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

TM 1-1520-240-10

CHAPTER 8

NORMAL PROCEDURES

SECTION I. MISSION PLANNING

8-1-1. Mission Planning.

6. Ensures the helicopter is clear during all start-

ing procedures and informs the pilot of any objects which

Mission planning begins when the mission is assigned

would pose a hazard to the helicopter during all phases

and extends to the preflight check of the helicopter. It

of ground operation.

includes, but is not limited to, checks of operating limits

and restrictions, weight/balance and loading, perfor-

7. Visually inspects engine and ramp area for

mance, publications, flight plan, and crew briefings. The

proper operation.

pilot in command shall ensure compliance with the con-

8. Remove chocks and closes ramp door when

tents of this manual that are applicable to the mission.

called for by the pilot.

9. Observes and gives clearance to pilots during

8-1-2. Aviation Life Support Equipment (ALSE).

taxi and hover operation. Reports any object or condition

All aviation life support equipment required for mission,

which would pose a hazard to the helicopter. When the

e.g., helmets, gloves, survival vests, survival kits, etc.

helicopter is being taxied in obstructed areas, the flight

shall be checked.

engineer or other crewmembers may be required to act

as taxi director or blade watchers. Taxi directors and

8-1-3. Crew Duties/Responsibilities.

blade watchers must be familiar with CH-47 ground turn-

ing characteristics. (fig. 2-1-2 and FO-1)

The minimum crew required to fly the helicopter is a pilot,

10. Perform check of ramp area and MAINTE-

copilot, and a flight engineer. Additional crewmembers,

NANCE PANEL every 30 minutes of flight.

as required, may be added at the discretion of the com-

mander. The manner in which each crewmember per-

8-1-4. Crew Briefing.

forms his related duties is the responsibility of the pilot in

command.

A crew briefing shall be conducted to ensure a thorough

understanding of individual and team responsibilities.

a. Pilot. The pilot in command is responsible for all

The briefing should include, but not be limited to, copilot,

aspects of the mission planning, preflight, and operation

mission equipment operator, and ground crew responsi-

of the helicopter. He will assign duties and functions to all

bilities and the coordination necessary to complete the

other crew members as required. Prior to or during pre-

mission in the most efficient manner. A review of visual

flight, the pilot in command ensure the crew is briefed on

signals is desirable when ground guides do not have a

the mission, performance data, monitoring of instru-

direct voice communications link with the crew

ments, communications, emergency procedures, and

armament procedures.

8-1-5. Passenger Briefing.

b. Copilot. The copilot must be familiar with the pi-

The following is a guide that should be used in accom-

lot’s duties and the duties of the other crew positions. The

plishing required passenger briefings. Items that do not

copilot will assist the pilot as directed.

pertain to a specific mission may be omitted.

a. Crew Introduction.

c. Flight Engineer. The flight engineer will perform all

duties as assigned by the pilot in addition to the following

b. Equipment.

specific duties.

1. Personal to include ID tags.

1. Performs or coordinates maintenance, servic-

2. Professional.

ing, inspection, loading, and security of the helicopter.

3. Survival.

2. Checks that log book is current and correct.

c. Flight Data.

3. Accompanies the pilot during preflight inspec-

tion; performs the inspection with the pilot.

1. Route

2. Altitude.

4. Checks the security of each area inspected.

3. Time en Route.

5. Assists in seating and securing passengers;

checks load security.

4. Weather.

8-1-1

TM 1-1520-240-10

SECTION II. OPERATING PROCEDURES AND MANEUVERS

8-2-1. Operating Procedures And Maneuvers.

8-2-4. Checklist.

Normal procedures are given primarily in checklist form

This section deals with normal procedures and includes

and amplified as necessary in accompanying paragraph

form when a detailed description of a procedure or ma-

all steps necessary to ensure safe and efficient operation

neuver is required. A condensed version of the amplified

of the helicopter from the time a preflight begins until the

checklist, omitting all explanatory text, is contained in the

flight is completed and the helicopter is parked and secu-

Operators and Crewmembers Checklist, TM

red. Unique feel, characteristics, and reaction of the heli-

1-1520-240-CL.

copter during various phases of operation and the tech-

niques and procedures used for hovering, takeoff, climb,

8-2-5. Preflight Check.

etc., are described, including precautions to be obser-

The pilot’s walk-around and interior checks are outlined

ved. Your flying experience is recognized; therefore, ba-

in the following procedures. The preflight check is not

sic flight principles are avoided. Only the duties of the

intended to be a detailed mechanical inspection. The

minimum crew necessary for the actual operation of the

steps that are essential for safe helicopter operation are

helicopter are included.

included. The preflight may be made as comprehensive

as conditions warrant at the discretion of the pilot.

8-2-2. Mission Equipment Checks.

8-2-6. Before Exterior Check.

* 1. Publications-Check DA Forms 2408-12,

-13-1, -14, -18, DD Form 365-4, and DD

Mission equipment checks are contained in Chapter 4,

Form 1896, locally required forms and pub-

MISSION EQUIPMENT. Descriptions of functions, opera-

lications, and availability of operator’s

tions, and effects of controls are covered in Section III,

manual (-10), and checklist (-CL).

FLIGHT CHARACTERISTICS, and are repeated in this

section only when required for emphasis. Checks that

* 2. Ignition lock switch - On.

must be performed under adverse environmental condi-

712 EMERGENCY POWER panel -

tions, such as desert and cold weather operations, sup-

Check trip indicators and timers.

plement normal procedures checks in this section and are

covered in Section IV, ADVERSE ENVIRONMENTAL

712 Topping stops - Check stowed.

CONDITIONS.

5. Cockpit area - Check as follows:

a. General condition.

8-2-3. Symbols Definitions.

b. Fire extinguisher - Check seal intact,

DD Form 1574/1574-1, and security.

The checklist includes items that may be checked by the

c. Jettisonable door release handles/

flight engineer and that may or may not be installed. These

latches.

items are annotated immediately preceding the check to

which they are pertinent: F for flight engineer, and O to

CAUTION

indicate a requirement if the equipment is installed. The

symbol L indicates that a detailed procedure for the step

Aircrew members are not to place flight

is located in the detailed procedures section of the con-

helmets or anything on the left and right

densed checklist. When a helicopter is flown on a mission

jettison cockpit door handles. This can

requiring intermediate stops, it is not necessary to perform

cause premature jettison of the doors.

all of the normal checks. The steps that are essential for

(1) Jettisonable door release handles

safe helicopter operations on intermediate stops are des-

- Check that the top and bottom

ignated as “through flight” checks. An asterisk* indi-

latches engage the door supports,

cates that performance of steps is mandatory for all

locking devices removed.

“through-flights” when there has been no change in pi-

lot-in-command. The asterisk applies only to checks per-

(2) Jettisonable door latches - Check

formed prior to takeoff. Duties performed by individual in

through door latch plate inspection

copilot station are indicated by a circle around the step

holes (upper and lower) that door

latches are centered in the latch

number, i.e.,Ã. Step numbers with no circles around them

plate detents.

may be performed by the aviator in either pilot or copilot’s

seat.

d. Sliding windows.

8-2-1

TM 1-1520-240-10

* 6. Forward transmission - Check oil level, filter

CAUTION

button, and oil cooler condition.

Do not lift or rotate the center cargo hook

* 7. Forward transmission oil cooler inlet -

into the cabin area or allow the mid hook to

Check for obstructions.

lay on the cargo floor or access door panel

8. Fuel sample - Check before first flight of the

during inspection or use. The excessive ten-

day.

sion placed on the triple emergency release

cable housing assembly may partially dis-

8-2-7. Interior Check.

lodge the housing and engage or activate the

forward and aft hook emergency release me-

chanism. This may cause an inadvertent re-

8-2-8. Forward Cabin.

lease of loaded forward and aft hook assem-

Flight control closet - Check ILCA actuators

blies in flight.

for extended jam buttons and thrust idler as-

12. Forward, center and aft cargo hook release

semblies for bent cracked arms. Check ILCA

lever - Check for security and stowed.

connecting link for cracks or displaced bear-

ings.

13.

714A DECU - Check Condition.

O 14. EAPS Control Boxes - Check condition

Heater compartment - Check security of

and security.

components and winch.

O 15. ERFS installed - Check the following:

Emergency escape axe - Check condition

and security.

a. All fuel manifold lines, electrical lines,

grounding cables, and vent lines to en-

Cabin door - Check condition and security.

sure that they are properly secured and

connected.

Avionics equipment - Check security of

b. Fuel manifold lines and tiedown straps

components and connections. Determine

for chafing. Tank tiedown straps for secu-

whether both pilots displacement gyros are

rity.

installed.

c. Ensure ERFS tanks are properly fueled,

Fire extinguisher - Check seal intact, DD

580 GALLONS MAXIMUM PER TANK.

Form 1574/1574-1, and security.

d. ERFS tanks for leakage.

Cabin escape panel - Check condition and

LO 16. ERFS II installed - For each installed

security.

ERFS II tank assembly check the following:

Transformer-rectifier air intake screens -

a. Tank Restraint Assembly - Check loca-

Check both clear. A transformer-rectifier may

tion and security.

fail if rags or other items stowed behind troop

seats block the air intakes.

b. Cavity Overboard Drain - Check con-

nection and security of drain in use.

Seats, litters, first aid kits, cargo and jettison-

Check drain not in use capped.

able cabin windows - Check condition and

c. Grounding Cable - Check connection

security.

10.

Utility hatch door and lower rescue door -

d. Vent Hose Assembly - Check connec-

Check condition and position as required.

tion security. Ensure dust cover is secure

on retention strap and connection to dust

11.

Center cargo hook - Check condition and

cap stowage connector.

position as required. Check 2,000 - 2,100 psi

charge, manual release mechanisms

O e. Fuel Transfer Hose Assembly - Check

stowed, manual release mechanism for prop-

connection security; all Unisex valves

er cam position and latched.

OPEN.

8-2-2

TM 1-1520-240-10

(7) PUMP switches - OFF on TANK 1,

CAUTION

TANK 2, and TANK 3.

(8) PRESS LOW lights three (3) each -

Failure to close the Unisex valves at the

Press to test (Aircraft power must be

ERFS II tank end of the single point pres-

on to illuminate).

sure refueling hose assembly could allow

suctioning of fuel from the helicopter main

(9) REFUEL VALVE - Check CLOSE.

fuel tanks during FARE operations.

(10) PANEL illumination switch/rheostat

O f. Single Point Pressure Refueling Hose

- OFF.

Assembly - Check connection security;

Unisex valve at ERFS II Tank CLOSE.

(11) FUEL QUANTITY switch - Set to 1,

2, 3, and TOTAL to check fuel quan-

g. Electrical Harness - Check connection

tity in each tank (Aircraft power must

security of J1.

be on to illuminate).

h. Fuel Quantity Sensing Wiring Harness

8-2-9. Aft Cabin.

- Check connection security of J2.

Ramp - Check.

i. Fuel/Defuel Vent Valve - Check in the

Engine fire extinguisher bottles - Check.

CLOSED position.

POWER STEERING MODULE - Check

WARNING

pressure 2500 to 3500 psi.

714A P3 drain - Check

Failure to remove water and contaminants

from the ERFS II tank sump could result in

FUEL VALVE #2 ENGINE - Check OPEN.

contaminants being transferred to the

FUEL VALVE CROSSFEED (right)

helicopter fuel tanks or other aircraft or

CLOSED.

equipment during FARE operations. If wa-

ter and contaminants are not removed, a

HYD SYS FILL module - Check condition,

loss of engine power may result.

fluid level, cover secure, and valve closed.

j. ERFS II Tank Sump Fuel Sample -

* 8.

APU start accumulators - Check pressures.

Check before first flight of the day.

If pressure is less than 3,000 psi, pressurize

the system with the hand pump before at-

k. Filler Cap - Check in place, closed, and

tempting to start the APU.

locked.

* 9.

MAINTENANCE PANEL - Check for tripped

l. ERFS II FUEL CONTROL PANEL -

BITE indicators and hydraulic fluid levels.

Check or set as follows:

O 10. AFT POS LIGHT switch - Set as required.

(1) Electrical Harness-Helicopter Re-

O 11.

PWR MDL CHIP BURN-OFF - Check for

ceptacles to Fuel Control Panel -

condition and security.

Check connection security of J5.

* 12.

Aft transmission - Check as follows:

(2) Electrical Harness-Fuel Control

Panel to Tank Assembly - Check

a. Oil level.

connection security of J1, J2, and J3.

b. Filter button.

(3) Wiring Harness-Fuel Quantity Sens-

c. Oil cooler.

ing - Check connection security of

J4.

d. Secure doors.

(4) PUMP AC circuit breaker six (6)

13.

APU - Check.

each - Check in reset position on

14.

EMERGENCY APU FLUID SHUT OFF

TANK 1, TANK 2, and TANK 3 (if

VALVE - Check OPEN.

installed).

15.

COMPASS FLUX VALVE - Check.

(5) PANEL POWER circuit breaker -

Check in reset position.

16.

