UH-60M Test PIlot Course Fam Guide

UH-60M
UH-60M Developmental Test

Pilot Systems Familiarization
Training
FOR TRAINING PURPOSES ONLY

Publication Date: September 2003
Draft: 4 September
2003
TK46036
8 September 2003
SUBJECT: UH-60M Developmental Test Pilots Systems Familiarization Manual
ATTACHMENT: UH-60M Developmental Test Pilots Systems Familiarization

Manual, Initial Version September 2003
TO: Recipient of Manual
The content of this manual reflects UH-60M Aircraft No. 1 and 2 configured for first flight
and early developmental flight-testing. This manual is intended to familiarize
Government Developmental Test Pilots and other personnel with the basic systems
configurations of the UH-60M as equipped for aircraft first flight. Currently, no plans
exist for the update of this manual.
This manual provides only an overview of the UH-60M. The intended purpose of this
manual is for aircraft familiarization in a training environment only.
The following sections of this manual have not been reviewed or validated by Sikorsky
Engineering personnel:
Section 2-5 Aircraft Systems - Automatic Flight Control System

Section 2-10 Aircraft Systems - Flight Display System
Section 3-1 Avionics Systems - Flight Management System
Section 3-2 Avionics Systems - Communication Systems
Section 3-3 Avionics Systems - Navigation Systems
Please provide comments or observation related to these training materials to:
Paul Robinson
Army Programs Training Manager.
Sikorsky Aircraft Corp.
V 203-384-7123
F 860-998-4812
[email protected]
3/9/2004
Page 1 of 2
UH-60M AIRCRAFT 1 FIRST FLIGHT TRAINING DATA
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Intentionally Blank
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UH-60M Developmental Test Pilot
Course Index
Unit 1 - Introduction Unit 4 – End of Course Administration
Section 1 – Introduction to Course Section 4-1 – Course critique

Stuff 4-1.1
Unit 2 – Aircraft Systems
Glossary
Section 2-1 – Introduction
Section 2-2 – T-700-701D
Section 2-3 – Fuel System
Section 2-4 – Mechanical Flight Control

Systems
Section 2-5 – Dual Digital AFCS
Section 2-6 – Powertrain Systems
Section 2-7 – Main and Tail Rotor

Systems
Section 2-8 – Electrical Systems
Section 2-9 – Aircraft Lighting Systems
Section 2-10 – Flight Display System
Section 2-11 – Active Vibration Control

System
Unit 3 – Avionic Systems
Section 3-1 – Flight Management System
Section 3-2 – Communication Systems
Section 3-3 – Navigation Systems
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Section 1-1
Introduction to Course Food Service Location/Hours

Sikorsky Cafeteria – Building 1 – First Floor
Course Scope
Breakfast 6:00 – 8:30 AM
The UH-60M Developmental Test Pilot Lunch 10:30 – 12:30 PM
Familiarization Course is designed to provide
required knowledge of the UH-60M aircraft and it’s Vending Machines are available in the cafeteria.
systems to United States Army Aviators or
Department of the Army Civilians (DAC) qualified
as rotary wing aviators assigned as member of the Approved Smoking Areas
UH-60M Combined Test Team (CTT).
Sikorsky Aircraft is a non-smoking facility.
The course provides general information Smoking is permitted only in the approved
pertaining to aircraft systems that have been areas outside/away from the buildings and
impacted by the UH-60M modernization. hangars. Dispose of used butts in the provided
Information contained in the course is reflective of containers in the approved smoking areas.
Aircraft 1 as it is configured for first flight.
In some cases, data related to systems or

Facility Access
equipment modes or functionality that is not active
for first flight has been included for informational All visitors must be cleared for access through
purposes. Sikorsky Aircraft Security. Send all visitor requests
To the Attn: DFC Kaz Lott Tel. (561) 775-5240
Schedule Fax (561) 775-5414.
Scheduled presentation times will start at 8:00 am Flight Line Access

each day and conclude at 4:00 pm. Teaching
periods will generally last 50 minutes. In some Unauthorized personnel are to remain clear of the
cases periods may be longer, as required. One Flight Line/Hangars/Aircraft.
hour will be provided for lunch.
Flight Line/Hangar/Aircraft Access must first
Course Completion Criteria be cleared by Sikorsky Aircraft Hangar
Supervision and escorted to the Flight
Line/Hangar/Aircraft by a Sikorsky employee.
Participants must be present in the classroom for
at least 75% of total class time to receive a
Certificate of Attendance. Safety Glasses
Important Phone Numbers Eye protection is required in the hangars and on
the Flight Line. Aircraft Ground/Flight operations
(If access is authorized) require eye protection
Sikorsky Security Gate and hearing protection.
(561) 775-5511/-5512 (ext.5-5511/5-5512)

Photography/Recording Devices
Classroom Cameras/videos and recording devices are not
permitted on the facility unless first cleared by
Fire/Medical Emergency Sikorsky Security Manager (561) 775-5222.
(561) 775-5555 (ext. 5-5555)
9/3/2003
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NOTES
9/3/2003
Page 2 of 2
Section 2-1 development and production approach resulting in
a fleet with mixed performance capability. The
first tier will provide life extension, digitization, and
UH-60 Modernization Introduction other enhancements to make the UH-60 capable
and effective on the modern battlefield. The
second tier will focus primarily on performance
UH-60M Program Overview related capabilities needed to support the Army
Objective Force requirements that cannot be
The UH-60 Black Hawk is Army aviation’s primary achieved today within acceptable cost, schedule,
utility aircraft. With more than 1,500 fielded, UH- and risk constraints.
60s account for the largest percentage of the
Army’s annual flying hours. Serving honorably UH-60A and UH-60L model aircraft will be
since 1978, the Black Hawk is a common platform retrofitted to the UH-60M configuration using kits.
that is capable of performing multiple missions, New production UH-60M aircraft will be built under
including air assault, medical evacuation, future multi-year H-60 production contracts. The
command and control and special operations. In UH-60M will begin being fielded in the 2006/07
production between 1978 and 1988, 960 UH-60A time frame. The modernization program will result
models have been flying with an average age of in a fleet average age of 10 years.
more than 18 years. UH-60L production started in
1989. UH-60L models currently have an average UH-60M Specifications
age of eight years. As a result of the climbing fleet
age and declining mission capability rates coupled
with increased operating expenses, the U.S. General
Army’s Utility Helicopter Program Manager has
established the UH-60M modernization program to The UH-60M is a twin-engine, single-rotor, four
ensure that the Black Hawk remains a viable part bladed utility helicopter. It is designed to be joint
of the Objective Force and relevant on future forces capable and operate 24 hours a day
battlefields. including operations at night an in adverse
conditions. It is used to support the following
The modernization program of the UH-60 will types of operations:
enhance the Objective Force commander’s ability
to conduct non-linear, simultaneous, fully • Air Assault
integrated operations in order to decisively mass • Air Cavalry
the effects of the Unit of Employment or Unit of • Troop and Equipment Transport
Action’s warfighting assets. The UH-60M, • Command and Control
enhanced by digital connectivity as well as • Medical Evacuation
improved lift, range, deployability, and
survivability, will increase the commander’s ability The UH-60M carries a crew of four and up to 11
to conduct operations across the entire spectrum additional troops.
of the battlespace. The modernization program will
allow for an 8000 flight-hour airframe service life
Dimensions
extension as well as allow the insertion of new
technologies into the UH-60. Among them,
Principle dimensions of the helicopter are based
systems and equipment that increase pilot
on the cyclic stick and tail rotor pedals being
efficiency, increase mission safety and
centered and the collective stick being in its lowest
effectiveness, provide a digital communications
position. All dimensions are approximate.
architecture, and enhance survivability. Just as
aircraft systems have been enhanced to allow
increased operational flexibility, improvements in
Reliability, Availability, and Maintainability (RAM)
have also been designed into the UH-60M to
reduce Operational and Support (O&S) costs and
allow for future system growth.
The UH-60 modernization and enhancement

program will be achieved through the two-tiered
9/3/2003
Page 1 of 34
1 2 3 4 5
18 17 16 15 14 13 12 11 10 9 8 7
19 20 21 21
25 24 5 23 8 21 22
UMHV001
1. Pitot Cutter 13. No. 1 Engine

2. Backup Hydraulic Pump 14. Main Landing Gear
3. No. 1 Hydraulic Pump and No. 1 Generator Deflector/Cutter
4. Upper (Rotor Pylon) Cutter 15. Forward Laser Detector Sensor
5. Infrared Countermeasure Transmitter Provisions
Provisions 16. Step and Extension Deflector
6. Aft Maintenance Light Receptacle 17. Landing Gear Joint Deflector
7. Tail landing Gear Deflector 18. Door Hinge Deflector
8. Chaff Dispenser Provisions 19. Right Position Light (Green)
9. APU Exhaust Port 20. Fire Extinguisher Bottles
10. Rear Laser Detection Sensor Provisions 21. Formation Lights
11. Pneumatic Port 22. Tail Position Light (White)
12. Pressure and Closed Circuit Refueling 23. APU
Ports 24. Left Position Light (Red)
25. Pitot Tubes
UH-60M General Arrangement

9/3/2003
Page 2 of 34
26 27 28 29 30
39 38 37 36 35 34 33 32 31
47 26
40
40
41
42 41
43
45 42
43
44
UMHV002
26. Upper Anticollision Light 37. Tail Pylon Fold Hinges

27. Tail Drive Shaft 38. Tail Pylon Service Ladder (Same
28. No. 2 Hydraulic Pump and No. 2 Both Sides)
Generator 39. Stabilator
29. Pylon Cutter 40. HIRSS
30. No. 2 Engine Inlet 41. Windshield Post Deflector
31. External Electrical Power 42. Windshield Wiper Deflector
Receptacle 43. Static Air Temperature Sensor
32. No. 2 Engine Inlet 44. Avionics Compartment
33. Ice Detector 45. OAT Sensor
34. Ambient Sense Port 46. Ice Detector
35. Engine Fairing/Work Platform 47. Pylon Cooling Air Intake
(Same Both Sides)
36. Gravity Refueling Port (Same Both
Sides)
UH-60M General Arrangement 9/3/2003

Page 3 of 34
WIDTH WITH ESSS AND EXTERNAL
EXTENDED RANGE TANKS INSTALLED
21 FEET
FUSELAGE WIDTH WITH

FUSELAGE WIDTH HOVER IR SUPPRESSORS
7 FEET 9 INCHES INSTALLED
9 FEET 8 INCHES
20O
8 FEET
9 INCHES
5 FEET
1 INCH
3 FEET
9.5 INCHES
TREAD
8 FEET
10.6 INCHES
MAIN LANDING GEAR
9 FEET 8.6 INCHES
STABILATOR WIDTH
14 FEET 4 INCHES TAIL ROTOR
DIAMETER
11 FEET
12 FEET
4 INCHES
2.8 INCHES
MAIN ROTOR DIAMETER
53 FEET 8 INCHES
9 FEET
5 INCHES
WHEEL BASE 29 FEET

7 FEET 1 FOOT 6 FEET
7 INCHES 7 INCHES 6 INCHES
LENGTH ROTORS AND PYLON FOLDED 41 FEET 4 INCHES
FUSELAGE LENGTH 50 FEET 7.5 INCHES
OVERALL LENGTH 64 FEET 10 INCHES
UMHV003
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Page 4 of 34
TURNING
RADIUS
41 FEET
7.7 INCHES
*TAIL ROTOR IS CANTED 20 o. UPPER

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

4 INCHES WHEELBASE 29 FEET
1 INCH 5 INCHES
UMHV004
9/3/2003
Page 5 of 34
Fuselage Sections
The UH-60M fuselage sections are identical in
nomenclature and purpose as the UH-60A/L.
Significant changes have been made to the major
structural components that constitute the fuselage
to extend the life of the recapitalized UH-60A/L
airframe 8000 hours by zero-timing the airframe.
Additionally, the modification effort incorporates
advances in materials and manufacturing
processes to reduce weight and parts count as
well as enhance structural integrity. From a
maintenance perspective, the airframe changes
facilitate a decrease in operations and support
costs and increase mission availability by
enhancing reliability and maintainability.
MAIN ROTOR PYLON
TAIL ROTOR PYLON
TAIL CONE
TRANSITION SECTION
CABIN
COCKPIT
UMHV009
9/3/2003
Page 6 of 34
Cockpit In the nose avionics bay, the forward bulkhead
has undergone modification to allow the mounting
While maintaining the same physical appearance of the two Sealed Lead Acid batteries. The deck
of the UH-60A/L cockpit section, the UH-60M or floor has been structurally enhanced to support
cockpit incorporates numerous changes to the precision EGI units mount plates above and
enhance its functionality and survivability. The the active vibration control components located
cockpit section has been completely refurbished below. The upper e-bay shelf has also been
and in that process much of the structure has
been replaced or revised to accommodate
equipment that is part of the UH-60M core
configuration.
24
3
3
4
23
22
5
21
6
7 7
20 8
#1 ENG #2 ENG
#1 ENG #2 ENG OUT MASTER OUT
OUT MASTER
CAUTION
OUT RADIO CALL CAUTION
PRESS TO RESET LOW ROTOR
PRESS TO RESET LOW ROTOR FIRE
FIRE RPM
RPM
ON VID ON VID
ON VID BRT BRT ON VID
OFF OFF
12
BRT BRT
4
OFF
18 0 22 20 OFF
00
0
3
16 0 2
10 10 1
7
13 6 6
5
1
12 0 2
3
9
10 0 28 .82
03
60
55 5
50 10
45 15
10
BK LT 40 ET C 20 BK LT
VID VID
35 25
30
BK LT VID BRT CON BRT CON BK LT VID
SEL CTRL
BRT CON BRT CON
NAV REF NAV REF

SRC OBS SEL SRC OBS SEL
LOC GS RALT ALTP ALT IAS HDG VS CPLD OF F LOC GS RALT ALTP ALT IAS HDG VS CPLD
CAP CAP 250 2500 1500 120 240 500 **** CAP CAP 250 2500 1500 120 240 500 ****
10
ATT FMS ADC HDG DCU ATT FMS ADC HDG DCU
REF ON REF
REV REV REV REV REV BRG BRG
ADJ GA DECL
BRG BRG
ADJ GA DECL REV REV REV REV REV
1 2 HVR 1 2 HVR
CAP CAP
11
P-SYNC P-SYNC P-SYNC P-SYNC P-SYNC ENGINE P-SYNC P-SYNC P-SYNC P-SYNC P-SYNC
IGNITION
13 11
ST CH
LI DA ECK
K P T
E C MA ST A & LIST 12
CH A & GE OW MA
T A AG P
DATOW E
S
13
14
19 18 17 16 15
1. UPPER CONSOLE 9. INSTRUMENT PANEL 17. CHAFF RELEASE SWITCH

2. PILOT S COCKPIT UTILITY LIGHT 10. VENT / DEFOGGER 18. LOWER CONSOLE
3. FREEAIR TEMPERATURE GAGE 11. ASHTRAY 19. LOWER CONSOLE UTILITY LIGHT
4. NO. 2 ENGINE FUEL SELECTOR LEVER 12. PEDAL ADJUST LEVER 20. STANDBY (MAGNETIC COMPASS)
5. NO. 2 ENGINE POWER CONTROL LEVER 13. MAP / DATA CASE 21. NO. 1 ENGINE POWER CONTROL LEVER
6. NO. 2 ENGINE OFF / FIRE THANDLE 14. ELT 22. NO. 1 ENGINE OFF / FIRE THANDLE
7. WINDSHIELD WIPER 15. CABIN DOME LIGHTS DIMMER 23. NO. 1 ENGINE FUEL SELECTOR LEVER
8. INSTRUMENT PANEL GLARE SHIELD 16. PARKING BRAKE LEVER 24. COPILOT S COCKPIT UTILITY LIGHT
UMHV005
9/3/2003
Page 7 of 34
modified to allow new equipment to be mounted. include mounting brackets and other necessary
The nose bay door has been painted using hardware to allow the rotor brake assembly,
conductive paint and been equipped with new hydraulic components and lines to be installed.
seals for Electromagnetic Interference (EMI)
hardening purposes. All doors and exterior surfaces of the cockpit have
been painted using conductive paint for EMI
The nose section is equipped with a lower avionics hardening purposes.
bay. Equipment found in the space are
components of the Active Vibration Control Cockpit Doors
System, the Digital Intercommunications System
as well as equipment for aircraft data bus systems. The purpose and general configuration of the crew
compartment or cockpit doors is identical to the
Sweeping changes have been made within the UH-60A/L. The doors incorporate single piece
cockpit as well. The lower console enclosure, window transparencies with a circular pop-out vent
which was made of fiberglass in the UH-60A/L, is located in the lower forward corner of the window.
now an all aluminum assembly for EMI hardening
purposes. Additionally, the kick panels located at Each door is equipped with a window emergency
the pilot and copilots feet that attach to the forward release handle. The emergency release is
lower console, formerly made of Kevlar, have accomplished by using a latch handle to allow
been replaced with aluminum panels for EMI unlatching the door from either inside or outside
hardening. The lower console floor has been the cockpit. Emergency release handles are on
changed to allow added avionics equipment the inside frame of each door. They allow the
support and electrical wiring. An avionics cooling cockpit doors to be jettisoned in case of an
fan has been located on the forward right side of emergency. There is an emergency release pull-
the lower console enclosure to provide active tab on the inside forward portion of each cockpit
cooling of installed lower console components. door window for pilot egress. Data compartments
are on each cockpit door.
The structure that mounts the instrument panel
has been enhanced to allow the new narrow
profile instrument panel to be installed.
Modifications to sheet metal throughout the
cockpit tub assembly, while not readily visible,
enhance maintainability due to different and larger
penetrations or feedthroughs for wiring and other
equipment.
The windows that surround the operators have

also been impacted by changes as well. Windows
in the doors incorporate the changes made to UH-
60L Lot 21 and subsequent Black Hawks. The
windshields, which have been made of tempered
glass, are now made of a polycarbonate material
that greatly enhances its integrity and protection of
pilots flying the aircraft. The left hand upper
observation window has been changed due to the
addition of an additional circuit breaker panel.
Shelving found in both seatwells has been

changed to permit the location of multiple new
components. The seatwell covers, formerly made
of fabric, have been replaced with metalized
NOMEX covers to create an EMI shield for the
avionic components located in the seatwells.
In right side of the cockpit overhead, provisions for

a rotor brake can be found. The provisions
9/3/2003
Page 8 of 34
Instrument Panel A noticeable feature of the instrument panel
assembly profile is that it has been reduced from
The instrument panel provides visual displays on the UH-60A/L’s 58-inch wide panel to only 52.4
aircraft system to both operators and maintenance inches. This reduction in instrument panel size is
personnel. The primary instruments located on a due to the clean arrangement of the MFDs and
single piece instrument panel that is tilted back associated control panels. This narrow profile
30°. The primary flight instruments are comprised panel enhances safety as a result of the increased
of four Multifunction Displays (MFDs), Flight pilot visibility both looking forward and down.
Director/Display Control Panels (FD/DCP), and
Reversionary Control Panels. The Electronic Flight Display System (FDS)
Standby Instrument System (ESIS) display and
key ignition switch is located in the center section The Flight/Mission Display System (FDS) provides
of the instrument panel. The master warning integrated control and display of essential flight
panels are mounted on the upper instrument panel and mission information. The FDS components in
below the glare shield to inform the pilots of the cockpit include:
conditions that require immediate attention.
1. Four Multifunction Displays (MFDs).
2. Two Display Control Panels (DCPs).
3. One Reversionary Switch Panel per pilot.
4. One Electronic Standby Instrument System
Display
NON SECURE RADIOS WILL NOT BE KEYED

WHEN USING ANY SECURE RADIO OR THE
INTERCOM FOR CLASSIFIED COMMUNICATIONS
RA D IO C A LL
#1 ENG
OUT MASTER
#2 ENG
OUT
24432 #1 ENG
OUT MASTER
#2 ENG
OUT
CAUTION CAUTION
PRESS TO RESET LOW ROTOR PRESS TO RESET LOW ROTOR
FIRE RPM FIRE RPM
ON VID ON VID
OFF OFF
BRT BRT
40
OFF
180 22 20 OFF
00
3
160 2
10 10 1
7 0
136 6
5
1
120 2
10 10 3
28.82in
100
A RO
3 N 03
B
60
55 5
50 10
45 15
40 ETC 20 BK LT
BK LT VID VID
35 25
30
SEL CTRL
BRT CON BRT CON
NAV REF NAV REF

LOC GS RALT ALTP ALT IAS HDG VS CPLD OFF LOC GS RALT ALTP ALT IAS HDG VS CPLD
CAP CAP 250 2500 1500 120 240 500 **** CAP CAP 250 2500 1500 120 240 500 ****
REF ON REF
ADJ
BRG BRG
1 2 GA DECL 1 2
CAP HVR CAP HVR
IGNITION
UMAV001
UH-60M Instrument Panel
9/3/2003
Page 9 of 34
Upper Console
All cockpit electrical controls are on the upper and
lower consoles and instrument panel. The upper
console, overhead between pilot and copilot,
contains engine controls, fire emergency controls,
heater and windshield wiper controls, internal and
external light controls, electrical systems, and
miscellaneous helicopter system controls. The
rear portion of the upper panel contains the dc
essential bus circuit breaker panels. Provisions for
a rotor brake are located to the outboard side of
the pilot’s side of the overhead console.
NO. 1 DC ESNTL BUS VIB

CARGO HOOK NO. 2 DC ESNTL BUS
NO. 1 AUX CABIN NO. 1 EMERG REL CONTR ARM NO. 2 VHF AUX VOR/ NO. 2 PLT
ENG LIGHTS IFF CB ICS ESNTL ESSS CONT NORM CKPT SAFE PLT EGI AM CB ILS ESNTL ICS
1 O
5 5 5 35 4 2 7 2 O P 2 5 5 35 2 2 2
F E
FIRE SEC PNL SENSE JTSN F N MSTR PRI PNL SENSE
DET SPLY OUTBD WARN SPLY
ON SHORT ALL ARMED
NO.1 CARGO NO. 1 HOIST ESSS PLT NO. 2 BACKUP PLT PLT NO. 2 ICS
STAB SAS ECP HOOK VHF CABLE JTSN BATT GENERATORS CDU ADC HYD FD/ MFD DCU ICU
1 1 STBY INST NO. 1 NO. 2 NO. 1 NO. 2 APU 1 1

7 2 5 2 5 5 5 7 2 TEST TEST TEST TEST TEST TEST
5 2 5 7 2 25 7 2 3
R R R
PWR BOOST EMER FM SHEAR INBD O O O O E O E O E CONTR DCP INBD PRI
RLSE F F F F S F S F S
F F F F E F E F E
T T T
ARM ON ON ON ON ON
FORMATION APU AIR SCE WINDSHIELD

LTS EXT PWR BOOST HI/STRT WIPER
5 EXT LTS CARGO OFF
VENT HEATER
4 RESET CONT PUMP ENG
MODE HOOK LT PARK LOW BLOWER MED
3 O O O O
N O F F F F O O
F F F F HI F F
2 O F
R F ON ON ON APU F F
M ON ON OFF HI
1 IR ON
OFF BATT GOOD

ANTI COLLISION POSITION FIRE EXTGH EMER RLSE
TEST LT
ENG ANTI-ICE PITOT HEAT
LIGHTS LIGHTS RESERVE BATT LOW
NO. 1 NO. 2 LEFT RIGHT
UPPER DAY DIM STEADY O
B F O O O O
OIL HOT ACC LOW
O O O F F F F F
T F F F F F F
APU FAIL APU ON
H F F MAIN
ON ON ON ON
LOWER NIGHT BRT FLASH
LIGHTS FUEL BOOST FUEL BOOST
SECONDARY PUMP PUMP
WHITE CPLT MWC LTD SW PLT MWC
O
NO. 1 APU O
NO. 2
F F WINDSHIELD ANTI-ICE FUEL

F APU FIRE F COPILOT CTR PILOT IND
ON ON
BLUE DIM BRT DIM BRT DIM BRT O O O
F F F
F F F
LIGHTS ON ON ON TEST
SECONDARY UPR CSL LWR CSL INST PNL
OFF BRT OFF BRT OFF BRT OFF BRT
CABIN FIRE DETR TEST

DOME LT OPER
1
WHITE LAMPS
O 2
F
F
TEST
BLUE
ENG OVSP TEST

A NO. 1 B A NO. 2 B
ENG SPD TRIM

DECR
O
F
F
INCR
UMAV002_1
UH-60M Overhead Console

9/3/2003
Page 10 of 34
Lower Console
The lower console extends rearward through the
cockpit between the pilot and copilot, is easily
reached by either pilot. The console is arranged
with communication panels, navigational panels,
mission equipment panels, and flight
attitude/stability controls. The console also houses
the battery bus and battery utility bus circuit
breaker panel.
9/3/2003
Page 11 of 34
Pilots Seats
The pilot and co-pilot seats in the UH-60M replace
those found in the UH-60A/L. The new seats are
common the U.S. Navy MH-60 model aircraft. The
seats are designed to accommodate 5th percentile
female through 95th percentile male pilots as well
as incorporate enhanced safety and comfort
features. The UH-60M crew station seats function
and general configuration remains the same. The
seats are intended to provide a man-machine
interface as well as ballistic protection.
UH-60M Pilots Seats

9/3/2003
Page 12 of 34
Variable Load Energy Absorber Adjustment Seat Adjustment Controls
An additional control has been added that allows Vertical and forward/rearward seat adjustment
the adjustment of the crash load attenuation controls of the UH-60M seat are common with the
capability of the seats. A Variable Load Energy UH-60A/L. Levers located on the bottom left and
Absorber (VLEA) is located on the back, center of right sides of the seat buckets are used to adjust
side of the seat back. The adjustable VLEA is the seat height and forward or rearward positions.
equipped with a control lever, which is located on The levers are spring loaded and return to the
the right side of the seat. The adjustment lever locked position when released.
permits the seat load to be varied between 140
and 250 pounds in 20-pound increments. The
VLEA adjustment lever has seven detented
positions that can be selected using the liner lever.
The VLEA minimum setting requirement is 140 Emergency Tilt Release Levers
lbs. In the event of the seat stroking due to hard
landing or crash loads, red bands appear on the Common with the UH-60A/L, the emergency tilt
outside of the VLEA housing. release levers are on each side of the seat support
frame. The seat may be tilted back into the cabin
for removal or treatment of a wounded pilot. Seat
tilting can be done from the cabin, only with the
seat in the full down and aft position by pushing in
on the tilt handles, and pulling the seat top
rearward.
Seat Adjustment Controls
Emergency Vertical Release Lever
The emergency vertical release lever permits the

seat to drop to the lowest adjustment point for
Variable Load Energy Absorber tilting. The release lever is on the upper center
back of the seat and is actuated by pulling right on
the lever.
Seatbelts
Operator’s seats shoulder harnesses, seatbelts,

crotch straps, and buckle assemblies are all
common in purpose, configuration, and utilization.
Use of the belts and straps adjustment fittings, and
single-point release mechanism are identical with
the UH-60A/L.
VLEA Adjustment Lever
9/3/2003
Page 13 of 34
Protective Armor
The UH-60M seat provides improved pilot armor UH-60A

protection due to manufacturing changes. Just as Tiled
with the UH-60A/L, armor protection is provided
Armour
for the body of the seat occupant against 7.62 mm
rounds from the side and from the back and Bucket
below. The UH-60M seat armor bucket uses a
contoured monolithic tile design that eliminates the
18 individual tiles found on the UH-60A/L seat
armor system. The new design also provides
increased coverage as a result of eliminating the
large cutouts found on the legacy seat armor
package.
UH-60M Monolithic Armor Bucket
9/3/2003
Page 14 of 34
Cabin Section
The cabin section of the UH-60M is functionally

identical to that of the UH-60A/L. The new
production cabin section permits service life to be
extended to 8000 hours. Significant analysis has
been conducted of the wear and usage of fleet
airframe components in effort to target required
improvements and design criteria to achieve them.
Cabin Structure
The cabin structure has been manufactured using

multiple new technologies that allow for weight
reduction, increased corrosion resistance, as well
as a configuration that permits a great degree of
flexibility for the incorporation of mission
equipment kits.
Improved
Firewalls
Integral
ESSS/Frames
Improved Step Design
HSM Cabin Upper Enhanced Water
CH-60 Upper Integrity
Structure
HSM Cabin Tub Structure

(80% HSM)
SOA Penetrations
“Flexibility for Future
Growth”
Built-in Provisions for
Electrical Clips
Side Framing
Stub Wing Structure (66% HSM)
Beef-up
9/3/2003
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High Speed Machining An example of the use of HSM components can
be found in the Station 295 and Station 308
Many of the primary structural elements used in frames. The External Stores Support System
the construction of the cabin section use a process (ESSS) support fittings previously were piece built
known as High-Speed Machining (HSM). HSM is or made up of ribs, caps, doublers, and clips. The
a process through which components are made ESSS fittings are now made of two single piece
from or machined as a single component. The components that span the width of the cabin
principle advantages afforded by the use of HSM section. This construction method allows greater
in aircraft manufacturing are the enhancement of airframe strength and decreased risk of cracking.
structural rigidity or strength, reduction of total
parts counts, a decrease in the time required for
manufacturing and ultimately cost.
HSM Station
295/308
Frame Rough Cut
HSM Station
295/308
Frame Finished
Product
9/3/2003
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Examples of High Speed Machined Monolithic Parts
“Before” and “After” HSM Tail Components
9/3/2003
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Troop/Cargo (Cabin) Doors Door Locks
The aft sliding doors located on each side of the Key door locks are installed on each of the cabin,
troop/cargo compartment are functionally identical cockpit, avionics compartment, and transition
to those found on the UH-60A/L. Operation of the access doors. A common key is used to lock and
single-action door latches that allow the doors to unlock the doors from the outside to secure the
be latched in the fully open or fully closed helicopter. Each crew chief/gunner sliding window
positions remains unchanged. is locked from the inside only.
Crew Chief/Gunner Windows Cabin Interior - Soundproofing
The crew chief/gunner windows on the UH-60M Cabin interior panels have been revised to allow
are identical in function and use to the UH-60A/L. for a better fit as well as to accommodate added
Both crew chief windows are forward sliding hatch EMI shielding requirements. Forward cabin flight
windows that are split vertically into two panels. control panels or “broom closet covers” as well as
the cabin ceiling panels incorporate metalized
fabric, conductive seals, and conductive paint on
the interior surfaces.
Broom Closet Cover

• Conductive Paint on Ceiling Panels
Inside Surfaces •Conductive Material on
Upper Surface
•Conductive Seals
Soundproofing Panel Improvements
9/3/2003
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Cabin Overhead Equipment Arrangement
Many of the aircraft systems components located

in the cabin overhead have been removed and
replaced by new equipment or relocated to new
positions.
AVC Mechanical Units Dimmer
Blade De-Ice Troop
Unit Commander
(relocated) ICS
Generator
Potentiometer Control
(relocated) Unit (relocated)
Dimmer
ESIS Air
Air Data Data
Computers Computer
Forward Cabin Overhead - Lkg Fwd, Up Blade De-

Ice Eqpt.
CVR/FDR (relocated)
Generator
Aux Fuel Control
Signal Unit
Conditioner
Aux
Fuel
Relay
Data Panel
Concentrator
Units
Aft Cabin Overhead - Lkg Aft, Up

9/3/2003
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Crew Chief/Gunner Seats Troop Seats
The two seats located in the forward cabin area The UH-60M troop seats have been changed to
that are outward facing seats, are for the crew enhance safety as well as increase usability by
chief/gunner. Each seat faces a window. Each eliminating cabling and associated mounting
seat steel tube supported assembly with a fire- hardware. 13 seats can be installed in the cabin.
resistant, high strength fabric seat and backrest.
Each seat contains two lower energy attenuators Each troop seat has a belt and shoulder harness
designed and oriented to reduce personal injury in for body restraint. The backs and seat pans are
a crash. Each seat has a complete lap belt and attached by means of tubular supports to the cabin
dual torso-restraint shoulder harness attached to a ceiling and floor. Each seat contains two lower
dual action rotary release buckle. The shoulder energy attenuators designed and oriented to
harness is connected to inertia reels on the seat reduce personnel injury.
back and bottom. This gives the wearer freedom
to move about his station. The restraint system is Just as with the UH-60A/L, the troop seats can be
equipped with a single action rotary release buckle removed from the cabin and stowed in the
with a guard. A release plate must be pressed to stowage compartment or hung along the back
allow rotation of release, preventing inadvertent cabin wall.
handle rotation from contact with equipment, etc.
The inertia reel lock control is replaced by a
shorter push/pull manual locking control. Push in
and the inertia reel is manually locked in place.
When the control is pulled out, the reel will lock on
sudden pull.
Top
Top Cross Head Rest
Fitting
Beam
Attenuation 4 Point
Rollers Harness
Upper
Vertical
Guide Tubes Attenuation Adjusters
Tubes
Secondary
Tubes Rotary Quick
Fabric Release
Cover
Cross Braces
Quick Release Bottom Fittings

Pins (Quick release) Hinged
Rigid
Lower Seat Pan
Vertical
Guide Tubes
UH-60M Troop Seat
9/3/2003
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MA16 Inertial
Reels Stand Up
Harness
MA16 Inertial Rotary

Reel Quick
Release
UH-60M Crew Chief/Gunners Seat
UH-60M Cabin Seating Arrangement

9/3/2003
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Transition Section Many transition section changes are not
immediately noticeable, while several are. The
The transition section interconnects the cabin majority of the enhancements involve building
section and the tail cone. The transition section additional structural strength into transition
contains the main fuel cells, storage areas or structure as well as drive shafting brackets,
provisions for mission equipment kit installations IHIRRS and work platform interface with the
and avionic and electrical equipment. It’s physical transitions section.
arrangement and function remains unchanged
from the UH-60A/L. Use of transition section
space has been greatly increased using available
overhead space in the forward transition section
as well as additional space made available by the
installation of racks and shelving. As with the
Cabin section structural components, the transition
section is new production as well. The new
transition increases service life by 8000 flight
hours.
Replace Drive Shaft

Brackets
Added Stringer
BL – 0
Firewall
Reinforcement - Replace Tailcone
Added Angles, Attachment
Doublers & Straps
Replace Vapor
Barrier
Attachment
Angle
Fuel Cell
Structure/Foam
Replacement
Transition Structural Improvements
9/3/2003
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Transition Avionics Bay Access Door lockable support strut. The door is made of
composite material with an integral layer aluminum
Located on the right side of the transition section, mesh for EMI hardening. Additionally, the door is
the transition avionics bay access door allows equipped with EMI gasketing to provide proper
greatly improved access to the avionic equipment electromagnetic sealing and protection of avionic
located in the tail cone, transition section, and the equipment housed in the transition section.
rear side of the fuel cells. The door is secured by
two latches and is held in the open position by a
Transition Access Door
9/3/2003
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Transition Avionics Shelves
Shelving located in the aft transition section allows

the installation of multiple avionic and electrical
processors and control boxes. The shelving is
conductive and care should be taken when
removing and installing so as to ensure proper
electrical boding of equipment mounts, shelving
and surrounding airframe structure.
New IDM ALQ-144 Converter space AFCS Rate

IFF Unit and weight Gyro (qty 2)
Transponder Stormscope
KY-100 Data Bus

Couplers
AFCS ARC-
Computer 201D
Low
Pass
ARC- Filter
201
Amp.
APR-39
APR-39 Processor
Blanking
Unit
HF
RT-1749/URC Amp
HF Radio
AVR-2
Comparator
Transition Equipment Installation
9/3/2003
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Tail Cone Tail drive shaft support brackets have been
constructed with reinforced doublers. Stringers
The tail cone contains the tail rotor control cables, throughout the tail cone structure have been
electrical and avionic components. The tail cone reinforced by either as a result of a thicker build or
also provides the structural interface for the tail through the use of reinforced doublers. High-
drive shafting and the tail landing gear assembly. speed machined frames are also used in the tail
The UH-60M tail cone has been recapitalized to cone at Stations 485 and 505.
allow service life extension. The tail cone has had
numerous structural enhancements to provide
greater reliability and decrease maintainability
requirements.
Thicker Driveshaft Brackets Thicker Stringers

With Reinforced With Reinforced Doublers
Doublers
Thicker Stringers With

Reinforced Doublers
Lower Shear Deck
Tail Cone - Top
Thicker Lower
Stringers &
Plating
Added Shear Ties

On Station Frames
505, 525, 545, AND
565
Tail Cone - Bottom
Recapitalized Tail Cone

9/3/2003
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Tail Rotor Pylon
The tail rotor pylon provides mounting for the

intermediate gearbox (IGB) and tail gearbox
(TGB), associated drive shafting as well as
antennae, a cambered fin, and the stabilator. The
recapitalized tail rotor pylon incorporates
numerous structural upgrades for service life
extension. Doublers have been added to the tail
rotor pylon in several locations to reduce the
likelihood of structural fatigue and cracking. The
tail rotor gearbox mount fitting has also been
replaced.
Whip Antenna Mod

New Tail Rotor Gear Box
Fitting
New Reinforced Camlocks (9 PLCS) Replace/Add

And Hinges Common To #1 VHF/FM Crescent
Antenna Fairing Doubler
Replace With
Thicker Doubler
Mod Bushing Kit

For Folding
Stabilator
Reinforced
Doublers &
Stringers
Recapitalized Tail Rotor Pylon
9/3/2003
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Folding Stabilator The stabilator center box provides the mechanical
interface with the tail rotor pylon. The center box
The most noticeable modification to the tail rotor is also equipped with locking mechanical locks
pylon and its associated components is the and position switches The switches are wired in
stabilator. The stabilator is comprised of three series to provide an indication that the stabilator
sections: two outboard foldable panels and a panels are in the down and locked position.
center section or center box. The outboard panels
are configured with an equal planform area and
can be folded upward on hinges mounted to the
center box.
MH-60K Folding
Stabilator
Existing UH-60
Stabilator
Limit Switch and

Stabilator Actuator Position Transmitter
Attachment Clevis Attachment Clevis
Stabilator Elastomeric Stabilator/Airframe

Bearings Attachment Points
Stabilator Center Box Assembly
9/3/2003
Page 27 of 34
Lockpin Assembly
Lockpin “Keeper” Lockpin Switch
Stabilator Panel Locking Hardware Lockpin “Keeper”
9/3/2003
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Main Rotor Pylon
The main rotor pylon is an aerodynamically

shaped structure that houses all mechanical flight
controls, main rotor transmission, engines,
auxiliary power unit (APU) and other utility
equipment systems. The main rotor pylon general
configuration and purpose is identical to the UH-
60A/L. All access panels, doors, and fairings are
identical to the UH-60A/L. All composite fairings
have been refurbished. The existing paint was
removed and a new anti-static paint has been
applied. Firewalls located in the aft section of the
main rotor pylon feature improved lower parts
count assemblies common with later lot UH-60L
aircraft.
UMHV009_2
Main Rotor Pylon
9/3/2003
Page 29 of 34
Landing Gear System – Weight-on- Landing Gear System – Parking Brake
Wheels (WOW) Switch Functions Handle Controls
The landing gear system incorporates changes The function, physical configuration, operation,
made to the landing gear shock strut and drag and caution/advisory indications of the wheel
beam assembly. These changes allow the UH- brake system and parking brake remain
60M to match the landing gear system unchanged from the UH-60A/L. The parking brake
configuration found in Lot 21 UH-60L aircraft. handle has been relocated to a control panel
mounted in the center mid-section of the lower
The Lot 21 modifications upgrade or refurbish the console to permit easy access for both pilots.
shock strut assembly, replace drag beams, and
replace seven lug wheels found on early UH-60A Tail Landing Gear – Tail Wheel Lock
aircraft. Additionally, the Lot 21 configuration
increases upper shock strut nitrogen pressure to
1000 psi. The function, physical configuration, and operation
of the tail landing gear system remain unchanged
The function of and physical location of the WOW from the UH-60A/L. The TAIL WHEEL locked
switches are identical to the UH-60A/L. switch and indicator has been relocated to the
center of the lower console to permit easy access
for both pilots. The indicator provides a LOCK
indication when the tailwheel lockpin has been
extended into the tail wheel fork. The UNLKD
indication is presented when the lockpin has been
retracted from the fork.
TAIL WHEEL
UNLKD
PARKING BRAKE
LOCK
UMAV003_16
Parking Brake/Tail Wheel

Lock Control Panel
Main Landing Gear

Assembly
9/3/2003
Page 30 of 34
Airframe Electromagnetic Electromagnetic Environmental Effects or E3 is the
Environmental Effects (E3) Hardening impact of the EME upon the operational capability
of military forces, equipment, systems, and
platforms. It encompasses all electromagnetic
Electromagnetic Effects General Information disciplines, including Electromagnetic
Compatibility
Many weapons systems have experienced (EMC)/EMI; Electromagnetic Vulnerability (EMV);
increasing problems involving performance Electromagnetic Pulse (EMP); Electronic
degradation or damage of electrical, electronic, or Protection (EP); Hazards of Electromagnetic
avionic equipment, systems and subsystems due Radiation to Personnel (HERP), Ordnance
to inadequate consideration of the intended (HERO), and volatile materials such as fuel
operational Electromagnetic Environment (EME). (HERF); and natural phenomena effects of
In some cases, electromagnetic effects may be lightning and precipitation static (p-static).
temporary and normal system operation returns
when the emissions are reduced or removed. In
other cases, the effect on equipment may be
permanent requiring the replacement of aircraft
systems or components.
Electromagnetic Environment
9/3/2003
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The EME in which military platforms/systems such • Burnout or voltage breakdown of
as the UH-60M and its subsystems/equipment components, antennas
must operate is comprised of a multitude of natural • Performance degradation of receiver
and manmade sources. Natural sources consist signal processing circuits
of: • Erroneous or inadvertent operation of
electromechanical equipment, electronic
• Atmospheric noise circuits, components, ordnance
• Solar noise • Unintentional detonation or ignition of
• P-static ordnance and flammable materials
• Lightning • Personnel injuries
• Electro Static Discharge (ESD)
Manmade sources can be either friendly or hostile UH-60M Electromagnetic Effects Protective
emitters, both intentional and unintentional. Design Features
Examples of intentional emitters include, but are
not limited to the following types of The UH-60M design incorporates multiple
subsystems/equipment: measures to provide E3 protection for system,
subsystems, and equipment by creating shielded
• Communications volumes throughout the airframe as well as using
• Navigation grounding and bonding to meet the requirements
• Meteorology of ADS-37A. Shielded volumes have been
• Radar, Weapon, and Electronic Warfare created using several methods. In some
(EW) locations, panels previously made of composite
materials have been replaced with aluminum
Unintentional emitters can be any item that uses, panels. In other locations, aluminum mesh has
transforms, or generates any form of been bonded to the composite material and used
electromagnetic energy. Therefore, any electrical, in conjunction with numerous conductive
electronic, electromechanical, or electro-optic materials. The following is a list of equipment or
device can be an unintentional emitter. Examples components that have been modified or changed
of unintentional emitters include the following: in effort to enhance the UH-60M electromagnetic
effects protective capabilities:
• Intentional radiators emitting other than
the intended emission • Nose Door- (Paint Door and Install
• Computers and associated peripherals Gaskets)
• Televisions, cameras, and video • Cockpit Doors- (Paint Doors and Replace
equipment Grounding Pads)
• Microwave ovens • Center Well Panels- (Composite with
• Radio and radar receivers Aluminum Mesh)
• Power supplies and frequency converters • Center Console Skins- (Aluminum Sheet
• Motors and generators Metal)
• Electrical hand tools.
Undesired electromagnetic energy may degrade

the performance of an item temporarily, in which
case the item may operate in a degraded mode
when sufficient electromagnetic energy is present.
Alternatively, the electromagnetic energy may
cause permanent damage, in which case the item
will not operate until it is either repaired or
replaced and the E3 problem has been resolved.
Examples of the effects that can be caused by

undesired electromagnetic energy, depending on
the victim, are:
9/3/2003
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• Center Console Kick Panels- (Aluminum • Floor Panels- (Paint Underside of Panels)
Sheet Metal) • Interior Panels- (Nickel Nomex Fabric
• Glare Shield- (Composite with Aluminum (metalized))
Mesh) • Station 398 Barrier- (Nickel Nomex Fabric
• Seatwell Covers- (Nickel Nomex Fabric (metalized))
(metalized)) • Transition Avionics Bay Door- (Composite
• Doppler Antenna Cover Plate- (Aluminum with Aluminum Mesh and Gaskets)
Sheet Metal) • Transition Fuel Vent and Drain Line
• Tub Buttline-0 Vent- (Aluminum Mesh or Enclosure- (Aluminum Sheet Metal)
Honeycomb Panel) • Aircraft Top Coat Paint Trade Study
• Decision (Change to Anti-Static Top Coat
Paint)
UH-60M Shielded Volumes
9/3/2003
Page 33 of 34
NOTES
9/3/2003
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Section 2-2 The T700-GE-701D engine external configuration
and general arrangement is identical to the 701C.
The 701D engine is a front drive turboshaft engine
T700-GE-701D Engine and with modular construction. The engine locations
on the aircraft as well as engine major modular
Related System Differences components are identical to the UH-60A/L and
Description T700-GE-701C.
The T700 engine used on the UH-60M The 701D engine modification was developed as
incorporates new components to modify the part of the Army’s Component Improvement
engine to the T700-GE-701D configuration. Program (CIP). The CIP focuses on extending
The upgrade of the 701C engine permits an and improving the lives of parts used in Army
increase both in the power of the engine and its
maintainability by allowing for an increase in time
between engine removals. The higher-powered
701D engine increases the flight performance of
the UH-60M. The result is increased internal and
external load carrying capacity.
Engine Section Impacted by 701D Improvements
9/3/2003
Page 1 of 24
engines. As part of the CIP, the current 701C The modifications specified for the 701D engine
engine has been upgraded with parts that are are used in other engines produced by GE, such
composed of higher temperature capability as the CT7-9B. Nine out of the 11 new parts in the
materials. These improved materials are already 701D engine are already in production and only
being used in other General Electric engines such require assembly into a current 701C engine. The
as the CT7-5, CT7-8, and CT7-9 engines and two remaining parts are made from existing
provide longer lives or increased power capability common forgings. The changed parts use a
for the 701D engine. combination of new materials and/or coatings or
coating processes that have not previously been
The 701D powerplant system modifications impact used on military versions of the T-700 engine.
the following engine modules and/or system
functionality:
• Hot Section Module

• Power Turbine Section
• Digital Engine Control Software
• Engine Indication Bias
• Cockpit Controls and Displays
CT7-8
CT7-9 Stage 2
CT7-9 Stage 2 CT7-5A Stage
New Stage 1 Blade 3 Blade
Combustor Solid Shroud Nozzle w/ 4 TE
w/TBC
Slots
CT7-9 Stage
1 Nozzle
CT7-8
Stage 1
CT7-9 CT7-9 CT7-9 Short Redesigned
Blade
Interstage S2FCP rotor bolts S2ACP (New)
w/TBC
seal
Specific Engine Components affected by 701D Improvements
9/3/2003
Page 2 of 24
T-700-GE-701D Engine Variable Geometry: Inlet Guide vanes, Stage 1
and Stage 2
Characteristics Type of Combustion Chamber: Annular through
flow
Type of Engine: Turboshaft Turbine Stages: Two stage air cooled GG
Engine Weight (Dry): 456.3 Lbs. Turbine, 2 stage uncooled PT
Engine Length: 46.12 inches Direction of Rotation: Clockwise – viewed from
Engine Diameter: 15.55 inches aft end of engine
Output Power: Power Turbine Inlet Temperature (T4.5): 852°C
• Max Continuous:1716 shp @ 20,900 rpm @ MRP. T4.5H: (Max Measured) 852° C. Max
• Intermediate: 1902 shp @ 20,900 rpm allowable: 879° C
• Maximum (10 Minute): 1994 shp @ Fuel Type: MIL-PRF-5624T, JP-4, JP-5 and JP-8
20,900 rpm +100
• Contingency (2.5 minute): 2000 shp @ Lubrication Oil: MIL-PRF-7807, MIL-PRF-23699
20,900 rpm Oil Temperature: 132° C (270° F) – 149° C
• RPM – 100% Ng: 44,700 rpm (300° F)
• RPM – 100 Np: 20,900 rpm Oil Pressure: 85 psid @ intermediate power
Type of Compressor: Five stage axial, single- (Max) – 45 psid (Min)
stage centrifugal flow
Number of Compressor Stages: 6
T-700-GE-701D Turboshaft Engine
9/3/2003
Page 3 of 24
T-700-GE-701D Engine
Components/Subsystems
The following internal engine components have

been modified or changed as a result of the 701D
engine upgrade.
Improved Combustor with Thermal Barrier Stage 1 Blade with Thermal Barrier Coating
Coating (TBC) (TBC)
An improved combustor with a low Peak The Stage 1 blade from the CT7-8 engine uses a
Temperature Factor (PTF) liner has been Thermal Barrier Coating (TBC) to improve
incorporated to improve hot section durability. durability in high temperature environments. An
This combustor is currently being used on the extended plenum (recessed pocket) has been
CT7-9B engine. added to the tips of the blades. This prevents
blade coolant exit holes at the bottom of the
plenum from being covered by smeared metal in
the event of a rub with the shroud.

