below, reappears
at 02 knots)
26 Attitude Reference HUD System Represents helicopter Indicator
27 Engines Temperature Thermocouple 0 - 9990C (O - 755 C, 20 units; 7760C - 9990C, 1°
Amplifiers units) Max split between cockpit and HUD is ±15
28 Distance to Waypoint Doppler 0 - 999.9 km
29 Bearing to Waypoint - Doppler 0 - 3590
Numeric
NOTE: After ACK is used to acknowledge a fault, the fault will not reappear until BIT is selected or power is cycled off and
on.
Figure 4-7.3. CH-47D HUD Master Mode Symbology Display (Sheet 2 of 2)
416.7. Operation.
WARNING
416.8. Starting Procedure.
Failure to remove the ANVIS neck cord
1. ADJ/ON/OFF switch - OFF. prior to operation of the HUD may
prevent egress from the aircraft in an
2. Optical unit support clamps - Installed on ANVIS. emergency and may result in serious
Verify clamps can be rotated. injury or death.
NOTE 4. ANVIS neck cord - Removed.
Check surface of lens for cleanliness. 5. Optical unit Install on ANVIS. Attach Optical Unit
Clean in accordance with TM 11-5855- (OU) to either ANVIS monocular housing. Do not tighten
300-10. OU clamp completely with thumbscrew at this time. The
OU (display) may have to be rotated to horizon after the
3. DU lens - Check. system is operating.
Change 7 4-85
TM 55-1520-240-10
NOTE NOTE
The helmet may now have to be Allow 1 minute for display warmup.
rebalanced. Display intensity is preset to low each
time ADJ/ON/ OFF switch is set from
6. EYE SELECT switch on PSCU - L or R. OFF to ON.
WARNING If a fault is displayed in the DU.

acknowledge fault and re-run BIT to
CCU ADJ/ON/OFF switch must be confirm fault. If the fault remains notify
OFF before connecting or AVUM personnel.
disconnecting quick release
connector. 11. BRT/DIM switch - As desired.
CAUTION 12. DSPL POS control As required. Center

display in field of view.
The AN/AVS-7 system should not
be used if the quick-release 13. Display aligned to horizon Check. Tighten
connector is not in working order. OU clamp.
7. PSCU Connect. Connect PSCU to 4-16.9. Operator Self Test (BIT).

quickrelease connector by rotating the
connector engagement ring. 1. BIT/ACK switch Press to BIT and hold. The
ON and FAIL LIGHT will illuminate. At end
CAUTION of BIT, FAIL indicator will extinguish (lamp
will not be visible when center console lights
Keep the protective caps on the are off).
ANVIS whenever it is not in use.
2. Display Unit(s) Verify symbol generator test
Operate the ANVIS only under
mode software for CH-47 (figure 4-7.4).
darkened conditions.
3. BIT/ACK switch - Release.
NOTE
4-16.10. Displayed System Faults.
Ensure ANVIS operator procedures have been
completed.
The system self test is divided into power-up or operator
initialized built-in-test (BIT) and in-flight BIT. The faults
8. P-PGM/OP/CP-PGM switch - OP.
result as warnings and messages that blink at a rate of
two per second in the Display Units.
NOTE
Part of the BIT is a periodic test that is performed
The system ON and FAIL lights will not be visible if the automatically along with normal system operation. This
center console lights are turned off. BIT monitors and/or tests SDC functions and/or signals.
A failure of the SDC. NAV signals, pilot’s DU, or copilot’s
9. ADJ/ON/OFF switch - ON. SYS ON and DU will illuminate the converter control FAIL light and
FAIL lights illuminate and BIT will initiate display a FAIL message CPM. SDR, SDA. PS NAV,
automatically. PDU or CPDU on the Display Unit. An ATT (gyro
invalid), IAS (indicated air speed out of range), or MSL
10. FAIL light - Check. Light should go out after (MSL altitude out of range) sensor failure warning
ten seconds. BIT is complete. message will be displayed when condition exists. ATT,
IAS, MSL, NAV, PDU, CPDU. And all SDC faults can be
cleared by setting BIT/ACK switch to ACK.
4-8.6 Change 7
TM 55-1520-240-10
Figure 4-7.4. Symbol Generator Test Mode
The following helicopter status messages are also Setting BIT/ACK switch to ACK will not clear MST, MEM,
displayed. HOOK status messages, or FIRE warning
from the DU.
1. The caption MST (first priority) indicates
operation of the master caution warning 4-16.11. Programming Procedure.
lamp. This message will disappear during
the reset of the main warning lamp NOTE
operation.
The programming procedure for the pilot
2. The caption MEM (second priority) indicates and copilot is identical except for the
that the doppler data is not updated. A location of controls on the CCU.
previous computed data is available. This
message will appear simultaneously with the 1. Select mode to be programmed (IN through
MEM lamp on the doppler operating panel. 4N). The first mode that will appear is "IN"
(Normal Mode 1).
3. The caption HOOK (third priority) indicates
the selected cargo hook has been opened in 2. P-PGM/CP-PGM/OPR switch - P-PGM or
the helicopter. The message will appear CP-PGM.
after the reset of the master caution warning
light when any of the cargo hooks have been
opened.
Change 7 4-8.7
TM 55-1520-240-10
3. "PROG" blinking in display Check. Verify NOTE

that a complete set of symbology is displayed and
attitude reference symbol is blinking. Verify "PGM" is If MODE 14/DCLT switch is toggled to
displayed in the HUD FAIL message location for the DU DCLT a second time the display will
not being programmed. cycle back to the DCLT’s normal mode
(1N-4N). The MODE 1-4/DCLT switch
4. BIT/ACK switch ACK to program the full must be set to MODE 14 to advance to
display or go to step 5 and select desired another normal mode.
symbols.
9. Repeat steps 4 through 7. for declutter.
5. PGM SEL/NXT control SEL to select symbol.
Selected symbol stops blinking. If symbol is 10. Mode 1-4/DCLT switch - As required.
not desired, toggle switch to NXT and the
symbol will disappear. 11. Repeat steps 4 through 10 until all desired
modes are programmed.
NOTE
12. P-PGM/CP-PGM/OP switch - OP.
All symbols have been programmed when
the "PROG" annunciator is the only symbol WARNING
flashing.
An improperly adjusted barometric
6. BIT/ACK switch - ACK. (Hold switch to ACK altimeter will result in an improperly set
for one second.) HUD barometric altitude display.
NOTE
7. "OK" displayed - Check. ("OK" will be
displayed for two seconds.) Barometric altimeter set to the most current
altimeter settings, field elevation.
NOTE
4-16.12. Adjustment of Barometric Altitude, Pitch,
If programming is not accepted, "FAIL" will be and Roll.
displayed. If a fail message is displayed,
attempt to reprogram the same mode, if fail 1. Ensure P-PGM/OP/CP-PGM switch is in the
reappears notify maintenance. OP position.
Declutter mode is recognized by flashing 2. ADJ/ON/OFF switch - Pull and set to ADJ.
ground speed indicator in lieu of attitude
reference symbology. NOTE
8. MODE 1-4/DCLT switch - DCLT (ID through Changes to barometric altimeter settings
4D). The first DCLT mode that will appear is will require a corresponding change to
"ID" (Declutter Mode 1). the HUD barometric altitude. Each 0.01
inch change in pressure equals 10 feet.
3. ADJ blinking in display - Check.
4. INC/DEC switch - as required.
5. BIT/ACK switch - ACK.
4-8.8 Change 7
TM 55-1520-240-10
6. Repeat steps 3 through 5 for pitch and roll.

4-16.14. System Shutdown Procedure.
7. ADJ/ON/OFF switch - ON.
1. Set ADJ/ON/OFF switch - OFF.
116.13. In-flight Operation.
2. Turn off ANVIS.
WARNING
WARNING
Whenever the symbology displayed
in the DU is suspected of being CCU ADJ/ON/OFF switch must be OFF
incorrect the pilot will compare the before connecting or disconnecting
data with the aircraft instrument quick-release connector.
indicator and take the appropriate
action. WARNING
Do not disconnect DU by pulling on the
WARNING cable connected to the PSCU. The DU
could be damaged or the cable may
Excessive brightness of the separate from the PSCU creating an
symbology display may impair vision explosive atmosphere hazard.
outside the cockpit.
WARNING
WARNING
Do not attempt to egress the aircraft
Interruption of electrical power, such without performing disconnect as this
as change over from APU generator to may result in neck injury.
NO. 1 and NO. 2 generators and vice
versa, will cause the DU to default to CAUTION
minimum brightness and normal
MODE IN. Any adjustments made to Do not disconnect DU by pulling on the
the barometric altitude, pitch and roll cable. To do so may damage the DU.
prior to flight will be lost, thereby
decreasing the accuracy of the 3. Display Unit - Disconnect. Disconnect DU
barometric altitude, pitch and roll. by grasping the PSCU and rotating the
quick-release connector engagement ring
1. BRT/DIM switch - As desired. and pull downward. Remove OU by
loosening thumb-screw on OU and remove
NOTE OU from the ANVIS and place into protective
storage case.
Whenever the symbology is interfering
with the outside visibility. declutter may 4. Reattach neck cord to ANVIS.
be selected to remove symbology.
2. MODE 1-4/DCLT switch - As required.
Change 7 4-8.9
TM 55-1520-240-10
4-16.15. Emergency Egress emergency condition and whether or not the ANVIS
goggles will be needed following egress. The available
The quick-release feature allows you to exit quickly from means of disconnect are as follows:
the aircraft in an emergency without:
a. Release the ANVIS goggles from the helmet.
a. Damaging or turning the unit off.
b. Disconnect the OU from the ANVIS goggles via
b. Getting tangled in cords. the thumbscrew.
c. Being restrained in the cockpit by hardwired c. For routine disconnect, take hold of PSCU and
connections. rotate the quick-release connector engagement
ring and pull downward.
d. Remvoing ANVIS.
d. For emergency disconnect. take hold of PSCU
It is up to the operator to determine the desired and pull down.
mode of disconnect based upon his evaluation of the
4-8.10 Change 7
TM 55-1520-240-10
SECTION II ARMAMENT
4-17. Armament Subsystems. a. Maximum traverse (table 4-1) of the machine gun
are controlled by stops on both sides of the cam on the
The armament subsystems, (fig. 4-8) are the M24, and pintle post.
M41 machine guns installed in the cabin door, cabin
escape hatch, (M24) and on the ramp (M41). The two b. Maximum elevation and depression are controlled
flexible 7.62 mm machine guns (M60D) (fig. 4-9) are by cam surfaces on the pintle.
free pointing but limited in traverse, elevation, and c. The quick-release pin (fig. 4-12) is attached by
depression by cam surfaces, stops on the pintles, and cable to the mount bracket of the mount and fastens the
pintle posts of the left and right mount assemblies (fig. mount bracket to the rear bracket at the helicopter
4-10). Spent cartridges are collected by an ejection opening.
control bag on the right side of the machine gun, and an
ammunition can is on the left side (fig 4-11). d. The shock cord (fig. 4-13) is fastened to the mount
bracket and to the machine gun when stowed.
4-18. Machine Gun.
4-22. Operation - Armament Subsystem M24.
The 7.62 machine gun (M60D) is a link-belt-fed gas-
operated air-cooled automatic weapon. Refer to TM Operate the ARMAMENT SUBSYSTEM M24 as de-
9-1005-224-10 scribed in the following paragraphs.
4-19. Mount Assemblies (M24). 4-23. Preflight Checks. The preflight check consists
The mount assemblies (fig. 4-12) are installed on mount- of the following:
ing brackets fastened inside the helicopter and secured 1. Machine Gun M60D – Check to make sure
with mounting pins. that gun is thoroughly cleaned and lubricated,
operable, and secured on the pintle with the
4-20. Machine Gun Controls. quick-release pin (fig. 4-16).
For information on the operation and maintenance of 2. Ejection control bag (fig. 4-14) – Installed
the M24 and M41 machine gun systems, refer to TM and securely latched.
9-1005-224-10 and 9-1005-262-13.
3. Ammunition can (fig. 4-15) – Installed on ma-
chine gun and loaded.
4. Safety – Push button to safe (S) position, aim
To prevent injury to personnel, the cocking at clear area, and try to fire the unloaded
handle must be returned to the forward or machine gun.
locked position before firing. 5. Mount – Secured and checked for free pintle
movement.
6. Extra ammunition boxes – Properly stowed.
4-24. Before Takeoff Check.
Pressing the trigger to release the bolt ac-
complishes feeding and releasing of the fir- 1. Check the weapon safety is on – (S) position.
ing mechanism. Unless firing is intended, 2. Inspect the chamber to be sure it is clear.
make sure the machine gun is cleared of
cartridges before pressing the trigger. Table 4-1. Armament Subsystem M24 Data
Effective range 1100 meters (max)

Rate of fire 550-650 rnds per min.
To prevent damage to the cartridge tray Length, overall 44.875 in.
when no ammunition is in the machine gun, Sighting Aircraft ring and post type
retard the forward force of the released bolt Total traversing capability - left side 122°
by manually restraining forward movement Total traversing capability - right side 127°
of the cocking handle. Depression and elevation limits:
Left side maximum depression 67°30’
4-21. Mount Assembly Stops, Cams, Quick- Left side maximum elevation 7°30’
Release Pin, and Shock Cord (M24). Right side maximum depression 73°
The mount stops, cams, quick-release pin, and shock Right side maximum elevation 7°
cord have the following functions:
4-9
TM 55-1520-240-10
Figure 4-8. Armament Subsystem
4-10
TM 55-1520-240-10
Figure 4-9. Machine Gun M60D
3. Close the cover and secure the machine gun in c. Load the linked cartridges into the machine
stowed position. gun.
4-25. Inflight Operation. Inflight operation consists NOTE

of the following: Inspect the linked cartridges to make sure
1. Preparation for firing. they are securely positioned in the links.
a. Check the machine gun to see that it is
secured with a quick-release pin on the
pintle (fig. 4-16). NOTE
b. Check the machine gun for freedom of move- The pilot will alert the gunners when there is
ment in elevation, depression, and traverse. need to fire the machine gun.
4-11
TM 55-1520-240-10
Figure 4-10. M24 Mount
Figure 4-11. Ammunition Can and Ejection Control Bag
4-12
TM 55-1520-240-10
Figure 4-12. Right Machine Gun Mount - Installed
Figure 4-13. Machine Gun Stowed on Right Mount
4-13
TM 55-1520-240-10
Figure 4-14. Ejection Control Bag - Installed
4-14
TM 55-1520-240-10
Figure 4-15. Ammunition Can - Installed
4-15
TM 55-1520-240-10
2. Firing. b. Retract the bolt by pulling the handle fully

With the machine gun loaded and aimed, push the rearward until the sear engages and then
safety button to fire (F) position. Because of the low push the handle to forward position. Move
rate of fire, single cartridges or short bursts can be fired. the cover latch rearward to the horizontal
The trigger must be completely released for each shot to position and then raise the cover. Remove
fire single cartridges or to interrupt firing. When the the linked cartridges.
ammunition is exhausted, the last link will remain in the c. Inspect the chamber to be sure it is clear,
cartridge tray. Remove the link and the end plug by d. Close the cover and secure the machine gun
hand after the cover is opened for loading. in stowed position.
4-26. Ammunition.
The M60D machine gun is used for both the M24 and
Do not fire the M24 machine guns unless the M41 armament subsystems. The ammunition for 7.62
ejection control bags are installed. Failure to mm machine gun M60D is classified as small arms
install the bags before firing the machine ammunition and is issued in linked belts. Issue is in
guns could cause the brass and links to be proportion by types to meet tactical requirements (table
ejected overboard and ingested into the en- 4-2).
gines if engine screens are removed.
Table 4-2. Authorized Cartridges
7.62-millimeter: AP, NATO M61
7,62-millimeter: Ball, NATO M59
7.62-millimeter: Ball, NATO M80
The M24 machine guns are not to be fired
7,62-millimeter: Tracer, NATO M62
unless RRPM is at minimum beep or higher.
7,62-millimeter: Dummy, NATO M63
3. After Firing Operation.

a. Push the safety button to safe (S) position, 4-27. ARMAMENT SUBSYSTEM M41.
aim at safe area, and try to fire the machine Armament subsystem M41 is installed at the rear edge
gun. of the ramp. The mount has a pintle and post with
Figure 4-16. Machine Gun Positioned on Pintle – Left Side Shown
4-16
TM 55-1520-240-10
limiting cam surfaces similar to those on armament 4-28. Mount Assembly (M41).
subsystem M24 mount assembly. The machine gun, The mount is positioned on the lugs of the ramp bracket
ammunition can, and ejection control bag are the same and is secured with a quick-release pin (fig. 4-17).
as those on armament subsystem M24.
NOTE
If the bracket must be installed, be sure to
center it along the rear edge of the loading
ramp.
4-29. Mount Assembly Stops, Cams, Quick-

Release Pin, and Elastic Cord (M41). The mount
stops, cams, quick-release pin, and elastic cord have the
following functions:
a. Maximum traverse, elevation, and depression of
the machine gun M60D are controlled by cam surfaces
and stops on the pintle and the pintle post (table 4-3).
b. The quick-release pin, attached by cable to the rear
of the mount, secures the mount to the ramp (fig. 4-17).
c. The elastic cord is fastened to the mount and the
machine gun when holding it in a stowed position.
Table 4-3. Armament Subsystem M41 Data
Effectivc range 1100 meters (max)

Rate of fire 550-650 rnds per min.
Length, overall 44.875 in.
Sighting Aircraft ring and post type
Total traversing capability 94°
Elevation 12°30’
Depression 69°
4-30. Operation - Armament Subsystem M41.

Operation of the armament subsystem M41 is the same
Figure 4-17. M41 Mount - Installed on Ramp as operation of the M24.
4-17
TM 55-1520-240-10
SECTION Ill CARGO HANDLING SYSTEMS
4-31. Winch/Hoist System. NOTE

A 3,000-pound-capacity hydraulically operated winch The cable cutter arming device must be
plugged into the receptacle on the auxiliary
(fig. 4-18) is mounted on the floor in the right forward
control panel at sta 95 (fig. 4-21) and the
cabin at sta 120. Hydraulic power cooperate the winch cable speed selector lever must be at
is supplied by the utility hydraulic system. The winch CARGO to complete the winch control cir-
(fig. 4-19) has 150 feet of usable ¼ inch cable. It is cuit for cargo operations. The cable cutter
capable of winching up to 12,000 pounds of cargo with arming device must be plugged into the
the aid of pulley blocks. When used in hoisting mode receptacle on the overhead above the utility
(fig. 4-26), the load is limited to 600 pounds. The winch hatch (fig. 4-23) and the cable speed selector
has two maximum reeling speeds: one for cargo loading lever must be at RESCUE to complete the
(20 fpm) and one for hoisting (100 fpm). When the hoist control circuit for hoisting operations.
winch is used for cargo loading, a selector control lever
on the cable drum housing is moved to CARGO. When
a. Winch control switches (overhead switch panel).
the winch is used for hoisting, the selector control lever
is moved to RESCUE. A mechanical braking device (1) Hoist master switch. A toggle hoist master
automatically locks the cable drum when power is off, switch is on the hoist control panel (fig. 4-20).
preventing loss of load control through cable payout. If The switch (labeled HOIST MSTR) has po-
the winch cable load exceeds 3,200 pounds, an overload sitions marked REMOTE, OFF, and PLT.
switch will automatically stop the winch. The free end of When the switch is at REMOTE, electrical
the winch cable is equipped with a metal ball which power from the 28-volt No. 1 DC bus, through
locks into one end of a quick-disconnect device that is the HOIST CONT circuit breaker, energizes
used to attach hooks to the cable. Both ends of the cable the winch arming switch on the winch/hoist
are painted red for 20 feet to alert the operator that the control grip. Once this switch is pressed, the
winch cable switch, also on the grip, is ener-
cable end is approaching. In CARGO mode, the winch
gized, allowing the winch reeling speed to be
will automatically stop when the cable is reeled out 150 controlled at the hoist operator’s station.
feet, and at 3 feet when the cable is reeled in. In When the master switch is at PLT, electrical
RESCUE mode, the winch will stop when the cable is power energizes the hoist control switch on
reeled out 150 feet and at 28.5 feet when the cable is the overhead switch panel, which gives the
reeled in. pilot control of the hoisting system. When the
switch is at OFF, power is removed from the
4-32. Winch Controls. hoist control switches at both stations.
The winch can be controlled from the cockpit by (2) Hoist control switch. A spring-loaded,
switches on the overhead switch panel (fig. 4-20) or rheostat-type switch is provided for hoist
from the cargo compartment by switches on the winch/ control and is on the hoist control panel. The
hoist control grip. The switches in the cockpit override switch (labeled HOIST) has positions marked
the switches on the control grip, enabling the pilot to OFF, IN, and OUT. When the hoist master
assume control of hoisting operations in an emergency, switch is at PLT, electrical power, from the
When operating from the cargo compartment, the winch- 28-volt No. 1 DC bus through the HOIST
hoist control grip can be plugged into a receptacle on CONT circuit breaker, energizes the hoist
the auxiliary control panel (fig. 4-21) at sta 95, the hoist control switch. Then the switch is moved to
IN or OUT, the hoist brake release solenoid
operators panel at sta 320 (fig. 4-25), or the receptacle valve is energized open. The open valve ap-
at sta 502 (fig. 4-22) by an extension cord. The winch can plies hydraulic pressure through the hoist
also be manually operated from the cabin. These con- control valve to the winch to turn the cable
trols are for emergency use only. The controls are drum in the appropriate direction. The speed
mounted on the structure in the heater compartment. of the cable is proportional to hoist control
Instructions for manual operation of the winch are on switch movement. When the switch is re-
the structure above the control valves and instructions leased, the switch assumes the center OFF
in this section. Electrical power to operate and control position. In addition, the brake release sole-
the winch is supplied by the 28-volt No. 1 DC bus noid valve is deenergized closed, which re-
through two circuit breakers on the No. 1 PDP. These moves hydraulic pressure to brake the cable
two circuit breakers are marked HOIST CABLE CUT- drum.
TER and HOIST CONT. (3) Cable cutter switch. A cable cutter switch is
on the left side of the hoist control panel. The
guarded switch (labeled CABLE CUT) has
4-18
TM 55-1520-240-10
Figure 4-18. Winching System
4-19
TM 55-1520-240-10
NOTE NOTE
WHEN THE LOAD TO BE WINCHED IS RESTING ON THE THE CABLE SPEED WHEN WINCHING IS 20
HICHS ROLLERS, THERE IS NO REQUIREMENT TO USE FEET PER MINUTE; HOWEVER THE LOAD
PULLEYS. ENSURE THAT THE PULLEY NEXT TO THE WILL MOVE AT THE FOLLOWING RATES:
WINCH MOTOR IS INSTALLED JUST FORWARD OF STA- 3,000 LB — 20 FEET PER MINUTE. 6,000 LB
TION 120, RIGHT HAND SIDE OF THE AIRCRAFT. — 10 FEET PER MINUTE. 9,000 LB — 6.6 FEET
PER MINUTE, AND 12,000 LB — 5 FEET PER
MINUTE.
22386
Figure 4- 19. Winch Capabilities (Sheet 1 of 2)
4-20
TM 55-1520-240-10
Figure 4-19. Winch Capabilities (Sheet 2 of 2)
4-21
TM 55-1520-240-10
Figure 4-20. Hoist Control Panel
Figure 4-22. Winching Receptacle (Station 502)
Figure 4-21. Auxiliary Control Panel (Station 95) Figure 4-23. Overhead Cable Cutter Receptacle
positions marked ON and OFF. When the cable. When the switch is at OFF, the cable
switch is at ON, electrical power from the cutter circuit is deenergized.
28-volt No. 1 DC bus, through the CABLE
CUTTER circuit breaker, detonates a ballis- b. Winch control switches (fig. 4-24). A portable
tic cartridge in the cable cutter which cuts the pistol-shaped control grip contains a built-in mi-
crophone switch and a number of other switches
4-22
TM 55-1520-240-10
(1) Winch arming switch. The winch is armed for

use by a trigger-type, spring-loaded switch.
When the swtich is pressed, a circuit closes,
arming the control circuits of the winch hy-
draulic motor. When the switch is released,
the circuit opens, rendering the winch inop-
erable.
NOTE
The winch arming switch must be pressed to
operate the winch.
(2) Winch cable switch. Winch cable reeling is

controlled by a rotary switch on the left side
of the control grip. Action markings around
the switch are IN, OFF, and OUT. The
switch is spring-loaded to center OFF posi-
tion. When the switch is moved to IN or
OUT, a selector valve in the winch hydraulic
system is electrically actuated, providing hy-
draulic pressure to turn the cable drum. The
speed of the cable is proportional to cable
switch movement in either direction.
Figure 4-24. Winch/Hoist Control Grip (3) Cable cutter switch. A pushbutton switch on
the upper shoulder of the control grip actu-
ates the cable cutter. A metal guard marked
CABLE CUTTER prevents accidental clos-
ing of the switch. When pressed, the switch
closes a circuit, providing electrical current to
fire a ballistic cartridge in the cable cutter.
The firing propels a cutter which cuts the
cable.
(4) A cargo hook release switch.
(5) Microphone switch.
When using the microphone switch on the

hoist control grip, be careful not to press the
cargo hook switch.
4-33. Winch Operation.

With hydraulic and electrical power available, the winch
can be operated from the cockpit or from the cargo
compartment, in either the cargo mode (for winching
cargo into the cargo compartment via the ramp) or in
the rescue mode (for rescue or hoisting small cargo
through the rescue hatch).
a. Control settings and electrical connections for op-
erating the winch in the cargo mode from the
Figure 4-25. Hoist operators Panel (Station 320) cockpit are as follows:
used in hoisting, winching, and cargo hook opera- (1) Cable speed selector lever on the winch –
tions. A receptacle for plugging in the extension CARGO.
cord cord is in the butt end of the grip. A hook (2) Cable cutter arming device (or adapter cable,
extending from the side of the grip is used to hang pig-tail) – Plugged into the auxiliary control
the grip in its stowed position on the hoist control panel, in the heater compartment at sta 95.
panel. The switches contained in the grip are as (3) Hoist master switch on the cockpit overhead
follows: panel – PLT.
4-23
TM 55-1520-240-10
(4) Hoist control switch on cockpit overhead (5) Winch arming switch on the winch/hoist con-
panel – OUT, OFF, or IN as required to trol grip – Depress.
control direction and speed of cable. (6) Winch cable switch on the winch/hoist control
b. Control settings and electrical connections for op- grip – OUT, OFF, or IN as required to
erating the winch in the cargo mode from the cargo control direction and speed of the winch
compartment are as follows: cable.
(1) Cable speed selector lever on the winch – e. Rigging and operating procedures for use of the
CARGO. winch in the cargo mode are as follows:
(1) Using the hoist control switch on the cockpit
(2) Cable cutter arming device (or adapter cable, overhead panel or on the winch/hoist control
pig-tail) – Plugged into the auxiliary control grip – reel out the winch cable as required
panel, in the heater compartment at sta 95. for rigging. As the cable is being reeled out, a
(3) Hoist master switch on the cockpit overhead crewman should maintain tension on the
panel – REMOTE. cable to avoid snarling and kinking. After the
cable is extended, the usable cable length will
(4) Winch/hoist control grip – Plugged into ei- be checked to ensure that the cable is free of
ther the auxiliary control panel in the heater any broken strands or definite bends that may
compartment, sta 95, the hoist control panel, reduce the cable capability.
right side sta 320, or the receptacle, left side
sta 502.
(5) Winch arming switch on the winch/hoist con- Do not exceed 3,000 pounds single line pull.
trol grip – Depress. Overload will result in the winch overload
(6) Winch cable switch on the winch/hoist control switch actuating to stop the winch.
grip – OUT, OFF, or IN as required to
control direction and speed of winch cable. (2) Remove the pulley from the pulley blocks by
removing the quick-release pins. Reeve the
c. Control settings and electrical connections for op- cable through pulley as required to provide
erating the winch in the rescue mode from the the required pull and angle of entry (fig. 4-26
cockpit are as follows: (Sheet 1 of 2)) for rigging configurations for
(1) Cable speed selector lever on the winch – various loads. Install the pulley blocks and
RESCUE. secure them with the quick-release pins.
(2) Cable cutter arming device – Plugged into
the overhead receptacle above the rescue
hatch.
The cable quick-disconnect cover guard must
(3) Hoist master switch on the cockpit overhead be installed during all cargo operations.
panel – PLT. Otherwise, the hook assembly can be inad-
(4) Hoist cable switch on the cockpit overhead vertently disconnected from the winch cable
panel – OUT, OFF, or IN as required to which can result in serious injury to person-
control the direction and speed of the winch nel.
cable.
(3) Attach the winch cable to the cable hook
d. Control settings and electrical connections for op- assembly by depressing the lock rings on each
erating the winch in the rescue mode from the end of the quick-disconnect device, inserting
cargo compartment are as follows: the ball ends of the winch and hook assembly
(1) Cable speed selector lever on the winch – cables into the quick-disconnect device and
RESCUE. releasing the lock rings. Install the quick-
disconnect cover guard.
(2) Cable cutter arming device – Plugged into
the overhead receptacle above the rescue (4) Attach the winch cable to the load.
hatch.
(3) Hoist master switch on cockpit overhead
panel – REMOTE. Personnel not required for the winching
(4) Winch/hoist control grip – Plugged into the operation must remain well clear of the
receptacle on the hoist control panel, right winch cable to prevent possible injury should
side, sta 320. the cable break.
4-24
TM 55-1520-240-10
block over the rescue hatch (fig. 4-26 (Sheet 2

of 2)).
(3) Reeve the cable through the pulley at each
Slack must be removed from the cable train location by first removing the quick-release
before applying the fill load to the winch pin, removing the pulley and positioning the
system to prevent shock and overload of the cable over the pulley. Reinstall each pulley
system. and secure with the quick-release pin (fig.
4-26 (Sheet 1 of 2)).
(5) Reel the cable in slowly until all slack in the
cable is removed. Then winch the load into
the cargo compartment to the desired posi-
tion.
Chock vehicles and wheeled cargo before

disengaging cable hook. Injuries to person-
nel can result from uncontrolled rolling of
the load.
(6) Reel out the cable slowly to provide slack in

the cable. The hook can either be left at-
tached to the load or disconnected. If the
hook is disconnected, it should be attached to
a tiedown fitting to prevent in-flight vibra-
tions damage to the cargo floor.
f. Rigging and operating procedures for use of the
winch in the rescue mode are as follows:
NOTE
The cargo hook assembly must be removed
from the rescue hatch.
(1) Using the hoist control switch on either the

cockpit overhead panel or on the winch/hoist
control grip, reel out the winch cable as
required for rigging. As the cable is being
reeled out, a crewman should maintain ten-
sion on the cable to avoid snarling and kink-
ing. After the cable is extended, the usable
cable length will be checked to ensure that
the cable is free of broken strands or definite
bends that may reduce the cable capability.
Some pulley block assemblies have flanges

with cable retainer pins as shown in fig. 4-26
(Sheet 1 of 2). These pins should be installed
only if the cable makes a wrap angle of 180°
or more around the pulley. Otherwise, the
cable will bind on the pins and overload the
winch and cable. When not in use, the pins
and attaching hardware should be stowed in
the container provided for the hoist accesso-
ries.
(2) Install the pulley block assembly on the floor

at sta 140, the overhead on the aft face of sta
120 bulkhead and the cable cutter pulley Figure 4-26. Hoisting System (Sheet 1 of 2)
4-25
TM 55-1520-240-10
Figure 4-26. Hoisting System (Sheet 2 of 2)
4-26
TM 55-1520-240-10
The quick-disconnect cover guard must be

installed during rescue and cargo opera-
tions. Otherwise, the hook assembly can be
inadvertently disconnected from the winch
cable which can result in loss of life or the
load or serious injury to operating person-
nel. For personnel rescue, the cable must
touch the ground or water prior to touching
personnel or a dangerous static electrical
shock may result.
(4) Attach the winch cable to the cable hook

assembly by depressing the lock rings on each
end of the quick-disconnect device, inserting
the ball ends of the winch and hook assembly
cables into the quick-disconnect device and
releasing the lock rings. Install the quick-
disconnect cover guard.
Slack must be removed from the cable train

before applying the full load to the winch
system to prevent shock and overload of the
system and possible injury to the personnel
being hoisted.
Ensure that the load is clear of the ground

and all obstacles before proceeding from
hover to forward flight. Do not exceed 600
pounds. An overload can result in damage or
failure of the support structure for the over-
head cable pulley.
(5) Reel the cable out and attach the cable hook
to load - Reel in or out as required.
g. When electrical power to the winch is not avail-
able, the winch may be operated in emergency
mode as follows:
When the winch is operated in emergency

mode, the cable limit switches are disabled.
To avoid kinking the cable stop the winch
when there is no less than 3 turns of cable on
the drum. Stop reeling the cable in when the
quick-disconnect guard assembly contacts
the pulley and fairlead (fig. 4-18).
(1) Remove electrical connectors from the hoist

control valve and hoist control shutoff valve
on the left bulkhead of the heater compart- Figure 4-27. Hoist Control Valve and Hoist
ment (fig. 4-27). Control Shutoff Valve
4-27
TM 55-1520-240-10
(2) Break the shear wire on the knurled knob of utility hatch marked CABLE CUTTER. The cable
the hoist control valve. cutter cartridge is to be checked for total time prior to
(3) Push in the plunger on the hoist control any hoisting or rescue operations. The cartridge should
shutoff valve and rotate it 90 degrees to lock not-be used after 8 years from date of manufacture and
the valve open. should also be replaced after 1 year of installed service
life. Cartridges are considered over age when either
(4) Turn the knurled knob on the hoist control limit is exceeded.
valve clockwise to reel the cable out or coun-
terclockwise to reel it in. Return the knob to
the center (detent) position to stop the winch.
(5) When use of the winch is completed, turn the If personnel are in the cargo compartment
plunger on the hoist control shutoff valve to when a load is jettisoned, make sure that
unlock and extend it. they remain aft of the rescue hatch and face
away from the cable cutter. The hoist cable
4-34. Winching Accessories. can whip forward when it is cut and particles
can be ejected from the cable cutter.
Accessories are provided for winching and hoisting
operations. Employment of these accessories is deter-
mined by winch usage. A compartment bag is attached e. Cable Cutter Arming Device. The arming device
to the bulkhead wall above the winch for stowage of consists of an electrical wiring harness with electrical
winching accessories. connectors at either end. This device is used to arm the
cable cutter during hoisting operations. A connector at
a. Cable Pulleys. A sufficient number of pulleys are one end of the device couples with the threaded recep-
provided to permit routing the winch cable for winching tacle in the cable cutter; the connector at the other end
and hoisting operations. The pulleys are equipped with of the device plugs into a receptacle above the utility
snap-lock fasteners for attachment to tiedown fittings or hatch and is labeled CABLE CUTTER.
shackles as required.
f. Extension Cord. A 15-foot extension cord is pro-
b. Cable Hook. A 2-ton-capacity removable hook is vided to allow mobility of the winch or hoist operator,
provided for use in winching and hoisting operations. Electrical connectors at each end of the cord connect
Extending from the hook is a length of ¼ inch cable, with receptacles in the winch control grip and in the
equipped with a metal ball which locks into a quick- hoist control panel. This cord is the only means of
disconnect device that is used for attaching the hook to plugging in power to the switches on the control grip.
the cable. The full-swiveling hook contains a spring snap
lock to prevent opening of the hook and accidental loss g. Safety Harness. A safety harness is provided for
of cargo. the hoist operator in operations involving the use of the
rescue hatch. The harness permits complete freedom of
c. Quick-Disconnect Device. The quick-disconnect movement while affording a measure of safety in pre-
device permits rapid connecting and disconnecting of venting the wearer from falling through the door open-
winch cable hooks. The device consists of a short length ing. The safety harness is attached to a fitting on the
of steel with socket cavities at each end. The sockets are wall of the cargo compartment near the hoist control
enclosed by spring-loaded rings that rest against flared panel or a floor tiedown fitting.
rims on either edge of the device. The lockrings are
depressed to admit the ball ends of the cables into the 4-35. Hoisting System.
sockets and snap into place when released, securing the The hoisting system (fig. 4-26) is used for air rescue and
ball ends of the cables in a positive connection. A guard for aerial loading of smaller general cargo through the
is supplied with the quick-disconnect device. When utility hatch. The hoisting system differs from the
installed, it prevents the hoist operator from inadvert- winching system only in the manner in which the cable
ently operating the quick-disconnect device when assist-
is reeved and the mode selected at the winch. Hoisting
ing a rescued person into the helicopter. operations require the winch cable to be reeved over-
d. Cable Cutter. In hoisting operations, there is al- head and the hoist load capacity to be limited to a
ways a possibility that the cable hook might snag, maximum of 600 pounds. The winch cable hook is used
resulting in critical strain on the hoisting system and for hoisting operations together with the cable cutter
restriction of helicopter mobility. The cable cutter pro- which provides for quick release of the paid out cable
vides a means of quickly severing the snagged hook by and hook in event of emergency. On those aircraft
cutting the cable. The cable cutter consists of a housing, provided with pulley block assemblies having pins as
two follower rollers that permit free travel of cable shown in fig. 4-26 (Sheet 1 of 2), the following instruc-
through the housing, a cutting shell, a ballistic cartridge, tions apply: When the hoisting system is reeved as
and a threaded receptacle for an electrical connector. shown in fig. 4-26 (Sheet 2 of 2), the pins and their
The cutter housing is split to allow reeving the cable and retaining hardware are to be installed only if the cable
is bolted to a pulley bracket through two holes in the makes a wrap angle of 180° or more around the pulley.
housing. The cable cutter is armed by coupling an When not in use, the pins and their retaining hardware
arming device to the receptacle in the cutter -housing are to be stowed in the container provided for hoist
and plugging the device into the receptacle above the accessories.
4-28
TM 55-1520-240-10
to lay on the cargo floor or access door

WARNING panel during inspection or use. The exces-
sive tension placed on the triple emergen-
To prevent dangerous electrical shock to cy release cable housing assembly may
personnel being hoisted, the cable must partially dislodge the housing and engage
touch the ground or water prior to contact- or activate the forward and aft hook emer-
ing personnel. gency release mechanism. This may
4-36. Static Line Retriever. cause an inadvertent release of loaded
forward and aft hook assemblies in flight.
A static line retriever is provided with the static line an-
chor cable (fig. 4-28). The retriever is used to haul static 4-38. Center Cargo Hook. The position of the center
lines into the helicopter at the completion of a paradrop cargo hook is such that the load is suspended beneath
mission and can also be used to haul in a paratrooper the CG of the helicopter at sta 331. The hook assembly
hung up on a static line. The static line anchor cable and consists of a hook, hydraulic actuator, and a release
retriever are installed and operated as follows: mechanism. The hook is suspended by means of a beam
which is mounted inside the rescue hatch. This beam
a. Install the anchor cable between sta 120 and 592. rotates within its mounting supports for longitudinal
NOTE swing. The hook pivots about its attachment bolt for later-
al swing. The cargo hook system is normally operated
Do not allow the cable to sag more than 6 hydraulically by pressure from the utility hydraulic sys-
inches. tem. In the event of a loss in utility system pressure, the
b. Plug the cable cutter into the auxiliary control pan- cargo hook can be opened pneumatically or manually.
el at sta 95 and move the speed selector on the winch to The cargo hook contains a spring-tensioned keeper
CARGO. which prevents accidental loss of cargo through slippage
c. Plug the winch control grip into the power recep- of the sling rings. When not in use, the cargo hook can
tacle at sta 502 on the left side. be removed from the hatch since both the electrical and
hydraulic lines are equipped with quick-disconnectors or
d. Reeve the winch cable through a pulley attached the cargo hook can be stowed. The cargo hook and beam
to a 5,000-pound tiedown fitting at sta 140, buttline 20 left assembly must be removed for rescue operations
and then through another pulley attached at sta 120, through the hatch.
buttline 18 left (fig. 4-28).
4-39. Center Cargo Hook Loading Pole.
e. Reel out enough cable to allow the cable to rest on
the floor and out of the way of personnel. Attach a quick-
disconnect and cover guard to the winch cable. WARNING
f. When the static lines are ready to be retrieved, reel
out additional cable and attach the retriever to the winch Make sure the ground cable is connected.
cable. Reel in sufficient cable; then disconnect the static With the rotors turning, static potential be-
lines from the anchor cable. tween the helicopter and a load on the
4-37. Triple Cargo Hook System. ground can be as high as 40,000 volts.
Three external cargo hooks are provided for attaching A cargo hook loading pole (fig. 4-29) is provided for pick-
external cargo. The hooks can be used with a single load ing up the sling loop of external cargo loads from inside
on one hook, two hooks in tandem (forward and aft the helicopter. The loop is then placed on the cargo hook
hooks), or individual loads on three hooks. The tandem by hand. The pole has a hook at one end and a cable at
hook configuration provides improved load stability at the other end. The cable is attached to the fuselage to
higher airspeeds. With the triple hook system, up to three prevent accidental loss of the pole when in use and to
loads can be deposited at different locations during a provide a discharge path for static electricity. When not
single mission. The forward hook is at sta 249. The cen- in use, the pole is stowed on the lower right side of the
ter hook is at sta 331. The aft hook is at sta 409. cabin at about sta 360.
4-40. Forward and Aft Cargo Hooks.
All hooks have normal release modes, emergency re-
lease modes, and manual release modes. Normal re- The forward and aft cargo hooks (fig. 4-31) are at-
lease mode can be controlled by both pilots or by the tached to bottom centerline of the helicopter at sta 249
hoist operator. Emergency release of all hooks can be and 409. Unlike the center hook, these hooks are not
performed electrically by either pilot or manually by the accessible to the crew in flight. Both hooks have elec-
crew member. trical normal and emergency release mechanisms. The
normal mechanisms can be operated by either pilot or
by the hoist operator. In an emergency, both hooks can
CAUTION also be released from the cockpit through a dedicated
emergency release circuit or manually by the hoist
Do not lift or rotate the center cargo hook operator. A knurled knob on the side of each hook
into the cabin area or allow the mid hook allows the hook to be opened by a ground crewman. A
Change 18 4-29
TM 55-1520-240-10
Figure 4-28. Static Line Retriever System
4-30
TM 55-1520-240-10
the cyclic sticks and also to the CARGO HOOK

ARMING switch at the hoist operator’s station. OFF
position is used to close the mid cargo hook. RESET
position is used to turn off the FWD, MID, and/or AFT
HOOK OPEN caution capsule(s).
b. CARGO HOOK SEL Switch. The CARGO
HOOK SEL (select) switch is on the CARGO HOOK
panel on the overhead switch panel. It is a five position
rotary switch marked HOOK SELECT. The switch
positions are FWD, MID, AFT, TANDEM, and ALL.
The position of this switch determines which hook or
hooks open when the CARGO HOOK RELEASE
switch on either cyclic stick or the hoist operator’s grip
is pressed.
c. CARGO HOOKARM Switch. A CARGO HOOK
ARM (arming) switch is on the hoist operator’s panel
(fig. 4-25) in the cargo compartment. The hoist opera-
tor’s control panel CARGO HOOK ARM switch has
three marked positions: ARM, RMTE (remote), and
RESET. When the cockpit CARGO HOOK MASTER
switch is at ARM, and the hoist operator’s switch is
moved to ARM, power is applied to the CARGO
HOOK RELEASE switch, on the winch/hoist control
grip. When the switch is at RMTE, power is removed
from the CARGO HOOK RELEASE switch and the
cargo hooks can be operated from the cockpit only.
RESET position is used when the pilot requests that the
center cargo hook be closed from the hoist operator’s
station. When the switch is set to RESET, the CARGO
Figure 4-29. Center Cargo Hook Loading Pole HOOK OPEN cautions will go out.
(Typical) d. CARGO HOOK RELEASE Switches. A CARGO
HOOK RELEASE switch is on each of the following:
spring-loaded keeper prevents accidental loss of cargo the pilot’s and copilot’s cyclic grip, and the winch/hoist
through slippage of sling rings. Each hook has a hook- control grip . Any one of these switches can be used to
loaded sensor. The sensor will close and light a hook operate the cargo hooks. Each of these switches are the
loaded advisory light when the hook load exceeds momentary type. When either the pilot’s or copilot’s
approximately 150 pounds. Stops on the hook allow the CARGO HOOK RELEASE switch is pressed with the
hook to swing approximately 80° between full forward CARGO HOOK MASTER switch at ARM, the hook or
and full aft and approximately 50° full right to full left. hooks selected on the HOOK SELECT switch will
open. The forward and aft hooks will open, then close.
4-41. Cargo Hook Controls.
The center hook, if selected, will open and remain open
The cargo hook control can be operated from the until the cargo hook MASTER switch on the overhead
cockpit by a switch on each cyclic stick grip and switches panel is set to OFF or the cargo hook ARM switch on
on the overhead panel (fig. 4-20). The hooks can be the hoist operators panel is set to RESET.
operated from the cargo compartment by a switch on
the winch/hoist control grip (fig. 4-24) and switches on
the hoist operators panel (fig. 4-25). Normal power to
control the cargo hook system is supplied by the 28-volt The forward and aft hooks may fail to open if
DC bus, through the CARGO HOOK NORM RE- the slings are slack when the release sole-
LEASE PWR and CONT circuit breakers on the No. 2 noids are energized (a load of approximately
PDP. Power to operate and control the emergency 20 pounds is required for opening). The
release is provided by the 28-volt DC bus through the hooks can be opened by selecting the desired
CARGO HOOK EMER RELEASE PWR and CONT hook(s) and depressing the release switch as
circuit breakers on the No. 1 PDP. the aircraft is lifted to apply tension to the
slings.
a. CARGO HOOK MSTR Switch. The CARGO
HOOK MSTR (master) switch is on the CARGO
HOOK panel (fig. 4-20) of the overhead panel. The e. CARGO HOOK EMERG Switch. The emergency
switch has three positions marked ARM, OFF, and cargo hook release switch is on the CARGO HOOK
RESET. When the switch is set to ARM, power is control panel. It is a guarded switch and it is labeled
applied to the CARGO HOOK RELEASE switches on EMERG REL ALL (emergency release all). The switch
4-31
TM 55-1520-240-10
Figure 4-30. Center Cargo Hook and Cargo Hook Release
4-32
TM 55-1520-240-10
Figure 4-31. Forward and Aft Cargo Hooks
is used to simultaneously open the three hooks, if an

emergency situation develops. The three hooks will open WARNING
regardless of CARGO HOOK MSTR or HOOK SEL switch When the center cargo hook is opened with the
positions. Setting the switch to REL ALL, energizes an emer- external load off the ground, the cargo hook
gency hook release relay. The relay then energizes release will whip back and forth.
solenoids in the forward and aft hooks and a solenoid valve
in the center hook. The solenoid valve in the center hook CAUTION
releases the aircharge stored in the lower half of the hydraulic When the center cargo hook is opened using
actuator, transferring the charge to the upper (release) half of
the manual emergency release handle, the
the actuator to open the hook. After this method of opening hook must be closed manually. No attempt
the hook, the hook actuator must be recharged to 2,000 to should be made to close the hook using the nor-
2,100 psi. The emergency hook release relay will automati- mal hydraulic or pneumatic method, since
cally deenergize after a 10 second time delay. This prevents damage to the cargo hook can result.
damage to the hook release solenoids.
4-43. Manual Emergency Release Systems.
CAUTION
a. Manual cargo hook release mechanisms requiring
Before external load operations, crewmem-
independent operation, (forward and aft and “D” ring). The
bers shall familiarize themselves with the
center hook is equipped with a manually operated cargo
manual emergency cargo release mechanism
hook release handle (“D” ring), secured to the cargo hook
installed on the helicopter.
assembly. It is used to release the hook should failure in the
4-42. Manual Emergency Release Systems. The utility hydraulic or electrical system occur. A spring-ten-
triple cargo hook system has two manual emergency release sioned cargo hook release lever controls a camshaft which
systems configurations: one system has a center hook “D” keeps the hook locked in the closed position. A metal cable
ring to release the center hook, and a release lever for the for- connects the lever arm to the release handle which 15 held in
ward and aft hooks. The other system incorporates both place on the support beam by metal clips. When the “D” han-
mechanisms requiring activation of only one lever to open all dle is pulled upward, the lever moves the camshaft enough
three hooks (fig. 4-30). to allow the cargo hook to swing free, releasing the load. The
Change 9 4-33
TM 55-1520-240-10
forward and aft hook release lever is located on the

right side of the rescue hatch. The manual release
lever for the forward and aft hooks is in the rescue 1. CARGO HOOK MSTR switch – ARM.
hatch. The handle is connected by cables to the manual
release mechanism in the forward and aft hooks. The 2. CARGO HOOK SEL switch – FWD.
lever has three positions: vertical, forward, and aft. In 3. Press the CARGO HOOK RELEASE switch
the stowed position, the lever is pointing forward. The on the pilot’s cyclic stick – Check that the
vertical position is the normal position when external FWD HOOK OPEN caution capsule comes on
cargo is-carried on the forward or aft hook. The aft and the hook opens.
spring-loaded-to-ready position releases the forward
NOTE
and aft hooks simultaneously, loaded or not.
The forward and aft hooks will not open unless a force is
b. Single handle cargo hook release system. This applied. As long as one of the CARGO HOOK RELEASE
switches are pressed, the forward and aft hooks will make a
release system incorporates the release mechanisms for chattering sound. This sound indicates the hook solenoids
all three cargo hooks. The “D” ring on the center hook are operating normally.
has been replaced with a cable routed to the release
lever on the right side of the rescue hatch. The lever has 4. CARGO HOOK SEL switch – MID.
the same functions and positions as the forward and aft 5. Press the CARGO HOOK RELEASE switch
release lever. Activation of the lever by pulling aft will on the copilot’s cyclic stick. Check that the
open all three cargo hooks. MID HOOK OPEN caution capsule comes on
and the hook opens.
4-44. Cargo Hook Cautions. The cargo hook caution
capsules are on the master caution panel. They are 6. CARGO HOOK SEL switch - Am.
labeled FWD HOOK OPEN, MID HOOK OPEN, and
AFT HOOK OPEN. A lit caution capsule indicates that F 7. CARGO HOOK switch on HOIST OPERA-
the corresponding hook has opened. The cautions can TORS PANEL - ARM.
be extinguished by setting the CARGO HOOK MSTR F 8. Press the CARGO HOOK RELEASE switch
switch to RESET or by setting the CARGO HOOK on the WINCH/HOIST CONTROL GRIP .
switch on the hoist operators panel to RESET. Check that the AFT HOOK OPEN caution
capsule comes on and the hook solenoid acti-
4-45. Hook Loaded Advisory Lights. Two advisory vates. RESET and release to OFF.
lights marked HOOK LOADED are on the CARGO
HOOK control panel (fig. 4-20). The lights are marked 9. CARGO HOOK MSTR switch - RESET and
HOOK LOADED. When on, the light indicates that the release to OFF. Check all HOOK OPEN
corresponding (forward or aft) hook has a load of above caution lights go out and the hooks close. Then
approximately 150 pounds on it. The lights are turned set ARM.
on by sensors in the forward and aft hooks.
10. CARGO HOOK SEL switch – TANDEM.
11. Press the CARGO HOOK RELEASE switch
If the DUAL HOOK FAULT light indicates a malfunc- on the pilot’s cyclic stick. Check that the FWD
tion of the forward or aft hook, releasing the load using and AFT HOOK OPEN caution capsules come
other than the manual release handle is prohibited. on and the forward and aft hook solenoids
activate.
4-46. Dual Hook Fault Caution. A caution capsule
labeled DUAL HOOK FAULT is on the master caution 12. CARGO HOOK MSTR switch – RESET and
panel. This light provides continuous monitoring of the release to OFF. Check both HOOK OPEN
electrical continuity of the release solenoids in the caution capsules go out and the hooks close.
forward and aft hook. When on, it indicates a loss of Then set to ARM.
electrical release capability of the forward and/or aft
hook in both normal and emergency modes. When the 13. CARGO HOOK SEL switch – ALL.
capsule is on, loads on the forward or aft hooks can only 14. Press the CARGO HOOK RELEASE switch
be released by the manual release system. on the copilot’s cyclic stick. Check that all
HOOK OPEN caution capsules come on and
4-47. Cargo Hooks Operational Check. the hooks open or the solenoids activate.
15. CARGO HOOK MSTR switch – RESET and
release to OFF. Check all HOOK OPEN
When stowing or positioning the cargo hook, do not cautions go out and the hooks close.
grasp the hook assembly by the synchronizing assembly
shaft. Serious injury can result if the hook is operated 16. To confirm safety of the cargo hook system,
while the hand is in this position. The nylon web strap is
to be used when positioning or stowing the hook. the pilot, copilot, and flight engineer each
press a CARGO HOOK RELEASE switch to
Before external load operations, perform the following attempt to open cargo hooks with the CARGO
check of the cargo hooks. HOOK MSTR switch at OFF.
4-34
TM 55-1520-240-10
4-48. Normal Operation of Cargo Hooks. 4-49. Emergency Operation of Cargo Hooks.
Normal operation of the cargo hooks from the cockpit Refer to Chapter 9 for emergency operation of cargo
or from the cargo compartment is as follows: hooks.
1. CARGO HOOK MSTR switch – ARM. (If
used from the cockpit or the cargo compart- 4-50. Helicopter Internal Cargo Handling System
ment.) (HICHS).
2. HOIST OPERATORS PANEL CARGO An internal cargo handling system is provided for quick
HOOK switch – ARM. (If used from the loading securing and unloading of palletized cargo (fig.
cargo compartment.) 4-32 and 4-34). The system consists of a set of rail
3. HOOK SEL switch – Rotate to hook or hooks assemblies and guide roller assemblies that are secured
to be released. to the helicopter floor. For descriptive information,
4. CARGO HOOK RELEASE switch – Press. service/maintenance instructions, operation, installation
(From either the cockpit or the cargo compart- and removal instructions, refer to TM 55-1680-358-12 &
ment.) P.
5. Master caution panel – Check HOOK OPEN The system has three main sections: a cabin section, a
cautions come on. ramp section, and a ramp extension section (fig. 4-34).
6. Loads – Check released. If the forward or aft The cabin section has outboard rail/ rollers along both
hooks did not open because of sling slack, sides of the cabin, and inboard guide rollers running
press the release switch and lift the helicopters along the center of the cabin. There are six outboard rail
to apply a strain to the sling and pull the hooks / roller assemblies, three on each side of the cabin. Each
open. of the six rail / roller assemblies has its own dedicated
Figure 4-32. HICHS with 463L Palletized
4-35
TM 55-1520-240-10
Figure 4-33. Fixture Configuration
4-36
TM 55-1520-240-10
location in the helicopter. The left and right side rail 4-52. System Configurations. The HICHS can be
/roller assemblies are symmetrically opposite. There are placed in any of four configurations. These are loading,
four inboard guide roller assemblies mounted in the restraint, flight, and unloading. Refer to Chapter 6 for
center of the cabin. All of the outboard and inboard configurations applicable to 463L pallets, warehouse
roller assemblies are installed by being bolted to the pallets, and wheeled vehicles.
existing tiedown fitting locations in the cabin floor.
To accomplish the configurations described above and
The system is equipped with a set of locking devices and in the referenced tables, several components must be
tiedown fittings for securing loaded cargo. set in a predetermined position. These components are
listed below in conjunction with the illustration that
NOTE defines the component location and or position.
All cargo must be properly restrained to a. Outboard rollers – fig, 4-33.
ensure safe operation of the helicopter and
the safety of personnel. Loads must be re- b. Warehouse pallet guides – fig. 4-33.
strained in accordance with procedures and c. Ramp support assembly – fig. 4-33.
guidelines in Chapter 6 and FM 55-450-2,
Helicopter Internal Loads. d. Pallet lock assembly – fig. 4-34.
e. Retractable flange assembly – fig. 4-32.
The ramp section has two inboard roller assemblies f. 10K fitting assemblies - fig. 4-35.
along the center of the ramp and two outboard guide /
roller assemblies along the sides of the ramp. A ramp g. 5K fitting Assemblies – fig. 4-35.
support assembly is used to support the ramp when
loading or unloading the helicopter with the ramp in the 4-53. Hatch Access. Remove, if necessary, any cargo
horizontal position. forward of sta 377.250 to at least sta 157.750.
The ramp extension section has two ramp extension Remove three centerline ring plug assemblies to free
roller assemblies and two ramp extension support as- the forward hatch inboard guide roller assembly (fig.
semblies to support the ramp extensions when loading 4-34). Stow the removed parts ahead of sta 272.250. The
and unloading with the ramp in the horizontal position. hatch is now accessible and the removed parts can be
re-installed by reversing the preceding steps.
4-51. HICHS Cargo Types. The HICHS allows rela-
tively quick and easy loading of pallitized cargo. The 4-54. System Stowage. Flip-up the outboard rail /
following pallet types may be used: roller assemblies and secure the seat support tube as
shown in fig. 4-33. Secure loading pole to clips located at
a. Three 463L pallets, 88 x 108 inches. the top of the buffer board between sta 300 and 400 on
b. Six HCU-12/E or HCU/C pallets, 54 x 88 inches. right side of helicopter with quick release pin. Inboard
c. Eight to ten warehouse wooden pallets, 40 x 48 guide roller assemblies can be stowed on the floor
inches. beneath the troop seats. Secure ramp extension rollers
to the underside of the ramp extensions with quick
The HICHS has provisions for locking and securing release pins. Stow ramp extension supports on the left
463L pallets. This type of pallet does not-need to be tied side of the helicopter in brackets mounted between sta
down but the cargo must be secured to the pallet. 520 and 534. Stow ramp support at sta 550 left side.
Combinations of different pallet types may be used.
Miscellaneous cargo and equipment may be carried 4-55. Load Configuration and Sequence. Chapter
providing that they do not exceed weight or floor 6 contains the detailed descriptions and procedures for
loading restrictions, and can be properly tied down. load configuration and sequence.
4-37
TM 55-1520-240-10
Figure 4-34. Internal Cargo Handling System
4-38
TM 55-1520-240-10
Figure 4-35. Tiedown Fittings HICHS
4-39
TM 55-1520-240-10
SECTION IV EXTENDED RANGE FUEL SYSTEM (ERFS) AND ERFS II
consists of five functional components: the fuel tank