FUEL VALVE CROSSFEED (left) - Check

CLOSED.

(6) PANEL LIGHTING circuit breaker -

Check in reset position.

17.

FUEL VALVE #1 ENGINE - Check OPEN.

8-2-3

TM 1-1520-240-10

18.

714A P3 Drain - Check.

5. Forward landing gear area - Check condition

and security of all components as follows:

19. Fire extinguisher - Check seal intact, DD

a. Tire.

Form 1574/1574-1 and security.

b. Shock strut for extension.

O 20. AN/ALE-47 Safety switch - Safety pin with

streamer installed.

c. Brakes.

d. Fluid lines.

8-2-10. Exterior Check.

6. Pressure refueling control panel - Check as

8-2-11. Aft Cabin.

follows:

1. Position light - Check condition.

a. PWR and LT switches at OFF.

2. Right aft landing gear area - Check condition

b. Refueling receptacle cover installed and

and security of all components as follows:

secured.

a. Gear support structure.

c. Landing gear and pressure refueling pan-

el cover closed and secure.

b. Tire.

7. Static port - Check unobstructed.

c. Shock strut extension and static lock

stowed.

8. Right electrical compartment - Check con-

dition and security.

d. Power steering actuator and brakes.

8-2-13. Forward Cabin.

e. Fluid lines.

1. Heater intake, exhaust, and combustor drain

f. Electrical wiring.

- Check.

g. Ground proximity switch and linkage.

2. Pilot’s jettisonable door - Check.

h. Swivel lock.

3. Pilot’s pedal area - Check.

3. Vent and fluid drain lines - Check unob-

4. Right AFCS yaw ports - Check.

structed.

5. Pitot tubes - Check.

8-2-12. Right Cabin.

6. Antennas - Check.

NOTE

7. Searchlights - Check.

Do not pull the EAPS forward for preflight in-

8. Windshield and wipers - Check.

spection.

9. Left AFCS yaw ports - Check.

1. NO. 2 Engine.

10. Copilot’s pedal area - Check.

a. Inlet for foreign objects. Check condi-

tion and security of FOD screens.

11. Copilot’s jettisonable door - Check.

O b. EAPS - Check general condition,

8-2-14. Left Cabin.

check vortex tubes for erosion and da-

mage. Check seals for condition and

1. Fuselage

- Check as other items are

damage. Check rail and slide mecha-

checked.

nisms. Inspect blower fan blades dam-

2. Left electrical compartment - Check.

age and erosion.

3. Forward landing gear area - Check condition

c. Check fuel, oil, hydraulic, electrical, (O)

and security of all components as follows:

wash kit, and drain lines connections

and leaks.

a. Tire.

b. Shock strut for extension.

d. Cowling for security.

c. Brakes.

2. Fuselage

- Check as other items are

checked.

d. Fluid lines.

* 3. Fuel system - Check as required, caps se-

e. ERFS II refuel valve.

cured.

4. Forward and aft cargo hooks - Check hooks

4. Position light - Check condition.

clear and load beam closed. Electrical har-

8-2-4

TM 1-1520-240-10

ness and release cable connected and dust

b. EAPS - Check for foreign objects,

caps stowed. If hook not installed, check for

condition and security. Seals around

dust caps on the electrical and release cable

driveshaft fairing and engine inlet for

receptacles.

damage. Rails and slide mechanisms

for damage.

5. Lower anti-collision light - Check condition.

c. Oil level and cap secure.

6. Static port - Check unobstructed.

d. Cowling for security.

* 7. Fuel system - Check as required, caps se-

e. Tailpipe condition and security, presence

cure.

of fuel, oil, and foreign objects.

O 8. ERFS II Installed. Aircraft Overboard Drain

Anticollision light and formation lights -

Outlets - Check. Check for any fuel seepage.

Check condition.

O 9. ERFS II Installed. Aircraft Overboard Vent

Outlets - Check. Check for signs of exces-

* 3.

Aft rotor (right side) - Check blades for con-

sive fuel venting.

dition and reservoir levels.

O 4.

Droop stop shrouds - Check condition and

10. NO. 1 Engine.

security. Check inspection cover closed.

a. Inlet for foreign objects. Check condi-

Upper boost actuator - Check for extended

tion and security of FOD screens.

jam indicators and exposed piston rods for

O b. EAPS - Check general condition,

cleanliness.

check vortex tubes for erosion and da-

L 6.

Hydraulic compartment - Check as follows:

mage. Check seals for condition and

damage. Check rail and slide mecha-

a. Condition and security of lines and

nisms. Inspect blower fan blades dam-

coolers.

age and erosion.

b. No. 2 flight control system accumulator

c. Check fuel, oil, hydraulic, electrical, (O)

for proper indication (see figure 2-15-3).

wash kit, and drain lines connections

c. Utility reservoir pressurization accumula-

and leaks.

tor for 2500 to 3500 psi charge.

d. Cowling for security.

* 7.

Combining transmission area - Check for

11. Left aft landing gear area - Check condition

obstructions. Check filter buttons for en-

and security of all components as follows:

gines and combining transmission.

* 8.

Aft rotor (left side) - Check blades for con-

a. Gear support structure.

dition and reservoir oil levels.

b. Tire.

O 9.

Droop stop shrouds - Check condition and

c. Shock strut extension and static lock

security.

stowed.

10.

Upper boost actuator - Check for extended

d. Static ground wire contacting the ground.

jam indicators and exposed piston rods for

cleanliness.

e. Fluid lines.

* 11.

No. 1 engine - Check, same as NO. 2..

f. Electrical wiring.

12.

Drive shaft area - Check condition and secu-

g. Ground proximity switch and linkage.

rity as follows:

h. Brakes.

a. Drive shaft, couplings, and mounts.

i. Swivel lock.

b. Fluid lines.

12. Vent and fluid drain lines - Check unob-

c. Control linkage.

structed.

d. Foreign objects.

O 13. M-130 Safety Pin - Installed with streamer.

e. Drive shaft fairing.

8-2-15. Top of Fuselage.

* 13.

Forward rotor (right side) - Check same as

* 1. No. 2 engine - Check as follows:

aft rotor.

a. Inlet for foreign objects. Check condition

14.

Forward transmission oil cooler inlet - Check

and security of FOD screens.

for obstructions.

8-2-5

TM 1-1520-240-10

15. Upper boost actuator - Check for extended

2. Shoulder harness locks - Check operation

jam indicators and exposed piston rods for

and leave unlocked.

cleanliness.

* 3. No. 1 and No. 2 PDPs - Check all circuit

16. Forward transmission - Check for foreign ob-

breakers in and gang bar up.

jects, cooler condition, and fluid level..

L* 4. Overhead switches and control panels. Set as

L 17. Hydraulic compartment - Check as follows:

follows.

a. Condition and security of lines and

O* a.

EAPS ENG 1 and ENG 2 FAN switches

coolers.

- OFF. DOORS - Close.

b. No.1 flight control system accumulator for

* b.

EXT LTG switches - As required.

proper indication (see figure 2-15-3).

CPLT LTG switches - As required.

* 18. Forward rotor (left side) - Check same as aft

COMPASS switch - As required.

rotor.

TROOP WARN switches - OFF.

19. Brake accumulator pressure - Check 600 to

1400 psi.

HTG switches - As required.

* 20. Pylon fairings, work platforms, and inspection

W/S WIPER switch - OFF.

panels - Check secure.

ELECT switches - OFF.

* 21. Top of fuselage - Check for foreign objects.

* i.

LTG switches - As required.

* j.

FUEL CONTR switches - Set as follows:

(1) XFEED switch - CLOSE.

CAUTION

(2) REFUEL STA switch - OFF.

Failure to remove fuel vent covers may cause

(3) ALL FUEL PUMP switches - OFF.

fuel tanks to collapse while in use under certain

conditions.

712 START switches - OFF.

O 22. Remove the fuel vent covers (3) (if installed)

ENG COND levers - STOP.

before using ERFS.

* m.

714A FADEC switches - Check or

8-2-16. Walk Around Check and Security Brief.

set as follows:

* 1. All access doors - Check secure.

(1) NR% switch - 100%.

(2)

1 and 2 PRI/REV switches - PRI.

* 2. Tie downs, locking devices, covers, and

ground cables - Removed and secured.

(3) B/U PWR switch - OFF.

NOTE

(4) LOAD SHARE switch - TRQ.

The cockpit, forward transmission, flight con-

INTR LTG switches - As required.

trol, and avionics compartment soundproof-

ing should be installed during normal aircraft

PLT LTG switches - As required.

operation to reduce noise levels in the crew

and passenger areas and to aid in venting of

ANTI-ICE switches - OFF.

transmission heat and fumes.

HOIST switches - OFF.

* 3. Cockpit, forward transmission, and forward

cabin area soundproofing installed.

CARGO HOOK switches - Set as fol-

lows:

* 4. Crew/passenger briefing - Complete as re-

quired.

(1) MSTR switch - OFF.

(2) HOOK SEL switch - As required.

8-2-17. Before Starting Engines.

(3) EMERG REL ALL switch - OFF.

1. Pedal adjustment - Matched. Check that

Cover down.

yaw pedals are adjusted equally and that ad-

justment pins are in the same hole position.

HYD switches - Set as follows:

Uneven pedal adjustment can cause droop

(1) PWR XFER switches - OFF.

stop pounding during engine start and ground

operations.

(2) FLT CONTR switch - BOTH.

8-2-6

TM 1-1520-240-10

(3) BRK STEER switch - ON. Cover

the ESU, and record the display for mainte-

down.

nance.

c. APU ON indicating light - Check on.

(4) RAMP PWR switch - ON.

d. UTIL HYD SYS caution - Check out. If

O (5) RAMP EMER switch - HOLD. Cov-

the light does not go out within 30 sec-

er down.

onds after APU ON indicating light

5. FIRE PULL handles - In.

comes on, APU switch OFF.

6. AGENT DISCH switch - Check.

7. APU GEN switch - ON. No. 1 and No. 2

* 7. XMSN OIL PRESS switch - SCAN.

RECT OFF.

* 8. XMSN OIL TEMP switch - SCAN.

NOTE

If either HYD FLT CONTR caution capsule does

* 9. VGI switches - NORM.

not go out in 30 seconds, after the PWR XFER

10. CYCLIC TRIM switch - AUTO.

switches are set to ON, set the PWR XFER

switch to OFF. Do not fly the helicopter.

* 11. AFCS SYSTEM SEL switch - OFF.

PWR XFER - Check. PWR XFER 1 and 2

* 12. M-130 or AN/ALE-47 - SAFE or OFF.

switches - ON. Check HYD FLT CONTR

13. Avionics equipment - OFF; set as required.

caution capsules out.

O 14. HUD - OFF

F* 9.

MAINTENANCE PANEL - Check.

15.

712 EMERG ENG TRIM switches - AUTO,

a. GND switch - TEST, then RESET.

covers down.

b. GROUND CONTACT indicating lights -

16. SWIVEL switch - LOCK.

Check on.

c. Systems - Normal.

8-2-18. Starting Engines.

* 10.

Avionics - On as required.

1. BATT switch - ON

O 11.

HUD - ON. As required.

2. CAUTION LT TEST switch-TEST. Check

LF 12. CARGO HOOKS HOIST/WINCH - Check

that all caution/advisories capsules and the

operation as required. Refer to Chapter 4,

two master caution lights on the instrument

Section III.

panel come on. Some of the caution cap-

F 13.

ANTI-ICE systems - Check as required.

sules will be on before the system is

checked.

a. PITOT switch - ON. Physically check for

pitot tube and yaw port heat. Then switch

3. Clocks - Running, Set as required.

OFF.

4. TROOP WARN ALARM and JUMP LTS -

b. W/S switches - ON. Physically check for

windshield heat. Then switch OFF.

Two bells, two red, two green (as required).

14.

SLT-FIL switches - Check and set as re-

F* 5. Fire guard posted - APU clear to start.

quired.

6. APU - Start as follows:

* 15.

PARKING BRAKE - Set.

a. APU switch - RUN for 3 to 5 seconds.

16.

CRUISE GUIDE indicator - Check for pointer

in white test band when the CGI TEST switch

b. APU switch - START for 2 seconds,

is at FWD and AFT TEST.

then RUN.

F* 17. Altimeters - Set and check as follows:

NOTE

a. Barometric altimeter - Set and check.

If the start is not completed, or the APU is

automatically shut down, wait one minute for

b. Radar altimeter - ON and set.

cooling before attempting a restart. Failure to

18.

FIRE DETR switch - TEST. Check fire warn-

allow the APU to cool may cause a premature

ing lights on, release switch, and check fire

shutdown on restart due to overtemperature.

warning lights out.

If the start is not completed, set the APU

switch to OFF, check the BITE indicators in

* 19.

Fuel quantity - Check as required.

8-2-7

TM 1-1520-240-10

* 20. Cyclic trim - Check GND position.

f. FLT CONTR hydraulic switch - 2 ON,

Repeat steps b thru e.