Stage 1 Nozzle
Inner band cooling has been added to the Stage 1

nozzle to improve the durability of the part. This is
similar to the CT7-9B engine.
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Page 4 of 24
Redesigned Second Stage Aft Cooling Plate
(S2ACP)
Stage 2 Blade with 4 TE Slots
The Stage 2 aft cooling plate has been
The Stage 2 blade in the CT7-8 engine is redesigned. Material has been added to the bore
manufactured out of a new material and uses an to reduce stress. Cooling holes have been added
improved cooling scheme for greater durability. to cool the Stage 3 disk.
Second Stage Forward Cooling Plate (S2FCP) Stage 2 Nozzle
The Stage 2 forward cooling plate is made of an A different cooling scheme and upgraded material
improved material and it is a lower stress design. have been applied to the Stage 2 nozzle to
This cooling plate is currently being used in the improve durability. This nozzle is currently being
CT7-9B engine. used in the CT7-9B engine.
9/3/2003
Page 5 of 24
Short Rotor Bolts
New short rotor bolts from the CT7-9B gas

generator rotor are used. The shorter bolts
contribute to enhanced performance by allowing
greater LCF life capability.
Power Turbine Section Module
Interstage seal - CODEP Coated
The interstage seal from the CT7-9B engine

consists of a new material, which provides greater
corrosion and oxidation resistance and has been
CODEP (Co-Deposition) coated. The new material
and coating help to improve the component
durability.
Stage 3 Blade
The Stage 3 blade material has been changed to

new material in order to improve component
durability. This blade is used on the CT7-5A
engine.
Hydromechanical Unit (HMU)

The accel and VG 3D cam in the engine 3D
Hydromechanical Unit have been changed to
improve the engines accel schedule in high
altitude, hot day conditions.
New Stage 1 Solid Shroud
The 1st Stage Solid Shroud is made of a new

material that replaces earlier ceramic coatings.
The new solid shroud replaces the current ceramic
solid shroud to improve component durability in a
sand environment.
9/3/2003
Page 6 of 24
Improved Hover Infrared Suppressor Deswirl Assembly
System (IHIRSS)
The UH-60M is equipped with the Improved Hover The total quantity of deswirl vanes have
Infrared Suppressor System (IHIRSS). It decreased from 20 to 14. The physical installation
incorporates enhanced missile threat survivability and mounting of the deswirl assembly remains
features over those provided by the IHIRSS unchanged.
system found on the UH-60A/L aircraft. The
IHIRSS is designed to channel exhaust gasses Core Assembly
through the three-stage core and inner baffle to
induce the flow of cooling air from the engine bay Coatings on the ducting and the three stages of
and the inlet scoops. The IHIRSS system, as with the core assembly have been changed to enhance
its predecessor, has no moving parts. It contains their heat resistive abilities. Additionally, core
a three-stage removable core that reduces metal assembly vanes have been removed to improve
surface and exhaust gas temperature radiation core airflow. The installation and mounting of the
and prevents line-of-sight viewing of hot engine IHIRRS core is identical to the UH-60A/L HIRSS
surfaces. The three-stage core and inner baffle components.
cold surfaces are coated with low-reflectance
material. To maximize exhaust cooling, engine Baffle Assembly
exhaust is ducted outboard and downward by the
engine, away from the helicopter, by the exhaust Baffle assembly coatings have been changed for
deflector, where additional cooling air is provided improved thermal performance. Baffle gussets
by the main rotor downwash. have also been modified. The baffle assembly
mounting and installation is unchanged from the
The following IHIRSS components have been UH-60A/L HIRSS configuration.
impacted by the changes made to the system. For logistics and support purposes, all IHIRSS
parts will be direct replacement parts for current
HIRSS parts of same name.
Core Assembly
(Duct - Stage 1,2 & 3) Baffle Assembly
Deswirl Assembly
• Quantity of vanes • Coating changed • Coating added

reduced from 20 to 14 • Vanes removed • Gussets modified
9/3/2003
Page 7 of 24
T-700-GE-701D Engine Control Engine Control Quadrant
System
With the exception of a change in the Lucite
The UH-60M engine control system is identical in inserts found on the No. 1 and No. 2 ENG EMER
purpose and general configuration to that of the OFF T-handles, the control quadrant is identical
UH-60A/L. The control system consists of an with the UH-60A/L. The T-handle Lucite inserts
engine control quadrant, Digital Engine Control have been modified to satisfy Night Vision Goggle
Unit (DECU), speed control, and load demand (NVG) lighting requirements.
system.
UMFC003
9/3/2003
Page 8 of 24
Digital Engine Control Unit (DECU) No. 1 and No. 2 Engine Overspeed
Protection System Test Switches
The DECU controls the electrical functions of the
engine and transmits operational information to The No. 1 and No. 2 ENG OVSP TEST A and
the cockpit. The DECU has been modified on the TEST B switches have been moved. Previously
UH-60M helicopter due to Turbine Gas located on the center panel of the overhead
Temperature (TGT) bias and limiter change. The console, the switches have been relocated to the
TGT bias is now –112°C on the T700-GE-701D bottom portion of the left panel of the overhead
engine compared to –71°C on the T700-GE-701C console.
engine. The bias has been changed due to the
increase in temperature in the hot section of the Engine Speed Trim Control Switch
engine and to ensure similarity between engine
display limits in the event that a T700-GE-701C The engine speed control switch has been
and a T700-GE-701D engine are installed in the relocated from the collective stick grips to the
same aircraft. bottom portion of the left panel of the overhead
console. Use of the engine speed control switch is
identical with the UH-60A/L.
FORMATION
LTS
5 EXT LTS CARGO
CARGO HOOK NO. 2 DC ESNTL BUS 4
NO. 1
ENG LIGHTS IFF
AUX
CB
CABIN
ICS
NO. 1
ESNTL ESSS CONT
EMERG REL
NORM
CONTR
CKPT
ARM
SAFE PLT
NO. 2
EGI
VHF
AM
AUX
CB
VOR/
ILS
NO. 2
ESNTL
PLT
ICS MODE HOOK LT
O
3
1
5 5 5 35 4 2 7 2 O P 2 5 5 35 2 2 2
F E
N O
ON SHORT ALL ARMED
STAB
7
1
SAS
5
ECP
2
HOOK
5
VHF
5
CABLE
5
JTSN
7
1
2
STBY INST
BATT
NO. 1 NO. 2 NO. 1
GENERATORS
NO. 2 APU
CDU
5
ADC
2
HYD
5
FD/
7
1
MFD
25
DCU
7
1
ICU
3
2 O F
R F
2 TEST TEST TEST TEST TEST TEST 2 2
R R R
F F F F E F E F E
M
IR ON
T T T
FORMATION
ARM ON ON ON ON
AIR SCE
ON
WINDSHIELD
1
APU
5 EXT LTS CARGO OFF
VENT HEATER
BLOWER
OFF
MODE HOOK LT PARK LOW MED
3 O O O O
N O F F F F O O
ANTI COLLISION POSITION

F F F F HI F F
2 O F
M ON ON OFF HI
1 IR ON
OFF
ANTI COLLISION
LIGHTS
POSITION
LIGHTS
FIRE EXTGH
RESERVE
EMER RLSE
TEST LT
BATT GOOD
BATT LOW
ENG
NO. 1
ANTI-ICE
NO. 2
PITOT
LEFT
HEAT
RIGHT
LIGHTS LIGHTS
B
F
OIL HOT ACC LOW O O O O
UPPER DAY DIM STEADY
O O O F F F F F
T F F F F F F
APU FAIL APU ON
B
H F F MAIN
ON ON ON ON
SECONDARY
LIGHTS FUEL BOOST
PUMP
FUEL BOOST
PUMP O O O
WHITE CPLT MWC LTD SW PLT MWC APU
F F
NO. 1 NO. 2
T
O O
APU FIRE COPILOT CTR PILOT IND
F F
F F
BLUE DIM BRT DIM BRT DIM BRT

ON ON
O
F
O
F
O
F
H
LIGHTS
F
ON
F
ON
F
ON TEST LOWER NIGHT BRT FLASH
LIGHTS
OFF BRT OFF BRT OFF BRT OFF BRT SECONDARY
CABIN FIRE DETR TEST WHITE CPLT MWC LTD SW PLT MWC
DOME LT OPER
1
WHITE LAMPS
O 2
F
F
TEST
BLUE
ENG OVSP TEST

A NO. 1 B A NO. 2 B
ENG SPD TRIM

DECR
O
F
F
LIGHTS
INCR

UMAV002_1
Overhead Console

DOME LT OPER
1
WHITE LAMPS
O 2
F
F
TEST
BLUE
ENG OVSP TEST

A NO. 1 B A NO. 2 B
ENG SPD TRIM

DECR
O
F
F
INCR
UMAV002_6
O/H Console – Left Panel
9/3/2003
Page 9 of 24
T-700-GE-701D Indications two tape groups to the right of the center tape
group contain engine 2 data. The mid-center tape
group contains transmission data. The lower
Flight Display System Engine middle tape group contains fuel data.
Indications The engine related instrument displays are
labeled:
The flight display system engine operating
performance indications are presented in two • Engine oil temperature – T
fashions: Using the Engine Instrument Crew • Engine oil pressure – P
Alerting System (EICAS) or as an element of the • Gas generator speed – NG
Primary Flight Display (PFD). • Turbine gas temperature – TGT
• Engine torque – Q
Engine Instrument Crew Alerting System • Power turbine speed – NP 1 and NP 2
(EICAS) Engine Data Display
The EICAS displays engine data from the selected

data concentrator units (DCUs). The top center
tape group contains rotor speed and engine power
turbine speeds. The two tape groups to the left of
the center tape group contain engine 1 data. The
No. 1 Engine Tape Engine Torque No. 2 Engine Tape

Groups Indications Groups
9/3/2003
Page 10 of 24
Engine / Fuel
Drive Train
Power Pod & EICAS Display
Engine / Drive Train / Fuel Instrument CPCI A429 Fault
Miscompare
Engine / Drive
A429 Miscompare
Train / Fuel
Fault Condition
ARINC 429 Receiver
MFD
Miscompare
CPCI
ARINC 429 ARINC 429

FMS-1 DEC Fault Codes
DCU-1 DCU-2 DEC Fault Codes
FMS-2
Chip Detector IBIT Chip Detector IBIT
Reversion DCU Status DCU Status
Switch Panel AVCS Status AVCS Status
Fuel Quantity Analog Fuel Quantity
Discrete Engine / Drive Train / Fuel
Discrete
Chip Power
Lamp Test
Aircraft Engine / Drive Train /

Fuel
Engine Oil Temperature Engine Oil Pressure
The outer tape group on each side of the display The outer tape group on each side of the display
contains the engine oil temperature T data. Units contains the engine oil pressure P data. Units for
for the readouts are °C. Each engine has an oil the readouts are PSI. Each engine has an engine
temperature sensor that sends a signal through oil pressure transmitter, downstream of the oil
each DCU independently to the T tape; and to an filter, which sends a signal through each DCU
ENG OIL HOT caution. independently to the P tape and to an ENG OIL
PRESS caution.
9/3/2003
Page 11 of 24
Gas Generator Speed
Engine Power Turbine/Rotor Speed
The tape group second from the outside contains
the NG data. Units for the readouts are percent The top center tape group contains rotor speed
(%). Each engine alternator sends a signal NR and power turbine speed NP1 and NP2 data.
through each DCU independently to the NG tape. Units for the digital readouts are percent (%). A
speed sensor on the right accessory module
Turbine Gas Temperature transmits a signal through each DCU
independently to the NR tape. Speed sensors on
The tape group second from the outside contains each engine exhaust frame transmit a signal
the TGT data. Units for the readouts are °C. The through each DCU independently to the NP1 and
TGT indicating system consists of thermocouples NP2 tapes.
transmitting through the DECU to each DCU
independently to the TGT tape.
Torque
The tape group second from the outside contains

the torque Q data. Units for the readouts are
percent (%). The torque system shows the amount
of power the engine is delivering to the main
transmission. A torque sensor mounted on the
exhaust case measures the twist of the power
turbine shaft, and transmits this signal to the DEC
and through each DCU independently to the Q
tape. Under single engine operating conditions,
the torque limits will adjust from dual engine to
single engine operating limits. Refer to Chapter 9 Engine Out Indications
for single engine operation details. When the
airspeed changes to greater than 80 Knots Engine out indications are displayed when an
Indicated Airspeed (KIAS), the continuous torque engine out condition is detected by the DCUs. The
limit indication will automatically change from engine out indication is a large red “X” displayed
120% to 100%. across the two engine specific icons, which
overwrites the engine tape symbology within the
icons. The engine out symbol is displayed below
the readout data, however, providing the pilot
ability to continue to monitor the engine data, even
though the engine is inoperative.
9/3/2003
Page 12 of 24
Engine/Propulsion Parameter Comparison Miscompare thresholds are listed below:
The EICAS parameter values from the two DCUs EICAS Miscompare
are compared to detect possible faulty data. The Parameter Threshold
comparison is always between DCU 1 and DCU 2
data, regardless of the selected EICAS data Engine Oil
source for display. It is normal to see slight Pressure P 10.0 PSI
differences between the pilot and copilot EICAS
readouts due to the processing of parameters Engine Oil
done separately by the DCUs. Temperature T 13.0 °C
Each DCU supplies both engine 1 and engine 2 NG 4.44%

data, but there is no comparison of engine 1 and
engine 2 data. When a miscompare condition is TGT 7.3 °C
detected, the text label for the affected parameter
turns to black text on a yellow background, and a Torque Q 5.64%
yellow EIC flag miscompare annunciation with a
double arrow line appears above the torque (Q1) NP 1.02%
readout on the Primary Flight Display (PFD) power
pod. This cues the pilot to view the EICAS display NR (NR,70%) 5.00%
to determine the specific miscompare parameter.
The flag remains displayed as long as the NR (NR>=70%) 1.73%
miscompare condition is detected.
Main XMSN
Data values are not altered because of Oil Pressure 10.0 PSI
miscompare. Pilots must manually evaluate
parameter data between the two DCU data Main XMSN
sources and other available resources to assess Oil Temperature 13.0 °C
the validity of each source’s data.
Main Fuel
Quantity 10.0 lbs
9/3/2003
Page 13 of 24
This also serves to reduce pilot scan and minimize
Primary Flight Display (PFD) Engine Data display format, and includes the following:
Display – Power Pod
• Engine data miscompare annunciation
The PFD provides a grouping of engine • “Triple Tach” display – providing an
performance data in what is called the “power integrated indication of rotor speed (NR)
pod”. The power pod is located in the lower left and engine No. 1 and No. 2 power turbine
corner of the display. The engine data displayed speed (NP)
on the PFD provides information required for • Engine No. 1 and No. 2 torque (Q) display
normal performance, monitoring, and flight • Engine No. 1 and No. 2 turbine gas
operations as well as quick recognition/diagnosis temperature (TGT) display (under
of abnormal conditions. This allows the pilots abnormal conditions only)
increased flexibility to use cockpit Multi Function • Engine No. 1 and No. 2 gas generator
Displays (MFD) for display of mission situational speed (NG) display (under abnormal
awareness data rather than dedicating one or conditions only)
more displays full time to an EICAS format.
Engine Instrument “Power Pod”
9/3/2003
Page 14 of 24
Power Turbine/Rotor Speed (NR/NP) Indication The red limit lines represent the boundaries
between the cautionary ranges and critical
The integrated NR/NP display combines the three operational ranges (above upper cautionary range
EICAS NR/NP tapes into a single tape with and below lower cautionary range).
pointers. The tape in the center represents NR.
The two pointers that bracket each side of the NR The NR and NP limit lines are separate; with the
tape indicate NP 1 and NP 2. The display is NR limit lines displayed in the center of the scale
marked with lower/upper RED danger limits, and the NP limit lines displayed along the left and
minimum/maximum Y YE
Y ELLLLLLO
E OW
O W continuous limits,
W right sides of the scale. This independence is
and 100% GREEN line. A digital NR readout is necessary as the rotor and power turbine limits do
located above the tape. not match in all cases.
The limit lines mark the points on

NR/NP Scale And Limit lines the scale at which the parameter
indications will transition color
NR/NP scale provides an (color coded to reflect the nature
indication range of 20% to 120% of the operational region). The
for NR and NP. The scale consists tapes, readouts, indicators are
of 3 separate linear ranges - green in the normal operational
between 20% and 90% NR/NP, range between the yellow limit
between 90% and 110% NR/NP, lines, yellow in the cautionary
and between 110% and 120% regions, and red in the critical
NR/NP. The scale tick marks vary regions. These limit values are as
by range – there are tick marks at follows:
20% and 90% in the first range, at
1% intervals in the 90%-110% • Lower red limit
range, and then at 115% and NR – 91% -
120%. The tick marks displayed at NP – 91%
5% and 10% values are longer, to • Lower yellow limit
provide another aid in quickly Nr – 95%
determining where the NR/NP NP – 95%
indications are on the scale.
NR/NP Tapes
Numeric indications are included
on the scale at 20%, 90%, 100%, 110%, and • Upper yellow limit (max continuous limit)
120%. The scale is white with a black outline (to NR – 101 - 110%
distinguish the scale markings from the NR tape NP – 101 - 104 %
that moves behind the scale). The scale is • Upper red limit
displayed all the time; regardless of the NR and NR – 110%
NP input statuses. NP – 105%
Limit lines are displayed on the scale to identify The limit and reference lines are displayed at all
the operational ranges for each of the parameters times. These limit and reference lines are
– including the normal operational range and displayed on top of the scale (and tape/indicators),
operational ranges, which exceed maintenance and have black outlines to make them more visible
and/or performance related limits. The limit line against the background scale, tape, and
colors identify the severity of the consequences of indicators.
exceeding the limit.
Yellow limit lines represent the boundary between

the normal operational range and cautionary
operational ranges (above and below desired
range).
9/3/2003
Page 15 of 24
Torque (Q) Indication The red limit line represents the boundary
between the cautionary range (below it) and
Torque (Q) tapes Q1/Q2 and readouts function critical operational ranges (above it).
identically as the EICAS torque tapes. The
operating range the displayed torque value falls These limit lines mark the points on the tape at
within determines the Q digital readout and tape which the tape/readout will transition color (color
color. The tapes are marked with upper RED coded to reflect the nature of the operational
danger and maximum Y YE
YEELLLLLLO
OW
O W continuous limit
W region). The torque tape and readout are green in
lines. the normal operational range, yellow in the
cautionary region, and red in the critical region.
These limit values are as follows:
Torque Tape and Limit
Lines
The torque tapes (engine 1 • Yellow limit (max

and 2) provide an analog continuous limit)
indication of the associated IAS ≤ 80 kts – 120%
engine torque output. Each IAS > 80 kts – 100%
torque tape includes a white Split Q – 135%
outline, tape fill that
represents the current torque • Red limit
output from the associated IAS ≤ 80 kts – 144%
engine, and limit lines that IAS > 80 kts – 144%
define the boundaries Split Q – 144%
between normal, cautionary,
and critical operating ranges. The display determines which
The tape scaling/tape height set of limits to use for display
is linear from the bottom of and color determination based
the outline that represents 0% on the source selected airspeed
torque) to the top of the and torque.
outline that represents 150%
torque). The torque limit lines are
Engine Torque displayed at all times
There are no scaling corresponding to whichever set
indications or numerics on the Indications of limits is currently active. The
outline, just limit lines limit lines are displayed on top
displayed at the boundaries of the torque tape (overwriting it), and have a
between the operating regions. black outline to make them visible against the tape
fill/outline in the background.
The engine 1 and 2 tape outlines are displayed all
of the time; regardless of the associated Q input Dual engine toque limits are as follows:
status. The tape is removed when the status of
the associated Q input is invalid. ≤ 80 Knots >80 Knots
Gr. ≤ 119% ≤ 99%
Limit lines are displayed on the scale to identify Yellow 120 – 143% 100 – 143%
the torque operational ranges– including the Red ≥ 144 % ≥ 144 %
normal operational range and operational ranges,
which exceed maintenance and/or performance
related limits. The limit line colors identify the
severity of the consequences of exceeding the
limit.
The yellow limit line represents the boundary

between the normal operational range (below it)
and cautionary operational ranges (above it).
9/3/2003
Page 16 of 24
NG Readouts
Gas Generator Speed Display (NG) Indication
The NG symbology is displayed only under

abnormal engine conditions. A condition, which
causes NG for one engine to be displayed, will
cause the NG for both engines to be displayed.
• Either engine NG at or exceeding the

yellow limit (99%)
• The difference between engine 1 and 2
NG exceeds 5%
• Either engine is out (engine out indications
come from the DCU)
NG Readout Limits
Each readout includes a label above the readout,

“NG1” for the engine 1 readout and “NG2” for the
engine 2 readout. The operating range the
displayed numeric value falls within determines
the NG readout color. These readout limit values
are as follows:
• NG readout < yellow limit value – green

• NG readout ≤ yellow limit value – yellow
• NG readout < red limit value –
Yellow
• NG readout ≤ red limit value
Red
9/3/2003
Page 17 of 24
TGT1 2.5
Minute Limit
Ball
TGT1 10
Minute Limit
Ball
TGT1 30
Minute Limit
Tape
TGT1 Readout /
Label
Turbine Gas Temperature Display
TGT Limit Exceedance Indications
Turbine Gas Temperature (TGT) Indication The TGT limit exceedance indications include
multiple symbols, which are displayed individually
The TGT tapes operate slightly different than the or in additive combinations based on the current
EICAS TGT tapes. The power pod TGT includes a displayed TGT value. Each engine has its own set
30-minute limit line and color-coded balls above of limit exceedance indications, displayed above
the tapes to indicate TGT limit exceedance The the corresponding TGT readouts.
TGT symbology is displayed only under abnormal
engine conditions. A condition, which causes TGT All the TGT limit exceedance indications for an
for one engine to be displayed, will cause the TGT engine are disabled when the status of the TGT
for both engines to be displayed. input for that engine is invalid.
• Either engine TGT at or exceeding the

yellow limit (810 - 850°C)
• The difference between engine 1 and 2
TGT exceeds 75°C
• Either engine is out (engine out indications
come from the DCU)
30-MINUTE LIMIT TAPE
9/3/2003
Page 18 of 24
30-Minute Limit Tape
When an engine TGT falls in this range, the 30-

minute limit tape for that engine is displayed. The
tape includes an outline representing the full range
of the tape (810 degrees at the bottom of the
outline to 850 degrees at the top), and a tape fill
whose height is scaled linearly within the tape
outline to represent the engine TGT. If the engine
TGT rises above the upper end of the 30-minute
limit range, the 30-minute limit tape remains
displayed, filled to the top of the outline. The tape
is removed when the TGT falls below the lower
end of the 30-minute limit range. The 30-minute
limit tape is also removed when the displayed TGT 10-MINUTE LIMIT BALL
value rises up to the 10-second limit region (at or
above 903 degrees) – in this case it is replaced by 10-Minute Limit Ball
another indication.
When an engine TGT falls in this range, the 10-
minute limit ball for that is displayed. The ball
includes an outline and fill, the outline being
displayed fully filled whenever the TGT value is in
this region (or above the region). If the engine
TGT rises above the upper end of the 10-minute
limit range, the 10-minute limit ball remains
displayed. The ball is removed when the TGT falls
below the lower end of the 10-minute limit range.
The 10-minute limit ball is also removed when the
displayed TGT value rises up to the 10-second
limit region (at or above 903°) – in this case it is
replaced by another indication.
9/3/2003
Page 19 of 24
2.5-MINUTE LIMIT BALL
(ACTIVE)
2.5-MINUTE LIMIT BALL
(CONTINGENCY POWER ARMED)
2.5-Minute Ball
The 2.5-minute limit region (contingency power)

symbology includes a ball similar to the 10-minute
limit region ball, except that the outline and fill are
displayed independently. The ball outline for an
engine is displayed without fill when contingency
power is armed (an input from the DCU), while the
displayed TGT value for that engine is below the
2.5-minute limit range.
When an engine TGT value falls in this limit range,

the 2.5-minute limit ball outline and fill is displayed
for that engine. The ball is removed when the TGT
falls below the lower end of the 2.5-minute limit 10-SECOND LIMIT BAR
range and contingency power is not armed. If the
TGT value drops below the 2.5-minute limit range, 10-Second Limit Bar
but contingency power is still armed, the ball
outline remains displayed. The 2.5-minute limit ball When an engine TGT falls in this range (or above
is also removed when the displayed TGT value it), the 10-second limit bar for that engine is
rises above this region (up to the 10 second limit displayed, replacing the other limit exceedance
region - at or above 903°) – in this case it is symbology. The bar includes a RED outline and a
replaced by another indication. RED and Y YE
YEELLLLLLO
OW
O W barber pole fill, the outline
W
being displayed fully filled whenever the TGT
value is in this region
9/3/2003
Page 20 of 24
Indication will extinguish when the generator
speed is above 55%.
Check EICAS Caution Indication
The DCU will illuminate the CHECK EICAS

caution when the No. 1/No. 2 Engine Oil Temp or
No. 1/No. 2 Engine Oil Pressure parameters
exceed or decrease below the maximum or
minimum continuous limits OR the cross channel
DCU indicates the Check EICAS Caution is true.
The parameters are:
• Engine 1 or Engine 2 Oil Temperature is

at or exceeds 135° C
• Engine 1 or Engine 2 Oil Pressure is at or

exceeds 100 PSI
• Engine 1 or Engine 2 Oil Pressure is at or

below 26 PSI
Engine Out Indications

Caution/Advisory Indications
Engine out indications are displayed when an
engine out condition is detected by the DCUs. The
engine out indication is a large red “X” displayed The Caution/Advisories provided by the Data
across the engine data for the specific engine that Concentrator Units/Engine Indication Crew
is inoperative. The engine parameter symbology Alerting System (EICAS) system are similar if not
overwrites the engine out indication and black identical to UH-60A/L Caution/Advisory Panel
backgrounds are displayed behind the Ng and indications. In some case there have been minor
TGT readout numbers when the engine out syntax changes. They are listed here for general
indication is displayed but the parameter data can informational purposes.
still be read when the engine out indication is
ENG 1 OIL HOT - Caution
displayed.
Indicates that the No. 1 engine oil temperature has
exceeded 150 ° C
Master Warning Indications ENG 2 OIL HOT - Caution

Indicates that the No. 2 engine oil temperature has
#1 ENG OUT - Indicates when the No.1 Engine exceeded 150 ° C
Gas Generator Speed (Ng) is at or below 55%.
Indication will extinguish when the generator ENG 1 OIL PRESS - Caution
speed is above 55%. Indicates that the No. 1 engine oil pressure has
dropped below 22 PSI
# 1 ENG # 2 ENG
OUT MASTER OUT ENG 2 OIL PRESS - Caution
CAUTION LOW ROTOR Indicates that the No. 2 engine oil pressure has
FIRE PRESS TO RESET R. P. M.
dropped below 22 PSI
MASTER WARNING PANEL CHIP ENG 1 - Caution

Indicates that the No. 1 engine chip detector has
#2 ENG OUT - Indicates when the No.2 Engine detected a chip or excessive metallic particle
Gas Generator Speed (Ng) is at or below 55%. buildup in the engine scavenge oil system.
9/3/2003
Page 21 of 24
CHIP ENG 2 - Caution
Indicates that the No. 2 engine chip detector has
detected a chip or excessive metallic particle
buildup in the engine scavenge oil system.
ENG 1 OIL BYPASS - Caution

Indicates the No. 1 engine oil filter has excessive
pressure differential across filter and has been
bypassed.
ENG 2 OIL BYPASS - Caution

Indicates the No. 2 engine oil filter has excessive
pressure differential across filter and has been
bypassed.
ENG 1 STARTER ON - Caution

Indicates that the No.1 engine start circuit has
been activated.
ENG 2 STARTER ON - Caution AIR VEHICLE STATUS PAGE

Indicates that the No.2 engine start circuit has
been activated.
ENG 1 ANTI-ICE ON - Caution

The active state indicates that the No. 1 engine
anti-ice start/start bleed valve is open.
ENG 2 ANTI-ICE ON - Caution

The active state indicates that the No. 2 engine
anti-ice start/start bleed valve is open.
Flight Management System (FMS)

Status And Test
Status
The powerplant system components monitored by

the FMS are the Digital Engine Controls (DECs).
Selecting the STS fixed function key to access the
MAIN STATUS page on the FMS can check the
status of the DECs. By selecting soft key (SK) 4
from the MAIN STATUS PAGE accesses the AIR
VEHICLE status page. Selecting SK 3 or SK 8
accesses air vehicle equipment status for DEC 1 DEC STATUS PAGE
and DEC 2. This menu selection will allow a user
to view the status of the engines. All faults and
failures will be displayed under the DEC if a fault
or failure should occur.
9/3/2003
Page 22 of 24
Test
The Test Menu is accessed by the <TST> function

key and provides the ability to conduct and review
tests of all systems and subsystems or line
replaceable units (LRUs) that can conduct an
Initiated Built In Test (IBIT). By selecting soft key
(SK) 4 from the MAIN TEST PAGE accesses the
AIR VEHICLE status page. Selecting SK 3 or SK 8
accesses air vehicle equipment test for DEC 1 and
DEC 2. This menu selection allows the operator to
initiate an IBIT of the DECs. All faults and failures
will be displayed under the DEC if a fault or failure
should occur.
.
DEC TEST PAGE
AIR VEHICLE TEST PAGE
9/3/2003
Page 23 of 24
NOTES
9/3/2003
Page 24 of 24
Section 2-3 Fuel System
Components/Subsystems
Fuel System Differences
Description Main Fuel Tanks
The fuel system of the UH-60M helicopter has The main UH-60M fuel tanks have been subjected
been unchanged relative to component function to minor modifications to decrease weight as well
and operation. No changes have been made to as to install different internal components. The
the configuration of the fuel supply, prime or fuel tanks are now equipped with a breakaway fuel
refuel/defuel systems. Changes have been made inlet fitting on the right hand main fuel tank
in the material composition and construction of the “racetrack”. The larger inlet fitting is used on the
main fuel cells as well as the location of fuel MH-60K.
quantity system components and fuel quantity
indications used by the pilots. Fuel Quantity Signal Conditioner
The UH-60M fuel system has been designed to The main fuel system fuel quantity signal
incorporate the Crashworthy Extended Range conditioner has been retained in the same
Fuel System (CEFS) and its installed equipment location. The fuel quantity SDC output,
and controls. When installed, CEFS components representative of the main fuel cell quantity, is
will be located in the cabin and transition overhead routed to the Data Concentrator Units (DCUs)
areas. which process the signals for display on the
cockpit PFD and EICAS displays.
UH-60M Main Fuel System
9/3/2003
Page 1 of 8
Fuel System Controls Engine Prime Boost Pump Control Switches
Auxiliary Power Unit Prime Boost Pump The Prime Boost Pump control switches provide
Control Switch control of fuel cell internal pumps that provide
pressurized fuel to the fuel inlet ports.
The APU Prime Boost Pump control switch has
been relocated on the UH-60M overhead console The Prime Boost Pump control switches,
center panel. Previously located on the forward previously located on a dedicated control panel on
portion of the center panel, the control switch has the lower console, have been relocated and
been moved to a position in the middle of the integrated into the upper console center panel.
center panel. The APU Fuel Prime Boost Pump
control switch purpose and functionality remains Fuel Quantity Test Switch
unchanged.
The Fuel Quantity Test Switch, previously located
APU Fire T-Handle on miscellaneous switch panel on the lower
console has been relocated and integrated into the
The APU Fire T-Handle has been relocated on the upper console right panel.
UH-60M overhead console center panel.
Previously located on the rear portion of the center The Fuel Indicator Test Control tests the fuel
panel, the T handle has been moved to a position quantity indication system to ensure proper
towards the front of the center panel. The APU operation. This control is not illuminated.
Fire T-Handle purpose and functionality remains
unchanged.
CARGO HOOK
VIB
EMERG REL CONTR ARM
CONT NORM CKPT SAFE
O
O P
NO. 1
NO. 1 DC ESNTL BUS
AUX CABIN NO. 1
VIB
CONT
CARGO HOOK
EMERG REL CONTR ARM NO. 2
NO. 2 DC ESNTL BUS
VHF AUX VOR/ NO. 2 PLT
F E
F
ENG LIGHTS IFF CB ICS ESNTL ESSS NORM CKPT SAFE PLT EGI AM CB ILS ESNTL ICS
5 5 5 35 4 2 7
1
2 O
F
O
P
E
2 5 5 35 2 2 2 N
ON SHORT ALL ARMED

ON SHORT ALL ARMED

5 2 5 7 2 25 7 2 3
R R R
BATT GENERATORS
F F F F E F E F E
T T T
ARM ON ON ON ON ON

LTS EXT PWR BOOST HI/STRT WIPER VENT
STBY INST NO. 1 NO. 2 NO. 1 NO. 2 APU
4
5 EXT LTS CARGO
RESET CONT PUMP ENG OFF HEATER
3 O O O O
N O F F F F O O
TEST TEST TEST TEST TEST TEST

F F F F HI F F
2 O F
1
OFF
M
IR ON ON ON OFF HI
R R R
O O E O E O E
BATT GOOD
ANTI COLLISION POSITION FIRE EXTGH ENG ANTI-ICE PITOT HEAT
O O
EMER RLSE
TEST LT
F F S F S F S
O
B
O
T
O
F
O
F
F
F
OIL HOT ACC LOW O
F
F
O
F
F
O
F
F
O
F
F
F F
F F F F E F E F E
APU FAIL APU ON
H F F MAIN
ON ON ON ON
SECONDARY PUMP
APU
PUMP
T T T
ARM ON ON ON ON ON
WHITE CPLT MWC LTD SW PLT MWC NO. 1 NO. 2
O O
ON ON
F F F
APU AIR SCE

F F F
LIGHTS ON ON ON TEST

EXT PWR BOOST HI/STRT
RESET CONT PUMP ENG
DOME LT OPER
1
O O O O
WHITE LAMPS
O 2
F
F F F
F
BLUE
TEST F
ENG OVSP TEST
A NO. 1 B A NO. 2 B F F F F
ENG SPD TRIM ON ON ON APU
DECR
O
F
F
INCR
BATT GOOD
FIRE EXTGH EMER RLSE
TEST LT
UMAV002_1 RESERVE BATT LOW
Overhead Console F
F
OIL HOT ACC LOW
APU FAIL APU ON

MAIN
FUEL BOOST FUEL BOOST

PUMP PUMP
O
NO. 1 APU O
NO. 2
F F
F APU FIRE F
ON ON
UMAV002_4
O/H Console Center Panel
O/H Console Right Panel
9/3/2003
Page 2 of 8
UMFC003
Engine Control Quadrant – Fire T-Handles

Engine Control Quadrant – Engine Fuel
System Selector Levers The physical configuration and functional use of
the engine fire T-handles are unchanged from the
The physical configuration and functional use of UH-60A/L. The No. 1 and No. 2 Engine
the engine fuel selector levers is unchanged from Emergency Off Fire Warning Capsules have been
the UH-60A/L. modified to conform to Night Vision Goggle (NVG)
lighting conventions.
9/3/2003
Page 3 of 8
Fuel System Indications MFD Indications
Fuel Quantity Indicating System Fuel indications, along with engine, transmission
and main rotor data, are available in two locations:
UH-60A/L Vertical Instrument Display System
(VIDS) display of fuel quantity using the Central • EICAS
Display Unit (CDU) fuel quantity tapes and • PFD
totalizer have been replaced by the Multifunction
Display (MFD) fuel quantity indications. The fuel Main And Auxiliary Tank Fuel Quantity
tank unit sensors, or probes and probe-mounted EICAS Display
low-level sensors located within the fuel tanks
retain the physical configuration and functional Main Tank Fuel Quantity Display
characteristics of the UH-60A/L fuel system.
Additionally, the fuel quantity signal conditioner The primary EICAS display of fuel quantity
has been retained. In the UH-60M, the fuel consists of main tank fuel quantity tapes and
quantity data generated by the SDC as well as readouts, left and right side auxiliary tank
low-level sensor data is passed to the Data summary readouts, and total aircraft fuel quantity
Concentrator Unit (DCU) where it is further readout.
conditioned and transferred to the MFDs via an
ARINC-429 data bus.
Fuel Quantity
Indicator Tapes
and totalizers
9/3/2003
Page 4 of 8
Each main tank fuel quantity is represented on the input is failed or if the input is not received, then in
display by a tape and a digital readout. The main addition, the readout is displayed as 3 red dashes,
tank fuel quantity display includes several labels – and the main tank label (“1” or “2”) is displayed as
“FUEL” which serves as a label for all the fuel a fail flag (red background with black text).
quantity symbology and “MAIN” displayed
between the two tapes, and individual labels on Auxiliary Tank Fuel Quantity Display
each tape (“1” on the left tape and “2” on the right
tape). The labels indicate that the tapes represent The quantity of fuel contained in auxiliary (aux)
main tank fuel quantity and which tape represents tanks installed on the aircraft is represented on the
which tank. display by individual numeric readouts for each
installed tank. The display receives installation
status information from the DCU for each possible
aux tank, and displays only the symbology
appropriate for the aircraft as configured The aux
tank readout is not displayed if the that tank is not
installed.
The auxiliary tank fuel quantity display includes:

• Labels identifying the left and right aux
tank data,
• 4 digit numeric readouts for each tank,
• Labels identifying which tank the quantity
data applies to
• A box surrounding the readout and label
(grouping that symbology and separating
it from the other aux tank data that is
Main Fuel Quantity Indications potentially near by).
The main tank quantity fuel tapes are scaled from The auxiliary tank readout positions are “stacked”
0 lbs at the bottom of the tape to the maximum on the left and right side of the main tank fuel
main tank quantity (1200 lbs) at the top of the display, correspond to the physical location of the
tape. There is a yellow low fuel quantity caution installed tanks they represent and are labeled to
line displayed at the 172 lb position on each tape. indicate the tank they apply to.
The tape color matches the color of the readout.
Centered below each main tank fuel quantity tape

is a numeric readout representing main tank
quantity in lbs. The readout is a maximum of 4
digits and is normally shown in green. If the fuel
quantity readout for a tank is at or below the low
fuel caution value (172 lbs), the readout (and tape)
color associated with that tank changes to yellow.
The “MAIN” and “FUEL” labels and the labels

associated with each individual main tank quantity
(“1” and “2” displayed inside the tapes), are
displayed all the time and normally are white with
a black outline to be visible against the tape fill. If
a miscompare condition exists for a main tank fuel
quantity, the associated tank label (“1” or “2”) is
Auxiliary Fuel Quantity Indications
displayed as a miscompare annunciation.
The auxiliary fuel data display labels are ”L AUX”
If the input associated with a main tank fuel
and “R AUX,” displayed above the positions
quantity is invalid, the tape fill is removed and the
reserved for the left and right aux tank readout
numeric readout is removed. If the status of that
“stacks.” These labels are white and are displayed
9/3/2003
Page 5 of 8
when any aux tank is installed on that side of the Primary Flight Display Fuel Data
aircraft. Display
The auxiliary tank readouts have fixed positions on The display of fuel data on the PFD includes the
the display for each left/right information required for normal performance,
inboard/outboard/external tank position. The tank monitoring, and flight operations as well as quick
fuel quantity readouts are each centered within a recognition/diagnosis of abnormal conditions. This
white box outline, each having a maximum of 4 allows the pilots increased flexibility to use cockpit
digits not to exceed 3060 lbs. PFDs for display of mission situational awareness
data rather than dedicating one or more displays
Each readout includes a label displayed above the full time to an EICAS format. This also serves to
numeric fuel quantity value within the readout. The reduce pilot scan and minimize display format.
label is offset (within the readout box) toward the
center of the display if it is an inboard tank The PFD fuel quantity display includes readout of
readout, toward the outside of the display if it is an total main tank fuel quantity and fuel a graphical
outboard tank, and centered in the readout box if it indication of fuel quantity in each of the main
is an internal tank. The readout labels are: tanks.
The main fuel tank gage includes a fuel quantity

• “OB” – for outboard external tanks scale, a low fuel level indication on the scale, and
• “IB” for inboard external tanks main tank 1 and 2 fuel quantity tapes
• “INT” for internal tanks The fuel quantity scale is white with a black outline
and displays a range from 0 to 1200 lbs max fuel
quantity for the main fuel tanks installed on the
aircraft.
A center mark divides the scale in half

representing each half with 600 lbs. A white
“FUEL” label is displayed above the scale to
identify the basic function of this area of the
display. The fuel quantity scale is displayed at all
times, regardless of the status of the fuel quantity
inputs.
Aircraft Total Fuel Quantity Display
The total aircraft fuel quantity (including all main

tank and auxiliary tank quantities) is displayed as
a numeric readout. The readout is summaries of
the two main tank fuel quantities and the two
summary aux tank fuel quantities. The aircraft total
fuel quantity readout is centered within a white box
outline, and has a maximum of 5 digits. The
readout includes a label displayed above the PFD FUEL QUANTITY DISPLAY
numeric fuel quantity value within the readout
outline. The label is white, and designates the Fuel Quantity Limits
readout as the “TOTAL” aircraft fuel quantity.
A yyyeeellllllooow
w limit line is always displayed on the gage
w
at the low level indicating the low fuel quantity limit
(172 lbs). When the fuel quantity falls below the
9/3/2003
Page 6 of 8
low fuel level then tape and the readout becomes Fuel Quantity Test Indications
yyyeeellllllooow
w.
w
When the fuel quantity is greater than the low fuel The Fuel Indicator Test Control tests the fuel
quantity level, the color on the tape and the quantity indication system to ensure proper
readout is gggrrreeeeeennn. If both main tank fuel quantity operation.
inputs are failed, the readout is replaced by three
red dashes. Pressing and holding the fuel indicator test switch
on the overhead console, will blank out the vertical
tapes of the No. 1 and No. 2 main fuel quantity
display on the PFDs and the digital readouts
display 0 lb.
Fuel System Operation

Fuel Supply System
Engine and Auxiliary Power Unit fuel supply
FUEL QUANTITY FAIL system operation remain unchanged from the UH-
60A/L.
PRIME BST PUMP ON - Advisory
Indicates that the Prime/Boost Switch is in the
"Prime" or "Boost" position.
BOOST PUMP 1 ON
Indicates that the No.1 Boost Pump is on.
BOOST PUMP 2 ON
Indicates that the No.1 Boost Pump is on.
FUEL 1 LOW - Caution

Indicates that the left fuel tank level is about 172
pounds at normal cruise flight.
FUEL 2 LOW - Caution

Indicates that the right fuel tank level is about 172
pounds at normal cruise flight.
9/3/2003
Page 7 of 8
NOTES
9/3/2003
Page 8 of 8
Section 2-4
• Flight Control Mixer Unit – Roll channel
• Swashplate Rotating Scissors assemblies
Mechanical Flight Control System
Differences Description The mechanical flight control system changes
accommodate the incorporation of the wide chord
blade and collective trim servo into the main rotor
The UH-60M flight control system is virtually system. The lateral control system changes allow
identical to the UH-60A/L. The UH-60M increased control authority, which is required to
mechanical flight controls allow control inputs from achieve the full benefit of the new wide chord
the pilot, automatic flight control system or flight blade. These changes also eliminate interference
director to be mechanically transferred from either conditions encountered in achieving the increase
the cockpit or pilot assist assemblies to the main in motion. The changes in motion and hardware
and tail rotor systems. The flight control system is have required some minor changes to the flight
comprised of lateral, longitudinal and collective control rigging procedures. The procedural
control subsystems. The routing of the change requires maintenance personnel to place
mechanical linkages between the cockpit and rotor the system in certain positions to verify that proper
systems is identical to the UH-60A/L. control stops are contacted and clearance exists.
These changes are designed to ensure that UH-
The UH-60M powertrain system modifications 60A/L mixer components are not mistakenly
impact the following components and/or system installed on the UH-60M. The addition of a
functionality: collective trim servo gives the UH-60M automatic
altitude hold capabilities not found on UH-60A/L
model aircraft. The collective trim servo is driven
• Collective stick grips by inputs from the Flight Director system when
• Cyclic stick grips altitude hold mode is engaged.
• Trim System – Collective Trim Servo and
associated mechanical linkages
•
Top
New Collective Deck
Trim Servo
Main
Controls Transmission
“Closets” Modified
Mixer
Assembly
Cyclic
Sticks
Collective
Friction
Lock
Deleted
Collective
Pedals
Sticks
9/3/2003
Page 1 of 12
Mechanical Flight Control System The cyclic stick assembly function and use is
identical with the UH-60A/L. The UH-60M cyclic
Components stick assembly replaces the UH-60A/L cyclic with
one adapted from Naval Hawk aircraft. The two
Cyclic Stick major changes made to the cyclic sticks are: the
stick grip and the number and location of switches
The cyclic control stick is the interface between located on and about the grip. The cyclic stick grip
the pilot and the pitch and roll channels of the contains the following switches:
primary flight control system. Additionally, 10
control switches are located on the stick.
Cyclic stick grip control switches allow activation

without requiring the pilot to remove their hands
from the cyclic stick grip.
CARGO REL
C/F DISP
WEPS
REL
TRIM
TRIM REL
Y
RMT SB
UMFC001_7
UH-60M Cyclic Stick Grip
9/3/2003
Page 2 of 12
CHAFF-FLARE DISP ICS/RADIO
Pressing the CHAFF-FLARE DISP guarded switch This 2-detent trigger switch provides the pilots with
will cause chaff cartridges to be ejected from push-to-talk radio control for either the internal
M130 chaff dispensers located on the tail cone communication system or external radio
module. communication. The first detent position activates
the ICS radio while the second, fully depressed
WEPS RELEASE position activates the external radio. Additionally,
a foot-activated switch on the inboard side of each
The WEPS RELEASE switch initiates the pilot station will activate transmission on the
launching of weapons including the air volcano Intercommunication system (ICS) or the external
system. radio as selected on the ICS panel.
CARGO HK REL STICK TRIM
The CARGO HK REL pushbutton initiates the A beep signal from the pilot/copilot’s cyclic grip is
normal electrical release of the cargo hook load a momentarily active signal that increments the
beam. current trim settings of an aircraft attitude
parameter. The parameter value is incremented
GO-AROUND continuously for as long as the pilot holds the
switch.
This pushbutton control will cause the automatic • Left beep: increases roll attitude to the left.
flight system to bring the aircraft to a vertical • Right beep: increases roll attitude to the
speed of 750 fpm up and accelerates to an right
airspeed of 70 kilometers per hour (kph). • Aft beep: increases nose-up pitch attitude.
• Forward beep: increases nose-down pitch
VOX-CAUT ACK attitude.
• Center beep: stop and hover at current
This switch allows a Master Caution Reset signal location.
to be sent to both of the Data Concentrator Units
(DCU), which in turn will cause the Master STABILATOR SLEW
Warning capsules on the master warning panels to
be extinguished. These switches have the same The Stabilator slew control trigger switch provides
effect as pressing the master warning press to the pilot and copilot with rapid accessibility to
reset switch on the master warning panels. stabilator slew up. When activated, the stabilator
trailing edge will begin to move up and continue
REMOTE STNDBY until the up limit stop is reached or the switch is
released.
The REMOTE STANBY pushbutton, when
pressed places the active Flight Director mode into
standby mode.
TRIM RELEASE
When the trim system is engaged, the use of this

switch will momentarily disengages, or releases,
the cyclic trim system.
9/3/2003
Page 3 of 12
Collective Stick HOOK EMER REL
The Collective stick provides the interface Using the guarded pushbutton initiates the
between the pilot and the collective pitch channel emergency release of an external cargo load by
of the primary flight control system. It is also the activating an electrically fired explosive cartridge.
location of eight control functions or switches.
Collective stick grip control switches permit LDG LT EXT/RETR - PUSH ON/OFF
operator inputs to be made without the pilot having
to remove his/her hand from the flight control. Pushing the switch will alternately illuminate or
extinguish the landing light. The EXT position will
The collective stick assembly function and use is cause the landing light to extend. Using the RET
identical with the UH-60A/L. The UH-60M position will cause the landing light retract to the
collective stick assembly incorporates two stowed position.
changes; the deletion of the pilot’s friction lock and
the stick grip. The friction lock is no longer
required due to the addition of the collective trim
actuator and associated system trim functionality.
The function and location of switches located on
and about the stick grip has changed. The
collective stick grip has the following switches:
LDG LT
HOOK
EXT
EMER REL
PUSH
ON
OFF
CRSR
SLEW
PUSH-SELEC
T
HUD
PG UP EXTD
DCLT
RA
DIM BRT SE D
L L
UP
R
PG DN
RETR
DN
TR
IM
DN
L
R
UP
UMFC001_6
UH-60M Collective Stick Grip

9/3/2003
Page 4 of 12
CRSR SLEW • R - Moves the searchlight to the right.
This control, a multi-directional control pad with a HUD CONTROL

center pushbutton activates and controls the
movement and direction of the cursor on the Each collective stick-grip switch is connected in
Multifunction Display (MFD) screens. Pushing the parallel to the Heads Up Display (HUD) signal
center of the control allows the selection of items data converter and converter control unit. The
via the cursor on the MFD. switch outputs five HUD control signals to the
HUD. They are:
RADIO SEL
• Page Up
The radio select switch on each collective stick • Page Down
grip provides four signals to the on-side CDU. • Declutter
• EXT NEXT - provides the same function • Brightness Increase
as the NXT (next) buttons on the CDU • Brightness Decrease
keyboard, allowing cycling through a
selected list on the CDU display.
• COMM/STEP DN - allows the list of
available radios to be cycled through in Trim Servos
descending order.
• EXT PREV - provides the same function The flight control trim servos are
as the PRV (previous) button on the CDU electromechanical and electrohydraulic devices
keyboard, allowing cycling through a that reduce pilot workload as well as enhance
selected list on the CDU display. aircraft controllability. The UH-60M flight control
• COMM/STEP UP - allows the list of system modification incorporates an
available radios to be cycled through in electromechanical collective trim servo that allows
ascending order. altitude hold capability.
TRIM BEEPER Hands Off Flight
Collective stick beep switch allows for the When the trim system is engaged, trim servo
collective trim setting to be incrementally changed internal clutches connect the control axis to an
or “beeped” after collective trim mode has been internal servo gear train that maintain flight control
engaged. The beeper trim signal can be positions. The trim system allows hands-off flight
incremented continuously until the end of travel control operation by maintaining cockpit control
and as long as the pilot holds the switch. stick position. Control stick position will remain
fixed unless repositioned by either the pilot or the
The four collective beep signals are defined as: Automatic Flight Control System (AFCS).
• Left heading beep: increases yaw attitude
to left Pilot Override Capability
• Right heading beep: increases yaw
attitude to right Springs located within the trim servo assemblies
allow the cockpit flight control to return to the
• Up beep: increases collective up.
original position after pilot displacement. If the
• Down beep: increases collective down.
trim servo system gear trains bind, mechanical
clutches will allow the pilot to override the affected
SEARCHLIGHT CONTROL
axis by pulling or pushing on the appropriate
control input.
The four-way switch with center pushbutton
provides directional control of the searchlight.
AFCS Control
Pressing the center of the switch activates or
deactivates the searchlight.
The AFCS provides drive signals for long-term
attitude retention, autopilot and couples modes of
• EXTD - Extends the searchlight. flight. Input from the AFCS system will drive servo
• RETR - Retracts the searchlight. internal motors that reposition the control axis to
• L - Moves the searchlight to the left. maintain the desired attitude of the aircraft. This
9/3/2003
Page 5 of 12
drive is transferred to the control axis via the servo breakthrough the clutch is 22 pounds. The trim
gear train and torque shaft in order to alter the axis point can be repositioned using the TRIM REL
position. As the attitude correction is made, the trigger switch located on the underside of the
corresponding cockpit control stick will move collective stick. AFCS and Flight Director coupled
unless resisted by the pilot. The trim servos modes cause the trim actuator to reposition the
displace control axes through 100% of normal axis cockpit collective control at a maximum rate of
positioning when engaged. 10% of pilot control authority per second.
Collective Trim Servo
The collective trim servo, just as the roll and yaw

trim actuators do, provide basic manual trim
functions by maintaining the pilot’s desired
collective control position. Collective trim servo
operation is commanded by the Automatic Flight
Control system when operating in a coupled mode
with the altitude hold mode of the Flight Director
engaged. The collective trim actuator supplies a
force preload and gradient when a pilot/copilot
control is displaced from its engaged trim point.
The force required to
9/3/2003 Collective Trim Servo Installation

Page 6 of 12
Mixing Unit Mechanical
• Collective to pitch
The mixer unit provides control mixing functions • Collective to yaw
that minimize inherent control coupling. Using • Collective to roll
rods, levers, bellcranks, and mechanical linkages • Yaw to pitch
individual flight control axis inputs are combined in
order to provide the required output to the main
and tail rotor servos in order to achieve controlled
flight. Mechanical limiters within the mixer fix, or
limit, the maximum amount of travel for certain
combinations of control inputs and provide the
aforementioned mechanical coupling from one
control axis to another to reduce pilot workload.
The types of mechanical mixing or coupling and
their functions are common with the UH-60A/L.
They are:
Left Right
Mixer Assembly – Rear (facing forward) View
9/3/2003
Page 7 of 12
Mixer Modifications
Two components within the mechanical mixer

have been changed to accommodate the use of
the wide chord blade in the UH-60M main rotor
system. The left lateral limiter and left lateral bell
crank have been modified and can be seen to be
physically different than those found in an UH-
60A/L mixer.
New Lateral Bell Crank New Left Lateral Limiter
Mixer Assembly – Modified Components
9/3/2003
Page 8 of 12
Left Lateral Limiter
The left lateral limiter has been replaced for

increased left lateral control range as a result of
the wide chord blade. The increase in left lateral
control authority occurs mostly in the upper end of
the collective range. At low collective, left control
motion is identical to the UH-60A/L.
Flat
Surfaces
Existing
Limiter
Same Radius
UH-60A/L Left Lateral Limiter UH-60M Modified Left Lateral Limiter
Left Lateral Bellcrank
The left lateral bellcrank has been replaced to

remove an interference condition that resulted
from the increase in left lateral control motion
within the mixer.
UH-60M
Bellcrank
Profile
UH-60A/L
Bellcrank
Profile
UH-60M Left Lateral Bellcrank

9/3/2003
Page 9 of 12
Mechanical Flight Control System linkages made by pushrods, bellcranks, and
servos. The mechanical redundancy features
Controls found in the UH-60A/L are also a design feature of
the UH-60M. The telescoping stick feature, that
Cyclic Stick allows the copilot to twist the copilot stick grip and
slide it rearward for better cockpit ingress/egress
The cyclic sticks provide lateral and longitudinal feature is common with the UH-60A/L.
control of the helicopter by means of mechanical Mechanical stick stops limit the overall range of
linkages made by pushrods, bellcranks, and the collective stick.
servos. The mechanical redundancy features
found in the UH-60A/L are also a design feature of Yaw Pedals
the UH-60M. Mechanical stick stops and mixer
limiters limit the overall range of the cyclic stick. The yaw pedals provide directional control of the
aircraft. The pedals are equipped with switches
Collective Stick that, when pressed, disengage the heading hold
feature of autopilot below 50 KIAS.
The collective sticks provide the ability to change
the pitch of the main rotor blades that cause lift The pedals are adjustable to allow adjustment of
generated by the main rotor system to increase or pedal location to accommodate pilot height. The
decrease. Collective control inputs are transmitted pedal adjustment T-handles are located on each
to the rotor system by means of mechanical side of the instrument panel.
Top
Deck
Collective Trim
Servo
Main
Controls Transmission
“Closets” Mixer
Assembly
Cyclic
Sticks
Collective
Pedals
Sticks
UH-60M Mechanical Flight Control System
9/3/2003
Page 10 of 12
Miscellaneous (MISC) Switch Panel Indicates that 2nd primary flight control servo
pressure is too low.
The Servo Off and Hydraulic Leak Test control
switches have been relocated from other cockpit TRIM FAIL - Caution
location to the Miscellaneous Switch panel. Indicates that yaw, roll, or pitch trim actuators are
not responding accurately to computer signals.
Servo Off Switch
T/R SERVO 2 ON - Advisory
This control switch allows either the first or second Indicates that 2nd stage Tail Rotor Servo pressure
stages of the primary servos to be deactivated. is above the specified minimum (normal
operation).
TAIL BACKUP HYD

SERVO HYD PUMP LEAK TEST
NORMAL ON ON
M A N
I U O
S T R
C O M
BACKUP OFF OFF
S
W SERVO
I OFF
T 1ST STG
C
H + NORM
2ND STG
UMAV003_4
Miscellaneous Switch Panel

Indications
The Caution/Advisories provided by the data
Concentrator Units/Engine Indication Crew
Alerting System (EICAS) are identical to UH-60A/L
Caution/Advisory Panel indications. They are
listed here for general informational purposes.
BOOST SERVO OFF - Caution

Indicates that there is no pressure at the Yaw
Boost Servo; the Pitch and Yaw Boost Servos are
not operating.
PRI SERVO 1 FAIL - Caution

Indicates that 1st stage primary servo pressure is
too low.
PRI SERVO 2 FAIL - Caution
9/3/2003
Page 11 of 12
Operation
Normal Operation
Operation of the mechanical flight control system

is virtually the same as the UH/60A/L. The extents
of the differences are to be found in the lateral
cyclic channel due to the wide chord blade. These
differences are charted in the accompanying
graphic.
Collective / Lateral Stick Motions
10
9
Left Stick Stop
Collective Stick Motion - Inches
7 Right Stick Stop

UH-60A/L Limiter
6
4
UH-60M Limiter
3
2 Right Lateral Limiter
0
-6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6
Lateral Stick Motion - Inches
UH-60A/L Limiter UH-60M Limiter
9/3/2003
Page 12 of 12
Section 2-5 The stabilator system improves flying qualities by
positioning the stabilator by means of
electromechanical actuators in response to
Automatic Flight Control System collective, airspeed, pitch rate, and lateral
acceleration inputs.
(AFCS) System Description
The SAS provides short-term rate damping in the
The UH-60M helicopter is configured with a Digital pitch, roll, and yaw axes.
Automatic Flight Control System (DAFCS) that is
comprised of Dual Digital Flight Control Trim system provides control positioning and force
Computers (DDFCCS) and a folding stabilator to gradient functions as well as basic autopilot
replace the existing components of the AFCS in functions with FPS engaged. The AFCS provides
the UH-60A/L helicopter. the following features:
The AFCS enhances the stability and handling • Pitch, roll, and yaw stability augmentation
qualities of the helicopter and provides autopilot • Stabilator control (STAB)
functions. It is comprised of five basic subsystems: • Cyclic, collective, and pedal trim. (TRIM)
• Pitch and roll attitude hold.
• Heading Select
• Stabilator • Pitch and roll hover augmentation/gust
• Stability Augmentation System (SAS) alleviation. (DSAS)
• Trim Systems • Turn coordination
• Flight Path Stabilization (FPS) • Fault detection and annunciations
• Coupled Flight Director (FD) • Uncoupled FD integration
AFCS functions include pitch and roll attitude hold,

airspeed hold, heading hold and turn coordination.
20 20 20 20 20 20 20 20
10 10 10 10 10 10 10 10
10 10 10 10 10 10 10 10
20 20 20 20 20 20 20 20
T T T T
ARINC 429
•Bearing Pointers
•Nav. Source Select
•DH
•Altimeter Set
•RA Bug Set
Copilot’s FD/DCP Pilot’s FD/DCP
ARINC 429
ARINC 429
•Reference Display
•Mode Selection
•Reference Selection
#1 Flight Control Computer #2 Flight Control Computer
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) WITH DUAL DIGITAL FLIGHT

CONTROL COMPUTERS (DDFCCs)
9/3/2003
Page 1 of 20
UH60M AIRCRAFT 1 FIRST FLIGHT TRAINING DATA
Automatic Flight Control System employs rate damping to improve helicopter
stability. This system is fast in response, limited in
Components authority, and operates without causing movement
of the flight controls. The outer-loop (Trim)
Dual Digital Flight Control Computers provides long-term inputs by trimming the flight
controls to the position required to maintain the
The UH-60M AFCS is centered around two selected flight regime. It is capable of driving the
redundant FCCs. Each computer accepts signals flight controls throughout their full range of travel
from the pilot and copilot controls, motion sensors, (100% authority) at a limited rate of 10% per
and control panels, ARINC-429 avionics systems second. Both inner and outer loops allow for
to compute commands, which are sent to the complete pilot override through the normal use of
cockpit, trim actuators, SAS actuators, and the flight controls.
stabilator actuators.
The FCCs process incoming information from
The computer commands inner-loop SAS various sensors aboard the aircraft and stores this
actuators and the outer-loop trim actuators in information in its memory. The sensor information
pitch, roll, and yaw control channels. The is used by the computer Central Processing Unit
computers also provide self-monitoring, fault (CPU) to compute required correction signals.
isolation, and failure advisory. Inner-loop correction signals are routed to the SAS
actuators and outer-loop signals are routed to trim
The AFCS provides two types of control, identified servos and actuators.
as inner-loop and outer-loop. The inner-loop (SAS)
No. 1 Flight Control Computer
9/3/2003
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No. 2 Flight Control Computer
Digital Flight Control Computer
9/3/2003
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AFCS Flight Control Panel. • The FPS function maintains aircraft flight
path through control of attitudes, heading,
The flight control panel located on the lower and lateral acceleration.
console controls the AFCS. The flight control • The FD provides pitch, roll, and collective
panel permits communication with FCCs and flight steering to various guidance commands.
controls through which AFCS flight modes of These commands are displayed on the
operation are selected. Control functions are as PFD and are also sent to the FPS when
follows: the FD is coupled.
• The stabilator position control provides Hover Augmentation/Gust Alleviation.

manual control and automatic positioning
of the stabilator. An additional feature of SAS, is hover
• The SAS function provides aircraft body augmentation/gust alleviation. It further improves
rate damping in pitch, roll, and yaw. aircraft stability at low airspeed using attitude
• The trim system maintains stick trim in retention and longitudinal and lateral acceleration
pitch, roll, yaw, and collective through the to reduce drift.
respective actuators.
STABILATOR CONTROL
MAN SLEW AUTO
UP CONTROL
TEST
O R
F E
F ON S
DOWN E
T
AUTO FLIGHT CONTROL
SAS 1 SAS 2 TRIM FPS
ON ON ON ON
SAS/BOOST FAILURE RESET
ON CPTR CPTR
1 2
UMAV003_8
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Folding Stabilator The angle of the stabilator can be controlled
either automatically or by pilot control.
The UH-60M replaces the UH-60A/L stabilator Stabilator failures cause the STABILATOR
with a folding stabilator and lockpin limit caution to appear on the MFDs and generate an
switches, which are mounted on each side of the aural warning tone in the pilot’s and copilot’s
center box to ensure that the stabilator is in the headsets.
locked position and ready for flight. The
Stabilator can be folded when the helicopter is
being transported.
Limit Switch and

Stabilator Actuator Position Transmitter
Attachment Clevis Attachment Clevis
Stabilator Elastomeric Stabilator/Airframe

Bearings Attachment Points
9/3/2003
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Collective Trim Servo
The collective trim servo, located in the forward

top deck, provides the similar function as the
yaw trim servo with the exception of
engage/disengage signals. The Trim switch on
the flight control panel, provides 28 vdc power to
the collective trim servo amplifier and the
collective stick’s Trim Release (REL) switch.
Collective Trim Servo Installation
9/3/2003
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Collective Sticks Cyclic Sticks
The UH-60M replaces the collective sticks with The AFCS controls on the UH-60M cyclic sticks
one that provides a TRIM REL and a beeper differ from those on the UH-60A/L in the
button function for the AFCS and removes the following areas:
friction locks.
• Five-Position Trim Beeper – The cyclic
When either collective stick TRIM REL switch is beeper can be used to incrementally
pressed, 28 vdc is removed from the collective adjust trim settings of the current aircraft
trim servo disengaging the trim servomotor from attitude.
the flight control linkage. Force gradient springs • Go-Around Switch – A cyclic mounted
in the collective servo permit the pilot to override switch used to automatically bring the
the trim reference position without losing the trim aircraft to a vertical speed of 750 fpm up
reference point. and accelerate to an airspeed of 70
kilometers per hour.
The collective stick contains a four-way beeper • Standby Switch – When activated, the
to reposition collective and yaw trim. When FPS standby switch will decouple and
is engaged, activating the yaw portion of the disengage all FD modes.
switch adjusts the reference heading used by
Heading Hold. The collective position of the
switch adjusts collective Flight Director
functions.
CARGO REL
C/F DISP
LDG LT
HOOK
EXT
EMER REL
PUSH
ON
OFF
CRSR
SLEW
PUSH-SELEC
T
HUD
PG UP EXTD
DCLT
RA
DIM BRT SE D
L L
UP
R
PG DN
RETR
DN
WEPS
REL
TRIM
TR
IM
DN
L
R
UP
TRIM REL
Y
RMT SB
UMFC001_7
CYLIC STICK
UMFC001_6
TRIM BUTTON COLL STK TRIM

RELEASE
9/3/2003
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Flight Director/Display Control Panel
(FD/DCP)
The Flight Director/Display Control Panel
(FD/DCP) located in the pilot and copilot side of
the Instrument panel, provides independent pilot
and copilot control of both FD and display
selections and settings. There are settings and
selection control functions that are performed by
the FCC providing the applicable
settings/selections to the MFDs.
REF SEL LOC GS RALT VS ALT IAS HDG CPLD

CAP CAP ---- ---- ---- ---- 240 ****
REF ADJ GA DECL HVR

CAP
PUSH-SYNC PUSH-SYNC PUSH-SYNC PUSH-SYNC PUSH-SYNC
Flight Director/Display Control Panel
9/3/2003
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Automatic Flight Control limited to the range between –10°(trail edge up)
and 45° (trailing edge down) rotation. If the
System Indications stabilator angle exceeds these limits, the pointer
remains parked at the nearest limiting value (-10
Stabilator Display or 45). The stabilator pointer is displayed when
the stabilator input status is normal.
The stabilator angular position is presented on
the PFD in the upper left corner. It provides an The stabilator readout is displayed above the
angular indicator and a digital readout. The stabilator indicator. The readout range and limits
stabilator symbology is white when the stabilator match the range and limits of the stabilator
is operating in automatic mode (position pointer. When the stabilator input status is failed,
automatically adjusts based on airspeed) and the stabilator indicator and readout are removed
yellow when operating in manual mode. and a stabilator fail flag is displayed.
Stabilator Indicator
The stabilator indicator is an airfoil shaped
indicator, which rotates to indicate the current
stabilator position. The indicator rotates around
the center of rotation point. The pointer motion is
Stabilator Indicator
9/3/2003
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Cautions and Advisories Indicates that the FD was coupled but
automatically decoupled due to a failure in the
Cautions and advisories received by the Data FD or related subsystems.
Concentrator Units (DCUs) from the AFCS are
via an ARINC-429 data bus. Each caution and SAS DEGRADED – Advisory
advisory is received by each DCU from either or Indicates that the pitch, roll, and/or yaw SAS
both FCCs. If either DCU receives a particular channels from SAS 1 and/or SAS 2 has
caution signal from either or both FCCs, that disengaged due to a fault.
caution and/or advisory message is displayed on
all MFDs. STAB DEGRADED – Advisory
Indicates that the stabilator control has reverted
All detectable AFCS mode failures except for the to a condition of reduced speed and range
stabilator, cause the AFCS FAIL caution to functionality.
appear on the Engine Indication Crew Alerting
System (EICAS) Coupled FD Annunciation
The caution/advisories provided by the A coupled FD annunciation indicates which FD
DCU/Engine Indication Crew Alerting System the autopilot is currently coupled to. The green
(EICAS) are similar if not identical to UH-60A/L annunciation indicates an “engaged” (coupled)
caution/advisory panel indications. In some condition. The annunciation is displayed when
cases there have been minor syntax changes. the autopilot is coupled to an FD channel. The
They are listed here for general informational annunciation is removed when either the
purposes. autopilot is not coupled to the FD or the
information coming from the FD does not allow
AFCS FAIL – Caution the coupled FD to be determined.
Indicates that a significant AFCS failure
occurred that caused the shutdown of the REF SEL LOC GS RALT VS ALT IAS HDG CPLD
majority of AFCS functions. CAP CAP ---- ---- ---- ---- 240 ****
REF ADJ GA DECL HVR

SAS OFF – Caution CAP
Indicates a failure that affects both the No.1 SAS

PUSH-SYNC PUSH-SYNC PUSH-SYNC PUSH-SYNC PUSH-SYNC
and No. 2 SAS or low hydraulic pressure.