WARNING assembly with fuel and vent hoses, restraint system,
The ERFS is a non-crashworthy auxiliary fuel ERFS II Fuel Control Panel, and FARE kit assembly.
system. The use of non-crashworthy internal References and illustrations provided describe the three
extended range fuel system may compromise tank and FARE kit installation. Power is supplied to the
the helicopters crashworthiness and may in- ERFS II from the No. 1 DC BUS and No. 1 AC BUS
crease the risk of burns in a potentially sur- through LH Utility Receptacles and wiring harness to the
vivable accident. ERFS II Fuel Control Panel. Refer to TM 55-1520-240-23
and tM 1-1560-312-10 for installation and maintenance
4-56. Extended Range Fuel System. procedures.
The ERFS provides mission flexibility as an extended 4-57. ERFS Capabilities.
range mission kit and a forward area refueling source. The
ERFS is mounted on the left side of the cabin between sta a. The ERFS provides up to 2320 gallons, (580 gallons
109 and 450, depending on the helicopter CG limits. The maximum per tank) of usable fuel for extended range
ERFS is a modular, interconnected system composed of missions.
up to four 600 gal non-crashworthy metal tanks, four b. The ERFS can be installed, operated, removed,
electrically operated fuel pumps, and a vent system with transported, handled, and stored in climatic conditions of
associated wiring and plumbing. The tanks are secured –32C to +52C.
using 5K and 10K pound cargo straps. The fuel
c. The ERFS can be installed and used in a one tank
management control panel (FMCP) is housed in an
or multiple tank configuration as the mission requires.
aluminum box and is mounted on the forward most tank.
Refer to TM 55-1560-307-13&P for installation, operation, d. Fuel quantity can be accurately monitored in flight
and maintenance procedures. within four percent of the actual quantity using the liquid
level indicators.
WARNING e. The ERFS can be refueled using the splash fill or
pressure fill techniques.
Chains will not be used to tie down the
ERFS. f. The system can also be defueled using standard
equipment.
CAUTION g. The ERFS has redundant fuel feed capability in all
FMCP will not be operated without fuel in the pump/tank combinations.
tank(s), or with tank cam lever in the CLOSED h. Fuel transfer pump system can operate with APU,
position. engine, or external power applied.
CAUTION i. The ERFS can be used as a forward area refueling
equipment (FARE) system, providing 2320 gallons of fuel
A fuel sample is required before the first flight for refueling other helicopters.
of the day.
4-57.1. Fuel Tank Assembly.
CAUTION
The ERFS II fuel tank assembly consists of an outer alu-
Hot refueling is not recommended.
minum honeycomb and fiberglass shell container, ballisti-
NOTE cally self-sealing bladder, plumping module, fuel hose,
For clarity, the tanks are numbered front to rear vent hose assembly, and ground cable. Each tank mea-
1,2,3,4. In order to maintain helicopter CG, sures 58 inch L x 62 inch W x 64 inch H with the capacity
suggested tank burn is 4, 1, 3, 2. of 800 to 820 gallons of usable fuel and empty weight of
4-56.1. Extended Range Fuel System II. approximately 607 pounds (fig. 4-36). ERFS II tanks are
designed to be loaded and unloaded by four persons (with
The Extended Range Fuel System II (ERFS II) is an restraint system in place) in no more than 10 minutes and
internal tank fuel system that provides the CH-47D with require no tools. The tanks should not be unloaded with
the ability to fly for an extended period of time without any quantity of remaining fuel. When the tanks are
having to land for refueling. The ERFS II may be installed installed there is an aisle up the right side of the aircraft
in one, two or three tank applications in addition to the which is approximately 25 inches wide. the plumbing mod-
Forward area Refuel Equipment (FARE) kit installation. ule consists of an aluminum access cover secured to an
Through the use of a FARE kit, the CH-47D can also be energy-absorbing aluminum tube or column. The in-tank
used to ferry fuel to forward areas to support refueling plumbing components are attached to a column in the
operations of other aircraft and equipment. The system center of the
4-40 Change 14
TM 55-1520-240-10
Figure 4-36. ERFS II Fuel Tank
Change 14 4-41
TM 55-1520-240-10
tank permitting easy removal and maintenance on com- 4-59. ERFS II Fuel Control Panel.
ponents. A 75 psi fuel cap, dual transfer pumps, fuel
All transfer of ERFS II fuel into the helicopter main fuel
quantity probe, fuel sampling tube, and fuel pressure
tanks is controlled by the ERFS II Fuel Control Panel (fig.
switch are the internal parts of each of the tanks. Refuel-
4-37). The control panel is located and mounted on the
ing the ERFS II tanks is performed by either the helicopter
forward most ERFS II tank facing forward. It has individual
Single Point Refueling System or gravity.
switches that control the operation of the transfer pumps
a. Fuel Hoses. An interconnecting fuel hose manifold
and circuit breakers to protect each of the pumps in the
connects the ERFS II tanks together. A two inch hose con-
tank. Illumination is controlled by a dimmer rheostat on the
nected at the forward end of the ERFS II fuel manifold is
fuel control panel and is night vision goggles (NVG) com-
connected to the helicopter Single Point Refueling Sys-
patible. Electrical cables run from cargo compartment AC
tem in the vicinity of STA 255 on the left side of the cargo
and DC utility outlets at STA 358 and 320 to the ERFS II
compartment. Fuel transfer hoses connected at the aft
fuel control panel, and from the panel to connectors on
end of the manifold carry fuel to the aircraft fuel system
each tank. A fuel quantity gauge is installed on the panel
quick disconnects at STA 380 on both left and right sides
to provide readings in pounds of fuel for the individual
of the cargo compartment.
tanks and their combined total fuel remaining.
CAUTION 4-60. Fuel Transfer to Helicopter Main Tanks.
Up to 4 OZ. of fuel can be trapped between the
a. Manual FUEL/DEFUEL valve in all installed ERFS II
closed “Dry Break” valves in the Unisex cou-
tanks – CLOSED.
plings. Care should be taken to minimize
spillage of this trapped fuel when separating NOTE
the couplings. An OPEN manual FUEL/DEFUEL valve on the
b. Vent Hose Assembly. Aircraft overboard vents and transferring ERFS II tank will significantly re-
connections are installed on the left side of the cabin area duce the transfer rate because of fuel circula-
through the fuselage at STA 254.0, 330.0, and 410.0. tion inside the tank. An OPEN valve on a non-
Overboard fuel vent caps must be removed anytime inter- transferring tank will result in fuel transfer into
nal fuel tanks are installed. Vent hoses are connected to that tank if it is not full.
the tank vent line at the self-sealing breakaway valve on
top of the tank assembly and one of the three aircraft over- b. Unisex valves in ERFS II fuel transfer hose assem-
board vent connections. bly – OPEN.
CAUTION c. Select the ERFS II tank from which fuel is to be trans-
Trying to pressure refuel the tanks without ferred.
connecting the vent line could overpres- d. PUMP switch for the selected tank – OVERRIDE.
surize the tanks. Hold in this position until PRESS LOW light goes out (nor-
The vent hose assembly allows the venting to atmosphere mally less than five seconds). When released, the spring-
of fuel vapor, thus providing vent air to relieve internal tank loaded switch will return to the ON position and fuel trans-
pressures. Fuel hoses and manifold are self-sealing incor- fer will continue.
porating Unisex couplings. Each Unisex coupling, ball-
cock valve, permits hose removal without fuel spillage. e. Monitor the helicopter fuel indicators to verify fuel
The manifold also provides connection to the FARE pump transfer.
module. The fuel/defuel valve is a manually operated f. PUMP switch for selected tank – OFF when directed
vented valve that simultaneously opens a high flow rate by the pilot or when the PRESS LOW light illuminates.
fuel path in the fuel/defuel line, and a high flow rate vent
path out of the tank. The valve must be open for pressure g. FUEL QUANTITY switch – Set to 1, 2, or 3 for se-
refueling of the tanks, FARE operations, or suction defuel- lected tank to confirm desired amount of fuel transferred.
ing. An automatic fuel shutoff valve, with dual high level 4-61. Forward Area Refuel (FARE) Kit Assembly.
shutoff controls is located inside the tank. Inside each of
the tanks is an open vent valve to allow fuel to vent over- The FARE kit contains a pump module with a self-priming
board in the event of high level shutoff valve failure. pump rated at 120 GPM and Flowmeter. the pump can be
4-58. Restraint System. used to either fuel or defuel the ERFS II tanks. The pump
Each tank restraint system consists of an aluminum frame module easily mounts on any one of the tanks when used.
and straps of polyester webbing with connecting hard- A manually operated valve reverses the fuel flow and
ware and ratcheting buckles. This system provides longi- permits defueling of the hoses after FARE operation. Two
tudinal, vertical, and lateral restraint. the forward, vertical, in-line, multiple cartridge filters capable of filtering out 5
and lateral restraint ratings are 8g’s and the aft rating is micron absolute particulates are included as part of the
greater than 3g’s. Each of the buckles are connected to FARE kit. The 45 inch x 44 inch x 35 inch container for
twelve 5,000 pound tiedown rings on the helicopter cargo FARE component storage is secured to the cargo floor
floor. (fig. 4-38).
4-42 Change 14
TM 55-1520-240-10
Figure 4-37. ERFS II Fuel Control Panel
Change 14 4-43
TM 55-1520-240-10
Figure 4-38. FARE Fuel System Schematic
4-44 Change 14
TM 55-1520-240-10
4-62. FARE Transfer. g. FRE PUMP switch – REMOTE.
CAUTION To begin FARE transfer.

Some fuel will remain trapped in the FARE h. Remote Control Handle trigger switch – Squeeze.
pump module, suction hose, filters, and col-
lapsible hoses after suctioning and rolling of When FARE transfer is complete:
the FARE hoses has been completed. To i. FARE Valve Control Handle – SUCTION.
avoid spilling trapped fuel, the valves in the
Unisex couplings must remain closed and j. Valves in the Unisex couplings adjoining the
the couplings capped after the FARE system nozzle(s), and filter(s) – CLOSE. Remove nozzles and fil-
is disassembled. All trapped fuel should be ters from dispensing hoses, replace dust caps, and stow
drained into an appropriate container when in FARE container. Reconnect hoses. Valves in the Uni-
the operational situation permits. sex couplings, except at nozzle end – OPEN. Valve in Uni-
sex coupling at far end of hose assembly – CLOSE.
WARNING
k. Remote Control Handle trigger switch – Squeeze to
The manually operated FUEL/DEFUEL valve suction fuel from hose assemblies and return it to tank.
must be place din the CLOSED position fol- While the FARE pump is running, slightly open the Unisex
lowing FARE operation. Failure to do so valves at the nozzle ends of the collapsible hoses to per-
could permit significant fuel leakage in the mit the pump to evacuate most of the fuel prior to rolling
event of a crash and the vent self-sealing the hose.
breakaway valve fails to actuate. l. Collapsible Fuel Hose Assemblies – Lift and tightly
a. Single-Point Pressure Refueling Hose Assembly – roll from the nozzle end toward the pump module while the
Unisex valve at ERFS II tank – check CLOSE. pump is suctioning fuel from the hose. Close the valves in
b. Valve in the base of the Unisex “T” coupling on tanks the Unisex couplings as they are reached in the disassem-
that are NOT the fuel source – CLOSE. bly process. Disconnect the hoses, replace dust caps,
and stowin the FARE container. Repeat this process until
c. Valve in the base of the Unisex “T” coupling on tank all collapsible fuel hose assemblies are recovered.
that is the fuel source – OPEN.
d. Manual FUEL/DEFUEL Valve on the tank that is the m. Remote Control Handle trigger switch – Release.
fuel source – OPEN. n. FARE PUMP switch – OFF.
e. FARE Valve Control Handle – OFF-LOAD.
o. Manual FUEL/DEFUEL valve(s) – CLOSED.
f. Flowmeter DISPLAY button – Press until TOTAL 2
is displayed. Press and hold three seconds to zero batch p. Valve in the base of the Unisex “T” coupling on all
total. tanks – check OPEN.

TM 55-1520-240-10
CHAPTER 5
OPERATING LIMITS AND RESTRICTIONS
SECTION I GENERAL
5-1. Purpose. derive maximum utility from the aircraft. Limits con-
cerning maneuvers, weight, and center of gravity limi-
This chapter identifies or refers to all important oper-
tations are also covered in this chapter.
ating limits and restrictions that shall be observed
during ground and flight operations.
5-3. Minimum Crew Requirement.
5-2. General. The minimum crew required to fly this helicopter is two
The operating limitations set forth in this chapter are pilots, and flight engineer. Additional crewmembers, as
the direct result of design analysis, test; and operating required, will be added at the discretion of the com-
experience. Compliance with these limits will allow the mander, in accordance with pertinent Department of
pilot to safely perform the assigned missions and to the Army Regulations.
5-1
TM 55-1520-240-10
SECTION II SYSTEM LIMITS

5-4. Instrument Markings. made in DA Form 2408-13 unless the rotor system accel-
erates to 111 percent or above. Even though no action is
5-5. Instrument Marking Color Codes. Operating lim- required when RRPM exceeds 108 percent power off but
itations and ranges are identified by the colored markings remains less than 111 percent, willful operation should
on the dials of the engine, flight and utility system instru- not be conducted in this range. 712 Operation be-
ments. The RED markings on the dials of these instru- tween 96 and 92 percent (MIN BEEP) is permitted when
ments indicate the limit above or below which continued water taxiing.
operation is likely to cause damage or shortened life. The
GREEN markings on instruments indicate safe or normal 5-8. Inoperative Cruise Guide Indicator. Flight at or
range of operation. The YELLOW markings on instru- below 98 percent RRPM with an inoperative cruise guide
ments indicate the time limited range or when special indicator is prohibited.
attention should be given to the operation covered by the
instrument. Operation is permissible in the yellow range, 5-9. Starting and Shutdown Limits.
but should be avoided. BLUE is a maximum indication
associated with sustained operation of the related air- The APU shall not be started with a tailwind in excess of
craft system for a prescribed period of time. Limitations 25 knots. Main engines shall not be started with a tailwind
(fig. 5-1) which are marked on the various instruments in excess of 10 knots. The rotor blade start-up and shut-
are not necessarily repeated in the subsequent text. down limits of Figure 5-7.1 shall be observed. If it be-
When further explanation of certain markings is required, comes necessary to shut down in conditions outside the
refer to the specific area of discussion. limits show in Figure 5-7.1, the following precautions are
5-6. Instrument Glass Alignment. All instruments recommended:
with range markings on the glass have short white align- a. Aircraft should be landed in an area which is clear,
ment marks extending from the dial glass onto the rim of as level as possible, and at least 300 feet away from any
the indicator. These slippage marks appear as a single vertical obstructions, abrupt changes in ground terrain,
line when limitation markings on the glass properly align trees, bushes, fences etc.
with the proper increments on the dial face. However, the
slippage marks appear as separate radial lines when a b. Aircraft should be oriented such that the wind
dial glass has rotated. would be coming in at the left side. If the pilot is unsure
of the wind direction after landing, a crew member should
5-7. Rotor Limitations. be dispatched beyond the rotorwash to make a true wind
direction determination before the engines are secured.
Refer to figure 5-1 for limitations. Should 108 percent
power off be inadvertently exceeded, no entry need be
5-2 Change 19
TM 55-1520-240-10
111
Figure 5-1. Instrument Markings (Sheet 1 of 5)
Change 19 5-3
TM 55-1520-240-10
5-4
TM 55-1520-240-10
5-5
TM 55-1520-240-10
5-6
TM 55-1520-240-10
SECTION Ill POWER LIMITS
5-10. Engine Rating and Power Level Limits. 107 percent is exceeded. An N1 overspeed can cause
overtemperature and/or overtorque. A power turbine
For variations in torque available with temperature and (N2) overspeed may exist, depending on power being
pressure altitude, refer to the Torque Available charts used, when 106 percent RRPM is exceeded.
in. Chapter 7.
5-13. Engine Temperature Limitations. See fig. 5-1
5-11. Emergency Power. and 5-2.
Emergency power is only to be used during actual
emergency conditions. After 30 minutes of emergency 5-14. Fuel Limitations. Only those fuels listed in
power time have accumulated, the engine must be Chapter 2 shall be used. Emergency fuel shall not be
inspected. used for more than six hours cumulative time.
5-12. Engine Limitations. See fig. 5-1 for limitations. 5-15. Transmission Torque Limitations (Steady-
A gas producer (Nl) overspeed exists when an N1 of State). See fig. 5-1 for limitations.
Figure 5-2. Operational PTIT Limits, T55-L-712 Engines
5-7
TM 55-1520-240-10
SECTION IV LOADING LIMITS
5-16. Center-of-Gravity Limitations. c. The center cargo hook is limited to a maximum

load of 26,000 pounds.
See fig. 6-25 for center-of-gravity (CG) limits in terms of
gross weight (GW) and arm-inches (fuselage stations). 5-19. Winch/ Rescue Hoist Limitations.
5-17. Maximum Gross Weight. a. The winch shall not exceed:
The maximum allowable operating gross weight is 50,000 (1) 3,000 pounds, straight line pull.
pounds.
(2) 6,000 pounds, one pulley.
5-18. Cargo Hook Limitations. The limits presented (3) 9,000 pounds, two pulleys.
below are structural limitations only.
(4) 12,000 pounds, three pulleys.
a. The structural limit of the forward and aft hook is
17,000 pounds each. b. The rescue hoist is limited to a maximum
load of 600 pounds.
b. The maximum single load that can be suspended as
a tandem load from the forward and aft hooks is 25,000 c. Refer to Chapter 4 for system configuration
pounds. and operation.
5-8
TM 55-1520-240-10
Section V. AIRSPEED LIMITS
5-20. AIRSPEED OPERATiNG LIMITS.

5-21. Airspeed Limitations With an Inoperative
Cruise Guide Indicator.
The airspeed operating limits chart, fig. 5-5, shows the

maximum allowable airspeeds with an inoperative cruise
guide indicator.
5-22. Airspeed Limitations With An Operative or
Inoperative Cruise Guide Indicator.
The following airspeed limitations apply with an opera-

Figure 5-3. Tandem Hook Rigging Without
tive or inoperative cruise guide indicator:
Redundant Sling
a. Maximum airspeed in sideward flight is 45 knots.
b. Maximum airspeed in rearward flight is 45 knots.
c. Maximum crosswind or tailwind for hover is 45
knots.
d. Maximum airspeed with the lower section of the
cabin entrance door open and locked is 60 KIAS.
e. The rescue hatch door shall not be opened or closed
above 90 KIAS. Otherwise the limitations specified in a.
and b. above apply.
Figure 5-4. Tandem Hook Rigging With
f. The windshield wipers shall be shut off at airspeeds Forward Hook Redundant Sling
above 130 knots.
5-25. High Density Loads. Maximum airspeed
g. Cabin door escape panel — assure that airspeed is with high density cargo (jeep, gamma goat, M114, M198)
less than 100 KIAS before closing door in flight. is dependent on load weight and rigging procedure.
5-23. External Cargo Airspeed Limits. a. Tandem rigging:
5-24. Mil-Van Type Loads. Maximum airspeed (1) Maximum speed for weights up to 7000
with Mil-Van type load is dependent on load weight and pounds is 120 KIAS.
rigging procedure. If a sling or hook should fail while carry-
ing a tandem load, limit airspeed to a maximum of 60 (2) Maximum speed for weights from 7000
KIAS. When carrying large external loads, such as the Mil- pounds to maximum weight is Vh.
Van, maximum airspeed for sideward and rearward flight b. Tandem rigging with forward redundant rigging or
is 20 knots. both forward and aft redundant rigging: Maximum air-
a. Tandem rigging (fig. 5-3). speed is Vh for all weights up to maximum authorized.
5-26. Longitudinal Cyclic Trim (LCT) Actuator
(1) Maximum airspeed for Mil-Van weight up to
Airspeed Limits.
7000 pounds is 70 KIAS.
The airspeed operating limits chart, fig. 5-6, shows the
(2) Maximum airspeed for Mil-Van weight from maximum allowable airspeeds with either LCT, fully
7000 pounds to maximum load is 110 KIAS. retracted. Do not manually extend the LCT beyond the
b. Tandem rigging with forward redundant sling (fig. GND position on the cyclic trim indicators at indicated air-
5-4). speeds below 60 knots. Use of extended cyclic trim at low
airspeeds will result in high aft rotor blade stresses.
(1) Maximum airspeed for Mil-Van weight up to
5-27. Use of Airspeed Limitations Chart.
7000 pounds is 100 KIAS.
The use of these charts is illustrated by the example on
(2) Maximum airspeed for Mil-Van weight from each chart. To determine the maximum operating
7000 pounds to maximum load is at Vh. airspeed, it is necessary to know the free air temperature,
Change 2 5-9
TM 55-1520-240-10
(FAT), pressure altitude, (PA), and gross weight, (GW). for GW below 50,000 pounds. Go to the insert graph
Enter the chart at known FAT, move right to known and enter it at known GW. Move right to the sloping
PA, move down following the graph lines to known GW, line, then deflect down and read speed increase. To
then move left and read maximum indicated airspeed. If determine maximum operating airspeed, add this value
the cruise guide indicator is inoperative, two airspeed to that previously determined.
limits must be determined and the lower limit used. One
is the structural limit based on GW; the other is based 5-28. AFCS Limitations.
on blade compressibility limit at lower temperatures. The airspeed limit when operating on single AFCS is
After determining the structural limit, move up or down 100 KIAS or Vne, whichever is slower. The helicopter
to the dashed line representing FAT, then deflect left may be operated with both AFCS off up to 160 KIAS or
and read airspeed. This airspeed should be increased Vne, whichever is slower.
5-10
TM 55-1520-240-10
AIRSPEED OPERATING LIMITS

AIRSPEED
WITH INOPERATIVE CRUISE GUIDE INDICATOR OPERATING
LIMITS
PROGRAMMED LONGITUDINAL CYCLIC TRIM 100% ROTOR RPM CH-47D
EXAMPLE
WANTED
MAX INDICATED AIRSPEED FOR GIVEN
TEMP, PRESS ALTITUDE, AND GROSS
WEIGHT
KNOWN
FAT = -30°C
PRESS ALTITUDE = 8,800 FT
GROSS WEIGHT = 36,000 LB
ENTER FAT AT= -30 “C

MOVE RIGHT TO
PRESS ALTITUDE=.8,600
MOVE DOWN TO GROSS WEIGHT LINE
(38,000 LB), MOVE LEFT AND
READ IAS=148KT
MOVE DOWN TO TEMP LINE (-30°C)
MOVE LEFT AND READ IAS=125 KT
USE INSERT GRAPH TO ADJUST TEMP
LIMIT SPEED FOR CHANGE IN GROSS
WEIGHT.
ENTER AT GW=38,000 LB MOVE RIGHT,
THEN DOWN TO READ INCREMENTAL
SPEED INCREASE-4.3 KT (IAS).
NOW, IA8=125+4=129 KT AT
GROSS WEIGHT=38,000 LB.
USE LOWER VALUE AS MAXIMUM IAS.
MAX IAS-129 KT
Figure 5-5. Airspeed Limitations - Inoperative Cruise Guide Indicator
5-11
TM 55-1520-240-10
AIRSPEED OPERATING LIMITS

AIRSPEED
WITH RETRACTED LONGITUDINAL CYCLIC TRIM OPERATING
LIMITS
CH-47D
NOTE: USE OF CRUISE GUIDE INDICATOR TO EXCEED
EXAMPLE THESE AIRSPEED LIMITS PROHIBITED
WANTED
MAX INDICATED AIRSPEED FOR GIVEN
TEMP, PRESS ALTITUDE, AND GROSS
WEIGHT
KNOWN
FAT=20°C
PRESS ALTITUDE = 2,000FT
GROSS WEIGHT = 42,000 LB
METHOD
ENTER FAT AT 20°C, MOVE RIGHT TO
PRESS ALTITUDE=2,000 FT
MOVE DOWN TO GROSS WEIGHT LINE
(42,000 LB), MOVE LEFT AND
READ IAS=74 KT
Figure 5-6. Airspeed Limitations - Longitudinal Cyclic Trim Retracted
5-12
TM 55-1520-240-10
SECTION VI MANEUVERING LIMITS
5-29. Aerobatics Prohibition. d. The maximum ground speed for running landings
Acrobatics arc prohibited with this helicopter. is 60 knots.
e. The maximum nose-up attitude during landings is
5-30. Bank Limitations. 20°.
The following bank angle limits apply:
5-32. Flight Control Limitations.
a. With an operative cruise guide indicator, bank
angles are as limited by the cruise guide indicator, but When operating at or above an airspeed of 100 knots,
no greater than 60 degrees. When operating with alti- the thrust control is not to be lowered at a rate which
tude hold, limit bank angles to 45 degrees maximum. exceeds 2.5 inches per second. There is no limiting rate
for movement less than 2.0 inches.
b. With an inoperative cruise guide indicator, use the
bank angle limits defined by fig. 5-7. 5-33. Ground Operation Limitations.
5-31. Landing Limitations.
a. To prevent droop stop pounding while taxiing,
flight control movements are not to exceed 0.75 inch
a. The maximum rate of descent at touchdown for right or left for the directional pedals, 2 inches longitu-
gross weights up to 33,000 pounds is 492 feet per dinally aft of neutral and 1.00 inch laterally right or left
minute. for the cyclic stick, and not below the ground detent for
b. The maximum rate of descent at touchdown for the thrust control rod.
gross weights from 33,000 to 40,000 pounds is 450 feet b. When ground taxiing less than 75 feet of an
per minute. obstruction, a blade watcher and taxi director shall be
c. The maximum rate of descent at touchdown for positioned as shown in figure 8-1.
gross weights above 40,000 pounds is 360 feet per
minute.
Figure 5-7. Bank Angle Limitations
5-13
TM 55-1520-240-10
SECTION Vll ENVIRONMENTAL RESTRICTIONS
5-34. Engine Inlet Screen Limitation. enable safe flight in light-icing conditions. Continuous
flight in light-icing conditions below 5°C is not recom-
Refer to table 5-1 for information on engine bypass mended since blade damage can occur from asymmetric
panel removal. ice shedding. Intentional flight into known icing condi-
5-35. Flight Under Instrument Meteorological tions with rotor blade erosion protection materials
Conditions (lMC). installed is prohibited. Icing conditions include “trace,”
“light, “ “moderate,” and “heavy.”
This helicopter is qualified for flight in instrument
meteorological conditions provided the following condi- 5-37. Thunderstorm Operation.
tions exist: To ensure adequate lightning strike protection, the
lightning protection cables and straps must be installed
a. Both AFCS are operational. and intact on all rotor blades. If any lightning cables or
straps are missing or broken, avoid flight in or near
NOTE thunderstorms, especially in areas of observed or antic-
Should one AFCS fail during IMC flight, the ipated lightning discharges.
flight may be continued to destination.
Should both AFCS fail during IMC flight, a 5-38. Operation With Skis. If skis are installed, the
landing should be made as soon as practical. following limits apply:
a. The maximum allowable airspeed is limited to 130
b. Two vertical gyros and two vertical gyro indicators knots indicated airspeed or Vne, whichever is lower,
(VGI) are installed and operative. regardless of gross weight.
b. The maximum allowable gross weight for ground
5-36. Flight in Ice. operation is 50,000 pounds.
Pitot tube and Advanced Flight Control Systems (AFCS) c. The maximum allowable rate of descent at touch-
yaw port heating, and windshield anti-icing systems down in snow is 480 feet per minute at gross weights up
Table 5-1. Bypass Panel Removal Requirement
5-14 Change 4
TM 55-1520-240-10
to 33,000 pounds, decreasing linearly to 240 feet per d. The maximum taxi speed is 5 knots when operating
minute at 46,000 pounds gross weight. For gross weights on hard prepared surfaces.
46.000 pounds to 50,000 pounds, the rate of descent is
240 feet per minute.
USE WHEN: NOTE:
CHART B MUST BE USED IF
A WIND IS FROM 125° TO 015° (CLOCKWISE) ANY OF THE CONDITIONS
RELATIVE TO NOSE OF AIRCRAFT LISTED FOR CHART A ARE
AND NOT MET.
B. AIRCRAFT IS ON CLEAR LEVEL
GROUND AND AT LEAST 300 FEET
FROM VERTICAL OBSTRUCTIONS OR
ANY SUDDEN TERRAIN CHANGES.
Figure 5-7.1. Rotor Blade Start-Up & Shutdown Limits
Change 9 5-15
TM 55-1520-240-10
SECTION Vlll WATER OPERATION LIMITATIONS
5-39. WATER OPERATION LIMITATIONS. landings are prohibited when fuel in the main tanks is
less than 50 percent.
5-40. Night Operation on Water. Night operation
on water is permissible provided: 5-46. Rotor Starting and Shutdown Limitations.
Rotor starting or shutdown will not be conducted when
a. Both AFCS are operational. water conditions exceed Sea State 1 or wind exceeds 6
b. Pilot and copilot radar altimeter systems are oper- knots. Maximum gross weight for starting and shutdown
ational. is 28,550 pounds.
c. A visible horizon is present at the landing site.
d. Two or more highly visible, stationary objects are
on the water surface to provide necessary visual cues for
landing.
5-41. Sea State Limits. Operation on water is re-
stricted to a maximum of Sea State 2. Refer to table 5-2
for information on sea states.
5-42. Operation Time Limit. Operation on water is
restricted to 30 minutes total flotation time without
draining the helicopter.
5-43. Grosss Weight Limitations. Maximum gross
weight for water operations is as follows:
a. Normal operations — 36,000 pounds.
b. Emergency rescue missions – 46,000 pounds.
5-44. Taxiing Limitations. Taxiing will not be con-
ducted in water conditions above Sea State 1 or in wind
above 6 knots. Fast taxiing will be conducted in a
straight line only and to a maximum speed of 10 knots
when the lower nose enclosure is left in the water.
5-45. Landing Limitations. Water landings can be
performed within the limitations presented on fig. 5-8.
The touchdown speeds presented do not reflect indi-
cated airspeed but actual forward velocity at touch-
down. Running landings will only be conducted onto
calm water. The ramp, lower rescue door, and main Figure 5-8. Water Landing Speed Limitations lip
cabin door shall be closed during water landing. Water To 46,000 Pounds Gross Weight
Table 5-2. Description of Sea States
SEA WIND VELOCITY AVERAGE WAVE

STATE SEA DESCRIPTION WIND DESCRIPTION (KNOTS) HEIGHT (FT)
Sea like a mirror (calm) calm Less than 1 0.0

0 Ripples with appearance of scales; no foam crests Light Air 1-3 0.05
(smooth)
1 Small wavelets; crests of glassy appearance, not Light Breeze 4-6 0.2
breaking (slight)
2 Large wavelets; crests begin to break; scattered Gentle Breeze 7-10 0.6
whitecaps
3 Small waves, becoming longer, numerous white- Moderate Breeze 11-16 1.4
caps (moderate)
5-16
TM 55-1520-240-10
SECTION IX ADDITIONAL LIMITATIONS
5-47. Additional Limitations. 5-53. Maximum Capacity and Usable Fuel.

5-48. Air-to-Ground Towing.
The maximum capacity of one ERFS II tank assembly is
Air-to-ground towing operations are prohibited. 825.5 US Gallons.
5-49. APU Operation.
The usable fuel in one ERFS II tank assembly is 800 US
APU operation in flight is prohibited except during emer- Gallons when single point pressure refueled.
gencies.
NOTE
5-50. Pitot Tube and AFCS Sideslip Port Anti-Ic-
ing Limitation. the usable fuel may be increased by 20 US
Gallons if the ERFS II tank is gravity refueled.
The PITOT switch shall not be on for more than 5 minutes
on the ground. 5-54. Maximum Pressure Refueling Rate.
5-51. Single Point Refueling. The maximum pressure refueling rate should not exceed
The maximum rate for pressure refueling is 300 gal/min 300 GPM.
at 55 psi.
5-55. Maximum Fuel Pressure.
5-52. Extended Range Fuel System (ERFS).
The maximum fuel pressure should not exceed 55 PSI.
WARNING
5-56. Maximum Internal Pressure.
Installing the non-crashworthy/non self seal-
ing ERFS increases the potential for explo-
sion and burn injuries during a crash. There- CAUTION
fore, the number of personnel on board the Trying to pressure refuel the tanks without
helicopter should be kept to the minimum re- connecting the vent lines could over pressur-
quired to perform the required mission. ize the tanks.
Over water flights with ERFS should be limited to 5.6
hours. The maximum pressure inside the ERFS II tank should
not exceed 5 PSI.
NOTE
All CH-47D Aircraft are authorized for NVG 5-57. Maximum Suction Defueling Pressure.
use when delivered with the exception of air-
craft S/N 84-24187 and prior which are re- CAUTION
quired to have MWO 55-1520-240-50-3.
5-52.1. Extended Range Fuel System II (ERFS II). Conducting suction defueling at pressures
greater than -11 PSIG could damage the
The following paragraphs contain important operating lim- internal components of the ERFS II tank
its and restrictions that shall be observed during the op- assembly.
eration of the ERFS II. Compliance with these limits will
allow the operator to safely perform the assigned missions The maximum allowable suction defueling pressure is -11
and derive the maximum utility from the ERFS II. PSIG.

TM 55-1520-240-10
CHAPTER 6
WEIGHT/BALANCE AND LOADING
SECTION I GENERAL
6-1. Purpose. 6-3. Classification of Helicopter.

This chapter contains sufficient instructions and data so Army Model CH-47D is in Class 1. Additional directives
that the aviator, knowing the basic weight and moment governing weight and balance of Class 1 aircraft forms
of the helicopter, can compute any combination of and records are contained in AR 95-3, TM 55-1500-342-
weight and balance. 23, and DA PAM 738-751.
6-2. Helicopter Compartment and Loading Dia-
gram.
Figure 6-1 defines the compartments, shows the refer-
ence datum line, and depicts other information essential
for helicopter weight/balance and loading.
6-1
TM 55-1520-240-10
Figure 6-1. Aircraft Compartment and Loading Diagram
6-2 Change 14
TM 55-1520-240-10
SECTION II WEIGHT AND BALANCE
6-4. DD Form 365-3 Chart C - Basic Weight and insure that the helicopter will be within weight and C.G.
Balance Record. limits. Sufficient completed FORMS F must be onboard
Chart C is a continuous history of the basic weight and the helicopter to verify that the weight and C.G. will
moment resulting from structural and equipment remain within allowable limits for the entire flight.
changes in service. At all times, the last weight and Sufficient forms can be one (for a specific flight) or it
moment/1,000 are considered the current weight and can be several. Several FORMS F for various loadings
balance status of the basic helicopter. of crew, passengers, stores, cargo, fuel slingloads, etc.,
which result in extreme forward and extreme aft C.G.
6-5. DD Form 365-4 (Weight and Balance Clear- locations and variations in gross weight, but which
ante Form F). remain within limits. There are two versions of this
This form is used to derive the gross weight and form: Transport and Tactical; they are designed to
center-of-gravity (C. G.) of the helicopter. The FORM F provide for the respective loading arrangements of
furnishes a record of the helicopter weight and balance these two type aircraft. The general use and fulfillment
status at each step of the loading process. It serves as a of either version are the same. Specific instructions for
worksheet on which to record weight and balance filling out the form are given in TM 55-1500-342-23.
calculations and any corrections that must be made to
6-3
TM 55-1520-240-10
SECTION III FUEL/OIL
6-6. Fuel and Oil Data. The following information is provided to chow the general
range of fuel specific weights to be expected: Specific weight
The CH-47D is equipped with six fuel tanks and an integral of fuel will vary depending on fuel temperature. Specific
oil tank on each engine. The capacities of each fuel tank and weight will decrease as fuel temperature rises and increase as
each engine oil tank are given in chapter 2. fuel temperature decreases at the rate of approximately 0.1 lb/
6-7. Fuel Weight and Moment. gal for each 15°C change. Specific weight may also vary
between lots of the same type fuel at the same temperature by
Fuel moments for the forward auxiliary, main and aft auxil- as much as 0.5 lb/gal. The following approximate fuel
iary fuel tanks are shown in Figure 6-2. The fuel arms for specific weights at 15°C may be used for most mission plan-
these tanks are constant thus, for a given weight of fuel there ning.
is no variation in fuel moment with change in fuel specific
weight. The common auxiliary fuel tank arm is 314. Fuel Type Specific Weight
The full tank usable fuel weight will vary depending upon
fuel specific weight. The gallon scales on figure 6-2 are based JP-4 6.5 lb/gal
on JP-4@ 6.5 lb/gal, JP-5@ 6.8 lb/gal, and JP-8 @ 6.7 lb/gal. JP-5 6.8 lb/gal
The aircraft fuel gage system was designed for use with JP-4, JP-8 6.7 lb/gal
but does tend to compensate for other fuels and provide
acceptable readings. When possible the weight of fuel 6-8. Oil Data.
onboard should be determined by direct reference to the air- For weight and balance purposes, the weight of engine oil is
craft fuel gages. included in the basic weight.
6-4 Change 9
TM 55-1520-240-10
Figure 6-2. Fuel Moment Chart
6-5
TM 55-1520-240-10
SECTION IV PERSONNEL
6-9. Personnel Loading and Unloading. back rest tension. Seat tension is adjusted by relocating
The loading procedures should be accomplished and retaining pins in the holes drilled in the front seat tubes.
A row of male snap fastener studs along the rear of the
observed before loading to ensure the safety and com-
fort of personnel to be airlifted: seat-back rest matches a row of female snap fastener
sockets along the rear edge of the seat fabric. These
a. Passenger compartment – Clean. fasteners are jointed to provide greater seat depth for
b. Equipment – Stow and secure. troops equipped with parachutes. Two stowage straps
are attached to the underside of the seat fabric; one is
c. Troop seats – Install, as required. equipped with a hanger clip for folded stowage, the
d. Litters – Install, as required. other is equipped with a buckle for rolled stowage. The
seats will normally be stowed in the folded position for
e. Static line anchor cable – Install, as required cargo transport.
f. Safety belts – Check, attached. A 2,000 -pound-capacity nylon web safety belt is pro-
g. Emergency equipment – Check. vided for each seat occupant. The belt is adjustable and
h. Emergency exits – Inspect. is equipped with a positive-grip buckle fastener de-
signed for quick release.
i. Special equipment – Check.
6-13. Troop Seat Installation. Install the troop seats
6-10. Personnel Weight Computation. When the from the rolled position as shown in figure 6-6. Install
helicopter is to be operated at critical gross weights, the troop seats from the folded position by performing steps
exact weight of each individual occupant plus equip- 1, 4, 6, and 7 of figure 6-6.
ment should be used. If weighing facilities are not
available, or if the tactical situation dictates otherwise, 6-14. Troop Seat Stowage. Stow the troop seats in
loads shall be computed as follows: the rolled position by performing steps 1 through 9 in
reverse order as set forth in figure 6-6. Stow troop seats
a. Combat equipped soldiers – 240 pounds per indi- in the folded position by reversing the procedures in
vidual. steps 7, 6, 4, and 1 of figure 6-6.
b. Combat equipped paratroopers – 260 pounds per
individual. 6-15. Troop Loading. The loading and unloading of
troops will normally be accomplished through the low-
c. Litter patient (including litter, splints, etc.) – 200 ered aft cargo door and ramp. The most orderly and
pounds per individual. efficient troop loading procedure is for the troops to
d. Medical attendants – 200 pounds per individual. occupy seats from the front to the rear. In unloading,
the troops will leave the helicopter progressively from
e. Crew and passengers with no equipment – Com- the rear to the front. If the troops to be loaded are
pute weight according to each individual’s estimate. carrying full field equipment, it is recommended that
f. Refer to figure 6-3 or 6-4 for personnel or litter the seat-back rests be folded to avoid entanglement with
patient moment data. The chart (fig. 6-3) provides the equipment and damage to the seat back rests.
precomputed moments for each troop seat position.
6-16. Troop Commander’s Jump Seat.
6-11. Seating Arrangement.
A collapsible fold-away seat is located in the cockpit
Seating arrangement for 33 fully equipped ground troops entrance for the use of the troop commander. The seat
is provided by ten 3-man seats and three 1-man seats is made of nylon on a tubular aluminum frame.
(fig. 6-5). A row of five 3-man seats is installed along
each side of the cargo compartment. One-man seats are 6-17. Litter Arrangement.
installed at the forward and aft ends of the left-hand
row of seats and one at the aft end of the right-hand row There are provisions for 24 litters, three tiers, four high,
of seats. along each cargo compartment wall normally occupied
by the troop seats (fig. 6-5). The two l-man seats in the
6-12. Troop Seats. aft section of the cargo compartment may remain in
place to serve as seats for medical attendants. If needed,
These seats are made of nylon on tubular aluminum the l-man seat in the forward section of the cargo
frames and are joined together for greater rigidity and compartment may also remain. It is not necessary to
comfort. The seats are joined by means of slide bolt remove the troop seats to install the litters.
fasteners in the front seat tubes, zipper fasteners on the
underside of the seat fabric, and snap fasteners along 6-18. Litter Support Brackets. Refer to figure 6-7
the vertical edges of the seat-back rests. A slide adjuster for litter installation. Four litter support brackets are
below the back rest hanger clips affords adjustment of permanently attached to each litter pole and each litter
6-6
TM 55-1520-240-10
PERSONNEL MOMENTS
Figure 6-3. Personnel Moments
6-7
TM 55-1520-240-10
Figure 6-4. Litter Patient Moments
6-8
TM 55-1520-240-10
Figure 6-5. Troop Seats and Litters
6-9
TM 55-1520-240-10
Figure 6-6. Troop Seat Installation (Sheet 1 of 2)
6-10
TM 55-1520-240-10
Figure 6-6. Troop Seat Installation (Sheet 2 of 2)
6-11
TM 55-1520-240-10
Figure 6-7. Litter lnstallation (Sheet 1 of 3)
6-12
TM 55-1520-240-10
Figure 6-7. Litter Installation (Sheet 2 of 3)
6-13
TM 55-1520-240-10
Figure 6-7. Litter Installation (Sheet 3 of 3)
6-14
TM 55-1520-240-10
strap. The brackets are spaced 18 inches apart. A tiedown stud on the floor. The straps are stowed in the
locking device in each bracket secures the litter handles overhead recesses directly over the floor studs to which
in place. The locking device consists of a handle clip, a the straps will be attached. The stowage recesses are
slotted locking bar, and a locking handle. The locking covered with canvas flaps which are zipped along two
handle is hinged to the lower jaw of the bracket. The sides.
slotted locking bar is hinged, cam fashion, to the locking
handle. The handle clip is hinged to the upper jaw of the 6-20. Litter Loading. The loading of litters will be
bracket and has a hook end which is engaged in one of accomplished through the lowered aft cargo door and
the slots in the locking bar. When the locking handle is ramp. The forward litter tiers should be loaded first, top
moved down, it forces the locking bar up and releases to bottom, and then progressively rearward. Litter pa-
tension on the handle clip. When the locking handle is tients requiring in-flight medical care should be posi-
moved up, it pulls the locking bar down and forces the tioned to enable access to injuries requiring attention. If
handle clip to a positive grip on the litter handle. the helicopter is to be loaded with a combination of
troops and litter patients, the litter patients should be
6-19. Litter Poles and Straps. Twelve litter poles positioned to the rear of the troops.
are provided for use in adapting the helicopter for
medical evacuation. An attachment fitted to the bottom 6-21. Combination Seat and Litter Arrangement.
of each pole has two indentations, on opposing sides,
which fit between two studs located in a floor channel. Combined troop and litter patient loads can be trans-
The upper rear side of the pole contains two keyhole ported by arranging seats and litters as required. Table
slots by which the pole is anchored to studs on the 6-1 gives the various combinations of seats and litters
seatback support tubes. A metal spring retainer inside which can be used.
the pole locks under one of the studs when the pole is
installed. This prevents accidental dislocation of the 6-22. Static Line Anchor Cable.
pole. The retainer is released for litter pole removal by
A static line anchor cable is provided. The cable is
pulling the grommet which protrudes from the front of
normally stowed in a container (fig. 6-18) located on the
the pole. When not in use, the litter poles may be
right side of the cargo compartment at station 160.
stowed at station 120.
When the static line anchor is installed, the cable is
Twelve litter straps are used with the litter poles to attached to the structure between stations 120 and 592.
support the litters. The straps can be adjusted upward A static line retriever is provided with the static line
or downward by slide adjusters near the upper and anchor cable. The retriever is used in conjunction with
lower ends of the straps. All of the straps are fitted at the winch and is provided to haul-in the static lines at
the top with slipover hooks which are fastened to the end of the jumping exercise or to retrieve a hung up
brackets in the strap stowage recesses. The lower end of paratrooper in an emergency. Refer to Chapter 4 for the
each strap has a fitting for attaching the strap to a procedures on using the static line retriever.
Table 6-1. Seat and Lifter Arrangement Data
PERSONNEL LITTER TIERS SEATS

SEATS LITTERS (4-MAN) (1-MAN) (3-MAN)
33 0 0 3 10
27 4 1 3 8
21 8 2 3 6
15 12 3 3 5
9 16 4 3 3
6 20 5 3 1
3 24 6 3 0
6-15
TM 55-1520-240-10
SECTION V MISSION EQUIPMENT

6-23. Mission Equipment. in the basic weight of the helicopter or are listed on the
chart C for the particular helicopter. Figure 6-8 lists the
weight and the moment/1,000 for the M-24 armament subsys-
CH-47D mission equipment includes the M-24 armament
tern, the M-41 armament subsystem, and the M-130 flare
subsystem, the M-41 armament subsystem, M-130 flare
dispenser system. If spare ammunition containers are carried
dispenser system, AN/ALQ-156 missile detector system,
on a particular mission, compute the moment/1.000 for
the cargo handling systems, the cargo hooks and the static
each spare container from the cargo moments chart. Figure
line retriever. The cargo handling systems, (except HICHS)
the cargo hooks, and the static line retriever are included
Figure 6-8. Mission Equipment Weights and Moments
6-16 Change 9
TM 55-1520-240-10
6-13 provides the weight and moments charts for inter- charts for external cargo. HICHS system weight and
nal cargo, figure 6-14 provides the weight and moments balance data is provided in table 6-2.
Table 6-2. Internal Cargo Handling System Weight and Balance