F* 21. Rotor blades - Check position. Make sure

that a rotor blade is not within 30_ of the

g. FLT CONTR hydraulic switch - BOTH.

centerline of the fuselage throughout con-

24. Avionics - Perform operational check and

trol check.

set as required.

* 22. AFCS SYSTEM SEL switch - Check as fol-

O 25. HUD - Program as required.

lows:

NOTE

a. Select individual system and check oppo-

If the DECU display is other than 88, place the

site AFCS caution capsule remains on.

ENG COND levers to STOP, turn B/U PWR

switch off, and remove all power from the

b. Select BOTH and check both AFCS cau-

DECU by pulling the respective ENGINE PRI

tion capsules go out.

and REV CONT circuit breakers on the PDP.

c. AFCS SYSTEM SEL switch - OFF.

Reset circuit breakers and perform another

DECU prestart BIT. If other than 88’s consult

LF* 23. Flight control travel and hydraulics -

DECU Fault Code List/Matrix in Chapter 2.

Check as follows: (For thru flights, complete

LF* 26.

714A DECU PRESTART BIT - Perform

steps b thru e with FLT CONTR switch -

as follows:

BOTH).

a. B/U PWR switch - ON.

b. Wait until ENG FAIL, FADEC, and REV

CAUTION

caution lights go out.

c. ENG COND levers - GND.

If a helicopter is parked on a slope greater

than 4_, longitudinal stick travel may be re-

F d. DECUs - Check displays read 88.

stricted to less than 7 inches forward (up

e. ENG COND LEVERS - STOP.

slope) or 4 inches aft (down slope).

NOTE

27.

712

ENGINE BEEP TRIM switch (NO. 1

& 2) - Decrease for 8 seconds.

Mixing of flight control inputs during ground op-

eration on a single hydraulic system should be

* 28. Ignition Lock switch - ON.

avoided. If the Flight Controls are moved rapidly

F* 29. Area - Clear for start.

or erratically during the control check, unusual

vibrations may be felt, or flight boost hydraulic

fail indication may result.

CAUTION

NOTE

Personnel must stay clear of the EAPS for

Check caution capsules as the check is being

exhaust when the fans are operating. Sand

performed. With slow smooth flight control

and debris within the EAPS will be ejected.

inputs, check each axis individually thru full

travel for smoothness of operation. Check for

NOTE

corresponding movement of the fore and aft

The EAPS fans have high start up electrical

rotors during the check.

power requirements. To prevent an overload,

a. FLT CONTR hydraulic switch - 1 ON.

the fans must be turned on one at a time. The

first fan must be allowed to stabilize for 10 - 15

b. Check cyclic for freedom of movement

seconds before the second fan is turned on.

in all quadrants. Check for a minimum

O* 30. EAPS Fans - On (delay 10-15 seconds

of 7 inches forward and 4 inches aft

between turning on NO. 1 and NO. 2).

travel.

c. Check thrust through full travel for free-

CAUTION

dom of movement and magnetic brake for

proper operation.

The flight controls must be manned any time

d. Check pedals through full travel for free-

the helicopter is on the ground with rotors

dom of movement.

turning.

NOTE

e. Position the cyclic and pedals at neutral,

thrust at ground detent.

Either engine may be started first.

8-2-8

TM 1-1520-240-10

(2) PRI/REV switch - REV.

LF* 31.

712 First engine - Start as follows:

(3) ENG COND Lever - GND.

a. L MAIN FUEL PUMPS - ON Check L

(4) ENG START switch - Start and

FUEL PRESS Caution Light - OUT.

hold until N1 accelerates to 10%

b. XFEED switch - OPEN. Check R FUEL

then release.

PRESS Caution Light - OUT.

(5) Engine instruments - Check when

stabilized at ground idle (N1 50 to

c. ENG COND lever - STOP.

60%). Check engine oil pressure

d. ENG START switch - MTR.

for 5 psi minimum. The engine

should accelerate to ground idle

NOTE

speed within 45 seconds.

If engine does not reach 15% but exceeds 10%

(6) DECU BIT - Check 88s (if other

N1 (minimum) and has reached it’s maximum

than 88, consult DECU Fault Code

speed, initiate start, but monitor engine and PTIT

List/Matrix).

for possible hung start and/or excessive PTIT.

(7) FADEC PRI/REV switch - PRI.

e. Motor engine to minimum of 15% N1.

Set ENG COND lever - GND; ENG

START switch to START immediately.

CAUTION

f. Release START switch to MTR before

The N2 section of the second engine starts

PTIT reaches 200_C. When N1 is 50%,

turning when the first engine is started;

set START switch to OFF. Check

however, the lubrication system of the sec-

STARTER ON light out.

ond engine is driven by the N1 section which

does not begin to turn until the start se-

g. Engine instruments - Check when sta-

quence is initiated. Delay in starting the

bilized at ground idle (N1 at 60_ mini-

second engine will result in excessive wear

mum). Check engine oil pressure for 20

on the N2 bearing package and seal. Start the

psi minimum. The engine should accel-

second engine within three minutes of the

erate to ground idle speed within 45

first.

seconds.

LF* 33. Second engine - Start by using same meth-

LF* 32.

714A First Engine - Start as follows:

od as first engine.

a. Primary:

* 34. Transmission oil pressures - Check for

minimum of 7 psi. There is no time limit for

(1) L MAIN FUEL PUMP - ON. Check

ground idle operation, provided there is a

L FUEL PRESS Caution Light -

minimum of 7 psi oil pressure in each trans-

OUT.

mission.

(2) XFEED switch - OPEN. Check R

FUEL PRESS Caution Light -

CAUTION

OUT.

Failure of either engine to accelerate smoothly

(3) ENG COND lever - GND.

from ground to flight or engine N1 to accelerate

(4) ENG START switch - Start and

past 70% N1, may be an indication of a clutch

Hold until N1 accelerates to 10%

malfunction in the engine transmission.

then release.

* 35. ENG COND levers - FLT. No. 1 and No. 2

(5) Engine instruments - Check when

clear to FLT. Engine acceleration should be

stabilized at ground idle (N1 at 50%

smooth with no surging.

minimum). Check Engine oil pres-

sure for 5 psi minimum. The engine

714A

* 36.

712 RRPM - Set as required.

should accelerate to ground idle with-

RRPM - Check 100 ± 1.

in 45 seconds.

F* 37. Fluid drain lines - Check.

b. Reversionary ((If engine does not start

NOTE

in PRI and all other indications are nor-

Delay turning second generator on or off for two

mal):

seconds. This delay will give DECU time to sam-

(1) DECU Pre-Start BIT - Perform.

ple power without causing soft fault.

8-2-9

TM 1-1520-240-10

NOTE

* 38. GEN 1 and 2 switches - ON. 712 No 1 GEN

If using ERFS or ERFS II, the AUX FUEL

and No 2 GEN OFF ^714A GEN 1 and GEN

PUMP switches may be left OFF.

2 caution capsules out.

a. All FUEL PUMP switches - ON.

* 39. APU GEN switch - OFF.

F b. XFEED switch CLOSE - XFEEDS

checked closed, light out.

NOTE

VGI switches - As required.

If the DECU display is other than 88, refer to

the DECU BIT Fault Code List/Matrix.

* 4.

Flight instruments - Check as follows:

L* 40.

714A DECU START BIT - Perform as

a. HSI compass cards - Check synchro-

nized. Cross-check with magnetic

follows:

compass. Refer to Chapter 3, Section

a. ENG COND levers

- Retard

III.

degrees.

b. Attitude indicators - Adjust as required.

F b. DECU display - Check display reads

88.

712 Emergency engine trim system -

Check as follows:

c. ENG COND levers - FLT.

a. EMERG ENG TRIM 1 switch - DECR

* 41. PWR XFER 1 and 2 switches - OFF.

momentarily. Check torque and N1 de-

grease then release. Torque and N1

should return to normal settings.

* 42. APU switch - OFF. APU ON caution /adviso-

b. EMERG ENG TRIM 2 switch Check

ry capsule out.

same as No. 1 engine.

* 43. Systems - Check normal.

L 6.

714A FADEC Reversionary system -

Check first flight of day.

* 44. Transponder - STBY.

a. FADEC 1 and 2 PRI-REV switches -

PRI.

8-2-19. Engine Ground Operation..

b. NR% switch - 100%.

1. FUEL PUMP AND XFEED - Check Op-

c. FADEC 1 - Check as follows:

eration as follows:

(1) FADEC 1 PRI-REV switch - REV.

a. All FUEL PUMP switches - OFF.

(2) FADEC 1 INC-DEC switch - DEC.

Check L and R FUEL PRESS caution

Check for decrease in No. 1 engine

caution capsules should come on.

N1 and torque, and corresponding

b. L AFT MAIN FUEL PUMP switch -

increase in No. 2 engine N1 and

ON. Check L and R FUEL PRESS cau-

torque.

tion capsule should go out. Then switch

(3) FADEC 1 INC-DEC switch - INC.

OFF.

Check for increase in No. 1, en-

c. Remaining MAIN FUEL PUMP

gine, N1 and torque, and corre-

switches - Check as in step b. above.

sponding decrease in No. 2 engine

N1 and torque.

d. L AFT FUEL PUMP switch - ON.

(4) FADEC 1 PRI-REV - PRI.

Check L AUX PRESS light on overhead

panel comes on, then goes out. Set pump

d. Repeat check for FADEC 2.

switch to OFF.

Radar altimeters - Check and set.

e. Remaining three AUX FUEL PUMPs -

Check as in step d, except check R AUX

Transponder - Check and set.

PRESS light on, then off, for R AUX FUEL

PUMP switches.

* 9.

Navigation Set DGNS - ON as required,

perform operational check, confirm way-

2. FUEL CONTR switches - Set as follows:

point entry and SA/AS as required.

8-2-10

TM 1-1520-240-10

8-2-20. Before Taxi

F* 7. Crew, passengers, and mission equipment

Check ready for taxi.

WARNING

O* 8. HUD - Adjust brightness, mode, baromet-

ric altitude, pitch and roll as necessary.

Personnel injury or death may occur and

damage to airframe and rotor systems will

F* 9. Taxi director and blade watchers - Position

occur if the forward or aft rotor blade

as required (fig. 8-2-1).

droop stop(s) are missing or interposer(s)

* 10. PARKING BRAKE - As required.

on the aft rotor head are not engaged. After

engine run-up and before flight, or shut-

8-2-21. Taxiing.

down if flight is not conducted, the flight

engineer will scan the ground in the imme-

Refer to Aircrew Training Manual (ATM).

diate area of the aircraft for evidence of

* 1. Brakes - Check pilot’s and copilot’s as re-

detached droop stops.

quired.

* 2. POWER STEERING - Check as required.

CAUTION

To prevent damage to the cargo hooks and

8-2-22. Before Hover.

structure, do not ground taxi over rough or

* 1. SWIVEL switch - LOCK.

uneven terrain with the forward and aft

cargo hooks installed.

* 2. AFCS control panel - Set as required:

* 1. SWIVEL switch - As required.

NOTE

* 2. AFCS switches - As required.

The HIT/PAT check may be deferred to the

hover check.

* 3. Cyclic Trim Indicators - CHECK GND posi-

714A

F 3.

712 Health Indicator Test (HIT)/

tion.

Power Assurance Test (PAT) check - Per-

O* 4. M-130 or AN/ALE-47 safety pin - Remove

form first flight of day.

and stow.

Refer to TM 55-1520-240-23 Task 4.2.2 ( Perform Power

F* 5. Chocks - Removed and secured.

Assurance Test per the aircraft PAT Log instructions.

F* 6. Ramp and cabin door - As required.

* 4. RRPM - Set as required.

8-2-11

TM 1-1520-240-10

8-2-23. Hover Check.

b. Torque.

Perform the following check at a hover.

c. Engine.

1. Flight controls - Check flight controls for cor-

d. Transmission.

rect response.

e. Fuel.

2. Systems instruments - Check normal.

712 Master caution panel.

3. Flight instruments - Check as required.

714A Caution/Advisory panel.

a. VSI, barometric and radar altimeters -

Indicate climb and descent.

* 2. PARKING BRAKE - As required.

b. Turn pointers, heading indicators and

* 3. AFCS SYSTEM SEL switch - As required.

magnetic compass - Indicate turns right

and left.

* 4. CYCLIC TRIM switch - Check.

c. Slip indicator - Ball free in race.

* 5. SWIVEL switch - LOCK.

NOTE

* 6. Transponder - As required.

Rapid rotation of the pitch and roll trim knobs

F* 7. Crew, passengers, and mission equipment

on the attitude indicator may cause abrupt

- Check.

pitch and roll attitude changes with AFCS on.

d. Attitude Indicator - Indicate nose high,

8-2-25. VMC Takeoff.

nose low, banks right and left.

Refer to Aircrew Training Manual (ATM).

e. Airspeed indicator - Check.

8-2-26. Hover.

4. LCTS - Check retracted.

Refer to Aircrew Training Manual (ATM). To engage radar

F 5. GROUND CONTACT indicating lights check

altitude hold perform the following:

- Both off.