FD/DCP AFCS
FPS FAIL – Caution
Indicates that one or more of the FPS functions NOTE
has disengaged due to a failure in pitch or roll
attitude hold, heading hold, or turn coordination. Due to software unavailability, most of the
pushbuttons on the FDDCP will not be
TRIM FAIL – Caution functional at first flight.
Indicates the yaw, roll, or pitch trim actuators are
not responding accurately to computer signals.
STAB UNLOCKED – Caution

Indicates that the stabilator is in the folded
position.
STAB MANUAL MODE – Caution

Indicates that the stabilator system is powered
up but in manual mode.
FD FAIL – Caution
Indicates that one or more of the FD functions
has disengaged due to a failure in the modes.
FD COUPLE FAIL – Caution
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Flight Management System
Status And Test Indications
The FMS provides status and test status via
ARINC-429 data bus from the AFCS.
STATUS
Pressing the STS button on the FMS and then

pressing softkey (SK)-8 access the status page
for the AFCS. When the Status page appears,
an overall status of the AFCS will be displayed.
Status for FCC-1 or FCC-2 can be selected from
this page. All faults and failures will be displayed
under the selected FCC if a fault or failure
should occur.
AFCS STATUS
TEST
Pressing the TST button on the FMS and then

pressing SK-8 access the test for the AFCS.
When the Test page appears, an overall status
of the AFCS will be displayed. Test for FCC-1 or
FCC-2 can be selected from this page. An
Initiated Built-In Test (IBIT) can be initiated from
either FCC. All faults and failures will be
displayed under the selected FCC if a fault or
failure should occur.
MAIN STATUS PAGE
MAIN TEST PAGE
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•
• Collective position sensors detect pilot
collective displacement, which results in
a change in stabilator angle to
counteract the pitch changes.
• Provide pitch rate feedback to improve
dynamic stability.
AFCS TEST
Automatic Flight Control

System Operation
Stabilator
The primary function of the stabilator is to
provide stability in the pitch axis in forward flight.
The helicopter has a variable angle of incidence
stabilator to enhance handling qualities. The
stabilator is programmed to:
• Align stabilator and main rotor

downwash in low speed flight to
minimize nose-up attitude resulting from
downwash.
• Decreases angle of incidence with
increased airspeed to improve static
stability.
• Provide collective coupling to minimize
pitch attitude excursions due to
collective inputs from the pilot.
9/3/2003
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• Provide sideslip to pitch coupling to essential bus and No. 2 ac primary bus through
reduce susceptibility to gusts. circuit breakers marked STAB CONTR.
Stabilator Actuators. Stabilator/Flight Control Panel
The above features are provided via inputs to The stabilator flight control panel, on the lower
dual actuators, which position the stabilator. center console, provides electrical control of the
Failure of one actuator will restrict total stabilator system. A slew switch on the
* Not All Criteria Shown
ARINC 429 Auto Mode Motor
#1 ADC
Schedule Driver
ARINC 429
EGI (Pitch Rate)
Fault
Detection Auto/
Manual Each actuator is rate
28 Vdc PWM (6A stall)

Cltv. Stick Posn Logic* limited 0.7 inch/s
(? 4°/sec. of Stab motion)
Lateral Accel
Airspeed
Independent
Stab. Angle
Monitor #1 Stabilator
Actuator
M
#1 Stab. Actuator Position
Cross Channel Data Link
Cyclic Slew Switch

Stabilator Angle Synchro
Transducer
Manual Slew Switch
STAB IND Up
DCU
Down
#2 Stab. Actuator Position
M
MFD
#2 Stabilator
Actuator
#2 ADC ARINC 429 #2 FCC
Other Sensors #2 FCC has same functionality as #1 FCC, detail not shown for clarity
maximum movement of the stabilator to about Stabilator Flight Control Panel is a single switch
35° if failure occurs full down, or about 30° if with redundant poles for both up and down
failure occurs full up. The stabilator actuators control. The pilot and copilot each have a cyclic
receive power from the dc essential bus and No. mounted slew switch that can command the
2 dc primary bus through circuit breakers stabilator in the up direction only.
marked STAB PWR. Since the battery powers
the dc essential bus, it is possible to manually The No. 1 side of the switches is sent to FCC
slew one actuator using battery power only. If No. 1, and similar on the No. 2 side. Each FCC
the stabilator is slewed up, regain automatic determines the correct mode for stabilator
control by manually slewing stabilator full down, control (Auto or Manual). In manual mode, the
then push AUTO CONTROL RESET twice. FCC reads the status of the slew switches and
Otherwise, when only one actuator is slewed, it commands its respective actuator.
causes a very large mismatch between the two
actuator positions. This is detected by the fault The actuators are electrically independent and
monitor and shuts down the automatic mode mounted back to back to control the position of
upon attempted engagement. Automatic control the stabilator. Each actuator gets its power from
function sensors, airspeed sensors, pitch rate its respective FCC. Each channel required for
gyros, collective position sensor, and lateral manual control of the stabilator is powered from
accelerometer receive power from the ac independent electrical sources.
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The Stabilator control panel on the lower WOW. When pressed, control of the stabilator
console provides electrical control of the should go to the manual mode.
stabilator system. The panel contains a MAN
SLEW switch, a TEST button, and AUTO Automatic Mode
CONTROL RESET switch with a push-to-reset
feature. The automatic mode of operation positions the
stabilator to the best angle of attack for the
Manual operation is also restricted to these existing flight conditions.
limits. If a malfunction occurs in the automatic
mode, the system will switch to manual, ON will Automatic mode will engage when power is
go off in the AUTO CONTROL window, and the applied to the FCCs. The pilot can also press
STABILATOR and MASTER CAUTION PRESS the reset pushbutton on the stabilator flight
TO RESET cautions control panel. Once
will appear and a engaged, each
beeping tone will be STABILATOR CONTROL computer will use its
heard in the pilot’s MAN SLEW AUTO respective sensors to
and copilot’s UP
TEST
CONTROL compute a desired
headphones. It may O R angle of incidence.
F E
be possible to regain ON S
Each FCC then
F
the auto mode by DOWN E positions its respective
pressing the AUTO T actuator to achieve the
CONTROL RESET. If AUTO FLIGHT CONTROL desired angle providing
the automatic mode that the other side
is regained, ON will actuator will be
appear in the AUTO ON ON ON ON extended just the same.
CONTROL switch
window and the The automatic mode will
SAS/BOOST FAILURE RESET
cautions and allow the stabilator to be
MASTER CAUTION automatically operated
CPTR CPTR
PRESS TO RESET ON from about 39° trailing
1 2
cautions will edge down to 9° trailing
disappear. The edge up.
stabilator automatic
mode is held in the Limited Automatic
energized state within Mode
the stabilator control UMAV003_8
amplifier. In the event that a
failure occurs that prevents one FCC from
On certain occasions during interruption of dc positioning its respective actuator, the system
power, such as switching of generators, it is can revert from full Auto mode to Limited Auto
possible to have conditions where the stabilator Mode. The functioning Limited Auto Mode
automatic mode may shut down. If the automatic channel uses the location of the failed channel’s
mode shuts down during flight because of an ac actuator to compute where it should command
power failure, the helicopter shall be slowed to its own actuator. The stabilator will only be able
80 Knots Indicated Air Speed (KIAS) before to achieve half of its normal maximum rate
power is restored. In this case the AUTO because only one actuator is active. Available
CONTROL RESET switch may be pressed to range will depend on the position of the actuator
reengage the auto mode. If the automatic mode of the failed channel.
is not regained, the MASTER CAUTION PRESS
TO RESET must be reset, which turns off the Manual Mode
beeping tone, and the stabilator controlled
throughout its range with the MAN SLEW switch. Manual mode is provided in the event that, Auto
When initial power is applied to the stabilator mode fail, if the pilot needs to reposition the
system, it will be in automatic mode. stabilator following a failure or if the pilot
The TEST switch is used to check the AUTO chooses to override Auto mode.
mode fault detector feature and is disabled by
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Page 14 of 20
In Manual mode, the stabilator will only move in copilot control inputs if either actuator should
response to direct pilot input. The pilot can slew jam.
the stabilator up or down using the slew switch
located on the stabilator flight control panel in The forces required to break through the clutch
the center console or it can be slewed up using are 80 pounds maximum in yaw and 13 pounds
the cyclic slew switch located behind each cyclic maximum in roll.
grip. The stabilator can be slewed at full rate
throughout its full range presuming both Electrohydromechanical actuator operated in
actuators are functioning. conjunction with the FCC develops the
longitudinal forces. When the pilot applies a
Stability Augmentation System (SAS) longitudinal or lateral force to the cyclic stick with
trim engaged, a combination detent and gradient
The SAS enhances dynamic stability in the force is felt. The pilot may remove the force by
pitch, roll, and yaw axes. In addition, both SAS 1 pressing the thumb-operated TRIM REL switch
and SAS 2 enhance turn coordination by on the pilot/copilot cyclic grip. It should be noted
deriving commands from lateral accelerometers that the trim actuators have only one input and
which together with roll rate signals are sent to thus, can only be driven by FCC #2. If that FCC
their respective yaw channels automatically at should fail, the trim function is lost.
airspeeds greater than 60 knots (SAS 1)/50
knots (SAS 2). The SAS 1 operates on 28 vdc The pedal gradient maintains pedal position
power from the dc essential bus through a circuit whenever the trim is engaged. Below 50 KIAS,
breaker marked SAS BOOST. Pitch, roll, and place feet on the pedals to press pedal switches
yaw rate; pitch attitude and roll attitude, are and remove the gradient force (above 50 KIAS,
provided by EGIs. Longitudinal and lateral the TRIM REL switch must also be pressed).
accelerations are provided by individual The pedals may then be moved to the desired
accelerometers in each axis. Loss of ac power position and released. The pedals will be held at
to the EGI or SAS amplifier can cause erratic this position by the trim gradient. The pedal trim
operation of SAS 1 due to loss of the reference actuator also includes a pedal damper. The
for the ac demodulators. When this condition is pedal damper is engaged continuously,
encountered, the pilot must manually disengage independent of electric power and the TRIM
SAS 1. If the malfunction is continuous, SAS 2 switch on the flight control panel. The FCC
may be turned off. With SAS 1 or SAS 2 off, the continuously monitors operation of the trim
control authority of SAS is reduced by one-half system. In addition to the TRIM REL switch, a
(5% control authority). Malfunction of the SAS 1 five-way trim switch on each cyclic stick
system may be detected by the pilot as an establishes a trim position without releasing trim.
erratic motion in the helicopter without a With trim engaged, the trim position is moved in
corresponding failure advisory indication. If a the direction of switch movement. The trim
malfunction is experienced, SAS 1 should be switch in one direction at a time moves the
turned off. SAS actuator hydraulic pressure is cyclic. When FPS is engaged, the TRIM switch
monitored. In case of loss of actuator pressure, changes the pitch and roll attitude reference
or if both SAS 1 and SAS 2 are off, the SAS instead of the cyclic stick position reference.
OFF caution will appear on the MFD.
The trim system release feature permits the pilot
or copilot to fly the helicopter with light stick
Trim forces. The push-on/push-off TRIM switch on
the flight control panel or the TRIM REL
When the TRIM is engaged on the flight control switches on the pilot/copilot cyclic and collective
panel, the pitch, roll, collective, and yaw trim grips may be used to release trim. When the
systems are activated to maintain position of the switch is on, the trim system provides gradient
cyclic, collective, and tail rotor controls. Proper and detent holding force for pitch, roll, collective,
operation of the yaw trim requires that the and yaw. When turned off, the trim system is
SAS/BOOST on the flight control panel be on. released and light cyclic and collective control
The tail rotor and lateral forces are developed in forces are present.
the electromechanical yaw and roll trim
actuators. Both yaw and roll trim actuators
incorporate slip clutches to allow pilot and
9/3/2003
Page 15 of 20
Flight Path Stabilization (FPS) time that the STICK TRIM switch input is
removed until the new reference airspeed is
The FPS function maintains helicopter pitch and acquired. This is to allow time for the helicopter
roll attitudes, airspeed, and heading during to accelerate or decelerate to the new trim
cruise flight, and provides a coordinated turn speed. The yaw axis of the FPS provides
feature at airspeeds >50 knots (kts). First heading hold at airspeeds less than 50 knots
engaging the control panel TRIM switch and at and heading hold or turn coordination at
least one SAS switch and then pressing the airspeeds greater than 50 knots. For heading
control panel FPS switch engage the FPS hold operation at airspeeds less than 50 knots,
function. When engaged, the switch legend ON the helicopter is maneuvered to the desired
is lit. heading with feet on pedals. When trimmed at
the desired heading, the pilot may remove feet
The FCCs provide FPS command signals to the from pedals, at which time the existing heading
pitch trim servo, roll trim actuator, and yaw trim becomes the reference, which is automatically
actuator, which in turn reposition the flight held. To change heading, the pilot may activate
controls. The FD only repositions collective trim. one or both pedal switches, trim up on the
desired heading and remove feet from pedals.
The AFCS also provides command signals to At airspeeds greater than 50 kts, heading hold
the trim actuators to reposition the flight controls will be automatically disengaged, and
using the trim system. coordinated turn engaged under these
conditions:
Proper FPS operation requires that the
SAS/BOOST, TRIM, and SAS 1 and/or SAS 2 • STICK TRIM switches actuated in the
functions have been selected on the flight lateral direction.
control panel. Although not required for proper • TRIM REL switch is pressed and roll
operation, the FPS performance will be attitude is greater than 2.5°
improved by the proper operation of the • About ½ inch cyclic displacement and a
stabilator in the automatic mode. To use the roll attitude of about 1.0°. Heading hold
FPS features, the pilot first assures that is automatically reengaged and turn
SAS/BOOST, SAS and TRIM are on and coordination is disengaged upon
operating, and then turns the FPS switch on. recovery from the turn when the lateral
The desired pitch and roll attitude of the stick force, roll attitude, and yaw rate are
helicopter may be established in one of these within prescribed limits.
ways:
To make a coordinated turn, the pilot enters a
1. Pressing the STICK TRIM switch to slew turn in one of these ways:
the reference attitude to the desired
attitude. • Changing reference roll attitude by
2. Pressing the TRIM REL switch on the pressing the STICK TRIM switch in the
pilot/copilot cyclic grip, manually flying desired lateral direction.
the helicopter to the desired trim • Pressing TRIM REL switch on the cyclic
condition, and releasing the TRIM REL grip and establishing the desired bank
switch. angle with feet off pedal switches.
3. Overriding the stick trim forces to • Exerting a lateral force on the cyclic
establish the desired trim condition, and stick to achieve the desired bank angle,
then neutralizing stick forces by means and then neutralizing the force with the
of the TRIM switch. STICK TRIM switch.
• Keeping a lateral force on the cyclic
The trim attitude, once established, will be stick for the duration of the turn.
automatically held until changed by the pilot. At
airspeeds greater than 50 knots, the pitch axis The FPS monitoring is automatic. If a
seeks to maintain the airspeed at which the trim malfunction is detected, the AFCS FAIL caution
is established by variation of pitch attitude. appears on the MFDs and the FPS will either
When pitch attitude is changed by means of the continue to operate in a degraded mode, such
STICK TRIM switch, there is a delay from the as without heading hold or without attitude hold;
9/3/2003
Page 16 of 20
or may cease to function altogether. The pilot hold is achieved by the use of the roll
must take over manual flight of the helicopter axis.
and may either turn the mode off or evaluate
performance to determine the degree and type Turn Coordination.
of degradation and continue flight with the
remaining features. To help evaluate the nature Automatic turn coordination is provided at
of the degradation, FCC alerts report status on airspeeds greater than 50 knots.
the AFCS STATUS page in the Flight Turn coordination allows the pilot to fly a
Management System (FMS). These tell the pilot coordinated turn with directional control provided
which mode has experienced the failure. If an by the AFCS. The AFCS uses lateral
FCC light illuminates, the pilot may attempt to acceleration and roll rate to determine if the
clear the indication of temporary malfunctions by aircraft is out of balanced flight, and provides the
pressing one of the switches. If the AFCS yaw SAS and yaw trim with the inputs necessary
DEGRADED caution disappears, it may be to maintain an automatic coordinated turn.
assumed that normal operation is restored. Automatic turn coordination is engaged and
heading hold disengaged when roll attitude is
Attitude Hold. greater than 1° and any of the following
conditions exists:
Attitude hold is engaged with FPS at all
airspeeds, and is commanded by changing the • Lateral cyclic greater than 1.3 inch stick
cyclic stick position with the stick TRIM switch. displacement from trim.
This causes the cyclic stick to move and the • Cyclic trim release is pressed.
helicopter attitude to change approximately 5° • Roll attitude is beeped beyond 2.5° bank
per second in pitch and approximately 6° per angle. Actuation of the HDG TRIM
second in roll. When cyclic movement is switch above 50 KIAS uncoupled in the
stopped, the autopilot stabilizes the helicopter lateral axis for more than one second
around the new attitude. The roll channel provides a 1° per second coordinated
autopilot holds roll attitude of the helicopter. turn.
Attitude information is supplied to the computer
from the No. 1 and No. 2 EGIs. Radar Altimeter (RADALT) Hold
Heading Hold. When RADALT hold is selected and engaged,

the RADALT test function is still available.
The yaw channel of the autopilot provides the Selecting RADALT test causes the RADALT
heading hold feature for hover and forward flight hold to be disengaged.
and is engaged when the AUTO PLT is
illuminated. Heading hold is an outer-loop When radar altitude hold mode is selected, the
function operating through the yaw trim actuator, AFCS computer uses as a reference altitude the
and therefore will only be operational when the existing altitude from the radar altimeter. The
yaw trim is engaged. Releasing all pedal computer commands both the collective SAS
switches at a given heading synchronizes the actuator and the collective trim actuator to
trim system to the established heading. The yaw maintain the reference altitude. The SAS
autopilot also uses a collective stick position actuator provides fast response, limited authority
sensor to hold reference heading for yaw corrections, and the trim actuator provides a
excursions caused by main rotor torque limited response (rate limited), full authority
changes. The heading hold is re-engaged corrections. The AFCS computer uses altitude
following a turn when the following conditions and rate from the radar altitude system and
are maintained for 2 seconds: vertical acceleration to command the collective
SAS and trim actuators. The computer also
• Aircraft roll attitude is within 2° of wings monitors engine torque to prevent dual engine
level. torque from exceeding 140% when in RADALT
• Yaw rate is less than 2° per second. The hold mode. Radar altitude hold is engaged at
weight-on-wheels (WOW) switch any altitude from 0 to 1,500 feet Above Ground
disengages the heading hold when the Level (AGL) and at any airspeed by pressing the
aircraft is on the ground. During coupled RADALT with SAS and FPS engaged. Manually
flight operation above 50 KIAS, heading selecting the RADALT via the on-side FD/DCP
9/3/2003
Page 17 of 20
will disengage the RADALT mode. Manually Flight Director/Display Control Panel
selecting the Remote Standby (RMT SBY) on (FD/DCP)
the cyclic stick will also disengage the RADALT NOTE
mode. If the RADALT mode is engaged on the
ground, the RADALT mode will automatically Due to software unavailability most of the
disengage when the aircraft is in flight (weight pushbuttons on the FDDCP will not be
off wheels). functional at first flight. This is for
informational purposes only.
The RADALT hold mode uses the output of the
RADALT to provide altitude correction signals.
Engagement of the RADALT switch causes the All FD modes are engaged via the FD/DCP. The
selected FCC to hold the helicopter at the radar FD provides pitch, roll, and collective steering
altitude engage point. To change to a new cues on the PFD. In addition, any FD function
altitude, the collective stick TRIM RLSE switch can be coupled to the flight controls by pressing
must be pressed, the flight controls repositioned the “CPL” button on the FD/DCP. Except where
to change altitude, and then TRIM RLSE is otherwise noted, all FD functions are available at
released at the new altitude. The RADALT airspeeds greater than 50 kts. The FD has the
legend will flash as long as the TRIM RLSE following modes:
switch is pressed. When the switch is released,
the radar altitude mode is automatically Airspeed Hold (AS)
reengaged and the legend will go on steady.
Additionally, using the AFCS COLL switch on AS hold is automatically engaged when
either pilot’s collective stick can change altitude. transitioning from below to above 50 kts.
The rate of change is 4 feet per second (for the Engagement status is displayed on both the
first 5 seconds of beep), then 16 feet per second PFD and FD/DCP. The mode will maintain an
(for longer than 5 second beep). If the RADALT airspeed reference that is set when the mode is
becomes unreliable, the selected FCC will engaged. The reference can be changed using
automatically disengage the radar altimeter the cyclic beeper or the airspeed knob on the
mode. The RADALT mode may be used at any FD/DCP. The reference is displayed on both the
altitude below 1,500 feet. PFD and FD/DCP.
NOTE Barometric Altitude (BARALT) Hold
The pitch and roll cues on the MFD will be BARALT Hold engagement status is displayed
removed from view and it is recommended the on both the PFD and the FD/DCP. The mode
pilot utilize the MFD hover display velocity bars will maintain an altitude reference that is set
for situational awareness. If the helicopter is when the mode is engaged. The reference can
flying with a tailwind, the airspeed can be less be changed using ALT knob on the FD/DCP.
than 50 KIAS while the groundspeed is greater The reference is displayed on both the PFD and
than 60 knots. Under these conditions if the FD/DCP.
TRIM REL switch is pressed while in the CLIMB
mode, the helicopter will go into the VHLD mode Radar Altitude Hold (RALT)
and decelerate to 60 knots groundspeed, which
is the maximum that can be commanded. Under RADALT Hold engagement status is displayed
these conditions, pitch up and down of on both the PFD and the FD/DCP. The mode
helicopter attitude is normal while the helicopter will maintain an altitude reference that is set
stops accelerating, and then decelerates and when the mode is engaged. The reference can
captures 60 knots. be changed using the collective beeper or the
RADALT knob on the FD/DCP. The reference is
displayed on both the PFD and FD/DCP.
RADALT hold will automatically engage when
hover hold is engaged.
9/3/2003
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Vertical Speed Hold (VS) maintain the heading indicated by the HDG Bug
displayed on the PFD. The HDG Bug can be
VS Hold engagement status is displayed on both changed using the HDG knob on the FD/DCP.
the PFD and the FD/DCP. The mode will The reference value is displayed on both the
maintain a VS reference that is set when the PFD and the FD/DCP.
mode is engaged. The reference can be
changed using the collective beeper or the VS VHF Omni Range (VOR)
knob on the FD/DCP. The reference is displayed
on both the PFD and FD/DCP. VOR engagement status is displayed on both
the PFD and the FD/DCP. When the mode is
Barometric Altitude Preselect (ALTP) first engaged, the engagement status is ARMed.
When radial selected via Omni Bearing Select
Prov.
Long. Cltv. Lat. DCU CDU ADC EGI FD/ Copilot’s Copilot’s
P. Rate
Accel Stick Accel DCP Inboard Outboard ARINC 429
Gyro #1 #1 #1 #1 #1
#1 #1 #1 #1 MFD MFD
ANALOG/DISCRETE
Stabilator P. SAS Servo

Angle/Limit
Switch Assy.
R. SAS Servo
Stabilator # 1 FCC Y. SAS Servo
Actuator Stab/
#1 Flight
Control
Panel
Stabilator
Actuator
#2
# 2 FCC P. Trim
R. Trim
Back Up
Instrument Y. Trim
C. Trim
Cltv. Long. Lat. P. Rate FD/ Pilot’s Pilot’s

Radar Vert. DCU CDU ADC EGI
Stick Accel Accel Gyro DCP Inboard Outboard
Alt. #2 Accel #2 #2 #2 #2 #2 #2 #2 #2 MFD MFD
Prov.
ALTP engagement status is displayed on both (OBS) is captured, the status changes to CAP.
the FD and the FD/DCP. When the mode is first
engaged the engagement status is ARMed. Instrument Landing System (ILS) Localizer
When current altitude is within 10 ft of the target (LOC)
altitude, the status changes to CAPtured. When
current altitude is within 10 ft of the target ILS LOC engagement status is displayed on
altitude, the mode automatically disengages and both the PFD and the FD/DCP. When the mode
ALT engages. The reference can be changed is first engaged, the engagement status is
using the ALTP knob on the FD/DCP. The ARMed. When ILS LOC is captured, the status
reference is displayed on both PFD and the changes to CAP.
FD/DCP.
ILS Back Course (BC)
Heading (HDG) Select
ILS BC engagement status is displayed on both
HDG Select engagement status is displayed on the PFD and the FD/DCP. When the mode is
both the PFD and the FD/DCP. The mode will first engaged, the engagement status is ARMed.
9/3/2003
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When ILS LOC is captured, the status changes
to CAP.
ILS Glide Slope (GS)
GS engagement status is displayed on both the

PFD and the FD/DCP. When the mode is first
engaged, the engagement status is ARMed.
When GS is captured, the status changes to
CAP.
ILS Deceleration (DCEL)
DCEL engagement status is displayed on both

the PFD and FD/DCP. DCEL mode will program
airspeed to achieve 70 kts at 200 ft.
Go Around (GA)
GA engagement status is displayed on both the

PFD and the FD/DCP. GA will command a climb
of 750 ft per minute and airspeed of 70 kts. GA
can be engaged at any airspeed below 70 kts.
FMS Long Range Navigation (LNAV)
LNAV engagement status is displayed on both

the PFD and the FD/DCP. The mode provides a
roll steering to maintain the FMS flight plan.
FMS Vertical Navigation (VNAV)
VNAV engagement status is displayed on both

the PFD and FD/DCP. The mode provides
collective stick commands to maintain a vertical
flight plan during approach phase only (pseudo
GS).
Hover (HVR) Hold
HVR engagement status is displayed on both

the PFD and the FD/DCP. HVR Hold has two
submodes of operation: position hold and
velocity hold. When position hold is engaged, a
position over the surface is maintained. Velocity
HVR maintains a constant groundspeed over the
surface. If the HVR button is pressed on the
FD/DCP, Velocity HVR will be engaged at the
current speed unless that speed is less than the
threshold in which case Position HVR will be
engaged. If the cyclic beeper center position is
activated and the engagement criteria are met,
Position HVR will be engaged.
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Section 2-6 modules: two input modules, the main module,
and two accessory modules. The main
transmission has a built-in 3° forward tilt.
Powertrain System Differences
Description Power to drive the tail rotor system is
transmitted via shafting from the main
The principle components and configuration of transmission tail take-off, through the main
the powertrain system are unchanged for the transmission oil-cooler assembly to the IGB.
UH-60A/L. The modular composition and The IGB changes the angle of torque and routes
installation of the main transmission, input it to the tail gearbox where the angle is changed
modules, and accessory drive modules are again and drives the tail rotor.
unchanged.
The UH-60M powertrain system modifications
The powertrain consists of inputs from two impact the following components:
engines, a main transmission, intermediate gear
box (IGB), tail gear box (TGB), and connecting • Main transmission housing
drive shafting. Power from the engines is • Shorter section 1 drive shaft
transmitted to the main transmission module • Longer tail takeoff gear and flange
through input modules. The main transmission is • Larger TGB oil site gauge
mounted on top of the cabin between the two • Chip detector retention clips
engines. It mounts and powers the main rotor • Improved chip detector system fault
head, changes the angle of drive from the monitoring
engines, reduces rpm from the engines, powers • Powertrain system indications
the tail rotor drive shaft, and drives the
accessory module. The main transmission
consists of five
Pave Hawk Derived

Improved Durability
Main Module
Upgraded Rotor Brake
Input Module Provisions
Upgraded
Accessory Upgraded
Module Tail
Gearbox
Upgraded
Intermediate
Gearbox
New Sight
Gage
New Section 1
Drive Shaft
9/3/2003
Page 1 of 12

Powertrain System The updated equipment includes hydraulic
pumps, transmission sensors and wiring
Components/Subsystems harnesses. The transmission assembly also
includes a longer tail take off and an offset gust
Main Transmission Assembly lock flange to allow for the installation of a rotor
brake if mission requirements dictate.
The main module contains the necessary
gearing to drive the main rotor and tail rotor
systems. It provides a reduction in speed from
the input module to the main module and the tail
drive shaft.
The main transmission assembly is replaced

with an improved durability gearbox (IDGB) as
part of the UH-60M modernization program.
The IDG installed on the aircraft incorporate the
latest versions of all external and internal
transmission components.
Pavehawk Derived Improved

Durability
Main Module Rotor Brake
Provisions
Upgraded
Input
Module
Upgraded
Accessory
Module
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Page 2 of 12

Input Module additional rotor speed sensor is mounted on the
left accessory module, which provides input
The input modules are mounted on the left and signals to the DEC for improved transient droop
right front of the main module and support the response.
front of the engines. They contain an input bevel
pinion and gear and a freewheel unit. The Like the main and accessory modules of the
freewheel unit allows engine disengagement transmission assembly, the accessory module
during autorotation, or in case of a non- configuration match the UH-60L Lot 21
operating engine, the accessory module will standard. This includes the installation of an
continue to be driven by the main rotor. The improved VESPEL spline adapter for the main
input module provides the first gear reduction generator as well as an improved gear with
between engine and main module. associated spacers.
The input modules installed on UH-60M

configured aircraft incorporate equipment to Main Transmission Lubrication
make the input module consistent with the UH-
60L Lot 21 configuration. The upgrade installs System
the latest version of the accessory drive gear as
well as features that enhance the input modules The lubrication system of the UH-60M
heat resistance and lubrication system. transmission system is physically and
functionally identical to the system found on the
UH-60L.
Transmission Oil Cooler

Accessory The main transmission cooling system consists
Module of an externally mounted oil cooler and
mechanically driven blower assembly. Oil lines
connect the main transmission to the oil cooler.
Main Transmission Chip Detector

System
The UH-60M transmission chip detector is
configured and functions identically to the UH-
60A/L system. The transmission chip detector
system consists of chip detectors on the left and
right input modules, left and right accessory
modules, as well as the main gearbox module
(MGB). The detectors provide warning of chips
in any of five areas of the main transmission
system.
Accessory Module
One accessory module is mounted on the

forward section of each input module. Each
accessory module provides mounting and drive
for an electrical generator and a hydraulic pump
package. A rotor speed sensor is mounted on
the right accessory module and provides signals
for the Engine Indication Crew Alerting System
(EICAS) and PFD power pod displays. An
9/3/2003
Page 3 of 12

Tail Drive System joints. The shafts are ballistically tolerant if hit by
a projectile and are suspended at four points in
Six sections of drive shaft connect the main viscous-damped bearings mounted in adjustable
module to the tail rotor gear box. The shafts plates and bolted to fuselage support brackets.
drive the oil cooler blower and transmit torque to
the tail rotor. Each shaft is dynamically balanced
tubular aluminum. Multiple disc (flexible)
couplings between sections eliminate universal
UH-60M Tail
UH-60A/L Tail Take Off
Take Off
9/3/2003
Page 4 of 12

No. 1 Tail Drive Shaft
The IGB, when refurbished, is converted to a Lot
Drive shaft segment No. 1 will be recognized to 21 standard. The upgrade process incorporates
be different from the normal configuration of the improved chip detectors as well as the latest
tail drive shafting found on UH-60A/L aircraft. version of the intermediate gearbox oil sight
The shorter No. 1 drive shaft segment is gauge.
intended to allow for the installation of a rotor
brake assembly. Tail Gear Box
The oil-lubricated TGB at the top of the tail pylon
transmits torque to the tail rotor head. The TGB
changes angle of drive and gives a gear
reduction and mounts the tail rotor system. It
also enables pitch changes of the tail rotor
blades through the flight control system. The
gearbox housing is magnesium. The TGB may
run at cruise flight for 30 minutes with loss of all
oil.
UH-60M No. 1 Tail Drive Shaft
Intermediate Gear Box

Mounted at the base of the pylon is the oil- T
ON
lubricated IGB. It transmits torque and reduces FR
shaft speed from the main gearbox to the TGB.
The IGB may run at cruise flight for 30 minutes,
with loss of all oil.
The TGB, when it’s refurbishment process is

completed, is upgraded to the Lot 21 standard.
The most noticeable change to the tail gearbox
is the larger oil sight gauge. This sight gauge
has been used on Naval hawk aircraft for some
time. Also upgraded are the chip detectors as
the use of new manufacturing processes and
components that enhance the tail gearboxes
reliability.
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Page 5 of 12

Oil Sight Gage
Intermediate and Tail Gear Box

Chip/Temperature Sensors
The intermediate and tail gear boxes are

equipped with identical chip/temperature
sensors that provide a cockpit indication when
the gear box temperature is too high, or a chip is
present. The chip detectors incorporate a fuzz
burn-off feature that eliminates false warning
due to fuzz and small particles. When a chip is
detected and will not burn off, the INT XMSN
CHIP or TAIL XMSN CHIP caution will appear.
The oil temperature sensor is a bimetal strip that
reacts to temperatures. When the oil
temperature reaches 140°C, the INT XMSN OIL
HOT or TAIL XMSN OIL HOT caution will
appear. Power to operate the oil temperature
system is from the No. 2 dc primary bus through
a circuit breaker marked MAIN XMSN.
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Powertrain System Indications above the readout defining the parameter the
indicator represents.
Flight Display System Transmission • T – Main transmission oil temperature
Indications (MTOT)
• P – Main transmission oil pressure
The Flight Display system provides transmission (MTOP)
system indications on both the Engine
Instrument Crew Alerting System (EICAS) The readouts provide a numeric indication of the
Display and the Primary Flight Display. current state. The range of the readouts varies
with the lower limit typically being 0 and the
EICAS Data Display – Transmission upper limit typically being the maximum value
Indications the input data can assume.
The transmission indications consist of a tape to The readout color is determined by the
provide information and readout above the tape displayed readout value to the operating
to provide precise values. A label is displayed range/limits defined for that parameter.
• Green – “Normal” operating region

• Y
Yeeellllllooow
Y w – “Cautionary” operating region
w
• Red – “Warning” operating region
Transmission Indications Icon

9/3/2003
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Check EICAS Caution Indication
The DCU will illuminate the CHECK EICAS
caution when the main transmission oil
temperature or pressure parameters exceed or
decrease below the maximum or minimum
continuous limits OR the cross channel DCU
indicates the Check EICAS Caution is true. The
parameters are:
• Main Transmission Oil Temperature has

reached or exceeded its maximum
Maximum Continuous Line continuous limit of 105° C
The EICAS display draws a yellow line across • Main Transmission Oil Pressure has
the main transmission icon to facilitate quick reached or exceeded its maximum
interpretation of the transmission exceedance continuous limit of 65 PSI
status.
• Main Transmission Oil Pressure has
This line represents the maximum continuous reached or decreased below its
operating limit for each of the parameters minimum continuous limit of 30 PSI
represented by the tapes. Under normal
operating conditions all parameters should be on Caution/Advisory Indications
or below the line. If a parameter exceeds the
maximum continuous limit, its tape and readout The cautions and advisories provided by the
will turn yellow. Data Concentrator Units/Engine Indication Crew
Alerting System (EICAS) are similar if not
identical to UH-60A/L caution/advisory panel
indications. In some case there have been
minor syntax changes. They are listed here for
general informational purposes.
The powertrain system Caution/Advisory

Indications are as follows:
MAIN XMSN OIL HOT - Caution

Indicates that main transmission oil temperature
is greater than 140°C.
Transmission Indication Miscompare MAIN XMSN PRESS - Caution
Indicates when oil pressure in the main
The indicator label is normally white. When a
transmission is less than 21 PSI. The indication
miscompare condition exists, the label is
will be cleared when oil pressure rises to above
displayed as a yellow flag (black text on yellow
22 PSI.
background).
TAIL XMSN OIL HOT - Caution
Indicates that the tail transmission oil
temperature is >284°F ±15°F.
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Page 8 of 12

INT XMSN OIL HOT - Caution Detector 2. This menu selection allows the
Indicates that the intermediate transmission oil operator to view the status of the detectors. All
temperature is >284°F ±15°F. faults and failures will be displayed under the
Chip Detector status page if a fault or failure
CHIP IBIT FAIL - Caution should occur.
Indicates that the DCU has detected a failed
status for any chip detector.
CHIP INT XMSN - Caution

Indicates that a chip has been detected in the
intermediate transmission.
CHIP L ACC MDL - Caution

left hand accessory module.
CHIP L INPUT MDL - Caution

left hand input module sump.
CHIP MAIN MDL SUMP - Caution

main module sump.
CHIP R ACC MDL - Caution

right hand accessory module.
AIR VEHICLE STATUS PAGE
CHIP R INPUT MDL - Caution
right hand input module.
CHIP TAIL XMSN – Caution

tail transmission.
GUST LOCK ENGAGED - Caution

Indicates that the gust lock is engaged.
Flight Management System Status

And Test Indications
Status
The FMS monitors the powertrain chip detector

system. The FMS STS fixed function key is
used to access the MAIN STATUS page to
check the status of the Chip Detectors. Selecting
soft key (SK) 4 on the MAIN STATUS PAGE
accesses the AIR VEHICLE status page.
Selecting SK 2 or SK 7 accesses air vehicle
equipment status for Chip Detector 1 and Chip CHIP DET STATUS PAGE
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Chip Detector Initiated Built In Test (IBIT)
The chip detector can be tested as needed by

initiating a test by accessing the test modes
located on the Air Vehicle Test page of the FMS.
The Test Menu is accessed by the <TST>
function key and provides the ability to conduct
and review tests of system line replaceable units
(LRU’s). Selecting soft key (SK) 4 on the MAIN
TEST PAGE accesses the AIR VEHICLE Test
page. Selecting SK 2 or SK 7 accesses air
vehicle equipment test for CHIP DET1 and CHIP
DET 2. These menus allow an IBIT of the
separate chip detector circuits. All faults and
failures will be displayed under the DEC if a fault
CHIP DETECTOR TEST PAGE
Chip Detector System Continuous Built In

Test (CBIT)
The chip detector system BIT performs an

automatic continuous test, controlled by the
Master DCU of the following chip detectors:
• Left and right input modules,

• Left and right accessory modules,
• Intermediate transmission,
AIR VEHICLE TEST PAGE • Tail transmission, and
• Main module.
When ac power is applied to the system, the

DCU will check for valid signals to the chip
detectors. In the test mode, chip cautions are
not indicated. If all chip detectors pass, no
caution indications will appear. If one or more
chip detectors fail the test, a CHIP IBIT FAIL
caution indication will appear on the EICAS and
the faults detected will be displayed on the
DCHIP DET IBIT screen.
In order to determine the specific failed chip

detector, a chip detector IBIT must be
performed. Test bit codes are displayed after
9/3/2003
Page 10 of 12

the IBIT test is completed (approximately two
minutes).
If a Chip Detector IBIT has already been

selected and is in progress and a second test of
the other chip detector system is selected, the
second of the two tests will complete and display
results.
Engine / Fuel
Drive Train
Power Pod & EICAS Display
Engine / Drive Train / Fuel Instrument CPCI A429 Fault
Miscompare
Engine / Drive
A429 Miscompare
Train / Fuel
Fault Condition
ARINC 429 Receiver
MFD
Miscompare
CPCI
ARINC 429 ARINC 429

FMS-1 DEC Fault Codes
DCU-1 DCU-2 DEC Fault Codes
FMS-2
Chip Detector IBIT Chip Detector IBIT
Reversion DCU Status DCU Status
Switch Panel AVCS Status AVCS Status
Transmission Indications
Fuel Quantity Analog
Discrete
Block Diagram
Engine / Drive Train / Fuel
Fuel Quantity
Discrete
Chip Power
Lamp Test
Aircraft Engine / Drive Train /

Fuel
9/3/2003
Page 11 of 12

NOTES
9/3/2003
Page 12 of 12

Section 2-7 produces the forces necessary to counteract the
torque generated by the main rotor system and
provides directional control.
Rotor System Differences
Description Hardware changes to the rotor system are
limited to the main rotor system. The main rotor
The rotor system consists of a main rotor and system has been configured with new wide
tail rotor. Both main and tail rotor systems are chord rotor blades. The new wide-chord blade
driven by the engines through the transmission allows an increase in performance in both lift
system, with pitch controlled by the flight control and cruise parameters. The new blade has
system. The main rotor system transmits pilot or necessitated minor modifications to the rotor hub
automatic flight control system inputs to the assembly. The extent of changes made to the
main rotor blades. Forces developed by the UH-60M tail rotor system involve changes to tail
blades are transmitted to the aircraft via the rotor bias. Additional rotor system modifications
main rotor system. The tail rotor system may be required rotor hub configuration in the
event that the rotor brake kit is installed.
UH-60 With Wide Chord Blades
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Page 1 of 16
UH-60M AIRCRAFT 1 FIRST FLIGHT DATA
Rotor System Components Main Rotor Parameters
Hub Type STD

Main Rotor System Number of Blades 4
Direction of Rotation
The main rotor system general configuration, (Viewed from above) CCW
function, and physical features remain common Rotor Location – aircraft Station 341.215
with the UH-60A/L. The main rotor system is in.
comprised of four subsystems: main rotor Rotor Location – aircraft Buttline 0 in.
blades, hub, flight controls, and the bifilar Rotor Location – aircraft Waterline 315.0 in.
vibration absorber. Four all composite main rotor Radius 26.83 ft
blades attach to spindles that are retained by Chord 1.92 ft
elastomeric bearings contained in one-piece Disc Area 2261.8 ft2
titanium hub. The elastomeric bearing permits Blade Thickness (%Chord) 9.5%
the blade to flap, lead, and lag. Hydraulic Solidity Ratio 0.0911
dampers control lag motion and blade pitch is Offset 15 in.
controlled through adjustable control rods, which
Blade Twist -18°
are moved by the swashplate. When the rotor is
Airfoil Section SC2110/
not turning, the blades and spindles rest on hub-
SSCA09
mounted droop stops. Upper restraints called
Longitudinal Mast Tilt (-Fwd) -3°
antiflapping stops retain flapping motion caused
Head Moment Constant
by the wind. Both stops engage as the rotor
(@257.7RPM) 2852 ft-
slows down during engine shutdown. Blade
lb/deg
retaining pins can be pulled from the blade
spindle joint and the blades folded along the rear
of the fuselage.
UH-60M Main Rotor System

9/3/2003
Page 2 of 16
Scissors Assemblies
The UH-60A/L rotor system only requires 7.5°

clearance between the swashplate and scissors
assemblies. The changes made to the flight
control system created a mechanical
interference between the bottom of the scissors
assembly and swashplate. To eliminate this
interference, the scissors have been modified to
allow a total of 8.5° of clearance to achieve the
needed additional 16% in clearance required.
The bottom of the scissors has been machined
to reduce its profile and allow the clearance
required for the increase in lateral cyclic
clearance.
UH-60A/L Scissors Assembly
UH-60M Scissors Assembly
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Page 3 of 16
Bifilar Vibration Absorber
The application and installation of the bifilar
vibration absorber is unchanged on the UH-60M.
It reduces rotor vibration at the rotor. The
absorber is mounted on top of the hub and
consists of a four-arm plate with attached
weights.
Bifilar Assembly
Main Rotor Dampers

Main rotor dampers are installed between each
of the main rotor spindle and the hub to restrain
hunting (lead and lag motions) of the main rotor
blades during rotation and to absorb rotor head
starting loads. Each damper is supplied with
pressurized hydraulic fluid from a reservoir
mounted on the side of each damper. The
reservoir has an indicator that monitors the
reserve fluid. When the damper is fully serviced,
the indicator will show full gold.
9/3/2003 Main Rotor Damper

Page 4 of 16
Main Rotor Blades designs. Each blade has a built in 16.3° static
twist to optimize performance. The blade tips
The four main rotor blades produce the lift are swept back at 30°. The blade tips also
necessary for flight. The immediately noticeable feature an anhedral droop of 20°.
features are its increased width or chord and the
absence of the Blade Inspection Monitor (BIM) The leading edge of each blade has a nickel and
indicator. The UH-60M Main Rotor Blade design titanium abrasion strip, the outboard portion of
has a graphite epoxy spar, a 24.25 inch chord which is protected by a replaceable nickel strip.
length, and an anhedral tip, all of which provide Electro-thermal blankets are bonded into the
increased efficiency and capability over standard blades leading edge for deicing.
Blade Balance Point
Swept Anhedral Tip
Blade Cuff
Inboard Trim Tab
Tip Cap
Balance Weights
Outboard Trim Tab
UMMR001
UH-60M Main Rotor Blade
9/3/2003
Page 5 of 16
Main Rotor Blade Construction
Each of the main rotor blades is constructed with
an all-composite structural spar fabricated from
graphite and fiberglass tape that is pre-
impregnated with epoxy resin. The blade has a
Nomex™ honeycomb core, fiberglass skin.
Wire mesh is bonded to the blade surface to
protect the blade in the event of a lightning
strike. A leading edge sheath containing
balance weights and abrasion strips is bonded
to the leading edge of the spar to form the
forward airfoil contour.
Main Rotor Blade Attachment

The blades are attached to the rotor head by two
quick-release expandable pins that require no
tools to either remove or install. The UH-60M
blade pins are larger than those found on the
UH-60A/L due to the increased size of the blade
cuff. To conserve space, all blades can be
folded to the rear and downward along the tail
cone. When mooring, the blades can be tied
down with a fitting on the bottom of each blade.
Main Rotor Cuff/Expandable Pins
9/3/2003
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Rotor Brake actuating the brake handle on the rotor brake
master cylinder located on the right side of the
The rotor brake system is currently intended to overhead console.
be a mission flexibility kit. Permanently installed
provisions will allow the installation of the kit Rotor Brake Master Cylinder
equipment when required by mission profile.
The rotor brake data is included for informational The rotor brake master cylinder is located on the
purposes. right side of the overhead console. It provides
pressure, when the rotor brake lever has been
UH-60M Rotor Brake System Provisions applied, to the rotor brake assembly. When the
rotor brake lever is in the off position, the system
The following equipment constitutes the is vented back to the reservoir. A T-shaped
provisions installed on the aircraft to facilitate the rotor brake lever lockpin is used to prevent
installation of the rotor brake kit in the event that accidental brake release when the rotor brake
the complete rotor brake system is required for has been applied. The pin is set by rotating it
use. 90° and pushing it into the hole on the lever arm
after the rotor brake lever has been moved
• Shorter Section I Drive Shaft forward. To release the pin, pull and rotate 90°.
• Longer Tail Takeoff Gear and Flange on The rotor brake lever is then free to be released.
Main Module
• Offset Gust Lock Flange (from Pave Rotor Brake Pressure Switch
Hawk)
• Electrical Wiring The pressure switch monitors pressure in the
rotor brake line. When the brake is applied, the
• Multifunction Display (MFD)
pressure switch closes and activates the
Programming
ROTOR BRAKE ON EICAS indication. It also
• Brackets, Bulkhead Fittings, Standoffs,
deenergizes the engine control quadrant ground
Hardware
idle solenoid that is located in the engine control
• Quadrant Assembly Ground Idle Lock quadrant. The quadrant lock solenoid is part of a
safety interlock that locks the engine power
The following equipment constitutes the kit items levers in the ground idle position preventing the
required for installation to complete the rotor engine controls from being advanced passed the
brake system: idle setting with the rotor brake applied.
• Brake Disc, Caliper, Pads Rotor Brake Accumulator
• Hydraulic Lines
• Master Cylinder, Accumulator, Relief The rotor brake accumulator is a cylinder
Valve containing a piston loaded with dual springs.
• Pressure Switch The rotor brake accumulator compensates for
• Lag-Lead Rotor Head Modification thermal expansion or contraction of the hydraulic
• Quadrant Ground Idle Solenoid fluid due to changes in ambient air temperature.
Backpressure is held in the accumulator by the
The rotor brake system is a self-contained springs. Accumulator pressure is maintained to
manually actuated, hydraulically operated disc the brake assembly until the brake handle is
brake system. It provides a means of stopping released or the spring’s bottom in the
and holding the rotor head during engine start, accumulator. The accumulator is capable of
engine shutdown, or emergency rotor shutdown. compensating for temperature changes.
It is designed to hold the rotor during engine
start with both engines at idle and during Rotor Brake Assembly
shutdown. The system consists of a master
cylinder, pressure gauge, manifold, accumulator, The rotor brake assembly is a caliper-type
pressure switch, rotor brake solenoid, and the system containing six brake pads that are
rotor brake disc assembly. The brake disc is pressed into contact with the rotor brake disc
mounted on the tail takeoff flange. The rotor when the rotor brake is applied. The rotor brake
brake is designed to stop and hold the main and assembly contains bleed valves for removing
tail rotor systems. The brake is applied by
9/3/2003
Page 7 of 16
trapped air from the system as well as indicator Rotor Brake Operating Limits
pins to determine break pad wear.
•
Rotor brake should NOT be applied with
engines running and rotor turning except
during an emergency stop.
• Normal usage should be with engines
off and Nr between 50 and 30%.
• Maximum Nr for rotor brake application
is 76%.
Rotor Brake Assembly
mounting pad
Aft Transmission area Brake Disc

without Rotor Brake Rotor Brake Assembly
Installed
Rotor Brake Pressure

Switch
Rotor Brake Accumulator
Aft Transmission area with

Rotor Brake Installed
9/3/2003
Page 8 of 16
Tail Rotor System Blade Twist -18°
Cant Angle 20°
The tail rotor and quadrant systems on the UH- Airfoil SC1095
60M are identical in function and configuration to Aspect Ratio 6.79
the UH-60A/L tail rotor system. Information on Root to tip 9.5%
the tail rotor system is provided for general Solidity Ratio 0.1875
review purposes.
The UH-60M tail rotor rigging has been modified

