Op Manual UH-60A UH-60L EH-60A Helicopter

*TM 1-1520-237-10
TECHNICAL MANUAL
OPERATOR’S MANUAL
FOR
UH-60A HELICOPTER
UH-60L HELICOPTER
EH-60A HELICOPTER
DISTRIBUTION STATEMENT A. Approved for public release; distribution is unlimited.
*This manual supersedes TM 1-1520-237-10, dated 31 August 1994, including all changes.
HEADQUARTERS, DEPARTMENT OF THE ARMY
31 OCTOBER 1996
TM 1--1520--237--10
10
CHANGE HEADQUARTERS
DEPARTMENT OF THE ARMY
NO. 10 WASHINGTON, D.C., 30 September 2002
OPERATOR’S MANUAL
FOR
UH-60A, UH-60L AND EH-60A HELICOPTERS
DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.
TM 1--1520--237--10, dated 31 October 1996, is changed as follows:
1. Title has been changed to read as stated above.
2. Remove and insert pages as indicated below. New or changed text material is indicated by a vertical bar
in the margin. An illustration change is indicated by the current change number. Text that flows to the
following page is indicated by the current change number.
Remove pages Insert pages

A through D A through D
i through v/(vi Blank) i through v/(vi Blank)
2--1 and 2--2 2--1 and 2--2
2--11 and 2--12 2--11 and 2--12
2--15 and 2--16 2--15 and 2--16
2--21 through 2--24 2--21 through 2--24
2--31 through 2--34 2--31 through 2--34
2--34.1/(2--34.2 Blank) 2--34.1/(2--34.2 Blank)
2--35 and 2--36 2--35 and 2--36
2--45 through 2--48 2--45 through 2--48
------------------------------ 2--48.1/(2--48.2 Blank)
2--55 and 2--56 2--55 and 2--56
2--64.1 and 2--64.2 2--64.1 and 2--64.2
2--83 and 2--84 2--83 and 2--84
2--93 and 2--94 2--93 and 2--94
3--7 and 3--8 3--7 and 3--8
3--11 and 3--12 3--11 and 3--12
3--19 through 3--26 3--19 through 3--26
------------------------------ 3--26.1 through 3--26.3/(3--26.4 Blank)
3--33 and 3--34 3--33 and 3--34
TM 1--1520--237--10
C10

3--46.3 through 3--46.8 3--46.3 through 3--46.8
3--46.11 through 3--46.18 3--46.11 through 3--46.18
3--55 and 3--56 3--55 and 3--56
3--73 through 3--76 3--73 through 3--76
4--3 through 4--12 4--3 through 4--11/(4--12 Blank)
4--12.1/(4--12.2 Blank) ------------------------------
4--25 and 4--26 4--25 and 4--26
4--35 through 4--40 4--35 through 4--40
4--42.1/(4--42.2 Blank) 4--42.1/(4--42.2 Blank)
4--48.1/(4--48.2 Blank) 4--48.1/(4--48.2 Blank)
4--49 and 4--50 4--49 and 4--50
4--50.1/(4--50.2 Blank) 4--50.1/(4--50.2 Blank)
4--51 through 4--56 4--51 through 4--56
4--59 and 4--60 4--59 and 4--60
4--60.1 through 4--60.6 4--60.1 through 4--60.6
5--3 through 5--8 5--3 through 5--8
5--23 through 5--25/(5--26 Blank) 5--23 through 5--25/(5--26 Blank)
6--7 through 6--12 6--7 through 6--12
7A--3 and 7A--4 7A--3 and 7A--4
7A--17 and 7A--18 7A--17 and 7A--18
7A--143 and 7A--144 7A--143 and 7A--144
8--3 and 8--4 8--3 and 8--4
8--5 and 8--6 8--5 and 8--6
8--9 and 8--10 8--9 and 8--10
8--10.1/(8--10.2 Blank) 8--10.1/(8--10.2 Blank)
8--11 through 8--16 8--11 through 8--16
8--16.1/(8--16.2 Blank) 8--16.1/(8--16.2 Blank)
8--17 through 8--22 8--17 through 8--22
------------------------------ 8--22.1/(8--22.2 Blank)
9--13 through 9--18 9--13 through 9--18
9--18.1/(9--18.2 Blank) 9--18.1/(9--18.2 Blank)
9--19 through 9--24 9--19 through 9--24
3. Retain these sheets in front of manual for reference purposes.

TM 1--1520--237--10
10
By Order of the Secretary of the Army:
ERIC K. SHINSEKI
General, United States Army
Chief of Staff
Official:
JOEL B. HUDSON
Administrative Asssistant to the
Secretary of the Army
0217923
DISTRIBUTION:
To be distributed in accordance with Initial Distribution Number (IDN) 310284, requirements for
TM 1--1520--237--10.
TM 1--1520--237--10
C9
CHANGE HEADQUARTERS
NO. 9 WASHINGTON, D.C., 19 April 2002
OPERATOR’S MANUAL
FOR
UH-60A, UH-60L AND EH-60A HELICOPTERS

A through D A through D
i through iv i through iv
v/(vi Blank)
2--1 and 2--2 2--1 and 2--2
2--11 and 2--12 2--11 and 2--12
2--25 through 2--28 2--25 through 2--28
2--31 and 2--32 2--31 and 2--32
2--41 through 2--44 2--41 through 2--44
2--57 and 2--58 2--57 and 2--58
2--61 and 2--62 2--61 and 2--62
2--64.1 and 2--64.2 2--64.1 and 2--64.2
2--67 and 2--68 2--67 and 2--68
2--77 and 2--78 2--77 and 2--78
2--81 through 2--86 2--81 through 2--86
2--89 and 2--90 2--89 and 2--90
2--93 through 2--96 2--93 through 2--96
3--8.1 and 3--8.2 3--8.1 and 3--8.2
3--32.7 and 3--32.8 3--32.7 and 3--32.8
3--35 and 3--36 3--35 and 3--36
3--46.7 through 3--46.12 3--46.7 through 3--46.12
3--65 and 3--66 3--65 and 3--66
4--31 and 4--32 4--31 and 4--32
TM 1--1520--237--10
C9

4--41 and 4--42 4--41 and 4--42
4--49 and 4--50 4--49 and 4--50
4--50.1/(4--50.2 Blank) 4--50.1/(4--50.2 Blank)
4--55 and 4--56 4--55 and 4--56
4--67/(4--68 Blank) 4--67/(4--68 Blank)
5--5 through 5--8 5--5 through 5--8
5--11 through 5--14 5--11 through 5--14
5--21 through 5--25/(5--26 Blank) 5--21 through 5--25/(5--26 Blank)
8--3 and 8--4 8--3 and 8--4
8--5 and 8--6 8--5 and 8--6
8--9 and 8--10 8--9 and 8--10
-------------------------------- 8--10.1/(8.10.2 Blank)
8--13 through 8--16 8--13 through 8--16
9--11 and 9--12 9--11 and 9--12
9--15 and 9--16 9--15 and 9--16
2. Retain this sheet in front of manual for reference purposes.
ERIC K. SHINSEKI
Chief of Staff
Official:
JOEL B. HUDSON
Administrative Asssistant to the
0122803
DISTRIBUTION:
To be distributed in accordance with Initial Distribution Number (IDN) 310284, requirements for
TM 1--1520--237--10.
TM 1-1520-237-10
C8
CHANGE HEADQUARTERS
NO. 8 WASHINGTON, D.C., 15 JUNE 2001
OPERATOR’S MANUAL
FOR
UH-60A HELICOPTERS, UH-60L HELICOPTERS

AND EH-60A HELICOPTERS
TM 1-1520-237-10, dated 31 October 1996, is changed as follows:
1. Remove and insert pages as indicated below. New or changed text material is indicated by a vertical
bar in the margin. An illustration change is indicated by a vertical bar next to the figure title. Text that
flows to the following page is indicated by a current change number.

a and b a and b
A through C/(D Blank) A through D
i through iv i through iv
2-1 and 2-2 2-1 and 2-2
2-11 and 2-12 2-11 and 2-12
2-12.1/(2-12.2 Blank) 2-12.1/(2-12.2 Blank)
2-15 and 2-16 2-15 and 2-16
2-25 and 2-26 2-25 and 2-26
2-29 and 2-30 2-29 and 2-30
2-33 and 2-34 2-33 and 2-34
2-34.1/(2-34.2 Blank) 2-34.1/(2-34.2 Blank)
2-35 through 2-40 2-35 through 2-40
2-53 and 2-54 2-53 and 2-54
2-85 and 2-86 2-85 and 2-86
3-7 and 3-8 3-7 and 3-8
3-8.1 and 3-8.2 3-8.1 and 3-8.2
3-29 and 3-30 3-29 and 3-30
TM 1-1520-237-10
C8

3-32.1 through 3-32.11/(3-32.12 Blank) 3-32.1 through 3-32.13/(3-32.14 Blank)
3-35 and 3-36 3-35 and 3-36
3-46.3 and 3-46.4 3-46.3 and 3-46.4
3-46.7 through 3-46.10 3-46.7 through 3-46.10
3-46.21 and 3-46.22 3-46.21 and 3-46.22
3-65 and 3-66 3-65 and 3-66
3-73 and 3-74 3-73 and 3-74
3-77 and 3-78 3-77 and 3-78
3-78.1 and 3-78.2 3-78.1 and 3-78.2
3-79/(3-80 Blank) 3-79/(3-80 Blank)
4-25 and 4-26 4-25 and 4-26
-------------- 4-26.1/(4-26.2 Blank)
5-5 and 5-6 5-5 and 5-6
5-19 and 5-20 5-19 and 5-20
7-55 and 7-56 7-55 and 7-56
7-125 and 7-126 7-125 and 7-126
7-137 and 7-138 7-137 and 7-138
7A-139 and 7A-140 7A-139 and 7A-140
7A-143 and 7A-144 7A-143 and 7A-144
8-3 and 8-4 8-3 and 8-4
8-4.1/(8-4.2 Blank) 8-4.1/(8-4.2 Blank)
8-8.1/(8-8.2 Blank) 8-8.1/(8-8.2 Blank)
8-15 and 8-16 8-15 and 8-16
8-23/(8-24 Blank) 8-23/(8-24 Blank)
9-6.1/(9-6.2 Blank) 9-6.1/(9-6.2 Blank)
9-19 and 9-20 9-19 and 9-20
B-1 through B-3/(B-4 Blank) B-1 through B-3/(B-4 Blank)
-------------- C-1 through C-3/(C-4 Blank)
TM 1-1520-237-10
C8
Official:
ERIC K. SHINSEKI
Chief of Staff
JOEL B. HUDSON
Administrative Assistant to the
0103660
DISTRIBUTION:
To be distributed in accordance with initial distribution number (IDN) 310284 requirements for
TM 1-1520-237-10.
TM 1--1520--237--10
C7
CHANGE HEADQUARTERS
NO. 7 WASHINGTON, D.C., 27 NOVEMBER 2000
OPERATOR’S MANUAL
FOR
UH--60A HELICOPTERS, UH--60L HELICOPTERS

AND EH--60A HELICOPTERS

A through C/(D Blank) A through C/(D Blank)
2--1 and 2--2 2--1 and 2--2
2--21 and 2--22 2--21 and 2--22
2--47 and 2--48 2--47 and 2--48
2--87 and 2--88 2--87 and 2--88
2--93 and 2--94 2--93 and 2--94
4--5 and 4--6 4--5 and 4--6
4--9 through 4--12 4--9 through 4--12
4--43 and 4--44 4--43 and 4--44
4--47 and 4--48 4--47 and 4--48
4--48.1/(4--48.2 Blank) 4--48.1/(4--48.2 Blank)
4--51 through 4--54 4--51 through 4--54
4--60.5 and 4--60.6 4--60.5 and 4--60.6
4--65 and 4--66 4--65 and 4--66
7A--15 and 7A--16 7A--15 and 7A--16
9--1 and 9--2 9--1 and 9--2
TM 1-1520-237-10
C7
9-6.1/(9-6.2 Blank) 9-6.1/(9-6.2 Blank)

B-1 and B-2 B-1 and B-2
2. Retain this sheet in front of manual for reference purposes.
Official:
ERIC K. SHINSEKI
Chief of Staff
JOEL B. HUDSON
0019571
DISTRIBUTION:
To be distributed in accordance with Initial Distribution Number (IDN) 310284 requirements for
TM 1-1520-237-10.
TM 1--1520--237--10
C6
CHANGE HEADQUARTERS
NO. 6 WASHINGTON, D.C., 3 APRIL 2000
OPERATOR’S MANUAL
FOR
UH--60A HELICOPTERS, UH--60L HELICOPTERS

AND EH--60A HELICOPTERS

A through C/(D Blank) A through C/(D Blank)
1--1 and 1--2 1--1 and 1--2
2--11 and 2--12 2--11 and 2--12
2--12.1/(2--12.2 Blank) 2--12.1/(2--12.2 Blank)
2--33 and 2--34 2--33 and 2--34
2--34.1/(2--34.2 Blank) 2--34.1/(2--34.2 Blank)
2--47 and 2--48 2--47 and 2--48
2--51 through 2--54 2--51 through 2--54
2--77 and 2--78 2--77 and 2--78
2--89 and 2--90 2--89 and 2--90
4--41 and 4--42 4--41 and 4--42
------------------------------------------ 4--42.1/(4--42.2 Blank)
4--53 and 4--54 4--53 and 4--54
4--67/(4--68 Blank) 4--67/(4--68 Blank)
5--1 and 5--2 5--1 and 5--2
TM 1-1520-237-10
C6

5-9 and 5-10 5-9 and 5-10
5-23 and 5-24 5-23 and 5-24
6-1 and 6-2 6-1 and 6-2
7-1 and 7-2 7-1 and 7-2
-------------------- 7-2.1/(7-2.2 Blank)
7A-5 and 7A-6 7A-5 and 7A-6
-------------------- 7A-6.1/(7A-6.2 Blank)
7A-7 through 7A-12 7A-7 through 7A-12
-------------------- 7A-12.1/(7A-12.2 Blank)
7A-15 and 7A-16 7A-15 and 7A-16
8-7 and 8-8 8-7 and 8-8
-------------------- 8-8.1/(8-8.2 Blank)
8-11 and 8-12 8-11 and 8-12
A-1 and A-2 A-1 and A-2
2. Retain these sheets in front of the manual for reference purposes.
ERIC K. SHINSEKI
Chief of Staff
OFFICIAL:
JOEL B. HUDSON
9931322
DISTRIBUTION:
To be distributed in accordance with Initial Distribution Number (IDN) 310284,
requirements for TM 1-1520-237-10.
TM 1-1520-237-10
C5
CHANGE HEADQUARTERS
NO. 5 WASHINGTON, D.C., 30 JULY 1999
OPERATOR’S MANUAL
FOR
UH-60A HELICOPTERS, UH-60L HELICOPTERS

AND EH-60A HELICOPTERS
1. Remove and insert pages as indicated below. New or changed text material is indicated by a
vertical bar in the margin. An illustration change is indicated by the current change number.
Text that flows to the following page is indicated by the current change number.

None A through C/(D blank)
2-11 and 2-12 2-11 and 2-12
2-25 and 2-26 2-25 and 2-26
2-35 and 2-36 2-35 and 2-36
2-45 and 2-46 2-45 and 2-46
2-54.1/(2-54.2 blank) 2-54.1/(2-54.2 blank)
2-55 and 2-56 2-55 and 2-56
2-73 and 2-74 2-73 and 2-74
2-83 and 2-84 2-83 and 2-84
2-95 and 2-96 2-95 and 2-96
3-8.1/(3-8.2 blank) 3-8.1/(3-8.2 blank)
3-15 and 3-16 3-15 and 3-16
TM 1-1520-237-10
C5

3-53 and 3-54 3-53 and 3-54
None 3-54.1/(3-54.2 blank)
None 3-72.1/(3-72.2 blank)
3-75 and 3-76 3-75 and 3-76
4-11 and 4-12 4-11 and 4-12
4-48.1/(4-48.2 blank) 4-48.1/(4-48.2 blank)
4-49 and 4-50 4-49 and 4-50
None 4-50.1/(4-50.2 blank)
5-19 and 5-20 5-19 and 5-20
6-23 and 6-24 6-23 and 6-24
7A-3 and 7A-4 7A-3 and 7A-4
8-3 and 8-4 8-3 and 8-4
9-17 and 9-18 9-17 and 9-18
Index-3 through Index-8 Index-3 through Index-8
None Index-8.1/(Index-8.2 blank)
Index-13 and Index-14 Index-13 and Index-14
Index-19 through Index-22 Index-19 through Index-22
ERIC K. SHINSEKI
Chief of Staff
OFFICIAL:
JOEL B. HUDSON
9917308
DISTRIBUTION:
TM 1-1520-237-10
C4
CHANGE HEADQUARTERS
NO. 4 WASHINGTON, D.C., 29 JANUARY 1999
OPERATOR’S MANUAL
FOR
UH-60A HELICOPTERS, UH-60L HELICOPTERS, AND EH-60A HELICOPTERS
vertical bar in the margin. An illustration change is indicated by a vertical bar next to the figure
title. Text that flows to the following page is indicated by the current change number
a/(b blank) a and b

1-1 and 1-2 1-1 and 1-2
2-1 and 2-2 2-1 and 2-2
2-7 and 2-8 2-7 and 2-8
2-11 and 2-12 2-11 and 2-12
2-12.1/(2-12.2 blank) 2-12.1/(2-12.2 blank)
2-63 and 2-64 2-63 and 2-64
None 3-32.1 through 3-32.11/(3-32.12 blank)
3-35 and 3-36 3-35 and 3-36
3-45 and 3-46 3-45 and 3-46
3-46.3 and 3-46.4 3-46.3 and 3-46.4
3-46.7 through 3-46.12 3-46.7 through 3-46.12
3-46.15 through 3-46.20 3-46.15 through 3-46.20
3-65 and 3-66 3-65 and 3-66
3-69 and 3-70 3-69 and 3-70
3-78.1 and 3-78.2 3-78.1 and 3-78.2
4-11 and 4-12 4-11 and 4-12
None 4-12.1/(4-12.2 blank)
TM 1-1520-237-10
C4

4-15 and 4-16 4-15 and 4-16
4-19 and 4-20 4-19 and 4-20

None 4-60.1 through 4-60.6
5-23 and 5-24 5-23 and 5-24
None 5-25/(5-26 blank)
None 8-16.1/(8-16.2 blank)
8-23/(8-24 blank) 8-23/(8-24 blank)
9-23 and 9-24 9-23 and 9-24
B-1 through B-3/B-4 blank) B-1 through B-3/(B-4 blank)
DENNIS J. REIMER
Chief of Staff
OFFICIAL:
JOEL B. HUDSON
05406
DISTRIBUTION:
TM 1-1520-237-10
C3
CHANGE HEADQUARTERS
NO. 3 WASHINGTON, D.C., 30 OCTOBER 1998
OPERATOR’S MANUAL
FOR
a/(b blank) a and b

i and ii i and ii
2-33 and 2-34 2-33 and 2-34
None 2-34.1/(2-34.2 blank)
2-43 and 2-44 2-43 and 2-44
2-47 and 2-48 2-47 and 2-48
2-63 and 2-64 2-63 and 2-64
2-69 and 2-70 2-69 and 2-70
2-91 and 2-92 2-91 and 2-92
4-65 and 4-66 4-65 and 4-66
5-1 and 5-2 5-1 and 5-2
5-23 and 5-24 5-23 and 5-24
6-15 and 6-16 6-15 and 6-16
8-3 and 8-4 8-3 and 8-4
None 8-4.1/(8-4.2 blank)
TM 1-1520-237-10
C3

8-23/(8-24 blank) 8-23/(8-24 blank)
9-6.1/(9-6.2 blank) 9-6.1/(9-6.2 blank)
9-11 and 9-12 9-11 and 9-12
None 9-18.1/(9-18.2 blank)
B-1 and B-2 B-1 and B-2
B-3/(B-4 blank) B-3/(B-4 blank)
DENNIS J. REIMER
Chief of Staff
OFFICIAL:
JOEL B. HUDSON
05178
DISTRIBUTION:
TM 1-1520-237-10
C2
CHANGE HEADQUARTERS
NO. 2 WASHINGTON, D.C., 29 MAY 1998
OPERATOR’S MANUAL
FOR
1-1 and 1-2 1-1 and 1-2

2-11 and 2-12 2-11 and 2-12
None 2-12.1/(2-12.2 blank)
2-15 and 2-16 2-15 and 2-16
2-53 and 2-54 2-53 and 2-54
None 2-54.1/(2-54.2 blank)
2-57 and 2-58 2-57 and 2-58
2-63 and 2-64 2-63 and 2-64
2-95 and 2-96 2-95 and 2-96
3-45 and 3-46 3-45 and 3-46
3-46.1 through 3-46.21/(3-46.22 blank) 3-46.1 through 3-46.22
5-1 and 5-2 5-1 and 5-2
6-1 and 6-2 6-1 and 6-2
7-11 and 7-12 7-11 and 7-12
7-147 through 7-150 7-147 through 7-150
7A-1 and 7A-2 7A-1 and 7A-2
7A-15 and 7A-16 7A-15 and 7A-16
9-13 and 9-14 9-13 and 9-14
TM 1-1520-237-10
C2
DENNIS J. REIMER
Chief of Staff
OFFICIAL:
JOEL B. HUDSON
04944
DISTRIBUTION:
TM 1-1520-237-10
C1
CHANGE HEADQUARTERS
NO. 1 WASHINGTON, D.C., 30 JUNE 1997
OPERATOR’S MANUAL
FOR
1-1 and 1-2 1-1 and 1-2

2-15 and 2-16 2-15 and 2-16
None 2-16.1/(2-16.2 blank)
2-69 and 2-70 2-69 and 2-70
2-95 and 2-96 2-95 and 2-96
None 3-8.1/(3-8.2 blank)
3-19 and 3-20 3-19 and 3-20
3-29 and 3-30 3-29 and 3-30
None 3-46.1 through 3-46.21/(3-46.22 blank)
3-53 and 3-54 3-53 and 3-54
3-69 through 3-78 3-69 through 78
None 3-78.1/(3-78.2 blank)
4-19 and 4-20 4-19 and 4-20
4-23 and 4-24 4-23 and 4-24
4-33 and 4-34 4-33 and 4-34
TM 1-1520-237-10
C1
4-39 and 4-40 4-39 and 4-40

4-47 and 4-48 4-47 and 4-48
None 4-48.1/(4-48.2 blank)
None 9-6.1/(9-6.2 blank)
9-17 and 9-18 9-17 and 9-18
9-23 and 9-24 9-23 and 9-24
B-1 and B-2 B-1 through B-3/(B-4 blank)
Index-1 through Index-27/(Index-28 blank) Index-1 through Index-27/(Index-28 blank)
DENNIS J. REIMER
Chief of Staff
OFFICIAL:
JOEL B. HUDSON
03940
DISTRIBUTION:
To be distributed in accordance with DA Form 12-31 E, block no. 0284, requirements for
TM 1-1520-237-10.
*TM 1-1520-237-10
WARNING
Personnel performing operations, procedures, and practices which are included or implied in this technical manual shall
observe the following warnings. Disregard of these warnings and precautionary information can cause serious injury or loss
of life.
BATTERY ELECTROLYTE
Battery electrolyte is harmful to the skin and clothing. If potassium hydroxide is spilled on clothing or other material, wash
immediately with clean water. If spilled on personnel, immediately flush the affected area with clean water. Continue
washing until medical assistance arrives. Neutralize any spilled electrolyte by thoroughly flushing contacted area with water.
CARBON MONOXIDE
When smoke, suspected carbon monoxide fumes, or symptoms of anoxia exist, the crew should immediately ventilate the
cockpit.
ELECTROMAGNETIC INTERFERENCE (EMI)
No electrical/electronic devices of any sort, other than those described in this manual or appropriate airworthiness release and
approved by USAATCOM AMSAT-R-ECU, are to be operated by crewmembers or passengers during operation of this
helicopter.
FIRE EXTINGUISHER
Exposure to high concentrations of extinguishing agent or decomposition products should be avoided. The liquid should not
be allowed to come into contact with the skin, as it may cause frost bite or low temperature burns.
HANDLING FUEL AND OIL
Turbine fuels and lubricating oils contain additives which are poisonous and readily absorbed through the skin. Do not allow
them to remain on skin longer than necessary.
HIGH VOLTAGE
All ground handling personnel shall be informed of high voltage hazards when making external cargo hookups.
NOISE
Sound pressure levels in this helicopter during some operating conditions exceed the Surgeon General’s hearing conservation
criteria, as defined in DA PAM 40-501. Hearing protection devices, such as the aviator helmet or ear plugs are required to
be worn by all personnel in and around the helicopter during its operation. When window guns are firing, when flights exceed
100 minutes during any 24 hour period, or when speeds are above 120 knots, helmet and ear plugs shall be worn by all
crewmembers.
WEAPONS AND AMMUNITION
Observe all standard safety precautions governing the handling of weapons and live ammunition. When not in use, point all
weapons in a direction offering the least exposure to personnel and property in case of accidental firing. Do not walk in front
of weapons. SAFE the machinegun before servicing. To avoid potentially dangerous situations, follow all procedural
warnings in text.
ELECTROMAGNETIC RADIATION
Do not stand within six feet of Aircraft Survivability Equipment (ASE), ALQ-156, ALQ-162, and ALQ-144 transmit
antennas when the ASE equipment is on. High frequency electromagnetic radiation can cause internal burns without causing
any sensation of heat. The HF radio transmits high power electromagnetic radiation. Serious injury or death can occur if you
Change 8 a
*TM 1-1520-237-10
touch the HF antenna while it is transmitting. Do not grasp, or lean against the antenna when power is applied to the
helicopter.
ALQ-144
Do not continuously look at the ALQ-144 infrared countermeasure transmitter during operation, or for a period of over 1
minute from a distance of less than 3 feet. Skin exposure to countermeasure radiation for longer than 10 seconds at a distance
less than 4 inches shall be avoided.
b Change 8
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LIST OF EFFECTIVE PAGES
Insert latest change pages; dispose of superseded pages in accordance with applicable policies.
NOTE: On a changed page, the portion of the text affected by the latest change is indicated by a vertical line
in the outer margin of the page. Changes to illustrations are indicated by a vertical line in the outer margin
of the page next to the illustration title.
Dates of issue for original and change pages are:
Original ....................... 31 October 1996

Change 1 ...................... 30 June 1997
Change 2 ...................... 29 May 1998
Change 3 ...................... 30 October 1998
Change 4 ...................... 29 January 1999
Change 5 ...................... 30 July 1999
Change 6 ...................... 28 January 2000
Change 7 ...................... 27 November 2000
Change 8 ...................... 15 June 2001
Change 9 ...................... 19 April 2002
Change 10 . . . . . . . . . . . . . . . . . . . . . 30 September 2002
Total number of pages in this manual is 808 consisting of the following:
Page *Change Page *Change Page *Change

No. No. No. No. No. No.
Title....................... 0 2-13 - 2-14........... 0 2-33 ..................... 8
Blank..................... 0 2-15 ..................... 10 2-34 - 2-34.1........ 10
a - b ..................... 8 2-16 ..................... 8 2-34.2 Blank ......... 8
A - D .................... 10 2-16.1 .................. 1 2-35 ..................... 10
i - v....................... 10 2-16.2 Blank ......... 1 2-36 ..................... 8
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9-13 ..................... 8 C-1 - C-3 .............. 8 Index-19................ 5
9-14 - 9-18.1........ 10 C-4 Blank .............. 8 Index-20 -
9-18.2 Blank ......... 3 Index-1 - Index-3 ... 1 Index-21................ 1
9-19 ..................... 7 Index-4 - Index- Index-22 -
9-20 - 9-24........... 10 8.1........................ 5 Index-22.1............. 5
9-25 ..................... 4 Index-8.2 Blank ..... 5 Index-22.2 Blank ... 5
9-26 Blank ............ 4 Index-9 - Index-12 . 1 Index-23 -
A-1 ....................... 6 Index-13 - Index-28................ 1
A-2 ....................... 1 Index-14.1............. 5
B-1........................ 7 Index-14.2 Blank ... 5
D Change 10
TM 1-1520-237-10
TECHNICAL MANUAL HEADQUARTERS

NO. 1-1520-237-10 WASHINGTON, D.C. 31 OCTOBER 1996
Operator’s Manual
for
UH-60A, UH-60L, EH-60A HELICOPTERS
REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS
You can help improve this manual. If you find any mistakes, or if you know of a way to improve
these procedures, please let us know. Mail your letter, DA Form 2028 (Recommended Changes to
Publications and Blank Forms), or DA Form 2028-2 located in the back of this manual, direct to:
Commander, US Army Aviation and Missile Command, ATTN: AMSAM-MMC-MA-NP, Redstone
Arsenal, AL 35898-5000. A reply will be furnished to you. You may also provide DA Form 2028
information to AMCOM via e-mail, fax, or the World Wide Web. Our fax number is: DSN 788-6546
or Commercial 256-842-6546. Our e-mail address is: 2028@redstone.army.mil. Instructions for
sending an electronic 2028 may be found at the back of this manual immediately preceding the
hard copy 2028. For the World Wide Web use: https://amcom2028.redstone.army.mil.
DISTRIBUTION STATEMENT A. Approved for public release; distribution is unlimited.
NOTE
This document has been reviewed for the presence of Class I Ozone Depleting Chemicals. As of
Change 4, dated 29 January 1999, all references to Class I Ozone Depleting Chemicals have been
removed from this document by substitution with chemicals that do not cause atmospheric ozone
depletion.
TABLE OF CONTENTS
Chapter
&
Section Page
CHAPTER 1 INTRODUCTION ......................................................................................... 1-1
CHAPTER 2 AIRCRAFT AND SYSTEMS DESCRIPTION AND OPERATION ......... 2-1
Section I Aircraft........................................................................................................... 2-1
Section II Emergency Equipment .................................................................................. 2-25
Section III Engines and Related Systems ....................................................................... 2-27
Section IV Fuel System .................................................................................................. 2-39
Section V Flight Controls............................................................................................... 2-41
Change 10 i
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TABLE OF CONTENTS (Cont)

Chapter
&
Section Page
Section VI Hydraulic and Pneumatic System ................................................................. 2-48.1
Section VII Powertrain System......................................................................................... 2-53
Section VIII Main and Tail Rotor Groups......................................................................... 2-55
Section IX Utility Systems .............................................................................................. 2-57
Section X Heating, Ventilating, Cooling, and Environmental Control Unit ................ 2-62
Section XI Electrical Power Supply and Distribution Systems...................................... 2-64
Section XII Auxiliary Power Unit .................................................................................... 2-71
Section XIII Lighting.......................................................................................................... 2-74
Section XIV Flight Instruments.......................................................................................... 2-77
Section XV Servicing, Parking, and Mooring .................................................................. 2-86
CHAPTER 3 AVIONICS .................................................................................................... 3-1
Section I General........................................................................................................... 3-1
Section II Communications ............................................................................................ 3-8
Section III Navigation...................................................................................................... 3-32.11
Section IV Transponder and Radar ................................................................................. 3-75
CHAPTER 4 MISSION EQUIPMENT............................................................................... 4-1
Section I Mission Avionics........................................................................................... 4-1
Section II Armament ...................................................................................................... 4-26
Section III Cargo Handling Systems............................................................................... 4-42
Section IV Mission Flexible Systems.............................................................................. 4-47
CHAPTER 5 OPERATING LIMITS AND RESTRICTIONS........................................... 5-1
ii Change 10
TM 1-1520-237-10

Chapter
&
Section Page
Section II System Limits ................................................................................................ 5-2
Section III Power Limits.................................................................................................. 5-9
Section IV Loading Limits .............................................................................................. 5-12
Section V Airspeed Limits ............................................................................................. 5-13
Section VI Maneuvering Limits ...................................................................................... 5-19
Section VII Environmental Restrictions ........................................................................... 5-23
Section VIII Other Limitations........................................................................................... 5-24
CHAPTER 6 WEIGHT/BALANCE AND LOADING ...................................................... 6-1
Section II Weight and Balance ...................................................................................... 6-3
Section III Fuel/Oil .......................................................................................................... 6-5
Section IV Personnel........................................................................................................ 6-7
Section V Mission Equipment........................................................................................ 6-13
Section VI Cargo Loading ............................................................................................... 6-19
Section VII Center of Gravity........................................................................................... 6-24
CHAPTER 7 PERFORMANCE DATA.............................................................................. 7-1
Section I Introduction.................................................................................................... 7-1
Section II Maximum Torque Available ......................................................................... 7-6
Section III Hover.............................................................................................................. 7-9
Section IV Cruise ............................................................................................................. 7-13
Section V Optimum Cruise ............................................................................................ 7-132
Change 10 iii
TM 1-1520-237-10

Chapter
&
Section Page
Section VI Drag................................................................................................................ 7-135
Section VII Climb - Descent............................................................................................. 7-138
Section VIII Fuel Flow....................................................................................................... 7-141
Section IX Airspeed System Characteristics................................................................... 7-143
Section X Special Mission Performance........................................................................ 7-147
CHAPTER 7A PERFORMANCE DATA 701C ..................................................................... 7A-1
Section I Introduction.................................................................................................... 7A-1
Section II Maximum Torque Available ......................................................................... 7A-6
Section III Hover.............................................................................................................. 7A-13
Section IV Cruise ............................................................................................................. 7A-17
Section V Optimum Cruise ............................................................................................ 7A-134
Section VI Drag................................................................................................................ 7A-137
Section VII Climb-Descent ............................................................................................... 7A-140
Section VIII Fuel Flow....................................................................................................... 7A-143
Section IX Airspeed System Characteristics................................................................... 7A-145
Section X Special Mission Performance........................................................................ 7A-148
CHAPTER 8 NORMAL PROCEDURES........................................................................... 8-1
Section I Mission Planning ........................................................................................... 8-1
Section II Operating Procedures and Maneuvers .......................................................... 8-3
Section III Instrument Flight ........................................................................................... 8-17
Section IV Flight Characteristics..................................................................................... 8-18
iv Change 10
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Chapter
&
Section Page
Section V Adverse Environmental Conditions .............................................................. 8-20
CHAPTER 9 EMERGENCY PROCEDURES ................................................................... 9-1
Section I Aircraft Systems ............................................................................................ 9-1
Section II Mission Equipment........................................................................................ 9-22
APPENDIX A REFERENCES .............................................................................................. A-1
APPENDIX B ABBREVIATIONS AND TERMS............................................................... B-1
APPENDIX C KY-100. ......................................................................................................... C-1
INDEX INDEX ........................................................................................................... INDEX-1
Change 10 v/(vi Blank)

TM 1-1520-237-10
CHAPTER 1
INTRODUCTION
1.1 GENERAL. quired because of multiple emergencies, adverse weather,

terrain, etc. Your flying experience is recognized and there-
These instructions are for use by the operator. They ap- fore, basic flight principles are not included. IT IS RE-
ply to UH-60A, UH-60L, and EH-60A helicopters. QUIRED THAT THIS MANUAL BE CARRIED IN THE
HELICOPTER AT ALL TIMES.
1.2 WARNINGS, CAUTIONS, AND NOTES.
1.4 APPENDIX A, REFERENCES.
Warnings, cautions, and notes are used to emphasize
important and critical instructions and are used for the fol- Appendix A is a listing of official publications cited
lowing conditions: within the manual applicable to and available for flight
crews, and fault isolation/trouble references.
1.5 APPENDIX B, ABBREVIATIONS, AND TERMS.

WARNING
Abbreviations listed are to be used to clarify the text in
An operating procedure, practice, etc., this manual only. Do not use them as standard abbrevia-
which, if not correctly followed, could re- tions.
sult in personal injury or loss of life.
1.6 INDEX.
CAUTION The index lists, in alphabetical order, every titled para-

graph, figure, and table contained in this manual. Chapter 7
performance data has an additional index within the chap-
An operating procedure, practice, etc., ter.
which, if not strictly observed, could re-
sult in damage to or destruction of equip- 1.7 ARMY AVIATION SAFETY PROGRAM.
ment.
Reports necessary to comply with the safety program are
NOTE prescribed in AR 385-40.
An operating procedure, condition, etc., 1.8 DESTRUCTION OF ARMY MATERIEL TO PRE-

VENT ENEMY USE.
which it is essential to highlight.
For information concerning destruction of Army mate-
1.3 DESCRIPTION.
riel to prevent enemy use, refer to TM 750-244-1-5.
This manual contains the complete operating instructions
1.9 FORMS AND RECORDS.
and procedures for UH-60A, UH-60L, and EH-60A heli-
copters. The primary mission of this helicopter is that of
Army aviators flight record and aircraft inspection and
tactical transport of troops, medical evacuation, cargo, and
maintenance records which are to be used by crewmembers
reconnaissance within the capabilities of the helicopter. The
are prescribed in DA PAM 738-751 and TM 55-1500-342-
observance of limitations, performance, and weight and
23.
balance data provided is mandatory. The observance of
procedures is mandatory except when modification is re-
Change 6 1-1
TM 1-1520-237-10
1.10 EXPLANATION OF CHANGE SYMBOLS. DESIGNATOR APPLICATION

SYMBOL
Changes, except as noted below, to the text and tables,
including new material on added pages, are indicated by a EH EH-60A peculiar
vertical line in the outer margin extending close to the en- information.
tire area of the material affected: exception; pages with NV Aircraft with NVG lighting.
emergency markings, which consist of black diagonal lines
around three edges, may have the vertical line or change ES Aircraft with External Stores
symbol placed along the inner margin. Symbols show cur- Support Systems.
rent changes only. A vertical line alongside the title is used
to denote a change to an illustration. However, a vertical
700 UH-60A, EH-60A aircraft
line in the outer margin, is utilized when there have been equipped with T700-GE-700
extensive changes made to an illustration. Change symbols engines.
are not used to indicate changes in the following: 701C UH-60L aircraft equipped
with T700-GE-701C
a. Introductory material. engines.
VOL Aircraft with volcano
b. Indexes and tabular data where the change cannot be
installed.
identified.
GPS Aircraft with global
c. Blank space resulting from the deletion of text, an positioning system (GPS)
illustration, or a table. installed.
ERFS Aircraft with Extended
d. Correction of minor inaccuracies, such as spelling, Range Fuel System.
punctuation, relocation of material, etc., unless such correc-
tion changes the meaning of instructive information and AFMS Aircraft with Auxiliary Fuel
procedures. Management System.
1.11 SERIES AND EFFECTIVITY CODES.

1.12 HIGH DRAG SYMBOL.
Designator symbols listed below, are used to show lim-
ited effectivity of airframe information material in conjunc- This symbol will be used throughout this manual to
tion with text content, paragraph titles, and illustrations. designate information applicable to the high drag configu-
Designators may be used to indicate proper effectivity, un- ration described in Chapters 7 and 7A.
less the material applies to all models and configuration
within the manual. Designator symbols precede procedural 1.13 PLACARDED AIRCRAFT SYMBOL.
steps in Chapters 8 and 9. If the material applies to all
This symbol will be used throughout this manual to
series and configurations, no designator symbol will be
designate applicability to helicopters which have torque
used.
placard limitations.
DESIGNATOR APPLICATION 1.14 USE OF WORDS SHALL, SHOULD, AND MAY.

SYMBOL
Within this technical manual the word shall is used to
UH UH-60A, UH-60L indicate a mandatory requirement. The word should is used
information. to indicate a nonmandatory but preferred method of accom-
plishment. The word may is used to indicate an acceptable
UH−60A UH-60A peculiar
method of accomplishment.
information.
UH−60L UH-60L peculiar
information.
1-2 Change 4
TM 1-1520-237-10
CHAPTER 2
AIRCRAFT AND SYSTEMS DESCRIPTION AND OPERATION
Section I AIRCRAFT
2.1 GENERAL. 2.3 UH-60L. UH−60L
This chapter describes the UH-60A, UH-60L, and EH- The UH-60L helicopter is the same as the UH-60A he-
60A helicopter’s systems and flight controls. The function- licopter except engines T700-GE-701C replace T700-GE-
ing of electrical and mechanical components is simplified 700. The main transmission is replaced by an improved
where more detailed knowledge is not necessary. durability gearbox (IDGB).
2.2 UH-60A. UH−60A 2.4 EH-60A. EH
The UH-60A (BLACK HAWK) (Figure 2-1) is a twin The EH-60A helicopter is a modified UH-60A (Figure
turbine engine, single rotor, semimonocoque fuselage, ro- 2-1) with a crew of four. The Mission equipment consists
tary wing helicopter. Primary mission capability of the he- of electronic systems with modifications that will ensure
licopter is tactical transport of troops, supplies and equip- that the mission requirements are met. The EH-60A system
ment. Secondary missions include training, mobilization, includes air conditioning, helicopter survivability equip-
development of new and improved concepts, and support of ment, and avionics equipment. An electronics compartment
disaster relief. The main rotor system has four blades made within the transition section is used for avionics equipment.
of titanium/fiberglass. The drive train consists of a main The compartment can be entered from the right side of the
transmission, intermediate gear box and tail rotor gear box helicopter. The mission systems employ two operators: The
with interconnecting shafts. The propulsion system has two DF (ESM) operator controlling the electronics surveillance
T700-GE-700 engines operating in parallel. The nonretract- functions, and the electronics countermeasure (ECM) op-
able landing gear consists of the main landing gear and a erator controlling the active countermeasure functions. The
tailwheel. The armament consists of two 7.62 mm machine- EH-60A can operate independently or in conjunction with
guns, one on each side of the helicopter in the forward up to two additional, similarly equipped, aircraft. When
cabin. Detailed descriptions of these systems are given in operating in the multisystem mode, secured air-to-air com-
these chapters. For additional weight information, refer to munications are provided for automatic tasking between
Chapters 5, 6, and 7. Kit installations for the helicopter aircraft. Secured air-to-ground communications are also
consist of range extension tanks, rescue hoist, medical provided for voice reporting purposes.
evacuation, infrared suppression, blade anti-icing/deicing,
blackout devices, snow skis, winterization and static/
rappelling kit. Refer to this chapter and Chapter 4 for kit
descriptions.
Change 9 2-1
TM 1-1520-237-10
2.5 DIMENSIONS. wiper controls, internal and external light controls, electri-
cal systems and miscellaneous helicopter system controls.
Principal dimensions of the helicopter are based on the The rear portion of the upper panel contains the dc essential
cyclic stick and tail rotor pedals being centered and the bus circuit breaker panels. The lower console (Figure 2-8)
collective stick being in its lowest position. All dimensions next to the base of the instrument panel and extending
are approximate and they are as shown on Figure 2-2. through the cockpit between the pilot and copilot, is easily
reached by either pilot. The console is arranged with com-
2.6 TURNING RADIUS AND GROUND CLEAR- munication panels, navigational panels and flight attitude/
ANCE. stability controls. The rear part of the console houses the
battery bus and battery utility bus circuit breaker panels,
and parking brake handle.
WARNING
2.9 LANDING GEAR SYSTEM.
Main rotor clearance in Figure 2-3 is The helicopter has a nonretractable landing gear consist-
shown with cyclic centered and level ing of two main gear assemblies and a tailwheel assembly.
ground. Cyclic displacement or sloping The landing gear permits helicopter takeoffs and landings
terrain may cause rotor blade clearance on slopes in any direction. The system incorporates a jack
to be significantly less. and kneel feature that permits manual raising or lowering
of the fuselage for air transportability. A landing gear
For information on turning radius and ground clearance, weight-on-wheels (WOW) switch is installed on the left
see Figure 2-3. landing gear to control operation of selected systems (Table
2-1). The switch is deactivated when the weight of the he-
2.7 COMPARTMENT DIAGRAM. licopter is on the landing gear. On helicopters equipped
with ESSS fixed provisions, a WOW switch is also in-
2.7.1 Compartment Diagram. UH The fuselage is di- stalled on the right landing gear drag beam to provide ac
vided into two main compartments, the cockpit and cabin. underfrequency cutout and external stores jettison. The left
The cockpit (Figure 2-4) is at the front of the helicopter WOW switch provides all other WOW functions as without
with the pilots sitting in parallel, each with a set of flight ESSS provisions and the EMER JETT ALL capabilities.
controls and instruments. Operation of electrical controls is See Table 2-1 for reference.
shared by both. The cabin compartment contains space for
crew chief seating, troop seating, litter installation and 2.9.1 Main Landing Gear. The main landing gear is
cargo. Restraint of cargo is by tiedown rings installed in the mounted on each side of the helicopter forward of center of
floor. Two stowage compartments (Figure 6-11), at the rear gravity (Figure 2-1). Each individual landing gear has a
of the cabin over the main fuel tanks, are for flyaway equip- single wheel, a drag beam, and a two-stage oleo shock strut.
ment. The equipment storage compartments are reached The lower stage will absorb energy from landings up to 10
from inside the cabin. A gust lock control, APU accumula- feet-per-second (fps). Above 10 fps the upper stage and
tor handpump and pressure gage, and APU ESU are also lower stage combine to absorb loads up to 39 fps (about
installed (Figure 2-5). 11.25 Gs).
2.7.2 Compartment Diagram. EH A fixed observer 2.9.2 Wheel Brake System. Main landing gear wheels
seat is installed to allow observation of either operator po-
have disc hydraulic brakes. The self-contained self-
sition (Figure 2-6). Floor attachments are provided for se-
adjusting system is operated by the pilot’s and copilot’s tail
curing rack mounts and seats. Blackout curtains may be
rotor pedals. The brakes have a visual brake puck wear
used to eliminate any light intrusion into the cockpit during
indicator. Each wheel brake consists of two steel rotating
night operations, or any glare on the operator’s console
discs, brake pucks and a housing that contains the hydraulic
during day operations. Blackout curtains may be used be-
pistons. The parking brake handle, marked PARKING
tween cockpit and cabin during NVG operations.
BRAKE, is on the right side of the lower console (Figure
2-8). A hand-operated parking brake handle allows brakes
2.8 UPPER AND LOWER CONSOLES.
to be locked by either pilot or copilot after brake pressure is
applied. The parking brakes are applied by pressing the toe
All cockpit electrical controls are on the upper and lower
brake pedals, pulling the parking brake handle to its fully
consoles and instrument panel. The upper console (Figure
extended position, and then releasing the toe brakes while
2-7), overhead between pilot and copilot, contains engine
holding the handle out. An advisory light will go on, indi-
controls, fire emergency controls, heater and windshield
2-2 Change 10
TM 1-1520-237-10
1 2 3 4 5
18 17 16 15 14 13 12 11 10 9 8 7
19 5 20 21 21
25 24 23 9 8 22
1. PITOT CUTTER 14. NO. 1 ENGINE

2. BACK HYDRAULIC PUMP 15. MAIN LANDING GEAR DEFLECTOR / CUTTER
3. NO. 1 HYDRAULIC PUMP AND NO.1 GENERATOR 16. LANDING GEAR JOINT DEFLECTOR
4. UPPER (ROTOR PYLON) CUTTER 17. STEP AND EXTENSION DEFLECTOR
5. INFRARED COUNTERMEASURE TRANSMITTER 18. DOOR HINGE DEFLECTOR
6. AFT MAINTENANCE LIGHT RECEPTACLE 19. RIGHT POSITION LIGHT (GREEN)
7. TAIL LANDING GEAR DEFLECTOR 20. FIRE EXTINGUISHER BOTTLES
EH 8. FLARE DISPENSER 21. FORMATION LIGHTS
9. CHAFF DIPENSER 22. TAIL POSITION LIGHT (WHITE)
10. APU EXHAUST PORT 23. APU
EH 11. COOLING AIR INLET PORT 24. LEFT POSITION LIGHT (RED)
12. PNEUMATIC PORT 25. PITOT TUBES
13. PRESSURE AND CLOSED CIRCUIT REFUELING PORTS
ON HELICOPTERS EQUIPPED WITH WIRE STRIKE PROTECTION SYSTEM AA0403_1A

SA
Figure 2-1. General Arrangement (Sheet 1 of 2)
2-3
TM 1-1520-237-10
29 30
27 28
26
31
42 41 40 32
39 38 37 36 35 34 33
26
49
48
44 43
44
45
47 45
46
26. UPPER ANTICOLLISION LIGHT EH 38. AFT AVIONICS COMPARTMENT DOORS

27. TAIL DRIVE SHAFT EH 39. IINS BLOWER INLET FILTER
28. NO. 2 HYDRAULIC PUMP AND NO. 2 GENERATOR 40. TAIL PYLON FOLD HINGES
29. PYLON CUTTER 41. TAIL PYLON SERVICE LADDER (SAME BOTH SIDES)
30. HEATER AIR INTAKE PORT 42. STABILATOR
31. EXTERNAL ELECTRICAL POWER RECEPTACLE 43. ENGINE BAY AREA COOLING AIR INTAKE (SAME BOTH SIDES)
32. NO. 2. ENGINE 44. WINDSHIELD POST DEFLECTOR
33. ICE DETECTOR 45. WINDSHIELD WIPER DEFLECTOR
34. AMBIENT SENSE PORT 46. AVIONICS COMPARTMENT
35. ENGINE FAIRING / WORK PLATFORM (SAME BOTH SIDES) 47. OAT SENSOR
EH 36. CONDENSER EXHAUST / STEP 48. ICE DETECTOR
37. GRAVITY REFUELING PORT (SAME BOTH SIDES) 49. PYLON COOLING AIR INTAKE
ON HELICOPTERS EQUIPPED WITH WIRE STRIKE PROTECTION SYSTEM AA0403_2B

SA
Figure 2-1. General Arrangement (Sheet 2 of 2)
2-4
TM 1-1520-237-10
WIDTH WITH ESSS AND EXTERNAL

EXTENDED RANGE TANKS INSTALLED
21 FEET
FUSELAGE WIDTH WITH

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

7 FEET − 1 FOOT − 6 FEET −
7 INCHES 7 INCHES 6 INCHES
LENGTH − ROTORS AND PYLON FOLDED 41 FEET − 4 INCHES
FUSELAGE LENGTH 50 FEET − 7.5 INCHES
OVERALL LENGTH 64 FEET − 10 INCHES
AA0514B
SA
Figure 2-2. Principal Dimensions
2-5
TM 1-1520-237-10
TURNING
RADIUS
41 FEET
7.7 INCHES
O
* TAIL ROTOR IS CANTED 20 . UPPER
TIP PATH PLANE IS 16 FEET 10 INCHES
ABOVE GROUND LEVEL
16 FEET *
12 FEET 10 INCHES
4 INCHES
9 FEET
7 FEET
5 INCHES
7 INCHES
ROTOR 6 FEET
ROTOR
TURNING 6 INCHES
STATIONARY
12 FEET 11 FEET 12 FEET

1 INCH 4 INCHES WHEELBASE 29 FEET 5 INCHES AA0402
SA
Figure 2-3. Turning Radius and Clearance
2-6
TM 1-1520-237-10
25
24
1
23
2
3
3
4
22
21
6
20
5
7 7
19 8
12
9
10
10
11
13 11
ST CH
LI DA ECK
K AP T
EC M ST A & LIST
CH A & GE OW MA 12
T A AG P
DATOW E
S
13
15
16 11 14
18 17
1. UPPER CONSOLE 9. INSTRUMENT PANEL 19. STANDBY (MAGNETIC COMPASS)

2. PILOT’S COCKPIT UTILITY LIGHT 10. VENT / DEFOGGER 20. NO. 1 ENGINE POWER CONTROL LEVER
3. FREE−AIR TEMPERATURE GAGE (ON 11. ASHTRAY 21. NO. 1 ENGINE OFF / FIRE T−HANDLE
HELICOPTERS WITH HEATED CENTER 12. PEDAL ADJUST LEVER 22. NO. 1 ENGINE FUEL SELECTOR LEVER
WINDSHIELD) 13. MAP / DATA CASE EH 23. AC ESNTL BUS CIRCUIT BREAKER
4. NO. 2 ENGINE FUEL SELECTOR LEVER 14. CABIN DOME LIGHTS DIMMER PANEL
5. NO. 2 ENGINE OFF / FIRE T−HANDLE 15. CHAFF RELEASE SWITCH EH 24. COPILOT’S COCKPIT UTILITY LIGHT
6. NO. 2 ENGINE POWER CONTROL LEVER 16. PARKING BRAKE LEVER 25. FREE−AIR TEMPERATURE GAGE (ON
7. WINDSHIELD WIPER 17. FUEL BOOST PUMP PANEL HELICOPTERS WITHOUT HEATED
8. INSTRUMENT PANEL GLARE SHIELD CENTER WINDSHIELD) AB0821
18. LOWER CONSOLE UTILITY LIGHT SA
Figure 2-4. Cockpit Diagram (Sheet 1 of 2)
Change 4 2-7
TM 1-1520-237-10
26 27
28
28
29
29
30
30
31
47
32
31
32
ST CH
LI DA ECK
K AP T
EC M ST A & LIST
CH A & GE OW MA
T A AG P
46 DATOW E 33
S
38
34
45
35
36
44 43 42 41 40 39 38 37
34. CREW CHIEF / GUNNER ICS CONTROL 41. BATTERY / BATTERY UTILITY BUS
26. COCKPIT FLOODLIGHT CONTROL CIRCUIT BREAKER PANEL
PANEL
27. UPPER CONSOLE
35. CREW CHIEF AMMUNITION / GRENADE 42. FIRE EXTINGUISHER
28. MASTER WARNING PANEL STOWAGE COMPARTMENT 43. GUNNER’S ICS CONTROL PANEL
29. SLIDING WINDOW 36. STOWAGE BAG 44. FIRST AID KIT
30. COCKPIT DOOR EMERGENCY RELEASE 37. COLLECTIVE STICK FRICTION CONTROL 45. GUNNER’S AMMUNITION / GRENADE
31. CYCLIC STICK 38. COLLECTIVE STICK GRIP 46. COPILOT’S SIDE LOWER CONSOLE
32. DIRECTIONAL CONTROL PEDALS 39. ENGINE IGNITION KEYLOCK AFMS 47. AUXILIARY FUEL MANAGEMENT PANEL
33. PILOT’S SEAT 40. LOWER CONSOLE
AB0822
SA
Figure 2-4. Cockpit Diagram (Sheet 2 of 2)
2-8 Change 4
TM 1-1520-237-10
E F
CABIN DOME
LIGHTS (THREE)
D A
TROOP COMMANDER’S
ANTENNA COAX
C
B
ON HELICOPTERS EQUIPPED
GUST LOCK GUST LOCK
WITH AUXILIARY CABIN HEATER
RELEASE HANDLE
STA BUTTON
378.50
STA
349.50 GUST LOCK CONTROL
STA
332.50
ACCUMULATOR
HEATER AIR PRESSURE GAGE
INLET PORT
ACCUMULATOR
HAND PUMP
C
B ACCUMULATOR
HEATER TEMPERATURE MANUAL

67 CONTROL START
VALVE
50 85
ACCUMULATOR AF
PISTON POSITION T
INDICATOR
ON HELICOPTERS EQUIPPED WITH APU ACCUMULATOR
AUXILIARY CABIN HEATER (LOOKING UP)
(LOCATED BELOW LEFT GUNNER’S WINDOW)
AA0323_1B
SA
Figure 2-5. Cabin Interior (Sheet 1 of 2)
cating PARKING BRAKE ON. Pressing either pilot or indicating LOCK or UNLK (Figure 2-8). The fork is
copilot left brake pedal will release the parking brakes, the locked by an electrical actuator through a bellcrank and
handle will return to the off position and the advisory light locking pin. When the pin is extended, the switch will in-
will go off. Power for the advisory light comes from the dicate LOCK. When the pin is retracted, the switch will
No. 1 dc primary bus through a circuit breaker marked indicate UNLK. Power to operate the locking system is by
LIGHTS ADVSY. the dc essential bus through a circuit breaker marked
TAILWHEEL LOCK.
2.9.3 Tail Landing Gear. The tail landing gear (Figure
2-1) is below the rear section of the tail cone. It has a 2.10 INSTRUMENT PANEL.
two-stage oleo shock strut, tailwheel lock system fork as-
sembly, yoke assembly, and a wheel and tire. The fork 2.10.1 Instrument Panel. UH Engine and dual flight
assembly is the attachment point for the tailwheel and al- instruments are on the one-piece instrument panel (Figure
lows the wheel to swivel 360°. The tailwheel can be locked 2-9). The panel is tilted back 30°. The master warning pan-
in a trail position by a TAILWHEEL switch in the cockpit els are mounted on the upper instrument panel below the
2-9
TM 1-1520-237-10
FAULT INDICATION FAULTS

T−62T−40−1
BITE # DECODED BITE INFORMATION
1 2 3 4
ON ON
RESET 1 2 3 4 5 AUX NAV
START FUEL VALVE & EXCITER SIGNAL OUT (5%)

START
MAIN FUEL VALVE SIGNAL OUT (14%) OFF
2 3
OFF
SEQUENCE C C
START FUEL VALVE & EXCITER SIGNAL OFF (70%) O
M
1 4 O
N
90% RPM SWITCH ON M VOL
ICS 5 HOT MIKE
T
READY FOR SERVICE (90% + 1.5 SEC)

PROCESSOR BOARD FAILURE OFF
SENSOR/DATA BOARD FAILURE
OVERTEMPERATURE
OVERSPEED TROOP COMMANDER’S ICS CONTROL
UNDERSPEED
OPERATION
FAIL TO START
LOW OIL PRESSURE
HIGH OIL TEMPERATURE (WARNING) E
FAIL TO LIGHT (NO DATA)
SHORTED THERMOCOUPLE PROBE (WARNING)
OPEN THERMOCOUPLE
PROCESSOR SEQUENCE FAIL
NO DATA
APU ELECTRONIC SEQUENCE UNIT FAULT INDICATION

(ON HELICOPTERS EQUIPPED WITH T−62T−40−1 APU)
FAULT INDICATION FAULTS D

GTC−P36−150
BITE # DECODED BITE INFORMATION
1 2 3 4
RESET (START INITIATED)
F
START FUEL VALVE AND IGNITION SIGNAL ON (5%)
SEQUENCE START VALVE SIGNAL OFF (70%)
IGNITION SIGNAL OFF (95%)
READY FOR SERVICE (LOSS OF DC POWER)
PUSH−TO−TALK
ESU FAILURE
SWITCH
A/C START SYSTEM FAILURE
OVERTEMPERATURE
OVERSPEED
UNDERSPEED
FAIL TO START
OPERATION LOW OIL PRESSURE
OIL PRESSURE SWITCH FAILED
THERMOCOUPLE FAILED
MONOPOLE FAILED
FUEL SOLENOID FAILED
TROOP COMMANDER’S HANDSET
FUEL TORQUE MOTOR FAILED
IGNITION UNIT FAILED
HOT SENSOR FAILED
NO DATA
APU ELECTRONIC SEQUENCE UNIT FAULT INDICATION

AA0323_2A
(ON HELICOPTERS EQUIPPED WITH GTC−P36−150 APU) SA
Figure 2-5. Cabin Interior (Sheet 2 of 2)
glare shield, to inform the pilot of conditions that require ings are shown by ascending and descending columns of
immediate action. multicolored lights (red, yellow, and green) measured
against vertical scales which operate in this manner: the
2.10.2 Instrument Panel. EH The instrument panel of segments will light in normal progression and remain on as
the EH-60A is as shown on Figure 2-9. Refer to Chapter 3 the received signal level increases. Those scales will go off
for description and operation of systems switch panels and in normal progression as the received signal level decreases.
Chapter 4 for BDHI, CREW CALL switch, FLARE Scales with red-coded and/or amber-coded segments below
switch and ECM ANTENNA switch and countermeasure green-coded segments operate in this manner: When the
set ALQ-156. received signal level is zero or bottom scale, the segments
will light in normal progression and will remain on. When
2.10.3 Vertical Instrument Display System (VIDS). the first segment above the red or amber range goes on, all
The VIDS (Figure 2-9) consists of a vertical strip central red-coded or amber-coded segments will go off. These seg-
display unit (CDU), two vertical strip pilot display units ments will remain off until the received signal level indi-
(PDU), and two signal data converters (SDC). Those read- cates a reading at or within the red or amber range. At that
2-10
TM 1-1520-237-10
PILOT ECM CONSOLE ECM OPERATOR SEAT ECM EQUIPMENT RACK MISSION INTERFACE PANEL
COPILOT DF CONSOLE DF OPERATOR SEAT OBSERVER SEAT DF EQUIPMENT RACK AA0401

SA
Figure 2-6. Cabin Mission Equipment Arrangement EH
time all red-coded or amber-coded segments will go on and display. The No. 1 engine instruments on the CDU and
the scale display will either go on or go off in normal pro- copilot’s PDU, receive signal data from the No. 1 SDC
gression, depending upon the received signal level. The (CHAN 1). The No. 2 engine and main transmission instru-
CDU and PDUs contain photocells that automatically ad- ments on the CDU and pilot’s PDU, receives signal data
just lighting of the indicators with respect to ambient light. from the No. 2 SDC (CHAN 2). If either SDC fails, the
If any one of the three photocells should fail, the lights on corresponding CHAN 1 or 2 light will go on, and it is
the vertical scales of the PDUs or CDU may not be at the likely the pilot’s or copilot’s PDU and the corresponding
optimum brightness for the ambient conditions. The DIM instruments will fail. Failure of a lamp power supply within
knob on the CDU contains an override capability which an SDC will cause every second display light on the CDU
allows the pilot to manually set the display light level. The to go off. Both SDCs receive % RPM 1 and 2, % RPM R
SDCs receive parameter data from the No. 1 and No. 2 and % TRQ information from both engines. Therefore if
engines, transmission, and fuel system; provides processing one SDC fails only one PDU will provide % RPM 1 and 2
and transmits the resulting signal data to the instrument and % TRQ for both engines.
Change 9 2-11
TM 1-1520-237-10
Table 2-1. Weight-On-Wheels Functions

WOW SWITCH FUNCTION ON GROUND IN FLIGHT
Backup Pump Automatic Operation Disabled (Except when APU Enabled

accumulator is low)
Hydraulic Leak Test System Enabled Disabled
Backup Pump Thermal Switch Enabled Disabled
Low % RPM R Audio Warning Disabled Enabled
SAS/FPS Computer Degraded Enabled
Generator Underfrequency Protection Enabled Disabled
IFF Mode 4 Operation Disabled Automatic Zeroize Enabled Automatic Zeroize
External Stores Jettison ES Disabled Enabled
Deleted Deleted Deleted
AUX FUEL INCR/DECR Switch ES Enabled Disabled
5 minute delay before continuous BIT Enabled Disabled
(CBIT) monitors attitude sensor after AFMP
power up AFMS
AFMP Power up BIT (PBIT) and Initiated Enabled Disabled
BIT (IBIT) AFMS
2.10.4 Central Display Unit (CDU). The CDU (Figure 2.10.4.2 Dim Control. The DIM control allows the pilot
2-9) contains instruments that display fuel quantity, trans- to set a desired display light level of the CDU and PDUs in
mission oil temperature and pressure, engine oil tempera- accordance with the ambient light, or override the auto-dim
ture and pressure, turbine gas temperature (TGT), and gas sensors. If the auto-dim circuitry should fail or malfunction,
generator speed (Ng) readings. Those readings are shown turn the DIM control fully clockwise to regain illumination
by ascending and descending columns of multicolored of the CDU and PDUs.
lights (red, yellow, and green) measured against vertical
scales. If the instrument contains low range turnoff (red or 2.10.4.3 CDU and PDU Digital Control. An ON, OFF
yellow lights below green lights) they will go off when the DIGITS control switch is on the CDU (Figure 2-9) to turn
system is operating within the normal range (green). If the on or off the digital readout displays on the CDU and PDUs.
instrument contains yellow or red lights above the green If a digital processor fails, all digital displays will go off.
range, the green as well as the yellow or red will stay on
when operating above the green range. The operating 2.10.5 Pilot’s Display Unit (PDU). The PDU (Figure
ranges for the different instruments are shown in Figures 2-9) displays to the pilot engine power turbine speed (%
5-1, 5-2, and 5-3. Digital readouts are also installed on the RPM 1 and 2), rotor speed (% RPM R), and torque (%
TOTAL FUEL quantity, TGT, and Ng gages. TRQ). Readings are shown by ascending and descending
columns of multicolored lights (red, yellow, and green)
2.10.4.1 Lamp Test System. The lamp test provides a measured against vertical scales. A TEST switch provides
means of electrically checking all CDU scale lamps, digital a means of electrically checking all PDU scale lamps and
readouts, and % RPM RTR OVERSPEED lights on the digital readouts. When the TEST switch is pressed, all PDU
PDUs. When the PUSH TO TEST switch on the CDU is scale lamps should light and digital readouts should display
pressed, all CDU scale lamps should light, digital readouts 188. The % RPM indicators contain low range turnoff be-
should display 888, and three RTR OVERSPEED lights low the normal operating range. Three overspeed lights at
on the PDUs should be on. the top will go on from left to right when a corresponding
2-12 Change 10
TM 1-1520-237-10
rotor speed of 127%, 137%, and 142% is reached. Once a marked NO. 1 AC INST/NO. 1 DC INST and NO. 2 AC
light is turned on, a latch prevents it from going off until INST/NO. 2 DC INST respectively. See Figures 5-1, 5-2,
reset by maintenance. Power for the PDUs is from No. 1 and 5-3 for instrument markings.
and No. 2 ac and dc primary buses through circuit breakers
Change 8 2-12.1/(2-12.2 Blank)

TM 1-1520-237-10
WHITE
28V #387
F
OPEN
F
O
BLUE
SPARE
LAMPS
DC ESNTL BUS CARGO HOOK

E FUEL
*
ESSS EMERG REL CONTR ARMING CARGO PILOT
DC ESNTL BUS
FIRE DET ESNTL BATT
ICS NO. 1 VOR / ILS CHIP DUMP JTSN TEST NORM CKPT SAFE STAB HOOK TURN NO.1 NO.2 DC BUS
O
2 2 5 2 5 5 7.5 P 7.5 5 2 5 5 5 10
E
PILOT COPILOT VHF FM DET CONTR OUTBD N
SHORT ALL ARMED
PWR EMER RATE ENG ENG SENSE SPLY B
COMM SCTY SET UHF CAUT / BACKUP HOIST ESSS
* APU
NO. 1 TAIL
LIGHTS
NO. 1 FM UHF AM AM CONTR FIRE EXTGH
ADVSY HYD CABLE JTSN SAS ENG WHEEL SEC CONTR SRCH
2 2 7.5 5 5 5 7.5 5 5 5 5 20 5
PNL CONTR SHEAR INBD OFF
BOOST START LOCK PNL PWR CONTR
ON APU
GENERATORS WINDSHIELD
FORMATION LT GLARESHIELD EXT PWR BATT APU NO. 1 NO. 2 WIPER
5 LIGHTS VENT HEATER
4 RESET TEST TEST TEST OFF MED
R R R BLOWER
3 PARK LOW
O O O E O E O E
2
F
F
F
F
F S
F E
F S
F E
F S
F E HI
O
F
O
F C
ON ON T ON T ON T ON F F
1 ON ON
OFF BRT NO. 1 ENG OVSP FIRE DETR TEST NO. 2 ENG OVSP OFF HI
OFF
TEST A TEST B OPER TEST A TEST B
CONSOLE LT
LIGHTED CPLT FLT 1
SWITCHES INST LTS UPPER LOWER
2
AIR SOURCE
FUEL PUMP HEAT / START
APU BOOST ENGINE
FIRE EXTGH BRT BRT
OFF BRT OFF BRT O O OFF OFF
RESERVE
F F
O
F F INSTR LT
F
CARGO CABIN FUEL PRIME APU
F NON FLT PILOT FLT
HOOK LT DOME LT
NAV LTS WHITE MAIN
N
O O O
R F F
M F F
IR ON BLUE
OFF BRT OFF BRT
POSITION ANTICOLLISION
LIGHTS LIGHTS
ENG ANTI−ICE WINDSHIELD ANTI−ICE
DIM STEADY UPPER DAY NO. 1 NO. 2 COPILOT
B PILOT
O O O
F T F O O O O
F H F F F F F
BRT FLASH LOWER NIGHT F F F F
ON ON ON ON
BACKUP HYD
HYD PUMP LEAK TEST PITOT
HEAT
OFF RESET
A N O
U O F
T R F
O M
ON TEST ON
AA0364_1A
SA
Figure 2-7. Upper Console (Sheet 1 of 2)
2-13
TM 1-1520-237-10
DC ESNTL BUS
ECS
PILOT FIRE DET ESNTL BATT
TEMP CONT AIR COND Q/F STAB TURN NO.1 NO.2 DC BUS
COOL HTR PWR
7.5 2 5 5 5 10
O O O
F F F
F F F PWR RATE ENG ENG SENSE SPLY
FAN ON ON LIGHTS
COOL WARM NO. 1 TAIL
APU SAS ENG WHEEL SEC CONTR SRCH
CONTR FIRE EXTGH
5 5 5 5 20 5
BOOST START LOCK PNL PWR CONTR

EH
APU
EH
A B
C
DC ESNTL BUS
ESSS
ICS NO. 1 VOR / ILS CHIP JTSN
EH
2 2 5 2 5 7.5
WINDSHIELD
WIPER
PILOT COPILOT VHF FM DET OUTBD HEATER
OFF VENT
MED
E PARK LOW BLOWER
COMM SCTY SET UHF CAUT / BACKUP ESSS O O
NO. 1 FM UHF AM AM ADVSY HYD JTSN HI F F
F F
2 2 7.5 5 5 7.5 ON ON
OFF HI
PNL CONTR INBD
EH CONSOLE LT
UPPER LOWER
OFF BRT OFF BRT
INST LT
NON FLT PILOT FLT
OFF BRT OFF BRT
ENG ANTI−ICE PITOT

O NO. 1 NO. 2 HEAT
F
F O O O
ON F F F
F F F
WINDSHIELD ANTI−ICE ON ON ON
COPILOT CTR PILOT
D WINDSHIELD ANTI−ICE
O O O COPILOT CTR PILOT
F F F
F F F O O O
ON ON ON F F F
F F F
ON ON ON
(ON HELICOPTERS EQUIPPED WITH

HEATED CENTER WINDSHIELD)
AA0364_2A
SA
Figure 2-7. Upper Console (Sheet 2 of 2)
2-14
TM 1-1520-237-10
EMER STORES JETTISON M COMPASS

JETT I
ALL JETT S TAIL SERVO
INBD OUTBD + 0
C NORMAL SLAVED 0 +
BOTH BOTH
R R S FUEL TAIL GYRO
W IND
WHEEL ERECT
L L TEST BACKUP
PUSH TO
OFF ALL FREE SET
FLY TO EPE
SYS
STAT
TGT
STR C
1 7 : BANDO 0 3 0MG 9 1 PLAIN MODE
BRT GP S : M NA V : C MAL C / RAD
KILOCYCLES OP
CW GS : 1 1 7 KM / HR LD
80 DIM TK : 0 2 5 " KY RV
58
T 2 9 90 VOICE R DELAY
Z
U C 3 4
A TEST U
E ON
N R 2 5
D E O
F
A
G I
P PP KYBD LTR LTR LTR Z 1 6
S GS/TK DIST / BRG LEFT MID RIGHT 1 3 5
R /
E
4 FILL
NAV M TIME 2 6 POWER
C D
WP
P XTK/TKC
V COMP ANT LOOP L KEY TGT F1 ABC DEF GHI
R R 1 2 3
AUDIO OFF LOOP WIND−UTC DATUM
DATA ROUTE
TGT JKL MNO PQR CHAN
L R DISPLAY STR 4 5 6
TEST MGRS
1
N
LAMP LAT / INC STU VWX YZ*
A TEST LONG (+) 7 8 9
V
OFF GPS
ON 1 2 3 4 5 AUX NAV ON LDG DEC CLR # ENT
(−) 0 (PAGE)
MODE
3 0 0 0 00
OFF OFF
2 3
C C
1 4 O
O
M N STABILATOR CONTROL
VOL ICS 5
M HOT MIKE T
MAN SLEW AUTO MAIN VOL PRESET
UP TEST CONTROL OFF BOTH MANUAL GUARD
R U ADF
O E
OFF F H
ON S
F E F
T TONE OFF ON
NAV VOL MB VOL DN
SQUELCH
AUTO FLIGHT CONTROL
108.00 SAS 1 SAS 2 TRIM FPS

ON ON
B OFF OFF
ON ON ON ON
1 2 3 4 5 AUX NAV
OFF OFF
VOR / MB MB SENS
2 3
TEST C C
HI 1 4 O
BOOST FAILURE ADVISORY O
LO M ICS 5 N
R R M VOL HOT MIKE T
E CPTR SAS 2 ACCL CLTV E
ON S S
TRIM RGYR A/S GYRO
PLAIN E E
MODE T T
C / RAD OFF
OP POWER ON RESET
LD
PLAIN MODE
KY RV
58 C / RAD
R DELAY OP
C
Z
3 4 LD
E ON TEST TEST/MON TOP MASTER
U 2 5 KY
R
DI
M
DI
M N A
RV
O O D OFF 58
N BY DELAY
P RES
P RES
G I R
T
NORM ST
G T
ES
ES
1 6 O V Z
4
Z S S O C 3
1 3 5 TO T TO T BOT E ON
E FILL U 2 5
2 4 6 POWER TEST RAD R
M−1 M−2 M−3 / A M−C TEST O
R
E
EM I
O O Z 1 6
N N
STATUS
1 3 5
IFM RF PWR
E
2 4 6 FILL
PRESET OUT
POWER
2 3 4 NORM HI
1 5 LO ALT KIT ANT
MAN 6 OFF CODE
L E
MODE 4 IFM RF PWR
CUE 1 2 3 FREQ PRESET
A REPLY
MODE
H TEST AUDIO IDENT 2 3 4 NORM HI
B
OL
L M 1 5 LO
ERF HOM DI
D
4 5 6 SC I
ZERO
FUNCTION OFST O MAN 6 OFF

P RES
G
T
FH N O
ES
RXMT H U CUE L E
FH−M I T S 1 2 3 FREQ
SQ OFF LD
7 8
L
9 F TO T T
SQ ON LD−V TIME MIC MODE
F OUT HOM
ERF SC
TEST Z−A FUNCTION 4 5 6 OFST
CLR H−Ld Sto FH
OFF STOW 0 ENT RXMT
MODE 1 MODE 3 / A FH−M
VOL SQ OFF LD L
7 8 9 TIME
SQ ON LD−V
0 0 1 2 0 0 TEST Z−A
CLR H−Ld Sto
V OFF STOW 0 ENT
O 14 1 0 50 C VOL
L O
S T M
Q O M
D N CURSOR
I E
S EMER
FM AM PRESET PWR SELF DSCRM
DF
MAN LOAD 9 ON + ON
PRE TR OFF TEST OFF AUDIO
OFF
FLARE ARM CHAFF VALUE

ST
E
DIM
S TO T
0 0 0 0
DISP
ES
PR T/R ALE 4 5
CONT SILENT PRE ECCM 3 6
ZERO
(PULL) MAN EMER
2
STBY
1
ARM OFF
R MAN FUEL BOOST PUMP CONTROL
I F OFF PGRM KEY DATA
P I VOL
P R ON ON SQL
L E
NO. 1 NO. 2
E
PUMP PUMP
SAFE
OFF OFF
PARKING BRAKE
BATT &
ESNTL BUS ESNTL DC FUEL BATT
DC AC & WARN PRIME B BUS FIRE
A
B 50 5 5 5 T 5 5 CHAFF
A T DISPENSE
T SPLY CONV EXT PWR BOOST CONTR EXTGH
WARN CONTR U
T
T UTIL
APU
B I LTS APU
U L OFF PGM CP−PGM
S 5 5 5 5 5 DCLT ACK DCLT
B ON SEL NXT OP
INC DEC
CONTR FIRE GEN U CKPT CONTR 1−4 BIT 1−4
INST DET CONTR S INST ADJ ALT/P/R P−PGM
MODE MODE
+
PLT CPLT
DSPL POS DSPL POS
DIM L/R ON DIM L / R
D / U BRT FAIL
BRT D / U
OFF
VHF / UHF FM 1 / UHF
FM 2 / VHF FM 1 / VHF
FM 2 / UHF FM 1 / FM 2
RADIO RETRANSMISSION
6 5 4
BAT U
3 2 1
PRESET MODE
OFF AUDIO
REM PT
PWR
6 MAN CT
1 RK (PULL)
4 2 3
OFL EB Z ALL
OFF
PNL INIT CIK
100
BRT KY−
OFF
DSPL
FILL
AA0385_1E
SA
Figure 2-8. Lower Console (Sheet 1 of 3) UH
Change 10 2-15
TM 1-1520-237-10
KILOCYCLES
CW
80
T 2 9 90 VOICE
U TEST
A N
D E
F
R
C
V COMP ANT LOOP
R OFF LOOP
AUDIO
L R
NAV VOL MB VOL
108.00
OFF OFF
VOR / MB MB SENS
TEST
HI
LO
SYS TGT
FLY TO EPE STAT STR
1 7 : BANDO 0 3 0MG 9 1
BRT GP S : M NA V : C MAL
GS : 1 1 7 KM / HR
DIM TK : 0 2 5 "
G
P PP KYBD LTR LTR LTR
S GS/TK DIST / BRG LEFT MID RIGHT
/ NAV M TIME
D
P XTK/TKC WP
KEY TGT F1 ABC DEF GHI
L
R 1 2 3
WIND−UTC DATUM
DATA ROUTE
TGT JKL MNO PQR
DISPLAY STR 4 5 6
TEST MGRS
N
V
OFF GPS
LDG DEC CLR # ENT
(−) 0 (PAGE)
MODE
GPS AA0385_2C
SA
Figure 2-8. Lower Console (Sheet 2 of 3) UH
2-16 Change 8
TM 1-1520-237-10
2.11 DOORS AND WINDOWS. 2-1). Single-action door latches allow the doors to be
latched in the fully open or fully closed positions. Each of
2.11.1 Cockpit Doors. The crew compartment is the two doors incorporate two jettisonable windows, for
reached through two doors, one on each side of the cockpit. emergency exit (Figure 9-1).
The doors swing outward and are hinged on the forward
side (Figure 2-1). Each door has a window for ventilation. 2.11.3 Crew Chief/Gunner Windows. The Crew
Installed on the back of each door is a latch handle to allow Chief/Gunner Stations have forward sliding hatch windows,
unlatching the door from either inside or outside the cock- split vertically into two panels (Figure 2-1). A spring-
pit. Emergency release handles are on the inside frame of loaded security latch is installed on each gunner’s aft win-
each door (Figure 9-1). They allow the cockpit doors to be dow, to prevent the window opening from the outside. The
jettisoned in case of an emergency. There is an emergency dead bolt lock requires activation of the security latch lever
release pull tab on the inside forward portion of each cock- from inside the helicopter. Another window latch bar is
pit door window for pilot egress. actuated to allow the forward window to be moved to a
2.11.2 Troop/Cargo (Cabin) Doors. Aft sliding doors

are on each side of the troop/cargo compartment (Figure
Change 1 2-16.1/(2-16.2 Blank)

TM 1-1520-237-10
M COMPASS
I
S TAIL SERVO
C NORMAL + 0 SLAVED 0 +
S FUEL TAIL GYRO

W IND
COVER TEST
WHEEL ERECT
BACKUP
PUSH TO
FREE SET
PLAIN MODE
KILOCYCLES C / RAD
OP
CW LD
80
KY RV
T 2 9 90 VOICE 58
R DELAY
U TEST Z
4
A C 3
N U
E
ON
D E R 2 5
F O
I
Z 1 6
R E 1 3 5
C 2 4 6 FILL
POWER
V COMP ANT LOOP
R OFF LOOP
ABC DEF
AUDIO
MRK 1 M 3
DEST 2
INS STR
L R CHAN
STR GHJ KLM NPQ
POS TCN
W 5 E
6
1
4
RST UVW XYZ

I
ON 1 2 3 4 5 AUX NAV ON I
BIT S
7 8 9
N
NAV
S NORM UPDT LTR 3 0 0 0 00
OFF OFF DEST FAST USE 0 CLR
2 3
C C
1 4 O OFF
O _ BRT
M ICS 5 N TEST
M VOL HOT MIKE T FACK
CAL
ATTD
MAIN VOL PRESET
OFF BOTH MANUAL GUARD
OFF U ADF
STABILATOR CONTROL
H
F
NAV VOL MB VOL MAN SLEW AUTO OFF ON
CONTROL TONE
UP TEST SQUELCH
108 00 R
O E
OFF OFF F ON S ON 1 2 3 4 5 AUX NAV ON
F E
T
VOR / MB MB SENS DN
TEST OFF OFF
HI AUTO FLIGHT CONTROL
2 3
SAS 1 SAS 2 TRIM FPS C C
LO 1 4 O
O
M ICS 5 N
M VOL HOT MIKE T
ON ON ON ON
PLAIN MODE
C / RAD
OP BOOST FAILURE ADVISORY OFF
LD
KY
R R
RV E CPTR SAS 2 ACCL CLTV E
58 PLAIN
R DELAY ON S S MODE
C
Z
3 4 E TRIM RGYR A/S GYRO
E C / RAD
E
ON OP
U R 2 5 T T
O
LD
I
POWER ON RESET KY
1 6 RV
Z 58
E 1 3 5 R DELAY
2 4 6 FILL Z
4
POWER C E 3
U
ON
R 2 5
O
I
TEST TEST/MON TOP MASTER Z 1 6
M M E 1 3 5
DI DI N A 2 4 6 FILL
O D OFF POWER
BY
VHF−FM NO. 2 N
P RES
P RES
G I
T
NORM ST
G T
ES
ES
O V
S S O
TO T TO T
AN/ARC−201 TEST
BOT
RAD
M−1 M−2 M−3/A M−C
R
O O
TEST
EM
E
VHF−FM NO. 1
N N STATUS AN/ARC−201
OUT
V
O 14 1 0 50 C ALT KIT ANT
L O CODE
MODE 4
T M
S
Q O M
A
H TEST AUDIO REPLY IDENT IFM CONTROL
B
N
OL
D L M
I E DI
D
I
ZERO
O
P RES
S EMER G
T
N O
H
ES
FM AM PRESET I U
DF T S
F TO T T
MAN LOAD 9 F MIC FLARE ARM CHAFF
OUT OUT
PRE TR ST
E
DIM
S TO T
OFF MODE 1 MODE 3 / A

3 0 6 0
DISP
ES
PR
CONT
0 0 1 2 0 0
FUEL BOOST PUMP CONTROL ARM

R
I F MAN PGRM
ON ON P I
P R
NO. 1 NO. 2 L E
PUMP PUMP E
RADIO RETRANSMISSION
SAFE
OFF OFF
FM 1 / FM 2 FM 2 / UHF
PWR SELF DSCRM
FM 1 / VHF FM 2 / VHF
ON + ON
FM 1 / UHF VHF / UHF OFF TEST OFF AUDIO
OFF
ALQ NO ALQ−156 ALQ−144
162 GO
COVER
AN/ALQ−162 CW
THRT
CW
JAM
CM
JAM
CM
INOP
IRCM
INOP
PARKING BRAKE
BATT &
ESNTL BUS ESNTL DC FUEL BATT
DC AC & WARN PRIME B BUS FIRE
A CHAFF
B 50 5 5 5 5 5 DISPENSE
T
A
T
T SPLY CONV EXT PWR BOOST CONTR EXTGH
WARN U
T CONTR
T UTIL
B APU I LTS APU
U L
S 5 5 5 5 5
B
U
CONTR FIRE GEN CKPT CONTR
INST DET CONTR S INST
AA1304_2B
SA
Figure 2-8. Lower Console (Sheet 3 of 3) EH
2-17
TM 1-1520-237-10
#1 ENG #2 ENG MA WRN CAUT/ADVSY

RAD ALT
OUT OUT
FUEL XMSN ENG
RADIO CALL QTY TEMP PRESS TEMP
MASTER CAUTION LOW ROTOR LB X 100 C X 10 PSI X 10 C X 10
FIRE
PRESS TO RESET RPM 00 0 00 DIMMING NVG DIMMING
#1 FUEL LOW #1 GEN #2 GEN #2 FUEL LOW 19 18
16
14
#1 ENGINE #2 ENGINE
GA DH MB PRESS
#1 GEN BRG #2 GEN BRG
PRESS
11 14
12
H
% RPM % TRQ 12
#1 ENGINE #1 CONV #2 CONV #2 ENGINE 7 12
20 L TEST RTR OVERSPEED OIL PRESS OIL PRESS 10
2 5 10
250 50 CMD ATT
FT X 100 10
#1 ENGINE
OIL TEMP
AC ESS
BUS OFF
DC ESS
BUS OFF
#2 ENGINE
OIL TEMP 8
6 10
8
CHIP BATT LOW BATTERY CHIP 5 8
CLI MB LO 1 R 2 1 2 6
1 15 130 130 #1 ENGINE CHARGE FAULT #2 ENGINE 6
200 30 30
ABS ALT
140 140 #1 FUEL GUST PITCH BIAS #2 FUEL 4
4
4
KNOTS 120 120
FLTR BYPASS LOCK FAIL FLTR BYPASS 4
100 LO
0 FEET
HI 120 120 #1 ENGINE #1 OIL
FLTR BYPASS
#2 OIL
FLTR BYPASS
#2 ENGINE
STARTER 2
0
3
0
STARTER
150 SET SET
110 110 100 100 −4 −4
#1 PRI #1 HYD #2 HYD #2 PRI 0 0
SERVO PRESS PUMP PUMP SERVO PRESS 1 2
G PUSH 1 2
OFF TO TEST 80 80
S 105 105 TAIL ROTOR IRCM #1 TAIL
QUADRANT INOP * AUX FUEL RTR SERVO ON
PUSH
60 60 MAIN XMSN INT XMSN TAIL XMSN APU OIL
30 30 100 100 OIL TEMP OIL TEMP OIL TEMP TEMP HI
40 40 TOTAL FUEL
BOOST SERVO STABILATOR SAS OFF TRIM FAIL DIM OFF
DI VE
9 0 1
OFF
95 95 TO TEST DIGITS
S NAV 20 20
D LFT PITOT FLT PATH IFF RT PITOT
10 T HEAT STAB HEAT
STAB E
A CODE
ALT
POS
10
0
B
G KIAS
LIMIT 8 OFF
1 2
90 90 0
1 2
0
CHIP INPUT
MDL−LH
CHIP
INT XMSN
CHIP
TAIL XMSN
CHIP INPUT
MDL−RH
AUX FUEL QTY LBS
O
20 0O 150 0 70 70 TEST /
RESET NO VENT VENT NO
F 30 10O 2 CHIP ACCESS CHIP MAIN APU CHIP ACCESS
F 100 FLOW FAIL OVFL FLOW
DEG 40
DN
20O
30O
80
60
ROLL PITCH 1000 FT
7
100 FT
IN. HG
2 9 9 0
3 30 30
MDL−LH
MR DE−ICE
MDL SUMP
MR DE−ICE
FAIL
TR DE−ICE
MDL−RH
ICE
IMBAL
0 0 FAIL FAULT FAIL DETECTED

40O 45
6 1 R 2
5 4
OUTBD INBD INBD OUTBD
MAIN XMSN #1 RSVR #2 RSVR BACK−UP EMPTY L EMPTY EMPTY R EMPTY
OIL PRESS LOW LOW RSVR LOW
XFER MODE MAN XFER XFER FROM PRESS
#1 ENG #1 ENG INLET #2 ENG INLET #2 ENG AUTO LEFT INBD ALL
ANTI−ICE ON ANTI−ICE ON ANTI−ICE ON ANTI−ICE ON B
MODE SEL 1 2 3 4 30 0
O
F
O
T
OUTBD
1 PRIME BOOST BACK−UP F INBD

APU ON APU GEN ON H
KM PUMP ON PUMP ON
VOR BACK FM COURSE MAN RIGHT OUTBD OFF
DPLR ILS CRS HOME 33 N
30
APU ACCUM SEARCH LT #2 TAIL RTR
2
* * ON LDG LT ON
H LOW SERVO ON
D 60
G 55 5
BRT / CARGO
W
2
HOOK ARMED
3
VOR BACK FM
11 12 1
HOOK OPEN
DPLR DIM OFF
ILS CRS HOME
NA
V
1 4 50
10 2
10
PARKING
BRAKE ON
EXT PWR
CONNECTED
24
5 VERTICAL SPEED 45 9 3 15 TEST

UP
NORM PLT NORM ADF
6 8 4 ON
21
ALTR CPLT ALTR VOR 40 20

DOWN 7 6 5
12 1000 FT PER
5 35 25
S MIN
TURN CRS VERT BRG 30
1
15
4
2
RATE HDG GYRO 2

HDG 1
CRS 2 ENGINE
IGNITION
NON SECURE RADIOS WILL NOT BE KEYED ICS IDENT VOR MB

WHEN USING ANY SECURE RADIO OR THE RADIO FM 1 UHF VHF FM2 LOC ADF
SW NO. 1 2 3 4 5 AUX NAV
INTERCOM FOR CLASSIFIED COMMUNICATIONS
DPLR
GPS B GPS
4 12 27 26 12 27
4
15 7
7 1 19 1
5 13 13 5
24 16 9 8
9 8 2 2
21 17 10
20
11 6 14 18 14 6
3 22 11 3
25 23
AB0823
SA
Figure 2-9. Instrument Panel (Sheet 1 of 4) UH
2-18 Change 4
TM 1-1520-237-10
RAD ALT
#1 ENG #2 ENG
OUT OUT
OIL TGT Ng RADIO CALL
PRESS TEMP SPEED 00 0 00 DIMMING MASTER CAUTION LOW ROTOR
PSI 5 10 \ X 100 \ X 10 FIRE
PRESS TO RESET RPM
17 11
9 9
13 LWG / m3 20 SA DM MA
10
% RPM % TRQ
8
L
M
10 15
H 250
8
PRESS T 25 5 20
TEST RTR OVERSPEED
50 L
7 9
TO 0 FAIL 2 5
7 FT X 100
6
8
TEST 200 CMD ATT 10
6 1 R 2 1 2 CLI MB
5
130 130 KNOTS 1 LO 15
140 140 ABS ALT
5 7
150 100 30 30
4
4 120 120
120 120 LO
1 4 3 HI
2 4 0 FEET
110 110 SET SET

100 100
1
1
2 1
0
2
0 B
L 80 80
G OFF
PUSH
TO TEST
MODE 105 105 S
A S
D
D 60 60 T
AUTO M A
E
E POWER TEST T 100 100 STAB
10
G KIAS
30 30
AN
ON IN POS 0 B LIMIT
40 40
U
D
10 0O 150
AL
OFF 1 − CHAN − 2 DI VE
L 95 95
9 0 1
TGT Ng 20 10O 100
DIGITS E 20 20 O NAV
F 30
F 20O 80
I DEG 40
30O 60
C M
90 90 0 0 DN
ALT
E TEST
PROGRESS
70 70
1 2 40O 45
8 1 2
BR 0 2
IL
BLADE DE−ICE TEST
30 30 HDG NAV ALT ROLL PITCH 1000 FT
7
100 FT
IN. HG
3
A
2 9 9 0
M
0 0
PWR 1 R 2
NORM HDG NAV ALT
6
5 4
MAIN TAIL
SYNC 1 ON ON ON
SYNC 2
CIS MODE SEL 1 2 3 4
OAT 30 0
1
EOT RTR RTR KM
COURSE
MODE SEL 33 N
30
2
H
60 VOR BACK FM D
5
55
DPLR ILS CRS HOME G
3
2
N
11 12 1
Y
IG
4
H
50 10
ON V
I NA
1
T
10 2 VOR BACK FM
24
R
6
DPLR
C
45 9 3 15 ILS CRS HOME .5 VERTICAL SPEED
UP
M OFF 8 4
6
21
E
40 20
7 6 5 DOWN
35 25
NORM PLT NORM ADF 12 1000 FT PER
CPLT VOR S .5
30 ALTR ALTR 15 MIN
1 4
2
TURN
RATE
CRS
HDG
VERT
GYRO
BRG
2
HDG 1
CRS 2
DPLR
GPS B GPS B
L MODE
A
D AUTO M
POWER TEST T
E
AN
ON IN
UA
O
D L
L
E F
I F
C M
E TEST PROGRESS
1. RADAR ALTIMETER
BLADE DE−ICE TEST
2. BAROMETRIC ALTIMETER
3. VERTICAL SPEED INDICATOR PWR
NORM MAIN TAIL
4. MASTER WARNING PANEL SYNC 1
5. VERTICAL SITUATION INDICATOR
SYNC 2
6. HORIZONTAL SITUATION INDICATOR
7. AIRSPEED INDICATOR OAT
8. STABILATOR POSITION PLACARD EOT RTR RTR
9. STABILATOR INDICATOR
10. CIS MODE SELECTOR
11. VSI / HSI MODE SELECTOR
12. RADIO CALL PLACARD
g / m3
13. PILOT’S DISPLAY UNIT LWG
14. CLOCK M H
15. ICE RATE METER L 10 15
PRESS T 25. 5 20
16. BLADE DEICE CONTROL PANEL TO 0 FAIL
17. BLADE DEICE TEST PANEL TEST
18. INFRARED COUNTERMEASURE CONTROL PANEL
19. CENTRAL DISPLAY UNIT
20. RADAR WARNING INDICATOR
21. AUXILIARY FUEL MANAGEMENT PANEL AFMS
22. ENGINE IGNITION SWITCH
23. RADIO SELECT PLACARD I ON
24. CAUTION / ADVISORY PANEL R
25. SECURE WARNING PLACARD C
M OFF
26. NVG DIMMING CONTROL PANEL
27. RAD ALT DIMMING
(ON HELICOPTERS WITH REARRANGED

BLADE DEICE PANELS) AB0824
SA
Figure 2-9. Instrument Panel (Sheet 2 of 4) UH
Change 4 2-19
TM 1-1520-237-10
#1 ENG #2 ENG MA WRN CAUT / ADVSY

RAD ALT
OUT OUT
FUEL XMSN ENG
MASTER CAUTION LOW ROTOR
RADIO CALL QTY TEMP PRESS TEMP
O O
FIRE 00 0 00 DIMMING LB X 100 C X 10 PSI X 10 C X 10
PRESS TO RESET RPM NVG DIMMING
#1 FUEL LOW #1 GEN #2 GEN #2 FUEL LOW 19 18
16
14
#1 ENGINE #2 ENGINE
GA DH MB PRESS
#1 GEN BRG #2 GEN BRG 11 14
PRESS 12
H % RPM % TRQ 12
#1 ENGINE #1 CONV #2 CONV #2 ENGINE 7 12
L TEST RTR OVERSPEED OIL PRESS OIL PRESS 10
20 2 5 10
6 10
250 50 CMD ATT
FT X 100 10
#1 ENGINE
OIL TEMP
AC ESS
BUS OFF
DC ESS
BUS OFF
#2 ENGINE
OIL TEMP 8
8
CHIP BATT LOW BATTERY CHIP 5 8

CLI M B LO 1 R 2 1 2 6
1 ABS ALT
15 130 130 #1 ENGINE CHARGE FAULT #2 ENGINE 6
4
200 30 30 140 140 #1 FUEL
FLTR BYPASS
GUST
LOCK
ANTENNA
EXTENDED
#2 FUEL
FLTR BYPASS 4
4 4
KNOTS LO HI
120 120
3
120 120 0
100 0 FEET #1 ENGINE
STARTER
#1 OIL
FLTR BYPASS
#2 OIL
FLTR BYPASS
#2 ENGINE
STARTER 2
0
SET SET
150 110 110 100 100 #1 PRI #1 HYD #2 HYD #2 PRI 0
−4
0
−4
SERVO PRESS PUMP PUMP SERVO PRESS 1 2
G PUSH 1 2
OFF TO TEST 80 80
S 105 105 TAIL ROTOR IRCM
AUX FUEL #1 TAIL
QUADRANT INDP RTR SERVO PUSH DIM ON
60 60 MAIN XMSN INT XMSN TAIL XMSN APU OIL
30 30 100 100 OIL TEMP OIL TEMP OIL TEMP TEMP HI
40 40 TOTAL FUEL
BOOST SERVO STABILATOR SAS OFF TRIM FAIL TO TEST OFF
DI VE
9 0 1
OFF
95 95 DIGITS
S NAV 20 20
D LFT PITOT FLT PATH IFF RT PITOT
10 T HEAT STAB HEAT
STAB E
A
CODE
ALT
POS
10
0
B
G KIAS
LIMIT 8 OFF
1 2
90 90 0
1 2
0
CHIP INPUT
MDL−LH
CHIP
INT XMSN
CHIP
TAIL XMSN
CHIP INPUT
MDL−RH
O
20 0O 150 0 70 70
F 30 10O 2 CHIP ACCESS CHIP MAIN APU CHIP ACCESS
F 100
DEG 40
20O ROLL PITCH 1000 FT IN. HG
3 MDL−LH MDL SUMP FAIL MDL−RH
0 3
33
80 100 FT 30 30
DN
30O
40O
60
45
7 2 9 9 0
0 0
MR DE−ICE
FAIL
MR DE−ICE
FAULT
TR DE−ICE
FAIL
ICE
DETECTED
27 30
6 1 R 2 0 0 0 0
6
5 4
MAIN XMSN #1 RSVR #2 RSVR BACK−UP
OIL PRESS LOW LOW RSVR LOW KN
9
#1 ENG #1 ENG INLET #2 ENG INLET #2 ENG
ANTI−ICE ON ANTI−ICE ON ANTI−ICE ON ANTI−ICE ON
MODE SEL 1 2 3 4 30 0
24
12
1 PRIME BOOST BACK−UP
APU ON APU GEN ON
KM PUMP ON PUMP ON
VOR BACK FM COURSE 15 1
IINS ILS CRS HOME 33 18 2
30 N APU ACCUM SEARCH LT #2 TAIL RTR
2
LDG LT ON
H LOW ON SERVO ON
D 60
G 55 5
BRT / AIR COND CABIN HEAT ANTENNA
W
2
3
VOR BACK FM
11 12 1 DIM ON ON RETRACTED
IINS
ILS CRS HOME
NA
V
1 4 50
10 2
10
PARKING
BRAKE ON
EXT PWR
CONNECTED OFF
24
5 TEST
VERTICAL SPEED 45 9 3 15
UP
NORM PLT NORM ADF
6 8 4
21
ALTR CPLT ALTR VOR 40 20

DOWN 7 5 ON
12 1000 FT PER 6
5 35 25
S MIN
TURN CRS VERT BRG 30
1
15
4
2
RATE HDG GYRO 2 FLARE CREW

HDG 1
CRS 2 CALL ENGINE
ICS IDENT VOR MB
IGNITION
RADIO FM 1 UHF VHF FM2 LOC ADF
SW NO. 1 2 3 4 5 AUX NAV
SYSTEMS SELECT
DG VG
NON SECURE RADIOS WILL NOT BE KEYED
WHEN USING ANY SECURE RADIO OR THE IINS IINS
INTERCOM FOR CLASSIFIED COMMUNICATIONS HDG ATT
4 33 32 12 33 4
12
15
1 7
7 21 1
5 13 16 13 5
28 9 8
9 8 2 17 2
10
25
22 18
11 6 14 19 14 6
3 11 3
30 29 26 24
23 20
31 27
AA0516_3A
SA
Figure 2-9. Instrument Panel (Sheet 3 of 4) EH
2-20
TM 1-1520-237-10
OIL TGT Ng RAD ALT #1 ENG #2 ENG

OUT OUT
PRESS TEMP SPEED
PSI 5 10 C X 100 % X 10
B
17 11
L MODE RADIO CALL FIRE
A 00 0 00 DIMMING
PRESS TO RESET RPM
9
13 D AUTO M
10
POWER TEST T
AN
9 E
8 ON IN
UA
8 O 20 GA DM MB
% RPM
7 9 D L % TRQ 250
L
7 E F
6 I F
TEST RTR OVERSPEED 50 L
6
8
C TEST M 2 5
FT X 100
5 E PROGRESS CMD ATT 10
5 7 200
1 R 2 1 2 CLI M B
4 130 130 KNOTS 1 LO 15
4 BLADE DE−ICE TEST
2 4
140 140 100 30 30
ABS ALT
PWR 120 120

1 0 0
NORM MAIN TAIL 120 120 150 LO HI
1 2 1 2 SYNC 1 0 FEET
110 110 SET SET

100 100
SYNC 2
G PUSH
OAT 105 105 80 80
S OFF TO TEST
S
EOT RTR RTR D
60 60 T
E
1 − CHAN − 2 100 100 10 A KIAS
TGT Ng STAB G 30 30
POS 0 B LIMIT
40 40
10 0O 150
95 95 DI VE
9 0 1
20 10O 100
20 20 O
F 30
NAV
9 20O 80
LWG / m3
F
40
DEG 30O 60
90 90 0 0 DN
ALT
PRESS
L
T 25 5
M
10 15
H
20 70 70
1 2 40O 45
8 1 2
BR TO 0 FA IL 0 2
IL TEST 30 30 HDG NAV ALT ROLL PITCH 1000 FT
7
100 FT
IN. HG
3
A
2 9 9 0
M
0 0
1 R 2
HDG NAV ALT
6
ON ON ON
5 4
I ON CIS MODE SEL 1 2 3 4 30 0
R 1
C KM
COURSE
M OFF MODE SEL 33
30 N
2
H
60 VOR BACK FM D
5
55
DPLR ILS CRS HOME G
3
2
N
11 12 1
Y
IG
4
H
ALQ NO 50
D
10 V
NA
1
T
A 162 G0 ALQ 156 ALQ 144 ALQ 135 2

10 VOR BACK FM
24
6
S DPLR
CW CW CM CM IRCM OVER RDR 45 9 3 15 ILS CRS HOME .5 VERTICAL SPEED
E THRT JAM JAM INOP INOP TEMP INOP UP
8 4
6
21
E
40 20
7 6 5 DOWN
35 25
NORM PLT NORM ADF 12 1000 FT PER
CPLT VOR S .5
TEST 30 ALTR ALTR 15 MIN
1 4
2
POWER PUSH FOR
RETRACT
ON
STANDBY TURN
RATE
CRS
HDG
VERT
GYRO
BRG
2
HDG 1
CRS 2
OFF
EXTEND OFF STATUS
FLARE
1. RADAR ALTIMETER 18. ALQ−144 INFRARED COUNTERMEASURE

2. BAROMETRIC ALTIMETER CONTROL PANEL
3. VERTICAL SPEED INDICATOR 19. ASE STATUS PANEL
4. MASTER WARNING PANEL 20. ALQ−156 COUNTERMEASURE PANEL
5. VERTICAL SITUATION INDICATOR 21. CENTRAL DISPLAY UNIT
6. HORIZONTAL SITUATION INDICATOR 22. RADAR WARNING INDICATOR
7. AIRSPEED INDICATOR 23. ECM ANTENNA SWITCH
8. STABILATOR POSITION PLACARD 24. ENGINE IGNITION SWITCH
9. STABILATOR POSITION INDICATOR 25. BEARING DISTANCE HEADING INDICATOR
10. CIS MODE SELECTOR 26. CREW CALL SWITCH / INDICATOR
11. VSI / HSI MODE SELECTOR 27. SYSTEM SELECT PANEL
12. RADIO CALL PLACARD 28. CAUTION / ADVISORY PANEL
13. PILOT’S DISPLAY UNIT 29. FLARE DISPENSE SWITCH
14. CLOCK 30. RADIO SELECT PLACARD
15. BLADE DEICE CONTROL PANEL 31. SECURE RADIO WARNING PLACARD
16. BLADE DEICE TEST PANEL 32. NVG DIMMING CONTROL PANEL
17. ICE RATE METER 33. RADAR ALTIMETER DIMMING
AA0516_4C
SA
Figure 2-9. Instrument Panel (Sheet 4 of 4) EH
2-21
TM 1-1520-237-10
stowed position. The windows may be opened to move a b. Forward and Rear Adjustment. The seat is adjusted
machine gun into position for firing. for leg length by a locking lever on the left front of the seat
bucket. The lever is spring-loaded and returns to the locked
2.11.4 Door Locks. Key door locks are installed on position when released.
each of the cabin, cockpit and avionics compartment doors.
A common key is used to lock and unlock the doors from c. Emergency Tilt Levers. The emergency tilt release
the outside to secure the helicopter. Each crew chief/gunner levers are on each side of the seat support frame. The seat
sliding window is locked from the inside only. may be tilted back into the cabin for removal or treatment
of a wounded pilot. Seat tilting can be done from the cabin
2.12 CREW SEATS. only when the seat is in the full down and aft position. On
RA-30525 seats, tilting is achieved by pushing the tilt le-
2.12.1 Pilots’ Seats.
vers in toward center, and then pulling the seat top rear-
ward. On D3801 and D3802 seats, tilting is achieved by
pushing the tilt levers outboard, and then pulling the seat
WARNING top rearward.
Do not store any items below seats. Seats d. Emergency Vertical Release Lever. The emergency
stroke downward during a crash and any vertical release lever permits the seat to drop to the lowest
obstruction will increase the probability adjustment point for tilting. The emergency vertical release
and severity of injury. lever is on the upper center back of RA-30525 seats, and is
actuated by pulling right on the lever. The emergency ver-
The pilots’ seats provide ballistic protection and can be tical release pedal is on the lower back of the D3801 and
adjusted for the pilots’ leg length and height. The pilot’s D3802 seats, and is actuated by pushing down on the foot
seat is on the right side, and the copilot’s is on the left. operated pedal.
Each seat has a one-piece ceramic composite bucket at-
tached to energy absorption tubes. Each seat is positioned e. Seat Belts. The pilot’s and copilot’s seats each con-
on a track with the bucket directly above a recess in the tain a shoulder harness, seat belt, and a crotch strap con-
cockpit floor. Crash loads are reduced by allowing the seat nected to a common buckle assembly. All belts and straps
and occupant to move vertically as single unit. Occupant have adjustment fittings. The attachment buckle has a
restraint is provided by a shoulder harness, lap belts, and a single-point release that will be common in configuration
crotch belt. on the pilot’s and copilot’s seats; they may be of the lift
lever or rotary release configuration, when the lanyard is
pulled or the release is turned all belts and straps will re-
lease simultaneously.
WARNING
2.12.2 Protective Armor. Armor protection is provided
To prevent injury to personnel, do not re- for the body of the pilot and copilot against 7.62 mm rounds
lease either the normal or emergency ver- from the side and from the back and below. Armored wings,
tical adjust levers unless someone is sit- attached to the cockpit interior, consist of a sliding panel at
ting in the seat. The extension springs are the outboard side of each seat. A release lever at the front
under load at all times. With seat at low- of each panel permits sliding the panel aft to allow rapid
est position, the vertical preload on the entrance and exit, as well as freedom of movement for the
seat could be as high as 150 pounds. If no seat occupant.
one is in the seat and vertical adjust le-
ver(s) is released, the seat will be snapped 2.12.3 Crew Chief/Gunner Seats.
to the highest stop. Anyone leaning over
the seat or with hands on guide tubes
above linear bearings, will be seriously in-
jured. WARNING
a. Seat Height Adjustment. Vertical seat adjustment is
controlled by a lever on the right front of the seat bucket. Do not store any items below seats. Dur-
Springs are installed to counterbalance the weight of the ing a crash any obstruction will increase
seat. The lever returns to the locked position when released. the probability and severity of injury.
2-22 Change 10
TM 1-1520-237-10
Two outward facing seats (Figure 2-10), one on each seat pans are attached through cables to the cabin ceiling
side of the helicopter at the front of the cabin, are for the and through cables and rods to seat fittings installed in the
crew chief/gunners. Each seat faces a window. Each seat is floor. The seats may be installed in any quantity from 1 to
a cable-supported steel tube assembly with a fire-resistant, 13. Each seat contains two lower energy attenuators de-
high strength fabric seat and backrest. Each seat contains signed and oriented to reduce personnel injury. In Row 1,
two lower energy attenuators designed and oriented to redo not install a passenger/troop seat in the most forward
duce personal injury in a crash. Each seat has a complete center position directly behind the cockpit center console.
lap belt and dual torso-restraint shoulder harness attached When seats are removed from the cabin and stowed in the
to a dual action rotary release buckle. The shoulder harness storage compartment, adjustments must be made for weight
is connected to inertia reels on the seat back and bottom. and balance using data in Figures 6-3 and 6-12.
This gives the wearer freedom to move about his station.
On helicopters equipped with improved crewchief/gunner’s
2.13.1 Troop Seat Belt Operation. UH
restraint system, the restraint system is equipped with a
single action rotary release buckle with a guard. A release
1. Extend shoulder strap and attach shoulder strap
plate must be pressed to allow rotation of release, prevent-
fittings to buckle.
ing inadvertent handle rotation from contact with equip-
ment, etc. The inertia reel lock control is replaced by a
2. Extend lap belt and place across body.
shorter push/pull manual locking control. Push in and the
inertia reel is manually locked in place. When the control is
3. Place lap belt fitting into buckle and make cer-
pulled out, the reel will lock on sudden pull.
tain of positive lock.
2.13 TROOP PROVISIONS.
4. Adjust lap belt tension and shoulder straps for a
comfortable fit.
WARNING 2.13.2 DF and ECM Operator’s Seats. EH The seats

are similar to the pilot’s and copilot’s seats except that
armored wing protection is not provided.
Do not store any items below seats. Dur-
ing a crash any obstruction will increase 2.13.3 Observer’s Seat. EH The observer’s seat is
the probability and severity of injury. identical to a troop seat (Figure 2-6). It is installed behind,
and to the right, of the DF operator’s seat.
UH In addition to crew chief and gunner seats, troop
seats may be installed for 13 persons. Each troop seat has a

belt and shoulder harness for body restraint. The backs and
Change 10 2-23
TM 1-1520-237-10
TROOP
CREW CHIEF / GUNNER’S COMMANDER’S
SEAT SEAT
TROOP
SEAT
(TYPICAL)
LEFT
GUNNER’S
SEAT
AA0407
SA
Figure 2-10. Troop Seats UH
2-24
TM 1-1520-237-10
Section II EMERGENCY EQUIPMENT
2.14 FIRE PROTECTION SYSTEMS. uid and charged with gaseous nitrogen. The containers are
mounted above the upper deck, behind the right engine
Fire detection and fire extinguishing systems are in- compartment (Figure 2-1). Both containers have dual out-
stalled so that a fire may be detected and put out at either lets, each with its own firing mechanism. Each extinguish-
engine or the APU installation, without affecting the re- ing agent container has a pressure gage, easily viewed for
maining two. The engines and APU are monitored by in- preflight inspection. The system also has a thermal dis-
frared radiation type sensing units, and protected by a main charge safety port that will cause a visual indicator on the
and reserve high-rate discharge type fire extinguisher in- right side of the fuselage to rupture, indicating that one or
stallation. both containers are empty. Electrical power to operate the
No. 1 main and No. 2 reserve outlet valves is by the No. 2
2.14.1 Fire Detection System. A detection system dc primary bus through a circuit breaker, marked FIRE
provides fire warning to the cockpit in case of fire in either EXTGH. Power to operate the No. 2 main and No. 1 re-
main engine compartment or in the APU compartment. The serve fire bottles outlet port valves and the directional con-
system consists of five radiation-sensing flame detectors, trol valve is by the battery utility bus through a circuit
control amplifiers, and a test panel. Two detectors are in- breaker on the lower console marked FIRE EXTGH.
stalled in each main engine compartment and one detector
is in the APU compartment (Figure 2-1). The flame detec- 2.14.4 Fire Extinguisher Arming Levers (T-
tors are solid-state photoconductive cells providing continu- Handles). One APU T-handle is on the upper console
ous volume optical surveillance of the monitored areas. In (Figure 2-7) marked APU, and two engine fire extinguisher
case of fire, the detectors react to the infrared radiation and T-handles are on the engine control quadrant, marked #1
send a signal to one of the three control amplifiers which in ENG EMER OFF and #2 ENG EMER OFF (Figures 2-4
turn signals the fire warning assembly lighting the proper and 2-13). The handle marked #1 ENG EMER OFF is for
T-handle (Figures 2-7 and 2-13). Also, the master FIRE the No. 1 engine compartment, the handle marked #2 ENG
warning lights will go on if a fire is detected (Figure 2-9). EMER OFF is for the No. 2 engine compartment, and
The detector system automatically resets itself, with warn- APU is for the auxiliary power unit compartment. When a
ing lights off, when the infrared radiation source ceases to handle is pulled, dc power actuates the fire extinguisher
emit. logic module to select the compartment to which the fire
extinguisher agent is to be directed, and also energizes the
2.14.2 Fire Detector Test Panel. A test switch on the circuit to the fire extinguisher switch. The ends of the
FIRE DETR TEST panel on the upper console (Figure handles house fire detector warning lights.
2-7), when moved to positions 1 or 2, sends a test signal
through the system to put on the fire warning lights and 2.14.5 Fire Extinguisher Control Panel.
verify proper system operation to, but not including, the
photo cells. The No. 1 TEST position lights # 1 and # 2
ENG EMER OFF T-handles and APU T-handle and
checks all firewall mounted detectors. The No. 2 TEST
WARNING
position lights # 1 and # 2 ENG EMER OFF T-handle
only, and checks all deck mounted detectors. The engines In case of fire when ac electrical power is
and APU are completely enclosed within their own firewall not applied to the helicopter, the reserve
compartment, thus reducing the possibility of a false fire fire extinguisher must be discharged. Fire
warning from outside sources. Electrical power to operate extinguisher agent cannot be discharged
the No. 1 and No. 2 detector system is by the dc essential into No. 2 engine compartment if ac elec-
bus through circuit breakers marked FIRE DET, NO. 1 trical power is not applied to helicopter.
ENG and NO. 2 ENG, respectively. Power to operate the
APU detector system is by the battery bus through a circuit The switch, marked FIRE EXTGH, on the upper con-
breaker marked APU FIRE DET. sole (Figure 2-7), has marked positions RESERVE-OFF-
MAIN. The switch is operative only after one of the ENG
2.14.3 Fire Extinguishing Systems. A high-rate dis- EMER OFF or APU lever (T-handle) has been pulled.
charge extinguishing system provides a two-shot, main and When the switch is placed to MAIN, after an ENG EMER
reserve capability to either main engine compartment or OFF lever has been pulled, the contents of the main fire
APU compartment. Two containers are each filled with liq- extinguisher bottle are discharged into the corresponding
Change 9 2-25
TM 1-1520-237-10
compartment. When the FIRE EXTGH switch is placed to a. UH One hand-operated fire extinguisher (Figure 9-1)
RESERVE after an ENG EMER OFF lever has been is mounted on the cabin wall left of the gunner’s seat. A
pulled, the contents of the opposite fire extinguisher bottle second fire extinguisher is on the copilot’s seat.
are discharged into the selected compartment. The contents
of the fire extinguisher bottle discharge into the compart-
b. EH Four hand operated portable fire extinguishers are
ment of the last lever pulled.
installed. One mounted on the right gunner window, one on
the left pilot seat, one on the DF operator seat, and one on
2.14.6 Crash-Actuated System. A crash-actuated sys-
the ECM operator seat. The extinguishers are held in place
tem is part of the fire extinguisher system. An omnidirec-
by a quick-release spring.
tional inertia switch is hard-mounted to the airframe to
sense crash forces. Upon impact of a crash of 10 Gs or
2.15 CRASH AXE.
more, the switch will automatically fire both fire extinguish-
ing containers into both engine compartments. Electrical UH One axe (Figure 9-1) is installed between the pilots’
power is supplied from the battery utility bus through a seats in the cabin.
circuit breaker on the lower console, marked FIRE EX-
TGH. 2.16 FIRST AID KITS.
2.14.7 Hand-Operated Fire Extinguishers.
a. UH Three first aid kits (Figure 9-1) are installed, two
on the back of the left pilot seat and one on the back of the
right pilot seat.
WARNING
b. EH Five first aid kits are installed. One on the back of
Exposure to high concentrations of extin- the right pilot seat, two on the back of the left pilot seat,
guishing agent or decomposition products one on the back of the DF operator seat, and one on the
should be avoided. The liquid should not back of the ECM operator seat.
be allowed to contact the skin; it could
cause frostbite or low temperature burns.
2-26 Change 8
TM 1-1520-237-10
Section III ENGINES AND RELATED SYSTEMS
2.17 ENGINE. blower, fuel filter assembly, chip detector, oil filter bypass
sensor, radial drive shaft, fuel pressure sensor, and oil pres-
The T700 engine (Figure 2-11), is a front drive, tur- sure sensor.
boshaft engine of modular construction. One is mounted on
the airframe at either side of the main transmission. The 2.18 ENGINE FUEL SUPPLY SYSTEM.
engine is divided into four modules: cold section, hot sec-
tion, power turbine section, and accessory section. The engine fuel supply system consists primarily of the
low pressure engine driven boost pump, fuel filter, fuel fil-
2.17.1 Cold Section Module. The cold section module ter bypass valve, fuel pressure sensor, hydromechanical unit
(Figure 2-11), includes the inlet particle separator, the com- (HMU), pressurizing and overspeed unit (POU) 700 , or
pressor, the output shaft assembly, and line replaceable overspeed and drain valve (ODV) 701C .
units (LRUs). The inlet particle separator removes sand,
dust, and other foreign material from the engine inlet air. 2.18.1 Engine Driven Boost Pump. A low pressure
Engine inlet air passes through the swirl vanes, spinning the suction engine driven boost pump is installed on the front
air and throwing dirt out by inertial action into the collector face of the engine accessory gear box (Figure 2-11). It as-
scroll, after which it is sucked through by the engine-driven sures that the airframe fuel supply system is under negative
blower and discharged overboard around the engine ex- pressure, lessening the potential of fire in case of fuel sys-
haust duct. The compressor has five axial stages and one tem damage. Lighting of the #1 or #2 FUEL PRESS cau-
centrifugal stage. There are variable inlet guide vanes and tion light at idle speed and above could indicate a leak, or
variable stage 1 and stage 2 vanes. LRUs mounted on the failed engine driven boost pump.
cold section module are the electrical control unit (ECU)
700 , or digital electronic control (DEC) 701C , anti-icing 2.18.2 Fuel Filter. The fuel filter is a barrier type full
and start bleed valve, history recorder 700 , or history flow filter with integral bypass. An electrical switch lights
counter 701C , ignition system, and electrical cables. the caution panel #1 FUEL FLTR BYPASS or #2 FUEL
FLTR BYPASS caution light to indicate filter bypass. In
2.17.2 Hot Section Module. The hot section module addition, a red button on the filter housing pops out when
(Figure 2-11) consists of three subassemblies; the gas gen- filter element differential pressure indicates impending by-
erator turbine, stage 1 nozzle assembly, and combustion pass. Power for the fuel filter bypass lights is from the No.
liner. LRUs on the hot section module are ignitors 701C 1 and No. 2 dc primary busses through circuit breakers
and primer nozzles and ignitors 700 . The gas generator marked NO. 1 and NO. 2 ENG WARN LTS respectively.
turbine consists of a gas generator stator assembly and a
two-stage air cooled turbine rotor assembly which drives 2.18.3 Fuel Pressure Warning System. The engine
the compressor and the accessory gear box. Stage 1 nozzle fuel pressure warning system for each engine consists of a
assembly contains air cooled nozzle segments. The nozzle pressure switch that turns on the FUEL PRESS caution
assemblies direct gas flow to the gas generator turbine. The light. Fuel pressure caution lights, marked #1 FUEL
combustion liner is a ring type combustor cooled by air PRESS and #2 FUEL PRESS will light when fuel pres-
flow from the diffuser case. sure drops below 9 psi. This light can go on when fuel
pressure drops, due to failure of the low pressure boost
2.17.3 Power Turbine Section Module. The power pump or an air leak in the suction fuel system. The effect
turbine module (Figure 2-11), includes a two stage power will vary depending upon the size of the leak. The effect
turbine, exhaust frame, and the shaft and C-sump assembly. will be more serious at low engine power. A large enough
The LRUs mounted on the power turbine section module leak may cause a flameout. Power for the No. 1 engine fuel
are the thermocouple harness, torque and overspeed sensor, pressure warning system is supplied by the No. 1 dc pri-
and Np (% RPM 1 or 2) sensor. mary bus through the NO. 1 ENG WARN LTS circuit
breaker. Power for the No. 2 engine fuel pressure warning
2.17.4 Accessory Section Module. The accessory system is supplied by the No. 2 dc primary bus through the
section module (Figure 2-11) includes the top mounted ac- NO. 2 ENG WARN LTS circuit breaker.
cessory gear box and a number of LRUs. The LRUs
mounted on the module are the hydromechanical unit 2.18.4 Engine Fuel System Components. Control of
(HMU), engine driven boost pump, oil filter, oil cooler, fuel to the combustion system is done by the HMU. The
alternator, oil and scavenge pump, particle separator HMU, mounted on the rear center of the accessory gear box
Change 9 2-27
TM 1-1520-237-10
OIL FUEL FILTER IMPENDING FUEL PRESSURE INLET PARTICLE Np

COOLER BYPASS BUTTON SENSOR SEPARATOR (%RPM)
BLOWER SENSOR
OIL LEVEL BLEED−AIR PORT ANTI−ICING AND MAIN FUEL IGNITER PLUG PRIMER FUEL
INDICATOR START BLEED VALVE NOZZLE NOZZLE 700
LEFT SIDE
ALTERNATOR OIL FILTER OIL FILTER
BYPASS SENSOR BYPASS BUTTON
CHIP DETECTOR
FUEL BOOST
OIL TEMPERATURE PUMP
SENSOR
FUEL FILTER
SWIRL VANES
OIL PRESSURE
SENSOR
IPS BLOWER
DRAIN LINE
701C
OIL DRAIN PLUG
FRONT VIEW AA0350_1A

SA
Figure 2-11. Engine T700 (Sheet 1 of 2)
2-28
TM 1-1520-237-10
ACCESSORY SECTION MODULE
THERMOCOUPLE
HARNESS OIL FILLER 700 HISTORY
HYDROMECHANICAL CAP RECORDER /
UNIT COUNTER 701C
IGNITOR STARTER
PLUG
TORQUE AND
OVERSPEED SENSOR
HOT SECTION
MODULE (INTERNAL)
IGNITION
EXCITER OIL LEVEL
INDICATOR
700 ECU / DEC 701C
POWER TURBINE MODULE COLD SECTION MODULE
RIGHT SIDE AA0350_2A

SA
Figure 2-11. Engine T700 (Sheet 2 of 2)
(Figure 2-11), contains a high pressure pump that delivers nozzle and main fuel manifold on shutdown. It also reduces
fuel to the POU/ODV. Various parameters are sensed by fuel flow to prevent an engine overspeed when the over-
the HMU and influence fuel flow, variable geometry posi- speed system is tripped as sensed by the ECU.
tion, and engine anti-ice start bleed valve operation. Fuel
from the HMU flows to a POU 700 or ODV 701C . 2.18.4.2 Overspeed and Drain Valve. 701C The ODV
sends fuel through the main fuel manifold to the injectors
2.18.4.1 Pressurizing and Overspeed Unit. for starting acceleration and engine operations. It purges
700 The POU sends some of the fuel through the fuel start fuel from the main fuel manifold and allows back flow of
manifold tube to the primer nozzles and allows back flow high pressure air for purging. It shuts off fuel flow to pre-
of high pressure air for purging. The rest of the fuel is sent vent an engine overspeed when the overspeed system is
through the main fuel manifold to the injectors for starting tripped as sensed by the DEC. It also shuts off fuel to
acceleration and engine operation. It purges fuel from the prevent hot starts when activated by the hot start preventor
primer nozzles after light off. It purges fuel from the primer (HSP).
2-29
TM 1-1520-237-10
2.19 ENGINE ALTERNATOR. 2.20 IGNITION SYSTEM.
2.19.1 Engine Alternator. 700 The engine alternator The engine ignition system is a noncontinuous ac pow-
(Figure 2-11) supplies ac power to the ignition exciter and ered, capacitor discharge, low voltage system. It includes a
electrical control unit (ECU). It also supplies a signal to the dual exciter, two igniter plugs, ignition leads, and ENGINE
Ng SPEED cockpit indicator. All essential engine electrical IGNITION keylock switch.
functions are powered by the alternator.
2.21 HISTORY RECORDER. 700
a. When the alternator power supply to the ECU is in-

terrupted, a loss of % RPM 1 or 2 and % TRQ,indications The engine history recorder is mounted on the right side
will occur, with corresponding engine(s) increasing to of the swirl frame (Figure 2-11). It displays four digital
maximum power (high side). counters which records information for maintenance pur-
poses only. The history recorder will only operate with an
b. When the alternator Ng signal is interrupted, a loss of ECU.
Ng cockpit indication will occur with a corresponding ENG
OUT warning light and audio. 2.22 HISTORY COUNTER. 701C
c. A complete loss of engine alternator power results in The engine history counter is mounted on the right side
affected engine(s) increasing to maximum power (high of the swirl frame (Figure 2-11). It displays four digital
side) with a loss of cockpit indications of % RPM 1 or 2, counters which records information for maintenance pur-
% TRQ, and Ng SPEED; and an ENG OUT warning light poses only. The history counter will only operate with a
and audio will occur. Overspeed protection is still avail- DEC.
able.
2.23 THERMOCOUPLE HARNESS.
2.19.2 Engine Alternator. 701C The engine alternator
(Figure 2-11) supplies ac power to the ignition exciter and A seven probe harness measures the temperature of the
digital electronic control (DEC) unit. It also supplies a sig- gases at the power turbine inlet. It provides a signal to the
nal to the Ng SPEED cockpit indicator. All essential en- ECU 700 , or DEC 701C , that relays it to the history re-
gine electrical functions are powered by the alternator. corder 700 , or history counter 701C , through the signal
data converter (SDC) to the cockpit temperature gage.
a. When the alternator power supply to the DEC is in-
terrupted, 400 Hz 120 VAC aircraft power is utilized to 2.24 TORQUE AND OVERSPEED AND % RPM
prevent engine (high side) failure. There will be a loss of SENSORS.
the associated cockpit Ng indication and activation of an
Two sensors are installed on the exhaust frame of the
ENG OUT warning light and audio. Overspeed protection
engine. One sensor provides the power turbine governor
is still available.
and tachometer signal to the ECU 700 , or DEC 701C . The
other sensor feeds the torque computation circuit and over-
b. When the alternator Ng signal is interrupted, a loss of
speed protection system.
the associated engine Ng indication, and an ENG OUT
warning light and audio will occur. Because the DEC can
utilize 400 Hz 120 VAC aircraft power, there will be no
loss of associated % RPM 1 or 2 and % TRQ indications.
2-30 Change 8
TM 1-1520-237-10
2.25 ENGINE BLEED-AIR SYSTEM. NO. 2 ENG ANTI-ICE and ANTI-ICE WARN respec-
tively.
Two bleed-air ports are incorporated on the engine. The
outboard port supplies bleed-air to the engine air inlet anti- 2.26.2 Engine Inlet Anti-Icing.
icing system as described in Section III. The inboard port
ties into the pressurized air system. Air from this port is
a. The engine air inlets are anti-iced by bleed-air from
supplied to the cabin heating system and can be supplied to
the engines. Four advisory lights on the caution/advisory
the other engine for crossbleed starts.
panel, marked #1 ENG ANTI-ICE ON, #2 ENG ANTI-
ICE ON, #1 ENG INLET ANTI-ICE ON and #2 ENG
2.26 ENGINE ANTI-ICING SYSTEMS.
INLET ANTI-ICE ON are provided for the engines. The
2.26.1 Engine Anti-Icing. #1 and #2 ENG ANTI-ICE ON advisory lights will go on
when the ENG ANTI-ICE NO. 1 and ENG ANTI-ICE
NO. 2 switches are placed ON. When the anti-ice system is
CAUTION operating and an engine is started, the inlet anti-ice valve
for that engine will close. The #1 and #2 ENG INLET
ANTI-ICE ON advisory lights operate from temperature
The engine can incur FOD by improper sensed at the engine inlet fairing. When the temperature
use of these systems and the other anti- reaches about 93°C (199°F), the temperature switch will
ice/deice systems. For example, ice shed- turn on the appropriate ENG INLET ANTI-ICE ON ad-
ding off the windshield can cause FOD visory light. If this light goes on with the switches at ENG
damage to the engines. ANTI-ICE NO. 1 and NO. 2 OFF, it indicates that heat is
being applied to that engine inlet and a malfunction exists.
a. The engine is anti-iced by two systems; the first de- Inlet anti-icing will turn on if dc primary power failure
scribed in subparagraph b is called an engine anti-ice sys- occurs; dc electrical power is applied to keep the valve
tem and a second described in paragraph 2.26.2 is called closed. Functioning of ENG INLET ANTI-ICE is con-
the engine inlet anti-icing. Both of these systems are turned trolled as follows:
on by the ENG ANTI-ICE NO. 1 and NO. 2 switches
(Figure 2-7). (1) Above 13°C (55°F) - Illumination of the ENG IN-
LET ANTI-ICE ON advisory light indicates a system mal-
b. Engine anti-icing is a combination of bleed-air and function.
heated engine oil. Anti-icing is controlled by a solenoid-
operated air valve. The engine anti-ice/start bleed valve
(2) Above 4°C (39°F) to 13°C (55°F) - The ENG IN-
opens during starting and will remain open at low power
LET ANTI-ICE ON advisory light may illuminate or may
settings until engine reaches 88 to 92% Ng, depending on
not illuminate.
the outside air temperature, with anti-ice OFF. The engine
anti-ice/deice system is designed so that in the event of an
electrical failure the valve reverts to the anti-icing mode (3) At 4°C (39°F) and below - Failure of ENG IN-
and turns on an advisory light indicating #1 ENG ANTI- LET ANTI-ICE ON advisory light to illuminate indicates
ICE ON or #2 ENG ANTI-ICE ON. Axial compressor a system malfunction. Do not fly the aircraft in known icing
discharge air is bled from stage five of the compressor cas- conditions.
ing, routed through the anti-icing/bleed valve, and deliv-
ered to the front frame through ducting. Within the swirl b. At engine power levels of 10% TRQ per engine and
frame, hot air is ducted around the outer casing to each below, full inlet anti-ice capability cannot be provided due
swirl vane splitter lip and inlet guide vanes. The hot air is to engine bleed limitations. Power to operate the valves is
directed within each vane by a series of baffles. Hot engine normally provided from the No. 1 and No. 2 dc primary
oil passing within the scroll vanes in the main frame pre- buses, respectively, through circuit breakers marked NO. 1
vents ice buildup. Water, snow, and solids are carried out and NO. 2 ENG ANTI-ICE, respectively. During engine
through the inlet particle separator discharge system. start, power to operate the No. 1 engine inlet anti-ice valve
Switches marked ENG ANTI-ICE NO. 1 or NO. 2 OFF, is provided from the dc essential bus through a circuit
and ON, control engine and inlet anti-ice. At the ON posi- breaker marked NO. 1 ENG START. The #1 and #2 ENG
tion, compressor bleed-air is supplied continuously. Power INLET ANTI-ICE ON advisory lights receive power from
to operate the anti-icing system is by the No. 1 and No. 2 No. 1 and No. 2 dc primary buses, through circuit breakers,
dc primary buses respectively, through circuit breakers, marked NO. 1 and NO. 2 ENG ANTI-ICE WARN, re-
marked NO. 1 ENG ANTI-ICE and ANTI-ICE WARN, spectively.
Change 10 2-31
TM 1-1520-237-10
2.27 ENGINE OIL SYSTEM. on starting with a partially clogged filter, the high-pressure
drop across the filter will cause the bypass valve to open
Lubrication of each engine is by a self-contained, pres- and the caution lights to go on. The impending bypass in-
surized, recirculating, dry sump system. Included are oil dicator has a thermal lockout below 38°C to prevent the
and scavenge pump, emergency oil system, monitored oil button from popping. A cold-start relief valve downstream
filter, tank, oil cooler, and seal pressurization and venting. of the filter protects the system by opening and dumping
The oil tank is a part of the main frame. Each scavenge line the extra oil to the gear box case.
has a screen at the scavenge pump to aid fault isolation. A
chip detector with a cockpit warning light is in the line 2.27.4 Engine Chip Detector. The chip detector is on
downstream of the scavenge pump. the forward side of the accessory gear box. It consists of a
housing with integral magnet and electrical connector, with
2.27.1 Engine Emergency Oil System. The engine a removable screen surrounding the magnet. The detector
has an emergency oil system in case oil pressure is lost. Oil attracts magnetic particles at a primary chip detecting gap.
reservoirs built into the A and B sumps are kept full during A common oil discharge from the scavenge pump is routed
normal operation by the oil pump. Oil bleeds slowly out of to a chip detector wired to a cockpit caution light marked
those reservoirs and is atomized by air jets, providing con- CHIP #1 ENGINE or CHIP #2 ENGINE. If chips are
tinuous oil mist lubrication for the bearings. A #1 ENGINE detected, a signal is sent to the cockpit to light a caution
OIL PRESS or #2 ENGINE OIL PRESS caution panel light, marked CHIP #1 ENGINE or CHIP #2 ENGINE.
light will go on when indicated oil pressure drops below 25 Power to operate the engine chip detector system is from
psi on helicopters without modified faceplates on the instru- the No. 1 and No. 2 dc primary buses respectively, through
ment panel 700 , or below 20 psi on helicopters with modi- circuit breakers marked WARN LTS, under the general
fied faceplates 700 , or 22 psi 701C . Power for the caution headings NO. 1 ENG and NO. 2 ENG.
lights comes from the No. 1 and No. 2 dc primary buses
through circuit breakers marked NO. 1 and NO. 2 ENG 2.28 ENGINE START SYSTEM.
WARN LTS respectively.
The pneumatic start system uses an air turbine engine
2.27.2 Oil Tank. The oil tank is an integral part of the start motor for engine starting. System components consist
engine. Tank capacity is 7 US quarts. The filler port is on of an engine start motor, start control valve, external start
the right. Oil level is indicated by a sight gage on each side connector, check valves, controls and ducting. Three pneu-
of the tank. Servicing of the tank is required if the oil level matic sources may provide air for engine starts: the APU,
reaches the ADD line. Overservicing is not possible be- engine crossbleed, or a ground source. When the start but-
cause extra oil will flow out the filler port. The scavenge ton is pressed, air from the selected source is directed
pump returns oil from the sumps to the oil tank through six through the start control valve to the engine start motor.
scavenge screens, each one labeled for fault isolation. The #1 ENGINE STARTER or #2 ENGINE STARTER
caution light will go on at this time and remain on until the
2.27.3 Oil Cooler and Filter. The oil cooler (Figure starter drops out. As the engine start motor begins to turn,
2-11) cools scavenge oil before it returns to the tank. Oil an overrun clutch engages causing the engine to motor. As
from the chip detector passes through the oil cooler and is the engine alternator begins to turn, electrical current is
cooled by transferring heat from the oil to fuel. After pass- supplied to the ignition exciter. Ignition will continue until
ing through the oil cooler, oil enters the top of the main either the ENGINE IGNITION switch is moved to OFF
frame where it flows through the scroll vanes. This further or starter dropout occurs. The ENG POWER CONT lever
cools the oil and heats the vanes for full-time anti-icing. is advanced to IDLE detent for light-off and acceleration.
The vanes discharge oil into the oil tank. If the oil cooler A starter speed switch terminates the start cycle when cut-
pressure becomes too high, a relief valve will open to dump off speed is reached (52% to 65% Ng SPEED) and turns
scavenge oil directly into the oil tank. Oil discharged from off the starter caution light and engine ignition. Malfunc-
the oil pump is routed to a disposable-element filter. As the tion of the starter speed switch may be overcome by manu-
pressure differential across the filter increases, the first in- ally holding the start button pressed until reaching 52% to
dicator will be a popped impending bypass button. As the 65% Ng SPEED. To drop out the starter, manually pull
pressure increases further, this indication will be followed down on the ENG POWER CONT lever. To abort a start,
by an indication in the cockpit #1 or #2 OIL FLTR BY- pull down on the ENG POWER CONT lever and move to
PASS, after which a filter bypass will occur. Power for the OFF in one swift movement. Power to operate the No. 1
caution lights is from the No. 1 and No. 2 dc primary buses engine start control valve is from the dc essential bus
respectively, through circuit breakers marked NO. 1 and through a circuit breaker marked NO. 1 ENG START.
NO. 2 ENG WARN LTS. During cold weather starting, or Power to operate the No. 2 engine start control valve is
2-32
TM 1-1520-237-10
from the No. 2 dc primary bus through a circuit breaker an external source for engine starting or helicopter heating
marked NO. 2 ENG START CONTR. For the 701C en- on the ground. The assembly contains a check valve to
gine only, fuel flow to the engine will be automatically shut prevent engine or APU bleed-air from being vented. The
off if TGT TEMP exceeds 900°C during the start external air source pressurizes the start system up to the
sequence 701C . engine start control valves, requiring only that electrical
power be applied. If an emergency start is made without ac
2.28.1 Engine Ignition Keylock. An ENGINE IGNI- electrical power, No. 1 engine must be started first because
TION keylock is installed on the instrument panel (Figure the No. 2 engine start control valve will not operate without
2-9), to short out and prevent ignition exciter current flow dc primary bus power.
when the switch is OFF and the starter is engaged. The
switch is marked ENGINE IGNITION OFF and ON. 2.29 ENGINE CONTROL SYSTEM.
When the switch is ON, the shorts are removed from both
engine alternators, allowing exciter current to flow when The engine control system consists of the ECU 700
the engine alternator begins to turn. The ENGINE IGNI- DEC 701C engine quadrant, load demand system and speed
TION is normally ON during flight and turned OFF at control system.
shutdown. One switch serves both engines. If the switch is
OFF, neither engine can be started, although motoring ca- 2.29.1 Electrical Control Unit (ECU). 700 The electri-
pability remains. When an engine is to be motored without cal control unit controls the electrical functions of the en-
a start, make certain the ENGINE IGNITION switch is gine and transmits operational information to the cockpit. It
OFF. To prevent a possible hot or torching start never turn is a solid-state device, mounted below the engine compres-
the ENGINE IGNITION switch ON after motoring has sor casing. The ECU accepts inputs from the alternator,
started. Abort start procedures must be done to remove ex- thermocouple harness, Np (% RPM 1 and 2) sensor, torque
cess fuel from the engine if a start was attempted with the and overspeed sensors, torque signal from opposite engine
switch OFF. for load sharing, feedback signals from the HMU for sys-
tem stabilization, and a demand speed from the engine
2.28.2 APU Source Engine Start. The APU provides speed trim button. The ECU provides signals to the %
an on-board source of air and auxiliary electrical power. RPM 1 and 2 indicators, % TRQ meter, TGT TEMP
The APU bleed-air output is enough to start each engine indicator, and history recorder.
individually at all required combinations of ambient tem-
peratures and enough to start both engines simultaneously NOTE
within a reduced range of ambient temperatures (Figure
5-5). The AIR SOURCE HEAT/START switch must be Phantom torque may be observed on the Pi-
at APU. Refer to Section XII for complete APU descrip- lot Display Unit (PDU) torque display of a
tion. non-operating engine while the aircraft’s
other engine is operating during a ground
2.28.3 Crossbleed Engine Start System. Crossbleed run. Phantom torque readings of up to 14%
engine starts are used when one engine is operating and it is have been observed on the PDU of the non-
desired to start the other engine from the bleed-air source of operating engine. During startup of the non-
the operating engine. To make a crossbleed start, the oper- operating engine, its ECU will produce a
ating engine must be at least 90% Ng SPEED. When the normal, positive torque signal which dis-
AIR SOURCE HEAT/START switch is placed to ENG, plays the correct torque signal on the respec-
both engine crossbleed valves will open. Pressing the start tive PDU.
button for the engine not operating will cause the start valve
for that engine to open at the same time the crossbleed a. In case of an ECU malfunction, the pilot may over-
valve for the starting engine will close, and remain closed ride the ECU by momentarily advancing the ENG
until starter dropout occurs. At 52% to 65% Ng SPEED, POWER CONT lever to the LOCKOUT stop, then re-
the starting engine start valve will close, stopping bleed-air tarding it to manually control engine power. To remove the
flow to the starter. Power to operate the bleed shutoff valve ECU from lockout, the ENG POWER CONT lever must
is from No. 1 dc primary bus through a circuit breaker be moved to IDLE.
marked AIR SOURCE HEAT/START.
b. The torque matching/load sharing system increases
2.28.4 External Source Engine Start. The external power on the lower-torque engine to keep engine torques
start pneumatic port (Figure 2-1) is on the left side of the approximately equal. The system does not allow an engine
fuselage. It is the attachment point for a bleed-air line from to reduce power to match a lower power engine. If an en-
Change 8 2-33
TM 1-1520-237-10
gine fails to the high side, the good engine will only at- a. The DEC accepts inputs from the alternator, thermo-
tempt to increase torque upward until its Np is 3% above couple harness, Np (% RPM 1 and 2) sensor, torque and
the reference Np. overspeed sensors, RPM R sensor and collective position
transducer for improved transient droop response, torque
c. The temperature limiting system limits fuel flow signal from opposite engine for load sharing, feedback sig-
when the requirement is so great that the turbine tempera- nals from the HMU for system stabilization, and the engine
ture reaches the limiting value of 837°C to 849°C. Fuel speed trim button for Np demand speed reference.
flow is reduced to hold a constant TGT. It is normal to see
a transient increase above the 850°C TGT TEMP when the
pilot demands maximum power (Figure 5-1 transient lim- CAUTION
its). TGT limiting does not prevent overtemperature during
engine starts, compressor stall, or when the engine is oper-
ated in LOCKOUT (Paragraph 9.3e). Delay in release of TEST A/B button may
result in Ng recycling below idle, resulting
in subsequent engine stall and TGT in-
CAUTION crease. To avoid damage, TGT must be
monitored during overspeed check.
Delay in release of NO. 1 and NO. 2 ENG
b. The DEC provides signals to the % RPM 1 and 2
OVSP TEST A and TEST B button may
indicators, % TRQ meter, TGT TEMP indicator, and en-
result in Ng recycling below idle, resulting
gine history counter. It also provides signal validations or
in subsequent engine stall and TGT in-
selected input signals within the electrical control system.
crease. To avoid damage, TGT must be
Signals are continuously validated when the engine is op-
monitored during overspeed check.
erating at idle and above. If a failure occurred on a selected
d. Overspeed protection protects the power turbine from input signal, the failed component or related circuit will be
destructive overspeeds. The system is set to trigger at identified by a preselected fault code (Figure 2-12) dis-
106%61% RPM 1 or 2 and will result in an initial reduced played on the engine torque meter. These codes are defined
fuel flow and will cycle until the cause of the overspeed is in terms of engine torque. They are displayed for 4 seconds
removed or % RPM is reduced manually. Two momentary on, 2 seconds off, starting with the lowest code and rotating
switches marked NO. 1 and NO. 2 ENG OVSP TEST A through all applicable codes, then repeating the cycle. They
and TEST B on the upper console (Figure 2-7), are used to will only be displayed 30 seconds after both engines are
check the circuits. Testing individual circuits A and B in- shutdown with 400 Hz, 120 VAC power applied. They may
dicates that those systems are complete and performing cor- be recalled by maintenance and the engine restarted. The
rectly. Dual closing of A and B serves to check out the pilot can suppress the fault code display of an engine by
actual overspeed system itself, the overspeed solenoid and depressing the associated cockpit overspeed test button
the POU. This check must be done only on the groundby (TEST A/B). The pilot may recall it by again depressing
designated maintenance personnel. The overspeed protec- the associated cockpit overspeed test button.
tion is not deactivated when in LOCKOUT. Power to op-
erate the overspeed system is from two independent c. In case of a DEC malfunction, the DEC may be re-
sources: the engine alternators as the primary source, and called by maintenance only, and the engine restarted once
the No. 1 and No. 2 ac primary buses as alternate backup action has been performed.
source in case of alternator failure. Circuit protection is
through circuit breakers marked NO. 1 ENG OVSP and d. The torque matching/load sharing system increases
NO. 2 ENG OVSP. power on the lower-torque engine to keep engine torques
approximately equal. The system does not allow an engine
2.29.2 Digital Electronic Control (DEC). to reduce power to match a lower power engine. If an en-
701C The digital electronic control unit controls the elec- gine fails to the high side, the good engine will only at-
trical function of the engine and transmits operational in- tempt to increase torque upward until its Np is 3% above
formation to the cockpit. It contains a microcomputer pro- the reference Np.
cessor in a conductive composite molded case. The DEC
can be fully powered by either the engine alternator or by e. The transient compensation system provides signifi-
the 400 Hz, 120 VAC aircraft power. It incorporates logic cant droop improvement during some maneuvers by moni-
that will eliminate the torque spike signal during engine toring engine torque, collective rate of change, and RPM R
start and shutdown. speed rate of change.
2-34 Change 10
TM 1-1520-237-10
f. The temperature limiting system limits fuel flow when TGT TEMP exceeds 900°C, an output from the HSP sys-
the TGT TEMP reaches the dual engine 10 minute limit- tem activates a solenoid in the ODV. This shuts off fuel
ing value of approximately 866°C. The automatic contin- flow and causes the engine to shut down. The HSP system
gency power limiting will switch to a higher single-engine requires 400 Hz, 120 VAC aircraft power be provided to
2 1/2 minute temperature limiting value of approximately the DEC. The pilot can disable the HSP for emergency
891°C when the opposite % TRQ is less than 50%. Fuel starting purposes by pressing and holding the overspeed
flow is regulated to hold a constant TGT. It is normal to see test button (TEST A/B) for the engine being started during
a transient increase above the 903°C TGT TEMP limit the engine start sequence.
when the pilot demands maximum power (Figure 5-2 tran-
sient limits). TGT limiting does not prevent overtempera- h. Overspeed protection protects the power turbine from
ture during engine starts, compressor stall, or when the en- destructive overspeeds. The system is set to trigger at
gine is operated in LOCKOUT (Paragraph 9.3e). 120%61% RPM 1 or 2 and will result in a fuel flow
shut-off causing the engine to flame out. When % RPM is
g. The hot start prevention system (HSP) is a part of the reduced below the overspeed limit, fuel flow is returned to
DEC. It prevents overtemperature during engine starts. The the engine and engine ignition will come on to provide a
HSP system receives Np, Ng, and TGT signals. When Np relight. This cycle will continue until the overspeed condi-
and Ng are below their respective hot start reference and tion is removed. Two momentary switches marked NO. 1
Change 10 2-34.1/(2-34.2 Blank)

