OPERATOR’S MANUAL FOR ARMY CH-47D HELICOPTER (EIC: RCD, 2003)

TM 1-1520-240-10

SECTION IV. TRANSPONDERS

3-4-1. Transponder System (AN/APX-100).

CONTROLS/

FUNCTION

INDICATOR

The transponder system provides automatic radar identi-

EMER

Transmits emergency re-

fication of the helicopter. The system receives, decodes,

ply signals to mode 1, 2,

and replies to interrogations on modes 1, 2, 3/A, 4, TEST

or 3/A and 4 interroga-

and C from all suitably equipped challenging helicopter

tions, regardless of mode

or ground facilities. The receiver section operates on a

control settings.

frequency of 1,030 MHz and the transmitter section oper-

ates on a frequency of 1,090 MHz. Because these fre-

M-1, M-2, M-3/A

At ON position, the appli-

quencies are in the UHF band, the operational range is

Switches

cable mode is selected

limited to line-sight. Power to operate the system is sup-

for operation. OUT posi-

plied by the No. 2 DC bus through the COMM IFF circuit

tion turns off applicable

breaker on No. 2 PDP.

mode. AT TEST position,

that particular mode sis

tested for proper opera-

The integral receiver-transmitter-control panel is on the

tion. If test is valid, TEST

console. It provides the control switches for application

lamp will illuminate.

of power, setting of the modes and codes, modes of

operation, identification of position, and emergency func-

M-C

In mode C, altitude infor-

tions of the set. It receives coded interrogating pulses

mation is provided to

and tests them for validity. If the signals conform to the

ground controllers by the

preset mode and code, a codes reply is transmitted.

AAU-32A encoding alti-

Additional preset codes for emergency use are available

meter. Switch position

when selected. These emergency codes are transmitted

functions are the same

on modes 1, 2, 3/A and 4 regardless of codes selected.

as for M-1, M-2, and

Transponder functions are continuously monitored by

M-3A switches.

built-in-test circuits. Each mode also has a self-test fea-

MODE 1 Selector

Selects and indicates a

ture which can be selected by the pilot to verify operation.

Switches

two digit 32 code reply

The RT-1285/APX-100 is the interim NVG compatible

number.

control. The RT-1558/APX-100 is the NVG Blue Green

version. Both units are form, fit and functionally inter-

MODE 2 Selector

Selects and indicates a 4

changeable. The receiver-transmitter must be removed

Switches

digit 4096 code reply

from the console to replace the fuse.

number. (Switches are

preset and covered by a

guard. Only the reply

3-4-2. Controls and Function, Transponder Control

code can be seen.)

(TR-1285/APX-100) (RT-1558/APX-100). (fig. 3-4-1)

MODE 3/A Selector

Selects and indicates a 4

Switches

digit 4096 code reply

CONTROLS/

FUNCTION

number.

INDICATOR

MASTER Control

MODE 4 CODE Control

Selects type MODE 4 op-

Switch:

Switch

eration.

OFF

Removes power from

HOLD

This function is enabled

transponder set and

only when the right aft

computer

landing gear strut is com-

pressed. It holds the

STBY

Power is applied to trans-

MODE 4 code which

ponder receiver and

would otherwise be

computer; transmitter in-

cleared when the set is

operative. Set ready for

turned off or electrical

operation after 2 minute

power is removed.

warmup in STBY.

Switch is spring-loaded

to A. HOLD function is

NORM

Transponder in normal

reset when the trans-

operation.

ponder is turned on.

3-4-1

TM 1-1520-240-10

CONTROL/

FUNCTION

CONTROL/

FUNCTION

INDICATOR

Enables transponder to

c. Transponder does not

reply to code A interroga-

respond to TEST position

tions.

of mode switches.

d. Transponder malfunc-

Enables transponder to

tions.

reply to code B interroga-

tions.

RAD TEST Switch

At RAD TEST, the trans-

ZERO

Clears (zeroizes mode 4

ponder replies to interro-

code settings in trans-

gations from external test

ponder computer.

equipment. At OUT the

RAD TEST feature is in-

MODE 4 AUDIO LIGHT

AT AUDIO, the REPLY

operative.

OUT Switch

indicator light will illumi-

nate when the trans-

IDENT-MIC Switch

AT IDENT, the set will

ponder replies to valid

transmit a coded identifi-

mode 4 interrogations. A

cation pulse for about 20

pulse tone will be heard

seconds to all interrogat-

in the headset when a

code A interrogation is

ing stations on modes 1,

received but the CODE

2, and 3/A to identify the

control switch is in B

helicopters position. OUT

position and vice versa.

position turns off the

At LIGHT, only the light

identification pulse. MIC

will illuminate when the

feature is not used in this

transponder replies to

installation.

mode 4 interrogations. At

OUT, the audio and RE-

STATUS Indicators

The indicator lights are

PLY light monitoring is

part of built-in-test equip-

disabled.

ment. A lit ALT indicator

MODE 4 TEST-ON-OUT

At ON, the transponder

indicates trouble in The

Switch

replies to valid mode 4

encoding altimeter. A lit

interrogations. At OUT,

KIT indicator indicates

mode is disabled. At

trouble in the computer

TEST, mode 4 is tested

or the computer is not

for proper operation. If

installed. A lit ANT indi-

test is valid, TEST GO.

cator indicates antenna

Mode 4 REPLY Light

Illuminates to indicate

trouble.

valid mode 4 replies

when MODE 4 AUDIO

ANT Switch

Three-position antenna

LIGHT switch is set to ei-

diversity switch labeled

ther AUDIO or LIGHT.

TOP, DIV, and BOT. Nor-

TEST GO Light

Illuminates when trans-

mal position is DIV.

ponder responds proper-

When jamming is heavy,

ly to TEST position of

TOP or BOT antenna

M-1, M-2, M-3A, M-C, or

may be selected.

MODE 4 TEST-ON-OUT

IFF Fail Light (Located

The light will illuminate in

swithces.

on the center instrument

MODE 4 when any of the

TEST/MON NO GO Light

The light illuminates

panel)

following occurs:

a. The computer is

when any of the following

installed without a code.

occurs:

b. No reply or improper

a. MASTER switch is on

reply is made to a valid

STBY.

interrogation.

b. Transponder does not

c. A malfunction occurs

respond to interrogation.

in the transponder.

3-4-2

TM 1-1520-240-10

3-4-3. Normal Operation - Transponder System.

(a) MODE 4 CODE selector switch -

The following steps provide transponder system operat-

HOLD, then release.

ing procedures.

(b) MODE 4 CODE selector switch - A or

a. Starting.

B, as applicable.

(1)

Move the MASTER switch from OFF to

STBY. If the aircraft is so equipped, observe that the

(2)

If code retention is not desired:

STBY light on the aircraft advisory panel comes on. Also,

note that the NO GO light is on.

(a) MODE 4 CODE selector switch -

ZERO.

(2)

Allow 2 minutes for warmup.

(b) MODE 4 CODE selector switch - A or

(3)

Select the codes assigned for use in modes

B, as applicable.

1 and 3/A by depressing and releasing the pushbutton for

each switch until the desired number shows.

d. Turn KYK-13 Mode switch to OFF.

(4)

Operate the PRESS-TO-TEST feature of

the lamp indicators.

e. Disconnect KYK-13 from aircraft receptacle.

(5)

Place the ANT switch BOT.

(6)

Move the MASTER switch from STBY to

NORM.

(7)

Hold the M-11 switch to TEST, observe that

the TEST/GO indicator lights.

(8)

Restore the M-1 switch to ON.

(9)

Repeat (7) and (8) above for the M-2, M-3/A

and M-C mode switches.

(10) Place the ANT switch TOP.

(11) Repeat (7), (8), and (9) above.

(12) Place the ANT switch DIV.

(13) Repeat (7), (8), and (9) above.

NOTE

If KIT1C is not installed or keyed the following

steps are not required.

(14) Set the MODE 4 rotary switch to A. If the

external computer is used, set a code in it.

Figure 3-4-1. AN/APX-100 Control Panel

(15) Set the MODE 4 AUDIO/LIGHT/OUT switch

to OUT.

3-4-4. GPS Zeroize Switch. (fig. 2-1-8)

(16) Hold the MODE 4 TEST/ON/OUT switch to

The GPS Zeroize switch is located on center instrument

TEST.b.

panel, right side of AN/APR-39AV(1) Indicator, and is

(1)

If the computer is used, observe that the

used to erase any crypto data and all navigational infor-

TEST GO indicator lights. If the computer is not con-

mation stored in the GPS Receiver.

nected, observe that the TEST/MON/NO GO indicator

This zeroize switch consists of a guarded toggle switch.

lights and the KIT STATUS indicator lights.

3-4-5. Normal Operation - GPS Zeroize Switch.

(2)

Observe that the MODE 4 REPLY light and

CAUTION light (on a separate “panel”) do not light.

NOTE

Aircraft battery must be connected, or power

(3)

Restore the MODE 4 TEST/ON/OUT switch

applied to aircraft.

to ON for computer use, or to OUT if no computer is

used.

a. Lift protective guard from zeroize toggle switch

and activate switch.

c. Stopping.

b. If GPS receiver is on, turn Data Switch to Stat.

(1)

If code retention is desired:

Observe message on Page 1, Line 2.

3-4-3

TM 1-1520-240-10

CHAPTER 4

MISSION EQUIPMENT

SECTION I. MISSION AVIONICS

4-1-1. Radar Signal Detecting, AN/APR-39(V)1.

c. The digital processor supplies 15 VDC operating

power to the two video receivers and superimposes a

The radar signal detecting set (RSDS) AN/APR-39A(V)1 is

self-test signal on the 15 VDC power line to the receivers

a passive electronic warfare system that provides visual

during RSDS self-test. The digital processor receives

and aural indications of the presence of and bearing to

video inputs from the video receivers and processes

active radar transmitters. The RSDS detects those pulse

them to determine signal parameters. These signal pa-

radar signals usually associated with hostile fire control

rameters include pulse repetition interval (PRI) pulse

radars in the H-J and MMW (millimeter wave) frequency

with (PW), pulse spacing (PS), and signal strength. The

bands. The RSDS is the heart of the helicopter threat warn-

system does not provide center frequency resolution for

ing suite. It interfaces with the laser detecting set AN/

detected signals. It then compares these signals param-

AVR-2, missile warning system AN/AAR-47, and radar

eters to the threat library stored in the emitter identification

warning system AN/APR 44(V)3 to process, display, and

data (EID) files. If a match occurs, the digital processor

announce threats detected by those systems. The system

send the appropriate symbol data to the indicator and a

consists of the indicator on the center instrument panel (fig.

corresponding computer-synthesized voice warning mes-

2-1-8), a digital processor located in the right aft avionics

sage to the helicopter ICS. If the received signal parame-

pod, two video receivers (one at station 50, another at

ters do not match a threat in the EID files, the processor

station 605), four spiral antennas (hi-band) outside the

generates a symbol “U” to indicate an unknown threat. It

helicopter (Two at station 26, two at station 623), and a

executes and evaluates the results of an IBIT routine, pro-

blade antenna (lo-band) mounted on the bottom of the

viding an indication of results on the indicator. Also, it pro-

fuselage at station 99. In addition, a separate AN/

cesses threat data inputs from the AN/AVR-2, AN/

APR-39A(V)1 volume control labeled audio on the cen-

APR-44(3), and AN/AAR-47 systems for display on the

tered console provides additional volume control capabili-

ties external of the ICS (fig. 4-1-2). The RSDS is powered

indicator and annunciation over the ICS.

in the No. 2 DC bus through the ASE RADAR WARN circuit

breaker on the No. 2 PDP

d. The blade antenna senses C/D lo-band RF and

routes it to the C/D band amplifier portion of the digital

a. The antenna-detector characteristics determine

processor. The RF signal is filtered, limited, and detected

the frequency range of the system. Each of the antenna-

by the C/D band amplifier with the resultant video being

detectors contain two spiral elements, one operating in the

analyzed for the presence of a threat in the C/D band.