A cross-beam tail rotor blade system provides to allow for higher values of tail rotor impressed
anti-torque action and directional control. The pitch than are currently available of the UH-60A.
blades are of graphite and fiberglass The UH-60M tail rotor has been biased from the
construction. Blade flap and pitch change motion UH-60A’s -9° to +23° to -6° to +26°. The
is provided by deflection of the flexible graphite maximum tail rotor operational impressed pitch
fiber spar. This is limited to 23°
feature above 80 kts
eliminates all forward airspeed,
bearings and however, for
lubrication. The airframe static
spar is a design, the
continuous maximum
member impressed pitch is
running from 26° for all
the tip of one airspeeds. A limit
blade to the tip power-on RPM of
of the opposite 105% will be used
blade. Electro- for static design
thermal loads at sea level
blankets are conditions.
bonded into the
blade leading The additional 3°
edge for bias is required to
deicing. The tail maintain a 10%
rotor head and margin on all
blades are flight controls for
installed on the hot day, high
right side of the tail pylon, canted 20° upward. In gross weight operation. Since the tail rotor
addition to providing directional control and anti- thrust is offset by vertical pylon air loads at high
torque reaction, the tail rotor provides 2.5% of speed, the need for the additional pitch bias is
the total lifting force in a hover. A spring-loaded not required at speeds above 80 kts.
feature of the tail rotor control system will
provide a setting of the tail rotor blades for Tail Rotor Quadrant/Warning
balance flight at cruise power setting in case of
complete loss of tail rotor control. The tail rotor quadrant contains microswitches to
activate the T/R QUAD FAIL caution if a tail rotor
Tail Rotor Parameters cable becomes severed. Configuration and
operation of the tail rotor quadrant is identical to
Number of Blades 4 the UH-60A/L.
Rotor Location – aircraft Station 732.0
in.
Rotor Location – aircraft Buttline 0 in.
Rotor Location – aircraft Waterline 324.7
in.
Radius 11.0 ft
Chord 0.81 ft
9/3/2003
Page 9 of 16
Main Rotor Gust Lock the rear of the cabin, a GUST LOCK caution,
and a locking device and teeth on the tail rotor
The gust lock prevents the blades from rotating takeoff flange of the main transmission. The lock
when the helicopter is parked. The gust lock is shall only be applied when the rotor system is
designed to withstand torque from one engine at stationary; it can only be released when both
IDLE, and thus allows engine maintenance engines are shut down.
checks independent of drive train rotation. The
locking system consists of a locking handle at
Main Rotor Gust Lock Pawl
Main Rotor Gust Lock
9/3/2003
Page 10 of 16
Rotor System Indications The center tape group contains transmission
and rotor speed data. The lower middle tape
group contains fuel data.
Flight Display System Indications
The rotor speed indication, found in the center
The Flight Display System provides rotor tape group, is labeled:
systems indications on both the Engine
Indications Crew Alerting System (EICAS)
• Rotor speed – NR
Display and the Primary Flight Display “power
pod”.
EICAS Data Display – Rotor Systems

Indications
The EICAS displays engine data from the

selected Data Concentrator Units DCUs.
Cautions and advisories are also displayed. The
top center tape group contains rotor speed and
engine power turbine speeds. The tape groups
to the left and right of the center tape group
contain engine data.
Rotor Speed
Indication
9/3/2003
Page 11 of 16
PFD Data Display (Power Pod) Rotor
Systems Indications
The PFD provides a grouping of engine

performance data in what is called the “power
pod”. The power pod is located in the lower left
corner of the display. The PFD rotor speed data
display provides information required for normal
performance, monitoring, and flight operations
as well as quick recognition/diagnosis of
abnormal conditions. This allows the pilots
increased flexibility to use cockpit MFDs for
display of mission situational awareness data
rather than dedicating one or more displays full
time to an EICAS format.
Engine Instrument “Power Pod”
9/3/2003
Page 12 of 16
Rotor Speed (NR) longer, to provide another aid in quickly
determining where the Nr/Np indications are on
The rotor speed indication is presented as part the scale.
of a“Triple Tach” display – providing an
integrated indication of rotor speed (Nr) and Numeric indications are included on the scale at
engines No. 1 and No. 2 power turbine speed 20%, 90%, 100%, 110%, and 120%. The scale
(Np) is white with a black outline (to distinguish the
scale markings from the Nr tape that moves
behind the scale). The scale is displayed all the
The integrated Nr/Np display combines the three time; regardless of the Nr input statuses.
EICAS NR/NP tapes into a single tape with
pointers. The tape in the center represents Nr. Limit lines are displayed on the scale to identify
The two pointers, that bracket each side of the the operational ranges for each of the
Nr tape indicates NP1 and NP2. The display is parameters – including the normal operational
marked with lower/upper RED danger limits, range and operational ranges, which exceed
minimum/maximum Y YE
Y ELLLLLLO
E OW
O W continuous limits,
W maintenance and/or performance related limits.
and 100% GREEN line. A digital Nr readout is The limit line colors identify the severity of the
located above the tape. consequences
of exceeding
the limit.
Nr Readout
Y
YYeeellllllooow
w limit
w
lines represent
the boundary
between the
normal
operational
range and
cautionary
Nr Limit operational
100% Lines ranges (above
and below
Nr desired range).
The red limit

lines represent
the boundaries
Nr Tape between the
cautionary
ranges and
critical
operational
PFD Power Pod Nr Indication ranges (above
upper
cautionary range and below lower cautionary
NR Scale and Limit Lines range).
Nr scale provides an indication range of 20% to The Nr and Np limit lines are separate. The Nr
120% for Nr. The scale consists of three limit lines displayed in the center of the scale
separate linear ranges - between 20% and 90% and the Np limit lines displayed along the left
Nr, between 90% and 110% Nr, and between and right sides of the scale. This independence
110% and 120% Nr. The scale tick marks vary is necessary as the rotor and power turbine
by range – there are tick marks at 20% and 90% limits do not match in all cases.
in the first range, at 1% intervals in the 90%-
110% range, and then at 115% and 120%. The
tick marks displayed at 5% and 10% values are
9/3/2003
Page 13 of 16
The limit lines mark the points on the scale at Power Pod Nr failed Indications
which the parameter indications will transition
color (color coded to reflect the nature of the When the Nr input status has been lost, the
operational region). The tapes, readouts, readout is removed from the display while the
indicators are green in the normal operational “NR” label remains displayed. The Nr tape will
range between the yyyeeellllllooow
w limit lines, yellow in
w also be removed in the event that rotor speed
the cautionary regions, and red in the critical data is invalid. When the Nr input status is failed
regions. These limit values are as follows: or the input is stale (not received), the readout is
replaced with three red dashes and the “NR”
• Lower red limit readout label is displayed as a fail flag (red
Nr – 91% - background, black text) as shown.
• Lower yellow limit
Nr – 95% Caution/Advisory Indications
• Upper yellow limit (max continuous limit)
Nr – 101% GUST LOCK ENGAGED - Caution
• Upper red limit Indicates that the gust lock is engaged.
Nr – 110%
T/R QUAD FAIL - Caution
The limit and reference lines are displayed at all Indicates a tail rotor quadrant failure.
times. These limit and reference lines are
displayed on top of the scale (and ROTOR BRAKE ON – Advisory
tape/indicators), and have black outlines to Indicates that the rotor brake is on.
make them more visible against the background
scale, tape, and indicators.
PFD Power Pod Failed Nr

Indications
9/3/2003
Page 14 of 16
Status And Test
STATUS
The rotor system components are monitored by

the FMS. Selecting the STS fixed function key to
access the MAIN STATUS page on the FMS
can check the status of the rotor overspeed
system. By selecting soft key (SK) 4 from the
MAIN STATUS PAGE accesses the AIR
VEHICLE status page. Selecting SK 4 accesses
air vehicle equipment status for the rotor
overspeed. This menu selection allows the
operator to view the status of the rotor
overspeed. All faults and failures will be
displayed under the rotor overspeed if a fault or
RTR OVRSPD STATUS PAGE
Pressing SK-6 RESET removes all the

overspeed faults from the displayed fault list on
the FMS:
• DCU 1 127%
• DCU1 137%
• DCU 1 142%
• DCU 2 127%
• DCU 2 137%
• DCU 2 142%
The RESET switch located in the forward nose

compartment, left hand side, also removes the
faults by resetting the switch.
TEST
AIR VEHICLE STATUS PAGE There is no test indication for rotor overspeed.
9/3/2003
Page 15 of 16
NOTES
9/3/2003
Page 16 of 16
Section 2-8 The UH-60M dc electrical system has been
revised to provide sufficient aircraft electrical
power and power management provisions to
Electrical System Differences support existing and new mission equipment
packages. Existing mission equipment packages
Description such as Air Volcano, Quickfix, and medical
evacuation have always been able to interface
The electrical system of the UH-60M provides with the Black Hawk electrical system without
three phase 115 vac and 28 vdc to 3 ac electrical difficulty. New mission equipment systems such
busses and 8 dc electrical busses. The primary as Army Airborne Command and Control System
electrical system is comprised of 2 main ac (A2C2S), Land Warrior and Air Warrior will
transmission driven generators. Backup or potentially push the limits of the electrical system
alternate ac power is provided by an APU driven capacity.
generator for in flight emergencies or ground
maintenance power requirements. Ground To address these potential problems, higher
maintenance power requirements may also be met amperage DC converters have been installed and
by connecting a ground power source to the AC a new battery system has been designed and
external Power receptacle. The dc electrical implemented. Additionally some contactors,
system is comprised of 2 ac power 400 amp dc smaller but no less important elements of the
converters and a battery electrical system electrical system, have been replaced with newer
comprised of two 5 amp-hour sealed lead-acid better equipment to accommodate the increased
batteries. system capacities. Circuit breaker panels and
various relays have been modified or revised to
The main ac electrical system remains largely reflect changes in aircraft systems as well as new
unchanged from the UH-60A/L system or different system power requirements.
configuration. The dc and battery electrical
systems however, have been impacted by the UH-
60M modernization.
10/2/2003
Page 1 of 16
UH-60M Aircraft 1 First Flight Training Data
Electrical System Components
DC Power Supply System
DC Converters
Two 28 volt 400-ampere ac to dc unregulated

converter (transformer-rectifier) are normally
powered by the No. 1 and No. 2 ac primary buses
to convert input ac power into dc power for use by
aircraft systems. The converter output is applied
to the No. 1 and No. 2 dc primary buses whenever
ac power is applied to the ac primary buses. Just
as with the UH-60A/L, the converters are capable
of being cross-tied if one converter fails. The
converters are located in the same location as the
UH-60A/L converters.
28 Volt, 400 Amp DC Converter
10/2/2003
Page 2 of 16
Battery Electrical System Rescue Hoist Cable Shear
• Digital Clock
The battery system has been revised to provide • Electronic Standby Instrument System
added reliability. The batteries also provide power powered by the independent 30-minute
directly to all buses to hold up bus power during battery (not connected to the Aircraft
power switching transient events. Its purpose is to Battery System during primary power
provide uninterrupted emergency power to allow failure)
flight for 12 minutes with the following items: • Standby Instrument Lighting
• Intercommunication System (ICS)
• Manual Stabilator Slew Control (assumed • VHF-AM (AN/ARC-186) with back-up
to slew up & down once) control panel Pilot CDU
• SAS Turn-off Valve Control • IFF (AN/APX-118)
• Fuel Shut-off Value Control • No.2 EGI (Pilot)
• Crashworthy External Fuel System • CVR/FDR
(CEFS) Transfer Valve Control • No.2 DCU (Pilot)
• Standby Compass Light • Pilot Inboard MFD (with internal heater
• Cockpit Utility Lights off)
• APU System Control • VOR/ILS (AN/ARN-147)
• APU and Main Engine Fire Detection • No.1 VHF-FM (AN/ARC-201) without
Systems Power Amplifier
• APU and Main Engine Fire Extinguisher • Radar Altimeter (AN/APN-209)
Systems • Controllable Search Light (during landing
• Battery System/ DC Essential Relay only)
Contactors • Number 2 Air Data Computer
• Backup Hydraulic System/Pump Control
Audible Warning System
• ESSS Emergency Jettison System
• Cargo Hook Emergency Release System
•
No. 2 Battery No. 1 Battery
10/2/2003
Page 3 of 16
DC Bus Current Sensor
The output of each converter is routed through a

DC Bus Current Sensor. The current sensor
controls the actuation of the associated
Converter Line contactor and DC Essential Bus
contactor. If the converter is not supplying
output for greater than 250 msec (nominal), the
associated Converter Line Contactor and DC
Essential Bus contactor will open. The 250
msec time delay allows the batteries to hold up
the DC Primary during transient switching
events but will not allow the batteries to supply
the DC Primary Buses indefinitely.
DC Electrical Busses
Eight DC buses distribute DC electrical power.

They are designated:
Sealed Lead Acid Batteries
• No. 1 DC Primary Bus – Powers primary
The UH-60M features a low-maintenance aircraft DC loads.
battery system. It consists of two 5 amp-hour
sealed lead-acid batteries. The battery system • No. 2 DC Primary Bus – Powers primary
provides power for ignition and control power to aircraft DC loads.
the fuel control sequencing valves for starting
the APU on the ground. • No. 1 DC Essential Bus – Powers flight
essential DC loads.
Battery Low-voltage Sensing Relay
• No. 1 DC Essential Bus – Powers flight
Battery condition is monitored with an essential DC loads.
undervoltage sensor. The undervoltage sensor on
each battery illuminates the BATT LOW status • No. 1 Battery Bus – Powers APU start and
indicator and BATT LOW CHARGE caution when control power.
the battery voltage is initially below 21.5 VDC or
subsequently falls below 20.5 VDC. • No. 2 Battery Bus – Powers fire detection
control power.
Battery Contactor
• No. 1 battery Utility Bus – Powers Fire
The battery contactor connects 24 vdc battery Extinguishing control, No. 1 Battery
power to the No. 1 Battery, No. 2 Battery, No. 1 control, and instrument secondary power.
DC Essential and No. 2 DC Essential buses when
the battery switches are selected to ON. The
• No. 2 Battery Utility Bus – Powers Fire
battery contactor in conjunction with it’s associated
Extinguishing control, No. 2 Battery
DC Essential Bus Contactor will also provide a
control, and Instrument secondary power.
path for the battery to supply voltage to the
associated DC Primary Bus for a nominal 250
msec. This allows the equipment on the DC
Primary Bus to be powered throughout normal
switching transients that occur during power
source switching. The converters supply charging
power to the batteries whenever the converters
are supplying power and the associated battery
switch is ON.
10/2/2003
Page 4 of 16
DC Electrical Bus Diagram
10/2/2003
Page 5 of 16
AC Power Supply System Generator speed is maintained at 12,000-rpm
(400 Hz) ± 5% throughout all flight modes of the
No. 1 and No. 2 Main AC Generators UH-60M, therefore under-frequency protection
in flight is not essential. Generator under-
The main generators are functionally and frequency protection is locked-out in flight by a
physically identical to the main generators found switch actuated when the weight of the
on the UH-60A/L. The two 30/45 KVA, helicopter is off the landing gear. This design
brushless oil spray cooled, 12,000 rpm, three eliminates the risk of losing the generator when
phase generators are mounted on the main the rotor speed drops momentarily below 380
transmission accessory gearboxes. Each Hz after an engine malfunction is eliminated.
generator operates in conjunction with a On the ground, the under-frequency protection
Generator Control Unit (GCU). circuit removes the generator from the bus when
the frequency drops below 380 Hz.
No. 2 Main Generator No. 1 Main Generator
10/2/2003
Page 6 of 16
AC Electrical Busses
Three AC buses distribute AC electrical power.

They are designated:
• No. 1 AC Primary Bus – Powers primary

aircraft AC loads including No. DC 1
Converter.
• No. 2 AC Primary Bus – Powers primary

aircraft AC loads including No. 2 DC
Converter.
• 26 VAC Reference Bus – Powers 26

VAC loads.
APU Generator
There is no longer an AC Essential Bus. The 26
The APU generator provides in-flight backup
VAC Reference Bus is provided via a transformer
power and ground power. This generator is a
on either AC Primary Bus.
20/23.8 KVA, air-cooled, 12,000 rpm, and three-
phase generator, driven by the Auxiliary Power
Unit (APU).
Generator Control Units (GCU)
The GCUs, each of which are solid-state units,

provide voltage regulation, protection against
under frequency, over and under-voltage, feeder
faults for each of the generators. Under-
frequency protection is only active during
ground operation is provided for No. 1 and No. 2
generators.
The location of the APU Generator Control Unit

has changed due to equipment changes and
space requirements in the cabin overhead. The
APU GCU is now located in the aft cabin
overhead on the left hand side.
10/2/2003
Page 7 of 16
Battery Junction Boxes
The UH-60M has two battery junction boxes. Each
battery junction box contains a battery contactor
and three current limiters. Additionally, the No.2
battery box contains the battery tie contactor. The
No. 1 battery junction box is located in the avionics
nose tunnel. The No. 2 battery junction box is
located in the pilot’s seatwell. Due to the physical
distance between the No. 2 battery junction box
and the No. 2 battery, an additional current limiter
has been installed in line with the No.2 battery
feeder for fault protection.
No. 1 And No. 2 Main Junction Box
The No. 1 and No. 2 main junction boxes are

similar in physical configuration and function to
those found on the UH-60A/L aircraft.
Equipment changes in the junction box include the

addition of the DC Bus Current Sensor,
replacement of the existing DC Converter Line
Contactor with a new style contactor, addition of
the DC Essential Bus Contactor, and additional
current limiters due to the new DC power system No. 1 Battery Junction Box
design.
No. 2 Battery Junction Box
10/2/2003
Page 8 of 16
DC and AC Circuit Breaker Panels
The circuit breaker panels provide a central

location for electrical power distribution and
aircraft systems electrical protection. Breaker
panels are located above and to the rear of each
pilot and copilot, two are on the lower console, and
two are on the upper console. There is also an
auxiliary circuit breaker panel above and to the
right of the copilot. The circuit breakers provide
both ac and dc protection. As always,
unnecessary recycling of circuit breakers, or using
circuit breakers as a switch is discouraged.
NO. 1
AC PR
I BUS
UTIL 60 HZ AC
163 162 161
1
7 /2 15
30 30
RECP CONVERTER
WSHLD LEFT NO. 1

CPLT WSHLD WIPER NO. 1 PITOT INTRF ENG LIGHTS
NO. 1
160 159 158 157 156 155 154 153 152 151
15 2 35 10 2 5 5 DC PR
I BUS
30 30 3O 0A 0A 0C 0C
ANTI-ICE CONVERTER HEAT BLKG OVSPD ANTI-COLL

AIR
BACKUP ESSS JTSN FUEL NO. 1 UTIL LIGHTS NO.1 ENG CPLT SOURCE NO.1 TAIL RTR NO.1
PUMP INBD OUTBD LOW ESH RECP ADVSY ADVSY LWR LWR RETR ANTI-ICE WSHLD HEAT/ BUS TIE DEN SERVO SERVO
150 149 148 147 146 145 144 143 142 141 140 139 138 137 136 135 134 133 132 131 130 129 128 127 126
1/ 1 1 1
2 7 /2 7 /2 5 2 7 /2 5 5 5 5 5 5 5 5 5 5 5 3 5 5
PWR WARN CABIN CSL 5V CSL 28V CSL 5V LDG PWR WARN ANTI-ICE START CNTOR WARN WARN CONTR WARN
NO.1 FUEL NO.1 CPLT NO.1 CPLT CPLT NO.1 NO.1 NO.1 NO.1 NO.1
AUTO QTY AFCS MFD VHF FM CNSL CPLT MFD CPLT MFD EGI ADF CMD CSL AFCS CHAFF ICS DCU DTS HUD ADC LASER RADAR
125 124 123 122 121 120 119 118 117 116 115 114 113 112 111 110 109 108 107 106 105 104 103 102 101
1 1 1
1 5 2 2 10 1 5 25 5 25 5 2 25 7 /2 7 /2 5 7 /2 1 5 2 5 5
0B 0B 0B 0B
XFMR CMPTR FAN AMP COOLING FD/DCP INBD CDU OUTBD PRI SET DISP SEC PRI WARN WARN
CONTR
UMEL003
Copilots Circuit Breaker Panel
I BUS
.2 AC PR
NO
NO.2 HEAT & VENT
262 263 264
1
35 7 /2
3o 30
CONVERTER
26 AC REF
NO.1 NO.2 CTR PLT
AVC WSHLD UTIL RECP WSHLD
US
STAB DCU DCU AFCS
IB
255 257 259 260 261
DC PR
251 252 253 254
1 1
NO.2 2
0B
1
0B
1
0B
2
0B
15
30
7 /2
30
7 /2
30
15
30
IND REF REF REF AMP ANTI-ICE ANTI-ICE
NO.2 NO.2 NO.2 BUS NO.2 ENG LIGHTS LTS LTS NO.2 PLT CTR LIGHTS PLT
MASK SERVO ESH GEN TIE IDM ANTI-ICE START RETR LOG CARGO HOOK HF HF CABIN LWR DTS WSHLD WSHLD FORM CARGO MFD
226 227 228 229 230 231 232 233 234 235 236 237 238 239 240 241 242 243 244 245 246 247 248 249 250
1 5 5 2 5 5 3 5 5 5 5 10 5 30 3 5 5 1 5 5 1 1 2 2
0B 0B 0B 0B
BLOWERS WARN CONTR WARN CNTOR WARN CONTR PWR CONTR SCTY DOME CSL 5V A-ICE A-ICE LV HV HOOK FAN
NO.2 NO.2 NO.2 PLT UHF UHF NO.2 RT NO.2 NO.2

HEAT VHF FM IRCM AFCS STAB SPEED MAIN POS AVC STBY STBY MFD STORM AM AM FIRE ENG PITOT AFCS AUTO
201 202 203 204 205 206 207 208 209 210 211 212 213 214 215 216 217 218 219 220 221 222 223 224 225
1 1 1
5 5 2 7 /2 7 /2 5 3 5 5 15 5 25 2 7 /2 2 5 5 10 2 1
0C 0A 0B 0B
VENT CONTR PWR TRIM XMSN LTS CMPTR BATT INSTR OUTBD SCOPE SCTY EXTGH OVSPD HEAT CMPTR XFMR
UMEL004
Pilots Circuit Breaker Panel
10/2/2003
Page 9 of 16
NO.1 AC PRI NO.1 DC ESNTL
CPLT LIGHTS LIGHTS AVION NO.1 CPLT
ICS MSTR INSTR ILLUM RLY ENG DIGITAL ICS
2 2 5 5 3 5 1 2
BKUP WARN PNL PB PNL START CLOCK
NO.2 AC PRI NO.1 AC PRI NO.2 DC PRI NO.1 DC PRI
ROTOR
NO.2 DC ESNTL
TAIL SEARCH LIGHT
CTR CNSL BRAKE CVR WHEEL IR WHITE CONTR RAD
5 2 3 5 10 20 5 2
FDR LOCK ALT
FAN
UMEL001
Copilots Auxiliary Circuit Breaker Panel
NO. 1 DC ESNTL BUS

NO. 1 AUX CABIN NO. 1
ENG LIGHTS IFF CB ICS ESNTL ESSS
1
5 5 5 35 4 2 7 2
FIRE SEC PNL SENSE JTSN

DET SPLY OUTBD
NO.1 CARGO NO. 1 HOIST ESSS

STAB SAS ECP HOOK VHF CABLE JTSN
1 1
7 2 5 2 5 5 5 7 2
PWR BOOST EMER FM SHEAR INBD

RLSE
UMAV002_2
Left Overhead Circuit Breaker Panel
10/2/2003
Page 10 of 16
NO. 2 DC ESNTL BUS
NO. 2 VHF AUX VOR/ NO. 2 PLT
PLT EGI AM CB ILS ESNTL ICS
2 5 5 35 2 2 2
MSTR PRI PNL SENSE
WARN SPLY
PLT NO. 2 BACKUP PLT PLT NO. 2 ICS

CDU ADC HYD FD/ MFD DCU ICU
1 1
5 2 5 7 2 25 7 2 3
CONTR DCP INBD PRI
UMAV002_3
Right Overhead Circuit Breaker Panel
NO. 1 BATT BUS

APU NO. 1 APU FUEL
GEN APU ENG CONTR PRIME
5 5 2 5 5
B CONTR FIRE DET WARN INST BOOST

LIGHTS
A NO. 1
NO. 1 NO. 1
T EGI BATT BUS & CEFS
T 5 2 5 5
CONV
B SEC BUS CONTR
WARN
U NO. 1 APU
IFF FIRE DCU CDU CONTR
S
1 5 7.5 5 5
BKUP EXTGH SEC SEC INST
NO. 1 BATT UTIL BUS
UMAV003_13
Left Lower Console Circuit Breaker Panel
10/2/2003
Page 11 of 16
NO. 2 BATT BUS
NO. 2 NO. 2 NO. 2
CEFS ENG ENG UTIL BUS
5 2 5 5
B WARN FIRE DET CKPT

LIGHTS
A
T
T
B
U NO. 2 NO. 2 NO. 2
EGI FIRE DCU BATT
S
5 5 7.5 2
SEC EXTGH SEC BUS CONTR
NO. 2 BATT UTIL BUS
UMAV003_18
Right Lower Console Circuit Breaker Panel
AUX
CABIN
15
HEATER
ICE-DET NO.2 FUEL

A
C
2 2
BOOST PUMP
NO.2 PRI BUS

RESQ NO.2
HOIST DE-ICE ICE-DET LTR 7A
1
10 5 7 /2 5
CONTR CTLR LTS
PILOT CREW 1
D
15 15 C
MCU MCU
NO.1 AUX
LTR HEATER COPILOT CREW 2
D
5 5 15 5 C
LTS CONTR MCU MCU
NO.1 PRI BUS
NO.1
FUEL
2
BOOST PUMP
DE-ICE
PWR
20 A
TAIL ROTOR C
CEFS
20
PUMP
UMEL002
Mission Readiness Circuit Breaker Panel

10/2/2003
Page 12 of 16
Electrical System Controls Generator Switches
Battery Switches The location and function of the GENERATORS

No. 1, NO. 2 and APU switches is identical to the
UH-60A/L.
The control switches for the No. 1 and No. 2
battery systems are located on the center panel of
the overhead console. The BATT NO. 1 and External Power Switch
BATT NO. 2 switches are three position switches
with TEST, OFF and ON positions. The function The location and function of the EXT PWR
of each of the positions is as follows: switches is identical to the UH-60A/L
• OFF - Removes 28 vdc from battery

contactor K501/K503 that in turn removes
battery power from the respective battery
bus and DC Essential Bus.
• TEST – In this position, a load of
approximately four amps is placed on the
associated battery. The BATT GOOD
CARGO HOOK
indication illuminates if the battery is VIB
EMERG REL CONTR ARM
capable of pulling in the undervoltage CONT NORM CKPT SAFE
sensor with its additional load, Otherwise O
O
P
the BATT LOW indication will illuminate. F E
F N
The undervoltage sensor pulls in at 2`1.5 ALL ARMED
ON SHORT
volts and drops out at 20.5
• ON – Allows 28 vdc to energize battery BATT GENERATORS
contactor K501/K503 that in turn allows STBY INST NO. 1 NO. 2 NO. 1 NO. 2 APU
battery power to be connected to the R R R
O O O O E O E O E
respective battery bus. The battery tie F F F F S F S F S
contactor K502 will close if there is no F F F F E
T
F E
T
F E
T
ARM ON ON ON ON ON
converter power on only one contactor is
supplying power with the battery switches APU AIR SCE
to ON. EXT PWR BOOST HI/STRT
RESET CONT PUMP ENG
O O O O
F F F F
F F F F
ON ON ON APU
1 O
5 5 5 35 4 2 7 2 O P 2 5 5 35 2 2 2
F
BATT GOOD
E

ON SHORT ALL ARMED
TEST LT
RESERVE
7 5 2 5 5 5 7 5 2 5 7 25 7 3
PWR
2
BOOST EMER FM SHEAR INBD

2
O
TEST
O
TEST
O
TEST
R
O E
TEST
R
O E
TEST
R
O E
TEST
CONTR DCP
2
INBD PRI
2
BATT LOW
F F F F E F E F E
T T T
ARM ON ON ON ON ON
FORMATION
LTS EXT PWR
APU
BOOST
AIR SCE
HI/STRT
WINDSHIELD
WIPER
O
VENT
F
4
5 EXT LTS CARGO
3 O O O O
N O F F F F O O
OIL HOT ACC LOW
F
F F F F HI F F
2 O F
M ON ON OFF HI
1 IR ON
OFF BATT GOOD

TEST LT
APU FAIL APU ON
MAIN
B F O O O O
OIL HOT ACC LOW
O O O F F F F F
T F F F F F F
APU FAIL APU ON
H F F MAIN
ON ON ON ON
SECONDARY PUMP PUMP

O
NO. 1 APU O
NO. 2

PUMP PUMP
ON ON
APU
F F F
F F F
LIGHTS
NO. 1 NO. 2
ON ON ON TEST
O O
F F
APU FIRE
FIRE DETR TEST
F F
CABIN
DOME LT OPER
1
WHITE LAMPS
O 2
F
ON ON
F
TEST
BLUE
ENG OVSP TEST

A NO. 1 B A NO. 2 B
ENG SPD TRIM

DECR UMAV002_4
O
F
F
INCR
UMAV002_1
10/2/2003
Page 13 of 16
Electrical System Indications BATT LOW – Caution
Yellow caution light that indicates a battery
voltages is low. If the respective battery switches
Battery System Cold Start Status are on, illumination will occur if the batteries
Indicator/Caution Light initially below 21.5 vdc or subsequently fall below
20.5 vdc.
The replacement of the UH-60A/L
Caution/Advisory panel by the multifunction BATT GOOD – Advisory
displays has required that battery status Green status light indicating battery is
indications, powered by the batteries themselves, appropriately charged above 21.5 vdc and
be relocated. The Cold Start Status Indicators remains above 21.5 vdc.
provide indication for Auxiliary Power Unit status,
battery condition as well as indications for
Emergency Release tests conducted on mission
related equipment such as the cargo hook. One of
the four cold start status indicator capsules is
dedicated to providing battery state indications.
CARGO HOOK
VIB
EMERG REL CONTR ARM
CONT NORM CKPT SAFE
O
O P
F E
F N
ON SHORT ALL ARMED
BATT GENERATORS
R R R
O O O O E O E O E
F F F F S F S F S
F F F F E F E F E
T T T
ARM ON ON ON ON ON
APU AIR SCE

EXT PWR BOOST HI/STRT
RESET CONT PUMP ENG
O O O O
F F F F
F F F F
ON ON ON APU
BATT GOOD
TEST LT
RESERVE BATT LOW
O
F
OIL HOT ACC LOW
F
APU FAIL APU ON
MAIN

PUMP PUMP
O
NO. 1 APU O
NO. 2
F F
F APU FIRE F
ON ON
UMAV002_4
10/2/2003
Page 14 of 16
BATT LOW CHARGE – Caution

Indicates that the No.1 or No.2 Battery Bus
voltage is less than 21.5 vdc or subsequently falls
below 20.5 vdc.
DC ESS BUS 1 OFF – Caution

Indicates that the No.1 DC Essential Bus power is
not powered.
DC ESS BUS 2 OFF – Caution

Indicates that the No.2 DC Bus power is not
powered.
CONV 1 FAIL – Caution

Indicates that the No.1 Converter has no output
power.
CONV 2 FAIL – Caution

Indicates that the No.2 Converter has no output
power.
GEN 1 BRG FAIL – Caution

Indicates that the generator main bearing is worn
or has failed and operating on auxiliary bearing.
GEN 1 FAIL – Caution

Indicates that the No.1 Generator is not supplying
power to the bus.
GEN 2 BRG FAIL – Caution

Indicates that the generator main bearing is worn
or has failed and operating on auxiliary bearing.
GEN 2 FAIL – Caution

Indicates that the No.2 Generator is not supplying
power to the bus.
AC REF BUS DEGRAD - Advisory

Indicates that one of the two transformers
supplying the dual redundant reference bus
voltage for DCU operation has failed. Such a
failure results in lost reference bus redundancy.
APU GEN ON - Advisory
Indicates that the APU Generator output is
acceptable.
EXT PWR CONNECTED - Advisory

Indicates that an External Power Plug is
connected to the External Power Connector.
10/2/2003
Page 15 of 16
NOTES
10/2/2003
Page 16 of 16
Section 2-9 aircraft for crew chiefs and troops. UH-60M
exterior and interior lighting systems are Night
Vision Goggle (NVG) capable by design.
Aircraft Lighting System
The function and location of exterior lighting
Differences Description remains largely unchanged on the UH-60M. Minor
changes have been made in some components
The UH-60M lighting systems, as with the UH- relative to the means by which they are mounted
6A/L, consist of external, internal, and cockpit to the airframe. As with the exterior lighting
lighting systems and related controls. The lighting systems, the interior lighting systems have not
systems provide illumination of the exterior and been greatly impacted by the UH-60M
interior of the aircraft. Exterior lighting allows modernization.
areas surrounding the aircraft to be lit for safety
purposes as well as to provide navigation aids. The most noticeable changes to the lighting
The exterior lighting system consists of formation systems can be seen in the location of lighting
lights, anti-collision lights, position lights, and a systems controls found on the upper console. The
cargo hook light. The interior lighting system UH-60A/L lighting controls were distributed on
provides a means of illuminating the cockpit and both the left and right sides of the upper console.
cabin sections of the aircraft. Cockpit light The UH-60M lighting controls have been centrally
provides illumination of the instrument panel as located on the copilot side of the upper console.
well as upper and lower console control panels This arrangement allows both pilots visual and
and switches in low and no-light flight operations. operational access of the lighting controls but
Cabin lighting illuminates the cabin section of the biases operation of lighting systems toward the
copilot.
Anticollision
Light
Tail Position Anticollision Right Position

Light Light Lights
10/2/2003
Page 1 of 14
Lighting System The WHITE position selects white light to be used
as the cockpit secondary lighting. Using the BLUE
Components/Controls setting position selects NVIS blue light to be used
as the cockpit secondary lighting.
Interior Lighting
FORMATION
LTS
LIGHTS - SECONDARY WHITE/ BLUE 5 EXT LTS CARGO
4
MODE HOOK LT
3
N O
2 O F
The switch has been relocated from its former 1
R
M
IR
F
ON
position on the center of the cockpit floodlight. OFF
This two-position toggle switch is used to select ANTI COLLISION

LIGHTS
POSITION
LIGHTS
the color illumination of the cockpit secondary B
lighting. O O O
T F F
H F F
LIGHTS
SECONDARY

1 O
5 5 5 35 4 2 7 2 O P 2 5 5 35 2 2 2
LIGHTS
F E
ON SHORT ALL ARMED
7
1
2 5 2 5 5 5 7
1
2
STBY INST
TEST
NO. 1
TEST
NO. 2
TEST
R
NO. 1
TEST
R
NO. 2
TEST
R
APU
TEST
5 2 5 7
1
2 25 7
1
2 3 SECONDARY UPR CSL LWR CSL INST PNL
F F F F E F E F E
T T T
ARM ON ON ON ON ON

5 EXT LTS CARGO OFF
VENT HEATER
3 O O O O
N O F F F F O O
F F F F HI F F
2 O F
M ON ON OFF HI
1 IR ON
OFF
TEST LT
BATT GOOD
ENG ANTI-ICE PITOT HEAT OFF BRT OFF BRT OFF BRT OFF BRT
B F O O O O
OIL HOT ACC LOW
O O O F F F F F
T F F F F F F
APU FAIL APU ON
H F F MAIN
FIRE DETR TEST

ON ON ON ON
CABIN
LIGHTS
SECONDARY PUMP PUMP
O
NO. 1 APU O
NO. 2
WINDSHIELD ANTI-ICE FUEL
OPER
F F

F
ON
APU FIRE F
ON
COPILOT
O
CTR
O O
PILOT IND
DOME LT 1
LAMPS
F F F
LIGHTS
F
ON
F
ON
F
ON TEST WHITE
O 2
OFF BRT OFF BRT OFF BRT OFF BRT F
CABIN FIRE DETR TEST F
DOME LT OPER
1
WHITE LAMPS
TEST
O 2
F
F
BLUE
TEST
BLUE
ENG OVSP TEST
A NO. 1 B A NO. 2 B
ENG OVSP TEST
A NO. 1 B A NO. 2 B
ENG SPD TRIM
DECR
O
F
F
INCR
UMAV002_1 ENG SPD TRIM

DECR
Overhead Console O
F
F
INCR
UMAV002_6
Cockpit Secondary Light
10/2/2003
Page 2 of 14
LIGHTS - CPLT MWC The CPLT MWC lighting control is used in
combination with the INSTR PNL lighting control.
The Copilot Master Warning Panel dimming Moving the INSTR PNL dimmer control from the
control is a new lighting control for the Black OFF position enables the CPLT MWC lighting
Hawk. The CPLT MWC rotary dimmer control control.
varies the brightness of the Copilot Master
Warning Panel. Moving the co-pilots master warning caution rotary
knob dimmer out of the BRIGHT position controls
Copilot Master Warning Panel intensity.
Clockwise rotation increases brightness while
counterclockwise rotation dims the lighting to a
minimum but does not turn it off.
FORMATION
LTS
5 EXT LTS CARGO
4
MODE HOOK LT
3
N O
2 O F
R F
M
1 IR ON
OFF
LIGHTS LIGHTS
B
O O O
T F F
H F F
LIGHTS
SECONDARY
WHITE CPLT MWC LTD SW PLT MWC # 1 ENG # 2 ENG
OUT MASTER OUT
CAUTION LOW ROTOR
LIGHTS

DOME LT OPER
1
WHITE LAMPS
O 2
F
F
TEST
BLUE
ENG OVSP TEST

A NO. 1 B A NO. 2 B
ENG SPD TRIM

DECR
O
F
F
INCR
UMAV002_6
10/2/2003
Page 3 of 14
LIGHTS - LTD SW
• Blade Deice Control Panel
The LTD SW rotary knob allows control of the • Blade Deice Test Panel
brightness of all upper and lower console • Automatic Flight Control System (AFCS)
illuminated pushbuttons and annunciator lights. Control Panel
The following control panel lighted switches are • Parking Brake/Tail Wheel Lock Control
controlled by this control: Panel
• Chaff Dispense Control
• Copilot’s Outboard Multifunction Display • Pilot’s ICS Control Panel
(MFD) • Left Hand Gunner ICS Control Panel
• Copilot’s Inboard MFD • Right Hand Gunner ICS Control Panel
• Copilot’s Flight Director Display Control • Troop Commander ICS Control Panel
Panel (FD/DCP)
• Copilot’s Reversionary Switch Panel Upper, lower, cabin and instrument panel
• Pilot’s Outboard MFD illuminated pushbuttons and annunciator lights
• Pilot’s Inboard MFD brightness is increased moving this control switch
• Pilot’s Flight Director Display Control in a clockwise direction. Full rotation
Panel counterclockwise will dim the lighting to a
• Pilot’s Reversionary Switch Panel minimum but does not turn it off.
• Copilot’s Interior Communications System
(ICS) ICS Control Panel
FORMATION
LTS
5 EXT LTS CARGO
4
MODE HOOK LT
3
N O
2 O F
R F
M
1 IR ON
OFF
LIGHTS LIGHTS
B
O O O
T F F
H F F
LIGHTS
SECONDARY
LIGHTS

DOME LT OPER
1
WHITE LAMPS
O 2
F
F
TEST
BLUE
ENG OVSP TEST

A NO. 1 B A NO. 2 B
ENG SPD TRIM

DECR
O
F
F
INCR
UMAV002_6
10/2/2003
Page 4 of 14
LIGHTS - PLT MWC The PLT MWC lighting control is used in
combination with the INSTR PNL lighting control.
The Pilot Master Warning Panel dimming control is Moving the INSTR PNL dimmer control from the
a new lighting control for the Black Hawk. The OFF position enables the PLT MWC lighting
PLT MWC rotary dimmer control varies the control.
brightness of the Pilot Master Warning Panel.
Moving the PLT MWC rotary control clockwise

increases the Pilots Master Warning Panel lighting
intensity. Full counterclockwise rotation dims the
lighting to a minimum but does not turn it off.
FORMATION
LTS
5 EXT LTS CARGO
4
MODE HOOK LT
3
N O
2 O F
R F
M
1 IR ON
OFF
LIGHTS LIGHTS
B
O O O
T F F
H F F
LIGHTS
SECONDARY
# 1 ENG # 2 ENG
MASTER
OUT OUT
CAUTION LOW ROTOR
LIGHTS

DOME LT OPER
1
WHITE LAMPS
O 2
F
F
TEST
BLUE
ENG OVSP TEST

A NO. 1 B A NO. 2 B
ENG SPD TRIM

DECR
O
F
F
INCR
UMAV002_6
10/2/2003
Page 5 of 14
LIGHTS - SECONDARY Clockwise rotation of the Secondary Lights control
increases the brightness of all cockpit secondary
The secondary lighting control switch is a new lights. Full counterclockwise rotation dims or turns
lighting control on Black Hawk, which controls the the lighting off.
legacy cockpit flood lights. It provides the ability to
control the cockpit secondary lights at the same
time. These are the primary source of backup
lighting to the lower console and instrument panel
since the glareshield lights are no longer being
used.
FORMATION
LTS
5 EXT LTS CARGO
4
MODE HOOK LT
3
N O
2 O F
R F
M
1 IR ON
OFF
LIGHTS LIGHTS
B
O O O
T F F
H F F
LIGHTS
SECONDARY
LIGHTS

DOME LT OPER
1
WHITE LAMPS
O 2
F
F
BLUE
TEST
Cockpit Secondary
ENG OVSP TEST
A NO. 1 B A NO. 2 B Light
ENG SPD TRIM
DECR
O
F
F
INCR
UMAV002_6
10/2/2003
Page 6 of 14
LIGHTS - UPR CSL The upper console panels controlled by this switch
are:
The LIGHTS UPR CSL rotary control varies the
brightness of the upper console lucite panels. • Upper Console left, center, and right
panels.
Clockwise rotation of this rheostat increases • Engine Control Quadrant left, center and
brightness of the upper console panels. Full right side.
counterclockwise rotation dims or turns the lighting • Right and left gunner’s ICS control panels.
off. • Troop Commander’s ICS control panel.
One intensity knob will be used for the upper

console. It will control all information panels
shown.
FORMATION
LTS
5 EXT LTS CARGO
4
MODE HOOK LT
3
N O
2 O F
R F
M
1 IR ON
OFF
LIGHTS LIGHTS
B
O O O
T F F
H F F
LIGHTS
SECONDARY
LIGHTS

DOME LT OPER
1
WHITE LAMPS
O 2
F
F
TEST
BLUE
ENG OVSP TEST

A NO. 1 B A NO. 2 B
ENG SPD TRIM

DECR
O
F
F
INCR
UMAV002_6
10/2/2003
Page 7 of 14
LIGHTS - LWR CSL
• Radio Retransmission Control Panel
The LIGHTS LWR CSL rotary control varies the • Load Access Panel
brightness of the lower console lucite panels. • Emergency Control Panel
• Mission Systems Control panel
Clockwise rotation of the LWR CSL control • Ice Rate Indicator
increases brightness of lower console lights. Full • Stabilator/AFCS Control Panel
counterclockwise rotation dims or turns the lighting • Parking Brake/Tail Wheel Lock Control
off. Panel
• Select Jettison Control Panel
The lower console panels controlled by this switch
• Auxiliary Fuel Management Control Panel
are:
• Pilot’s FMS
• Copilots Flight Management System • Pilot’s ICS Control Panel
(FMS) • ARC-186 Control Panel
• Copilots ICS Control Panel • Chaff Dispense Control Panel
• KY-100 Control Panel • APR-39 Radar Warning Control Panel
• Blade Deice Control Panel • ALQ-144 Infrared Counter Measures
• Blade Deice Test Panel Control Panel
• Auxiliary Cabin Heater Control Panel.
FORMATION
LTS
5 EXT LTS CARGO
4
MODE HOOK LT
3
N O
2 O F
R F
M
1 IR ON
OFF
LIGHTS LIGHTS
B
O O O
T F F
H F F
LIGHTS
SECONDARY
LIGHTS

DOME LT OPER
1
WHITE LAMPS
O 2
F
F
TEST
BLUE
ENG OVSP TEST

A NO. 1 B A NO. 2 B
ENG SPD TRIM

DECR
O
F
F
INCR
UMAV002_6
10/2/2003
Page 8 of 14
LIGHTS - INSTR PNL
• Pilot’s Outboard MFD bezels
The INSTR PNL rotary lighting control allows • Pilot’s Inboard MFD bezels
adjustment of the brightness of the instrument • Pilot’s FD/DCP
panel and MFD bezel buttons. • Pilot’s Collective Stick Grip
• Digital Clock
The following control panel items are controlled by
this control: The INSTR PNL rotary control will increase the
brightness of the instrument panel and MFD bezel
• Copilot’s Outboard MFD bezels buttons when turned clockwise. Counterclockwise
• Copilot’s Inboard MFD bezels rotation dims or turns instrument panel lighting off.
• Copilot’s FD/DCP
• Copilot’s Collective Stick Grip The INSTR PNL lighting control also functions to
enable dimming of the Pilot and Copilot Master
Warning Panels.
FORMATION
LTS
5 EXT LTS CARGO
4
MODE HOOK LT
3
N O
2 O F
R F
M
1 IR ON
OFF
LIGHTS LIGHTS
B
O O O
T F F
H F F
LIGHTS
SECONDARY
LIGHTS

DOME LT OPER
1
WHITE LAMPS
O 2
F
F
TEST
BLUE
ENG OVSP TEST

A NO. 1 B A NO. 2 B
ENG SPD TRIM

DECR
O
F
F
INCR
UMAV002_6
10/2/2003
Page 9 of 14
CABIN DOME LT
The Cabin Dome Light control switch allows the

use of as well as the selection of the color of the
three cabin dome lights.
The Cargo Hook Light control switch location has

changed slightly from the UH-60A/L. Use of the
Cargo Hook Lights control switch is identical to the
UH-60A/L.
Utility Lights
The function and purpose of the UH-60M cockpit

utility lights is identical to the UH-60A/L.
FORMATION
LTS
5 EXT LTS CARGO
4
MODE HOOK LT
3
N O
2 O F
R F
M
1 IR ON
OFF
LIGHTS LIGHTS
B
O O O
T F F
H F F
LIGHTS
SECONDARY
LIGHTS

DOME LT OPER
1
WHITE LAMPS
O 2
F
F
TEST
BLUE
ENG OVSP TEST

A NO. 1 B A NO. 2 B
ENG SPD TRIM

DECR
O
F
F
INCR
UMAV002_6
10/2/2003
Page 10 of 14
LAMPS TEST The lights tested by this control are:
The LAMPS TEST pushbutton allows all • Copilots FD/DCP

pushbuttons, annunciator lights, and Master • Copilot’s Reversionary Switch Panel
Warning Panels (except the Fire Detector Lights) • Pilot’s FD/DCP
to be illuminated in the bright or dim mode in • Pilot’s Reversionary Switch Panel
which they are set to allow verification proper • Copilot’s ICS Control Panel
operation and illumination of the lights under test. • Blade Deice Control Panel
• Blade Deice Test Panel
The Fire Detector lights are tested using the Fire
• AFCS Control Panel
Detector Test Switch.
• Parking Brake/Tail Wheel Lock Control
Panel
The reversionary panels and annunciators on the
FD/DCPs will switch from bright to controlled • Chaff Dispense Control
dimming when the instrument panel lights are • Pilot’s ICS Control Panel
turned on. • Left Hand Gunner ICS Control Panel
• Right Hand Gunner ICS Control Panel
• Troop Commander ICS Control Panel
10/2/2003
Page 11 of 14
Exterior Lighting Anti-Collision Lights UPPER/BOTH/LOWER
Formation Lights The function and purpose of the UH-60M Anti-

Collision Lights are identical to the UH-60A/L.
The function and purpose of the UH-60M
Formation Lights are identical to the UH-60A/L. The ANTI COLLISION control switch location has
changed slightly from the UH-60A/L. Use of the
The FORMATION LT control switch location has Cargo Hook Lights control switch is identical to the
changed slightly from the UH-60A/L. The function UH-60A/L.
and use of the FORMATION LT control switch are
identical to the UH-60A/L. Anti-Collision Lights DAY/OFF/NIGHT
EXT LTS MODE

FORMATION
LTS
The function and purpose of the
4
5 EXT LTS
MODE
CARGO
HOOK LT
UH-60M Anti-Collision Lights are
The External Light mode 3
N O
identical to the UH-60A/L.
control switch is a new 2 O
R
F
F
lighting control introduced 1
M
IR ON The ANTI COLLISION control
by the UH-60M OFF switch location has changed slightly
modernization. The EXT LIGHTS LIGHTS from the UH-60A/L. Use of the
LTS control is a two-position
Cargo Hook Lights control switch is
B
toggle switch that allows O
T
O
F
O
F
F F
aircraft external lighting to H
be visible to the eye or in LIGHTS Position Lights
SECONDARY
the infrared spectrum. WHITE CPLT MWC LTD SW PLT MWC
The function and purpose of the

The NORMAL position UH-60M Position Lights are
enables external lighting
BLUE DIM BRT DIM BRT DIM BRT identical to the UH-60A/L.
systems to use visible LIGHTS
lighting fixtures and disables SECONDARY UPR CSL LWR CSL INST PNL The POSITION LIGHTS –
all infrared fixtures. DIM/OFF/BRT control switch
Conversely, the IR position location has changed slightly from
disables all external lighting OFF BRT OFF BRT OFF BRT OFF BRT the UH-60A/L. The function and use
visible fixtures and enables FIRE DETR TEST
of the POSITION LIGHTS –
CABIN
all infrared fixtures. DOME LT OPER DIM/OFF/BRT control switch is
1
O
WHITE LAMPS
2
Cargo Hook Light F
F
TEST
BLUE
The function and purpose of ENG OVSP TEST
the UH-60M Cargo Hook A NO. 1 B A NO. 2 B
Light is identical to the UH-
60A/L. ENG SPD TRIM
DECR
The Cargo Hook control O

switch location has changed F
F
slightly from the UH-60A/L. INCR
Use of the Cargo Hook UMAV002_6
Lights control switch are identical to the UH-60A/L.
10/2/2003
Page 12 of 14
Landing Light – Collective Stick Search Light – Collective stick
The searchlight is a new dual-element fixture, with
The function and purpose of the UH-60M Landing 400 watts visible and 200 watt infrared modes.
Light is identical to the UH-60A/L.
The searchlight control switch on the collective
stick is not dimmable. Control switch is push on/off
and extends forward, retracts aft, and turns left
and right.
Landing
Light Control
Switch
Search
Light
Control
Switch
Landing
Light
Collective Stick Grip

The Landing Light control switch
location has changed slightly from the
UH-60A/L. Use of the Landing Light
control switch is identical to the UH-
60A/L.
Search
Light
Landing and Search Light Locations
10/2/2003
Page 13 of 14
NOTES
10/2/2003
Page 14 of 14
Section 2-10.1 - Radar Warning Receiver (RWR)/Laser
Detection Set (LDS)
- Stormscope Weather Mapping System
Flight Display System (FDS) - Digital Map
System Description
FDS Interfaces
The Flight Display System (FDS) of the UH-60M
helicopter replaces the existing conventional Each display receives data directly from various
analog FDS, electromechanical/pneumatic aircraft avionics, primarily via digital data bus.
gages, vertical display systems, and caution/ These aircraft avionics/sensors include:
advisory panels of the UH-60A/L helicopter. This
system allows simultaneous display of primary • Two Embedded GPS/INS (EGI)
flight systems, tactical situational awareness, • Two Air Data Computers (ADCs)
and aircraft systems status from either or both • One Radar Altimeter (RADALT)
pilot stations. It allows the operator convenient Transmitter/Receiver (T/R)
access to controls associated with the primary • Two Data Concentrators Units (DCUs)
displays. • Two FMS Control Display Units (CDUs)
- Each FMS also passes through
The FDS provides integrated control and display information from the following navigation
of essential flight and mission information. The radios:
FDS is configurable to accommodate both the - One VHF Omni-directional
UH-60M and UH-60M Medical Evacuation Ranging (VOR)/Instrument
(MEDEVAC) helicopter configurations. The Landing System (ILS) receiver
primary difference between the two helicopters - One Automatic Direction
is the navigation sensors installed. Finder (ADF) receiver
NON SECURE RADIOS WILL NOT BE KEYED
WHEN USING ANY SECURE RADIO OR THE
INTERCOM FOR CLASSIFIED COMMUNICATIONS
RA D IO C A LL
#1 ENG
OUT MASTER
#2 ENG
OUT
24432 #1 ENG
OUT MASTER
#2 ENG
OUT
CAUTION CAUTION
PRESS TO RESET LOW ROTOR PRESS TO RESET LOW ROTOR
FIRE RPM FIRE RPM
ON VID ON VID
OFF OFF
BRT BRT
40
OFF
180 22 20 OFF
00
3
160 2
10 10 1
7 0
136 6
5
1
120 2
10 10 3
28.82in
100
A RO
3 N 03
B
60
55 5
50 10
45 15
40 ETC 20 BK LT
BK LT VID VID
35 25
30
SEL CTRL
BRT CON BRT CON
NAV REF NAV REF

