ARMY MODEL UH-1H/V HELICOPTERS. OPERATOR’S MANUAL (1988)

TM 55-1520-210-10

3-45.1. DIRECTION FINDER SET AN/ARN-149 (MWO

(1) If there is a HSI control installed, the ADF can

1-1520-210-50-30 Installed).

display the bearing on either NO.

1 or NO.

2 pointer.

a. Description. This low frequency automatic

This is dependent upon the position of the HSI control

direction finder (AD F) radio set provides either

Mode Select Switch.

automatic or manual compass bearing on any radio

(2) If there is a RMI installed, the ADF will display

signal between 100 and 2199.5 kHz. This frequency

on NO 1 pointer when ADF is selected

range includes both commercial broadcast stations and

b Controls and Functions. Ref to Figure 3-

nondirectional beacons (NDB). If there is no Horizontal

29.24.1.

Situation Indicator (HSI) control installed, the ADF

dismays the helicopter relative bearing to a selected

radio transmission on the horizontal situation indicator

NO. 2 bearing pointer (Figure 3-29.29 if HSI) (Ref Fig 3-

21 if RMI).

Figure 3-29.24.1 ADF Control Panel C-12192/ARN-149(V)

Change 16

3-68.1

TM 55-1520-210-10

Controls and Functions of ADF Control Panel C-12192/ARN-149(V)

CONTROL

FUNCTION

Mode Select Switch

OFF

Turns system power off.

ANT

System functions as an aural receiver providing only aural

output of the received signal

ADF

Provides operation as an ADF using the AN/ARN-149 an-

tenna as a signal source, and the aural functions are en-

abled.

TEST

Test mode causing the RMI pointer to shift 90 degrees as a

self test.

TONE

Test mode causing the normal audio to be replaced by a

1000 hertz tone for continuous wave (CW) operation.

TAKE CMD

This switch Is used In a dual control system. Placing the

switch In the TAKE CMD position allows control of the re-

ceiver. (Not applicable for the UH-1 aircraft.)

VOL control

Controls the volume In 12 discrete steps.

MAN

Enables the frequency controls and indicators.

2182

Selects 2182 kHz as the operating frequency.

500

Selects 500 kHz as the operating frequency.

Frequency switches and indicators

Allows frequency (kHz) selection in manual mode.

3-68.2 Change 16

TM 55-1520-210-10

Operation.

(a)

Mode selector switch - ANT. Monitor receiver by

listening.

(1) Normal ADF Operation

(b) ICS NAV switch - ON.

(a) ICS NAV receiver selector - ON.

Stopping Procedures. Mode selector switch OFF.

(b) Mode selector switch - ADF.

3-46.

RADIO RECEIVING SET AN/ARN-123(V)

(VOR/ILS/MB).

(d) MAN/2182/500 switch - MAN.

a. Description.

Radio set AN/ARN-123 (V)

(Figure3-29.5) Is a very high frequency receiver that

(e) HS/VSI MODE SEL BRG 2 switch - ADF.

operates from

108

00 to

117

95 MHz. Course

information is presented by the HSI course deviation

(f)

VOL control - as desired.

pointer and the selectable No.

2 bearing pointer on the

horizontal situation indicator. The combination of the

(g) TEST/TONE control - TEST. Verify the RMI pointer

glide slope capability and the localizer capability makes

No. 2 rotates 90 degrees from present bearing Release

up the instrument landing system (ILS).

test switch.

(1) The marker beacon portion of the receiver

(2) ANT Mode Operation (Optional).

visually indicates to the right of either the ID-2103 or ID-

988 a MB advisory light. A Tone can be heard In the

head-phones of passage of the helicopter over a marker

beacon transmitter

Change 16 3-68.3/(3-68.4 blank)

TM 55-1520-210-10

(2) The receiving set may be used as a VCR

(3) The three receiver sections do the intended

receiver, or ILS receive. The desired type of operation

functions independent of each other. Performance

is selected by tuning the receiving set to the frequency

degradation within any one of the major sections will

corresponding to that operation. ILS operation is

not affect the performance of the others. Power for the

selected by tuning to the odd tenth MHz frequencies

AN/ARN-123 is provided from the dc essential bus

between

108.0 and

112.0 MHz. VOR operation is

through a circuit breaker, marked VOR/lLS.

selected by tuning in .050 MHz units to the frequen-

cies between

108.0 and

117.95 MHz. However, the

NOTE

odd tenth MHz between

108.0 and

112.0 MHz are

reserved for ILS operation.

Tuning to a Iocalizer frequency will auto-

matically tune to a glide slope frequency,

when available.

b. Controls and Functions. Refer to Figure

3-29.25.

Figure 3-29.25

Radio Receiving Set AN/ARN-123 (V).

Change 7

3-69

TM 55-1520-210-10

Controls and Functions for VOR/lLS/MB Receivers

CONTROL

FUNCTION

NAV VOL-OFF control

Turns VOR/lLS receiver on and off,

adjusts volume.

MB VOL-OFF control

Turns marker beacon receiver on and

off; adjusts volume.

Megahertz tune

Tunes VOR/ILS receiver in MHz as

control

indicated on frequency indicator.

Hundredths megahertz

Tunes VOR/ILS receiver in hundredths

tune control

MHz as indicated on frequency indicator.

VOR/MB TEST control

Activates VOR test circuit and MB

receiver lamp self-test circuits.

MB SENS HI-LO control

For controlling MB sensitivity.

Decreases receiver sensitivity: Results

in shortening time transmitted signal

will be received.

Increases receiver sensitivity: Results

in lengthening time transmitted signal

will be received.

c. Operation.

(2) VOR/Marker Beacon Test.

(1) Starting Procedure.

(a) HSI CRS set -315 on COURSE set display.

(a) ICS AUX selector - ON.

(b) VOR/MB TEST switch

- down and hold. The

MB light on the VSI should go on.

(b) NAV VOL OFF control - ON.

- Select.

(d) No. 2 bearing pointer - Should go to 310°.

(d) MODE SEL BRG 2 switch - VOR.

(e) VOR/MB TEST switch - Release.

(e) MODE SEL VOR/lLS switch - ON.

3-70

Change 7

TM 55-1520-210-10

(3) Communications Test.

3-47. DOPPLER NAVIGATION SET AN/ASN-128.

(a) ICS AUX receiver selector- ON.

a. Description. The doppler navigation set,

AN/ASN-l28, in conjunction with the helicopter’s

heading and vertical reference systems, provides

(b) NAV VOL control - Adjust to midrange.

helicopter velocity position. It also provides steering

information from ground level to 10,000 feet. The dop-

- Down and hold. Noise

pler navigation system is a completely self-contained

should be heard in headphones.

navigation system and does not require any ground-

based aids.

(d) VOR/MB TEST switch

- Release. Noise

should not be heard in headphones, indicating that

(1) The system provides world-wide navigation,

squelch is operation properly.

with position readout available in both Universal

Transverse Mercator (UTM), and Latitude and Lon-

(4) VOR Operation.

gitude (LAT/LONG). Navigation and steering is done

using LAT/LONG coordinates, and a bilateral UTM-

Course - Set.

LAT/LONG conversion routine is provided for UTM

operation. Up to ten destinations may be entered in

(5) ILS (LOC/GS) operation.

either format and not necessarily the same format.

Preset position data entry format is also optional and

ILS operation frequency - Set.

independent of destination format.

(6) Marker Beacon (MB) Operation.

(2) The AN/ASN-l28 operates in conjunction with

the Horizontal Situation Indicator (HSI) and a Horizon-

tal Situation Indicator Control (HSI Control). A Com-

(a) MB VOL OFF switch - ON.

pass Control C-8021/ASN-75 is also included to

synchronize Gyromagnetic Compass Set AN/ASN-43

(b) MB SENS switch -as desired.

to correct magnetic heading. This is accomplished

when in the SLAVED mode of operation.

(7) VOR communications. Receiving Operation.

b. Controls, Displays, and Function. The controls

Frequency - Set.

and displays for the doppler are on the front panel

(Figure 3-29.26).

(8) Stopping Procedure.

NAV VOL OFF switch - OFF.

Change 7

3-71

55-1520-210-10

Figure

3-29.26. Doppler Navigation Set AN/ASN-128.

Controls and Functions of Doppler Navigation Set.

CONTROL/INDICATOR

FUNCTION

Mode Selector

Selects Doppler Navigation of operation.

OFF

Turns navigation set off.

LAMP TEST

Checks operation of all lamps.

TEST

Initiates built-in-test exercises for navigation set.

UTM

Selects Universal Transverse Mercator (UTM)

navigational mode of operation

LAT/LONG

Select latitude/longitude navigational mode of operation.

BACKUP

Places navigation set in estimated mode of operation or

estimated velocity mode of operation.

DISPLAY Selector

Selects navigation data for display.

WIND SP/DIR

Not applicable.

XTK-TKE

Distance crosstrack (XTK) of initial course to destination

(Left Display)

in km and tenths of a km. Track angle error (TKE) in

(Right Display)

degrees displayed as right or left of bearing to destination.

GS-TK (Left Display)

Ground speed (GS) in (Left Display) km/hr.

3-72

Change 7

Controls and Functions of Doppler Nav. Set ASN-128 - CONT.

CONTROL/INDICATOR

FUNCTION

(Right Display)

Track angle (TK) in degrees

PP with switch set

Present position UTM zone.

to UTM (Center

Display)

(Left Display)

Present position UTM area square

designator and casting in km to nearest

ten meters.

(Right Display)

Present position UTM area northing in km

to nearest ten meters.

PP with MODE switch

Present position latitude in degrees,

set to LAT/LONG

minutes and tenths of minutes.

(Left Display)

(Right Display)

Present position longitude in degrees,

minutes and tenths of minutes.

DIST/BRG-TIME

Time to destination selected by FLY TO

(Center Display)

DEST (in minutes and tenth of minutes).

(Left Display)

Distance to destination selected by FLY TO

DEST (in KM and tenths of a km).

(Right Display)

Bearing to destination selected by FLY TO

DEST (in degrees).

DEST-TGT (Mode

UTM zone of destination selected by DEST

switch set to UTM)

DISP thumbwheel.

(Center Display)

(Left Display)

UTM area and casting of destination set on

DEST DISP thumbwheel.

(Right Display)

Northing of destination set on DEST DISP

thumbwheel.

DEST-TGT (Mode

Longitude of destination set on DEST DISP

switch set to LAT/

thumbwheel.

LONG (Left Display)

(Right Display)

Latitude (N 84° or S 80° max.) of desti-

nation set on DEST DISP thumbwheel.

SPH-VAR

Spheriod code of destination set on DES

(Left Display)

DISP thumbwheel.

(Right Display)

Magnetic variation (in degrees and tenths

of degrees) of destination set on DEST

DISP thumbwheel.

Change 7

3-73

TM 55-1520-210-10

Controls and Functions of Doppler Navigation Set - CONT.