TM 1-1520-237-10
% TRQ
1 2
DIAGNOSTIC
140 140 INDICATIONS
DISPLAYED
AT SHUTDOWN
DIAGNOSTIC
SIGNAL FAILED INDICATION ON TORQUE METER
( 3%)
DEC 15%
Np DEMAND CHANNEL 25%
LOAD SHARE CHANNEL 35%
TGT CHANNEL 45%
ALTERNATOR POWER 55%
Ng CHANNEL 65%
Np CHANNEL 75%
TORQUE AND OVERSPEED 85%
CHANNEL
HOT START PREVENTION 95%
CHANNEL
AIRCRAFT 400 Hz POWER 105%
COLLECTIVE CHANNEL 115%
Nr 125%
AA0517
SA
Figure 2-12. Signal Validation - Fault Codes 701C
and NO. 2 ENG OVSP TEST A and TEST B on the upper 2.29.3 Engine Control Quadrant. The engine control
console (Figure 2-7), are used to check the circuits. Testing quadrant (Figure 2-13) consists of two ENG POWER
individual circuits A and B indicates that those systems are CONT levers, two ENG FUEL SYS selector levers, and
complete and performing correctly. Dual closing of A and two ENG EMER OFF T-handles. A starter button is on
B switches serve to check out both the overspeed system, each ENG POWER CONT lever. Each ENG POWER
and the overspeed drain valve (ODV). This check must be CONT lever has four positions: OFF-IDLE-FLY-
done only on the ground by designated maintenance per- LOCKOUT. Movement of the ENG POWER CONT le-
sonnel. The overspeed protection is not deactivated when in vers moves a cable to mechanically shut off fuel or set
LOCKOUT. Power to operate the overspeed system is available Ng SPEED. The lever is advanced to FLY for
from two independent sources: the engine alternators as the flight. This ENG POWER CONT lever setting represents
primary source, and the No. 1 and No. 2 ac primary buses the highest power that could be supplied if demanded.
as alternate backup source in case of alternator failure. Cir- Power turbine speed (% RPM 1 or 2) is not governed until
cuit protection is through circuit breakers marked NO. 1 the power lever is advanced from IDLE. The engine quad-
ENG OVSP and NO. 2 ENG OVSP. rant secondary stop, two stop blocks, the quadrant assem-
Change 10 2-35
TM 1-1520-237-10
bly, and a latch on each ENG POWER CONT lever pre- ing points and hardware. While operating in a non-hostile
vent moving the levers below IDLE detent. When environment, the inner baffle can be removed to enhance
shutdown is required, the ENG POWER CONT lever must helicopter performance.
be pulled out slightly, at the same time the latch release
must be pressed, then the ENG POWER CONT lever can 2.31 ENGINE INSTRUMENTS.
be moved below IDLE detent. After being moved momen-
tarily to LOCKOUT, the ENG POWER CONT lever is The instrument displays (Figure 2-9) consist of ENG
used to manually control Ng SPEED and % RPM 1 or 2. OIL TEMP and PRESS, TGT TEMP, gas generator Ng
With the ENG POWER CONT lever at LOCKOUT, the SPEED, power turbine speed (% RPM 1 or 2), rotor speed
automatic TGT limiting system is deactivated and TGT % RPM R, engine torque % TRQ, and FUEL QTY to
must be manually controlled. The overspeed protection sys- provide the pilots with engine and subsystem monitoring.
tem is not deactivated when at LOCKOUT. Continuous indications of those parameters are indicated on
vertical scales, digital readouts and caution lights. Instru-
2.29.4 Load Demand System. With ENG POWER ments without low range turn-off feature: % TRQ, TGT
CONT lever at FLY, the ECU 700 or DEC 701C and TEMP, Ng SPEED, ENG OIL TEMP and XMSN TEMP
HMU respond to collective signals to automatically control will remain on as parameter increases and go out as it de-
engine speed and provide required power. During emer- creases (Figure 5-1). Power for lighting the displays is from
gency operations, when the ENG POWER CONT lever is the No. 1 and No. 2 ac primary and No. 1 and No. 2 dc
moved to LOCKOUT and then to some intermediate posi- primary buses through the signal data converters.
tion, the engine will still respond to collective signals.
2.31.1 Engine Oil Temperature Indicator. Each en-
2.29.5 Engine Speed Control System. An engine gine has an oil temperature sensor wired through the signal
RPM control switch on the collective grips (Figure 2-14) data converter to a vertical scale instrument, marked ENG
controls the speed of both engines simultaneously. There is OIL TEMP, on the central display unit; and to an engine
no individual trim capability. It is used to supply a signal to oil temperature caution light, marked ENGINE OIL
the ECU 700 , or DEC 701C for controlling % RPM 1 and TEMP, on the caution/advisory panel.
2 as required. The ENG RPM control switch allows adjust-
ment between 96% and 100%. The pilot can override the 2.31.2 Engine Oil Pressure Indicator. Each engine
copilot’s control. Power for ENG RPM control system is has an engine oil pressure transmitter, downstream of the
from the No. 2 dc primary bus through a circuit breaker oil filter, that sends readings to a vertical scale indicator,
marked SPEED TRIM. marked ENG OIL PRESS, on the instrument display
panel; and to an engine oil pressure caution light, marked
2.30 HOVER INFRARED SUPPRESSOR SUB- ENGINE OIL PRESS, on the caution panel. The lower
SYSTEM (HIRSS). precautionary and prohibited ranges will go out when
reaching the bottom of the normal range. 700 It may be
The hover IR suppressor (Figure 2-2) provides improved possible that during IDLE operations, the ENGINE OIL
helicopter survivability from heat-seeking missiles through- PRESS caution light will go on. 700 If ENGINE OIL
out the flight envelope. The HIRSS kit has no moving parts. PRESS caution light comes on at IDLE, verify oil pressure
It contains a three-stage removable core which reduces is acceptable by setting Ng SPEED at 90%, check that
metal surface and exhaust gas temperature radiation and engine oil pressure is at least 35 psi. As pressure increases
prevents line-of-sight viewing of hot engine surfaces. The above 100 psi 700 , or 120 psi 701C the respective prohib-
HIRSS channels hot exhaust gasses through the three-stage ited scale changes to red.
core and inner baffle to induce the flow of cooling air from
the engine bay and the inlet scoops. The three-stage core 2.31.3 TGT Temperature Indicator. The TGT indicat-
and inner baffle cold surfaces are coated with lowing system consists of thermocouples transmitting to a TGT
reflectance material. For further cooling, hot exhaust gas is TEMP indicator. The indicator assembly has two digital
ducted outboard and downward by the engine, away from readouts that indicate precise temperatures.
the helicopter by the exhaust deflector, where additional
cooling air is provided by the main rotor downwash. Instal- 2.31.4 Gas Generator Speed (Ng) Indicator. The Ng
lation of each HIRSS module requires removal of the stan- speed indicating system shows Ng speed for each engine.
dard engine exhaust module and aft cabin door track fair- The system consists of one alternator winding and Ng
ings. HIRSS modules are installed on the basic airframe SPEED vertical scale instrument, on the instrument panel,
equipped with HIRSS fixed provisions by two airframe
mounts. The aft fairings are installed using existing mount-
2-36 Change 8
TM 1-1520-237-10
SECONDARY
IDLE STOP
FOR POWER LEVER
STARTER O QUADRANT
BUTTON F D X
F COVER
I F
R D
SY
S
F
OF LE E
FF
ID N
G
EMER O
P
O
W
NO. 1 ENG R
E
T
U
C Y
FUEL SYS
O
O L
L F
K
C
#2 ENG
SELECTOR O
N
LEVER T
NO. 2 ENG FUEL

SYS SELECTOR
LEVER NO. 2 ENG
EMER OFF
T−HANDLE
#1 E NO. 1 ENG
NG EMER OFF
NO. 1 ENG A EME
RO
POWER CONT FF T−HANDLE
LEVER NO. 2 ENG
POWER CONT
LEVER
A
CENTER
IDLE COVER
DETENT
IDLE
STOP
BLOCK
PUSH TO
RELEASE
LEVER ASSY LATCH
CONT PULL
DOWN
LOOKING INBOARD
RIGHT SIDE AA0351A
SA
Figure 2-13. Engine Control Quadrant
2-37
TM 1-1520-237-10
giving percent rpm. Digital readouts for Ng SPEED are at 2.31.6 Torque Indicator. The torque indicating system
the lower section of the instrument face plate. The three- shows the amount of power the engine is delivering to the
digit readouts provide a closer indication of Ng SPEED. main transmission. A torque sensor mounted on the exhaust
case measures the twist of the power turbine shaft, and
2.31.5 Engine Power Turbine/Rotor Speed Indica- transmits this signal to the ECU 700 , or DEC 701C and
tor. Power turbine and rotor speed are indicated for each signal data converter into the torque indicator marked %
engine on a single instrument marked % RPM 1 R 2 on the TRQ on the display panel, displaying readings for both
display panel with three vertical scales (Figure 5-1). Power engines. Digital readouts giving torques for each engine are
turbine speed is indicated in % RPM 1 or 2 and rotor speed at the top of the indicator. A photocell on the lower center
% RPM R. Rotor speed is sensed by a speed sensor on the of the display will automatically adjust the lighting of the
right accessory module. Power turbine speed is sensed by a % RPM and % TRQ indicators with respect to ambient
speed sensor on the engine exhaust frame. At the top of the light.
panel are three warning lights that indicate varying degrees
of rotor overspeed. These lights remain on, once tripped,
and must be manually reset.
2-38 Change 8
TM 1-1520-237-10
Section IV FUEL SYSTEM
2.32 FUEL SUPPLY SYSTEM. gine that normally feeds from the empty or low-level tank
is moved to XFD. This connects that engine to the other
A separate suction fuel system is provided for each en- tank through the crossfeed system. A check valve in each
gine. Fuel is stored in two interchangeable, crashworthy, crossfeed line prevents air from an inoperative engine’s fuel
ballistic-resistant tanks. The fuel system consists of lines line crossing to the operating one.
from the main fuel tanks, firewall-mounted selector valves,
prime/boost pump and fuel tanks, and engine-driven suc- 2.32.3 Fuel Filter. The engine fuel filter has a bypass
tion pumps. The prime/boost pump primes all fuel lines if valve and bypass warning device. The filter is mounted on
prime is lost, and also acts as an APU boost for APU starts the forward left side of the engine accessory gear box. An
and operation. A selector valve, driven by cable from the impending bypass warning is incorporated on the filter
ENG FUEL SYS selector lever on the engine control housing in the form of a popout button. The bypass valve
quadrant (Figure 2-13) permits operation of either engine opens to assure continuous fuel flow with a blocked filter.
from either fuel tank. The engines and APU are suction fed, At the same time the valve opens, an electrical switch
the APU is fed from the left main fuel tank by a separate closes to light the #1 or #2 FUEL FLTR BYPASS caution
fuel line. All fuel lines are routed in the most direct man- light. Power to operate the bypass warning system is from
ner. The fuel line network includes self-sealing breakaway the No. 1 and No. 2 dc primary buses through circuit break-
valves that contain fuel in case of helicopter crash or mal- ers marked NO. 1 and NO. 2 ENG WARN LTS, respec-
function. All engine fuel lines are self-sealing with the ex- tively.
ception of the APU fuel line.
2.33 ENGINE FUEL PRIME SYSTEM.
2.32.1 Fuel Tanks. Both main fuel tanks are crashwor-
thy, self-sealing and interchangeable. Each tank contains a NOTE
pressure refuel/defuel valve, fuel quantity and low-level
sensors, high-level shutoff valve, low-level shutoff valve, Priming engines using sump mounted fuel
check valve sump drain, and a self-sealing breakaway vent boost pumps is described in paragraph
valve. (Refer to Table 2-4 for tank capacity.) Fuel tank 8.41.3.
drains are in the sumps to permit removal of sediment and
water and provide fuel sampling. A toggle switch on the upper console, marked FUEL
PUMP, FUEL PRIME, OFF and APU BOOST (Figure
2.32.2 Engine Fuel System Selector Control. Each 2-7), when moved to FUEL PRIME, energizes the prime/
fuel system has a selector valve which is manually operated boost pump and solenoid valves to each main engine fuel
through the ENG FUEL SYS selector lever on the over- supply line and to the solenoid valve for the APU fuel feed
head engine control quadrant (Figure 2-13). There is an system. Advisory panel indication is displayed during this
ENG EMER OFF T-handle on each side of the quadrant mode by a light marked PRIME BOOST PUMP ON.
which is arranged so that pulling the handle engages the Prime pump capacity is not enough to prime an engine
ENG FUEL SYS selector lever, bringing it to OFF. The when the opposite engine is running. Engines should there-
ENG FUEL SYS selectors are connected to the fuel selec- fore be primed individually with both engines off. The
tor valves with low-friction flexible push-pull cables. Each prime/boost pump is actuated and the engine prime valve is
lever can be actuated to three positions: OFF, DIR, and opened whenever the engine starter is operating. This pro-
XFD. With the selectors at OFF, the control valves are vides fuel pressure to aid in a successful engine start. When
closed, allowing no fuel flow to the engines. When the the engine speed reaches starter dropout speed, engine fuel
selectors are moved forward to DIR, the selector valves are prime valve will close and the prime/boost pump will also
opened, providing fuel flow for each engine from its indi- stop operating if the FUEL PUMP switch is OFF. Power
vidual fuel tank. If a tank is empty, or you wish to equalize to operate the prime boost system is from the battery bus
fuel in the tanks, the ENG FUEL SYS selector of the en- through a circuit breaker marked FUEL PRIME BOOST.
Change 8 2-39
TM 1-1520-237-10
2.34 FUEL QUANTITY INDICATING SYSTEM. boost pump is controlled by a switch on the FUEL BOOST
PUMP CONTROL panel (Figure 2-8). The two-position
All internal fuel is continuously gaged with the FUEL switch for each pump, marked ON-OFF, activates the
QTY gage system (Figure 2-8). The system consists of two pump for continuous operation to maintain a head of fuel
tank unit sensors (probes), one in each tank, a dual channel pressure at the engine fuel inlet port, regardless of engine
fuel quantity gage conditioner, and a dual channel low- boost pump discharge pressure. An advisory light near each
level warning system. The tank units are connected to the control switch indicates pump pressure and operation. A
fuel quantity gages marked FUEL QTY 1-2 on the central check valve in each pump discharge line prevents fuel re-
display panel. A separate total fuel quantity readout nu- circulation during fuel boost operation, and prevents loss of
merically displays the total quantity of fuel on board. The engine fuel line prime. #1 or #2 FUEL PRESS caution
system may be checked out by pressing the FUEL IND light going on is also an indicator to turn on boost pumps.
TEST pushbutton on the miscellaneous switch panel. The Power to operate the boost pumps is provided from the No.
vertical scales of the FUEL QTY indicator and the digital 1 and No. 2 ac primary buses through circuit breakers
readout should show a change, and the #1 and #2 FUEL marked NO. 1 and NO. 2 FUEL BOOST PUMP, respec-
LOW caution lights on the caution/advisory panel should tively.
flash. When the button is released, the scales and digital
readout will return to the original readings. The fuel quan- 2.34.3 Refueling/Defueling. A pressure refueling and
tity indicating system is powered by the No. 1 ac primary defueling system provides complete refueling and defueling
bus through a circuit breaker, marked NO. 1 AC INST. of both tanks from one point on the left side of the helicop-
ter (Figure 2-26). Closed circuit refueling uses the pressure
2.34.1 Fuel Low Caution Light. Two low-level sen- refueling system and its components. No electrical power is
sors, one on each probe, provide signals which activate two required for the system during refueling or defueling. The
low-level caution lights indicating #1 FUEL LOW or #2 tank full shutoff valve is float-operated. A dual high-level
FUEL LOW. Those lights flash when the fuel level de- shutoff system acts as back up for each other. The two
creases to approximately 172 pounds in each tank. The il- high-level float valves close, causing a back pressure to the
lumination of these lights does not mean a fixed time period fueling/defueling valve at the bottom of the tank, closing
remains before fuel exhaustion, but is an indication that a the refuel valve. The tank empty automatic shutoff system
low fuel condition exists. The fuel-low caution lights are is a function of the low-level float valve opening to allow
powered by the No. 1 dc primary bus through a circuit air to be drawn into the line, closing the defuel valve. A
breaker marked FUEL LOW WARN. filler neck between the fuselage contour and the fuel cell is
a frangible (breakaway) connection. Gravity fueling is done
2.34.2 Fuel Boost Pump. The helicopter fuel system through filler neck on each side of the fuselage for the
contains an electrically-operated submerged fuel boost respective tanks. Gravity defueling capability is provided
pump in each fuel tank. When the pumps operate, they through the drains.
provide pressurized fuel to the engine fuel inlet port. Each
2-40 Change 8
TM 1-1520-237-10
Section V FLIGHT CONTROLS
2.35 FLIGHT CONTROL SYSTEMS. collective stick has a grip (Figure 2-14) with switches and
controls for various helicopter systems. These systems are:
NOTE landing light control, marked LDG LT PUSH ON/OFF
EXT and RETR; searchlight controls, marked SRCH LT
Flight near high power RF emitters such as ON/OFF , EXT, L, R, and RETR; servo shutoff control
microwave antennas or shipboard radar may switch, marked SVO OFF 1ST STG and 2ND STG; en-
cause uncommanded AFCS and/or stabilator gine speed trim switch, marked ENG RPM INCR and
control inputs. Electromagnetic interference DECR; and cargo hook emergency release switch, marked
(EMI) testing has shown that the master cau- HOOK EMER REL; HUD control switch, marked BRT,
tion light may illuminate before or simulta- DIM, MODE, and DCLT. All switches are within easy
neously with any uncommanded stabilator reach of the left thumb. For a complete description of
trailing edge movement, with 4° or 5° of switches and controls, refer to major system description.
movement being the maximum.
2.35.3 Mixing Unit. A mechanical mixing unit provides
The primary flight control system consists of the lateral control mixing functions which minimizes inherent control
control subsystem, the longitudinal control subsystem, the coupling. The four types of mechanical mixing and their
collective pitch control subsystem, and the directional con- functions are:
trol subsystem. Control inputs are transferred from the
cockpit to the rotor blades by mechanical linkages, and a. Collective to Pitch - Compensates for the effects of
hydraulic servos. Pilot control is assisted by stability aug- changes in rotor downwash on the stabilator caused by col-
mentation system (SAS), flight path stabilization (FPS), lective pitch changes. The mixing unit provides forward
boost servos, and pitch, roll and yaw trim. Dual cockpit input to the main rotor as collective is increased and aft
controls consist of the cyclic stick, collective stick and ped- input as collective is decreased.
als. The pilot and copilot controls are routed separately to a
combining linkage for each control axis. Outputs from the b. Collective to Yaw - Compensates for changes in
cockpit controls are carried by mechanical linkage through torque effect caused by changes in collective position. The
the pilot-assist servos to the mixing unit. The mixing unit mixing unit increases tail rotor pitch as collective is in-
combines, sums, and couples the cyclic, collective, and yaw creased and decreases tail rotor pitch as collective is de-
inputs. It provides proportional output signals, through me- creased.
chanical linkages, to the main and tail rotor controls.
c. Collective to Roll - Compensates for the rolling mo-
2.35.1 Cyclic Stick. Lateral and longitudinal control of ments and translating tendency caused by changes in tail
the helicopter is by movement of the cyclic sticks through rotor thrust. The mixing unit provides left lateral input to
push rods, bellcranks, and servos to the main rotor. Move- the main rotor system as collective is increased and right
ment in any direction tilts the plane of the main rotor blades lateral input as collective is decreased.
in the same direction, thereby causing the helicopter to go
in that direction. Each cyclic stick grip (Figure 2-14) con- d. Yaw to Pitch - Compensates for changes in the ver-
tains a stick trim switch, marked STICK TRIM FWD, L, tical thrust component of the canted tail rotor as tail rotor
R and AFT, a go around switch, marked GA, trim release pitch is changed. The mixing unit provides aft input to the
switch, marked TRIM REL, a panel light kill switch, main rotor system as tail rotor pitch is increased and for-
marked PNL LTS, a cargo release switch, marked ward input as tail rotor pitch is decreased.
CARGO REL, and a transmitter ICS switch, marked RA-
DIO and ICS. Refer to major systems for a complete de- 2.35.4 Collective/Airspeed to Yaw (Electronic Cou-
scription of switches on the cyclic grip. pling). This mixing is in addition to collective to yaw me-
chanical mixing. It helps compensate for the torque effect
2.35.2 Collective Pitch Control Stick. The collective caused by changes in collective position. It has the ability
sticks change the pitch of the main rotor blades, causing an to decrease tail rotor pitch as airspeed increases and the tail
increase or decrease in lift on the entire main rotor disc. A rotor and cambered fin become more efficient. As airspeed
friction control on the pilot’s lever can be turned to adjust decreases, the opposite occurs. The SAS/FPS computer
the amount of friction and prevent the collective stick from commands the yaw trim actuator to change tail rotor pitch
creeping. The copilot’s stick telescopes by twisting the grip as collective position changes. The amount of tail rotor
and pushing the stick aft to improve access to his seat. Each pitch change is proportional to airspeed. Maximum mixing
2-41
TM 1-1520-237-10
occurs from 0 to 40 knots. As airspeed increases above 40

SEARCHLIGHT knots, the amount of mixing decreases until 100 knots, after
SWITCH which no mixing occurs.
2.35.5 Tail Rotor Control. The tail rotor control system

HOOK SRC determines helicopter heading by controlling pitch of the
EMER REL H LT
ON BRT
SERVO tail rotor blades. Inputs by the pilot or copilot to the control
OFF SHUTOFF
S pedals are transmitted through a series of control rods,
V
1S O O bellcranks, a mixing unit, control cables and servos to the
TS F
TG F
PUSH
LDG LT
EXT DIM
pitch change beam that changes blade pitch angle. Hydrau-
EXT
ON RETR lic power to the tail rotor servo is supplied from No. 1 or
2N
OFF D E the backup hydraulic systems.
ST
G RPNG
L R M
IN
CR
2.35.6 Tail Rotor Pedals. The pedals contain switches
that, when pressed, disengage the heading hold feature of
RETR
DE FPS below 60 KIAS. Adjustment for pilot leg length is
LANDING LIGHT CR
CONTROL done by pulling a T-handle, on each side of the instrument
panel, marked PED ADJ. The pedals are spring-loaded and
will move toward the operator when unlocked. Applying
ENGINE pressure to both pedals simultaneously will move the ped-
SPEED
SEARCHLIGHT TRIM als for desired leg position. The handle is then released to
CONTROL
lock the pedal adjusted position.
2.36 FLIGHT CONTROL SERVO SYSTEMS.
2.36.1 Primary Servos. Main rotor control loads are re-

acted by three, two-stage primary servos mounted on the
A upper deck above the cabin, forward of the main gear box.
Each primary servo contains two independent, redundant
stages with only the mechanical input linkage in common.
If one stage becomes inoperative due to pressure loss, a
bypass valve within the depressurized stage will open, pre-
venting hydraulic lock. Electrical interlocks prevent both
flight control servos from being turned off simultaneously.
COLLECTIVE STICK GRIP If the input pilot valve to the servo becomes jammed, by-
(TYPICAL)
pass automatically occurs. Automatic bypass is indicated to
the pilot by lighting of the associated PRI SERVO PRESS
caution light.
A
2.36.2 Tail Rotor Servo. Tail rotor control loads are re-
HUD CONTROL acted by a two-stage tail rotor servo mounted on the tail
SWITCH
HUD gear box. With the TAIL SERVO switch at NORMAL,
the first stage of this servo is powered by the No. 1 hydrau-
O
M BRT lic system. When the TAIL SERVO switch is moved to
D
D
E L
C BACKUP, the second stage is powered by the backup sys-
T
DIM tem. Should the first stage become inoperative, the backup
(ON HELICOPTERS pump will come on and power the second stage. All aero-
MODIFIED BY
MWO 1−1520−237−50−62, HUD) dynamic loads are then reacted by the second stage.
2.36.3 Flight Control Servo Switch. First and second

stage primary servo systems are controlled by the servo
AA0365_1C
SA switch, marked SVO OFF, on the pilot’s and copilot’s col-
lective stick grips (Figure 2-14). The marked switch posi-
Figure 2-14. Collective and Cyclic Grips tions are 1ST STG and 2ND STG. The servo systems nor-
(Sheet 1 of 2)
2-42 Change 9
TM 1-1520-237-10
TR
ICK IM
ST FWD
L R O
RG
GA CA EL.
AFT R
STICK TRIM
GO AROUND CARGO HOOK
ENABLE SWITCH RELEASE SWITCH
ICS RADIO
CONTROL
I.C.S.
TRIM
RELEASE
SWITCH
IM
TR L
RE
PANEL LIGHTS RADIO

KILL SWITCH
PNL
LTS
CYCLIC MOUNTED STABILATOR

SLEW−UP SWITCH
CYCLIC STICK GRIP

(TYPICAL)
AA0365_2
SA
Figure 2-14. Collective and Cyclic Grips (Sheet 2 of 2)
2-43
TM 1-1520-237-10
mally operate with the switch in the unmarked center (on) 2.37 AUTOMATIC FLIGHT CONTROL SYSTEM
position. To turn off the first stage primary servos, the SVO (AFCS).
OFF switch is placed to 1ST STG. To turn off the second
stage servo, the switch is placed to 2ND STG. The systems The AFCS enhances the stability and handling qualities
are interconnected electrically so that regardless of switch of the helicopter. It is comprised of four basic subsystems:
position, a system will not shut off unless there is at least Stabilator, Stability Augmentation System (SAS), Trim
2350 psi in the remaining system. The servo shutoff valve Systems, and Flight Path Stabilization (FPS). The stabilator
operates on current from the No. 1 and No. 2 dc primary system improves flying qualities by positioning the stabila-
buses through circuit breakers marked NO. 1 and NO. 2 tor by means of electromechanical actuators in response to
SERVO CONTR respectively. collective, airspeed, pitch rate and lateral acceleration in-
puts. The stability augmentation system provides short term
rate damping in the pitch, roll, and yaw axes. Trim/FPS
2.36.4 Flight Control Servo Low-Pressure Caution system provides control positioning and force gradient
Lights. The first, second, and tail rotor stage servo hy- functions as well as basic autopilot functions with FPS en-
draulic low-pressure caution lights are marked #1 PRI gaged.
SERVO PRESS, #2 PRI SERVO PRESS, and #1 TAIL
RTR SERVO, and will go on if the pressure is below its
2.37.1 Stability Augmentation System (SAS).
respective switch setting, or if the servo pilot valve be-
comes jammed. The servo switches and warning lights op-
erate on direct current from the No. 1 and No. 2 dc primary NOTE
buses through circuit breakers, marked NO. 1 SERVO
WARN and NO. 2 SERVO WARN, respectively. As the vertical gyro comes up to speed or
when the system is shutdown, the derived
2.36.5 Pilot-Assist Servos. Pilot assist servos are nor- pitch/roll rate signal which feeds SAS 1 will
mally powered by the No. 2 hydraulic system. If the No. 2 cause small oscillations in pitch and roll
hydraulic pump fails, the pilot assist servos and pitch trim SAS actuators. This is a temporary situation
actuator are powered by the backup hydraulic pump. The and can be eliminated by turning SAS 1 off.
following units are pilot-assist servos: collective, yaw, and
pitch boost servos, which reduce control forces; and three The SAS enhances dynamic stability in the pitch, roll,
(pitch, roll, yaw) SAS actuators which transfer the output and yaw axes. In addition, both SAS 1 and SAS 2 enhance
of the SAS controllers into control actuations. turn coordination by deriving commands from lateral accel-
erometers which together with roll rate signals are sent to
2.36.6 Boost Servo. There are three boost servos, col- their respective yaw channels automatically at airspeeds
lective, yaw, and pitch, installed between the cockpit con- greater than 60 knots. The SAS 1 amplifier circuitry oper-
trols and mixing unit, which reduce cockpit control forces. ates on 28 vdc power from the dc essential bus through a
The collective and yaw boost servos are turned on and off circuit breaker marked SAS BOOST providing excitation
by pressing the button marked BOOST on the AUTO for the electronic components within the amplifier. AC
FLIGHT CONTROL panel (Figure 2-15). The pitch boost power from the ac essential bus through a circuit breaker
servo is turned on when SAS 1 or SAS 2 is ON. The boost marked SAS AMPL is also required for normal operation
shutoff valves receive power from the dc essential bus of the SAS. The SAS amplifier uses the vertical gyro roll
through a circuit breaker, marked SAS BOOST. output to derive roll attitude and rate for the roll SAS com-
mands and an ac-powered yaw rate gyro for the yaw SAS
2.36.7 Pilot-Assist Controls. An AUTO FLIGHT commands. Loss of ac power to the vertical gyro or SAS
CONTROL panel (Figure 2-15), in the lower console, con- amplifier causes erratic operation of SAS 1 due to loss of
tains the controls for operating the pilot-assist servos and the reference for the ac demodulators. When this condition
actuators. The panel contains SAS 1, SAS 2, TRIM, FPS, is encountered, the pilot must manually disengage SAS 1.
BOOST and the FAILURE ADVISORY/POWER ON In case of a malfunction of the SAS 2 function, the input
RESET lights/switches. STICK TRIM and TRIM REL will normally be removed from the actuator and the SAS 2
switches on the cyclic sticks, are manually operated by ei- fail advisory light on the AUTOFLIGHT CONTROL
ther pilot or copilot. panel will go on. If the malfunction is of an intermittent
2-44 Change 9
TM 1-1520-237-10
nature the indication can be cleared by simultaneously

pressing POWER ON RESET switches. If the malfunc-
tion is continuous, the SAS 2 should be turned off. With STABILATOR CONTROL
SAS 1 or SAS 2 off, the control authority of the stability
MAN SLEW AUTO
augmentation system is reduced by one-half (5% control UP TEST CONTROL
authority). Malfunction of the SAS 1 system may be de- R
O E
tected by the pilot as an erratic motion in the helicopter F ON S
without a corresponding failure advisory indication. If a F E
DN T
malfunction is experienced, SAS 1 should be turned off.
SAS actuator hydraulic pressure is monitored. In case of AUTO FLIGHT CONTROL
SAS 1 SAS 2 TRIM FPS
loss of actuator pressure, or if both SAS 1 and SAS 2 are
off, the SAS OFF caution light will go on.
ON ON ON ON
2.37.2 Trim System. When the TRIM is engaged on

the AUTO FLIGHT CONTROL panel, the pitch, roll and BOOST FAILURE ADVISORY
yaw trim systems are activated to maintain position of the R R
E E
cyclic and tail rotor controls. Proper operation of the yaw ON S
CPTR SAS 2 ACCL CLTV
S
trim requires that the BOOST on the AUTO FLIGHT E TRIM RGYR A / S GYRO E
T T
CONTROL panel be on. The tail rotor and lateral cyclic
POWER ON RESET
forces are developed in the electromechanical yaw and roll
trim actuators. Both yaw and roll trim actuators incorporate
slip clutches to allow pilot and copilot control inputs if
either actuator should jam. The forces required to break
through the clutch are 80-pounds maximum in yaw and 13 AA0366A
SA
pounds maximum in roll. The longitudinal force is devel-
oped by an electrohydromechanical actuator operated in Figure 2-15. Automatic Flight Control System
conjunction with the SAS/FPS computer. When the pilot (AFCS) Switch Panel
applies a longitudinal or lateral force to the cyclic stick
with trim engaged, a combination detent and gradient force
is felt. The pilot may remove the force by pressing the The trim system release feature permits the pilot or copilot
thumb-operated TRIM REL switch on the pilot/copilot cy- to fly the helicopter with light stick forces. The push-on/
clic grip. The pedal gradient maintains pedal position push-off TRIM switch on the AUTO FLIGHT CON-
whenever the trim is engaged. By placing feet on the ped- TROL panel or the TRIM REL switches on the pilot/
als, the pedal switches are depressed and the gradient force copilot cyclic grips may be used to release trim. When the
is removed. The pedals may then be moved to the desired switch is ON, the trim system provides gradient and detent
position and released. The pedals will be held at this posi- holding force for pitch, roll, and yaw. When turned off, the
tion by the trim gradient. The pedal trim gradient actuator trim system is released and light cyclic control forces are
also includes a pedal damper. The pedal damper is engaged present.
continuously, independent of electric power and the TRIM
switch on the AUTO FLIGHT CONTROL panel. Opera- 2.37.3 Flight Path Stabilization (FPS).
tion of the trim system is continuously monitored by the
SAS/FPS computer. If a malfunction occurs, the SAS/FPS
computer will shut off the trim actuator(s) driving the af- WARNING
fected axis, and the TRIM FAIL and FLT PATH STAB
caution light will illuminate. If the malfunction is of an
intermittent nature, the indication may be cleared by simul- Pedal trim switches must be pressed while
taneously pressing both POWER ON RESET switches. In changing the helicopter heading during
addition to the trim release switch, a four-way trim switch hover. Do not hold hover heading against
on each cyclic stick establishes a trim position without re- yaw trim force. A rapid release of pedal
leasing trim. With trim engaged, the trim position is moved trim force will allow the FPS heading hold
in the direction of switch movement. The cyclic is moved feature to immediately correct to the last
by the trim switch in one direction at a time. When FPS is known engaged heading. This can result
engaged, the TRIM switch changes the pitch and roll atti- in rapid, divergent helicopter heading de-
tude reference instead of the cyclic stick position reference. viations.
Change 10 2-45
TM 1-1520-237-10
a. Proper FPS operation requires that the BOOST, matically reengaged and turn coordination dis-
TRIM and SAS 1 and/or SAS 2 functions have been se- engaged upon recovery from the turn when the
lected on the AUTO FLIGHT CONTROL panel. Al- lateral stick force, roll attitude, and yaw rate are
though not required for proper operation, the FPS perfor- within prescribed limits.
mance will be improved by the proper operation of the
stabilator in the automatic mode. To use the FPS features, c. To make a coordinated turn, the pilot enters a turn in
the pilot first assures that BOOST, SAS and TRIM are on one of these ways:
and operating, and then turns the FPS switch ON. The
desired pitch and roll attitude of the helicopter may be es- (1) Changing reference roll attitude by pressing the
tablished in one of these ways: STICK TRIM switch in the desired lateral di-
rection.
(1) Pressing the STICK TRIM switch to slew the
reference attitude to the desired attitude. (2) Pressing TRIM REL switch on the cyclic grip
and establishing the desired bank angle with
(2) Pressing the TRIM REL switch on the pilot/ feet off pedal switches.
copilot cyclic grip, manually flying the helicop-
ter to the desired trim condition, and releasing (3) Exerting a lateral force on the cyclic stick to
the TRIM REL switch. achieve the desired bank angle, and then neu-
tralizing the force with the STICK TRIM
(3) Overriding the stick trim forces to establish the switch.
desired trim condition, and then neutralizing
stick forces by means of the trim switch. (4) Keeping a lateral force on the cyclic stick for
the duration of the turn.
b. The trim attitude, once established, will be automati-
cally held until changed by the pilot. At airspeeds greater d. In each of these ways the ball should remain auto-
than 60 knots, the pitch axis seeks to maintain the airspeed matically centered during the entry and recovery from the
at which the trim is established, by variation of pitch atti- turn. If feet are on the pedals, care must be taken not to
tude. When pitch attitude is changed by means of the apply too much force to the pedals to oppose their motion.
STICK TRIM switch, there is a delay from the time that If the pilot intentionally miscoordinates the helicopter, the
the STICK TRIM switch input is removed until the new result will be a pedal force roughly proportional to sideslip.
reference airspeed is acquired. This is to allow time for the The pilot may release the pedal force by pressing the cyclic
helicopter to accelerate or decelerate to the new trim speed. TRIM REL switch with feet on pedals. During transition
The yaw axis of the FPS provides heading hold at airspeeds through 60 knots airspeed, the pilot may feel a slight pedal
less than 60 knots and heading hold or turn coordination at motion due to a switching transient which may occur when
airspeeds greater than 60 knots. For heading hold operation the commanded coordinated turn pedal position differs
at airspeeds less than 60 knots, the helicopter is maneu- slightly from the pilot-commanded position. The FPS moni-
vered to the desired heading with feet on pedals. When toring is automatic. If a malfunction is detected, the FLT
trimmed at the desired heading, the pilot may remove feet PATH STAB caution light will go on and the FPS will
from pedals, at which time the existing heading becomes either continue to operate in a degraded mode, such as
the reference, which is automatically held. To change head- without heading hold, or without airspeed hold; or may
ing, the pilot may activate one or both pedal switches, trim cease to function altogether. The pilot must take over
up on the desired heading and remove feet from pedals. At manual flight of the helicopter, and may either turn the FPS
airspeeds greater than 60 knots, heading hold will be auto- off or evaluate performance to determine the degree and
matically disengaged, and coordinated turn engaged under type of degradation, and continue flight with the remaining
these conditions: features. To help evaluate the nature of the degradation,
eight failure advisory indicators are displayed on two
(1) STICK TRIM switch is actuated in the lateral FAILURE ADVISORY switches on the flight control
direction. panel. These tell the pilot the type of sensor or actuator
which has experienced the failure. If a light goes on, it may
(2) TRIM REL switch is pressed and roll attitude be turned off by pressing the lighted switch. All failure
is greater than prescribed limits. advisory lights will be on at initial application of power.
The pilot may attempt to clear the indication of temporary
(3) About 1/2 inch cyclic displacement and a roll malfunction by simultaneously pressing both FAILURE
attitude of about 1.5°. Heading hold is auto- ADVISORY switches. If the FLT PATH STAB caution
2-46 Change 10
TM 1-1520-237-10
light goes off, it may be assumed that normal operation is tuator will restrict total maximum movement of the stabi-
restored. All FPS functions are provided by automatically lator to about 35° if failure occurs full down, or about 30°
moving the cockpit controls. if failure occurs full up. The stabilator actuators receive
power from the dc essential bus and No. 2 dc primary bus
2.38 STABILATOR SYSTEM. through circuit breakers marked STAB PWR. Since the dc
essential bus is powered by the battery, it is possible to
a. The helicopter has a variable angle of incidence sta- manually slew one actuator using battery power only. If the
bilator to enhance handling qualities. The automatic mode stabilator is slewed up, regain automatic control by manu-
of operation positions the stabilator to the best angle of ally slewing stabilator full down, then push AUTO CON-
attack for the existing flight conditions. After the pilot en- TROL RESET twice. Otherwise, when only one actuator
gages the automatic mode, no further pilot action is re- is slewed, it causes a very large mismatch between the two
quired for stabilator operation. Two stabilator amplifiers actuator positions. This is detected by the fault monitor and
receive airspeed, collective stick position, pitch rate, and shuts down the automatic mode upon attempted engage-
lateral acceleration information to program the stabilator ment. Automatic control function sensors, airspeed sensors,
through the dual electric actuators. The stabilator is pro- pitch rate gyros, collective position sensor, and lateral ac-
grammed to: celerometer receive power from the ac essential bus and
No. 2 ac primary bus through circuit breakers marked
(1) Align stabilator and main rotor downwash in low STAB CONTR.
speed flight to minimize nose-up attitude resulting from
downwash. 2.38.1 Stabilator Control Panel. The stabilator control
panel (Figure 2-8), on the lower console, provides electrical
(2) Decrease angle of incidence with increased air- control of the stabilator system. The panel contains a MAN
speed to improve static stability. SLEW switch, a TEST button, and AUTO CONTROL
RESET switch with a push-to-reset feature. The automatic
(3) Provide collective coupling to minimize pitch atti- mode will allow the stabilator to be automatically operated
tude excursions due to collective inputs from the pilot. Col- from about 39° trailing edge down to 9° trailing edge up.
lective position sensors detect pilot collective displacement Manual operation is also restricted to these limits. If a mal-
and programs the stabilator a corresponding amount to function occurs in the automatic mode, the system will
counteract the pitch changes. The coupling of stabilator po- switch to manual, ON will go off in the AUTO CON-
sition to collective displacement is automatically phased in TROL window, and the STABILATOR caution and
beginning at 30 KIAS. MASTER CAUTION lights will go on and a beeping tone
will be heard in the pilot’s and copilot’s headphones. It
(4) Provide pitch rate feedback to improve dynamic may be possible to regain the auto mode by pressing the
stability. The rate of pitch attitude change of the helicopter AUTO CONTROL RESET. If the automatic mode is re-
is sensed by a pitch rate gyro in each of the two stabilator gained, ON will appear in the AUTO CONTROL switch
amplifiers and used to position the stabilator to help dampen window and the caution lights will go off. The stabilator
pitch excursions during gusty wind conditions. A sudden automatic mode is held in the energized state within the
pitch up due to gusts would cause the stabilator to be pro- stabilator control amplifier. On certain occasions during in-
grammed trailing edge down a small amount to induce a terruption of dc power, such as switching of generators, it is
nose-down pitch to dampen the initial reaction. possible to have conditions where the stabilator automatic
mode may shut down. If the automatic mode shuts down
(5) Provide sideslip to pitch coupling to reduce sus- during flight because of an ac power failure, the helicopter
ceptibility to gusts. When the helicopter is out of trim in a shall be slowed to 80 KIAS before power is restored. In this
slip or skid, pitch excursions are also induced as a result of case the AUTO CONTROL RESET switch may be
the main rotor downwash on the stabilator. Lateral acceler- pressed to reengage the auto mode. If the automatic mode
ometers sense this out of trim condition and signal the sta- is not regained, the MASTER CAUTION must be reset,
bilator amplifiers to compensate for the pitch attitude which turns off the beeping tone, and the stabilator con-
change (called sideslip to pitch coupling). Nose left (right trolled throughout its range with the MAN SLEW switch.
slip) results in the trailing edge programming down. Nose When initial power is applied to the stabilator system, it
right produces the opposite stabilator reaction. will be in automatic mode. The TEST switch is used to
check the AUTO mode fault detector feature and is inop-
b. The above features are provided via inputs to dual
actuators which position the stabilator. Failure of one ac-
Change 10 2-47
TM 1-1520-237-10
erative above 60 KIAS. When pressed, control of the sta- 2.38.3 Cyclic-Mounted Stabilator Slew Up Switch.
bilator should go to the manual mode. Installed on each cyclic stick below the grip (Figure 2-14)
is a pull-type stabilator manual slew up switch. The switch
2.38.2 Stabilator Position Indicator. Two STAB provides the pilot and copilot with rapid accessibility to
POS indicators (Figure 2-9) are on the instrument panel. stabilator slew up. The cyclic slew switch is wired in par-
They give pilots a remote indication of stabilator position. allel with the stabilator panel MAN SLEW-UP switch po-
The copilot’s STAB POS indicator may vary from the pi- sition. When the switch is actuated, the stabilator trailing
lot’s indicator as much as 2°. The indicator range is marked edge will begin to move up and continue until the up limit
from 45° DN to 10° up. The stabilator position indicator stop is reached or the switch is released.
system is powered from the ac essential bus 26V through a
circuit breaker marked STAB IND.
2-48 Change 10
TM 1-1520-237-10
Section VI HYDRAULIC AND PNEUMATIC SYSTEM
2.39 HYDRAULIC SYSTEM. SUBSYSTEM CAUTION LIGHT

The three hydraulic systems are designed to provide full
flight control pressure. The components of the hydraulic HYD LEAK TEST #1 and #2 PRI SERVO
systems are three hydraulic pump modules, two transfer switch NORM after PRESS
modules, a utility module, three dual primary servos, one RESET #1 and #2 HYD PUMP
dual tail rotor servo, four pilot-assist servos, an APU accu-
mulator, an APU handpump, and a servicing handpump.
There are three hydraulic pressure supply systems, number 2.40 HYDRAULIC PUMP MODULES.
1, number 2, and backup. All are completely independent
and each is fully capable of providing essential flight con- The hydraulic pump modules are combination hydraulic
trol pressure for maximum system redundancy. Complete pumps and reservoirs. The No. 1, No. 2, and backup pump
redundancy is accomplished by the backup pump providing modules are identical and interchangeable with each other.
hydraulic power to both number 1 and/or number 2 systems The No. 1 pump module is mounted on and driven by the
if one or both pumps fail. If two systems lose pressure, left accessory module of the main transmission. The No. 2
there will be a slight restriction in the maximum rate of pump module is mounted on and driven by the right acces-
flight control movement due to only one pump supplying sory transmission module. The backup pump module is
both stages with hydraulic power. An automatic turnoff fea- mounted on and driven by an ac electric motor. The reser-
ture is provided. When the SVO OFF switch (Figure 2-14) voir part of each pump module has a level indicator win-
is moved to 1ST STG or 2ND STG position, that stage of dow marked, REFILL, FULL, and EXPANSION. A pres-
the primary servos is turned off. When the SVO OFF sure relief and bleed valve protects the pump from high
switch is moved to 1ST STG, the first stage of the primary pressure in the return system. The pump has two filters: a
servos is turned off. A malfunction in the second stage will pressure filter and a return filter. A red indicator button on
cause first stage (which was turned off) to automatically each filter will pop out when pressure goes up 70 610 psi
turn back on in case the backup system does not take over above normal. The pressure filter has no bypass. The return
the function of the failed second stage. If the second stage filter has a bypass valve that opens when return pressure
is initially turned off, the sequence is reversed. An addi- reaches 100 610 psi above normal. Each pump has three
tional hydraulic handpump is provided for APU start sys- check valves: one at the external ground coupling, one at
tem. the pressure side, and one at the return side. A fluid quan-
tity switch, mounted on top of each pump module, senses
fluid loss for that system. When the piston in the pump
NOTE module moves down to the REFILL mark, the piston
closes the switch, turning on a caution light marked RSVR
The following listed caution lights may mo- LOW. Each hydraulic pump has two temperature sensitive
mentarily flicker when the applicable listed labels mounted on the side. When a temperature level is
switch is activated; this is considered nor- reached a circle turns black. There are two types of labels
mal. used on the pumps. When the temperature label indicates
that a temperature of 132°C (270°F) has been exceeded, an
entry shall be made on DA Form 2408-13-1. The aircraft
SUBSYSTEM CAUTION LIGHT should not be flown until appropriate maintenance action
has been taken.
SAS 1 or SAS 2 switch #2 PRI SERVO PRESS
2.40.1 Number 1 Hydraulic System. Number 1 hy-
ON #2 HYD PUMP
draulic system operates with the rotor turning, and supplies
BOOST SERVO OFF
the first stage of all primary servos and the first stage of the
BOOST switch ON #2 PRI SERVO PRESS tail rotor servo. The system components are an integrated
#2 HYD PUMP pump module, a transfer module, first stage primary servos,
SAS OFF and first stage tail rotor servo. The primary servos are con-
trolled by the SVO OFF switch (Figure 2-14). The switch
TAIL SERVO switch #1 PRI SERVO PRESS can turn off either first or second stage of the primary ser-
BACKUP #1 HYD PUMP vos but not both at the same time. First stage tail rotor
Change 10 2-48.1/(2-48.2 Blank)

TM 1-1520-237-10
servo can be manually turned off by a two-position switch adequate three-phase ac power source. An internal depres-
marked TAIL SERVO, on the miscellaneous switch panel surizing valve in the backup pump module reduces the out-
(Figure 2-8). If the fluid quantity of the number one pump put pressure of the pump upon startup of the electric motor.
reservoir becomes low, a microswitch will complete an This valve unloads the electric motor by reducing torque
electrical circuit to close the first stage tail rotor servo requirement at low rpm. After about 0.5 second when main
valve. If fluid continues to be lost and the #1 HYD PUMP generator is operating, or 4 seconds when operating from
caution light goes on, the first stage tail rotor shutoff valve APU generator or external power, the valve is closed and
will open, allowing backup pressure to supply first stage 3000 psi pressure is supplied to the hydraulic system. This
tail rotor. The logic modules automatically control the hy- sequence reduces the current demand during backup system
draulic system. The tail rotor servo is a two-stage servo but, startup. Pressure sensing switches in the number 1 and
unlike the primary servos, only one stage is pressurized at a number 2 transfer modules constantly monitor the pressure
time. output of the number 1 and number 2 pumps. Loss of pres-
sure initiates the backup operation. The system then pro-
2.40.2 Number 2 Hydraulic System. The number 2 vides emergency pressure to maintain full flight control ca-
hydraulic system, which also operates with the rotor turn- pability. A WOW switch on the left main landing gear
ing, supplies the second stage primary servo and the pilot- provides automatic operation of the backup pump when the
assist servos. System components are the integrated pump helicopter is in the air, regardless of BACKUP HYD
module, transfer module, second stage primary servos, and PUMP switch position, and disables the backup pump ac
pilot-assist modules. Second stage primary servos can be thermal switch. A pressure sensing switch at the tail rotor
manually turned off by the SVO OFF switch. The pilot- monitors supply pressure to the first stage tail rotor servo.
assist servos cannot be turned off collectively, but SAS, The backup pump can supply pressure to the first stage tail
TRIM and BOOST servos can be manually turned off by rotor servo if the number 1 pump loses pressure. This gives
switches on the AUTO FLIGHT CONTROL panel. If the pilot a backup tail rotor servo even with the loss of the
fluid quantity of the number two pump reservoir becomes primary hydraulic supply, or #1 RSVR LOW. If a leak in a
low, the pilot-assist servo becomes inoperative. If fluid con- primary servo system depletes the backup system fluid, the
tinues to be lost, the #2 HYD PUMP caution light will go backup reservoir level sensing switch will turn on the
on. BACK-UP RSVR LOW caution light, and the pilot must
manually turn off the leaking primary system.
2.40.3 Backup Hydraulic System.
2.41 HYDRAULIC LEAK DETECTION/ISOLATION
SYSTEM.
CAUTION
The leak detection/isolation (LDI) system protects the
flight control hydraulic system by preventing the further
Whenever the No. 1 ac generator is inop- loss of hydraulic fluid in case of a leak. The LDI system
erative (failed, or not on line) and the uses pressure switches and fluid level sensors for monitor-
BACKUP PUMP PWR circuit breaker is ing pump hydraulic fluid level, and pump pressure for pri-
out for any reason, ac electrical power mary and tail rotor servos, and pilot-assist servos. When a
must be shut off before resetting pump module reservoir fluid level switch detects a fluid
BACKUP PUMP PWR circuit breaker. loss, the logic module follows the sequence detailed in Fig-
Otherwise, it is possible to damage the ure 2-16 to isolate the leak. To accomplish this, the logic
current limiters. module operates the required shutoff valve(s) to isolate the
leak and turns on the backup pump when required. In the
The backup hydraulic pump system supplies emergency cockpit the RSVR LOW caution light for that system
pressure to the number 1 and/or number 2 hydraulic sys- lights. Backup pump and shutoff valve(s) operation is au-
tems whenever a pressure loss occurs. It also supplies pres- tomatic through the logic module. If, after the isolation se-
sure to the number 2 stage of the tail rotor servo in case of quence, the leak continues, the leakage is in the stage 1 or
a loss of pressure in the first stage of the tail rotor servo or 2 primary servos and the appropriate SVO OFF switch
#1 RSVR LOW indication. This system supplies hydraulic must be moved to the off position by the pilot. By placing
pressure to all flight control components during ground the HYD LEAK TEST switch to TEST, all leak detection/
checkout. The backup system also provides a hydraulic isolation system components are checked electrically. After
pressure for automatic recharging of the APU start system a leak test has been made, the HYD LEAK TEST switch
accumulator. The backup hydraulic system pump module is must be moved to RESET momentarily, to turn off caution
driven by an electric motor which can be powered by any and advisory lights that were on during the test. The
2-49
TM 1-1520-237-10
LEAKAGE IN NO. 1
HYDRAULIC SYSTEM
PARTIAL LOSS OF
NO.1 RESERVOIR
HYDRAULIC FLUID
ACTUATION OF NO. 1
RESERVOIR LEVEL #1 RSVR LOW
SENSING SWITCH CAUTION LIGHT ON
TURNS OFF NO. 1 #1 TAIL RTR SERVO

TAIL ROTOR SERVO CAUTION LIGHT ON
BACKUP PUMP BACK−UP PUMP ON

TURNED ON ADVISORY LIGHT ON
TURNS ON NO. 2 #2 TAIL RTR SERVO ON

TAIL ROTOR SERVO ADVISORY LIGHT ON
IF NO OTHER LIGHTS
ON, LEAK IS IN
NO. 1 STAGE TAIL
ROTOR SERVO
COMPLETE LOSS OF
NO. 1 RESERVOIR #1 HYD PUMP
HYDRAULIC FLUID CAUTION LIGHT ON
BACKUP PUMP SUPPLIES #1 PRI SERVO PRESS

NO. 1 PRI SERVO AND CAUTION LIGHT MAY
NO. 1 TAIL ROTOR SERVO MOMENTARILY FLICKER
(NO. 1 TAIL ROTOR
SERVO TURNED BACK ON)
IF NO OTHER LIGHTS ON
LEAKAGE IS UPSTREAM SEE CHAPTER 5
OF NO. 1 TRANSFER FOR LIMITATIONS
MODULE
PARTIAL LOSS OF
BACKUP RESERVOIR
HYDRAULIC FLUID LEAKAGE IN 1ST
STAGE PRI SERVO
SEE CHAPTER 9
ACTUATION OF BACKUP
RESERVOIR LEVEL
SENSING SWITCH BACK−UP RSVR LOW
CAUTION LIGHT ON
PILOT MOVE SERVO

NO PILOT ACTION OFF SWITCH TO
1ST STG
RESULTING CONDITION RESULTING CONDITION

1. LOSS OF NO. 1 PRIMARY 1. LOSS OF NO. 1 PRIMARY
SERVO AND NO. 1 AND SERVO.
NO. 2 TAIL ROTOR 2. CAUTION LIGHTS ON
SERVO. #1 HYD PUMP,
2. CAUTION LIGHTS ON #1 PRI SERVO PRESS,
#1 HYD PUMP, #1 RSVR LOW,
#1 PRI SERVO PRESS, BACK−UP RSVR LOW.
#1 TAIL RTR SERVO, 3. ADVISORY LIGHT ON
#1 RSVR LOW, BACK−UP PUMP ON.
BACK−UP RSVR LOW.
3. NO ADVISORY LIGHTS
ON.
AA0404_1A
SA
Figure 2-16. Hydraulic Logic Module Operation Principle (Sheet 1 of 2)
2-50
TM 1-1520-237-10
LEAKAGE IN NO. 2
HYDRAULIC SYSTEM
PARTIAL LOSS OF
NO. 2 RESERVOIR
HYDRAULIC FLUID
ACTUATION OF NO. 2
RESERVOIR LEVEL #2 RSVR LOW
SENSING SWITCH CAUTION LIGHT ON
BOOST SERVO OFF, TRIM

TURNS OFF − PILOT FAIL, FLT PATH STAB
ASSIST SERVOS SAS OFF
CAUTION LIGHTS ON
IF NO OTHER LIGHTS
SEE CHAPTER 5 FOR
ON LEAKAGE IS IN INCREASED PEDAL
LIMITATIONS
PILOT−ASSIST AREA AND COLLECTIVE LOADS
SEE CHAPTER 9
COMPLETE LOSS OF
NO. 2 RESERVOIR #2 HYD PUMP
#2 PRI SERVO PRESS

BACKUP PUMP BACK−UP PUMP ON CAUTION LIGHT MAY
TURNED ON ADVISORY LIGHT ON MOMENTARILY FLICKER
PILOT−ASSIST SERVOS BOOST SERVO OFF / SAS

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

LEVEL SENSING PRI SERVO
SWITCH SEE CHAPTER 9
PILOT MOVE
NO PILOT ACTION SERVO OFF SWITCH
TO 2ND STG
RESULTING CONDITION RESULTING CONDITION

1. LOSS OF NO. 2 PRIMARY 1. LOSS OF NO. 2 PRIMARY
SERVOS AND PILOT SERVO.
ASSIST SERVOS. 2. PILOT−ASSIST SERVO
2. CAUTION LIGHTS ON PRESSURE SUPPLIED BY
#2 RSVR LOW BACK−UP PUMP.
#2 HYD PUMP 3. CAUTION LIGHTS ON
#2 PRI SERVO PRESS, #2 RSVR LOW,
BACK−UP RSVR LOW, #2 HYD PUMP,
SAS OFF, #2 PRI SERVO PRESS
TRIM FAIL, BACK−UP RSVR LOW.
BOOST SERVO OFF 4. ADVISORY LIGHT ON
FLT PATH STAB. BACK−UP PUMP ON.
3. NO ADVISORY LIGHTS
ON. AA0404_2C
SA
Figure 2-16. Hydraulic Logic Module Operation Principle (Sheet 2 of 2)
2-51
TM 1-1520-237-10
BACK-UP PUMP ON advisory light will remain on for 2.42.3 Utility Module. The utility module connects hy-
about 90 seconds. Refer to Chapter 8 Section II for test draulic pressure from the backup pump to the No. 1 and
procedure. Except for the HYD LEAK TEST switch, the No. 2 transfer modules, the 2nd stage of the tail rotor servo,
hydraulic leak system consists of components of 1st stage, and the APU accumulator. A pressure switch on the module
2nd stage and backup hydraulic systems. A WOW switch senses the backup pump operating and turns on the
contact prevents hydraulic leak tests from being made in BACK-UP PUMP ON advisory light on the caution/
flight. Power to operate the hydraulic leak test system is advisory panel. If the flow rate through the module to the
from the No. 2 dc primary bus through a circuit breaker, APU accumulator goes over 1-1/2 gpm, a velocity fuse
marked NO. 2 SERVO CONTR and dc essential bus shuts off flow.
through a circuit breaker, marked BACKUP HYD
CONTR. 2.42.4 Logic Modules. Two logic modules, one in the
left relay panel and the other in the right relay panel, are
2.42 TRANSFER MODULES. used to control the operation of the hydraulic systems. The
logic modules continually monitor the operation of the hy-
The No. 1 and No. 2 transfer modules connect hydraulic draulic systems by inputs received from pressure switches,
pressure from the pump modules to the flight control ser- fluid level switches on the pump modules, and inputs re-
vos. Each module is an integrated assembly of shutoff ceived from control switches in the hydraulic system. The
valves, pressure switches, check valves, and restrictors. The outputs of the logic modules will either turn on lights on
modules are interchangeable. the caution/advisory panel notifying the pilot of a failure,
and/or turn off one or more valves due to a system mal-
2.42.1 No. 1 Transfer Module. This module has a function. All switching functions of the hydraulic logic
transfer valve, a pressure switch, a 1st stage primary shutoff modules are automatic, except as shown by a dagger (†)
valve, a 1st stage tail rotor shutoff valve, a restrictor, and which indicates crewmember action (Figure 2-16).
check valves. The transfer valve is spring-loaded to the
open or normal position. If 1st stage hydraulic pressure is 2.43 RESERVOIR FILL SYSTEM.
lost, the valve automatically transfers backup pump pres-
sure to the 1st stage system. The 1st stage primary shutoff A handpump and manual selector valve are on the right
valve lets the pilot or copilot shut off 1st stage pressure to side upper deck of the helicopter for system servicing. Re-
the primary servos and prevents both stages from being fer to Figure 2-25 for servicing. The three hydraulic system
shut off at the same time. The pressure switch lights the #1 reservoir levels can be seen from the fill pump location.
HYD PUMP light on the caution advisory panel when The handpump reservoir contains a sight gage above the
pressure drops below 2000 psi and also sends a signal to a handpump crank. A 1-quart level mark indicates a require-
logic module that pressure is lost in the 1st stage hydraulic ment for refill. Refer to Section XV this chapter for servic-
system. The restrictor allows fluid to circulate for cooling ing.
under no-flow conditions. If a fluid leak develops past the
transfer module, the check valves prevent fluid loss on the 2.44 PNEUMATIC SUBSYSTEM.
return side of the transfer module.
A pneumatic subsystem operating from bleed-air fur-
2.42.2 No. 2 Transfer Module. The No. 2 transfer nished by the main engines, the APU, or an external pneu-
module is like the No. 1 module except that it supplies 2nd matic power source, is used to drive the main engine starter,
stage pressure. The pilot assist shutoff valve turns off pres- for heating system operation and external extended range
sure to the pilot assist module. The 2nd stage primary servo tank fuel transfer. Bleed-air from the main engines is used
shutoff valve turns off pressure to the 2nd stage of the pri- for engine inlet anti-icing subsystem operation. The heating
mary servos. The pressure switch turns on the #2 HYD subsystem and the extended range fuel tanks use bleed-air
PUMP caution light on the caution/advisory panel when supplied by the main engines during flight, and on the
2nd stage system pressure is below 2000 psi, and also sends ground by the main engines, APU, or external source. The
a signal to a logic module that pressure is lost in the 2nd subsystem contains check valves at each bleed-air source,
stage system. and a shutoff valve at each main engine.
2-52 Change 6
TM 1-1520-237-10
Section VII POWERTRAIN SYSTEM
2.45 POWERTRAIN. The transmission incorporates an integral wet sump lu-

brication system that provides cooled, filtered oil to all
The powertrain consists of inputs from two engines, a bearing and gears. The ac generators on the accessory mod-
main transmission, intermediate gear box, tail gear box and ules also receive oil for cooling. Oil under pressure is sup-
connecting drive shafting. Power from the engines is trans- plied through internally cored oil lines, except for the pres-
mitted to the main transmission module through input mod- sure and return lines of the oil cooler. Refer to servicing
ules. The main transmission is mounted on top of the cabin diagram for oil specification and servicing (Table 2-4). The
between the two engines (Figure 2-1). It mounts and pow- lubrication system includes two lubrication pumps that are
ers the main rotor head, changes the angle of drive from the combination pressure and scavenge types operating in par-
engines, reduces rpm from the engines, powers the tail ro- allel. The main transmission may run at cruise flight for 30
tor drive shaft and drives the accessory module. The main minutes with loss of all oil. Main transmission oil pressure
transmission consists of five modules: two input modules; may fluctuate when the aircraft is known to be in a nose-up
the main module; and two accessory modules. The main attitude (i.e., slope landings or hover with an extreme aft
transmission has a built-in 3° forward tilt. CG). Pressure regulating and bypass valves protect the lube
system by returning excess high pressure oil back to the
2.45.1 Input Module. The input modules are mounted inlet side of the pump. A two-stage oil filter and various
on the left and right front of the main module and support strainers in the sump prevent contamination. The oil filter
the front of the engines. They contain an input bevel pinion has a visual impending bypass indicator (red button) that
and gear, and a freewheel unit. The freewheel unit allows protrudes when the first stage filter becomes contaminated.
engine disengagement during autorotation, or in case of a When the button pops the filter element must be replaced to
nonoperating engine, the accessory module will continue to reset. A thermal lockout prevents button popping when oil
be driven by the main rotor. The input module provides the is cold and thick. The oil cooler uses a blower driven by the
first gear reduction between engine and main module. tail rotor drive shaft to cool oil before it enters the various
modules. The oil cooler has a thermostatic bypass valve
2.45.2 Accessory Module. One accessory module is that directs oil flow around the cooler when the oil tempera-
mounted on the forward section of each input module. Each ture is below 71°61°C. Other warning and monitoring sys-
accessory module provides mounting and drive for an elec- tems on the main transmission are: MAIN XMSN OIL
trical generator and a hydraulic pump package. A rotor TEMP and PRESS caution lights, and XMSN TEMP and
speed sensor is mounted on the right accessory module and PRESS oil temperature gages. An oil pressure switch on
provides signals for the VIDS. On the UH-60L an addi- the left accessory module, the farthest point from the
tional rotor speed sensor is mounted on the left accessory pumps, causes the MAIN XMSN OIL PRESS caution
module which provides input signals to the DEC for im- light to go on when the pressure drops to 1462 psi. The
proved transient droop response. transmission oil temperature warning system is triggered by
an oil temperature switch at the oil cooler input to the main
2.45.3 Main Module. The main module contains the module, near the tail takeoff drive shaft flange. A caution
necessary gearing to drive the main rotor and tail rotor light, MAIN XMSN OIL TEMP goes on when transmis-
systems. It provides a reduction in speed from the input sion oil temperature reaches 120°C. Temperature for the
module to the main module and the tail drive shaft. gage is sensed between the sump and the pump. Pressure
readings are taken at the main module manifold. Electrical
2.46 MAIN TRANSMISSION LUBRICATION power for the warning systems, except chip detection, is
SYSTEM. from the No. 2 dc primary bus, through the MAIN XMSN
circuit breaker on the overhead circuit breaker panel.
CAUTION
2.46.1 Transmission Oil Temperature Indicator.
The transmission oil temperature indicator marked XMSN
TEMP is a part of the central display unit (Figure 2-9).
UH−60A EH Prolonged nose-down attitudes Refer to Chapter 5 for limitations. Power to operate the
of 5 degrees or more may cause high main temperature indicator and MAIN XMSN OIL TEMP cau-
transmission oil temperature. tion light is provided from the No. 1 and No. 2 ac primary
Change 5 2-53
TM 1-1520-237-10
buses through the signal data converters and the No. 2 dc caution lights illuminate during test and extinguish after
primary bus through a circuit breaker, marked MAIN successful completion of test. When first placing the BATT
XMSN. switch ON, the CHIP INPUT MDL-LH, CHIP ACCESS
MDL-LH, CHIP INT XMSN, CHIP TAIL XMSN,
2.46.2 Transmission Oil Pressure Indicator. The CHIP INPUT MDL-RH, and CHIP ACCESS-RH illumi-
transmission oil pressure indicator, marked XMSN PRESS, nate immediately for approximately 45-70 seconds and then
is a part of the central display unit (Figure 2-9). Refer to extinguish. The CHIP MAIN MDL SUMP caution light
Chapter 5 for limitations. Power to operate the pressure illuminates after a 30 second delay for approximately 30
indicator and MAIN XMSN OIL PRESS caution light is seconds and then extinguishes. A caution light that does not
provided from the No. 1 and No. 2 ac primary buses illuminate indicates a failed test on its chip detector circuit.
through the signal data converter and No. 2 dc primary bus
through a circuit breaker marked MAIN XMSN. 2.47 TAIL DRIVE SYSTEM.
2.46.3 Transmission Chip Detector System. The Six sections of drive shaft connect the main module to
transmission chip detector system consists of chip detectors the tail rotor gear box. The shafts drive the oil cooler blower
on the left and right input modules, left and right accessory and transmit torque to the tail rotor. Each shaft is dynami-
modules, the main gear box module, and caution lights cally balanced tubular aluminum. Multiple disc (flexible)
marked CHIP INPUT MDL-LH, CHIP INPUT MDL- couplings between sections eliminate universal joints. The
RH, CHIP ACCESS MDL-LH, CHIP ACCESS shafts are ballistically tolerant if hit by a projectile and are
MDL-RH and CHIP MAIN MDL SUMP. These detec- suspended at four points in viscous-damped bearings
tors provide warning of chips in any of five areas of the mounted in adjustable plates and bolted to fuselage support
main transmission system. Each chip detector incorporates brackets.
a self-sealing provision so that it can be removed for visual
inspection without loss of oil. The magnetic plugs on each 2.47.1 Intermediate Gear Box. Mounted at the base of
chip detector attract ferrous particles at any of the detector the pylon is the oil-lubricated intermediate gear box (Figure
locations. The fuzz burn-off feature prevents false warnings 2-1). It transmits torque and reduces shaft speed from the
by burning off small chips and fuzz. The fuzz burn-off fea- main gear box to the tail gear box. The intermediate gear
ture is deactivated when oil temperature reaches 140°C. box may run at cruise flight for 30 minutes, with loss of all
Deactivation of the fuzz burn-off feature does not disable oil. An internal metal fuzz suppression chip/temperature
detection and illumination of caution lights. The main sensor detects metal particles and gear box overtemperature
transmission chip detector is also connected to a 30 second conditions, to light caution panel lights marked CHIP INT
time delay relay to allow small chips and fuzz to burn off XMSN and INT XMSN OIL TEMP.
and/or wash away. Chips that are too large to burn off or
wash away trigger the detection system which illuminates a 2.47.2 Tail Gear Box. The oil-lubricated tail gear box
caution light on the caution/advisory panel. The pilot or (Figure 2-1) at the top of the tail pylon transmits torque to
maintenance personnel must check the caution/advisory the tail rotor head. The gear box mounts the tail rotor,
panel before removing power to determine the location of changes angle of drive and gives a gear reduction. It also
the chip. The system is powered by the dc essential bus enables pitch changes of the tail rotor blades through the
through a circuit breaker on the upper console circuit flight control system. The gear box housing is magnesium.
breaker panel marked CHIP DET. The tail gear box may run at cruise flight for 30 minutes
with loss of all oil. An internal fuzz suppression metal chip/
2.46.4 Built In Test (BIT) Chip Detectors. temperature sensor detects metal particles, and gear box
overtemperature conditions, to light caution panel lights,
NOTE marked CHIP TAIL XMSN and TAIL XMSN OIL
TEMP.
The MASTER CAUTION PRESS TO RE-
SET light may or may not extinguish after
2.47.3 Intermediate and Tail Gear Box Chip/
being pressed to reset while the chip detec-
Temperature Systems. The intermediate and tail gear
tors BIT is in progress.
boxes contain identical chip/temperature sensors that indi-
BIT chip detectors will automatically test for a continu-
ous circuit from the caution/advisory panel to the individual
chip detector when power is first applied. Chip detector
2-54 Change 8
TM 1-1520-237-10
cate in the cockpit when the gear box temperature is too DET. The oil temperature sensor is a bimetal strip that
high, or a chip is present. The chip detectors incorporate a reacts to temperatures. When the oil temperature reaches
fuzz burn-off feature which eliminates false warning due to 140°C a switch closes to turn on a caution capsule in the
fuzz and small particles. When a chip is detected and will cockpit, marked INT XMSN OIL TEMP or TAIL XMSN
not burn off, a caution light on the caution/advisory panel OIL TEMP. Power to operate the oil temperature system is
will go on, indicating CHIP INT XMSN or CHIP TAIL from the No. 2 dc primary bus through a circuit breaker
XMSN. Power to operate the chip system is provided from marked MAIN XMSN.
the dc essential bus through a circuit breaker marked CHIP
Change 2 2-54.1/(2-54.2 Blank)

TM 1-1520-237-10
Section VIII MAIN AND TAIL ROTOR GROUPS
2.48 ROTOR SYSTEMS. spar structural integrity is degraded. If a spar crack occurs,
or a seal leaks, nitrogen will escape from the spar. When
The rotor system consists of a main rotor and tail rotor. the pressure drops below minimum the indicator will show
Both systems are driven by the engines through the trans- red bands. A manual test lever is installed on each BIMt
mission system, with pitch controlled by the flight control indicator to provide a maintenance check. The blades are
system. attached to the rotor head by two quick-release expandable
pins, that require no tools to either remove or install. To
2.49 MAIN ROTOR SYSTEM. conserve space, all blades can be folded to the rear and
downward along the tail cone. When mooring, the blades
The main rotor system consists of four subsystems: main can be tied down with a fitting on the bottom of each blade.
rotor blades, hub, flight controls and the bifilar vibration
absorber. Four titanium-spar main rotor blades attach to 2.49.2 Main Rotor Gust Lock. The gust lock prevents
spindles which are retained by elastomeric bearings con- the blades from rotating when the helicopter is parked. The
tained in one-piece titanium hub. The elastomeric bearing gust lock is designed to withstand torque from one engine
permits the blade to flap, lead and lag. Lag motion is con- at IDLE, and thus allow engine maintenance checks inde-
trolled by hydraulic dampers and blade pitch is controlled pendent of drive train rotation. The locking system consists
through adjustable control rods which are moved by the of a locking handle at the rear of the cabin (Figure 2-5), a
swashplate. When the rotor is not turning, the blades and GUST LOCK caution light on the caution/advisory panel
spindles rest on hub mounted droop stops. Upper restraints (Figure 2-9), and a locking device and teeth on the tail rotor
called antiflapping stops retain flapping motion caused by takeoff flange of the main transmission. The lock shall only
the wind. Both stops engage as the rotor slows down during be applied when the rotor system is stationary; it can only
engine shutdown. Blade retaining pins can be pulled from be released when both engines are shut down. Power to
the blade spindle joint and the blades folded along the rear operate the caution light is provided from the No. 1 dc
of the fuselage. The bifilar vibration absorber reduces rotor primary bus through a circuit breaker marked LIGHTS
vibration at the rotor. The absorber is mounted on top of the ADVSY.
hub and consists of a four arm plate with attached weights.
Main rotor dampers are installed between each of the main 2.50 TAIL ROTOR SYSTEM.
rotor spindles modules and the hub to restrain hunting (lead
and lag motions) of the main rotor blades during rotation A cross-beam tail rotor blade system provides anti-
and to absorb rotor head starting loads. Each damper is torque action and directional control. The blades are of
supplied with pressurized hydraulic fluid from a reservoir graphite and fiberglass construction. Blade flap and pitch
mounted on the side of each damper. The reservoir has an change motion is provided by deflection of the flexible
indicator that monitors the reserve fluid. When the damper graphite fiber spar. This feature eliminates all bearings and
is fully serviced, the indicator will show full gold. lubrication. The spar is a continuous member running from
the tip of one blade to the tip of the opposite blade. Electro-
2.49.1 Main Rotor Blades. Four main rotor blades use thermal blankets are bonded into the blade leading edge for
a titanium spar for their main structural member. The struc- deicing. The tail rotor head and blades are installed on the
ture aft of the spar consists of fiberglass skin, Nomex hon- right side of the tail pylon, canted 20° upward. In addition
eycomb filler and a graphite/fiberglass trailing edge. The to providing directional control and anti-torque reaction,
leading edge of each blade has a titanium abrasion strip, the the tail rotor provides 2.5% of the total lifting force in a
outboard portion of which is protected by a replaceable hover. A spring-loaded feature of the tail rotor control sys-
nickel strip. Electro-thermal blankets are bonded into the tem will provide a setting of the tail rotor blades for bal-
blades leading edge for deicing. A Blade Inspection Method ance flight at cruise power setting in case of complete loss
(BIMt) indicator (Figure 2-17), is installed on each blade of tail rotor control.
at the root end trailing edge to visually indicate when blade
Change 10 2-55
TM 1-1520-237-10
YELLOW WHITE RED
MANUAL
TEST
LEVER
MANUAL
A TEST
SPAR LEVER SPAR
SERVICE MAIN ROTOR

VALVE BLADE NORMAL PRESSURE LOW PRESSURE
(SAFE CONDITION) (UNSAFE CONDITION)
BIM
INDICATOR A PRESSURE INDICATOR AA0518
SA
Figure 2-17. Main Rotor Blade and BIMT System
2.51 TAIL ROTOR QUADRANT/WARNING. WARN. If the helicopter is shut down and/or hydraulic
power is removed with one tail rotor cable failure, discon-
The tail rotor quadrant contains microswitches to turn on nection of the other tail rotor cable will occur when force
a caution light marked TAIL ROTOR QUADRANT if a from the boost servo cannot react against control cable
tail rotor cable becomes severed. Spring tension allows the quadrant spring tension. The quadrant spring will displace
quadrant to operate in a normal manner. Electrical power to the cable and boost servo piston enough to unlatch the
operate the warning system is provided from No. 1 dc pri- quadrant cable.
mary bus through a circuit breaker marked T RTR SERVO
2-56
TM 1-1520-237-10
Section IX UTILITY SYSTEMS
2.52 WINDSHIELD WIPERS. Pilot’s, copilot’s and center windshields (on helicopters
equipped with center windshield anti-ice system) are elec-
Two electrically-operated windshield wipers are in- trically anti-iced and defogged. Transparent conductors im-
stalled, one on the pilot’s windshield and one on the copi- bedded between the laminations provide heat when electri-
lot’s windshield (Figure 2-1). Both wiper arms are driven cal power is applied. The temperature of each panel is
by a common motor through flexible drives and converters. controlled to a heat level of about 43°C (109°F). The wind-
Power to operate the windshield wiper system is from No. shield anti-ice system fault monitoring circuit prevents
1 ac primary bus through a circuit breaker, marked windshield burnout when the windshield surface heat is
WSHLD WIPER. above 43°C (109°F). If heat increases, the monitor circuit
will turn off the system. Three switches, one for the pilot,
NOTE one for the copilot and one for the center windshield, (when
equipped) are on the upper console (Figure 2-7) with mark-
The use of rain repellent on the windshields ings of WINDSHIELD ANTI-ICE PILOT-OFF-ON, and
will improve visibility above speeds of 50 COPILOT-OFF-ON. On helicopters equipped with center
KIAS. Rain repellent may be locally pur- windshield anti-ice an additional switch to control the cen-
chased. ter windshield is marked WINDSHIELD ANTI-ICE-
CTR-OFF-ON. Power to operate the anti-icing system is
2.52.1 Windshield Wiper Control. provided by the No. 1 and No. 2 ac primary buses through
circuit breakers marked PILOT WSHLD ANTI-ICE and
CPLT WSHLD ANTI-ICE. On helicopters equipped with
CAUTION center windshield anti-ice, pilot and center windshield anti-
ice circuit breakers are marked WINDSHIELD ANTI-ICE
PILOT and CTR. Power to control the anti-ice system is
To prevent possible damage to windshield provided by the No. 1 and No. 2 dc primary buses through
surface, do not operate windshield wipers circuit breakers marked CPLT WSHLD ANTI-ICE and
on a dry windshield. PILOT WSHLD ANTI-ICE respectively. On helicopters
equipped with center windshield anti-ice system, control
Control of the windshield wipers is through a spring- circuit breakers for pilot’s and center windshield are on the
loaded rotary switch on the upper console (Figure 2-7). The No. 2 dc primary bus and are marked WINDSHIELD
switch is labeled WINDSHIELD WIPER, with marked ANTI-ICE PILOT and CTR. If the APU generator is the
positions PARK-OFF-LOW-HI. When the switch is sole source of ac-generated power, the backup pump and
turned from OFF to LOW or HI, the wipers will operate at the windshield anti-ice cannot be used simultaneously.
the corresponding speed. The wipers will stop at any posi-
tion when the switch is turned OFF. When the switch is 2.53 PITOT HEATER.
turned to PARK, the wipers will return to the inboard
windshield frame and stop. When the switch is released, it Pitot tube heat is provided by heating elements within
will return to OFF. each pitot tube head. Power to operate both heating ele-
ments is controlled by a single switch on the upper console,
2.52.2 Windshield Anti-Ice/Defogging System. marked PITOT HEAT OFF and ON. When the switch is
placed ON, current flows to the heating elements. Current
sensors in the circuits sense the current flow and keep the
CAUTION caution lights, marked LFT PITOT HEAT and RT PI-
TOT HEAT, turned off. If a heating element fails, the
current sensor will detect no current flow, and turn on the
Continued use of a faulty windshield anti- caution light for that pitot tube. Power to operate the pitot
ice system may result in structural dam- tube heaters is provided from the No. 2 ac primary bus for
age (delamination and/or cracking) to the the right pitot tube, through a circuit breaker marked RT
windshield. PITOT HEAT, and from the No. 1 ac primary bus for the
left pitot tube, through a circuit breaker marked LEFT PI-
Do not allow ice to accumulate on the
windshield, as ice shedding can cause en-
gine FOD.
Change 9 2-57
TM 1-1520-237-10
TOT HEAT. Power to operate the caution lights is pro- copter. The ice detector senses ice accumulation on a vi-
vided from the No. 1 dc primary bus through a circuit brating probe by a change in probe frequency. The
breaker, marked NO. 1 ENG ANTI-ICE. frequency change is processed by the ice rate meter. The
ice rate meter provides a visual display of icing intensity, T
2.54 ROTOR BLADE DEICE KIT. (trace), L (light) blue, M (moderate) yellow, and H (heavy)
red. Also, the ice rate meter sends a signal to the ICE
DETECTED caution light when the BLADE DE-ICE
CAUTION POWER switch is off, informing the pilot of the require-
ment to turn on the system. When the system has been
turned on by placing the POWER switch ON, the ice de-
Blade deice operation with erosion strips tector aspirator heater is turned on, and the ICE DE-
installed may cause blade damage. TECTED caution light is turned off. If the MODE switch
is at AUTO, the rate meter sends an ice rate signal to the
The rotor blade deice kit (Figure 2-18) consists of the controller. The controller processes the ice rate signal to
following: deice control panel, deice test panel, system con- produce heater element-off-time, and the OAT signal to
troller, power distributor, main and tail sliprings, main and produce the heater EOT. The controller sends command
tail blade heating elements, droop stop heaters, caution signals through the main rotor sliprings to the system dis-
lights, outside air temperature (OAT) sensor, a modified tributor which responds to controller signals by switching
ambient temperature sense line and an icing rate meter sub- power in sequence to the main rotor blade heater zones.
system. The blade deice system provides improved mission Tail rotor blade power is switched directly by the controller
performance in icing conditions by applying controlled and sent through the tail rotor sliprings to the tail rotor
electrical power to integral heating elements in the main blades. A tail blade distributor is not required since the
and tail rotor blades, causing the ice bond layer to melt, power is applied to the four tail blades simultaneously. The
allowing symmetrical ice shedding. Droop stop heaters ap- deice control panel contains a rotary switch which allows
ply heat to the droop stop hinge pins, to prevent icing and automatic or manual control of blade heater element-off-
permit proper operation. The heaters are electrically pow- time. In AUTO (automatic), the ice rate signal is passed on
ered continuously whenever the blade deice system is op- to the controller, which results in off-time variations pro-
erating, either with the power switch ON, or the system in portional to the ice rate. In MANUAL, T, L, or M, fixed
the TEST mode. The blade deice system, excluding signals are transmitted to the controller, resulting in fixed
element-on-time (EOT) failure, may be ground checked us- element-off-time. Ice rate subsystem malfunctions are indi-
ing the APU generator. To prevent generator overload when cated by the appearance of a FAIL flag on the rate meter
only the APU generator is operating, an interlock system is face, requiring operation of the blade deice system in one
installed to inhibit blade deice test if the backup pump is of the three manual modes. MANUAL mode should also
operating. If the backup pump should go on during the test be used when the rate meter has no indicated malfunction,
cycle, the MR DE-ICE FAIL caution light will go on im- but any of these three conditions has occurred: 1. Pilot has
mediately, alerting the crew to an invalid test attempt. The determined by his judgment of ice intensity that the ice rate
test cycle must then be initiated again. The OAT sensor, system is inaccurate. 2. Torque required has increased to an
installed below the windshield, provides a signal to the con- unacceptable level. 3. Helicopter vibration has increased to
troller for heating EOT of the rotor blades. The lower the an unacceptable level. During a single main generator fail-
OAT, the longer EOT will be. To reduce power require- ure, blade deice will be dropped until the APU is started
ments, the blades are deiced in cycles. Power to operate the and the APU generator switch is placed ON. Even though
blade deice is provided from the No. 1 and No. 2 ac pri- the APU generator switch is ON and providing power to
mary buses and No. 2 dc primary bus through circuit break- the blade deice system, the APU GEN ON advisory light
ers, marked ICE-DET, DE-ICE CNTRLR, and DE-ICE will not be on because of one main generator operating.
PWR TAIL ROTOR, on the mission readiness circuit
breaker panel in the cabin. Main blade deice power is 2.54.2 Blade Deice System Control Panel. All con-
routed through current limiters in the deice junction box. trols for operating the rotor blade deice system are on the
When one main generator is inoperative, deice power can
be supplied by the APU generator.
2.54.1 Blade Deice System Operation. The ice de-

tector is operational anytime power is applied to the heli-
2-58 Change 8
TM 1-1520-237-10
TAIL ROTOR BLADE

ELECTROTHERMAL
HEATING ELEMENT
(SAME ON ALL BLADES)
ICE DETECTOR
DROOP STOP
HEATER DISTRIBUTOR
(TYPICAL 4) ASSEMBLY
TAIL
SLIPRING
ASSEMBLY
DE−ICE
JUNCTION BOX
OUTSIDE AIR
TEMPERATURE
SENSOR MAIN
SLIPRING
ASSEMBLY
MAIN ROTOR BLADE
ELECTROTHERMAL
A HEATING ELEMENT
CONTROLLER (SAME ON ALL BLADES)
(ON HELICOPTERS WITH
A REARRANGED BLADE DE−ICE
PANELS)
B
g/ m
LW C 3 L
A MODE
M H
L 1.0 D M
PRESS T .5 1.5
E POWER TEST AUTO
5 2.0 T
AN
2
TO 0. FA I L ON IN
UA
TEST D
L
L
E
I
C M
E TEST
PROGRESS
ICING RATE METER DEICE CONTROL PANEL
BLADE DE−ICE TEST

B
L PWR
MODE NORM MAIN TAIL
A
D M SYNC 1
E POWER TEST AUTO
T SYNC 2
AN
ON IN
UA
D OAT
L
L
E EOT RTR RTR

I
C M
E TEST
PROGRESS
DE−ICE TEST PANEL
DEICE CONTROL PANEL
BLADE DE−ICE TEST g/ m

LW C 3
PWR M
NORM H
MAIN TAIL L 1.0 1.5
PRESS 5
SYNC 1 T 2 5. 2.0
TO 0. FA I L
SYNC 2 TEST
OAT
EOT RTR RTR
DE−ICE TEST PANEL ICING RATE METER AA0389A

SA
Figure 2-18. Rotor Blade Deice Kit
2-59
TM 1-1520-237-10
BLADE DEICE system control panel (Figure 2-18). Con- controller with a false sync input. The controller must in-
trols are described as follows: terpret these false signals as indications of distributor fail-
ure, and produce MR DE-ICE FAIL caution light for both
cases. In the OAT position, the test panel short circuits the
CONTROL/ FUNCTION OAT sensor input to the controller. BITE circuitry within
INDICATOR the controller must sense the simulated failure and turn on
POWER switch TEST Electrically test main and tail both the MR DE-ICE FAIL and TR DE-ICE FAIL cau-
rotor deice system for one tion lights. In the EOT position, the test panel biases BITE
test cycle. circuitry in the controller and the OAT sensor to simulate
malfunctioning primary EOT timing circuits. The biased
ON Turns on power to blade BITE circuit is thus deceived into believing that the pri-
deice controller and turns off mary circuits are in error. The controller must turn on both
ICE DETECTED caution the MR DE-ICE FAIL and TR DE-ICE FAIL lights when
light. this occurs. The test panel also functions automatically dur-
OFF Turns off deice system. ing blade deice system use to sense contradictory signals
from the deice power circuits. If electrical power remains
TEST IN PROGRESS Green light goes on during applied to either the main or tail rotor heating elements
test cycle. At end of test after the controller signals a FAIL condition or when the
cycle, light should go off. system is OFF, then the corresponding PWR monitor light
on the BLADE DE-ICE TEST panel turns on. The light
MODE selector
informs the crew that further action is required to isolate
AUTO System off-time is controlled
the deice loads indicated. The test panel provides a reliabil-
by ice rate signal.
ity check of critical deice system functions. The pilot, after
MANUAL Gives pilot manual control of doing the indicated tests properly, can be confident that the
system off-time. deice system primary and BITE electronics are functioning
within specified tolerances.
T Sets a fixed element-off-time
for trace icing. 2.54.4 Blade Deice Test Panel. The control for select-
L Sets a fixed element-off-time ing test functions of the blade deice system is on the
for light icing. BLADE DE-ICE TEST panel (Figure 2-18). Two PWR
lights on the panel warn of power malfunctions of the main
M Sets a fixed element-off-time and tail rotor deice. Control and indicators are as follows:
for moderate icing.
CONTROL/ FUNCTION
2.54.3 Blade Deice Test. The BLADE DE-ICE TEST INDICATOR
panel (Figure 2-18) allows the pilot to check the blade de-
ice system for failures that are otherwise dormant during NORM Provides a signal path for
the normal TEST mode, but that can allow abnormal op- normal operation.
eration during use. The panel accomplishes this by intro- SYNC 1 Provides a signal to the
ducing selected failure signals into the system and requiring controller to verify operation
the deice controller built-in-test circuitry to function in a of synchronization check
specific manner. The blade deice test should be done during circuitry when POWER
the ground checkout before each flight when blade deice switch is at TEST.
use is anticipated. In the NORM position, the test panel
allows system test to be done without the introduction of SYNC 2 Provides an open circuit to
false failure signals. Thus, the system should complete its the controller to verify
self checkout cycle without failure indications on the cau- operation of synchronization
tion panel. In the SYNC 1 and SYNC 2 positions, the test check circuitry when
panel interrupts the distributor sync line and provides the POWER switch is at TEST.
2-60
TM 1-1520-237-10
CONTROL/ FUNCTION helicopter in the frontal area between the tires and fuselage,
INDICATOR and between the fuselage and main rotor in level flight. The
system consists of nine cutters/deflectors located on the fu-
OAT Short circuits the OAT sensor selage and landing gear/support. They are: upper cutter on
to check BITE circuit sensing the rear of the sliding fairing, the pitot cutter/deflector on
a fault when POWER switch the front of the sliding fairing, windshield post and wiper
is at TEST. deflectors, door hinge deflector, step extension and step de-
EOT Disables BITE circuits in flector, landing gear joint deflector, main landing gear
cutter/deflector, and tail landing gear deflector.
controller and OAT sensor to
simulate a malfunctioning
primary EOT timing circuit 2.57 FLIGHT DATA RECORDER (ON HELICOP-
TERS EQUIPPED WITH FLIGHT DATA RECORDER
when POWER switch is ON
KIT).
and MODE select switch is
at M (moderate). The flight data recorder system installed in the aft tran-
PWR MAIN RTR light Indicates a malfunction has sition avionics compartment is a crash survivable digital
occurred in the main rotor tape recorder providing 25 hours of recorded data on a
primary power. continuous loop magnetic tape. Flight data input to the re-
corder is sent from different locations throughout the heli-
PWR TAIL RTR light Indicates a malfunction has copter. The recorder begins to record data as soon as ac and
occurred in the tail rotor pri- dc essential power is supplied to the helicopter. Electrical
mary power. power to operate the data recorder system is provided from
the dc essential bus and ac essential bus through circuit
breakers marked FLT REC on the mission readiness cir-
cuit breaker panel. There are no controls provided to the
2.55 BLACKOUT CURTAINS.
pilot or copilot for control of the recorder.
Curtains are provided to cover the cabin windows and
the opening between the pilot’s compartment and the cabin. 2.58 DATA COMPARTMENTS.
Velcro tape is bonded to the cabin structure and the curtains
Data Compartments are on each cockpit door (Figure
with an adhesive. Loops are attached to the curtains to aid
2-4).
removal.
2.58A SNOW SKIS.
2.56 WIRE STRIKE PROTECTION SYSTEM.
The skis for the UH-60A/L are designed to keep the
On helicopters equipped with wire strike protection pro-
aircraft from becoming immobile when operating on snow
visions, the system (Figure 2-1) is a simple, lightweight,
(winter) and tundra (summer).
positive system with no motorized or pyrotechnic compo-
nents used to cut, break, or deflect wires that may strike the
Change 9 2-61
TM 1-1520-237-10
Section X HEATING, VENTILATING, COOLING,

AND ENVIRONMENTAL CONTROL UNIT
2.59 HEATING SYSTEM. also has a thermal protective switch that deenergizes the
solenoid if mixed air temperature is over 90° to 96°C (194°
The subsystem consists of a heated air source, cold air to 205°F). The mixture temperature sensor downstream of
source, mixing unit, temperature sensing unit, overtempera- the mixing valve regulates flow output temperature. The
ture sensor, controls, ducting and registers. The heating sensor is regulated from the cockpit through a control link-
system is a bleed-air system and bleed-air supplied in flight age at the overhead console. The temperature control is
by the main engines, and on the ground by the main en- marked HEATER OFF, MED, and HI. Ventilation is con-
gines or the APU. An external connector allows connection trolled through a panel on the upper console marked VENT
of an external ground source in to the pneumatic system, BLOWER. When the switch is placed ON, dc power to the
that can provide heat when connected. Power to operate solenoid allows bleed-air to mix with outside air.
electrical components of the heating system is by the No. 1
dc primary bus through a circuit breaker, marked AIR 2.59.3 Normal Operation.
SOURCE HEAT/START.
1. APU or engine - Start (Refer to paragraph 8.22
2.59.1 Winterized Heater. The winterized heater con- or 8.23).
sists of a high bleed-air flow mixing valve and a modula-
tion valve. The mixing valve is of enough capacity to keep 2. AIR SOURCE HEAT/START switch - As re-
the interior temperature of the helicopter at 4°C (39°F), to quired. ENG if engine is operating; OFF for
ambient temperatures down to -54°C (-65°F). The mixture heat from external air source.
sensor controls air mixing to allow control of temperature
used for cabin heat. Bleed-air is mixed with ambient air to 3. HEATER ON-OFF switch - ON.
get the desired temperature selected by the variable tem-
perature control on the HEATER control panel (Figure 4. VENT BLOWER switch - OFF for maximum
2-7). Bleed-air is regulated with the modulation valve for heat.
downstream mixing with ambient air when the HEATER
control switch is ON. Overtemperature is prevented by two 5. HEATER control - As desired.
overtemperature sensors that deenergize solenoid valves
when bleed-air temperature reaches about 90° to 96°C 2.60 VENTILATION SYSTEM.
(194° to 205°F) at the inlet to the mixing valve or in the
mixing chamber. The temperature sensors control current 2.60.1 Ventilation System. UH The helicopter is venti-
flow to the on-off solenoid and the winterization solenoid to lated by an electrically-operated blower system controlled
hold them energized, allowing bleed-air to flow to the mix- through the VENT BLOWER control panel on the upper
ing chamber. When the ENG ANTI-ICE switch is placed console (Figure 2-7). The VENT BLOWER switch is
ON or a dc power failure occurs, the winterization solenoid marked OFF and ON. When ON, the blower forces ambi-
will deenergize. An interlock system between engine anti- ent air into the cabin ducts. The No. 2 ac primary bus
ice system and the heater winterization solenoid valve pre- powers the blower through a circuit breaker, marked HEAT
vents engine overbleed by reducing bleed-air flow to the & VENT. It is also controlled by dc power from the No. 2
heater when an ENG ANTI-ICE switch is ON. Operation dc primary bus through the VENT BLOWER switch pro-
of the winterization heating system is the same as in Para- tected by a circuit breaker, marked HEAT VENT. Ram air
graph 2.59.3. vents for cooling the cockpit area are on each side of the
upper console and at the front of the lower console (Figure
2.59.2 Heat and Ventilation Controls. A variable 2-4) and are controlled by turning the nozzle to control the
control air mixing valve assembly is used to control the opening.
temperature of air for cabin heating in the helicopter.
Bleed-air from the engine, APU, or external source is mixed 2.60.2 Ventilation System. EH In addition to the stan-
with ambient air to obtain the desired temperature deter- dard ventilation system, the EH-60A has a ventilation sys-
mined by the setting of the sensor in the downstream air tem which operates in conjunction with the air conditioning
flow. Regulation of the diaphragm position is by a solenoid. system. The system is controlled from the ECS control
Should the HEATER control switch (Figure 2-7) be turned panel on the upper console (Figure 2-7). When the AIR
OFF, or dc power fail, bleed-air will shut off. The valve COND switch is placed in the FAN position, fresh air
2-62
TM 1-1520-237-10
is drawn from outside the helicopter into the plenum cham- manually reset for reuse by pressing in the fault indicator.
ber, mixed with inside air and circulated through the heli- The air conditioner system is protected to prevent evapora-
copter. tor freezing. The system may be operated at any ambient
temperature without causing damage, shown in Table 2-2.
Power to operate the air conditioner system is provided
2.60.3 Normal Operation.
from the No. 2 ac primary bus and controlled from the No.
1 dc primary bus through a breaker marked ECS CONTR
1. APU, rotor or external power - Operating.
. Control of the air conditioner is through the ECS control
panel on the upper console (Figure 2-7). The panel contains
2. VENT BLOWER switch - ON.
a temperature control rheostat with an increasing arrow in-
dicator to COOL, two mode selection switches marked
2.61 Air Conditioner System. EH The vapor-cycle
COOL-OFF-FAN and HTR-OFF-ON. The temperature
system (air conditioner) cools the cabin and cockpit areas.
control rheostat is used with the COOL switch to set the
It consists of a heli-rotor compressor, evaporator, con-
desired cabin temperature. Placing switch to COOL will
denser, associated valves, protective pressure and tempera-
cause AIR COND ON advisory light to illuminate. Selec-
ture switches, a filter, service valves, a liquid indicator and
tion of the COOL mode on the cockpit AIR COND con-
an electrical control system. A sight glass in the liquid line
trol panel starts a phased sequence of events leading to full
gives an indication of refrigerant liquid servicing level,
operation of the air conditioner system. To prevent a sud-
when the system is operating. The temperature controller
den surge in 115 vac power, the major electrical compo-
assembly, in the aft cabin, processes the input signals from
nents are started at spaced intervals.
the temperature selection rheostat in the cockpit and the
cabin temperature sensor, and provides the power to the hot
2.62 AUXILIARY HEATER SYSTEM. EH
gas bypass valve solenoid. The electrical control box, in the
transition section, contains the relays, time delays, elapsed Incorporated in the air conditioner plenum chamber is an
time meter and fault indicators for the vapor-cycle system. auxiliary heating system to supplement the bleed air heater.
The control box routes the power to the electrical compo- The electrically operated heater is controlled by a switch on
nents. Inputs from the remote control and temperature con- the upper console ECS control panel marked HTR ON &
troller are channeled to their respective electrical interface
OFF. The heater element will operate continuously as long
in the control box. Across the front of the enclosure are as the switch is ON. With the HTR switch ON and the
four fault indicators HI and LO PRESS, and HI and LO AIR COND switch placed in the FAN position the CABIN
TEMP, which are tripped to indicate red when a fault is HEAT ON advisory light will illuminate. An overtempera-
received. These indicators provide visual signals of a faultture protection is provided at 205°F if there is a heater
occurring, even if it is only temporary, and they can be malfunction.
Table 2-2. Air Conditioning System Power Source Priority EH
POWER SOURCE AIR CONDITIONING SYSTEM OPERATION
APU Generator (Aircraft on vAir Conditioning Interrupted if:

Ground) (1) Backup Pump is On.
or
(2) Windshield Anti-Ice is On.
vWindshield Anti-Ice Interrupted when Backup Pump is On.
APU Generator (Aircraft in vAir Conditioning Interrupted while Aircraft in Air.
Flight) vWindshield Anti-Ice Interrupted when Backup Pump is On.
Dual Main Generator (No. 1 and No. vAir Conditioning, Backup Pump, and Windshield Anti-Ice can
2) (Aircraft in Flight or on Ground) Operate Simultaneously.
Single Generator or External AC Power vAir Conditioning Interrupted If:
(Weight on or off Wheels) (1) Backup Pump is On.
Change 3 2-63
TM 1-1520-237-10
Section XI ELECTRICAL POWER SUPPLY AND DISTRIBUTION SYSTEMS
2.63 ELECTRICAL POWER SYSTEMS. connected directly to the battery. During No. 1 and No. 2
dc primary source malfunction, the dc essential bus is pow-
Alternating current (ac) is the primary source of power. ered by the battery bus as long as the battery is at least 35%
The primary electrical system consists of two independent charged and the BATT switch is ON. When only battery
systems, each capable of supplying the total helicopter power is available, the battery life is about 22 minutes day
power requirements. The prime source of each system is a and 14 minutes night for a battery 80% charged. The BATT
115/200 vac generator. A subsystem feeds two independent switch should be ON when either external power, APU
ac primary buses and an ac essential bus. A portion of each generator or main generator power is applied to the heli-
ac primary bus load is converted to 28 volts direct current copter. This will recharge the battery. When the battery is
(vdc) by two 200 ampere ac/dc converters. The 28 vdc is the sole source of dc power, the BATT switch should be
distributed by two independent dc primary buses and a dc turned OFF immediately upon obtaining a BATT LOW
essential bus. Emergency power is provided by a generator CHARGE caution light. A malfunction of both dc primary
driven by the auxiliary power unit (APU). The APU gen- sources will light caution lights marked #1 and #2 CONV.
erator is capable of supplying all flight-essential ac and dc If the BATT switch is left ON, the battery will be com-
bus loads. In addition, the APU generator can supply power pletely discharged in less than 3.5 hours. If the maintenance
to the blade deice system (when installed) if one main gen- light and both cockpit utility lights are left on, the battery
erator should fail. Should a second generator fail, the blade will be completely discharged in less than 7 hours. Power
deice load will be dropped and the APU generator will to light the caution light is from the battery bus through a
power the remaining ac bus loads. An electric power prior- circuit breaker marked BATT & ESNTL DC WARN EXT
ity feature allows either the No. 1 or No. 2 main generator PWR CONTR.
to automatically supersede the APU generator, which, in
turn, automatically supersedes external power. A 24-volt b. A 24-volt dc 9.5 ampere hour sealed lead acid battery
battery provides backup dc power. (SLAB) provides secondary or emergency dc power. The
battery is in the cabin section behind the copilot. It supplies
2.64 DC POWER SUPPLY SYSTEM. dc power to the battery bus, battery utility bus and dc es-
sential bus (Figure 2-19) for operating dc essential equip-
Primary dc power is obtained from two converters ment during primary dc malfunction. Power to the battery
(transformer-rectifiers) with a battery as the secondary bus is controlled by the BATT switch on the upper console.
power source. There is no external dc power connector It has marked positions OFF and ON. The battery utility
(Figure 2-19). bus is connected directly to the battery. The dc essential
bus is powered by the battery bus as long as the BATT
2.64.1 Converters. Two 200-ampere converters, each switch is ON. When only battery power is available, the
normally powered by the No. 1 and No. 2 ac primary buses battery life is about 38 minutes day and 24 minutes night
respectively, turn ac power into dc power and reduce it to for a battery 80% charged. The BATT switch should be
28 volts. The converter output is applied to the No. 1 and ON when either external power, APU generator or main
No. 2 dc primary buses whenever ac power is applied to the generator power is applied to the helicopter. This will re-
ac primary buses. If one converter’s output is lost, the con- charge the battery. When the battery is the sole source of dc
verter load will be transferred to the operating system, and power, the BATT switch should be turned OFF immedi-
a caution light, marked #1 CONV or #2 CONV will go on. ately upon obtaining a BATT LOW CHARGE caution
Power to light the caution light is provided by the battery light. This is done so that battery power can be conserved
bus through a circuit breaker marked, AC CONV WARN. for an APU start. A malfunction of both dc primary sources
will light caution lights marked #1 and #2 CONV. If the
2.64.2 Battery. BATT switch is left ON, the battery will be completely
discharged in less than 6 hours. Power to light the BATT
a. A 24-volt dc 5.5 ampere hour 20-cell nickel cadmium LOW CHARGE caution light is from the battery bus
(nicad) battery provides secondary or emergency dc power. through a circuit breaker marked BATT & ESNTL DC
The battery is in the cabin section behind the copilot. It WARN EXT PWR CONTR.
supplies dc power to the battery and battery utility buses
(Figure 2-19) for operating dc essential equipment during 2.64.3 DC Monitor Bus. EH The dc monitor bus is nor-
primary dc malfunction. Power to the battery bus is con- mally energized by the No. 1 and No. 2 converters when
trolled by the BATT switch on the upper console. It has the generators are operating, and is powered by the No. 2
marked positions OFF and ON. The battery utility bus is converter when operating from external power (Figure
2-64 Change 4
TM 1-1520-237-10
UH60 ELECTRICAL SYSTEM

MAIN GENERATORS
115 / 200 VAC
#1 30 / 45 KVA #2
GENERATOR 400 HZ GENERATOR GENERATOR CONTROL UNIT
3 PHASE
UNDERFREQUENCY PROTECTION (375 5 HZ / 1−3 SEC)
(GROUND OPERATION ONLY ON MAIN GEN GCU’S)
UNDERVOLTAGE PROTECTION (100 5 VAC / 6 1 SEC)
OVERVOLTAGE PROTECTION (125 VAC / TIME VARIES
#1 GEN INVERSELY TO OVERVOLTAGE)
FEEDER FAULT (SHORT CIRCUIT TO GROUND)
GCU GCU
#2 GEN
APU
GCU GENERATOR
60 AMP
CURRENT LIMITERS
(6 TOTAL)
#1 AC #2 AC APU GENERATOR
PRIMARY BUS PRIMARY BUS 115 / 200 VAC
AC ESS 20 / 30 KVA, 400 HZ
BUS OFF 3 PHASE, AIR COOLED
AC EXT PWR EXTERNAL AC

ESSENTIAL BUS MON PANEL POWER
AC TO DC AC TO DC
CONVERTER CONVERTER
CONVERTS 115 / 200 VAC EXTERNAL POWER MONITOR PANEL
TO 28 VDC 200 AMPS UNDERVOLTAGE PROTECTION
(100−105 VAC / .85−2.55 SEC)
OVERVOLTAGE PROTECTION
(125−130 VAC / 1 .25 SEC)
#1 CONV #2 CONV UNDERFREQUENCY PROTECTION
(370−375 HZ / 1 .25 SEC)
OVERFREQUENCY PROTECTION
(425−430 HZ / 1 .25 SEC)
CORRECT PHASE ROTATION
#1 DC #2 DC
PRIMARY BUS PRIMARY BUS
100 AMP
CURRENT LIMITER
AA0327_1
SA
Figure 2-19. Electrical System (Sheet 1 of 2)
Change 2 2-64.1
TM 1-1520-237-10
BATTERY BATT
FAULT LOW CHARGE
INTERNAL TEMP ABOVE BATTERY FALLS

DC 70oC OR CELL BELOW
DISSIMILARITY EXISTS 40 %
ESSENTIAL BUS
CHARGE
CHARGER
ANALYZER
20 CELLS
5.5 AMPERE HOUR
BATTERY BATTERY 24 VDC

BUS UTILITY BUS BATTERY
BATTERY SWITCH
DC ESS
BUS OFF
WHEN BATTERY IS
ONLY SOURCE OF
POWER,
DC ESSENTIAL BUS
IS DROPPED IF
BATTERY FALLS
BELOW 35% CHARGE HELICOPTERS WITH NICAD BATTERY INSTALLED
BATTERY LOW BATT

SENSING RELAY LOW CHARGE
BATTERY FALLS
DC BELOW
ESSENTIAL BUS 23 VOLTS
9.5 AMPERE HOUR

1
1 BATTERY BATTERY 24 VDC
BUS UTILITY BUS BATTERY
BATTERY SWITCH
DC ESS
BUS OFF
HELICOPTERS WITH SLAB INSTALLED AA0327_2B
SA
Figure 2-19. Electrical System (Sheet 2 of 2)
2-64.2 Change 10
TM 1-1520-237-10
2-19). If either converter should fail, the bus will be auto- cating BATT LOW CHARGE when the charge lowers to
matically dropped from the system. 35% to 45% of battery capacity. If battery charge continues
to lower, at 30% to 40% of battery capacity, the dc essen-
2.64.4 Quick Fix Power. EH Mission equipment dc tial bus will be disconnected from the battery. At 35% ca-
power is provided from the No. 1 dc primary bus, and is pacity the battery can provide two APU starts. Another
controlled by Q/F PWR switch on the upper console. analyzer circuit monitors battery temperature. When the in-
ternal temperature reaches 70°C (158°F), or if a battery cell
2.64.5 Battery Charger/Analyzer. A charger/analyzer dissimilarity condition exists, a caution panel light will go
system restores the battery charge and determines the con- on, indicating BATTERY FAULT (only on helicopters
dition of the battery. The system charges the battery equipped with nickel-cadmium batteries). Then the charger/
through a converter whenever ac power is available on the analyzer should automatically disconnect the battery from
helicopter and the BATT switch is ON. The analyzer sys- the charging circuit. As a backup, placing the BATT switch
tem monitors battery charge and lights a caution light indi-
Change 2 2-65
TM 1-1520-237-10
NO. 1 POWER SOURCE FOR JETTISON SYSTEM

AC P
RI BU
S WHEN M−139 KIT IS INSTALLED
60 HZ AC
CONVERTER
15
AIR
CPLT WSHLD WSHLD NO. 1 UTIL SOURCE FUEL BACKUP ESSS JTSN * NO. 1
DC P
ANTI−ICE WIPER CONVERTER IFM RECP HEAT/ LOW PUMP INBD OUTBD RI BU
S
15 5 20 10 7.5 5 5 .5 7.5 7.5
CABIN START WARN PWR

LIGHTS NO. 1 LIGHTS NO. 1 ENG CPTL NO. 1 BUS NO. 1 T RTR NO. 1
CPTL GLARE UPPER CABIN LWR ENG HUD HUD LWR ADVSY CAUT RETR LDG WARN ANTI−ICE WSHLD DC TIE GEN SERVO SERVO
5 5 5 5 5 5 1 5 5 5 7.5 5 25 2 5 5 5 5 5 5 5 5 5
FLT SHLD CSL DOME CSL OVSP REF SYS CSL ADVSY CONT PWR LTS WARN ANTI−ICE INST CNTOR WARN WARN CONTR WARN
AC ESNTL NO. 1 LEFT CMPTR CHAFF CPLT NO. 2 DC ESNTL
BUS AC PITOT DPLR IFF ADF CMD CSL TRIM DISP TURN ALTM MODE VHF FM COMM RDR BUS
7.5 5 10 5 5 2 25 7.5 7.5 2 5 2 5 2 2 5 50
SPLY INST HEAT SET RATE GYRO SELECT FM SCTY SET ALTM WARN SPLY
POWER SOURCE FOR M−139 SYSTEM

(SEE NOTE 4) WHEN KIT IS INSTALLED
UH
NO. 1 CIRCUIT BREAKER PANEL
NO. 1
AC P
RI BU
S
NO. 1 FUEL IINS
2 10
BOOST PUMP AIR

CPLT WSHLD WSHLD NO. 1 EXT FUEL SOURCE BACKUP T / R
NO. 1
DC P
ANTI−ICE WIPER CONVERTER FUEL LOW HEAT/ IFM PUMP DE−ICE ECS RI BU
S
15 5 20 5 5 5 10 .5 .5 .5
LH WARN START PWR PWR PWR

LIGHTS NO. 1 LIGHTS NO. 1 ENG CPTL NO. 1 BUS NO. 1 T RTR NO. 1 ESSS
CPLT SEC UPPER CABIN LWR ENG ALQ−156 ADVSY CAUT RETR LDG WARN ANTI−ICE WSHLD DC TIE GEN SERVO SERVO JTSN
5 5 5 5 5 5 2 2 2 2 5 7.5 5 25 2 5 5 5 5 5 5 5 5 5 7.5
FLT CSL DOME CSL OVSP φC φB φA 28V ADVSY CONT PWR LTS WARN ANTI−ICE INST CNTOR WARN WARN CONTR WARN INBD
AC ESNTL NO. 1 Q/F LEFT ICE INU 26 VAC Q / F CMPTR CHAFF CPLT NO. 2 DC ESNTL ESSS
BUS AC XFMR PITOT DET BATT EQUIP IINS DE−ICE DET IFF ADF EQUIP TRIM DISP TURN ALTM MODE VHF FM COMM RDR BUS JTSN
7.5 5 5 10 2 5 5 5 5 7.5 5 2 25 7.5 7.5 2 5 2 5 2 2 5 50 7.5
SPLY INST PWR HEAT PWR PWR CONTRLR PWR DISP RATE GYRO SEL FM SCTY SET ALTM WARN SPLY OUTBD
EH
NOTES
1. ON HELICOPTERS PRIOR TO SERIAL

NO. 81−23579 NOT MODIFIED BY MWO
55−1520−237−50−25.
2. ON HELICOPTERS PRIOR TO SERIAL
NO. 81−23579 MODIFIED BY MWO
55−1520−237−50−25 AND HELICOPTERS
SERIAL NOS 81−23579 AND
SUBSEQUENT.
3. CIRCUIT BREAKERS WITH ASTERISK ( )
ARE ON HELICOPTERS SERIAL NOS
82−23748 AND SUBSEQUENT.
4. ON HELICOPTERS MODIFIED BY MWO
1−1520−237−50−62, HUD.
5. ON HELICOPTERS SERIAL NOS
97−26744 AND SUBSEQUENT.
AA0353_1E
SA
Figure 2-20. DC and AC Circuit Breaker Panels (Typical) (Sheet 1 of 4)
2-66 Change 1
TM 1-1520-237-10
S
RI BU
AC P
NO. 2
HEAT & VENT
20 7.5
NO. 2 CONVERTER
S
RI BU WINDSHEILD CTR WSHLD PILOT WSHLD
DC P ANTI−ICE FIRE CMPTR ANTI−ICE UTIL RECP ANTI−ICE
NO. 2
5 5 5 2 7.5 7.5 15
PILOT CTR EXTGH

NO. 2 BUS NO. 2 ENG AC ESNTL RT NO. 2 LIGHTS
SERVO DC GEN TIE BATT ANTI−ICE WARN START CARGOHOOK BUS BATT PITOT STAB AC ENG FORM ANTI PLT NON CARGO
5 5 5 5 5 7.5 5 5 2 5 10 5 7.5 5 10 5 5 5 5 5 5 5 5 2
WARN CONTR INST WARN CNTOR CHGR WARN LTS CONTR PWR CONTR SPLY CHGR HEAT CONTR INST OVSP LV HV COLL FLT FLT HOOK
DC ESNTL PILOT MAIN AC ESNTL BUS
BUS MODE ALTM HEAT VHF IRCM CMPTR STAB SPEED XMSN POS STAB HSI CIS SAS 26 VAC COMP VSI AUTO AC ESNTL
50 2 2 5 5 2 5 7.5 5 5 5 5 2 2 2 2 2 2 2 2 2 5 5
SPLY SELECT VENT AM CONTR TRIM PWR TRIM LTS CONTR PLT / CPLT AMPL STAB IND INST DPLR PLT CPLT XFMR BUS WARN
UH
NO. 2 EXTD NO. 2 EXTD

RANGE PUMP RANGE PUMP
15 15
AUX HTR AUX FUEL QTY AUX FUEL QTY AUX HTR
15 15
2 2
BLOWER A NO. 2 FUEL A BLOWER
C C
ICE−DET ICE−DET 2
A NO. 2 FUEL A
C 2 2 BOOST PUMP C
2
NO. 2 PRI BUS NO. 2 PRI BUS
BOOST PUMP
RESQ HST NO. 2 LTR RESQ HST NO. 2 LTR
US
10 5 10 5
CONTROL LTS D CONTROL LTS D

DE−ICE ICE−DET NO. 2 XFER C DE−ICE ICE−DET EXT FUEL NO. 2 XFER C
D D
5 7.5 5 5 7.5 5 5
NO. 2 XFER C EL NO. 2 XFER C
CNTRLR CONTROL CNTRLR RH CONTROL
5 5
CONTROL H CONTROL
NO. 1 XFER EXT FUEL NO. 1 LTR NO. 1 XFER
5
D 5 5 5
D
AUX HTR C C AUX HTR
CONTROL LH LTS CONTROL
5 5
NO. 1 LTR
CONTROL D NO. 1 PRI BUS CONTROL D
C 5 C
NO. 1 FUEL
LTS
2
NO. 1 PRI BUS (ON HELICOPTERS
BOOST PUMP EQUIPPED WITH
DE−ICE PWR DE−ICE PWR AUXILIARY CABIN
HEATER)
20 20
A A
TAIL ROTOR
C TAIL ROTOR
C
NO. 1 EXTD NO. 1 EXTD

RANGE PUMP RANGE PUMP
15 15
(SEE NOTE 1) = ES (SEE NOTES 2 AND 3)
UH
MISSION READINESS
AA0353_2A
CIRCUIT BREAKER PANELS (CABIN) SA
2-67
TM 1-1520-237-10
S
RI BU
AC P
NO. 2
HEAT & VENT
ON BUS
DC M 20 7.5
N0. 2 CONVERTER
S
RI BU
WINDSHIELD UTIL CTR WSHLD PILOT WSHLD
DC P ANTI−ICE FIRE RECEPT ALQ−162 CMPTR ANTI−ICE UTIL RECP ANTI−ICE
NO. 2
5 5 5 7.5 1 2 7.5 7.5 15
PILOT CTR EXTGH CABIN 28V

NO. 2 BUS NO. 2 ENG EXT AUX LIGHTS
TACAN SERVO DC GEN TIE BATT ANTI−ICE WARN START ECS FUEL FUEL NO. 2 FUEL TACAN FORM ANTI PLT NON
2 5 5 5 5 5 7.5 5 5 2 5 7.5 5 5 2 5 5 5 5 5 5
WARN CONTR INST WARN CNTOR CHGR WARN LTS CONTR PWR RH CONTR BOOST PUMP LV HV COLL FLT FLT
SEC MON DC ESNTL PILOT MAIN DC MON AC ESNTL RIGHT NO. 2 AUX FUEL
BUS BUS MODE ALTM HEAT VHF IRCM CMPTR STAB SPEED XMSN POS BUS IR BUS BATT PITOT STAB AC ENG QTY ALQ−162
5 50 2 2 5 5 2 5 7.5 5 5 5 25 5 7.5 5 10 5 5 5 2 3 3 3
CONTR SPLY SELECT VENT AM CONTR TRIM PWR TRIM LTS SPLY LTS SPLY CHGR HEAT CONTR INST OVSP φA φB φC
EH
PILOT’S CIRCUIT BREAKER PANEL
AA0353_3B
SA
OFF removes input power to the charger/analyzer. By 2.65 AC POWER SUPPLY SYSTEM.
placing BATT switch OFF, the increasing temperature may
be checked. A primary ac power system (Figure 2-19) delivers regu-
lated three phase, 115/200 vac, 400 Hz. Each system con-
2.64.6 Battery Low Sensing Relay. On helicopters tains a 30/45 kilovolt-ampere generator mounted on and
equipped with the sealed lead acid battery the system driven by the transmission accessory gear box module, a
charges the battery through the battery charging relay with current transformer, a generator control unit, and current
one or both converters on. A caution light indicating BATT limiter, all of which are interchangeable. System outputs
LOW CHARGE lights when voltage on the battery utility are applied to the No. 1 and No. 2 ac primary buses. Cau-
bus drops below 23 vdc. tion lights will go on, indicating #1 GEN or #2 GEN when-
ever generator output is interrupted. Another caution light
2.64.7 DC and AC Circuit Breaker Panels. The cir- goes on, indicating AC ESS BUS OFF when there is no
cuit breaker panels (Figure 2-20) protect the power sys- power to the ac essential bus. Individual generator controls
tems. One is above and to the rear of each pilot and copilot, are provided on the upper console (Figure 2-7), with
one is on the lower console, and two are on the upper marked positions of TEST, OFF/RESET, and ON. A gen-
console . The ac essential bus contains one additional panel. erator main bearing caution system is installed on each
The circuit breakers provide both ac and dc protection. main generator to light a caution light, marked #1 GEN
Popping of a circuit breaker indicates too much current is BRG or #2 GEN BRG, to indicate a worn or failed bear-
being drawn by a component in the circuit that is powered ing. The caution light will remain on until power is re-
through the circuit breaker. Unnecessary recycling of cir- moved. The auxiliary bearing will allow 10 additional hours
cuit breakers, or using circuit breakers as a switch should of operation after the light goes on. Therefore, it should not
not be done. be a cause for mission abort. Power to operate the caution
2-68 Change 9
TM 1-1520-237-10
POWER SOURCE FOR EMERGENCY

JETTISON SYSTEM WHEN M−139
KIT IS INSTALLED
DC ESNTL BUS DC ESNTL BUS

FUEL ESSS CARGO PILOT FIRE DET ESNTL BATT
ICS NO. 1 VOR / ILS CHIP PUMP JTSN STAB HOOK TURN NO.1 NO.2 DC BUS
2 2 5 2 5 5 7.5 7.5 5 2 5 5 5 10
PILOT COPILOT VHF FM DET CONTR OUTBD PWR EMER DETR ENG ENG SENSE SPLY
LIGHTS
COMM SCTY SET UHF CAUT / BACKUP HOIST ESSS NO. 1 TAIL
NO. 1 FM UHF AM AM ADVSY HYD CABLE JTSN SAS ENG WHEEL SEC CONTR SRCH
2 2 7.5 5 5 5 7.5 5 5 5 5 20 5
PNL CONTR SHEAR INBD BOOST START LOCK PNL PWR CONTR
UPPER CONSOLE CIRCUIT BREAKER PANEL
BATT & BATT &

ESNTL BUS ESNTL BUS
ESNTL DC FUEL B BATT ESNTL DC FUEL B BATT
DC AC & WARN PRIME A BUS FIRE DC AC & WARN PRIME A BUS FIRE
T T
B 50 5 5 5 T 5 5 B 50 5 5 5 T 5 5
A A
T SPLY CONV EXT PWR BOOST U CONTR EXTGH T SPLY CONV EXT PWR BOOST U CONTR EXTGH
T WARN CONTR T T WARN CONTR T
APU I UTIL
LTS APU APU
UTIL
LTS
I APU
B L B L
U 5 5 5 1 5 5
U 5 5 5 5 5
S B S B
U U
CONTR FIRE GEN GPS S CKPT CONTR CONTR FIRE GEN CKPT S CONTR
INST DET CONTR ALERT INST INST DET CONTR INST
GPS (SEE NOTE 5)
BATTERY AND BATTERY UTILITY

BUS CIRCUIT BREAKER PANEL
AC ESNTL BUS
STAB HSI CIS SAS
5 2 2 2
CONTR PLT / CPLT AMPL
26 VAC
2 2
STAB IND INSTL
COMP VSI AUTO AC ESNTL
2 2 2 5 5
PLT CPLT XFMR BUS WARN
AC ESSENTIAL BUS
EH
AA0353_4D
SA
Change 1 2-69
TM 1-1520-237-10
system is provided from the No. 1 and No. 2 dc primary be off at any time either No. 1 generator or No. 2 generator
buses, through circuit breakers, marked NO. 1 GEN is supplying power. The generator control switch on the
WARN and NO. 2 GEN WARN, respectively. upper console (Figure 2-7), has marked positions of TEST,
OFF/RESET, and ON.
NOTE
NOTE
When the GEN BRG caution light remains
on for more than 1 minute, make an entry on If the APU generator is the sole source of ac
the DA Form 2408-13-1. generated power, all equipment may be op-
erated, except that when the backup pump is
2.65.1 Generator Control Units (GCU). The GCUs on, the windshield anti-ice and EH air con-
monitor voltage from the No. 1, No. 2 and APU generators ditioner are prevented from being used.
and take the generator(s) off-line where malfunctions occur.
Underfrequency protection is disabled in flight by the 2.66.1 Generator Control Switches. Generators are
WOW switch. controlled by a three-position generator switch on the upper
console (Figure 2-7). The switch ON position energizes the
2.65.2 AC Secondary Bus. EH The ac secondary bus generator and permits connection of generator ac output to
is powered by the No. 1 and No. 2 generators when they are the ac loads. TEST permits you to test the generator ac
operating and their outputs are acceptable (Figure 2-19). output without connecting to the generator loads. OFF/
Current limiters protect the system from excessive current RESET deenergizes the generator and permits generator
draw. If the No. 1 and No. 2 generators are off, the APU recycling if the generator is disabled and disconnected from
generator will supply the ac secondary bus if the output is its loads. The control switch is manually placed to RESET
acceptable, the backup hydraulic pump is off, the blade and then back to ON.
deice is off, and the weight of the helicopter is on the
wheels. The ac secondary bus can also receive power from 2.66.2 External AC Power System.
external power when the weight of the helicopter is on the
wheels, and the No. 1, No. 2 and APU generators are off,
and the backup hydraulic pump is not operating. CAUTION
2.66 AUXILIARY AC POWER SYSTEM.