LOC GS RALT ALTP ALT IAS HDG VS CPLD OFF LOC GS RALT ALTP ALT IAS HDG VS CPLD
CAP CAP 250 2500 1500 120 240 500 **** CAP CAP 250 2500 1500 120 240 500 ****
REF ON REF
ADJ
BRG BRG
1 2 GA DECL 1 2
CAP HVR CAP HVR
IGNITION
UMAV001
The FDS provides display features for numerous • One FM receiver

flight management functions, including: • One Flight Control Computer (FCC)
(note- left and right side displays
• Primary flight data display interface to independent output FCC
• Navigation/guidance data display channels)
- Deviation display • One FD/Display Control Panel
- Map (Flight Plan) display (FD/DCP) (note- left and right side
- Hover guidance display displays interface to separate FD/DCPs)
• Engine/Transmission indication • One Stormscope system
• Crew Alerting System (CAS) display • RWR/LDS
• Sensor data display • One Improved Data Modem (IDM)
- Forward Looking Infrared (FLIR) • Two Data Transfer Systems (DTS)
sensor (MEDEVAC only)
10/2/2003
Page 1 of 48
UH60M AIRCRAFT1 FIRST FLIGHT TRAINING DATA
• Three Multifunction Displays (MFDs) Each of the display modes may be selected in
(the on-side display and the two cross- any of the display positions. The displays default
side displays) to particular modes/formats on power up based
on the position they are installed in. These
Operator Interface defaults are:
The UH-60M FDS allows operator input to • Outboard displays (1 and 4 positions)
directly affect the display presentation and default to Primary Flight Display (PFD)-
content via built in display control features (bezel Full display mode/sub-mode
controls) and external interfaces to aircraft • Inboard displays (2 and 3 positions)
controls. The operator control capabilities default to Engine Indication Crew
include: Alerting System (EICAS) display
• Display mode and format selection

• Display selection and setting controls
including:
- Display feature selections
- Display parameter settings
• Data source selection
Multifunction Display – Primary Flight Display
10/2/2003
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Flight Display System The MFD has incorporated an embedded Built-
In Test (BIT) to determine the health and status
Components of the MFD The BIT includes:
Multifunction Displays (MFDs) • Start-Up BIT (SBIT) – Automatically

runs to indicate the readiness of the
The UH-60M FDS consists of four MFDs, MFD. The SBIT will only run when the
installed on the instrument panel from left to aircraft is on the ground.
right. Each MFD is a 6”x 8” landscape Active • Continuous BIT (CBIT) – Continuously
Matrix Liquid Crystal Display (AMLCD) and has runs in flight or on the ground without
a resolution of at least 768 vertical and 1024 interfering with the MFD operation and
horizontal color pixels. It also provides a will report failures as it occurs.
minimum of 262,144 selectable colors. • Initiated BIT (IBIT) – Determines the
status of each Shop Replaceable Unit
The MFDs perform normal operations up to (SRU) and detects faults to the unit
20,000 ft above sea level and withstands level. The IBIT will only run when the
transport altitude to 50,000 ft above sea level. aircraft is on the ground.
The MFDs sends and receives messages via

the MIL-STD-1553B data bus and ARINC-429
digital data bus to related navigation and
communication systems.
Multifunction Display – EICAS Display

10/2/2003
Page 3 of 48
Flight Director /Display Control Panel Reversionary Switch Panel
(FD/DCP)
The reversionary switch panels provide a means
The FD/DCP, located below each operator’s of manually switching data sources for the pilot
inboard MFDs, optimizes both visibility and and copilot MFDs. During normal operation, the
physical access to the panels. It provides MFD uses its on-side sources for display of
independent pilot and copilot control of both FD information. If one of these sources fails, the
and display selections/settings. pilot would press the Reversionary Switch for
the failed source. The MFD would then revert to
The displays interface with FD/DCP to provide the alternate source.
additional pilot selection and setting control
capability. The FD/DCP interface provides There are two reversionary switch panels for the
control of the following selections/settings UH-60M Blackhawk helicopter that are identical
through the displays: to each other. One reversionary switch panel is
located on the Pilot’s instrument panel below the
• Navigation Source selection outboard MFD, and the other reversionary
• Bearing Data Source selections switch panel is located on the Copilot’s
• Selected Course settings instrument panel below the outboard MFD. Both
• Selected Heading setting reversionary switch panels have five push-
buttons labeled:
• Time Display selection
• Barometric Correction setting
• ATT
• Low RAD ALT setting
• HDG
• High RAD ALT setting
• ADC
• FCC selection/settings
• FMS
• DCU
FD/DCP Control Coordination
Each display interfaces to its on-side FD/DCP,

with one of the on-side displays functioning as a
“master” controller, performing all of the DCP
related selections/setting for that side of the
cockpit. The other on side display functions as a
“slave,” receiving the selection/settings from the REVERSIONARY SWITCH PANEL
“master” display. The outboard PFD displays are
the default display control “masters,” with the
inboard displays capable of assuming this
function if the outboard displays are failed. A
setting performed on either side of the cockpit is
common to all displays. If both pilots were to try
to adjust selected heading at the same time,
whichever pilot started turning his control first
would assume control of the setting until that
pilot stops adjusting the setting.
NAV REF
SRC OBS SEL
LOC GS RALT ALTP ALT IAS HDG VS CPLD
CAP CAP 250 2500 1500 120 240 500 ****
REF
BRG BRG
1 2 ADJ GA DECL
CAP HVR
P-SYNC P-SYNC P-SYNC P-SYNC P-SYNC
UMAV001_5
FD/DCP
10/2/2003
Page 4 of 48
Flight Display System Controls • Video contrast setting – The last two
buttons on the bottom right side of the
MFD. Up arrow increases video display
Display Mode/Format Selection contrast (tactical display only). Down
arrow decreases video contrast (tactical
Each of the display modes may be selected in display only).
any of the display positions. The displays default • Display power on/off control switch –
to particular modes/formats on power up based The first button on the top left side of the
on the position they are installed in. MFD
These defaults are:
Software Controlled Bezel Control (bottom
• Outboard displays (positions 1 and 4) buttons of the MFD)
default to PFD-Full display mode/sub-
mode • Display mode/sub-mode select bezel
• Inboard displays (positions 2 and 3) controls
default to EICAS display • Distance display units selection (nm or
km)
The selection of the display modes and sub- • Navigation map display range selection
modes is accomplished via bezel buttons • CAS message window paging controls
located along the bottom of the display that are
• CAS message window cancel/recall
dedicated to this function.
selection
• Hover velocity source selection
MFD Bezel Controls
These bezel controls only affect the display on
There are a total of 24 controls located (6 on which they reside. Actuation of a bezel control
each side), around the MFD display. Each on one display does not cause the other
button has a turn on/off functionality assigned. displays to change.
The functionality of each button depends on the
MFD display application. Bezel Control Function Enable
The display includes numerous bezel Many of the bezel button controls are active in
selection/setting controls, which are functional in certain display modes and/or only with certain
some or all display modes. The bezel buttons display features active. When the “soft” bezel
have dedicated functions and have functional control function is active, the associated bezel
labels on the bezel or the button, or be “soft” button label is displayed, and when the bezel
bezel buttons – where software and a label button control function is inactive the associated
defining the bezel button function program the label is not displayed. For the “hard” bezel
function is displayed on the LCD adjacent to the buttons, the labels are always displayed on the
bottom. The bezel controls are defined as the button and/or bezel.
following:
Dedicated Bezel Controls
• Display luminance setting – The last two

buttons on the bottom left side of the
MFD. Up arrow increases backlight
brightness. Down arrow decreases
backlight brightness.
• Video brightness setting – The first two
buttons on the top right side of the MFD.
Up arrow increases video brightness
(tactical display only). Down arrow
decreases video brightness (tactical
display only).
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Dedicated Bezel Control Buttons
Software Controlled Bezel Buttons
10/2/2003
Page 6 of 48
FD/DCP Switch Functions There is single FMS navigation source selection
between FMS 1 or FMS 2 depending on which
Navigation Source (NAV SRC)/Omnibearing side (pilot or copilot) is displayed.
Select (OBS) Control
NAV SRC/OBS
The pilot via a knob on the FD/DCP selects the
current Navigation Source (NAV SRC), with the NAV
SRC OBS
REF
SEL
selection applying to the data displayed on that

CAP CAP 250 2500 1500 120 240 500 ****
side of the cockpit. Each detent on the knob BRG

1
BRG
2
REF
ADJ GA DECL
HVR
selects a different navigation source for display CAP
on the Horizontal Situation Indicator (HSI). The

display receives inputs from the FD/DCP and UMAV001_5
determines the current navigation source from

the sources available. The functions controlled BRG 1/BRG 2
by this NAV SRC control include: FD/DCP
• VOR FD/DCP Reference Select Control

• ILS
• FMS Four of the settings/selections performed by the
FD/DCP are performed by a single, multi-
• FM HOMING
function reference set (“Ref Sel”) control. This
control has two knobs associated with it, one for
The navigation source selects between VOR or
selecting the function that is active, the
ILS based on the frequency the radio is tuned to.
setting/selection and the other for adjusting the
There is single FMS navigation source selection
parameter. The REF ADJ control adjusts the
between FMS 1 or FMS 2 depending on which
value of the reference selected by the REF SEL
side (pilot or copilot) is displayed.
control. The functions controlled by this “Ref
Set” control include:
Adjusting the OBS is performed during any time
of ground and flight operations as long as a
• “BARO” – Barometric Correction setting
navigational source is selected, which displays
the selected course. • “RA-L” – Low Radar Altitude setting
• “RA-H” – High Radar Altitude setting
Bearing 1/Bearing 2 (BRG 1/BRG 2) Source • “TIME” – Time Display selection
Select Control
The reference set functions are sequenced
The current bearing 1 and bearing 2 sources are through in the order indicated above when the
selected by the pilot via knobs on the FD/DCP, reference set function select control is turned
with the selection applying to the data displayed clockwise, and in the opposite order when the
on that side of the cockpit. The display receives control is turned counterclockwise.
inputs from the FD/DCP and determines the
current bearing source (1 and 2) from the REF SEL
sources available. The functions controlled by
this by this BRG 1/BRG 2 control include: NAV
SRC OBS
REF
SEL
CAP CAP 250 2500 1500 120 240 500 ****
• VOR/ILS BRG
1
BRG
2
REF
ADJ GA DECL
HVR
•
CAP
FMS P-SYNC P-SYNC P-SYNC P-SYNC P-SYNC
• ADF
UMAV001_5
The VOR/ILS navigation radio only provides a

REF ADJ
bearing when tuned to a VOR frequency. There
FD/DCP
is no bearing for ILS frequencies. If an ILS
frequency is tuned, the bearing data displayed
NOTE
reflects this condition.
At this time all other switch functions will not
be available for first flight.
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Page 7 of 48
Reversionary Switch Panel Functions FMS REV (Flight Management System
Reversionary)
ATT REV (Attitude Reversionary)
The FMS REV allows continued use of all
When the ATT REV is pressed to reversionary displays after a single FMS failure. FMS is
position, it displays attitude information from the annunciated in yellow on the failed side and
other EGI. ATT1 or ATT2 is annunciated in white on the operating side with a box indicating
yellow on the failed side and white on the both sides are using the same source.
operating side with a box indicating both sides
are using the same source. DCU REV (Data Concentrator Unit
Reversionary)
HDG REV (Heading Reversionary)
The DCU REV allows continued use of all
When the HDG REV is pressed to reversionary displays after a DCU failure. In such an event,
position, it displays heading and turn rate the DCU REV switch on the failed side is placed
information from the other EGI. MAG1 or MAG2, in the reversionary position. DCU is annunciated
or TRU1 or TRU2 is annunciated in yellow on in yellow on the failed side and white on the
the failed side and white on the operating side operating side with a box indicating both sides
with a box indicating both sides are using the are using the same source.
same source.
ADC REV (Air Data Computer Reversionary)
When the ADC REV is pressed to reversionary

position, it displays air data information from the
other EGI. ADC1 or ADC2 is annunciated in
yellow on the failed side and white on the
operating side with a box indicating both sides
are using the same source.
Reversionary Switch Panel
10/2/2003
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Flight Display System EICAS display
Indications The primary EICAS page display information
consists of three groups of parameters/data:
Engine Indication, Crew Alerting
System (EICAS) • Engine/Rotor/Transmission data (engine
#1 and #2, main rotor, main
The UH-60M EICAS display integrates display of transmission)
primary engine/transmission data, fuel quantity • Fuel Quantity data
data, and a CAS, alerting messages. The EICAS • Cautions and Advisories
display also provides annunciation of
engine/propulsion parameter monitoring Several characteristics of the primary flight
functions. display (PFD) are related to multiple functional
elements of the display to include:
• Data source annunciations

• Parameter comparison and
annunciation
Engine Indication Crew Alerting System (EICAS) Display
10/2/2003
Page 9 of 48
EICAS Data Source Annunciation display by an “engine OT” symbol, which again
provides quick recognition of which engine is not
The source for EICAS engine/rotor/transmission, operational, reducing the opportunity for
fuel, and CAS data (Data Concentrator Unit confusion, which could result in shutting the
(DCU1 or DCU2)) annunciation operates and wrong engine.
appears exactly as the engine data (DCU)
source annunciation on the PFD and is located Engine/Transmission Icons
in the same display position.
There are six groups of engine/transmission
parameters accomplished by icons. The engine
parameters are grouped in two icons per engine.
The main transmission parameters are grouped,
and rotor speed is grouped with the engine 1
and 2 power turbine speed. The icons are
always displayed regardless of whether or not
DATA SOURCE ANNUNCIATION DISPLAY there is any valid data displayed within them.
The icon color reflects the condition of the
Engine/Rotor/Transmission Data parameters it encloses, with the icon taking on
the color of the most severe limit exceeding
Display currently active for those parameters.
The EICAS display of engine/rotor/transmission
parameters functionally and physically groups
related indicators on the display. This is
accomplished by enclosing the related
indications within “icons”. The indicators
themselves consist of vertical tapes and numeric
readouts, with labels annunciating what
parameter the indicators represents. Loss of an
engine is indicated on the
Engine/Rotor/Transmission Icons
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Fuel Quantity Data Display Total Fuel Quantity Display
The primary EICAS display of fuel quantity The total aircraft fuel quantity is displayed as a
consists of: numeric readout. The aircraft total fuel quantity
readout is centered within a white box outline,
• Main tank fuel quantity tapes and and has a maximum of five digits and a range of
readouts 0 to 99999 lbs. The readout includes a label
• Left and right auxiliary tank summary displayed above the numeric fuel quantity value
readouts within the readout outline. The label “TOTAL” is
• Total aircraft fuel quantity readout white and the readout is normally green. If a fail
occurs, the label remains white but the readout
Main Fuel Quantity Display is displayed in red text and does not include any
quantity for failed tanks.
Each main tank fuel quantity is represented on
the display by a tape and readout. The main fuel
quantity display includes several labels – “FUEL”
and “MAIN” displayed between the two tapes,
and individual labels on each tape (”1” on the left
tape and “2” on the right tape). The main tank
quantity fuel tapes are scaled linearly from 0 lbs
at the bottom of the tape to the maximum main
tank quantity, 1200 lbs, at the top of the tape.
There is a yellow low fuel quantity caution line
displayed at the 172 lb position on each tape. If
the fuel quantity readout for either tank is at or
below fuel caution value (172 lbs) the readout
and tape for that tank will change to yellow. The
“MAIN” and “FUEL” labels and associated labels
are white and always displayed.
Main Fuel Quantity Display
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Crew Alerting System (CAS) Display seven message windows, one (the lower left) is
designated for display of advisory messages
The CAS display provides the pilot with only and the other six windows are designated
immediate indication of a malfunction, a for display of caution messages only. Within
degraded system state, or an abnormal system each of the windows, messages are displayed in
state, which the pilot either needs to be aware chronological order, with the most recently
of, or must respond to by taking some action. activated message displayed at the top of the
The CAS function of the EICAS page displays window. The messages displayed lower in the
alerting text messages to the pilot indicating the window have been active for progressively
aircraft/system malfunction or condition. longer periods; the further down they appear in
the window.
Message Display Areas
The lower left and right message windows have
CAS Caution and Advisory messages are boxes around them because they have unique
presented in seven-display message “windows” characteristics that allow them to display more
distributed around the EICAS display. Of the active messages than the message window size
allows.
Caution Message Windows
Advisory Message Window
EICAS Caution and Advisory Message Areas
10/2/2003
Page 12 of 48
Message Characteristics content of a page may change during viewing.
This can result in some active alerts
All messages can be up to 18 alphanumeric disappearing or new alerts appearing on the
characters in length (including spaces). The current page as they are moved upward or
advisory messages are always displayed as downward on the alert list. This occurs when a
white text. The caution messages are displayed higher priority alert becomes inactive, creating a
as black text on yellow background when they hole in a lower numbered page or a new alert
initially are activated, and revert to yellow text became active, pushing an older onto a higher
when acknowledged by the pilot. The numbered page.
acknowledgement is accomplished by pressing
the master caution light on a crew-alerting panel
in the cockpit. The master caution light is
illuminated any time a new message becomes
active and remains active until the pilot
acknowledges the message or the new
message becomes deactivated causing the
message to go away.
Caution Message Overflow Operation
Each caution message is assigned one of the

Caution display windows as its default location.
However, the size of each of these message
windows is limited. If the number of messages
active in one of the caution message windows
exceeds the space available in that window,
then messages begin to overflow.
In a message overflow condition, the oldest

message in the window is removed from that
window and displayed in the lower RH caution
window, which is designated as the caution
message overflow window.
All advisory messages are assigned to the lower

left message window, so there is no overflow
operation associated with the lower left advisory
window.
Message Paging Operation
Both the lower left advisory and lower right

caution overflow windows allow paging of
messages to handle situations where there are
more messages active than can be displayed at
one time. If the lower right caution window fills
up with messages, and then additional
messages become active in that window, then
message paging becomes active for that
window. The paging of message sequences
through a full window of messages at a time,
with each press of a page up or down, with the
bezel button key. When the first page of
messages is displayed, the message paging
bezel key labels are displayed. The message
“pages” are continuously updated, so the
10/2/2003
Page 13 of 48
Primary Flight Display
• Full Rose HSI (“PFD FULL”) –
The UH-60M FDS integrates the function of an Traditional HSI with a 360° compass
Attitude Directional Indicator (ADI), flight rose
instruments, and a navigation display into a • ARC Map (“PFD ARC”) – 80° compass
combined electronic display format, “The arc with sector map displaying flight
Primary Flight Display” (PFD). plan, navigation data and weather radar
data
PFD Sub-Modes • Hover – 360 °compass rose, with
precision hovering flight data
The PFD includes three sub-modes, which
provide different navigation data presentations.
These sub-modes are:
Attitude Barometric Vertical

Stabilator Airspeed Direction Altitude Speed
Indicator Indicator Indicator Indicator Indicator
Engine Navigation
Instrument Radar Altitude
Data Display Indicator
“Power Pod”
Primary Flight Display Layout

10/2/2003
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Attitude Direction Indicator Pitch Attitude Scale
(ADI) The pitch scale shows the aircraft pitch angle.
The pitch scale moves vertically as the aircraft
The electronic attitude direction indicator (ADI) pitches. Pitch angle is read at the aircraft symbol
displays the following information: nose (the center dot of the split axis symbol).
The pitch scale is 180° (+/- 90°) full scale with
Attitude Display 40° shown on the ADI. Red warning chevrons
are displayed on the scale at extreme pitch
• Aircraft symbol angles.
• Artificial horizon
• Pitch scale Roll Attitude Pointer and Scale
• Roll attitude pointer and scale
The roll attitude pointer and scale provide an
Deviation Display indication of the aircraft bank angle, in addition
to the sky/ground indication. The roll attitude
• Lateral deviation scale (“Standard” scale scale has markings at 0 (filled triangle), +/-10°,
or “Localizer” scale) +/-20°, +/-30°, +/-45° (open triangles) and +/-
• Lateral deviation pointer (“Standard” or 60°. The roll pointer moves along the fixed scale
“Localizer” scale) to indicate the current roll attitude.
• Vertical deviation scale
• Vertical deviation pointer (GS or Vertical
Navigation (VNAV) pointer) Pitch Scale Display
Roll Scale Roll Pointer
Rate of turn pointer and scale
Comparator warning annunciations
(“PIT”/”LOC”/”GS”)
Radar Altitude alert annunciation
MB annunciation
FD display
• Pitch command bar

• Roll command bar
• Collective command
• FD mode annunciation
• Active FD annunciation
Attitude display
Artificial Horizon and Aircraft Symbol
The stationary aircraft symbol in the center of

the ADI provides the aircraft reference for Aircraft Symbol Reference Point
display of attitude and related symbology. And Outer Edges
Attitude is shown by the blue-colored sky and
brown-colored ground moving about the aircraft
symbol to provide a quick visual cue to current
aircraft attitude.
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Unusual Attitude Failed Attitude
If the aircraft attitude reaches extreme limits, If valid pitch and roll inputs are not received, the
several scales, indicators, and FD annunciations attitude display symbology is removed as well as
not related to attitude are removed. The unusual other symbology that uses attitudes as a
attitude pitch limits are 30° nose up and 20° reference to include FD command cues. An
nose down. The bank limit is 65° left or right. All attitude fail flag is displayed if the input is failed
ADI information is restored when the pitch angle or the input data is not received.
is reduced to between 25° nose up and 125°
nose down, and bank angle is reduced to less
than 60°. The items removed are:
• FD pitch, roll, and collective commands

and active FD and mode annunciations.
• FD reference indicators (airspeed,
altitude, Vertical Speed Indicator (VSI),
and radar altitude)
• Lateral and vertical deviation indicators
• Turn rate scale/indicator
• Radar Altitude alert annunciation
• MB annunciator
• Associated miscompare/fail flags
Failed Attitude
ADI Deviation Display

Lateral Deviation pointer and scale
The lateral deviation pointer and scale provide

lateral course deviation guidance with the
selected navigation source. The lateral deviation
scale has two dots on each side of the center
index mark. The lateral deviation pointer moves
+/- 2.5 dots. The lateral deviation pointer (plus
sign) shows whether the course is left or right of
Unusual Attitude Indication the aircraft (center of scale).
A “Standard” lateral deviation scale is displayed

when the selected navigation source is an FMS
source, VOR/ILS receiver tuned to a VOR
frequency, VOR/ILS receiver tuned to an ILS
frequency flying a backcourse approach, or an
FM Homer signal.
An “Expanded” lateral deviation scale is

displayed when the NAV source is ILS and not
flying a backcourse approach. The Localizer
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Page 16 of 48
deviation pointer is a diamond shaped symbol,
which moves only two deviation dots (one per
side) behind the lateral deviation scale
(Expanded or Standard) to indicate the
deviation.
When lateral deviation is invalid, the lateral

deviation scale and pointer are removed. The
NAV source annunciation is displayed as a fail
flag when the lateral deviation input data or its
status is failed. There is no flag displayed in
place of the lateral deviation symbology.
Standard Deviation Scale/Pointer Expanded Lateral Deviation Scale/

Localizer Deviation Pointer
Lateral Deviation Display
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Vertical Deviation Pointer and Scale
The vertical deviation scale and pointer indicate

vertical deviation from the ILS GS or FMS VNAV
guidance when those navigation sources are
selected. The GS deviation pointer, a diamond
sign, displays when NAV source is ILS and the
navigation radio is receiving localizer and GS
signals. The vertical deviation pointer, a plus
sign, also displays when VNAV source is FMS
and the FMS is supplying vertical navigation
inputs. The vertical deviation pointer indicates
that the vertical path is above or below the
aircraft (center of scale). The limit of movement
for the GS deviation pointer is the same distance
from the center of scale as the limit of movement
for the VNAV deviation pointer (2.5 dots above
or below center of scale).
When the vertical deviation input (GS from

VOR/ILS or VNAV deviation/scaling from FMS)
is invalid, the vertical deviation scale and pointer
are removed. When the status of the input is
failed, a fail flag is displayed.
VNAV Deviation Pointer/Scale
Vertical Deviation Fail Flags
GS Deviation Pointer/Scale
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Rate-of-Turn indicator
The rate-of-turn indicator consists of a white bar
and a three-box scale. When the turn rate is
either left or right, the marker deflects in the turn
direction from the center box. Deflection is linear
from zero turn rate to maximum deflection.
When the bar is centered between the center
and outer scale markings in either direction, it
indicates a standard rate turn (3°) in that
direction. When the bar moves to a position
where it is centered under the outer scale
markings, it indicates a 6° per sec turn rate
(double a standard rate turn). The bar remains
parked in the 6° per sec (left or right direction)
when inputs are greater than 6° per sec.
Rate of Turn Indicator
Rate of turn scale Rate of turn pointer
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Barometric Altitude Display (BAR digits and a surrounding window, which helps
ALT) distinguish the readout from the dial and pointer.
A “NEG” label is displayed to the left of the
Barometric altitude (BAR ALT) display readout (within the readout window) when BAR
symbology includes the following: ALT is less than 0 ft.
Barometric Correction Set

• BAR ALT dial and
Control/Readout
pointer
• BAR ALT rolling digital
The barometric correction set
readout
readout provides the pilot ability
• Barometric correction to accurately set the barometric
set readout correction factor used by the
• Selected BAR ALT ADC to compute BAR ALT from
symbology pressure altitude. The value is
• Pre-selected BAR ALT displayed and adjusted in
symbology inches of mercury (In Hg). Each
pilot sets the barometric
BAR ALT Dial/Pointer correction setting from HSI
FD/DCP using the FD/DCP
The analog BAR ALT reference set control. The
presentation provides settings adjust up for clockwise
information that is not easily rotation and down for counter-
interpreted from the rolling clockwise rotation when the
digital readout that provides selected function for that knob
accurate interpretation of current altitude. The is barometric correction. The displays compute
white BAR ALT dial represents a 1000-ft altitude the barometric correction from the reference set
window. The dial and pointer alone do not knob turn information received and coordinate
provide complete BAR ALT resolution. The with the on-side displays to assure that there is
readout is required to determine which 1000-ft a common setting. The
window the aircraft is in. The barometric correction setting
dial includes tick marks at 20-ft has a range of 22.00 to
increments (with long tick marks 31.00 In Hg, with a
at 100-ft increments), numeric resolution of 0.01 Hg. The
labels of tick marks every 100 ft, barometric correction
and a label indicating the units settings default to 29.92
of the displayed parameter (“standard pressure”) when
(“FEET”). When the BAR ALT the reference set knob
goes below –20 ft, the normal “sync” button is pushed. The
dial is replaced with a dial barometric correction setting
representing negative BAR ALT. defaults to the last set value
The negative dial remains on power up.
displayed until the BAR ALT
rises to 0 ft. The BAR ALT Selected BAR ALT
pointer travels around the dial to Symbology
indicate the current BAR ALT.
The pointer travels clockwise for The selected BAR ALT
increasing altitude and symbology provides the pilot
counterclockwise for decreasing a reference altitude
altitude. indication that is associated
with a currently active FD mode. The selected
BAR ALT Rolling Digit Readout BAR ALT symbology includes a digital readout
of the selected altitude value and an indicator
The BAR ALT digit readout provides a digital that is displayed on the BAR ALT dial. It is
readout with numeric indication of 20 ft. The enabled by the following circumstances:
BAR ALT color is white and includes up to five
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• BAR ALT dial is displayed fpm (drag line is not displayed for vertical speed
• FD flag fail is not displayed of 0 fpm).
• A valid input from the FD
• Unusual attitude conditions do not exist Vertical Speed Readout
Pre-selected BAR ALT Symbology The vertical speed readout provides a numeric
indication of aircraft vertical speed. The vertical
The pre-selected BAR ALT symbology provides speed readout color is white and includes a
the pilot a second reference altitude indication direction indication, which improves the pilots’
associated with a currently active flight mode. ability to distinguish vertical speed direction
The pre-selected BAR ALT symbology includes when the vertical speed is near 0 fpm and the
a digital readout of the pre-selected altitude pointer is nearly horizontal.
value and an indicator that is displayed on the
BAR ALT dial. It is enabled by the following Selected Vertical Speed Symbology
circumstances:
The selected vertical speed symbology provides
• BAR ALT dial is displayed the pilot with a reference vertical speed
• FD flag fail is not displayed indication that is associated with a currently
• A valid input from the FD active FD mode. The selected vertical speed
symbology includes a digital readout of the
• Unusual attitude conditions do not exist
selected vertical speed value and an indicator
that is displayed on the vertical speed
Vertical Speed Display scale.
Vertical speed display symbology includes The selected vertical speed symbology is
the following: enabled by the following circumstances:
• Vertical speed scale, pointer, and • Vertical speed scale is displayed
tape • FD flag fail is not displayed
• Vertical speed readout and direction • A valid input from the FD
indicator
• Unusual attitude conditions do
• Selected vertical speed symbology not exist
Vertical Speed Indicator (VSI) Selected VSI
The analog vertical speed presentation The selected vertical speed indicator is
provides information that is not easily positioned at the selected vertical speed
interpreted from the readout that provides value on the vertical speed scale when
the accurate interpretation of current the selected vertical speed symbology is
altitude. The white vertical speed scale enabled. The VSI is removed if the
provides a display range of +/-4000 ft per selected vertical speed value exceeds the
minute (fpm). The scale includes markings at vertical speed range on the scale.
500 fpm increments throughout its entire range
(longer tick marks at 1000 fpm), with numerics at Selected Vertical Speed Readout
the 1000 fpm graduations.
The selected vertical speed readout is displayed
The vertical speed pointer angles up and down above the vertical speed readout, with a
the scale to indicate the current vertical speed. If direction indication to indicate whether the flight
the input exceeds +/-4500 fpm, the pointer director reference vertical speed is up or down.
remains at that position above/below the scale. Display of the selected vertical speed readout is
The vertical speed tape follows the pointer normally under control of the flight director,
motion to enhance the pilots’ ability to recognize allowing the flight director to turn the readout on
the direction of pointer deflection and determine under the following circumstances:
information. The tape is blue when the displayed
vertical speed is greater than 0 fpm and brown
when the displayed vertical speed is less than 0
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• When the flight director mode is initially “LO” and “HI” Radar Altitude Symbology
activated
• When the selected vertical speed setting The “LO” radar altitude setting/display provides
is being changed by the pilot a pilot selectable reference setting that defines
the altitude at which the low radar altitude alert
Radar Altitude Display is activated when the aircraft descends. The low
radar altitude alert can be used as a monitor
The Radar Altitude is represented as a round when flying an approach or when in a hover, to
dial analog indicator with a digital readout. The alert the pilot that the aircraft is passing through
radar altitude dial and pointer provide the analog the threshold defined by the low radar altitude
indication of the radar altitude. The analog setting.
presentation provides information that is not as
easily interpreted from the digital readout. The The “HI” radar altitude symbology provides the
white radar altitude dial provides a display range pilot a high radar altitude reference that triggers
of 0-1000 ft. The dial consists of three separate an alert indication if the aircraft climbs through
linear ranges: the high altitude setting. The high altitude can be
used as a monitor during certain phases of flight
• 0 to 100 ft (10 ft increments) to alert the pilot that the aircraft is passing
• 100 ft to 400 ft (50 ft increments) through the threshold defined by the high radar
altitude setting.
• 400 ft to 1000 ft (100 ft
increments)
Both the “LO” and “HI” radar
altitude values can be set by either
If the scale is currently displayed, it
pilot from the FD/DCP using the
remains displayed until the radar
reference set control on the panel
altitude readout value rises above
to adjust the value up (clockwise)
1050 ft, at which point the scale is
or down (counterclockwise) when
removed along with the pointer.
the selected function for that knob
is high or low radar altitude. The
The radar altitude pointer travels
displays compute the altitudes (HI
around the dial to indicate the
or LO) from the reference set knob
current radar altitude. The pointer
turn information received and
travels clockwise for increasing
coordinate with the on-side displays
radar altitude and counterclockwise
to assure that there is a common
for decreasing radar altitude. The
setting.
pointer color is white when both the
high and low radar altitude alert
Selected Radar Altitude
conditions are inactive. When either the high or
Symbology
low radar altitude alert is active, the pointer color
is yellow.
The selected radar altitude symbology provides
the pilot a reference altitude indication that is
Radar Altitude Readout
associated with a currently active FD mode. The
selected radar altitude symbology includes a
The radar altitude readout provides a numeric
digital readout of the selected altitude value and
representation of aircraft height above ground
an indicator that is displayed on the radar
with displayed resolution that varies with the
altitude dial. It is enabled by the following
radar altitude. The radar altitude readout
circumstances:
includes a label “RA” displayed below the
readout. The readout displays to four digits, with
• Radar altitude dial is displayed
a range from –20 ft to 1500 ft. The readout and
label color is set to match the radar altitude • FD flag fail is not displayed
pointer color (either white or yellow). • A valid input from the FD
• Unusual attitude conditions do not exist
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Radar Altitude Alert Annunciation
A radar altitude alert annunciation is displayed
when either a “low” alert or a “high” alert occurs.
The radar altitude passing through either the
pilot selected “low” or “high” radar altitude
settings activate the alerts. The “low” and “HI”
radar altitude alert annunciations are displayed
in large yellow text. The logic for determining the
alert conditions prevents both alerts from being
activated simultaneously. The alert annunciation
flashes for the first five seconds it is displayed,
then is displayed constantly while the alert
condition is active.
RAD ALT “LO” ANNUNCIATION
RAD ALT “HI” ANNUNCIATION
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PFD Navigation Data Display • Heading reference/source annunciation
• Directional gyro (DG) annunciation
The lower center and lower RH areas of the
PFD is the navigation data display area. The Aircraft Symbol
data presented in the HSI area varies by PFD
sub-mode. The different sub-modes are: The aircraft symbol is fixed reference point at
the center of the compass rose; around which all
• Full Rose Horizontal Situation Indicator symbology oriented relative to heading rotates
(HSI) mode (“FULL”) (including the compass rose. The nose of the
• Arc Map mode (“ARC”) aircraft points towards the current aircraft
• Hover mode (“HOVER”) heading (lubber line). The aircraft symbol is
always displayed, regardless of the status of the
The full rose HSI provides a full rose compass heading input.
presentation with a lateral deviation indication,
much like the traditional electromechanical HSI Compass Rose
indicator. The electronic HSI provides numerous
additional features that enhance the The full (360°) compass is an azimuth scale
deviation/heading display and provide increased providing a graphical indication of aircraft
navigation capability in the cockpit. The PFD- heading by rotating about the aircraft symbol to
Full navigation display data includes the place the scale markings/position corresponding
following groups of features: to the aircraft heading at the lubber line
• Heading Display Compass Benchmarks

• Selected heading display
• Ground track display The compass benchmarks provide angular
references around the compass rose enhance
• Ground speed display
the pilots’ ability to quickly interpret the position
• Wind display
of indicators displayed around the compass
• Navigation source data display, rose. The compass benchmarks are fixed in
including: position. They are displayed at 45° intervals
- Navigation source annunciation around the compass rose, except that no
- Navigation system operational mode benchmarks are displayed at 0° and 180°.
- Navigation station identifier
- Selected course/desired track Heading Readout
- Course deviation
- To/From indication The heading readout provides a numeric
- Distance associated with selected indication of the displayed heading value that
navigation source corresponds to the graphical indication provided
- Time readout by the compass rose. The heading readout
- FMS navigation state annunciations range is 001° - 360°. The readout always
• FMS message alert display displays three digits centered in a white box.
• FMS command heading display The bottom edge of the readout box is triangular
• Bearing display with the point extending down to the compass
rose.
Heading Display
The aircraft heading display provides the pilot

with aircraft orientation information necessary for
navigation and aircraft control. The heading
display symbology includes:
• Aircraft Symbol
• Compass rose
• Compass benchmarks
• Heading readout/readout box/lubber line
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HSI Full Rose Display
HSI Arc Map Display
Hover Heading Display

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Heading Reference/Source Annunciation The track indicator is removed from the display
when:
The heading reference/source annunciation
indicates the current heading reference • The displayed aircraft heading is
(magnetic north or true north) and indicates the removed (aircraft heading input is
source of the displayed heading. The invalid), or
annunciation is boxed (yellow) if both pilots have • The ground track input from the FMS is
the same source selected. invalid, or
• The heading reference is selected to
Directional Gyro (DG) Annunciation magnetic and the true north referenced
ground track input can not be
The DG annunciation is displayed below the compensated for magnetic variation (the
heading reference/source annunciation when magnetic variation input from the FMS is
heading data source is operating in the DG invalid)
mode (not slaved to the associated magnetic
flux detector). When displayed, the color of the Ground Speed Display
annunciation matches the color of the heading
reference/source annunciation. The aircraft ground speed is indicated by a
digital readout, displayed bottom right side of the
Heading Fail airspeed, and above the wind indicator, and the
compass rose. The readout includes a label
When the heading input is invalid, the compass (“GS”) displayed adjacent to the readout
rose, compass benchmarks, and heading numeric The groundspeed readout has a display
readout/readout box are removed from the range of 0 – 999 kts, with a resolution of 1 kt.
display and the heading fail flag is displayed. If When the ground speed readout exceeds 999
active, the heading reference/source and the DG kts, the displayed readout value is limited to 999
annunciations are still displayed to provide the kts.
pilot with additional information for diagnosing
the problem or to select an alternate source.
GROUND SPEED GROUND SPEED

READOUT FAIL
HEADING FAIL DISPLAY
The ground speed readout numeric is replaced
Ground Track Display by 3 red dashes when the input from the FMS is
failed (or not received). The numeric is removed
The aircraft ground track is indicated by the (and nothing displayed) when the ground speed
track indicator on the compass rose, which is readout is not valid, but is not failed.
positioned at the current aircraft ground track
value on the compass rose. The ground track
indicator is cyan in color and overwrites the
compass rose markings, to enhance visibility.
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Wind Display Wind Speed Readout
Wind is represented by a wind speed readout The wind speed is indicated by a digital readout,
and a wind direction This symbology represents displayed above the wind direction indicator.
either the current wind direction and magnitude, The readout has a range of 0-255 kts
or a stored value (“remembered” wind), (corresponding to the input range), with a
whichever is most appropriate for the conditions resolution of 1 kt. displayed adjacent to the
The wind symbology is white when the current readout numeric. The readout includes a label
wind information is displayed and is yellow when (“R”) when the wind symbology represents a
“remembered” wind is displayed. “remembered” wind, rather than the current wind
The wind symbology is removed from the The wind speed readout has a display range of
display when: 0 – 999 kts, with a resolution of 1 kt.
• The displayed aircraft heading is Navigation Source Annunciation

removed (aircraft heading input is
invalid), or The navigation source annunciation identifies
• Either the wind direction or wind speed the source of the navigation data displayed.
input from the FMS is invalid, or There are different annunciations possible for
• The heading reference is selected to the FMS and VOR/ILS navigation sources,
magnetic and the true north referenced depending on the conditions. When the cross-
wind direction input can not be side source is selected (source 1 is cross-side
compensated for magnetic variation (the for pilot and source 2 is cross-side for copilot),
magnetic variation input from the FMS is the annunciation is displayed in yellow text. If
invalid), or the on-side source is selected, then the
• The wind display is not removed based annunciation is displayed in white.
on the “remembered” wind is not being
displayed, and the wind speed drops to
less than 4 kts.
Wind Direction Pointer
The wind direction pointer rotates around the

pointer center (spins in place) to indicate the Cross-side Normal
direction the wind is blowing relative to the NAVIGATION SOURCE ANNUNCIATIONS
current aircraft heading. If the wind direction
pointer is oriented straight up on the display, the When both the pilot and copilot have selected
wind is coming from directly behind the aircraft. the same navigation source, then the
If the wind direction pointer is 90 degrees clock- annunciation is boxed, to indicate the condition
wise from straight up, the wind direction is so that the pilots are aware that they are subject
directly across the aircraft from left to right. This to a misleading display on both sides of the
pointer is centered directly below the wind speed cockpit. There is no independent source for
readout. monitoring the navigation data. When the lateral
deviation data associated with the selected
navigation source data is failed, the navigation
source annunciation is displayed as a failed flag.
WIND SPEED REMEBERED Same Source Failed

READOUT WIND SPEED NAVIGATION SOURCE ANNUNICATION
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When the FMS is the selected navigation source based on the input received from the FMS (the
and the inputs indicate that the navigation FMS computes the desired track into a FMS
solution is degraded, the navigation source flight plan waypoints or flies a manually entered
annunciation is displayed as black text on yellow course via the FMS by the pilot into a waypoint
background. depending on the FMS operational mode.
Selected course computation and display is
disabled when the navigation source is FM
Homer.
Selected Course Computation
The selected course associated with radio

navigation sources is entered using the
FD/DCP. The range of the computed selected
Degraded course is -180° to +179 °, computed in
NAVIGATION SOURCE ANNUNCIATION increments with a resolution of 1°.
Active Waypoint Identifier Display Course Pointer
The active waypoint identifier is an alphanumeric The course pointer rotates around the aircraft
label associated with the active (fly to) waypoint symbol reference point to position the head of
in the flight plan. The waypoint identifier is the pointer at the selected course/desired track
displayed when the navigation source is FMS value on the compass rose The white pointer is
and a valid flight plan is received from the FMS. oriented vertically on the display. It has a head
The active waypoint identifier is white in color, and a tail separated by a gap the size of the
up to 12 characters long, and is displayed course deviation bar. When the aircraft is on a
immediately below the selected navigation desired course, the deviation bar is centered
source annunciation. If a valid flight plan is not and it “connects” the course pointer head and
received, or if the active waypoint does not have tail. The course pointer is removed if FMS is the
an identifier, then the waypoint identifier appears navigation source and the FMS desired
as a blank line on the display. track/selected course input is invalid, or if the
navigation source is selected to FM Homer.
Course Readout
The course readout provides a numeric

indication of the current displayed course value.
The course includes a white three digit numeric
value, with a label to the left of it - either “CRS”
for display of selected course (for VOR/ILS and
navigation source, or FMS navigation source
when the FMS is in To-From mode) or “DTK” for
display of desired track (for FMS navigation
ACTIVE WAYPOINT IDENTIFIER sources only). The course readout range is 001
to 360°, with 1° resolution (corresponding to the
Selected Course Desired Track full range of the input/computed course value, -
180 to +180°). The readout always displays
The selected course symbology indicates the three digits.
desired course into a radio navigation station or The course readout is removed if FMS is the
the desired ground track into a waypoint on the navigation source and the FMS desired
FMS flight plan. The selected course associated track/selected course input is invalid, or if the
with the radio navigation sources is computed by navigation source is selected to FM Homer. If a
the displays from FD/DCP inputs and displayed FMS is the navigation source and the desired
when one of those sources is selected. When track input is failed, the readout is replaced by 3
the navigation source is an FMS source, red dashes.
selected course or desired track is displayed
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Course Deviation relationship between the bearing source
annunciation (and associated distance readout)
The course deviation is displayed on the PFD by and the bearing pointer (located on the compass
a course deviation scale and a deviation bar. It rose). The labeling and color-coding are
displays a “fly-to” cue to the pilot, indicating the provided to eliminate misinterpretation of the
direction to fly to capture the desired course into bearing information (source, pointer, and
the waypoint/station. The course deviation scale distance) caused by the data being physically
symbol appears the same as the ADI lateral separated on the display.
deviation scale, with two dots on either side of
the scale. Bearing Distance Annunciation
The course deviation bar is a magenta segment The display of distance associated with each of
and is the same length of the gap in the the bearing sources is provided by numeric
deviation pointer. The bar moves laterally along readouts with a label following it indicating what
the scale to indicate the current deviation using units are being displayed (“NM” for nautical
the “fly-to” convention. When the deviation input miles and “KM” for kilometers) displayed
is invalid, the course deviation scale and bar are immediately below the corresponding bearing
removed. There is no flag displayed in place of source annunciation. If the distance input
the course deviation symbols. associated with a selected bearing source is
failed, the corresponding readout is replaced by
To/From Indication three red dashes.
The To/From indication provides a cue to the

pilot indicating whether the displayed course
deviation should be interpreted as deviation from
the selected course/desired track for flight into a
station/waypoint, or flight from the
station/waypoint. The indicator is a white triangle
pointing toward the station or waypoint the
deviation is based on. The To/From indicator is
only displayed when the navigation source is
either VOR or FMS. DISTANCE ANNUNCIATION
COURSE DEVIATION DISPLAY

DISTANCE FAILED
Bearing Source Annunciation
Bearing Pointers
The bearing source annunciations identify the
The bearing 1 and 2 pointers rotate around the
sources of the displayed bearing 1 and bearing
aircraft symbol reference point to position the
2 data. The bearing source annunciations label
head of each pointer at the compass rose
is displayed following the annunciation, which is
position corresponding to the bearing to the
a miniature version of the head of the
associated selected source. The symbols for the
corresponding bearing pointer. The bearing
bearing 1 and 2 pointers are different in addition
pointers have different shapes, so these labels
to the bearing 1 and 2 color coding to assist in
have correspondingly different shapes. This
differentiating them on the compass rose.
label, along with the color-coding, reinforces the
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Message Alert Display
The navigation map display symbology is
The FMS displays status messages related to referenced to the aircraft symbol reference point,
aircraft health and/or FMS navigation which represents the current aircraft position.
performance on the FMS. When a message is The symbology is oriented relative to the aircraft
activated, the FMS provides an output to put an symbol based on waypoint symbol positions,
alert in the pilots’ primary field of view, range and bearing to radio navigation stations or
prompting the pilot to look at the FMS. This is hover mark points, and displayed heading.
displayed regardless of what the navigation
source selected is – unlike some other FMS
related annunciations. The message alert is
displayed as “MSG” in yellow text. When
activated by the FMS, the alert flashes for the
first 5 seconds displayed, then remains
continuously on while the FMS indicates it is
active. Once the pilot has read and cleared the
message on the FMS, the FMS deactivates the
alert and it is removed from the display.
ARC NAV MAP DISPLAY
The navigation map symbology rotates and

translates as the aircraft position and orientation
(heading) change, with the aircraft symbol
remaining stationary. The navigation map
symbology is restricted to the area bounded by
MSG ALERT DISPLAY the dashed yellow line on the sides and bottom,
and the white compass arc on the top. Any
ARC Navigation Map Display annunciations, which appear in this display area
are either outlined in black or have black
The PFD-Arc navigation map display provides background fills behind them to assure their
lateral navigation guidance via a graphical visibility above the map symbology.
presentation of FMS flight plan/radio navigation
station information. It is proportionally scaled on
the PFD display based on the navigation map
display range selection made by the pilot. The
range selection allows the pilot to expand
navigation map/flight plan display to reduce
extraneous cutter and focus on the map/flight
plan segment being flown. The FMS flight plan
is always displayed (if valid) when the PFD-Arc
format is selected (regardless of what the
selected navigation source is). Additional radio
navigation station position/bearing symbology is
presented when the selected navigation source
is either Tacan or VOR. The ADI lateral and ARC MAP DISPLAY
vertical deviation guidance remains based on
the selected navigation source. This FMS Flight Plan
combination of navigation data displayed in
PFD-Arc sub-mode enhances the pilot situation The active FMS flight plan is represented by a
awareness during transition between FMS flight series of map symbols connected by
plan and another navigation source. arcs/vectors, which graphically show the pilot
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entered flight plan to which the FMS is currently associated with it are drawn to the edge of the
navigating/providing guidance. The display flight plan display area and then “clipped” to not
receives the FMS flight plan as a series of extend beyond this area.
waypoint records, each of which has the
following associated parameters: Since the display allows up to 127 flight plan
waypoints, transmission of the flight plan data
• Position (latitude and longitude) provides one waypoint every 100 milliseconds.
• Waypoint (symbol) type Therefore, the updating position of each
• Waypoint identifier (alphanumeric waypoint in the flight plan is based on the
“name” for the waypoint) present ground speed and ground track of the
• On-route or off-route waypoint type aircraft.
• Flight plan interconnecting “leg”
characteristic (straight vector (default), Flight Plan Waypoints
arc, or no connection (i.e. gap in flight
plan)) The flight plan waypoints are those points, which
specifies the on route waypoints the FMS is
A complete FMS flight plan may contain up to navigating to. Off-route waypoints are points
127 waypoints (waypoint records). The display from the navigation database or manually
processes each waypoint record as it is received entered by the pilot, which are in the vicinity of
to: the current active flight plan and provide
additional situation awareness for the pilot.
• Validate the record (correct labels,
correct checksum, etc..) The different types of navigation map symbols
• Decode are displayed as flight plan waypoints for on-
the route and off-
pertinent route.
informatio
n from The active
the data waypoint the FMS
stream is currently
(position, steering to is
waypoint displayed as a
type, magenta symbol.
waypoint All other on-route
identifier, flight plan
etc..) waypoints are
shown as white
• Sort the
waypoints. The
waypoints
off-route waypoints are
into active flight plan waypoints
displayed as cyan map symbols and the

The PFD computes display position for each
identifier associated with a point are displayed to
waypoint based on aircraft present position,
the lower right of the symbol.
aircraft heading, and pilot selected display
range, once an entire set of flight plan data has
When the FMS indicates an impending flight
been received and validated. The flight plan
plan leg change and the aircraft is within a
including off-route waypoints is then displayed
specific time interval of “arriving” at the active
by rendering each flight plan waypoint, with the
waypoint, the active waypoint flashes. This
interconnecting flight plan “legs” generated as
corresponds to the flashing of the To/From
the successive waypoints are “drawn”.
pointer on the PFD-Full display. When the active
waypoint sequences, the new active waypoint
The display only renders those waypoints and
turns magenta and the old active waypoint turns
associated flight plan legs that fall within the
white.
flight plan display area. If a flight plan waypoint
falls outside the display area, any flight plan legs
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Flight Plan Legs For Manual flight plan waypoint sequencing, the
FMS continues to provide guidance along the
The lines connecting the active flight plan desired track/course into the active waypoint
waypoints form the flight plan “legs.” The flight continuing past the waypoint until the pilot
plan legs are shown as solid magenta lines on manually selects to sequence to the next
the navigation map except that the leg into the waypoint in the flight plan (even after the
active waypoint may vary in appearance waypoint “capture” is met.
depending on flight plan mode. The lines may be
straight vectors, or circular arcs based on the The “normal” FMS guidance mode is a flight
flight plan leg information provided by the FMS plan mode of To-To, with automatic waypoint
with each waypoint. sequencing. In this condition, the FMS provides
guidance to the current desired track into the
The “active” flight plan leg varies with FMS flight next (active) waypoint, automatically sequencing
plan modes. The flight plan mode specifies the to provide guidance (per the flight plan desired
way the FMS provides guidance into the current track) to the next waypoint when the current
active waypoint. For the normal To-To Steering waypoint has been “captured.”
mode, the FMS provides guidance into the
active waypoint exactly as the flight plan was Flight Plan Fail
entered. The line to the active waypoint is
displayed as a solid line with the previous and
active waypoints connected.
The second flight plan mode is the Direct-To

mode. The pilot may select a waypoint, which
may or may not be the current active waypoint
and instruct the FMS to fly directly to that
waypoint and displays the active waypoint with a
short-long dash. The FMS then computes a
desired track directly into that waypoint from the
aircraft position at the time the mode was
activated, and provides guidance to that desired
track. In this case, the previous waypoint (from
waypoint), is no longer a part of the flight plan,
and is not represented on the display. The display receives the flight plan data from the
FMS and performs the checks listed below to
The third flight plan mode is To-From, in which determine if the flight plan data is valid. If a
the FMS provides guidance along a “selected transmission is received with any invalid
course” into the active waypoint that is manually condition, the display ignores the remainder of
entered by the pilot and displayed with a short- the data in the current flight plan transmission
long dash. It is much like flying a radial into a and waits for the start of a new flight plan
VOR station. transmission. If three transmission intervals pass
without a valid flight plan being receive, the
The active flight plan leg is displayed differently display declares a flight plan fail condition and
when the mode is not the “normal” To-To activates the flight plan fail annunciation. Flight
Steering mode, to keep the pilot aware of the plan data is considered to be invalid when any of
fact that the FMS navigation/guidance is not the following occur in the data received from the
being provided in the normal manner. The FMS:
characteristics of the display of the flight plan for • Any waypoint record label has an invalid
the three different modes status. except the To/From waypoint
label may have a status of NCD and still
Under Automatic flight plan waypoint be considered valid
sequencing, the FMS transitions from guidance • The number of waypoint records
to the current active waypoint to the next active received for the flight plan does not
waypoint once the “capture” is met. match the number the FMS indicates
are in the flight plan
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• The checksum received in a waypoint Navigation Map Display
record does not match the calculated
value The UH-60M FDS navigation display mode
provides an expanded version of the navigation
When the FMS flight plan input is invalid, the information included in the PFD-Arc map display
flight plan is removed and a “FLT PLAN FAIL” sub-mode. It includes two sub-modes with
annunciation is displayed. unique flight plan / navigation data
presentations, including a full compass rose,
Navigation Map Range Display heading up navigation map display, and a north
up, decluttered “plan” map display.
The navigation map scaling and the “size” of the
navigation map display area is determined by The full rose navigation display (ND-Full)
the pilot selected navigation map range The provides a heading up orientation of the FMS
range is displayed by the inner range arc and flight plan and other selected navigation data,
associated numeric range annunciation, and the along with the compass rose and other
outer navigatio
range arc n data,
by the which
inner provides
edge of increase
the d
compass situation
arc and awarene
associate ss. The
d numeric ND-Full
range aircraft
annunciat heading
ion. The display
numeric symbolo
range gy
annunciat appeara
ion nce and
displayed operatio
on the n are the
inner range arc is ½ the selected navigation map same as the PFD Full except that the ND-Full
display range. The numeric range annunciation compass rose is significantly larger and
displayed on the outer range arc is the full therefore positioned differently on the display.
selected navigation map display range. The
range arcs and numeric range annunciations are The ND-Full selected heading appearance and
white. operation are the same as the PFD-Full selected
heading characteristics except for the following
Bezel buttons in the lower right corner of the indications:
display controls the navigation map range. The
map range selection is independent on each • The selected heading indicator is never
display allowing a pilot to select different range “out-of-view” near the bottom of the
scales on the inboard and outboard displays to compass rose (like on the PFD-Full
see different levels of detail. For each display, compass rose)
the map range selection is shared between the • The selected heading readout is only
PFD-Arc map and the other navigation map displayed when the selected heading is
display formats. When the pilot changes the changing, not when it is more than 150°
range scale on one map format, that range is the from the displayed heading value.
active display range when another map format is
selected on that display. On power up, the
navigation map range defaults to the 10nm
range selection.
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PFD Navigation Map Display
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Map Display ARC Map Display
The ND-Full navigation map display (including The PFD ARC map provides an expanded
flight plan display, radio navigation station compass arc presentation with a flight plan/map
position/bearing display, hover mark point presentation of navigation data. In many cases
display, and range operation/display) is identical the appearance and function of the display is
in appearance and operation to the PFD-Arc identical to the features as the full rose HSI
navigation map display, except as follows: except for the following:
• The navigation map display area • The compass ARC format is an 80°
encompasses the entire area within the section of the full compass rose that
compass rose rotates centered on the PFD ARC
• The range symbology includes an inner aircraft symbol.
range ring (no explicit outer range ring), and • There are no compass benchmarks in
there is only a single (inner) range the ARC mode
annunciation displaying ½ the selected • The position of the aircraft symbol is
navigation map range. Otherwise, the range different than on the Full compass.
symbology is the same as the PFD-Arc • The selected heading indicator rotates
display. around the PFD ARC aircraft symbol
• Range control is disabled when the CAS position and is removed once it is more
“pop-up” message window is displayed and than 40° from the displayed aircraft
multiple “pages” of CAS messages are heading and redisplayed when it is 39°.
active (this is described in section Error! • The ground track indicator is removed
Reference source not found.). when it is more than 40° from the
• The flight plan fail annunciation (“FLT displayed aircraft heading and
PLAN”FAIL”) is positioned below the redisplayed when it is 39°.
compass rose (rather than below the aircraft
symbol as on the PFD-Arc).
Full Rose HSI
The PFD full rose HSI provides a full rose

compass presentation with a lateral deviation
indication much like the traditional
elctromechanical HSI indicator that the UH-
60A/L utilized. The digital HSI provides
numerous features that enhance the
deviation/heading display and provide increased
navigation capability in the cockpit.
PFD ARC MODE
Hover Display
The PFD Hover mode provides a full compass
rose with a navigation data display primarily
consisting of a graphic and numerical
presentation of the hover point and of the aircraft
velocity and acceleration. In many cases the
appearance and function of the display is
identical to the features as the full rose HSI or
ARC display except for the following:
• Compass rose appearance is different

from the PFD Full compass rose
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• There are no benchmarks in the hover The annunciation source text color is white when
mode the primary source is selected on-side and
• Ground speed data displayed is the yellow when the secondary source is selected
source selected hover velocity rather on-side. A yellow box outlines the annunciation
than the selected FMS velocity when both pilots are selected to the same
source.
Flight Director Display