CONTROL/INDICATOR

F U N C T I O N

MEM Indicator Lamp

Lights when radar portion of navigation

set is in non-track condition.

MAL Indicator Lamp

Lights when navigation set malfunction

is detected by built in self-test.

DIM Control

Controls light intensity of display

characters.

Left, Right, and

Lights to provide data in alphanumeric

Center Display

and numeric characters, as determined by

L a m p s

setting of DISPLAY switch, MODE switch,

and operation of keyboard.

Target Storage

Displays destination number (memory location)

indicator

in which present position will be stored when TGT

STR pushbutton is pressed.

TGT STR Pushbutton

Stores present position data when pressed.

KYBD Pushbutton

Used in conjunction with the keyboard to

allow data to be displayed and subsequent-

ly entered into the computer when the ENT

key is pressed.

DEST DISP

Destination display thumbwheel switch is

Thumbwheel switch

used along with DEST-TGT and SPH-VAR posi-

tion of DISPLAY switch. Used to select

destination whose coordinates or magnetic

variation are to be displayed, or to be

entered. Destinations are

0 through

9, P

(Present Position) and

H (Home).

Keyboard

Used to setup data for entry into memory.

When the DISPLAY switch is turned to the

position in which new data is required, the

KYBD pushbutton is pressed. Data maybe

displayed on the appropriate left, right

and center display. To display a number,

press corresponding key or keys

(1 through

0). To display a letter, first depress key

corresponding to desired letter. Then

depress a key in left, middle, or right

column, corresponding to position of the

letter on the key. Example: To enter an L,

first depress L, then

3,6, or

9 in the

3-74

Change 7

TM 55-1520-210-10

c. Modes of Operation. The three basic modes of

operation are: Navigate, test, and backup.

verter and receiver-transmitter-antenna is provided by

the MEM indicator lamp. The MEM indicator lamp will

(1) Test Mode. The TEST mode contains two

light in normal operation when flying over smooth

functions: LAMP TEST mode, in which all display seg-

water. However, if lamp remains on for over

ments are lit, and TEST mode, in which system opera-

minutes, over land or rough water, there is a malfunc-

tion is verified. In LAMP TEST mode, system

tion in the doppler set. Then the operator should turn

operation is identical to that of navigate mode. With

the MODE switch to TEST, to determine the nature of

exception that all lamp segments and MEM and MAL

the malfunction. Keyboard operation is verified by ob-

indicator lamps are lighted to verify their operation

serving the alphanumeric readout as the keyboard is

(see Figure

3-27.2).

used.

(a) The TEST mode, the system antenna no

(2) Navigate Mode. In navigate mode (UTM or

longer transmits or receives electromagnetic energy.

LAT/LONG position of the MODE selector), power is

Instead, self generated test signals are inserted into

applied to all system components. All required outputs

the electronics to verify operation. System operation

and functions are provided. Changes in present posi-

automatically reverts into the backup mode during test

tion are computed and added to initial position to

mode. Self-test of the doppler set is done using built-

determine the instantaneous Iatitude/longitude of the

in-test equipment (BITE), and all units connected and

helicopter. Destination and present position coor-

energized for normal operation.

dinates can be entered and displayed in UTM and

latitude/longitude. At the same time, distance, bearing

and time-to-go to any one of ten preset destinations

(b) Self-test isolates failures to one of the three

are computed. They are displayed as selected by the

units. The computer-display unit (except for the key-

FLY-TO-DEST thumbwheel.

board and display) is on a continuous basis. Any

failure is displayed by turn-on of the MAL indicator

lamp on computer-display unit. The signal data con-

(3) Backup Mode. In this mode, remembered

verter and receiver-transmitter-antenna are tested by

velocity data are used for navigation. The operator

turning MODE switch to TEST. Failure of those com-

can insert ground speed and track angle with the key-

ponents is displayed on computer-display unit by turn-

board and the display in GS-TK position. This remem-

on of the MAL indicator lamp. Identification of the

bered velocity data can be manually updated through

failed unit is indicated by a code on the display panel

use of the keyboard and CDU DISPLAY switch in the

of the computer-display unit.

GS-TK position. When GS-TK values are inserted

under these conditions, navigation continues using

only these values.

d. Operation.

3 - 7 6

Change 7

TM 55-1520-210-10

(1) Window Display and Keyboard Operation. In

(a) MODE selector - LAMP TEST. All lights

all data display except UTM coordinates, the two fields

should be lit.

are the left and right display windows. In UTM coor-

dinates displays, the first field of control is the center

1. Left, right, Center and Target storage indicator -

window. The second field is the combination of the left

Lit (Figure 3-29..27). All other lights should be on.

and right displays. When pressing the KYBD pushbut-

ton, one or other of the fields described above is

2. Turn DIM control fully clockwise, then fully

under control.

counterclockwise, and return to full clockwise. All seg-

ments of the display should alternately glow brightly,

(a) If it is not desired to change display under con-

go off, and then glow brightly.

trol, the pilot can advance to next field of display

panel. This is done by pressing the KYBD pushbutton

(b) MODE selector

- TEST. After about

again. The last character entered may be cleared by

seconds left display should display GO. Ignore the

pressing the CLR key. That character may be a sym-

random display of alpha and numeric characters

bol or an alphanumeric character. However, if CLR

which occurs during the first 15 seconds. Also ignore

key is pressed twice in succession, all characters in

test velocity and angle data displayed after the display

the field under control will be cleared. That field will

has frozen. After about 15 seconds, one of the follow-

still remain under control.

ing five displays will be observed in the first two char-

acter positions in the left display.

(2) Data Entry. To enter a number, press the cor-

responding key. To enter a letter, press the key cor-

NOTE

responding to the desired letter. Then press a key in

left, middle, or right column corresponding to position

If the MAL lamp lights during any mode ex-

of letter on pushbutton. Example: To enter an L, first

cept LAMP TEST, the computer-display unit

press L, then either 3, 6, or 9 in the right column. The

MODE switch turn to OFF. The turn to

computer program is designed to reject unacceptable

TEST, to verify the failure. If the MAL LAMP

data (for example, a UTM area of WI does not exist,

remains on after recycling to TEST, notify

and will be rejected). If the operator attempts to insert

organizational maintenance personnel.

unacceptable data, the display will be blank after ENT

is pressed.

(3) Start Procedure.

Change 7

3-77

TM 55-1520-210-10

Test Mode Display and Remarks

DISPLAY

REMARKS

LEFT

RIGHT

No display

If right display is blank, system is operating satisfactorily.

Display Blanks (normal).

If right display is P, then pitch or roll data is missing, or

pitch exceeds 90°. In this case, pitch and roll in the com-

puter are both set to zero and navigation continues in a

degraded operation. Problem may be in the vertical gyro-

scope or helicopter cabling.

NOTE

If TEST mode display is BU, MN or NG, MODE switch

should be recycled through OFF. This verifies that failure

is not a momentary one. If the TEST mode display is BU

or MN, the data entry may be made in the UTM or

LAT/LONG mode. However, any navigation must be car-

ried on with the system in the BACKUP mode.

C, R, S, or H

A failure has occurred and the system has automatically

followed by a

switched to a BACKUP mode of operation as follows:

numeric code

1. The operator has the option of turning the MODE

switch to BACKUP and entering the best estimate of

ground speed and track angle.

2. The operator has the option of turning the MODE

switch to BACKUP. He enters his best estimate of wind

speed, direction, ground speed and track angle. Update

present position as soon as possible, because the sig-

nificant navigation errors may have accumulated.

3-78

Change 7

TM 55-1520-210-10

Test Mode Display and Remarks - CONT.

DISPLAY

REMARKS

LEFT

RIGHT

C, R, S, or H

A failure has occurred and the BACKUP mode used for

followed by a

manual navigation (MN), is the only means of valid

numeric code

navigation. The operator may use the computer as a

dead reckoning device by entering ground speed and

track data. The operator should update present position

as soon as possible, because it is possible significant

navigation errors may have accumulated.

C, R, S, or H

A failure has occurred in the system and the operator

followed by a

should not use the system.

numeric code

The 9V battery has failed. All stored data must be

reentered.

NOTE

If the TEST mode display is BU, MN or NG, the MODE

switch should be recycled through OFF. This verifies that

the failure is not a momentary one. If the TEST mode dis-

play is BU or MN, the data entry may be made in the

UTM or LAT/LONG mode. However, any navigation must

be carried on with the system in the BACKUP mode.

(4) Entering UTM Data. This initial data is inserted

(d) Coordinates of desired destination

-0 through

before navigating with the doppler.

5 and H; (6 through 9 are normally used for target

store locations but may also be used for destinations).

(a) Spheroid of operation, when using UTM coor-

It is not necessary to enter all destinations in the same

dinates.

coordinate system.

(b) UTM coordinates of present position - zone,

NOTE

area, casting (four significant digits) and northing (four

significant digits; latitude/longitude coordinates may

It is not necessary to enter destinations.

be used).

Unless steering information, updating

present position, or a present position

variation computation is desired. If a

present position variation running update is

one-tenth of a degree.

desired, destination must be entered. The

operator may enter one or more destina-

tions to effect the variation update. If is not

necessary for all destinations to have as-

sociated variations entered.

Change 7

3-79

TM 55-1520-210-10

(e) Variations of destinations to be to nearest one-

(6) Entering Present Position

or Destination in

tenth of a degree.

UTM.

(5) Entering Spheroid and/or Variation.

(a) MODE selector - UTM.

(a) MODE selector - UTM, LAT/LONG or BACK-

(b) DISPLAY selector - DEST-TGT.

UP.

(b) DISPLAY selector - SPH-VAR.

as desired.

(d) Present position and destination - Enter. (Ex-

desired.

ample: Entry of zone 31 T, area CF, casting 0958 and

northing

3849.)

(d) KYBD pushbutton

- Press. Observe display

freezes and TGT STR indicator blanks. Press KYBD

1. KYBD pushbutton - Press. Observe that dis-

pushbutton again and observe left display blinks. If no

play freezes and TGT STR indicator blanks.

spheroid data is to be entered, KYBD pushbutton

Press again, go to Step g.

2. KYBD button - Press. Observe that center dis-

play blanks.

(e) Spheroid data

- Entry. (Example: INO). Press

keys 3 (left window blanks), 3, 5, 5 and 0. Left display

3. Key

1,7 and 8- Press.

should indicate INO.

4. KYBD button - Press. Observe left and right

(f) ENT pushbutton - Press if no variation data is

displays blank.

to be entered.

5. Key 1, 0, 9, 5, 8, 3, 8, 4, 9- Press.

(g) KYBD pushbutton - Press, if variation data is

to be entered, and note right display blanks. (If no

6. ENT pushbutton

- Press. Left, right, and center

variation data is to be entered, ENT key - Press.)

displays will momentarily blank and TGT STR number

will appear. Displays should indicate

31T CF

(h) Variation data

- Enter. (Example: E001.2,

09583849.

press keyboard keys 2 (right window blanks), 2, 0, 0, 1

and 2. Press ENT key, the entire display will blank and

TGT STR number will reappear, display should indi-

cate INO E001 .2).