Do not connect a source of dc power to
An auxiliary ac power system (Figure 2-19), is a backup the external ac connector.
ac power source, providing electrical power for ground
checkouts. The system consists of a 115 vac three-phase, An external ac power connector, on the right side of the
400 Hz 20/30 kVA, air-cooled generator mounted on and helicopter (Figure 2-1), accepts ground source of 115 vac,
driven by the APU, a current transformer and a generator three-phase, 400 Hz power. The system is controlled by a
control unit. If the primary ac generators are not operating, switch on the upper console (Figure 2-7), marked EXT
the auxiliary ac power output will be applied through con- PWR-RESET-OFF and ON. External power will be intro-
tactors to the No. 2 ac primary bus and through contactors duced into the system if acceptable external power is con-
and current limiters to the No. 1 ac primary bus. An advi- nected, the EXT PWR switch is ON, and no other gener-
sory light on the caution/advisory panel will go on, indicat- ating source is operating. An advisory light on the caution/
ing APU GEN ON when the APU generator is operating, advisory panel will go on, indicating EXT PWR
and the APU generator switch is ON. APU GEN ON light CONNECTED, whenever external power is connected to
will be on only when supplying power to the system, it will the helicopter.
2-70 Change 3
TM 1-1520-237-10
Section XII AUXILIARY POWER UNIT
2.67 AUXILIARY POWER UNIT (APU) SYSTEM. Power to operate the APU and ESU is provided from the
battery bus through a circuit breaker marked APU CONTR
The auxiliary power unit system (Figure 2-21) consists INST.
of an auxiliary power unit (APU), accessories, controls, a
monitoring system, and a starting system. The APU system 2.68 APU.
provides pneumatic power for main engine starting and
cabin heating, and electrical power for ground and emer- The auxiliary power unit (Figure 2-21) consists of a gas
gency in-flight electrical operations. turbine shaft power section, a reduction gear drive, and
appropriate controls and accessories. The accessory gear
NOTE box provides an axial pad with a 12,000 rpm output drive
for the APU ac generator, rpm pad for mounting the APU
The APU is not qualified for normal inflight start motor, rpm drive pad for the APU fuel assembly. A
use. magnetic pickup mounted on the accessory gear box senses
engine speed. The APU is lubricated by a self-contained oil
APU system accessories include a prime/boost pump, system. Refer to Figure 2-25 for servicing.
hydraulic accumulator, hydraulic handpump, hydraulic start
motor, and ac generator. The hydraulic accumulators and 2.68.1 APU Controls. The APU control, on the upper
handpump, in the aft midsection cabin ceiling (Figure 2-5), console (Figure 2-7), consists of a CONTR switch and an
provide the hydraulic pressure for driving the APU starter. APU fire extinguisher T-handle. The APU CONTR switch,
If the APU does not start, the hydraulic accumulator can be with marked positions OFF and ON, controls the operation
recharged by pumping the hydraulic handpump. The hy- of the APU. Placing the switch ON starts the APU and
draulic utility module and backup pump, on the left forward allows it to operate. The APU is off when the switch is
deck within the main rotor pylon, will automatically re- OFF. The APU FAIL caution light will be on any time the
charge the depleted hydraulic accumulator for the next APU APU automatically shuts down. The APU OIL TEMP HI
start. The APU controls are in the cockpit on the upper caution light is on when APU oil temperature is above nor-
console. Indicator lights on the caution/advisory panel pro- mal range. During ground operation at high ambient tem-
vide cockpit monitoring of the APU. An indicator panel in peratures the APU OIL TEMP HI caution light may go
the cabin will indicate reason for APU shutdown on BITE on. If this occurs, the APU should be shut down immedi-
indicators. The BITE indicators are incorporated in the ately to prevent damage. After a 30-minute cooling period,
APU electronic sequence unit (ESU), and will indicate rea- the oil level should be checked. If OK, the APU may be
sons for APU shutdown. Those indicators can be monitored restarted. The control system receives electrical power from
during APU operation without interrupting normal operat- the battery bus through a circuit breaker marked APU
ing systems. During a start, the ESU compares input signals CONTR INST on the lower console. When illuminated,
from speed, time, and temperature sensors on the APU to the APU T-handle warns the pilot/ copilot of a fire in the
specified values stowed in the ESU memory, and performs APU compartment. When the T-handle is pulled, it turns
functional steps as a result of the comparison. The system off fuel to the APU, sends a stop signal to the ESU, arms
also provides for APU protective shutdown in case of tur- the fire extinguisher system, and sets the extinguisher di-
bine overspeed, underspeed, high exhaust temperature, low rection control valve to the APU. During APU starts using
oil pressure, or loss of electrical power or sequence failure. battery power, if the fire extinguisher is required, FIRE
Each major sequence step will have a visual indication of EXTGH RESERVE must be used. The T-handle mi-
go/no-go. The ESU samples predetermined parameters of croswitch receives electrical power from the battery utility
exhaust temperature, turbine speed and oil pressure. If any bus through a circuit breaker marked FIRE EXTGH on the
one of the predetermined values are exceeded, the APU lower console circuit breaker panel.
will shut down, and appropriate BITE indication is made.
On helicopters modified with improved ESU, if a momen- 2.68.2 APU Fuel Control System (Helicopters
tary malfunction occurs (i.e., a power interruption other equipped with (T-62T-40-1 APU). This system consists
than switching of the APU CONTR switch) the APU will of a fuel pump and a control assembly. The fuel pump is
shut down and the APU CONTR switch must be placed at protected by a filter. Fuel pump output flow passes through
OFF and then back ON, to restart the APU. There is also another filter before entering the control assembly. A gov-
an output signal to the caution/advisory panel to turn on the ernor and flow metering valve controls fuel flow to the
APU ON advisory light, indicating the APU is operating. engine during ignition, permitting automatic starting under
2-71
TM 1-1520-237-10
FUEL CONTROL FIREWALL

ENCLOSURE ELECTRICAL
FIRE DETECTOR
CONNECTOR
HYDRAULIC
START MOTOR
FIREWALL
GENERATOR
OIL LEVEL BLEED−AIR
OIL FILLER PORT
SIGHT GAGE PORT AA0519
AND DIPSTICK
SA
Figure 2-21. Auxiliary Power Unit (APU) (Typical)
all ambient conditions, and controls the turbine at a con- 2.68.4 APU Fuel Supply System. APU fuel is sup-
stant speed once it has accelerated to operating speed. An plied to the APU from the left main fuel tank. The FUEL
electronic speed sensing device provides automatic fuel PUMP switch must be at APU BOOST for all APU op-
flow, ignition, and operation of the APU. eration, except engine priming. The APU prime/boost shut-
off valve is a two-position, open-closed unit mounted on
the APU compartment firewall where it also functions as a
2.68.3 APU Fuel Control System (Helicopters
firewall shutoff valve. The valve is pilot-operated from the
equipped with GTC-P36-150 APU). The fuel control
upper console FUEL PUMP switch as well as by the FIRE
system includes a fuel pump and metering section. The fuel
EXTGH APU T-handle. If the APU does not start and the
pump is protected by an integral inlet filter. Fuel pump
APU ACCUM LOW advisory light is not on, the manual
output flow passes through a filter screen before entering
override lever on the accumulator manifold should be
the metering assembly. Fuel pump discharge pressure is
pulled to attempt another start, and held until the APU has
limited by an ultimate relief valve which, when activated,
reached self-sustaining speed.
bypasses fuel flow back to the pump inlet. Fuel metering is
accomplished by the torque motor metering valve as a
2.69 ACCUMULATOR RECHARGE.
function of an electrical signal from the electronic sequence
unit (ESU). For accurate fuel metering, a constant, pressure
The accumulator recharge cycle starts when the APU
drop across the metering valve is maintained by the differ-
has reached operational speed and the APU-driven genera-
ential pressure regulating valve. The fuel solenoid valve is
tor comes on the line. The pressure switch for the accumu-
energized by the ESU following the initiation of APU start.
lator causes the APU ACCUM LOW light to go on and
This allows fuel to flow to the engine. The fuel control
the backup system pump to develop pressure. The APU
assembly subsequently provides fuel according to a pre-
accumulator pressure should be at least 2800 psi before
programmed schedule to effect efficient acceleration. The
attempting an APU start. The accumulator is recharged
fuel solenoid valve will close completely without visible
from the backup pump which runs for 90 seconds after the
leakage from the minimum operating fuel pressure to 110%
accumulator low-pressure switch is actuated. When the
of the maximum operating fuel pressure.
2-72
TM 1-1520-237-10
winterization kit is installed, an additional identical accu- possible depletion due to ballistic damage to the APU start
mulator is installed in parallel with the original accumula- system. Should the APU not start, the accumulator may be
tor. Discharge and recharge of the added accumulator is the recharged by these methods, after the APU CONTR switch
same, except a 180-second recharge cycle for the two ac- is OFF. An electric ground cart powering the backup hy-
cumulators will take place when the accumulator pressure draulic pump or a hydraulic ground cart connected to the
switch senses low accumulator pressure. Both accumulators backup hydraulic system through the ground test quick-
are charged or discharged simultaneously. If the accumula- disconnects or by using the handpump in the aft upper
tors do not fully charge during the first 180 seconds of the cabin. The APU CONTR switch should not be turned ON
backup pump operating cycle, the pump will continue to again or the BATT switch turned OFF until after the ESU
operate in 180-second segments, or until the BACKUP BITE indicators have been checked. The handpump may
PUMP PWR circuit breaker is pulled, or 115 vac power is also be used to top off the accumulator charge if the charge
removed. The backup system pump shuts down after re- has dropped due to a low temperature condition. A pressure
charge, unless required for other purposes. Should the ac- gage mounted in the aft cabin (Figure 2-5) indicates the
cumulator pressure drop, the backup system pump restarts charge. Check valves prevent draining of the accumulator
to replenish the accumulator charge. The rate of accumula- charge through the system.
tor charge is limited to protect the backup system from
2-73
TM 1-1520-237-10
Section XIII LIGHTING
2.70 INTERIOR LIGHTING. PLT FLT and LIGHTS NON FLT, and No. 1 ac primary
bus, through a circuit breaker marked LIGHTS CPLT
The interior lighting system consists of cockpit dome FLT.
lights, utility lights and cabin dome lights (Figure 2-4).
NVG blue-green lighting can be selected for the cockpit 2.70.4 Lighted Switches Dimmer. A dimmer control
dome, instrument panel glare shield, utility lights and cabin labeled LIGHTED SWITCHES (Figure 2-7) is provided
dome lights. on the upper console to reduce illumination level of the
following panel lighted switches: Pilot and copilot MODE
2.70.1 NVG Lighting System. The NVG lighting sys- SEL, TAILWHEEL LOCK, CIS MODE SEL, AUTO
tem consists of interior NVG blue-green lighting. Exterior FLIGHT CONTROL and NO. 1 and NO. 2 FUEL
lighting consists of cargo hook well area electrolumines- BOOST PUMP on lights. The caution/advisory panel must
cent lighting, infrared formation and position lights, and be in DIM mode.
attachable/detachable controllable searchlight filter. A dim-
ming feature is incorporated in the searchlight system to 2.70.5 Upper and Lower Console Lights. NVG
provide dimming through the collective SRCH LT PUSH lights for the upper console, cockpit flood secondary lights,
ON - OFF, BRT, DIM switch. The position and formation engine control quadrant, flight control panel, miscellaneous
lights have IR emitters installed within close proximity to switch panel, boost pump control panel, ESSS related pan-
the regular installed lights to enhance outside viewing with els, range extension fuel management panel, retransmission
night vision goggles. control and rescue hoist panels, and compass are illumi-
nated from the No. 1 ac primary bus through dimmer con-
2.70.2 Cockpit Floodlights. Two blue-green and two trols marked CONSOLE LT UPPER and LOWER. Cir-
white cockpit floodlights are on the overhead cockpit flood- cuits are protected by circuit breakers marked LIGHTS
light panel, marked BLUE, OFF and WHITE (Figure 2-7). UPPER CSL and LIGHTS LWR CSL. All other lower
Power is supplied from the dc essential bus through a cir- console panels are illuminated by the lower console auxil-
cuit breaker marked LIGHTS SEC PNL. Six lights in- iary utility light next to the copilot’s seat.
stalled in the instrument panel glare shield provide second-
ary lighting for the instrument panel. The lights are 2.70.6 Utility Lights. All utility lights are dual (blue/
mechanically dimmed by a control on the upper console green-white) (Figure 2-4). Two portable cockpit utility
labeled GLARESHIELD LIGHTS with marked positions lights with coiled cords are attached to the upper console by
OFF and BRT. Power to operate the glare shield lights is removable brackets, one on each side of the console. The
provided from the No. 1 ac primary bus through a circuit lights may be adjusted on their mountings to direct the light
breaker, marked LIGHTS GLARE SHLD. beams or they may be removed and used portably. All util-
ity lights are controlled by a rheostat or a pushbutton on the
2.70.3 Flight Instrument Lights. Instrument lights are end of each casting. The lens casting of the lights may be
grouped into flight instrument and nonflight instruments. turned to change from white to blue/green and/or spot to
The flight instrument lights are divided into pilot’s and co- flood. An auxiliary utility light, located at the right rear of
pilot’s. Lights are controlled by individual rotary intensity the copilot’s seat, is used to illuminate some panels on the
controls (Figure 2-7), marked INSTR LT PILOT FLT, lower console for night flight. On helicopters equipped with
OFF and BRT, and CPLT FLT INST LTS, OFF and a transition equipment bay, a utility light is installed on the
BRT. The nonflight instrument lights operate in the same bay shelf to provide bay lighting EH . The utility lights op-
manner as the flight instrument lights. The nonflight lights erate in the same manner as above. Make certain cockpit
intensity is controlled by a rotary control, marked INSTR utility lights are OFF when not in use. The utility lights
LT NON FLT, OFF and BRT. Instrument lighting is pro- operate from the battery utility bus through a circuit breaker
vided by instrument bezels with NVG lights. The radar marked UTIL LTS CKPT. On helicopters 97-26744 and
altimeters lighting incorporates dimming controls on the subsequent, utility lights operate from the battery bus
instrument panel, marked RAD ALT DIMMING for pilots through a circuit breaker marked UTIL LTS CKPT.
radar altimeters (Figure 2-9). The vertical instrument dis-
play system has NVG information panel lighting to make 2.70.7 Cabin Dome Lights. Three dome lights are pro-
those instruments compatible with the NVG system. Power vided for cabin lighting (Figure 2-5). Control of cabin lights
to operate the instrument lights is provided by the No. 2 ac is from the upper console by a control marked CABIN
primary bus through circuit breakers marked LIGHTS
2-74 Change 5
TM 1-1520-237-10
DOME LT (Figure 2-7) with intensity control and a light placed ON, the lamp will go on, arming the control switch.
color selector switch. The intensity control has marked po- Placing the control switch to EXT causes the light beam to
sitions OFF and BRT, and the light level control may be move forward at a rate of about 12° per second. If the
adjusted to any position between the two extremes. The switch is placed to OFF the light will extinguish. To retract
light color selector switch has marked positions WHITE, the searchlight, place the switch to RETR. Refer to Chap-
OFF, and BLUE. To place the switch from OFF to ter 5 for extend/retract limitations. An infrared filter can be
WHITE, the switch must first be pulled out to clear a de- installed on the controllable searchlight to enhance viewing
tent. This prevents accidentally placing the switch to objects outside the helicopter when wearing the night vi-
WHITE. Dimming control for the cabin dome lights is sion goggles. With the IR filter installed, maximum wattage
from a control on the left side of the pilots seat (Figure lamp to be used is 250 watt. An OUTPUT switch on the
2-4), marked CABIN DOME LT, with marked positions searchlight dimmer under the pilot’s seat, is placed at
OFF and BRT. Power to operate the cabin dome light sys- NORM when dimming feature on searchlight is desired.
tem is provided from the No. 1 ac primary bus through a When in BYPASS position, the searchlight cannot be
circuit breaker marked LIGHTS CABIN DOME. dimmed. The IR filter shall not be used with a 450 watt
lamp installed. The dimming feature of the controllable
2.70.8 Maintenance Light. A portable 20 watt flood- searchlight provides a variable light level from 250 to 0
light, in the cabin at the crew chief station is used by the watts to the pilot and copilot through a switch on each
crew for maintenance work. The light has a 20-foot cord, collective grip marked SRCH LT ON - OFF. Push ON -
allowing its use within the cabin and around the main trans- OFF BRT DIM to control power to the light and the DIM/
mission. A switch on the rear end of the light with marked BRT mode selector. When the light is on, the BRT DIM
positions, DIM, OFF, and BRIGHT, controls the light in- switch may be moved to select the desired light level. When
tensity. Another maintenance light receptacle, in the aft the desired level is reached, the switch is released to the
tailcone, allows the light to be used around the tail section. center position. Power to light and control the searchlight is
Power to operate the light is from the battery utility bus provided from the dc essential bus through circuit breakers,
through a circuit breaker marked UTIL LTS CKPT. The marked LIGHTS, CONTR PWR and SRCH CONTR.
maintenance light is stowed in a bag at the back of the The IR filter may be removed for unaided night flight.
pilot’s seat. Power to operate the maintenance lights is pro-
vided from the battery utility bus through a circuit breaker, 2.71.2 Landing Light. One 600-watt landing light is
marked UTIL LTS CKPT. Make sure the maintenance mounted on the left side beneath the nose section and is
and cockpit utility lights are OFF when not in use. controlled from both collective pitch stick grips (Figure
2-14). The light can be extended 107° from the stowed
2.71 EXTERIOR LIGHTS. position. A dual function switch is used to operate the light.
The LDG LT PUSH ON-OFF switch controls lighting and
2.71.1 Searchlight. EXT, RETR controls light position. When the light is ON
(LDG LT ON advisory light should be on) and the switch
is at EXT detent, the light can be positioned at any point
CAUTION between stowed and fully extended, or it will continue to
extend until reaching its limit and power is removed. When
the switch is held at RETR the light retracts to the stowed
Landing and searchlight have less than
position. When the light reaches its stowed position, power
one foot ground clearance when extended.
is automatically removed from the motor. The LDG LT
Use caution when ground taxiing over
PUSH ON-OFF switch must be pushed OFF (LDG LT
rough terrain when landing light and/or
ON advisory light should go off). Refer to Chapter 5 for
searchlight are extended.
extend/retract limitations. During extension, the travel
UH The searchlight (Figure 2-1) is mounted on the right
speed is about 12° per second, and during retract, about 30°
bottom of the nose section, and is controlled from either per second. Power to light and control the landing light is
collective pitch stick. The 150 watt light can be moved supplied from the No. 1 dc primary bus through circuit
forward through a 120° arc from the stow position. It can breakers, marked LIGHTS, RETR LDG, CONT and
also be turned 360° in either a right or left direction on its PWR.
axis. The light is operated by a switch labeled SRCH LT
ON, OFF, BRT, and DIM (Figure 2-4). Directional control 2.71.3 Anticollision Lights. This light system contains
of the light is provided through the four-position search- four strobes in two separate units, one beneath the aft fu-
light control switch, labeled EXT (extend), RETR (retract), selage and one on top of the aft pylon section. The lights
L (left), and R (right). When the SRCH LT switch is are controlled by two switches on the upper console (Figure
Change 3 2-75
TM 1-1520-237-10
2-7) labeled ANTI COLLISION LIGHTS UPPER, breaker, marked POS LTS. Infrared position lights are in-
BOTH, LOWER and DAY, OFF, NIGHT. The system stalled within close proximity of the standard position
consists of a dual power supply and two interchangeable lights. NVG operation is selected through a toggle switch
day/night anticollision lights. The dual supply system pro- on the upper console (Figure 2-7) marked NAV LTS, with
vides separate outputs for the aft fuselage light and the switch positions NORM and IR. Position lights are to be
pylon mounted light. Each anticollision light assembly con- selected through a switch marked POSITION LIGHTS,
tains two lamps, the upper lamp within a red lens for night DIM, OFF, or BRT, and mode of operation through a
operation and the lower within a clear lens for day opera- switch marked STEADY or FLASH. Power for control of
tion. Proper operation is selected by placing the switch to the IR lights is from the No. 2 dc primary bus through a
DAY or NIGHT. The desired strobe(s) is selected by plac- circuit breaker marked IR LTS.
ing the switch to UPPER, LOWER or BOTH. If at
BOTH, the lower fuselage and the aft pylon lights will 2.71.5 Formation Lights. These lights (Figure 2-1) are
alternately flash. If the selector switch is placed to UPPER on top of the main pylon cowling, tail drive shaft cover,
or LOWER, only that light will flash. To discontinue op- and horizontal stabilator. The system consists of four green
eration of the anticollision light(s), the DAY-NIGHT electroluminescent lights. The lights are controlled by a
switch is placed to OFF. Power to operate the anticollision single rotary selector switch, marked FORMATION LT,
light system is provided from the No. 2 ac primary bus with marked positions OFF and 1 through 5. Position 5 is
through a circuit breaker, marked LIGHTS, ANTI COLL. the brightest. When NVG operations are required, IR lights
may be used to enhance viewing outside the helicopter. IR
2.71.4 Position Lights. Position lights (Figure 2-1) are lights are selected through a toggle switch on the upper
outboard of the left and right landing gear support and top console (Figure 2-7) marked, NAV LTS, NORM, and IR.
tail pylon. The lights are red on the left, green on the right, This switch shares operation with the IR position lights
and white on the tail. Control of the position lights is when operating in a NVG environment. Dimming of the IR
through the upper console panel containing two switches, lights is done with the FORMATION LT control, as used
marked POSITION LIGHTS, DIM, OFF, BRT, and with the electroluminescent formation lights. Selection of
STEADY, FLASH. When the intensity switch is placed to position 1 through 4 causes the IR formation lights to illu-
DIM or BRT, all three lights go on at once. If the minate at the same intensity. Position 5 causes the lights to
STEADY-FLASH switch is placed to FLASH, the three illuminate brighter. Power to operate the formation lights is
lights will flash. The STEADY position causes the lights to provided from the No. 2 ac primary bus through two circuit
remain on continuously. Power to operate the position lights breakers, marked LIGHTS, FORM LV and HV.
is provided by No. 2 dc primary bus through a circuit
2-76 Change 3
TM 1-1520-237-10
Section XIV FLIGHT INSTRUMENTS
2.72 PITOT-STATIC SYSTEM. through TURN RATE switches on the MODE SEL pan-
els. Each system consists of a rate gyro, a turn slip indicator
Two electrically-heated pitot tubes with static ports are and a select switch. The VSI contains a moving turn rate
aft and above the pilot’s and copilot’s cockpit doors. The needle and a fixed turn rate scale for indicating rate and
right pitot tube is connected to the pilot’s instruments and direction of turn. During straight flight the needle is posi-
the left pitot tube is connected to the copilot’s instruments. tioned at the center of the scale. When the helicopter turns,
Tubing connects the pitot tube static pressure ports to the the rate-of-turn signal from the rate gyroscope deflects the
airspeed indicators and the altimeters. In addition to stan- needle in the proper direction to indicate the turn. Amount
dard instrumentation, airspeed data is sensed for operation of deflection is proportional to the rate-of-turn. A one-
of stabilator, flight path stabilization, and command instru- needle width deflection represents a turn of 1.5° per second.
ment system. Refer to Section IX for pitot tube heater sys- The VSI also contains a slip indicator that shows uncoor-
tem. dinated turns. If a power failure or unbalance occurs in the
pilot’s or copilot’s rate gyroscope, the associated VSI sig-
2.73 ATTITUDE INDICATING SYSTEM. nal will be lost. To restore rate-of-turn information to the
indicator, the pilot or copilot will press the TURN RATE
Helicopter pitch and roll attitudes are sensed by the pi- switch on his MODE SEL panel so that ALTR appears in
lot’s and copilot’s vertical displacement gyroscopes, that the switch window. This applies alternate rate gyroscope
apply attitude signals to the vertical situation indicators signals from the operating gyroscope to the indicator.
(VSI) for visual display (Figure 2-9). Signals are applied Power to operate the pilot’s turn rate system is provided
through the VERT GYRO select switches to the remote from the dc essential bus through a circuit breaker, marked
indicator on the vertical situation indicators. Helicopter PILOT TURN DETR. The copilot’s system is powered
pitch and roll attitudes are shown on the pilot’s and copi- from the No. 1 dc primary bus through a circuit breaker,
lot’s vertical situation indicators. The indicator face con- marked CPLT TURN RATE GYRO. Refer to Chapter 3
tains a fixed bar, representing the helicopter, a movable for a description of the TURN RATE select switch.
sphere with a white horizon line dividing the two colors,
white above and black below, a fixed bank angle scale and 2.75 AIRSPEED INDICATOR.
a bank index on the moving sphere. Relative position of the
fixed bar (helicopter) and the horizon line indicates the he- Two airspeed indicators (Figure 2-9), are installed on the
licopter’s attitude referenced to the earth horizon. A ROLL instrument panel, one each for the pilot and copilot. The
trim knob on the lower left of the VSI permits adjustment indicators are differential pressure instruments, measuring
of the roll index about 14°66° right and left from zero. A the difference between impact pressure and static pressure.
PITCH trim knob on the lower right of the VSI permits Instrument range markings and limitations are contained in
adjustment of the indicator sphere 14°66° for dive and Chapter 5, Section II, System Limits.
7°63° for climb from zero index. If a power failure or
unbalance occurs in the pilot’s or copilot’s vertical dis- 2.76 ALTIMETER/ENCODER AAU-32A.
placement gyroscope, a gyroscope power failure flag will
appear, indicating ATT, warning the pilot or copilot that Two altimeters are installed on the instrument panel
pitch and roll attitude signals are not being sent to his in- (Figures 2-9 and 2-22). The altimeter encoder functions as
dicator. To restore attitude information to the indicator, the a barometric altimeter for the pilot and a barometric alti-
pilot or copilot should press his VERT GYRO select tude sensor for the AN/APX-100 transponder in mode C.
switch on the MODE SEL panel so that ALTR appears in The copilot’s functions only as a barometric altimeter. The
the switch window. This causes the ATT flag on the indi- system is equipped with a continuously operating vibrator
cator to disappear, and pitch and roll signals are supplied to improve altitude measuring accuracy. The altimeter’s op-
from the operating gyro, restoring attitude information dis- erating range is from -1000 feet to 50,000 feet. The face of
play. Refer to Chapter 3 for description of VERT GYRO the instrument has a marked scale from zero to nine in
select switch. 50-foot units. The operating indicators and controls are a
100-foot pointer, 100-foot drum, 1,000-foot drum, 10,000-
2.74 TURN RATE INDICATING SYSTEM. foot drum, barometric pressure set knob, barometric pres-
sure scale window and warning flag. The warning flag is
A 4-minute turn rate (turn and slip) indicator is at the only used in conjunction with the encoder. A counter win-
bottom center of each VSI (Figure 2-9). The pilot’s and dow next to the sweep hand contains the three digital drums
copilot’s indicators operate independently of each other
Change 9 2-77
TM 1-1520-237-10
2.79 FREE-AIR TEMPERATURE (FAT) INDICATOR.
ENCODER WARNING 100−FOOT The free-air temperature indicator is a direct reading in-
FLAG INDICATOR ALTITUDE
NEEDLE strument marked FREE AIR, and reads in degrees Celsius.
One FAT indicator is installed through the center wind-
shield on helicopters without center windshield anti-ice
system. On helicopters with center windshield anti-ice sys-
tem, two indicators are installed through the overhead win-
1000−FOOT
ALTITUDE CODE
OFF
9 0 1 dows (Figure 2-4).
COUNTER ALT
8 1 2 2.80 CLOCK.
0 2
a. Two clocks (Figure 2-9) are installed on the instru-
1000 FT
7
100 FT
2 9 9 0
3
IN. HG .
ment panel. The elapsed time knob is on the upper right
100−FOOT corner of the clock. The clock is wound and set with a knob
6
5 4
ALTITUDE
COUNTER on the lower left corner.
b. Two digital clocks may be installed on the instrument

panel. The clock incorporates a six digit liquid crystal dis-
play, 24 hour numerals and sweep second indication. A
BAROMETER battery allows continuous operation for a minimum of one
BAROMETRIC
PRESSURE year when aircraft 28 vdc power is not applied. The clock
SCALE
SCALE has two modes of operation, clock mode (C) and the
SET KNOB
AA0520 elapsed time mode (ET). Power to operate the clock is pro-
SA
vided by the No. 1 dc and No. 2 dc primary buses through
Figure 2-22. Altimeter Encoder AAU-32A circuit breakers marked CPLT ALTM and PILOT ALTM
respectively.
that rotate to indicate the altitude of the helicopter. Another 2.81 MASTER WARNING SYSTEM.
window in the upper left section of the instrument face
indicates the normal code operation. When the system fails Two master caution lights (Figures 2-9 and 2-23) one
to transmit signals to the transponder, a flag marked CODE each side for the pilot and copilot, marked MASTER
OFF will appear in the window. A window on the lower CAUTION PRESS TO RESET, are on the master warn-
right section of the instrument face indicates barometric ing panel. They light whenever a caution light goes on.
pressure setting. The barometric pressure set knob is on the These lights alert the pilots and direct attention to the
lower left corner of the indicator bezel. Power to operate caution/advisory panel. The master caution lights should be
the encoder system is provided by the No. 2 dc primary bus reset at once to provide a similar indication if a second
through a circuit breaker, marked PILOT ALTM. condition or malfunction occurs while the first is still
present. The master caution light can be reset from either
2.77 VERTICAL SPEED INDICATOR. pilot position. Four amber warning lights, also on the mas-
ter warning panel, require immediate action if they go on.
Two indicators are installed, one each in front of the The markings are #1 ENG OUT, #2 ENG OUT, FIRE,
pilot and copilot (Figure 2-9), to indicate rate of climb or and LOW ROTOR RPM. The LOW ROTOR RPM
descent. warning light will flash at a rate of three to five flashes per
second if rotor rpm drops below 96% RPM R. In addition,
2.78 STANDBY MAGNETIC COMPASS. if % RPM R drops below 96% or Ng drops below 55%, a
low steady tone is provided. The low rotor rpm tone is
A magnetic compass is installed above the instrument inhibited on the ground through the left landing gear
panel on the right center windshield frame (Figure 2-4). weight-on-wheels switch. The engine Ng steady tone is not
The compass is used as a standby instrument for heading inhibited. The ENG OUT warning lights and tone will go
references. A compass correction card with deviation errors on at 55% Ng SPEED and below. Refer to paragraph 2.14.1
is installed on the right side of the upper console.
2-78 Change 6
TM 1-1520-237-10
#1 ENG #2 ENG
OUT OUT

FIRE PRESS TO RESET RPM
AA0406
SA
Figure 2-23. Master Warning Panel
for description of the FIRE warning lights. Power for the DIM and TEST, on the lower left of the caution/advisory
master caution lights is provided from the No. 1 dc primary panel (Figure 2-24). Placing the switch to TEST simulta-
bus through a circuit breaker, marked LIGHTS CAUT/ neously checks all lights on the caution/advisory and the
ADVSY. master warning panels and #1 and #2 FUEL LOW caution
lights and LOW ROTOR RPM warning lights will flash.
2.81.1 Caution/Advisory Light System. The caution/ When the pilot’s PILOT FLT rotary intensity control is
advisory panel, (Figures 2-9 and 2-24) is on the left of moved from the OFF position, placing the BRT/DIM-
center of the instrument panel. The caution section (upper TEST switch to BRT/DIM causes the caution/advisory
two-thirds) of the panel, indicates certain malfunctions or lights and master warning lights to change intensity. When
unsafe conditions with amber lights. The advisory section the lights are dim and power is removed, the light intensity
(lower one-third) of the panel shows certain noncritical will return to bright when power is reapplied. The TEST
conditions with green lights. Each light has its own operat- switch position receives power from the No. 1 dc primary
ing circuit and will remain on as long as the condition that bus through a circuit breaker, marked LIGHTS CAUT/
caused it to light up exists. The caution and advisory lights ADVSY. The BRT/DIM switch position receives power
are powered by the No. 1 dc primary bus through a circuit from the dc essential bus through a circuit breaker, marked
breaker, marked LIGHTS CAUT/ADVSY. Refer to major CAUT/ADVSY PNL, on the No. 1 circuit breaker panel.
systems for a complete description of caution-advisory Dimming of the cockpit indicator lights operates with the
panel capsules. Refer to Table 2-3 for a brief description of CAUTION panel dimming system.
each fault.
2.81.2 Caution/Advisory BRT/DIM - TEST Switch.

Testing of the caution/advisory lights is done through a
momentary spring-loaded to center switch marked BRT/
Table 2-3. Caution/Advisory and Warning Light Lighting Parameters
LEGEND ILLUMINATING PARAMETER OR FAULT
CAUTION CAPSULES
#1 FUEL LOW Flashes when left fuel tank level is about 172 pounds.
#1 FUEL PRESS Left engine fuel pressure between engine-driven low-pressure fuel pump and high-
pressure fuel pump is low.
Change 5 2-79
TM 1-1520-237-10
#1 FUEL LOW #1 GEN #2 GEN #2 FUEL LOW
#1 FUEL #2 FUEL
PRESS PRESS
#1 ENGINE #1 CONV #2 CONV #2 ENGINE

OIL PRESS OIL PRESS
#1 ENGINE AC ESS DC ESS #2 ENGINE

OIL TEMP BUS OFF BUS OFF OIL TEMP
CHIP BATT LOW BATTERY CHIP

#1 ENGINE CHARGE FAULT #2 ENGINE
#1 FUEL GUST PITCH BIAS #2 FUEL

FLTR BYPASS LOCK FAIL FLTR BYPASS
#1 ENGINE #1 OIL #2 OIL #2 ENGINE

STARTER FLTR BYPASS FLTR BYPASS STARTER
#1 PRI #1 HYD #2 HYD #2 PRI

SERVO PRESS PUMP PUMP SERVO PRESS
TAIL ROTOR IRCM #1 TAIL RTR

QUADRANT INOP AUX FUEL SERVO
MAIN XMSN INT XMSN TAIL XMSN APU OIL

OIL TEMP OIL TEMP OIL TEMP TEMP HI ES
BOOST SERVO STABILATOR SAS OFF TRIM FAIL

OFF
LFT PITOT FLT PATH IFF RT PITOT

HEAT STAB HEAT
CHIP INPUT CHIP CHIP CHIP INPUT

MDL − LH INT XMSN TAIL XMSN MDL − RH
C
A CHIP ACCESS CHIP MAIN APU CHIP ACCESS
U MDL − LH MDL SUMP FAIL MDL − RH
T
I
O MR DE−ICE MR DE−ICE TR DE−ICE ICE
N FAIL FAULT FAIL DETECTED


A PRIME BOOST BACK−UP

D APU ON APU GEN ON
PUMP ON PUMP ON
V
I
S APU ACCUM SEARCH LT #2 TAIL RTR
ON LDG LT ON
O LOW SERVO ON
R
Y
BRT / CARGO HOOK ARMED GPS POS
HOOK OPEN ALERT
DIM GPS
PARKING EXT PWR
BRAKE ON CONNECTED
TEST
AA0354_1B
SA
Figure 2-24. Caution/Advisory Panel (Sheet 1 of 2) UH
2-80 Change 1
TM 1-1520-237-10
#1 FUEL LOW #1 GEN #2 GEN #2 FUEL LOW
#1 FUEL #2 FUEL
PRESS PRESS
#1 ENGINE #1 CONV #2 CONV #2 ENGINE

OIL PRESS OIL PRESS
#1 ENGINE AC ESS DC ESS #2 ENGINE

OIL TEMP BUS OFF BUS OFF OIL TEMP
CHIP BATT LOW BATTERY CHIP

#1 ENGINE CHARGE FAULT #2 ENGINE
#1 FUEL GUST ANTENNA #2 FUEL

FLTR BYPASS LOCK EXTENDED FLTR BYPASS
#1 ENGINE #1 OIL #2 OIL #2 ENGINE

STARTER FLTR BYPASS FLTR BYPASS STARTER
#1 PRI #1 HYD #2 HYD #2 PRI

SERVO PRESS PUMP PUMP SERVO PRESS
TAIL ROTOR #1 TAIL RTR

QUADRANT ASE AUX FUEL SERVO
MAIN XMSN INT XMSN TAIL XMSN APU OIL

OIL TEMP OIL TEMP OIL TEMP TEMP HI
BOOST SERVO STABILATOR SAS OFF TRIM FAIL

OFF
LFT PITOT FLT PATH IFF RT PITOT

HEAT STAB HEAT
CHIP INPUT CHIP CHIP CHIP INPUT

MDL − LH INT XMSN TAIL XMSN MDL − RH
C
A CHIP ACCESS CHIP MAIN APU CHIP ACCESS
U MDL − LH MDL SUMP FAIL MDL − RH
T
I
O MR DE−ICE MR DE−ICE TR DE−ICE ICE
N FAIL FAULT FAIL DETECTED


A PRIME BOOST BACK−UP

D APU ON APU GEN ON
PUMP ON PUMP ON
V
I
S APU ACCUM SEARCH LT #2 TAIL RTR
LDG LT ON
O LOW ON SERVO ON
R
Y
BRT / AIR COND CABIN HEAT ANTENNA
ON ON RETRACTED
DIM
PARKING EXT PWR
BRAKE ON CONNECTED
TEST
AA0354_2
SA
Figure 2-24. Caution/Advisory Panel (Sheet 2 of 2) EH
2-81
TM 1-1520-237-10
Table 2-3. Caution/Advisory and Warning Light Lighting Parameters (Cont)
#1 ENGINE OIL PRESS Left engine oil pressure is too low for continued operation.
#1 ENGINE OIL TEMP Left engine oil temperature is above 150°C.
CHIP #1 ENGINE Left engine chip detector in scavenge oil system has metal chip or particle buildup.
#1 FUEL FLTR BYPASS Left engine fuel filter has excessive pressure differential across filter.
#1 ENGINE STARTER Left engine start circuit is actuated.
#1 PRI SERVO PRESS First stage pressure is shut off, or has dropped below minimum, or servo pilot valve is
jammed.
TAIL ROTOR Goes on when a tail rotor cable is broken or disconnected.

QUADRANT
MAIN XMSN OIL TEMP Main transmission oil temperature is above 120°C.
BOOST SERVO OFF Indicates loss of second stage hydraulic pressure to the boost servo, or a boost servo jam.
LFT PITOT HEAT Indicates left pitot heater element is not receiving power with PITOT HEAT switch ON.
CHIP INPUT MDL-LH Indicates a metal particle has been detected by the chip detector.
CHIP ACCESS MDL-LH Indicates a metal particle has been detected by the chip detector.
MR DE-ICE FAIL Indicates a short or open in the main rotor deice system, which will disable the system.
MAIN XMSN OIL PRESS Main transmission oil pressure is below about 14 psi.
#1 GEN Left generator is not supplying power to the buses.
#1 GEN BRG Generator main bearing is worn or has failed.
#1 CONV Left converter (ac to dc current) has no output.
AC ESS BUS OFF Indicates that no power (115 vac, phase B) is being supplied to the ac essential bus.
BATT LOW CHARGE SLAB - Indicates that the voltage on the battery utility bus is at or below 23 vdc. NICAD
- Indicates that the battery charge state is at or below about 40% of full charge state.
GUST LOCK Indicates the gust lock is not fully disengaged.
#1 OIL FLTR BYPASS Left engine oil filter pressure differential is excessive.
#1 HYD PUMP Left hydraulic pump output pressure below minimum.
IRCM INOP Indicates a malfunction has been detected by the infrared countermeasure system or
infrared countermeasure system is in a cooldown cycle.
ASE EH Indicates the ALQ-156 system is being jammed or the ALQ-136, ALQ-144, ALQ-156, or
ALQ-162 system is degraded.
INT XMSN OIL TEMP Intermediate gear box oil temperature is excessive.
2-82 Change 9
TM 1-1520-237-10
STABILATOR Stabilator system is turned on but is in the manual mode.
FLT-PATH STAB Indicates that FPS is inoperative in one or more axis.
CHIP INT XMSN Indicates a metal particle has been detected by the chip detector.
CHIP MAIN MDL SUMP Indicates a metal particle has been detected by the chip detector.
MR DE-ICE FAULT Indicates partial failure of the blade deice system. Uneven shedding of ice can be ex-
pected.
#1 RSVR LOW Hydraulic fluid level has dropped below about 60% of full capacity.
#2 GEN Right generator is not supplying power to the buses.
#2 GEN BRG Generator main bearing is worn or has failed.
#2 CONV Right converter (ac to dc current) has no output.
DC ESS BUS OFF Indicates that no power is being supplied to the dc essential bus.
BATTERY FAULT Indicates that the battery has exceeded safe operating temperature (overtemperature), or a
battery cell dissimilarity exists. (On helicopters prior to serial number 97-26744)
PITCH BIAS FAIL (No longer used)
ANTENNA EXTENDED ECM antenna not fully retracted and at least one of these conditions exist: Helicopter is
EH below radar altimeter LO bug setting, or power is lost, or AN/APN-209 is turned off or
is removed.
#2 OIL FLTR BYPASS Right engine oil filter pressure differential is excessive.
#2 HYD PUMP Right hydraulic pump output pressure below minimum.
ERFS AUX FUEL Indicates one or more auxiliary fuel tanks are empty and/or a degraded mode of system
operation.
TAIL XMSN OIL TEMP Tail gear box oil temperature is excessive.
SAS OFF Hydraulic pressure supplied to the SAS actuator is below minimum.
IFF Mode 4 is not capable of responding to interrogation.
CHIP TAIL XMSN Indicates a metal particle has been detected by the chip detector.
APU FAIL APU was automatically shut down by the electrical sequence unit.
TR DE-ICE FAIL Indicates a short or open in a tail rotor blade deice element.
#2 RSVR LOW Hydraulic fluid level has dropped below about 60% of full capacity.
#2 FUEL LOW Flashes when right fuel level is about 172 pounds.
#2 FUEL PRESS Right engine fuel pressure between engine-driven low-pressure fuel pump and high-
pressure fuel pump is low.
Change 9 2-83
TM 1-1520-237-10
#2 ENGINE OIL PRESS Right engine oil pressure is too low for continued operation.
#2 ENGINE OIL TEMP Right engine oil temperature is above 150°C.
CHIP #2 ENGINE Right engine chip detector in scavenge oil system has metal chip or particle buildup.
#2 FUEL FLTR BYPASS Right engine fuel filter has excessive pressure differential across filter.
#2 ENGINE STARTER Right engine start circuit is actuated.
#2 PRI SERVO PRESS Second stage pressure is shut off, or has dropped below minimum, or servo pilot valve is
jammed.
#1 TAIL RTR SERVO Pressure to the first stage tail rotor servo is below minimum, or servo pilot valve is
jammed.
APU OIL TEMP HI APU oil temperature is above the maximum.
TRIM FAIL Indicates that yaw, roll, or pitch trim actuators are not responding accurately to computer
signals.
RT PITOT HEAT Indicates right pitot heat element is not receiving power with PITOT HEAT switch ON.
CHIP INPUT MDL-RH Indicates a metal particle has been detected by the chip detector.
CHIP ACCESS MDL-RH Indicates a metal particle has been detected by the chip detector.
ICE DETECTED Indicates that ice has been detected.
BACK-UP RSVR LOW Hydraulic fluid level has dropped below about 60% of full capacity.
ADVISORY CAPSULES
#1 ENG ANTI-ICE ON Indicates that No. 1 engine anti-ice/start bleed valve is open.
APU ON APU is operative.
APU ACCUM LOW APU accumulator pressure is low.
#1 ENG INLET ANTI-ICE Indicates that No. 1 engine inlet anti-icing air temperature is 93°C or above.
ON
APU GEN ON APU generator output is accepted and being supplied to the helicopter.
SEARCH LT ON Either pilot or copilot has selected SRCH LT switch on.
CARGO HOOK OPEN Indicates that cargo hook load beam is not latched.
AIR COND ON EH Power is applied to air conditioner compressor.
PARKING BRAKE ON Indicates that PARKING BRAKE handle is pulled.
#2 ENG INLET ANTI-ICE Indicates that No. 2 engine inlet anti-icing air temperature is 93°C or above.
ON
2-84 Change 10
TM 1-1520-237-10
PRIME BOOST PUMP ON Prime boost pump switch is at PRIME or BOOST.
LDG LT ON Either pilot or copilot has selected LDG LT ON.
HOOK ARMED The cargo hook release system is armed.
CABIN HEAT ON EH Aux heater system is operating.
EXT PWR CONNECTED Indicates that external power plug is connected to helicopter’s EXT POWER connector.
#2 ENG ANTI-ICE ON Indicates that No. 2 engine inlet anti-ice/start bleed valve is open.
BACKUP PUMP ON Backup pump pressure is being supplied.
#2 TAIL RTR SERVO ON Pressure to 2nd stage tail rotor servo is above minimum.
ANTENNA RETRACTED ECM antenna fully retracted.

EH
GPS POS ALERT Indicates that GPS signals are not reliable.
GPS
MASTER WARNING PANEL
#1 ENG OUT No. 1 engine Ng SPEED is below 55%.
FIRE Indicates a fire detector has actuated a fire warning circuit.
MASTER CAUTION Indicates a caution light on the caution panel has been actuated by failed system.
PRESS TO RESET
#2 ENG OUT No. 2 engine Ng SPEED is below 55%.
LOW ROTOR RPM Rotor speed is below about 96% RPM R.
Change 9 2-85
TM 1-1520-237-10
Section XV SERVICING, PARKING, AND MOORING
2.82 SERVICING. 2.84.3 Gravity Refueling.
Servicing information is given by systems or compo- 1. Ground helicopter to fuel truck or other suitable
nents. Points used in frequent servicing and replenishment ground.
of fuel, oil and hydraulic fluid are shown in Figure 2-25.
Fuel and lubricant specifications and capacities are in Table 2. Plug hose nozzle ground into the helicopter
2-4. Table 2-5 contains a listing of acceptable commercial grounding jack, marked GROUND HERE,
fuel. above refueling ports.
2.83 SERVICE PLATFORMS AND FAIRINGS. 3. Remove fuel filler caps and refuel. Refer to
Table 2-4 for fuel quantities.
Service platforms are a part of the engine cowlings, pro-
viding access to the engines. Each service platform is about 2.84.4 Pressure Refueling.
46 inches long and 18 inches wide. It is capable of support-
ing a static weight of 400 pounds on any area without 1. Ground helicopter to fuel truck or other suitable
yielding. The platform is made of composite metal and fi- ground.
berglass with a honeycomb core. The engine cowling is
opened by releasing a latch on the side and pulling outward 2. Ground fuel dispenser nozzle to the helicopter
on a locking handle. The cowling is opened outward and grounding point marked GROUND HERE,
down, providing a standing area at the lower section. When above refueling ports.
closed, the cowling lock prevents opening in flight.
2.84 FUEL SYSTEM SERVICING. CAUTION
a. Both tanks (Figure 2-25) may be serviced simulta-

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

b. ERFS The external extended range tanks can only
eling adapter.
be serviced by gravity refueling through refueling ports on
the forward top of each tank.
NOTE
2.84.1 Fuel Types. Fuels are classified in Table 2-5.
The system is designed to restrict fuel flow
2.84.2 Use of Fuels. Mixing of fuels in fuel tanks. to 300 gpm during pressure refueling at a
When changing from one type of authorized fuel to an- nozzle pressure of 55 psi and 110 gpm at a
other, for example JP-4 to JP-5, it is not necessary to drain nozzle pressure of 15 psi during closed cir-
the helicopter fuel system before adding the new fuel. Fuels cuit refueling.
having the same NATO code number are interchangeable.
Jet fuels conforming to ASTM D-1655 specification may 4. Start fuel flow from fuel dispenser and refuel
be used when MIL-T-5624 fuels are not available. This helicopter.
usually occurs during cross-country flights where helicop-
ters using NATO F-44 (JP-5) are refueled with NATO F-40
(JP-4) or Commercial ASTM Type B fuels. Whenever this CAUTION
condition occurs, the operating characteristics may change
in that lower operating temperature: slower acceleration,
easier starting, and shorter range may be experienced. The If fuel is observed flowing from vent, dis-
reverse is true when changing from F-40 (JP-4) fuel to F-44 continue refueling and make an entry on
(JP-5) or Commercial ASTM Type A-1 fuels. DA Form 2408-13-1.
2-86 Change 8
TM 1-1520-237-10
1 2
7 6 5 4
C APU OIL FILLER CAP
A2 AND DIPSTICK A1
FILL TO IN B
SPILL PLUG VE
L
UL E
FULL LLUF
EP E
L
LS
YE
KE
OIL LEVEL 1
ADD INDICATOR
A1
B
OIL LEVEL INDICATOR ADD DDA
T−62T−40−1 APU
FRONT NO. 1 NO. 2 AND BACKUP
HYDRAULIC PUMP MODULES OIL FILL
LEVEL INDICATOR ENGINE OIL CAP
LEVEL INDICATOR
(SAME FOR NO. 1
AND NO. 2 ENGINES)
HYDRAULIC FLUID COLOR
SPEC MIL−H
FULL LEVEL CAPACITY 65 CU. IN. @ 70
REFILL LEVEL CAPACITY 35 CU. IN. @ 70 F
1. & 2. AUXILIARY POWER UNIT
3. INTERMEDIATE GEAR BOX OIL 2
LEVEL INDICATOR
6
4. CLOSED CIRCUIT AND PRESSURE
7 REFUELING PORTS, NO. 1 (LEFT)
A2
RED GREEN BLUE FUEL TANK GRAVITY REFUEL
(REFILL) (FULL) (EXPANSION) PORT
5. NO. 1 AND NO. 2 ENGINE
OIL LEVEL INDICATOR
6. NO. 1 HYDRAULIC PUMP MODULE GTC−P36−150 APU
NOTE
7. BACKUP HYDRAULIC PUMP
SOME HELICOPTERS MAY HAVE COLORS AS RED MODULE
FOR REFILL, GREEN FOR FULL, AND BLACK FOR
EXPANSION AS VIEWED FROM HELICOPTER RIGHT T
SIDE 4 ON
FR
NO. 1 (LEFT) FUEL
NO. 1 ENGINE TANK GRAVITY
OIL LEVEL REFUEL PORT
INDICATOR
3
CLOSED
CIRCUIT
5 REFUEL
PORT CAP
C T
ON PRESSURE
FR REFUEL B
PORT CAP
NO. 1 ENGINE LEFT SIDE INTERMEDIATE GEAR BOX
(SAME FOR NO. 1 AND NO. 2 ENGINES) AA0324_1B
SA
Figure 2-25. Servicing Diagram (Sheet 1 of 3)
Change 7 2-87
TM 1-1520-237-10
9 10
8
13
12 11
8
TRANSMISSION OIL
ENGINE OIL
LEVEL DIPSTICK
FILLER CAP
OIL
FILLER
D CAP
FAR SIDE
OR VIEW
D 9
T
ON
FR
NO. 2 ENGINE RIGHT SIDE

(SAME FOR NO. 1 AND NO. 2 ENGINES)
RESERVOIR INDICATOR
NO. 2 HYDRAULIC QUANTITY HANDLE
PUMP MODULE LOW SWITCH
FLUID LEVEL
INDICATOR HANDPUMP
(SAME FOR ALL SELECTOR 11
PUMP MODULES) VALVE
O
N
P
E
T
S
INDICATOR
(SERVICEABLE IF
FR GOLD BAND EXPOSED)
ON 10
T MAIN ROTOR DAMPER
HYDRAULIC PUMP
MODULE REFILL
OIL LEVEL
HANDPUMP REFILL WITH ONE
QUART WHEN FLUID INDICATOR
E E REACHES THIS LEVEL
8. MAIN TRANSMISSION OIL FILLER PORT 11. MAIN ROTOR DAMPER CHARGE
AND DIP STICK INDICATOR
9. NO. 2 ENGINE OIL FILLER PORT AND 12. NO. 2 (RIGHT) FUEL TANK GRAVITY
SIGHT GAGE REFUEL PORT
10. NO. 2 HYDRAULIC PUMP MODULE AND 13. TAIL ROTOR GEAR BOX LEVEL SIGHT
PUMP MODULE REFILL HANDPUMP GAGE AA0324_2
SA
2-88
TM 1-1520-237-10
NO. 2 TANK NO. 1 TANK GUIDE HANDPUMP

LOOKING AFT TUBE
12 13
STOW PUMP
ON GRAVITY B
FILL DOOR
FRONT
SUMP
DRAIN
FUEL TANK GRAVITY FUEL SAMPLING TAIL ROTOR

REFUEL PORT GEAR BOX
F AA0324_3
SA
5. Once fuel has reached the desired level, remove the pump on the gravity refueling door. ERFS Fuel sam-
the fuel dispenser nozzle from the refueling pling of the external extended range fuel system is done by
adapter and cap pressure fueling adapter. taking the sample with a fuel sampler tube from the sump
drain located at the bottom aft of each tank.
2.84.5 Fuel Sampling System. Fuel sampling is done
with a thumb-operated handpump (Figure 2-25) containing 2.85 EXTERNAL AIR SOURCE/ELECTRICAL RE-
5 feet of plastic tubing. The tubing is placed in a guide tube QUIREMENTS.
inside the fuel tank and is directed to the bottom of the
tank. The handpump is stroked and fuel is drawn from the Refer to Chapter 5 for limitations.
tank, with contaminants at the bottom. When sampling is
completed, the tubing is emptied, rolled, and stowed with
Change 5 2-89
TM 1-1520-237-10
2.86 ENGINE OIL SYSTEM SERVICING. ently added to the engines, drain the oil and
add MIL-L-7808 or MIL-L-23699 oil.
Flushing the system before refilling is not
CAUTION required.
The engine oil tank (Figure 2-25) is within the main

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

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

85734 and MIL-L-7808 contain materials
hazardous to health. They produce pa-
ralysis if swallowed. Prolonged contact
may irritate the skin. Wash hands thor-
oughly after handling. Oils may burn if
exposed to heat or flames. Use only with
proper ventilation.
Engine oil MIL-L-23699 (NATO Code 0-156) 7 U. S. Quarts
MIL-L-7808 (NATO Code 0-148)
(Notes 2, 3 and 7)
Auxiliary power unit MIL-L-23699 (NATO Code 0-156) 3 U. S. Quarts
MIL-L-7808 (NATO Code 0-148) (T-62T-40-1)
(Notes 2, 3 and 7) 2 U. S. Quarts (GTC-P36-150)
Transmission oil MIL-L-23699 (NATO Code 0-156) 7 U. S. Gallons
DOD-L-85734 (Notes 2, 3, 6, and 8)
2-90 Change 9
TM 1-1520-237-10
Table 2-4. Fuel and Lubricants, Specifications, and Capacities (Cont)
SYSTEM SPECIFICATION CAPACITY
Intermediate gear box oil MIL-L-23699 (NATO Code 0-156) 2.75 U. S. Pints
DOD-L-85734 (Notes 2, 3, 6, and 8)
Tail gear box oil MIL-L-23699 (NATO Code 0-156) 2.75 U. S. Pints
DOD-L-85734 (Notes 2, 3, 6, and 8)
First stage hydraulic reservoir MIL-H-83282 1 U. S. Quart
MIL-H-5606 (NATO Code H-515)
(Note 4)
Second stage hydraulic reservoir MIL-H-83282 1 U. S. Quart
(Note 4)
Backup hydraulic reservoir MIL-H-83282 1 U. S. Quart
(Note 4)
Rescue Hoist Refer to TM 55-1680-320-23 for servicing. 11.5 U. S. Fluid Ounces
SOURCE PRIMARY OIL ALTERNATE OIL
APPROVED COMMERCIAL OILS
NOTE
Commercial oils listed below are approved alternates for

engines and gear boxes except as indicated.
U. S. Military Oil DOD-L-85734 (Note 7) MIL-L-23699 or MIL-L-7808
NATO Code No. 0-156 0-148
COMMERCIAL OIL TYPE II TYPE I
Castrol Inc. Castrol 5050 Castrol 399
Castrol 5000
Aerojet 5
Exxon Co. Turbo Oil 25 Turbo Oil 2380 Turbo Oil 2389
Turbo Oil 2391
Hatco Corp. HATCO 3211 HATCO 1278
HATCO 3611 HATCO 1280
HATCO 1639
HATCO 1680
Mobil Corp. Mobil Jet Oil II
Mobil Jet Oil 254
Change 5 2-91
TM 1-1520-237-10
Table 2-4. Fuel and Lubricants, Specifications, and Capacities (Cont)

SOURCE PRIMARY OIL ALTERNATE OIL
Royal Lubricants Royco 555 Royco 500 Royco 808

Royco 560
Royco 899
Royco 899HC
Shell Oil Company Aeroshell 555 Aeroshell 500 Aeroshell 308
Aeroshell 560
NOTE
1. When starting in ambient temperatures below -34°C (-29°F), do not use

JP-5 or JP-8.
2. When starting in ambient temperatures of -34°C (-29°F) or below,
lubricating oil MIL-L-7808 must be used. It is not advisable to mix
MIL-L-23699 or DOD-L- 85734 oil with MIL-L-7808 oil.
3. If the type oil being used is not available, another authorized type oil may
be added. When one type oil is mixed with another, it is not necessary to
drain the system and refill with one type oil. No mixing is allowed for cold
temperature operation. For transmissions and gear boxes, when one type of
oil is mixed with another, it is not necessary to drain the system and refill
with one type oil.
4. For operation below -34°C (-29°F), MIL-H-5606 (NATO Code H-515)
shall be used. Mixing MIL-H-5606 with MIL-H-83282 degrades fire-
resistant qualities of MIL-H-83282.
5. Fuel settling time for jet (JP) fuel is 1 hour per foot depth of fuel. Allow the
fuel to settle for the prescribed period before any samples are taken (about
4 hours for proper settling).
6. DOD-L-85734 oil is the preferred oil for use in the main transmission,
intermediate gearbox, and tail gearbox, except for cold temperature
operation.
7. DOD-L-85734 oil should not be used in the engines or the auxiliary power
unit (APU). If DOD-L-85734 oil is inadvertently added to the engines or
APU, the system should be drained and the correct oil added. There is no
need to flush the system.
8. When changing from MIL-L-7808 or MIL-L-23699 oil to DOD-L-85734
(and vice versa), drain the oil from the system and refill with desired oil.
There is no need to flush the system before refilling.
2-92 Change 3
TM 1-1520-237-10
Table 2-5. Approved Fuels
SOURCE PRIMARY/STANDARD ALTERNATE FUELS

FUEL
U. S. Military Fuel JP-8 JP-5 JP-4
NATO Code No. F-34 F-44 F-40
Commercial Fuel
(ASTM-D-1655) JET A-1 JET A JET B
American Oil Co. American Type A American JP-4
Atlantic Richfield Arcojet A-1 Arcojet A Arcojet B
Richfield Div. Richfield A-1 Richfield A
B. P. Trading B. P. A. T. K. B. P. A. T. G.
Caltex Petroleum Corp. Caltex Jet A-1 Caltex Jet B
City Service Co. CITCO A
Continental Oil Co. Conoco Jet-60 Conoco Jet-50 Conoco JP-4
Exxon Co. U. S. A. Exxon A-1 Exxon A Exxon Turbo Fuel B
Gulf Oil Gulf Jet A-1 Gulf Jet A Gulf Jet B
Mobil Oil Mobil Jet A-1 Mobil Jet A Mobil Jet B
Phillips Petroleum Philjet A-50 Philjet JP-4
Shell Oil Aeroshell 650 Aeroshell 640 Aeroshell JP-4
Sinclair Superjet A-1 Superjet A
Standard Oil Co. Jet A-1 Kerosene Jet A Kerosene
Chevron Chevron A-1 Chevron A-50 Chevron B
Texaco Avjet A-1 Avjet A Texaco Avjet B
Union Oil 76 Turbine Fuel Union JP-4
International Fuel NATO F-34 NATO F-44 NATO F-40

Belgium BA-PF-2B
Canada 3-6P-24C 3GP-22F
Denmark JP-4 MIL-T-5624
France Air 3407A
Germany UTL-9130-007 VTL-9130-006
UTL-9130-010
Greece JP-4 MIL-T-5624
Italy AMC-143 AA-M-C-1421
Netherlands D. Eng RD 2493 JP-4 MIL-T-5624
Norway JP-4 MIL-T-5624
Portugal JP-4 MIL-T-5624
Turkey JP-4 MIL-T-5624
Change 10 2-93
TM 1-1520-237-10
Table 2-5. Approved Fuels (Cont)
SOURCE PRIMARY/STANDARD ALTERNATE FUELS

FUEL
United Kingdom D. Eng RD 2498 D. Eng RD 2454
(Britain)
NOTE
Commercial fuels are commonly made to conform to

American Society for Testing and Materials (ASTM)
Specification D 1655. The ASTM fuel specification does
not contain anti-icing additives unless specified. Icing
inhibitor conforming to MIL-I-85470 or MIL-I-27686
(Commercial name PRIST) shall be added to commer-
cial and NATO fuels, not containing an icing inhibitor,
during refueling operations, regardless of ambient tem-
peratures. Icing inhibitor conforming to MIL-I-85470 is
replacing the MIL-I-27686 version. The use of MIL-I-
27686 icing inhibitor is acceptable until all supplies are
depleted. Adding PRIST during refueling operation shall
be done using accepted commercial mixing procedures.
The additive provides anti-icing protection and also
functions as a biocide to kill microbial growths in heli-
copter fuel systems.
2.87 APU OIL SYSTEM SERVICING. Servicing of the refill handpump is done when fluid level
decreases to the refill line on the fluid level sight gage, on
NOTE the side of the pump tank. When fluid level decreases to the
refill line, 1 quart of hydraulic fluid can be poured into the
Do not service the APU with DOD-L-85734 reservoir after removing the refill cap. Handpump reservoir
oil. If DOD-L-85734 oil is inadvertently level should be replenished only in 1 quart units.
added to the APU, drain the oil and add
MIL-L-7808 or MIL-L-23699 oil. Flushing 2.89 HYDRAULIC SYSTEMS SERVICING.
the system before refilling is not required.
Reservoirs (Figure 2-25) for the hydraulic systems are
a. The APU oil supply is in the APU gear box assem- on the hydraulic pump modules. Fluid level sight gages are
bly. The sump filler/oil dipstick port (T-62T-40-1) or cap visible on the side of each pump. All hydraulic pump res-
and fill to spill plug (GTC-P36-150) (Figure 2-25) are on ervoir capacities are 1 U. S. quart to the blue (black on
the left side of the gear box housing. some pumps) mark. When the indicator reaches the red area
(refill) point, 2/3 of a pint is required to return the indicator
b. When the APU is cool to the touch the COLD side of to the green mark. The fluid level indication is the 1/8 inch
the dipstick may be used, if the APU is hot to the touch the wide gold band at the outboard edge of the level piston. To
HOT side of the dipstick may be used. refill the reservoirs, the fluid is supplied from the manual
handpump. After flight, fluid in hydraulic systems will be
2.88 HANDPUMP RESERVOIR SERVICING. hot. Piston movement of up to 3/8 inch into the blue (black
on some pumps) (overfill) zone is acceptable. When piston
is beyond this limit, bleed off enough fluid to bring piston
CAUTION back to 3/8 inch above fill limit. To replenish the pump
reservoir fluid, do the following:
1. Unscrew handpump lid and pour in clean hy-

Do not allow reservoir level to fall below
draulic fluid, MIL-H-83282, until pump is full.
refill line.
2-94 Change 10
TM 1-1520-237-10
Make sure you can always see oil in pump res- NOTE
ervoir window while servicing, so not to pump
air into pump module’s reservoir. Keep filling. Remove the dipstick, clean and reinsert to
obtain correct reading.
2. Make sure pump cover is clean, then screw lid
on tight.
a. Single scale dipstick is for checking cold oil levels.
3. Turn selector valve to desired reservoir to be Wait at least 2 hours after shutdown to check oil. If oil
filled. OUT 1 is left pump module, OUT 2 is level must be checked when hot (immediately to 1/2 hour
right pump module, and OUT 3 is backup after shutdown), oil level will read about 1/2 inch low
pump module. (halfway between full and add mark or 1/2 inch below add
mark).
4. While holding selector valve handle down,
crank pump handle on handpump clockwise b. Dual scale dipstick is for checking cold or hot oil
and fill desired hydraulic pump module until levels. Use appropriate scale when checking oil level. Read
forward end of piston in reservoir window is at hot side of dipstick when checking hot oil (immediately to
forward end of green decal on reservoir hous- 1/2 hour after shutdown), or cold side of dipstick when
ing. checking cold oil (at least 2 hours after shutdown).
5. Check that reservoirs stay full (forward end of 2.92 TAIL AND INTERMEDIATE GEAR BOX SER-
piston at forward end of green decal), with fluid VICING.
at ambient temperature 1 hour after flight.
The intermediate gear box oil level sight gage (Figure
6. Make sure area remains clean during procedure. 2-25) is on the left side of the gear box. The tail gear box
oil level sight gage is on the right side.
7. Stow selector valve handle in OUT 4 (capped
off) position. 2.93 PARKING.
8. Turn on electrical power. The methods used to secure the helicopter for temporary
periods of time will vary with the local commands. The
9. Check caution panel for #1 RSVR LOW, #2 minimum requirements for parking are: gust lock engaged
RSVR LOW, and BACK-UP RSVR LOW and wheel brakes set, tailwheel locked, and wheels properly
lights are off. chocked. For extended periods of time, engine inlet covers,
exhaust covers, and pitot covers should be installed, and
2.90 RESCUE HOIST LUBRICATION SYSTEM stabilator slewed to 0°. When required, the ignition system
SERVICING. and the doors and window should be locked.
Servicing of the rescue hoist lubrication system consists 2.94 PROTECTIVE COVERS AND PLUGS.
of replacing automatic transmission fluid in the boom head
and the gear box (Figure 4-25) until oil level sight gages The covers and plugs (Figure 2-26) protect vital areas
indicate full. from grit, snow, and water. The protected areas are avionics
compartment air inlet, engine air inlet/accessory bay, en-
2.91 MAIN TRANSMISSION OIL SYSTEM SERVIC- gine and APU exhausts, pitot tubes, IRCM transmitter and
ING. APU air inlet and main transmission oil cooler exhaust.
Covers and plugs should be installed whenever the helicop-
The transmission oil supply is in the sump case with the ter is to be on the ground for an extended period of time.
filler port and dipstick gage (Figure 2-25), on the right rear Each cover may be installed independently of the others.
of the main module. When filling is required, oil is poured
through the filler tube on the main module case, and oil 2.95 MOORING.
level is checked by a dipstick, marked FULL and ADD, or
FULL COLD and ADD on one side of the dipstick and Mooring fittings are installed at four points on the heli-
FULL HOT and ADD on the other side. Check oil level as copter (Figure 2-26). Two fittings are at the front of the
follows: fuselage, one above each main landing gear strut, and two
Change 9 2-95
TM 1-1520-237-10
at the rear, one attached to each side of the aft transition 3. Repeat steps 1. and 2. for each remaining blade.
section. These fittings are used to tie down the helicopter
when parked, and wind conditions require it. 4. Turn blade to about 45° angle to centerline of
helicopter and engage gust lock.
2.95.1 Mooring Instructions. Refer to TM 1-1500-
250-23 for mooring instructions.
CAUTION
2.95.2 Main Rotor Tiedown. Tiedown of the main ro-
tor should be done when the helicopter will be parked for a
period of time or when actual or projected wind conditions
Do not deflect main rotor blade tips more
are 45 knots and above. To tiedown main rotor blades, do
than 6 inches below normal droop posi-
this:
tion when attaching tiedowns. Do not tie
down below normal droop position.
1. Turn rotor head and position a blade over cen-
terline of helicopter. Install tiedown fitting into
5. Attach tiedown ropes to helicopter as shown in
receiver while pulling down on lock release
Figure 2-26. To release tiedown fitting, pull
cable. Release cable when fitting is installed in
down on lock release cable and remove fitting
blade receiver.
from blade.
2. Uncoil tiedown rope.
2-96 Change 1
TM 1-1520-237-10
APU EXHAUST
IRCM TRANSMITTER PLUG
APU AIR INLET,
PITOT TUBE COVER AND TRANSMISSION
AND WARNING STREAMER OIL COOLER COVER
(LEFT AND RIGHT SIDE)
ENGINE EXHAUST
PLUGS (LEFT AND HELICOPTER TAIL
ROTOR BLADE
A TIEDOWN ROPE RIGHT SIDE) TIEDOWN CABLE
(LEFT AND RIGHT
(ON EACH BLADE) SIDE)
AVIONICS ENGINE AIR INLET / ACCESSORY

COMPARTMENT BAY COVER
AIR INLET COVER (LEFT AND RIGHT SIDE)
B
HELICOPTER TIEDOWN CABLE
(LEFT AND RIGHT SIDE)
MAIN ROTOR FITTING ASSEMBLY

BLADE
WARNING LOCK RELEASE

STREAMER CABLE
B A
LANDING GEAR RECEIVER

DRAG STRUT
LOCK ASSEMBLY
TIEDOWN ROPE
WARNING
STREAMER
HT
G
LOCK RELEASE
M
CABLE
RE
TIEDOWN LINE
(LEFT AND
RIGHT SIDE)
AA0522A
SA
Figure 2-26. Mooring
2-97/(2-98 Blank)
TM 1-1520-237-10
CHAPTER 3
AVIONICS
Section I GENERAL
3.1 DESCRIPTION. 3.2 AVIONICS EQUIPMENT CONFIGURATION.
The avionics subsystem consist of the communications Equipment configuration is as shown in Table 3-1.
equipment providing VHF-AM, VHF-FM, and UHF-AM
communications. The navigation equipment includes, LF- 3.3 AVIONICS POWER SUPPLY.
ADF, VOR, ILS, marker beacon, Doppler UH , Doppler/
GPS UH , or Integrated Inertial Navigation System Primary power to operate the avionics systems is pro-
EH VHF-FM homing is provided through the No. 1 vided from the No. 1 and No. 2 dc primary buses and the dc
VHF-FM communication radio. Transponder equipment essential bus, and No. 1 and No. 2 ac primary buses (Figure
consists of a receiver-transmitter with inputs from baromet- 2-20). When operating any of the avionics equipment, he-
ric altimeter for altitude fixing. Absolute height is provided licopter generator output must be available or external ac
by a radar altimeter. Each antenna will be described with its power connected. Function selector switches should be at
major end item, and locations as shown in Figure 3-1. OFF before applying helicopter power.
Table 3-1. Communication/Navigation Equipment
FACILITY NOMEN- USE RANGE CONTROL REMARKS

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

cation system control members and control of navigation within heli- console,
C-6533/ and communication radio. copter crewchief/
ARC gunner’s stations
and troop com-
mander’s station
at center of cabin
overhead with
handset
Change 1 3-1
TM 1-1520-237-10
Table 3-1. Communication/Navigation Equipment (Cont)

CLATURE LOCATION
FM communi- Radio set Two-way voice communications; *Line of Lower console FM No. 1
cations (If in- AN/ARC- FM and continuous-wave homing sight transmitter
stalled) UH 114A frequency range 30 through 75.95 may be used
VHF-FM MHz. only in heli-
No. 1 copters serial
No. 79-23273
and subse-
quent and
those helicop-
ters modified
by MOD 99-
122 and 99-
122-1.
FM communi- Radio Set Same as No. 1 VHF-FM, except no Lower console

cations (If in- AN/ARC- homing is provided.
stalled) UH 114A
VHF-FM
No. 2
VHF commu- Radio Set Two-way voice communications in *Line of Lower console Radio Set AN/
nications (If AN/ARC- the frequency range of 116.000 sight ARC-115 may
installed) UH 115A through 149.975 MHz. be installed on
VHF-AM some helicop-
ters.
VHF AM and Radio Set Two-way voice communications in *Line of Lower console VHF-FM No.
FM communi- AN/ARC- the frequency range 30.0 through sight UH , ECM opera- 2 Provisional.
cations (If in- 186(V) 87.975 MHz and 116.0 through tor’s station
stalled) VHF- 151.975 MHz range. 108.0 through EH
AM/FM 115.975 MHz receive only.
FM communi- Radio Set Two-way voice communications, *Line of Lower console VHF-FM No.
cations AN/ARC- homing, frequency hopping in 30.0 sight 1/2 and MEP
201 - 87.975 MHz range. VHF-FM.
VHF-FM
Improved Fre- IFM Am- Variable RF power amplifier; in- FM 1 ARC-201 Amplifier con-
quency Modu- plifier AM- creases output from FM 1 (2.5, 10 control box trol C-11188A
lation Ampli- 7189A/ or 40 watts out.) used only
fier ARC when ARC-
186 is in-
stalled EH .
3-2 Change 8
TM 1-1520-237-10

CLATURE LOCATION
UHF commu- Radio- Two-way voice communications in *Line of Lower console

nications Transmitter the frequency range of 225.000 to sight UH , DF opera-
Radio, RT- 399.975 MHz. tor’s station EH

1167/ARC-
164(V)
UHF-AM
Radio, RT- HAVE QUICK Lower console

1167C/ UH
ARC-
164(V)
UHF-AM
Radio, RT- HAVE QUICK II Lower console

1614/ARC- UH
164(V)
UHF-AM
Tunable di- TD-1336/A Allows narrow band use of guard Beneath seat of
plexer EH channel. copilot
High fre- Radio Set Two way voice communications in *Over the Lower console
quency com- AN/ARC- the frequency range of 2 to 29.9999 horizon UH
munications 220 MHz.
Voice security TSEC/ Secure communications. Not appli- Lower console Can be used
system KY-58 cable with FM1,
FM2 and
UHF-AM.
Voice security TSEC/KY- Secure communications. Not appli- Rear lower con- Used with HF
system 100 cable sole AN/ARC-220.
Automatic di- Direction Radio range and broadcast recep- *50 to 100 Lower console AN/ARN-
rection finding Finder Set tion; automatic direction finding miles range 149(V) tun-
AN/ and homing in the frequency range signals. able, 100 to
ARN-89 (if of 100 to 3000 kHz. 2199.5 kHz.
installed)
AN/ARN-
149(V) (if
installed)
Change 8 3-3
TM 1-1520-237-10

CLATURE LOCATION
VOR/LOC/ Radio Re- VHF navigational aid, VHF audio *Line of Lower console AN/ARN-
GS/MB receiving Set reception in the frequency range of sight 147(V) tun-
ceiving set AN/ARN- 108 to 117.95 MHz and marker able, 108 to
123(V) (if beacon receiver operating at 75 126.95 kHz.
installed) MHz.
AN/ARN-
147(V) (if
installed)
Doppler navi- Doppler Provides present position or desti- Lower console

gation set UH Navigation nation navigation information in
Set AN/ latitude and longitude (degrees and
ASN-128 minutes) or Universal Transverse
Mercator (UTM) coordinates.
Doppler/GPS Doppler/ Provides present position or desti- Lower console Doppler

navigation set GPS Navi- nation navigation information in ONLY or GPS
UH gation Set latitude and longitude (degrees and ONLY navi-
AN/ASN- minutes) or Military Grid Refer- gation is se-
128B ence System (MGRS) coordinates. lectable from
Combined Mode is prime (default) CDU.
mode of operation where the GPS
updates Doppler present position.
When Doppler is in memory (if not
available), the system switches to
GPS only mode. If GPS is jammed
and/or becomes unavailable, the
system automatically switches to
the Doppler only mode. These
modes of operation may also be se-
lected manually.
Integrated In- AN/ASN- Navigational Aid. Lower console

ertial Naviga- 132(V)
tion System
(IINS)
EH
Magnetic Gyro Mag- Navigational Aid. Lower console

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

friend or foe der Set AN/ to a ground-based IFF radar Inter- sight
APX- rogator system.
100(V)
3-4 Change 4
TM 1-1520-237-10

CLATURE LOCATION
Absolute al- Radar Al- Measures absolute altitude. 0 to 1500 Instrument panel
timeter timeter AN/ feet
APN-209
NOTE
*Range of transmission or reception depends upon many variables including weather

conditions, time of day, operating frequency, power of transmitter and altitude of the
helicopter.
Change 4 3-5
TM 1-1520-237-10
TROOP
COMMANDERS VHF / FM
UH60A/UH60L HELICOPTERS
VHF−FM
VHF−FM NO. 2
NO. 1 /
ANTENNA
VHF−AM
TRANSPONDER (IFF)
GPS ANTENNA ANTENNA (TOP)
INFRARED
COUNTERMEASURE
TRANSMITTER
VOR / LOC ANTENNA

(SAME BOTH SIDES)
HF ANTENNA
VHF−FM HOMING ANTENNA

(SAME BOTH SIDES)
RADAR WARNING
ANTENNA
MARKER
GLIDE BEACON
SLOPE DOPPLER RADAR ANTENNA RADAR
ANTENNA ANTENNA LF / ADF LOOP WARNING
WARNING ANTENNA
ANTENNA ANTENNA
UHF COMM
ANTENNA
RADAR
TRANSPONDER (IFF) WARNING
ANTENNA (BOTTOM) ANTENNA
RADAR VHF−FM NO. 2, VHF−AM
ALTIMETER LF / ADF SENSE ANTENNA
ANTENNA
BOTTOM VIEW AA0355_1
SA
Figure 3-1. Antenna Arrangement (Sheet 1 of 2)
3-6 Change 5
TM 1-1520-237-10
MISSION VHF / FM
2ND BITE ANTENNA
EH60A HELICOPTERS
VHF−FM NO. 1
DF ANTENNA
INFRARED
COUNTERMEASURE
TRANSMITTER
DF ANTENNA
VOR / LOC ANTENNA

(SAME BOTH SIDES)
TRANSPONDER (IFF)
ANTENNA (TOP)
VHF−FM HOMING ANTENNA

(SAME BOTH SIDES)
MEP VHF−FM /
RADAR WARNING UHF VOICE LINK
ANTENNA ANTENNA RADAR
WARNING
GLIDE MARKER ALQ−156 ANTENNA
SLOPE RADAR BEACON ANTENNA
ALQ−156 WARNING ANTENNA
ANTENNA ANTENNA DF ANTENNA
ANTENNA LF / ADF LOOP
ALQ−162 ANTENNA
ANTENNA
MEP UHF ECM
DATA LINK ANTENNA
ANTENNA
VHF−FM
NO. 2
AIRCRAFT TAC
UHF COMM ANTENNA ALQ−156 DF
ANTENNA ANTENNA ANTENNA
TRANSPONDER (IFF) RADAR ALQ−162
ALQ−156 VHF−AM LF / ADF WARNING ANTENNA
ANTENNA RADAR SENSE ANTENNA ANTENNA (BOTTOM)
ANTENNA
ALTIMETER
ANTENNA
BOTTOM VIEW AA0355_2
SA
Figure 3-1. Antenna Arrangement (Sheet 2 of 2)
Change 5 3-7
TM 1-1520-237-10
Section II COMMUNICATIONS
3.4 INTERCOMMUNICATION SYSTEM C-6533() RECEIVER SELECTOR

/ARC. SWITCH
Five intercommunication system (ICS) controls provide ON ON

1 2 3 4 5 AUX NAV
interior intercommunication capability between crew mem-
bers and with the troop commander’s position. They also
OFF OFF
provide a means by which the pilot and copilot may select 2 3
C C
and control associated radio equipment for voice transmis- O
1 4 O
sion and reception. Additional audio circuits may also be M ICS 5 N
M VOL HOT MIKE T
selected for constant monitoring. When the communication
control is operated in conjunction with equipment listed in
Table 3-1, it is used to select associated radio equipment OFF
for voice operations. The operator may select any one of
five transmitters (Figure 3-2), and/or any or all of five re- TRANSMITTER
ceivers to monitor. Four direct-wired audio circuits allow SELECTOR AA0523
SWITCH SA
continuous monitoring. Hands-free intercommunication is
provided by a hot mike feature. An exterior jack is to the Figure 3-2. Intercommunication Control Panel
front and below each gunner’s window. When the C-6533/ARC
walkaround cord is connected to it, the crewchief can com-
municate with the interior of the helicopter or with the other
exterior jack through thecrewchief/gunner’s control panels. CONTROL/ FUNCTION
A placard installed on the instrument panel and above each INDICATOR
troop-cargo compartment ICS station control panel indi- NAV Connects ADF/Marker Beacon au-
cates which receiver is selected when a selector switch is dio to the headphone.
placed ON. Power for the intercommunication system is VOL control Adjusts headphone volume level.
provided from the dc essential bus through circuit breakers,
Transmitter sel-
marked ICS PILOT and ICS COPILOT.
ector switch
3.4.1 Controls and Functions. Controls for the
ICS Enables intercom operation when
intercom/radios are on the front panel of the unit (Figure
keyed.
3-2). The function of each control is as follows:
1 Enables FM 1 transmission when
keyed.
2 Enables UHF transmission when
CONTROL/ FUNCTION
keyed.
INDICATOR
3 Enables VHF transmission when
Receiver selector
keyed.
switches (ON)
4 Enables FM 2 transmission when
1 Connects FM 1 receiver to the keyed (provisions).
headphone. 5 Enables HF transmission when
2 Connects UHF receiver to the head- keyed.
phone. HOT MIKE Enables intercom transmission
3 Connects VHF receiver to the head- switch without manual key.
phone.
4 Connects FM 2 receiver to the 3.4.2 Intercommunication Keying System. Keying
headphone. of the ICS system is done by these controls:
5 Connects HF receiver to the head-
phone. a. Pilot or copilot station. An ICS or RADIO switch on
AUX Connects VOR/LOC audio to the the top of each cyclic stick, or by a switch on the floor at
headphone. the pilot’s left and the copilot’s right foot (Figure 2-4).
Pages 3-8.1 through 3-10 deleted.

3-8 Change 10
TM 1-1520-237-10
b. Crewchief/Gunner and Left Gunner. A pushbutton at 2. RADIO push-to-talk switch on cyclic stick, or
the end of the ICS cord or the exterior walkaround cord, foot-operated push-to-talk switch - Press; speak
and foot switches on each side of the helicopter at the into microphone while holding switch; release
crewchief/gunner’s and left gunner’s station. to listen.
c. Troop commander. A push switch on the handset at 3.4.4.1 Crewchief/Gunner.

the troop commander’s station.
1. Transmitter selector - Desired position, 1
3.4.3 Modes of Operation. through 5.
3.4.3.1 Primary Operation Check. There are several 2. Push-to-talk switch on headset-microphone
methods of intercommunication operation. In all cases, no cord, or foot-operated push-to-talk switch -
operator action is required to receive intercom signals other Press, speak into microphone while holding
than adjusting the VOL control for a comfortable level at switch, release to listen.
the headset.
3.4.4.2 Troop commander.
3.4.3.2 Intercommunication (All Stations).
1. Transmitter selector - Desired position 1
through 5.
1. Transmitter selector switch ICS for pilot and
copilot when using foot switch, any position
2. Transmitter key switch on handset - Press,
when using cyclic switch, ICS for crewchief/
speak into microphone while holding switch,
gunner, gunner, and troop commander.
release to listen.
2. Key switch - ICS switch on pilot’s or copilot’s 3.4.5 Receiver Selection.
cyclic, or foot switch at pilot’s, copilot’s or
crewchief/gunner, gunner positions, or push-to- 1. Receiver selector switch(es) - ON as desired.
talk button on crewchief/gunner’s ICS cord,
push-to-talk switch on troop commander hand- 2. Adjust volume to a comfortable listening level.
set press, speak into microphone and listen for
sidetone, release to listen. 3.5 DELETED.
3.4.3.3 External Radio Communication. All stations 3.6 DELETED.

of the helicopter are capable of external radio communica-
tions. 3.7 RADIO SET AN/ARC-186(V).
3.4.4 Pilot and Copilot. Radio Set AN/ARC-186(V) (Figure 3-5) is a lightweight
multichannel airborne radio communications set, which
1. Transmitter selector - Desired position, 1 provides transmission, reception and retransmission of am-
through 5. plitude modulated (AM), frequency modulated (FM) radio
Change 10 3-11
TM 1-1520-237-10
communications, and FM directional finding (homing) with 3.7.2 Controls and Functions. Controls for the AN/
installation of other associated equipment. AM reception ARC-186(V) are on the front panel of the unit (Figure 3-5).
only is provided on frequencies between 108.000 and The function of each control is as follows:
115.975 MHz. Installation of the AN/ARC-186(V) in the
UH-60A helicopter is a VHF-AM and/or VHF-FM instal-
CONTROL FUNCTION
lation(s). The transceiver has a tunable main receiver and
transmitter which operates on any one of 1,469 AM dis-
crete channels, each spaced 25 kHz apart within the fre- 0.025 MHz Rotary switch. Selects rt frequency
quency range of 116.000 through 151.975 MHz, or 30.000 selector in 0.025 MHz steps. Clockwise
through 87.975 MHz FM, providing 2,319 channels. FM rotation increases frequency.
homing operations within the 30 through 87.975 MHz band.
The fixed guard channels are between 116.000 and 151.975 0.1 MHz selector Rotary switch. Selects rt frequency
MHz AM (usually 121.500 MHz), and between 30.000 and in 0.1 MHz steps. Clockwise
87.975 MHz FM (usually 40.500 MHz). The guard fre- rotation increases frequency.
quencies are preset and only require selection by the 1.0 MHz selector Rotary switch. Selects rt frequency
frequency/emergency select switch. Frequencies can be in 1.0 MHz steps. Clockwise
preset for 20 channels. VHF-AM installations cannot be rotation increases frequency.
used to transmit VHF-FM signals. If an AM frequency is
selected on an FM only installation, an audible tone would 10 MHz selector Rotary switch. Selects rt frequency
be heard, warning the pilot of an out-of-band frequency in 10 MHz steps from 30 to 150
selection. The same is true in the case of selection of an FM MHz. Clockwise rotation increases
frequency on an AM installation. Keying the microphone frequency.
for voice transmission when in DF (homing) mode will
Preset channel Selects preset channel from 1 to 20.
disable the homing function while the mic is keyed. In DF
selector Clockwise rotation increases
mode, audio reception is distorted. When using secured
channel number selected.
speech and EMER FM or AM is selected, secure speech
function will be disabled to enable normal voice communi- Volume control Potentiometer. Clockwise rotation
cations. Power to operate the AN/ARC-186(V) radio is pro- increases volume.
vided from the No. 2 dc primary bus through a circuit
breaker, marked VHF-AM for the AM radio, and from the Squelch disable/ Three-position switch. Center
No. 1 and No. 2 dc primary buses, respectively, through tone select position enables squelch, SQ DIS
circuit breakers marked NO. 1 VHF-FM and NO. 2 position disables squelch,
VHF-FM for the No. 1 and No. 2 VHF-FM radios. momentary TONE position
transmits tone of approximately
1000 Hz.
3.7.1 Antennas.
Frequency Four-position rotary switch. PRE
control/ position enables preset channel
a. UH The VHF-AM antenna is on top of the tail rotor emergency select selection, MAN position enables
pylon (Figure 3-1). The antenna operation is shared with switch manual frequency selection,
No. 1 VHF-FM. The No. 2 VHF-FM communications an- EMER AM or FM selects a
tenna is within the leading edge fairing of the tail pylon prestored guard channel (FM not
drive shaft cover. The two FM homing antennas used with used in helicopters with panel-
the No. 1 VHF-FM radio are on each side of the helicopter mounted transceiver).
fuselage, just behind the cockpit doors.
NOTE
Selecting EMER AM or FM
b. EH The VHF-AM antenna is under the nose section automatically disables the secure
(Figure 3-1). The antenna operation is shared with ADF
speech function and enables normal
sense. No. 1 VHF-FM communications antenna is within
voice communication.
the leading edge fairing of the tail pylon drive shaft cover.
No. 2 VHF-FM communications antenna is under the nose, Mode select Three-position rotary switch. OFF
forward of VHF-AM antenna. The two FM homing anten- switch position disables receiver/
nas used with the No. 1 VHF-FM radio are on each side of transmitter, TR position enables
the helicopter fuselage, just behind the cockpit doors. transmit/receive modes. DF
position enables FM homing.
3-12
TM 1-1520-237-10
10.0 MHZ 1.0 MHZ 0.1 MHZ

INDICATOR INDICATOR SELECTOR
10.0 MHZ 1.0 MHZ 0.1 MHZ 0.025 MHZ

SELECTOR SELECTOR INDICATOR INDICATOR
0.025 MHZ
SELECTOR
PRESET CHANNEL
INDICATOR
15 1 5 25 PRESET CHANNEL
SELECTOR
VOLUME
CONTROL
CHAN
FREQUENCY EMER
CONTROL / FM 20
MAN
EMERGENCY
SELECT SWITCH AM PRE VOL
SNAP−ON
V COVER
S
H Q T
O
F D
N
I
DF S E
TR WB LOCK 1 6 11 16
OUT
2 7 12 17
NB FM AM
OFF 3 8 13 18
MEM 4 9 14 19
AM
MODE SQUELCH LOAD
FM 5 10 15 20
SELECT SQUELCH
SWITCH
SQUELCH AM BANDWITH / FM SQUELCH BAND LOCKOUT

DISABLE / SQUELCH MEM LOAD CONTROL SWITCH
TONE CONTROL SWITCH
SELECT
(PANEL−MOUNTED TRANSCEIVER) AA0361_1

SA
Figure 3-5. VHF Control AN/ARC-186(V) (Sheet 1 of 2)
3-13
TM 1-1520-237-10
VOLUME 10.0 MHz 1.0 MHz 0.1 MHz 0.025 MHz

CONTROL INDICATOR INDICATOR INDICATOR INDICATOR
10.0 MHz 1.0 MHz 0.1 MHz

SELECTOR SELECTOR SELECTOR
SQUELCH
DISABLE /
TONE SELECT
V
O 14 1 0 50 C
L O
S T M
Q O M
D N
I E
S EMER 0.025 MHz
FM AM PRESET SELECTOR
DF
MAN LOAD 9
PRE TR
FREQUENCY OFF
CONTROL
SELECT
SWITCH MODE
SELECTOR
SWITCH
LOAD PRESET PRESET
PUSHBUTTON CHANNEL CHANNEL
SWITCH INDICATOR SELECTOR
THUMBWHEEL
AA0361_2A
SA
Figure 3-5. VHF Control AN/ARC-186(V) (Sheet 2 of 2)
CONTROL FUNCTION CONTROL FUNCTION
Bandwidth/ Three-position switch NB (NAR- FM SQUELCH Screwdriver adjustable potentiom-

MEM LOAD ROW) position enables narrow- control (On heli- eter. Squelch overridden at maxi-
(On helicopters band selectivity WB (WIDE) en- copters with mum counterclockwise position,
with panel- ables wideband selectivity in the panel-mounted clockwise rotation increases input
mounted trans- FM band, momentary MEM transceiver). (Use signal required to open the squelch.
ceiver). On heli- LOAD position allows manually of control is a
copters with half- selected frequency to go into se- maintenance
size remote lected preset channel memory. function).
control panel, the
Band LOCK- Screwdriver settable three-position
memory switch is
OUT switch (On switch. Center position enables
labeled LOAD.
helicopters with both AM and FM bands, AM posi-
Bandwidth
panel-mounted tion locks out AM band, FM posi-
switch is inacces-
transceiver). (Use tion locks out FM band. (Band
sible.
of control is a lockout is indicated by a warning
AM SQUELCH Screwdriver adjustable potentiom- maintenance tone.)
control (On heli- eter. Squelch overridden at maxi- function).
copters with mum counterclockwise position,
panel-mounted clockwise rotation increases input 3.7.3 Modes of Operation. Depending on the settings
transceiver). (Use signal required to open the squelch. of the operation controls, the radio set can be used for these
of control is a modes of operation:
maintenance
function).
3-14
TM 1-1520-237-10
a. Two-way voice, normal (TR). b. DF mode check.
b. When voice security system is installed, refer to para- (1) Select frequency of station to be used for
graph 3.11. homing.
c. Constant monitoring of guard channel 121.5 MHz (2) Mode select switch - DF.
only.
(3) Frequency control select switch - MAN or
d. Guard receive and transmit only (EMER). PRE as desired.
3.7.3.1 Starting Procedure. Before starting radio set,
(4) Check for homing indication.
check settings of controls that pertain to communication
equipment. With dc power applied, radio set is turned on
c. Squelch disable/tone check.
with mode selector (Figure 3-5) in any position other than
OFF or EMER.
(1) Select SQ DIS - Check for noise.
3.7.3.2 Operational Check. Select mode and commu-
nicate with or direction to the ground station on selected (2) Select momentary TONE, check for tone
frequencies in low, middle, and high range of applicable of about 1000 Hz.
frequency band. Check the action of the volume control and
note that the selected frequencies are heard loud and clear. d. Preset channel load.
Check that adequate sidetone is audible during all transmis-
sions. (1) Mode select switch - TR.
a. Communications mode check: (2) Frequency control select switch - MAN.
(1) Mode select switch - TR. (3) Set MHz frequency for desired channel and
rotate PRESET channel to number to be
(2) Select out-of-band frequency to check used with that frequency using channel se-
warning. (On helicopters with panel- lector thumbwheel.
mounted transceivers.)
(4) LOAD button - Press and release.
(3) Select frequency of station to be used for
check, MAN or PRE as desired. (5) Repeat steps 3. and 4. for other preset
channels.
(4) Communicate with check station.
NOTE 3.7.3.3 Operation.
Transmitting with the AN/ARC-186 FM#2 3.7.3.4 TR Mode AM or FM as Applicable.

radio may cause the LF-ADF (AN/ARN-89)
bearing pointer to deflect and lose audio 1. Set OFF-TR-DF switch to TR.
when tuned to a station 400 kHz or below.
Releasing the transmitter key allows the LF- 2. Set frequency control select switch to MAN or
ADF receiver to return to the normal audio PRE.
and bearing indication.
3. Rotate four MHz selectors to desired frequency
Transmitting with the AN/ARC-186 or set PRESET channel number as desired.
VHF/AM radio on frequencies from 120
MHz and above may cause the LF-ADF 3.7.3.5 Emergency Mode AM or FM as Applicable.
(AN/ARN-89) bearing pointer to deflect and
lose audio when tuned to a station below 1. Mode select switch - TR or DF.
1500 kHz. Releasing the transmitter key al-
lows the LF-ADF receiver to return to the 2. Frequency mode selector switch - EMER AM
normal audio and bearing indication. or FM as applicable.
Change 5 3-15
TM 1-1520-237-10
3.7.3.6 DF (Homing) Mode.
1. Mode select switch - DF.
2. Frequency control select switch - MAN or LOW NORM

F FAULT
PRE. M TEST HIGH VPA RF IN
LAMP
3.7.3.7 Retransmission Mode. Do a retransmission
OFF
check as follows:
NOTE
Do not disable squelch when retransmit

switches are in retransmit position. Squelch
level is used to key transmitter for retrans- AA9242
SA
mission.
Figure 3-6. IFM Amplifier Control
1. Establish two base stations at unrelated fre-
quencies.
CONTROL FUNCTION
2. Set appropriate receiver-transmitter to desired
retransmit frequency.
NORM (Normal power) - 10 watts.
3. Place RADIO TRANSMISSION selector HIGH (High power) - 40 watts.
switch to radios to be used.
4. Establish communication between base stations 3.8 RADIO SET AN/ARC-201 (VHF-FM) (IF IN-
through aircraft radios. STALLED).
5. Note that selected frequencies are heard loud Radio set AN/ARC-201 (Figure 3-7) is an airborne, very
and clear and that received audio is present and high frequency (VHF), frequency modulated (FM), radio
clear at each crew station. receiving-transmitting set compatible with the Single Chan-
nel Ground Airborne Radio Sets (SINGCARS) Electronic
3.7.4 Stopping Procedure. Mode Selector - OFF. Countermeasures (ECCM) mode of operation. The set pro-
vides communications of voice and data, secure or plain
3.7.5 IFM Amplifier Control. text, and homing over the frequency range of 30 to 87.975
MHz channelized in 25 Khz steps. A frequency offset tun-
NOTE ing capability of -10 Khz, -5 Khz, +5 Khz and +10 Khz is
provided in both transmit and receive mode; this capability
IFM amplifier control installed in EH-60A is not used in ECCM mode. The set when used in conjunc-
helicopters with ARC-186 as VHF-FM No. tion with the TSEC/KY-58 equipment, is used for receiving
1 (Figure 3-6). and transmitting clear-voice or X-mode communications.
An additional capability for retransmission of clear-voice
communications allows use of the set as a relay link. Dur-
ing retransmission, when one radio receives a signal, it
CONTROL FUNCTION sends a keying signal to the second radio and the first ra-
dio’s received audio modulates the second radio’s transmit-
ter. Use of the homing capability of the No. 1 FM radio set
OFF (Bypass amplifier) - 10 watts.
provides a steering output to the VSI course deviation
LAMP Tests indicator lights. pointer for steering indications. No. 1 VHF-FM receives
power from the dc essential bus through a circuit breaker
TEST Checks IFM amplifier.
LOW (Low power) - 2.5 watts.
3-16
TM 1-1520-237-10
marked NO. 1 VHF-FM. No. 2 VHF-FM receives power CONTROL FUNCTION

from the No. 1 dc primary bus through a circuit breaker
marked NO. 2 VHF-FM.
MODE
3.8.1 Antennas. HOM Homing antennas selected;
communication antenna
a. UH The No. 1 VHF-FM communications antenna is disconnected. Provides pilot with
on top of the tail rotor pylon (Figure 3-1). The No. 2 steering, station approach and
VHF-FM antenna is within the leading edge fairing of the signal strength indicators.
tail pylon drive shaft cover. The FM homing antennas, one
on each side of the fuselage, are used with FM No. 1 radio SC Single Channel. Operating
set. The troop commander’s antenna is on the upper trailing frequency is selected by PRESET
edge of the tail pylon. Refer to Chapter 4, Section 1 for use switch or keyboard entry.
of troop commander’s antenna.
FH Frequency Hopping. PRESET
switch positions 1-6 select
b. EH The No. 1 VHF-FM communications antenna is
within the leading edge fairing of the tail pylon drive shaft frequency parameters.
cover (Figure 3-1). The No. 2 VHF-FM antenna is under FH-M Frequency hopping-master selects
the nose section. The FM homing antennas, one on each control station as the time standard
side of the fuselage, are used with FM No. 1 radio set. the for communicating equipment.
troop commander’s antenna in on the upper trailing edge of
the tail pylon. Refer to Chapter 4, Section 1 for use of troop PRESET
commander’s antenna. MAN Used in single channel mode to
select any operating frequency in
3.8.2 Controls and Functions. Controls for the ARC- 25 Khz increments.
201 are on the front panel (Figure 3-7). The function of
each control is as follows: Positions 1-6 In SC mode, preset frequencies are
selected or loaded. In FH or FH-M
mode, frequency hopping nets are
CONTROL FUNCTION selected.
CUE Used by a non-ECCM radio to
OFF Primary power off; signal ECCM radio.
Memory battery power ON.
IFM RF PWR (VHF-FM No. 1 only)
TEST RT and ECCM modules are tested,
Results: GOOD or FAIL. NOTE
SQ ON RT on with squelch. This switch is inactive for VHF-
SQ OFF RT on with squelch disabled. FM No. 2, leave switch in OFF
position.
RXMT RT is receiving. Used as a radio
relay link. OFF (Bypass amplifier) - 10 watts.
LD Keyboard loading of preset LO (Low power) - 2.5 watts.

frequencies. NORM (Normal power) - 10 watts.
LD-V TRANSEC variable loading is HI (High power) - 40 watts.
enabled.
VOL control Adjust receiver volume to
Z-A Pull and turn switch. (Not an comfortable level.
operational position). Used to clear
the TRANSEC variable. KEYBOARD
STOW Pull and turn switch. All power Switches 1-9 To key in any frequency, load time
removed. Used during extended information or offsets.
storage.
3-17
TM 1-1520-237-10
PRESET IFM RF PWR
2 3 4 NORM HI
1 5 LO
MAN 6 OFF
CUE L E
1 2 3 FREQ
MODE
ERF HOM
4 5 6 SC
FUNCTION OFST
FH
RXMT FH−M
SQ OFF LD L
7 8 9 TIME
SQ ON LD−V
TEST Z−A
CLR H−Ld Sto
OFF STOW 0 ENT
VOL
AA9243
SA
Figure 3-7. FM Control AN/ARC-201
CONTROL FUNCTION b. Two-way voice, secure voice, when TSEC/

KY-58 is installed. Refer to paragraph 3.11.
FREQ Display current operating fre- c. Two-way voice, frequency hopping (FH or
quency during single channel FH-M). Secure voice can be used at the same
(manual or preset) operation. time if desired.
ERF/OFST Modify single channel operating
d. Homing (HOM).
frequency, manually selected or
preset, to include offsets of 65 Khz
e. Retransmission (Function - RXMT).
or 610 Khz.
TIME Used to display or change the time 3.8.4 Starting Procedure. The radio is capable of op-
setting maintained within each RT. erating in any of the modes indicated by the MODE selec-
tor switch (Figure 3-7) and retransmission on the FUNC-
STO Store or enter any frequency into TION switch.
RT; store a received HOPSET or
LOCKOUT set held in holding
memory. 3.8.4.1 Single Channel (SC) Mode.
0/LOAD Enter zeros; initiate transfer of 1. FUNCTION - SQ ON or SQ OFF.
ECCM parameters.
CLR Zeroize the display; clear erroneous 2. MODE - SC.
entries.
3. PRESET - MAN.
4. Push FREQ then CLR button. The display will

3.8.3 Mode of Operation. Depending on the setting of show all bottom dashes.
the operating controls, the radio set can be used for these
modes of operations: 5. Enter frequency - 5 digits.
a. Two-way voice, normal (SC).
3-18
TM 1-1520-237-10
6. Push STO button. The display will flash once deviation from the course to the transmit-
to acknowledge correctly entered frequency. ting station.
7. ICS transmitter selector - Position 1 (FM No.

c. Station passage will be indicated by course
1), or position 4 (FM No. 2).
deviation change and CIS MODE SEL
NAV switch light going out and HDG
8. Radio push-to-talk switch - Press to talk; re-
switch light going on.
lease to listen.
3.8.4.2 Enter Frequency into PRESET. 3.8.5 Retransmission (RXMT). Retransmission per-
mits helicopter to be used as an airborne relay (Figure
1. FUNCTION - LD. 3-12).
2. PRESET - Desired number 1 to 6. 1. FUNCTION - RXMT.
3. MODE - SC. 2. Frequency(s) - Select.
4. Push FREQ then CLR button. The display will 3. RADIO RETRANSMISSION selector switch
show all bottom dashes. - Set to radios used.
5. Enter frequency - 5 digits. 4. Establish communications between each relay

in helicopter and its counterpart radio at the
6. Push STO. The display will flash once. terminal station by using appropriate ICS
TRANS selector. If audio monitoring is desired,
7. Repeat steps 1. through 6. for each desired pre- adjust VOL control for suitable output.
set channel.
3.8.6 Stopping Procedure. FUNCTION - OFF.
3.8.4.3 Frequency Hopping (FH or FN-M) Mode.
3.9 DELETED.
1. MODE - FH or FH-M.
3.10 RECEIVER-TRANSMITTER RADIO, RT-1518C/
2. PRESET - Select net (1-6). ARC-164(V).
3. FUNCTION - SQ ON or SQ OFF. Receiver-Transmitter Radio, RT-1518C/ARC-164(V)

(Figure 3-8) is an airborne, ultra-high frequency (UHF),
3.8.4.4 Homing (HOM) Mode (FM No. 1 only). amplitude-modulated (AM), radio transmitting-receiving
(transceiver) set with Have Quick II (provides Have Quick
1. Enter or select frequency - MAN or PRESET. I and Have Quick II capabilities). Have Quick provides
electronic counter countermeasures (ECCM) which use a
2. MODE - HOM. frequency hopping scheme to change channels multiple
times per second. The RT-1518C/ARC-164(V) contains a
3. MODE SEL - FM HOME. multichannel, electronically tunable main transmitter and
receiver, and a fixed-tuned guard receiver. The main trans-
4. CIS MODE SEL - NAV. ceiver operates on any one of 7,000 channels, spaced in
0.025 MHz units in the 225.000 to 399.975 MHz UHF
5. Observe homing indicators on vertical situation military band. The guard receiver is always tuned to
indicator (VSI) (Figure 3-30). These are: 243.000 MHz. The radio is primarily used for voice com-
munications. An additional capability for retransmission al-
a. FM navigation (NAV) flag will move from lows use of the radio as a relay link. The radio interfaces
view, and will come into view if the re- with the Doppler/GPS Navigation Set (DGNS) AN/ASN-
ceived signal is too weak. 128B. Power to operate the ARC-164(V) radio is from the
dc essential bus through a circuit breaker marked UHF
b. A steering (course indicator) pointer moves AM.
either left or right about 5° to indicate any
Change 10 3-19
TM 1-1520-237-10
FREQUENCY /
A STATUS
INDICATOR CHANNEL
INDICATOR
FREQUENCY
COVER
CH FREQ 7 14
1 8 15
CHAN
2 9 16 CHANNEL
TEST 3 10 17 SELECTOR
DISPLAY 4 11 18
BUTTON 5 12 19
6 13 20
STATUS
TEST
DISPLAY STATUS BUTTON
FREQUENCY
SELECTOR 2
U
H
A
FREQUENCY 3
F
SELECTOR 1 2
FREQUENCY
VOL SELECTOR 5
PRESET
MAIN BOTH MNL GRD
FREQUENCY
OFF ADF SELECTOR 4
SQUELCH
T TONE OFF ON
MNL−PRESET−GRD
SELECTOR
MODE FREQUENCY VOLUME SQUELCH

SELECTOR SELECTOR 3 CONTROL SWITCH
MAIN ZERO FILL

SQUELCH SWITCH CONNECTOR
CONTROL
ZERO
F
MN SQ I
L
LOAD GD SQ
L
GUARD
LOAD SQUELCH
BUTTON CONTROL
AB2433
SA
Figure 3-8. UHF Control, AN/ARC-164(V)
3-20 Change 10
TM 1-1520-237-10
3.10.1 Antenna. CONTROL FUNCTION
TEST DISPLAY Lights all segments of the

WARNING button frequency/status and CHAN indi-
cator. Also used with T TONE
switch for manual clock start.
The antenna radiates electromagnetic
waves at dangerous frequencies. Comply
with the requirements of AR 40-583 be- Frequency/status Displays the individual frequency
fore using this equipment. indicator selector settings or any of the fol-
lowing operator prompts:
The UHF-AM antenna is under the fuselage transition
section (Figure 3-1) or EH under the fuselage below the REMOTE Not used.
copilot’s seat. The antenna provides a path for both the
VER/OP Indicates radio is in normal operat-
transmitted and received UHF communication signals. The
ing mode.
EH-60 AN/ALQ-151(V) mission package has two
UHF-AM radios that utilize the existing fuselage transition M-LOAD Indicates radio is in MWOD load
section conformal antenna for the voice link. The mission mode.
package also includes the data link antenna under the fuse-
lage where the cargo hook would normally be installed. ERASE Indicates radio is in MWOD erase
mode.
3.10.2 Tunable Diplexer. EH The tunable diplexer FMTCNG Indicates radio is in Frequency
(TD-1336/A) is connected between the antenna and the out- Management Training Change
put of the ARC-164(V). When properly tuned, the diplexer mode.
acts as a bridge network isolating signals of similar fre-
quency which share the same antenna. The diplexer allows FILL Indicates a keyfill device is con-
the guard channel in the ARC-164(V) guard receiver to be nected to the front panel FILL con-
monitored while other frequencies in the main transmitter- nector.
receiver are being used. WOD OK Indicates a valid WOD was suc-
cessfully received from the keyfill
3.10.3 Controls and Functions. Controls for the device.
ARC-164(V) are on the front panel of the unit (Figure 3-8).
The function of each control is as follows: BAD Indicates no WOD or a bad parity
WOD was received from the keyfill
device.
CONTROL FUNCTION
STATUS button Initiates an alternate display on the
frequency/status and CHAN indi-
CHAN indicator Displays selected channel when cator for five seconds.
MNL-PRESET-GRD selector is
set to PRESET, or displays se-
lected memory location when radio Frequency Selects 100s digit of frequency (ei-
is in the MWOD load mode or selector 1 (A, 3, 2 ther 2 or 3) in MHz in the single
FMT change mode. HQ only) frequency mode. Selects the desired
WOD elements or net number in AJ
Preset channel Selects one of 20 preset channels.
(Have Quick) mode.
selector Also selects the desired memory lo-
cation when radio is in the MWOD A Selects AJ mode (Figure 3-8).
load mode (20-14), manual TOD
entry mode (1), or FMT change 3 Allows manual selection of fre-
mode (20-5). quencies in the 300 MHz range
(3XX. XX).
Change 10 3-21
TM 1-1520-237-10
2 Allows manual selection of fre- T TONE switch Three position toggle switch:
quencies in the 200 MHz range middle position is off, and T and
(2XX. XX). TONE are spring loaded. When
placed in the TONE position, trans-
Frequency Selects 10s digit of frequency (0 mits a 1,020 Hz DF tone on the se-
selector 2 through 9) in MHz. Selects the de- lected frequency and stops when
sired WOD elements or net number switch is released. If radio TOD
in AJ (Have Quick) mode. clock is started, the TONE position
Frequency Selects units digit of frequency (0 transmits the TOD message data
selector 3 through 9) in MHz. Selects the de- followed by the DF tone. When
sired WOD elements or net number placed in the T position, enables re-
in AJ (Have Quick) mode. ception of TOD message for one
minute. The T TONE switch also
Frequency Selects tenths digit of frequency (0 initiates manual TOD clock start,
selector 4 through 9) in MHz. Selects the de- loads and erases MWOD elements,
sired WOD elements or net number and loads FMT-net operating fre-
in AJ (Have Quick) mode. quencies when radio is in the re-
Frequency Selects hundredths and thousandths spective MWOD operating mode.
selector 5 digits of frequency (.00, .25, .50, or VOL control Adjusts volume.
.75) in MHz. Selects the desired
WOD elements or net number in AJ SQUELCH Disables and enables squelch of
(Have Quick) mode. switch main receiver.
MNL-PRESET- Selects method of frequency selec-
GRD selector tion:
Mode selector Selects operating mode function:
MNL Allows manual selection of fre-
OFF Turns power off. quency using the five frequency se-
MAIN Enables main receiver and transmit- lectors.
ter. PRESET Allows selection of frequency from
BOTH Enables main receiver, transmitter, preset channels (1-20) using the
and guard receiver. channel selector. Along with
LOAD switch, also used when pro-
ADF Not used. gramming the 20 preset channels.
GRD Automatically tunes the radio main
receiver and transmitter to the
guard frequency (243.000 MHz),
and disables the guard receiver.
MN SQ control Adjusts level of squelch for main
receiver.
ZERO switch Erases all MWOD elements.
LOAD Loads frequency data displayed on
switch the frequency/status indicator into
preset channels 1-19 as selected by
channel selector. Preset channel 20
is reserved for loading MWOD op-
erating mode data (220.0XX).
3-22 Change 10
TM 1-1520-237-10
CONTROL FUNCTION 3. Common hopping pattern and rate.
4. Common net number.

GD SQ control Adjusts level of squelch for guard
receiver. The common frequencies are programmed into all Have
Fill connector Connects a keyfill device to radio Quick radios. Time synchronization is provided via UHF
for automatic loading of MWOD. radio and/or hardware by an external time distribution sys-
tem. A time-of-day (TOD) signal must be received from the
time distribution system each time the radio is turned on.
3.10.4 Modes of Operation. The radio has three differ- The hopping pattern and hopping rate are determined by
ent methods of frequency selection as determined by the the operator inserted word-of-day (WOD). In the AJ mode,
position of the MNL-PRESET-GRD selector. An explana- a communications channel is defined by a net number. In
tion of these three positions is given in paragraph 3.10.3. A addition to these Have Quick I capabilities, Have Quick II
procedure for programming the 20 preset channel numbers provides two new frequency tables; multiple word of day
to the desired frequencies is given in paragraph 3.10.5.7. (MWOD); MWOD erase capability; Frequency Manage-
The radio can operate in MAIN, BOTH, or ADF. ment Training net (FMT net) in addition to existing Train-
ing net (T net); and operational date information as part of
3.10.4.1 Normal Mode. The normal mode allows two- TOD for proper WOD initialization.
way voice communications.
3.10.4.7.1 Word Of Day (WOD). WOD is entered by
3.10.4.2 Secure Speech (x-mode) Mode. The secure using one or more of the six preset channels (15-20).
speech mode allows secure two-way voice communica-
tions. Operation is identical to the normal mode. 3.10.4.7.2 Multiple Word Of Day (MWOD). MWOD
allows loading of up to six WODs either manually or au-
3.10.4.3 ADF Mode. This mode is not normally used. tomatically (maintenance can load the radio using a keyfill
Transmission from the radio is normally not possible with device). Each WOD contains a unique date code that is
the mode selector in the ADF position. entered in memory location (channel) 14. The four MWOD
operating modes: VER/OP, M-LOAD, ERASE, and
3.10.4.4 1,020 Hz Tone Signal Mode. This mode al- FMTCNG are used to initiate various programming func-
lows transmission of a 1,020 Hz tone. tions.
3.10.4.5 Guard Channel Mode. The BOTH position 3.10.4.7.3 Time Of Day (TOD).
allows use of the main receiver while monitoring the guard
receiver. The guard receiver is always tuned to 243.000 NOTE
MHz.
Automatic TOD is provided from the
3.10.4.6 Retransmit Mode. Retransmission permits the Doppler/GPS Navigation Set (DGNS) AN/
helicopter to be used as an airborne relay link. Two RTs are ASN-128B.
required (Figure 3-12) for operation as a relay unit. Opera-
tion in the retransmit mode is identical to the normal mode. TOD allows radios to operate together in the AJ mode.
Transmission and reception are possible in both single fre-
3.10.4.7 Have Quick/Anti-Jam Mode. The Have quency and AJ modes. Slightly garbled but otherwise ac-
Quick II system provides jam resistant (anti-jamming) ca- ceptable communications indicate the radios have drifted
pability through frequency hopping. Frequency hopping is out of synchronization. A time update/resynchronization
when the frequency being used for a given channel is au- corrects this. If single WOD is used, an operational date is
tomatically changed at a rate common to the transmitter not necessary.
and receiver. The jam resistance of the system is due to the
automatic frequency changing and the pseudorandom pat- 3.10.4.7.4 TOD Clock Manual Start. When TOD from
tern of frequencies used. Certain criteria are necessary for a UTC (Universal Coordinated Time) source is not avail-
successful system operations. These are: able, the TOD clock can be manually started and used in
the AJ mode. The manually started TOD clock is set to a
1. Common frequencies. time completely independent of UTC. Other radios may
also communicate using this uncoordinated time once the
2. Time synchronization. time has been transmitted to all radios in the net.
Change 10 3-23
TM 1-1520-237-10
3.10.4.7.5 Net Number. The net number programs the 4. ICS transmitter selector switch - Position 2.
entry point in the AJ frequency hopping pattern, allowing
multiple radio net operations using a common WOD and 5. Establish communication by keying transmitter
TOD without interfering with each other. Selecting A with and speaking into microphone. Release to listen
frequency selector 1 places the radio in AJ mode and pro- and adjust volume for a comfortable level.
grams the radio to use the net number selected by frequency
selectors 2, 3, and 4. The net number begins with A and is
3.10.5.2 Secure Speech Mode.
followed by three digits (000 to 999).
Operational Net Numbers. The last two digits desig- 1. Refer to paragraph 3.11 for voice security sys-
nate the frequency table being used. Net numbers tem procedures.
ending in 00 select the original A-net and B-net fre-
quency table. Net numbers ending in 25 select the 2. Refer to 3.10.5.1 for normal mode procedures.
new NATO/Europe frequency table. Net numbers
ending in 50 select the new non-NATO/Europe fre- 3.10.5.3 1,020 Hz Tone Signal Mode.
quency table. Net numbers ending in 75 are reserved
for future use and will generate an invalid net alarm 1. Mode selector - MAIN.
(pulsating warning tone).
2. MNL-PRESET-GRD selector - As desired.
Training/FMT Net Numbers. T-net and FMT-net
training numbers are available for training purposes.
3. Frequency selector/channel selector - As de-
In the T-net training mode, the radio hops among five
sired.
frequencies loaded in with the WOD. In the FMT-net
training mode, the radio hops among sixteen frequen-
4. T TONE switch - Press to TONE to transmit
cies.
the 1,020 Hz signal.
3.10.4.7.6 Conference Capability. In the AJ mode,
the radio is able to receive and process two simultaneous 3.10.5.4 Guard (Emergency) Channel Mode.
transmissions on the same net. In a conference net, the
second transmitting radio automatically shifts its transmis- Guard frequency only:
sion frequency 25 kHz when it monitors a transmission on
the primary net frequency. The wide band receiver reads 1. Mode selector - BOTH.
both transmissions without the interference normally asso-
ciated with two radios transmitting simultaneously on the 2. MNL-PRESET-GRD selector - GRD (main
same frequency. Conference capability is enabled or dis- receiver and transmitter are both tuned to
abled by the last two digits of the WOD element loaded in 243.000 MHz).
memory location (channel) 19. If the WOD element ends
with 00 or 50, conferencing is enabled. If the WOD ele- Guard frequency and main (receiver/transmitter) fre-
ment ends with 25 or 75, conferencing is disabled. When quency:
operating in secure speech mode, conferencing is automati-
cally disabled. If operating in AJ mode on a single element 1. Mode selector - BOTH.
WOD (memory location (channel) 20 only), conferencing
is enabled by default. For training mode operation, confer- 2. MNL-PRESET-GRD selector - MNL or
encing is always enabled. PRESET.
3.10.5 Operation. 3. Frequency selector/channel selector - As de-

sired for main receiver/transmitter.
3.10.5.1 Normal Mode.
4. ICS transmitter selector switch - Position 2.
1. Mode selector - MAIN.
5. Establish communication by keying transmitter
and speaking into microphone. Release to listen
and adjust volume for a comfortable level.
sired.
3-24 Change 10
TM 1-1520-237-10
3.10.5.5 Retransmit Mode. 3.10.5.6.1 Manual WOD Loading.
1. RADIO TRANSMISSION selector - Set to NOTE

desired radios.
If power is lost, or if channel 20 is selected
2. Mode selector - MAIN. when the MNL-PRESET-GRD selector is
in the PRESET position, reinitialization of
3. MNL-PRESET-GRD selector - As desired. all WOD elements is necessary.
4. Frequency selector/channel selector - As de- Use of all channels may not be necessary.
sired. Any unused channels can be used to store
selected preset frequencies.
5. ICS transmitter selector switch - Position 2.
1. Mode selector - MAIN.
6. Establish communication between each relay
radio in helicopter and its counterpart radio link 2. MNL-PRESET-GRD selector - PRESET.
terminal station.
3. Channel selector - Channel 20.
3.10.5.6 Have Quick/AJ Mode.
4. Frequency selectors - Set desired WOD ele-
1. Mode selector - MAIN or BOTH. ment.
2. WOD or MWOD - Load per paragraph 5. LOAD button (under frequency cover) - Press.
3.10.5.6.1 or 3.10.5.6.2.
6. If needed, repeat steps 3 through 5 for channels
3. TOD - Synchronize per paragraph 3.10.5.6.4. 19 - 15.
4. Verify/operate mode (MWOD only) - Select 7. Initialization: a single beep is heard on each
per paragraph 3.10.5.6.3. channel with a WOD element with the excep-
tion of the final WOD element which has a
5. MNL-PRESET-GRD selector - MNL. double beep. This indicates the end of WOD
elements and initialization is complete.
NOTE 8. MNL-PRESET-GRD selector - MNL.
A steady warning tone is heard when the AJ 3.10.5.6.2 Manual MWOD Loading.
mode is selected and a TOD or a valid WOD
has not been entered. NOTE
The A cannot be stored in preset channel If the frequency selectors are not used within
memory. If loading a net number into a pre- five seconds, the frequency/status indicator
set channel is attempted, the A is accepted reverts to the M-LOAD display. Pressing
as a 3. the STATUS button allows reviewing of the
frequency settings.
6. Frequency selector 1 - A.
When the current operational date is updated
7. Frequency selectors 2, 3, 4 - Enter net number. in the radio at midnight (Greenwich Mean
A pulsating warning tone is heard if an invalid Time), the radio automatically reinitializes
operating net is selected. with the WOD having the same date code.
8. Establish communication by keying transmitter 1. Mode selector - MAIN.

and speaking into microphone. Release to listen
and adjust volume for a comfortable level. 2. MNL-PRESET-GRD selector - PRESET.
Change 10 3-25
TM 1-1520-237-10
3. Channel selector - Channel 20. 4. Channel selector - Memory location (channel)

20, then 19, and then 20. Single beep verifies
4. Frequency selectors - Set 220.025 MHz to se- an MWOD with a matching date code is stored
lect MWOD load mode. in memory. If a single beep is not heard, the
selected date code is not stored in memory.
5. LOAD button (under frequency cover) - Press.
5. Proceed to paragraph 3.10.5.6.4 for TOD.
6. MNL-PRESET-GRD selector - MNL.
3.10.5.6.3 MWOD Operating Mode Selection.
7. Frequency selectors - Set WOD element.
8. T TONE switch - Press to TONE, then release
and note a single beep to ensure WOD element
2. MNL-PRESET-GRD selector - PRESET.
is entered.
3. Frequency selectors - As desired (220.000 MHz
9. Channel selector - Select next lower memory
for verify/operate mode; 220.025 MHz for
location.
MWOD load mode; 220.050 MHz for MWOD
erase mode; or 220.075 MHz for frequency
10. Repeat steps 7 through 9 for loading remaining
management training change mode).
WOD elements in memory locations (channels)
19 - 15.
4. LOAD button (under frequency cover) - Press
to enable selected mode. The appropriate oper-
11. Channel selector - Channel 14 (date tag).
ating mode (M-LOAD, ERASE, or
FMTCNG) is displayed on the frequency/
12. Frequency selectors - Set to applicable date
status indicator (the STATUS button must be
code: XAB. XXX (AB represents the day-of-
pressed to display the VER/OP mode).
month (01 to 31); Xs do not need a data entry).
If two or more WODs have the same date code,
the radio recognizes the last one entered.
MWOD erase:
(note a double beep). One complete WOD with
1. Perform steps 1 through 5 to select MWOD
date code has been successfully entered.
erase mode.
14. Reselect channel 20 and repeat steps 7 through
2. T TONE switch - Press to TONE. All
13 to load more WODs. If power is removed
MWODs are now cleared (WOD data and net
from the radio, MWOD data is not lost. All
number information is not cleared).
data remains in memory unless erased. Refer to
the operational date load or change procedures
3. MNL-PRESET-GRD selector - PRESET.
in paragraph 3.10.5.6.4 for MWOD data recall.
4. Frequency selectors - Set 220.000 MHz for
MWOD Date Code Verify:
verify/operate mode.
1. Select MWOD verify/operate mode per para-
5. LOAD button (under frequency cover) - Press
graph 3.10.5.6.3.
to enable VER/OP mode (the STATUS button
must be pressed to display the VER/OP on the
frequency/status indicator for five seconds).
3. Frequency selectors - Select date code to be
verified: XAB. XXX (AB represents the day-
of-month (01 to 31); Xs do not need a data
entry).
3-26 Change 10
TM 1-1520-237-10
Alternate method for MWOD erase: 1. MNL-PRESET-GRD selector - As desired.
1. ZERO switch (under frequency cover) - Press, 2. Frequency selectors/channel selector - Select
then release. ERASE is displayed (all MWODs predesignated frequency for TOD transmission.
are now erased). The ZERO switch only erases
the MWOD data. WOD data and net number NOTE
information are not erased.
The first TOD received within one minute of
FMT change:
the TOD request is accepted.
1. Perform steps 1 through 5 to select MWOD
3. T TONE switch - Press to T then release.
FMT change mode.
4. If time is not being automatically beaconed, re-
2. Channel selector - Set desired memory location
quest TOD from another station on the operat-
(channels 20-5).
ing network. Beacons typically transmit TOD
every ten seconds.
NOTE
5. TOD may be received on the main or guard
If the frequency selectors are not used within
receiver in single frequency or AJ mode. Two
five seconds, the frequency/status indicator
momentary tones (1,667 Hz-high tone and
reverts to the current operating mode display
1,020 Hz-low tone) are heard when the TOD
(FMTCNG).
synchronization signal is received.
3. Frequency selectors - Select frequency change.
Transmit TOD:
(note an audible tone).
5. Repeat steps 2 through 4 until all frequency
sired.
changes are loaded.
6. Channel selector - Channel 20. NOTE
7. MNL-PRESET-GRD selector - PRESET. The radio will not transmit while the T
TONE switch is in the T position.
8. Frequency selectors - Set 220.000 MHz for
verify/operate mode. 3. T TONE switch - Press to TONE then release.
Two momentary tones (1,667 Hz-high tone and
9. LOAD button (under frequency cover) - Press 1,020 Hz-low tone) are heard when the TOD
to enable VER/OP mode (the STATUS button synchronization signal is transmitted.
must be pressed to display the VER/OP on the
frequency/status indicator for five seconds). TOD Resynchronization:
3.10.5.6.4 Time of Day (TOD). 1. T TONE switch - Press to T then release.
Request/Receive TOD: 2. Frequency selectors - Select any normal fre-

quency and request a TOD. The first TOD sig-
NOTE nal is heard within one minute of selecting T is
accepted. A momentary 1,667 Hz tone is heard
When the radio is turned on, the first TOD when the TOD signal is received. TOD resyn-
received is accepted. Subsequent messages chronization should be performed using the
are ignored. single frequency mode.
Change 10 3-26.1
TM 1-1520-237-10
TOD Clock Manual Start: 3.10.5.7 Preset Channel Loading.
NOTE NOTE
Channels 14 through 20 can be reserved for

The new TOD is arbitrary and is not syn-
loading single WOD and MWOD data. Any
chronized to UTC or to any other radio.
channel not used for WOD or MWOD can
be used as a preset channel.
A manual TOD start clears out a previously
loaded TOD. The A cannot be stored in preset channel
memory. If loading of a net number (AXX.
1. T TONE switch - Press to T and hold, while XXX) into a preset channel is attempted, the
simultaneously pressing the TEST DISPLAY A is accepted as a 3.
button.
Set 20 preset channel numbers to desired frequencies as
2. T TONE switch - Release prior to releasing the follows (Figure 3-8):
TEST DISPLAY button to prevent inadvertent
Have Quick time loading. 1. Mode selector - MAIN or BOTH.
Operational Date Load or Change: 2. MNL-PRESET-GRD selector - PRESET.
1. Mode selector - MAIN. 3. Frequency selectors - As desired.
2. MNL-PRESET-GRD selector - PRESET. 4. Channel selector - As desired.
3. Channel selector - Channel 20. 5. LOAD button - Press, then release.
4. Frequency selectors - Set 220.025 MHz to se- 6. Using a pencil, record frequency selected for
lect MWOD load mode. channel on the card located on the front panel.
5. LOAD button (under frequency cover) - Press. 7. Repeat steps 3 through 6 to load additional pre-
set channels.
3.10.6 Stopping Procedure. Mode selector - OFF.
3.11 VOICE SECURITY SYSTEM.
8. Frequency selectors - Set to applicable date
code: XAB. XXX (AB represents the day-of- 3.11.1 Deleted. Figure 3-9 deleted.
month (01 to 31); Xs do not need a data entry).
3.11.2 TSEC/KY-58.
and note a tone (the date code has been suc-
cessfully entered). a. Description. A complete description of the TSEC/
KY-58 can be found in TM 11-5810-262-10. This voice
10. Frequency selectors - Set to 220.000 MHz to security equipment is used with the FM1, FM2 and
select verify/operate mode. UHF-AM radio to provide secure two-way communication.
The equipment is controlled by the Remote Control Unit
11. LOAD button (under frequency cover) - Press, (RCU) (Z-AHP) mounted in the lower console. The
then release. Radio is now in verify/operate POWER switch must be in the ON position, regardless of
mode. the mode of operation, whenever the equipment is installed.
12. STATUS button - Press, VER/OP is displayed b. Controls and functions. Figure 3-10.
on the frequency/status indicator for five sec-
onds. c. Operating procedures.
3-26.2 Change 10
TM 1-1520-237-10
NOTE (b) FILL switch - Set to the storage register

which contains the crypto-net variable
To talk in secure voice, the KY-58 must be (CNV) you desire.
9loaded9 with any number of desired vari-
ables. (c) POWER switch - ON.
(d) PLAIN, C/RAD switch - C/RAD1.

(1) Secure voice procedures.
(e) DELAY switch - Down unless the signal
(a) MODE switch - OP. is to be retransmitted.
Change 10 3-26.3/(3-26.4 Blank)

TM 1-1520-237-10
NOTE (b) Several beeps should now be heard in your

headset. This means that the 9old9 CNV is
At this time a crypto alarm, and background being replaced by a 9new9 CNV.
noise, in the aircraft audio intercom system
should be heard. (c) Using this 9new9 CNV, the net controller
will ask you for a 9radio check.9
To clear alarm:
(d) After the 9radio check9 is completed, the
(f) PTT (push-to-transmit) switch - Press and net controller instructions will be to resume
release. normal communications. No action should
be taken until the net controller requests a
NOTE 9radio check.9
When operating in either secure or clear (5) Manual remote keying procedures.
(plain) voice operations the volume must be
adjusted on the aircraft radio and intercom (a) The net controller will make contact on a
equipment to a comfortable operating level. secure voice channel with instructions to
stand by for a new crypto-net variable
(2) Clear voice procedures: (CNV) by a manual remote keying (MK)
action. Upon instructions from the net con-
(a) POWER switch - ON. troller:
1 Set the Z-AHP FILL switch to posi-

(b) PLAIN, C/RAD switch - PLAIN.
tion 6. Notify the net controller by ra-
dio, and stand by.
NOTE
2 When notified by the net controller, set
Instructions should originate from the Net the Z-AHP MODE switch to RV (re-
Controller or Commander as to when to ze- ceive variable). Notify the net control-
roize the equipment. ler, and stand by.
(3) Zeroing procedures. 3 When notified by the net controller, set

the Z-AHP FILL switch to any stor-
(a) POWER switch - ON. age position selected to receive the
new CNV (May be unused or may
(b) Spring-loaded ZEROIZE switch - Acti- contain the variable being replaced).
vate and release. This will zeroize all posi- Notify the net controller, and stand by.
tions (1-6). The equipment is now zeroized
and secure voice communications are no NOTE
longer possible.
When performing Step 3, the storage posi-
(4) Automatic remote keying procedures. tion (1 through 6) selected to receive the new
CNV may be unused, or it may contain the
NOTE variable which is being replaced.
Automatic remote keying (AK) causes an (b) Upon instructions from the net controller:
9old9 crypto-net variable (CNV) to be re-
placed by a 9new9 CNV. Net controller sim- 1 Listen for a beep on your headset.
ply transmits the 9new9 CNV to your KY-58.
2 Wait two seconds
(a) The net controller will use a secure voice
channel, with directions to stand by for an 3 Set the RCU MODE switch to OP
AK transmission. Calls should not be made
during this standby action. 4 Confirm
3-27
TM 1-1520-237-10
1 2 3 4 5 6
PLAIN MODE
C / RAD
OP
LD 7
KY RV
58
R DELAY
Z
C E
3 4
U
ON
R 2 5
O
I
Z 1 6
E 1 3 5
2 4 6 FILL
POWER
REMOTE CONTROL UNIT (RCU) (Z−AHP)
CONTROL FUNCTION
1. ZEROIZE SWITCH TWO− ZEROIZES THE KY−58; CLEARS ALL ENCODING IN

POSITION MOMENTARY THE SYSTEM.
TOGGLE UNDER SPRING
LOADED COVER
2. DELAY SWITCH TWO− UP WHEN SIGNAL IS TO BE RETRANSMITTED.

POSITION TOGGLE
3. PLAIN−C / RAD SWITCH IN THE PLAIN POSITION, PERMITS NORMAL (UNCI−

ROTARY TWO−POSITION PHERED) COMMUNICATIONS ON THE ASSOCIATED
SELECTOR SWITCH FM RADIO SET.
IN THE C / RAD POSITION, PERMITS CIPHERED COM−
MUNICATIONS ON THE ASSOCIATED RADIO SET.
4. C / RAD2 SWITCH STOP LOCATION STOP FOR C / RAD2 ON FRONT PANEL.
5. FILL SWITCH SIX POSITION PERMITS PILOT TO SELECT ONE OF 6 STORAGE

ROTARY SWITCH REGISTERS FOR FILLING.
6. MODE SWITCH THREE IN THE OP POSITION KY−58 NORMAL OPERATING,

POSITION ROTARY IN THE LD POSITION FOR FILLING.
IN THE RV POSITION KY−58 IN RECEIVE−VARIABLE,

FILLED FROM ANOTHER EXTERNAL SOURCE.
7. POWER ON SWITCH TWO CONNECTS POWER TO THE ASSOCIATED TSEC / KY−58

POSITION TOGGLE CIPHER EQUIPMENT IN THE ON (FORWARD) POSI−
TION, AND DISCONNECTS POWER FROM THE EQUIP−
MENT IN THE OFF (AFT) POSITION. TURNS ON POWER
TO TSEC / KY−58.
AA0524
SA
Figure 3-10. Voice Security Equipment
(c) If the MK operation was successful, the net (a) Continuous beeping, with background
controller will now contact you via the new noise, is cryptoalarm. This occurs when
CNV. power is first applied to the KY-58, or
when he KY-58 is zeroized. This beeping
(d) If the MK operation was not successful, is part of normal KY-58 operation. To clear
the net controller will contact you via clear this tone, press and release the PTT button
voice (plain) transmission; with instruc- on the Z-AHQ (after the Z-AHQ LOCAL
tions to set your Z-AHP FILL selector switch has been pressed). Also the PTT can
switch to position 6, and stand by while the be pressed in the cockpit.
MK operation is repeated.
(b) Background noise indicates that the KY-58
(6) It is important to be familiar with certain KY-58 is working properly. This noise should oc-
audio tones. Some tones indicate normal opera- cur at TURN ON of the KY-58, and also
tion, while other indicate equipment malfunc- when the KY-58 is generating a cryptova-
tion. These tones are: riable. If the background noise is not heard
3-28
TM 1-1520-237-10
GPS
GPS
SA
/ K RADIO RETRANSMISSION
AS Y
UHF − FM 1 / FM 2 FM 2 / UHF
5
T 8 FM 1 / VHF FM 2 / VHF
R FM2
A/ C FM 1 / UHF VHF / UHF
NH O
SO M
EP S OFF
CS E
E FM1 C
T
MODE
SELECTOR
AA9244A AA0359
SA SA
Figure 3-11. Remote Fill Panel Figure 3-12. Retransmission Control Panel
at TURN ON, the equipment must be filled storage register is selected, this
checked out by maintenance personnel. tone will be heard. Normal use (speak-
ing) of the KY-58 is possible.
(c) Continuous tone, could indicate a 9parity
alarm.9 This will occur whenever an empty 2 When the KY-58 has successfully re-
storage register is selected while holding
ceived a cryptovariable, this tone indi-
the PTT button in. This tone can mean any
cates that a 9good9 cryptovariable is
of three conditions:
present in the selected register.
1 Selection of any empty storage regis-
ter. 3 When you begin to receive a ciphered
message this tone indicates that the
2 A 9bad9 cryptovariable is present. cryptovariable has passed the 9parity9
check, and that it is a good variable.
3 Equipment failure has occurred. To
clear this tone, follow the 9Loading (f) A single beep, when the RCU is in TD
Procedures9 in TM 11-5810-262-10. If (Time Delay) occurring after the 9pre-
this tone continues, have the equip- amble9 is sent, indicates that you may be-
ment checked out by maintenance per- gin speaking.
sonnel.
(d) Continuous tone could also indicate a cryp- (g) A single beep, followed by a burst of noise
toalarm. If this tone occurs at any time after which exists a seemingly 9dead9 con-
other than in (c) above, equipment failure dition indicates that your receiver is on a
may have occurred. To clear this tone, re- different variable than the distant transmit-
peat the 9Loading Procedures9 in TM 11- ter. If this tone occurs when in cipher text
5810-262-10. If this tone continues, have mode: Turn RCU FILL switch to the CNV
the equipment checked out by maintenance and contact the transmitter in PLAIN text
personnel. and agree to meet on a particular variable.
(e) Single beep, when RCU is not in TD (Time 3.11.2.1 KY-58 Remote Fill. A remote fill panel (Fig-
Delay), can indicate any of the three nor- ure 3-11) allows a single crew member to load COMSEC
mal conditions: variables into each of the three KY-58’s from the pilots
side lower center console, FM-1 and FM-2 AN/ARC-201
1 Each time the PTT button is pressed TRANSSEC and HOPSET codes can be loaded from the
when the KY-58 is in C (cipher) and a same panel.
Change 8 3-29
TM 1-1520-237-10
3.12 RADIO RETRANSMISSION CONTROL. 3.12A.1 Antenna. The tubular antenna element extends
from the left side of the transition area to a point just for-
Control of retransmission is through a switch panel (Fig- ward of the hinged tailcone section, and is supported by
ure 3-12) on the lower console. The position of the switch four masts. RF energy is supplied to the antenna through
determines which radio set pairs will be used when the the forward mast (Figure 3-1).
corresponding FM and VHF radio function and VOL
switches (not required for UHF) are placed to RETRAN. 3.12A.2 Controls and Functions. The radio is con-
Operation of the retransmission control is included with the trolled by a control display unit (CDU) located in the lower
operating procedures of each radio set where applicable. console (Figure 3-12.1). The function of each control and
The retransmission control is only a means of directing the display is as follows:
audio output of a receiver to the audio input of a transmitter
through switching.
CONTROL/ FUNCTION
3.12A HF RADIO SET AN/ARC-220. DISPLAY
CURSOR keys. Position the cursor in the direction
of the arrow on the key.
WARNING
Display screen Used to display system
information, and enter data or
Make sure that no personnel are within 3 commands in radio.
feet of the HF antenna when transmitting,
performing radio checks or when in ALE Line select keys Function depends on adjacent
mode. Do not touch the RF output termi- display.
nal on the antenna coupler, the insulated Brightness keys Changes display screen brightness.
feed through, or the antenna itself while
the microphone is keyed (after the tuning Net selector switch Selects programmed operating net.
cycle is complete) or while the system is in The + position allows additional
transmit self-test. Serious RF burns can nets to be selected using the
result from direct contact with the above VALUE keys.
criteria.
DATA connector Fills radio with preprogrammed
data, required for all modes except
a. The AN/ARC-220 HF transceiver provides long
MAN.
range communications. The HF radio receives and trans-
mits on any one of 280,000 frequencies spaced at 100 Hz KEY connector Used to load ALE and ECCM
steps on the high frequency (HF) band. The HF radio has a presets.
frequency range of 2.0000 - 29.9999 MHz. Preset nets can
be manually programmed by the pilot, or loaded with a data Mode switch
transfer device (DTD). Emission modes available are upper MAN Operating frequency and emission
side band (USB) voice, lower side band (LSB) voice, am- mode is selected manually. Once
plitude modulation equivalent (AME), or continuous wave selected, the information is stored
(CW), with a selection of 10, 50, or 175 watts of transmit- in memory, and can be recalled
ting power. Transmit tune time is normally less than 1 sec- using the net selector switch.
ond. The radio also has automatic link establishment (ALE)
and electronic counter countermeasures (ECCM) frequency PRE Selects a preprogrammed
hopping mode. Data messages may be composed and stored frequency and emission mode.
in the receiver/transmitter’s memory. These messages may
ALE Selects Automatic link
be transmitted and received using any operational mode of
establishment (ALE) mode.
the radio set.
ECCM Selects electronic counter
b. Power for the radio is provided from the No. 1 dc countermeasure (ECCM) mode.
primary bus through a circuit breaker marked HF.
3-30 Change 8
TM 1-1520-237-10
DISPLAY
SCREEN
CURSOR
LINE
SELECT
KEY
FUNCTION VALUE
SWITCH
BRIGHTNESS
KEY
T/R ALE 4 5
SILENT PRE ECCM 3 6
ZERO
(PULL) MAN EMER
2
STBY
1
OFF
KEY DATA
VOL NET
SQL SELECTOR
SWITCH
MODE
SWITCH
AB0988
SA
Figure 3-12.1. Control Display Unit AN/ARC-220
CONTROL/ FUNCTION CONTROL/ FUNCTION

DISPLAY DISPLAY
EMER Selects emergency mode. OFF Turns the radio off.
-SQL+ keys Selects level of squelch from STBY Turns the radio on, performs bit and
TONE through 5. enables fill operations.
TONE provides no muting or
SILENT Prevents the radio from automati-
squelch.
cally responding to incoming calls
0 gives muting, but no squelch.
in ALE or ECCM mode. Used dur-
1through 5 gives levels of muting
ing refueling, ordinance loading
and squelch.
and EMCON conditions.
Muting turns off the scanning re-
ceiver audio and gives the pilot a T/R Allows the radio to transmit and re-
tone when a ALE link is estab- ceive in selected operating mode.
lished.
ZERO Erases all loaded data, to include
VOL switch Changes receive audio output level. datafill and keyfill information.
VOL settings are displayed for 5
seconds when radio is first powered VALUE keys Increases or decreases a field value
up, or when the VOL setting is or single character value that is
changed. marked by the cursor.
Function switch
Change 4 3-31
TM 1-1520-237-10
CONTROL/ FUNCTION NOTE

DISPLAY
If the radio breaks in and out of squelch,
Screen displays Each line can display up to 20 al- increase setting as required.
phanumeric characters. The 5 char-
acters closest to the line select keys
e. -SQL+ switch - Set squelch to 1.
are used for control selection. See
Table 3-1.1 for advisory messages
and their function. f. Select the desired net (1 through 20), net
selector switch - 1 through +. Use VALUE
keys to select 7 through 20.
3.12A.3 Modes of Operation.
g. ICS Transmitter selector - Position 5.
3.12A.3.1 Manual (MAN) Mode. Use manual mode to
change transmit and receive frequencies, sidebands and h. Radio push-to-talk switch - Press to talk;
transmit power, and operate the radio manually. release to listen.
1. To change radio settings: 3.12A.3.2 Preset (PRE) Mode. Preset mode stores pre-
porgrammed frequencies and emission modes that cannot
a. Mode switch - MAN. be changed by the operator. To use the radio in preset mode,
do the following:
b. Function switch - T/R.
1. Function switch - T/R.
c. Select the desired net (1 through 20), net
selector switch - 1 through +. Use VALUE 2. Mode switch - PRE.
3. -SQL+ switch - Set squelch to 0.
d. EDIT line select key - Press.
4. VOL switch - Adjust for comfortable listening
NOTE level.
Changing the receive frequency and mode NOTE

will also change the transmission frequency
and mode to the same values. Changing the
If the radio breaks in and out of squelch,
transmission frequency and mode will not
increase setting as required.
change the receive frequency and mode.
5. -SQL+ switch - Set squelch to 1.
e. Edit frequency, emission mode and trans-
mit power by placing the cursor under field
6. Select the desired net (1 through 20), net selec-
to be edited with CURSOR key, and
tor switch - 1 through +. Use VALUE keys to
change field value with VALUE keys.
select 7 through 20.
f. To end edit and store changed data, RTN
7. ICS Transmitter selector - Position 5.
line select key - Press.
2. To operate in manual mode: NOTE
a. Function switch - T/R. If tune tone is heard, wait until it stops be-
fore talking. When radio push-to-talk switch
b. Mode switch - MAN. is pressed, XMT frequency is displayed.
Display returns to preset display when
c. -SQL+ switch - Set squelch to 0. switch is released.
d. VOL switch - Adjust for comfortable lis- 8. Radio push-to-talk switch - Press to talk; re-
tening level. lease to listen.
3-32 Change 4
TM 1-1520-237-10
3.12A.3.3 Automatic Link Establishment (ALE) - Press. Time will be transmitted, and radio
Mode. will return to scan mode.
2. To receive a ALE call:

WARNING
a. INCOMING CALL is displayed, fol-
lowed by the caller’s ALE address. A short
When in ALE mode, the radio transmits tone sounds, and LINKED is displayed.
interrogating signals (sounds) and replies
to ALE calls automatically without opera- b. ICS Transmitter selector - Position 5.
tor action. To avoid personnel injury, en-
sure the function switch is not set to ALE NOTE
when personnel are working near the he-
licopter, during refueling or loading ordi-
Wait for the calling station to make the first
nance.
transmission.
NOTE
c. Radio push-to-talk switch - Press to talk;
Self address must be selected before using release to listen.
ALE.
3. To place a ALE call:
ALE mode may be used for communications, either nor-
mal or link protected, or position reporting. a. Select ALE address:
1. To set up the radio for ALE communications, (1) Select the desired net (1 through 20),
do the following: net selector switch - 1 through +. To
select 7 through 20, set the selector
a. Function switch - T/R. switch to the + position and use the
value keys to scroll to the desired se-
b. Mode switch - ALE. lection. Net name and address will be
displayed.
selector switch - 1 through +. Use VALUE
(2) VALUE switch - Press, to scroll
through address list.
d. -SQL+ switch - Set squelch to TONE.
(3) If placing an ALE call to an address
e. VOL switch - Adjust for comfortable lis- not in the list, edit the address as fol-
tening level. lows: EDIT soft key - Press. Enter ad-
dress one character at a time with
NOTE CURSOR and VALUE switches. To
accept the edit and return to ALE
Earphone audio is muted until a link is es- screen, RTN soft key - Press.
tablished. If the link is noisy, set squelch to
1. Higher squelch settings are not recom- b. ICS Transmitter selector - Position 5.
mended in this mode.
NOTE
f. -SQL+ switch - Set squelch to 0.
g. To synchronize time in a link protected Press ABORT to stop the calling process.
channel, EDIT and SYNC soft keys -
Press. c. Radio push-to-talk switch - Press (and re-
lease). CALLING, then LINKED is dis-
h. To broadcast AN/ARC-220 system time as played with a short gong tone in head-
net control, EDIT, then TXTIM soft keys phone.
Change 8 3-32.1
TM 1-1520-237-10
NOTE under area to change, and VALUE to

change the field to desired value.
ALE will cancel the link, and return to scan
mode if there is no activity on a link for a e. To save changes and return to top level
predetermined time as set by the data fill (60 screen, RTN soft key - Press.
seconds is a typical value). To maintain a
link, press HOLD soft key. When commu-
f. Push-to-talk switch - Press, to tune and
nications are complete, or to return to scan
time synchronize the radio.
mode, press SCAN soft key.
d. Radio push-to-talk switch - Press to talk; 2. To communicate in ECCM only mode, do the
release to listen. following:
e. When communication is complete, to re- a. -SQL+ switch - Set squelch to TONE.

turn to scanning mode, HOLD, then
SCAN soft key - Press. b. VOL switch - Adjust for comfortable lis-
tening level.
3.12A.3.4 Electronic Counter Countermeasures
(ECCM) Mode. The radio changes frequency in a se-
NOTE
quence determined by the ECCM key. Datafill and keyfill
must be loaded prior to using ECCM mode, and system
time must be synchronized between stations. Frequencies If the frequency is noisy, set squelch to 1.
used in hop sets are pretuned in the radio, as ECCM re- Higher squelch settings are not recom-
quires frequencies to be changed many times per second. mended in this mode.
Frequency hopping is performed in the ECCM mode of
operation. To use this mode, do the following: c. -SQL+ switch - Set squelch to 0.
1. Initialize the net: d. Press and hold the push-to-talk switch until
XMT READY is displayed. Wait for pre-
a. Function switch - T/R. amble tones to stop.
b. Mode switch - ECCM.
e. Talk. Release switch to listen.
selector switch - 1 through +. Use VALUE 3. Deleted.
3.12A.3.5 Message Mode. The radio can store up to 10
d. To change values on screen, EDIT soft key transmit data and 10 received data messages. Each message
- Press. Use CURSOR to position cursor may be
3-32.2 Change 8
TM 1-1520-237-10
500 characters long. Messages are numbered from 1 to 10. (2) WORD soft key - Press.
Message 10 is the oldest, and will be deleted if a new
message is received. Messages may be composed using the (3) Select the word with VALUE keys.
AN/ARC-220 CDU dictionary or with a custom dictionary
listing locally generated words, which may be loaded with (4) To insert word with blank in message,
datafill. SELECT soft key - Press. If desired,
return to message without inserting a
1. To view a received message: word by pressing CANCL.
a. MSG soft key - Press. f. To load edited message in R/T memory

and return to top level screen, RTN soft
b. Use CURSOR keys to scroll left or right, key - Press.
or up and down in a message.
3. To send a message:
c. Use VALUE keys to page up and down in
a message. a. Access PRGM MSG screen by pressing
MSG, then PRGM soft keys.
d. To view additional messages, position cur-
sor under message number with CURSOR b. Select message to send as desired by plac-
keys. Use VALUE keys to scroll to the ing cursor under message number, and
next message number. pressing VALUE keys until desired mes-
sage is displayed.
e. To retain received messages, RTN soft key
- Press. NOTE
f. To delete received messages, position the Message will be sent to currently selected
cursor under the message number and DEL address (ALE modes) or transmitted on the
soft key - Press, until messages are deleted. currently selected frequency and mode
To return to top screen, RTN soft key - (MAN, PRE, or ECCM).
Press.
c. SEND soft key - Press.
2. To edit or compose a message:
3.12A.4 Operation.
a. MSG soft key - Press.
3.12A.4.1 Starting Procedure.
b. From MESSAGE screen, PGRM soft key
1. Function switch - STBY. SYSTEM TESTING
- Press.
is displayed while power up built in test (PBIT)
is in process. SYSTEM - GO will be displayed
c. Select message to be edited by placing cur- upon successful completion of PBIT.
sor under the message number with CUR-
SOR keys, and change number with 2. FILL line select key - Press. Status of PRE,
VALUE keys. ALE, ECCM, and EMER modes will be dis-
played.
d. Edit message by placing cursor under area
to be changed. Use VALUE keys to 3.12A.4.2 Load Presets. Datafill contains preset fre-
change one character at a time. Press DEL quencies, scan lists, addresses, data messages, and non se-
to delete one character at a time. cure information needed for ALE/ECCM operation. If the
DTD is configured to receive data, it may be copied from
e. To insert a word from the dictionary in a the radio to the DTD by pressing COPY line select key on
message do the following: the DATA FILL page.
(1) Position cursor where the word is to 1. Initialize the data transfer device (DTD). Con-
be inserted nect the DTD to the DATA connector.
Change 4 3-32.3
TM 1-1520-237-10
2. With the FILL page selected, DATA line se- 2. ZERO line select key - Press.
lect key - Press.
3. Select key to zero with VALUE keys. Default
NOTE is all keys.
Pressing RTN line select key on DATA
FILL page stops the fill process. NOTE
3. On the DATA FILL page, FILL line select If you do not want to zero the key, press
key - Press. FILL ENABLED screen will ap- NO. The FILL screen will then appear.
pear.
4. Confirm zero by pressing YES line select key.
4. Start data fill on DTD. Monitor DTD to see ZEROIZE advisory message will appear, fol-
when data transfer is complete. lowed by the FILL screen.
3.12A.4.3 Load Secure Keys. Key fill contains secure 3.12A.4.5 Emergency (EMER) Operation. The
information needed for ALE link protection and ECCM mode, frequency, and net to be used in the EMER position
operation. is determined by the datafill. To use the emergency mode,
do the following:
1. Initialize the DTD. Connect the DTD to the
KEY connector. 1. Function switch - T/R.
2. With the FILL page selected, KEY line select 2. Mode switch - EMER.
key - Press.
3. ICS Transmitter selector - Position 5.
NOTE
Pressing RTN line select key on KEY FILL 4. Radio push-to-talk switch - Press to talk; re-
page stops the fill process. lease to listen.
3. On the KEY FILL page, LOAD line select key 3.12A.5 Shutdown.
- Press. FILL ENABLED message will appear.
1. Function switch - OFF.
4. Start keyfill on DTD. Monitor DTD to see when
data transfer is complete. 2. To erase all preprogrammed information, Func-
tion switch - Pull and turn to ZERO (PULL).
3.12A.4.4 Zero Secure Keys.
3.12A.6 Messages. Table 3-2 lists display advisory
1. Access KEY FILL page. From FILL screen,
messages that may appear during operation of the radio:
KEY fixed function key - Press.
Table 3-2. AN/ARC-220 Messages
ADVISORY MEANING ACTION
ALE - NO DATA ALE mission data not loaded. Load mission data.
ALE - NO KEYS ALE link protection keys not loaded. Load keys.
CALL FAIL Radio failed to complete an outgoing call.
CALLING Radio is placing an ALE call to another address.
3-32.4 Change 8
TM 1-1520-237-10
Table 3-2. AN/ARC-220 Messages (Cont)
CDU FAIL Radio set control is inoperative.
CHANNEL BUSY ALE or ECCM net is in use. Wait or try another net.
CHANNEL INOP ALE or ECCM keys are not loaded, or not correct.
CHECK MSG A data message has been received.
COMPLETE Indicated power-up BIT is complete.
COPY COMPLETE Copying process finished successfully.
COPY FAIL Copying process was unsuccessful.
COPYING DATA The radio is copying datafill contents from DTS.
ECCM - NO DATA ECCM data not installed. Load mission data.
ECCM - NO KEYS ECCM keys not installed. Load keys.
EMER Mode or net selected for emergency communica-

tion is inoperative.
EMERG - NO KEYS No keys available for net selected for emergency Load keys.
communication.
EOM End of message.
EXT FAIL Radio failed due to external device, such as an-

tenna.
GO DATA Link quality analysis values too low for reliable

voice communication; data transmissions recom-
mended.
GPS FAIL Position report could not be issued.
GPS TIME FAIL Current time could not be established via GPS re-
ceiver.
HELD ALE call being held in specific frequency by op-

erator.
INCOMING CALL Another radio is establishing an ALE link.
INOP MODES EXIST Warning to expect inoperative modes.
LINKED An ALE link is established.
Change 8 3-32.5
TM 1-1520-237-10
LOAD COMPLETE Keys and data successfully loaded into radio.
LOAD FAIL Keys and data not successfully loaded into radio.
LOADING DATA Radio currently loading data.
LOADING KEYS Radio currently loading keys.
MSG ABORT Radio discontinuing sending of current message.
NET INOP Selected net contains no data, corrupted data, or

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

form requested operations.
NO KEYS LOADED Keys are not loaded for current selected mode or
net.
NO RCVD MSGS No messages have been received.
PAC FAIL Failure of radio in PA coupler.
PLGR Precision lightweight GPS receiver.
POSN RPT FAIL Current GPS position report not loaded.
PRE - NO DATA Preset data not loaded.
PTT FOR XMIT BIT Instruction to press microphone PTT switch to en-
able transmission BIT.
RCV BIT - GO Receiver BIT functions completed without failure.
RCV READY Ready to receive ECCM transmissions.
RCVG PREAMBLE ECCM preamble being received.
RCVG DATA Radio currently receiving data.
RT-CDU COMM FAIL Receiver-transmitter is failing to communicate

with the radio set control.
RT FAIL Receiver Transmitter inoperative.
3-32.6 Change 8
TM 1-1520-237-10
RX-TX DEGRADED Receive and transmit capabilities are degraded.
RX-TX FAIL Radio cannot receive or transmit.
SENDING DATA Radio currently sending data.
SENDING POSN Sending GPS position report.
SOUND Radio sending an ALE sound.
SYNCING Time synchronization being performed.
TESTING BIT in progress.
TIME SYNC FAIL Radio failed in attempt to synchronize.
TRANSEC FAIL BIT detected a failure that will not allow ECCM
operation.
TUNE XX% Indicates percentage of ECCM frequencies tuned

for current net.
TUNING Radio is currently tuning itself.
TX DEGRADED BIT detected a failure that is causing transmission

capability to be degraded.
TX FAIL Radio cannot transmit.
UNSYNC ECCM is not synchronized.
UNTUNED An ECCM hop set is not tuned.
XMT READY Radio is ready to transmit in ECCM mode.
ZEROIZED All mission datafill and keys have been erased.