H-J bands and operating in the MMW (millimeter wave)

This analysis occurs in conjunction with the hi-band sig-

region. Each of the spiral elements receive radio frequency

nal analysis to determine the threat type and current

(RF) signals in their respective band and supply it to the

threat mode (scan. acquisition, track, launch, etc.)

detector circuits. The detector portion of the antenna-de-

tector employs an elaborate set of filter banks that extract

e. The RSDS employs a removable user data module

the video (pulses) from the RF received in each band. The

(UDM) which is mounted in the digital processor. The UDM

resultant video outputs are then summed and provided as

contains the classified portion of the system operational flight

a composite video signal to the appropriate video receiver.

program (OFP) and the classified emitter identification

b. Each video receiver has two video input chan-

data(EID) files. The EID files contain the threat library which

nels and they serve the left and right antenna-detectors for

includes threat signal parameters, threat symbols, and

the corresponding forward or aft sector. The video receiver

threat audio data. The UDM can be removed at the unit level

supplies power to the antenna-detectors and amplifies the

and reprogrammed to accommodate new and changing

detected video inputs from the antenna-detectors. Two vid-

threats. It allows the RSDS to be tailored to the specific

eo outputs are then sent to the digital processor for signal

theatre of operation and/or current mission requirements.

analysis. The video receiver also performs initiated built-in

Removal of the UDM from the digital processor declassifies

test on command from the digital processor

the RSDS.

4-1-1

TM 1-1520-240-10

NOTE

The RSDS, LDS, and MWS all execute periodic

Threat symbols (except for U) shown on indi-

built-in-test (PBIT) routines during normal operation to

cator illustrations are for illustration purposes

verify operational status with the results of these tests

only. Actual threat symbols are classified.

being reported to the digital processor. Failures of PBIT for

these three systems are indicated by the presence of an “F”

The indicator displays threat symbols corresponding

replacing the plus (+) symbol in the center of the RSDS

to threat signals detected and identified by the system.

Threat relative position from the helicopter is shown on the

indicator. The “F” informs the operator that one or more of

indicator. Symbol position relative to the center of the indica-

the systems has failed at least some portion of their respec-

tor shows the threats lethality. The highest priority threats

tive PBIT routines. This prompts the operator to perform

(most lethal) are shown nearest the center. The 12 outer

initiated built-in-test (IBIT) to determine what system(s) has

edge markings on the indicator graticule represent clock

failed and the extent of the failure(s)..

positions relative to helicopter heading. The system displays

a maximum of seven threat symbols. If the number of

threats in the environment exceeds the number the system

IBIT may be selected by the operator. If the RSDS

can display, only the seven highest priority threats will be

interface circuitry within either RTU fails the self-test, the

displayed. If a detected threat cannot be identified as a

RWR TEST FAIL advisory is displayed on the MFD.

specific threat type, it is displayed as an unknown (symbol

Faulty receivers are shown on the indicator as blinking

U). Search radars and fire control radars operating in search

symbols and the voice message “APR-39 Failure” will be

mode are displayed as strobes at the edge of the indicator.

heard over the ICS. If the test is good, the voice message

The position of the strobe on the display represents the

“APR-39 Operational” will be heard over the ICS. The

relative bearing of the search radar from the helicopter. New

RWR FAIL caution is displayed if the RSDS interface

threats appear in boldface on the display. Threats that drop-

circuitry within both RTU’s fails while in its normal operat-

out of the environment are ghosted on the display for 10

ing state. Self-test of the laser detecting set (LDS) and

seconds before being dropped. A ghosted symbol appears

as though drawn with a dotted line.

the missile warning system (MWS) are incorporated in

the RSDS self-test.

g. Threats are announced by voice messages over

the helicopter ICS. Either of the two voice message for-

mats can be selected using page 2 of the CDU ASE

k. The system interfaces with the Interference

control layer. RWR AUDIO 1 or normal (full message

Blanker Unit (IBU) in an attempt to prevent other aircraft

format) selects full audio. RWR AUDIO 2 or terse (short-

systems, which operate in the same approximate fre-

ened message format) provides shorter audio messages

quency range, from interfering with it. The lo-band portion

and reduces the audio clutter in dense signal environ-

of the RSDS is blanked by the IBU when either the IFF

ments. Both modes provide specific threat type or threat

transponder system or the TACAN system is transmitting.

position voice messages.

The hi-band portion of the system is blanked by the IBU

h. When dense signal environments cause the sys-

when the radar altimeter system, radar beacon transponder

tem to operate in a degraded (less sensitive) mode, the

system, multimode radar system, pulse radar jammer sys-

system informs the operator by flashing the plus (+) sym-

tem, or the CW radar jammer system is transmitting. This

bol on the RSDS indicator and the voice message

blanking is accomplished to prevent the possible detection

“Threat Detection Degraded” will be heard over the ICS.

of false threats as a result of interference induced by these

When the system sensitivity returns to normal, the plus

(+) symbol in the center of the RSDS indicator stops

systems. Because the RSDS is a passive system, it does

flashing and the voice message “Threat Detection Re-

not provide any input to the IBU for the potential blanking of

stored” will be heard over the ICS.

other systems.

4-1-2

TM 1-1520-240-10

NOTE

CONTROLS/

FUNCTION

INDICATOR

The concentric circle is a reference mark only

and is not a range marking.

MODE Switch

Two position switch. Selects

4-1-3. Controls and Function, Radar Signal Detect-

synthetic voice message for-

ing Control.

mat. Mode 1 (up) selects

normal message format.

CONTROLS/

FUNCTION

Mode 2 (down) selects terse

INDICATOR

(abbreviated) message for-

mat. Mode 2 reduces audio

PWR Switch

Two position switch. At ON,

distractions when operating

power is applied to set. Set

in dense signal environ-

is operational after 1-minute

ments.

warmup.

TEST Switch

Switch is spring-loaded to

AUDIO

When turned clockwise, the

off. When pressed, the self

audio output of the set is in-

test function is enabled.

creased.

Figure 4-1-2. Radar Signal Detecting Set Control

4-1-4. Normal Operation - Radar Signal Detecting

a. Starting.

Set.

(1)

PWR switch - ON. Allow 1 minute for war-

mup - Check for synthetic voice message “APR-39

This paragraph provides radar signal detecting set oper-

POWER UP”.

ating procedures.

(2)

BRIL control - adjust display of (+) symbol

(3)

MODE switch - Select MODE 1 (up) for

normal messages. Select MODE 2 (down) for terse (ab-

breviated ) messages.

CAUTION

b. Self-test check.

NOTE

To prevent damage to the antenna detec-

SYSTEM SELF-TEST provides a four step

tors (when operating) never operate the

test of system functions. A complete system

AN/APR-39A(V)1within 60 yards of ground

self-test is initiated any time the test button is

based radars or within six yards of air-

pressed. The complete system self test runs

borne radar antennas. Operating the sys-

in less than 30 seconds. The following is a

tem closer than these limits may damage

description of the system functions.

the antenna detectors. Allow an extra mar-

gin for new, unusual, or high-powered ra-

(1)

TEST - As follows:

dar transmitters.

(a) MODE switch - Set position 1 (up)

(b) TEST switch - Press.

A synthetic voice long count is performed. The audio

message “SELF-TEST, SET VOLUME 1, 2, 3, 4, 5, 6, 7,

CAUTION

8, 9, 10, 11, 12” will be heard on the ICS.

A display of two numbers which represent the installed

Excessive indicator display brightness

software revision on the indicator; one number (OFP-Op-

may damage the CRT. Set indicator BRIL

erational Flight Program) at the top and one number

control for readable display.

(EID-Emitter Identification Data) at the bottom (fig.

4-1-4

TM 1-1520-240-10

4-1-3). Check OFP and EID numbers are correct for the-

(a) If a receiver fault is noted, faulty receiver

ater or mission.

is shown as two triangles, (fig. 4-1-4) representing right

and left video channel (s) will be flashing.

Performs the Receiver and AN/AVR-2 status display.

See figure 4-1-4 for normal indicator displays, and faulty

(b) A faulty C/D band amplifier in a proces-

indicator displays.

sor is shown as a flashing square centered on indicator

display ( fig. 4-1-4).

Performs a test on the synthetic voice status messages.

A no fault detected during test will end with message

APR-39 OPERATIONAL” any fault detected will end with

AVR-2) status is displayed along with the receiver status.

message “APR-39 FAILURE”, which will be heard over

A faulty LDS quadrant is shown as a flashing asterisk.

the ICS.

LDS faults do not cause an audio message “APR-39

FAILURE”, heard over the ICS.

Performs the plus (+) symbol display status. The plus (+)

symbol will be displayed, centered within the small circle

(d) If LDS is not installed, all four quadrants

on the indicator, anytime the symbol is operational.

(asterisks) will flash.

(3)

Operating In A Dense Signal Environment.

(a) When a dense signal environment is de-

tected, the plus (+) symbol on the Radar Signal Detecting

Set (RSDS) indicator will flash, and the voice message

“THREAT DETECTION DEGRADED” will be announced

over the ICS.

(b) Position mode switch to mode 2 (terse

mode). When the plus(+) symbol stops flashing, the

voice message “THREAT DETECTION RESTORED”

will be announced over the ICS.

4-1-5. Countermeasure Set (AN/ALQ-156).