6. AFCS - Check as follows: (First flight of

day).

a. SYSTEM SEL switch - NO. 1 Check

WARNING

helicopter stable with no abrupt en-

gagement error. Check NO. 2 AFCS

Do not use radar altitude hold in forward

OFF caution on.

flight over terrain. It may not provide

adequate terrain clearance in rapidly

b. SYSTEM SEL switch - NO. 2 Check

changing terrain. Use radar altitude hold

helicopter stable with no abrupt engage-

to maintain a constant absolute altitude

ment error. Check NO. 1 AFCS OFF

during hover or forward flight over water.

caution on.

RAD ALT hold can be used to a maximum

of 1,500 feet absolute altitude.

c. SYSTEM SEL switch - Both. Check he-

licopter stable with no abrupt engage-

a. Radar altimeter - ON. Check that pointer has

ment error. Check both AFCS OFF cau-

rotated from behind the mask, the digital display is lit, and

tion capsules extinguished.

the OFF flag is out of view.

712 HIT/^714A PAT - Perform as re-

b. Fly to desired altitude.

quired.

c. RAD ALT select on AFCS panel - Press. Check

8. Power Check - Perform as required.

ENGAGED light ON. The radar altitude hold feature of

the AFCS will maintain a constant altitude.

8-2-24. Before Takeoff.

d. To select another altitude, press the THRUST

* 1. Systems - Check indications of the follow-

CONT BRAKE TRIGGER. Fly to desired altitude and

ing:

release the THRUST CONT BRAKE TRIGGER. The alti-

tude at the moment the trigger is released will be the new

a. Rotor - Check as required.

altitude.

8-2-13

TM 1-1520-240-10

Takeoff over water. Takeoff over water is begun from a

8-2-31. Before Landing.

hover height of approximately 30 feet. Align the helicopter

with the desired takeoff course at a stabilized hover or

The following checks must be accomplished prior to

approximately 30 feet, or an altitude permitting safe ob-

landing:

stacle clearance. Smoothly apply forward cyclic pressure

to level the helicopter and begin acceleration into Effective

* 1. Systems - Check indications of the follow-

Translational Lift (ETL). Control rate of acceleration and

ing:

direction of flight with cyclic and altitude with thrust. As the

aircraft accelerates through ETL, establish a pitch attitude

a. Rotor.

and apply thrust that will result in a simultaneous gain in

altitude and airspeed. Continuous coordinated application

b. Torque.

of control pressures is necessary to maintain trim, heading,

flight path, airspeed, and rate of climb.

c. Engine.

8-2-27. Slingload.

d. Transmission.

Refer to Aircrew Training Manual (ATM).

e. Fuel.

8-2-28. Climb.

712

Master caution panel.

Refer to chapter 7 for recommended airspeeds, power

settings, and fuel flow.

714A Caution/Advisor Panel.

8-2-29. Cruise Check.

* 2. PARKING BRAKE - As required.

* 3. AFCS control panel - Check as follows:

CAUTION

a. AFCS HDG and ALT switches as re-

Radar altitude (RAD ALT) hold can only be

quired.

used in forward flight over water, it cannot

be used in forward flight over terrain.

b. CYCLIC TRIM switches as required.

c. AFCS selector switch as required.

CAUTION

F* 4. Crew, passengers, and mission equipment

- Check.

Large pitch inputs will result in rapid gain

or loss of altitude. If altitude hold is on, an

* 5. Searchlight - As required.

over-torque condition can occur during

large pitch-down inputs. Monitor thrust

control movement and torquemeter dur-

8-2-32. Landing.

ing airspeed changes. Also, when operat-

ing with altitude hold, limit bank angles to

Refer to Aircrew Training Manual (ATM).

45 degrees maximum. An excessive bank

angle may result in an altitude loss, and if

operating at a high gross weight, an over-

8-2-33. Landing from a Hover to Water.

torque condition.

Prior to landing, the PITOT HEAT switch must be ON.

* 1. AFCS Control Panel - As required.

The ramp, lower half of the cabin door, lower rescue door,

F* 2. Ramp area - The ramp area must be

and drain plugs must be closed. Landing/searchlights

checked every 30 minutes of flight.

shall be retracted. From a stabilized hover, decrease

thrust for a smooth rate of descent. A vertical descent,

* 3. Fuel Consumption - Check.

rather than a descent with some forward movement, will

tend to disperse the swirling water spray under a no-wind

8-2-30. DESCENT.

condition. As the aft wheels and then the fuselage near

the water, continue to lower the thrust control to ground

Refer to Chapter 7 for power requirements at selected

detent. As more of the fuselage enters the water, buoyan-

airspeeds and rates of descent.

cy will level the helicopter attitude.

8-2-14

TM 1-1520-240-10

NOTE

2. Cyclic trim indicators - Check GND indica-

tion.

Aft landing gear ground proximity switches

are not actuated during a water landing.

F 3. Ground contact lights - Check both ON.

Therefore, longitudinal cyclic pitch actuators

4. AFCS SYSTEM SEL switch - As required.

must be manually set to ground position.

5. SWIVEL switch - As required.

6. Transponder - As required.

CAUTION

7. Searchlight - As required.

If contact is made with floating debris,

8. ANTI-ICE switches - OFF, as required.

return to hover and assess damage.

8-2-36. After Landing (Abbreviated).

As the attitude approaches level, the helicopter will start

moving forward and stabilize at approximately 4 to 5

NOTE

knots. This speed will be attained with the controls in

After landing and while conducting subse-

neutral and the thrust control at the ground detent. The

quent multiple takeoffs and landings (closed

water level will not vary significantly because of GW or

traffic, slopes, etc.) the Abbreviated After

CG. As observed from the cockpit, the water level will

Landing check may be used.

appear to intersect the fuselage below the lower nose

1. Flight controls - Neutralize.

enclosure.

2. Cyclic trim indicators - Check GND indica-

8-2-34. Running Landing to Water.

tion.

Running landings can be performed within the limitations

F 3. Ground contact lights - Check both ON.

shown in Chapter 5, but should be performed only during

8-2-37. Engine Shutdown.

training missions, actual single-engine conditions when a

hovering approach is not possible, or when atmospheric

conditions dictate. Running landings for training should only

CAUTION

be performed to calm water (Sea State 1 or less).

Critical flight control components can be

Prior to performing a running landing to the water, the

damaged if thrust is not in ground detent.

PITOT HEAT switch must be ON. The ramp, lower half

of the cabin door, lower rescue door, and drain plugs

1. Flight controls - Neutralize. Position the ped-

must be closed. Landing/searchlights shall be retracted.

als and cyclic at neutral and the thrust at the

The approach is shallow and flown at an airspeed that

ground detent.

provides safe aircraft control. Prior to water entry, it may

be necessary to use the windshield wipers. Entry of the

2. PARKING BRAKE - Set.

aft wheels into the water is easily recognized because

the helicopter will decelerate noticeably. Touchdown atti-

3. HTG switches - OFF.

tude should be held constant until the apparent water

4. SLT-FIL switches - OFF and stow as re-

speed has decreased below 10 knots. At or below 10

quired.

knots, the nose can be lowered to the water by lowering

the thrust control rod and neutralizing the cyclic stick. A

5. AFCS SYSTEM SEL switch - OFF.

4 to 5 knot forward speed will result when the helicopter

is level and the controls are neutralized with the thrust

F 6. Ramp - As required.

control at the ground detent.

F 7. Wheels - Chocked.

NOTE

F 8. Mission equipment - Safe as required.

Aft landing gear ground switches are not actu-

ated during a water landing, Therefore, longitu-

O 9. HUD - OFF.

dinal cyclic pitch actuators must be manually set

F 10. Fire guard - Posted.

to ground position.

When the helicopter is in the water, two-way communica-

L 11. APU - Start. For APU starting procedures,

tion is lost on system whose antennas are submerged.

refer to paragraph 8-23.

The HF radio can be operated.

12. APU GEN switch - ON.

8-2-35. After Landing.

13. GEN 1 and 2 switches - OFF.

1. Flight controls - Neutralize.

8-2-15

TM 1-1520-240-10

14. PWR XFER 1 and 2 switches - ON.

16. ENG COND levers - GND, start 2 minutes

cool-down.

15. Cyclic trim indicators - Check GND indica-

NOTE

tion, manually program if necessary.

If DECU display is other than 88, refer to the

DECU BIT Fault Code List/Matrix.

WARNING

F 17.

714A DECU SHUTDOWN BIT - Check

displays read 88.

Personnel injury or death may occur and

damage to the airframe and rotor system

18. FUEL CONTR switches - Set as follows:

will occur if the forward or aft rotor head

rotor blade droop stop(s) on the aft rotor

a. XFEED switch - Close.

head are not engaged. After engine run-up

and before flight, or shut down if flight is

b. FUEL PUMP switches - OFF.

not conducted, the flight engineer will

c. REFUEL STA switch - As required.

scan the ground in the immediate area of

the aircraft for evidence of detached droop

stops. Prior to moving Engine Condition

WARNING

Levers (ECL) from ground to stop, flight

engineer will, to the best extent possible,

Personnel injury or death may occur and

determine if the interposer blocks on the

damage to the airframe and rotor systems

aft rotor head are in position and that all

will occur if the forward or aft rotor head

forward and aft droop stops are attached.

rotor blade droop stop(s) are missing or

If an interposer block or droop stop are not

the interposer blocks on the aft rotor head

in place, the flight engineer will notify the

are not engaged. Prior to moving Engine

pilot in command. All non essential per-

Condition Levers (ECL) from ground to

sonnel will evacuate the aircraft to a safe

stop, the flight engineer will, to the best

location. If possible, crew will contact

extent possible, determine if the interpos-

maintenance and attempt to engage inter-

er blocks on the aft rotor head are in

poser block with high pressure stream or

position and that all forward and aft droop

prepare aircraft for shutdown in such a

stops are attached. If an interposer block

way as to minimize damage to aircraft and

or droop stop is not in place, the flight

components and prevent injury to person-

engineer will notify the pilot in command.

nel. If interposer blocks appear to be in

If the interposer blocks appear to be in

place and no droop stops are missing, the

place and no droop stops missing, the

flight engineer will clear the pilot to shut-

flight engineer will clear the pilot to shut

down the first engine. After the first engine

is shut down, the flight engineer will ob-

serve the rotor tip path of the forward and

aft rotor heads. A rotor blade drooping

significantly lower than the other blades

indicates a missing droop stop. In this

indicates a missing droop stop.

case the remaining running engine’s ECL

F 19. DROOP STOPS - Engaged.

should be advanced until sufficient rotor

RPM is achieved to lift rotor blades off the

20. ENG COND levers - STOP after 2

stops to insure no blade contact with

airframe and maintenance is contacted to

minute cool-down.

prepare aircraft for an emergency shut-

NOTE

down that will minimize damage to the

aircraft and injury to the personnel.

Monitor temperatures during shutdown. If

temperatures rise above 350_C, motor en-

gine immediately until temperature de-

creases below 260_C. Both engines cannot

NOTE

be motored at the same time.

Aft landing gear ground proximity switches

21. Avionics - OFF.

are not actuated during a water landing.

FO 22. Radar Altimeters - OFF.

Therefore, longitudinal cyclic pitch actuators

must be manually set to ground position prior

O 23. EAPS FAN Switches - OFF.

to engine shutdown on the water.

8-2-16

TM 1-1520-240-10

F 24. MAINTENANCE PANEL - Check record

F 2. Check the following:

any bite indications on DA FORM 2408-13-1.

a. Fluid levels.

25.

714A FADEC B/U PWR switch - Switch

b. Bypass indicators and filter buttons.

OFF.

c. Jam indicators.

26. PWR XFER 1 and 2 switches - OFF after

d. Cabin and mission equipment secured.

rotors have stopped.

27. APU GEN switch - OFF.

e. Tiedowns, grounding cables and covers.

28. APU switch - OFF. The APU may be shut

3. Complete all form and records.

down after the rotors have stopped and

4. Helicopter - Secure as required.

there is no further need to motor the en-

gines.

8-2-39. Instrument Flight.

29. Light switches - OFF as required.

This aircraft is qualified for operation in instrument mete-

30. BATT switch - OFF.

orological conditions.

31. Ignition lock switch - OFF, key removed as

8-2-40. Instrument Flight Procedures.

required.

712

Refer to FM 1-240, FM 1-230, FLIP, AR 95-1, FAR Part 91,

32.

EMERGENCY POWER panel -

and procedures described in this manual.

Check flag indicators for tripped position.

8-2-38. Before Leaving Helicopter.

8-2-41. Night Flying.

1. Walk-around inspection - Perform. Check

Refer to FM 1-204, Night Flight Technique and Proce-

for damage, fluid leaks and levels.

dures.

8-2-17/(8-2-18 blank)

TM 1-1520-240-10

SECTION III. FLIGHT CHARACTERISTICS

8-3-1. General.

mentioned displays characteristics all its own and there-

fore must be discussed separately.

The flight characteristics of the helicopter throughout the

flight envelope and at all gross weights are good. The

flight characteristics remain essentially the same

CAUTION

throughout the CG and GW range. There is no marked

degradation of flying qualities as altitude increases.