3.12B TSEC/KY-100 SECURE COMMUNICATION lower console (Figure 3-12.2). The function of each control
SYSTEM. and display is as follows:
The TSEC/KY-100 provides secure, half duplex voice,

digital data, analog data and remote keying capabilities for CONTROL FUNCTION
transmission over the AN/ARC-220 HF radio. It has six
operational modes, and can store often used settings on AUDIO Speaker for audio tones.
presets. Power is supplied from the No. 1 dc primary bus
through a circuit breaker marked HF SCTY SET. CIK Cryptographic Ignition Key. Not
used in this installation.
3.12B.1 Controls and Functions. The KY-100 is con-
FILL connector Used to connect external fill device
trolled by a control display unit (CDU) located behind the
to KY-100.
Change 8 3-32.7
TM 1-1520-237-10
CONTROL FUNCTION
PT Sets KY-100 to plaintext mode.

CT Sets KY-100 to ciphertext mode.
FILL
RK Allows cooperative terminal
DSPL
OFF rekeying in receive mode.
KY− BRT
100
OFL Sets KY-100 to off line mode.
CIK INIT PNL
OFF
Disables communications and
OFL EB Z ALL accesses screens to select mode
2 3 4
RK (PULL)
1
settings, test, and fill screens.
CT MAN 6 EB Select emergency back-up key.
PT PWR
REM
AUDIO OFF
MODE PRESET Z ALL Erases all cryptographic data (keys)
1 2 3 (PULL) except the emergency back-up key.
U BAT
4 5 6 3.12B.2 Modes of Operation.
3.12B.2.1 Plaintext (PT) Mode. The ICS voice signal

is routed through the KY-100 to and from the HF radio,
AB0987 with no processing. Radio transmits and receives unen-
SA
crypted information.
Figure 3-12.2. KY-100 Secure Communication
Control Panel 3.12B.2.2 Cyphertext (CT) Mode. The ICS voice sig-
nal is routed to the KY-100, where it is processed, en-
crypted and sent to the HF radio for transmission. Received
CONTROL FUNCTION audio signals from the HF radio are processed, decoded,
and sent to ICS. Unencrypted information is routed through
the KY-100 if CT ONLY is not selected in configuration
INIT, g and d Function keys used to access and
settings. Non cooperative rekey receive is possible only in
navigate in software menus.
this mode.
DSPL OFF Varies light intensity of display.
Display turned off in OFF position. 3.12B.2.3 Rekey Mode. Use this mode to fill crypto in-
formation. The data transfer device must be connected to
PNL OFF Varies light intensity of backlit FILL to load keys.
display panel. Display turned off in
OFF position. 3.12B.2.4 Off-line (OFL) Mode. For maintenance use
PRESET switch Controls power to set, and which to configure and test the system. Communications are not
key is active. possible in this mode.
PWR OFF Removes power from set. 3.12B.2.5 Emergency Backup (EB) Mode. Enables a
MAN Manual rekeying enabled. zeroized terminal to be used for voice privacy operation,
only. Key is not erased when terminal is zeroized. This
1,2,3,4,5,6 Selects preset settings for use. mode is not to be used to transmit classified information.
REM Allows control of KY-100 from a
3.12B.2.6 Zeroize (Z ALL) Mode. Erases all keys in
remote control unit (RCU).
the KY-100 except the emergency back-up key.
MODE switch
3-32.8 Change 9
TM 1-1520-237-10
3.12B.3 Operation. 3.12B.3.2 Normal Operation.
3.12B.3.1 Keyfill Operation. When there are no TEKs 1. MODE switch - PT, or CT.
in the KY-100 at start up, the display will read CLd STRT.
If there are TEKs in the terminal, skip steps 3 and 6, and 2. PRESET switch - MAN, 1, 2, or 3.
load or update keys as required.
3.12B.3.3 Emergency Operation.
1. MODE switch - OFFLINE.
NOTE
2. PRESET switch - MAN.
Emergency key is not secure. Do not trans-
3. Wait until CLd STRT is displayed, then INIT mit classified information in this mode.
key - Press.
1. MODE switch - EB.
4. Connect a fill device to FILL connector.
2. PRESET switch - MAN, 1, 2, or 3.
5. Turn on device and select key to be loaded.
3.12B.3.4 Zeroize All Keys.
6. INIT key - Press. At the end of the fill se-
quence, a tone should be heard in the headset,
NOTE
and KEY 1 01, CIK OK, and PASS will ap-
pear. The key that was loaded is stored in fill
Power does not have to be applied to unit to
position 1.
zero all keys.
7. To fill the rest of the keys, push the d or g key
until KEY OPS is displayed. Emergency backup key is not zeroized in
this procedure.
8. INIT key - Push twice. LOAD KEY, then
LOAD X will be displayed with the flashing X 1. MODE switch - Pull and rotate to Z ALL
being the number of currently selected key lo- (PULL).
cation.
3.12B.3.5 Zeroize Specific Keys.
9. Press the d or g key until the desired location
(1, 2, 3, 4, 5, 6, or U) is displayed. 1. MODE switch - OFFLINE.
10. INIT key - Press. The entire LOAD X display 2. UP ARROW, or RIGHT ARROW soft key -
will flash. Press, until KEY OPS is displayed.
11. Turn on device and select key to be loaded. 3. INIT key - Press. LOAD KEY will be dis-
played.
12. INIT key - Press. At the end of the fill se-
quence, a tone should be heard in the headset, 4. UP ARROW, or RIGHT ARROW key -
and KEY X will appear. The display will then Press, until ZERO is displayed.
change to LOAD X with the flashing X being
the number of currently selected key location. 5. INIT KEY soft key - Press. ZERO X, with a
flashing number (X) appears. The flashing num-
13. Repeat steps 9. through 11. until all required ber indicates the currently selected key to be
locations are filled. zeroized.
14. When all keys are transferred, turn off the fill NOTE
device, and disconnect it from FILL connector.
Number of keys is 1 through 6 TEKs, U
15. To exit key load, place MODE switch out of (used to update internal keys) and Eb (emer-
OFFLINE. gency backup key).
Change 8 3-32.9
TM 1-1520-237-10
6. UP ARROW, or RIGHT ARROW key - 9. Repeat steps 6 through 8 to zero other key po-
Press, until key number to zeroize is displayed. sitions, as desired.
7. INIT key - Press. The entire ZERO X will 10. When all desired key positions are zeroized,
now flash. MODE switch - Move to any other position.
8. INIT key - Press. The screen will blank while 3.12B.4 Shutdown.
zeroizing process takes place. When zeroizing
is complete, a tone will be heard in the headset, PRESET switch - PWR OFF.
the display will briefly change to ZEROED X,
and then revert to ZERO X. 3.12B.5 Configuration.
Configure as described in Appendix C.
3-32.10 Change 8
TM 1-1520-237-10
Section III NAVIGATION
KILOCYCLES CONTROL FUNCTION

CW
80
T 2 9 90 VOICE
U
Mode selector
A TEST
D
N switch
E
F
R OFF Turns power off.

C
V COMP ANT LOOP COMP Provides operation as an ADF.
R OFF LOOP
AUDIO
ANT Provides for operation as an AM
L R receiver using sense antenna.
LOOP Provides for receiver operation as a
100 KILOHERTZ COARSE 10 KILOHERTZ FINE manual direction finder using loop
TUNE CONTROL TUNE CONTROL
MODE SELECTOR AA0360 only.
SA
LOOP L-R Provides manual left and right

Figure 3-13. LF/ADF Control Panel control control of loop when operating
C-7932/ARN-89 switch mode selector in LOOP position. It
is spring loaded to return to center.
3.13 DIRECTION FINDER SET AN/ARN-89. (LF/ AUDIO Adjusts volume.
ADF).
100 Kilohertz Tunes receiver in 100-kHz steps as
Direction Finder set AN/ARN-89 (Figure 3-13) is an coarse-tune indicated by first two digits of
airborne, low frequency (LF), automatic direction finder control knob KILOCYCLES indicator.
(ADF) radio, that provides an automatic or manual com-
pass bearing on any radio signal within the frequency range 10 Kilohertz fine Tunes receiver in 10 kHz steps as
of 100 to 3,000 kHz. The ADF can identify keyed or con- -tune control indicated by last two digits of
tinuous wave (CW) stations. The ADF displays the bearing knob KILOCYCLES indicator.
of the helicopter relative to a selected radio transmission on CW, VOICE,
the horizontal situation indicator No. 2 bearing pointer TEST switch
(Figure 3-31 ). When ADF is selected on the MODE SEL
panel (Figure 3-32) three modes of operation permit the CW (COMP Enables tone oscillator to provide
system to function: as a CW automatic direction finder, as a mode) audible tone for tuning to CW
CW manual direction finder or as an amplitude-modulated station, when mode function switch
(AM) broadcast receiver. Power to operate the Direction is at COMP.
Finder AN/ARN-89 is provided by No. 1 dc primary bus
through a circuit breaker, marked ADF, and the ac essential CW (ANT or Enables beat frequency oscillator to
bus through a circuit breaker, marked 26VAC INST. LOOP mode) permit tuning to CW station, when
mode function switch is at ANT or
3.13.1 Antennas. The ADF sense antenna is a part of LOOP.
the VHF/FM No. 2, VHF/AM, antenna (Figure 3-1) under
VOICE Permits low frequency receiver to
the nose section of the helicopter. The ADF loop antenna is
operate as a receiver with mode
flush-mounted, under the center fuselage section.
switch in any position.
3.13.2 Controls and Functions. Controls for the LF/
ADF receiver are on the front panel of the unit (Figure
3-13). The function of each control is as follows:
Change 8 3-32.11
TM 1-1520-237-10
CONTROL FUNCTION 4. ICS NAV switch - ON.
5. To test the ADF, when required:

TEST (COMP Provides slewing of loop through
mode) 180° to check operation of receiver
a. CW, VOICE, TEST switch - TEST.
in COMP mode. (Switch position
Check to see that No. 2 bearing pointer
is inoperative in LOOP and ANT
changes about 180°.
mode.)
TUNE meter Indicates relative signal strength b. CW, VOICE, TEST switch - Release.
while tuning receiver to a specific
radio signal. 3.13.3.4 LOOP Mode Operation. Manual direction
KILOCYCLES Indicates operating frequency to finding uses the LOOP mode.
indicator which receiver is tuned.
1. Mode selector switch - LOOP.
3.13.3 Operation. 2. ICS NAV switch - ON.
3.13.3.1 Starting Procedure. 3. Turn LOOP L-R switch to L (left) or R (right)

to obtain an audio null and a TUNE indicator
1. ICS NAV receiver selector - ON. null. Watch HSI No. 2 bearing pointer for a
display of magnetic bearing to or from ground
2. Mode selector - COMP, ANT, or LOOP. station as read against the compass card. In this
mode of operation, two null positions 180°
3. Frequency - Select. apart are possible.
4. CW, VOICE, TEST switch - CW or VOICE 3.13.4 Stopping Procedure. Mode selector - OFF.
as appropriate.
3.14 DIRECTION FINDER SET AN/ARN -149 (LF/
5. ICS NAV switch - ON. ADF) (IF INSTALLED).
6. Fine tune control - Adjust for maximum up- The AN/ARN -149 (Figure 3-14) is a low frequency
ward indication on TUNE meter. (LF), automatic direction finder (ADF) radio, providing
compass bearing capability within the frequency range of
7. AUDIO control - Adjust as desired. 100 to 2199.5 kHz. The ADF has two functional modes of
operation: ANT and ADF. The antenna (ANT) mode func-
3.13.3.2 ANT Mode Operation. tions as an aural receiver, providing only an aural output of
the received signal. The ADF mode functions as an auto-
1. Mode selector - ANT. matic direction finder, providing a relative bearing-to-
station signal to the horizontal situation indicator No. 2
2. ICS NAV switch - ON. bearing pointer and an aural output. A TONE submode of
operation can be selected in either ANT or ADF mode,
3. Monitor receiver by listening. providing a 1000-Hz aural output to identify keyed CW
signals. Power is provided to the LF/ADF system by the
3.13.3.3 COMP Mode Operation. No. 1 dc primary bus through a circuit breaker, labeled
ADF, and the ac essential bus through a circuit breaker,
1. Mode selector - COMP. labeled 26 VAC INST.
2. MODE SEL BRG 2 HSI/VSI switch - ADF. 3.14.1 Antennas. The antenna system is a single com-
bination antenna containing both loop and sense elements.
3. The horizontal situation indicator No. 2 bearing The RF signal from one loop element is modulated with a
pointer displays the magnetic bearing to the reference sine signal while the other loop element is modu-
ground station from the helicopter, as read lated with a reference cosine signal. The two modulated
against the compass card, when ADF is se- signals are combined, phase shifted 90°, and amplified. The
lected on the MODE SEL BRG 2 switch. resulting loop signal is summed with the sense antenna sig-
3-32.12 Change 8
TM 1-1520-237-10
nal and sent to the ADF radio for visual and aural execu- tion. The antenna configuration is flush mounted under the
bottom cabin fuselage (Figure 3-1).
Change 8 3-32.13/(3-32.14 Blank)

TM 1-1520-237-10
FREQUENCY
CONTROLS AND
INDICATORS
2 0 0 0 .0
A
D
F TAKE
MAN TEST VOL CMD ADF
2182 ANT
500 TONE OFF
MANUAL VOLUME TAKE ADF / ANT / OFF

2182 / 500 TEST / (OFF) / TONE ADJUST COMMAND SELECT
SELECT SELECT SELECT
FS0015A
SA
Figure 3-14. LF/ADF Control Panel AN/ARN-149
3.14.2 Controls and Functions. Controls and fre- CONTROL FUNCTION

quency digit displays are on the front of the ADF control
panel (Figure 3-14). The function of each control is as fol-
lows: TEST/(OFF)/ TEST position (up) is a momentary
TONE select position that enables a self-test.
Center position is off. TONE
CONTROL FUNCTION position (down) enables the tone
generator for CW operation.
Frequency controls Controls and indicates the selected VOL adjust A 12-position switch controlling
and indicators frequency when MAN/2182/500 volume in 12 discrete steps.
switch is in MAN. TAKE CMD select Used in a dual ADF control panel
MAN/2182/500 installation allowing each to take
select control of the receiver away from
the other. Not used in this
MAN Enables the frequency controls and installation.
indicators.
ADF/ANT/OFF
2182 Selects 2182 kHz as the operating select
frequency.
ADF Applies power to system and turns
500 Selects 500 kHz as the operating on ADF and aural capability.
frequency.
ANT Applies power to system and turns
on antenna or aural function only.
OFF Removes power from system.
Change 1 3-33
TM 1-1520-237-10
3.14.3 Operation. 3.14.4 Stopping Procedure. ADF/ANT/OFF switch -

OFF.
3.14.3.1 ANT (Aural Only) Operation.
3.15 RADIO RECEIVING SET AN/ARN-123(V)
1. ICS NAV reciever selector switch - ON. (VOR/ILS/MB).
2. ADF/ANT/OFF switch - ANT. Radio set AN/ARN 123(V) (Figure 3-15) is a very high-
frequency receiver that operates from 108.00 to 117.95
3. MAN/2182/500 switch - As desired. MHz. Course information is presented by the VSI course
deviation pointer and the selectable No. 2 bearing pointer
If MAN is selected in step 3: on the horizontal situation indicator. The combination of
the glide slope capability and the localizer capability makes
4. Frequency switches - Select. up the instrument landing system (ILS). The marker beacon
portion of the receiver visually indicates on the VSI MB
5. VOL control - Adjust as desired. advisory light, and aurally indicates on the headphones, of
passage of the helicopter over a marker beacon transmitter.
6. TEST/(OFF)TONE switch - TONE. The receiving set may be used as a VOR receiver, or ILS
receiver. The desired type of operation is selected by tuning
3.14.3.2 ADF Operation. the receiving set to the frequency corresponding to that
operation. ILS operation is selected by tuning to the odd
1. ICS NAV receiver selector switch - ON. tenth MHz frequencies between 108.0 and 112.0 MHz.
VOR operation is selected by tuning in .050 MHz units to
2. HSI/VSI MODE SEL BRG 2 switch - ADF. the frequencies between 108.0 and 117.95 MHz, except the
odd tenth MHz between 108.0 and 112.0 MHz, which are
3. ADF/ANT/OFF switch - ADF. reserved for ILS operation. The three receiver sections do
the intended functions independent of each other. Perfor-
4. MAN/2182/500 switch - As desired. mance degradation within any one of the major sections
will not affect the performance of the others. Power for the
If MAN is selected in step 4: AN/ARN-123 is provided from the dc essential bus through
a circuit breaker, marked VOR/ILS.
5. Frequency controls - Select.
NOTE
6. VOL control - Adjust as desired.
If CW operation is desired: Tuning to a localizer frequency will auto-

matically tune to a glide slope frequency,
7. TEST/(OFF)/TONE switch - TONE. when available.
8. Verify horizontal situation indicator (HSI) No. 3.15.1 Antenna. The VOR/LOC antenna system (Figure
2 bearing pointer displays appropriate relative 3-1), consists of two blade type collector elements, one on
bearing-to-the-station. each side of the fuselage tail cone. The glide slope antenna
is mounted under the avionics compartment in the nose.
If self-test is required: The antenna provides the glide slope receiver with a
matched forward-looking receiving antenna. The marker
9. TEST/(OFF)/TONE switch - TEST (position beacon antenna is flush-mounted under the center section of
up and hold). the fuselage.
10. No. 2 bearing pointer deflects 90° away from 3.15.2 Controls and Functions. The controls for the
original reading. VOR/ILS/MB receivers are on the front panel of the unit.
The function of each control is as follows:
11. TEST/(OFF)/TONE switch - Release to off.
12. Verify No. 2 bearing pointer returns to original

reading.
3-34 Change 10
TM 1-1520-237-10
2. NAV VOL OFF control - On.
3. Frequency - Select.
NAV VOL MB VOL
108.00 4. MODE SEL BRG 2 switch - VOR.

OFF OFF
5. MODE SEL VOR/ILS switch - VOR.
VOR / MB MB SENS
TEST 3.15.3.2 VOR/Marker Beacon Test.
HI
LO
NOTE
If acceptable signal is not received, test will

MEGAHERTZ FREQUENCY HUNDRETHS not be valid.
TUNE CONTROL INDICATOR MEGAHERTZ
TUNE CONTROL AA0526
SA
1. HSI CRS set 315° on COURSE set display,
Figure 3-15. Radio Receiving Set pilot and copilot.
AN/ARN-123(V)
2. VOR/MB TEST switch - Down and hold. The
MB light on the VSI should go on.
CONTROL FUNCTION
3. HSI VOR/LOC course bar and VSI course de-
viation pointer - Centered 6 1 dot.
NAV VOL-OFF Turns VOR/ILS receiver on and
control off, adjusts volume. 4. No. 2 bearing pointer should go to the 310° to
320° position.
MB VOL-OFF Turns marker beacon receiver on
control and off; adjusts volume.
5. To-from arrow should indicate - TO.
Megahertz tune Tunes VOR/ILS receiver in MHz
control as indicated on frequency indicator. 6. VOR/MB TEST switch - Release.
3.15.3.3 VOR Operation. Course - Set.

Hundredths Tunes VOR/ILS receiver in
megahertz tune hundredths MHz as indicated on 3.15.3.4 ILS (LOC/GS) Operation. ILS operation fre-
control frequency indicator. quency - Set.
VOR/MB TEST Activates VOR test circuit and MB
control receiver lamp self-test circuits. 3.15.3.5 Marker Beacon (MB) Operation.
MB SENS HI- For controlling MB sensitivity. 1. MB VOL OFF switch - On.

LO control
2. MB SENS switch - As desired.
LO Decreases receiver sensitivity by
shortening time transmitted signal 3.15.3.6 VOR Communications Receiving Opera-
will be received. tion. Frequency - Set.
HI Increases receiver sensitivity by
lengthening time transmitted signal 3.15.4 Stopping Procedure. NAV VOL OFF switch -
will be received. OFF.
3.16 RADIO RECEIVING SET AN/ARN-147(V)(VOR/

ILS/MB)(IF INSTALLED).
3.15.3 Operation.
Radio set AN/ARN-147 (V) (Figure 3-16) is a very high
3.15.3.1 Starting Procedure. frequency receiver, capable of operating from 108.0 to
126.95 MHz. Course information is presented by the verti-
1. ICS AUX selector - ON. cal situation indicator deviation pointer and the selectable
Change 9 3-35
TM 1-1520-237-10
No. 2 bearing pointer on the horizontal situation indicator. CONTROL FUNCTION

The combination of the glide slope and localizer capabili-
ties makes up the instrument landing system (ILS). The
marker beacon portion of the receiver visually indicates on MB HI/LO select Varies marker beacon (MB)
the vertical situation indicator MB advisory light, and au- sensitivity (high or low).
rally signals over the headphones helicopter passage over a
MHz digits select Changes frequency in 1-MHz steps
transmitting marker beacon. The radio set may be used as a
over the range of control (first three
VHF omnirange (VOR) or ILS receiver. The desired type
digits).
of operation is selected by tuning the receiving set to the
frequency corresponding to that operation. ILS operation is MB VOL adjust Varies marker beacon (MB) audio
selected by tuning to the odd tenth MHz frequencies from gain of the associated receiver.
108.0 to 111.95 MHz. VOR operation is selected by tuning
from 108.0 to 126.95 MHz, except the odd tenth MHz from
108.0 to 111.95 MHz reserved for ILS operation. The three 3.16.3 Operation.
receiver sections do the intended functions independent of
each other. Performance degradation within any one of the 3.16.3.1 Starting Procedure.
major sections will not affect performance of the others.
Power for the AN/ARN-147 is provided from the dc essen- 1. ICS AUX receiver selector switch - ON.
tial bus through a circuit breaker, labeled VOR/ILS.
2. TEST/(pwr) ON/OFF switch - ON (center po-
NOTE sition).
Tuning to a localizer frequency will auto- 3. MHz (first three digits) control - Select.
matically tune to a glide slope frequency
when available. 4. KHz (last two digits) control - Select.
3.16.1 Antennas. The VOR/LOC antenna system (Fig- 5. NAV VOL control - Adjust.
ure 3-1) consists of two blade type collector elements, one
on each side of the fuselage tail cone. The glide slope an- 6. MODE SEL BRG 2 switch - VOR.
tenna is mounted under the avionics compartment in the
nose. The antenna provides the glide slope receiver with a 7. MODE SEL VOR/ILS switch - VOR.
matched forward looking receiving antenna. The marker
beacon antenna is flush-mounted under the center section of 8. CIS MODE SEL NAV/ON switch - As de-
the fuselage. sired.
3.16.2 Controls and Functions. The controls for the 3.16.3.2 VOR/Marker Beacon Test.
VOR/ILS/MB receivers are on the front of the control panel
(Figure 3-16). The function of each control is as follows: NOTE
CONTROL FUNCTION Test will not be valid if signal reception is

invalid.
Digit window Indicates selected operating 1. HSI CRS control (pilot and copilot) - Set 315°
frequency. in course display.
NAV VOL adjust Varies navigation (VOR/LOC) 2. TEST/(pwr) ON/OFF switch - TEST (position
audio gain of associated receiver. up and hold). VSI MB advisory light goes on.
KHz digits select Changes frequency in 50-kHz steps
over the range of control (last two 3. HSI VOR/LOC course bar and VSI course de-
digits). viator pointer - Centered (61 dot).
TEST/(power) ON/ Controls application of power to 4. No. 2 bearing pointer - 315° (65°).
OFF select the associated receiver. Controls
VOR/marker beacon test. 5. To-from arrow - TO.
3-36 Change 9
TM 1-1520-237-10
DIGIT
MARKER BEACON WINDOW
VOLUME ADJUST NAV VOLUME
ADJUST
MB NAV
VOL VOL
N
A
V
MB
HI TEST
LO ON
OFF
MHZ
DIGITS KHZ DIGITS
SELECT SELECT
MARKER BEACON
HI / LO SELECT TEST / (POWER)
ON / OFF SELECT FS0016A
SA
Figure 3-16. VOR/ILS/MB Control Panel AN/ARN-147 (V)
6. TEST/(pwr) ON/OFF switch - Release. 3.17 DOPPLER NAVIGATION SET

AN/ASN-128. UH
3.16.3.3 VOR Operation. HSI CRS control - Course se-
lect. The Doppler navigation set, AN/ASN-128, in conjunc-
tion with the helicopter’s heading and vertical reference
3.16.3.4 ILS (LOC/GS) Operation. systems, provides helicopter velocity, position, and steering
information from ground level to 10,000 feet. To achieve
1. ILS operation frequency/volume - Set. best results with the set, pitch and roll angles should be
limited to 30° pitch and 45° roll, and moderate maneuver
2. HSI CRS control - Course select. rates should be employed. The Doppler navigation system
is a completely self-contained navigation system and does
3. CIS MODE SEL NAV/ON switch - As de- not require any ground-based aids. The system provides
sired. world-wide navigation, with position readout available in
both Universal Transverse Mercator (UTM) and Latitude
3.16.3.5 Marker Beacon (MB) Operation. and Longitude (LAT/LONG)(Figure 3-22). Navigation and
steering is done using LAT/LONG coordinates, and a bilat-
1. ICS NAV receiver selector switch - ON. eral UTM-LAT/LONG conversion routine is provided for
UTM operation. Up to ten destinations may be entered in
2. MB HI/LO switch - As desired. either format and not necessarily the same format. Present
position data entry format is also optional and independent
3. MB VOL control - Adjust as desired. of destination format. Power to operate the AN/ASN-128 is
provided from No. 1 dc primary bus through a circuit
3.16.3.6 VOR Communications Receiving Opera- breaker marked DPLR, and from the ac essential bus
tion. Frequency/Volume - Set. through a circuit breaker, marked 26 VAC DPLR, refer to
TM 11-5841-281-12.
3.16.4 Stopping Procedure. TEST/(pwr) ON/OFF
switch - OFF.
Change 1 3-37
TM 1-1520-237-10
CONTROL/ FUNCTION
LEFT CENTER RIGHT TARGET
DISPLAY DISPLAY DISPLAY STORAGE INDICATOR
LAMPS LAMPS LAMPS INDICATOR
LAT/LONG Select latitude/longitude
navigational mode of operation.
BACKUP Places navigation set in estimated
mode of operation or estimated
velocity mode of operation.
TGT
DISPLAY Selects navigation data for display.
KYBD
DIM
MEM MAL STR
selector
PP DIST / BRG ALPHA
GS TIME DEST LEFT MID RIGHT WIND SP/ Not applicable.
TK DISP
D
P XTK DEST
ABC DEF GHI DIR
1 2 3
L TKE TGT
R 7
WIND SPH
SP / DIR VAR JKL MNO PQR
DISPLAY 4 5 6
XTK/TKE Distance crosstrack (XTK) of
N TEST UTM
FLY−TO
STU VWX YZ
(Left Display) initial course to destination in km
DEST
A
LAT /
7 8 9 KEYBOARD and tenths of a km.
LAMP
V TEST LONG
3
OFF BACK
UP
CLR 0 ENT (Right Display) Track angle error (TKE) in degrees
MODE displayed as right or left of bearing
to destination.
GS-TK Ground speed (GS) in km/hr.
AA0663
SA (Left Display)
Figure 3-17. Doppler Navigation Set (Right Display) Track angle (TK) in degrees
AN/ASN-128 TRUE.
PP with switch Present position UTM zone.
3.17.1 Antenna. The Doppler antenna (Figure 3-1) con- set to UTM
sists of a combined antenna/radome and a receiver- (Center Display)
transmitter housing below copilot’s seat. The combination
(Left Display) Present position UTM area square
antenna/radome uses a printed-grid antenna.
designator and easting in km to
nearest ten meters.
3.17.2 Controls, Displays, and Function. The con-
trol and displays for the Doppler are on the front panel (Right Display) Present position UTM area
(Figure 3-17). The function of each control is as follows: northing in km to nearest ten
meters.
PP with MODE Present position latitude in degrees,
CONTROL/ FUNCTION
switch set to minutes and tenths of minutes.
INDICATOR
LAT/LONG
MODE selector Selects Doppler Navigation Mode (Left Display)
of operation.
(Right Display) Present position longitude in
OFF Turns navigation set off. degrees, minutes and tenths of
minutes.
LAMP TEST Checks operation of all lamps.
DIST/BRG- Time to destination selected by
TEST Initiates built-in-test exercise for TIME FLY TO DEST (in minutes and
navigation set. (Center tenth of minutes).
UTM Selects Universal Transverse Display)
Mercator (UTM) navigational (Left Display) Distance to destination selected by
mode of operation. FLY TO DEST (in km and tenths
of a km).
3-38
TM 1-1520-237-10

INDICATOR INDICATOR
(Right Display) Bearing to destination selected by KYBD pushbut- Used in conjunction with the key-
FLY TO DEST (in degrees MAG- ton board to allow data to be displayed
NETIC). and subsequently entered into the
computer when the ENT key is
DEST-TGT UTM zone of destination selected
pressed.
(Mode switch set by DEST DISP thumbwheel.
to UTM) DEST DISP Destination display thumbwheel
(Center thumbwheel switch is used along with DEST-
Display) switch TGT and SPH-VAR position of
DISPLAY switch to select destina-
(Left Display) UTM area and easting of destina-
tion whose coordinates or magnetic
tion set on DEST DISP thumb-
variation are to be displayed, or to
wheel.
be entered. Destinations are 0
(Right Display) Northing of destination set on through 9, P (Present Position) and
DEST DISP thumbwheel. H (Home).
DEST-TGT Latitude (N 84° or S 80° max.) of Keyboard Used to set up data for entry into
(Mode switch set destination set on DEST DISP memory. When the DISPLAY
to LAT/LONG thumbwheel. switch is turned to the position in
(Left Display) which new data is required and the
KYBD pushbutton is pressed, data
(Right Display) Longitude of destination set on may be displayed on the appropri-
DEST DISP thumbwheel. ate left, right, and center display.
SPH-VAR Spheroid code of destination set on To display a number, press the cor-
(Left Display) DEST DISP thumbwheel. responding key or keys (1 through
0). To display a letter, first depress
(Right Display) Magnetic variation (in degrees and the key corresponding to the de-
tenths of degrees) of destination set sired letter. Then depress a key in
on DEST DISP thumbwheel. the left, middle or right column,
corresponding to the position of the
MEM indicator Lights when radar portion of navi-
letter on the key. Example: To en-
lamp gation set is in nontrack condition.
ter an L, first depress L, then 3, 6,
MAL indicator Lights when navigation set mal- or 9 in the right column.
lamp function is detected by built in self-
FLY-TO-DEST Selects the destination for which
test.
thumbwheel XTK/TKE and DIST/BRG/TIME
DIM control Controls light intensity of display switch are displayed when the DISPLAY
characters. switch is turned to either of these
positions which steering informa-
Left, Right, and Lights to provide data in alphanu- tion is desired. Destinations are 0
Center display meric and numeric characters, as through 9, and H (Home).
lamps determined by setting of DISPLAY
switch, MODE switch, and opera- ENT key Enters data set up on keyboard into
tion of keyboard. memory when pressed.
Target storage Displays destination number CLR key Clears last entered character when
indicator (memory location in which present pressed once. When pressed twice,
position will be stored when TGT clears entire display panel under
STR pushbutton is pressed. keyboard control.
TGT STR Stores present position data when
pushbutton pressed.
3-39
TM 1-1520-237-10
3.17.3 Modes of Operation. The three basic modes of CDU DISPLAY switch in the GS-TK position. When
operation are: Navigate, test, and backup. GS-TK values are inserted under these conditions, naviga-
tion continues using only these values.
3.17.3.1 Test Mode. The TEST mode contains two
functions: LAMP TEST mode, in which all display seg- 3.17.4 Operation.
ments are lit, and TEST mode, in which system operation
is verified. In the LAMP TEST mode, system operation is 3.17.4.1 Window Display and Keyboard Operation.
identical to that of the navigate mode except that all lamp In all data displays except UTM coordinates, the two fields
segments and the MEM and MAL indicator lamps are are the left and right display windows. In UTM coordinates
lighted to verify their operation (Figure 3-18). In TEST displays, the first field of control is the center window and
mode, the system antenna no longer transmits or receives the second field is the combination of the left and right
electromagnetic energy; instead, self-generated test signals displays. When pressing the KYBD pushbutton, one or
are inserted into the electronics to verify operation. System other of the fields described above is under control. If it is
operation automatically reverts into the backup mode dur- not desired to change the display in the panel section under
ing test mode. Self-test of the Doppler set is done using control, the pilot can advance to the next field of the display
built-in-test equipment (BITE), and all units connected and panel by pressing the KYBD pushbutton again. The last
energized for normal operation. Self-test isolates failures to character entered may be cleared by pressing the CLR key.
one of the three units. The computer-display unit (except That character may be a symbol or an alphanumeric char-
for the keyboard and display) is on a continuous basis, and acter. However, if the CLR key is pressed twice in succes-
any failure is displayed by turn-on of the MAL indicator sion, all characters in the field under control will be cleared
lamp on the computer-display unit. The signal data con- and that field will still remain under control.
verter and receiver-transmitter-antenna are tested by turn-
3.17.4.2 Data Entry.
ing the MODE switch to TEST. Failure of those compo-
nents is displayed on the computer-display unit by turn-on
1. To enter a number, press the corresponding key.
of the MAL indicator lamp. Identification of the failed unit
To enter a letter, first press the key correspond-
is indicated by a code on the display panel of the computer-
ing to the desired letter. Then press a key in the
display unit. Continuous monitoring of the signal data con-
left, middle, or right column corresponding to
verter and receiver-transmitter-antenna is provided by the
the position of the letter on the pushbutton.
MEM indicator lamp. The MEM indicator lamp will light
in normal operation when flying over smooth water. How-
2. Example: To enter an L, first press L, then ei-
ever, if the lamp remains on for over 10 minutes, over land
ther 3, 6, or 9 in the right column. The com-
or rough water, there is a malfunction in the Doppler set.
puter program is designed to reject unaccept-
Then the operator should turn the MODE switch to TEST,
able data (for example, a UTM area of WI does
to determine the nature of the malfunction. Keyboard op-
not exist, and will be rejected). If the operator
eration is verified by observing the alphanumeric readout as
attempts to insert unacceptable data, the display
the keyboard is used.
will be blank after ENT is pressed.
3.17.3.2 Navigate Mode. In the navigate mode (UTM 3.17.4.3 Starting Procedure.
or LAT/LONG position of the MODE selector), power is
applied to all system components, and all required outputs 1. MODE selector - LAMP TEST. All lights
and functions are provided. Changes in present position are should be lit.
computed and added to initial position to determine the
instantaneous latitude/longitude of the helicopter. Destina- a. Left, right, Center and Target storage indi-
tion and present position coordinates can be entered and cator - Lit (Figure 3-18). All other lights
displayed in UTM and latitude/longitude. At the same time, should be on.
distance, bearing and time-to-go to any one of ten preset
destinations are computed and displayed as selected by the b. Turn DIM control fully clockwise, then
FLY-TO DEST thumbwheel. fully counterclockwise, and return to full
clockwise; all segments of the display
3.17.3.3 Backup Mode. In this mode, remembered ve- should alternately glow brightly, go off,
locity data are used for navigation. The operator can insert and then glow brightly.
ground speed and track angle with the keyboard and the
display in GS-TK position. This remembered velocity data 2. MODE selector - TEST. After about 15 sec-
can be manually updated through use of the keyboard and onds left display should display GO. Ignore the
3-40
TM 1-1520-237-10
LEFT RIGHT
DISPLAY DISPLAY
LAMPS LAMPS
TENTHS OF MINUTES
DECIMAL
TGT
KYBD STR
MEM MAL
CENTER TARGET
DISPLAY STORAGE
LAMPS INDICATOR
AA0525
SA
Figure 3-18. Doppler Lamp Test Mode Display
random display of alpha and numeric charac-

ters which occurs during the first 15 seconds.
Also ignore test velocity and angle data dis- DISPLAY REMARKS
played after the display has frozen. After about
15 seconds, one of the following five displays LEFT RIGHT
will be observed in the first two character posi- GO No display. If right display is blank,
tions in the left display: Display system is operating
blanks satisfactorily.
NOTE (normal).
If the MAL lamp lights during any mode of

operation except LAMP TEST, the
computer-display unit MODE switch should
be turned first to OFF, and then to TEST, to
verify the failure. If the MAL lamp remains
on after recycling to TEST, notify organiza-
tional maintenance personnel of the naviga-
tion set malfunction.
3-41
TM 1-1520-237-10
DISPLAY REMARKS DISPLAY REMARKS

LEFT RIGHT LEFT RIGHT
GO P If right display is P, then MN C, R, S, or H A failure has occurred and the
pitch or roll data is missing, followed BACKUP mode, used for
or pitch exceeds 90°. In this by a numeric manual navigation (MN), is
case, pitch and roll in the code the only means of valid navi-
computer are both set to zero gation. The operator may use
and navigation continues in a the computer as a dead reck-
degraded operation. Problem oning device by entering
may be in the vertical gyro- ground speed and track data.
scope or helicopter cabling. The operator should update
present position as soon as
NOTE possible, because it is pos-
sible significant navigation
If the TEST mode display is MN or NG, the errors may have accumulated.
MODE switch should be recycled through
OFF to verify that the failure is not a momen- MN HO10000 No heading information to
tary one. If the TEST mode display is MN, signal data converter.
the data entry may be made in the UTM or
SO5000 No 26 vac to signal data con-
LAT/LONG mode, but any navigation must
verter.
be carried on with the system in the
BACKUP mode. NG C, R, S, or H A failure has occurred in the
followed system and the operator
BU C, R, S, or H A failure has occurred and the
by a numeric should not use the system.
followed system has automatically
code
by a numeric switched to a BACKUP
code mode of operation as follows: EN The 9V battery has failed. All
1. The operator has the option stored data must be reentered
of turning the MODE switch after battery replacement.
to BACKUP and entering the
best estimate of ground speed Blank C with Computer display unit fail-
and track angle. 2. The opera- random ure.
tor has the option of turning numbers
the MODE switch to Blank R with Receiver-transmitter-antenna
BACKUP and entering his random failure.
best estimate of wind speed numbers
and direction and entering his
best estimate of ground speed Blank S with Signal data converter failure.
and track angle. The operator random
should update present posi- numbers
tion as soon as possible, be-
Random Random dis- Signal data converter failure.
cause it is possible that sig-
display play
nificant navigation errors may
have accumulated.
3-42
TM 1-1520-237-10
3.17.4.4 Entering UTM Data. This initial data is in- 6. ENT pushbutton - Press if no variation data is
serted before navigating with the Doppler. Refer to para- to be entered.
graph 3.17.4.9.
7. KYBD pushbutton - Press, if variation data is
a. Spheroid of operation, when using UTM coordinates. to be entered, and note right display blanks. (If
no variation data is to be entered, ENT key -
b. UTM coordinates of present position - zone, area, Press.)
easting (four significant digits) and northing (four signifi-
cant digits; latitude/longitude coordinates may be used. 8. Variation data - Enter. (Example: E001.2, press
keyboard keys 2 (right window blanks), 2, 0, 0,
c. Variation of present position to the nearest one-tenth 1 and 2. Press ENT key, the entire display will
of a degree. blank and TGT STR number will reappear,
display should indicate INø E 001.2.)
d. Coordinate of desired destination - 0 through 5 and
H; (6 through 9 are normally used for target store locations; 3.17.4.6 Entering Present Position or Destination
but may also be used for destinations). It is not necessary to In UTM.
enter all destinations in the same coordinate system.
1. MODE selector - UTM.
NOTE
2. DISPLAY selector - DEST-TGT.
It is not necessary to enter destinations un-
less steering information is required, unless 3. DEST DISP thumbwheel - P, numerical, or H
it is desired to update present position by as desired.
overflying a destination, or unless a present
position variation computation is desired 4. Present position and destination - Enter. (Ex-
(paragraph 3.17.3.3). If a present position ample: Entry of zone 31T, area CF, easting
variation running update is desired, destina- 0958 and northing 3849.)
tion variation must be entered. The operator
may enter one or more destination variations a. KYBD pushbutton - Press. Observe that
to effect the variation update; it is not nec- display freeze and TGT STR indicator
essary for all destinations to have associated blanks.
variations entered.
b. KYBD button - Press. Observe that center
3.17.4.5 Entering Spheroid and/or Variation. display blanks.
1. MODE selector - UTM, LAT/LONG or c. Key 3, 1, 7, and 8 - Press.

BACKUP.
d. KYBD button - Press. Observe left and
2. DISPLAY selector - SPH-VAR. right displays blank.
3. DEST DISP thumbwheel - P, numeral, or H as e. Key 1, 3, 2, 3, 0, 9, 5, 8, 3, 8, 4, 9 - Press.

desired.
f. ENT pushbutton - Press. Left, right, and
4. KYBD pushbutton - Press. Observe display center displays will momentarily blank and
freezes and TGT STR indicator blanks. Press TGT STR number will appear. Displays
KYBD pushbutton again and observe left dis- should indicate 31T CF 09583849.
play blinks. If no spheroid data is to be entered,
KYBD pushbutton -Press again, go to step 7. 3.17.4.7 Entering Present Position or Destination
Variation In LAT/LONG. The variation of a destination
5. Spheroid data - Entry. (Example: INø). Press must be entered after the associated destination coordinates
keys 3 (left window blanks), 3, 5, 5 and 0. Left are entered (since each time a destination is entered its
display should indicate INø. Refer to Figure associated variation is deleted). The order of entry for
3-22 for codes. present position is irrelevant.
Change 1 3-43
TM 1-1520-237-10
NOTE 2. DISPLAY selector - DEST-TGT.
If operation is to occur in a region with rela- 3. DEST DISP thumbwheel - P. Do not press
tively constant variation, the operator enters ENT key now.
variation only for present position, and the
computer will use this value throughout the 4. ENT pushbutton - Press as helicopter is sitting
flight. over or overflies initial fix position.
1. MODE selector - LAT/LONG. 5. FLY-TO DEST thumbwheel - Desired destina-

tion location.
2. DISPLAY selector - DEST-TGT.
3.17.4.10 Update of Present Position From Stored
3. DEST DISP thumbwheel - P, numerical or H Destination. The helicopter is flying to a destination set
as desired. by the FLY-TO DEST thumbwheel. When the helicopter
is over the destination, the computer updates the present
4. Present position or destination - Enter. (Ex- position when the KYBD pushbutton is pressed, by using
ample: Entry of N41° 10.1 minutes and E035° stored destination coordinates for the destination number
50.2 minutes.) Press KYBD pushbutton. Ob- shown in FLY-TO DEST window, and adding to them the
serve that display freezes and TGT STR indi- distance traveled between the time the KYBD pushbutton
cator blanks. Press KYBD pushbutton again was pressed and the ENT key was pressed.
and observe left display blanks. Press keys 5, 5,
4, 1, 1, 0 and 1. Press KYBD pushbutton (right 1. DISPLAY selector - DIST/BRG-TIME.
display should clear), and keys 2, 2, 0, 3, 5, 5, 0
and 2. 2. KYBD pushbutton - Press, when helicopter is
over the destination. Display freezes.
5. ENT pushbutton - Press. Entire display will
blank and TGT STR number will reappear. NOTE
Display should indicate N 41° 10.1 E0 35° 50.2.
If a present position update is not desired, as
3.17.4.8 Ground Speed and Track. indicated by an appropriately small value of
distance to go on overflying the destination,
1. MODE selector - BACK UP. set the DISPLAY selector to some other po-
sition, this aborts the update mode.
2. DISPLAY selector - GS-TK.
3. ENT key - Press.
3. Ground speed and track - Enter. (Example: En-
ter 131 km/h and 024°. Press KYBD pushbut- 3.17.4.11 Update of Present Position from Land-
ton, observe that left display freezes and TGT mark. There are two methods for updating present posi-
STR indicator blanks. Press KYBD pushbutton tion from a landmark. Method 1 is useful if the landmark
and observe that left display blanks. Press keys comes up unexpectedly and the operator needs time to de-
1, 3, and 1. Left display indicates 131. Press termine the coordinates. Method 2 is used when a landmark
KYBD pushbutton, control shifts to right dis- update is anticipated.
play, and right display blanks. Press keys 0, 2
and 4. a. Method 1.
4. ENT pushbutton - Press. The entire display will (1) DISPLAY selector - PP.
blank, and TGT STR number will reappear.
(2) KYBD pushbutton - Press as landmark is
Display should indicate 131 024°.
overflown. Present position display will
freeze.
3.17.4.9 Initial Data Entry. Initial data entry of varia-
tion in coordinates is normally done prior to takeoff. To (3) Compare landmark coordinates with those
make the initial data entry, do the following: on display.
1. Present positon variation - Enter (paragraph (4) Landmark coordinates - Enter. If difference
3.17.4.5). warrants an update.
3-44
TM 1-1520-237-10
(5) ENT key - Press if update is required. (1) MODE selector - UTM or LAT/LONG,
depending on coordinate format desired.
(6) DISPLAY selector - Set to some other po-
sition to abort update. (2) DISPLAY selector - DEST-TGT.
b. Method 2. (3) DEST DISP thumbwheel - P.
(1) DISPLAY selector - DEST/TGT. (4) KYBD pushbutton - Press when over fly-
ing potential target. Display should freeze.
(2) DEST DISP thumbwheel - P. Present pos-
tion coordinate should be displayed. NOTE
(3) KYBD pushbutton - Press, observe that Do not press ENT key while DEST DISP
display freezes. thumbwheel is at P.
(5) If it is desired to store the target, turn

(4) Landmark coordinates - Manually enter via
DEST DISP thumbwheel to destination lo-
keyboard.
cation desired and press ENT key.
(5) ENT key - Press when overflying land-
(6) If it is not desired to store the target, place
mark.
DISPLAY selector momentarily to another
position.
(6) DISPLAY selector - Set to some other po-
sition to abort update. 3.17.4.14 Transferring Stored Target Coordinates
From One Location to Another. The following proce-
3.17.4.12 Left-Right Steering Signals. Flying short- dure allows the operator to transfer stored target coordi-
est distance to destination from present position. nates from one thumbwheel location to another. For ex-
ample, it is assumed that the pilot wants to put the
1. DISPLAY selector - XTK-TKE. coordinates of stored target 7 into location of destination 2.
2. MODE SEL - DPLR. NOTE
3. Fly helicopter in direction of lateral deviation Throughout this procedure, range, time-to-
pointer on vertical situation indicator to center go, bearing and left/right steering data are
the pointer, or course deviation bar on HSI. computed and displayed for the destination
selected via the FLY-TO DEST thumb-
3.17.4.13 Target Store (TGT STR) Operation. Two wheel.
methods may be used for target store operation. Method 1
is normally used when time is not available for preplanning 1. DISPLAY selector - DEST-TGT.
a target store operation. Method 2 is used when time is
available and it is desired to store a target in a specific 2. DEST DISP thumbwheel - 7.
DEST DISP position.
3. KYBD pushbutton - Press.
a. Method 1.
4. DEST DISP thumbwheel - 2.
(1) TGT STR pushbutton - Press when flying
over target. 5. ENT key - Press.
(2) Present position is automatically stored and 3.17.4.15 Transferring Variation From One Loca-
the destination location is that which was tion to Another. The procedure to transfer variation data
displayed in the target store indicator (po- to the same location where the associated stored target co-
sition 6, 7, 8, or 9) immediately before ordinates has been transferred is the same as in paragraph
pressing the TGT STR pushbutton. 3.17.4.14. Transferring Stored Target Coordinates From
One Location To Another, except that the DISPLAY selec-
b. Method 2. tor is placed at SPH-VAR.
3-45
TM 1-1520-237-10
3.17.4.16 Dead Reckoning Navigation. As an alter- able in both Military Grid Reference System (MGRS) and
nate BACKUP mode, dead reckoning navigation can be Latitude and Longitude (LAT/LONG) coordinates. Naviga-
done using ground speed and track angle estimates pro- tion and steering is performed using LAT/LONG coordi-
vided by the operator. nates and a bilateral MGRS-LAT/LONG conversion rou-
tine is provided for MGRS operation. Up to 100
1. MODE selector - BACKUP. destinations may be entered in either format and not neces-
sarily the same format.
2. DISPLAY selector - GS-TK.
3.17A.1 Antenna. The GPS antenna is located on the
3. Best estimate of ground speed and track angle - top aft section of the helicopter. The Doppler antenna is
Enter via keyboard. located below the copilot’s seat (Figure 3-1).
4. Set MODE selector to any other position to 3.17A.2 Controls, Displays, and Function. The con-
abort procedure. trol and displays for the AN/ASN-128B are on the front
panel (Figure 3-18.1). The function of each control is as
3.17.4.17 Operation During and After Power Inter- follows:
ruption. During a dc power interruption inflight, or when
all helicopter power is removed, the random access memory
(RAM) (stored destination and present position) data is re- CONTROL/ FUNCTION
tained by power from an 8.4 volt dc dry cell battery. This INDICATOR
makes it unnecessary to reenter any navigational data when
power returns or before each flight. If the battery does not NOTE
retain the stored destination data during power interruption, The MODE switch is locked in the
the display will indicate on EN when power returns. This OFF position and must be pulled
indicates to the pilot that previously stored data has been out and turned to get into or out of
lost, and that present position, spheroid/variation, and des- the OFF position.
tinations must be entered. The computer, upon return of
power, resets present position variation to E000.0°, desti- MODE selector Selects mode of operation.
nation and associated variations to a non-entered state, re-
OFF In this position the navigation set is
members wind to zero and spheroid to CL6. The following
inoperable: non-volatile RAM
data must be entered following battery failure:
retains stored waypoint data.
1. Enter spheroid. LAMP TEST Checks operation of all lamps.
2. Enter present position variation. TEST Initiates built-in-self test exercise

for the Doppler and GPS functions
3. Enter present position. of the navigation set.
MGRS Selects MGRS navigational mode
4. Enter each destination and its associated varia- of operation.
tion.
LAT/LONG Selects latitude/longitude
3.17.5 Stopping Procedure. MODE selector - OFF. navigational mode of operation.
GPS LDG Places navigation set in GPS
3.17A DOPPLER/GPS NAVIGATION SET (DGNS) landing mode of operation. This
AN/ASN-128B. UH
mode provides real time, tactical
The AN/ASN-128B DGNS is an AN/ASN-128 LDNS precision landing guidance
with an embedded GPS receiver. The AN/ASN-128B in information to the HSI and VSI
conjunction with the aircraft’s heading, vertical references, indicators.
and position and velocity updates from its internal GPS, DISPLAY Selects navigation data for display.
provides accurate aircraft velocity, position and steering in- selector
formation from ground level to 10,000 feet. The system
provides worldwide navigation, with position readout avail-
3-46 Change 4
TM 1-1520-237-10
SYS TGT
FLY TO EPE STAT STR
1 7 : BANDO 0 3 0MG 9 1
BRT GP S : M NA V : C MAL
GS : 1 1 7 KM / HR
DIM TK : 0 2 5 "
G
P PP KYBD LTR LTR LTR
S GS/TK DIST / BRG LEFT MID RIGHT
/ NAV M TIME
D
P XTK/TKC WP
KEY TGT F1 ABC DEF GHI
L
R 1 2 3
WIND−UTC DATUM
DATA ROUTE
TGT JKL MNO PQR
DISPLAY STR 4 5 6
TEST MGRS
N
V
OFF GPS
LDG DEC CLR # ENT
(−) 0 (PAGE)
MODE
AA9998A
SA
Figure 3-18.1. Doppler/GPS Navigation Set

AN/ASN-128B

INDICATOR INDICATOR
WIND-UTC Used for wind speed and direction DIST BRG Displays distance, bearing and time
DATA 9Doppler (with TAS sensor installed), UTC TIME information to the destination or
only9 time, sea current, surface wind, course selected. Selection of fly to
GPS status and data load functions. destination can be accomplished by
direct entry of two digit destination
XTK/TKE Displays steering (cross track dis- number.
KEY tance and track angle error) infor-
mation and GPS variable key sta- WP TGT Accesses waypoint or target data
tus. Selection of fly to destination (landing data, variation, motion).
by direct entry of two digit destina- Selection of destination for display/
tion number. entry by direct entry of two digit
destination number.
GS/TK NAV M Displays ground speed, track angle
and selection of GPS and naviga- DATUM Accesses datum and steering/route
tion mode. ROUTE functions.
PP Displays present position, altitude MAL indicator Lights when a malfunction is de-
and magnetic variation. lamp tected by the built-in-test circuitry.
In the event of an intermittent mal-
function, the system may operate
correctly but must be cycled to the
OFF position then to on, to extin-
guish the MAL light.
Change 2 3-46.1
TM 1-1520-237-10

INDICATOR INDICATOR
BRT and DIM Used to brighten or dim the light INC and DEC Used to increment or decrement the
keys intensity of the LCD display. keys displayed waypoint/target number
when the DISPLAY selector is set
Four line alpha- Displays alphanumeric characters,
to WP/TGT. To access P, press the
numeric display as determined by the setting of the
LTR LEFT key followed by key 6;
DISPLAY selector, the MODE se-
display waypoint 99 then press the
lector and operation keyboard. The
INC key; or display waypoint 00
keys activate function upon press-
then press the DEC key. Also used
ing the key.
to increment or decrement the fly-to
TGT STR key Stores present position data in the destination number when the DIS-
indicated target store/memory loca- PLAY selector is set to DIST/
tion (90-99) when pressed. BRG/TIME or XTK/TKE/KEY.
KYBD key Used in conjunction with the key- ENTkey Enters data into memory (as set up
board to allow data display and en- (PAGE) on keyboard and displayed). This
try into the computer. key is also used for paging of dis-
plays. The bottom right corner of
Keyboard and Used to set up data for entry into the display indicates 9more9 when
LTR keys memory. When DISPLAY selector additional pages are available, and
is set to a position in which new 9end9 when no additional pages are
data is required and KYBD key is available. Pressing this key when
pressed, data may be displayed on 9end9 is displayed will return the
the appropriate input field of dis- display to the first page.
play. To display a number, press the
corresponding key or keys (0-9). To CLR key Clears last entered character when
display a letter, first press the LTR pressed once. When pressed twice,
key corresponding to the position of clears entire input field of display
the desired letter on a key. Then keyboard control.
press the key which contains the F1 key Reserved for future growth.
desired letter. Example: To enter an
L, first press the LTR RIGHT key,
then press key 4.
3-46.2 Change 2
TM 1-1520-237-10
3.17A.3 Modes of Operation. Control of the Doppler/ 3.17A.3.2.3 Doppler Mode. Doppler position and ve-
GPS, including selection of modes and displays, and entry locity data are used for navigation. If Doppler mode is se-
and readout of data is performed via the Computer Display lected and the Doppler becomes invalid (paragraph
Unit (CDU) front panel. The system has four basic modes 3.17A.3.2.1), the system will automatically switch to True
of operation: OFF, navigate, TEST and GPS LDG. In the Air Speed (TAS) mode (using remembered wind) if a TAS
navigate mode three submodes may be selected manually sensor is available, or remembered velocity if a TAS sensor
or automatically. These are combined mode (default or pri- is not available. If Doppler mode is manually selected at
mary mode of operation), GPS only mode, or Doppler only the start of the flight an initial present position must be
mode. obtained and entered prior to flight. Navigation is per-
formed in latitude/longitude for computational convenience
3.17A.3.1 OFF Mode. In the OFF mode the system is only. At the same time, distance, bearing and time-to-go to
inoperable. However, the edge lighting is lighted by an ex- any one of 100 preset destinations are computed (as se-
ternal aircraft power source and is independent of the lected by FLY-TO-DEST).
Doppler/GPS MODE selector setting. Edge lighting may
not be available if the helicopter is modified with the night 3.17A.3.3 Test Mode. The TEST mode contains two
vision MWO. functions: LAMP TEST mode, in which all display seg-
ments are lit, and TEST mode, in which system operation
3.17A.3.2 Navigate Mode. In the navigate mode is verified. In the LAMP TEST mode, system operation is
(MGRS or LAT/LONG) position of the CDU MODE se- identical to that of the navigate mode except that all lamp
lector) power is applied to all system components, and all segments and the MEM and MAL indicator lamps are
required outputs and functions are provided. The Doppler lighted to verify their operation. In TEST, the RTA no
radar velocity sensor (DRVS) measures aircraft velocity, longer transmits or receives electromagnetic energy; in-
and converts analog heading, pitch and roll into digital stead, self-generated test signals are inserted into the elec-
form. This data and embedded GPS receiver (EGR) veloc- tronics to verify operation of the DRVS. At this time a self
ity and position data are then sent to the CDU for process- test is performed by the GPS and navigation computations
ing. Barometric altitude is used for aiding the GPS when continue using remembered velocity. In the TEST mode,
only three satellites are available. Four satellites are re- Doppler test results are displayed on the CDU front panel
quired if the barometric altitude sensor is not available. for the first 15 seconds (approximate). At the end of this
Present position is computed by using one of three naviga- period either GO is displayed if there is no malfunction in
tion submodes which can be selected manually or automati- the navigation set, or a failure code is displayed if a mal-
cally. These submodes are as follows: function has occurred. A rotating bar on the display indi-
cates that the GPS has not completed self test. If the navi-
gation set is maintained in the TEST mode, no navigation
3.17A.3.2.1 Combined Mode (Default or Primary
data can be displayed on the CDU front panel. If a Doppler
Mode of Operation). Doppler and GPS position and ve-
malfunction is detected, the MAL indicator lamp lights and
locity data are combined to provide navigation. This mode
DF is displayed. At the completion of GPS self test (up to
is used when a minimum of three (with barometric sensor)
two minutes), the rotating bar is replaced with a complete
or four satellites are available, GPS Estimated Position Er-
test result code. The failed unit and the failed circuit card
ror (EPE) is less than approximately 150 meters, and the
are also indicated by a code on the CDU display. The CDU
Doppler is not in memory. If GPS becomes invalid (e.g.
is continuously monitored for failures, using its own com-
due to increased EPE), the system will automatically switch
puter as built-in-test-equipment (BITE). Any BITE mal-
to Doppler mode until a valid GPS status is received. The
function causes the MAL indicator lamp on the CDU to
GPS POS ALERT advisory light will illuminate when this
light. If the MODE selector on the CDU is set to TEST,
happens. If the Doppler becomes invalid (e.g. flight over
identification of the failed LRU is indicated by a code on
glassy smooth water), the system will automatically switch
the display panel. Aircraft heading, pitch and roll are also
to GPS mode if GPS is valid or an alternate Doppler mode
displayed in the mode by pressing the ENT key after Dop-
if the GPS is not valid.
pler test is completed. GPS test status is displayed if the
ENT key is pressed a second time. Malfunction codes are
3.17A.3.2.2 GPS Mode. GPS positions and velocities
automatically latched and can only be cleared by recycling
are used for navigation by the Doppler navigation processor
the CDU power via the CDU mode switch (OFF-ON).
in the CDU. If GPS mode is selected and the GPS becomes
invalid (paragraph 3.17A.3.2.1), the system will not navi-
3.17A.3.4 GPS Landing Mode. In the GPS LDG
gate. The GPS POS ALERT advisory light indicates that
mode, the Doppler navigation system provides information
GPS signals are not reliable.
Change 8 3-46.3
TM 1-1520-237-10
to the HSI and VSI indicators for real time landing guid- point coordinates to complete the position up-
ance to a touch down point previously entered in any of the date.
100 fly-to destinations. The landing approach is determined
by present position and the entered touch down altitude, 4. Magnetic variation can be entered for each des-
glideslope and inbound approach course. tination, and the system will compute present
position magnetic variation. If operation is to
3.17A.4 CDU Operation. Various required operating occur in a region with relatively constant mag-
data, such as initial present position (if GPS is not valid or netic variation, the operator enters magnetic
Doppler mode is selected), destination coordinates with or variation only for present position and the com-
without GPS landing data, and magnetic variation can at puter will use this value throughout the flight. If
any time be entered into the CDU via its keyboard, or the MGRS data are to be entered or displayed, the
data loader (Figure 3-11) via the preprogrammed data MGRS datum of operation is also entered.
loader cartridge. In most cases, these data will be entered
before the aircraft takes off. The GPS provides present po- 3.17A.5 Target-of-Opportunity. Target-of-opportunity
sition to the Doppler/GPS. If GPS is not available or Dop- data can be stored by pressing TGT STR (target store) key
pler is selected present position can be initialized as fol- when the target is overflown. This operation stores the co-
lows: ordinates of the target in one of ten destination locations in
the computer; locations 90-99 sequentially incrementing
1. The MODE selector should be set to MGRS or each time the TGT STR key is pressed. The location is
LAT/LONG, the WP/TGT display position of displayed in the appropriate display field. The computer
the DISPLAY selector is selected, the destina- can keep track of individual target positions which may
tion number is set to P (default waypoint) and include speeds and directions input by the operator.
KYBD key is pressed. The coordinates of the
initial position is overflown, the ENT key is 3.17A.6 Self Test. Self test of the AN/ASN-128B is ac-
pressed. The computer then determines changes complished using BITE with the RTA, SDC, and CDU
from the initial position continuously, and the units connected and energized for normal operation. Self
coordinates of the current present position can test enables the unit to isolate failures to one of the four
be read either by remaining in this configura- main functions (RTA, SDC, CDU or EGR) or to one of
tion or by setting the DISPLAY selector to PP the circuit cards in the SDC or CDU. Self test is accom-
(present position) and the MODE selector to plished as follows:
MGRS or LAT/LONG.
1. The CDU (except for the keyboard and display)
2. To update present position over a stored desti- is checked on a continuous basis, and any fail-
nation, KYBD key is pressed when the aircraft ure is displayed by the illumination of the MAL
overflies this destination. If an update is de- indicator lamp on the CDU. If the MODE se-
sired, the ENT key is pressed and the update is lector on the CDU is set to the TEST position,
completed. The DISPLAY selector is in the identification of the failed circuit card in the
DIST/BRG/TIME position and the FLY-TO- CDU is indicated by a code on the display
DEST is set to this destination during this pro- panel.
cess. The distance-to-go, displayed while over
the stored destination, is the position error of 2. The DRVS and EGR are tested by setting the
the system at that moment. MODE selector on the CDU to the TEST po-
sition. Failure of the DRVS or EGR are dis-
3. To update present position over a fixed point played on the CDU by illumination of the MAL
not previously stored in the computer, the DIS- indicator lamp, and identification of the failed
PLAY selector is placed to PP and KYBD key unit or circuit card is indicated by a code on the
is pressed as the fix point is overflown. This display panel of the CDU.
freezes the display while allowing computation
of changes in present position to continue 3. Continuous monitoring of the signal data con-
within the computer. If an update is required verter and receiver transmitter antenna is pro-
the coordinates of the fix point are entered via vided by the system status indication. The sys-
the keyboard, and ENT key is pressed. The po- tem will not use Doppler velocities in normal
sition change which occurred since over-flying operation when flying over glassy smooth wa-
the fix point is automatically added to the fix ter. However, if the system continues to not use
3-46.4 Change 10
TM 1-1520-237-10
Doppler (e.g. using GPS only when combined ing the ENT key (whether or not new data has been en-
has been selected) for excessive periods of time tered) causes the display to blank momentarily and return
(e.g. more than 10 minutes) over land or rough with the latest computed data. To abort a keyboard opera-
water, then a malfunction may exist in the navi- tion, move the MODE or DISPLAY selector to another
gation set and the operator should set the position.
MODE selector to TEST to determine the na-
ture of the failure. a. Data Entry. To display a letter, first press the LTR
key corresponding to the position of the desired letter on a
4. The display portion of the CDU is tested by key. Then press the key which contains the desired letter.
illuminating all the lamp segments in each al- For example, to enter an L, first press the LTR RIGHT
phanumeric character in the LAMP TEST key, then press key 4.
mode.
b. Keyboard Correction Capability. The last character
5. Keyboard operation is verified by observing the entered may be cleared by pressing the CLR key. If the
alphanumeric characters as the keyboard is ex- CLR key is pressed twice in succession, the field is cleared
ercised. but remains under control (indicated by blinking) and the
last valid data entered is displayed.
3.17A.7 Route Sequencing Modes. The system has
the ability to fly a preprogrammed sequence of waypoints. c. Destination Variation Constraint. The magnetic varia-
This sequence can be either consecutively numbered in tion associated with a destination must be entered after the
which case a start and end waypoint are entered or random coordinates for that destination are entered. The order of
numbered, in which case all waypoints are put in a list and entry for present position is irrelevant.
the start and end waypoints are entered. Both sequence
modes can be flown in the order they are in the list or in the d. Impossibility of Entering Unacceptable Data. In most
reverse order. Directions will be displayed to the waypoint cases the computer program will reject unacceptable data
next on the list until approximately 10 seconds before over- (for example, a MGRS area of W1 does not exist and will
flying the waypoint at which time the display will advance be rejected). If the operator attempts to insert unacceptable
to the next waypoint and the new waypoint number will data, the unacceptable data will be displayed on the panel
blink for ten seconds. One consecutive and one random and then the selected field will blink after ENT key is
sequence may be stored in the system. pressed displaying the last valid data.
3.17A.8 To-To Route Mode. The system has the ability NOTE
to provide steering information onto a course defined by the
start and end waypoints. Only the second waypoint will be The computer cannot prevent insertion of er-
overflown. The distance displayed is the distance to the roneous data resulting, for example, from
course when outside two nautical miles of the course and human or map errors.
the distance to the second waypoint when inside two nau-
tical miles of the course. e. Procedure for Displaying Wind Speed and Direction
(TAS Sensor Required).
3.17A.9 General Operating Procedures for Enter-
ing Data. The panel display consists of four line LED NOTE
readout. The top line of the display is reserved for the dis-
play of Fly-To destination number and destination name/ In MGRS mode, wind speed is displayed in
International Civil Aeronautic Organization (ICAO) identi- km/hr; in LAT/LONG mode, wind speed is
fier, EPE in meters, mode of GPS and mode of AN/ASN- displayed in knots. Wind direction is defined
128B operation and target store number. The remaining as the direction from which the wind origi-
lines will display data in accordance with the DISPLAY nates.
and MODE selectors. When pressing the KYBD key for
the first time in an entry procedure, the display freezes, (1) Set MODE selector to LAT/LONG (MGRS
kybd is displayed in the bottom right corner indicating the may also be used).
display is in the keyboard mode and the input field under
keyboard control blinks. If it is not desired to change the (2) Set DISPLAY selector to WIND-UTC (coor-
display field under control, the pilot can advance to the next dinated universal time)/DATA and observe
field of the display by pressing the KYBD key again. Press- display.
Change 10 3-46.5
TM 1-1520-237-10
(3) The display indicates: (2) Set the MODE selector to LAT/LONG
(MGRS may also be used).
SP:XXXKn
(3) The display indicates GPS daily key status,
DIR:XXX° time remaining on the currently entered keys
and how many satellites are currently being
f. Procedure for displaying/entering UTC and display- used by the GPS.
ing GPS status.
KEY STATUS TIME REMARKS
(1) Set MODE selector to LAT/LONG (MGRS
may also be used).
DK OK Days or hours GPS daily key
(2) Set DISPLAY selector to WIND-UTC/DATA still available in use and
and observe the wind speed/direction display. on key verified
DK NO * No GPS daily
(3) Press ENT key. Observe that the CDU display
key available
indicates year ** (default year is 93), day 317
and indicates hours, minutes, and seconds of DK IN * GPS daily key
UTC time: 09 Hours, 25 Minutes, 10 Seconds. available but
not verified
(4) To enter year, day and time press the KYBD
key to select the field for input shown as a
blinking field, enter the desired data and press 3.17A.10. Preflight Procedures.
the ENT key.
a. Data required prior to DGNS turn-on.
(5) To display GPS status press the ENT key to
display selection menu. (1) The following initial data must be entered
by the pilot after system turn-on and ini-
1>SEA CURRENT tialization, unless previously entered data
is satisfactory:
2>SURFACE WIND
(2) Datums of operation, when using MGRS
3>GPS STATUS coordinates. This data may be part of the
data load if preprogrammed.
4>DATA LOAD end
(3) In combined or GPS mode the GPS pro-
vides preset position. If the Doppler only
(6) To select the GPS STATUS page press key 3.
mode is selected MGRS coordinates of
present position - zone area, easting and
(7) Observe the CDU display. The display indi-
northing; latitude/longitude coordinates
cated the GPS test mode status as of one of the
may also be used to input present position.
following:
This data may be part of the data load if
preprogrammed. Variation of present posi-
GPS TEST: IN PROCESS
tion to the nearest one-tenth of a degree.
GPS TEST: NOT RUN (4) Coordinates of desired destinations 00-99.
It is not necessary to enter all destinations
GPS TEST: PASSED in the same coordinate system. This data
may be part of the data load if prepro-
GPS TEST: FAILED grammed. Destination locations of 70
through 89 are only programmable through
g. Procedure for displaying GPS key and GPS satellite the data loader.
status.
(5) Variation of destinations to the nearest
(1) Set the DISPLAY selector to XTK/TKE/KEY. one-tenth of a degree.
3-46.6 Change 2
TM 1-1520-237-10
(6) Crypto-key variables necessary to enable tered, or collection of almanac data when set
the GPS receiver to operate in Y code are has no previous almanac data. During this
entered via remote fill data only and not time the GPS operation mode must be M
via the CDU keyboard. and uninterrupted. After this time the GPS
operating mode may be switched to Y. Ob-
NOTE serve the GPS key status and number of sat-
ellite vehicles (SVs) tracked after switching
Destinations are entered manually when to Y mode. If the SV number goes to zero,
steering information is required to a destina- repeat this procedure. The key status shall
tion that was not in the set of data loaded via switch from DK IN to DK OK sometime
the data loader, or it is desired to update during the 12 minutes.
present position by overflying a destination,
or a present position variation computation (5) Check datum of operation, if MGRS is be-
is desired. (See CDU operation). If a present ing used.
position variation update is desired, destina-
tion variation must be entered. The operator (6) Check destinations in MGRS or LAT/
may enter one or more destination varia- LONG coordinates as desired.
tions; it is not necessary for all destinations
to have associated variations entered and (7) Check associated destination variations as
also not necessary to enter all destinations in desired. Remove all incorrect variations by
any case, but variations must be entered af- setting DISPLAY selector to WP/TGT,
ter destination coordinates are entered. setting the destination number to appropri-
ate destination, and pressing the KYBD
(7) The Doppler outputs true heading and ac-
key and ENT key in that order. Variations
cepts magnetic heading from gyromagnetic
of at least two destinations must be entered
heading reference. If accurate magnetic
for automatic variation update computation
variations are not applied, then navigation
to be performed. For accurate navigation it
accuracy will be affected.
is advised to enter variations after each
destination unless the variations are the
b. System Initialization.
same.
(1) Enter GPS mode 9M 9.
(8) Select DGNS operating mode.
NOTE
NOTE
Select GPS mode 9M 9 during initialization.
If 9Y 9 mode is selected before crypto-key The set will automatically select combined
variables are loaded the system will lock-up. mode (default or primary operating mode) as
System must be turned off, then back on. this allows the system to select the best pos-
sible navigation method available.
(2) Perform self test.
(9) Set the FLY-TO-DEST to the desired des-
(3) Perform download of data loader cartridge tination location.
if necessary, or manually enter datum, des-
tinations, magnetic variations, and present c. Procedure for downloading data from data-
position. loader cartridge.
(4) Load crypto-key variables (Figure 3-11)
(unless previously loaded and still valid) (1) Set the CDU MODE selector to OFF.
necessary for operation of the GPS in Y
mode. (2) Insert the preprogrammed data loader car-
tridge.
NOTE
(3) Set the CDU MODE selector to MGRS
It is necessary to wait at least 12 minutes for (LAT/LONG may be used). Enter desired
key validation when new keys have been en- GPS code (M or Y) mode of operation.
Change 10 3-46.7
TM 1-1520-237-10
(4) Set the DISPLAY selector to WIND- (10) Set the CDU MODE selector to OFF, re-
UTC/DATA. move the data loader cartridge if desired,
and then set the CDU MODE selector to
(5) To display the select menu press the ENT the desired setting.
key twice.
d. Self-Test.
1>SEA CURRENT
(1) Set the MODE selector to LAMP TEST.
2>SURFACE WIND Enter GPS mode 9M 9 or 9Y 9. Verify the
following:
3>GPS STATUS
(a) All edge lighting is illuminated.
4>DATA LOAD end
(b) The MAL lamp is illuminated.
(6) To select the DATA LOADER page press
(c) All keyboard keys are lit.
key 4.
(2) Set the MODE selector to TEST. After
DATA LOADER Doppler and/or GPS self tests have com-
pleted (approximately 15 seconds for Dop-
ENTER DATA: N - Y pler, up to 2 minutes for GPS), one of the
following displays will be observed in the
(7) To begin the download press the KYBD left and right displays:
and enter Y (yes).
NOTE
(8) Observe the CDU display. The CDU shall
display DOWNLOAD WAYPTS IN In the event the TEST mode display is not
PROCESS. If a transmission error occurs GO ALL the system should be recycled
the CDU display shall change to ERROR- through OFF to verify the failure is to a mo-
RETRYING. mentary one.
(9) When the transmission is complete the (3) Press the BRT pushbutton at least 10
CDU shall display DOWNLOAD WAY- times, then press the DIM pushbutton at
PTS COMPLETE. If this display is not least 10 times, then press the BRT push-
obtained within one minute of beginning button at least 10 times. LED display shall
the download check the data programming alternately glow bright, extinguish, and
and connections. glow bright.
LEFT DISPLAY RIGHT DISPLAY REMARKS
GO Doppler has completed BIT and is operating

satisfactorily, GPS is still performing BIT
(GPS has a two minute BIT cycle maxi-
mum). Note that a rotating bar in the display
indicates that the GPS is still performing self
test.
GO ALL The entire system has completed BIT and is
operating satisfactorily.
3-46.8 Change 10
TM 1-1520-237-10
(Cont)
LEFT DISPLAY RIGHT DISPLAY REMARKS
GO P Pitch or Roll data is missing or exceeds 90°.

In this case, pitch and roll in the computer
are both set to zero and navigation in the
Doppler mode continues with degraded
operation. Problem may be in the vertical
gyro or aircraft cabling.
NG C, R, S, or H followed by a numeric code A failure has occurred in the computer
display unit or the signal data converter
power supply. The operator should not use
the system.
DN GPS failure code GPS has failed but operator can use Doppler
to perform all navigation.
DF Doppler failure code Doppler has failed. GPS is still performing
self test.
GN Doppler failure code Doppler has failed but operator can use GPS
to perform all navigation.
EN Doppler failure code SDC battery is discharged. Items stored in
memory have been deleted.
e. Procedure for displaying or selecting GPS M (d) DGNS mode of operation:

or Y operating mode, Doppler, GPS or com-
bined operation, and displaying groundspeed C for combined Doppler and GPS.
and track.
D for Doppler only.
(1) Set MODE selector to MGRS position
(LAT/LONG or GPS LDG position may G for GPS only.
also be used).
R for remembered velocities.
(2) Set DISPLAY selector to GS/TK/NAV
M. * for no navigation.
(3) The display indicates the current GPS and (e) Target destination where the present
navigation mode on the top line: position will be stored next time TGT/
STR is pressed.
(a) Selected fly to waypoint.
NOTE
(b) EPE (GPS estimated position error in
In MGRS mode, ground speed is displayed
meters). An asterisk (*) in the charac-
in km/hr; in LAT/LONG mode, ground
ter position of the EPE display indi-
speed is displayed in knots.
cates an EPE of greater than 999 or
data unavailable. Only mode C, G, and D may be selected as
the primary navigation mode. Modes R and
(c) GPS mode of operation: * are automatic fall back modes used when
both the Doppler and GPS are unavailable
M for mixed C/A and P/Y code GPS reception.
(4) Selection of GPS mode of operation: As
Y for only Y code GPS reception. an example, consider selection of Y - only
Change 9 3-46.9
TM 1-1520-237-10
mode. Press KYBD key two times. Ob- press the INC or DEC key, or press key 2
serve that the GPS mode blinks. To enter then 5. This is a direct key entry action.
Y (for Y mode) press key LTR LEFT fol-
lowed by key 9, or press key 9 only. A Y (5) Observe that the current destination
will be displayed. Press ENT key. The en- MGRS zone, area, and easting/northing
tire display will blank out for less than one coordinates are now displayed. The desti-
second and the center display will now in- nation number 25 and location name/ICAO
dicate: Y. identifier also appears in the display.
(5) Selection of DGNS mode of operation. As (6) Entry for destination coordinates and loca-
an example, consider selection of GPS - tion name/ICAO identifier: As an example,
only mode of operation. Press KYBD key. consider entry of zone 18T, area WN, east-
Observe that the DGNS mode blinks. To ing 5000, northing 6000, and ICAO identi-
enter G (for GPS mode) press key LTR fier BANDO.
LEFT followed by key 3, or press key 3
only. A G will be displayed. Press ENT (7) To enter key board mode press the KYBD
key. The entire display will blank out for key. Observe 9kybd9 displayed in the bot-
less than one second and the DGNS mode tom right corner of the display. (Destina-
will now indicate: G (or * if GPS is not tion number blinks.) Press KYBD again.
available). (Zone field blinks.) To enter 18T press
keys 1, 8, LTR MID, 7.
(6) Ground speed and ground track angle are
displayed on lines 3 and 4. (8) Press KYBD. (Area and northing/easting
blinks.) To enter WN5000 6000 press keys
f. Procedure for entering/displaying present posi- LTR MID, 8,LTR MID, 5, KYBD, 5, 0,
tion or one of the 100 possible destinations in 0, 0, 6, 0, 0, 0.
MGRS. The DGNS has the capability to dis-
play 100 destinations (numbered 00-99).
(9) Press KYBD. (Location name/ICAO iden-
tifier blinks.) To enter BANDO press keys
100 destinations LTR MID, 1, LTR LEFT, 1, LTR MID,
5, LTR LEFT, 2, LTR RIGHT, 5.
-00 to 69 Standard waypoints.
-70 to 89 Data load only waypoints, (10) To store the displayed information into the
observable but not changeable via selected destination display position press
CDU keyboard. Used for national the ENT key.
airspace data such as VORs, NDBs,
and intersections. NOTE
-90 to 99 Target store waypoints (usable as To access P, press the LTR LEFT key fol-
standard waypoints, but not as lowed by key 6. Another way to access P is
route sequencing waypoints). to display waypoint 99 then press the INC
key or display waypoint 00 then press the
DEC key.
As an example, consider display of destination number
25.
Waypoints cannot be recalled by location
(1) Enter datum as described in paragraph j. name/ICAO identifier.
below.
g. Procedure for entering/displaying present posi-
(2) Set MODE selector to MGRS. tion or one of the 100 possible destinations in
LAT/LONG. The DGNS set has the capability
(3) Set DISPLAY selector to WP/TGT. to display 100 destinations (number 00-99).
(4) Notice the current destination number dis-

played. To display destination number 25 100 destinations
3-46.10 Change 9
TM 1-1520-237-10
-00 to 69 Standard waypoints (10) To store the displayed information into the
selected destination display position press
-70 to 89 Data load only waypoints, the ENT key. Display indicates:
observable but not changeable via N41° 10.13
CDU keyboard. Used for National E035° 50.27.
Airspace Data such as VORs,
NDBs, and intersections.
NOTE
-90 to 99 Target store waypoints (Usable as
standard waypoints, but not as To access P, press the LTR LEFT key fol-
route sequencing waypoints). lowed by key 6. Another way to access P is
to display waypoint 99 then press the INC
As an example, consider display of destination number
key or display waypoint 00 then press the
25.
DEC key.
(1) Enter the datum as described in paragraph Waypoints cannot be recalled by location
j. below. name/ICAO identifier.
(2) Set MODE selector to LAT/LONG. h. Procedures for entering variation and landing
mode data.
(3) Set DISPLAY selector to WP/TGT.
(1) Set MODE selector to MGRS position-
(4) Notice that the current destination number altitude entered/displayed in meters (LAT/
is displayed. To display destination num- LONG may also be used-altitude entered/
ber 25 press the INC or DEC key, or press displayed in feet).
key 2 then 5. This is a direct key entry
action. (2) Set DISPLAY selector to WP/TGT posi-
tion.
(5) Observe that the current latitude and longi-
tude coordinates are now displayed. The
(3) Select the waypoint number desired by di-
destination number 25 and location name/
rectly entering the two digit target number
ICAO identifier appears in the display.
or pressing the INC/DEC keys. Observe
the waypoint number entered and position
(6) Entry of destination coordinates and loca- data.
tion name/ICAO identifier: As an example,
consider entry of Latitude N41° 10.13 min-
utes and longitude E035° 50.27 minutes (4) Press the ENT key and observe the way-
and ICAO identifier BANDO. point number, variation and/or landing data
if entered.
(7) To enter keyboard mode press KYBD key.
Observe 9kybd9 display in the bottom right (5) To enter a magnetic variation and/or land-
corner of the display. (Destination number ing mode data press the KYBD key to se-
blinks.) Press KYBD again. (Latitude field lect the field for entry and enter the desired
blinks.) To enter N41° 10.13 press keys N, data as shown in steps 6 through 10 below.
4, 1, 1, 0, 1, 3. To end the entry operation press the ENT
key.
(8) Press KYBD. (Longitude field blinks.) To
enter E035° 50.27 press keys E, 0, 3, 5, 5, (6) Entry of variation: as an example, consider
0, 2, 7. entry of a variation of E001.2. Press keys
E, 0, 0, 1 and 2. The decimal point is in-
(9) Press KYBD. (Location name/ICAO iden- serted automatically. If no landing mode
tifier blinks.) To enter BANDO press keys data is to be entered, press ENT to com-
LTR MID, 1, LTR LEFT, 1, LTR MID, plete the operation. Display indicates:
5, LTR LEFT, 2, LTR RIGHT, 5. E001.2°.
Change 9 3-46.11
TM 1-1520-237-10
NOTE (3) Press the ENT key and observe the way-
point number, variation and/or landing data
An asterisk appearing in the variation field if entered.
indicates the variation is not entered. Varia-
tions may not be entered for waypoints con- (4) Press the ENT key and observe the target
taining target motion. speed and direction page.
(7) The bottom two lines indicate the MSL al-

titude, desired glideslope, and the desired (5) To select target speed press the KYBD key
inbound approach course (IAC) to the in- twice and enter the target speed. The maxi-
dicated destination. As an example, con- mum target speed that may be entered is 50
sider entry of a glideslope of 8° an IAC of knots.
270°, and an altitude of 230 meters, for
destination number 25. (6) To select the target direction press the
KYBD key and enter the target direction.
(8) Press the KYBD key to blink the glide
slope field. Enter glideslope. The maxi- (7) To end the entry operation press the ENT
mum allowable glideslope is 9 degrees. In key. In the example target 93 has a speed
the example enter 8 for an eight degree of 18 knots and a bearing of 128 degrees.
glideslope. At the time the ENT key is pressed and
released, the target position will begin to
(9) Press the KYBD key to blink the inbound be updated as a function of time based on
approach course field. Enter a three digit the speed and direction entered.
inbound approach course angle. In the ex-
ample enter 2, 7, 0 to enter a 270 degree
NOTE
inbound approach course. Press the ENT
key to complete the operation.
To abort/cancel and entry of target motion,
(10) Press the KYBD key to blink the altitude enter a target speed of 000 using the above
field. Press the INC/+ key to enter a posi- procedure.
tive altitude, press keys 2, 3, 0 (the leading
zeros may be omitted) for the altitude of j. Procedure for entering/displaying datum (Table
230 meters in the example. 3-1.1) or clearing all waypoints.
i. Procedures for entering target motion and di- (1) Set the MODE selector to MGRS position
rection. In MGRS mode, target speed is en- (LAT/LONG may also be used).
tered in km/hr; in LAT/LONG mode, target
speed is entered in knots. (2) Set the DISPLAY selector to DATUM/
ROUTE.
(1) Set the MODE selector to LAT/LONG
(MGRS may be used).
(3) To select the datum field press the KYBD
(2) Set the DISPLAY selector to WP/TGT key.
and select the target number desired (00-69
or 90-99) by directly entering the two digit (4) Entry of ellipsoid: as an example consider
target number or INC/DEC keys. Observe entry of 47, the code of the WGS 84 da-
the waypoint number entered and position tum. Press keys 4 and 7. Press the ENT
data. key, the display shall show DATUM: 47.
3-46.12 Change 10
TM 1-1520-237-10
NOTE SEA CURRENT
Entering a new datum number to a particular SP:XXXKn

waypoint applies that datum to all waypoints
and converts their coordinates accordingly. DIR:XXX°
For example, assume that the datum for
waypoint 22 is datum 47 and the datum for (5) Entry of sea current speed and direction: as
waypoint 23 is datum 25. The datum number an example, consider the entry of 4 knots
must be changed from 47 to 25 prior to en- and 135 degrees. Press KYBD key. Ob-
tering data for waypoint 23. This will change serve that the speed field blinks.
the displayed coordinates for waypoint 22
because they have been converted from da- (6) To enter speed, press keys 0, 0 and 4. The
tum 47 to datum 25. The actual ground po- speed indicates 004Kn. The maximum sea
sition of waypoint 22 has not changed. Ex- current speed that may be entered is 50
treme care must be taken not to confuse knots.
these newly converted coordinates with
those originally entered. (7) Press KYBD key. The direction display
blinks.
(5) To clear all waypoints, variations, landing
data and target motions, enter RDW for
(8) To enter direction, press keys 1, 3, and 5.
the datum.
Direction indicates 135°.
k. Procedure for entering sea current speed and
direction for water motion correction. (Re- (9) Press ENT key. The display momentarily
quired only if GPS is not available.) blinks and then reappears.
NOTE NOTE
Not required or necessary when in combined To abort entry of sea current, enter a sea
or GPS mode. In MGRS mode, surface current speed of 000 using the above proce-
wind speed is entered in km/hr; in LAT/ dure.
LONG mode, surface wind speed is entered
in knots. Leading zeros must be entered. Table 3-1.1. Datums (AN/ASN-128B)
Wind direction is defined as the direction
from which the wind originates.
(1) Set MODE selector to LAT/LONG ID NAME ELLIPSOID

(MGRS may be used). ID
(2) Set DISPLAY selector to WIND-UTC/

DATA and observe the standard wind NOTE
speed and direction display. Only use map datums
(3) Press the ENT key twice to display the se- WGS-84 and NAD-27. Other
lection menu. map datums were not verified
using the Aviation Mission
1>SEA CURRENT Planning System (AMPS),
and should not be used.
2>SURFACE WIND 01 Adindan CD
3>GPS STATUS 02 ARC 1950 CD

03 Australian Goodetic 1966 AN
4>DATA LOAD end
04 Bukit Rimpah BR
(4) Press the 1 key to select SEA CURRENT.
The display indicates: 05 Camp Area Astro IN
Change 10 3-46.13
TM 1-1520-237-10
Table 3-1.1. Datums (AN/ASN-128B) (Cont) Table 3-1.1. Datums (AN/ASN-128B) (Cont)
ID NAME ELLIPSOID ID NAME ELLIPSOID
ID ID
06 Djakarta BR 34 South American (Corrego IN

Alegre)
07 European 1950 IN
35 South American (Campo In- IN
08 Geodetic Datum 1949 IN chauspe)
09 Ghana WE 36 South American (Chua Astro) IN
10 Guam 1963 CC 37 South American (Yacare) IN
11 G. Segara BR 38 Tananarive Observatory 1925 IN
12 G. Serindung WE 39 Timbalai EA
13 Herat North IN 40 Tokyo BR
14 Hjorsey 1955 IN 41 Voirol WE
15 Hu-tzu-shan IN 42 Special Datum, Indian Spe- EA
16 Indian EA cial
17 Ireland 1965 AM 43 Special Datum, Luzon Spe- CC

cial
18 Kertau (Malayan Revised EE
Triangulation) 44 Special Datum, Tokyo Spe- BR
cial
19 Liberia 1964 CD
45 Special Datum, WGS 84 Spe- WE
20 USER ENTERED -- cial
21 Luzon CC 46 WGS72 WD
22 Merchich CD 47 WGS84 WE
23 Montjong Lowe WE
24 Nigeria (Minna) CD l. Procedure for entering surface wind speed and
direction for water motion correction.
25 North American 1927 (CO- CC
NUS)
(1) Set MODE selector to LAT/LONG
26 North American (Alaska and CC (MGRS may also be used).
Canada)
(2) Set DISPLAY selector to WIND-UTC/
27 Old Hawiian, Maui IN
DATA and observe the wind speed/
28 Old Hawiian, Oahu IN direction display. Display will not appear
if TAS sensor is not installed.
29 Old Hawiian, Kauai IN
30 Ordance Survey of Great AA (3) Press the ENT key twice to display the se-
Britain 1936 lection menu.
31 Qornoq IN
1>SEA CURRENT
32 Sierra Leone 1960 WE
2>SURFACE WIND
33 South American (Provisional IN
1956) 3>GPS STATUS
3-46.14 Change 10
TM 1-1520-237-10
4>DATA LOAD end time-to-go to the fly-to destination are

displayed.
(4) Press key 2 to select SURFACE WIND.
The display indicates: (2) When the aircraft is over the destination,
press KYBD key. Observe that the display
SURFACE WIND freezes.
SP:XXXKn (3) Position update can be effected by pressing

the ENT key. The computer updated the
DIR:XXX° present position at the time the KYBD key
was pressed by using the stored destination
(5) Entry of wind speed and direction: as an coordinates, and adding to them the dis-
example, consider the entry of 20 knots and tance traveled between the time the KYBD
150 degrees. Press KYBD key. Observe key was pressed and the ENT key was
that the wind speed field blinks. pressed. In addition, if an associated varia-
tion for the stored destination exists, the
(6) To enter the speed, press keys 0, 2, and 0. present position variation is also updated.
The wind speed indicates 020. The maxi-
mum surface wind speed is 50 knots. (4) If a present position update is unnecessary
(as indicated by an appropriately small
(7) Press KYBD key. The direction display value of DISTANCE to go on overflying
blinks. the destination), set the DISPLAY selector
to some other position - this action aborts
(8) To enter direction, press keys 1, 5, and 0. the update mode.
Wind direction indicates 150°.
b. Updating present position from a landmark.
(9) Press ENT key. The display momentarily
blinks and then reappears. Method 1 (Unexpected update)
NOTE NOTE
To abort entry of surface wind speed and There are two methods for updating present
direction, enter a surface wind speed of 000 position from a landmark. Method 1 is par-
using the above procedure. ticularly useful if the landmark comes up
unexpectedly and the operator needs time to
3.17A.11 Flight Procedures. determine the coordinates. Method 2 is use-
ful when a landmark update is anticipated.
NOTE
(1) Set DISPLAY selector to PP position.
This procedure is applicable to the Doppler
only mode. Present position is automatically (2) Overfly landmark and press KYBD key.
updated when DGNS is in combined mode. The present position display shall freeze.
a. Updating present position from a stored desti- (3) Compare landmark coordinates with those
nation. on display.
NOTE (4) If the difference warrants an update, enter

the landmark coordinates by pressing the
The preface is: The aircraft is flying to a KYBD key to blink the field to be changed,
destination. Destination is set to the number enter coordinates, then press the ENT key.
of the desired destination. The computer updates the present position
(from the time the KYBD key was pressed)
(1) Set DISPLAY selector to DIST/BRG/ to the landmark coordinates, and adds to
TIME position. Distance, bearing and the updated present position the distance
Change 10 3-46.15
TM 1-1520-237-10
traveled between the time the KYBD key (2) Set DISPLAY selector to XTK/TKE. Ob-
was pressed and the ENT key was pressed. serve standard crosstrack (XTK) and track
angle error (TKE) display. (DIST/BRG/
(5) If an update is not desired, set the DIS- TIME may also be used).
PLAY selector to some other position.
This action aborts the update mode. (3) To display Fly-To destination 43 press the
INC or DEC key, or press key 4 then 3.
Method 2 (Anticipated update) This is a direct key entry action.
(1) Set DISPLAY selector to WP/TGT posi-
Left-Right Steering Signals
tion.
(2) Access P by pressing the LTR LEFT key c. There are two methods the pilot may use to
followed by key 6, entering destination 00 fly-to destination, using left-right steering sig-
then pressing the DEC key, or entering nals displayed on the computer-display unit. As
destination 99 then pressing the INC key. an aid to maintaining course, set DISPLAY se-
lector to XTK/TKE position and steer vehicle
(3) Press KYBD key. Observe that the display to keep track angle error (TKE) nominally zero.
freezes. Left-right steering signals may be used when
flying the shortest distance to destination from
(4) Manually enter the landmark coordinates present position (Method 1) or when flying a
by pressing the KYBD key to blink the ground track from start of leg to destination
field to be changed and enter the coordi- (Method 2).
nates.
Method 1
(5) When overflying landmark, press ENT
key. When flying shortest distance to destination from present
position, set DISPLAY selector to DIST/BRG/TIME po-
(6) If an update is not desired, set the DIS- sition and steer vehicle to bearing displayed. If the display
PLAY selector to some other position. indicates a L (left) TKE, the aircraft must be flown to the
This action aborts the update mode. left to zero the error and fly directly to the destination.
3.17A.12 Fly-To Destination Operation.
Method 2
a. Initialization of Desired Course. When a fly-to
When flying a ground track, set DISPLAY selector to
destination is selected such as at the start of a
XTK/TKE position. Steer vehicle to obtain zero for
leg, the present position at the time is stored in
crosstrack error (XTK). If XTK is left (L), aircraft is to
the computer. A course is then computed be-
right of the desired course and must be flown to the left to
tween the selected point and the destination. If
regain the initial course. Select the course deviation bar by
the aircraft deviates from this desired course,
pressing, then releasing the DPLR GPS lens on the HSI
the lateral offset or crosstrack distance error is
MODE SEL panel.
computed. Distance and bearing to destination,
actual track angle, and track angle error correc-
d. Procedure to enter route-sequence to-to mode.
tion are computed from resent position to des-
The Doppler/GPS navigation set has the capa-
tination. See Figure 3-18.2 for a graphic defini-
bility to navigate a course set up between two
tion of these terms.
destinations. As an example, consider navigat-
ing onto a course starting from destination
b. Procedure for selecting one of 100 possible
number 62 and ending at destination number
Fly-To destinations (Direct/Default Mode). The
45.
Doppler/GPS navigation set has the capability
of selecting a fly-to destination from 100 desti-
nations (number 00-99). As an example, con- (1) Set MODE selector to MGRS (LAT/
sider selecting Fly-To destination number 43. LONG may also be used).
(1) Set MODE selector to MGRS (LAT/ (2) Set DISPLAY selector to DATUM/
LONG or GPS LDG may also be used). ROUTE.
3-46.16 Change 10
TM 1-1520-237-10
MAGNETIC NORTH
TRUE NORTH
FLY−TO
DESTINATION
BEARING (B)
MAGNETIC NORTH
DISTANCE (D)
TKE
H GROUND TRACK
XTK AIRCRAFT AXIS
PRESENT POSITION
START
OF LEG
LEGEND WIND SPEED

AND DIRECTION
XTK − CROSSTRACK DISTANCE ERROR
TKE − TRACK ANGLE ERROR
B − BEARING TO DESTINATION
T − ACTUAL TRACK ANGLE (TRUE TRACK)
D − DISTANCE FROM PRESENT POSITION
TO FLY−TO−DESTINATION
H − TRUE HEADING
AA9999
SA
Figure 3-18.2. Definition of Course Terms
(3) Press the ENT key. Observe that a menu (5) To enter keyboard mode press the KYBD
of special steering functions appears. key. (START field blinks.) To enter start-
ing destination 62 press keys 6, 2.
1>TO-TO
2>RANDOM (6) Press KYBD key. (END field blinks.) To
3>CONSEC enter ending destination 45 press keys 4, 5.
END
(7) Press KYBD key. (SELECT field blinks.)
Enter Y (yes) for mode selection. N (De-
(4) To select the route-sequence to-to display fault mode) may be entered to arm the sys-
press key 1. Observe that TO-TO and se- tem with the start and end destinations but
lection mode appears in the display. The without entering the route-sequence to-to
display provides entry of starting and end- mode, or to exit the Route-sequence to-to
ing destination numbers.
Change 10 3-46.17
TM 1-1520-237-10
mode if the system is currently in that (5) Enter the sequence of destination numbers
mode. Then press the ENT key. by pressing the KYBD key to enter key-
board mode. (First destination field blinks.)
NOTE To enter destination 32 press keys 3, 2.
There must be valid waypoint data to select (6) Press KYBD key. (Next destination field
a waypoint as a starting or ending waypoint. blinks.) Press keys 2, 5 to enter second
If not, upon pressing the ENT key, the in- destination 25.
valid waypoint number will blink.
(7) Repeat step 6 until a maximum of ten des-
If an entry is changed after Y is entered for tinations are entered or if less than ten need
selection, an N must be entered for the se- to be entered, asterisks are left for remain-
lection then it may be changed to Y. The ing destinations.
sequences must be flown from the beginning
waypoint. The route cannot be flown in re- (8) To complete the entry of the random se-
verse (R). quence of waypoints press ENT key.
No target destination or destination with tar-
(9) To select the start field and enter the start-
get motion may be included as to-to way-
ing destination press KYBD key.
points.
If the MODE switch is placed to the GPS (10) To select the ending field and enter the
LDG position when TO-TO, RANDOM, or ending destination press KYBD key.
RT SEQ CONSEC is selected, it will turn
off the route sequencing mode and change it (11) Press KYBD key. (SELECT field blinks.)
back to direct-to. Enter Y (yes) for mode selection. N (de-
fault) may be entered to arm the system but
e. Procedure to enter route-sequence random without entering the route-sequence ran-
mode. The Doppler/GPS navigation set has the dom mode, or to exit the Route-Sequence
capability to navigate through a sequence of Random mode if the system is currently in
random number destinations. As an example, that mode. An entry Y and R indicates a
consider navigating through destination num- choice of Y- flying in forward order, or R-
bers 32, 25, 74, 01, 48, 83, 35. flying in reverse order. To clear the ran-
dom sequence, enter a C for selection.
(1) Set MODE selector to MGRS (LAT/ Then press the ENT key.
LONG may also be used).
NOTE
(2) Set DISPLAY selector to DATUM/
ROUTE. The sequence must be flown from the begin-
ning waypoint.
(3) Press the ENT key. Observe that a menu
of special steering functions appears. No target destinations or destinations with
1>TO-TO target motion may be included as route se-
quence random waypoints.
2>RANDOM
3>CONSEC If the MODE switch is placed to the GPS
END LDG position when TO-TO, RANDOM, or
RT SEQ CONSEC is selected, it will turn
off the route sequencing mode and change it
(4) To select the route-sequence random dis- back to direct-to.
play press key 2. Observe that RT SEQ
RANDOM now appears in the display fol- f. Procedure to enter route-sequence-consecutive
lowed by the sequence of destination num- mode. The Doppler/GPS navigation set has the
bers and a continuation prompt. capability to navigate through a sequence of
3-46.18 Change 4
TM 1-1520-237-10
consecutively numbered destinations. As an ex- RT SEQ CONSEC is selected, it will turn

ample, consider navigating through destination off the route sequencing mode and change it
numbers 32 through 35. back to direct-to.
(1) Set MODE selector to MGRS (LAT/ g. Procedure for displaying distance/bearing/time
LONG may also be used). information.
(2) Set DISPLAY selector to DATUM/ (1) Set MODE selector to MGRS (LAT/
ROUTE. LONG or GPS LDG may also be used).
(2) Set DISPLAY selector to DIST/BRG/

(3) Press the ENT key. Observe that a menu
TIME.
of special steering functions appears.
1>TO-TO (3) Observe that the distance-to-go in kilome-
ters (to the fly-to destination), bearing, and
2>RANDOM time-to-go appears on the bottom two lines
of the display. (Distance is in nautical
3>CONSEC
miles when MODE selector position is
END
LAT/LONG.) Bearing-to-destination is
(4) To select the route-sequence-consecutive displayed in degrees, and the time-to-go is
display press key 3. Observe that RT SEQ displayed in hours, minutes, and tenths of a
CONSEC now appears in the display, fol- minute.
lowed by the starting and ending destina-
(4) The display of the second line depends on
tion numbers, and mode selection.
the current steering mode as follows:
(5) To enter keyboard mode, press the KYBD (a) Direct-To steering (default): Fly-to
key. (START field blinks.) To enter desti- destination number and ICAO identi-
nation 32 press keys 3, 2. fier are displayed. Example:
58:BANDO
(6) Press KYBD key. (END field blinks.)Press
keys 3, 5 to enter ending destination 35. (b) To-To Steering: TO-TO-:XX TO YY
where XX is the 9To-To9 start-of-leg
(7) Press KYBD key. (SELECT field blinks.) destination number, and YY is the
Enter Y (yes) for mode selection. N (de- 9To-To9 fly-to destination number.
fault mode) may be entered to arm the sys-
(c) Route-sequence steering (both con-
tem but without entering the route-
secutive and random): RT-
sequence-consecutive mode, or to exit the
RANDOM:XX TO YY where XX is
route-sequence-consecutive mode if the
the current route-sequence fly-to desti-
system is currently in that mode. An entry
nation number, and YY is the next
of Y and R indicates a choice of Y- flying
destination number in the sequence.
in the forward order, or R- flying in re-
Approximately 10 seconds before
verse order.
overflying the fly-to destination, the
system automatically ’pickles’ to the
NOTE
next destination, and the new fly-to
destination number blinks for 10 sec-
The sequence must be flown from the begin- onds then stops blinking.
ning waypoint.
h. Procedure for displaying present position and
No target destinations or destinations with GPS Altitude.
target motion may be included as route se-
quence consecutive waypoints. (1) Set the MODE selector to MGRS (LAT/
LONG or GPS LDG may also be used).
If the MODE switch is placed to the GPS Set the DISPLAY selector to PP and ob-
LDG position when TO-TO, RANDOM, or serve present position display.
Change 2 3-46.19
TM 1-1520-237-10
(2) To display present position variation and (6) If it is not desired to store the target, set the
GPS altitude press the ENT key. Present DISPLAY selector momentarily or perma-
position variation may be entered by press- nently to another position.
ing the KYBD key to select the variation
field. A variation is entered and the ENT j. Procedure for entering landing mode.
key is pressed.
(1) Set the fly-to destination by setting the
i. Target Store (TGT STR) Operation. Two DISPLAY selector to either XTK/TKE/
methods may be used for target store operation. KEY or DIST/BRG/TIME. Directly enter
Method 1 is normally used when time is not the two digit destination number or use the
available to preplan a target store operation. INC or DEC keys.
Method 2 is used when time is available and it
is desired to store a target in a specific location. (2) Set MODE selector to GPS LDG.
Method 1 (uses location 90-99) (3) The DISPLAY selector continues to func-
tion as before. To switch between metric
(1) Press the TGT STR key while flying over and English units, press the ENT key.
target.
NOTE
(2) Present position and variation are automati-
cally stored in the target destination loca-
In this mode, the DGNS provides real-time
tion which was displayed in the target store
landing guidance information to the HSI and
field immediately prior to pressing the
VSI indicators. To display course deviation
TGT STR key.
information on VSI and HSI, press then re-
lease the DPLR GPS button on the HSI/VSI
Method 2 (uses locations 00-69 and 90-99)
MODE SEL panel.
(1) Set MODE selector to MGRS or LAT/
LONG position, depending on coordinate k. Procedure for transferring stored destination/
from desired. target data from one location to another. The
following procedure allows the operator to
(2) Set DISPLAY selector to WP/TGT posi- transfer (copy) stored destination/target data
tion. from one destination/target location to another
destination location. The transferred data con-
(3) To access P, press the LTR LEFT key sists of destination name/ICAO identifier, loca-
followed by key 6 . Another way to access tion, variation, and landing information. For il-
P, is to display waypoint 99 then press the lustrative purposes only, it is assumed that the
INC key or display waypoint 00 then press operator wants to put the coordinates of stored
the DEC key. target 97 into the location for destination 12.
(4) Press KYBD key when overflying poten- (1) Set DISPLAY selector to WP/TGT posi-
tial target. Observe that display freezes and tion.
kybd is displayed in the bottom right cor-
ner of the display indicating keyboard (2) Press key 9 then 7.
mode. The destination number is now un-
der keyboard control indicated by a blink- (3) Press KYBD key, press key 1 then 2.
ing field.
NOTE
NOTE
Do not press ENT key while destination is Location name/ICAO identifier, variation,
set to P. and landing data may be deleted by first dis-
playing the waypoint, pressing the KYBD
(5) If it is desired to store the target, enter the key, then the ENT key.
two digit destination number and press the
ENT key. (4) Press ENT key.
3-46.20 Change 4
TM 1-1520-237-10
l. Operation during and after a power interrup- (7) Enter each destination and its associated
tion. During a power interruption, the stored variation.
destination and target data and present position
are retained by non-volatile RAM inside the m. Procedure for displaying aircraft heading, pitch,
CDU. This makes it unnecessary to reenter any and roll (Maintenance Function).
navigation data when power returns. GPS sat-
ellite data are also retained by a battery inside (1) Set the CDU mode switch to TEST and
the SDC. This makes it unnecessary to reload observe the CDU test mode display.
the crypto key or wait for the collection of any
almanac. Navigation will be interrupted during (2) After the Doppler test is completed press
the absence of power; however the present po- the ENT key.
sition will be updated when the GPS data be-
comes valid provided the DGNS mode has not (3) Observe the CDU display. The top three
been selected as Doppler only. The pilot will display lines indicate, in degrees and tenths
have to re-enter the GPS operating mode (M or of a degree, aircraft system heading, pitch,
Y) using a single key (5 or 9). In the event the and roll.
CDU is initialized, the display will indicate
only EN when the CDU is operated. This is an 3.18 INTEGRATED INERTIAL NAVIGATION SYS-
indication to the operator that previously stored TEM (IINS) AN/ASN-132(V). EH
data has been lost and that spheroid/variation,
destinations, and calibration data must be en- a. The IINS is a self-contained integrated navigation
tered. Present position needs to be entered only system capable of short and/or long-range missions which
if Doppler only mode has been selected. The can be updated whenever TACAN navigational facilities
KYBD key must be pressed to clear the EN. exist or manually without TACAN data, and displays loca-
The pilot will have to re-enter the GPS operat- tion of the helicopter on the control display unit (CDU).
ing mode (M only) using single key (5). The The IINS consists of the following equipment:
computer initializes to the following: operating
mode to combined, present position variation to
E000.0, destinations and associated variations TYPE COMMON
to a nonentered state, wind speed (water mo- DESIGNATION NAME NAME
tion) and sea current speed to 000, spheroid to
WGS 84 (WG-4), present position to N45°
C-11097/ Control Control Display
00.00’E000°00.00’ (until updated by GPS), tar-
ASN-132 Indicator Unit
get store location to 90, along track calibration
correction to 00.0 percent, and magnetic com- CV-3739/ASN- Converter, Signal Signal Converter
pass deviation corrections to 000.0 degrees. The 132 Set Unit (SDC)
following data must be entered:
AN/UYK-64(V)2 Data Processing Navigation
(1) Press KYBD key. Set Processor Unit
(NPU)
(2) Set MODE selector to OFF momentarily, RT-1159/A Receiver- TACAN RT
to LAMP TEST for approximately one Transmitter,
second, and then to MGRS or LAT/ Radio
LONG.
AN/ASN-141 Inertial Inertial
(3) Select GPS M or Y mode. Navigation Set Navigation Unit
(INU)
(4) Select DGNS operating mode if other than MT-4915/A Mounting Base, TACAN/SCU
combined. Elect Equip Mount
(5) Enter datum.

b. Auxiliary components of the IINS includes the SYS-
(6) Enter present position if Doppler only has TEMS SELECT panel, INU blower assembly, INU bat-
been selected. tery assembly, and data bus couplers. The IINS provides
Change 8 3-46.21
TM 1-1520-237-10
accurate indications of the helicopter navigation parameters sor Unit, Control Display Unit, and the external mission
including present position, velocity, altitude and heading systems. Data to and from the TACAN receiver-transmitter
information. The system employs a serial data bus for data is first processed by the SCU before it is applied to the
interchange within the IINS and with external mission sys- multiplex data bus.
tem computers. The IINS also interfaces with the helicopter
flight instruments and altimeter encoder. The multiplex data 3.19 CONTROLS, DISPLAYS, AND FUNCTION.
bus system consisting of two buses (A and B), with only
one bus active at any given time. The other bus is in a The IINS controls and displays (Figure 3-19) are con-
standby mode for redundancy purposes to provide a path tained on the CDU. The function of each control is as fol-
for data flow between the Standard Inertial Navigation Sys- lows:
tem (STD INS), Signal Converter Unit, Navigation Proces-
3-46.22 Change 8
TM 1-1520-237-10
KEY CONTROL OR FUNCTION

INDICATOR
1 Data display Displays multiple flight parameters to the operator on seven
data lines and a scratch pad line on the face of the cathode
ray tube (CRT).
2 Line select keys On both sides of data display lines 1, 3, 5, and 7 are push-
buttons (line select keys) which perform functions as de-
fined by the legend adjacent to the key on the data display.
If a line select key is active on a particular page, an arrow
will appear in the character space closest to the key. Ar-
rows will be oriented toward the legend, up, or toward the
key (away from the legend). These orientations (with ex-
amples) are defined as follows:
1. g legend s (TH 358.3 s). If the arrow points toward the
legend a numeric entry (entered into the scratch pad on line
8) is allowed by pressing the adjacent line select key.
2. s legend g (MAG g). If the arrow points away from the
legend, pressing the adjacent line select key will initiate the
function described by the legend. For example, pressing the
line select key adjacent to 9MAG g9 will change the display
to MAG Heading (MH) and MAG VAR (MV).
3. d legend d (d T/R). If the arrow points up, the legend
indicates current mode status and pressing the adjacent line
select key will change the mode. If no arrow appears next
to a legend then that line select key performs no operation.
4. Up or down pointing arrows on the sixth line of the data
display allows operator to slew display one page up or
down by pressing page slew toggle switch up or down.
3 Alphanumeric keys Alphanumeric entries are made, by pressing one of the ten
character keys on the keyboard and will appear first in the
scratch pad (line 8). Each actuation of a key will cause a
character to be displayed from left to right in the scratch
pad. When using multiple letter keys (e.g., KLM/5), letters
K, L, or M can be entered into the scratch pad by succes-
sive actuations of the KLM/5 key. The 0-9 and. keys shall
enter the respective number of decimal point unless the
keyboard is in the letter mode. When the LTR/USE key is
pressed, LTR is annunciated to the right of the scratch pad,
and the next keystroke will enter an alpha character. When
the desired data appears in the scratch pad, it will be en-
tered by pressing the line select key adjacent to the data
being updated. When the line select key is pressed, the
scratch pad contents will be checked for proper range and
format. If the entry is valid, it will be transferred to the
IINS, read back, and displayed adjacent to the line select
key. Completion of this cycle will clear the scratch pad.
4 CLR key Used for erasing scratch pad parameters before entry. First
actuation clears the last number or letter entered, second
actuation clears the entire entry.
3-47
TM 1-1520-237-10

INDICATOR
5 BRT control Controls brightness of the data display from full on to full
off.
6 0 key Used to enter number 0 into the scratch pad.
7 -/v key Used to enter a minus symbol or decimal into the scratch
pad. When pressed, v will be entered into the scratch pad.
When LTR/USE key is pressed, then -/v key is pressed, -
will be entered into the scratch pad. To use the - in the
scratch pad, the LTR/USE key must be pressed again.
8 LTR/USE key When pressed, allows letters to be entered into the scratch
pad. When pressed a second time, signals the CDU to use
the character that was just entered, and deletes LTR entry
mode.
9 FACK key When pressed, signals the system that an annunciated fail-
ure has been recognized by the operator, and causes the
flashing annunciation to go to a steady annunciation.
10 Page select switch Selects the type of information to be displayed. The follow-
ing five categories of display pages can be selected:
NOTE
All CDU distance and speed displays in L/L mode are in

nautical miles (NM). All distance and speed displays in
UTM mode are in kilometers.
1. POS. Provides present position; universal transverse
mercator (UTM) or latitude/longitude (L/L) selection; mag-
netic heading selection; magnetic variation; true or mag-
netic heading; ground track; and ground speed.
2. INS. Provides inertial alignment status; barometric pres-
sure; altitude; data zeroize; and access to system data and
unit tests.
3. DEST. Provides selected course entry; destination coor-
dinates; UTM or L/L selection; range, bearing, and time to
destination; cardinal heading/distance.
4. STR. Provides selected course; range, bearing and time
to steerpoint; present position; UTM or L/L selection; car-
dinal heading/distance.
5. TCN. Provides both TACAN control and station data.
The TACAN control page provides power control; mode
selection; slant range and bearing to station; update enable;
and access to station pages. The TACAN station pages pro-
vide station magnetic variation; coordinates, channel; slant
range/bearing; and elevation.
11 Mode select switch Selects eight different modes of operation for the IINS. The
mode select switch selects the following IINS modes of
operation:
3-48
TM 1-1520-237-10

INDICATOR
Mode select switch 1. OFF. Turns off the IINS (removes power from TACAN
RT, STD INS, and CDU).
2. FAST. In this position the STD INS either performs a
stored heading alignment or best available true heading
(BATH) alignment. If a BATH alignment is performed,
true or magnetic heading information must be entered not
later than 1 minute after selecting the FAST mode. If mag-
netic heading information is not entered, system will as-
sume a stored heading. After heading information is en-
tered, present position may be entered if desired. FAST
alignment is a degraded mode of operation and should not
be used under normal conditions.
3. NORM. In this position the STD INS performs a gyro-
compass alignment. Present coordinates must be entered
not later than 2 minutes after selecting the NORM mode.
4. NAV. This is the STD INS primary flight mode of op-
eration. NAV is entered after satisfactory alignment condi-
tions have been met.
5. UPDT. In this position the NPU freezes present position
data for a later manual position update by overflying a
known position designated by a mark.
6. ATTD. In this position the STD INS initiates an attitude
reference mode of operation. Although navigation process-
ing is discontinued, the STD INS continues to provide a
stable reference frame for generation of roll, pitch, and in-
ertial heading angles.
7. CAL. In this position the STD INS performs an auto-
matic calibration of the gyro biases.
8. TEST. In this position the STD INS performs functional
performance tests, fault detection, and fault localization
checks.
12 DEST switch Three position toggle switch used to increment/decrement
selected destination. The number of the selected destination
appears on line 1 of the data display. Up increases and
down decreases the selected destination.
13 BIT indicator Used to indicate the results of all internal CDU tests. White
indicates a failure and black indicates test passed.
14 STR switch Three position toggle switch used to increment/decrement
selected steer point. The number of the selected steerpoint
appears on line 1 of the data display. Up increases and
down decreases the steerpoint number.
15 MRK key Used to signal the STD INS to note the current position and
use it for one of two of the following purposes:
3-49
TM 1-1520-237-10

INDICATOR
MRK key 1. Store as a markpoint (destination A thru F) when the
mode select switch is in the NAV position.
2. Store present position relative to selected destination for
possible updating when mode select switch is in the UPDT
position.
16 Page slew switch Three position toggle switch used to slew data display one
page up or down by pressing page slew switch up or down.
3.20 SIGNAL CONVERTER UNIT, 3.22 SYSTEMS SELECT PANEL. EH
CV-3739/ASN-132. EH
The SYSTEMS SELECT panel (Figure 3-20) consists
The SCU performs data processing to convert the of two switch light indicators, located on the center lower
TACAN RT Aeronautical Radio Incorporated (ARINC) in- edge of the instrument panel. It provides a switching capa-
puts and outputs to corresponding serial data formats for bility for utilization of IINS through a relay assembly. The
transmission over the multiplex data buses to the NPU and SYSTEMS SELECT panel operates as follows:
CDU. The SCU can communicate via one of the two mul-
tiplex data buses. Although the SCU communicates over
only one multiplex data bus at a time, it can monitor both HDG
buses continuously to determine over which bus valid data
communications are taking place. Redundant portions of DG: ASN-43 directional gyro output is
the SCU circuitry are isolated to ensure that a failure of one displayed on the HSI’s. ASN-43
bus does not degrade performance of the remaining bus. interface with the VSI/HSI Mode
Select System, the SAS/FPS flight
3.21 TACAN NAVIGATIONAL SET RECEIVER- computer, the civil navigation
TRANSMITTER, RT-1159/A. EH system, and the Command
Instrument System (CIS).
The position error of an inertial navigation system in-
creases with time, therefore, a position reference sensor is
used to update the inertial data, and thereby bound the
time-growing position error. The IINS derives position up- IINS: IINS heading output is displayed
dates from the TACAN RT range and bearing measure- on the HSI’s. IINS interface with
ments. The TACAN RT determines the relative bearing and the above system, replacing the
range of the helicopter from a selected TACAN ground ASN-43.
station. The TACAN RT operates within 390 nautical miles
ATT
of a TACAN ground station. Since the TACAN system
operating limit is line of sight, the actual operating range is
VG: CN-1314 Pilot or copilot vertical
dependent on helicopter altitude. The TACAN system op-
displacement gyro output is
erates on a selected channel from 252 available channels.
displayed on respective VSI’s and
The 252 channels are equally divided into 126 x-channels
used by the SAS/FPS computer as
and 126 y-channels with both x- and y-channels spaced at 1
determined by the VSI/HSI MODE
MHz intervals. Upon being interrogated by the TACAN
SEL VERT GYRO setting.
RT, the ground station beacon transmits a signal. From the
return signal, the TACAN RT computes bearing and dis-
tance values for updating the inertial system information.
The TACAN RT outputs are processed by the SCU for IINS: INU output is displayed on the
compatibility with the multiplex data buses. The TACAN VSI’s and is used by the SAS/FPS
RT also produces and transmits distance information when computer depending on the VSI/
interrogated in the air-to-air operation another TACAN HSI MODE SEL VERT GYRO
equipped aircraft, however, this air-to-air mode precludes setting.
using the TACAN information to update the IINS.
3-50
TM 1-1520-237-10
2 2
16
ABC DEF
MRK DEST 1 N 3
INS STR 2
15
STR POS TCN GHJ KLM NPQ
W4 5 E6 3
14 I RST UVW XYZ

I BIT
7 S8 9
N
S NAV
NORM UPDT LTR
DEST FAST USE 0 CLR
13 OFF BRT
4
TEST
FACK
CAL
ATTD
12 11 10 9 8 7 6 5 AA0391
SA
Figure 3-19. CDU Controls and Indicators EH
3.23 PILOT AND COPILOT VSI/HSI MODE SEL

NOTE PANEL. EH
If the IINS is to be turned OFF
during flight, the IINS should be The VSI/HSI MODE SEL Panel (Figure 3-21) modified
deselected on the SYSTEMS for IINS, operates the same as the UH-60A. The IINS
SELECT panel prior to IINS turn switch operation is as follows:
OFF.
IINS
3-51
TM 1-1520-237-10
MODE SEL
SYSTEMS SELECT
VOR BACK FM
IINS ILS CRS HOME
DG VG
IINS IINS
VOR BACK FM
IINS
ILS CRS HOME
HDG ATT
NORM PLT NORM ADF

ALTR CPLT ALTR VOR
AA0392
SA TURN CRS VERT BRG
RATE HDG GYRO 2
Figure 3-20. SYSTEMS SELECT Panel EH
Selection of IINS will display IINS calculated

range, bearing, and course deviation to the
steerpoint on the associated HSI. Range is dis-
played as distance (KM), bearing by the #1
pointer, and deviation by the course deviation AA0393
bar. SA
Figure 3-21. HSI/VSI MODE SEL Panel EH

Selection of IINS disconnects the VOR (ARN-
123) TO/FROM output to the HSI’s and con-
nects the SCU TO/FROM output to the HSI’s. minutes and fifth and sixth are seconds. A leading zero
must be entered for any latitude less than 10 degrees. Entry
To select IINS on the MODE SEL panels, examples:
IINS must be selected on the SYSTEMS SE-
LECT panel. Also the CDU must be on and in SCRATCH
the NAV mode. PREVIOUS PAD ENTERED
VALUE CONTENTS VALUE
3.23.1 Valid Entry Procedures. The following para-
graphs describe valid entry formats for data which may be S 6° 15 34 N263415 N 26° 34 15
entered on each of five main pages. An inward pointing
arrow indicates that data can be entered on that line by N 33° 25 15 2634 N 26° 34 00
pressing the adjacent line select key. S 46° 13 00 S26 S 26° 00 00
a. POS (Position) Page. The position page provides for S 46° 13 00 26 S 26° 00 00
entry of mag/true heading (BATH alignment), present po-
sition (FAST/NORM alignment) and magnetic variation.
(3) Longitude Entry. Key in E or W and then the nu-
(1) Magnetic True Heading Entry. Magnetic heading meric digits. A leading zero must be entered for a longitude
and magnetic variation or true heading may be entered dur- less than 100 degrees and two leading zeros for a longitude
ing the first 60 seconds of a FAST alignment. Scratch pad less than 10 degrees.
entries may be up to four numeric digits including an op- SCRATCH
tional decimal point. If no decimal point is entered, whole PREVIOUS PAD ENTERED
degrees are assumed. Leading zeros are optional. VALUE CONTENTS VALUE
(2) Latitude Entry. Key in N or S and then the numeric

digits. The first two digits are degrees, third and fourth are E 176° 16 00 W1263415 W 126° 34 15
3-52
TM 1-1520-237-10
SCRATCH Table 3-2. Spheroid Data Codes EH (Cont)

PREVIOUS PAD ENTERED
VALUE CONTENTS VALUE CODE MODEL ABBR
E 176° 16 00 12634 E 126° 34 00 6 Airy ARY
W 135° 42 32 E126 E 126° 00 00 7 Hough HGH
E 120° 16 24 126 E 126° 00 00 8 South American SAM

9 Modified Everest MEV
10 WGS.72 WGS
(4) Spheroid or Grid Zone Entry. Either spheroid or
grid zone may be entered. Spheroid entries consist of num-
bers 0 through 10 and are an alpha display as listed in Table NOTE
3-2. Grid zone entries consist of two numbers and alpha
character. Entry examples. When mission equipment operator selects
WGS 1984, CDU is code 10.
SCRATCH
PREVIOUS PAD ENTERED SCRATCH
VALUE CONTENTS VALUE PREVIOUS PAD ENTERED
VALUE CONTENTS VALUE
16T INT 1 16T CL6
AU 1234 5678 UV23456789 UV 2345 6789
16T INT 18T 18T INT
AU 1234 5678 23456789 AU 2345 6789
16T INT 18T1 18T CL6
AU 1234 5678 2345678 AU 2340 6780
AU 1234 5678 2367 AU 2300 6700
(5) Area/Eastings/Northings Entry. Scratch pad entries
may be made for area, eastings and northings, just area, or AU 1234 5678 26 AU 2000 6000
just eastings and northings. Entries for area must consist of
AU 1234 5678 UV UV 1234 5678
two alpha characters. Entries for eastings/northings must be
2, 4, 6, 8, or 10 digits. Digits will be evenly split between
eastings and northings with trailing zeros inserted. Al- (6) Magnetic Variation Entry. Scratch pad entries con-
though entries may be made and sent to the INU to a reso- sist of an E/W and up to four numeric digits including
lution of 1 meter, the display will round to the nearest 10 decimal point. If no decimal point is entered, while degrees
meters. The following illustrates several examples: are assumed. The range of entries is 0.0° to E/W 180.0°.
For entries greater than or equal to 100°, only whole de-
Table 3-2. Spheroid Data Codes EH grees are displayed. The following gives some entry ex-
amples.
CODE MODEL ABBR SCRATCH PAD ENTERED VALUE

CONTENTS
0 International INT E2 E20
1 Clark 1866 CL6 W10.9 W10.9
2 Clark 1880 CL0 E.7 E0.7
3 Everest EVR
b. INS (Inertial) Page. The INS page provides miscella-
4 Bessel BSL
neous control/display functions such as entry of altitude
5 Australian National AUS and barometric pressure and provides access to INU and
NPU memory.
Change 5 3-53
TM 1-1520-237-10
IN0
CL6 IN0
IN0 BE0
CL6
EV0
CL6
IN0
CL0
BE0
AU0
IN0
IN0
AA8669A
SA
Figure 3-22. Doppler World UTM Spheroids (AN/ASN-128)
(1) Manually Entered Altitude (MALT). Field altitude SCRATCH PAD ENTERED VALUE
must be entered to the nearest 100 ft. MSL during align- CONTENTS
ment; however, manually entered altitude may be entered
any time during the mission to override barometric altim- 10 10.0
eter. The range of valid entries is from -1000 to +65,520
10.5 10.5
feet in increments of 100 feet. Entries shall delete MALT
by causing an output of -65,520 feet over the barometric
pressure.
(2) Barometric Pressure (BARO). Barometric pressure
must be entered (0.01 in Hg) during alignment. The infor-
mation is used by the NPU to initialize the scale factor of
SCRATCH PAD ENTERED VALUE
encoding altimeter data during alignment.
CONTENTS
2 2.0 (3) DATA Page.
3-54 Change 5
TM 1-1520-237-10
(a) Press the line select key adjacent to line 5 right Although the CDU will accept entered memory addresses
(DATA). with a range of 0 to 65,535 (decimal), the INU will not
accept all of these as valid. If an illegal address is entered,
(b) Line 7 of the DATA page provides the capability the illegal address and the message 9ENTRY REJECTED9
to enter and read the contents of various INU registers. will alternately appear in the scratch pad. Pressing the CLR
Change 5 3-54.1/(3-54.2 Blank)

TM 1-1520-237-10
key will clear the scratch pad. Register contents that are
entered may be any six alphanumeric characters plus sign.
Many of the INU registers are 9read only9. That is, their P O S I T I O N T H 3 5 8 . 3
contents can be read but not altered. If an attempt is made
to change the contents of one of these registers, 9ENTRY
REJECTED9 will appear as described above.
M V = E 1 0 . 3 M H 3 4 8 . 0
c. DEST (Destination) Page. Two types of data may be G T K 3 5 9 . 6 O

G S 1 8 1 . 2
entered on the destination page, destination coordinates, EXAM
and course to destination. 1 3 T I N T P L EG R I D
O
W D 3 4 5 / 0 2 5
(1) Destination Coordinates Entry. Destination coordi-
nates may be entered during any phase of the mission. Ei- U V 1 2 3 4 1 2 3 4 U T M
ther LAT/LONG or MGRS (UTM) coordinates may be en-
tered. Coordinate selection is provided on line 7 (display [ ]
right).
(a) Latitude entry described in paragraph 3.23.1.a.2.. NOTE

TO SELECT THIS PAGE, SET CDU PAGE
(b) Longitude entry described in paragraph SELECT SWITCH TO POS AND PRESS
LINE 5 AND / OR LINE 7 RIGHT LINE
3.23.1.a.3.. SELECT KEYS AS REQUIRED.
(c) Spheroid and zone entry described in paragraph

3.23.1.a.4.. AA0396
SA
(d) Area/Eastings/Northings entries described in Figure 3-23. Position Page EH
paragraph 3.23.1.a.5..
(2) Course to Destination Entry. The desired true (2) TACAN Station Page Entries. Parameter entries
course to destination may be entered for each destination are station location magnetic variation channel and eleva-
during any phase of the mission. tion.
(a) Enter the true course in the scratch pad. Entries (a) Latitude entry described in paragraph 3.23.1.a.2..
may be up to four numeric digits with an optional decimal
point. If no decimal point is entered, whole degrees are (b) Longitude entry decribed in paragraph
assumed. Leading zeros are optional. 3.23.1.a.3..
(b) Press line 1 right line select key. The true course
to destination will be displayed on line 1 right. (c) Spheroid and zone entry described in paragraph
3.23.1.a.4..
(c) System will utilize any previous course data. If
no data has been entered, the system will assume a true (d) Area/Eastings/Northings entries described in
course of 000.0 degrees. paragraph 3.23.1.a.5..
d. STR (Steer) Page. This page contains no enterable

(e) Station Magnetics Variation entry described in
parameter.
paragraph 3.23.1.a.6..
e. TCN (TACAN) Pages. The TACAN pages consist of
the TACAN control page and TACAN station pages. (3) Station Channel Entry. The TACAN Station Pages
provide the capability to enter station channel for each of
(1) TACAN Control Page Data Entry. The only data the 16 stations. A total of 252 channel are possible (126 9X9
entry on this page is channel number. Paragraph 3.23.3.f. channels and 126 9Y9 channels). Unless 9Y9 is entered, an
describes the channel number entry. 9X9 channel is assumed.
3-55
TM 1-1520-237-10
3.23.2 Starting Procedure (NORMAL ALIGN-

MENT).
CAUTION
1. Ensure that the following circuit breakers are
in:
Wait two minutes before returning mode
a. NO. 1 AC PRI BUS circuit breaker panel select switch to NORM. Failure to do so
will damage the INU.
(1) INS
b. If mode select switch was turned off, rotate
mode select switch to NORM. If an an-
(2) XFMR PWR nunciation is still flashing, make an entry
on DA Form 2408-13-1. Refer to para-
(3) INU BATT PWR graph 3.23.5 for an explanation of annun-
ciations.
(4) 26 VAC EQUIP PWR
3. Set page selector switch to POS (Figure 3-23).
b. NO. 1 DC PRI BUS circuit breaker panel
NOTE
(1) CPLT ALTM If UTM coordinates are selected, the COM-
PLETE UTM coordinates must be entered
(2) IINS for present position: GRID ZONE, SPHER-
OID, AREA, EASTINGS, and NORTH-
c. NO. 2 AC PRI BUS circuit breaker panel INGS.
(1) TACAN 4. Verify line 7 on right side display indicates de-

sired COORDINATE SYSTEM (UTM or L/L).
If not press the line select key once to switch to
d. NO. 2 DC PRI BUS circuit breaker panel the desired coordinate system.
(1) TACAN a. Enter GRID ZONE/SPHEROID or LATI-

TUDE in scratch pad.
NOTE
b. Press line select key 5 left.
Present position must be entered during the
c. Enter AREA, EASTINGS, NORTHINGS,
first two minutes of NORM alignment. If
or LONGITUDE in scratch pad.
present position is displayed, it must be re-
entered. A steady NAVRDY indicates INU
d. Press line select key 7 left.
attitude data and degraded NAV perfor-
mance are available. After turn-on, flashing
NOTE
NAVRDY will be displayed on line 6 indi-
cating full alignment. If INU computed MV is changed, updated
MV will have to be manually entered as MV
2. To turn system on, set mode select switch to lines are crossed. If INU computed MV is
NORM. CDU display will remain blank for 30 utilized, automatic MV updating will be per-
seconds after turn-on. If the CDU does not light formed by the INU.
after 30 seconds, rotate the brightness control
on the CDU clockwise to provide a comfortable 5. Verify line 3 on left side display indicates cor-
intensity level. rect magnetic variation, MV.
a. Check for annunciations on line 2 of the a. If incorrect, enter MV in scratch pad.

display. If any annunciation is flashing, re-
turn mode select switch to OFF. b. Verify scratch pad entry is correct.
3-56 Change 10
TM 1-1520-237-10
c. Press line select key 3 left.
d. Verify line 3 left displays: - > MV = XNN. I N S D 2 S 3 Z E R O I Z E

N. (The 9=9 sign indicates that a manual
MV was entered and automatic MV updat-
ing will not occur.)
I A L T 2 7 . 5 T E S T S
6. Rotate page select switch to INS (Figure 3-24). EXA

MPL
a. Enter barometric pressure of present posi- B A R O 2 9 . 0 1
E D A T A
tion in scratch pad.
L A S T M R K C
b. Press line select key 5 left. 1 9 . 9 M I N S T A T = A + H
[ [
c. Enter altitude of present position in scratch
pad (e.g., 156 ft is entered as 0.156 and
displayed as 0.2).
NOTE
d. Press line select key 3 left. TO SELECT THIS PAGE, SET CDU PAGE
SELECT SWITCH TO INS.
7. Rotate page select switch to DEST.
a. Press DEST toggle switch to select DEST

AA0394
desired page. SA
Figure 3-24. INS Page EH

b. Press line select key 7 right to display de-
sired coordinate system (UTM or L/L).
ately press line select key 3 left until the
c. Enter grid zone and spheroid or latitude in display shows REC.
scratch pad.
a. Turn ON TACAN by pressing line select
d. Press line select key 5 left. key 1 left.
e. Enter Area/Eastings/Northings or longitude b. Press line 3 left until REC is displayed on

in scratch pad. the CRT.
f. Press line select key 7 left. c. Press page slew toggle switch to display
TACAN station zero page.
g. Press DEST toggle switch (Figure 3-19) to
(1) Enter magnetic variation in scratch
increment to the next page.
pad.
8. Rotate page select switch to TCN.
(2) Press line select key 3 left.
(3) Enter latitude in scratch pad.