3 - 8 0

Change 7

TM 55-1520-210-10

(7) Entering Present Position or Destination Varia-

(8) Ground Speed and Track.

tion in LAT/LONG. The variation of a destination must

be entered after the associated destination coor-

(a) MODE selector - BACKUP.

dinates are entered. As each time a destination is

entered its associated variation is deleted. The order

(b) DISPLAY selector - GS-TK.

of entry for present position is irrelevant.

- Enter. (Example:

NOTE

Enter

131 km/h and

024°. Press KYBD pushbutton,

observe that left display freezes and TGT STR in-

IF operation is to occur in a region with

dicator blanks. Press keys 3 and 1. Left display indi-

relatively constant variation, the operator

cates 131. Press KYBD pushbutton, control shifts to

enters variation only for present position.

right display, and right display blanks. Press keys

The computer will use this value throughout

and 4.

the flight.

(d) ENT pushbutton - Press. The entire display

(a) MODE selector

- LAT/LONG.

will blank, and TGT STR number will reappear. Dis-

play should indicate 131 024°.

(b) DISPLAY selector - DEST-TGT.

(9) Initial Data Entry. Initial data entry variation

coordinates are normally done prior to takeoff. To

desired.

make the initial data entry, do the following:

(d) Present position of destination

- Enter. (Ex-

(a) Present position - variation - Enter Paragraph

ample: Entry of N 41° 10.1 minutes and E 035°

50.2

minutes.) Press KYBD pushbutton. Observe that dis-

play freezes and TGT STR indicator blanks. Press

(b) DISPLAY selector - DEST-TGT.

KYBD pushbutton again and observe left display

blanks. Press keys 5, 5, 4, 1, 1, 0 and 1. Press KYBD

- P. Do not press

pushbutton (right display should clear), and keys

ENT key now.

0, 3, 5, 5, 0 and 2.

(d) ENT pushbutton - Press as helicopter is sitting

(e) ENT pushbutton - Press. Entire display will

over or overflies initial fix position.

blank and TGT STR number will reappear. Display

should indicate N41° 10.1 E 035°

50.2

(e) FLY-TO DEST thumbwheel

- Desired destina-

tion location.

Change 7

3-81

TM 55-1520-210-10

(10) Update of Present. Position From Stored

3. Compare landmark coordinates with those on

Destination. The helicopter is flying to a destination

display.

set by the FLY-TO DEST thumbwheel. When the

helicopter is over the destination, the computer up-

4. Landmark coordinates

- Enter. If difference

dates the present position when the KYBD pushbutton

warrants an update.

is pressed. Use stored destination coordinates for

destination number shown in FLY-TO DEST window.

5. ENT key - Press is update is required.

Add the distance traveled between the time KYBD

pushbutton was pressed and ENT key was pressed.

6. DISPLAY selector - Set to some other position

to abort update.

(a) DISPLAY selector - DIST/BRG TIME.

(b) Method

(b) KYBD pushbutton

- Press, when helicopter is

over the destination. Display freezes.

1. DISPLAY selector - DEST/TGT.

NOTE

2. DEST DISP thumbwheel

- P. Present position

coordinates should be displayed.

If a present position update is not desired,

set the DISPLAY selector to some other

3. KYBD pushbutton - Press, observe that display

position. This aborts the update mode.

freezes.

4. Landmark coordinates

- Manually enter via key-

board.

(11) Update of Present Position from Landmark.

There are two methods for updating present position

5. ENT key - Press when overflying landmark.

from a landmark. Method 1 is useful if the landmark

comes up unexpectedly and the operator needs time

6. DISPLAY selector - Set to some other position

to determine the coordinates. Method 2 is used when

to abort update.

a landmark update is anticipated.

(12) Left-Right Steering Signals. Flying shortest

(a)

Method 1.

distance to destination from present position.

DISPLAY selector - PP.

(a) DISPLAY selector - XTK-TKE.

KYBD pushbutton - Press as landmark is over-

(b) MODE SEL - DPLR.

flown. Present position display will freeze.

pointer or vertical situation indicator. Center the

pointer or course deviation baron HSI.

3-82

Change 7

TM 55-1520-210-10

(13) Target Store (TGT STR) operation. Two

6. If, it is not desired to store the target, place

methods may be used for target store operation.

DISPLAY selector momentarily to another position.

Method 1 is normally used when time is not available

for preplanning a target store operation. Method 2 is

(14) Transferring Stored Target Coordinates From

used when it is desired to store a target in a specific

One Location to Another. The following procedure al-

DEST DISP position.

lows the operator to transfer stored target coordinates

from one thumbwheel location to another. For ex-

(a) Method

ample, it is assumed that the pilot wants to put the

coordinates of stored target 7 into location of destina-

1. TGT STR pushbutton - Press when flying over

tion.

target.

NOTE

2. Present position is automatically stored. The

destination location is that which was displayed in tar-

Range, time-to-go, bearing and left/right

get store indicator (position

8 or

9) immediately

steering data are computed and displayed

before pressing TGT STR pushbutton.

for destination selected via FLY-TO DEST

thumbwheel.

(b) Method

(a)

DISPLAY selector -DEST-TGT.

1. MODE selector

- UTM or LAT/LONG, depend-

ing on coordinate format desired.

(b)

DEST DISP thumbwheel -7.

2. DISPLAY selector - DEST-TGT.

(c)

KYBD pushbutton - Press.

3. DEST DISP thumbwheel - P.

(d)

DEST DISP thumbwheel -2.

4. KYBD pushbutton

- Press when over flying

(e) ENT key - Press.

potential target. Display should freeze.

(14) Transferring Variation From One Location to

NOTE

Another. To transfer variation data to same location

where associated stored target coordinates has been

transferred is the same as in Stored Target Coor-

Do not press ENT key while DEST DISP

dinates From One Location To Another, except that

thumbwheel is at P.

the DISPLAY selector is placed at SPH-VAR.

5. If it is not desired to store the target, turn DEST

DISP thumbwheel to destination location desired and

press ENT key.

Change 7

3-83

TM 55-1520-210-10

(15) Dead Reckoning Navigation. As an alternate

(b) If battery does not stored destination data, the

BACKUP mode, dead reckoning navigation can be

display will indicate on EN when power returns. This

done using ground speed and track angle estimates.

indicates to the pilot that previously stored data has

been lost. Present position, spheroid/variation, and

(a) MODE selector - BACKUP.

destinations must be entered.

(b) DISPLAY selector - GS-TK.

presents position variation to E OOO.O^O. Resets des-

tination and associated variations to a non-entered

state, remembers wind to zero and spheroid to CL6.

- Enter via keyboard.

(d) The following data must be entered following

(d) Set MODE selector to any other position to

battery failure:

abort procedure.

1. Enter spheroid.

(16) Operation During and After Power Interrup-

tion. During a dc power interruption or when power is

2. Enter present position variation.

removed, random access memory (RAM) (stored des-

tination and present position) data is retained.

3. Enter present position.

(a) It is retained by power from an 8.4 volt dc dry

cell battery. This makes it unnecessary to reenter any

navigational data when power returns or before each

flight.

Figure

3-29.28. Horizontal Situation indicator Control (C-11740/A)

3 - 8 4

Change

TM 55-1520-210-10

Controls/Functions of Horizontal Situation Indicator

CONTROL

FUNCTION

Compass card

The compass is a 360° scale that turns to display heading

data obtained from the compass control. The helicopter

headings are read at the upper lubber line.

Bearing pointer

The pointer operates in conjuction with Doppler. Indicates

No. 1

relative bearing to doppler destination set on FLY-TO-DEST

thumbwheel.

Bearing pointer

The pointer operates in conjunction with selected VOR or

No. 2

ADF receiver. The pointer is read against the compass card

and indicates the magnetic bearing of the VOR or ADF

station.

Course deviation

This bar indicates lateral deviation from a selected course.

bar

When the helicopter is flying the selected course, the course

bar will be aligned with the course set pointer. It will be

centered on the fixed aircraft symbol.

CRS knob

Course set (CRS) knob and the course set counter operate

in conjunction with the course pointer. Allows the pilot to

select any of 360° courses. Once set, the course pointer

will turn with the compass card. It will be centered on the

upper lubber line when the helicopter is flying the selected

course.

KM indicator

Digital distance display in kilometers (KM) to destination set

on doppler DEST DISP.

HDG knob

Heading set (HDG) knob operates in conjunction with the

heading select marker. Allows the pilot to select any one of

360° headings. Seven full turns to the knob produces a

360° turn to the marker.

TO-FROM arrow

To-from arrow indicates that the helicopter is flying to or

away from a selected VOR.

NAV flag

The NAV flag at the top of the to indicator, turns with the

compass card. The flag will retract from view when a reliable

navigation signal is being applied to the instrument.

3-86

Change 7

TM 55-1520-210-10

Nomenclature

Common Name

Use

Range

V2 V3 V4

Control Intercommunications

ICS Box

Integrate Interphone

Stations within

Set C-1611/AlC

and all communications

helicopter

equipment

Receiver-Transmitter, Radio

FM Radio

Two-way voice

Line of sight

RT-823/ARC-131

communications

TSEC/KY-28

Voice Security

Secure two-way voice

N/A

Equipment

communications

Receiver-Transmitter, Radio

UHF Radio

Two-way voice

Line of Sight

RT-742/ARC-51BX

set

communications

Receiver-Transmitter, Radio

UHF Radio

Two-way voice

Line of Sight

RT-1167/ARC-164

set

communications

TSEC/KY-58, Z-AHP Control

Voice Security

Secure two-way voice

N/A

Indicator and Z-AHQ Adapter

Equipment

communications

HYL-3/TSEC

Used to increase

N/A

Regenerative Repeater

link reliability

MX-9331A/URC

Repeater

Used to increase

N/A

Regenerative Repeater

link reliability

Receiver-Transmitter

PLRS

Position Locating

RT-1343/TSQ-129

Reporting System

N/A

Basic User Unit (BUU)

Message Processor

Figure 3-30. AN/ASC-15A(V) 1,2,3, and 4 Equipment Configuration (Sheet 1 of 3)

3-88 Change 7

TM 55-1520-210-10

Nomenclature

Common Name

Use

Range

V2 V3 V4

C-10830-/PSQ-4 Control-

URO

Enter and display

N/A

Readout Unit

message

CN-1547/ASQ-177,

Voltage

Provide power for

N/A

SM-D-911821 Power Adapter

Regulator

the BUU

MX-9545/VR

Voltage

Provide power for

N/A

Vehicle Adapter

Regulator

the Repeater

C-8157/ARC

Control

Control for the

N/A

Control Indicator

ARC-131

VHF-AM Comm

VHF-FM

Two-way voice

Line of Sight

ARC/186

Command

Communications

Set

#1 VHF-FM Comm/Homing

VHF-FM

Two-way voice

Line of Sight

ARC/201

Comm/Homing

Communications

#2 VHF-FM Comm

VHF-FM

Two-way voice

Line of Sight

ARC/201

Comm Set

Communications

HF-AM Communications System

HF Radio Set

Two-way voice

Long Range

ARC/199

Communications

HF Comm Sec.