The Countermeasures Set (AN/ALQ-156) detects the

approach of anti-aircraft missiles, and signals the M-130

Flare Dispenser to launch flares to decoy the missiles

from the helicopter. The set consists of a control unit on

the console, a receiver-transmitter in the electronics

compartment, two antennas on the bottom of the fuse-

lage, and two caution light capsules on the master cau-

tion panel. The set alternately applies pulsed signals to

the two antennas which radiate the signals about the

Figure 4-1-3. Radar Signal Detecting Set (OFP and

helicopter. A missile approach is detected by the fre-

EID VERSION DISPLAY)

quency shift of the transmitted signals echo returned

from the missile. Any echo is received during the interval

following each pulsed transmission. Built-in-test-equip-

ment monitors system operation. If a malfunction is de-

tected, the system is disabled and the CM INOP caution

(d) TEST switch - Press.

capsule on the master caution panel will come on. Also,

if enemy jamming or interference from other counter-

Performs the synthetic voice short count. Listen to syn-

measures sets is detected, the set will automatically shift

thetic voice message and adjust volume. Mode 2 short

to a clear channel. The set receives AC electrical power

count is: “SELF-TEST SET VOLUME 5, 4, 3, 2, 1”.

from the No. 2 AC bus through the MSL DET SYS circuit

(2)

The following fault display conditions are on

breaker on the No. 2 PDP. The set receives DC power

the result of a bad self test and will result in an audio

from the No. 2 DC bus through the MSL DET SYS circuit

message “APR-39 FAILURE” over the ICS.

breaker also on the No. 2 PDP.

4-1-5

TM 1-1520-240-10

4-1-6. Controls and Indicators, Missile Detector Set

4-1-7. Normal Operation; Countermeasure Set.

(AN/ALQ-156). (fig. 4-1-5)

CONTROLS /

FUNCTION

WARNING

INDICATOR

POWER OFF/ON

At ON, power is applied to

An accidental flare launch can occur when

set. The switch is locked at

Flare Dispenser System is armed (control

ON. Signals radiate after the

switch at ARM) and the Countermeasure

normal warmup period is

Set is operating (CM caution and indicat-

completed.

ing lights off). A flare launch will also oc-

cur is the FLARE TEST switch on the

STBY Indicator Light

Lights when switch is de-

countermeasures control panel is opera-

on STATUS Switch

pressed and system is in

ted. Arm these systems only in cases

standby operation.

where a launched flare will not cause inju-

Amber Warmup Cau-

Lights when power is ap-

ry or property damage.

tion Light on STATUS

plied to set and remains on

Switch

until operating temperatures

are reached.

WARNING

FLARE TEST Switch

Simulates launch command

signal to flare dispenser.

During operation, the AN/ALQ-156 anten-

nas radiate radio-frequency energy. This

CM INOP Caution

When lit indicates the set

energy may cause burns to personnel

Light (on caution pan-

has failed and the helicopter

near the antennas. Be sure ground per-

el)

is without countermeasures

sonnel are at least 6 feet from the anten-

protection.

nas when the control switch is at ON.

CM JAM Caution

Lights when system detects

a. Starting.

Light (on caution pan-

mutual interference from

el)

nearby countermeasures

(1)

MSL DET SYS circuit breakers on No. 2

sets or enemy jamming.

PDP - Check in.

Figure 4-1-5. Countermeasures Set Control Panel (AN/ALQ-156)

4-1-7

TM 1-1520-240-10

stability resulting in interference with oth-

WARNING

er countermeasures sets.

4-1-8. Flare Dispenser M-130.

The system requires a 10-minute warm-up

The Flare Dispenser M-130 (fig. 4-1-6) will dispense up

prior to operation. To ensure automatic

to 30 decoy flares as a countermeasure to infrared seek-

system operation when required, be sure

ing missiles. The externally mounted dispenser is con-

the set is operational and all caution and

trolled by a DISP CONT control panel on the console and

indicator lights are out prior to entering

six firing switches. Two cockpit firing switches are pro-

hostile areas.

vided, one on each pilot’s control stick grip. Four hand-

held crewmember firing switches are installed in the cab-

in area. Flares can also be automatically fired by firing

(2)

POWER control switch - ON

commands from the countermeasure set (AN/ALQ-156)

if the set detects a missile approach. A timer in the cabin

provides a 2.5 second delay between firing pulses re-

(3)

Warm-up light - ON, allow 10 minutes for

gardless of firing switch position. A ground safety relay,

warm-up. At the end of warm-up period, the warm-up

controlled by a landing gear proximity and a safety pin

light will be shut off.

manually installed into the dispenser, prevents firing

flares when the helicopter is on the ground. The system

b. ECM operation.

is powered by the No. 1 DC bus through the CHAFF

circuit breaker on the No. 1 PDP.

(1)

Status switch - Push for standby operation

or release to commence automatic protection.

NOTE

Although the control panel, dispenser, and

circuit breaker are marked CHAFF or have

(2)

CM JAM caution light - Check OUT.

CHAFF (C) selector positions, chaff cannot

be dispensed at this installation.

(3)

CM INOP caution light - Check OUT. If cau-

4-1-9. Dispenser Control Panel.

tion light is on, the set has malfunctioned and the helicop-

The DISP CONT panel is installed in the center console. The

ter is without countermeasure protection.

panel contains the ARM SAFE switch, ARM indicator light,

RIPPLE FIRE switch, FLARE counter, and counter setting

(4)

STATUS switch - Push for standby operation

knob. The panel also includes a MAN-PGRM switch and

when countermeasures protection temporarily is not re-

CHAFF counter, which are not used in this installation.

quired and/or accidental flare launch is a danger (LZ/PZ

4-1-10. Dispenser Status Panel.

operations).

The dispenser status panel (fig. 4-1-6) provides an indication

of safety relay operation and system arming. It also allows

(5)

POWER switch - OFF when countermea-

the landing gear safety switch to be bypassed for ground

sures protection is no longer required (EOM).

testing of the dispenser system. The panel is on the left side

of the cabin at sta 534.

4-1-11. Controls and Function, Flare Dispenser Sys-

WARNING

tem (M-130) (fig. 4-1-6)

CONTROLS/

FUNCTION

If countermeasures set has been off for

INDICATOR

less than 5 minutes and further operation

ARM/SAFE Switch

At SAFE, the system is not

is required, the warm-up indicator light

powered. At ARM, the sys-

may go out immediately (or within some

tem is powered, provided

interval less than the normal 10 minute

the safety pin is removed

warmup period) after the power switch is

from the electronic module

set to on. If this occurs, it is mandatory

and the ground safety relay

that the system be operated in STBY for at

is energized. (Helicopter air-

least 1 minute. Failure to observe this re-

borne or remote bypass

quirement can result in a false alarm

switch on remote test panel

is at BYPASS.)

(launch) and/or transmitting frequency in-

4-1-8

TM 1-1520-240-10

CONTROLS/

FUNCTION

WARNING

INDICATOR

ARM Indicator Light

Red PRESS-TO-TEST

1. Dispenser Assembly.

warning light indicates, when

lit, that ARM SAFE switch is

a. Selector switch - Set to F.

at ARM, safety relay is

b. Safety pin - Remove and stow.

closed, and safety pin is not

installed in electronic mod-

c. Flares - Note quantity installed.

ule.

2. Dispenser Status Panel.

FLARE Counter

Two digit counter displays

a. LDG GR SW BYPASS switch - NOR-

number of flares remaining in

MAL Cover down.

the dispenser. The number of

flares loaded is set manually,

b. Indicator lights - PRESS -TO-TEST.

using the knob directly below

3. Cabin hand held firing switches - Check

the counter.

connected and secured in holder.

RIPPLE FIRE Switch

Guarded two-position switch

4. Cockpit Control Panel.

allows rapid emergency ejec-

tion of all remaining flares.

a. RIPPLE FIRE switch - Cover down.

CHAFF Counter

Not used in this installation.

b. ARM/SAFE switch - SAFE.

MAN/PGRM Switch

Light intensity controlled by

c. FLARE counter - Set to amount of

caution panel DIM/BRT SW.

flares in dispenser.

Dispenser Status

(fig. 4-1-6)

4-1-12. Normal Operation - M-130 Flare Dispens-

Panel

er.

READY TO FIRE

Amber light comes on when

Light

system is armed and ready to

4-1-13. Preflight.

fire. Light receives power

through timer and will go out

for 2.5 seconds after flare

WARNING

launch.

An inadvertent flare launch can occur

LDG GR SW STATUS

Green light comes on when

when the Flare Dispenser System is

Light

ground safety relay is

armed (control switch at ARM) and the

deactivated. The safety relay

Countermeasures Set is operating (CM

is deactivated when the

caution and indicating lights off).

helicopter is airborne or

bypassed via the LDG GR

4-1-14. In-Flight Operation.

SW BYPASS switch.

1. After liftoff, LDG GR SW STATUS advisory

LDG GR SW BYPASS

Red light, when lit, indicates

light on remote test panel - Check on.

Light

that the ground safety relay is

bypassed

2. ARM/SAFE switch - ARM. Check ARM

(NORMAL/BYPASS switch is

warning light on.

at BYPASS).

3. READY-TO-FIRE light on dispenser status

NORMAL/BYPASS

Guarded switch. At BYPASS,

panel - Check on.

Switch

the landing gear safety switch

4. ECM set - ON. Allow 10 minutes for war-

is bypassed. Switch normally

mup. The ECM set will monitor the area

used to test system prior to

around the helicopter for missiles and auto-

installing flares.

matically fire flares when missiles are de-

Cyclic Stick FLARE

Pushbutton switch on side of

tected.

DISP Switch

each cyclic stick. Fires a flare

NOTE

each time when pressed.

The flare dispenser can be safely observed

Hand Held Firing

Located in forward and aft

from the cabin through the filtered glass win-

Switched (4)

cabin

sections.

When

dow on the left side of the helicopter above the

pressed, a single flare is fired.

ramp at sta. 575.

4-1-9

TM 1-1520-240-10

5. If the ECM set is inoperative, proceed as

4-1-16. After Landing Check.

follows:

1. Check that the LDG GR SW Status light

NOTE

goes out.

The crewmember observing a missile launch

2. Install the ground safety pin in the dispenser

is responsible for firing the flares.

electric module.

a. Missile threat - Actuate the dispensing

switch on the cyclic grip to fire flares or

3. Remove and stow the crew firing switches.

chaff or press one of the four firing

switches in the cabin to fire flares. Fire

4-1-17. Countermeasures Dispenser System, AN/

a total of three flares or hold button

ALE 47. (fig. 4-1-6)

down and timer will automatically space

firing interval.