WARNING
(4) Press line select key 5 left.
Potential radiation hazard exists at the (5) Enter longitude in scratch pad.
TACAN antenna when the TACAN is
turned on. Make sure that no person is (6) Press line select key 7 left.
within 3 feet of antenna. When TACAN is
first turned on and line 3 left of CDU dis- (7) Press line select key 1 right to display
plays anything other than REC, immedi- ACT.
3-57
TM 1-1520-237-10
(8) Enter channel number in scratch pad. b. Press ATT switch, INNS illuminates and
inertial derived pitch and roll is displayed
(9) Press line select key 3 right. on the VSI.
(10) Enter elevation of TACAN station on 3.23.3 Starting Procedure (FAST Alignment).
scratch pad. Switching to FAST mode commands the INU to perform
either a stored heading alignment or best available time
(11) Press line select key 5 right. heading (BATH) alignment.
(12) Press page slew toggle switch to dis- a. Stored Alignment.

play next TACAN page.
NOTE
(13) Enter data as described in steps (a)
through (m). CDU display will remain blank for 30 sec-
onds after turn on. Barometric pressure must
NOTE be entered during alignment. Alignment will
be complete when data display line 6
In order for HSI steering command to be NAVRDY indicator begins to flash if a nor-
correct, a valid destination and steer point mal alignment was performed and the mode
must be entered prior to switching the select switch was not set to NAV. Align-
MODE selector to NAV. ment will be complete when data display
line 6 NAVRDY indicator lights if a normal
Example: If DX is homebase (alignment alignment was performed and the mode se-
point), the SX STEER point is invalid as an lect switch was set to NAV.
initial Destination/Steer Point.
(1) Ensure system preoperational checks have
9. Select an appropriate destination number and been performed and that aircraft power is
toggle the STR toggle switch to indicate the on.
number, i.e., S1. (It is not necessary that the
DX and SX numbers agree, only that SX is the (2) Set mode select switch (Figure 3-19) to
desired destination.) FAST.
10. Set mode select switch to NAV. (Pull switch (3) Set page select switch to POS.
up; then rotate.)
(4) Observe that data display line 7 right indi-
11. Set page select switch to TCN. cates desired coordinate system (UTM or
L/L). If it does not, press line select key 7
a. Press line select key 3 left to display T/R. right until the desired coordinate system is
deployed.
b. Press line select key 5 left to display
UPDT. (5) If data display line 8 right indicates LTR,
press LTR/USE key to place the keyboard
12. On HSI/VSI MODE SEL panel (Figure 3-21), in the numeric mode.
press IINS switch. Note that bearing to desti-
nation (No. 1 needle), range to destination, (6) Observe that data display line 5 left and
course deviation and TO/FROM flag are dis- line 7 left indicate present position latitude
played on the HSI. and longitude or grid zone, spheroid area,
eastings and northings, respectively. If not,
13. On SYSTEMS SELECT panel (Figure 3-20), normal or BATH alignment must be per-
set switches and observe indications as follows: formed:
a. Press HDG switch, INS illuminates and in- (7) Set page select switch to INS. Observe that
ertial derived heading is displayed on the data display line 3 left indicates present
HSI. position altitude. If not, a change must be
3-58
TM 1-1520-237-10
made within the first 60 seconds of this (1) Ensure system preoperational checks have
alignment. been performed and that aircraft power is
on.
NOTE
(2) Set mode select switch to FAST.
The following steps are an example of enter-
ing barometric pressure. Substitute your own (3) Set page select switch to POS.
barometric pressure when performing these
steps. Enter local barometric pressure to the (4) Observe that data display line 7 right indi-
nearest 0.01 inches Hg. cates desired coordinate system (UTM or
L/L). If it does not, press line select key 7
When making keyboard entries, if an incor- right until desired coordinate system is dis-
rect key is pressed, press CLR key as re- played.
quired and begin again.
(5) If data display line 8 right indicates LTR,
press LTR/USE key to place the keyboard
(8) Enter local barometric pressure on data
in the numeric mode.
display line 8 by pressing in sequence
ABC/N2, XYZ/ 9, -/v, 0, and 1 keys. Ob- NOTE
serve that data display line 8 indicates
29.01. The following steps are examples of enter-
ing present position data. Substitute your
(9) Press data display line 5 left line select key. own present position and heading when per-
Observe that data display line 5 left indi- forming these steps. Either true heading or
cates - > BARO 29.01. magnetic heading can be entered. Magnetic
heading is entered by pressing line select
(10) Observe that data display line 7 indicates key. The following example uses true head-
alignment and status. ing. When making keyboard entries, if an
incorrect key is pressed, press CLR key as
NOTE required and begin again.
Data display line 6 left indicates a flashing (6) Enter true heading on data display line 8
NAVRDY if a normal alignment was per- by pressing in sequence DEF/3, KLM/5,
formed and the mode select switch was not UVW/S8, -/ and DEF/3 keys. Observe that
set to NAV. data display line 8 indicates 358.3.
(11) When data display line 6 left NAVRDY (7) Press data display line 1 right line select
indicator lights, set mode select switch to key. Observe that data display line 1 right
NAV. indicates TH 358.3 ,-.
(8) If required, enter present position latitude

b. BATH Alignment.
(or UTM, GRID ZONE and SPHEROID)
on data display line 8 by pressing in se-
NOTE
quence LTR/USE, ABC/ N2, LTR/USE,
DEF/3, GHJ/W4, 1, 0, DEF/3, and 0 keys.
CDU display will remain blank for 30 sec- Observe that data display line 8 indicates
onds after turn on. True or magnetic heading N341030.
must be entered during the first 60 seconds
of turn on. Present position must be entered (9) Press data display 5 left line select key.
within 2 minutes of turn on. Barometric Observe that data display line 5 left indi-
pressure and altitude must be entered during cates - > N34° 10 30.
alignment.
(10) If required, enter present position longitude
Alignment will be complete when data dis- (or UTM area, EASTING and NORTH-
play line 6 NAVRDY indicator lights. ING) on data display line 8 by pressing in
3-59
TM 1-1520-237-10
(14) Press data display line 3 left line select key.

Observe that data display line 3 left indi-
T A C A N O N S T A 3 cates -> AALT 8.6.
NOTE
LE
T / R
EX AMP C H 1 2 5 X Enter local barometric pressure to the near-
S R N G 4 2 . 5 B R G 1 2 2 O est 0.01 inches Hg.
U P D T 6 O F 1 0 (15) Enter local barometric pressure on data

display line 8 by pressing in sequence
S T A ABC/N2, XYZ/ 9, -/v, 0, and 1 keys. Ob-
serve that data display line 8 indicates
3 S I G = 1
29.01.
[ ]
Observe that data display line 5 left indi-
cates - > BARO 29.01.
NOTE
TO SELECT THIS PAGE, SET CDU PAGE (17) Observe that data display line 7 indicates
SELECT SWITCH TO TCN. alignment time and status.
(18) When data display line 6 left NAVRDY

AA0395
indicator lights, set mode select switch to
SA
NAV.
Figure 3-25. TACAN Control Page EH
3.23.4 In-flight Procedures.
sequence LTR/USE, GHJ/W4, LTR/USE, a. MARK Operation. Current aircraft position may be
1, 1, UVW/S8, DEF/3, and 0 keys. Ob- stored in one of the markpoint locations (destinations A-F)
serve that data display line 8 indicates by pressing the MRK key when in NAV mode. The loca-
W1183530. tion where present position was stored is displayed in the
CDU scratch pad regardless of currently selected page. Fig-
ure 3-24 illustrates 9MARK C9 in the scratch pad with the
STR page selected.
Observe that data display 7 left indicates -
> W118° 35 30.
(1) The MARK locations are used in sequence (-A,
B, C, D, E, F, A, B,..). The MARK display will
(12) Set page select switch to INS. remain in the scratch pad unless it is cleared
with the CLR key or the scratch pad is used to
NOTE enter some other data.
(2) Pressing the MRK pushbutton will freeze, for

When entering present position altitude, al-
30 seconds, the display of present position on
titude must be entered to the nearest 100 feet
the Steering and Position pages; and the display
(mean sea level). The range of valid entries
of cardinal headings/distance on both the desti-
from -1000 to 65,520 feet in increments of
nation and Steering Page. After 30 seconds or
100 feet. Entries are made in thousands of
after the CLR key is pressed, the current posi-
feet.
tion will return.
(13) If required, enter present position altitude b. Manual Updating (Overfly Position Updating). An
on data display line 8 by pressing in se- overfly update represents a manual position update tech-
quence UVW/S8, -/v, and NPQ/E6 keys. nique in which the pilot overflies his selected destination
Observe that data display indicates 8.6. and signals the INU by pressing the MRK key. To initiate
This represents an altitude of 8,600 feet. a manual update, proceed as follows.
3-60
TM 1-1520-237-10
NOTE (a) Perform steps 1. (a) through 1. (f) above.
If indicated air speed is greater than 5 knots, (b) If the cardinal headings, time-to-go (TTG)
the manual update will not remove 100% of and range do not decrease to 0.0, verify
the positional error or zero out the cardinal that both the destination and steerpoint in-
headings, time to go (TTG) or distance to dicators (Dx, Sx) are set to the destination
destination. The percentage of actual update that the update is being performed on. Re-
is a dynamic function of the computer soft- peat steps 1. (a) through 1. (f).
ware.
(1) Indicated airspeed greater than 5 knots. (c) To proceed with the mission, select a new
steerpoint.
(a) Ensure that the displayed Destination and
Steerpoint indicators (Dx, Sx) are both set (3) Selection of the 9UPDT9 mode on the mode
to the destination that the update will be select switch deletes automatic TACAN updat-
performed on. ing during the period of the manual update.
(b) Rotate the mode select switch to the UPDT 3.23.5 Annunciations.
position. The page shown in Figure 3-26
will be displayed. a. System status messages appear on line 2 and the left
side of line 6 regardless of selected page. The following is
(c) When the aircraft is directly over the des- a summary of messages that are presented and the failures/
tination point, depress the MRK key. The conditions they represent.
page shown in Figure 3-27 will be dis-
played.
MESSAGE CONDITION LINE
(d) If the pilot decides to accept the update
(ACCEPT here means to tell the INU that
the positional update will be accepted) de- MSC Mission Computer has failed. 2
press line select key 7 left to accept the NPU Navigation Processor has 2
update (REJECT here means to tell the failed.
INU that the positional update will not be
accepted), depress line select key 7 right to INU INU navigation processing
reject the update. In either case, the page has failed
shown in Figure 3-27 will be redisplayed. Attitude may be valid. 2
ADC Copilot’s Altimeter-Encoder
NOTE
has failed. 2
The following display changes are not im- TCN TACAN has failed or is off. 2
mediate. It will take approximately 5 sec-
PFM Post Flight maintenance is
onds for the data to change.
required. 2
(e) Rotate the mode select switch to NAV. TTG Aircraft is within two
minutes of selected steerpoint
(f) Observe that the cardinal heading, time- (flashing). 2
to-go (TTG), and range decrease towards
0.0, and that present position changes to FROM Distance to steerpoint is
more closely reflect the coordinates stored increasing. 2
in the selected destination. TO Distance to steerpoint is
decreasing. 2
(g) If the mission will continue, select a new
steerpoint and proceed. SCU Signal Converter Unit or
ARINC BUS has failed. (See
(2) Indicated air speed is 5 knots or less. TEST page.) 2
3-61
TM 1-1520-237-10
MES- CONDITION LINE

SAGE
U P D T D 3 S 3
NAVRDY During alignment. INU atti-
(steady) tude data and degraded nav
performance are available. 6
O
R N G 2 7 . 6 B R G 1 5 2 . 7
NAVRDY During alignment. Full INU
(flashing) nav performance is available. 6 T T G 3 . 6 L E E 1 . 0
ATTD The INU is in attitude mode A MP S 1 . 8

due to: 1. operator selection. EX
2. INU failure or 3. data bus
failure. Attitude data is valid. 6
[ ]
DEGRD The INU is in navigate mode
and a degraded performance
alignment, not a full perfor-
mance alignment was per- NOTE
formed. TO SELECT THIS PAGE, SET CDU MODE
SELECT SWITCH TO UPDT. WHEN THIS
6 PAGE IS SELECTED, TACAN UPDATING
IS DELETED.
UPDT The INU is being automati-
cally updated by the TACAN. 6
AA0397
SA
DEGUPD Degraded mode update by Figure 3-26. Update Page EH

TACAN. 6
(electrically and mechanically align) the AN/ASN-43 to the

correct magnetic heading when used in the SLAVED mode
b. Placement of annunciation on their respective lines is of operation. The synchronizing knob on the control panel
shown in Figure 3-21. NPU and PFM annunciators occupy may be used as a set heading knob for operation in the
the same location. When a failure occurs, the annunciation FREE mode.
will flash to attract the pilot’s attention. Pressing the
9FACK9 key causes the annunciation to go from flashing to 3.24.2 Controls and Functions. Controls for the mag-
steady. If an LRU recovers from the failure, its annunciator netic compass set are on the front panel of the unit. The
will clear. function panel of each control is as follows:
3.24 GYRO MAGNETIC COMPASS SET AN/ASN-

43. CONTROL FUNCTION
Gyro Magnetic Compass Set AN/ASN-43 provides
heading information by reference to a free directional gyro Null Meter Moves left (+) or right (v) of center
when operating in the FREE mode, or by being slaved to to indicate misalignment
the earth’s magnetic field when operated in the SLAVED (synchronization) of the AN/ASN-
mode. It provides heading information to the horizontal 43.
situation indicator. Power to operate the AN/ASN-43 is
provided from the ac essential bus through circuit breakers, Mode Selector Selects either magnetically
marked COMP and AUTO XFMR under the general (SLAVED- SLAVED or FREE gyro operation
heading AC ESNTL BUS. FREE) of the AN/ASN-43.
3.24.1 Compass Control C-8021/ASN-75. Control

C-8021/ASN-75 (Figure 3-29) is required to synchronize
3-62
TM 1-1520-237-10
A / R D 3 S 3
M S C N P U I N U A D C T C N
O
R N G 2 . 1 B R G 1 5 2 . 7
T T G 0 2 2 E 1 . 0
L E
P LE S 1 . 8
A MP
AM EX
EX
A T T D
A C C E P T R E J E C T
[ ]
NOTE
NOTE SYSTEM STATUS MESSAGES APPEAR
ON LINE 2 (2) AND THE LEFT SIDE OF
TO SELECT THIS PAGE, SET CDU MODE LINE 6 (6) REGARDLESS OF SELECTED
SELECT SWITCH TO UPDT AND PRESS PAGE (EXCEPT NPU DATA PAGE). DATA
MRK KEY. APPEARING ON LINES 1 (1), 3 (3), 4 (4), 5
(5), 7 (7) AND 8 (8) WILL BE WHATEVER
IS APPLICABLE TO THE PAGE SELECTED.
THE FOLLOWING IS A SUMMARY OF
MESSAGES THAT ARE PRESENTED AND
AA0398 THE FAILURES / CONDITIONS AA0399
SA THEY REPRESENT: SA
Figure 3-27. Accept/Reject Page EH Figure 3-28. System Annuciators EH
CONTROL FUNCTION MODE NULL

SELECTOR CONTROL
Null Control Is manually pressed and turned to COMPASS

PUSH-TO-SET null the annunciator, thereby syn-
chronizing (electrically and me- + SLAVED +
chanically aligning) the AN/ASN-
43. Turns compass card of HSI for
alignment. PUSH TO
FREE SET
3.24.3 Operation.
NULL METER
3.24.4 Starting Procedure. AA0527
SA
1. Mode selector - As desired. Figure 3-29. Compass Control Panel C-8021/

ASN-75
2. Null control - Push, and turn in direction indi-
cated by null meter (+ or v) until annunciator is
centered. In SLAVED mode, during normal 3.25 ELECTRONIC NAVIGATION INSTRUMENT
operation, the annunciator will oscillate slightly DISPLAY SYSTEM.
about the center position; however, during cer-
tain helicopter maneuvers the annunciator will The instrument display system provides displays for
move off center. navigation and command signals on a vertical situation in-
dicator (VSI) and a horizontal situation indicator (HSI) for
3. HSI - check to see that HSI heading agrees with pilot visual reference. The system consists of the two VSIs
a known magnetic heading. and two HSIs on the instrument panel. The system has a
3-63
TM 1-1520-237-10
common command instrument system processor (CISP), switch is on, and that navigation system operating properly,
two HSI/VSI mode select panels, and one CIS mode select the CMD flag is not in view. During operation, if the navi-
panel. gation signal becomes unreliable, or is lost, the CMD flag
will become visible. On helicopters equipped with digital
3.25.1 Vertical Situation Indicator. The VSI (Figure CIS processor the CMD flag will not come into view when
3-30), provides a cockpit display of the helicopter’s pitch, the navigation signal becomes unreliable or lost. The NAV
roll attitude, turn rate, slip or skid, and certain navigational flag will come into view when the navigation signal be-
information. It accepts command instrument system proces- comes unreliable even with the digital CIS.
sor signals and displays the flight command information
needed to arrive at a predetermined point. The system also 3.25.1.3 Glide Slope Warning Flag. A glide slope
monitors and displays warnings when selected navigation warning flag marked GS is on the right face of the indicator
instrument readings lack reliability. The VSI is composed (Figure 3-30). The letters GS are black on a red/white stripe
of a miniature airplane, four warning indicator flags ATT, background. The warning flag will move out of view when
GS, NAV and CMD, two trim knobs ROLL and PITCH, the ILS receivers are operating and reliable signals are re-
a bank angle scale, a bank angle index on the spheroid, a ceived.
turn rate indicator and inclinometer, pitch and roll com-
mand bars, collective position pointer, a course deviation 3.25.1.4 Navigation Warning Flag. A navigation flag
pointer, and a glide slope deviation pointer. Refer to Chap- marked NAV is installed on both the VSIs and the HSIs
ter 2, Section XIV for a description of the attitude indicat- (Figures 3-30 and 3-31) to indicate when navigation sys-
ing system, and turn and slip indicator. The gyro erect tems are operating and reliable signals are being received.
switch (Figure 2-8) supplies a fast erect signal to the pilot The VSI NAV flag is marked NAV with a white back-
and copilot displacement gyros, thereby considerably re- ground and red strips, and is on the lower left side of the
ducing the time required for the gyros to reach full operat- indicator. The HSI NAV flag is within the compass card
ing RPM. The pilot and copilot’s displacement gyros sup- ring. Both instrument flags will retract from view whenever
ply pitch and roll attitude signals to the vertical situation a navigation receiver is on and a reliable signal is being
indicators, automatic flight control system, and the Doppler received.
navigation system. Power to operate the VSI is provided
from the No. 2 ac primary bus through circuit breakers 3.25.1.5 Course Deviation Pointer. The course devia-
marked VSI PLT, CPLT. tion pointer is on the VSI instrument (Figure 3-30). The
pointer works with the course bar on the HSI to provide the
3.25.1.1 Steering Command Bars and Pointer. The pilot with an indication of the helicopter’s position with
roll and pitch command bars and the collective position respect to the course selected on the HSI. The scales rep-
pointer operate in conjunction with the command instru- resent right or left off course, each dot from center (on
ment system processor (CISP) and the command instru- course) is 1.25° for ILS, 5° VOR and FM. The pilot must
ment system/mode selector (CIS MODE SEL). Selection fly into the needle to regain on-course track.
of HDG on the CIS MODE SEL panel provides a display
of a roll signal by the roll command bar (Figure 3-30). The 3.25.1.6 Glide Slope Deviation Pointer. The glide
pitch command bar and the collective position pointer are slope pointer, on the right side of the VSI (Figure 3-30), is
out of view, and the CMD flag is held from view. Selecting used with ILS. The pointer represents the glide slope posi-
the CIS MODE SEL switch NAV and the MODE SEL tion with respect to the helicopter. Each side of the on-glide
switch VOR ILS, the roll command bar will display roll slope (center) mark are dots, each dot representing .25°
commands from the CISP. If an ILS (LOC) frequency is above or below the glide slope.
tuned in, the pitch command bar and the collective com-
mand pointer will also display CISP signals. If a VOR fre- 3.25.1.7 Controls and Indicators. Indicators of the
quency is tuned-in, the pitch command bar and collective VSI are on the face of the instrument. The function of each
position pointer will be held from view. The CMD warning indicator is as follows:
flag will be held from view, indicating that the CISP func-
tional integrity is being monitored. Refer to Figure 3-32 for
VSI indications in other switch positions. CONTROL/ FUNCTION
INDICATOR
3.25.1.2 Command Warning Flag. The command
warning flag marked CMD is at the top left of the VSI face Miniature Provides reference to artificial
(Figure 3-30). It is held from view when initial power is airplane/ horizon.
applied to the CIS processor. When any CIS mode selector horizon line
3-64
TM 1-1520-237-10
DECISION MARKER BANK BANK

HEIGHT BEACON ANGLE ANGLE
ADVISORY ADVISORY SCALE INDEX
GO−AROUND LIGHT LIGHT SPHERE
ADVISORY
LIGHT
GA DH MB
PITCH
ROLL COMMAND
COMMAND BAR
BAR
CMD ATT
GLIDESLOPE
CLI MB DEVIATION
POINTER
30 30
ARTIFICIAL
HORIZON
COLLECTIVE G
POSITION S
INDICATOR
MINIATURE
30 30
AIRPLANE
NAV WARNING DI VE
NAV
FLAG (DOPPLER / GPS PITCH
VOR−LOC−FM HOMER) TRIM KNOB
ROLL PITCH
ROLL TRIM KNOB COURSE
DEVIATION
TURN INCLINOMETER POINTER
RATE (FM HOMER STEERING−
INDICATOR VOR−LOC−DOPPLER / GPS) AA0369A
SA
Figure 3-30. Vertical Situation Indicator

INDICATOR INDICATOR
Bank angle scale Right and left 0°, 10°, 20°, 30°, 45°, GA Go-around (GA) advisory light will
60°, and 90° of bank. go on whenever the GA switch on
the pilot’s or copilot’s cyclic stick
Artificial horizon Reference of helicopter’s attitude to is pressed. The light will go off
horizon. whenever the go-around mode is
Turn rate indica- 4-minute turn (one-needle width ei- ended by engaging another mode
tor ther side of center) 2-minute turn on the CIS mode selector panel.
(two-needle width each side of cen- DH Decision height (DH) advisory
ter). light will go on whenever the radar
Pitch and roll Display to the pilot, control inputs altimeter is operating and the alti-
command bars he should make to arrive at a pre- tude indicator is at or below the ra-
determined course, or glide slope. dar altitude L (low bug) setting.
Collective pos- Display to the pilot the position of MB Marker beacon (MB) advisory light
ition indicator the collective relative to where it will go on and the associated
should be to arrive at a predeter- marker beacon tone will be heard,
mined altitude. depending upon volume control set-
ting, when the helicopter is over the
marker beacon transmitter.
Change 1 3-65
TM 1-1520-237-10

INDICATOR INDICATOR
Glide slope Displays to the pilot the position of COURSE set Displays course to nearest degree.
pointer the ILS glide slope relative to the display Indicates same as course set
helicopter. Pointer above center in- pointer.
dicates helicopter is below glide
path. Bearing pointer The pointer operates in conjunction
No. 1 with Doppler/GPS or IINS.
Course deviation Displays to the pilot the position of Indicates magnetic bearing to
pointer the course reference (VOR, LOC, Doppler/GPS or IINS destination
DPLR, FM HOME) relative to the set on FLY-TO-DEST UH or CDU
helicopter. EH .
ATT warning Indicates loss of vertical gyro Bearing pointer The pointer operates in conjunction
flag power or VSI malfunction. No. 2 with selected VOR or ADF
receiver. The pointer is read against
NAV warning Indicates loss, or unreliable signal the compass card and indicates the
flag indication. magnetic bearing to the VOR or
GS warning flag Indicates loss, or unreliable signal ADF station.
indicator. Course deviation This bar indicates lateral deviation
PITCH trim Adjust artificial horizon up (climb) bar from a selected course. When the
knob from at least 4°, no more than 10° helicopter is flying the selected
or down (dive) from at least 8°, no course, the course bar will be
more than 20°. aligned with the course set pointer
and will be centered on the fixed
ROLL trim knob Adjust artificial horizon right or left aircraft symbol.
from at least 8° to no more than
20°. CRS knob Course set (CRS) knob and the
course set counter operate in
conjunction with the course pointer
3.25.2 Horizontal Situation Indicator. Two HSIs and allow the pilot to select any of
(Figure 3-31) are installed on the instrument panel, one in 360 courses. Once set, the course
front of each pilot. The HSI consists of a compass card, two pointer will turn with the compass
bearing-to-station pointers with back-course markers, a card and will be centered on the
course bar, a KM indicator, heading set (HDG) knob and upper lubber line when the
marker, a course set (CRS) knob, a COURSE digital read- helicopter is flying the selected
out, a to-from arrow, a NAV flag, and a compass HDG course.
flag. The HSIs operating power is taken from the ac essen-
KM indicator Digital distance display in
tial bus through a circuit breaker marked HSI PLT/CPLT.
kilometers (KM) to destination set
on Doppler FLY TO DEST.
3.25.3 Controls and Indicators. Controls of the hori-
zontal situation indicators (Figure 3-31) are as follows: HDG knob Heading set (HDG) knob operates
in conjunction with the heading
select marker, allows the pilot to
CONTROL/ FUNCTION select any one of 360 headings.
INDICATOR Seven full turns of the knob
produces a 360° turn of the marker.
Compass card The compass card is a 360° scale
that turns to display heading data HDG warning Visible when a failure occurs in the
obtained from the compass control. flag magnetic compass system.
The helicopter headings are read at
the upper lubber line. To-From arrow To-from arrow indicates that the
helicopter is flying to or away from
a selected VOR.
3-66 Change 9
TM 1-1520-237-10
COURSE NO. 1 BEARING LUBBER HDG

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

SET KNOB
COURSE
SET KNOB
NAV FLAG TO−FROM COURSE

(DOPPLER / GPS− ARROW DEVIATION BAR
VOR−LOC) (VOR) (DOPPLER − DOPPLER / GPS−VOR−LOC) AA0328A
SA
Figure 3-31. Horizontal Situation Indicator
CONTROL/ FUNCTION switch is set to TEST. The original indica-

INDICATOR tions may be restored by pressing the appli-
cable switches.
NAV flag The NAV flag at the top of the to
indicator, turns with the compass 3.25.4.1 Controls and Functions. Controls of the
card. The flag will retract from mode selector panel (Figure 3-32) are as follows:
view when a reliable navigation
signal is being applied to the instru-
ment. CONTROL FUNCTION
3.25.4 VSI/HSI and CIS Mode Selector Panels. The DPLR, DPLR/ Directs Doppler UH , Doppler/GPS
mode select panels (Figure 3-32) are integrally lighted, in- GPS lateral deviation and NAV flag
UH
strument panel mounted controls for the VSI, HSI, and CIS. signals to VSIs and HSIs.
The panels provide a means for selecting and displaying
VOR ILS Directs VOR or ILS signals to
various navigation functions. Power to operate the pilot’s
VSIs, and HSIs. Provides a signal
MODE SEL is taken from the No. 2 dc primary bus
to NAV flag.
through a circuit breaker, marked PILOT MODE SE-
LECT. The copilot’s MODE SEL takes power from the BACK CRS Reverse polarity of back course
No. 1 dc primary bus through a circuit breaker, marked signal to provide directional display
CPLT MODE SELECT. for VSIs and HSIs. Provides a
signal to NAV flag.
NOTE
FM HOME Directs FM homing deviation and
The switches on the VSI/HSI and CIS mode flag signals to VSIs.
select panels may change state when the
caution/advisory panel BRT/DIM-TEST
Change 1 3-67
TM 1-1520-237-10
MODE SEL
VOR BACK FM
DPLR ILS CRS HOME
A
VOR BACK FM
HDG NAV ALT DPLR ILS HOME
CRS
HDG NAV ALT

ON ON ON NORM PLT NORM ADF
ALTER CPLT ALTER VOR
A
CIS MODE SEL
TURN CRS VERT BRG
RATE HDG GYRO 2
DPLR
GPS
MODE OF CIS HSI / VSI

OPERATIONS MODE SELECTOR MODE SELECTOR
NONE NONE ANY
MANUAL HEADING HDG ANY
ALTITUDE HOLD ALT ANY
VOR NAVIGATION NAV VOR
ILS NAVIGATION NAV ILS
ILS APPROACH NAV ILS
ILS BACK COURSE NAV BACK CRS
LEVEL OFF NAV VOR / ILS / BACK CRS
GO−AROUND NAV VOR / ILS
DOPPLER, DOPPLER / GPS NAV DPLR, DPLR / GPS
FM HOMING NAV FM HOME
AA0362_1A
SA
Figure 3-32. CIS Modes of Operation (Sheet 1 of 2)
3-68 Change 1
TM 1-1520-237-10
CYCLIC ROLL CYCLIC PITCH COLLECTIVE

COMMAND BAR COMMAND BAR POSITION INDICATOR
OFF SCALE OFF SCALE OFF SCALE
PROCESSED CYCLIC OFF SCALE OFF SCALE

ROLL COMMAND
OFF SCALE OFF SCALE PROCESSED COLLECTIVE

POSITION

ROLL COMMAND
PROCESSED CYCLIC PROCESSED CYCLIC PROCESSED COLLECTIVE

ROLL COMMAND PITCH COMMAND POSITION


ROLL COMMAND
PROCESSED CYCLIC OFF SCALE PROCESSED COLLECTIVE

ROLL COMMAND OR POSITION
PROCESSED CYCLIC
PITCH COMMAND

ROLL COMMAND

ROLL COMMAND
AA0362_2
SA
Figure 3-32. CIS Modes of Operation (Sheet 2 of 2)
3-69
TM 1-1520-237-10
TURN RATE HDG ON Direct heading and roll signals to

NORM Provides pilot and copilot with his CIS processor for steering com-
own turn rate gyro information dis- mands that will allow pilot to main-
played on his VSI. tain a selected heading.
ALTR Allows copilot’s turn rate gyro in- NAV ON Gives heading commands to ac-
formation to be displayed on pilot’s quire and track a selected VOR,
VSI, or pilot’s gyro information to ILS, DPLR, DPLR/GPS, or FM in-
be displayed on copilot’s VSI. tercept, or to acquire and track glide
slope beam.
CRS HDG
PLT Provides for pilot’s omni-bearing ALT ON Directs barometric pressure signals
selector to be connected to naviga- and collective stick position signals
tion receiver and concurrent con- to CIS processor.
nection of pilot’s HSI course datum
and heading datum output to com-
mand instrument system processor. 3.25.4.2 Off Mode. The command instrument system off
mode (no switch legends lit) causes the cyclic roll, cyclic
CPLT Provides for copilot’s omni-bearing pitch and collective command pointers on both vertical
selector to be connected to naviga- situation indicators to be stowed out of view and the com-
tion receiver and concurrent con- mand warning flag on both VSIs to be biased out of view.
nection of copilot’s HSI course da- The CISP is in the off mode upon initial application of
tum and heading datum output to electrical power, before the pilot selects either HDG, NAV
command instrument system pro- or ALT mode on the CIS mode selector. When NAV mode
cessor. is selected, the CISP remains in the off mode unless the
VERT GYRO DPLR, DPLR/GPS, VOR ILS or FM HOME navigation
NORM Provides pilot and copilot with his data has been selected on the pilot’s VSI/HSI mode selec-
own vertical gyro information dis- tor. The CISP will return to the off mode whenever the
played on his VSI. HDG, NAV, and ALT hold modes are disengaged, as in-
dicated by the respective ON legends going off, or by turn-
ALTR Allows copilot’s vertical gyro in- ing off the associated navigation receiver. Separate modes
formation to be displayed on pilot’s are manually disengaged by pressing the mode switch when
VSI, or pilot’s gyro information to ON is lit.
be displayed on copilot’s VSI.
3.25.4.3 Heading Mode. The heading mode processes
BRG2
the heading error and roll attitude signals to supply a lim-
ADF Allows pilot or copilot to select
ited cyclic roll command, which, when followed, causes the
ADF on his No. 2 bearing pointer,
helicopter to acquire and track the heading manually se-
each independent of the other.
lected on either pilot’s HSI. The processed signal causes
VOR Allows pilot or copilot to select the VSI cyclic roll command bar to deflect in the direction
VOR on his No. 2 bearing pointer, of the required control response; i.e., bar deflection to the
each independent of the other. right indicates a coordinated right turn is required. When
properly followed, the command results in not more than
CIS mode Selects one of three modes of op- one overshoot in acquiring the selected heading and a
selector eration to direct navigational sig- tracking error of not more than 2°. The processor gain pro-
nals to the CISP for Command Sig- vides 1° of roll command for each degree of heading error
nal display.
3-70 Change 5
TM 1-1520-237-10
up to a roll command limit of approximately 20°. The CISP selected on the HSI. Engagement of the VOR NAV when
heading mode is engaged by momentarily pressing the the helicopter position is in excess of 10° to 20° from the
HDG switch on the pilot’s CIS mode selector, or as deselected radial will cause the initial course intersection to
scribed in paragraph 3.25.4.5. be made in the heading mode as described in paragraph
3.25.4.3. The CISP logic will light the CIS mode selector
3.25.4.4 Altitude Hold Mode. The altitude hold mode HDG switch ON legend during the initial course intersec-
processes barometric pressure signals from the air data tion. When the helicopter is within 10° to 20° of the se-
transducer in addition to the collective stick position signal. lected course, the CISP beam sensor will capture the VOR
When the ALT switch on the pilot’s CIS mode selector is lateral beam. The processor logic will turn off the HDG
pressed, the CISP provides collective command signals, switch ON legend and the final course interception, about
which, when properly followed, cause the helicopter to 45°, acquisition, and tracking will be based on the VOR
maintain altitude to within plus or minus 50 feet. The alti- lateral deviation signals. The processor causes the roll com-
tude hold mode synchronizes on the engagement altitude mand pointer to deflect in the direction of the required con-
for vertical rates up to 200 feet per minute and provides trol response. When properly followed, the command will
performance for altitude inputs between -1000 and +10,000 result in not more than one overshoot at a range of 10 NM
feet at airspeeds from 70 to 150 KIAS. It is possible to at a cruise speed of 100 6 10 knots, and not more than two
engage the altitude hold mode, regardless of whether the overshoots at ranges between 5 and 40 NM at speeds from
heading mode or navigation mode is engaged, except that 70 to 140 knots. When passing over the VOR station, the
the CISP logic prevents manual selection of the altitude CISP reverts to a station passage submode and remains in
hold mode whenever the NAV mode is engaged and an ILS this submode for 30 seconds. Cyclic roll commands during
frequency is selected. This prevents the operator from se- the station passage submode will be obtained from the HSI
lecting altitude hold mode during an instrument approach. course datum signal. Outbound course changes may be
The altitude hold mode is manually engaged by pressing implemented by the HSI CRS SET knob during the station
the ALT hold switch (subject to above restriction) or auto- passage submode. Course changes to a new radial, or iden-
matically engaged as described in paragraph 3.25.4.7. The tification of VOR intersections may be made before station
altitude hold mode may be manually disengaged by press- passage by setting the HSI HDG control to the present
ing the ALT hold switch when the ON legend is lit. Alti- heading and actuating the HDG switch. This will disengage
tude hold may be disengaged also by selecting any other the NAV mode and allow the pilot to continue on the origi-
mode which takes priority (e.g., Go Around). nal radial in the heading mode. A VOR intersection fix or
selection of a new radial course may be made without af-
NOTE fecting the CIS steering commands. Actuating the NAV
switch re-engages the VOR NAV mode to either continue
ALT hold mode should be manually dis- on the original VOR radial or to initiate an intercept to the
abled during localizer, localizer backcourse, new selected radial.
VOR, and ADF approaches.
3.25.4.7 ILS NAV Mode. The instrument landing sys-
3.25.4.5 Navigation Mode. The CISP navigation mode tem NAV mode is established by selecting the VOR/ILS
is engaged by pressing the NAV switch on the CIS Mode switch on the VSI/HSI mode selector, tuning a localizer
Selector. This navigation mode causes the CISP to enter the frequency on the navigation receiver and selecting the NAV
VOR NAV, ILS NAV, DPLR NAV, or FM HOME mode switch on the pilot’s CIS MODE SEL panel. During the
as selected on the pilot’s VSI/HSI mode selector. The CISP ILS NAV mode the CISP processes the following signals
provides steering commands based on the course selected in addition to those processed during the VOR NAV mode:
on either the pilot’s or copilot’s HSI dependent on the mode 1. The vertical deviation and vertical flag signals, 2. the
select CRS HDG selection of PLT or CPLT. indicated airspeed (IAS) and barometric altitude signals,
and 3. the collective stick position sensor and helicopter
3.25.4.6 VOR NAV Mode. The VOR NAV mode is es- pitch attitude signals. The indicated airspeed and pitch at-
tablished by selecting the VOR/ILS switch on the VSI/HSI titude signals are processed to provide a limited cyclic pitch
mode selector and pressing the NAV switch on the CIS command, which, when properly followed, will result in
mode selector. The CISP processes the heading and course maintaining an airspeed that should not deviate more than 5
signals derived from either the pilot’s or the copilot’s HSI knots from the IAS existing at the time the ILS NAV mode
in addition to the lateral deviation and lateral flag signals is engaged. The pitch command bar will deflect in the di-
applied to the pilot’s VSI. The CISP provides a limited rection of the required aircraft response, i.e., an upward
cyclic roll command, which, when followed, shall cause the deflection of the pitch bar indicates a pitch up is required.
helicopter to acquire and track the course setting manually The BAR ALT and collective stick position signals are pro-
Change 5 3-71
TM 1-1520-237-10
cessed to provide a limited collective position indication, 3.25.4.10 Level-Off Mode. The level-off mode will be
which, when properly followed, will cause the helicopter to activated when either the VOR NAV or ILS NAV modes
maintain the altitude existing at the time the ILS NAV are engaged, and will be deactivated by selection of another
mode is engaged. The collective position indicator will de- mode or when a radar altitude valid signal is not present.
flect in the opposite direction of the required control re- The level-off mode is not a function of a VOR or ILS CIS
sponse, i.e., an upward deflection of the collective position approach. During ILS or VOR approaches, the barometric
indicator indicates a descent is required. The CISP will altimeter must be used to determine arrival at the minimum
cause the ALT hold switch ON legend to light whenever altitude. Radar altimeter setting shall not be used for level
the altitude hold mode is engaged. Actuating the ALT hold off commands in the VOR NAV/ILS NAV modes because
ON switch will disengage the altitude hold mode. Desired variations in terrain cause erroneous altitude indications.
approach runway course must be set on the CRS window The level-off mode provides the pilots with a selectable low
of the HSI selected by the PLT/CPLT indication of the altitude command. This mode is automatically engaged
CRS HDG switch. The initial course intersection and the when the radar altitude goes below either the pilot’s or
localizer course interception, about 45°, acquisition, and copilot’s radar altimeter low altitude warning bug setting,
tracking will be done as described for the VOR NAV mode whichever is at the higher setting. A DH legend on the VSI
except that not more than one overshoot at a range of 10 and a LO light display on the radar altimeter indicator goes
NM at 100 6 10 KIAS, and not more than two overshoots on whenever the radar altitude is less than the LO bug
at ranges between 5 and 20 NM should occur for airspeeds setting. The CISP monitors the radar altimeter and the col-
between 70 and 130 KIAS. lective stick position sensor to provide a collective pointer
command, which, when properly followed, will cause the
3.25.4.8 Approach Mode. The approach mode, a sub- helicopter to maintain an altitude within 10 feet of the low
mode of the ILS NAV mode, will be automatically en- altitude setting for settings below 250 feet, and 20 feet for
gaged when the helicopter captures the glide slope. During settings above 250 feet. The CISP causes the ALT switch
the approach mode, the CISP processes the vertical devia- ON legend to light and the altitude hold mode to be en-
tion, GS flag, and collective stick position signals to pro- gaged.
vide a limited collective position indicator, which, when
properly followed, shall cause the helicopter to acquire and 3.25.4.11 Go-Around Mode. The go-around mode pro-
track the glide slope path during an approach to landing. cesses roll and pitch attitude, altitude rate, collective stick
When the glide slope is intercepted, the CISP logic disen- position, and airspeed inputs in addition to internally gen-
gages the altitude hold mode and causes the ON legend of erated airspeed and vertical speed command signals to pro-
the ALT hold switch to go off. The CISP will provide a vide cyclic roll, cyclic pitch and collective position indica-
down movement of the collective position indicator to ad- tion. The go-around mode will engage when either pilot
vise the pilot of the transition from altitude hold to glide presses the GA (Go Around) switch on his cyclic control
slope tracking, and to assist in acquiring the glide slope grip. When the go-around mode is engaged, the CISP im-
path. The cyclic roll commands are limited to 6 15° during mediately provides a collective position indication, which,
the approach submode. When properly followed, the roll when followed, will result in a 500 6 50 fpm rate-of-climb
commands will result in the helicopter tracking the local- at zero bank angle. Five seconds after the GA switch is
izer to an approach. The collective position indicator, when pressed, the CISP will provide cyclic pitch bar commands,
properly followed, will result in not more than one over- which, when followed, will result in an 80-KIAS for the
shoot in acquiring the glidepath and have a glidepath track- climbout. The go-around mode is disengaged by changing
ing free of oscillations. The cyclic roll and collective steer- to any other mode on the pilot’s CIS mode selector.
ing performance is applicable for approach airspeed from
130 KIAS down to 50 KIAS. 3.25.4.12 Doppler, Doppler/GPS Mode. The Dop-
pler, Doppler/GPS navigation mode is engaged by selecting
3.25.4.9 BACK CRS Mode. The back course mode is a the DPLR, DPLR/GPS switch on the VSI/HSI mode se-
submode of the ILS NAV mode and is engaged by concur- lector and the NAV switch on the CIS mode selector. Dop-
rent ILS ON and BACK CRS ON signal from the pilot’s pler and GPS combined navigation is the default setting on
HSI/VSI mode selector. The CISP monitors the localizer the AN/ASN-128B, but Doppler only or GPS only naviga-
lateral deviation signals to provide cyclic roll commands, tion can be selected from the DLPR/GPS CDU GPS .
which, when properly followed, will allow the pilots to During the Doppler, Doppler/GPS navigation mode, the
complete back course localizer approach in the same man- CISP processes Doppler, Doppler/GPS track angle error
ner as the front course ILS. The desired final approach and the Doppler, Doppler/GPS NAV flag signals in addi-
course should be set on the selected HSI CRS window. tion to the roll angle input from the attitude gyro. The CISP
3-72 Change 5
TM 1-1520-237-10
provides cyclic roll bar commands, which, when followed, greater than 0.2 kilometer from the destination. The course
result in a straight line, wind-corrected, flight over distances
Change 5 3-72.1/(3-72.2 Blank)

TM 1-1520-237-10
deviation bar and course deviation pointer provide a visual each pilot’s VSI to his own turn rate gyro. The selection of
display of where the initial course lies in relationship to the NORM or ALTR operation is indicated by lighting the
helicopter’s position. The initial course is the course the respective legend on the TURN RATE selector switch.
Doppler, Doppler/GPS computes from the helicopter’s po- The lamp power to the indicator legends is controlled
sition to the destination at the time the fly to destination through a relay so that the NORM legend is lit in case the
thumbwheel is rotated (or entered from the keyboard). The mode selector logic or lamp drivers fail. Sequential opera-
VSI and HSI course sensitivity is 61000 meters when far- tion of the TURN RATE switch alternates the rate gyro
ther than 12 km from the fly-to destination. Course sensi- connected to the VSI.
tivity gradually scales down from 61000 meters at 12 km
to 6200 meters at 2 km and less from the fly-to destination. 3.25.4.15 CRS HDG Select. The CRS HDG switch on
To achieve a pictorially correct view of the course, rotate the mode selector provides for either the pilot’s or the co-
the course knob to the head of the No. 1 needle when the pilot’s course selector (CRS) to be connected to the navi-
fly to destination thumbwheel is rotated (or entered from gation receiver, and for concurrent connection of the same
the keyboard). The DPLR, DPLR/GPS NAV logic detects pilot’s HSI course and heading information to the com-
the condition of station passover, and automatically mand instrument system processor. The CRS resolver is
switches to heading mode. The switch to heading mode will normally connected to the pilot’s HSI until selected by the
be indicated by the HDG switch ON legend being turned copilot on his mode selector. CRS HDG control is trans-
on, and the NAV switch ON legend being turned off. The ferred by pressing the CRS HDG switch. The pilot having
Doppler, Doppler/GPS navigation mode will not automati- the CRS HDG control is indicated by lighting of either the
cally re-engage, but will require manual re-engagement of PLT or the CPLT legend on each mode selector. When
the NAV switch on the CIS mode selector. power is first applied to the mode selector, the pilot’s po-
sition is automatically selected. The CRS HDG selection is
3.25.4.13 FM HOME Mode. The FM homing (Figure independent of the navigation modes selected by the top
3-32) is engaged by selecting the FM HOME switch on the row of switches.
pilot’s VSI/HSI mode selector and the NAV switch on the
pilot’s CIS mode selector. Selecting FM homing on the 3.25.4.16 VERT GYRO Select. The vertical gyro se-
VSI/HSI mode selector directs FM homing signals only to lection provides each pilot the option of having his VSI
the VSI. Other NAV modes will be retained on the HSI if display his own vertical gyro attitude (NORM operation),
previously selected. During the FM HOME mode, the or of having the other pilot’s vertical gyro attitude dis-
CISP processes the lateral deviation and flag signals displayed (ALTR operation). The vertical gyro selection is
played on the pilot’s VSI in addition to the roll angle input independent of the navigation modes selected by the top
from the attitude gyro. The CISP filters and dampens the row of switches and is independent of which vertical gyro
FM homing deviation signals and provides cyclic roll com- the other pilot has selected. Each pilot’s VSI is normally
mands to aid the pilot in homing on a radio station selected connected to his own vertical gyro. The selection of
on the No. 1 VHF-FM communications receiver. When NORM or ALTR operation is indicated by lighting the
properly followed, the roll commands result in not more respective legend on the VERT GYRO selector switch.
than two overshoot heading changes before maintaining a The lamp power to the indicator legends is controlled
tracking error not to go over 3°. The CISP will revert to the through a relay so that the NORM legend is lit in case the
heading mode whenever the lateral deviation rate is over mode selector logic or lamp drivers fail. Sequential opera-
1.5°/ sec for a period of over 1 second. The CISP will cause tion of the VERT GYRO switch alternates the vertical
the CIS mode selector HDG switch ON legend to light, and gyro connected to the VSI.
remain in the heading mode until the FM mode or some
other mode is manually selected. Concurrent VOR and FM 3.25.4.17 No. 2 Bearing Select. The HSI number 2
or concurrent DPLR and FM mode inputs will be consid- bearing pointer selection allows the option of either the
ered an FM mode input to the CISP. LF/ADF bearing or the VOR bearing to a selected station.
The ADF/VOR selection is independent of the navigation
3.25.4.14 TURN RATE Select. The turn rate gyro se- modes selected by the top row of switches, and either pilot
lection provides each pilot the option of having his VSI selects ADF or VOR, independent of the other pilot’s se-
display his own turn rate gyro signal (NORM operation) or lection. The number 2 bearing pointer is normally con-
of having the other pilot’s turn rate gyro signal displayed nected to the LF/ADF bearing output. The selection of ei-
(ALTR operation). The turn rate gyro selection is indepen- ther ADF or VOR bearing is indicated by lighting of the
dent of the navigation modes selected by the top row of respective legend on the selector switch. The lamp power to
switches and is independent of which turn rate gyro the the indicator legends is controlled through a relay, so that
other pilot has selected. The NORM selection connects the ADF legend is lit in case the mode selector logic or
Change 10 3-73
TM 1-1520-237-10
lamp drivers fail. Sequential operation of the ADF/VOR (3) CIS MODE SEL switch - NAV.
switch alternates the bearing source connected to the No. 2
bearing pointer between ADF or VOR. (4) At two dots localizer deviation on HSI, fol-
low roll command bar to intercept local-
3.25.5 Operation. izer.
a. Heading Hold. (5) As glide slope deviation pointer centers,

follow collective position indications for
(1) CIS MODE SEL switch - HDG. glide slope tracking.
(2) HDG set knob on HSI - Set as desired. (6) At decision height, press GA switch for
go-around mode if breakout has not oc-
(3) Selected heading is achieved by banking curred.
helicopter, to center roll command bar.
d. Back Course Localizer Approach.
b. VOR Course Intercept.
(1) Frequency - Set.
(1) Frequency - Set.
(2) LO altitude bug - SET to missed approach
(2) HSI CRS set knob - Set to desired course. point HAT.
(3) CIS MODE SEL switch - NAV. (3) HSI CRS set knob - Set to inbound back
course.
(4) Follow roll command bar to initially fol-
(4) CIS MODE SEL switch - NAV.
low intercept heading and then follow com-
mand bar to intercept VOR course.
(5) MODE SEL switch - BACK CRS.
c. ILS Approach. (6) Fly same as front course (paragraph
3.25.5c(4)). Turn off MODE SEL ALT
(1) Frequency - Set. legend to stow collective position indicator
before making manual descent on back
(2) HSI CRS set knob - Set to desired course. course approach.
3-74 Change 10
TM 1-1520-237-10
Section IV TRANSPONDER AND RADAR
3.26 TRANSPONDER AN/APX-100(V)1 (IFF). switch is in the TOP position and the stronger signal was
received from the bottom antenna, no rf reply will be trans-
The transponder set (Figure 3-33) provides automatic mitted. If the ANT switch is in the BOT position and the
radar identification of the helicopter to all suitably equipped stronger signal was received from the top antenna, no rf
challenging aircraft and surface or ground facilities within reply will be transmitted. Therefore the ANT switch must
the operating range of the system. AN/APX-100(V) re- be in the DIV position to ensure the IFF will reply to all
ceives, decodes, and responds to the characteristic interro- valid interrogations.
gations of operational modes 1, 2, 3/A, C, and 4. Specially
coded identification of position (IP) and emergency signals 3.26.2 Controls and Functions. All operating and
may be transmitted to interrogating stations when condi- mode code select switches for transceiver operation are on
tions warrant. The transceiver can be operated in any one of Control Panel RT-1296/APX-100(V) (Figure 3-33).
four master modes, each of which may be selected by the
operator at the control panel. Five independent coding
modes are available to the operator. The first three modes CONTROL/ FUNCTION
may be used independently or in combination. Mode 1 pro- INDICATOR
vides 32 possible code combinations, any one of which TEST GO Indicates successful BIT.
may be selected in flight. Mode 2 provides 4096 possible
code combinations, but only one is available and is nor- TEST/MON NO Indicates unit malfunction.
mally preset before takeoff. Mode 3/A provides 4096 pos- GO
sible codes, any one of which may be selected in flight.
ANT-DIV switch Allows the pilot to select the TOP
Mode C will indicate pressure altitude of the helicopter
(upper antenna), BOT (bottom an-
when interrogated. Mode C is only available if both mode
tenna), or DIV (diversity, both an-
3/A and mode C switches are placed to the ON position.
tennas) of the aircraft.
Mode 4 is the secure mode of cooperative combat identifi-
cation, IFF operational codes are installed, the current pe-
NOTE
riod’s code and either the previous or the next period’s
code. Power to operate the IFF system is provided from the The ANT-DIV switch shall be
No. 1 dc primary bus through a circuit breaker marked IFF. placed in the DIV position at all
Refer to TM 11-5895-1199-12 and 11-5895-1037-12. times.
3.26.1 Antenna. MASTER/OFF/ Selects operating condition.

STBY/NORM/ NOTE
EMER
CAUTION Emergency reply provisions. This
mode of operation is possible when
the MASTER switch on the IFF
The transponder will ignore (and not re- control panel is placed in the
spond to) interrogations received from the EMER position and the system is
ground if the ANT switch is in the TOP interrogated. Emergency operation
position and will ignore interrogations re- results in four short dashes on the
ceived from above if the ANT switch is in interrogating radar indicator, which
the BOT position. indicates an aircraft in distress, and
singles out the aircraft in emer-
Flush-mounted antennas are installed on the top fairing gency condition within the group of
between engine exhaust ports, (Figure 3-1) and under the aircraft. (The MASTER switch
transition section behind the UHF-AM antenna. They re- must be in NORM, then lifted and
ceive signals of interrogating stations and transmit reply turned to EMER, therefore pre-
signals. The AN/APX-100(V) is a diversity transponder, venting the switch from acciden-
functioning to receive the rf interrogation from two anten- tally being in EMER.) The emer-
nas and transmit the reply via the antenna from which the gency reply consists of a code 7700
stronger interrogation signal was received. If the ANT in mode 3/A.
Change 10 3-75
TM 1-1520-237-10
MODE 3A
FUNCTION
SWITCH
MODE 2 TEST / MON
FUNCTION NOGO ANTENNA
SWITCH INDICATOR SELECTOR
SWITCH
MODE 4
TEST GO TEST−ON−OUT MASTER
INDICATOR SWITCH RAD CONTROL
TEST−OUT SWITCH
SWITCH
TEST TEST / MON TOP MASTER

DI
M
DI
M N A
STATUS
D OFF
O N BY INDICATOR
P R ES
P R ES
G I
T
G
MODE 1
N ORM S T
T
ES
ES
O V
S
TO T
S
TO T
O
BOT
ALTITUDE
FUNCTION TEST DIGITIZER
RAD
SWITCH M−1 M−2 M−3/A M−C
R
TEST E
EM
O O STATUS
N N STATUS INDICATOR
OUT
ALT KIT ANT
EXTERNAL
CODE COMPUTER
MODE 4 MODE 4
CODE A HO TEST AUDIO REPLY IDENT
STATUS
HOLD−A−B−ZERO INDICATOR
LD
RO B
L M
I DI
SWITCH O ANTENNAS
P R ES
G
T
N O
ES
I H U
ZE
T S
F TO T T
F MIC
OUT OUT
MODE C
MODE 1 MODE 3 / A FUNCTION
SWITCH
0 0 1 2 0 0
IDENTIFI−
CATION
POSITION
(IP)
MODE 2 MODE 4
CODE REPLY
SELECTOR INDICATOR
BUTTON
MODE 2 MODE 3A
CODE CODE
MODE 3A SELECTOR SELECTOR
CODE BUTTON BUTTON
MODE 1 SELECTOR
CODE BUTTON
SELECTOR
BUTTON MODE 4
AUDIO−LIGHT−OUT
SWITCH
AA0363A
SA
Figure 3-33. Control Panel RT-1296/APX-100(V)
3-76 Change 1
TM 1-1520-237-10

INDICATOR INDICATOR
M-1, M-2, The four, three position switches on MODE 4 CODE When the IFF mode 4 computer is
M-3/A, M-C the IFF control panel will enable or selector installed, mode 4 interrogations by-
switches disable the system for modes 1, 2, pass the decoder in the RT and go
3/A, or C operation. Mode 1, mode directly to the crypto computer. In
2, mode 3/A, or mode C replies are the crypto computer the mode 4 in-
possible only when their respective terrogation signal is decoded and
switches are placed in the ON po- applied to the mode 4 recognition
sitions. Mode C is available only if circuit. When a mode 4 complete
both mode 3/A and mode C are concurrence exists, the mode 4 rec-
placed in the ON position. Mode 1 ognition circuit generates a signal
switches permit selection of a de- to the mode 4 computer which in
sired code from 00 through 73. turn generates a mode 4 reply. The
Mode 2 and mode 3/A switches REPLY light on the IFF control
permit selection of a desired code unit comes on to indicate a mode 4
from 0000 through 7777. The OUT reply is being transmitted.
position if each switch prevents a
reply to the respective mode inter- ZERO Zeroize code setting in computer.
rogations. The TEST position of A Selects mode 4 code setting for pre-
each switch tests the respective vious, present, or next period, de-
mode operation. pending on which crypto period ap-
RAD TEST/ The RAD switch is used to allow plies.
OUT the RT to reply to external test in- B Selects mode 4 code setting for pre-
terrogation when held in the RAD vious, present, or next period, de-
position. pending on which crypto period ap-
RAD TEST Allows receiver transmitter to reply plies.
to external test interrogations. HOLD Retains mode 4 code setting when
OUT Disables the RAD TEST features power is removed from transpon-
of the transponder. der.
STATUS ALT Indicates that BIT or MON failure MODE 4 TEST/

is due to altitude digitizer. ON/OUT
STATUS KIT Indicates that BIT or MON failure ON Allows system to reply to mode 4
is due to external computer. interrogations.
OUT Prevents reply to mode 4 interroga-
STATUS ANT Indicates that BIT or MON failure
tions.
is due to cables or antenna.
TEST Provides self test for mode 4.
MODE 4
AUDIO/LIGHT/
OUT
AUDIO Enables aural and REPLY light
monitoring of valid mode 4 interro-
gations and replies. (Preferred posi-
tion)
LIGHT Enables only REPLY light moni-
toring of valid mode 4 interroga-
tions and replies.
Change 1 3-77
TM 1-1520-237-10
CONTROL/ FUNCTION If the MODE 2 code has not been set previously, loosen
INDICATOR two screws which hold MODE 2 numeral cover, and slide
this cover upward to expose numerals of MODE 2 code
switches (Figure 3-33). Set these switches to code assigned
WARNING to helicopter. Slide numeral cover down and tighten screws.
1. MASTER switch - STBY. NO-GO light

should be on.
Placing the switch in the OUT
position will disable mode 4 RE-
2. Allow 2 minutes for warmup.
PLY monitoring and IFF caution
light.
3. MODES 1 and 3A CODE selector buttons -
OUT Disables aural, REPLY light, and Press and release until desired code shows.
caution light monitoring of valid
mode 4 interrogations and replies. 4. TEST, TEST/MON, and REPLY indicators
-PRESS-TO-TEST. If MODE 1 is to be used,
check as follows:
MODE 4 RE- Indicates that a mode 4 reply is
PLY transmitted. 5. ANT switch - DIV.
IDENT/ The IDENT/OUT/MIC switch is 6. MASTER switch - NORM.

OUT/MIC spring loaded to the OUT position.
If IDENT operation is desired, the 7. M-1 switch - Hold at TEST, observe that only
switch must be moved to the TEST GO indicator is on.
IDENT position momentarily. The
IDENT pulse trains will be trans- 8. M-1 switch - Return to ON. If modes 2, 3A or
mitted for approximately 30 sec- M-C are to be used, check as follows:
onds. The MIC position is not con-
nected in this installation. 9. M-2, M-3/A and M-C switches - Repeat steps
MODE 1 selector Selects mode 1 reply code to be 7. and 8.
buttons transmitted.
NOTE
MODE 2 selector Selects four digit mode 2 reply code
buttons to be transmitted. (Located on the Do not make any checks near a radar site or
control panel or on the remote RT.) with MASTER control switch in EMER,
nor with M-3/A codes 7500, 7600 or 7700,
MODE 3/A se- Selects four digit mode 3/A reply without first obtaining authorization from the
lector buttons code to be transmitted. interrogating station(s) within range of the
transponder.
3.26.3 Operation.
The following steps can be done only with
3.26.3.1 Starting Procedure. KIT/1A computer transponder installed.
10. MODE 4 CODE switch - A.

CAUTION
a. Set assigned test code in the KIT/1A com-
puter transponder.
When flying in a combat situation near
friendly radar sites or in the vicinity of b. AUDIO-ON-OUT switch - OUT.
friendly fighter aircraft, the MODE 4
monitor switch must be in either the AU- c. MODE 4 TEST-ON-OUT switch - Place
DIO or LIGHT position. This will enable to TEST and hold, then release.
the pilot to observe that the IFF is peri-
odically responding to expected MODE 4 d. TEST GO light - ON, MODE 4 REPLY
interrogations. light off, KIT STATUS light off.
3-78 Change 8
TM 1-1520-237-10
11. When possible, request cooperation from inter- 3.27 TRANSPONDER COMPUTER KIT-1A/TSEC.
rogating station to activate radar TEST mode.
The transponder computer in the nose section of the he-
a. Verify from interrogating station that licopter operates in conjunction with mode 4. A caution
MODE TEST reply was received. light on the caution panel, marked IFF, will go on when a
malfunction occurs in mode 4 or the computer that will
b. RAD TEST switch - RAD TEST and prevent a reply when interrogated. Mode 4 operation is
hold. selected by placing the MODE 4 switch ON, provided the
MASTER switch is at NORM. Placing the MODE 4
c. Verify from interrogating station that switch to OUT disables mode 4. MODE 4 CODE switch
TEST MODE reply was received. is placarded ZERO, B, A, and HOLD. The switch must be
lifted over a detent to switch to ZERO. It is spring-loaded
3.26.3.2 Normal Procedures. Completion of the start- to return from HOLD to the A position. Position A selects
ing procedure leaves the AN/APX-100(V) in operation. The the mode 4 code for the previous, present, or next period
following steps may be required, depending upon mission. depending on which crypto period applies and position B
selects the mode 4 code for previous, present, or next pe-
1. MODE 4 CODE selector switch - A or B as riod depending on which crypto period applies. Both codes
required. are mechanically inserted by a code-changing key. The
codes are mechanically held in the transponder computer,
a. If code retention is desired, momentarily regardless of the position of the MASTER switch or the
place the MODE 4 CODE selector switch status of helicopter power, until the first time the helicopter
to HOLD prior to turning the MASTER becomes airborne. Thereafter, the mode 4 codes will auto-
switch OFF. matically zeroize any time the MASTER switch or heli-
copter power is turned off. The code setting can be me-
chanically retained. With weight on the landing gear, turn
b. If code retention in external computer is
the MODE 4 CODE switch to HOLD (only momentary
not desired during transponder off mode,
actuation is required) and release. Mode 4 codes can be
place MODE 4 CODE selector switch to
zeroized any time the helicopter power is on and the MAS-
ZERO to dump external computer code
TER switch is not in OFF, by turning the CODE switch to
setting.
ZERO. Power to operate the transponder computer is pro-
vided automatically when the AN/APX-100(V) is on. The
2. Mode M-1, M-2, M-3/A, M-C, or MODE 4
transponder computer KIT-1A/TSEC operation is classi-
switches - Select desired mode.
fied.
3. Identification of position (I/P) switch - IDENT,
3.28 CRYPTOGRAPHIC COMPUTER KIT-1C.
when required, to transmit identification of po-
sition pulses. The cryptographic computer uses electronic key loading.
Key loading is accomplished by use of the KYK-13 Elec-
3.26.3.3 Emergency Operation. tronic Transfer Device per TM 11-5810-389-13&P. The
Cryptographic Computer Kit-1C operation is classified.
NOTE
3.29 RADAR ALTIMETER SET AN/APN-209(V).
MASTER control switch must be lifted be-
fore it can be switched to NORM or EMER. The radar altimeter set (Figure 3-34) provides instanta-
neous indication of actual terrain clearance height. Altitude,
During a helicopter emergency or distress condition the in feet, is displayed on two radar altimeter indicators on the
AN/APX-100(V) may be used to transmit specially coded instrument panel in front of the pilot and copilot. The radar
emergency signals on mode 1, 2, 3/A and 4 to all interro- altimeter indicators each contain a pointer that indicates
gating stations. Those emergency signals will be transmit- altitude on a linear scale from 0 to 200 feet (10 feet per
ted as long as the MASTER control switch on the control unit) and a second-linear scale from 200 to 1500 feet (100
panel remains in EMER and the helicopter is interrogated. feet per unit). An on/OFF/LO altitude bug set knob, on the
MASTER control switch - EMER. lower left corner of each indicator, combines functions to
serve as a low level warning bug set control, and an on/
3.26.4 Stopping Procedure. MASTER switch - OFF. OFF power switch. The system is turned on by turning the
Change 8 3-78.1
TM 1-1520-237-10
LO control knob, marked SET, of either indicator, clock-

LO
wise from OFF. Continued clockwise turning of the control SET
BUG
knob will permit either pilot to select any desired low- H HI
altitude limit, as indicated by the LO altitude bug. When- SET
BUG
2
L
ever the altitude pointer exceeds low-altitude set limit, the HI
5
LO altitude warning light will go on. Pressing the PUSH- WARNING FT X 100 10
LIGHT
TO-TEST HI SET control provides a testing feature of the
LO
system at any time and altitude. When the PUSH-TO- ALTITUDE
POINTER
1 ABS ALT
15
TEST control knob is pressed, a reading between 900 feet

DIAL
and 1100 feet on the indicator, and a reading between 900 LO HI MASK
and 1100 feet on the digital display, and the OFF flag 0 FEET
LO SET SET
removed from view, indicates satisfactory system opera- WARNING
tion. Releasing the PUSH-TO-TEST SET control knob LIGHT
OFF
PUSH
TO TEST
restores the system to normal operation. A low-altitude
DIGITAL SYSTEM
warning light, on the center left of the indicator, will light READOUT OFF FLAG
AA0528
SA
to show the word LO any time the helicopter is at or below
the altitude limit selected by the low altitude bug. Each Figure 3-34. Radar Altimeter Set AN/APN-209(V)
pilot may individually select a low-altitude limit and only
his LO light will go on when the low-altitude is reached or
exceeded. Loss of system power will be indicated by the CONTROL/ FUNCTION OR INDICATION
indicator pointer moving behind the dial mask and the OFF INDICATOR
flag appearing in the center of the instrument. If the system
HI SET knob Pushing knob actuates built-in test
should become unreliable, the flag will appear and the in-
system to self-test altimeter.
dicator pointer will go behind the dial mask, to prevent the
pilot from obtaining erroneous readings. Flight operations Altitude pointer Provides an analog indication of
above 1600 feet do not require that the system be turned absolute altitude from zero to 1500
off. The pointer will go behind the dial mask but the trans- feet.
mitter will be operating. Power to operate the AN/APN-209
is supplied from the No. 1 dc primary through circuit Digital readout Gives a direct-reading four digit
breakers, marked RDR ALTM. indication of absolute altitude from
zero to 1500 feet.
3.29.1 Antennas. Two identical radar altimeter anten- LO warning light Lights whenever dial pointer goes
nas (Figure 3-1) are on the cockpit section under the avi- below L altitude bug setting.
onics compartment. One is for the transmitter and the other
is for the receiver. The antennas are flush-mounted in the HI warning light Lights whenever dial pointer goes
fuselage on the bottom of the helicopter. above H altitude bug setting.
OFF flag Moves into view whenever
3.29.2 Controls or Indicator Function. Control of the altimeter loses track while power is
radar altimeter set is provided by the LOW SET OFF knob applied.
on the front of the height indicator. The knob, marked HI
SET, also controls the PUSH TO TEST (Figure 3-34).
3.29.3 Operation.
CONTROL/ FUNCTION OR INDICATION a. Starting Procedure.

INDICATOR
LO SET knob Power control turned (1) LO SET knob - On.
counterclockwise to OFF,
clockwise to on. (2) L bug - Set to 80 feet.
L bug Sets altitude trip point of LO
warning light. (3) H bug - Set to 800 feet.
H bug Sets altitude trip point of HI (4) Indicator pointer - Behind mask above
warning light. 1500 feet.
3-78.2 Change 8
TM 1-1520-237-10
b. Track Operation. After about 2 minutes of war- 3.29.4 Stopping Procedure.

mup, the altimeter will go into track mode with
these indications: LO SET knob - OFF.
(1) OFF flag - Not in view. 3.30 MISSION EQUIPMENT INTERFACE. EH
(2) Altitude pointer - 0 6 5 feet.

CAUTION
(3) Digital readout - 0 to +3 feet.
(4) LO warning light - Will light. The ECM antenna can be extended with
the helicopter on the ground if the radar
(5) HI warning light - Will be off. altimeter is turned off or removed from
the installation, or the L (LO set) indica-
c. HI SET knob - Press and hold. The altimeter tor is set below the radar altimeter indi-
will indicate a track condition as follows: cation.
(1) OFF flag - Not in view. Two signals are provided by the radar altimeter to the
AN/ALQ-151(V)2 mission equipment. RADAR ALTIM-
(2) Altitude pointer - 1000 6 100 feet. ETER ON indicates the altimeter is installed and has power
applied. If this signal is not present, and the ECM antenna
(3) Digital readout - 1000 6 100 feet. is not fully retracted, a signal is generated to light the AN-
TENNA EXTENDED capsule on the CAUTION/
(4) LO warning light - Will be off. ADVISORY panel. The other signal, RADAR ALTI-
TUDE LOW, is sent to the mission equipment when the
(5) HI warning light - Will light. aircraft altitude drops below the LO bug setting of the radar
altimeter. The signal initiates automatic retraction of the
(6) HI SET knob - Release. The altimeter will ECM antenna, lights the ANTENNA EXTENDED capsule
return to indications in step b. Track Op- until the antenna is fully retracted, and disables the ECM
eration. ANTENNA switch.
Change 8 3-79/(3-80 Blank)

TM 1-1520-237-10
CHAPTER 4
MISSION EQUIPMENT
Section I MISSION AVIONICS
4.1 TROOP COMMANDER’S ANTENNA. operate the CREW CALL system is provided from the No.
1 dc primary bus through a circuit breaker marked
The troop commander’s antenna (Figure 3-1), on the up- LIGHTS ADVSY.
per trailing edge of the tail rotor pylon, provides for use of
a VHF/FM mobile/man pack radio, such as the AN/PRC-25 4.3 CHAFF AND FLARE DISPENSER M130.
or AN/PRC-77, from the cabin area. The antenna gives the
troop commander the capability of liaison, command, and 4.3.1 Chaff Dispenser M130. The general purpose dis-
control of ground elements. A coaxial cable, coiled in the penser M130 (Figure 4-1) consists of a single system (dis-
cabin ceiling near the left cabin door, is for connecting the penser assembly, payload module assembly, electronics
antenna to the radio set. module and dispenser control panels) and a CHAFF DIS-
PENSE control button (on the lower console) designed to
4.2 CREW CALL SWITCH/INDICATOR. EH dispense decoy chaff, M-1 (refer to TM 9-1095-206-13&P).
The system provides effective survival countermeasures
The CREW CALL switch/indicators are on the instru- against radar guided weapon systems threats. The dispenser
ment panel (Figure 4-1) and in the cabin at the DF and system, M130, has the capability of dispensing 30 chaff.
ECM consoles. The switches are used to provide signals Power to operate the chaff dispenser system is provided
between crew members to indicate communication is de- from the No. 1 dc primary bus through a circuit breaker,
sired, and establishing ICS circuits between cockpit and marked CHAFF DISP.
cabin. When the pilot/copilot’s CREW CALL switch is
pressed in, it lights steady. This allows only one-way com- 4.3.2 Flare Dispenser M130. EH The general purpose
munication, from pilot/ copilot to mission equipment opera- dispenser (Figure 4-1) consists of a single system dispenser
tor(s). All stations desiring to communicate must then place assembly, payload module assembly, electronics module,
their respective intercom switches to ICS. To establish two- and dispense control button (on the instrument panel), de-
or three-way communications, the flashing switches must signed to dispense decoy flares M206. The system provides
be pressed in. The pilot’s ICS audio overrides all other effective survival countermeasure against infrared sensing
mission equipment operator’s audio. To establish commu- missile threats. The dispenser system has the capability of
nication from mission equipment operator(s) to pilot/ dispensing 30 flares. Power to operate the flare dispenser
copilot, the DF and/or ECM operator must press in their system is provided from the No. 1 dc primary bus through
respective CREW CALL switch. The DF and/or ECM op- a circuit breaker marked CHAFF DISP.
erator(s) CREW CALL switch(es) will light steady. The
pilot/copilot’s CREW CALL light flashes. When the pilot/ 4.3.3 Controls and Function. The dispenser control
copilot’s CREW CALL switch is pressed in, the switch panel (Figure 4-1) contains all necessary controls to operate
lights steady, and communications can then be established. the dispenser system from the cockpit. The control panel is
In establishing communications, the first CREW CALL on the lower console.
switch pressed will light steady, all others will flash until
pressed in. To terminate two-way communication, the pilot/
copilot and mission equipment operator(s) must press the CONTROL/ FUNCTION
respective CREW CALL switch(es), causing all indicators INDICATOR
to go off. In terminating communications, CREW CALL CHAFF counter Shows the number of chaff cartridges
switches pressed in must be pressed to release. Power to remaining in payload module.
4-1
TM 1-1520-237-10
INFRARED C
COUNTERMEASURE
TRANSMITTER
A EH EH
ONLY
RADAR SIGNAL
BDHI DETECTOR
INDICATOR
0
33 3 BR
IL
30 0 0 0 0 6
A
M
27 9
24 12
21 15
Y
IG
A
H
D
T
A FLARE
CREW
RETRACT
CALL
OFF
EXTEND
FLARE SWITCH / LIGHT ECM

C RELEASE ANTENNA
BUTTON SWITCH
DISPENSER PAYLOAD
ASSEMBLY MODULE INSTRUMENT PANEL
CHAFF / FLARE
ELECTRONIC DISPENSER
MODULE CONTROL PANEL
FLARE ARM CHAFF
0 0 0 0
DISP
CONT
ARM
R
I F MAN PGRM
RADAR SIGNAL P I
DETECTOR P R
L E
SAFETY PIN AND CONTROL PANEL E
SAFE
WARNING STREAMER
PWR SELF DSCRM
ON ON
OFF TEST OFF AUDIO
COVER
SELECT
SWITCH CHAFF DISPENSE
C (CHAFF) SWITCH
OR F (FLARE)
CHAFF
DISPENSE
LOWER CONSOLE
FLARE/CHAFF DISPENSERS (TYPICAL) AA0372A
SA
Figure 4-1. Mission Kits
4-2
TM 1-1520-237-10

INDICATOR INDICATOR
Chaff counter setting Adjusts counter to correspond to DISP CONT Release (jettison) all flares from
knob number of chaff cartridges remain- RIPPLE FIRE payload module without pressing
ing in payload module. FLARE switch for each flare.
PUSH-RESET When pushed, resets chaff counter FLARE switch Fires one flare from payload mod-
to 9009. (Instrument panel) ule each time switch is pressed.
ARM indicator Indicates that arming switch is at
light ARM, safety flag pin is removed, 4.3.5 Dispenser Assembly. The dispenser assembly
and payload module is armed. (Figure 4-1) contains the breech assembly, C-F selector
ARM-SAFE switch switch for either chaff or flares, a reset switch, and a hous-
ing containing the sequencer assembly. The sequencer as-
ARM Applies electrical power through sembly receives power through the firing switches circuit
safety flag switch to CHAFF DIS- and furnishes pulses to each of the 30 contacts of the breech
PENSE button, and flare firing assembly, in sequential order 1 through 30, thus firing each
switch. Flare firing system is not of the impulse cartridges.
used in this installation.
4.3.6 Payload Module Assembly. The payload mod-
SAFE Removes power from dispenser ule assembly (Figure 4-1) consists of the payload module
system. and retaining plate assembly. The payload module has 30
chambers which will accept chaff. The chaff cartridges are
FLARE counter Not used in this installation.
UH
loaded through the studded end of the module, one per
chamber, and are held in place by the retaining assembly.
Flare counter setting Not used in this installation. The payload module assembly is assembled to the dispenser
knob UH assembly.
DISP CONT UH Not used in this installation. 4.3.7 Electronic Module Assembly (EM). The EM
Mode selector Selects type of chaff release opera- (Figure 4-1) contains a programmer and a cable assembly
tion. which includes a 28-volt supply receptacle and a safety
switch, actuated by inserting the safety pin with streamer
MAN Dispenses one chaff cartridge each assembly. The programmer consists of a programming cir-
time dispense button is pressed. cuit which allows the setting of chaff burst number, chaff
burst interval, chaff salvo number, and chaff salvo interval.
PGRM Dispenses chaff according to prede-
termined burst/salvo and number of
4.3.8 Electronics Module Controls. Controls on the
salvos automatically.
electronic module are used to program the chaff dispenser
CHAFF DIS- Ejects chaff cartridges from pay- for predetermined release of chaff cartridges. Controls on
PENSE load module. the electronic module are as follows (refer to TM 9-1095-
206-13&P):
4.3.4 Controls and Function. EH
CONTROL FUNCTION
CONTROL/ FUNCTION
INDICATOR SAFETY PIN Safety switch to accept the safety
pin with streamer, placing the dis-
FLARE counter Indicates the number of flare car- penser in a safe condition when the
tridges remaining in payload mod- helicopter is on the ground.
ule.
SALVO COUNT Programs the number of salvos; 1,
Flare counter set Adjusts counter to correspond to 2, 4, 8 or C (Continuous).
knob number of flare cartridges in pay-
load module.
4-3
TM 1-1520-237-10
CONTROL FUNCTION the system is activated again by the FLARE

switch.
SALVO INTER- Programs the time in seconds be-

4.3.12 Stopping Procedure.
VAL tween salvos; 1, 2, 3, 4, 5, 8 or R
(Random 2, 5, 3, 4, 3).
ARM SAFE switch - SAFE.
BURST COUNT Programs the number of burst; 1, 2,
3, 4, 6 or 8. 4.4 DELETED.
BURST INTER- Programs the time in seconds for 4.5 BEARING, DISTANCE, HEADING INDICATOR
VAL burst intervals; 0.1, 0.2, 0.3 or 0.4. (BDHI). EH
The BDHI (Figure 4-1) at the center of the instrument

4.3.9 Safety Procedures. The safety pin shall be in- panel consists of three indicators. The position of the indi-
stalled in the safety switch when the helicopter is parked. cator allows easy viewing by both pilot and copilot. The
Safety pin is removed immediately before takeoff. functions of the indicators are as follows:
4.3.10 Operation.
a. Compass Rose - displays the magnetic heading of the
helicopter.
1. Counter(s) - Set for number of cartridges in
payload module(s).
b. Bearing Pointer - displays bearing to the signal re-
2. Mode switch - MAN. ceived from an airborne or ground emitter/transmitter. The
DF operator selects signal to be displayed.
NOTE
c. Distance Readout - displays, in kilometers, the dis-
Mode switch should always be at MAN tance to a signal emitter selected by the DF operator.
when the ARM-SAFE switch is moved to
ARM to prevent inadvertent salvo of chaff. 4.6 RADAR SIGNAL DETECTING SET AN/APR-
39(V)2. EH
3. ARM SAFE switch - ARM. ARM indicator
light on. The radar signal detecting set indicates the relative po-
sition of search radar stations. Differentiation is also made
4. Dispense button press or mode switch PGRM, between various types of search radar and tracking stations.
as required. Audio warning signals are applied to the pilot’s and copi-
lot’s headsets. The radar signal detecting set is fed through
4.3.11 Flare Operation. EH the 50-ampere LH MAIN AVIONICS and RH MAIN
AVIONICS circuit breakers on the copilot’s circuit breaker
1. FLARE counter - Set for number of flare car- panel and protected by the 7.5-ampere APR-39 circuit
tridges in payload module. breaker on the copilot’s circuit breaker panel. The associ-
ated antennas are shown in Figure 3-1. Refer to TM 11-
2. ARM switch - ARM. 5841-288-12.
3. FLARE switch (instrument panel) - Press for 4.6.1 Controls and Function. The operating controls
each release. of the AN/APR-39(V)2 panel (Figure 4-2) are as follows:
NOTE
CONTROL FUNCTION
If the flare detector does not detect burning
of the first flare fired, another flare is auto- PWR ON Supplies 28 VDC to the Radar De-
matically fired within 75 milliseconds; if tecting Set. Fully operational after
burning is still not detected, a third and final one minute.
flare is fired. If all three flares do not fire,
automatic ejection of flares will stop until PWR OFF Turns system off.
4-4 Change 10
TM 1-1520-237-10
CONTROL FUNCTION
Night-Day filter Varies the intensity of the red po-

larizing face plate filter for day or
night operation. If the IP-1150A is
ON
HI ALT AUDIO
used in the aircraft, the day-night
PWR +
OFF
L W TEST
switch is not used as the IP-1150A
is night vision compatible.
4.6.2 Processor Unit. The processor has a theater se-

lection switch on the front of the processor. Selection of
one of six theaters is possible depending on mission and
AA1635_1
geographical location.
SA
Figure 4-2. AN/APR-39(V)2 Control Panel 4.6.3 Self-Test Procedures.
a. The self-test confidence checks all AN/APR-39(V)2

CONTROL FUNCTION circuits except antennas, high pass filters and detectors in
the high band receivers, bandpass filter and detector in the
low band receiver, high low blanking circuits and antenna/
HI ALT Selects high altitude mode of op- receiver cabling.
eration. Selection is based on air-
craft mission profile. b. The radar detecting set performs a self-test sequence
LOW Selects low altitude mode of opera- when the TEST switch on the control unit is set to TEST
tion. Selection is based on aircraft and then released. This self-test takes seven seconds, during
mission profile. which time four different patterns are displayed. The alpha-
numeric symbology that is displayed at the 12, 3, 6 and 9
TEST Initiates system self-test function o’clock positions will vary depending upon the selected
when momentarily depressed theater switch on the processor.
downward. Permits flight line test-
ing of Radar Detecting Set when c. In the self-test, four patterns will be displayed in se-
held in the upward position. (Self quence (Figure 4-3) on the display MA. Pattern number
test does not test antennas, antenna/ one alphanumerics displayed will depend on the selected
receiver cabling.) theater position on the processor.
Audio Controls level of audio output to the
aircraft interphone control system. d. Observe that the radar signal indicator unit displays
Turn to the right for audio volume patterns 1-3 and finally, either the NO signal pattern or an
increase. Turn to the left for audio actual threat pattern (Figure 4-3). As each of the first three
volume decrease. patterns are displayed, a different type audio tone will flash
on and off during the display of pattern number 3.
Direction/Display Shows alphanumeric symbology
(Scope/IP-1150) for signals programmed in the pro- e. An 9H9 symbol will appear in the center of the NO
cessor emitter identification table. signal pattern if the control unit HI ALT/LOW switch is in
MA indicator Lamp flashes when low band sig- the HI ALT mode. Conversely, an 9L9 symbol will appear
nals associated with missile guid- in place of the 9H9 symbol if this switch is in the LOW
ance systems are correlated with mode.
high band signals associated with
tracking systems. f. It is important for operators to note if the software
version number displayed at the 12 o’clock position on the
BRIL control Varies the brilliance of the alpha- display is the same as the software version sticker attached
numeric symbology. to the rear of the processor.
Change 10 4-5
TM 1-1520-237-10
BRI
L
K
MA
K K
NI
AY
HT
G
D
K
PATTERN NO. 1
BRI
L BRI
L
0 0
MA
MA
1 5 7 D A
9 H R F 6 L
C V
11 E H 4
NI
AY
NI
AY
HT
G
D HT
G
D
PATTERN NO. 2 PATTERN NO. 3
BRI
L
MA
H
NI
AY
HT
G
NO SIGNAL PATTERN
AA1635_2
SA
Figure 4-3. Self-Test Patterns AN/APR-39(V)2
4-6 Change 10
TM 1-1520-237-10
4.7 RADAR SIGNAL DETECTING SET AN/APR-

39A(V)1.
Refer to TM 11-5841-294-12.
4.7.1 Controls and Functions. The operating controls

(Figure 4-4) of the AN/APR-39A(V)1 are as follows: PWR TEST MODE AUDIO
ON + 1
OFF 2
CONTROL FUNCTION
PWR Controls 28VDC from the No. 1 dc

primary bus.
ON Locks the switch in the ON posi- AB2422
SA
tion. System is fully operational af-

ter approximately one minute. On Figure 4-4. AN/APR-39A(V)1 Control Panel
power up the synthetic voice will
announce 9APR-39 POWER UP9.
The plus (+) symbol will appear
and be centered on the IP 1150A
CAUTION
cathode ray tube (CRT) during sys-
tem operation.
OFF Turns system off. Switch must be To prevent damage to the receiver detec-
pulled to unlock and turn system tor crystals, assure that the AN/APR-
off. 39A(V)-1 antennas are at least 60 yards
from active ground radar antennas or 6
TEST When momentarily depressed ini- yards from active airborne radar anten-
tiates self-test confidence check nas. Allow an extra margin for new, un-
(except for antennas and antenna usual, or high power emitters.
receiver cabling).
Excessive indicator display brightness
MODE Selects synthetic voice message
may damage CRT.
format only. MODE ONE (UP) se-
lects normal voice message format. 4.7.2 Modes of Operation.
MODE TWO (DOWN) selects
test/abbreviated voice message for- a. Self test mode.
mat.
AUDIO Controls volume to the interphone (1) After power up, the AN/APR-39A(V)1
system. synthetic voice will announce 9APR-39
POWER UP9 and the (+) symbol will sta-
Direction/Display Shows alphanumeric symbology on bilize in the center of the CRT (Figure 4-5).
(Scope IP 1150A) a bearing for each processed emit- Self test should be initiated after approxi-
ter signal. Does not indicate any mately one minute. Self test can be per-
range data. formed in MODE ONE or MODE TWO.
In MODE ONE the synthetic voice will
MA indicator Not used.
announce 9SELF TEST SET VOLUME, 1,
MA switch Not used. 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 9. In MODE
TWO the synthetic voice will announce
BRIL control Varies brilliance of CRT. 9SELF TEST SET VOLUME, 5, 4, 3, 2,
19.
Change 10 4-7
TM 1-1520-237-10
(2) The CRT (Figure 4-6) will display specific

software version numbers i.e., operational
flight program (OFP) at the 12 o’clock po-
sition and the emitter identification data
(EID) at the 6 o’clock position.
(3) After the software version numbers have

been displayed the test sequence checks the
receivers. A good visual self test will show
two triangles, one at the 6 o’clock and one
at 12 o’clock position on the CRT (Figure
4-6.1). Snowflake symbols (*) will appear
at the 2, 4, 8, and 10 o’clock positions and
will flash if the AN/AVR-2 laser detecting
set is not installed. This is a normal indi-
cation and does not effect system perfor-
mance.
(4) A good self test (no faults detected) ends

with the message 9APR-39 OPERA-
TIONAL9. A bad self test (faults detected)
ends with the 9APR-39 FAILURE9.
b. MODE ONE operation. Selecting MODE AB2423

SA
ONE the operator will hear all the normal syn-
thetic voice audio when an emitter has been Figure 4-5. CRT Power Up Display
processed e. g., the AN/APR-39A(V)1 will an-
nounce; 9SA, S-18 12 O’CLOCK TRACK-
ING9. Selection of this mode does not have any tronic warfare data occurs the processor gener-
effect on emitters received, processed or dis- ates the appropriate threat symbology and syn-
played, it only affects synthetic voice audio. thetic audio. It is important therefore that the
correct theaterized EID and UDM are installed
c. MODE TWO operation. Selecting MODE for the mission or geographic location.
TWO the operator will hear an abbreviated
synthetic voice audio e. g., the AN/APR- c. Symbol generation and position relative to the
39A(V)1 will announce; 9MISSILE 12 center of the CRT shows the threat lethality, it
O’CLOCK TRACKING9. does not show or represent any lethality of
range, but of condition/mode of the emitter.
4.7.3 Function. Highest priority threats (most lethal) are shown
nearest the center. Each symbol defines a ge-
a. The radar signal detecting set (RSDS) receives, neric threat type, symbols are modified to show
processes and displays pulse type signals oper- change in the status of the emitter. The symbols
ating in the C-D and H-M radio frequency are unclassified, the definitions of what the
bands. The emitters that it processes and dis- symbols mean are classified. The complete set
plays are derived from the EID contained in the of symbols and definitions are contained in TM
user data module (UDM) that is inserted in the 11-5841-294-30-2. Each theaterized library
top of the digital processor. In normal circum- EID has a specific classified pilot kneeboard
stances the processor is classified confidential if produced with it. The unit electronic warfare
a classified UDM is installed. officer (EWO) should contact PM-ASE if suf-
ficient cards are not available within his unit for
b. The UDM contains the electronic warfare threat the installed EID.
data that makes up the specific library for a
specific mission(s) or a geographical location d. The RSDS on specific aircraft has been inter-
(it is theaterized). When a match of the elec- faced with other aircraft survivability equip-
4-8 Change 10
TM 1-1520-237-10
XXX.X
XXX
AB2425 AB2424
SA SA
Figure 4-6. CRT Version Number Display Figure 4-6.1. CRT Self Test Display
ment. The equipment includes the AN/AVR-2

laser detection set, AN/APR-44(V) continuous
wave receiver and the AN/AAR-47 missile CAUTION
warning system.
4.8 INFRARED COUNTERMEASURE SET AN/ALQ- Observe that the IRCM INOP caution
144A(V)1. light illuminates when the OCU ON/OFF
switch is set to OFF. After 60 seconds, ob-
serve that the IRCM INOP caution light
WARNING extinguishes.
The countermeasure system provides infrared counter-

measure capability. The system transmits radiation modu-
Do not continuously look at the infrared
lated mechanically at high and low frequencies using an
countermeasure transmitter (Figure 4-1)
electrically-heated source. A built-in test feature monitors
during operation, or for a period of over 1
system operation and alerts the pilot should a malfunction
minute from a distance of less than 3 feet.
occur. The system is made up of a control panel on the
Skin exposure to countermeasure radia-
instrument panel and a transmitter on top of the main rotor
tion for longer than 10 seconds at a dis-
pylon aft of the main rotor. On helicopters Serial No. 78-
tance less than 4 inches shall be avoided.
22987 and subsequent, the countermeasure system func-
tionally interfaces with the caution/advisory warning sys-
Ensure the countermeasure set is cooled tem through the left relay panel. The countermeasure
off before touching the unit. system gets dc electrical power from the No. 2 dc primary
Change 10 4-9
TM 1-1520-237-10
circuit breaker panel and the No. 2 junction box. The 28 4.8.2 Controls and Function. Controls for the AN/
vdc is routed through the IRCM PWR circuit breaker in ALQ-144 are on the front panel of the control unit. The
the No. 2 junction box to the transmitter. The No. 2 dc function of each control is as follows:
primary bus also supplies 28 vdc through the IRCM
CONTR circuit breaker on the No. 2 dc primary circuit
breaker panel to the control unit. Panel lighting of the con- CONTROL FUNCTION
trol unit is controlled by the INSTR LTS NON FLT con-
trol on the upper console. When the control unit ON-OFF ON-OFF switch Turns set on and off.
switch is placed ON, the power distribution and control
circuits are activated and the ON lamp is lit for about 60 ON indicator light Indicates system is in a 45 to 75
seconds on helicopters prior to Serial No. 78-22987. The (green) (Helicopters second warmup mode.
source begins to heat, the servo motor and drive circuits are prior to Serial No.
energized, turning on the high and low speed modulators, 78-22987)
and a signal is applied to stabilize system operations before
INOP indicator light Indicates malfunction has occurred
energizing the built-in test function. After a warmup period
(red) (Helicopters or countermeasure system is in
the stabilizing signal is removed, and the system operates
prior to Serial No. cooldown cycle.
normally. Placing the ON-OFF control switch momentarily
78-22987)
to OFF causes the power distribution and control circuits to
de-energize the source and initiates a cooldown period. IRCM INOP cau- Indicates malfunction has occurred
During the cooldown period, the servo motor drive circuits tion light (Helicop- or the countermeasure system is in
remain in operation, applying power to the motors that ters Serial No. 78- cooldown cycle.
cause the modulators to continue turning. The INOP light 22987 and
will remain on during cooldown cycle, and on helicopters subsequent)
Serial No. 78-22987 and subsequent, the IRCM INOP cau-
tion light will be lit. After the cooldown period, the power 4.8.3 Operation.
distribution and control circuits de-energize, all system op-
erating voltage is removed and the IRCM INOP caution 1. ON and INOP PRESS TO TEST indicator
light, or the INOP light, will go off. On helicopters prior to light - Press. Indicator light should go on. (On
Serial No. 78-22987, if a malfunction occurs during system helicopters prior to Serial No. 78-22987.)
operation, the INOP light on the control unit will go on and
the cooldown period will automatically begin. On helicop- 2. ON-OFF switch - ON. Green indicator light
ters Serial No. 78-22987 and subsequent, if a system mal- should light for 45 to 75 seconds, then go off.
function causes the IRCM INOP caution light on the cau- (On helicopters prior to Serial No. 78-22987.)
tion panel to go on, the IRCM INOP caution light will
remain lit until the control panel ON-OFF switch is mo- NOTE
mentarily placed OFF. The system can be returned to op-
erating mode by momentarily placing ON-OFF switch If the INOP indicator or IRCM INOP cau-
OFF, then ON, provided the cause of the malfunction has tion light goes on after the ON indicator (he-
cleared. For additional information, refer to TM 11-5865- licopters prior to Serial No. 78-22987) goes
200-12. off, place the power switch OFF.
4.8.1 Infrared Countermeasure System Control 3. ON-OFF switch - ON (helicopters Serial No.
Panel. Control of the countermeasure set is provided by 78-22987 and subsequent).
the operator control panel on the helicopter instrument
panel. On helicopters prior to Serial No. 78-22987, the con- 4.8.4 Stopping Procedure.
trol panel has one switch (ON-OFF) and an ON indicator
light. On helicopters Serial No. 78-22987 and subsequent, ON-OFF switch - OFF. The transmitter will
only a power ON-OFF switch is on the control panel. continue to operate for about 60 seconds during
Power to operate the countermeasure set is supplied from the cooldown cycle. INOP indicator or IRCM
the No. 2 dc primary bus through a circuit breaker, marked INOP caution light as applicable should remain
IRCM CONTR. on during cooldown cycle.
4-10 Change 10
TM 1-1520-237-10
4.9 ECM ANTENNA SWITCH. EH TENNA DEPLOYED, will go on. The ANTENNA EX-
TENDED caution light on the caution/advisory panel will
The ECM antenna switch is a three-position switch on not go on when the antenna is extended. It is a condition
the instrument panel (Figure 2-9), providing control of light rather than an antenna position light.
ECM antenna deployment and retraction. The switch is
spring-loaded to center (OFF), with positions marked EX- NOTE
TEND and RETRACT. Normal operation of the switch is
as follows: Automatic ECM antenna retraction is con-
trolled by the copilot’s radar altimeter L (LO
SET) indicator when the altimeter is turned
CAUTION on.
b. Retract. If the antenna is extended, the pilot may mo-

The ECM antenna can be extended with mentarily select RETRACT to return the antenna to the
the helicopter on the ground if the radar retracted position. The antenna will automatically retract if
altimeter is turned off or removed from the helicopter descends below the altimeter L indicator set-
the installation, or the L (LO SET) indi- ting or a failure occurs in the radar altimeter. When the
cator is set below the radar altimeter in- antenna is fully retracted, the ANTENNA RETRACTED
dication. status advisory light on the caution/advisory panel will go
on and remain on as long as the antenna stays in that posi-
a. Extend. When the helicopter is on the ground with all tion. The ANTENNA DEPLOYED and ANTENNA EX-
systems working properly and the radar altimeter L (LO TENDED lights should be off with antenna retracted. An
SET) indicator is set above the radar altimeter indication, emergency retract switch accessible to the ECM operator
the antenna cannot be extended because of the interlock may be used to retract the ECM antenna if a failure occurs
system. When the helicopter is in flight, with the copilot’s in the cockpit retract system. A light next to the switch
radar altimeter indication above the L (LO SET) indicator, indicates when the antenna is extended.
the antenna can be extended until it reaches the fully ex-
tended position, by momentarily placing the switch to EX- c. Emergency ECM Antenna Retract Switch. An emer-
TEND. Once the extension or retraction process has started, gency ECM antenna retract switch on the antenna relay
it cannot be overridden with another command from the assembly on the ECM equipment rack, provides a backup
ECM ANTENNA switch. The cycle can be interrupted by mode of retraction of the antenna if a failure occurs in the
turning off the radar altimeter or setting L SET bug above cockpit ECM ANTENNA switch. To retract, the switch
radar altitude indication. When the antenna is fully ex- must be held at up until the antenna is fully retracted and
tended, a light on the ECM operator’s console marked AN- the ANTENNA RETRACTED advisory light is on.
Pages 4-12 through 4-12.2 deleted.

TM 1-1520-237-10
4.10 COUNTERMEASURES SET AN/ALQ-156(V)2. CONTROL/ FUNCTION

EH
INDICATOR
Countermeasure set AN/ALQ-156(V)2 consists of Re- POWER switch Places countermeasure set in
ceiver Transmitter RT-1220. Control indicator C-10031, operate (ON) mode. The switch is a
and four each circular horn antenna AS-3650. Antenna lo- positive-locking type and cannot be
cations are illustrated on Figure 3-1. The countermeasures accidentally shut off. The switch
set provides aircraft protection against infrared-seeking must be pulled out and then down
missiles by detecting valid targets and sending pulses to to turn off the countermeasure set.
flare dispenser M130. Decoy flares are then launched away
TEST FLARE Tests ALQ-156/M130 systems and
from the aircraft. Power to operate the countermeasures set
switch enables test flare launch in ON
is taken from the No. 1 dc primary and No. 1 ac primary
condition. The switch is a
buses through circuit breakers located on the copilot’s cir-
momentary depress-release type. It
cuit breaker panel (Figure 2-20).
should be used only in conjunction
with flare dispenser M130 test
4.10.1 Basic Principles of Operation. Incoming and
procedures.
outgoing RF signals are routed between the circular horn
antennas and the receiver transmitter through coaxial PUSH FOR Places countermeasure set in
cables. The transmit signal is modulated and amplified in STANDBY standby or operate mode. When
the receiver transmitter, and routed alternately to forward STATUS depressed, switch places system in
and aft antennas. After each pulse transmission, return sig- pushbutton standby mode and upper half of
nals are received by the same antenna used for transmission indicator shows STBY. In 9out9
and routed to the receiver transmitter for processing. When position, switch places system in
an approaching missile is detected, the countermeasures set operate mode. During initial
sends a pulse to flare dispenser M130. If armed, the flare warmup, lower half of indicator
dispenser launches a decoy flare to draw the missile away shows WRMUP. After warmup, the
from the aircraft. indicator is blank to show that the
system is on and ready for flare
4.10.2 Controls, Displays, and Functions. dispense.
4.10.3 Operation. The following procedures shall be

WARNING followed to operate the countermeasure set:
During take-off, landing and ground op- WARNING

erations, the ALQ-156 POWER switch
must be in the OFF position. Failure to
comply may cause inadvertent release of Do not stand within six feet of Aircraft
flares resulting in personal injury or dam- Survivability Equipment (ASE), ALQ-156
age to equipment. and ALQ-162, transmit antennas when
the ASE equipment is on. High frequency
Control indicator C-10131, located on the instrument electromagnetic radiation can cause inter-
panel (Figure 2-9) to the right of the ECM ANTENNA nal burns without causing any sensation
switch, contains controls and status indicators for system of heat.
operation. The control indicator front panel is illuminated
by integral lighting. Controls and indicator of C-10131 are When ALQ-156 POWER switch is ON,
shown in Figure 4-1 described below: and the M130 Flare system is armed, a
flare can be fired.
1. M130 flare system ARM/SAFE switch -

SAFE.
4-13
TM 1-1520-237-10
NOTE 4.11.1 Basic Principles of Operation. Incoming sig-

nals received from SAM and AIM missiles using Continu-
Prior to beginning the turn-on procedure, en- ous Wave (CW) for guidance are validated by the counter-
sure that the push for standby pushbutton is measures set. Depending upon validation results, the system
in the 9out9 position (not depressed). initiates jamming action and/or warns the crew of approach-
ing missiles. Automatic jamming/warning decisions are de-
2. ALQ-156 POWER switch - ON. Observe that termined by warning and jamming thresholds pre-
status indicator shows WRMUP, indicating that programmed in the system. The countermeasures set may
receiver transmitter is in warmup mode. be used in stand-alone fashion or in conjunction with AN/
APR-39(V)2 Radar Warning Receiver (RWR). The RWR
NOTE processes and displays threat information. A Built-In Test
(BIT) automatically and continually tests systems opera-
The actual length of time that the WRMUP tions. Malfunctions cause a no-go lamp to light in the con-
lamp remains on depends upon a combina- trol unit front panel. The countermeasures set can be struc-
tion of equipment operating status and envi- tured to counter different threats by programming the
ronmental temperature. Under normal oper- program module assembly in the front of the receiver trans-
ating conditions, and with air temperature mitter. The programming is done before flight by the
about 77°F (25°C), WRMUP lamp will go ground crew, as the receiver transmitter is not within op-
out in approximately 8 to 10 minutes. erator reach.
3. Observe that WRMUP lamp goes out, indicat- 4.11.2 Controls, Displays, and Functions. Located
ing that the receiver transmitter is now in the on in the center of the lower console, Control Unit C-11080
condition. contains controls and indicators necessary for countermea-
sures set operation. The control unit is described below:
4. PUSH FOR STANDBY/STATUS pushbutton
- Push once to place the countermeasure set in
standby. Subsequent depressions switch the CONTROL/ FUNCTION
countermeasure set alternately from on to INDICATOR
standby.
VOLUME control Controls tone generator volume. A
5. M130 flare system ARM/SAFE switch - ARM tone is generated in the aircraft
(Figure 4-1). headset immediately upon threat
detection.
4.10.4 Stopping Procedure. The following procedure BIT test switch Initiates automatic and continuous
shall be used to turn off the countermeasures set: Built-In-Test of countermeasures
set operations.
ALQ-156 POWER switch - OFF.
Lamp test switch Tests lamp functions of WRMUP,
4.11 COUNTERMEASURES SET AN/ALQ-162(V)2. NO GO lamps.
EH
Function switch Controls countermeasures set
Countermeasures set AN/ALQ-162(V)2 consists of Re- operation. OFF removes power
ceiver Transmitter RT-1377, Control Unit C-11080, and from the set. STDY provides
two each antenna AS-3554. Antenna locations are illus- warmup power but does not enable
trated on Figure 3-1. The countermeasures set provides transmit-receive circuits. RCV
warning and protection against surface-to-air (SAM) and turns on the receiver for
airborne interceptor missiles (AIM). Missile radar signals maintenance testing of antenna,
are detected by the system, modulated internally, and re- sensing, and processing circuits.
transmitted as false, misleading echoes. Power to operate OPR provides full operational
the countermeasures set is taken from the DC MON and power to both receiver and
No. 2 ac primary buses through circuit breakers located on transmitter.
the pilot’s circuit breaker panel (Figure 2-20), refer to TM
11-5865-229-10.
4-14
TM 1-1520-237-10
CONTROL/ FUNCTION warmup period is required. Do not attempt

INDICATOR operation of the unit until warmup is suc-
cessfully completed.
Warm up & No Go Indicates countermeasures set sta-
Lamps tus. WRMUP appears when unit is 3. WRMUP lamp - Check that lamp goes out af-
first turned on and goes out after ter 3 minutes.
approximately 3 minutes. NO GO
will light if BIT operation detects a
system failure.
WARNING
4.11.3 Operation.
The countermeasure set will radiate pow-
erful, high-frequency electromagnetic en-
ergy when countermeasures set function
WARNING switch is set to OPR. Ensure personnel are
at least six feet from antennas while coun-
When the countermeasures set is operat- termeasures set is in operate mode.
ing, electromagnetic radiation is present.
DO NOT OPERATE if personnel are 4. Control unit function switch - OPR.
within six feet of transmit antennas. High
frequency electromagnetic radiation can 5. BIT switch - Depress. A tone should be heard
cause internal burns without causing any in the headset.
sensation of heat.
4.11.4 Stopping Procedure. The following procedure
shall be used to turn off the countermeasures set: Control
NOTE
unit function switch - OFF.
A complete operational test consisting of a
4.12 HEADS UP DISPLAY AN/AVS-7.
lamp test, operator-initiated BIT test, and a
signal test is incorporated in normal opera- Heads up display (HUD) AN/AVS-7; (Figure 4-7) con-
tional procedures. The test shall be persists of signal data converter CV-4229/AVS-7 (SDC) lo-
formed before flying any mission that re- cated in the avionics compartment, the converter control
quires use of the countermeasures set. C-12293/AVS-7 (CCU) located on the lower console, and
the display, SU-180/AVS-7 (DU) consisting of the optical
The following procedures shall be used to operate the unit (OU) and power supply calibration unit (PSCU). Two
countermeasure set under usual conditions: OPERATOR- thermocouple amplifiers are located in the avionics com-
INITIATED BIT TEST partment and two HUD control switches are located on the
pilot’s collective sticks. The HUD system serves as an aid
NOTE to pilots using the AN/AVS-6 (ANVIS) during night flight
operations by providing operational symbology information
Before beginning step 1, turn control unit about the aircraft. There are two programming modes and
VOLUME control fully clockwise. one operational mode which allow both pilots to indepen-
dently select the symbology for their respective display
1. Control unit function switch - STBY. Observe modes from a master set of symbols in the signal data con-
front panel and WRMUP lamps light. A tone verter. Power to operate the HUD system is provided by the
should be heard briefly in the headset. 26V ac essential bus and the 28V dc bus through circuit
breakers marked HUD REF and HUD SYS.
2. Lamp test switch - Press and observe all four
lamps light in pushbutton switch. 4.12.1 Basic Principles of Operation. The pilots can
independently select from four normal symbology modes
NOTE and four declutter modes that were pre-programmed. De-
clutter mode has four vital symbols that will always be
If the countermeasures set has been without displayed: Airspeed, Altitude (MSL), Attitude (pitch and
power for 30 seconds or more, a 3 minute roll), and Engine Torque(s). An adjust mode, during opera-
Change 4 4-15
TM 1-1520-237-10
FOCUS
RING
OPTICAL
UNIT
E T
Y C
E E
L
E
S
R
POWER SUPPLY
AND CALIBRATION
UNIT
L / R EYE
SELECT
DISPLAY UNIT
SU−180/AVS−7
BRT D/U FAIL D/U BRT
CONVERTER
CONTROL
C−12293 / AVS−7 DIM L/R L/R DIM
DSPL POS ON DSPL POS
CPLT PLT
+
MODE MODE
P−PGM ALT / P / R ADJ

1−4 BIT 1−4
DEC INC
OP ON
NXT SEL
CP−PGM DCLT ACK PGM DCLT OFF
AA9221A
SA
Figure 4-7. Heads Up Display AN/AVS-7
4-16
TM 1-1520-237-10
tion, is used to adjust barometric altitude, pitch, and roll. If CONTROL/ FUNCTION
the HUD system loses operating power after adjustments INDICATOR
have been made, the brightness, mode, barometric altitude,
pitch, and roll must be adjusted as necessary. The system ADJ/ON/OFF Selects adjust mode, enabling the
self test is divided into power-up or operator initialized INC/DEC switch to adjust altitude,
built-in-test (BIT) and in-flight BIT. The system BIT is pitch, or roll. Turns power on or off
initialized during power-up or selected by the operator. Part to HUD system.
of the BIT is a periodic test that is performed automatically
P-PGM/OP/CP- Selects pilot program mode,
along with normal system operation. A failure of the SDC,
PGM operational mode, or copilot
or the pilot’s DU will illuminate the CCU FAIL light and
program mode. Used with the
display a FAIL message on the display unit. When a FAIL
PGM NXT/SEL switch.
message is displayed on the DU, the operator should ac-
knowledge the failure and re-run BIT to confirm the fault. BIT/ACK Selects built-in-test or used to
acknowledge a displayed fault,
4.12.2 Controls and Functions. The CCU, located on completion of an adjustment, or
the lower console, (Figures 2-8 and 4-7), and the control completion of a programming
switches on the pilot’s collective stick (Figure 2-14) are sequence.
controls and indicators necessary for HUD operation. The
EYE SELECT L/R position is set when display units are ALT/P/R DEC/ Active when adjust mode is
connected prior to operation. A focus ring on the OU pro- INC selected to decrease/increase
vides control for focusing the display. The OU is adjusted altitude/pitch roll. When adjusting
by the manufacturer and under normal conditions adjust- altitude (MSL) a momentary
ment is not required. movement of the INC/DEC switch
will change data in 5 feet
increments. When the INC/DEC
a. The converter control is described below: switch is held for one second data
will change 10 foot increments.
Pitch and roll change in increments
CONTROL/ FUNCTION of one degree.
INDICATOR
PGM NXT/SEL Active when program mode is
CPLT selected. Allows operator to pre-
program the four normal modes
BRT/DIM Copilot’s control for display
and four declutter modes. Operator
brightness.
can select a flashing symbol for
DSPL POS D/U/ Copilot’s control for display display and/or go to the next
L/R position down/up (outer knob) and symbol. Once complete, operator
left/right (inner knob). toggles the ACK switch to save
programmed display.
MODE 1-4/ Copilot’s mode select 1-4 and
DCLT declutter switch.
b. Pilot’s collective controls are described as follows:
PLT
BRT/DIM Pilot’s control for display
CONTROL FUNCTION
brightness.
DSPL POS D/U/ Pilot’s control for display position
BRT/DIM Allows pilot’s to control brightness
L/R down/up (outer knob) and left/right
of their respective displays.
(inner knob).
MODE/DCLT Allows pilot’s to select respective
MODE 1-4/ Pilot’s mode select 1-4 and
display modes or declutter modes.
DCLT declutter switch.
FAIL Indicates a system failure.
c. Attach optic unit to either ANVIS monocular hous-
ON Indicates system ON. ing. Set EYE SELECT switch on PSCU to L or R.
4-17
TM 1-1520-237-10
4.12.3 Modes of Operation. There are two program- cated on the lower console. Modes are defined by selecting
ming modes and one operational mode for the HUD system from a master symbology menu (Figure 4-8 and Table 4-1).
selected by the programming switch on the CCU. The ad- Up to eight display modes, four normal and four declutter,
just mode is a submode under the operational mode. can by programmed for each user and can be selected for
display using the display mode selection switch on the pi-
1. Pilot programming switch - Set to P-PGM. lot’s collective control or on the CCU. The default declutter
mode has a minimum symbology display of:
2. Copilot programming switch - Set to CP-PGM.
• Airspeed - No. 25.
3. Operation (flight mode) switch - Set to OP.
(Adjust - ADJ/ON/OFF switch to ADJ). • Altitude (MSL) - No. 7.
• Attitude (pitch and roll) - No. 1, 5, 6, 20, 26.
4.12.4 Display Modes. Symbology display modes are
programmable by the pilots via the converter control lo- • Engine Torque(s) - No. 22, 23.
Table 4-1. UH-60A/L Master Mode Symbology Display (HUD)
No. Symbol Source Range/Description
1 Angle of Pitch Scale HUD System 6 30° (10° units, tic marks flash when angle of pitch is >
6 30°).
2 Bearing to Waypoint - Doppler 0 - 359° (cursor will invert 9V9 when aircraft is moving
Pointer away from waypoint).
3 Compass Reference Scale HUD System 0 - 359° (10° units).
4 Aircraft Heading Fix In- HUD System Fixed Reference Mark.
dex
5 Angle of Roll - Pointer Copilot’s Vertical 6 30° (right turn moves pointer to right, pointer flashes >
Gyro 6 30°).
6 Angle of Roll - Scale HUD System 6 30° (10° units).
7 Barometric Altitude Air Data System -1000 to 20,000 feet (set during adjustment mode).
(MSL)
8 Adjust/Program Mode HUD System ADJ or PROG.
Message
9 OK/FAIL HUD System OK or FAIL.
10 Velocity Vector Doppler 0 - 15 knots/15 kilometers, 0 - 359°.
11 Rate of Climb Pointer Air Data System 6 2000 feet-per-minute (used with vertical speed scale,
No. 15).
12 Radar Altitude (AGL) - Pilot’s Radar Al- 0 - 1000 feet (0 - 200 feet, 1 foot units; 200 - 1000 feet,
Numeric timeter 10 foot units; disappears above 999 feet, and reappears
below 950 feet).
13 Minimum Altitude Warn- Pilot’s Radar Al- Blinking square around symbol - No. 12, (set on pilot’s
ing timeter low warning bug).
14 Radar Altitude (AGL) Pilot’s Radar Al- 0 - 250 feet (disappears at 250 feet, reappears at 230 feet;
Analog Bar timeter digital readout symbol, No. 12).
15 AGL, Vertical Speed - HUD System 0 - 200 feet/6 2000 feet-per-minute.
Scale
16 HUD Fail Message HUD System CPM, SDR, SDA, PS, PDU, CPDU, NAV, PGM; can
be cleared from the display by selecting ACK (see note).
4-18
TM 1-1520-237-10
Table 4-1. UH-60A/L Master Mode Symbology Display (HUD) (Cont)
No. Symbol Source Range/Description
17 Trim (Slide Ball) SAS/FPS Com- 6 2 balls (left/right).

puter
18 MST, MEM, HOOK Master Caution MST, MEM, HOOK cannot be cleared from the display
Messages Panel by selecting ACK.
19 Sensor, Engine, Fire, RPM Master Warning ATT, ENG 1 or 2, FIRE, RPM; ATT can be cleared
Warnings Panel from the display by selecting ACK (see note). ENG,
FIRE, and RPM cannot be cleared.
20 Horizon Line (pitch, roll) Copilot’s Vertical Pitch: 6 30° Roll: 0 - 359°.
Gyro
21 Display Mode Number HUD System 1N - 4N for normal modes, 1D - 4D for declutter modes.
22 Torque Limits Torque Trans- 0 - 150%
ducer Yellow (>100%), (solid box)
Red (>110%) Thresholds (solid box flashes).
23 Torque - Numerics Torque Trans- 0 - 150% (flashes when engine torque separation is greater
ducer than 5% threshold) Maximum % torque split between
cockpit panel and HUD is 3%.
24 Ground Speed Doppler 0 - 999 knots/0 - 530 km/h (dependent on doppler).
25 Indicated Airspeed SAS/FPS Com- 30 - 180 knots (no symbol 30 knots and below, reappears
puter at 32 knots).
26 Attitude Reference Indica- HUD System Represents helicopter.
tor
27 Engines Temperature Thermocouple 0 - 999°C (0 - 755°C - 999°C, 1° units) Maximum split
Amplifers between cockpit and HUD is 6 15°.
28 Distance to Waypoint Doppler 0 - 999.9 km.
29 Bearing to Waypoint - Nu- Doppler 0 - 359°
meric
NOTE: After ACK is used to acknowledge a
fault, the fault will not reappear until BIT is
selected or power is cycled off and on.
4.12.5 Operation.
4.12.5.1 Starting Procedure.

WARNING
1. ADJ/ON/OFF switch - OFF.
Failure to remove the ANVIS neck cord
2. Optical unit support clamps - Installed on AN- prior to operation of the HUD may pre-
VIS. Verify clamps can by rotated. vent egress from the aircraft in an emer-
gency.
NOTE
4. ANVIS neck cord - Removed.
Check surface of lens for cleanliness. Clean
in accordance with TM 11-5855-300-10. 5. Optical unit - Install on ANVIS. Attach optical
unit to either monocular housing. Do not
3. DU lens - Check. tighten OU clamp completely with thumbscrew
4-19
TM 1-1520-237-10
at this time. The OU (display) may have to be ADJ/ON/OFF switch is set from OFF on
rotated to horizon after the system is operating. ON.
NOTE
If a fault is displayed in the DU, acknowl-
The helmet may now have to be rebalanced. edge fault and re-run BIT to confirm fault.
6. EYE SELECT switch on PSCU - L or R. 11. BRT/DIM switch - As desired.
12. DSPL POS control - As required. Center dis-

play in field of view.
WARNING
13. Display aligned to horizon - Check. Tighten
OU clamp.
CCU ADJ/ON/OFF switch must by OFF
before connecting or disconnecting quick-
release connector. 4.12.5.2 Operator Self Test (BIT).
1. BIT/ACK switch - Press to BIT and hold. The

CAUTION ON and FAIL light will illuminate. At end of
BIT, FAIL indicator will extinguish.
The AN/AVS-7 system should not be used 2. BIT/ACK switch - Release.

if the quick-release connector is not in
working order. 4.12.5.3 Displayed System Faults. The system self
test is divided into power-up or operator initialized built-
7. PSCU - Connect. Connect PSCU to quick- in-test (BIT) and inflight BIT. The faults result as warnings
release connector by rotating the connector en- and messages that blink at a rate of two per second in the
gagement ring. display units. Part of the BIT is a periodic test that is per-
formed automatically along with normal system operation.
This BIT monitors and/or tests SDC functions and/or sig-
CAUTION nals. A failure of the SDC, NAV signals pilot’s DU, will
illuminate the converter control FAIL light and display a
FAIL message CPM, SDR, SDA, PS, NAV, PDU or
Keep the protective caps on the ANVIS CPDU on the display unit. An attitude (ATT) sensor indi-
whenever it is not in use. Operate the AN- cation will be displayed when a gyro invalid condition ex-
VIS only under darkened conditions. its. ATT, NAV, PDU, CPDU, and all SDC faults can be
cleared by setting BIT/ACK switch to ACK. The follow-
NOTE ing helicopter status messages are also displayed.
Ensure ANVIS operator procedures have 1. The caption MST (first priority) indicates op-
been completed.
eration of the master caution warning lamp.
This message will disappear during the rest of
8. P-PGM/OP/CP-PGM switch -OP.
the main warning lamp operation.
9. ADJ/ON/OFF switch - ON. System ON and 2. The caption MEM (second priority indicates
FAIL lights illuminate and BIT will initiate au-
that the doppler data is not updated. a previous
tomatically. computed data is available. This message will
appear simultaneously with the MEM lamp on
10. FAIL light - Check. Light should go out after
the doppler operating panel.
ten seconds. BIT is complete.
3. The caption HOOK (third priority) indicates
NOTE
the cargo hook is open.
Allow one minute for display warm-up. Dis-
play intensity is preset to low each time
4-20 Change 4
TM 1-1520-237-10
3
2 4
1 5
6
29 12 15 S 21
28 7
150
12.3 1630B
27 PROG 8
736T1
710T2 OK
26 9
25 102A 10
71G 100
24
11
92
22
97 12
23 1D ATT ENG1 FIRE RPM 13
MST CPM
22 14
21
15
20
19 16 AA9222
18 17 SA
Figure 4-8. Master Mode Display
The message will appear simultaneously with attitude reference symbol is blinking. Verify
the indication lamp in the cockpit. PGM is displayed in the HUD FAIL message
location for the DU not being programmed.
Setting BIT/ACK switch to ACK will not clear
MST, MEM, or HOOK status messages from the DU. 4. BIT/ACK switch - ACK to program the full
Engine, FIRE and RPM warnings cannot be cleared from display or go to step 5 and select desired sym-
the DU. The faulty unit or warning must be removed from bols.
the aircraft. When both engines fail at the same time, en-
gine priority is: ENG 1 then ENG 2. 5. PGM SEL/NXT control - SEL to select sym-
bol. Selected symbol stops blinking. If symbol
4.12.5.4 Programming Procedure.
is not desired, toggle switch to NXT and the
NOTE symbol will disappear.
The programming procedure for the pilot

NOTE
and copilot is identical except for the loca-
tion of controls on the CCU.
All symbols have been programmed when
1. Select mode to be programmed (1N-4N). The the PROG annunciator is the only symbol
first mode that will appear is 1N (normal mode flashing.
1).
6. BIT/ACK switch - ACK. (Hold switch to
2. P-PGM/CP-PGM/OP switch - P-PGM or CP- ACK for one second.)
PGM.
7. OK displayed - Check. (OK will be displayed
3. PROG blinking in display - Check. Verify that for two seconds.)
a complete set of symbology is displayed and
4-21
TM 1-1520-237-10
A B C D E F G H I J
K L M N O P Q R S T
U V W X Y Z
03 06 12 15 21 24 30 33
1 2 3 4 5 6 7 8 9 0
1 2 3 4 5 6 7 8 9 0
%
S.G. TEST
VER X.XX DD / MM / YYYY
UH−60
NOTE
VERSION NUMBER AND DATE WILL
CHANGE AS SOFTWARE IS UPDATED.
AA9223
SA
Figure 4-9. Symbol Generator Test Mode
NOTE 10. MODE 1-4/DCLT switch - As required.
If programming is not accepted, FAIL will 11. Repeat steps 4 through 10 until all desired
be displayed. If a FAIL message is dis- modes are programmed.
played, attempt to reprogram the same
mode, if FAIL reappears notify mainte- 12. P-PGM/CP-PGM/OP switch - OP.
nance.
4.12.5.5 Adjustment of Barometric Altitude, Pitch,
Declutter mode is recognized by flashing and Roll.
ground speed indicator in lieu of attitude ref-
erence symbology.
WARNING
8. MODE 1-4/DCLT - DCLT (1D-4D). The first
DCLT mode that will appear is 1D (declutter
mode 1). An improperly adjusted barometric al-
timeter will result in an improperly set
NOTE HUD barometric altitude display.
If MODE 1-4/DCLT switch is toggled to NOTE

DCLT a second time the display will cycle
back to the DCLT’s normal mode (1N-4N). Barometric altimeter should be set to the
The MODE 1-4/DCLT switch must be set most current altimeter settings, field eleva-
to MODE 1-4 to advance to another normal tion.
mode.
1. Ensure P-PGM/CP-PGM/OP switch is in the
9. Repeat steps 4 through 7, for declutter. OP position.
4-22
TM 1-1520-237-10
2. ADJ/ON/OFF switch - Pull and set to ADJ. 4.12.5.7 System Shutdown Procedure.
3. ADJ blinking in display - Check. 1. ADJ/ON/OFF switch - OFF.
NOTE 2. Turn off ANVIS.
Changes to barometric altimeter settings re-

quire a corresponding change to the HUD
barometric altitude. Each .01 inch change in
WARNING
pressure equals 10 feet.
CCU ADJ/ON/OFF switch must be OFF
4. INC/DEC switch - As required. before connecting or disconnecting quick-
release connector.
5. BIT/ACK switch - ACK.
Do not disconnect DU by pulling on the
6. Repeat steps 3 through 5 for pitch and roll. cable connected to the PSCU. The DU
could be damaged or the cable may sepa-
7. ADJ/ON/OFF switch - ON. rate from the PSCU creating an explosive
atmosphere hazard.
4.12.5.6 In-flight Operation.
Do not attempt to egress the aircraft with-
out performing disconnect as this may re-
WARNING sult in neck injury.
Whenever the symbology displayed in the CAUTION

DU is suspected of being incorrect the pi-
lot’s will compare the data with the air-
craft instrument indicator and take the Do not disconnect DU by pulling on the
appropriate action. cable. To do so may damage the DU.
Excessive brightness of the symbology dis- 3. Display unit - Disconnect. Disconnect DU by

play may impair vision outside the cock- grasping the PSCU and rotating the quick-
pit. release connector engagement ring and pull
downward. Remove OU and remove from the
Interruption of electrical power, such as ANVIS and place into storage case.
change over from APU generator to NO.
1 and NO. 2 generators and vice versa, 4. Reattach neck cord to ANVIS.
will cause DU to default to dim and
MODE 1N. Any adjustments made to the 4.12.5.8 Emergency Egress. The quick-release fea-
barometric altitude, pitch and roll prior ture allows you to exit quickly from the aircraft in an emer-
to flight will be lost, thereby decreasing gency without:
the accuracy of the barometric altitude,
pitch and roll. a. Damaging or turning the unit off.
1. BRT/DIM switch - As desired. b. Getting tangled in cords.
NOTE c. Being restrained in the cockpit by hardwired

connections.
Whenever the symbology is interfering with
the outside visibility, decluttering may be d. Removing ANVIS.
selected to remove symbology.
It is up to the operator to determine the desired mode
2. MODE 1-4/DCLT switch - As desired. of disconnect based upon his evaluation of the emergency
Change 1 4-23
TM 1-1520-237-10
condition and whether or not the ANVIS goggles will be CONTROL/ INDICATOR
needed following egress. The available means of discon- FUNCTION
nect are as follows:
AN-ALQ-156
a. Release the ANVIS goggles from the helmet.
CM JAM Lights if the AN/ALQ-156 is being
b. Disconnect the OU from the ANVIS goggles jammed.
via the thumbscrew. CM INOP Lights if the AN/ALQ-156 R/T
fails self-test.
c. Grasp PSCU and pull down.
NOTE
4.13 ASE STATUS PANEL. EH
Only a NO GO light will trip the

The ASE status panel (Figure 4-10) is designed to inte- ASE caution light on the caution/
grate several ASE indicator lights (for various ASE systems advisory panel and the MASTER
installed) into one location and also tie those status lights to CAUTION light.
the MASTER CAUTION light and the caution/advisory
panel. The status panel provides status lights for three ASE AN/ALQ-144
systems currently designated to be installed, and two blank
slots for expansion. IRCM INOP Lights if the AN/ALQ-144 R/T
fails self-test.
NOTE
CONTROL/ INDICATOR
FUNCTION This condition will trip both ASE
caution light on the caution/
NO GO Lights if the AN/ALQ-162 R/T adivisory panel and the MASTER
fails self-test. CAUTION light.
CW THRT Lights if the AN/ALQ-162 detects
a continuous wave (CW) threat
radar.
CW JAM Lights if the AN/ALQ-162 is being
jammed.
NOTE
Only a NO GO light will trip the

ASE caution light on the caution/
advisory panel and the MASTER
CAUTION light.
4-24
TM 1-1520-237-10
ALQ NO ALQ−156 ALQ−144

162 GO
CW CW CM CM IRCM
THRT JAM JAM INOP INOP
AA1305
SA
Figure 4-10. ASE Status Panel EH
4-25
TM 1-1520-237-10
Section II ARMAMENT
4.14 ARMAMENT SUBSYSTEM. is vertical it locks the cover in the closed position. When
moved to the horizontal it unlocks the cover.
The subsystem is pintle-mounted in each gunner’s win-
dow at the forward end of the cabin section (Figure 4-11). 4.15.1.5 Grip and Trigger Assembly. The assembly
The two M60D 7.62 millimeter machineguns are free- (Figure 4-12) at the rear section of the receiver, includes
pointing but limited in traverse, elevation, and depression the spade grips. The U-shaped trigger design permits the
field of fire. Spent cartridges are collected by an ejector weapon to be fired by thumb pressure from either hand.
control bag on the right side of the weapon. An ammunition
can assembly is on the left side, refer to TM 9-1005-224- Table 4-2. Authorized Ammunition
10. For information on the gun mount, refer to TM 9-1005-
262-13.
7.62mm: NATO M59, Ball
4.15 MACHINEGUN 7.62 MILLIMETER M60D.
7.62mm: NATO M61, Armor pierce
The machinegun (Figure 4-12), is air-cooled, gas-
operated and automatic. It uses standard 7.62 mm ammu- 7.62mm: NATO M62, Tracer
nition (Table 4-2). Headspace is fixed to permit quick 7.62mm: NATO M63, Dummy
change of barrels. Designed primarily for operation in the
air, the M60D has an aircraft ring-and-post sighting system. 7.62mm: NATO M80, Ball
The weapon is pintle-mounted and is held by a quick-
release pin. The weapon mount is on a rotating arm assem-
bly which allows the weapon to be locked outboard in the 4.15.1.6 Magazine Release. The magazine release
firing position, or stowed inside the aircraft when the rotat- latch (Figure 4-12) is on the left side of the receiver. The
ing arms are locked in the inboard position. It is easily latch spring automatically locks when the ammunition box
removed from the helicopter and can be used for ground is seated on the magazine bracket. Pressing the release latch
defense with the bipod extended. For more detail of the manually releases the ammunition box.
M60D, refer to TM 9-1005-224-10.
4.15.2 Installation of Machinegun M60D.
4.15.1 Controls. Controls for the M60D are on the
weapon and consist of: barrel lock lever, safety, cocking
handle, cover, latch grip and trigger and magazine release
CAUTION
latch.
4.15.1.1 Barrel Lock Lever. The lever (Figure 4-12) is

at the right front of the receiver. It is attached to the barrel The RS 890224 pintle mount stop must be
locking shaft and turns to lock or unlock the barrel assem- installed in its proper position if the exter-
bly. nal stores support system (ESSS) is in-
stalled. The stop is a three-position stop:
4.15.1.2 Safety. The safety (Figures 4-12 and 4-13), at stow, wings only, and external tanks. The
the lower front of the receiver, consists of a cylindrical pin stow and wings only positions are inde-
with a sear clearance cut which slides across the receiver to pendent of aircraft side. The external
block the sear and prevent firing. The ends of the pin are tanks position is particular to the aircraft
marked S (safe) and F (fire). The exposed letter shows the side. Care must be taken to ensure the
operating state of the weapon. correct position and/or side is installed.
Use of the M60D machineguns is prohib-
4.15.1.3 Cocking Handle. The handle (Figure 4-12), at ited when external ERFS tanks are in-
the right front of the receiver, is used to manually cock the stalled on the inboard vertical pylon.
weapon.
1. Install one machinegun M60D on the right side
4.15.1.4 Cover Latch. The latch (Figure 4-12) is at the and one on the left side of the helicopter at the
right rear side of the cover assembly. When the latch lever crew chief/gunner’s stations.
4-26 Change 10
TM 1-1520-237-10
2. Attach gun to pintle with quick-release pin, and

safety by passing a plastic tie or 0.032-in. safety
Change 8 4-26.1/(4-26.2 Blank)

TM 1-1520-237-10
M60 DEPLOYED POSITION

(SAME BOTH SIDES)
AMMUNITION M60 STOWED

BOX (SAME BOTH SIDES)
AMMUNITION AND
GRENADE STORAGE
(SAME BOTH SIDES)
160O
A
85O 75O
FORWARD AFT
EJECTOR
CONTROL BAG
1.5o 1.5o FORWARD AFT
85O 75O
160O
70O 70O
ELEVATION
AND
DEPRESSION AZIMUTH
FIELD OF FIRE FIELD OF FIRE
AA0411C
SA
Figure 4-11. Machinegun M60D Installation
4-27
TM 1-1520-237-10
AMMUNITION BARREL FRONT

EJECTION LOCK SIGHT
PORT LEVER
COVER
LATCH
COCKING
SAFETY HANDLE
S
AMMUNITION
GAS FEED TRAY
CYLINDER CARRYING REAR
EXTENSION HANDLE SIGHT RIGHT SIDE
GRIP AND
TRIGGER
ASSEMBLY SAFETY IN SAFE (S) POSITION
GAS CYLINDER
MAGAZINE
RELEASE
LATCH
BIPOD QUICK−RELEASE
AA0508
PIN SA
Figure 4-12. Machinegun 7.62 Millimeter M60D
wire through quick-release ring and around the

pintle (Figure 4-14).
F
3. Check that each gun moves freely in azimuth
and can be depressed.
LEFT SIDE
4. Removal of gun is reverse of installation. SAFETY IS IN
FIRING (F) POSITION
AA0507
4.15.3 Installation of Ejector Control Bag. SA
Figure 4-13. Location and Identification of

1. Position bag on right side of gun (Figure 4-15).
Safety on Machinegun M60D
2. Position forward arm bracket of bag in front of
matching forward mounting point on gun 6. Removal of ejector control bag is reverse of
adapter. At the same time, press down on rear installation.
bracket safety latch lever. Slide bag basket
rearward on mounting points and plate.
4.15.4 Installation of Ammunition Can.
3. Position rear bracket of bag behind mounting
1. Open release latch and install can assembly
plate on bottom of receiver.
(Figure 4-16).
4. Release latch to lock bag in place.
2. Check that latch makes positive lock, holding
can in place.
5. Check bag for positive attachment to gun.
4-28
TM 1-1520-237-10
TO INSTALL: POSITION MACHINE

GUN MOUNTING BRACKET IN
PINTLE AND SECURE WITH
MOUNTING PIN
MOUNTING PIN CABLE
REAR
MOUNTING
POINTS
EJECTION
CONTROL
BAG
GUN ADAPTER
QUICK−RELEASE PIN
PINTLE
PLASTIC TIE
GUN
AA0506 ADAPTER
SA
FORWARD
MOUNTING
Figure 4-14. Installation of Machinegun M60D POINTS
FORWARD
on Pintle ARM BRACKET
STEP 1
POSITION EJECTION CONTROL
BAG ON MOUNTING POINTS
3. Removal of ammunition can is reverse of in-
stallation.
4.15.5 Loading Ammunition.