COMSEC

Secure Voice

N/A

TSEC/KY-75

HF ARC-199

Figure 3-30. AN/ASC-15A(V) 1,2,3, and 4 Equipment Configuration (Sheet 2 of 3)

3-89 Change 7

55-1520-210-10

Chapter 4

Mission Equipment

Section 1.

ARMAMENT

4-1. Armament Subsystem M23 The armament

WARNING

subsystem M23 is attached to external stores hard

point fittings on both sides of the helicopter. The two

Pressing the trigger to release the bolt

flexible 7.62 millimeter machine guns M60D are free

assembly also accomplishes feeding and

pointing but limited in traverse, elevation, and de-

releases the firing mechanism, Weapon

pression by cam surfaces and stops on pointless

shall be cleared of cartridges before

and pintle post assemblies of the two mount assem-

pressing trigger assembly, unless firing is

blies on which the M60D machine guns are

intended.

mounted. An ejection control bag is latched to the

right side of each M60D machine gun to hold the

e. Grip and Trigger Assembly. The grip and trigger

spent cases, unfired rounds and links. Cartridges

assembly includes the spade grips and is located at

travel from ammunition box and cover assemblies to

rear of receiver. The U-shaped design permits firing

M60D machine gun through flexible chute and brace

of weapon by index finger of either hand.

assemblies. The following paragraphs describe ma-

chine gun M60D components.

Caution

When ammunition is not present in machine

a. Cover Latch. The cover latch is located at the

right rear of the cover assembly. In the vertical posi-

gun M60D, retard forward force of released

bolt assembly by manually restraining for-

tion it secures cover assembly in closed position.

ward movement of cocking handle assem-

Turning to horizontal position unlocks cover assem-

bly.

bly to prevent damage to cartridge tray.

f. Magazine Release Latch. The magazine release

b. Barrel Lock Lever. The barrel lock lever, located

at right front of receiver, is secured to barrel locking

latch, located on left side of receiver, locks adapter

of the ammunition chute when it is seated in maga-

shaft and rotates shaft to lock or unlock barrel as-

zine bracket.

sembly.

WARNING

Ammunition Chute Adapter, The ammunition

chute

adapter is required for flexible chute installa-

Cocking handle assembly shall be re-

tion.

turned to the forward or locked position

before firing to prevent injury to person-

4-2.

Preflight Procedures-Machine Gun M60D

nel.

Gun-Secure-Stowed position.

c. Cocking Handle Assemb/y. The cocking handle

Barrel-Free of obstruction.

assembly, at right f rent of receiver, is used for

manually charging the weapon.

Gas cylinder-Plug tight, safety-wired.

d. Safety. The safety, located at lower front of

Cover-Free movement, latch secure.

receiver, consists of a cylindrical pin with a sear

clearance cut which slides across receiver to block

Ejection control bag-Latched.

the sear and prevent accidental firing. Ends of pin

are marked for pushing to “S” safe and “F” firing

6. Ammunition box-Latches and cover-Secure.

positions.

Check cartridges for proper position in links.

4-1

TM 55-1520-210-10

Chute and brace-Secure.

an unfired cartridge in the chamber. Treat this as a

hangfire.

Safety-Safe.

d. Runaway Gun. if gun continues to fire after trig-

9. Mount-Check free pintle movement.

ger has been released, open cover and permit bolt

to go underneath cartridge and stop in the forward

10. Ammunition boxes-Stowed.

position.

4-3. Before Takeoff/Before Landing Procedure-

e. Cookoff. A cookoff is a functioning of any or all

Machine Gun M60D

of the explosive components of a cartridge cham-

bered in a very hot machine gun. If the primer or

Bolt-Retract, push handle forward,

propelling charge should cookoff, the projectile may

Safety-Check safe.

be propelled from the machine gun with normal ve-

locity, even though no attempt was made to fire the

Cover-Open.

primer, by actuating firing mechanism. In such a

case, although there may be uncertainty as to

Ammunition-Load.

whether or when the cartridge will fire, the precau-

tions to be observed are the same as those pre-

5. Cover-Close, latch secure.

scribed for a “hangfire”. To prevent a cookoff, a

cartridge, which has been loaded into a very hot ma-

WARNING

chine gun, should be fired immediately or removed

Safety harness shall be worn by gunner

within 5 seconds to 10 seconds.

and attached to helicopter during flight

4-6, Armament Subsystem M56 and M132 Mine

operations.

Dispersing

4-4. Before Leaving Helicopter Procedures-Ma-

a, The M56 mine dispersing subsystem is at-

chine Gun M60D

Remove gun. Refer to TM

tached to external stores hardpoint fittings on both

9-1005-224-10.

sides of the helicopter and is electrically or manually

4-5, Emergency Procedures-Machine Gun M60D

jettisonable in an emergency. The mine dispenser is

designed to provide release of mines from the

WARNING

canisters with application of current through the in-

tervalometer, which is part of the disperser electrical

If a stoppage occurs, never retract bolt

circuit. Total release of mines in all canisters is ac-

assembly and allow it to go forward again

complished within a variable time span between

without inspecting chamber to see it is

each canister release, which is set by the pilot. A

clear. Such an action strips another car-

quick-release safe pin with an attached REMOVE

tridge from the belt. if an unfired car-

BEFORE FLIGHT red flag is installed in the inter-

tridge remains in the chamber, a second

valometer to prevent accidental activation of the in-

cartridge can fire the first and cause in-

tervalometer before flight. A quick-release safe pin

jury to personnel and/or weapon damage.

with an attached REMOVE BEFORE FLIGHT red flag is

One hundred fifty cartridges fired in a 2

also installed in the pylon ejector rack to prevent the

minute period will make a barrel hot

accidental dropping of the mines from the pylon.

enough to produce a cookoff.

The subsystem consists of a bomb (mine) dispenser

SUU-13D/A loaded with 40 mine canisters, each of

a. Misfire. A misfire is a complete failure to fire. It

which contains two anti-tank/anti-vehicle (AT/AV)

must be treated as a hangfire until possibility of a

mines and one mine ejection charge Ml 98. The sub-

hangfire is eliminated.

system is used in conjunction with a dispenser con-

trol panel and a helicopter cable (harness) assembly

b. Hangfire. A hangfire is a delay in functioning of

(fig 4-1 ). A pallet, which is used for safety and han-

the propelling charge. If a stoppage occurs, wait five

dling purposes, attaches to the underside of the

seconds. Pull handle assembly to rear, ensuring op-

subsystem. The dispenser control panel allows the

erating rod assembly is held back.

pilot to initiate mine dispersing, stop mine dispers-

c. Double Feeding. When a stoppage occurs with

ing, control quantity of mines dispersed, set the

bolt assembly in forward position, assume there is

time interval between the ejection of mines, and

4-2

55-1520-210-10

electrically jettison the subsystems in an emer-

9. Press to

test lights-Check.

gency. The dispenser is fired by pressing the FIRE

button of the DISP control. The firing sequence will

10. HEATED BLANKET circuit breakers-Out.

continue until the quantity of mines selected have

been ejected from the dispenser. Anytime after FIRE

4-8. Before Takeoff Procedures-M56 and M132

button is pressed, the firing sequence may be termi-

Mine Dispersing Subsystem

nated by resetting the SAFE-ARM switch to the cen-

SAFE/STBY/ARM switch-SAFE.

ter STBY (standby) position. When the switch is

again set in the ARM position and the FIRE button is

Safety pallets-Remove.

again pressed, a new firing sequence is initiated.

The helicopter cable (harness) assembly provides

Intervalometer safety pins-Remove.

connection of the dispenser control panel to the

heated blanket receptacle and to the subsystem fir-

Pylon safety pins-Remove,

ing and jettison circuitry.

4-9. Inflight Procedures-M56 and M132 Mine Dis-

b, The subsystem M132 is used by helicopter

persing Subsystem

crews for gaining experience in dispersing mines

which simulate those in the M56 subsystem. The

HEATED BLANKET circuit breakers-in.

M132 consists of a dispenser SUU-13D/A containing

three practice mine canisters. Dispenser loading for

SAFE-STBY-ARM switch-STBY.

a practice mining mission consists of three practice

Mode selector switch-As desired.

mine canisters loaded into each dispenser in firing

locations

20, and 40. The remaining 37 positions

QUANTITY selector switch--As desired.

will be left empty. With the dispenser control panel

mode selector switch set to PAIRS and the QUAN-

INTERVAL selector switch-As desired. Switch

TITY selector switch set to ALL, the dummy mines

shall

be position 1 through 10.

will be dispersed to land at the beginning, in the mid-

dle and at the end of the target area.

SAFE-STBY-ARM switch-ARM.

7. FIRE button-Press.

4-7. Preflight Procedures-M56 and M132 Mine

Dispersing Subsystem

4-10. Before Landing Procedures-M56 and M132

Mine Dispersing Subsystem

Pylons and supports-Secure.

1. SAFE-STBY-ARM switch-SAFE.

Sway braces-Secure to disperser pads.

2. HEATED BLANKET circuit breakers-Out.

Electrical connectors-Secure.

4-11. Before Leaving Helicopter Procedures-M56

Wiring harness-Taped to pylon support.

and M132 Mine Dispersing Subsystem

5. Pallet-In place.

1. Subsystem-Check for unfired canisters.

Caution

Maintenance

checks-Refer to TM

9-1345-201-12.

Connector marked with a plus (+) sign must

be placed in the heater blanket receptacle

properly.

4-12.

Emergency Procedures-Electrical-M56

and M132 Mine Dispersing Subsystem

6. Wiring harness-Connected to heater blanket

HEATED BLANKET circuit breakers-Check in.

receptacle.

NON-ESS BUS switch-MANUAL ON.

7. HEATED BLANKET circuit breakers-in.

8. Wiring harness-Secure to cabin deck.

3. FIRE button-Press.

4-3

55-1520-210-10

4-13.

Emergency Procedures-Fire-M56 and

breaker is located in the overhead panel. The circuit

M132 Mine Dispersing Subsystem

breaker protects the pump and motor assembly. An

oil level gage is mounted on the center post in the

1. JETTISON switch cover-Up.

cockpit. The gage is marked from E (empty) to F

(full) in \1/4\ tank increments, to indicate the quan-

2, JETTISON switch-Up,

tity of oil remaining in the oil tank. The prescribed

4-14.

Safety-M56 and M132 Mine Dispersing

fog oil is type SFG2 (Military Specification

MlL-F-12070).