The AN/ALE-47 Countermeasures Dispenser System

(CMDS) provides the aircraft with protection from air-to-

NOTE

air and surface-to-air heat seeking missiles. Modes of

The flare dispensers will fire one flare each

operation are manual (five stored programs), semi-auto-

time a button is pressed following the 2.5 sec-

matic (operator/sensor activated), and automatic (opera-

ond time delay or at 2.5 second intervals if the

tor/sensor activated). The CMDS is integrated with the

flare dispense button is held down. If the flare

AN/ALQ-156 Missile Detection System to automatically

fails to ignite, a second flare will automatically

dispense expendables when a threat is detected by the

fire within 75 milliseconds. If burning is still not

AN/ALQ-156 when in the AUTO or SEMI AUTO mode of

detected, a third flare will be fired. If all three

operation. The CMDS may be pre-programmed to re-

flares fail to ignite, automatic operation will

spond threat environments.

stop until one of the fire switches is again

pressed.

The CMDS is comprised of the following components: a

b. Announce over interphone that a mis-

Digital Control Display Unit, (DCDU), a programmer, a

junction box, two sequencers, and four dispenser as-

sile launch was detected and flares

semblies, each containing a payload module (maga-

have been fired.

zine). The system also contains a safety switch and a

c. If more than one missile launch is ob-

Mission Load Verifier (MLV) interface port.

served, continue firing flares at 3-sec-

ond intervals until the helicopter is clear

Power required to operate the CMDS is 28 Vdc, 2 amps

of the threat.

max in STANDBY and 7 amps for 20 milliseconds during

each squib ignition, is taken from the No. 1 DC Bus. The

4-1-15. Before Landing Check.

three circuit breakers for the CMDS are found on the

EAPS 1 PDP labeled DC ALE47. Power for the DCDU is

1. ARM-SAFE switch - Set to SAFE.

taken through a 5 amp CB labeled DCDU. Power re-

2. Indicator lights - Check that READY-TO-

quired to jettison expendables is taken through two 10

FIRE and ARM lights are out.

amp CBs labeled PWR NO. 1 SEQ and NO. 2 SEQ.

4-1-10

TM 1-1520-240-10

4-1-18. Controls and Function, Countermeasures

CONTROLS/

FUNCTION

Dispenser System (AN/ALE-47 (fig. 4-1-6)

INDICATOR

AFT (off)

Jettison function deacti-

CONTROLS/

FUNCTION

vated.

INDICATOR

DCDU:

Dispense Annuncia-

Displays status

tor:

READY/NO-GO

MODE Switch

OFF

Off mode. Remove power

from DCDU. All functions dis-

Input sensor enable/inhibit switches:

abled except Jettison.

RWR

Not used.

STBY

Standby mode. Applies pow-

er to DCDU to enable BIT,

MWS

Enables/inhibits missile

reprogramming, inventory,

detection system sensor dis-

and jettison.

pense input.

MAN

Manual mode. Enables

JMR

Not used.

manual dispensing of ex-

pendables.

Input sensor inhibit indicators:

SEMI

Semi-automatic mode. En-

ables manual dispensing of

RWR

Not used.

expendables and automatic

dispensing when threat has

MWS

Indicates missile detection

been detected by the

system sensor input has

ALQ-156 without operator

been inhibited.

action.

JMR

Not used.

AUTO

Automatic mode. Enables

manual dispensing of ex-

pendables and automatic

Payload enable/inhibit switches:

dispensing when threat has

been detected by the

Enables/inhibits payload 01.

ALQ-156 without operator

Enables/inhibits payload 02.

action.

Not used.

BYP

Bypass mode. Expendables

dispensed directly by pilot or

Enables/inhibits payload FL.

copilot using cyclic grip

FLARE DISP switches, by-

ENT/BIT switch

With MODE switch is in

passing the programmed

STBY, the ENT/BIT switch

values stored in the Missile

allows operator to initiate

Data File.

self-test (BIT).

MANUAL Switch

1, 2, 3, 4

Selects one of four manual

Payload enable/inhibit indicators:

dispense programs for use

Illuminated indicates payload is inhibited. Not illumi-

when MODE switch is in

nated indicates payload is enabled.

MAN.

Indicates payload O1 is in-

PRG

Program mode. Enables

hibited.

manual dispensing of ex-

pendables.

Indicates payload O2 is in-

hibited.

JETTISON switch

Not used.

Forward (on)

Dispenses all expendables

with safety switch removed if

Indicates payload FL is in-

weight off wheels.

hibited.

4-1-13

TM 1-1520-240-10

Figure 4-1-7. AN/ALE-47 Countermeasures Dispenser System (CMDS)

4-1-19. The AN/ALE-47 Programmer.

4-1-21. AN/ALE-47 Safety Switch.

The AN/ALE-47 programmer, located at STA 355 in the

left side of the cabin, is the central processing unit for the

A safety switch located at station 518 BL50L is installed

CMDS and provides the interface between the DCDU

in the CMDS to provide a safeguard against inadvertent

and the four flare dispensers via two sequencers. The

dispensing of expendable. When the safety pin is

programmer receives input data from the AN/ALQ-156

installed in the safety switch, squib power (28 Vdc) to the

missile detection system, processes it to determine the

sequencers is interrupted, inhibiting dispensing expen-

appropriate dispense response, and sends fire com-

dables. The safety switch provides ground to the AN/

mands to the sequencers when CMDS is in Auto or Semi

ALE-47 squib power relay (located in the AN/ALE-47

Auto mode of operation.

junction box at station 410 BL22.5L) when safety pin is

removed allowing squib power to the sequencers for dis-

The software program within the programmer that man-

pensing expendables.

ages all communications, operations, and calculations is

called the Operational Flight Program (OFP). The pro-

grammer also contains the Mission Data File (MDF)

4-1-22. Dispenser Assemblies.

which is user-programmable and contains data elements

that enable the CMDS to be configured to specific pay-

Four flare dispenser assemblies are mounted in pairs on

load types, dispense sequence, and dispense quantities.

the LH and RH sides of the aft fuselage. Each dispenser

The OFP and MDF are loaded into the programmer using

assembly consists of a housing and a breech plate. The

Mission Load Verifier (MLV) via the MLV interface port

breech plate provides interface for the payload module

located in the cabin at station 359 overhead.

and routes firing and polling pulses from the sequencers

to the payload squibs.

4-1-20. AN/ALE-47 Sequencers.

There are two AN/ALE-47 sequencers installed in the aft

cabin at station 547 buttline (BL)40L and station 543

4-1-23. Payload Module Assemblies.

BL40R. The sequencers receive payload type and fire

commands from the programmer over the Sequencer

The payload module assemblies are mounted on the

Data Link (SDL). The sequencers select the dispenser

dispenser assemblies. Each payload module assembly

with the appropriate payload and send high power im-

consists of a payload module (magazine), and an EMI

pulses to the dispenser(s) and magazine to dispense the

(HERO) gasket/breech plate. The payload modules can

programmed expendable. The sequencers also detect

hold up to 30 expendable cartridges which are loaded

magazine type, monitor the remaining inventories in the

and installed in the dispenser assemblies prior to the

magazines, and detect payload misfires. This informa-

mission.

tion is sent to the programmer via the SDL. Each se-

quencer also performs internal BIT. Sequencer NO. 1

controls the two dispensers (1 and 3) on the LH side of

The payload modules are capable of being loaded with

the aircraft, and sequencer NO. 2 controls two dispens-

3 types of expendables; XM211, XM212 and M206. They

ers (2 and 4) on the RH side of the aircraft.

use either the M796 or BBU-35/B cartridge.

4-1-14

TM 1-1520-240-10

4-1-24. Normal Operation.

1. Safety pin - Installed in AN/ALE-47 safety

switch, streamer visible.

2. Set DCDU switches as follows:

WARNING

a. JETTISON switch - Aft (switch guard

closed).

Keep all expendables impulse cartridges

(located inside the base of the expend-

b. MANUAL switch - 1, 2, 3, or 4 as re-

able), away from fire and high temperatu-

quired.

res. Each cartridge generates an extreme-

NOTE

ly high gas pressure and temperature if

accidentally fired. Impulse cartridges

The CMDS takes five seconds to warm up

must be handled with extreme care or inju-

when turned on. No dispensing is possible

ry to personnel could result.

during warm-up. The system performs BIT

during power-up and displays GO or NO-GO

Ensure safety pin with streamer is

with a momentary illumination of the DIS-

installed in the safety switch when the he-

PENSE READY advisory on the DCDU. The

licopter is parked to prevent accidental fir-

DCDU then displays the Operational Flight

ing of expendables, possibly resulting in

Program (OFP), followed by the Mission Data

injury to personnel. Remove safety pin

File (MDF) version number (#XXXX), then the

only to perform authorized tests or imme-

number of loaded expendables (flares) is dis-

diately before takeoff.

played.

The CMDS is capable of automatic or manual dispensing

c. MODE switch - STBY.

of expendables. Selecting SEMI or AUTO mode enables

d. O1, O2, CH, and FL inhibit switches -

automatic dispensing of expendables when the AN/

Off (Indicator light not illuminated).

ALQ-156 missile detection system senses a missile ap-

proaching and MWS switch on the DCDU is on. Expend-

e. RWR, JMR, and MWS inhibit switches

able cartridges are manually dispensed using the FLARE

- Off (Indicator light not illuminated).

DISP button on the pilot’s or copilot’s cyclic grip or by

f. AN/ALE-47 lighting control potentiome-

using any of the four hand-held crew dispense switches

ter (Misc. Control Panel) - Adjust

located in the cabin at station 200 and 400 BL47 left and

DCDU LED display illumination as re-

right. Dispensing of expendables is inhibited when the

quired.

aircraft has weight on the wheels (WOW); safety pin in

AN/ALE-47 safety switch; squib power circuit breakers

are pulled (out). CMDS operation is as follows:

WARNING

A countermeasure dispense may be initi-

ated if BIT is initiated with DCDU power on,

the safety pin removed from the safety

Jettison mode will dispense flares with

switch, the aircraft in a weight off wheels

mode switch in the OFF position if the

condition, and either squib power circuit

safety pin is removed from the safety

breaker in.

switch and landing gear proximity switch

indicates no ground contact or if the land-

3. Observe the following on the DCDU:

ing gear status panel’s landing gear

a. DISPENSE READY and NO-GO lights

switch is in bypass.

illuminate.

b. The four segments above each pay-

WARNING

load enable switch illuminate all pixels.

c. The following appears in the sixteen

Prior to turning on power to the system,

character display of the DCDU:

ensure that the safety pin is installed in the

(1) Current version of the OFP and

AN/ALE-47 safety switch to prevent the in-

MDF.

advertent dispensing of expendables.

NOTE

(2) CMDS pilot’s fault list (PFL), if a

fault has been detected.

The AN/ALQ-156 should be turned on and in

standby mode prior to applying power to the

(3) Payload inventory O1, O2, and FL

CDMS.

displays current inventory.