MOUNTING
PLATE
RECEIVER
WARNING
LOCK
ED
Observe all safety precautions for upload-
ing ammunition in accordance with TM
REAR BRACKET
9-1095-206-13. SAFETY LATCH
UNLOCKED
1. With ammunition can installed, retract bolt

fully. STEP 2
REAR BRACKET SAFETY LATCH
LOCKED POSITION AA0505
SA
2. Press safety button to (S) position.
Figure 4-15. Installation of Ejector Control Bag
3. Open latch and raise cover assembly. on Machinegun M60D
4. Insert link belt with open side of links down on

tray assembly (Figure 4-17). live round is in chamber. Move cocking
handle forward by hand.
5. Close cover and latch in place.
1. Open ejector control bag and pull cocking
4.15.6 Cocking Machinegun M60D. handle fully to rear (Figure 4-18).
WARNING WARNING
To prevent accidental firing, do not re- Cocking handle assembly must be re-
tract bolt and allow it to go forward if turned to full forward (locked) before fir-
belted ammunition is in feed tray, or a ing.
4-29
TM 1-1520-237-10
RELEASE LATCH
(PRESS TO OPEN)
MAGAZINE
BRACKET
INS
TAL MOVE LINK BELT
L−R
EM
OVE
AMMUNITION
CAN ASSEMBLY
AA0693 AA0503
SA SA
Figure 4-16. Installation and Removal of Figure 4-17. Positioning Cartridge Link Belt on
Ammunition Can on Machinegun M60D Machinegun M60D
2. Move cocking handle full forward to locked

position.
3. Press safety button to (S) position (Figure

4-13).
CAUTION
Do not fire machinegun unless the ejector

control bag is mounted in place.
AA0504
4. With machinegun M60D positioned, loaded, SA
and aimed, push safety button (Figure 4-13) to

Figure 4-18. Charging (Cocking) Machinegun
firing (F) position.
M60D
5. To fire gun automatically, press trigger fully
and hold. See Figure 4-11 for field of fire. NOTE
6. Low cycle rate of fire of machinegun M60D When ammunition is exhausted, the last link
allows firing of single rounds or short bursts. will remain in tray assembly. The link as-
Trigger must be completely released for each sembly can be removed by hand after the
shot. cover assembly is opened for loading.
4-30
TM 1-1520-237-10
4.15.7 Firing Malfunctions. cleaning rod through barrel assembly from muzzle end. Tap
cleaning rod against extractor until extractor and ruptured
cartridge case come out of chamber.
WARNING 4.15.10 Double Feeding. When a stoppage occurs with
bolt assembly in forward position, assume there is an un-
If a stoppage occurs, never retract bolt fired cartridge in chamber. Treat this as a hangfire (para-
assembly and allow it to go forward again graph 4.15.7).
without inspecting chamber to see if it is
clear. Such an action strips another car- 4.15.11 Unloading. Raise cover assembly and remove
tridge from belt. If an unfired cartridge linked cartridges. Inspect chamber.
remains in the chamber, a second car-
tridge can fire the first and cause injury to 4.15.12 Ammunition. Ammunition for the machinegun
personnel and/or weapon damage. is connected to form a link belt; the rounds are used to hold
two links together. When a round is fired, the cartridge and
a. Misfire. This is a complete failure to fire. It must be link separate and is contained in the ejector bag assembly.
treated as a hangfire until this possibility is eliminated. Ammunition stowage in the cabin has compartments for six
grenades and extra rounds of ammunition.
b. Hangfire. This is a delay in functioning of the propel-
ling charge. Time intervals set out in paragraph 4.15.8 must 4.16 VOLCANO MULTIPLE MINE DELIVERY
be observed after a failure to fire. SYSTEM. VOL
c. Cookoff. This is firing of the chambered cartridge The volcano system is an automated, scatterable mine
from a hot barrel. A cookoff may occur from 10 seconds to delivery system that is capable of launching mines from the
5 minutes after cartridge has been in contact with barrel. helicopter. The system can dispense mines during day/night
and all weather conditions. The system can lay a mine field
d. Runaway Gun. If gun continues to fire after trigger of up to 960 mines at an average density of 0.9 mines per
has been released, grasp belt, twist and break belt, allowing meter front. For a more detailed description of the volcano
the gun to run out of ammunition (usually when the belt is system, refer to TM 9-1095-208-23-2&P.
broken only 3 to 5 rounds will remain).
4.15.8 Failure to Fire Procedure. NOTE
1. If a stoppage occurs, wait 5 seconds. Pull The forward two-thirds of the cabin entry/
handle assembly to rear, making sure operating exit doors are restricted by the volcano sys-
rod assembly is held back. tem making the loading and unloading of
passengers and cargo more difficult. Internal
2. If cartridge ejects, return handle assembly for- loads should be planned accordingly.
ward, re-aim machinegun, and attempt to fire.
If machinegun does not fire, it must be cleared. 4.16.1 System Components. The volcano system con-
sists of five major components: dispenser control unit
3. If cartridge does not eject, retract bolt assem- (DCU), launcher racks, jettison system, aircraft mounting
bly. Move safety button to SAFE (S), position. hardware, interface control panel (ICP) and ammunition
Remove ammunition and links and inspect re- mine canisters.
ceiver assembly. Move safety button to FIR-
ING (F) and attempt to fire. If cartridge does 4.16.1.1 DCU. The DCU (Figure 4-19) is the primary
not fire and barrel is considered hot enough to electronic component and houses the electronics that con-
cause a cookoff (200 rounds fired within 2 min- trol the system and contains a control panel for operating
utes), wait 15 minutes with bolt assembly in the system. An interface control panel (ICP) is provided to
forward position. Remove cartridge and reload. connect the applicable controls to the DCU. The DCU con-
If weapon is not hot enough to cause a cookoff, trols firing signals to the canisters and conducts built-in
disregard 15-minute wait. testing (BIT) of the entire mine dispensing system. The
DCU is the main operator interface for the system. On the
4.15.9 Extracting a Ruptured Cartridge Case. Posi- DCU TOP panel, the operator controls the system with the
tion ruptured cartridge case extractor in chamber. Run following controls:
Change 9 4-31
TM 1-1520-237-10
a. POWER switch. CONTROL/ FUNCTION

INDICATOR
b. SELF DESTRUCT TIME control.
VOLCANO ARM Arms system.
c. HELICOPTER DELIVERY SPEED control. switch
ARMED light Illuminates when VOLCANO
d. FIRE CIRCUIT ENABLE switch.
ARM switch is pulled out and
moved up if canisters are loaded
e. DIM control.
and system is enabled. Light will
go out when switch is pulled out
f. FAILURE INDEX switch.
and moved down.
g. TEST/OVERRIDE switch. Flashing ARMED Indicates arm enable or launch
light switch error (GA) or all canisters
From the DCU panel the operator also oversees system have been dispensed.
status with the SYSTEM FAILURE IDENTIFICATION/
TEST displays. Power to operate the volcano system is JETTISON TEST/ Press to start/stop jettison system
provided from No. 1 dc primary bus through the CMD ARMED switch self-test.
CSL SET circuit breaker. indicator
P Illuminates if jettison system passes
4.16.1.2 Launcher Rack Jettison System. The jetti- test.
son system consists of an interface panel, emergency and
primary jettison circuits, and explosive cartridges. Jettison F Illuminates if jettison cartridges are
capability is provided for upper and lower launcher racks missing.
on each side of the helicopter. The one shot jettison circuits Flashing F Indicates one of the following
are independent of each other and either may be used to malfunctions:
jettison the launcher racks. Upon activation of JETTISON
or EMER JETTISON, the lower racks on each side will -Weight-on-wheels switch.
separate from the helicopter. After a lower racks away sig-
-EMER JETTISON switch.
nal is received by the upper racks, the upper racks will
automatically jettison. The EMER JETTISON is a backup -JETTISON switch.
for the JETTISON and provides the same launcher rack
jettison function on an independent circuit. When the heli- -Missing rack sensor(s).
copter is on the ground, the weight-on-wheel switch dis-
ables the jettison circuits to prevent unintentional jettison-
ing of the racks. Power for the jettison system is provided NOTE
from the dc essential bus through the ESSS JTSN OUTBD
and ESSS JTSN INBD circuit breakers. Power for emer-
VOLCANO ARM function is independent
gency jettison is supplied by the battery.
of EMER JETTISON and JETTISON
function.
4.16.1.3 Interface Control Panel (ICP). Controls and
indicators for the ICP (Figure 4-19) are on the control panel
and are as follows: 4.16.2 Volcano Operational Check.
CAUTION
CONTROL/ FUNCTION
INDICATOR
EMER Jettison all launcher racks with This operation will be completed only
JETTISON/ canisters. when helicopter is on the ground.
JETTISON switch
4-32
TM 1-1520-237-10
EMER
JETTISON JETTISON TEST JETTISON
P F
ARMED
A
VOLCANO ARM
INTERFACE CONTROL PANEL (ICP)
C
B
SYSTEM FAILURE IDENTIFICATION / TEST

TR
FAILURE ICK IM
RACK COLUMN ROW QUANTITY ERROR
TEST INDEX ST FWD
L R O
RG
GA CA EL.
OVERRIDE AFT R
CANISTERS REMAINING
DCU SET
POWER FAILURE TIME LEFT RIGHT
BRIGHT
SELF DESTRUCT HELICOPTER FIRE CIRCUIT MINE

TIME DELIVERY SPEED
74 102
LAUNCH
ENABLE
1 2
56 40 55 148 CONTROL
POWER RESET 3 30 80
37 222
27 120
KPH KPH
KTS KTS
OFF
OFF
CYCLIC STICK GRIP

DISPENSER CONTROL PANEL (DCU)
AA9411B
(ON HELICOPTERS EQUIPPED WITH M−139 MINE DISPENSER KIT) SA
Figure 4-19. Volcano Mine Dispenser Controls VOL
4-33
TM 1-1520-237-10
NOTE cator, otherwise, mines may be launched

with a false self-destruct time.
If, for any reason prior to a mission, DCU is
turned OFF or loses power, redo steps 2 5. SELF-DESTRUCT TIME indicator flashes
through 5. after 15 seconds. Set self-destruct time by turn-
ing SELF-DESTRUCT switch to RESET po-
DCU must warm up for two minutes prior to sition for minimum of two seconds, and then to
mine laying operation. the desired 1, 2 or 3 setting. The set time dis-
play must agree with SELF-DESTRUCT
DCU will not function if backup hydraulic switch position. If not, repeat procedure. If
pump is in operation. wrong indication appears again, postpone mis-
sion and return to maintenance.
1. Install mine canisters (TM 1-1520-237-23).
6. Repeat step 5. to reset or change the self-
2. Toggle DCU POWER switch to POWER. BIT destruct times.
runs automatically. POWER indicator displays
ON. Other indicators displays 8s or 88s except NOTE
DCU FAILURE display, which will flash F.
All displays, except for POWER are then blank If flashing 1 continues to appear in DCU in-
(Figure 4-20). dicator, repeat setting self-destruct time.
3. Displays automatically go blank followed by 7. Set planned dispensing helicopter ground speed
88s being displayed in left and right CANIS- with HELICOPTER DELIVERY SPEED
TERS REMAINING displays. If an error code knob on DCU.
appears in ERROR display, refer to TM
9-1095-208-23-2&P. 4.16.3 Arming Canisters.
NOTE
WARNING
The following assumes a full canister load.
Any load other than 80 canisters each side
should result in the number of canisters Do not walk or stand in front of launcher
loaded being displayed instead of 80 after racks when racks are loaded and arming
overriding the applicable number of error levers are locked in armed position.
code 99’s9 for empty canister slots.
NOTE
4. Toggle TEST/OVERRIDE switch to TEST. Green latching levers must be in locked po-
Canister test is initiated. Canister test is com- sition before red arming levers are moved to
plete when 80s are displayed in CANISTERS armed position.
REMAINING readout and no error code ap-
pears. If an error code appears in ERROR dis- Verify red arming levers are fully forward to
play, refer to TM 9-1095-208-23-2&P. the arm (lock) position by pushing back le-
vers without depressing plungers.
NOTE
Mechanically arm one row of canisters at a time as fol-
Error codes 5, 8 and 9 may be overridden. lows:
Refer to TM 9-1095-208-23-2&P.
1. Individually seat each canister of the five can-
isters in a row by pushing canisters in and up
WARNING into rack keyholes. Canisters should be loaded
top to bottom back to front.
Check SET TIME display to make sure 2. Depress plunger on red arming lever with
number set with dial is displayed in indi- thumb and pull lever towards personnel. When
4-34 Change 1
TM 1-1520-237-10
SYSTEM FAILURE IDENTIFICATION / TEST SYSTEM FAILURE IDENTIFICATION / TEST

RACK COLUMN ROW QUANTITY ERROR RACK COLUMN ROW QUANTITY ERROR
CANISTERS REMAINING CANISTERS REMAINING

DCU SET DCU SET
POWER FAILURE TIME LEFT RIGHT POWER FAILURE TIME LEFT RIGHT
SYSTEM FAILURE IDENTIFICATION / TEST

RACK COLUMN ROW QUANTITY ERROR
CANISTERS REMAINING
DCU SET
POWER FAILURE TIME LEFT RIGHT
(SEE NOTE)
NOTE
READOUT IF NO CANISTERS ARE

INSTALLED.
AA9412
SA
Figure 4-20. Volcano System DCU Displays VOL
4-35
TM 1-1520-237-10
lever begins to move, release thumb from

plunger. When lever reaches locked position
(about 45°) plunger will click out. Push inboard CAUTION
to ensure lever has locked (Figure 4-21).
3. Repeat steps 1 and 2 for all racks. Ensure same number of racks are in-
stalled on either side of aircraft.
4. Remove all eight jettison system REMOVE
BEFORE FLIGHT safety pins from each side Ensure same number of canisters are in-
panel. stalled on either side of aircraft.
NOTE Partial load of canisters may result due to

rack or canister failures (error codes 5, 8
When operating the helicopter configured or 9).
with the volcano system at high gross weight
and high airspeeds, the pilot may encounter Partial canister loads, if not adjusted or
intermittent lateral tail pulse 9tail shake9. The balanced, will degrade mine field pattern.
intensity of the tail shake is further aggra-
vated by left sideslip. 1. Place TEST/OVERRIDE switch to OVER-
RIDE.
5. Lift off and proceed to designated target.
2. After overriding error code 9, remove and dis-
6. Prior to reaching target area remove safety pin card all failed canisters.
and place the DCU VOLCANO ARM switch
on the ICP in ARMED position (Figure 4-22). 3. One at a time, fill vacant positions left by re-
(Pull VOLCANO ARM switch out and lift up.) moval of failed canisters as follows:
7. FIRE CIRCUIT switch to ENABLE.
a. Remove canister from top rack of same
side, forward most column, top most posi-
4.16.4 Mine Launch Control. Launching of mines is
tion with canister.
controlled by buttons on the pilot’s cyclic control, marked
GA (go around) (Figure 4-19). When the system is in an
armed condition, pressing and releasing either GA button b. Place this canister in vacant position.
will start the launch sequence. If mines are being launched,
press and release either GA button to stop mine launching. c. Repeat steps a. and b. above until all posi-
In addition to pressing the GA button to stop mine launch, tions, other than those removed to fill va-
the VOLCANO ARM switch may be moved to off (down) cant positions, have canisters.
position or the DCU FIRE CIRCUIT switch may be
placed OFF. 4. Canister load may be balanced out by moving
canisters from side with most canisters to side
NOTE with fewest canisters as follows:
If launching is stopped by pressing a GA a. Remove canister from top rack, forward

button before all mines are launched, the most column, topmost row of side with
launch must be restarted within 60 seconds canisters.
of stopping to prevent an error code. The
VOLCANO ARM switch should also be b. Place removed canister in top rack, rear
moved to off (down) position within 60 sec- most column, lowest position of side with
onds of stopping to prevent an error code. fewest canisters.
4-36 Change 10
TM 1-1520-237-10
LAUNCHER RACK DCU
AA9413
SA
Figure 4-21. Arming Volcano System Canisters VOL
c. Repeat steps a. and b. above until load is 4. Verify that the HELICOPTER DELIVERY
balanced. SPEED settings agree with the helicopter
ground speed.
4.16.5 Mine Launch.
NOTE CAUTION
Mine launching may be started and stopped

as many times as required until all mines FIRE CIRCUIT switch must be enabled
have been launched. for at least two minutes prior to mine
launching.
If launching is stopped by pressing a GA
button before all mines are launched, the
5. GA button - Press either pilot’s to start launch-
launch must be restarted within 60 seconds
ing mines. Press either GA button a second
after stopping to prevent an error code. The
time to stop mine launching.
VOLCANO ARM switch may also be
moved to off (down) position within 60 sec-
onds after stopping to prevent an error code. NOTE
1. DCU FIRE CIRCUIT switch safety pin and If launching is interrupted for longer than 60
streamer (Figure 4-21) - Remove. seconds, the ARMED light on the ICP will
flash and error code 1 will be displayed in
2. DCU FIRE CIRCUIT switch - ENABLE. the DCU ERROR indicator.
3. Before reaching target, VOLCANO ARM 6. If launch is interrupted longer than 60 seconds,
switch (Figure 4-22) - ARM. Verify P/F/ resume launch: VOLCANO ARM switch - Off
ARMED indicates ARMED. for at least sixteen seconds.
Change 10 4-37
TM 1-1520-237-10
EMER JETTISON TEST

JETTISON JETTISON
P F
ARMED
VOLCANO ARM
AA9414
SA
Figure 4-22. Volcano ICP VOL
7. VOLCANO ARM switch - ARM. Verify a 1. Identify error code.

steady ARMED is displayed on the ICP.
Launching can then be resumed. 2. Return the VOLCANO ARM switch on the
ICP to the safe position.
8. During mine launching, if an error code appears
on DCU panel that effects mission perfor- 3. Return the FIRE CIRCUIT ENABLE switch
mance, do the following: on the DCU to the OFF position.
a. DCU FIRE CIRCUIT switch - OFF. 4. Toggle the POWER switch on the DCU to
OFF, then release. Ensure DCU turns off.
b. Safety pin and streamer assembly - Install
to FIRE CIRCUIT switch. 5. Leave the DCU turned off at least two minutes
prior to system restart.
c. DCU POWER switch - OFF.
NOTE
d. Return to down loading area and remove
During cold temperature operation (less than
canisters, refer to TM 9-1095-208-23-2&P.
0°C (32°F)) , the DCU should be turned off
at least five minutes prior to system restart.
4.16.6 Volcano System Recycle Procedures. These
procedures are to be used in the event of a volcano system 6. After waiting the minimum time, toggle
lock-up during a tactical mission.
POWER switch to on, then release. Ensure that
the DCU displays the following sequence:
NOTE
a. Error code F.
If any error codes occur during this recycle,
return to step 1 and repeat all steps. b. 9ON 9 displayed under POWER.
4-38 Change 10
TM 1-1520-237-10
c. All 98’s9 in the remainder of the displays. 13. Move the VOLCANO ARM switch on the ICP
to ARM, if the switch was in that position be-
d. The DCU is blank, except for the 9ON9 fore restarting.
message.
4.16.7 Partial Load Error Codes.
7. Wait approximately one minute. At that time,
the DCU should display 988 889 under CANIS-
TERS REMAINING. a. Three error codes can be overridden to allow mine
laying without a full load of canisters. These are:
8. Toggle the TEST/OVERRIDE switch to
TEST, then release.
(1) Error code 5 - Rack problems. This allows opera-
tion with less than 4 racks, if desired, for laying an abbre-
9. After approximately two minutes, the DCU
viated minefield.
should display 980 809 or what was displayed
upon canister installation under CANISTER
REMAINING. (2) Error code 8 - Rack electronics error. This error
indicates one complete row of ten canisters is not available.
10. After approximately 15 seconds, the number No other errors shall be overridden with the error code 8
under SET TIME should flash. At that time, override.
turn SELF DESTRUCT TIME knob to RE-
SET for 20 seconds.
(3) Error code 9 - Canister failure. Canister failures
are allowed to be overridden. Failed canister should be re-
11. Turn SELF DESTRUCT knob to the desired
moved and remaining canisters balanced prior to mission.
setting. Ensure that this setting is displayed un-
der SET TIME without any flashing.
b. Troubleshoot all error codes overridden during mis-
12. Move the FIRE CIRCUIT ENABLE switch sion after completion of flight and make an
on DCU to ENABLE.
Change 1 4-39
TM 1-1520-237-10
appropriate entry on DA Form 2408-13-1, refer erator will be required to perform additional checks when
to TM 9-1095-208-23-2&P. operating during extreme climatic conditions.
4.16.8 Volcano Post Mission Procedures. 4.16.9.1 Operating In Extreme Cold.

4.16.8.1 Post Mine Launch Check.
CAUTION
1. ICP VOLCANO ARM switch - Off (down).
2. DCU FIRE CIRCUIT switch - OFF.

Do not force launcher rack levers or
3. Safety pin and streamer assembly - Install to mounting pins to operate.
FIRE CIRCUIT switch.
Static electricity discharges may damage
4. DCU POWER switch - OFF. DCU.
4.16.8.2 After Landing Checks.

NOTE
WARNING Operators wearing arctic gloves should have

no difficulty installing or operating the vol-
cano system.
Do not stand in front of rack loaded with
mine canisters. All personnel will remain 1. Check movement of launcher rack arming and
clear of the outboard side of the launcher latching levers to ensure that they do not bind.
racks until the arming levers are safe and Use warm air source to loosen if required.
the jettison safety pins are installed, or
until the helicopter is shutdown and 2. Install launcher rack cover when dispenser is
power removed. installed, but canisters have not been loaded.
1. Install jettison safety pins (four on each rack). 3. Perform complete volcano operational check
before any mission (paragraph 4.16.2).
2. Push in plunger on red arming lever and push
lever back until it is in safe position, parallel 4. Assure all expando and/or single acting pins
with rack and plunger clicks out. Latch all arm- have seated and spring button is out.
ing levers in safe position.
5. Check to see that launcher rack levers and can-
4.16.8.3 Post Flight Checks. ister connectors are free of ice, snow and frost.
Use warm air source to clean and dry as neces-
1. Remove canisters. sary.
2. Record all error codes overridden during mis- 6. Allow 10 minutes of additional warm up time
sion on DA Form 2408-13-1. before using system.
3. Install launcher rack covers. 7. Prior to turning on power, make sure all DCU
switches are free of ice, that FIRE CIRCUIT
4.16.9 Volcano Operation Under Unusual Condi- switch and streamer are free of ice, and that
tions. The volcano system is designed to operate during rotary switches move freely. Use warm air to
adverse weather and extreme temperature conditions. Op- heat and dry sticking or stiff switches.
4-40 Change 10
TM 1-1520-237-10
4.16.9.2 Operating In Wet, Mud, Salt Water and Ice 5. Check launcher rack canister connectors for ice.
Conditions. Use warm air source to melt and dry connec-
tors.
6. Check launcher rack arming and latching levers

WARNING for ice. Use warm air source to remove ice.
Test operation of levers to assure they have free
Wet and/or icy hardware may be slippery. movement.
Use extra precaution when handling dis-
penser components. Do not force ice cov- 7. Check expando and single acting pins to ensure
ered launcher rack levers. that they are seated and spring button is out.
1. During flight in icing conditions shed ice par- 8. After exposure to mud or salt water, clean and
ticles may cause foreign object damage (FOD) wash dispenser components immediately. If
to the helicopter, especially main rotor and tail dirty, clean, wash and dry components before
rotor blades and engine compressors. Flight repackaging them into shipping containers, re-
tests have shown that this FOD is difficult to fer to TM 9-1095-208-23-2&P.
detect during flight. Minimizing descent rates
after ice has accumulated on the helicopter or 9. When DCU cover is removed, make sure that
external stores should reduce the probability of switches are free of ice. Remove ice using
FOD because the airflow will carry particles aft warm air source.
and down away from the helicopter. Normal
instrument procedure descents or approxi- 10. Check DCU connectors for ice. Remove ice us-
mately 100 feet per minute (fpm) or less are ing warm air source.
preferable. During shutdown, crewmember’s
should be alert for unusual engine noise (high 11. Check DCU switch for ice. Remove ice with
pitched whine) that indicates compressor dam- warm air source.
age. The helicopter should be visually inspected
prior to further flight. 12. Allow 10 minutes of additional warm up time
before testing and operating dispenser.
2. Engine torque increase of up to 20 percent can
be expected during cruise flights in icing con- 13. Perform PMCS, refer to TM 9-1095-208-23-
ditions with the volcano system installed. 2&P.
3. After flight in icing conditions with the volcano 14. Perform complete volcano operational check
system installed, the jettison safety pins may be before any mission (paragraph 4.16.2).
difficult to install due to ice in and around the
safety pin holes. The forward launcher rack 4.16.10 Accident Procedures.
locking levers and arming levers may also be
covered with ice making it difficult to move the
arming levers to the safe position. Use an ex-
ternal heater to remove ice from these areas. Do WARNING
not use foreign objects to break ice from these
areas as this may cause damage to the system.
After an accident, turn DCU power OFF,
4. Do not bend ice covered cables until ice has evacuate all personnel to a distance of
been removed with a warm air source. 2000 feet (640 meters) and notify EOD.
4-41
TM 1-1520-237-10
Section III CARGO HANDLING SYSTEMS
4.17 CARGO HOOK SYSTEM. an electrical release and jettison of an external load when
the CARGO HOOK CONTR switch is placed to ALL.
The system consists of a hook assembly (Figure 4-23) The NORMAL RLSE and EMER RLSE switches are
mounted on the lower fuselage, a control panel on the up- covered by guards to prevent accidental activation. When
per console (Figure 2-7), a normal release button on each the cover is raised the switch can be pressed. When not in
cyclic stick grip, one emergency release switch on each use, the pendant is stowed in the stowage bag at the back of
collective stick grip, and a firing key in the cabin for use by the pilot’s seat. Electrical power to operate the pendant is
the crew chief. The system incorporates three modes of provided from the No. 2 dc primary bus through a circuit
load release, an electrical circuit actuated from the cockpit, breaker, marked CARGO HOOK CONTR.
a manual release worked by the crewmember through a
covered hatch in the cabin floor, and an emergency release 4.17.3.1 Normal Release. Normal release of external
system using an electrically-activated explosive charge. cargo is done by pressing the CARGO REL switch on
either cyclic stick grip or the CARGO HOOK NORMAL
4.17.1 Cargo Hook Stowage. The cargo hook shall be RLSE on the crewmember’s cargo hook pendant, after
maintained in the stowed position during periods of non- placing the CARGO HOOK ARMING switch to
use. The cargo hook can be placed in a stowed position ARMED. A light on the advisory panel will go on, indi-
(Figure 4-23) by opening the cargo hook access cover in cating HOOK ARMED. This informs the pilot that elec-
the cabin floor, and pulling the hook to the right and up. trical power is applied to the control circuit; the actuation
When the hook is in the stowed position, the load beam of any of the release switches will release the load. When
rests on a spring-loaded latch assembly and is prevented the CARGO REL switch is pressed and the release sole-
from vibrating by a teflon bumper applying downward noid begins to move, a switch closes, lighting the CARGO
pressure on the load beam. To release the hook from its HOOK OPEN advisory light. The load arm will swing
stowed position, downward pressure is placed on the latch open, releasing the cargo. When the sling is detached from
assembly lever, retracting the latch from beneath the load the load beam, spring tension on the arm will cause it to
beam, allowing the cargo hook to swing into operating po- close and relatch, putting out the CARGO HOOK OPEN
sition. advisory light. The normal release system is a one-shot
cycle; once the solenoid travel begins and the load arm
4.17.2 Cargo Hook Control Panel. The CARGO relatches, the release cycle can again be initiated. Power to
HOOK control panel (Figure 4-23), on the upper console, operate the normal release system is supplied from the No.
consists of an EMERG REL NORM, OPEN, SHORT 2 dc primary bus through circuit breakers marked CARGO
test switch, a TEST light, CONTR CKPT or ALL station HOOK CONTR and PWR.
selector switch and an ARMING, SAFE, ARMED switch.
Before the normal release (electrical) can operate, the
ARMING switch must be at ARMED to provide electrical 4.17.3.2 Operational Check - Normal Release
power to the release switches. The pilot and copilot Mode.
CARGO REL switches, on the cyclics, will release the
load when the CONTR switch is at CKPT or ALL. The 1. CARGO HOOK CONTR switch - As re-
crewmember’s NORMAL RLSE switch will release the quired. CKPT for pilot and copilot check, or
load when the CONTR switch is at ALL. The EMERG ALL for crewmember check.
REL switch and TEST light permits checking the emer-
gency release circuit when at SHORT or OPEN. In both 2. CARGO HOOK ARMING switch -
cases of testing, if the release circuit is good, the TEST ARMED.
light will go on when the HOOK EMER REL switch on
pilot’s or copilot’s collective, or the EMER RLSE switch 3. HOOK ARMED advisory light - Check on.
on the crewmember’s pendant, is pressed.
4. Place about 20 pounds downward pressure on
4.17.3 Crewmember’s Cargo Hook Control Pen- load beam.
dant. The crewmember’s cargo hook control pendant
(Figure 4-24), in the aft cabin, provides the crew chief with
4-42 Change 9
TM 1-1520-237-10
5. CARGO REL switch (pilot and copilot); 6. Load beam - Check open. CARGO HOOK
NORMAL RLSE (crewmember) - Press and OPEN advisory light - On.
release.
Change 10 4-42.1/(4-42.2 Blank)

TM 1-1520-237-10
C D
A E
A B C
EMERGENCY
RELEASE
SWITCH
HOOK CARGO HOOK
EMER REL
EMERG REL CONTR ARMING
TEST NORM CKPT SAFE
O O
RG
CA EL. P
R
E
N
SHORT ALL ARMED
CARGO HOOK CONTROL PANEL
NORMAL
RELEASE
SWITCH
COLLECTIVE STICK GRIP CYCLIC STICK GRIP
LATCH
ASSEMBLY
LEVER
BUMPER
CARGO HOOK
ACCESS DOOR
CABIN
FLOOR
T
ON
FR
CARGO LOAD
BEAM
CARGO HOOK STOWAGE AA0367_1B
SA
Figure 4-23. Cargo Hook System (Sheet 1 of 2)
4-43
TM 1-1520-237-10
2. Place about 20 pounds downward pressure on

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

beam will close and latch.
STA
STA
363.0
343.0
7. CARGO HOOK OPEN advisory light - Off
when hook closes.
KEEPER
LOAD BEAM 4.17.4 Emergency Release Circuit Tester. The
cargo hook emergency release circuit tester (Figure2-7)
FRONT
marked CARGO HOOK EMERG REL on the upper con-
sole, contains a test light and switch. The test light, marked
TEST, goes on during circuit testing to indicate the system
CARGO HOOK is functioning properly. The switch, with marked positions
NORM, OPEN, and SHORT, is normally at NORM.
AA0367_2A
SA
When the switch is placed to OPEN or SHORT and the
cargo HOOK EMER REL switch on the pilot’s or copi-
Figure 4-23. Cargo Hook System lot’s collective, or EMER RLSE switch on the crewmem-
(Sheet 2 of 2) ber’s cargo hook control pendant is pressed, the circuit
tester light will go on if the circuit is good.
7. CARGO HOOK OPEN advisory light - Check 4.17.4.1 Cargo Hook Emergency Release Circuit
off when hook closes. Check.
8. Repeat steps 4. through 7. for copilot and crew- 1. EMERG REL TEST light - Press. Light
member position. should be on.
4.17.3.3 Manual Release. Manual release of external NOTE

cargo can be done from the cabin, through a covered port in
the floor, or by ground personnel from outside the helicop- To prevent unintentional discharge of the
ter, with power on or off. Turning the release control on the cargo hook explosive cartridge, the pilot
right side of the hook (Figure 4-23) clockwise, causes the shall call off each procedural step of the
latching mechanism to release the load beam. The load emergency release circuit test before that
beam will not move unless a downward pressure is exerted step is done. Station being checked shall re-
to cause opening. With power applied to the helicopter and ply to pilot’s command.
the CARGO HOOK ARMING switch at ARMED, the
CARGO HOOK OPEN advisory light will go on at the 2. Pilot’s release - Check.
start of release control turning, and will go off at the end of
release control rotation. a. Short test.
(1) CARGO HOOK EMERG REL

4.17.3.4 Operational Check - Manual Release switch - SHORT.
Mode.
(2) Pilot’s HOOK EMER REL button -
1. Manual release lever spring - Installed. Check Press and hold.
that spring is straight and provides positive
pressure on the lever. (3) CARGO HOOK TEST light - On.
4-44 Change 7
TM 1-1520-237-10
CARGO HOOK
NORMAL RLSE
SWITCH
NORMAL
RELEASE A
SWITCH STRAP CARGO HOOK
GUARD
O
RG
CA O K
HO PILOT SEAT
L
A
RM
NO
SE
EMERGENCY RL
RELEASE SWITCH
GUARD
EMER
RLSE
SWITCH SE R
RL ME
A
E
STA STA
343.0 363.0
CREWMEMBER’S CARGO
HOOK PENDANT STOWAGE
RIGHT SIDE
CREWMEMBER’S CARGO HOOK

CONTROL PENDANT
AA0368
SA
Figure 4-24. Crewmember’s Cargo Hook Control Pendant UH
(4) HOOK EMER REL button - Release. immediately after completing the circuit test
TEST light off. check, the EMERG REL switch shall remain
at OPEN until ready for load pickup.
(5) Repeat steps (2) through (4) for copi-
lot’s HOOK EMER REL button, and 4.17.4.2 Emergency Release.
crewmember’s cargo hook control
pendant EMER RLSE button. NOTE
b. Open test. When the emergency hook release has been

used and a replacement squib (explosive car-
(1) CARGO HOOK EMERG REL tridge) is not available, the hook can not be
switch - OPEN. used until the explosive device is replaced,
since the hook load beam will not close and
(2) Pilot’s HOOK EMER REL button - lock.
Press and hold.
Emergency release of an external cargo load is done by
(3) CARGO HOOK TEST light - On.
an electrically-fired explosive cartridge, initiated from ei-
(4) HOOK EMER REL button - Release. ther of the collective stick grip switches, marked HOOK
TEST light off. EMER REL, or the crewman’s cargo hook control pen-
dant, marked EMER RLSE. The emergency release is used
(5) Repeat steps (2) through (4) for copi- when the electrical and manual releases are inoperative,
lot’s HOOK EMER REL button, and and the load must be jettisoned. With the CARGO HOOK
crewmember’s cargo hook control EMERG REL switch at NORM, power will be applied to
pendant EMER RLSE button. the emergency release switch. Pressing the switch applies
28 vdc to the explosive cartridge, producing a high gas
3. CARGO HOOK EMERG REL switch - pressure to drive a piston in the lock assembly, releasing
NORM. If the cargo hook is not to be used the load arm lock. The weight of the load will cause the
4-45
TM 1-1520-237-10
load arm to open. Once the emergency release is used, the 2. CARGO HOOK ARMING switch -
hook will remain open and the CARGO HOOK OPEN ARMED.
advisory light will remain on until the explosive cartridge
device is replaced. When the explosive cartridge device is 4.17.7 Emergency Release Procedure.
replaced the load arm will close, the light will go off, and
the emergency release mode is returned to operation. Power Pilot or copilot HOOK EMER REL or crew-
to operate the emergency release system is from the dc man’s control pendant EMER RLSE - Press.
essential bus through a circuit breaker, marked CARGO
HOOK EMER. 4.17.8 In-flight Procedures.
4.17.5 Preflight. When cargo hook loads are to be car-

ried, checks within this paragraph and procedures of para- CAUTION
graphs 4.17.6, 4.17.7, 4.17.8 and 4.17.9 apply.
1. Cargo hook - Check condition, security and ex- Cargo suspended from the cargo hook
plosive cartridge installed. should not be over a 30° cone angle. To
prevent damage to the cargo hook keeper,
2. Emergency release system - Check. (Go to the pilot shall use extreme care to prevent
paragraph 4.17.4.) placing load pressure on the keeper.
3. Manual release - Check. (Go to paragraph CARGO HOOK ARMING switch - As required.
4.17.3.3.) ARMED for low altitude/low airspeed. SAFE at cruise al-
titude and airspeed.
4.17.6 Before Takeoff. 4.17.9 Before Landing.
1. CARGO HOOK EMERG REL switch - CARGO HOOK ARMING switch -
NORM. ARMED.
4-46
TM 1-1520-237-10
Section IV MISSION FLEXIBLE SYSTEMS
4.18 MISSION READINESS CIRCUIT BREAKER eration in mid-travel. Cable over travel
PANEL. should not exceed ten feet.
The mission readiness circuit breaker panel (Figure

2-20) is on the No. 1 electrical junction box in the cabin, CONTROL/ FUNCTION
and contains all required circuit breakers for mission equip- INDICATOR
ment.
BOOM switch Swings hoist boom in or out from
4.19 RESCUE HOIST SYSTEM KIT. cockpit.
OFF Static position, removes electrical
The high performance, two speed rescue hoist (Figure
power from hoist boom positioning
4-25) is post-mounted in the cabin on the right side of the
motor.
helicopter when installed. The hoist system consists of
modular components, electrically-driven and electronically- IN Provides power to boom motor to
controlled, to provide maximum lift capacities of 300 position boom inboard from
pounds at 0 to 250 feet-per-minute and 600 pounds at 0 to cockpit.
125 feet-per-minute. The heaviest weight that may be sus-
pended from the hoist is 600 pounds. A speed mode switch OUT Provides power to boom motor to
at the back of rescue hoist control panel assembly on the position boom outboard from
hoist support assembly, provides a selection of either cockpit.
SLOW speed (0 to 125 feet-per-minute), or FAST speed (0 MASTER switch Selects control point for hoist
to 250 feet-per-minute). The hoist motor mounted at the top operation.
of the pole provides selectable 125 or 250 feet-per-minute
reel-in and reel-out drive of a 250-foot hoist cable. A fail OFF Disconnects all electrical power
safe mechanism limits the induced loading to the hoist to from hoist operating controls.
1200 pounds at all times. A continuously running circulat-
ON Provides power to both cockpit
ing fan cools the hoist motor. The hoist is controlled
controls and crewman’s pendant for
through a lower console mounted RESCUE HOIST CON-
hoist operation.
TROL panel and/or crewman’s control pendant grip in the
cabin. A hoist cable cutter system is used to cut the hoist CABLE Provide cable up or down control
cable in case of emergency, by exploding a squib-actuated from cockpit.
cable-cutter. The cut cable then drops free of the hoist
boom. Power to operate the rescue hoist system is from the OFF Static position, removes electrical
No. 2 dc primary bus through a circuit breaker on the mis- power from hoist reel motor for
sion readiness circuit breaker panel, marked RESQ HST cockpit operation.
CONTROL. Power for the cable cutter system is from the UP Provides power to hoist reel motor
dc essential bus through a circuit breaker, marked HOIST to reel in cable operation from
CABLE SHEAR. Refer to Table 2-4 for servicing. cockpit at 250 feet-per-minute
only.
4.19.1 Controls and Function. The RESCUE HOIST
CONTROL panel (Figure 4-25) has all necessary controls DOWN Provides power to hoist reel motor
for operating the hoist from the cockpit, and contains the to reel out cable operation from
system MASTER switch, controlling ON or OFF for both cockpit at 250 feet-per-minute
cockpit and cabin. The hoist will respond to the first control only.
signal received. SQUIB switch Selects either TEST or NORM
operation.
NOTE
TEST Checks condition of CABLE
During hoist operation, over travel of the SHEAR circuit through squib to
cable assembly may occur in the extended indicate circuit is complete.
mode of operation after stopping hoist op-
4-47
TM 1-1520-237-10
CONTROL/ FUNCTION control in the cabin. The pendant grip is connected to the
INDICATOR control box by a cable connector. The control pendant con-
tains three switches and two caution/warning lights:
NORM Places squib circuit in a ready for HOIST cable control, BOOM positioning, and ICS
fire condition. switches; OVERTEMP and cable 10-foot CAUTION
IND Lights when test of CABLE lights. The HOIST control is a directional and variable
SHEAR circuit through squib is speed spring loaded to center switch, with marked positions
good. of OFF, UP and DOWN. As the switch is moved further
away from OFF, the hoist speed increases in the marked
CABLE SHEAR Controls cable cutter firing circuit. direction. When the switch is released the hoist will stop.
switch The BOOM position switch, with marked positions OUT
and IN, operates in the same manner as the HOIST switch,
FIRE Directs electrical power to cable
except the boom moves in or out at a single speed. Two
cutter squib for shearing hoist
lights are installed on the crewman’s control pendant. They
cable.
are: The 10-foot CAUTION light to warn the crewman
SAFE Removes electrical power from whenever the hoist cable is 10 feet or less from the all stop
cable cutter circuit. limits. A red OVERTEMP light that warns the crewman of
an overtemperature condition in either the hoist lubrication
systems or the hoist motor. Whenever the OVERTEMP
4.19.2 Boom Assembly Module. The boom assembly light is on, the hoist should be allowed to cool down until
module consists of the boom structure boom head, up limit the light goes off. The ICS control switch, on the front of
switch, cable-cut device, and a cable guide, all installed in the pendant, provides the operator with inter-helicopter
the boom. The boom head is allowed to swivel 65° above communication.
the boom cable and 30° from side-to-side and guide the
cable to wrap or unwrap from a 30° cone angle. The upper 4.19.5 Cable Shear System. A cable shear feature re-
limits of cable control includes an automatic means for de- leases a rescue hoist load in case of an emergency. The
celerating the cable to 67 feet-per-minute cable speed. At 8 system consists of a squib-actuated cable cutter, a CABLE
to 10 feet below the boom head, a caution light on the SHEAR switch on the pilot’s control panel and a shear
crewman’s control pendant marked CAUTION will go on. switch at the hoist assembly and a SQUIB test circuit. The
The cable will again decrease speed to 12 feet-per-minute cutter may be fired by the pilot or the copilot from the
at 12 to 18 inches below the boom head. SHEAR switch on the control panel (Figure 4-25) or by the
hoist operator using the CABLE-CUT switch on top of the
4.19.3 Limit Switches. Four limit switches are actuated control box. The SQUIB test circuit consists of a TEST-
by actuation assembly cams. They are: a down all stop, that NORM switch and a test good IND light. When the
actuates when 250 feet of cable is reeled out; a down limit SQUIB switch is at NORM and the SHEAR switch is
switch, that actuates at 247 feet, to provide deceleration; a placed to FIRE, electrical power is sent to the dual squib
10-foot caution switch that actuates when the hook is within for firing. The exploding cartridge then drives a cutter into
10 feet of the boom head or within 10 feet of the down the hoist cable and shears it. The rescue hoist cable shear
limit (240 feet); and an up deceleration switch, that actuates feature is operational whenever power is applied to the he-
when the cable hook is within 12 inches of the boom head. licopter. Once fired, a replacement cable cutter kit and cable
must be replaced. Power to operate the cable shear is pro-
4.19.4 Crewman’s Control Pendant Grip. The crew- vided from the dc essential bus, through a circuit breaker
man’s control pendant grip (Figure 4-25) is a hand-held marked HOIST CABLE SHEAR.
4-48 Change 7
TM 1-1520-237-10
4.19.6 Operation. hand motion to cable in direction opposite to oscillation.

For significant oscillation, stop reel-in, start reel-out or call
for pilot to lower aircraft.
WARNING
WARNING
It is the hoist operator’s responsibility to
assure that the hoist cable does not con-
tact any portion of the aircraft. The res- If the oscillation is not quickly stopped, it
cue hoist cable must be kept clear of all may become unmanageable. Reeling in an
parts of the aircraft and free from other oscillating load will only aggravate the
external obstacles when operating the motion.
hoist. Cable abrasion during hoist opera-
tions can lead to cable failure. If cable All crew should watch for shock loads, jerks, or snaps
contact or snagging occurs, interrupt that impart high loads on cable. If observed, hoisting should
hoist operations and inspect the cable for be interrupted and cable inspection undertaken to verify
damage in accordance with applicable integrity (no broken wires, unraveling, or kinks) before re-
procedures. If any broken wires, unravel- suming operations. Refer to TM 55-1680-320-23&P, high
ing, or kinks are observed, hoisting opera- performance rescue hoist assembly.
tions should be discontinued and the cable
replaced. 4.19.6.1 Preflight (If use is anticipated).
Reeling a kinked/damaged cable into the NOTE

hoist may cause a hoist jam condition
when reel-out is attempted, rendering For preflight PMCS, refer to TM 55-1680-
hoist inoperative. 320-13&P.
The hoist operator is responsible to maintain stability of 1. Check oil level:

the hoisted load by use of hoist controls, ICS calls to pilot,
and physical control of cable (hand or foot). For minor a. Release reaction arm and pivot hoist to op-
oscillation (linear or circular swing), stop reel-in, apply erating position.
Change 10 4-48.1/(4-48.2 Blank)

TM 1-1520-237-10
MASTER
SWITCH
A RESCUE HOIST CONTROL

CABLE SHEAR
BOOM MASTER
OFF ON
O
OUT IN F
A F FIRE
S
SQUIB H
CABLE E
UP TEST A
B O
F
R
F
DOWN IND NORM
SAFE
MISSION−READY CIRCUIT
BREAKER PANEL
FR C
ON OIL LEVEL
T SIGHT GAGE
HOIST
FIL BOOM
WI L TO MOTOR
T
FO H M C EN
−4 Ro O OBILTER
0 P G G
WI F D ERA A TF O F G
TH RA TI D L
SH IN ON EXRASS
EL A N B E 22
L D D LO 0
ON R EF W
AX ILL
T−
1
UP−LIMIT HELICOPTER
SWITCH POSITION
LEVER SWITCH
B SQUIB
KEEPER
HI
SPEED SP GH E
EE LAPSED
MODE D RESCUE
TIME
SWITCH HOOK
INDICATOR
F
D
L
SPOW CONTROL
EE BOX
FR D
ON
T HOIST
POST
E
D C
F 10 FOOT FIL
WARNING WI L TO
T
LIGHT
HO
IST FO H M IND
CA
OU UTIO
DO
−4 R OB ICA
0o OP IL TE
WN
T N
WI F D ERA A TF D L
TH RA TI D EV
OV SH IN ON EXR EL
BO IN
OM
ER
TE EL A N B E 22
MP L D D LO 0
ON R EF W
AX ILL
UP T−
1
AD
D
BOOM
POSITION OI
SWITCH LL
ICS EV
HOIST
SWITCH EL
POWER ON WINCH DR
INDICATOR CONTROL AIN
SWITCH T
CABLE NT ON
CUT O FR
SWITCH FR AA0370A
SA
Figure 4-25. Rescue Hoist Kit UH
Change 5 4-49
TM 1-1520-237-10
b. Check oil level in hoist and boom head.
c. Return hoist to stowed position and secure

reaction arm. WARNING
2. Check upper attachment (make sure hose clamp Hands must be kept off hoist boom during
is installed). operation to prevent hand entrapment
and injury.
3. Check lower attachment (mounting plates, pip
pins, and star plate). 4. Hoist operator - BOOM switch - OUT and then
IN.
4. Check position switch (positions 2 and 4).
5. RESCUE HOIST CONTROL panel - Rotate
5. Ensure hoist main power cable cannon plug is boom OUT; then IN, then OUT to test boom
safetied at junction box. operation.
6. Cable cut switches - Down and safetied. 6. Speed mode switch - HIGH.
7. Make sure metallic shorting strip is removed

from cable cut cannon plug.
WARNING
8. Cable cutter connector attached.
Rescue hoist cable is stiff and abrasive.
9. Check recovery devices are functional and Broken cable strands are sharp, therefore
complete. Make sure recovery devices are se- leather work gloves must be worn when-
cure. ever handling rescue hoist cables.
A crewmember must reel cable out from

10. Make sure crewmembers have proper personal
the boom head in line with the boom axis
equipment (safety harness, leather gloves, and
during the following test procedures. Care
proper visors).
must be taken not to pull the cable taut
around the cable guide/roller, since kink-
11. Hoist control circuit breaker - In (mission es-
ing of the cable might result. Avoid dam-
sential circuit breaker panel).
aging cable on rough surfaces, including
4.19.6.2 Rescue Hoist Squib Circuit Test. the ground.
1. SQUIB switch - Hold at TEST. 7. RESCUE HOIST CONTROL panel -

DOWN; lower cable hook until all cable is
2. SQUIB IND light - Check on. reeled out. The caution light should extinguish
after the first ten feet of cable is reeled out.
3. SQUIB switch - Release to NORM. SQUIB While reeling the cable out, push up on the ac-
IND light off. tuator arm to ensure proper operation of the up-
limit switch. Hoist shall stop running when up-
4.19.6.3 Boom Position and Hoist Cable Control limit switch is activated and resume operation
Operational Check. when actuator arm is released.
To position the rescue hoist inboard or outboard, do this: 8. RESCUE HOIST CONTROL panel - Reel in
cable and observe that cable speed slows when
1. MASTER switch - ON. caution light goes on (8 to 10 feet of cable out).
2. Hoist operator - Check power on indicator (blue 9. Boom up limit actuator arm - Push up on arm
light), check yellow caution light on control during reeling in to check that hoist stops run-
pendant is on, and cooling fan operating. ning when up limit switches are activated. Ob-
serve that cable slows when hook is 12 to 18
3. Check ICS switch on pendant. inches from full up position.
4-50 Change 10
TM 1-1520-237-10
10. Repeat steps 7. through 9., using control pen- auxiliary heater system consists of a heater control panel on
dant assembly. Check that cable speed can be the lower console replacing the retransmission control panel
regulated by control pendant from 0 to 250 fpm when the heater kit is installed (Figure 4-26), a blower and
when cable is reeled out beyond 10 feet. electrical heater unit in the transition section, a heater inlet
port on the cabin aft bulkhead (Figure 2-5), a temperature
11. Speed mode switch - LOW. Repeat steps 7. control located under the left gunner’s window, and ducting
through 9, using control pendant assembly. throughout the cabin. The auxiliary heater system is turned
Check that cable speed can be regulated by on from the cockpit by a switch, marked OFF-ON-RESET
control pendant from 0 to 125 fpm when cable on the AUX CABIN HEATER control panel. With both
is reeled out beyond 10 feet. main generators operating and AUX CABIN HEATER
switch ON, the HTR ON light on the control panel will go
on indicating that power is applied through the heater con-
CAUTION trol relay to the duct temperature sensor and to the blower
motor and cabin heater elements. If a heater unit overheats,
an element thermostat circuit will automatically open, caus-
Make sure hoist cable is completely up, to ing the heater to shut off. When the element cools, the
prevent cable wear between cable and AUX CABIN HEATER switch must be momentarily
hook assembly. placed at RESET to restore the system. A heater outlet
duct cycling thermostat is also provided at the air outlet
12. BOOM switch - Rotate boom in to stowed po- side of the heater. If duct temperature exceeds 82° 6 8°C,
sition. the temperature sensor contacts will open, temporarily in-
terrupting power to the heater elements. On decreasing
4.19.7 Stopping Procedure. temperature, the contacts will automatically reset to closed
at 77° 6 8°C to restore power. A redundant duct overheat
MASTER switch - As desired. sensor/shutoff switch is installed next to the duct cycling
thermostat to shut off power to the heater elements if the
4.20 AUXILIARY ELECTRICAL CABIN HEATER. delivered air flow temperature exceeds 99° 6 8°C due to
(ON HELICOPTERS EQUIPPED WITH AUXILIARY heater cycling sensor failure. Sensor switch contacts reset
CABIN HEATER KIT.) closed on decreasing temperature. However, the cockpit
heater panel switch must be momentarily placed at RESET
A 55,000 BTU/hr electrical auxiliary cabin heater is in- to restart system operation. Heated air is carried through the
stalled in the transition section to provide an increase in cabin via ducts along each side of the cabin at the ceiling.
cabin temperature in extremely cold environments. The
Change 10 4-50.1/(4-50.2 Blank)

TM 1-1520-237-10
ports on the tanks. Control of the system is provided by a

control panel on the lower console. Power to operate the
fuel transfer system is provided from the No. 1 dc primary
AUX CABIN HEATER bus through circuit breakers marked EXT FUEL LH, and
HTR HTR
NO. 1 XFER CONTROL and from the No. 2 dc primary
RESET ON INOP bus through circuit breakers marked EXT FUEL RH and
ON NO. 2 XFER CONTROL and from the No. 2 ac primary
bus through a circuit breaker marked AUX FUEL QTY on
OFF
the mission readiness circuit breaker panel.
(ON HELICOPTERS EQUIPPED WITH AUXILIARY CABIN HEATER)

4.22.1 External Extended Range Fuel Transfer
LOWER CONSOLE
Modes. Fuel can be transferred from external tanks to
main tanks in either of two modes, AUTO MODE or
MANUAL. AUTO (primary) transfers fuel automatically
AA0400 after switches are manipulated. Fuel transfer will be man-
SA
aged by the microprocessor as described in paragraph

Figure 4-26. Auxiliary Cabin Heater Control 4.22.6. The pilot need only occasionally monitor the AUX-
Panel ILIARY FUEL MANAGEMENT panel to ensure that
during AUTO MODE of fuel transfer, fuel in external
tanks is decreasing as it should. The second mode of trans-
Power to operate the auxiliary cabin heater elements is pro-
fer is the MANUAL XFR (secondary) mode. In the
vided from the No. 1 ac primary bus through the No. 1
MANUAL mode the pilot may replenish main tank fuel in
junction box and protected by current limiters. Blower
any quantity or frequency desired. Transfer must be initi-
power is provided from the No. 2 ac primary bus and pro-
ated by the pilot. The pilot must constantly monitor the fuel
tected by a circuit breaker, marked AUX HTR BLOWER.
quantity indicator in order to start and terminate transfer to
Control of both heater elements and blower is provided by
remain within CG limits. It is possible to transfer fuel from
power from the No. 1 dc primary bus through a circuit
any one tank while in MANUAL mode. Transfer is shut off
breaker, marked AUX HTR CONTROL. The auxiliary
by the pilot when the external tank low-level sensor signals
cabin heater will operate with APU power on and the
that the tank is empty. During manual transfer, at the illu-
backup pump off or with both generators on and the backup
mination of a tank EMPTY light, immediately switch from
pump off.
OUTBD to INBD or to manual transfer MODE OFF. Do
not wait for the NO FLOW light to illuminate. This will
4.21 ROTOR BLADE DEICE KIT.
preclude air from entering the fuel line and entering the
Refer to Chapter 2 for description and operation of the main tank. At the illumination of the TANK EMPTY cap-
blade deice kit. sule, 2.5 to 4.0 gallons of fuel remain in the tank. Sloshing
of the fuel will cause frequent illumination of the TANK
4.22 EXTERNAL EXTENDED RANGE FUEL SYS- EMPTY, NO FLOW, and AUX FUEL lights when the
TEM KIT. ERFS tank is in this condition.
The external extended range fuel system is supported by 4.22.2 External Extended Range Fuel System
the external stores support system extending horizontally Tanks. External extended range system contains two or
from each side of the fuselage aft of the cockpit doors. The four tanks suspended from supports outboard of the fuse-
230-gallon and 450-gallon jettisonable tanks may be sus- lage. The tanks contain baffles to prevent fuel sloshing.
pended from the vertical stores pylons (VSP). Removable Quick-disconnect valves are provided in external fuel and
fuel lines, bleed-air lines, valves, and electrical connectors bleed-air lines to provide seals when tanks are jettisoned or
are within the horizontal stores supports (HSS). A tank removed. If tanks are not installed cccc will be displayed in
pressurizing system, using bleed-air, transfers fuel to the the AUX FUEL QTY POUNDS display when OUTBD or
main tanks. Fuel lines carrying fuel to the No. 1 and No. 2 INBD is selected on the rotary fuel quantity selector. The
main fuel tanks contain check valves to prevent backflow. preferred location of the External Extended Range Fuel
The extended range system does not supply fuel directly to System (External ERFS) auxiliary fuel tank is the outboard
the engines but is used to replenish the main tanks. Servic- pylon. This facilitates ingress and egress of troops, loading
ing of the external tanks can be done only through fueling of cargo, and the use of the M60D door gun.
Change 10 4-51
TM 1-1520-237-10
4.22.3 Auxiliary Fuel Management Control Panel. CONTROL/ FUNCTION

The AUXILIARY FUEL MANAGEMENT control panel INDICATOR
(Figure 4-27) contains all controls for operating the exter-
nal extended range fuel system. Controls description is as MANUAL XFR
follows:
RIGHT ON Transfers from right tank used in
conjunction with MODE switch in
CONTROL/ FUNCTION MANUAL position of the pair
INDICATOR selected by TANKS select switch.
FUEL XFR Controls fuel management of OFF Interrupts transfer operation.
external extended range system.
LEFT ON Transfers from left tank of the pair
PRESS selected by TANKS select switch.
OUTBD ON Opens bleed-air valves to outboard OFF Interrupts transfer operation.

tanks for pressurization.
AUX FUEL QTY Indicates pounds of external fuel
OFF Closes bleed-air valves to tanks. POUNDS remaining in symmetrical pair of
tanks total of auxiliary tanks, self-
INBD ON Opens bleed-air valves to inboard test indication or failure codes.
tanks for pressurization. Displays K factors of flow meter.
OFF Closes bleed-air valves to tanks.
NOTE
TANKS INBD Selects fuel transfer valves from
inboard tanks for fuel transfer to Fuel tanks selector and quantity
main tanks; deselects outboard indicators are also used in
valves. conjunction with INCR-DECR
switch when initializing fuel
TANKS OUTBD Selects fuel transfer valves from quantity of tanks.
outboard tanks for fuel transfer to
main tanks; deselects inboard OUTBD Total pounds of fuel remaining in
valves. outboard pair of tanks.
MODE Selects AUTO-OFF-MANUAL INBD Total pounds of fuel remaining in

mode of fuel transfer from external inboard pair of tanks.
fuel tanks. TOTAL Pounds of fuel remaining in all
AUTO Automatically transfers fuel to external extended range tanks.
main tanks from selected external CAL Adjusts K factor of flow switch on
tanks, until empty sensor in each AUXILIARY FUEL
tank interrupts transfer. Transfer MANAGEMENT panel.
occurs in levels as shown under
fuel transfer sequence. When tanks INCR switch Increases setting of digital readout
are empty, NO FLOW and position to adjust for fuel remaining in tanks
EMPTY indicators and AUX selected by fuel tank selector.
FUEL caution light will be turned DECR switch Decreases setting of digital readout
on. position to adjust for fuel remaining in tanks
OFF Interrupts automatic or manual selected by fuel tank selector.
transfer mode of operation. STATUS button Resets AUX FUEL caution light
MANUAL Provides electrical path to and stores condition of NO FLOW
MANUAL XFR switch(es), which and EMPTY indicators.
allows transfer from selected
tank(s) until switch is moved to off.
4-52 Change 8
TM 1-1520-237-10

INDICATOR INDICATOR
TEST Checks display and indicator lights. NOTE
Performs memory checksum,
displays 8 sequentially in each Illumination of this capsule on the
digital display. Verifies that Fuel Management Panel will cause
temperature probe is connected; illumination of the AUX FUEL
verifies that flow meter is caution light and the MASTER
connected; performs trial CAUTION light. Pushing the
calculation based on a known STATUS button will reset the NO
temperature and flow meter input, FLOW, AUX FUEL and the
compares it with a known good MASTER CAUTION lights, but
value, and displays setting of fuel does not correct the no flow
density switch. At completion of condition.
test, GOOD or error code will be
FAIL Open in vent sensor line.
displayed (Table 4-3).
DEGRADED light Error in critical function has
occurred. Error code will be 4.22.4 External Extended Range Fuel Quantity In-
displayed as shown under TEST. dicating System. The AUX FUEL QTY POUNDS
Only E02 error will allow digital readout (Figure 4-27) displays the amount of fuel
microprocessor to clear failure code remaining. Fuel type is preset by switches in the AUXIL-
and regain fuel remaining IARY FUEL MANAGEMENT panel. Preset can only be
information by doing two self-tests. done when the helicopter weight is on the wheels. When
EXTERNAL measuring quantity, the readout is used in conjunction with
the rotary selector switch to select tank pair subtotal, or
*RIGHT NO Fuel flow does not exit from TOTAL remaining in all tanks. Fuel used is sensed from a
FLOW light selected right tank. common flow transmitter within the fuel line to the main
tanks. This amount is subtracted from the preset fuel quan-
*INBD EMPTY Right inboard tank fuel exhausted. tity input and is displayed on the digital readout as pounds
light remaining. A DEGRADED light will go on when a com-
plete failure has occurred in the microprocessor, or an error
*OUTBD Right outboard tank fuel exhausted.
condition is detected by the microprocessor, or when the
EMPTY light
temperature sensor has failed. Power for the fuel quantity
*LEFT NO Fuel flow does not exit from subsystem is provided from the No. 2 ac primary bus
FLOW light selected left tank. through a circuit breaker marked AUX FUEL QTY, on the
mission readiness circuit breaker panel.
*INBD EMPTY Left inboard tank fuel exhausted.
light
4.22.5 Auxiliary Fuel Management Control Panel
*OUTBD Left outboard tank fuel exhausted. Test.
EMPTY
light 1. TEST button - Press. Digits should display 8s,
VENT SENSOR Detects the presence of fuel on the all panel lights and DEGRADED and VENT
vent thermistor. SENSOR (FAIL and OVFL) lights should il-
luminate.
*OVFL Indicates fuel venting overboard.
Change 6 4-53
TM 1-1520-237-10
AUXILIARY FUEL MANAGEMENT

FUEL XFR
PRESS MANUAL XFR
A OUTBD
ON
INBD
ON
TANKS
INBD
MODE
AUTO
RIGHT
ON
LEFT
ON
O
F
F
OUTBD MANUAL OFF OFF
QTY
BRIGHTNESS
EXTERNAL
RIGHT LEFT
TEST STATUS
DECR INCR
NO NO
FLOW FLOW
AUX FUEL QTY

POUNDS
INCR
INBD INBD
9990
DECR EMPTY EMPTY

VENT
SENSOR
OUTBD INBD FAIL

DEGRADED
OVFL
OUTBD OUTBD
TOTAL CAL
EMPTY EMPTY
AA0665
SA
Figure 4-27. Auxiliary Fuel Management Control Panel
2. TEST button - Release. Digits should display number, disregarding the numbers to the
8s in sequence from left to right three times; 5 right of the decimal point.
seconds later, display GOOD or EO failure
code; 3 seconds later, display type fuel density, 5. INCR/DECR switch - Set calibration.
then fuel TOTAL.
6. Auxiliary fuel quantity switch - INBD.
3. Deleted.
7. INCR/DECR switch - Set inboard fuel quan-
4. Auxiliary fuel quantity switch - CAL. tity.
NOTE 8. Auxiliary fuel quantity switch - OUTBD.
CAL is the calibration value marked on the 9. INCR/DECR switch - Set outboard fuel quan-
fuel flow transmitter. Enter the four digit tity.
4-54 Change 10
TM 1-1520-237-10
10. Auxiliary fuel quantity switch move to TOTAL TOTAL AUXIL- TRANSFER TRANSFER
- Check. IARY FUEL RE- START WHEN STOP WHEN
MAINING ONE MAIN EACH MAIN
11. PRESS OUTBD and INBD switches - As de- (BASED ON FUEL TANK FUEL TANK
sired. JP-4 DENSITY) QUANTITY QUANTITY
LESS THAN MORE THAN
4.22.6 Fuel Transfer Sequence.
8840-7041 lbs 950 lbs 1000 lbs
7040-5001 lbs 750 lbs 1000 lbs
WARNING
5000-0 lbs 600 lbs 1000 lbs
FUEL BOOST PUMP CONTROL

switches shall remain on during external 4.22.7 External Extended Range Fuel Transfer
range fuel transfer and remain on for 10 Check.
minutes after PRESS switches are moved
NOTE
to OFF. Failure to observe this warning
may cause engine flameout.
When ambient temperature is below 4°C
(40°F), ESSS/ERFS shall not be turned off
after transfer check has been completed to
CAUTION
avoid potential for freeze-up of the pressure
regulator.
Fuel transfer sequence must be carefully 1. AIR SOURCE HEAT/START switch - ENG.
planned and executed in order to main-
tain CG within limits. 2. FUEL BOOST PUMP CONTROL switches -
Check ON.
Fuel transfer sequence shall be based on mission re-
quirement and center of gravity limitations. Automatic
transfer is started when the proper switches are manipulated
and fuel level is as shown below and external range tanks WARNING
internal pressure is increased enough to force fuel to the
main tanks. Transfer will continue until the main tank sig- FUEL BOOST PUMP CONTROL
nal conditioner provides a signal through the microproces- switches shall remain on during external
sor to stop fuel transfer. This cycle is done as required until range fuel transfer and remain on for 10
interrupted by placing the MODE switch to OFF or minutes after PRESS switches are moved
MANUAL or placing the PRESS switch OFF. Manual to OFF. Failure to observe this warning
transfer will be started on selection of MANUAL and ap- may cause engine flameout.
propriate switches, and external fuel tanks are bleed-air
pressurized to start fuel transfer from external tank(s) to 3. PRESS OUTBD and INBD switches - ON for
main tanks. Transfer will continue until tanks are full. They tanks installed.
will remain full as long as the manual mode remains en-
gaged. Manual transfer requires close monitoring of fuel 4. Fuel quantity switch - TOTAL.
level to initiate and stop transfer to remain within CG lim-
its. The automatic transfer sequence is as follows: 5. TANKS switch - OUTBD.
6. MODE switch - MANUAL.
Change 10 4-55
TM 1-1520-237-10
7. MANUAL XFR RIGHT switch - ON. 4.22.7.2 External Extended Range Fuel Transfer In
MANUAL Mode.
8. Main FUEL QTY TOTAL FUEL readout -
Check for increase of about 20 pounds. If AUTO mode is inoperative, transfer in MANUAL
mode as follows:
9. TANKS switch - Repeat steps 7 and 8 for
INBD, if installed.
CAUTION
10. MANUAL XFR RIGHT switch - OFF.
11. MANUAL XFR LEFT switch - ON. Monitor fuel transfer to remain within
CG limits and avoid asymmetric loading.
12. Repeat steps 8. and 9. for MANUAL XFR
LEFT. 1. AIR SOURCE HEAT/START switch - ENG.
13. MANUAL XFR LEFT switch - OFF. 2. FUEL BOOST PUMP CONTROL switches -
Check ON.
14. External extended range fuel system - Set as
desired. 3. PRESS OUTBD and INBD switches - ON for
tanks installed.
4.22.7.1 External Extended Range Fuel Transfer In
AUTO Mode. 4. MODE switch - MANUAL.
5. TANKS switch - OUTBD. Switch to INBD

NOTE after outboard tanks are empty.
If either main fuel quantity is below 1,000 6. MANUAL XFR switches RIGHT and LEFT
lbs., selecting the automatic mode may ini- - ON.
tiate a transfer sequence.
4.22.7.3 External Extended Range Fuel Flow Veri-
Allow sufficient time for tank pressurization fication In Manual Mode. If extended range without
(approximately 10 minutes for a half full landing is required and the aircraft is not equipped with an
230-gallon tank). ERFS fuel indicating system, verify fuel flow from each
tank as follows:
During transfer, periodically verify that NOTE

AUXILIARY FUEL MANAGEMENT
panel quantity is decreasing at a minimum Ensure main fuel tanks are not completely
of 40 pounds per minute, per tank pair. Fuel full.
transfer rate of less than 40 pounds per
minute may indicate reduced flow from one 1. AIR SOURCE HEAT/START switch - ENG.
or both tanks.
2. FUEL BOOST PUMP CONTROL switches -
1. AIR SOURCE HEAT/START switch - ENG. Check ON.
2. FUEL BOOST PUMP CONTROL switches - 3. PRESS OUTBD and INBD switches - ON for
Check ON. tanks installed.
3. PRESS OUTBD and INBD switches - ON for 4. MODE switch - MANUAL.

tanks installed.
5. TANKS switch - OUTBD. Switch to INBD
4. MODE switch - AUTO. after outboard tanks are empty.
5. TANKS switch - OUTBD. Switch to INBD 6. MANUAL XFR RIGHT switch - ON. Note
after outboard tanks are empty. the rate of decrease of the AUX FUEL QTY
4-56 Change 10
TM 1-1520-237-10
POUNDS indicator. The normal transfer fuel 4.22A EXTERNAL AUXILIARY FUEL MANAGE-
flow rate per tank should be between 20 to 38 MENT SYSTEM. AFMS
pounds per minute.
The external extended range fuel system is supported by
7. MANUAL XFR RIGHT switch - OFF. the external stores support system. The 230-gallon and 450-
gallon jettisonable tanks may be suspended from the verti-
8. Repeat steps 6. and 7. for left tank. cal stores pylons (VSP). Removable fuel lines, bleed-air
Table 4-3. Extended Range Fuel System Degraded Operation Chart ERFS
SYSTEM FAILURE DEGRADED AUX FUEL DESCRIPTION OF
CODES AND LIGHT CAUTION DEGRADED OPERATION

INDICATIONS LIGHT
E01 MICROPROCESSOR ERROR

E03 FLOWMETER DISCONNECTED 1. AUTO XFR CAPABILITIES
E04 ERROR FUEL FLOW CIRCUITS ON ON REMAIN
E05 ERROR FUEL FLOW 2. DEFAULTS TO CURRENT XFR
COMPUTATION SCHEDULE
E06 MEMORY ERROR 3. PILOT MUST COMPUTE FUEL
USAGE
1. AUTO XFR CAPABILITIES
E02 TEMPERATURE SENSOR NOT REMAIN
CONNECTED OR OUT OF RANGE ON ON 2. PERFORMING TWO SELF-TESTS
WILL:
A. CLEAR FAILURE CODE AND
REGAIN FUEL REMAINING INFO
B. RESET AUX FUEL LIGHT
C. DEFAULT TO PRESELECTED
TEMP VALUE
1. AUTO XFR CAPABILITIES
LOSS OF REMAIN
DIGITAL READOUT ON ON 2. NO FLOW AND EMPTY
MONITORING INDICATIONS
REMAIN
3. PILOT MUST COMPUTE FUEL
USAGE
LOSS OF ONE MAIN TANK LEVEL
QUANTITY SENSOR OR LOSS OF OFF OFF NO DEGRADATION
ONE SIGNAL CONDITIONER INPUT
ON-IF FUEL AUX TANK FUEL TRANSFER
FAILED AUX TANK EMPTY SENSOR OFF TRANSFER SHUTOFF VALVE CLOSES.
PROVIDES FALSE EMPTY SIGNAL SELECTED PILOT SELECTING MANUAL
MODE REOPENS VALVE.
Change 4 4-57
TM 1-1520-237-10
lines, valves, and electrical connectors are within the hori- CONTROL/ FUNCTION
zontal stores supports (HSS). A tank pressurizing system, INDICATOR
using bleed-air, transfers fuel from the external tanks to the
main tanks. Fuel lines carrying fuel to the No. 1 and No. 2 OFF Closes bleed-air valves to tanks.
main fuel tanks contain check valves to prevent backflow.
XFER FROM
The external tanks are gravity refueled only. Control of the
system is provided by a auxiliary fuel management panel INBD Selects fuel transfer from inboard
(AFMP) located in the center of the instrument panel. Dim- tanks.
ming control for the AFMP panel lighting is provided by
the cockpit INST LT NON FLT rheostat on the upper OUTBD Selects fuel transfer from outboard
console. Dimming control for all fuel quantity displays and tanks.
annunciators on the AFMP is provided by the LIGHTED XFER MODE Selects AUTO-OFF-MAN mode
SWITCHES rheostat on the upper console only when the of fuel transfer from external fuel
caution/advisory panel is in the DIM mode. Power for the tanks.
auxiliary fuel management system is provided from the No.
2 dc primary bus through circuit breakers marked EXT AUTO Activates automatic fuel transfer.
FUEL RH and NO. 2 XFER CONTROL on the mission OFF Closes all fuel transfer valves.
readiness circuit breaker panel. Interrupts automatic or manual
transfer mode of operation.
4.22A.1 External Auxiliary Fuel Management Sys- Deactivates NO FLOW indicators.
tem. This system contains two or four tanks suspended
from supports outboard of the fuselage. The tanks contain MAN Selects manual transfer mode.
baffles to prevent fuel sloshing. Quick-disconnect valves Activates MAN XFER switches.
are provided in external fuel and bleed-air lines to provide MAN XFER
seals when tanks are jettisoned or removed. If tanks are not
installed, the fuel quantity display for the removed tank is LEFT Transfers from left inboard or
blank when the XFER MODE is OFF. When the XFER outboard tank.
MODE switch is in any other position, the removed tank
display will show NT. BOTH Transfers from both left and right
inboard or outboard tanks.
4.22A.2 Auxiliary Fuel Management Control Panel RIGHT Transfers from right inboard or
(AFMP). The AFMP (Figure 4-27.1) contains all controls outboard tank.
for operating the external extended range fuel system. Con-
AUX FUEL QTY
trols description is as follows:
LBS
L OUTBD Pounds of fuel remaining in the left
CONTROL/ FUNCTION outboard tank to the nearest 10 lbs.
INDICATOR
L INBD Pounds of fuel remaining in the left
PRESS switch Provides control of bleed air inboard tank to the nearest 10 lbs.
pressurization of auxiliary tanks.
R OUTBD Pounds of fuel remaining in the
PRESS right outboard tank to the nearest
10 lbs.
ALL Opens bleed-air valves to all
installed tanks for pressurization. R INBD Pounds of fuel remaining in the
right inboard tank to the nearest 10
OUTBD Opens bleed-air valves to outboard lbs.
INBD Opens bleed-air valves to inboard
4-58 Change 4
TM 1-1520-237-10
TEST /
AUX FUEL QTY LBS
RESET NO VENT VENT NO
FLOW FAIL OVFL FLOW
IMBAL
OUTBD INBD INBD OUTBD

EMPTY L EMPTY EMPTY R EMPTY
XFER MODE MAN XFER XFER FROM PRESS

AUTO LEFT INBD ALL
B
O OUTBD
O
F T
F H INBD
MAN RIGHT OUTBD OFF
AB0820
SA
Figure 4-27.1. Auxiliary Fuel Management Control Panel AFMS

INDICATOR INDICATOR
TEST/RESET On the ground (weight on wheels) - The NO FLOW condition must ex-
Activates the Initiated Built in Test ist for 5 seconds before the AUX
(IBIT) and conducts a lamp test of FUEL caution light and MASTER
all displays and indicator lights. CAUTION lights are activated.
System malfunctions are displayed
One of these indications will occur
from left to right in the fuel quan-
if a tank empty sensor fails (for re-
tity displays, using the error codes
lated tank).
(Table 4-4). Fuel quantity displays
return after the lamp test, if no er- vA false EMPTY light (tank shows
rors are identified. Acknowledges quantity greater than zero).
E04 through E07 error codes.
vA false NT fuel quantity indica-
In-flight (weight off wheels) - Re- tion (tank installed, AUTO or
sets AUX FUEL caution light and MAN mode selected).
MASTER CAUTION but does not
correct the condition. vA false 9blank9 fuel quantity indi-
cation (tank installed, XFER
NOTE MODE is OFF).
Illumination of annunciators on the vDegraded operation for the above
AFMP will activate AUX FUEL conditions: AUTO mode is dis-
caution light and MASTER CAU- abled, use MAN mode.
TION lights.
AUX FUEL QTY
LBS
Change 4 4-59
TM 1-1520-237-10
CONTROL/ FUNCTION The AUX FUEL QTY LB digital readout indicates

INDICATOR (Figure 4-27.1) the amount of fuel in each of the installed
external tanks in ten pound increments. A fuel probe in
*R NO FLOW No fuel flowing from right tank(s). each of the external tanks sends a signal to the AFMP pro-
light portional to the fuel level in the tank. The level of fuel at
the probe varies significantly with tank attitude. Aircraft
*R INBD EMPTY Right inboard tank fuel exhausted.
body pitch angle data from the copilot’s vertical gyro is
light
used by the AFMP so that the fuel quantity displayed in-
*R OUTBD Right outboard tank fuel exhausted. cludes compensation for angles between 10° nose down
EMPTY light and 1° nose up. E07 will result in a drop in AUX fuel
quantities for pitch down attitudes. A pitch up attitude may
*L NO FLOW No fuel flowing from left tank(s). result in a slight increase. The copilot’s attitude indicator
light will not indicate OFF if the E07 error code occurs due to
*L INBD EMPTY Left inboard tank fuel exhausted. failure of AFMP circuits external to the gyro. The pilot’s
light vertical gyro is not connected to the AFMP and therefore
not available for attitude compensation. Level flight pro-
*L OUTBD Left outboard tank fuel exhausted. vides most accurate fuel quantity. A filter is incorporated in
EMPTY light the AFMP software to minimize fuel quantity variations
NOTE due to fuel slosh during maneuvering flight.
EMPTY light will only activate NOTE

AUX FUEL caution light and
MASTER CAUTION lights when The AFMP may display fuel quantities of up
its tank is selected for transfer. to 150 pounds below the actual fuel quantity
per tank due to tank angle when the helicop-
If the EMPTY light is on for more
ter is on the ground.
than 10 seconds and the fuel quan-
tity display is greater than zero, the
A lateral imbalance is defined as any differ-
tank empty sensor has failed.
ence in fuel quantity readings between tank
VENT FAIL lights Vent sensor inoperative. pairs greater than 400 pounds. The crew
should not wait for the illumination of the
*VENT OVFL Indicates when AFMS detects the IMBAL light to begin correcting the lateral
lights presence of fuel in vent line. imbalance condition.
* IMBAL light Indicates a lateral imbalance of 400
to 680 pounds between fuel quan- The AFMP has three built in test (BIT) functions; power
tity indications for outboard tanks. up (PBIT), initiated (IBIT), and continuous (CBIT). PBIT
and IBIT are disabled in-flight by the WOW interlock. Cir-
cuits tested and related error codes are shown in Table 4-4.
4.22A.3 External Auxiliary Fuel Management PBIT is initiated when power is applied or reapplied to the
Quantity Indicating System. AFMS AFMP. IBIT is initiated by pressing the TEST/RESET
button for one second or more. CBIT is activated at the
completion of PBIT or IBIT and runs continuously.
NOTE
NOTE
Unmodified 230-gallon and 450-gallon tanks
are prohibited from use on helicopters modi- The transition from APU to main generators
fied for AFMS. Crews should visually in- during engine run up can cause the PBIT to
spect each tank identification plate to verify be initiated. The AFMP will display fuel
that only AFMS modified tanks are installed quantities once the PBIT functions are com-
on AFMS modified helicopters. pleted.
4-60 Change 10
TM 1-1520-237-10
4.22A.4 External Auxiliary Fuel Management Sys- If the IMBAL indicator illuminates, the
tem Modes of Operation. crew should verify selection of the heavy
tank and closely monitor the fuel quantity
4.22A.4.1 Automatic Mode Fuel Transfer. displays on the AFMP. No additional
warnings are provided by the AFMP or
caution advisory system if the crew selects
WARNING the wrong tank with the MAN XFER
switch.
FUEL BOOST PUMP CONTROL Manual transfer requires close monitoring of the main
switches shall remain on during external fuel quantity and AFMP fuel quantity displays to remain
range fuel transfer and remain on for 10 within CG limits and maintain lateral balance. Manual
minutes after PRESS switch is moved to mode is initiated by the pilot when the XFER MODE
OFF. Failure to observe this warning may switch is placed to MAN and external tanks are pressur-
cause engine flameout. ized. Fuel transfer will continue as long as MAN is se-
lected. The NO FLOW lights will randomly flicker as fuel
is transferred until the main fuel quantity reaches approxi-
CAUTION mately 2,300 pounds, unless the XFER MODE switch is
placed to OFF or AUTO. The NO FLOW condition re-
Monitor fuel transfer to remain within sults when the tank pressurization can no longer add fuel to
CG limits and avoid asymmetric loading. the tanks due to activation of the high level fuel shutoff
valves in the main tanks. Illumination of the EMPTY light
The fuel transfer sequence shall be based on mission alerts the pilot to change tank pairs using the XFER FROM
requirements and center of gravity limitations. Automatic switch, select another tank using the MAN XFER switch,
transfer is controlled by the AFMP sensing the No. 1 and 2 or place the XFER MODE switch to OFF. To avoid
main tank fuel quantities to start and stop fuel transfer. pumping air into the main tanks, do not wait for the NO
When AUTO mode is selected, transfer starts when the fuel FLOW light to illuminate. Sloshing of the fuel will cause
level in either main tank falls below 1,000 pounds, and the frequent illumination of the EMPTY light only when the
external tanks are pressurized. The NO FLOW lights may tank is selected for fuel transfer. Sloshing of fuel and acti-
flicker upon initiation of fuel transfer. The AFMP transfers vation of the fuel transfer valves using the XFER MODE
fuel from both tanks selected with the XFER FROM switch can cause flickering of the NO FLOW light; how-
switch regardless of the position of the MAN XFER ever the AUX FUEL and MASTER CAUTION will only
switch. Fuel transfer stops when the TOTAL FUEL quan- illuminate if the NO FLOW lights remain illuminated for
tity indicates 2,200 pounds or when the EMPTY light on more than 5 seconds. If lateral imbalance results during fuel
either tank or VENT OVFL light illuminates on the AFMP. transfer, the AFMP senses the imbalance and illuminates
the IMBAL light. The lateral imbalance can be resolved by
4.22A.4.2 Manual Mode Fuel Transfer. AFMS selecting fuel transfer from the heavy tank. The IMBAL
light illuminates with approximately 685 pound difference
between outboard tanks, and will remain illuminated until
the lateral imbalance is reduced below approximately 450
WARNING pound difference between outboard tanks.

switches shall remain on during external 4.22A.5 Auxiliary Fuel Management Control Panel
range fuel transfer and remain on for 10 - TEST. AFMS
minutes after PRESS switch is moved to
OFF. Failure to observe this warning may 1. AUX FUEL QTY digital readouts - Note cur-
cause engine flameout. rent reading.
2. TEST/RESET button - Press. All annunciators

CAUTION will light and E07 will be displayed, if test is
initiated within approximately one minute of
applying ac power. If E07 appears, press
Monitor fuel transfer to remain within TEST/RESET again. E07 should not appear
CG limits and avoid asymmetric loading. until test is finished.
Change 10 4-60.1
TM 1-1520-237-10
3. BIT indications - Check. Fuel quantity displays 10. XFER MODE switch - OFF.
will appear upon completion of BIT. The pitch
attitude sensor error E07 test has a 5 minute 11. External extended range fuel system - Set as
delay to allow the vertical gyro to obtain full desired.
operating speed.
4.22A.6.1 Fuel Transfer in AUTO Mode. AFMS
4. PRESS switch - As desired for tanks installed.
NOTE
4.22A.6 External Auxiliary Fuel Management Sys-
tem Fuel Transfer Check. AFMS
Allow sufficient time for tank pressurization
NOTE (approximately 10 minutes for a half full 230
gallon tank).
When ambient temperature is below 4° C
(39° F), ERFS/AFMS shall not be turned off During transfer, periodically verify the TO-
after transfer check has been completed to TAL FUEL quantity remains above 2,000
avoid potential freeze up of the pressure pounds and the selected tank pair remains in
regulator. balance. A decrease below 2,000 pounds on
the TOTAL FUEL quantity display or the
1. AIR SOURCE HEAT/START switch - ENG. generation of an imbalance in the AUTO
mode may indicate reduced flow from one
2. FUEL BOOST PUMP CONTROL switches - or both of the external tanks selected.
Check ON.
1. AIR SOURCE HEAT/START switch - ENG.
2. FUEL BOOST PUMP CONTROL switches -

WARNING Check ON.
3. PRESS switch - As required for tanks installed.

switches shall remain on during external
4. XFER FROM switch - OUTBD, then INBD.
range fuel transfer and remain on for 10
minutes after PRESS switch is moved to
5. XFER MODE switch - AUTO.
OFF. Failure to observe this warning may
cause engine flameout.
4.22A.6.2 Fuel Transfer in MANUAL Mode. AFMS
3. PRESS switch - As required for tanks installed. If the AUTO mode is inoperative or a lateral imbalance
greater than 400 pounds between tank pairs is identified,
4. XFER FROM switch - OUTBD. transfer in the MAN mode as follows:
5. MAN XFER switch - BOTH.

CAUTION
6. XFER MODE switch - MAN.
7. Main FUEL QTY TOTAL FUEL readout - Monitor fuel transfer to remain within
Check for increase of approximately 40 pounds CG limits and avoid asymmetric loading.
and AUX FUEL QTY LBS decrase 20 pounds
per tank. 1. AIR SOURCE HEAT/START switch - ENG.
8. XFER FROM switch - INBD if installed. 2. FUEL BOOST PUMP CONTROL switches -
Check ON.
9. Main FUEL QTY TOTAL FUEL readout -
Check for increase of approximately 40 pounds 3. PRESS switch - As required for tanks installed.
and AUX FUEL QTY LBS decrase 20 pounds
per tank. 4. XFER FROM switch - OUTBD, then INBD.
4-60.2 Change 10
TM 1-1520-237-10
5. MAN XFER switch - BOTH or select heavy lage strut support fittings for attaching two struts for each
tank to correct an imbalance. HSS. In addition to exterior components, fixed provisions
are: interior helicopter provisions, including electrical har-
6. XFER MODE switch - MAN. nesses, fuel lines, bleed-air lines, and circuit breakers.
4.23 EXTERNAL STORES SUPPORT SYSTEM 4.23.2 External Stores Removable Provisions. The
(ESSS). ES external stores removable subsystem extends horizontally
from each side of the helicopter at station 301.5, buttline
ESSS provides a means of carrying a variety of external 42.0. Extending below each horizontal stores support (HSS)
stores, including external extended range fuel tanks. The are two vertical stores pylons (VSP) and attaching ejector
ESSS consists of fixed and removable provisions. racks. The racks are used to attach fuel tanks or other ex-
ternal stores dispensers.
4.23.1 External Stores Fixed Provisions. Fixed pro-
visions are: upper fuselage fixed fittings for attaching the
horizontal stores support (HSS) subsystem, and lower fuse-
Table 4-4. Auxiliary Fuel Management System Fault Messages AFMS
SYSTEM FAILURE CODES AND/ DESCRIPTION OF

OR INDICATIONS DEGRADED OPERATIONS
E01 - AFMP microprocessor fail 1. E01-E03 error codes displayed continuously if failure
E02 - AFMP memory fail occurs during PBIT or IBIT on the ground (WOW only).
E03 - AFMP display fail 2. Only MAN mode for transfer is available.
E04 - AFMP tank gaging electronics failure 1. Error codes display during PBIT or IBIT if failure
E05 - Auxiliary tank probe (OPEN) occurs on the ground (WOW only).
E06 - Auxiliary tank probe (SHORT) 2. Acknowledge failure by pressing TEST/RESET
button and error code changes to the CBIT display (---)
or FP.
3. Manual mode only is available for the tank pair
selected. Fuel quantity must be calculated for the tank
with the failure.
(--- ) AFMP tank gaging electronics failure. 1. (--- ) is the failure indication for error code E04 and
FP - Auxiliary tank probe circuit failure (open or short). FP is the failure indication for E05 and E06 during
NF - No tank detected. CBIT on the ground or in flight or during PBIT or IBIT
on the ground after the crew acknowledges the error
using TEST/RESET.
2. Manual mode only is available for the tank pair with
the failure. Fuel quantity must be calculated for the tank
with the failure.
3. No tank detected by system, when that tank is
selected for transfer.
E07 - AFMP memory fail 1. May occur on the ground if IBIT is initiated within
approximately 1 minute of applying ac power to the
aircraft. Acknowledge E07 with the TEST/RESET
button.
2. If E07 is observed in flight or persists on the ground,
AUTO and MAN mode are available but the pitch
attitude correction defaults to a level attitude regardless
of flight condition.
Change 10 4-60.3
TM 1-1520-237-10
4.23.3 ESSS Side Position Lights. A position light is CONTROL FUNCTION

on each outboard end of HSS. Those lights use the power
source provided to operate the standard installed position
lights, colors are the same. Upon installation of the HSS, OFF Prevents jettison signal from going
the electrical connectors connected to the jumper plugs, to any stores station.
providing power for the standard position lights, are re-
moved and reconnected to the connectors from the HSS NOTE
position lights. Operation and power source for the ESSS *If fuel tanks are connected to the
position lights are the same as for the standard installed left, right, or both stores stations,
position lights. the BOTH mode of jettison is au-
tomatically selected even if the se-
4.23.4 External Stores Jettison Control Panel. The lector switch is at L or R.
jettison control panel (Figure 4-28) provides the capability
of phase jettison of all external stores or symmetrical jetti- INBD
son of fuel tanks. Interlock circuitry prevents jettison of
fuel tanks other than in pairs. Emergency jettison is com- L *Directs jettison signal to inboard
pletely independent of the primary jettison subsystem. left station.
R *Directs jettison signal to inboard
right station.
WARNING
BOTH Directs jettison signal to inboard
left and right stores stations.
The BRU-22A/A and MAU-40/A Ejector OUTBD
Rack CARTRIDGES are explosive de-
vices and must not be exposed to heat, L *Directs jettison signal to outboard
stray voltage or static electricity. Refer to left station.
TM 9-1300-206 for information concern-
ing handling and storage of ammunition. R *Direct jettison signal to outboard
right station.
The jettison control panel (Figure 4-28) contains all con- BOTH Directs jettison signal to outboard
trols for jettisoning external stores. Jettison controls are as left and right stores stations.
follows:
ALL Directs primary jettison signal to all
stores stations. Outboard stores will
CONTROL FUNCTION jettison and 1 second later inboard
stores will jettison.
EMER JETT ALL Applies 28 volts from essential dc JETT Applies 28 volts from primary dc
bus to all stores stations when the bus through the rotary selector
helicopter weight is off the wheels, switch to the selected stores station
regardless of the rotary selector if the weight is off the wheels and
switch. A 1-second time delay per- the selector switch is not OFF.
mits the outboard stations to jetti-
son before the inboard stations.
Rotary selector Determines which station receives
switch primary jettison signal.
4-60.4 Change 10
TM 1-1520-237-10
4.24 RAPPELING ROPE CONNECTORS.
STORES JETTISON
Rappeling rope connectors consist of four cabin ceiling
EMER
JETT tie down fittings.
ALL JETT
INBD OUTBD
BOTH BOTH 4.25 MEDICAL EVACUATION (MEDEVAC) KIT.
R R
L L
OFF ALL WARNING
Use of the medevac pedestal ambulatory

configuration for transport of personnel
other than patients or essential medical
AA0664
SA
personnel is prohibited.
Figure 4-28. Stores Jettison Control Panel ES A medevac kit consisting of a pedestal support assembly
and provisions for three rear-facing troop seats may be in-
stalled in the UH-60 helicopter (Figure 4-29) after remov-
4.23.5 Stores Jettison Control Operation.
ing the existing troop seats. The medevac pedestal assem-
bly, when installed, is directly below the main transmission.
The pedestal can be turned about a vertical axis. Litter sup-
CAUTION
ports are cantilevered from the pedestal. The litter supports
may be positioned to accept four to six litter patients, up to
six ambulatory patients or essential medical personnel, or
To prevent unintentional jettison of exter- combination thereof. The pedestal should be positioned
nal stores when the helicopter weight is along the longitudinal axis of the helicopter for flight, to
on the wheels, do not actuate any jettison provide maximum crash attenuation. The pedestal contains
switch. restraint belts for each litter, restraint lap belts for each
ambulatory occupant, eight individually operated lights for
The jettison system provides two modes of jettisoning the four-man litter configuration, provisions for eight 1000
external stores, primary and emergency. The primary sub- ml. intravenous fluid bags, and provisions for two size D
system uses the rotary selector switch and the JETT toggle oxygen bottles. Another feature of the medevac kit is a 115
switch. The emergency jettison subsystem uses only the vac, 60 Hz frequency converter to provide electrical power
EMER JETT ALL toggle switch. Primary jettison is used for use of standard hospital equipment. On missions not
when selective jettison is desired. The rotary switch is used requiring electrical power, the power pack may be left out.
to select the stores point for release, and the JETT toggle The three-man rear-facing seat provisions are in the for-
switch is used to actuate the release. Emergency jettison is ward portion of the cabin, and accommodate standard troop
used to release all external stores through one actuation of seats. The four man litter configuration allows rotation of
the EMER JETT ALL toggle switch, regardless of rotary the pedestal so that the litter patients can be loaded from
switch position. During primary (rotary switch ALL se- either side of the helicopter. The six-man litter configura-
lected) and emergency jettison, a 1-second delay is pro- tion also allows for side loading: however, the pedestal
vided after the outboard stores are released, before the in- must be rotated back to the locked position along the lon-
board stores will be released. When one pair of tanks is gitudinal axis of the helicopter after four litters are loaded.
jettisoned in a four tank system, cccc will appear on the Floor restraints are then installed to the cabin floor tiedown
AUX FUEL QTY POUNDS digital readout when the cor- studs on both sides of the pedestal. The last two litters are
responding fuel quantity position is selected. The fuel replaced on both sides of the pedestal between the floor re-
maining in the tanks jettisoned will be subtracted from the straints and secured. Only the upper supports are capable of
total displayed when TOTAL is selected. Power to operate being tilted for loading or unloading of the litters. Unload-
the primary jettison subsystem is from the No. 1 dc primary ing the patients is the reverse of loading. To convert to the
bus through circuit breakers marked ESSS JTSN INBD six-man ambulatory patient or essential medical personnel
and OUTBD. The emergency jettison subsystem is pow- configuration, the upper litter supports are folded down to
ered from the dc essential bus through circuit breakers accommodate three patients or essential medical personnel
marked ESSS JTSN INBD and OUTBD. seated side by side on either side of the pedestal. The mede-
Change 10 4-60.5
TM 1-1520-237-10
vac pedestal ambulatory configuration provides signifi- ward pedestal, until pivot shaft is fully inserted into pivot
cantly less crashworthiness capability (energy attenuation shaft hole on pedestal and handle lock is engaged.
and occupant restraint) than the troop seats.
(4) Repeat step (3) for other end of litter support.
4.25.1 Litter Support. Each litter support is attached to
the center pedestal by two end pivot shafts, (Figure 4-29) b. Upper Litter Support Installation.
and by two T-shaped fittings, which allows removal, inter-
change, or repositioning of the supports. Crashload absorp-
(1) Prepare support. Before installation, each center
tion works on the deformation principal. There are five
pivot pin must be unlocked and retracted, and the handle
pivot shaft support holes on the right and left side of the
disengaged from its retainer. End pivot handles must be in
center console at both ends. Behind the holes are support
disengaged position.
rollers for the pivot shafts. From top to bottom, the top hole
is provisions for the upper litter in the six-litter configura-
tion. The second hole is for the upper litter support of a (2) Tilt outer edge of litter support slightly down and
four-litter configuration. These end holes line up with a engage T-bars into split retention fittings at second support
central pivot shaft on the litter support. Only this litter po- hole from top of pedestal.
sition allows midposition pivoting for loading or unloading.
The third hole is for the center litter of the six-litter con- (3) Raise outer edge of litter support until support is
figuration. The fourth hole is used when installing the litter level.
support in the four-litter configuration. The third, fourth,
and fifth positions do not provide a tilt function. (4) Insert end pivot shaft into pedestal by pulling on
pivot shaft lever lock, and moving lever toward pedestal
4.25.2 Litter Lighting. Two litter lights are installed in until end pivot shaft engages partway in end pivot support
the pedestal at each litter (Figure 4-29). Each light contains hole.
a PUSH-ON, PUSH-OFF switch. The positioning of those
lights is adjustable. Power to operate the litter lights is from (5) Position center pivot shaft lock handle counter-
the No. 1 and No. 2 dc primary buses through circuit break- clockwise to horizontal.
ers on the mission readiness circuit breaker panel, marked
NO. 1 LTR LTS and NO. 2 LTR LTS. The lights are (6) Push center pivot shaft toward pedestal until shaft
operated from a split bus to provide one light at each litter is fully inserted into center pivot shaft hole. Opposite end
in case of a single dc primary bus failure. of litter support should be raised or lowered to help line up
center shaft on support with center hole on pedestal.
4.25.3 Litter Support Installation. The upper litter
supports are supported by a center pivot shaft and two end
(7) Turn center pivot lock lever clockwise to horizon-
pivot shafts, one at each end of the support (Figure 4-29).
tal.
To tilt the upper end of the support only for loading or
unloading of litter patients, the center shaft remains locked
to the pedestal and the end shafts are disengaged for sup- (8) Repeat step (4) for other end of litter support. Now
port pivoting. This system was designed to pivot about the slide both end pivot shafts in fully by moving pivot lever
center shaft. Although the supports may be pivoted at either lock handle to engage position.
end, more effort is required when the loaded litter is in-
stalled. To install the litter supports, do this: c. Litter Support Installation for Ambulatory Patient
Seating.
a. Lower Litter Support Installation.
(1) Prepare support as in b(1) above.
(1) Before installation, each center pivot shaft must be
retracted and unlocked. The center pivot shaft handle must (2) Engage T-bar on litter pan with split retention
be secured in the handle retainer. End pivot handles must brackets below support tilt stop brackets.
be in disengaged position.
(2) Engage T-bars on litter support with split retention (3) Position litter support at second from bottom litter
fittings at bottom of pedestal. support end pivot hole on pedestal.
(3) Line up end pivot shafts with holes. Disengage (4) Line up end pivot shafts with holes. Disengage
pivot shaft lever locks and move end pivot shaft lever to- pivot shaft lever lock and move pivot shaft lever toward
4-60.6 Change 10
TM 1-1520-237-10
UPPER TROOP SEATS 60 Hz FREQUENCY LITTER LIGHT CEILING LITTER RESTRAINT

SUPPORT CONVERTER (TYPICAL 8) SUPPORT BELTS (TYPICAL 8)
1
2
LITTER
3
TROOP
SEATS
TROOP SEATS
FLOOR PLATE
LITTER SUPPORT
(TYPICAL 4)
LITTER RESTRAINT
FLOOR BELT FITTING (TYPICAL 8)
SUPPORT
PLATE
END PIVOT SHAFT

LEVER (TYPICAL 8) AA0371_1
SA
Figure 4-29. Medevac and Seat System (Sheet 1 of 5)
pedestal, until pivot shaft is fully inserted into pivot shaft 4.25.6 Litter Loading and Unloading. Litters can be
hole on pedestal and handle lock is engaged. loaded and unloaded laterally, directly onto the litter sup-
ports, from either side of the helicopter. Whenever rescue
(5) Repeat step (3) for other end of litter support. hoist and medevac kit are installed simultaneously, the up-
per, right litter support should be removed from the aircraft.
4.25.4 Litter Support Removal. Removal of the litter The lower, right support may be stowed if not actually in
support is the reverse of installation. Before removal, any use. The lower right litter support shall be installed in the
litters on the support should be removed and belts unlocked. lowest position and used when transporting more than two
If IV or oxygen is installed, make certain hoses are not litter patients or when conducting hoist operations with a
tangled with supports, then proceed as required. stokes litter. Loading of a stokes litter patient may be fa-
cilitated by rotating the litter pedestal approximately 30 de-
4.25.5 Medevac Seats Installation. The seat installa- grees from the fly position. When returning the pedestal to
tion consists of three of the troop seats that were removed the fly position the aft right corner of the litter support must
for medevac system installation. Install required number of be lifted to prevent interference with the lower hoist mount
seats at station 271.0.
4-61
TM 1-1520-237-10
PRESSURE LOWER LITTER UPPER LITTER

GAGE IV BAGS IV BAGS
FLOW OXYGEN
GAGE TANK
OXYGEN
REGULATOR
OXYGEN TANK
SHUTOFF VALVE
H4
A IC636
OXYGEN LITTER
HUMIDIFIER TIEDOWN
STRAP
ROTATION
RELEASE
LOCK HANDLE
OXYGEN TANK
RESTRAINT STRAP
CENTER
PEDESTAL
TYPICAL IV/OXYGEN TANK INSTALLATION

(SAME AS OTHER END OF PEDESTAL)
OXYGEN TANK
OXYGEN REGULATOR
OXYGEN TANK
SHUTOFF VALVE OXYGEN TANK
RESTRAINT STRAP
FLOW GAGE
PRESSURE GAGE
AA0371_2
ALTERNATE OXYGEN REGULATOR INSTALLATION SA
4-62
TM 1-1520-237-10
UPPER SUPPORT PIVOT HOLE LITTER FEET

(PROVISIONAL 6 LITTER) WOOD STOPS
SUPPORT RESTRAINT
SPLIT GUIDE
UPPER SUPPORT END

SHAFT HOLE (4 LITTER)
LITTER SUPPORT
TILT STOP BRACKET
GUIDE PLATE
CENTER SUPPORT
END SHAFT HOLE
(PROVISIONAL)
LITTER SUPPORT
HOLE AMBULATORY
PATIENT SEAT LOWER LITTER SUPPORT
(EMERGENCY) RESTRAINT BELT
LOWER SUPPORT END SHAFT
HOLE (4 LITTER)
LITTER PIN IN LOAD UNLOAD (TILT) POSITION
(SAME AT OTHER SIDE OF PEDESTAL)
2
AA0371_3
SA
bracket. To load and unload litter patients, assuming the 3. Release lock handle while turning pedestal.
medevac kit is in the flight position (litters along longitu- Pedestal will automatically lock in a lateral po-
dinal axis), do this: sition for loading and unloading.
1. Both cabin doors - Open. 4. Release both litter support end pivot shaft on
upper litters. Disengage pivot lever locks and
2. Pedestal rotation lock release handle - Pull move levers away from pedestal. Hold support
handle and turn pedestal clockwise 90° (viewed with opposite hand. Release lever. End pivot
from above). On helicopters with extended ex- shafts should rest on fitting at hole. Litter sup-
ternal range fuel tanks installed, the pedestal port is now ready to be loaded from either side.
will rotate only 60° from center line for loading Select side desired. Move end pivot release le-
litter patients. ver about 1 inch more to compress the shaft
4-63
TM 1-1520-237-10
SUPPORT STOWAGE
STRAP IN USE
LITTER SUPPORT
STOWAGE STRAP
STOWED LITTER
SUPPORT
UPPER STOWAGE
ASSEMBLY
SUPPORT STOWAGE
STRAPS STOWED
STOWAGE
ASSEMBLY
PIN
LOWER STOWAGE
ASSEMBLY
LITTER SUPPORT STOWAGE
3
AA0371_4
SA
4-64
TM 1-1520-237-10
LEFT SIDE SHOWN RIGHT SIDE SHOWN

STOWAGE ASSEMBLY STOWED LITTER SUPPORTS STOWED
WITH CROSS STRAPS
AB0860
SA
Change 3 4-65
TM 1-1520-237-10
springs, which allows the shaft to clear the end General’s directives, and must have oxy-
guide and the litter support to be lowered at the gen regulators attached.
end. During the lowering, release pivot shaft
lever to allow pivot shaft spring to push shaft Provisions for IV bags and oxygen tanks are on the top
onto lower stop fitting. of the pedestal at each end. Four IV bags may be attached
to each IV/oxygen assembly (Figure 4-29). IV bag hooks at
5. Using two persons (one each side or end) -Place the outer end of the assembly are used for the lower litters
litter with patient on end of upper support and and the inner hooks are used for the upper litters. Eyelets at
push litter into position. Note that litter feet the top of the bag are placed on the IV hooks and the bags
must be trapped between wood stops on litter are hung downward. To prevent damage to IV bags, check
support. If three or more patients are to be clearance between transmission drip pan drain tube clamps
loaded, the upper supports must be loaded first. and installed IV bags. Flow adjustment and replacement
The reverse applies to unloading. will be done by the medical attendant. Oxygen tanks are
inserted into the assembly, bottom first. A restraint strap is
6. To tilt upper litter support end, pull shaft lever provided to prevent the tank from falling out during normal
lock and move lever away from pedestal at sup- maneuvering during flight. The strap is placed across the
port end which is being raised. Pivot litter sup- regulator in a manner and routed as shown in Figure 4-29,
port to level position until pivot shaft holes are to prevent the restraint strap from slipping. The strap ends
lined up with pivot shafts. Move levers toward are attached and drawn tight to keep the tank secure.
pedestal until shaft is fully inserted into shaft
holes and handle locks are engaged. 4.25.8 Litter Support Stowage.
7. Lower litters - Using two persons (one each
side or end) place litter with patient on end of
support and push litter into position. Note that WARNING
litter feet must be trapped between wood stops
on litter support.
Storage of the litter support in the upper
8. Litter straps - Extend straps (on pedestal) and level stowed position can be dangerous
engage in buckle on litter supports. Pull straps during a crash sequence due to the release
out uniformly to engage; partial pulling will re- of the litter support from the carousel.
quire complete retraction of the belt to disen- Advise storage in this manner be avoided.
gage belt lock. Maintain this litter support in the in-
stalled position or place in the back of the
9. Pedestal rotation lock handle - Pull and turn carousel in the ambulatory level if there
pedestal counterclockwise 90° (viewed from are no occupants along the aft bulkhead
above) into flight position (longitudinal axis), (Row 5).
and release handle.
The litter supports may be stowed along the center ped-
10. Cabin doors - Close. estal on each side, one above the other (Figure 4-29). Stow-
age brackets at each end of the pedestal provide lower sup-
11. Unloading is reverse of loading after litter port of the supports, and prevent the supports from moving
straps are removed and oxygen and IV tubes away from the pedestal. Web straps attached to rings are
are checked to make certain tangling will not used to hold the upper ends of the supports to the pedestal.
occur with litter or support. Pins are used to hold the stowage brackets in a stowed
position against the pedestal end. Two brackets are pro-
4.25.7 IV Bags and Oxygen Tanks Installation. vided for each litter support. The top support must be
stowed first, then the lower support. For reinstallation the
sequence is reversed.
CAUTION
1. Lower the stowage support arm to the horizon-
tal position and insert the support arm stowage
The pilot must be advised when oxygen is pin through the support arm and into the center
on board, its use must be per the Surgeon pedestal.
4-66 Change 7
TM 1-1520-237-10
NOTE designed to be physically compatible with both HIRSS and

non-HIRSS helicopters with the T-62T-40-1 series 200/300
Improper positioning of the support arm APU installations only. The kit consists of three categories
stowage pin reduces the holding capability of removable components:
of the support arm, which may cause the
support arm to shear its pivot bolt during a a. Air particle separator assembly.
hard landing or aircraft mishap.
b. APU modification kit - Parts required to modify the
2. Place the litter pan in the stowed position, with APU to accept the separator assembly.
the top of the litter pan against the center ped-
estal and the pivot support arm properly c. Airframe provisions - Parts required to install the
stowed. separator assembly and provide bleed air supply and scav-
enge exhaust provisions.
3. Secure the litter pan to the center pedestal by
routing the opposite side web strap around the 4.27 SNOW SKIS.
upper portion of the litter pan handle. Secure
the metal clasp to the metal ring and tighten the Landing gear skis are constructed of fiberglass-
web strap. (Use of the opposite side web strap reinforced plastic, and attached to the landing gear axle.
will reduce excess movement of the litter pan The skis have spring cylinders and check cables to retain
while stowed). the ski in a 5° nose up attitude during flight.
4. If only one upper litter pan is to be stowed, as

in step 3, additional security may be added by CAUTION
routing the same side web strap around the
lower portion of the litter pan handle and fas-
tening the web strap. Installation of skis requires removal of
landing gear wire cutters and severely de-
grades the aircraft wire strike capability.
CAUTION Upon removal of skis, wire strike hard-
ware shall be reinstalled, restoring air-
craft to standard configuration prior to
Do not store equipment between the next flight.
stowed litter pan and the center pedestal.
Cockpit entry/exit paths are partially re-
5. The lower litter pan will be stowed in the same stricted by the main skis making cockpit
manner as in steps 1 through 3. The same side entry/exit slightly more difficult. Addi-
web strap may be used to secure the lower por- tionally, the cabin entry/exit doors are
tion of the litter pan as in step 4 if only one partially restricted making the loading/
lower litter is to be stowed. unloading of cargo slightly more difficult.
6. Removal of stowed litter pans is accomplished NOTE

in the reverse order of steps 1 through 4.
The hinged main gear ski shall only be used
4.26 APU INLET PARTICLE SEPARATOR (IPS) KIT on the right landing gear of helicopters
(HELICOPTERS WITH IPS KIT INSTALLED). equipped with rescue hoists. The hinged ski
is equipped with a retraction cable. This
The APU IPS Kit provides APU inlet air filtration via a cable may be removed if it interferes with
centrifugal particle separator unit. The separator is attached the hoist, or other equipment, and alternative
to the APU radial inlet housing and provides for collection retraction methods, such as a gaff, may be
and overboard exhausting of scavenge particles. The pas- used.
sive separator operation employs APU bleed air to drive an
ejector pump used for particle scavenging. The IPS kit is

TM 1-1520-237-10
CHAPTER 5
OPERATING LIMITS AND RESTRICTIONS
Section I GENERAL
5.1 PURPOSE. restrictions for UH-60L helicopters 96-

26723 and subsequent.
This chapter identifies or refers to all important operat-
ing limits and restrictions that shall be observed during 5.3 EXCEEDING OPERATIONAL LIMITS.
ground and flight operations.
Any time an operational limit is exceeded an appropriate
5.2 GENERAL. entry shall be made on DA Form 2408-13-1. Entry shall
state what limit or limits were exceeded, range, time be-
The operating limitations set forth in this chapter are the yond limits, and any additional data that would aid mainte-
direct results of design analysis, tests, and operating expe- nance personnel in the maintenance action that may be re-
riences. Compliance with these limits will allow the pilot to quired. The helicopter shall not be flown until corrective
safely perform the assigned missions and to derive maxi- action is taken.
mum use from the aircraft.
5.4 MINIMUM CREW REQUIREMENTS.
NOTE
The minimum crew required to fly the helicopter is two
EH See current Interim Statement of Airwor- pilots. Additional crewmembers as required will be added
thiness Qualification for operating limits and at the discretion of the commander, in accordance with per-
restrictions for EH-60A helicopters. tinent Department of the Army regulations.
See current Interim Statement of Airworthi-

ness Qualification for operating limits and
Change 6 5-1
TM 1-1520-237-10
Section II SYSTEM LIMITS
5.5 INSTRUMENT MARKING COLOR CODES. up to 120% RPM R are authorized for use by maintenance
test flight pilots during autorotational RPM checks.
NOTE
5.7 MAIN TRANSMISSION MODULE LIMITATIONS.
Instrument/color markings may differ from
actual limits. a. Oil pressure should remain steady during steady state
forward flight or in level hover. Momentary fluctuations in
Operating limitations are shown as side arrows or col- oil pressure may occur during transient maneuvers (i.e.
ored strips on the instrument face plate of engine, flight and hovering in gusty wind conditions), or when flying with
utility system instruments (Figures 5-1, 5-2, and 5-3). Those pitch attitudes above +6°. These types of oil pressure fluc-
readings are shown by ascending and descending columns tuations are acceptable, even when oil pressure drops into
of multicolor lights (red, yellow and green) measured the yellow range (below 30 psi). Oil pressure should remain
against vertical scales. RED markings indicate the limit steady and should be in the 45 to 55 psi range for the
above or below which continued operation is likely to cause UH-60A/EH-60A, and 45 to 60 psi range for the UH-60L,
damage or shorten component life. GREEN markings indi- to ensure that when fluctuations occur they remain in the
cate the safe or normal range of operation. YELLOW acceptable range as defined above. If oil pressure is not
markings indicate the range when special attention should steady during steady state forward flight or in a level hover,
be given to the operation covered by the instrument. or if oil pressure is steady but under 45 psi, make an entry
on Form 2408-13-1. Sudden pressure drop (more than 10
5.6 ROTOR LIMITATIONS. PSI) without fluctuation requires an entry on Form 2408-
13-1.
It is not abnormal to observe a % RPM 1 and 2 speed
split during autorotational descent when the engines are b. A demand for maximum power from engines with
fully decoupled from the main rotor. A speed increase of different engine torque factors (ETF) will cause a torque
one engine from 100% reference to 103% maximum can be split when the low ETF engine reaches TGT limiting. This
expected. During power recovery, it is normal for the en- torque split is normal. Under these circumstances, the high
gine operating above 100% RPM to lead the other engine. power engine may exceed the dual engine limit. (Example:
Refer to Figure 5-1 for limitations. #1 TRQ = 96% at TGT limiting, #2 TRQ is allowed to go
up to 104%. Total aircraft torque = (96%+104%)/2 =
5.6.1 Rotor Start and Stop Limits. Maximum wind 100%).
velocity for rotor start or stop is 45 knots from any direc-
tion. c. With transmission oil temperature operation in the
precautionary range, an entry should be made on DA Form
5.6.2 Rotor Speed Limitations. Refer to Figure 5-1 2408-13-1 except when hovering in adverse conditions de-
for rotor limitations. Power off (autorotation) rotor speeds scribed in Chapter 8 Desert and Hot Weather Operations.
5-2 Change 3
TM 1-1520-237-10
MAIN ROTOR % RPM MAIN ROTOR % RPM R

OVERSPEED TEST RTR OVERSPEED
* ** *** POWER ON
* 127%
1 R 2 TRANSIENT 101% − 107%
** 130 130
137%
CONTINUOUS 95% − 101%
120 120
*** 142%
TRANSIENT 91% − 95%
110 110
ENGINE % RPM 1−2
105 105
12−SECOND 105% − 107% POWER OFF (AUTOROTATION)
TRANSIENT 100 100
MAXIMUM 110%
TRANSIENT 101% − 105% 95 95
CONTINUOUS 95% − 101% 90 90
70 70 NORMAL 90% − 105%

30 30
0 0
AVOID OPERATIONS IN 20% − 40% 1 R 2
AND 60% − 90% RANGE EXCEPT
DURING START AND SHUTDOWN
FUEL
QTY
LB X 100
14
12
10
FUEL QUANTITY UH60A EH
8
NORMAL 200 − 1500 LBS 6
4
PRECAUTIONARY 0 − 200 LBS
2
0
1 2
TOTAL
FUEL
FUEL
QTY
LB X 100
14
FUEL QUANTITY UH−60L 12
10
NORMAL 200 − 1500 LBS
8
PRECAUTIONARY 0 − 200 LBS 6
LEGEND 2
0
RED 1 2
YELLOW
GREEN
MAIN
DIGITAL READOUT FUEL
AA8670_1B
SA
Figure 5-1. Instrument Markings (Sheet 1 of 2)
Change 10 5-3
TM 1-1520-237-10
0
20
250 S
T D
10
50 STAB
POS 0
A E
B G KIAS
10 LIMIT
O 20
200 F
F 30 0o 150
KNOTS 40 10o 100
DEG
100 DN
20o
30o
80
60
150 40o 45
AIRSPEED
MAXIMUM 193 KNOTS
REFER TO SECTION V FOR

ADDITIONAL AIRSPEED
LIMITATIONS AA8670_2A
SA
5-4
TM 1-1520-237-10
Ng
SPEED
% X 10
11
10
ENGINE Ng
9
10−SECOND 102% − 105%
8 TRANSIENT
7
30−MINUTE 99% − 102%
LIMIT
4 CONTINUOUS 0 − 99%
0
1 2
Ng
ENG OIL
TEMP PRESS
C X 10 PSI X 10
ENGINE OIL 18 13 ENGINE OIL
TEMPERATURE 11 PRESSURE 700
14 9
30−MINUTE LIMIT 135 − 150OC 12 8

CONTINUOUS 20 − 100
PSI*
CONTINUOUS −50 − 135 C
O
10 7
8 6
5
4 * 35 PSI MINIMUM AT 90% Ng AND ABOVE
4
0
3
2
−4
1
1 2 1 2
LEGEND
RED
YELLOW
GREEN
DIGITAL
READOUT AA8671_1A
SA
Figure 5-2. Instrument Markings (Sheet 1 of 2) 700
Change 10 5-5
TM 1-1520-237-10
% TRQ
ENGINE % TRQ
1 2 700
140 140
10−SECOND
120 120 TRANSIENT
DUAL−ENGINE 100% − 125%
100 100
SINGLE−ENGINE 110% − 135%
80 80
CONTINUOUS 0% − 110%
60 60 SINGLE−ENGINE
40 40
ONLY
20 20 CONTINUOUS 0% − 100%
DUAL−ENGINE
0 0
1 2
TGT
TEMP
O
C X 100
TURBINE GAS
9
TEMPERATURE
700 8
10−SECOND 850 − 886OC 7
TRANSIENT
6
O
START ABORT 850 C 5
LIMIT
4
2
30−MINUTE 775 − 850OC
LIMIT 0
1 2
NORMAL 538 − 775OC
TGT
XMSN
TEMP PRESS
O
C X 10 PSI X 10
19
16
MAIN TRANSMISSION 11
MAIN TRANSMISSION
OIL TEMPERATURE 12 OIL PRESSURE
UH60A EH 7
10
PRECAUTIONARY 105 − 120OC PRECAUTIONARY 65 − 130 PSI
6
8
CONTINUOUS −50 − 105 C
O
CONTINUOUS 30 − 65 PSI
5
6
IDLE AND 20 − 30 PSI
4 TRANSIENT
4
3
0
−4
0
AA8671_2C
SA
5-6 Change 10
TM 1-1520-237-10
% TRQ
ENGINE % TRQ
10−SECOND TRANSIENT
1 2
DUAL−ENGINE
140 140
ABOVE 80 KIAS 100% − 144%
120 120 80 KIAS OR BELOW 120% − 144%
100 100
80 80 SINGLE−ENGINE 135% − 144%
60 60
CONTINUOUS
40 40
SINGLE−ENGINE 0% − 135%
20 20
NOTE
0 0 DUAL−ENGINE
HELICOPTERS PRIOR TO S / N 91−26354 THAT 1 2 ABOVE 80 KIAS 0% − 100%
ARE NOT EQUIPPED WITH IMPROVED MAIN AT OR BELOW 80 KIAS 0% − 120%
ROTOR FLIGHT CONTROLS ARE FURTHER
RESTRICTED ABOVE 80 KIAS TO DUAL−
ENGINE CONTINUOUS TORQUE LIMITS
AS INDICATED BY A PLACARD ON THE
INSTRUMENT PANEL. SEE FIGURE 5−4.
TGT
TEMP
O
C X 100
TURBINE GAS
TEMPERATURE 9
10−SECOND 903 − 949OC 8

TRANSIENT
7
2.5−MINUTES 878 − 903OC
6
TRANSIENT
(CONTINGENCY 5
POWER)
4
START ABORT LIMIT 851OC
2
10−MINUTE 851 − 878OC
LIMIT 0
1 2
30−MINUTE 810 − 851OC
LIMIT
NORMAL 538 − 810OC

TGT
LEGEND
RED
YELLOW
GREEN
DIGITAL READOUT AA8672_1B
SA
Figure 5-3. Instrument Markings (Sheet 1 of 2) 701C
Change 10 5-7
TM 1-1520-237-10
ENG OIL
TEMP PRESS
O
C X 10 PSI
18 170
ENGINE OIL
PRESSURE
ENGINE OIL 14
TEMPERATURE 120 701C
100 5−MINUTE 100 − 120 PSI
12
90 LIMIT
30−MINUTE LIMIT 135 − 150OC
10 NORMAL OPERATION 26 − 100 PSI
70
CONTINUOUS − 50 − 135OC
8 IDLE 22 − 26 PSI
50
4 30
0
20
−4
12
1 2 1 2
XMSN
TEMP PRESS
O
C X 10 PSI
MAIN TRANSMISSION
190
16 OIL PRESSURE
110
MAIN TRANSMISSION 12
OIL TEMPERATURE PRECAUTIONARY 65 − 130 PSI
70
UH60L 10
CONTINUOUS 30 − 65 PSI
60
8
PRECAUTIONARY 105 − 140OC IDLE AND 20 − 30 PSI
50 TRANSIENT
CONTINUOUS − 50 − 105OC 6
40
4
30
0
−4
0
Ng
SPEED
% X 10
11
10
9 ENGINE Ng
8
10−SECOND 102% − 105%
TRANSIENT
7
30−MINUTE 99% − 102%

4 LIMIT
0
1 2 CONTINUOUS 0 − 99%
Ng AA8672_2C
SA
5-8 Change 10
TM 1-1520-237-10
Section III POWER LIMITS
5.8 ENGINE LIMITATIONS. tive start cycles. A 30-minute rest period is then required
before any additional starts.
5.8.1 Engine Power Limitations. 700 The limitations
which are presented in Figure 5-2, present absolute limita- c. At ambient temperatures above 15° up to 52°C (59°
tions, regardless of atmospheric conditions. For variations up to 126°F), two consecutive start cycles may be made. A
in power available with temperature and pressure altitude, 30-minute rest period is then required before any additional
refer to the TORQUE AVAILABLE charts in Chapter 7. start cycles.
5.8.2 Engine Power Limitations. 701C 5.9 PNEUMATIC SOURCE INLET LIMITS.
a. The limitations which are presented in Figure 5-3, The minimum ground-air source (pneumatic) required to
present absolute limitations regardless of atmospheric con- start the helicopter engines is 40 psig and 30 ppm at 149°C
ditions. For variations in power available with temperature (300°F). The maximum ground-air source to be applied to
and pressure altitude, refer to TORQUE AVAILABLE the helicopter is 50 psig at 249°C (480°F), measured at the
charts in Chapter 7A. external air connector on the fuselage.
b. Helicopters prior to S/N 91-26354 that are not 5.10 ENGINE START LIMITS.
equipped with improved main rotor flight controls are fur-
ther restricted above 80 KIAS to dual-engine continuous
torque limits as indicated by a placard on the instrument CAUTION
panel . See Figure 5-4.
5.8.3 Engine % RPM Limitations. Transient % RPM Engine start attempts at or above a pres-
1 or 2 operation in yellow range (101% to 105%) is not sure altitude of 18,000 feet 701C , or
recommended as good operating practice. However no 20,000 feet 700 could result in a Hot Start.
damage to either engine or drive train is incurred by opera-
tion within this range. Momentary transients above 107% Crossbleed starts shall not be attempted unless the anti-
Np are authorized for use by maintenance test pilots during ice light is off, and operating engine must be at 90% Ng
autorotational rpm checks. SPEED or above and rotor speed at 100% RPM R. When
attempting single-engine starts at pressure altitudes above
5.8.4 Engine Starter Limits. 14,000 feet, press the start switch with the ENG POWER
CONT lever OFF, until the maximum motoring speed
a. The pneumatic starter is capable of making the num- (about 24%) is reached, before going to IDLE. Engine
ber of consecutive start cycles listed below, when exposed starts using APU source may be attempted when within the
to the environmental conditions specified, with an interval range of FAT and pressure altitude of Figure 5-5.
of at least 60 seconds between the completion of one cycle
and the beginning of the next cycle. A starting cycle is the 5.11 ENGINE OVERSPEED CHECK LIMITATIONS.
interval from start initiation and acceleration of the com-
pressor, from zero rpm, to starter dropout. The 60-second Engine overspeed check in flight is prohibited. Engine
delay between start attempts applies when the first attempt overspeed checks, on the ground, are authorized by desig-
is aborted for any reason, and it applies regardless of the nated maintenance personnel only.
duration of the first attempt. If motoring is required for an
emergency, the 60-second delay does not apply. 5.12 FUEL LIMITATIONS.
b. At ambient temperatures of 15°C (59°F) and below, When using all fuel types, both fuel boost pumps shall
two consecutive start cycles may be made, followed by a be on and operational, otherwise engine flameout may re-
3-minute rest period, followed by two additional consecu- sult.
Change 6 5-9
TM 1-1520-237-10
UH−60L DUAL−ENGINE TORQUE LIMITS − % TORQUE
FAT, O C −20 −10 0 10 20 30 40 50 FAT, O C
20 60 58 56 53 51 49 48 46 20
18 66 63 61 59 56 54 52 50 18
PRESSURE ALT 1000 FT
PRESSURE ALT 1000 FT

16 72 69 66 64 61 59 57 55 16
14 79 75 73 70 67 65 62 60 14
12 86 82 79 76 73 70 68 66 12
10 93 89 85 83 80 77 74 71 10
8 97 93 90 86 83 81 77 8
6 97 93 90 87 83 6
5 100 97 93 90 87 5
4 97 94 91 4
3 100% TORQUE 2000 FT & BELOW 97 95 3
FAT, O C −20 −10 0 10 20 30 40 50 FAT, O C
HELICOPTERS PRIOR TO S / N 91−26354 NOT EQUIPPED WITH IMPROVED MAIN ROTOR FLIGHT CONTROLS.
AA1641A
SA
Figure 5-4. Dual-Engine Torque Limitations at Airspeeds Above 80 KIAS 701C
5-10
TM 1-1520-237-10
ENGINE START ENVELOPE
20
700 ALT LIMIT
18
701C ALT LIMIT SINGLE ENGINE
PRESSURE ALTITUDE ~ FEET X 1000

START LIMIT
16
EXAMPLE 14
WANTED 12
IF TWO−ENGINE START CAN BE
DONE AT 2900 FEET PRESSURE
ALTITUDE AND 16 OC 10
KNOWN 8
PRESSURE ALTITUDE = 2900 FEET
FREE−AIR TEMPERATURE = 16 OC
6
DUAL ENGINE
METHOD START LIMIT
4
ENTER CHART AT PRESSURE
ALTITUDE 2900 FEET
MOVE RIGHT TO INTERSECT
VERTICAL TEMPERATURE LINE. 2
IF LINES INTERSECT WITHIN DARK
SHADED AREA, TWO−ENGINE
START CAN BE DONE. 0
−60 −50 −40 −30 −20 −10 0 10 20 30 40 50 60
FREE−AIR TEMPERATURE ~ O C
AA0700A
SA
Figure 5-5. Engine Start Envelope
5-11
TM 1-1520-237-10
Section IV LOADING LIMITS
5.13 CENTER OF GRAVITY LIMITATIONS. 5. When operating at or above gross weights of 20,500
pounds, the seven lug wheel may experience lug failure
Center of gravity limits for the aircraft to which this resulting in flying debris during ground handling and/or
manual applies and instructions for computation of the cen- unexpected tire failure. The fourteen lug wheel shall be
ter of gravity are contained in Chapter 6. utilized when operating at or above gross weights of 20,500
pounds.
5.14 WEIGHT LIMITATIONS.
5.15 STOWAGE PROVISIONS.
AIRCRAFT MAXIMUM WEIGHT
Maximum capacity for each storage compartment is 125
pounds.
UH-60A 20,250
5.16 CABIN CEILING TIEDOWN FITTINGS.
EH-60A 20,250
UH-60A (see paragraph 1) 22,000 The four cabin ceiling tiedown fittings have a limited
load capability of 4,000 pounds.
EH-60A (see paragraph 1) 22,000
UH-60L 22,000 5.17 CARGO HOOK WEIGHT LIMITATION.
UH-60A/L with seven lug 20,500 For UH-60A aircraft, the maximum weight that may be
wheels (see paragraph 5) suspended from the cargo hook is limited to 8,000 pounds.
For UH-60L aircraft, the maximum weight that can be sus-
UH-60L External lift mis- 23,500 pended from the cargo hook is 9,000 pounds.
sion (see paragraph 3)
ESSS aircraft on ferry 24,500 NOTE
mission (see paragraph 2)
1. UH-60A and EH-60A maximum gross weight can be UH-60L aircraft prior to serial number 92-
extended from 20,250 pounds to 22,000 pounds only when 26421, will require an entry into DA Form
wedge mounted pitot-static probes and either/or MWO 55- 2408-13-1 following the first mission carry-
1520-237-50-58 or MWO 1-1520-237-50-73 are installed. ing an external cargo hook load exceeding
8,000 pounds.
2. Airworthiness release required.
5.18 RESCUE HOIST WEIGHT LIMITATIONS.
3. External lift missions above 22,000 pounds can only
be flown with cargo hook loads above 8,000 pounds and up The maximum weight that may be suspended from the
to 9,000 pounds. rescue hoist is 600 pounds.
4. Maximum weight is further limited by cargo floor

maximum capacity of 300 pounds per square foot. Refer to
Chapter 6.
5-12 Change 9
TM 1-1520-237-10
Section V AIRSPEED LIMITS
5.19 AIRSPEED OPERATING LIMITS. airspeed of 130 KIAS. With landing light extended, air-
speed is limited to 180 KIAS.
The airspeed operating limits charts (Figures 5-6, 5-7
and 5-8) define velocity never exceed (Vne) as a function (2) Searchlight. If use is required, the searchlight must
of altitude, temperature, and gross weight. The dashed lines be extended prior to reaching a maximum forward airspeed
represent the Mach limited airspeeds due to compressibility of 100 KIAS. With searchlight extended, airspeed is limited
effects. Additional airspeed limits not shown on the charts to 180 KIAS.
are:
i. VOL The maximum airspeed for autorotation shall
a. Maximum airspeed with external cargo hook loads be limited to 100 KIAS.
greater than 8,000 pounds and a corresponding gross weight
greater than 22,000 pounds will vary due to the external j. Maximum airspeed with skis installed is 155 KIAS.
load physical configuration, but shall not exceed 120 KIAS.
5.20 FLIGHT WITH CABIN DOOR(S)/WINDOW(S)
OPEN.
b. Maximum airspeed for one engine inoperative is 130
KIAS. The following airspeed limitations are for operating the
helicopter in forward flight with the cabin doors/window
c. Maximum airspeed for autorotation at a gross weight open:
of 16,825 pounds or less is 150 KIAS.
a. Cabin doors.
d. Maximum airspeed for autorotation at a gross weight
of greater than 16,825 pounds is 130 KIAS. (1) Cabin doors may be fully open up to 100 KIAS
with soundproofing installed aft of station 379.
e. Sideward/rearward flight limits. Hovering in winds
(2) Cabin doors may be fully open up to 145 KIAS
greater than 45 knots (35 knots with external ERFS) from
with soundproofing removed aft of station 379 or with
the sides or rear is prohibited. Sideward/rearward flight into
soundproofing secured properly.
the wind, when combined with windspeed, shall not exceed
45 knots (35 knots with external ERFS). (3) The doors will not be intentionally moved from the
fully open or closed position in flight. The cabin doors may
f. SAS inoperative airspeed limits: be opened or closed during hovering flight. The cabin doors
must be closed or fully opened and latched before forward
(1) One SAS inoperative - 170 KIAS. flight. Should the door inadvertently open in flight, it may
be secured fully open or closed.
(2) Two SAS inoperative - 150 KIAS.
b. Gunner’s window(s) may be fully open up to 170
(3) Two SAS inoperative in IMC - 140 KIAS. KIAS.
c. Cockpit doors sliding windows will not be opened or

g. Hydraulic system inoperative limits: closed during flight except during hover.
(1) One hydraulic system inoperative - 170 KIAS. d. Flight with cockpit door(s) removed is prohibited.
(2) Two hydraulic systems inoperative - 150 KIAS. e. VOL Flight with cabin door(s) open is not autho-
rized.
(3) Two hydraulic systems inoperative in IMC - 140
KIAS. 5.21 AIRSPEED LIMITATIONS FOLLOWING FAIL-
URE OF THE AUTOMATIC STABILATOR CON-
TROL SYSTEM.
h. Searchlight and landing light airspeed limits.
a. Manual control available. If the automatic stabilator
(1) Landing light. If use is required, the landing light control system fails in flight and operation cannot be re-
must be extended prior to reaching a maximum forward stored:
Change 9 5-13
TM 1-1520-237-10
AIRSPEED OPERATING LIMITATIONS

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

SA
Figure 5-6. Airspeed Operating Limits
5-14
TM 1-1520-237-10

AIRCRAFT WITH EXTERNAL STORES
SUPPORT SYSTEM INSTALLED
100% RPM R
−50
−40
20
00
FREE AIR TEMPERATURE ~ O C
0
−30
18
00
0
16
−20
00
PR
0
14
ES
00
SU 1
−10
0
12
RE 00
00
AL 0
0
0
TIT
0
80
UD
00
E~
10
60
FT
00
40
20 00
200
0
30
0
−2
00
0
40
50
70
24 500
23 00
24
20 000 LB
0
0
80
00
21 000
MAXIMUM INDICATED AIRSPEED ~ KNOTS
22
19 000
18 000
90
=
17 00
T
GH
0
16 000
EI
15 000
W
100
14 000
FAT
0
S
~ OC
00
OS
GR
110 −50
120
−40
ITS
130
LIM
CH
140 −30
MA
150
−20
160
170
180
−2 0 2 4 6 8 10 12 14 16 18 20 22
AA1251B
DENSITY ALTITUDE ~ 1000 FEET SA
Figure 5-7. Airspeed Operating Limits ES
5-15
TM 1-1520-237-10

AIRSPEED
OPERATING
VOLCANO MINE DESPENSING SYSTEM LIMITS
VOLCANO
WITH CANISTERS
100% RPM R
−60
−50
PRESSURE
20 ALTITUDE
−40
~ 1000 FT
18
FREE AIR TEMPERATURE ~OC
−30
16
−20 14
−10 12
10
0
8
10
6
20 4
2
30
0
40
−2
50
MAXIMUM INDICATED AIRSPEED (VNE) ~ KTS
60
70
GROSS 22
WEIGHT
80 ~ 1000 LB 20
18
90 16
14
100
−50
110
120 FAT
−40 ~ OC
130
T
IMI
C HL
140 MA
150
−2 0 2 4 6 8 10 12 14 16 18 20
AA9440
DENSITY ALTITUDE ~ 1000 FT SA
Figure 5-8. Airspeed Operating Limits VOL (Sheet 1 of 2)
5-16
TM 1-1520-237-10

AIRSPEED
OPERATING
VOLCANO MINE DESPENSING SYSTEM LIMITS
VOLCANO
WITHOUT CANISTERS
100% RPM R
−60
−50
PRESSURE
20 ALTITUDE
−40
~ 1000 FT
18
FREE AIR TEMPERATURE ~OC
−30
16
−20 14
−10 12
10
0
8
10
6
20 4
2
30
0
40
−2
50
60
MAXIMUM INDICATED AIRSPEED (VNE) ~ KTS
70
80
GROSS 22
WEIGHT
90 ~ 1000 LB 20
18
100
16
14 −50
110
120 FAT
−40 ~ OC
130
IT
IM
C HL
140 MA
150
160
−2 0 2 4 6 8 10 12 14 16 18 20
AA9441
DENSITY ALTITUDE ~ 1000 FT SA
Figure 5-8. Airspeed Operating Limits VOL (Sheet 2 of 2)
5-17
TM 1-1520-237-10
(1) The stabilator shall be set full down at speeds be- b. Manual control not available. The placard airspeed
low 40 KIAS. limits shall be observed as not-to-exceed speed (powered
flight and autorotation), except in no case shall the autoro-
(2) The stabilator shall be set at zero degrees at speeds tation limit exceed 120 KIAS.
above 40 KIAS.
(3) Autorotation airspeed shall be limited to 120 KIAS

at all gross weights.
5-18
TM 1-1520-237-10
Section VI MANEUVERING LIMITS
5.22 PROHIBITED MANEUVERS. ducing the angle of bank. Maneuvering flight which results
in severe blade stall and significant increase in 4 per rev
a. Hovering turns greater than 30° per second are pro- vibration is prohibited.
hibited. Intentional maneuvers beyond attitudes of 630° in
pitch or over 60° in roll are prohibited. 5.23.3.1 High Speed Yaw Maneuver Limitation.
Above 80 KIAS avoid abrupt, full pedal inputs to prevent
b. Simultaneous moving of both ENG POWER CONT excess tail rotor system loading.
levers to IDLE or OFF (throttle chop) in flight is prohib-
ited. 5.23.3.2 Limitations for Maneuvering With Sling
Loads. Maneuvering limitations with a sling load is lim-
c. Rearward ground taxi is prohibited. ited to a maximum of 30° angle of bank in forward flight
(Figure 5-10). Side flight is limited by bank angle and is
5.23 RESTRICTED MANEUVERS. decreased as airspeed increases. Rearward flight with sling
load is limited to 35 knots.
5.23.1 Manual Operation of the Stabilator. Manual
operation of the stabilator in flight is prohibited except as 5.23.3.3 Limitations for Maneuvering With Rescue
required by formal training and maintenance test flight re- Hoist Loads. Maneuvering limitations with a rescue hoist
quirements, or as alternate stabilator control in case the load is limited to maximum of 30° angle of bank in forward
AUTO mode malfunctions. flight (Figure 5-10). Side flight is limited by bank angle and
is decreased as airspeed is increased. Rearward flight with
5.23.2 Downwind Hovering. Prolonged rearward flight hoist load is limited to 35 knots. Rate of descent is limited
and downwind hovering are to be avoided to prevent accu- to 1,000 feet-per-minute.
mulation of exhaust fumes in the helicopter and heat dam-
age to windows on open cargo doors. 5.23.3.4 Bank Angle Limitation. Bank angles shall be
limited to 30° when a PRI SERVO PRESS caution light is
5.23.3 Maneuvering Limitations. on.
NOTE 5.24 LANDING GEAR LIMITATIONS.
Do not exceed a touchdown sink rate of 540 feet-per-

Maneuvers entered from a low power setting
minute on level terrain and 360 feet-per-minute on slopes
may result in transient droop of 5% RPM R
with gross weights of up to 16,825 pounds; above 16,825
or greater.
pounds gross weight 300 feet-per-minute on level terrain
and 180 feet-per-minute on slopes.
a. The maneuvering limits of the helicopter, other than
as limited by other paragraphs within this section, are al- 5.25 LANDING SPEED LIMITATIONS.
ways defined by main rotor blade stall. Stall has not been
encountered in one G flight up to the airspeeds shown in Maximum forward touchdown speed is limited to 60
chart Figure 5-6 for aircraft without ESSS installed and knots ground speed on level terrain.
Figure 5-7 for aircraft with ESSS installed.
5.26 SLOPE LANDING LIMITATIONS.
b. The blade stall chart (Figure 5-9) while not an air-
craft limitation, provides the level flight angle of bank at The following slope limitations apply regardless of gross
which blade stall will begin to occur as a function of air- weight or CG, with or without ESSS/ERFS.
speed, gross weight, pressure altitude and temperature.
When operating near blade stall, any increase in airspeed,
load factor (bank angle), turbulence, or abrupt control in- CAUTION
puts will increase the severity of the stall. Fully developed
stall will be accompanied by heavy four per rev vibration,
increasing torque, and loss of altitude. Recovery is always When performing slope landings with Ex-
accomplished by reducing the severity of the maneuver, ternal Extended Range Fuel System
that is by reducing collective, reducing airspeed, and/or re- Tanks, ensure tank to ground clearance.
Change 8 5-19
TM 1-1520-237-10
AIRSPEED FOR ONSET OF BLADE STALL

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

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

24.5
22
60
NOTE 20
WITH ESSS INSTALLED, REDUCE AIRSPEED
BY 6 KNOTS. 18
16
14
240 220 200 180 160 140 120 100 80 60 40
INDICATED AIRSPEED ~ KTS
AA1306A
SA
Figure 5-9. Airspeed for Onset of Blade Stall
5-20
TM 1-1520-237-10
NOTE conducted. A low-frequency oscillation may occur when

landing nose-down on a slope with the cyclic near the aft
Because of the flat profile of the main trans- stop.
mission and forward location of both trans-
mission oil pumps, transmission oil pressure
c. The main gearbox may be operated up to 30 minutes
will drop during nose-up slope operations.
at a time with pressure fluctuations when the helicopter is
At slope angle of 10° an indicated oil pres-
known to be at a nose-up attitude (i.e., slope landings or
sure of 30 to 35 psi is normal, and at a 15°
hover with extreme aft CG).
slope angle a pressure in the range of 10 to
15 psi is normal, due to pitching of the he-
licopter. d. When attempting a nose upslope landing at gross
weights in excess of 16,000 pounds with skis installed, the
a. 15° nose-up, right wheel up or left wheel upslope. parking brake may not hold the aircraft in position. The
The slope limitations shall be further reduced by 2° for pilot should be prepared to use the toe brakes.
every 5 knots of wind.
e. Slope landings with skis installed are limited to 10°
b. 6° nose downslope. Landing in downslope condi-
nose up and right wheel or left wheel upslope.
tions with tail winds greater than 15 knots shall not be
Change 9 5-21
TM 1-1520-237-10
SLING/RESCUE HOIST LOAD

MANEUVERING LIMITS
ANGLE OF BANK ~ O
RESCUE SLING
ANGLE OF BANK LIMITS HOIST LOAD
VNE FOR SLING LOAD
LIMITS LIMITS
UP TO 8,000 POUNDS
30
VNE FOR EXTERNAL CARGO
(SLING LOAD ENVELOPE) SLING LOADS ABOVE 8,000
20 POUNDS AND CORRESPONDING
AIRCRAFT GROSS WEIGHTS IN
EXCESS OF 22,000 POUNDS
DUE TO EXTERNAL CARGO
HOOK LOAD
0
40 20 0 20 40 60 80 100 120 140 KIAS
CROSSWIND
AND
SIDE FLIGHT
FORWARD FLIGHT
AA0668A
SA
Figure 5-10. Sling/Hoist Load Maneuvering Limitations
5-22
TM 1-1520-237-10
Section VII ENVIRONMENTAL RESTRICTIONS
5.27 FLIGHT IN INSTRUMENT METEOROLOGICAL of extreme low power requirements such as high rate of
CONDITIONS (IMC). descent (1900 fpm or greater), or ground operation below
100% RPM R, during icing conditions. The cabin heating
This aircraft is qualified for operation in instrument me- system should be turned off before initiating a high rate of
teorological conditions. descent.
5.28 FLIGHT IN ICING CONDITIONS. 5.30 BACKUP HYDRAULIC PUMP HOT WEATHER
LIMITATIONS.
a. When the ambient air temperature is 4°C (39°F) or
below and visible liquid moisture is present, icing may oc- During prolonged ground operation of the backup pump
cur. Icing severity is defined by the liquid water content using MIL-H-83282 or MIL-H-5606 with the rotor system
(LWC) of the outside air and measured in grams per cubic static, the backup pump is limited to the following
meter (g/m3). temperature/time/cooldown limits because of hydraulic
fluid overheating.
(1) Trace :LWC 0 to 0.25 g/m3
(2) Light :LWC 0.25 to 0.5 g/m3 FAT °C (°F) Operating Time Cooldown Time
(3) Moderate :LWC 0.5 to 1.0 g/m3 (Minutes) (Pump Off)
(4) Heavy :LWC greater than 1.0 g/m3 (Minutes)
-54° - 32° Unlimited --

b. Helicopters with the following equipment installed (-65° - 90°)
and operational are permitted to fly into trace or light icing
33° - 38° 24 72
conditions. Flight into light icing is not recommended with-
(91° - 100°)
out the blade deice kit. Flight into moderate icing shall
39° - 52° 16 48
comply with paragraph 5.28 c.
(102° - 126°)
(1) Windshield Anti-ice. 5.31 APU OPERATING LIMITATIONS.
(2) Pitot Heat. To prevent APU overheating, APU operation at ambient
temperature of 43°C (109°F) and above with engine and
(3) Engine Anti-ice. rotor operating, is limited to 30 minutes. With engine and
rotor not operating, the APU may be operated continuously
(4) Engine Inlet Anti-ice Modulating Valve. up to an ambient temperature of 51°C (124°F).
(5) Insulated Ambient Air Sensing Tube. 5.32 WINDSHIELD ANTI-ICE LIMITATIONS.
c. For flight into moderate icing conditions, all equip- Windshield anti-ice check shall not be done when FAT
ment in paragraph 5.28 b. and blade deice kit must be in- is over 27°C (80°F).
stalled and operational. Flight into heavy or severe icing is
prohibited. 5.33 TURBULENCE AND THUNDERSTORM OP-
ERATION.
d. Helicopters equipped with blade erosion kit are pro-
hibited from flight into icing conditions. a. Intentional flight into severe turbulence is prohibited.
5.29 ENGINE AND ENGINE INLET ANTI-ICE LIMI-

TATIONS. b. Intentional flight into thunderstorms is prohibited.
At engine power levels of 10% TRQ per engine and c. Intentional flight into turbulence with a sling load at-
below, full anti-ice capability cannot be provided, due to tached and an inoperative collective pitch control friction is
engine bleed limitations. Avoid operation under conditions prohibited.
Change 9 5-23
TM 1-1520-237-10
Section VIII OTHER LIMITATIONS
5.34 EXTERNAL EXTENDED RANGE FUEL SYS- c. VOL Jettisoning, if necessary, shall be accom-
TEM KIT CONFIGURATIONS. ES plished at airspeeds not to exceed 110 KIAS and rates of
descent not to exceed 500 fpm.
NOTE
5.36 ES USE OF M60D GUN(S) WITH ERFS KIT IN-
Flight with 450-gallon ERFS tanks is pro- STALLED.
hibited unless operating under an Airworthi-
ness Release from U. S. Army Aviation and Use of the M60D gun(s) is prohibited when external
Missile Command. ERFS tanks are installed on the outboard vertical stores
pylons, unless the external ERFS pintle mount stop is in-
The ERFS kit shall only be utilized in the following stalled. Use of the M60D gun(s) is prohibited when exter-
approved configurations: nal tanks are installed on the inboard vertical stores pylon.
5.37 GUST LOCK LIMITATIONS.

a. A 230-gallon tank installed on each inboard vertical
stores pylon.
b. A 230-gallon tank installed on each outboard vertical WARNING

stores pylon.
Before engine operations can be per-
c. Four 230-gallon tanks installed, one on each inboard formed with the gust lock engaged, all
and each outboard vertical stores pylon. main rotor tie downs shall be removed.
5.35 JETTISON LIMITS. a. Dual-engine operation with gust lock engaged is pro-
hibited.
a. ES The jettisoning of fuel tanks in other than an b. Single-engine operation with gust lock engaged will
emergency is prohibited.
be performed by authorized pilot(s) at IDLE only.
b. ES The recommended external fuel tank jettison en- c. Gust lock shall not be disengaged with engine run-
velope is shown in Table 5-1. ning.
Table 5-1. Recommended Emergency External Fuel Tank Jettison Envelope
RECOMMENDED EMERGENCY JETTISON ENVELOPE
AIRSPEED KIAS
0 TO 120 120 TO Vh
LEVEL FLIGHT NO
SLIP INDICATOR DISPLACED NO MORE THAN SIDESLIP
ONE BALL WIDTH LEFT OR RIGHT BALL
CENTERED
AIRSPEED KIAS
*JETTISON *JETTISON
80 90 100 110 120
DESCENT BELOW ABOVE
80 KIAS 1000 875 750 625 500 120 KIAS
NOT NOT
RECOMMENDED MAX RATE OF DESCENT RECOMMENDED
FT/MIN
*Not recommended because safe jettison at these conditions has not been verified by tests.
5-24 Change 10
TM 1-1520-237-10
5.38 MAINTENANCE OPERATIONAL CHECKS b. Use of GPS landing mode of CIS is prohibited under
(MOC). IMC.
Maintenance operational checks (MOC) will be accom- 5.41 USE OF SKIS.

plished in accordance with TM 1-1500-328-23.
Water buckets shall not be used when skis are installed.
5.39 USE OF AN/ARC-220() HF RADIO.
If installation of the AN/ARC-220() HF radio is not in

accordance with MWO 1-1520-237-50-76, an airworthiness
release from U. S. Army Aviation and Missile Command is
required.
5.40 USE OF AN/ASN-128B DOPPLER/GPS RA-

DIO.
a. The AN/ASN-128B shall not be used as the primary

source of navigation information for Instrument Flight Rule
(IFR) operations in controlled airspace.