Do not lift or rotate the center cargo hook

into the cabin area or allow the mid hook to

8-3-2. AFCS Off Flight Characteristics.

lay on the cargo floor or access door panel

during inspection or use. The excessive

The AFCS is required to provide the helicopter with ade-

tension placed on the triple emergency

quate stability. Therefore, the stability of the helicopter

release cable housing assembly may par-

will be reduced when operating with AFCS off. With prac-

tially dislodge the housing and engage or

tice, the pilot will know in advance what to expect and

activate the forward and aft hook emer-

should have little trouble controlling the helicopter as

gency release mechanism. This may

long as established limitations (refer to Chapter 5) and

cause an inadvertent release of loaded

certain techniques are adhered to. In general, the AFCS

forward and aft hook assemblies in flight.

off flight characteristics are enhanced by spoilers on the

forward pylon, strakes on the fuel pods and ramp, and a

blunted aft pylon. The AFCS may be turned off at any

CAUTION

airspeed and turned back on at or near the turn-off-air-

speed. If airspeed at turn-on is different from that at turn-

External loads must not be rigged entirely

off, a low rate pitch transient accompanied by momentary

with steel cable (wire rope) slings. To

illumination of the AFCS OFF caution capsules may oc-

dampen vibration tendencies, a nylon ver-

cur. These symptoms indicate that a DASH error signal

tical riser at least 6 feet long must be

existed a turn-on and that the DASH actuator is running

placed between the steel cable sling and

at a reduced rate to cancel the error signal. When the

the nylon loop or metal shackle which

cautions are extinguished, the error signal is cancelled,

attaches to the cargo hook. Nylon and

and normal DASH operation has resumed. During this

chain leg slings and pure nylon slings

period, when the error signal is being cancelled, the re-

must have at least 6 feet of nylon in each

maining AFCS features function normally. AFCS off flight

leg.

will not be difficult when the following techniques are

used:

CAUTION

a. Maintain airspeed below established limits.

When combination internal and external

b. Enter all maneuvers smoothly, keep control move-

loads are carried during the same flight

ments coordinated and avoid overcontrol.

and the external load exceeds 12,000

pounds, position the internal load forward

c. Consistently scan the turn-and-slip indicator to

of the utility hatch. This procedure will

maintain trim flight.

preclude encountering an excessively aft

d. React positively but smoothly to divergent move-

CG.

ments.

8-3-4. Low Density Loads.

When carrying low density loads, airspeed is limited by

8-3-3. Center Hook Loads.

the amount of clearance which can be maintained be-

In general, the helicopter possesses excellent flight char-

tween the load and the underside of the helicopter since

acteristics when performing an external load mission.

the load will tend to trail aft as speed is increased.

The combination of power available, the load carried

8-3-5. High Density Loads.

beneath the CG, and the design of the cargo hook sys-

tem make loads of minimum or maximum weight relative-

High density loads can usually be flown at cruise air-

ly easy to carry and handle safely. The type loads carried

speed and in some cases up to Vne, depending on the

can usually be broken down into three major groups: low

configuration of the load, air turbulence, or accompany-

density, high density and aerodynamic. Each type load

ing vibration.

8-3-1

TM 1-1520-240-10

8-3-6. Aerodynamic Loads.

8-3-7. Multi-Hook Loads.

Handling characteristics are improved when loads are

Aerodynamic loads, such as tow targets, drones, light

slung using two-point (forward and aft hook) sling sus-

aircraft, aircraft parts, wings and tail sections have cer-

pension. Load motion is substantially reduced. Potential-

tain inherent dangers because of their aerodynamic lift

ly unstable loads are directionally restrained by two-point

capabilities. Therefore , the lift capabilities of external

suspension; airspeed capability is increased above the

loads must be eliminated before they are lifted. Airspeed

airspeed for single-point suspension. When low density

and bank angles will be governed by the reaction of the

high-drag cargo is carried, the risk of single hook failure

load to the airspeed. Drogue chutes shall also be used

in two-point suspension is reduced by the addition of a

to streamline the load. However, the chute must be at-

safety sling from the center hook to the forward load

tached to the load with a swivel fitting.

attachment point. The multi-hook configuration also en-

ables the carrying of three independent loads within the

CG limit.

8-3-2

TM 1-1520-240-10

SECTION IV. ADVERSE ENVIRONMENTAL CONDITIONS

8-4-1. Cold Weather Operation.

8-4-4. Heater Normal Operation.

Refer to FM 1-202, Environmental Flight.

CAUTION

8-4-2. General.

Cycling of the heater blower may disable

power steering control.

Operating the helicopter in an environment of extreme

low temperature and the associated weather phenome-

a. Starting.

na requires that certain techniques and operating proce-

dures be implemented in addition to the normal operating

1. Inlet and outlet coverers - Remove.

procedures in Section II. The following operating tech-

2. BATT switch - ON.

niques and procedures have been developed from actu-

al arctic flight testing and other pertinent information.

3. APU - Start (para. 8-2-18).

4. APU GEN switch - ON. RECT OFF caution

8-4-3. Preparation for Flight.

capsule extinguishes.

5. R (right) MAIN FUEL PUMP switches - ON

The following additional exterior checks are to be per-

(only if heater is to started).

formed during cold weather operation.

a. Check that all ice, snow, and frost have been re-

CAUTION

moved from the exterior surfaces, particularly the rotor

blades.

Pull the cockpit air knobs slowly to pre-

clude dirt and debris from being blasted

into the air and pilot’s eyes.

CAUTION

6. Push in the air control knobs.

7. Heater function switch - As desired (BLWR

Ice removal should never be accom-

ONLY or HTR ON if BLWR only, steps 8 and 9 below do

plished by chipping or scraping. Deicing

not apply).

fluid should be used.

8. HTR START switch - Press.

b. Landing gear shock struts, wheel brakes and flight

NOTE

control system actuators should be checked to make

certain that exposed piston areas are free of dirt, ice,

If the left side of the helicopter is exposed to

etc.

the sun, the cabin thermostat may be heated

to 34_C which is sufficient to prevent starting

c. While checking the engines, the compressor

the heater.

should be manually checked for freedom of rotation.

9. CABIN TEMP SEL switch - As desired.

Heat must be applied if the compressor is frozen.

b. Heat Distribution.

d. When operating the ramp, it may be necessary to

1. For maximum cockpit heat proceed as fol-

cycle it once or twice to achieve proper closure.

lows:

e. Ensure that the manually operated vent valves on

(a) Pilot and copilot cockpit air control knobs

the rotary-wing shock absorbers are open at tempera-

- Pull.

tures below -18_C. At temperatures between -18_C and

-1_C, the vent valves may be opened or closed. At tem-

(b) DEFOG or DEFROST handle - Pull.

peratures above -1_C, the vent valves must be closed.

f. If seasonal temperatures are +4_C and below, the

(d) CABIN TEMP SEL switch - Full clock-

aft rotor droop stop shrouds should be installed.

wise.

g. At temperatures below -18_C, preheating aircraft

2. For maximum cabin heat proceed as follows:

is recommended for a minimum of 1-1/2 hours. Empha-

(a) Pilot and copilot cockpit air control knobs

sis should be placed on engine fuel control units.

- Push.

h. Refer to Chapter 5 for icing limitations.

(b) DEFOG or DEFROST handle - Push.

8-4-1

TM 1-1520-240-10

8-4-9. Warmup and Ground Tests.

(d) Cabin adjustable outlets - Full open.

Allow the engine and transmission oil pressures and tem-

peratures to stabilize prior to takeoff. This will require

(e) CABIN TEMP SEL switch - Full clock-

several minutes of operation at FLT.

wise.

c. Stopping.

To prevent unnecessary scratches, allow electrical wind-

shield heating to completely soften frost, snow, or ice

1. Heater function switch - OFF.

before using the windshield wipers.

NOTE

8-4-10. Taxiing.

After heating and ventilating system has been

stopped with the generator(s) ON, the blower

Difficulty will be encountered when taxiing on ice and

will continue to operate until the temperature

snow covered surfaces where braking action is poor.

within the heater combustion chamber is be-

Taxiing on the aft gear (front wheels off the ground) is

low 49_C.

recommended; however, caution should be taken be-

2. Wait two minutes before turning generator(s)

cause of the poor visibility resulting from blowing snow.

off.

8-4-11. Takeoff.

8-4-5. Alternate Operation - Heating and Ventila-

tion System.

No unusual problems are associated with either the hov-

ering, rolling, or vertical type takeoffs other than the ef-

The following paragraphs describe heating and ventilat-

fects of blowing snow and slippery surfaces. Depending

ing system failure modes.

on the weight of snow and ice accumulated on or in the

fuselage, takeoff and overall performance can be seri-

8-4-6. Vibrator Contact Failure.

ously affected.

The heater may be equipped with either a solid state

vibrator or an electromechanical vibrator. The electrome-

8-4-12. During Flight.

chanical vibrator may experience vibrator contact failure,

which will result in failure of the heater to operate. Heat-

Initial hovering with cold hydraulic fluid may produce in-

ers equipped with electromechanical vibrators are identi-

sensitive control inputs. Hovering above 10 feet (aft

fied by a rotary selector switch on the heater junction box.

wheel clearance) is recommended under these condi-

The electromechanical vibrator is equipped with two sep-

tions until operation is normal. With AFCS on, light pitch

arate sets of contacts designated NORMAL and RE-

and roll oscillations can be expected during the first 10 or

SERVE. Upon failure of the normal contacts, the reserve

20 minutes of flight

set may be brought into operation by placing the switch

on the junction box to RESERVE. The junction box is on

8-4-13. Descent.

the ignition unit next to the heater.

No unusual problems are encountered during a descent.

8-4-7. Heater Overheat Condition.

Use windshield heat if necessary.

If the HEATER HOT caution illuminates, proceed as fol-

8-4-14. Landing in Snow.

lows:

Landing in loose snow from a hover presents the unusual

problem of low visibility caused by blowing snow. This

CAUTION

helicopter does not produce this effect to any greater

extent than other helicopters; however caution should be

The heater function switch shall remain

exercised during this type landing.

ON while performing steps a. through c.

a. Wait two minutes for cool down.

8-4-15. After Landing.

b. HTR START switch - Press.

Maneuvering the helicopter into a slippery parking area

may be difficult to accomplish and towing may be neces-

c. HEATER HOT caution - Monitor. The HEATER

sary. Taxiing on the aft gear should not be used to posi-

HOT caution light will not extinguish until combustion

tion the helicopter among other parked aircraft.

chamber temperature is below 177_C and HTR START

switch is pressed.

8-4-16. Engine Shutdown.

8-4-8. Engine Starting.

No unusual problems are encountered during engine

No special cold weather start procedures are

shutdown as long as the procedures in Section II are

required.

adhered to.

8-4-2

TM 1-1520-240-10

8-4-17. Before Leaving Helicopter.

NOTE

If the helicopter is to be parked outside for extended

Pilots should make an attempt to avoid motor-

periods, maintenance personnel should install all protec-

ing periods in excess of 15 seconds.

tive covers and secure the rotor blades. When ambient

8-4-26. Before Leaving the Aircraft.

temperatures of -18_C and below are expected and the

helicopter is to be parked outside, maintenance person-

Leave all windows and doors open to increase ventila-

nel should also remove the battery and store it in a warm

tion, except during conditions of blowing dust or sand.

area until required for further operation.

8-4-27. Turbulence and Thunderstorm Operation.

8-4-18. Desert and Hot Weather Operation.

8-4-28. Prior to Entering Turbulent Air.

Refer to FM 1-202, Environmental Flight.

8-4-19. General.

CAUTION

The reduction in power available and the resulting de-

crease in helicopter performance caused by reduced air

To prevent engine overtorque, do not enter

density and EAPS is the main consideration during des-

forecast moderate or stronger turbulence

ert and hot weather operation. Therefore, greater em-

with the thrust brake (portion of the CCDA)

phasis must be placed on determining performance dur-

inoperative or BARO ALT engaged.

ing mission planning.

Prior to entering moderate or stronger turbulent air, the

8-4-20. Preparation for Flight.

following should be accomplished:

A normal preflight inspection is to be conducted as de-

1. BARO ALT switch - Disengaged.

scribed in section II. Extra emphasis should be placed on

2. Crew - Alert.

equipment which may be affected by higher tempera-

tures, such as tires, seals and hydraulic components. In

3. Airspeed - Adjust as follows:.

addition, check equipment for signs of deterioration or

excessive abrasion from blowing dust or sand. Windows

a. In severe turbulence, decrease air-

and doors should be opened to provide increased ven-

speed to Vne minus 15 knots or to

tilation.

maximum range, whichever is slower.

(Refer to Chapter 7.)

8-4-21. Engine Starting.

b. In moderate turbulence, decrease air

The normal engine starting procedures in section II are

speed to Vne minus 10 knots or to maxi

to be used.

mum range, whichever is slower. (Refer

to chapter 7.)

8-4-22. Taxiing.