4-1-15

TM 1-1520-240-10

d. BIT checks and reports system status

CAUTION

in one pass if expendables are installed

in all four dispensers. If only one maga-

The DCDU MODE switch should be placed

zine is installed, BIT must be initiated

to OFF or STBY for takeoffs and landings.

each time the magazine is moved to a

Additional safeing of the system would in-

different dispenser, or a new magazine

clude inserting the safety pin in the safety

is installed.

switch located in the aft cabin at station

518 BL50L.

NOTE

1. AN/ALE-47 safety switch pin - Removed.

Faults detected during BIT are stored in the

DCDU programmer memory. NO-GO indi-

2. DCDU switches - Set as follows:

cates the system has detected a fault which

a. MODE - MAN, SEMI, or AUTO as re-

must be corrected prior to resuming CMDS

quired.

operation. Maintenance must be performed

to correct the fault prior to clearing the

b. MWS switch - ON (if AUTO dispense

memory.

of expendables is desired).

e. To clear a fault indication from memory

c. O1, O2, CH. and FL switches - ON. As

after maintenance has been per-

required (Indicator lights not illumi-

formed, momentarily press ENT/BIT

nated).

switch. If no other faults are identified,

NOTE

system inventory will be displayed.

Current programming enables AUTO and

MAN dispense of expendables while in SEMI

4-1-25. Flight Operations.

mode when MWS switch is ON.

d. To initiate flare dispense, after MODE

switch is set to MAN, SEMI, or AUTO,

press FLARE DISP switch on the pilot’s

or copilot’s cyclic grip or press any of

WARNING

the four hand-held crew dispense

switches located in the cabin at station

200 and 400 left and right.

Missions in a threat environment require

e. MANUAL switch - Set to any program

the AN/ALE-47 Countermeasure Dispens-

1 through 4, as required.

er System to loaded with Advanced In-

frared Counter-measures Munitions (AIR-

f. To dispense using manual program 6

CMM) flare combination. The dispenser is

(not selected o the DCDU), set MODE

divided into 3 zones and each zone is

switch to MAN; Manual switch in any

loaded with 10 of the same type flares. A

position; and press any of the four crew

correctly loaded dispenser will have an

dispense switches in the cabin at sta-

equal number of M206, XM211 and XM212

tion 200 and 400 left and right.

Aircraft Countermeasure Flares. This

combination provides optimal counter-

measure capability. Deviations from this

CAUTION

AIRCMM flare combination will signifi-

cantly reduce countermeasure capability

If jettison is attempted and no expend-

and increase aircrew vulnerability to In-

ables jettison, set JETTISON switch to

frared (IR) missile threats. Aircraft shall

OFF, and reset CMDS system by turning

not be flown into threat environments with

the DCDU MODE switch to OFF, then to

any combination of flares other than this

STBY, MAN, SEMI, or AUTO. Reattempt jet-

AIRCMM flare solution unless authorized

tison by setting JETTISON switch to ON.

by the unit commander. Failure to comply

3. Jettison is inhibited with safety pin installed

could result in death or injury to personnel

in safety switch.

or damage to equipment.

4. If an in-flight emergency is evident and pay-

Follow all procedures carefully. All coun-

load jettison is required: JETTISON switch

termeasure expendables can cause injury

- Raise switch guard, set switch to ON. All

and serious damage to equipment.

expendables should jettison.

4-1-16

TM 1-1520-240-10

4-1-26. CMDS Messages.

symbols that will always be displayed: Airspeed, Altitude

(MSL), Altitude (pitch and roll), and Engine Torque (s). An

Below is a list of messages appearing on the CMDS

adjust mode, during operation is used to adjust baromet-

display:

ric altitude, pitch and roll. If the HUD system loses operat-

ing power after adjustments have been made, the baro-

DISPLAY

MALFUNCTION

metric altitude, pitch and roll must be readjusted. The

OFP

MDF#

None

system self test is divided into power-up and operator

initialized built-in-test (BIT) and infight (BIT). The system

JETTISON ON

Jettison switch on

built-in test (BIT) is initialized during power-up or se-

PROFAIL GO BYP

Loss of programmer

lected by the operator. Part of the BIT is a periodic test

AUTOFAIL GO MAN

Not used

that is performed automatically along with normal system

operation. A failure of the SDC, pilot’s DU, or copilot’s DU

BUMP FAIL

Not used

will illuminate the CCU FAIL light and display a FAIL

AUTO DEG

Not used

message on the DU. When a fail message is displayed

PROGAFIL GO BYP

Loss of SDL

on the DU, the operator should acknowledge the failure

and rerun BIT to confirm the fault. 26-volt AC to operate

CDU FAIL GO BYP

DCDU failure

the HUD system is taken from the No. 1 INSTXFMR

CH ENAB SW FAIL

Loss of chaff inhibit

through the HUD REF circuit breaker on the No. 1 PDP

DC power for the system is taken from the ESSENTIAL

FL ENAB SW FAIL

Loss of flare inhibit

bus through the HUD SYS circuit breaker also on the No.

O1 ENAB SW FAIL

Loss of OTHER 1 inhibit

1 PDP.

O2 ENAB SW FAIL

Loss of OTHER 2 inhibit

RWR ENAB SW FAIL

Loss of RWR inhibit

4-1-28. Controls and Function, Converter Control

JETT FAIL

Loss of remote jettison switch

Unit. (fig. 4-1-8)

MAN FAIL CH PROG

Loss of DCDU PRGM switch

MAN FAIL1-4 FAIL

Loss of manual dispense

SEQ#

FAIL

Sequencer failure

CONTROLS/

FUNCTION

INDICATOR

SEQ#

INV DEG

Payload polling problem

SEQ#

BYP DEG

Bypass dispense problem

CPLT

Three position toggle switch

spring loaded to off. When

BRT/DIM Switch

SEQ#

JETT FAIL

Loss of bypass jettison

placed to BRT or DIM position

SEQ#

OP FAIL

Sequencer safety failure

momentarily, copilots display

will increase or decrease

brightness (when held,

4-1-27. Heads Up Display (AN/AVS-7) System.

displays will go full bright or

The Heads Up Display (HUD) System (fig. 4-1-8) serves

full dim).

as an aid to pilots using the AN/AVS -6 (ANVIS) during

DSPL POS D/U/

Copilot’s control for display

night flight operations. The system allows the pilot and

L/R

position down/up (outer

copilot to receive flight data without viewing the instru-

knob) and left/right (inner

ment panel. Instrument data is applied to the system,

knob).

processed for display, and superimposed over the AN-

VIS image. The set consists of the Converter Control Unit

MODE 1-4/DCLT

Three position toggle switch

(CCU) on the console, the Signal Data Converter (SDC)

spring loaded to off. Changes

on the avionics shelf, an inclinometer and air data trans-

the copilot’s primary mode

ducer both located on the avionics shelf, a HUD control

and/or primary mode’s

switch on the pilot’s/copilot’s THRUST CONT (control)

declutter display.

lever, and the Display Unit (DU), consisting of the Optical

PLT

Three position toggle switch

Unit (OU) and Power Supply Calibration Unit (PSCU).

spring loaded to off. When

The CCU selects pilot/copilot programming which allows

BRT/DIM Switch

placed to BRT or DIM

the pilot and copilot to select information for their respec-

position momentarily,

tive display modes from a master set of symbols. The

copilot’s display will increase

pilot and copilot can independently program up to eight

or decrease brightness

display modes, four normal and four declutter, which can

(when held, display will go

be selected for display. Declutter can be used when less

full bright or full dim).

symboling is needed. The declutter mode has four vital

4-1-17

TM 1-1520-240-10

CONTROLS/

FUNCTION

CONTROLS/

FUNCTION

INDICATOR

DSPL POS D/U/

Pilot’s control for display

ACK, used to acknowledge

L/R

position down/up (outer

displayed fault, completion of

knob) and left/right (inner

adjustment, or completion of

knob).

programming sequence. After

ACK is used to acknowledge

MODE 1-4/DCLT

Three position toggle switch

a fault, fault will not appear

Switch

spring-loaded to off. Changes

until BIT is selected or power

the pilot’s primary mode

is cycled off and on.

and/or primary mode’s

decluttered display. refer to

ALT/P/R DEC/INC

Thee position toggle switch

paragraph 4-1-36 for detailed

Switch

spring-loaded to off. Active

procedures.

when adjust mode is selected

to decrease/increase

ADJ/ON/OFF Switch

Three position switch. Selects

altitude/pitch/roll. When

adjust mode, enabling the

adjusting altitude (MSL)

INC/DEC switch to

momentary movement of

adjust,altitudes, pitch or roll.

DEC/INC switch will change

Turns power on/off to HUD

data in 5 ft increments. When

system.

DEC/INC switch is held for

FAIL Light

Illuminates to indicate a

one second, data will change

system failure.

in 10 ft increments. Pitch and

roll change in increments of 1

ON Light

Illuminates to indicate when

degree.

system is powered up.

PGM NXT/SEL

Thee position toggle switch

P-PGM/OP/CP-PGM

Three position switch. Selects

spring-loaded to off. Active

Switch

pilot program mode,

when program mode is

operational mode or copilot

selected. Operator can

program mode. Used with the

preprogram four normal

PGM NXT/SEL switch.

modes and four declutter

BIT/ACK Switch

Thee position toggle switch

modes. Operator selects

spring-loaded to off. Placed to

flashing symbol for display or

BIT momentarily, selects

goes to next symbol. Once

built-in-test. Placed to BIT

complete, operator toggles

position and held, changes

ACK switch to save

display to symbol generator

programmed display. To

test mode until switch is

program full display, use ACK

released. When placed to

after changing to new mode.

4-1-18

TM 1-1520-240-10

4-1-29. Controls and Function, Pilot/Copilot HUD

a. Pilot programming - Switch set to P-PGM.

Control (THRUST CONT LEVER). (fig. 4-1-8)

b. Copilot programming - Switch set to CP-PGM.

CONTROLS/

FUNCTION

c. Operation (flight mode) - Switch set to OP. (Ad-

INDICATOR

just - ADJ/ON/OFF switch to ADJ).

BRT/DIM

Allows pilot/copilot to control

brightness of their respective

4-1-31. Display Modes.

displays.

MODE/DCLT

Allows pilot/copilot to select

Symbology display modes are programmable by the pilot

respective display modes or

and copilot via the converter control unit located on the

declutter modes.

console. Modes are defined by selecting from a master

symbology menu (fig. 4-1-9). Up to eight (8) display

EYE SELECT

Selects the proper orientation

modes, four normal and four declutter can be pro-

of the symbology for left or

grammed for each user and can be selected for display

right eye viewing.

using the display mode selection switch on the pilot or

copilot thrust control lever or on the CCU. The default

4-1-30. Modes of Operation.

declutter mode has a minimum symbology display of:

There are two programming modes and one operational

Airspeed - No. 25

mode for the HUD system selected by the programming

Altitude (MSL) - No. 7

switch on the CCU. The adjust mode is a sub-mode

Attitude (pitch and roll) - Nos. 5, 6, 20, 26

under the operational mode.