Subsystem

WARNING

Unfired canisters and mines accidentally

Alternate fluids shall not be used in the

released from subsystem will not be han-

oil tank.

dled or moved.

1. Failure to fire-After completion of mission and

a check of the subsystem reveals unfired canisters,

Caution

install safety pallets and notify explosive ordnance

Do not operate the smoke generating sub-

disposal or other authorized personnel.

system when there is no fog oil in the oil

tank.

2. If dangerous explosive item is encountered, all

operation in the immediate vicinity will be shut down,

personnel evacuated to a safe location (800 foot ra-

4-16. Preflight Procedures-M52 Smoke Genera-

dius) and explosive ordnance disposal or other

tor Subsystem

authorized personnel notified to render assistance in

elimination of the hazard.

Fluid-Check.

3. Refer to TM

9-1345-201-12 for minimum

Pump and motor-Secure.

safety standards and requirements.

Hoses and connections-Leaks-Security.

4-15. M52 Smoke Generator Subsystem

Exhaust ring-Secure.

WARNING

5. Electrical connections-Secure.

Never operate the smoke generating sub-

system when the helicopter is on the

4-17.

Before Takeoff-M52 Smoke Generator

ground and engine is operating,

Subsystem

The smoke generating subsystem basically consists

1. SMOKE GENERATOR circuit breaker-OUT.

of the oil tank assembly, pump and motor assembly,

nozzle ring assembly, operating switch and fog oil

2. The circuit breaker must be in to provide oper-

level gage. The smoke generating subsystem dis-

ating power to the pump and motor when the oper-

charges atomized fog oil into the hot exhaust gases

ating switch is activated.

of a helicopter jet engine. A dense white smoke is

formed which settles rapidly to the ground when fog

4-18. Inflight Procedures-M52 Smoke Generator

oil is released at altitudes less than 50 feet and

Subsystem

airspeeds less than 90 knots. The tank capacity is 50

gallons (approximately) and provide approximately

1. SMOKE GENERATOR circuit breaker-in.

three minutes of smoke generator operation. The

2. Operating switch-Push-As desired. Smoke

length of time the smoke screen will obscure enemy

can be generated either continuously or in short

vision depends on wind conditions and the altitude at

bursts. Smoke generation will stop when the operat-

which the smoke is released. The operating switch is

ing switch push button is released,

a hand-held push button switch, attached to the end

of a six foot cable, suspended from the cabin roof

and held by a clip near the center line of the roof

4-19.

Before Landing-M52 Smoke Generator

structure. Its location is accessible to the pilot, copi-

Subsystem SMOKE GENERATOR circuit breaker-

lot, or crewmembers. The tank level fog oil circuit

out.

4-4

TM 55-1520-210-10

4-20. Before Leaving Helicopter-M52 Smoke Generator Subsystem.

1. System - check for leaks.

2. Ring - Condition and security.

Section II MISSION AVIONICS

4-20.1.

Communications Command Console

(2) The PLRS system provides timely and

AN/ASC-15A(V) 1, 2, 3, 4 (if installed).

accurate positioning information in support of tactical

commander.

a The

communications

command

console

provides tactical commands with air-to-ground command

(3) The VHF-FM links have voice encryption

and control communications in a battlefield environment.

capabilities if the TSEC/KY-28 or TSEC/KY-58 security

The console provides ground-air ground automatic

equipment Is employed. The UHF-AM link cannot be

secure transmission from an airborne platform and a

voice encrypted.

Position Locating Reporting System (PLRS).

(4) The intercommunicatlon control set

b. Use:

provides intercommunication circuit

for

two-way

voice communications between the operator; pilot,

(1) When installed in the UH-IH helicopter,

copilot, communications officer or observer.

AN/ASC-15A(V)3, 4, configured m the command post

mode, can be used as a forward area airborne command

(5) The regenerative repeater is used with two

and observation post. This mode provides six separate

FM receiver-transmitter units to automatically retransmit

intercommunication stations. Three of the six stations

plain or secure voice message from two other receiver-

have control of three separate very high frequency,

transmitter units which are too far apart to communicate

frequency-modulated (VHF-FM) radio communicator

with each other using normal communications.

links (V3) or two VHF-FM links (V4), and one ultra high

frequency, amplitude-modulated (UHF-AM) link.

c. AN/ASC-15A(V)

3, and

4 equipment

configuration. Refer to Figure 3-30.

Section III. CARGO HANDLING

Paragraphs 4-21. through 4-26. and table 4-1 have

been deleted. This Includes all data from pages 4-5

through 4-8.

Change 17

4-5/(4-6 blank)

TM 55-1520-210-10

NOTE

operators cable cutter switch is mounted on the back of

the hoist control box (Figure 4-4 and Figure 4-5). The

During hoist operation overtravel of

high performance hoist is an electronically speed

the cable assembly may occur in the

controlled unit. Speed varies from 125 fpm at 600

extended mode of operation after

pounds to 250 fpm at 300 pounds. The winch has four

stopping hoist operation in MID-

positive action switches. Number One is an all-stop

TRAVEL. Cable over-travel should

switch that opens when three wraps of cable remain on

drum. Number Two is a deceleration switch that opens

not exceed 10 feet. If cable overtravel

when five wraps of cable remain on drum. Number

observed,

refer

hoist

Three switch has two functions, operates caution

maintenance for repair.

indicator light on control pendant (when caution light is

on, a cable deceleration should occur) and limits cable

4-27. High Performance Hoist. Provisions have been

speed when hook is 8 to 10 feet from up-stow position.

made for the installation of an internal rescue hoist

Number Four switch further limits cable speed when

(Figure 4-2). The hoist may be installed in any one of

hook is 12 to 18 inches from the up-stow position. The

our positions in the helicopter cabin.

The hoist

first and last 20 feet of the cable are painted red. An

installation consists of a vertical column extending from

elapsed time meter and power-on indicator are located

the floor structure to the cabin roof, a boom with an

on the control panel. A pistol grip control (Figure 4-6) is

electrically powered traction sheave, and an electrically

provided for the hoist operator and contains a boom

operated winch. Two electrical control stations for the

in/out switch, a variable speed control, cable limit and

operation of the rescue hoist are provided, one for the

overtemperature indicator (when hoist operating

pilot, and one for the hoist operator. A control switch is

temperature limit has been exceeded the over temp light

located on the cyclic control stick and provides up and

will come on). (Secure hoist as soon as operations

down operation of the hoist as well as positioning the

permit), and an intercommunication switch. The hoist

boom (Figure 2-5). A pendant control is provided for the

has 250 feet of usable cable. Power is provided by the

hoist operator and contains a boom positioning switch

essential bus. Circuit protection is provided by the

and a toggle switch for hoist operation (Figure 4-6). The

RESCUE HOIST POWER, RESCUE HOIST CONT, and

pilot control will override the hoist operators control. A

RESCUE HOIST CABLE CUTTER circuit breakers.

pressure cartridge cable cutter is provided with two

RESCUE HOIST CABLE CUTTER circuit breaker

guarded cable cutter switches. The pilot cable cutter

controls only the pilot’s cable cutter switch.

switch is mounted on the pedestal and the hoist

Change 17

(4-7 blank)/4-8

TM 55-1520-210-10

4-28. Preflight Procedures.

11. SPEED MODE switch High.

12. HOIST switch (pilot) Down. Reel cable out until

WARNING

caution light is out on pendant (approximately 10 feet).

hoist is installed check for

installation of safety clip.

13. HOIST control switch (pilot) Reel m cable and

observe that cable speed slows when caution light

1. Check that vertical shaft for ceiling attaching

comes ON (approximately 10 feet).

point is raised vertically to prevent the ceiling attaching

device from disconnecting.

14. Boom up limit switch actuator arm-Push up on

arm during reeling in to check that hoist stops running

2. Oil level Check in hoist and boom head.

when up limit switches are actuated. Observe that cable

speed slows when hook is 12 to 18 inches from the full

3. RESCUE HOIST CONT, RESCUE HOIST

up position when cable is reeled in with no load on hook.

POWER AND RESCUE HOIST CABLE CUTTER circuit

breakers Check out.

15. Repeat steps 12 through 14 using the boom

switch (pendant). Check that cable speed can be

4. CABLE CUT switches (pilot and hoist operator)

regulated by the control from 0 to 250 foot per minute

guard Down and safetied.

when cable is reeled out beyond the 10 feet caution light.

(Caution light is out). Check pilots override during

5. Deleted.

reeling out and in.

6. Boom sheave Check that no foreign matter is

16. SPEED MODE switch LOW SPEED and repeat

entrapped at sheave.

steps 12 through 15.

7. GPU Connect to helicopter.

17. Hoist switch (pilots) Rotate boom in the stowed

position.

8. RESCUE HOIST CONT and RESCUE HOIST

POWER circuit breakers In. Blue POWER ON light and

18. RESCUE HOIST CONT, RESCUE HOIST

yellow CAUTION

POWER and RESCUE HOIST CABLE CUTTER circuit

light should be on and fan should be operating.

breakers Out upon completion of preflight check.

9. BOOM switch (Pendant) Rotate boom out and

4-29. Operating Procedures.

in, check hoist switch (pilot) override during operation.

1. RESCUE HOIST CONT, RESCUE HOIST

10. HOIST switch (pilot) Rotate boom out.

POWER and CABLE CUTTER breakers In.

2. Blue POWER ON and yellow CAUTION indicator

WARNING

lights should be on.

The cable should be reeled out and in

within 30 degrees of vertical during

WARNING

these checks. Care should be taken

to avoid twisting the cable which will

Hands must be kept off hoist boom

cause it to kink.

during operation to prevent hand

entrapment and injury.

NOTE

Observe the condition of the hoisting

3. BOOM switch Rotate boom out.

cable to assure that there are no

4. SPEED MODE switch As required.

broken wires or kinks.

Change 17

4-9

TM 55-1520-210-10

5. HOIST switch DOWN. Adjust cable reel-out

WARNING

speed as required. CAUTION light should be out when 8

to 10 feet of cable is reeled out

When a load is attached on the hoist

hook (and if conditions permit), it is

6. HOIST control switch UP and adjust cable

advisable not to make abrupt

reeling speed as required. CAUTION light should be ON

changes in helicopter attitude until

when rescue hook is 8 to 10 feet from up stow position.

load is aboard or raised as dose as

Reel cable completely up.

possible. G-forces on hoist could

become excessive if hoist load is

CAUTION

being

raised

during

abrupt

When hoist is installed in positions 1

movements of helicopter. These G-

or 4, the boom head assembly and

forces could result in the yield or

hook assembly could bump the

failure of the hoist cable.

pilot/copilot helmets if stowed behind

seat back.

4-32. Inflight Procedures Hoist Operator.

Refer to FM 8-10-6 for litter missions.

7. BOOM OUT/IN switch Rotate boom in.

WARNING

8. RESCUE HOIST POWER, RESCUE CONT and

CABLE CUTTER circuit breakers Out.