4. Longitudinal cyclic trim - Select MAN, then

Braking should be kept to a minimum to prevent overhea-

adjust both actuators for the airspeed to be

ting. Ground operation in general should be kept to a

flown. This is accomplished to prevent the

minimum.

cyclic trim actuators from cycling.

5. Loose equipment - Secure.

8-4-23. Takeoff, Climb, Cruise, and Descent.

Helicopter performance may be reduced; therefore tech-

6. Safety belts and shoulder harneses -

niques should be adjusted accordingly.

Tighten.

8-4-24. Landing.

8-4-29. In Turbulent Air.

The landing procedures in Section II apply. Braking

The thrust control position, when adjusted for the air-

should be kept to a minimum to prevent overheating.

speeds mentioned above, should be maintained and the

attitude indicator should be used as the primary pitch

instrument. The altimeter and vertical velocity indicator

8-4-25. Engine Shutdown.

may vary excessively in turbulence and should not be

It may be necessary to motor the engines if temperature

relied upon. Airspeed may vary as much as 40 knots. By

does not decrease below 350_C. It may not be possible

maintaining a constant thrust control position and a level

to lower the temperature to 260_C. If the temperature will

flight attitude on the attitude indicator, airspeed will re-

not decrease below 260_C, terminate motoring when the

main relatively constant even when erroneous readings

temperature indication stabilizes.

are presented by the airspeed indicator.

8-4-3

TM 1-1520-240-10

8-4-30. Flight in Thunderstorms.

perature may occur. If vibrations are encountered, air-

speed should be reduced and the aircraft should be flown

Flight in or in close proximity to thunderstorms is to be

out of the icing area.

avoided because of the accompanying severe turbu-

lence and restricted visibility. If a thunderstorm is inad-

b. Extended flight in icing conditions can result in ice

vertently encountered during flight, the procedures for

accumulating on the helicopter heater fuel drain. If the

flight in turbulent air are to be followed and the flight path

heater shuts down during icing, do not attempt restart

altered to leave the area. Should a thunderstorm be en-

until ice is removed from the heater intake, exhaust, and

countered during a night flight, the cockpit dome light

heater fuel drain.

should be turned on with white light selected to minimize

the blinding effect of lightning. Refer to chapter 5 for

8-4-37. Approach and Landing.

limitations.

Accomplish a normal approach and landing; but if icing

is present, increased power will be required. The forward

8-4-31. Ice and Rain.

and aft wheels accumulate ice, which can result in the

brakes freezing. If icing conditions have been encoun-

8-4-32. Ice.

tered, a zero forward ground speed landing should be

The helicopter is equipped with pitot tube, AFCS yaw port

accomplished.

heating, and windshield anti-icing systems to enable safe

8-4-38. Rain.

flight in light icing conditions. Operation of these systems

is described in Chapter 2. Additional information and

It is considered that rain will have no detrimental effect on

specific procedures are also included in this section un-

the flight characteristics or performance of the helicopter.

der Cold Weather Operations. The greatest damage

The windshield wipers should be adjusted to FAST dur-

caused by ice accumulation is lowered rotor blade effi-

ing an instrument approach in rain, as rain may present

ciency resulting in decreased range and endurance. If

a restriction to visibility. Pitot heat should be used for

icing is encountered during IMC flight, consideration

flights in rain to prevent moisture from accumulating in

must be given to reduced range and endurance due to

the pitot tube and AFCS yaw ports and tubing.

increased fuel consumption. Refer to chapter 5 for limita-

tions.

8-4-39. Salt Water Operation.

8-4-33. Exterior Inspection.

8-4-40. Power Deterioration.

Refer to paragraph 8-2-10.

Salt spray ingestion in turbine engines may result in a

loss in performance as well as a loss in compressor stall

8-4-34. Taxiing.

margin. This reduction in stall margin makes the engine

susceptible to stalls during acceleration, and more partic-

Taxi at slow speeds to ensure positive braking action

ularly, under deceleration conditions. As spray is in-

during turns. The forward tilt of the rotors will cause the

gested and strikes the compressor blades and stator

helicopter to continue moving forward if icy conditions

vanes, salt is deposited. The resulting buildup gradually

prevent braking.

changes the airfoil sections, which in turn affects perfor-

mance. This deterioration will be noticed as a decrease

8-4-35. Before Takeoff.

in torque and an increase in PTIT for a given N1. Should

When the takeoff is to be accomplished into possible

the deterioration reach the point where the compressor

icing conditions, the following are to be accomplished as

actually stalls, PTIT will increase, while N1 and torque

part of the Before Takeoff Check.

will decrease. The circumstances under which power

deterioration may occur during salt water operation vary

ANTI-ICE switches - ON. Refer to chapter 5 for limita-

with a number of factors. The flight regime, gross

tions.

weight,wind direction and velocity, pilot technique, dura-

tion of maneuver, salinity of the water, and the relative

8-4-36. During Flight.

density of the salt spray, all have a bearing on perfor-

mance deterioration. Intermittent operation in moderate

Since all of the systems on this helicopter are of the

salt spray conditions could expose the engines to

anti-icing rather than the de-icing type, always start sys-

enough salt spray to cause noticeable performance de-

tems at least 5 minutes before entering a suspect or

terioration. During prolonged operations (such as low

forecast icing area. In addition, engine icing can occur at

hovering) in heavier spray conditions, power deteriora-

temperatures above freezing.

tion will be apparent and is more critical. Maneuvers such

a. Extended flight in light icing conditions may result

as hovering close to the water in light winds, or low flights

in lateral and vertical vibrations caused by asymmetric

at low speeds will generate maximum rotor downwash

self-shedding of ice. Minor rotor blade damage may oc-

spray conditions. Careful operation, following the proce-

cur from ice shedding at 10_C and below. One-per-rev

dures and limitations contained herein, in strict adher-

lateral vibrations from asymmetric shedding at any tem-

ence to the prescribed maintenance procedures when

8-4-4

TM 1-1520-240-10

operating in these conditions, should result in the pres-

a. No wind. Hovering in a no wind condition normally

ervation of rated engine power.

results in a relatively low spray concentration at all hover-

ing altitudes.

8-4-41. Hovering.

b. Light winds (approximately 5 to 16 knots). Hover-

Hovering over salt water at altitudes that cause concen-

ing in these conditions results in the heaviest or most

trated spray into the engine inlets results in gradual pow-

critical spray concentrations. Spray can be minimized by

er deterioration and eventual reduction of compressor

heading changes with reference to wind direction and

stall margin. Operation in these conditions should be

ascertaining minimum spray concentration on wind-

avoided or minimized. The following procedures are

shield.

grouped according to wind conditions. Maximum hover-

c. Moderate to heavy winds

(15 knots and

ing altitude, consistent with safety and mission accom-

above). Higher winds normally result in the lowest of

plishment, is recommended to reduce possibility of salt

spray concentration at all hovering altitudes. In these

spray ingestion. Prolonged hovering over salt water

conditions, hovering can be accomplished into the wind.

which results in spray ingestion, indicated by spray on

the windshield, must be avoided. The amount of spray

8-4-42. After Flight.

observed on the windshield is usually the best indication

of spray ingestion into the engine outlets.

Refer to Appendix C.

8-4-5/(8-4-6 blank)

TM 1-1520-240-10

CHAPTER 9

EMERGENCY PROCEDURES

SECTION I. HELICOPTER SYSTEMS

9-1-1. Helicopter Systems.

c. The term AUTOROTATE is defined as adjusting

the flight controls as necessary to establish an autorota-

This section describes helicopter systems emergencies

tional descent and landing.

which ,may reasonably be expected to occur and pres-

ents the procedures to be followed. Emergency opera-

1. Thrust control - Adjust as required to

tion of mission equipment is contained in this chapter,

maintain RRP

insofar as its use affect safety of flight. Emergency proce-

2. Pedals - Adjust as required.

dures are given in checklist form when applicable. A

condensed version of these procedures is included in TM

3. Cyclic - Adjust as required.

55-1520-240-10-CL. Refer to figure 9-1-1 and 9-1-2 for

d. The term EMER ENG SHUTDOWN is defined as

emergency equipment, exits, and entrance.

engine shutdown without delay. Engine shutdown in

flight is usually not an immediate action unless a fire

9-1-2. Immediate Action Emergency Checks.

exists. Before executing an engine shutdown, identify the

NOTE

affected engine by checking indications of torque,

RRPM. N1, PTIT, engine oil pressure and ^714A ENG

The urgency of certain emergencies requires

FAIL Caution.

immediate and instinctive action by the pilot.

The most important single consideration is

CAUTION

helicopter control. All other procedures are

subordinate to this requirement. The MAS-

When in-flight shutdown of a malfunctioning

TER CAUTION should be reset after each

engine is anticipated positive identification

malfunction to allow systems to respond to

of the malfunctioning engine must be ac-

subsequent malfunctions. When appropriate,

complished to avoid shutting down the

a check of the affected PDP for open circuit

wrong engine.

breakers should be accomplished, in some

cases this may minimize or eliminate the em-

1. ENG COND lever - STOP.

ergency. An example of this would be an ap-

2. FIRE PULL handle - PULL (engine fire

parent failure of an instrument, whereas re-

only).

setting the circuit breaker restores operation.

If time permits during a critical emergency,

3. AGENT DISCH switch - As required. (en-

jettison external loads, and lock shoulder har-

gine fire only).

nesses.

e. The term ABORT START is defined as engine

Those steps that must be performed immediately in an

shutdown to prevent PTIT from exceding limits orwhe-

emergency procedure are underlined. These steps

never abnormal operation is indicated. If high PTIT was

must be performed without reference to the checklist

indicated, the engine must be monitered to decrease

(CL). When the situation permits, non-underlined steps

PTIT below 260_C.

will be accomplished with the use of the CL.

1. ENG COND lever - STOP.

9-1-3. Definition of Emergency Terms.

2. ENG START switch - MTR (if high PTIT is

indicated).

For the purpose of standardization, the following

NOTE

definitions shall apply:

If a second engine start is to be attempted,

a. The term LAND AS SOON AS POSSIBLE is

wait at least 15 seconds after the N1 tacome-

defined as executing a landing to the nearest suitable

ter indicates zero before attempting start.

landing area. (e.g., open field) without delay. ( the

This will allow sufficient time for fuel to drain

primary consideration is to assure the survival of

from the combustion chamber.

occupants.)

9-1-4. Emergency Warning Signals and Exits.

b. The term LAND AS SOON AS PRACTICABLE is

defined as executing a landing at the nearest suitable

The helicopter is equipped with an emergency troop

airfield/heliport.

alarm and jump light system. The following standard sig-

9-1-1

TM 1-1520-240-10

nals will be used to notify occupants of an emergency

can usually be regained by using engine beep trim and

situation:

power available of the operating engine.

c. If sufficient power is not available, normal RRPM

1. Prepare for ditching, or crash landing - 3

is regained by lowering the thrust control. Procedure to

short rings.

be followed after engine failure will be governed by the

altitude and airspeed available for helicopter control and

2. Water contact - Sustained ring.

for maintaining sufficient RRPM for continued flight and

landing. The height-velocity diagram (fig. 9-1-4 and

Safety equipment, emergency exits, and entrance routes

9-1-6) present the airspeeds and wheel heights from

are shown in Figures 9-1-1 and 9-1-2. Emergency exit

which a safe landing can be made at various GW and

door handles are yellow and black striped. Safety equip-

temperatures following a S/E failure.

ment consists of seven first aid kits, three hand fire extin-

guishers, one emergency escape axe, and three emer-

d. Decrease in thrust after engine failure will vary with

gency exit lights.

altitude and airspeed at the time of occurence. For

example, thrust must not be decreased when an engine or

9-1-5. After-Emergency Action.

engines fail at a hover in-ground effect (HIGE): whereas,

After a malfunction of equipment has occurred, appropriate

during cruiseflight conditions, altitude and airspeed are

emergency actions have been taken, and the helicopter is

sufficient for a significant reduction in thrust, thereby

on the ground, an entry must be made in the Remarks

allowing rotor speed to be maintained in the safe operating

Section of DA Form 2408-13-1.

range. Following an engine failure, cyclic control isadjusted

as necessary to remain in hover over the desired point or

to control airspeed and flight path in forward flight. Pedal

9-1-6. Engine.

pressure is applied as necessary to control aircraft

9-1-7. Flight Characteristics.

heading.

a. If an engine failure occurs, no control problems

e. Airspeed should be maintained at the opti-

exist unless power from the remaining engine is not suffi-

mum for existing conditions for continued flight (S/E

cient to maintain the selected RRPM. If sufficient power

failure) or for autorotational descent (dual-engine

is not available to maintain altitude, descend to an alti-

failure). As airspeed increases above 70 KIAS in

tude where single-engine (S/E) flight can be accom-

autorotation, there is a corresponding increase in rate

plished (fig. 9-1-3 and 9-1-4 for S/E performance data).

of descent (R/D). Airspeed up to 100 KIAS or Vne,

The best indications of engine failure are decreased

whichever is slower, will increase glide distance but

torque on the failed engine and a compensating increase

should be avoided at low altitude because the time

in torque on the remaining engine, accompanied by a

available to decelerate is critical. At airspeeds below

droop in RRPM, and a continuing decrease in N1 speed

70 KIAS. R/D in autorotation increases and glide

below 60 percent. An engine failure will have no effect on

distance decreases. Gliding the helicopter in autorota-

any of the helicopter systems as long as the RRPM is

tion out-of-trim will also increase R/D and decrease

glide distance.

maintained above the minimum speed. On the ^714A a

1% to 3% RRPM momentary transient can be anticipa-

9-1-8. Minimum Rate of Descent - Power Off.

ted. Then RRPM will automatically recover to the se-

lected RRPM. ^714A Single engine failure is character-

The power off minimum R/D is attained at an indicated

ized by an engine fail caution light, change in engine

airspeed of approximately 70 knots and 100% RRPM

noise, split in torque, momentary drop in the RRPM with

(fig. 9-1-7).

the DECU recovering RRPM to 100% within maximum

9-1-9. Maximum Glide Distance - Power Off.

single engine torque limits.