SECTION WEIGHT (LB) MOM/1000
Cabin Section 647 323 208.981
Ramp Section 141 535 75.435
Ramp Extension 51 554 28.254
Ramp Extension Supports (Stowed) 26 527 13,702
Ramp Support (Stowed) 13 550 7.150
System Totals 878 333.5
System Center Of Gravity [379.9]
6-17
TM 55-1520-240-10
SECTION VI CARGO LOADING
6-24. General. accessible through the utility hatch door. The lower
rescue door is secured by four latches centered around
This section contains information and instructions for the door perimeter. These latches are connected by
loading and securing cargo in the helicopter. It lists and linkage to an actuator labeled OPEN and CLOSED. A
describes the items of equipment incidental to these handcrank, stowed in spring metal clips on the left side
operations, instructions for their use, and illustrations of the fuselage, is used to unlatch the door and turn the
where necessary or desirable. It is not the intent of this gears. A drive shaft, which is turned by the gears, moves
section to teach principles of cargo loading. It is the the door actuator links. The door opens downward and
purpose of this section to provide detailed information aft underneath the fuselage where it remains during
on cargo loading with regard to this helicopter. operation.
6-25. Cargo Compartment.
The cargo compartment (fig. 6-9) is 366 inches long, 90 Although tightening of the tiedown straps
inches wide, and 78 inches high. These dimensions are may be necessary to reduce internal load
uniform throughout the cargo compartment, unless the vibrations, excessive tightening of tiedowns
aircraft is configured with HICHS (fig. 6-9). The lower attached to the outboard row of tiedown
rescue door is opened for rescue operations, aerial fittings will limit the effectiveness of the
loading, and external cargo transport operations. A isolated cargo floor.
hydraulically operated door and ramp provide a means
for quick and efficient straight-in loading and unload-
ing. 6-29. Cargo Compartment Floor. The floor is made
of extruded panels, riveted together in sections. Raised
NOTE extruded ridges, running the entire length of the floor,
Figure 6-10 shows the maximum cube size provided surfaces on which cargo is moved. The flooring
which can be taken into the helicopter in the cargo compartment contains sections on either
through either the main cabin entrance, util- side of the centerline which are strengthened to serve as
ity hatch, or cargo loading ramp. vehicle treadways. The flooring, from station 200 to 400
and from buttline 44 left to 44 right, rests on rubber
vibration isolators which reduce overall internal load
6-26. Main Cabin Entrance. The main entrance door vibrations. Tiedown fittings (fig. 6-11) for securing cargo
is located on the right side of the cargo compartment at are installed in the floor. There are also studs for
the forward end and measures 66 inches in height by 36 attaching troop seats, litter supports, and the base plate
inches in width. The door is composed of two sections: for the maintenance crane. The flooring is covered with
the upper section rolls inward and upward to a rest a walkway compound which provides a non-skid surface
position overhead; the lower section opens outward and for personnel and for vehicles. In construction, the ramp
downward and serves as a step in the lowered position. floor is identical with the cargo floor.
6-27. Utility Hatch Door. The utility hatch door is in NOTE
the center of the cargo compartment floor between Whenever possible, place all wheeled vehi-
stations 320 and 360. The door is hinged along its entire cles entirely on the treadways between sta-
forward edge. It opens upward and forward to expose tions 200 and 400.
the lower rescue door and the cargo hook. The door is
unlatched by pressing the knob labeled PUSH, and is
latched by pressing the unmarked knob. 6-30. Strength Areas. The weight which the cargo
compartment floor (fig. 6-12) can support varies. These
NOTE variations are largely due to differences in strength of
supporting frames and fuselage construction, not be-
When opening or closing the lower rescue cause of varying floor strength. To gain the maximum
door, be certain that the cargo hook is benefit from the cargo compartment floor, the following
properly stowed and supported by the re- definitions and weight limitations must be observed.
straining straps. In addition, close the rescue
door, using the actuator only to the point 6-31. Uniformly Distributed Loads. Uniformly dis-
where the latch can engage; the latches will tributed loads are those loads wherein the total weight
then lift the door and compress the door of the item is equally spread over the item’s entire
seal. contact area. Contact area is large compared to size and
weight of the load.
6-28. Lower Rescue Door. When closed, the lower 6-32. Uniformly Distributed Load Limits. Compart-
rescue door forms a part of the fuselage bottom. It is ments C, D, and E (fig. 6-12) are limited to 300 psf. The
6-18 Change 3
TM 55-1520-240-10
Figure 6-9. Cargo Compartment Dimensions
Change 3 6-19
TM 55-1520-240-10
Figure 6-10. Maximum Package Size (Sheet 1 of 3)

cargo loading ramp (fig. 6-12) is limited to 300 psf with 6-35. Load Limits.
a maximum total load of 3,000 pounds when the ramp is Vehicles exceeding the limitations may be loaded with
level with the cargo floor. the use of shoring, provided that the vehicle weights
remain within the operating weight limits of the heli-
6-33. Concentrated Loads. Concentrated loads are copter. In cases where the wheels of a vehicle cannot
those loads wherein the total weight of the item is rest on both treadways because of a narrow wheel tread,
supported by a contact area that is small compared to shoring must be used to spread the load over the
the size and weight of the load. treadways. General cargo must not exceed floor pres-
sure of 300 psf. An easy way to determine floor pressure
6-34. Concentrated Load Limits. Concentrated of various loads is to divide the weight of the load by the
loads can be loaded on the treadways and on the contact area (in square inches or square feet).
walkway. The treadways aft of station 160 and ramp
extensions are stressed for a total wheel load of 2,500 NOTE
pounds. The treadways forward of station 160 and the Load on pallets supported by the longitudi-
walkway can be loaded to a total wheel load of 1,000 nal beams or skids resting on the floor can
pounds. Concentrated loads are not to exceed 75 psi for result in concentrated loads at points where
pneumatic tires or 50 psi for block or roller-type wheels. the beam/skid rests on or crosses floor form-
ers. The concentrated load can be deter-
NOTE mined by dividing the weight of the item by
The above floor loading limitations apply to the number of floor former/skid intersection
the static weight of the item prior to applying points or by the number of locations where
any restraint devices. the skid rests on the floor formers. The floor
limits are the same as the concentrated load
limits in the treadway and center section of
the floor, that is 2,500 pounds and 1,000
NOTE pounds.
The minimum distance, in feet, between the
centers of any two adjacent concentrated
loads is determined by totaling the adjacent 6-36. Compartment Identification.
loads and dividing by 1,000. The cargo compartment is divided, for weight and
balance purposes, into three compartments designated
6-20
TM 55-1520-240-10

C, D, and E, running fore and aft. (fig. 6-1). When the in the ramp are in a rectangular pattern. Each 5,000-
cargo ramp is used as an extension of the cargo compound-capacity fitting swivels freely and is capable of
partment, it is designated as F for weight and balance resisting a single maximum load of 5,000 pounds exerted
purposes. These compartment designations and their along any radius of a hemisphere, the flat side of which
limiting fuselage stations are stenciled on the cargo is the surface of the floor. The fittings are hinged so that
compartment walls. they can be seated in floor recesses when not in use.
6-37. Compartment Capacities.
Based on a maximum distributed floor loading of 300
psf, the compartment capacities can be obtained by The 10,000-pound-capacity tiedown fittings
multiplying the floor loading by the floor area of the must be screwed into the threaded recepta-
individual compartment; however, this weight may ex- cles to full depth to achieve their rated
ceed present limitations. Figure 6-12 lists the maximum capacity.
capacity of each compartment. In addition to the limi-
tations in figure 6-12, compartment loads will be limited
by those limitations set forth in Chapter 5. 6-40. Ten Thousand-Pound-Capacity Tiedown Fit-
tings. There are eight 10,000-pound-capacity tiedown
6-38. Tiedown Fittings. fittings on the cargo compartment floor. Four fittings
Tiedown fittings (fig. 6-11) for securing cargo are in- are interposed along both outboard rows of 5,000-
stalled on the cargo compartment floor and on the ramp pound-capacity fittings, spaced at intervals of 80 inches
floor. All the fittings are D-ring types. There are 87 from station 240 to station 480. These fittings are not
5,000-pound-capacity tiedown rings (83 in the fuselage always used and they might be in the way when installed
floor and 4 in the ramp floor) and eight 10,000-pound- Therefore install only when necessary. When they are to
be used, the fittings are screwed into threaded recepta-
capacity tiedown fittings. The fittings are normally used cles at the fitting locations. When the fittings are not
with tiedown devices which will not exceed the limits of
being used, threaded plugs are screwed into the recep-
the fitting.
tacles to protect the thread in the receptacles.
6-39. Five Thousand-Pound-Capacity Tiedown
6-41. Cargo Loading Aids.
Fittings. The 83 5,000-pound-capacity tiedown fittings
in the cargo compartment floor are equally spaced in The helicopter has a number of features to facilitate
five rows spaced 20 inches apart longitudinally. The four loading of cargo. Some of these features are parts of
6-21
TM 55-1520-240-10

systems and are permanently installed; others are equip- this situation, the weight of the cargo item resting on the
ment which is stowed in the helicopter. The following ramp must not exceed 3,000 pounds or 300 psf.
paragraphs contain descriptions of items classed as
loading aids. Specific instructions for some of these 6-43. Auxiliary Loading Ramps.
items may be found in other parts of this manual and Three auxiliary loading ramps are hinged to the aft end
are referenced. of the ramp (fig. 6-15). When the lamp is lowered, these
auxiliary ramps are unfolded to provide flush contact
6-42. Cargo Loading Ramp. between the ramp and the ground. The auxiliary loading
ramps can be positioned to accommodate various vehi-
The ramp provides a means of quickly loading and cle tread widths or butted together to facilitate winching
unloading troops and cargo. It can also be used to of bulk cargo. When not in use, the auxiliary ramps are
support portions of a cargo load which exceeds the stowed in an inverted position on the floor of the ramp
longitudinal dimensions of the cargo floor. When used or removed. One of the auxiliary loading ramps when
for additional cargo space, the ramp must be positioned attached to the ramp can also be used as a work
so that the ramp floor is level with the cargo floor. In platform. A collapsible support attached to the ramp
6-22
TM 55-1520-240-10
Figure 6-11. Tiedown Fittings
6-23
TM 55-1520-240-10
Figure 6-12. Compartment Data
6-24
TM 55-1520-240-10
CARGO MOMENT
Figure 6-13. Internal Cargo Moments Chart (Sheet 1 of 2)
6-25
TM 55-1520-240-10
CARGO MOMENT
Figure 6-13. Internal Cargo Moments Chart (Sheet 2 of 2)
6-26
TM 55-1520-240-10
TANDEM HOOKS (ARM = 329.0)
Figure 6-14. External Cargo Moments Chart (Sheet 1 of 2)
6-27
TM 55-1520-240-10
CARGO HOOK MOMENTS
Figure 6-14. External Cargo Moments Chart (Sheet 2 of 2)
6-28
TM 55-1520-240-10
bottom allows the ramp to be positioned at any convenient lowered to ground rest, the ramp inclines downward ap-
height when used as a work platform. proximately 6.75° and maintains a uniform 78-inch over-
head clearance, (if HICHS is not installed), of the cargo
6-44. Winch. compartment. A continuous hinge runs the entire width of
the aft upper edge of the ramp and holds the three auxiliary
Refer to Chapter 4, Section III. loading ramps. The auxiliary ramps unfold to bridge the gap
6-45. Cargo Door and Ramp. between the ramp and the ground for vehicle loading and
unloading. They can be adjusted laterally to accommodate
The cargo door and ramp has an upper section, or cargo various vehicle tread widths. Hydraulic power to operate the
door, and a lower section, or ramp. The door retracts into the ramp is supplied through the utility hydraulic system.
ramp when the ramp is being lowered and extends when the
ramp is being raised. Retraction or extension of the door can 6-46. RAMP CONTROL Valve. Lowering and raising
be isolated through the ramp sequence valve so the ramp the ramp is controlled by a RAMP CONTROL valve on the
can be raised or lowered with the door retracted into the right side of the aft cargo compartment between the floor
ramp or extended. The door is an integral part of the ramp and the overhead at sta 490 (fig. 6-16). The RAMP
and only provides closure; therefore, references made to the CONTROL valve is operated either electrically or manually.
ramp will be understood to include the door and its related Electrical operation is performed by setting the RAMP
movements. The cargo door is jettisonable to provide an PWR Switch to EMERG, and using the RAMP EMER
emergency exit. The cargo door and ramp is located at the control switch on the cockpit overhead HYD control panel
aft end of the cargo compartment and is used for troop and
cargo loading and unloading. In closed position, it conforms (Chapter 2, Section VI). Manual operation is accomplished
to the side contours of the fuselage (fig. 6-15). Internal locks by setting the RAMP PWR switch to ON, and using a
in the ramp actuating cylinders prevent accidental opening three-position lever mounted on the RAMP CONTROL
and constitute the only locking mechanism for keeping the valve. The lever positions are labeled UP, STOP, and DN
ramp closed. The ramp is hinged to the fuselage and opens (down). The control lever can be reached from the outside
rearward and downward to rest on the ground. When through a hinged panel on the aft fuselage.
Figure 6-15. Cargo Door and Ramp
Change 9 6-29
TM 55-1520-240-10
Figure 6-16. Ramp Controls
6-30
TM 55-1520-240-10
CAUTION f. 10,000 lb tiedown fittings - Install as required.
Do not press the sequence valve plunger g. Loading aids - Check, for condition and operation.
unless the ramp is down. h. Weight and balance data - Check.
i. Emergency equipment - Check.
6-47. Ramp Control Sequence Valve. A mechani-
cally operated sequence valve controls the sequence of j. Emergency exits - Inspect.
cargo door and ramp operation (fig. 6-17). The valve is
below the ramp control valve at the ramp hinge line. A k. Cargo load - Inspect.
plunger on top of the valve is manually pressed to hold the
cargo door at full open during ramp operation. The plunger 6-51. Ramp Operation.
can be locked in the depressed position by rotating a retainer
pin which extends from the side of the valve. 6-52. Normal Operation.
6-46. Pressure Actuated Valve. Ramp operation is
stopped during cargo door operation by a hydraulic pressure WARNING
actuated valve. The valve is located near the ramp control
valve (fig. 6-16). A plunger provides manual override of the When the RAMP PWR switch is OFF, be
valve if it sticks. sure the RAMP CONTROL VALVE remains
at STOP. If the RAMPCONTROL VALVE is
6-49. Accumulator Gage. A gage at station 534, right moved to UP or DN, the ramp may free fall.
side, indicates APU accumulator pressure in psi (fig. 6-16).
A pressure reading on the accumulator gage in excess of
2,500 psi is sufficient for operating the ramp. 1. Lower the ramp as follows:
6-50. Equipment Loading and Unloading. a. RAMP PWR switch - ON.
The following procedures should be observed in preparing NOTE

the helicopter for a cargo transport mission: Perform step b. and c. only if the ramp is
a. Doors - Open. lowered with accumulator pressure.
b. Parking brake - On.
b. APU accumulator gage-Check 2,500 psi or
c. Troop seats - Stow. more. If the pressure reading is below 2,500 psi,
d. Cargo compartment -Clean. operate the hand pump to build up pressure.
e. Tiedown devices - Check, for type and quantity. c. EMERG UTIL PRESS valve - Open.
Figure 6-17. Sequence Valve Operation
Change 9 6-31
TM 55-1520-240-10
d. Ramp control valve lever - DN, allowing ramp NOTE

to lower to a position of ground rest, then STOP. Momentary selection of the RAMP EMER con-
If the ramp is to be adjusted to a level other than trol switch to the DN position will result in
ground rest, or fully closed, with the cargo door approximately 5 seconds of the ramp and cargo
in the retracted position, perform the following: door opening operation sequence. The opening
(1) Sequence valve plunger - Press and hold. sequence of the ramp can be halted during the 5
second cycle by momentarily placing the RAMP
(2) Sequence valve plunger retainer pin -
EMER control switch to the UP position. Con-
Rotate to the horizontal position to lock
the plunger in. tinuous lowering of the ramp (longer than 5
seconds) can be achieved by holding the RAMP
2. Raise the ramp as follows: EMER switch in the DN position until the
a. Sequence valve plunger-Check, released if desired ramp position is attained.
ramp and cargo door are to be closed.
b. RAMP EMER control switch - DN momen-
NOTE
tarily, then back to HOLD. The ramp downward
Perform step b. only if accumulator pressure is cycle can be halted by momentarily setting the
used to raise the ramp.
RAMP EMER control switch to UP.
b. EMERG UTIL PRESS valve - Open. c. Repeat step b. if necessary, until desired ramp
position is achieved, or hold the switch in the
c. Ramp control valve lever - UP, allowing ramp DN position until the ramp reaches the desired
to close. If accumulator pressure is not sufficient position.
to raise the ramp, operate the hand pump.
2. Close the ramp as follows:
d. Ramp control valve lever - STOP.
a. RAMP PWR switch.- EMERG.
CAUTION
b. RAMP EMER control switch - UP until door is
The ramp must be at or above floor level closed, then back to HOLD.
during takeoffs and landings.
6-54. Manual Operation - Cargo Door.
6-53. In-Flight Operation. Should the need arise to retract or extend the cargo door
section of the ramp manually, insert the handcrank as shown
The ramp can be operated at airspeeds up to Vne. At speeds in figure 6-19. Crank clockwise to retract. Crank counter-
up to 60 knots, the ramp will open normally. At speeds clockwise to extend.
above 60 knots, air pressure from within the cargo compart-
ment is required. To get this pressure, the vent blower can be
6-55. Preparation of General Cargo.
turned on or the upper section of the cabin door can be
opened. Before loading cargo, it is advisable to inspect items of
cargo with regard to dimensions, weight, contact pressure,
CAUTION center of gravity, and hazards. This data will be helpful in
determining the placement of the load in the helicopter and
Do not attempt to manually operate the in computing weight and balance. Refer to FM 55-450-2.
cargo door when the utility hydraulic system
is pressurized. Motor damage can result. 6-56. Cargo Dimensions. Any item of cargo which
appears to have critical dimensions for loading into the
helicopter should be measured and checked against door
6-53.1. Ramp Emergency Control.
and compartment dimension limitations.
WARNING 6-57. Cargo Weight. Package weight of individual

items of cargo should be legibly stenciled on an exterior
The RAMP EMER control switch is intended surface. If not provided, the weight must be determined in
for emergency use only during smoke and order to plan cargo placement, to calculate contact pressure,
fume elimination procedures. Inadvertent op- and to compute helicopter weight and balance. The same
eration of the cargo ramp and cargo door rule applies to palletized cargo and vehicle loads.
from the cockpit may result in injury to
personnel or damage to equipment. 6-58. Cargo Center of Gravity. The center of gravity
(C.G.) of each item of cargo must be determined in order to
compute weight and balance by the station method. As a
1. Open the ramp as follows:
rule, those items of cargo crated for transport will be marked
a. RAMP PWR switch - EMERG. with a C.G. If the C.G. is not
6-32 Change 9
TM 55-1520-240-10
marked, it can be determined by methods provided in FM 6-61. General Instructions for Loading, Securing,
55-450-2. and Unloading Cargo.
There are three prime factors to be considered in properly
6-59. Vehicle Load.
loading the helicopter. These factors are weight, balance,
The same general rules that are observed in cargo loading and restraint. The weight of the cargo to be loaded must
apply to vehicle loading. In addition, fuel tank caps, radiator remain within safe operating limits, and the cargo must be
caps, and battery filler caps should be checked and secured. restrained from shifting during takeoff, flight, and landing.
Fuel tanks should be checked to see that they are not filled Refer to FM 55-450-2 to determine or compute loading,
above three-quarters capacity. Air trapped in a fuel tank will shoring and restraint criteria.
expand at altitude and force fuel out through the filler neck,
creating a fire hazard. If fuel tanks are filled to capacity, 6-62. Weight and Balance.
some fuel must be drained off before the vehicle is loaded. Refer to TM 55-1500-342-23 and figure 6-25 to compute
Also, check tire pressures and, if necessary, deflate tires to helicopter GW/CG and complete Form F.
prescribed limits.
6-63. Restraint.
6-60. Hazardous Cargo. Items of cargo within the helicopter are subject to the same
Items of cargo possessing dangerous physical properties, forces which affect the helicopter in flight. These forces will
such as explosives, acids, flammables, etc., must be handled cause the cargo to shift unless the cargo is restrained. To
with extreme caution and in accordance with established maintain helicopter balance and prevent injury to personnel,
regulations and TM 38-250. cargo must be restrained from shifting.
Change 9 6-32.1/(6-32.2 blank)

TM 55-1520-240-10
Figure 6-18. Stowage Locations
6-33
TM 55-1520-240-10
cargo extends into two or three compartments, the

weight of the item should be proportionately distributed
in each compartment. The C.G. of the cargo load is
computed as follows:
a. Record the weight of cargo in each compartment.
b. Calculate the compartment moment by multiplying
the total weight in each compartment by the station
number of the compartment centroid.
c. Add the compartment moments.
d. Add the weight in all compartments.
e. Divide the sums of the cargo moments by the total
weight of the cargo. The result is the arm or the C.G.
location of the load.
6-66. Station Loading. Loading by stations provides
a more precise method of computing the C.G. of a load
and should be used whenever possible (fig. 6-21). To use
this method, it is necessary to know the C.G. of each
item of cargo. If the C.G. of an item is not marked, it can
be determined by the procedure given in FM 55-450-2,
Station loading requires that the C.G. of each item
placed in the helicopter coincides with a fuselage station
number. The C.G. of the load is calculated as follows:
a. Record the weight and station number of each item
of cargo.
b. Calculate the moment of each item by multiplying
the weight of the item by the station number of its C.G.
Figure 6-19. Cargo Door Cranking
c. Add the moment of each item to obtain the total
6-64. Load Planning. load moment.
Before loading cargo, the placement of individual items d. Add the weights of each item to obtain the total
of cargo in the helicopter should be planned and then load weight.
checked to determine if the planned arrangement falls
within the C.G. limits. There are three basic steps e. Divide the total load moment by the total load
involved in load planning. The first step is to decide weight to obtain the arm or the C.G. location of the
which method will be used to compute the C.G. of the load.
load. If the compartment method is to be used, each
item of cargo must be assigned a location in one of the 6-67. Vehicle Loading. The same procedures ob-
three compartments. If the station method is to be used, served in cargo loading apply to vehicle loading.
specific station locations must be assigned to each item
6-68. Shoring.
of cargo. The second step is to compute the C.G. of the
load. If the load consists of a number of items of cargo, Shoring is used to protect the cargo floor and to
the compartment method should be used. If the load distribute load pressure over a greater area of the floor.
consists of only a few bulky items, the station method Shoring can often make the difference between being
should be used. The third step is to check if the C.G. able to carry a given load and not being able to;
falls within the allowable limits. If it does, the cargo can however, it is important not to exaggerate the effective-
be loaded; if not, the location of individual items should ness of shoring. Some vehicles have a tread width too
be rearranged until an acceptable loading plan is ob- narrow to allow the wheels to rest on the treadways. In
tained. this case, shoring must be used to reduce the contact
pressure on the walkway to an allowable figure. In
6-65. Compartment Loading. Loading by compart- general, shoring is required for all wheeled platforms
ments provides a rapid means of computing the C.G. of and dollies and for any item of cargo whose contact
a load and can be used whenever the cargo load consists pressure exceeds the floor limitations.
of a number of items. The helicopter cargo compart-
ment is divided into three compartments (fig. 6-20). The 6-69. Securing Cargo.
centroid, or center of balance, of each compartment is
located at station 181, 303, and 425, respectively. When The helicopter is subjected to forces which result from
using the compartment method, it is assumed that the air turbulence, acceleration, rough or crash landings,
weight of all the cargo in the compartment is concen- and aerial maneuvers. These same forces act upon the
trated at the centroid of the compartment. If an item of cargo in the helicopter and tend to shift the cargo unless
6-34
TM 55-1520-240-10
Figure 6-20. Compartment Loading
6-35
TM 55-1520-240-10
Figure 6-21. Station Loading

it is firmly secure. Forward motion of the helicopter is which it keeps the cargo from moving. Forward restraint
the most rapid movement that will be encountered and keeps the cargo from moving forward, aft restraint
is the strongest force that is likely to act on the cargo if keeps the cargo from moving aft, and so on.
the helicopter is suddenly slowed or stopped in a crash
landing. Other forces tending to shift the cargo aft, 6-70. Restraint Criteria.
laterally, or vertically will be less severe. The amount of
restraint required to keep the cargo from moving in any The following restraint factors are ultimate values and
direction is called the restraint criterion and is ex- the minimum acceptable factors for crew and passenger
pressed in units of the force of gravity, or g’s. In each safety.
case, the maximum force exerted by the item of cargo to
be restrained would be its normal weight times the
number of g’s of the restraint criteria. In order to safely
carry cargo, the amount of restraint applied should
equal or exceed the maximum amount of restraint
required. Restraint is referred to by the direction in
6-36
TM 55-1520-240-10
Direction Restraint Criteria NOTE

Forward 4.0 g’s The HICHS can yield locally under the
Aft 2.0 g’s above loads, but ultimate failure cannot oc-
Down 4.0 g’s cur; that is the cargo (e.g., pallet, ERFS)
2.0 g’s cannot become a flying object when the
up
above loads are applied. The above ultimate
Lateral 1.5 g’s load factors shall be applied to the entire
HICHS. All other cargo will be restrained to
6-71. Restraint Devices. the normal restraint criteria as stated in this
Refer to FM 55-450-2. chapter.
6-72. Calculation of Tiedown Devices Required.
6-78. Loading Sequence.
Refer to FM 55-450-2.
Refer to table 6-4 to select the proper configuration for
6-73. Tiedown Methods. system components during loading. Up to three pallets
Methods of applying restraint will vary depending on may be winched or manually loaded on the system.
the type of cargo making up the load. Vehicles, crated Loading clearances are shown in figures 6-22, 6-23, and
objects, and assorted items of general cargo will require 6-24.
different methods of application. (Refer to FM 55-450-2
for restraint methods.) 6-79. Warehouse Pallets. Refer to table 6-4 to select
the proper configuration for system components during
loading. Up to 8 to 10 warehouse pallets can be loaded
into the helicopter provided that the weight and C.G.
Excessive tightening of the tiedown straps requirements are within the limits specified as follows.
attached to the outboard row of tiedown The 40- inch side should be positioned across the
fittings will limit the effectiveness of the handling system so that the 48-inch side is on the
isolated floor. outboard rail. Pallets may be winched or manually
loaded. During loading, the pallet should be fork lifted
onto the ramp extension and balanced onto the ramp
6-74. Vehicle Tiedown. Because of the numerous rollers. On the ramp, it should be pushed on board.
points of attachment available, vehicles are the items of
cargo easiest to tie down. An MB-1 chain device should NOTE
be used to restrain vehicle loads. These devices should All cargo must be properly restrained to
be fastened to the 10,000-pound tiedown fittings when- ensure safe operation of the helicopter and
ever possible. safety of personnel. Loads must be restrained
in accordance with procedures and guide-
6-75. Bulk Cargo Tiedown. Typical methods of re- lines in FM 55-450-2, Helicopter Internal
straining large crates are shown in FM 55-450-2. If the Loads.
crate is very heavy, an MB-1 tiedown device should be
used to provide forward restraint and should be fas-
tened to the 10,000-pound tiedown fittings. Individual warehouse pallets may weight up to 3,700 lbs.
However, to maintain floor isolation, the sum of the
6-76. General Cargo Tiedown. General cargo weights of longitudinally adjacent pallets must not ex-
tiedown methods are shown in FM 55-450-2. ceed 4,300 lbs. For example, pallets weighing 2,100 lbs
or less may be loaded without discrimination; a mix of
6-77. 463 L Pallet/ Extended Range Fuel System
pallets weighing, for example, 3,000 lbs and 1,200 lbs,
(ERFS). would require alternate loading of a 3,000 lb pallet and
The restraint criteria capability of a 463L pallet/ERFS a 1,200 lb pallet. If the load consists entirely of pallets
loaded to 7,500 pounds is as follows. weighing in excess of 2,150 lbs, the pallets must be
Direction Load Factor spaced longitudinally such that the distance, in inches,
Forward 6g plus 1.5g down between the forward edge of one pallet and the forward
Aft 3g plus 1.5g down edge of the subsequent pallet will not be less than
Lateral 2.25g plus 1.5g down W/45.2 when W is the average pallet load in pounds. For
Up 6g example, load of pallets weighing 3,000 lbs each would
Down 3g need to be spaced 3000/45.2 = 66 inches center-to-
center apart. Pallets that are spaced longitudinally will
require tiedowns for longitudinal, lateral, and vertical
forces. In this situation there is no requirement to use
the barrier systems.
6-80. Wheeled Vehicles. Refer to table 6-4 to select
the proper configuration for system components during
6-37
TM 55-1520-240-10
loading. Winch or manually load the vehicles into the e. Repeat as required.
helicopter.
6-85. Extended Range Fuel System (ERFS),
6-81. Personnel. ERFS II and FARE Kit Weight and Balance
Data.
The internal cargo handling system (HICHS), is
compatible for personnel only or for both cargo and Refer to figure 6-1, table 6-3 and 6-3.1.
personnel. If both are loaded, the cargo should be forward
The operator, upon configuration of ERFS II and FARE kit,
of the personnel for safety.
must compute various fuel amounts to calculate
6-82. Miscellaneous Cargo. combinations of weight and balance matching the mission
requirements. table 6-3 lists the weights, ARM and
Place on a pallet or skid as desired. If a 6/E (463L) pallet moments of ERFS II and FARE kit installations.
is used, secure the pallet with the locks or retractable
flanges. straps or chains may be used as required. WARNING
6-83. Mixed Cargo. Some combinations of ERFS II configuration
Any of the previous cargos may be mixed as desired. The and auxiliary fuel load will cause the helicop-
only limitation is space. ter to exceed weight and balance limits. It is
the responsibility of the flight crew to ensure
6-84. Load Dumping From Ramp. the helicopter center of gravity remains with-
in operating limits at take-off and landing.
CAUTION
Standard configuration for the ERFS II consists of three
Damage to the helicopter or load could occur tank assemblies, fuel transfer hose assembly, fuel control
when load dumping from the ramp. Make sure panel, restraint system, FARE kit, and unusable fuel, with
taxi surface is level and free of obstacles. Tank 1 C.G. at 250 inches, Tank 2 C.G. at 330 inches,
Dumping from the ramp is not a routine operation, but Tank 3 C.G. at 410 inches, and FARE kit C.G. at 464
under urgent conditions can be accomplished as follows: inches.
a. Helicopter at full stop. 6-85.1. Restraint System Limits.

b. Remove ramp extensions and rollers if installed. The limitations of the restraint system are 8 G’s forward,
c. Load released, but under control and moved to aft 3 G’s aft, 8 G’s vertical, and 8 G’s lateral, measured with
cabin ramp with ramp slightly in up position. each tank one half full of fuel.
6-85.2. Breaking Loads of Self Sealing Breakaway
WARNING
Valves.
Crew members must remain clear of load. The breaking loads of the self sealing breakaway valves
d. Helicopter taxis forward at approximately 5 knots utilized in the ERFS II fuel and vent assemblies are:
ground speed. When 5 knots is reached, the ramp should moment bending 750 lbs (±150 lbs) at 7 inches, and
be lowered and load pushed out the rear f the helicopter. tension 4,300 lbs.
Table 6-3. Extended Range Fuel System (ERFS) Weight and Balance Data
Configuration Weights/Balance Station Moments/1000
Fuel Tank 1 511.3 230.0 117.6
Fuel Tank 2 511.3 290.0 148.3
Fuel Tank 3 511.3 350.0 178.9
Fuel Tank 4 511.3 410.0 209.6
FMCP 48 190 9.1
Vent Lines 15 320 4.8
Pump Discharge Lines 20 290 5.8
Feed Lines/Manifold 70 290 20.3
Forward Area Refueling 800 502 401.6
Equipment (FARE)
(2 Pumps, 2 Filters, and 2
Fuel Cans)
HICKS 878 379.9 333.5
3/463L Pallets (290 lbs ea.) 870 323 281.0
6-38 Change 14
TM 55-1520-240-10
Table 6-3.1. Extended Range Fuel System II (ERFS II) Weight and Balance Data
Item Weight (LBS) Station (ARM) Moment/1000
Single-point Refuel Hose 23.0 240.0 5.5
Total Weight and Moment 23.0 5.5
ERFS II Tank 1 (Empty) 607.0 250.0 151.8

Unusable Fuel (5.5 gal JP-8) 37.0 250.0 9.0
Fuel Control Panel (FCP) 20.0 217.0 4.3
Vent Hose 10.0 235.0 2.4
Elect Harness, Hel to FCP 7.0 235.0 1.6
Elect Harness, FCP to Tank 8.0 238.0 1.9
Wiring Harness, Fuel Qty 5.0 240.0 1.2
Restraint Assembly 81.0 250.0 20.3

Fuel Hose 15.0 285.0 4.3
Vent Hose 10.0 305.0 3.1

Fuel Hose 15.0 375.0 5.6
Vent Hose 10.0 385.0 3.9
Fuel Hose, Main to ERFS II 29.0 363.0 10.5

Fuel Hose, Fuel Transfer 13.0 400.0 5.2
FARE Kit 592.0 464.0 274.7

(Pump Module, hose, cou-
plings, filters, meters, and
nozzles)
TOTAL ERFS II 2,948.0 1046.6

(including FARE) Weight
and Moment
Change 14 6-38.1/(6-38.2 blank)

TM 55-1520-240-10
Table 6-4. Loading Sequence Configuration

463L Pallet Configurations
Configuration Component Comment
Load Outboard Rollers Down

Warehouse Guides Down
Ramp Extension/Ramp Jacks In Place as Required
Ramp Extension/Ramp Extension In Place as Required
Rollers
Locks Up (Unlock)
Retractable Flange Rotate Outboard (Unlock)
5k/10k Rings Down (Stowed Position)
Restraint Outboard Rollers

Warehouse Guides
Ramp Extension/Ramp Jacks
Ramp Extension/Ramp Extension
Rollers
Locks Down (Locked)
Retractable Flange Rotate Inboard (Locked)
5k/10k Rings
Flight Outboard Rollers
Warehouse Guides
Ramp Extension/Ramp Jacks Stow in Helicopter
Ramp Extension/Ramp Extension Rotate Ramp Extension on Ramp,
Rollers Rollers on Underside (Stowed Posi-
tion)
Locks
Retractable Flange
5k/10k Rings
Unload Outboard Rollers
Warehouse Guides
Rollers
Locks Up (Unlock)
5k/10k Rings
Warehouse Pallet Configurations

Load Outboard Rollers Down

Warehouse Guides Up
Rollers
Locks Down (Unlocked)
5k/10k Rings Up

Warehouse Guides
6-39
TM 55-1520-240-10
Table 64. Loading Sequence Configuration (Continued)


Rollers
Locks
Retractable Flange
5k/10k Rings Using Straps, Secure Cargo to 5/10k
Rings
Warehouse Guides
Ramp Extension/Ramp Jacks Stow in Aircraft
Rollers Rollers on Underside
Locks
Retractable Flange
5k/10k Rings


Warehouse Guides
Rollers
Locks
Retractable Flange
5k/10k Rings
Wheeled Vehicle Configurations

Load Outboard Rollers* Up-Straps on Cabin, Ramp Up

Warehouse Guides Down
Ramp Extension/Ramp Jacks No Ramp Extension Jacks, No
Ramp Jack (Ramp on Ground)
Ramp Extension/Ramp Extension Ramp Extension on Ground, No
Rollers Rollers
Locks Down (Locked)
5k/10k Rings Up
Warehouse Guides
Rollers
Locks
Retractable Flange
6-40
TM 55-1520-240-10
Table 6-4. Loading Sequence Configuration (Continued)

5k/10k Rings Using Straps and/or Chains, Secure

Cargo to 5k/10k Rings

Warehouse Guides
Ramp Extension/Ramp Jacks Stow in Helicopter
Rollers Rollers on Underside
Locks
Retractable Flange
5k/10k Rings
Warehouse Guides
Ramp Extension/Ramp Jacks Ramp on Ground
Ramp Extension/Ramp Extension Ramp Extension on Ground
Rollers
Locks
Retractable Flange
5k/10k Rings *Maximum available

width with outboard rollers in
stowed position is 85 inches lateral
width.
6-41
TM 55-1520-240-10
Figure 6-22. Loading With Ramp Down (Forklift Loading)
6-42
TM 55-1520-240-10
Figure 6-23. Loading With Ramp In Level Position
6-43
TM 55-1520-240-10
Figure 6-24. Load Clearances
6-44
TM 55-1520-240-10
SECTION Vll LOADING LIMITS
6-86. General.
The loading limits are depicted on figure 6-25. Using
loading techniques specified in this chapter, it would be
difficult to exceed these limits.
6-45
TM 55-1520-240-10
Figure 6-25. C.G. Limits Chart
6-46
TM 55-1520-240-10
CHAPTER 7
PERFORMANCE DATA
SECTION I INTRODUCTION
7-1. Purpose. limits with an operating cruise guide indicator (CGI).

Airspeed limits with the CGI inoperative are in Chapter
The purpose of this chapter is to provide the best 5. If limits are exceeded, minimize the degree and time.
available performance data for the CH-47D helicopter.
Regular use of this information will enable you to 7-4. Use of Charts.
receive maximum safe utilization from the aircraft.
Although maximum performance is not always required, a. Chart Explanation. The first page of each section
regular use of this chapter is recommended for the describes the chart(s) and explains its use.
following reasons. b. The primary use of each chart is given in an
a. Knowledge of your performance margin will allow example and a guideline is provided to help you follow
you to make better decisions when unexpected condi- the route through the chart. The use of a straight edge
tions or alternate missions are encountered. (ruler or page edge) and a hard fine point pencil is
recommended to avoid cumulative errors. The majority
b. Situations requiring maximum performance will be of the charts provide a standard pattern for use as
more readily recognized. follows: enter first variable on top left scale, move right
c. Familiarity with the data will allow performance to to the second variable, deflect down at right angles to
be computed more easily and quickly. the third variable, deflect left at right angles to the
fourth variable, deflect down, etc. until the final variable
d. Experience will be gained in accurately estimating is read out at the final scale. In addition to the primary
the effects of variables for which data are not presented. use, other uses of each chart are explained in the text
7-2. General Data. accompanying each set of performance charts.
The data presented covers the maximum range of NOTE
conditions and performance that can reasonably be An example of an auxiliary use of the charts
expected. In each area of performance, the effects of referenced above is as follows: Although the
altitude, temperature, gross weight (GW), and other hover chart is primarily arranged to find
parameters relating to that phase of flight are pre- torque required to hover, by entering torque
sented. In addition to the presented data, your judg- available as torque required, maximum wheel
ment and experience will be necessary to accurately height for hover can also be found. In gen-
obtain performance under a given set of circumstances. eral, any single variable can be found if all
The conditions for the data are listed under the title of others are known. Also, the tradeoffs be-
each chart. The effects of different conditions are tween variables can be found. For example,
discussed in the text accompanying each phase of at a given density altitude (DA) and pressure
performance. Where practical, data is presented at altitude (PA), you can find the maximum
conservative conditions. However, NO GENERAL GW capability as free air temperature (FAT)
CONSERVATISM HAS BEEN APPLIED. All perfor- changes.
mance data presented is within the applicable limits of
the aircraft.
c. Dashed Line Data. Data beyond conditions for
CAUTION which tests were conducted, or for which estimates are
used, are shown as dashed lines.
Exceeding operating limits can-cause perma-
nent damage to critical components. Over
7-5. Data Basis.
limit operation can decrease performance, The type of data used is indicated at the bottom of each
cause immediate failure, or failure on a performance chart under DATA BASIS. The applica-
subsequent flight. ble report and date of the data are also given. The data
provided generally is based on one of the following
categories.
7-3. Limits.
a. Flight Test Data. Data obtained by flight test of
Applicable limit lines are shown on the charts. The the aircraft by experienced flight test personnel at
dashed lines on the cruise charts are estimated airspeed precise conditions using sensitive calibrated instruments.
7-1
TM 55-1520-240-10
b. Calculated Data. Data based on tests, but not on 7-7.2. ERFS II Tank Capacity.
flight test of the complete aircraft.
The capacity of the ERFS II tank using pressure refueling
c. Estimated Data. Data based on estimates using
is 805.5 US gallons. If filled using gravity refueling, the ca-
aerodynamic theory or other means but not verified by
pacity is 825.5 US gallons (In both cases 5.5 GALS will be
flight test.
unusable).
7-6. Specific Conditions.
The data presented is accurate only for specific conditions 7-7.3. Amount of Unusable Fuel.
listed under the title of each chart. Variables for which data The amount of unusable fuel in each of the ERFS II tanks
are not presented, but which may affect that phase of per- is 5.5 US gallons of JP-8.
formance, are discussed in the text. Where data is avail-
able or reasonable estimates can be made, the amount 7-7.4. Fuel Transfer Rate.
that each variable affects performance will be given.
7-7. General Conditions. The rate at which fuel is transferred from the ERFS II
tanks to the helicopter main fuel tanks is 23 GPM.
In addition to the specific conditions, the following general
conditions are applicable to the performance data. 7-7.5. FARE Transfer Rate.
a. Rigging. All airframe and engine controls are as-
The FARE kit pump is rated at 120 GPM. However, the
sumed to be rigged within allowable tolerances.
configuration of the FARE fuel transfer hose assembly af-
b. Pilot Technique. Normal pilot technique is assumed. fects this transfer rate. Pressure losses across couplings,
c. Aircraft Variation. Variations in performance be- filters, and nozzles reduce the flow rate below the rated
tween individual aircraft are known to exist; however, they value. The rate at which fuel is transferred from the ERFS
are considered to be small and cannot be accounted for II tanks using the FARE pump and the standard configura-
individually. tion of the FARE fuel transfer hose assembly is 84 to 88
GPM.
d. Instrument Variations. The data shown in the perfor-
mance charts does not allow for instrument inaccuracies 7-8. Performance Discrepancies.
or malfunctions.
e. Airspeed Calibrations. The airspeed calibration Regular use of this chapter will allow you to monitor instru-
chart presents the difference between indicated air speed ments and other aircraft systems for malfunction, by
(IAS), and calibrated airspeeds (CAS) for different flight comparing actual performance with planned perfor-
conditions. mance. Knowledge will also be gained concerning the ef-
fects of variables for which data are not provided, thereby
f. Except as noted, all data is for a clean configuration increasing the accuracy of performance predictions.
(all doors installed, without armament).
g. Types of Fuel. All flight performance data is based on 7-9. Definitions of Abbreviations.
JP-5 fuel. the change in fuel flow and torque available,
when using JP-4, JP-8, Aviation gasoline or any other ap- Capitalization and punctuation of abbreviations varies,
proved fuels, is insignificant. depending upon the context in which they are used. In
general, full capital letter abbreviations are used in text
7-7.1. ERFS II Performance Data. material, charts and illustrations. Periods do not usually
Use of the performance data will enable the operator to re- follow abbreviations; however, periods are used with ab-
ceive the maximum safe utilization of the ERFS II and breviations that could be mistaken for whole words if the
FARE kit. period were omitted.
7-2 Change 14
TM 55-1520-240-10
Figure 7-1. Temperature Conversion Chart
7-3
TM 55-1520-240-10
SECTION II EMERGENCY TORQUE AVAILABLE
7-10. Emergency Torque Available. temperature. To determine torque available, it is nec-

Single engine emergency torque available may be ob- essary to know PA, and FAT. Enter the left side of the
tained from figure 7-2. Available torque is presented in chart at known temperature, move right to known
terms of PA and FAT. pressure altitude, then down to read torque available.
7-11. Use of Chart.
7-12. Conditions.
The primary use of the chart is to determine available
engine torque for various combinations of PA and The chart is based on a rotor speed of 100%.
7-4
TM 55-1520-240-10
SINGLE ENGINE EMERGENCY TORQUE AVAILABLE
Figure 7-2. Emergency Torque Available
7-5
TM 55-1520-240-10
SECTION Ill MAXIMUM TORQUE AVAILABLE
7-13. Maximum Torque Available (10-Minute Op- 7-16. Maximum Torque Available (30-Minute Op-
eration). eration).
Maximum torque available (l0-minute operation) may Maximum torque available (30-minute operation) may
be obtained from figure 7-3. Available torque is pre- be obtained from figure 7-4. Available torque is pre-
sented in terms of pressure altitude and free air tem- sented in terms of PA and FAT.
perature.
7-17. Use of Chart.
7-14. Use of Chart.
The primary use of the chart is to determine available The primary use of the chart is to determine available
engine torque for various combinations of pressure engine torque for various combinations of PA and
altitude and temperature. To determine torque avail- temperature. To determine torque available, it is nec-
able, it is necessary to know pressure altitude and free essary to know pressure altitude and free air tempera-
air temperature. Enter the left side of the chart at ture. Enter the left side of the chart at the known
known temperature, move right to known pressure pressure altitude, move right to known temperature,
altitude, then down to read torque available. then down to read intermediate torque available.
7-15. Conditions. 7-18. Conditions.

The chart is based on a rotor speed of 100%. The chart is based on a rotor speed of 100%.
7-6
TM 55-1520-240-10
Figure 7-3. Maximum Torque Available (10-Minute Operation)
7-7
TM 55-1520-240-10
MAXIMUM TORQUE AVAlLABLE (30 MIN OPERATION)
Figure 7-4. Maximum Torque Available (30-Minute Operation)
7-8
TM 55-1520-240-10
7-9
TM 55-1520-240-10
SECTION IV CONTINUOUS TORQUE AVAILABLE
7-19. Continuous Torque Available. temperature. To determine torque available, it is nec-

Continuous torque available may be obtained from essary to know PA and FAT. Enter the left side of the
figure 7-5. Available torque is presented in terms of PA chart at known temperature, move right to known
and FAT. pressure altitude, then down to read torque available.
7-20. Use of Chart.
7-21. Conditions.
The primary use of the chart is to determine available
engine torque for various combinations of PA and The chart is based on a rotor speed of 100%.
7-10
TM 55-1520-240-10
Figure 7-5. Continuous Torque Available
7-11
TM 55-1520-240-10
SECTION V HOVER
7-22. DESCRIPTION. maximum torque available and read wheel height. This
wheel height is the maximum hover height,
The hover chart, figure 7-6, presents torque required to
hover at 100% RRPM at various combinations of PA, c. The hover charts may also be used to determine
FAT, GW, and wheel height for single and dual engine maximum GW for hover at a given wheel height, PA,
operation. and temperature. Enter at known pressure altitude,
move right to the FAT, then move down to the bottom
7-23. Use of Chart. of the lower grid, and read density altitude. Now enter
a. The primary use of the charts is illustrated by the lower left grid at maximum torque available. Move up to
example. To determine the torque required to hover, it wheel height, then move right to density altitude and
is necessary to know PA, FAT, GW, and desired wheel read GW. This is the maximum gross weight at which
height. Enter the upper right grid at the known pressure the helicopter will hover.
altitude, move right to the temperature, move down to
gross weight. Move left to desired wheel height, deflect 7-24. Conditions.
down and read torque required for dual engine or single a. The hover chart is based on calm wind, level
engine operation. surface, and 100% RRPM.
b. In addition to the primary use, the hover ceiling b. Hover in ground effect (HIGE) data is based on
charts (fig. 7-7) may be used to predict maximum hover hovering over a level surface. For normal transition
height. This information is necessary for use of the from hover to forward flight, the minimum hover wheel
takeoff chart found in figure 7-8. To determine maxi- height should be 10 feet to prevent ground contact. If
mum hover height, it is necessary to know PA, FAT, helicopter is to hover over a surface known to be steep,
GW, and maximum torque available. Enter at the covered with vegetation, or if type of terrain is unknown,
known pressure altitude, move right to FAT, move the flight should be planned for hover out of ground
down to gross weight, move left to intersection with effect (HOGE) capability.
7-12
TM 55-1520-240-10
Figure 7-6. Hover Chart
7-13
TM 55-1520-240-10
Figure 7-7. Hover Ceiling
7-14
TM 55-1520-240-10
7-15
TM 55-1520-240-10
SECTION VI TAKEOFF
7-25. Description. required obstacle height, move right to desired true

climbout airspeed, then down and read distance re-
The takeoff chart, figure 7-8, defines distances required
to clear obstacles of 50 feet, 100 feet, 150 feet, and 200 quired to clear obstacle.
feet based upon maximum hover height capability and b. A hover check should be made prior to takeoff to
true airspeed. The procedure for takeoff is the level verify hover capability. If winds are present, hover
flight acceleration technique. capability will be greater than predicted since the hover
chart is based on calm wind conditions.
NOTE
7-27. Conditions.
The maximum hover heights shown are in-
dicative of helicopter performance capability a. The takeoff chart is based on calm wind conditions.
and do not imply that this hover height must Since the surface wind velocity and direction cannot be
be maintained through takeoff. accurately predicted, all takeoff planning should be
based on calm air conditions. Takeoff into the wind will
improve takeoff performance.
7-26. Use of Chart.
The primary use of he chart is illustrated by the
examples. A tailwind during takeoff and climbout will
increase the distance for obstacle clearance
a. To determine the distance required to clear an
and may prevent a successful takeoff.
obstacle, it is necessary to know maximum hover height
(hover capability), obstacle height, and climbout true
airspeed. Calculation of maximum hover height is de- b. Takeoff performance data are based on the use of
scribed in Section V, Hover. Enter the chart for the maximum torque available at 100% RRPM.
7-16
TM 55-1520-240-10
Figure 7-8. Takeoff Chart
7-17
TM 55-1520-240-10
SECTION Vll CRUISE
7-28. Description. NOTE

The cruise charts, figures 7-9 through 7-92, present Airspeed limitations with an operative cruise
torque requirements and fuel flow for cruise flight as a guide indicator are per the indicator display.
function of airspeed and gross weight for various com- Estimated values shown on these cruise
charts are for information only, as an aid to
binations of pressure altitude and free air temperature. pre-flight planning.
Dot pattern (shaded) area indicates time limited oper-
ation.
b. Torque. Since PA and temperature are defined
7-29. Use of Charts. for each chart, torque required varies only with GW and
airspeed. The torque required per engine as presented
The primary use of charts is illustrated by the example on the charts is for dual engine operation. The torque
cruise chart (fig. 7-9). To use the charts it is usually required for single engine operation is double the dual
necessary to know the planned PA, estimated FAT, engine torque value for any given condition. See cruise
planned cruise TAS, and the GW. First, select the chart example 2 for example on torque required. The
proper chart based on PA and free air temperature. torque available limits shown are either transmission or
Enter the chart at the cruise TAS, move right and read engine torque limits (whichever is least).
IAS, move left to the GW, move down and read torque c. Fuel Flow. The fuel flow scales presented on each
required, then move up and read associated fuel flow. chart opposite the torque scales are for dual engine
Maximum performance conditions are determined by operation. Torque may be converted directly to fuel
entering the chart where the maximum range line or flow on any chart without regard to other chart infor-
maximum endurance and rate of climb (R/C) line mation. A single engine fuel flow chart is presented in
intersect the gross weight line; then read airspeed, fuel Section X. Torque required for any given condition as
flow, and torque required. Normally, sufficient accuracy obtained from the preceding cruise charts should be
can be obtained by selecting the chart nearest to the doubled before being used to obtain single engine fuel
planned cruising altitude and FAT, or move conserva- flow from this chart.
tively, by selecting the chart with the next higher d. Maximum Range. Maximum range lines indicate
altitude and FAT (example cruise chart, method one). optimum GW/cruise speed conditions with respect to
If greater accuracy is required, interpolation between distance covered per-pound of fuel consumed for zero
altitudes and/or temperatures is permissible (example wind condition.
cruise chart, method two). To be conservative, use the
GW at the beginning of the cruise flight. For improved e. Maximum Endurance and Rate of Climb. Max-
accuracy or long flights, it is preferable to determine imum endurance and rate of climb lines indicate opti-
cruise information for several flight segments to allow mum GW/cruise speed conditions for maximum endur-
for decreasing GW. ance and maximum rate of climb. These conditions
require minimum fuel flow (maximum endurance) and
a. Airspeed. True and indicated airspeeds are pre- provide maximum torque change for climb (maximum
sented at opposite sides of each chart. On any chart, rate of climb).
IAS can be directly converted to TAS (or vice versa) by
reading directly across the chart without regard to other 7-30. Conditions.
chart information. Estimated airspeed limits with an The cruise charts are based on 100% RRPM for ambi-
operating CGI appear as dashed lines on each chart. ent temperatures of -l0°C and above, and 98% and
Airspeed limits with the CGI inoperative are presented 100% RRPM for ambient temperatures of -20°C and
in the airspeed limits section of Chapter 5. below.
7-18
TM 55-1520-240-10
CRUISE EXAMPLE
EXAMPLE 1 (DUAL ENGINE) EXAMPLE 2 (DUAL ENGINE

(DASH LINE)
WANTED: WANTED:
TORQUE REQUIRED FOR LEVEL FLIGHT, FUEL

SPEED FOR MAXIMUM ENDURANCE
FLOW, AND INDICATED AIRSPEED AT TAS = 120 KN
SPEED FOR MAXIMUM RANGE
MAX. SPEED AT CONTINOUS TORQUE RATING
ESTIMATED AIRSPEED LIMIT WITH CRUISE KNOWN :

GUIDE INDICATOR OPERATIVE GROSS WEIGHT = 45,000 LB
PRESSURE ALTITUDE = SEA LEVEL
KNOWN: FAT = 35°C
TRUE AIRSPEED = 120 KN
GROSS WEIGHT = 50,000 LB.
PRESSURE ALTITUDE = SEA LEVEL
FAT = 30°C METHOD 1 (SIMPLEST)
USE NEXT HIGHER TEMPERATURE (40°C)

METHOD:
ENTER TAS, MOVE RIGHT TO GROSS WEIGHT
MOVE DOWN READ TORQUE REQ’D = 55%
READ SPEEDS WHERE GROSS WEIGHT LINE
(PER ENGINE)
INTERSECTS PERFORMANCE OR LIMIT LINE
MOVE UP READ FUEL FLOW = 2670 LB/HR
MAXIMUM ENDURANCE: TAS = 89 KN, IAS = 83
(TOTAL)
MAXIMUM RANGE: TAS = 144 KN, IAS = 140 KN
MOVE RIGHT READ IAS = 114 KN
(REQUIRES POWER IN EXCESS OF MAX CONTIN-
UOUS POWER) METHOD 2 (INTERPOLATE)
MAX SPEED (CONTINUOUS TORQUE RATING):
TAS = 130 KN, IAS = 127 KN READ TORQUE REQ’D, FUEL FLOW, AND IAS AT
EACH ADJACENT TEMPERATURE THEN lNTER-
ESTIMATED AIRSPEED LIMIT (VCGI): 152 KN
POLATE BETWEEN TEMPERATURES
IAS = 148 KN
(REFER TO TABLE BELOW)
PRESSURE ALTITUDE SEA LEVEL SEA LEVEL SEA LEVEL
FAT 30°C 40°C 35°C

TORQUE REQ’D (%) 54.7% 55% 54.9%
FUEL FLOW (LB/HR) 2620 2670 2645
IAS (KNOTS) 117 114 115.5
Figure 7-9. Example Cruise Chart (Sheet 1 of 2)
7-19
TM 55-1520-240-10
Figure 7-9. Example Cruise Chart (Sheet 2 of 2)
7-20
TM 55-1520-240-10
Figure 7-10. 98 and 100% Rotor RPM, -50°C, Sea Level
7-21
TM 55-1520-240-10
7-22
TM 55-1520-240-10
7-23
TM 55-1520-240-10
7-24
TM 55-1520-240-10
Figure 7-14. 100% Rotor RPM., -10° and 0°C, Sea Level
7-25
TM 55-1520-240-10
Figure 7-15. 100% Rotor RPM, 10° and 20°C, Sea Level
7-26
TM 55-1520-240-10
Figure 7-16. 100% Rotor RPM, 30° and 40°C, Sea Level
7-27
TM 55-1520-240-10
Figure 7-17. 100% Rotor RPM, 50°C, Sea Level
7-28
TM 55-1520-240-10
Figure 7-18. 98 and 100% Rotor RPM, -50°C, 2,000 Feet
7-29
TM 55-1520-240-10
7-30
TM 55-1520-240-10
7-31
TM 55-1520-240-10
7-32
TM 55-1520-240-10
Figure 7-22. 100% Rotor RPM., -10° and 0°C, 2,000 Feet
7-33
TM 55-1520-240-10
Figure 7-23. 100% Rotor RPM, 10° and 20°C, 2,000 Feet
7-34
TM 55-1520-240-10
7-35
TM 55-1520-240-10
Figure 7-25. 100% Rotor RPM, 50°C, 2,000 Feet
7-36
TM 55-1520-240-10
7-37
TM 55-1520-240-10
7-38
TM 55-1520-240-10
7-39
TM 55-1520-240-10
7-40
TM 55-1520-240-10
Figure 7-30. 100% Rotor RPM, -10° and 0°C, 4,000 Feet
7-41
TM 55-1520-240-10
7-42
TM 55-1520-240-10
7-43
TM 55-1520-240-10
7-44
TM 55-1520-240-10
7-45
TM 55-1520-240-10
7-46
TM 55-1520-240-10
7-47
TM 55-1520-240-10
7-48
TM 55-1520-240-10
7-49
TM 55-1520-240-10
7-50
TM 55-1520-240-10
7-51
TM 55-1520-240-10
7-52
TM 55-1520-240-10
Figure 7-42. 98 and 100% RPM, -5°C, 8,000 Feet
7-53
TM 55-1520-240-10
7-54
TM 55-1520-240-10
7-55
TM 55-1520-240-10
7-56
TM 55-1520-240-10
7-57
TM 55-1520-240-10
7-58
TM 55-1520-240-10
7-59
TM 55-1520-240-10
7-60
TM 55-1520-240-10
Figure 7-50. 98 and 100% Rotor RPM., -50°C, 10,000 Feet
7-61
TM 55-1520-240-10
7-62
TM 55-1520-240-10
7-63
TM 55-1520-240-10
7-64
TM 55-1520-240-10
7-65
TM 55-1520-240-10
7-66
TM 55-1520-240-10
7-67
TM 55-1520-240-10
7-68
TM 55-1520-240-10
Figure 7-58. 98 and 100% Rotor RPW, -50°C, 12,000 Feet
7-69
TM 55-1520-240-10
7-70
TM 55-1520-240-10
7-71
TM 55-1520-240-10
7-72
TM 55-1520-240-10
7-73
TM 55-1520-240-10
Figure 7-63. 100% Rotor RPM, 10° and 20° 12,000 Feet
7-74
TM 55-1520-240-10
Figure 7-64. 100% Rotor PM, 30° and 40°C 12,000 Feet
7-75
TM 55-1520-240-10
7-76
TM 55-1520-240-10
7-77
TM 55-1520-240-10
7-78
TM 55-1520-240-10
7-79
TM 55-1520-240-10
7-80
TM 55-1520-240-10
7-81
TM 55-1520-240-10
7-82
TM 55-1520-240-10
7-83
TM 55-1520-240-10
Figure 7-73. 100% Rotor RPH, 50°C, 14,000 Feet
7-84
TM 55-1520-240-10
7-85
TM 55-1520-240-10
7-86
TM 55-1520-240-10
7-87
TM 55-1520-240-10
7-88
TM 55-1520-240-10
7-89
TM 55-1520-240-10
7-90
TM 55-1520-240-10
7-91
TM 55-1520-240-10
7-92
TM 55-1520-240-10
7-93
TM 55-1520-240-10
7-94
TM 55-1520-240-10
7-95
TM 55-1520-240-10
7-96
TM 55-1520-240-10
7-97
TM 55-1520-240-10
7-98
TM 55-1520-240-10
7-99
TM 55-1520-240-10
7-100
TM 55-1520-240-10
7-101
TM 55-1520-240-10
7-102
TM 55-1520-240-10
7-103
TM 55-1520-240-10
SECTION Vlll DRAG
7-31. Description. Table 7-1. Change in Drag Area of Typical Exter-

nal Loads
The drag chart (fig. 7-93) shows the torque change
required for flight due to drag area change as a result of
DRAG AREA
external configuration changes. CHANGE SQ
LOAD FT
7-32. Use of Charts.
8 FT X 8 FT X 20 FT CONEX CONTAINER 150/100(l)
The primary use of the chart is illustrated by the (2) 500 GAL FUEL, CELLS 40
example. To determine the change in torque, it is (3) 500 GAL FUEL CELLS 60
necessary to know the drag area change, TAS, PA, and (4) 500 GAL FUEL CELLS 80
FAT. From the table below find the drag area change M35-2½ TON CARGO TRUCK 80
associated with the configuration, or estimate if neces- M37-¾ TON CARGO TRUCK 60
sary. Enter chart at known drag area change, move right HMMWV (ENCLOSED VEHICLE) 49/28(1)
to TAS, move down to PA, move left to FAT, then move HMMWV (TOW LAUNCHER) 54/31(1)
down and read change in engine torque. M2A1-105MM HOWITZER 50
M102-105MM HOWITZER 50
7-33. Conditions. M198-155MM HOWITZER GUN 149/50(l)
OH-6 HELICOPTER 40(2)
The drag chart is based on operating at 100% RRPM.
CH-47 HELICOPTER 230(2)
OV-10 FIXED WING AIRCRAFT 80(2)
(1) WITH DUAL POINT SUSPENSION
(2) RIGGED IN ACCORDANCE WITH DATA BASIS:
FM1-513, JAN 1990 ESTIMATED/
FLIGHT TEST
7-104
TM 55-1520-240-10
Figure 7-93. Drag Chart
7-105
TM 55-1520-240-10
SECTION IX CLIMB-DESCENT
7-34. Description. b. Rate of climb or descent may also be obtained by

entering with a known torque change, moving upward to
a. Climb and descent performance may be seen in gross weight, moving left and reading rate of climb or
figure 7-94, which presents change in torque to climb or descent.
descend at selected GWs.
c. To use the climb performance charts (fig. 7-95),
b. The climb performance charts, figure 7-95, shows enter at the top left at the known gross weight, move
relationships between GW, initial and final altitude and right to the initial press alt (pressure altitude), move
temperatures, time to climb, and distance covered and down to the FAT at that altitude, and move left and
fuel used while climbing. The chart is presented for record time, distance, and fuel. Enter again at the GW,
climbing at hotter and colder temperatures, intermedi- move right to the final altitude, move down to the FAT
ate torque (30 minute operation). at that altitude, and move left and record time, distance,
and fuel. Subtract the time, distance, and fuel values of
7-35. Use of Charts. the initial altitude-temperature condition from those of
the final altitude-temperature condition to find the time
The primary use of the charts is illustrated by the chart to climb, distance covered, and fuel used while climbing.
examples.
7-36. Conditions.
a. To determine torque change for a specified rate of
climb or rate of descent (fig. 7-94), enter rate of climb or The climb and descent charts are based on 100%
descent and move right to gross weight, move down and RRPM. The climb speed schedule shown in figure 7-95
read torque change. This torque change must be added (see insert) is for optimum climb, that is, minimum
to the torque required for level flight for climb, or power required and maximum power available (30
subtracted for descent, to obtain total climb or descent minutes). It is an average schedule for the GW range
torque. and atmospheric conditions for the CH-47D.
7-106
TM 55-1520-240-10
Figure 7-94. Climb - Descent Chart
7-107
TM 55-1520-240-10
Figure 7-95. Climb Performance (Sheet 1 of 2)
7-108
TM 55-1520-240-10
CLIMB PERFORMANCE
COLDER TEMPERATURES
INTERMEDIATE TORQUE-30 MIN. OPERATION

100% ROTOR SPEED
Figure 7-95. Climb Performance (Sheet 2 of 2)
7-109
TM 55-1520-240-10
SECTION X FUEL FLOW
7-37. Description. 7-39. Conditions.