When any crewmember is not in his

4-30.

Before Takeoff RESCUE HOIST CABLE

seat and is in the vicinity of open

CUTTER, RESCUE HOIST CONT and RESCUE HOIST

cargo door, he shall be secured with

POWER circuit breakers Out.

a gunner harness.

All hoist

operations will be coordinated with

4-31. Inflight Procedures.

the pilot. Continuous status reports

required.

WARNING

1. Doors Open as required.

Operations during gusty or turbulent

2. Hoist operator ICS panel HOT MIC/PRIVATE.

wind conditions may result in

contracting the lateral cyclic control

WARNING

stops. During hoisting operations

the

helicopter

should

positioned to maximize the control

Attempt to discharge electrostatic

margins.

charge on hook before letting it touch

person to be hoisted. With personnel

1. Hover over pick-up location.

suspended on the hoist cable, adjust

cable sway and speed as needed in

2. Use operating procedures as required. Pilot

order to avoid catching personnel

should lift load off ground by increasing collective to

under the aircraft or bumping

ensure helicopter control with the load.

personnel against the aircraft.

Change 17

4-10

TM 55-1520-210-10

3. When helicopter is hovered over pickup loca-

(a) Condition and installation.

tion use operational procedures as required.

(b) Freedom of movement: fore, aft, and lateral.

4, Pull out RESCUE HOIST CONT, RESCUE HOIST

POWER and RESCUE HOIST CABLE CUTTER circuit

breakers upon completion of hoist operations.

the hook.

4-33. Engine Shutdown Procedures

(d) Shear pin installation-The hook should not ro-

tate.

1. RESCUE HOIST CONT circuit breaker-in.

(e) Electrical wiring-Condition and installation.

2. Hoist-Stowed position.

(f) Manual release cable-Condition and installa-

3. RESCUE HOIST CONT circuit breaker-Out.

tion.

4. Enter the length of cable and number of lifts

(g) Cargo hook-Closed.

used in the remarks section of DA Form 2408-13.

2. Hook operation-Check as follows:

4-34. Cargo Hook

(a) BAT switch-ON.

Caution

(b) CARGO RELEASE switch-ARM. The CARGO

Helicopters equipped with a nonrotating

RELEASE light should illuminate.

cargo suspension unit, which maintains the

hook in a fixed position (facing forward),

should be used only with a cargo sling hav-

The cargo hook should open with slight pressure ap-

ing a swivel attachment ring. A device

plied to the hook.

which may be used for this application is:

(d) Cargo hook-Close. Release the pilot electri-

Sling, Endless, Nylon Webbing, Type 1, 10

inch, NSN

3940-00-675-5001.

cal release switch.

a. Description. External cargo can be carried by

(e) Copilot electrical release switch-Press and

means of a short single cable suspension unit, se-

hold. The cargo hook should open with slight pres-

cured to the primary structure and located at the

sure applied to the hook.

approximate center of gravity. This method of at-

(f) Cargo hook-Close. Release the copilot electri-

tachment and location has proved to be the most

cal release switch.

satisfactory for carrying external cargo. Pitching and

rolling due to cargo swinging is minimized, and good

(g) Manual release-Press. The cargo hook

stability and control characteristics are maintained

should open with 20 to 30 pounds pressure applied

under -load. A MANUAL CARGO RELEASE PUSH

to the hook.

pedal is located between the pilot tail rotor control

pedals, and an electrical release pushbutton switch

(h) Cargo hook-Close.

is on the cyclic control stick, Before the electrical

release switch on the cyclic control stick can be ac-

(i) CARGO RELEASE switch-OFF The CARGO RE-

tuated, the CARGO RELEASE switch on the overhead

LEASE light should go off.

panel must be positioned to ARM MISC. When not in

use, the cargo suspension unit need not be re-

(j) Apply approximately 20 to 30 pounds pressure

moved, nor does it require stowing. Three cable and

to the hook-The cargo hook should not open.

spring attachments keep the unit centralized, and

(k) Pilot and copilot electrical release switches-

the hook protrudes only slightly below the lower sur-

Press. The cargo hook should not open. Release the

face of the helicopter. A rear view mirror enables

switches.

the pilot to visually check operation of the external

cargo suspension hook.

(l) BAT switch-OFF.

b. Prefiight Procedure.

c. Deleted.

1. Hook assembly-Check as follows:

d. Deleted.

Change 5

4-11

TM 55-1520-210-10

Chapter 5

Operating Limits and Restrictions

Section I. GENERAL

5-1. Purpose. This chapter identifies or refers to all

and any additional data that would aid maintenance

important operating limits and restrictions that shall be

personnel in the maintenance action that may be

observed during ground and flight operations.

required.

5-2. General. The operating limitations set forth in this

5-4. Minimum Crew Requirements. The minimum

chapter are the direct results of design analysis, tests,

crew required to fly the helicopter is one pilot whose

and operating experiences. Compliance with these limits

station is in the right seat. Additional crewmembers as

will allow the pilot to safely perform the assigned

required will be added at the discretion of the

missions and to derive maximum utility from the

commander, in accordance with pertinent Department of

helicopter.

the Army regulations.

5-3. Exceeding Operational Limits. Anytime an

operational limit is exceeded an appropriate entry shall

be made on DA Form 2408-13. Entry shall state what

limit or limits were exceeded, range, time beyond Limits,

Section II. SYSTEM LIMITS

5-5. Instrument Markings (Figure 5-1).

Each tape strip aligns to increment marks on the dial

face so correct operating limits are portrayed. The pilot

a Instrument Marking Color Codes.. Operating

should occasionally verify alignment of the glass to the

limits and ranges color markings which appear on the

dial face. For this purpose, all instruments that have

dial faces of engine, flight, and utility system instruments

range markings have short, vertical white alignment

are illustrated with the following symbols:

marks extending from the dial glass onto the fixed base

of the indicator. These slippage marks appear as a

R-Red, G-Green, Y-Yellow

single vertical line when limitation markings on the glass

properly align with reading increments on the dial face.

RED markings on the dial faces of these instruments

However, the slippage marks appear as separate radial

indicate the limit above or below which continued

lines when a dial glass has rotated.

operation is likely to cause damage or shorten life. The

GREEN markings on instruments indicate the safe or

5-6. Rotor Limitations.

normal range of operation. The YELLOW markings on

instruments indicate the range when special attention

a. Refer to Figure 5-1.

should be given to the operation covered by the

instrument.

b. When metal main rotor blades are installed,

restrict rotor speed to 319 to 324 RPM (6500 to 6600

b. Instrument Glass Alignment Mark. Limitation

Engine RPM) during cruise flight This restriction does not

markings consist of strips of semitransparent color tape

apply when composite main rotor blades (CB) are

which adhere to the glass outside of an indicator dial.

installed.

Section II. POWER LIMITS

5-7. Engine Limitations.

c. Health Indicator Test When a difference

between a recorded EGT and the baseline EGT is plus

a. Refer to Figure 5-1.

or minus 20° C or greater, make an entry on DA Form

2408-13-1; if +/-30° C or greater, make an entry on DA

b. Maximum starter energize time is 40 seconds

Form 240813-1 and do not fly the aircraft.

with a three-minute cooling time between start attempts

with three attempts in any one hour.

Change 17

5-1

TM 55-1520-210-10

Section IV. LOADING LIMITS

5-8. Center of Gravity Limitations.

b. Maximum Gross Weight for Towing. The

maximum gross weight for towing is 9500 pounds.

a. Center of gravity limits for the helicopter to which

this manual applies and instructions for computation of

c. Cargo Hook Weight Limitations. Maximum

the center of gravity are contained in Chapter 6.

allowable weight for the cargo hook is 4000 pounds.

b. Do not carry external loads if the cg is aft of

d. Weight Distribution Limitations.

Cargo

station 142 prior to lifting external load.

distribution over the cargo floor area shall not exceed

100 pounds per square foot. For information pertaining

c. When flying at an aft cg (station 140 to 144)

to weight distribution, refer to Chapter 6.

terminate an approach at a minimum of five-foot hover

prior to landing to prevent striking the tail on the ground.

5-10. Turbulence Limitations.

Practice touchdown autorotations shall not be attempted

with the cg aft of 140 because termination at 5 feet is not

a. Intentional flight into severe or extreme

possible.

turbulence is

prohibited.

5-9. Weight Limitations.

b. Intentional flight into moderate turbulence is not

a. Maximum Gross Weight. The maximum gross

recommended when the report or forecast is based on

weight for the helicopter is 9500 pounds. The maximum

aircraft above 12,500 pounds gross weight.

gross weights for varying conditions of temperature,

altitude, wind velocity, and skid height are shown in

c. Intentional flight into thunderstorms is prohibited.

Chapter 7 or Chapter 7.1.

Section V. AIRSPEED LIMITS

5-11. Airspeed Limitations.

the fully open position, speed should be reduced to 50

KIAS or below until the door is secured. Crewmembers

a. Refer to Figure 5-2 MB or Figure 5-2.1 CB for

should ensure that they are fastened to the helicopter by

forward airspeed limits.

seat belts or other safety devices while securing the

cabin doors inflight.

b. Sideward flight limits are 30 knots.

f. Flight above 60 KIAS with roof mounted pilot

c. Rearward flight limit is 30 knots.

tube or 50 KIAS with nose mounted pilot tube with one

M56 mine disperser installed and the other disperser

d. The helicopter can be flown up to VNE with the

subsystem removed is prohibited.

cabin doors locked in either the closed position or the

fully open position. Flight above 50 KIAS with the cabin

g. Mine Disperser Jettisoning Limits. Except in an

doors in the unlocked position is prohibited

emergency, the mine dispersing subsystem M56 shall

not be jettisoned above 60 KIAS with roof mounted pilot

e. The helicopter can be flown up to an IAS of 50

tube or 50 KIAS with nose mounted pilot tube.

knots with one door open and one door closed. This will

allow for missions such as rappelling, paradrop, and use

of rescue hoist If a door comes open or unlocked from

Section VI. MANEUVERING LIMITS

5-12. Prohibited Maneuvers.

c. Intentional flight below +0.5 G is prohibited.

Refer to low G maneuvers, paragraph 8-53.

a. Abrupt inputs of flight controls cause excessive

d. The speed for any and all maneuvers shall not

main rotor flapping, which may result in mast bumping

exceed the level flight velocities as stated on the

and must be avoided.

airspeed operating limits chart (Figure 5-2).

b. Intentional maneuvers beyond attitudes of +/- 30

degrees in pitch or +/- 60 degrees m roll are prohibited.