The display of Flight Director (FD) symbology is
normally enabled when the associated inputs
are valid and a FD fail condition does not exist.
The FD includes:
• Steering cues - Pitch, roll, and collective

command cues
• Mode annunciations
PFD HOVER MODE (TYPICAL) • Coupled FD annunciation
• Flight parameter reference indications
Data Source Annunciations (for selected/pre-selected “fly to” values)
Display annunciations are provided to indicate Pitch Command Bar

the selected source for:
The FD pitch command bar is a horizontal,
• Attitude data magenta bar that provides a steering cue to
• Air Data capture desired aircraft pitch angle. The pitch
• Engine/CAS data command bar is displayed when enabled by the
• Heading data FD with a valid command input. When a pitch
command input of 10° is received, the pitch
When each pilot has HSI primary source command bar is positioned at a distance
selected, the source annunciation is not equivalent to 10° on the pitch tape above the
displayed, as it would unnecessarily clutter the aircraft symbol reference point. The command
display to indicate a “normal” state. In the case bar will “park” at the 20° position (up or down)
where a pilot has selected as alternate source when a pitch command input from the FD
for a data group or both pilots have the same exceeds +/- 20°. When the pitch axis steering is
source selected (creating the potential for not enabled or the command input is not valid,
misleading data affecting both pilots), the source the pitch command bar is removed.
annunciation for that data group is displayed.
The source annunciations are: Roll Command Bar
• “ATT x” for attitude The FD roll command bar is a vertical, magenta

• “ADC x” for air data bar that provides a steering cue to capture
• “DCU x” for engine/CAS (DCU) data desired aircraft roll angle. The FD with a valid
command input enables the roll command bar.
Where the “x” is either “1” or “2” depends on The scaling of the roll command bar motion is
what source is selected. such that for a 0° command the command bar is
positioned at the aircraft symbol reference point,
SOURCE ANNUNCIATIONS and for a 45° command, the command bar is
positioned at the outer edge (left or right) of the
aircraft symbol. The roll command bar motion is
limited to the 45° position (left or right) when a
roll command input is received from the FD,
which exceeds 45°. When roll axis steering is
not enabled or the command input is invalid, the
roll command bar is removed.
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Collective Command Cue and
Reference/Scale
The FD collective command cue is a magenta

symbol shaped like a collective grip that
provides a steering cue to collective position,
which provides the desired vertical flight profile.
The collective command cue and
reference/scale are displayed when enabled by
the FD with a valid command input. The scaling
of the command bar motion is such that for a 0°
command, the command bar is centered in the
reference symbol outline, and the maximum
travel up or down is when the collective symbol
reaches the white triangular collective scale
boundaries.
Collective Command Roll Command Bar

Reference/Scale
Pitch Command Bar

Collective Command Cue
FD Annunciations
The FD annunciations are displayed along the

upper edge of the display. These annunciations
include the active FD annunciation and FD
mode annunciations. The green colored
annunciations indicate an engaged (coupled)
condition.
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Marker Beacon (MB) Annunciation PFD Engine Power Pod
An MB annunciation is activated when the The display of engine data on the PFD includes
VOR/ILS receiver detects that the aircraft is in the information required for normal performance
the vicinity of the outer, middle, or inner MB. The monitoring and flight operations, as well as quick
two-letter designation and color distinguish recognition/diagnostics of abnormal engine
between the outer, middle, and inner marker conditions. This allows the pilots increased
annunciations are as follows: flexibility to use cockpit MFDs for display of
mission/situational awareness data, rather than
• Outer Marker – “OM” – BLUE dedicating one or more displays full time to an
• Middle Marker – “MM” – YELLOW EICAS format. This also serves to reduce pilot
• Inner Marker – “IM” – WHITE scan and minimize display format switching. The
PFD engine data display is located primarily in
The annunciations flashes for the first five the lower left quadrant of the display. It displays
seconds it is displayed, and then is displayed an integrated rotor/turbine (NR/NP1/NP2) tape
until the VOR/ILS receiver no longer detects a and readout, torque (Q1 and Q2) tapes and
marker signal. The annunciation also flashes for readout, abbreviated turbine gas temperature
five seconds if it transitions directly from one (TGT1 and TGT2) tapes and readouts, gas
state to another. The MB annunciation is generator turbine (NG1 and NG2) readouts and
disabled if the active marker input is not fuel tape and readout. The DCU source for
received from the VOR/ILS receiver. engine data display is indicated in the upper
right of the engine data display. Under normal
configuration, with each pilot using HSI primary
on side DCU source, this readout is not present.
The data source used matches the EICAS
source selection.
MB Annunciation
ENGINE POWER POD
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Airspeed Display Vne Indication
Airspeed symbology includes the following: The Vne indication is a red arc displayed behind
the airspeed dial markings, extending from the
• Airspeed dial and pointer not to exceed airspeed (Vne) to the maximum
• Vne indication (not to exceed airspeed) value represented on the dial. Under normal
• Airspeed rolling digit readout conditions, Vne is 193 kts and the red arc
• Selected Airspeed indicator/readout extends from the 193 kts position to the 201 kt
mark on the dial.
Indicated Airspeed (IAS) Dial/Pointer
IAS Rolling Digital Readout
The airspeed dial and pointer provide an
“analog” indication of airspeed. The analog The airspeed rolling digital readout provides a
digital readout with resolution actually finer than
airspeed presentation provides rate and trend
information that is not as 1 kt. The readout includes 3 digits (1 kt, 10 kt,
easily interpreted from the and 100 kt digits, and a
surrounding window, which
rolling digit readout. The
dial provides a full scale helps to distinguish the readout
range of 0 to 200 knots from the dial and pointer.
(kts), and includes tick
marks at 5° increments Selected Airspeed
(alternating in length Symbology
between 5 and 10 kt
increments), numeric The selected airspeed
labels of tick marks every symbology provides the pilot a
reference airspeed indication
20 kts, and a label
indicating the units of the with a digital readout that is
displayed parameter. associated with a currently
active FD mode. The selected
The airspeed scaling is airspeed symbology includes a
compressed at the lower digital readout of the selected
end of the dial, in the airspeed value and an indicator
region between 0 and 40 that is displayed on the
airspeed dial. The selected
kts where the airspeed
data is less accurate and airspeed symbology is
subject to sudden, rapid fluctuations. The magenta, consistent with the convention that the
color magenta on the display represents a “fly-
airspeed dial is displayed when the airspeed
input is not failed. The airspeed pointer (white) to” indication. The selected airspeed symbology
travels around the dial indicating the current is enabled under the following circumstances:
speed and when the IAS is below the displayed
Vne value. • Airspeed dial is displayed
• Flight Director fail flag is not displayed
The pointer color turns red when the airspeed is • Selected airspeed input from the flight
at or above the Vne value. The pointer will director is valid
remain red until the airspeed displayed drops at • Unusual attitude conditions do not exist
least 1 kt below the Vne value.
The airspeed pointer travels just beyond the end Selected Airspeed Indicator
of the dial for an airspeed input of 201 kts. If the
airspeed exceeds 201 kts, the pointer will The selected airspeed indicator is positioned at
remain at 201 kt position. If the airspeed is the selected airspeed value on the airspeed dial
below 0 kt the pointer will remain at the bottom when the selected airspeed symbology is
of the dial. enabled. The airspeed indicator is removed if
the selected airspeed value exceeds the
airspeed range on the scale.
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Selected Airspeed Readout data from the other side of the cockpit. This
provides monitoring of both the inputs from the
The selected airspeed readout is displayed external sensors and monitoring of some of the
above the airspeed dial, labeled with a symbol processing performed internal to the display.
that matches the symbol used for the selected When ”miscompare” is detected, a
airspeed indicator. Display of the selected corresponding miscompare annunciation is
airspeed readout is normally under control of the displayed on the PFD. The miscompare
flight director, allowing the flight director to turn annunciations on the PFD are displayed as a
the readout on under the following yellow parameter label (“PIT”, “ROL”, “HDG”,…)
circumstances: with a double headed arrow above it. The
annunciation remains displayed until the
• When the flight director mode is initially miscomparison condition ceases.
activated
• When the selected airspeed setting is Individual parameter comparisons are disabled
being changed by the pilot when a cross side parameter is not valid, or not
available for comparison. A white miscompare
annunciation is displayed when the associated
PFD Miscompares comparison is disabled (with the exception of the
Glide slope (GS) and localizer comparisons,
The displays perform a comparison of primary
which have no “disabled” annunciations). It is
flight parameters to help protect against
not automatically assumed that both pilots will
undetected display of misleading information.
have ILS selected as navigation source.
This function looks for differences between on-
side source selected data and source selected
Barometric Radar
Airspeed Pitch Roll Altitude
Altitude
Glideslope
Localizer Heading Velocity
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Data Source Annunciations
Display annunciations are provided to indicate
the selected source for:
• Attitude data
• Air Data
• Engine/CAS data
• Heading data
When each pilot has HSI primary source

selected, the source annunciation is not
displayed, as it would unnecessarily clutter the
display to indicate a “normal” state. In the case
where a pilot has selected as alternate source
for a data group or both pilots have the same
source selected (creating the potential for
misleading data affecting both pilots), the source
annunciation for that data group is displayed.
The source annunciations are:
• “ATT x” for attitude

• “ADC x” for air data
• “DCU x” for engine/CAS (DCU) data
Where the “x” is either “1” or “2” depends on

what source is selected.
Data Source Annunciations
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Flight Management System DISPLAYS STATUS PAGE
STATUS
The main status screen displays the overall

status of each functional group. The screen for
each functional group, in turn, displays the
overall status of each subsystem associated
with the functional group. Pressing SK-6 for
Displays accesses the status page for all four
MFDs, both FMSs, and both Display Control
Panels (DCPs).
MFD STATUS PAGE
TEST

and review tests of all systems and subsystems
or line replaceable units (LRU’s) that can
conduct an Initiated Built In Test (IBIT). Faults
are provided as 16-character text description of
the fault(s) that are active. Pressing SK-6 for
MAIN STATUS PAGE Displays accesses the test page for all four
MFDs, both FMSs.
Status for MFD 1 can be selected from this page
by pressing SK 1. Status for the MFD will then
be displayed. All faults and failures will be
displayed under the MFD if a fault or failure
should occur.
MAIN TEST PAGE
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Test for MFD 1 can be selected from this page Flight Display System Operation
by pressing SK 1 for MFD 1. An Initiated Built-In
Test (IBIT) can be initiated for the MFD. Upon The FDS provides integrated control and display
completion of the test, MFD 1 IBIT screen will of essential flight and mission information. The
display the overall subsystem test results only. PFDs will display information from inputs via
All faults and failures will be displayed under the ARINC-429and MIL-STD-1553B data bus
MFD 1 if a fault or failure should occur. through Electronic Function Interface System
(EFIS) provided by DCUs, FMSs, and FCCs.
When turning the four MFDs to the on position

the MFDs warms up in approximately five
seconds the two inboard MFDs defaults to
EICAS and the two outboard MFDs defaults to
PFD.
A Start-up Built-In Test (SBIT) runs

automatically when the MFDs are powered up
and will only run when the aircraft is on the
ground (Weight-On-Wheels (WOW)).
Simultaneously pressing the BRT and CON

switches and releasing, the MFD displays the
DISPLAY STATUS screen. An Initiated Built-In
Test (IBIT) is performed on this screen by
DISPLAY TEST PAGE pressing R1bezel key for approximately two
seconds until the IBIT confirmation message is
displayed at the bottom of the screen and is
written in black over a solid yellow background.
The IBIT sequence is completed within two
minutes and the MFD returns to its normal
screen. The IBIT only runs when the aircraft is
on the ground (WOW).
MFD TEST PAGE
MFD DISPLAY STATUS SCREEN
Continuous BIT (CBIT) runs continuously, in

flight or on the ground, without interfering with
the operation of the MFDs and report failures as
they occur.
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Section 2-10.2 Pitot/Static System
Components
Flight Instruments
The Air Data Computer System (ADC) is
Pitot/Static System comprised of the following components:
System Description • Two ADC
• Two Outside Air Temperature probes
The UH-60A/L Pitot/Static System has been • Two Accelerometers
modified to accommodate the UH-60M Air Data • Two Pitot/Static heater switches
Computer System (ADC) and the Electronic
Standby Instrument System (ESIS). The Air Air Data Computer
Data Computer System is a stand-alone system
suitable for use as the “primary air data The ADC measures the physical parameters of
computer” in flight critical applications. The ADC impact and static pressure from the current
replaces the current UH-60A/L Blackhawk air Blackhawk pitot static system. The ADC accepts
data and air speed transducers. outside air temperature (OAT) from external
aircraft OAT probes and barometric correction. It
The two electrically heated pitot tubes with static computes and output various air data
ports are connected to the pilot and copilot’s air information for use by the aircraft’s automatic
data system and to the Electronic Standby flight control system, flight management system
Indicator System (ESIS). In addition, airspeed and primary flight displays.
data is sensed for operation of stabilator, flight
path stabilization, and flight director. The ADCs are located in the broom closets
behind and outboard of the pilot and copilot
The Barometric Altimeter, Air Speed indicator, seats.
and the Vertical Speed Indicator are now
displayed on the Primary Flight Display (PFD)
via ARINC-429 data bus.
Air Data Computer Locations

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Outside Air Temperature (OAT) Pitot/Static System Controls
Probes
The Pitot/Static heater switches have been
The OAT probes are located external to the relocated on the UH-60M overhead console
nose of the aircraft just outside of the center center panel. Previously located on the outboard
windshield. mid portion of the right panel, the switches are
now located on the upper portion of the right
Accelerometers panel. A second switch has been added to the
Pitot/Static system in the event one fails. The
The accelerometers are located inside the cabin Pitot/Static heater switch purpose and
overhead area just forward of the L/H cargo functionality remains unchanged.
door.
WINDSHIELD
WIPER VENT
OFF HEATER
PARK LOW BLOWER MED
O O
HI F F
F F
ON ON OFF HI

O O O O
F F F F
F F F F
ON ON ON ON
ACCELEROMETERS
WINDSHIELD ANTI-ICE FUEL
COPILOT CTR PILOT IND
O O O
F F F
F F F
ON ON ON TEST
UMAV002_5
10/2/2003
Page 45 of 48
FMS can check the status of the ADCs. By
selecting Fixed Function key STS on the FMS
accesses the MAIN STATUS PAGE. Pressing
(SK) 1 from the MAIN STATUS PAGE accesses
the EGI ADC status page. From the EGI ADC
Status page, pressing SK 2 or SK 7 accesses
status for pilot ADC and copilot ADC. This menu
selection will allow a user to view the status of
the ADCs. All faults and failures will be
displayed under the ADCs if a fault or failure
should occur.
ADC STATUS PAGE
These faults are as follows:
LVL1 SYSTEM
LVL2 ADS
OAT IN
DIGITAL BOARD
ANALOG BOARD
POWER SUPPLY
SELF TEST STATUS
PARAMETER LOCK
BARO CORR INPUT
ACCEL INPUT
CNFG/SEC PARITY
CONFIG ERROR
P/SSEC DISABLED
MAINT MODE
MAIN STATUS PAGE
EGI ADC STATUS PAGE
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Air Vehicle PITOT
(Dynamics Segment) STATIC
S P
ADC
ANALOG Accelerometer 1
NO.1 DC PRI BUS 2 J1
28 VDC ADC No.1 ±15 VDC P/N: 65610-03031-105
NO.1 J1 P/N: 70600-01821-101 J1
WOW
OAT 1
Configuration TEMP J1
P/N: A9506-01-A-1.85
Air Vehicle PITOT

(Dynamics Segment) STATIC
S P
ADC
ANALOG Accelerometer 2
NO.2 DC PRI BUS 2 J1
28 VDC ADC No.2 ±15 VDC P/N: 65610-03031-105
NO.2 J1 P/N: 70600-01821-101 J1
WOW
OAT 2
Configuration TEMP J1
P/N: A9506-01-A-1.85
Air Data System Block Diagram
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NOTES
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SECTION 2-10.3 ESIS GH-3001
ELECTRONIC STANDBY The ESIS GH-3001 unit is a self contained
INSTRUMENT SYSTEM solid state instrument requiring only input
(ESIS) power to provide attitude and slip/skid
information. Information is displayed on a
color Active Matrix Liquid Crystal Display
System Description (AMLCD). The GH-3001 has the capability
to display the following settings and
The Electronic Standby Instrument System information:
(ESIS) is used as a backup to the aircraft’s
primary flight displays. The ESIS supplies • Air data information, which is
the pilot and copilot with a visual display of provide by the external ADC-3000
pitch and roll attitude, airspeed, altitude, • Heading information
vertical speed, heading, and validity • Attitude information
indications. When operating in stand-alone • Barometric (BARO) Settings
configuration, the ESIS will operate for a
minimum of 30 minutes using the
Emergency Power Supply.
Components
ESIS is comprised of the following major
components:
• Electronic Standby Attitude

Instrument – GH-3001 (instrument
panel)
• Detachable Configuration Module –
DCM-3000 (ESIS)
• Air Data Computer (ADC) – ADC-
3000 (RH Broom Closet)
• Magnetometer – MAG-3000 (Tail
Cone)
ESIS GH-3001 INDICATOR
• Emergency Power Supply – PS-
855C (2.5 ampere hour (ah) Jet
Battery Pack) (Nose Shelf)
The ESIS indicator has the ability to adjust
and initiate various displays via a Menu. The
Menu will appear at the bottom part of the
screen. To access the menu, press the “M”
button located below the display screen.
NOTE
A 3 ATI mounting clamp is provide with the

ESIS kit and has a specific requirement in
orientation of the clamp. If the clamp
installation is incorrect, damage to the
indicator may result during operation due to
excessive heat build up.
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PRELIMINARY REVIEW COPY
Detachable Configuration Module Magnetometer
DCM-3000
The Magnetometer uses three axis magnetic
The DCM-3000 is a solid-state device that sensors that senses magnetic fields and
retains software and hardware configuration converts the signals digitally and is
information for specific aircraft. If the GH- transmitted via RS-422 data bus to the
3001 were to be removed, the DCM-3000 ESIS. The signal is then used with the pitch
will remain with the aircraft via a chain that is and roll attitude of the indicator to compute
attached to the GH-3001 wire harness. magnetic heading of the aircraft.
DCM-3000
MAGNETOMETER MAG-3000
Air Data Computer (ADC) 3000
Emergency Power Supply
The ADC accepts total pressure and static
pressure inputs and provides altitude, The Emergency Power Supply is used as a
Indicated Airspeed (IAS), and vertical speed backup system in the event that the UH-60M
via ARINC-429 data bus and displays the helicopter has a complete systems fail. The
information on the indicator. The ADC must ESIS will operate for a minimum of 30
be configured along with the DCM-3000 or minutes with the use of the emergency
“Configuration Required” will be displayed power supply.
during self-test time period of the indicator.
ADC-3000
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EMERGENCY POWER SUPPLY
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ADC-3000
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Controls When placing the Standby Instrument
Battery “STBY INSTR BATT” switch on the
A switch on the center overhead switch center overhead console, in the “TEST”
panel controls the ESIS. This switch is used position, a signal will be sent to the
to ensure that the battery pack is fully Emergency Battery Pack to indicate the
charged when in the test position. When the status of the battery.
switch is in the armed position, the ESIS will
be activated in normal flight conditions. In When the switch is in the “OFF” position, a
the event of an aircraft failure, the ESIS will Crew Alerting System (CAS) message via
be armed and ready for flight. the Data Concentrators (DCUs) will appear
on the Multifunction Display (MFD).
Once the switch is placed in the “ARMED”

position, the CAS message will disappear.
ESIS Indications
BARO Settings Indications
The ESIS indicates BARO settings by

STBY INST SWITCH adjusting the BARO knob by rotating the
knob clockwise or counter-clockwise. To
There is an adjustment knob, located in the indicate a standard BARO pressure press
lower right corner of the ESIS indicator that the knob and “STD” will appear in the BARO
is used when in menu mode to scroll up and settings window.
down the menu as well as pressed to select
from the menu list. This knob is also used to The ESIS will indicate invalidities and will
adjust the BARO settings when in the display a loss of information from associated
normal mode. sources. Invalid information will appear as a
RED “X”. It will appear individually or in
Indications several screens depending what information
is lost.
Center Overhead Switch Panel
There are two capsules “BATT LOW” or

“BATT GOOD” on the center overhead
console that indicates whether the
Emergency Battery Pack is low or fully
charged.
INVALID DISPLAY
BATTERY GOOD CAPSULE
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Extended Maneuver Indications
Extended Maneuver indication “EXT

MANUV” occurs in the lower left corner after
a long duration attitude event is detected for
a period exceeding six minutes at roll angle
greater than 7° from level or if the indicator
is within 8° from a magnetic heading. The
“EXT MANUV” disappears when one of the
following occurs:
• Normal erection and heading

alignment are restored.
• The attitude failure indication is
displayed. AIR DATA INDICATIONS
The ESIS’s Attitude Display indications are Heading Indications

similar to that of the Primary Flight Display
(PFD): Heading indications is displayed on a sliding
tape and includes tick marks representing
degrees, heading index, and A DG
(directional gyro) indicator. The heading
tape moves right or left to keep the current
heading under the heading index line. The
viewable heading tape will display a span of
65° left to right.
The DG indicator will be displayed when

information from the magnetometer
becomes unavailable. The DG indicator is
an indication that the free heading mode is
activated.
ATTITUDE DISPLAY
Air Data Indications
Air data indications include altitude, air

speed, and vertical speed. The indications
are shown in either a scrolling tape or digital
readout depending on the information. The
ADC provides the indicator with an altitude
range of –1,000 to +55,000 ft.
HEADING INDICATION
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System Operation If no system failures are detected the ESIS
will then display ATT FAIL with a message
The ESIS is a stand-alone system that is ALIGNMENT IN PROGRESS and a
used as a backup system in the event that timer/counter below the aircraft symbol.
the UH-60M helicopter has a complete
systems fail. The ESIS will operate for a Sensor alignment mode will reach normal
minimum of 30 minutes with the use of the operation mode with three minutes after
emergency power supply. power is on.
With aircraft power off, the emergency The ESIS will not enter the operational
power supply can be tested by placing the mode if the sensor alignment is not
STBY BATT SW on the overhead switch successful. A message, “ALIGNMENT
panel to TEST position or by pressing the FAILURE”, will appear on the screen.
TEST button on the front panel of the power
supply. Depressing either switch, places a An alignment must be performed when the
load across the battery output unit under test aircraft is stationary or in a straight and level
for five seconds. When the battery voltage non-accelerated flight.
under load is sufficient, the LED on the front
panel of the power supply and “BATT While the ESIS is operating normally, the
GOOD” capsule will illuminate. If the capsule system will continue to perform diagnostic
or the LED extinguishes before the test self-tests, to assure the pilots of accurate
switch is released, the emergency power information.
supply must be charged or retested.
Normal Indicator Operation
During normal operation, the aircraft 28vdc
bus supplies the necessary charging voltage During normal operation the adjustment
to the emergency power supply. In the event knob on the indicator is used for BARO
of an aircraft electrical power failure the corrections. Rotating the knob clockwise will
emergency power supply will automatically increase BARO settings counter-clockwise
take over and supply DC power to the ESIS. will decrease the BARO settings ranging
from 22.00 In HG (inches of mercury) to
Upon power–up and the STBY BATT SW on 31.00 In HG or (745 HPA (Hectopascals) or
the overhead switch panel placed in the MB (Millibars) to 1050 HPA or MB) in
ARMED position, the ESIS starts an increments of 0.01 In HG (1HPA). Pressing
automatic process of self-diagnostics prior to the BARO knob the pilot can select between
normal operation. The display screen will be HPA, MB, or In HG settings. The BARO
blank for approximately 15 seconds while correction will not operate in the menu
the tests are performed. mode.
If no failures are detected during self test

mode the identification screen will appear.
The aircraft type, operation counter, and
software ident numbers will appear on this
page. Should the ESIS detect a fail, the
Identification screen will show either a
clearly stated error message or an error
code.
BARO SETTINGS
10/2/2003
Page 7 of 10
Menu Mode Operation
By pushing the Menu “M” access button

below the display screen, activates the
menu mode display.
During menu mode operation the adjustment
knob is used to scroll the menus and initiate
the highlighted menus items. The
highlighted items will activate after pressing
the knob.
Menu items that are followed by three dots

have sub-menus that will appear when
selected. The sub-menus will give additional
instructions for adjusting functions and
values.
Menu access will end when a setting is

initiated or by pressing the menu access
button. The menu will automatically end
after 15-20 seconds of inactivity.
MENU ACCESS
10/2/2003
Page 8 of 10
FCC #1 FCC #2
CVR/FDR
Data Concentrator Unit Data Concentrator Unit
(DCU) No.1 (DCU) No.2
DCU Cross Communication
EFIS J-BOX #1 EFIS J-BOX #2
20 20 20 20 20 20 20 20
10 10 10 10 10 10 10 10
10 10 10 10 10 10 10 10
FMS #1 20 20
T
20 20
T
20 20
T
20 20
T
FMS #2
MFD #1 MFD #2 MFD #3 MFD #4
ESIS BLOCK DIAGRAM
10/2/2003
Page 9 of 10
10/2/2003
Page 10 of 10
Section 2-11 rotor speed (i.e. 98 -105% Nr), whereas the
passive absorber suites are optimized for 100%
Nr. Unlike the passive systems, the AVCS adapts
Active Vibration Control System to changing flight conditions and aircraft
(AVCS) System Description configurations such as weight and center of gravity
variations resulting from fuel burn off or mission
The UH-60M uses an Active Vibration Control equipment installation.
System (AVCS) to address 4/rev fuselage
vibration and a main rotor hub-mounted bifilar to The AVCS is able to provide these benefits at a
suppress vibration resulting from in-plane rotor lower weight because it is a distributed system.
loads. The AVCS takes the place of the passive The passive absorbers can only respond to and
vibration absorber system that was used in the attenuate vibration at the locations where they are
UH-60A/L. The AVCS reduces helicopter cockpit mounted. The AVCS however, can generate
and cabin vibrations for enhanced pilot/crew arbitrary force levels at any of its actuators to
comfort. This is accomplished by mechanically affect vibration attenuation at other locations.
generating additional airframe vibratory loads out-
of-phase with the main rotor induced 4/rev The UH-60M AVCS consists of an Active Vibration
vibrations such that the resulting cockpit/cabin Control Computer (AVCC) that processes vibration
vibration is reduced. sensor signals and provides command signals to
the AVCS Electronic Unit (EU). The EU in turn
The AVCS offers several benefits over the converts AVCC data into analog drive commands
vibration suites found on the UH-60A/L. It weighs and sends the data to the appropriate force
approximately 65 lbs less than the absorber suite generators (FGs). Three FGs generate forces at
it replaces in the UH-60L, while achieving the appropriate frequency and phase that cancel
comparable vibration levels at nominal rotor cockpit and cabin vibrations based on the EU drive
speed. Additionally, the AVCS maintains commands.
consistent vibration performance with varying
10/2/2003
Page 1 of 8
AVCS Components Vibration Control Actuation System
(VCAS)
Active Vibration Control Computer
(AVCC) The Vibration Control Actuator System (VCAS)
harnesses the centrifugal loads produced by
The AVCC is located in the lower avionics bay of counter rotating wheels to produce tightly
the cockpit. The AVCC performs the input/output controlled 4/rev airframe vibratory loads. The
(I/O) and control processing functions of the VCAS is comprised of an electronic unit (EU) and
AVCS. The AVCC uses an adaptive optimal up to three pairs of force generators, each pair of
control algorithm to process aircraft vibration data which operates in coordination to generate a
generated by cockpit and cabin motion sensors. sinusoidal force with controllable amplitude and
The resultant AVCC output represents the phase at a prescribed frequency.
frequency, amplitude, and phase of forces
required by the force generators to minimize Electronics Unit (EU)
airframe vibrations. The AVCC command signals
are transmitted via an ARINC-429 data bus to the The EU is located in the lower avionics bay of the
Electronics Unit (EU). cockpit. The EU converts the AVCC digital force
commands into analog motor drive signals used to
control the speed and phasing of the Mechanical
Units (MUs) to generate commanded forces. The
EU provides control of the vibration control system
three force generators. The portion of the EU
responsible for controlling one FG is defined, as a
“channel” thus the UH-60M EU is a three channel
EU. The EU also transmits VCAS status and
Built-In-Test (BIT) information to the system
controller for maintenance actions.
VCAS
AVC
Computer
FWD
Antenna Well – Looking Up
10/2/2003
Page 2 of 8
Force Generators (FG) Each MU contains two counter rotating concentric
wheels, each with a mass eccentricity. Turning
The three FGs are installed in the same locations the wheels at the blade passage frequency causes
that the passive absorbers were located in UH- an MU to generate a sinusoidal force with constant
60A/L. An FG capable of generating 1000 lbf is harmonic amplitude. When operated in concert
located in the forward cabin overhead, and FGs with a second MU and tightly controlling the
capable of generating 450 lbf are located in the left phasing relative to the first MU, a force of arbitrary
stub-wing and in the nose beneath the nose amplitude (up to two times the single MU force
avionics compartment. output) and phasing can be produced.
Each FG is consists of two MUs that utilize The illustration below relates the operation of a
counter rotating eccentric masses rotating at 4/rev pair of mechanical units, or force generator (FG),
to generate forces at the appropriate frequency with an example in which the position of the mass
and phase. The FG forces then cancel the 4/rev eccentricities for MU #2 lags that of MU #1 by
vibratory response at the cockpit and cabin 90°.
accelerometer locations.
0 lb.
0 Deg.
500 lb.
0 lb.
90 Deg.
500 lb.
- 500 lb. 0 lb.

180 Deg.
0 lb.
- 500 lb.
270 Deg.
Mechanical Unit No. 1 Mechanical Unit No. 2
10/2/2003
Page 3 of 8
Vibration Control System Sensors Cockpit/Cabin Accelerometers
The AVCS uses inputs from both the rotor speed A total of ten accelerometers are located in the
sensor and accelerometers installed in the cockpit cockpit and cabin areas. Four vertical and one
and cabin areas. The AVCS sensors provide lateral accelerometer are mounted behind cabin
signals to the AVCC that are representative of the soundproofing panels in forward and aft cabin
amplitude and phase of aircraft vibration at the areas. The cockpit sensors also include four
blade passage frequency. vertical and one lateral accelerometer. They are
located in the pilot and copilot seatwells as well as
Rotor Speed (Nr) Sensor on the cockpit deck forward of the pilot’s and
copilots yaw pedals. The accelerometers sense
The Nr sensor, mounted on the right Main motion, or the acceleration generated by airframe
transmission accessory module provides the vibrations and converts the sensed motion into a
AVCC a tachometer signal. The rotor speed corresponding electrical signal. In the case of the
indication is used to calculate rotor system UH-60M active vibration control system, the
vibrations. sensors detect inertial acceleration that enable the
AVCC to generate counteracting vibrations that
reduce detected vibrations to acceptable or
comfortable levels for the crew.
V
V VV
Lt V V
F V V
Cabin
F Nos
F
E AVC
V
LL V
L
V
V
V V
V
L
V
Cockpit and Cabin Accelerometer Locations
10/2/2003
Page 4 of 8
AVCS Controls
The VIB CONT switch is located on the overhead
console center panel. The two position switch
allows the AVCS to be selected to the ON or OFF
state. The switch is located at the aft end of the
center panel.
CARGO HOOK
VIB
EMERG REL CONTR ARM
CONT NORM CKPT SAFE
O
NO. 1
ENG
NO. 1 DC ESNTL BUS
LIGHTS IFF
AUX
CB
CABIN
ICS
NO. 1
ESNTL ESSS
VIB
CONT NORM
CARGO HOOK
EMERG REL CONTR
CKPT
ARM
SAFE PLT
NO. 2
EGI
NO. 2 DC ESNTL BUS
VHF
AM
AUX
CB
VOR/
ILS
NO. 2
ESNTL
PLT
ICS
O P
5 5 5 35 4 2 7
1
2 O
F
F
O
P
E
N
2 5 5 35
PNL
2 2
SENSE
2 F E
F
FIRE SEC PNL SENSE JTSN MSTR PRI
N
ON SHORT ALL ARMED
ON SHORT ALL ARMED

5 2 5 7 2 25 7 2 3
R R R
F F F F E F E F E
T T T
ARM ON ON ON ON ON

LTS EXT PWR BOOST HI/STRT WIPER VENT
BATT GENERATORS
4
5 EXT LTS CARGO
3 O O O O
N O F F F F O O
F F F F HI F F
2 O F
M ON ON OFF HI
1 IR ON
OFF
ANTI COLLISION
LIGHTS
POSITION
LIGHTS
FIRE EXTGH
RESERVE
EMER RLSE
TEST LT
BATT GOOD
BATT LOW
ENG
NO. 1
ANTI-ICE
NO. 2
PITOT
LEFT
HEAT
RIGHT
B F O O O O
R R R
OIL HOT ACC LOW
O O O F F F F F
T F F F F F F
APU FAIL APU ON
H F F MAIN
ON ON ON ON
SECONDARY
WHITE CPLT MWC
LIGHTS
LTD SW PLT MWC
FUEL BOOST
PUMP
NO. 1 APU
FUEL BOOST
PUMP
NO. 2
O O O O E O E O E
F F S F S F S
O O
F F
ON ON
F F F F E F E F E
F F F
F F F
LIGHTS TEST
T T T
ON ON ON
ARM ON ON ON ON ON
AIR SCE
FIRE DETR TEST
APU
CABIN
DOME LT OPER
1
WHITE LAMPS
O
EXT PWR HI/STRT

2
F
F
BLUE
TEST
BOOST
ENG OVSP TEST
A NO. 1 B A NO. 2 B
RESET CONT PUMP ENG
ENG SPD TRIM
DECR
O O O O
F F F
O
F
F
INCR
F
F F F F
ON ON ON APU
UMAV002_1
BATT GOOD
TEST LT
RESERVE BATT LOW
O
F
OIL HOT ACC LOW
F
APU FAIL APU ON
MAIN

PUMP PUMP
O
NO. 1 APU O
NO. 2
F F
F APU FIRE F
ON ON
UMAV002_4
Upper Console Center Panel
10/2/2003
Page 5 of 8
Active Vibration Control System
Indications
The AVCS Caution/Advisory Indications are as
follows:
AVCS INOP - Advisory

Indicates that AVCS is inoperative.
Flight Management System Indications

FMS Status Messages
The FMS allows review status of AVCS Line

Replaceable Units (LRU’s) that report continuous-
Built In Test (CBIT) and Power-up Built In Test
(PBIT) fault messages.
Selecting the STS fixed function key to access the AVCS STATUS PAGE
MAIN STATUS page on the FMS can check the
status of the AVCS. By selecting soft key (SK) 4
from the MAIN STATUS PAGE accesses the AIR
VEHICLE status page. Selecting SK 5 accesses
air vehicle equipment status for AVCS. This menu
selection allows the operator to view the status of
the AVCS. All faults and failures will be displayed
under the AVCS if a fault or failure should occur.
AIR VEHICLE STATUS PAGE
10/2/2003
Page 6 of 8
FMS Test Initiation/Indications
Using the Test Menu and associated Active

Vibration Control (AVC) test functionality, users
are able to monitor AVCS fault status as well as
initiate and review overall test status of the AVCS
system line replaceable units (LRU’s) conducted
by an Initiated Built In Test (IBIT).
The Test Menu is accessed by the <TST> function

key and provides the ability to conduct and review
tests of AVCS line replaceable units (LRU’s) that
can conduct an Initiated Built In Test (IBIT). By
selecting soft key (SK) 4 from the MAIN TEST
PAGE accesses the AIR VEHICLE Test page.
Selecting SK 4 accesses air vehicle equipment
test for AVCS This menu selection allows the
operator to initiate an IBIT of the chip detectors. All
faults and failures will be displayed under the AVC
if a fault or failure should occur.
AVC TEST PAGE
AIR VEHICLE TEST PAGE
10/2/2003
Page 7 of 8
System Operation
The AVCC determines the frequency, amplitude,
and phase of forces required to the FGs to
produce the desired vibration environment in the
aircraft. The AVCC then processes and calculates
the required FG commands and transmits them
digitally via a data bus to the EU. The EU then
converts the digital FG commands to analog motor
driven signals to the FGs. The forces that the FGs
generate cancel the 4/rev vibratory loads
produced by the rotor system. Each FG uses its
own inertia to produce the commanded force at its
attachment point in the fuselage, as opposed to
generating the force by exerting equal and
opposite contact points between two points in the
fuselage.
AVCS Block Diagram
10/2/2003
Page 8 of 8
Section 3-1

(FMS) System Description
The FMS and Emergency Control Panel (ECP)
is a stand-alone system for use as the primary
operator interface for the Avionics Management
System (AMS) for the UH-60M program. The
FMS and ECP provide the pilot and copilot with
the primary operator interface to the aircraft
AMS.
The FMS provides the aircrew with the ability of

data entry, a central point of control and display
for secure and nonsecure communication
equipment, radio navigation equipment, and the
Embedded Global Positioning System/Inertial
Navigation Unit (EGI) navigation system. Each
FMS is capable of being either the MIL-STD-
1553B Bus Controller (BC) or a remote terminal
(RT) on the MIL-STD-1553B bus. At any one
time, only one FMS is required to perform the
BC task. The second FMS becomes the Backup
Bus Controller (BBC). The FMS also interfaces FMS CONTROL PANEL
to various aircraft subsystems via MIL-STD-
1553B data bus, ARINC-429, Ethernet and ECP
discrete signals.
The ECP provides primary emergency control
Components functionality to the pilot and copilot. The ECP
has the capability to select which FMS will
FMS operate as BC, provide zeroize signals to
specific aircraft subsystems, and provide UHF
The primary operator interface for the UH-60M Guard select and Identification Friend or Foe
FMS consists of two identical FMS and one (IFF) Emergency/Normal control. The ECP
ECP. The FMS are located in the lower center interfaces with the FMS and avionics
console for access and operation by the subsystems via discrete signals.
aircraft’s pilot and copilot. The ECP is also
located in the lower center console in order to
provide both the pilot and copilot access to the Z IFF
E E CDU-1 GUARD EMERG
panel. M R A N N
E O U O O
R T R R
The FMS allows primary control functions (select I
O M M
G Z
preset, select manual frequency, and select E CDU-2
+
plain/cipher) for all radios from a single, top-level
EMERGENCY CONTROL PANEL
display screen. Secondary controls such as
squelch, TR or TR+G, ECCM/FH setup and UMAV003_3
ERF, slew tuning, and saving manual
frequencies as new presets are done on lower
level display screens. EMERGENCY CONTROL PANEL
10/2/2003
Page 1 of 20
Copilot Outbd MFD Copilot Inbd MFD Pilot Inbd MFD Pilot Outbd MFD
ACRONYM LIST
Coll Control Coll Control
ESH – Ethernet Switching Hub
CDU – Control Display Unit
1 2 3 4 DTU – Data Transfer Unit
EGI – Embedded GPS Inertial Unit
ICU – Interface Control Unit
FDR/CVR – Flight Data Recorder/
Cockpit Voice Recorder
Slew Control Slew Control MFD – Multi-Function Display
(MFD Display Control)
DTU#1 DTU#2
Conformal Antenna
Above Tail Driveshaft LF/ADF
ESH #1 ESH #2
AN/ARN-149
Copilot Emergency Pilot VHF Blade Antenna on

VOR/ILS
CDU AN/ARN-147
EGI #1 Control Panel CDU Bottom of Fuselage
H-764GU (Zeroize, UHF Guard Rcvr)
Conformal Antenna Aft of

the Upperdeck
1 2
EGI #2
H-764GU Collective Radio Control
(Radio Page Control)
HF Towel Bar
FM Homing
VHF Whip Antenna in UHF Flush Antenna VHF Bent Blade VHF Tail Pylon Antenna on Left Side
Antennas
Tail Pylon on Tub/Belly Antenna on Cover Antenna of Tailcone
Tailcone HF
VHF-FM1 Low Pass AMP IFF
AN/ARC-201D Filter AN/APX-118
VHF-FM1 UHF-AM VHF-AM HF
COMM 1
AMP AN/ARC-164
COMM 2
* AN/ARC-186
COMM 3
AN/ARC-220
Low Pass VHF-FM2 COMM 5
FDR/CVR
Filter AN/ARC-201D
COMM 4 KY-100
FM Homing Steering Outputs KY-58
to MFD’s Digital ICS
ICU
ARING-429 MIL-STD-1553B * UH-60M ONLY

ANALOG & PTT RF
ETHERNET
DIGITAL INTERCONNECTS
AUDIO RS-485 Low Profile Control Audio Panels (LPCAP’s)
& PTT
FMS BLOCK DIAGRAM

10/2/2003
Page 2 of 20
STS CDU STS CDU
D D IDNT
IDNT
Z IFF
E E CDU-1 EMER EMERG
M R A N N
E O U O O
R I T R R
G Z O M M
E CDU-2
+
TAIL BACKUP HYD

SERVO HYD PUMP LEAK TEST
NORMAL ON ON
M A N
I U O
S T R
C O M
BACKUP OFF OFF
S
W SERVO
I OFF
1 2 3 A B C D E F T 1 2 3 A B C D E F
BRT N 1ST STG BRT N
C
DIM + NORM DIM
4 5 6 H 4 5 6
W E G H I J K L W E G H I J K L
2ND STG
PRV 7 8 9 M N O P Q R PRV 7 8 9 M N O P Q R
S S
NXT NXT
. 0 +/- S T U V W . 0 +/- S T U V W
EGI 1 RAD ALT IFF EGI 2
X Y Z SPC M X Y Z SPC
S ON TEST ON
N N
COM NAV EGI FPN DAT CLC FIX O O COM NAV EGI FPN DAT CLC FIX
S N R
Y M
CLR XPD INI ZRO STS TST PPS ENT CLR XPD INI ZRO STS TST PPS ENT
S OFF OFF M4 OFF
HOLD
PRESS
TO
TEST
1 2 3 4 5 A B 1 2 3 4 5 A B
STABILATOR CONTROL
MAN SLEW AUTO
ICU UP CONTROL ICU
TX MVOL TX MVOL
ICS TEST HOT ICS
ICS VOX
HOT
CALL O R ICS VOX CALL
MIC PVT 1 MIC PVT 1
F E 2
2
F ON S 1 2 3 4
1 2 3 4 BU 3 BU 3
DOWN E
RMT 4 ICS T RMT 4 ICS
VOX AUTO FLIGHT CONTROL 7 5 VOX
7 5 6
6
V V
O 50
L
H 12 5 8
R
ON ON ON ON S
T
Q
O
D
N
I
E
S EMER
SAS/BOOST FAILURE RESET FM AM PRESET
MAN DF
LOAD
PRE 5
TR
ON CPTR CPTR
1 2 OFF
FLARE ARM CHAFF

B
L 3 0 3 0
DISP
A CONT
D MODE MA
E POWER TES T AUTO T TAIL WHEEL
R
NU
ON IN L
I ARM
AL
D O P F MAN PGRM
E F M UNLKD P I
I F PARKING BRAKE L R
C TEST PROGRESS
LOCK E E
E SAFE
BLADE DEICE TEST

NORM S T O R E S JE TT IS O N CHAFF
MA IN TAIL EMER
SYNC1 JETT DISPENSE
ALL JETT
SYNC2 INBD OUTBD
BOTH BOTH
OAT
RTR RTR R R PWR SELF DESCRM
EOT
PWR ON ON
L L OFF OFF
TEST AUDIO
OFF ALL
I ON
RADIO RETRANSMISSION R
C
FM 1/FM 2 FM 2/UHF M OFF
FM 1/VHF FM 2/VHF
L L R R
OUTBD INBD INBD OUTBD
FM1/UHF VHF/UHF
XFER/ XFER/ XFER/ XFER/
OFF REFUEL REFUEL REFUEL REFUEL
A INT
LOAD DEVICE SELECT U
1 CLOSE CLOSE CLOSE CLOSE
XFER/
10 2 X
REFUEL
9 3
F AUX CABIN HEATER
8 4 U REFUEL HTR + HTR
7 5 E XFER CLOSE PRESS RESET ON INOP
6
L AUTO TO
RCPT O ON
F
F OFF
MANUAL PRESET
VALVES
PILOT HOIST
CABLE
OVERRIDE POWER
UP ON
DOWN OFF
CUT
NO. 1 BATT BUS NO. 2 BATT BUS

APU NO. 1 APU FUEL NO. 2 NO. 2 NO. 2
GEN APU ENG CONTR PRIME CEFS ENG ENG UTIL BUS
5 5 2 5 5 5 2 5 5
B CONTR FIRE DET WARN INST BOOST

B WARN FIRE DET CKPT
LIGHTS
A
LIGHTS
A
NO. 1 NO. 1 NO. 1
T EGI BATT BUS & CEFS T
T 5 2 5 5
T
CONV
B SEC BUS CONTR
WARN B
U NO. 1 APU U NO. 2 NO. 2 NO. 2
IFF FIRE DCU CDU CONTR EGI FIRE DCU BATT
S S
1 5 7.5 5 5 5 5 7.5 2
BKUP EXTGH SEC SEC INST SEC EXTGH SEC BUS CONTR
NO. 1 BATT UTIL BUS NO. 2 BATT UTIL BUS
UMAV003_1
UH-60M CENTER CONSOLE
10/2/2003
Page 3 of 20
FMS Controls viewing. The exception to independent operation
is that system annunciations can be displayed
FMS Display Screen simultaneously. The keyboard is divided into the
following types of keys.
The FMS display screen is a flat panel display
using Thin Film Electro Luminescence (TFEL) Soft Keys (SK) (Line select keys)
technology and provides a 3” x 5” display area.
The display also provides 20 lines of 21 Ten “SKs” whose functions depend on the
characters using the standard character font. current display screen presentation border the
These lines are organized as follows: display. These SKs are used to:
• Lines 1-4 are the “header” body • Access lower level pages
providing essential data • Toggle between modes of a function, if
• Line 5 is the status line providing alerts the scratchpad is blank
• Lines 6 thru 19 are the main screen • Select the field via the SK, enter the
portions of the display data and press ENT to place data into
field
• Line 20 is the scratch pad.
• Delete data in the scratchpad by
pressing CLR
3”
1 SK Arrows
2
3 HEADER
SKs only perform a function when there is an
4 arrow beside the key. Inward arrows are for
5 STATUS LINE functions performed on the screen. Outward
6
arrows take the operator to a new screen. SK
7
MAIN arrows are removed if the function is no longer
8
SCREEN available.
9
XXXX_21CHARACTERS_XXX Up/Down Arrows
5”
12
13
Whenever the up/down arrow appears in the
14
lower right of the screen, next to the scratchpad,
15
this signifies that the PRV/NXT key (or collective
16 switch) is operational for paging functions.
17 These include stepping through preset or NAV-
18 point records or stepping through flight plan or
19 quick-review pages. In addition, PRV/NXT key
[ 20 __SCRATCHPAD__ ] allows the operator to navigate between (1/X)
pages.
Display Pages
The display is bordered by 10 “soft-keys, which
have access to additional FMS pages or select a The FMS displays all data on a series of screens
parameter for editing, and perform a switch or pages. Pressing a fixed function key (FFK)
function. accesses the top or main page.
Control of the systems is provided by two FMS Fixed Function Keys (FFKs)
mounted on the lower center console. The FMS
provide simultaneous and independent The FFKs are dedicated keys on the lower
operation. Simultaneous means that one FMS portion of the FMS panel. Pressing these keys
may display system status, while the other is will cause the first page of a series to be
editing a flight plan. Independent means that displayed regardless of what page was
one FMS may edit a display that the other is
10/2/2003
Page 4 of 20
previously displayed. The functions provided by
these keys are: • Highlight soft-key switch settings
• Highlight alert conditions on the status
• COM: Radio Communications control line
• NAV: Radio Navigation control • Highlight new alert conditions (as
• EGI: Embedded GPS Inertial system opposed to previously acknowledged
control conditions)
• FPN: Type of steering sequence and
flight plan selection If an error in entry is detected, “ERROR” will
• DAT: Mission data base data entry, be displayed in inverse video on the
editing, and review scratchpad line for two seconds followed by
• CLC: Calculate functions a description of the expected entry:
(range/bearing, time, fuel, hover)
• FIX: Position update and “on the fly” • “EXPECT N OR S”
waypoint storage • “EXPECT 0-3”
• CLR: Clears FMS alerts on FMS status • “EXPECT LTR”
line and clears scratchpad entries. • “RANGE ERROR”
• XPD: Transponder control and display • “INVALID WPT”
• INI: System initialization, mission
cartridge load, and scramble functions During entries CLR clears the sratchpad and
• ZRO: Zeroize functions terminates the edit. ENT accepts the entry. PRV
• STS: System status display deletes the last keystroke and NXT pulls the
• TST: Preflight and test functions characters down from the current value.
• PPS: Present position displays
• ENT: Enters value placed in scratchpad For decimal entries, the editor function of the
for the selected item FMS aligns the entry based on the decimal point
position. If no decimal is entered it is assumed
Entries and Scratchpad that one is there after the last character is
keyed.
A box drawn around a parameter indicates that it
is selected for editing. The operator can step For special format entries such as lat/long,
through editable fields on a page by pressing the zone/coord, or date/time, the editor fills un-
ENT key, or by pressing the SK associated with entered positions with blanks or zeros as
the parameter. SKs associated with editable appropriate.
fields are normally shown with inward arrows
pointing to the field label. Action Confirmation
Boxed Parameters and Editing Inadvertent soft-key actuation could adversely

affect the mission performance such as deletion
Pressing the ENT moves the edit box around the of data or changing the navigation solution, the
screen among the editable fields. As long as the operator may be required to confirm the action.
scratch pad is empty, pressing ENT will not Upon initial actuation of the soft-key, the function
change the parameters when moving among label is over written by the text “CONFIRM” in
fields. Also, when a soft-key next to an editable inverse video. Navigation to a different page
field is pressed, the box moves to select that before conformation resets the soft-key.
field.
Asterisks (*****)
A boxed parameter such as “ACTIVE” on the
flight plan page signifies that is not editable and Asterisks or stars (****) instead of numbers,
will be ignored since the flight plan is active. signify that the value is out of range, invalid or
otherwise undefined. A range value that is
Inverse Video beyond 999.9 displays as ***** and a cross track
error with an invalid “TO” waypoint also displays
Inverse video is used to draw the operator’s as *****
attention. Inverse video is used to:
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Annunciators ECP Controls
There are two incandescent annunciators at the Zeroize
top right of the FMS:
The zeroize switch is a toggle switch with a red
• STS: A change in system status has guard. This switch initiates a direct zeroize
occurred function of all nonvolatile, secure, and sensitive
• FMS: This illuminates when Built-In-Test information storage. This switch zeroizes data
(BIT) detects a failure within the FMS. in:
Latitude/Longitude (Lat/Long) and Military • Data Transfer System

Grid Reference System (MGRS) • Radios
• KY-58 and KY-100
All positions are presented with the LAT/LONG • IFF KIT-1A computer
format: • GPS KEYS
• IDM encryption data
• LAT N XX XX.XX • Mission data
• LONG W XXX XX.XX
FMS-1/AUTO/FMS-2
Values are in degrees, minutes, and hundredths
of minutes. Entry range for latitude is from S to This switch is normally left in the center (AUTO)
N 89 59.99. For Longitude it is W to E 179 position. In this case, the FMS units
59.99. automatically determine which FMS will be BC
of the MIL-STD-1553B bus and the ARINC-429
All these field s can be changed to MGRS bus. The FMS1 position forces BC assignment
coordinates display if desired by the operator. to the copilot’s unit while FMS-2 forces
Most pages displaying LAT/LONG positions also assignment to the pilot’s unit.
show a SK (normally SK-6) labeled MGRS.
Pressing this key changes the label to L/L and EMERG
changes the position display to MGRS
zone/coordinate as follows: This switch should be left in the center position
(there is no down position), except when both
• ZONE NNA AA FMS units have failed or are deactivated. When
• COORD XXXX: XXXX active (GUARD), this switch sets the radios to
their perspective emergency frequencies.
The zones values are two numbers an a letter
(designating the UTM zone) plus two letters EMERGENCY IFF
specifying the grid. The next set of numbers is
the grid coordinates. Once the MGRS are The “IFF EMERG” switch on the ECP should be
selected, all position information on the FMS is left in the center position. The up position
in MGRS format until the L/L key is pressed. selects emergency IFF codes and is equivalent
to the emergency switch on the APX-100 control
The FMS always store and processes position panel. The down, momentary position, is
information based on the WGS-84. The FMS equivalent of the “refuel hold” function.
locally computes and corrects the displays, plus
converts entered local datum positions to WGS- Indications
84 before storing. This local datum correction
affects the presentation of both LAT/LONG and
FMS Header Display
MGRS positions. The local datum is selected
from either FMS via the FFK INI.
The top five lines of the display indications are
totally independent from whatever display
screen is active on the bottom 15 lines. The
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header provides continuous indications of • System time
essential information in one of two formats: • Time-to-go for the current leg
• Planned altitude for current leg (either
• The Communications Header Planned Enroute Altitude (PEA) or
• The Navigation Header Planned Ground Clearance (PGC)
altitude, Above Ground Level (AGL) or
One FMS defaults to the communications mean sea level (MSL) (only displayed if
header while the other FMS displays the one was entered in the flight plan
navigation header. Either operator can change definition)
header selections by using HDR command on • Ground speed for current leg
the status page or on the present position page. • Waypoint type (displays “WPT” for
regular waypoint, waypoint number, and
The communication header provides continuous the first five characters of the waypoint
status of the currently selected transmit radio for name)
both the pilot and copilot. The FMS units’ • The system status display line (line five
monitor the ICS transmit selection and provide of the header)
the following information:
COMMUNICATION HEADER
• System time
• Current navigation mode
• Selected radio band and mode
• Selected radio secure voice status
• Selected radio frequency, net, or
channel
• Radio call sign
• Transmit active indication by either the NAV HEADER INDICATIONS
PLT or CPT label changing from normal
video to inverse during transmission.
• The system status display line (line five FMS Status Lines
of the header).
The FMS status lines provide an indication BC
status as well as 15-character alert line for the
display of system and subsystem alerts. The BC
status “BC” in small text displays if the FMS is
the BC. The contents of the alert field are the
same for either operator and provide the same
data independent of the screen being displayed.
The Multiple Alert Symbol (↓) is displayed if

more than one alert can be displayed. Each alert
has a priority associated with it. The higher
priority alerts are placed on top of the alert list
relative to the lower priority alerts. The alerts are
in order of priority from the highest to the lowest.
COM HEADER INDICATIONS The highest priority will be displayed in the
status line.
NAVIGATION HEADER
• Range to “TO” waypoint