The idle fuel flow chart (fig. 7-96) presents engine fuel a. Presented charts are based on the use of JP-4 fuel.
flow sensitivity to PA and FAT for ground idle and b. Ground idle is defined at 60 to 63 percent N1.
flight idle.
c. Ground detent minimum beep is defined as engine
7-38. Use of Chart. condition levers at FLT, minimum beep, and thrust
The primary use of the charts is illustrated by the control at the detent.
example. To determine idle fuel flow, it is necessary to d. The single engine fuel flow chart (fig. 7-97) base-
know idle condition, PA, and FAT. Enter PA, move line is 0°C. Increase or decrease fuel flow by 1% for
right to FAT, move down and read fuel flow. every 10°C change in temperature.
7-110
TM 55-1520-240-10
IDLE FUEL FLOW

JP-4 FUEL
WANTED
IDLE FUEL FLOW AT GROUND IDLE AND MINIMUM BEEP
KNOWN
PRESSURE ALTITUDE = 5000 FT/FAT = 0°C
METHOD
ENTER PRESSURE ALTITUDE AT 5000 FT. MOVE RIGHT TO FAT.
FOR GROUND IDLE AND MINIMUM BEEP, MOVE DOWN, READ GROUND
IDLE FUEL FLOW = 435 LB/HR PER ENGINE AND MINIMUM BEEP FUEL
FLOW = 657 LB/HR PER ENGINE.
Figure 7-96. Idle Fuel Flow Chart
7-111
TM 55-1520-240-10
Figure 7-97. Single Engine Fuel Flow Chart
7-112
TM 55-1520-240-10
7-113
TM 55-1520-240-10
SECTION Xl AIRSPEED CALIBRATION
7-40. Description. indicated airspeed, move right to appropriate flight

The airspeed calibration chart, figure 7-98, defines the regime, move down and read calibrated airspeed.
relationship between indicated (IAS), and calibrated
airspeed (CAS) for level flight, climb, and autorotation. 7-42. Conditions.
7-41. Use of Chart. Presented airspeed calibration charts are for CH-47D
The primary use of the chart is illustrated by the helicopters with T55-L-712 engines.
example. To determine calibrated airspeed, it is neces-
sary to know IAS and flight regime. Enter chart at
7-114
TM 55-1520-240-10
AIRSPEED CALIBRATION
Figure 7-98. Airspeed Calibration Chart
7-115/(7-116 blank)
TM 55-1520-240-10
CHAPTER 8
NORMAL PROCEDURES
SECTION I MISSION PLANNING
8-1. Mission Planning. (7) Visually inspects engine and ramp area for
Mission planning begins when the mission is assigned proper operation.
and extends to the preflight check of the helicopter. It (8) Remove chocks and closes ramp door when
includes, but is not limited to, checks of operating limits called for by the pilots.
and restrictions, weight/balance and loading, perfor- (9) Observes and gives clearance to pilots during
mance, publications, flight plan, and crew briefings. The
pilot in command shall ensure compliance with the taxi and hover operation. Reports any object or condi-
contents of this manual that are applicable to the tion which would pose a hazard to the helicopter. When
mission. the helicopter is being taxied in obstructed areas, the
flight engineer or other crewmembers may be required
8-2. Aviation Life Support Equipment (ALSE). All to act as taxi director or blade watchers. Taxi directors
aviation life support equipment required for mission, and blade watchers must be familiar with CH-47 ground
e.g., helmets, gloves, survival vests, survival kits, etc., turning characteristics (fig. 2-3 and 8-l).
shall be checked. (10) Perform check of ramp area and MAINTE-
NANCE PANEL every 30 minutes of flight.
8-3. Crew Duties/Responsibilities. The minimum
crew required to fly the helicopter is a pilot, copilot, and 8-4. Crew Briefing. A crew briefing shall be con-
flight engineer. Additional crewmembers, as required, ducted to ensure a thorough understanding of individ-
may be added at the discretion of the commander. The ual and team responsibilities. The briefing should in-
manner in which each crewmember performs his related clude, but not be limited to, copilot, mission equipment
duties is the responsibility of the pilot in command. operator, and ground crew responsibilities and the
a. Pilot. The pilot in command is responsible for all coordination necessary to complete the mission in the
aspects of mission planning, preflight, and operation of most efficient manner. A review of visual signals is
the helicopter. He will assign duties and functions to all desirable when ground guides do not have a direct voice
other crewmembers as required. Prior to or during communications link with the crew.
preflight, the pilot will brief the crew on the mission,
performance data, monitoring of instruments, commu- 8-5. Passenger Briefing. The following is a guide
nications, emergency procedures, and armament proce- that should be used in accomplishing required passen-
dures. ger briefings. Items that do not pertain to a specific
mission may be omitted.
b. Copilot. The copilot must be familiar with the
pilot’s duties and the duties of the other crew positions. a. Crew introduction.
The copilot will assist the pilot as directed. b. Equipment.
c. Flight Engineer. The flight engineer will perform (1) Personal to include ID tags.
all duties as assigned by the pilot in addition to the
following specific duties: (2) Professional.
(1) Performs or coordinates maintenance, servic- (3) Survival.
ing, inspection, loading, and security of the helicopter. c. Flight Data.
(2) Checks that log book is current and correct. (1) Route.
(3) Accompanies pilot during preflight inspec- (2) Altitude.
tion; performs the inspection with the pilot.
(3) Time en route.
(4) Checks the security of each area inspected.
(4) Weather.
(5) Assists in seating and securing passengers;
checks load security. d. Normal Procedures.
(6) Ensures the helicopter is clear during all (1) Entry and exit of helicopter.
starting procedures and informs the pilots of any objects (2) Seating.
which would pose a hazard to the helicopter during all
phases of ground operation. (3) Seat belts.
8-1
TM 55-1520-240-10
(4) Movement in helicopter. (12) Parachutes.

(5) Internal communications. (13) Ear protection.
(6) Security of equipment. (14) ALSE.
(7) Smoking.
e. Emergency Procedures.
(8) Oxygen.
(1) Emergency exits.
(9) Refueling.
(10) Weapons. (2) Emergency equipment.
(11) Protective masks. (3) Emergency landing/ditching procedures.
8-2
TM 55-1520-240-10
SECTION II OPERATING PROCEDURES AND MANEUVERS

8-6. Operating Procedures And Maneuvers. safe helicopter operation are included. The preflight may
This section deals with normal procedures and includes be made as comprehensive as conditions warrant at the
all steps necessary to ensure safe and efficient operation discretion of the pilot.
of the helicopter from the time a preflight begins until the 8-11. Before Exterior Check.
flight is completed and the helicopter is parked and se- *1. Publications–Check DA Forms 2408-12, -13,
cured. Unique feel, characteristics, and reaction of the he- -14, -18, DD Form 365-4, and DD Form 1896, lo-
licopter during various phases of operation and the tech- cally required forms and publications, and avail-
niques and procedures used for hovering, takeoff, climb, ability of operator’s manual (-10), and checklist
etc., are described, including precautions to be observed. (-CL).
Your flying experience is recognized; therefore, basic
flight principles are avoided. Only the duties of the mini- *2. Ignition lock switch–On.
mum crew necessary for the actual operation of the heli- 3. 712 EMERGENCY POWER panel–Check trip
copter are included. indicators and timers.
8-7. Mission Equipment Checks. Mission equipment 4. 712 Topping stops–Check stowed.
checks are contained in Chapter 4, MISSION
EQUIPMENT. Descriptions of functions, operations, and 5. Cockpit area–Check as follows:
effects of controls are covered in Section III, FLIGHT a. General condition.
CHARACTERISTICS, and are repeated in this section
b. Fire extinguisher–Check seal intact, DD
only when required for emphasis. Checks that must be
Form 1574/1574-1, and security.
performed under adverse environmental conditions,
such as desert and cold weather operations, supplement c. Jettisonable door release handles/latches.
normal procedures checks in this section and are d. Sliding windows.
covered in Section IV, ADVERSE ENVIRONMENTAL
CONDITIONS. *6. Forward transmission–Check oil level, filter but-
ton, and oil cooler condition.
8-8. Symbols Definitions. The checklist includes items
that may not be checked by the flight engineer and that 7. Fuel sample–Check before first flight of the day.
may or may not be installed. These items are annotated 8-12. INTERIOR CHECK.
immediately preceding the check to which they are
8-13. Forward Cabin.
pertinent: F for flight engineer, and 0 to indicate a
requirement if the equipment is installed. The symbol 1. Flight control closet–Check ILCA actuators for
indicated that a detailed procedure for the step is located extended jam buttons and thrust idler assem-
in the detailed procedures section of the condensed blies for bent cracked arms. Check ILCA con-
checklist. When a helicopter is flown on a mission necting link for cracks or displaced bearings.
requiring intermediate stops, it is not necessary to 2. Heater compartment–Check security of compo-
perform all of the normal checks. The steps that are nents and winch.
essential for safe helicopter operations on intermediate
stops are designated as “through flight” checks. An 3. Emergency escape ax–Check condition and se-
asterisk* indicates that performance of steps is curity.
mandatory for all “through-flights” when there has been 4. Cabin door–Check condition and security.
no change in pilot-in-command. The asterisk applies only
5. Avionics equipment–Check security of compo-
to checks performed prior to takeoff. Duties performed by
nents and connections. Determine whether both
individual in copilot station are indicated by a circle
pilots displacement gyros are installed.
around the step number, i.e., 4. Step numbers with no
circles around them may be performed by the aviator in 6. Fire extinguisher–Check seal intact, DD Form
either pilot or copilot’s seat. 1574/1574-1, and security.
8-9. Checklist. Normal procedures are given primarily in 7. Cabin escape panel–Check condition and secu-
checklist form and amplified as necessary in rity.
accompanying paragraph form when a detailed
8. Transformer-rectifier air intake screens–Check
description of a procedure or maneuver is required. A
both clear. A transformer-rectifier may fail if rags
condensed version of the amplified checklist, omitting all
or other items stowed behind troop seats block
explanatory text, is contained in the Operators and
the air intakes.
Crewmembers Checklist, TM 55-1520-240-CL.
8-10. Preflight Check. The pilot’s walk-around and 9. Seats, litters, first aid kits, cargo and jettisonable
interior checks are outlined in the following procedures. cabin window–Check condition and security.
The preflight check is not intended to be a detailed 10. Utility hatch door and lower rescue door–Check
mechanical inspection. The steps that are essential for condition and position as required.
Change 14 8-3
TM 55-1520-240-10
11. Center cargo hook — Check condition and f. Single Point Pressure Refueling Hose As-
position as required. Check 2,100 psi charge, sembly — Check connection security;
manual release mechanisms stowed, manual Unisex valve at ERFS II Tank CLOSE.
release mechanism for proper cam position g. Electrical Harness — Check connection
and latched. security of J1.
h. Fuel Quantity Sensing Wiring Harness —
CAUTION
Check connection security of J2.
Do not lift or rotate the center cargo hook i. Fuel/Defuel Vent Valve — Check in the
into the cabin area or allow the mid hook CLOSED position.
to lay on the cargo floor or access door
panel during inspection or use. The exces- WARNING
sive tension placed on the triple emergen-
cy release cable housing assembly may
Failure to remove water and contaminants
partially dislodge the housing and engage
or activate the forward and aft hook emer- from the ERFS II tank sump could result in
gency release mechanism. This may contaminants being transferred to the he-
cause an inadvertent release of loaded licopter fuel tanks or other aircraft or
forward and aft hook assemblies in flight. equipment during FARE operations. If wa-
ter and contaminants are not removed, a
12. Forward and aft cargo hook release lever — loss of engine power may result.
Check for security and stowed. j. ERFS II Tank Sump Fuel Sample —
O 13. Forward, center, and aft cargo hook release Check before first flight of the day.
lever — Check for security and stowed. k. Filler Cap — Check in place, closed, and
locked.
13.1 714A DECU — Check condition and secu-
l. ERFS II FUEL CONTROL PANEL —
rity.
Check or set as follows:
O 14. ERFS installed — Check the following: (a) Electrical Harness-Helicopter Re-
a. All fuel manifold lines, electrical lines, ceptacles to Fuel Control Panel —
grounding cables, and vent lines to ensure Check connection security of J5.
that they are properly secured and con-
(b) Electrical Harness-Fuel Control
nected.
Panel to Tank Assembly — Check
b. Fuel manifold lines and tiedown straps for connection security of J1, J2, and J3.
chafing. Tank tiedown straps for security.
c. Ensure ERFS tanks are properly fueled, (c) Wiring Harness-Fuel Quantity Sen-
580 GALLONS MAXIMUM PER TANK. sing — Check connection security of
J4.
d. ERFS tanks for leakage.
(d) PUMP AC circuit breaker six (6)
LO 14.1 ERFS II installed — For each installed ERFS
each — Check in reset position on
II tank assembly check the following:
TANK 1, TANK 2, and TANK 3 (if
a. Tank Restraint Assembly — Check loca- installed).
tion and security.
(e) PANEL POWER circuit breaker —
b. Cavity Overboard Drain — Check connec- Check in reset position.
tion and security of drain in use. Check
drain not in use is capped. (f) PANEL LIGHTING circuit breaker —
c. Grounding Cable — Check connection Check in reset position.
security. (g) PUMP switches — OFF on TANK 1,
d. Vent Hose Assembly — Check connec- TANK 2, and TANK 3.
tion security. (h) PRESS LOW lights three (3) each —
e. Fuel Transfer Hose Assembly — Check Press to test (Aircraft power must be
connection security; all Unisex valves on to illuminate).
OPEN.
(i) REFUEL VALVE — Check CLOSE.
CAUTION (j) PANEL illumination switch/rheostat
Failure to close the Unisex valves at the — OFF.
ERFS II tank end of the single point pres- (k) FUEL QUANTITY switch — Set to 1,
sure refueling hose assembly could allow 2, 3, and TOTAL to check fuel quanti-
suctioning of fuel from the helicopter main ty in each tank (Aircraft power must
fuel tanks during FARE operations. be on to illuminate).
8-4 Change 18
TM 55-1520-240-10
8-14. Aft Cabin. * 7. APU start accumulators — Check pressures.

If pressure is less than 3,000 psi, pressurize
1. Ramp — Check.
the system with the hand pump before at-
2. Engine fire extinguisher bottles — Check. tempting to start the APU.
3. POWER STEERING MODULE — Check * 8. MAINTENANCE PANEL Check for tripped bite
pressure. indicators and hydraulic fluid levels.
4. FUEL VALVE #2 ENGINE — Check OPEN.
O 8.1 AFT POS LIGHT switch — Set as required.
5. FUEL VALVE CROSSFEED (right) —
CLOSED. O 9. PWR MDL CHIP BURN-OFF — Check for
condition and security.
6. HYD SYS FILL module — Check condition,
fluid level, cover secure, and valve closed. * 10. Aft transmission — Check as follows:
Change 18 8-4.1/(8-4.2 blank)

TM 55-1520-240-10
a. Oil level. 5. Pressure refueling control panel–Check as fol-

lows:
b. Filter button.
a. PWR and LT switches at OFF.
c. Oil cooler.
b. Refueling receptacle cover installed and se-
d. Secure doors.
cured.
11. APU–Check. c. Landing gear and pressure refueling panel
12. EMERGENCY APU FLUID SHUT OFF VALVE cover closed and secure.
–Check OPEN. 6. Static port–Check unobstructed.
13. COMPASS FLUX VALVE–Check. 7. Right electrical compartment–Check condition
14. FUEL VALVE CROSSFEED (left)–Check and security.
CLOSED. 8-18. Forward Cabin.
15. FUEL VALVE #1 ENGINE–Check OPEN. 1. Heater intake, exhaust, and combustor drain
16. Fire extinguisher–Check seal intact, DD Form –Check.
1574/1574-1 and security. 2. Pilot’s jettisonable door–Check.
8-15. EXTERIOR CHECK. 3. Pilot’s pedal area–Check.
8-16. Aft Cabin. 4. Right AFCS yaw ports–Check.
1. Position light–Check condition. 5. Pitot tubes–Check.
1.1 714A DECU–Check condition and security. 6. Antennas–Check.
2. Right aft landing gear area–Check condition and 7. Searchlights–Check.
security of all components as follows: 8. Windshield and wipers–Check.
a. Gear support structure. 9. Left AFCS yaw ports–Check.
b. Tire. 10. Copilot’s pedal area–Check.
c. Shock strut extension and static lock stowed. 11. Copilot’s jettisonable door–Check.
d. Power steering actuator and brakes. 8-19. Left Cabin.
e. Fluid lines. 1. Fuselage–Check as other items are checked.
f. Electrical wiring. 2. Left electrical compartment–Check.
g. Ground proximity switch and linkage. 3. Forward landing gear area–Check condition and
security of all components as follows:
h. Swivel lock.
a. Tires.
3. Vent and fluid drain lines–Check unobstructed.
b. Shock strut for extension.
3.1 ERFS II Installed. Aircraft Overboard Drain Out-
lets–Check. Check for signs of any fuel seep- c. Brakes.
age. d. Fluid lines.
3.2 ERFS II Installed. Aircraft Overboard Vent Out- 4. Forward and aft cargo hooks–Check hooks clear
lets–Check. Check for signs of excessive fuel and load beam closed. Electrical harness and re-
venting. lease cable connected and dust caps stowed. If
8-17. Right Cabin. hook not installed, check for dust caps on the
electrical and release cable receptacles.
1. Fuselage–Check as other items are checked.
5. Lower anti-collision light–Check condition.
*2. Fuel system–Check as required, caps secured.
6. Static port–Check unobstructed.
3. Position light–Check condition.
*7. Fuel system–Check as required, caps secure.
4. Forward landing gear area–Check condition and
security of all components as follows: 7.1 714A Engine wash system connectors–Check
condition and security.
a. Tire.
8. Left aft landing gear area–Check condition and
b. Shock strut for extension. security of all components as follows:
c. Brakes. a. Gear support structure.
d. Fluid lines. b. Tire.
Change 14 8-5
TM 55-1520-240-10
c. Shock strut extension and static lock stowed. *13. Forward rotor (right side)–Check same as aft ro-
d. Static ground wire contacting the ground. tor.
e. Fluid lines. 14. Forward transmission oil cooler inlet–Check for
obstructions.
f. Electrical wiring.
15. Upper boost actuators–Check for extended jam
g. Ground proximity switch and linkage. indicators and exposed pistons for cleanliness.
h. Brakes. 16. Forward transmission–Check for foreign objects
i. Swivel lock. and cooler condition.
9. Vent and fluid drain lines–Check unobstructed. 17. Hydraulic compartment–Check as follows:
8-20 Top of Fuselage. a. Condition and security of lines and coolers.
*1. No. 2 engine–Check as follows: b. No. 1 flight control system accumulator for
a. Inlet for foreign objects. Check condition and proper indication.
security of FOD screens.
*18. Forward rotor (left side)–Check same as aft ro-
b. Oil level and cap secure. tor.
c. Cowling for security. 19. Brake accumulator pressure–Check 600 to 1400
d. Tailpipe condition and security, presence of psi.
fuel, oil, and foreign objects. *20. Pylon fairings, work platforms, and inspection
2. Anticollision light and formation lights–Check panels–Check secure.
condition.
21. Top of fuselage–Check for foreign objects.
*3. Aft rotor (right side)–Check blades for condition
and reservoir oil levels. CAUTION
O 4. Droop stop shrouds–Check condition and securi- Failure to remove fuel vent covers may cause
ty. Check inspection cover closed. fuel tanks to collapse while in use under
5. Upper boost actuator–Check for extended jam certain conditions.
indicators and exposed piston rods for cleanli-
O 22. Remove the fuel vent covers (3) (if installed)
ness.
before using ERFS.
6. Hydraulic compartment–Check as follows:
*8-21 Walk Around Check and Security Brief.
a. Condition and security of lines and coolers.
1. All access doors–Check secure.
b. No. 2 flight control system accumulator for
proper indication. 2. Tie down, locking devices, covers, and ground
c. Utility reservoir pressurization accumulator for cables–Removed and secured.
2500 to 3500 psi charge. 3. Cockpit, fwd transmission, and fwd cabin area
*7. Combining transmission area–Check for foreign soundproofing installed–Check.
objects, and oil coolers for obstructions. Check NOTE
filter buttons for engines and combining trans- The cockpit, forward transmission, flight con-
mission. trol, and avionics compartment soundproofing
*8. Aft rotor (left side)–Check blades for condition should be installed during normal aircraft op-
and reservoir oil levels. eration to reduce noise levels in the crew and
passenger areas and to aid in venting of trans-
O 9. Droop stop shrouds–Check condition and securi- mission heat and fumes.
ty.
10. Upper boost actuator–Check for extended jam 4. Crew/passenger briefing–Complete as required.
indicators and exposed pistons for cleanliness. 8-22 Before Starting Engines.
*11. No. 1 engine–Check same as No. 2 engine. 1. Pedal adjustment–Matched. Check that yaw
12. Drive shaft area–Check condition and security pedals are adjusted equally and that adjustment
as follows: pins are in the same hole position. Uneven pedal
a. Drive shafts, couplings, and mounts. adjustment can cause droop stop pounding dur-
ing engine start and ground operations.
b. Fluid lines.
2. Shoulder harness locks–Check operation and
c. Control linkage. leave unlocked.
d. Foreign objects. *3. No. 1 and No. 2 PDPs–Check all circuit breakers
e. Drive shaft fairing. in and gang bar up.
8-6 Change 14
TM 55-1520-240-10
4. Overhead switches and control panels. Set as r. HYD switches–Set as follows:

follows:
(1) PWR XFER switches–OFF.
*a. EXT LTG switches–As required.
(2) FLT CONTR switch–BOTH.
*b. CPLT LTG switches–As required.
c. COMPASS switch–As required. (3) BRK STEER switch–ON. Cover down.
d. TROOP WARN switches–OFF. (4) RAMP switch–ON.
e. HTG switches–As required. (5) RAMP EMER switch–HOLD. Cover
f. W/S WIPER switch–OFF. down.
g. ELECT switches–OFF. 5. FIRE PULL handles–In.
*h. LTG switches–As required. 6. AGENT DISCH switch–Check.
*i. FUEL CONTR switches–Set as follows: *7. XMSN OIL PRESS switch–SCAN.
(1) XFEED switch–OPEN. *8. XMSN OIL TEMP switch–SCAN.
(2) REFUEL STA switch–OFF.
*9. VGI switches–NORM.
(3) L MAIN FUEL PUMP switches–ON.
10. CYCLIC TRIM switch–AUTO.
(4) All remaining FUEL PUMP switches –
OFF. *11. AFCS SYSTEM SEL switch–OFF.
j. 712 START switches–OFF. *12. FLARE DISP switch–SAFE.
k. ENG COND levers–STOP. 13. Avionics equipment–OFF; set as required.
*l. 714A FADEC switches–Check or set as O 13.1 HUD–OFF.
follows:
14. 712 EMERG ENG TRIM switches–AUTO;
(1) B/U PWR switch–OFF. covers down.
(2) LOAD SHARE switch–TRQ.
15. SWIVEL switch–LOCK.
(3) 1 and 2 PRI/REV switches–PRI.
8-23 Starting Engines.
(4) NR% switch–100.
* 1. BATT switch–ON.
*m. INTR LTG switches–As required.
*n. PLT LTG switches–As required. 2. CAUTION LT TEST switch–TEST. Check that all
caution capsules and the two master caution
o. ANTI-ICE switches–OFF. lights on the instrument panel come on. Some of
p. HOIST switches–OFF. the caution capsules will be on before the system
q. CARGO HOOK switches–Set as follows: is checked.
(1) MSTR switch–OFF. 3. Clocks–Running, Set as required.
(2) HOOK SEL switch–As required. F 4. TROOP WARN ALARM and JUMP LT–Two
bells, two red, two green.
(3) EMERG REL ALL switch–OFF. Cover
down. *F 5. Fire guard posted–APU clear to start.
Change 14 8-6.1/(8-6.2 blank)

TM 55-1520-240-10
* 6. APU-Start as follows: * 17. Fuel quantity-Check as required.
a. APU switch-RUN for 3 to 5 seconds. * 18. Cyclic trim indicators-Check GND position.
b. APU switch -START for 2 seconds, then RUN. *F 19. Rotor blades-Check position. Make sure that a
NOTE rotor blade is not within 30° of the centerline of
the fuselage throughout control check.
If the start is not completed, or the APU is
automatically shut down, wait one minute for * 20. AFCS SYSTEM SEL switch-Check as follows:
cooling before attempting a restart. Failure to a. Select individual system and check opposite
allow the APU to cool may cause a premature AFCS caution capsule remains on.
shutdown on restart due to overtemperature. If b. Select BOTH and check both AFCS caution
the start is not completed, do not turn the BATT capsules go out.
switch OFF. Set the APU switch to OFF, check
the BITE indicators on the ESU, and record the c. AFCS SYSTEM SEL switch-OFF.
display for maintenance. * 21. Flight control travel and hydraulics-Check as
follows:
c. APU ON indicating light- Check on.
d. UTIL HYD SYS caution - Check out. If the a. Check each individual flight control hydraulic
light does not go out within 30 seconds after system. Check each flight control axis individu-
APU ON indicating light comes on, APU switch ally and in combination with other axes through
OFF. full travel for smoothness of motion.
* 7. APU GEN switch-ON. NO. 1 and 2 RECT
OFF and L and R FUEL PRESS caution capsules b. Check for corresponding movement of the fore
out. and aft rotors.
NOTE CAUTION
If either HYD FLT CONTR caution capsule If helicopter is parked on a slope greater than
does not go out in 30 seconds after the PWR 4°, longitudinal stick travel may be restricted
XFER switches are set to ON, set PWR to less than 7 inches forward (up slope) or 4
XFER switch to OFF. Do not fly the helicopter.
inches aft (down slope).
* 8. PWR XFER-Check
a. PWR XFER 1 and 2 switches- ON. Check c. Check caution capsules as this check is being
HYD FLT CONTR caution capsules out. performed. If the flight controls are moved
F b. Pressures normal. erratically during the control check, unusual
*F 9. MAINTENANCE PANEL-Check. vibrations may be felt.
a. GND switch-TEST, then RESET. d. Check cyclic for freedom of movements in all
quadrants. Check for a minimum of 7 inches
O b. GROUND CONTACT i n d i c a t i n g l i g h t s -
check on. forward and 4 inches aft travel.
c. Systems-Normal. e. Check thrust and pedals individually through
full travel for freedom of movement.
* 10. Avionics-On as desired. f. FLT CONTR switch-BOTH.
O 10.1 HUD-ON g. Position the cyclic and pedals at neutral, thrust
* 11. CARGO HOOKS HOIST/WINCH-Check op- at ground detent.
eration as required. Refer to Chapter 4, Section
* 21.1 714A DECU PRESTART BIT-Perform as
III.
follows:
12. SLT-FIL switches-Check and set as required.
a. B/U PWR switch-ON.
* 13. PARKING BRAKE-Set.
b. Wait until ENG FAIL caution lights go out.
14. CRUISE GUIDE indicator-Check for pointer
in white test band when the CGI TEST switch is c. ENG COND levers-GND.
at FWD and AFT TEST. F d. DECUs-Check displays read 88.
* 15. Altimeters-Set and check as follows: 21.2 AN/ASN 149 (V) GPS-STARTUP and config-
a. Barometric altimeter-Set and check. ure.
b. Radar altimeter-ON and set. 22. Avionics-Perform operational check and set as
required.
16. FIRE DETR switch-TEST. Check fire warning
lights on, release switch, and check fire warning 23. 712 ENGINE BEEP TRIM switch (NO. 1 &
lights out. 2)-DECREASE for 8 seconds.
Change 13 8-7
TM 55-1520-240-10
26.1 714A P3 bellow-Check as follows:
*F 24. Area-Clear for start. a. ENG 1 FADEC PRI-REV switch (started eng-
gine )-REV
CAUTION b. FADES Caution-ON
c. N1-Maximum change +3%.
The flight controls must be manned any time d. FADEC PRI-REV switch (started engine)-
the helicopter is on the ground with rotors PRI.
turning. e. FADEC FAIL Caution-OUT.
f. Repeat for ENG 2.
NOTE * 27. Transmission oil pressures-Check for mini-
Either engine may be started first. mum of 7 psi. There is no time limit for ground
idle operation, provided there is a minimum of 7
* 25. 712 First engine-Start as follows: psi oil pressure in each engine transmis-
F a. Clear for start. sion.
b. L and R FUEL PRESS LIGHTS-Check out.
c. ENG COND lever-STOP. CAUTION
d. ENG START switch-MTR.
Failure of either engine to accelerate smoothly
NOTE from ground to flight may be an indication of
If engine does not reach 15% but exceeds 10% a clutch malfunction in the engine transmis-
N1 (minimum) and has reached it's maximum sion.
speed, initiate start, but monitor engine and
PTIT for possible hung start and/or excessive * 28. ENG COND levers-FLT. No. 1 and No.2 clear
PTIT. to FLT. Engine acceleration should be smooth
with no surging.
e. Motor engine to a minimum of 15% N1. Set
ENG COND lever-GND; ENG START
switch to START immediately.
CAUTION
f. Release START switch to MTR before PTIT
reaches 200°C. When N1 is 50%, set START Failure of either engine N1 to accelerate past
switch to OFF. Check STARTER ON light out. 70% N1 may be an indication of a clutch
g. Engine instruments-Check when stabilized at malfunction in the engine transmission.
ground idle (N1 at 60 to 63%). Check engine oil
pressure for 20 psi minimum. The engine should * 29. 712 RPRM-Set as required.
accelerate to ground idle speed within 45 sec-
onds. NOTE
Delay turning second generator on or off for
CAUTION two seconds. This delay will give DECU time to
The N2 section of the second engine starts sample power without causing soft fault.
turning when the first engine is started; * 30. GEN 1 and 2 switches-ON. 712 No. 1 & 2
however, the lubrication system of the second GEN OFF 714A GEN 1 & 2 caution capsules
engine is driven by the N1 sections which does out.
not begin to turn until the start sequence is
* 31. APU GEN switch-OFF.
initiated. Delay in starting the second engine
will result in excessive wear on the N2 bear- * 31.1. 714A DECU START BIT-Perform as follows:
ing package and seal. Start the second engine
within three minutes of the first. a. ENG COND levers-Retard 5 degrees.
F b. DECU display-Check display reads 88.
* 25.1. 714A First engine-Start as follows.
a. ENG START switch-Select engine to be NOTE
started and hold until N1 accelerates to 10%,
then release switch. If DECU display is other than 88, shutdown
engine being checked and remove all power to
b. Engine should accelerate to ground idle (50 to DECU by pulling the respective Engine PRI and
59%) within 45 seconds. REV CONT circuit breakers on the PDP. Reset
c. Transmission oil pressures-Check increasing. the circuit breakers and repeat the engine start
d. Engine oil pressure-Check 5 psi minimum. sequence and DECU fault monitoring check. If
* 26. Second Engine-Start by using the same method DECU display is other then 88 once again, shut
as first engine. down helicopter and refer to maintenance.
8-8 Change 13
TM 55-1520-240-10
c. ENG COND levers — FLT. crease then release. Torque and N1

should return to normal settings.
* 32. PWR XFER 1 and 2 switches — OFF.
b. EMERG ENG TRIM 2 switch — Check
* 33. APU switch — OFF. APU ON caution capsule same as No. 1 engine.
out. L 6.1 714A FADEC Reversionary system —
* 34. Systems — Check normal. Check (First flight of day).
* 35. Transponder — STBY. a. FADEC 1 and 2 PRI-REV switches — PRI.
b. NR% switch — 100%.
8-24. Engine Ground Operation.
c. FADEC 1 —Check as follows:
L 1. FUEL PUMP and XFEED — Check operation (1) FADEC 1 PRI-REV switch — REV.
as follows: (2) FADEC 1 INC-DEC switch — DEC.
a. All FUEL PUMP switches — OFF. Check Check for decrease in No. 1 engine
L and R FUEL PRESS caution capsules N1 and torque, and corresponding
should come on. increase in No. 2 engine N1 and
b. L AFT MAIN FUEL PUMP switch — ON. torque.
Check L and R FUEL PRESS caution cap- (3) FADEC 1 INC-DEC switch — INC.
sule should go out. Then switch OFF. Check for increase in No. 1 engine
N1 and torque, and corresponding
c. Remaining MAIN FUEL PUMP switches decrease in No. 2 engine N1 and
— Check as in step b. above. torque.
d. L AFT AUX FUEL PUMP switch — ON. (4) FADEC 1 PRI-REV switch — PRI.
Check L AUX PRESS light on overhead
panel comes on, then goes out. Set pump f. Repeat check for FADEC 2.
switch to OFF. 7. Radar altimeters — Check IAW paragraph
e. Remaining three AUX FUEL PUMPs — 2-200.
Check as in step d, except check R AUX 8. Transponder — Check and set.
PRESS light on, then off, for R AUX FUEL
PUMP switches. 9. Navigation Set DGNS — Perform operational
check, confirm waypoint entry and SAS/AS as
* 2. FUEL CONTR switches — Set as follows: required.
*8-25. Before Taxi.
a. All FUEL PUMP switches — ON.
F b. XFEED switch CLOSE — XFEEDS WARNING
checked closed, light out.
Personnel injury or death may occur and
3. VGI switches — As required. damage to airframe and rotor systems will
4. ANTI-ICE systems — Check as required. occur if the forward or aft rotor head rotor
blade droop stop(s) are missing or inter-
F a. PITOT switch — ON. Physically check for poser block(s) on the aft rotor head are not
pitot tube and yaw port heat. Then switch engaged. After engine run-up and before
OFF. flight, or shutdown if flight is not con-
b. W/S switches — ON. Physically check for ducted, the flight engineer will scan the
windshield heat. Then switch OFF. ground in the immediate area of the air-
craft for evidence of detached droop
* 5. Flight instruments — Check as follows: stops.
a. HSI compass cards — Check synchro- CAUTION
nized. Crosscheck with magnetic com-
pass. Refer to Chapter 3, Section III. To prevent damage to the cargo hooks and
b. Attitude indicators — Adjust as required. structure, do not ground taxi over rough
or uneven terrain with the forward and aft
6. 712 Emergency engine trim system — cargo hooks installed.
Check as follows: 1. SWIVEL switch — As required.
a. EMERG ENG TRIM 1 switch — DECR
momentarily. Check torque and N1 de- 2. AFCS switch — As required.
Change 17 8-9
TM 55-1520-240-10
NOTES:
1. AVOID TURNING OR MANEUVERING NEAR DIRECTORS AND BLADE WATCHERS FAMILIAR WITH
OBSTRUCTIONS WHEN LESS THAN 75 FEET WILL CH-47 TURNING CHARACTERISTICS.
EXIST BETWEEN CENTERLINE OF THE HELICOPTER
3. THE BLADE WATCHER SHALL POSITION HIMSELF
AND THE OBSTRUCTIONS.
SO HE HAS A CLEAR VIEW OF THE ROTOR BLADES
2. IF NECESSARY TO TAXI WHEN LESS THAN 75 FEET AND ANY OBSTRUCTIONS. AND THE TAXI DIRECTOR.
CLEARANCE EXISTS BETWEEN THE CENTERLINE OF 4. USE STANDARD HAND SIGNALS. REFER TO
THE HELICOPTER AND OBSTRUCTION, USE TAXI TM 1-1500-204-24.
A73437
Figure 8-1. Taxi Director and Blade Watcher Positions
8-10 Change 13
TM 55-1520-240-10
3. Cyclic trim indicators — Check GND position. *8-26. Taxiing. Refer to TC 1-216 Aircrew Training
Manual, (ATM).
3.1 HUD — Adjust brightness, mode, barometric
altitude, pitch, and roll as necessary. 1. Brakes — Check pilot’s and copilot’s as re-
quired.
FO 4. Flare dispenser safety pin — Remove and
stow. 2. Power steering — Check as required.
F 5. Chocks — Removed and secured. 8-27. Before Hover.

F 6. Ramp and cabin door — As required. * 1. SWIVEL switch — LOCK.
* 2. AFCS control panel — Set as follows:
F 7. Crew, passengers, and mission equipment —
Check ready for taxi. a. AFCS SYSTEM SEL switch — BOTH.
F 8. Taxi director and blade watchers — Positioned b. CYCLIC TRIM switch — AUTO.
as required (fig. 8-1). 3. 712 Health Indicator Test (HIT) check. Per-
9. PARKING BRAKE — As required. form as required.
Change 17 8-10.1/(8-10.2 blank)

TM 55-1520-240-10
NOTE 8-29. Before Takeoff.
The PAC check may be deferred to the hover 1. Systems — Check indications of the following:
check.
a. Rotor — Check as required.
3.1 714A Power Assurance Check (PAC) — Per-
b. Torque.
form first flight of day:
c. Engine.
a. NR% switch — 100%.
d. Transmission.
b. ENG 1 ENG COND lever — Adjust.
e. Fuel.
c. THRUST CONT lever — Raise until TRQ reads
60% to 80%. Stabilize for 30 seconds. f. 712 Master caution panel.
F d. TEST switch ENG 2 — PWR ASSURANCE. g. 714A Caution/Advisory panel.
Check DECU display. Compare displayed value 2. PARKING BRAKE As required.
with PAT Trigger Value. 3. AFCS SYSTEM SEL switch — As required.
e. ENG 1 ENG COND lever — FLT. 4. CYCLIC TRIM switch — Check.
f. Repeat check with ENG 2 ENG COND lever. 5. SWIVEL switch — LOCK.
g. THRUST CONT lever — Adjust. 6. Transponder— As required.
* 4. RRPM — Set as required. F 7. Crew, passengers, and mission equipment
8-28. Hover Check. Perform the following check at a — Check.
hover:
8-30. Normal Takeoff. Refer to TC 1-216 Aircrew
1. Flight controls — Check flight controls for cor Training Manual (ATM).
rect response. 8-31. Hover Refer to TC 1-216 Aircrew Training Manual
2. Systems instruments — Check normal. (ATM).
3. Flight instruments — Check as required. To engage radar altitude hold perform the following:
a. VSI, barometric and radar altimeters — indicate _________
WARNING
climb and descent.
b. Turn pointers, heading indicators and magnetic Do not use radar altitude hold in forward
compass-Indicate turns right and left. flight over terrain. It may not provide ad-
c. Slip indicator — Ball free in race. equate terrain clearance in rapidly changing
d. Attitude indicator — Indicate nose high, nose terrain. Use radar altitude hold to maintain a
low, banks left and right. constant absolute altitude during hover or
forward flight over water. RAD ALT hold
can be used to a maximum of 1,500 feet
NOTE absolute altitude.
Rapid rotation of the pitch and roll trim knobs a. Radar altimeter — ON. Check that pointer has
rotated from behind the mask, the digital display
on the attitude indicator may cause abrupt pitch
is lit, and the OFF flag is out of view.
and roll attitude changes with AFCS on.
b. Fly to desired altitude.
e. Airspeed indicator — Check.
c. RAD ALT select on AFCS panel — Press. Check
FO 4. GROUND CONTACT indicating lights check
ENGAGED light ON. The radar altitude hold
— Both off.
feature of the AFCS will maintain a constant
5. AFCS — Check as follows: (First flight of day). altitude.
a. SYSTEM SEL switch — NO. 1. Check helicop- d. To select another altitude press the THRUST
ter stable with no abrupt engagement error. CONT BRAKE TRIGGER. Fly to desired alti
Check NO. 2 AFCS OFF caution on. tude and release the THRUST CONT BRAKE
b. SYSTEM SEL switch -—NO. 2. Check helicop- TRIGGER. The altitude at the moment the
ter stable with no abrupt engagement error. trigger is released will be the new altitude.
Check NO. 1 AFCS OFF caution on. Takeoff over water. Takeoff over water is begun from a
c. SYSTEM SEL switch — Both. Check helicop- hover height of approximately 30 feet.
ter stabled with no abrupt engagement error. Align the helicopter with the desired takeoff course at a
Check both AFCS OFF caution capsules extin- stabilized hover of approximately 30 feet, or an altitude
guished. permitting safe obstacle clearance. Smoothly apply forward
6. Power — Check. Note torque and N1. cyclic pressure to level the helicopter and begin acceleration
Change 13 8-11
TM 55-1520-240-10
into effective translational lift (ETL). Control rate of accel- 8-35. Cruise Check.
eration and direction of flight with cyclic and altitude with 1. Fuel Consumption — Check.
thrust. As the aircraft accelerates through ETL, establish a
2. HDG select — As required. Perform the follow-
pitch attitude and apply thrust that will result in a simulta-
ing:
neous gain in altitude and airspeed. Continuous coordinated
application of control pressures is necessary to maintain a. Rotate HDG knob on the HSI that is to be used
rim, heading, flight path, airspeed, and rate of climb. for the referenced heading until the cursor (bug)
is aligned with chosen heading.
8-32. Maximum Performance Takeoff. A takeoff that
demands maximum performance from the aircraft may be b. Trim helicopter straight and level (center ball on
necessary because of various combinations of heavy aircraft turn and slip indicator) and trim forces (depress
loads, restricted performance due to high density altitudes, CENTERING DEVICE RELEASE).
barriers that must be cleared, and other terrain features. The c. CMD SEL switch on HSI MODE SELECT
decision to use either of the following takeoff techniques panel — Press. Check switch is depressed and
must be based on an evaluation of the conditions and SEL legend is lit.
aircraft performance. d. AFCS HDG — Press. Check ENGAGED light
a. Coordinated Climb Takeoff. Align the helicopter with on. The helicopter will now turn to and capture
he chosen takeoff course at a stabilized hover of approxi- the heading.
mately 10 feet. Apply forward cyclic pressure smoothly and e. Heading can be changed by rotating the cursor
gradually while simultaneously increasing thrust to begin a (bug) to the new heading. The helicopter will
coordinated acceleration and climb. The climb may be made then turn to the new heading.
vertical with appropriate adjustment of the cyclic control. f. Cabin door escape panel — Assure that airspeed
Maximum torque available should be applied as the aircraft is less than 100 KIAS before closing door in
attitude is established that will permit safe obstacle clear- flight.
ance. The climbout is continued at that attitude and power
setting until the obstacle is cleared. After the obstacle is NOTE
cleared, adjust aircraft attitude and thrust as required to Pressing either CENTERING DEVICE RE-
establish a climb at the desired rate and airspeed. Continu- LEASE switch disengages heading select op-
ous coordinated application of control pressures is neces- erations
sary to maintain trim, heading, flight path, airspeed, and rate
of climb. Takeoff may be made from the ground by CAUTION
positioning the cyclic control in neutral, prior to increasing
thrust. Takeoff over water is begun from a hover height of Radar altitude (RAD ALT) hold can only be
approximately 30 feet and continued as above. used in forward flight overwater, it cannot be
b. Level Acceleration Takeoff. Align the helicopter with used in forward flight over terrain.
the chosen takeoff course at a stabilized hover of approxi- CAUTION
mately 10 feet. Apply forward cyclic pressure smoothly and
gradually while simultaneously increasing thrust to begin Large pitch inputs will result in rapid gain or
accelerating at approximately 10 feet. Maximum torque loss of altitude. If altitude hold is on, an
available should be applied prior to accelerating through
over-torque condition can occur during large
ETL. Adjust cyclic stick to maintain desired pitch attitude
pitch-down inputs. Monitor thrust control
throughout acceleration to climb airspeed. Approximately 5
movement and torquemeter during airspeed
knots prior to reaching the selected climb airspeed, gradu-
ally release forward cyclic pressure and allow the aircraft to changes. Also, when operating with altitude
begin a constant airspeed climb to clear the obstacle. Care hold, limit bank angles to 45 degrees maxi-
must be taken not to decrease airspeed during the climbout mum. An excessive bank angle may result in
since this may result in the helicopter descending (falling an altitude loss, and if operating at a high
through). After the obstacle is cleared, adjust aircraft atti- gross weight, an overtorque condition.
tude and thrust as required to establish a climb at the desired 3. BARO/RAD altitude hold — As required. Alti-
rate and airspeed. Continuous coordinated application of tude hold is selected to hold a constant altitude.
control pressures is necessary to maintain trim, heading, a. When at chosen cruise altitude and airspeed,
flight path, airspeed, and rate of climb. Takeoff may be press BARO (RAD) ALT switch on AFCS
made from the ground by positioning the cyclic control in control panel. Check that ENGAGED light is
neutral prior to increasing thrust. ON. The helicopter will now maintain the se-
Takeoff over water is begun from a hover height of lected altitude.
approximately 30 feet and continued as above. b. To change altitude, press the THRUST CONT
8-33. Slingload. BRAKE TRIGGER. Fly the helicopter to the
Refer To TC 1-2 16 Aircrew Training Manual (ATM). desired altitude, then release the THRUST
8-34. Climb. CONT BRAKE TRIGGER. The helicopter will
Refer to chapter 7 for recommended airspeeds, power remain at the altitude at which the trigger was
settings, and fuel flow. released.
8-12 Change 13
TM 55-1520-240-10
F 4. Ramp area — The ramp area must be checked not vary significantly because of GW or CG. As observed
every 30 minutes of flight. (Refer to section I, from the cockpit, the water level will appear to intersect the
Crew Duties.) fuselage below the lower nose enclosure.
8-36. DESCENT. 8-40. Running Landing to Water. Running landings