Engine Torque(s) - No. 22, 23

Figure 4-1-9. CH-47D HUD Master Mode Symbology Display (Sheet 1 of 3)

4-1-20

TM 1-1520-240-10

No.

Symbol

Source

Range/Description

Angle of Pitch Scale

HUD System

"30_ (10_ units, tic marks flash when angle of pitch is

u"30_)

Bearing to Waypoint -

Doppler

0 - 359_ (cursor will invert “V” when aircraft is moving away

Pointer

from the waypoint)

Compass Reference

HUD System

0 - 359_ (10_ units)

Scale

Aircraft Heading Fix

HUD System

Fixed Reference Mark

Index

Angle of Roll - Pointer

Vertical Gyro, Co-

"30_ (right turn moves pointer to right, pointer flashes

pilot

u"30_)

Angle of Roll - Scale

HUD System

"30_ (10_ units)

Barometric Altitude

Air Data Trans-

-1500 to 20,000 feet (set during adjustment mode)

(MSl)

ducer

Adjust/Program Mode

HUD System

ADJ or PROG

Message

OK/FAIL

HUD System

OK or FAIL

Velocity Vector

Doppler

0 - 15 knots/15 kilometers, 0-359_

Rate of Climb Pointer

Air Data Trans-

"2000 feet-per-minute (used with vertical speed scale, No.

ducer

15)

Radar Altitude (AGL) -

Radar Altimeter,

0 - 1000 feet (0 - 200 feet, 1 foot units; 200 -1000 feet, 10

Numeric

Pilot

feet units; disappears above 999 feet, and reappears below

950 feet)

Minimum Altitude

Radar Altimeter,

Blinking square around symbol - No. 12, set on pilot’s radar

Warning

Pilot

altimeter (use low set index)

Radar Altitude (AGL)

Radar Altimeter,

0 - 200 feet (disappears at 250 feet, reappears at 225 feet;

Analog Bar

Pilot

digital readout symbol, No. 12)

AGL Vertical Speed -

HUD System

0 -200 feet/"2000 feet-per-minute

Scale

HUD Fail Message

HUD System

CPM, SDR, SDA, PS, PDU, CPDU, NAV, PGM; can be

cleared from the display by selecting “ACK” (See NOTE)

Trim (Slide Ball)

Inclinometer

"2 balls (left/right)

MST, MEM, HOOK

Master Caution

MST, MEM, HOOK; cannot be cleared from the display by

Messages

Panel

selecting “ACK”

NOTE: After ACK is used to acknowledge a fault, the fault will not reappear until BIT is selected or power is cycled

off and on.

Figure 4-1-9. CH-47D HUD Master Mode Symbology Display (Sheet 2 of 3)

Change 20

4-1-21

TM 1-1520-240-10

No.

Symbol

Source

Range/Description

Sensor, Fire Warnings Light Plate Ass’y

ATT (failure of copilot VGI), MSL, IAS, FIRE; ATT, MSL, and

Cockpit

IAS can be cleared from display by selecting “ACK” (See

NOTE). FIRE cannot be cleared.

Horizon Line (pitch,

Vertical Gyro, Co- Pitch: "30_

Roll: 0 - 359_

roll)

pilot

Display Mode Number HUD System

1N - 4N for normal modes, 1D - 4D for declutter modes

Torque Limits

Torque Transduc-

(> 100%, solid box)

(>123%, thresholds, solid box

flashes)

Torque - Numerics

Torque Transduc-

0 - 130% (flashes when engine torque separation is greater

than 5% threshold) Max % torque split between cockpit pan-

el and HUD is 3%

Ground Speed

Doppler

0 - 999 knots/ 0 -530 km/h (dependent on doppler)

Indicated Airspeed

Air Data Trans-

0 - 220 knots (no symbol 00 knots and below, reappears at

ducer

02 knots)

Attitude Reference In- HUD System

Represents helicopter

dicator

Engines Temperature Thermocouple

0 - 999_C (0 - 755_C, 2_units; 776_C - 999_C, 1_units) Max

Amplifiers

split between cockpit and HUD is "15_

Distance to Waypoint Doppler

0 - 999.9 km

Bearing to Waypoint - Doppler

0 - 359_

Numeric

NOTE: After ACK is used to acknowledge a fault, the fault will not reappear until BIT is selected or power is cycled

off and on.

Figure 4-1-9. CH-47D HUD Master Mode Symbology Display (Sheet 3 of 3)

4-1-32. Operation.

housing. Do not tighten OU clamp com-

pletely with thumbscrew at this time. The

4-1-33. Starting Procedure.

OU (display) may have to be rotated to hori-

zon after the system is operating.

1. ADJ/ON/OFF switch - OFF.

2. Optical unit support clamps - Installed on

ANVIS. Verify clamps can be rotated.

The helmet may now have to be rebalanced.

6. EYE SELECT switch on PSCU - L or R.

NOTE

Check surface of lense for cleanliness. Clean

WARNING

in accordance with TM 11-5855-300-10.

3. DU lens - Check.

CCU ADJ/ON/OFF switch must be OFF be-

fore connecting or disconnecting quick

release connector.

WARNING

Failure to remove the ANVIS neck cord

CAUTION

prior to operation of the HUD may prevent

The AN/AVS-7 system should not be used

egress from the aircraft in an emergency

if the quick-release connector is not in

and may result in serious injury or death.

working order.

4. ANVIS neck cord - Removed.

7. PSCU

- Connect. Connect PSCU to

5. Optical unit - Install on ANVIS. Attach Opti-

quick-release connector by rotating the

cal Unit (OU) to either ANVIS monocular

connector engagement ring.

4-1-22

TM 1-1520-240-10

3. BIT/ACK switch - Release.

CAUTION

Keep the protective caps on the ANVIS

4-1-35. Displayed System Faults.

whenever it is not in use. Operate the AN-

The system self test is divided into power-up or operator

VIS only under darkened conditions.

initialized built-in-test (BIT) and in-flight BIT. The faults

NOTE

result as warnings and messages that blink at a rate of

Ensure ANVIS operator procedures have

two per second in the Display Units.

been completed.

Part of the BIT is a periodic test that is performed auto-

8. P-PGM/OP/CP-PGM switch - OP.

matically along with normal system operation. This BIT

NOTE

monitors and/or tests SDC functions and/or signals. A

failure of the SDC, NAV signals, pilot’s DU, or copilot’s

The system ON and FAIL lights will not be

DU will illuminate the converter control FAIL light and

visible if the center console lights are turned

display a FAIl message CPM, SDR, SA, PS NAV, PDU or

off.

CPDU on the Display Unit. An ATT (gyro invalid), IAS

9. ADJ/ON/OFF switch - ON. SYS ON and

(indicated air speed out of range), or MSL (MSL altitude

FAIL lights illuminated and BIT will initiate

out of range) sensor failure warning message will be

automatically.

displayed when condition exists. ATT, IAS, MSL, NAV,

PDU, CPDU, and all SDC faults can be cleared by setting

10. FAIL light - Check. Light should go out

BIT/ACK switch to ACK.

after ten seconds. BIT is complete.

NOTE

The following helicopter status messages are also dis-

played.

Allow 1 minute for display warmup. Display

intensity is preset to low each time ADJ/ON/

1. The caption MST (first priority) indicates

OFF switch is set from OFF to On.

operation of the mater caution warning

If a fault is displayed in the DU, acknowledge fault and

lamp. This message will disappear during

re-run BIT to confirm fault. If the fault remains notify

the reset of the main warning lamp opera-

AVUM personnel.

tion.

11. BRT/DIM switch - As desired.

2. The caption MEM (second priority) indi-

12. DSPL POS control - As required. Center

cates that the doppler data is not updated.

display in field of view.

A previous computed data is available. This

message will appear simultaneously with

13. Display aligned to horizon - Check. Tight-

the MEM lamp on the doppler operating

en OU clamp.

panel.

4-1-34. Operator Self Test (BIT).

3. The caption HOOK (third priority) indicates

the selected cargo hook has been opened

1. BIT/ACK switch - Press to BIT and hold.

in the helicopter. The message will appear

The ON and FAIL LIGHT will illuminate. At

after the reset of the master caution warning

end of BIT, FAIL indicator will extinguish

light when any of the cargo hooks have

(lamp will not be visible when center con-

been opened.

sole lights are off).

2. Display Units(s) - Verify symbol generator

Setting BIT/ACK switch to ACK will not clear MST, MEM,

test mode software for CH-47 (figure 4-1-9).

HOOK status messages, or FIRE warning from the DU.

4-1-23

TM 1-1520-240-10

Figure 4-1-10. Symbol Generator Test Mode

4-1-36. Programming Procedures.

5. PGM SEL/NXT control - SEL to select

symbol. Selected symbol stops blinking. If

symbol is not desired, toggle switch to NXT

NOTE

and the symbol will disappear.

The programming procedure for the pilot and

copilot is identical except for the location of

NOTE

controls on the CCU.

All symbols have been programmed when the

1. Select mode to be programmed

(1N

“PROG” annunciator is the only symbol flash-

through 4N). The first mode that will appear

ing.

is “1N” (Normal Mode 1).

6. BIT/ACK switch - ACK. (Hold switch to

ACK for one second.)

2. P-PGM/CP-PGM/OPR switch - P-PGM or

CP-PGM.

7. ”OK” displayed - Check. (”OK” will be

displayed for two seconds.)

3. ”PROG” blinking in display - Check. Verify

that a complete set of symbology is dis-

NOTE

played and attitude reference symbol is

If programming is not accepted, “FAIL” will be

blinking. Verify “PGM” is displayed in the

displayed. If a fail message is displayed, at-

HUD FAIL message location for the DU not

tempt to reprogram the same mode, if fail re-

being programmed.

appears notify maintenance.

4. BIT/ACK switch - ACK to program the full

Declutter mode is recognized by flashing

display or go to step 5 and select desired

ground speed indicator in lieu of attitude refer-

symbols.

ence symbology.

4-1-24

TM 1-1520-240-10

8. MODE 1-4/DCLT switch

- DCLT (1D

4-1-38. In-flight Operation.

through 4D). The first DCLT mode that will

appear is “1D” (Declutter Mode 1).

WARNING

NOTE

Whenever the symbology displayed in the

If MODE 1-4/DCLT switch is toggled to DCLT

DU is suspected of being incorrect the pi-

a second time the display will cycle back to the

lot will compare the data with the aircraft

DCLT’s normal mode (1N-4N). The MODE

instrument indicator and take appropriate

1-4/DCLT switch must be set to MODE 1-4 to

action.

advance to another normal mode.

9. Repeat steps 4 through 7, for declutter.

WARNING

10. Mode 1-4/DCLT switch - As required.

Excessive brightness of the symbology

display may impair vision outside the

11. Repeat steps 4 through 10 until all desired

cockpit.

modes are programmed.