Change 17

5-2

TM 55-1520-210-10

Section VII ENVIRONMENTAL RESTRICTIONS

5-13. Environmental Restrictions.

d. Wind Limitation for Starting. Helicopter can be

a This helicopter is qualified for flight under

started in a maximum wind velocity of 30 knots or a

instrument meteorological conditions.

maximum gust spread of 15 knots. Gust spreads are not

normally reported. To obtain spread, compare minimum

b. Intentional flight into known icing conditions with

and maximum wind velocity.

the rotor blade erosion protection coating and

polyurethane

tape installed is prohibited. Icing

e Temperature Limitation (Hub Spring Aircraft

conditions include 7RACE’, ’LIGHT, ’MODERATE’ and

Only). Remove elastomeric springs prior to operating

’HEAVY’. This helicopter may be flown in light or trace

aircraft when OAT is below -20° C (-5°F) or If this

icing conditions when the rotor blade erosion protection

temperature is anticipated to occur during flight. If,

coating and polyurethane tape are no installed.

however, sub

-20°C temperatures are encountered

during flight change altitude in an attempt to find warmer

c. Wind Limitation.

air Elastomeric springs shall be reinstalled when the

OAT is expected to stay above -20°C or the threat of sub

(1) Maximum cross wind for hover is 30 knots

20°'C temperatures no longer exists.

(2) Maximum tail wind for hover Is 30 knots.

Section III HEIGHT VELOCITY

5-14. Height Velocity. The Height Velocity diagram (fig

is applicable for all gross weights up to and including

9-3) Is based on an extrapolation of test data. The chart

9500 pounds.

Section IX INTERNAL RESCUE HOIST (BREEZE ONLY)

WARNING

Use of a Breeze BL 8300 series Internal Rescue Hoist is prohibited.

5-15. Deleted.

Section X OTHER LIMITATIONS

5-16. Towing. The helicopter should not be towed for

5-17. Slope

Landing Limitations.

Analysis

25 minutes after the battery and inverter switches have

indicates the following maximum slope landing capability

been turned off to prevent damage to attitude and

under nominal conditions.

directional gyros. If the helicopter must be towed prior to

the 25 minute limit, the battery and inverter switches

1. Cross slope or nose-up slope 10 degrees.

shall be turned on. Wait five minutes after the switches

are on before moving the helicopter.

2. Nose down slope 7 degrees.

Caution is to be exercised for slopes greater than

degrees, since rigging, loading, and wind conditions

may result in contacting the control stops.

Change 17

5-3

TM 55-1520-210-10

Chapter 6

Weight/Balance and Loading

Section I GENERAL

6-1. General. Chapter 6 contains sufficient instructions

6-3. Helicopter Station Diagram. Figure 6-1 show the

and data so that an aviator knowing the basic weight and

helicopter reference datum lines, fuselage stations, butt

moment of the helicopter can compute any combination

lines, water lines and jack pad locations. The primary

of weight and balance.

purposes of the figure is to aid personnel m the

computation of helicopter weight/balance and loading.

6-2. Classification of Helicopter. Army UH-IH/V

helicopters are in class

Additional directives

governing weight and balance of class 2 aircraft forms

and records are contained in AR 95-1, TM 55-1500-342-

23, and DA PAM 738-751.

Section II WEIGHT AND BALANCE

64. Loading Charts.

6-6. DD Form 365-3-Basic Weight and Balance

Records. The form is initially prepared by the

a Information The loading data contained in this

manufacturer at time of delivery of the helicopter. The

chapter is intended to provide information necessary to

form is a continuous history of the basic weight and

work a loading problem for the helicopters to which this

moment resulting from structural and equipment

manual is applicable.

changes. At all times the last entry is considered current

weight and balance status of the basic helicopter.

b. Use. From the figures contained in this chapter

weight and moment are obtained for all variable load

6-7. DD Form

365Weight and Balance Clearance

items and are added to the current basic weight and

Form F.

moment (DD Form 365-4) to obtain the gross weight and

moment.

a General.

The form is a summary of

actual disposition of the load in the helicopter It records

(1) The gross weight and moment are

the balance status of the helicopter, step-by-step. It

checked on DD Form

365-3 to determine the

serves as a worksheet on which to record weight and

approximate center of gravity (cg).

balance calculations, and any corrections that must be

made to ensure that the helicopter will be within weight

(2) The effect on cg by the expenditures in

and cg limits.

flight of such items as fuel, ammunition etc., may be

checked by subtracting the weights and moments of

b. Form Preparation. Specific instructions for filling

such items from the takeoff weight and moments and

out the form are given in TM 55-1500-342-23

checking the new weight and moment on the CG limits

Chart.

NOTE

Allowable gross weight for take off

6-5. DD Form 365-1-Basic Weight Checklist The form

and landing is 9500 pounds.

is initially prepared by the manufacturer before the

helicopter is delivered. The form is a tabulation of

equipment that is, or may be, installed and for which

provision for fixed stowage has been made in a definite

location.

The form gives the weight, arm and

moment/100 of individual Items for use in correcting the

basic weight and moment on DD Form

365-3 as

changes are made m this equipment.

Change 17

6-1

TM 55-1520-210-10

Section IIL FUEL/OIL

6-8. Fuel. Refer to Figure 6-2.

c. The following information is provided to show the

general range of fuel specific weights to be expected.

a. For a given weight of fuel n the crashworthy

Specific weight of fuel will vary depending on fuel

system tanks, there is a very small variation m fuel

temperature. Specific weight will decrease as fuel

moment with change in fuel specific weight. Fuel

temperature increases and increase as fuel temperature

moments should be determined from Figure 6-2 (Sheet 1

decreases at the rate of approximately 0.1 Ib/gal for each

of 2) which is based on a specific weight of 6 5 lb/gal.

15° C change. Specific weight may also vary between

Additional correction for fuel specific weight is not

lots of the same type fuel at the same temperature by as

required. For the auxiliary fuel tank the fuel arms are

much as 0.5 lb/gal. The following approximate fuel

constant. Thus, for a given weight of fuel there is no

specific weights at 15° C may be used for most mission

variation m fuel moment with change in fuel specific

planning.

weight.

FUEL TYPE

SPECIFIC WEIGHT

b The fuel tank usable fuel weight will vary

JP-4

6 5 lb/gal

depending upon fuel specific weight. The aircraft fuel

JP-5

6.8 Ib/gal

gage system was designed for use with JP-4, but does

JP-8

6 7 lb/gal

tend to compensate for other fuels and provide

acceptable readings. When possible the weight of fuel

onboard should be determined by direct reference to the

6-9. Oil. For weight and balance purposes, engine oil is

aircraft fuel gages. The following information is provided

a part of basic weight.

to show the general range of fuel specific weights to be

expected.

Section IV. PERSONNEL

6-10. Personnel Compartment and Litter Provisions.

a. Combat equipped soldiers:

240 pounds per

individual.

a The personnel compartment provides seating for

eleven combat equipped troops (Figure 6-3 ). Seat belts

b. Combat equipped paratroopers: 260 pounds per

are provided for restraint.

individual.

b. Provisions and hardware are provided for up to

six patients. Refer to Figure 6-3.

c. Crew and passengers with no equipment

compute weight according to each individual's estimate.

6-11. Personnel Loading and Unloading. When

d. Litter Weight and Balance Data Refer to Figure

helicopter is operated at critical gross weights, the exact

6-3. Litter loads shall be computed at 265 pounds (litter

weight of each individual occupant plus equipment

and patient's weight combined).

should be used. If weighing facilities are not available, or

if the tactical situation dictates otherwise loads shall be

6-12. Personnel Moments. Refer to Figure 6-3.

computed as follows:

Section V. MISSION EQUIPMENT

6-13. Weight and Balance Loading Data

NOTE

a. System Weight and Balance Data. Refer to

If additional internal load is carried

Figure 6-6.

during hoisting operations this load

b. Hoist-Loading Data.

Use Hoist Loading

should be positioned on opposite

Limitations charts for hoist in forward right or forward left

side from hoist.

positions only (Figures 6-4 and 6-5).

c. Positions Hoist May Occupy in Cabin. Refer to

WARNING

Figure 6-7.

Longitudinal or lateral cg limits may

not permit maximum hoist loading

capability. The lesser of the two

loads derived from lateral and

longitudinal charts shall be used.

Change 17

6-2

TM 55-1520-210-10

Section VI. CARGO LOADING

6-14. Cargo Loading. The large cargo doors, open

loading Charts, weight and moment/100 are obtained for

loading area and low floor level preclude the need for

all variable load items and are added mathematically to

special loading aids.

Through loading may be

the current basic weight and moment/100 obtained from

accomplished by securing cargo doors m the fully open

chart C to arrive at the gross weight and moment.

position. Cargo tiedown fittings (Figures 6-8 and 6-9) are

located on cabin floor for securing cargo to prevent cargo

(2) The c.g. of the loaded helicopter can be

shift during flight.

determined from the gross weight and moment using the

c.g. limits chart (Figure 6-12). This figure may also be

6-15. Preparation of General Cargo.

used to determine if the helicopter is loaded within the

gross weight and c.g. limits

a. The loading crew shall assemble the cargo and

baggage to be transported. At time of assembly and

(3) The effect on c.g. of the expenditure

prior to loading, the loading crew shall compile data

inflight of such items as fuel and cargo should be

covering weight, dimensions, center of gravity (c.g.)

checked by subtracting the weight and moment of such

location and contact areas for each item.

items from the takeoff gross weight and moment and

checking the resulting weight and moment with the c.g

b. Heavier packages to be loaded shall be loaded

limits chart (Figure 6-12).

first and placed in the aft section against the bulkhead for

c.g. range purposes.

(4) This check will be made to determine

whether the c.g. will remain within limits during the entire

c. Calculation of the allowable load and loading

flight.

distribution shall be accomplished by determining the

final c. . location and remain within the allowable limits

6-17. Loading Procedures. The helicopter requires no

for safe operating conditions.

special loading preparation.

6-16.

Cargo Center of Gravity (cg.) Planning.

a. The loading procedure consists of locating the

load items in a manner which will maintain the c.g. within

a. Planning.

The items to be transported

limits. In general, the heaviest items should be placed in

should be assembled for loading after the weight and

the aft section near or against the aft bulkhead. Such

dimensions have been recorded.

placement locates the cargo near the helicopter c g. and

allows maximum cargo load to be transported, as well as

(1) Loading tune will be gained if the

maintaining the helicopter within safe operating c g. limits

packages are positioned as they are to be located in the

for flight.

helicopter.

b. The mission to be performed should be known to

(2) To assist m determining the locations of

determine the weight and moment of cargo, troop

the various items, the individual weights and total weight

transport, or litter patients to be carried on the return trip

must be known.

c. If troops or litter patients are to be carried, troop

(3) When these factors are known the cargo

seats and litter racks shall be loaded aboard and stowed.

loading charts (Figures 6-10 and 6-11) can be used as a

guide to determine the helicopter station at which the

d. Deleted.

package c.g. shall be located and the moment for each

item.

6-18. Loading and Unloading of Other Than General

Cargo.

(4) Aircraft c.g. will be affected by fuel

quantity. Variation in fuel loadings from that on board at

WARNING

takeoff to empty must be

considered during data

computation.