Refer to Chapter 7 for power requirements at selected can be performed within the limitations shown in chapter 5.,
airspeeds and rates of descent. but should only be performed during training missions,
actual single-engine conditions when a hovering approach is
8-37. Before Landing. not possible, or when atmospheric conditions dictate. Run-
The following checks must be accomplished prior to land- ning landings for training should only be performed to calm
ing water (Sea State 1 or less).
1. Systems — Check indications of the following: Prior to performing a running landing to the water, the
a. Rotor. PITOT HEAT switch must be ON. The ramp, lower half of
b. Torque. cabin door, lower rescue door, and drain plugs must be
c. Engine. closed. Landing/searchlights shall be retracted. The ap-
d. Transmission. proach is shallow, and flown at an airspeed that provides
e. Fuel. safe aircraft control. Prior to water entry, it may be
f. 712 Master caution panel. necessary to use the windshield wipers. Entry of the aft
wheels into the water is easily recognized because the
g. 714A Caution/Advisory Panel.
helicopter will decelerate noticeably. Touchdown attitude
2. PARKING BRAKE — As required. should be held constant until the apparent water speed has
3. AFCS control panel — Check as follows: decreased below 10 knots. At or below 10 knots, the nose
a. AFCS HDG and ALT switches as required. can be lowered to the water by lowering the thrust control
b. CYLIC TRIM switch as required. rod and neutralizing the cyclic stick. A 4- to 5-knot forward
c. AFCS selector switch as required. speed will result when the helicopter is level and the
controls are neutralized with the thrust control at the ground
F 4. Crew, passengers, and mission equipment-
detent.
Check.
8-38. LANDING. NOTE
Aft landing gear ground proximity switches are
Refer to FC1-2l6, Aircrew Training Manual (ATM). not actuated during a water landing. Therefore,
longitudinal cyclic pitch actuators must be
8-39. Landing From a Hover to Water. Prior to manually set to ground position.
landing, the PITOT HEAT switch must be ON. The ramp,
lower half cabin door, lower rescue door, and drain plugs When the helicopter is in the water, two-way communica -
must be closed. Landing/searchlights shall be retracted. tion is lost on system whose antennas are submerged. The
From a stabilized hover, decrease thrust for a smooth rate of HF radio can be operated.
descent. A vertical descent, rather than a descent with some 8-41. After Landing.
forward movement, will tend to disperse the swirling water
1. AFCS SYSTEM SEL switch — As required.
spray under a no-wind condition. As the aft wheels and then
the fuselage near the water, continue to lower, the thrust 2. SWIVEL switch — As required.
control to ground detent. As more of the fuselage enters the 3. Transponder — As required.
water, buoyancy will level the helicopter attitude. 4. ANTI-ICE switches — OFF.
FO 5. GROUND CONTACT lights check — both on.
NOTE
Aft landing gear ground proximity switches are 6. Cyclic trim indicators — Check GND indication.
not actuated during a water landing. Therefore, 8-42. Engine Shutdown.
longitudinal cyclic pitch actuators must be
manually set to ground position. CAUTION
CAUTION Critical flight control components can be

damaged if thrust is not in ground detent.
If contact is made with floating debris, re-
turn to hover and assess damage. 1. Flight Controls — Neutralize. Position the pedals
and cyclic at neutral and the thrust at the ground
As the attitude approaches level, the helicopter will start detent. Start 2 minutes engine cool-down run
moving forward and stabilize at approximately 4 to 5 knots. when the THRUST CONT lever is in the detent
This speed will be attained with the controls in neutral and position and the engine temperatures have stabi-
the thrust control at the ground detent. The water level will lized.
Change 13 8-13
TM 55-1520-240-10
2. PARKING BRAKE — Set. serve the rotor tip path of the forward and
aft rotor heads. A rotor blade drooping
3. HTG switches — OFF. significantly lower than the other blades
indicates a missing droop stop. In this
4. SLT-FIL switches — OFF and stow as required. case the remaining running engine’s ECL
should be advanced until sufficient rotor
5. AFCS SYSTEM SEL switch — OFF. RPM is achieved to lift rotor blades off the
F 6. Ramp — As required. stops to insure no blade contact with air-
frame and maintenance is contacted to
F 7. Wheels — Chocked. prepare aircraft for an emergency shut-
F 8. Mission equipment — Safe as required. down that will minimize damage to the air-
craft and injury to personnel.
F 9. Fire guard — Posted.
NOTE
L 10. APU — Start. For APU starting procedures,
Aft landing gear ground proximity switches
refer to paragraph 8-23. are not actuated during a water landing.
11. APU GEN switch — ON. Therefore, longitudinal cyclic pitch actuators
must be manually set to ground position prior
12. GEN 1 and 2 switches — OFF. to engine shutdown on the water.
13. PWR XFER 1 and 2 switches — ON. 15. ENG COND levers — GND, run engines at
GND for 2 minutes.
14. Cyclic trim indicators — Check GND position,
manually program if necessary. 16. FUEL CONTR switches — Set as follows:
a. XFEED switch — CLOSE.
WARNING b. FUEL PUMP switches — OFF.
c. REFUEL STA switch — As required.
Personnel injury or death may occur and
damage to the airframe and rotor systems
will occur if the forward or aft rotor head
rotor blade droop stop(s) are missing or WARNING
interposer block(s) on the aft rotor head
are not engaged. After engine run-up and
before flight, or shut down if flight is not Personnel injury or death may occur and
conducted, the flight engineer will scan damage to the airframe and rotor systems
the ground in the immediate area of the will occur if the forward or aft rotor head
aircraft for evidence of detached droop rotor blade droop stop(s) are missing or
stops. Prior to moving engine condition the interposer blocks on the aft rotor head
levers (ECL) from ground to stop, flight are not engaged. Prior to moving engine
engineer will, to the best extent possible, condition levers (ECL) from ground to
determine if the interposer blocks on the stop, the flight engineer will, to the best
aft rotor head are in position and that all extent possible, determine if the interpos-
forward and aft droop stops are attached. er blocks on the aft rotor head are in posi-
If an interposer block or droop stop are not tion and that all forward and aft droop
in place, the flight engineer will notify the stops are attached. If an interposer block
pilot in command. All non-crewmembers or droop stop is not in place, the flight
will evacuate aircraft to a safe location. If engineer will notify the pilot in command.
possible, crew will contact maintenance If interposer blocks appear to be in place
and attempt to engage interposer block and no droop stops missing, the flight en-
with high pressure water stream or pre- gineer will clear the pilot to shut down the
pare aircraft for shutdown in such a way first engine. After the first engine is shut
as to minimize damage to aircraft and down, the flight engineer will observe the
components and prevent injury to person- rotor tip path of the forward and aft rotor
nel. If interposer blocks appear to be in heads. A rotor blade drooping significant-
place and no droop stops are missing, the ly lower than the other blades indicates a
flight engineer will clear the pilot to shut- missing droop stop.
down the first engine. After the first engine
is shut down, the flight engineer will ob- 17. ENG COND levers — STOP.
8-14 Change 17
TM 55-1520-240-10
NOTE 26. Ignition lock switch — OFF, key removed as

required.
Monitor temperatures during shutdown. If
temperatures rise above 350°C, motor en- 27. EMERGENCY POWER panel — Check flag
gine immediately until temperature de- indicators for tripped position.
creases below 260°C. Both engines cannot 8-43. Before Leaving Helicopter.
be motored at the same time.
1. Walk-around inspection — Perform. Checking
FL* 17.1 714A DECU SHUTDOWN BIT — Check for damage, fluid leaks and levels.
displays read 88. F 2. Check the following:
NOTE a. Fluid levels.
If DECU display is other than 88, advance b. Bypass indicators and filter buttons.
respective ECL to GND without starting en-
gines. If 88 is displayed, then a nuisance fault c. Jam indicators.
has been verified. If other than 88 is dis- d. Cabin and mission equipment secured.
played, refer to maintenance.
e. Tiedowns, grounding cables, and covers.
18. Avionics — OFF.
O 18.1 HUD — OFF. 3. Complete all forms and records.
19. Radar altimeters — OFF. 4. Helicopter – Secure as required.
F 20. MAINTENANCE PANEL — Check record any 8-44. Instrument Flight — General.
bite indications on DA Form 2408-13.
21. PWR XFER 1 and 2 switches — OFF after This aircraft is qualified for operation in instrument
rotors have stopped. meteorological conditions.
21.1 714A FADEC B/U PWR — OFF. 8-45. Instrument Flight Procedures. Refer to FM
22. APU GEN switch — OFF. 1-240, FM 1-230, FLIP, AR 95-1, FAR Part 91, and
23. APU switch — OFF. The APU may be shut procedures described in this manual.
down after the rotors have stopped and there
is no further need to motor the engines. 8-46. Night Flying.
24. Light switches — OFF as required. Refer to FM 1-204, Night Flight Techniques and Proce-
25. BATT switch — OFF. dures.
Change 17 8-14.1/(8-14.2 blank)

TM 55-1520-240-10
SECTION III FLIGHT CHARACTERISTICS

8-47. GENERAL. partially dislodge the housing and engage
or activate the forward and aft hook emer-
The flight characteristics of the helicopter throughtout the gency release mechanism. This may
flight envelope and at all gross weights are good. The cause an inadvertent release of loaded
flight characteristics remain essentially the same forward and aft hook assemblies in flight.
throughout the CG and GW range. There is no marked
degradation of flying qualities as altitude increases.
CAUTION
8-48. AFCS Off Flight Characteristics.
External loads must not be rigged entirely
The AFCS is required to provide the helicopter with ade- with steel cable (wire rope) slings. To
quate stability. Therefore, the stability of the helicopter dampen vibration tendencies, a nylon ver-
will be reduced when operating with AFCS off. With practical riser at least 6 feet long must be
tice, the pilot will know in advance what to expect and placed between the steel cable sling and
should have little trouble controlling the helicopter as
long as established limitations (refer to Chapter 5) and the nylon loop or metal shackle which at-
certain techniques are adhered to. In general, the AFCS taches to the cargo hook. Nylon and chain
off flight characteristics are enhanced by spoilers on the leg slings and pure nylon slings must
forward pylon, strakes on the fuel pods and ramp, and a have at least 6 feet of nylon in each leg.
blunted aft pylon. The AFCS may be turned off at any
airspeed and turned back on at or near the turn-off air- CAUTION
speed. If airspeed at turn-on is different from that at turn-
off, a low rate pitch transient accompanied by momentary When combination internal and external
illumination of the AFCS OFF caution capsules may oc- loads are carried during the same flight
cur. These symptoms indicate that a DASH error signal
existed a turn-on and that the DASH actuator is running and the external load exceeds 12,000
at a reduced rate to cancel the error signal. When the pounds, position the internal load forward
cautions are extinguished, the error signal is cancelled, of the utility hatch. This procedure will
and normal DASH operation has resumed. During this preclude encountering an excessively aft
period, when the error signal is being cancelled, the re- CG.
maining AFCS features function normally. AFCS off flight
will not be difficult when the following techniques are 8-50. Low Density Loads When carrying low density
used: loads, airspeed is limited by the amount of clearance
a. Maintain airspeed below established limits. which can be maintained between the load and the un-
derside of the helicopter since the load will tend to trail aft
b. Enter all maneuvers smoothly, keep control move- as speed is increased.
ments coordinated and avoid overcontrol.
8-51. High Density Loads. High density loads can
c. Consistently scan the turn-and-slip indicator to usually be flown at cruise airspeed and in some cases up
maintain trim flight. to Vne, depending on the configuration of the load, air
d. React positively but smoothly to divergent move- turbulence, or accompanying vibration.
ments.
8-52. Aerodynamic Loads. Aerodynamic loads,
8-49. CENTER HOOK LOADS. such as tow targets, drones, light aircraft, aircraft parts,
wings, and tail sections have certain inherent dangers
In general, the helicopter possesses excellent flight char- because of their aerodynamic lift capabilities. Therefore,
acteristics when performing an external load mission. the lift capabilities of external loads must be eliminated
The combination of power available, the load carried before they are lifted. Airspeed and bank angles will be
beneath the CG, and the design of the cargo hook sys- governed by the reaction of the load to the airspeed.
tem make loads of minimum or maximum weight relative- Drogue chutes shall also be used to streamline the load.
ly easy to carry and handle safely. The type loads carried However, the chute must be attached to the load with a
can usually be broken down into three major groups: low swivel fitting.
density, high density, and aerodynamic. Each type load 8-53. Multi-Hook Loads. Handling characteristics
mentioned displays characteristics all its own and there- are improved when loads are slung using two-point (for-
fore must be discussed separately. ward and aft hook) sling suspension. Load motion is
substantially reduced. Potentially unstable loads are di-
CAUTION rectionally restrained by two-point suspension; airspeed
Do not lift or rotate the center cargo hook capability is increased above the airspeed for single-
point suspension. When low-density high-drag cargo is
into the cabin area or allow the mid hook carried, the risk of single-hook failure in a two-point sus-
to lay on the cargo floor or access door pension is reduced by the addition of a safety sling from
panel during inspection or use. The exces- the center hook to the forward load attachment point. The
sive tension placed on the triple emergen- multi-hook configuration also enables the carrying of
cy release cable housing assembly may three independent loads within the CG limit.
Change 18 8-15
TM 55-1520-240-10
SECTION IV ADVERSE ENVIRONMENTAL CONDITIONS
8-54. COLD WEATHER OPERATION. 8-57. Heater Operation.

Refer to FM 1-202, Environmental Flight. 8-58. Normal Operation - Heating and Ventilat-
ing System.
8-55. General. Operating the helicopter in an envi-
ronment of extreme low temperature and the associated
weather phenomena requires that certain techniques
and operating procedures be implemented in addition Cycling of the heater blower may disable
to the normal operating procedures in section II. The power steering control.
following operating techniques and procedures have
been developed from actual arctic flight testing and
other pertinent information. a. Starting.
(1) Inlet and outlet covers - Remove.
8-56. Preparation for Flight. The following addi-
tional exterior checks are to be performed during cold (2) BATT switch - ON
weather operation. (3) APU - Start (para. 8-23).
a. Check that ail ice, snow, and frost have been (4) APU GEN switch – ON. RECT OFF cau-
removed from the exterior surfaces, particularly the tion capsule extinguishes.
rotor blades. (5) R (right) MAIN FUEL PUMP switches -
ON.
CAUTION
CAUTION
Ice removal should never be accomplished by
chipping or scraping. Deicing fluid should be Pull out the cockpit air knobs slowly to
used. preclude dirt and debris from being blasted
into the air and the pilot’s eyes.
b. Landing gear shock struts, wheel brakes and flight

control system actuators should be checked to make (6) Push in the air control knobs.
certain that exposed piston areas are free of dirt, ice, (7) Heater function switch – As desired (BLWR
etc. ONLY or HTR ON).
c. While checking the engines, the compressor should (8) HTR START switch – Press.
be manually checked for freedom of rotation. Heat must
be applied if the compressor is frozen. NOTE
If the left side of the helicopter is exposed to
d. When operating the ramp, it maybe necessary to the sun, the cabin thermostat may be heated
cycle it once or twice to achieve proper closure. to 34°C which is sufficient to prevent starting
e. Ensure that the manually operated vent valves on the heater.
the rotary-wing shock absorbers are open at tempera-
tures below -18°C. At temperatures between -18°C (9) CABIN TEMP SEL switch – As desired.
and -1°C, the vent valves may be open or closed. At
temperatures above -1°C, the vent valves must be b. Heat Distribution.
closed. (1) For maximum cockpit heat proceed as fol-
lows:
f. If seasonal temperatures are +4°C and below, the
aft rotor droop stop shrouds should be installed. (a) Pilot and copilot cockpit air control
knobs - Pull.
g. At temperatures below -18°C, preheating aircraft
(b) DEFOG OR DEFROST handle - Pull.
is recommended for a minimum of 1-1/2 hours. Empha-
sis should be placed on engine fuel control units. (c) CABIN AIR handle – Push.
h. Refer to Chapter 5 for icing limitations. (d) CABIN TEMP SEL switch – Full clock-
wise.
(2) For maximum cabin heat proceed as follows:
(a) Pilot and copilot air control
knobs - Push.
8-16
TM 55-1520-240-10
(b) DEFOG OR DEFROST handle – Push. 8-64. Taxiing. Difficulty will be encountered when
taxiing on ice and snow covered surfaces where braking
(c) CABIN AIR handle – Pull. action is poor. Taxiing on the aft gear (front wheels off
(d) Cabin adjustable outlets – Full open. the ground) is recommended; however, caution should
(e) CABIN TEMP SEL switch – Full clock- be taken because of the poor visibility resulting from
wise. blowing snow.
c. Stopping. 8-65. Takeoff. No unusual problems are associated
with either the hovering, rolling, or vertical-type take-
(1) Heater function switch – OFF. offs other than the effects of blowing snow and slippery
(2) Wait two minutes before turning generator(s) surfaces. Depending on the weight of snow and ice
off. accumulated on or in the fuselage, takeoff and overall
(3) After heating and ventilating system has been performance can be seriously affected.
stopped with the APU GEN ON, the blower 8-66. During Flight. Initial hovering with cold hy-
will continue to operate until the tempera- draulic fluid may produce insensitive control inputs.
ture within the heater combustion chamber is Hovering above 10 feet (aft wheel clearance) is recom-
below 49°C. mended under these conditions until operation is nor-
8-59. Alternate Operation - Heating and Venti-
mal. With AFCS on, light pitch and roll oscillations can
lating System.
be expected during the first 10 or 20 minutes of flight.
The following paragraphs describe heating and ventilat- 8-67. Descent. No unusual problems are encountered
ing system failure modes. during a descent. Use windshield heat if necessary.
8-60. Vibrator Contact Failure. The heater may be 8-68. Landing in Snow. Landing in loose snow from
equipped with either a solid-state vibrator or an elec- a hover presents the unusual problem of low visibility
tromechanical vibrator. The electromechanical vibra- caused by blowing snow. This helicopter does not
tors may experience vibrator contact failure, which will produce this effect to any greater extent than other
result in failure of the heater to operate. Heaters helicopters; however, caution should be exercised dur-
equipped with electromechanical vibrators are identi- ing this type landing.
fied by a rotary selector switch on the heater junction
box. The electromechanical vibrator is equipped with 8-69. After Landing. Maneuvering the helicopter into
two separate sets of contacts designated NORMAL and a slippery parking area may be difficult to accomplish
RESERVE. Upon failure of the normal contacts, the and towing may be necessary. Taxiing on the aft gear
reserve set maybe brought into operation by placing the should not be used to position the helicopter among
switch on the junction box to RESERVE. The junction other parked aircraft.
box is on the ignition unit next to the heater.
8-70. Engine Shutdown. No unusual problems are
8-61. Heater Overheat Condition. If the HEATER encountered during engine shutdown as long as the
HOT caution illuminates, proceed as follows: procedures in section II are adhered to.
CAUTION 8-71. Before Leaving Helicopter. If the helicopter is
to be parked outside for extended periods, maintenance
The heater function switch shall remain ON personnel should install all protective covers and secure
while performing steps a. through c. the rotor blades. When ambient temperatures of –18C
and below are expected and the helicopter is to be
a. Wait two minutes for cooldown. parked outside, maintenance personnel should also
remove the battery and store it in a warm area until
b. HTR START switch – Press. required for further operation.
c. H E A T E R H O T caution – Monitor. The
HEATER HOT caution will not extinguish until 8-72. DESERT AND HOT WEATHER OPERATION.
combustion chamber temperature is below 177°C Refer to FM 1-202, Environmental Flight.
and the HTR START switch is pressed.
8-73. General. The reduction in power available and
8-62. Engine Starting. No special cold weather start the resulting decrease in helicopter performance caused
procedures are required. by reduced air density is the main consideration during
desert and hot weather operation. Therefore, greater
8-63. Warmup and Ground Tests. Allow the engine emphasis must be placed on determining performance
and transmission oil pressures and temperatures to during mission planning.
stabilize prior to takeoff. This will require several
minutes of operation at FLT. 8-74. Preparation for Flight. A normal preflight in-
To prevent unnecessary scratches, allow electrical wind- spection is to be conducted as described in section II.
shield heating to completely soften frost, snow, or ice Extra emphasis should be placed on equipment which
before using the windshield wipers. may be affected by higher temperatures, such as tires,
8-17
TM 55-1520-240-10
seals, and hydraulic components. In addition, check flown. This is accomplished to prevent the
equipment for signs of deterioration or excessive abra- cyclic trim actuators from cycling.
sion from blowing dust or sand. Windows and doors 5. Loose equipment – Secure.
should be opened to provide increased ventilation.
6. Safety belts and shoulder harnesses – Tighten.
8-75. Engine Starting. The normal engine starting
procedures in section 11 are to be used. 8-83. In Turbulent Air. The thrust control position,
when adjusted for the airspeeds mentioned above,
8-76. Taxiing. Braking should be kept to a minimum should be maintained and the attitude indicator should
to prevent overheating. Ground operation in general be used as the primary pitch instrument. The altimeter
should be kept to a minimum. and vertical velocity indicator may vary excessively in
turbulence and should not be relied upon. Airspeed
8-77. Takeoff, Climb, Cruise, and Descent. Heli- may vary as much as 40 knots. By maintaining a constant
copter performance may be reduced; therefore, tech- thrust control position and a level flight attitude on the
niques should be adjusted accordingly, attitude indicator, airspeed will remain relatively con-
stant even when erroneous readings are presented by
8-78. Landing. The landing procedures in section II the airspeed indicator.
apply. Braking should be kept to a minimum to prevent
overheating. 8-84. Flight in Thunderstorms. Flight in or in close
proximity to thunderstorms is to be avoided because of
8-79. Engine Shutdown. It maybe necessary to mo- the accompanying severe turbulence and restricted vis-
tor the engines if temperature does not decrease below ibility. If a thunderstorm is inadvertently encountered
350°C. It may not be possible to lower the temperature during flight, the procedures for flight in turbulent air
to 260°C. If the temperature will not decrease below are to be followed and the flight path altered to leave
260°C, terminate motoring when the temperature indi- the area. Should a thunderstorm be encountered during
cation stabilizes. a night flight, the cockpit dome light should be turned
NOTE
on with white light selected to minimize the blinding
effect of lightning. Refer to chapter 5 for limitations.
Pilots should make an attempt to avoid
motoring periods in excess of 15 seconds. 8-85. ICE AND RAIN.
8-86. Ice. The helicopter is equipped with pitot tube,

8-80. Before Leaving the Aircraft. Leave all win- AFCS yaw port heating, and windshield anti-icing sys-
dows and doors open - to increase ventilation, except terns to enable safe flight in light icing conditions.
during conditions of blowing dust or sand. Operation of these systems is described in Chapter 2.
Additional information and specific procedures are also
8-81. TURBULENCE AND THUNDERSTORM OP- included in this section under Cold Weather Opera-
ERATION. tions. The greatest damage caused by ice accumulation
8-82. Prior to Entering Turbulent Air.
is lowered rotor blade efficiency resulting in decreased
range and endurance.
If icing is encountered during IMC flight, consideration
must be given to reduced range and endurance due to
To prevent engine overtorque, do not enter increased fuel consumption. Refer to chapter 5 for
forecast moderate or stronger turbulence limitations.
with the thrust brake (portion of the CCDA)
inoperative or BARO ALT engaged. 8-87. Exterior Inspection. Refer to paragraph 8-15.
8-88. Taxiing. Taxi at slow speeds to ensure positive

Prior to entering moderate or stronger turbulent air, the braking action during turns. The forward tilt of the
following should be accomplished: rotors will cause the helicopter to continue moving
1. BARO ALT switch – Disengaged. forward if icy conditions prevent braking.
2. Crew – Alert. 8-89. Before Takeoff. When the takeoff is to be
3. Airspeed – Adjust as follows: accomplished into possible icing conditions, the follow-
ing are to be accomplished as part of the Before Takeoff
a. In severe turbulence, decrease airspeed to Check.
Vne minus 15 knots or to maximum range,
whichever is slower. (Refer to chapter 7.) ANTI-ICE switches – ON. Refer to chapter 5 for
b. In moderate turbulence, decrease airspeed limitations.
to Vne minus 10 knots or to maximum range, 8-90. During Flight. Since all of the systems on this
whichever is slower. (Refer to chapter 7.) helicopter are of the anti-icing rather than the de-icing
4. Longitudinal cyclic trim – Select MAN, then type, always start systems at least 5 minutes before
adjust both actuators for the airspeed to be entering a suspect or forecast icing area. In addition,
8-18
TM 55-1520-240-10
engine icing can occur at temperatures above freezing. with a number of factors. The flight regime, gross
weight, wind direction and velocity, pilot technique,
a. Extended flight in light icing conditions may result duration of maneuver, salinity of the water, and the
in lateral and vertical vibrations caused by asymmetric
self-shedding of ice. Minor rotor blade damage may relative density of the salt spray, all have a bearing on
occur from ice shedding at 10°C and below. One-per- performance deterioration. Intermittent operation in
rev lateral vibrations from asymmetric shedding at any moderate salt spray conditions could expose the engines
temperature may occur. If vibrations are encountered, to enough salt spray to cause noticeable performance
airspeed should be reduced and the aircraft should be deterioration. During prolonged operations (such as
low hovering) in heavier spray conditions, power dete-
flown out of the icing area. rioration will be apparent and is more critical. Maneu-
b. Extended flight in icing conditions can result in ice vers such as hovering close to the water in light winds, or
accumulating on the helicopter heater fuel drain. If the low flights at low speeds will generate maximum rotor
heater shuts down during icing, do not attempt restart downwash spray conditions. Careful operation, follow-
until ice is removed from the heater intake, exhaust, and ing the procedures and limitations contained herein, in
heater fuel drain. strict adherence to the prescribed maintenance proce-
dures when operating in these conditions, should result
8-91. Approach and Landing. Accomplish a normal in the preservation of rated engine power.
approach and landing; but if icing is present, increased
power will be required. The forward and aft wheels 8-95. Hovering. Hovering over salt water at altitudes
accumulate ice, which can result in the brakes freezing. that cause concentrated spray into the engine inlets
If icing conditions have been encountered, a zero results in gradual power deterioration and eventual
forward ground speed landing should be accomplished. reduction of compressor stall margin. Operation in
these conditions should be avoided or minimized. The
8-92. Rain. It is considered that rain will have no following procedures are grouped according to wind
detrimental effect on the flight characteristics or per- conditions. Maximum hovering altitude, consistent with
formance of the helicopter. The windshield wipers safety and mission accomplishment, is recommended to
should be adjusted to FAST during an instrument reduce possibility of salt spray ingestion. Prolonged
approach in rain, as rain may present a restriction to hovering over salt water which results in spray ingestion,
visibility. Pitot heat should be used for flights in rain to indicated by spray on the windshield, must be avoided.
prevent moisture from accumulating in the pitot tube The amount of spray observed on the windshield is
and AFCS yaw ports and tubing. usually the best indication of spray ingestion into the
engine inlets.
8-93. SALT WATER OPERATION.
a. No wind. Hovering in a no-wind condition nor-
8-94. Power Deterioration. Salt spray ingestion in mally results in a relatively low spray concentration at
turbine engines may result in a loss in performance as all hovering altitudes.
well as a loss in compressor stall margin. This reduction
in stall margin makes the engine susceptible to stalls b. Light winds (approximately 5 to 16 knots). Hov-
during acceleration, and, more particularly, under de- ering in these conditions results in the heaviest or most
celeration conditions. As spray is ingested and strikes critical spray concentrations. Spray can be minimized by
the compressor blades and stator vanes, salt is depos- heading changes with reference to wind direction and
ited. The resulting buildup gradually changes the airfoil ascertaining minimum spray concentration on wind-
sections, which in turn affects performance. This dete- shield.
rioration will be noticed as a decrease in torque and an c. Moderate to heavy winds (15 knots and above).
increase in PTIT for a given N1. Should the deteriora- Higher winds normally result in the lowest of spray
tion reach the point where the compressor actually concentration at all hovering altitudes. In these condi-
stalls, PTIT will increase, while N1 and torque will tions, hovering can be accomplished into the wind.
decrease. The circumstances under which power dete-
rioration may occur during salt water operation vary 8-96. After Flight. Refer to Appendix C.

TM 55-1520-240-10
CHAPTER 9
EMERGENCY PROCEDURES
SECTION I HELICOPTER SYSTEMS
9-1. Helicopter Systems. c. The term AUTOROTATE is defined as adjusting the

This section describes helicopter systems emergencies which flight controls as necessary to establish an autorotational
may reasonably be expected to occur and presents the descent and landing.
procedures to be followed. Emergency operation of mission 1. Thrust control —Adjust as required to maintain
equipment is contained in this chapter, insofar as its use RRPM.
affect safety of flight. Emergency procedures are given in 2. Pedals — Adjust as required.
checklist form when applicable. A condensed version of
theses procedures is included in TM 55-1520-240-CL. Refer 3. Cyclic — Adjust as required.
to figure 9-1 and 9-2 for emergency equipment, exits, and d. The term EMER ENG SHUTDOWN is defined as
entrance. engine shutdown without delay. Engine shutdown in flight
9-2. Immediate Action Emergency Checks. is usually not an immediate-action item unless a fire exists.
Before executing an engine shutdown, identify the affected
NOTE engine by checking indications of torque, RRPM, N1, PTIT,
engine oil pressure and 714A ENG FAIL Caution.
The urgency of certain emergencies requires
immediate and instinctive action by the pilot. CAUTION
The most important single consideration is he-
licopter control. All other procedures are subor- When in-flight shutdown of a malfunctioning
dinate to this requirement. The MASTER CAU- engine is anticipated, positive identification
TION should be reset after each malfunction to of the malfunctioning engine must be accom-
allow systems to respond to subsequent mal- plished to avoid shutting down the wrong
functions. When appropriate, a check of the engine.
affected PDP for open circuit breakers should be 1. ENG COND lever — STOP.
accomplished, in some cases this may minimize
or eliminate the emergency. An example of this 2. FIRE PULL handle — Pull (engine fire only).
would be an apparent failure of an instrument, 3. AGENT DISCH switch —As required (engine
whereas reseting the circuit breaker restores fire only).
operation. If time permits during a critical
emergency, jettison external loads, and lock e. The term ABORT START is defined as engine shut-
shoulder harnesses. down to prevent PTIT from exceeding limits or whenever
abnormal operation is indicated. If high PTIT was indicated,
Those steps that must be performed immediately in an the engine must be motored to decrease PTIT below 260°C.
emergency procedure are underlined. These steps must be
performed without reference to the checklist (CL). When 1. ENG COND lever —STOP.
the situation permits, non-underlined steps will be accom- 2. ENG START switch —MTR (if high PTIT is
plished with the use of the CL. indicated).
9-3. Definition of Emergency Terms. NOTE
For the purpose of standardization, the following definitions If a second engine start is to be attempted, wait
shall apply: at least 15 seconds after the N1 tachometer
indicates zero before attempting start. This will
a. The term LAND AS SOON AS POSSIBLE is defined allow sufficient time for fuel to drain from the
as executing a landing to the nearest suitable landing area combustion chamber.
(e.g., open field) without delay. (The primary consideration
is to assure the survival of occupants.) 9-4. Emergency Warning Signals and Exits.
b. The term LAND AS SOON AS PRACTICABLE is The helicopter is equipped with an emergency troop alarm
defined as executing a landing at the nearest suitable and jump light system. The following standard signals will
airfield/heliport. be used to notify occupants of an emergency situation:
Change 13 9-1
TM 55-1520-240-10
1. Prepare for ditching, or crash landing — 3 short will have no effect on any of the helicopter systems as long
rings. as the RRPM is maintained above the minimum speed. On
2. Water contact — Sustained ring. the 714A a 1% to 3% NR momentary transient can be
anticipated. Then NR will automatically recover to the
Emergency equipment, exits, and entrance routes are shown selected NR.
in figures 9-1 and 9-2. Emergency exit door handles are b. 712 When one engine fails, rotor speed can be
yellow and black striped. Emergency equipment consists of expected to drop to as low as 93 percent. Safe RRPM can
seven first aid kits, three hand fire extinguishers, one usually be regained by using engine beep trim and power
emergency escape axe, and three emergency exit lights. available of the operating engine.
9-5. After-Emergency Action. c. If sufficient power is not available, normal RRPM is
regained by lowering the thrust control. Procedures to be
After a malfunction of equipment has occurred, appropriate followed after engine failure will be governed by the
emergency actions have been taken, and the helicopter is on altitude and airspeed available for helicopter control and for
the ground, an entry must be made in the Remarks Section maintaining sufficient RRPM for continued flight and
of DA Form 2408-13, describing the malfunction. landing. The height-velocity diagram (fig. 9-4 and 9-4.2)
9-6. ENGINE. presents the airspeeds and wheel heights from which a safe
landing can be made at various GW and temperatures
9-7. Flight Characteristics. following a S/E failure.
a. If an engine failure occurs, no control problems exist d. Decrease in thrust after engine failure will vary
unless power from the remaining engine is not sufficient to with altitude and airspeed at the time of occurrence.
maintain the selected RRPM. If sufficient power is not For example, thrust must not be decreased when an
available to maintain altitude, descend to an altitude where engine (or engines) fail at a hover in-ground-effect
single-engine (S/E) flight can be accomplished (fig. 9-3 and (HIGE); whereas, during cruise flight conditions, alti-
9-4.1 for S/E performance data). The best indications of tude and airspeed are sufficient for a significant reduc-
engine failure are decreased torque on the failed engine and tion in thrust, thereby allowing rotor speed to be
a compensating increase in torque on the remaining engine, maintained in the safe operating range. Following an
accompanied by a droop in RRPM, and a continuing engine failure, cyclic control is adjusted as necessary to
decrease in N1 speed below 60 percent. An engine failure
A66961
Change 13 Figure 9-1. Emergency Equipment

TM 55-1520-240-10
Figure 9-2. Emergency Entrance and Escape Routes (Sheet 1 of 2)
Change 11 9-3
TM 55-1520-240-10
Figure 9-2. Emergency Entrance and Escape Routes (Sheet 2 of 2)
9-4
TM 55-1520-240-10
remain in hover over the desired point or to control airspeed required airspeed. The Autorotation Approach Corridor,
and flight path in forward flight. Pedal pressure is applied as figure 9-6 and figure 9-4.1, presents those combinations of
necessary to control aircraft heading. airspeeds and wheel heights from which a safe autorotative
e. Airspeed should be maintained at the optimum for landing may be made following a second engine failure.
existing conditions for continued flight (S/E failure) or for Autorotative approaches are recommended in the caution
autorotational descent (dual-engine failure). As airspeed area. At high gross weights, the rotor may tend to overspeed
increases above 70 KIAS in autorotation, there is a corre- and may require thrust application to maintain RPM below
sponding increase in rate of descent (R/D). Airspeed up to the upper limit. Thrust should never be applied to reduce
100 KIAS or Vne, whichever is slower, will increase glide RPM for extending glide distance because this reduces
distance but should be avoided at low altitude because the RPM available for use during touchdown. When both
time available to decelerate is critical. At airspeeds below 70 engines fail at cruise, proceed as follows:
KIAS, R/D in autorotation increases and glide distance 1. AUTOROTATE.
decreases. Gliding the helicopter in autorotation out-of-trim
will also increase R/D and decrease glide distance 2. External cargo — Jettison.
9-8. Minimum Rate of Descent — Power Off. 3. ALT switch — Disengage.
The power off minimum R/D is attained at an indicated
airspeed of approximately 70 knots and 100% RRPM (fig. 9-11. Single Engine Failure.
9-5). The action taken after one engine fails will depend on
altitude, airspeed, phase of flight, areas available for land-
9-9. Maximum Glide Distance — Power Off. ing, and S/E capability of the helicopter. Immediately after
The maximum glide distance is attained at an indicated any engine malfunction, the flight engineer should check
airspeed of 100 knots or Vne, whichever is slower, and the engine for the possibility of fire. If required, external
100% RRPM (fig. 9-5). cargo should be jettisoned as soon as possibile after engine
failure. This will help to prevent damage to the helicopter
9-10. Dual Engine Failure.
. during touchdown and will reduce weight and drag, thereby
improving S/E performance.
CAUTION
Thrust control adjustments will depend on altitude at the
Jettison external cargo as soon as possible time of the engine failure. For example, at (HIGE) below 20
after engine failure. This will help to prevent feet, maintain thrust control position as the operative engine
damage to the helicopter during touchdown beep trim is increased. At a hover above 20 feet, thrust
and will reduce weight and drag, thereby should be lowered slightly to maintain at least 96 percent
improving autorotational performance. RRPM. If altitude permits, thrust may be lowered suffi-
a. Low Altitude/ Low Airspeed. When both engines fail ciently to maintain normal RRPM.
at low altitude and low airspeed, sufficient altitude is not Cyclic inputs will depend on altitude and airspeed. At a
available to increase RRPM. Establish the best autorota- (HIGE), the helicopter should be maintained in a hovering
tional airspeed, jettison external cargo (if applicable), and attitude. In forward flight, at low altitude (below 50 feet),
decelerate effectively prior to touchdown. Initial thrust when S/E flight is not possible a decelerating attitude should
reduction will vary from no reduction at zero airspeed be assumed to dissipate airspeed and aid in cushioning the
below 20 feet to full reduction at higher airspeeds and helicopter. If airspeed is slow and altitude permits, the
altitudes. Attempt to maintain at least 96 percent. helicopter should be placed in an accelerating attitude of up
to 30° nose-low to gain airspeed as the operative engine
CAUTION beep trim is increased. This nose-low attitude should not be
used at an extremely low altitude because of reduced
The helicopter must be maneuvered into the reaction time, R/D, and the response of the helicopter. Any
autorotation approach corridor prior to land- time the helicopter assumes a decelerating attitude in close
ing to assure a safe outcome of the maneuver. proximity to the ground, avoid rotating the aft gear into the
b. Cruise. In cruise flights up to Vne, reduce thrust ground at touchdown.
immediately to full down position to regain RRPM. Adjust
cyclic pressure as necessary to attain and maintain the
Change 13 9-5
TM 55-1520-240-10
SINGLE ENGINE SERVICE CEILING

EMERGENCY TORQUE AVAILABLE
SERVICE CEILING
CLEAN CONFIGURATION 100% ROTOR RPM JP-4 FUEL
EXAMPLE METHOD
WANTED ENTER FAT HERE
MAXIMUM SINGLE ENGINE WEIGHT MOVE DOWN TO PRESSURE ALTITUDE
AT DESIRED SERVICE CEILING MOVE LEFT AND READ MAXIMUM
KNOWN SINGLE ENGINE GROSS WEIGHT
=39,990 LB
PRESSURE ALTITUDE = 6,000 FT/FAT = 20°C
DATA BASIS: FLIGHT TEST A9732
Figure 9-3. 712 Single-Engine Service Ceiling
9-6 Change 13
TM 55-1520-240-10
HEIGHT VELOCITY DIAGRAM FOR SAFE

LANDING AFTER SINGLE-ENGINE FAILURE
NOTE: USE THE FOLLOWING DIAGRAMS WITH THOSE SHOWN ON SHEET 3
A23134
Figure 9-4. 712 Height Velocity Diagram for Safe Landing

After Single-Engine Failure (Sheet I of 3)
Change 13 9-7
TM 55-1520-240-10

A23155
After Single-Engine Failure (Sheet 2 of 3)
9-8 Change 13
TM 55-1520-240-10

LANDING AFTER SINGLE ENGINE FAILURE

Change 13 9-8.1
TM 55-1520-240-10
SINGLE ENGINE SERVICE CEILING

EMERGENCY TORQUE AVAILABLE
CLEAN CONFIGURATION 100% ROTOR RPM
DATA BASIS: FLIGHT TEST A60119
Figure 9-4.1. 714A Single-Engine Service Ceiling
9-8.2 Change 13
TM 55-1520-240-10

A60125
Figure 9-4.2. 714A Height Velocity Diagram for Safe Landing

Change 13 9-8.3
TM 55-1520-240-10

A60126
9-8.4 Change 13
TM 55-1520-240-10

LANDING AFTER SINGLE ENGINE FAILURE
A60127

Change 13 9-9
TM 55-1520-240-10
Figure 9-5. Maximum Glide Distance/Minimum Rate of Descent in Autorotation
9-10
TM 55-1520-240-10
AUTOROTATIONAL APPROACH CORRIDOR

FOR SECOND ENGINE FAILURE FROM
SINGLE ENGINE LEVEL FLIGHT
Figure 9-6. 712 714A Autorotationa/ Approach Corridor for

Second Engine Failure
Change 13 9-11
TM 55-1520-240-10
9-11.1. 714A ENG 1 FAIL or ENG 2 FAIL. Continued flight is not possible:
Land as soon as possible.
The ENG 1 FAIL or ENG 2 FAIL caution is illuminated
whenever the engine failure logic within the DECU recog- 9-13. Engine Restart During Flight.
nizes any one of the following:
1. Power turbine shaft failure. N2 is greater than WARNING
RRPM by more than 3%.
2. N1 underspeed. N1 speed is below 48%. Fire detector and extinguishing systems are
not provided for the APU. Crewman must
3. Engine flameout. monitor APU area for fire.
4. Over temperature start abort (Primary mode only).
CAUTION
5 . Primary system fail freeze (Primary and Rever-
sionary mode hard faults, FADEC caution is If abnormal indications are present during
illuminated). the restart, shut down the engine immedi-
6 . During normal shutdown as the N1 rpm goes ately.
below 48% the ENG 1 FAIL or ENG 2 FAIL 1. APU — Start.
caution is illuminated and then is turned off 12 2. 712 ENG COND lever (inoperative engine) —
seconds after the N1 rpm drops below 40%. STOP
2.1 714A ENG COND lever (inoperative engine)
— STOP, then GND.
9-12. Single Engine Failure — Low
Altitude/Low Airspeed and Cruise. 3. FIRE PULL handle — In.
If an engine fails under conditions that will permit S/E 4 . All FUEL PUMP switches — ON.
flight, thrust 712 engine beep trim must be adjusted as 5 . XFEED switch — As required.
required to maintain safe RRPM. Initial thrust reduction 6 . Starting engine — Perform.
will vary from no reduction at zero airspeed below 20 feet
to a significant reduction at higher altitudes and airspeeds. 7 . APU — OFF.
Attempt to maintain at least 96 percent RRPM. If the
helicopter is below the best S/E climb airspeed, forward 9-14. 712 Normal Engine Beep Trim System Fail-
cyclic must be applied to attain that speed. When (HOGE), ure (High Side) or N2 Governor Failure.
forward cyclic pressure must be applied to attain a nose-low Fail&e of the normal engine beep trim system to the high
attitude of up to 30° in order to gain airspeed. As airspeed side may be recognized by increasing torque on the affected
increases to 30 knots, adjust the pitch attitude of the aircraft engine, decreasing torque on the unaffected engine, an
to accelerate to the best S/E climb speed. increase in RRPM, and a lack of response of normal engine
If an engine fails under conditions that will not permit S/E beep trim. These indications should be confirmed by ob-
flight, the procedures will be essentially the same as for serving all the engine instruments.
continued flight, except that cyclic pressures are applied to Controlling RRPM with the ECL must be done smoothly
decelerate the helicopter for touchdown, rather than contin- and with care. Engine response is much faster and it is
ued acceleration. During deceleration, just prior to touch- possible to cause the RRPM to exceed limitations or
down, avoid rotating the aft landing gear into the ground. decrease to the point that the generators will be discon-
Continued flight is possible: nected from the buses. If the thrust control is moved, it is
necessary to control RRPM with the engine condition lever
1.. Thrust control — Adjust as necessary to main- and the No.1 & 2 ENGINE BEEP TRIM switch. If a
tain RRPM. malfunction to the high side occurs, perform the following:
2. ENGINE BEEP TRIM switch — RPM 1. Thrust control — Adjust as required to maintain
INCREASE as required. RRPM within limits.
3. External cargo — Jettison (if required). 2. ENG COND lever (affected engine) — Adjust to
4. ALT switch — Disengage. a position between FLT and GND that will control
RRPM.
5. Land as soon as practicable.
3 . ENGINE BEEP TRIM switch NO. 1 & 2 —
6. EMER ENG SHUTDOWN (when conditions Adjust as required.
permit).
4. Land as soon as practicable
NOTE
9-15. 712 Normal Engine Beep Trim System Fail-
If S/E flight can be maintained, an attempt to ure (Low Side or Static).
restart the inoperative engine may be made if
there is no evidence of fire or obvious mechani- Failure of the normal engine beep trim system to the low
cal damage. side can be recognized by decreasing torque on the affected
9-12 Change 13
TM 55-1520-240-10
engine, increasing torque on the unaffected engine, a loss of Two different reactions can occur depending if the engine
RRPM, a lack of response to ENGINE BEEP TRIM and N1 with the failed FADEC went into fixed fuel flow at a high
stabilized at or above ground idle (60 to 63% N1). These fuel flow or a low fuel flow.
indications also accompany an engine failure; therefore,
engine instruments must be monitored to determine which In a high fuel flow situation, the FADEC on the non
event has occurred. A static failure may be recognized by malfunctioning engine may cause the non malfunctioning
failure of one or both engines to respond to beep commands engine to drop off line in an effort to maintain 100 percent
or may resemble a high or low side failure when the thrust NR (since the failed engine has a high fixed fuel flow).
control is lowered or raised Conversely, if the failure occurred at a low power setting,
the malfunctioning engine will provide little or no power
If the thrust control is moved with either EMERG ENG upon demand. These indications must be confirmed by
TRIM AUTO/MANUAL switch in MANUAL, it is neces- observing the engine instruments display since the non-
sary to control RRPM and torque by use of the appropriate malfunction engine could have low or high torque in
EMERG ENG TRIM INC or DECR switch. Perform the comparison to the fixed fuel flow engine.
following:
This fixed fuel flow condition may cause an increase in NR
1. EMERG ENG TRIM switch (affected engine) when THRUST CONT lever is reduced. Another indication
— Adjust as required. would be a split in TQ with upward or downward THRUST
2. EMERG ENG TRIM AUTO/MANUAL switch CONT applications.
(affected engine) — MANUAL. This fixed fuel flow condition may be capable of providing
3. EMERG ENG TRIM switch (affected engine) partial power at THRUST CONT application depending on
— Adjust in coordination with the ENGINE the power that was required when the system sustained the
BEEP TRIM NO. 1 & 2 switch to normal operat- hard failure.
ing RRPM and match torque. Failure of the REV engine control system to a fixed fuel
flow may require the engine to be shutdown at some point
9-15.1. 714A FADEC FAILURES. before landing to prevent NR overspeed. The ENG COND
lever will be inoperative, therefore unable to modulate
9-15.2. 714A FADEC 1 or FADEC 2 Caution. engine N1. The FIRE PULL handle or the manual FUEL
1. FADEC INC-DEC beep switch (affected engine) VALVE must be used to secure the engine (if desired).
— Match TQs. 9-15.5. 714A REV 1 and/or REV 2 (WITH) FADEC
LIGHT ON. If a malfunction to the high side
2. Reduce rate of THRUST CONT lever change. occurs, perform the following:
3. Land as soon as practicable. 1. THRUST CONT lever — Adjust.
9-15.3. 714A FADEC 1 and FADEC 2 Cautions. 2. FIRE PULL handle (affected engine) — Pull as
required.
1. FADEC ENG 1 and ENG 2 INC-DEC beep
switches — Beep to 100 percent, match TQs. 3. NR — Check 100 percent.
2. Reduce rate of THRUST CONT lever changes. 4. Land as soon as practicable.
3. Land as soon as practicable. 9-15.6. 714A REV 1 and/or REV 2 (WITHOUT)
FADEC LIGHT ON
9-15.4. 714A Reversionary System Failures. 1. Land as soon as practical.
NOTE CAUTION
The aircrew should be alert to the possibility of
abrupt NR changes when operating the FADEC Do not manually select Reversionary mode
in single or dual engine REV mode (s). on affected engine as uncommanded power
changes may occur.
NOTE 9-15.7. 714A Torque Measuring System Malfunc-
The following procedure assumes the primary tions.
and reversionary FADEC modes have failed. Malfunctions in the torque measuring system can appear as
When operating in the reversionary mode and the reversion- a frozen indication, a zero torque indication or no indica-
ary mode sustains a hard fault, REV lor REV 2 caution is tion. If a torque measuring system malfunction occurs
active, a failed fixed fuel flow condition may exist. The proceed as follows:
ENG COND lever will be inoperative, therefore unable to 1. DC Torque circuit breakers — In.
modulate engine N1. The indications may be a change in
sound, vibration absorbers may detune causing vibration, 2. LOAD SHARE switch — Check. If the switch
and a possible increase in NR when the THRUST CONT is set to TRQ, proceed to step 3. If the switch is
lever is reduced. set to PTIT, proceed to step 4.
Change 13 9-12.1
TM 55-1520-240-10
NOTE of an engine to accelerate past 70 percent N1 when ad-

vancing the ENG COND lever to FLT. A sudden high
If the DECU fault code is 88, the DECU has not torque clutch-engagement may cause severe engine and/
detected a fault in the torque measuring sys- or drive train damage. A sudden engagement is indicated
tem and will continue to try to match the NO. by a loud noise and/or a sudden large increase in engine
1 and NO. 2 engine torque. The DECU torque torque. Should the engine transmission fail to engage,
matching logic will try to increase the low en- perform the following:
gine’s torque. This will cause a transient rotor
speed excursion possibly up to 103% from an
initial 100% selected condition. The power tur- WARNING
bine governor will automatically bring the rotor
speed back to 100%. However, a split in actual
engine torque will occur as evidenced by PTIT Do not shut down both engines simulta-
and N1 indicators. If the DECU fault code is A1, neously. Maintain RRPM with the engaged
the DECU has detected a failure of the torque engine until affected engine N1 reaches
measuring system and has automatically zero (0).
switched to N1 load share. 1. ENG COND lever (affected engine only —
3. Load Share switch — Select PTIT. STOP.
4. Fuel flow — Monitor. 1896 PPH is equal to When N1 reaches zero (0):
approximately 100% torque at 100% rotor 2. ENG COND lever (engaged engine) — STOP.
speed.
5. Verify that PTITs are matched. 9-17. Engine Shutdown — Complete Electrical
Failure.
6. Minimize power as practical.
7. Land as soon as practicable. F 1. FUEL VALVE #1 and #2 ENGINE — CLOSE.
2. Normal shutdown — Perform.
9-16. Engine Transmission Clutch Failure to En-
gage. 9-18. Engine Shutdown — Condition Lever Failure.
An engine transmission clutch failing to engage is most Should the engine condition lever fail to shut down or
likely to occur when the engine condition lever is ad- control an engine, use the following procedure for engine
vanced from GND to FLT or during engine start. The shutdown.
indications of an engine transmission clutch failing to en-
1. FIRE PULL handle (affected engine) — Pull.
gage are: a loss of torque indication for an engine or
erratic torque indications for an engine or failure of the N1 2. Normal shutdown — Perform.
Change 17 9-12.2
TM 55-1520-240-10
9-19. Engine Shutdown with APU or APU Generator 9-21. ROTOR, TRANSMISSION, AND DRIVE SYS-
Inoperative. TEMS.
CAUTION WARNING
When the rotors stop turning, no hydraulic If an interposer block or rotor blade droop
pressure is available to motor the engines. stop is not in place, the flight engineer will
In the event of internal engine fire when notify the pilot in command. All
engine motoring cannot be accomplished, non-crewmembers will evacuate the
aircraft to a safe position. If possible, crew
use fire extinguishing equipment as nec- will contact maintenance and attempt to
essary to extinguish the fire. engage interposer block with a high
Apply external electrical and hydraulic power (if avail- pressure water stream or prepare aircraft
able) and continue with a normal shutdown. If external for shutdown in such a way as to minimize
electrical and hydraulic power is not available, proceed damage to aircraft and components and
prevent injury to personnel. If interposer
as follows: blocks appear to be in place, the flight
1. No. 2 Engine — Perform a normal shutdown. engineer will clear the pilot to shut down
2. All unnecessary electrical switches (except the first engine. After the first engine is
BATT switch) — OFF. shut down, the flight engineer will observe
the rotor blade tip path of the forward and
3. GEN 1 and 2 switches — OFF. aft rotor heads. A rotor blade drooping
4. ENG COND 1 lever — GND. Wait until PTIT significantly lower than the other blades
decreases and then begins to increase; then, indicates a missing droop stop. In this
case the remaining running engine
move the ENG COND 1 lever to STOP. condition lever (ECL) should be advanced
5. ENG 1 START switch — MTR until rotors stop until sufficient rotor RPM is achieved to lift
or PTIT is below 260°C. rotor blades off droop stops to insure no
blade contact with airframe and
6. Normal shutdown — Perform. maintenance contacted to prepare aircraft
9-20. Engine Oil — Low Quantity/High Temperature/ for an emergency shutdown that will
High or Low Pressure. minimize damage to aircraft and injury to
personnel.
A low engine oil quantity condition will be indicated by the 9-22. NO. 1 or NO. 2 ENG XMSN HOT Caution.
lighting of the NO. 1 ENG OIL LOW or NO. 2 ENG OIL 1. EMER ENG SHUTDOWN.
LOW caution light. When either one or both of these
caution lights come on, about 2 quarts of usable oil re- F 2. Affected engine transmission — Check.
main in the respective engine oil tank. If one or both of the 3. Land as soon as possible.
caution lights come on, check oil temperature and oil 9-23. Transmission Debris Screen Latches.
pressure indicators (affected engine) for abnormal indi- Trouble developing in any of the five transmissions may
cations. If the indication on the oil temperature indicator be indicated by a tripped latch indicator. This information
is high or the indication on the oil pressure indicator ex- will be presented on the flight engineer’s MAINTE-
ceeds limits, high or low, perform the following: NANCE PANEL but will not be shown in the cockpit. If an
1. If engine power is required for flight: indicator trips:
Land as soon as possible. FWD, COMB, or AFT DEBRIS SCREEN indicator:
F RESET/GND/TEST switch — RESET.
2. If engine power is NOT required for flight:
If indicator does not reset:
a. ENGINE CONDITION lever (affected en-
gine) — STOP.
LEFT or RIGHT DEBRIS SCREEN indicator:
b. Land as soon as practicable. F RESET/GND/TEST switch — RESET.
9-20.1 Engine Chip Detector Caution Light ON. If indicator does not reset and engine power is not re-
If either NO. 1 or NO. 2 ENG CHIP DET caution light quired then:
comes on, perform the following: 1. EMER ENG SHUTDOWN.
1. If engine power is required for flight: 2. Land as soon as practicable.
If engine power is required:
2. If engine power is NOT required for flight: 9-24. Transmission Low Oil Pressure or High Tem-
a. ENGINE CONDITION lever (affected en- perature Indications.
gine) — STOP.
Developing trouble in the transmissions can be identi-
b. Land as soon as practicable. fied by high oil temperature or low oil pressure, as
Change 17 9-13
TM 55-1520-240-10
indicated by transmission temperature, and pressure indica- LEFT or RIGHT

tors and cautions. If an abnormal temperature or pressure Engine power is not required:
indication develops, closely monitor the caution capsules.
The XMSN OIL PRESS (main or aux) and XMSN OIL HOT 1. EMER ENG SHUTDOWN.
caution capsules operate independently of the pressure and 2. Land as soon as practicable.
temperature indicating system and come on when a low pres- Engine power is required:
sure or high temperature condition occurs. Additional Land as soon as possible.
information may be obtained by the flight engineer checking
the MAINTENANCE PANEL. The transmission temperature 9-28.1. Torque Measuring System Malfunctions.
and pressure selector switches shall be used to assist in deter- Malfunctions in the torque measuring system can appear on
mining the defective transmission. the torquemeter as fluctuations, zero torque indication. slug-
gish movement, indications that are out-of-phase. or a sta-
9-25. XMSN OIL PRESS Caution. If the XMSN OIL tionary indication. Fluctuations in torque at steady state are
PRESS caution capsule comes on. the following actions indicative of an electrical malfunction within the system. If
should be taken: this occurs. proceed as follows:
FWD or COMB (MIX): 1. AC and DC TORQUE circuit breakers - In
1. Altitude - Descend to minimum safe altitude. 2. N1s - Monitor when power changes are made,
2. Airspeed - 100 KIAS or Vne whichever is slower. insuring power outputs are matched.
3. Land as soon as practicable. 3. Fuel flow indicator - Monitor for matched fuel
flows.
AFT or AFT SHAFT (confirm AFT SHAFT with flight 4. Land as soon as practicable.
engineer):
Land as soon as possible. 9-29. FIRE.
The safety of helicopter occupants is the primary consider-
LEFT or RIGHT ation when fire occurs; therefore, it is imperative that every
Engine power is not required. effort be made by the flight crew to put out the tire. On the
1. EMER ENG SHUTDOWN. ground, it is essential that engines be shut down. crew and
2. Land as soon as practicable. passengers be evacuated, and fire fighting begun immedi-
ately. If the helicopter is airborne when fire occurs. the most
Engine power is required: important single action that can be taken by the pilot is to land
Land as soon as possible. as soon as possible. Whether on the ground or inflight it is
mandatory that the cockpit windows, air control handles, and
9-26. XMSN OIL PRESS and XMSN AUX OIL cockpit air knobs be closed to prevent smoke entering the
PRESS or XMSN CHIP DET Caution. cockpit, unless the smoke and fume elimination procedure
Land as soon as possible. has been executed. In flight the pilot should execute the
smoke and fume elimination procedure as necessary to pre-
9-27. XMSN AUX OIL PRESS Caution. If the
vent smoke and fumes from entering the cockpit. Fire extin-
XMSN AUX OIL PRESS caution capsule comes on, the fol-
guishers should be used to control or extinguish the fire.
lowing actions should be taken:
MAIN XMSN (FWD, COMB (MM), or AFT)
Main transmission oil pressure and temperature are
Use fire extinguisher only in well-ventilated
abnormal: areas because the toxic fumes of the extin-
Land as soon as possible. guisher agent can cause injury.
Main transmission oil pressure and temperature are normal:
9-30. ENGINE HOT START. A hot start will be
Land as soon as practicable. detected by a rapid and abnormal rise in PTTT and/or by
observing flames and black smoke coming from the engine
9-28. XMSN OIL HOT Caution. If the XMSN OIL
tail cone. Complete the following on the affected engine.
HOT caution capsule comes on, the following actions should
be taken: 1. ABORT START.
FWD or COMB (MIX):
9-30.1. RESIDUAL FIRE DURING SHUTDOWN.
AFT transmission is indicated: residual engine fire may occur during shutdown. It is cause by
1. Electrical load - Reduce as much as possible. residual fuel igniting in the combustion chamber.
2. Land as soon as possible.
9-14 Change 9
TM 55-1520-240-10
1. ABORT START. NOTE

2. FIRE PULL handle (affected engine) - Immediately motor engines alternately, until
Pull. rotors are stopped. to reduce the possibility of
9-31. Auxiliary Power Unit (APU) Fire. Normally engine residual fire.
an overtemperature condition will cause the overtemperature 9-32. Engine or Fuselage Fire - Flight. Visible
switch to stop APU operation: however. should a fire occur flames, smoke coming from the engine or the lighting of the
in the APU, complete the following: respective FIRE PULL handle:
1. APU switch - OFF. 1. Land as soon as possible.