TM 1-1520-237-10
CHAPTER 6
WEIGHT/BALANCE AND LOADING
Section I GENERAL
6.1 INTRODUCTION. 6.3 HELICOPTER COMPARTMENT AND STATION

DIAGRAM.
This chapter contains instructions and data to compute
any combination of weight and balance for this helicopter, Figure 6-1 shows the reference datum line that is 341.2
if basic weight and moment are known. inches forward of the centroid of the main rotor, the fuse-
lage stations, waterlines and buttlines. The fuselage is di-
6.2 CLASS. vided into compartments A through F. The equipment in
each compartment is listed on DD Form 365-1 (Chart A) in
Army helicopters defined in this manual are in Class 1 the individual aircraft weight and balance file.
EH and Class 2 UH . Additional directives governing
weight and balance of Class 1 and Class 2 aircraft forms
and records are contained in AR 95 series, TM 55-1500-
342-23, and DA PAM 738-751.
Change 6 6-1
TM 1-1520-237-10
130
BUTT LINES
120
110
100
90
80
70
60
50
40
30
20
10 BL
0 BL 0
10 0
20
30
40
50
60
70
80
90
100
110
120
130
0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800
STATIONS
COMPARTMENTS A B C D E F
STA
STA 732
341.2
350
WL
WL 324.7
315
300
WATER LINES
250
COCKPIT
WL FLOOR
215
200
STATIC
WL
206.7
GROUND LINE
STA STA STA STA
150 204 343 485
STA
398 644.6
CABIN FLOOR STA
162 STA
0 247 STA
STA STA STA 763.5
315.5 370.5 443.5
STA
270 AA0374
SA
Figure 6-1. Helicopter Compartment and Station Diagram
6-2
TM 1-1520-237-10
Section II WEIGHT AND BALANCE
6.4 SCOPE. 6.6.4 Average Arm. Average arm is the arm obtained
by adding the weights and moments of a number of items,
This section provides appropriate information required and dividing the total moment by the total weight.
for the computation of weight and balance for loading an
individual helicopter. The forms currently in use are the 6.6.5 Basic Moment. Basic moment is the sum of the
DD Form 365 series. The crewmember has available the moments for all items making up the basic weight. When
current basic weight and moment which is obtained from using data from an actual weighing of a helicopter, the
DD Form 365-3 (Chart C) for the individual helicopter. basic moment is the total of the basic helicopter with re-
This chapter contains weight and balance definitions; ex- spect to the reference datum. Basic moment used for com-
planation of, and figures showing weights and moments of puting DD Form 365-4 is the last entry on DD Form 365-3
variable load items. for the specific helicopter. Cargo Hook Moments and Res-
cue Hoist Moments are shown in Figures 6-7 and 6-8, re-
6.5 WEIGHT DEFINITIONS. spectively.
a. Basic Weight. Basic weight of an aircraft is that 6.6.6 Center of Gravity (CG). Center of gravity is the
weight which includes all hydraulic systems and oil sys- point about which a helicopter would balance if suspended.
tems full, trapped and unusable fuel, and all fixed equip- Its distance from the reference datum line is found by di-
ment, to which it is only necessary to add the crew, fuel, viding the total moment by the gross weight of the helicop-
cargo, and ammunition (if carried) to determine the gross ter.
weight for the aircraft. The basic weight varies with struc-
tural modifications and changes of fixed aircraft equipment. 6.6.7 CG Limits. CG limits (Figures 6-13 and 6-14) de-
fines the permissible range for CG stations. The CG of the
b. Operating Weight. Operating weight includes the ba- loaded helicopter must be within these limits at takeoff, in
sic weight plus aircrew, the aircrew’s baggage, and emer- the air, and on landing.
gency and other equipment that may be required. Operating
weight does not include the weight of fuel, ammunition, 6.7 DD FORM 365-3 (CHART C) WEIGHT AND BAL-
cargo, passengers or external auxiliary fuel tanks if such ANCE RECORDS.
tanks are to be disposed of during flight.
DD Form 365-3 (Chart C) is a continuous history of the
basic weight, moment, and balance, resulting from struc-
c. Gross Weight. Gross weight is the total weight of an
tural and equipment changes in service. At all times the last
aircraft and its contents.
weight, moment/constant, is considered the current weight
and balance status of the basic helicopter.
6.6 BALANCE DEFINITIONS.
6.6.1 Horizontal Reference Datum. The horizontal 6.8 LOADING DATA.

reference datum line is an imaginary vertical plane at or
The loading data in this chapter is intended to provide
forward of the nose of the helicopter from which all hori-
information necessary to work a loading problem for the
zontal distances are measured for balance purposes. Dia-
helicopter. From the figures, weight and moment are ob-
grams of each helicopter show this reference datum line as
tained for all variable load items and are added arithmeti-
balance station zero.
cally to the current basic weight and moment from DD
Form 365-3 (Chart C) to obtain the gross weight and mo-
6.6.2 Arm. Arm, for balance purposes, is the horizontal
ment. If the helicopter is loaded within the forward and aft
distance in inches from the reference datum line to the CG
CG limits, the moment figure will fall numerically between
of the item. Arm may be determined from the helicopter
the limiting moments. The effect on the CG of the expen-
diagram in Figure 6-1.
ditures in flight of such items as fuel and cargo may be
checked by subtracting the weights and moments of such
6.6.3 Moment. Moment is the weight of an item multi-
items from the takeoff gross weight and moment, and
plied by its arm. Moment divided by a constant is generally
checking the new moment, with the CG limits chart. This
used to simplify balance calculations by reducing the num-
check should be made to determine whether or not the CG
ber of digits. For this helicopter, moment/1000 has been
will remain within limits during the entire flight.
used.
Change 8 6-3
TM 1-1520-237-10
6.9 DD FORM 365-4 (FORM F).
There are two versions of DD Form 365-4. Refer to TM

55-1500-342-23 for completing the form.
6-4
TM 1-1520-237-10
Section III FUEL/OIL
6.10 FUEL MOMENTS. but does tend to compensate for other fuels and provide
acceptable readings. When possible the weight of fuel on-
board should be determined by direct reference to the air-
CAUTION craft fuel gages. The following information is provided to
show the general range of fuel specific weights to be ex-
pected. Specific weight of fuel will vary depending on fuel
Fuel transfer sequence must be carefully temperature. Specific weight will decrease as fuel tempera-
planned and executed in order to main- ture rises and increases as fuel temperature decreases at the
tain CG within limits. rate of approximately 0.1 lb/gal for each 15°C change. Spe-
cific weight may also vary between lots of the same type
When operating with a light cabin load or fuel at the same temperature by as much as 0.5 lb/gal. The
no load, it may be necessary to adjust fuel following approximate fuel weights at 15°C may be used
load to remain within aft CG limits. Fuel for most mission planning:
loading is likely to be more restricted on
those aircraft with the HIRSS installed.
Fuel Type Specific Weight
For a given weight of fuel there is only a very small
JP-4 6.5 lb/gal.
variation in fuel moment with change in fuel specific
weight. Fuel moments should be determined from the line JP-5 6.8 lb/gal.
on Figure 6-2 which represents the specific weight closest JP-8 6.7 lb/gal.
to that of the fuel being used. The full tank usable fuel
Jet A 6.8 lb/gal.
weight will vary depending upon fuel specific weight. The
aircraft fuel gage system was designed for use with JP-4, Jet B 6.3 lb/gal.
Change 8 6-5
TM 1-1520-237-10
EXAMPLE FUEL MOMENTS

WANTED
FUEL MOMENT
KNOWN ITEM STA WEIGHT LBS MOM/1000

FUEL QUANTITY
230−GALLON TANK (IB OR OB) 321 150 48
MAIN 1700 POUNDS
450−GALLON TANK (IB) 316 234 74
METHOD
FOR MAIN TANK ENTER
AT 1700 POUNDS AND ARM = 314.6 = 450−GALLON TANK
MOVE RIGHT TO MAIN LINE. 319.9 = 230−GALLON TANK
MOVE DOWN READ
MOMENT / 1000 = 710
GALLONS
ARM = 420.75 JP−4 JP−5
450
3000
450
400
400
2500
350
IN
MA 350
300
FUEL WEIGHT (POUNDS)
2000 300
250
250
1500 INBOARD TANK
200
200
1000 150 150

ARM = 319.9
100 100
500 OUTBOARD TANK
50 50
0 0 0
0 200 400 600 800 1000
AA0380E
FUEL MOMENT/1000 SA
Figure 6-2. Fuel Moments
6-6
TM 1-1520-237-10
Section IV PERSONNEL
6.11 PERSONNEL MOMENTS. 6.12 MEDEVAC KIT PERSONNEL MOMENTS.
When aircraft are operated at critical gross weights, the a. Litter moments are in Figure 6-4.
exact weight of each individual occupant plus equipment
should be used. Personnel moments data is shown on Fig- b. Medevac system (excluding litters) weight and mo-
ure 6-3. If weighing facilities are not available, or if the ments are included in the helicopter basic weight and mo-
tactical situation dictates otherwise, loads shall be com- ments Form 365-3 when installed.
puted as follows:
c. Litter weight is estimated to 25 pounds which in-
a. Combat equipped soldiers: 240 pounds per individual. cludes litter, splints, and blankets.
b. Combat equipped paratroopers: 260 pounds per indi- d. Medical attendant’s average weight is 200 pounds.
vidual.
e. Medical equipment and supplies should be stored per
c. Crew and passengers with no equipment: compute unit loading plan and considered in weight and balance
weight according to each individual’s estimate. computations.
6-7
TM 1-1520-237-10
PERSONNEL MOMENTS
A B C D E
BL
PILOT CREWCHIEF / 40.0
GUNNER
BL
20.0
BL BL
0 0
BL
COPILOT 10.0
BL
20.0
BL
30.0
BL
40.0
STA STA STA STA STA STA STA STA STA STA STA STA
162.0 204 227.1 247.0 262.0 282.0 288.0 320.7 339.8 343.0 387.2 398.0
ROW ROW ROW ROW ROW

1 2 3 4 5
SEAT WEIGHT − AND MOMENT TABLE*

*SEAT WEIGHT AND MOMENTS
ITEM ROW WEIGHT MOM / 1000 SHOULD BE INCLUDED ON CHART C
CREWCHIEF / GUNNER (2) 2 43 12

TROOPS (3) 3 48 15
TROOPS (3) 4 48 16 EXAMPLE
TROOPS (4) 5 63 25
TOTAL−12 SEATS 202 68 WANTED:

ALTERNATE SEATING (BROKEN LINES) PESONNEL MOMENTS
FORWARD TROOP
1
SEAT (NO SEAT AUTHORIZED IN KNOWN:
THIS POSITION)
2 PERSONNEL IN ROW 3
REAR FACING TROOP TOTAL WEIGHT 480 POUNDS
2 16 5
SEAT (1)
REAR FACING TROOP

4 16 6
METHOD:
SEAT (1)
ENTER WEIGHT AT 480
TOTAL−14 SEATS 234 79 POUNDS−MOVE RIGHT
TO ROW 3.
MOVE DOWN. READ
MOMENT / 1000=154
AA0669_1B
SA
Figure 6-3. Personnel Moments (Troop Configuration) (Sheet 1 of 3) UH
6-8 Change 10
TM 1-1520-237-10
PERSONNEL MOMENTS
1000
2
.8
7.
38
39
=3
=
900
M
M
AR
AR
800
5
W
RO
4
W
RO
700
.7
20
PERSONNEL WEIGHT ~ POUNDS
=3
M
AR
600
3
W
RO
82
500
=2
M
.1
AR
227
M=
400
W
AR
RO
300
OT
PIL
200
− CO
OT
PIL
100
0
0 50 100 150 200 250 300 350 400
MOMENT/1000
DATA BASIS: CALCULATED AA0669_2A

SA
Figure 6-3. Personnel Moments (Troop Configuration) (Sheet 2 of 3) UH
Change 10 6-9
TM 1-1520-237-10
A B C D E
BL
40.0
ECM OPERATOR
PILOT
BL
20.0
BL OBSERVER BL
0 0
COPILOT
BL
DF 20.0
OPERATOR
STA STA STA STA STA STA STA STA STA STA
162.0 204 227.1 247.0 288.0 324.5 328.25 343.0 356.0 398.0
* ITEM STA WEIGHT MOM / 1000
OBSERVER SEAT 356.0 18 6

TOTAL − 1 SEAT _ 18 6
* SEAT WEIGHT AND MOMENTS SHOULD BE INCLUDED ON CHART C.
STA
227.1
500
ECM
OPERATOR
STA 324.5
PERSONNEL WEIGHT ~ POUNDS
EXAMPLE 400
WANTED
PERSONNEL MOMENTS
DF
KNOWN 300 OPERATOR
STA 328.25
PERSONNEL AT STA 356
T
OBSERVER − 210 POUNDS

LO
OBSERVER
PI
STA 356.0
O
METHOD
C
T−
200
LO
ENTER WEIGHT AT 210

PI
POUNDS − MOVE RIGHT

TO OBSERVER ARC (STA 356.0)
MOVE DOWN READ
MOMENT / 1000 = 75
100
0
0 25 50 75 100 125
MOMENT/1000
DATA BASIS: CALCULATED AA0669_3B
SA
Figure 6-3. Personnel Moments (EH Configuration) (Sheet 3 of 3) EH
6-10
TM 1-1520-237-10
LITTER MOMENTS
A B C D E
PILOT CREW CHIEF
BL
0
COPILOT
MEDICAL ATTENDANT
STA STA STA STA STA STA STA STA STA

162.0 204.0 227.1 247.0 271.0 288.0 343.0 343.6 398.0
ROW ROW
6 7 CENTROID
EXAMPLE
WANTED
LITTER MOMENTS
KNOWN
LITTER WEIGHT
= 265 POUNDS
METHOD
ENTER WEIGHT AT
265 POUNDS − MOVE
RIGHT TO LITTER
ROW 7
MOVE DOWN. READ
MOMENT / 1000 = 91
AA0378_1B
SA
Figure 6-4. Personnel Moments (Medevac Configuration) (Sheet 1 of 2)
Change 10 6-11
TM 1-1520-237-10
LITTER MOMENTS
ARM = 343.6
1100
1000
900
800
7
700
LITTER PATIENT WEIGHT POUNDS
OW
−R
TS
EN
TI
PA
600
ER
TT
LI
500
6
W
RO
T−
AN
400
ND
TE
AT
AL
DIC
ME
300
200
100
ARM = 271.0
0
0 50 100 150 200 250 300 350 400
MOMENT/1000
AA0378_2A
DATA BASIS:CALCULATED SA
Figure 6-4. Personnel Moments (Medevac Configuration) (Sheet 2 of 2)
6-12
TM 1-1520-237-10
Section V MISSION EQUIPMENT
6.13 ARMAMENT LOADING DATA MOMENTS. 6.14 EH-60A HELICOPTERS WITHOUT MISSION
EQUIPMENT.
Armament consists of two M60D machineguns, ammu-
nition, and grenades. Various loads of ammunition are pre- EH When operating without EH-60 mission equipment
sented in Figure 6-5. When determining the moments for a or with a light cabin load or no cabin load, it may be nec-
given ammo load not shown on the chart, go to the nearest essary to limit fuel load to remain within aft CG limits.
load shown. VOL Volcano mine moments are presented
in Figure 6-6.
6-13
TM 1-1520-237-10
ARMAMENT LOADING DATA
STA
AMMUNITION TABLE 279.8 FIRING
POSITION
RH GUN
LIVE LIVE AMMO (7.62 MM)

ROUNDS ARM − 247.0 AMMUNITION
BOX
EJECTION
WEIGHT − LB MOM / 1000 BAG
100 7 2 AMMO GRENADES

200 13 3
300 20 5
400 26 6
500 32 8
600 39 10
700 46 11
800 52 13
ARM − 279.8
100 7 2 BL
0
200 13 4
300 20 5
400 26 7
CHAFF
CHAFF CARTRIDGE MI. 30 RDS

ARM − 505.0
(SINGLE CHAFF WEIGHT 0.33 LB)
WEIGHT − LB MOM / 1000

10 5
STOWED
FLARE EH STA AMMO STA
POSITION STA
162 247 308
LH GUN
FLARE DISPENSED M130, 30 RDS
ARM − 525.0 GRENADES
(SINGLE FLARE WEIGHT 0.43 LB)
(GUN STOWED AND FIRING POSITIONS ARE SAME EACH SIDE)
WEIGHT − LB MOM / 1000
13 7
GRENADE TABLE M60D TABLE
STOWED MOM / 1000

ITEM WEIGHT
GRENADE AN−M8 GRENADE M18 FIRING
QUANTITY STOWED POSITION
ARM − 251.0 ARM − 251.0
WEIGHT − LB MOM / 1000 WEIGHT − LB MOM / 1000

M60D (2) 45.4 12 13
EJECTION BAG (2) 9.0 2 3
2 3 1 2 1
AMMO BOX (2) 3.4 1 1
4 6 2 5 1
STORAGE BOX (2) 2.6 1 1
6 9 2 7 2
SUPPORT (2) 20.2 5 6
8 12 3 10 2
BIPOD (2) 4.0 1 1
10 15 4 12 3
12 18 5 14 4 TOTAL 84.6 22 25
AA0375B
DATA BASIS: CALCULATED SA
Figure 6-5. Armament Loading Data Moments
6-14
TM 1-1520-237-10
COLUMN
1 2 3 4 5 6 7 8 9 10
R
O
W
CANISTER COLUMN REFERENCE
AA9415
SA
Figure 6-6. Volcano Mine Moments VOL (Sheet 1 of 2)
6-15
TM 1-1520-237-10
RACK WEIGHTS (PER RACK)
NO CANISTERS EMPTY CANISTERS (40) FULL CANISTERS (40)

Weight (lb) Arm Moment/ Weight (lb) Arm Moment/ Weight (lb) Arm Moment/
1000 1000 1000
226 331.5 74.9 434 331.5 143.9 1450 331.5 480.7
WEIGHT (LB) QUANTITY TOTAL ARM MOMENT/1000

PER SYSTEM WEIGHT (LB)
Rack Without Canisters 226 4 904 331.5 299.7
Canisters:
Empty 5.2 160 832 331.5 275.8
Full 30.6 160 4896 331.5 1623.0
Side Panels 236 2 472 322.8 152.4
DCU with Pallet 87 1 87 300 26.1
Cabling/ICP/Fairing 54 1 54 264.4 14.3
/Cable Tubes
Total System Full Canisters: 6413 329.7 2114.4
Total System Empty Canisters 2349 326.7 767.4
Total System No Canisters 1517 324.1 491.6
UNIT CANISTER LOADING
COLUMN EMPTY FULL ARM EMPTY FULL

CANISTER CANISTER CANISTER CANISTER
WEIGHT WEIGHT MOMENT/1000 MOMENT/1000
1 5.2 30.6 306.3 1.6 9.4
2 5.2 30.6 311.8 1.6 9.5
3 5.2 30.6 317.3 1.6 9.7
4 5.2 30.6 322.8 1.7 9.9
5 5.2 30.6 328.3 1.7 10.0
6 5.2 30.6 333.8 1.7 10.2
7 5.2 30.6 339.3 1.8 10.4
8 5.2 30.6 344.8 1.8 10.6
9 5.2 30.6 350.3 1.8 10.7
10 5.2 30.6 355.8 1.9 10.9
Figure 6-6. Volcano Mine Moments VOL (Sheet 2 of 2)
6-16 Change 3
TM 1-1520-237-10
CARGO MOMENTS − CARGO HOOK

ARM = 352.6
9000
8000
EXAMPLE
WANTED 7000
MOMENT OF CARGO
ON CARGO HOOK
6000
KNOWN
WEIGHT ~ POUNDS
CARGO = 5600 POUNDS
METHOD 5000
ENTER WEIGHT AT
5600 POUNDS. MOVE
RIGHT TO LINE. MOVE
DOWN AND READ 4000
MOMENT / 1000
= 1975
3000
2000
1000
0
0 1000 2000 3000 4000
CARGO HOOK MOMENTS/1000 AA8802

SA
Figure 6-7. Cargo Hook Moments
6-17
TM 1-1520-237-10
RESCUE HOIST MOMENTS

ARM = 367.5
EXAMPLE 600
WANTED
500
MOMENT OF RESCUE
HOIST LOAD
KNOWN
400
RESCUE HOIST LOAD
WEIGHT ~ POUNDS
= 380 POUNDS
METHOD 300
ENTER WEIGHT AT
380 POUNDS − MOVE
RIGHT TO LINE. MOVE
DOWN. READ MOMENT / 200
1000 = 140
100
0
0 50 100 150 200 250
DATA BASIS: CALCULATED MOMENT / 1000 AA0377
SA
Figure 6-8. Rescue Hoist Moments
6-18
TM 1-1520-237-10
Section VI CARGO LOADING
6.15 CABIN DIMENSIONS. c. The helicopter’s center of gravity.
Refer to Figure 6-9 for dimensions. For loading, and d. Floor loads for each item of cargo.
weight and balance purposes, the helicopter fuselage is di-
vided into six compartments, A through F, three of which
are in the cabin, C, D, and E. There are 17 tiedown fittings e. Any shoring that may be required.
rated at 5,000 pounds each. Cargo carrier restraint rings are
at stations 308 and 379, to cover the 71 inches of longitu- f. When required, the location of the center of gravity of
dinal space. Cargo tiedown devices are stored in the equip- an individual item of cargo.
ment stowage space of compartment F.
6.20.2 Cargo Center of Gravity Planning. The detail
6.16 CABIN DOORS. planning procedure consists of four steps, as follows:
Cabin doors are at the rear of the cargo compartment on

a. Determine ALLOWABLE LOAD from LIMITA-
each side of the fuselage. The door openings are 54.5 inches
TIONS section of DD Form 365-4.
high and 69 inches wide; maximum package sizes accom-
modated by the openings are 54 inches high by 68 inches
wide and are shown on Figure 6-10. b. Plan the location in the helicopter for the individual
items of cargo. Since the CG of the load is determined by
6.17 MAXIMUM CARGO SIZE DIAGRAM FOR the station method, then specific locations must be assigned
LOADING THROUGH CABIN DOORS. to each item of cargo.
Figure 6-10 shows the largest size of cargo of various c. Determine the CG of the cargo load as planned. Re-
shapes that can be loaded into the cabin through the cabin gardless of the quantity, type, or size of cargo, use the
doors. station method.
6.18 TIEDOWN FITTINGS AND RESTRAINT

RINGS. d. Determine the CG of the fully-loaded helicopter from
Figures 6-13 and 6-14, and if the CG of the helicopter falls
The 17 tiedown fittings (Figure 6-11) installed on the within allowable limits. If it does, the cargo can be loaded.
cargo floor can restrain a 5,000-pound load in any direc- If not, the planned location of the individual items must be
tion. All tiedown fittings incorporate studs that are used to changed until an acceptable loading plan is obtained. When
install the troop seats. Eight net restraint rings in the cargo cargo loads consists of more than one item, the heavier
compartment prevent cargo from hitting the bulkhead at items of cargo should be placed so that their CG is about in
station 398, or entering the crew area. Each restraint ring is the center of the cabin, and the lighter items of cargo are
rated at 3500-pound capacity in any direction. forward and rear of them.
6.19 EQUIPMENT STOWAGE COMPARTMENTS. 6.20.3 Restraint Criteria. The amount of restraint that
must be used to keep the cargo from moving in any direc-
Equipment stowage compartment moments are shown in tion is called the 9restraint criteria9 and is usually expressed
Figure 6-12. in units of the force of gravity, of Gs. Following are the
units of the force of gravity or Gs needed to restrain cargo
6.20 EQUIPMENT LOADING AND UNLOADING. in four directions:
6.20.1 Data Prior to Loading. The following data

should be assembled or gathered by the loading crew be- Cargo
fore loading (Refer to FM 55-450-2, Army Helicopter In- Forward 12 Gs
ternal Load Operations):
Rear 3 Gs
a. Weight of the individual items of cargo. Lateral 8 Gs
Vertical 3 Gs (Up)
b. Overall dimensions of each item of cargo (in inches). 3 Gs (Down)
6-19
TM 1-1520-237-10
BL BL BL
34.5 0 34.5
WL
FRAMES 261.0
69 INCHES
WL
85 INCHES 234.0
84 INCHES
72 INCHES
DOOR
WL
206.75
BL BL
36.0 36.0
STA 279.0
LOOKING TO THE REAR
151 INCHES
STA
266.0
BL BL WL
29.0 36.0 AT 206.75
72 INCHES
72 INCHES
AT FLOOR
BL AT FLOOR BL
LEVEL
0 LEVEL 0
84 INCHES AT
CABIN DOORS
BL
10.0
BL WL
36.0 AT 206.75
MR
CL
STA STA STA STA

247.0 256.5 341.2 398.0
54.25 52
INCHES DRIP
INCHES
PAN 54.25
52 53.5
INCHES INCHES
INCHES
68
INCHES
CABIN
DOOR
AA0379
CABIN AND DOOR DIMENSIONS SA
Figure 6-9. Cabin Dimensions
6-20
TM 1-1520-237-10
TIEDOWN RING
DOORWAY
RIGHT SIDE SHOWN (2 PLACES)
LEFT SIDE SAME (2 SHOWN)
MAXIMUM PACKAGE SIZE TABLE

CABIN DOORS
HEIGHT − INCHES
WIDTH 50 &
51 52 53 54
INCHES UNDER
MAXIMUM LENGTH − INCHES
46 102 102 102 96 93 54"

48 102 102 102 96 93
50 101 101 101 95 92
52 100 100 100 94 92
54 99 99 99 93 91
56 98 98 98 93 91
58 97 97 97 93 91
60 96 96 96 91 90 68"
62 93 93 93 89 87
64 91 91 91 87
66 86 86 86 80 CABIN DOOR − BOTH SIDES
68 80 80 80 77
NOTE
IF GUNNERS AREA NOT USED,

LENGTHS ARE APPROXIMATELY 90%
OF TABLE VALUES. AA0670
SA
Figure 6-10. Maximum Package Size for Cargo Door
6-21
TM 1-1520-237-10
WL
261.0
CARGO CARGO
RESTRAINT RESTRAINT WL
NET RING NET RING 240.0
TOP OF 3500 POUND

CABIN CAPACITY
FLOOR EACH
WL
206.75
BL CARGO NETTING
STA 308.0 STA 379.0 0.0 EQUIPMENT STOWAGE
LOOKING TO THE FRONT LOOKING TO THE FRONT COMPARTMENTS (FORCE
RESTRAINT 1000 POUNDS
EACH)
STA 402.19 − LOOKING TO THE REAR
BL BL BL
36.5 0 36.5
35 30 25 20 15 10 5 5 10 15 20 25 30 35
STA
247
250
255
COMPARTMENT C
260 TIEDOWN FITTING

5000 POUNDS CAPACITY
265
270
MAXIMUM
FLOOR CAPACITY
275 COMPARTMENT
POUNDS PER
CAPACITY
280 SQUARE FOOT
IN POUNDS
STA 285 5460 300

288
290
8370 300
295
300
COMPARTMENT D
305
310
315
320
325
330
335
340
STA
343
345
350
355
COMPARTMENT E
360
365
370
375
380
385
390
395
STA
398
AA0671_1A
SA
Figure 6-11. Cargo Tiedown Arrangement
6-22
TM 1-1520-237-10
STOWAGE COMPARTMENT MOMENTS

STOWED SEAT TABLE
ITEM ROW WEIGHT MOMENT / 1000
CREWCHIEF / GUNNER (2) 2 43 18

TROOPS (3) 3 48 20 BL
TROOPS (3) 4 48 20 32.9
TROOPS (4) 5 63 27
TOTAL−12 SEATS 202 85
ALTERNATE (1) 1 16 7
ALTERNATE (1) 2 16 7
ALTERNATE (1) 4 16 7 BL
10.0
TOTAL−15 SEATS 250 106
EXAMPLE BL
10.0
WANTED
MOMENT OF
STOWED EQUIPMENT
KNOWN BL
32.9
EQUIPMENT WEIGHT
= 125 POUNDS
METHOD
ENTER WEIGHT AT
125 POUNDS − MOVE STA STA STA
RIGHT TO LINE 398.0 420.8 443.5
MOVE DOWN READ
MOMENT / 1000 = 52
ARM = 420.8
250
200
WEIGHT ~ POUNDS
150
100
50
0 10 20 30 40 50 60 70 80 90 100 110
MOMENT/1000
AA0595
DATA BASIS: CALCULATED SA
Figure 6-12. Stowage Compartment Moments
6-23
TM 1-1520-237-10
Section VII CENTER OF GRAVITY
6.21 CENTER OF GRAVITY LIMITS CHART.
The CG limit charts (Figures 6-13 and 6-14) allow the

center of gravity (inches) to be determined when the total
weight and total moment are known.
6-24 Change 5
TM 1-1520-237-10
CENTER OF GRAVITY
WITHOUT EXTERNAL STORES SUPPORT SYSTEM OR
VOLCANO MULTIPLE MINE DELIVERY SYSTEM INSTALLED
11,500 TO 16,500 POUNDS GROSS WEIGHT
CENTER OF GRAVITY LIMITS
EXAMPLE
MAIN ROTOR
WANTED CL 345.8 364.2
16.5
DETERMINE IF
LOADING LIMITS TO 580
ARE EXCEEDED TA 0
LM
OM
345.5 EN
KNOWN TS
16 / 10
15,900 00
GROSS WEIGHT 560
0
D LIMITS
= 15,000 POUNDS
MOMENT / 1000
= 5,400
AFT LIMITS
FORWAR
EXAMPLE
METHOD 540
0
ENTER GROSS
WEIGHT AT 15,000
POUNDS. MOVE 15
RIGHT TOTAL
GROSS WEIGHT ~ 1000 POUNDS
MOMENT / 1,000
= 5,400 CG 520
0
IS WITHIN LIMITS
MOVE DOWN TO
ARM = 360
500
0
TO
TAL
14 MO
342.6 ME
NTS
/ 10
00
13,700 480 366.3
0
13,400
460
0
13,050
13
366.3
440
0
12,500
363.2
420
0
12 TOT 12,000
AL
MO
ME
NTS/ 360.8
400 100
0 0
11.5
335 340 345 350 355 360 365 370
LEGEND ARM ~ INCHES
BEYOND LIMITS

SA
Figure 6-13. Center of Gravity Limits Chart (Sheet 1 of 2)
6-25
TM 1-1520-237-10
CENTER OF GRAVITY
WITHOUT EXTERNAL STORES SUPPORT SYSTEM OR
MAIN ROTOR CL 348.2 359.2
MAXIMUM GROSS WEIGHT 23.5 23,500
FOR UH−60L EXTERNAL 840
LOAD MISSION FOR CARGO 82 0
HOOK LOADS ABOVE 00
8,000 LBS UP TO 23
9,000 LBS.
80
00
78
00
MAXIMUM GROSS WEIGHT 22 22,000
FOR ALL UH−60L AND
SOME UH / EH−60A.
SEE PARAGRAPH 5.14 76
FOR DETAILS. TO 00
TA
LM
OM
EN
TS
/1
74 00
21 00 0
72
00
MAXIMUM GROSS WEIGHT 20,250

FOR SOME UH / EH−60A.
SEE PARAGRAPH 5.14 20 70
FOR DETAILS. 00
FORWARD LIMITS
AFT LIMITS
68
00
19
66
00
TO
TA
LM
OM
EN
TS
64 /1
00 00
0
18
620
0
600
0
17 TO
TA
LM
OM
EN
TS
/ 10
580 00
16.5 0
LEGEND
560
0
BEYOND LIMITS 16
335 340 345 350 355 360 365 370
DATA BASIS: CALCULATED ARM ~ INCHES AA8801A
SA
6-26
TM 1-1520-237-10
CENTER OF GRAVITY
WITH EXTERNAL STORES SUPPORT SYSTEM INSTALLED
MAIN ROTOR
CL 364.2
16.5
580
TO 0
TA
LM
OM
EN
16 TS
560 / 10
0 00
0
540
AFT LIMITS
0
15
520
0
0
FORWARD LIMITS
500
0
TO
TAL
MO
14 ME
NTS
/ 10
00
480
0
366.3
0
13,400
460
0
13,050
13
366.3
440
0
0 12,500
363.2
420
0
12 TOT 12,000
AL
MO
ME
NTS/ 360.8
400 100
0 0
11.5
335 340 345 350 355 360 365 370
LEGEND ARM ~ INCHES

BEYOND LIMITS

SA
6-27
TM 1-1520-237-10
CENTER OF GRAVITY
WITH EXTERNAL STORES SUPPORT SYSTEM OR
MAIN ROTOR CL 343.0 360.2
MAXIMUM GROSS WEIGHT 22
FOR ALL UH−60L AND 78
00
SOME UH / EH−60A. 343.0
SEE PARAGRAPH 5.14
FOR DETAILS. TO
TA 76
LM 00
21,500 OM
EN
TS
/1
00
74 0
00
21
FORWARD LIMITS
72
00
MAXIMUM GROSS WEIGHT 20,250

FOR SOME UH / EH−60A.
SEE PARAGRAPH 5.14 70
FOR DETAILS. 20 00
68
AFT LIMITS
00
TO
TA
LM
OM
EN
TS
19 /1
00
66 0
00
64
00
18
620
0
600
341.0 0
TO
TA
17 LM
OM
EN
16,825 TS
/ 10
00
580
0
16.5
560
LEGEND 0
16
BEYOND LIMITS 335 340 345 350 355 360 365 370
DATA BASIS: CALCULATED ARM ~ INCHES AA1254_2C

SA
6-28
TM 1-1520-237-10
CENTER OF GRAVITY
WITH EXTERNAL STORES SUPPORT SYSTEM OR
MAIN ROTOR
CL
343 345
24.5
83
00 GROSS WEIGHTS ABOVE THE MAXIMUM
VALUES SPECIFIED IN PARAGRAPH 5.14
24 ARE LIMITED TO FERRY MISSIONS
82 FOR WHICH AN AIRWORTHINESS

00 RELEASE IS REQUIRED
FORWARD LIMITS
S
AFT LIMIT
80
00
23
78
00
360.2
76 347.7
22 00 22,000
78
00
21.75
335 340 345 350 355 360 365 370
ARM ~ INCHES
LEGEND
BEYOND LIMITS
DATA BASIS: CALCULATED
AA1254_3B
SA
6-29/(6-30 Blank)
TM 1-1520-237-10
CHAPTER 7
PERFORMANCE DATA
Section I INTRODUCTION
NOTE also be used in flight, to establish unit or area standard

operating procedures, and to inform ground commanders of
Chapter 7 contains performance data for air- performance/risk trade-offs.
craft equipped with T700-GE-700 engines.
Performance data for other models are con- 7.2 CHAPTER 7 INDEX.
tained in Chapter 7A. Users are authorized
to remove whichever chapter is not appli- The following index contains a list of the sections, titles,
cable to their model aircraft, and are not re- figure numbers, subjects and page numbers of each perfor-
quired to carry both chapters on board. mance data chart contained in this chapter.
Tabular performance data is presented in the

checklist (TM 1 -1520-237-CL) and may be Section
used in lieu of Figures 7-3 and 7-4 to obtain and
9Maximum Hover Weight9, 9Torque Re- Figure
quired to Hover9 and 9Maximum Torque Number Title Page
Available9.
I INTRODUCTION ................... 7-1
7.1 PURPOSE.
7-1 Temperature Conversion
a. The purpose of this chapter is to provide the best Chart......................................... 7-4
available performance data. Regular use of this information II MAXIMUM TORQUE
will enable you to receive maximum safe utilization of the AVAILABLE........................... 7-6
helicopter. Although maximum performance is not always
7-2 Aircraft Torque Factor
required, regular use of this chapter is recommended for
(ATF) ....................................... 7-7
these reasons:
7-3 Maximum Torque Available -
(1) Knowledge of your performance margin will allow 30-Minute Limit ...................... 7-8
you to make better decisions when unexpected conditions III HOVER.................................... 7-9
or alternate missions are encountered.
7-4 Hover - Clean
Configuration ........................... 7-10
(2) Situations requiring maximum performance will be
more readily recognized. 7-5 Hover - High Drag .................. 7-12
IV CRUISE ................................... 7-13
(3) Familiarity with the data will allow performance to
7-6 Sample Cruise Chart -Clean.... 7-15
be computed more easily and quickly.
7-7 Cruise - Pressure Altitude Sea
(4) Experience will be gained in accurately estimating Level ........................................ 7-16
the effects of variables for which data are not presented. 7-8 Cruise High Drag - Pressure
Altitude Sea Level................... 7-22
b. The information is primarily intended for mission
7-9 Cruise - Pressure Altitude
planning and is most useful when planning operations in
2,000 Feet ................................ 7-28
unfamiliar areas or at extreme conditions. The data may
Change 6 7-1
TM 1-1520-237-10
Section Section
and and
Figure Figure
Number Title Page Number Title Page
7-10 Cruise High Drag - Pressure 7-29 Optimum Altitude for

Altitude 2,000 Feet.................. 7-34 Maximum Range ..................... 7-133
7-11 Cruise - Pressure Altitude VI DRAG ...................................... 7-135
4,000 Feet ................................ 7-40 7-30 External Load Drag ................. 7-136
7-31 Typical High Drag
7-12 Cruise High Drag - Pressure Configurations.......................... 7-137
Altitude 4,000 Feet.................. 7-46 VII CLIMB - DESCENT............... 7-138
7-13 Cruise - Pressure Altitude 7-32 Climb/Descent.......................... 7-139
6,000 Feet ................................ 7-52
7-33 Climb/Descent -
7-14 Cruise High Drag - Pressure High Drag ................................ 7-140
Altitude 6,000 Feet.................. 7-58
VIII FUEL FLOW........................... 7-141
8,000 Feet ................................ 7-64 7-34 Single/Dual-Engine
Fuel Flow................................. 7-142
7-16 Cruise High Drag - Pressure
Altitude 8,000 Feet.................. 7-70 IX AIRSPEED SYSTEM
CHARACTERISTICS ............. 7-143
10,000 Feet .............................. 7-76 7-35 Airspeed Correction
Aircraft Without Wedge
7-18 Cruise High Drag- Pressure Mounted Pitot-Static Probes.... 7-144
Altitude 10,000 Feet................ 7-81
7-36 Airspeed Correction
7-19 Cruise - Pressure Altitude Aircraft With Wedge Mounted
12,000 Feet .............................. 7-86 Pitot-Static Probes ................... 7-145
7-20 Cruise High Drag - Pressure 7-37 Airspeed Correction
Altitude 12,000 Feet................ 7-91 Chart - High Drag ................... 7-146
7-21 Cruise - Pressure Altitude X SPECIAL MISSION
14,000 Feet .............................. 7-96 PERFORMANCE .................... 7-147
7-22 Cruise High Drag - Pressure 7-38 Self Deployment Mission
Altitude 14,000 Feet................ 7-101 Profile....................................... 7-148
7-23 Cruise - Pressure Altitude 7-39 Assault Mission Profile
16,000 Feet .............................. 7-106 (4 - 230 Gallon Tanks)............ 7-150
7-24 Cruise High Drag - Pressure 7-40 Assault Mission Profile
Altitude 16,000 Feet................ 7-111 (2 - 230 Gallon Tanks)............ 7-151
18,000 Feet .............................. 7-115
7.3 GENERAL.
7-26 Cruise High Drag - Pressure
Altitude 18,000 Feet................ 7-120
The data presented covers the maximum range of con-
7-27 Cruise - Pressure Altitude ditions and performance that can reasonably be expected.
20,000 Feet .............................. 7-124 In each area of performance, the effects of altitude, tem-
7-28 Cruise High Drag - Pressure perature, gross weight, and other parameters relating to that
Altitude 20,000 Feet................ 7-128 phase of flight are presented. In addition to the presented
data, your judgment and experience will be necessary to
V OPTIMUM CRUISE ............... 7-132
7-2 Change 6
TM 1-1520-237-10
accurately obtain performance under a given set of circum- mance. Where practical, data are presented at conservative
stances. The conditions for the data are listed under the title conditions. However, NO GENERAL CONSERVATISM
of each chart. The effects of different conditions are dis- HAS BEEN APPLIED. All performance data presented are
cussed in the text accompanying each phase of perfor- within the applicable limits of the helicopter. All flight per-
Change 6 7-2.1/(7-2.2 Blank)

TM 1-1520-237-10
formance data are based on JP-4 fuel. The change in fuel 7.6 PERFORMANCE DISCREPANCIES.
flow and torque available, when using JP-5 or JP-8 aviation
fuel, or any other approved fuels, is insignificant. Regular use of this chapter will allow you to monitor
instrument and other helicopter systems for malfunction, by
7.4 LIMITS. comparing actual performance with planned performance.
Knowledge will also be gained concerning the effects of
variables for which data is not provided, thereby increasing
CAUTION the accuracy of performance predictions.
7.7 PERFORMANCE DATA BASIS - CLEAN.

Exceeding operating limits can cause per-
The data presented in the performance charts are prima-
manent damage to critical components.
rily derived for a clean UH-60A aircraft and are based on
Overlimit operation can decrease perfor-
U. S. Army test data. The clean configuration assumes all
mance, cause early failure, or failure on a
doors and windows are closed and includes the following
subsequent flight.
external configuration:
Applicable limits are shown on the charts. Performance
a. Fixed provisions for the External Stores Support Sys-
generally deteriorates rapidly beyond limits. If limits are
tem (ESSS).
exceeded, minimize the amount and time. Enter the maxi-
mum value and time above limits on DA Form 2408-13-1,
b. Main and tail rotor deice system.
so proper maintenance action can be taken.
c. Mounting brackets for IR jammer and chaff dispenser.
7.5 USE OF CHARTS.
d. The Hover Infrared Suppressor System (HIRSS) with
7.5.1 Dashed Line Data. Weights above 22,000 pounds
baffles installed.
are limited to ferry missions for which an Airworthiness
Release is required. On some charts dashed line data are
e. Includes wire strike protection system.
shown for gross weights greater than 22,000 pounds.
NOTE
7.5.2 Data Basis. The type of data used is indicated at
the bottom of each performance chart under DATA BASIS.
Aircraft which have an external configura-
The data provided generally is based on one of three cat-
tion which differs from the clean configura-
egories:
tion may be corrected for drag differences
on cruise performance as discussed in Sec-
a. Flight test data. Data obtained by flight test of the tion VI DRAG.
helicopter by experienced flight test personnel at precise
conditions using sensitive calibrated instruments. 7.8 PERFORMANCE DATA BASIS - HIGH DRAG.
The data presented in the high drag performance charts

b. Calculated data. Data based on tests, but not on flight
are primarily derived for the UH-60A with the ESSS sys-
test of the complete helicopter.
tem installed and the 230-gallon tanks mounted on the out-
board pylons, and are based on U. S. Army test data. The
c. Estimated data. Data based on estimates using aero- high drag configuration assumes all doors and windows are
dynamic theory or other means but not verified by flight closed and includes the following external configuration:
test.
a. External stores support system installed.
7.5.3 Specific Conditions. The data presented is accu-
rate only for specific conditions listed under the title of b. Two 230-gallon tanks mounted on the outboard py-
each chart. Variables for which data is not presented, but lons.
which may affect that phase of performance, are discussed
in the text. Where data is available or reasonable estimates c. Inboard vertical pylons empty.
can be made, the amount that each variable affects perfor-
mance will be given. d. IR jammer and chaff dispenser installed.
Change 3 7-3
TM 1-1520-237-10
TEMPERATURE CONVERSION
EXAMPLE
WANTED:
FREE AIR TEMPERATURE IN DEGREES CELSIUS
KNOWN:
FREE AIR TEMPERATURE = 32oF
METHOD:
ENTER FREE AIR TEMPERATURE HERE
MOVE RIGHT TO DIAGONAL LINE
MOVE DOWN TO DEGREES CELSIUS SCALE
READ FREE AIR TEMPERATURE = 0oC
140
120
100
80
60
FAT ~ oF
40
20
−20
−40
−60
−80
−60 −50 −40 −30 −20 −10 0 10 20 30 40 50 60
FAT ~ oC
AA0674
SA
Figure 7-1. Temperature Conversion Chart
7-4
TM 1-1520-237-10
e. Hover Infrared Suppressor System (HIRSS) with installed. Use the high drag cruise charts and the volcano
baffles are installed. drag correction factor to determine cruise performance with
volcano installed. The volcano drag correction factor is
f. Main and tail rotor deice and wire strike protection based on flight test data obtained with the complete volcano
systems are installed. system installed, to include all of the canisters and mines.
The drag correction factor may be used to provide a con-
NOTE servative estimate of cruise performance for volcano con-
figurations which do not include all of the canisters and
Aircraft with an external configuration that mines.
differs from the high drag configuration
baseline may be corrected for differences in 7.9 FREE AIR TEMPERATURES.
cruise performance as discussed in Section
VI DRAG. A temperature conversion chart (Figure 7-1) is included
for the purpose of converting Fahrenheit temperature to
g. VOL Use the high drag configuration hover charts Celsius.
to determine hover performance with the volcano system
Change 3 7-5
TM 1-1520-237-10
Section II MAXIMUM TORQUE AVAILABLE
7.10 TORQUE FACTOR METHOD. 7.11 MAXIMUM TORQUE AVAILABLE CHART.
The torque factor method provides an accurate indica- This chart (Figure 7-3) presents the maximum specifica-
tion of available power by incorporating ambient tempera- tion torque available at zero airspeed and 100% RPM R for
ture effects on degraded engine performance. This section the operational range of pressure altitude and FAT. The
presents the procedure to determine the maximum dual- or single- and dual-engine transmission limits for continuous
single-engine torque available for the T700-GE-700 engine operation are shown and should not be exceeded. The en-
as installed in each individual aircraft. Specification power gine torque available data above the single-engine trans-
is defined for a newly delivered low time engine. The air- mission limit is presented as dashed lines and is required
craft HIT log forms for each engine, provide the engine and for determining torque available when TR values are below
aircraft torque factors which are obtained from the maxi- 1.0. When the TR equals 1.0, the maximum torque avail-
mum power check and recorded to be used in calculating able may be read from the horizontal specification torque
maximum torque available. available per engine scale. When the TR value is less than
1.0, the maximum torque available is determined by multi-
7.10.1 Torque Factor Terms. The following terms are plying the TR by the specification torque available. The
used when determining the maximum torque available for lower portion of Figure 7-3 presents TR correction lines
an individual aircraft: which may be used in place of multiplication to read torque
available per engine directly from the vertical scale.
a. Torque Ratio (TR). The ratio of torque available to
specification torque at the desired ambient temperature. 7.12 ENGINE BLEED AIR.
b. Engine Torque Factor (ETF). The ratio of an indi- With engine bleed air turned on, the maximum available
vidual engine torque available to specification torque at ref- torque is reduced as follows:
erence temperature of 35°C. The ETF is allowed to range
from 0.85 to 1.0. a. Engine Anti-Ice On: Reduce torque determined from
Figure 7-3 by a constant 16% TRQ. Example: (90% TRQ-
c. Aircraft Torque Factor (ATF). The ratio of an indi- 16% TRQ) = 74% TRQ.
vidual aircraft’s power available to specification power at a
reference temperature of 35°C. The ATF is the average of
the ETF’s of both engines and its value is allowed to range b. Cockpit Heater On: Reduce torque available by 4%
from 0.9 to 1.0. TRQ.
7.10.2 Torque Factor Procedure. The use of the ATF c. Both On: Reduce torque available by 20% TRQ.
or ETF to obtain the TR from Figure 7-2 for ambient tem-
peratures between -15°C and 35°C is shown by the ex- 7.13 INFRARED SUPPRESSOR SYSTEM.
ample. The ATF and ETF values for an individual aircraft
are found on the engine HIT Log. The TR always equals When the hover IR suppressor system is installed and
1.0 for ambient temperatures of -15°C and below, and the operating in the benign mode exhaust (baffles removed) the
TR equals the ATF or ETF for temperatures of 35°C and maximum torque available is increased about 1% TRQ.
above. For these cases, and for an ATF or ETF value of 1.0, When an IR suppressor system is not installed, maximum
Figure 7-2 need not be used. torque available is also increased about 1%.
7-6
TM 1-1520-237-10
TORQUE FACTOR
TORQUE FACTOR ~ ATF OR ETF
.84 .86 .88 .90 .92 .94 .96 .98 1.0

40
35 FOR FAT’S
OF 35oC
AND ABOVE
TR = ATF
30
FREE AIR TEMPERATURE ~ o C
25
20
15
1 2
10
−5
−10
−15 FOR FAT’S

OF −15OC
AND BELOW
−20 TR = 1.0
.84 .85 .86 .87 .88 .89 .90 .91 .92 .93 .94 .95 .96 .97 .98 .99 1.00
3
TORQUE RATIO = TR
EXAMPLE
WANTED:
TORQUE RATIO AND MAXIMUM TORQUE AVAILABLE TO CALCULATE MAXIMUM TORQUE AVAILABLE:
KNOWN: 4. ENTER MAXIMUM TORQUE AVAILABLE CHART AT

KNOWN FAT (FIGURE 7−3)
ATF = .95 5. MOVE RIGHT TO KNOWN PRESSURE ALTITUDE
PRESSURE ALTITUDE = 6000 FT 6. MOVE DOWN, READ SPECIFICATION TORQUE = 97.2%
FAT = 6oC
TO OBTAIN VALUE FROM CHART:
METHOD:
7. MOVE DOWN TO TORQUE RATIO OBTAINED FROM FIGURE 7−2
TO OBTAIN TORQUE RATIO:
8. MOVE LEFT, READ MAXIMUM TORQUE AVAILABLE = 93.0%
1. ENTER TORQUE FACTOR CHART AT KNOWN FAT
2. MOVE RIGHT TO THE ATF VALUE
3. MOVE DOWN, READ TORQUE RATIO = .972
DATA BASIS: CALCULATED AA0675A

SA
Figure 7-2. Aircraft Torque Factor (ATF)
7-7
TM 1-1520-237-10
MAXIMUM TORQUE AVAILABLE

30 MIN LIMIT 100% RPM R HIRSS (BAFFLES INSTALLED)
ZERO AIRSPEED BLEED AIR OFF
60
PRESSURE 0 TRANSMISSION LIMITS
ALTITUDE 2 2~ENGINE 1~ENGINE
50
~ 1000 FT 4
ENGINE HIGH AMBIENT 6
40
TEMPERATURE LIMIT 8
FREE AIR TEMPERATURE ~ oC
10
30
12
14
20
16
18 5
10
20
4
0
−10
−20
6
−30
−40
−50
50 60 70 80 90 100 110 120
SPECIFICATION TORQUE AVAILABLE PER ENGINE %

110
TRANSMISSION LIMIT ~ 1 ENGINE 1.00 0.96 0.92
0.88
TRANSMISSION LIMIT ~ 2 ENGINE

100 0.84
7
TORQUE RATIO
90 8
TORQUE AVAILABLE ~ %
80
70
60
SPECIFIC TORQUE
X TORQUE RATIO
= TORQUE AVAILABLE
50
40
AA0381B
DATA BASIS: FLIGHT TEST SA
Figure 7-3. Maximum Torque Available - 30-Minute Limit
7-8
TM 1-1520-237-10
Section III HOVER
7.14 HOVER CHART. gross weight, move left to intersection with maximum
torque available and read wheel height. This wheel height
NOTE is the maximum hover height.
VOL For performance calculations with

c. The hover chart may also be used to determine maxi-
volcano system installed, use the applicable
mum gross weight for hover at a given wheel height, pres-
high drag performance charts.
sure altitude, and temperature as illustrated in method B of
the example (Figure 7-4). Enter at known free air tempera-
a. The primary use of the chart (Figures 7-4 through
ture, move right to the pressure altitude, then move down
7-5) is illustrated by part A of the example. To determine
and establish a vertical line on the lower grid. Now enter
the torque required to hover, it is necessary to know pres-
lower left grid at maximum torque available. Move up to
sure altitude, free air temperature, gross weight, and desired
wheel height, then move right to intersect vertical line from
wheel height. Enter the upper right grid at the known free
pressure altitude/FAT intersection. Interpolate from gross
air temperature, move right to the pressure altitude, move
weight lines to read maximum gross weight at which the
down to gross weight. For OGE hover, move left to the
helicopter will hover.
torque per engine scale and read torque required. For IGE
hover, move left to desired wheel height, deflect down and
7.15 EFFECTS OF BLADE EROSION KIT.
read torque required for dual-engine or single-engine op-
eration. The IGE wheel height lines represent a compro-
With the blade erosion kit installed, it will be necessary
mise for all possible gross weights and altitude conditions.
to make the following corrections. Multiply the torque re-
A small torque error up to 63% torque may occur at ex-
quired to hover determined from the charts by 1.02. (Ex-
treme temperature and high altitude. This error is more evi-
ample: If indicated torque is 90%, multiply 90 x 1.02 =
dent at lower wheel heights.
91.8% actual torque required.) Multiply the maximum gross
weight to hover obtained from the charts by 0.98. (Ex-
b. In addition to the primary use, the hover chart (Figure
ample: If gross weight is 22,000 lb, multiply by 0.98 =
7-4) may be used to predict maximum hover height. To
21,560 lb actual gross weight to hover.) When determining
determine maximum hover height, it is necessary to know
maximum hover wheel height, enter the chart at 1.02 x
pressure altitude, free air temperature, gross weight, and
gross weight. (Example: If gross weight is 20,000 lb, mul-
maximum torque available. Enter the known free air tem-
tiply 20,000 x 1.02 = 20,400 lb).
perature move right to the pressure altitude, move down to
7-9
TM 1-1520-237-10
EXAMPLE A
WANTED:
TORQUE REQUIRED TO HOVER OGE AND AT A 10-FOOT WHEEL HEIGHT
KNOWN:
FAT = 30°C
PRESSURE ALTITUDE = 2,000 FEET
GROSS WEIGHT = 19,500 POUNDS
METHOD:
ENTER HOVER CHART AT KNOWN FAT. MOVE RIGHT TO PRESSURE ALTITUDE, MOVE DOWN
THROUGH GROSS WEIGHT LINES TO DESIRED GROSS WEIGHT. MOVE LEFT TO INDICATE
TORQUE/ENGINE % (OGE) SCALE AND READ OGE HOVER TORQUE (94%). MOVE DOWN
FROM INTERSECTION OF 10-FOOT HOVER LINE AND HORIZONTAL LINE TO READ TORQUE
REQUIRED TO HOVER 10 FEET (80%).
EXAMPLE B
WANTED:
MAXIMUM GROSS WEIGHT TO HOVER OGE
KNOWN:
ATF = 1.0
FAT = 15°C
MAXIMUM TORQUE AVAILABLE = 96%
METHOD:
ENTER INDICATED TORQUE/ENGINE (IGE) SCALE AT MAXIMUM TORQUE AVAILABLE (96%),

MOVE UP TO OGE LINE. ENTER CHART AT KNOWN FAT (15°C). MOVE RIGHT TO PRESSURE
ALTITUDE LINE (8,000 FT). MOVE DOWN FROM PRESSURE ALTITUDE LINE AND MOVE
RIGHT FROM OGE LINE. WHERE LINES INTERSECT, READ MAXIMUM GROSS WEIGHT TO
HOVER OGE.
Figure 7-4. Hover - Clean Configuration (Sheet 1 of 2)
7-10
TM 1-1520-237-10
HOVER HOVER
CLEAN CONFIGURATION 100% RPM R CLEAN
T700(2)
ZERO WIND
60
−2 0 2 4 6 8 10 12 14 16
FREE AIR TEMP. ~ OC

40 18
A
20
B
20
0
NOTE
FOR LOW WIND CONDITIONS −20
AIRCRAFT SHOULD BE HEADED
INTO WIND. 3−5 KT CROSSWIND
OR TAILWIND MAY INCREASE −40
TORQUE REQUIRED BY UP TO
4% OVER ZERO WIND VALUES
−60
22 21 20 19 18 17
WHEEL 5 10
HEIGHT ~FT
16
20
TORQUE PER ENGINE ~ % (OGE)
40
15
DUAL ENGINE TRANS. LIMIT
100 OGE
95
SINGLE ENGINE
TRANS. LIMT
90
14
85
80
75 13
70
65
12
60
GROSS
55 WEIGHT
B ~ 1000 LB
50
40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % (IGE)

SINGLE ENGINE TORQUE ~ %
80 100 120 140
AA2143C
Figure 7-4. Hover - Clean Configuration (Sheet 2 of 2)
Change 2 7-11
TM 1-1520-237-10
HOVER
HOVER
ESSS HIGH DRAG CONFIGURATION 100% RPM R
T700 (2) ZERO WIND
60
−2 0 2 4 6 8 10 12 14 16
40
FREE AIR TEMP. ~ OC

18
20
0 20
NOTE
FOR LOW WIND CONDITIONS
AIRCRAFT SHOULD BE HEADED −20
OR TAILWIND MAY INCREASE
−40
−60
24.5 24 23 22 21 20 19 18 17
WHEEL 5
HEIGHT ~FT
16
10
20
15
40
100 OGE
SINGLE ENGINE
TRANS. LIMIT
95
90 14
85
80
13
75
70
65
GROSS
WEIGHT
60 ~ 1000 LB
55
40 50 60 70 80 90 100

SINGLE ENGINE TORQUE ~ %
80 100 120 140
DATA BASIS: FLIGHT TEST AA2144C

SA
Figure 7-5. Hover - High Drag
7-12 Change 2
TM 1-1520-237-10
Section IV CRUISE
7.16 DESCRIPTION. a. Airspeed. True and indicated airspeeds are presented

at opposite sides of each chart. On any chart, indicated
The cruise charts (Figures 7-6 through 7-28) present airspeed can be directly converted to true airspeed (or vice
torque required and total fuel flow as a function of airspeed, versa) by reading directly across the chart without regard
altitude, temperature, and gross weight at 100% rotor speed. for the other chart information. The level flight airspeed
Scales for both true airspeed and indicated airspeed are calibration for aircraft with wedge mounted pitot static
presented. The baseline aircraft configuration for these probes (hard points only) was used to convert indicated to
charts was the 9clean and high drag9 configuration as de- true airspeed.
fined in Section I. Each cruise chart also presents the
change in torque ( TRQ) required for 10 sq. ft. of addi- b. Torque. Since pressure altitude and temperature are
tional flat plate drag with a dashed line on a separate scale. fixed for each chart, torque required varies according to
This line is utilized to correct torque required for external gross weight and airspeed. The torque and torque limits
loads as discussed in Section VI DRAG. Maximum level shown on these charts are for dual-engine operation. The
flight airspeed (Vh) is obtained at the intersection of gross maximum torque available is presented on each chart as
weight arc and torque available - 30 minutes or the trans- either the transmission torque limit or torque available - 30
mission torque limit, whichever is lower. Airspeeds that minute for both ATF-1.0 and 0.9 values. The maximum
will produce maximum range, maximum endurance, and torque available for aircraft with an ATF value between
maximum rate of climb are also shown. Cruise charts are these shall be interpolated. The continuous torque available
provided from sea level to 20,000 feet pressure altitude in values shown represent the minimum torque available for
units of 2,000 feet. Each figure number represents a differ- ATF’s of 0.95 or greater. For ATF’s less than 0.95 maxi-
ent altitude. The charts provide cruise data for free air tem- mum continuous torque available may be slightly reduced.
peratures from -50° to +60°C, in units of 10°. Charts with Higher torque than that represented by these lines may be
FAT’s that exceed the engine ambient temperature limits used if it is available without exceeding the limitations pre-
by more than 10°C are deleted. sented in Chapter 5. An increase or decrease in torque re-
quired because of a drag area change is calculated by add-
7.17 USE OF CHARTS. ing or subtracting the change in torque from the torque on
the curve, and then reading the new fuel flow total.
The primary uses of the charts are illustrated by the
examples of Figure 7-6. To use the charts, it is usually c. Fuel Flow. Fuel flow scales are provided opposite the
necessary to know the planned pressure altitude, estimated torque scales. On any chart, torque may be converted di-
free air temperature, planned cruise speed, TAS, and gross rectly to fuel flow without regard to other chart informa-
weight. First, select the proper chart on the basis of pres- tion. Data shown in this section is for two-engine operation.
sure altitude and FAT. Enter the chart at the cruise air- For one-engine fuel flow, refer to Section VIII FUEL
speed, IAS, move horizontal and read TAS, move horizon- FLOW.
tal to the gross weight, move down and read torque
required, and then move up and read associated fuel flow. (1) With bleed-air extracted, fuel flow increases:
Maximum performance conditions are determined by enter-
ing the chart where the maximum range line or the maxi- (a) Engine anti-ice on -About 60 lbs/hr Example:
mum endurance and rate of climb line intersects the gross (760 lbs/hr + 60 lbs/hr = 820 lbs/hr.)
weight line; then read airspeed, fuel flow, and torque re-
(b) Heater on - About 20 lbs/hr.
quired. Normally, sufficient accuracy can be obtained by
selecting the chart nearest the planned cruising altitude and (c) Both on - About 80 lbs/hr.
FAT or, more conservatively, by selecting the chart with
the next higher altitude and FAT. If greater accuracy is (2) When the cruise IR suppressors are removed or
required, interpolation between altitudes and/or tempera- hover IR suppressor system is installed and operating in the
tures is permissible. To be conservative, use the gross benign mode (exhaust baffles removed), the dual-engine
weight at the beginning of the cruise flight. For greater fuel flow will decrease about 16 lbs/hr.
accuracy on long flights, however, it is preferable to deter-
mine cruise information for several flight segments to allow d. Maximum Range. The maximum range lines (MAX
for the decreasing gross weight. RANGE) indicate the combinations of gross weight and
7-13
TM 1-1520-237-10
airspeed that will produce the greatest flight range per ally result in cruise at best range airspeed for the higher
pound of fuel under zero wind conditions. When maximum drag configuration. To determine the approximate airspeed
range airspeed line is above the maximum torque available, for maximum range for alternative or external load configu-
the resulting maximum airspeed should be used for maxi- rations, reduce the value from the cruise chart by 6 knots
mum range. A method of estimating maximum range speed for each 10 square foot increase in drag area, F. For
in winds is to increase IAS by 2.5 knots per each 10 knots example, if both cabin doors are open the F increases 6
of effective headwind (which reduces flight time and mini- ft2 and the maximum range airspeed would be reduced by
mizes loss in range) and decrease IAS by 2.5 knots per 10 approximately 4 knots (6 Kts/10 ft236 ft2 = 3.6 Kts).
knots of effective tailwind for economy.
g. Additional Uses. The low speed end of the cruise
e. Maximum Endurance and Rate of Climb. The maxi- chart (below 40 knots) is shown primarily to familiarize
mum endurance and rate of climb lines (MAX END and you with the low speed power requirements of the helicop-
R/C) indicate the combinations of gross weight and air- ter. It shows the power margin available for climb or accel-
speed that will produce the maximum endurance and the eration during maneuvers, such as NOE flight. At zero air-
maximum rate of climb. The torque required for level flight speed, the torque represents the torque required to hover
at this condition is a minimum, providing a minimum fuel out of ground effect. In general, mission planning for low
flow (maximum endurance) and a maximum torque change speed flight should be based on hover out of ground effect.
available for climb (maximum rate of climb).
7.18 SINGLE-ENGINE.
f. Change in Frontal Area. Since the cruise information
is given for the 9clean configuration,9 adjustments to torque a. The minimum or maximum single-engine speeds can
should be made when operating with external sling loads or be determined by using a combination of the 700 torque
aircraft external configuration changes. To determine the available and cruise charts. To calculate single-engine
change in torque, first obtain the appropriate multiplying speeds, first determine the torque available from Section II
factor from the drag load chart (Figure 7-30), then enter the at the TGT limit desired and divide by 2. (Example: 90%
cruise chart at the planned cruise speed TAS, move right to TRQ42 = 45% TRQ.)
the broken TRQ line, and move up and read TRQ.
Multiply TRQ by the multiplying factor to obtain change b. Select the appropriate cruise chart for the desired
in torque, then add or subtract change in torque from torque flight condition and enter the torque scale with the torque
required for the primary mission configuration. Enter the value derived above. Move up to the intersection of torque
cruise chart at resulting torque required, move up, and read available and the mission gross weight arc, and read across
fuel flow. If the resulting torque required exceeds the gov- for minimum single-engine airspeed. Move up to the sec-
erning torque limit, the torque required must be reduced to ond intersection of torque and weight, and read across to
the limit. The resulting reduction in airspeed may be found determine the maximum single-engine speed. If no inter-
by subtracting the change in torque from the limit torque; sections occur, there is no single-engine level flight capa-
then enter the cruise chart at the reduced torque, and move bility for the conditions. Single-engine fuel flow at the de-
up to the gross weight. Move left or right to read TAS or sired 10 minute, 30 minute, continuous conditions may be
IAS. The engine torque setting for maximum range ob- obtained by doubling the torque required from the cruise
tained from the clean configuration cruise chart will gener- chart and referring to Figure 7–34.
7-14
TM 1-1520-237-10
CRUISE EXAMPLE
CLEAN CONFIGURATION
100% RPM R
EXAMPLE FAT: 30 OC ALT: 6,000 FT

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

MOVE LEFT, READ TAS = 135 KTS

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

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

AA0682
SA
Figure 7-6. Sample Cruise Chart - Clean
7-15
TM 1-1520-237-10
CRUISE CRUISE
0 FT
CLEAN CONFIGURATION T700 (2)
PRESS ALT: 0 FT
−50OC −40OC
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS TOTAL FUEL FLOW ~ 100 LB/HR
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
150
TRQ ~ % FOR DRAG TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF F AREA OF 10 SQ FT OF F
140 160
10 20 30 10 20 30 140
130 150
130
140
120
MAX MAX 120
RANGE RANGE
130
110
110
120
100
100
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

90
100 90
80 90
80
MAX END 80 MAX END

70 AND R / C AND R / C

70
70
60
60
60
50 50 50
40
40 40
30
30 30
20
20 GW ~ GW ~ 20
1000 LB 12 14 16 18 1000 LB
20 22 12 14 16 18 20 22
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ %
AA0414
DATA BASE: FLIGHT TEST SA
Figure 7-7. Cruise - Pressure Altitude Sea Level (Sheet 1 of 6)

7-16
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESS ALT: 0 FT
−30OC −20OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
150 AREA OF 10 SQ FT OF F AREA OF 10 SQ FT OF F
150
160
10 20 30 10 20 30
140
140
150
130
140 130
120 MAX MAX

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

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

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

7-17
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESS ALT: 0 FT
−10OC 0OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
TRQ ~ % FOR DRAG TRQ ~ % FOR DRAG 160
160
150 10 20 30 10 20 30
150
150
140
140
140
130
MAX MAX 130
RANGE RANGE
130
120
120
120
110
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

AND R / C AND R / C

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

7-18
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESS ALT: 0 FT
10OC 20OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170 170
160 160
10 20 30 10 20 30
150
150 150
140
140 140
MAX MAX
130 RANGE RANGE
130 130
120
120 120
110
110 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100
100
90 90
90

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

7-19
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESS ALT: 0 FT
30OC 40OC
ATF=0.9
ATF=1.0
7 8 9 10 11 12 13 7 8 9 10 11 12 13
170
170 TRQ ~ % FOR DRAG TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF F AREA OF 10 SQ FT OF F 170
160
160 10 20 30 10 20 30
160
150
150
150
140
140
140
MAX MAX
RANGE 130 RANGE
130
130
TORQUE AVAILABLE ~ 30 MINUTES, ATF=0.9
120
120
120

110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

60 60
50
50 40 50
12 14 16 18 20 22 12 14 16 18 20 22
40 30 40
GW ~ GW ~
30 1000 LB 1000 LB 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0416

7-20
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESS ALT: 0 FT
50OC 60OC
7 8 9 10 11 12 13 7 8 9 10 11 12 13
180 170
180
ATF=1.0
ATF=0.9
ATF=0.9
ATF=1.0
160 170
10 20 30 ~CONTINUOUS 10 20 30
~CONTINUOUS
160
150 160
150
140 150
140 MAX MAX

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

110

110
100

100
90 100
90
80 90
MAX END MAX END

80 AND R / C 70 AND R / C 80
70 60 70
60 50 60
50 40 50
12 14 16 18 20 22 12 14 16 18 20 22
40 30 40
GW ~ GW ~
30 1000 LB 1000 LB
20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0417

7-21
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
PRESS ALT: 0 FT
−50OC −40OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
150 10 20 30 10 20 30
150
140 150
140
130 140
130
120 130
120
MAX MAX
110 RANGE 120 RANGE
110
110
100
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
90
90
90

80
80
80
MAX END MAX END
70 70
60 60 60
50
50
50
40
40 12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5 40
GW ~ 30 GW ~
1000 LB 1000 LB
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0534
Figure 7-8. Cruise High Drag - Pressure Altitude Sea Level (Sheet 1 of 6)
7-22
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
PRESS ALT: 0 FT
−30OC −20OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170 170
160 160
10 20 30 10 20 30 160
150
150 150
140
140
140
130
130
130
120
MAX MAX 120
RANGE 120 RANGE
110
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
100
90
90 90

80 80 80
MAX END MAX END
AND R / C AND R / C
70 70
70
60
60
60
50
50 50
40
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
40 40
GW ~ 30 GW ~
1000 LB 1000 LB
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0535
7-23
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
PRESS ALT: 0 FT
−10OC 0OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170 180
170
160
10 20 30 10 20 30
160
160
150
150
150
140 140
140
130 130
130
MAX MAX
120 RANGE 120 RANGE
120
110 110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100
100
90

90
90
80
80
80
MAX END MAX END
70
70
60
60 60
50
50 50
40
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
40 GW ~ 30 GW ~ 40
1000 LB 1000 LB
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0536
7-24
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
PRESS ALT: 0 FT
10OC 20OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
180
170 160
10 20 30 10 20 30 170
160 150 160
150
140 150
140
140
130
130
MAX 130
MAX
RANGE 120 RANGE
120
120
~ CONTINUOUS
110
AVAILABLE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
TORQUE
110
~ CONTINUOUS
100
AVAILABLE
TORQUE
100
100
90

90
90
80
80
MAX END MAX END 80

70 70
60
60 60
50
50 40 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
40 GW ~ 30 GW ~
1000 LB 1000 LB 40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0537
7-25
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
PRESS ALT: 0 FT
30OC 40OC
7 8 9 10 11 12 13 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
ATF = 0.9
ATF = 1.0
170
170
~ CONTINUOUS 150
160
~ CONTINUOUS
160
150 140
150
140 130
140
130 MAX 120 MAX 130

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

110
100 110

100
90 100

90
80 90
80 MAX END MAX END

AND R / C 70 AND R / C 80
70 60 70
60 50 60
50 40
50
24.5
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23
30
40 40
GW ~ GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0538
7-26
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T700 (2)
PRESS ALT: 0 FT
50oC 60oC
7 8 9 10 11 12 13 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
180
ATF= 0.9
ATF= 1.0
ATF= 1.0
ATF= 0.9
170 150
170
CONTINUOUS
CONTINUOUS
160
140 160
150
150
130
140
140
MAX 120
130 RANGE MAX 130
RANGE
110
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
110 100
110
TORQUE AVAILABLE ~ 30 MIN

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

AND R/C AND R/C 80
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30
40 40
GW ~ GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0539
7-27
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESS ALT: 2000 FT
−50oC −40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
140
140
150
130
140 130
120 MAX
MAX 120
RANGE 130 RANGE
110
120 110
100 110
100
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
90
90

90
80
80
MAX END 80 MAX END
AND R / C AND R / C
70
70 70
60 60 60
50
50 50
40
40 GW ~ 40
12 14 16 18 20 22 1000 LB GW ~
30 12 14 16 18 20 22 1000 LB
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0449
Figure 7-9. Cruise - Pressure Altitude 2,000 Feet (Sheet 1 of 6)
7-28
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESS ALT: 2000 FT
−30oC −20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
160 170
150 160
10 20 30 10 20 30
150
140 150
140
140
130
MAX 130
MAX RANGE
RANGE 130
120
120
120
110
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
100
90

90 90

AND R / C AND R / C
70 70
70
60
60
60
50
50 50
40
GW ~ GW ~
40 1000 LB 1000 LB 40
12 14 16 18 20 22 12 14 16 18 20 22
30
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0448
7-29
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESS ALT: 2000 FT
−10oC 0 oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170 170
160 160
10 20 30 10 20 30
150
150 150
140
140 140
130 MAX MAX

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

100 100
100
90 90
90

MAX END 80
80 MAX END
70
70
70
60
60 60
50
50 50
40
GW ~ GW ~
40 12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB 40
30
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0447
7-30
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESS ALT: 2000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
160 10 20 30 10 20 30
160
150
150
150
140
140
140
MAX MAX
RANGE 130 RANGE
130
130
120
120
120
TORQUE AVAILABLE ~ CONTINUOUS
TORQUE AVAILABLE ~ 30 MINUTES ATF= 0.9

110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

80
70
70 70
60

60 60
50
50 40 50
12 14 16 18 20 22 12 14 16 18 20 22
40 30 40
GW ~ GW ~
1000 LB 1000 LB
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0450
7-31
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESS ALT: 2000 FT
30oC 40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
180 170
ATF = 1.0
180
ATF = 0.9
170
160 170
10 20 30 10 20 30
160
150 160
150
140 150
140
MAX 140
130 MAX
RANGE
RANGE
ATF = 0.9
TES
130
ATF = 1.0
130
120
TORQUE AVAILABLE ~ 30 MINU

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

110
100
100
90 100

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

AA0451
SA
7-32
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
PRESS ALT: 2000 FT
50oC 60oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
ATF= 0.9
ATF= 1.0
ATF= 0.9
ATF= 1.0
160
10 20 30 10 20 30
170
170
150
160
160
140
150
150
MAX 130
140 MAX
RANGE 140
RANGE
130 120
130
120 110
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
110

110
100 90
100
80
90
90
MAX END
AND R / C MAX END
70 AND R / C
80 80
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 40
GW ~
GW ~ 1000 LB
30 1000 LB
20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0452
7-33
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
PRESS ALT: 2000 FT
−50oC −40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
170
160 160
10 20 30 10 20 30
150
150 150
140
140
140
130
130
130
120
120
120
MAX MAX
110 RANGE RANGE
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
100
90

90 90
80
80 80
MAX END MAX END

AND R/C AND R/C
70 70
70
60
60
60
50
50
50
40
40 40
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30
GW ~ GW ~
30 1000 LB 1000 LB 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0540
Figure 7-10. Cruise High Drag - Pressure Altitude 2,000 Feet (Sheet 1 of 6)
7-34
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
PRESS ALT: 2000 FT
−30oC −20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170 180
170
160
10 20 30 10 20 30
160
160
150
150
150
140 140
140
130 130
130
120 120
120
MAX MAX
RANGE RANGE
110 110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100
100
90

90
90
80
80
80
MAX END MAX END
70
70
60
60
60
50
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
40
GW ~ GW ~
1000 LB 1000 LB
40
30 40
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0541
7-35
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
PRESS ALT: 2000 FT
−10oC 0 oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
180
170 160
10 20 30 10 20 30 170
160 150 160
150
140 150
140
140
130
130
130
120
MAX
120 MAX RANGE
RANGE 120
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
110
100
100

100
90
90
90
80
80
MAX END 80
70 MAX END
AND R / C AND R / C
70
70
60
60 60
50
50 40 50
12 14 16 18 20 22 23 12 14 16 18 20 22 23 24.5
24.5
GW~ 30 GW~
40 40
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0542
7-36
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
PRESS ALT: 2000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
~ CONTINUOUS
170
~ CONTINUOUS
170
ATF = 0.9
150
160
160
140
150
150
140 130
140
130 120 130

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

TES
TORQUE AVAILABLE
110

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

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

60 50
60
40
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30
40 GW~ GW~ 40
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0543
7-37
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
PRESS ALT: 2000 FT
30oC 40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
180
ATF = 1.0
ATF = 0.9
~ CONTINUOUS
170 150
ATF = 1.0
170
ATF = 0.9
160
~ CONTINUOUS
140 160
150
150
130
140
140
120
130 MAX MAX 130
RANGE RANGE
110
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
100
110
110
90

100
100

80
90
90
MAX END 70 MAX END

80 80
AND R / C AND R / C
60
70 70
50
60 60
40
50 50
30
40 12 14 16 18 20 22 23 GW~ 12 14 16 18 20 22 23 40
24.5 1000 LB 24.5
GW~
30 20 30
1000 LB
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0544
7-38
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T700 (2)
PRESS ALT: 2000 FT
50oC 60oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
180
ATF = 1.0
ATF = 0.9
180
ATF = 1.0
150
ATF = 0.9
170
170
~ CONTINUOUS
~ CONTINUOUS
140
160
160
150 130

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

120
120
100
110
110

90
100
100
80
90 90
70
MAX END MAX END
80 AND R / C AND R / C 80
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30
40 GW~ GW~ 40
1000 LB 1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0545
7-39
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
PRESS ALT: 4000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
160 170
150 160
10 20 30 10 20 30 150
140 150
140
130 140
130
130
120 MAX MAX
RANGE 120
RANGE
120
110
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
100
90
90

90
80 80
MAX END MAX END 80
AND R / C AND R / C
70 70
70
60
60
60
50
50 50
40
GW ~ GW ~
40 40
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
30
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0455
7-40
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
PRESS ALT: 4000 FT
−30oC −20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170 170
160 160
10 20 30 10 20 30
150
150 150
140
140 140
130
130 130
MAX MAX
RANGE RANGE
120
120 120
110
110 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100
100

90 90
90
80
80 MAX END MAX END
70
70
70
60
60
60
50
50 50
40
GW ~
12 14 16 18 20 22 1000 LB GW ~
40 12 14 16 18 20 22 40
30 1000 LB
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0454
7-41
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
PRESS ALT: 4000 FT
−10oC 0 oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
160 10 20 30 10 20 30
160
150
150
150
140
140
140
MAX 130
130 MAX
RANGE RANGE 130

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

110
110
100
100
100

90
90
90
80
MAX END MAX END
80
70
70
70
60
60 60
50
50 40 50
GW ~
GW ~ 12 14 16 18 20 22 1000 LB
40 12 14 16 18 20 22
1000 LB 30 40
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0453
7-42
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
PRESS ALT: 4000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
180 170
170 160
10 20 30 10 20 30 170
160
150 160
150
140 150
140
130 140
~ 30 MIN ATF= 0.9
MAX MAX
130 RANGE RANGE
120 130
TORQUE AVAILABLE ~ 30 MIN ATF= 0.9
ATF= 1.0
120
110 120
TORQUE AVAILABLE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

60 50 60
50 40
50
12 14 16 18 20 22 12 14 16 18 20 22
40 30 40
GW ~ GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0456
7-43
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
PRESS ALT: 4000 FT
30oC 40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
ATF= 1.0
ATF= 0.9
180
ATF= 0.9
ATF= 1.0
160
~ CONTINUOUS
10 20 30 10 20 30
170
170
~ CONTINUOUS
150
160
160
140
150
150
130
140
MAX MAX 140
RANGE RANGE
130 120
130
120 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
110 100

110
90
100

100
80
90
90
MAX END MAX END
80 80
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22
30
40 40
GW ~
12 14 16 18 20 22 1000 LB
30 20 30
GW ~
1000 LB
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0457
7-44
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
PRESS ALT: 4000 FT
50OC 60OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
180 160
10 20 30 10 20 30 180
~ CONTINUOUS
~ CONTINUOUS
170 150 170
160
140 160
150
MAX 150
130
MAX RANGE
140 RANGE
140
120
130
130
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
120
100
TORQUE AVAILABLE
110
~ 30 MINUTES
110

90
100
100
80
90
90
MAX END
AND R / C 70
MAX END
80 AND R / C 80
60
70 70
50
60 60
40
50 50
30
40 40
12 14 16 18 20 22 12 14 16 18 20 22
GW ~ 20 GW ~
30 1000 LB 1000 LB 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0458
7-45
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T700 (2)
PRESS ALT: 4000 FT
−50OC −40OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
160 10 20 30 10 20 30
160
150 150
150
140 140
140
130 130
130
120 120
120
MAX MAX
RANGE RANGE
110 110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100
100
90 90

90
80
80
80
MAX END MAX END
70
70
60
60
60
50
50 50
40
40 12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30 40
GW ~ GW ~
1000 LB 1000 LB
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0546
7-46
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T700 (2)
PRESS ALT: 4000 FT
−30OC −20OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
180
180
170 160
10 20 30 10 20 30 170
160
150 160
150
140 150
140
140
130
130
130
120
120 MAX MAX
RANGE RANGE 120
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
110
100
100
100
90

90
90
80
80
MAX END MAX END 80
70
70
60
60
50 60
50 40 50
40 12 14 16 18 20 22 23 24.5 30 12 14 16 18 20 22 23 24.5
40
GW ~ GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0547
7-47
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T700 (2)
PRESS ALT: 4000 FT
−10OC 0OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
~ CONTINUOUS
170
170
150
160
160
140
150
150
140 130
140
130 120 130

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

110
TORQUE AVAILABLE
100 110
100
90 100

90
80 90
80 MAX END MAX END

70 60 70
60 50
60
40
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
GW ~ 30 GW ~
40 1000 LB 1000 LB 40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0548
7-48
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T700 (2)
PRESS ALT: 4000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
180
~ CONTINUOUS
170 150
ATF = 0.9
ATF = 1.0
170
~ CONTINUOUS
ATF = 0.9
160
140 160
150
150
130
140
140
120
130
MAX MAX 130
RANGE 110 RANGE
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
100
110
110

90

100
100
80
90
90
MAX END 70 MAX END

60
70 70
50
60 60
40 24.5
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23
GW ~ 30 GW ~
40 1000 LB 1000 LB 40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0549
7-49
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T700 (2)
PRESS ALT: 4000 FT
30oC 40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
180
180
ATF = 0.9
ATF = 1.0
150
ATF = 0.9
ATF = 1.0
170
170
~ CONTINUOUS
140
~ CONTINUOUS
160
160
150 130
150
140
120 140
130 MAX MAX

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

120
120
100
110
110
90

100
100
80
90
90
MAX END 70
AND R / C MAX END
80 AND R / C 80
60
70 70
50
60 60
40
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
50 50
GW ~ 30 GW ~
40 1000 LB 1000 LB
40
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0550
7-50
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T700 (2)
PRESS ALT: 4000 FT
50oC 60oC
5 6 7 8 9 10 11 12 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
180 150

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

130
120 100
120

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

60 24.5
24.5 60
40
GW ~ GW ~
1000 LB 12 14 16 18 20 23 1000 LB 12 14 16 18 20 22 23
50 50
22 30
40 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA0551
7-51
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESS ALT: 6000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170 170
160 160
10 20 30 10 20 30
150
150 150
140
140 140
130
130 130
120 MAX MAX

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

110 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100 100
TORQUE AVAILABLE ~ CONTINU

90 90
90

80
80 MAX END MAX END
70
70
70
60
60
60
50
50 50
40
GW ~ GW ~
40 12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB 40
30
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0461
7-52
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESS ALT: 6000 FT
−30OC −20OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
160 10 20 30 10 20 30
160
150
150
150
140
140
140
130
130
MAX 130
MAX RANGE
RANGE 120
120
120
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

80
MAX END MAX END
80
70
70
70
60

60 60
50
50 50
40
40 12 14 16 18 20 22 GW~ 12 14 16 18 20 22 GW~
1000 LB 30 1000 LB 40
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0460
7-53
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESS ALT: 6000 FT
−10oC 0oC
5 6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
180 170
170 160
10 20 30 10 20 30 170
160
150 160
150
140 150
140
130 140
130 MAX MAX

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

~ CONTINUOUS
110
~ CONTINUOUS
100 110

100
90 100
TRANSMISSION TORQUE LIMIT AFT~1.0

90
30 MIN ATF= 0.9
80 90
MAX END MAX END
AND R / C AND R / C
80 70 80
70 60
TORQUE AVAILABLE ~
70
60 50
60
50 40
50
GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22
40 30
40
GW ~
1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0459
7-54
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESS ALT: 6000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
ATF= 1.0
ATF= 0.9
180
ATF= 1.0
ATF= 0.9
160 180
~ CONTINUOUS
10 20 30 10 20 30
170
170
150
160
160
140
150
150
130
140
140
MAX MAX
RANGE 120 RANGE
130
130
120 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
~ CONTINUOUS
100
110

110

90
100
100
80
90
90
MAX END
AND R / C MAX END
70 AND R / C
80
80
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 GW ~ 40
GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0462
7-55
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESS ALT: 6000 FT
30oC 40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
ATF = 1.0
180 10 20 30 10 20 30
180
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
~ CONTINUOUS
ATF = 0.9
170 150
170
160 140 160
150
130 150
MAX MAX
140 RANGE RANGE 140
120
130
130
110
120
TRUE AIRSPEED ~ KTS

TRUE AIRSPEED ~ KTS
120
100
110
110


90
100 100
80
90 90
MAX END MAX END
AND R / C 70
AND R / C
80 80
60
70 70
50
60 60
40
50 50
30
40 20 40
12 14 16 18 20 22 12 14 16 18 22
30 20 30
GW ~ GW ~
1000 LB 1000 LB
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % TORQUE PER ENGINE ~ % AA0463A

SA
7-56 Change 8
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
PRESS ALT: 6000 FT
50oC
TOTAL FUEL FLOW ~ 100 LB/HR IAS ~ KTS

6 7 8 9 10 11 12 13
170

TRQ ~ % FOR DRAG
AREA OF 10 SQ FT OF F
ATF = 1.0
ATF = 0.9
160
10 20 30
180
150
~ CONTINUOUS
170
140
160
130
150
MAX 120
140
RANGE
130 110
TRUE AIRSPEED ~ KTS
120 100
110

90
100
80
90
MAX END 70
AND R / C
80
60
70
50
60
40
50 12 14 16 18 20 22
30
GW~
40 1000 LB
20
30
20
10
10
0 0
20 30 40 50 60 70 80 90 100
AA0464A
7-57
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T700 (2)
PRESS ALT: 6000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
180
170 160
10 20 30 10 20 30 170
160
150 160
150
140 150
140
140
130
130
130
120
120
120
MAX 110 MAX
RANGE RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
110
OUS & 30 MIN
OUS & 30 MIN

100
100
100
90


90
90
80
80
MAX END MAX END 80
70
70
60
60
50 60
50 40 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
40 GW ~ 30 GW ~ 40
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0552
7-58
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T700 (2)
PRESS ALT: 6000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
170
170
150
160
160
150 140
150
140 130
140
130 120 130
120 MAX MAX

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

OUS & 30 MIN
110
OUS & 30 MIN

100 110
100
90 100

90
80 90
80 MAX END MAX END

70 80
AND R / C AND R / C

70 60 70
60 50
60
50 40
50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
GW ~ 30 GW ~
40 40
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0553
7-59
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T700 (2)
PRESS ALT: 6000 FT
−10oC 0 oC
5 6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
180
US
~ CONTINUO
150
~ CONTINUOUS
170
170
ATF = 0.9
160
140 160
150
150
130
140
140
120
130
130
110
120 MAX MAX
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

RANGE RANGE 120
100
110
30 MINUTES
110
90
100
100

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

MAX END 70 MAX END
60
70 70
50
60
ATF = 0.9
60
40
50 50
23 24.5
12 14 16 18 20 22 23 24.5
30
40 GW ~ 40
12 14 16 18 20 22 1000 LB
30 20
30
GW ~
20 1000 LB 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0554
7-60
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T700 (2)
PRESS ALT: 6000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
180
150 180
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
170
170
~ CONTINUOUS
140
160
160
150 130
150
140 120 140
130
MAX 110 MAX 130
RANGE RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
120
100
110
110
90
100
100

80

90
90
MAX 70
END
80 AND 80
R/C 60
70 MAX
70
END
50 AND
R/C
60 24.5 60
40
50 12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 50
GW ~ 30 GW ~
40 1000 LB 1000 LB
40
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0555
7-61
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T700 (2)
PRESS ALT: 6000 FT
30oC 40oC
6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
150
180
ATF = 0.9
ATF = 1.0
180
ATF = 0.9
ATF = 1.0
170 140
170
~ CONTINUOUS
~ CONTINUOUS
160
130 160

150
150
120
140
140
MAX 110 MAX

130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

RANGE RANGE 130
120 100
120
110 90 110
100
80 100
90
70 90
80 80
60
MAX
70 END 70
50 MAX END
AND AND R / C
R/C 24.5
60 60
40
GW ~
50 12 14 16 18 20 22 23 24.5 1000 LB 12 14 16 18 20 22 23 50
30
GW ~
40 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 10 20 30 40 50 60 70 80 90
AA0556A
7-62
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T700 (2)
PRESS ALT: 6000 FT
50OC

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

150 120
140
110
TRUE AIRSPEED ~ KTS
MAX
130 RANGE
100
120
90
110
80
100
90 70
80 60
70 MAX END
AND R / C 50
60 40
GW ~ 12 14 16 18 20 22 23
50
1000 LB 30
40
20
30
20 10
10
0 0
10 20 30 40 50 60 70 80 90
AA0557
7-63
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
PRESS ALT: 8000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
170
160
160 10 20 30 10 20 30
160
150 150
150
140 140
140
130 130
130
120 120 MAX

MAX RANGE 120
RANGE
TINUOUS & 30 MIN

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

110
100
100
100

90
TORQUE AVAILABLE ~ CON

90
90
80
MAX END MAX END
70
70
70
60
60
50 60
50 50
40
12 14 16 18 20 22 12 14 16 18 20 22
40 30 40
GW ~ GW ~
1000 LB 1000 LB
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0467
7-64
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
PRESS ALT: 8000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
180 170
170 160
10 20 30 10 20 30 170
160
150 160
150
140 150
140
130 140
130
120 130
MAX MAX
RANGE RANGE
TINUOUS & 30 MIN
120
CONTINUOUS & 30 MIN

110 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
100 110
100
90 100

TORQUE AVAILABLE ~
90 80 90
MAX END MAX END
AND R / C AND R / C
80 70 80
70 60 70
60 50
60
50 40
50
GW ~
12 14 16 18 20 22 12 14 16 18 20 22 1000 LB
40 30
40
GW ~
1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0466
7-65
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
PRESS ALT: 8000 FT
−10oC 0 oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
~ CONTINUOUS
ATF= 0.9
ATF= 1.0
ATF= 1.0
ATF= 0.9
180
~ CONTINUOUS
160 180
10 20 30 10 20 30
170
170
150
160
160
140
150
150
130
140
140
MAX 120 MAX

130
RANGE RANGE 130
110

120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 40
GW ~ GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0465
7-66
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
PRESS ALT: 8000 FT
10oC 20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
~ CONTINUOUS
ATF= 0.9
ATF= 1.0
~ CONTINUOUS
ATF= 1.0
ATF= 0.9
160
180 10 20 30 10 20 30
180
170 150
170
160 140
160
150
130 150
140
120 140
MAX MAX
RANGE RANGE
130
130
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
120
100
110

110
90

100
100
80
90
90
MAX END 70
AND R / C MAX END
AND R / C
80 80
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 GW ~ 40
GW ~ 1000 LB
1000 LB 20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0468
7-67
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
PRESS ALT: 8000 FT
30oC 40oC
4 5 6 7 8 9 10 11 12 5 6 7 8 9 10 11 12
170
ATF= 1.0
ATF= 0.9
TES
160
ATF= 0.9
ATF= 1.0
10 20 30 10 20 30
~ CONTINUOUS
MINUTES
180
~ CONTINUOUS
150 180
170
170
TORQUE AVAILABLE ~ 30
140
160
160
130
150
150
140 120
MAX MAX 140
RANGE RANGE
130 110
130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120 100
120
110 90 110
100 80 100
90 70 90
MAX END
80 AND R / C MAX END
60 80
AND R / C
70 70
50
60 60
40
50 50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 GW ~ 40
GW ~ 1000 LB
1000 LB 20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA0469A
7-68
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
PRESS ALT: 8000 FT
50oC

5 6 7 8 9 10 11 12
170

TRQ ~ % FOR DRAG
ATF = 1.0
ATF = 0.9
160
10 20 30
~ CONTINUOUS
150
180
170 140
160
130
150
120
140 MAX
RANGE
110
TRUE AIRSPEED ~ KTS
130
100
120
90
110
80
100
70
90
80 MAX END 60
AND R / C
70 50
60
40
50 12 14 16 18 20 22
30
GW~
40 1000 LB
20
30
20
10
10
0 0
10 20 30 40 50 60 70 80 90
AA0470
7-69
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T700 (2)
PRESS ALT: 8000 FT
−50OC −40OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
170
170
150
160
160
150 140
150
MIN
140 130
140
~ CONTINUOUS & 30
130
120 130
120
110 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

100
90 100
90
80 90
80 MAX END 70 80
AND R / C MAX END
AND R / C
70 60 70
60 50 60
50 40
50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30
40 40
GW ~ GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0558
7-70
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T700 (2)
PRESS ALT: 8000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
180
170 150
170
160
140 160
150
150
130
140
140
120
130
130
110
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

100
100
80
90
90
TORQUE AVAILABLE
MAX 70 MAX
80 END END
AND AND 80
R/C R/C
60
70
70
50
60 60
40
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
GW ~ 30 GW ~
40 1000 LB 1000 LB 40
30 20
30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0559
7-71
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T700 (2)
PRESS ALT: 8000 FT
−10OC 0OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
180
150 180
ATF = 1.0
~ CONTINUOUS
ATF = 1.0
ATF = 0.9
170
~ CONTINUOUS
ATF = 0.9
170
140
160
160
~ 30 MINUTES
150 130
150
140 120
140
TORQUE AVAILABLE
130
110 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

24.5
50
60 24.5 60
40
50 50
12 14 16 18 20 22 23 12 14 16 18 20 22 23
30
40 GW ~ GW ~
1000 LB 40
1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0560
7-72
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T700 (2)
PRESS ALT: 8000 FT
10oC 20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
150
180
~ 30 MIN ATF = 1.0

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

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

MAX 130
RANGE RANGE
120 100
120
110 90

110
100 80 100
90
70 90
80 80
60
MAX MAX
70 END END 70
50 AND
AND
R/C R/C
60 60
40
23 24.5
12 14 16 18 20 22 24.5 12 14 16 18 20 22 23
50 50
30
GW ~ GW ~
40 1000 LB 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0561
7-73
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T700 (2)
PRESS ALT: 8000 FT
30OC 40OC
4 5 6 7 8 9 10 11 12 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
150
180
180
ATF = 0.9
TORQUE AVAILABLE ~ 30 MINUTES ATF = 1.0 140
ATF = 0.9
ATF = 1.0
170
170
~ CONTINUOUS
~ CONTINUOUS
130
160
160

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

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

70 AND R / C 50 70
AND R / C
60 40 60
23
GW ~ 12 14 16 18 20 22 23 GW ~ 12 14 16 18 20 22
50 1000 LB 30 50
1000 LB
40 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA0562
7-74
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T700 (2)
PRESS ALT: 8000 FT
50oC
5 6 7 8 9 10 11 12
170
TRQ ~ % FOR DRAG
160
10 20 30
150
180 140
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
170
130
160
120

150
140 110
TRUE AIRSPEED ~ KTS
130 MAX
RANGE 100
120
90
110
80
100
70
90
60
80
MAX END 50
70 AND R / C 23
60 40
12 14 16 18 20 22
50 30
GW ~
1000 LB
40
20
30
20 10
10
0 0
10 20 30 40 50 60 70 80 90
AA0563
7-75
TM 1-1520-237-10
CRUISE CRUISE
10000 FT
PRESS ALT: 10000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
180 170
S & 30 MIN.
170
OUS & 30 MIN.

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

110
110
100
100
90 100

90
80 90
MAX END
MAX END
80 AND R / C 70 AND R / C 80
70 60 70
60 50 60
50 40
50
GW ~ GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
40 30 40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0420
7-76
TM 1-1520-237-10
CRUISE CRUISE
10000 FT
PRESS ALT: 10000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
OUS & 30 MIN
MIN
170
170
150
~ CONTINUOUS & 30
160
160
140
ABLE ~ CONTINU
150
150
130
140
140
TORQUE AVAILABLE
120
130
TORQUE AVAIL
MAX 130
MAX
RANGE RANGE
120 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
100
110
110

90
100
100
80
90
90
MAX END 70 MAX END
80
60
70
70
50
60 60
40
50 GW ~ GW ~ 50
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
30
40 40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0419
7-77
TM 1-1520-237-10
CRUISE CRUISE
10000 FT
PRESS ALT: 10000 FT
−10oC 0 oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
ATF=1.0
ATF=0.9
ATF=1.0
ATF=0.9
~ CONTINUOUS
160
180 10 20 30 10 20 30
~ CONTINUOUS
180
TES
170 150

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

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

120
120
100
110
110
90

100
100
80
90
90
MAX END 70
AND R / C MAX END
80 AND R / C 80
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 40
GW ~ GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0418
7-78
TM 1-1520-237-10
CRUISE CRUISE
10000 FT
PRESS ALT: 10000 FT
10OC 20OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
160
10 20 30 10 20 30
~ CONTINUOUS
180
~ CONTINUOUS
150 180
TES
~ 30 MINUTES
170

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

130
120 100
120
110 90
110
100 80 100

90 70 90
80 80
MAX END 60
AND R / C MAX END
70 AND R / C 70
50
60 60
40
50 50
30
40 12 14 16 18 20 22 12 14 16 18 20 22 40
GW ~ 20 GW ~
30 30
1000 LB 1000 LB
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0421

7-79
TM 1-1520-237-10
CRUISE CRUISE
10000 FT
PRESS ALT: 10000 FT
30oC 40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
ATF= 1.0
AREA OF 10 SQ FT OF F ATF= 0.9 AREA OF 10 SQ FT OF F
ATF= 1.0
ATF= 0.9
160
10 20 30 10 20 30
~ CONTINUOUS
~ CONTINUOUS
150
TES
180
180
TES
140

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

RANGE 110 RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
130
100
120
120
90
110
110

80
100
100
70
90 90
MAX END
80 60 AND R / C 80
MAX END
70 AND R / C 50 70
60 40 60
50 12 14 16 18 20 22 12 14 16 18 20 50
30
40 GW ~ GW ~ 40
1000 LB 1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0422
7-80
TM 1-1520-237-10
CRUISE CRUISE
10000 FT
T700 (2)
PRESS ALT: 10000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
OUS & 30 MIN

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

120
MAX
MAX RANGE
RANGE 100
110
110
90

100
100
90 80
90
70
80
MAX MAX 80
END END
AND 60 AND
70 R/C R/C
70
50
60
60
40
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
GW ~ 30 GW ~
40 1000 LB 1000 LB 40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0564
7-81
TM 1-1520-237-10
CRUISE CRUISE
10000 FT
T700 (2)
PRESS ALT: 10000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
180
OUS & 30 MIN

150 180
OUS & 30 MIN

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

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

90
90
70
80
80
60
70 MAX MAX 70
END END
AND 50 AND
R/C R/C
60 60
40
50 24.5 50
12 14 16 18 20 22 23 24.5 30 12 14 16 18 20 22 23
40 GW ~ GW ~ 40
1000 LB 1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0565
7-82
TM 1-1520-237-10
CRUISE CRUISE
10000 FT
T700 (2)
PRESS ALT: 10000 FT
−10OC 0OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
150
180
180
ATF = 1.0
~ CONTINUOUS
ATF = 1.0
ATF = 0.9
170 140
~ CONTINUOUS
170
ATF = 0.9
160
130 160
NUTES
150
150
120
LABLE ~ 30 MI
140
140
110
130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
MINUTES
MAX 100 MAX

TORQUE AVAI
120
RANGE RANGE 120
110 90
110
100 80 100
90
70 90
80
60 80
MAX MAX
70 END END 70
AND 50 AND
R/C R/C
60 24.5 24.5
60
40
50 12 14 16 18 20 22 23 12 14 16 18 20 22 23 50
30
40 GW ~ GW ~ 40
1000 LB 1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0566
7-83
TM 1-1520-237-10
CRUISE CRUISE
10000 FT
T700 (2)
PRESS ALT: 10000 FT
10oC 20oC
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
150
180 ATF = 0.9

ATF = 1.0
140 180
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
170
170
130
~ CONTINUOUS
160
160
150 120
150

140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

70 AND R / C 50 AND R / C 70
23
60 40 60
GW ~ GW ~
1000 LB 12 14 16 18 20 23 1000 LB 12 14 16 18 20 22
50 30 50
22
40 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA0567
7-84
TM 1-1520-237-10
CRUISE CRUISE
10000 FT
T700 (2)
PRESS ALT: 10000 FT
30OC 40OC
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
150
140
180 ATF = 1.0
ATF = 0.9
180
ATF = 1.0
ATF = 0.9
170
~ CONTINUOUS
130 170
~ CONTINUOUS
160
160
120

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

140
130 MAX 100

MAX 130
RANGE RANGE
120
90 120
110
110
80
100
100
70
90 90
60
80 80
MAX END MAX END
50
40
60 22 60
GW ~ 12 14 16 18 20 22 GW ~ 12 14 16 18 20
50 1000 LB 30 1000 LB
50
40 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA0568
7-85
TM 1-1520-237-10
CRUISE CRUISE
12000 FT
PRESS ALT: 12000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
MIN
MIN
180
~ CONTINUOUS & 30
160
170
10 20 30 ~ CONTINUOUS & 30 10 20 30
170
150
160
160
140
150
150
TORQUE AVAILABLE
TORQUE AVAILABLE
130
140
140
130 120
130
120 110 MAX

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

110 100
110
90

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

AA0425
SA
7-86
TM 1-1520-237-10
CRUISE CRUISE
12000 FT
PRESS ALT: 12000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
~ CONTINUOUS
OUS & 30 MIN
ABLE ~ 30 MIN
180
170 150
170
160 140
ABLE ~ CONTINU 160
TORQUE AVAIL
150
130 150
140
120 140
TORQUE AVAIL
130
MAX 110 130
MAX
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

RANGE
120 RANGE
120
100
110
110
90

100
100
80
90
90
70
80 MAX END
AND R / C 80
60 MAX END
AND R / C
70 70
50
60 60
40
50 50
30
40 12 14 16 18 20 22
12 14 16 18 20 22 40
30 GW ~ 20 30
1000 LB GW ~
20 1000 LB 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0424
7-87
TM 1-1520-237-10
CRUISE CRUISE
12000 FT
PRESS ALT: 12000 FT
−10OC 0OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
ATF = 1.0
160
ATF = 0.9
10 20 10 20
ATF = 0.9
30 30
ATF = 1.0
~ CONTINUOUS
180
150 180
~ CONTINUOUS
170
~ 30 MINUTES
140 170
TES
160
160
ABLE ~ 30 MINU
130
150
150
TORQUE AVAILABLE
120
140
140
MAX MAX
TORQUE AVAIL
130 110
RANGE RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
120 100
120

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

AND R / C 50 70
AND R / C
60 60
40
50 50
12 14 16 18 20 22 12 14 16 18 20 22
30
GW ~ GW ~
40 1000 LB 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0423

7-88
TM 1-1520-237-10
CRUISE CRUISE
12000 FT
PRESS ALT: 12000 FT
10OC 20OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
ATF = 0.9
ATF = 1.0
160
10 20 30 10 20 30
ATF = 0.9
ATF = 1.0
150
180
TES
~ CONTINUOUS
~ CONTINUOUS
180

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

130
130
100
120

120
90
110
110
80
100
100
70
90
90
80 60
80
MAX END
MAX END AND R / C
70 50 70
AND R / C
60 40 60
50 12 14 16 18 20 22 12 14 16 18 20 22 50
30
GW ~ GW ~
40 1000 LB 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0426

7-89
TM 1-1520-237-10
CRUISE CRUISE
12000 FT
PRESS ALT: 12000 FT
30oC

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

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

TRUE AIRSPEED ~ KTS
RANGE
130 100
120
90
110
80
100
70
90
60
80
MAX END
AND R / C 50
70
60 40
50 30
12 14 16 18 20
40 GW ~
1000 LB 20
30
20
10
10
0 0
10 20 30 40 50 60 70 80 90
AA0427A
7-90
TM 1-1520-237-10
CRUISE CRUISE
12000 FT
T700 (2)
PRESS ALT: 12000 FT
−50oC −40oC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
180
OUS & 30 MIN
OUS & 30 MIN

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

120
100 120
MAX MAX
RANGE RANGE
110
110
90
100
100
80
90
90
70
80
80
60
70
70
MAX END MAX END
50 AND R / C
AND R / C
60
60
40
GW ~ GW ~
50 1000 LB 12 14 16 18 20 22 23 1000 LB 12 14 16 18 20 23 50
22
30
40 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA0569
7-91
TM 1-1520-237-10
CRUISE CRUISE
12000 FT
T700 (2)
PRESS ALT: 12000 FT
−30oC −20oC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
150
OUS & 30 MIN

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

130
120 MAX 100 MAX

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

50 70
AND R / C AND R / C
60 23 60
40
GW ~ 23 GW ~
1000 LB 12 14 16 18 20 22 1000 LB 12 14 16 18 20 22
50 50
30
40 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA0570
7-92
TM 1-1520-237-10
CRUISE CRUISE
12000 FT
T700 (2)
PRESS ALT: 12000 FT
−10OC 0 OC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
150
180
140
ATF = 1.0
~ CONTINUOUS 180
ATF = 1.0
ATF = 0.9
170
ATF = 0.9 170
~ CONTINUOUS
130
160
160
150 120
150
140
LE ~ 30 MINUTES
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

70 AND R / C 70
AND R / C
60 40 60
GW ~ 12 14 16 18 20 22 GW ~ 14 16 18 20 22
12
50 1000 LB 30 1000 LB 50
40 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA0571
7-93
TM 1-1520-237-10
CRUISE CRUISE
12000 FT
T700 (2)
PRESS ALT: 12000 FT
10OC 20OC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
150
140
180
180
ATF = 1.0
ATF = 0.9
ATF = 0.9
TORQUE AVAILABLE ~ 30 MINUTES ATF = 1.0

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

140
130 100
MAX MAX 130
RANGE RANGE
120 90 120
110
80 110
100
100
70
90
90
60
80 80
MAX END MAX END
50 AND R / C
70 AND R / C
70
22
40
60 22 60
GW ~ 12 14 16 18 20 GW ~ 12 14 16 18 20
1000 LB 30 1000 LB
50 50
40 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA0572
7-94
TM 1-1520-237-10
CRUISE CRUISE
12000 FT
T700 (2)
PRESS ALT: 12000 FT
30oC
4 5 6 7 8 9 10 11
170
TRQ ~ % FOR DRAG
160
10 20 30
150
140
180
ATF = 0.9
ATF = 1.0
130
170
~ CONTINUOUS 120
160
150
110
TRUE AIRSPEED ~ KTS
140
TORQUE AVAILABLE ~ 30 MINUTES 100
130 MAX
RANGE
90
120
110 80
100
70
90
60
80
MAX END 50
70 AND R / C
40
60
12 14 16 18 20
30
50
GW ~
1000 LB
40 20
30
20 10
10
0 0
10 20 30 40 50 60 70 80 90
AA0573
7-95
TM 1-1520-237-10
CRUISE CRUISE
14000 FT
PRESS ALT: 14000 FT
−50oC −40oC
4 5 6 7 8 9 10 11 12 13 4 5 6 7 8 9 10 11 12 13
170
OUS & 30 MIN

OUS & 30 MIN

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

120 MAX MAX
RANGE 120
RANGE 100
110
110
90

100
100
80
90
90
70
80
MAX END 80
AND R / C 60
70
70
MAX END
50 AND R / C
60 60
40
12 14 16 18 20 22
50 12 14 16 18 20 22 50
30
40 40
30 GW ~ 20 GW ~
1000 LB 30
1000 LB
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0430
7-96
TM 1-1520-237-10
CRUISE CRUISE
14000 FT
PRESS ALT: 14000 FT
−30oC −20oC
4 5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
MIN
160
~ CONTINUOUS & 30
10 20 30 10 20 30
NUTES
180
~ CONTINUOUS
150 180
LABLE ~ 30 MI
170
140 170
160
160
TORQUE AVAILABLE
130
TORQUE AVAI
150
150
120
140
140
130 110
MAX MAX 130
RANGE RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120 100
120
110 90

110
100 80
100
90 70 90
80 60 80
MAX END
AND R / C
70 MAX END
AND R / C 50 70
60 60
40
50 50
12 14 16 18 20 22 30 12 14 16 18 20 22
40 GW ~ GW ~ 40
1000 LB 1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA0429
SA
7-97
TM 1-1520-237-10
CRUISE CRUISE
14000 FT
PRESS ALT: 14000 FT
−10oC 0 oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
~ 30 MINUTES
160
10 20 30 10 20 30
NUTES
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
150
LABLE ~ 30 MI
180
180
TORQUE AVAILABLE
140
170
170
160 130
TORQUE AVAI
160
150
120 150
140
110 140
MAX MAX
130 RANGE RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
100
120
120

90
110
110
80
100
100
70
90
90
60
80 80
MAX END
AND R / C
MAX END
70 50 AND R / C 70
60 40 60
50 50
12 14 16 18 20 22 30
12 14 16 18 20
40 GW ~ 40
1000 LB 20
30 GW ~ 30
1000 LB
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA0428
SA
7-98
TM 1-1520-237-10
CRUISE CRUISE
14000 FT
PRESS ALT: 14000 FT
10OC 20OC
5 6 7 8 9 10 11 12 13 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0 150
180
~ CONTINUOUS
140
TES
180
~ CONTINUOUS
TES

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

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

7-99
TM 1-1520-237-10
CRUISE CRUISE
14000 FT
PRESS ALT: 14000 FT
30oC

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

ATF = 0.9
ATF = 1.0
150
~ CONTINUOUS
140
180
170 130
160 120
150
110
TRUE AIRSPEED ~ KTS
140 MAX
RANGE 100
130
90
120
110 80
100 70
90
60
GW ~
80 1000 LB
50
70
40
60
12 14 16 18 20
50 30
MAX END
AND R / C
40
20
30
20 10
10
0 0
10 20 30 40 50 60 70 80 90
AA0432
7-100
TM 1-1520-237-10
CRUISE CRUISE
14000 FT
T700 (2)
PRESS ALT: 14000 FT
−50OC −40OC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
150
180
180
170 140
170
160
130 160
150
150
120
140
140
110
130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

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

50 70
AND R / C AND R / C
60 60
40
22
50 GW ~ 12 14 16 18 20 22 GW ~ 12 14 16 18 20
1000 LB 50
30 1000 LB
40 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA0574
7-101
TM 1-1520-237-10
CRUISE CRUISE
14000 FT
T700 (2)
PRESS ALT: 14000 FT
−30oC −20oC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
150
180 OUS & 30 MIN

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

TORQUE AVAIL
130
100 130
120 MAX MAX

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

70 70
AND R / C AND R / C
60 40 60
GW ~ GW ~ 22
1000 LB 12 14 16 18 20 22 1000 LB 12 14 16 18 20
50 30 50
40 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA0575
7-102
TM 1-1520-237-10
CRUISE CRUISE
14000 FT
T700 (2)
PRESS ALT: 14000 FT
−10OC 0OC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
150
140
180
ATF = 1.0 180
ATF = 1.0
~ CONTINUOUS
170 130
170
ATF = 0.9
~ CONTINUOUS
ATF = 0.9
160
120 160
LE ~ 30 MINUTES
MINUTES
150
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
130 100
130
TORQUE AVAILAB
MAX MAX
120 RANGE 90 RANGE
120
110
80 110
100
100
70
90
90
60
80 80
MAX END 50 MAX END
40
60 60
GW ~ GW ~
12 14 16 18 20 12 14 16 18 20
1000 LB 30 1000 LB
50 50
40 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA0576
7-103
TM 1-1520-237-10
CRUISE CRUISE
14000 FT
T700 (2)
PRESS ALT: 14000 FT
10oC 20oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
180
ATF = 0.9
ATF = 1.0
130 180
ATF = 0.9
ATF = 1.0
170
170
~ CONTINUOUS
120
160
~ CONTINUOUS
160
150 110 150

TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
100 140
130 MAX MAX 130

RANGE 90 RANGE
120
120
110 80
110

100 70 100
90 90
60
80 80
MAX END 50 MAX END
AND R / C AND R / C
70 70
40
GW ~ GW ~ 20
60 1000 LB 12 14 16 18 20 1000 LB 12 14 16 60
30 18
50 50
40 20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA0577
7-104
TM 1-1520-237-10
CRUISE CRUISE
14000 FT
T700 (2)
PRESS ALT: 14000 FT
30oC
3 4 5 6 7 8 9 10
170
TRQ ~ % FOR DRAG
160
10 20 30
150
140
130
180
ATF = 0.9
ATF = 1.0
170
120
~ CONTINUOUS
160
110
150
TRUE AIRSPEED ~ KTS

140 100
130 MAX
RANGE 90
120
80
110
70
100
90 60
80 50
MAX END
AND R / C
70
40
60
12 14 16 18
30
50 GW ~
1000 LB
40 20
30
20 10
10
0 0
0 10 20 30 40 50 60 70 80
AA0578
7-105
TM 1-1520-237-10
CRUISE CRUISE
16000 FT
PRESS ALT: 16000 FT
−50oC −40oC
3 4 5 6 7 8 9 10 11 12 3 4 5 6 7 8 9 10 11 12
170
MIN
~ CONTINUOUS & 30
160
10 20 30 10 20 30
180
150 180
MIN
170
~ CONTINUOUS & 30
140 170
160
TORQUE AVAILABLE
160
130
150
150
120
140
140
TORQUE AVAILABLE
130 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
120 MAX 100 MAX

RANGE RANGE 120
110 90
110
100 80
100
90 70 90
80
MAX END 60 80
AND R / C MAX END
AND R / C
70
50 70
60 60
40
50 20 50
12 14 16 18 12 14 16 18 20
30
40 GW ~ GW ~ 40
1000 LB 1000 LB
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA0435
7-106
TM 1-1520-237-10
CRUISE CRUISE
16000 FT
PRESS ALT: 16000 FT
−30OC −20OC
3 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
TES
MIN
ABLE ~ 30 MINU
150
~ CONTINUOUS & 30
180
~ CONTINUOUS
180
140
170
170
160 130
TORQUE AVAIL
160
150
TORQUE AVAILABLE
120 150
140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130 MAX MAX
RANGE RANGE 130
100
120
120

90
110
110
80
100
100
70
90
90
60
80
80
MAX END
70 AND R / C 50 MAX END 70
AND R / C
60 40 60
50 12 14 16 18 20 12 14 16 18 20
30 50
GW ~ GW ~
40 1000 LB 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 20 30 40 50 60 70 80 90 100
AA0434A
7-107
TM 1-1520-237-10
CRUISE CRUISE
16000 FT
PRESS ALT: 16000 FT
−10oC 0 oC
4 5 6 7 8 9 10 11 12 13 4 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
LE ~ 30 MINUTES
150
ATF = 0.9
~ CONTINUOUS
ATF = 1.0
~ CONTINUOUS
MINUTES
ATF = 1.0
ATF = 0.9
180 140
180
170
TORQUE AVAILAB
130 170
160
160
120
150
150
110
140
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130 MAX 100 MAX
RANGE RANGE 130
120 90

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

AA0433
SA
7-108
TM 1-1520-237-10
CRUISE CRUISE
16000 FT
PRESS ALT: 16000 FT
10oC 20oC
5 6 7 8 9 10 11 12 13 4 5 6 7 8 9 10 11 12
170
TES
AREA OF 10 SQ FT OF F TORQUE AVAILABLE ~ 30 MINU AREA OF 10 SQ FT OF F
160
10 20 30 10 20 30
~ 30 MINUTES
150
ATF = 1.0
~ CONTINUOUS
140
~ CONTINUOUS
180
ATF = 1.0
ATF = 0.9
ATF = 0.9
TORQUE AVAILABLE
180
130
170
170
160 120
160
150
110 150
140 MAX
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

AA0436
SA
7-109
TM 1-1520-237-10
CRUISE CRUISE
16000 FT
PRESS ALT: 16000 FT
30oC

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

150
ATF = 0.9
ATF = 1.0
~ CONTINUOUS 140
180 130
170
120
160
110
150
TRUE AIRSPEED ~ KTS
140 100
MAX
RANGE
130
90
120
80
110
70
100
90 60
MAX END
80 AND R / C 50
70
40
60
12 14 16 18
30
50 GW~
1000 LB
40 20
30
20 10
10
0 0
10 20 30 40 50 60 70 80 90
AA0437
7-110
TM 1-1520-237-10
CRUISE CRUISE
16000 FT
T700 (2)
PRESS ALT: 16000 FT
−50OC −40OC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
180
140 180
170
170
130
160
160
OUS & 30 MIN
150 120
150
OUS & 30 MIN

140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
100 130

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

60 40 60
GW ~ 12 14 16 18 20 GW ~ 12 14 16 18 20
50 1000 LB 30 1000 LB 50
40 40
20
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA0579
7-111
TM 1-1520-237-10
CRUISE CRUISE
16000 FT
T700 (2)
PRESS ALT: 16000 FT
−30OC −20OC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
180
180
170 130
170
~ CONTINUOUS
160
120 160
TINUOUS & 30 MIN
150
150
110
MINUTES
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
140
130 100
130
120 90
MAX MAX 120
RANGE RANGE
110
80 110
100
100
70
90
90
60
80
80
MAX END 50 MAX END
40
60 20 60
20 GW ~
GW ~ 12 14 16 18 12 14 16 18
50 1000 LB 30 1000 LB
50
40 40
20
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA0580
7-112
TM 1-1520-237-10
CRUISE CRUISE
16000 FT
T700 (2)
PRESS ALT: 16000 FT
−10OC 0OC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
180
ATF = 1.0
ATF = 0.9
130 180
ATF = 0.9
ATF = 1.0
170
~ CONTINUOUS
170
120
~ CONTINUOUS
160
160
~ 30 MINUTES
~ 30 MINUTES
150 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

150
140
100 140
130
TORQUE AVAILABLE
TORQUE AVAILABLE
130
MAX 90 MAX
120 RANGE RANGE
120
80
110
110
100 70 100
90
60 90
80 80
MAX END MAX END
50
AND R / C AND R / C
70 70
40
60 12 14 16 18 12 14 16 18 60
GW ~ 30 GW ~
50 1000 LB 1000 LB 50
40 20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA0581
7-113
TM 1-1520-237-10
CRUISE CRUISE
16000 FT
T700 (2)
PRESS ALT: 16000 FT
10OC 20OC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
130
ATF = 0.9
180
ATF = 1.0
180
ATF = 0.9
ATF = 1.0
170 120 170

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

110
150
150
140 100
140
130 MAX 90 130

RANGE MAX
RANGE
120
120
80
110
110
70
100
100
90 60
90
80 50
MAX END 80
MAX END
AND R / C AND R / C
70 70
40
60 12 12 14 16 60
14 16 18 18
30
50 GW ~ GW ~ 50
1000 LB 1000 LB
40 20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA0582
7-114
TM 1-1520-237-10
CRUISE CRUISE
18000 FT
PRESS ALT: 18000 FT
−50oC −40oC
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
180 MIN
MIN
180
~ CONTINUOUS & 30
140
~ CONTINUOUS & 30
170
170
160 130
160
150
120 150
140
TORQUE AVAILABLE
TORQUE AVAILABLE
110 140
130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

AA0440
SA
7-115
TM 1-1520-237-10
CRUISE CRUISE
18000 FT
PRESS ALT: 18000 FT
−30oC −20oC
2 3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
OUS & 30 MIN

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

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

AA0439
SA
7-116
TM 1-1520-237-10
CRUISE CRUISE
18000 FT
PRESS ALT: 18000 FT
−10oC 0 oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
ATF = 1.0
ATF = 0.9
ATF = 1.0
140
ATF = 0.9
~ CONTINUOUS
180
180
130
170
~ CONTINUOUS
170
MINUTES

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

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

50
70 70
40
60 60
12 14 16 18 12 14 16
50 30
50
GW ~ GW ~
40 1000 LB 1000 LB
40
20
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA0438
SA
7-117
TM 1-1520-237-10
CRUISE CRUISE
18000 FT
PRESS ALT: 18000 FT
10oC 20oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
180 130
180
~ CONTINUOUS
TES
170
~ CONTINUOUS

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

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

AA0441
SA
7-118
TM 1-1520-237-10
CRUISE CRUISE
18000 FT
PRESS ALT: 18000 FT
30oC

3 4 5 6 7 8 9 10
170
TRQ ~ % FOR DRAG
160
10 20 30
TES
150
~ CONTINUOUS
ATF = 1.0
ATF = 0.9
140
130
180
120
170
160 110
TRUE AIRSPEED ~ KTS
150
100
140
MAX
RANGE 90
130
120 80
110
70
100
60
90
MAX END
AND R / C 50
80
70 40
12 14 16
60
GW~ 30
1000 LB
50
40 20
30
20 10
10
0 0
0 10 20 30 40 50 60 70 80
AA0442A
7-119
TM 1-1520-237-10
CRUISE CRUISE
18000 FT
T700 (2)
PRESS ALT: 18000 FT
−50OC −40OC
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
MIN
MIN
140
180
~ CONTINUOUS & 30
~ CONTINUOUS & 30
180
170 130
170
160
120 160
150
150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

70 AND R / C
AND R / C 70
40
60 60
50 30
50
40 12 14 16 18 12 14 16 18
20 40
GW ~ GW ~
30 30
1000 LB 1000 LB
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA0583
7-120
TM 1-1520-237-10
CRUISE CRUISE
18000 FT
T700 (2)
PRESS ALT: 18000 FT
−30oC −20oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
MIN
180
130
~ CONTINUOUS & 30
180
~ 30 MIN
170
170
~ CONTINUOUS
120
160
160
TORQUE AVAILABLE
150 110
150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
TORQUE AVAILABLE
100 140
130
130
90
120 MAX MAX
RANGE RANGE 120
80
110
110
100 70
100
90
60 90
80
MAX END MAX END 80
50
AND R / C AND R / C
70 70
40
GW ~ GW ~
60 1000 LB 12 14 16 18 1000 LB 12 14 16 18 60
30
50 50
40 20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA0584
7-121
TM 1-1520-237-10
CRUISE CRUISE
18000 FT
T700 (2)
PRESS ALT: 18000 FT
−10oC 0 oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
130
180
ATF = 0.9
ATF = 1.0
180
ATF = 0.9
ATF = 1.0
170 120
170
~ CONTINUOUS
160
~ CONTINUOUS
110 160
~ 30 MIN
~ 30 MIN
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

150
150
100
140
TORQUE AVAILABLE
140
TORQUE AVAILABLE
130 90 130
MAX MAX
120 RANGE RANGE
80 120
110
110
70
100
100
90 60
90
80 50 80
MAX END MAX END
AND R / C AND R / C
70 70
40
GW ~ GW ~
60 1000 LB 12 14 16 18 1000 LB 12 14 16 18
60
30
50 50
40 20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA0585
7-122
TM 1-1520-237-10
CRUISE CRUISE
18000 FT
T700 (2)
PRESS ALT: 18000 FT
10OC 20OC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
130
180
ATF = 1.0
180
ATF = 0.9
120
ATF = 1.0
170
170
~ CONTINUOUS
~ CONTINUOUS
ATF = 0.9
160 110
TES
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

160
150
100 150

140
140
90
130
130
MAX MAX
120 RANGE 80 RANGE
120
110
70 110
100
100
60
90 90
50
80 MAX END 80
MAX END
AND R / C AND R / C
70 40 70
60 GW ~ 12 14 16 18 GW ~ 12 14 16 18
1000 LB 30 1000 LB 60
50 50
40 20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA0586
7-123
TM 1-1520-237-10
CRUISE CRUISE
20000 FT
PRESS ALT: 20000 FT
−50oC −40oC
4 5 6 7 8 9 10 11 12 13 4 5 6 7 8 9 10 11 12 13
170
MIN
MIN
~ CONTINUOUS & 30
~ CONTINUOUS & 30
160
10 20 30 10 20 30
150
180 140
180
TORQUE AVAILABLE
TORQUE AVAILABLE
170
130 170
160
160
120
150
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
130 100
130
120 MAX MAX

90
RANGE RANGE 120

110
80 110
100
70 100
90
90
60
80 MAX END 80
AND R / C
MAX END 50
70 AND R / C 70
40
60 60
GW ~
GW ~ 12 14 16 18 1000 LB
50 12 14 16 18 30 50
1000 LB
40 40
20
30 30
20 10 20
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA0445
7-124
TM 1-1520-237-10
CRUISE CRUISE
20000 FT
PRESS ALT: 20000 FT
−30oC −20oC
4 5 6 7 8 9 10 11 12 13 2 3 4 5 6 7 8 9 10 11
170
TES
160
10 20 30 MIN 10 20 30
ABLE ~ 30 MINU
~ CONTINUOUS & 30
150
140
TORQUE AVAIL
180
180
130
170
~ CONTINUOUS
TORQUE AVAILABLE
170
160 120
160
150 110 150

TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
100 140
130 MAX MAX

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

AND R / C 80
AND R / C 50
70 70
40
60 60
GW ~ 30
50 12 14 16 18 1000 LB GW ~ 50
1000 LB 12 14 16
40 40
20
30 30
20 10 20
10 10
0 0 0
20 30 40 50 60 70 80 90 100 0 10 20 30 40 50 60 70 80
AA0444
7-125
TM 1-1520-237-10
CRUISE CRUISE
20000 FT
PRESS ALT: 20000 FT
−10oC 0oC
2 3 4 5 6 7 8 9 10 11 2 3 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
TES

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

150
150
100
140
140
130 MAX 90
RANGE MAX 130
RANGE
120
80 120
110
110
70
100
100
60
90 90
MAX END MAX END
80 AND R / C 50 AND R / C 80
70 70
40
60 GW ~ GW ~ 60
12 14 12 14 16
1000 LB 30 1000 LB
50 16
50
40 20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80

AA0443A
7-126 Change 8
TM 1-1520-237-10
CRUISE CRUISE
20000 FT
PRESS ALT: 20000 FT
10oC

3 4 5 6 7 8 9 10
170
TRQ ~ % FOR DRAG
160
10 20 30
150
140
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
130
180
120
170
160 110

TRUE AIRSPEED ~ KTS
150
100
140
90
130 MAX
RANGE
80
120
110 70
100
60
90
MAX END
AND R / C 50
80
70 40
60 12 14 16
30
50 GW ~
1000 LB
40 20
30
20 10
10
0 0
0 10 20 30 40 50 60 70 80
AA0446
SA
7-127
TM 1-1520-237-10
CRUISE CRUISE
20000 FT
T700 (2)
PRESS ALT: 20000 FT
−50oC −40oC
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
MIN
160
MIN
10 20 30 10 20 30
~ CONTINUOUS & 30
~ CONTINUOUS & 30
150
140
180
130 180
TORQUE AVAILABLE
TORQUE AVAILABLE
170
170
120
160
160
150 110
150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
100 140
130
130
90
120
MAX 120
MAX
RANGE 80 RANGE
110
110
100 70
100
90
60 90
80
80
MAX END 50 MAX END
AND R / C AND R / C
70 70
40
60 60
30
50 GW ~ GW ~ 50
1000 LB 12 14 16 18 1000 LB 12 14 16 18
40 20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA0587
7-128
TM 1-1520-237-10
CRUISE CRUISE
20000 FT
T700 (2)
PRESS ALT: 20000 FT
−30OC −20OC
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
MIN 140
130
~ CONTINUOUS & 30
180
180
170 120
~ CONTINUOUS
170
LE ~ 30 MINUTES
160
110 160
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

150
150
TORQUE AVAILABLE
100
140
140
TORQUE AVAILAB
130 90
130
120 MAX
80 MAX 120
RANGE RANGE
110
110
70
100
100
90 60
90
80 50 80
MAX END MAX END
AND R / C AND R / C
70 70
40
60 GW ~ 12 14 16 18 GW ~ 12 14 16 18 60
1000 LB 30 1000 LB
50 50
40 20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA0588
7-129
TM 1-1520-237-10
CRUISE CRUISE
20000 FT
T700 (2)
PRESS ALT: 20000 FT
−10OC 0OC
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
130
180
ATF = 0.9
ATF = 1.0
120 180
ATF = 0.9
ATF = 1.0
170
170
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
MINUTES
MINUTES
~ CONTINUOUS
160
~ CONTINUOUS
160
150 100 150
140
140
90
130
130
MAX MAX
120 RANGE 80
RANGE 120
110
70 110
100 100
60
90
90
50
AND R / C AND R / C
70 40
70
12 14 16 18
60 12 14 16 60
30
GW ~
50 1000 LB GW ~ 50
1000 LB
40 20
40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA0589
7-130
TM 1-1520-237-10
CRUISE CRUISE
20000 FT
T700 (2)
PRESS ALT: 20000 FT
10OC
TOTAL FUEL FLOW ~ 100 LB/HR
3 4 5 6 7 8 9 10
170
TRQ ~ % FOR DRAG
160
10 20 30
150
140
130
120
180
ATF = 0.9
ATF = 1.0

170 110
TRUE AIRSPEED ~ KTS
~ CONTINUOUS

160
100
150
140 90
130
80
120 MAX
RANGE
70
110
100 60
90
50
MAX END
80
AND R / C
40
70
12 14 16
60 30
GW ~
50 1000 LB
20
40
30
20 10
10
0 0
0 10 20 30 40 50 60 70 80
AA0590
7-131
TM 1-1520-237-10
Section V OPTIMUM CRUISE
7.19 OPTIMUM RANGE CHARTS. The altitude determined for optimum range may also be
used for optimum endurance. Enter the chart at a current
This section presents a method to optimize cruise per- cruise or takeoff temperature condition and move along the
formance for long range missions when the altitudes flown temperature guide lines to the anticipated gross weight for
are not restricted by other requirements. The optimum alti- cruise and obtain the optimum pressure altitude. Turn to the
tude for maximum range chart (Figure 7-29) provides the cruise chart closest to the altitude and temperature predicted
pressure altitude at which to cruise to obtain the maximum by the optimum range chart for specific cruise information.
possible range for any gross weight and FAT conditions. The use of this chart is shown by the example.
7-132
TM 1-1520-237-10
OPTIMUM RANGE
CLEAN CONFIGURATION 100% RPM R
HIRSS (BAFFLES INSTALLED)
EXAMPLE
WANTED: METHOD:
CRUISE ALTITUDE FOR OPTIMUM RANGE ENTER CHART AT FAT (24 OC), MOVE RIGHT
AND CORRESPONDING CRUISE CHART FOR TO REFERENCE / OPTIMUM PRESSURE ALTITUDE
FLIGHT CONDITIONS (1,500 FT). MOVE PARALLEL WITH THE
TEMPERATURE TREND LINES TO AIRCRAFT
GROSS WEIGHT (16,500 LB). MOVE LEFT OR
KNOWN: RIGHT PARALLELING THE TEMPERATURE TREND
LINE TO NEAREST EVEN THOUSAND
REFERENCE CONDITIONS OF: REFERENCE / OPTIMUM PRESSURE ALTITUDE
PRESSURE ALTITUDE = 1,500 FT LINE (12,000). MOVE LEFT TO FREE AIR
FAT = 24 OC TEMPERATURE LINE (2.5 OC), MOVE UP OR DOWN
GROSS WEIGHT = 16,500 LB TO NEAREST TEN VALUE ON THE FREE AIR
TEMPERATURE SCALE (0 OC).
SELECT CRUISE CHART WITH ALTITUDE AND

TEMPERATURE DATA AT THE NEAREST
REFERENCE / OPTIMUM PRESSURE ALTITUDE
(12,000 FT) AND THE NEAREST TEN DEGREE
FREE AIR TEMPERATURE (0 OC).
60
22
21
GROSS WEIGHT
50 20 ~ 1000 LBS
19
18
40 17
16
30 15
14
20 13
10
−10
−20
−30
TEM
PER
TRE ATU
ND RE
−40 LIN
ES
−50
−60
0 2 4 6 8 10 12 14 16 18 20
OPTIMUM PRESSURE ALTITUDE ~ 1000 FT AA0683_1B

Figure 7-29. Optimum Altitude For Maximum Range (Sheet 1 of 2)
7-133
TM 1-1520-237-10
OPTIMUM RANGE
HIGH DRAG CONFIGURATION 100% RPM R
60 24
23
22 GROSS WEIGHT
21 ~ 1000 LB
20
50
19
18
17
40 16
15
14
30
20
TEM
FREE AIR TEMPERATURE ~ OC
PER
TRE ATU
ND RE
LIN
10 ES
−10
−20
−30
−40
−50
−60
0 2 4 6 8 10 12 14 16 18 20 22
OPTIMUM PRESSURE ALTITUDE ~ 1000 FT
DATA BASIS: FLIGHT TEST AA0683_2B

SA
Figure 7-29. Optimum Altitude For Maximum Range (Sheet 2 of 2)
7-134
TM 1-1520-237-10
Section VI DRAG
7.20 EXTERNAL LOAD DRAG CHART. 7.21 AIRCRAFT CONFIGURATION DRAG

CHANGES FOR USE WITH CLEAN CRUISE
The general shapes of typical external loads are shown CHARTS.
on Figure 7-30 as a function of the load frontal area. The
frontal area is combined with the typical drag coefficient of When external equipment or configuration differs from
the general shapes to obtain a drag multiplying factor for the baseline clean configuration as defined in Section I, a
use with the 10 sq. ft. drag scale on each cruise chart. The drag correction should be made similarly to the external
TRQ ˜% value obtained from the cruise chart is multi- drag load method. Typical configuration changes that have
plied by the drag multiplying factor and added to indicated drag areas established from flight test or analysis along with
torque to obtain total torque required at any airspeed. their drag multiplying factor are shown on Table 7-1.
Table 7-1. Configuration Drag Change
DRAG CHANGES FOR USE WITH CLEAN CRUISE CHARTS
Item Change in Flat Plate Drag Drag Multiplying Factor

Area- F Sq. Ft.
a. Both cargo doors open 6.0 0.60
b. Cargo doors removed 4.0 0.40
c. Cargo mirror installed 0.3 0.03
d. IR Countermeasure Transmitter (ALQ-144) installed 0.8 0.08
e. Chaff Dispenser Installed 0.3 0.03
f. HIRSS not installed -2.2 -0.22
g. Flare Dispenser EH 0.3 0.03
h. EH-60A Mission Antennas Only EH 3.8 0.38
i. Blade Erosion Kit 2.0 0.20
j. Skis installed 3.0 0.30
7.22 AIRCRAFT CONFIGURATION DRAG nal drag load method. Typical high drag configuration
CHANGES FOR USE WITH HIGH DRAG CRUISE changes that have been established from flight test or analy-
CHARTS. sis along with the drag multiplying factors are shown.
When external equipment differs from the baseline high

drag configuration as defined in this Section, a drag correc-
tion should be made using Figure 7-31 similar to the exter-
7-135
TM 1-1520-237-10
EXTERNAL DRAG LOAD METHOD: LOAD

DRAG
EXAMPLE KNOWN: ENTER CHART AT SYMBOL
FOR CYLINDER
WANTED: SHAPE OF EXTERNAL MOVE RIGHT TO 80 SQ FT.
LOAD = CYLINDER MOVE DOWN AND READ
DRAG MULTIPLYING FACTOR FRONTAL AREA OF DRAG MULTIPLYING FACTOR
DUE TO EXTERNAL LOAD EXTERNAL LOAD = 80 SQ FT = 4.5
INCREASE IN DRAG AREA DUE TO EXTERNAL LOAD

0 20 40 60 80 100 120 140 160 180 200 220 240
SPHERE
STREAMLINED
CYLINDER
CYLINDER
CUBE
FLAT
PLATE
BOX
FRONTAL AREA
OF EXTERNAL
10 20 30 40 50 60 70 80 90 100 LOAD ~ SQ FT
BOX
IN
NET
0 2 4 6 8 10 12 14 16 18 20 22 24
AA0684A
DATA BASIS: ESTIMATED DRAG MULTIPLYING FACTOR SA
Figure 7-30. External Load Drag
7-136
TM 1-1520-237-10
DRAG CONFIGURATIONS
CHANGE
HIGH DRAG IN DRAG
CRUISE CHART BASELINE FLAT MULTI−
SPECIAL MISSION EQUIPMENT CONFIGURATIONS PLATE PLYING
DRAG FACTOR
F
SQ FT
ESSS − CLEAN, PYLONS REMOVED −4.0 −0.40
ESSS − FOUR PYLONS / NO STORES −1.7 −0.17
ESSS−TWO 450−GALLON TANKS INBOARD 0.5 0.05

−TWO 230−GALLON TANKS INBOARD 0.0 0.00
OR
ESSS−TWO 230−GALLON TANKS OUTBOARD

2.5 0.25
−TWO 450−GALLON −TANKS INBOARD
ESSS − FOUR 230−GALLON TANKS 2.0 0.20
VOLCANO SYSTEM INSTALLED (BOTH RACKS)