12. P-PGM/CP-PGM/OP switch - OP.

WARNING

Interruption of electrical power, such as

WARNING

change over from APU generator to NO. 1

and NO. 2 generators and vice versa, will

cause DU to default to minimum bright-

An improperly adjusted barometric altim-

ness and normal MODE 1N. Any adjust-

eter will result in an improperly set HUD

ments made to the barometric altitude,

barometric altitude display.

pitch and roll prior to flight will be lost,

thereby decreasing the accuracy of the

barometric altitude, pitch and roll.

NOTE

1. BRT/DIM switch - As desired.

Barometric altimeter set to the most current

NOTE

altimeter settings, field elevation.

Whenever the symbology is interfering with

4-1-37. Adjustment of Barometric Altitude, Pitch,

the outside visibility, declutter may be se-

and Roll.

lected to remove symbology.

2. MODE 1-4/DCLT switch - As required.

1. Ensure P-PGM/OP/CP-PGM switch is in

the OP position.

4-1-39. System Shutdown Procedure.

1. Set ADJ/ON/OFF switch -OFF.

2. ADJ/ON/OFF switch - Pull and set to ADJ.

2. Turn off ANVIS.

NOTE

WARNING

Changes to barometric altimeter settings will

require a corresponding change to the HUD

barometric altitude. Each 0.01 inch change in

CCU ADJ/ON/OFF switch must be OFF be-

pressure equals 10 feet.

fore connecting or disconnecting quick-

release connector.

3. ADJ blinking in display - Check.

4. INC/DEC switch - As required for BARO

WARNING

ALT.

5. BIT/ACK switch - ACK.

Do not disconnect DU by pulling on the

cable connected to the PSCU. The DU

6. Repeat steps 3 through 5 for pitch and roll.

could be damage or the cable may sepa-

rate from the PSCU creating an explosive

7. ADJ/ON/OFF switch - ON.

atmosphere hazard.

4-1-25

TM 1-1520-240-10

4-1-40. Emergency Egress.

WARNING

The quick-release feature allows you to exit quickly from

the aircraft in an emergency without:

Do not attempt to egress the aircraft with-

a. Damaging or turning the unit off.

out performing disconnect as this may re-

b. Getting tangled in cords.

sult in neck injury.

c. Being restrained in the cockpit by hardwired con-

nections.

d. Removing ANVIS.

CAUTION

It is up to the operator to determine the desired mode of

disconnect based upon his evaluation of the emergency

condition and whether or not the ANVIS goggles will be

Do not disconnect DU by pulling on the

needed following egress. The available means of discon-

cable. To do so may damage the DU.

nect are as follows.

e. Release the ANVIS goggles from the helmet.

3. Display Unit - Disconnect. Disconnect DU

by gasping the PSCU and rotating the

Disconnect the OU from the ANVIS goggles via

quick-release connector engagement ring

the thumbscrew.

and pull downward. Remove OU by loosen-

g. For routine disconnect, take hold of PSCU and

ing thumbscrew on OU and remove OU

rotate the quick-release connector engagement ring and

from the ANVIS and place into protective

pull downward.

storage case.

h. For emergency disconnect, take hold of PSCU

4. Reattach neck cord to ANVIS.

pull down.

4-1-26

TM 1-1520-240-10

SECTION II. ARMAMENT

4-2-1. Armament Subsystems

4-2-5. Mount Assembly Stops, Cams, Quick-Re-

lease Pin, and Shock Cord (M24).

The armament subsystems, (fig. 4-2-1) are the M24, and

M41 machine guns installed in the cabin door, cabin es-

The mount stops, cams, quick-release pin, and shock

cape hatch, (M24) and on the ramp (M41). The two flex-

cord have the following functions:

ible 7.62 mm machine guns (M60D) (fig. 4-2-2) are free

a. Maximum traverse (table 4-2-1) of the machine

pointing but limited in traverse, elevation, and depression

gun are controlled by stops on both sides of the cam on

by cam surfaces, stops on the pintles, and pintle posts of

the pintle post.

the left and right mount assemblies (fig. 4-2-3). Spent

cartridges are collected by an ejection control bag on the

b. Maximum elevation and depression are con-

right side of the machine gun, and an ammunition can is

trolled by cam surfaces on the pintle.

on the left side (fig. 4-2-4).

c. The quick-release pin (fig. 4-2-5 is attached by

4-2-2. Machine Gun.

cable to the mount bracket of the mount and fastens the

mount bracket to the rear bracket at the helicopter open-

The 7.62 machine gun (M60D) is a link-belt-fed gas-op-

ing.

erated air-cooled automatic weapon. Refer to TM

9-1005-224-10.

d. The shock cord (fig. 4-2-6) is fastened to the

mount bracket and to the machine gun when stowed.

4-2-3. Mount Assemblies (M24).

4-2-6. Operation - Armament Subsystem M24.

The mount assemblies (fig. 4-2-5) are installed on

mounting brackets fastened inside the helicopter and

Operate the ARMAMENT SUBSYSTEM M24 as de-

secured with mounting pins.

scribed in the following paragraphs.

4-2-4. Machine Gun Controls.

4-2-7. Preflight Checks.

For information on the operation and maintenance of the

The preflight check consists of the following:

M24 and M42 machine gun systems, refer to TM

9-1005-224-10 and 9-1005-262-13.

1. Machine Gun M60D - Check to make sure

that gun is thoroughly cleaned and lubri-

cated, operable, and secured on the pintle

WARNING

with the quick-release pin (fig. 4-2-9).

2. Ejection control bag (fig. 4-2-7) - Installed

To prevent injury to personnel, the cock-

and securely latched.

ing handle must be returned to the forward

or locked position before firing.

3. Ammunition can (fig. 4-2-8) - Installed on

machine gun and loaded.

4. Safety - Push button to safe (S) position,

WARNING

aim at clear area, and try to fire the un-

loaded machine gun.

Pressing the trigger to release the bolt ac-

complishes feeding and releasing of the

5. Mount - Secured and checked for free

firing mechanism. Unless firing is in-

pintle movement.

tended, make sure the machine gun is

cleared of cartridges before pressing the

6. Extra ammunition boxes

- Properly

trigger.

stowed.

4-2-8. Before Takeoff Check.

CAUTION

1. Check the weapon safety is on - (S) posi-

tion.

To prevent damage to the cartridge tray

when no ammunition is in the machine

2. Inspect the chamber to be sure it is clear.

gun, retard the forward force of the re-

leased bolt by manually restraining for-

3. Close the cover and secure the machine

ward movement of the cocking handle.

gun in stowed position.

4-2-1

TM 1-1520-240-10

single cartridges or short bursts can be fired. The trigger

3. After Firing Operation.

must be completely released for each shot to fire single

cartridges or to interrupt firing. When the ammunition is

a. Ensure the bolt is locked to the rear and

exhausted, the last link will remain in the cartridge tray.

the weapon is placed on safe. Open the

Remove the link and the end plug by hand after the cover

feed tray cover and remove any rounds,

is opened for loading.

links or end plug. Point the weapon sys-

tem in a safe direction. Close the feed

tray cover. Place the weapon in FIRE

CAUTION

and ride bolt forward.

Do not fire the M24 machine guns unless

b. Retract the bolt by pulling the handle

the ejection control bags are installed.

fully rearward until the sear engages

Failure to install the bags before firing the

and then push the handle to forward

machine guns could cause the brass and

position. Move the cover latch rearward

links to be ejected overboard and ingested

to the horizontal position and then raise

into the engines if engine screens are re-

the cover. Remove the linked car-

moved.

tridges.

c. Inspect the chamber to be sure it is

CAUTION

clear.

The M24 machine guns are not to be fired

d. Close the cover and secure the ma-

unless the RRPM is at minimum beep or

chine gun in stowed position.

higher.

4-2-5

TM 1-1520-240-10

NOTE

If the bracket must be installed, be sure to center it along

the rear edge of the loading ramp.

4-2-13. Mount Assembly Stops, Cams, Quick-Re-

lease Pin, and Elastic Cord (M41).

The mount stops, cams, quick-release pin, and elastic

cord have the following functions:

a. Maximum traverse, elevation, and depression of

the machine gun M60D are controlled by cam surfaces

and stops on the pintle and the pintle post (table 4-2-3).

b. The quick-release pin, attached by cable to the

rear of the mount, secures the mount to the ramp (fig.

4-2-10).

c. The elastic cord is fastened to the mount and the

machine gun when holding it in a stowed position.

Table 4-2-3. Armament Subsystem M41 Data

Effective range

1100 meters (max)

Rate of fire

550-650 rnds per min.

Length, overall

44.875 in.

Sighting

Aircraft ring and post type

Total traversing capability

94_

Figure 4-2-10. M41 Mount - Installed on Ramp

Elevation

12_30’

Depression

69_

4-2-12. Mount Assembly (M41).

4-2-14. Operation - Armament Subsystem M41

The mount is positioned on the lugs of the ramp bracket

Operation of the armament subsystem M41 is the same

and is secured with a quick-release pin (fig. 4-2-10).

as operation of the M24.

4-2-11/(4-2-12 blank)

TM 1-1520-240-10

SECTION III. CARGO HANDLING SYSTEMS

4-3-1. Winch/Hoist System.