F 2. Engine fire confirm.
2. ABORT START.
3. EMER ENG SHUTDOWN (affected engine)
Change 9 9-14.1/(9-14.2 blank)

TM 55-1520-240-10
After landing:
EMER ENG SHUTDOWN. RAMP EMER - As required.
5.
9-33. Engine Compartment, Fuselage, or Electri-
cal Fire - Ground.
1. EMER ENG SHUTDOWN. NOTE
2. APU switch - OFF (if operating). The combination of steps 2, 3, and 4 effectively
evacuates the cockpit and forward cabin of
3. BATT switch - OFF. smoke and fumes at airspeeds above 60 KIAS.
Opening the cargo loading ramp evacuates the
9-34. Electrical Fire - Flight. Before shutting off all
main cabin. With items in steps 2, 4, and 5
electrical power, the pilot must consider the equipment that
opened, intensification of a smoldering fire may
is essential to the current flight regime; e.g. flight instru-
occur. If the source of the fire cannot be
ments, flight control systems, IMC etc. If a landing as soon
determined, close the cargo loading ramp but
possible cannot be made, defective circuits may be
keep the pilots windows and the upper half of
isolated by selectively turning off electrical equipment
the main cabin door open. This will allow the
and/or pulling out circuit breakers.
pilots to see the instrument panels and outside
references for landing
A dual engine flameout may occur if both 6. Copilot’s sliding window - Closed.
generator switches are turned off above 6,000
feet PA. All fuel boost pumps will be inop- 7. NVG curtain - Open (if applicable).
erative.
9-36. FUEL SYSTEM.
1. Airspeed - 100 KIAS or Vne whichever is 9-37. Aux Fuel Pump Failure.
slower.
An auxiliary fuel pump failure will be indicated by an AUX
NOTE PRESS indicating light, on the FUEL CONTROL panel,
LCT and DASH actuators will remain pro- illuminating and/or the fuel quantity in the affected tank
grammed at the airspeed at which the generators remaining at the same level. Should this occur, proceed as
were turned off. Normal engine trim is disabled follows:
when generators are turned off.
1. FUEL QUANTITY selector switch - Check.
2. GEN 1 and 2 switches -OFF. If one or both auxiliary fuel tanks have fuel remaining:
3. Land as soon as possible. 2. AC-DC FUEL PUMP circuit breakers - Check
After landing: in.
4. EMER ENG SHUTDOWN. 3. FWD and AFT AUX FUEL PUMP switches
5. BATT switch - OFF. (affected side) - OFF.
9-35. Smoke and Fume Elimination. 4. AUX FUEL PUMP switch - ON (each aux tank
with fuel remaining).
1. Airspeed - Above 60 KIAS.
2. Pilot’s sliding window - Open. If AUX PRESS indicating light remains on:
3. Helicopter attitude - Yaw left, one half to one 5. AUX FUEL PUMP switch(es) (inoperative
ball width on turn and slip indicator. pump(s) ) - OFF. Monitor FUEL QUANTITY
4. Upper half of main cabin door - Open. indicator for the affected tank.
6. AUX FUEL PUMP switch(es) - ON for opera-
tive pumps or Off for inoperative pumps.
The cargo ramp can be opened or closed 9-38. Fuel Venting.
either manually by the flight engineer using
the lever on the ramp control valve or elec- Fuel venting from either main tank vent indicates a possi-
trically by the pilot using the RAMP EMER bility of fuel cell overpressurization. Should venting occur:
control switch on the overhead HYD panel. If 1. AUX FUEL PUMP switches (affected side) -
the flight engineer is unable to manually OFF.
position the ramp, the pilot should attempt to
check that the ramp is clear of personnel and 2. Main tank (affected side) - Monitor.
equipment before opening or closing it. Un-
When 1,000 pounds of fuel remain:
announced opening or closing of the ramp
may lead to injury to personnel, or damage to 3. AUX FUEL PUMP switches - ON (monitor fuel
equipment. quantity).
Change 9 9-15
TM 55-1520-240-10
When tank quantity reaches 1,600 pounds: If any other system caution comes on or a system is lost, a
4. AUX FUEL PUMP switches — OFF. bus tie does not exists. The primary caution segment lights
to look for in determmmg whether or not a bus tie exists are
5. Steps 2 through 4 — Repeat until auxiliary tanks L and R FUEL PRESS, NO.1 and NO.2 RECT OFF, and
are empty. NO.1 AND NO.2 AFCS OFF.
9-39. L or R FUEL PRESS Caution. If no bus tie exists and a generator cannot be restored:
If both main tank fuel pumps fail, fuel will be drawn from Land as soon as possible.
the main tanks as long as the helicopter is operated below
6,000 feet pressure altitude. If the L or R FUEL PRESS 9-44. NO. 1 and NO. 2 GEN OFF Cautions.
caution comes on. Should both generators fail, both transformer-rectifiers will
1. XFEED switch— OPEN (above 6000 feet PA). also be disabled. This condition will be indicated by loss of
both AFCS (which can result in abrupt attitude changes) the
2. FUEL PUMP(S) circuit breakers — Check in. lighting of both AFCS OFF, GEN OFF, and RECT OFF
Pump(s) are operational -Proceed with step 3. caution. Since there will be a loss of all primary attitude,
instrument, navigation, and stabilization systems, the pri-
Pump(s) are not operational-Proceed with step 4. mary concern is to restore electrical power. The only
3 . XFEED switch — CLOSED. electrical power available will be 24-volt DC from the
battery.
4. FUEL PUMP switches — OFF (inoperative
pump(s)). CAUTION
9-40. Fuel Low Caution. If both generators fail, the main tank boost
If a L FUEL LOW or R FUEL LOW caution comes on, pumps will be inoperative. If flight is con-
perform the following: ducted above 6,000 feet PA, descend below
6,000 feet PA as soon as possible to avoid a
1. Fuel quantity — Check individual tanks. dual engine flameout. If applicable, reduce
2. XFEED switch — As required. airspeed to 100 KIAS or Vne, whichever is
slower. 712 Also all normal beep trim func-
3. Land as soon as practicable. tions will be inoperative. EMERG ENG
9-41. FUEL LOW and FUEL PRESS Cautions. TRIM switch for both engines should be
placed to manual. The control of engine RPM
If the FUEL LOW and FUEL PRESS cautions come on will be accomplished via the EMERG ENG
perform the following: TRIM 1 and 2 switches. LCT and DASH
actuators will remain programmed at the
WARNING airspeed at which the generators failed.
If both generators fail, perform the following:
Failure of main tank fuel boost pumps with
the crossfeed open and a fuel low condition 1. AFCS SYSTEM SEL switch — OFF.
may result in a dual engine flameout. Nose 2. PDPs — Check circuit breakers and gang bar
low attitude should be avoided. down.
1. XFEED — CLOSED. 3. Each GEN switch — OFF RESET, then ON.
2. Land as soon as Possible. Electrical power is restored (from either generator):
9-42. ELECTRICAL SYSTEM. 1. PDP’s — Gang Bar Up.
9-43. NO. 1 or NO. 2 GEN OFF Caution. 2. Land as soon as practicable.
Electrical power is not restored:
NOTE
1. APU — Start.
If either an AC or DC system fails with no bus
tie, the hydraulic oil cooler fans will not func- 2. APU GEN — ON.
tion. 3. Land as soon as possible.
If only the NO. 1 or NO. 2 GEN OFF caution is illuminated,
a bus exists. NOTE
Regardless of which condition exists, (one or
1. GEN switch — OFF RESET, then ON.
both main generators inoperative) the defective
If the caution remains on: generator(s) must be left OFF. If the fault is
cleared and power is restored and a generator
2. GEN switch — OFF. switch was unintentionally left ON unantici-
3. Land as soon as practicable. pated transients in the helicopter may occur.
9-16 Change 13
TM 55-1520-240-10
9-45. NO. 1 or NO. 2 RECT OFF Caution.

NOTE
If a DC bus-tie does not occur (No. 2 Rect Off),
power to open the cargo hooks in normal mode
is not available and the associated hydraulic
cooler fan will not function. Other cautions
will be on, such as L FUEL PRESS (if
crossfeed valves are closed).
DC bus tie has occured (only the RECT OFF caution will be
on).
1. PDPs - Check.
2. Land as soon as practicable.
DC bus tie has not occurred.
Change 9 9-16.1/(9-16.2 blank)

TM 55-1520-240-10
9-46. NO. 1 and NO. 2 RECT OFF Cautions 1. PWR XFER 1 and 2 switch (affected system) –
When both transformer-rectifiers (TR) fail, all equipment ON.
on the No. 1 and No. 2 DC buses will be disabled. F 2. MAINTENANCE PANEL – Monitor.
Equipment which will be lost includes all fuel boost pumps,
both AFCS, accompanied by abrupt attitude change, and 3. Land as soon as possible.
both torque indicators. 712 Normal engine beep trim is High fluid temperature is evident:
also disabled, therefore, changes in power settings
should be minimized. The only source of DC power is the Land as soon as possible.
battery. 9-51. NO. 1 and NO. 2 HYD FLT CONTR Caution.
CAUTION
If both hydraulic systems fail, flight controls cannot be
If both transformer rectifiers have failed, the moved. In addition, the NO. 1 and NO. 2 AFCS-OFF
main tank boost pumps will be inoperative. If caution will illuminate. Both AFCS systems must be
flight is conducted above 6,000 feet PA, a turned OFF as soon as possible.
descent below 6,000 feet PA must be initiated
as soon as possible to avoid a dual engine 1. PWR XFER 1 and 2 switches – ON.
flameout. If applicable, airspeed should be
reduced to 100 KIAS or Vne, whichever is 2. Land as soon as possible.
slower. LCT and DASH actuators will remain 9-52. UTIL HYD SYS Caution.
programed at the airspeed at which the trans-
former rectifiers failed. 712 All normal engine Depending upon the nature and location of the system
failure, it may not be possible to operate the following
beep trim functions will be inoperative. The
items of equipment: APU, engine starters, ramp and
control of engine RPM will be accomplished
cargo door, wheel brakes, swivel locks, power steering,
via the EMERG ENG TRIM 1 and 2 switches
cargo hook, PTUs and winch. Should a failure occur in any
once the EMERG ENG TRIM guarded switch is
of these subsystems:
at MANUAL.
If both transformer rectifiers fail, perform the following: Fluid loss is evident:
1. AFCS SYSTEMS SEL switch – OFF. 1. Isolation switch – OFF.
2. PDPs – Check circuit breakers and gang bars
down. 2. Land as soon as possible.
3. DC equipment not required – OFF or pull out High fluid temperatures is evident:
circuit breakers.
4. Land as soon as possible.
9-47. BATT SYS MAL Caution. Fluid loss is not evident:
1. BATT CHGR circuit breaker – Out, then in. 1. APU – Start.
If the BATT SYS MAL caution remains on: 2 Land as soon as practicable.
2. BATT switch – OFF.
F 3. MAINTENANCE PANEL – Monitor.
9-48. HYDRAULIC SYSTEMS.
9-49. Hydraulic System. 9-53. Emergency Descent.
CAUTION
WARNING
In executing any emergency descent, regard-
The power transfer pumps were designed for less less of energy power available, it is
ground checkout of the flight control system imperative that the helicopter be maneuvered
and have the capacity to pressurize the sys- into a position from which a survivable land-
tem for gentle maneuvers only. Rapid control ing can be accomplished. Transition from the
inputs must be avoided to preclude upper following descent techniques into an
boost actuator stalling (binding) and/or jam appropriate landing attitude / airpseed / R/D
button extensions. Use of the power transfer should begin prior to descending below 600
pumps in flight is restricted to these emer- fee AGL. The emergency descent procedures
gency conditions only. below will result in R/D which exceed the
9-50. NO. 1 or NO. 2 HYD FLT CONTR Caution. rates displayed on the VSI.
Fluid loss is evident:
An emergency descent is a maximum performance
Land as soon as possible. maneuver in which damage to the helicopter or power
Fluid loss is not evident: plants must be considered secondary to getting the
9-17 Change 16
TM 55-1520-240-10
helicopter on the ground. No one procedure can be 4. Recovery - Initiate at or above 600 feet AGL.
considered the best for all given situations. The pilot Helicopter should be returned to wings level.
must consider his flight profile in selecting the emer-
gency descent procedure he will execute. RRPM greater 9-54. Autorotative Landing.
than 102 percent significantly increases airframe vibra- a. An autorotative landing will be accomplished after
tion and should serve as a good RRPM cue during the failure of both engines. Maintain speed at or above the
maneuver. The following techniques will produce the minimum (R/D) airspeed in autorotation with CyCliC.
greatest IUD from higher altitude. Maintain RRPM below 108 percent by adjusting thrust
High Speed Straight Ahead Descent: This procedure as necessary. Do not allow RRPM to decay below 91
produces the highest (R/D) but also produces high percent prior to deceleration for touchdown.
airspeeds which must be dissipated prior to landing. The b. At approximately 50 to 75 feet above ground level.
actual touchdown area may vary from the apparent apply aft cyclic control as necessary (not to exceed 20°
touchdown point due to the glide angle change during nose-high attitude) to initiate a smooth deceleration.
the initial deceleration to reduce high airspeed. Maintain alinement of the helicopter with the landing
1. Thrust control - Lower. Adjust RRPM to area by application of pedals and cyclic control. Position
maintain approximately 104 percent. thrust as required to prevent RRPM from increasing
above the maximum.
2. Airspeed - Adjust (approximately 130 to 150
c. At approximately 15 feet aft gear height, apply
KIAS)
sufficient thrust to slow the R/D, assist deceleration,
3. Recovery - Initiate at or above 600 feet AGL and effect a smooth touchdown in ETL. The amount of
and decelerate to 70-80 KIAS to enter the thrust applied and the rate at which it is applied will
autorotative corridor. vary depending upon the wind, load, and other influ-
encing factors. Maintain the landing attitude. If possi-
NOTE ble, with cyclic and thrust until forward speed has
Allowing the RRPM to increase during de- ceased, then smoothly lower thrust until the forward
celeration will reduce the floating effect landing gear touches the ground. Apply brakes as
which will occur when the deceleration is required.
initiated. d. Whenever a touchdown into the wind under fully
controlled conditions cannot be made, execute a cross-
Out-of-Trim Descent: This procedure places the helicop- wind landing. It is better to perform a crosswind land-
ter in a high R/D and allows simultaneous execution of ing, which can be executed from sufficient altitude to
smoke and fume elimination procedure. In addition, it stop drift and reduce the R/D, than to continue a turn
allows good landing area predictability. into the wind with the great possibility of a hard landing
and damage to the helicopter. Decelerate the helicopter
1. Thrust control - Lower. Adjust RRPM to at the same altitude as though the helicopter were
maintain approximately 104 percent. making the entire approach into the wind.
2. Airspeed - Adjust to maintain approximately e. Stop all drift and perform the initial touchdown on
100 KIAS. the upwind aft landing gear. In a strong wind it may be
3. Trim - Adjust cyclic and pedals to obtain a necessary to hold the helicopter in what is, in effect. a
minimum of one ball width out of trim to the slip by cross control.
righ (left pedal forward) equivalent to a bank f. After touchdown, allow the helicopter to settle on,
angle of approximately 8 to 10 degrees right the other landing gear. Perform the ground roll in the
and a zero turn rate. same manner as a landing made into the wind.
4. Recovery - Initiate at or above 600 feet AGL.
retrim the ball to centered flight and adjust 9-55. Landing With One Engine Inoperative.
airspeed to approximately 70 KIAS When committed to a S/E landing, it is sometimes
Low Speed Maneuvering Descent. Maneuvering the heli- possible to terminate the approach at a hover; however
copter in steep turns as described below should allow it is recommended that a running landing or an ap-
the pilot to fly the helicopter over his intended area proach which terminates on the ground be used if
during the descent, observe his area of intended touch- terrain conditions allow.
down, and make adjustments as required.
9-56. Landing in Trees.
1. Thrust control - Lower. Adjust RRPM to
maintain approximately 102 percent. External cargo must be jettisoned as soon as possible If
a landing in trees is imminent, it IS important to stop the
2. Airspeed - Adjust airspeed to maintain 70 to forward motion of the helicopter before entry into the
90 KIAS. trees.
3. Bank angle - Adjust as required. Bank angles Power on:
of up to 60 degrees will result in the desired
rates-of-descent. 1. Approach to a hover - 5 to 10 feet.
9-18
TM 55-1520-240-10
2. EMER ENG SHUTDOWN. operating range by adjusting the thrust as necessary. At

approximately 100 feet above the water, perform a
3. AUTOROTATE. gradual longitudinal flare. Allow the RRPM to increase
Power off to the upper limit so that maximum benefit can be
AUTOROTATE. gained from the inertia to cushion the touchdown.
9-57. Emergency Entrance. b. At approximately 30 feet above the water, the final
attitude should be adjusted, not to exceed 20° nose-up.
a. Access to the cockpit is through the pilot and An excessive nose-up attitude will reduce the clearance
copilot jettisonable doors. (Figure 9-2.) between the water and the aft rotor blades and concen-
b. Entry to the cargo compartment can be accom- trate impact forces on the aft fuselage.
plished by opening the cabin door, upper cabin door c. R/D should be the minimum attainable at water
escape hatch, cabin escape hatch, ramp escape hatch, entry and must be considered regardless of water-entry
and cutout panels. All escape hatches can be opened by speed. The water entry speed should be as slow as
pulling out the yellow tab and pushing out the panels. possible without sacrificing helicopter control.
c. Entry to the aft cargo compartment maybe made
by manually positioning the ramp control (exterior d. Helicopter attitude at water entry is very important
access to the open position. and relates directly to water-entry speed. At zero and up
to 30 knots, the pitch attitude at water entry is dictated
9-58. Ditching. primarily by the clearance between the water and the aft
There is sufficient buoyancy and lateral righting mo- rotor blades and should not exceed 20° nose-up. Entry
ment to remain afloat and upright for a sufficient length speeds up to approximately 40 knots require a pitch
of time to permit the passengers and crew safe egress. attitude of approximately 15° to prevent high concen-
Refer to figure 9-7 for desired ditching exits for clearing trated impact loads on the extreme aft bottom of the
of passengers and crew. fuselage. However, it is also important not to allow the
pitch attitude to become less than approximately 5° at
9-59. Ditching - Power ON. the higher water-entry speeds since there is a possibility
If ditching is to be accomplished while power is still of breaking the lower nose enclosure plastic panels.
available, plan the approach so that the final descent is e. The actual touchdown on the water will probably
made at 90° to the primary wave pattern and terminates be governed by one of the following conditions.
in a hover 5 to 10 feet above the water. When stabilized
in hover, discharge the passengers or wait until the (1) High wind and rough water. Use thrust as
helicopter is in the water and the rotors have stopped necessary to minimize R/D at water entry. Do
turning. If ditching becomes necessary, proceed as not hesitate to use the remaining thrust at
follows: water entry if the R/D is judged to be exces-
sive.
1. Land away from personnel in the water.
(2) Low wind and calm water. Follow the proce-
2. EMER ENG SHUTDOWN. dure above to the point of the deceleration.
Reduce speed to approximately 40 knots and
9-60. Ditching - Power OFF. then establish a nose-up attitude of approxi-
a. Maintain the desired airspeed at or above the mately 5° to 10°. Just prior to water entry,
minimum R/D airspeed and RRPM in the normal increase thrust to cushion the aft landing gear
Figure 9-7. Ditching Exits
9-19
TM 55-1520-240-10
contact with water. Attempt to have the R/D forward gear touch the ground, the aircraft will tend to
as low as possible when using this technique. accelerate more than normal. Continue to apply brakes
As the helicopter decelerates, attempt to as necessary to prevent forward movement. If the
hold the nose out of the water. As the speed helicopter is taxied with the actuators failed in the
diminishes to 10 knots or less, lower the extend position, use minimum control applications and
thrust control smoothly and return the con- adjust the thrust control at the ground detent or higher.
trols to neutral. The helicopter does not There is an increased susceptibility to droop-stop pound-
display any tendency to pitch down upon ing with this condition.
water entry. Also, the aft landing gear acts to
create a decelerating force on the water. If 9-63. Single AFCS Failure - Both Selected.
ditching becomes necessary: A malfunction of the AFCS can usually be detected by
AUTOROTATE. an abrupt attitude change (hardover) or unusual oscil-
lations in one or more of the flight control axes or by
9-61. FLIGHT CONTROLS. lighting of the NO. 1 or NO, 2 AFCS OFF caution. If
flight is conducted at low altitude such as contour or
9-62. Longitudinal Cyclic Trim (LCT) System Fail- NOE, a climb to higher altitude must be initiated before
ure. the pilot attempts isolation of the defective system.
Should the system fail during cruise, with the cyclic trim 1. Airspeed – Reduce to 100 KIAS or Vne,
system programed for maximum forward tilt of the whichever is slower.
rotors, an abnormal nose-up attitude will result with
decreasing airspeed. Should one or both cyclic actuators 2. Altitude – Adjust as required.
fail in full retract position, airspeed must be limited
according to Vne for retracted longitudinal cyclic trim. NOTE
With both LCTs partially or fully retracted, maintain A hardover in the opposite direction may
below Vne and if failure occurs extended, maintain occur when the malfunctioning AFCS is
airspeed at or above 60 KIAS or until the approach to turned off and the functioning AFCS reacts
landing. Should the longitudinal cyclic trim system fail, on the flight controls.
perform the following:
CYCLIC TRIM circuit breakers – In. If cyclic trim 3. AFCS SYSTEM SEL switch – Isolate defec-
operation is not restored, proceed with the procedures tive system. Turn NO. 1 ON, if not isolated,
below for AUTO or MANUAL modes of operation. turn NO. 2 ON.
If in AUTO mode: If system is not isolated:
1. Airspeed - Adjust. AFCS SYS SEL switch – OFF.
2. CYCLIC TRIM switch – MANUAL. 9-64. Dual AFCS Failure.
3. FWD and AFT CYCLIC TRIM switches –
Adjust for airspeed. AFCS SYSTEM SEL switch – OFF.
If LCT operation is not indicated: If IMC:
FWD and AFT CYCLIC TRIM switches – Land as soon as practicable.
RET for 30 seconds, before landing. 9-65. Vertical Gyro (VGI) Malfunction.
If in MANUAL mode: A vertical gyro malfunction will be indicated by an
1. Airspeed - Adjust. attitude indicator failure, an AFCS OFF caution, and
2. CYCLIC TRIM switch – AUTO. attitude transients. If a vertical gyro failure occurs,
proceed as follows:
If normal LCT operation is not indicated:
1. CYCLIC TRIM switch – MANUAL.
2. FWD and AFT CYCLIC TRIM switches - Failure of the No. 1 vertical gyro with alti-
RET both LCTs for 30 seconds before landing. tude hold engaged may result in an altitude
If both actuators are retracted, the landing will be runaway. If this occurs, disengage ALT
normal. If one or both actuators fail in extended HOLD.
position, the pitch attitude of the helicopter will be
higher than normal during the approach and will be
dependent upon the amount of actuator extension at
the time of the failure. Execute a shallow approach to a Failure of a vertical gyro results in loss of its
hover or to the ground with a normal touchdown, associated AFCS and should be treated as a
avoiding large cyclic changes. When the aft gear are on single AFCS failure.
the ground, apply brakes and lower the nose. As the
9-20
TM 55-1520-240-10
1. Airspeed – 100 KIAS or Vne, whichever is 9-67. Cockpit-Control Driver Actuator (CCDA)
slower. Failure.
2. Affected VGI switch – EMER. 1. THRUST CONT lever – Slip as required.
3. AFCS – Select remaining system.
2. RAD ALT//BARO ALT switch – DISEN-
9-66. Differential Airspeed Hold Failure (DASH). GAGED.
Differential airspeed hold failure will be recognized by
pitch attitude deviations. If DASH failure occurs, avoid
nose high attitudes.
9-21
TM 55-1520-240-10
SECTION II MISSION EQUIPMENT
9-68. ARMAMENT.
9-69. Armament Subsystems - M24 and M41. Primary Method.
CARGO HOOK EMERG switch – REL ALL.
Do not retract the bolt assembly immediately DUAL HOOK FAULT

when a hangfire or cook-off is suspected. A Alternate Method. Helicopter equipped with forward and
hangfire will normally occur within 5 sec- aft emergency release lever:
onds from the time the primer is struck. A
cook-off will normally occur after 10 seconds F 1. Mid hook emergency release handle (D ring)
of contact with the chamber of a hot barrel. – Pull.
If 150 cartridges are fired in a 2-minute
period, the barrel will be hot enough to F 2. Forward and aft hook release lever – Pull aft.
produce a cook-off.
NOTE
Misfire: If the forward and/or aft hooks did not open
because of sling slack, apply a slight amount
F 1. Weapon – Point at safe area. of thrust to load the hook(s) and force open.
F 2. Bolt – Retract, remove cartridge.
DUAL HOOK FAULT
NOTE
Keep cartridge separate from other ammu- Alternate Method. Helicopters equipped with forward,
nition until it has been determined whether center and aft emergency release lever.
the catrridge or the firing mechanism was at
fault. If the cartridge was at fault, it will be F Forward, center, and aft hook release lever –
retained separate from other cartridges until Pull aft.
disposed of. If examination reveals that the
firing mechanism was at fault, the cartridge NOTE
may be reloaded and fired. If the forward and/or aft hooks did not open
because of sling slack, apply a slight amount
of thrust to load the hook(s) and force open.
Runaway Gun:
F Break the ammunition feed belt.
9-72. Hoist.
9-70. CARGO.
9-71. Jettisoning External Cargo.
Personnel must remain aft of the rescue

hatch and face away from the cable cutter.
If a DUAL HOOK FAULT caution exists, The hoist cable may whip forward when it is
normal and emergency release capability for cut and particles may be ejected from the
the forward and aft hook may be lost. Use the cable cutter.
manual emergency release system only. Re-
lease the center hook first, (if the helicopter 1. Personnel – Clear
is not equipped with triple release mecha-
nism) if it loaded or safety sling is attached. 2. CABLE CUTTER switch – ON.
9-22
TM 55-1520-240-10
9-73 ERFS II and FARE

CAUTION
9-74 Failure of Fuel Quantity Gauge.
There is no gauge on board the aircraft to
F Remove filler cap from filler opening and look into provide measurements of GPM or PSIG. The
tank. Using a explosion proof flashlight or other sealed rate at which fuel is transferred from the
beam light source locate fuel tabs which are attached to ERFS II tanks to the Helicopter main tanks is
inside of column module at calibrated heights, in 20 GPM. The rate at which fuel is transferred
increments of 1/4, 1/2, and 3/4. Any tab covered with fuel from the ERFS II tanks using the FARE pump
will normally not be visible. and standard FARE transfer hose assembly is
84 to 88 GPM. The FARE pump is rated at 120
9-75 F No or Slow Fuel Transfer to the Main
GPM. Suction defueling pressure should not
Tanks.
exceed -11 PSIG. Do not exceed 5 PSI except
1. Manually operated fuel/defuel valve–Check in extreme emergency. The ERFS II outer
CLOSED. container is expected to fail at 10 PSI or
2. Unisex couplings–Check open. greater. The crash resistant bladder will
prevent fuel spillage and fuel can still be
3. Breakaway valves–Check open and for fracture. transferred.
4. Pumps–Check for operation. 6. FARE valve control handle OFF LOAD Position.
5. Tank circuit breakers on FUEL CONTROL PAN- 7. FARE pump–ON.
EL–Check reset in.
8. ERFS II tank manually operated fuel/defuel
6. Ensure vent lines connected. valve–OPEN.
9-76 F IN FLIGHT Emergency ERFS II Fuel 9. Once ERFS II tank empties, tank fuel manifold
Transfer to Main Tanks. “T” coupling–CLOSE.
Using the FARE pump: 10. Next ERFS II tank fuel manifold “T” coupling–
OPEN.
1. FARE pump module to rear most ERFS II tank–
Install. 11. Next/remaining ERFS II tank manually operated
fuel/defuel valve–OPEN.
2. STA 380 fuel transfer hose to rear most ERFS II
12. Once ERFS II tank empties, tank fuel manifold
tank, fuel manifold hose–Disconnect.
“T” coupling–CLOSE.
3. Rear most ERFS II tank fuel manifold hose cou- 13. FARE pump–OFF.
pling to FARE pump inlet (Top) coupling–Con-
nect. 9-77 F FARE Pump Failure During Ground
FARE Refueling Operation.
4. FARE pump module outlet (lower) coupling to
STA 380 fuel transfer hose–Connect. 1. Filters–Remove.
NOTE 2. Overwing nozzle–Install and use.
Before FARE fuel transfer begins, a path from 3. Manually operated fuel/defuel valves–OPEN.
the desired ERFS II tank to the helicopter main NOTE
tanks must be established and the fuel should If three ERFS II tanks are installed and all the
be transferred from only one tank at a time. in-tank pumps are on, a 60 gallon per minute
5. “T” couplings on ERFS II tanks not being trans- rate can be achieved.
ferred–CLOSE. 4. ERFS II tank pumps–ON.

TM 55-1520-240-10
APPENDIX A
REFERENCES
This appendix contains a list of official publications referenced in this manual and available to and required by CH-47D
helicopter operating activities. The publications listed are directly related to flight operation and maintenance of CH-47D
helicopters.
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 Aviation - General Provisions, Training, Standardization, and Resource
Management
AR 385-40 Accident Reporting and Records
DA PAM 738-751 The Army Maintenance Management System - Aviation (TAMMS-A)
FM 1-202 Environmental Flight
FM 1-230 Meteorology for Army Aviation
FM 1-240 Instrument Flying and Navigation for Army Aviators
FM 1-513 Tactics, Techniques, and Procedures for Aerial Recovery of Aircraft
FM 55-450-3/-4/-5 Multiservice Helicopter External Air Transport
FM 55450-2 Helicopter Internal Loads
TB 55-1500-334-25 Conversion of Aircraft to Fire Resistant Hydraulic Fluid
TB 55-9150-200-24 Engine and Transmission Oils, Fuels, and Additives for Army Aircraft
TM 1-1500-250-23 Technical Manual Aviation Unit and Aviation Intermediate Maintenance for
General Tie-Down and Mooring on all Series Army Models AH-64, UH-60,
CH47, UH-1, AH-1, OH-58 Helicopters
TM 9-1005-224-10 Machine Gun, 7.62 MM, M60
TM 11-5810-262-OP Operating Procedures for Cryptographic Speech Equipment TSEC/KY-58
TM 11-5810-281-OP Operating Procedures for Cryptographic Speech Equipment TSEC/KY-75
TM 11-5841-294-12 Operator and Aviation Unit Maintenance Manual for Radar Signal Detecting Set
AN/APR-39A(V)1
TM 11-5855-300-10 Operating Procedures for Heads Up Display AN/AVS-7
TM 11-5895-1199-12 Operator’s and Organizational Maintenance for Mark XII IFF System
(AN/APX-100, AN/APX-72)
TM 38-250 Preparation of Hazardous Materials for Military Aircraft
TM 55-1500-204-25/1 General Aircraft Maintenance Manual
TM 55-1500-342-23 Army Aviation Maintenance Engineering Manual: Weight and Balance
TM 55-1520-240-CL Operators and Crewmembers Checklist
TM 55-1520-240-23 Aviation Unit and Aviation Intermediate Maintenance Manual
TM 55-1680-358-12&P Operator and Aviation Unit Maintenance Instructions for Helicopters Internal
Cargo Handling System
TM 750-244-1-5 Procedures for the Destruction of Aircraft and Associated Equipment to Prevent
Enemy Use
Change 7 A-1/(A-2 blank)

TM 55-1520-240-10
APPENDIX B
GLOSSARY
Abbreviation Term Abbreviation Term
AC . . . . . . . . Alternating Current CHAN . . . . . . Channel

ACK . . . . . . . Acknowledge CHK . . . . . . . Check
ACTR . . . . . . Actuator CKPT . . . . . . Cockpit
ADF . . . . . . . Automatic Direction Finding CL . . . . . . . . . Checklist
AFCS . . . . . . Advanced Flight Control System C . . . . . . . . . . Center Line
AGL . . . . . . . Above Ground Level CLR . . . . . . . Clear
AIMS . . . . . . Air traffic control radar beacon system CLR-VC . . . . Clear Voice
Identification friendly or foe Mark XII CM . . . . . . . . Countermeasures
identification System CMD . . . . . . . Command
AJ . . . . . . . . . Anti-Jam CNV . . . . . . . Crypto Net Variable
AK . . . . . . . . . Automatic Keying COMM . . . . . Communication
ALP . . . . . . . Alpha COMP . . . . . Compass
ALSE . . . . . . Aviation Life Support Equipment COMPT . . . . Compartment
ALT . . . . . . . . Altitude COND . . . . . Condition
AM . . . . . . . . Amplitude Module CONT or
AME . . . . . . . Amplitude Modulation Equivalent CONTR . . . . Control
AMP . . . . . . . Ampere COPLT or
ANT . . . . . . . Antenna CPLT . . . . . . Copilot
ACK . . . . . . . Acknowledge CPDU . . . . . . Copilot display unit
ANVIS . . . . . Aviation Night/Vision Imaging System CPM . . . . . . . Control processor and communication
APU . . . . . . . Auxiliary Power Unit CRS . . . . . . . Course
APPROX . . . Approximately CRT . . . . . . . Cathode Ray Tube
AR . . . . . . . . Army Regulation CTR . . . . . . . Center
AS . . . . . . . . . Airspeed CW . . . . . . . . Continuous Wave
ASTM . . . . . . American Society for Testing Materials DA . . . . . . . . Density Altitude
ATM . . . . . . . Aircrew Training Manual DASH . . . . . . Differential Airspeed Hold
AUTO . . . . . . Automatic DAT . . . . . . . Data
AUX . . . . . . . Auxiliary DC . . . . . . . . Direct Current
AVAIL . . . . . . Available DCLT . . . . . . Declutter
AVGAS . . . . Aviation Gasoline DCP . . . . . . . Differential Collective Pitch
BARO . . . . . . Barometric DEC . . . . . . . Decrease
BATT or DEST . . . . . . Destination
BTRY . . . . . . Battery DET or
BCN . . . . . . . Beacon DETR . . . . . . Detector
BFO . . . . . . . Beat-Frequency Oscillator DF . . . . . . . . . Direction Finder
BIT . . . . . . . . Built in Test DIM . . . . . . . . Dimensions
BITE . . . . . . . Built in Test Equipment DIS . . . . . . . . Disable
BL . . . . . . . . .Butt Line DISCH . . . . . Discharge
BRK . . . . . . . Brake DISP . . . . . . . Display or Dispenser
BRT . . . . . . . Bright DIST . . . . . . . Distance
BRG . . . . . . . Bearing DN . . . . . . . . Down
BTU . . . . . . . British Thermal Unit DOP . . . . . . . Doppler
C .......... Celsius DSPL . . . . . . Display
CAS . . . . . . . Calibrated Airspeed DU . . . . . . . . Display unit
CCR . . . . . . . Closed Circuit Refuel E .......... East
CCU . . . . . . . Converter control unit EAPS . . . . . . Engine Air Particle Separator
CDR’s . . . . . Commander’s ECM . . . . . . . Electronic Countermeasure
CDU . . . . . . . Computer display unit or control display ECCM . . . . . Electronic Counter Countermeasures
unit EDT . . . . . . . Edit
C.G. . . . . . . . Center-of-Gravity EMER or
CGI . . . . . . . . Cruise Guide Indicator EMERG . . . . Emergency
ENG . . . . . . . Engine
ENT . . . . . . . Enter
Change 14 B-1
TM 55-1520-240-10

ERFS . . . . . . Extended Range Fuel System HTR . . . . . . . Heater
ERFS II . . . . Extended Range Fuel System II HUD . . . . . . . Heads up display
ETL . . . . . . . . Effective Translational Lift HYD . . . . . . . Hydraulic
EXH . . . . . . . Exhaust Hz . . . . . . . . . Hertz
EXT . . . . . . . Extend, Extinguisher, or External I ........... Inner
F .......... Fahrenheit IAS . . . . . . . . Indicated Airspeed
FARE . . . . . . Forward Area Refueling Equipment ICS . . . . . . . . Intercommunication System
FAT . . . . . . . . Free Air Temperature ID or
FCP . . . . . . . Fuel Control Panel IDENT . . . . . Identification
FH . . . . . . . . . Frequency Hopping IFF . . . . . . . . Identify Friend or Foe
FIG . . . . . . . . Figure IFR . . . . . . . . Instrument Flight Regulations
FIL . . . . . . . . Filament IGE . . . . . . . . In Ground Effect
FL . . . . . . . . . Flow IGN . . . . . . . . Ignition
FLP . . . . . . . . Flight Plan ILCA . . . . . . . Integrated Lower Control Actuator
FLT . . . . . . . . Flight ILS . . . . . . . . Instrument Landing System
FLT CONT . . Flight Control IMC . . . . . . . . Instrument meteorological conditions
FM . . . . . . . . Frequency Modulated IN. or ” . . . . . Inch
FMCP . . . . . . Fuel Management Control Panel INC. . . . . . . . Increase
FM-M . . . . . . Frequency Hopping Master IND . . . . . . . . Indicator
FMT . . . . . . . Frequency Managed Training INOP . . . . . . Inoperative
FOD . . . . . . . Foreign Object Damage INST . . . . . . . Instruments
FPM or FT/ INT or
MIN . . . . . . . . Feet Per Minute INPH . . . . . . Interphone
FREQ or INTR . . . . . . . Interior
FRQ . . . . . . . Frequency ITO . . . . . . . . Instrument Takeoff
FT . . . . . . . . . Feet JP-4, JP-5 or
FUSLG or JP-8 . . . . . . . Jet Petroleum
FUS . . . . . . . Fuselage K .......... Key
FWD . . . . . . . Forward KYBD . . . . . . Keyboard
G .......... Green kHz . . . . . . . . Kilohertz
G’s . . . . . . . . Gravity KIAS . . . . . . . Knots Indicated Airspeed
GALS . . . . . . Gallons Km . . . . . . . . Kilometer
GCA . . . . . . . Ground Controlled Approach KN or KTS . . Knots
GD XMIT . . . Guard Transmitter L .......... Left
GEN . . . . . . . Generator LAT/LONG . Latitude/Longitude
GMT . . . . . . . Greenwich Mean Time LB . . . . . . . . . Pound(s)
GND . . . . . . . Ground LB-FT . . . . . . Pound-Feet (Torque)
GPM . . . . . . . Gallons per Minute LB/GAL . . . . Pounds Per Gallon
GS . . . . . . . . Glide Slope LB/HR . . . . . Pounds Per Hour
GS/TK . . . . . Ground Speed/Track LBL . . . . . . . . Left Butt Line
GW . . . . . . . . Gross Weight LCT . . . . . . . Longitudinal Cyclic Trim
GYRO(s) . . . Gyroscope(s) LD . . . . . . . . . Load
H .......... High LD-V . . . . . . . Load Variable
HDG . . . . . . . Heading LF . . . . . . . . . Low Frequency
HF . . . . . . . . . High Frequency LG . . . . . . . . . Length
Hg . . . . . . . . . Mercury LH . . . . . . . . . Left-Hand
HGT . . . . . . . Height LO . . . . . . . . . Low
HI . . . . . . . . . High LOC . . . . . . . Location
HICHS . . . . . Helicopter Internal Cargo Handling LSB . . . . . . . Lower Sideband
System LTG . . . . . . . Lighting
HIGE . . . . . . Hover In Ground Effect LTS . . . . . . . . Lights
HIT . . . . . . . . Health Indicator Test LVL . . . . . . . . Level
HOGE . . . . . Hover Out of Ground Effect M.......... Mode or Middle
HR . . . . . . . . Hour MA . . . . . . . . Missile Alert
HSI . . . . . . . . Horizontal Situation Indicator MAG . . . . . . . Magnetic
HTG . . . . . . . Heating MAL . . . . . . . Malfunction
MAM . . . . . . . Manual
B-2 Change 14
TM 55-1520-240-10

MAX . . . . . . . Maximum PP . . . . . . . . . Present Position
MB or MKR PPH . . . . . . . Pounds Per Hour
BCN . . . . . . . Marker Beacon PRESS . . . . Pressure
M-C . . . . . . . Mode C PRI . . . . . . . . Primary
MCW . . . . . . Modulated Carrier Wave PROG . . . . . Program
MDL . . . . . . . Module PS . . . . . . . . . Power supply
MED . . . . . . . Medium PSCU . . . . . . Power supply calibration unit
MEM . . . . . . . Memory PSF . . . . . . . Pounds Per Square Foot
MEM PSI . . . . . . . . Pounds Per Square Inch
LOAD . . . . . . Memory Load PSIG . . . . . . Pounds Per Square Inch Gauge
MHz . . . . . . . Megahertz PT . . . . . . . . . Pint
MID . . . . . . . . Middle PTIT . . . . . . . Power Turbine Inlet Temperature
MIL . . . . . . . . Angular Measurement, Military PTT . . . . . . . Push-to-Talk or Press-to-Talk
MIN . . . . . . . . Minute(s) or Minimum PTU . . . . . . . Power Transfer Unit
MK . . . . . . . . Manual Keying PVT . . . . . . . Private
MM . . . . . . . . Millimeter PWR . . . . . . . Power
MOM . . . . . . Momentary or Moment QT . . . . . . . . Quart
MOM. ON . . Momentary On QTY . . . . . . . Quantity
MSG . . . . . . . Message R .......... Red
MSL . . . . . . . Mean Sea Level or Missile R or RT . . . . Right
MST . . . . . . . Master caution RAD . . . . . . . Radar
MTR . . . . . . . Motor RAM . . . . . . . Random Access Memory
MWOD . . . . . Multiple Word of Day RBL . . . . . . . Right Butt Line
N .......... North RC . . . . . . . . Rate of Climb
NAC . . . . . . . Nacelle RCU . . . . . . . Remote Control Unit
NAV . . . . . . . Navigation RCVR . . . . . . Receiver
NB . . . . . . . . Narrow Band RD . . . . . . . . Rate of Descent
NM . . . . . . . . Nautical Mile RECP or
NO . . . . . . . . Number REC . . . . . . . Receptacle
NORM . . . . . Normal RECT . . . . . . Rectifier
NPU . . . . . . . Navigation Processor Unit REF . . . . . . . Reference
NVG . . . . . . . Night Vision Goggles REL . . . . . . . Release
N1 . . . . . . . . . Gas Producer (Speed) REQD . . . . . Required
N2 . . . . . . . . . Power Turbine (Speed) RET or
O .......... Outer RETR . . . . . . Retract
OBS . . . . . . . Omni Bearing Selector Retrans or
OBST . . . . . . Obstacle RE-X . . . . . . Retransmission
OFST . . . . . . Offset REV CUR . . Reverse Current
OGE . . . . . . . Out-of-Ground Effect RF . . . . . . . . . Radio Frequency
ONS . . . . . . . Omega Navigation System RH . . . . . . . . Right-Hand
OP . . . . . . . . Operation RRPM . . . . . Rotor Revolutions Per Minute
OU . . . . . . . . Optical unit RPM . . . . . . . Revolutions Per Minute
OUTB’D . . . . Outboard RV . . . . . . . . Receive Variable
OVHD or RX . . . . . . . . Receive or Receiver
OVRHD . . . . Overhead S .......... South
OVSP . . . . . . Overspeed SDA . . . . . . . Synchro discrete and analog
PA . . . . . . . . . Pressure Altitude SDC . . . . . . . Signal data converter
PAM . . . . . . . Pamphlet SDR . . . . . . . Symbol generator and driver
PARA . . . . . . Paragraph SEC . . . . . . . Secondary
PDP . . . . . . . Power Distribution Panel SECT . . . . . . Section
PDU . . . . . . . Pilot Display Unit SEL . . . . . . . Select
PGRM . . . . . Program SELADR . . . Selective Address
PH . . . . . . . . Phase SENS . . . . . . Sensitivity
PLT . . . . . . . . Pilot SHP . . . . . . . Shaft Horsepower
P/N . . . . . . . . Part Number SL . . . . . . . . . Sea Level
PNL . . . . . . . Panel S/N . . . . . . . . Serial Number
POS . . . . . . . Position
Change 14 B-3
TM 55-1520-240-10

SLT . . . . . . . . Searchlight VFR . . . . . . . Visual Flight Regulations
SP/DIR . . . . . Speed/Direction Vh . . . . . . . . . Maximum Airspeed in Level Flight (as
SPEC . . . . . . Specification Limited by CGI, PTIT, or Torque)
SPH . . . . . . . Spheroid VHF . . . . . . . Very High Frequency
SQ . . . . . . . . Squelch or Square VGI . . . . . . . . Vertical Gyro Indicator
SQ DIS/ VLF . . . . . . . . Very Low Frequency
TONE . . . . . . Squelch Disable/Tone Vmax . . . . . . Maximum Airspeed Limit (Indicator Red
SQ FT . . . . . Square Feet Line)
STA . . . . . . . Station Vne . . . . . . . . Velocity (Airspeed) Never Exceed
STBY . . . . . . Standby VOL . . . . . . . Volume
STO or STR Store VOR . . . . . . . Very High Frequency Omni-Directional
SYS . . . . . . . System Range
T/R + G . . . . Transmit/Receive Plus Guard Channel VSI . . . . . . . . Vertical Speed Indicator
TACH . . . . . . Tachometer W . . . . . . . . . West or wide
TAS . . . . . . . True Airspeed WARN . . . . . Warning
TCK . . . . . . . Track WB . . . . . . . . Wide Band
TGT . . . . . . . Target WL . . . . . . . . Water Line
TEMP . . . . . . Temperature WOD . . . . . . Word of Day
TOD . . . . . . . Time of Day WSHLD or
TQ/ENG . . . . Torque Per Engine W/S . . . . . . . Windshield
TX . . . . . . . . .
Transmit or Transmitter WT . . . . . . . . Weight
TYP . . . . . . . Typical X . . . . . . . . . . Times or By
UHF . . . . . . . Ultra High Frequency XFEED . . . . . Crossfeed
US . . . . . . . .United States XFER . . . . . . Transfer
USB . . . . . . . Upper Sideband XMIT . . . . . . Transmit
UTIL . . . . . . .Utility XMSN . . . . . Transmission
UTM . . . . . . . Universal Transverse Mercator XTK/TKE . . . Cross Track/Track Angle Error
V .......... Volt (s) . . . . . . . . . . Degrees or Temperature
VAC . . . . . . . Volts Alternating Current C . . . . . . . . . Degrees Celsius
VAR . . . . . . . Variation /KTS . . . . . . Degrees Per Knots
Vegi . . . . . . .Estimated Airspeed Limit with an Operat- % . . . . . . . . . Percent
ing Cruise Guide Indicator 3/REV . . . . . Three Vibrations for Each Revolution of
VDC . . . . . . . Volts Direct Current The Rotor
VENT . . . . . . Ventilate
B-4 Change 14 U.S. GOVERNMENT PRINTING OFFICE:2000-533-167/10025 PIN: 051968-014

TM 55-1520-240-10
APPENDIX C
CONDITIONAL INSPECTIONS
This appendix contains those conditions which require a write-up in DA Form 2408-13. An entry shall state the
limit(s) exceeded, range, time above limits, and any additional data that would aid maintenance personnel in
maintenance action that maybe required.
CONDITION 2408-13 ENTRY REQUIRED REMARKS
Water landings have been per- Comment.

formed.
Salt water landings. Comment.
Landing in mud or swampy terrain Comment.

or difficulty in starting or torching
of the cabin heater.
Landing gear wheels have been sub- Comment.

merged in water or mud.
Helicopter has been washed or sub- Comment.

jetted to heavy rain.
Helicopter is operated within 200 Comment.

miles of volcanic activity.
Helicopter is operated within 10 Comment.

miles of salt water or 1000 feet of its
surface.
Fuel vents overboard or uneven tank Comment.

depletion rate occurs from an auxil-
iary fuel tank during normal opera-
tion.
Fuel vents overboard from a main Comment.

fuel tank during normal flight opera-
tions.
Whenever emergency fuel is used. Type of fuel, additives, and duration Operation with emergency fuel
of operation. should not exceed 6 hours cumula-
tive time.
Helicopter has been subjected to a Comment,

hard landing or when emergency
exit lights are actuated during land-
ing.
When two different types of oil are Comment Respective engine oil shall be
mixed in either engine. changed and the system flushed
within 6 hours of engine operation.
C-1
TM 55-1520-240-10
Engine oil consumption exceeds 2 Comment.

quarts per hour.
Engine is subjected to sudden stop- Comment.

page or a sudden reduction in RPM.
Engine compressor stall (surge) is Comment.

experienced.
Each time emergency power indica- Comment.

tor is tripped.
Emergency power reaches 30 minute Comment.

cumulative time.
When starting or beeping engines, if Comment. Do not restart affected engine.

loud noises or shocks are followed
by sudden high increases in engine
torque, or if a torquemeter is sta-
tionary at high value after shutdown.
When starting engines, if either en- Comment.

gine fails to accelerate to flight
speed.
When CO2 is applied to engine inlet Comment.

or exhaust.
When torquemeter is stationary at a Comment.

high value after shutdown.
When the transmission filter bypass Comment.

button is extended.
When a transmission is suspected of Comment.

excessive oil leakage.
When a transmission oil system has Comment.

been contaminated with hydrualic
fluid.
When two different types of oil are Comment Respective transmission oil shall be
mixed in the forward, combiner, aft, changed and the system flushed
or engine transmissions. within 6 hours of transmission oper-
ation.
When MILH-83282 hydraulic fluid Indicate quantity added.
is not available and MIL-H-5606 is
used.
C-2
TM 55-1520-240-10

When a rotary wing blade has made Comment.
contact with a foreign object or
when the power train has been sub-
jected to a sudden reduction in
RRPM.
Helicopter is struck by lightning. Comment.
When a rotary wing blade has been Comment.

struck by lightning.
When a rotary wing has been flap- Comment.

ping due to high winds.
When the rotor blades are pounded Comment.

against the droop stops, or have ex-
perienced violent and heavy flap-
ping, or have been exposed to hurri-
cane or tornadic winds.
When a rotary head is suspected of Comment.

excessive oil leakage.
When internal failure (metal con- Comment.