Before transporting nuclear weapons,

the pilot shall be familiar with AR 95-

(5) Final analysis of helicopter c.g. location

27, AR 504 and AR 50-5.

for loading shall be computed from the data presented in

this chapter.

The helicopter is capable of transporting nuclear

weapons, if required.

b. Computation of Cargo Center of Gravity.

6-19. Tiedown Devices. Refer to Figures 6-8 and 6-9.

(1) The loading data in this chapter will

provide information to work a loading problem. From the

Change 17

6-3

TM 55-1520-210-10

Section VII. CENTER OF GRAVITY LIMITS

6-20. Center of Gravity Limits. Refer to figure 6-12 for

gravity, of G’s. Following are the units of the force of

longitudinal limits. The lateral c.g. limits are 5 inches (5

gravity or G’s needed to restrain cargo in four directions:

inches to the right and left of the helicopter centerline).

The lateral c.g. limits will not be exceeded if external

DIRECTION

RESTRAINT CRITERIA

store loadings, are symmetrical, the hoist loading limits

(fig 6-4 and fig 6-5) are observed, and a reasonable

Forward

8.0 G’s

effort is made to evenly distribute internal loads from left

Aft

4.0 G’s

to right.

Lateral

8.0 G’s

Vertical

4.0 G’s (UP)

6-21. Restraint Criteria The amount of restraint that

must be used to keep the cargo from moving in any

direction is called the "Restraint Criteria’ and is

Change 17 usually expressed in units of the force of

Change 17

6-4

TM 55-1520-210-10

100,000 BTU HEATER

WINTERIZATION KIT

ITEM

WEIGHT

ARM

MOMENT/100

Complete Heater Instl. (205-706-001)

73.2

197.0

144.2

Winterization Kit (Muff Heater)

61.0

212.0

129.3

AFT BATTERY INSTALLATION

ITEM

WEIGHT

ARM

MOMENT/100

Battery (Fwd)

80.0

5.0

4.0

Battery (Aft)

80.0

233.0

186.4

Aft Battery Provisions (205-1682-1 )

15.0

224.8

33.8

300 GALLON INTERNAL AUXILIARY FUEL TANK

ITEM

WEIGHT

ARM

MOMENT/100

Deleted

Tank, LH, Crashworthy

151.3

(*)

(**)

Tank, RH, Crashworthy

(*)

151.3

(**)

* Tank weight varies; use weight stamped on tank (use fuel loading chart for fuel weight).

**Depends on tank weight.

GLASS WINDSHIELD INSTALLATION

ITEM

WEIGHT

ARM

MOMENT/

100

Glass Windshield-Pilot Copilot (Both)

30.0

27.0

8.1

Glass Windshield-Pilot Only or Copilot Only

15.0

27.0

4.1

Figure 6-6. System Weight and Balance Data Sheet (Sheet 1 of 3)

Change 14

6-11

TM 55-1520-210-10

RESCUE HOIST (HIGH PERFORMANCE)

ITEM

WEIGHT

ARM

MOMENT/

100

Hoist-Forward RH Position (Arm Stowed Forward)

180 ^I

80.0

144.0

Hoist-Forward RH Position (Arm Stowed Aft)

180 ^I

84.0

151.2

Hoist-Forward LH Position (Arm Stowed Forward)

180 ^I

82.0

147.6

Hoist-Forward LH Position (Arm Stowed Aft)

180 ^I

84.0

151.2

^IWeight after servicing with cable installed

M-23 DOOR MOUNTED M-60

ITEM

WEIGHT

ARM

MOMENT/

100

Armament Subsystem W/O Ammunition

128.0

142.6

182.5

Ammunition 7.62 MM (1200 Rounds)

78.0

142.6

111.2

Total Armament Subsystem W/Ammunition (1200 Rounds)

206.0

142.6

293.8

Ammunition Box (2 each) W/Cover Assembly

8.5

142.6

12.1

Machine Guns W/Ejection Control Bags (2 each) and Chute

Assembly (2 each)

66.5

142.0

94.4

Mount Assembly (2 each) W/Hardware

53.0

142.6

75.6

EXTERNAL STORES SUPPORT

ITEM

WEIGHT

ARM

MOMENT/

100

Stores Rack

Cross Beam Assys.

29.5

142.5

42.1

Fwd. Beam Assys.

11.5

129.0

14.8

Aft Beam Assys.

11.9

155.1

18.4

Fwd. Sway Brace Assys.

1.1

135.3

1.5

Aft Sway Brace Assys.

1.2

149.7

1.9

Hardware

3.1

142.9

4.4

Total Aft Stores Instl.

58.3

142.5

83.1

Stores Rack (205-707-013-11 )

Cross Beam Assys.

13.1

73.9

23.0

Fwd. Beam Assys.

11.7

63.0

Aft Beam Assys.

13.6

84.5

11.5

Fwd. Sway Brace Assys.

1.9

68.4

1.3

Aft Sway Brace Assys.

1.5

79.7

1.2

Hardware

3.2

74.0

2.4

Total Fwd. Stores Instl.

63.0

74.2

46.8

Figure 6-6. System Weight and Balance Data Sheet (Sheet 2 of 3)

6-12

Change 14

TM 55-1520-210=10

Chapter 7

Performance Data

Section I. INTRODUCTION

7-1. Purpose The purpose of this chapter is to

NOTE

provide performance data. Regular use of this infor-

mation will enable you to receive maximum safe utili-

Chapter 7 provides information for the UH-1H

zation from the helicopter. Although maximum per-

equipped with metal main rotor blades and

formance is not always required, regular use of this

chapter 7.1 provides data for the UH-1H

chapter is recommended for the following reasons:

equipped with CMRB. The information

provided in this chapter is primarily intended

a. Knowledge of your performance margin will al-

for mission planning and is most useful when

low you to make better decisions when unexpected

planning operations in unfamiliar areas or at

conditions or alternate missions are encountered.

extreme conditions. The data may also be

used to revise mission planning in flight, to

b. Situations requiring maximum performance will

establish unit or area standing operating pro-

be more readily recognized.

cedures, and to inform ground commanders

of performance/risk tradeoffs.

c. Familiarity with the data will allow performance

to be computed more easily and quickly.

d. Experience will be gained in accurately estimat-

ing the effects of variables for which data are not

7-2. Chapter 7 Index Deleted.

presented.

NOTE

Tabular hover performance and power available data is presented in Appendix C. The data in Ap-

pendix C may be used in lieu of Figures 7-2 and 7-3

or Figure 7.1-2 and 7.1-3

obtain maximum hover weight, torque required to hover, and maximum calibrated torque avail-

able. The data for operation with CMRB presented in chapter 7.1 reflects an update in torque

available and airspeed calibration. That update is based on more recent test data than the basis

used in this chapter for operation with metal rotor blades. Thus some of the difference between

the performance values shown in these two chapters is due to the difference in data basis. Update

of the data for metal rotor blades to the more recent test data basis will be provided in an upcom-

ing change.

Change

7-1

TM 55-1520-210-10

NOTE

7-3. General The data presented covers the maxi-

mum range of conditions and performance that can

An example of an auxiliary use of the

reasonably be expected. In each area of perform-

charts referenced above is as follows: Al-

ance, the effects of altitude, temperature, gross

though the hover chart is primarily ar-

weight, and other parameters relating to that phase

ranged to find torque required to hover, by

of flight are presented. In addition to the presented

entering torque available as required,

data, your judgment and experience will be neces-

maximum skid height for hover can also be

sary to accurately obtain performance under a given

found, In general, any single variable can

set of circumstances. The conditions for the data

be found if all others are known. Also, the

are listed under the title of each chart. The effects of

tradeoffs between two variables can be

different conditions are discussed in the text. Where

found. For example, at a given pressure

practical, data are presented at conservative condi-

altitude, you can find the maximum gross

tions, However NO GENERAL CONSERVATISM HAS

weight capability as free air temperature

BEEN APPLIED. All performance data presented are

changes.

within the applicable limits of the helicopter,

d. Dashed Line Data. Data beyond conditions

for

which tests were conducted are shown as dashed

lines.

7-4. Limits Applicable limits are shown on the

charts. Performance generally deteriorates rapidly

7-6 Data Basis The type of data used is indicated

beyond limits. If limits are exceeded, minimize the

at the bottom of each performance chart under

amount and time. Enter the maximum value and

DATA BASIS. The applicable report and date are

time above limits on DA Form 2408-13 so proper

also given. The data provided generally is based on

maintenance action can be taken.

one of four categories:

a. Flight Test Data. Data obtained by flight test of

the aircraft by experienced flight test personnel at

7-5. Use of Charts

precise conditions using sensitive calibrated instru-

ments.

a. Chart Explanation. The first page of each sec-

tion describes the chart (s) and explains its uses.

b. Derived From Flight Test. Flight test data ob-

tained on a similar rather than the same aircraft and

series. Generally small corrections will have been

made.

b. Shading. Shaded areas on charts indicate pre-

cautionarry or time limited operation.

c. Calculated Data. Data based on tests, but not

on flight test of the complete aircraft.

d. Estimated Data. Data based on estimates using

c. Reading the Charts. The primary use of each

aerodynamic theory or other means but not verified

chart is given in an example to help you follow the

by flight test.

route through the chart. The use of a straight edge

7-7. Specific Conditions The data presented are

(ruler or page edge) and a hard fine point pencil is

accurate only for specific conditions listed under the

recommended to avoid cumulative errors. The ma-

title of each chart. Variables for which data are not

jority of the charts provide a standard pattern for use

presented, but which may affect that phase of per-

as follows: enter first variable on top left scale,

move right to the second variable, reflect down at

formance, are discussed in the text. Where data are

right angles to the third variable, reflects left at right

available or reasonable estimates can be made, the

amount that each variable affects performance will

angles to the fourth variable, reflect down, etc. until

be given.

the final variable is read out at the final scale.

7-2

Change 5

TM 55-1520-210-10

Chapter 7.1

Performance Data

Section I. INTRODUCTION

7.1-1. Purpose The purpose of this chapter is to provide

performance data for those helicopters equipped with

NOTE

composite main rotor blades. Regular use of this information

will enable you to receive maximum safe utilization from the

Chapter 7 provides information for the UH-1H

helicopter. Although maximum performance is not always

equipped with metal main rotor blades and chapter

required, regular use of this chapter is recommended for the

7.1 provides data for the UH-1H equipped with

following reasons:

CMRB. The information provided in this chapter is

primarily intended for mission planning and is

a. Knowledge of your performance margin will allow you

most useful when planning operations in unfamiliar

to make better decisions when unexpected conditions or

areas or at extreme conditions. The data may also

alternate missions are encountered.

be used to revise mission planning in flight, to

establish unit or area standing operating

b. Situations requiring maximum performance will be

procedures, and to inform ground commanders of

ARMY MODEL UH-1H/V HELICOPTERS. OPERATOR’S MANUAL (1988) - page 4