• Bearing to “TO” waypoint
• Next leg course (for turn anticipation)
• Wind direction and Velocity
• Current Navigation Mode
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Reset
Alerts can be removed by pressing the CLR FFK

with an empty scratchpad on either FMS or it
can be removed if the condition that provoked
the alert no longer exists. Some alerts are
defined as non-clearable in which case actuating
the CLR FFK with an empty scratchpad and an
alert that is still active will be moved to the
lowest priority. All other non-clearable alerts will
reset its priority and place it in the appropriate
order of priorities.
MAIN STATUS PAGE
FMS STATUS LINES
Status
The STS FFK on the FMS accesses the Status
Menu. It provides the ability to review status of
all subsystems or line replaceable units (LRU’s)
that report continuous built in test (CBIT) and
Power up built in test (PBIT) fault messages.
Faults are provided as 16-character text
description of the fault or faults that are active.
The main status screen displays the overall DISPLAYS STATUS PAGE
each functional group, in turn, displays the The FMS status page displays specific faults,
overall status of each subsystem associated interface faults, and subsystems overall status.
with the functional group. Pressing SK-6 for Pressing SK-6 and then SK-3 or SK-8 displays
Displays accesses the status page for all four the FMS-1 or FMS-2 status screen layout:
Multifunction Displays (MFDs), both FMS, and
Both Display Control Panels (DCPs). Title Lines
For each system or subsystem, the title line

contains the name of the system or subsystem
and number where “X” is the number of the
applicable system (i.e. FMS-X for FMS-1 and 2).
The title line also contains the displayed page
number according to the following:
• As the number of active faults exceeds

the number of available fields, additional
pages are provided to accommodate the
remaining faults with same formatting as
the initial page.
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• “(X / Y)” in the title line is displayed to
the right of the status page, where
• “X” is the number of the currently
displayed page and “Y” is the number of
pages total.
• The PREV and NEXT FFKs allow the
operator to scroll through the status
pages associated with the selected
system or subsystem.
• Upon screen entry the first page is
displayed.
DATA BUS INTERFACE
Depending on which system or subsystem, each FMS STATUS PAGE

screen displays status of interface between the
subsystem and the FMS. In some cases, the Lines 10-19 for each system or subsystem
interface is between the subsystem and an screen has a dedicated left justified column of
intermediate subsystem. 10, 16-character fields dedicated to the display
of active faults. If no faults are active, the fault
Line 7 MIL-STD-1553 Data Bus displays the area is blank. Unacknowledged (new) faults are
following states: displayed above acknowledged faults within the
list. Within the acknowledged/unacknowledged
• “GO”- both buses are active fault groups, all faults are listed in the order in
• “NGO-A”-bus A has failed. Subsystem which they were received with the most recent
rolls-up as degraded “DEG”. on top of the list. The fault that is displayed
• “NGO-B”-bus B has failed. Subsystem remains in the failed or degraded state for 2
rolls-up as degraded “DEG”. seconds. Faults that are no longer active are
• “NGO-T”- 1553 bus communication removed from the list.
does not exist between the unit and the
FMS. FAULT ACKNOWLEDGEMENT
• “NGO-T” rolls up to a NGO status for the
Unacknowledged (new) faults are displayed in
subsystem.
inverse video. This includes the interface faults.
The displayed faults transition to acknowledge
Line 8: ARINC data bus status displays the
(normal video) once the pilot has actuated the
following states:
ACKnowledge select key. Unacknowledged
faults on additional pages are not
• “GO”- ARINC data bus is active
acknowledged.
• “NGO”- a bus fault exists. Subsystem is
NGO. New faults that have occurred less than 1
second prior to the actuation of the
Line 9: ENET (Ethernet) bus status displays the ACKnowledge select key remains in inverse
following states: video (unacknowledged) to minimize
acknowledgement of unobserved faults.
• “GO”- no faults exist for the Ethernet
bus Status and Fault Rollup
• “NGO”- a bus fault exists. Subsystem is
NGO. Overall status of a subsystem is a rollup of the
individual subsystem faults. This includes the
unacknowledged state of any lower level screen.
Activation of a new fault activates “MSG” alert

on the MFD as well as the “STS” light on the
FMS.
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Status of each subsystem rolls up to the overall Test
status of its functional group. Upon report by a
subsystem of a “NGO” or “DEG” condition, the The Test Menu is accessed by the TST FFK,
check status light on the FMS is lighted and the which provides the ability to conduct and review
“MSG” alert on the MFD is displayed. Main tests of all systems and subsystems or Line
status indications consist of: Replaceable Units (LRU’s) that can conduct an
Initiated Built-In-Test (IBIT). Faults are provided
• “GO”- indicating all subsystem’s as 16-character text description of the fault(s)
associated with the particular functional that are active. Pressing SK-6 for Displays
group are good (no faults), accesses the test page for all four MFDs, both
• “DEG”- indicating a condition in which at FMSs, and both DCPs.
least one subsystem associated with the
particular functional group is degraded.
AFCS and AVC supply overall status of
DEG
• “NGO”- indicating a condition in which at
least one subsystem associated with the
particular functional group is NGO
• “TST” – a subsystem is in test mode
(IBIT).
• “OFF” – all subsystems have alert
reporting set to OFF
• “---“ – Status for system is unknown
ALERT REPORTING
Alert reporting activates the MSG alert on the

MFD as well as the STS light on the FMS.
Actuating SK-7 toggles alert reporting MAIN TEST PAGE
“ON”/“OFF”. When in the “OFF” state, the fault
rollup, MSG alert, and STS alert become
inactive.
FAULT COUNT DISPLAY AND CONTROL
On line 14 of each subsystem screen, the

number of transitions from “GO” to “NGO” or
“DEG” displayed. Actuating of SK-8 resets the
fail count to 0 for the corresponding subsystem.
Actuating SK-10 on the main status screen
resets the fail count for every subsystem to 0.
This does not affect the display of active faults.
SOFTWARE VERSION OR HARDWARE ID
Where applicable, software version numbers are

right justified on line 8 and, as needed, on line 9.
In some cases software ID can be accessed via DISPLAY TEST PAGE
SK-6.
TITLE LINE
For each subsystem the title line contains the

name of the subsystem and number where “X” is
the number of the applicable system (i.e. FMS-X
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for FMS-1 and 2). The title line also contains the SUBSYSTEM TEST AND FAULT ROLLUP
displayed page number according to the
following: The test state is a rollup of the individual
subsystem faults. A “CHECK TEST” alert is
• As the number of active faults exceeds displayed on the FMS status line upon report by
the number of available fields, additional a subsystem of a “NGO” or “DEG” state. The
pages are provided to accommodate the system’s test has the following states:
remaining faults with same formatting as
the initial page. • Upon screen entry, the main page
• “(X / Y)” in the title line is displayed to displays the overall test of each
the right of the test page, where “X” is functional group.
the number of the currently displayed • Main test indications consist of:
page and “Y” is the number of pages o “GO”- indicating at least one
total. subsystem associated with the
• The PREV and NEXT FFKs allow the particular functional group is
operator to scroll through the test pages good (no faults),
associated with the selected subsystem. o “DEG”- indicating a condition in
• Upon screen entry the first page "(1 of which at least one subsystem
Y)" is displayed. associated with the particular
functional group is degraded
SCREEN ENTRY (only applies to AFCS and
AVC), or
Upon screen entry the last known test results o “NGO”- indicating a condition in
are displayed with the any faults displayed in the which at least one subsystem
fault window. If no test has been conducted, “---“ associated with the particular
is displayed as the overall LRU test results functional group is NGO.
indicating that a test has not been performed o “TST” – a subsystem is in test
and Test Message Line are cleared. mode (IBIT).
o "---" – No Tests within a
TEST INITIATION functional group have been
performed or results unknown.
Upon initiation of the test, the “TEST” label is
displayed in inverse video and the fault list is
cleared. Upon completion of the test, the label
returns to normal video.
If operator attempts to initiate a test without

Weight On Wheels (WOW), the test becomes
inhibited and “GROUND ONLY” is displayed in
the Test Message Line. Some test; however,
allow testing in flight by design.
Lines 10-19 on each system and subsystem

screen has a dedicated left justified column of
10, 16-character fields dedicated to the display
of active faults. If no faults are active, the fault
area is blank. All faults are listed in the order in
which they were received with the most recent
on top of the list. The faults are displayed until
the next test is initiated.
TEST PAGE
Each test screen section provides the fault list
The main test screen displays the overall test
associated with that particular subsystem.
each functional group, in turn, displays the
overall test status of each subsystem associated
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with the functional group. The subsystem level
displays specific faults and subsystems overall
test status. Pressing SK-6 and then SK-3 or SK-
8 displays the FMS-1 or FMS-2 test screen
layout:
KEYBOARD TEST
SK-3 accesses DISCREET INPUT, which

provides a single screen view of the FMS
discreet interface data.
FMS TEST PAGE
Pressing SK-2 accesses KEYBOARD TEST

screen, which permits the verification of
operating each key on the FMS keyboard. All
keys are shown in this screen with the exception
of the BRT and DIM. Actuating each key on the
FMS blanks its corresponding representation on
the screen. Actuating each soft key blanks its
adjacent number that is displayed. Normal
operation of the fixed function keys is
suspended during testing of this screen. Once
the test is completed and all the indications have
been blanked pressing SK-10 RTN is then the
last and final key test and returns to the FMS
Test screen.
FMS DISCREET PAGE
SK-7 accesses the initial FMS DISPLAY TEST

screen, which provides a lamp test of the FMS
annunciators and provides access to a
subsequent series of display test patterns which
are sequenced using the <PRV> and <NXT>
keys. This test must be stepped through to
completion prior to exiting.
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All waypoints and steering calculations are done
within FMS. Based upon EGI position, the FMS
provides:
• Waypoint to waypoint or Direct-to-

Waypoint for either of two flight plans
consisting of up to 98 waypoints.
• The ability to construct flight plans from
the database of 99 navigation points or
25 store-points.
• The ability to capture 25 nav-points “on
the fly” based on over-flying the position
or on range/bearing sensors
• Calculation functions along the active
flight plan
DISPLAY TEST PAGE Both the inertial and GPS determine their
position independently. The GPS determines its
Entering this page, the FMS starts an position from the GPS satellite constellation. The
annunciator lamp test sequence that lights in pilots can manually exclude GPS or inertial data
order the annunciators for between 1 and 2 from the solution resulting in an inertial only or
seconds each. The sequence is: "ADV", "STS", GPS only. The FMS monitors the pure GPS,
"MSG", "FMS", and then, turn off. At the end of pure inertial, and blended output.
the sequence, the original lamp settings are
restored. The FMS lamp remains on during Flight plans
sequence of the first three lamps if an FMS BIT
fault has been detected. Pressing FFK FPN on the FMS accesses the
flight plan screen. The flight plan screen
The indication "NOW IN PROGRESS" changes provides:
to "COMPLETE" when the lamp test sequence
completes.
• Selections of the flight plan used to steer the
aircraft
System Operation • Editing of the flight plans
• Selections of steering options
When power is first applied to the system, the • Manual stepping through flight plan legs
FMS units perform an internal startup BIT. The
power-up BIT is completed within 60 seconds Three flight plans and three search patterns are
after power is applied. The immediate indication provided within the flight plan screen:
of operation will be an “on” then “off” (lamp test)
transition of the two FMS annunciators. The • Direct to
FMS then displays a graphic UH-60M plus the • Flight Plan 1 and 2
software version for up to 10 seconds. The • Creeping Line
display then switches to the initialization screen.
• Expanding Square
If startup occurs properly, FMS -1 (copilot FMS)
• Sector Search
becomes the BC.
Note that none of these engages without a valid
present position.
The FMS starts up displaying the time and date
from the GPS clock if available and the last
position, which was stored in the FMS non-
volatile memory.
Once the EGI is operational and in “NAV”, “NAV

READY”, or ”DEG NAV RDY” mode, the pilots
can then initiate steering.
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operator wishes to remove data from either the
MFD or flight instruments pertaining to flight
plans no longer being followed.
Flight Plans 1 and 2
The two flight plans that are provided are made

up of up to 98 waypoints each. The waypoints
can be placed in any order and repeated if
required. Waypoint "numbers" shown here refer
to the reference number in the waypoint
database. Waypoints are sequenced as part of
"legs" in the order shown - progressing down the
display screen from top to bottom.
Pressing SK-4 or SK-5 accesses the flight plan

control and review screen. This page shows the
current "from" and "to" points, plus the next 8
FLIGHT PLAN SELECTION PAGE waypoints in the sequence. When a leg is
finished, the "from" waypoint disappears and all
AUTO/MAN (SK-1) selection determines the waypoints move up one position on the
whether the sequence from one leg to the next display. The PRV/NXT key is used to show
is automatic or manual. In manual mode, groups of waypoints following or preceding the
arriving at the "TO" waypoint causes the header displayed group of ten waypoints
to display "WPT" on the status line and flashes
the "WPT" label on the navigation header.
Pressing SK-7 NXT sequences to the next leg.
In the automatic selection, the "WPT" warning
appears for only a second prior to sequencing to
the next leg. If the last leg of a flight plan is
reached, then the system continues to navigate
to the last waypoint.
If SK-1 is selected to AUTO, it is switched to

MAN when sequencing to a next leg.
The EARLY/OVER (SK-2) selection determines

the capture criteria for the current "TO" waypoint
and determines when automatic leg switching
occurs. OVER (or overfly) selects the waypoint
that must be passed within a 4.0 nm range.
Early captures determine turns of less than
120°; a rate-one turn results in a rollout exactly
on the next leg course. For turns above 120°,
the calculation is still done based on 120° and a
teardrop turn will result. When there is no "next" FPLN EDIT PAGE
leg, Overfly is enabled. The solution uses actual
track rather than desired track in calculating turn When EDIT is pressed from either flight plan, the
anticipation. This allows for low-level tactical screen goes to a screen that identically mirrors
flight where the final track to a waypoint may not this screen for waypoint content. Again the
be along the desired track. PRV/NXT key is used to get to other waypoints
in the sequence beyond the ten being displayed.
The STOP (SK-6) selection disengages the
active flight plan or search pattern, resulting in a The "SEQ↑" and "SEQ↓" SKs forces the flight
no computed-data state. This is used when the plan to re-fly the previous leg or advance to the
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next leg. Pressing either of these keys will b) An offset range and bearing from a
change the sequencing mode to "manual" rather specified waypoint or storepoint
than automatic. A "Skip immediately to" function c) A manually entered LAT/LONG or
is provided with the "GO TO" key. By entering a MGRS coordinate.
flight plan sequence number in the field, or by
pressing the left-side SKs to specify one of the In the case of (b) or (c), the flight plan manager
displayed points, a "go to" point is specified and creates a phantom waypoint in memory for
appears in the field associated with SK-6. steering purposes.
A flight plan may be edited, even if it is active. For fast reference, the last-captured, mission
Editing allows insertion, deletion, or modification data base storepoint is listed for fast selection.
of the waypoint sequence by specifying either This allows for a rapid set-up of a fly-back-to
name or number. If the flight plan is full then maneuver.
“FULL” is displayed in place of “INSERT” upon
selection. ENGAGING AND RESUMING FLIGHTPLANS
Pressing SK-5 engages or resumes any flight

plan or search pattern. The flight plan manager
function in the FMSs then marks the current
aircraft position, creating a phantom waypoint in
memory. It then uses this as the "from" waypoint
in creating a leg that goes to the first start or the
resume point of a flight plan. Engage re-marks
and re-starts the steering if the ENGAGE mode
is already active (inverse video).
In order to re-start a flight plan from the

beginning once it has been partially navigated,
the "GO TO" function of the flight plan control
screen must be used.
FPLN EDIT PAGE
Pressing SK-6, the flight plan does a "direct-to"

leg from the present position mark point to the
specified "go-to" point, and then continues
sequencing from there.
Direct-To Flight Plan
The direct-to flight plan allows flight directly from

the current position to a specified position. The
specified position can be either a waypoint, a
range/bearing offset from a waypoint, or a
coordinated position entry.
DIRECT–TO FLIGHT PLAN PAGE
The direct-to flight plan, when engaged, marks If the waypoint number points to an "empty"
the current aircraft position and then provides waypoint record then an error message "WPT
steering from the mark-position to the specified NOT DEFINED" is displayed in the scratchpad
waypoint. The direct flight plan screen provides and no edit is performed. If a waypoint number
the ability to define the destination point as: changes, the waypoint corresponding name is
displayed.
a) Any mission data base waypoint or
storepoint
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Changing a waypoint name or number, the
offset range and True bearing are set to zero
and the position is set to match the waypoint
location. Magnetic bearing is computed.
Whenever a non-zero offset range is entered,
the lat/long is updated to display the resulting
position. For steering purposes, the waypoint is
now considered a phantom waypoint and has
the computer-generated number "--" and an
asterisk "*" is prefixed to the waypoint name.
When a position edit occurs, the waypoint is now

considered a phantom waypoint for steering
purposes, and has the computer-generated
number "--" and name "MAN-LL".
Entering an offset bearing is as a magnetic

bearing, it must be converted to true prior to use FPLN LEG DATA PAGE
in the range/bearing-to-lat/long calculation. The
displays of magnetic and true bearing remain Position Fix
consistent with the operator entry. If a magnetic
bearing is entered then the corresponding true Pressing the FFK FIX on the FMS can access
bearing is computed while if a true bearing is position Fix. These screens enable two types of
entered then the corresponding magnetic position fixing:
bearing is computed. Both FMSs display the
same bearing information. The conversion to • Update – Updating the Doppler sensor from
true is performed each time a magnetic bearing a known good position
entry occurs. In order to determine and apply the • Store – Storing a position as a waypoint
magnetic-variance at the waypoint, the relative to the aircraft position.
magnetic-variance prediction calculation is
performed specifically for the base waypoint Note: At this time the Updates for position
position fixing is not available for first flight.
Flight Plan Leg Data
The Flight Plan Data provides means to enter or

modify the planned altitude for the leg.
Upon screen entry, the FMS performs a NAV

calculation between the “TO and “FROM”
waypoints to compute a circle distance and a
desired track for the leg.
FIX MENU PAGE
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Updates Pressing SK-9 STORE allows the operator the
option to immediately add waypoint attributes
Updates are used to correct for position drifts, such as name or vertical definition immediately
which build up over time in a sensor. following a storepoint capture.
Stores
Store actions create "store points" in the mission

database, which can be later used for
navigation. These are also known as "Targets of
Opportunity". In this case the aircraft
DGNS position is used as the reference to
create one of 25 possible store points, which are
designated as "A" through "Z" less "O".
Overflying the point and striking MARK can
create a storepoint.
Pressing SK-6 accesses the Store FLYOVER

screen. The Flyover screen allows for the
creation of a storepoint by marking an over-
flown position. STORE-POINT DATA PAGE
SK-5 marks and holds the current position. Present Position

MARK appears in inverse video when a position
is marked. Subsequent selection releases Present position provides a summary screen of
position and allows display to update from the relevant navigation information. These screens,
aircraft present position. along with the COMM screen, are the screens
that are usually left on the display while in
normal flight. Pressing the FFK PPS accesses
the present position screens.
Pressing SK-5 PPOS COMP accesses the

PPOS COMP 1/3, which provides the current
aircraft present position, EGI 1 and EGI 2
blended positions. The position differences
between the aircraft present position and the
EGI 1 blended positions are displayed along
with the 95% position error for each EGI blended
solution.
FLYOVER STORE PAGE
PRESENT POSITION PAGE
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FMS CONTROL PANEL
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NOTES
10/2/2003
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Section 3-2.1 In addition, it provides audio signal interfaces
between various other avionics system devices
such as navigation radios, aircraft survivability
Communication Systems equipment, cockpit voice recorder (CVR), and
Digital Intercommunication aural warning generators, etc.
System (ICS) Description The Digital ICS also has the capability to receive
direct aural warnings and internally generate
The ICS provides the means of secure aural warnings to be triggered by discrete input
interphone and radio communication for aircraft signals and to be heard at pre-defined crew
crewmembers and ground crewmembers. Each stations. Certain aural warnings may be made
crewmember has the ability to select and available to aircraft pilots only and may not be
volume control all interphone channels and made to other crewmembers.
radios at a control panel independent of all other
control panels. The Digital ICS provides a MIL-STD-1553B
digital interface to the aircraft 1553B data bus for
The Digital ICS allows secure transmission and the communication of status and control
reception of voice and data information over messages.
aircraft communication radios.
CPLT PLT
CPLT PLT
Cyclic Cyclic
HDST HDST
Audio Audio
CPLT CPLT Jack PLT PLT Jack

PTT PTT
Foot SW Foot SW
CPLT PLT
CTRL PNL CTRL PNL
ICS CVR Audio ICS

Radio Radio
CVR Audio
FMS-1 FMS-2
CVR/FDR
ICU
CVR Audio
MIL-STD-1553B Analo
g
RS48
ICS Station (No. 1 and No. 2)

10/2/2003
Page 1 of 10
LHG LHS EXT RHG RHS EXT
HDST MAINT HDST HDST MAINT HDST
Audio Audio Audio Audio
LHG LHS EXT MAINT RHG RHS EXT MAINT

Jack & PTT SW Jack & PTT SW Jack & PTT SW Jack & PTT SW
LHG RHG
CTRL PNL CTRL PNL
Audio Audio Audio Audio
LHG PTT RHG PTT

Radio PTT ICS PTT Radio PTT ICS PTT
Foot SW Foot SW
Avionics
WOW ICU
Relay Unit
Analog
RS-485
UH-60M Digital ICS (Station No. 3 and No. 4)
10/2/2003
Page 2 of 10
Components The ICU provides the following major
capabilities:
The Digital ICS is a centralized system
consisting of one Interface Control Unit (ICU), • Call Function
five control panels, cyclic, and collective sticks. • Voice Operated Xmit Vox
These control panels are located in the following • Interphone Communications
crewmember stations: • External Communications
- Transmission on radios
• Pilot - Radio retransmission
• Copilot - Monitoring of selected navigation aids -
• Right Hand (RH) Gunner Station and other audio assets
• Left Hand (LH) Gunner Station - Tone generator
• Troop Command Station - Secure voice communications
• Interface with existing headsets
ICU • Interface with the Maintenance Terminal
(MT)
The ICU is the primary method of interfacing the • 1553 Interface to Mission Computer
aircraft analog audio subsystems for the Digital • CVR Preflight Audio Test
ICS. The ICU has the capability to receive • Central Aural Warning System (CAWS)
discrete inputs, trigger internally generated • Built-in Test (BIT)
noncontrolled aural warnings, and send these
warnings digitally to the desired control panels.
In the event of a fault that would prohibit digital
communication, the ICU will be required to
output a discrete signal notifying of a system
fault.
ICS ICU
10/2/2003
Page 4 of 10
ICS Control Panels ICS/RADIO
The ICS control panels serve as the interfaces This 2-detent trigger switch provides the pilots
for all crewmembers to communicate with each with push-to-talk radio control for either the
other and with other audio systems internal and internal communication system or external radio
external to the aircraft. Using the control panels, communication. The first detent position
crewmembers are able to select and control activates the ICS radio while the second, fully
audio signals such as interphone, radio depressed position activates the external radio.
communication, radio navigation, aural alerts, Additionally, a foot-activated switch on the
and interface with other associated equipment inboard side of each pilot station will activate
such as CVR and data links. The control panel transmission on the Intercommunication system
utilizes one rotary control for the selection of (ICS) or the external radio as selected on the
interphone and radio communication modes, a ICS panel.
master volume rotary control, and 11 push/pull
rotary controls for on/off and volume adjustment Collective Sticks
of individual audio sources. The primary
operational modes consist of PVT, ICS, COM 1- RADIO SEL
7, RMT, and BU.
The radio select switch on each collective stick
grip provides four signals to the to the on-side
FMS.
• EXT NEXT - provides the same function
as the NXT (next) buttons on the FMS
keyboard, allowing cycling through a
selected list on the FMC display.
• COMM/STEP DN - allows the list of
available radios to be cycled through in
ICS CONTROL PANEL descending order.
• EXT PREV - provides the same function
Cyclic Sticks as the PRV (previous) button on the
FMS keyboard, allowing cycling through
The cyclic stick assembly function and use is a selected list on the FMS display.
slightly different from the UH-60A/L. The UH- • COMM/STEP UP - allows the list of
60M cyclic stick assembly replaces the UH- available radios to be cycled through in
60A/L cyclic with one adapted from Naval Hawk ascending order.
aircraft. The two major changes made to the
cyclic sticks are: the stick grip and the number
LDG LT
HOOK
EXT
EMER REL
PUSH
and location of switches located on and about

ON
OFF
CRSR
SLEW
PUSH-SELECT
the grip.
HUD
PG UP EXTD
DCLT
RA
DIM BRT SE D
L L
UP
R
PG DN
RETR
DN
CARGO REL
C/F DISP
TR
IM
DN
L
R
UP
WEPS
REL
TRIM
TRIM REL
RMT SBY
UMFC001_6
UMFC001_7
COLLECTIVE STICK GRIP
CTCLIC STICK GRIP
10/2/2003
Page 5 of 10
Digital ICS Controls BU (Backup)
PVT (Private) In the event that digital communications is lost,

BU mode allows for both the pilot and copilot the
The Digital ICS has the ability to provide up to capability to bypass the Digital ICS digital bus to
two private nets via embedded programmable allow for a hardwired connection to a
software. communication radio. The BU mode provides
the pilot and copilot capability to receive and
1. PVT 1 Implementation transmit analog headset, microphone, and
• This method of accessing PV mode control signals independently to a dedicated
is available when the operator communications radio and not be affected by a
selects PV and then actuates the loss of digital communications.
Radio PTT key. Access to the
private network is enabled and all BU mode is also provided immediately after
stations that have selected PV will power is first applied to the Digital ICS
hear the operator’s audio. Actuating regardless of the TX control position to allow
the ICS PTT key input at any station analog communication until the Digital ICS
will cause audio to be heard at all initialization is complete. After initialization is
stations when any one or all stations completed, the BU mode will default to ICS
are in PV mode. mode.
ICS
ICS mode is available to all ICS stations and is

used only for interphone communication with all
crewmembers. This mode is not available to
external headset cords when the aircraft is in
flight.
COM 1-7 (Communication 1-7)
All aircraft communication radio will be selected

by the COM 1-7 positions on the TX control and
only one radio can be selected for transmission
at any given time when provided a Radio PTT.
RMT (Remote)
The RMT (Remote) mode allows the pilot and/or

copilot to toggle through all communication
radios and presets channels via the thumb
control switches installed on the pilot and copilot
collective sticks. The Digital ICS also provides a
method for accepting sequential step up and
down control inputs from the aircraft BC for the
remote selection of all seven communications
radios. The inputs shall be available by both
discrete input lines and by the MIL-STD-1553B
data bus.
10/2/2003
Page 6 of 10
MVOL (Master Volume Control) 4. HOT MIC
• This mode provides for
The MVOL control has the capability to raise or interphone communication at all
lower all individually controlled volumes at the times without requiring the
same time. The MVOL control does not have operator to key ICS PTT. HOT
any effect on uncontrolled aural alerts that may MIC is available for both ICS
be generated by external sources or internally and PVT.
by the Digital ICS. The Digital ICS has the
capability to store the last MVOL to be recalled 5. CALL (Call Override)
during system power up. • Pressing and holding the CALL
pushbutton selects this mode.
Individual Volume Control Knobs CALL mode overrides all other
interphone communications at
• COM1: VHF-FM NO.1 all stations, except for warnings
• COM2: UHF-AM and alerts. It overrides all
• COM3: VHF-AM interphone transmissions and
• COM4: VHF-FM NO.2 shall be heard at all stations at
• COM5: HF full volume regardless of any
• COM6: PLS (HH-60M Only) control settings. This mode
• COM7: Spare (SATCOM Future Growth) remains active for as long as the
operator presses the call
• MON1: VOR/ILS (& TACAN on HH-60M) pushbutton.
• MON2: MB ICS CONTROL PANEL
• MON3: LF/ADF
• MON4: RADALT
Pushbutton Mode Control
The pushbutton mode control is used to select

one of four different modes relating to the
operator interphone audio. Mode control utilizes
illuminated pushbuttons with embedded NVIS
Green B LED indicators. Any selection of the
pushbutton mode control should not affect or
override the means by which radio
communications is accomplished. These four
pushbutton modes are:
2. ICS
• This mode requires that an operator
perform either hand or foot ICS PTT
keying in order to communicate by
interphone.
3. VOX (Voice Operated)

• This mode provides for hands off
and foot off voice activated keying of
the ICS interphone
10/2/2003
Page 7 of 10
Indications Pressing SK-8 accesses the status page for
ICS.
The four LED pushbutton indicators
illuminate indicating that the specific
pushbutton mode is operational.
Momentarily pressing the specific
pushbutton will cause the LED indicator on
the pushbutton to flash, indicating that the
operator can adjust the volume on the
MVOL control to the desired level.
The Individual volume controls have Night

Vision Goggles (NVG) compatible white
reference dot that illuminates during
selection of the control and extinguish during
deselection of the control.

Status and Test
The FMS provides status and test via MIL- COM STATUS PAGE
STD-1553B data bus to the COM system.
The status page provides the pilots with the
STATUS software version for the ICU and the onside
ICS control panel. It also provides the status
Pressing the STS button on the FMS and of each control panel and will detect a fault if
then pressing soft key (SK)-3 will access the any of the control panels or if the ICU has
status page for the COM. failed.
The FMS Bus Controller (BC) provides a

Digital ICS BIT status via MIL-STD-1553B
data bus.
MAIN STATUS PAGE
When the Status page appears, an overall

status of the COM will be displayed.
ICS STATUS
10/2/2003
Page 8 of 10
TEST System Operation
Pressing the TST button on the FMS and The Digital ICS completes its system boot-
then pressing SK-3 will access the test for up in less than 15 seconds after first
the Communication Suite. When the Test application of the ICU and control panel
page appears, an overall status of the radios input power. Boot-up time begins as soon as
will be displayed. Test for ICS can be aircraft power is applied to the ICS.
selected from this page by pressing SK-8 for
ICS. An Initiated Built-In Test (IBIT) can be During boot-up, the crewmembers can
initiated for the ICS. Upon completion of the communicate by transmitting and receiving
test, all faults and failures will be displayed using the designated emergency
under the ICS if a fault or failure should communications radio. Warm-up time is not
occur. required for the Digital ICS to operate
normally when aircraft power is applied.
Upon power up, a Start-up BIT (SBIT) will

run automatically to indicate that the Digital
ICS system is up and running. The SBIT, as
well as the IBIT, only runs when the aircraft
is on the ground in Weight-On-Wheels
(WOW) status. The SBIT will not re-run after
Digital ICS input power interrupts of 0 vdc
for less than 100 milliseconds.
A Continuous BIT (CBIT) will run

continuously, in flight as well as on the
ground, without interfering with the Digital
ICS operation, and will report failures as
they occur.
Single Point Failures

COMM TEST PAGE
The Digital ICS has no single point failure
that causes significant degradation to the
operation of the system. Single point failures
include loss of power or damage to any of
the individual components, damage to a bus
connector, or damage to a bus connection
between components. In the event that the
Digital ICS is no longer available, it will have
hardwired analog connections between all
control panels to provide uninterrupted
interphone communication. The ICU will
provide four hardwired
communication/navigation emergency radio
connections.
The Digital ICS will detect and implement

these features automatically during the loss
of digital communications. A reversionary
ICS TEST PAGE
feature is selectable by the pilot and/or
copilot on their respective control panels.
10/2/2003
Page 9 of 10
NOTES
10/2/2003
Page 10 of 10
Section 3-2.2
AN/ARC-164(V) UHF AM RADIO
System Description
The AN/ARC-164 UHF AM radio system on the
UH-60A/L aircraft is being replaced with
AN/ARC-164(V) UHF AM radio system on the
UH-60M aircraft. A UHF AM radio control panel
located in the lower center console controlled
the UHF AM communications on the UH-60A/L.
Now the UHF AM radio is controlled by the
Flight Management System (FMS) via a MIL-
STD-1553B data bus.
UHF AM R/T
The AN/ARC-164(V) UHF AM radio set provides
line-of-sight, two-way AM voice communications
in the frequency range of 225 to 399.975 MHz, UHF Antenna (ANT)
selectable in 25 kHz increments. It operates in
guard frequency of 243.000 MHz. This radio The antenna, mounted in the same location as
also operates in a frequency-hopping anti- the UH-60A/L, (underneath transition section),
jamming (HAVEQUICK) mode. transmits and receives radio frequencies (rf)
energy.
The set is configured for use with a KY-58
processor to provide narrow and wide band TSEC KY-58
encrypted voice communication. The UHF AM
radio set is fully integrated into the avionics FMS The TSEC KY-58 for the UHF AM radio on the
and is controlled by the pilots through the FMS UH-60M is located on the top shelf of the nose
via MIL-STD-1553B data bus. avionics compartment. It provides the radio with
wide and narrow band secure speech
Components capabilities.
The AN/ARC-164(V) UHF AM radio set is Controls

comprised of the following components:
The AN/ARC-164(V) UHF AM radio set is
• Receiver Transmitter (R/T) controlled by the FMS in the UH-60M helicopter.
• UHF Antenna The Communication Summary (COM SUM)
• TSEC KY-58 screen is accessible by a single keystroke
<COM> on the FMS, or by the first left or right
UHF AM R/T operation of the collective stick switch. The
screen appears with the radios each displaying:
The R/T, located in the cockpit nose tunnel,
receives and transmits both clear and secure • Band (the radio number is included
voice communications. Besides operating in when the band is not unique to one
normal mode, it is also capable of operating in radio)
the Havequick modes. The transmitter has an • Preset number (1 through 20)
output capacity of 10 watts. • Frequency/Channel or Net
• Secure status
• Call sign, station name, or any eight-
character sequence chosen
Pressing soft key (SK)-2/SK-10 allows you to set

and tune the radio (UHF-AM).
10/2/2003
Page 1 of 11
VHF/AM #2
COMM
VHF/AM #1
COMM
VHF/AM
UPPER
IRCM COMM
#2 GPS IFF
#1 GPS
VHF
HOMING
(BOTH SIDES)
TROOP CMDR
ANT
RADAR RADAR
WARN WARN
(BOTH SIDES) (BOTH SIDES)
AVR-2A HF COMM
GLIDESLOPE LDS SENSOR
AVR-2A
LDS SENSOR
LF/ADF VOR/LOC
LOWER IFF
RADAR WARN
BLADE ANT STORMSCOPE
UHF/AM
RADAR AVR-2A COMM
MARKER
ALTIMETER LDS SENSOR
BEACON
UH-60M ANTENNA ARRANGEMENT UMHV008
UH-60M Antenna Arrangement
10/2/2003
Page 2 of 11
UHF AM COM SETTING PAGE
NOTE
There are no secured communications
available at this time for first flight.
UHF AM COMM SUMMARY PAGE
10/2/2003
Page 3 of 11
KY-58
Nose Avionics Compartment
10/2/2003
Page 4 of 11
UHF AM R/T
COCKPIT NOSE TUNNEL
10/2/2003
Page 5 of 11
Indications FMS Status and Test
The indications for the UHF AM radio will be STATUS

displayed in the header section of the FMS. The
header will always reflect the tuned status of the Pressing the STS button on the FMS and then
radio. Once the radio is tuned to its pressing SK-3 will access the status page for the
channel/frequency and call station, it will also be Communication Suite. When the Status page
displayed on the Primary Flight Display (PFD). appears, an overall status of the radios will be
displayed. Status for UHF AM radio can be
selected from this page by pressing SK-7.
Status for the UHF AM radio will then be
displayed. There are no faults associated with
the UHF AM radio.
HEADER DISPLAY
On the lower left (copilot) and lower right (pilot)

parts of the PFD, the selected/tuned
communication radio data will be displayed.
COM STATUS PAGE
COMMUNICATION DATA DISPLAY
UHF AM STATUS PAGE
10/2/2003
Page 6 of 11
Pressing the TST button on the FMS and then Operation and communication control of the
pressing SK-3 will access the test for the UHF AM radio is provided by the FMS via MIL-
Communication Suite. When the Test page STD-1553B data bus. UHF AM data will be
appears, an overall status of the radios will be displayed on the PFD via UHF AM outputs.
displayed. Test for UHF AM radio can be
selected from this page by pressing SK-7. An The main transceiver operates in any one of the
Initiated Built-In Test (IBIT) can be initiated for 7,000 channels, spaced 0.025 MHz units in the
the UHF AM radio. Upon completion of the test, 225.000 to 399.975 MHz UHF military bands.
UHF AM radio IBIT screen will display the The guard receiver is fixed tuned to 243.000
overall subsystem test results only. “SYSTEM MHz (emergency frequency). The radio is
FAIL” will be displayed should a fail occur. capable of voice data communications in both
clear and secure, in normal and HQ modes of
operation. When the HQ mode is active, an
electronic counter-countermeasures ECCM
synthesizer module provides jam resistance and
makes direction finding difficult.
Operation of the UHF AM radio is accessed

through the FMS.
The pilot, via the FMS test page to ascertain the

system status, can initiate a Built-In Test (BIT).
After performing BIT, the radio reinitializes in its
power-up state. The radio must then be tuned to
its frequency/channel station and have audible
side tone before proceeding
Control and selection of UHF AM (COM 2) radio

COM TEST PAGE is through the FMS via MIL-STD-1553B data
bus. Depressing the COM function key on the
FMS keypad or the RAD SEL switch on the
collective stick grip brings you to the primary
COM SUM page. SK arrows will appear in
inverse video when the corresponding operator’s
ICS transmit select switch is set to that radio.
The arrow (either inverse or plain) changes to an
asterisk for up to 5 seconds after the radio is
tuned indicating that the tune is in progress.
If the ICS select position is changed while on

this screen, both the inverse video indication
and edit box will change to the new selection.
Manual Tuning
To manually tune the selected radio to a desired
frequency, the operator presses the SK next to
UHF AM RADIO TEST PAGE
the radio a second time or presses <ENT> to
move the edit box to the frequency field and
enter the new frequency on the scratchpad line.
Once a manual entry has been made, the preset
number for the radio is set to “0” and the call
sign is blanked.
10/2/2003
Page 7 of 11
“LAST” Function HVQK Operation
For the edit-selected radio, the status is When changing between UHF AM and HVQK
automatically saved whenever the radio is de- operation, (any waveform), the radio is always
tuned from a manually entered frequency. restored to the frequency/net preset which was
Pressing SK-5 will restore the last manually tune in use when the radio was last in that band. If
frequency, while saving the current frequency first time since power on, then the default
(preset or manual). A second press of the SK frequency or net for that band will be used.
swaps back to the saved frequency.
HVQK I, II, and NON-NATO, selections are
The “LAST” function saves one setting per band actually sub-modes (waveform selections) of
of operation. HVQK operation, and are normally associated
with HVQK presets. Preset tuning will change
Changing Band the submode from preset to preset without
having to invoke this screen. Invoking this
For bands with frequency format displays, screen will change the selected waveform for
manual tuning to a new frequency outside the the current operating HVQK Net, regardless of
current band automatically changes the radio to what is specified in the preset. Changes in
that band. Otherwise, bands can be changed via waveform via this screen do not change the
the “BAND” screen. Whenever the operator stored preset value.
commands a radio to switch from one band to
another, the radio is restored to the last Upon returning from Emergency Comm,
frequency/channel/net and preset that was switching back to HVQK mode, the ARC-164
current when the band was last in use. radio always goes back to HVQK I mode no
matter what mode it was in before (II or NON-
PT/CT (Plain Talk/Cipher Talk) NATO).
The PT/CT legend will only appear next to this

function key if a crypto is configured for the edit-
selected radio. When configured, the key will
toggle between PT and CT and the selected PT
or CT will appear in inverse video. Also, SEC, in
inverse video, will appear after the radio
frequency when the radio is in cipher. If it is in
plan, MHz or no text will be displayed after the
frequency.
UHF AM SETTING
UHF AM SUMMARY
10/2/2003
Page 8 of 11
The selected radio set remains in the retransmit
mode until there is no rf input to the set.
Retransmit control is then removed and both
radio sets operate in the receive mode.
RADIO RETRANSMISSION
FM 1/FM 2 FM 2/UHF
FM 1/VHF FM 2/VHF
FM1/UHF VHF/UHF
OFF
UMAV003_11
RETRANSMISSION CONTROL PANEL
HVQK SETTINGS
Retransmission
In retransmission operation, the set is used with
No. 2 VHF FM and UHF AM radio sets as a
radio relay system to transmit audio between
remote terminal stations. Both radio sets are in
the receive modes with the function selector
switch on the retransmission control panel
placed to one of the three radio sets.
Reception of an rf signal sends a retransmit

control signal from the radio set main receiver,
through the radio retransmission control panel,
to key the transmitter of the selected radio set.
The audio output of the receiving radio set is
also applied through the retransmission control
panel to the transmitter of the selected radio set
for retransmission.
10/2/2003
Page 9 of 11
RCV AUDIO No.2 DC PRI
No.2 DC PRI 28 Vdc, 7.5A UHF
D-ICS XMIT AUDIO 28 Vdc, 2A
RCV AUDIO
COMM 2 TUB
ICU XMIT AUDIO

UHF - AM
XMIT X-AUDIO
CREW PTT HAVE QUICK TOD No. 2 EGI
RCV X-AUDIO H-764GU
AN/ARC-164
CREW PTT X- MODE GD ARC-201 (FM2)
CTOIP RT-1614/ARC-
AVIONICS 164(V) RXMT Control
A/D PTT3 RCV AUDIO
RELAY RXMT Signals
PANEL A/D PTT3
XMIT AUDIO
Mount
MT-4838/ARC-
RXMT Control Retransmit Panel
CREW PTT SENSE 164(V) RXMT Signals
KY – 58 X-MODE CNTL
TSEC-
DEFAULT FREQ = 1553B Bus A
ON241800-1
DPTT 225 MHZ
EMERG FREQ =
243 (AM)
Copilot Pilot
CNTL SIGNALS FMS
IDM FMS
DIG DATA_3 TX
DIG DATA_3 RCV
MD-1359/A DIG DATA CLK
RT ADDR = 16H
1553B Bus B
DPTT
X-MODE CNTL Location : Transition
Emer/Guard
Loc: Nose
RCV X-AUDIO
Loc: Transition
STATUS
Data FILL CONTROL Emergency
Load Access
Zeroize Control
Panel CTOIP SEL Panel
UHF-AM Block Diagram
10/2/2003
Page 10 of 11
NOTES
10/2/2003
Page 11 of 11
Section 3-2.3 V
O
L
V
H
R
12 5 8 50
S
T
Q
O
D
N
I
E
AN/ARC-186(V) VHF AM
S EMER
FM AM PRESET
MAN DF
LOAD
Radio PRE 5
TR
OFF
System Description UMAV003_24

BACK-UP VHF AM CONTROL PANEL
The AN/ARC-186(V) VHF AM radio set
provides transmission, reception, and
retransmission of amplitude modulated with RT-1300B/ARC-186 (V)
installation of other associated equipment.
The RT-1300B/ARC-186 (V) is a two-band
The transceiver has a tunable main receiver VHF AM radio set that is controlled via MIL-
and transmitter, which operates on any one STD-1553B data bus. The radio has a 10-
of 1,469 AM discrete channels, each spaced watt transmitter, 20 preset channels, remote
at 25 kHz apart within the frequency range capability, single antenna, dual band
of 116.00 through 151.675 MHz. operation capability, transmit and receive on
the general frequencies.
The VHF AM radio set is fully integrated into
the avionics Flight Management System
(FMS) and is controlled by the pilots through
the FMS via MIL-STD-1553B data bus. In
addition, the VHF AM radio has a separate
control panel for communication on initial
power up and can be used as a backup
radio in the event of the FMS system failure.
Components
The AN/ARC-186(V) VHF AM radio set is
comprised of the following components:
• Control panel – Lower Center

Console
• Receiver Transmitter (R/T) (RT-
1300) – Left Hand (LH) Seatwell
• Band pass filter – LH Seatwell
• Antenna – Tail Cone On Top LH VHF AM R/T
Side
Backup Control Panel

The C-10604A (V) (6)/ARC-186 (V) control
panel provides the capability to manually
select any channel of the 4.080 channels
available with the capability of storing 20
preset channels in memory. The control
panel provides a key for momentary tone
transmission and also a means of disabling
squelch. The control also provides audio
volume control.
10/2/2003
Page 1 of 8
Forward
VHF AM R/T COPILOT SEATWELL
10/2/2003
Page 2 of 8
Controls
The COM SUM screen is accessible by a
single keystroke <COM> on the FMS, or by
the first left or right operation of the
collective stick switch. The screen appears
with the radios each displaying:
• Band (the radio number is included

when the band is not unique to one
radio)
• Preset number (1 through 20)
• Frequency/Channel or Net
• Secure status
• Call sign, station name, or any
eight-character sequence chosen
VHF AM SETTING PAGE
Pressing soft key (SK)-3/SK-10 allows you
to set and tune the radio (VHF AM).
COM SUMMARY PAGE
10/2/2003
Page 3 of 8
Indications
The indications for the VHF AM radio will be
displayed in the header section of the FMS.
The header will always reflect the tuned
status of the radio. Once the radio is tuned
to its channel/frequency and call station, it
will also be displayed on the Primary Flight
Display (PFD).
VHF AM STATUS PAGE
HEADER DISPLAY
On the lower left (copilot) and lower right

(pilot) parts of the PFD, the selected/tuned
communication radio data will be displayed.
COMMUNICATION DATA DISPLAY
FMS Status and Test

STATUS VHF AM STATUS
Pressing the STS button on the FMS and
then pressing SK-3 will access the status
page for the Communication Suite. When
the Status page appears, an overall status
of the radios will be displayed. Status for
VHF AM radio can be selected from this
page by pressing SK-2. Status for this radio
will then be displayed. All faults and failures
will be displayed under the VHF AM if a fault
10/2/2003
Page 4 of 8
Pressing the TST button on the FMS and The pilot, via the FMS test page to ascertain
then pressing SK-3 will access the test for the system status can initiate a Built-In Test
the Communication Suite. When the Test (BIT). After performing BIT, the radio
page appears, an overall status of the radios reinitializes in its power up state. The radio
will be displayed. Test for VHF AM Radio must then be tuned to its frequency/channel
can be selected from this page by pressing station and have audible side tone before
SK-2. An Initiated Built-In Test (IBIT) can be proceeding.
initiated for the VHF AM Radio. Upon
completion of the test, VHF AM Radio IBIT Control and selection of VHF AM (Com 3)
screen will display the overall subsystem radio is through the FMS via MIL-STD-
test results only. All faults and failures will be 1553B data bus. Depressing the COM
displayed under the VHF AM if a fault or function key on the FMS keypad or the RAD
failure should occur. SEL switch on the collective stick grip brings
you to the primary COM SUM page. SK
arrows will appear in inverse video when the
corresponding operator’s
Intercommunication System (ICS) transmit
select switch is set to that radio. The arrow,
(either inverse or plain) changes to an
asterisk for up to 5 seconds after the radio is
tuned indicating that the tune is in progress.
If the ICS select position is changed while

on this screen, both the inverse video
indication and edit box will change to the
new selection.
Manual Tuning
To manually tune the selected radio to a
desired frequency, the operator presses the
COM TEST PAGE SK next to the radio a second time or
presses <ENT> to move the edit box to the
frequency field and enter the new frequency
on the scratchpad line. Once a manual entry
has been made, the preset number for the
radio is set to “0” and the call sign is
blanked.
“LAST” Function
For the edit-selected radio, the status is
automatically saved whenever the radio is
de-tuned from a manually entered
frequency. Pressing the SK-5 will restore the
last manually tuned frequency, while saving
the current frequency (preset or manual). A
second press of the SK swaps back to the
saved frequency.
VHF AM TEST The “LAST” function saves one setting per

band of operation.
10/2/2003
Page 5 of 8
Changing Band Retransmission
For bands with frequency format displays, In retransmission operation, the set is used
manual tuning to a new frequency outside with No. 1 VHF FM, or No. 2 VHF FM, or
the current band automatically changes the UHF AM radio sets as a radio relay system
radio to that band. Otherwise, bands can be to transmit audio between remote terminal
changed via the “BAND” screen. Whenever stations. Both radio sets are in the receive
the operator commands a radio to switch modes with the function selector switch on
from one band to another, the radio is the retransmission control panel placed to
restored to the last frequency/channel/net one of the three radio sets.
and preset that was current when the band
was last in use. Reception of a radio frequency (rf) signal
sends a retransmit control signal from the
radio set main receiver, through the radio
retransmission control panel, to key the
transmitter of the selected radio set. The
audio output of the receiving radio set is also
applied through the retransmission control
panel to the transmitter of the selected radio
set for retransmission.
The selected radio set remains in the

retransmit mode until there is no rf input to
the set. Retransmit control is then removed
and both radio sets operate in the receive
mode.
RADIO RETRANSMISSION
FM 1/FM 2 FM 2/UHF
VHF AM SETTINGS FM 1/VHF FM 2/VHF
FM1/UHF VHF/UHF
Backup Control Operation OFF
When the backup control panel on/off switch UMAV003_11

is placed to the on position, it sends a
ground signal to the avionics relay panel. RETRANSMISSION CONTROL PANEL
The relay then switches over enabling the
backup control panel and disabling the pilot
and copilot FMS and sends a ground signal
to the R/T to take control.
10/2/2003
Page 6 of 8
Rcv Audio No.2 DC ESNTL BUS
28 VDC, 5A
Xmit Audio Blade Antenna
D-ICS AM
Tail Cone
ICU COMM 3
CREW PTT VHF - AM
RG-142 BP FILTER
Loc: cplt seatwell
Control Signals
RXMT Control
Digital Data TX
Transceiver RXMT Signals
IDM Digital Data RX Retransmit
RT-1300B/ARC- RXMT Signals
Panel
MD-1395/A
A/D PTT4 186(V) RXMT Control
Mount
CREW PTT SENSE
MT-6051/ARC
186(V)
A/D PTT4
AVIONICS CREW PTT
RELAY TAKE CONTROL
PANEL Copilot Pilot

DEFAULT FREQ =
RETRAN KEY BLANKING 118 MHZ FMS FMS
EMERG FREQ =
121.5 MHZ
PWR ON/OFF
CTRL ENB/DISA
RT ADDR. = 04H
Control Panel CLOCK
Loc: Cplt Seatwell
C-10604A(V)6/
ARC-186(V) DATA
FM BAND
TONE KEY INDICATOR
BACKUP ON/OFF
AN/ARC-186(V) VHF AM BLOCK DIAGRAM
10/2/2003
Page 7 of 8
NOTES
AN/ARC-186(V) VHF AM BLOCK DIAGRAM
10/2/2003
Page 8 of 8
Section 3-2.4 data link. Mode S coding supports error
detection in both directions, as well as error
correction on the reply link, thus providing
AN/APX-118 IFF reliable data on aircraft identification,
altitude, and other transmitted information.
System Description
The AN/APX-100 IFF Transponder in the Components
UH-60 A/L aircraft is being replaced by the
AN/APX-118 in the UH-60M aircraft. The The AN/APX-118 IFF System is comprised
AN/APX –118 has embedded Mode 4 crypto of the following components:
and Mode S capabilities. The AN/APX-118
IFF transponder provides identification, • Transponder – Located in aft trans
altitude, and surveillance reporting in • Upper IFF Antenna – Top aft of the
response to challenges from airborne, transition area
ground-based, and surface interrogators. • Lower IFF Antenna – Bottom of tail
cone just aft of UHF Ant
Required Capabilities.
The IFF system is interfaced with the
The purpose of the Global Air Traffic following system components:
Management (GATM) program is to
preserve operational readiness and Army • Avionics Relay Panel – Weight-on-
aviation access to global aviation routes into Wheels (WOW)
the 21st century by equipping Army aircraft
• Audio Junction Box - (Audio out for
to meet the emerging requirements of the
Mode 4)
worldwide air navigation system.
• Data Concentrators - (IFF caution
and STBY ADVSY)
The International Civil Aviation Organization
(ICAO), Federal Aviation Administration • FMS 1553B Data Bus
(FAA), civil aviation authorities (CAA), and • Air Data Computers - (Altitude Data
other regional and national planning bodies through ARINC-429)
are developing requirements for the future • Mission System Control Panel -
air traffic environment and plan to implement (Mode 4 Hold)
new air traffic management architecture to • Central Suppression Unit (CSU)
relieve the tremendous strain on the current • Emergency Control Panel (ECP) -
air traffic control (ATC) system. (Mode 4 Zeroize)
If aircraft are not equipped with the IFF Transponder

appropriate new technologies, they will not
be able to operate in airspaces where new The IFF Transponder is a space diversity
separation standards and ATM procedures transponder, which receives rf interrogations
are implemented by civil aviation authorities, from the upper and lower antennas. The
and will therefore be excluded from those reply to the interrogation is transmitted on
airspaces. the antenna, which receive the stronger
interrogation signal.
Mode S
The transponder provides all the capabilities
The Mode S interrogator provides of modes 1, 2, 3/A, C, and 4. In addition, the
surveillance of all transponder-equipped transponder incorporates Mode S capability.
aircraft (Mode 3/A and Mode S) within line-
of-sight coverage. The Mode S interrogators Antennas
can provide surveillance of a large number
of aircraft with better accuracy and reliability
than current Secondary Surveillance Radar The upper and lower antennas can be
(SSR) systems. Mode S also provides selected between Top, Bottom, or Diverse
ground-to-air, air-to-ground, and air-to-air (both) from the FMS. When the antenna
10/2/2003
Page 1 of 8
selection is set to TOP or BOTTOM it will Controls
remain at that state for 10 seconds, then the
transponder will change back to DIVERSE. The AN/APX-118 IFF Transponder is fully
integrated with the FMS and is controlled by
On power up the antenna selection will the FMS via the MIL-STD-1553B data bus.
default to DIVERSE. The Transponder can be accessed by a
single keystroke “XPD” on the FMS. The
Emergency IFF screen appears with Transponder Control.
The screen provides Transponder Mode
The “IFF EMERG” switch on the ECP should control and antenna selection. The screen
be left in the center position. The up position also provides Mode Code status as well as
selects emergency IFF codes and is the capability to change the codes. By
equivalent to the emergency switch on the pressing SK-10 will allow you to access the
APX-100 control panel The down, Transponder Test screen.
momentary position, is equivalent of the
“refuel hold” function. This switch provides
controls redundant to those already provided
on the APX-100 control panel but they are
provided on the ECP.
Z IFF
E E CDU-1 GUARD EMERG
M R A N N
E O U O O
R I T R R
G Z O M M
E CDU-2
+
UMAV003_3
ECP
TRANSPONDER CONTROL PAGE
When selecting the XPD function key the

selected mode will default to M1 accesses
this page. Enclosing the mode on three
sides, in a “bucket”, indicates the selected
mode.
FMS CONTROL PANEL
10/2/2003
Page 2 of 8
AN/APX-118 IFF Transponder
10/2/2003
Page 4 of 8
Indications Status
The indications for the APX-118 Pressing the STS button on the FMS and
Transponder Radio will be displayed in the then pressing SK 3 will access the status
header section of the FMS. Once the radio page for the Communication Suite. When
is tuned to its channel/frequency and call the Status page appears an overall status of
station, it will also be displayed on the the radios will be displayed. Status for APX-
Primary Flight Display (PFD). 118 radio can be selected from this page by
pressing SK 4. Status for this radio will then
be displayed. All faults and failures will be
displayed under the IFF-XPDR if a fault or
HEADER DISPLAY
The audio setting will provide an Alert

indicator when a Mode 4 interrogation is
received and an Audio indicator when the
transponder does not reply to a Mode 4
interrogation. The Alert indicator will be
displayed on the FMS Status Line.
COMM STATUS PAGE
Transponder Indications
The transponder provides Light Emitting