The maximum glide distance is attained at an indicated

712 When one engine fails, rotor speed can be

airspeed of 100 knots or Vne, whichever is slower, and

expected to drop to as low as 93 percent. Safe RRPM

100% RRPM (fig. 9-1-7).

9-1-2

TM 1-1520-240-10

9-1-10. Dual Engine Failure.

1. AUTOROTATE.

2. External cargo - Jettison.

CAUTION

3. ALT switch - Disengage.

Jettison external cargo as soon as possible

after engine failure. This will help to prevent

damage to the helicopter during touchdown

9-1-11. Single Engine Failure.

and will reduce weight and drag, thereby

improving autorotational performance.

The action taken after one engine fails will depend on

altitude, airspeed, phase of flight, areas available for

a. Low Altitude / Low Airspeed. When both engines

landing, and S/E capability of the helicopter. Immediately

fail at low altitude and low airspeed, sufficient altitude is

after any engine malfunction, the flight engineer should

not available to increase RRPM. Establish the best

check the engine for the possibility of fire. If required,

autorotational airspeed, jettison external cargo (if

external cargo should be jettisoned as soon as possible

applicable), and decelerate effectively prior to

after engine failure. This will help to prevent damage to

touchdown. Initial thrust reduction will vary from no

the helicopter during touchdown and will reduce weight

reduction at zero airspeed below 20 feet to full reduction

and drag, thereby improving S/E performance.

at higher airspeeds and altitudes. Attempt to maintain at

least 96 percent.

Thrust control adjustments will depend on altitude at the

b. Cruise. c. In cruise flights up to Vne, reduce

time of engine failure. For example, at (HIGE) below 20

thrust immediately to full down position to regain RRPM.

feet, maintain thrust control position as the operative

Adjust cyclic pressure as necessary to maintain the re-

engine beep trim is increased. At a hover above 20 feet,

quired airspeed. The Autorotation Approach Corridor,

thrust should be lowered slightly to maintain at least 96

figure 9-1-8, presents those combinations of airspeeds

percent RRPM. If altitude permits, thrust may be lowered

and wheel heights from which a safe autorotatiive landing

sufficiently to maintain normal RRPM.

may be made following a second engine failure. Autorotative

approaches are recommended in the caution area. At high

Cyclic inputs will depend on altitude and airspeed. At a

gross weights, the rotor may tend to overspeed and may

(HIGE), the helicopter should be maintained in a hover-

require thrust application to maintain RPM below the upper

ing attitude. in forward flight, at low altitude (below 50

limit. Thrust should never be applied to reduce RPM for

feet), when S/E flight is not possible a decelerating atti-

extending glide distance because this reduces RPM avail-

tude should be assumed to dissipate airspeed and aid in

able for use during touchdown. When both engines fail at

cushioning the helicopter. If airspeed is slow and altitude

cruise, proceed as follows:

permits, the helicopter should be placed in an accelerat-

ing attitude of up to 30_ nose-low to gain airspeed as the

operative engine beep trim is increased. This nose-low

CAUTION

attitude should not be used at extremely low alttiude

because of reduced reaction time, R/D, and the response

The helicopter must be maneuvered into

of the helicopter. Any time the helicopter assumes a de-

the autorotation approach corridor prior

celerating attitude in close proximity to the ground, avoid

to landing to assure a safe outcome of the

rotating the aft gear into the ground at touchdown.

maneuver.

9-1-6

TM 1-1520-240-10

9-1-12.

^714A ENG 1 FAIL or ENG 2 FAIL.

NOTE

If S/E flight can be maintained, an attempt to

The ENG 1 or ENG 2 FAIL caution is illuminated whenev-

restart the inoperative engine may be made if

er the engine failure logic within the DECU recognizes

there is no evidence of fire or obvious me-

any of the following:

chanical damage.

1. Power turbine shaft failure. N2 is greater

Continued flight is not possible:

than RRPM by more than 3%.

Land as soon as possible.

2. N1 underspeed.

9-1-14. Engine Restart During Flight.

3. Engine flameout.

WARNING

4. Over temperature start abort (Primary

mode only).

Fire detector and extinguishing systems

5. Primary system fail freeze (Primary and

are not provided for the APU. Crewman

Reversionary mode hard faults, FADEC

must monitor APU area for fire.

caution is illuminated).

6. During normal shutdown as the N1 rpm

CAUTION

goes below 48% the ENG 1 FAIL or ENG 2

FAIL caution is illuminated and then turned

If abnormal indications are present during

off 12 seconds after the N1 rpm drops below

the restart, shut down the engine immediate-

40%.

ly.

1. APU - Start.

9-1-13. Single Engine Failure - Low Altitude/Low

Airspeed and Cruise.

712

ENG COND lever (inoperative en-

If an engine fails under conditions that will permit S/E

gine) - STOP.

flight, thrust and 712 engine beep trim must be adjusted

714A ENG COND lever (inoperative en-

as required to maintain safe RRPM. Initial thrust reduc-

gine) - STOP, then GND.

tion will vary from no reduction at zero airspeed below 20

feet to a significant reduction at higher altitudes and air-

4. FIRE PULL handle - In.

speeds. Attempt to maintainat least 96 percent RRPM.

5. All FUEL PUMP switches - ON.

If the helicopter is below the best S/E climb airspeed,

forward cyclic must be applied to attain a nose-low attitu-

6. XFEED switch - As required.

de of up to 30_ in order to gain airspeed. As airspeed

increases to 30 knots, adjust the pitch attitude of the

7. Starting engine - Perform.

aircraft to accelerate to the best S/E airspeed.

8. APU - OFF.

If an engine fails under conditions that will not permit S/E

flight, the procedures will be essentially the same as for

9-1-15.

712 Normal Engine Beep Trm System

continued flight, except that cyclic pressures are applied

Failure (High Side) or N2 Governor Failure.

to decelerate the helicopter for touchdown, rather than

Failure of the normal engine beep trim system to the high

continued acceleration. During deceleration, just prior to

side may be recognized by increasing torque on the af-

touchdown, avoid rotating the aft landing gear into the

fected engine, decreasing torque on the unaffected en-

ground.

gine, an increase in RRPM, and a lack of response of

normal engine beep trim. These indications should be

Continued flight is possible:

confirmed by observing all the engine instruments.

1. Thrust control - Adjust as necessary to

maintain RRPM.

Controling RRPM with the ECL must be done smoothly

and with care. Engine response is much faster and it is

712

ENGINE BEEP TRIM switch -RPM

possible to cause the RRPM to exceed limitations or

INCREASE as required.

decrease to the point that the generators will be discon-

nected from the buses. If the thrust control is moved, it is

3. External cargo - Jettison (if required).

necessary to control RRPM with the engine condition

4. ALT switch - Disengage.

lever and the No.1 and 2 ENGINE BEEP TRIM switch. If

a malfunction to the high side occurs, perform the follow-

5. Land as soon as practible.

ing:

6. EMER ENG SHUTDOWN (when

1. Thrust control - Adjust as required to

conditions permit).

maintain RRPM within limits.

9-1-17

TM 1-1520-240-10

2. ENG COND lever (affected engine) -

9-1-19.

714A FADEC 1 and FADEC 2 Cautions.

Adjust to a position between FLT and GND

1. FADEC ENG 1 and ENG 2 INC-DEC beep

that will control RRPM.

switches - Beep to 100 percent, match

3. ENGINE BEEP TRIM switch NO. 1 & 2 -

TQs.

Adjust as required.

2. Reduce rate of THRUST CONT lever

changes.

4. Land as soon as practicable.

3. Land as soon as practicable.

9-1-16.

712 Normal Engine Beep Trim System

9-1-20. Engine Fluctuations without FADEC

1/2

Failure (Low Side or Static).

Light.

Failure of the normal engine beep trim system to the low

The FADEC system may fail without illuminating the FA-

side can be recognized by decreasing torque on the af-

DEC 1/2 light. this will be indicated by power fluctuations

fected engine, increasing torque on the unaffected en-

(TQ, N1, Fuel Flow, Rotor RPM, and PTIT indications)

gine, a lossof RRPM, a lack of response to ENGINE

with a set thrust position. Proceed as follows:

BEEP TRIM and N1 satbilized at or above ground idle (60

to 63% N1). These indications also accompany an en-

Load share switch - Select PTIT.

gine failure: therefore, engine instruments must be moni-

If engine power flucations are not correct.

tored to determine which event has occurred. A static

failure may be recognized by failure of one or both en-

1. Load share switch - TQ.

gines to respond to beep commands or may resemble a

2. No. 1 engine FADEC switch - REV.

high or low side failure when the thrust control is lowered

or raised.

If engine power flucations are not correct.

3. No. 1 engine FADEC switch - PRI.

If the thrust control is moved with either EMERG ENG

TRIM AUTO/MANUAL switch in MANUAL, it is neces-

4. No. 2 engine FADEC switch - REV.

sary to control RRPM and torque by use of the appropri-

ate EMERG ENG TRIM INC or DECR switch. Perform

If engine power flucations are not correct.

the following:

Land as soon as practicable.

1. EMERG ENG TRIM switch (affected en-

9-1-21.

^714A Reversionary System Failures.

gine) - Adjust as required.

CAUTION

2. EMERG ENG TRIM AUTO/MANUAL

switch (affected engine) - MANUAL.

The aircrew should be alert to the possibil-

ity of abrupt NR changes when opening

3. EMERG ENG TRIM switch (affected en-

the FADEC in single or dual engine REV

gine) - Adjust in coordination with the EN-

mode(s).

GINE BEEP TRIM NO. 1 &2 switch to nor-

mal operating RRPM and match torque.

When operating in the reversionary mode and the rever-

sionary mode sustains a hard fault, REV 1 or REV 2

caution illuminates, a failed fixed fuel flow condition may

9-1-17.

714A FADEC FAILURES.

exist, The ENG COND lever will be inoperative, therefore

unable to modulate engine N1. The indications may be

In some cases a failure may occur without illuminating

a change in sound, vibration absorbers may detune

the FADEC, REV, and/or ENG FAIL light(s) and the only

causing vibration and a possible increase in NR when the

indication of a failure will be from engine indications. In

THRUST CONT lever is reduced.

these cases the pilot must excersise prudent judgement

and perform actions as required. Those actions may in-

The Reversioanry may also fail without illuminating the

clude increasing the thrust for a runaway engine, manual

REV light. In this case, the Reversionary beep switces

ECL control, manually selecting FADEC control panel

may become inoperative but the ENG COND lever may

switches, or engine shutdown for a fail fixed position.

be operative.

Two different reactions can occur depending if the engine

9-1-18.

714A FADEC 1 or FADEC 2 Caution.

with the failed FADEC went into fixed fuel flow at a high

fuel flow or a low fuel flow.

1. FADEC INC-DEC beep switches (af-

fected engine) - Adjust as required.

In a high fuel flow situation, the FADEC on the non mal-

functioning engine may cause the non malfunctioning

2. Reduce rate of Thrust CONT lever

engine to drop off line in an effort to maintain 100 percent

changes.

NR (since the failed engine has a high fixed fuel flow).

9-1-18

TM 1-1520-240-10

Conversely, if the failure occurred at a low power setting,

RRPM and fixed power output, keeping in mind the pow-

the malfunctioning engine will provide little or no power

er required for touchdown.

upon demand. These indications must be confirmed by

observing the engine instruments display since the non-

1. Land as soon as possible.

malfunction engine could have low or high torque in com-

parison to the fixed fuel flow engine.

2. EMER ENG SHUTDOWN - As required.

This fixed fuel flow condition may cause an increase in

9-1-25. Engine Transmission Clutch Failure to

NR when THRUST CONT lever is reduced. Another indi-

Engage.

cation would be a split in TQ with upward or downward

THRUST CONT applications.