tamination) of a flight control or
utility hydraulic pump or motor oc-
curs.
When two different types of oil are Comment APU oil shall be changed and the
mixed in the APU. system flushed within 6 hours of
APU operation.
When the compass is suspected of Comment.

being in error.
After every manual release of the Comment.

center cargo hook under load.
When a fault indication is displayed Comment.

on the MAINTENANCE PANEL.
When any Chapter 5 limitations Limit or limits exceeded, range, time

have been exceeded. above limits, and any additional data
that would aid maintenance person-
nel.
C-3/(C-4 blank)
TM 55-1520-240-10
ALPHABETICAL INDEX
Paragraph, Paragraph,
Figure, Table Figure, Table
Subject Number Subject Number
A Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1 Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
AC Cabin Utility Receptacles . . . . . . . . . . . . . . . . . . . .2-135 Airspeed Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-86
Accumulator Gage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-49 Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-194
Accumulators Precharge Limits . . . . . . . . . . . . . . . . . F 2-54 AIRSPEED OPERATING LIMITS . . . . . . . . . . . . . .5-20
AC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-147 AFCS Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
AC Generator Cautions . . . . . . . . . . . . . . . . . . . . . . . .2-149 Airspeed Limitations – Longitudinal Cyclic
AC Power Supply (Typical) . . . . . . . . . . . . . . . . . . . F 2-38 Trim Retracted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 5-6
Electrical Power Panel . . . . . . . . . . . . . . . . . . . . . . . . F 2-39 Airspeed Limitations With an Inoperative
External Power Caution . . . . . . . . . . . . . . . . . . . . . . . .2-150 Cruise Guide Indicator . . . . . . . . . . . . . . . . . . 5-2l, F 5-5
External Power Receptacles . . . . . . . . . . . . . . . . . . . F 2-36 Airspeed Limitations With Inoperative or
Generator Control Switches . . . . . . . . . . . . . . . . . . . . 2-148 Inoperative Cruise Guide Indicator . . . . . . . . . . . 5-22
Power Distribution Panels (Typical) . . . . . . . . . . F 2-37 External Cargo Airspeed Limits . . . . . . . . . . . . . . . . 5-23
Additional Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47 High Density Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
Air-to-Ground Towing . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48 Mil-Van Type Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
APU Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-49 Tandem Hook Rigging With Forward Hook
Extended Range Fuel System (ERFS) . . . . . . . . . . 5-52 Redundant Sling . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 5-4
Pitot Tube and AFCS Sideslip Port Tandem Hook Rigging Without
Anti-Icing Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50 Redundant Sling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 5-3
Single Point Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-51 Longitudinal Cyclic Trim (LCT) Actuator
Advanced Flight Control System (AFCS) . . . . . . . . .2-83 Airspeed Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
Advanced Flight Control System Panel . . . . . . . F 2-28 Air-to-Ground Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
AFCS Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-91 Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-195
AFCS OFF Caution Capsules . . . . . . . . . . . . . . . . . . . 2-93 Altitude Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-87
Airspeed Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-86 Antenna Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 3-3
Altitude Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-87 Antenna System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-6
Bank Angle Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-84 Anticollision Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-164
Command Select Switch . . . . . . . . . . . . . . . . . . . . . . . . .2-94 ANTI COL Light Switches . . . . . . . . . . . . . . . . . . . . . 2-l65
Controls and Indicators . . . . . . . . . . . . . . . . . . . . . . . . .2-90 Anti-Icing Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-122
Cyclic Trim Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-92 ANTI ICE Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-123
Forward and Aft Cyclic Trim Indicators . . . . . . F 2-29 Anti Ice Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F 2-33
Heading Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-85 Appendix A, References . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-4
Heading Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-88 Appendix B, Abbreviation . . . . . . . . . . . . . . . . . . . . . . . . . . .1-5
Longitudinal Cyclic Trim System . . . . . . . . . . . . . . . .2-89 Appendix C, Conditional Inspections . . . . . . . . . . . . . . .1-6
Aerobatics Prohibition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29 APU ON Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-158
Aerodynamic Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-52 APU Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-157
AFCS Trim Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-81 Armament Subsystem . . . . . . . . . . . . . . . . . . . . . . . 4-17, F 4-8
After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-41 Machine Gun . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
AGENT DISCH Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26 Ammunition Can and Ejection Control
AIMS Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 2-48 Bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 4-11
Air Control Handles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-143 Ammunition Can – Installed . . . . . . . . . . . . . . . . F 4-15
AIRCRAFT AND SYSTEMS DESCRIPTION AND Ejection Control Bag - Installed . . . . . . . . . . . . F 4-14
OPERATION Machine Gun Controls . . . . . . . . . . . . . . . . . . . . . . . . .4-20
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-1 Machine Gun M60D . . . . . . . . . . . . . . . . . . . . . . . . . . F 4-9
General Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . F 2-1 Machine Gun Positioned on Pintle – Left
Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2 Side Shown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 4-16
Principal Dimensions Diagram . . . . . . . . . . . . . . . . . F 2-2 Machine Gun Stowed on Right Mount. . . . . . F 4-13
Turning Radii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 2-3 Right Machine Gun Mount – Installed . . . . F 4-12
Aircraft Compartment and Loading Diagram . . . F 6-1 Ammunition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Arcraft Designation System . . . . . . . . . . . . . . . . . . l-l2 Armament Subsystem M24 Data . . . . . . . . . . . . . T 4-1
Airspeed Calibration Chart . . . . . . . . . . . . . . . . . . . . . . F 7-98 Operation – Armament Subsystem M24 . . . . . .4-22
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42 Preflight Checks . . . . . . . . . . . . . . . . . . . .4-23
Before Takeoff Check . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
Index 1
TM 55-1520-240-10
Inflight Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25 Cargo Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-58
M24 Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 4-10 Cargo Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-56
Mount Assemblies (M24) . . . . . . . . . . . . . . . . . . . . . .4-19 Cargo Door and Ramp . . . . . . . . . . . . . . 2-14, 6-45, F 6-15
Mount Assembly Stops, Cams, Quick-Release Pressure Actuated Valve . . . . . . . . . . . . . . . . . . . . . . . . 6-48
Pin, and Shock Cord (M24) . . . . . . . . . . . . . . . . . .4-21 Ramp Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-51
ARMAMENT SUBSYSTEM M41 . . . . . . . . . . . . . 4-27 In-Flight Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-53
Armament Subsystem M41 Data . . . . . . . . . . . . . T 4-3 Manual Operation – Cargo Door . . . . . . . . . . . . . 6-54
Operation – Armament Subsystem M41 . . . . .4-30 Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-52
Mount Assembly (M41) . . . . . . . . . . . . . . . . . . . . . . . .4-28 Ramp Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 6-16
Mount Assembly Stops, Cams, Quick-Release Ramp Control Sequence Valve . . . . . . . . . . . . . . . .6-47
Pin, and Elastic Cord (M41) . . . . . . . . . . . . . . . . . . 4-29 Ramp Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-46
M41 Mount – Installed on Ramp . . . . . . . . . . F 4-17 Cargo Hook Cautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
Armored Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20, F 2-13 Cargo Hook Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
Army Aviation Safety Program . . . . . . . . . . . . . . . . . . . . . .1-8 Cargo Hook Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Ash Trays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-137 Cargo Hooks Operational Check . . . . . . . . . . . . . . . . . .4-47
Attitude Indicator . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-202 CARGO LOADING
Authorized Cartridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . T 4-2 Cargo Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
Auxiliary Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 2-41 Cargo Compartment Dimensions . . . . . . . . . . . . . . F 6-9
Emergency APU Fluid Shut Off Valve . . . . . . . F 2-42 Cargo Compartment Floor . . . . . . . . . . . . . . . . . . . . . .6-29
APU ON Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-158 Concentrated Load Limits . . . . . . . . . . . . . . . . . . . . .6-34
APU Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-157 Concentrated Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-33
ELECTRONIC SEQUENCING UNIT . . . . . . .2-156 Load Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35
General . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-155 Uniformly Distributed Load Limits . . . . . . . . . . . . 6-32
Aviation Life Support Equipment (ALSE) . . . . . . . . .8-2 Uniformly Distributed Loads . . . . . . . . . . . . . . . . . . 6-31
Avionics Equipment Configuration . . . . . . . . . . . . . . . . . . 3-2 Compartment Capacities . . . . . . . . . . . . . . . . . . . . . . . . 6-37
Antenna Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 3-3 Compartment Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 6-12
Antenna System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3. -6 Compartment Identification . . . . . . . . . . . . . . . . . . . . . 6-36
Avionics Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-3 Compartment Loading . . . . . . . . . . . . . . . . . . . 6-65, F 6-20
Communications/Navigation Equipment . . . . . . . T 3-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1 General Instructions for Loading, Securing,
and Unloading Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . 6-61
B Restraint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-63
Bank Angle Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-84 Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-62
Bank Angle Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . F 5-7 Lower Rescue Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
Bank Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30 Main Cabin Entrance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
Battery System Malfunction Caution . . . . . . . . . . . . .2-154 Maximum Package Size . . . . . . . . . . . . . . . . . . . . . . . F 6-10
BATT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-152 Utility Hatch Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37 Cargo Loading Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-41
Before Leaving Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . 8-43 Auxiliary Loading Ramps . . . . . . . . . . . . . . . . . . . . . . . 6-43
BRK STEER Isolation Switch . . . . . . . . . . . . . . . . . . . . 2-l0l Cargo Door Cranking . . . . . . . . . . . . . . . . . . . . . . . . . . F 6-19
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-7 Cargo Door and Ramp . . . . . . . . . . . . 2-14, 6-45, F 6-15
Brake Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-8 Cargo Loading Ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-42
Brakes and Steering Isolation Switch . . . . . . . . . . . 2-10 Winch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31, 6-44
Parking Brake Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-9 CAUTION LT Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-216
Steering and Swivel Lock System . . . . . . . . . . . . . . . . .2-5 Center Console (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . F 2-6
Steering Control Panel . . . . . . . . . . . . . . . . . . . . 2-6, F 2-5 Center Cargo Hook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38
Bulk Cargo Tiedown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-75 Center Cargo Hook and Cargo Hook
Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 4-30
C Center Cargo Hook Loading Pole . . . . .4-39, F 4-29
CABIN AND RAMP LIGHTS Switches . . . . . . . . 2-185 CENTER HOOK LOADS . . . . . . . . . . . . . . . . . . . . . . . . 8-49
Cabin and Lamplights . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-184 Aerodynamic Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-52
Cabin Heat Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-144 High Density Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-51
Cabin Lighting and Controls . . . . . . . . . . . . . . . . . . . . . F 2-45 Low Density Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-50
Canted Console (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . F 2-7 Multi-Hook Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-53
Canted and Center Console Lights . . . . . . . . . . . . . . . 2-176 Center Instrument Panel Lights . . . . . . . . . . . . . . . . . . 2-174
Index 2
TM 55-1520-240-10
Paragraph Paragraph
Subject Figure, Table Subject Figure, Table
Number Number
Center Instrument Panel (Typical) . . . . . . . . F 2-9 Example Cruise Chart . . . . . . . . . . . . . . . F 7-9
CENTERING DEVICE RELEASE Switch . 2-80 Use of Charts . . . . . . . . . . . . . . . . . . . . . . 7-29
Center-of-Gravity Limitations . . . . . . . . . . . . 5-16 Cruise Check . . . . . . . . . . . . . . . . . . . . . . . . . 8-35
C.G. Limits Chart . . . . . . . . . . . . . . . . . . . . F 6-25 CRUISE GUIDE Indicator . . . . . . . . . . . . . 2-192
CGI TEST Switch . . . . . . . . . . . . . . . . . . . . 2-193 Cruise Guide Indicator . . . . . . . . . . . . . . . . F 2-47
Change Symbol Explanation . . . . . . . . . . . . . 1-11 Cruise Guide Indicator System . . . . . . . . . . 2-191
Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9 CTR INST Switch . . . . . . . . . . . . . . . . . . . . 2-175
CHRONOMETER . . . . . . . . . . . . . . . . . . . . 2-207 Cyclic Stick . . . . . . . . . . . . . . . . . . . . . . . . . . 2-79
Chronometer . . . . . . . . . . . . . . . . . . . . . F 2-50 Cyclic Stick Grip . . . . . . . . . . . . . . . . . . . F 2-27
Normal Operation - CHRONOMETER . 2-208 Cyclic Trim Indicators . . . . . . . . . . . . . . . . . . 2-92
Setting ET . . . . . . . . . . . . . . . . . . . . . . . . 2-211 D
Setting GMT . . . . . . . . . . . . . . . . . . . . . . 2-209 DC Cabin Utility Receptacles . . . . . . . . . . . 2-136
Setting LT . . . . . . . . . . . . . . . . . . . . . . . . 2-210 DC System . . . . . . . . . . . . . . . . . . . . . . . . . 2-151
Test Mode . . . . . . . . . . . . . . . . . . . . . . . . 2-212 BATT Switch . . . . . . . . . . . . . . . . . . . . . 2-152
Classification of Helicopter . . . . . . . . . . . . . . . 6-3 Battery System Malfunction Caution . . . 2-154
Climb - Descent Chart . . . . . . . . . . . . . . . . F 7-94 DC Power Supply (Typical) . . . . . . . . . F 2-40
Climb Performance . . . . . . . . . . . . . . . . F 7-95 Transformer Rectifier Cautions . . . . . . . 2-153
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . 7-36 DD Form 365-3 Chart C - Basic Weight
Description . . . . . . . . . . . . . . . . . . . . . . . . 7-34 and Balance Record . . . . . . . . . . . . . . . . . . 6-4
Use of Charts . . . . . . . . . . . . . . . . . . . . . . . 7-35 DD Form 365-4 (Weight and Balance
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-34 Clearance Form F) . . . . . . . . . . . . . . . . . . . 6-5
Cockpit Air Knob . . . . . . . . . . . . . . . . . . . . . 2-142 DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36
Cockpit Lighting and Control . . . . . . . . . . F 2-44 DESERT AND HOT WEATHER
Cockpit Rearview Mirror . . . . . . . . . . . . . . . 2-132 OPERATION . . . . . . . . . . . . . . . . . . . . . . . 8-72
Cockpit Utility Receptacles . . . . . . . . . . . . . 2-134 Before Leaving the Aircraft . . . . . . . . . . . . 8-80
Cockpit and Controls . . . . . . . . . . . . . . . . . . F 2-4 Engine Shutdown . . . . . . . . . . . . . . . . . . . . 8-79
COLD WEATHER OPERATION . . . . . . . . . 8-54 Engine Starting . . . . . . . . . . . . . . . . . . . . . 8-75
After Landing . . . . . . . . . . . . . . . . . . . . . . 8-69 General . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-73
Before Leaving Helicopter . . . . . . . . . . . . 8-71 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-78
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-67 Preparation for Flight . . . . . . . . . . . . . . . . 8-74
During Flight . . . . . . . . . . . . . . . . . . . . . . . 8-66
Takeoff, Climb, Cruise, and Descent . . . . . 8-77
Engine Shutdown . . . . . . . . . . . . . . . . . . . . 8-70
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-76
Engine Starting . . . . . . . . . . . . . . . . . . . . . 8-62
Destruction of Army Material to Prevent
Warmup and Ground Tests . . . . . . . . . . . . 8-63
Enemy Use . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
General . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-55
Direction Finder Set (AN/ARN-89) . . . . . . . 3-27
Heater Operation . . . . . . . . . . . . . . . . . . . . . 8-57
Landing in Snow . . . . . . . . . . . . . . . . . . . . 8-68 Controls and Function Direction Finder Set
Preparation for Flight . . . . . . . . . . . . . . . . 8-56 (AN/ARN-89) . . . . . . . . . . . . . . . . . . . . . 3-28
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-65 Direction Finder Control . . . . . . . . . . . . F 3-10
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-64 Normal Operation - Direction Finder Set . 3-29
Combining and Engine Transmission Directional Gyro (CN-998/ASN-43) . . . . . F 3-12
Lubrication Systems . . . . . . . . . . . . . . . . 2-111 Directional Pedals . . . . . . . . . . . . . . . . . . . . . 2-82
Command Select Switch . . . . . . . . . . . . . . . . 2-94 Dome Lights . . . . . . . . . . . . . . . . . . . . . . . . 2-178
Compass Correction Card Holder . . . . . . . . 2-138 DOME Switch . . . . . . . . . . . . . . . . . . . . . . . 2-179
Continuous Torque Available. . . . . . . . 7-19, F 7-5 Doppler Navigation Set (AN/ASN-128) . . . . 3-33
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . 7-21 Computer-Display Unit Data Displays . . T 3-3
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . 7-20 Controls and Function - Doppler
Copilot Instrument Panel (Typical) . . . . . . . F 2-8 Navigation Set . . . . . . . . . . . . . . . . . . . . . 3-34
Countermeasures Set (AN/ALQ-156) . . . . . . . 4-5 Data Entry . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
Controls and Indicators, Missile Detector Set Dead Reckoning Navigation . . . . . . . . . . . 3-52
(AN/ALQ-156) . . . . . . . . . . . . . . . . . . . . . 4-6 Display and Keyboard Operation . . . . . . . 3-35
Countermeasures Set Control Panel Doppler Navigation Set Control
(AN/ALQ-156) . . . . . . . . . . . . . . . . . . . F 4-6 (AN/ASN-128) . . . . . . . . . . . . . . . . . . F 3-13
Normal Operation; Countermeasure Set . . . 4-7 Entering Data . . . . . . . . . . . . . . . . . . . . . . 3-38
Crew Briefing . . . . . . . . . . . . . . . . . . . . . . . . . 8-4 Entering Ground Speed and Track . . . . . 3-42
Crew Duties/Responsibilities . . . . . . . . . . . . . 8-3 Entering Present Position or Destination
Cruise Charts in LAT/LONG . . . . . . . . . . . . . . . . . . . . 3-41
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . 7-30 Entering Spheroid and/or Variation . . . . 3-39
Description . . . . . . . . . . . . . . . . . . . . . . . . 7-28 Flight Procedures . . . . . . . . . . . . . . . . . . . 3-44
Change 8 Index 3
TM 55-1520-240-10
Paragraph Paragraph
Number Number
FLY-TO-DEST Operation . . . . . . . . . . . . 3-47 EMER EXIT Switch . . . . . . . . . . . . . . . . . . 2-187
Left-Right Steering Signals . . . . . . . . . . . 3-48 EMERG ENG TRIM Panel . . . . . . . . . . . . . . 2-43
Transferring Stored Target Coordinates from Emergency Engine Trim Panel . . . . . . . . 2-17
One Location to Another . . . . . . . . . . . . 3-50 EMERG UTIL PRESS Controllable
Transferring Variation from One Location Check Valve . . . . . . . . . . . . . . . . . . . . . . 2-104
to Another . . . . . . . . . . . . . . . . . . . . . . . 3-51 EMERGENCY APU FLUID SHUT
Update of Present Position from Landmark 3-46 OFF VALVE . . . . . . . . . . . . . . . . . . . . . . 2-159
Update of Present Position from Emergency APU Fluid Shut Off Valve . . . F 2-42
Stored Destination . . . . . . . . . . . . . . . . . 3-45 Emergency Entrances and Exits . . . . . . . . . . 2-32
Operation During and After Power Emergency Equipment . . . . . . . . . . . . . . . . F 9-1
Interruption . . . . . . . . . . . . . . . . . . . . . . . 3-53 Emergency Escape Axe . . . . . . . . . . . . . . 2-33
Spheroid Data Codes . . . . . . . . . . . . . . . T 3-4 Emergency Troop Alarm and Jump Lights 2-29
Starting Procedure . . . . . . . . . . . . . . . . . . 3-37 First Aid Kits . . . . . . . . . . . . . . . . . . . . . . 2-31
Stopping Procedure . . . . . . . . . . . . . . . . . 3-54 Hand Fire Extinguishers . . . . . . . . . . . . . . 2-28
System Initialization . . . . . . . . . . . . . . . . . 3-43 TROOP WARN Panel 2-30
Target Store (TGT STR) Operation . . . . . 3-49 Troop Warning Panel (Typical) . . . . . . . . . 2-15
Doppler/GPS Navigation Set Emergency Exit Lighting . . . . . . . . . . . . . . 2-186
AN/ASN-128B (DGNS) . . . . . . . . . . . . 3-61.1 Emergency Exit Light . . . . . . . . . . . . . . F 2-46
CDU Operation . . . . . . . . . . . . . . . . . . . 3-61.8 EMER EXIT Switch . . . . . . . . . . . . . . . . 2-187
Controls and Indicator Emergency Floodlights . . . . . . . . . . . . . . 2-183
- Horizontal Situation Indicators . . . . 3-61.15 Emergency Operation of Cargo Hooks . . . . . 4-49
Controls, Displays and Function . . . . . . 3-61.2 Emergency Power . . . . . . . . . . . . . . . . . . . . . 5-11
Doppler/GPS Navigation System Emergency Power System 2-44
AN/ASN-128B . . . . . . . . . . . . . . . . . . F 3-15.1 EMERGENCY POWER Panel . . . . . . . . . 2-45
Flight Procedures . . . . . . . . . . . . . . . . . 3-61.13 Emergency Power Panel . . . . . . . . . . . . F 2-18
Fly-To Destination Operation . . . . . . . 3-61.14 Emergency Procedures . . . . . . . . . . . . . . . . . 2-23
General Operating Procedures Helicopter Systems . . . . . . . . . . . . . . . . . . . 9-1
for Entering Data . . . . . . . . . . . . . . . . . 3-61.11 After-Emergency Action . . . . . . . . . . . . . . 9-5
GPS Landing Mode . . . . . . . . . . . . . . . . 3-61.7 Definition of Emergency Terms . . . . . . . . 9-3
Graphic Definition of Course Terms . . F 3-15.2 Emergency Entrance and Escape Routes F 9-2
Horizontal Situation Indicator Emergency Equipment . . . . . . . . . . . . . F 9-1
Mode Select Panel . . . . . . . . . . . . . . . 3-61.16 Emergency Warning Signals and Exits . . . 9-4
Horizontal Situation Indicator Immediate Action Emergency Checks . . . 9-2
Mode Select Panel . . . . . . . . . . . . . . . F 3-15.3 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Modes of Operation . . . . . . . . . . . . . . . . 3-61.3 Autorotational Approach Corridor for Second
Navigate Mode . . . . . . . . . . . . . . . . . . . 3-61.5 Engine Failure . . . . . . . . . . . . . . . . . . . F 9-6
Combined Mode (Default or Dual Engine Failure . . . . . . . . . . . . . . . . . 9-10
Primary Mode of Operation) . . . . . . 3-61.5.1 Engine Restart During Flight . . . . . . . . . . 9-13
Doppler Mode . . . . . . . . . . . . . . . . . . 3-61.5.3 Engine Shutdown - Complete Electrical
GPS Mode . . . . . . . . . . . . . . . . . . . . . 3-61.5.2 Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Off Mode . . . . . . . . . . . . . . . . . . . . . . . . 3-61.4 Engine Shutdown - Condition Lever
Preflight Procedures . . . . . . . . . . . . . . 3-61.12 9-18
Engine Shutdown with APU or APU
Route Sequencing Modes . . . . . . . . . . . 3-61.9
Test Mode . . . . . . . . . . . . . . . . . . . . . . . 3-61.6 Generator Inoperative . . . . . . . . . . . . . . . 9-19
To-To Route Modes . . . . . . . . . . . . . . . 3-61.10 Engine Transmission Clutch Failure to
Drag Chart . . . . . . . . . . . . . . . . . . . . . . . . . F 7-93 Engage . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Change in Drag Area of Typical External Flight Characteristics . . . . . . . . . . . . . . . . . 9-7
Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . T 7-1 Height Velocity Diagram for Safe Landing
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . 7-33 After Single-Engine Failure . . . . . . . . . F 9-4
Description . . . . . . . . . . . . . . . . . . . . . . . . 7-31 Maximum Glide Distance - Power Off 9-9
Use of Charts . . . . . . . . . . . . . . . . . . . . . . 7-32 Maximum Glide Distance/Minimum Rate of
Dual Engine Failure . . . . . . . . . . . . . . . . . . . 9-10 Descent in Autorotation F 9-5
Dual Hook Fault Caution . . . . . . . . . . . . . . . 4-46 Minimum Rate of Descent - Power off . . . 9-8
E NO.1 or NO.2 ENG OIL LOW or NO.1 or
Electrical Power Panel . . . . . . . . . . . . . . . F 2-39 NO.2 ENG CHIP DET Caution . . . . . . . 9-20
Electrical Power Supply System . . . . . . . . . 2-146 Normal Engine Beep Trim System Failure
AC System . . . . . . . . . . . . . . . . . . . . . . . 2-147 (High Side) or N2 Governor Failure . . . . 9-14
DC System . . . . . . . . . . . . . . . . . . . . . . . 2-151 Normal Engine Beep Trim System Failure
ELECTRONIC SEQUENCING UNIT . . . 2-156 (Low Side or Static) . . . . . . . . . . . . . . . . 9-15
Index 4 Change 8
TM 55-1520-240-10
Paragraph Paragraph
Number Number
Single Engine Failure . . . . . . . . . . . . . . . . 9-11 Longitudinal Cyclic Trim (LCT) System
Single Engine Failure - Low Altitude/Low Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-62
Airspeed and Cruise . . . . . . . . . . . . . . . . 9-12 Single AFCS Failure - Both Selected . . . 9-63
Single-Engine Service Ceiling . . . . . . . . F 9-3 Vertical Gyro Malfunction . . . . . . . . . . . . 9-65
ROTOR, TRANSMISSION, AND A R M A M E N T . . . . . . . . . . . . . . . . . . . . . . . . 9-68
DRIVE SYSTEMS . . . . . . . . . . . . . . . . . . 9-21 Armament Subsystems - M24 and M41 . . 9-69
NO.1 or NO. 2 ENG XMSN HOT Caution 9-22 CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-70
Transmission Debris Screen Latches . . . . 9-23 Jettisoning External Cargo . . . . . . . . . . . . . . . 9 71
Transmission Low Oil Pressure or High Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-72
Temperature Indications . . . . . . . . . . . . . 9-24 Emergency Torque Available . . . . . . . . 7-10, F 7-2
XMSN AUX OIL PRESS Caution . . . . . . 9-27 Conditions . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
XMSN OIL HOT Caution . . . . . . . . . . . . 9-28 Use of Chart . . . . . . . . . . . . . . . . . . . . . . . 7-11
XMSN OIL PRESS Caution 9-25 ENG COND Levers . . . . . . . . . . . . . . . . . . . 2-41
XMSN OIL PRESS and XMSN AUX OIL Engine Anti-Icing . . . . . . . . . . . . . . . . . . . . . 2-37
PRESS or XMSN CHIP Caution . . . . . . 9-26 Engine Anti-Ice and Bypass Panel Removal
FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29 Requirement . . . . . . . . . . . . . . . . . . . . . . T 5-1
Auxiliary Power Unit (APU) Fire . . . . . . 9-31 Engine Chip Detectors . . . . . . . . . . . . . . . . . 2-57
Electrical Fire - Flight . . . . . . . . . . . . . . . 9-34 Engine Chip Detector Fuzz Burn-Off . . . . . . 2-58
Engine Compartment, Fuselage or Electrical Engine Compartment Fire Detection and
Fire - Ground . . . . . . . . . . . . . . . . . . . . . 9-33 Extinguishing System (Typical) . . . . . . F 2-14
Engine Hot Start or Residual Fire AGENT DISCH Switch . . . . . . . . . . . . . 2-26
During Shutdown . . . . . . . . . . . . . . . . . . 9-30 Engine Compartment Fire Extinguisher
Engine or Fuselage Fire - Flight . . . . . . . 9-32 Pressures . . . . . . . . . . . . . . . . . . . . . . . T 2-1
Smoke and Fume Elimination . . . . . . . . . 9-35 Engine Compartment Fire Extinguisher
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . 9-36 System . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Aux Fuel Pump Failure . . . . . . . . . . . . . . 9-37 FIRE DETR Switch . . . . . . . . . . . . . . . . . 2-27
Fuel Low Caution . . . . . . . . . . . . . . . . . . . 9-40
FIRE PULL Handles . . . . . . . . . . . . . . . . 2-25
FUEL LOW and FUEL PRESS Cautions 9-41
Engine Condition Panel . . . . . . . . . . . . . . . F 2-16
Fuel Venting . . . . . . . . . . . . . . . . . . . . . . . 9-38
Engine Drain Valves . . . . . . . . . . . . . . . . . . . 2-60
L or R FUEL PRESS Caution . . . . . . . . . 9-39
Engine Fuel Control Units . . . . . . . . . . . . . . 2-39
ELECTRICAL SYSTEM . . . . . . . . . . . . . . . 9-42
Engine Fuel Valves, Sta. 498 . . . . . . . . . . F 2-21
BATT SYS MAL Caution . . . . . . . . . . . . 9-47
Engine Inlet Screens . . . . . . . . . . . . . . . . . . . 2-36
NO. 1 and NO. 2 GEN OFF Cautions . . . 9-44
Engine Instruments and Cautions . . . . . . . . . 2-50
NO. 1 or NO. 2 GEN OFF Caution . . . . . 9-43
Engine Chip Detectors . . . . . . . . . . . . . . . 2-57
NO. 1 and NO. 2 RECT OFF Cautions . . 9-46
Engine Chip Detector Fuzz Burn-Off . . . . 2-58
NO. 1 or NO. 2 RECT OFF Caution . . . . 9-45
HYDRAULIC SYSTEMS . . . . . . . . . . . . . . 9-48 Engine Oil Level Caution . . . . . . . . . . . . . 2-S6
Hydraulic System . . . . . . . . . . . . . . . . . . . 9-49 Engine Oil Pressure Indicator . . . . . . . . . . 2-54
NO. 1 and NO. 2 HYD FLT CONTR Engine Oil Temperature Indicator . . . . . . 2-55
Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-51 Gas Producer Tachometer . . . . . . . . . . . . . 2-51
NO. 1 or NO. 2 HYD FLT CONTR Power Turbine Inlet Temperature Indicators 2-53
Caution . . . . . . . . . . . . . . . . . . . . . . . . . . 9-50 Torquemeter . . . . . . . . . . . . . . . . . . . . . . . 2-52
UTIL HYD SYS Caution . . . . . . . . . . . . . 9-52 Engine Interstage Air Bleed . . . . . . . . . . . . . . 2-59
Emergency Descent . . . . . . . . . . . . . . . . . . . 9-53 Engine Limitations. . . . . . . . . . . . . . . . . . . . . 5-12
Autorotative Landing . . . . . . . . . . . . . . . 9-54 Engine Oil System . . . . . . . . . . . . . . . . . . . . 2-224
Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . 9-58 Engine Oil Level Caution . . . . . . . . . . . . . 2-56
Ditching Exits . . . . . . . . . . . . . . . . . . . . . F 9-7 Engine Oil Pressure Indicator . . . . . . . . . . 2-54
Ditching - Power OFF . . . . . . . . . . . . . . . 9-60 Engine Oil Temperature Indicator . . . . . . 2-55
Ditching - Power ON . . . . . . . . . . . . . . . . 9-59 Engine Power Control System . . . . . . . . . . . 2-38
Emergency Entrance . . . . . . . . . . . . . . . . . 9-57 Engine Rating and Power Level Limits . . . . 5-10
Emergency Entrance and Escape Routes F 9-2 Engine Restart During Flight . . . . . . . . . . . . . 9-13
Landing in Trees . . . . . . . . . . . . . . . . . . . . 9-56 Engine Shutdown . . . . . . . . . . . . . . . . . . . . . 8-42
Landing With One Engine Inoperative . . . 9-55 Engine Start System . . . . . . . . . . . . . . . . . . . 2-47
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . 9-61 Engine Start Panel . . . . . . . . . . . . . . . . . F 2-19
Cockpit-Control Driver Actuator Ignition Lock Switch . . . . . . . . . . . . . . . . 2-49
(CCDA) Failure . . . . . . . . . . . . . . . . . . . . 9-67 START Panel . . . . . . . . . . . . . . . . . . . . . . 2-48
Differential Airspeed Hold Failure (DASH) 9-66 Engine Temperature Limitations . . . . . . . . . . 5-13
Dual AFCS Failure . . . . . . . . . . . . . . . . . . 9-64 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Change 8 Index 5
TM 55-1520-240-10
Paragraph Paragraph
Number Number
EMERG ENG TRIM Panel . . . . . . . . . . . 2-43 Cyclic Stick . . . . . . . . . . . . . . . . . . . . . . . 2-79
Emergency Engine Trim Panel . . . . . . . F 2-17 Cyclic Stick Grip . . . . . . . . . . . . . . . . . F 2-27
Engine Anti-Icing . . . . . . . . . . . . . . . . . . . 2-37 Directional Pedals . . . . . . . . . . . . . . . . . . . 2-82
ENG COND Levers. . . . . . . . . . . . . . . . . . 2-41 THRUST CONT Lever . . . . . . . . . . . . . . 2-78
Engine Condition Panel . . . . . . . . . . . . . F 2-16 Thrust Control Lever . . . . . . . . . . . . . . F 2-26
Engine Drain Valves . . . . . . . . . . . . . . . . . 2-60 Flight Controls Hydraulic Systems
Engine Fuel Control Unit . . . . . . . . . . . . . 2-39 Accumulators . . . . . . . . . . . . . . . . . . . . . 2-230
Engine Interstage Air Bleed . . . . . . . . . . . 2-59 Flight in Ice . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
Engine Power Control System . . . . . . . . . 2-38 FLIGHT INSTRUMENTS
Engine Rating and Power Level Limits . . 5-10 Airspeed Indicator . . . . . . . . . . . . . . . . . 2-194
General . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35 Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . 2-195
Oil Supply System . . . . . . . . . . . . . . . . . . 2 46 AIMS Altimeter . . . . . . . . . . . . . . . . . F 2-48
Normal Engine Beep Trim Switches . . . . . 242 In Flight Operation - Altimeter . . . . . . . 2-197
Speed Governing . . . . . . . . . . . . . . . . . . . 2-40 Preflight Operation - Altimeter 2-196
ENVIRONMENTAL RESTRICTIONS Attitude Indicator . . . . . . . . . . . . . . . . . 2-202
Engine Anti-Ice and Bypass Panel Removal CHRONOMETER . . . . . . . . . . . . . . . . . 2-207
Requirement . . . . . . . . . . . . . . . . . . . . . T 5-1 Chronometer . . . . . . . . . . . . . . . . . . . . F 2-50
Engine Inlet Screen Limitation . . . . . . . . . 5-34 Normal Operation - CHRONOMETER 2-208
Flight in Ice . . . . . . . . . . . . . . . . . . . . . . . . 5-36 Setting ET . . . . . . . . . . . . . . . . . . . . . . . 2-211
Flight Under Instrument Meteorological Setting GMT . . . . . . . . . . . . . . . . . . . . . 2-209
Conditions (IMC) . . . . . . . . . . . . . . . . . . 5-35 Setting LT . . . . . . . . . . . . . . . . . . . . . . . 2-210
Operation With Skis . . . . . . . . . . . . . . . . . 5-38 Test Mode . . . . . . . . . . . . . . . . . . . . . . . 2-212
Thunderstorm Operation . . . . . . . . . . . . . 5-37 Cruise Guide Indicator System . . . . . . . . 2-191
Equipment Loading and Unloading . . . . . . . 6-50 CGI TEST Switch . . . . . . . . . . . . . . . . . 2-193
Equivalent Oils and Hydraulic Fluids . . . . . . T 24 CRUISE GUIDE Indicator 2-192
Extended Range Fuel System (ERFS) Weight Cruise Guide Indicator . . . . . . . . . . . . . F 2-47
and Balance Data . . . . . . . . . . . . . .6-85, T 6-3 Free Air Temperature Gauge . . . . . . . . . 2-206
Extended Range Fuel System . . . . . . . . . . . . 4-56 General . . . . . . . . . . . . . . . . . . . . . . . . . . 2-190
ERFS Capabilities . . . . . . . . . . . . . . . . . . 4-57 Magnetic Compass . . . . . . . . . . . . . . . . . 2-205
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . F 243 Master Caution System . . . . . . . . 2-213, F 2-51
External Cargo Airspeed Limits . . . . . . . . . . 5-23 CAUTION LT Panel . . . . . . . . . . . . . . . 2-216
External Cargo Moments Chart . . . . . . . . F 6-14 MASTER CAUTION Lights . . . . . . . . 2-215
External Power Caution . . . . . . . . . . . . . . . 2-150 Master Caution Panel . . . . . . . . . . . . . . 2-214
External Power Receptacles . . . . . . . . . . . F 2-36 Master Caution Panel Capsules . . . . . . . T 2-2
Pilot and Copilot Attitude Indicator
F
(VGI) Switch . . . . . . . . . . . . . . . . . . . . . 2-203
FIRE DETR Switch . . . . . . . . . . . . . . . . . . . 2-27 Radar Altimeter (AN/APN-209) . . . . . F 2-49
FIRE PULL Handles . . . . . . . . . . . . . . . . . . . 2-25 Radar Altimeter (AN/APN-209A) . . . . . 2-198
First Aid Kits . . . . . . . . . . . . . . . . . . . . . . . . 2-31 Controls and Function, Radar Altimeter
Flare Dispenser M-130 . . . . . . . . . . . . . . . . . . . 4-8 (AN/APN-209A). . . . . . . . . . . . . . . . . 2-199
Controls and Function, Flare Dispenser Normal Operation - Radar Altimeter
System (M-130) . . . . . . . . . . . . . . . . . . . 4-11 (AN/APN-209A) . . . . . . . . . . . . . . . . . 2-200
Dispenser Control Panel . . . . . . . . . . . . . . . 4-9 Turn and Slip Indicator (4-Minute Type) 2-204
Dispenser Status Panel . . . . . . . . . . . . . . . 4-10 VERTICAL SPEED Indicator 2-201
Flare Dispenser System . . . . . . . . . . . . . F 4-7 Flight Under Instrument Meteorological
Normal Operation - M-130 Flare Dispenser 4-12 Conditions (IMC) . . . . . . . . . . . . . . . . . . . 5-35
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13 Floodlights . . . . . . . . . . . . . . . . . . . . . . . . . 2-181
In-Flight Operation . . . . . . . . . . . . . . . . . . 4-14 FLOOD Switches . . . . . . . . . . . . . . . . . . . . 2-182
Before Landing Check . . . . . . . . . . . . . . . 4-15 FORM Light Switches . . . . . . . . . . . . . . . . 2-163
After Landing Check . . . . . . . . . . . . . . . . 4-16 Formation Lights . . . . . . . . . . . . . . . . . . . . . 2-162
FLIGHT CHARCTERISTICS Forms and Records . . . . . . . . . . . . . . . . . . . . 1-10
AFCS Off Flight Characteristics 8-48 Forward Transmission Oil Level Check
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . 8-47 Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-188
Flight Control Limitations . . . . . . . . . . . . . . 5-32 Forward and Aft Cargo Hooks . . . . .4-40, F 4-31
Flight Control System . . . . . . . . . . . . . . . . . . 2-77 Forward and Aft Cyclic Trim Indicators . F 2-29
Advanced Flight Control System (AFCS) 2-83 Free Air Temperature Gauge . . . . . . . . . . . 2-206
AFCS Trim Switch . . . . . . . . . . . . . . . . . . 2-81 Fuel and Oil Data 6-6
CENTERING DEVICE RELEASE Switch 2-80 Fuel Moment Chart . . . . . . . . . . . . . . . . . F 6-2
Index 6 Change 8
TM 55-1520-240-10
Fuel Weight and Moment ....................................6-7 GPS Zeroize Switch .................................................. 3-72
Oil Data ................................................................6-8 Normal Operation - GPS Zeroize Switch ........... 3-73
FUEL CE LL SHUTOFF VALVE GND Switch ............................................................. 2-129
TEST Switches ...................................................2-75 Gravity Refueling ..................................................... 2-223
FUEL FLOW Gross Weight ............................................................... 2-2
Conditions ..........................................................7-39 Ground Handling (Towing) ...................................... 2-232
Description..........................................................7-37 Ground Operation Limitations .................................... 5-33
Idle Fuel Flow Chart........................................ F 7-96 Gyromagnetic Compass Set (AN/ASN-43) ............... 3-30
Single Engine Fuel Flow Chart ...................... F 7-97 Controls and Function ........ Gyromagnetic Compass
Use of Chart .......................................................7-38 Set (AN/ASN-43) .......................................... 3-31
Fuel Flow Indicators ...................................... 2-69, F 2-24 Directional Gyro (CH-998/ASN-43) .................F 3-12
Fuel Limitations ..........................................................5-14 Gyromagnetic Compass Set Control Panel ...F 3-11
Fuel Moment Chart................................................... F 6-2 Operating Procedures - Gyromagnetic
Fuel Supply System....................................................2-61 Compass Set ............................................... 3-32
Controls and Indicators.......................................2-63 H
Engine Fuel Valves, Sta .......................... 498 F 2-21 Hand Fire Extinguishers............................................. 2-28
FUEL CONTR Panel ..........................................2-64 Hazardous Cargo ...................................................... 6-60
Fuel Control Panel.......................................... F 2-20 Heading Hold ............................................................ 2-85
Fuel Flow Indicators............................... 2-69, F 2-24 Heading Select .......................................................... 2-88
Fuel Quantity Indicator and Selector Heads Up Display (AN/AVS-7) ................... 4-161, F 4-71
Switch 247, 2-74, F 2-23 Adjustment of Barometric Altitude,
Fuel System Cautions.........................................2-68 Pitch, and Roll .......................................... 4-1612
Fuel Tanks .........................................................2-62 CH-47D HUD Master Mode Display ...............F 4-72
Fuel Valves .........................................................2-65 CH-47D HUD Master Mode Symbology
Fuel Valve Warning Light, Sta ................. 500 F 2-22 Display ......................................................F 4-73
Manual Defueling Valve......................................2-66 Converter Control ............................................ 4-162
Fuel Types ...............................................................2-219 Display Modes.................................................. 4-166
G Display Unit ...................................................... 4-164
Gas Producer Tachometer ........................................2-51 Displayed System Faults ............................... 4-1611
General Arrangement .............................................. F 2-1 In-flight Operation........................................... 4-1613
Generator Control Switches .....................................2-148 Modes of Operation.......................................... 4-165
Global Positioning System (GPS) Operation HUD................................................. 4-167
AN/ASN-149(V) .........................................................3-65 Operator Self Test (BIT) ................................ 4-1610
Controls, Displays, and Function - Airborne Pilot/Copilot HUD Control
Navigation Set ...............................................3-67 (THRUST CONT Lever) .............................. 4-163
AN/ASN- 149(V) GPS Control and Display Programming Procedure ................................. 4-169
Unit (CDU) ................................................ F 3-17 Starting Procedure .......................................... 4-168
GPS Data Loader Receptacle ...................................3-66 Symbol Generator Test Mode ........................F 4-74
Controls and Function - GPS Data Loader System Shutdown Procedure......................... 4-1614
Receptacle ...................................................3-67 Heater Operation ....................................................... 8-57
Normal Operation - GPS Data Loader Alternate Operation - Heating and
Receptacle .........................................................3-68 Ventilating System ........................................ 8-59
Remote GPS Data Loader Receptacle/KYK-13 Normal Operation - Heating and
Fill Panel ................................................... F 3-18 Ventilating System ........................................ 8-58
GPS KYK- 13 Remote Fill Panel ...............................3-69 Heater Overheat Condition ................................ 8-61
Controls and Function - GPS KYK-13 Remote Vibrator Contact Failure .................................... 8-60
Fill Panel .......................................................3-70 Heating and Ventilating System .............................. 2-140
Normal Operation - GPS KYK-13 Remote Air Control Handles .......................................... 2-143
Fill Panel........................................................3-71 Cabin Heat Controls ........................................ 2-144
Remote GPS Data Loader Receptacle/KYK- 13 Cockpit Air Knob............................................... 2-142
Fill Panel ................................................... F 3-18 Heater Caution ................................................. 2-145
HTG Panel .......................................... 2-141, F 2-35
Change 7 Index 7
TM 55-1520-240-10
Paragraph. Paragraph,
Horizontal Situation Indicator (HSI) ...................... 3-55

Height Velocity Diagram for Safe Landing Controls and Indicators - Horizontal
After Single-Engine Failure .............................. F 94 Situation Indicators .................................... .3-56
Helicopter Compartment and Loading Diagram ....... 6-2 Horizontal Situation Indicator Mode
Helicopter Internal Cargo Handling Select Panel ............................................... .3 -57
System (HICHS) ...............................................4-50 Horizontal Situation Indicator and
Fixture Configuration ....................................F 4-33 Mode Select Panel .................................... F 3-14
Hatch Access ................................................... I 4-53 Hover Ceiling ........ ... ........................................... F 7-7
HICHS Cargo Types .......................................I 4-51 Conditions . ...................................................... 7-24
HICHS with 463L Palletized ..........................F 4-32 DESCRIPTION ................................................ 7-22
Internal Cargo Handling System .................... F 4-34 Use of Chart ...................................................... 7-23
Load Configuration and Sequence .....................4-55 Hover Chart .......................................................... F 7-6
System Configurations ......................................4-52 Conditions ........................................................ 7-24
System Stowage ................................................4-54 DESCRIPTION ................................................ 7-22
Tiedown Fittings HICHS ............................... F 4-35 Use of Chart ...................................................... 7-23
Helicopter Security (Typical) .............................. 2-236 Hover ..................................................................... 8-31
Helicopter Description ............................................. 1-2 HYDRAULIC SYSTEMS
HF Radio Set AN/ARC-HF-SSB 199) .................... 3-15 BRK STEER Isolation Switch ......................... 2-101
Control/Display Panel. HF Radio Set EMERG UTIL PRESS Controllable
(AN/ARC-HF-SSE1 199) ........................... F 3-7 Check Valve ............................................ .2-104
Display Fields, Controls and Function. HF Flight Control Systems ...................................... 2-96
Radio Set (AN/ARC- 199) ......................... .3-16 FIT CONTR Switch .......................................... 2-97
Operating Modes/Functions. HF Radio Set Hydraulic Power Supply System ........................2-95
(AN/ARC-199) ........................................... 3-17 Hydraulic Pressure Cautions ........................... 2-105
HF Radio Set AN/ARC-220 ..................................3-23.2 Hydraulic Pressure Indicators .......................... 2-106
Control/Display Panel, HF Radio Set Hydraulics Control Panel ............................... F 2-30
(AN/ARC-220) .........................................F 3-7.1 Hydraulic System Service Module ................... 2-102
Controls and Functions. HF Radio Set PWR XFER Switches ........................................ 2-99
(AN/ARC-220) ..........................................3-23.3 RAMP Isolation Switch ................................... 2-100
Display Lines, HF Radio Set Utility Hydraulic System ................................... 2-98
(AN/ARC-220) ..........................................3-23.1 Utility System Hand Pump .............................. 2-103
Operating Modes/Functions HF Radio Hydraulic Systems Accumulator Precharge ...........2-229
Set (AN/ARC-220) .................................. 3-23.5 Hydraulic Systems Fluid Servicing ....................... .2-228
High Density Loads ............................................... .8-51 Hydraulic Systems Servicing ................................. 2-227
HICHS with 463L Palletized...........................F-4-32
Internal Cargo Handling System .....................F-4-34 I
Load Configuration and Sequence 4-55 ICE AND RAIN ..................................................... 8-85
System Configurations 4-52 Approach and Landing ..................................... .8-91
System Stowage 4-54 Before Takeoff .................................................. 8-89
Tiedown Fittings HICS F4-35 During Flight .................................................... 8-90
Helicopter Security (Typical) .2-236 Exterior Inspection ............................................ 8-87
Helicopter Ice ..................................................................... 8-86
Hoisting System ..........................................4-33, F 4-26 Rain .................................................................. 8-92
Auxiliary Control Panel (Station 95) .............. F 4-21 Taxiing ............................................................. 8-88
Hoist Control Panel ........... .............................. F 4-20 Ignition Lock Switch .............................................. 2-49
Hoist Control Valve and Hoist Control Indes ........................................................................ 1-7
Shutoff Valve ...........................................F 4-27 Installation of Helicopter Security
Hoist Operators Panel (Station 320) ............... F 4-25 Devices (Typical) ........................................... F 2-56
Overhead Cable Cutter Receptacle ................. F 4-23 Instrument Flight Procedures ................................. 8-15
Static Line Retriever ......................................... 4-36 Instrument Flight - General ...................................... 8-4
Static Line Retriever System ..........................F 4-28 Instrument Glass Alignment .................................... 5-6
Which/Hoist Control Grip ..............................F 4-24
Hook Loaded Advisory Lights ................................4-15
Index 8 Change 12
PIN: 051968-012
TM 55-1520-240-10
Instrument Marking Color Codes..................................5-5 L

Instrument Markings ........................................... 5-4F 5-1 LANDING .................................................................. 8-38
Instrument and Control Panels ..................................2-11 Landing From a Hover to Water ............................... 8-39
Canted Console (Typical) ................................ F 2-7 Landing Gear System .......................................... 2-3
Center Console (Typical).................................. F 2-6 Landing Gear Proximity Switches ......................... 24
Center Instrument Panel (Typical) ................... F 2-9 Steering and Swivel Lock System........................ 2-5
Copilot Instrument Panel (Typical) .................. F 2-8 Steering Control Panel ................................24, F 2-5
Overhead Switch Panel (Typical) Landing Searchlights................................................ 2-166
(Interim NVG) ........................................... F 2-11 Landing in Snow ........................................................ 8-48
Overhead Switch Panel (Typical) (NVG) ....... F 2-12 LIGHTING (NVG)
Pilot Instrument Panel (Typical) ..................... F 2-10 ANTI-COL Light Switches ............................... 2-165
Internal Cargo Moments Chart ............................... F 6-13 Anticollision Lights............................................ 2-164
INTRODUCTION CABIN AND RAMP LIGHTS Switches ............ 2-185
Aircraft Designation System ..............................1-12 Cabin and Ramp Lights ................................... 2-184
Army Aviation Safety Program .............................1-8 Cabin Lighting and Controls ...........................F 2-45
Change Symbol Explanation .............................1-11 Canted and Center Console Lights ................. 2-176
Destruction of Army Material to Prevent Cargo Hook Lighting ........................................ 2-237
Enemy Use......................................................1-9 Center Instrument Panel Lights ....................... 2-174
Forms and Records ...........................................1-10 CTR INST Switch ............................................ 2-175
General .................................................................1-1 Dome Lights .................................................... 2-178
Helicopter Description ..........................................1-2 DOME Switch ................................................... 2-179
Introductory Material.............................................1-3 Emergency Exit Lighting .................................. 2-186
Index ....................................................................1-7 Emergency Exit Light .....................................F 2-46
Use of "Shall, Should and May" .........................1-13 EMER EXIT Switch ......................................... 2-187
Interphone System (C-533/ARC) ..................................34 Emergency Floodlights .................................... 2-183
Controls and Function, Interphone Control Exterior Lights ................................................. F 243
(C-6533/ARC)..................................................3-5 Floodlights ........................................................ 2-181
Interphone Control (C-6533/ARC) ................... F 3-2 FLOOD Switches ............................................. 2-182
Interphone Stations .......................................... F 3-1 FORM Light Switches....................................... 2-163
Formation Lights .............................................. 2-162
Forward Transmission Oil Level Check
Lights .......................................................... 2-188
Landing Searchlights ....................................... 2-166
J LTG Panel ....................................................... 2-177
Oil Level Check Light Switch 2-189
JP-4 Equivalent Fuel ............................................... T 2-5 Overhead Switch Panel Lights ........................ 2-170
JP-5 and JP-8 Equivalent Fuel ................................ T 2-6 OVHD CSL Switch ........................................... 2-171
Pilot and Copilot Instrument Panel Lights ....... 2-172
Change 7 Index 81/(Index 82 blank)
*US GOVERNMENT PRINTING OFFICE: 1997-554-024/60208