NOTE

A 3,000-pound-capacity hydraulically operated winch

The cable cutter arming devise must be

(fig. 4-3-1) is mounted on the floor in the right forward

plugged into the receptacle on the auxiliary

cabin at sta 120. Hydraulic power to operate the winch is

control panel at sta 95 (fig. 4-3-4) and the

supplied by the utility hydraulic system. The winch (fig.

cable speed selector lever must be at CAR-

4-3-2) has 150 feet of usable 1/4 inch cable. It is capable

GO to complete the winch control circuit for

of winching up to 12,000 pounds of cargo with the aid of

cargo operations. The cable cutter arming de-

pulley blocks. When used in hoisting mode (fig. 4-3-9),

the load is limited to 600 pounds. The winch has two

vise must be plugged into the receptacle on

maximum reeling speeds: one for cargo loading (20 fpm)

the overhead above the utility hatch (fig.

and one for hoisting (100 fpm). When the winch is used

4-3-6) and the cable speed selector lever

for cargo loading, a selector control lever on the cable

must be at RESCUE to complete the hoist

drum housing is moved to CARGO. When the winch is

control circuit for hoisting operations.

used for hoisting the selector control lever is moved to

a. Winch control switched (overhead switch pan-

RESCUE. A mechanical braking devise automatically

el).

locks the cable drum when power is off, preventing loss

of load control through cable payout. If the winch cable

load exceeds 3,200 pounds, an overload switch will au-

(1)

Hoist master switch. A toggle hoist master

tomatically stop the winch. The free end of the winch

switch is on the hoist control panel (fig. 4-3-3). The switch

cable is equipped with a metal ball which locks into one

(labeled HOIST MSTR) has positions marked REMOTE,

end of the quick-disconnect devise that is used to attach

OFF, and PLT. When the switch is at REMOTE, electrical

hooks to the cable. Both ends of the cable are painted red

power from the 28-volt No. 1 DC bus, through the HOIST

for 20 feet to alert the operator that the cable end is

CONT circuit breaker, energizes the winch arming switch

approaching. In CARGO mode, the winch will automati-

on the winch/hoist control grip. Once this switch is

cally stop when the cable is reeled out 150 feet, and at

pressed, the winch cable switch, also on the grip, is ener-

3 feet when the cable is reeled in. In RESCUE mode, the

gized, allowing the winch reeling speed to be controlled

winch will stop when the cable is reeled out 150 feet and

at the hoist operator’s station. When the master switch is

at 28.5 feet when the cable is reeled in.

at PLT, electrical power energizes the hoist control switch

on the overhead switch panel, which gives the pilot con-

4-3-2. Winch Controls.

trol of the hoisting system. When the switch is at OFF,

The winch can be controlled from the cockpit by switches

power is removed from the hoist control switches at both

on the overhead switch panel (fig. 4-3-3) or from the

stations.

cargo compartment by switches on the winch/hoist con-

trol grip. The switches in the cockpit override the

switches on the control grip, enabling the pilot to assume

(2)

Hoist control switch. A spring-loaded, rheo-

control of the hoisting operations in an emergency. When

stat-type switch is provided for hoist control and is on the

operating from the cargo compartment, the winch-hoist

hoist control panel. The switch (labeled HOIST) has posi-

control grip can be plugged into a receptacle on the auxil-

tions marked OFF, IN, and OUT. When the hoist master

iary control panel (fig. 4-3-4) at sta 95, the hoist operators

switch is at PLT, electrical power, from the 28-volt No. 1

panel at sta 320 (fig. 4-3-8), or the receptacle at sta 502

DC bus through the HOIST CONT circuit breaker, ener-

(fig. 4-3-5) by an extension cord. The winch can also be

gizes the hoist control switch. Then the switch is moved

manually operated from the cabin. These controls are for

to IN or OUT, the hoist brake release solenoid valve is

emergency use only. The controls are mounted on the

energized open. The open valve applies hydraulic pres-

structure in the heater compartment. Instructions for

sure through the hoist control valve to the winch to turn

manual operation of the winch are on the structure above

the cable drum in the appropriate direction. The speed of

the control valves and instructions in this section. Electri-

the cable is proportional to hoist control switch move-

cal power to operate and control the winch is supplied by

ment. When the switch is released, the switch assumes

the 28-volt No. 1 DC bus through two circuit breakers on

the center OFF position. In addition, the brake release

the No. 1 PDP. These two circuit breakers are marked

solenoid valve is deenergized closed, which removes

HOIST CABLE CUTTER and HOIST CONT.

hydraulic pressure to brake the cable drum.

4-3-1

TM 1-1520-240-10

(3)

Cable cutter switch. A cable cutter switch is

(2)

Winch cable switch. Winch cable reeling is

on the left side of the hoist control panel. The guarded

controlled by a rotary switch on the left side if the control

switch (labeled CABLE CUT) has positions marked ON

grip. Action markings around the switch are IN, OFF, and

and OFF. When the switch is at ON, electrical power from

OUT. The switch is spring-loaded to center OFF position.

the 28-volt No. 1 DC bus, through the CABLE CUTTER

When the switch is moved to IN or OUT, a selector valve

circuit breaker, detonates a ballistic cartridge in the cable

in the winch hydraulic system is electrically actuated,

cutter which cuts the cable. When the switch is at OFF,

providing hydraulic pressure to turn the cable drum. The

the cable cutter circuit is deenergized.

speed of the cable is proportional to cable switch move-

ment in either direction.

b. Winch control switches (fig. 4-3-7). A portable

pistol-shaped control grip contains a built-in microphone

(3)

Cable cutter switch. A push button switch on

switch and a number of other switches used in hoisting,

the upper shoulder of the control grip actuates the cable

winching, and cargo hook operations. A receptacle for

cutter. A metal guard marked CABLE CUTTER prevents

plugging in the extension cord is in the butt end of the

accidental closing of the switch. When pressed, the

grip. A hook extending from the side of the grip is used

switch closes a circuit, providing electrical current to fire

to hang the grip in its stowed position on the hoist control

a ballistic cartridge in the cable cutter. The firing propels

panel. The switches contained in the grip are as follows:

a cutter which cuts the cable.

(1)

Winch arming switch. The winch is armed

(4)

A cargo hook release switch.

for use by a trigger-type, spring-loaded switch. When the

switch is pressed, a circuit closes, arming the control

(5)

Microphone switch.

circuits of the winch hydraulic motor. When the switch is

released, the circuit opens, rendering the winch inoper-

able

CAUTION

NOTE

When using the microphone switch on the

The winch arming switch must be pressed to

hoist control grip, be careful not to press

operate the winch.

the cargo hook switch.

4-3-2

TM 1-1520-240-10

a. Control settings and electrical connections for

operating the winch in the cargo mode from the cockpit

are as follows:

(1)

Cable speed selector lever on the winch -

CARGO.

(2)

Cable cutter arming device (or adapter

cable, pig-tail) - Plugged into the auxiliary control panel,

in the heater compartment at sta 95.

(3)

Hoist master switch on the cockpit overhead

panel - PLT.

(4)

Hoist control switch on the cockpit overhead

panel - OUT, OFF, or IN as required to control direction

and speed of cable.

b. Control settings and electrical connections for

operating the winch in the cargo mode from the cargo

compartment are as follows.

(1)

Cable speed selector lever on the winch -

CARGO.

(2)

Cable cutter arming device (or adapter

cable, pig-tail) - Plugged into the auxiliary control panel,

Figure 4-3-7. Winch/Hoist Control Grip

in the heater compartment at sta 95.

(3)

Hoist master switch on the cockpit overhead

panel - REMOTE.

(4)

Winch/hoist control grip - Plugged into ei-

ther the auxiliary control panel in the heater compart-

ment, sta 95, the hoist control panel, right side sta 320,

or the receptacle, left side sta 502.

(5)

Winch arming switch on the winch/hoist con-

trol grip - Depress.

(6)

Winch cable switch on the winch/hoist con-

trol grip - OUT, OFF, or IN as required to control direc-

tion and speed of the winch cable.

c. Control settings and electrical connections for

operating the winch in the rescue mode from the cockpit

are as follows:

(1)

Cable speed selector lever on the winch -

RESCUE.

(2)

Cable cutter arming device - Plugged into

the overhead receptacle above the rescue hatch.

(3)

Hoist master switch on the cockpit overhead

panel - PLT.

Figure 4-3-8. Hoist Operators Panel (Station 320)

(4)

Hoist cable switch on the cockpit overhead

panel - OUT, OFF, or IN as required to control the direc-

tion and speed of the winch cable.

d. Control settings and electrical connections for

4-3-3. Winch Operation.

operating the winch in the rescue mode from the cargo

With hydraulic and electrical power available, the winch

compartment are as follows:

can be operated from the cockpit or from the cargo

(1)

Cable speed selector lever on the winch -

compartment, in either the cargo mode (for winching car-

RESCUE.

go into the cargo compartment via the ramp) or in the

rescue mode (for rescue or hoisting small cargo through

(2)

Cable cutter arming device - Plugged into

the rescue hatch).

the overhead receptacle above the rescue hatch.

4-3-7

TM 1-1520-240-10

(3)

Hoist master switch on the cockpit overhead

WARNING

panel - REMOTE.

(4)

Winch/hoist control grip - Plugged into the

receptacle on the hoist control panel, right side sta 320.

Personnel not required for the winching

operation must remain well clear of the

(5)

Winch arming switch on the winch/hoist con-

winch cable to prevent possible injury

trol grip - Depress.

should the cable break.

(6)

Winch cable switch on the winch/hoist con-

trol grip - OUT, OFF, or IN as required to control direc-

tion and speed of the winch cable.

CAUTION

e. Rigging and operating procedures for use of the

winch in the cargo mode are as follows:

Slack must removed from the cable train

(1)

Using the hoist control switch on the cockpit

before applying the full load to the winch

overhead panel or on the winch/hoist control grip - reel

system to prevent shock and overload of

out the winch cable as required for rigging. As the cable

the system.

is being reeled out, a crewman should maintain tension

on the cable to avoid snarling and kinking. After the cable

(5)

Reel the cable in slowly until all the slack in

is extended, the usable cable length will be checked to

the cable is removed. Then winch the load into the cargo

ensure that the cable is free of any broken strands or

compartment to the desired position.

definite bends that may reduce the cable capability.

CAUTION

WARNING

Do not exceed 3,000 pounds single line

pull. Overload will result in the winch over-

load switch actuating to stop the winch.

Chock vehicles and wheeled cargo before

disengaging cable hook. Injuries to per-

(2)

Remove the pulley from the pulley blocks by

sonnel can result from uncontrolled roll-

removing the quick-release pins. Reeve the cable

ing of the load.

through pulley as required to provide the required pull

and angle of entry (fig. 4-3-9 Sheet 1 of 2) for rigging

(6)

Reel out the cable slowly to provide slack in

configurations for various loads. Install the pulley blocks

the cable. The hook can either be left attached to the load

and secure them with the quick-release pins.

or disconnected. If the hook is disconnected, it should be

attached to a tiedown fitting to prevent in-flight vibrations

damage to the cargo floor.

WARNING

Rigging and operating procedures for use of the

The cable quick-disconnect cover guard

winch in the rescue mode as follows:

must be installed during all cargo opera-

tions. Otherwise, the hook assembly can

NOTE

be inadvertently disconnected from the

The cargo hook assembly must be removed

winch cable which can result in serious

from the rescue hatch.

injury to personnel.

(1)

Using the hoist control switch on either the

(3)

Attach the winch cable to the cable hook

cockpit overhead panel or on the winch/hoist control grip,

assembly by depressing the lock rings on each end of the

reel out the winch cable as required for rigging. As the

quick-disconnect device, inserting the ball ends of the

cable is being reeled out, a crewman should maintain

winch and hook assembly cables into the quick-discon-

tension on the cable to avoid snarling and kinking. After

nect device and releasing the lock rings. Install the quick-

the cable is extended, the usable cable length will be

disconnect cover guard.

checked to ensure that the cable is free of broken strands

(4)

Attach the winch cable to the load.

or definite bends that may reduce the cable capability.

4-3-8

OPERATOR’S MANUAL FOR ARMY CH-47D HELICOPTER (EIC: RCD, 2003) - page 5