An engine transmission clutch failing to engage is most

This fixed fuel condition may be capable of providing

likely to occur when the engine condition lever is ad-

partial power at THRUST CONT application depending

vanced from GND to FLT or during engine start. The

on the power that was required when the system sus-

indications of an engine transmission clutch failing to

tained the hard failure.

engage are: a loss of torque indication for an engine or

erratic torque indications for an engine or failure of the N1

Failure of the REV engine control system to a fixed fuel

of an engine to accelerate past 70 percent N1 when

flow may require the engine to be shutdown at some

advancing the ENG COND lever to FLT. A sudden high

point before landing to prevent NR overspeed. Once the

torque clutch engagement may cause severe engine and/

decision is made to shut down the engine and prior to

or drive train damage. A sudden engagement is indicated by

pulling the T handle with the ENG COND lever in the FLT

a loud noise and/or a sudden large increase in engine tor-

position, the pilot may attempt to regain control of the

que. Should the engine transmission fail to engage, perform

FADEC by toggling the FADEC switch from PRI to REV

the following:

and back to PRI without hesitation between switch posi-

tions.

WARNING

If the REV light is illuminated, the engine may not restart

after shut-down.

Do not shutdown both engines simulta-

During Reversionary operation, there may be loud re-

neously. Maintain RRPM with the engaged

ports from the engine during low power condition includ-

engine until affected engine N1 reaches zero

ing a bleed band malfunction. If this is encountred, mini-

(0).

mize low power conditins on affected engine.

1. EMER ENG Shutdown - (Affected en-

9-1-22.

^714A REV 1 and/or REV 2 (WITHOUT) AS-

gine).

SOCIATED FADEC LIGHT(s) ON.

When N1 reaches (0):

CAUTION

2. EMER ENG Shutdown - (engaged en-

gine).

Do not manually select reversionary mode

on affected engine as uncommanded pow-

9-1-26. Engine Shutdown - Complete Electrical

er changes may occur.

Failure.

9-1-23.

714A REV 1 or REV 2 (WITH) Associated

F 1. FUEL VALVE #1 and

#2 ENGINE -

FADEC LIGHT ON.

CLOSE.

The FADEC of the non affected engine will attempt to

2. Normal shutdown - Perform.

maintain 100% RRPM. If engine shutdown is required,

positively identify the affected engine by observing en-

gine instruments.

9-1-27. Engine Shutdown - Condition Lever Failure.

1. Land as soon as possible.

Should the engine condition lever fail to shut down or

2. EMER ENG SHUTDOWN - As required.

control an engine, use the following procedure for engine

shutdown.

9-1-24.

714A REV 1 and REV 2 (WITH) Associated

FADEC LIGHTS ON.

1. FIRE PULL handle (affected engine) -

With both FADEC and REV lights illuminated, no engine

Pull.

or RRPM control will be provided by the FADEC. The

decision to shutdown the engine(s) should be based on

2. Normal shutdown - Perform.

9-1-19

TM 1-1520-240-10

9-1-28. Engine Shutdown with APU or APU Genera-

2. If engine power is NOT required for flight:

tor Inoperative.

a. EMER ENGINE SHUTDOWN - (Af-

fected Engine)

CAUTION

b. Land as soon as practicable.

When the rotors stop turning, no hydraulic

9-1-31. Rotor, Transmission, and Drive Systems.

pressure is available to motor the engines.

In the event of internal engine fire when

WARNING

engine motoring cannot be accomplished,

use fire extinguishing equipment as nec-

If an interposer block or rotor blade droop

essary to extinguish the fire.

stop is not in place, the flight engineer will

notify the pilot in command. All non-crew-

Apply external electrical and hydraulic power (if avail-

members will evacuate the aircraft to a safe

able) and continue with a normal shutdown. If external

position. If possible, crew will contact main-

electrical and hydraulic power is not available, proceed

tenance and attempt to engage interposer

as follows:

block with a high pressure water stream or

1. No. 2 Engine - Perform a normal shutdown.

prepare aircraft for shutdown in such a way

as to minimize damage to the aircraft and

2. All unnecessary electrical switches

components and prevent injury to person-

(except BATT switch) - OFF.

nel. If interposer blocks appear to be in place,

3. GEN 1 and 2 switches - OFF.

the flight engineer will clear the pilot to shut

down the first engine. After the first engine is

4. ENG COND 1 lever - GND. Wait until PTIT

shut down, the flight engineer will observe

decreases and then begins to increase; then

the rotor blade tip path of the forward and aft

move the ENG COND 1 lever to STOP.

rotor heads. A rotor blade drooping signifi-

cantly lower than the other blades indicates

5. ENG 1 START switch - MTR until rotors stop

a missing droop stop. In this case the

or PTIT is below 260_ C.

remaining running engine condition lever

6. Normal shutdown - Perform.

(ECL) should be advanced until sufficient

rotor RPM is achieved to lift rotor blades off

9-1-29. Engine Oil - Low Quantity/High Tempera-

of droop stops to insure no blade contact

ture or Low Pressure.

with airframe and maintenance contacted to

prepare aircraft for an emergency shutdown

A low engine oil quantity condition will be indicated by the

that will minimize damage to aircraft and

lighting of the NO. 1 ENG OIL LOW or NO. 2 ENG OIL

injury to personnel.

LOW caution light. When either oneor both of these cau-

tion lights come on, about 2 quarts of usable oil remain

9-1-32. NO. 1 or NO. 2 ENG XMSN HOT Caution.

in the respective oil tank. If one or both of the caution

lights come on, check oil temperature and oil pressure

1. EMERG ENG SHUTDOWN.

indicators (affected engine) for abnormal indications. If

F 2. Affected engine transmission - Check.

the indication on the oil temperature indicator is high or

the indication on the oil pressure indicator exceeds limits,

3. Land as soon as possible.

high or low, perform the following:

9-1-33. Transmission Debris Screen Latches.

1. If engine power is required for flight:

Trouble developing any of the five transmissions may be

Land as soon as possible.

indicated by a tripped latch indicator. This information will

be presented on the flight engineer’s MAINTENANCE

2. If engine power is NOT required for flight:

PANEL but will not be shown in the cockpit. If a latch

a. EMER ENGINE SHUTDOWN -

indicator trips, it may be reset once during the flight. If an

Affected Engine)

indicator trips:

b. Land as soon as practicable.

FWD, COMB, or AFT DEBRIS SCREEN indicator:

F RESET/GND/TEST switch - RESET.

9-1-30. Engine Chip Detector Caution Light ON.

If indicator does not reset:

If either NO. 1 or NO. 2 ENG CHIP DET caution light

comes on, perform the following:

Land as soon as possible.

1. If engine power is required for flight:

LEFT or RIGHT DEBRIS SCREEN indicator:

Land as soon as possible.

F RESET/GND/TEST switch - RESET.

9-1-20

TM 1-1520-240-10

If indicator does not reset and engine power is required

9-1-37. XMSN AUX OIL PRESS Caution.

then:

If the XMSN AUX OIL HOT caution capsule comes on,

Land as soon as possible.

the following actions should be taken:

If indicator does not reset and engine power is required

MAIN XMSN, (FWD, COMB (MIX) or AFT)

then:

Main transmission oil pressure and temperature are ab-

1. EMERG ENG SHUTDOWN.

normal:

2. Land as soon as practicable.

Land as soon as possible.

9-1-34. Transmission Low Oil Pressure or High

Main transmission oil pressure and temperature are nor-

Temperature Indications.

mal:

Developing trouble in the transmissions can be identified

Land as soon as practicable.

by high oil temperature or low oil pressure, as indicated

by transmission temperature and pressure indicators

9-1-38. XMSN OIL HOT Caution.

and cautions. If an abnormal temperature or pressure

indication develops, closely monitor the caution capsu-

If the XMSN OIL HOT caution capsule comes on, the

les. The XMSN OIL PRESS (main or aux) and XMSN OIL

following actions should be taken:

HOT caution capsules operate independently of the

pressure and temperature indicating system and come

FWD or COMB (MIX):

on when a low pressure or high temperature condition

occurs. Additional information may be obtained by the

Land as soon as possible.

flight engineer checking the MAINTENANCE PANEL.

The transmission temperature and pressure selector

AFT transmission is indicated:

switches shall be used to assist in determining the defec-

tive transmission.

1. Land as soon as possible.

9-1-35. XMSN OIL PRESS Caution.

2. Electrical load - Reduce as much as

possible.

If the XMSN OIL PRESS caution capsule comes on, the

following actions should be taken:

LEFT or RIGHT

AFT or AFT SHAFT (confirm AFT SHAFT with flight

Engine power is required:

engineer):

Land as soon as possible.

Engine power is not required:

FWD or COMB (MIX):

1. EMER ENG SHUTDOWN.

1. Altitude - Descend to minimum safe altitude.

2. Airspeed - 100 KIAS or Vne, whichever is

2. Land as soon as practicable

slower.

9-1-39.

712 Torque Measuring System Malfunc-

3. Land as soon as practicable.

tions.

LEFT or RIGHT

Malfunctions in the torque measuring system can appear

Engine power is required:

on the torquemeter as fluctuations, zero torque indica-

tion, sluggish movement, indications that are out of

Land as soon as possible.

phase, or a stationary indication. Fluctuations in torque

at steady state are indicative of an electrical malfunction

Engine power is not required:

within the system. If thisoccurs, proceed as follows:

1. EMERG ENG SHUTDOWN.

1. AC and DC Torque circuit breakers - In.

2. Land as soon as practicable.

2. N1s - Monitor when power changes are

9-1-36. XMSN OIL PRESS and XMSN AUX OIL

made insuring power outputs are matched.

PRESS or XMSN CHIP DET Caution.

3. Fuel flow indicator - Monitor for matched

Land as soon as possible.

fuel flows.

9-1-21

TM 1-1520-240-10

9-1-40.

714A Torque Measuring System Malfunc-

9-1-43. Residual Fire During Shutdown.

tions.

A residual engine fire may occur during shutdown. It is

caused by residual fuel igniting in the combustion cham-

Malfunctions in the torque measuring system can appear

ber.

on the torquemeter as fluctuations, zero torque indica-

tion, sluggish movement, indications that are out of

1. ABORT START.

phase, or a stationary indication. If this occurs, proceed

2. FIRE PULL handle (affected engine) -

as follows:

Pull.

N1 and PTIT indicators - Check.

9-1-44. Auxilliary Power Unit (APU) Fire.

N1s and PTITs not matched.

Normally an overtemperature condition condition will

cause the overtemperature switch to stop APU opera-

1. LOAD SHARE switch - PTIT.

tion: however, should a fire other than normal combus-

tion occur at the APU, complete the following:

2. PTIT indicators - Check.

1. APU switch - OFF.

PTITs not matched.

2. ABORT START.

Land as soon as practicable.

NOTE

Immediately motor engines alternately, until

N1s and PTITs are matched.

rotors are stopped, to reduce the possibility of

engine residual fire.

AC and DC Torque and Engine circuit

breakers - IN.

9-1-45. Engine or Fuselage Fire - Flight.

Visible flames, smoke coming from the engine or the

9-1-41. FIRE.

lighting of the respective FIRE PULL handle:

The safety of helicopter occupants is the primary consid-

1. Land as soon as possible.

eration when fire occurs: therefore, it is imperative that

F 2. Confirm Fire.

every effort be made by the flight crew to put out the fire.

On the ground, it is essential that engines be shut down,

3. EMER ENG SHUTDOWN (affected en-

crew and passengers be evacuated, and fire fighting

gine).

begun immediately. If the helicopter is airborne when the

After landing:

fire occurs, the most important single action that can be

taken by the pilot is to land as soon as possible. Whether

EMER ENG SHUTDOWN.

on the ground or inflight, it is mandatory that the cockpit

windows , air control handles and cockpit air knobs be

9-1-46. Engine Compartment, Fuselage, or Electri-

closed to prevent smoke and fumes from entering the

cal Fire - Ground.

cockpit, unless the smoke and fume elimination proce-

1. EMER ENG SHUTDOWN.

dure has been executed. In flight, the pilot should exe-

cute the smoke and fume elimination procedure as nec-

2. APU switch - OFF (if operating).

essary to prevent smoke and fumes from entering the

3. BATT switch - OFF.

cockpit. Fire extinguishers should be used to control or

extinguish the fire.

9-1-47. Electrical Fire - Flight.

Before shutting off all electrical power, the pilot must consid-

er the equipment that is essential to the current flight regime;

WARNING

e.g. flight instruments, flight control systems, etc. If a landing

as soon as possible cannot be made, defective circuits may

Use fire extinguisher only in well-ventilated

be isolated by selectively turning off electrical equipment

areas because toxic fumes of the extinguish-

and/or pulling circuit breakers.

er agent can cause injury

WARNING

9-1-42. ENGINE HOT START.

A dual engine flameout may occur if both

A hot start will be detected by a rapid and abnormal rise

generator switches are turned off above

in PTIT and/or by observing flames and black smoke

6,000 feet PA. All fuel boost pumps will be

coming from the engine tail cone. Complete the following

inoperative.

on the affected engine.

1. Airspeed - 100 KIAS or Vne whichever is

ABORT START.

slower.

9-1-22

OPERATOR’S MANUAL FOR ARMY CH-47D HELICOPTER (EIC: RCD, 2003) - page 13