Diode (LED) fault indicator lights:
• WRA GO LED (green) – Steady

illumination indicates the IFF
transponder is fully operational. The
LED will flash to indicate a fault.
• LOW BTRY LED (amber) –
Illumination of this LED indicates
that the internal backup battery
voltage is low and that the batteries
should be replaced. This LED can
be activated only with primary power
applied to the transponder.
• KEY LOADED LED (green) –
Flashes momentarily upon IFF XPDR STATUS PAGE
completion of a successful keyfill,
regardless of whether primary
power is applied to the transponder.
It will also indicate that both A and B
crypto codes have been loaded.
10/2/2003
Page 5 of 8
Test System Operation
Pressing the TST button on the FMS and The transponder has an INT/BIT pushbutton
then pressing SK 3 will access the test for switch to perform a full Initiated-Built-In-Test
the Communication Suite. When the page (IBIT). Activating this switch will invoke a full
appears an overall status of the radios will IBIT. A malfunction causes the LED
be displayed. Test for APX-118 Radio can indicator on the transponder to flash. The
be selected from this page by pressing SK pilot via the FMS test page to the system
4. An Initiated Built-In Test (IBIT) can be status can also initiate a BIT. After
initiated for the APX-118 Radio. Upon performing BIT the radio reinitializes in its
completion of the test, APX-118 Radio IBIT power up state.
screen will display the overall subsystem
test results only. All faults and failures will be When power is applied the following modes
displayed under the IFF TPDR if a fault or on the FMS will be in their default state:
failure should occur. • Mode 4 Reply indicator will default
to “Audio”
• Mode 4 will default on the “OFF”
state.
• Mode 4 Code will default to “A”
These functions are not required for first

flight.
Interrogations
The transponder receives radio frequency

(rf) interrogation signals from a challenging
station. The signals are received by the top
and bottom antennas and routed to the
transponder. The receiver sections are
tuned to an incoming signal frequency of
1030 MHz. The transponder recognizes the
COMM TEST PAGE interrogation mode of challenging station.
Reply
The transponder transmits a reply message

in the same mode as the interrogation from
the challenging station. The transmitter
sections are tuned to a 1090 MHz
frequency. If the interrogation is for a mode
1,2,3/A, or C reply and if the respective M-1,
M-2, M-3/A or M-C control mode is selected
on the FMS is placed to “ON” the
appropriate reply is automatically
transmitted. The identification numbers
required for Mode 1,2,3/A are obtained from
the Mode selection on the FMS.
Mode C reply requires altitude data, which

obtained from the Air Data Computers
(ADCs) to the Primary Flight Displays
IFF XPDR TEST PAGE (PFDs) via ARINC-429 data bus.
10/2/2003
Page 6 of 8
Mode 4 interrogations are answered with a Zeroize
reply from the transponder if the Mode 4 is
selected on the FMS. When a Mode 4 reply The IFF encryption codes will automatically
is transmitted, a visual indication is available zeroize on removal of equipment. The Mode
on the FMS and an audio signal may be codes will be automatically zeroized on
selected and supplied to the pilot and copilot orderly system shutdown unless the refuel
ICS stations. An IFF legend will appear on hold function is selected.
the MFDs Engine Indicating Crew Alerting
System (EICAS) when there is an error or
malfunction in the Mode 4 reply operation.
EMCON (Emission Control)
The IFF transponder can be placed in an

EMCON mode by removing a ground from
the transponder interface connector or by
selecting the STBY mode on the FMS.
Removing the ground overrides mode
control settings from the FMS. It also causes
a STANDBY caution message to be
displayed on the EICAS. SK-8 XPDR MODE
on the FMS will toggle between Standby and
Normal when commanded. SK-8 arrow will
not be displayed when in EMERGENCY
MODE. On power up transponder mode will
default to Standby.
Emergency Operation
Emergency transponder operation is

enabled when it is selected on the ECP.
Line two of SK-8 on the FMS will display

EMERGENCY (in inverse video). Pressing
this switch will not change the transponder
mode. If this switch is pressed while the
transponder is in the Emergency state, the
status message “EMERGENCY MODE
SET” will be displayed in the Status line of
the FMS Comm Header.
While the transponder Mode is set to

Emergency, the Mode 1,2,3/A, C, 4 and S
states will be set to “ON” and mode 3/A
code will be set to 7700. All of these settings
will not be editable while the transponder is
in Emergency Mode.
When the APX-118 transponder transitions

out of Emergency mode it will reset the
ON/OFF states foe Modes 1, 2, 3/A, C, 4,
and S to their previous states. It will also
return Mode 3/A code to its previous state.
10/2/2003
Page 7 of 8
Mode 4 Audio Out MCP
ICS ICU
Pressure Altitude Data
ARINC 429
Air Data
LED Return MFD
Cmptr
Clock
Data Mode 4 Caution Lt
Data Fill MFD
Panel Data Request APX-118
DCU #1
IFF Common
Switch Ref
Xpnder (CXP)
Key Fill Ref P/N
1008939G-5 DCU #2 MFD
Mount
Standby Advisory
MT-4811
(APX-100) or
Zeroize
MT-7221 MFD
Zeroize Codes
Emergency
Cntl Pnl MCP
Emergency
Emergency Mode
IFF Control Page
Normal
1553B Bus A
Weight on Wheels Copilot Top Ant

Pilot
Gnd=Aircraft on Ground FMS FMS
Relay Pnl Bottom Ant
1553B Bus B
Mission
Retain Crypto Codes
Systems
Cntl Pnl
M4 Hold
AN/APX-118 IFF BLOCK DIAGRAM
10/2/2003
Page 8 of 8
Section 3-3.1 Components
VOR/ILS Receiver
AN/ARN-147 (V) VHF
Omnirange/Instrument Landing The VOR/ILS receiver, located in the cockpit
System (VOR/ILS) nose avionics compartment “tunnel”, contains
three discrete antenna connections that feed
System Description three receivers (VOR/LOC, GS, MB).
The AN/ARN-123(V) VOR/ILS navigation

system on the UH-60A/L aircraft is being
replaced with AN/ARN-147(V) VOR/ILS
navigation system on the UH-60M aircraft. A
VOR/ILS control panel located in the lower
center console controlled the VOR/ILS system
on the UH-60A/L. Now the VOR/ILS is controlled
by the Flight Management System (FMS) via a
MIL-STD-1553B data bus.

system is source selected on the Flight
Director/Display Control Panel (FD/DCP) via
ARINC-429 and displayed on the Primary Flight
Display (PFD).

system provides a continuous indication of
magnetic bearing and slant range to a selected
station. It incorporates three distinct receivers:
VOR/Localizer (LOC), Glide Slope (GS), and
Marker Beacon (MB). Each receiver operates
independently and a failure in one will not affect
the performance of the others. The VOR and
LOC provide magnetic bearing and course VOR/ILS RECEIVER
deviation as well as audio identification
information to the pilots. The GS receiver It operates in four separate modes:
determines the deviation from the GS to a
selected ILS station and displays it on the • VOR – 160 channels ranging from
Primary Flight Display (PFD). The MB receiver 108.00 to 117.95 MHz at 50 kHz
picks audio signals from the MBs along the intervals
approach and transmits them to the pilots’ • LOC – 40 channels ranging from 108.10
headsets. to 111.95 MHz at 50 kHz intervals
• GS – 40 channels ranging from 329.15
to 335.00 at 150 kHz intervals
• MB – fixed at 75.00 MHz
The GS receiver is activated with the

corresponding frequency when the VOR/LOC
receiver is tuned to a localizer frequency.
The VOR/ILS navigation radio only provides a

bearing when tuned to VOR frequency. There is
no bearing for ILS frequencies. If an ILS
frequency is tuned, the bearing data displayed
on the PFD will reflect this condition.
10/2/2003
Page 1 of 8
Antennas The FMS allows you to store 20 presets when
tuning the VOR/ILS to a station. (There are no
The VOR antennas (ANT) as well as the location presets available for first flight.)
on the UH-60M helicopter differ from the
antennas on the UH-60A/L. The VOR antennas
are now tubular-type antennas located further aft
(one on each side) of the tail cone.
VOR/ILS ANT
The MB and the GS ANTs and the locations of

the ANT are the same as the ANT locations on
the UH-60A/L.
Controls
FMS
FMS Navigation
system is fully integrated with the FMS and is
controlled by the FMS via the MIL-STD-1553B
data bus. The VOR navigation can be accessed
by a single keystroke “NAV” on the FMS. The
screen appears with Radio Navigation, each
displaying VOR/ILS/MB and ADF/ANT
information. Pressing soft key (SK)-1/SK-5
brings you to “RNAV SETTINGS” page and will
allow you to set VOR/ILS/MB navigation aids.
RADIO NAVIGATION PAGE
10/2/2003
Page 2 of 8
BEARING POINTERS
The PFD detects the direction of rotation of the

outer knob to adjust the No. 1 bearing pointer. It
RADIO NAVIGATION SETTINGS also detects the direction of rotation of the inner
knob to adjust the No. 2 bearing pointer. The
No. 1 or the No. 2 bearing pointer can be used
FD/DCP as the VOR/ILS navigation source or as an FMS
navigation source.
The FD/DCP controls the navigation sources as
well as the sources from the Automatic Flight
Control System (AFCS)
There are two knobs on the FD/DCP that control

the VOR/ILS:
• NAV Source Select/Omni Bearing

Select (OBS)
• Bearing 1 and Bearing 2 Pointer adjust.
The PFD detects the direction of rotation of the BEARING POINTERS

outer knob (Reference NAV Source Select) to
select a navigation source from the following list: Indications
• ILS Once the VOR/ILS is tuned to a frequency, the
• VOR frequency will be displayed via Electronic Flight
• Back Course (BC) Instrument System (EFIS) junction box and
ARINC-429 bus to the PFD. The PFD will
The PFD synchronizes OBS to the current indicate VOR or ILS depending on the tuned
bearing to the selected source when push-to- frequency.
sync (OBS inner knob) is pressed.
When the navigation source is selected on the
NAV/OBS SEL FD/DCP, the information will be displayed on the
PFD.
NAV REF
SRC OBS SEL
CAP CAP 250 2500 1500 120 240 500 ****
REF
BRG BRG
1 2 ADJ GA DECL
CAP HVR
UMAV001_5
BRG 1/BRG 2
FD/DCP
NAVIGATION SOURCE SELECTED

10/2/2003
Page 3 of 8
FMS Status and Test TEST
The FMS provides status and test via MIL-STD- Pressing the TST button on the FMS and then
1553B data bus from the VOR/ILS. pressing softkey (SK)-2 will access the test for
the VOR/ILS. When the Test page appears, an
STATUS overall status of the VOR/ILS will be displayed.
Test for VOR/ILS can be selected from this
Pressing the STS button on the FMS and then page. An Initiated Built-In Test (IBIT) can be
pressing softkey (SK)-2 will access the status initiated for the VOR/ILS. Upon completion of
page for the VOR/ILS. When the Status page the test, VOR/ILS IBIT screen will display the
appears, an overall status of the VOR/ILS will be overall subsystem test results only. No fault data
displayed. Status for VOR/ILS can be selected will be provided.
from this page. All faults and failures will be
displayed under the VOR/ILS if a fault or failure
should occur.
RADIO NAVIGATION TEST PAGE
RADIO NAVIGATION STATUS PAGE
VOR/ILS TEST PAGE
VOR/ILS STATUS PAGE
10/2/2003
Page 4 of 8
System Operation
Operation and navigation control of the VOR/ILS
is provided by the FMS via MIL-STD-1553B data
bus. VOR/ILS data will be displayed on the PFD
via VOR/ILS outputs.
The VOR system is capable of operating from

108.00 to 117.95 MHz. Course information is
presented by the deviation pointer and the No. 1
or No. 2 bearing pointer. ILS makes up the
combination of the GS and LOC capabilities.
The MB portion of the receiver visually indicates
on the PFD and aural signals are heard over the
pilot’s headset when passing over a transmitting
MB. The desired type of operation is selected by
tuning the receiver to the corresponding
frequency of that operation. ILS operation is
selected by tuning to the odd tenth MHz
frequencies from 108.0 to 111.95 MHz. VOR
operation is selected by tuning from 108.0 to
117.95 MHz. The three receiver sections
perform the intended functions independently.
Degraded performance within any one of the

major sections will not affect performance of the
others.
10/2/2003
Page 5 of 8
COCKPIT NOSE TUNNEL
AN/ARN-147(V) VOR/ILS RECEIVER
10/2/2003
Page 6 of 8
No.1 No.2
VOR/LOC VOR/LOC VOR/ILS
Antenna Antenna
70600-05002-101 70600-05002-101 AN/ARN-147(V) 28
28 VDC
VDC 2 NO.2 DC ESNTL BUS
VOR/ILS
Receiver J1
LOC1 RF LOC2 RF R-2594/ARN-147(V)
GS Antenna (CPN:622-6376-020)
70600-01043-101
Mount VOR/LOC
MT-6313/ARN AUDIO Digital
(CPN: 622 -6380-001) ICS ICU
RF RF Either FMS Provides Control and Display:
MB RF GS RF MB
Localizer Phasing AUDIO
Coupler
• 20 Presets, Preset Names
M55339/17-00274 • Tuning 108.00 to 117.95 in steps of .05
Rotor Mod Select • HI/LO Sense Select
REC J4
VOR/ILS
RF J3 RT Address 16
J2 J5
Bus A Bus A
Bus B Bus B
ARINC-429:
VOR Absolute Bearing
LOC Dev
GS Dev
EFIS EFIS
J-Box #1 J-Box #2
#1 MFD #2 MFD #3 MFD #4 MFD
VOR/ILS Block Diagram
10/2/2003
Page 7 of 8
NOTES
10/2/2003
Page 8 of 8
Section 3-3.2
AN/ARN-149 (V) Low

Frequency/Automatic Direction
Finding (LF/ADF) System
Description
The AN/ARN-149(V) LF/ADF navigation system
on the UH-60 A/L aircraft is being replaced with
AN/ARN-149(V) LF/ADF navigation system on
the UH-60M aircraft. An LF/ADF control panel ADF RECEIVER
located in the lower center console controlled
the LF/ADF system on the UH-60A/L. Now the
LF/ADF system is controlled by the Flight Antenna
Management System (FMS) via a MIL-STD-
1553B data bus. The Antenna system is a single combination
antenna containing both loop and sense
The AN/ARN-149(V) LF/ADF navigation system elements. The signal from one loop element and
is source selected on the Flight Director/Display the signal from the other loop element are
Control Panel (FD/DCP) via ARINC-429 and modulated and combined, phase shifted 90°,
displayed on the Primary Flight Display (PFD). and amplified. The resulting loop signal is
summed with the sense antenna signal and sent
to the ADF radio for visual and tone execution.
Components
The LF/ADF system is comprised of the Controls
following components:
FMS Navigation
• LF/ADF Receiver
• Antenna The AN/ARN-149(V) LF/ADF navigation set is
fully integrated with the FMS and is controlled by
LF/ADF Receiver the FMS via the MIL-STD-1553B data bus. The
LF/ADF navigation can be accessed by a single
The AN/ARN-149 (V) LF/ADF navigation system keystroke “NAV” on the FMS. The screen
provides a continuous indication of magnetic appears with Radio Navigation, each displaying
bearing and slant range to a selected station. It VOR/ILS/MB and ADF/ANT information.
can operate in conjunction with a suitably Pressing softkey (SK)-2/SK-5 brings you to
equipped aircraft, ship, or shore installation. The “RNAV SETTINGS” page and will allow you to
system operates in a frequency range of 100 to set LF/ADF navigation aids.
2199.5 kHz, in 0.05 kHz increments.
The FMS allows you to store 20 presets when
tuning the LF/ADF to a station. (There are no
presets available at this time for first flight.)
10/2/2003
Page 1 of 6
Indications
The FD/DCP synchronizes Omni Bearing Select
(OBS) to the current bearing to the selected
source when push-to-sync (OBS) inner knob) is
pressed.
NAV/OBS SEL
NAV REF
SRC OBS SEL
CAP CAP 250 2500 1500 120 240 500 ****
REF
BRG BRG
1 2 ADJ GA DECL
CAP HVR
RADIO NAVIGATION UMAV001_5
BRG 1/BRG 2
FD/DCP
The FD/DCP detects the direction of rotation of

the outer knob to adjust the No. 1 bearing
pointer. It also detects the direction of rotation of
the inner knob to adjust the No. 2 bearing
pointer. The No. 1 or the No. 2 bearing pointer
can be used as the LF/ADF Navigation source
or as an FMS navigation source.
ADF SETTINGS
10/2/2003
Page 2 of 6
FMS Status and Test TEST
The FMS provides status and test indications via Pressing the TST button on the FMS and then
MIL-STD-1553B data bus from the LF/ADF. pressing SK-6 will access the test for the
LF/ADF. When the Test page appears, an
STATUS overall status of the LF/ADF will be displayed.
Test for LF/ADF can be selected from this page.
Pressing the STS button on the FMS and then An Initiated Built-In Test (IBIT) can be initiated
pressing softkey 6 will access the status page for the LF/ADF. Upon completion of the test,
for the LF/ADF. When the Status page appears ADF IBIT screen will display the overall
an overall status of the LF/ADF will be subsystem test results only. No fault data will be
displayed. Status for LF/ADF can be selected provided
from this page. All faults and failures will be
displayed under the LF/ADF if a fault or failure
should occur.
RADIO NAVIGATION TEST PAGE
RADIO NAV STATUS PAGE
ADF TEST PAGE
ADF STATUS PAGE
10/2/2003
Page 3 of 6
System Operations
The ADF system has two functional modes of
operation: ANT and ADF. The ANT mode
functions as an audio receiver providing only an
audio output of the received signal. The ADF
mode functions as both audio receiver and an
ADF, providing a relative bearing-to-station
signal to the No. 1 or No. 2 bearing pointer and
an aural output.
A TONE sub-mode of operation can be selected

in either ANT or ADF mode, providing a 1000 Hz
aural output to identify keyed carrier wave (CW)
signals. Course deviations are displayed on the
MFDs and audio tones are received in the
headsets. The LF/ADF operating mode,
frequency selection, and tone sub-modes are
controlled from either FMS that interfaces with
the LF/ADF through the 1553B data bus.
LF/ADF
Antenna
CPN: 622-6820-003
J1
AN/ARN-149 28 VDC ADF

RF
LF/ADF 2 NO.1 DC PRI BUS
Either FMS Provides Control
PWR Receiver and Display:
Modulating R-2382/ARN-149(V)1
Discretes (CPN: 622-6812-002) • 20 Presets, Preset Names
Quadrature Error Correction
J1
• Tuning 100.0 to 2999.5 in steps of 0.5
Mount
MT-6583/ARN-149(V)1 • ADF or ANT Modes
(CPN: 622-7210-001)
Configuration • NORM or TONE Modes
RT Address 18
J2 Bus A Bus A
Digital LF/ADF
ICS ICU AUDIO J3 Bus B Bus B
ARINC-429: ARINC-429:
ADF Bearing ADF Bearing
EFIS EFIS
J-Box #1 J-Box #2
#1 MFD #2 MFD #3 MFD #4 MFD
LF/ADF System Block Diagram
10/2/2003
Page 4 of 6
AN/ARN-149(V) ADF RECEIVER
Cockpit Nose Avionics Compartment “Tunnel”
10/2/2003
Page 5 of 6
NOTES
10/2/2003
Page 6 of 6
Section 3-3.3 Components
The RADALT system is comprised of the
AN/APN-209J Radar Altimeter following components:
(RAD ALT) System
• RADALT R/T – Right Hand (RH)
Description Seatwell
• Two Antennas – Cockpit area
The Radar Altimeter (RADALT) system bottom of the aircraft on both sides
provides instantaneous indication of actual
terrain clearance height. It measures and The RADALT system is interfaced with the
displays altitude above ground level to the following system components:
pilot and copilot. The Radar Altitude is
represented as a round dial analog indicator • Mission System Control Panel
and a digital readout on the Primary Flight (MSCP) – On/Off Switch and Self-
Displays (PFDs). The RADALT dial and Test
pointer provide the analog indication of the • Avionics Relay Panel – Advanced
radar altitude. The analog presentation Flight Control Computer (AFCC)
provides information that is not as easily Hover Hold
interpreted from the digital readout. The
• AFCC – RADALT Hold Engaged
white radar altitude dial provides a display
• Electronic Flight Instrument System
range of 0-1000 ft. The dial consists of three
(EFIS) Junction Boxes – Reliability
separate linear ranges:
signal to the AFCC
• 0 to 100 ft (10-ft increments)
• 100 ft to 400 ft (50-ft increments) Receiver Transmitter (R/T)
• 400 ft to 1000 ft (100-ft increments)
The AN/APN-209-J, located in the RH
If the scale is currently displayed, it remains seatwell, looks and acts the same as the
displayed until the radar altitude readout RADALT in the UH-60A/L aircraft. The
value rises above 1050 ft, at which point the analog adjustment screw on the R/T is used
scale is removed. for adjusting the pointer and digital readouts
on the indicator shown on the PFD. The
digital adjustment screw is not used.
Antennas
The RADALT antennas operate in the same
manner as the UH-60A/L aircraft. They are
also located in the same location as the UH-
60A/L. One antenna is used for the
transmitter and the other one is used for the
receiver.
Controls
Mission System Control Panel
RADALT ANALOG DIAL (MSCP)
The MSCP contains switch functions, which
control mission systems as well as controls
for navigation, altitude, and identification.
10/2/2003
Page 1 of 6
UH60M AIRCARFT1 FIRST FLIGHT TRAINING DATA
The RADALT switch turns the RADALT The “LO” radar altitude setting/display
system on and off as well as tests the provides a pilot selectable reference setting
system. The TEST position tests the system that defines the altitude at which the low
by sending a signal for altitude of 1000 ft. If radar altitude alert is activated when the
the system is working properly, the aircraft descends. The low radar altitude
corresponding altitude responds alert is used as a monitor when flying an
accordingly. approach or when in a hover, to alert the
pilot that the aircraft is passing through the
EGI 1 RAD ALT IFF
threshold defined by the low radar altitude
EGI 2
M
S ON TEST ON
setting.
N N
O O
S
Y
N R
M The “HI” radar altitude symbology provides
S OFF OFF M4
HOLD
OFF
the pilot a high radar altitude reference that
triggers an alert indication if the aircraft
UMAV003_5
climbs through the high altitude setting. The
high altitude is used as a monitor during
MSCP certain phases of flight to alert the pilot that
the aircraft is passing through the threshold
Flight Director/Display Control defined by the high radar altitude setting.
Panel FD/DCP The digital Intercommunication System
(ICS) provides a (one shot) “Low Altitude”
Both the “LO” and “HI” radar altitude values tone warning to all ICS operator stations. It
are set by either pilot from the FD/DCP will not provide a tone warning for the “High
using the reference set control on the panel Altitude”.
to adjust the value up (clockwise) or down
(counter clockwise) when the selected
function for that knob is high or low radar
altitude. The displays compute the altitudes
(HI or LO) from the reference set knob turn
information received and coordinates with
the on-side PFDs to assure that there is a
common setting.
The pilot’s FD/DCP work in conjunction with

the pilot’s inboard and outboard PFDs and
the copilot’s FD/DCP work in conjunction
with the copilot’s inboard and outboard
PFDs.
REF SET KNOB LOW RADALT Alert
NAV REF
SRC OBS SEL
CAP CAP 250 2500 1500 120 240 500 ****
REF
BRG BRG
1 2 ADJ GA DECL
CAP HVR
UMAV001_5
REF ADJUST KNOB

FD/DCP
Indications
“LO” and “HI” Radar Altitude
Symbology
HIGH RADALT Alert
10/2/2003
Page 2 of 6
Radar Altimeter Receiver/Transmitter
Right Hand Seat Well
10/2/2003
Page 3 of 6
Status and Test altitude states based on a comparison of the
altitude settings of their respective DCPs
STATUS and the measured Radar Altimeter altitude.
MFD 4 sends an ARINC-429 LO and HI
Status for the RADALT Alert warning tone is message to FMS 2 for all four MFD LO and
available from the Digital ICS Status page HI altitude states. MFD 1 sends an ARINC-
via the Flight Management System (FMS). 429 LO and HI message to FMS 1 for all
four MFD LO and HI altitude states.
Bus Controller (FMS 1 or FMS 2) performs

Weight-On-Wheels (WOW) transition logic
(e.g. Cold Start and WOW don’t assert LO
or HI altitude.)
Bus Controller (FMS 1 or FMS 2) sends the

Digital ICS a MIL-STD-1553 LO and HI
message to trigger the pilot or copilot LO
tone warning. Then the digital ICS provides
all the ICS stations a momentary (one shot)
“Low Altitude” tone warning. The digital ICS
does not provide a “High Altitude” tone
warning.
FD RADALT
The status page provides the pilots with an
ALERT ON/OFF indication. It also provides The Radar Altitude Hold function maintains
the status of each control panel and will the aircraft at a reference altitude above
detect a fault if any of the control panels or if ground level (AGL). The radar Altitude Hold
the ICS Control Unit (ICU) has failed. Mode is designed to work over water or very
flat terrain.
TEST
The Radar Altitude Hold Mode engagement
Test for the RADALT is provided by the is only done when the radar altimeter signal
MSCP. When the momentary RADALT to the FD is valid and when it is within the
TEST switch on the MSCP is placed to the normal operating range of the altimeter.
TEST and Hold position the RADALT
inhibits a test. On the Multifunction Displays
(MFDs) the RADALT pointer and digital
readout indicates between 900 and 1100 ft
(1000 ft ±100 ft). Once the test switch is
released the pointer indicates between 23 ft
and 35 ft (30 ft ±7ft) and the digital readout
indicates between 25 ft and 35 ft (30 ft ±5 ft).
System Operation
The MSCP ON/OFF switch controls power
to the RADALT system. Once power is
applied, the RADALT system provides all
indications to the MFDs. The copilot’s DCP
1 sends a signal via ARINC-429 LO and HI
altitude settings to MFD 1 and MFD 2 and
the pilot’s DCP 2 sends a signal via ARINC-
429 LO and HI Altitude settings to MFD 3
and MFD 4. All MFDs set the “LO” and “HI”
10/2/2003
Page 4 of 6
RAD ALT
LH 28 VDC
CB PWR
ANT
MSCP
Avionics
APN-209J
RCV RF Rad Alt Test Inhibit Relay Unit
RAD ALT
Test/On/Off
Aux Analog Alt

RH FCC #1 Rad Alt Test Inhibit (Note 1)
ANT Reliability
Aux Analog Alt

XMIT RF FCC #2 Rad Alt Test Inhibit (Note 1)
Reliability
Reliability Reliability
EFIS Rmt Analog Alt
Rmt Analog Alt J-Box #1 Reliability
Rmt Analog Alt
20 20 20 20
10 10 10 10
MFD #1 10 10
20 20
10 10
20 20 MFD #2
T T
Reliability Reliability
EFIS Rmt Analog Alt
Rmt Analog Alt J-Box #2 Reliability
Rmt Analog Alt
20 20 20 20
10 10 10 10
MFD #3 10 10
20 20
10 10
20 20 MFD #4
Suppression Pulse CSU T T
Radar Altimeter Block Diagram
10/2/2003
Page 5 of 6
NOTES
10/2/2003
Page 6 of 6
Section 3-3.4 If either EGI fails, it will cause a loss of attitude
and heading reference displayed on the on-side
PFD.
Embedded Global
Positioning/Inertial Navigation
Unit (EGI) System Description
The Embedded Global Positioning/Inertial
Navigation Unit (EGI) is replacing the Directional
Gyro, pilot and copilot Vertical Gyros, compass
control panel, and compass flux valve to include
the standard Doppler System of the UH-60 A/L.
The primary function of the EGI is to compute

attitude, heading, present position, velocity, and EGI
turn rate data. The EGI is a self-contained
system consisting of an inertial navigation Reversionary Switch Panel Functions
system and an embedded global positioning
receiver. The EGI provides information for other ATT REV (Attitude Reversionary)
aircraft systems to support navigation, time
distribution, flight control, and primary flight When the ATT REV is pressed to reversionary
displays. Navigation and attitude information position, it displays attitude information from the
provided includes position, acceleration, other EGI. ATT1 or ATT2 is annunciated in
velocity, true and magnetic heading, digital yellow on the failed side and white on the
attitude (roll and pitch), attitude rates, and time operating side with a box indicating both sides
data. These signals provide navigational are using the same source.
information to the pilots through the MFDs and
provide reference to control attitude and heading HDG REV (Heading Reversionary)
of the aircraft through the Automatic Flight
Control System (AFCS). When the HDG REV is pressed to reversionary
position, it displays heading and turn rate
EGI Components information from the other EGI. MAG1 or MAG2,
or TRU1 or TRU2 is annunciated in yellow on
the failed side and white on the operating side
EGI with a box indicating both sides are using the
same source.
EGI 1 located in the forward nose deck, normally
provides attitude and heading information to the
copilot PFD and EGI 2 also located in the
forward nose deck, normally provides attitude
and heading information to the pilot PFD. In the
event of both EGIs failing, it will cause a loss of
attitude and heading reference to the AFCS REVERSIONARY SWITCH PANEL
resulting in degraded operation.
10/2/2003
Page 1 of 11
EGI Controls
Mission System Control Panel
(MSCP)
The MSCP contains switch functions, which
control mission systems as well as controls for
navigation, altitude and identification. There are
two switches associated with the EGI system.
EGI 1 turns the copilot’s EGI on and EGI 2 turns
the pilot’s EGI on.
The EGIs must be shut down before A/C power

is shut down in order to perform an orderly
shutdown mission data and a Built in Test (BIT)
is saved in an orderly shutdown.
EGI 1 RAD ALT IFF EGI 2

M
S ON TEST ON
N N
O O
S N R
Y M
S OFF OFF M4 OFF
HOLD
UMAV003_5
MSCP

The FMS provides the ability to manually select
the aircraft navigation solution and control of the
navigation arbitration mode. All waypoint and
steering calculations are done within the FMS. UH-60M FMS
10/2/2003
Page 2 of 11
COCKPIT FWD NOSE
H-764 EGI 1 AND EGI 2
10/2/2003
Page 3 of 11
Initialization
Initialization of the EGIs via the FMS, provide
entry and display of initialization position, system
date and time, UTC date and time, and magnetic
variation. It displays local datum and the key
load status for each GPS receiver and provides
access to the LOCAL DATUM, FILL PORT
CONTROL, GPS KEYS and DTS screens. Each
EGI independently initializes with system
position, date, time, and alignment type based
on the weight on wheel state and platform
operation selection. The EGI alignment time and
mode is displayed for each EGI. It provides
control of platform operation, navigation INI 2 OF 2 PAGE
arbitration mode and the automatic navigation
mode selection for each EGI. There are modes that the EGIs transitions
through via the FMS when EGI 1 or EGI 2 switch
The system initialization position is saved on the Mission Control Panel is placed in the on
separately from the aircraft position and is position and when the EGI alignment is in
displayed whenever the FMS screen is re- process. These modes are:
entered. The date and time of the initialization
position is used for RGI initialization with the “OFF” - EGI 1553 communication is not active,
exception of “ON” - EGI 1553 communication is active,
“STANDBY” - EGI is in standby mode,
1. System initialization position, date and “ORIENT” - EGI is in orient mode,
time that are equivalent to the initial “FAIL” - EGI is failed,
software load values and have not been “TEST” - EGI is in IBIT,
manually entered or updated by the “ATT” - EGI attitude is valid and not aligning,
GPS. “AHRS” - EGI attitude is valid and heading is
valid and not aligning,
The Initialization is accessed via the FMS by “ALIGN” - EGI is aligning,
pressing the fixed function key INI on the “D-NAV RDY” - EGI has reached degraded Nav
keypad. ready performance and is fine aligning,
“NAV RDY” - EGI alignment complete and in
Nav Ready mode,
“DEG NAV” - EGI is in degraded NAV mode,
“NAV” which indicates that EGI1 is in NAV
mode.
INI 1 OF 2 PAGE
10/2/2003
Page 4 of 11
Indications FMS Header Indications
All indications for the EGIs are available within The navigation header on the FMS displays EGI
the FMS then sent via the data bus system to 1 and EGI 2 navigation information of the
the Primary Flight Displays (PFDs). The EGI following solutions:
system provides the following via the FMS:
• IG1/IG2 – Indicates blended solution
• An aircraft position output selectable as with GPS aiding
- Pure GPS • I-1/-2 – Indicates blended solution
- Blended GPS/Inertial Solution without GPS aiding
- Pure Inertial • GP1/GP2 – Indicates pure GPS solution
• Inertial Velocities (Vx/Vy/Vz and • IN1/IN2 – Indicates pure Inertial solution
Vh/Vd/Vv
• EGI status and GPS RAIM condition
• Primary heading and attitude
information
It also provides access to the following FMS

screens:
• INS DATA
• GPS DATA
• NAV CONFIGURATION
NAV HEADER DISPLAY
The EGI system can be accessed by a single
keystroke “EGI” on the FMS. The screen The Navigation Mode display transitions to
appears with Navigation, displaying EGI system inverse video if the selected navigation mode is
information. By pressing any one of the soft- not usable for navigation.
keys will allow you to manually select settings
and controls as well as being able to access INS DATA
INS, GPS data, and NAV configuration pages.
The INS DATA provides Protection of Blended
Solution (POBS) control for each EGI. Each EGI
reports the inertial attitude and heading, heading
reference, magnetic variation, wind range, wind
bearing and Horizontal Uncertainty Limit (HUL)
and displays it on the FMS as well as the PFDs.
The time since last GPS update to the EGI
blended solutions is also displayed.
POBS
The POBS provides a method to protect the

integrity of the blended INS/GPS solution by
preventing the malfunctioning of GPS satellites
from corrupting the Blended navigation solution.
The POBS detection occurs when one of the
EGI NAVIGATION PAGE following is met:
• GPS measurements exceed expected

fault free performance.
• Fewer than five satellites are used in the
GPS solution.
10/2/2003
Page 5 of 11
POBS detection can be disabled to allow the GPS Summary
GPS aiding to the Blended solution when it is
desirable to process less then five satellites. The GPS summary page provides satellite
information for both GPS 1 and GPS 2 when
With FMS power on, the POBS Control defaults selected. It also provides indication whether the
to “ON” when the aircraft is on the ground and satellites are used in the navigation solution.
the last saved selection when the aircraft is in
flight. There are 12 channels available for use with the
navigation solution. When a specific satellite is
used for the navigation solution the CH line is
displayed in inverse video.
INS DATA DISPLAY

GPS SUMMARY SV PAGE
GPS DATA
SV – Satellite Vehicle Number ranges from 0 to
The GPS data provides Selective Availability
32.
(SA) mode control for each GPS receiver. It
displays the receiver mode, solution state and
FQ – Satellite frequency carrier are between
solution performance of each GPS receiver and
“L1” (Link One) or “L2” (Link Two).
also provides access to the satellite summary
screen for each GPS receiver.
CODE – Psuedorange Codes are “C/A” Code,
“P” Code, or “Y” Code.
With power on the GPS SA mode defaults to
“MIX” with the aircraft on the ground and the last
STATE – Channel State ranges from 1 to 5 and
saved selection is set.
7.
C/N – Carrier to noise ratio of the GPS ranges

from 01 to 63 dB Hz.
FMS Status And Test

STATUS
FMS can check the status of the EGIs. By

selecting Fixed Function key STS on the FMS
accesses the MAIN STATUS PAGE. Pressing
(SK) 1 from the MAIN STATUS PAGE accesses
the EGI ADC status page. From the EGI ADC
Status page, pressing SK 1 or SK 6 accesses
status for EGI 1 and EGI 2. This menu selection
GPS DATA PAGE will allow a user to view the status of the EGIs.
All faults and failures will be displayed under the
10/2/2003
Page 6 of 11
EGIs if a fault or failure should occur. These NO NAV DATA
faults are as follows: U GYRO
V GYRO
W GYRO
R ACCEL
S ACCEL
T ACCEL
POWER SUPPLY
INERTIAL CALIB
SYS PROCESSOR
TEST

and review tests of all systems and subsystems
or line replaceable units (LRU’s) that can
conduct an Initiated Built In Test (IBIT). By
MIAN STATUS PAGE selecting soft key (SK) 1 from the MAIN TEST
PAGE accesses EGI 1 test page. Selecting SK 6
accesses EGI 2 test page. This menu selection
allows the operator to initiate an IBIT of the EGIs
All faults and failures will be displayed under the
EGI if a fault or failure should occur.
.
EGI ADC STATUS PAGE
MAIN TEST PAGE
EGI STATUS PAGE
BATTERY FAIL
NO EGR DATA
EGR STATUS FAIL
EGI 1 AND 2 TEST PAGE
EGR CHECKSUM
INERTIAL REF
10/2/2003
Page 7 of 11
is the number the of the EGI to
be tested
2. The test is not initiated until the
EGI power is set to “ON”.
Therefore, if the Screen is
exited the test is terminated.
• The operator sets EGI-X power to “ON”

1. Once EGI-X power is set to
“ON”, “TEST IN PROGRESS”
shall be displayed in the Test
Message Line
2. The EGI initiates the fault
detection part of the test.
• The EGI performs an alignment upon

EGI TEST PAGE completion of the Fault detection.
• Upon completion of the alignment, The EGI
reports any faults to the FMS.
System Operation
EGI Initialization
While an EGI is in test, at least one EGI is
powered on and available for navigation.
If SK-1 is pressed and the EGI that is not being

tested is OFF, the test is inhibited and “PWR ON
EGI 1 or EGI 2 ” is in the Test Message Line
where Y is the number the of the EGI not to be
tested.
If SK-1 is pressed and the EGI not to be tested

is in TST the test is inhibited and “EGI-Y IN
TEST is displayed in the Test Message Line
where Y is the number of the EGI not to be
tested.
There is a sequence of events that need to be

accomplished in conducting the EGI test:
• The operator sets EGI-X power to “OFF”.

1. If SK-1 is pressed and the EGI INITIALIZATION 1 PAGE
to be tested is ON the test is
inhibited and “PWR OFF EGI-X”
is displayed in the Test On power up the FMS displays the initialization
Message Line where X is the page. The latitude and longitude values along
number the of the EGI to be with the Greenich Mean time (GMT) must then
tested, and “READY FOR be entered and accepted. When placing the EGI
TEST” is displayed in the Test 1 and EGI 2 switch to the on position on the
Message Line. Mission Control Panel (MSCP), within several
seconds the FMS transitions through the
• The Test select key is pressed. following:
1. Upon selection of TEST, “PWR
ON EGI-X” shall be displayed in • OFF
the Test Message Line where X • STANDBY
• ORIENT
10/2/2003
Page 8 of 11
After approximately four minutes the FMS
Within 45 seconds the following occurs: indicates:
• On the FMS EGI 1 MODE transition to: • EGI 1 or 2 MODE NAV

ATT • The heading display and the three digit
• On the CPLT INBD and OTBD MFDs heading value are still present on the MFDs
ATTITUDE Ball is shown with valid pitch and the red HDG flag is no longer displayed.
and roll
ATTITUDE DISPLAY INITIALIZATION 2 PAGE
Monitoring the alignment in progress, with For first flight, PLATFORM (SK-4) is defaulted to
several seconds the following is displayed on LAND and NAV ARB MODE (SK-9) is defaulted
the FMS: to AUTO when weight-on-wheels (WOW). EGI 1
and 2 AUTO NAV is also defaulted to ON when
• EGI 1 or 2 MODE ALIGN power is applied.
• INIT 1 or 2 is displayed without the arrow on
the FMS
Within the next two minutes the attitude display

is still present and the red HDG flag is replaced
by a three digit heading value.
10/2/2003
Page 9 of 11
Chelton GPS L1/L2 Active Antenna 2
No. 1 No. 2 No. 3 No. 4 Part No. 20-13K4-11-UH60M
MFD MFD MFD MFD
+5 VDC Supplied
+5 VDC Supplied
by EGI 2
by EGI 1 EGI 1 EGI 2 EGI 1 EGI 2 EGI 1 EGI 2 EGI 1 EGI 2
Tx CH4 Tx CH4 Tx CH4 Tx CH4 Tx CH5 Tx CH5 Tx CH5 Tx CH5
No. 1 EFIS Junction Box No. 2 EFIS Junction Box
EGI 2 Tx CH1 EGI 1 Tx CH4 EGI 2 Tx CH4 EGI 1 Tx CH5 EGI 2 Tx CH5
EGI 1 Tx CH2
EGI 1 Tx CH1 EGI 2 Tx CH2

NO. 1 NO. 2
EGI 1 Tx CH6 (Spare) EGI 2 Tx CH6 (Spare) AFCC
AFCC
No. 1 5 No. 1 Pri. 28 Vdc No. 2 Pri. 28 Vdc 5 No. 2
EGI+429 EGI+429
Load 5 No. 1 Bat. Util. No. 2 Bat. Util. 5 Load
Crypto I/F H-764GU H-764GU Crypto I/F
Access Honeywell Access
Honeywell
Panel Part No. EGI 1 On/Off EGI 2 On/Off Panel
Mission Systems Part No.
34209950- Control Panel 34209950-
ARC-220 CN13 CN13 ARC-164
S1 S4
HF-Radio UHF/AM
Bus A Bus B
PTTI - HAVE QUICK I/F Bus A Bus B PTTI - HAVE QUICK I/F
No. 1 CDU Rx CH2 No. 1 No. 2 CDU Rx CH2 No. 2

ARC-201D CDU CDU ARC-201D
SINCGARS SINCGARS
Emergency Control Panel No. 1 No. 2 Emergency Control Panel
S1 ADC Bus A Bus B Bus A Bus B ADC S1
Zeroize Zeroize
Switch Switch
NAV/COM Redundant MIL-STD-1553 Bus
EGI Block Diagram
10/2/2003
Page 10 of 11
NOTES
10/2/2003
Page 11 of 11
Section 4
End of Course Administration
Course Critique
It is requested that Sikorsky Aircraft Training

Customer take a moment and let us know how we
did. Please complete the course critique form
provided and let us know what you thought of the
training and training materials. If you felt that
something could be added to make the data more
relavent to your job performance, please include
those observations as well.
The Sikorsky UH-60M Program thanks you for

your participation in the first UH-60M Training
delivered.
3/9/2004
Page 1 of 2
This Page
Intentionally Blank
3/9/2004
Page 2 of 2
Section 4
End of Course Administration
Course Critique
It is requested that Sikorsky Aircraft Training

Customer take a moment and let us know how we
did. Please complete the course critique form
provided and let us know what you thought of the
training and training materials. If you felt that
something could be added to make the data more
relavent to your job performance, please include
those observations as well.
The Sikorsky UH-60M Program thanks you for

your participation in the first UH-60M Training
delivered.
3/9/2004
Page 1 of 2
This Page
Intentionally Blank
3/9/2004
Page 2 of 2
Glossary
ACRONYMS/ABBREVIATIONS
ADC AIR DATA COMPUTER

ADF AUTOMATIC DIRECTION FINDER
AFCC AUTOMATIC (ADVANCED) FLIGHT CONTROL COMPUTER
AFCS AUTOMATIC FLIGHT CONTROL SYSTEM
AGL ABOVE GROUND LEVEL
ALE AUTOMATIC LINK ESTABLISHMENT
ALT ALTITUDE
ALTP ALTITUDE PRESELECT
AME AMPLITUDE MODULATION EQUIVALENT
AMLCD ACTIVE MATRIX LIQUID CONTROL DISPLAY
AMS AVIONICS MANAGEMENT SYSTEM
ANT ANTENNA
APU AUXILIARY POWER UNIT
AS AIRSPEED HOLD
ATC AIR TRAFFIC CONTROL
ATM AIRCREW TRAINING MANUAL
AVC ACTIVE VIBRATION CONTROL
AVCC ACTIVE VIBRATION CONTROL COMPUTER
AVCS ACTIVE VIBRATION CONTROL SYSTEM
BAR ALT BAROMETRIC ALTITUDE

BBC BACKUP BUS CONTROLLER
BC BUS CONTROLLER
BACK COURSE
BIT BUILT-IN TEST
°C CELSIUS
CAA CIVIL AVIATION AUTHORITIES
CALL CALL OVERIDE
CAS CREW ALERTING SYSTEM
CAWS CENTRAL AURAL WARNING SYSTEM
CBIT CONTINUOUS BUILT-IN TEST
CEFS CRASHWORTHY EXTENDED RANGE FUEL SYSTEM
CERFS CRASHWORTHY EXTENDED RANGE FUEL SYSTEM
CDU CENTRAL DISPLAY UNIT
CONTROL DISPLAY UNIT
CIP COMPONENT IMPROVEMENT PROGRAM
COM SUM COMMUNICATION SUMMARY
CPU CENTRAL PROCESSING UNIT
CSU CENTRAL SUPPRESSION UNIT
CT CIPHER TALK
CVR COCKPIT VOICE RECORDER
CW CONTINUOUS WAVE
3/9/2004
Page 1 of 6
D
DAFCS DIGITAL AUTOMATIC FLIGHT CONTROL SYSTEM

DCEL DECELERATION
DCP DISPLAY CONTROL PANEL
DCU DATA CONCENTRATOR UNIT
DDFCC DUAL DIGITAL FLIGHT CONTROL COMPUTER
DEC DIGITAL ENGINE CONTROL
DECU DIGITAL ENGINE CONTROL UNIT
DSAS DIGITAL STABILITY AUGMENTATION SYSTEM
DTS DATA TRANSFER SYSTEM
ECCM ELECTRONIC COUNTER-COUNTERMEASURES

ECP EMERGENCY CONTROL PANEL
EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM
EGI EMBEDDED GPS/INERTIAL NAVIGATOR
EICAS ENGINE INSTRUMENT CAUTION/ADVISORY SYSTEM
ELT EMERGENCY LOCATOR TRANSMITTER
EMC ELECTROMAGNETIC COMPATIBILITY
EMCON EMISSION CONTROL
EME ELECTROMAGNETIC ENVIRONMENT
EMG EMERGENCY
EMI ELECTROMAGNETIC INTERFERENCE
EMP ELECTROMAGNETIC PULSE
EMV ELECTROMAGNETIC VULNERABILITY
EP ELECTRONIC PROTECTION
ESD ELECTROSTATIC DISCHARGE
ESIS ELECTRONIC STANDBY INSTRUMENT SYSTEM
ESSS EXTERNAL STORES SUPPORT SYSTEM
EU ELECTRONIC UNIT
EW ELECTRONIC WARFARE
°F FAHRENHEIT
FAA FEDERAL AVIATION ADMINISTRATION
FCC FLIGHT CONTROL COMPUTER
FD FLIGHT DIRECTOR
FDS FLIGHT DISPLAY SYSTEM
FFK FIXED FUNCTION KEY
FG FORCE GENERATOR
FH FREQUENCY HOPPING
FLIR FORWARD LOOKING INFRARED
FMS FLIGHT MANAGEMENT SYSTEM
fpm FEET PER MINUTE
FPS FLIGHT PATH STABILIZATION
GA GO AROUND
GATM GLOBAL AIR TRAFFIC MANAGEMENT
GPS GLOBAL POSITIONING SYSTEM
GS GLIDE SLOPE
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H
HDG HEADING
HERF HAZARDS OF ELECTROMAGNETIC RADIATION TO FUEL
HERO HAZARDS OF ELECTROMAGNETIC RADIATION TO ORDNANCE
HERP HAZARDS OF ELECTROMAGNETIC RADIATION TO PERSONNEL
HF HIGH FREQUENCY
HIRSS HOVER INFRARED SUPPRESSOR SYSTEM
HMU HYDROMECHANICAL UNIT
HIS HORIZONTAL SITUATION INDICATOR
HSM HIGH-SPEED MACHINING
HUD HEADS-UP DISPLAY
HVQK/HQ HAVEQUICK
HVR HOVER
IAS INDICATED AIRSPEED

IBIT INITIATED BUILT-IN TEST
ICAO INTERNATIONAL CIVIL AVIATION ADMINISTRATION
ICS INTERCOMMUNICATION SYSTEM
ICU INTERFACE CONTROL UNIT
IDM IMPROVED DATA MODEM
IFF IDENTIFICATION FRIEND OR FOE
IGB INTERMEDIATE GEAR BOX
IHIRSS IMPROVED HOVER INFRARED SUPPRESSOR SYSTEM
ILS INSTRUMENT LANDING SYSTEM
I/O INPUT/OUTPUT
KIAS KNOTS INDICATED AIRSPEED

kts KNOTS
LDS LASER DETECTION SET

LED LIGHT EMITTING DIODE
LF LOW FREQUENCY
LH LEFT HAND
LNAV LONG RANGE NAVIGATION
LOC LOCALIZER
LRU LINE REPLACEABLE UNIT
LSB LOWER SIDE BAND
MB MARKER BEACON
MEDEVAC MEDICAL EVACUATION
MFD MULTIFUNCTION DISPLAY
MGB MAIN GEAR BOX
MSCP MISSION SYSTEM CONTROL PANEL
MSL MEAN SEA LEVEL
MT MAINTENANCE TERMINAL
MTOP MAIN TRANSMISSION OIL PRESSURE
MTOT MAIN TRANSMISSION OIL TEMPERATURE
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MU MECHANICAL UNIT
MVOL MASTER VOLUME CONTROL
NAV SRC NAVIGATION SOURCE

NVG NIGHT VISION GOGGLE
O&S OPERATIONAL AND SUPPORT

OAT OUTSIDE AIR TEMPERATURE
OBS OMNIBEARING SELECT
PBIT POWER-UP BUILT-IN TEST

PEA PLANNED ENROUTE ALTITUDE
PFD PRIMARY FLIGHT DISPLAY
PGC PLANNED GROUND CLEARANCE
PSI POUNDS PER SQUARE INCH
PT PLAIN TALK
PTF PEAK TEMPERATURE FACTOR
PTT PUSH-TO-TALK
PV PRIVATE
RADALT RADAR ALTIMETER

RALT RADAR ALTITUDE
RAM RELIABILITY, AVAILABILITY, AND MAINTAINABILITY
RCU REMOTE CONTROL UNIT
Rf/RF RADIO FREQUENCY
RH RIGHT HAND
RMT REMOTE
R/T RECEIVER TRANSMITTER
RT REMOTE TERMINAL
RWR RADAR WARNING RECEIVER
SARSAT SEARCH AND RESCUE SATELLITE-AIDED TRACKING

SAS STABILITY AUGMENTATION SYSTEM
SBIT START-UP BUILT-IN TEST
SDC SIGNAL DATA CONCENTRATOR
SINCGARS SINGLE CHANNEL GROUND AND AIRBORNE RADIO SYSTEM
SK SOFT KEY
SRU SHOP REPLACEABLE UNIT
SSR SECONDARY SURVEILLANCE RADAR
TACAN TACTICAL AIR NAVIGATION

TBC THERMAL BARRIER COATING
TGB TAIL GEAR BOX
TGT TURBINE GAS TEMPERATURE
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T/R TRANSMITTER/RECEIVER
UHF ULTRA HIGH FREQUENCY

USB UPPER SIDE BAND
VCAS VIBRATION CONTROL ACTUATION SYSTEM

VHLD VELOCITY HOLD
VIDS VERTICAL INSTRUMENT DISPLAY SYSTEM
VLEA VARIABLE LOAD ENERGY ABSORBER
VNAV VERTICAL NAVIGATION
Vne VELOCITY NOT TO EXCEED
VOR VHF OMNI-DIRECTIONAL RANGE
VOX VOICE OPERATED
VS VERTICAL SPEED
VSI VERTICAL SPEED INDICATOR
WOW WEIGHT-ON-WHEELS
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Intentionally Blank
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UH-60M Test PIlot Course Fam Guide

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UH-60M Test PIlot Course Fam Guide

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What is the purpose of the UH-60M Developmental Test Pilot Familiarization Course?

What is the purpose of the UH-60M Developmental Test Pilot Familiarization Course?

What systems are covered in the course?

What systems are covered in the course?

UH-60M

UH-60M Developmental Test

FOR TRAINING PURPOSES ONLY

SUBJECT: UH-60M Developmental Test Pilots Systems Familiarization Manual

ATTACHMENT: UH-60M Developmental Test Pilots Systems Familiarization

TO: Recipient of Manual

Section 2-5 Aircraft Systems - Automatic Flight Control System

Please provide comments or observation related to these training materials to:

Unit 1 - Introduction Unit 4 – End of Course Administration

Section 1 – Introduction to Course Section 4-1 – Course critique

Section 2-2 – T-700-701D

Section 2-3 – Fuel System

Section 2-4 – Mechanical Flight Control

Section 2-5 – Dual Digital AFCS

Section 2-6 – Powertrain Systems

Section 2-7 – Main and Tail Rotor

Section 2-8 – Electrical Systems

Section 2-9 – Aircraft Lighting Systems

Section 2-10 – Flight Display System

Section 2-11 – Active Vibration Control

Unit 3 – Avionic Systems

Section 3-1 – Flight Management System

Section 3-2 – Communication Systems

Section 3-3 – Navigation Systems

Introduction to Course Food Service Location/Hours

In some cases, data related to systems or

Scheduled presentation times will start at 8:00 am Flight Line Access

(561) 775-5511/-5512 (ext.5-5511/5-5512)

(561) 775-5555 (ext. 5-5555)

The UH-60 modernization and enhancement

1. Pitot Cutter 13. No. 1 Engine

UH-60M General Arrangement

26. Upper Anticollision Light 37. Tail Pylon Fold Hinges

UH-60M General Arrangement 9/3/2003

FUSELAGE WIDTH WITH

WHEEL BASE 29 FEET

FUSELAGE LENGTH 50 FEET 7.5 INCHES

OVERALL LENGTH 64 FEET 10 INCHES

*TAIL ROTOR IS CANTED 20 o. UPPER

12 FEET 11 FEET 12 FEET

MAIN ROTOR PYLON

TAIL ROTOR PYLON

ON VID BRT BRT ON VID

BRT CON BRT CON

NAV REF NAV REF

1. UPPER CONSOLE 9. INSTRUMENT PANEL 17. CHAFF RELEASE SWITCH

The windows that surround the operators have

Shelving found in both seatwells has been

In right side of the cockpit overhead, provisions for

NON SECURE RADIOS WILL NOT BE KEYED

ON VID BRT BRT ON VID

BRT CON BRT CON

NAV REF NAV REF

UH-60M Instrument Panel

NO. 1 DC ESNTL BUS VIB

1 1 STBY INST NO. 1 NO. 2 NO. 1 NO. 2 APU 1 1