TM 55-1520-240-10
Pilot and Copilot Utility Lights . . . . . . . . . . . . . . . . . . 2-180 Magnetic Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-205
PLT and CPLT INST Switches . . . . . . . . . . . . . . . . . .2-173 Main Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Position Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-160 MAINTENANCE PANEL . . . . . . . . . . . . . . . . .2-124, F 2-34
Position Light Switches . . . . . . . . . . . . . . . . . . . . . . . . . 2-161 MANEUVERING LIMITS
SEARCH LIGHT Position Switch . . . . . . . . . . . . . . . 2-169 Aerobatics Prohibition . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
SLT-FIL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-168 Bank Angle Limitations . . . . . . . . . . . . . . . . . . . . . . . . . F 5-7
SRCHLT CONTR Switch . . . . . . . . . . . . . . . . . . . . . . . 2-167 Bank Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
Litter Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17 Flight Control Limitations . . . . . . . . . . . . . . . . . . . . . . . . 5-32
Combination Seat and Litter Arrangement ........ 6-21 Ground Operation Limitations . . . . . . . . . . . . . . . . . . . . 5-33
Litter Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 6-7 Landing Limitations . . . . . . . . . . . . . . . . . . . . . . . . . 5-31, 5-44
Litter Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20 Manual Defueling Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-66
Litter Patient Moments . . . . . . . . . . . . . . . . . . . . . . . . . . F 6-4 Manual Emergency Release Systems .......... 4-42, 4-43
Litter Poles and Straps . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19 Map and Data Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-131
Litter Support Brackets . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18 Marker Beacon Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . T 3-2
Seat and Litter Arrangement Data . . . . . . . . . . . . . . . T 6-1 Master Caution System . . . . . . . . . . . . . . . . . . . . 2-213, F 2-51
Troop Seats and Litters . . . . . . . . . . . . . . . . . . . . . . . . . . F 6-5 CAUTION LT Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-216
Load Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 6-24 MASTER CAUTION Lights . . . . . . . . . . . . . . . . . . . . 2-215
Load Dumping From Ramp . . . . . . . . . . . . . . . . . . . . . . . . . 6-84 Master Caution Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-214
Load Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-64 Master Caution Panel Capsules . . . . . . . . . . . . . . . . . . T 2-2
Compartment Loading . . . . . . . . . . . . . . . . . . . .6-65, F 6-20 Maximum Glide Distance - Power Off . . . . . . . . . . . . . .9-9
Shoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-68 Maximum Glide Distance/Minimum Rate of
Station Loading . . . . . . . . . . . . . . . . . . . . . . . . . . .6-66, F 6-21 Descent in Autorotation . . . . . . . . . . . . . . . . . . . . . . . . . . . F 9-5
Stowage Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 6-18 Maximum Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
Vehicle Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-67 Maximum Performance Takeoff . . . . . . . . . . . . . . . . . . . . . 8-32
LOADING LIMITS Maximum Torque Available
Cargo Hook Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18 (IO-Minute Operation) . . . . . . . . . . . . . . . . . . . . . . 7-13, F 7-3
Center-of-Gravity Limitations . . . . . . . . . . . . . . . . . . . . 5-16 Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-86 Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Maximum Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17 Maximum Torque Available
Winch/ Rescue Hoist Limitations . . . . . . . . . . . . . . . . . 5-19 (30-Minute Operation) . . . . . . . . . . . . . . . . . . . . . . 7-16, F 7-4
Loading Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-78 Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Loading Sequence Configuration . . . . . . . . . . . . . . . . T 6-4 Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Miscellaneous Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-82 Minimum Crew Requirement . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Mixed Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-83 Minimum Rate of Descent - Power Off . . . . . . . . . . . ..9-8
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-81 Mission Equipment Checks . . . . . . . . . . . . . . . . . . . . . . . . . . .8-7
Strength Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30 Mission Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Warehouse Pallets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-79 Mission Equipment Weights and Moments ...... F 6-8
Wheeled Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-80 Mission Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-l
Loading With Ramp Down Aviation Life Support Equipment (ALSE) ......... .8-2
(Forklift Loading) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 6-22 Crew Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-4
Loading With Ramp In Level Position . . . . . . . . . . . . F 6-23 Crew Duties/Responsibilities . . . . . . . . . . . . . . . . . . . . . . . 8-3
Longitudinal Cyclic Trim System . . . . . . . . . . . . . . . . . . . 2-89 Passenger Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Longitudinal Cyclic Trim (LCT) Actuator Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-234
Airspeed Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26 Mooring Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T 2-7
Low Density Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-50 Multi-Hook Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-53
LTG Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-177
M N
Night Flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
Machine Gun . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18 Normal Engine Beep Trim Switches . . . . . . . . . . . . . . . . 2-42
Machine Gun Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20 Normal Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-30
Machine Gun M60D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 4-9 No Step, No Handhold, and Walkway Areas ...... F 2-52
Machine Gun Positioned on Pintle - Left
Side Shown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 4-16 0
Machine Gun Stowed on Right Mount . . . . . . . . . F 4-13 Oil Level Check Light Switch . . . . . . . . . . . . . . . . . . . . . 2-189
Change 11 Index 9
TM 55-1520-240-10
Omega Navigation System (AN/ARN-118) ....... 3-58 Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
AN/ARN-148 Omega Control Display Unit . . F 3-15 Hover Ceiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7
Controls and Function, Omega Control Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
Unit. (fig. 3-15) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-61 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Omega Control Display Unit . .. ................. 3-60 Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Omega Navigation Principles .................... 3-59 Takeoff Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-8
OPERATING LIMITS AND RESTRICTIONS Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-2 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Minimum Crew Requirement .................... .5-3 Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..5-1 Cruise Charts
Operating Procedures And Maneuvers ............. .8-6 Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9 Description ........................................ 7-28
Mission Equipment .Checks . . . . . . . . . . . . . . . . . . . . . . .8-7 Example Cruise Chart . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-9
Symbols Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-8 Use of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
Operation With Skis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38 98 and 100% Rotor RPM, -50°C.
Operational PTIT Limits, T55-L-712 Engines ... F 5-2 Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-10
Overhead Cable Cutter Receptacle ............. F 4-23 98 and 100% Rotor RPM.- 40°C.
Overhead Switch Panel Lights ................... 2-170 Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-11
Overhead Switch Panel (Typical) 98 and 100% Rotor RPM, -30°C
(Interim NVG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 2-11 Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F 7-12
Overhead Switch Panel (Typical) (NVG) ....... F 2-12 98 and 100% Rotor RPM, -20°C
OVHD CSL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-171 Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-13
100% Rotor RPM, -10° and 0°C
P Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-14
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-233 100% Rotor RPM, 10° and 20°C
Parking Brake Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-9 Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F 7-15
Passenger Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5 100% Rotor RPM, 30° and 40°C,
PERFORMANCE DATA Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-16
Data Basis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5 100% Rotor RPM, 50°C, Sea Level . . . . . . . . . . .F 7-17
Definitions of Abbreviations ..................... .7-9 98 and 100% Rotor RPM, -50°C,
General Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-7 2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-18
General Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-2 98 and 100% Rotor RPM, -40°C.
Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3 2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-19
Performance Discrepancies . . . . . . . . . . . . . . . . . . . . . . . .7-8 98 and 100% Rotor RPM, -30°C,
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-l 2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-20
Specific Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6 98 and 100% Rotor RPM, -20°C,
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-21
Use of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
100% Rotor RPM, -10° and 0°C,
Temperature Conversion Chart ................... F 7-1
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-22
Emergency Torque Available .............. .7-10, F 7-2
100% Rotor RPM, 10° and 20°C,
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12 2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-23
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
100% Rotor RPM, 30° and 40°C,
Maximum Torque Available 2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-24
(IO-Minute Operation) . . . . . . . . . . . . . . . . . . . .7-13, F 7-3
100% Rotor RPM, 50°C, 2,000 Feet . . . . . . . . . . F 7-25
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15 98 and 100% Rotor RPM, -50°C
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14 4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-26
Maximum Torque Available 98 and 100% Rotor RPM, -40°C.
(30-Minute Operation) ................... .7-16, F 7-4 4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F 7-27
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18 98 and 100% Rotor RPM, -30°C
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17 4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-28
Continuous Torque Available ............... 7-19, F 7-5 98 and 100% Rotor RPM, -20°C
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21 4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F 7-29
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20 100% Rotor RPM, -10° and 0°C,
Hover Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-6 4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-30
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24 100% Rotor RPM, 10° and 20°C,
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22 4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F 7-31
Index 10
PUWWPk
F&am, TabIt
SUbjCCl NlLdW
t3czklbr . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9 bfaximum Torque Avaihbie

%$&ion Equipment Checks . . . . . . . . . . . . . . . . . . . . . . . . . 8-7 (1~.Minme Operation) . . . . . . . . . . . . . . . . . . . . . . 7-13. F 7-3
symbols Dctidonr . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . condkiolu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-E
OpmionWthSkis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38 UKOfCllm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-14
opmaionalPTlTLimiu.T55-L-712Eu~es . . . . ..FS- 2 bihmm Torque Available
OwheadCableCut!aRecqmde . . . . . . . . . . . . . . . . F4-23 (30-~Minutc Operation) . . . . . . . . . . . . . . . . . . . . . .7-16. F 7-4
Chdmd Switch Pad Li&m . . . . . . . . . . . . . . . . . . . . . 2-170 coudldous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Ova&d Switch Pad CTypiul) UseofChm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-17
(bmim NVG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-11 Comiuuous Torque Available . . . . . . . . . . . . . . . . . 7-19, F 7-5
Ovcdxad Switch Pand Atypical) (NVG) . . . . . . . . . . F 2-12 Couditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
OVHDCSLSwitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-171 useofCbm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l-20
HoverChat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-6
P Coadidous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-233 DESCFZElTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Park@ 9-e Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-P Ureofaan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-23
, l%sm@gi+fF.. ......................................................... y3; HoverCeiiinp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..F7- 7
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Definirious of Abtxeviaiors . . . . . . . . . . . . . . . . . . . . . . . .7-9
GcncIal Condbiom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..7- 7
&,md Dam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..7- 2
LbQ.its . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3
Pcrfomaucc Dl.saqmis . . . . . . . . . . . . . . . . . . . . . . . . .7-a
pqosc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..--...7- 1
specific Condidom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6
use of CharIs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Tempzmm Converrion Chart . . . . . . . . . . . . . . . . . . . . . F 7-1
Eme~cucy Torque Available . . . . . . . . . . . . . . . . . 7-10. F 7-2
~ouditiom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
IjscofChan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Change 13 Index lO.WO.2 blank)

TM 55-1520-240-10
Pamgmph, f’~mwh,
Figwe, Table Pigun, Table
Subject Number suliject Number
Use of CharI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23 98 and 100% Rotor RPM. -50°C.
Takeoff Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-8 6.000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-34
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .I-27 98 and 100% Rotor RPM, -4ooC.
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-25 6,COO Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-35
use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .I-26 98 and 100% Rotor RPM, -30°C,
Cruise cltms 6,ooO Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-36
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..7-3 0 98 and 103% Rotor RPM, -20°C,
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28 6,COOFett . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-37
lhmple Cruise Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-9 100% Rotor RPM, -10” and 0°C.
Use of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.29 6,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-38
98 and 100% Rotor RPM, -SOOC, 100% Rotor RPM, 100 and 2o”C,
SeaLevel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-10 6,OOQ Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-39
98 and 100% Rotor RPM, -WC, 100% Rotor RPM, 300 and WC,
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-11 6,CKIOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-40
98 and 100% Rotor RPM, -3WC. 100% Rotor RPM, 50°C 6,OCO Feet . . . . . . . . . . . F 7-41
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-12 98 and 100% RPM, -5OOC.
98 and 100% Rotor RPM, -2o”C, 8,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-42
SeaLevel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-13 98 and 100% Rotor RPM, -WCC,
100% Rotor RPM, -10” and O’C, 8,ooOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-43
SeaLmel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-14 98 and 100% Rotor RPM, -30°C,
100% Rotor RPM, 10” and 20°C, 8,COO Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-44
SeaLevel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-15 98 and 100% Rotor RPM, -20°C,
100% Rotor RPM, 30” and WC, 8,OWFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-45
SeaLevel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-16 100% Rotor RPM, -lo0 and (PC,
100% Rotor RPM, 50°C, Sea Level . . . . . . . . . . . . F 7-17 8,000Fee.t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-46
98 and 100% Rotor RPM, -50°C. 100% Rotor RPM, 10’ and 2oOC,
2,OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-18 8,ooOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-47
98 and 100% Rotor RPM, -WC, 100% Rotor RPM, 30” and WC,
2,OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-19 8,ODOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-48
98 and 100% Rotor RPM, -3WC, 100% Rotor RPM, 50°C. 8,ooO Feet . . . . . . . . . . . F 7-49
2,OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-20 98 and 100% Rotor RPM, -50°C,
98 aad 100% Rotor RPM, -2oOC. lO,ooOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-50
2,OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-21 .98 and lC0% Rotor RPM, -WC,
100% Rotor RPM, -10’ and 0°C. lO,OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-51
2,000Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-22 98 and 100% Rotor RPM, -30°C.
100% Rotor RPM, 100 and 20°C. lO,O@IFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-52
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-23 98 and 100% Rotor RPM, -20°C,
100% Rotor RPM, 300 and WC, lODOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-53
2,WOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-24 100% Rotor RPM, -10” and OOC,
100% Rotor RPM, SO’=C, 2,WO Feet . . . . . . . . . . . F 7-25 1O.WFee.t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-54
98 and 100% Rotor RPM, -50°C. 100% Rotor RPM, 10“ and 2oOC,
4,CXKJFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-26 10,OfJOFeet ................................... F 7 5 5
98 and 100% Rotor RPM, -40°C. 100% Rotor RPM, 30” and WC,
4,OCO Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-27 10,OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-56
98 and 100% Rotor RPM, -30°C. 100% Rotor RPM, 50°C. 10,ooO Feet . . . . . . . . . . F 7-57
4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-28 98 and 100% Rotor RPM, -50°C.
98 and 100% Rotor RPM, -20°C. 12,OCQFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-58
4,OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-29 98 and 100% Rotor RPM, -WC,
100% Rotor RPM, -10” and 0°C. 12,OWlFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-59
4,ooO Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F 7-30 98 and 100% Rotor RPM, -30°C.
100% Rotor RPM, lo” and 20°C, 12,OGOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-60
4,OCOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-31 98 and 100% Rotor RPM, -20°C.
laO% Rotor RPM, 3Cf’ and WC, 12.OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-61
4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-32 100% Rotor RPM, -10” and O”C,
100% Rotor RPM, 5WC, 4,ooO Feet . . . . . . . . . . . F 7-33 12,OCOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-62
Change 13 Index 11
TM 55-152&24&l 0
Parcrgrqph,
Figure, Table Figun, Table
Subject NUi&?~ Subject NWllbW
100% Rotor RPM, 100 and 20°C. 100% Rotor RPM, 10’ and 2oOC,
12,OCOFeet . . . . . . . . . . . . . . . . . .._............... F7.53 20,OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7-92
100% Rotor PM, 300 and WC, 12,000 Feet . . . F 7-64 Climb - Descent Chart . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-94
100% Rotor RPM, 50°C. 12,000 Feet . . . . . F 7-65 Climb Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-95
98 and 100% Rotor RPM, -5O”C, Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-66 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
98 and 100% Rotor RPM, -WC, Use of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
14,COOFeet . . . . . . . . . . . . . .._................... F7-67 FUEL FLOW
98 and 100% Rotor RPM, -30°C. Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7-68 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37
98 and 100% Rotor RPM, -2oOC, Idle Fuel Flow Ghan . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-96
14,ooO Feet . . . . . . . . . ..__. . . . . . . . F 7-69 Single Engine Fuel FIow Chart . . . . . . . . . . . . . . . . . F 7-97
lM)% Rotor RPM, -10” and 0°C. Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38
14,COOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F7-70
100% Rotor RPM, 10’ and 20°C. m PERFORMANCE DATA
Data Basis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7A-5
14,OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F7-71 Definitions of Abbreviations . . . . . . . . . . . . . . . . . . . . . .7A-9
100% Rotor RPM, 30’ and 40°C.
General Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7A-7
14,CKM Feet . . . . . . . . . . . . . . . . . . . F 7-72
General Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...7A- 2
KG% Rotor RPM, 50°C. 14,ooO Feet . . . . F 7-73
Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7A-3
98 and 100% Rotor RPM, -5oOC.
Performance Discrepancies . . . . . . . . . . . . . . . . . . . . . . .7A-8
16,CGOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F7-74
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...7A-I
98 and 100% Rotor RPM, -WC,
Specific Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...7A- 6
16,OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F7-75
98 and 100% Rotor RPM, -30°C Use of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...7A- 4
16,OWFeet . . . . . . . . ..__._..............._..__. F7-76 Temperature Conversion Chart . . . . . . . . . . . . . . . . . . . . . 7A-I
98 and 100% Rotor RPM, -20°C. Contingency Torque Available . . . . . . . . . . . . . 7-10, F 7A-2
16,ooO Feet . ._. . .._.. . . . . F 7-77 Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A- I2
100% Rotor RPM, -10” and 0°C. Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7A-ll
16,OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F7-78 Maximum Torque Available
100% Rotor RPM, 10” and 20°C. (IO-Minute Operation) . . . . . . . . . . . . . . . . ...7A-13. F 7A-3
16,ooO Feet . . . . . . . . . . ._. . . . . . . . . . F 7-79 Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-15
lM)% Rotor RPM, 30’ and 40°C. Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-14
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-80 Intermediate Torque Available
98 and 100% Rotor RPM, -5OY (30-Minute Operation) . . . . . . . . . . . . . . . . ...7A-16. F 7A-4
18,OCOFeet . . . . . . . . .._........................F7-81 Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A- I8
98 and 100% Rotor RPM, -WC, Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-17
18,OGOFeet . . . . . . . . . . . . . . . . . . ..__._........... F7-82 Continuous Torque Available . . . . . . . . . . . ...7A-19. F 7A-5
98 and 100% Rotor RPM, -30°C Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-21
18,OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F7-83 Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-20
98 and 100% Rotor RPM, -20°C. Hover Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F 7A-6
18,OWFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F7-84 Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-24
100% Rotor RPM, -10’ and 0°C. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-22
18,WlFeet . . . . . . .._........_._............... F7-85 Use of Ghan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-23
100% Rotor RPM, IO” and 20°C. Hover Ceiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F 7A-7
18,OCO Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-86 Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-24
98 and 100% Rotor RPM, -50°C. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-22
20,OOOFeet __............_.................... F7-87 Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-23
98 and 100% Rotor RPM, -WC, Takeoff Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F 7A-8
20,CKOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F7-88 Conditions . . . . . . . . . . . . . _. . . . . . . . . . . . . . . . . . . . . . . . 7A-27
98 and 1CKWo Rotor RPM, -3O’C. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-25
20,OCOFeet . . ..__.__........__................ F7-89 Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-26
98 and 100% Rotor RPM, -2O”C, Cruise Charts
20,WOFeet . . .._.__........._................. F7-90 Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-30
100% Rotor RPM, -10’ and 0°C. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-28
20,CKO Feet ._._. . _. . . . . . . . . F 7-91
Example Cruise Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-9
Use of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-29
Index 12 Change 13
l-M!%-152&240-10
P~mvfb
Figure, Table Fi@n?, TabL?
98 and 100% Rotor RPM, -WC, 100% Rotor RPM, 30’ and WC,
Sealmel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-10
. 6,OLWFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-40
.
98 and 100% Rotor RFM, -4OT. 100% Rotor RPM, 5OT 6,OWJ Feet . . . . . . . . F 7A41
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-11 98 and 100% RPM, -SOT,
98 and 10% Rotor RPM, -3OT, 8@30 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-42
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-12 98 and 100% Rotor RPM, -WC,
98 and 100% Rotor RPM, -2OT, Sea Level F 7A-13 8,@lOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-43
100% Rotor RPM, -IO0 and OT, 98 and 103% Rotor RPM, -3OT.
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-14 WOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-44
lC0% Rotor RPM, 1Cr’ and 2OT, 98 and 100% Rotor RPM, -2OT.
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A- 15 8,KxlFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-45
100% Rotor RPM, 3W and WC, 100% Rotor RPM, -10’ and 0°C.
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-16 8,WOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-46
100% Rotor RPM, 5CPC. Sea Level . . . . . . . . F 7A-17 lC0% Rotor RPM, 10’ and 2OT.
98 and lOil% Rotor RPM, -SOT, 8,COOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-47
.
2,CW Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-18 100% Rotor RPM, 30’ and 4CPC.
98 and 103% Rotor RF’M, +OT, 8,OCHl Feet . . . . . . . . . . . . . . . . . . . :. F 7A-48
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-19 100% Rotor RPM, 5OT. 8,000 Feet . . . . . F 7A-49
98 and lCKI% Rotor RPM, -3OT, 98 and lCW% Rotor RPM, GOT.
2,CKlO Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-20 10DOO Feet . . . . . . . . . . . . . . . . . . . . F 7A.50
98 and lCO% Rotor RF’M, -20°C. 98 and 100% Rotor RPM, a°C,
2,OKIFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-21
. lO,GIXl Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-51
100% Rotor RF’M, -loo and OT, 98 and l@Ni Rotor RPM, -3O’=C,
2,C00 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-22 lO,OC@ Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7A.52
103% Rotor RPM, 10” and 2O”C, 98 and 100% Rotor RPM, -20°C.
2,OCGFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-23
. 10,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-53
100% Rotor RF’M, 3W and 4OT. 100% Rotor RPM, -IO0 and 0°C.
2,CK)O Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-24 lO,OCG Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7A-54
lC0% Rotor RPM, 5OT. WXJ Feet . . . . . . . . ..F 7-25 103% Rotor RPM, 10° wtd 2OT.
98 and 100% Rotor RF’M, -5OT. lO,OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-55
.
4JlOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-26
. 100% Rotor RF’M, 30’ and WC,
98 and lW% Rotor RF’M, -WC, lO,OKJ Feet . . . . . . . . . . . . . . . . . . . . . . F 7A.56
4,Cl@J Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-27 lC@% Rotor RPM, 50°C. lOWI Feet . . . . F 7A-57
98 and 100% Rotor RPM, -3OT. 98 and ltXJ% Rotor RPM, -5OT.
4,COOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-28
. 12,COO Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-58
98 and 100% Rotor RPM, -2OT. 98 and lCO% Rotor RPM, -WC,
4,tJtM Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-29 12,000 Feet . . . . . . . . . . . . . . . . . . . F 7A-59
100% Rotor RPM, -10’ and 0°C. 98 and 100% Rotor RPM, -30°C.
4,OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-30
. 12,OiIO Feet . . . . . . . . . . . . . . . . F 7A-60
100% Rotor RPM, 10’ and 20°C. 98 and 100% Rotor RPM, -2OT,
4,000 Feet . . . . . . . . . . . . . . . . . . . . . F 7A-31 12,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-61
100% Rotor RPM, 3tT and 40°C. 100% Rotor RF’M, -IO=’ and OT,
4.W Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-32 12,OOftFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-62
103% Rotor RPM, 5OT, 4000 Feet . . . . . . F 7A-33 103% Rotor RPM, IO0 and 2OT.
98 and l@O% Rotor RPM, -5OT. 12,W Feet . . . . . . . . . . . . . . . . . F 7A-63
6,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-34 100% Rotor PM, 30’ and KIT, 12,tXKl Feet . F 7A-64
98 and lCKJ% Rotor RF’M, -4OT. 100% Rotor RPM, 5OT, 12,COO Feet . . F 7A-65
6,000 Feet . . . . . . . . . . . . . . . . . F 7A-35 98 and lKI% Rotor RPM, -5O.T.
98 and ltX% Rotor RPM, -3OT. 14,CHJOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-66
.
6,OCnl Fmt . . . . . . . . . . . . . . . . ;. . . . . F 7A-36 98 and lCO% Rotor RF’M, -4O’C.
98 and 100% Rotor WM. -2OT l4@0 Feet . . . . . . . . . . . . . . . . . . . F 7A-67
6,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-37 98 and 100% Rotor RPM, -3OT.
lCnI% Rotor RPM, -10’ and OT, 14L!CO Feet . . . . . . . . . . . . . . . . . F 7A-68
6,OOOF.w . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-38
. 98 and 100% Rotor RPM, -2OT.
lCO% Rotor RPM, IO0 and 2OT. 14,OOOFeet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-b9
.
6.GVil Feet . . . . . . . . . . . . . . . . . . F 7A-39
Change 13 Index 13
Paragrqh,
Figure, Table Figurn, T a b l e
Subject NWllbW Subject Number
100% Rotor RPM, -1w zad O’C, AIRSPEED CALIBRATION
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-70 Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-42
100% Rotor RPM, lp and 2O’C. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-40
14,OfX1 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-71 Airspeed Calibration Chart . . . . . . . . . . . . . . . . . . . F 7A-98
lCO% Rotor RPM, 3w and 40°C, Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-41
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-72 Personnel Loadiig and Unloading . . . . . . . . . . . . . . . . . . ..6- 9
100% Rotor RPM, 50°C. 14,OGU Feet . . . . . . . . F 7A-73 Personnel Moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 63
98 and 100% Rotor RPM, -50X Personnel Weight Computation . . . . . . . . . . . . . . . . . . . 6.10
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-74 Seat and Litter Arrangement Data . . . . . . . . . . . . . . . T 6-l
98 and lm% Rotor RPM, -4O’C. Seating Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-l 1
16,0X Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-75 Troop Commander’s Jump Seat . . . . . . . . . . . . . . . . . . 6.16
98 and 100% Rotor RPM, -3pC. Troop Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
16,OGl Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-76 Troop Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
98 and lCHl% Rotor RPM, -2VC. Troop Seat Installation . . . . . . . . . . . . . . . . . . . . . 6-13, F 6-6
16,0@3 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-77
Troop Seats and Litters . . . . . . . . . . . . . . . . . . . . . . . . . . F 65
ltX% Rotor RPM, -loo and O°C, Troap Seat Stowage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-l 4
16,000Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7A-78
PenonneIargo Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-l 2
lCO% Rotor RPM, lp and 2O’C.
CargoDcmrandRamp . . . . . . . . . . . . .2-14,6-4S,F6-15
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-79
Main Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-l 3
l@% Rotor RPM, 30’ and 40°C,
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-80 Main Cabin Entrance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
Pilot and Copilot Sliding Wiidow . . . . . . . . . . . . . . . 2-15
98 and 100% Rotor RPM, -50°C.
18,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-81 Pilot Assist Straps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2- I39
98 and lm% Rotor RPM, -4O’C. Pilot Instrument Panel flypical) . . . . . . . . . . . . F2-10
18,003 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-82 Pilot Instrument Panel (Typical) . . . . . . . . . F2-12.3 I
98 and lm% Rotor RPM, -30°C Pilot and Copilot Instrument Pane ts . . . . . . . . .2-172
18,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-83 Pilot and Copilot Sliding Windows . . . . . . . . . . . . . . . . . 2-15
98 and 100% Rotor RPM, -2VC. Pilot and Copilot Utility Lights . . . . . . . . . . . . . . . . . . . .2-180
18,OfXI Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-84 PLT and CPLT INST Switches . . . . . . . . . . . . . . . . . . . . .2-173
lC@% Rotor RPM, -10’ and O’C. Position Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-160
18,OtXI Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-85 POSN Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . .2-161
lC0% Rotor RPM, lp and 2O’=C, Power Distribution Panels (Typical) . . . . . . . . F 2-37
18.C03 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-86 Power Distribution Panels fJ”icaI) ... ..F2-40 .l I
98 and lm% Rotor RPM, -50°C. POWER LIMITS
2O,O@l Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-87 tnergalcy Power . . . . . . . . . . . . . . . . . . . . . . . . . . S-11
98 and 100% Rotor RPM, -40X Contingency Power . . . . . . . . . . . . . . . . . . . . . . S-11.1 I
20,CnN Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-88 Rating and Power Level Litnits . . . . . . . . . . . S-10
98 and 100% Rotor RPM, -30°C, ngin e. Limitations . . . . . . . . . . . . . . . . . . . . . . . . . S-12
20.000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-89 Engine Limitations . . . . . . . . . . . . . . . . . . . . . . S-12.1
98 and 100% Rotor RPM, -2O’C. ngine Temperature Liiitations . . . . . . . . . . . . S-13
20,CCO Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-m
Engine Temperature @‘TIT) Limitations S-13. I I
lC0% Rotor RPM, -10” and O’C,
Fuel Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S-14
20,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-91
m Operational PTIT Limits . . . . . . . . . . . . . . . . . . F S-2 1
lCO% Rotor RPM, 10’ and 20%
Transmission Torque Limitations
2O.W Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-92
(Steady-State) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S-15
Xmb - Descent Chart . . . . . . . . . . . . . . . . . . . . . . . . F 7A-94
POWER TRAIN SYSTEM
Climb Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . F IA-95
GeneraI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-107
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-36
Transmission Lubrication Systems . . . . . . . . . . . . . . .2-108
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-34
Power Turbine Inlet Temperature Indicators .......... 2-53
Use of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-35
Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
?IJEL FL,OW
Before Exterior Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-l I
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-39
EXTERIOR CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-37
Aft Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Idle Fuel Flow Chart . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-%
Forward Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
Single Engine Fuel Flow Chart . . . . . . . . . . . . . . . F 7A-97
Left Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-38
Index14 Change 13
l-M55-152&240-10
I+J-w@l f-W9k
Figure, Table Figure, T&b
NWlbW Subjeci NUlltbCr
SW
Right cahii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S-17 I*$ljght won . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-53
Top of Fosela~e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20 MmuaI (,pe,&,t, - Cwo DOOr . . . . . . . . . . . . . . . . . 6-54
Walk h,,,,d C&k and Security Brief . . . . . . . . . 8-21 NormaI Ow-ation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-52
-OR f3IlXIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12 Pussure Actuated WW . . . . . . . . . . . . . . . . . . . . . . . . . .
JM c&in ..................................... ..8-14 RmpControls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-16
F-ad C&bin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-13 Ramp Conaol sequence vahe . . . . . . . . . . . . . . . . ...6-47
B.zf,xeL2tmingE,,,$tU$ . . . . . . . . . . . . . . . . . . . . . . . . .8-22 ~pcmmo~valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-e
.$bg @im . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-23 ~~ppV+R&vk41 .......................... .....2-1 m
&,gi,,e Chmd Qteradm . . . . . . . . . . . . . . . . . . . . . . .8-24 REFUEL VALVE POSN Indicating Lights . . . . . . . . . .2-76
Before Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-‘25 Refuel@ Stadoo Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-73
T&ing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26 Rettaint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.63
B&,x HOWX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27 Remaint criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-70
&,.,er Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23 .........
I&aaint Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-71
B&m I-akeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 829
Preparation c,fGer,waJ Cqo . . . . . . . . . . . . . . . . . . . . . . .6-55
Reversionw System m
Vlattd/orFv.
m tlZ”,i-
-,m
. . . . . . . . . . . . . . . . . . . . . 2-60.2
Cw Cwta of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . 6-58 ~LIOHT ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . g-153
c-0 Dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-56 V 1 and /or R!ZV 2 (WlTHOm
Cargo Weigbt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-57 -UOHT ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . g-15.6
HW w . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6~3 ROTOR SYSTEM
V&ic,e ,,,ad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-59 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-l 19
Presswe &“,ate,, Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-48 Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-120
-,I,T, Refoelii8 ~ysem . . . . . . . . . . . . . . . . . . . . . . . . . . 2-70 Rotor Blade Stxt-Up & Shul Down Liits . F5-7.1
~,,,g,.& ad k,diatm . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71 Robot Tachome~en . . . . . . . . . . . . . . . . . . . . . . . . . . .2-121
FLELCELL SHUTOFF VALVE Rtntttin~ ixuling to Water . . . . . . . . . . . . . . . . . . . . . . . . . . 8.40
m svitc~ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . z-75
Fud Qoaotity Indicator and Selector S
switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...2-74 SALT WATER OPERATION . . . . . . . . . . . . . . . . . . . . . . .8-93
m R.&,,&I~ stadon . . . . . . . . . . . . . . . . . . . . . . F 2-25
After F&ht . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-%
pWR &mrc~~ Svhch . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-72
H&xing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-95
&h&g sadon switch . . . . . . . . . . . . . . . . . . . . . . . . .2-73
Power ikteriotadon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-94
m V&VIZ POSN kdkating Li@s . . . . . . . 2-76
SEARCH LIGHT Position Switch . . . . . . . . . . . . . . . . .2-169
md ~~itw.ts ~ipm . . . . . . . . . . ., . . . . . . . . . F 2-2
sea ate Liits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-41
m r&vexs . . . . . . . . . . . . . . . . . . . . . . . . . .2-235. F 2-55 seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-16
PWR XFER Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99
AmoredSeats . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2O,F2-13
,.Sea~ Fore-and-Aft Lever . . . . . . . . . . . . . . . . . . . . . . . . . .2-17
R Sea1 Rotadon L+ver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
&mTp pdatim SviUh . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-1@3 Seat Vertical Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-18
R&r ~tim.Xer (ANMPN-2WA) . . . . . . . . . . . . . . . . . .2-198
Sbwldet Hatness lnenia Reel Lock Lever . . . . . . .2-21
R&r ,‘,ltbneter (AN/APN-209) . . . . . . . . . . . . . . . . . . . F 2-49
Sear and Litter Arrangement Data . . . . . . . . . . . . . . . . . . T 6-l
Radar Altimeter (AN/APN-209( )) Altihtde Voice seating ,4mngenmt’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-l 1
Ming System (AVWS) .......................... 2-2w. 1 &curing cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-69
Controls and Fuoctica, Radar Altimeter
Calculation of liedown Devices RequiwJ . . . . . . . . 6-72
(ANIAPN-209( )) (AVWS) ................... ;- 2-200.2
Nod OPeratioo - Radu Altimeter Resti~ Ctiteri~ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.70
(AWAFN-209( )) (AVWS) .................. 2-200.3 Restraint Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7 I
Self-Ton& Dynamic Absorbets . . . . . . . . . . . . . . . . . . . . 2-22
Radar Signal Detecting Set Conuol . . . . . . . . . . . . . . F 4-l . . . . . . . . . . . . . . . . . . . . . . . . F 6-17
sequence valve Operadon
R&u Signal Detectiq Set Indicator . . . . . . . . . . . . F 4-2
Series and Effectivity Codes . . . . . . . . . . . . . . . . . . . . . I-12.1 1
RAar Signal DetectbIg Set
SERVICING, PARKING; AND MOORING
(OFF and EID VFRSlON DISPl-kYI . . . . . . . . . . F 4-3
Geturd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-217
Radar Signal Detecting Set Iodicator
.Wf Tess Diiplays) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 4-4 Ground Handling (Towing) . . . . . . . . . . . . . . . . . . . . . .2-z2
Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-234
Deleted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 45 Mooting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T 2-7
Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-92
parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-233
RAMP EMER Control Switch . . . . . . . . . . . . . . . . . . .2-101.1
Helicopter Security (Ty@cal) . . . . . . . . . . . . . . . . . . .2-236
Ramp Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.51
Emergency In-Flight Opzkon . . . . . . . . . . . . . . . . . 6-53.1
Change 13 Index 15
Pwwk
Installation of Helicopter Secmity Thunderstmm Operation ............................ 5-37
Devices (Typic& ............................ F Z-56 liedown Fitt~gs ........................... .6-38, F 6-11
Protective Covers ..................... .Z-235, F Z-55 Five Thousand-Pound-Capacity Tiedown
Servicing ................................. 2-218, T 2-3 Fittings .......................................... 6-39
Acctmmlators Precharge Limits ............... F 2-54 Ten Thousaad-Pound-Capacity
APV Oil System .............................. .2-225 Tiedown Fittings ................................ 6-40
Equivalent Oils and Hydraulic Fluids .......... T 2 - 4 Tiedown Metbds ................................... 6-13
Fuel Tanks Servicing .......................... .2-221 Bulk Cargo Tiedown ............................. 6-75
Gravity Refueling ............................. .2-223 Gerleral cargo Tiedown .......................... 6-76
Hydraulic Systems Acctmmlator Prechsrge .... .2-229 Vehicle Tiedown .................................. 6 - 7 4
Hydraulic Systems Fluid Servicing ............ .2-228 463 L Pslleti Extended Range Fuel
Hydraulic Systems Servichg .................. . 2 - 2 2 1 S tern @RFS) .................................. 6-77
IF-4 Equivalem Fuel ........................... T 2-5 d Torque Measuring System Malfunctions ... 9-15.7 1
JF'-5 and JP-8 Equivalent Fuel ................. T 2.6 Torquemeter ......................................... 2 - 5 2
No Step, No Hsmlhold, and Walkway Transformer Rectifier Cautions .................... .2-153
Areas ........................................ F 2-52 Transmission Lubrication Systems ................ .2-108
Servicing Diagrsm ............................ F 2-53 Aft Trsnsmisskm .............................. ..2-110
Single-Point F’resswe Refueling ............... .2-222 CornYming and Engine Transmission
Transmission Oil System ...................... .2-226 Lubrication Systems ............................ 2-l 1 I
Use of Fuels .................................. .2-220 Forward Transmission .......................... .2-109
Utility System Accumulators .................. .2-231 Transmission Chip &tectors ................. ...2-117
Shoulder Hamess Inertia Reel Lock Lever .......... 2-21 Transmission Chip titectors Fuzz Bum-Off .. ..2-I 18
Single Engine Fsilwe ............................... 9-l 1 Transmission Msin Oil Pressure Indicator
Single Engine Failure - Low Altimde/L.ow and Selector Switch ........................... F 2-3 1
d and Cruise ............................... 9-12 Transmission Msin Oil F?essure Indicator ...... .2- 1 I2
gle-Engine Service Ceilmg ................ F 9-3 Transmission Main Oil Pressure
ingle-Engine Service CeiYmg ............ F 9-4.1 Selector Switch .............................. ...2-113
I Trmsmission Msin Oil Tempetxture
Srmgload ............................................ 8-33
SLT-FIL Switch ................................... .2-168 Indicator ...................................... .2-l 14
Spare Lamp Stowage Box ........................ .2-133 Transmission Main Oil Tempemmre
Speed Goveming .................................. ..2 -4'3 Selector Switch ................................ .2-115
SRCKT CONTR Switch-. ................ .2-167 S Transmission Main Oil Temperature Switch
and Indicator .................................. F 2-32
1 Stsrting in Primsry Mcdc - ................. 2-6a.l Transmission Oil Cautions ...................... .2-l 16
Static Line Anchor Cable .......................... .6-22 Trrmsmission Totque Limitations
Static Line Rebiever System ...................... F 4-28 (Steady-State) .................................... 5-15
Static Line Retriever ................................ 4-36 Transponder System (AN/APX-lC0) ................ 3-62
Steetig and Swivel tik System .................... .2-5 AN/APX-1CKl Control Panel .................... F 3-16
Steering Control Panel ..................... ..2-6. F 2-5 Controls and Function. Tmnspottder Control
SYSTEM LIMITS (RI-1285/APX-lOO)(RT-1558/APX-100) ........ 3-53
Inoperative Cruise Guide Indicator ................ .5-8 Normal Operation-Transponder System ........ 3 - 6 4
Instrument Glass Aliment ....................... .5-6 Triple Cargo Hook System .......................... 4-37
Instrument Marking Color Codes .................. .5-5 Center Cargo Hook ............................... 4-38
Instrument Markings ....................... ..5-4. F 5-l Center Cargo Hook and Csrgo Hwk
Rotor Liiitaticms ................................. ..5 .I R&,x ...................................... F ‘l-30
Starting and Shutdown Liiits ..................... .5-9 Center Cargo Hwk Loading Pole
(Typical) .................................... F 4-29.
T Center Cup Hwk L.oadiig Pole ............... ‘l-39
Takeoff Chart ...................................... F 7-8 Cargo Hook Cautioas ............................. 4 - 4 4
Conditions ...... .I.. .............................. l-21 Cargo Hook Controls .............................. 4-41
Description ....................................... l-25 Csrgo Hooks Operational Check ................. 4-47
Use of Ghan ...................................... l-26 Dual Hook Fault Caution ......................... 44.6
Taxi Diitor and Blade Watcher Positions ......... F 8-l Emergency Operation of Cargo Ho&s ........... 4-49
THRUST CONT Lever ............................ .2-78 Forward and Aft Cugo Hcoks ........... .4-40, F 43 1
Thrust Control Lwer .............................. F 2-26 Hook Leaded Advisory Lights .................... 4 4 5
Index16 Change 13
TM 55-1520-240-10
Pamgmph, f’wwk
Figure, T&k F@ue, Table
Subject NWllbtV Subject Number
Manual Emergency Release Systems . . . . . . . 4-42, 4-43 Normal Operatim -Am Radio Set . . . . . . . . . 3-12
Normal operation of Cargo Hooks . . . . . . . . . . . . . . . 4-48 VHF NAVIGATION AND INSTRUMENT
Tmop Commander’s Jump Seat . . . . . . . . . . . . . . . . . . . . . 6-16 LANDING SYSTEM (AN/ARN-123) . . . . . . . . . . . . . . . 3.24
Troop I.aa&mg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15 Controls and Function, VHF Navigation and
Tmap Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12 Instrument Landiig System Set . . . . . . . . . . . . . . . . . 3-25
Troop Seat Installation . . . . . . . . . . . . . . . . . . . . . . . 6-13, F 6-6 Marker Beacon Indicator . . . . . . . . . . . . . . . . . . . . . . . . T 3-2
Troop Seats and Litters . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 6-5 Normal operation - VHF Navigation md
Troop Seat Stowage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.14 lrstntmcnt Landing System . . . . . . . . . . . . . . . . . . . . . 3.26
TRo0P WARN Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-30 VHF Navigation and Instmment Landing
Troop Warning Panel (TypicaI) . . . . . . . . . . . . . . . . . . . . F 2-15 System Contml (AN/ARN-123) . . . . . . . . . . . . . . . . F 3.9
TURBULENCE AND THUNDERSTORM VHF/FM Radio Set (AN/ARC-201) . . . . . . . . . . 3.13, F 3.6
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.8 1 Controls and Functions VHF/FM Radio Set . . . . . . 3.14
Flight in Thunderstorms . . . . . . . . . . . . . . . . . . . . . . . . . . 8-84 Voice Security Equipat TSEC/KY-58 . . . . . . . . . . . . 3-18
In Turtmlent Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-83 Controls and Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
fior to Entering Turbuleot Air . . . . . . . . . . . . . . . . . . . 8-82 Normal Opcratim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Turn and Slip Indicator (4-Minute Typz) . . . . . . . . . . .2-204 Remote Control Unit TSEC/KY-58
Turning Radii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 2-3 (Z-AHP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 3-8
Voice Security Equipment TSEC/KY-75 . . . . . . . . . . . . 3.21
u Controls and Function, Voice Security
UHF-AM Have Quick II Radio Equipment (TSEC/KY-75) . . . . . . . . . . . . . . . . . . . . . . . 3-22
(AN/ARC-164) . . . . . . . . . . . . . . . . . . . . . . 3-7, F 3-4, T 3-1.1 Normal Operations, Voice Security
Equipment VSEUKY-75) . . . . . . . . . . . . . . . . . . . . . . . 3.23
I Controls and Function, UHFAM Have Quick II Radio
(AN/ARC-164) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
1 N&al opera&-UHF-AM Radio . . . . . . . . . . .1..3- 9 W
Use of Airspeed Limitations Chart . . . . . . . . . . . . . . . . . . 5-27 Warehouse Pallets . . . . . . . . 6-79
Use of Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-220 WATER OPERATlON LIMITATIONS . . . . . 5-39
Use of ‘?&all. Should, and May” . . . . . . . . . . . . . . . . . . l-13 Description of Sea States . . . . . . . . . . . . . . . . . . . . . . . . T 5.2
Utility System Accumulators . . . . . . . . . . . . . . . . . . . . . . .2-231 Gross Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . .5-43
Utility System Hand F’ump . . . . . . . . . . . . . . . . . . . . . . . . .2-103 Landing Liiitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.45
UTILITY SYSTEMS Night operation on Water . . . . . . . . . . . . . . . . . . . . . . . . 5-a
AC Cabin Utility Receptacles . . . . . . . . . . . . . . . . . . .2-135 operation l”mx Lmit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-42
ANTI ICE Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-123 Rotor Starting and Shutdown Liiitatiom . . . . . . . . .546
Anti Ice Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 2-33 sea state Lbnhs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-41
Anti-Icing Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-122 Taxiing Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
A s h Trays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-137 Water Landiig Speed Limitations Up To
Cockpit Rearview Mirror . . . . . . . . . . . . . . . . . . . . . . . .2-132 46,000 Pounds Gross Weight . . . . . . . . . . . . . . . . . . . F 5.8
Cockpit Utility Receptacles . . . . . . . . . . . . . . . . . . . . . .2-134 WEIGHT/BALANCE AND LOADING
Compass Correction Card Holder . . . . . . . . . . . . . . . .2-138 Aircraft Compaxtment and Lading
IX Cabin Utility Receptacles . . . . . . . . . . . . . . . . . . .2-136 Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 6-l
MAINlXNANCE PANEL . . . . . . . . . . . . . . .2-124, F 2-34 Classification of Helicopter . . . . . . . . . . . . . . . . . . . . . . . ..6- 3
ENGINE CHIP DETECTOR Section . . . . . . . . . . .2-127 DD Form 365-3 Cbai C -Basic Weight
GROUND CONTACT Section . . . . . . . . . . . . . . . . .2-128 and Balance Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..6 -4
HYDRAULICS Section . . . . . . . . . . . . . . . . . . . . . . . .2-126 DD Form 3654 (Weight and Balance
TRANSMISSION Section . . . . . . . . . . . . . . . . . . . . . .2-125 Clearance Form v . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-3
Helicopter Compartment and Laxding
Map ad Data Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-131
Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-2
Pilot Assist Straps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-139
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .,.,6-l
Spare Lamp Stowage Box . . . . . . . . . . . . . . . . . . . . . . .2-133
W i n c h . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . &31, 6.4%
Windshield Wipen .............................. .2-130
Static Line Retriever System .:. . . . . . . . . . . . . . . . . F &28
Static Liie Retriever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36
V
Winching Accessoties . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
Vehicle Tiedow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-74
Winch Capabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 419
VERTICAL SPEED Indicator . . . . . . . . . . . . . . . . . . . . . .2-201
Wiich Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
VHF Ah%/m Radio Sets (AN/ARC-186) .... 3-10, F 3-5
Wincmoist Control Grip . . . . . . . . . . . . . . . . . . . . . . F 424
Controls and Function, VHF AM/FM
Radio Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-l 1 Wmch operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
Change 13 Index 17
TM 5!5-1520.24&10
Pmgmph, P@ww%
Sub>,? Number Stiject NWllbCr
Winching Receptacle (Station 502) . . . . . . . . . . F 4-22 XMSN AUX OIL PRESS Caution . . . . . . . . . . . . . . . .9-21
wiLlching syaxo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 4-18 XMSN OIL HOT Caution . . . . . . . . . . . . . . . , . . . . . 9-28
Wmch/ Rescue Hoist Liiitatiom . . . . . . . . . . . . . . . . :. 5-19 XMSN OIL PRESS Caution . . . . . . . . . . . . . . . . . . . . . 9-25
Wmdsbield Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . .2-130 XMSN OIL PRESS and XMSN AUX OIL
PRESS or XMSN CHIP Caution . . . . . . . . .9-26
X
index 18 Change 13
TM 55-1520-240-10
GORDON R. SULLIVAN
MILTON H. HAMILTON
01620
DISTRIBUTION:
To be distributed in accordance with DA Form 12-31-E, block no. 1218, -10 & CL
maintenance requirements for TM 55-1520-240-10.
These are the instructions for sending an electronic 2028
The following format must be used if submitting an electronic 2028. The subject line must be exactly
the same and all fields must be included; however, only the following fields are mandatory: 1, 3, 4, 5,
6, 7, 8, 9, 10, 13, 15, 16, 17, and 27.
From: “Whomever” [email protected]

To: [email protected]
Subject DA Form 2028
1. From: Joe Smith

2. Unit: home
3. Address: 4300 Park
4. City: Hometown
5. St: MO
6. Zip: 77777
7. Date Sent: 19-OCT-93
8. Pub no: 55-2840-229-23
9. Pub Title: TM
10. Publication Date: 04-JUL-85
11. Change Number: 7
12. Submitter Rank: MSG
13. Submitter FName: Joe
14. Submitter MName: T
15. Submitter LName: Smith
16. Submitter Phone: 123-123-1234
17. Problem: 1
18. Page: 2
19. Paragraph: 3
20. Line: 4
21. NSN: 5
22. Reference: 6
23. Figure: 7
24. Table: 8
25. Item: 9
26. Total: 123
27. Text:
This is the text for the problem below line 27.
RECOMMENDED CHANGES TO EQUIPMENT TECHNICAL PUBLICATIONS
SOMETHING WRONG WITH THIS PUBLICATION?
FROM: (PRINT YOUR UNIT’S COMPLETE ADDRESS)

THEN . .JOT DOWN THE
DOPE ABOUT IT ON THIS
FORM, CAREFULLY TEAR
IT OUT, FOLD IT AND
DROP IT IN THE MAIL! DATE SENT
10 January 1999
PUBLICATION NUMBER PUBLICATION DATE PUBLICATION TITLE

TM 1--1520--240-10 30 December 1998 Operator’s manual CH47 Helicopter
BE EXACT PIN--POINT WHERE IT IS IN THIS SPACE, TELL WHAT IS WRONG

AND WHAT SHOULD BE DONE ABOUT IT:
PAGE PARA- FIGURE TABLE
NO GRAPH NO NO
PRINTED NAME, GRADE OR TITLE, AND TELEPHONE NUMBER SIGN HERE
FORM PREVIOUS EDITIONS

DA 1 JUL 79 2028--2 ARE OBSOLETE. P.S.- - IF YOUR OUTFIT WANTS TO KNOW AB OUT Y OUR
RECOMMENDATION, MAKE A CARBON COPY OF THIS
DRSTS-M verprint2, 1 Nov 80 AND GIVE TO YOUR HEADQUARTERS.

IT OUT, FOLD IT AND

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REVERSE OF DA FORM 2028-2 Reverse of DRSTS-M Overprint 2,
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TEAR ALONG PERFORATED LINE

FILL IN YOUR
UNITS ADDRESS
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OFFICIAL BUSINESS
COMMANDER
U.S. ARMY AVIATION AND MISSILE COMMAND
ATTN: AMSAM-MMC-MA-NP
REDSTONE ARSENAL, AL 35898-5230

IT OUT, FOLD IT AND

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1 Nov 80

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OFFICIAL BUSINESS
COMMANDER

IT OUT, FOLD IT AND

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1 Nov 80

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UNITS ADDRESS
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OFFICIAL BUSINESS
COMMANDER
The Metric System and Equivalents
Linear Measure Liquid Measure
1 centiliter = 10 milliters = .34 fl. ounce

1 centimeter = 10 millimeters = .39 inch 1 deciliter = 10 centiliters = 3.38 fl. ounces
1 decimeter = 10 centimeters = 3.94 inches 1 liter = 10 deciliters = 33.81 fl. ounces
1 meter = 10 decimeters = 39.37 inches 1 dekaliter = 10 liters = 2.64 gallons
1 dekameter = 10 meters = 32.8 feet 1 hectoliter = 10 dekaliters = 26.42 gallons
1 hectometer = 10 dekameters = 328.08 feet 1 kiloliter = 10 hectoliters = 264.18 gallons
1 kilometer = 10 hectometers = 3,280.8 feet
Square Measure
Weights
1 sq. centimeter = 100 sq. millimeters = .155 sq. inch
1 centigram = 10 milligrams = .15 grain 1 sq. decimeter = 100 sq. centimeters = 15.5 sq. inches
1 decigram = 10 centigrams = 1.54 grains 1 sq. meter (centare) = 100 sq. decimeters = 10.76 sq. feet
1 gram = 10 decigram = .035 ounce 1 sq. dekameter (are) = 100 sq. meters = 1,076.4 sq. feet
1 decagram = 10 grams = .35 ounce 1 sq. hectometer (hectare) = 100 sq. dekameters = 2.47 acres
1 hectogram = 10 decagrams = 3.52 ounces 1 sq. kilometer = 100 sq. hectometers = .386 sq. mile
1 kilogram = 10 hectograms = 2.2 pounds
1 quintal = 100 kilograms = 220.46 pounds Cubic Measure
1 metric ton = 10 quintals = 1.1 short tons
1 cu. centimeter = 1000 cu. millimeters = .06 cu. inch
1 cu. decimeter = 1000 cu. centimeters = 61.02 cu. inches
1 cu. meter = 1000 cu. decimeters = 35.31 cu. feet
Approximate Conversion Factors
To change To Multiply by To change To Multiply by
inches centimeters 2.540 ounce-inches Newton-meters .007062

feet meters .305 centimeters inches .394
yards meters .914 meters feet 3.280
miles kilometers 1.609 meters yards 1.094
square inches square centimeters 6.451 kilometers miles .621
square feet square meters .093 square centimeters square inches .155
square yards square meters .836 square meters square feet 10.764
square miles square kilometers 2.590 square meters square yards 1.196
acres square hectometers .405 square kilometers square miles .386
cubic feet cubic meters .028 square hectometers acres 2.471
cubic yards cubic meters .765 cubic meters cubic feet 35.315
fluid ounces milliliters 29,573 cubic meters cubic yards 1.308
pints liters .473 milliliters fluid ounces .034
quarts liters .946 liters pints 2.113
gallons liters 3.785 liters quarts 1.057
ounces grams 28.349 liters gallons .264
pounds kilograms .454 grams ounces .035
short tons metric tons .907 kilograms pounds 2.205
pound-feet Newton-meters 1.356 metric tons short tons 1.102
pound-inches Newton-meters .11296
Temperature (Exact)
°F Fahrenheit 5/9 (after Celsius °C

temperature subtracting 32) temperature
PIN: 051968-019

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*TM 55-1520-240-10

*This manual supersedes TM 55-1520-240-10, dated 10 November

DISTRIBUTION STATEMENT A: Approved for public release; distribution

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

TM 55-1520-240-10, 30 April 1992 is changed as follows:

2. Retain this sheet in front of the manual for reference purposes.

By Order of the Secretary of the Army:

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

TM 55-1520-240-10, 30 April 1992 is changed as follows:

2. Retain this sheet in front of the manual for reference purposes.

By Order of the Secretary of the Army:

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

TM 55-1520-240-10, 30 April 1992 is changed as follows:

By Order of the Secretary of the Army:

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited,

TM 55-1520-240-10, 30 April 1992, is changed as follows:

Remove pages Insert pages

2. Retain this sheet in front of the manual for reference purposes.

By Order of the Secretary of the Army

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited

TM 55-1520-240-1 0,30 April 1992 is changed as follows:

Remove pages Insert pages

2. Retain this sheet in front of the manual for reference purposes.

By Order of the Secretary of the Army:

TM 55-1520-240-10, 30 April 1992 is changed as follows:

Remove pages Insert pages

2. Retain this sheet in front of the manual for reference purposes.

By Order of the Secretary of the Army:

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited

TM 55-1520-240-10, 30 April 1992 is changed as follows:

Remove pages Insert pages

Remove Pages Insert Pages

8-3 through 8-14 8-3 through 8-14

2. Retain this sheet in front of the manual for reference purposes.

By Order of the Secretary of the Army:

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

TM 55-1520-240-10, 30 April 1992 is changed as follows:

Remove pages Insert pages

2. Retain this sheet in front of the manual for reference purposes.

By Order of the Secretary of the Army:

Administrative Assistant to the

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited

TM 55-1520-240-10, 30 April 1992 is changed as follows:

Remove pages Insert pages

2-5 and 2-6 2-5 and 2-6

2. Retain this sheet in front of the manual for reference purposes.

By Order of the Secretary of the Army:

Administrative Assistant to the

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited,

TM 55-1520-240-10, 30 April 1992, is changed as follows:

Remove pages Insert pages

9-17 and 9-18 9-17 and 9-18

2. Retain this sheet in front of the manual for reference purposes.

By Order of the Secretary of the Army

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited

TM 55-1520-240-10, 30 April 1992, is changed as follows:

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2-13 through 2-18 2-13 through 2-18

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Page Change Page Change