32.5 3.25
* VOLCANO CORRECTION MUST BE USED WITH HIGH DRAG CHARTS ONLY
VOLCANO SYSTEM INSTALLED (LOWER RACKS ONLY) 10.5 1.05
SKIS INSTALLED 3.0 0.30
BOTH CARGO DOORS OPEN 6.0 0.60
BOTH CARGO DOORS REMOVED 4.0 0.40
CARGO MIRROR INSTALLED 0.3 0.03
IR COUNTERMEASURE TRANSMITTER (ALQ−144) REMOVED −0.8 −0.08
CHAFF DISPENSER REMOVED −0.3 −0.03
AA0685B
SA
Figure 7-31. Typical High Drag Configurations
Change 8 7-137
TM 1-1520-237-10
Section VII CLIMB - DESCENT
7.23 CLIMB/DESCENT CHART. reduction required to achieve a desired steady rate of climb
or descent. The maximum R/C may be determined by sub-
The CLIMB/DESCENT chart (Figures 7-32 and 7-33) tracting the cruise chart torque required from the maximum
presents the rate of climb or descent resulting from an in- torque available at the desired flight conditions. Then enter
crease or decrease of engine torque from the value required the difference on the torque increase scale of the climb
for level flight above 40 KIAS. The data are presented at chart, move up to the gross weight, and read the resulting
100% RPM R for various gross weights. The charts may maximum R/C.
also be used in reverse to obtain the torque increase or
7-138
TM 1-1520-237-10
CLIMB/DESCENT
FOR IAS ABOVE 40 KIAS
4000
GROSS 12
DESCENT WEIGHT 14
~ 1000 LB 16
3500 18
20
22
3000
RATE OF DESCENT ~ FT/MIN

2500
EXAMPLE
WANTED:
INDICATED TORQUE CHANGE FOR 2000
DESIRED RATE−OF−CLIMB OR DESCENT.
KNOWN: 1500

DESIRED RATE = 550 FEET PER MINUTE
1000
METHOD:
ENTER CHART AT 550 FEET PER MINUTE
MOVE RIGHT TO INTERSECT GROSS 500
WEIGHT LINE. MOVE DOWN TO READ
12% TRQ CHANGE.
0
0 10 20 30 40 50 60 70 80
TORQUE REDUCTION PER ENGINE ~ % TRQ

3500
GROSS 12
CLIMB WEIGHT 14
~ 1000 LB 16
3000 18
20
22
RATE OF CLIMB ~ FT/MIN
2500
2000
1500
1000
500
0
0 10 20 30 40 50 60 70 80
TORQUE INCREASE PER ENGINE ~ % TRQ AA0687A

Figure 7-32. Climb/Descent
7-139
TM 1-1520-237-10
CLIMB/DESCENT
100% RPM R
AIRSPEEDS ABOVE 40 KIAS
4000 GROSS
12 WEIGHT
14
DESCENT ~ 1000 LB
16
3500 18
20
22
RATE OF DESCENT ~ FT/MIN
3000
24
2500
2000
1500
1000
500
0
0 10 20 30 40 50 60 70 80
TORQUE REDUCTION PER ENGINE ~ % TRQ

3500 GROSS
12 WEIGHT
CLIMB 14 ~ 1000 LB
16
3000
18
20
RATE OF CLIMB ~ FT/MIN
2500
22
24
2000
1500
1000
500
0
0 10 20 30 40 50 60 70 80
TORQUE INCREASE PER ENGINE ~ % TRQ AA0688A

Figure 7-33. Climb/Descent - High Drag
7-140
TM 1-1520-237-10
Section VIII FUEL FLOW
7.24 IDLE FUEL FLOW. (c) Both on - About 40 lbs/hr
Dual-engine idle fuel flow is presented as a function of (2) When the IR suppressor system is installed and
altitude at 0°C FAT in Table 7-2. The data are based on operating in the benign mode (exhaust baffles removed),
operation at 62% to 69% Ng for idle and 85% to 89% for the single-engine fuel flow will decrease about 8 lbs/hr.
flat pitch (collective full down) at 100% RPM R. Fuel flow
for the auxiliary power unit (APU) is also presented for a 7.26 DUAL-ENGINE FUEL FLOW.
nominal load of 80% maximum power as a function of
altitude and 0°C FAT for general planning. Dual-engine fuel flow for level flight is presented on the
cruise charts in Section IV. For other conditions dual-
7.25 SINGLE-ENGINE FUEL FLOW. engine fuel flow may be obtained from Figure 7-34 when
each engine is indicating approximately the same torque by
a. Engine fuel flow is presented in Figure 7-34 for vari- averaging the indicated torques and reading fuel flow from
ous torque and pressure altitudes at a baseline FAT of 0°C the dual-engine fuel flow scale. When operating at other
with engine bleed air extraction off. When operating at than the 0° FAT baseline, dual-engine fuel flow is increased
other than 0°C FAT, engine fuel flow is increased 1% for 1% for each 20°C above baseline and is decreased 1% for
each 20°C above the baseline temperature and, decreased each 20°C below baseline temperature. With bleed air on,
1% for each 20°C below the baseline temperature. dual-engine fuel flow increases as follows:
b. To determine single-engine fuel flow during cruise, a. With bleed-air extracted, fuel flow increases:
enter the fuel flow chart at double the torque required for
(1) Engine anti-ice on -About 60 lbs/hr
dual-engine cruise as determined from the cruise charts and
obtain fuel flow from the single-engine scale. The single-
Example: (760 lbs/hour = 820 lbs/hr).
engine torque may not exceed the transmission limit shown
on the chart. With bleed air on, single-engine fuel flow (2) Heater on - About 20 lbs/hr
increases as follows:
(3) Both on - About 80 lbs/hr
(1) With bleed-air extracted, fuel flow increases:
b. When the cruise or hover IR suppressor system is
(a) Engine anti-ice on - About 30 lbs/hr installed and operating in the benign mode (exhaust baffles
removed), the dual-engine fuel flow will decrease about 16
(b) Heater on - About 10 lbs/hr lbs/hr.
Table 7–2. Dual Engine Idle and Auxiliary Power Unit Fuel Flow
Pressure Altitude Feet Ng = 62-69% Ng = 85-89% APU (Nominal) Lb/Hr

Ground Idle (No Load) Flat Pitch (100% RPM R)
Lb/Hr Lb/Hr
0 350 580 120
4,000 326 500 105
8,000 268 440 90
12,000 234 380 75
16,000 206 320 65
20,000 182 270 55
7-141
TM 1-1520-237-10
SINGLE/DUAL−ENGINE FUEL FLOW

100% RPM R FAT = 0oC BLEED AIR OFF
DUAL−ENGINE FUEL FLOW ~ LB/HR
200 400 600 800 1000 1200 1400 1600
115
TRANSMISSION LIMIT − 1 ENGINE

110
SL
105
100
95
4
90
85
INDICATED TORQUE PER ENGINE ~ %
80 8
75
70
12
65
60
16
55
50
45
20
40
35
30
25 PRESSURE ALTITUDE
~ 1000 FT
NOTE
20 16 12 8 4 SL
INCREASE FUEL FLOW 20
1% FOR EACH 20 oC 100 200 300 400 500 600 700 800
ABOVE 0 oC FAT AND
DECREASE FUEL FLOW
1% FOR EACH 20 oC SINGLE−ENGINE FUEL FLOW ~ LB/HR
AA0689
BELOW 0 oC FAT. SA
Figure 7-34. Single/Dual-Engine Fuel Flow
7-142
TM 1-1520-237-10
Section IX AIRSPEED SYSTEM CHARACTERISTICS
7.27 AIRSPEED SYSTEM CHARACTERISTICS These errors are significant and Figures 7-35 through 7-37
are provided primarily to show the general magnitude and
NOTE direction of the errors associated with the various flight
modes. If desired, these figures may be used in the manner
Indicated airspeeds below 40 KIAS are un- shown by the examples to calculate specific airspeed cor-
reliable. Airspeed conversion data KIAS to rections.
KTAS for speeds above 40 KIAS are pro-
vided in Section IV CRUISE. 7.28.2 Airspeed System Dynamic Characteristics.
The dynamic characteristics of the pilot and copilot air-
There are two different pitot-static systems on the UH- speed indicating systems are normally satisfactory. How-
60A. The type of airspeed system may be determined from ever, the following anomalies in the airspeed and IVSI in-
the mounting of the pitot-static probes on the cabin roof. dicating system may be observed during the following
The pitot-static probes were originally flush mounted, the maneuvers or conditions:
modified pitot-static probes are mounted on a wedge which
rotates the pitot tube 20° further outboard and 3° nose
a. During takeoffs, in the speed range of 40 to 80 KIAS,
down. The wedge is covered by an aerodynamic fairing to
5 to 10 KIAS airspeed fluctuation may be observed on the
prevent ice accretion. The modified airspeed system was
pilot’s and copilot’s airspeed indicators.
used to derive the IAS presented on the charts in this
manual.
b. Power changes in high power, low airspeed climbs
7.28 AIRSPEED CHARTS. may cause as much as 30 knot airspeed changes in indi-
cated airspeed. Increase in power causes increase in indi-
7.28.1 Airspeed Correction Charts. All indicated air- cated airspeed, and a decrease in power causes decrease in
speeds shown on the cruise charts are based on level flight indicated airspeed.
of an aircraft with wedge mounted pitot static probes. Fig-
ures 7-35 through 7-37 provide the airspeed correction to c. The pilot and copilot airspeed indicators may be un-
be added to the cruise chart IAS values to determine the reliable during high power climbs at low airspeeds (less
related airspeed indicator reading for other than level flight than 50 KIAS) with the copilot system reading as much as
mode. There are small variations in airspeed system errors 30 knots lower than the pilot system.
in level flight between those aircraft with wedge mounted
pitot static probes and those without wedge mounted pitot d. On aircraft with wedge mounted pitot static probes
static probes. Correction for these small variations is not kit, in-flight opening and closing of doors and windows
normally warranted. There are relatively large variations in may cause momentary fluctuations of approximately 300
airspeed system error associated with climbs and descents. feet per minute on the vertical speed indicators.
7-143
TM 1-1520-237-10
AIRSPEED SYSTEM CORRECTION

CLEAN
AIRCRAFT WITHOUT
WEDGE MOUNTED
PITOT−STATIC PROBES
20
15
CORRECTION TO ADD ~ KNOTS
R / C GREATER THAN 1400 FT / MIN
10 AUTOROTATION
5
DIVE
−5
LEVEL FLIGHT
−10
R / C LESS THAN 1400 FT / MIN

−15
20 40 60 80 100 120 140 160 180
IAS FROM CRUISE ~ KNOTS
EXAMPLE
WANTED:
INDICATED AIRSPEED TO OBTAIN MAX
RANGE FOR AN AIRCRAFT WITHOUT WEDGE
MOUNTED PITOT−STATIC PROBES.
KNOWN:
125 KIAS FOR MAX RANGE CRUISE
CHART AT A GIVEN PRESSURE ALTITUDE,
FAT, AND GROSS WEIGHT.
METHOD:
ENTER AT KNOWN IAS FROM CRUISE
CHART FOR MAX RANGE, MOVE UP TO LEVEL FLIGHT
LINE, MOVE LEFT, READ CORRECTION TO ADD TO
IAS = −2 KIAS. CALCULATE IAS FOR MAX RANGE:
= 125 KIAS − 2 KIAS = 123 KIAS.
AA0690C
Figure 7-35. Airspeed Correction Aircraft Without Wedge Mounted Pitot-Static Probes
7-144
TM 1-1520-237-10

CLEAN
WITH WEDGE MOUNTED PITOT−STATIC PROBES
20

15
CORRECTION TO ADD ~ KNOTS
10
AUTOROTATION
5 DIVE
LEVEL
FLIGHT
0
−5
−10
−15
20 40 60 80 100 120 140 160 180
IAS FROM CRUISE CHARTS ~ KNOTS
EXAMPLE
WANTED:
INDICATED AIRSPEED TO CLIMB AT
MAXIMUM RATE OF CLIMB FOR AN
AIRCRAFT WITH WEDGE MOUNTED
PITOT−STATIC PROBES.
KNOWN:
70 KIAS MAX END / AND R / C FROM
APPROPRIATE CRUISE CHART FOR
A GIVEN PRESSURE ALTITUDE, FAT,
AND GROSS WEIGHT.
METHOD:
ENTER AT KNOWN IAS FROM
CRUISE CHART, MOVE UP TO R / C GREATER
THAN 1400 FPM, MOVE LEFT READ CORRECTION
TO ADD TO IAS = + 12.5 KTS, RE−ENTER
AT KNOWN IAS FROM CRUISE CHART, MOVE UP
TO R / C LESS THAN 1400 FPM LINE, MOVE LEFT,
READ CORRECTION TO ADD TO IAS = − 4 KTS
CALCULATE IAS FOR MAX R / C WHEN:
FOR R / C GREATER THAN 1400 FPM, AIRSPEED = 70 KIAS + 12.5 KIAS = 82.5 KIAS
FOR R / C LESS THAN 1400 FPM, AIRSPEED = 70 KIAS − 4 KIAS = 66 KIAS
AA0691B
Figure 7-36. Airspeed Correction Aircraft With Wedge Mounted Pitot-Static Probes
7-145
TM 1-1520-237-10
20
15
CORRECTION TO BE ADDED ~ KNOTS
10
AUTOROTATION
LEVEL FLIGHT
0

−5
−10
−15
−20
20 40 60 80 100 120 140 160
IAS FROM HIGH DRAG CRUISE CHARTS ~ KNOTS
DATA BASIS: FLIGHT TEST AA1029A

SA
Figure 7-37. Airspeed Correction Chart - High Drag
7-146
TM 1-1520-237-10
Section X SPECIAL MISSION PERFORMANCE
7.29 SPECIAL MISSION FLIGHT PROFILES. and less than 30 degree angle banked turns. This mission
was calculated for a standard day with a constant 10 knot
Figures 7-38 through 7-40 show special mission flight headwind added to be conservative. Since there may not be
profiles required to obtain near maximum range when any emergency landing areas available, the mission should
equipped with the ESSS in three different tank configura- not be attempted if headwinds in excess of 10 knots are
tions. The upper segment of each chart provides the recom- forecast. Take-off must be made with a minimum of fuel
mended altitude profile along with the IAS and average used (60 pounds) for engine start and warm-up, and a climb
TRQ versus distance traveled. An average value of elapsed to 2,000 feet should be made with maximum power and
time is also presented on the lower axis of the altitude airspeed between 80 and 105 KIAS. The first segment
scale. The lower segment of each chart provides the rela- should be maintained at 2,000 feet and 105 KIAS for 2
tionship between fuel remaining and distance traveled re- hours. The average engine TRQ should be about 79% for
sulting from the flight profile shown. This portion may be this segment, but will initially be a little more and gradually
utilized to check actual inflight range data to provide assur- decrease. Altitude is increased in 2,000 feet increments to
ance that adequate range is being achieved. The chart is maintain the optimum altitude for maximum range to ac-
divided into 3 regions of Adequate Range, Inadequate count for fuel burn. The first 2 segments are for 2 hours
range-return to base, and Inadequate range-requiring emer- each, followed by 1 hour segments until reaching 10,000
gency action. When an inflight range point is in the Ad- feet. At this altitude, the airspeed for best range should also
equate range region, the required mission range can be ob- be reduced to 95 KIAS for the remainder of the flight.
tained by staying on the recommended flight profile. Engine bleed air was assumed to be off for this mission
However, the range may not be achieved if stronger head- except for that required for fuel tank pressurization. Elec-
winds are encountered as the flight progresses, and normal trical cabin heat may be used. Removal of the HIRSS
pilot judgement must be used. These charts also assume baffles (benign mode) will reduce fuel flow by about 16
that the flight track is within proper navigational limits. lbs/hr. If oxygen is available, continuation of the staircase
Standard temperature variation with PA is shown on the climb sequence to 15,500 feet PA will result in about 23
upper segment of the charts. A general correction for tem- additional Nm of range capability.
perature variation is to decrease IAS by 2.5 KTS and total
distance traveled by 0.5% for each 10°C above standard. b. ASSAULT MISSION PROFILE - 4 tanks. The as-
Detailed flight planning must always be made for the actual sault mission profile is shown in Figure 7-39 with the ESSS
aircraft configuration, fuel load, and flight conditions when configured with four 230-gallon tanks. In this configura-
maximum range is required. This data is based on JP-4 fuel. tion, the aircraft holds in excess of 8,300 pounds of JP4
It can be used with JP-5 or JP-8, aviation gasoline, or any fuel and assumes a take-off gross weight of 22,000 pounds
other approved fuels ONLY IF THE TAKEOFF GROSS which provides a maximum mission range of 1140 Nm
WEIGHT AND THE FUEL LOAD WEIGHT MATCH with 400 lbs reserve. This mission was calculated for a
THE DATA AT THE TOP OF THE CHART. The Flight standard day with a zero headwind. Take-off must be made
Time and the Distance Traveled data SHOULD NOT be with a minimum of fuel used (80 pounds) for engine start
used with any full tank configuration if the fuel density is and warm-up, and a Climb to 4,000 feet should be made
not approximately 6.5 lb/gal (JP-4 fuel). with maximum power and airspeed between 80 and 108
KIAS. The first segment should be maintained at 4,000 feet
a. SELF-DEPLOYMENT MISSION. The self- and 108 KIAS for 1 hour. The average engine TRQ should
deployment mission is shown in Figure 7-38 and the ESSS be about 79% for this segment, but will initially be a little
is configured with two 230-gallon tanks outboard and two more and gradually decrease. Altitude is increased in 2,000
450-gallon tanks inboard. In this configuration, the aircraft feet increments to maintain the optimum altitude for maxi-
holds in excess of 11,000 lb of JP4 fuel and has a take-off mum range to account for fuel burn. The segments are for 1
gross weight of 24,500 pounds in order to achieve the de- hour each, until reaching 10,000 feet. At this altitude, the
sired mission range of 1,150 Nm. This gross weight is al- airspeed for best range should be reduced to 95 KIAS for
lowed for ferry missions only, requiring low load factors the remainder of the flight.
7-147
TM 1-1520-237-10
c. ASSAULT MISSION PROFILE - 2 tanks. The as- and a Climb to 4,000 feet should be made with max power
sault mission profile is shown in Figure 7-40 with the ESSS and airspeed between 80 and 108 KIAS. The first segment
configured with two 230-gallon tanks. In this configuration, should be maintained at 4,000 feet and 108 KIAS for 1
the aircraft holds in excess of 5,300 pounds of JP4 fuel and hour. The average engine TRQ should be about 77% for
assumes a take-off gross weight of 22,000 pounds which this segment, but will initially be a little more and gradually
provides a maximum mission range of 630 Nm. with 400 lb decrease as shown on each segment. Altitude is increased
reserve. This mission was calculated for a standard day in 2,000 feet increments to maintain the optimum altitude
with a zero headwind. Take-off must be made with a mini- for maximum range to account for fuel burn. At this alti-
mum of fuel used (80 lbs) for engine start and warm-up, tude, the airspeed for best range should also be reduced to
95 KIAS for the remainder of the flight.
EXAMPLE:
WANTED:
Assurance of adequate aircraft range for mission defined.
KNOWN:
Flight position: 300 nm from base
Flight Track Within Limits
Fuel Remaining = 7,800 pounds
Elapsed flight time = 2 HRS, 50 MINS (2.83 HRS)
Target: Normal Flight Conditions:
Airspeed = 105 KIAS
Press Alt = 4,000 feet
Approx Torque = 75%
METHOD:
(1) Enter chart at total distance flown and at fuel remaining, move to intersection and plot point. If point
falls on or above fuel remaining line (adequate range), remaining fuel is adequate to complete the
mission. If point falls below the fuel remaining line in the inadequate range, abort mission region,
immediately return to departure point while continuing to utilize altitide profile using total elapsed
flight time (see item 2). If point falls below the fuel remaining line in the inadequate range, region,
consult emergency procedures for corrective action.
(2) To determine target nominial flight conditions, enter upper chart at elapsed flight time and move up
to determine target airspeed, approximate torque, and pressure altitude.
Figure 7-38. Self Deployment Mission Profile (Sheet 1 of 2)
7-148 Change 2
TM 1-1520-237-10
SELF DEPLOYMENT MISSION PROFILE

ESSS/2−230 AND 2−450 GALLON TANK CONFIGURATION
STANDARD DAY 10 KT HEADWIND
HIRSS SUPPRESSED MODE
GROSS WEIGHT = 24,500 LB FUEL LOAD = 11,000 LB (JP4)
12
BLEED AIR OFF 60 LB WARM UP −9
105 KIAS 95 KIAS
10 (RECOMMENDED AIRSPEEDS) −5
PRESSURE ALT ~ 1000 FT
STANDARD FAT ~ oC
(~62%) (~52%)
8 −1
(~73%)
6 3
(~72%)
4 7
(APPROX TRQ~%)
(~75%)
2 11
(~80%)
0 15
0 1 2 3 4 5 6 7 8 9 10 11
NOMINAL FLIGHT TIME ~ HRS
12000
11000 (APPROX FULL FUEL − JP4)
10000
9000
8000
(7800 LBS)
7000
DESIRED MISSION RANGE
ADEQUATE
FUEL REMAINING ~ LBS
RANGE
6000 FU
EL
RE
M
AI
5000 INADEQUATE RANGE NI
ABORT MISSION NG
4000 US
DI
RA
X
MA
3000 I ON
SS
MI INADEQUATE
RANGE
2000
1000
LOW FUEL LIGHTS

0
0 200 400 600 800 1000 1200
DATA BASIS: FLIGHT TEST AA0608_2B
DISTANCE TRAVELED ~ NM SA
Figure 7-38. Self Deployment Mission Profile (Sheet 2 of 2)
Change 2 7-149
TM 1-1520-237-10
ASSAULT MISSION PROFILE FOR MAX RANGE

ESSS/4−230 GALLON TANK CONFIGURATION
STANDARD DAY ZERO HEADWIND
BLEED AIR OFF 80 LB WARM UP
12 −9
(RECOMMENDED AIRSPEEDS)
108 102 100
95 KIAS
KIAS KIAS KIAS
10 −5
PRESSURE ALT ~ 1000 FT
STANDARD TEMP ~ oC
(~65%) (~51%)
8 −1
(~70%)
6 3
(~71%) (APPROX TRQ ~ %)
4 7
(~78%)
2 11
0 15
0 1 2 3 4 5 6 7 8 9
APPROX FLIGHT TIME ~ HRS
12000
11000
10000
9000
APPROX FULL FUEL

8000
7000
ADEQUATE
6000 RANGE
FU
EL
5000 RE
M
AI
NI
NG
INADEQUATE RANGE
4000 ABORT MISSION
3000
US
DI
RA
N
IO
2000 SS
MI
X INADEQUATE
MA RANGE
1000
LOW FUEL LIGHTS

0
0 200 400 600 800 1000 1200 AA0610A
DATA BASIS: FLIGHT TEST DISTANCE TRAVELED ~ NM SA
Figure 7-39. Assault Mission Profile (4 - 230 Gallon Tanks)
7-150
TM 1-1520-237-10
ASSAULT MISSION PROFILE FOR MAX RANGE

ESSS/2−230 GALLON TANK CONFIGURATION
STANDARD DAY ZERO HEADWIND
BLEED AIR OFF 80 LB WARM UP
12
(RECOMMENDED AIRSPEED)
108 KIAS 102 KIAS 100 KIAS 95 KIAS
10 −5
STANDARD TEMP ~ oC
(~65%) (~58%)
8 −1
(~69%)
PRESS ALT
6 3
(~70%)
4 7
(APPROX TRQ ~ %)
(~76%)
2 11
0 15
0 1 2 3 4 5 6
APPROX FLIGHT TIME ~ HRS
6000
5500
5000
4500
FU
EL
RE
4000 M
AI
NI
NG ADEQUATE
RANGE
3500
3000
INADEQUATE RANGE
ABORT MISSION
2500
2000 US
DI
RA
ON
SI
1500 IS
M
AX INADEQUATE
M
RANGE
1000
500
LOW FUEL LIGHTS

0
0 100 200 300 400 500 600 700
AA0609A
DATA BASIS: FLIGHT TEST DISTANCE ~ NM SA
Figure 7-40. Assault Mission Profile (2 - 230 Gallon Tanks)
7-151/(7-152 Blank)
TM 1-1520-237-10
CHAPTER 7A
PERFORMANCE DATA 701C
Section I INTRODUCTION
7A.1 PURPOSE.
Section
NOTE and
Figure
Chapter 7A contains performance data for Number Title Page
aircraft equipped with T700-GE-701C en-
gines. Performance data for other models are
I INTRODUCTION ................... 7A-1
contained in Chapter 7. Users are authorized
to remove whichever chapter is not appli- 7A-1 Temperature Conversion
cable to their model aircraft, and are not re- Chart......................................... 7A-5
quired to carry both chapters on board. II MAXIMUM TORQUE
AVAILABLE........................... 7A-6
a. The purpose of this chapter is to provide the best
available performance data for the UH-60L. Regular use of 7A-2 Aircraft Torque Factor
this information will enable you to receive maximum safe (ATF) ....................................... 7A-7
utilization of the helicopter. Although maximum perfor- 7A-3 Torque Conversion
mance is not always required, regular use of this chapter is Chart......................................... 7A-9
recommended for these reasons:
7A-4 Maximum Torque
(1) Knowledge of your performance margin will allow Available .................................. 7A-10
you to make better decisions when unexpected conditions 7A-5 Dual Engine Torque
or alternate missions are encountered. Limit......................................... 7A-12
(2) Situations requiring maximum performance will be III HOVER.................................... 7A-13
more readily recognized. 7A-6 Hover - Clean ......................... 7A-14
(3) Familiarity with the data will allow performance to 7A-7 Hover - High Drag .................. 7A-16
be computed more easily and quickly. IV CRUISE ................................... 7A-17
(4) Experience will be gained in accurately estimating 7A-8 Sample Cruise Chart................ 7A-19
the effects of variables for which data are not presented. 7A-9 Cruise - Pressure Altitude -
Sea Level ................................. 7A-20
b. The information is primarily intended for mission
planning and is most useful when planning operations in 7A-10 Cruise High Drag-Pressure
unfamiliar areas or at extreme conditions. The data may Altitude - Sea Level ................ 7A-26
also be used in flight, to establish unit or area standard 7A-11 Cruise - Pressure Altitude -
operating procedures, and to inform ground commanders of 2,000 Feet ................................ 7A-32
performance/risk tradeoffs. 7A-12 Cruise High Drag-Pressure
Altitude - 2,000 Feet ............... 7A-38
7A.2 CHAPTER 7A INDEX.
7A-13 Cruise - Pressure Altitude -
The following index contains a list of the sections, titles, 4,000 Feet ................................ 7A-44
figure numbers, subjects and page numbers of each perfor- 7A-14 Cruise High Drag-Pressure
mance data chart contained in this chapter. Altitude - 4,000 Feet ............... 7A-50
7A-1
TM 1-1520-237-10
Section Section
and and
Figure Figure
Number Title Page Number Title Page
7A-15 Cruise - Pressure Altitude - 7A-33 External Load Drag ................. 7A-138
6,000 Feet ................................ 7A-56 7A-34 Typical High
7A-16 Cruise High Drag-Pressure Drag Configurations ................ 7A-139
Altitude - 6,000 Feet ............... 7A-62 VII CLIMB - DESCENT............... 7A-140
7A-17 Cruise - Pressure Altitude - 7A-35 Climb/Descent.......................... 7A-141
8,000 Feet ................................ 7A-68
7A-36 Climb/Descent -
7A-18 Cruise High Drag-Pressure High Drag ................................ 7A-142
Altitude - 8,000 Feet ............... 7A-74
VIII FUEL FLOW........................... 7A-143
10,000 Feet .............................. 7A-80 7A-37 Single/Dual Engine
Fuel Flow................................. 7A-144
7A-20 Cruise High Drag-Pressure
Altitude - 10,000 Feet ............. 7A-85 IX AIRSPEED SYSTEM
CHARACTERISTICS ............. 7A-145
12,000 Feet .............................. 7A-90 7A-38 Airspeed Correction Chart ...... 7A-146
7A-22 Cruise High Drag-Pressure 7A-39 Airspeed Correction
Altitude - 12,000 Feet ............. 7A-95 Chart - High Drag ................... 7A-147
7A-23 Cruise - Pressure Altitude - X SPECIAL MISSION
14,000 Feet .............................. 7A-100 PERFORMANCE .................... 7A-148
7A-24 Cruise High Drag-Pressure 7A-40 Self Deployment Mission
Altitude - 14,000 Feet ............ 7A-105 Profile....................................... 7A-150
7A-25 Cruise - Pressure Altitude - 7A-41 Assault Mission Profile
16,000 Feet .............................. 7A-110 (4 - 230 Gallon Tanks)............ 7A-152
7A-26 Cruise High Drag-Pressure 7A-42 Assault Mission Profile
Altitude - 16,000 Feet ............. 7A-114 (2 - 230 Gallon Tanks)............ 7A-153
18,000 Feet .............................. 7A-118 7A.3 GENERAL.
7A-28 Cruise High Drag-Pressure
Altitude - 18,000 Feet ............. 7A-122 The data presented covers the maximum range of con-
ditions and performance that can reasonably be expected.
In each area of performance, the effects of altitude, tem-
20,000 Feet .............................. 7A-126
perature, gross weight, and other parameters relating to that
7A-30 Cruise High Drag-Pressure phase of flight are presented. In addition to the presented
Altitude - 20,000 Feet ............. 7A-130 data, your judgment and experience will be necessary to
V OPTIMUM CRUISE ............... 7A-134 accurately obtain performance under a given set of circum-
stances. The conditions for the data are listed under the title
7A-31 Optimum Altitude For
of each chart. The effects of different conditions are dis-
Maximum Range ..................... 7A-135
cussed in the text accompanying each phase of perfor-
7A-32 Optimum Altitude For mance. Where practical, data are presented at conservative
Maximum Range - conditions. However, NO GENERAL CONSERVATISM
High Drag ................................ 7A-136 HAS BEEN APPLIED. All performance data presented are
VI DRAG ...................................... 7A-137 within the applicable limits of the helicopter. All flight per
7A-2 Change 2
TM 1-1520-237-10
formance data are based on JP-4 fuel. The change in fuel 7A.7 PERFORMANCE DATA BASIS - CLEAN.
flow and torque available, when using JP-5 or JP-8 aviation
fuel or any other approved fuels is insignificant. The data presented in the performance charts are prima-
rily derived for a clean UH-60L aircraft and are based on
7A.4 LIMITS. U. S. Army test data. The clean configuration assumes all
doors and windows are closed and includes the following
external configuration:
CAUTION
a. Fixed provisions for the External Stores Support Sys-
Exceeding operating limits can cause per- tem (ESSS).
manent damage to critical components.
Overlimit operation can decrease perfor- b. Main and tail rotor deice system.
mance, cause early failure, or failure on a
subsequent flight. c. Mounting brackets for IR jammer and chaff dispenser.
Applicable limits are shown on the charts. Performance d. The Hover Infrared Suppressor System (HIRSS) with
generally deteriorates rapidly beyond limits. If limits are baffles installed.
exceeded, minimize the amount and time. Enter the maxi-
mum value and time above limits on DA Form 2408-13-1
so proper maintenance action can be taken. e. Includes wire strike protection system.
7A.5 USE OF CHARTS. NOTE
7A.5.1 Data Basis. The type of data used is indicated at Aircraft which have an external configura-
the bottom of each performance chart under DATA BASIS. tion which differs from the clean configura-
The data provided generally is based on one of three cat- tion may be corrected for drag differences
egories: on cruise performance as discussed in Sec-
a. Flight test data. Data obtained by flight test of the tion VI DRAG.
helicopter by experienced flight test personnel at precise
conditions using sensitive calibrated instruments. 7A.8 PERFORMANCE DATA BASIS - HIGH DRAG.
b. Calculated data. Data based on tests, but not on flight The data presented in the high drag performance charts
test of the complete helicopter. are primarily derived for the UH-60L with the ESSS sys-
tem installed and two 230-gallon tanks mounted on the out-
c. Estimated data. Data based on estimates using aero- board pylons, and are based on U. S. Army test data. The
dynamic theory or other means but not verified by flight high drag configuration assumes all doors and windows are
test. closed and includes the following external configuration:
7A.5.2 Specific Conditions. The data presented is ac-

a. External stores support system installed.
curate only for specific conditions listed under the title of
each chart. Variables for which data is not presented, but
which may affect that phase of performance, are discussed b. Two 230–gallon tanks mounted on the outboard py-
in the text. Where data is available or reasonable estimates lons.
can be made, the amount that each variable affects perfor-
mance will be given. c. Inboard vertical pylons empty.
7A.6 PERFORMANCE DISCREPANCIES. d. IR jammer and chaff dispenser installed.

Regular use of this chapter will allow you to monitor
instrument and other helicopter systems for malfunction, by e. Hover Infrared Suppressor System (HIRSS) with
comparing actual performance with planned performance. baffles are installed.
Knowledge will also be gained concerning the effects of
variables for which data is not provided, thereby increasing f. Main and tail rotor deice and wire strike protection
the accuracy of performance predictions. systems are installed.
Change 10 7A-3
TM 1-1520-237-10
NOTE based on flight test data obtained with the complete volcano
system installed, to include all of the canisters and mines.
Aircraft with an external configuration that The drag correction factor may be used to provide a con-
differs from the high drag configuration servative estimate of cruise performance for volcano con-
baseline may be corrected for differences in figurations which do not include all of the canisters and
cruise performance as discussed in Section mines.
VI DRAG.
7A.9 FREE AIR TEMPERATURES.
g. VOL Use the high drag configuration hover charts
to determine hover performance with the volcano system A temperature conversion chart (Figure 7A-1) is in-
installed. Use the high drag cruise charts and the volcano cluded for the purpose of converting Fahrenheit tempera-
drag correction factor to determine cruise performance with ture to Celsius.
volcano installed. The volcano drag correction factor is
7A-4
TM 1-1520-237-10
TEMPERATURE CONVERSION
EXAMPLE
WANTED:
FREE AIR TEMPERATURE IN DEGREES CELSIUS
KNOWN:
FREE AIR TEMPERATURE = 32oF
METHOD:
ENTER FREE AIR TEMPERATURE HERE
MOVE RIGHT TO DIAGONAL LINE
MOVE DOWN TO DEGREES CELSIUS SCALE
READ FREE AIR TEMPERATURE = 0oC
140
120
100
80
60
FAT ~ oF
40
20
−20
−40
−60
−80
−60 −50 −40 −30 −20 −10 0 10 20 30 40 50 60
FAT ~ oC
AA0674
SA
Figure 7A-1. Temperature Conversion Chart
7A-5
TM 1-1520-237-10
Section II MAXIMUM TORQUE AVAILABLE
7A.10 TORQUE FACTOR METHOD.
The torque factor method provides an accurate indica- CAUTION

tion of available power by incorporating ambient tempera-
ture effects on degraded engine performance. This section
presents the procedure to determine the maximum dual- or Do not exceed the UH-60L DUAL EN-
single-engine torque available. Specification power is de- GINE TORQUE LIMITS in Chapter 5.
fined for a newly delivered low time engine. The aircraft These torque limits are presented in Fig-
HIT log forms for each engine provide the engine and air- ure 7A-5 and on the TORQUE PLAC-
craft torque factors which are obtained from the maximum ARD mounted on the instrument panel.
power check and recorded to be used in calculating maxi-
mum torque available. b. When the TR equals 1.0, the torque available may be
read directly from the torque available per engine scales.
7A.10.1 Torque Factor Terms. The following terms When the TR is less than 1.0, the actual torque available is
are used when determining the maximum torque available determined by multiplying the specification torque avail-
for an individual aircraft: able by the TR (example for TR = 0.98: 90% TRQ x 0.98
= 88.2% TRQ). The torque conversion chart (Figure 7A-3)
is provided to convert specification data to actual torque
a. Torque Ratio (TR). The ratio of torque available to
available.
specification torque at the desired ambient temperature.
7A.11.1 Torque Available - 2.5 Minutes. Figure 7A-4
b. Engine Torque Factor (ETF). The ratio of an indi- presents the specification torque available at 903°C TGT
vidual engine torque available to specification torque at ref- per engine for the 2.5 minute limit. Contingency (2.5
erence temperature of 35°C (95°F). The ETF is allowed to Minute) Power is automatically available when any one
range from .85 to 1.0. engine torque is less than 50% or when the pilot selects
DEC LOCKOUT and manually maintains the 2.5 minute
TGT limit.
c. Aircraft Torque Factor (ATF). The ratio of an indi-
vidual aircraft’s power available to specification power at a
7A.11.2 Torque Available - 10 Minutes. Figure 7A-4
reference temperature of 35°C (95°F). The ATF is the av-
presents the specification torque available per engine for
erage of the ETF’s of both engines and its value is allowed
the 10 minute limit. This is the maximum dual-engine
to range from 0.9 to 1.0.
torque available and is set by the TGT limiter in dual-
engine operation. For one engine operation, the pilot must
7A.10.2 Torque Factor Procedure. The use of the
maintain the 10 minute TGT limit.
ATF or ETF to obtain the TR from Figure 7A-2 for ambi-
ent temperatures between -15°C (5°F) and 35°C (95°F) is
7A.11.3 Torque Available - 30 Minutes. Figure 7A-4
shown by the example. The ATF and ETF values for an
presents the specification torque available per engine for
individual aircraft are found on the engine HIT Log. The
the 30 minute limit. The pilot must manually maintain the
TR always equals 1.0 for ambient temperatures of -15°C
30 minute TGT limit.
(5°F) and below, and the TR equals the ATF or ETF for
temperatures of 35°C (95°F) and above.
7A.12 ENGINE BLEED AIR.
7A.11 TORQUE AVAILABLE.
With engine bleed air on, the available torque per engine
is reduced as follows:
a. This section presents the maximum dual-engine
torque available for the 2.5-minute, 10-minute and 30- a. Engine anti-ice on - 18% TRQ
minute limits at zero airspeed and 100% RPM R for the
operational range of pressure altitude and FAT. The single- (example: 90% TRQ - 18% TRQ = 72% TRQ).
and dual-engine transmission limits for continuous opera-
tion are also shown and should not be exceeded. b. Cockpit heater on - 4% TRQ.
7A-6 Change 6
TM 1-1520-237-10
c. Both on - 22% TRQ. 7A.13 INFRARED SUPPRESSOR SYSTEM.
When the IR suppressor is OPERATING IN THE BE-

NIGN MODE (exhaust baffles removed) the torque avail-
able is increased about 1% TRQ.
Change 6 7A-6.1/(7A-6.2 Blank)

TM 1-1520-237-10
TORQUE FACTOR
T700−GE−701C ENGINE 100% RPM R
TORQUE FACTOR ~ ATF OR ETF
.85 .86 .87 .88 .89 .90 .91 .92 .93 .94 .95 .96 .97 .98 .99 1.0
40
35 FOR FAT’S
OF 35oC AND
ABOVE:
2 TR = ATF
1 30
25
20
15
10
−5
−10
−15 FOR FAT’S

OF −15oC AND
BELOW:
−20 TR = 1.0
.85 .86 .87 .88 .89 .90 .91 .92 .93 .94 .95 .96 .97 .98 .99 1.0
.954 3
TORQUE RATIO ~ TR
EXAMPLE
WANTED: METHOD:
TORQUE RATIO AND MAXIMUM TORQUE AVAILABLE − TO OBTAIN TORQUE RATIO:
10−MINUTE LIMIT
1. ENTER TORQUE FACTOR CHART AT KNOWN FAT
2. MOVE RIGHT TO THE ATF VALUE
KNOWN: 3. MOVE DOWN, READ TORQUE RATIO = .954.
ATF = .95 TO DETERMINE SPECIFICATION TORQUE AVAILABLE −

PRESSURE ALTITUDE = 6000 FT. 10−MINUTE LIMITS:
FAT = 30oC
4. ENTER MAXIMUM TORQUE AVAILABLE CHART AT
KNOWN FAT (FIGURE 7A−4).
5. MOVE RIGHT TO KNOWN PRESSURE ALTITUDE
6. MOVE DOWN, READ SPECIFICATION TORQUE = 98%.
TO OBTAIN ACTUAL TORQUE VALUE AVAILABLE FROM THE

NOTE TORQUE CONVERSION CHART:
7. ENTER TORQUE CONVERSION CHART FIGURE 7A−3 AT %

EITHER OF THE TWO TORQUE
TORQUE OBTAINED FROM FIGURE 7A−4.
AVAILABLE CHARTS MAY BE USED.
8. MOVE UP TO TORQUE RATIO OBTAINED FROM FIGURE 7A−2
MAXIMUM ALLOWABLE DUAL ENGINE 9. MOVE LEFT, READ MAXIMUM TORQUE AVAILABLE − 10
TORQUE LIMITS SHALL NOT BE MINUTE LIMIT = 93%.
EXCEEDED. 10. ENTER DUAL−ENGINE TORQUE LIMIT CHART FIGURE 7A−5
AT 30oC. MOVE RIGHT TO INTERSECTION AT 6,000 FT. PA. AA0692C
DATA BASIS: CALCULATED MOVE DOWN TO READ 90.4% TORQUE. SA
Figure 7A-2. Aircraft Torque Factor (ATF)
7A-7
TM 1-1520-237-10
7A.14 DUAL-ENGINE TORQUE LIMITS. limits as indicated by a placard on the instrument panel.
Figure 7A-5 graphically presents the dual-engine torque
Helicopters prior to S/N 91–26354 that are not equipped limits for use with the torque available charts.
with improved main rotor flight controls are further re-
stricted above 80 KIAS to dual-engine continuous torque
7A-8 Change 6
TM 1-1520-237-10
TORQUE CONVERSION
TORQUE RATIO
135 1.00
.98
130
.96
.94
125
.92
.90
120
.88
.86
115
.84
110
105
ACTUAL TORQUE AVAILABLE ~ %
100
95
9
90
85
8
80
75
70
65
60
55
50
7
45
60 70 80 90 100 110 120 130
TORQUE AVAILABLE PER ENGINE (SPECIFICATION TORQUE) ~ %
AA1636A
SA
Figure 7A-3. Torque Conversion Chart
Change 6 7A-9
TM 1-1520-237-10
MAXIMUM TORQUE AVAILABLE − 2.5−MINUTE LIMIT

T700−GE−701C HIRSS (BAFFLES INSTALLED)
100% RPM R BLEED AIR OFF
ZERO AIRSPEED
2−ENGINE TORQUE 2−ENGINE 1−ENGINE
LIMIT ABOVE 80 KIAS TRANSMISSION TRANSMISSION
LIMIT LIMIT
60
0
2
50
PRESSURE ALTITUDE 4
~ 1000 FT 6
40
8
10
30 ENGINE
FREE AIR TEMPERATURE (FAT) ~ OC
HIGH AMBIENT 12
TEMPERATURE LIMIT 14
20
16
18
10 20
−10
−20
−30
−40 ENGINE
LOW AMBIENT
TEMPERATURE
−50 LIMIT
20 18 16 14 12 10 8 6 4 2 0
−60
DATA BASIS: 60 70 80 90 100 110 120 130

ENGINE MANUFACTURER AA1000_4A
SPEC. TORQUE AVAILABLE PER ENGINE ~ % SAF
Figure 7A-4. Maximum Torque Available (Sheet 1 of 3)
7A-10 Change 6
TM 1-1520-237-10
MAXIMUM TORQUE AVAILABLE − 10−MINUTE LIMIT

ZERO AIRSPEED
LIMIT LIMIT
60
0 ENGINE
2 HIGH AMBIENT TEMPERATURE
LIMIT
50 4
PRESSURE ALTITUDE 6
~ 1000 FT
8
40 10
12
5
4 30 14
16
18
20 20
10
−10
−20
−30
−40
−50
20 18 16 14 12 10 8 6 4 2 0
−60
98
60 70 80 90 100 110 120 130
DATA BASIS: 6
ENGINE MANUFACTURER AA1000_1A
SPEC. TORQUE AVAILABLE PER ENGINE ~ % SA
Change 6 7A-11
TM 1-1520-237-10
MAXIMUM TORQUE AVAILABLE − 30−MINUTE LIMIT

ZERO AIRSPEED
LIMIT LIMIT
60
0
2
4
50
PRESSURE ALTITUDE 6
~1000 FT 8
40 10
12
30
14
16
20
18
10 20
−10
−20
−30
−40
−50
20 18 16 14 12 10 8 6 4 2 0
−60
60 70 80 90 100 110 120 130
DATA BASIS: AA1000_2A
ENGINE MANUFACTURER SPEC. TORQUE AVAILABLE PER ENGINE ~ % SA
7A-12 Change 6
TM 1-1520-237-10
DUAL−ENGINE TORQUE LIMITS ABOVE 80 KIAS

T−700−GE−701C 100% RPM R
FOR AIRCRAFT WITH TORQUE PLACARD ONLY
60
20 18 16 14 12 10 8 6 4 2
50
40
10 30
FREE AIR TEMPERATURE ~ oC
20
10
−10
−20
−30
−40
−50
−60
40 50 60 70 80 90 100
AA1255A
DATA BASIS: FLIGHT TEST MAXIMUM ALLOWABLE DUAL−ENGINE TORQUE ~ % SA
Figure 7A-5. Dual-Engine Torque Limit
Change 6 7A-12.1/(7A-12.2 Blank)

TM 1-1520-237-10
Section III HOVER
7A.15 HOVER CHART. gross weight, move left to intersection with maximum
torque available and read wheel height. This wheel height
NOTE is the maximum hover height.
VOL For performance calculations with

c. The hover chart may also be used to determine maxi-
the volcano system installed, use the appli-
mum gross weight for hover at a given wheel height, pres-
cable high drag performance charts.
sure altitude, and temperature as illustrated in method B of
the example (Figure 7A-6). Enter at known free air tem-
a. The primary use of the chart (Figures 7A-6 and 7A-7)
perature, move right to the pressure altitude, then move
is illustrated by part A of the example. To determine the
down and establish a vertical line on the lower grid. Now
torque required to hover, it is necessary to know pressure
enter lower left grid at maximum torque available. Move up
altitude, free air temperature, gross weight, and desired
to wheel height, then move right to intersect vertical line
wheel height. Enter the upper right grid at the known free
from pressure altitude/FAT intersection. Interpolate from
air temperature, move right to the pressure altitude, move
gross weight lines to read maximum gross weight at which
down to gross weight. For OGE hover, move left to torque
the helicopter will hover.
per engine scale and read torque required. For IGE hover,
move left to desired wheel height, deflect down and read
7A.16 EFFECTS OF BLADE EROSION KIT.
torque required for dual-engine or single-engine operation.
The IGE wheel height lines represent a compromise for all
With the blade erosion kit installed, it will be necessary
possible gross weights and altitude conditions. A small
to make the following corrections. Multiply the torque re-
torque error up to 6 3% torque may occur at extreme tem-
quired to hover determined from the charts by 1.02. (Ex-
perature and high altitude. This error is more evident at
ample: If indicated torque is 90%, multiply 90 x 1.02 =
lower wheel heights.
91.8% actual torque required.) Multiply the maximum gross
weight to hover obtained from the charts by 0.98. (Ex-
b. In addition to the primary use, the hover chart (Figure
ample: If gross weight is 22,000 lb, multiply by 0.98 =
7A-6) may be used to predict maximum hover height. To
21,560 lb actual gross weight to hover.) When determining
determine maximum hover height, it is necessary to know
maximum hover wheel height, enter the chart at 1.02 x
pressure altitude, free air temperature, gross weight, and
gross weight. (Example: If gross weight is 20,000 lb, mul-
maximum torque available. Enter the known free air tem-
tiply 20,000 x 1.02 = 20,400 lb).
perature move right to the pressure altitude, move down to
7A-13
TM 1-1520-237-10
EXAMPLE A
WANTED:
TORQUE REQUIRED TO HOVER OGE AND AT A 10-FOOT WHEEL HEIGHT
KNOWN:
FAT = 30°C
METHOD:
ENTER HOVER CHART AT KNOWN FAT. MOVE RIGHT TO PRESSURE ALTITUDE, MOVE DOWN
THROUGH GROSS WEIGHT LINES TO DESIRED GROSS WEIGHT. MOVE LEFT TO INDICATE
TORQUE/ENGINE % (OGE) SCALE AND READ OGE HOVER TORQUE (95%). MOVE DOWN
FROM INTERSECTION OF 10-FOOT HOVER LINE AND HORIZONTAL LINE TO READ TORQUE
REQUIRED TO HOVER 10 FEET (80%).
EXAMPLE B
WANTED:
MAXIMUM GROSS WEIGHT TO HOVER OGE
KNOWN:
ATF = 1.0
FAT = 20°C
MAXIMUM TORQUE AVAILABLE = 107%
METHOD:
ENTER INDICATED TORQUE/ENGINE (IGE) SCALE AT MAXIMUM TORQUE AVAILABLE

(107%), MOVE UP TO OGE LINE. ENTER CHART AT KNOWN FAT (20°C). MOVE RIGHT TO
PRESSURE ALTITUDE LINE. MOVE DOWN FROM PRESSURE ALTITUDE LINE AND MOVE
RIGHT FROM OGE LINE. WHERE LINES INTERSECT, READ MAXIMUM GROSS WEIGHT TO
HOVER OGE (20,500 lb).
Figure 7A-6. Hover - Clean (Sheet 1 of 2)
7A-14
TM 1-1520-237-10
HOVER HOVER
CLEAN
CLEAN CONFIGURATION 100% RPM R T701C(2)
ZERO WIND
60
−2 0 2 4 6 8 10 12 14 16
40
FREE AIR TEMP ~ O C

18
A
20
B
20
0
NOTE
−60
WHEEL 5 10 20 23.5 23 22 21 20 19 18 17
130
HEIGHT ~ FT
125
40
DUAL ENGINE TRANS LIMIT
120 OGE
16
115
110
105
15
100
95
SINGLE ENGINE
TRANS LIMIT
90
14
85
80
75
13
70
65
12
60
GW ~
55 1000 LB
B
50
40 50 60 70 80 90 100 110 120
80 100 120 140 SINGLE ENGINE TORQUE ~ %

AA2146D
DATA BASIS : FLIGHT TEST SAF
Figure 7A-6. Hover - Clean (Sheet 2 of 2)
Change 7 7A-15
TM 1-1520-237-10
HOVER HOVER
ESSS
T701C (2) HIGH DRAG CONFIGURATION 100% RPM R
ZERO WIND
60
−2 0 2 4 6 8 10 12 14 16
40
FREE AIR TEMP ~ O C

18
20
20
0
NOTE
−60
WHEEL 5 10 24.5 24 23 22 21 20 19 18 17
135
HEIGHT ~ FT 20
130
125 40
16
120
115
110 OGE
15
105
SINGLE ENGINE
TRANS LIMIT
100
95
14
90
85
80
13
75
GW ~
70 1000 LB
65
60
55
40 50 60 70 80 90 100 110 120
80 100 120 140 SINGLE ENGINE TORQUE ~ %

AA2147C
DATA BASIS : FLIGHT TEST SAF
Figure 7A-7. Hover - High Drag
7A-16 Change 7
TM 1-1520-237-10
Section IV CRUISE
7A.17 DESCRIPTION. a. Airspeed. True and indicated airspeeds are presented

at opposite sides of each chart. On any chart, indicated
The cruise charts (Figures 7A-8 through 7A-30) present airspeed can be directly converted to true airspeed (or vice
torque required and total fuel flow as a function of airspeed, versa) by reading directly across the chart without regard
altitude, temperature, and gross weight at 100% rotor speed. for the other chart information.
Scales for both true airspeed and indicated airspeed are
presented. The baseline aircraft configurations for these b. Torque. Since pressure altitude and temperature are
charts are 9clean and high drag 9 configuration as defined in fixed for each chart, torque required varies according to
Section I. Each cruise chart also presents the change in gross weight and airspeed. The torque and torque limits
torque ( TRQ) required for 10 sq. ft. of additional flat shown on these charts are for dual-engine operation. The
plate drag with a dashed line on a separate scale. This line maximum torque available is presented on each chart as
is utilized to correct torque required for external loads as either the transmission torque limit or torque available - 30
discussed in Section VI DRAG. Maximum level flight air- minute for both ATF-1.0 and 0.9 values. The maximum
speed (Vh) is obtained at the intersection of gross weight torque available for aircraft with an ATF value between
arc and torque available - 30 minutes or the transmission these must be interpolated. The continuous torque available
torque limit, whichever is lower. Airspeeds that will pro- values shown represent the minimum torque available for
duce maximum range, maximum endurance, and maximum ATFs of 1.0. For ATFs less than 1.0, maximum continuous
rate of climb are also shown. Cruise charts are provided torque available may be reduced. The dual-engine torque
from sea level to 20,000 feet pressure altitude in units of limit placard value is presented below the torque scale of
2,000 feet. Each figure number represents a different alti- each chart when applicable. An increase or decrease in
tude. The charts provide cruise data for free air tempera- torque required because of a drag area change is calculated
tures from -50° to +60°C, in units of 10°. Charts with by adding or subtracting the change in torque from the
FAT’s that exceed the engine ambient temperature limits torque on the curve, and then reading the new fuel flow
by more than 10°C are deleted. total.
7A.18 USE OF CHARTS. c. Fuel Flow. Fuel flow scales are provided opposite the
torque scales. On any chart, torque may be converted di-
The primary uses of the charts are illustrated by the rectly to fuel flow without regard to other chart informa-
examples of Figure 7A-8. To use the charts, it is usually tion. Data shown in this section is for two-engine operation.
necessary to know the planned pressure altitude, estimated For one-engine fuel flow, refer to Section VIII FUEL
free air temperature, planned cruise speed, TAS, and gross FLOW.
weight. First, select the proper chart on the basis of pres-
sure altitude and FAT. Enter the chart at the cruise air-
(1) With bleed-air extracted, fuel flow increases:
speed, IAS, move horizontal and read TAS, move horizon-
tal to the gross weight, move down and read torque
(a) Engine anti-ice on - About 100 lbs/hr. Example:
required, and then move up and read associated fuel flow.
(760 lbs/hr + 100 lbs/hr = 860 lbs/hr.)
Maximum performance conditions are determined by enter-
ing the chart where the maximum range line or the maxi-
mum endurance and rate of climb line intersects the gross (b) Heater on - About 12 lbs/hr.
weight line; then read airspeed, fuel flow, and torque re-
quired. Normally, sufficient accuracy can be obtained by (c) Both on - About 112 lbs/hr.
selecting the chart nearest the planned cruising altitude and
FAT or, more conservatively, by selecting the chart with (2) When the hover IR suppressor system is operating
the next higher altitude and FAT. If greater accuracy is in the benign mode (exhaust baffles removed), the dual-
required, interpolation between altitudes and/or tempera- engine fuel flow will decrease about 14 lbs/hr.
tures is permissible. To be conservative, use the gross
weight at the beginning of the cruise flight. For greater d. Maximum Range. The maximum range lines (MAX
accuracy on long flights, however, it is preferable to deter- RANGE) indicate the combinations of gross weight and
mine cruise information for several flight segments to allow airspeed that will produce the greatest flight range per
for the decreasing gross weight. pound of fuel under zero wind conditions. When maximum
Change 10 7A-17
TM 1-1520-237-10
range airspeed line is above the maximum torque available, approximately 4 knots (6 Kts/10 ft2x6 ft2 = 3.6 Kts). Only
the resulting maximum airspeed should be used for maxi- the high drag cruise charts have data for gross weights
mum range. A method of estimating maximum range speed above 22,000 pounds. For external cargo hook load opera-
in winds is to increase IAS by 2.5 knots per each 10 knots tions in excess of 8,000 pounds that attain gross weights
of effective headwind (which reduces flight time and mini- from 22,000 to 23,500 pounds it will be necessary to use
mizes loss in range) and decrease IAS by 2.5 knots per 10 the high drag cruise charts. If the external stores support
knots of effective tailwind for economy. system (ESSS) and the two 230-gallon tanks are not in-
stalled and the estimated drag value for the cargo hook load
e. Maximum Endurance and Rate of Climb. The maxi- is greater than 14 square feet , it will be necessary to sub-
mum endurance and rate of climb lines (MAX END and tract 14 square feet of drag from the cruise chart drag value
R/C) indicate the combinations of gross weight and air- when determining cruise performance. If the ESSS and the
speed that will produce the maximum endurance and the two 230-gallon tanks are not installed and the drag is esti-
maximum rate of climb. The torque required for level flight mated to be 14 square feet or less, the high drag charts
at this condition is a minimum, providing a minimum fuel should be used with no other correction.
flow (maximum endurance) and a maximum torque change
available for climb (maximum rate of climb). g. Additional Uses. The low speed end of the cruise
chart (below 40 knots) is shown primarily to familiarize
f. Change in Frontal Area. Since the cruise information you with the low speed power requirements of the helicop-
is given for the 9clean and high drag configuration,9 adjust- ter. It shows the power margin available for climb or accel-
ments to torque should be made when operating with ex- eration during maneuvers, such as NOE flight. At zero air-
ternal sling loads or aircraft external configuration changes. speed, the torque represents the torque required to hover
To determine the change in torque, first obtain the appro- out of ground effect. In general, mission planning for low
priate multiplying factor from the drag load chart (Figure speed flight should be based on hover out of ground effect.
7A-33 or Table 7A-1), then enter the cruise chart at the
planned cruise speed TAS, move right to the broken 7A.19 SINGLE-ENGINE.
TRQ line, and move up and read TRQ. Multiply
TRQ by the multiplying factor to obtain change in a. The minimum or maximum single-engine speeds can
torque, then add or subtract change in torque from torque be determined by using a combination of the 701C torque
required for the primary mission configuration. Enter the available and cruise charts. To calculate single-engine
cruise chart at resulting torque required, move up, and read speeds, first determine the torque available from Section II
fuel flow. If the resulting torque required exceeds the gov- at the TGT limit desired and divide by 2. (Example: 90%
erning torque limit, the torque required must be reduced to TRQ 4 2 = 45% TRQ.)
the limit. The resulting reduction in airspeed may be found
by subtracting the change in torque from the limit torque; b. Select the appropriate cruise chart for the desired
then enter the cruise chart at the reduced torque, and move flight condition and enter the torque scale with the torque
up to the gross weight. Move left or right to read TAS or value derived above. Move up to the intersection of torque
IAS. The engine torque setting for maximum range ob- available and the mission gross weight arc, and read across
tained from the clean configuration cruise chart will gener- for minimum single-engine airspeed. Move up to the sec-
ally result in cruise at best range airspeed for the higher ond intersection of torque and weight, and read across to
drag configuration. To determine the approximate airspeed determine the maximum single-engine speed. If no inter-
for maximum range for alternative or external load configu- sections occur, there is no single-engine level flight capa-
rations, reduce the value from the cruise chart by 6 knots bility for the conditions. Single-engine fuel flow at the de-
for each 10 square foot increase in drag area, F. For sired 10 minute, 30 minute, continuous conditions may be
example, if both cabin doors are open the F increases 6 obtained by doubling the torque required from the cruise
ft2 and the maximum range airspeed would be reduced by chart and referring to Figure 7A-37.
7A-18
TM 1-1520-237-10
CRUISE EXAMPLE
CLEAN CONFIGURATION
100% RPM R
FAT: 30O C ALT: 6,000 FT
TOTAL FUEL FLOW 100 LB/HR
6 7 8 9 10 11 12 13
170
TRQ ~ % FOR DRAG
CONTINUOUS
ATF=1.0
ATF=0.9
AREA OF 10 SQ FT
EXAMPLE 180
160
10 20 30
WANTED
170 150
A. CRUISE CONDITIONS FOR MAXIMUM RANGE
B. CONDITIONS FOR MAXIMUM ENDURANCE
C. MAXIMUM AIRSPEED IN LEVEL FLIGHT 160 C
D. DETERMINE TORQUE AND FUEL FLOW 140
REQUIRED TO CRUISE WITH CARGO
DOORS OPEN 150
130
KNOWN MAX
140 RANGE
FAT = 30OC 120

PRESSURE ALTITUDE = 6000 FT D
GW = 17000 LBS
ATF = 0.95 130 A
PLACARD TORQUE LIMITS APPLY 110

120

METHOD
TRUE AIRSPEED ~ KTS
100
A. TURN TO CRUISE CHARTS NEAREST KNOWN
FLIGHT CONDITIONS, AT INTERSECTION 110
OF MAX RANGE LINE AND KNOWN VALUE OF
GROSS WEIGHT: 90
MOVE RIGHT, READ IAS = 121 KTS 100
MOVE DOWN, READ TORQUE = 63% TRQ
B. AT INTERSECTION OF MAX END AND R / C 90

LINE AND KNOWN VALUE OF GROSS WEIGHT: MAX END
AND R / C 70
MOVE RIGHT, READ IAS = 66 KTS
80
MOVE DOWN, READ TORQUE = 40% TRQ B
C. THE 30−MINUTE TORQUE AVAILABLE FOR 70
AN ATF OF 0.95 IS ABOVE THE PLACARD
TORQUE LIMIT. THEREFORE, AT THE 50
INTERSECTION OF GROSS WEIGHT AND
90% TRQ: 60
MOVE LEFT, READ MAXIMUM TAS = 157 KTS
MOVE RIGHT, READ MAXIMUM IAS = 139 KTS GW ~ 40
MOVE DOWN, READ MAXIMUM TORQUE = 90% TRQ 1000 LB
D. ENTER TRQ% PER 10 SQ FT SCALE AT 137 KTAS 12 14 16 18 20 22 30

MOVE UP READ TRQ = 9.0% 40
TURN TO DRAG TABLE IN SECTION VII
NOTE CARGO DOORS OPEN = 6.0 SQ FT F
AND HAS A DRAG MULTIPLYING FACTOR VALUE 30 20
OF 0.60, CALCULATE TOTAL TORQUE REQUIRED
USING THE CONDITIONS OF EXAMPLE A:
63% + (0.6 X 9.0%) = 68.4% TRQ 20
READ FUEL FLOW AT TOTAL TORQUE = 1025 LBS / HR 10
10 D
0 0
20 30 40 50 60 70 80 90 100
TORQUE PER ENGINE ~ % AA1266A

SA
Figure 7A-8. Sample Cruise Chart
7A-19
TM 1-1520-237-10
CRUISE CRUISE
0 FT
CLEAN CONFIGURATION T701C (2)
PRESS ALT: 0 FT
−50oC −40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
TRQ ~ % FOR DRAG 150
TRQ ~ % FOR DRAG
140 160
10 20 30 10 20 30 140
130 150
130
140
120 MAX MAX
RANGE RANGE 120
130
110
110
120
100
100
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

90
100 90

80 90
80
MAX END MAX END
70
70
70
60
60
60
50 50 50
40
40 40
GW ~ GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
30
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1060_1
Figure 7A-9. Cruise - Pressure Altitude Sea Level (Sheet 1 of 6)
7A-20
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESS ALT: 0 FT
−30oC −20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
150 AREA OF 10 SQ FT OF F
AREA OF 10 SQ FT OF F 150
160
10 20 30 10 20 30
140
140
150
130
140 130
MAX MAX
RANGE RANGE
120
130 120
110
120 110
100 110
100
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
90
90
90

80
80
MAX END 80 MAX END
AND R / C AND R / C
70
70 70
60 60 60
50
50 50
40
40 40
30
GW ~
30 30
1000 LB
GW ~ 20
1000 LB 12 14 16 18 20 22
20 20
12 14 16 18 20 22
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1060_2
7A-21
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESS ALT: 0 FT
−10oC 0 oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
160
150 10 20 30 10 20 30
150
150
140
140
140
130 MAX MAX
RANGE RANGE 130
130
120
120
120
110
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
100
90
90 90

70 70
70
60
60
60
50
50 50
40
GW ~ GW ~
40 1000 LB 1000 LB 40
12 14 16 18 20 22 12 14 16 18 20 22
30
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1060_3
7A-22
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESS ALT: 0 FT
10oC 20oC
7 8 9 10 11 12 13 7 8 9 10 11 12 13
170
170
160 160
10 20 30 10 20 30
150
150 150
140
140 140
MAX MAX
130 RANGE RANGE
130 130
120
120 120
110
110 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100
100
90

90
90
80
80 MAX END MAX END
70
70
70
60
60 60
50
50 50
40
GW ~ GW ~
40 12 14 16 18 20 22 1000 LB 1000 LB
30 12 14 16 18 20 22 40
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1060_4
7A-23
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESS ALT: 0 FT
30oC 40oC
7 8 9 10 11 12 13 7 8 9 10 11 12 13 14
170
160
160 10 20 30 10 20 30
160
150
150
150
140
140 MAX
RANGE MAX 140
RANGE
130
130
130
120
120
120
~ CONTINUOUS

110
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
100
90
90
90
MAX END 80 MAX END
AND R / C AND R / C
80
80
70
70
70
60
60 60
~30 MINUTES ATF = 0.9

50
TORQUE AVAILABLE
50 40 50
GW ~ GW ~
12 14 16 18 20 22 1000 LB 1000 LB
40 30 40
30 12 14 16 18 20 22 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1060_5
7A-24
TM 1-1520-237-10
CRUISE CRUISE
0 FT
PRESS ALT: 0 FT
50oC 60oC
7 8 9 10 11 12 13 14 7 8 9 10 11 12 13 14
180 170
180
ATF = 1.0
ATF = 0.9
160 170
10 20 30 10 20 30
160
150 160
150
150
140
MAX MAX
140 RANGE RANGE
140
130

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

110
~ CONTINUOUS
~ CONTINUOUS
110
100
100
100

90
90
ATF = 0.9
80 90
MAX END MAX END
AND R / C AND R / C
80 70 80
70 60 70
60 50 60
50 40 50
GW ~ GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
40 30 40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1060_6
7A-25
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESS ALT: 0 FT
−50oC −40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
AREA OF 10 SQ FT AREA OF 10 SQ FT 160
160
150 10 20 30 10 20 30
150
140 150
140
130 140
130
120 130
120
MAX MAX
RANGE 120 RANGE
110
110
110
100
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
90
90
90
CONTINUOUS TORQUE LIMIT

80
80
80
MAX END MAX END
70 70
60 60 60
50
50
50
40
40 40
30
30 12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5 30
20
GW ~ GW ~
20 1000 LB 1000 LB 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
NOTE: SHORT DASH LINES: FERRY MISSION ONLY

AA1065_1
Figure 7A-10. Cruise High Drag - Pressure Altitude Sea Level (Sheet 1 of 6)
7A-26
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESS ALT: 0 FT
−30oC −20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170 170
AREA OF 10 SQ FT AREA OF 10 SQ FT
160 160
10 20 30 10 20 30 160
150
150 150
140
140
140
130
130
130
120
MAX MAX 120
RANGE 120 RANGE
110
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
100
90
90 90

80 80 80
MAX END MAX END
AND R / C AND R / C
70 70
70
60
60 60
50
50 50
40
40 40
30
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30 20 30
GW ~ GW ~
20 1000 LB 1000 LB 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1065_2
7A-27
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESS ALT: 0 FT
−10oC 0 oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13 14
170 180
170 AREA OF 10 SQ FT AREA OF 10 SQ FT
170
160
160 10 20 30 10 20 30
160
150
150
150
140 140
140
130 130
130
MAX
RANGE MAX
120 120 RANGE
120
110 110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100
100
90 90
90
80

80
MAX END MAX END 80
AND R / C AND R / C
70
70
70
60
60
60
50
50 50
40
40 12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30 40
GW ~ GW ~
1000 LB 1000 LB
30 20
30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1065_3
7A-28
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESS ALT: 0 FT
10oC 20oC
6 7 8 9 10 11 12 13 14 7 8 9 10 11 12 13 14
170
180
170 160
10 20 30 10 20 30 170
160
150 160
150
140 150
140
140
130
130
130
MAX MAX
RANGE 120
RANGE
120
120
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
110
100
100
100
90

90
90
80
80 MAX END MAX END
AND R / C 80
70 AND R / C
70
70
60
60 60
50
50 40 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
40 30
40
GW ~ GW ~
1000 LB 1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1065_4
7A-29
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESS ALT: 0 FT
30oC 40oC
7 8 9 10 11 12 13 14 7 8 9 10 11 12 13 14
170
160 180
10 20 30 10 20 30
170
170
150
160
160
150 140
150
140 130
140
MAX MAX
130
RANGE 120 RANGE 130
120
110 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
100 110
~ CONTINUOUS
100
90 100

90
80 90
80 MAX END MAX END

70 60 70
60 50 60
~ 30 MINUTES ATF = 0.9

TORQUE AVAILABLE
50 40
50
24.5
30
40 12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 40
GW ~ GW ~
20
30 1000 LB 1000 LB 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1065_5
7A-30
TM 1-1520-237-10
CRUISE CRUISE
0 FT
T701C (2)
PRESS ALT: 0 FT
50oC 60oC
7 8 9 10 11 12 13 14 7 8 9 10 11 12 13 14
170
160
180 10 20 30 10 20 30
180
ATF = 0.9
~ CONTINUOUS
~ CONTINUOUS
ATF = 0.9
ATF = 1.0
170 150
170
160
140 160
150
150
130
140

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

120
100
110
110
90
100
100

80
90 90
MAX END 70 MAX END

60
70 70
50
60 60
40
ATF = 1.0
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30
GW ~
40 GW ~ 1000 LB 40
1000 LB
20
30
30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1065_6
7A-31
TM 1-1520-237-10
CRUISE CRUISE
2,000 FT
PRESS ALT: 2,000 FT
−50oC −40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
140
140
150
130
140 130
120 MAX MAX

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

100
90
90

90
80
MAX END 80
80 MAX END
AND R / C
AND R / C
70
70 70
60 60
60
50
50
50
40
40 40
12 14 16 18 20 22 GW ~ 12 14 16 18 20 22 GW ~
1000 LB 30
1000 LB
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1061_1
Figure 7A-11. Cruise - Pressure Altitude 2,000 Feet (Sheet 1 of 6)
7A-32
TM 1-1520-237-10
CRUISE CRUISE
2,000 FT
PRESS ALT: 2,000 FT
−30oC −20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
150 160
10 20 30 10 20 30
150
140 150
140
130 140
130
MAX MAX
RANGE RANGE
130
120
120
120
110
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
100
90

90 90
80 80
MAX END MAX END 80
AND R / C AND R / C
70 70
70
60
60 60
50
50 50
40
GW ~ GW ~
40 1000 LB 1000 LB 40
12 14 16 18 20 22 12 14 16 18 20 22
30
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1061_2
7A-33
TM 1-1520-237-10
CRUISE CRUISE
2,000 FT
PRESS ALT: 2,000 FT
−10oC 0oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
170
160 160
10 20 30 10 20 30
150
150 150
140
140 140
130 MAX MAX

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

100 100
100

90 90
90
80
80 MAX END MAX END
70
70
70
60
60
60
50
50 50
40
GW ~ GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
40 40
30
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1061_3
7A-34
TM 1-1520-237-10
CRUISE CRUISE
2,000 FT
PRESS ALT: 2,000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
160 10 20 30 10 20 30
160
150
150
150
140
140
MAX 140
MAX
RANGE 130 RANGE
130
130
120
120
120
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
100
100
100

90
90
90
80
MAX END MAX END
80
70
70
60 70
60
50 60
50 40 50
GW ~ GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
40 30 40
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1061_4
7A-35
TM 1-1520-237-10
CRUISE CRUISE
2,000 FT
PRESS ALT: 2,000 FT
30oC 40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13 14
180 170
170 160
10 20 30 10 20 30 170
160
150 160
150
140 150
MAX
US
140 RANGE MAX
TORQUE AVAILABLE~CONTINUO
130 RANGE 140
~ CONTINUOUS
130
120 130
120
110 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
100 110
100
TES ATF = 0.9

90 100

90
80 90
MAX END MAX END
AND R / C

AND R / C
80 70
80
70 60
70
60 50
60
50 40
50
GW ~ GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
40 30
40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1061_5
7A-36
TM 1-1520-237-10
CRUISE CRUISE
2,000 FT
PRESS ALT: 2,000 FT
50oC 60oC
7 8 9 10 11 12 13 14 7 8 9 10 11 12 13 14
170
ATF = 1.0
180
ATF = 0.9
~ CONTINUOUS
180
ATF = 0.9
ATF = 1.0
160
~ CONTINUOUS
10 20 30 10 20 30
170
170

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

110 100
110
90

100 100
80
90 90
MAX END MAX END
80 80
60
70 70
50
60 60
40
50 GW ~ GW ~ 50
1000 LB 1000 LB
12 14 16 18 20 22 12 14 16 18 20 22
30
40 40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
PLACARD TORQUE LIMIT = 99% PLACARD TORQUE LIMIT = 96%
AA1061_6
7A-37
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESS ALT: 2000 FT
−50oC −40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
TRQ ~ % FOR DRAG 170
TRQ ~ % FOR DRAG
160 160
10 20 30 10 20 30
150
150 150
140
140
140
130
130
130
120
120
MAX 120
RANGE MAX
110 RANGE
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
100
100
90
90 90

80
80 80
MAX END MAX END
AND R / C AND R / C
70 70
70
60
60
60
50
50
50
40
40 40
30
30 12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5 30
20
20 GW ~ GW ~ 20
1000 LB 1000 LB
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1062_1
Figure 7A-12. Cruise High Drag - Pressure Altitude 2,000 Feet (Sheet 1 of 6)
7A-38
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESS ALT: 2000 FT
−30OC −20OC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170 180
170
160
10 20 30 10 20 30
160
160
150
150
150
140 140
140
130 130
130
120 MAX
RANGE 120 MAX
120
RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110 110
110
100 100
100
90 90

90
80
80
MAX END MAX END 80
AND R / C AND R / C
70
70 70
60
60 60
50
50 50
40
40 12 14 16 18 20 22 23 24.5
30 40
12 14 16 18 20 22 23 24.5
GW ~ GW ~
30 1000 LB 20 1000 LB 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1062_2
7A-39
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESS ALT: 2000 FT
−10oC 0 oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
AREA OF 10 SQ FT 180
AREA OF 10 SQ FT
170 160
170
10 20 30 10 20 30
160 150 160
150
140 150
140
140
130
130
130
MAX 120 MAX
120 RANGE RANGE
120
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
110
100
100
100
90

90
90
80
80 MAX END MAX END

AND R / C 80
AND R / C
70
70
70
60
60
50 60
50 40 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
40 30
40
GW ~ GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1062_3
7A-40
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESS ALT: 2000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160 180
170 10 20 30 10 20 30
170
150
160
160
140
150
150
140 130
140
130 120
MAX MAX 130
RANGE RANGE
120
110 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
100 110
100

90 100
90
80 90
MAX END MAX END

80 AND R / C 70 AND R / C 80
70 60 70
60 50
60
40
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30
40 40
GW ~ GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1062_4
7A-41
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESS ALT: 2000 FT
30oC 40oC
6 7 8 9 10 11 12 13 14 6 7 8 9 10 11 12 13 14
170
160
180 10 20 30 10 20 30
ATF = 0.9
180
~ CONTINUOUS
170 150
170
160
140 160
150
150
130
140
140
120
130 MAX MAX
RANGE RANGE 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
120
120
TORQUE AVAILABLE
100
110
~ CONTINUOUS
110

90
100

100
80
90
90
MAX END 70 MAX END

60
70 70
50
60 60
40
50 50
24.5
~ 30 MINUTE ATF = 0.9
30 24.5
40 12 14 16 18 20 22 23 12 14 16 18 20 22 23 40
GW ~ 20 GW ~
30 1000 LB 1000 LB 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1062_5
7A-42
TM 1-1520-237-10
CRUISE CRUISE
2000 FT
T701C (2)
PRESS ALT: 2000 FT
50oC 60oC
7 8 9 10 11 12 13 14 7 8 9 10 11 12 13 14
170
160
10 20 30 10 20 30
~ CONTINUOUS
ATF = 0.9
180
ATF = 1.0
180
~ CONTINUOUS
150
ATF = 0.9
ATF = 1.0
170
170
140
160
160
150 130
TORQUE AVAILABLE ~ 30 MINUTES 150

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

120
120
100
110
110
90
100
100
80
90 90
MAX END 70 MAX END
AND R / C AND R / C
80 80
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30
40 GW ~ GW ~
40
1000 LB 1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1062_6
7A-43
TM 1-1520-237-10
CRUISE CRUISE
4,000 FT
PRESS ALT: 4,000 FT
−50oC −40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
160 170
150 160
10 20 30 10 20 30 150
140 150
140
130 140
130
MAX 130 MAX

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

90
90

90
80 80
MAX END MAX END 80
AND R / C AND R / C
70 70
70
60
60
60
50
50 50
40
40 GW ~ GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB 40
30
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1063_1
7A-44
TM 1-1520-237-10
CRUISE CRUISE
4,000 FT
PRESS ALT: 4,000 FT
−30oC −20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170 170
160 160
10 20 30 10 20 30
150
150 150
140
140 140
130
130 130
MAX MAX
RANGE RANGE
120
120 120
110
110 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100
100
90 90
TRANMISSION TORQUE LIMIT
TRANMISSION TORQUE LIMIT

90
80
80 MAX END MAX END
70
70
70
60
60 60
50
50 50
40
40 12 14 16 18 20 22 GW ~ 12 14 16 18 20 22 GW ~
1000 LB 30 1000 LB 40
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1063_2
7A-45
TM 1-1520-237-10
CRUISE CRUISE
4,000 FT
PRESS ALT: 4,000 FT
−10oC 0 oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
160 10 10 20 30
20 30
160
150
150
150
140
140
140
130
130 MAX MAX
RANGE RANGE 130
120
120
120
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
100
100
100
90

90
90
80
MAX END MAX END
70
70 70
60
60 60
50
50 40 50
GW ~ GW ~
40 12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
30 40
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1063_3
7A-46
TM 1-1520-237-10
CRUISE CRUISE
4,000 FT
PRESS ALT: 4,000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
180 170
170 160
170
10 20 30 10 20 30
160
150 160
150
140 150
140
130 140

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

110
100 110
100
90 100
90 80 90
MAX END MAX END
AND R / C AND R / C

80 70 80
70 60 70
60 50 60
50 40
50
GW ~ GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
40 30
40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1063_4
7A-47
TM 1-1520-237-10
CRUISE CRUISE
4,000 FT
PRESS ALT: 4,000 FT
30oC 40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
~ CONTINUOUS
~ CONTINUOUS
180
160
170 10 20 30 10 20 30
170
150
160
160
140
150
150
140 130
MAX MAX
RANGE RANGE 140
130 120
130
120 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
100
ATF= 0.9
110
110

90
100
100

80
90
MAX END MAX END 90
AND R / C AND R / C
70
80
80
60
70
70
50
60
60
40
50 GW ~ GW ~ 50
1000 LB 1000 LB
12 14 16 18 20 22 12 14 16 18 20 22
30
40 40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1063_5
7A-48
TM 1-1520-237-10
CRUISE CRUISE
4,000 FT
PRESS ALT: 4,000 FT
50oC 60oC
5 6 7 8 9 10 11 12 5 6 7 8 9 10 11 12
170
ATF= 0.9
ATF= 1.0
~CONTINUOUS
~CONTINUOUS
ATF= 0.9
ATF= 1.0
180 160
10 20 30 10 20 30 180
170 150 170
160
140 160
150
130 150
MAX MAX
140 RANGE RANGE
140
120
130
130
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
120
100
110

110
90
100
100
80
90
90
70
80 80
60
MAX END MAX END
50
60 60
40
50 50
GW ~ GW ~
1000 LB 12 14 16 18 20 22 1000 LB 12 14 16 18 20 22
30
40 40
30 20 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
PLACARD TORQUE LIMIT = 91% PLACARD TORQUE LIMNIT = 88%
AA1063_6
7A-49
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
PRESS ALT: 4000 FT
−50oC −40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
160 10 20
10 20 30 30
160
150 150
150
140 140
140
130 130
130
120
120
120
MAX MAX
RANGE RANGE
110 110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100
100

90 90
90
80
AND R / C AND R / C
70
70
70
60
60
60
50
50
50
40
40 12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
30 40
GW ~ GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1064_1
7A-50
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
PRESS ALT: 4000 FT
−30oC −20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
180
170 160
10 20 30 10 20 30 170
160
150 160
150
150
140
140
140
130
130
130
120
120 MAX MAX
RANGE RANGE 120
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
110
100
100
100
90
90
90
80

80 MAX END MAX END
80
AND R / C AND R / C
70
70 70
60
60 60
50
50 40 50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 24.5
40 30 40
GW ~ GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1064_2
7A-51
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
PRESS ALT: 4000 FT
−10oC 0 oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
170
170
150
160
160
140
150
150
140 130
140
130 120 130

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

110
100 110
100
90 100

90
80 90
MAX END MAX END

70 80
70 60 70
60 50 60
40
50 50
12 14 16 18 20 22 23 24.5
30
40 12 14 16 18 20 22 23 24.5 40
30 20 30
GW ~ GW ~
20 1000 LB 1000 LB 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1064_3
7A-52
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
PRESS ALT: 4000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
TORQUE AVAILABLE
~ CONTINUOUS
160
180 10 20 30 10 20 30
180
170 150
170
160
140 160
150
150
130
140
140
120
130
MAX MAX 130
RANGE RANGE
110
120
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100
110
110
90
100
100

80
90 90
MAX END MAX END
80 80
60
70 70
50
60 60
40
50 24.5
50
12 14 16 18 20 22 23 24.5 12 14 16 18 20 22 23 ~ 30 MINUTES ATF = 0.9
30
40 GW ~ GW ~
40
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1064_4
7A-53
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
PRESS ALT: 4000 FT
30oC 40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
~ CONTINUOUS
180
150 180
~ CONTINUOUS
ATF = 0.9
ATF = 1.0
170
ATF = 0.9
170
140
160
160
150 130
150
140
120 140
130 MAX MAX

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

120
120
100
110
110
90
100
100

80
90
90
70
MAX END
TORQUE AVAILABLE
AND R / C
60
~ 30 MINUTES
70 70
50
60 24.5 60
24.5
40
23
50 50
12 14 16 18 20 22 23 12 14 16 18 20 22
30
40 GW ~ GW ~ 40
1000 LB 1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100


AA1064_5
7A-54
TM 1-1520-237-10
CRUISE CRUISE
4000 FT
T701C (2)
PRESS ALT: 4000 FT
50oC
6 7 8 9 10 11 12 13
170
TRQ ~ % FOR DRAG
AREA OF 10 SQ FT
160
10 20 30
150
180
~ CONTINUOUS
ATF = 0.9
ATF = 1.0
170 140
160
130
150
120
140
MAX

RANGE
130 110
TRUE AIRSPEED ~ KTS
120 100
110 90
100
80
90
70
80 MAX END
AND R / C 60
70
50
60
40
24.5
50
12 14 16 18 20 22 23 30
40
GW ~ 20
30 1000 LB
20
10
10
0 0
20 30 40 50 60 70 80 90 100

PLACARD TORQUE LIMIT = 91%

AA1064_6
7A-55
TM 1-1520-237-10
CRUISE CRUISE
6,000 FT
PRESS ALT: 6,000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170 170
160 160
10 20 30 10 20 30
150
150 150
140
140 140
130
130 130
MAX
120 RANGE MAX
120 RANGE 120
110
110 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

100 100 100
90 90

90
80
AND R / C AND R / C
70
70
70
60
60 60
50
50 50
40
GW ~ GW ~
40 12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 40
30 1000 LB
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1009_1
7A-56
TM 1-1520-237-10
CRUISE CRUISE
6,000 FT
PRESS ALT: 6,000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
160 10 20 30 10 20 30
160
150
150
150
140
140
140
130
130
MAX MAX 130
RANGE RANGE
120
120
120
110
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
100

100
100
90
90
90
80
MAX END MAX END
70
70
70
60
60 60
50
50 40 50
GW ~ 12 14 16 18 20 22 GW ~
12 14 16 18 20 22
40 1000 LB 30 1000 LB 40
30 30
20
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1009_2
7A-57
TM 1-1520-237-10
CRUISE CRUISE
6,000 FT
PRESS ALT: 6,000 FT
−10oC 0 oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
180 170
170 160
10 20 30 10 20 30 170
160
150 160
150
140 150
140
130 140
130 MAX MAX

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

110
100 110
100
90 100

90 80 90
MAX END MAX END
AND R / C AND R / C
80 70 80
70 60
70
60 50
60
50 40
50
GW ~ GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22
30 1000 LB
40 40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1009_3
7A-58
TM 1-1520-237-10
CRUISE CRUISE
6,000 FT
PRESS ALT: 6,000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160 180
~ CONTINUOUS
10 20 30 10 20 30
170
170
150
160
160
140
150
150
130
140
140
MAX MAX
RANGE 120 RANGE
130
130
120 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
~ CONTINUOUS
100
110
110
0.9
90
100
TORQUE AVAILABLE ~ 30 MINUTES ATF =

100

80
90
90
MAX END MAX END
80
80
= 0.9
60
70
TORQUE AVAILABLE ~ 30 MINUTES ATF
70
50
60 60
40
50 GW ~ 50
GW ~ 1000 LB
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22
30
40 40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

PLACARD TORQUE LIMIT = 97% PLACARD TORQUE LIMIT =93%
AA1009_4
7A-59
TM 1-1520-237-10
CRUISE CRUISE
6,000 FT
PRESS ALT: 6,000 FT
30oC 40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
ATF = 0.9
~ CONTINUOUS
ATF = 1.0
~ CONTINUOUS
ATF = 0.9
ATF = 1.0
160
180 10 20 30 10 20 30
180
170 150
TES
170

160
140 160
150
130 150
140 MAX MAX

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

120
120
100
110
110
90
100
100

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

AA1009_5
7A-60
TM 1-1520-237-10
CRUISE CRUISE
6,000 FT
PRESS ALT: 6,000 FT
50oC

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

130
150
MAX
RANGE 120
140

130 110
TRUE AIRSPEED ~ KTS
120 100
110 90
100 80
90
70
80
60
MAX END
70 AND R / C
50
60
40
50
12 14 16 18 20 22
30
GW ~
40
1000 LB
20
30
20
10
10
0 0
10 20 30 40 50 60 70 80 90
AA1009_6
7A-61
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
PRESS ALT: 6000 FT
−50oC −40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
180
180
170 160
10 20 30 10 20 30 170
~ CONTINUOUS
~ CONTINUOUS
160
150 160
150
140 150
140
140
130
130
130
120
120
MAX MAX 120
RANGE 110 RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
110
100

100
100
90
90
90
80
80 MAX END
MAX END 80
AND R / C
70 AND R / C
70
70
60
60
50 60
50 40 50
40 12 14 16 18 20 22 23 24.5 30 12 14 16 18 20 22 23 24.5
40
30 GW ~ 20 GW ~ 30
1000 LB 1000 LB
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1010_1
7A-62
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
PRESS ALT: 6000 FT
−30oC −20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
170
~ CONTINUOUS
~ CONTINUOUS
170
150
160
160
140
150
150
140 130
140
130 120
130
MAX MAX
120 RANGE RANGE
110 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
100 110

100
90 100
90
80 90
80 MAX END MAX END

AND R / C 70 80
AND R / C
70 60 70
60 50
60
40
50 50
12 14 16 18 20 22 23 24.5 30 12 14 16 18 20 22 23 24.5
40 40
GW ~ 20 GW ~
30 30
1000 LB 1000 LB
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1010_2
7A-63
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
PRESS ALT: 6000 FT
−10oC 0 oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
180
170 150
170
160
140 160
150
130 150
140
140
120
130
MAX MAX 130
RANGE 110 RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
120
100
110
110

90
100
100
80
90
90
MAX END 70 MAX END

60
70
70
50
60
60
40
50 50
24.5
24.5
12 14 16 18 20 22 23 30 12 14 16 18 20 22 23
40 40
GW ~ 20 GW ~
30 1000 LB 1000 LB 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1010_3
7A-64
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
PRESS ALT: 6000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
ATF = 0.9
160
10 20 30 10 20 30
~ CONTINUOUS
180
~ CONTINUOUS
150 180
170
170
140
160
160
TES
150 130
150

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

120
100 120
110
110
90
100
100
ATF = 0.9
80
90
90
70
80 MAX END 80
AND R / C MAX END
60
AND R / C
70
70
50
60 24.5 60
40
24.5
50 50
30 23
12 14 16 18 20 22 23 12 14 16 18 20 22
40 40
GW ~ 20 GW ~
30 1000 LB 1000 LB 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100


AA1010_4
7A-65
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
PRESS ALT: 6000 FT
30oC 40oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
150
180
~ CONTINUOUS
ATF = 0.9
ATF = 1.0
180
~ CONTINUOUS
ATF = 0.9
ATF = 1.0
170 140
170
160
130 160
150
150
120

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

130
120 100
120
110 90 110
100
80 100
90
70 90
80 80
60
70 MAX END
AND R / C MAX END 70
50
AND R / C
60 24.5 60
40 24.5
50 22 23 50
12 14 16 18 20 22 23 30 12 14 16 18 20
40 40
GW ~ 20 GW ~
30 1000 LB 1000 LB 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100


AA1010_5
7A-66
TM 1-1520-237-10
CRUISE CRUISE
6000 FT
T701C (2)
PRESS ALT: 6000 FT
50oC
6 7 8 9 10 11 12 13
170
TRQ ~ % FOR DRAG
AREA OF 10 SQ FT
160
10 20 30
150
180
~ CONTINUOUS
140
ATF = 0.9
ATF = 1.0
170
160 130

150 120
140

MAX 110
TRUE AIRSPEED ~ KTS
RANGE
130
100
120
90
110
80
100
90 70
MAX END
80 AND R / C 60
70 50
24.5
60 40
50 30
12 14 16 18 20 22 23
40
GW ~ 20
30 1000 LB
20 10
10
0 0
20 30 40 50 60 70 80 90 100


AA2101_6
DATA BASIS:FLIGHT TEST SA
7A-67
TM 1-1520-237-10
CRUISE CRUISE
8,000 FT
PRESS ALT: 8,000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
160 10 20 30 10 20 30
160
150
150
150
140 140
140
130
130
130

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

110
100
100
100
90
90
90
80
MAX END MAX END
80 AND R / C
TORQUE AVAILABLE
AND R / C 80
70
70
70
60
60
50 60
TORQUE AVAILABLE
50 40 50
GW ~ GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
40 30 40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1011_1
7A-68
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
PRESS ALT: 8000 FT
−30OC −20OC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
180 170
170
160
10 20 30 10 20 30 170
160
150 160
150
140 150
140
130 140
130
MAX MAX 130
120 RANGE
RANGE
120
110 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
100 110
100
90 100

90
80 90
MAX END MAX END
80 AND R / C 70 AND R / C
80
70 60 70
60 50 60
50 40
50
GW ~ GW ~
12 14 16 18 20 22 1000 LB 12 14 16 18 20 22 1000 LB
40 30
40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1011_2
7A-69
TM 1-1520-237-10
CRUISE CRUISE
8,000 FT
PRESS ALT: 8,000 FT
−10oC 0 oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
180
160 10 20
10 20 30 30
170
170
150
160
160
140
150
150
130
140
140
MAX 120 MAX
130 RANGE RANGE
130
TORQUE AVAILABLE
120 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

~ CONTINUOUS
120
~ CONTINUOUS
110 100
110
90
100
100
80

90
90
MAX END MAX END
~30 MINUTES ATF = 0.9

TORQUE AVAILABLE
80
80
60
70 70
50
60 60
40
50 GW ~ GW ~ 50
1000 LB 1000 LB
ATF = 1.0
12 14 16 18 20 22 12 14 16 18 20 22
30
40 40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1011_3
7A-70
TM 1-1520-237-10
CRUISE CRUISE
8,000 FT
PRESS ALT: 8,000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
ATF = 0.9
~ CONTINUOUS
ATF = 1.0
ATF = 0.9
~ CONTINUOUS
ATF = 1.0
160 10 20 30
180 10 20 30
180
170 150
170
160
140
30 MINUTES
160
150
130 150
140
TORQUE AVAILABLE ~
140
MAX 120 MAX
RANGE RANGE
130
130
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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

70 MAX END
AND R / C
AND R / C
80 80
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 40
GW ~ GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1011_4
7A-71
TM 1-1520-237-10
CRUISE CRUISE
8,000 FT
PRESS ALT: 8,000 FT
30oC 40oC
6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12
170
ATF = 0.9
ATF = 1.0
~ CONTINUOUS 160
10 20 30 10 20 30
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
180
150 180

170
170
140

160
160
130
150
150
140 MAX 120 MAX

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

120 100 120
110
90 110
100 80 100
90 90
70
MAX END
AND R / C
80 80
60
MAX END
AND R / C
70 70
50
60 60
40
GW ~
50 1000 LB 50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 GW ~
40
1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 10 20 30 40 50 60 70 80 90
AA1011_5
7A-72
TM 1-1520-237-10
CRUISE CRUISE
8,000 FT
PRESS ALT: 8,000 FT
50oC
5 6 7 8 9 10 11 12
170
TRQ ~ % FOR DRAG
160
10 20 30
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
150
180

170 140
160
130
150
MAX 120
RANGE
140

110
TRUE AIRSPEED ~ KTS
130
100
120
90
110
80
100
70
90
80 60
MAX END
AND R / C
70 50
60 40
50 12 14 16 18 20 22
30
GW ~
40 1000 LB
20
30
20
10
10
0 0
10 20 30 40 50 60 70 80 90
AA1011_6
7A-73
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T701C (2)
PRESS ALT: 8000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
170
170
150
160
160
150 140
150
140 130
140
130
120 130
120
110 MAX 120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

MAX
RANGE RANGE

110
100 110
100
90 100
90
80 90

AND R / C
AND R / C
70 60 70
60 50 60
24.5 24.5
50 40
50
TORQUE AVAILABLE
12 14 16 18 20 22 23 12 14 16 18 20 22 23
30
TORQUE AVAILABLE
40 GW ~ GW ~ 40
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1012_1
7A-74
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T701C (2)
PRESS ALT: 8000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
180
170 150
170
160
140 160
150
150
130
140
140
120
130
130
110 MAX
120 MAX
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

RANGE
RANGE 120
100
110
110
90
100
100

80
90
90
70
80 MAX END MAX END
80
AND R / C AND R / C
60
70
70
50
60
60
40
50 24.5
50
24.5 30
40 40
23
12 14 16 18 20 22 23 12 14 16 18 20 22
30 20
GW ~ GW ~ 30
1000 LB 1000 LB
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1012_2
7A-75
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T701C (2)
PRESS ALT: 8000 FT
−10oC 0 oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
ATF= 0.9
10 20 30 10 20 30
180
~ CONTINUOUS
150 180
170
170
140
OUS
160
ABLE ~ CONTINU 160
150 130
150
140 120
140
130
110 130
TORQUE AVAIL
MAX MAX
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

RANGE RANGE
120
100 120
110
110
90
ATF= 1.0
100
100
80
90
90
70
80
80
MAX END
AND R / C 60
70
MAX END 70

50 AND R / C
60 60
24.5 24.5
40
50 50
12 14 16 18 20 22 23 12 14 16 18 20 22 23
~ 30 MINUTE ATF= 0.9
30
40 GW ~ GW ~ 40
1000 LB 1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100


AA1012_3
7A-76
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T701C (2)
PRESS ALT: 8000 FT
10oC 20oC
6 7 8 9 10 11 12 13 6 7 8 9 10 11 12 13
170
160
ATF = 0.9
ATF = 1.0
10 20 30 10 20 30
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
~ CONTINUOUS
150
180
180
170 140
170
160
130 160
150
~ 30 MINUTES
150
120
140
140
110
130 MAX
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

MAX
TORQUE AVAILABLE
RANGE 130
RANGE
120 100
120
110 90
110
100 80 100
90
70 90
80
60 80
24.5
70 70
MAX END 50
AND R / C
MAX END
60 AND R / C 60
40
24.5
50 50
30 23
23
40 12 14 16 18 20 22 40
12 14 16 18 20 22
20
30 30
GW ~ GW ~
20 1000 LB 1000 LB
20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1012_4
7A-77
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T701C (2)
PRESS ALT: 8000 FT
30oC 40oC
6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
ATF= 0.9
ATF= 1.0
~ CONTINUOUS
~ CONTINUOUS
150
180
ATF= 0.9
ATF= 1.0
140 180
170
170
130
160
160

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

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

23
60 40 60
50 12 14 16 18 20 22 23 12 14 16 18 20 22
30 50
GW ~ GW ~
40 1000 LB 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 10 20 30 40 50 60 70 80 90


AA1012_5
7A-78
TM 1-1520-237-10
CRUISE CRUISE
8000 FT
T701C (2)
PRESS ALT: 8000 FT
50oC

5 6 7 8 9 10 11 12
170
TRQ ~ % FOR DRAG
AREA OF 10 SQ FT
160
10 20 30
150
180 140
~ CONTINUOUS
ATF = 0.9
ATF = 1.0
170
130
160
120

150

140 110
MAX
TRUE AIRSPEED ~ KTS
RANGE
130 100
120
90
110
80
100
70
90
60
80
MAX END 50
70 AND R / C
60 40
22
50 30
40 12 14 16 18 20
20
30 GW ~
1000 LB
20 10
10
0 0
10 20 30 40 50 60 70 80 90


AA2102_6
DATA BASIS:FLIGHT TEST SA
7A-79
TM 1-1520-237-10
CRUISE CRUISE
10,000 FT
PRESS ALT: 10,000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
180 170
170
160
10 20 30 10 20 30 170
160
150 160
150
140 150
140
130 140
130
120 130
MAX MAX
120 RANGE RANGE
110 120
NUOUS
NUOUS
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

110
100 110
30 MINUTES & CONTI
30 MINUTES & CONTI

100

90 100
90 80 90
MAX END
AND R / C MAX END
TORQUE AVAILABLE~
80 70
TORQUE AVAILABLE~
AND R / C 80
70 60
70
60 50
60
50 40
50
12 14 16 18 20 22 12 14 16 18 20 22
40 30
GW ~ 40
GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1013_1
7A-80
TM 1-1520-237-10
CRUISE CRUISE
10,000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160 180
10 20 30 10 20 30
170
170
150
160
160
140
150
150
130
140
140
130 120
MAX MAX 130
RANGE RANGE
120 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
US
NUOUS
100
~ CONTINUO
110
110
30 MINUTES & CONTI

90
100
100
80
90
90

MAX END 70 MAX END
TORQUE AVAILABLE~
60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 ATF = 0.9
12 14 16 18 20 22
30
40 GW ~ GW ~ 40
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1013_2
7A-81
TM 1-1520-237-10
CRUISE CRUISE
10,000 FT
−10oC 0 oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
ATF = 0.9
~ CONTINUOUS
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
160
180 10 20 30 10 20 30
180
170 150
170
TES
160 140
160

150
130 150
140
120 140
ATF = 1.0
MAX MAX
130 RANGE RANGE
110 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
120
100
110
110

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

60
70 70
50
60 60
40
50 50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 GW ~ GW ~
1000 LB 1000 LB 40
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1013_3
7A-82
TM 1-1520-237-10
CRUISE CRUISE
10,000 FT
10oC 20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
ATF = 1.0
ATF = 0.9
~ CONTINUOUS
ATF = 0.9
ATF = 1.0
160
~ CONTINUOUS
10 20 30 10 20 30
180
150 180
170
TES
170
TES
140

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

130
120 100
120
110 90

110
100 80
100
90 70 90
MAX END MAX END
60 80
70 70
50
60 60
40
50 12 14 16 22 50
18 20 12 14 16 18 20 22
30
GW ~ GW ~
40 1000 LB 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1013_4
7A-83
TM 1-1520-237-10
CRUISE CRUISE
10,000 FT
30oC 40oC
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
ATF = 1.0
ATF = 0.9
ATF = 1.0
ATF = 0.9
150
~ CONTINUOUS
~ CONTINUOUS
180
180
170 140
170
TES
160
TES
130 160

150
120 150
140 MAX MAX

RANGE RANGE 140
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
130
100
120
120
90
110
110
80
100
100
70
90 90
80 60
MAX END MAX END 80
AND R / C AND R / C
70 50 70
60 40 60
50 12 14 16 18 20 22 GW ~ 12 14 16 18 20 22
GW ~ 30 50
1000 LB
1000 LB
40 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA1013_5
7A-84
TM 1-1520-237-10
CRUISE CRUISE
10000 FT
T701C (2)
PRESS ALT: 10000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
180 10 20 30 10 20 30
180
~ CONTINUOUS
~ CONTINUOUS
170 150
170
160
140 160
150
150
130
140
140
120
130
130

110
120
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

MAX MAX 120
RANGE RANGE
110 100
110
100 90
100
90 80
90
80 70
80
MAX END
AND R / C
60 MAX END
70
AND R / C 70
50
60 60
24.5
24.5 40
50 23 50
12 14 16 18 20 22 23 12 14 16 18 20 22
30
40 GW ~ GW ~ 40
1000 LB 1000 LB
30 20
30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1014_1
7A-85
TM 1-1520-237-10
CRUISE CRUISE
10000 FT
T701C (2)
PRESS ALT: 10000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
ATF = 0.9
160
10 20 30 10 20 30
US
180
~ CONTINUO
150 180
170
170
S
AND CONTINUOU
140
160
160
150 130
150
140 120
140
LE ~ 30 MINUTES
130
110 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120 MAX MAX
120
30 MINUTES
RANGE 100 RANGE
110
TORQUE AVAILAB
110
90
100
TORQUE AVAILABLE ~
100
80
90
90
70
80
80
60
70 MAX END 70
AND R / C MAX END
50
AND R / C
60 60
24.5 40 24.5
50 50
30
23 23
40 40
12 14 16 18 20 22 12 14 16 18 20 22
20
30 30
GW ~ GW ~
1000 LB 1000 LB
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100


AA1014_2
7A-86
TM 1-1520-237-10
CRUISE CRUISE
10000 FT
T701C (2)
PRESS ALT: 10000 FT
−10oC 0 oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
ATF = 0.9
10 20 30
ATF = 1.0
10 20 30
ATF = 0.9
ATF = 1.0
150
~ CONTINUOUS
~ CONTINUOUS
180
180
170 140
170
160
130 160
150
150
120
30 MINUTES
140
140
110
130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
~ 30 MINUTES
MAX MAX
RANGE RANGE
100
TORQUE AVAILABLE ~
120
120
110 90
110
TORQUE AVAILABLE
100 80 100
90
70 90
80
60 80
24.5
70 70
50
MAX END MAX END
AND R / C AND R / C
60 60
40
23
50 50
23 30 12 14 16 18 20 22
12 14 16 18 20 22
40 GW ~ 40
GW ~ 1000 LB
1000 LB 20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100


AA1014_3
7A-87
TM 1-1520-237-10
CRUISE CRUISE
10000 FT
T701C (2)
PRESS ALT: 10000 FT
10oC 20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
~ CONTINUOUS 150
180
180
~ CONTINUOUS
140
170
170
130
160
160
150 120
TES
TES
150

140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

MAX MAX
130 RANGE RANGE 130
100
120
120
90
110
110
80
100
100
70
90 90
80 60
80
70 50 70
MAX END
AND R / C MAX END
60 40 AND R / C 60
23
50 23 30 12 14 16 18 20 22 50
12 14 16 18 20 22
40 40
20 GW ~
GW ~ 1000 LB
30 1000 LB 30
20 10 20
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100


AA1014_4
7A-88
TM 1-1520-237-10
CRUISE CRUISE
10000 FT
T701C (2)
PRESS ALT: 10000 FT
30oC 40oC
4 5 6 7 8 9 10 11 12 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
150
ATF = 0.9
ATF = 1.0
ATF = 1.0
ATF = 0.9
~ CONTINUOUS
~ CONTINUOUS
140
180
180
170 130 170

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

140
MAX MAX
130 RANGE 100 RANGE
130
120
90 120
110
110
80
100
100
70
90 90
60
80 80
MAX END 50 MAX END
40
60 60
12 14 16 18 20 22 12 14 16 18 20
50 30 50
GW ~ GW ~
1000 LB 1000 LB
40 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90


AA1014_5
7A-89
TM 1-1520-237-10
CRUISE CRUISE
12,000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 5 6 7 8 9 10 11 12
170
160 180
NTINUOUS
NTINUOUS
170 10 20 30 10 20 30
170
150
160
160
30 MINUTES & CO
30 MINUTES & CO
140
150
150
140 130
140
130 120
LE ~
LE ~
130
TORQUE AVAILAB
TORQUE AVAILAB
120 MAX 110 MAX
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

RANGE RANGE 120
110 100
110
90

100
100
80
90
90
MAX END 70
80 MAX END
AND R / C 80
AND R / C
60
70
70
50
60
60
40
50
50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 40
GW ~ GW ~
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1015_1
7A-90
TM 1-1520-237-10
CRUISE CRUISE
12,000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 5 6 7 8 9 10 11 12 13
170
~ CONTINUOUS
160
180
10 20 30 10 20 30 180
LE ~ 30 MINUTES
& CONTINUOUS
170 150
170
160 140
160
150
LE ~ 30 MINUTES
TORQUE AVAILAB
130 150
140
120 140
130
MAX MAX 130
110
TORQUE AVAILAB
RANGE RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
120
100
110
110
90

100
100
80
90
90
70
MAX END MAX END
80
60
70
70
50
60
60
40
50 50
12 14 16 18 20 22
30
40 40
GW ~
12 14 16 18 20 22 1000 LB
30 20
30
GW ~
20 1000 LB
20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1015_2
7A-91
TM 1-1520-237-10
CRUISE CRUISE
12,000 FT
−10oC 0 oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
ATF= 0.9
~ CONTINUOUS
160
~ CONTINUOUS
ATF= 0.9
1.0
10 20 30 10 20 30
1.0
~ 30 MINUTES ATF=
180
~ 30 MINUTES ATF=
150 180
170
140 170
160
160
130
150
TORQUE AVAILABLE
150
TORQUE AVAILABLE
120
140
140
MAX 110 MAX
130 RANGE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

RANGE 130
120 100
120
110 90
110
100 80
100

90 70 90
MAX END MAX END

80
70 70
50
60 60
40
50 50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 GW ~ GW ~ 40
1000 LB 1000 LB
30 20
30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
AA1015_3
7A-92
TM 1-1520-237-10
CRUISE CRUISE
12,000 FT
10oC 20oC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
~ CONTINUOUS
ATF= 1.0
ATF= 0.9
~ CONTINUOUS
150
ATF= 1.0
ATF= 0.9
180
180
170 140
170
160 130
MINUTES
TES
160

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

RANGE RANGE
130
130
100
120
120
90
110
110
80
100
100
70
90
90
80 60
MAX END MAX END 80
AND R / C AND R / C
70 50
70
60 40 60
22 22
50 12 14 16 18 20 12 14 16 18 20 50
30
GW ~ GW ~
40 1000 LB 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA1015_4
7A-93
TM 1-1520-237-10
CRUISE CRUISE
12,000 FT
30oC

4 5 6 7 8 9 10 11
170
TRQ ~ % FOR DRAG
160
~ CONTINUOUS
10 20 30
150
ATF= 0.9
ATF= 1.0
180
140
170
130
160

120
150

140 110
TRUE AIRSPEED ~ KTS
MAX
RANGE
130 100
120
90
110
80
100
70
90
60
80 MAX END
AND R / C
50
70
60 40
22
12 14 16 18 20
50 GW ~ 30
1000 LB
40
20
30
20
10
10
0 0
10 20 30 40 50 60 70 80 90

AA1015_5
7A-94
TM 1-1520-237-10
CRUISE CRUISE
12000 FT
T701C (2)
PRESS ALT: 12000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 14 5 6 7 8 9 10 11 12 13 14
170
160
10 20 30 10 20 30
180
150
INUOUS
180
INUOUS
170
170
140
TES AND CONT
TES AND CONT

160
160
150 130
150
140
120 140
ABLE ~ 30 MINU
ABLE ~ 30 MINU
130
110 130
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

120
MAX MAX 120
RANGE 100
RANGE
TORQUE AVAIL
TORQUE AVAIL
110
110
90
100
100
80
90
90
70
80 MAX END
AND R / C 80
60
70 MAX END 70
AND R / C
50
60 24.5
60
40
50
50
12 14 16 18 20 22 23 30 12 14 16 18 20 22 23
40 GW ~ GW ~ 40
1000 LB 1000 LB
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100


AA1016_1
7A-95
TM 1-1520-237-10
CRUISE CRUISE
12000 FT
T701C (2)
PRESS ALT: 12000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
150
180
~ CONTINUOUS
180
INUOUS
170 140
170
160
TES AND CONT
130 160
150
~ 30 MINUTES
150
120
140
140
ABLE ~ 30 MINU
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
130
TORQUE AVAILABLE
MAX MAX
120 RANGE 100 RANGE
120
110 90
TORQUE AVAIL
110
100 80 100
90
70 90
80
60 80
70
MAX END 50 70
AND R / C
MAX END
60 AND R / C
60
40
50 12 14 16 18 20 22 23 12 14 16 18 20 22 23
50
30
GW ~ GW ~
40 1000 LB 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

PLACARD TORQUE LIMT = 89% PLACARD TORQUE LIMIT = 86%

AA1016_2
7A-96
TM 1-1520-237-10
CRUISE CRUISE
12000 FT
T701C (2)
PRESS ALT: 12000 FT
−10oC 0 oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13 14
170
160
10 20 30 10 20 30
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
150
180 ~ CONTINUOUS
~ CONTINUOUS
140 180
170
170
130
160
~ 30 MINUTES
160
S
LE ~ 30 MINUTE
150 120
150
140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

ABLE
130
130
TORQUE AVAILAB
TORQUE AVAIL
MAX 100 MAX

RANGE RANGE
120
120
90
110
110
80
100
100
70
90
90
80 60
80
70 50
70
MAX END MAX END
AND R / C AND R / C
60 40 60
23
50 30 50
22
40 12 14 16 18 20 22 12 14 16 18 20 40
20
30 GW ~ GW ~ 30
1000 LB 1000 LB
20 10 20
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100

AA1016_3
7A-97
TM 1-1520-237-10
CRUISE CRUISE
12000 FT
T701C (2)
PRESS ALT: 12000 FT
10oC 20oC
5 6 7 8 9 10 11 12 13 14 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
ATF = 0.9 150
ATF = 1.0
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
~ CONTINUOUS
140
180
180
170 130
170
~ 30 MINUTES
~ 30 MINUTES
160
120 160
150
150
110
140
TORQUE AVAILABLE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
TORQUE AVAILABLE
130 MAX 100
MAX 130
RANGE
RANGE
120 90 120
110
80 110
100 100
70
90 90
60
80 80
50 MAX END
70 AND R / C
70
MAX END
AND R / C 40
60 60
50 22 30
50
40 12 14 16 18 12 14 16 18 20 40
20 20
30 GW ~ GW ~ 30
1000 LB 1000 LB
20 10 20
10 10
0 0 0
20 30 40 50 60 70 80 90 100 10 20 30 40 50 60 70 80 90


AA1016_4
7A-98
TM 1-1520-237-10
CRUISE CRUISE
12000 FT
T701C (2)
PRESS ALT: 12000 FT
30oC

5 6 7 8 9 10 11 12
170
TRQ ~ % FOR DRAG
AREA OF 10 SQ FT
160
10 20 30
~ CONTINUOUS
150
ATF = 0.9
ATF = 1.0
140
180
130
170
TES
160 120

150

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


AA1016_5
7A-99
TM 1-1520-237-10
CRUISE CRUISE
14,000 FT
−50oC −40oC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
180 10 20 30 10 20 30
180
170 150
170
160
& CONTINUOUS
140
& CONTINUOUS
160
150
130 150
140
120 140
LE ~ 30 MINUTES
LE ~ 30 MINUTES
130
130
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

MAX MAX
120 RANGE RANGE
120
100
TORQUE AVAILAB
110
TORQUE AVAILAB
110
90
100
100
80
90
90
70
80
80
60
MAX END MAX END
50
60 60
40
50 50
12 14 16 18 20 22 12 14 16 18 20 22
30
40 GW ~ GW ~ 40
1000 LB 1000 LB
30 20 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90

AA1017_1
7A-100
TM 1-1520-237-10
CRUISE CRUISE
14,000 FT
−30oC −20oC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
~ CONTINUOUS
180
150 180
170
140 170
& CONTINUOUS
30 MINUTES
160
160
130
150
150
120
TORQUE AVAILABLE ~
140
LE ~ 30 MINUTES
140
130 110
TRUE AIRSPEED ~ KTS
MAX
TRUE AIRSPEED ~ KTS

MAX 130
RANGE RANGE
120 100
120
TORQUE AVAILAB
110 90
110
100 80
100
90 70 90
80
60 80
MAX END MAX END
AND R / C AND R / C
70 70
50
60 60
40
22 22
50 12 14 16 18 20 12 14 16 18 20 50
30
GW ~ GW ~
40 1000 LB 40
1000 LB
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90

AA1017_2
7A-101
TM 1-1520-237-10
CRUISE CRUISE
14,000 FT
−10oC 0 oC
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
150
~ CONTINUOUS
180
180
140
170
~ 30 MINUTES
LE ~ 30 MINUTES
170
160 130
160
150
120 150
TORQUE AVAILABLE
TORQUE AVAILAB
140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

MAX MAX
130
RANGE RANGE 130
100
120
120
90
110
110
80
100
100
70
90
90
60
80 80
MAX END MAX END
AND R / C AND R / C
70 50
70
22 22
60 40 60
50 12 14 16 18 20 12 14 16 18 20 50
30
GW ~ GW ~
40 1000 LB 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90

AA1017_3
7A-102
TM 1-1520-237-10
CRUISE CRUISE
14,000 FT
10oC 20oC
4 5 6 7 8 9 10 11 12 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
ATF = 0.9
ATF = 1.0
150
~ CONTINUOUS
ATF = 1.0
ATF = 0.9
180
~ CONTINUOUS
140
180
170 TES
130 170
TES
160
160

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

MAX 140
RANGE MAX
130 100 RANGE
130
120 90 120
110
80 110
100 100
70
90 90
60
80 MAX END MAX END
AND R / C 80
AND R / C
50
70 70
40
60 22 60
20
12 14 16 18 20 12 14 16 18
50 30 50
GW ~ GW ~
40 1000 LB 1000 LB 40
20
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 0 10 20 30 40 50 60 70 80

AA1017_4A
7A-103
TM 1-1520-237-10
CRUISE CRUISE
14,000 FT
30oC

3 4 5 6 7 8 9 10
170
TRQ ~ % FOR DRAG
160
10 20 30
150
ATF = 0.9
ATF = 1.0
140
180
~ CONTINUOUS
170 130
TES
160

120

150
110
TRUE AIRSPEED ~ KTS
140 MAX
RANGE
100
130
90
120
80
110
100 70
90
60
MAX END
80 AND R / C
50
70
40
60
20
12 14 16 18
50 30
GW ~
1000 LB
40
20
30
20 10
10
0 0
0 10 20 30 40 50 60 70 80

AA1017_5
7A-104
TM 1-1520-237-10
CRUISE CRUISE
14000 FT
T701C (2)
PRESS ALT: 14000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 14 5 6 7 8 9 10 11 12 13 14
170
160
10 20 30 10 20 30
150
180
180
NTINUOUS
NTINUOUS
170 140
170
160
130 160
NUTES AND CO
NUTES AND CO
150
150
120
140
140
110
130
LABLE ~ 30 MI
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

LABLE ~ 30 MI
130
120 100
MAX MAX 120
RANGE RANGE
110 90
TORQUE AVAI
110
TORQUE AVAI
100
80 100
90
70 90
80
60 80
MAX END
50 AND R / C 70
60
40 60
50
30 50
22
22
40 40
12 14 16 18 20 12 14 16 18 20
20
30 30
GW ~ GW ~
20 1000 LB 1000 LB
10 20
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100


AA1018_1
7A-105
TM 1-1520-237-10
CRUISE CRUISE
14000 FT
T701C (2)
PRESS ALT: 14000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
150
180
140 180
~ CONTINUOUS
S
170
AND CONTINUOU
170
130
160
160
MINUTES
150 120
150
140
LE ~ 30 MINUTES
110 140
~ 30
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
TORQUE AVAILABLE
130
100
120 MAX MAX
RANGE RANGE 120
90
TORQUE AVAILAB
110
110
80
100
100
90 70
90
80 60
80
70 50 70
MAX END
40 60
AND R / C
50 30 22 50
22
40 12 14 16 18 20 12 14 16 18 20 40
20
30 GW ~ GW ~ 30
1000 LB 1000 LB
20 10 20
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100


AA1018_2
7A-106
TM 1-1520-237-10
CRUISE CRUISE
14000 FT
T701C (2)
PRESS ALT: 14000 FT
−10oC 0 oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13 14
170
160
10 20 30 10 20 30
~ CONTINUOUS
~ CONTINUOUS
150
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
140
180
180
170 130
170
160
MINUTES
MINUTES
120 160
150
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
130 100
MAX 130
MAX
RANGE RANGE
120 90 120
110
80 110
100
100
70
90
90
60
80 80
MAX END 50
AND R / C
40
60 60
22
50 30
50
40 12 14 16 18 20 12 14 16 18 20 40
20
30 GW ~ GW ~ 30
1000 LB 1000 LB
20 10 20
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100


AA1018_3
7A-107
TM 1-1520-237-10
CRUISE CRUISE
14000 FT
T701C (2)
PRESS ALT: 14000 FT
10oC 20oC
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
~ CONTINUOUS
~ CONTINUOUS
150
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
140
180
130 180
TES
170
TES
170
120
160

160
150 110 150

TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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


AA1018_4
7A-108
TM 1-1520-237-10
CRUISE CRUISE
14000 FT
T701C (2)
PRESS ALT: 14000 FT
o
30 C

4 5 6 7 8 9 10 11 12
170
TRQ ~ % FOR DRAG
AREA OF 10 SQ FT
160
10 20 30
150
~ CONTINUOUS
ATF = 0.9
ATF = 1.0
140
130
180

170
120
160

110
150
TRUE AIRSPEED ~ KTS
140 100
MAX
130 RANGE 90
120
80
110
70
100
90 60
80
MAX END 50
AND R / C
70
40
60
20
30
50
12 14 16 18
40 20
GW ~
30 1000 LB
20 10
10
0 0
10 20 30 40 50 60 70 80 90


AA1018_5
7A-109
TM 1-1520-237-10
CRUISE CRUISE
16,000 FT
−50oC −40oC
3 4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
180
150 180
170
170
140
CONTINUOUS
160
160
INUOUS
130
150
150
120
MINUTES AND CONT
~ 30 MINUTES AND
140
140
130 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
MAX MAX
120 100 RANGE
RANGE 120
TORQUE AVAILABLE
~ 30
110 90
110
TORQUE AVAILABLE
100 80
100
90 70 90
80
60 80
MAX END MAX END
50 70
60 60
40
50 12 14 16 18 20 12 14 16 18 20 50
30
GW ~ GW ~
40 1000 LB 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA1019_1
7A-110
TM 1-1520-237-10
CRUISE CRUISE
16,000 FT
−30oC −20oC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
~ CONTINUOUS
150
180
180
140
170
NTINUOUS
170
160 130
160
LE ~ 30 MINUTES
~ 30 MINUTES AND CO
150
120 150
140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
TORQUE AVAILAB
MAX MAX 130
RANGE 100 RANGE
120
TORQUE AVAILABLE
120
90
110
110
80
100
100
70
90
90
80 60
MAX END MAX END 80
AND R / C AND R / C
70 50
70
60 40 60
12 14 16 18 20 12 14 16 18 20
50 50
30
GW ~ GW ~
40 1000 LB 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
PLACARD TORQUE LIMIT =76% PLACARD TORQUE LIMIT = 72%
AA1019_2
7A-111
TM 1-1520-237-10
CRUISE CRUISE
16,000 FT
−10oC 0 oC
4 5 6 7 8 9 10 11 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
150
~ CONTINUOUS
~ CONTINUOUS
180 140
180
170
130 170
MINUTES
160
TES
160
120

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

140
MAX MAX
130 RANGE 100 RANGE
130
120 90 120
110
80 110
100
100
70
90
90
60
AND R / C AND R / C
50
70 70
60 40
60
12 14 16 18 20 12 14 16 18 20
50 30 50
GW ~ GW ~
40 1000 LB 1000 LB 40
20
30 30
20 20
10
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90
AA1019_3
7A-112
TM 1-1520-237-10
CRUISE CRUISE
16,000 FT
10oC 20oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160 10 20
10 20 30 30
150
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
ATF = 0.9
140
ATF = 1.0
~ CONTINUOUS
180
180
130
170
170
TES

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

140 MAX MAX
RANGE RANGE 140
100
130
130
90
120
120
80
110 110
100 70 100
90 90
60
MAX END MAX END
80 AND R / C 80
AND R / C
50
70 70
40
60 60
12 14 16 18 12 14 16 18
50 GW ~ 30 GW ~
1000 LB 50
1000 LB
40 40
20
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA1019_4
7A-113
TM 1-1520-237-10
CRUISE CRUISE
16000 FT
T701C (2)
PRESS ALT: 16000 FT
−50oC −40oC
5 6 7 8 9 10 11 12 13 14 5 6 7 8 9 10 11 12 13 14
170
160
10 20 30 10 20 30
INUOUS 150
180
140 180
170
NTINUOUS
TES AND CONT
170
130
160
160
~ 30 MINUTES AND CO
150 120
150
ABLE ~ 30 MINU
140
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
100 130
120 MAX MAX

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


AA1020_1
7A-114
TM 1-1520-237-10
CRUISE CRUISE
16000 FT
T701C (2)
PRESS ALT: 16000 FT
−30oC −20oC
5 6 7 8 9 10 11 12 13 5 6 7 8 9 10 11 12 13
170
160
10 20 30 10 20 30
150
140
180
NTINUOUS
180
~ CONTINUOUS
170 130
~ 30 MINUTES
170
160
~ 30 MINUTES AND CO
120 160
150
150
110
TORQUE AVAILABLE
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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


AA1020_2
7A-115
TM 1-1520-237-10
CRUISE CRUISE
16000 FT
T701C (2)
PRESS ALT: 16000 FT
−10oC 0 oC
5 6 7 8 9 10 11 12 13 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
150
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
140
~ CONTINUOUS
180
130 180
~ CONTINUOUS
TES
170
170
120
TES
160
160

150 110
150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
100 140
130 MAX MAX 130

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


AA1020_3
7A-116
TM 1-1520-237-10
CRUISE CRUISE
16000 FT
T701C (2)
PRESS ALT: 16000 FT
10oC 20oC
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
150
140
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
130
180
180
~ CONTINUOUS
~ CONTINUOUS
TES
170
TES
120 170

160
160
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

150
150
140 100
140
MAX MAX
130 RANGE RANGE
90 130
120
120
80
110
110
70
100
100
90 60
90
80 50 80
MAX END MAX END
AND R / C AND R / C
70 70
40
60 60
30
50 12 14 16 18 12 14 16 18
50
40 GW ~ 20 GW ~ 40
30 1000 LB 1000 LB
30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90

PLACARD TORQUE LIMITS = 64% PLACARD TORQUE LIMITS = 61%

AA1020_4
7A-117
TM 1-1520-237-10
CRUISE CRUISE
18,000 FT
−50oC −40oC
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
180
180
S
140
170 AND CONTINUOU
S
170
AND CONTINUOU
160 130
160
150
120 150
LE ~ 30 MINUTES
140
LE ~ 30 MINUTES
110 140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

130
130
100
MAX MAX
120 RANGE RANGE
120
TORQUE AVAILAB
90
TORQUE AVAILAB
110
110
80
100
100
70
90
90
80 60
80
MAX END MAX END
AND R / C AND R / C
70 50
70
60 40 60
50 12 14 16 18 12 14 16 18
30 50
GW ~ GW ~
40 1000 LB 1000 LB
40
20
30 30
20 20
10
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA1021_1
7A-118
TM 1-1520-237-10
CRUISE CRUISE
18,000 FT
−30oC −20oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
~ CONTINUOUS
180 140
180
170
NUOUS
130 170
160
160
30 MINUTES & CONTI
120
150
150
110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
100
MINUTES
130 MAX MAX
RANGE RANGE 130
TORQUE AVAILABLE~
120 90
120
110
80 110
100
70 100
90
90
60
AND R / C AND R / C
50
70
70
60 40
60
50 30 50
12 14 16 18 12 14 16 18
40 GW ~ GW ~ 40
1000 LB 20 1000 LB
30 30
20 20
10
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA1021_2
7A-119
TM 1-1520-237-10
CRUISE CRUISE
18,000 FT
−10oC 0 oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
~ CONTINUOUS
140
~ CONTINUOUS
180
180
130
170
170
~ 30 MINUTES
160 120
~ 30 MINUTES
160
150
110 150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
TORQUE AVAILABLE
140
100
TORQUE AVAILABLE
MAX MAX
130 RANGE RANGE
130
90
120
120
80
110
110
100 70
100
90 60 90
MAX END MAX END
80 AND R / C 80
50 AND R / C
70 70
40
60 60
12 14 16 18 12 14 16 18
30
50 50
GW ~ GW ~
1000 LB 1000 LB
40 40
20
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA1021_3
7A-120
TM 1-1520-237-10
CRUISE CRUISE
18,000 FT
10oC 20oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
ATF = 0.9
ATF = 0.9
TES ATF = 1.0

ATF = 1.0
180 130
~ CONTINUOUS
~ CONTINUOUS
180
170
120 170
TES
160

160
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

150
150
140 100
MAX MAX 140
RANGE RANGE
130 90 130
120
80 120
110
110
70
100
100
60
90
90
MAX END MAX END
80 AND R / C 50 AND R / C 80
70 70
40
60 60
GW ~ 12 14 16 18 GW ~ 12 14 16 18
30
1000 LB 1000 LB
50 50
40 20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA1021_4
7A-121
TM 1-1520-237-10
CRUISE CRUISE
18000 FT
T701C (2)
PRESS ALT: 18000 FT
−50oC −40oC
4 5 6 7 8 9 10 11 12 13 14 4 5 6 7 8 9 10 11 12 13 14
170
160
10 20 30 10 20 30
150
NTINUOUS
140
NTINUOUS
180
180
130
~ 30 MINUTES AND CO
170
170
~ 30 MINUTES AND CO
160
120 160
150
150
110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
140
130 100
TORQUE AVAILABLE
130
TORQUE AVAILABLE
120 90
MAX MAX 120
RANGE RANGE
110
80 110
100
100
70
90
90
60
80
80
MAX END 50 MAX END
70
40
60
60
12 14 16 18 20 12 14 16 18 20
30
50 50
40 GW ~ GW ~
1000 LB 20 40
1000 LB
30 30
20 10 20
10 10
0 0 0
20 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100


AA1022_1
7A-122
TM 1-1520-237-10
CRUISE CRUISE
18000 FT
T701C (2)
PRESS ALT: 18000 FT
−30oC −20oC
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
150
~ CONTINUOUS
140
S
AND CONTINUOU
180
130 180
170
LE ~ 30 MINUTES
170
120
160
160
150 110
LE ~ 30 MINUTES
150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
TORQUE AVAILAB
100 140
130
130
90
120 MAX MAX
TORQUE AVAILAB
RANGE RANGE 120

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


AA1022_2
7A-123
TM 1-1520-237-10
CRUISE CRUISE
18000 FT
T701C (2)
PRESS ALT: 18000 FT
−10oC 0 oC
4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
150
~ CONTINUOUS
~ CONTINUOUS
140
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
130
180
180
170 120
170
MINUTES
160
MINUTES
110 160
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

150
150
100
140
140
130 90
MAX MAX 130
RANGE RANGE
120
80 120
110
110
70
100
100
90 60
90
80 50 80
MAX END MAX END
AND R / C AND R / C
70 70
40
60 12 14 16 18 12 14 16 18 60
30
50 GW ~ GW ~
1000 LB 50
1000 LB
40 20 40
30 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90


A1022_3
7A-124
TM 1-1520-237-10
CRUISE CRUISE
18000 FT
T701C (2)
PRESS ALT: 18000 FT
10oC 20oC
4 5 6 7 8 9 10 11 12 3 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
150
140
~ CONTINUOUS
~ CONTINUOUS
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
130
180
120 180
170
170
TES
TES
160 110
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

160

150
100 150
140
140
90
130 MAX 130
RANGE MAX
120 80 RANGE
120
110
70 110
100
100
60
90 90
50
AND R / C AND R / C
70 40 70
60 60
30
50 50
12 14 16 18 12 14 16
40 20
40
GW ~ GW ~
30 1000 LB 1000 LB 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 0 10 20 30 40 50 60 70 80


AA1022_4
7A-125
TM 1-1520-237-10
CRUISE CRUISE
20,000 FT
−50oC −40oC
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
180 140
180
170
130 170
160
NUOUS
NUOUS
160
120
150
150
30 MINUTES & CONTI
30 MINUTES & CONTI

110
140
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
130 100
130
MAX MAX
RANGE RANGE
120 90
120
TORQUE AVAILABLE~
TORQUE AVAILABLE~
110
80 110
100
70 100
90
90
60
AND R / C AND R / C
50
70
70
60 40
60
12 14 16 18 GW ~ 12 14 16 18
50 GW ~
1000 LB 30 1000 LB 50
40 40
20
30 30
20 20
10
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA1023_1
7A-126
TM 1-1520-237-10
CRUISE CRUISE
20,000 FT
−30oC −20oC
2 3 4 5 6 7 8 9 10 2 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
180
180
~ CONTINUOUS
130
170
170
TES
TES & CONTINUOUS
160 120
160

150
110 150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

140
100 140
130 MAX MAX

TORQUE AVAILABLE~30 MINU
RANGE RANGE 130

90
120
120
80
110
110
100 70
100
90 60 90
MAX END MAX END
80 AND R / C
AND R / C 80
50
70 70
40
60 60
GW ~ 12 14 16 18 GW ~ 12 14 16 18
30 1000 LB
50 1000 LB 50
40 40
20
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA1023_2
7A-127
TM 1-1520-237-10
CRUISE CRUISE
20,000 FT
−10oC 0 oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
ATF = 0.9
ATF = 0.9
TES ATF = 1.0
TES ATF = 1.0

180 130
180
~ CONTINUOUS
~ CONTINUOUS
170
120 170
160

110 160
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

150
150
140 100
140
MAX
130 MAX
RANGE 90
RANGE 130
120
80 120
110
110
70
100 100
60
90 90
MAX END MAX END
80 AND R / C 50 AND R / C
80
70 70
40
60 60
GW ~ 12 14 16 18 GW ~ 12 14 16 18
30
1000 LB 1000 LB
50 50
40 20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
AA1023_3
7A-128
TM 1-1520-237-10
CRUISE CRUISE
20,000 FT
10oC 20oC
3 4 5 6 7 8 9 10 3 4 5 6 7 8 9 10
170
160
10 20 30 10 20 30
150
140
ATF = 0.9
ATF = 0.9
130

~ CONTINUOUS
~ CONTINUOUS
180
180
120
170
170
160 110
160
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

150
100 150
140
140
MAX 90
130 RANGE MAX
RANGE 130
80
120
120
110 70 110
100
100
60
90
MAX END 90
MAX END
80 80
70 40 70
60 14 16 18 14 16 18
GW ~ 12 GW ~ 12 60
30 1000 LB
1000 LB
50 50
40 20 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
PLACARD TORQUE LIMIT =53% PLACARD TORQUE LIMIT = 51%
AA1023_4
7A-129
TM 1-1520-237-10
CRUISE CRUISE
20000 FT
T701C (2)
PRESS ALT: 20000 FT
−50oC −40oC
3 4 5 6 7 8 9 10 11 12 3 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
150
140
180
130 180
NTINUOUS
170
170
120
160
160
OUS
~ 30 MINUTES AND CO
150 110
150
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

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


AA1024_1
7A-130
TM 1-1520-237-10
CRUISE CRUISE
20000 FT
T701C (2)
PRESS ALT: 20000 FT
−30oC −20oC
3 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
170
160
10 20 30 10 20 30
150
140
130
180
180
NTINUOUS
~ CONTINUOUS
170 120
170
160
TES
110 160
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

~ 30 MINUTES AND CO

150
150
100
140
140
130 90
MAX 130
RANGE MAX
120 RANGE
80 120
TORQUE AVAILABLE
110
110
70
100
100
90 60
90
80 50
MAX END MAX END 80
AND R / C AND R / C
70 70
40
60 60
30
50 12 14 16 18 12 14 16 18
50
40 GW ~ 20 GW ~ 40
30 1000 LB 1000 LB 30
20 10 20
10 10
0 0 0
10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90


AA1024_2
7A-131
TM 1-1520-237-10
CRUISE CRUISE
20000 FT
T701C (2)
PRESS ALT: 20000 FT
−10oC 0 oC
3 4 5 6 7 8 9 10 11 3 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
150
140
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
130
180
120 180
~ CONTINUOUS
~ CONTINUOUS
170
TES
TES
170
110

160
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

160
150 100 150
140
140
90
130
MAX 130
RANGE MAX
120 80 RANGE
120
110
70 110
100
100
60
90 90
50
AND R / C AND R / C
70 40
70
60 60
30 12 14 16
50 12 14 16 50
20 GW ~
40 1000 LB 40
GW ~
30 1000 LB 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80


AA1024_3
7A-132
TM 1-1520-237-10
CRUISE CRUISE
20000 FT
T701C (2)
PRESS ALT: 20000 FT
10oC 20oC
3 4 5 6 7 8 9 10 11 3 4 5 6 7 8 9 10 11
170
160
10 20 30 10 20 30
150
140
130
ATF = 0.9
ATF = 1.0
ATF = 0.9
ATF = 1.0
120
180
~ CONTINUOUS
180
~ CONTINUOUS
170 110 170
TES
TES
TRUE AIRSPEED ~ KTS
TRUE AIRSPEED ~ KTS

160

160
100
150
150
140 90
140
130
130
MAX 80
RANGE MAX
120
RANGE 120
110 70
110
100 60 100
90 90
50
MAX END MAX END
40
70 70
12 14 16 12 14 16
60 30 60
50 GW ~ GW ~ 50
1000 LB 20 1000 LB
40 40
30 30
20 10 20
10 10
0 0 0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80


AA1024_4
7A-133
TM 1-1520-237-10
Section V OPTIMUM CRUISE
7A.20 OPTIMUM RANGE CHARTS. also be used for optimum endurance. Enter the chart at a
current cruise or takeoff temperature condition and move
This section presents a method to optimize cruise per- along the temperature guide lines to the anticipated gross
formance for long range missions when the altitudes flown weight for cruise and obtain the optimum pressure altitude.
are not restricted by other requirements. The optimum alti- Turn to the cruise chart closest to the altitude and tempera-
tude for maximum range charts (Figures 7A-31 and 7A-32) ture predicted by the optimum range chart for specific
provides the pressure altitude at which to cruise to obtain cruise information. The use of this chart is shown by the
the maximum possible range for any gross weight and FAT example.
conditions. The altitude determined for optimum range may
7A-134
TM 1-1520-237-10
OPTIMUM RANGE
GROSS WEIGHT ~ 1000 LB

22 21 20 19 18 17 16 15 14 13
60
50
EXAMPLE
40
WANTED
CRUISE ALTITUDE FOR OPTIMUM RANGE
AND CORRESPONDING CRUISE CHART FOR 30
FLIGHT CONDITIONS
KNOWN 20
FREE AIR TEMPERATURE ~ OC
REFERENCE CONDITIONS OF:

PRESSURE ALTITUDE = 1,500 FT
FAT = 24OC 10
GW = 16,600 LB
0
METHOD
ENTER CHART AT FAT (24oC). MOVE
RIGHT TO REFERENCE / OPTIMUM −10
PRESSURE ALTITUDE (1,500 FT). MOVE
PARALLEL WITH THE TEMPERATURE
TREND LINE TO AIRCRAFT GROSS
WEIGHT (16,600 LB). MOVE LEFT −20
TEM
OR RIGHT PARALLELING THE PER
TEMPERATURE TREND LINE TO TRE ATU
THE NEAREST EVEN THOUSAND ND RE
−30 LIN
REFERENCE / OPTIMUM PRESSURE ES
ALTITUDE LINE (12,000). MOVE
LEFT TO FREE AIR TEMPERATURE
LINE (30). MOVE UP OR DOWN
TO NEAREST TEN VALUE ON THE −40
FREE AIR TEMPERATURE SCALE (0oC).
SELECT CRUISE CHART WITH −50

ALTITUDE AND TEMPERATURE
DATA AT THE NEAREST REFERENCE /
OPTIMUM PRESSURE ALTITUDE
(12,000 FT) AND THE NEAREST −60
TEN DEGREE FREE AIR TEMPERATURE 0 2 4 6 8 10 12 14 16 18 20 22
(0oC).
OPTIMUM PRESSURE ALTITUDE ~ 1000 FT
DATA BASIS: FLIGHT TEST

AA1256B
SA
Figure 7A-31. Optimum Altitude For Maximum Range
7A-135
TM 1-1520-237-10

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*TM 1-1520-237-10

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

HEADQUARTERS, DEPARTMENT OF THE ARMY

UH-60A, UH-60L AND EH-60A HELICOPTERS

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

TM 1--1520--237--10, dated 31 October 1996, is changed as follows:

1. Title has been changed to read as stated above.

Remove pages Insert pages

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3. Retain these sheets in front of manual for reference purposes.

By Order of the Secretary of the Army:

UH-60A, UH-60L AND EH-60A HELICOPTERS

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

TM 1--1520--237--10, dated 31 October 1996, is changed as follows:

Remove pages Insert pages

Remove pages Insert pages

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

By Order of the Secretary of the Army:

UH-60A HELICOPTERS, UH-60L HELICOPTERS

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

TM 1-1520-237-10, dated 31 October 1996, is changed as follows:

Remove pages Insert pages

Remove pages Insert pages

By Order of the Secretary of the Army:

UH--60A HELICOPTERS, UH--60L HELICOPTERS

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

TM 1--1520--237--10, dated 31 October 1996, is changed as follows:

Remove pages Insert pages

Remove pages Insert pages

9-6.1/(9-6.2 Blank) 9-6.1/(9-6.2 Blank)

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

By Order of the Secretary of the Army:

UH--60A HELICOPTERS, UH--60L HELICOPTERS

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

TM 1--1520--237--10, dated 31 October 1996, is changed as follows:

Remove pages Insert pages

Remove pages Insert pages

2. Retain these sheets in front of the manual for reference purposes.

By Order of the Secretary of the Army:

UH-60A HELICOPTERS, UH-60L HELICOPTERS

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

TM 1-1520-237-10, dated 31 October 1996, is changed as follows:

Remove pages Insert pages

Remove pages Insert pages

2. Retain these sheets in front of the manual for reference purposes.

By Order of the Secretary of the Army:

UH-60A HELICOPTERS, UH-60L HELICOPTERS, AND EH-60A HELICOPTERS

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

TM 1-1520-237-10, dated 31 October 1996, is changed as follows:

Remove pages Insert pages

a/(b blank) a and b

Remove pages Insert pages

4-19 and 4-20 4-19 and 4-20

2. Retain these sheets in front of the manual for reference purposes.

By Order of the Secretary of the Army:

UH-60A HELICOPTERS, UH-60L HELICOPTERS, AND EH-60A HELICOPTERS

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

TM 1-1520-237-10, dated 31 October 1996, is changed as follows:

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